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Chapter 2 pliers has been focused especially on the waste heat recovery from long-haul truck engines [130]. In this case, as opposed to car engines [147], the amount of thermal power that can be recovered is arguably enough to allow for the design of an ORC system that does not incur into the limitations inherent to very small expanders and tight space constraints. In addition, the large number of operating hours at cruising speed, plays an important role in the evaluation of the profitability of the investment. Feasibility studies on heat recovery from car engines have unveiled several limitations with current technological and economic conditions. The first units that will be marketed are likely to be add-ons for existing trucks and their engines, employing ethanol as the working fluid and high-speed tur- bines. Because the system is designed to fit existing truck frames and engines, strict requirements on the volume occupied by ORC components must be com- plied with. Designers face the problem of the selection of the working fluid: a simple-molecule compound, even water, allows for the design of a compara- tively efficient simple-cycle system without internal regeneration, and compact condenser, thanks to the relatively high pressure. On the other hand, if the ex- pander is a turbine, the small flow passages and the high rotational speed pose technological and efficiency issues. In turn, volumetric expanders likely require a lubrication system, are kinetically complex, and subjected to vibrations. Regu- lations and requirements on the working fluids for the automotive sector are also quite stringent: aspects like toxicity, flammability, ODP and GWP are regulated. Even though a rational approach would require that these aspects are considered in relation to the corresponding indexes of the fuel, which is transported in quantities that are at least an order of magnitude larger. Very importantly, the freezing point of the working fluid must comply with the typical requirements of the automotive sector, therefore operation of the ORC system should be guaranteed for engine idle and startup temperatures as low as −40 oC. Another notable difference with stationary applications is that the inherently dynamic operation of the unit [148] demands for advanced control strategies [149], which in turn ask for appropriate dynamic simulation capabilities [150]. An interesting concept that might be successful in the longer run, is the combined- cycle power train: in this case the primary engine and its integrated heat recovery system are designed together in order to optimize all critical aspects: efficiency, volume, weigth, reliability, etc. The potential for improvement with respect to the add-on approach can be large, if one thinks to the similarity to the design method- ology of combined-cycle power stations. In this case the gas and the steam tur- bine systems are optimized in an integrated fashion, which often leads to a gas turbine which is less efficient than what is achievable with a simple gas turbine 40PDF Image | New Concepts FOR Organic Rankine Cycle Power Systems
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