IPASJ International Journal of Mechanical Engineering (IIJME)

Web Site: http://www.ipasj.org/IIJME/IIJME.htm

Email: editoriijme@ipasj.org
ISSN 2321-6441

A Publisher for Research Motivation........

Volume 4, Issue 3, March 2016

A Crtical Review of Entropy Generation in

Internal Combustion Engine
Dr K. Ashok Reddy
Dept of Mechanical Engineering, MLR Institute of Technology , Dundegal (V) , Hyderabad-43

ABSTRACT
In this paper the entropy generation minimization principals investigated experimentally and developed models on engine
exhaust system published by various authors are presented .

Keywords: entropy, compression ignition and heat transfer.

INTRODUCTION:
Jerzy Kowalski [1] presented in their technical paper ECFM-3Z combustion model analysis in the marine, 4-stroke
diesel engine. The purpose of the modeling was to determine the composition of the exhaust gas. This composition
depends on the composition of the combustible mixture, combustion time and thermodynamic conditions prevailing in
the engine cylinder during the working process. Mentioned parameters are variable in time and space, and therefore
require the use of 3-dimensional model based on the finite volume method, taking into account the fuel injection,
brake-up and evaporation, mixing with air, auto-ignition and combustion. All models presented in the literature are
adapted to the parameters of relatively small engines. Different marine engine parameters require significant
modifications taking into account the heat exchange with the structural elements of the engine, leakage through piston
rings and energy losses by friction. It should also be noted that dimensions of the marine engine require careful
optimization of spatial moving meshes according to computation time and quality of results. Paper presents influence of
mixing time, start of injection and autoignition delay on modeling results of the exhaust gas composition.
E.G. Giakoumis [2] presented in their technical paper in an LHR engine, an increased level of temperatures inside the
cylinder was achieved, resulting from the insulation applied to the walls. The steady-state,LHR engine operation has
been studied so far by applying either first- or second-law balances. Only a few works, however, have treated this
subject during the very important transient operation with the results limited to the engine speed response. To this aim
an experimentally validated transient diesel engine simulation code has been expanded so as to include the second-law
balance. Two common insulators for the engine in hand, i.e. silicon nitride and plasma spray zirconia are studied and
their effect is compared to the nominal non-insulated operation from the first- and second-law perspective. It is
revealed that after a step increase in load, the second-law values unlike the first law ones are heavily impacted by the
insulation scheme applied. Combustion and total engine irreversibilities decrease significantly (up to 23% for the cases
examined) with increasing insulation. Unfortunately, this decrease is not transformed into an increase in the
mechanical work but rather increases the potential for extra work recovery owing to the higher availability content of
the exhaust gas.
Gequn Shu, Mingru Zhao, Hua Tian, Guangdai Huang, Yongzhan Huo [3] presented in their technical paper waste
heat from exhaust gas of diesel engine could be recovered to increase engines efficiency and decrease exhaust
pollution. In this research, an Organic Rankine Cycle (ORC) test bench with thermal oil as heat transfer medium was
set up to recovery the waste heat from a 240kW heavy-duty diesel engine. R123 was chosen for working fluid and
expansion valve was employed temporarily to investigate the properties of waste heat. Experiments have been
conducted to measure the available heat of exhaust gas in the different loads and speeds of engine. The results show the
amount and the quality of waste heat that can be potentially recovered by this test bench during different conditions of
engine, of which the maximum exergy and the potential power ability are 18.53kW, and 9.67kW separately. The
maximum efficiency of exergy and potential power ability are 26.80% and 14.32% separately. Also, with thermal oil
cycle integrated, the transient performance of the ORC test bench was investigated.
Guopeng Yu, Gequn Shu, Hua Tian, Haiqiao Wei, Lina Liu[4] This paper presents a simulation model based on an
actual Organic Rankine Cycle (ORC) bottoming system of a diesel engine. The ORC system is built to recover waste
heat both from engine exhaust gas and jacket water using R245fa as working fluid. Simulations and thermodynamic

Volume 4, Issue 3, March 2016

Page 1

IPASJ International Journal of Mechanical Engineering (IIJME)

A Publisher for Research Motivation........

Volume 4, Issue 3, March 2016

Web Site: http://www.ipasj.org/IIJME/IIJME.htm

Email: editoriijme@ipasj.org
ISSN 2321-6441

analyses are conducted to observe the influence of evaporating pressure and diesel engine (DE) conditions on system
performance. Comprehensive evaluations are carried out on waste heat absorbing, expansion power, system efficiency,
exergy loss and exergy efficiency. The combined system of diesel engine with bottoming ORC (DE-ORC) is finally
investigated. Results indicate that, approximately 75% and 9.5% of waste heat from exhaust gas and from jacket water
respectively can be recovered under the engine conditions ranging from high load to low load. The ORC system
performances well under the rated engine condition with expansion power up to 14.5 kW, recovery efficiency up to
9.2% and exergy efficiency up to 21.7%. Combined with bottoming ORC system, thermal efficiency of diesel engine
can be improved up to 6.1%.
Tianyou Wang, Yajun Zhang, Zhang Jie, Gequn Shu, Zhijun Peng [5] presented in their technical paper the Exhaust
Energy Recovery has been widely pursued for improving the total efficiency and reducing CO2 emissions of internal
combustion engines, the maximum regenerated power from the exhaust energy has been proposed and calculated in
terms of endoreversible cycle. In this paper, based on the experimental data of an EER system installed on a light duty
gasoline engine, the exhaust energy and maximum recoverable energy were analysed, by defining a new parameter of
the recoverable exhaust energy efficiency (the fraction of maximum recoverable exhaust energy in the total fuel energy)
for reflecting the available energy of exhaust energy in all mentioned engine operating conditions. Combining those
experimental and modelling data, results show the engine exhaust gases temperature increases with both of the speed
and load in the overall operating conditions of vehicle, ranging among 400C and 850C. With water as the working
fluid for the EER system, the recoverable exhaust energy efficiency ranges among 5% and 21% under different engine
operating condition and it could be up to 19% in a rather wide load range under general engine operating speed
A.Vamshikrishna Reddy, T.Sharath kumar, D.K.Tharun kumar, B.Dinesh, Y.V.S. Sai santosh,[6] presented in their
technical paper issues related to their GHG emissions such as, carbon dioxide (CO2), methane (CH4), and carbon
monoxide (CO), it has become necessity to look forward the use of renewable or inexhaustible fuels to trim down the
burden on our non-renewable fuels and for resolving the problem of emissions. Biomass, as a renewable energy source,
can either be used directly or converted into other energy products such as biogas. Biogas, a mixture of methane and
carbon dioxide with traces of carbon monoxide, hydrogen sulphite, nascent nitrogen and oxygen, is produced from
organic wastes in biogas plants under anaerobic conditions is used for power generation. For power generation we need
engines. Engines may be of diesel and petrol.Diesel engines contribute an important part of the worlds transportation
and industrial infrastructure, especially in heavy-duty equipment such as trucks, buses, construction and farm
equipments, locomotives, ships etc. However, Biogas does not undergo combustion in compression ignition (CI) engine
when used alone due to their low cetane numbers and high auto-ignition temperatures. Hence, the CI engine of the
dual fuel approach plays a significant role in the efficient utilization of a wide range of gaseous fuels. During a dual
fuel operation, a carbureted air-gas mixture is sucked and compressed like in a conventional diesel engine. The
compressed air-gas mixture is fired by a small liquid fuel injection, pilot, which ignites spontaneously at the end of
compression process. A diesel engine can be converted easily to a dual function engine with minimum modification
with biogas as main fuel and diesel used as pilot fuel contributing 10-20% of total fuel consumption. The main idea of
this work is to carry out energy and exergy analysis of the biogas run dual fuelled diesel engine. The study of this
analysis is done by coupling 1st law and 2nd law of thermodynamics. This gives a clear picture on fuel consumption,
brake thermal efficiency, exergy efficiency and different availabilities with the varying load and compared to the
corresponding diesel values.
H Tian1, J Zhang, X F Xu1, G Q Shu1 and H Q Wei [7] presented in their technical paper diesel engine has multiple
grades of waste heat with different ratios of combustion heat, exhaust is 400 with the ratio of 21% and coolant is
90 with 19%. Few previous publications investigate the recovery of multiple grades waste heat together. In this
paper, a two-stage transcritical combined organic rankine cycle (CORC) is presented and analyzed. In the combined
system, the high and low temperature stages transcritical cycle recover the high grades waste heat, and medium to low
grades waste heat respectively, and being combined efficiently. Meanwhile, the suitable working fluids for high stage
are chosen and analyzed. The cycle parameters, including thermal efficiency (th), net power output (Pnet), energy
efficiency (exg) and global thermal efficiency of DE-CORC(glo) have also been analyzed and optimized. The results
indicate that this combined system could recover all the waste heat with a high recovery ratio (above 90%) and obtain a
maximum power output of 37kW for a DE of 243kW. The global thermal efficiency of DE-CORC can get a max value
of 46.2% compared with 40% for single DE. The results also indicate that all the energy conversion process have a
high exergy efficiency.
Simon Reifarth [8] The reduction of fuel consumption and the reduction of toxic emissions are the main goals of
research and development in the area of internal combustion engines. The use of exhaust gas recirculation (EGR) to
come further in that direction is today an established method for diesel engines. EGR reduces the emissions of nitrogen
oxides with a low penalty in fuel consumption. The increasingly hard regulations on emissions put high pressure on the
manufacturers to improve these systems. The present work aims at increasing the knowledge in the area of EGR. Two
of the main challenges when applying EGR are addressed, efficiency and mixing. The efficiency of the EGR-system is

Volume 4, Issue 3, March 2016

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IPASJ International Journal of Mechanical Engineering (IIJME)

A Publisher for Research Motivation........

Volume 4, Issue 3, March 2016

Web Site: http://www.ipasj.org/IIJME/IIJME.htm

Email: editoriijme@ipasj.org
ISSN 2321-6441

analyzed, focusing on keeping the fuel penalty low for a given EGR-rate. Different layouts of the EGR system are
studied and compared regarding their stationary and transient properties. Exergy analysis is used to show the potential
for improvement in different system components. In the same time, exergy analysis as a tool is introduced and
compared to energy analysis of a system. The usefulness of exergy analysis of the entire gas exchange is shown by the
example of a heavy-duty diesel engine. The problem of EGR and air mixing is approached by a detailed study of the
mixing process in a heavy-duty diesel engine. Different methods for the measurement of EGR distribution are presented
and compared. Additionally, the possibility to predict the mixing effects by 1-D and 3-D simulation is assessed. It is
shown that the mixing between air and EGR is highly dependent on the pulsating nature of the flow. The EGR is
shown to be transported in packets in the air flow. This leads to the conclusion that mixing not only at the mixing
point, but also mixing in flow direction needs to be optimized, as the distribution of EGR between the cylinders is
dependent on the timing between the passage of the EGR packets and the valve opening time
F Ahmed M. Rashad [9] presented in their technical paper, first and second law analyses of a spark ignition engine
was performed. The experimental data were obtained from a study of the effects of injection of bottled hydrogen gas on
spark ignition engine performance that was conducted at the NASA Lewis Research Center in Cleveland, Ohio, in
1977. The tests were performed with two modes of fueling: gasoline mode and gasoline with hydrogen injection mode.
The second law analysis determined the main exergy losses and destructions in the system. The objectives of this study
are to evaluate the effect of hydrogen gas injection on the exergy destruction and exergy loss to the environment and
apply performance assessment parameters. Engine energy and exergy rate balances were determined. For each mode of
operation, energy and exergy efficiencies were calculated and compared to one another. Results indicate that the
addition of hydrogen improved the thermal efficiency of very lean mixtures only ( =0.69). The results of tested
gasoline with hydrogen mode demonstrated different energetic performance than the gasoline mode. Results indicate
that with the hydrogen injection, the engine demonstrated lower exergetic efficiency and higher exergy destruction as
compared to engines operating with gasoline only. Thus, more attention should be paid to the use of hydrogen from the
exergy perspective. From the obtained results and the detailed study of previous works, it can be concluded that the
addition of hydrogen can improve the performance of spark ignition engines with lean mixtures, in which case
hydrogen injection improves the performance of the compression ignition engines at low loads.
G. Bourhis and P. Leduc [10] presented in their technical paper evaluate the difference between the energy and
exergy (or available energy) balances when heat recovery is considered in an internal combustion engine. In the first
case, the entropy of the system is not taken into account so that, the maximum useful work recoverable from a system
can not be estimated. Then, the second case is much more adapted to estimate heat recovery potential. In this paper,
two modern engines are evaluated. First, an up-to-date gasoline engine: three-cylinder, downsized, low friction, then a
modern common rail downsized Diesel engine. For each one, two energy and exergy balances are given for two
different part-load operating points representative of the NEDC cycle usingexperimental data from steady state engine
test benches. For the Diesel engine, it is shown that effective work represents around 30% and that around 55% of the
energy introduced into the combustion chamber is lost (in the form of heat), especially in exhaust gas, in water coolant
and oil. But when considering exergy balance, only 12% of the total exergy introduced through the fuel can be
recovered, in order to produce useful work. Expecting a 25% exergy recovery efficiency, the effective engine efficiency
could be increased by 10%. For the gasoline engine, the increase of the output work could be around 15%.

REFERENCES:
1. Jerzy Kowalski The analysis of the ECFM-3Z Combustion Model in the Marine 4 stoke engine for the exhaust gas
compostion Journal of Polish Cimac
2. E.G. Giakoumis Cylinder wall insulation effects on the first- and second-law balances of a turbocharged diesel
engine operating under transient load conditions Energy Conversion and Management V48, 2007, pp-29252933
3. Gequn Shu, Mingru Zhao, Hua Tian, Guangdai Huang, Yongzhan Huo Experimental Study Of An Orc (Organic
Rankine Cycle) With Thermal Oil For Waste Heat Recovery Of A Diesel Engine. 3rd International Seminar On Orc
Power Systems, Paper Id: 200,October 12-14, 2015, Brussels, Belgium pp-1-10
4. Guopeng Yu, Gequn Shu*, Hua Tian, Haiqiao Wei, Lina Liu Simulation and thermodynamic analysis of a
bottoming Organic Rankine Cycle (ORC) of diesel engine (DE), Energy V15, 2013, pp-1-10
5. Tianyou Wang, Yajun Zhang, Zhang Jie, Gequn Shu, Zhijun Peng Analysis of Recoverable Exhaust Energy from a
Light-Duty Gasoline Engine State Key Laboratory of Engines, Tianjin University, China
6. A.Vamshikrishna Reddy, T.Sharath kumar, D.K.Tharun kumar, B.Dinesh, Y.V.S. Sai santosh, Energy and Exergy
Analysis of I.C. Engines The International Journal Of Engineering And Science V 3(5) 2014, pp-7-26
7. H Tian, J Zhang, X F Xu1, G Q Shu and H Q Wei Parametric and exergetic analysis of a two-stage transcritical
combined organic Rankine cycle used for multiple grades waste heat recovery of diesel engine

Volume 4, Issue 3, March 2016

Page 3

IPASJ International Journal of Mechanical Engineering (IIJME)

A Publisher for Research Motivation........

Volume 4, Issue 3, March 2016

Web Site: http://www.ipasj.org/IIJME/IIJME.htm

Email: editoriijme@ipasj.org
ISSN 2321-6441

6thInternationalConferenceonPumpsandFanswithCompressorsandWindTurbinesIOPPublishing,IOP
Conf.Series:Materials Science and Engineering , 2013, pp-52-59
8. Simon Reifarth Efficiency and Mixing Analysis of EGR-Systems for Diesel Engines Doctorate thesis pp-1-85
9. F Ahmed M. Rashad Energy and Exergy Analysis of Internal Combustion Engine with Injection of Hydrogen into
the Intake Manifold International Journal of Energy Engineering V5(6), 2015, pp-163-170
10.G. Bourhis and P. Leduc G. Bourhis and P. Leduc Energy and Exergy Balances for Modern Diesel and Gasoline
Engines Oil & Gas Science and Technology Rev. IFP, V65(1) 2010, pp. 39-46

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