INTERNAL

COMBUSTION ENGINE
CYCLES POWER
APPLICATIONS
1
 CONTENTS

1. Review concepts.

2. Historical background.

3. Philippines Diesel Power Plant Installations.

4. Review Ideal and actual states, processes and conditions.

a) Schematic and thermodynamic/energy diagrams of
power plants/conditions of operation.
b) Common/known classification.

5. Performance metrics of energy conversion.

2
 Nomenclature for a Reciprocating Internal
Combustion Engines

Internal Combustion Engine is an

engine where the generation of heat is
effected inside the work producing
unit.
The combustor and the work
producing unit are the same and
product of combustion is the working
fluid.

3
Burghardt and Harbach. (1993). Engineering Thermodynamics. 4TH Edition, 1993.
 SPARK IGNITIONS AND COMPRESSION ENGINES

➢ Both Otto and Diesel Cycles are open systems.

➢ Most spark-ignition and compressions engines operate on a four(4)-stroke cycle.

Operation of 4-stroke
SI engine.
1 ‐ Induction
2 ‐ Compression
3 ‐ Power
4 ‐ Exhaust

4
 ICE Quick history

J. J.
Christiaan Nikolaus
Étienne
Huygens Otto
Lenoir
(~1680) (1860)
(1860)
Huygens was the first to idealize A Belgian-French A German engineer who
a physical problem by a set of engineer who successfully developed the
parameters then analyze it developed the compressed charge internal
mathematically, and the first to internal combustion combustion engine which ran
fully mathematize a mechanistic
engine in 1858. on petroleum gas and led to
explanation of
an unobservable physical the modern internal
phenomenon. combustion engine.
5
 INTERNAL COMBUSTION ENGINE

http://educypedia.karadimov.info/library/ 6
engineclr.gif
http://general.animagraffs.netdna-cdn.com/wp-content/uploads/car-engine/engine-02.gif 7
Diesel Engine Power
Generation (Philippines)

10
 AIR STANDARD OTTO CYCLE

Otto cycle is a constant volume

combustion cycle. It is known also as • Process 1-2: Isentropic
Gasoline engine or Spark Ignition Compression (S=C)
engine for actual cycles. • Process 2-3: Isometric Heat
Addition (V=C)
• Process 3-4: Isentropic
Expansion(S=C)
• Process 4-1: Isometric Heat
Rejection (V=C)

11
Burghardt and Harbach. (1993). Engineering Thermodynamics. 4TH Edition, 1993.
 AIR STANDARD OTTO CYCLE: EQUATIONS

• Process 1-2: Isentropic

Compression (S=C)
• Process 2-3: Isometric Heat
Addition (V=C)
• Process 3-4: Isentropic
Expansion(S=C)
• Process 4-1: Isometric Heat
Rejection (V=C)

1. PVT Relationships
Process 1-2: Isentropic Compression 𝑉1 𝑉2 + 𝑉𝐷
1
𝑟𝑘 = =
(S=C) 𝑉2 𝑉2
𝑘−1 𝑘−1
𝑘 𝑘−1 𝑐𝑉𝐷 + 𝑉𝐷
𝑇2 𝑃2 𝑉1 =
= = 𝑐𝑉𝐷
𝑇1 𝑃1 𝑉2
𝑐+1
𝑟𝑘 =
1 1
Isentropic 𝑐
𝑇2 𝑘−1 𝑃2 𝑘 𝑉1
= = = 𝑟𝑘 compression
𝑇1 𝑃1 𝑉2 Process 2-3: Constant Volume Heat
ratio
addition (V=C)
𝑉2 𝑉3 𝑉𝐶 Clearance 𝑇3 𝑃3
𝑐= = = ratio (% =
𝑉𝐷 𝑉𝐷 𝑉𝐷 𝑇2 𝑃2
clearance)
𝑉𝐷 = 𝑉1 − 𝑉2
Displaceme
nt volume 12
Burghardt and Harbach. (1993). Engineering Thermodynamics. 4TH Edition, 1993.
 AIR STANDARD OTTO CYCLE: EQUATIONS

• Process 1-2: Isentropic

Compression (S=C)
• Process 2-3: Isometric Heat
Addition (V=C)
• Process 3-4: Isentropic
Expansion(S=C)
• Process 4-1: Isometric Heat
Rejection (V=C)

Process 3-4: Isentropic Expansion

(S=C)
1
𝑘−1
𝑘−1
𝑘−1 𝑉4 𝑉1
𝑇4 𝑃4 𝑘 𝑉3 𝑟𝑒 = = = 𝑟𝑘
= = 𝑉3 𝑉2
𝑇3 𝑃3 𝑉4

1 1
𝑇4 𝑘−1 𝑃4 𝑘 𝑉3
= = = 𝑟𝑘 Process 4-1: Constant Volume Heat
𝑇3 𝑃3 𝑉4
Rejection (V=C)
1 1
𝑇3 𝑘−1 𝑃3 𝑘 𝑉4 Isentropic
= = = 𝑟𝑒 expansion 𝑇4 𝑃4
𝑇4 𝑃4 𝑉3 =
ratio 𝑇1 𝑃1

13
Burghardt and Harbach. (1993). Engineering Thermodynamics. 4TH Edition, 1993.
 AIR STANDARD OTTO CYCLE: EQUATIONS

• Process 1-2: Isentropic Compression

(S=C)
• Process 2-3: Isometric Heat Addition
(V=C)
• Process 3-4: Isentropic
Expansion(S=C)
• Process 4-1: Isometric Heat Rejection
(V=C)

2. Heat Addition Process, QA 5. Otto Cycle Thermal Efficiency,

Process 2-3: 𝑤𝑛𝑒𝑡
𝑡ℎ =
(V=C) 𝑄𝐴
𝑄𝐴 = 𝑄2−3 = 𝑈3 − 𝑈2 = 𝑚𝑐𝑣 (𝑇3 − 𝑇2)
𝑇4 − 𝑇1
𝑡ℎ = 1 −
𝑇3 − 𝑇2
3. Heat Rejection Process, QR
1
Process 4-1: 𝑡ℎ =1−
(𝑟)𝑘−1
(V=C)
𝑄𝑅 = 𝑄4−1 = −𝑚𝑐𝑣 (𝑇4 − 𝑇1)
6. Otto Cycle Mean Effective Pressure,
4. Net Work, W NET 𝑤𝑛𝑒𝑡
𝑃𝑚 =
𝑉𝐷
𝑊𝑁𝐸𝑇 = |𝑄𝐴 | − |𝑄𝑅 |
𝑡ℎ 𝑄𝐴
𝑊𝑁𝐸𝑇 = 𝑚𝑐𝑣 (𝑇3 − 𝑇2 − 𝑇4 + 𝑇1) 𝑃𝑚 =
𝑉1 − 𝑉2 14
Burghardt and Harbach. (1993). Engineering Thermodynamics. 4TH Edition, 1993.
 AIR-STANDARD DIESEL CYCLE
• Process 1-2: Isentropic Compression
Diesel Cycle is a constant pressure (S=C)
combustion cycle. It is known also as • Process 2-3: Isobaric Heat Addition
Compression Ignition engine for (P=C)
actual cycles. • Process 3-4: Isentropic Expansion(S=C)
• Process 4-1: Isometric Heat Rejection
(V=C)

15
 AIR STANDARD DIESEL CYCLE: EQUATIONS

• Process 1-2: Isentropic

Compression (S=C)
• Process 2-3: Isobaric Heat
Addition (P=C)
• Process 3-4: Isentropic
Expansion(S=C)
• Process 4-1: Isometric Heat
Rejection (V=C)

1. PVT Relationships
Process 1-2: Isentropic Compression 𝑉1 𝑉2 + 𝑉𝐷
1
𝑟𝑘 = =
(S=C) 𝑉2 𝑉2
𝑘−1 𝑘−1
𝑘 𝑘−1 𝑐𝑉𝐷 + 𝑉𝐷
𝑇2 𝑃2 𝑉1 =
= = 𝑐𝑉𝐷
𝑇1 𝑃1 𝑉2
𝑐+1
𝑟𝑘 =
1 1
Isentropic 𝑐
𝑇2 𝑘−1 𝑃2 𝑘 𝑉1
= = = 𝑟𝑘 compression
𝑇1 𝑃1 𝑉2 Process 2-3: Constant Pressure Heat
ratio
addition (V=C)
𝑉2 𝑉𝐶 Clearance 𝑇3 𝑉3 Cutoff ratio
𝑐= = ratio (% = = 𝑟𝑐
𝑉𝐷 𝑉𝐷 𝑇2 𝑉2 𝑉3 𝑉2 + 𝑉𝑐𝑜 𝑐𝑉𝐷 + 𝑐𝑜 𝑉𝐷
clearance) 𝑟𝑐 = = =
𝑉𝐷 = 𝑉1 − 𝑉2 𝑉2 𝑉2 𝑐𝑉𝐷
Displacement 𝑐 + 𝑐𝑜
volume 𝑟𝑐 = 16
𝑐
Burghardt and Harbach. (1993). Engineering Thermodynamics. 4TH Edition, 1993.
 AIR STANDARD DIESEL CYCLE: EQUATIONS

• Process 1-2: Isentropic

Compression (S=C)
• Process 2-3: Isobaric Heat
Addition (P=C)
• Process 3-4: Isentropic
Expansion(S=C)
• Process 4-1: Isometric Heat
Rejection (V=C)

Process 3-4: Isentropic Expansion

(S=C)
1
𝑘−1 𝑘−1 𝑉4 𝑉2 + 𝑉𝐷
𝑘−1 𝑟𝑒 = =
𝑇4 𝑃4 𝑘 𝑉3 𝑉3 𝑉2 + 𝑐𝑜 𝑉𝐷
= =
𝑇3 𝑃3 𝑉4 𝑐+1
𝑟𝑒 =
1 1 𝑐 + 𝑐𝑜
𝑇4 𝑘−1 𝑃4 𝑘 𝑉3
= = Process 4-1: Constant Volume Heat
𝑇3 𝑃3 𝑉4
Rejection (V=C)
𝑘−1 𝑘
𝑇3 𝑃3 𝑉4 Isentropic
= = = 𝑟𝑒
𝑇4 𝑃4 𝑉3 expansion 𝑇4 𝑃4
=
ratio 𝑇1 𝑃1

17
 AIR STANDARD DIESEL CYCLE: EQUATIONS

• Process 1-2: Isentropic

Compression (S=C)
• Process 2-3: Isobaric Heat
Addition (P=C)
• Process 3-4: Isentropic
Expansion(S=C)
• Process 4-1: Isometric Heat
Rejection (V=C)

2. Heat Addition Process, QA 5. Diesel Cycle Thermal Efficiency,

Process 2-3: 𝑤𝑛𝑒𝑡
𝑡ℎ =
(P=C) 𝑄𝐴
𝑄𝐴 = 𝑄2−3 = 𝐻3 − 𝐻2 = 𝑚𝑐𝑝 (𝑇3 − 𝑇2 )
𝑇4 − 𝑇1
𝑡ℎ = 1 −
𝑘(𝑇3 − 𝑇2 )
3. Heat Rejection Process, QR
1 𝑟𝑐𝑘 − 1
Process 4-1: 𝑡ℎ =1−
(𝑟)𝑘−1 𝑘 𝑟𝑐 − 1
(V=C)
𝑄𝑅 = 𝑄4−1 = −𝑚𝑐𝑣 (𝑇4 − 𝑇1)
6. Diesel Cycle Mean Effective
4. Net Work, W NET Pressure, 𝑤𝑛𝑒𝑡
𝑃𝑚 =
𝑉𝐷
𝑊𝑁𝐸𝑇 = |𝑄𝐴 | − |𝑄𝑅 |
𝑡ℎ 𝑄𝐴
𝑊𝑁𝐸𝑇 = 𝑚𝑐𝑝 (𝑇3 − 𝑇2) − 𝑚𝑐𝑣 (𝑇4 − 𝑇1) 𝑃𝑚 =
𝑉1 − 𝑉2 18
 AIR-STANDARD STIRLING CYCLE
• Process 1-2: Isothermal Heat Addition
Stirling Cycle is a less known
(T=C)
thermodynamic cycle. Regenerator is
• Process 2-3: Isometric Compression
the key element in this cycle. Heat is
(V=C)
stored in one part of the cycle and
• Process 3-4: Isothermal Heat Rejection
reused in another part of the cycle.
(T=C)
Development of this heat exchanger is
• Process 4-1: Isometric Expansion (V=C)
the limiting factor to develop this engine
𝒕𝒉operating
as an = 𝒎𝒂𝒕𝒄𝒉𝒆𝒔 machinery.
𝒕𝒉𝒆 𝑪𝒂𝒓𝒏𝒐𝒕 𝑪𝒚𝒄𝒍𝒆 𝑻𝟏 − 𝑻𝟐 𝑻𝑳
𝒕𝒉 = =𝟏−
But has 2 problems: 𝑻𝟏 𝑻𝒉
1. Regenerator design, and
2. Constant volume regeneration.

19
 AIR-STANDARD ERICSSON CYCLE
Ericsson Cycle is a less known • Process 1-2: Isothermal Heat Addition
thermodynamic cycle. Regenerator is (T=C)
also the key element in this cycle. Heat • Process 2-3: Isobaric Compression (P=C)
is stored in one part of the cycle and • Process 3-4: Isothermal Heat Rejection
reused in another part of the cycle. This (T=C)
is devised to address the limitation of • Process 4-1: Isobaric Expansion (P=C)
the Stirling cycle.
𝒕𝒉 = 𝒎𝒂𝒕𝒄𝒉𝒆𝒔 𝒕𝒉𝒆 𝑪𝒂𝒓𝒏𝒐𝒕 𝑪𝒚𝒄𝒍𝒆
But still the difficulty in
implementing is for the
Regenerator design

20
 AIR-STANDARD DUAL CYCLE
Neither the air-standard Otto cycle • Process 1-2: Isentropic Compression (S=C)
Dual
nor cycle
the is a constant
air-standard volume
Diesel Cycleand • Process 2-3: Isometric Heat Addition (V=C)
constant pressure
approximates combustion
the cycles cycle.
of actual • Process 3-4: Isobaric Heat Addition (P=C)
A combination of Otto and Diesel
engines. Thus, an air-standard • Process 4-5: Isentropic Expansion(S=C)
Cycles. Also known
approximation, was as ‘Limited’ or
developed to • Process 5-1: Isometric Heat Rejection (V=C)
‘Mixed’ cycles, and
compensate for the non-ideal or
Seiliger cycle
Sabathe
behaviorcycle.
of both engine types

21
 AIR STANDARD DUAL CYCLE: EQUATIONS

• Process 1-2: Isentropic Compression (S=C)

• Process 2-3: Isometric Heat Addition (V=C)
• Process 3-4: Isobaric Heat Addition (P=C)
• Process 4-5: Isentropic Expansion(S=C)
• Process 5-1: Isometric Heat Rejection (V=C)

1. PVT Relationships Process 3-4: Constant Pressure Heat

Process 1-2: Isentropic Compression addition (P=C)
(S=C) 𝑘−1
𝑘−1 𝑇4 = 𝑇3𝑟𝑐
𝑇2 𝑃2 𝑘 𝑉1 𝑇4 𝑉4
= = = 𝑟𝑘𝑘−1 = = 𝑟𝑐
𝑇1 𝑃1 𝑉2 𝑇3 𝑉3
𝑇4 = 𝑇1 𝑟𝑘𝑘−1 𝑟𝑝 𝑟𝑐

𝑇2 = 𝑇1𝑟𝑘𝑘−1
Process 4-5: Isentropic Expansion
Process 2-3: Constant Volume Heat (S=C)
𝑘−1
addition (V=C) 𝑘 𝑘−1
𝑇5 𝑃5 𝑉4
= = = 𝑟𝑘𝑘−1
𝑃3 𝑇3 𝑇3 = 𝑇2 𝑟𝑃 𝑇4 𝑃4 𝑉5
= = 𝑟𝑃
𝑃2 𝑇2 𝑃3 = 𝑃2 𝑟𝑃
𝑇5 = 𝑇1𝑟𝑝 𝑟𝑐𝑘
22
 AIR STANDARD DUAL CYCLE: EQUATIONS

• Process 1-2: Isentropic Compression (S=C)

• Process 2-3: Isometric Heat Addition (V=C)
• Process 3-4: Isobaric Heat Addition (P=C)
• Process 4-5: Isentropic Expansion(S=C)
• Process 5-1: Isometric Heat Rejection (V=C)

2. Heat Addition Process, QA 5. Dual Cycle Thermal Efficiency,

Process 2-3-4: (V=C, 𝑤𝑛𝑒𝑡
𝑡ℎ =
P=C) 𝑄𝐴
𝑄𝐴 = 𝑄2−3−4 = 𝑚𝑐𝑉 (𝑇3 − 𝑇2 ) + 𝑚𝑐𝑝 (𝑇4 − 𝑇3 ) 1 𝑟𝑝 𝑟𝑐𝑘 − 1
𝑡ℎ = 1 −
(𝑟)𝑘−1 𝑟𝑝 − 1 + 𝑟𝑝 𝑘 𝑟𝑐 − 1
3. Heat Rejection Process, QR
Process 5-1:
(V=C)
𝑄𝑅 = 𝑄5−1 = −𝑚𝑐𝑣 (𝑇5 − 𝑇1)
6. Dual Cycle Mean Effective
4. Net Work, W NET Pressure, 𝑤𝑛𝑒𝑡
𝑃𝑚 =
𝑉𝐷
𝑊𝑁𝐸𝑇 = |𝑄𝐴 | − |𝑄𝑅 |
𝑡ℎ 𝑄𝐴
𝑊𝑁𝐸𝑇 = 𝑚𝑐𝑣 𝑇3 − 𝑇2 + 𝑚𝑐𝑝 (𝑇4 − 𝑇3 ) − 𝑚𝑐𝑣 (𝑇5 − 𝑇1) 𝑃𝑚 =
𝑉1 − 𝑉2 23
 THERMAL EFFICIENCIES OF AIR-STANDARD AND
ACTUAL ENGINES

𝟏
𝒕𝒉 = 𝟏 −
(𝒓)𝒌−𝟏

➢ The thermal efficiency of the

Otto cycle is a function of the
compression ratio only.
➢ As the r increases, the 
increases.
➢ In the actual engine the
temperature is limited by the
temperature at state 2.
➢ The efficiency of the Otto
Cycle is much greater than
the actual engine.

24
Burghardt and Harbach. (1993). Engineering Thermodynamics. 4TH Edition, 1993.
 THERMAL EFFICIENCIES OF AIR-STANDARD AND
ACTUAL ENGINES

➢ The thermal efficiency of

𝟏 𝒓𝒌𝒄 − 𝟏
𝒕𝒉 =𝟏− the Diesel cycle is slightly
(𝒓)𝒌−𝟏 𝒌 𝒓𝒄 − 𝟏
less than the Otto cycle
for the same heat
addition. (This is because
part of the expansion
process is occurring while
heat is being added in the
Diesel cycle, whereas the
expansion of air occurs in
the Otto cycle after all the
heat is added.
➢ However, in actual Diesel
engines, Diesel Cycle is
more efficient than the
Otto cycle because, the
possible compression
ratio is greater, being air
is only compressed, and
not air-fuel mixture.

25
Burghardt and Harbach. (1993). Engineering Thermodynamics. 4 TH Edition, 1993.
 ANALYSIS AND PERFORMANCE OF THE OTTO CYCLE

a) Heat Added, QA e) Compression Ratio, rk

𝑄𝐴 = 𝑚𝐶𝑣 𝑇3 − 𝑇2 𝑉1 𝑉4
𝑟𝑘 = =
𝑉2 𝑉3
b) Heat Rejected, QR
f) Percentage Clearance, C
𝑄𝑅 = 𝑚𝐶𝑣 𝑇1 − 𝑇4
𝑄𝑅 = −𝑚𝐶𝑣 𝑇4 − 𝑇1 1
𝐶=
𝑟𝑘 − 1
c) Net Work Done, W net
𝑊𝑛𝑒𝑡 = 𝑄𝐴 − 𝑄𝑅 g) Volume Displacement, 𝑉𝐷
d) Cycle Efficiency, e 𝑉𝑑 = 𝑉1 − 𝑉2
𝑊𝑛𝑒𝑡
𝑒= , h) Clearance Volume, 𝑉𝑐
𝑄𝐴
𝑉𝑐 = 𝐶𝑉𝐷
or
1
𝑒 = 1− , i) Mean Effective Pressure
𝐴
𝑤ℎ𝑒𝑟𝑒: 𝐴 = 𝑟𝑘 𝑘−1 𝑊𝑛𝑒𝑡
𝑃𝑚 =
𝑉𝐷

26
Burghardt and Harbach. (1993). Engineering Thermodynamics. 4TH Edition, 1993.
 ANALYSIS AND PERFORMANCE OF THE DIESEL CYCLE

a) Heat Added, QA e) Compression Ratio, rk

𝑉1
𝑄𝐴 = 𝑚𝐶𝑃 𝑇3 − 𝑇2 𝑟𝑘 =
𝑉2
f) Expansion Ratio, re k) Clearance Volume, 𝑉𝑐
b) Heat Rejected, QR
𝑉4 𝑊𝑛𝑒𝑡
𝑄𝑅 = 𝑚𝐶𝑣 𝑇1 − 𝑇4 𝑟𝑒 = 𝑃𝑚 =
𝑉3 𝑉𝐷
𝑄𝑅 = −𝑚𝐶𝑣 𝑇4 − 𝑇1
g) Cut-off Ratio, rc
c) Net Work Done, W net 𝑉3
𝑟𝑐 =
𝑊𝑛𝑒𝑡 = 𝑄𝐴 − 𝑄𝑅 𝑉2
d) Cycle Efficiency, e h) Percentage Clearance, C
𝑊
𝑒 = 𝑄𝑛𝑒𝑡, or 1
𝐴 𝐶=
𝐵 𝑟𝑘 − 1
𝑒 =1− ,
𝐴
i) Volume Displacement, 𝑉𝐷
𝑤ℎ𝑒𝑟𝑒: 𝐴 = 𝑟𝑘 𝑘−1
𝑉𝐷 = 𝑉1 − 𝑉2
𝑟𝑐 𝑘 − 1
𝐵= j) Clearance Volume, 𝑉𝑐
𝑘(𝑟𝑐 − 1)
𝑉𝑐 = 𝐶𝑉𝐷
27
Burghardt and Harbach. (1993). Engineering Thermodynamics. 4TH Edition, 1993.
 ANALYSIS AND PERFORMANCE OF THE DUAL CYCLE

a) Heat Added, QA
𝑄𝐴 = 𝑚𝐶𝑉 𝑇3 − 𝑇2 + m𝐶𝑝 𝑇4 − 𝑇3 e) Compression Ratio, rk
𝑉1
b) Heat Rejected, QR 𝑟𝑘 =
𝑉2
𝑄𝑅 = 𝑚𝐶𝑣 𝑇1 − 𝑇5 f) Expansion Ratio, re
𝑉5 j) Clearance Volume, 𝑉𝑐
𝑄𝑅 = −𝑚𝐶𝑣 𝑇5 − 𝑇1 𝑟𝑒 =
𝑉4
c) Net Work Done, W net 𝑉𝑐 = 𝐶𝑉𝐷
g) Cut-off Ratio, rc
𝑊𝑛𝑒𝑡 = 𝑄𝐴 − 𝑄𝑅 𝑉4
𝑟𝑒 = k) Mean Effective Pressure, 𝑃𝑚
d) Cycle Efficiency, e 𝑉3 𝑊𝑛𝑒𝑡
𝑊𝑛𝑒𝑡 h) Pressure Ratio, rp 𝑃𝑚 =
𝑒= , or 𝑉𝐷
𝑄𝐴 𝑃3
𝐶 𝑟𝑝 =
𝑒 = 1 − 𝐴, 𝑃2
h) Percentage Clearance, C
𝑤ℎ𝑒𝑟𝑒: 𝐴 = 𝑟𝑘 𝑘−1
1
𝑟𝑝 𝑟𝑐 𝑘 − 1 𝐶=
𝐶= 𝑟𝑘 − 1
𝑟𝑝 − 1 + 𝑟𝑝 𝑘(𝑟𝑐 − 1)
i) Volume Displacement, 𝑉𝐷
𝑉𝑑 = 𝑉1 − 𝑉2
28
Burghardt and Harbach. (1993). Engineering Thermodynamics. 4TH Edition, 1993.
 ACTUAL CYCLES

For actual cycle, the concepts for engine analysis are more difficult to
consider than for the thermodynamic models used in analyzing the air
standard cycles.

➢ For actual engines the product of combustion are removed from the
cylinder on the exhaust stroke, there is dilution of the incoming air
charge by the remaining products. It has several effects of far not
achieving the conditions of the air standard cycles.

➢ However, of all heat engines, the internal combustion engine has the
highest thermal efficiency, due to the following:
❑ The maximum temperature may reach as high as 2400oC during the
combustion process.
❑ The metal parts of the engine do not come in contact with this temperature,
since it occurs in the gas mixture for a small portion of the cycle.
❑ The economic trade off between Otto and Diesel engine, is that at high
speed (4000-6000rpm) and low power (150-225kW), Otto is more
advantageous and lighter.
❑ In the middle range (several hundred kW), the Otto and Diesel engines
overlap.
❑ At high power, Diesel engine dominates, commonly found in trucks, buses,
power generators, and propulsion engine for ships. Diesel engine size in
ships is around 20,000kW, with bore and stroke of 0.8 x 2.5m, and may
have ratings up to 40 MW. 29
Burghardt and Harbach. (1993). Engineering Thermodynamics. 4 TH Edition, 1993.
 Heat Balance
The energy supplied to I.C. engines in the form of Qh of the fuel input is generally broken down
into the following items for heat balance purposes.
a) Useful work – the actual net shaft output.
b) Cooling – heat absorbed by water jackets. Sometimes this is not separable from some of
the friction and exhaust loss due to merging streams of water that cool cylinders, exhaust
manifolds, and lube oil heat exchangers. A wc t type of loss.
c) Exhaust gas loss – heat carried off as sensible and latent heat in the products of
combustion. Sensible heat is wc t loss; latent heat is of the form 2442.7 x 9H2 (in kJ/kg).
d) Mechanical friction – crankshaft and connecting rod bearings, piston, etc. Usually taken to
include energy supplied to engine-mounted auxiliaries such as pump, governor.
e) Radiation and unaccounted-for –heat radiated from engine and incomplete combustion loss
due to presence of fuel in exhaust gas.
f) Items d and e are not often separable nor measurable. They are usually combined, then the
balance is made by subtracting Items a, b, and c from the heat of the fuel and considering
the difference to be Items d and e.

30
 Heat Balance

Otto Cycle Spark Diesel Cycle

Ignition Compression Ignition

a. Useful work 25 34
Typical – Based on Qh.
Full-Load Heat Balance (%) 30
b. Cooling 30
c. Exhaust 37 26
d,e,f. Friction, radiation, 8 10
and unaccounted

Input; heating value of 100 100

fuel

31
 DIESEL POWER PLANT

Diesel Power Plant is a power plant in which electrical

energy is produced by the diesel engine.

Diesel Engine is an excellent prime mover for electric power

generation in capacities of 101 hp (75.346 kW) to 5070 hp (3.782
MW). Diesel Engines are widely used in hotels, utility companies,
municipalities, and private industries.

32
 Specific Gravity and Heating Values
API and Baume gravity units
Specific Gravity temperature
adjustments
𝑆. 𝐺.𝑡 = (𝑆. 𝐺. @15.6℃ 𝑜𝑟 60℉ )(𝐶𝐹)
𝑊ℎ𝑒𝑟𝑒:
CF = 1 − 0.00072 t − 15.6℃
CF = 1 − 0.0004(𝑡 − 60℉)
The American Petroleum
Institute gravity, or API
gravity, is a measure of how
heavy or light
a petroleum liquid is
compared to water: if its API
gravity is greater than 10, it is
lighter and floats on water; if
less than 10, it is heavier and
sinks.
33
 Specific Gravity and Heating Values

Higher Heating Values:

Qh = 17,680 + 60  API Btu lb

Qh = 22,230 − 3780(S.G.)2 Btu lb

Qh = 41,130 + 139.6  API kJ kg

Qh = 51,716 − 8793.8(S.G.)2 kJ kg
Hydrogen content:

H2 = 26 − 15(S.G.)
Lower Heating Values:

Ql = Qh − 1050H2 Btu lb

Ql = Qh − 2442H 2 kJ kg
34
Variable load performance of Diesel
Plants (pg.164 Morse)

35
 Indicated Power, Brake Power, Indicated
Mean Effective Pressure and Brake Mean
Effective Pressure
▰ The developed cylinder power is the indicated horsepower,
abbreviated, ihp.
▰ After engine friction and accessory power needs have been
satisfied, the net power available at the engine shaft is the brake
horsepower, bhp, so called because it can be (but nowadays
seldom is) measured by a brake dynamometer.
▰ A hypothetical pressure, known as brake mean effective pressure,
bmep, can be employed to show the magnitude of mean effective
pressure.
▰ The true pressure, pmep, is higher on account of engine friction
losses.

36
 Indicated Power, Brake Power,
Indicated Mean Effective Pressure
and Brake Mean Effective Pressure

In which:
pmep LAN p
ihp = hp ▻ pmep = Indicated mep, lb per sq ft
33,000
▻ L = Piston stroke, ft

2WrN ▻ A = Piston face area, sq ft

bhp = hp ▻ Np = Number of power strokes per min
33,000 (N for two-cycle and N/2 for four-cycle)

▻ N = Rotative speed, rpm

bhp  33,000
bmep = lb ft 2 ▻ W = Net dynamometer force, lb
LAN p
▻ r = Dynamometer arm length, ft

37
www.themegallery.com
 DIESEL POWER PLANT

Performance of Diesel Power Plant

1. Heat supplied by fuel, Qs

𝑸𝒔 = 𝒎𝒇 𝑸𝒉 𝒘𝒉𝒆𝒓𝒆:
𝒎𝒇 = 𝒎𝒂𝒔𝒔 𝒇𝒍𝒐𝒘 𝒓𝒂𝒕𝒆 𝒐𝒇 𝒇𝒖𝒆𝒍
𝑸𝒉 = 𝒉𝒆𝒂𝒕𝒊𝒏𝒈 𝒗𝒂𝒍𝒖𝒆 𝒐𝒇 𝒇𝒖𝒆𝒍

𝑨
2. Air – Fuel Ratio, 𝑭
𝒘𝒉𝒆𝒓𝒆:
𝑨 𝒎𝒂 𝒎𝒂 = 𝒎𝒂𝒔𝒔 𝒐𝒇 𝒂𝒊𝒓
= 𝒎𝒇 = 𝒎𝒂𝒔𝒔 𝒐𝒇 𝒇𝒖𝒆𝒍
𝑭 𝒎𝒇
3. Piston Displacement, 𝑽𝑫 , is the volume displaced by the piston as it moves
from TDC to BDC.
𝒘𝒉𝒆𝒓𝒆:
𝟐 𝑫 = 𝒃𝒐𝒓𝒆
𝝅𝑫 𝑳 = 𝒔𝒕𝒓𝒐𝒌𝒆
𝑽𝑫 = 𝑳𝑵𝒏
𝟒 𝑵 = 𝒂𝒏𝒈𝒖𝒍𝒂𝒓 𝒔𝒑𝒆𝒆𝒅 𝒅𝒊𝒗𝒊𝒅𝒆 𝑵 𝒃𝒚 𝟐 𝒇𝒐𝒓 𝟒 − 𝒔𝒕𝒓𝒐𝒌𝒆 𝒆𝒏𝒈𝒊𝒏𝒆𝒔
𝒏 = 𝒏𝒖𝒎𝒃𝒆𝒓 𝒐𝒇 𝒄𝒚𝒍𝒊𝒏𝒅𝒆𝒓𝒔

38
 DIESEL POWER PLANT

Performance of Diesel Power Plant

4. Piston Speed, Vp, total distance piston travels at given time

𝒘𝒉𝒆𝒓𝒆:
𝑽𝒑 = 𝟐𝑳𝑵 𝟐𝑳 = 𝒅𝒊𝒔𝒕𝒂𝒏𝒄𝒆 𝒕𝒓𝒂𝒗𝒆𝒍𝒆𝒅 𝒐𝒇 𝒑𝒊𝒔𝒕𝒐𝒏 𝒊𝒏 𝒐𝒏𝒆 𝒓𝒆𝒗𝒐𝒍𝒖𝒕𝒊𝒐𝒏
𝑵 = 𝒂𝒏𝒈𝒖𝒍𝒂𝒓 𝒔𝒑𝒆𝒆𝒅 𝒊𝒏 𝒓𝒑𝒎 𝒐𝒓 𝒓𝒑𝒔

5. Indicated Power, Pind , is the power delivered by an engine as calculated from the average
pressure of the working fluid in the cylinders and the displacement.

𝒘𝒉𝒆𝒓𝒆:
𝑷𝒊𝒏𝒅 = 𝑷𝒎𝒊 𝑽𝑫 𝑷𝒎𝒊 = 𝒎𝒆𝒂𝒏 𝒊𝒏𝒅𝒊𝒄𝒂𝒕𝒆𝒅 𝒆𝒇𝒇𝒆𝒄𝒕𝒊𝒗𝒆 𝒑𝒓𝒆𝒔𝒔𝒖𝒓𝒆

6. Brake Power, 𝑷𝒃 , is the power developed by an engine as measured by a force applied

to a friction brake or by an absorption dynamometer applied to the shaft or flywheel.
𝒘𝒉𝒆𝒓𝒆:
𝟐𝝅𝑻𝑵 𝑻 = 𝒕𝒐𝒓𝒒𝒖𝒆 𝑷𝒊𝒏𝒅 = 𝑷𝒎𝒃 𝑽𝑫
𝑷𝒃 = or
𝟔𝟎 𝑵 = 𝒓𝒑𝒎
𝒊𝒇 𝒃𝒓𝒆𝒂𝒌 𝒎𝒆𝒂𝒏 𝒆𝒇𝒇𝒆𝒄𝒕𝒊𝒗𝒆 𝒑𝒓𝒆𝒔𝒔𝒖𝒓𝒆 𝒊𝒔 𝒈𝒊𝒗𝒆𝒏

39
 DIESEL POWER PLANT

Performance of Diesel Power Plant

7. Friction Power, Pf, is the power dissipated in a machine through friction.

𝑷𝒇 = 𝑷𝒊𝒏𝒅 − 𝑷𝒃 𝑭𝒓𝒊𝒄𝒕𝒊𝒐𝒏 𝑷𝒐𝒘𝒆𝒓 = 𝑰𝒏𝒅𝒊𝒄𝒂𝒕𝒆𝒅 𝑷𝒐𝒘𝒆𝒓 − 𝑩𝒓𝒂𝒌𝒆 𝑷𝒐𝒘𝒆𝒓

8. Mechanical Efficiency, em , is the ratio of the brake power to the indicated power.
𝒘𝒉𝒆𝒓𝒆:
𝑷𝒃 𝑷𝒎𝒃 𝑷𝒊𝒏𝒅 = 𝒊𝒏𝒅𝒊𝒄𝒂𝒕𝒆𝒅 𝒑𝒐𝒘𝒆𝒓
𝒆𝒎 = or 𝒆𝒎 = 𝑷𝒃 = 𝒃𝒓𝒂𝒌𝒆 𝒑𝒐𝒘𝒆𝒓
𝑷𝒊𝒏𝒅 𝑷𝒎𝒊 𝑷𝒎𝒊 = 𝒊𝒏𝒅𝒊𝒄𝒂𝒕𝒆𝒅 𝒎𝒆𝒂𝒏 𝒆𝒇𝒇𝒆𝒄𝒕𝒊𝒗𝒆 𝒑𝒓𝒆𝒔𝒔𝒖𝒓𝒆
𝑷𝒎𝒃 = 𝒃𝒓𝒂𝒌𝒆 𝒎𝒆𝒂𝒏 𝒆𝒇𝒇𝒆𝒄𝒕𝒊𝒗𝒆 𝒑𝒓𝒆𝒔𝒔𝒖𝒓𝒆

9. Electrical or Generator Efficiency, 𝒆𝒈𝒆𝒏, is the ratio of the generator output to the
brake power.
Over-all efficiency
𝑷𝒈𝒆𝒏 𝒘𝒉𝒆𝒓𝒆: 𝑷𝒈𝒆𝒏 𝒘𝒉𝒆𝒓𝒆:
𝒆𝒈𝒆𝒏 = 𝑷𝒈𝒆𝒏 = 𝒈𝒆𝒏𝒆𝒓𝒂𝒕𝒐𝒓 𝒑𝒐𝒘𝒆𝒓 𝒆𝒐 = 𝑷𝒈𝒆𝒏 = 𝒈𝒆𝒏𝒆𝒓𝒂𝒕𝒐𝒓 𝒑𝒐𝒘𝒆𝒓
𝑷𝒃 𝑷𝒊𝒏𝒅
𝑷𝒃 = 𝒃𝒓𝒂𝒌𝒆 𝒑𝒐𝒘𝒆𝒓 𝑷𝒊𝒏𝒅 = 𝒊𝒏𝒅𝒊𝒄𝒂𝒕𝒆𝒅 𝒑𝒐𝒘𝒆𝒓

40
 DIESEL POWER PLANT

Performance of Diesel Power Plant

10. Thermal Efficiency, et, is the ratio of the work done by a heat engine to the heat
absorbed by it.
a. Indicated thermal efficiency, eti ,
𝑷𝒊𝒏𝒅
𝒆𝒕𝒊 =
𝒎𝒇 𝑸𝒉

b. Brake thermal efficiency, etb ,

𝑷𝒃
𝒆𝒕𝒃 =
𝒎𝒇 𝑸𝒉

a. Combined or Over-all thermal efficiency, etc ,

𝑷𝒈𝒆𝒏
𝒆𝒕𝒄 =
𝒎𝒇 𝑸𝒉

41
 DIESEL POWER PLANT

Performance of Diesel Power Plant

11. Volumetric Efficiency, ev, is the ratio of the volume of air drawn into a cylinder to the
piston displacement.

𝑽𝒂 𝒘𝒉𝒆𝒓𝒆:
𝒆𝒗 = 𝒎𝒂 𝑹𝒂 𝑻𝒂
𝑽𝑫 𝑽𝒂 =
𝑷𝒂

𝑽𝑫 = 𝒑𝒊𝒔𝒕𝒐𝒏 𝒅𝒊𝒔𝒑𝒍𝒂𝒄𝒆𝒎𝒆𝒏𝒕

42
 DIESEL POWER PLANT

Performance of Diesel Power Plant

12. Specific Fuel Consumption, m, is the weight flow rate of fuel required to produce a
unit of power or thrust. It is also known as specific propellant consumption.
a. Indicated specific fuel consumption, mi ,
𝒎𝒇 (𝟑𝟔𝟎𝟎) 𝑘𝑔
𝒎𝒊 =
𝑷𝒊𝒏𝒅 𝑘𝑊 − ℎ𝑟
b. Brake specific fuel consumption, mb ,
𝒎𝒇 (𝟑𝟔𝟎𝟎) 𝑘𝑔
𝒎𝒃 =
𝑷𝒃 𝑘𝑊 − ℎ𝑟

a. Combined or Over-all fuel consumption, mc ,

𝒎𝒇 (𝟑𝟔𝟎𝟎) 𝑘𝑔
𝒎𝒄 =
𝑷𝒈𝒆𝒏 𝑘𝑊 − ℎ𝑟

43
 DIESEL POWER PLANT

Performance of Diesel Power Plant

13. Heat Rate, HR, is an expression of the conversion efficiency of thermal power plant or
engine, as heat input per unit work output.
a. Indicated Heat Rate, HRi ,
𝒎𝒇 𝑸𝒉 (𝟑𝟔𝟎𝟎) 𝑘𝐽
𝑯𝑹𝒊 =
𝑷𝒊𝒏𝒅 𝑘𝑊 − ℎ𝑟
b. Brake Heat Rate, mb ,
𝒎𝒇 𝑸𝒉 (𝟑𝟔𝟎𝟎) 𝑘𝑔
𝑯𝑹𝒃 =
𝑷𝒃 𝑘𝑊 − ℎ𝑟

a. Combined or Over-all fuel consumption, mc ,

𝒎𝒇 𝑸𝒉 (𝟑𝟔𝟎𝟎) 𝑘𝑔
𝑯𝑹𝒄 =
𝑷𝒈𝒆𝒏 𝑘𝑊 − ℎ𝑟

44
 DIESEL POWER PLANT
Performance of Diesel Power Plant

14. Generator Speed, N

𝟏𝟐𝟎𝒇 𝒘𝒉𝒆𝒓𝒆:
𝑵= 𝑵 = 𝒔𝒑𝒆𝒆𝒅 (𝒓𝒑𝒎)
𝑷
𝒇 = 𝒇𝒓𝒆𝒒𝒖𝒆𝒏𝒄𝒚, 𝟔𝟎 𝑯𝒆𝒓𝒕𝒛 (𝒊𝒇 𝒏𝒐𝒕 𝒈𝒊𝒗𝒆𝒏)
𝑷 = 𝒏𝒐. 𝒐𝒇 𝒑𝒐𝒍𝒆𝒔

15. Engine operated at high altitudes:

𝒘𝒉𝒆𝒓𝒆:
𝑷𝒂𝒄𝒕 𝑻 𝑷𝒔 = 𝒑𝒐𝒘𝒆𝒓 𝒂𝒕 𝒔𝒆𝒂 𝒍𝒆𝒗𝒆𝒍
𝑷 = 𝑷𝒔 𝑷𝒂𝒄𝒕 = 𝒂𝒄𝒕𝒖𝒂𝒍 𝒃𝒂𝒓𝒐𝒎𝒆𝒕𝒓𝒊𝒄 𝒑𝒓𝒆𝒔𝒔𝒖𝒓𝒆
𝟐𝟗. 𝟗𝟐 𝟓𝟐𝟎
𝑻 = 𝒂𝒄𝒕𝒖𝒂𝒍 𝒂𝒃𝒔𝒐𝒍𝒖𝒕𝒆 𝒕𝒆𝒎𝒑𝒆𝒓𝒂𝒕𝒖𝒓𝒆
𝒉
Or [in SI units] 𝑷𝒂𝒄𝒕 = 𝟐𝟗. 𝟔𝟐 − 𝑖𝑛. 𝐻𝑔
𝟏𝟎𝟎𝟎𝒇𝒕
𝟑. 𝟔 𝒉
𝑷𝒂𝒄𝒕 𝑻 𝑻 = 𝟓𝟐𝟎 − 𝑅
𝑷 = 𝑷𝒔 𝟏𝟎𝟎𝟎𝒇𝒕
𝟏𝟎𝟏. 𝟑𝟐𝟓 𝟐𝟖𝟖. 𝟔
𝒘𝒉𝒆𝒓𝒆: 𝒉 = 𝒉𝒆𝒊𝒈𝒉𝒕 𝒊𝒏 𝒇𝒕.

45
Efficiencies

46
 DIESEL POWER PLANT

Diesel Engine with Closed Cooling System

By Energy Balance:
𝑄𝑤𝑗 = 𝑄𝑤
𝑚𝑤𝑗 𝐶𝑝𝑤𝑗 𝑇𝐴 − 𝑇𝐵 = 𝑚𝑤 𝐶𝑝 𝑡𝑖 − 𝑡𝑜
47
 DIESEL POWER PLANT

Waste Heat Recovery Boiler

By Energy Balance:

𝑄𝑔𝑎𝑠 = 𝑄𝑠𝑡𝑒𝑎𝑚
𝑚𝑔 𝐶𝑝𝑔 𝑡𝑔𝑖 − 𝑡𝑔𝑜 = 𝑚𝑠 ℎ𝑠 − ℎ𝑓
𝑚𝑔 𝐶𝑝𝑔 ∆𝑡𝑔
𝑚𝑠 = 48
ℎ𝑠 − ℎ𝑓
 Sample problem 1

An air standard Diesel cycle will be analyzed for state of the working fluid and performance.
Using the nomenclature of Figure 1, state 1 is at 0.9 kg/cm2 abs and 27oC. The volume
quantity is that of a single-cylinder engine with 25 cm bore and 38 cm stroke. It will be
assumed that, after a compression sufficient to produce 538 C, heat is added during the first
10% of the working stroke.

Given:
T1 = 27 + 273 = 300 K
T2 = 538 + 273 = 811 K
p1 = 0.9 kg/cm2
D = 25 cm = 0.25 m
L = 38 cm = 0.38 m

Required:
State of the working fluid and
performance of the cycle.

Figure 1
49
 Problem: Air Standard Diesel Cycle

Property Unit 1 2 3 4
`

Pres. kg/cm2 0.9

(abs)
Vol. m3
Temp. K 27 538
(K)
Temp. oC 300 811
(oC)

Bore and stroke:

D = 25 cm = 0.25 m
L = 38 cm = 0.38 m

50
 Problem: Air Standard Diesel Cycle
Solution:
1 2 3 4
1) Compute for the compression ratio, rk
1 1 P 0.9 29.23 29.23
𝑉1 𝑇2 𝑘−1 811 1.4−1
𝑟𝑘 = = = = 12
𝑉2 𝑇1 300
V 0.0203 0.0017 0.00356 0.0203
2) Compute for the displacement volume, VD
𝜋(0.25)2
𝑉𝐷 = 𝑥0.38 = 0.0186 𝑚3
4 T 300 811
3) Compute for the clearance volume, Vc =V2
𝑉𝐷 0.0186
𝑉2 = = = 0.0017 𝑚3
𝑟𝑘 − 1 12 − 1
4) Compute for V1
𝑉1 = 𝑉𝐷 + 𝑉2 = 0.0186 + 0.0017 = 0.0203 𝑚3

5) Compute for P2
𝑘 1.4
𝑇2 𝑘−1 811 1.4−1
𝑃2 = 𝑃1 = 0.9 = 29.23 𝑘𝑔/𝑐𝑚2 (𝑎𝑏𝑠)
𝑇1 300
6) Compute for V3
𝑉3 = 𝑉2 + 0.10𝑉𝐷 = 0.0017 + 0.10 0.0186 = 0.00356 𝑚3
51
 Problem: Air Standard Diesel Cycle
Solution continuation:
1 2 3 4
7) Compute for T3
𝑉3 0.00356 P 0.9 29.23 29.23 2.55
𝑇3 = 𝑇2 = 811𝑥 = 1698.3 𝐾
𝑉2 0.0017
V 0.0203 0.0017 0.00356 0.0203
8) Compute for the P4
𝑘 1.4
𝑉3 0.00356
𝑃4 = 𝑃3 = 29.23
𝑉4 0.0203 T 300 811 1698 850
2
= 2.55 𝑘𝑔/𝑐𝑚 (abs)

oC 27 538 1425 577

9) Compute for T4
𝑃4 2.55
𝑇4 = 𝑇1 = 300𝑥 = 850 𝐾
𝑃1 0.9
10) Compute for e
𝑟𝑐 𝑘 − 1 1 2.11.4 − 1 1
𝑒 = 1− ∙ 𝑘−1 = 1 − ∙ 0.4 = 56.12%
𝑘 𝑟𝑐 − 1 𝑟𝑘 1.4 2.1 − 1 12

52
 Problem: Air Standard Diesel Cycle
Solution continuation:
11) Compute for Pmi 1 2 3 4
𝑃𝑖 P 0.9 29.23 29.23 2.55
𝑃𝑚𝑖 =
𝑉𝐷
V 0.0203 0.0017 0.00356 0.0203
Where:

𝑃𝑖 = 𝑒 ∗ 𝑄𝐴
𝑄𝐴 = 𝑚𝑐𝑝 (𝑇3 − 𝑇2 ) T 300 811 1698 850
𝑘𝑅
=𝑚 (𝑇 − 𝑇2)
𝑘−1 3 oC 27 538 1425 577
𝑘
= 𝑝 𝑉 − 𝑝2 𝑉2
𝑘−1 3 3
𝑝3 = 𝑝2
𝑉𝐷 = 𝑉1 − 𝑉2

𝑒 ∗ 𝑘 ∗ 𝑝2 𝑉3 − 𝑉2
𝑃𝑚𝑖 = = 0.5612(1.4/0.4)(29.23)(0.10) = 5.74 𝑘𝑔/𝑐𝑚2
(𝑘 − 1)(𝑉1 −𝑉2 )
𝑃𝑖 = 𝑃𝑚𝑖 ∗ 𝑉𝐷 = 5.74 0.0203 − .0017 10,000 = 1,067.64 𝑘𝑔 − 𝑚
53
Sample problem 2
A diesel plant contains three 2500kW units that generate the equivalent of full
capacity for 2000-hr per year each. Fuel oil will be delivered monthly, but the
storage capacity of the tanks should be sufficient to provide for the plant if one
delivery is missed. How many tanks and of what size would you recommend?
Solution: From the Variable load performance of
Diesel Plants (pg.164 Morse)
2000
𝐶𝐹 = = 22.8%
8760
𝐺𝑒𝑛𝑒𝑟𝑎𝑡𝑜𝑟 𝑂𝑢𝑡𝑝𝑢𝑡 = 1.5 𝑘𝑤𝐻𝑟/𝑙𝑖𝑡𝑒𝑟
2000
3 ∗ 2500 ∗ 12
𝐿𝑖𝑡𝑒𝑟𝑠 𝑜𝑓 𝑂𝑖𝑙 𝑚𝑜𝑛𝑡ℎ𝑙𝑦 =
1.5
=833,300 liters
For sufficient provision in case of monthly missed
delivery: two (2) tanks each with size to hold
833,300 liters of fuel oil is recommended.

54
Sample problem 3
A 650 BHP Diesel engine uses fuel oil of 28oAPI gravity, fuel consumption is 0.65
lb/BHP-hr. Cost of fuel is P 80.00 per liter. For continuous operation, determine
the minimum volume of cylindrical day tank in cubic meters, in ambient
temperatures of 45oC.
Given: Solution:
BHP = 650 bhp 𝑚 𝑚
oAPI = 28 1) 𝜌= 𝑉=
𝑉 𝜌
mf = 0.65 lb/bhp-hr 𝑙𝑏 𝑘𝑔
Tamb = 45oC 𝑚 = 𝑚𝑓 BHP = 0.65 ∗ 650 = 422.5 𝑜𝑟 191.61
ℎ𝑟 ℎ𝑟
Required:
2) 𝜌𝑜𝑖𝑙 = 𝑆𝐺𝑜𝑖𝑙 ∗ 𝜌𝑤𝑎𝑡𝑒𝑟
Minimum volume of
day tank (m3) 141.5
𝑆𝐺𝑜𝑖𝑙(45𝐶) = 1 − 0.00072(𝑇𝑎𝑚𝑏 − 15.6℃
°𝐴𝑃𝐼 + 131.5
141.5
𝑆𝐺𝑜𝑖𝑙(45𝐶) = 1 − 0.00072(45 − 15.6℃ = 0.868
28 + 131.5

3) 𝑚 191(24)
𝑉= = = 5.28 𝑚3
𝜌 0.868(1000)
55
 Sample problem 4

A 2000 kW diesel engine unit uses 1 bbl oil per 525 kW-hr
produced. Oil is 25oAPI. Efficiency of generator is 93%,
mechanical efficiency of engine is 80%. What is the thermal
efficiency of the engine based on the indicated power?

Solution:
Required:
The indicated thermal efficiency, 𝒆𝒊𝒏 : Solving for 𝑚𝑓 get 𝑆. 𝐺.15.6℃ ∶

𝑃𝑔𝑒𝑛 /𝐺𝑒𝑛 𝑀𝑒𝑐ℎ

141.5
𝑃𝑖𝑛 °𝐴𝑃𝐼 = − 131.5
𝑒𝑖𝑛 = = 𝑆. 𝐺.15.6℃
𝑄𝑠 𝑚𝑓 𝑄ℎ 141.5
25 = − 131.5
Where: 𝑆. 𝐺.15.6℃
𝑃𝑔𝑒𝑛 = 525 𝑘𝑊ℎ𝑟, 𝐺𝑒𝑛 = 0.93, 𝑀𝑒𝑐ℎ = 0.80 𝑆. 𝐺.15.6℃ =0.904
42 𝑔𝑎𝑙 3.785𝑙 0.904𝑘𝑔
525 𝑘𝑊ℎ𝑟 𝑚𝑓 = 1 𝑏𝑏𝑙
𝑏𝑏𝑙 𝑔𝑎𝑙 𝑙
𝑃𝑖𝑛 = = 705.645 𝑘𝑊ℎ𝑟 = 2,540,323 𝑘𝐽
0.93 0.80 = 143.724 𝑘𝑔
2,540,323 𝑘𝐽/(0.93)(0.80)
𝑒𝑖𝑛 = 𝑘𝐽
𝑄ℎ = 41,130 + 139.6°𝐴𝑃𝐼, °𝐴𝑃𝐼 = 25 143.724 𝑘𝑔 (44,620𝑘𝑔)
= 0.3961 𝑜𝑟 39.61%
𝑄ℎ = 41,130 + 139.6 25 = 44,620 𝑘𝑗/𝑘𝑔
56
Sample problem 5
A six-cylinder, 28 x 36-in., two-stroke cycle Diesel engine develops 3000 bhp at 128 rpm. The
cutoff ratio is 2.45, the expansion ratio is 5.3, k = 1.33, p1 = 14.1 psia, and T1 = 130 F. The
Sample
indicated Problem
mean effective pressure2is 90 psia. During the 1-hr test 1260 lbm of fuel with a lower
heating value of 18,300 Btu/lbm was consumed. Determine (a) the indicated power in hp; (b)
the mechanical efficiency; (c) the brake engine efficiency.
Given: Solution:
D = 28 in a) Indicated Power
L = 36 in 𝜋𝐷 2
𝐼𝐻𝑃 = 𝑃𝑚𝑖 𝐿𝑁𝑛
Two stroke cycle 4
N = 128 rpm for two stroke 28 2
𝜋 36 1
N=6 𝐼𝐻𝑃 = 90 144
12
∗ ∗ 128 ∗ 6 ∗
k = 1.33 4 12 33000
re = 5.3 = 3869 𝐻𝑃
rc = 2.45
b) Mechanical Efficiency
rk = 5.3(2.45) = 12.985
pmi = 90 psia 𝑃𝑏 3000
𝑒𝑚 = = = 77.5%
QL = 18,300 Btu/lb 𝑃𝑖 3869
mf = 1260 lbm in 1 hr test c) Brake Engine Efficiency
𝑃𝑏 𝑟𝑐 𝑘 − 1 1
Required: 𝑒𝑏 = 𝑒𝑡 = 1 − ∗ 𝑘−1
𝑒𝑡 𝑄𝐴 𝑘 𝑟𝑐 − 1 𝑟𝑘
a) Indicated power (ihp) 57
b) mechanical efficiency 2.451.33 − 1 1
𝑒𝑡 = 1 − ∗ = 48.98%
c) brake engine efficiency 1.33 2.45 − 1 12.9851.33−1
3000 ∗ 42.4
𝑒𝑏 = = 67.58%
1260
0.4898 18,300
60
Sample problem 6
A 6-cylinder Diesel engine on dynamometer test was found to use 84 lb of fuel, having Qh =
19,351Btu/lb, in a one-hour test at steady load. The brake thermal efficiency and the brake mep
will be Sample Problem
determined from 2 test data and measurements. Cylinder is 8.5 in x 10.5 in 4-
the following
cycle type. Speed, 600 rpm. Dynamometer torque, 1809 lb-ft.
Given:
Wr = dynamometer torque = Solution:
1809 lb-ft. a) Brake thermal efficiency
Qh = 19,351 Btu/lb 𝑃𝑏 2π 1809 600
N = 600 rpm 𝑒𝑡𝑏 = = = 32.35%
ሶ 𝐴 84 (19351)(778)
𝑚𝑄
D = 8.5 in = 0.7083 ft 60
L = 10.5 in = 0.875 ft
Fuel weight = 84 lb b) Brake mep
4-cycle type. 𝑃𝑏
Required: 𝑃𝑚𝑏 =
𝑉𝐷
Brake thermal efficiency and 𝑓𝑡 − 𝑙𝑏𝑠
the brake mep. 𝑃𝑏 = 2𝜋 𝑊𝑟 𝑁 = 2𝜋 1809 600 = 6819769.33
𝑚𝑖𝑛
𝜋 0.7083 2 600 58
𝑉𝐷 = ∗ 0.875 ∗ ∗ 6 = 620.6 cfm
4 2
6819769.33 𝑙𝑏
Required: 𝑃𝑚𝑏 = = 10,988.99 3
a) Brake thermal efficiency 620.6 𝑓𝑡
= 76.31 𝑝𝑠𝑖𝑎
b) Brake mep
 Sample problem 7
A diesel plant has a cooling system employing a cooling tower that loses to the atmosphere
approximately 5% of the water circulating. When the two 507 Hp engines are operated at
full load on an average day the tower cools the water from 54.4 to 35oC. What should the
capacity of a water softening plant for the make-up be in L/min. Assume a 30% brake
thermal efficiency and 32% less to cooling water.

Given:
5% loss of cooling water
Two 507 Hp engines
∆𝑇 = 54.4℃ − 35℃ = 19.4 𝐶°
𝑒𝑡𝑏 = 30% less 32% to cooling water

Required:
Capacity of Make-up Water

59
Required:
Capacity of Make-up Water

Solution:
1) Capacity of Make-up Water
ሶ ሶ 4) Solving 2) from 3)
𝑉𝑚𝑤 = 5% 𝑉𝑐𝑤 L/min
ሶ 𝜌𝐶𝑝𝑐𝑤 ∆𝑡𝑐𝑤
𝑄𝑔𝑎𝑖𝑛 𝑡𝑜 𝑐𝑜𝑜𝑙𝑖𝑛𝑔 𝑤𝑎𝑡𝑒𝑟 = 𝑉𝑐𝑤
𝑄
2) Volume of Cooling Water ሶ = 𝑔𝑎𝑖𝑛 𝑡𝑜 𝑐𝑜𝑜𝑙𝑖𝑛𝑔 𝑤𝑎𝑡𝑒𝑟
𝑉𝑐𝑤
ሶ = 𝑚ሶ L/min 𝜌𝐶𝑝𝑐𝑤 ∆𝑡𝑐𝑤
𝑉𝑐𝑤 𝜌 𝑘𝐽 𝑠
(806.87)(60) ( 𝑠 )(𝑚𝑖𝑛)
=
3) Energy Balance 1 4.18 19.4 (𝑘𝑔/𝐿)( 𝑘𝐽 )(𝐾)
𝑄𝑙𝑜𝑠𝑠 𝑡𝑜 𝑐𝑜𝑜𝑙𝑖𝑛𝑔 𝑤𝑎𝑡𝑒𝑟 = 𝑄𝑔𝑎𝑖𝑛 𝑜𝑓 𝑐𝑜𝑜𝑙𝑖𝑛𝑔 𝑤𝑎𝑡𝑒𝑟 𝑘𝑔 ∙ 𝐾
𝐿
𝑃𝑏 = 597
𝑄𝑙𝑜𝑠𝑠 𝑡𝑜 𝑐𝑜𝑜𝑙𝑖𝑛𝑔 𝑤𝑎𝑡𝑒𝑟 = 32% 𝑚𝑖𝑛
𝑒𝑡𝑏
2𝑥507𝐻𝑝 0.746𝑘𝑊 5) Solving 1)
= 0.32 = 806.87 𝑘𝐽/𝑠
0.30 𝐻𝑝 𝐿
ሶ
𝑉𝑚𝑤 = 0.05 597 = 29.8
𝑚𝑖𝑛 60