Beruflich Dokumente
Kultur Dokumente
a r t i c l e
i n f o
Article history:
Received 31 July 2011
Received in revised form 16 July 2012
Accepted 16 July 2012
Available online 16 October 2012
Keywords:
Diesel engine
Palm oil methyl ester
Compression ratio
Injection timing
Energy
Exergy
a b s t r a c t
The present work is set to explore the effect of compression ratio (CR) and injection timing (IT) on energy
and exergy potential of a palm oil methyl ester (POME) run diesel engine. Experiments are carried out in a
single cylinder, direct injection, water cooled variable compression ratio diesel engine at a constant peed
of 1500 rpm under a full load of 4.24 bar brake mean effective pressure (BMEP). The study involves four
different CRs of 16, 17, 17.5 and 18; and three different ITs of 20, 23 and 28BTDC. Here, the CR of 17.5
and IT of 23BTDC are the standard ones. The energy analysis performed for the experimental data
includes shaft power, energy input through fuel, output by cooling water and exhaust, uncounted loss
per unit time. Side by side, the effects of varying CR and IT on peak pressure, peak heat release rate, brake
thermal efciency and exhaust gas temperature are also studied. The exergy analysis is carried out for
availability input, shaft, cooling water and exhaust availability, availability destruction and entropy generation. It shows that higher values of CR increase the shaft availability and cooling water availability,
however, they decrease the exhaust ow availability. The retardation and advancement of IT give similar
results. The exergy analysis also shows that with the increase of CR, the injection retardation and
advancement increase the shaft availability and exergy efciency, while it reduces the exergy destruction. The entropy generation is also reduced for the similar CR and IT modications.
2012 Elsevier Ltd. All rights reserved.
1. Introduction
The internal combustion (IC) engines are the building blocks of
modern civilization. This is because of their capability to convert
chemical energy of fuel into heat and mechanical energy. Nowa-days not only conventional fuels power IC engine, but also various renewable alternative fuels viz. biofuels, biogas, natural gas,
hydrogen etc. are also made use of fuel. Biofuels, especially the
methyl and ethyl esters of vegetable oils, popularly known as biodiesels, have an important contribution. This is because of the
need to reduce the use of fossil fuels in diesel engines without
modifying them [1,2]. Biodiesels are oxygenated fuels and can be
used in diesel engines to improve combustion efciency. In order
to study effective utilization of energy, terminologically thermodynamic analysis of biodiesel run IC engines is necessary. However, biodiesels have a comparatively lesser caloric value than
diesel, which causes lower power and efciency [3]. This can be
improved by raising the CR. Laguitton et al. [4] showed that during
fully-premixed-charge combustion, the reduction of compression
ratio (CR) decreases the maximum rate of pressure change,
whereas, during diffusion combustion, the reverse phenomenon
Corresponding author. Tel.: +91 361 2582663; fax: +91 361 2690762.
E-mail addresses:
d.biplab@iitg.ac.in (B.K. Debnath),
(N. Sahoo), saha@iitg.ernet.in (U.K. Saha).
shock@iitg.ernet.in
0196-8904/$ - see front matter 2012 Elsevier Ltd. All rights reserved.
http://dx.doi.org/10.1016/j.enconman.2012.07.016
takes place. They also suggested that a reduction of CR offers similar benets to those of retarded injection timing (IT). Kannan et al.
[5] demonstrated that the injection of jatropha methyl ester which
has a higher cetane number than diesel, results lower ignition delay. This causes the pressure crank angle curve to advance and peak
pressure to reduce along with heat release. This type of problem
can be solved by retarding the IT, which may also help reducing
the exhaust heat loss. This is more essential for low heat rejection
engines as far as recovering the exhaust heat loss [6].
The energy and exergy analysis for IC engines, especially for diesel engines, have been discussed merely in last two decades [7,8].
The second law analysis performed on various engine parts (Cummins make, USA) as well as whole diesel plants is reported by
Flynn et al. [9]. Van Gerpen and Shapiro [10] performed a detailed
analysis for a closed cycle, bringing into focus the belligerent term
of chemical availability along with the thermo-mechanical one.
Caton [11] showed experimentally and thermodynamically that,
implementation of lean operation, high exhaust gas recirculation
(EGR) levels and high CR can improve indicated thermal efciency
from 37.0% to 53.9%. Further, Rakopoulos and Andritsakis [12]
studied the irreversibilitys in direct and indirect injection diesel
engines combustion. According to Giakoumis [13], the availability
destruction in a low heat rejection (LHR) engine is small, which
does not allow the mechanical work to increase. Rather, it
increases the potential for extra work recovery owing to the higher
148
Nomenclature
A
BP
BTDC
BTHE
C
CI
CO
Cp
CR
EGT
H
IC
LHV
_
m
N
NRV
O
p
Q
q
r
Re
RU
S
availability (kW)
brake power (kW)
before top dead center
brake thermal efciency
carbon
compression ignition
carbon monoxide
specic heat (kJ/kg K)
compression ratio
exhaust gas temperature (C)
hydrogen
internal combustion
lower heating value (kJ/kg)
mass ow rate (kg/s)
revolutions per minute (RPS)
non return valve
oxygen
pressure (bar)
energy per unit time (kW)
density (kg/m3)
dynamometer arm radius (m)
specic gas constant (kJ/kg K)
universal gas constant (kJ/kmol K)
sulfur
availability content of the exhaust gas. Some of other thermodynamic analysis performed by Rakopoulos and his co-workers
[1417] are available in literature. Their study uncovered a method
for calculating both combustion irreversibility and working medium availability for a diesel engine [18]. They have implemented
second law analysis and chemical equilibrium hypothesis to estimate combustion irreversibility as a function of fuel reaction rate.
The uses of methane and methanol have showed improved performance as opposed to dodecane fuel. Kecebas [19] implemented
exergoeconomic analysis for combustion of fuel in boilers and indicated that excess air, stack gas temperature, and combustion
chamber parameters are more vital to dene the ideal insulation
thickness.
Sahoo et al. [20] performed second law analysis of syngas with a
mixture of hydrogen (H2) and carbon monoxide (CO), in a 5.2 kW
engine (Kirloskar make, India) for various loads. The results indicate
that, compared to the 100% CO dual fuel mode, increasing the H2
content in syngas from 50% to 100%, increased second law efciency
from 8 to 51%. This is due to better combustion process and increased work output with the presence of added H2. They also stated that at lower loads (20% and 40%), the in-cylinder combustion
temperatures have reduced for dual fuel combustion [21]. Hence,
the availability destruction is increased due to poor combustion
and reduced heat transfer availability losses. At maximum load,
higher exergy efciency is observed for higher volumetric fraction
of CO syngas due to better combustion of CO at high temperature
regions. The same group of authors [22] have carried out the second
law analysis of a diesel engine with variable throttle opening (TO)
and loads, and optimized the engine operating conditions. The
availability destruction for isooctane vapor and air mixtures at constant pressure, constant volume, and constant temperature combustion processes have been studied by Chavannavar and Caton
[23]. This study reveals that the availability destruction is decreased with increasing reactant temperatures. The effect of the
reactants mixture pressure on availability destruction is found
insignicant. Canakci and Hosoz [24] have performed energy and
exergy analyses on a turbocharged diesel engine (John Deere make,
T
TO
W
temperature (K)
throttle opening
dynamometer load (N)
efciency
Subscripts
II
second law
a
air
c
cooling water
d
destroyed
e
exhaust gas
eic
exhaust gas inlet to calorimeter
eoc
exhaust gas outlet from calorimeter
f
fuel
in
input
atm
atmospheric condition
s
shaft
u
uncounted
w
water
we
water owing through engine jacket
wic
water inlet to calorimeter
wie
water inlet to engine
woc
water outlet from calorimeter
woe
water outlet from engine
USA). The engine is run with soybean methyl ester, yellow grease
methyl ester, diesel fuel and a 20% blend of each biodiesel and diesel fuel. They have shown that around 45% of total soybean methyl
ester fuel exergy has been destructed, which include loss through
exhaust gases and heat. It is found that the fuels have similar energy
and exergy performance, and most of the energy and exergy
destruction occur during combustion. Caliskan et al. [25] conducted
exergy analysis on a diesel engine fueled with biodiesel from higholeic soybeans. Parlak et al. [2627] have analyzed the exhaust energy and exergy loss in a low heat rejection diesel engine to that of a
standard diesel engine. According to their investigation, it is impossible to recover all the exhaust gas energy to useful work. The maximum extractable power of both engines is less than 50% of the
exhaust power. Ajav et al. [28] have showed that the thermal balance of the engine operating on 15% and 20% ethanoldiesel blends
is signicantly different than 5% and 10% ethanoldiesel blends.
2. Objective
The theoretical investigation on the effective distribution of energy at various components of IC engine has been done by coupling
the rst and the second laws of thermodynamics together. This
clears the picture of thermodynamic energy distribution of engine
maneuver. The details study of literature unfurls the fact that the
affect of engine design and operating parameters viz., CR and IT
variation on energy and exergy distribution of a diesel engine running with palm oil methyl ester (POME) is not clear. However, in
order to establish POME as an alternative to diesel fuel, it is necessary to uncover the effect of engine design and operating parameters on thermo mechanical energyexergy distribution. In this
context, experiments are performed in a POME run diesel engine
at full load condition for a set of CR and IT. The CRs of 16, 17,
17.5 and 18 and ITs of 20, 23 and 28BTDC are considered for
the experimentation (Table 1). The results obtained from the tests
are then analyzed to explore the energy and exergy potential of
fuel input, shaft work, cooling water and exhaust gas potential
and exergy destruction. Side by side, the effects of the variation
149
Fuel
Compression ratio
Injection timing
Engine operation
Baseline
Biodiesel
Diesel
POME
17.5
16, 17, 17.5, 18
23BTDC
20, 23 and 28BTDC
at the outlet of the cooling water and exhaust gas. When the full
load condition (4.24 bar BMEP) is achieved, the engine is allowed
to run for few minutes and the temperatures at the outlet of cooling
water and exhaust gas are monitored closely at the computer display until it reaches a steady state condition. This indicates that
the combustion inside the cylinder becomes steady and the engine
is ready for data acquisition. The readings of temperatures, air and
fuel ow rate, speed, cylinder and fuel pressure variation are automatically recorded by the DAD. Thereafter, the engine is brought
back to no load condition slowly and allowed to run for few minutes. Later, POME is tested in the VCR engine at various CRs and
ITs (Table 1). The VCR engine allows online modication of CR
variation. The CRs under investigation are 16, 17 and 18 along with
the standard CR of 17.5. Initially, the engine is set at CR of 17.5 and
IT of 23BTDC for POME test. Once the data are recorded at this particular setting, the CR is changed by rotating the CR adjustor knob.
Once all the CRs at 23BTDC are tested, the engine is then allowed to
run at other ITs by rotating the injection point adjustment nut.
Thereafter, for each IT, the engine is tested at all the CRs. The appropriate IT is conrmed from the fuel pressure data. The same process
as discussed above is repeated to study other IT (Table 1) before
complete shutdown. The key properties of fuels used in this study
are listed in the Table 2.
4. Analysis methodology
The sequence of events happening in the engine operation can
be identied as fuel and air entrainment, combustion, conversion
of chemical energy into mechanical work, heat loss through cooling
water, friction, radiation, surroundings and exhaust gas [29]. Further it is assumed that the combustion air and exhaust gases are
ideal gas mixtures and their potential and kinetic energy changes
are minor [30]. Reference atmospheric conditions are considered
as 1 atm and 27 C of pressure (Pamb) and temperature (Tamb). The
basic equations used for performance calculations are as follows;
Brake power (BP):
BP 2 p N W r=60000;
kW
150
Table 2
The fuel properties.
Properties
Diesel
POME
Chemical composition
Density (kg/m3)
Lower caloric value (MJ/kg)
Cetane number
Auto-ignition temperature (K)
Stoichiometric air fuel ratio
C12H26
840
42
4555
553
14.92
C18.07H34.93O2
870
39.84*
5065
12.52*
Calculated value.
_ f LHVf gc 100;
BTHE bBP=fm
0:0432O=C 0:2169S=Ch1
2
_ f is the mass ow
where BP is the brake power of the engine in kW, m
rate of fuel in kg/s and LHVf is the lower heating value of the fuel in
kJ/kg.
4.1. Energy analysis
kW
where H, C, O and S are the mass fractions of hydrogen, carbon, oxygen and sulfur contents [34].
Shaft availability (As)
_ f LHVf c;
Q in bm
2:0628H=Cig;
kW
_ we C pw T woe T wie c;
Q w bm
kW
_ f m
_ a C pe T eic T amb c;
Q e bm
kW
10
kW
11
_ f m
_ a T amb fC pe lnT amb =T eic Re
Ae Q e bm
lnpamb =pe gc;
kW
12
Ad Ain As Aw Ae ;
kW
13
gII 1 Ad =Ain ; %
14
S_ Ad =T amb ;
kW=K
15
kJ=kg K
_ wc , Twic and Twoc are the mass ow rate, inlet and outlet
where m
temperature of the cooling water passing through the calorimeter
and Teic and Teic are the inlet and outlet temperatures of exhaust
gas passing through calorimeter.
Uncounted energy losses per unit time (Qu):
Q u Q in Q s Q w Q e ;
kW
151
IT
Qin (kW)
Qs (kW)
Qw (kW)
Qe (kW)
Qu (kW)
Diesel
17.5
16
17
17.5
18
16
17
17.5
18
23
20
20
20
20
23
23
23
23
12.36
13.06
12.84
12.50
12.61
13.83
13.61
13.50
13.28
(0.06)
(0.01)
(0.02)
(0.05)
(0.04)
(0.05)
(0.03)
(0.03)
(0.01)
3.43
3.41
3.44
3.43
3.45
3.44
3.43
3.40
3.40
(0.00)
(0.01)
(0.00)
(0.00)
(0.01)
(0.00)
(0.00)
(0.01)
(0.01)
4.08
3.98
4.16
4.20
4.27
4.29
4.23
4.14
4.44
(0.04)
(0.08)
(0.03)
(0.02)
(0.00)
(0.00)
(0.01)
(0.04)
(0.04)
2.24
2.46
2.38
2.38
2.13
2.89
2.73
2.29
2.25
(0.09)
(0.00)
(0.04)
(0.04)
(0.16)
(0.15)
(0.10)
(0.08)
(0.10)
2.61
3.21
2.85
2.49
2.77
3.21
3.21
3.67
3.19
(0.13)
(0.07)
(0.04)
(0.19)
(0.07)
(0.07)
(0.08)
(0.19)
(0.07)
POME
16
17
17.5
18
28
28
28
28
13.50
13.06
13.06
12.95
(0.03)
(0.01)
(0.01)
(0.02)
3.45
3.43
3.45
3.44
(0.01)
(0.00)
(0.00)
(0.00)
4.26
4.56
4.46
4.38
(0.00)
(0.06)
(0.04)
(0.02)
2.55
2.56
2.58
2.43
(0.03)
(0.04)
(0.04)
(0.02)
3.24
2.50
2.57
2.69
(0.08)
(0.19)
(0.15)
(0.10)
Standard deviation.
Fig. 4. Effect of injection timing and compression ratio on peak pressure and peak
heat release rate.
152
in average cooling heat loss per unit time. These values are
4.15 kW, 4.27 kW and 4.41 kW for 20BTDC to 28BTDC. All these
facts coupled with higher rate of fuel energy input at 23BTDC
causes reduction in uncounted heat loss for IT retardation and
advancement.
5.2. Exergy analysis
Fig. 5. Effect of injection timing and compression ratio on brake thermal efciency.
Fig. 6. Effect of injection timing and compression ratio on exhaust gas temperature.
POME run diesel engine (Fig. 5). The values of shaft energies are
25.5%, 26.1%, 26.4% and 26.5% of respective fuel input for CR of
16, 17, 17.5 and 18. The increase in CR increases heat release during the combustion stroke at 20BTDC. This result an increase in
the amount of heat carried away by the cooling water (Fig. 2).
Therefore, the heat loss through the exhaust gas is also reduced.
The matter is further conrmed from the EGT analysis (Fig. 6).
With the increase in CR, the reduction in the heat loss through
the exhaust gas also reduces the temperature of the exhaust gas.
The ITs, other than 20BTDC have similar effect at low and at high
CR settings. However, in the intermediate range of CR (17 and
17.5), the combustion can be described as fully premixed and partially premixed combustion [4]. This is because, at 28BTDC, the
POME is injected slightly earlier than other ITs and well before
the piston reaches the TDC. This allows POME to have more time
to mix with air, which in other words, can be called partially premixed charge. The burning of this charge releases a higher amount
of heat upon combustion thereby increasing more cooling water
heat loss unlike 23BTDC. However, the uncounted energies are
unaffected at higher CRs.
Fuel injection advancement and retardation have a signicant
effect on the energy distribution (Fig. 3). Advancing (28BTDC)
and retarding (20BTDC), the IT has increased the shaft power (%
of fuel input) and hence BTHE (Fig. 5). This is because of the reduction of fuel supply during IT advancement or retardation than the
standard IT. The mean values of fuel energy supplied per unit time
during 20BTDC and 28BTDC are 12.75 kW and 13.14 kW which,
in turn, are 6.3% and 3.2% lower than the rate of energy supplied
during standard IT, respectively. There is a uctuation of uncounted heat loss, considering CR and IT variation. However, if considered, the average values of rate of exhaust heat loss for all the
CRs are 2.34 kW, 2.54 kW and 2.53 kW for 20BTDC to 28BTDC.
This is because of the rise of EGT with IT advancement and increase
153
IT
Ain (kW)
As (kW)
Aw (kW)
Ae (kW)
Ad (kW)
gII
Diesel
17.5
16
17
17.5
18
23
20
20
20
20
13.64 (0.03)
14.03 (0.01)
13.79 (0.02)
13.44 (0.05)
13.55 (0.04)
3.43 (0.00)
3.42 (0.00)
3.44 (0.00)
3.45 (0.00)
3.46 (0.01)
0.03 (0.11)
0.06 (0.11)
0.02 (2.03)
0.02 (1.67)
0.08 (0.21)
0.73 (0.19)
0.40 (0.43)
0.38 (0.49)
0.66 (0.15)
0.62 (0.09)
9.45 (0.07)
10.16 (0.01)
9.95 (0.01)
9.30 (0.08)
9.40 (0.07)
30.74 (0.04)
27.59 (0.07)
30.77 (0.04)
30.77 (0.04)
30.66 (0.04)
23
23
23
23
28
28
28
28
14.86 (0.05)
14.62 (0.03)
14.51 (0.03)
14.27 (0.01)
14.51 (0.03)
14.03 (0.01)
14.03 (0.01)
13.91 (0.02)
3.44 (0.00)
3.43 (0.00)
3.39 (0.01)
3.41 (0.01)
3.47 (0.01)
3.44 (0.00)
3.44 (0.00)
3.45 (0.00)
0.09 (0.33)
0.10 (0.39)
0.05 (0.17)
0.08 (0.22)
0.08 (0.20)
0.06 (0.04)
0.08 (0.24)
0.07 (0.07)
0.78 (0.28)
0.74 (0.23)
0.67 (0.15)
0.53 (0.06)
0.47 (0.20)
0.72 (0.21)
0.81 (0.31)
0.70 (0.19)
10.55 (0.05)
10.36 (0.03)
10.40 (0.03)
10.25 (0.02)
10.49 (0.04)
9.81 (0.03)
9.69 (0.04)
9.70 (0.04)
29.02 (0.01)
29.18 (0.01)
28.30 (0.04)
28.17 (0.05)
27.69 (0.06)
30.08 (0.02)
30.90 (0.05)
30.28 (0.03)
POME
16
17
17.5
18
16
17
17.5
18
Standard deviation.
Fig. 10. Effect of injection timing and compression ratio on entropy generation.
154
6. Conclusions
The thermodynamic analysis (energy and exergy) as a contrivance, is getting attractiveness day by day to judge and control
the performance of thermal energy system especially IC engines
from a small scale range to robust entity. In the meantime, this
type of analysis locates and estimates the energy and exergy distribution, destruction and directs people to nd approaches for better
available energy management. Keeping this fact in mind, the details energy and exergy analysis of a single cylinder, constant speed
and direct injection POME run VCR diesel engine is performed in
this work. The experiments are performed for a set of CR and IT
at full load condition. The energy and exergy analyses are inated
for shaft, cooling water, exhaust gas, exergy destruction and entropy formation.
The analysis demonstrates that POME run engine can recover
around 26% of the energy supplied by the fuel. Rest of the energy
is own through the cooling water, exhaust gas and other uncounted losses. The increase in CR causes a decrease in fuel supply
for same BP or shaft power. Therefore, the shaft power per unit fuel
supply is increased. The increase in CR also results an increase in
cooling water energy ow rate and a reduction in exhaust energy
ow rate. However, IT retardation and advancement causes an increase in shaft energy as a percentage of fuel input. This increases
BTHE too for IT retardation and advancement.
Exergy analysis, on the other hand, has shown that around 30%
of the fuel exergy input can be converted to useful means of energy
or exergy. The shaft availability is increased with the increase of
CR, IT retardation and advancement. However, the cooling water
and exhaust gas availability variation is found to be very low for
both CR and IT variation. The exergy destruction is reduced with
the increase in CR and IT retardation and advancement. Finally,
the plot of entropy generation conrms that the increase in CR
and IT retardation provide a minor entropy generation and this is
found to give a better thermodynamic performance for the POME
run engine.
References
[1] Ozsezen AN, Canakci M. Determination of performance and combustion
characteristics of a diesel engine fueled with canola and waste palm oil
methyl esters. Energy Convers Manage 2010;52(1):10816.
[2] Usta N, Ozturk E, Can O, Conkur ES, Nas S, Con AH, et al. Combustion of
biodiesel fuel produced from hazelnut soapstock/waste sunower oil mixture
in a diesel engine. Energy Convers Manage 2005;46(5):74155.
[3] Jindal S, Nandwana BP, Rathore NS, Vashistha V. Experimental investigation of
the effect of compression ratio and injection pressure in a direct injection
diesel engine running on Jatropha methyl ester. Appl Therm Eng 2010;30(5):
4428.
[4] Laguitton O, Crua C, Cowell T, Heikal MR, Gold MR. The effect of compression
ratio on exhaust emissions from a PCCI diesel engine. Energy Convers Manage
2007;48(11):291824.
[5] Kannan D, Pachamuthu S, Nabi MdN, Hustad JE, Lvs T. Theoretical and
experimental investigation of diesel engine performance, combustion and
emissions analysis fuelled with the blends of ethanol, diesel and Jatropha
methyl ester. Energy Convers Manage 2012;53(1):32231.
[6] Parlak A. The effect of heat transfer on performance of the diesel cycle and
exergy of the exhaust gas stream in a LHR diesel engine at the optimum
injection timing. Energy Convers Manage 2005;46(2):16779.
[7] Alkidas AC. The application of availability and energy balances to a diesel
engine. J Eng Gas Turbines Power 1988;110(3):46270.
[8] McKinley TL, Primus RJ. An assessment of turbo charging systems for diesel
engines from rst and second law perspectives. SAE paper no. 880598; 1988.
[9] Flynn PF, Hoag KL, Kamel MM, Primus RJ. A new perspective on diesel engine
evaluation based on second law analysis. SAE paper no. 840032; 1984.
[10] Van Gerpen JH, Shapiro HN. Second-law analysis of diesel engine combustion.
ASME J Eng Gas Turb Power 1990;112(1):12937.
[11] Caton JA. The thermodynamic characteristics of high efciency, internalcombustion engines. Energy Convers Manage 2012;58:8493.
[12] Rakopoulos CD, Andritsakis EC. DI and IDI diesel engines combustion
irreversibility analysis. In: ASME-WA meeting, vol. 30. New Orleans, LA: AES;
1993. p. 1732.
[13] Giakoumis EG. Cylinder wall insulation effects on the rst- and second-law
balances of a turbocharged diesel engine operating under transient load
conditions. Energy Convers Manage 2007;48(11):292533.
[14] Rakopoulos CD, Giakoumis EG. Speed and load effects on the availability
balances and irreversibilities production in a multicylinder turbocharged
diesel engine. Appl Therm Eng 1997;17(3):299313.
[15] Rakopoulos CD, Giakoumis EG. Availability analysis of a turbocharged diesel
engine operating under transient load conditions. Energy 2004;29(8):
1085104.
[16] Rakopoulos CD, Giakoumis EG. Parametric study of transient turbocharged
diesel engine operation from the second-law perspective. SAE paper no. 2004
01-1679; 2004.
[17] Rakopoulos CD. Evaluation of a spark ignition engine cycle using rst and
second law analysis techniques. Energy Convers Manage 1993;34(12):
1299314.
[18] Rakopoulos CD, Kyritsis DC. Comparative second-law analysis of internal
combustion engine operation for methane, methanol and dodecane fuels.
Energy 2001;26(7):70522.
[19] Keebas A. Determination of insulation thickness by means of exergy analysis
in pipe insulation. Energy Convers Manage 2012;58:7683.
[20] Sahoo BB, Saha UK, Sahoo N. Theoretical performance limits of a syngasediesel
fueled compression ignition engine from second law analysis. Energy
2011;36(2):7609.
[21] Sahoo BB, Sahoo N, Saha UK. Effect of H2:CO ratio in syngas for a dual fuel
engine operation. Appl Therm Eng 2011:18. xxx.
[22] Sahoo BB, Saha UK, Sahoo N, Prusty P. Analysis of throttle opening variation
impact on a diesel engine performance using second law of thermodynamics.
In: ASME 2009 internal combustion engine division spring technical
conference, vol. 43406, WI, USA; 2009. p. 70310.
[23] Chavannavar PS, Caton JA. Destruction of availability (exergy) due to
combustion processes: a parametric study. Proc Inst Mech Eng Part A: J
Power Energy 2006;220(7):65568.
[24] Canakci M, Hosoz M. Energy and exergy analyses of a diesel engine fuelled
with various biodiesels. Energy Sour Part B 2006;1(4):37994.
[25] Caliskan H, Tat ME, Hepbasli A, Van Gerpen JH. Exergy analysis of engines
fuelled with biodiesel from high oleic soybeans based on experimental values.
Int J Exergy 2010;7(1):2036.
[26] Parlak A, Yasar H, Eldogan O. The effect of thermal barrier coating on a turbocharged diesel engine performance and exergy potential of the exhaust gas.
Energy Convers Manage 2005;46(3):48999.
[27] Parlak A, Yasar H, Sahin B. Performance and exhaust emission characteristics
of a lower compression ratio LHR Diesel engine. Energy Convers Manage
2003;44(1):16375.
[28] Ajav EA, Singh B, Bhattacharya TK. Thermal balance of a single cylinder diesel
engine operating on alternative fuels. Energy Convers Manage 2000;41(14):
153341.
[29] Al-Najem NM, Diab JM. Energyexergy analysis of a diesel engine. Heat
Recovery Syst CHP 1992;12(6):5259.
[30] Sayin C, Hosoz M, Canakci M, Kilicaslam L. Exergy and energy analysis of a
gasoline engine. Int J Energy Res 2007;31(3):25973.
[31] Heywood JB. Internal combustion engine fundamentals. New York: McGrawHill Book Co.; 1988.
[32] Kotas TJ. The exergy method of thermal plant analysis. London, UK:
Butterworths; 1985.
[33] Stepanov VS. Chemical energies and exergies of fuels. Energy 1995;2(3):
23542.
[34] Lyn WT. Study of burning rate and natural of combustion in diesel engines. In:
9th International symposium on combustion. The Combustion Institute; 1962.
p. 106982.
[35] Ebiana AB, Savadekar RT, Patel KV. Entropy generation/availability energy loss
analysis inside MIT gas spring and two space test rigs. In: Third international
energy conversion engineering conference (IECEC). San Francisco, California:
American Institute of Aeronautics and Astronautics; 2005.
[36] Aziz AA, Said MF, Awang MA. Performance of palm oil-based biodiesel fuels in
a single cylinder direct injection engine. Palm Oil Dev 2005;42:1527.