TECHNOLOGICAL UNIVERSITY OF THE PHILIPPINES – MANILA

Ayala Boulevard, cor. San Marcelino Street, Ermita, Manila 1000

COLLEGE OF ENGINEERING
MECHANICAL ENGINEERING DEPARTMENT
First Semester, Academic Year 2022 – 2023

EXPERIMENT NO. 1
RUSTON DIESEL ENGINE HEAT BALANCE
SHEET ILLUSTRATION

SUBMITTED BY:

DISTURA, RICKY VINCE D.

BSME-4E

SUBMITTED TO:

ENGR. JORGE B. YASAY

Mechanical Engineering Department, TUP Manila

October 15, 2022

Date Submitted
I. OBJECTIVE:
To generate the Ruston Diesel Engine's heat balance sheet.

II. APPARATUS:
• Ruston Diesel Engine
• Tachometer
• Dynamometer
• Stopwatch
• Diesel Fuel

III. SPECIFICATIONS:
• Number of stokes = 4
• Number of cylinders = 4
• Engine Configuration = Vertical
• Maximum Brake Horsepower = 40 hp
• Maximum Speed = 2000 RPM
• Stroke Length = 15 cm
• Diameter of Bore = 8 cm

IV. PROCEDURE:
• Turn the crankshaft manually to start the engine.
• Check to see if the air and water circuits are operating.
• To find out how fast the engine is running, use a tachometer.
• Use a timer to time how long it takes to fill a metering system with 50 ml of fuel.
• Give yourself time for 2.25 liters of water in a gallon.

V. THEORY:
Heat provided and used in various courses within the structure or systems are recorded on a
heat balance sheet. The thermal balance provides important information about how the motor
is operating. The Heat Balance is frequently performed on a second, minute, or hour basis.
The representation of heat transfer as a level or percentage of heat given is a frequent training
exercise. A heat balance sheet is a description of such an appropriation or allocation. The
main components of temperature balance are following:

i. Heat equivalent to or similar to powerful or new skills and information on the machine.
ii. Rejected heat goes to the cooling system.
iii. The exhaust gases carry heat away from the engine.
iv. unreported losses
v. Calculating the unaccountable losses is as follows: unaccountable losses = heat
supplied - (braking force minus heat lost during cooling the engine plus heat lost during
exhaust).
V.PT.1 DIESEL ENGINE:
German mechanical engineer and inventor Rudolf Diesel is credited with developing the diesel
engine. CI - Engine is another name for a diesel engine (Compression Ignition - Engine). Basically,
adiabatic compression causes the temperature in the engine cylinder to rise, which causes the
fuel to ignite in a diesel engine. Simply compressing the air in the cylinder causes the temperature
to rise to a point where atomized diesel fuel spontaneously ignites. This is how a diesel engine
operates. This characteristic sets CI- Engines apart from SI- Engines (Spark Ignition – Engine). It
employs a spark plug to ignite the fuel. Glow Plugs are used in diesel engines to help the engine
begin in cold conditions or when the volumetric efficiency is low. A typical diesel engine runs with
a smooth combustion cycle under pressure but doesn't knock. Compared to gasoline engines,
which have a thermal efficiency of 25% to 30%, diesel engines have a high thermal efficiency of
35% to 40%.

V.PT.2 RUSTON DIESEL ENGINE:

Ruston Diesel, who has four strokes, four cylinders, and a vertical cylinder arrangement, is
essentially a CI (Compression Ignition) engine.

V.PART.3 ENGINE COMPONENTS:

• Bore - The term "bore" refers to the piston's diameter.
• Flywheel - One of the most important parts of the engine is the flywheel, which receives
power from the crankshaft and keeps it turning even when no power is being delivered.
• Crankshaft - Another crucial part of an engine is the crankshaft, which is essentially a
shaft with one or more cranks that are coupled or connected to the engine's piston via
connecting rods. The piston's motion of the piston is transformed into rotatory motion by
the crankshaft and connecting rod.
• Piston - A piston is a hollow, closed-end cylinder that transmits power from the
combustion of fuel to the crankshaft through a connecting rod. Pistons move up and down
and transport power to the crankshaft through this rod.
• Carburetor - A carburetor is a part of the fuel system that mixes the right amount of fuel
and air and sends the mixture into the intake manifold through an atomizer, where it is
dispersed into each combustion process.
• Timing Belt - An engine part called a timing belt is a cogged belt that is typically made of
reinforced rubber. To maintain the engine valves opening and closing in time with the
motion of the engine pistons, a timing belt component is used to create a quiet, flexible
link between the camshaft and crankshaft.
• Spark plug - A spark plug is an element of an engine that ignites the combustion
chamber's air-fuel mixture and dissipates heat.
V.PART.4 FOUR STROKE DIESEL ENGINE:
The four strokes of a four-stroke diesel engine are as follows:
➢ Intake Stroke - This
piston stroke, also
known as induction or
suction, starts at top
dead center (T.D.C.)
and concludes at
bottom dead center
(B.D.C.). The intake
valve must be open
during this stroke when
the piston forces a fuel-
air combination into the
cylinder by creating
vacuum pressure
inside the cylinder as it
descends. Air is drawn in by the downward action against the piston, which causes it to
descend.
➢ Compression Stroke - The piston compresses the air-fuel mixture during this stroke to
prepare it for ignition during the power stroke. This stroke starts at B.D.C., or immediately
after the conclusion of the suction stroke, and ends at T.D.C. (below). During this phase,
the intake and exhaust valves are both closed.
➢ Exhaust Stroke - Also known as the exhaust stroke, the piston once more moves from
BDC to TDC with the exhaust valve open during the exhaust stroke. Through the exhaust
valve, the used air-fuel mixture is released in this motion.

VI. OBSERVATIONS AND CALCULATIONS:

At 900rpm

HEAT SUPPLIED:
Lower calorific value of fuel = Qnet, v = 44200 kJ / kg
Vf = 25ml = 25 x 10-6 m3
Vf = Vf / t
ṁf = Vf x ρf (ρf = 778 kg/m3)
H.S = ṁf x L.C.V = 21.75 kW

BRAKE POWER:
V – voltage
I – current
B.P – VI/Efficiency = 1.37Kw

HEAT SUPPLIED TO THE COOLING WATER:

Qw = ṁw x Cw x ∆T
Cw = Specific heat capacity of water = 4.2 kJ/kg.K
∆T = Temperature of the coolant leaving the engine – Temperature of the coolant of the
entering the
engine.
Qw = 0.497 Kw

HEAT ENERGY IN EXHAUST GASES:

QEG = ṁEG x CEG x ∆TEG
Mass flow rate of exhaust gases = mass flow rate of fuel + mass flow rate of air
ṁEG = ṁf + ṁa
Mass flow rate of air = ṁa = V
Va x Pa (Pa = 1.2 kg/m3)

Volume flow rate of air = V

a = 𝑁×𝐴×𝐿×𝑛/120
A = Area of piston = 𝜋/4d2
L = Length of stroke
N = Speed
n = no. of cylinders
CEG = 0.88 kJ/kg.K
QEG = 1.995 kW

UNACCOUNTED LOSSES:
QUN = 17.88 kW

At 950rpm

HEAT SUPPLIED:
H.S = 26.43 kW

BRAKE POWER:
B.P = 3.61 kW

HEAT SUPPLIED TO THE COOLING WATER:

Qw = 1.823 kW

HEAT ENERGY IN THE EXHAUST GASES:

QEG = 2.588 kW

UNACCOUNTED LOSSES:
QUN = 18.409 kW

At 1000rpm
HEAT SUPPLIED:
H.S = 32.79 kW

BRAKE POWER:
B.P = 7.7 kW

HEAT SUPPIED TO THE COOLING WATER:

QW = 2.465 kW

HEAT ENERGY IN THE EXHAUST GASES:

QEG = 3.741 kW
UNACCOUNTED LOSSES:
QUN = 18.864 kW

At 1050rpm

HEAT SUPPLIED:
H.S = 38.9 kW

BRAKE POWER:
B.P = 10.65 kW

HEAT SUPPLIED TO THE COOLING WATER:

QW = 4.143 kW

HEAT ENERGY IN THE EXHAUST GASES:

QEG = 4.974 kW

UNACCOUNTED LOSSES:
QUN = 19.133 kW

For 900rpm
For 950rpm

For 1000rpm

For 1050rpm
VII. DISCUSSION:
It is observed that as the engine's RPM rises, heat losses begin to grow because, as the
piston's speed or the crankshaft's revolutions per minute rise, more power is produced. In
addition, as friction between the piston and the cylinder walls increases, more heat is
produced.

• Braking power also rises with an increase in RPM (the maximum power available at the
crankshaft).

• It has also been noted that the water's mass flow rate is stable. • Voltage and current
increases were also noted when RPM increased.

• The heat supplied varied depending on the RPM.

VIII. CONCLUSION:
In combustion engine, converting fuel energy into useful work entails a number of losses.
These include heat losses from the engine and through the exhaust gas, friction losses in the
engine, and chemical energy losses in pollutants. As a result, the combustion,
thermodynamic, gas exchange, and mechanical efficiency of the engine all contribute to its
overall brake thermal efficiency. The second law of thermodynamics states that only a portion
of the energy generated during combustion may be used to do productive work. The
thermodynamic efficiency, which is dependent on the specifics of the cycle being utilized to
convert heat to work, accounts for this portion. Diesel cycle calculations are typically used to
calculate the upper limit of thermodynamic efficiency for internal combustion engines. Any
combustion energy that is not used to produce mechanical work is lost as heat, either through
the combustion chamber surfaces or through the release of hot exhaust gases into the
atmosphere. The total work produced by the combustion of the fuel is represented by the
gross indicated efficiency, which is equal to the product of thermodynamic efficiency and
combustion efficiency.

REFERENCES:
1. Ruston Diesel Engine Heat Balance Sheet Illustration:
https://www.studocu.com/row/document/university-of-engineering-and-technology-
lahore/engineering-statics/experiment-1/6428102
2. Flywheels:
https://en.wikipedia.org/wiki/Flywheels.
3. Timing bell:
https://en.wikipedia.org/wiki/Timingbell
4. Intake Stroke:
https://www.quora.com/Intake