PHILADELPHIA UNIVERSITY

Faculty of Engineering and Technology

Department of Mechanical Engineering

Internal Combustion Engine Lab.

Experiment Name: Heat Balance Experiment

Experiment # :( 3-1, 3-2, 3-3 )

Date of the Lab Report: 26 / 4 / 2022 .

Submitted by:

Students name ID number

1- Mostafa saeed barghoth 201810526

Submitted to :
Eng. Azad F. Otoum
1. Abstract

In this experiment, we will take 5 readings as follows:

The first is at 7 throttle and a speed of 60 rps
The second is at 8 throttle and a speed of 60 rps
The third is at 8 throttle and speed is 50 .rps
Four at 9 throttle, speed 60 .rps
The last one is at 9 throttle and speed is 50 rps .
We will calculate for each: BP, Fuel mass flow rate, Q in Theoretical, QW, Mass flow rate of inlet air, Qexh ,
Mass flow rate of cooling air, Qcool air, Qexp and Error
Next we will make a comparison between throttle 7, 8 and 9 at 60 rps and another comparison between 60
and 50 rps when the throttle is 9 and when it is also 8.

2. Introduction

Engine is the source of the driving power. It works to convert fuel energy into torque. Power is defined as
the product of torque multiplied by the engine's rotational speed.
The higher heating value (also known gross calorific value or gross energy) of a fuel is defined as the
amount of heat released by a specified quantity of Wight, when we multiply this value by the fuel mass
flow rate, the theoretical inlet power to cylinder is calculated
It is assumed that part of this value will be transformed into brake power, some of it will be lost through
the process of water and air cooling, and the last part will be lost by the exhaust, and this is what we will
calculate during the experiment and according to the principle of energy conservation, it is assumed that
their sum equals Qin

Useful equations:
QIN BP Qa Qw Qexh.

Where:
QIN : Inlet power to the cylinder = mf × QHV
Q : Heating Value of the fuel = 43.8 MJ /kg
HV

mf =  t
: The fuel density in [kg /m3] = 740 kg /m3
V: The fuel sample volume = 8 ml
t: Time needed to consume the fuel sample volume in [sec.]

BP: The brake power = 2 N T

Where:
N: The engine rotational speed in [rev. /sec.]
T: The engine torque measured from the dynamometer in [N.m]

Qa : Heat loss to cooling air = ma Cpa T

Where:
ma: Cooling air mass flow rate = a k √ h 2−h 1
a :Air density = 1.25 kg /m3
k = 21 × 10 -3

h1,2: Cooling air manometer readings.

Cpa: Specific Heat of air = 1005 J /kg. K
T = T2 – T1
Qw: Heat loss to cooling water = mwCpw T
 Where:
m w: Cooling water flow rate = set value from the engine.
Cpw: Specific Heat = 4210 J /kg. K
T = T2 – T1
Qexh.: Heat loss to exhaust gases = mexh. Cpexh T
Where:
mexh. : Exhaust gas mass flow rate = m a+ mf
ma = a k √ h 2−h 1
a :Air density = 1.25 kg /m3
k = 2.3 × 10 -4

h1,2: Inlet air manometer readings.

Cpa: Specific Heat = 1005 J /kg. K
T = T2 – T1
Error %= |exp−theo
theo |
× 100 %

3. Materials and Equipment

 Four-stroke single-cylinder Spark Ignition engine

 Stop watch

4. Collected Data

Volume : 7 Throttle : 9
Inlet Air
T N t
T1 h1 T2 h2
(N.m) (rps) (s)
© mm H2O © mm H2O
1.8 60 42.8 23 16.5 32 47

Cooling Water Cooling Air

T1 T2 T1 h1 T2 h2
mw
© © © mm H2O © mm H2O
5 24 45 24 2 32 36
Table1: collected data at throttle 9 and 60 rps

Volume : 7 Throttle : 9
Inlet Air
T N t
T1 h1 T2 h2
(N.m) (rps) (s)
© mm H2O © mm H2O
3.4 50 29.68 24 16.5 50 46

Cooling Water Cooling Air

T1 T2 T1 h1 T2 h2
mw
© © © mm H2O © mm H2O
5 24 44 24 2 33 36
Table2: collected data at throttle 9 and 50 rps
 Volume : 7 Throttle : 8
Inlet Air
T N t
T1 h1 T2 h2
(N.m) (rps) (s)
© mm H2O © mm H2O
1.5 60 47.66 24 16.5 50 44

Cooling Water Cooling Air

T1 T2 T1 h1 T2 h2
mw
© © © mm H2O © mm H2O
5 25 44 24 2 34 37
Table3: collected data at throttle 8 and 60 rps

Volume : 7 Throttle : 8
Inlet Air
T N t
T1 h1 T2 h2
(N.m) (rps) (s)
© mm H2O © mm H2O
3.2 50 47.87 24 16.5 50 45

Cooling Water Cooling Air

T1 T2 T1 h1 T2 h2
mw
© © © mm H2O © mm H2O
5 25 43 24 2 34 37
Table4: collected data at throttle 8 and 50 rps

Volume : 7 Throttle : 7
Inlet Air
T N t
T1 h1 T2 h2
(N.m) (rps) (s)
© mm H2O © mm H2O
1.8 60 42.56 21 16.5 50 46

Cooling Water Cooling Air

T1 T2 T1 h1 T2 h2
mw
© © © mm H2O © mm H2O
5 21 44 21 2 30 36
Table5: collected data at throttle 7 and 60 rps

5. Calculations

At throttle 9 and 60 rps:

mf =  t
mf = × 42.8= 0.000121 kg/s
QIN = mf × Q HV

QIN = 0.000121× 43.8 × 106 = 5301.028 w

Brake Power(watt) = 2 πNT
Brake Power(watt) = 2 π × 60 × 1.8= 678.8571 w

ma: Cooling air mass flow rate = a k √ h 2−h 1

ma = × 21 × 10-3 × √ 36−2 = 0.153062 Kg/s
Qa : Heat loss to cooling air = ma Cpa T
Qa = 0.153062 × 1005 ×  = 1230.622 w

Qw: Heat loss to cooling water = mwCpw T

Qw = 5 × 10-3 ×4210 ×  w

ma = a k √ h 2−h 1
ma = × 2.3 10-4 × √ 47−16.5 = 0.001588 Kg/s
mexh. = m a+ mf
mexh. = 0.001588 + 0.000121 = 0.001709 Kg/s
Qexh.: Heat loss to exhaust gases = mexh. Cpexh T
Qexh = 0.001709 × 1005 ×  w

QIN,exp BP Qa Qw Qexh.

QIN,exp 678.8571  1230.622 442.05 15.45608 = 2366.986 w

Error %=|exp−theo
theo |
× 100 %

Error %=| |× 100 %

2366.986−5301.028
= 55.34855 %
5301.028

At throttle 9 and 50 rps:

mf =  t
mf = × 29.68= 0.000175 kg/s
QIN = mf × Q HV

QIN = 0.000175 × 43.8 × 106 = 7644.34 w

Brake Power(watt) = 2 πNT

Brake Power(watt) = 2 π × 50 × 3.4= 1068.571 w

ma: Cooling air mass flow rate = a k √ h 2−h 1

ma = × 21 × 10-3 × √ 36−2 = 0.153062 Kg/s
Qa : Heat loss to cooling air = ma Cpa T
Qa = 0.153062 × 1005 ×  = 1384.45 w

Qw: Heat loss to cooling water = mwCpw T

Qw = 5 × 10-3 ×4210 ×  w
 ma = a k √ h 2−h 1
ma = × 2.3 10-4 × √ 46−16.5 = 0.001562 Kg/s
mexh. = m a+ mf
mexh. = 0.001562+ 0.000175 = 0.001737 Kg/s
Qexh.: Heat loss to exhaust gases = mexh. Cpexh T
Qexh = 0.001737 × 1005 ×  w

QIN,exp BP Qa Qw Qexh.

QIN,exp 1068.571  1384.45 421 45.36306 = 2919.385 w

Error %=|exp−theo
theo |
× 100 %

Error %=| |×100 %

2919.385−7644.34
= 61.80985 %
7644.34

6. Results

Throttle N(rps) BP(W) Fuel Qin QW Mass Qexh Mass Qcool air Qexp Error
mass Theoretical (W) flow (W) flow (W) (W) %
flow (W) rate of rate of
rate inlet cooling
(Kg/s) air air
(Kg/s) (kg/s)
9 60 678.8571 0.000121 5301.028 442.05 0.001588 15.45608 0.153062 1230.622 2366.986 55.34855
9 50 1068.571 0.000175 7644.34 421 0.001562 45.36306 0.153062 1384.45 2919.385 61.80985
8 60 565.7143 0.000109 4760.47 399.95 0.001508 42.23521 0.155297 1560.736 2568.635 46.0424
8 50 1005.714 0.000108 4739.586 378.9 0.001535 42.93263 0.155297 1560.736 2988.283 36.95056
7 60 678.8571 0.000122 5330.921 484.15 0.001562 49.05789 0.153062 1384.45 2596.515 51.29331

7. Discussion and Analysis

After completing the calculations and obtaining the results shown in the previous table, we:
1) Comparing between throttle 7, 8 and 9 at 60 revolutions per second and we found that:
 The brake power was equal between throttle 7 and 9, both of which were greater than the brake
power at throttle 8
 The fuel mass flow rate was greatest at throttle7, then at throttle 9, and then at throttle 8
 Qin was maximum at throttle 7, then at throttle 9, then at throttle 8, because there is a direct
relationship with the mass flow rate of the fuel
 The value of the heat energy lost by cooling with water was the largest possible at throttle 7, then
at throttle 9, then at throttle 8
 The value of heat energy lost from the exhaust was the largest possible at throttle 7, then at throttle
8, then at throttle 9
 The value of heat energy lost through air cooling was the largest at throttle 8, then at throttle 7,
then at throttle 9
 The error was greater at throttle 9, then at throttle 7, then at throttle 8

2) Comparing between speed 60 rps and speed 50 rps at throttle 9:

  The brake power was greater at 60 rps than the brake power at 50 rps, This is due to the increased
in torque
 The value of the fuel mass flow rate was greater at 50 rps than 60 rps
 The value of Qin was greater at 50 rps than 60 rps, depending on the value of the fuel mass flow
rate
 The value of heat energy lost by water cooling is very close to each other, but it was greater at 60
rps
 The value of heat energy lost in the exhaust was greater at 50 rps
 The value of heat energy lost by air cooling was greater at 50 rps
 The error was greater at 50 rps than 60 rps

3) Comparing between speed 60 rps and speed 50 rps at throttle 9:

 The brake power was greater at 60 rps than the brake power at 50 rps, This is due to the increased
in torque
 the value of the fuel mass flow rate was very close to each other, but it was greater at 60 rps than
50 rps
 The value of Qin was greater at 60 rps than 50 rps, depending on the value of the fuel mass flow
rate
 The value of heat energy lost by water cooling is very close to each other, but it was greater at 60
rps
 The value of heat energy lost in the exhaust was very close to each other, but was greater at 50 rps
 The value of heat energy lost by air cooling was equal to each other
 The error was greater at 60 rps than 50 rps

8. Conclusions

 Although we repeated some stages of the experiment, we found a very big error in all parts of the
experiment. I think that this is due to the presence of some sources of energy loss other than those that
were taken into account in this experiment, such as energy lost due to friction, vibrations and noise
from the engine, as well as the presence of Other heat leaks from the engine body and parts to the
surroundings and to the engine oil
On the other hand, we took into account that the specific heat is constant, whether for water or air, and
it is in fact variable, and this increases the error and makes the calculations inaccurate.
 There may be another reason for the error, which is the presence of incomplete combustion of the fuel
inside the combustion chamber
 We observed a direct relationship between the value of the fuel mass flow rate and Q in
 We noticed that the heat energy lost by air cooling is greater than the energy lost by water cooling, and
that both are greater than the energy lost by exhaust, and this is directly proportional to the value of the
mass flow rate for each of the air cooling, water cooling and the inlet air. The higher the mass flow
rate, the greater the amount of absorb energy

9. References
 Internal combustion engine lab manual