DIESEL POWER PLANT

Group # 3

Leader:

Urbano Heredia Jr

Members:

Arjie Nellas

Rey Sargella
Junrey Briones

Maron Doise Dabasol

Objectives

 To know the basic knowledge about the diesel power production

 To know the importance of power generation

 To understand the principle of energy conservation

Diesel Engine Invention

Rudolf Christian Karl Diesel was a German inventor and mechanical engineer, famous

for the invention of the diesel engine.

Born: 18 March 1858

Died: 29 September 1913 (drowning)

Birthplace: Paris, France

Best known as: Inventor of the diesel engine

In 1892 German engineer Rudolf Diesel patented the engine that bears his

name, an internal combustion engine that doesn't require a spark to ignite the fuel-air

mixture. Diesel was born in Paris to German parents and grew up in London, Paris and

Munich. In the 1880s he worked as a refrigerator engineer in Munich, but returned to

 Paris to experiment with engines. In 1892 he won a patent for the diesel engine, but he

continued to work on its development for years. The diesel engine allowed trains and

ships to operate more efficiently with oil instead of coal, and Diesel quickly became a

rich man. In 1913 he vanished overboard from a steamer bound for London; his body

washed up ten days later. Some believe he committed suicide and cite his neurotic

personality and numerous "breakdowns," and some believe he was murdered by either

Germans (who resented his lack of nationalism) or by coal industrialists (who resented

his engine).

Diesel engines or compression ignition engines as they are called are generally

classified as two stroke engine and four stroke engines. In diesel engine, air admitted

into the cylinder is compressed, the compression ratio being 12 to 20. At the end of

compression stroke, fuel is injected. It burns and the burning gases expand and do work

on the position. The engine is directly coupled to the generator. The gases are then

exhausted from the cylinder to atmosphere.

A generating station in which diesel engine is used as the prime mover for the

generation of electrical energy is known as diesel power station.

Applications of diesel power plant

1. Diesel power plant’s is in the range of 2 to 50 MW capacity. They are used as

central station for small or medium power supplies.

2. They can be used as stand-by plants to hydro-electric power plants and steam

power plants for emergency services.

3. They can be used as peak load plants in combinations with thermal or hydro-

plants.

4. They are quite suitable for mobile power generation and are widely used in

transportation systems such as automobiles, railways, air planes and ships.

5. Now-a-days power cut has become a regular feature for industries. The only

solution to tide over this difficulty is to install diesel generating sets.

THERE ARE SIX MAJOR USES/APPLICATION OF DIESEL ENGINES

AGRICULTURE/FARM TRANSPORTATION

CONSTRUCTION FORESTRY
 MARINE ELECTRICAL GENERATION PLANTS

Advantages of diesel power plant:

1. Plant layout is simple. Hence it can be quickly installed and commissioned, while

the erection and starting of a steam power plant or hydro-plant takes a fairly long time.

2. Quick starting and easy pick-up of loads are possible in a very short time.

3. Location of the plant is near the load center.

4. The load operation is easy and requires minimum labors.

5. Efficiency at part loads does not fall so much as that of a steam plant.

6. Fuel handling is easier and no problem of ash disposal exists.

7. The plant is smaller in size than steam power plant for same capacity.

8. Diesel plants operate at high overall efficiency than steam.

Disadvantages of diesel power plant:

1. Plant capacity is limited to about 50 MW of power.

2. Diesel fuel is much more expensive than coal.

3. The maintenance and lubrication costs are high.

4. Diesel engines are not guaranteed for operation under continuous, while steam

can work fewer than 25% of overload continuously.

Fundamental of Diesel Engine

Four – Stroke Cycle

Intake stroke

Piston moving down

Intake valve open

Exhaust valve closed

Compression stroke

Piston moving up

Intake valve closed

Exhaust valve closed

Power stroke

Piston moving down

Intake valve closed

Exhaust valve closed

Exhaust stroke

Piston moving up

Intake valve closed

Exhaust valve open

Four-Stroke Cycle Diesel Engine

• The piston travels from one end of the cylinder to the other four times during

each cycle.

• The fuel is ignited at the beginning of the third stroke of each cycle.

• Intake air flows into each cylinder through intake valves in the cylinder head.

• Exhaust gases leave through exhaust valves.

• On the intake stroke, atmospheric pressure pushes air into the cylinder through

the intake valve.

• The exhaust stroke forces burned gases out through the exhaust valve.

• During the compression and power strokes, both valves are closed.

Two-Stroke Cycle Diesel Engine

 • They have only two strokes per cycle.

• The fuel is ignited on every other stroke of the piston.

• In the two-stroke diesel engine, air is forced in and exhaust gases are forced out

on a single stroke.

• Usually a blower forces air into the cylinder through intake ports.

• The incoming air pushes remaining exhaust gases out of the cylinder through an

exhaust valve.

Advantages & Disadvantages to a 4-Stroke Cycle Engine

ADVANTAGES

1. High torque output

2. Smooth running

3. Quieter operation

4. Lower emissions output

5. More forgiving to poor operational practices

6. Higher horse power availability

7. Heavier construction

8. No Gas/Oil mixing

DISADVANTAGES
1. Heavy

2. Limited slope operation

3. More moving parts

Advantages & Disadvantages to a 2-Stroke Cycle Engine

ADVANTAGES

1. Lighter

2. Can be operated in all positions

3. Less moving parts

4. Higher horse power per cc displacement

DISADVANTAGES

1. Low torque output

2. Erratic running Characteristic

3. Noisy

4. Higher emissions output

5. Gas/Oil mixing
 Difference between Two & Four Stroke Cycles

a) The two-stroke engine completes one cycle of events for every revolution of the

crankshaft, compared with the two revolutions required for the four-stroke engine cycle.

b) Theoretically, the two-stroke engine should develop twice the power compared to a

four-stroke engine of the same cylinder capacity.

c) In practice, the two-stroke engine's expelling of the exhaust gases and filling of the

cylinder with fresh mixture brought in through the crankcase is far less effective than

having separate exhaust and induction strokes. Thus the mean effective cylinder

pressures in two-stroke units are far lower than in equivalent four-stroke engines.

d) With a power stroke every revolution instead of every second revolution, the two-

stroke engine will run smoother than the four-stroke power unit for the same size of

flywheel.

e) Unlike the four-stroke engine, the two-stroke engine does not have the luxury of

separate exhaust and induction strokes to cool both the cylinder and the piston between

power strokes. There is therefore a tendency for the piston and small-end to overheat

under heavy driving conditions.

f) Due to its inferior scavenging process, the two-stroke engine can suffer from the

following:

i) inadequate transfer of fresh mixture into the cylinder,

ii) excessively large amounts of residual exhaust gas remaining in the cylinder,

iii) direct expulsion of fresh charge through the exhaust port. These undesirable

conditions may occur under different speed and load situations, which greatly influences

both power and fuel consumption.

g) Far less maintenance is expected with the two-stroke engine compared with the four-

stroke engine, but there can be a problem with the products of combustion carburizing

at the inlet, transfer, and exhaust ports.

h) Lubrication of the two-stroke engine is achieved by mixing small quantities of oil with

petrol in proportions anywhere between 1:16 and 1:24 so that, when crankcase

induction takes place, the various rotating and reciprocating components will be

lubricated by a petrol-mixture mist. Clearly a continuous proportion of oil will be burnt in

the cylinder and expelled into the atmosphere to add to unwanted exhaust emission.

i) There are fewer working parts in a two-stroke engine than in a four-stroke engine, so

two-stroke engines are generally cheaper to manufacture.

Four stroke is highly efficient than two stroke. But two strokes are powerful than four

stroke.

Schematic Layout of a Diesel power plant

The essential components of a Diesel Electric Plant are: (1) Engine (2) Engine air intake

system (3) Engine fuel system (4) Engine exhausts system (5) Engine cooling system

(6) Engine lubrication system (7) Engine starting system.

Systems of Diesel Engine

1. Engine starting system:

This includes air compressor and starting air tank. The function of this system is to start

the engine from cold supplying compressed air.

1) Auxiliary Engine starting system

2) Electric Motor Starting System

3) Compressed Air Starting System

2. Fuel system:

Pump draws diesel from storage tank and supplies it to the small day tank through the

filter. Day tank supplies the daily fuel need of engine. The day tan is usually placed high

so that diesel flows to engine under gravity.

Diesel is again filtered before being injected into the engine by the fuel injection pump.

The fuel is supplied to the engine according to the load on the plant.

Fuel Injection System

Types of Fuel Injection System

1. The common rail system;

2. The distributor-injection system; and

3. The pump and pressure operated nozzle systems.

COMMON RAIL SYSTEM

Common rail systems have a modular design. Each system consists of a high-pressure

pump, injectors, a rail, and an electronic control unit.

Mode of operation

With conventional diesel injection systems, the fuel pressure has to be generated

individually for each injection. With the common rail system, however, pressure

generation and injection are separate, meaning that the fuel is constantly available at

the required pressure for injection. Pressure generation takes place in the high-pressure

pump. The pump compresses the fuel and feeds it via a high-pressure pipe to the inlet

of the rail, which acts as a shared high-pressure reservoir for all injectors – hence the

name "common rail". From there, the fuel is distributed to the individual injectors, which

inject it into the cylinder's combustion chamber.

Broad range of solutions

Bosch offers common rail systems for all vehicle models from microcars to heavy luxury

limousines. The high-pressure pumps operate at pressures between 1,100 and 2,200

bar. Systems with individual pumps are also available (plug-in pumps). The injectors

use either solenoid valve or Piezo technology.

Advantages

 Clean and highly efficient fuel injection due to extremely short spraying distances

and multiple injection

 High engine power and smooth running with low consumption and emissions

 Can be used with all vehicle models due to modular design

DISTRIBUTOR – INJECTION SYSTEM

In this system, a single injection pump supplies fuel to a distributor. The distributor

directs fuel to the injectors in the right firing order. The metering of fuel is done at the

pump.

Individual Pump Injection system

In this system, the injection pump and injector are combined into one unit and are driven

by the overhead camshaft. The plunger is a part of the injector. Pressurization, timing,

and metering of the fuel all take place in the unit injector. An engine with this system has

one unit injector for each cylinder.

INDIVIDUAL PUMP INJECTION SYSTEM

In this system, the injection pump and injector are combined into one unit and are driven

by the overhead camshaft. The plunger is a part of the injector. Pressurization, timing,

and metering of the fuel all take place in the unit injector. An engine with this system has

one unit injector for each cylinder.

3. Air intake system:

Air filters are used to remove dust from the incoming air. Air filters may be dry type,

which is made up of felt, wool or cloth. In oil bath type filters, the sir is swept over a bath

of oil so that dust particles get coated.

4. Exhaust system:

In the exhaust system, silencer (muffler) is providing to reduce the noise.

5. Engine cooling system:

The temperature of burning gases in the engine cylinder is the order of 1500 to 2000’C.

To keep the temperature at the reasonable level, water is circulated inside the engine in

water jackets which are passage around the cylinder, piston, combustion chamber etc.

hot water leaving the jacket is sent to heat exchanger. Raw water is made to flow

through the heat exchanger, where it takes up the heat of jacket water. It is then cooled

in the cooling tower and recirculates again.

Air Cooling System

In this system fins or extended surfaces are provided on the cylinder walls, cylinder

head, etc. Heat generated due to combustion in the engine cylinder will be conducted to

the fins and when the air flows over the fins, heat will be dissipated to air.

Advantages of Air Cooled System

Following are the advantages of air cooled system :

(a) Radiator/pump is absent hence the system is light.

(b) In case of water cooling system there are leakages, but in this case there are no

leakages.

(c) Coolant and antifreeze solutions are not required.

(d) This system can be used in cold climates, where if water is used it may freeze.

Disadvantages of Air Cooled System

(a) Comparatively it is less efficient.

(b) It is used in aero planes and motorcycle engines where the engines are exposed to

air directly.

6. Engine lubrication system:

It includes lubricating oil tank, oil pump and cooler. Lubrication is essential to reduce

friction and wear of engine parts such as cylinder walls and piston.
Lubricating oil which gets heated due to friction of moving parts is cooled before

recirculation.

ENGINE OPERATION

Each movement of the piston within a cylinder is called a stroke. Reciprocating IC

engines are described by the number of strokes to complete one power cycle and the

speed of crankshaft (expressed in revolutions per minute, rpm). For electric power

generation, four-stroke engines are predominately used. During the intake stroke, the

premixed air and fuel (SG engines) or air (diesel engines) is drawn into the cylinder as

the piston moves down to “bottom dead center” position. During the compression stroke

in SG engines, the air-fuel mixture is compressed by the piston and ignited by a spark

from a plug. Auto-ignition in SG engines is prevented with proper limits on the

compression ratio.

Spark-ignited combustion engine during compression stroke

In diesel engines, the fuel is injected into the cylinder near the end of the compression

stroke when the air has been compressed enough to reach the auto-ignition

temperature. Combustion of the air-fuel mixture causes an accelerated expansion of

high pressure gases, which push the piston to the bottom of the cylinder during the

power stroke, imparting rotation to the crankshaft. Combustion occurs intermittently –

only during the power stroke – whereas in gas turbines combustion occurs continuously.

As the piston is returned to the top of the cylinder during the exhaust stroke, the

products of combustion (exhaust gases) are pushed out an exhaust valve. Multiple

cylinders are connected to the crankshaft, oriented so that while some pistons are

imparting rotation to the crankshaft during their power strokes, other pistons are being

pushed back to the top of the cylinders during their exhaust strokes.

The size and power of a combustion engine is a function of the volume of fuel and air

combusted. Thus, the size of the cylinder, the number of cylinders and the engine speed

determine the amount of power the engine generates. By boosting the engine’s intake

of air using a blower or compressor – called supercharging – the power output of the

engine can be increased. A commonly used supercharger is a turbocharger, which uses

a small turbine in the exhaust gas path to extract energy for driving a centrifugal

compressor.

Diesel Power Plant Installation

An electrical installation equipped with one or several electric current generators driven

by diesel engines.

Diesel power plants are divided into two main classes: stationary and mobile. Stationary

diesel power plants use four-stroke diesel engines (lessfrequently, two-stroke diesel eng

ines), with power ratings of 110, 220, 330, 440, and 735 kilowatts (kW). Stationary diese

l power plants are classed asaverage in their power rating if the rating does not exceed

750 kW; large diesel power plants can have a power rating of 2,200 kW or more. Thead

vantages of a diesel power plant are favorable economy of operation, stable operating c

haracteristics, and an easy and quick startup. The maindisadvantage is the comparative

ly short interval between major overhauls. Diesel power plants are used mainly for servi

cing areas remote fromtransmission lines or areas where sources of water supply are li

mited and where the construction of a steam power plant or of a hydroelectric power pla

ntis not feasible. Stationary diesels are usually equipped with synchronous generators.

The economic efficiency of a diesel power plant is improved considerably if the waste h

eat of the engine (55 to 60 percent of total heat release in currentlyavailable engines) ca

n be used for preheating of fuel and oil or for domestic heating within the power station

building or adjacent premises. In diesel powerplants with a high power rating (above 75

0 kW) the waste heat can be used in a heating system serving a whole block or a whole

town area in proximity tothe power station.

Automatic protection against exceeding maximum or minimum limits for the temperature

of cooling water and oil, the oil pressure, and the rotational speed(rpm) is built into dies

el power plants; protection is also provided in the event of a short circuit in the line. Thre

e levels of automation for stationary dieselsare used: automatic regulation of the rotatio
nal speed (rpm) and of the temperature of the cooling water and oil, along with automati

c emergency signalingand protection in the event of a breakdown; automatic or remotel

y controlled startup and shutdown of the diesel engines, an automatic check ofcondition

s required for connecting load to the line, synchronization with other units and with the p

ower system, and a load connection and load distributionwith units operating in parallel;

and automatic refilling of the feeder tanks for fuel, oil, and water and of the air feed vess

els, an automatic (trickle) chargingof start-up batteries and of batteries used in auxiliary

operations, and automatic control of the auxiliary equipment.

Mobile diesel power plants are widely used in agriculture and forestry and by expedition

s involved with geological exploration. In these applications, dieselpower plants can be

used as a source of electricity for energy or lighting networks; they can be used as the

main, auxiliary, or standby power source. Intransportation, diesel power plants are a bas

ic power source (for instance, in diesel-electric locomotives and in diesel ships). In mobil

e diesel powerplants, the high-speed diesels serve as prime movers. A mobile diesel po

wer plant includes the diesel-electric unit itself, spare parts, instruments andaccessories

, a set of cables for making connections to the load, and firefighting equipment. Automat

ed diesel power plants with a power rating up to 10kW are often mounted on a singleaxl

e truck trailer; power plants rated 20 kW or more are usually installed on two-axle, cover

ed trailers. Such a mobilestation comprises not only the diesel-electric unit but also the

power distribution cabinet (or panel), a cabinet containing the automatic controls, the re

motecontrol console, heating and ventilation equipment, rectifiers, and the storage batte

ries that feed the automatic controls or automated systems.

The first mobile diesel power plants in the USSR were built in 1934 and were known as

diesel trains. Such diesel trains have all the power plant equipmentinstalled on platform

s or in cars. The power ratings of diesel trains are 1, 2.5, 4.5, and 10 megawatts.

The electric part of the power plant of a diesel train consists of a synchronous generator

delivering a voltage of 3–10 kilovolts, assembled or unitizedcompartments containing hi

gh-voltage leads (overhead leads or cables), distribution equipment for voltages of 230–

380 volts (required for lighting and forauxiliary motors of the power plant), the storage b

attery, and operating power circuits and the battery charger.

CALCULATION AND NOMENCLATURES OF DIESEL POWER PLANT

DIESEL CYCLE

Two [Isentropic Constant]

One [Pressure Constant]

One [Volume Constant]

P-v and T-s diagram of diesel cycle

PROCESSES OF DIESEL CYCLE

[1 – 2] Heat compression at isentropic constant

[2 – 3] Heat addition at constant pressure

[3 – 4] Heat expansion at isentropic constant

[4 – 1] Exhaust or Heat rejection at constant volume

Process [1 – 2]; S = C

k k V1 V3 V3
P1 V 1 =P 2V 2 rk = = rc =
V2 V4 V2

P2
=rk k
P1
 k−1 k−1
T2 V1 T2 T 2 P2
=( ) =rk k−1 =( ) k
η=
T1 V2 T1 T 1 P1

1 rck −1
1− ( )
rk k−1 k (rc−1)

Where:

rk = compression ratio

rc = cut – off ratio

η = cycle efficiency

Process [2 – 3]; P = C

Heat Added = m cp (T3 – T2)

P2 = P3

V 2 T2
=
V 3 T3

Process [3 – 4]; S=C

k−1
k k P4 V3 P4 k−1
P3 V 3 =P 4 V 4 =( ) =rk
P3 V 4 P3

T3 P 4 k−1
=( ) k
T4 P3

Process [4 – 1]; V = C

Heat Rejected = m cp (T1 – T4)

P4 = P1

V 4 T4
=
V 1 T1

Net Work = Heat Added – Heat Rejected

Wnet = Qa – Qr

Net Work Qa−Qr m cp ( T 3−T 2 ) −mcp (T 1−T 4) T 1−T 4

Cycle efficiency = = = =1−
Heat Added Qa m cp(T 3−T 2) T 3−T 2

Nomenclatures of Diesel Power Plant

1. Heat Supplied by Fuel, Qs

Qs = mf Qh

Where:

mf = mass of fuel

Qh = heating value of fuel

2. Air – Fuel Ratio, A/F

A/F = ma/mf

Where:

ma = mass of air

mf = mass of fuel

3. Piston Displacement, Vd

Vd = (πD2/4) L N nc

Where:
 D = bore or diameter of the piston

L = length of stroke or stroke

N = engine speed

nc = no. of cylinder

4. Piston Speed

Piston speed = 2 L N

Where:

2 L = distance travelled by piston in one revolution

N = angular speed in rpm or rps

5. Indicated Power, Pind

Pind = Pmi x Vd

Where:

Pmi = indicated mean effective pressure

6. Brake power, Pb

Pb = 2π T N

T=FxR

Pb = Pmb x Vd

Where:

Pmb = brake mean effective pressure

T = brake torque

F = brake force or brake load

R = brake arm or torque arm

N = engine speed
7. Friction Power, Pf

Friction power = Indicated power – Brake power

Pf = Pind – Pb

8. Mechanical efficiency, ηm

ηm = Pb/Pind

ηm = Pmb/Pmi

9. Electrical or Generator Efficiency, ηgen

ηgen = Pgen/Pb

Where:

Pgen = Generator Power

10. Thermal Efficiences, ηt

 Indicated Thermal efficiency, ηti

ηti = Pind/mf Qh

 Brake thermal efficiency, ηtb

ηtb = Pb/mf Qh

 Combined or over – all thermal efficiency, ηtc

ηtc = Pgen /mf Qh

11. Engine Efficiencies, ηe

 Indicated engine efficiency, ηei

ηei = ηti/η
 Brake engine efficiency, ηeb

ηeb = ηtb/η

 Combined or over – all engine efficiency, ηec

ηec = ηtc/ η

Where:

η = ideal thermal efficiency

12. Volumetric Efficiency, ηv

ηv = Va/Vd

Where:

Va =Volume of air = (ma Ra Ta)/Pa

13. Specific Fuel Consumption, m

 Indicated Specific Fuel Consumption, mi

mi = mf(3600)/ Pind , kg/ KW – hr

 Brake Specific Fuel Consumption, mb

mb = mf(3600)/ Pb, kg/KW – hr

 Combined or over – all specific fuel consumption, mc

mc = mf(3600)/Pgen, kg/KW – hr
 14. Heat Rate, HR

 Indicated Heat Rate, HRi

HRi = mf Qh (3600)/ Pind, KJ/KW – hr

 Brake Heat Rate, HRb

HRb = mf Qh (3600)/ Pb, KJ/KW – hr

 Combined or over – all Heat Rate, HRc

HRc = mf Qh/Pgen, KJ/KW – hr

15. Generator Speed, N

N = 120f/P

Where:

N = Generator speed, rpm

f = frequency (60 Hz if not given)

P = no. of poles

Sample Problem:

A 4 – stroke, 8 cylinder diesel engine is rated at 150 KW with bore and stroke of

300 mm x 400 mm respectively and running at 1200 rpm. Fuel consumption at rated

load is 0.26 Kg/KW – hr with a heating value of 44,000 KJ/Kg. Calculate brake thermal
η tb = Pb/mfQh
efficiency and brake mean effective pressure.
solving for mf

mf = 0.26 Kg/KW – hr (150 KW)

mf = 39 kg/hr(1/3600s)

mf = 0.0108 kg/s
Solution:

Given

4 – stroke diesel engine

nc = 8 Cylinders

D = 300 mm

L = 400 mm

N = 250 rpm

Pb = 150 KW

mb = 0.26 Kg/KW – hr

Qh = 44000KJ/Kg

Req’d:

η tb = ?

Pmb = ?

Pb = Pmb x Vd

Solving for Vd:

Vd = πd2/4 L N nc

= π(0.3)2/4 (0.4)250/2x60)(8)

Vd = 0.4712 m3/s

Pmb = 150 / 0.4712

Pmb = 318.34KPa

MAINTENANCE

Lubrication System

Need for Lubrication

In an I.C. engine, moving parts rub against each other causing frictional force. Due to

the frictional force, heat is generated and the engine parts wear easily. Power is also

lost due to friction, since more power is required to drive an engine having more friction

between rubbing surfaces.

To reduce the power lost and also wear and tear of the moving part substance called

lubricant is introduced between, the rubbing surfaces.

Function of Lubrication
(a) Lubricant reduces friction between moving part

(b) It reduces wear and tear of the moving parts.

(c) It minimizes power loss due to friction.

(d) It provides cooling effect. While lubricating it also carries some heat from the

moving parts and delivers it to the surroundings through the bottom of the engine

(crank case).

(e) It helps reduce noise created by the moving parts.

Engine parts which are lubricated

The following are some engine parts that require adequate lubrication.

1. Crank shaft

2. Crank pin

3. Big and small end of the connecting rode

4. Piston pin

5. Internal surfaces of cylinder walls

6. Piston rings

7. Valve mechanisms

8. Cam shaft etc.

The main lubrication systems are:

1. Mist lubrication system.

2. Wet sump lubrication system.

(a) Splash lubrication system

(b) Pressure / Forced Feed Lubrication system

(c) Splash and Pressure feed lubrication system

3. Dry sump lubrication system.

1. Mist Lubrication System.

This system of lubrication is used in scooters and motor cycles. About 3% to 6% of

lubricating oil is added with petrol in the petrol tank. The petrol evaporates when the

engine is working. The lubricating oil is left behind in the form of mist. The parts of the

engine such as piston cylinder walls, connecting rod are lubricated by being wetted with

the oil mist

Disadvantage

(i) If the added oil is less, there will not be sufficient lubrication and even result in

seizure of the engine, (ii) If the added oil is more, it will lead to excess exhaust smoke

and carbon deposits in the cylinder exhaust parts and spark plugs.

2. Wet sump lubrication system

2a. Splash Lubrication system

As the engine is operating, dippers on the ends of the connecting rods enter the oil

supply, pick up sufficient oil to lubricate the connecting-rod bearing, and splash oil to the

upper parts of the engine. The oil is thrown up as droplets, or fine spray, which

lubricates the cylinder walls, piston pins and valve mechanism.

2b. Pressure feed lubrication system

In the pressure-feed system, oil is forced by the oil pump through oil lines and drilled

passageways. The oil, passing through the drilled passageways under pressure,

supplies the necessary lubrication for the crankshaft main bearings, the connecting-rod
bearings piston-pin bushings, camshaft bearings, valve lifters, valve push rods, and

rocker studs.

2c. Splash and Pressure feed Lubrication system

Cylinder walls are lubricated by splashing oil thrown off from the connecting-rod

bearings

In a combination splash and force feed, oil is delivered to some parts by means of

splashing and other parts through oil passages under pressure from the oil pump. The

oil from the pump flows to the main bearings and camshaft bearings. The main bearings

have oil-feed holes or grooves that feed oil into drilled passages in the crankshaft. The

oil flows through these passages to the connecting rod bearings. From there, on some

engines, it flows through holes drilled in the connecting rods to the piston-pin bearings.

3. Dry sump lubrication system

 Dry Sump engines carry their oil in an oil tank that is separate from the engine.

This can be an actual tank or inside of the tubes of the frame. This engine lubrication

type uses two oil pumps. One to pump oil to the engine, where it lubes everything and

then drops to the bottom of the engine. From there, the second or scavenge pump

pumps the oil back to the oil tank. Sometimes the scavenge pump also pumps oil to the

transmission, valves and other places in the engine. The scavenge pump is twice as big

as the main oil pump.

 ENVIRONMENTAL ASPECTS

Diesel Power Plant can causes Global Warming and Climate change

Climate change is changing our economy, health and communities in diverse ways.

Scientists warn that if we do not aggressively curb climate change now, the results will

likely be disastrous.

Global warming

an increase in the earth's average atmospheric temperature thatcauses corresponding c

hanges in climate and that may result from the greenhouse effect.
When sunlight reaches Earth's surface some is absorbed and warms the earth and

most of the rest is radiated back to the atmosphere at a longer wavelength than the sun

light. Some of these longer wavelengths are absorbed by greenhouse gases in the

atmosphere before they are lost to space. The absorption of this longwave radiant

energy warms the atmosphere. These greenhouse gases act like a mirror and reflect

back to the Earth some of the heat energy which would otherwise be lost to space. The

reflecting back of heat energy by the atmosphere is called the "greenhouse effect".

DIESEL POWER PLANT

Questions and Answer

Problems and Elements

1. Determine the indicated mean effective pressure of an engine in psi, having a

brake mean effective pressure of 750 kpa and 80% mechanical efficiency.

Solution

ᵑm = Pmb/Pmi

0.80 = 750/Pmi

Pmi = 937.5 kpa (14.7/101.325)

Pmi = 136 psi

2. Determine the friction power of an engine if the frictional torque developed is 0.3

KN-m running at 1200 rpm.

Solution

Frictional power = 2πTN

Frictional power = 2π(0.3)(1200/60)

Frictional power = 37.70 KW

3. What is the power developed in the cylinder if indicated thermal efficiency is

44%, the engine uses 0.05 kg/sec fuel with heating value of 44000 J/g?

Solution

ᵑti = indicated power/mfQh

0.44 = indicated power/(0.05)(44000)

Indicated power = 968 KW

4. A 750 KW diesel electric plant has a brake thermal efficiency of 43%. If the heat

generated by fuel is 9,000,000 KJ/hr, what is the generator efficiency?

Solution

ᵑtb = brake power/mfQh

0.34 = brake power/(9,000,000/3600)

Brake power = 850 KW

ᵑG = 750/850

ᵑG = 88.23%
5. A 16-cylinder V-type diesel engine is directly coupled to a 5000 KW AC

generator. If generator efficiency is 90%, calculate the brake horsepower of the

engine.

Solution

ᵑG = Generator output/ Brake power

0.90 = 5000 KW/Brake power

Brake power = 5555.55KW (1/0.746)

Brake power = 7447.12 Hp

6. Determine the brake power of the engine having a brake thermal efficiency of

35% and uses 25°API fuel with fuel consumption of 40 kg/hr.

Solution

Qh = 41130+139.6°API

Qh = 41130+139.6(25)

Qh = 44620 KJ/kg

ᵑtb = Brake power/mfQh

0.35 = Brake power/(40/3600)(44620)

Brake power = 173.52 KW

7. What is the displacement volume of 300 mm x 400 mm, 4-stroke, 1200 rpm, 8

cylinder diesel engine?

Solution
 Vd = π/4 D2 L N c

Vd = (π/4) (0.3)2(0.4)(1200/2x60)(8)

Vd = 2.262 m3/sec

8. What is the friction horsepower of a 300 KW diesel engine having a mechanical

efficiency of 86%.

Solution

ᵑm = Brake power/Indicated power

0.86 = 300/Indicated power

Indicated power = 348.84 KW

Friction power = 348.84 – 300

Friction power = 48.84 KW (1/0.746)

Friction power = 65.46 Hp

9. Determine the speed of a 6-pole generator of 60 Hz.

Solution

N = 120f/P

N = 120(60)/6

N = 1200 rpm

10. Determine the piston speed of a 250 mm x300 mm diesel engine running at 1200

rpm.
 Solution

Piston speed = 2 L N

Piston speed = 2 (0.30) (1200/60)

Piston speed = 12 m/sec

11. A 50 Bhp blast furnace engine uses fuel with 10 ft 3/ Bhp-hrs. The heating value of

gas is 33500KJ/m3. Determine the brake thermal efficiency.

Solution

Qg = (10 ft3/Bhp-hrs x 50Bhp x 1/3600 x 1/3.283)(33500)

Qg = 131.73 KW

ᵑtb = Brake power/ Qg

ᵑtb = (50 x 0.746)/131.73

ᵑtb = 28.31%

12. What torque is developed by the 300 KW engine running at 900 rpm

Solution

P=2πTN

300 KW = 2 π (T) (900/60)

T = 3.18 KN-m

13. What is the mechanical efficiency of a diesel engine if the friction power is 30 KW

and brake power of 150 KW.

Solution
 ᵑm = Brake power/Indicated power

IP = BP + FP

IP = 150 + 30

IP = 180 KW

ᵑm = 150/ 180

ᵑm = 83.33%

14. The indicated thermal efficiency of a two stroke diesel engine is 50%. If friction

power is 3% of heat generated, determine the brake thermal efficiency of the

engine.

Solution

ᵑti = IP/ Qg

0.5 = IP/ Qg

IP = 0.5 Qg

BP = IP – FP

BP = 0.5 Qg - 0.03 Qg

BP = 0.47 Qg

ᵑtb = BP/ Qg

ᵑtb = 0.47 Qg / Qg

ᵑtb = 47%

15. A diesel engine with compression ratio of 12 and cut-off ratio of 4. Find the

efficiency of the engine.

 Solution

1 rc k −1
ᵑ = 1− ⌊ ⌋
rk k−1 k ( rc−1 )

1 41.4 −1
ᵑ = 1− 1.4−1 ⌊ ⌋
12 1.4 ( 4−1 )

ᵑ = 47.44%

16. A six cylinder four stroke diesel engine with 76 mm bore and 89 mm stroke was

run in the laboratory at 2000 rpm. The engine consumed 137.4 kg of air at

15.5°C per hour. Determine the volumetric efficiency of air only.

Solution

V d = (π/4) (0.076)2 (0.089) (2000/2x60) (6)

V d = 0.0404 m3/sec

(137.4 /3600)(0.287)(15.5+273)
Va =
101.325

Va = 0.0312 m3/sec

Va
ᵑv ¿
Vd

0.0312
ᵑv ¿
0.0404

ᵑv = 77.23%

17. A single acting, 8 cylinder, 4 stroke cycle diesel engine with a bore to stroke of

15.24 cm x 22.86 cm , operates at 1200 rpm. The load on the brake arm which is

101.60 cm is 120 kg. What is the brake mean effective pressure in kpa?

Solution
 V d = (π/4) (0.1524)2 (0.2286) (1200/2x60)(8)

V d = 0.3336 m3/sec

T=FxD

T = (120 x 0.00981) (1.016)

T = 1.196 KN-m

P=2πTN

P = 2 π (1.196) (1200/60)

P = 150.298 KW

P = Pmb x V d

150.298 = Pmb x 0.3336

Pmb = 450.5 Kpa

18. A 305 mm x 457 mm four stroke single acting diesel engine is rated at 150 KW at

260 rpm. Fuel consumption at rated load is 0.26 kg/KW-hr with a heating value of

43912 KJ/kg. Calculate brake mean effective efficiency.

Solution

mf = 0.26 kg/KW-hr x 150 KW

mf = 39 kg/hr

mf = 0.010833 kg/sec

ᵑtb = Brake power/ mf Qh

ᵑtb = 150/ 0.010833 x 43912

ᵑtb = 31.53%
 19. What temperature is required to ignite the fuel oil?

Ans . 800 to 1000°F

20. What air pressure is required to produce the required ignition temperature?

Ans . 350 to 500 psi

21. What air pressure is needed for air starting a diesel engine?

Ans . 250 psi

22. How hot are the exhaust gasses?

Ans . 400 to 700 °F

23. How are high speed engines started?

Ans . by an electric motor

24. In standard diesel, thermal efficiency was not much higher than about what %?

Ans . 35%

25. The compression ratio of diesel engine varies from about:

Ans . 13.5 to 17.5

Essay

 Discuss the processes of diesel cycle?

  Differentiate the four strokes cycle and two stroke cycles?

 In your own word what is the effects of diesel power plant in the environment?

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