3

rd
World Conference on
Applied Sciences, Engineering & Technology
27-29 September 2014, Kathmandu, Nepal

WCSET 2014067 BASHA RESEARCH CENTRE. All rights reserved.
http://basharesearch.com/wcset2014.htm

Waste Heat Recovery System for a Heavy Duty Six Cylinder Engine

CHANDRASHEKHAR BHAT
1
, SHARMA S. S.
1
, JAGANNATHA K.
1
, ACHUTHA KINI
1
,
SUNIL KUMAR PANDEY
2
, SARAVANA VENKATESH
2
, PRAVEEN KUMAR K S
1

1
Manipal Institute of Technology, Manipal, Udupi, Karnataka, India
2
Ashok Leyland Technical Center, Chennai, India
E-mail: chandra.bhat@manipal.edu, ss.sharma@manipal.edu, jagan.korody@manipal.edu,
achutha.kini@manipal.edu, Sunilkumar.Pandey@ashokleyland.com, Saravanavenkatesh.r@ashokleyland.com,
kpraveenkmr22@gmail.com

Abstract: Organic Rankine cycle (ORC) is seen as an economical and environmental friendly technique to waste
heat recovery (WHR) from the exhaust gases. A mathematical model of the ORC system is developed in
MATLAB Simulink and is then coupled to the engine model in AVL boost which simulates the working of the
engine and the ORC and leads to the computation of BSFC. Using the Simulation results, the influence of
working fluid flow rates, the engine speed and the injection timing are studied. The simulation results show an
improvement in brake specific fuel consumption (BSFC) to an extent of 4.5% (equivalent to 11 kW ORC power)
when the working fluid flow rate is 0.65 kg/sec and at a lower working range of 1900 to 2200 engine speeds in
RPM. When the working fluid flow rate is 0.4 kg/sec a 3% improvement in BSFC is observed at a greater
working speed. For the ORC model to work for a higher range of engine speeds from 1300 to 2200 RPM, the
working fluid flow rate of 0.4 kg/sec is taken to be the optimised value thereby improving the BSFC by 3%.

Keywords: Organic, Cycle, Design, Heat, Simulation.

Introduction:
DIESEL engines are the internal combustion engines,
which require high power density to improve the
overall efficiency. Diesel engines remove significant
amount of combusted fuel energy through the exhaust
of the engines. Out of the total waste heat generated
in these engines, 40 % is wasted as exhaust gases [1]
with a maximum temperature of 650 Celsius [2]
depending upon the type of diesel engine and its
working conditions. Great strides are being made in
utilizing this fuel energy that is wasted through the
engine exhaust gases using different waste heat
recovery technologies. They also bring added benefits
of reduction in emissions and CO
2
footprints from the
exhaust gases.

There has not been any significant improvement in the
past few decades when it comes to waste heat
recovery (WHR) techniques in truck diesel engines.
The challenge lies in the fact that the exhaust gas heat
source varies continuously from low to high as the
engine speed varies. Hence, design and developing a
WHR system for such an engine is necessary. By
developing a WHR system, the overall power (Power
of Engine + Power of WHR) of the engine can be
increased and the BSFC of the engine be reduced that
can bring economic benefits to the vehicle industry
and the customers. The heavy-duty diesel engines are
the most widely utilised engines. A heat balance pie
chart (Fig. 1) for a heavy-duty six-cylinder diesel
engine shows nearly 22% of the fuel energy being


wasted as exhaust gas heat. In this engine, the exhaust
temperature varies between 400 - 600C and exhaust
mass flow rate between 0.18 - 0.4 kg/sec from lower
to higher engine speeds. It is necessary to utilise this
waste heat to produce useful power, which may drive
some engine accessories. This may be achieved by
identifying a better WHR technique and a working
fluid for this engine.


Figure. 1 Heat balance Pie Chart of the six cylinder
Diesel engine

The investigation involves (a) Identifying a suitable
WHR technique and a corresponding working fluid
having high heat transfer and environment friendly
characteristics, (b) Development of WHR model using
Matlab Simulink and then coupling it with the engine
model developed in AVL BOOST and finally
simulating both the models simultaneously to compute
the brake specific fuel consumption (BSFC) of the
engine, and (c) study of influence of working fluid
flow rates, the engine speeds and the injection timings
on the BSFC improvement of the engine, using the
simulation results. Prior research indicates that,

CHANDRASHEKHAR BHAT, SHARMA S. S., JAGANNATHA K., ACHUTHA KINI,
SUNIL KUMAR PANDEY, SARAVANA VENKATESH, PRAVEEN KUMAR K. S.
Proceedings of the 3
rd
World Conference on Applied Sciences, Engineering and Technology
27-29 September 2014, Kathmandu, Nepal, ISBN 13: 978-81-930222-0-7, pp 371-377

Pannu, et al [3] studied the different WHR techniques
that could be utilized to recover the waste heat of the
diesel engines and gas engines and concluded that
ORC system is a better technique to tap the waste heat
due to its simplicity and environment friendly
characteristics. In addition, its low-pressure range
makes it economically beneficial and simple to
construct with only one working fluid. Research Prior
to that [4, 5, 6], have reported that use of ORC has
indeed leads to good recovery of heat from the waste
gases. Mago et al. [7] stated that dry and isentropic
fluids such as pentane and R245fa have a better
thermal efficiency when compared to other fluids
when used in ORC cycle. Wang et al. [8] have stated
that R245fa as a working fluid for ORC will be
beneficial both in terms of heat transfer and
environment friendly characteristics. G. Kosmadakis
[9] have concluded that refrigerant R245fa has a better
safety level and has a longer atmospheric lifetime
along with a lower (ozone depletion potential (ODP).
The prior research indicates that ORC can be selected
to be the best environmental friendly waste heat
recovery technique in comparison to the other
methods. The working fluid R245fa is an
environmental friendly, isentropic and less toxic as
compared to other fluids, hence is seen as the best
ORC working fluid. The ability of ORC system to
adjust to varying temperature heat sources also makes
it suitable to be used in the truck engines.

Organic Rankine Cycle:
An ORC (Fig 2) consists of an evaporator, turbine,
condenser, pump, and a working fluid. In this, the
evaporator or vaporizer acts as a heat exchanger and
facilitates the working fluid to evaporate using the
external heat source. The vaporized working fluid
passes through the turbine where work is produced by
the expansion of vapor. This vapor is then condensed
to the saturated liquid state and finally pumped back
to the evaporator.


Figure 2 Block Diagram of ORC



Modeling and Simulation of WHR System:
Functioning of each component of the WHR system is
mathematically modeled by making few assumptions.
Evaporator is modeled as a shell and tube heat
exchanger (counter flow) as shown in Fig 3 to
determine its effectiveness and also to check whether
the condition of working fluid at outlet of the
evaporator is in vapor form.


Figure 3 Longitudinal section of Evaporator
Where
t
hi
, be the temperature at the inlet of the shell side
fluid.
t
ho
, be the temperature at the outlet of the shell side
fluid.
m
w
, be the mass flow rate of the tube side fluid.
t
wi
, be the temperature at the inlet of the tube side
fluid.
t
wo
, be the temperature at the outlet of the tube side
fluid.
------------------------- [1]
Where N
uin
is Nusselt number, K
in
is thermal
conductivity and d is the diameter of tubes. Shell side
heat transfer coefficient is given by
-----------------------[2]
Where, K
out
is thermal conductivity and d
h
is the
hydraulic diameter of the shell.
Overall heat transfer coefficient is given by
------------------------------[3]
Effectiveness of the heat exchanger is computed from
effectiveness NTU method.
Effectiveness for counter flow condition is given as:
------------------[4]
For parallel flow, effectiveness coefficient is given as
------------------[5]
where Cr = C
h
/C
c
and NTU = (A
o
+ U
o
)/C
min

A
o
is the overall area of heat transfer and C
min
is the
minimum heat capacity rate of the shell side and tube
side working fluid,
C
h
=m
h
*C
ph
= heat capacity rates for the shell side
fluid,
C
w
= m
w
*C
pw
= heat capacity rates for the tube side
fluid.

Obtain value of enthalpy of working fluid at outlet of
evaporator (g
3
) using the effectiveness, and energy
balance equation:

Waste Heat Recovery System for a Heavy Duty Six Cylinder Engine
Proceedings of the 3
rd
World Conference on Applied Sciences, Engineering and Technology
27-29 September 2014, Kathmandu, Nepal, ISBN 13: 978-81-930222-0-7, pp 371-377

------- [6]

Where m
h
is the mass flow rate of the shell side fluid.

Also effectiveness e is given by
----[7]

Where m
w
, is the mass flow rate of the tube side fluid.
If the value of g
3
corresponds to superheated state,
then mass flow rate of working fluid may be accepted.
Generally vary the mass flow rate of the working fluid
till desired superheated state of the working fluid is
achieved.

The turbine is modeled as a radial inlet and axial
outlet turbine. The actual turbine work is obtained
based on the empirical relations as follows,
------------[8]
Where g
3
is the enthalpy at turbine inlet.
g
4
is the enthalpy at turbine outlet.

turb
is the efficiency of the turbine.

turb
= Wactual turbine / Wisentropic turbine ------[9]

Where,
Wactual turbine
is the actual work that the turbine develops.
Wisentropic turbine
is the maximum possible isentropic
work.

Fig. 4 shows the condenser which is modeled as shell
and tube heat exchanger [10] and the outlet
temperature of the cooling fluid is fixed. Mass flow
rate of the cooling fluid is varied to achieve the
desired cooling effect that takes place at constant
pressure. The process involves calculating the overall
heat transfer coefficient and effectiveness for both the
de-superheating and condensing region and the
methodology of calculating the condenser
effectiveness is almost similar to that of heat
exchanger.

Figure. 4 Condenser Model

The tube side condensation heat transfer coefficient is
given by Chato correlation [11] for

-[10]

Where

1
, is the density of working fluid at saturated liquid
condition.

v
, is the density of working fluid at saturated vapor
condition,
1
, is the dynamic viscosity of working
fluid at saturated liquid condition, T
sat
, is the
corresponding saturated temperature, d
h
, is the
hydraulic, diameter, h
iv
, is the modified latent heat and
is given as,

---------------- [11]

For Re > 35000, Akers, Deans & Crosser propose the
empirical correlation for average condensation heat
transfer coefficient on the inside of the horizontal
tube of diameter D;
-------------------------- [12]



------------------ [13]
Where
M
l
, is the mass flow rate of liquid in kilograms per
second.
M
v
, is the mass flow rate of vapor in kilograms per
second.
R
el
, is the Reynolds number considering liquid flow.
R
ev
, is the Reynolds number considering vapor flow.

l
, is the dynamic viscosity at saturated liquid
condition.

v
, is the dynamic viscosity at saturated vapor
condition
Here m
r
= M
l
, = M
v
as the flow rate is assumed to
constant and system is a closed loop system.

The shell side heat transfer coefficient for the de
superheating region and condensing region remains
same as the flow is single phase flow as the basic
assumption used here is that the coolant medium i.e.
water is not allowed to reach the vapor state (limited
to 343 K). The equation 2 will be used for the
calculation of heat transfer coefficient for the shell
side in both the de superheating and condensing
region. To be specific, condenser effectiveness
followed by cooling fluid inlet temperature (T
v2
) is
obtained by same approach as motioned above (1 to
5). Then for the condensing region calculate the heat
transfer coefficient for the tube side based on the
equations from 10 to 13. Then using T
v2
as the outlet
temperature of cooling fluid at the condensing region
obtain the heat transfer coefficient for the shell side
based on equations from 2 to 3. Then obtain the
effectiveness for the condensing region based on the
equations 4, 5 and 7. With this the cooling fluid inlet

CHANDRASHEKHAR BHAT, SHARMA S. S., JAGANNATHA K., ACHUTHA KINI,
SUNIL KUMAR PANDEY, SARAVANA VENKATESH, PRAVEEN KUMAR K. S.
Proceedings of the 3
rd
World Conference on Applied Sciences, Engineering and Technology
27-29 September 2014, Kathmandu, Nepal, ISBN 13: 978-81-930222-0-7, pp 371-377

temperature T
v1
at the condensing region is obtained
using equation 6. The above steps are to repeated by
varying the mass flow rate in order to obtain a cooling
fluid temperature T
v1
equal to its ambient temperature
liquid state i.e. 303K.

Simulation: The model of the simulated Six Cylinder
Diesel Engine developed using AVL Boost as shown
in Fig 5.


Figure. 5 AVL Boost Model of Six-Cylinder Diesel Engine

The AVL Boost engine model is composed of several
pipes (1-29), intake manifold (PL1), 6 combustion
cylinders (C1-C6), junctions (J1-J7), air filters (CL1),
Charge air cooler (CO1), measuring points (MP1-
MP26), system boundaries (SB1-SB2), exhaust gas
recirculation cooler (CO2), turbocharger (TC1),
selective catalytic converter (CAT1), muffler (PL2).
The air from atmosphere is sucked into the
compressor of the turbocharger via the air filter, the
air gets compressed and its temperature increases then
passes through the Charger air cooler where it gets
cooled by the atmosphere air and gets increased in
density and moves into the inlet manifold PL1 where
it passes into the individual cylinders and gets
combusted along with fuel to produce the work on the
crankshaft. The exhaust gases that are generated
during combustion pass into the turbocharger and
finally go into the atmosphere through the catalytic
converter and muffler. Since the exhaust gases coming
through the outlet of turbocharger are at a temperature
of 400 to 600 degrees Celsius. This high amount of
waste heat goes into the atmosphere, which can be
utilized

The ORC waste heat recovery system for the
corresponding engine is developed using MATLAB
SIMULINK [12] and the two models were linked
together using DLL MATLAB [13] function available
in AVL Boost. The six-cylinder diesel engine model is
developed in AVL BOOST 2011 [14]. Fig 6 shows
Simulink model of ORC.


Figure. 6 Simulink Model of ORC

The actual thermodynamic modeling for pump and
turbine are not taken into consideration during the
simulation. The turbine is assumed to be 75 %
efficient with no flow losses. The enthalpy after
turbine is directly obtained using the look up table
module. For the simulation it is assumed that pump
work consumed is 0.5 kW. The turbine power is
obtained based on the evaporator pressure in the
system i.e. 5, 10, 15, 20 bar as in Fig. 6. The
condenser is simulated with water as the cooling
medium. The simulation model of evaporator is based
on the dimensions of a standard heat exchanger
dimensions used in one of the engines. The
evaporator model optimized by studying the influence
of working fluid flow rate, exhaust temperature and
exhaust mass flow rate on the working fluid enthalpy
at outlet. The inputs for the evaporator model are
exhaust temperature and exhaust mass flow. The
refrigerant mass flow is the user input in Matlab
Simulink Block of Evaporator before any run and the
result is obtained. There is no pressure drop assumed
in the system. With this, the overall heat transfer
coefficient is obtained for the evaporator system. In
order to know the effectiveness of the evaporator, the
effectiveness NTU relation for counter flow is used.
Finally the enthalpy after evaporator is obtained as the
output.

In the subsystem model of turbine, the enthalpy after
evaporator is used to calculate the turbine work
assuming the turbine to be 75 % efficient. The model
is based on the maximum pressure (i.e. evaporator
pressure) of ORC. If the maximum pressure is 5 bar
then the enthalpy after evaporator should be greater
than 450 kJ/kg (to have a saturated vapor at turbine
inlet), else the block wont proceed thus producing no
output. Similarly for maximum pressure of 10 bar, 15
bar and 20 bar the corresponding enthalpy after
evaporator should be greater than 470 kJ/kg, 480
kJ/kg and 488 kJ/kg for the block to run and produce
the desired turbine work output. After this stage the
enthalpy after turbine expansion is transferred to the
condenser model
.
In the condenser mode, two inputs are needed the
enthalpy after turbine and refrigerant mass flow rate.
The refrigerant mass flow rate is obtained from
evaporator model and enthalpy from turbine model.
The values move into the individual blocks of
condenser for ORC maximum pressure of 5 bar, 10

Waste Heat Recovery System for a Heavy Duty Six Cylinder Engine
Proceedings of the 3
rd
World Conference on Applied Sciences, Engineering and Technology
27-29 September 2014, Kathmandu, Nepal, ISBN 13: 978-81-930222-0-7, pp 371-377

bar, 15 bar and 20 bar and produce the corresponding
results. The subsystem of the condenser model for
each of these individual blocks is same. The enthalpy
after turbine moves into the property calculator to
obtain the values of thermal conductivity, temperature,
and dynamic viscosity. These values are transferred to
the de super heater section in which calculations
similar to evaporator are performed. Then the output
of the de super heater section is the inlet temperature
of water needed. This value of inlet temperature of
water then acts as input for the condenser section,
which produces water inlet temperature needed for the
condenser. The inner calculations are based on the
calculation methodology that is discussed in section.

Simulation Results:
Once the simulation was run for the corresponding
inputs from boost, the turbine work produced was
obtained and is shown in Fig 7.


Figure. 7 Turbine work output through
simulation
The x-axis is the number of cycles of iterations
performed in boost engine model and y-axis is the
turbine work output. It shows that for an ORC the
maximum work output possible is 22 kW. This
amount of work can be obtained when a refrigerant
pump capable of having a discharge pressure of 20 bar
is available. But utilizing such a pump would take
much more space and more work. But for practical
purposes the turbine work can be in between 8 to 15
kW as such types of pumps can be satisfactorily
implemented in the automotive engines considering
power consumption and space criteria.

Optimization Results of Matlab Simulation:
A. Variation of Turbine Work with Engine Speed
Now for optimizing the system all the outputs were
collected together for every case set run of AVL boost
engine model and saved into the Matlab workspace
and plotted. By varying the input parameters such as
refrigerant mass flow, turbine pressure ratio,
evaporator effectiveness for different values of engine
speeds and injection timings, the plots were developed
for optimization. In all these cases the condenser
pressure is considered to be 1.8 bars. This is because
at 1.8 bar the refrigerant R245fa exists in 30C
suitable for the condenser to be efficient (considering
water at atmospheric conditions to be at 30C). With
reduction in condenser pressure, a more efficient
condenser will be needed as saturated temperature will
go below 30C.
The aim of developing all these plots is to identify
the optimized parameters of the ORC waste heat
recovery system, so that waste heat recovery system
works for the maximum range of engine speeds and
the turbine work obtained should be the maximum.
Fig. 8 and Fig 9 shows variation of turbine work with
engine speeds at 5 bar and 10 bar evaporator pressure
respectively.


Figure. 8 Plot of Turbine work vs Engine speeds at 5 bar
evaporator pressure


Figure. 9 Plot of Turbine work vs Engine speeds at 10 bar
evaporator pressure

When the engine speed is increased from 1100 to
2200 RPM, then for constant value of ORC
evaporator pressure at 5 bar, the turbine work
increases with the increase in mass flow rate of
refrigerant (Fig.7). This is because of the greater
pressure force developed in the turbine blades with the
increase in flow rate of refrigerant vapor. So from this
plot, it can be concluded that by using a refrigerant
flow rate of 0.4 kg/sec will make the system work for
a greater RPM range. When the refrigerant mass flow
is increased to 0.6 kg/sec, the turbine work is possible
only when the engine is running at higher engine
speed in RPM i.e. from 1900 to 2200 RPM. This is
because the exhaust flow rate at lower engine speeds
in RPM was not sufficient enough to produce vapor
refrigerant at evaporator outlet. Hence no turbine

CHANDRASHEKHAR BHAT, SHARMA S. S., JAGANNATHA K., ACHUTHA KINI,
SUNIL KUMAR PANDEY, SARAVANA VENKATESH, PRAVEEN KUMAR K. S.
Proceedings of the 3
rd
World Conference on Applied Sciences, Engineering and Technology
27-29 September 2014, Kathmandu, Nepal, ISBN 13: 978-81-930222-0-7, pp 371-377

outputs were obtained at lower engine speeds (Fig. 8
& Fig 9).
With the increase in evaporator pressure to 10 bar, the
turbine work increases (Fig. 7 & 9). This is because a
higher-pressure ratio turbine will be used which will
produce greater expansion. For a 5 bar evaporator
pressure the slope is almost constant with increase in
engine speed in RPM (Fig. 8), but at 10 bar (Fig. 9)
the slope first increases then becomes constant. This is
because for a 5 bar evaporator pressure, the refrigerant
has already reached a critical state of degree of
superheating after which there is no further increase in
turbine work, whereas for 10 bar the refrigerant is yet
to achieve its critical state of degree of super heating.
So there is a momentary increase then it becomes
constant.
B. Variation of Heat Transfer in Evaporator with
Engine Speeds
Fig. 10 and Fig 11 shows variation of heat transfer in
evaporator with engine speeds.


Figure. 10 Plot of Heat transfer vs Engine speeds
with +5 degrees retardation in SOC.

The engine speed in RPM vs. heat transfer in the
evaporator is plotted by varying the evaporator
effectiveness and injection timing or Start of
Combustion (SOC) in (Fig. 10 and 11). It shows that
with the increase in evaporator effectiveness i.e. from
0.45e to 0.9e, the heat transfer capability of the
evaporator increases.


Figure. 11 Plot of Heat transfer vs Engine speeds
with +10 degrees retardation in SOC

As a design point of view, by having an evaporator
with a lower effectiveness, i.e. 0.45e, if the SOC is
varied from 0 to +5 i.e. retardation (0 stands for
original value of start of combustion), then heat
transfer is possible at 2100 to 2200 RPM. With further
retardation of injection timing from +5 to +10, the
heat transfer capability of evaporator increases and
can operate between 1700 to 2200 RPM thus
increasing its range. In this way the heat transfer
performance of evaporator with a lower effectiveness
can be improved by retarding the injection timing.


C. Combined Variation of Power and BSFC with SOC

ORC Simulation shows an overall improvement of 3-
4% engine power (Fig. 12) and a BSFC
improvement/reduction of ~5% was for 5 bar
evaporator operating pressure when the engine was
operated at rated speed of 2050 RPM. The results are
given in Normalized values.


Figure. 12 Plot of Power and BSFC vs SOC

1)Variation of Emissions (Nox and soot) with SOC:
The plot in Fig. 13 shows the variation of Normalised
Nox (plotted on left y axis) and Normalised SOOT
(plotted on right y axis ) with respect to start of
combustion (SOC) or injection timing for 2050 RPM
engine speed . It shows that by using an ORC system,
the Nox and SOOT emissions can be reduced by
approximately 3%.


Figure. 13 Plot of Emissions vs SOC


Waste Heat Recovery System for a Heavy Duty Six Cylinder Engine
Proceedings of the 3
rd
World Conference on Applied Sciences, Engineering and Technology
27-29 September 2014, Kathmandu, Nepal, ISBN 13: 978-81-930222-0-7, pp 371-377

2)Variation of Cooling Water inlet Temperature
with Cooling
Water Mass Flow in Condenser The plot in Fig. 14
explains that increase in cooling water flow rate from
0.2 to 0.65 kg/sec increases the condenser inlet feed
water temperature from almost 0 to 30C. This is
because at low flow rate atmospheric water at 30C is
not sufficient to remove the intense heat of the
refrigerant so it requires a sub cooled water condition.
The flow rate of 0.65 kg/sec should be considered for
practical purposes.


Figure. 14 Condenser cooling water mass flow rate vs. its
corresponding feed temperature
Conclusion:
Recovering exhaust waste heat after the turbocharger
of a Six Cylinder Diesel Truck Engine and converting
it into useful work is thermodynamically proved to be
possible using an ORC system. Refrigerant R245fa is
identified as an ideal isentropic (i.e. low degree of
superheat needed) and environmental friendly fluid to
be utilized in the ORC system. The simulation is
carried out for an ORC with condenser pressure at 1.8
bar (30C saturation temperature for R245fa) and
evaporator pressure varied for 5, 10, 15, 20 bar. A
maximum of recovery of 26 kW is thermodynamically
proved by the simulation studies using a 20 bar ORC
pump and 8 kW using a 5 bar ORC pump.
Considering practical situation of reduced space and
power requirements, the 5 bar pump is the best and
hence is considered for the simulation. So the ORC is
optimized for a 5 bar evaporator pressure and 1.8 bar
condenser pressure.

It is concluded from the simulation that
1. By using an ORC as a WHR system and refrigerant
R245fa as working fluid, a BSFC improvement of 3%
is possible i.e. equivalent to 8 kW for maximum range
of engine speeds between 1300 to 2200 RPM is
proved to be possible by the simulation study.
2. A refrigerant flow rate of 0.4 kg/sec will make the
ORC system to work for the corresponding engine
speeds (1300-2200 RPM).
3. An increase in superheat of 80 degrees will be
beneficial for a turbine to increase its power, after
which it becomes constant.
4. By retarding the injection timing by 3 degrees (0 to
+3 degrees), the Nox emissions can be reduced by
3%. A further retardation will reduce the Nox
emissions but will increase the Soot emissions above
the base engine values.

However, actual development of these components
and performing the test to know the possible
advantages and deficiencies of this system needs to be
done to validate the above results. Also, other heat
sources available from the truck engine i.e.
intercooler, EGR, oil cooler; wall heat losses could
also be tapped to further improve the efficiency of this
system. The turbine and the pump are the components,
which decide the outcome of this ORC system. This
design and development needs intensive study and
research.

References:
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Analysis of exhaust waste heat recovery from a dual
flow low temperature combustion engine using an
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[13] Matlab DLL element specifications for Boost Model
AVL Boost V2011Interfaces Manual, July 2011.
[14] AVL Boost User guide, 2011