De Montfort University

Energy balance of a
Diesel engine
ENGD3036- Plant Analysis and sustainability

Nizamuddin Patel
14/03/2018
 ENGD3036 – Plant Analysis and Sustainability

Contents
Introduction ............................................................................................................................................... 3
Background ................................................................................................................................................ 3
Benefits of Diesel over petrol ................................................................................................................ 5
Disadvantages of Diesels as compared to petrol ................................................................................... 5
Effects of emission from diesel engines and its effect on the environment and human health ........... 6
Equipment used ......................................................................................................................................... 7
Methodology.............................................................................................................................................. 8
Results ........................................................................................................................................................ 9
Diesel Engine Data for 2000 RPM .......................................................................................................... 9
Diesel Engine Data for 2500 RPM ........................................................................................................ 10
Sample Calculations ................................................................................................................................. 11
Brake Mean Effective Pressure (BMEP) ............................................................................................... 11
Air Mass Flow rate ............................................................................................................................... 11
Fuel Flow rate ...................................................................................................................................... 12
Air-fuel Ratio ........................................................................................................................................ 12
Brake specific Fuel Consumption (BSFC).............................................................................................. 12
Rate of Energy Input ............................................................................................................................ 12
Rate of Energy to cooling water........................................................................................................... 13
Rate of Energy in Exhaust .................................................................................................................... 13
Brake Thermal Efficiency ..................................................................................................................... 13
Calculated results from experiment .................................................................................................... 14
Graphical representation of calculated results.................................................................................... 15
2500 RPM 2000 RPM............................................................................................................ 15
Pie charts showing energy output ....................................................................................................... 16
2000 RPM ......................................................................................................................................... 16
2500 RPM ......................................................................................................................................... 17
Discussion................................................................................................................................................. 18
Thermal performance .......................................................................................................................... 18
Efficiency .......................................................................................................................................... 18
Thermal efficiency............................................................................................................................ 18
Specific fuel consumption ................................................................................................................ 19
Air – fuel ratio .................................................................................................................................. 19
Emissions.............................................................................................................................................. 19
CO ..................................................................................................................................................... 19
Co2 .................................................................................................................................................... 20
No ..................................................................................................................................................... 20
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 ENGD3036 – Plant Analysis and Sustainability

Nox ................................................................................................................................................... 21
O2...................................................................................................................................................... 21
Loss of energy ......................................................................................... Error! Bookmark not defined.
Conclusions .............................................................................................................................................. 22
References ............................................................................................................................................... 23

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Introduction
This report has been written to analyse the energy balance for a compression ignition engine running
at two constant speeds with different loads. An experiment has been conducted to aid this report and
a diesel engine has been used.

Background
Diesel engines are widely used in society to transport essential items such as food and people as well
as run back-up generators to provide electricity in emergencies. It is involved throughout the food
process from harvesting crops through to being transported to our doorstep.

A compression ignition engine (diesel) involves compressing air in a combustion chamber to create
heat build-up which will ignite the fuel. The ratio of air in a combustion chamber is 21:1 as compared
to a spark ignition system (petrol).

The diesel engine was created in 1893 by Rudolph Diesel. He came up with a means of producing
combustion inside a cylinder using compression and ignition in an internal combustion engine. The
engine had an efficiency of 27%1, when compared to the efficiencies in table 1 it is a huge
improvement. Due to the efficiency it became ideal for driving electric generators.

Engines Efficiency (heat into work)%

1. Oil engine (with hot bulb vaporisers) 10
2. Steam engine 6
3. Gas engine stationery power plant 17
4. Gasoline engine 12
Table 1: pre 1900 engines and their efficiencies

Figure 1: The four main processes in a diesel engine cycle2

Diesel Engines are similar to gasoline engines in that they’re both internal combustion engines which
transform chemicals energy (fuel) into mechanical energy. From figure 1, it can be seen that process 3,
the combustion process, the fuel injector ignites the air mixture. In a petrol engine there is an extra
process where a spark plug is used to ignite the fuel and air mixture. This ignition by sparks is the
major difference between Diesel and petrol engines.

1
H. Garden, U. Hood and T. Engines, "How Diesel Engines Work", HowStuffWorks, 2018. [Online]. Available:
http://auto.howstuffworks.com/diesel.htm. [Accessed: 02- Mar- 2018].
2
“What is diesel engine? How diesel engine works?", Topone-power.com, 2018. [Online]. Available:
http://www.topone-power.com/What-is-diesel-engine-How-engine-works. [Accessed: 03- Mar- 2018].
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Benefits of Diesel over petrol

As the diesel engine that is being used for the experiment is used for powering a motor vehicle, the
benefits will primarily be for vehicle Diesel engines, however they may apply for other engines such as
diesel generators, marine engines etc.

Diesels have great mileage. The efficiency of the engine is directly proportional to the compression
ratio. This along with the high temperatures inside the cylinder which allows auto ignition, only
requires a small spray of diesel to ignite the engine. This means less fuel is used compared with petrol,
which in turn leads to greater mileage.

Diesels produce more power. Diesel as a fuel as higher energy content when compared with petrol.
Diesels contain 38.6 MJ/L whilst petrol has 34.8 MJ/L; this leads to Diesel producing more energy than
its equivalent in petrol. This requires diesel to use less fuel to achieve the same power, this is typically
about 25% less diesel than petrol.3

Diesels produce more torque. This is beneficial for trucks and Lorries carrying heavy loads, as this
allows the vehicle to move away without revving the engine too much. Diesels can operate at higher
compression ratios (17-21:1) compared with petrol (8-12:1). The high compression requires the engine
to have pistons that are longer, which in turns increases the torque (T= F × L).

Diesels have better burning characteristics. As diesel has cetane rings (six-sided hydrocarbon) instead
of petrol’s octane (eight-sided hydrocarbon), it’s burning characteristics are better; this is because it is
more slow burning which allows longer burn time and better efficiency.

Diesels have lower revs per minute (rpm). Having high torque at low rpm allows a stationary vehicle
to change its condition from stationary to dynamic quickly. The low revs also leads to better efficiency.
The low revs and high torque also allows the engine to use very little fuel as compared to petrol
engines which consumes high amounts of fuel when running low rpms.

Diesels engines last longer. Diesel engines are built more ruggedly to withstand the rigors of higher
compression. This allows diesel engines to run longer without major maintenance compared with
petrol engines.

Disadvantages of Diesels as compared to petrol

 Retrofitting is not possible in most cases- Converting the fuel to LPG or CNG which will save
fuel costs. However it will also reduce efficiency.
 Overall cost of a diesel engine is higher, which leads to an increase in the car cost
 Diesel engines tend to produce more noise, however newer engines sound just the same
 Emissions are high, especially Nitrogen oxide (NOx)

Hybrid cars which use an electric engine as well as a gasoline engine helps boost the efficiency of the
car, but not as much as a diesel engine. Hybrid cars are more costly and add more weight to the car,
due to the dual engines, as compared with a diesel car.

Mazda have plans to produce a gasoline powered compression-ignition gasoline engine. This
technology4, SkyActiv-X, will take the dependency of petrol engines having spark plugs by ignite using
compression. This will produce a leaner air-fuel mixture which Mazda says will reduce fuel use by 20-
30% and increase torque by 10-30%.

3
S. Haddad, Principles and performance in diesel engineering. Chichester: Horwood, 1984.
4
S. Collie, "Mazda to offer world-first compression-ignition gasoline engine", Newatlas.com, 2018. [Online]. Available:
https://newatlas.com/mazda-skyactiv-x-compression-ignition/50803/. [Accessed: 05- Mar- 2018].
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Effects of emission from diesel engines and its effect on the environment and human health
Diesel engine exhaust in vehicles go through various filters and barriers to reduce the harm to the
environment. The exhaust from the engine goes to the diesel particulate filter which has a primary aim
of storing the soot in order to reduce emissions. After the fumes pass the particulate filter it goes
through a catalyst and finally into the atmosphere. Most of the pollutants are reduced and usually only
nitrogen and water leaves is spread into the atmosphere.
The diesel particulate filter which traps soot particulates which causes respiratory problems and
contribute to the risk of cardiovascular diseases. This filter is mandatory in diesel cars since regulation
was introduced in 2009.

The catalytic converter can oxidise carbon monoxide and hydrocarbons but will not be able to reduce
NOx, this is because it operates a ‘two-way’ mode. The catalytic converter reduces diesel particulate
matter to a certain extent, but it is usually around 10-20%. Catalytic converters have a drawback in
that the slightly toxic nitrogen oxide also gets oxidised into nitrogen dioxide which is more toxic.

The link between diesel exhaust and cancer has been mentioned in the World Health Organisation
(WHO) in 19885. In the WHO report the advisory committee concluded that diesel exhaust is a cause of
lung cancer and increases the risk of bladder cancer. It also has an effect in the larynx, oesophagus,
stomach and the blood stream.

Some of the pollutants found in diesel engines are:

 Carbon monoxide, CO- This is formed by incomplete fuel combustion. Carbon monoxide
reduces the flow of oxygen in the bloodstream and is of particular concern to people with
cardiovascular disease.
 Fine particulate matter (PM 2.5)- PM2.5 is a mixture of solid particles and liquid droplets in the
air. The fine particulates can be deposited deep in the lungs where it can cause health
problems such as premature mortality. It can also cause other health problems such as
respiratory and cardiovascular disease and increased respiratory illness particularly in children
and the elderly.
 Hydrocarbons- This is formed by incomplete fuel combustion. When combined with nitrogen
oxide in sunlight, the hydrocarbons produce ground level ozone, which can irritate the eyes,
damage lungs and aggravate hazardous air pollutants.
 Nitrogen oxides- This is from by-products of fuel combustion and contribute to the formation
of ground level ozone. This causes coughing, shortness of breath and decreased lung function.
 Hazardous air pollutants- Diesel exhaust contains at least 40 substances that the EU
environment agency lists as hazardous air pollutants. Fifteen of these pollutants are
considered probable or known carcinogens.

There are a few things that are helping reduce the health risks from diesel exhausts such as
improvement of the diesel fuel and the engines which help reduce emissions of some pollutants. The
WHO and EU’s diesel risk reduction plan aims to reduce particle emissions from diesel equipment by
2010 to have a reduction of 75% and 85% by 2020 compared with emissions in 2000. New
technologies and cleaner burning fuel has led to a 90% reduction in particle emissions already. Other
ways of how the emissions are being reduces for diesel engines are retrofitting, new engine standards
and cleaner fuels. Taxation on diesel vehicles reduce the demand on diesel cars, which ultimately
reduces emissions as less diesel vehicles are being used.

5
W. Approach and W. Organization, "Learning together to work together for health : report of a WHO Study Group on
Multiprofessional Education of Health Personnel: the Team Approach [meeting held in Geneva from 12 to 16 October 1987]",
Apps.who.int, 2018. [Online]. Available: http://apps.who.int/iris/handle/10665/37411. [Accessed: 12- Mar- 2018].
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Equipment used
Engine type: 4 Cylinder inline overhead valve diesel engine
Injection Method: Direct Injection
Engine Capacity: 2496cc
Water Load
gauge

2.5L Diesel engine

Figure 2: Diesel engine

Bio Diesel

Diesel fuel
was used in
the
experiment

Figure 3: Bio diesel and diesel fuel tank

Figure 5: Emissions reader

Figure 4: Fuel measuring cylinder

Figure 7: Air flow metre Figure 6: smoke inhaler

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Methodology
Taken from lab sheet6 :

1. Familiarise yourself with the engine, the recording instruments and their operation.
2. Observe the start-up and operation of the engine as carried out by the laboratory staff.
3. Take readings for fuel flow-rate, air flow-rate, cooling water mass flow-rate, load and speed.
4. Take the following temperature readings:
 Ambient temperature.
 Exhaust manifold temperature.
 Exhaust pipe temperature.
 Heat exchanger’s cooling water inlet temperature.
 Heat exchanger’s cooling water outlet temperature.
 Engine’s cooling water inlet temperature.
 Engine’s cooling water outlet temperature.
5. Take exhaust gas analysis readings
6. Repeat the procedure for the five loads set by the laboratory staff.

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Thermal plat & sustainability laboratory assignment. Leicester, United Kingdom: Institute of Engineering and sustainable
development, 2018, pp. 1-3.
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Results

Diesel Engine Data for 2000 RPM

Diesel 2000 RPM Test A Test B Test-C Test-D Test-E

Speed (RPM) 2000 2000 2000 2000 2000
Brake Power kW 15 9.1 5.1 3 2
Air flow (mmH2O) 68 69 70 70 69
Fuel flow (s/100ml) 73.6 102.9 132.55 154.7 163.93
Engine Cooling water flow rate [l/min] 48 48 48 48 48
Cooling water flow (l/min) 8 8 8 8 8
Ambient pressure (mm Hg) 747.2 747.1 747.2 747.1 747.3
CO (%) 0.122 0.125 0.13 0.13 0.13
CO2 (%) 5.087 4.471 3.588 2.294 2.096
NOX(ppm) 700 458 333 255 223
NO(ppm) 615 320 220 143 121
THC (ppm) 166 170 177 186 192
O2 (%) 12.4 14.6 15.7 16.5 16.8
Ambient Temp (oC) 21.7 27 26.2 25.9 25.3
T1 (oC) Engine Cooling in 51.1 48.9 46.3 44.4 42.9
o
T2 ( C) Engine cooling out 56.3 53.2 50.2 47.8 46.5
T3 (oC) Heat Exchanger outlet temperature 44 42 39 38 37
T4 (oC) Heat Exchanger inlet temperature 19 19 19 19 19
T5 (oC) Exhaust Below Manifold 174.2 150.6 124.3 102.6 92.4
T6 (oC) Sump Oil 85.9 82.7 79.7 77 75.3
T7 (oC) Exhaust Below Fan Outlet
T8 (oC) not used
T9 (oC) Exhaust on Bypass
RH (%) 29.4 21.3 23.7 23.5 23.5
Table 2: Results from diesel engine test from experiment running at 2000rpm

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Diesel Engine Data for 2500 RPM

Diesel 2500 RPM Test A Test B Test-C Test-D Test-E

Speed (RPM) 2500 2500 2500 2500 2500
Brake Power kW 20.6 13 7.5 4.5 3
Air flow (mmH2O) 86 88 88 87 84
Fuel flow (s/100ml) 52.39 72.75 93.55 111 157.78
Engine Cooling water flow rate [l/min] 61 61 61 61 61
Cooling water flow (l/min) 8 8 8 8 8
Ambient pressure (mm Hg) 747.1 747.1 747.1 747 746.9
CO (%) 0.131 0.166 0.162 0.154 0.156
CO2 (%) 5.982 4.173 3.131 2.596 2.367
NOX(ppm) 757 442 308 232 193
NO(ppm) 700 350 197 134 105
THC (ppm) 194 230 242 248 257
O2 (%) 11 13.8 15.3 16.1 16.5
o
Ambient Temp ( C) 23.4 25.9 24.6 27.5 21.5
o
T1 ( C) Engine Cooling in 51.6 53.4 51.6 50.4 48.7
T2 (oC) Engine cooling out 56.1 57.8 55.3 54 52.2
T3 (oC) Heat Exchanger outlet temperature 43 46 45 42 42
T4 (oC) Heat Exchanger inlet temperature 20 20 20 19 20
T5 (oC) Exhaust Below Manifold 167 177.1 156 138 119.3
T6 (oC) Sump Oil 85.2 88 87.2 86.3 84.2
o
T7 ( C) Exhaust Below Fan Outlet
T8 (oC) not used
T9 (oC) Exhaust on Bypass
RH (%) 23.3 23.6 23.3 20.6 31
Table 3: Results from experiment for diesel engine running at 2500rpm

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Sample Calculations
The calculations in this section show how Tables 4 and 5 were derived.

Using table 3, Test B results from the engine running at 2500rpm.

Brake Mean Effective Pressure (BMEP)

Pb nR
BMEP = [kPa]
N × n × Vs
Bore (given in lab sheet7) = 93.67 mm
Stroke (given) = 90.54 mm
Swept Volume of a single cylinder:
π π
Vs = Stroke × (Bore)2 = 90.54 × 10−3 × × (93.67 × 10−3 )2 = 6.239 × 10−4 [m3 ]
4 4
Engine capacity = 6.239 x 10-4 × 4 = 2.496 × 10-3 m3
nR = 2 (Four stroke cycle – 2 rev/s per cycle)
Number of cylinders = n = 4
Engine Speed = N = 2500/60 [rev/s]
Brake Power = Pb = 13 [kW]

13 × 2
BMEP =
(2500/60) × 4 × (6.239 × 10−4 )
BMEP = 250.04 kPa = 2.5004 bar

Air Mass Flow rate

Using:
Pv = RT
1
P = RT
ρ
P
=ρ
RT
Pa
ρa =
R × Ta
R = 287.1 J/kgK [specific gas constant of air]
Ambient pressure = Pa = 133.322 × ha [Pa]
ha = 747.1 [mmHg]
Air flow reading = h = 88 [mmH2O]
133.322×ha
Ambient density = ρa = ( 287.1×Ta
) [kg/m3]
Ta = 25.9 + 273.15 = ambient temperature [K]
ṁa = air mass flow rate [kg/s]
ṁa = Vȧ × ρa
133.322 × ha kg
ṁa = (h × 4.89 × 10−4 ) × ( )[ ]
287.1 × Ta s

133.322 × 747.1
ṁa = (88 × 4.89 × 10−4 ) × ( )
287.1 × (25.9 + 273.15)
𝐦̇𝐚 = 0.0499 [kg/s]

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Thermal plat & sustainability laboratory assignment. Leicester, United Kingdom: Institute of Engineering and sustainable
development, 2018, pp. 1-3.
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Fuel Flow rate

100 ml
Vḟ = [ ]
s s
ṁf = Vḟ × ρf
Vḟ = fuel volume flow rate [ml/s]
Time taken for 100ml of fuel to flow, s = 72.75 [s]
ρf = density of fuel [kg/m3]; (864 kg/m3)
ṁf = mass flow rate of fuel [kg/s]
100 m3 kg
ṁf = ( × 10−6 ) [ ] × ρf [ 3 ]
s s m
100 kg
ṁf = ( × 10−6 ) × ρf [ ]
s s

100
ṁf = ( × 10−6 ) × 864
72.75
𝐦̇𝐟 = 1.1876 × 10-3 [kg/s]

Air-fuel Ratio
ṁa
A/F =
ṁf
A/F = air-fuel ration [-]
ṁa = air mass flow rate [kg/s]
ṁf = mass flow rate of fuel [kg/s]

0.0499
A/F =
1.1876 × 10−3
A/F = 42.017

Brake specific Fuel Consumption (BSFC)

ṁf
bsfc =
Pb
bsfc = specific fuel consumption [kg/kJ]
ṁf = 1.1876 × 10-3 = mass flow rate of fuel (kg/s)
Pb = 13 = Brake Power [kW]
1.1876 × 10−3
bsfc = × 3600
13
bsfc = 0.3289 [kg/kWh]

Rate of Energy Input

Energy floẇ rate = Q in = ṁf × Hhv [W]
Hhv = 45 × 103 [kJ/kg] = Lower Calorific Value (Heating Value) of the fuel [J/kg] (for diesel 45 × 106 J/kg)
ṁf = 1.1876 × 10-3 = mass flow rate of fuel (kg/s)
Q̇ in = 1.1876 × 10−3 × 45 × 103
𝐐̇𝐢𝐧 = 53.442 kW

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Rate of Energy to cooling water

Q̇ he = ṁw Cpwater ∆Twater
Specific heat capacity of water, Cpwater = 4.18 [kJ/kgK]
8×10−3
Mass flow rate of water, ṁw = 60
× 1000 [kg/m3] = 0.133
∆Twater = (T3 – T4) = (46 + 273.15) – (20 + 273.15) = 26 [K]
8 × 10−3
Q̇ he = ( × 1000) × 4.18 × 26[K]
60
𝐐̇𝐡𝐞 = 14.491 kW

Rate of Energy in Exhaust

Q̇ es = ṁex Cpexhaust ∆Tex
Cpexhaust = Specific heat capacity of exhaust [1.15 kJ/kgK]
Exhaust mass flow rate = air mass flow rate + fuel mass flow rate [kg/s]:
ṁex = ṁa + ṁf = 0.0499 + 1.1876 × 10-3 = 0.0511 [kg/s]
∆Tex = (T5 – T4) = (177.1 + 273.13) – (20 + 273.15) = 157.1 [K]

Q̇ es = 0.0511 × 1.15 × 157.1

𝐐̇𝐞𝐬 = 9.232 kW

Brake Thermal Efficiency

Pb
ηth = ( ) × 100
Q̇ in
Brake thermal efficiency, 𝛈𝐭𝐡 [%]

Energy flow rate = 𝐐̇𝐢𝐧 = 53.442 [kW]

Brake Power, Pb = 13 [kW]

13
ηth = ( ) × 100
53.442
𝛈𝐭𝐡 = 24.33 %

Friction losses
̇ = 𝑄𝑖𝑛
𝑄𝑓𝑟 ̇ − 𝑃𝑏 − 𝑄𝑒𝑠
̇ − 𝑄ℎ𝑒
̇
𝑄𝑓𝑟̇ = 53442 − 13000 − 9232 − 14491 = 16719 [𝑊]

Rate of energy balance as % to Qin for pie charts balance

𝑃 1300
𝑃𝑏 𝑎𝑠 % 𝑡𝑜 𝑄𝑖𝑛̇ = 𝑏 × 100 = ( ) × 100 = 24.325 %
̇
𝑄𝑖𝑛 53442
𝑄̇ 9232
̇ 𝐸𝑥ℎ𝑎𝑢𝑠𝑡 𝑜𝑛 𝐵𝑦𝑝𝑎𝑠𝑠 𝑎𝑠 % 𝑡𝑜 𝑄𝑖n
𝑄𝑒𝑠 ̇ = 𝑒𝑠 × 100 = ( ) × 100 = 17.275 %
𝑄𝑖𝑛̇ 53442
𝑄̇ 14491
𝑄ℎ𝑒̇ 𝐶𝑜𝑜𝑙𝑖𝑛𝑔 𝑤𝑎𝑡𝑒𝑟 𝑎𝑠 % 𝑡𝑜 𝑄𝑖𝑛 ̇ = ℎ𝑒 × 100 = ( ) × 100 = 27.115 %
𝑄𝑖𝑛̇ 53442
𝑄̇ 16719
̇ 𝐹𝑟𝑖𝑐𝑡𝑖𝑜𝑛 𝑙𝑜𝑠𝑠𝑒𝑠 𝑎𝑠 % 𝑡𝑜 𝑄𝑖𝑛
𝑄𝑓𝑟 ̇ = 𝑓𝑟 × 100 = ( ) × 100 = 31.284 %
̇
𝑄𝑖𝑛 53442
As parameters 2,3 and 4 are energy losses, all four parameters should add up to 100%, therefore.
24.325 % + 17.275% + 27.115% + 31.284 % = 100%
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Calculated results from experiment

Test A Test B Test C Test D Test E

Brake Mean Effective Pressure (BMEP) 360.6211 218.7768 122.6112 72.12422 48.08281
Air Mass Flow Rate (ma) 0.039131 0.039 0.039676 0.039711 0.039233
Fule flow rate (mf) 0.001174 0.00084 0.000652 0.000559 0.000527
Air-fuel ratio (A/F0 33.33391 46.44817 60.86941 71.10285 74.438
Brake Specific Fuel Consumption (BSFC) 0.281739 0.332169 0.460115 0.6702 0.948698
Rate of Energy Input (Qin) 52.82609 37.78426 29.33233 25.13251 23.71744
Rate of Energy cooling water ( Qhe) 13.93333 12.81867 11.14667 10.58933 10.032
Rate of Energy in Exhaust (Qes) 7.19364 6.029365 4.883557 3.871507 3.356134
Brake Thermal Efficicncy (𝛈𝐭𝐡 ) 28.39506 24.0841 17.38696 11.93673 8.432613
Table 4: Result from experiment at 2000 RPM

Test A Test B Test C Test D Test E

Brake Mean Effective Pressure (BMEP) 396.2024 250.0306 144.2484 86.54906 57.69937
Air Mass Flow Rate (ma) 0.049199 0.049922 0.05014 0.049086 0.048352
Fuel Flow Rate (mf) 0.001649 0.001188 0.000924 0.000778 0.000548
Air-fuel Ratio (A/F) 29.83262 42.03532 54.28967 63.06166 88.29803
Brake Specific Fuel Consumption (BSFC) 0.288204 0.328882 0.443314 0.622703 0.657118
Rate of Energy Input (Qin) 74.21264 53.4433 41.56066 35.02703 24.64191
Rate of Energy to Cooling Water (Qhe) 12.81867 14.49067 13.93333 12.81867 12.26133
Rate of Energy in Exhaust (Qes) 8.595892 9.233786 7.986393 6.823917 5.584069
Brake Thermal Efficiency (ɳth) 27.75808 24.32485 18.04591 12.84722 12.17438
Table 5: Results from experiment at 2500 RPM

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Graphical representation of calculated results

2500 RPM 2000 RPM

Thermal Efficiency against load Thermal Efficiency against load

(BMEP) (BMEP)
30 30
Thermal Efficiency

Thermal Efficiency
25 25
20 20
15 15
10 10
5 5
0 0
0 100 200 300 400 0 100 200 300 400
load (BMEP) load (BMEP)

Figure 8 (above): 2000 RPM thermal efficiency vs BMEP

Figure 9 (above): 2500 RPM thermal efficiency against BMEP

BSFC against load (BMEP) BSFC against load (BMEP)

1 1
0.9 0.9
0.8 0.8
0.7 0.7
0.6 0.6
BSFC

BSFC

0.5 0.5
0.4 0.4
0.3 0.3
0.2 0.2
0.1 0.1
0 0
0 100 200 300 400 0 100 200 300 400
load (BMEP) load (BMEP)

Figure 11 (above): Graph showing BSFC against load (BMEP) Figure 10 (above): 2000 RPM BSFC vs BMEP

Air - Fuel Ratio against load Air -Fuel Ratio against load
(BMEP) (BMEP)
90 90
80 80
70 70
Air : Fuel Ratio

Air : Fuel Ratio

60 60
50 50
40 40
30 30
20 20
10 10
0 0
0 100 200 300 400 0 100 200 300 400
load (BMEP) load (BMEP)

Figure 13 (above): Graph showing the air Fuel ratio against load Figure 12 (above): 2000RPM Air-fuel vs BMEP

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Pie charts showing energy output

2000 RPM

Energy Output at Brake Power Energy Output at Brake Power

15 kW 9.1 kW
Rate of Energy to Rate of Energy to
Cooling Water Cooling Water
(Qhe) (W) (Qhe) (W)
28% 26% 24% 34% Rate of Energy in
Rate of Energy in
Exhaust (Qes) (W) Exhaust (Qes) (W)
14% 26%
32% 16%
Friction Losses & Friction Losses &
Other (W) Other (W)

Brake Power (W) Brake Power (W)

Figure 14 (above): Energy output for Test B

Figure 15 (above): Energy output for Test A

Energy Output at Brake Power Energy Output at Brake Power

5.1 kW 3 kW

Rate of Energy to Rate of Energy to

Cooling Water Cooling Water
12%
(Qhe) (W) (Qhe) (W)
17% 38% Rate of Energy in 42% Rate of Energy in
Exhaust (Qes) (W) 31% Exhaust (Qes) (W)
28%
17% 15%
Friction Losses & Friction Losses &
Other (W) Other (W)

Brake Power (W) Brake Power (W)

Figure 17 (above): Energy output for Test C Figure 16 (above): Energy output for Test D

Energy Output at Brake Power 2 kW

9% Rate of Energy to Cooling Water

42% (Qhe) (W)

35% Rate of Energy in Exhaust (Qes)

(W)
Friction Losses & Other (W)
14%
Brake Power (W)

Figure 18: Energy output for Test E

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2500 RPM

Energy Output at Brake Power Energy Output at Brake Power

20.6 kW 13 kW
Rate of Energy to Rate of Energy to
Cooling Water Cooling Water
(Qhe) (W) (Qhe) (W)
28% 17% Rate of Energy in 25% 27% Rate of Energy in
12%
Exhaust (Qes) (W) Exhaust (Qes) (W)
31% 17%
43%
Friction Losses & Friction Losses &
Other (W) Other (W)

Brake Power (W) Brake Power (W)

Figure 20 (above): Energy output for Test A Figure 19 (above): Energy output for Test B

Energy Output at Brake Power Energy Output at Brake Power

7.5 kW 4.5 kW
Rate of Energy to Rate of Energy to
Cooling Water Cooling Water
(Qhe) (W) (Qhe) (W)
18% 34% Rate of Energy in 13% 37% Rate of Energy in
Exhaust (Qes) (W) 31% Exhaust (Qes) (W)
29%
19% 19%
Friction Losses & Friction Losses &
Other (W) Other (W)

Brake Power (W) Brake Power (W)

Figure 22 (above): Energy output for Test C Figure 21 (above): Energy output for Test D

Energy Output at brake Power 3 kW

12% Rate of Energy to Cooling Water

(Qhe) (W)
15%
50%
Rate of Energy in Exhaust (Qes)
(W)
Friction Losses & Other (W)
23%

Brake Power (W)

Figure 23: Energy output for Test E

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Discussion

Thermal performance

Efficiency
Figure 15 shows the energy output at brake power 15kw for 2000rpm. The pie chart shows the energy
output in percentage. 28% of the energy output is given to the brake power, and the majority of the
energy is (32%) is taken by friction and other losses. The remaining 1/3 of energy is given to cool water
and energy exhaust.

As power decreases for 2000 rpm, the rate of cooling water increases and the brake power decreases.
This can be seen in figures 15 to figures 18. Where the rate of cooling water at 2 kW is 42% and at
15kW it is 26%.

If the engine did not need to be cooled as much from the engine, it will be more effective in producing
more brake power. This could more than double the brake power which will lead to a more efficient
engine.

The same is pretty much true for 2500rpm (figure 19-23) where the brake power increases and the
cooling water and exhaust bypass decreases when load is increased. Energy output a 3kW is
significantly inefficient where almost 75% of the energy output is used to for cooling the engine and
exhaust bypass. This reduces to less than 25% when the load is increased to 20.6kW.

Overall from the figures it is clear to see that the efficiency of the engine in terms of brake power
increases as load increases.

Thermal efficiency
Table 4 shows the brake thermal efficiency for 2000rpm. The table shows that test E which has the
lowest brake power of 2kW has a brake thermal efficiency of 8.43%. Test A which has the highest
brake power of 15 kW has a brake thermal efficiency of 28.4%; this is more than triple the result of
test E. This suggest that when the brake power increases so does the brake thermal efficiency.

Table 5 shows the brake thermal efficiency of the engine at 2500rpm. The table shows test E which
has a load of 3kW has a thermal efficiency of 12.17%. Test A which has brake power of 20.6 kW has a
thermal efficiency of 27%. This is more than double the result of test E, but not as good as the thermal
efficiency of 2000rpm at 15 kW load. This reinforces the point made earlier that as brake power
increases so does the thermal efficiency.

Figure 8 and 9 show the relationship between thermal efficiency and the load (BMEP) for 2500 rpm
and 2000 rpm respectively. It is clear from both graphs the there is a positive correlation between
thermal efficiency and BMEP. This shows that as BMEP increases so does the thermal efficiency. The
biggest increase in thermal efficiency is from test C to test B, for both 2000 rpm and 2500 rpm.

The highest thermal efficiency which were achieved matches the theoretical background earlier in that
diesel engines are around 27% efficient.

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Specific fuel consumption

The specific fuel consumption measures the effectiveness of being able to convert chemical energy
into mechanical energy (work).

Figure 10 and 11 show the relationship between brake specific fuel consumption (BSFC) and load
(BMEP) for 2500 rpm and 2000 rpm respectively. Figure 10 shows a clear exponential increase in load
as BSFC decreases. In figure 11 it is not as strongly correlative, but still shows signs of load increasing
as BSFC decreases. This shows that as load increases the power output. This is unusual as normally
when load increases the fuel consumption should also increase due to the increase in power and work.

A diesel engine initially starts as a rich air-ratio mixture at low loads, and attains air-fuel ration close to
its stoichiometric ration at optimum load, it then becomes richer again. The experiment conducted
could be at the optimum point or still not at the point. If further tests were conducted this
phenomenon could be explored and discussed more

Air – fuel ratio

Figure 12 and 13 show the relationship between the air fuel ratio and the load (BMEP) for 2500 rpm
and 2000 rpm respectively. There is a negative correlation in that when the air fuel ratio decreases the
load increases. This shows that less air is consumed as load increases. When there is a lighter load, the
engine is able to take more air, this is good as the engine runs leaner which reduces the fuel intake
and therefore less harmful emissions.

Using table 4, the range of the air fuel ratio for 2000 rpm is between 30-80:1. From table 5 the air –
fuel ratio for 2500 rpm is between 30-90:1. This is significantly higher than the theoretical values
mentioned in the background. Where the average was 21:1 air fuel ratio. This could suggest there was
an error with the experiment or that the engine used was significantly efficient in terms of air-fuel
ratio.

Emissions

CO

CO (%) against load (BMEP) CO (%) against load (BMEP)

0.132 0.2
0.13
0.15
0.128
CO (%)

CO (%)

0.126 0.1
0.124
0.05
0.122
0.12 0
0 100 200 300 400 0 100 200 300 400
load (BMEP) load (BMEP)

Figure 25: CO vs BMEP at 2000rpm Figure 24: CO vs BMEP at 2500rpm

Figure 25 shows at 2000 rpm as load increased the CO decreased. For load below 105 kW the CO
stayed fairly constant in that the diesel engine was producing around 0.13% of CO. After this critical
point, the CO decreased as load increased. In theory the CO should increase as load increased,
however some factors could have affected our result such as the injection timing calibration, exhaust
temperatures, air-fuel ratio etc.

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Co2

CO2 (%) against load (BMEP) CO2 (%) against load (BMEP)
6 7

5 6

4 5
CO2 (%)

CO2 (%)
4
3
3
2
2
1
1
0 0
0 100 200 300 400 0 100 200 300 400
load (BMEP) load (BMEP)

Figure 27: CO2 vs BMEP 2000 rpm Figure 26: CO2 vs BMEP 2500 rpm

Figure 26 and 27 shows the relationship between CO2 and BMEP for 2500 rpm and 2000 rpm
respectively. There is a strong correlation between CO2 and load; as CO2 increases, the load also
increases. The carbon dioxide emissions less than 300 kW load is greater in 2000 rpm than it is in 2500
rpm.

No

NO (ppm) against load (BMEP) NO (ppm) against load (BMEP)

700 800
600 700
500 600
NO (ppm)
NO (ppm)

500
400
400
300
300
200 200
100 100
0 0
0 100 200 300 400 0 100 200 300 400
load (BMEP) load (BMEP)

Figure 28: No vs BMEP 2500 rpm

Figure 29: NO vs BMEP 2000 rpm

Figure 28 and figure 29 show a strong correlation between NO and load. Nitrogen dioxide increased as
the load increased for both loads. There are pretty much identical nitrogen dioxide emissions for both
2000 rpm and 2500rpm. This is due to the fact that as you increase the load there will be more fuel
required to compensate for the extra work meaning that there will be more Nitrogen Oxide released
from the combustion.

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Nox

NOX (ppm) against load (BMEP) NOX (ppm) against load (BMEP)
800 800
700 700
600 600

NOX (ppm)
NOX (ppm)

500 500
400 400
300 300
200 200
100 100
0 0
0 100 200 300 400 0 100 200 300 400
load (BMEP) load (BMEP)

Figure 30: NOx vs BMEP 2500rpm

Figure 31: NOx bs BMEP 2000rpm

Figure 30 and 31 show positve correlation in that as load increases so does NOx. The NOx for both
revs are pretty much identical in that regardless of the revs the NOx output would be similar. The NOx
values follow the same levels as the NO levels seen in figures 28 and 29.

O2

O2 (%) against load (BMEP) O2 (%) against load (BMEP)

20 20

15 15
O2 (%)

O2 (%)

10 10

5 5

0 0
0 100 200 300 400 0 100 200 300 400
load (BMEP) load (BMEP)

Figure 33: O2 vs BMEP 2000 rpm Figure 32: O2 vs BMEP 2500 rpm

Figure 32 and 33 show a negative correlation in that as load increases oxygen is decreased. The oxygen
emissions are more than the carbon dioxide emissions shown in figure 26 and 27. This is unusual as in
theory there are supposed to be more carbon dioxide emissions than oxygen. Most of the oxygen is
burnt during the combustion process when it is ignited with fuel, but some might remain to do
deficiencies in the process. Oxygen emissions are still minute compared with other emissions.

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Energy balance and explanation of extra energy losses

Figures 15 -23 show the pie charts that summarise the effects of the losses. The rate of cooling
increases as load increases for both 2000 rpm and 2500 rpm, this is due to the fact the engine is being
worked up as the combustion process for the higher loads as it gets hotter the water cooling rate loss
has to decrease which results in the decrease in water cooling loses. The energy lost from the exhaust
has generally the same levels between both rpms. Exhaust energy losses come in the form on exhaust
blowdown which is combustion gasses escaping through the exhaust value during the power stroke.

Other losses include friction losses which leads to power loss due to gears, transition friction,
drivetrain etc. Low compression, clogged fuel filter, dirty air filter and clogged exhaust manifold, also
contribute to the power loss. Power losses can also occur from malfunction of sensors, and
malfunction of actuators.

Specific fuel consumption is the ratio of fuel consumption per unit time to power produced by
the engine. If an engine has high SFC it means that it consumes more fuel to produce a unit of
power hence the less efficiency – if it has less SFC it means higher efficient. It allows the
comparison of different size engines to see which engine is most fuel efficient. When looking
at our data we see specific fuel consumption decreased with the increase of BMEP, both rpm
values following the same trend with 2500 rpm having the higher BSFC than 2000rpm
however it did start of at a higher value initially. Our data shows us that the engines have
higher efficiency as the BMEP increases and runs at a higher efficiency at 2500rpm compared
to 2000rpm.8

Conclusions
Overall this experiment has given an understanding of how a diesel engine works. It can be concluded
that thermal efficiency increases as the load increases. The power output is greater when the load is
greater because more power is needed to keep the engine running at a constant revolution.

 Air is consumed more at a lighter load with both 2000 rpm and 2500 rpm.
 Oxygen emissions are minute because it is burnt off in the combustion process.
 The fuel consumption has shown a drop in the graph as the load is increased. This could be an
error.

The experiment could be improved by considering a few factors:

 Repeat the experiment three times per test to achieve accurate results.
 Have new apparatus such as engine, testing and reading equipment.
 Have regular maintenance of the machines.

8
J. Heywood, Internal combustion engine fundamentals. New York: McGraw-Hill, 1988.

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References
[1]H. Garden, U. Hood and T. Engines, "How Diesel Engines Work", HowStuffWorks, 2018. [Online].
Available: http://auto.howstuffworks.com/diesel.htm. [Accessed: 02- Mar- 2018].

[2]"What is diesel engine? How diesel engine works?", Topone-power.com, 2018. [Online]. Available:
http://www.topone-power.com/What-is-diesel-engine-How-engine-works. [Accessed: 03- Mar-
2018].

[3]S. Haddad, Principles and performance in diesel engineering. Chichester: Horwood, 1984.

[4]S. Collie, "Mazda to offer world-first compression-ignition gasoline engine", Newatlas.com, 2018.
[Online]. Available: https://newatlas.com/mazda-skyactiv-x-compression-ignition/50803/.
[Accessed: 05- Mar- 2018].

[5]W. Approach and W. Organization, "Learning together to work together for health: report of a WHO
Study Group on Multiprofessional Education of Health Personnel: the Team Approach [meeting
held in Geneva from 12 to 16 October 1987]", Apps.who.int, 2018. [Online]. Available:
http://apps.who.int/iris/handle/10665/37411. [Accessed: 12- Mar- 2018].

[6]Thermal plat & sustainability laboratory assignment. Leicester, United Kingdom: Institute of
Engineering and sustainable development, 2018, pp. 1-3.

[7]J. Heywood, Internal combustion engine fundamentals. New York: McGraw-Hill, 1988.

[8]R. Stone, Introduction to internal combustion engines. Basingstoke: Macmillan, 1992.

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