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sections 6.1 and 6.2, the measured fuel flow rate may not reflect the true fuel usage. Therefore, the fuel energy flow rate may be slightly underestimated. The 90°C condenser temperature version of the 175°C WHR system is shown in Figure 6-28. Increasing the condenser temperature from 60°C to 90°C resulted in the expected decrease in cycle area shown in the T-s diagram in Figure 6-29. The superheat temperature for the 90°C condenser temperature system was reduced to 300°C to prevent boiling in the recuperator. (This is not an absolute requirement, but eliminating boiling in the recuperator may be advantageous for ensuring flow distribution in the evaporator. Further studies can explore allowing boiling the recuperator.) Thus, the net power output declined, dropping from 1.99 kW for the 60°C condenser temperature system to 1.42 kW for the 90°C condenser temperature system. With a total power output of 9.06 kW, efficiency was found to be 33.50%, which is a 17.70% relative increase in efficiency over the baseline. The diagram for the final coolant temperature of 200°C is shown in Figure 6-30, with a condenser temperature of 60°C. The exhaust temperature increased over the 175°C case from 539.1°C to 597.3°C, raising the available exhaust energy and allowing the superheat temperature to be increased to 375°C. Figure 6-31 shows the T-s diagram for this system with the increased cycle area from the raised saturation pressure and superheat temperature. The ultimate result of the increased coolant and exhaust temperatures was a net power output of 2.45 kW, for a combined output of 10.09 kW (with 7.64 kW engine output). The fuel energy input was measured at 28.02 kW, giving a combined efficiency of 37.31%. This represents a relative efficiency increase of 31.04% over the baseline engine efficiency of 28.47%. The diagram for the 200°C system with 90°C condenser temperature is shown in Figure 6-32. Increasing the condenser temperature resulted in an increase in post-recuperator ethanol temperature to over 180°C and a consequent increase in mass flow through the engine to maintain the required heat rejection. The expected 168PDF Image | WASTE HEAT RECOVERY FROM A HIGH TEMPERATURE DIESEL ENGINE
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