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LECTURE
ON
INTERNAL COMBUSTION ENGINE
OTTO CYCLE
Process 2-3: isometric heat addition
I.
Diagrams
T3 P3
rp
T2 P2
T2 T1 rk
k 1
T3 T2 rp T1 rp rk
k 1
W2 3 0
Q23 mCv T3 T2
T4 P4
T3 P3
k 1
k
V
3
V4
T3 T2 rp T1 rp rk
k 1
1
rk
k 1
k 1
1
T4 T3 k 1 T1 rp
rk
W3 4 mCv T4 T3
Q3 4 0
PVT Relations
Process 1-2: isentropic compression
T2 P2
T1 P1
T2 T1 rk
k 1
k
V
1
V2
k 1
W1 2 mCv T2 T1
Q1 2 0
k 1
rk
k 1
T1
P
1
T4
P4
IV.
QR Q41
W4 1 0
mCv T1 T4
Q 4 1 mCv T1 T4
mCv T1 T1 rp
mCv T1 1 rp
ratio :
V
rk 1 compression
V2
rp
Heat Rejected, QR
V.
P3
pressure
P2
Wknet Q A QR
VC V2 V3 clearance
th
VC cVD
1
V1 V2
V2
Wknet
100%
QA
VII.
VD
rk 1
cVD
PMEP
Therefore,
rk
III.
1 c
c
Heat Added, QA
Q A Q2 3
mCv T3 T2
mCv T1 rp rk
mCv T1 rk
k 1
k 1
T1 rk
1
1
1 k 1 100%
rk
since VD V1 V2
then
k 1
Thermal Efficiency, th
VI.
VD
mCvT1 rp 1 rk
V
rk 4 exp ansion
V3
k 1
Wknet
Vd
P1 rk rp 1 rk
k 1
k 1rk 1
Sample Problem:
An air std. Otto cycle uses 0.1 kg of air and
has a 17% clearance. The initial conditions
are 98 kPa and 37 C, and the energy
release during combustion is 1600 KJ/kg.
Determine the (a) compression ratio, rk, (b)
pressure, volume and temperature, PVT at
the
four
cycle
state
points,
(c)
displacement volume, Vd and mean
effective pressure, PMEP, (d) Work net,
WKnet, and (e) cycle efficiency, th .
rk
1 c
c
1 0.17
0.17
6.8824
(b) PVT at the four cycle state points
V4 V1
mRT1
P1
KJ
37 273K
0.1kg 0.287
kg K
98kPa
0.0908m 3
V3 V2
V1
rk
0.0908m 3
6.8824
0.0132m 3
T2 T1rk
k 1
310 K 6.8824
670.6 K
397.6C
1.4 1
since QA = Cv (T3-T2)
T3
qA
T2
Cv
KJ
kg
670.6 K
KJ
0.7176
kg K
1600
2900.25 K
rP
T3
T2
2900.25 K
670.6 K
4.325
1
T4 T3
rk
Vd V1 V2
k 1
1
2900.25 K
6.8824
0.0908 0.0132m 3
1.4 1
1340.72 K
0.0776m 3
PMEP
Wknet
Vd
86.03KJ
0.0776m 3
1108.7 kPa
P2
mRT2
V2
KJ
670.6 K
0.1kg 0.287
kg K
0.0132m 3
1458.05kPa
Wknet mCv T1 T2 T3 T4
86.03KJ
(e) cycle efficiency, th
P3
mRT3
V3
KJ
2900.25K
0.1kg 0.287
kg K
0.0132m 3
6305.85kPa
mRT4
P4
V4
KJ
1340.72 K
0.1kg 0.287
kg K
0.0908m 3
423.77kPa
th 1
1
100%
k 1
rk
1
1
100%
1.4 1
6.8824
53.7%
DIESEL CYCLE
I.
T3 V3
rc
T2 V2
Diagrams
T2 T1 rk
k 1
T3 T2 rc T1 rc rk
k 1
T4 P4
T3 P3
k 1
k
V
3
V4
T3 T2 rc T1 rc rk
T4 T1 rc
k 1
rV
c 2
V1
k 1
r
c
rk
k 1
W3 4 mCv T4 T3
Q3 4 0
II.
T1 P1
T4 P4
PVT Relations
Process 1-2: isentropic compression
T2 P2
T1 P1
T2 T1 rk
k 1
k
V
1
V2
k 1
W1 2 mCv T2 T1
Q1 2 0
k 1
rk
k 1
W41 0
Q41 mCv T1 T4
ratio :
V
V
rk 1 4 compression
V2 V2
rc
V3
V2
rk
V4 V1
exp ansion
V3 V3
cut off
k 1
III.
Heat Added, QA
Q A Q2 3
mC p T3 T2
mC p T1 rk
IV.
k 1
rc 1
Heat Rejected, QR
QR Q41
mCv T1 T4
mCv T1 T1 rc
mCv T1 1 rc
Sample Problem:
A one cylinder Diesel engine operates on
the air-standard cycle and receives 27
Btu/rev. The inlet pressure is 14.7 psia, the
inlet temperature is 90F, and the volume
at the bottom dead center is 1.5 ft3. At the
end of compression the pressure is 500
psia.
Determine:
(a) the cycle efficiency
(b) the power if the engine runs at 300RPM
(c) the mean effective pressure
Solution:
V.
Wknet Q A QR
mCvT1 krk
k 1
rc 1 rc k 1
Thermal Efficiency, th
VI.
th
Wknet
100%
QA
1 r 1
1 k 1 c
100%
rk k rc 1
VII.
PMEP
Wknet
Vd
P1rk krk
rc 1 rc k 1
k 1rk 1
k 1
P2 500 psia
and
Q A 27 BTU
1
k
rev
P
V
500 1.4
rk 1 2
12.4176
V2 P1
14.7
PV
m 1 1
RT1
T2 T1rk
T3
lb
in 2
1.5 ft 3
144
2
2
in
ft
0.1082 lb
ft lb
550R
53.34
lb R
14.7
k 1
55012.41761.41 1506.53R
QA
T2
mC P
27 Btu
1506.53
Btu
0.1082lb 0.24
lb R
T3 2546.27 R
rC
V3 T3
2546.27
1.6902
V2 T2
1506.53
I.
Diagrams
II.
PVT Relations
1 r 1
100%
TH 1 k 1 C
k
r
1
rk C
k
TH 1
1.69021.4 1
1
100% 59%
12.41761.41 1.41.6902 1
WNET QA TH 27
Btu
0.59 15.93 Btu or 12,396.09 ft lb
rev
rev
rev
ft lb
rev min HP
300
rev
min 33,000 ft lb
Power 112.7 HP
(c) the mean effective pressure
PMEP
PMEP
P1 rk krk k 1 rC 1 rC k 1
k 1rk 1
P2
P1
k T2 k 1 V1
rk
V2
T1
T3 P3
rp
T2 P2
rc
T3 V3
P5 k T5 k 1 V4
V5
P4
T4
where :
T2 T1 rk
T1 P1
T5 P5
III.
Heat Added, QA
T5 T1
100%
T3 T2 k T4 T3
k 1
T3 T2 rp T1 rk
k 1
T4 T3 rc T1 rk
k 1
T5
rp
rp rc
T4
V5
V4
k 1
V5 V5 V4
V3 V4 V3
but,
Q A Q23 Q34
mCv T3 T2 mC p T4 T3
mCv T3 T2 k T4 T3
IV.
Heat Rejected, QR
V5
V1
V5
V4
V2 rk
then,
V 3 V4
rc
rc
V3
so that
QR Q51
V.
mCv T1 T5
Work net, Wknet
T5 rc rpT1
k
and
Wknet Q A QR
mCv T3 T2 k T4 T3 T1 T5
k
1
rc rp 1
100%
th 1 k 1
rk r p 1 krp rc 1
Thermal Efficiency, th
VI.
th
Wknet
100%
QA
mCv T3 T2 k T4 T3 T1 T5
mCv T3 T2 k T4 T3
VII.
PMEP
Wknet
Vd
T1 300 K
Sample Problem
T2 300 K 13
1.4 1
Given:
P1 = 100kPa
T1 = 300K
rk = 13
T4 = 2750K
P4 = 6894kPa
Cv (air) = 0.7174
Required:
WKnet
Solution:
P4 6894kPa P3
So
rp
P3
6894kPa
1.9
P2 3626.78kPa
rc
V4
V3
Also,
; V2 V3
Then
mRT4
V
P4
rc \ 4
mRT2
V3
P2
P2 T4
P4 T2
3626.78kPa2750 K
6894kPa300 K 131.41
1.73
836.948 K
BRAYTON CYCLE
Diagrams
QA
2
P=C
s=C
1
s=C
WC
QR
WT
(Open cycle)
QA
2
3
P=C
s=C
1
s=C
WC
QR
WT
4
P=C
(Closed cycle)
I.
PVT Relations
Process 1-2: isentropic compression
P2
P1
k T2 k 1 V1
rk
V2
T1
T3 V3
T2 V2
P3
1
k
T
4
T3
1
k 1
PMEP
Wknet
Vd
Wknet
V4 V2
V3
V4
T1 V1
T4 V4
II.
Heat Added, QA
QA mC p T3 T2
III.
Heat Rejected, QR
QR mC p T1 T4
IV.
Wknet Q A QR
mC p T3 T2 T1 T4
Thermal Efficiency, th
V.
th
Wknet
100%
QA
T T
1 4 1 100%
T3 T2
1
1 k 1 100%
rk
Problem:
There are required 2238KN net from a gas
turbine unit for pumping of crude oil. Air
enters the compressor section at 99.975
kPa and 278K. The pressure ratio rp=10.
The turbine section receives the hot gases
at 1111K. Assume a closed Brayton cycle,
and find (a) required air flow, and (b)
thermal efficiency.
Given:
Wknet = 2238KN
P1 = 99.975kPa
T1 = 278K
T3 = 1111K
rp = 10 = P2/P1
Required:
(a) mass flowrate, m
(b) thermal efficiency, th
Solution:
(a) mass flowrate, m
T
from 2
T1
k 1
P k
rk 2
P1
T2 T1 rp k
k 1
1.4 1
278 K 10 1.4
536.73K
VIII.
1
k
P3
T
3
also P
4
T4
1
k 1
where : P3 P2
P4 P1
T4
so,
1111K
1.4 1
1.4
10
575.44 K
Wknet mC p T3 T2 T1 T4
1
100%
k 1
rk
1 k 1 100%
rp k
th 1
1
100%
1
1.4 1
10 1.4
48.21%
4-stroke engine
2-stroke engine
1st stroke
The compressed fuel-air mixture ignites and
thereby the piston is pressed down. At the same
time the intake port I is covered by the piston.
Now the new mixture in the crankcase becomes
pre-compressed. Shortly before the piston
approaches the lower dead centre, the exhaust
port and the overflow conduit are uncovered.
Being pressurized in the crankcase the mixture
rushes into the cylinder displacing the consumed
mixture (exhaust now).
2nd stroke
The piston is moving up. The overflow conduit
and the exhaust port are covered, the mixture in
the cylinder is compressed. At the same time
new fuel-air mixture is sucked into the crankcase.
Diesel Engine
Advantages
Lower fuel cost
Higher efficiency
Readily available for a wide range of sizes and application
Lower running speed
Disadvantages
Maintenance is more expensive
Heavier and bulkier for a given power
Higher capital cost
Pollution
Gasoline Engine
Advantages
Light hence more portable
Lower capital costs
Cheaper to maintain
Higher running speeds
Disadvantages
Not so durable especially under continuous long term usage
Lower efficiency for equivalent power
Fuel is more expensive
Narrow range of off-the-shelf engines available smaller engines more readily
available
Pollution
COMBUSTION
A chemical reaction in which fuel combines with oxygen; liberation of a large amount of
heat energy.
Combustion of Solid Fuel
H2
C
N2
O2
Facts:
- when C is burned, it becomes flue gas
- mole (a unit of volume)
- all products of combustion should be released ion the stock
- hot molecules are lighter
a. combustion of Carbon, C
C O2 CO2
1moleC 1moleO2 1moleCO2
lb
lb
mole
mole
mole
12lbC 32lbO 2 44lbCO 2
(12lbC 32lbO 2 44lbCO 2 )1 12
1 lb of C requires 2
2
2
lbs of O2 to produce 3 lbs of CO2
3
3
b. combustion of Hydrogen, H2
2H 2 O2 2H 2 O
2molesH 2 1moleO2 2molesH 2 O
lb
2H 2 1mole 16 lb 2O2 2mole 18 lb H 2 O
2moles 1
mole
mole
mole
4lbH 2 32lbO 2 36lbH 2 O
(4lbH 2 32lbO 2 36lbH 2 O)1 4
1 lb of H2 requires 8 lbs of O2 to produce 9 lbs of H2O
c. combustion of Sulfur, S
S O2 SO2
1moleS 1moleO2 1moleSO2
lb
lb
lb
2 O2 1mole64
1mole32
S 1mole16
SO2
mole
mole
mole
32lbS 32lbO2 64lbCO2
( 32lbS 32lbO2 64lbCO2 ) 1 32
1 lb of S requires 1 lb of O2 to produce 2 lbs of SO2
Generalization:
lbO2
lbO2
O
2 lbO 2
8
1
(oxygen-fuel ratio) = 2
3 lbC
lbH 2
lbS
F
lbC
lbO 2
lbH 2 lbO 2
C
8
H 2
1
lbH 2
lbfuel
lbS
lbfuel
lbO 2
O lbO 2
2 lbO 2
8 H 2 2
2 C
1 S
3 lbfuel
8 lbfuel lbfuel
O
2 lbO 2
2
F
3 lbC
lbS
S
lbfuel
<volumetric>
Air
= 21%
O2
then
A O lbO 2
1
lbO 2
F F lbfuel
0.231
lbair
2 lbO 2
lbO 2
O2 lbO 2
1
8 H 2
2 C
1 S
lbO 2
8 lbfuel lbfuel
3 lbfuel
0.231
lbair
O lbair
lbair
lbair
11.5C
34.63 H 2 2
4.33S
lbfuel
8 lbfuel
lbfuel
79%
N2
Solution:
(a) theoretical oxygen-fuel ratio,
lbC
0.6236
lbfuel
lbO 2
1.988
lbfuel
O
2 lbO 2
2
F
3 lbC
O
F
lbO 2
lbO 2
0.155 lbH 2
lbS
8
0.0479
1
0.0539
lbH 2
8 lbfuel
lbS
lbfuel
A
Fa
A
A
1 e
Fa Ft
A
1 0.2
Ft
A
O
1
where :
lbO2
Ft F
0.231
lbair
then,
A
A
1 e
Fa Ft
lbair
8.606
1.20
lbfuel
lbair
10.338
lbfuel
1.998 lbO2
lbair
lbfuel
8.606
lbfuel
0.231 lbO2
lbair
mCO2 3
mO 2
lbCO 2
lbC
0.6236
2.287
lbfuel
lbfuel
lbSO 2
lbS
0.0479
0.0958
lbfuel
lbfuel
lbN 2
lbN 2
lbN 2
lbair
0.0128
10.33
0.769
7.9564
lbfuel
lbfuel
lbair
lbfuel
lbO 2
O
0.2 0.3976 lbO 2
excess 1.988
F
lbfuel
lbfuel
m SO2 2
mN2
2 lbCO 2
3 lbC
lbSO 2
lbS
2.287
100% 21.3141%
10.73
0.0958
%G SO2
100% 0.8928%
10.73
7.9564
%G N 2
100% 74.1509%
10.73
0.3976
%GO2
100% 3.705%
10.73
%GCO2
m H 2O 9
lbH 2 O
lbH 2
0.0539
lbH 2
lbfuel
lbH 2 O
0.4851
lbfuel
lbwg
lbfuel
lbdg
lbfuel
2.287
100% 20.3921%
11.2151
0.0958
%G SO2
100% 0.8542%
11.2151
7.9564
%G N 2
100% 70.9436%
11.2151
0.3976
%GO2
100% 3.5452%
11.2151
0.4851
%G H 2O
100% 4.3259%
11.2151
%GCO2
Solution:
(a) theoretical oxygen-fuel ratio,
O
F
lbC
0.8402
lbfuel
lbO 2
2.546
lbfuel
O
2 lbO 2
2
F
3 lbC
lbO 2
8
lbH 2
lbO 2
0.0603 lbH 2
1
0.045
8 lbfuel
lbS
A
Fa
A
A
1 e
Fa Ft
A
1 0.2
Ft
A
O
1
where :
lbO 2
Ft F
0.231
lbair
2.546 lbO 2
lbfuel
lbair
11.0216
lbO 2
lbfuel
0.231
lbair
lbS
0.0055
lbfuel
then,
A
A
1 e
Fa Ft
lbair
11.0216
1.20
lbfuel
lbair
13.2260
lbfuel
mCO2 3
mO 2
lbCO 2
lbC
0.8402
3.081
lbfuel
lbfuel
lbSO 2
lbS
0.0055
0.011
lbfuel
lbfuel
lbN 2
lbN 2
lbN 2
lbair
0.0117
13.26
0.769
10.182
lbfuel
lbfuel
lbair
lbfuel
lbO 2
O
0.2 0.5092 lbO 2
excess 2.546
F
lbfuel
lbfuel
m SO2 2
mN2
2 lbCO 2
3 lbC
m H 2O 9
lbSO 2
lbS
lbH 2O
lbH 2
lbH 2O
0.0539
0.4851
lbH 2
lbfuel
lbfuel
3.081
100% 21.715% 21.7354%
14.1882
0.011
%G SO2
100% 0.0775% 0.0776%
14.1882
10.182
%G N 2
100% 71.764% 71.7827%
14.1882
0.5092
%GO2
100% 3.589% 3.5908%
14.1882
0.405
%G H 2O
100% 2.854% 2.8571%
14.1882
%GCO2
lbwg
lbfuel
%VCO2
VCO2
Vwg
nCO2
nwg
mCO2
%VCO2
nCO2
MWwg
MWCO2
GCO2
MWCO
mwg
2
MWwg
mCO2
MWCO2
where:
MWwg
m wg
n wg
m wg
mCO2
MWCO2
m SO2
MWSO2
mCO2
m wg MWCO2
GCO2
MWCO2
1
mN2
MW N 2
m SO2
m wg MWSO2
G SO2
MWSO2
1
GN2
MW N 2
mO2
MWO2
1
mN2
m wg MW N 2
GO2
MWO2
m H 2O
MWH 2O
mO2
m wg MWO2
m H 2O
m wg MWH 2O
G H 2O
MWH 2O
1
0.217354 0.000776 0.717827 0.035908 0.028571
44
64
28
32
18
MWwg 29.6113
lb
lbmole
29.6113
%VCO2 21.7354
14.6276%
44
29.6113
%VSO2 0.0776
0.034%
64
29.6113
%V N 2 71.7827
75.9135%
28
29.6113
%VO2 3.5908
3.3327%
32
29.6113
%V H 2O 2.8571
4.7001%
18
Heating Value quantity of heat produced by the combustion of fuel under specified condition per
unit weight or unit of volume.
HHV (Higher Heating Value) accounts for the energy carried by the superheated water
vapor. The products of combustion of fuel with H2 content producing vapor in
superheated state and will usually leaves the system, thus carrying with it the energy
represented by the superheated water vapor.
LHV (Lower Heating Value) is found by deducting the heat needed to vaporize the
mechanical moisture and the moisture found when fuel burns from HHV.
HHV for Coal: Dulongs Formula
HHV = 14,600 C + 62, 000 (H2 O2/8) + 4050 S
BTU/lb
kJ/kg
141.5
131.5
60 0
S .G. @ 0
60
API
BAUME
140
130
600
S .G. @ 0
60
BTU/lb
Bureau of Standard
HHV = 22,230 3,780 (S.G.)2
BTU/lb
CH 4 air
products of combustion
where:
CH 4 xO2 3.76N 2
yCO 2 zH 2 O x 3.76N 2
Carbon balance:
1 y
Hydrogen balance:
4 2z
z2
Oxygen balance:
2x 2 y z
21 z
x
2
2
1 vol. CH4 + 2 vol. [O2 + 3.76N2] 1 vol. CO2 + 2 vol. H2O + 2 [3.76N2](1+e)
1 mol CH4 + 2 mol [O2 + 3.76N2] 1 mol CO2 + 2 mol H2O + 2 mol [3.76N2](1+e)
lb
Therefore
Air
274.56lb
lbair
17.16
Fuel
16lb
lbfuel
CO2 2.4%
N 2 1.8%
CH 4 64.1%
C 2 H 2 31.7%
2.4CO2 1.8N2 64.1CH4 31.7C2H2 xO2 3.76N2 yCO2 zH2O [( x )(1 e )3.76N2 N2 in the fuel ]
Carbon balance:
lb
Air
lbmol 14.2 lbair or kgair
lb
Fuel
lbfuel kgfuel
2005.8
lbmol
28,478.44
INCOMPLETE COMBUSTION
CO2 2.4%
N 2 1.8%
CH 4 64.1%
C 2 H 2 31.7%
assumption:
CO = 20% of CO2
Solution:
2.4CO2 1.8N 2 64.1CH 4 31.7C2 H 2 xO2 3.76N 2 yCO2 0.2 yCO zH 2O 3.76N 2
Carbon balance:
Hydrogen balance:
464.1 231.7 2 z
z 159.9
Oxygen balance:
Therefore
lb
Air
lbmol 13.4573 lbair or kgair
lb
Fuel
lbfuel kgfuel
2005.8
lbmol
26,992.68
2005.8 lbs fuel requires 26,992.68 lbs air to produce (108.25 x MW CO2) + (21.65 x MW CO) +
(159.9 x MW H2O) + { 196.625 [3.76(MW N2)+1.8(MW N2)] }
mCO2 2.3856
lbCO 2
lbfuel
lbCO 2
lbfuel
%GCO2
mCO2
mPC
100%
Gaseous Fuel
1) Methane, CH4
2) Ethane, C2H6
3) Propane, C3H8
4) Butane, C4H20
Liquid Fuel
5) Gasoline, C8H18
6) Dodecane, C12H26
7) Diesoline, C16H32
ENGINE PERFORMANCE
Source of Energy:
Ec = mf x HV
ma/f
mexhaust
IP
FP
BP
where:
EC = energy chargeable
mf = mass flow rate of fuel
IP = indicated power
BP = brake power
EP = electrical power
, m 2 s.s., kPa
, m
where: AC = area of the indicator card
s.s. = scale of indicator spring
= length of indicator card
therefore, IP PmI A L N S
where:
in KW
2
D 2
4
L = length of stroke
c a
Ns = power cycles per second =
n
2
60
s
c no. of cylinders
a no. acting
n rpm
s stroke
PmI = indicated mean effective pressure
B. Brake Power / Shaft Power / Developed Power power delivered to the shaft
*measured by (a) for low speed prony brake, and (b) for high speed dynamometer
A. Toledo Scale
B. Hydraulic Scale
C. Arm
where: Brake Tare (Tare wt.) is the effective weight of the brake arm when brake band in
loose
so that, Torque(T) = net scale x arm, KN-m
Pn L GW TW L
Therefore,
2Tn Tn
60
30
PmB A L N S
BP
where:
, in kW
C. Mechanical Efficiency
BP
100%
IP
Pm B A L N S
Pm B
so,
now,
PmI A L N S
PmI
100%
100%
IP = FP + BP
BP = IP FP
IP FP
100%
IP
FP
1
100%
IP
D. Generator Efficiency
EP
100%
BP
ME m m
Example 1: An engine has 14 cylinders, with a 13.6cm bore, and a 15.2cm stroke, and
develops 2850KW at 250 rpm. The clearance volume of each cylinder is 350cm 3. Determine
(a) compression ratio, and (b) brake mean effective pressure.
Given:
c = 14
D = 13.6cm
L = 15.2cm
Required:
(a) compression ratio, rk
(b) brake mean effective pressure, PmB
BP = 2850KW
n = 250rpm
V2 = 380cm3
Solution:
Wknet PmB VD
BP PmB A L N S
(a) compression ratio, rk
rk
V1
V2
; V1 V2 VD
VD A L N S
13.6 2
15.2
4
2208.062cm 3
then
V1 380 2208.062 2588.062cm 3
2588.062cm 3
rk
6.81
380cm 3
BP PmB A L N S
thus, PmB
BP
A L NS
KN m
s
250
0.136m 2 14 1 60 2
0.152m
4
4
2850
PmB
44,253.41kPa
Example 2: Calculate the bore and stroke of a six cylinder engine that delivers 22.4KW at
1800rpm with a ratio of bore to stroke of 0.71. Assume the mean effective pressure in the
cylinder is 620kPa, and the mechanical efficiency is 85%
Given:
c=6
D/L = 0.71
BP = 22.4 KW
n = 1800 rpm
Pmi = 620 kPa
Mech. Eff. = 85 %
Solution:
BP PmB A L NS
where:
nm
PmB
PmI
100%
L A
Also,
L D
BP
PmB N S
22.4 KW
1800
6 1 60 2
527kPa
0.0004722m 3
4
But,
D
0.71
Therefore
2
D D
0.71 4
0.0004722m 3
D 3 1.0619 0.0004722m 3
D 0.0753m 7.53cm
L 0.10606m 10.61cm
= amount of fuel
Power
m f , kg
kg
hr
P, KW
KW hr
ISFC
mf
IP
BSFC
mf
BP
mf
IP m
CSFC
mf
EP
mf
BP g
mf
IP m g
mf
IP ME
= Energy Changeable
Power
EC , KJ
KJ
hr
P, KW
KW hr
IHR
EC m f HV
ISFC HV
IP
IP
BHR
EC m f HV
ISFC HV IHR
BSFC HV
BP
BP
m
m
CHR
m f HV
EC m f HV m f HV
EP
EP
BP g
IP m g
BSFC HV
ISFC HV
CSFC HV
H. Thermal Efficiency ratio of heat converted to useful power and heat supplied.
th
Power
Energy Changeable
KJ
KW hr 100%
KJ
EC ,
hr
P, KW 3600
th I
IP 3600
100%
EC
IP 3600
100%
m f HV
3600
100%
ISFC HV
3600
100%
IHR
x 100%
th B
BP 3600
100%
EC
BP 3600
100%
m f HV
3600
3600
100%
100%
BSFC HV
BHR
th C
EP 3600
100%
EC
EP 3600
100%
m f HV
3600
3600
100%
100%
CSFC HV
CHR
I. Engine Efficiency ratio of the actual performance of the engine to the ideal.
Actual Power
Ideal Power
IP
100%
Pi
BP
100%
Pi
EP
100%
Pi
x 100%
Example:
Given c = 6
s=4
rk = 9.5
IP = 67.1KW
T = 194 N-m
m = 78%
HV=43,970 kJ/kg
Required:
Solution:
(a) L and D = ?
BP PmB A L N S eq.1
BP
2Tn
eq.2
60
2Tn
60
2T
L A
c a 2
PmB
PmB A L N S
2
D D
1.1 4
1KN
2 194 N m
1000 N
6 1 2
550kPa
D 0.1011m 10.11cm
L 0.0919m 9.19cm
where : L
D
1.1
(b) th I = ?
th I
IP 3600
100%
EC
IP 3600
100%
m f HV
3600
100%
ISFC HV
3600
100%
0.35343,970
23.19%
(c) em = ?
em
BP
100%
Pi
where:
BP
100%
IP
BP 0.7867.1KW 52.338KW
Also,
th
From,
ISFC
Also,
ideal
Pi
100%
EC
mf
IP
; EC = mf x HV
; mf = IP x ISFC
th
id ea l
1
1 k 1 100%
rk
1
1 1.321 100%
9.5
51.345%
Therefore,
Pi 0.51345IP ISFC HV
43,970 KJ 1hr
0.5134567.1KW 0.353 kg
KW
hr
kg
3600s
148.54 KW
Finally,
52.338KW
100%
148.54 KW
35.23%
em
J. Volumetric Efficiency
100%
Va
100%
VD
Where:
if wet bulb temperature,tw is not given, then use the general gas law equation:
PaVa ma Ra Ta
Va
ma Ra Ta m 3
;
Pa
s
if dry bulb temperature,ta and wet bulb temperature, tw, or relative humidity, RH
are given, then use the psychrometric chart
Va ma spec.vol, va
VD A L N S
P T 0.5
BPS BPO S O
PO TS
For compression-ignition engines
P T 0.7
BPS BPO S O
PO TS
where:
Example: An engine has the following data when operated at an altitude of 1524ft, with a
temperature of 15C:
BPo = 500KW
v = 75%
kg
BSFCo = 0.28
KW hr
A:Fo = 23
when the engine is brought to sea level having a pressure of 101.325kPa, and temperature
of 20C. Calculate (a) BPs, (b) BSFCs, and (c)) Pm
considering
84.86%
mechanical
efficiency
Is
Given
BPo = 500KW
kg
KW hr
BSFCo = 0.28
m = 84.86%
Required:
(a) BPs
(b) BSFCs
(c) PmI
s
Solution:
(a) BPS = ?
101.325kPa 1524 ft
96.164kPa
PO 101.325kPa 1" Hg
29.92" Hg 1000 ft
96
.
164
kPa
293
520.56 KW
Then,
(b) BSFCS = ?
BSFC S
Therefore,
mf
BP
; m f m f s m fo
500 KW
BSFC S 0.28
520.56 KW
kg
0.269
KW hr
(c) PmIs = ?
PmI s
where:
Also,
IPS
VD
; PmI s VD IP
BPS
IPS
520.56 KW
613.434KW
0.8486
VD A L N S ?
But,
Va
VD
Then,
VD
Va
Va
0.75
; PaVa = mRTa
A : Fo
BSFCS
So,
m fS
BPS
ma o
23
m fo
kg
1hr
m f s 520.560.269
0.0389
s
3600s
ma 0.038923 0.8947
kg
s
Thus,
Vao
84.39 kPa
m3
s
0.8759 m3 s
VD
1.168 m3 s
0.75
Vao 0.8759
Finally
613.434 KW
1.1689 m3 s
525.2kPa
Pm I s
Energy Balance
A. Input
Energy Changeable, EC
EC = mf x HV
100%
B. Outputs
1.
2.
3.
4.
Useful power, BP
Heat carried by exhaust gas, QH
Heat carried by jacket or cooling water, QC
Friction, Radiation and unaccounted losses
30-32% ( th B )
24-26% (%QE)
30-32% (%QE)
10-16%
Summary
QH (30-32%)
EC (100%)
BP (30-32%)
QC (24-26%)
others (10-16%)
m j C pw t b t a
m f HV
x 100%
100%
if EC is not given
th B
BP 3600
100%
EC
m f HV
BP 3600
100%
m f HV
Now...
%Q j
BP 3600
th B
m j C pw tb t a
100%
BP 3600
th B
th B m j C p tb t a
w
BP 3600
100%
Solving for the mass of jacket or cooling water, let: %Qj = 32% and th B =30%
mj
%Q j BP 3600
th B C p t b t a
w
0.32 BP 3600
BP
kg
BP
kg
917.124
;
0.2548
;
t b t a hr
t b t a s
0.3 4.187t b t a
mj
Vj
; Vj
mj