Diesel Power Plants

13
Diesel Power Plants
13·1. 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 micro-
hydroplants, 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.
13·2. Diesel Engine : Working Principle and General

Description
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 compression-
ignition 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. (13·2·1.) Following main events are taking place in
a cycle.
t
p
CD
a
o
v
Fig. ]8·2·1. 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. 13·2·2), air is down into a cylinder where
Fuel
injector
I Both valves
close d
~
INTAKE STAGE-1 COMPRESSION POWER STAGE-] EXHAUST STAGE-4

STAGF-2
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. (3·5 to 4 MPa), and the air
temperature rises to 450 to 500°C.
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
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 fly-
wheel 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 (200-360°C) and specific gravity (0·82
to 0·92 ; 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.
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.
13·3.Diesel Eledric Plant Main Components

The essential components of a Diese] Electric Plant are:
(1) Engine.
(2) Engine air intake system.
(3) Engine fuel system.
(4) Engine exhaust system.
(5) Engine cooling system.
(6) Engine lubrication system.
(7) Engine 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. 13·3·1..
Raw watc..'r
purnD
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.
Pump
Fuel from
Bulk storage Unloading line
Strainers
Meters
Day tanl"J
To Engines
Fig. 13·3·2. 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 systems are available in three
types:
1. The common rail system;
2. The distributor-injection system; and
3. 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. 13·3·3. A high
DIESEL PO)VER PLANTS 561
Spring loaded
spray valve
Fuel lines to
other cy linders
Pressure Hrgh pressure

relief and relief val ve
timing value
Control lever
Pump drive
F":~:::m;, ~"tCOlled pre,,",e

tank ' ~-- pump
Fig. 13·3·3. 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.
\ (r~f It is also called nnit injector method, in which
Metering ~
pressure
pump
Primary
Cam pump
Fig. 13·3·4. Typical distributor system.

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, cam-
operated 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. 13·3·5. 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. 13·3·5. 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. 13·3·6.
Exhaust
stack
Diesel engine .~
//
Fig. 13·3·6. 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 70°C. The cooling water requirement of diesel engine
(for 10°C 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
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 need only a water source, a
pump and place of disposal of hot water. Usually, however the same
water is re~rculated by cooling it in devices such as radiators,
evaporative coolers, cooling tower, spray pond etc.
Fig. (13·3·7) a, b, c and d shows the different methods of engine
cooling.
Cap
Cylinder
Cylinder Radiator
Jacket
piston Fins
(0)
Cap
- ~tl
Radiator
-~-
Water
in
Wate~
in--=t:.
(a) Direct air cooling (b) Indirect system (natural

circulation)
(c) Indirect cooling with forced (d) Non-circulating cooling
circulation of water system with water.
Fig. 13·3·7. Different methods of engine cooling.
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 diesel plants are of two
types as shown in Fig. 13·3·8.
(a) Open or single circuit cooling system.

Heat
exchanger
Jacket water
pump pump
(b) Closed or dou.hle circuit system.
Fig. 13·3·8. Water cooling systems for stationalY diesel plants.
(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, in it the oil is centrifuged through
centrifuges. Centrifuging widely used, gives excellent purification
when properly done.
(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. This uses a combination of heat
activated clays.
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 for medium and large capacity
stationary and mobile units,
(2) Electric-motor starting for small high-speed gasoline and
diesel engine, 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.
13·4. 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 and
decompression device is used.
(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. Stopping fuel supply.
2. Stopping the action of injection pump.
3. Keeping the exhaust valve open.
4. Shutting 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,3·S. Diesel Plant Efficiency and Heat Balance

The power developed in the cylinder or at the piston is necessarily
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 Pm LAn
(MKS) = 4500
where 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
where Pm = Mean effective pressure expressed in bar.
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.
(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 pumping losses of tbe engine,
windage loss at flywheel, mechanical losses in the bearings and
power required to drive the auxiliaries fitted on the engine. These
losses may amount to 10 to 30% of the internal pOWH developed by
the engine.
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.
IHP x 4500
TltCMKS) = W X Cu x J .,. (13·1)
where W = Weight of the fuel supplied in kg per minute
Cv = Lower calorific value of fuel oil ir. kcallkg
J = Joules equivalent = 427
Tli (S.L unit) = kW ... (13·2)
where kW is indicated power

W is expressed in kg/sec.
and Cu in kJ/kg
Brake thermal efficiency or overall efficiency is the ratio of

heat equivalent ofBHP per minute and heat energy supplied through
the fuel per minute.
BHP x 4500
7Jb(MKS) =
Wx Cu xJ
or Brake power ... (13·3)

7Jb (S.l.) =
Wx Cv
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)
r J
1 J 1-
Heat converted Heat rejected Heat rejected Heat lost to
into work to cooling through surrounding
IHP water exhaust gases medium (air)
by radiation
r-Lj,
B.H.P. Mechanical
r-~-t
Heat in water Heat in
etc.
losses 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. Heat supplied through the fuel,
2. Heat equivalent of output produced,
3. Heat lost to cooling water,
4. Heat lost through exhaust gases,

5. 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.
The following quantities must be measured for the period of
test:
(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)
toby100%
Heat input% per
Heat -
lost
gases
age
(i) minute
lost
Kcalor orKcal
expenditure
Heat
joules
percent- equivalent of BHP
cooling
Heat
(ii) poolerlost or
water brake
to jacket joules
(iv) Heat
(iii)
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.
A typical heat balance sheet at full load for Diesel engine eel)
is as follows:
Us~ul output -40%
Heat lost to cooling water 30%
Heat lost in exhaust gases 24%
Heat lost in friction, radiation etc. 6%
Total 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.
Area of indicator diagram = 4·51 cm2
Length of the indicator diagram = 7·1 cm
Spring index = 8·30 kgf/ cm2 / cm of compression
Load on hydraulic dynamometer = 100 kg
Hydraulic dynamometer constant = 700
Fuel consumptio,: per min. = 0·1867 kg
Calorific value offuel used = 10,000 Kcal/kg
Mass of cooling water = 17 kg / mill,
Inlet temperature of cooling water = 20°C
Outlet temperature of cooling water = 45°C
Temperature of the exhaust gases = 400°C
Weight of dry exhaust gases -= 5·50 kg / mill,
Room temperature = 25°C
Specific heat of exhaust gases = 0·24
Determine mechanical efficiency and draw up heat balance sheet
in Kcal / min.
Solution. Heat supplied by the fuel per min.
= WC"
= 0·1867 x 10,000 = 1867 Kcal
Mean effective pressure Pm
Area of the indicator diagram x Spring no.

= Length of the card
4·517·1
x 8·31 = 5.278 kgfJcm2
pm LAN
IHP::: 4500
5-278 x 600 x!E. X 252 X 350

:;: 1000 4 2 :;:60.50
4500
BHP:;: ~N (Hydraulic dynamometer)

_ 100 x 350 _ 50
- 700 -
Mechanical efficiency::: ~N:

50
11m::: 60.5 :::0·81::: 81% Ans.
Heat equivalent to BHP
::: BHP;o 632·4 (IHP::: 632·4 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)
::: 5·50 x 0·24 x (400 - 25) :::495 Rcal/min.
Heat input 22·77
100%
28·23
Heat
Heat % 495
425
1867
22·30
27·00 527 Kcal
Kcal 473
equivalent
expenditure
percentage inofBHP
Heatper cooling
min.
of water
fuel
gases
Example 13·5·2. 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 ... 7·5 kg / cm2 (73·5 N / sq cm)
Effective radius of the brake drum :;:0·92 m
Fuel consumption per hour :;: 75 kg
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 = 35°C
Exhaust gas temperature 450°C
Room air temperature = 25°C
Specific heat of exhaust gases = 0·28 Kcal / kg. K· (J·17 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. (MKS System) :
IHP= 4pm [aN

4500 (.: 4 cylinder engine)
= 4x7·5x 45 x"4 35 )2 ~ 300

100 1C (
._~~ =432·9
Brake horse power
BHP = NT =
21C 21C 300 x 921 x 0·92 - 354
4500 4500 -
Mechanical efficiency = ::2~ = 0·822

= 82·2%. Ans.
Indicated thermal efficiency = IHP x 4500

Wx Cu x J
= 4329 x 4500
75
60 x 10,000 x 427
= 36·5% Ans.
Specific fuel consumption = 37554= 0·219 kg/BHP
Heat supplied in fuel = 75 x 60

10,000 = 12500 Kcal/min
Heat equivalent of BHP = 354 x 4,500

427
. = 3730 kcal/min. (28·32%)
~
Heat given to jacket cooling water = 80 x 35

= 280Q kcal/min (22·4%)
Weight of exhaust gases per minute
= Air consumption per min. + Fuel
consumption per min.
= 30 + ~~ = 31·25 kg/min
Heat carried away by exhaust gases = 31·25 x 0·28 x (450 - 25)
= 3718 kcal/min = 29·75%
Unaccounted = 12500 - (3730 + 2800 + 3718) = 2252 = 19·5%
[SI unit] :
Indicated power = 4 (100 pm LA n) kW
= 4 x 100 x 7.5 x 100 4 x (..QQ..)2

45 x Tr 100 X ~2 x 60
= 324 kW.
Brake power = 2 TrNT

= 2 Tr300 (8550 x 0·92) Nm /min
= 2Tr300 x 8550 x 0·92 _ 267 k

60 x 1000 - w
Mechanical efficiency = ~~~ = 82·2% Ans.

Indicated thermal efficiency
_ kW _ 324 x 60 x 60
- W x Cu -' 75 x 41868
= 36·5% Ans.
Specific fuel consumption

_ 75
- 324
= 0·231 kg/kW.
Heat supplied in fuel
W x Cu 75 x 41868
= 60 = 60
= 52335 kJ/min
Heat equivalent to brake power

_ Brake power
- 1,000
_ 2,. x 300 x 8550 x 0·92

- 1,000
= 14821 kJ/min
Heat to cooling water = 80 x 4·186 x 35

= 11721 kJ/min
Heat carried away be exhaust gases

= Weight of the exhaust gases x Specific heat
x Temperature rise
= 31·25 x 1·17 x (450 - 25)
(
= 15539kJ/min
Heat unaccounted by difference = 10254
Heat Balance Sheet
Heat input100%
28·32
29·75
22·40 52335
Total
11721
15539
14821
Heat
Heat%
100% kJ/min
kJ/min
%equivalent
19·43 10254
expenditure per min.
of brake power
of fuel Heat in cooling
.
Heat carried
unaccounted
Example 13·5·3. During a test on a four stroke cycle Diesel

engine the following data and results were obtained:
Mean height of the indicator diagram 21 mm
Indicator spring number 27kNlm'/mm
Swept volume of the cylinder 14 litres
Speed of the engine 400 rpm.
Effective brake load 750·00 newton
Effective brake radius 0·7 metre

Fuel consumption 7·2 kg / hr
Calorific value of the fuel 44,000 kJ / kg
Cooling water circulation 540 kg / hr
Rise in temperature of circulating water, 33°C, specific heat of
water, 4·18 kJ / kg Ie. Energy to exhaust gases, 33·6 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 ah kW
- 60
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. 0·014 cubic metre.
:. Indicated power [_ 567 x ().014 x 200 x 103

- 60
= 26200 watts = 26·2 kW
Brake power B = 2nNT

60
_ 2n 400 x (W-8) R
- 60
= 2,3·14,400,750, ()'7
60
= 2200 watts = 22kW
= Brake power
Mechanical efficiency
indicated power
22
= - =0·84
2&2
i.e. 84% Ans.
Heat from fuel = mass of the fuel x calorific value
7·2
= . , 60 x 44000
60 = 88 kJ/sec .
DIESEL ~OWER PLANTS 579
Heat to brake power ::: 22 kJ/sec.
Energy to circuJ 'lting water = 6~~~0 x 4·18 x 33

::: 20·7 kJ/sec.
Heat energy to exhaust gases = 33·6 kJ/sec.(given)
Heat energy unaccounted i.e. to surroundings etc.
::: 88 - (22 + 20·7 + 30·6)
= 11·7 kJ/sec.
Heat Balance Sheet

Heat inHeat
23·5
38·2
13·3
100
100%
25%
Heat%% to33·6
20·7
11·7
22
kJ/sec.
kJ 88
energy /sec.
expenditure per seepower
brake
Heat in cooling
Heat energy to Total
13·6.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
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. 13·6·1 shows the layout of a medium size diesel power
station. Generally the units are placed parallel to each other so that
Water cooling pumps
Storage .-_.
and : =,pace for future Water
shop ~u Unil no 4 ._" cooling
tanks
Wash
Room
1_-__ U_~_;t=~;2~~~=J
Switch
board
Oil storage
tanks
Off Ice
Hall
Fig. 13·6·1. 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
13·7. 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 0·35 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.
13·8. 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 0·28 to 1·4
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
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<>the cylinders.
(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 it·tends 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. 13·8·1 (a) and (b). In both of
(a) Rotary (Roots) blower
I \
Inlet ~ I '-\---
\-.
\
, _}
,,
Outlet
(b) Vane blower
Fig. 13·8·1. 'Schematic diagrams of two positive displacement

types of compressor.
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~lstages of altemating
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.
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 charges are less as the auxiliary plant is
also small in size.
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. '
(2) Diesel oil is costly.

(3) 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
13·1. Draw a neat sketch of a diesel power plant showing all the systems.
13·2. What are 4-stroke and 2-stroke cycles and what are the advantages and
disadvantages of each? Describe the action of each cycle.
13·3. What are the different methods of fuel injection used in diesel plant?
Which method is commonly used in large capacity diesel plant and
why?
13·4. What are the ways of cooling employed in modern diesel engines? What
precautions should be taken to ensure that cooling is satisfactory.
13·5. 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?
13·6. Why the supercharging is necessary in diesel plant? What are the
methods used for supercharging the ~iesel engine?
13·7. What are the advantages and disadvantages of diesel power plant as
compared to other power plants.
Objective Type Questions

13·1. Reciprocating motion of the piston is converted into a rotary
one by
(a) Crankshaft (b) Connecting rod
(c) Gudgeon pin (d) Crank web.
13·2. Compression ratio of an I.C. engine is the ratio of
(a) ,.Total,:r~l,urne (b) Total VO!~I?e
Clearance Volume
(c) (d) none of the above.
Total Volume
13·3. For importing power crank webs are provided

(a) energy storage (b) balancing
(c) force.
13·4. In the case of diesel engine, the pressure at the end of
compression is in the range of
(a) 7-8 kg/cm2 (b) 20-25 kg/cm2
(c) 35-40 kg/cm2 (d) 50-60 kg/cm2•
13·5. Maximum temperature which is developed in the cylinder of

diesel engine is of the order of
(a) 1000--1500°C (b) 1500--2000°C
~) 2000--2500°C (d) 2500--3000°C.
13·6. Most high speed diesel engines work on
(a) Diesel cycle (b) Dual combustion cycle
(c) Camot cycle.
13·7. The cetane number of diesel fuels are usually in the range of
(a) 10--200 (b) 20-400
(c) 30 to 60.
13·8. In Diesel cycle
(a) Compression ratio and expansion ratio are equal
(b) Compression ratio is greater than expansion ratio
(c) Compression ratio is less than expansion ratio.
13·9. In multicylinder engines a particular sequence in the firing
order is necessary
(a) to operate the ignition system smoothly
(b) to obtain uniform turning moment
(c) to provide the best engine performance.
13·10. 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.
(ii) A four stroke engine is less efficient as compared to a
two stroke one.
(iii) In C.!. Engines mixing of air and fuel is achieved upto
some extent through an injector.
(iv) In coil ignition system a better spark of uniform
intensity is achieved at all speeds.
(v) Magneto ignition system is more reliable and compact
as compared to coil ignition system.
(vi) Water cooling is more efficient than air cooling. )
(vii) Cooling should be adequate and even excessive cooling
of the engine is undesirable.
(viii) Air cooling is used for large mobile I.C. engines.
20%.
13·11.70%
30%
In a(ii)
(i)F (vii) F
9.5. 7.(c)(c)
11.
(v)
(iv)
((viii)
4. T
iii)
8.
3.
diesel2. T
(b)
(b)F
T(a).
engine
(c) (b) lost to the cooling water is about
the heat
(a) Answers

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13

Diesel Power Plants

are used as emergency standby units which normally remain idle

13·2. Diesel Engine : Working Principle and General

Suction operation (oa) at constant pressure in which air is

Heat addition along beat const?nt pressure; the gas temperature

INTAKE STAGE-1 COMPRESSION POWER STAGE-] EXHAUST STAGE-4

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

it is compressed adiabatically by the inward motion of the piston

3. Power. Just before the point of maximum compression, with

Four Stroke and Two-Stroke Engines

In practice, a short time, called the ignition delay, elapses between

13·3.Diesel Eledric Plant Main Components

1. The diesel engine. This is the main component of the

In diesel engines atomized fuel is sprayed in the cylinders

Pressure Hrgh pressure

F":~:::m;, ~"tCOlled pre,,",e

pressure header or 'common rail' is supplied by a single pump with

Fig. 13·3·4. Typical distributor system.

the whole process of metering, pressurizing timing, and injection

4. Engine Exhaust System. The function of the exhaust system

Fig. 13·3·6. Typical exhaust system.

The exhaust stack usually stands on the muffler top. As the

or buildings. It is necessary to treat the make up water to remove

(a) Direct air cooling (b) Indirect system (natural

Direct air cooling method employs fins casted on the cylinder

(a) Open or single circuit cooling system.

(a) Open or single circuit system in this system pump draws

(3) Filtering, filtration through strainers and filters of absorbent

13·4. Method of Starting and Stopping Engines

l,3·S. Diesel Plant Efficiency and Heat Balance

IHP = BHP + Engine losses

The indicated horse power (IHP) of a diesel engine is computed

where Pm = Mean effective pressure in kg/sq. cm.

(It resist the motion of the brake drum of the dynamometer)

In S.l. units brake power = 2 r:.!!T kJ/sec.

When '1' is expressed in kilo-newton-meter. The difference of

Tli (S.L unit) = kW ... (13·2)

where kW is indicated power

Brake thermal efficiency or overall efficiency is the ratio of

or Brake power ... (13·3)

where brake power is in kW.

losses dry exhaust

4. Heat lost through exhaust gases,

It being noted that frictional power or FHP is not included as

Mean effective pressure Pm

Area of the indicator diagram x Spring no.

5-278 x 600 x!E. X 252 X 350

BHP:;: ~N (Hydraulic dynamometer)

Mechanical efficiency::: ~N:

Heat equivalent to BHP

::: BHP;o 632·4 (IHP::: 632·4 Kcal/hr) :;:527 Kcal/min.

Example 13·5·2. The following dqta related to a test on a four

Calorific value of fuel = 10,000 Kcal (41868 kJ / kg)

IHP= 4pm [aN

= 4x7·5x 45 x"4 35 )2 ~ 300

Mechanical efficiency = ::2~ = 0·822

Indicated thermal efficiency = IHP x 4500

Specific fuel consumption = 37554= 0·219 kg/BHP

Heat supplied in fuel = 75 x 60

Heat equivalent of BHP = 354 x 4,500

Heat given to jacket cooling water = 80 x 35

= 4 x 100 x 7.5 x 100 4 x (..QQ..)2