Data produced for a trial run of a Diesel engine:

Duration of trial, 30 min.

Speed, 1750 rpm

Brake torque, 1640 N-m

Fuel consumption, 27.3 kg

Fuel calorific value, 42,300 kJ/kg

Jacket cooling water circulated, 880 kg

Jacket cooling water inlet temperature, 17oC

Jacket cooling water outlet temperature, 77oC

Air consumption, 310 kg

Exhaust gas temperature, 586 oC

Atmospheric air temperature, 15 oC

Mechanical efficiency 83%

Mean specific heat for cooling water 4.18 kJ/kg-oK

Mean specific heat for the exhaust gas 1.25 kJ/kg-oK.

 BRAKE POWER
2𝜋𝑇𝑁
BP = 60
𝑟𝑒𝑣
2𝜋(1640 𝑁−𝑚)(1750 )
𝑚𝑖𝑛
= 60 x 1000

BP = 300.546 kW

 LOSS IN THE COOLING WATER

𝑘𝐽
𝑚𝑤 𝑐𝑤 ∆𝑇𝑤 = (880 kg) (4.18 ⁄𝑘𝑔 °𝐾) (77℃+ 17 ℃)

220 204 𝑘𝐽
𝑚𝑤 𝑐𝑤 ∆𝑇𝑤 =
30 𝑚𝑖𝑛 𝑋 60𝑠𝑒𝑐⁄𝑚𝑖𝑛

𝑚𝑤 𝑐𝑤 ∆𝑇𝑤 = 122.613 kW

 LOSS IN THE EXHAUST

𝑘𝐽
𝑚𝑔 𝐶𝑝𝑔 ∆𝑇𝑔 = (27.3 kg + 310 kg) (1.25 ⁄𝑘𝑔 °𝐾 ) (556 ℃ − 15 ℃)

240 747.875 𝑘𝐽
𝑚𝑔 𝐶𝑝𝑔 ∆𝑇𝑔 = 30 𝑚𝑖𝑛 𝑋 60 𝑠𝑒𝑐
⁄𝑚𝑖𝑛

𝑚𝑔 𝐶𝑝𝑔 ∆𝑇𝑔 = 133.749 kW

 LOSS DUE TO FRICTION

𝐵𝑟𝑎𝑘𝑒 𝑃𝑜𝑤𝑒𝑟
eff. = 𝐼𝑛𝑑𝑖𝑐𝑎𝑡𝑒𝑑 𝑃𝑜𝑤𝑒𝑟

300.546 𝑘𝑊
Indicated Power = 0.83

Indicated Power = 362.104 kW

𝐹𝐿𝑂𝑆𝑆 = Indicated Power – Brake Power

= 362.104 kW – 300. 546 kW

𝐹𝐿𝑂𝑆𝑆 = 61.558 Kw
  TOTAL ENERGY INPUT TO THE ENGINE

𝑄𝑆 = 𝑚𝑓 𝑄ℎ
𝑘𝐽
= (27.3 kg) (42,300 ⁄𝑘𝑔)

1154790 𝑘𝐽
= 30 min 𝑋 60 𝑠𝑒𝑐
⁄𝑚𝑖𝑛

𝑄𝑠 = 641. 55 kW

 THERMAL EFFICIENCY

𝐵𝑟𝑎𝑘𝑒 𝑃𝑜𝑤𝑒𝑟
eff. = 𝑚𝑓 𝑄ℎ

𝑃𝑔𝑒𝑛 = Brake Power (eff.)

= 300.546 kW (0.83)
= 249.453 Kw
𝑘𝐽⁄
249.453 𝑆
eff. = 27.3 𝑘𝑔 𝑘𝐽
(42,300 ⁄𝑘𝑔 )
30 𝑚𝑖𝑛 𝑥 60 𝑚𝑖𝑛⁄𝑠

eff. = 0.3888
eff. = 38.88 %

Discussion
 There are different parameters that were measured by the use of an Engine Research and
Test Bed, model CW(DW)E – 30(40) – 50 – GS – DVU. This apparatus can be used for both
gasoline and diesel engine but not simultaneously. Data gathered came from testing Nissan
Diesel engine by setting a constant load that can be measured by a gauge showing 0-100kg to the
dynamo. Constant speed is also relevant for this activity and can be manipulated by knob
labelled as “Dynamo Power Cont. G.,D.” and monitored by the Tachometer.

Managing the supply of air to the engine is very important. Air takes a large
responsibility for the combustion and emission of the engine. The intake manifold is the part of
an engine that distributes the combustion mixture to the cylinders. To optimize the efficiency and
performance of the engine, the distribution of the mixture must be equal. The intake manifold
has different kinds of sensors for the measurement of temperature and flow rate. There is a gauge
for the measurement of the air pressure calibrated from 0-400 bar. (fig. 1)

Fig. 1. Gauge for Exhaust gas pressure

For the measurement of the fuel flow rate, the fuel must first enter the flask (fig. 2) with
the measurements of 30mL, 50mL, and 100mL. The measuring flask was designed as 3 circular
flasks with different volume were connected. A timer must be used for the measurement of the
fuel consumption of the engine and a valve to control the flow of the fuel. Therefore, the
measured fuel consumption was derived as the time used to consumed 30mL/50mL/100mL of
diesel fuel.

Fig. 2. Gauge for fuel consumption

For the measurement of the water flow rate, the measuring device (fig. 3) connected to a
small water tank measures the volume of water per unit time (L/hr). The measurement of the
water temperature was determined by the use of temperature sensors at the inlet and outlet port
of the Jacket cooling system.

Fig. 3. Gauge for water

flow rate

Load gauge - measuring the load input to the dynamo

Temperature gauges for exhaust gas, fuel, and water (Diesel engine)

Technological University of the Philippines

 Ayala Blvd., Ermita, Manila

College of Engineering

Department of Mechanical Engineering

Energy and Mass flow in an Internal Combustion Engine

(Compression-Ignition Engine)

Submitted by:

Carreon, Jephtah B.

Espeja, Ronald C.

Loyola, Lex Jimlar M.

Ramos, Franklin Silvester B.

Velar, John Carlo T.

Submitted to:

Prof. Nenet Graza

Professor