AN ORC WITH ETHANOL ASME ORC 2015 3 rd International Seminar on ORC - - PowerPoint PPT Presentation

▶
an orc with ethanol
SMART_READER_LITE
LIVE PREVIEW

AN ORC WITH ETHANOL ASME ORC 2015 3 rd International Seminar on ORC - - PowerPoint PPT Presentation

Jan 07, 2023 672 likes •847 views

STUDY OF A VOLUMETRIC EXPANDER SUITABLE FOR WASTE HEAT RECOVERY FROM AN AUTOMOTIVE IC ENGINE USING AN ORC WITH ETHANOL ASME ORC 2015 3 rd International Seminar on ORC Power Systems 12-14 October 2015, Brussels, Belgium Vicente Dolz Ruiz

slide-1
SLIDE 1

Vicente Dolz Ruiz vidolrui@mot.upv.es 1

ASME ORC 2015

3rd International Seminar on ORC Power Systems 12-14 October 2015, Brussels, Belgium Vicente Dolz Ruiz vidolrui@mot.upv.es

STUDY OF A VOLUMETRIC EXPANDER SUITABLE FOR WASTE HEAT RECOVERY FROM AN AUTOMOTIVE IC ENGINE USING AN ORC WITH ETHANOL

slide-2
SLIDE 2

Vicente Dolz Ruiz vidolrui@mot.upv.es

ORC facility. Mock up

expander brake expander vessel boiler pump

  • ORC facility
  • Stationary conditions
  • Experimental
  • Modelled
  • Dynamic conditions
  • Experimental
  • Conclusions

2 IC engine

FS T T FS T P T P Evaporator Brake Electric motor &

  • freq. var.

Exhaust gas P T P T P Condenser T P T P Expander T T Tank

Expander vessel

T T FS Cooling water Pump Ethanol T FS

  • Temp. sensor
  • Pres. sensor

Flow sensor

slide-3
SLIDE 3

Vicente Dolz Ruiz vidolrui@mot.upv.es 3 Swash-plate characteristics Working fluid ethanol Pistons working 3 Bore 40 mm Stroke 31 mm Maximum expander speed 4500 rpm

ORC facility. Expander

  • ORC facility
  • Stationary conditions
  • Experimental
  • Modelled
  • Dynamic conditions
  • Experimental
  • Conclusions
slide-4
SLIDE 4

Vicente Dolz Ruiz vidolrui@mot.upv.es 4

ORC facility. Working points Ford Explorer 2 liter turbocharged gasoline engine

Point 84km/h Point 114km/h Vehicle speed (km/h) 84 114 Engine speed (rpm) 2000 2700 Fuel power (kW) 69.6 119.1 Engine power output (kW) 22.2 38.5 Inlet temperature of the exhaust gas (°C) 526 646 Mass flow exhaust gas (g/s) 24 41

  • ORC facility
  • Stationary conditions
  • Experimental
  • Modelled
  • Dynamic conditions
  • Experimental
  • Conclusions
slide-5
SLIDE 5

Vicente Dolz Ruiz vidolrui@mot.upv.es 5

Stationary conditions. Experimental results

  • ORC facility
  • Stationary conditions
  • Experimental
  • Modelled
  • Dynamic conditions
  • Experimental
  • Conclusions

Point 114km/h (25 kW heat power)

ICE

Exhaust line Evaporator

Ambient conditions 25 ºC and 1 bar

Condenser fuel power (100%) ICE mechanical power (32%) exhaust gasses (31%) cooling water (37%) electric pump power (0.16%) exhaust gasses (30%) heat losses (1%) ethanol (0.1%) ethanol (0.16%) heat losses (0.1%) exhaust gasses (10%) heat losses (1.16%) ethanol (19%) cooling water (16.9%) ethanol (17%) mechanical power (1.4%) heat losses (0.6%) Expander Pump

slide-6
SLIDE 6

Vicente Dolz Ruiz vidolrui@mot.upv.es 6

  • ORC facility
  • Stationary conditions
  • Experimental
  • Modelled
  • Dynamic conditions
  • Experimental
  • Conclusions

Stationary conditions. Model

slide-7
SLIDE 7

Vicente Dolz Ruiz vidolrui@mot.upv.es 7

  • ORC facility
  • Stationary conditions
  • Experimental
  • Modelled
  • Dynamic conditions
  • Experimental
  • Conclusions

Stationary conditions. Model

slide-8
SLIDE 8

Vicente Dolz Ruiz vidolrui@mot.upv.es 8

  • ORC facility
  • Stationary conditions
  • Experimental
  • Modelled
  • Dynamic conditions
  • Experimental
  • Conclusions

2000 rpm 3000 rpm

Stationary conditions. Model validation Point 114km/h (25 kW heat power)

slide-9
SLIDE 9

Vicente Dolz Ruiz vidolrui@mot.upv.es 9

Point 114km/h (25 kW heat power) Stationary conditions. Model validation

  • ORC facility
  • Stationary conditions
  • Experimental
  • Modelled
  • Dynamic conditions
  • Experimental
  • Conclusions
slide-10
SLIDE 10

Vicente Dolz Ruiz vidolrui@mot.upv.es 10

TET_B_out Adaptive control for transient conditions ṁET_sp_st ṁET_sp ΔṁET_sp_tr

Dynamic conditions. Control

SUM Pump speed frequency TEG PEG Expander speed ṁEG

  • ORC facility
  • Stationary conditions
  • Experimental
  • Modelled
  • Dynamic conditions
  • Experimental
  • Conclusions

TET_B_out_sp_st Stationary maps PID 1

Kp=cte Ki=cte

ṁET

slide-11
SLIDE 11

Vicente Dolz Ruiz vidolrui@mot.upv.es 11

Dynamic conditions Test 84 km/h - 114 km/h in 5 sec

slide-12
SLIDE 12

Vicente Dolz Ruiz vidolrui@mot.upv.es 12

Dynamic conditions Test 84 km/h - 114 km/h in 5 sec

slide-13
SLIDE 13

Vicente Dolz Ruiz vidolrui@mot.upv.es

5 10 15 20 25 30 35 20 40 60 80 100 120 140 200 400 600 800 1000 1200 1400 Power (kW) Speed (km/h) Time (s)

NEDC Ecoboost Explorer

Vehicle speed (km/h) Power Boil EG Power Boil ET

13

Dynamic conditions. Test NEDC

vapor conditions begins at boiler outlet

  • ORC facility
  • Stationary conditions
  • Experimental
  • Modelled
  • Dynamic conditions
  • Experimental
  • Conclusions
slide-14
SLIDE 14

Vicente Dolz Ruiz vidolrui@mot.upv.es 14

  • ORC facility
  • Stationary conditions
  • Experimental
  • Modelled
  • Dynamic conditions
  • Experimental
  • Conclusions

Dynamic conditions. Test NEDC extra urban

100 200 300 400 500 600 700 800 20 40 60 80 100 120 140 160 50 100 150 200 Exhaust gas mass flow (kg/h) Expander power (W) Vehicle speed (km/h) Time (s)

NEDC Extra-Urban

Vehicle speed (km/h) Exhaust gas mass flow (kg/h) Power expander (W)

slide-15
SLIDE 15

Vicente Dolz Ruiz vidolrui@mot.upv.es 15

  • ORC facility
  • Stationary conditions
  • Experimental
  • Modelled
  • Dynamic conditions
  • Experimental
  • Conclusions

Conclusions

  • Currently, a realistic estimation of the increase of IC engine

efficiency due to the use of ORC systems can be close to 2%. If evaporator efficiency and expander efficiency are improved this value could reach to 4.5%, as some theoretical studies predict.

  • Despite being a multivariable system, the ORC may be

controlled in transient conditions typical of an IC engine by using a simple control system with PIDs uncoupled and some

  • pen-loop controls.
  • These ORC

systems are more efficient on extra-urban conditions (vehicle speeds higher than 50 km/h approx). On the other hand, on urban driving conditions (speeds below 50km/h), these systems have not enough power to start the cycle.

slide-16
SLIDE 16

Vicente Dolz Ruiz vidolrui@mot.upv.es 16

Thanks for your attention