Energy balance for an

Internal Combustion Engine

Ismael hashi

@00388557
BEng
BEng
(HON)
(HON)
Petroleum
Petroleum
andand
Mechanical
Mechanical
23/02/2015
Engineering
Engineering
School
School
of Computing,
of Computing,
Science
Science
andand
Engineering
Engineering

University
University
of Salford
of Salford

Content page

Cover page...................................................................................................................................
Table of contents..........................................................................................................................
Introduction..................................................................................................................................
Objective......................................................................................................................................
Theory..........................................................................................................................................
Apparatus......................................................................................................................................
Experimental procedure...............................................................................................................
Calculations..................................................................................................................................
Discussion....................................................................................................................................
Conclusion....................................................................................................................................
References....................................................................................................................................

INTRODUCTION
The concept of combustion can be defined as a self-propagating
exothermic oxidative chemicals reaction, creating lights, warmth as well
as fume in an almost adiabatic fire fronts. The general processes regards
the combustion as very similar to once proceeding in the fuel cell as well
as living-matter respirations, thus the general outcomes not only applys to
one specific case but rather equally in all three, despite the differences in
the detail; the concept in question in this instance is regarded as by the
high temperature reached. The essential objective in combustion research
can be said to be the predictions of its performances, in terms of safety,
efficiency as well as cleaner designs as well as operations of fire creating
device, with regards to the verious physicochemical phenomena involved;
hence, it is thus a significant to analysis the latter. Such phenomenas can
be split into two categories: equilibrium performance concerning (what
one needs and gets), on one hand and on the on the other kinetics (how
the individual gets this and at what rate).
The method of combustion Thermodynamics is concerned with the former
physicochemical phenomena: fuel and air ratio, heat value, maximal work
attainable, etc., whilst the main focus of combustion kinetics is to mix
process, geometry of flames, ignitions, extinctions, propagation, and
stability. Moreover, the research of combustion addresses the broader
topic of Thermodynamics of Chemical Reactions,

often known as

Thermochemistry. The core aims of this report is to study and gained

greater knowledge about combustion reaction with especially reference to
the heat balance of internal combustion.

Objective
To determine the loss of energy with regards to partial combustion,

whereby portion of the fuel is not used entirely

To determine the loss of energy in terms heat transfer to an air

encircling hot engine component

Theoretical Framework
Using the rudimentary steady flow energy concept, in-particular the aircycle approach, the formula can be write as.
Qr - Wrx = CV + { +} [hpc - ha]
the term Qr signifies the amount of the water temperature reduction
heat transfer as well as natural cooling in relation to hot engine's
component to the circumference air.
So as to allow for the likelihood of unfinished combustion, it becomes
rather important to change the (CV) in the formula to {CV-FL}, in which
the term (FL) stands for the amount of fuel energy which is not obtainable
due to unfinished combustion.
To represent the heat transfer entity Qr as the total energy transfer to
cooling water as well as the energy wasted to the surrounding from hot
engine component, one would get
Q r = - CPW (Tout Tin) + Qrn

The values of hpc ha might be approximated, tightly, by

hpc ha = Cpe (Te Ta), in which, Cpe is understood

as 1100 J/kgK
Therefore, one would get,
- Cpw (Tout Tin) + Qrn Wrx = - {CV FL} + {+ } [hpc ha], or,

Qrn - FL = Cpw (Tout Tin) + Wrx - CV + { + } [hpc - ha]

It is worth noting that the four terms at the end of the equation above are
calculated on an individual basis to give values to the unmeasured heat
transfer by natural cooling and fuel energy waste because of unfinished
combustion.

Experimental procedure
Parameters
The engine and the all the measurement systems are arrangement and
completely running from the beginning of the experiment. The speed of
the engine and power output of the shaft will be constant throughout the
test and the parameters below are recorded.
Atmospheric pressure and temperature barometer reading in mm

hg, and Celsius scales

Engine speed digital or dial gauge reading in rev/min or rev/s
Engine torgue output dial gauge or torgue arm load in kg, N or lbf
Fuel flow rate rotameter scale or timed known volume, giving

1/min
Combustion air flow rate orifice pressure drop in mm water

gauge, or kPa
Fluid temperature exhaust gas, cooling water inlet and outlet, air

inlet in Celsius
Cooling water flow rate rotameter scale in 1/min

Steps taken
1.Take the reading from the atmospheric pressure
2.Make sure the fuel supply is at minimum
3.Find the dynamometer control unit

4.Turn the water pump on

5.Se the supply v rheostat completely anticlockwise
6.Set the field v rheostat completely anticlockwise
7.Choose motor
8.Select part
9.Put the ear defenders on
10.Turn on the field v rheostat in order to supply 200 volts to the
motor
11.Turn on the supply v rheostat gradually to turn on motor
12.Decrease the valve lever then the engine will turn on
13.Turn the supply V an field V rheostat fully anticlockwise
14.Select load
15.Select full
16.To increases the speed of the engine to 1500rpm, use the
throttle.
17.To choose he load of 15N use the field v
18.Wait until the water outlet temperature reaches 70 degrees
Celsius
19.Complete the table overleaf
20.Shut the engine down

Results and Calculation

Table of results
Atmospheric pressure
Engine speed
Spring balance reading
Mass of torque measured
Amount of fuel measured
Time to consume fuel

mmHg
rpm
N
kg
ml
secs

765.5
1530
14.9
5
30
136

Relative density of fuel

Orifice plate pressure drop
Exhaust gas temperature
Cooling water inlet
temperature
Cooling water outlet
temperature
Air inlet temperature
Cooling water flow rate

mmH2O
C
C

0.864
34
261
24

45

C
1/min

17
2

Parameter
Mass flow rate of air
Mass flow rate of fuel
Air/fuel ratio
Heat supplied in fuel
Useful work done
Energy to coolant
Energy to exhaust
Energy to surroundings

value
6.48E-03
1.19E04
33.99
8.20
2.19
2.93
1.79
1.28

Units
Kg/s
Kg/s

Percentage to useful work

Percentage to energy to
coolant
Percentage to exhaust
Percentage lost to
surrounding

Work
Coolant

26.71%
35.79%

Exhaust
Lost

21.84%
15.66%

kW
kW
kW
kW
kW

Calculation
HEAT SUPPLIED IN FUEL
Mass flow rate of fuel

m fuel 0.0000002205882353 864 kg/m^3

(kg/s)

= 0.0001905882352992

m fuel

Conversion required for fuel consumed (ie. 1ml = 10-6m3)

Volume flow rate of fuel
.

Vf

0.00003(m 3 )
136(sec)

= 0.0000002205882353

Vf

Density of fuel given as

f = 864 kg/m3

Nett calorific value

NCV= 43 x 103 kJ/kg

Heat from fuel

Q com 0.0001905882352992 43 x 10^3 kJ/kg

kg kJ

kW
s kg

= 8.195294118

Q com

USEFUL WORK OUT

Reaction force

Torque radius
Torque

f (5 9.81) 14.9
r = 0.4

T 34.15 0.4

(N)

(m)
(Nm)

T = 13.66 (Nm)
Rotational speed

2N

(rads / sec)
60

where N is engine speed in rpm

Useful work out

2 1530
13.66
.
60
W
1000

(kW)

= 2.188621938KW

ENERGY TO COOLING WATER

Cooling water volume flow rate

(l/min)

V cw

Density of water

(kg/l)

Mass flow rate of water

m cw

m cw

Specific heat of water

2
1
60

0.0333333333333333

Cpcw = 4.19

Heat to cooling water

(kg/s)

(kJ/kgK)

Q cw 0.0333333333333333 4.19 (318.15 297.15)

(kW)
.

Q cw

= 2.933

ENERGY TO EXHAUST

Mass flow rate of exhaust

m exh 0.0064782375683571 0.0001905882352992

(kg/s)
= 0.0066688258036563

m exh

Mass flow rate of air

.

m air 6.84 10 4

34 765.5
290.15

(kg/s)

= 0.064782375683571 (kg/s)

m air

Where:
Pressure drop across manometer p (mmH2O)
Atmospheric pressure Pa (mmHg)
Inlet temperature t4

Ta (K)

Specific heat of exhaust gas Cpexh = 1.1

Heat to exhaust

(kJ/kgK)
(kW)

Q exh 0.0066688258036563 1.1 (534.15 290.15)

Q exh

= 1.789912846 KW

ENERGY BALANCE
Energy balance

Q com W Q cw Q exh Q L
So

Q L 8.195294118 (2.188621938 2.933 1.789912846 )

= 1.283759342

QL

BRAKE MEAN EFFECTIVE PRESSURE

Bore=0.0873 m and Stroke = 0.11m
Swept volume

Vswept

Vswept

(0.0873)
0.11
4

= 0.006543218861

Working strokes per second = 1530/ (60x2)

Working strokes per second = 12.75

where N is engine speed (rpm)

Brake mean effective pressure

BMEP
Brake mean effective pressure

10-2

(m3)

5.471554847 10

0.006543218861 12.75

BMEP = 0.6558569501 bar

(bar)

ENERGY BALANCE
Percentage to useful work out

Percentage heat to exhaust

Percentage heat to coolant

Percentage heat lost

2.188621938

100
8.195294118

1.789912846

100
8.195294118

2.933

100
8.195294118

1.283759342

100
8.195294118

= 26.7058376 %

= 21.84073958 %

= 35.78883147 %

= 15.66459136 %

Energy Distribution for the Lister Petter Diesel

Lost 16%
Work 27%
Exhaust 22%
Coolant 36%

Distribution of he at and work

Work 27%
Heat 73%

Discussion
Increasing Efficiency
It can be said that there has been a growing concerns in recent years
towards the issue of efficiency in terms of the internal combustion engine
(ICE). This may perhaps explain the sharp increase of studies focused on
how to overcome such obstacle and reach further improvements. The
definition of the issue in question in this particular instance and how it can
measured becomes every significant at this point. It is generally agreed
that any engines efficiency is worked out by using the energy of the type
of fuel used per unit time in any given work condition and the output
result is shown on the shaft of the engine once subtracted from all losses.
On the other hand, in order to attain the fuels input power, one should
observe the mass of the fuel to start with and soundly what is its calorific
value. The result or output of the shaft can be calculated using a brake
dynamometer. Hence, to be more precise, the issue of efficiency is to do
with a combination of outputs and inputs. Typically, the efficiency of ICEs

is normally twenty to thirty percent on average, which to an extent is

rather low.

During the course of an observation, coming across a heat balance sheet

concerning the internal combustion engine based on a spark ignition or
gasoline engines, would indeed suggest that efficiency of the brake load
hovers between twenty one to twenty eight percent, while the loss to
cooling water would be between twelve to twenty seven, loss to exhaust
being between thirty to fifty five percent, and the loss because of
incomplete combustion remains between zero to forty five percent. In a
similar fashion, if a person analysis the heat balance sheet regarding the
compression ignition or diesel engine, then it would be clear to see that its
efficiency in terms of its brake load confined between twenty nine to forty
two percent and loss to cooling water stagnant between fifteen to thirty
five percent, losses to exhaust is stuck between twenty five to forty five
percent, and losses as a result of incomplete combustion remaining zero
to five percent.

Factors which limit the ICEs Efficiency

During the analysis of the heat balance sheet, one would come across that there are certain
issues which limit the efficiency of an ICE. Such are in line with those discussed below.
Heat loss in the course of cooling concerning the engine.
Heat loss in exhaust gases.
Friction loss
Transmission efficiency loss. Loss in clutches and fluid couplings, etc.
Friction loss in tires. Tire selection is a compromise between safety,

stability, and performance. A safer tire will give a minimum braking

distance, good stability, less skidding, but less fuel efficiency. A tire
having less surface contact and more of a line contact will be fuel
efficient, but rather perilous.
Loss because of incomplete and deficient combustion. Faultless
combustion would product production of carbon dioxide and water.
Loss as a result of braking

Loss caused by viscosity of lubricating oil.

Compression ratio. The greater the compression

ratio the greater the

thermal efficiency. As in spark ignition or gasoline engine the
compression ratio is restricted by pre-ignition (not in compression
ignition or diesel engine), the diesel engine are about thirty percent
more efficient than as spouse to gasoline engine.
Drags of the vehicle
Imperfect valve timings
Loss in driving cam shaft
Certain level of energy spent by auxiliaries like water pumps and oil
pumps
Approaches and Technology to Improve ICE Efficiency
The current practical concepts as well as new technology which helps to increase the
efficiency of the internal combustion engines are as shown below:
Regenerative

braking: As braking a car or automobile wastes the

kinetic energy in the form of heat, regenerative braking is ideal
concept when an individual want to brake a car in order to control the
traveling speed (i.e. in an downhill motion). In this electromagnetic
braking is done as small motors absorb the energy and convert it into
battery energy.
Variable Injection Timing: such method is use particularly in Maritime
engines. At low load and speed, the injection is advanced permitting
equal mean effective pressure to be maintained. It is important to
know that this does not sole raises how efficient the engine is
considering the scavenge pressures are maintained, it similarly permits
for lower quality fuel to be burnt.
Variable valve timings: under this concept, the exhaust and inlet
valves opening and closing time may be varied, impacting the
efficiency of engines. This approach could raise the efficiency by four
to five percent.
Cutting off cylinders: In case of big engines either on high speed or
otherwise, fifty per cent of the cylinders could be removed therefore
reduce fuel demands. However, this cannot be said about small
engines since the engines would become rough.
Turbochargers: the term in this case can be described as an exhaust
gas retrieval device which improvements boost air pressure thus
optimizing combustion. It increases efficiency by seven to eight
percent.
Direct Fuel Injection: previously the fuel used in engines were added
together with air then injected, however at the present times fuel is
directly injected into the combustion chamber and mixing takes place
according to the profile of the combustion chamber. It raises efficiency
by eleven to thirteen present.
Twin spark plugs as well as several injectors: As the flame front begins
from the spark plug and moves outwards, portion of the fuel will
appear to remain unburnt due its ejection prior to the flame front

reaching it. In a twin spark plug cylinder two flame fronts are formed,
triggering better combustion.
The use of accurate viscosity of lubricating oil, since viscous oil could
lead to losses because of frictions.
Incorporated starter and generator system: under such systems
engines are instantly stopped during stationary periods and started as
soon as the accelerator is pushed.

Conclusion
To conclude, this report conducted an internal combustion experiment in order to calculate
the amount of energy that is lost from incomplete combustion and to measure the level of
energy lost within the timescale/process of heat transfer. The report carried out a lap based
experiment and used petter diesel and the results of the lap are presented into a chart that
measured the useful work that was generated and also how much energy is lost due heat.
Overall the experiment has been a success according to the initial objective, however there is
still a room for improvement.
In the discussion, factors that limit efficiency of the internal combustion engine are
elaborated. At same time, ways to improve the efficiency are discussed. The major obstacles
to overcome are reducing unwanted wastage of energy, for example heat which is sometime
caused by a kinetic energy in the form of heat.
Furthermore, repeating the experiment few times in order to get a mean average would
contribute to a more accurate calculation. Using the same type of internal combustion
engine, two or three of them running at the same time while also repeating the processes a
few times to get a mean average between them all, would improve the result, therefore
reducing the margin of error. This will not increase the efficiency but rather it will contribute
to a more accurate calculation. This is because it is thermodynamically impossible to generate
100 % efficiency according to newton.
References

https://books.google.co.uk/books?
id=jcoZhwRr5UIC&pg=PA606&lpg=PA606&dq=heat+balance+in+internal+com
bustion+engine&source=bl&ots=6Ysg06OjfU&sig=mSVfNvFIAT_w1ce39tXCukn9_
tM&hl=en&sa=X&ei=CD_WVLuFE8qc7AaB-

oHQCw&ved=0CDoQ6AEwBA#v=onepage&q=heat%20balance%20in
%20internal%20combustion%20engine&f=false