Internal Combustion Engines 5
Internal Combustion Engines 5
Internal Combustion Engines 5
ENGINE PERFORMANCE
INTRODUCTION
Engine performance is an indication of the degree of success of
the engine performs its assigned task, i.e. the conversion of the chemical
energy contained in the fuel into the useful mechanical work. The
performance of an engine is evaluated on the basis of the following;
(a) Specific Fuel Consumption.
(b) Brake Mean Effective Pressure.
(c) Specific Power Output.
(d) Specific Weight.
(e) Exhaust Smoke and Other Emissions.
Basic measurements:
The basic measurements to be undertaken to evaluate the performance of
an engine on almost all tests are the following:
(a) Speed
(b) Fuel consumption
(c) Air consumption
(d) Smoke density
(e) Brake horse-power
(f) Indicated horse power and friction horse power
(g) Heat balance sheet or performance of SI and CI engine
(h) Exhaust gas analysis
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the gas to the piston during a cycle). It is based on the gross cycle work
done during the compression and expansion strokes.
W P dV
All expressions below are for 4-stroke cycle engines, which have the
number of revolutions per engine cycle equal to 2, the number of
cylinders, nc.
since the four-stroke engine has two revolutions per power stroke and
the two-stroke engine has one revolution per power stroke.
engine torque, b, is a measure of the work done per unit rotation
(radians) of the crank. The brake power is the power output of the
engine, and measured by a dynamometer. The brake power is less than
the indicated power due to engine mechanical friction, pumping losses in
the intake and exhaust. The brake power is related to the brake torque,
b , which you will measure, and the angular velocity
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BP W b b 2N
Many modern automobile engines have maximum torque in the
200 to 300 N-m range at engine speeds usually around 4000 to 6000
RPM. The point of maximum torque is called maximum brake torque
speed (MBT). CI engines generally have greater torque than SI engines.
Large engines often have very high torque values with MBT at relatively
low speed. Other ways which are sometimes used to classify engines are
shown in Eqs.
Specific power = B.P / Ap
Power per displacement = B.P / Vd
where: Ap = piston area of all pistons Vd = displacement
volume
brake specific fuel consumption (bsfc) is the fuel flow rate m f , divided
by the brake power BP. It has three terms that are standard
measurements in an engine test: the fuel flow rate, the torque, and the
engine speed:
f
m
BSFC
BP
The indicated specific fuel consumption (isfc) is the ratio of the mass of
fuel injected during a cycle to the indicated cylinder work, and is used to
compare engine performance in computational simulations that do not
include the engine friction.
f
m
ISFC
IP
Typical values of measured bsfc for naturally aspirated automobile
engines depend on the engine load, with values ranging from about 200
to 400 g/kWh. The specific fuel consumption and engine efficiency are
inversely related, so that the lower the specific fuel consumption, the
greater the engine efficiency.
In SI units the BSFC is expressed in kg/kWh. When expressed in these
units the BSFC is related to ηb through
3600
BSFC .
b C.V
Low values of sfc are desirable,
for SI-engines 250 – 270 g/kW.h for
CI-engines, 200 g/kW.h
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ENGINE EFFICIENCIES
Mechanical efficiency
The ratio of the brake power to the indicated power is the
Combustion efficiency
The time available for the combustion process of an engine cycle
is very brief, and not all fuel molecules may find an oxygen molecule
with which to combine, or the local temperature may not favor a
reaction. Consequently, a small fraction of fuel does not react and exits
account for the fraction of fuel which burns. comb typically have values
in the range 0.95 to 0.98 when an engine is operating properly.
Thermal efficiency
The thermal efficiency is essentially a measure of how well the
engine converts the chemical energy of the fuel into shaft work. Since
the water in the products leaves the engine in the vapor phase, it is
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conventional to use the lower heating value of the fuel, C.V, along with
the mass flow rate of fuel in the expression for brake power:
BP BP
b .
.
Qin mf C.V
Convenient units are kW for BP, kg/s for mass flow of fuel, and kJ/kg
for C.V.
IP IP
i .
Qin m.f C.V
F = F/A
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Volumetric Efficiency
A performance parameter of importance for four-stroke engines is
mcy
N
.
mcy a Vc
2
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VALVE TIMING
INTRODUCTION
The exact moment at which the inlet and outlet valve opens and
closes with reference to the position of the piston and crank shaft is
known as valve timing diagram. It is expressed in terms of degree crank
angle. As described in the ideal cycle inlet and exhaust valves open and
close at dead centers, but in actual cycles they open or close before or
after dead centers as in the table below.
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The Fig. shows the intake valve timing diagram for both low speed and
high speed S.I. engines.
As the piston moves out in the suction stroke, the fresh charge is
drawn in through the intake port and valve. When the piston
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reaches the BDC and starts to move in the compression stroke, the
inertia of the entering fresh charge tends to cause it to
continue to move into the cylinder. To take advantage of this,
the intake valve is closed after BDC so that maximum air is taken
in. This is called ram effect.
At low engine speed, the charge speed is low and so the air
inertia is low, and hence the intake valve should close relatively
early after BDC for a slow speed engine.
In high speed engines, the charge speed is high and consequently
the inertia is high and hence to induct maximum quantity of
charge due to ram effect the intake valve should close relatively
late after BDC.
The overall effect of opening the valve prior to the time the
piston reaches BDC results in overall gain in output.
By closing the exhaust valve a few degrees after TDC (about 5 0 in
case of low speed engines and 200 in case of high speed engines)
the inertia of the exhaust gases tends to scavenge the cylinder
by carrying out a greater mass of the gas left in the clearance
volume. This results in increased volumetric efficiency.
Valve overlap
A period when both the intake and exhaust valves are open at the
same time. This is called valve overlap (say about 15 0 in low speed
engine and 300 in high speed engines).
This overlap should not be excessive otherwise it will allow the
burned gases to be sucked into the intake manifold, or the fresh
charge to escape through the exhaust valve.
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Throttle valve