Experimental investigations on a cascaded steam-/organic-Rankine-cycle (RC/ORC) system for waste heat recovery (WHR) from diesel engine

Yu, Guopeng; Shu, Gequn; Huo, Yongzhan; Zhu, Weijie

doi:10.1016/j.enconman.2016.10.010

Cited by 93 publications

(22 citation statements)

References 18 publications

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“…While waste heat recovery systems (WHR) may certainly improve the steady-state fuel conversion efficiency of diesel engines (Teng et al, 2007Teng and Regner, 2009;Park et al, 2011;Wang et al, 2014;Yu et al, 2016;Shi et al, 2018), cold start transients are the Achille's heel of traditional WHRs. Additionally, WHRs add weight, thermal inertia, packaging issues, and complexity.…”

Section: Fuel Conversion Efficiencymentioning

confidence: 99%

Advantages and Disadvantages of Diesel Single and Dual-Fuel Engines

Boretti

2019

Front. Mech. Eng.

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The pros and the cons of lean-burn, compression ignition (CI), direct injection (DI) internal combustion engines (ICE) are reviewed for transport applications. Fueling options considered include diesel only and dual-fuel applications with diesel and a gaseous fuel (CNG, LNG, and LPG). CIDI ICEs have higher fuel conversion efficiencies than stoichiometric, spark ignition (SI) ICEs, whether DI or port fuel injected (PFI). However, diesel-fueled CIDI ICEs have higher particulate matter (PM) and NOx engine-out emissions. The tail-pipe NOx emissions in real-world driving of diesel-powered vehicles have been, in the past, above the limits requested over the simplified cold start driving cycles used for certification. This issue has recently been resolved. The newest diesel-powered vehicles are now compliant with new laboratory test cycles and real-world-driving schedules and have no disadvantages in terms of criteria air pollutants compared to older diesel vehicles, while delivering improvements in fuel economy and CO 2 emissions. Dual-fuel CIDI ICEs offer the opportunity for enhanced environmental friendliness. Dual-fuel CIDI ICEs have lower engine-out NOx and PM emissions compared to diesel-only CIDI ICEs. The latest diesel-only vehicles and vehicles with dual-fuel ICEs deliver dramatic reductions in tail-pipe PM emissions compared to older diesel-only vehicles. Moreover, they deliver tail-pipe PM emissions well below the ambient conditions in most city areas that are highly polluted, thereby helping to clean the air. The diesel-fueled CIDI ICEs may be further improved to deliver better fuel economy and further reduced tail-pipe emissions. The dual-fuel CIDI ICE has more room for improvement to produce similar or better steady state and transient performance in terms of torque, power output and fuel conversion efficiency compared to diesel-fueled CIDI ICEs, while drastically reducing CO 2 and PM tail-pipe emissions, and improving NOx tail-pipe emissions. This is due to the ability to modulate the premixed and diffusion phases of combustion with a second fuel that is much easier to vaporize and is less prone to auto-ignition. Further development of the fuel injection system for the second fuel will lead to novel dual-fuel CIDI ICE designs with better performance.

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Section: Fuel Conversion Efficiencymentioning

confidence: 99%

Advantages and Disadvantages of Diesel Single and Dual-Fuel Engines

Boretti

2019

Front. Mech. Eng.

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“…This was found to be superior to a RC combined with a LT-ORC (40 kW), as well as to a CO 2 Brayton-ORC system and a thermoelectric generator-ORC system. The group around Shu also provided an experimental work [16] about a cascaded RC-ORC system for the WHR of a 243 kW diesel engine, where R123 was taken as the working fluid in the LT-ORC. Valves were employed instead of turbines so that a possible power output of 12.7 kW was estimated for the test rig.…”

Section: Introductionmentioning

confidence: 99%

Experimental investigation of a cascaded organic Rankine cycle plant for the utilization of waste heat at high and low temperature levels

Linnemann

Priebe

Heim³

et al. 2020

Energy Conversion and Management

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“…Organic Rankine cycle (ORC) and steam Rankine cycle (SRC) are commonly investigated for waste heat recovery (WHR) applications [4][5][6][7][8][9][10][11]. However, ORCs are mostly restricted to low heat source temperatures below 300 0 C due to risk of decomposition of the organic fluid [10,12] while SRCs tend to have large plant footprint. On the other hand, supercritical and trans-critical CO2 power cycles have been identified in several studies as a promising technology for both low, medium and high temperature WHR.…”

Section: Introductionmentioning

confidence: 99%

Dynamic modelling and control of supercritical CO2 power cycle using waste heat from industrial processes

Olumayegun

Wang

2019

Fuel

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Large amount of waste heat is available for recovery in industrial processes worldwide. However, significant proportion (up to 50%) of this thermal energy is released directly to the environment. Application of waste heat to power (WHP) technologies can increase the energy efficiency and cut CO2 emissions from these facilities. Steam Rankine cycle (SRC) and organic Rankine cycle (ORC) are commonly deployed for this purpose. The main drawback of SRC and ORC is the high irreversibility in the heat exchangers. In addition, ORC has limited temperature range and low efficiency while SRC has a large footprint. Supercritical CO2 (sCO2) power cycle is considered an attractive option, which provides better matching of waste heat temperature in the main heater (i.e. low irreversibility). It offers compact design, improved performance and it is applicable to a wide range of waste heat source temperature. The conditions of industrial waste heat sources are highly variable due to continuous fluctuations in the operation of the process. This is likely to significantly affect the dynamic performance and operation of the sCO2 power cycle. In this work, dynamic model in Matlab/Simulink was developed to assess the dynamic performance and control of the sCO2 power cycle for waste heat recovery from cement industry. The case of waste heat at 380 0 C utilized to deliver 5 MWe of power was considered. Steady state simulation was performed to determine the design point values. Open loop simulation was performed to show the inherent dynamic response to step change in the temperature of the waste heat. The dynamic performance and control of the system under varying exhaust gas flow rate between 100% and 50% of the design value were studied. Similar study was done for varying exhaust gas temperature between 380 0 C and 300 0 C. The results showed that the thermal efficiency of proposed single recuperator recompression sCO2 is about 33%. Stable operation of the system can achieved by using cooling water control and throttle valve to maintain constant precooler outlet condition. Dynamic simulation result showed that it is best to allow the turbine inlet temperature to vary according to the fluctuation in the waste heat source. These findings indicated that dynamic modelling and simulation of WHP system could contribute to understanding of the behaviour and control system development under fluctuating waste heat source conditions.

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Experimental investigations on a cascaded steam-/organic-Rankine-cycle (RC/ORC) system for waste heat recovery (WHR) from diesel engine

Cited by 93 publications

References 18 publications

Advantages and Disadvantages of Diesel Single and Dual-Fuel Engines

Advantages and Disadvantages of Diesel Single and Dual-Fuel Engines

Experimental investigation of a cascaded organic Rankine cycle plant for the utilization of waste heat at high and low temperature levels

Dynamic modelling and control of supercritical CO2 power cycle using waste heat from industrial processes

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