13

Diesel Power Plants

131. Introduction
Diesel plants are more efficient than any other heat engine of comparable size. These plants are cheap by way of initial cost, can be started and stopped quickly and can burn a wide range of fuels. A Diesel plant does not require any warming period; it need not be kept running for a long time before peaking up loads. As a result there is no standby losses. Another advantage of such a plant is that it does not need large amount of water for cooling. A diesel plant can be commissioned in such a much little time compared with a hydro, steam or nuclear power station. In view of these advantages a Diesel station is suitable for localities where fuel costs are low, where water supply is limited, where oil is cheaper than coal and where loads are of such magnitudes that they can be handled by a plant of small capacity. Another means of generating electricity (i.e. hydro, thermal, nuclear) are rivals to Diesel plants and can be attractive under certain conditions. Also a gas turbine plant for continuous power generation is superior to a diesel plant where fuel is very cheap (as at a refinery or where load factors are very poor). Not withstanding competition from its rivals a diesel plant provides the most economical means of generating electricity on sman scale particularly where there is no convenient site for microhydroplants, cheap fuels are not available and load factors are considerably large. The important fields of applications of diesel engines are as rail road locomotives, ship propulsion, road building and farm machinery, electric generators for small supply units for public, industrial and institutional purposes e.g. cinema halls, hospitals, municipalties etc. These are used in freight trucks, and buses. However, since diesel engines can make efficient use of fuels that are cheaper than gasoline, they are being utilized increasingly in automobiles. Diesel electric power plants have been chiefly used as peak load and standby units, for the hydroelectric power plants. These

554

POWEH PLANT TECHNOLOGY

are used as emergency standby units which normally remain idle and are run only where there is a failure of the central station and where key industrial processes can not be interrupted to avoid financial loss.

132. Diesel Engine : Working Principle Description

and General

An internal combustion engine in which the fuel is ignited by injecting it into air that has been heated to a high temperature by rapid compression; hence, diesel engines are also called compressionignition engines. The concept of ignition compression was patented by Rudolf Diesel in 1892, and first demonstrated in an engine, five years latter. The compression ignition engine is a heat engine (i.e. one that converts heat partially into mechanical work) operating on an approximation to the idealized Diesel cycle in which combustion of the fuel, that is, the heat addition stage, occurs at essentially constant pressure.

Diesel cycle. A repeated succession of operations (or cycle) representing the idealized behaviour of the working fluid in the diesel engine form of heat engine. The diesel cycle is illustrated and described in Fig. (1321.) Following main events are taking place in a cycle.
b

t
p
d

CD o

v
Fig. ]821. Di('se] cycle.

Suction operation (oa) at constant pressure in which air is sucked inside the cylinder from atmosphere at nearly atmospheric pressure. Adiabatic compression of the working fluid i.e., air (gas) along a b ; the temperature and pressure are increased.

DIESEL POWER PLANTS

555

Heat addition along beat const?nt pressure; the gas temperature and volume are increased. Adiabatic expansion along c d, work is done by the expanding gas, and, the temperature and pressure decrease. Heat removal (rejection) along d, a at constant volume; the pressure and temperature decrease, and the gas is restored to its initial condition at a. Here cycle is completed. In the description each stage is assumed to have been completed before the next stage is initiated. However, in an actual engine there is a gradual rather than a sharp transition from one stage to next; hence the sharp points in the figure would actually be rounded off. In a diesel engine (Fig. 1322), air is down into a cylinder where
Fuel injector

Both valves close d

INTAKE

STAGE-1

COMPRESSION STAGF-2

POWER

STAGE-]

EXHAUST

STAGE-4

Fig. J;1'~'~' "'our stJokc dl(;~'-'I'-'''gllle.

it is compressed adiabatically by the inward motion of the piston and thereby heated (stage 1). Just prior to maximum compression, fuel is injected and it burns rapidly in the very hot compressed air; heat is thus added to the working fluid at essentially constant pressure (stage 2). The hot combustion gases expand adiabatically and in doing so push back the piston and mechanical work is done stage 3). At stage 4, exhaust valve opens and operation 4 heat rejection and then exhaust takes place. Following four strokes are taking place in one cycle. 1. Intake or Suction. The piston moving downward (i.e., out of the cylinder) draws air into the cylinder by way of the open intake valve. The exhaust valve is closed (operation oa). 2. Compression. The intake valve is closed and piston moving upward (i.e., into the cylinder) compresses the air. The pressure is increased to about 35 to 40 atm. (35 to 4 MPa), and the air temperature rises to 450 to 500C.

556

POWER PLANT TECHNOLOGY

3. Power. Just before the point of maximum compression, with both valves closed, a spray of very small droplets of fuel is injected into the top of the cylinder. At the existing high temperature of the air the fuel burns rapidly and produces extremely hot compressed gases. The gases expand and push back the piston ; this is the power stroke in which mechanical work is done. Not all of this work is available, however since part is utilized in the other strokes, especially in the compression stroke. 4. Exhaust. The piston moving upward pushes the some what cooled gases out through the open exhaust valve. The network in a Diesel cycle in the difference between the workdone by the working fluid in stages 2 and 3 and the work done on the fluid in stage 1. The thermal efficiency (i.e. the fraction of the heat supplied in stage 2 that is converted into net mechanical work) is increased by increasing the temperature at c and by decreasing that at d. An equivalent statement is that an increase in the compression ratio (volume at a divided by volume at .b) and decrease in the cut ofTratio (volume at c divided by the volume at b) increase the thermal efficiency. The minimum value of the cut off ratio is unity. Four Stroke and Two-Stroke Engines

Diesel engines like spark ignition engines can operate on four stroke or two stroke cycle (A stroke is an in or an out motion of the piston). In the four-stroke cycle there are two in and two out motion (i.e., two revolutions of the crankshaft) per cycle. However, only one of these four strokes is a power stroke ; hence there is only one power stroke for two rotation of the crankshaft. In the two stroke engine, on the other hand, there, are one in and one out operation (i.e., one rotation of the crank shaft) per cycle. Consequently there is one power stroke in each rotation of the crankshaft. The two-stroke diesel engine are designed without valves and with only two ports in the cylinder wall; the ports are opened and closed when they are uncovered and covered, respectively, by the moving piston. The advantage of a two-stroke cycle in providing a power stroke for each revolution of the engine crankshaft, rather than one power stroke in two revolutions in a four stroke cycle, is out weighted in a spark ignition(gasoline) engine by the associated power losses. In two stroke diesel engines, however, especially those operating at low and medium speeds these losses are greatly decreased. There is no loss of fuel through the exhaust

DIESEL POWER PLANTS

557

port because the fuel is not added until both ports are closed. Consequently, because of its design simplicity and increased power for a given engine speed, the two-stroke diesel engine is quite common, whereas the corresponding spark ignition engine has found only limited use. Thus advantages of two stroke cycle over four stroke cycle are: more power output, less frictional loss per horse power, compact and simple mechanical design, no trouble from valves, lighter flywheel due to improved turning moment. But a two stroke engine overheats on heavy loads and under light loads the running is erratic. Moreover, there is always a certain loss of fuel which escapes through the exhaust port before the compression. A four stroke engine is economical on lubricating oil and fuel consumption. Moreover, the engine cooling is simple and better as more time is available for the removal of heat. Also, the combustion gases can be completely cleared from the cylinder. The arrangement of cylinders is also important since it effects the foundations, building space and maintenance problems. Vertical in line arrangement is most commonly used. To make the engine more compact, the cylinders may be arranged in V-shape. Two stroke radial diesel engines require minimum space and foundations. Engines in the speed range of 200-1000 r.p.ro. are more common. Each cylinder is designed for around 75 kW and multi-cylinder engines having upto 16 cylinders; arranged vertically, are used for higher outputs.

Diesel Fuels. A diesel engine can use a wide variety of fuels, ranging from natural gas to fairly heavy petroleum distillate oils which are cheaper than gasoline. High-speed diesel engines use lighter fuels than do those operating at lower speeds. The heavier fuels require larger times to be injected and to vaporize prior to combustion and hence are more suited to low speed engines.
A mixture of liquid hydrocarbons used as fuel in diesel (C 1) engines. Diesel fuels are either various distillates obtained in petroleum refinning operations or blends of such distillates with residual ojl. The boiling range (200-360C) and specific gravity (082 to 092 ; 40 to 20 API) are higher than for gasoline; diesel fuels are also more viscous. An important criterion of diesel fuel is the ignition quality as indicated by the cetane number. The cetane numbers of diesel fuels are usually in the range of 30 to 60. A high cetane number is desirable for easy starting and smooth operation.

558

POWER PLANT TECHNOLOGY

In practice, a short time, called the ignition delay, elapses between the start of fuel injection and ignition in a diesel engine. The ignition delay is usually not more than a few thousandths of a second (i.e. a few miIli seconds), but a relatively long delay time, may be accompanied by difficult starting f:-om cold and, rough and noisy operation. The property of a diesel fuel that affects ignition delay is expressed by the cetane number; an increase in the cetane number decreases the ignition delay, facilitates cold starting and makes the engine run more smoothly.

133.Diesel Eledric Plant Main Components

The essential components of a Diese] Electric Plant are: (1) (2) (3) (4) (5) (6) (7) Engine. Engine Engine Engine Engine Engine Engine air intake system. fuel system. exhaust system. cooling system. lubrication system. starting system.

The diesel engine and the auxiliary equipment as stated above are discussed in detail in the following paragraphs. A typical schematic arrangnment of the diesel plant installation i" shown in Fig. 1331..

Raw watc..'r purnD

DIESEL POWER PLANTS

559

1. The diesel engine. This is the main component of the plant which develops power. Generally engine is coupled direetly to the generator. Diesel engine may be a four stroke or a two stroke engine. Four stroke engine is generally preferred as it has higher efficiency, lower specific fuel consumption and more effective lubrication than a two stroke engine. Other things which may be specified in diesel engines are: arrangement and number of cylinders used, simple aspiration or supercharging, efficiency and economical fuel consumption. 2. Engine air intake system. This includes air filters, ducts and supercharger (an integral part of the engine). The system supplies the required quantity of air for combustion. Air requirements c" large diesel plants are considerable, around 4-8 m:! per kwh. Air is drawn from outside the engine room and delivered to the intake manifold through the air filters which remove the dust and other suspended impurities from air. The purpose of the filter is to catch any air borne dirt as it otherwise may cause the wear and tear of the engine. The filter should be cleaned periodically. Filters may be of dry type (made up of cloth, felt, glass wool etc) or oil bath type. In oil bath types filter the air is swept over or through a bath of oil in order that the particles of dust get coated. The supercharger increases the pressure of air supplied to the engine so that it could develop an increased power output. Superchargers are generally driven by the engine. 3. Fuel system. This include fuel storage tanks, fuel transfer pumps, strainers, heaters and connecting pipe work. Fuel transfer pumps are required to transfer fuel from delivery point to storage tanks and from storage tanks to engine. Strainers (filters) are needed to ensure clean fuel. Heaters for oil may be required especially during winter. Fuel oil delivered to the power plant is received in storage tanks. Oil is pumped from storage tanks and supplied it to the smaller day tanks from where it is supplied to engine as shown in Fig. 13<~2.Storage tank may be located underground. Greater amount of impurities settle down in the storage tank and rest are removed by passing oil through the strainers. The fuel oil which is transferred to the daily consumption tank which is located either above the engine level so that the fuel flows by gravity to the injection pump or below the engine level and the fuel oil is delivered to the injection pump by a transfer pump driven from the engine shaft. The fuel injection system should be such that adequate quantity of fuel oil is measured by it, atomised and injected into the engine cylinder.

560
Pump

POWER PLANT TECHNOLOGY

Fuel from
Bulk storage Unloading line

Strainers Meters

Day tanl"J

To Engines

Fig. 1332. Fuel supply system for a diesel power plant.

In diesel engines atomized fuel is sprayed in the cylinders of the engine under pressure usually ranging from approximately 100 to 120 kg/cm2 The two common fuel injection systems are the air injection and solid or air less injection. In the air injection system, a multistage compressor is used to supply air at a pressure of approximately 60-80 kg/cm2 into the fuel nozzle. This system is now rarely used. 'The fuel delivered to the nozzle by the fuel pump thus, discharged into the combustion chamber. The governing is effected by controlling the operation of the fuel pump. The solid/mechanical-injection types: 1. 2. 3. systems are available in three

The common rail system; The distributor-injection system; and The pump and pressure operated nozzle systems.

The last is the most often used.

Common rail injections. This method uses a multi-cylinder fuel pump to maintain Ii constant high pressure in the fuel discharge line which supplies fuel to all injector valves of the engine, these valves being always under pump pressure. A typical common rail injection system for a diesel engine is shown in Fig. 1333. A high

DIESEL PO)VER PLANTS Spring loaded spray valve Fuel lines to other cy linders Pressure relief and timing value Control lever

561

Hrgh pressure relief val ve

Pump drive

F":~:::m;,
tank ' ~--

~"tCOlled pre,,",e
pump

Fig. 1333. A typical common rail injection system for a diesel engine.

pressure header or 'common rail' is supplied by a single pump with built in pressure regulation which adjusts pumping rate to maintain the desired injection pressure. The function of the pressure relief and timing valves is to regulate the 'injection time and amount. Spring loaded safety valve acts merely as a check. When injection valve lifts to admit high pressure fuel to spray valve, its needle rises against the spring when the pressure is vented to the atmosphere, the spring shuts the valve.

Distribution system. A typical distributor injection system is

shown in

Figr1.4.It is also called \ (r~f

nnit injector method, in which

Metering pressure pump ~

Cam

Primary pump

Fig. 1334. Typical distributor system.

562

POWER PLANT TECHNOLOGY

the whole process of metering, pressurizing timing, and injection take place in a pump-cum-atomizer unit, called the unit injector, one such injector being used for one cylinder. The high pressure fuel pipes are eliminated and the device is fitted in the cylinder head, actuated by a push rod and rocker arm in a way similar to the operation of the overhead valve. In the distributor block, camoperated poppet valves feed fuel to the cylinders in proper firing order by opening just before injection. Controlling a by pass valve in the pump or in the pump discharge line or varying the time of closure of the fuel pump inlet valve generally provides the governing effect. Pump injector method. A typical pump and pressure operated nozzle system is shown in Fig. 1335. In this system fuel nozzle is connected to a separate injection pump. The measuring of the fuel charge and control of the injection timing are done by the pump itself. The delivery valve in the nozzle is actuated by fuel oil pressure. The atomizers or the injection valves which are spring loaded inject the fuel into the combustion chamber in a fine spray.

InjectIon nozzles High pressu~ fuel lines Control

\\\\\

rack

\h\\

,',

Pump

with

individualcyllnd/ for each nozzle

Fig. 1335. Typical pump and pressure operated nozzcl system.

4. Engine Exhaust System. The function of the exhaust system is to discharge the engine exhaust to the atmosphere outside the building. This includes silencers (mumer) and connecting ducts/ pipes. A good exhaust system should keep the noise at a low level, exhaust well above the ground level to reduce the air pollution at breathing level and should isolate the engine vibrations from the building by using a flexible selection of exhaust pipe. The exhaust pipe is provided with a muffler to reduce pressure in the exhaust line and reduces the noise level. A typical exhaust system is shown il'\ Fig. 1336.

DIESEL POWER PLANTS

563

Exhaust stack

Diesel

engine

.~

//
Fig. 1336. Typical exhaust system.

The exhaust stack usually stands on the muffler top. As the temperature of the exhaust gases is sufficiently high, heat of these gases is utilized in heating oil or air supplied to the engine. The heat of exhaust gases may also be recovered in waste-heat boilers for steam generation. 5. Engine Cooling System. This includes coolant pumps, spray ponds, water treatment or filtration plant and connecting pipe work. The purpose of the cooling system is to carry heat from engine cylinder to keep the temperature of the cylinder within safe limits. The extra heat, not used for doing useful work, has to be removed from the engine, otherwise this extra heat may disintegrate the lubricating oil film on the cylinder walls and damage the cylinder liners, heads, walls, piston and rings. Small engines may be air cooled,but large stationary engines use water circulating in cylinder jacket with the help of a pump. The hot water is cooled in a spray pond and recirculated. Cooling water must be controlled in temperature ; when too low, the lube oil (lubricating oil) will not spread properly and will result in cylinder and piston wear ; when too high, the lube oil burns. It is necessary to keep the exist temperature of the cooling water around 70C. The cooling water requirement of diesel engine (for 10C temperature rise) is around 2-4 litres per bhp per minute. It is possible to utilize the heat of exit cooling water for heating oil

564

POWER PLANT TECHNOLOGY

or buildings. It is necessary to treat the make up water to remove the scale forming impurities, zeolite softener or lime or lime soda ash treatment is employed. There are three system for the recooling of water for continuous u~: 1. Open system or direct evaporation. 2. Closed system including heat exchangers with a secondary water circulation. 3. Radiators. The simplest cooling system would pump and place of disposal of hot water. water is re~rculated by cooling it in evaporative coolers, cooling tower, spray need only a water source, a Usually, however the same devices such as radiators, pond etc.

Fig. (1337) a, b, c and d shows the different methods of engine cooling.

Cap Cylinder Cylinder Radiator

Jacket piston Fins

(0) Cap

Water in

~tl

Radiator

-~(a) Direct air cooling

(c) (b)

Wate~

in--=t:.
Indirect system (natural circulation) Non-circulating cooling system with water.

Indirect cooling with forced circulation of water

(d)

Fig. 1337. Different methods of engine cooling.

DIESEL POWER PLANTS

565

Direct air cooling method employs fins casted on the cylinder head to increase the exposed surface of contact with air. Air for cooling the fins, may be obtained from a blower or fan driven by the engine. Air movement relative to engine may be used to cool the engine as in case of motor cycle engine. The direct air cooling is employed in small industrial engines, motor cycle engines and air craft engines. 'J:he indirect cooling system may use natural circulation (thermosiphon) or forced circulation of water. In the thermo-syphon method the change in the density of water due to change in temperature causes it to circulate in the system. As the' ~ater is cooled in the radiator is descends while the hot water in the jacket rises and flows to the radiator at the top. This system is simple ,but the motive force producing circulation of water is small and can provide only slow rate of circulation, necessiating larger cooling elements. Some times a water tank of sufficient capacity may be used instead of the radiator to provide thermo-siphon coolings. The forced circulation, indirect cooling system is most widely used in large and medium sized units. Cold water is passed through the cylinder jacket with the help of a pump usually mounted on the engine frame and getting the power from the engine crank shaft. The hot-water is sent to a cooling device, such as, cooling tower or a spray pond, whence it is taken in again for circulation after being cooled. Water cooling systems in stationary types as shown in Fig. 1338. diesel plants are of two

(a) Open or single circuit cooling system.

Heat exchanger

Jacket
(b)

water

pump pump Closed or dou.hle circuit system.

Fig. 1338. Water cooling systems for stationalY diesel plants.

566

POWER PLANT TECHNOLOGY

(a) Open or single circuit system in this system pump draws the water from cooling pond and forces it into the main engine jackets. After circulating through the engine jacket, water is returned to the cooling pond. This system may subject to corrosion in the cylinder jackets because of dissolved gases in the cooling water. (b) Closed or double circuit system. In this system raw water is made to flow through the heat exchanger when it takes up the excess heat of the jacket water and then is returned back to cooling pond. The double-circuit system largely eliminates internal jacket corrosion but may have corrosion in the raw water circuit of the heat exchanger. 6. Lubrication system. This system is of great importance for diesel engines. High pressure and small clearances necessitate a good lubrication system for a diesel engine. The life of the engine and the efficiency depend largely on the lubrication system. The main functions of the lubricating oil are: to lubricate the moving parts, to remove the heat from the cylinders and the bearings, to help the piston rings to seal the gases in the cylinder and to carry away the solid dirt particles from the rubbing parts. The parts of the engine, which need lubrication include piston and cylinders, gears, crankshaft, and connecting rod, bearing etc. piston and cylinder need special-lubricating oil. The various lubricating systems are: Gravity system, mechanical system and pressure or forced feed system. The forced feed lubrication is mostly used and the equipment for this purpose includes pumps, oil cooler, oil cleaner, sump oil tank etc. The lube oil is sucked from the oil sump through a filter by means of a gear pump and delivered to a pipe in the engine body. The pump is driven from the earn shaft through gears. From the pipe, coOlwctions ~re made to the crankshaft main bearings and all other parts requi~ng lubrications. The lube oil in the engine is required to be changed after it becomes unfit for supplying the lubrica'ting needs of the en~ne. In large and medium sized plants the oil changes involve latge quantities of oil, and reclaiming of used oil becomes an econo/nic proposition. This may be done by any of the following methods lor by a combination of two or more of these methods : i (1) Settling, i.e. allowing the oil to stand undisturbed for a time till impurities settle down at the bottom of the tank or container, (2) Centrifusing, centrifuges. Centrifuging when properly done. in it the oil is centrifuged through widely used, gives excellent purification

DIESEL POWER PLANTS

567

(3) Filtering, filtration through strainers and filters of absorbent and non-absorbent type. The effectively remove small amounts of impurities but are costly for large amounts. (4) Chemical-reclaiming. activated clays. This uses a combination of heat

Modern lube oils have additives to act as oxidation inhibitors, foam reducing agents, pour point depressants, and other agents. Dopes and additives may be used in oils to refresh them. 7. Engine StarUng system. Because of the high compression pressure, even a small diesel engine in a power plant can not be started by hand cranking. The various methods used for starting are: (1) Compressed air starting stationary and mobile units, (2) Electric-motor diesel engine, and starting for medium and large capacity for small high-speed gasoline and

(3) Auxiliary-engine starting for medium capacity mobile units. Compressed air system is mostly used for starting diesel engines in power plants. Compressed air, from air tank, at about 20 times atmospheric pressure is admitted to a few of the engine cylinders making them work like reciprocating air motors to turn the engine shaft. Compressed air causes the engine crankshaft assembly to rotate. Fuel is admitted to the remaining cylinders and ignites in the normal way causing the engine to start. Gradually the engine gains momentum and by supplying fuel the engines will start running. (2) Electrical starting system. Includes electric motor which drives a pinion which is engaged a toothed rim on engine flywheel. A small electric generator driven from the engine supplies electric for the motor. Storage battery (12 to 36 volts) may also be used to supply power to the electric motor for small plants. As soon as the engine is started, electric motor disengages automatically. (3) The use of auxiliary engine usually petrol driven. In this method a small petrol engine is connected to the main engine through clutch and gear arrangements. The clutch is first disengaged and the auxiliary engine started by hand, or by a self starter motor. When it has warmed up and runs at normal speed the drive gear is engaged through the clutch, and the main engine is thus cranked. Automaticany disengagement of clutch takes place after the main engine has started.

568

POWER PLANT TECHNOLOGY

134. Method of Starting and Stopping Engines

The actual process of starting may differ from engine to engine, but there are certain common steps in the process which are as follows: (1) If air starting system is employed, the pressure of the air should be checked and the air system inspected for possible leakage. Air should not leak into the cylinders. The storage battery should be checked if electric motor is used for starting. Periodic checking of battery is also required. (2) Check for fuel, lube oil and cooling water as prescribed by the manufactures is necessary before starting engine. (3) There should be no load on the engine at starting decompression device is used. and

(4) The engine is run at slow speed for a few minutes, and the various systems such as fuel, lubricating oil system etc. are again checked. (5) The speed ofthe engine should be gradually increased till it synchronises with the bus bars. (6) Then the generator is connected to the bus bar when it is in synchronism and the speed is increased till it begins to share the load as desired. The engine should not be stopped abruptly prescribed procedure should be followed. The methods normally used are: 1. 2. 3. 4. Stopping Stopping Keeping Shutting fuel supply. the action of injection pump. the exhaust valve open. off air supply.

Anyone of the above methods can be employed. If an engine is to be stopped, its speed should be reduced gradually until practically no power is delivered by the alternator. Then the unit should be disconnected from the bus and engine allowed to idle for a few minutes. It should then be stopped in conformity with the instructions detailed by the manufactures. Flow of coolant and lubricating oil through the engine should be maintained for sometime after slopping the engine. l,3S. Diesel Plant Efficiency and Heat Balance The power developed in the cylinder or at the piston is necessarily

DIESEL POWER PLANTS

569

greater than that at the crank shaft due to engine losses, thus IHP = BHP + Engine losses The indicated horse power (IHP) of a diesel engine is computed on the basis of the indicator diagram. The workdone in the engine cylinder per cycle equals the net area of the indicator diagram (i.e. area of positive loop less area of negative loop). From the area of indicator diagram it is possible to find an average gas pressure which while acting on piston throughout one stroke would account for the net work done. This pressure is called indicated mean effective pressure (i me p). The indicated mean effective pressure is calculated by finding the mean height of the indicator diagram, and multiplying it by the spring constant of the indicator spring. The work done on the piston in each working stroke is calculated from the mean effective pressure the area of the piston and length of the stroke. Thus indicated horse power IHP where
(MKS)

Pm LAn 4500

Pm =

Mean effective pressure in kg/sq. cm. L = Stroke or the piston in metre. A = Area of the piston in sq. em. n = Number of working strokes or number of explosions occurring in the cylinder per min.

N (r.p.m.)
n= 2 for four stroke engine In S.I. units, indicated power = 100 x pm x L x A x n kW Pm = Mean effective pressure expressed in bar. where A = Area if the piston in sq. m. n = Number of working strokes/secs. BHP or Brake horse power is defined as the net power available at the crank shaft. It is measured on the brake drum of a dynamometer, which gives it the name of brake horse power (bhp). Brake horse power BHP (MKS)
_ 2 nNT
4500

where

T = torque in kg. m.

570

POWER PLANT TECHNOLOGY

(It resist the motion of the brake drum of the dynamometer) N = Brake drum speed in rpm If W is the net load in kg applied on the brake drum and R is the radius of brake drum in metre then T= W.R In S.l. units brake power = 2 r:.!!T kJ/sec. When '1' is expressed in kilo-newton-meter. The difference of IHP and BHP is called FHP. It is utilised in overcoming fricdonal resistance of rotating and sliding parts of the engine. FHP = IHP - BHP The ratio of BHP and IHP is known as mechanical efficiency,
TIm

BHP
TIm

DfP

In power plants which operates at constant speed, the mechanical efficiency increases with increasing power output. Engine losses (FHP) that occur are windage loss at flywheel, mechanical power required to drive the auxiliaries losses may amount to 10 to 30% of the the engine. pumping losses of tbe engine, losses in the bearings and fitted on the engine. These internal pOWH developed by

The efficiency of conversion of the heat energy of fuel into work is known as indicated thermal efficiency. It is the ratio of heat equivalent of IHP per minute to heat energy supplied in fuel per minute.
= W

TltCMKS)

IHP x 4500 X Cu x J

.,. (131)

where

W = Cv

J
Tli

Weight of the fuel supplied in kg per minute = Lower calorific value of fuel oil ir. kcallkg = Joules equivalent = 427 kW
... (132)

(S.L unit) =

where and

kW is indicated power W is expressed in kg/sec. Cu in kJ/kg

DIESEL POWER PLANTS

571

Brake thermal efficiency or overall efficiency is the ratio of heat equivalent ofBHP per minute and heat energy supplied through the fuel per minute.
7Jb(MKS)

BHP x 4500 Wx Cu xJ

or

7Jb

(S.l.) =

Brake power
Wx
Cv

... (133)

where brake power is in kW. W is in kg/sec. and Cv in kJ/kg. The value of this efficiency for diesel engine varies from 30 to 40%. The specific fuel consumption (SFC) of a diesel engine is an important parameter of engine performance and is calculated to judge the economy in production with a particular engine, using a particular fuel. It is defined as the amount of fuel burnt per b.h.p.! brake power per hour. Heat Balance Account. A study of heat distribution in a given engine will give sufficient indication as to how efficiently the engine is working and the general distribution of heat in an I.C. engine as shown qelow. Heat supplied, to the en6rine (i.e. heat in fuel) Heat converted into work IHP

J
Heat rejected to cooling water

J
Heat rejected through exhaust gases

1-

B.H.P.

r-Lj,

Mechanical losses

Heat in water

r-~-t

Heat lost to surrounding medium (air) by radiation etc.

Heat in dry exhaust gases

An account of the heat energy produced in the combustion chamber is maintained. The quantity of heat supplied to the engine is the product of the weight of the fuel and its calorific value. In order to draw up a heat balance sheet or account for a diesel engine cylinder, the engine should be tested over a period of time under conditions of constant load and speed. The following items are calculated per unit oftime : 1. 2. 3. Heat supplied through the fuel, Heat equivalent of output produced, Heat lost to cooling water,

572

POWER PLANT TECHNOLOGY

4. 5.

Heat lost through exhaust gases, Heat lost due to radiation and other reasons, which can not be directly measured. This is obtained as difference of heat input and heat output as determined through items 2 to 4 above. must be measured for the period of

test:

The following quantities

(1) Fuel consumption, (2) IHP or indicated power, (3) BHP or brake power ; (4) quantity of water circulated for cooling ; (5) temperature of cooling water before entering and after leaving the engine cylinder; and (6) quantity of exhaust gases and its temperature. All the measurements should be taken at regular interval of time. Tests are conducted from no load to full load at various speeds arid results are tabulated at each speed. The unit of time may be an hour or a minute. Heat balance account may be drawn up as follows:

Heat Balance Sheet

(In Kcal per min or in joules)
perlost % Heat minute orKcal Kcalor to 100% Heat equivalent Heat input (i)lost expenditure age joules bypercentgases (iv) (iii) Heat

of BHP or jacket (ii) pooler water cooling to brake Heat lost

joules

It being noted that frictional power or FHP is not included as a separate item in balance sheet because most of the FHR will reappear as heat injected cooling water, exhaust gas etc. The energy produced by combustion of fuel in an engine is not fully utilized for the production of power. Maximum thermal efficiency for a small diesel engine may be about 30% and for large engines it may be upto 40%. There are wide variations in the relative proportions of the losses depending upon the type, size and operating conditions of the engine under consideration.

DIESEL POWER PLANTS

573

A typical heat balance sheet at full load for Diesel engine eel) is as follows: Us~ul output Heat lost to cooling water Heat lost in exhaust gases Heat lost in friction, radiation etc. Total -40% 30%
24%

6% 100%

Example 13.5.1.During a test on a single cylinder oil engine, 250 mm bore, 600 mm stroke, working in 4 stroke cycle, the following observations were made. Duration of test = 1 hr. = 451 cm2 Area of indicator diagram Length of the indicator diagram = 71 cm Spring index = 830 kgf/ cm2 / cm of compression Load on hydraulic dynamometer = 100 kg = 700 Hydraulic dynamometer constant Fuel consumptio,: per min. Calorific value offuel used Mass of cooling water Inlet temperature of cooling water Outlet temperature of cooling water Temperature of the exhaust gases Weight of dry exhaust gases Room temperature Specific heat of exhaust gases
= 01867 kg = 10,000 Kcal/kg =

17 kg / mill,

= 20C = 45C = 400C

-=

550 kg / mill,

= 25C = 024

Determine mechanical efficiency and draw up heat balance sheet in Kcal / min.

Solution. Heat supplied by the fuel per min.

= WC" = 01867 x 10,000 = 1867 Kcal

Mean effective pressure

=

Pm

Area of the indicator diagram x Spring no. Length of the card 45171831 = 5.278 kgfJcm2 x

574
pm LAN

POWER PLANT TECHNOLOGY

IHP:::
:;:

4500

5-278 x 600 x!E. 1000 4 4500

252

350 2 :;:60.50

BHP:;: ~N (Hydraulic dynamometer) _ 100 x 350 _ 50 700 Mechanical efficiency::: 50 11m::: 60.5 :::081::: 81% Ans. Heat equivalent to BHP ::: BHP;o 6324 (IHP::: 6324 Kcal/hr) :;:527 Kcal/min. Heat lost in cooling water::: 17 x (45 - 20) :::425 Kcal/min. Heat carried by dry exhaust gases:;: m Cpg (tge - to) ::: 550 x 024 x (400 - 25) :::495 Rcal/min.
Heat input 2823 495 Kcal 100% Kcal % equivalent 2230 2700 527 Heat 2277 425 473 Heat 1867 expenditure percentage

~N:

of water fuel gases

ofBHP Heatper cooling in min.

Example 1352. The following dqta related to a test on a four stroke four cylinder diesel engine plant which has a cylinder bore of 35 cm and a piston stroke of 45 cm. Speed is 300 rpm.
Net brake load ....921 kg (8550 Newton), Indicated mean effective pressure ... 75 kg / cm2 (735 N / sq cm) Effective radius of the brake drum :;:092 m Fuel consumption per hour :;: 75 kg

DIESEL POWER PLANTS

575

Calorific value of fuel = 10,000 Kcal (41868 kJ / kg) Air consumption per min = 30 kg Quantity of jacket cooling water = 80 kg / min Rise in temperature of cooling water = 35C Exhaust gas temperature 450C Room air temperature = 25C Specific heat of exhaust gases = 028 Kcal / kg. K (J17 kg / kg. K) Calculate (i) Mechanical efficiency, (ii) Indicated thermal efficiency, (iii) Brake thermal efficiency (iv) Specific fuel consumption, and (v) The plant heat balance.

Solution.
IHP= 4pm [aN 4500

(MKS System) : (.: 4 cylinder engine) 45 100 x"4 35 )2 ~ 300 ._~~ =4329
1C (

= 4x75x Brake horse power BHP

=
21C

NT = 4500

21C

300 x 921 x 092 - 354 4500 -

Mechanical efficiency = ::2~ = 0822 = 822%. Ans.

Wx
Cu x

Indicated thermal efficiency = IHP x 4500

= 4329 x 4500

75 60 x 10,000 x 427 Ans.

= 365%

Specific fuel consumption = 37554 0219 kg/BHP = Heat supplied in fuel Heat equivalent of BHP . ~ = 75

x 60 10,000 = 12500 Kcal/min

427

= 354 x 4,500

= 3730 kcal/min. (2832%)

576

POWER PLANT TECHNOLOGY

Heat given to jacket cooling water = 80 x 35

= 280Q kcal/min (224%)

Weight of exhaust gases per minute

= Air consumption per min. + Fuel

consumption per min.

= 30 + ~~ = 3125 kg/min

Heat carried away by exhaust gases

= 3125 x 028 x (450 - 25)

= 3718 kcal/min = 2975%

Unaccounted = 12500 - (3730 + 2800 + 3718) = 2252 = 195%

[SI unit] :
Indicated power = 4 (100 pm LA n) kW
4 100 2 = 4 x 100 x 7.5 x 100 x Tr x (..QQ..)2 X ~ x 60 45 = 324 kW.

Brake power

= 2 TrNT = 2 Tr300 (8550 x 092) Nm /min = 2Tr300 x 8550 x 092 _ 267 k 60 x 1000 w

Mechanical efficiency = ~~~ = 822% Ans. Indicated thermal efficiency

_ kW _ 324 x 60 x 60 - W x Cu -' 75 x 41868 = 365% Ans.

Specific fuel consumption

_ 75 - 324 = 0231 kg/kW.

Heat supplied in fuel

= W x Cu 75 x 41868 60 = 60

= 52335 kJ/min

DIESEL POWER PLANTS

577

Heat equivalent to brake power _ Brake power

1,000

_ 2,. x 300 x 8550 x 092 1,000 = 14821 kJ/min Heat to cooling water = 80 x 4186 x 35 = 11721 kJ/min Heat carried away be exhaust gases Weight of the exhaust gases x Specific heat x Temperature rise = 3125 x 117 x (450 - 25)
=
(

= 15539kJ/min

Heat unaccounted by difference = 10254

Heat Balance Sheet

100% 2832 11721 2975 15539 14821 2240 Heat input expenditure Total of brake min. 100% 52335 1943 10254 kJ/min per power Heat %equivalent Heat% kJ/min of fuel Heat in cooling Heat carried unaccounted

Example 1353. During a test on a four stroke cycle Diesel engine the following data and results were obtained: 21 mm Mean height of the indicator diagram 27kNlm'/mm Indicator spring number 14 litres Swept volume of the cylinder 400 rpm. Speed of the engine 75000 newton Effective brake load

578

POWER PLANT TECHNOLOGY

Effective brake radius 07 metre Fuel consumption 72 kg / hr Calorific value of the fuel 44,000 kJ / kg Cooling water circulation 540 kg / hr Rise in temperature of circulating water, 33C, specific heat of water, 418 kJ / kg Ie. Energy to exhaust gases, 336 kJ / sec. Draw up an overall energy balance in kJ / sec. and as a percentage. Also determine the mechanical efficiency. Solution: Indicated mean effective pressure = 27 x 21
=

567 kN/m2

Indicated power is given by

[_

PmZ

60

ah

kW

As the engine works on four stroke cycle principle and it is single cylinder the number of working cycles per min will be 4g0 = 200. I x A is equal the swept volume of the cylinder, which 14litres i.e. 0014 cubic metre. :. Indicated power [_ 567 x ().014 x 200 x 103 60
= 26200 watts = 262 kW

Brake power

2nNT
60

_ 2n 400 x (W-8) R
60 = 2,314,400,750, 60
=

()'7

2200 watts = 22kW Brake power indicated power

Mechanical efficiency

22 = =084 2&2

i.e.

84% Ans.
72

Heat from fuel = mass of the fuel x calorific value

=

60 , 60 x 44000 .

88 kJ/sec .

DIESEL ~OWER PLANTS

579

Heat to brake power

::: 22 kJ/sec.

Energy to circuJ 'lting water = 6~~~0 x 418 x 33 ::: 207 kJ/sec. Heat energy to exhaust gases = 336 kJ/sec.(given) Heat energy unaccounted i.e. to surroundings etc. ::: 88 - (22 + 207 + 306) = 117 kJ/sec.

Heat Balance Sheet

Heat in25%% energy88 207 382 235 133 100 100% 117 kJ/sec. kJ /sec. Heat % Heat expenditure22 to336 Heat energy to Total per see brake power Heat in cooling

136.Building and Plan Layout for Diesel Power Plant

Since diesel stations have small capacity and only a few auxiliaries, the design of the building in their case is simple rectangular blocks to accommodate the engine generator sets. The usual arrangement adopted is to place the engine and alternator on a large cQncrete block which may be reinforced, if necessary. The foundation should be made on sub-soil which is firm and solid, and the design should provide for absorption of vibrations so that these are not transmitted to the building or to the surrounding structures. In general, the recommendations of the manufacturers in this regard should be followed. Sometimes oil tanks may be located underground. There is need to plan and provide proper ventilation ~also in cold countries the question of heating should be carefully considered. For

580

POWER PLANT TECHNOLOGY

requirement of floor area the approximate dimensions of equipment should be known. The most common arrangement for diesel engines is with parallel centre lines with some room left for extension in the future. Spacing necessary between two units, the distance between their centre lines, the distance between the centre line of the end unit and the wall and the distance between the head and of the engine and the wall and the generator end and wall, should be carefully considered. The location of the switch-board, station auxiliary transformers, battery room, fuel oil tank, compressed air cylinder bottle for engine starting, compressors, lubricating oil circuits and cooling arrangements for cylinder jackets and suction and exhaust arrangements for the engines should also be given due consideration. Fig. 1361 shows the layout of a medium size diesel power station. Generally the units are placed parallel to each other so that
Water Storage
.-_.

cooling

pumps

and

: =,pace
~u

for no

future 4 ._"

Water
cooling tanks

shop

Unil

Wash Room
Switch board

1_- _ U_~_;t=~;2~~~=J _
Oil storage tanks

Off Ice

Hall

Fig. 1361. Layout of a diesel engine power plant.

the electrical connections from alternators to the control board and air ducts and exhaust pipes are short. There should be sufficient space between the sets for carrying out repair and maintenance and dismantling the sets, if necessary. The air intakes and filters as well as the exhaust mullers are located outside the building or may be separated from the main engine room by a partition w'al1. Good natural lighting and ventilation lilhould be provided in the engine room and it may be necessary to provide forced air ventilation. Adequate space for storage of oil and for a repair shop, as well as, for an office' should be provided close to the main engine room. Bulk . storage of oil may be made out of doors. Arrangement for c()oling the water required for cylinder cooling can be located near, preferably out side the building.

IIIl~SEL POWER PLANTS

581

137. Maintenance

of Diesel Power Plant

Plant maintenance depends on various factors. It is usual to maintain a correct record of instrument readings and condition of operation at regular intervals, say every half hour. Such records form log sheets. For proper plant maintenance various temperatures, pressures electric load etc. have to be checked periodically. Maintenance includes cleaning of fuel oil from dirt and other impuri ties by means of filters. Filters may have power element, or cloth or fibre or a combination of cloth and fibre-when filter element becomes choke it should be replaced by a new one. Dirt in fuel oil ruins the fine lap offuel iQjection pumps and plugs the iQjection nozzle orifice. The temperature and flow of coolant, lubricating oil and exhaust gases should be checked at regular intervals. The specific fuel consumption of diesel engines in almost constant from halfload to full load and is around 035 litres per kWh output. The specific fuel consumption increases sharply if the load is less than half load and is such it is not advisable to operate diesel engines at less than half load.

138. Super Charging

Increasing the air consumption permits greater quantities of fuel to be added and results in a greater potential output. The power developed by an I.e. engine depends upon the effective burning of fuel in the cylinder. The greater the fuel burnt, the greater is the engine power. If a greater quantity of air is supplied to an engine, it would develop more power for the same size, so it is desirable that the engine takes in the greatest possible mass of air. Thus the method of increasing the air capacity\ of an engine is termed super charging. In supercharging the supply of air is pumped into the cylinder at a pressure greater than the atmospheric, usual rap.ge being 028 to 14 kglcm2 The apparatus used to increase the air density is known as supercharger. It is raerely a compressor which proVides a denser charge to the engine, thereby enabling the consumption of a greater massof the charge with the same total pistOn displacement. For ground installation, it is used to produce a gain in the power output of the engine. For air craft installations, in addition to producing a gain in power output at sea level, it also enables the engine to maintain a higher power output as altitude is increased. During the process of compressing air or charge, the supercharge produces the following effects: (1) Provides better mixing of air fuel mixture. The turbulent effect created by the supercharger assists in additional mixing' of

582

POWER PLANT TECHNOLOGY

the fuel and air particles. The arrangement of certain types of superchargers, particularly the centrifugal type, also encourages more even distribution of the charge t<> cylinders. the (2) The temperature of the charge is raised as it is compressed, resulting in a higher temperature within the cylinders. This is partiaIly beneficial in that it helps to produce better vaporization of the fuel, but deterimental in that ittends to lessen the density of the charge. The increase in temperature of the charge also affects the detonation of the fuel. Super charging t.ends to increase the possibility of detonation in a S.I. engine and lessen the possibility in a C.!. engine. (3) Power is required to drive the supercharger. This is usually taken from the engine and thereby removes, from over-all engine output, some of the gain in power obtained through supercharging. There are three basic types of compressors that may be used as superchargers, namely the positive displacement type, centrifugal flow type and the axial flow type. Positive displacement superchargers ,nay be fmther divided into the piston and cylinder, the rotary, and the 'screw' types. In the piston and cylinder arrangement, a piston compresses air in a cylinder in much the same manner as it,compresses the air in a C.I. engine. In the rotary type, the air may be compressed by a meshing 'gear' arrangement (exempIifiedby a Roots, blower), or by a rotating vane element. These are illustrated in Fig. 1381 (a) and (b). In both of

(a) Rotary (Roots) blower

I Inlet ~

I
\-.

'-\---

_}

,,

Outlet

(b)

Vane blower

Fig. 1381. 'Schematic diagrams of two positive displacement types of compressor.

DIESEL POWER PLANTS

583

these rotary types, a volume of our is taken from the intake and discharged at the outlet end. The air is compressed as it is forced against the higher pressures at the outlet side of the compressor. The 'Screw' arrangement traps air between the intermeshing helical shaped 'gears' and forces it axially toward the outlet end. The 'gears' are in some cases designed so that the volume of the pocket of entrapped air is reduced as it proceeds through the compressor axially thus producing compression of the air. Positive displacement superchargers are used with many reciprocating engines in stationary plants, vehicles, and marine installations. The piston and cylinder arrangement is generally limited to use on large, low speed C.!. engines. The centrifugal compressor is widely used as the supercharger for reciprocating engines, as wen as the compressor for gas turbines. It is found in both stationary plants and in the power plants for vehicles. It is almost exclusively used as the supercharger with reciprocating power plants for aircraft, because it is relatively light and compact, and produces continuous flow-rather than pulsating flow as in some positive displacement types. The centrifugal type consists of an impeller which rotates in a housing at a high speed, maximum speed used being of the order of 16000 to 30000 r.p.m. They have high capacity for small size and low weight, and are suitable for automobiles or aircraft engines.
The axial flow compressor consists of sevefl~l tages of altemating s fixed and moving blades which compress the air as it moves axially along the compressor. While it is seldom used to supercharge reciprocating engines, it is widely used as the compressor unit of gas turbines.

The power required to drive the supercharges increases rapidly if the discharge pressure is increases, and the increased in power output as a result of supercharging is not proportional to increase in fuel rate. For maximum advantage the supercharger blower may be coupled to an exhaust turbine and by driven by the velocity of exhaust gases. Such a combination is known as 'Turbo-charger' and is used in many heavy diesel engines. Thus the waste energy of the flue gases in utilized in improving the engine output. Manifold air. pressure is automatically increased varying with engine load and speed. Air flow into the turbo-charged engine may be about double that of a naturally aspirated engine of the some displacement, rotating at the same speed. More air makes it possible to bum more fuel, and this results in greater engine power.

584

POWER PLANT TECHNOLOGY

13.9.Advantages and Disadvantages of Diesel Power Plants

The diesel power plants have got several advantages over other types of power plants. They are as listed below: 1. They can be easily located at the load centre without causing pollution in the environment. 2. Handling of fuel (oil) is easier. Smaller storage is needed for the fuel, and there is no refuse to be disposed off. 3. The size of the plant is comparatively small for the same capacity, which results in reduced cost of foundations and buildings. 4. Diesel power plants maintain their high operating efficiency irrespecti ve of load. 5. They can be easily started from cold conditions, and can be put on full load. 6. ,No standby loses. 7. Cooling water requirement is limited and also quantity of make-up water required for this plant is much less than other plants of same capacity. 8. The operation of the plant IS easy and less number of labour is needed to operate it, sa-economy in labour is there. 9. There is less fire hazard. 10. Plant is compact and light. 11. Maintenance also small in size. charges are less as the auxiliary plant is

12. Thermal efficiency of a diesel power station is always higher than that of a steam plant of equivalent size. 13. The plant layout is very simple. Installation and commissioning of a diesel engine plant does not take much time. 14. Total cost of the plant per kW of the installed capacity is about 20 to 30% less than that of a steam plant of same size. 15. In contrast with a steam plant, the diesel efficiency falls off very little with use. 16. They maintain their high operating efficiency irrespective of load.

Disadvantages
(1) The capacity of the plant in this case is limited, large capacity units as available in case of steam power plants, are usually not possible. '

DIESEL POWER PLANTS

585

(2) (3)

Diesel oil is costly. Cost oflubrication is also high.

(4) This type of plant does not work satisfactorly under overload conditions for longer time. (5) Noise from the exhaust is also a problem.

Questions
131. 132. 133. Draw a neat sketch of a diesel power plant showing all the systems. What are 4-stroke and 2-stroke cycles and what are the advantages and disadvantages of each? Describe the action of each cycle. What are the different methods of fuel injection used in diesel plant? Which method is commonly used in large capacity diesel plant and why? What are the ways of cooling employed in modern diesel engines? What precautions should be taken to ensure that cooling is satisfactory. What are the different ways of starting diesel engine, and what is the field of application of each? What precautions should be taken before an engine is started? Why the supercharging is necessary in diesel plant? What are the methods used for supercharging the ~iesel engine? What are the advantages and disadvantages of diesel power plant as compared to other power plants.

134. 135.

136. 137.

Objective Type Questions

131. Reciprocating motion of the piston is converted into a rotary one by
(a) (c)

Crankshaft Gudgeon pin

(b)

(d)

Connecting rod Crank web.

132.

Compression ratio of an I.C. engine is the ratio of

(a) (c)

,.Total,:r~l,urne Clearance Volume Total Volume

(b) (d)

Total VO!~I?e none of the above.

133.

For importing power

(a) (c)

crank webs are provided

(b)

energy storage force.

balancing at the end of

kg/cm2 kg/cm2

134.

In the case of diesel engine, the pressure compression is in the range of

(a) (c)

7-8 kg/cm2

(b)

35-40 kg/cm2

(d)

20-25 50-60

586 135.

POWER PLANT TECHNOLOGY

Maximum temperature which is developed in the cylinder of diesel engine is of the order of
(a)

~) 136.

1000--1500C 2000--2500C

(b)

(d)

1500--2000C 2500--3000C.

Most high speed diesel engines work on

(a)
(c)

Diesel cycle Camot cycle.

(b)

Dual combustion cycle

137.

The cetane number of diesel fuels are usually in the range of

(a)
(c)

10--200
30 to 60.

(b) 20-400

138.

In Diesel cycle
(a)
(b) (c)

Compression ratio and expansion ratio are equal Compression ratio is greater than expansion ratio Compression ratio is less than expansion ratio. sequence in the firing

139.

In multicylinder engines a particular order is necessary

(a) (b)
(c)

to operate the ignition system smoothly to obtain uniform turning moment to provide the best engine performance.

1310. State the following sentence whether true (T) or false (F).
(i)

In C.!. engines combustion is initiated by producing a spark in the combustion chamber just after the end of the compression stroke. A four stroke engine is less efficient as compared to a two stroke one. In C.!. Engines mixing of air and fuel is achieved upto some extent through an injector. In coil ignition system a better intensity is achieved at all speeds. spark of uniform

(ii) (iii)
(iv) (v)

Magneto ignition system is more reliable and compact as compared to coil ignition system. Water cooling is more efficient than air cooling. ) Cooling should be adequate and even excessive cooling of the engine is undesirable. Air cooling is used for large mobile I.C. engines.

(vi)

(vii) (viii)

DIESEL POWER PLANTS

587

20%. 70% (ii) 4.iii) (b)F 30% (vii)9.8.(c)T (iv) (b) (5. (c) (viii) T 11. 7. (b) 3. 2. F(v) engine T 1311.(i)F a diesel (c)(a). the heat lost to the cooling water is about In
(a)

Answers