Energy Conversion and Management 46 (2005) 16921702

www.elsevier.com/locate/enconman

Performance characteristics of a Diesel engine power plant

Mehmet Kanoglu *, Suleyman Kazm Isk, Aysegul Abusoglu
Department of Mechanical Engineering, University of Gaziantep, 27310 Gaziantep, Turkey
Received 31 May 2004; accepted 3 October 2004
Available online 21 November 2004

Abstract
Performance of an actual Diesel engine power plant with a rated output of 120 MW is analyzed based on
the rst and second laws of thermodynamics. The plant consists of seven identical Diesel engines and various subsystems including turbochargers, fuel heating units and heat exchangers performing various useful
tasks. The engine runs on heavy fuel oil, and the pollutant emissions from the engine are greatly reduced by
eective treatment systems. The characteristics and performance parameters of the internal combustion
engines of the plant are evaluated. The mass, energy and exergy balances are veried for each ow stream
in the power plant. The work and heat interactions, the exergy losses and the eciencies of various components based on both energy and exergy concepts are evaluated. The thermal and the exergy eciencies of
the plant are determined to be 47% and 44%, respectively. The engine irreversibilities are due mostly to the
irreversible combustion process and account for 32% of the total exergy input and 57% of the total irreversibilities in the plant. Most of the remaining irreversibilities in the plant occur in the desulphurization,
intercooler, compressor and lubrication oil cooler units. The results should provide a realistic and meaningful ground for the performance evaluation of Diesel engine power units, and it may be used in the design
and analysis of such systems.
2004 Elsevier Ltd. All rights reserved.
Keywords: Stationary diesel engine; Power plant; Energy; Exergy; Engine emission

Corresponding author. Tel.: +90 342 3601200/2508; fax: +90 342 3601100.
E-mail address: kanoglu@gantep.edu.tr (M. Kanoglu).

0196-8904/$ - see front matter 2004 Elsevier Ltd. All rights reserved.
doi:10.1016/j.enconman.2004.10.005

M. Kanoglu et al. / Energy Conversion and Management 46 (2005) 16921702

1693

Nomenclature
E_
h
I_
m_
P
s
T
Q_
W_
gII
w

exergy rate (kW)

enthalpy (kJ/kg)
irreversibility (exergy destruction) (kW)
mass ow rate (kg/s)
pressure (kPa)
entropy (kJ/kg K)
temperature (K)
rate of heat transfer (kW)
power (kW)
exergy eciency
stream exergy (kJ/kg)

1. Introduction
Back in the 1970s, most power plants were large units based on steam turbines. At that time,
both nuclear and hydropower were proving popular in the power range above 1000 MW. Public
and private sector power plants also used gas turbines to some extent. Although smaller than the
nuclear and hydropower plants, these were still quite large compared with power plants today
[1,2].
Power generation using reciprocating engines was not as common three decades ago as it is today. The main application for engine derived power was in small backup plants for hospitals, airports, hotels and industry that needed to ensure a reliable power supply at all times. Engine based
power production today represents some 1015% of the total installed capacity all over the world.
This is the result of its high eciency, power concentration and reliability that have been improved
considerably during the last decade. Reducing engine emissions to legally acceptable levels has
been a challenge for large Diesel engine manufacturers. There is an increasing need to nd more
eective environmental technologies, and this has been a driver for more research activities [3,4].
Turkeys energy market is one of the countrys fastest developing sectors. Annual demand for
electricity has increased by more than 7% during recent years, and installed capacity and annual
generation gures have today reached approximately 31.75 GW. Mobile Diesel power plants take
a portion of 4.2% of this generation, whereas the other type of thermal plants such as steam and
gas turbines having 47.7%, hydraulic power plants having 48% and geothermal power plants having 0.1% of the total capacity. At the present time, the installation of Diesel power plants with a
total capacity of 262.4 MW is in progress. However, since consumption per capita per annum is
still as low as 1800 kWh (compared to 8500 kWh in Germany and 17 500 kWh in Finland) and the
economy continues to grow at high rates, the potential for further growth in this market is considerable [5,6].
Special attention has been given to the industrial autoproducer concept. An autoproducer is a
company, or a group of companies, that produces its own electrical and thermal energy. The model oers interesting opportunities for private investors who are willing to form joint ventures with

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local factories that consume power and energy. In their long term planning, TEAS (state owned
public utility company) covers hydro, nuclear, coal and gas red thermal power plants. However,
these plants will take some years to be operational. To meet the intermediate needs for power
capacity, TEAS introduced the mobile power plant concept in 1998, and a total of 75 MW
of Diesel red power plants were built in 1999. It seems that Diesel power plants may be a good
solution as hundreds of megawatts can be operational in less than 12 months. These power plants
run on cheap heavy fuel oil, which is the low grade product of all seven Turkish reneries. Such
power plants have proven to be a reliable and economical means of power generation worldwide,
and Turkey is no exception [7].
Exergy analysis is a powerful tool in the design, optimization and performance evaluation of
energy systems and Diesel engine power systems are no exception. An exergy analysis is usually
aimed to determine the maximum performance of the system and/or identify the sites of exergy
destruction. Exergy analysis of a complex system can be performed by analyzing the components
of the system separately. Identifying the main sites of exergy destruction shows the direction for
potential improvements. Exergy analysis has been applied to both work producing and work consuming units [8,9].
The performance and emission characteristics of Diesel engines have been the subject of many
studies. Some researchers studied the eects of certain operating parameters on the performance
and emissions of the Diesel engine [1012], while others analyzed Diesel engines using the second
law aspects of their operation [13,14]. A case study on a Diesel engine powered cogeneration plant
was also performed considering only the rst law aspects [15]. In this paper, the performance of a
Diesel engine power plant is analyzed. The paper is unique in that the analysis is not limited to the
engine itself, but it covers all main components of the plant including the compressor, turbine, fuel
and oil heating systems, boiler, emission treatment units and various coolers and that both the
rst and second laws of thermodynamics are utilized. The Diesel engine driven power plant is a relatively new concept in Turkeys power market, and we hope that this study will provide valuable
information regarding their operating and performance characteristics.

2. Power plant operation

The power plant has a total power capacity of 120 MW, while it was intended that an average of
100 MW were to be produced. It is located in the city of Batman located in southeastern Turkey,
and it started to produce power in 2002. The power house consists of seven engine-generator sets,
each having two turbochargers. The schematic of the plant is shown in Fig. 1 where only one turbocharger is demonstrated. The engine is a four stroke compression ignition engine with 18 cylinders in a V conguration. It uses heavy fuel oil, which is obtained from a nearby oil renery. The
permissible annual electrical energy production is 857 GWh, and the annual fuel consumption is
nearly 1 80 000 tons at designed operating conditions. The generated electrical energy is transferred at 154 kV and 50 Hz by transmission lines.
As shown in Fig. 1, when the engine starts, air is charged to the compressor of the turbocharger
unit. The air is cooled by water in an intercooler before entering the engine cylinders. The exhaust
gases leaving the engine ow through the turbine of the turbocharger to produce the necessary shaft work for the compressor. The exhaust gases leaving the turbine are sent to the DeNOx

M. Kanoglu et al. / Energy Conversion and Management 46 (2005) 16921702

32

Compressor

1695

DeNOx

10

DeSOx

Boiler
Turbine

11
31

1
W1
4

Atmosphere

5
W1

1
4

27

WT
PWT

ENGINE

15

16

17
18

W3

W2
W3

Pump

2
W2

24

From
Well

W2
Condenser

Filter

Fuel
tank

EJR

FFM

34

Pump

2
19
W

36

35

Refinery
Water Flow
Fuel Flow
Oil Flow
Air Flow
Exhaust Flow

33

Inter
cooler

W1
Nozzle

Radiator

LOC

20

37

21

22

29
30

26

Fuel to
Engine

23

Fig. 1. Schematic of power plant. DeSOx: desulphurization, DeNOx: denitrication, EJR: Engine jacket radiator, WT:
Water treatment, PWT: Pure water tank, FFM: Fuel forwarding module, LOC: Lubrication oil cooler, W1, W2, W3:
Water streams.

(denitrication) unit in which the NOx emission is lowered to acceptable legal values by spraying a
urea solution into the exhaust gases. The exhaust gases enter the boiler unit to transfer heat to the
condensate return and make up water to produce saturated steam for preheating of streams in the
auxiliary equipments such as the fuel forwarding module (FFM) and fuel and lubrication oil
tanks. The exhaust gases ow through a DeSOx (desulphurization) unit before being exhausted
to the atmosphere.
The water used in the plant is obtained from three wells. After the water is puried in the water
treatment (WT) unit, it is distributed by the collectors to the boiler, the engine and the ue gas
treatment unit. The fuel obtained in the renery is rst collected in the storage tanks. It is then
preheated by steam before entering the FFM. Finally, it is injected to the engine cylinders through
the nozzle. Oil is used for lubrication and cooling in the engine components. Table 1 lists the temperature, pressure and mass ow rate data in the power plant according to the nomenclature
shown in Fig. 1.

3. Engine performance characteristics

Certain design, operating and performance data for the engine are given in Table 2. The characteristics and performance parameters of the engine are determined using the formulation given

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1696

Table 1
Exergy and other properties of ow streams for one engine set of the plant. State numbers refer to Fig. 1
State no

Fluid

Phase

Temperature (C)

Pressure (bar)

Mass ow rate (kg/s)

Exergy rate (kW)

0
0
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
28
29
30
31
32
33
34
35
36
37

Air
Water
Air
Air
Air
Exhaust
Exhaust
Exhaust
Exhaust
Exhaust
Exhaust
Exhaust
Exhaust
Water
Water
Water
Water
Water
Water
Water
Water
Water
Water
Water
Fuel
Fuel
Fuel
Lub oil
Lub oil
Lub oil
Lub oil
Water
Steam
Water
Water
Water
Air
Air

Dead state
Dead state
Gas
Gas
Gas
Gas
Gas
Gas
Gas
Gas
Gas
Gas
Gas
Liquid
Liquid
Liquid
Liquid
Liquid
Liquid
Liquid
Liquid
Liquid
Liquid
Liquid
Liquid
Liquid
Liquid
Liquid
Liquid
Liquid
Liquid
Liquid
Sat. vapor
Liquid
Liquid
Liquid
Gas
Gas

11.0
11.0
11.0
158.0
47.5
532
383
373
353
327
312
307
60
24.4
33.4
87.5
91.3
90.0
80.0
33.4
40.0
51.6
51.9
37.0
81.0
125
123.5
52.3
77.0
61.9
44.4
35.0
170.5
170.5
60.0
50.0
11.0
16.0

1.0
1.0
0.98
2.2
2.2
2.2
2.0
2.0
2.0
2.0
2.0
2.0
2.0
2.2
2.2
3.1
3.1
3.1
3.1
2.2
2.2
3.9
2.2
2.2
4.3
6.1
5.4
5.1
1.8
2.0
1.8
8.0
8.0
1.1
5.0
5.0
1.0
1.0

41.60
41.60
41.60
42.63
42.63
42.63
42.63
42.63
42.63
42.63
42.63
58.30
58.30
50.00
50.00
50.00
50.00
75.00
75.00
75.00
133.3
133.3
1.03
1.03
1.03
14.70
14.70
14.70
14.70
0.476
0.466
0.010
0.466
0.466
0.932
0.932

72
3869
2760
12846
6537
6282
5782
5155
4806
4691
784
81
225
1862
2024
1988
1537
290
464
872
1557
660
14
34
33
73
176
108
48
3
66
7
8
5
0.0
0.56

in Table 3 [16,17]. The thermal eciency of the plant is determined to be 47%. This appears to be
high compared with a steam or gas turbine plant, which typically has eciencies between 30 and
40%, and an automobile engine, which has typical average eciencies in the range of 2535%.
This may be explained by the fact that stationary engines operate at their optimum values with
a constant engine speed. The entire operation is optimized to minimize fuel consumption for a
given power output. Inherent limitations such as space, weight, complexity and maintenance in
the design of automobile engines are not crucial for stationary large engines. As a result, the brake

M. Kanoglu et al. / Energy Conversion and Management 46 (2005) 16921702

1697

Table 2
Some engine data and calculated performance parameters
Cylinder diameter, D (mm)
Cylinder bore, B (mm)
Stroke, S (mm)
Crank oset, a (mm)
Number of cylinders
Piston area, Ap, (m2)
Compression ratio, rc
Displacement volume, Vd (m3)
Clearance volume, Vc (m3)
Cylinder volume, V (m3)
Air ow rate, m_ a (kg/s)
Fuel ow rate, m_ f (kg/s)
Airfuel ratio (AF)
Lubrication oil ow rate (kg/s)
Exhaust ow rate (kg/s)
Piston mean speed, PMS (m/s)
Engine speed, N (rpm)
Lower heating value of fuel, QHV (kJ/kg)
Brake power, W_ b (kW)
Brake mean eective pressure, BMEP (kPa)
Torque, s (Nm)
Brake specic fuel consumption, BSFC (g/kWh)
Specic power, SP (kW/m2)
Specic volume, SV (m3/MW)
Specic weight, SW (ton/MW)
Output per displacement, OPD (kW/L)
Volumetric eciency, gv
Thermal eciency, gt

480
480
600
300
18
0.109
14.4
0.109
0.008
0.117
41.6
1.03
40.68
14.6
42.6
10.28
514
39,300
18,900
2260
351
194.5
5808
0.103
14
9.71
1.26
0.467

Table 3
Formulation for engine characteristics
Piston area, Ap
Crank oset, a
Piston mean speed, PMS
Displacement volume, Vd
Torque, s
Brake mean eective pressure, BMEP
Airfuel ratio, AF
Brake specic fuel consumption, BSFC
Specic power, SP
Specic volume, SV
Thermal eciency, gt
Volumetric eciency, gv

pB2/4
S/2
2SN
pB2S/4
W_ b =2pN
2W_ b =V d N
m_ a =m_ f
m_ f =W_ b
W_ b =Ap
V d =W_ b
W_ b =m_ f QHV
2
m_ a =qa V d N

specic fuel consumption (BSFC = 195 g/kWh) is low compared with automobile engines whose
BSFC values are typically around 400 g/kWh. A general trend is that the greater is the engine size,

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M. Kanoglu et al. / Energy Conversion and Management 46 (2005) 16921702

Table 4
Engine emission values
Emission

Before treatment (PPM by mass)

After treatment (PPM by mass)

NOx
SOx
HC
CO
Particulate

6166
5790
503
325
249

871
1436
152
245
85

the smaller is the BSFC. Two main reasons for this are less heat loss due to the higher volume to
surface area ratio of the combustion chamber in a large engine and lower engine speeds, which
reduce friction losses [16].
Although the volumetric eciency is normally dened for naturally aspirated engines, we used
the standard denition here to see how much the turbocharging process increased the air input to
the engine cylinders compared with no pressure boosting system under ideal conditions. A value
of 1.26 is obtained, which indicates that this increase is 26%. In a rough estimate, this corresponds
to 26% increase in the power output of the engine due to the use of turbochargers compared to
naturally aspirated engines. Some other engine performance data are indicative of large stationary
Diesel engines. For example, the power output per displacement volume (OPD) value is 9.71 kW/
L, whereas a typical value for an automobile engine is about 50 kW/L and that for a two stroke
model airplane engine is 100 kW/L. The OPD value for a two stroke large stationary engine could
be as small as 1.0 kW/L.
The emissions generated by the combustion process pollute the environment and harm human,
animal and plant life. The major causes of these emissions are non-stoichiometric combustion, dissociation of nitrogen and the impurities in the fuel and air. The emissions of concern are hydrocarbons (HC), carbon monoxide (CO), oxides of nitrogen (NOx), oxides of sulphur (SOx) and
solid carbon particulates. To minimize these emissions, ue gas treatment systems (DeNOx and
DeSOx units) are installed. In Table 4, engine emission data measured before and after treatment
are given. The values are in parts per million (PPM) by the mass basis, and they are dry values.
The data clearly shows the eectiveness of these treatment units, and the nal emission gures are
all below the legal limits.
An air standard ideal Diesel cycle analysis of the engine based on engine inlet conditions and
other engine data in Tables 1 and 2 under the consideration of variable specic heats gives an indicated net power of 21 707 kW and an indicated thermal eciency of 55%. The corresponding actual
brake values were obtained to be 18 900 kW and 47%, respectively. The dierences between the actual brake values and ideal cycle indicated values are due to mechanical ineciencies as the power
is transferred from inside the cylinders to the crankshaft, heat losses, friction, ignition timing, nite
time of combustion and blowdown and deviation from ideal gas behavior of the actual engine.

4. Thermodynamic analysis
Mass, energy and exergy balances for any control volume at steady state with negligible kinetic
and potential energy changes can be expressed, respectively, by [18]

M. Kanoglu et al. / Energy Conversion and Management 46 (2005) 16921702

m_ i

Q_ W_

E_ heat W_

m_ e

m_ e he 

1699

m_ e we 

m_ i hi

m_ i wi I_

2
3

where the subscripts i and e represent the inlet and exit states, Q_ and W_ are the net heat and work
inputs, m_ is the mass ow rate, h is the enthalpy, I_ is the rate of irreversibility (exergy destruction)
and E_ heat is the net exergy transfer by heat at temperature T, which is given by

X
T
0
E_ heat
1
Q_
4
T
The specic ow exergy is given by
w h  h0  T 0 s  s0

where the subscript 0 stands for the restricted dead state. The second law (exergy) eciency of a
turbine can be dened as a measure of how well the stream availability of the uid is converted
into shaft work output [19]
gT;II

W_ actual
W_ rev

where W_ actual is the actual shaft-power and W_ rev is the reversible power, which is equal to
_ The exergy eciency of the compressor is dened similarly as
W_ actual I.
gC;II

W_ rev
W_ actual

_ The exergy eciency of the heat exchangers in the power plant is

where W_ rev is equal to W_ actual  I.
measured by the increase in the exergy of the cold stream divided by the decrease in the exergy of
the hot stream
gHE;II

m_ c we  wi c
m_ h wi  we h

where m_ c and m_ h are the mass ow rates of the cold and hot streams, respectively. The exergy eciency may be dened for the DeSOx and DeNOx units as the ratio of the exergy output to the
exergy input
E_ out
9
gII
E_ in
This relation may also be viewed as the expression of the exergy eciency for the entire power
plant.
Energy and exergy analyses of the power plant are performed using actual operational data.
Exergy rates for all ow streams in the plant are calculated and given in Table 1. The ideal gas
model is applied for both air and the exhaust gases. Heat transfer or work, irreversibilities
and exergy eciencies are calculated for the main plant components and listed in Table 5. The

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M. Kanoglu et al. / Energy Conversion and Management 46 (2005) 16921702

Table 5
Exergy performance data for plant components
Component

Rates of heat transfer

or work (kW)

Exergy destruction
(kW)

Exergy eciency
(%)

Compressor

6170

2221

Intercooler
Turbine

4642
6873

3533
569

DeNOx
Boiler
DeSOx
Engine jacket radiator
Lubrication oil cooler
Condenser

904
670
10 760
800
2070
20

400
327
6840
625
1896
17

64.0
50.0a
13.0
91.7
81.0a
92.0
18.5
16.7
38.0
34.5
18.7

Isentropic eciency.

isentropic eciencies for the compressor and turbine are also determined with values not close to
the exergy eciencies. This is due to the dierent ways they are dened. One of the reasons for the
lower exergy eciency for the compressor compared to the turbine is that there are desirable heat
losses from the compressor, resulting in additional exergy destruction. The intercooler, boiler,
radiator, lubrication oil cooler and condenser all have low exergy eciencies. Exergy destructions
in these heat exchange units are mostly due to the heat transfer across a high average temperature
dierence between the two uids. The DeSOx unit has high exergy destruction with a low eciency, while the DeNOx unit operates at high exergy eciency. This is because there are much
higher rates of heat removal from the exhaust gases in the DeSOx unit compared with the DeNOx
unit.
The exergy input to the plant can be taken to be the chemical exergy of the fuel. The exergy of a
high molecular weight fuel with an unknown composition may be taken as 1.065 times the lower
heating value of the fuel [20]. Then, the exergy input to this power plant becomes 43 110 kW. The
only useful exergy output from the plant is the electrical power produced, which is 18 900 kW. The
dierence from 24 210 kW is the total irreversibility in the plant. The ratio of the exergy output to
the exergy input for the plant is the exergy eciency of the plant, which is 43.8%.
In order to determine the total exergy destruction in the engine unit, we write an exergy balance
on the engine with the input exergies of the fuel, compressed air, lubrication oil and radiator water
and the output exergies of the work produced, exhaust gases, lubrication oil and radiator water.
The dierence between the input exergies and output exergies for the engine is 13 892 kW. This is
the total exergy destruction in the engine, and it is mostly due to the highly irreversible combustion process. Heat losses from the engine and friction are the other causes of irreversibilities. Engine irreversibilities account for 32% of the total exergy input and 57% of the total irreversibilities
in the plant. Note that in the exergy balance relation on the engine, the exergy of the fuel is calculated by adding the thermomechanical exergy of the fuel to its chemical exergy.
One may argue that the exergy of exhaust gases leaving the engine is not a total loss since it used
for some useful purposes in the plant. For example, it is used in the boiler to produce steam, which
is used to heat fuel and lubrication oil before they enter the engine. On the other hand, one can

M. Kanoglu et al. / Energy Conversion and Management 46 (2005) 16921702

1701

rightfully counter argue that the only useful output from the plant is the power produced and the
use of exhaust gases in the boiler is an internal process aimed toward more eective power production. Our treatment would be dierent if the exhaust gases were used for process heating in a
manufacturing plant as in a cogeneration scheme.

5. Conclusions
Energy and exergy analyses of an actual Diesel engine power plant are performed. Both the performance characteristics of the internal combustion engine unit and the supporting components in
the plant are evaluated. The thermal and exergy eciencies of the plant are calculated to be 47%
and 44%, respectively. The sites of exergy destructions in the plant and the exergy eciencies of
various components are determined. Such an analysis is useful in that higher exergy destruction
sites represent the most potential for possible improvements in the performance. The study is useful and provides some comprehensive information regarding the characteristics of Diesel engine
power plants as the use of these systems has been increasing considerably in recent years. The results should provide a realistic and meaningful ground in the performance evaluation of Diesel
engine power units, and it may be used in the design and analysis of such systems.

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