Mapua Institute of Technology

School of Mechanical Engineering

LECTURE

ON

INTERNAL COMBUSTION ENGINE


























OTTO CYCLE


I. Diagrams






II. PVT Relations

Process 1-2: isentropic compression

( )
0
2 1
1 2 2 1
1
1 2
1
1
2
1
1
1
2
1
2
=
=
=
=
|
|
.
|

\
|
=
|
|
.
|

\
|
=

Q
T T mC W
r T T
r
V
V
P
P
T
T
v
k
k
k
k
k
k
k


Process 2-3: isometric heat addition

( )
2 3 3 2
3 2
1
1 2 3
1
1 2
2
3
2
3
0
T T mC Q
W
r r T r T T
r T T
r
P
P
T
T
v
k
k p p
k
k
p
=
=
= =
=
= =

Process 3-4: isentropic expansion

( )
0
1
1
4 3
3 4 4 3
1
1
3 4
1
1 2 3
1 1
4
3
1
3
4
3
4
=
=
=
|
|
.
|

\
|
=
= =
|
|
.
|

\
|
=
|
|
.
|

\
|
=
|
|
.
|

\
|
=

Q
T T mC W
r T
r
T T
r r T r T T
r V
V
P
P
T
T
v
p
k
k
k
k p p
k
k
k
k
k



Process 4-1: isometric heat rejection

( )
ansion
V
V
r
pressure
P
P
r
n compressio
V
V
r
ratio
T T mC Q
W
P
P
T
T
k
p
k
v
exp
:
0
3
4
2
3
2
1
4 1 1 4
1 4
4
1
4
1
=
=
=
=
=
=

clearance V V V
C
= =
3 2


Where: c is the percent clearance

( )
D C
V c V =

since
2 1
V V V
D
=

( )
|
|
.
|

\
|
=
2
2 1
1
V
V V V
D


then
( )
1 =
k
D
D
r
V c
V


Therefore,

c
c
r
k
+
=
1



III. Heat Added, Q
A


( )
( )
( ) 1
1
1
1
1
1
1
2 3
3 2
=
=
=
=

p
k
k v
k
k
k
k p v
v
A
r r T mC
r T r r T mC
T T mC
Q Q




IV. Heat Rejected, Q
R


( )
( )
( )
p v
p v
v
R
r T mC
r T T mC
T T mC
Q Q
=
=
=
=

1
1
1 1
4 1
1 4


V. Work net, WK
net


( )( ) | | 1 1
1
1
=
+ =
k
k p v
R A
r r T mC
Q Q Wknet



VI. Thermal Efficiency,
th
q

% 100
1
1
% 100
1

(
(

=
=
k
k
A
th
r
Q
Wknet
q




VII. Mean Effective Pressure, P
MEP


( )( ) | |
( )( ) 1 1
1 1
1
1


=
=

k
k
k p k
d
MEP
r k
r r r P
V
Wknet
P














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, r
k
, (b)
pressure, volume and temperature, PVT at
the four cycle state points, (c)
displacement volume, V
d
and mean
effective pressure, P
MEP
, (d) Work net,
WK
net
, and (e) cycle efficiency,
th
q .


(a) compression ratio, r
k


8824 . 6
17 . 0
17 . 0 1
1
=
+
=
+
=
c
c
r
k



(b) PVT at the four cycle state points



3
3
1
2 3
0132 . 0
8824 . 6
0908 . 0
m
m
r
V
V V
k
=
=
=
=



( )
=
=
=
=

C
K
K
r T T
k
k
6 . 397
6 . 670
8824 . 6 310
1 4 . 1
1
1 2



since Q
A
= C
v
(T
3
-T
2
)

K
K
K kg
KJ
kg
KJ
T
C
q
T
v
A
25 . 2900
6 . 670
7176 . 0
1600
2 3
=
+

=
+ =


325 . 4
6 . 670
25 . 2900
2
3
=
=
=
K
K
T
T
r
P





( )
3
1
1
1 4
0908 . 0
98
273 37 287 . 0 1 . 0
m
kPa
K
K kg
KJ
kg
P
mRT
V V
=
+
|
|
.
|

\
|

=
=
=
K
K
r
T T
k
k
72 . 1340
8824 . 6
1
25 . 2900
1
1 4 . 1
1
3 4
=
|
.
|

\
|
=
|
|
.
|

\
|
=

( )
kPa
m
K
K kg
KJ
kg
V
mRT
P
05 . 1458
0132 . 0
6 . 670 287 . 0 1 . 0
3
2
2
2
=
|
|
.
|

\
|

=
=





( )
kPa
m
K
K kg
KJ
kg
V
mRT
P
85 . 6305
0132 . 0
25 . 2900 287 . 0 1 . 0
3
3
3
3
=
|
|
.
|

\
|

=
=

( )
kPa
m
K
K kg
KJ
kg
V
mRT
P
77 . 423
0908 . 0
72 . 1340 287 . 0 1 . 0
3
4
4
4
=
|
|
.
|

\
|

=
=




(c) displacement volume, V
d
and mean
effective pressure, P
MEP



( )
3
3
2 1
0776 . 0
0132 . 0 0908 . 0
m
m
V V V
d
=
=
=



kPa
m
KJ
V
Wknet
P
d
MEP
7 . 1108
0776 . 0
03 . 86
3
=
=
=




(d) Work net, W
k
net


( )
KJ
T T T T mC Wknet
v
03 . 86
4 3 2 1
=
+ =



(e) cycle efficiency,
th
q

( )
% 7 . 53
% 100
8824 . 6
1
1
% 100
1
1
1 4 . 1
1
=

(
(

k
k
th
r
q

















DIESEL CYCLE


I. Diagrams







II. PVT Relations

Process 1-2: isentropic compression

( )
0
2 1
1 2 2 1
1
1 2
1
1
2
1
1
1
2
1
2
=
=
=
=
|
|
.
|

\
|
=
|
|
.
|

\
|
=

Q
T T mC W
r T T
r
V
V
P
P
T
T
v
k
k
k
k
k
k
k


Process 2-3: isobaric heat addition

( ) ( )
( )
2 3 3 2
2 3 2 3 3 2
1
1 2 3
1
1 2
2
3
2
3
T T mC Q
T T mR V V P W
r r T r T T
r T T
r
V
V
T
T
p
k
k c c
k
k
c
=
= =
= =
=
= =

Process 3-4: isentropic expansion

( )
0
4 3
3 4 4 3
1 4
1
1 2 3
1 1
1
2
1
4
3
1
3
4
3
4
=
=
=
= =
|
|
.
|

\
|
=
|
|
.
|

\
|
=
|
|
.
|

\
|
=
|
|
.
|

\
|
=

Q
T T mC W
r T T
r r T r T T
r
r
V
V r
V
V
P
P
T
T
v
k
c
k
k c c
k
k
c
k
c
k
k
k


Process 4-1: isometric heat rejection

( )
ansion
V
V
V
V
r
of f cut
V
V
r
n compressio
V
V
V
V
r
ratio
T T mC Q
W
P
P
T
T
k
c
k
v
exp
:
0
3
1
3
4
2
3
2
4
2
1
4 1 1 4
1 4
4
1
4
1
= =
=
= =
=
=
=

III. Heat Added, Q
A


( )
( ) 1
1
1
2 3
3 2
=
=
=

c
k
k p
p
A
r r T mC
T T mC
Q Q




IV. Heat Rejected, Q
R


( )
( )
( )
k
c v
k
c v
v
R
r T mC
r T T mC
T T mC
Q Q
=
=
=
=

1
1
1 1
4 1
1 4




V. Work net, W
k
net

( ) ( ) | | 1 1
1
1
=
+ =
k
c c
k
k v
R A
r r kr T mC
Q Q Wknet




VI. Thermal Efficiency,
th
q

( )
% 100
1
1 1
1
% 100
1

(
(

|
|
.
|

\
|

=
=

c
k
c
k
k
A
th
r k
r
r
Q
Wknet
q




VII. Mean Effective Pressure, P
MEP


( ) ( ) | |
( )( ) 1 1
1 1
1
1


=
=

k
k
c c
k
k k
d
MEP
r k
r r kr r P
V
Wknet
P




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 ft
3
. 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:

(a) the cycle efficiency

3
4 1 1 1
5 . 1 , 550 , 7 . 14 ft V V R T psia P = = = =
rev
BTU
Q and psia P
A
27 500
2
= =

4176 . 12
7 . 14
500
4 . 1
1
1
1
2
2
1
= |
.
|

\
|
=
|
|
.
|

\
|
= =
k
k
P
P
V
V
r

( )
( )
lb
R
R lb
lb f t
f t
f t
in
in
lb
RT
V P
m 1082 . 0
550 34 . 53
5 . 1 144 7 . 14
3
2
2
2
1
1 1
=

|
|
.
|

\
|
= =


( ) R r T T
k
k
53 . 1506 4176 . 12 550
1 4 . 1 1
1 2
= = =



53 . 1506
24 . 0 1082 . 0
27
2 3
+
|
.
|

\
|

= + =
R lb
Btu
lb
Btu
T
mC
Q
T
P
A

R T 27 . 2546
3
=


6902 . 1
53 . 1506
27 . 2546
2
3
2
3
= = = =
T
T
V
V
r
C


( )
% 100
1
1 1
1
1
(
(

|
|
.
|

\
|

=

C
k
C
k
k
TH
r k
r
r
q


( )
% 59 % 100
1 6902 . 1 4 . 1
1 6902 . 1
4176 . 12
1
1
4 . 1
1 4 . 1
=
(
(

|
|
.
|

\
|

=

TH
q



(b) the power if the engine runs at 300RPM

( )
rev
lb ft
or
rev
Btu
rev
Btu
Q W
TH A NET

= = = 09 . 396 , 12 93 . 15 59 . 0 27 q

|
|
.
|

\
|

|
.
|

\
|
= =
lb ft
HP rev
rev
lb ft
N W Power
NET
000 , 33
min
min
300 09 . 396 , 12

HP Power 7 . 112 =

(c) the mean effective pressure

( ) ( ) | |
( ) ( ) 1 1
1 1
1
1


=

k
k
C C
k
k k
MEP
r k
r r kr r P
P


( )( ) ( ) | |
( )( ) 1 42 . 12 1 4 . 1
1 69 . 1 1 69 . 1 42 . 12 4 . 1 42 . 12
7 . 14
4 . 1 1 4 . 1


=

psia P
MEP

psi P
MEP
4 . 62 =











DUAL COMBUSTION CYCLE


I. Diagrams





II. PVT Relations

Process 1-2: isentropic compression

k
k k
r
V
V
T
T
P
P
= =
|
|
.
|

\
|
=
|
|
.
|

\
|

2
1
1
1
1
2
1
1
2



Process 2-3: isometric heat addition

p
r
P
P
T
T
= =
2
3
2
3



Process 3-4: isobaric heat addition

c
r
V
V
T
T
= =
3
4
3
4


Process 4-5: isentropic expansion

5
4
1
1
4
5
1
4
5
V
V
T
T
P
P
k k
=
|
|
.
|

\
|
=
|
|
.
|

\
|



Process 5-1: isometric heat rejection

5
1
5
1
P
P
T
T
=






III. Heat Added, Q
A


( ) ( )
( ) ( ) | |
3 4 2 3
3 4 2 3
4 3 3 2
T T k T T mC
T T mC T T mC
Q Q Q
v
p v
A
+ =
+ =
+ =





IV. Heat Rejected, Q
R


( )
5 1
1 5
T T mC
Q Q
v
R
=
=


V. Work net, W
k
net

( ) ( ) ( ) | |
5 1 3 4 2 3
T T T T k T T mC
Q Q Wknet
v
R A
+ + =
+ =



VI. Thermal Efficiency,
th
q

( ) ( ) ( ) | |
( ) ( ) | |
3 4 2 3
5 1 3 4 2 3
% 100
T T k T T mC
T T T T k T T mC
Q
Wknet
v
v
A
th
+
+ +
=
= q



( ) ( ) | |
1
4
5
4
5
1
1 3 4
1
1 2 3
1
1 2
3 4 2 3
1 5
:
% 100 1

|
|
.
|

\
|
=
= =
= =
=

+

=
k
c p
k
k c
p
k
k p
k
k
V
V
T
T
r r r T r T T
r r T r T T
r T T
where
T T k T T
T T



but,
3
4
4
5
3
5
V
V
V
V
V
V
=


then,
c
k
c
r
r
r
V
V
V
V
V
V
V
V
= = =
2
1
3
4
4
5
3
5



so that


1 5
T r r T
p
k
c
=

and


( )
( ) ( )
% 100
1 1
1
1
1
1

(
(

|
|
.
|

\
|
|
|
.
|

\
|
+

=

c p p
p
k
c
k
k
th
r kr r
r r
r
q



VII. Mean Effective Pressure, P
MEP


d
MEP
V
Wknet
P =




Sample Problem

Given:
P
1
= 100kPa
T
1
= 300K
r
k
= 13
T
4
= 2750K
P
4
= 6894kPa
C
v
(air) = 0.7174


Required: WK
net



Solution:




3 4
6894 P kPa P = =

So
9 . 1
78 . 3626
6894
2
3
= = =
kPa
kPa
P
P
r
p



Also,
3
4
V
V
r
c
= ;
3 2
V V =

Then

( )( )
( )( ) | |
73 . 1
13 300 6894
2750 78 . 3626
1 4 . 1
2
4
4
2
2
2
4
4
3
4 \
=
=
=
= =

K kPa
K kPa
T
T
P
P
P
mRT
P
mRT
V
V
r
c



( )
( )
( )
( )( )
( )
( )
( ) (
(
(

+
+

=
= =
= =
= =
= =
=

833 . 1227 300

202 . 1590 049 . 2751 4 . 1
948 . 836 202 . 1590
833 . 1227 73 . 1 9 . 1 300 5
049 . 2751 73 . 1 202 . 1590 4
202 . 1590 9 . 1 948 . 836 3
948 . 836 13 300
300
1 4 . 1
2
1
v
mC Wknet
K K T
K K T
K K T
K K T
K T



ENGINE TYPES IN TERMS OF CHARGING




4-stroke engine




1st stroke (Intake):
The piston sucks in the fuel-air-
mixture from the carburetor into
the cylinder.
2nd stroke (Compression):
The piston compresses the
mixture.
3rd stroke (Combustion):
The spark from the spark plug
inflames the mixture. The
following explosion presses the
piston to the bottom, the gas is
operating on the piston.
4th stroke (Exhaust): The
piston presses the exhaust out
of the cylinder.

By means of a crank shaft the up and down motion is converted
into a rotational motion.
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.
COMPARISON OF GASOLINE AND DIESEL ENGINES


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


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

( )
12 1 ) 44 32 12 (
44 32 12
44 1 2 16 1 12 1
1 1 1
2 2
2 2
2 2
2 2
2 2
lbCO lbO lbC
lbCO lbO lbC
CO
mole
lb
mole O
mole
lb
mole C
mole
lb
mole
moleCO moleO moleC
CO O C
+
+
(

+
(

+
+


1 lb of C requires
3
2
2 lbs of O
2
to produce
3
2
3 lbs of CO
2


b. combustion of Hydrogen, H
2


( ) ( )
( ) ( )
4 1 ) 36 32 4 (
36 32 4
18 2 2 16 1 2 1 2
2 1 2
2 2
2 2 2
2 2 2
2 2 2
2 2 2
2 2 2
O lbH lbO lbH
O lbH lbO lbH
O H
mole
lb
mole O
mole
lb
mole H
mole
lb
moles
O molesH moleO molesH
O H O H
+
+
(

+
(

+
+


1 lb of H
2
requires 8 lbs of O
2
to produce 9 lbs of H
2
O

C
S
H2
O2
N2
c. combustion of Sulfur, S

( )
32 1 ) 64 32 32 (
64 32 32
64 1 2 16 1 12 1
1 1 1
2 2
2 2
2 2
2 2
2 2
lbCO lbO lbS
lbCO lbO lbS
SO
mole
lb
mole O
mole
lb
mole S
mole
lb
mole
moleSO moleO moleS
SO O S
+
+
(

+
(

+
+


1 lb of S requires 1 lb of O
2
to produce 2 lbs of SO
2


Generalization:

F
O
(oxygen-fuel ratio) =
lbS
lbO
lbH
lbO
lbC
lbO
2
2
2 2
1 8
3
2
2 + +



for a given gravimetric analysis of coal

|
|
.
|

\
|
+ |
.
|

\
|
+
|
|
.
|

\
|
=
|
|
.
|

\
|
+
|
|
.
|

\
|
+
|
|
.
|

\
|
=
lbf uel
lbO
S
lbf uel
lbO O
H
lbf uel
lbO
C
lbf uel
lbS
S
lbS
lbO
lbf uel
lbH
H
lbH
lbO
lbf uel
lbC
C
lbC
lbO
F
O
2 2 2
2
2
2 2
2
2
2 2
1
8
8
3
2
2
1 8
3
2
2


instead of supplying pure O
2
, supply air

<gravimetric>
Air = 23.1% O
2
+ 76.9% N
2


<volumetric>
Air = 21% O
2
+ 79% N
2

then
|
|
|
|
.
|

\
|
(

|
|
.
|

\
|
+ |
.
|

\
|
+
|
|
.
|

\
|
=
|
|
|
|
.
|

\
|
(

=
lbair
lbO
lbf uel
lbO
S
lbf uel
lbO O
H
lbf uel
lbO
C
lbair
lbO
lbf uel
lbO
F
O
F
A
2
2 2 2
2
2
2
2
231 . 0
1
1
8
8
3
2
2
231 . 0
1

( ) ( )
lbfuel
lbair
S
lbfuel
lbair O
H
lbfuel
lbair
C 33 . 4
8
63 . 34 5 . 11
2
2
+ |
.
|

\
|
+ =

Problem: Given the ultimate/gravimetric analysis of coal as follows:

S = 4.79%; H
2
= 5.39%; C = 62.36%; N
2
= 1.28%; O
2
= 15.5%

Calculate the following:
(a) Theoretical oxygen-fuel ratio
(b) Actual air-fuel ratio at 20% excess
(c) Gravimetric analysis of dry and wet flue gas


Solution:

(a) theoretical oxygen-fuel ratio,
F
O


lbf uel
lbO
lbf uel
lbS
lbS
lbO
lbf uel
lbH
lbH
lbO
lbf uel
lbC
lbC
lbO
F
O
2
2 2
2
2 2
988 . 1
0479 . 0 1
8
155 . 0
0539 . 0 8 6236 . 0
3
2
2
=
|
|
.
|

\
|
+
|
.
|

\
|
+
|
|
.
|

\
|
=



(b) actual air-fuel ratio,
a F
A



( )
( )
lbf uel
lbair
lbair
lbO
lbf uel
lbO
lbair
lbO
F
O
F
A
where
F
A
e
F
A
F
A
t
t
t a
606 . 8
231 . 0
998 . 1
231 . 0
1
:
2 . 0 1
1
2
2
2
= =
|
|
|
|
.
|

\
|
=
+ =
+ =



then,


( )
lbf uel
lbair
lbf uel
lbair
e
F
A
F
A
t a
338 . 10
20 . 1 606 . 8
1
=
=
+ =


(c) gravimetric analysis of dry gas


O H dg wg
O N SO CO dg
m m m
m m m m m
2
2 2 2 2
+ =
+ + + =





( ) ( )
lbf uel
lbdg
m
lbf uel
lbO
lbf uel
lbO
excess
F
O
m
lbf uel
lbN
lbair
lbN
lbf uel
lbair
lbf uel
lbN
m
lbf uel
lbSO
lbf uel
lbS
lbS
lbSO
m
lbf uel
lbCO
lbf uel
lbC
lbC
lbCO
m
dg
O
N
SO
CO
73 . 10 3976 . 0 9564 . 7 0958 . 0 287 . 2
3976 . 0 2 . 0 988 . 1
9564 . 7 769 . 0 33 . 10 0128 . 0
0958 . 0 0479 . 0 2
287 . 2 6236 . 0
3
2
3
2 2
2 2 2
2 2
2 2
2
2
2
2
= + + + =
= = =
=
|
.
|

\
|
+ =
=
|
|
.
|

\
|
=
=
|
|
.
|

\
|
=




% 705 . 3 % 100
73 . 10
3976 . 0
%
% 1509 . 74 % 100
73 . 10
9564 . 7
%
% 8928 . 0 % 100
73 . 10
0958 . 0
%
% 3141 . 21 % 100
73 . 10
287 . 2
%
2
2
2
2
= =
= =
= =
= =
O
N
SO
CO
G
G
G
G





for wet flue gas


lbf uel
lbwg
m
lbf uel
O lbH
lbf uel
lbH
lbH
O lbH
m
wg
O H
2151 . 11 4851 . 0 73 . 10
4851 . 0 0539 . 0 9
2 2
2
2
2
= + =
=
|
|
.
|

\
|
=



% 3259 . 4 % 100
2151 . 11
4851 . 0
%
% 5452 . 3 % 100
2151 . 11
3976 . 0
%
% 9436 . 70 % 100
2151 . 11
9564 . 7
%
% 8542 . 0 % 100
2151 . 11
0958 . 0
%
% 3921 . 20 % 100
2151 . 11
287 . 2
%
2
2
2
2
2
= =
= =
= =
= =
= =
O H
O
N
SO
CO
G
G
G
G
G




Assignment: Given the ultimate/gravimetric analysis of coal as follows:

S = 0.55%; H
2
= 4.5%; C = 84.02%; N
2
= 1.17%; O
2
= 6.03%

Calculate : (a)Theoretical oxygen-fuel ratio
(b) Actual air-fuel ratio at 20% excess
(c) Gravimetric analysis of wet flue gas


Solution:

(a) theoretical oxygen-fuel ratio,
F
O


lbf uel
lbO
lbf uel
lbS
lbS
lbO
lbf uel
lbH
lbH
lbO
lbf uel
lbC
lbC
lbO
F
O
2
2 2
2
2 2
546 . 2
0055 . 0 1
8
0603 . 0
045 . 0 8 8402 . 0
3
2
2
=
|
|
.
|

\
|
+
|
.
|

\
|
+
|
|
.
|

\
|
=



(b) actual air-fuel ratio,
a F
A



( )
( )
lbf uel
lbair
lbair
lbO
lbf uel
lbO
lbair
lbO
F
O
F
A
where
F
A
e
F
A
F
A
t
t
t a
0216 . 11
231 . 0
546 . 2
231 . 0
1
:
2 . 0 1
1
2
2
2
= =
|
|
|
|
.
|

\
|
=
+ =
+ =

then,


( )
lbf uel
lbair
lbf uel
lbair
e
F
A
F
A
t a
2260 . 13
20 . 1 0216 . 11
1
=
=
+ =



(c) gravimetric analysis of wet gas


O H O N SO CO wg
m m m m m m
2 2 2 2 2
+ + + + =




( ) ( )
lbf uel
lbwg
m
lbf uel
O lbH
lbf uel
lbH
lbH
O lbH
m
lbf uel
lbO
lbf uel
lbO
excess
F
O
m
lbf uel
lbN
lbair
lbN
lbf uel
lbair
lbf uel
lbN
m
lbf uel
lbSO
lbf uel
lbS
lbS
lbSO
m
lbf uel
lbCO
lbf uel
lbC
lbC
lbCO
m
wg
O H
O
N
SO
CO
1882 . 14 405 . 0 5092 . 0 182 . 10 011 . 0 081 . 3
4851 . 0 0539 . 0 9
5092 . 0 2 . 0 546 . 2
182 . 10 769 . 0 26 . 13 0117 . 0
011 . 0 0055 . 0 2
081 . 3 8402 . 0
3
2
3
2 2
2
2
2 2
2 2 2
2 2
2 2
2
2
2
2
2
= + + + + =
=
|
|
.
|

\
|
=
= = =
=
|
.
|

\
|
+ =
=
|
|
.
|

\
|
=
=
|
|
.
|

\
|
=




% 8571 . 2 % 854 . 2 % 100
1882 . 14
405 . 0
%
% 5908 . 3 % 589 . 3 % 100
1882 . 14
5092 . 0
%
% 7827 . 71 % 764 . 71 % 100
1882 . 14
182 . 10
%
% 0776 . 0 % 0775 . 0 % 100
1882 . 14
011 . 0
%
% 7354 . 21 % 715 . 21 % 100
1882 . 14
081 . 3
%
2
2
2
2
2
~ = =
~ = =
~ = =
~ = =
~ = =
O H
O
N
SO
CO
G
G
G
G
G

Calculating for the volumetric analysis of wet flue gas

solution:
wg
CO
wg
CO
CO
n
n
V
V
V
2 2
2
% = = ;
2
2
2
CO
CO
CO
MW
m
n =


|
|
.
|

\
|
= =
2
2
2
2
2
%
CO
wg
CO
wg
wg
CO
CO
CO
MW
MW
G
MW
m
MW
m
V

where:



lbmole
lb
MW
MW
G
MW
G
MW
G
MW
G
MW
G
MW m
m
MW m
m
MW m
m
MW m
m
MW m
m
MW
m
MW
m
MW
m
MW
m
MW
m
m
n
m
MW
wg
O H
O H
O
O
N
N
SO
SO
CO
CO
O H wg
O H
O wg
O
N wg
N
SO wg
SO
CO wg
CO
O H
O H
O
O
N
N
SO
SO
CO
CO
wg
wg
wg
wg
6113 . 29
18
028571 . 0
32
035908 . 0
28
717827 . 0
64
000776 . 0
44
217354 . 0
1
1
1
1
2
2
2
2
2
2
2
2
2
2
2
2
2
2
2
2
2
2
2
2
2
2
2
2
2
2
2
2
2
2
=
+ + + +
=
+ + + +
=
+ + + +
=
+ + + +
=
=

% 7001 . 4
18
6113 . 29
8571 . 2 %
% 3327 . 3
32
6113 . 29
5908 . 3 %
% 9135 . 75
28
6113 . 29
7827 . 71 %
% 034 . 0
64
6113 . 29
0776 . 0 %
% 6276 . 14
44
6113 . 29
7354 . 21 %
2
2
2
2
2
=
|
.
|

\
|
=
=
|
.
|

\
|
=
=
|
.
|

\
|
=
=
|
.
|

\
|
=
=
|
.
|

\
|
=
O H
O
N
SO
CO
V
V
V
V
V



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 H
2
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 (H
2
O
2
/8) + 4050 S BTU/lb

HHV = 33,820 C + 144,212 (H
2
O
2
/8) + 9,304 S kJ/kg


















Properties of Liquid Fuels

1. Specific Gravity


5 . 131
60
60
@ . .
5 . 141
0
0
0
=
G S
API



130
60
60
@ . .
140
0
0
0
=
G S
BAUME



2. Calorific or Heating Value

HHV = 18,440 + 40 (
0
API - 10) BTU/lb for kerosene

HHV = 18,650 + 40 (
0
API 10) BTU/lb for gas fuels, oil or distillate light oils

Faragher Marrel & Essax Equation:

HHV = 17,645 + 54 (
0
API ) BTU/lb for heavy cracked fuel oil.

Naval Boiler Laboratory Formula:

HHV = 18,250 + 40 (
0
Be 10) BTU/lb for all petroleum products.

Bureau of Standard

HHV = 22,230 3,780 (S.G.)
2
BTU/lb


3. Viscosity the measure of the resistance of oil to flow.

4. Flash Point the maximum temperature of which an oil emit vapor that will ignite.

5. Pour Point the lowest temperature at which the fuel will flow when it is chilled without
disturbance.

6. Fire point the temperature at which oil burns.

7. Ignition Quality the ability of a fuel to ignite spontaneously




Combustion of Liquid Fuel


a. if Chemical composition is given:


+
A
air CH
4
products of combustion

where: air = 21% O
2
+ 79% N
2

= 1 volume of O
2
+ 3.76 volume of N
2



( )
2 2 2 2 2 4
76 . 3 76 . 3 N x O zH yCO N O x CH + + + +
A


Carbon balance: y = 1

Hydrogen balance:
2
2 4
=
=
z
z



Oxygen balance:
( )
2
2
1 2
2 2
=
+
=
+ =
z
x
z y x



1 vol. CH
4
+ 2 vol. [O
2
+ 3.76N
2
] 1 vol. CO
2
+ 2 vol. H
2
O + 2 [3.76N
2
]

1 mol CH
4
+ 2 mol [O
2
+ 3.76N
2
] 1 mol CO
2
+ 2 mol H
2
O + 2 mol [3.76N
2
]

Weight of fuel, CH
4
lb
lbmol
lb
mol 16 16 1 =
(

=

Weight of air ( ) lb
lbmol
lb
lbmol
lb
mol 56 . 274 28 76 . 3 32 2 =
(

+ =


Therefore


lbfuel
lbair
lb
lb
Fuel
Air
16 . 17
16
56 . 274
= =






Combustion of Gaseous Fuel

Given the volumetric analysis of a gaseous fuel is given:

% 7 . 31
% 1 . 64
% 8 . 1
% 4 . 2
2 2
4
2
2
=
=
=
=
H C
CH
N
CO



| | | |
2 2 2 2 2 2 2 4 2 2
76 . 3 76 . 3 7 . 31 1 . 64 8 . 1 4 . 2 N O zH yCO N O x H C CH N CO + + + + + + +

Carbon balance: ( ) 9 . 129 7 . 31 2 1 . 64 4 . 2 = = + + y y

Hydrogen balance: ( ) ( ) 9 . 159 2 7 . 31 2 1 . 64 4 = = + z z

Oxygen balance: ( ) ( ) 45 . 207 9 . 159 9 . 129 2 2 4 . 2 2 = + = + x x



Weight of fuel ( ) ( ) ( ) ( ) 8 . 2005 2 24 7 . 31 4 12 1 . 64 28 8 . 1 32 12 4 . 2 = + + + + + + =

Weight of air ( ) | | 44 . 478 , 28 28 76 . 3 32 45 . 207 = + =


Therefore

kgf uel
kgair
or
lbf uel
lbair
lbmol
lb
lbmol
lb
Fuel
Air
2 . 14
8 . 2005
44 . 478 , 28
= =

















INCOMPLETE COMBUSTION


Given the volumetric analysis of fuel:


assumption: CO = 20% of CO
2



Solution:

| | | |
2 2 2 2 2 2 2 4 2 2
76 . 3 2 . 0 76 . 3 7 . 31 1 . 64 8 . 1 4 . 2 N O zH yCO yCO N O x H C CH N CO + + + + + + + +


Carbon balance:
( )
COmoles y
moles CO y
y y
=
=
+ = + +
65 . 21 2 . 0
25 . 108
2 . 0 7 . 31 2 1 . 64 4 . 2
2


Hydrogen balance:
( ) ( )
9 . 159
2 7 . 31 2 1 . 64 4
=
= +
z
z


Oxygen balance:
( ) ( ) ( )
625 . 196
9 . 159 25 . 108 2 . 0 25 . 108 2 2 4 . 2 2
=
+ + = +
x
x





Weight of fuel ( ) ( ) ( ) ( ) 8 . 2005 2 24 7 . 31 4 12 1 . 64 28 8 . 1 32 12 4 . 2 = + + + + + + =

Weight of air ( ) | | 68 . 992 , 26 28 76 . 3 32 625 . 196 = + =



Therefore

% 7 . 31
% 1 . 64
% 8 . 1
% 4 . 2
2 2
4
2
2
=
=
=
=
H C
CH
N
CO
kgf uel
kgair
or
lbf uel
lbair
lbmol
lb
lbmol
lb
Fuel
Air
4573 . 13
8 . 2005
68 . 992 , 26
= =



if gravimetric analysis of the products of combustion is required



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
)] }



Thus, 1 lb fuel requires 13.4573 lbs air to produce 2.3856
lbfuel
lbCO
2



lbfuel
lbCO
m
CO
2
3856 . 2
2
=

m
products of combustion
,
PC
m =
O H O CO CO
m m m m
2 2 2
+ + +




% 100 %
2
2
=
PC
CO
CO
m
m
G

CHEMICAL FORMULA OF SOME LIQUID AND GASEOUS FUEL


Gaseous Fuel
1) Methane, CH
4

2) Ethane, C
2
H
6

3) Propane, C
3
H
8

4) Butane, C
4
H
20




Liquid Fuel
5) Gasoline, C
8
H
18

6) Dodecane, C
12
H
26

7) Diesoline, C
16
H
32










ENGINE PERFORMANCE
Source of Energy:
Ec = m
f
x HV



m
a/f
m
exhaust




IP


FP


BP



where: E
C
= energy chargeable
m
f
= mass flow rate of fuel
IP = indicated power
BP = brake power
EP = electrical power

A. Indicated Power power done in the cylinder; measured by an indicator.

so that,
( )( )
m
m
kPa
s s m A
P
C
m
I
,
., . ,
2

=
where: A
C
= area of the indicator card
s.s. = scale of indicator spring
= length of indicator card

therefore,
S m
N L A P IP
I
= in KW
where: A = area of the bore cylinder, m
2
=
4
2
D t

L = length of stroke
N
s
= power cycles per second =
( )( ) ( )
s
n
a c 2
60
|
.
|

\
|

c no. of cylinders
a no. acting
n rpm
s stroke

I
m
P = 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



Standard Prony Brake Arrangement





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
( ) L TW GW L P
n
= =


Therefore,


S m
N L A P
Tn Tn
BP
B
=
= =
30 60
2 t t
, in kW


where:
B
m
P = brake mean effective pressure










C. Mechanical Efficiency

% 100
% 100
% 100
=

=
=
I
B
I
B
m
m
S m
S m
m
P
P
N L A P
N L A P
IP
BP
q



so, IP = FP + BP
BP = IP FP


now,

% 100 1
% 100

|
.
|

\
|
=

=
IP
FP
IP
FP IP
m
q

Mechanical Loss
1-
m
=%


D. Generator Efficiency

% 100 =
BP
EP
g
q

E. Combined Mechanical and Electrical Efficiency

m m ME
q q q =

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
BP = 2850KW
n = 250rpm
V
2
= 380cm
3


Required:
(a) compression ratio, r
k

(b) brake mean effective pressure,
B
m
P



Solution:

S m
D m
N L A P BP
V P Wknet
B
B
=
=


(a) compression ratio, r
k


2
1
V
V
r
k
= ;
D
V V V + =
2 1


( )
( )
3
2
062 . 2208
2 . 15
4
6 . 13
cm
N L A V
S D
=
(

=
=
t



then


81 . 6
380
062 . 2588
062 . 2588 062 . 2208 380
3
3
3
1
= =
= + =
cm
cm
r
cm V
k




(b) brake mean effective pressure,
B
m
P

S m
N L A P BP
B
=


thus,
S
m
N L A
BP
P
B

=

( )
( )
kPa
m
m
s
m KN
P
B
m
41 . 253 , 44
4
2
60
250
1 14
4
136 . 0
152 . 0
2850
2
=
|
|
|
|
.
|

\
|

|
|
.
|

\
|

=
t




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
P
mi
= 620 kPa
Mech. Eff. = 85 %


Solution:


S m
N L A P BP
B
=

where: % 100 =
I
B
m
m
m
P
P
n
( )( ) kPa kPa P
B
m
527 620 85 . 0 = =


Also,
S m
N P
BP
A L
B

=


( )
( )
3
2
0004722 . 0
4
4
2
60
1800
1 6
527
4 . 22
m
D
L
kPa
KW
=
|
|
.
|

\
|
(
(
(
(

=
t



But,
71 . 0
D
L =
Therefore

( )
cm m L
cm m D
m D
m
D D
61 . 10 10606 . 0
53 . 7 0753 . 0
0004722 . 0 0619 . 1
0004722 . 0
4 71 . 0
3 3
3
2
~ =
~ =
=
=
|
|
.
|

\
|
|
.
|

\
| t



F. Specific Fuel Consumption amount of fuel needed to perform a unit of power

SFC = amount of fuel
Power


hr KW
kg
KW P
hr
kg
m
f

= =
,
,



(1) Indicated Specific fuel Consumption, ISFC

IP
m
ISFC
f
=

(2) Brake Specific fuel Consumption, BSFC

m
f f
IP
m
BP
m
BSFC
q
= =

(3) Combined Specific fuel Consumption, CSFC

ME
f
g m
f
g
f f
IP
m
IP
m
BP
m
EP
m
CSFC
q q q q
=

=

= =




G. Heat Rate is the amount of heat needed to perform a unit of power.

HR = Energy Changeable
Power


hr KW
KJ
KW P
hr
KJ
E
C

= =
,
,


(1) Indicated Heat Rate, IHR

HV ISFC
IP
HV m
IP
E
IHR
f
C
=

= =



(2) Brake Heat Rate, BHR

m m
f
C
IHR HV ISFC
HV BSFC
BP
HV m
BP
E
BHR
q q
=

= =

= =

(3) Combined Heat Rate, CHR

HV CSFC
HV ISFC HV BSFC
IP
HV m
BP
HV m
EP
HV m
EP
E
CHR
m g
g m
f
g
f f
C
=

=


=

= =
q q
q q q





H. Thermal Efficiency ratio of heat converted to useful power and heat supplied.


th
q = Power x 100%
Energy Changeable

% 100
,
3600 ,

=
hr
KJ
E
hr KW
KJ
KW P
C


(1) Indicated Thermal Efficiency,
I th
q

% 100
3600
% 100
3600
% 100
3600
% 100
3600
=

=
IHR
HV ISFC
HV m
IP
E
IP
f
C
I th
q










(2) Brake Thermal Efficiency,
B th
q

% 100
3600
% 100
3600
% 100
3600
% 100
3600
=

=
BHR HV BSFC
HV m
BP
E
BP
f
C
B th
q


(3) Combined Thermal Efficiency,
C th
q

% 100
3600
% 100
3600
% 100
3600
% 100
3600
=

=
CHR HV CSFC
HV m
EP
E
EP
f
C
C th
q




I. Engine Efficiency ratio of the actual performance of the engine to the ideal.


e = Actual Power x 100%
Ideal Power


(1) Indicated Engine Efficiency,
I
e

% 100 =
i
I
P
IP
e

(2) Brake Engine Efficiency,
B
e

% 100 =
i
B
P
BP
e

(3) Combined Engine Efficiency,
C
e

% 100 =
i
C
P
EP
e


Example:

Given c = 6
s = 4
r
k
= 9.5
IP = 67.1KW
T = 194 N-m

m
q = 78%


mB
P = 550 kPa
P
1
= 101 kPa
T
1
= 308 K
k = 1.32
ISFC = 0.353 hr KW kg
D = 1.1L


Required: a. bore and stroke
b. thermal efficiency,
I th
q
c. engine efficiency,
B
e


Solution:

(a) L and D = ?



2 .
60
2
1 .
eq
Tn
BP
eq N L A P BP
S m
B
=
=
t


equate equation 1 to equation 2


( )( )
1 . 1
:
19 . 9 0919 . 0
11 . 10 1011 . 0
4
2 1 6
550
1000
1
194 2
4 1 . 1
4
2
2
60
2
2
D
L where
cm m L
cm m D
kPa
N
KN
m N
D D
a c
P
T
A L
Tn
N L A P
B
B
m
S m
=
~ =
~ =
(

=
|
|
.
|

\
|
|
.
|

\
|
(

=
=
t
t
t
t




(b)
I th
q = ?


( )( )
% 19 . 23
% 100
970 , 43 353 . 0
3600
% 100
3600
% 100
3600
% 100
3600
=
=

=
HV ISFC
HV m
IP
E
IP
f
C
I th
q



(c)
m
e = ?

% 100 =
i
m
P
BP
e


where: % 100 =
IP
BP
m
q

( )( ) KW KW BP 338 . 52 1 . 67 78 . 0 = =



Also, % 100 =
C
i
th
E
P
ideal
q ; E
C
= m
f
x HV


From,
IP
m
ISFC
f
= ; m
f
= IP x ISFC


Also,
% 345 . 51
% 100
5 . 9
1
1
% 100
1
1
1 32 . 1
1
=

(
(

k
k
th
r
ideal
q


Therefore,


( )( )( )( )
( )( ) ( )
KW
s
hr
kg
KJ
hr KW
kg
KW
HV ISFC IP P
i
54 . 148
3600
1
970 , 43 353 . 0 1 . 67 51345 . 0
51345 . 0
=
|
.
|

\
|
|
.
|

\
|

=
=


Finally,


% 23 . 35
% 100
54 . 148
338 . 52
=
=
KW
KW
e
m




J. Volumetric Efficiency

=
V
q Actual amount of air taken in, m
3
/s % 100
Volumetric or piston displacement, m
3
/s

% 100 =
D
a
V
V


Where:

- if wet bulb temperature,t
w
is not given, then use the general gas law equation:

s
m
P
T R m
V
T R m V P
a
a a a
a
a a a a a
3
; =
=


- if dry bulb temperature,t
a
and wet bulb temperature, t
w
, or relative humidity, RH
are given, then use the psychrometric chart

( )
a a a
v vol spec m V , . =

S D
N L A V =

K. Effect on Engines when operated on Higher Altitudes


(1) SAE correction formula:

For spark-ignition engines(otto/gasoline)

(
(

|
|
.
|

\
|
=
5 . 0
S
O
O
S
O S
T
T
P
P
BP BP


For compression-ignition engines(diesel)

(
(

|
|
.
|

\
|
=
7 . 0
S
O
O
S
O S
T
T
P
P
BP BP

*temperature=kelvin
where:
S S S
T P BP , , std. rating of engine (sea level or standard condition)

O O O
T P BP , , Rating at observed conditions (certain conditions)
FP
s
=FP
o
=N=weight of the piston IP
s
IP
o

m
fs
=m
fo
fuel pump
m
as
m
ao

BSFC
s
or ISFC
s
BSFC
s
or ISFC
o


Approximations to be used as temperature and pressure changes at a given altitude:

Pressure: barometric pressure decreases by 1Hg absolute (83.3mmHg abs) for
every 1000 ft (1000 m) increase in altitude based on 29.92Hg absolute
(760mmHg abs) sea level.

Temperature: temperature decreases by 3.57F (6.5C) for every 1000 ft (1000
m) increase in altitude based on a standard temperature of 60F (15C).



(2) DEMA standard rating

2.1) Rated power may not be corrected for altitude up to 1500ft (457.5m).

2.2) For altitudes greater than 1500ft (457.5m), use the following:

Subtract from std. rating 2% for every 1000ft (305m) above 1500ft
(457.5m) for supercharged engines.
Subtract from std. rating 4% for every 1000ft (305m) above 1500ft
(457.5m) for naturally aspirated engines.


Example: An engine has the following data when operated at an altitude of 1524ft, with a
temperature of 15C:

BP
o
= 500KW
BSFC
o
= 0.28
hr KW
kg

m
q = 84.86%
A:F
o
= 23

when the engine is brought to sea level having a pressure of 101.325kPa, and temperature
of 20C. Calculate (a) BP
s
, (b) BSFC
s
, and (c)
s
I
m
P (Assume the volumetric efficiency=75%)

Given
BP
o
= 500KW
BSFC
o
= 0.28
hr KW
kg

m
q = 84.86%

T
o
= 15C + 273 = 288 K
T
S
= 20C + 273 = 293 K
P
S
= 101.325kPa
A:F
o
= 23

Required:
(a) BP
s

(b) BSFC
s

(c)
s
I
m
P


Solution:

(a) BP
S
= ?
kPa
ft
ft
mmHg
kPa
mmHg kPa P
O
39 . 84
1000
1524
760
325 . 101
3 . 83 325 . 101 =
|
|
.
|

\
|
=

Then,
KW
kPa
kPa
KW BP
S
147 . 593
293
288
39 . 84
325 . 101
500
7 . 0
=
(
(

|
.
|

\
|
=



(b) BSFC
S
= ?

BP
m
BSFC
f
S
= ;
o s
f f f
m m m = =



Therefore,
s s O O
BSFC BP BSFC BP =

hr KW
kg
KW
KW
BSFC
S

=
(

=
236 . 0
147 . 593
500
28 . 0

(c)
s
I
m
P = ?

D
S
m
V
IP
P
s
I
= ; IP V P
D m
s
I
=

where: KW
KW BP
IP
m
S
S
97 . 698
8486 . 0
147 . 593
= = =
q


Also, ? = =
S D
N L A V

But,
D
a
v
V
V
= q assuming: =
v
q 75% (usually 70-80%)

Then,
75 . 0
a
v
a
D
V V
V = =
q
; P
a
V
a
= mRT
a
A : F
o
23
m
m
o
f
o a
= =
BSFC
S

S
f
BP
m
S
= ( )( )
s
kg
s
hr
m
s
f
0389 . 0
3600
1
236 . 0 147 . 593 = |
.
|

\
|
=

So, ( )( )
s
kg
8947 . 0 23 0389 . 0 m
a
= =

Thus,

( ) ( )
s m
s m
V
s
m
V
P kPa
K
K kg
KJ
s kg
V
D
a
o
a
o
o
3
3
3
168 . 1
75 . 0
8759 . 0
8759 . 0
39 . 84
288 287 . 0 8947 . 0
= =
=
=
|
.
|

\
|

=

Finally



kPa
s m
IP KW
P
s
m
s
I
38 . 598
1689 . 1
97 . 698
3
=
=
=



TYPICAL HEAT BALANCE IN ENGINES





Energy Balance

A. Input

Energy Changeable, E
C


E
C
= m
f
x HV 100%

B. Outputs

1. Useful power, BP 30-32% (
B th
q )
2. Heat carried by exhaust gas, Q
H
24-26% (%Q
E
)
3. Heat carried by jacket or cooling water, Q
C
30-32% (%Q
E
)
4. Friction, Radiation and unaccounted losses 10-16%



Summary






Percent Cooling Loss


%Q
j
= Heat carried by the jacket or cooling water x 100%
Energy Changeable


( )
% 100

=
HV m
t t C m
f
a b p j
w


if E
C
is not given


% 100
3600
% 100
3600

=
HV m
BP
E
BP
f
C
B th
q

B th
f
BP
HV m
q
3600
=


Now...

( )
( ) | |
% 100
3600
% 100
3600
%Q
j

=
BP
t t C m
BP
t t C m
a b p j B th
B th
a b p j
w
w
q
q




Solving for the mass of jacket or cooling water, let: %Qj = 32% and
B th
q =30%

E
C
(100%)
Q
C
(24-26%)
Q
H
(30-32%)
others (10-16%)
BP (30-32%)


( )
( ) ( ) ( ) s
kg
t t
BP
hr
kg
t t
BP
t t
BP
t t C
BP
m
a b a b a b
a b p B th
j
w
; 2548 . 0 ; 124 . 917
187 . 4 3 . 0
3600 0.32
3600 %Q
j

=


=


=
q




Solving the volume of jacket or cooling water, let = 1000kg/m
3



j
j
V
m
= ;

j
j
m
V =