ICICE-7 Behravan

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Exergy analysis and experimental investigationon exhaust sound level in a DI Diesel engine

CONFERENCE PAPER · JANUARY 2011

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4 AUTH ORS , INCLUDING:

Mohammad Hatami

Unemployed

106 PUBLICATIONS 1,172 CITATIONS

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Ali Behravan

Ferdowsi University Of Mashhad

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https://www.researchgate.net/profile/Mohammad_Hatami4?enrichId=rgreq-a1834ead-07bf-41a4-875d-cef7a2da2412&enrichSource=Y292ZXJQYWdlOzI3NDU4NDI1NztBUzoyODcwMDY2MzE0NDg1NzZAMTQ0NTQzOTEyMTI1MA%3D%3D&el=1_x_4https://www.researchgate.net/profile/Mohammad_Hatami4?enrichId=rgreq-a1834ead-07bf-41a4-875d-cef7a2da2412&enrichSource=Y292ZXJQYWdlOzI3NDU4NDI1NztBUzoyODcwMDY2MzE0NDg1NzZAMTQ0NTQzOTEyMTI1MA%3D%3D&el=1_x_5https://www.researchgate.net/profile/Ali_Behravan2?enrichId=rgreq-a1834ead-07bf-41a4-875d-cef7a2da2412&enrichSource=Y292ZXJQYWdlOzI3NDU4NDI1NztBUzoyODcwMDY2MzE0NDg1NzZAMTQ0NTQzOTEyMTI1MA%3D%3D&el=1_x_5https://www.researchgate.net/profile/Ali_Behravan2?enrichId=rgreq-a1834ead-07bf-41a4-875d-cef7a2da2412&enrichSource=Y292ZXJQYWdlOzI3NDU4NDI1NztBUzoyODcwMDY2MzE0NDg1NzZAMTQ0NTQzOTEyMTI1MA%3D%3D&el=1_x_7https://www.researchgate.net/institution/Ferdowsi_University_Of_Mashhad?enrichId=rgreq-a1834ead-07bf-41a4-875d-cef7a2da2412&enrichSource=Y292ZXJQYWdlOzI3NDU4NDI1NztBUzoyODcwMDY2MzE0NDg1NzZAMTQ0NTQzOTEyMTI1MA%3D%3D&el=1_x_6https://www.researchgate.net/profile/Ali_Behravan2?enrichId=rgreq-a1834ead-07bf-41a4-875d-cef7a2da2412&enrichSource=Y292ZXJQYWdlOzI3NDU4NDI1NztBUzoyODcwMDY2MzE0NDg1NzZAMTQ0NTQzOTEyMTI1MA%3D%3D&el=1_x_5https://www.researchgate.net/profile/Ali_Behravan2?enrichId=rgreq-a1834ead-07bf-41a4-875d-cef7a2da2412&enrichSource=Y292ZXJQYWdlOzI3NDU4NDI1NztBUzoyODcwMDY2MzE0NDg1NzZAMTQ0NTQzOTEyMTI1MA%3D%3D&el=1_x_4https://www.researchgate.net/profile/Mohammad_Hatami4?enrichId=rgreq-a1834ead-07bf-41a4-875d-cef7a2da2412&enrichSource=Y292ZXJQYWdlOzI3NDU4NDI1NztBUzoyODcwMDY2MzE0NDg1NzZAMTQ0NTQzOTEyMTI1MA%3D%3D&el=1_x_7https://www.researchgate.net/profile/Mohammad_Hatami4?enrichId=rgreq-a1834ead-07bf-41a4-875d-cef7a2da2412&enrichSource=Y292ZXJQYWdlOzI3NDU4NDI1NztBUzoyODcwMDY2MzE0NDg1NzZAMTQ0NTQzOTEyMTI1MA%3D%3D&el=1_x_5https://www.researchgate.net/profile/Mohammad_Hatami4?enrichId=rgreq-a1834ead-07bf-41a4-875d-cef7a2da2412&enrichSource=Y292ZXJQYWdlOzI3NDU4NDI1NztBUzoyODcwMDY2MzE0NDg1NzZAMTQ0NTQzOTEyMTI1MA%3D%3D&el=1_x_4https://www.researchgate.net/?enrichId=rgreq-a1834ead-07bf-41a4-875d-cef7a2da2412&enrichSource=Y292ZXJQYWdlOzI3NDU4NDI1NztBUzoyODcwMDY2MzE0NDg1NzZAMTQ0NTQzOTEyMTI1MA%3D%3D&el=1_x_1https://www.researchgate.net/publication/274584257_Exergy_analysis_and_experimental_investigation_on_exhaust_sound_level_in_a_DI_Diesel_engine?enrichId=rgreq-a1834ead-07bf-41a4-875d-cef7a2da2412&enrichSource=Y292ZXJQYWdlOzI3NDU4NDI1NztBUzoyODcwMDY2MzE0NDg1NzZAMTQ0NTQzOTEyMTI1MA%3D%3D&el=1_x_3https://www.researchgate.net/publication/274584257_Exergy_analysis_and_experimental_investigation_on_exhaust_sound_level_in_a_DI_Diesel_engine?enrichId=rgreq-a1834ead-07bf-41a4-875d-cef7a2da2412&enrichSource=Y292ZXJQYWdlOzI3NDU4NDI1NztBUzoyODcwMDY2MzE0NDg1NzZAMTQ0NTQzOTEyMTI1MA%3D%3D&el=1_x_2


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Note: >>This is draft version of our paper submi tted and acceptedfor 7 th I nternational Conference on I nternal Combustion Engines,

ICICE-7, www.ir anengine.com/index.php?slc_lang=eng& sid=1


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1. Introduction:

The importance of waste energy reused like heat with heat recovery, with using thenonrenewable resources as combustion fuel, is manifest. The amount of recovered heat could beconsiderable.

V. Pandiyarajan et al. [1] experimentally studied heat recovery of finned shell and tube heatexchanger and storage of excess heat with using a thermal energy storage tank. Pertti Kauranen

et al. [2] studied diesel engine heating up at subzero temperatures where the average speed is lowand the drive cycle includes much idling. Feng Yang et al. [3] studied heat recovery of heat pipeexhaust heat exchanger for heating up the automobile room. Seokhwan Lee and Choongsik Bae[4] designed an exhaust heat exchanger between the exhaust manifold and the inlet of catalyticconverter to reduce the exhaust temperature with using a Design of Experiments (DOF)technique.

Noise pollution is increasing in the populated and industrial cities. This environmental pollutionhas vital importance in human life, so using suitable mufflers in the automobiles and factoriescan cause a substantial reduction in noise pollution. The car manufacturers are confined to designthe instruments for decreasing the engines noise level and other elements that cause noise

pollution [5]. Mufflers (silencers in British English) are widely used to reduce the exhaustdischarge noise. There are two basic types of mufflers: reactive and dissipative. [6] ,[7] and[8]Dissipative mufflers are widely used to attenuate broadband noise emanating from fluid moving

devices such as internal combustion engines and fans. The mufflers vary considerably in size andshape according to their applications, for example automotive exhaust mufflers are relativelysmall whereas many HAVC applications require much larger mufflers. [9] and [10]

http://www.sciencedirect.com/science?_ob=ArticleURL&_udi=B6WM3-4H3JJF7-2&_user=1937058&_coverDate=04%2F25%2F2006&_alid=592890406&_rdoc=2&_fmt=full&_orig=search&_cdi=6923&_sort=d&_docanchor=&view=c&_ct=50&_acct=C000055464&_version=1&_urlVersion=0&_userid=1937058&md5=2863ac2acd7bd52b65bd1d66a0aeeb70#bib1#bib1http://www.sciencedirect.com/science?_ob=ArticleURL&_udi=B6WM3-4H3JJF7-2&_user=1937058&_coverDate=04%2F25%2F2006&_alid=592890406&_rdoc=2&_fmt=full&_orig=search&_cdi=6923&_sort=d&_docanchor=&view=c&_ct=50&_acct=C000055464&_version=1&_urlVersion=0&_userid=1937058&md5=2863ac2acd7bd52b65bd1d66a0aeeb70#bib1#bib1http://www.sciencedirect.com/science?_ob=ArticleURL&_udi=B6WM3-4H3JJF7-2&_user=1937058&_coverDate=04%2F25%2F2006&_alid=592890406&_rdoc=2&_fmt=full&_orig=search&_cdi=6923&_sort=d&_docanchor=&view=c&_ct=50&_acct=C000055464&_version=1&_urlVersion=0&_userid=1937058&md5=2863ac2acd7bd52b65bd1d66a0aeeb70#bib1#bib1http://www.sciencedirect.com/science?_ob=ArticleURL&_udi=B6WM3-4H3JJF7-2&_user=1937058&_coverDate=04%2F25%2F2006&_alid=592890406&_rdoc=2&_fmt=full&_orig=search&_cdi=6923&_sort=d&_docanchor=&view=c&_ct=50&_acct=C000055464&_version=1&_urlVersion=0&_userid=1937058&md5=2863ac2acd7bd52b65bd1d66a0aeeb70#bib1#bib1http://www.sciencedirect.com/science?_ob=ArticleURL&_udi=B6WM3-4H3JJF7-2&_user=1937058&_coverDate=04%2F25%2F2006&_alid=592890406&_rdoc=2&_fmt=full&_orig=search&_cdi=6923&_sort=d&_docanchor=&view=c&_ct=50&_acct=C000055464&_version=1&_urlVersion=0&_userid=1937058&md5=2863ac2acd7bd52b65bd1d66a0aeeb70#bib1#bib1


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theoretical predictions. R. J. Alfredson and P. O. A. L. Davies [17] investigated performance ofthe muffler components and compared it with one-dimentional linearized theory.

Muffler in the path of exhaust gas creates back pressure to the engine that causes an increasein the pumping friction in the engine [18]. The most important acoustic property of a muffler isits transmission loss which is defined as the difference between the output and input noiseamplitude for a given frequency [19].

Exergy is a method for estimating the available work losses, using the second law ofthermodynamics, which is known as availability analysis. [20], [21] and [22]

Exergy analysis is a combination of the first and second law of thermodynamics which allows

finding the amount of available work output losses, location and its reason, for the losses [23]. In order to estimate the system efficiency, considerations of processes in the system and itsoutside, for calculating the work potential losses are necessary. Only in this condition the systemefficiency can be calculated [24].

In this experimental research work a muffler with a heat exchanger with water as coolant fluidis employed, in order to estimate the different kinds of irreversibility such as total irreversibility,

irreversibility of heat transfer and internal irreversibility, using exergy analysis in the mufflerwith or without heat exchanger at various engine operating conditions, in each state, the externalnoise intensity of muffler is measured. And also, the advantages of using muffler cooler from

https://www.researchgate.net/publication/223166147_Performance_of_exhaust_silencer_components?el=1_x_8&enrichId=rgreq-a1834ead-07bf-41a4-875d-cef7a2da2412&enrichSource=Y292ZXJQYWdlOzI3NDU4NDI1NztBUzoyODcwMDY2MzE0NDg1NzZAMTQ0NTQzOTEyMTI1MA==https://www.researchgate.net/publication/238946744_Design_of_an_acoustic_enclosure_with_duct_silencers_for_the_heavy_duty_diesel_engine_generator_set?el=1_x_8&enrichId=rgreq-a1834ead-07bf-41a4-875d-cef7a2da2412&enrichSource=Y292ZXJQYWdlOzI3NDU4NDI1NztBUzoyODcwMDY2MzE0NDg1NzZAMTQ0NTQzOTEyMTI1MA==https://www.researchgate.net/publication/49399490_A_point_collocation_approach_to_modelling_large_dissipative_silencers?el=1_x_8&enrichId=rgreq-a1834ead-07bf-41a4-875d-cef7a2da2412&enrichSource=Y292ZXJQYWdlOzI3NDU4NDI1NztBUzoyODcwMDY2MzE0NDg1NzZAMTQ0NTQzOTEyMTI1MA==https://www.researchgate.net/publication/222848226_Energy_exergy_and_emergy_analysis_of_using_straw_as_fuel_in_district_heating_plants?el=1_x_8&enrichId=rgreq-a1834ead-07bf-41a4-875d-cef7a2da2412&enrichSource=Y292ZXJQYWdlOzI3NDU4NDI1NztBUzoyODcwMDY2MzE0NDg1NzZAMTQ0NTQzOTEyMTI1MA==https://www.researchgate.net/publication/223739030_Investigation_of_heat_transfer_and_exergy_loss_in_oscillating_circular_pipes?el=1_x_8&enrichId=rgreq-a1834ead-07bf-41a4-875d-cef7a2da2412&enrichSource=Y292ZXJQYWdlOzI3NDU4NDI1NztBUzoyODcwMDY2MzE0NDg1NzZAMTQ0NTQzOTEyMTI1MA==https://www.researchgate.net/publication/245465118_Clarifying_thermodynamic_efficiencies_and_losses_via_exergy1?el=1_x_8&enrichId=rgreq-a1834ead-07bf-41a4-875d-cef7a2da2412&enrichSource=Y292ZXJQYWdlOzI3NDU4NDI1NztBUzoyODcwMDY2MzE0NDg1NzZAMTQ0NTQzOTEyMTI1MA==https://www.researchgate.net/publication/245465118_Clarifying_thermodynamic_efficiencies_and_losses_via_exergy1?el=1_x_8&enrichId=rgreq-a1834ead-07bf-41a4-875d-cef7a2da2412&enrichSource=Y292ZXJQYWdlOzI3NDU4NDI1NztBUzoyODcwMDY2MzE0NDg1NzZAMTQ0NTQzOTEyMTI1MA==https://www.researchgate.net/publication/223739030_Investigation_of_heat_transfer_and_exergy_loss_in_oscillating_circular_pipes?el=1_x_8&enrichId=rgreq-a1834ead-07bf-41a4-875d-cef7a2da2412&enrichSource=Y292ZXJQYWdlOzI3NDU4NDI1NztBUzoyODcwMDY2MzE0NDg1NzZAMTQ0NTQzOTEyMTI1MA==https://www.researchgate.net/publication/222848226_Energy_exergy_and_emergy_analysis_of_using_straw_as_fuel_in_district_heating_plants?el=1_x_8&enrichId=rgreq-a1834ead-07bf-41a4-875d-cef7a2da2412&enrichSource=Y292ZXJQYWdlOzI3NDU4NDI1NztBUzoyODcwMDY2MzE0NDg1NzZAMTQ0NTQzOTEyMTI1MA==https://www.researchgate.net/publication/49399490_A_point_collocation_approach_to_modelling_large_dissipative_silencers?el=1_x_8&enrichId=rgreq-a1834ead-07bf-41a4-875d-cef7a2da2412&enrichSource=Y292ZXJQYWdlOzI3NDU4NDI1NztBUzoyODcwMDY2MzE0NDg1NzZAMTQ0NTQzOTEyMTI1MA==https://www.researchgate.net/publication/238946744_Design_of_an_acoustic_enclosure_with_duct_silencers_for_the_heavy_duty_diesel_engine_generator_set?el=1_x_8&enrichId=rgreq-a1834ead-07bf-41a4-875d-cef7a2da2412&enrichSource=Y292ZXJQYWdlOzI3NDU4NDI1NztBUzoyODcwMDY2MzE0NDg1NzZAMTQ0NTQzOTEyMTI1MA==https://www.researchgate.net/publication/223166147_Performance_of_exhaust_silencer_components?el=1_x_8&enrichId=rgreq-a1834ead-07bf-41a4-875d-cef7a2da2412&enrichSource=Y292ZXJQYWdlOzI3NDU4NDI1NztBUzoyODcwMDY2MzE0NDg1NzZAMTQ0NTQzOTEyMTI1MA==


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different point of views are investigated, first one is exergy analysis and another is the amount ofmuffler sound. Results depict that the amount of engine exhaust sound with using muffler cooleris decreased and some exergy could be recovered and the amount of bsfc would be decreased.Schematic of turbocharged OM314 DIMLER diesel engine is shown in figure 1.


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Since 0 j TT , therefore:

0)1()1(0

00

T T

QT T

Q j

QΦ (3)

The work of control volume is zero so:

0W act (4)

Substituting the equations (2), (3) and (4) into (1) the exergy equation will be:

total i i e e I m m

3 1 2 43 1 2 4 3 4 1 2( ) ( )water exhm m m m m m (5)

exh a f m m m

(6)

Also, we have:

0 e eh T S K P (7)

Kinetic and potential energy change is negligible and thus equation (6) becomes:

0h T S (8)

water h and water S is produced from thermo dynamical tables with using the temperature and

pressure of inlet and outlet water measured in lab.

To calculate the enthalpy changes ( exh e ih h h ) between the two side of the muffler,


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( )down down

up up

T T

exh e i down up pT T

h h h h h dh C dT

3 2 2 5 3 3

9 4 4

1[28.11( ) 0.9835 10 ( ) 0.16 10 ( )28.9

0.49 10 ( )]

down up down up down up down up

down up

h h T T T T T T T T

(12)

For calculating entropy changes in the muffler (Fig.2), the combustion products are consideredwith variable specific heat. Therefore:

( )

down down

up up

T T p down

exhupT T

C dT pS ds RLnT p

2

5 32 2 9 3

1 [28.11 0.1967 10 ( )28.9

0.2401 ) 0.655 10 ( )]10 ( ( )

downdown up

up

downdown up

updown up

T Ln T T

T

pT T RLnT T

p

(13)

Where:

From equations (9) to (13), the total irreversibility can be obtained as:

3 2 20

5 3 3 9 4 4 20

1[( ) ( )] [( [28.11( ) 0.9835 10 ( )

28.9

10.16 10 ( ) 0.49 10 ( )]) ( [28.11 0.1967 10 ( )28.9

0

total exh i e i e exh down up down up

downdown up down up down up

up

I m h h T s s m T T T T

T T T T T T Ln T T T

5 2 2 9 3 3.2401 10 ( ) 0.655 10 ( )] ( ))]downdown up down up

pT T T T RLn

p


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j

jQ T

Q (17)

For calculating jQ , the heat transfer from muffler to environment should be obtained. Wehave:

up

down

T

j j exh pT

Q Q d h m C dT

(18)

Also the heat transfer from muffler to ambient is:

0 0

up

down

T

j exh p jT

Q Q m c dT and T T

(19)

From equations (17) and (19):

0

0 0

1up up up

down down down

T T T j exh p

Q exh p j T T T

Q m C dT QQm C dT

T T T T T

(20)

Calculating the above equation by using equation (16), the irreversibility due to the heattransfer is:

0 0

up upT T exh p

Q Q exh p

m C dT I T T m C dT

T


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reason, corrected volumetric efficiency factor and corrected brake power factor is defined asfollowing equations. Corrected brake power factor is calculated by the following calculation.

asbs sd m f

sbm m vmam

P pm T C T P p pm

(23)

With assumptions 736.6 sd P mmHg and 29.4 sT C corrected brake power factor is calculated

and the amount of bs P is defined as follow.

. (2 )bs f bm f

P C P C N (24)

Brake specific fuel consumption (bsfc) in internal combustion engines is defined as the ratio offuel flow rate in time to engine brake power. Brake specific fuel consumption is calculated byfollowing calculation.

2 recovered exergy from water

f f

b

m mbsfc

P N

.

g kW h (25)

3. Experimental techniques and apparatus

In order to measure irreversibility in the muffler and its relation to the exhaust noise intensity,the following experimental apparatus were set up (Fig.3), the real picture of turbochargedOM314 DIMLER diesel engine is shown (Fig.1) and the specifications of this research engine

was employed for the test procedure are shown in Table 1.

A digital decibel meter was used for measuring intensity of sound and it was made by Lutroncompany with working range of 35-130 dB and error range of 0 1 dB In order to measure


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and the relative humidity of the ambient, the engine speed, engine coolant water temperature, theoil pressure, the engine torque, the inlet and outlet temperature of the muffler, inlet and outlet

pressure of muffler, inlet and outlet temperature of water in the heat exchanger, mass flow rate ofwater in the heat exchanger). Then, the water flow was blocked and drained from the water

jacket until the muffler reached SSSF and the previous parameters were measured.

4. Results analysis

Temperature and pressure drop in the muffler (fig4-6)

Figs. 4 and 5 show the variation of muffler inlet and outlet temperature against engine speedsrespectively. As Fig. 4 shows there was no difference between inlet temperatures of muffler withusing the heat recovery compared with without heat recovery.

In figure 5, the relationship between temperature and engine speed can be seen; the number ofcycles increased when the engine speed increased and it makes greater exhaust flow rate causinggreater muffler temperature. As figure shown with increasing the engine torque the mufflertemperature also increase due to more fuel burned in a single cycle at constant engine speed. Fig.5 also presented that with using the heat recovery the outlet temperature reduced about 15%comparing without heat exchanger. It means that the effect of heat exchanger increased. Figure6, illustrates pressure difference between inlet and outlet exhaust flow. Because of heat transferfrom the exhaust flow to the water in the energy recovery system, the outlet temperature ofexhaust flow reduced, this makes the outlet pressure was a little lower with using heat exchanger.

Sound and Irreversibility (fig7-12)

In figure 7, the relationship between sound level and engine speed can be seen and with usingheat exchanger the sound level decreased. These are the advantages of using heat exchanger. Infigure 8, the percentage of sound reduction because of using heat exchanger at different torques

d i d h b h A i b h i f d


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than without using heat exchanger, while, sound level was lower; so, total irreversibility can not be the reason of sound level decrease with using heat exchanger. In figure 12, it can be seen thatsound level decreased because of lower irreversibility of heat transfer with using heat exchanger.

Exergy recovered and bsfc reduction (fig13-19)As mentioned earlier, exergy recovery from water is one of the advantages of heat exchanger andthe amount of this parameter was calculated in equation (5) and results were drawn in figure 13.Temperature increased when engine speed increased, and as a result, exergy recovery from waterincreased. As it can be seen in figure 13, the amount of recovered exergy increased with increasein engine speed and torque; while mean, the amount of recovered exergy decreased at 1200 rpm

to 1400 rpm because of constant temperature of exhaust when there is heat exchanger. (Fig. 5)With constant temperature and on the increase engine speed, the time for heat transfer comesdown and it makes less recovered exergy. Also, inconsistent water flow rate has some effect onresults.

In figure 14, according to equation (22), the efficiency of second law for different torques andspeed ranges was drawn. It can be seen that efficiency of second law was independent from

torque over 1400 rpm and it was related to speed increased between 5 to 15%.In figure 15, the relationship between amount of bsfc and speed for different torques for with andwithout using heat exchanger state was drawn which there is no differences between these twostates because the recovered exergy was unused. On the other hand, the amount of bsfc increasedwith increasing speed because of increasing the number of cycles and the amount of inlet airflow. In figure 16, the percentage of bsfc reduction for usable recovered exergy state at threedifferent torques has been shown. It is evident that the percentage of bsfc reduction is about 10%.

It has been seen previously in figure 14 that the second law efficiency is irrespective of torqueand is only related to engine speed and approximate equation of the third order for various


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most contribution in the reduction of sound level. So it seems that the muffler cooling can be amethod for sound reduction. In this research the reduction of brake specific fuel consumption(bsfc) in the case of using the exhaust exergy recovery have also been studied. The results shownot only the sound decreased a little with muffler cooling but also the bsfc reduced about 10%.

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[12] Faezian A, Modarres Razavi MR, Onorati A. N-Junction modeling in perforate mufflers forinternal combustion engines, Accepted for publishing in Iranian-Scientia Journal, SharifUniversity of technology ;2004.

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[18] Hyeon-Don Ju, Shi-Bok Lee, Weui-Bong Jeong, Byung-Hoon Lee. Design of an acousticenclosure with duct mufflers for the heavy duty diesel engine generator set, Applied Acoustics, April 2004:441-455.

[19] Kirby R, Lawrie JB. A point collocation approach to modeling large dissipative mufflers,Journal of Sound and Vibration ,2005;286:313-339.

[20] Nilsson D. Energy, Exergy and Energy analysis of using straw as fuel in district heating plants, Biomass and Bioenergy, Vol. 13, 1997:3-73.[21] Ghazikhani M, Takdehghan H, Moosavi Shayegh A. Exergy analysis of Gas Turbine Air-

Bottoming Combined Cycle for Different Enviromental Air Temprature, The 3rd InternationalEnergy, Exergy and Environmental Symposium, 1-5 July 2007, Univercity of Evora, Portugal;2007.

http://www.sciencedirect.com/science?_ob=ArticleURL&_udi=B6WM3-4DTKX9B-5&_user=1937058&_coverDate=05%2F06%2F2005&_alid=592890406&_rdoc=5&_fmt=full&_orig=search&_cdi=6923&_sort=d&_docanchor=&view=c&_ct=50&_acct=C000055464&_version=1&_urlVersion=0&_userid=1937058&md5=ec58a83d03963d717adf5352066b0062#bbib1#bbib1http://www.sciencedirect.com/science/journal/0003682Xhttp://www.sciencedirect.com/science/journal/0003682Xhttp://www.sciencedirect.com/science?_ob=ArticleURL&_udi=B6WM3-4DTKX9B-5&_user=1937058&_coverDate=05%2F06%2F2005&_alid=592890406&_rdoc=5&_fmt=full&_orig=search&_cdi=6923&_sort=d&_docanchor=&view=c&_ct=50&_acct=C000055464&_version=1&_urlVersion=0&_userid=1937058&md5=ec58a83d03963d717adf5352066b0062#bbib1#bbib1


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Fig. 1. Schematic of DIMLER DI diesel engine (OM314)


15/25

Fig. 3. Experimental apparatus

?

Fig. 4 Exhaust inlet temperature versus engine speed with and without exhaust energy recovery


16/25

Engine Speed (rpm)

E x h a u s t T e m p e r a t u r e ( C )

1200 1400 1600 1800 2000

80

100

120

140

160

180

200T= 20 N.m with heat exchanger T= 20 N.m without heat exchanger T= 60 N.m with heat exchanger T= 60 N.m without heat exchanger T= 100 N.m with heat exchanger T=100N.m without heat exchanger

Fig. 5 Exhaust outlet temperature versus engine speed with and without exhaust energy recovery

c e ( m m . H

g )

10

15 T=20 N.m with heat exchanger T=60 N.m with heat exchanger T=100 N.m with heat exchanger

T=20 N.m without heat exchanger T=60 N.m without heat exchanger T=100 N.m without heat exchanger


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Engine Speed (rpm)

S o u n d l e v e l ( d B )

1200 1400 1600 1800 2000

118

120

122

124

126

128 T=20 N.m with heat exchanger T=60 N.m with heat exchanger T=100 N.m with heat exchanger T=20 N.m without heat exchanger

T=60 N.m without heat exchanger T=100 without heat exchanger

Fig. 7 Relation between exhaust sound level with engine speed with and without exhaust energy recovery

( % )

1.4

1.6

1.8

2 T=20 N.mT=40 N.mT=60 N.mT=80 N.mT=100 N.m

x#


18/25

Engine Speed (rpm)

T o t a l i r r e v e r s i b i l i t y ( W )

1200 1400 1600 1800 20000

200

400

600

800

1000 T=20 N.m with heat exchanger T=60 N.m with heat exchanger T=100 N.m with heat exchanger T=20 N.m without heat exchanger T=60 N.m without heat exchanger T=100 N.m without heat exchanger

Fig. 9 Total irreversibility in muffler versus engine speed with and without exhaust energy recovery

600

800 T=20 N.m with heat exchanger T=60 N.m with heat exchanger T=100 N.m with heat exchanger T=20 N.m without heat exchanger

T=60 N.m without heat exchanger T=100 N.m without heat exchanger


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x

x

x

x

x

##

#

#

#

Total Irreversibility (W)

S o u n d l e v e l ( d B )

0 200 400 600 800 1000 1200

118

120

122

124

126

128

130 T=20 N.m with heat exchanger T=40 N.m with heat exchanger T=60 N.m with heat exchanger T=80 N.m with heat exchanger T=100 N.m with heat exchanger

x

#

Fig. 11 Relation between exhaust sound level with total irreversibility with and without exhaust energy recovery

B )

128

130

132 T=20 N.m with heat exchanger T=60 N.m with heat exchanger T=100 N.m with heat exchanger T=20 N.m without heat exchanger T=60 N.m without heat exchanger T=100 N.m without heat exchanger


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xx x

x

x#

# #

#

#

Engine Speed (rpm)

R e g e n e r a t e d E x e r g y f r o m w a t e r ( W )

1200 1400 1600 1800 20000

50

100

150

200

250 T=20 N.m with heat exchanger T=40 N.m with heat exchanger T=60 N.m with heat exchanger T=80 N.m with heat exchanger

T=100 N.m with heat exchanger

x#

Fig. 13 Experimental recovered exergy from water with using heat exchanger

n c y ( % )

30

35

40

45 T=20 N.m with heat exchanger T=40 N.m with heat exchanger T=60 N.m with heat exchanger T=80 N.m with heat exchanger T=100 N.m with heat exchanger

x#


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Engine Speed (rpm)

b s f c ( g / k W h )

1200 1400 1600 1800 20000

200

400

600

800

1000

T=20 N.m with using recovered exergy from water T=60 N.m with using recovered exergy from water T=100 N.m with using recovered exergy from water T=20 N.m without using recovered exergy from water T=60 N.m without using recovered exergy from water T=100 N.m without using recovered exergy from water

Fig. 15 Bsfc versus engine speed with and without using recovered exergy

( % )

20

25T=20 N.mT=60 N.mT=100 N.m


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x

x x

x

x

#

# #

#

#

Engine Speed (rpm)

R e g e n e r a t e d E x e r g y f r o m w a t e r ( W )

1200 1400 1600 1800 20000

50

100

150

200

250

300

350

400

450

500 T=20 N.m with heat exchanger T=40 N.m with heat exchanger T=60 N.m with heat exchanger T=80 N.m with heat exchanger

T=100 N.m with heat exchanger

x#

Fig. 17 Maximum theoretical exergy which can be recovered from water with using heatexchanger

800

1000

T=20 N.m with using recovered exergy from water T=60 N.m with using recovered exergy from water T=100 N.m with using recovered exergy from water T=20 N.m without using recovered exergy from water T=60 N.m without using recovered exergy from water T=100 N.m without using recovered exergy from water


23/25

Engine Speed (rpm)

b s f c r e d u c t i o n ( % )

1200 1400 1600 1800 2000

5

10

15

20

25 T=20 N.mT=60 N.mT=100 N.m

Fig. 19 Percentage of bsfc reduction versus engine speed with using maximum theoretical exergy can berecovered from water

Table 1. Specifications of Diesel engine OM314

Engine specificationEngine type 4 stroke diesel engine

Number of cylinder 4Combustion chamber Direct injectionBore × stroke (mm) 97 × 128


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23

Table 2. Sample of measured and calculated data

Speed(rpm)

Torque(N.m)

Inletwatertemp. (C)

Outletwatertemp. (C)

Water massflow rate(kg/s)

Regeneratedexergy fromwater (W)

Inlet exhausttemp. tomuffler (C)

Outlet exhausttemp. frommuffler (C)

Exhaustmass flowrate(kg/s)

TotalIrreversibility(W)

secondlawefficiency(%)

Soundlevel(dB)

MaximumRegeneratedexergy fromwater (W)

1200

With heat exchanger 20 22 26 0.050 16.59 105.02 77.7 0.0365 190.66 8.006 118 74.82

40 22 26 0.029 45.25 121.38 89.5 0.037 236.32 15.99 118.9 103.97

60 22 33 0.020 65.01 121.38 103.2 0.0376 110.99 36.93 119.5 106.01

80 23 40 0.020 91.78 161.48 118.3 0.0375 406.63 18.41 120 190.75

100 24 38 0.030 109.14 187.44 134.3 0.0381 588.56 15.64 120.7 260.12

1400

20 12 17.5 0.049 14.61 110.6 79.5 0.0421 288.67 4.81 119.9 39.73

40 12 20 0.048 26.66 128.1 94 0.042 358.15 6.93 120.2 54.49

60 13.5 21.5 0.053 38.27 147.8 107.8 0.042 471.08 7.51 120.6 73.61

80 14.5 20 0.101 48.09 169 122 0.043 613.02 7.27 121.6 96.06

100 16 22 0.107 69.74 190.2 136.58 0.043 753.78 8.46 121.4 120.79

1600

20 10 17.5 0.051 15.65 119.4 88.8 0.048 349.69 4.28 122.1 44.14

40 11 19 0.057 26.10 137.5 102.1 0.048 457.39 5.39 122.8 59.84

60 11.5 18 0.087 30.57 155.9 115.05 0.049 590.46 4.92 123.5 77.76

80 13 20 0.086 46.06 173.89 128.5 0.049 713.67 6.06 124.1 97.26

100 14 20 0.116 58.38 193.4 141.5 0.049 890.78 6.15 124.1 120.69

1800

20 12 22 0.043 35.40 129.7 98.35 0.053 423.20 7.71 124 91.20

40 13 22 0.056 45.60 148.3 112.6 0.054 554.24 7.60 124.5 123.22

60 14 23 0.058 54.27 167.72 127.3 0.055 703.69 7.16 125.5 159.76

80 15 26 0.062 88.17 187.7 142.5 0.056 844.31 9.45 125.8 200.88

100 16 28 0.065 117.44 206.6 156.88 0.057 1000.56 10.50 126.2 245.57

2000

20 16.5 29 0.042 85.23 140.02 108.5 0.060 496.45 14.65 126.2 186.01

40 18 27.5 0.058 87.82 159.72 123.8 0.060 648.24 11.93 126.7 243.07

60 18.5 31 0.055 125.01 179.5 139 0.061 790.35 13.65 127.1 309.37

80 19.5 32 0.066 162.19 199.3 153.7 0.062 966.19 14.37 127.2 385.26

100 21 34 0.072 201.09 219.88 168.5 0.063 1166.23 14.70 127.6 467.66


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24

Continued…

Table2.

Speed(rpm)

Torque(N.m)

Bsfc with usingmaximum regeneratedexergy(gr/kw.hr)

Inlet exhausttemp. tomuffler(C)

Outlet exhausttemp. frommuffler(C)

Exhaustmass flowrate(kg/s)

TotalIrreversibility(W)

Soundlevel(dB)

Bsfc(gr/kw.hr)

Bsfcreduction(%)

Soundreduction(%)

1200

With heat exchanger Without heat exchanger comparison

20 553.88 105.5 77.7 0.0366 207.73 118.7 734.77 24.62 0.589722

60 308.09 141.3 117.5 0.0376 258.01 119.9 341.81 9.86 0.333611

100 265.93 188.8 157.5 0.0383 440.47 121.2 313.34 15.13 0.412541

140020 730.81 110.7 95.5 0.0421 182.38 120.3 807.14 9.45 0.332502

60 363.83 148.3 130.1 0.0429 262.94 121.9 399.44 8.91 1.066448

100 293.86 190.4 166.2 0.0430 406.88 123.2 322.03 8.75 1.461039

160020 781.85 119.4 104.5 0.0475 205.91 123.2 830.63 5.87 0.892857

60 371.78 155.8 136.69 0.0486 328.37 124.4 404.40 8.07 0.723473

100 296.67 194.25 169 0.0497 515.21 125.2 325.87 8.96 0.878594

180020 801.30 130.13 116.7 0.0532 235.10 124.8 876.48 8.58 0.641026

60 385.95 169.55 150.5 0.0555 404.60 126.1 429.06 10.04 0.475813

100 301.42 208.1 184.3 0.0572 594.07 126.8 333.85 9.71 0.473186

200020 825.76 140.02 125.8 0.0601 312.36 126.6 926.02 10.82 0.315956

60 396.10 180.4 161.5 0.0624 496.64 127.5 439.62 9.89 0.313725

100 309.69 221.3 196.5 0.0634 739.14 128.1 346.85 10.71 0.39032

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