Documenti di Didattica
Documenti di Professioni
Documenti di Cultura
ABSTRACT
Typical internal combustion engine lose about 65% of the fuel energy through the engine coolant, exhaust and
surface radiation. Most of the heat generated comes from converting the chemical energy in the fuel to mechanical
energy and in turn thermal energy is produced. In general, the thermal energy is unutilized and thus wasted. This
paper describes the analysis of a waste heat recovery (WHR) system that operates on a Rankine cycle. This WHR
system involves a modified engine assembly to reduce losses associated with compression and exhaust strokes in a
four-cycle engine. The wasted thermal energy recovered from the coolant and exhaust systems generate a high
temperature and high pressure working fluid which is used to increase efficiency of the engine.
Keyword- Internal Combustion engine, Waste heat recovery (WHR), Coolant.etc
1. INTRODUCTION
1.1. Literature Review
Waste heat recovery involving a Rankine cycle utilizes sensible enthalpy from the hot exhaust gases coming out of the
engine to heat the working fluid to superheated vapor and then the sensible enthalpy from the vapor is used to obtain
useful work. Rankine cycles have been explored by automotive and power generation industry for many years. Brands,
et al. [1] achieved WHR in a six cylinder, 14.5 L, Cummins NTC-400 diesel engine rated at 298 kW at 2100 RPM by
turbo-compounding. This involved the use of a power turbine to recover energy from the exhaust gas. The authors
demonstrated a 12.5% improvement in power and 14.8% net improvement in fuel economy due to WHR by Rankine
cycle turbo-compounding.
Chen, et al. [2] reviewed many methods incorporated by various investigators to improve engine efficiency. They came
to the conclusion of a possible multi-stage Rankine cycle with the 1st stage operating on water followed by a 2nd stage
operating on R-11 (organic solvent) to recover high temperature exhaust heat and to enable low temperature exhaust
WHR respectively. They also predicted a 15% improvement in efficiency through WHR.
An ORC system operating on tri fluoroethanol designed for use with a Class 8, long-haul vehicle diesel engine was
tested for improvements in engine efficiency. A 12.5% increase in highway fuel economy was achieved with this
system.
Teng, et al. [3] analyzed a supercritical ORC system of WHR from heavy duty diesel engines. The exhaust WHR was
analyzed from the perspectives of the first and second law of thermodynamics. They predicted up to a 20%
improvement in engine power using a supercritical ORC.
The Rankine cycle efficiency of various wet, dry and isentropic fluids was examined by Chammas, et al. [4]. They
presented a concept to recover waste heat from high and low temperature of the exhaust and engine coolant
respectively. They concluded that to eliminate the need of a superheating apparatus, the Rankine cycles should operate
on dry or isentropic fluids. Simulations predicted a 32% improvement in fuel economy and also the energy from both
exhaust and engine coolant can be recovered to a certain limit.
Stationary Internal Combustion engines were investigated by Vaja, et al. [5] for WHR using a thermodynamic analysis.
They predicted a 12% improvement in thermal efficiency. Various working fluids were tested and benzene showed the
highest improvement. A critical heat exchanger was needed to be designed in their analysis to achieve the predicted
results.
The improvement in engine efficiency using Rankine cycles for WHR has been analyzed, simulated and tested by
various individuals for many types of engines. A common conclusion obtained from the literature review is that using
Rankine cycles for WHR has the potential to improve the overall engine efficiency. Based on the results of the above
discussed papers, the current research project of a novel waste heat recovery mechanism for an I.C. engine using an
ORC was continued.
Thermal energy is predominantly released through the coolant and exhaust systems of a typical internal combustion
engine i.e. the fossil fuel energy can be converted into 35%Break Power only and the heat energy is wasted through the
exhaust 35%, cooling system 30% and radiation loss of 5%. The proposed Waste Heat Recovery system makes use of
Page 28
this wasted heat and thus improves fuel conversion efficiency of the internal combustion engine. It makes use of a
Rankine cycle to convert the thermal energy into useful work.
Page 29
Page 30
Page 31
Based on the desired operating conditions (low temperature around 40 and high temperature around200 , low
pressure around 100kPa and high pressure around 10MPa), refrigerant fluid have better efficiency than isobutene
fluid.
Typ
e
AHA
RE
Num
ber
Molecul
ar
Formula
Molec
ular
Mass
(kg/m
ol)
Norm
al
Boilin
g
point(
)
Criti
cal
Tem
perat
ure
( )
Critical
pressure
(absolute
kPa)
HF
C
R245f
a
C3H3F
5
134.04
77
15
154.
05
3,640
HC
FC
R123
C2HF3
Cl2
152.92
74
27.6
183.
68
3,662
HC
FC
R113
C2Cl3F
3
160.92
1
47.7
214
3417
3. C-Programme
As the manual calculations are difficult due to complexity, calculations are made using c -programme and the graph
has been plotted as per results.
3.1. Objective Function
The objective function is the function which is maximized by the optimization of variables. The efficiency of the system
is hence written in terms of compression ratio in the system. The optimization of the geometry variables is analyzed
and yet to be implemented on I.C Engines.
3.2. Temperatures and pressures in terms of geometric variables:
The temperature and pressures at some points can be written in terms of geometric variables. Note that at a point
T4=533K in Otto cycle, T4 = T1 (In Rankine cycle), condenser pressure P2 = saturation pressure (Psat) at 60C = 2.90bar.
The remaining temperatures and pressures and efficiencies are calculated and the values are compared using MAT Lab
programme. The program for combined cycle or waste heat recovery system is as shown in below:
Page 32
4. RESULTS
The various parameters such has network of Otto, compression ratio, vapor pressure and superheated temperature are
given input to the program and by considering above parameter values, the resulting output values are shown in below
1. Initially the input parameters values are, Wotto= 15kw, cr = 7, P1=P4 =14bar and T4 (Otto) = T1 (Rankine) = 533k
Page 33
2. varying the compression ratio value how it affects the combined efficiency. Input parameter values given to the
program is Wotto = 15kw, cr = 8, P1=P4 =14bar and T4 (otto) = T1 (Rankine) = 533k and then the output results are
shown below.
3. Varying the vapor pressure how its effects the combined efficiency. Therefore the input values are Wotto = 15kw, cr
= 7, P1=P4 =19.6 bar and T4 (Otto) = T1 (Rankine) = 533k then output values are shown below.
4. Increasing the network of Rankine how its effects the combined efficiency and other values shown below.
Page 34
Page 35
5. MAT LAB
The Values obtained in c-programming is imported into MAT Lab simulation and compared the results by plotting the
graph. As the compression ratio increases the efficiency of combined cycle also increases.
5.1. Programme for Combined efficiency Vs Compression ratio at different enthalphies
Page 36
Page 37
Page 38
GRAPH.5.8 :H1=569.01KJ/KG
Page 39
6. CONCLUSION
From the analysis, it has been identified that there are large potentials of energy saving through the use of waste heat
recovery technologies in I.C engines. Waste heat recovery entails capturing and reusing of waste heat from internal
combustion engines &through heat generated by exhaust gases and using it for heating the working fluid and
generating mechanical or electrical work. It would also help to recognize the improvement in performance and
emissions of engine.
Page 40
With the implementation of modified engine cylinder design, calculations and analysis there is a measurable
improvement in the overall efficiency of the engine nearly 20% increase of overall efficiency of the engine.
REFERENCES
[1] Brands MC, Werner JR, Hoehne JL, Kramers S. Vehicle testing of Cummins turbocompound diesel engine, SAE
Paper No. 810073, 1981.
[2] Chen SK, Lin R. A review of engine advanced cycle and Rankine bottoming cycle and their loss evaluations, SAE
Paper No. 830124, 1983.
[3] Teng H., Achieving high engine efficiency for heavy-duty diesel engines by waste heat recovery using supercritical
organic-fluid Rankine Cycle, SAE Paper No. 2006-013522, 2006.
[4] Chammas, R.E. and D. Clodic, Combined Cycle for Hybrid Vehicles. SAE International, 2005 (2005-01-1171).
[5] I. Vaja, A. Gambarotta, Internal combustion engine (ICE) bottoming with organic rankine cycles (ORCs), Energy,
35 (2) (2010), pp. 10841093.
[6] Cengel, Y.A. and M.A. Boles, Thermodynamics An Engineering Approach. 6th ed. 2008.
[7] JasdeepS.Condle, Final Report-Novel Waste Heat Recovery Mechanism For An I.C Engine, MICHIGAN
UNIVERSITY-2012.
[8] Miers, S.A., Armstead, J.R., Final Report - Simulation Analysis of Automotive Waste Heat Recovery with
DYNAMAXTM Technology, June 16th, 2011.
[9] Miers, S.A., Armstead, J.R., Supplemental Report - Simulation Analysis of Automotive Waste Heat Recovery with
DYNAMAXTM Technology, August 5th, 2011.
[10] Organic Rankine Cycle (ORC) http://www.orcycle.be/index.php/en/orctheorie.
[11] Liu, B.-T., K.-H. Chien, and C.-C. Wang, Effect of Working Fluids on Organic Rankine Cycle for Waste Heat
Recovery. Energy, 2004. 29: p. 1207-1217.
[12] Srinivasan, K.K., Mago, P.J., Krishnan, S.R., Analysis of exhaust waste heat recovery from a dual fuel low
temperature combustion engine using an Organic Rankine Cycle, Energy, Volume 35, Issue 6, June 2010, Pages
2387-2399.
Page 41