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I. C. Engine - 3rd Year Engineering Coursre
I. C. Engine - 3rd Year Engineering Coursre
Kerbala University
College of Engineering
Mechanical Engineering Department
Academic Year 2012 - 2013
Class 3rd Year Class
Subject Internal Combustion
Engines
Lecturer Dr. Raoof M. Radhi
3rd year class
Mechanical Engineering
subject
Internal Combustion Engines
Ref. book
“Engineering fundamentals of the I. C. Engine”
By. “Willard W. Pulkrabek”
Class time table
Theoretical lecture 2 hrs / week
Tutorial 1 hr / week
Lab 3 hrs / week
exam
1st semester 2-3 exams
Mid year exam
2nd semester 2-3 exams
Final exam
Grades /year
1st semester exams 15 marks /100
Mid year exam 20 marks /100
2nd semester exams 15 marks /100
Final exam 50 marks /100
----------------------------------------------------------
Total 100 /100
Grades /semester
Mean exam marks 7.5
Teacher assessment 2.5
Lab work 5.0
----------------------------------------------------
Total 15
Industrial & scientific visits
Musaiyab thermal power plant
Musaiyab gas turbine power plant
Musaiyab technical institute “automobile lab”
Kerbala cement manufacturing company
Industrial & scientific visits
report
Students have to submit TWO technical report for each visit, and this will be
considered as lab report, and receives marks accordingly. These report should be
as follows:
Object of the test should be briefly explained (IN YOUR OWN WORDS)
Data, collected during test, should be tabulated.
A sample calculation will be performed for a selected load condition
All results will be presented in a tabulated form.
Graphs: Selected graphs from the following will be drawn.
a) Corrected brake horse power
b) Corrected torque
c) Brake mean effective pressure
d) Brake specific fuel consumption
e) Brake thermal efficiency
f) Volumetric efficiency
g) Actual air-fuel ratio
h) Excess air coefficient
While plotting above graphs on a millimetric paper you are supposed to
draw the trend lines of the above properties versus engine speed.
Discussion & Conclusions: (Graphical outputs will be your domain for
this section. Graphs and reasons for observed performance
characteristics will be explained.
Also discuss the possible sources of errors that may be encountered in
the experiment.
Tutorial
3. The lecturer →
→→ helps the student to understand ….
→→ not make him understand
Be careful how you interpret results
Internal Combustion Engine
Subject
Internal combustion Engines
Ref. Book
Engineering Fundamentals of the IC Engines
By – Willard W. Pulkrabek
1.01 - Introduction
Ref. Book
Engineering Fundamentals of the IC Engines
By – Willard W. Pulkrabek
1. Number of cylinders
2. Vertical & horizontal
3. Inline & V-type
4. Single & opposed
piston
II – engine cycles
1. Two stroke
2. Four stokes
3. Five stroke
4. Six strokes
III – type of ignition
1. Spark ignition
2. Compression ignition
IV – valve position & location
1 - Location
• crank case
• cylinder head
2 - Numbers
• single overhead cam
• double overhead cam
3 - Driver
• chain
• gear
• tooth belt
4 - Linkage
• direct valve-cam contact
• valve train (push rod + rocker arm)
Crankcase-cylinder head
location
Single & double OHC
***
Cam drive linkage
VI – engine speed
B = cylinder bore •
= piston diameter
S = piston stroke •
= distance between TDC & BDC
Piston displacement is •
the piston swept
volume (Vd)
Vd = (π/4) B² . S
Correlations – engine parameters
1. Bore & stroke
2. Con rod & crank off-set
3. Average piston speed
4. Compression ratio
5. Engine speed
1. Bore (B) & stroke(S)
0.5 cm ≤ B ≤ 0.5 m
0.8 ≤ B/S ≤ 1.2
in general
B=S square engine
B<S under square (large engines)
B>S over square
5. Compression ratio Cr
Cr = VBDC / VTDC
= (Vd + Vc)/Vc
8 ≤ SI ≤ 11
12 ≤ CI ≤ 24
4. Engine speed
200-400 ← →12000-higher
Up accelerates & decelerates twice in each crank
rpm,
So N-↑ and t-↓ for each rpm
hence, Up-↑ as N-↑ .
A limit must be set to avoid material strength
failure in components like piston and con rod.
Related volumes
S↑ B↓ S↓ B ↑
Surface area
Heat loss
Thermal efficiency
Piston speed
friction
Power output
Choose the correct answer
continue
Ch.2 – operating characteristics
3 – at (θ ) , then
s = a cos θ +√r² -a² sin² θ
x=(r+a)–s
Whereby, the piston position can be specified by substituting any specific value of (θ ), to
find the corresponding value of (s), from which (x) can be evaluated.
V cylinder = f(θ)
Vt = Vd + Vc and Vc = Vd / (Cr – 1 ) and Vd = (π/4) B² . S
Vθ = Vc+(π/4) B² . X
Vθ = Vd / (Cr – 1 ) + (π/4) B² . X
s = a cos θ +√r² -a² sin² θ
x = ( r + a ) – s →→→ x = ( r + a ) – [a cos θ +√r² -a² sin² θ]
x = ( r + a ) – [a cos θ +√r² -a² sin² θ]
Vθ = Vd / (Cr – 1 ) + (π/4) B² . X
Vθ = Vd / (Cr – 1 ) + (π/4) B² . {( r + a ) – [a cos θ +√r² -a² sin² θ]}
Vθ = Vd /(Cr –1) + (π/4) B² . a{((r/a) +1) – [ cos θ +√(r²/ a² )-sin² θ]}
Let R = r/a
Vθ = Vd /(Cr –1) + (π/4) B² . a{((R) +1) – [ cos θ +√R² - sin² θ]}
And let a = ½ S
Vθ = Vd /(Cr –1) + (π/4) B² .S/2 {((R) +1) – [ cos θ +√R² - sin² θ]}
But (π/4) B² .S/2 = Vd / 2
Vθ = Vd /(Cr –1) + (Vd /2 ) { ((R) +1) – [ cos θ +√R² - sin² θ] }
Piston speed Up = f (θ )
• Since
• s = a cos θ +√r² -a² sin² θ
• The instantaneous piston speed can be found
by
differentiation of (s) with respect to time :
• ds / dt = Up
• ds / dt = (ds/d θ) . (d θ/ dt)
• ds / dt = - ω a sin θ + {1/[2(√r² -a² sin² θ)]} [- 2 ω a² sin θ cos θ ]
ds / dt = - ω a sin θ + {1/[2(√r² -a² sin²θ)]} [- 2 ω a² sin θ cos θ ]
The (-ve) sign means direction, and since both terms of this equation are (-ve), it means
that movement is in one direction, so if both terms are (-ve) or (+ve) gives similar
meaning. Therefore, the instantaneous piston speed is
Up = ω a sin θ + {[ ω a² sin θ cos θ ] /[√r² - a² sin²θ]}
let R=r/a
• A =A +A +A
t p ch cw
cos² + sin² = 1
cos = √1 - sin²
cos 2θ = cos² - sin²
sin 2θ = 2 sinθ cosθ
sin(- θ ) = - sin θ
cos (- θ) = cos θ
Sin law
sinA/a=sinB/b=sinC/c
Two angles correlation (θ & φ)
• The two angles can be correlated
to find x
• X=a(1-cos θ )±r(1-cos φ )
• Using sin law
sin θ /r = sin φ /a
sin φ = a/r sin θ
• But [cos = √1 - sin²]
• cos φ = √1 - sin² φ
= √1 –( a/r sin θ) ²
• Applying this formula for series
and considering only the first
term gives
• cos φ = 1 – ( a²/2 r²) sin² θ
• Sub in above to find (x)
• X =a[(1-cos θ )±{½ (a/ r) sin² θ}]
Non – dimensional correlations
1. S = 2a • From previous lectures
a = S/2 and above correlations,
2. ω = 2πN a non-dimensional
correlations can be
N = ω / 2π obtained in terms of :
3. The average piston • I – volumes.
speed Up
• II- piston speed
Up = 2SN
• Non-dimensional
= (2)(2a)(ω / 2π) correlations are useful
= (2/π) a . ω to avoid units variation
volumes
• Since
• Vc = Vd / (Cr – 1 )
• Vd = (π/4) B² . S
• Vθ = Vc+(π/4) B² . X
• Vθ = Vd /(Cr –1) + (Vd /2 ) { ((R) +1) – [ cos θ +√R² - sin² θ] }
• Then
• Calculation of engine
power output can be
done in several
methods, since the
definition of power is
the rate at which
engine is doing work,
then power is related
to work and speed.
1. Related to work
Ẇ = W . (N/n)
W : work (kJ/kg)
N : engine speed (rpm x 1/60) rps
n = 2 for 4 stroke engine
= 1 for 2 stroke engine
Ẇ = power output (kW)
2a. Related to (mep) 2b / If P = bar
Ẇ = k[PLAN/n] / C Ẇ = k[PLAN/n] .C
The conversion factor (C)
Where :
C = 100000/(60 x 1000 ) for (kW)
C = conversion factor Where
k = number of cylinders P (bar) x 10⁵ = N/m²
Ẇ = power output (kW) N(rpm /60) = rev/s
P = mep (N/m² ) P(N/m²)/1000 = KN/m²→ kW
L = piston stroke (m) C = 10/6
A = piston cross section area (m²)
N = engine speed (rpm)
n = rev/cycle
0.75 ← ηv → 0.9
11. Trapping eff.
(ηtrap)
It is related to 2- stroke engines,
and it is the ratio of the amount
of fresh charge retained
(trapped) in the cylinder to the
total amount of fresh charge
delivered to the engine.
It indicates the fraction of fresh
air retained in the cylinder.
Performance of an
Automobile
2.05 - Fundamentals
Tractive effort : is the torque available at the contact between driving the
wheel and the road
fuel / air
cycle
modified to ↓
account for ↓
combustion
actual cycle ← becomes ← losses, time, ←↓
losses, direct
heat losses,
leakages .. Etc.
Theory versus practice
1. Compression and expansion in 3. The assumption of process location
actual engine are not adiabatic of state points on PV-diagram
processes, as considerable also deviate from actual system ,
amount of heat is transferred where
from the hot working gas and I – valves opening & closing are
the cooling system through time dependent.
cylinder walls. Hence, (n specific
index) is used instead of (ɣ). ii- combustion process is not
Where, (n < ɣ ). constant (V & P) occurrence.
2. The assumption of perfect 4. State point (1) in the ideal cycle
gas working fluid and thus represent the start of
(Cv,Cp) values are constant compression and end of
deviate from actual working expansion at the same time,
conditions as (nc,ne) are while such points are markedly
both temperature dependent. different ( why ?)
***
5. Due to friction between moving • 6. From all of the above
parts; heat lost to coolant; and
the pumping action at inlet..the the PV-diagram for both
actual engine is subjected to the actual and the ideal
various power losses, whereby
reducing the useful power at the
cycles looks as shown
engine output shaft. here.
Chapter Three
Engine Cycles
3.2 – Cycle thermodynamics
introduction
• Looking at the diagram ,
five specific state points
can be distinguished.
• To generalize this diagram,
denotation of state points
shall be as follows :
1. (1-2-3-4-5) represent
dual cycle.
2. (1-2-3-5) represent otto
cycle where (3&4)
represent same point.
3. (1-3-4-5) represent diesel
cycle where (2&3)
represent same point.
Cycle process
1 - start of the cycle
1-2 – compression stroke.
2-3 – heat added at constant (V)
3-4 – heat added at constant (P)
4-5 – expansion stroke
5-1 – heat rejected at constant (V)
1 - end of cycle and start of next
constants
For air and during For exhaust gas and during
induction and compression power and exhaust
strokes. strokes.
1. Cp = 1.005 kJ/kg.k 1. Cp = 1.108 kJ/kg.k
2. Cv = 0.718 kJ/kg.k 2. Cv = 0.821 kJ/kg.k
3. R = 0.287 kJ/kg.k 3. R = 0.287 kJ/kg.k
= Cp - Cv = Cp - Cv
4. ɣ = 1.4 1. k = 1.35
= Cp / Cv = Cp / Cv
Useful correlations
• Compression ratio (Cr)
(Cr) =V1/V2
• Pressure ratio (λ)
λ = P 3 / P2
• Cut-off ratio (β)
β = V4 / V 3
• Expansion ratio (∂)
∂ = V5 / V4
• Max. pressure (Pmax)
Pmax = P3
“Cp – Cv – R” correlation
• R = universal gas constant • R = Cp – Cv
• Cp = specific heat at • Cv = R / (ɣ - 1)
constant pressure • Cp = ɣ R /(ɣ - 1)
• Cv = specific heat at • ɣ = C p / Cv
constant volume
• ɣ = specific heat ratio
P-T-V correlation
• Since, adiabatic process • dw = pdV = RT. dV/V
means no heat is
transferred to or from the
• And [ du = Cv.dT]
working fluid during the • So from [du + dw = 0]
process, then • Cv.dT + RT dV/V = 0
• Q = ΔU + W = 0 • Divid by (T) to get
• Incrementally • Cv.dT/T + R.dV/V = 0
• du + dw = 0
• For unit mass [PV = RT]
→ [P = RT/V]
from which, the followings are derived :
Cycle temperature = f(T1)
Since the actual indices for compression and expansion (nc & ne) are
a function of temperature, then the above correlation under actual
operating conditions are iterative process.
Cycle thermal efficiency
• Where
• a34 = P3(V4-V3)
• P3 = Pmax
• V4/V3 = β
• V3 = V2 = V1/Cr
• Sub and rearrange to get
• a34 =Pmax[(V1/Cr)-(β-1)]
***
• Similarly for • And for
• a45 = ʃ PdV • a12 = ʃ PdV
• Integrating from (V4) to • Integrating from (V1) to
(V5) (V2)
“otto-diesel-dual” cycles
• From all of the previous analysis, dual cycle is
considered.
• However, to convert to otto and diesel is a very
simple task, which will be done as follows:
1. Otto cycle
let [β = 1] and continue the same analysis to
obtain all of the required results.
2. Diesel cycle
let [λ = 1] to obtain the required results
Tutorial
1. Derive the following correlations :
• R = Cp – Cv
• Cv = R / (ɣ - 1)
• Cp = ɣ R /(ɣ - 1)
• ɣ = C p / Cv
• 2. Derive the following correlations :
• P(V)**ɣ = C
• T(V)**(ɣ-1) = C
• T/{P**(ɣ-1)/ ɣ} + C
Tutorial
3. Derive the cycle state point in terms of (T1) to
obtain the following expressions :
1. T2 = Cr **(ɣ - 1 ) T1
2. T3 = λ. Cr **(ɣ - 1 ) T1
3. T4 = β. λ. Cr **(ɣ - 1 ) T1
4. T5 = β **(ɣ). λ.T1
Tutorial
However, it is important to remember that mean effective pressure does not reflect the
actual pressures inside an individual combustion chamber—although the two are certainly
related—and serves only as a convenient measure of performance.
The (mep) can be related to several engine performance parameters, such as :
W = work per cycle in joule
P = power output in watt
pmep = mean effective pressure in pascal
Vd = displacement volume in cubic metre
Nc = number of revolutions per cycle (for a 4-stroke engine nc = 2 )
N = number of revolutions per second
T = torque in newton-metre
1. In terms of work and power output
The power produced by the engine is equal to the work done per operating cycle times
the number of operating cycles per second. If N is the number of revolutions per second,
and nc is the number of revolutions per cycle, the number of cycles per second is just their
ratio. We can write
P = TN2π
Then the equation for mep in terms of torque becomes,
Notice that speed has dropped out of the equation and the only variables are the
torque and displacement volume
Since the range of maximum brake mean effective pressures for good engine designs
is well established, we now have an engine displacement independent measure of the
torque producing capacity of an engine design. This is useful for comparing engines of
different displacements.
Mean effective pressure is also useful for initial design calculations; that is, given a
torque (T) , we can use standard (mep ) values to estimate the required engine
displacement (Vd).
3. In terms of air standard cycle.
For the three main air standard cycles, Otto, Diesel, and dual cycles, the mean
effective pressure can be expressed in terms of :
i – Otto cycle
ii – Diesel cycle
• CI engines
kPa700≤ bmep ≤ 900 kPa
Chapter Three
engine cycles
3.5 – cycles comparison
Air standard cycles have significant parameters in cycle analysis, such as
1. Compression ratio
2. Peak pressure
3. Peak temperature
4. Heat addition
5. Heat rejection
6. Net work
These parameters are useful for comparing Otto, Diesel, and dual cycle performance.
However in such comparison some of these parameters are kept fixed while other
are used.
1 – same compression ratio and heat addition
And since
Then
2 – same compression ratio and heat rejection
And since
Then, again
3 – same peak pressure, peak temperature and heat rejection
• n - molecules of C in fuel
• m/2 - molecules H2 in fuel
• r/2 - molecules of O2 in fuel
• 3.76 - moles of N2 for every mole of O2
• (n + m/4 –r/2)O2 + 3.76(n + m/4 –r/2)N2 = 4.76 (n + m/4 –r/2) mole of
air required to provide (n + m/4 –r/2)O2 necessary to satisfy
stoichiometry
4.4.3- solid HC fuel
• Briefly
• n - molecules of C in fuel
• m/2 - molecules H2 in fuel
• z - molecules of S in fuel
• 3.76 - moles of N2 for every mole of O2
• This type of reaction is actually associated with ECE rather than ICE, and it
is mentioned here to complete an overall picture of the chemical reaction
of the three types of fuels.
Rich & lean combustion mixture
1. Lean mixture – • Rich mixture –
means that there is means that there is
more air present less air present than
than stoichiometry stoichiometry
requires, and thus requires, and thus air
excess air is said to deficiency is said to
exist. exist.
4.4.4- Equivalence ratio φ
• Φ it is a measure of the actual FA mixture relative to stoichiometric
FA
Therefore
4.4.5- air coefficient α
• Gact - is the actual
value given from
actual conditions
α = air coefficient • Gtheo - this must be
• G = is the mass of air required for calculated, and it is
the chemical reaction with 1 kg of
fuel done as follows :
• Gact = actual amount (mass) of
air used to burn1kg fuel
(kg air / kg fuel)
• Gtheo = theoretical amount (mass)
of air required for complete
combustion of 1 kg fuel
(kg air/kg fuel)
Since the general chemical
this amount of O2 requires (x) amount
reaction for liquid fuel is
of air.
CnHm + (n + m/4)O2 + 3.76(n + m/4)N2 =
n CO2 + m/2 H2O + 3.76 (n +m/4)N2 But for 1kg of air there 0.23kg of O2
And since [ N = ms/MWt] X = 1/0.23 [ 32(n+m/4)]
Then [ ms = N. MWt] X = 4.31 [32(n+m/4)] kg air/kg O2
ii – for air
mass of oxygen
ms = N. MWt
N = n +m/4 from eq.
MWt = 32
ms = 32(n +m/4)
𝛼 = 1 stoichiometric
𝛼 > 1 lean
𝛼 < 1 rich
2. Since
From above
Sub in this equation
Ʋ a A + Ʋ b B = Ʋc C + Ʋ d D Where
Rr = reaction rate (gm.mole/lit.sec)
The reaction rate (Rr) is CA, CB = concentration of A & B (gm
mole/lit)
K = reaction rate constant (lit/gm.mole.sec)
CA → [A]
CB → [B]
CC → [C]
CD → [D]
Equilibrium
• Most chemical reactions are
reversible, that is they can and do run • equilibrium constants for solutions
in both directions. The forward and are usually determined in terms of
reverse reactions are competing with constituents concentrations ( Kc ).
each other and differ in reaction • Likewise( Kp )for gases depends on
rates. These rates depend on the partial pressure.
concentration and therefore change
with time of the reaction: the reverse • Therefore there are two
rate gradually increases and becomes distinct equilibrium
equal to the rate of the forward
reaction, establishing the so-called coefficients :
chemical equilibrium. 1. Kp = f(ƥ) for gases
• The time to reach equilibrium
depends on such parameters as 2. Kc = f[c] for liquids
temperature, pressure and the
materials involved.
Equilibrium coefficient (Kp)
• As stated earlier, the rates of reaction and
dissociation must be equal to establish equilibrium.
• Ex. [wA + xB ↔ yC + zD]
• From which ,the equilibrium coefficient (Kp) can be
expressed in terms of constituents partial pressure
• Where • Ex.2
• w, x, y, z – number of • CO2 + H2 ↔ H2O + CO
moles of each constituents
involved.
• ƥ- partial pressure
• Ex.1
• 2 CO + O2 ↔ 2CO2
Equilibrium coefficient (Kc)
Using the reaction rate approach to consider the reaction dissociation, i.e forward and
backward reaction.
Ex. For gasoline fuel, from tables , values of LHV and HHV are:
LHV = 44000 kJ/kg
HHV = 47300 kJ/kg
Latent heat of water vaporization = 47300 – 44000 = 3300 kJ/kg water
LHV is usually used in I.C engine analysis, as energy released and / or exchanged in the
combustion chamber occurs at high temperature, whereby, water in the exhaust
mixture almost always remains in the vapor form.
Estimation of HHV
• When chemical composition of a fuel is not known, a reasonable estimate
of it’s (HHV) may be obtained from it’s specific gravity :
• HHV = 2.326 [ 17450 + 170 ( ° API) ] kJ/kg
• where
• °API = American Petroleum Institute Standard
= (141.5/sp.G at 15°C) – 131.5
• Sp. G = specific gravity (gravity = density)
• = gravity of oil / gravity of water
• This measuring standard is usually used in connection with diesel fuel, where a good diesel
fuel have ( °API = 70 °F )
CHAPTER FOUR
Thermo-chemistry
4.1.5 – Hydrocarbons Families
introduction
• Hydrocarbons are one of the Earth's most important
energy resources. The predominant use of
hydrocarbons is as a combustible fuel source.
• Hydrocarbons are economically important because
major fossil fuels such as coal, petroleum and natural
gas, and its derivatives such as plastics, paraffin, waxes,
solvents and oils are hydrocarbons.
• Hydrocarbons can be gases ( methane and propane),
liquids ( hexane and benzene), waxes or low melting
solids ( paraffin wax and naphthalene) or polymers
(polyethylene, polypropylene and polystyrene).
Oil refinery
• An oil refinery or petroleum refinery is an
industrial process plant where crude oil is
processed and refined into more useful
petroleum products, such as gasoline,
diesel fuel, asphalt base, heating oil,
kerosene, and liquefied petroleum gas.[1][2]
• Oil refineries are typically large sprawling
industrial complexes with extensive piping
running throughout, carrying streams of
fluids between large chemical processing
units. In many ways, oil refineries use
much of the technology of, and can be
thought of as types of chemical plants.
The crude oil feedstock has typically been
processed by an oil production plant.
There is usually an oil depot (tank farm) at
or near an oil refinery for storage of bulk
liquid products.
operation
• Crude oil is separated into fractions by
fractional distillation.
• The fractions at the top of the
fractionating column have lower boiling
points than the fractions at the bottom.
• The heavy bottom fractions are often
cracked into lighter, more useful products.
• All of the fractions are processed further
in other refining units.
• However, two specific operation are used
to separates crude oil components :
1. Cracking : is the process in breaking
large molecular components into more
useful smaller molecular weight
components.
2. Distillation : is the process used to
separate the mixture into single or
smaller rangers of components.
Notes on crude oil
• Crude oil varies greatly in • Large MWt components have
appearance depending on its high boiling temperature.
composition. It is usually black small MWt components have low
or dark brown (although it may boiling point.
be yellowish, reddish, or even • High boiling point components,
greenish). such as tar and asphalt can be
• Crude oil is made up almost returned back to the refinery for
entirely of carbon and cracking into smaller MWt .
hydrogen. • Low boiling point components are
• C & H can combine in so many a very desirable products, such
ways , and tests shows that as solvent and fuels like gasoline
“25,000” different kind of HCs can
really be obtained.
• Such combination may include
very a large molecular to very
light molecular components.
1. Crude oil
2. Gasoline
3. Kerosene
4. Diesel oil
5. Sulfur
6. Asphalt
7. Motor oil
8. LPG
Major products
• Oil can be used in a variety of ways • Petroleum products are usually
because it contains hydrocarbons of grouped into three categories: light
varying molecular masses, forms and distillates (LPG, gasoline, naphtha),
lengths such as middle distillates (kerosene, diesel),
• paraffins, aromatics, naphthenes (or heavy distillates and residuum (heavy
fuel oil, lubricating oils, wax, asphalt).
cycloalkanes), alkenes, dienes, and This classification is based on the way
alkynes. crude oil is distilled and separated
• While the molecules in crude oil include into fractions (called distillates and
different atoms such as sulfur and residuum) as in the above drawing.
nitrogen, the hydrocarbons are the most • Liquified petroleum gas (LPG)
common form of molecules, which are • Gasoline (also known as petrol)
molecules of varying lengths and • Naphtha
complexity made of hydrogen and carbon • Kerosene and related jet aircraft fuels
atoms, and a small number of oxygen
• Diesel fuel
atoms. The differences in the structure of
these molecules account for their varying • Fuel oils
physical and chemical properties, and it is • Lubricating oils
this variety that makes crude oil useful in • Paraffin wax
a broad range of applications • Asphalt and tar
applications
• Hydrocarbons proved to be an 1. Automobile gasoline.
essential discovery for mankind, 2. Diesel fuel
as the variety of it’s useful 3. Jet fuel
application, made life progress at 4. Home heating fuel
a much greater rate, without 5. Industrial fuel
which so many mankind activities 6. Natural gas (cooking).
may prove to be very difficult if
7. Lubricants
not impossible.
8. Asphalt
• Therefore the products from
9. Rubber manufacturing
refined crude oil can be used for
many applications such as for
10. Paint manufacturing
example : 11. Plastic manufacturing
12. Explosion production
13. Alcohols.
14. wax
Refinery flow diagram
Hydrocarbons families
• Since crude oil comes out from the ground in various
parts of the world, it has been agreed to standardize
the products of HCs by means of number of different
families such as :
1. Paraffins
2. Olefins
3. Diolfins
4. Acetylenes
5. Cyclo-parafins
6. Aromatics
7. Alcoholes
• All of which may be considered as “saturated &
unsaturated”
Types of
hydrocarbons
1. Saturated hydrocarbons (alkanes or paraffins)
are the simplest of the hydrocarbon species
and are composed entirely of single bonds
and are saturated with hydrogen or another
carbon atom.
The general formula for saturated
hydrocarbons is CnH2n+2 (assuming non-
cyclic structures).
Saturated hydrocarbons are the basis of
petroleum fuels and are either found as
linear or branched species.
***
linear chain branch chain
Propane C3H8 Isobutane C4H10
***
2. Unsaturated Hydrocarbon have one or more
double or triple bonds between carbon
atoms.
*Those with double bond are called alkenes.
i- one double bond have the formula CnH2n
(olefins)
ii- two double bond with formulaCnH2n-2
(diolefins)
*Those containing triple bonds are called
alkynes, with general formula CnH2n-2
(acetylene)
alkenes
olfines diolfines
alkynes
***
3. Cyclo-alkanes (cyclo-paraffins)
are hydrocarbons containing one or more
carbon rings to which hydrogen atoms are
attached. The general formula for a saturated
hydrocarbon containing one ring is CnH2n.
cyclo
***
4. Aromatic Hydrocarbon, also known as
arenes, are hydrocarbons that have at least
one aromatic ring.
general formula is CnH2n-6
5. Alcohols
these are paraffins with (OH) replaces one (H)
examples
methanol CH3OH
ethanol C2H5OH
***
CHAPTER FOUR
Thermo-chemistry
4.1.6 - Gasoline
introduction
• Gasoline or petrol,
• is a toxic translucent, yellow-tinted liquid mixture of many
hydrocarbons, derived from petroleum, which is primarily used as a
fuel in internal combustion engines.
• It consists mostly of aliphatic hydrocarbons obtained by the
fractional distillation of petroleum, enhanced with isooctane or the
aromatic hydrocarbons toluene and benzene to increase its octane
rating. Small quantities of various additives are common, for the
purposes of tuning engine performance or reducing harmful
exhaust emissions. Some mixtures also contain significant
quantities of ethanol as a partial alternative fuel.
• Under normal ambient conditions it's material state is liquid and
not a true gas as opposed to liquefied petroleum gas or "natural
gas".
refinery
• Gasoline is produced in oil
refineries.
• Material that is separated
from crude oil via distillation,
called straight-run gasoline,
does not meet the required
specifications for modern
engines (in particular octane
rating; see below), but will
form part of the blend.
• The bulk of a typical gasoline
consists of hydrocarbons with
between four and 12 carbon
atoms per molecule.
***
• Overall, a typical gasoline is
predominantly a mixture of
paraffins (alkanes),
naphthenes (cycloalkanes),
and olefins (alkenes).
• The actual ratio depends on:
1. the oil refinery that makes
the gasoline, as not all
refineries have the same set
of processing units;
2. crude oil feed used by the
refinery;
3. the grade of gasoline, in
particular, the octane rating.
Gasoline properties
1. Density 3. self-ignition temperature SIT
• The specific gravity (or relative if the temperature of AF mixture
density) of gasoline ranges from is raised high enough, the mixture
0.71–0.77 ( 719.7 kg/m3), will ignite itself without the need
Gasoline floats on water; water of a spark or external igniter.
cannot generally be used to the temperature above which
extinguish a gasoline fire, unless this occurs is called the “ self
used in a fine mist. ignition temperature “ and will be
2. Volatility denoted by “SIT” .
• is the tendency of a substance to
vaporize. Volatility is directly
related to a substance's vapor
pressure. At a given temperature,
a substance with higher vapor
pressure vaporizes more readily
than a substance with a lower
vapor pressure.
Notes on volatility
• As mentioned previously, low 4. however, too high volatility is
boiling point HC components undesirable, because :
is : i- reduces volumetric
1. Is very useful products efficiency, as fuel vapor
2. it’s low boiling temperature replaces air during induction
means it has high volatility. stroke.
3. High volatility components ii- it can cause vapor lock
can vaporize at low which prevent fuel flow
temperature, which is useful through carburetor lines.
for cold starting of an engine,
as fuel must vaporize before it
can be burned.
Notes on SIT
• SIT is usually obtained when • If SIT is reached in SI engines,
having high Cr. then pressure pulses are
• In CI engines, Cr is usually high generated, often in audible
and SIT is obtained, this what frequency, which may cause
really makes the principles of serious damage to the engine.
ignition in CI engines. This phenomena is called
• In SI engines SIT may be “knocking or pinging or
referred to as “auto-ignition”, detonation”.
or “pre-ignition”. And this is
not desirable at all in SI engine
operation. As ignition start by
the spark of a spark plug at
pre-set time of the cycle, this
is why low Cr is imposed on
the design of SI engines.
Specified gasoline
• Gasoline for reasonable
approximation can be
considered as single
component hydro-carbon
fuel, such as :
1. Gasoline
chemical formula C8H15
MWt = 111
2. Iso-octane
chemical formula C8H18
MWt = 114
Octane number
• Octane number is a fuel • The higher the ON the
properties that describes “ higher it’s resistance to self
how well the fuel will or will ignition.
not self ignite “. • Therefore, high ON
• Or improves engine
• Octane number is a performance and prevents
measure of the fuel knocking , and therefore,
resistance to spontaneous prevent possible engine
(self) ignition during damage, thus improving
compression stroke prior to engine service life.
the desired position of the
piston in the cylinder set by
valve and ignition timing.
Octane rating
• Internal combustion engines are designed to
burn gasoline in a controlled process called
deflagration.
• But in some cases, gasoline can also combust
abnormally by detonation, which wastes
energy and can damage the engine.
• One way to reduce detonation is to increase
the gasoline's resistance to auto-ignition,
which is expressed by its octane rating
Deflagration is a technical term describing subsonic combustion that usually
propagates through thermal conductivity (hot burning material heats the next
layer of cold material and ignites it)
FS = RON – MON
0 ← FS → 10
better ← │ → poorer
performance │ performance
ON extended scale
As stated earlier that “some fuels are more knock-resistant than iso-octane”, and so this
may lead to an extended ON rating for a value higher than 100.
In this case, how can such fuels be compared when they are better than iso-octane in anti-
knock characteristics.
The answer to this problem is through the “ Wiese method “ of extended ON scale by
relating [ON to PN ] as follows :
Where
An antiknock agent is a gasoline additive used to reduce engine knocking and increase
the fuel's octane rating.
The fuel mixture (gasoline) , when used in high compression internal combustion
engines, has a tendency to ignite early (pre-ignition or detonation) causing a damaging
"engine knocking" (also called "pinging" or "pinking") noise.
The typical octane booster or antiknock agents in use are: Tetraethyllead (TEL)
* TEL - Tetra-ethyl lead (phased out) it’s chemical formula is
* MMT - Methylcyclopentadienyl manganese tricarbonyl [Pb(C2H5)4]
* MTBE – Methyl-tert-butyl ether It is knock inhibitor which
* ETBE – ethyl-tert-butyl ether increases the gasoline fuel
*Ferrocene knock resistance when small
*Iron pentacarbonyl quantity is added to the fuel
*Toluene [(0.5-1.5 ml) per liter gasoline]
*Isooctane It raises the ON > 100
Engine knock
• engine knock, is a sound that is made when the fuel
ignites too early in the compression stroke.
• Severe knock causes severe engine damage, such as
1. broken connecting rods,
2. melted pistons,
3. melted or broken valves and other components.
• The Octane rating is a measure of how likely a
gasoline or liquid petroleum fuel is to self ignite.
• The higher the ON, the less likely an engine is to pre-
ignite and suffer damage.
How knock occurs
• Refer to your text book
• P 140-141
• Figs.
4.3
4.4 – a,b,c,
4.5
***
• Figure 4-3 Self-ignition
characteristics of fuels.
• If the temperature of a fuel
is raised above the self-
ignition temperature (SIT),
the fuel will spontaneously
ignite after a short ignition
delay (ID) time.
• The higher above SIT which
the fuel is heated, the
shorter will be ID.
• Ignition delay is generally
on the order of thousandths
of a second.
***
• Fig.4-4
• Cylinder pressure as a function of
time in a typical SI engine
combustion chamber showing :
a- normal combustion
b- combustion with high knock
c- combustion with heavy knock
***
• Figure 4-5 SI engine combustion
chamber schematically visualized as
long hollow cylinder with the spark
plug located at left end.
• (a) Mass of air-fuel is equally
distributed as spark plug is fired to
start combustion.
• (b) As flame front moves across
chamber, unburned mixture in front
of flame is compressed into smaller
volume.
• (c) Flame front continues to
compress unburned mixture into
smaller volume, which increases its
temperature and pressure.
• If compression raises temperature of
end gas above SIT, self-ignition and
knock can occur.
How knock occurs
In SIE, during normal combustion a flame front is produced by the spark, spreading
uniformly across the combustion chamber with a smooth pressure rise. The heat
released due to combustion increases temperature and pressure of the burned gases.
The burned gases expand compressing the unburned gases, thereby increasing their
(T&P), and thus the flame front proceeds throughout the combustion chamber.
If the temperature of unburned mixture exceeds SIT of the fuel, then spontaneous
ignition or uncontrolled auto-ignition occurs at various location in the combustion
chamber.
This phenomenon is called “knock” or “detonation” in SI engines.
4.1.7 – Diesel fuel
introduction
Diesel fuel is also known Two types usually used
as diesel oil or fuel oil. in IC engines :
It is petroleum fraction 1. Light diesel fuel
that lies between C12H22 of MWt=170
kerosene and lubricating less viscous, easy to
oil. pump, and cost more.
2. Heavy diesel fuel
C14H24 of MWt=200
properties
In order to burn well, diesel fuel should :
1. Atomize properly
2. Ignite quickly
3. Burns completely
Ignition quality
Diesel fuel properties that 2. volatility
determines the ignition It is the tendency to
quality are : evaporate under given set of
1. Specific gravity conditions.
this is related to the energy Evaporation and mixing with
content of the fuel and air is essential for good
greatly affects the (specific ignition quality and complete
combustion, as this will
& volumetric) fuel effects the exhaust contents
consumption of a diesel (HCs, NOx, smoke density,
engine. odour).
It is measured by “distillation
temp. vs % evaporated”
according to ASTM
distillation curve
***
3. Ignition quality Notes on (ID)
i- smooth spontaneous Influence the quality of fuel
ignition at low temperature is optimization.
essential for good quality of Too long (ID) causes rapid
ignition. rate of pressure rise at start of
ii- ignition delay (ID)which ignition which causes diesel
is the time period between knock.
start of injection and start of Too short provides
combustion. insufficient time for good
mixing which causes
smoking.
Effected by design
parameters such as “Cr,
injection rate & timing, inlet
air temperature..”
***
4. Cetane number (CN) CN↑ → diesel knock↓
It is a measure of the fuel exh. emission ↓
ability to auto-ignite noise ↓
quickly when injected into
the hot compressed air. delay period ↓
It is also a numerical
measure of the influence CN ↑↑ → pre-ignition
the diesel fuel has in occurs
determining the (ID)
Measuring CN
A special test engine is used for the Ref. fuel mixture variation
purpose of measuring (CN) of fuel according to test procedure
(x). until ignition start at TDC
The test procedure : Accordingly , the mixture blend
i- fuel injection begins at is used to calculate (CN) of fuel
(13 °bTDC) (x) as :
ii- (Cr) to be adjusted for CN]x = % n-cetane + (0.15) %HMN
ignition to start at TDC
Reference fuel
1- n-cetane [C16H34]
CN = 100
2- heptomethylnonane
HMN [C12H34]
CN = 15
Methods of diesel fuel rating
1. Cetane index (CI)
CI = - 420.34 + 0.016G² + 0.192G(log Tmp )
+ 65.01(log Tmp )² - 0.0001809 T²mp
where
G – API gravity (American Petroleum Institute) {APIg}
G = (141.5/sp.grv) – 131.5
sp.grv – specific gravity
sp.grv = [gravity of fuel/gravity of water] at 15 °C
Tmp - mid point boiling temperature in ( °F) , which is
the temperature at which (50%)of mixture will be
evaporated.
***
2. Diesel index (DI)
DI = 0.01 [ aniline point (°F) x APIg at 60°F]
aniline point – is the lowest temperature at which the
oil is completely miscible with an equal volume of
aniline. [good quality diesel oil → APIg = 70° F]
ON & CN
1. For gasoline , (ON) is a 4. Approximate simple
measure of the resistance to relationship between ON &
spontaneous ignition CN :
2. For diesel fuel, (CN) is a CN = (104 – ON)/2.75
measure of the ease of ON = 104 – 2.75 CN
spontaneous ignition . 5. This means that “a good
3. (ON & CN) are therefore diesel engine fuel is bad
the inverse measurement of gasoline engine fuel”
the same property 6. Increasing (ON) is not
(spontaneous ignition) harmful but a cost waste.
increasing (CN) is harmful
as it might produce pre-
ignition.
CHAPTER FOUR
Thermo-chemistry
4.1.8 – Alternative fuels
Frequently asked questions
1. Why alternative fuels needed
i- crude oil is vanishing sources.
ii-emission problems from HCs
iii-increasing crude oil transport cost
2. Why alternative fuels still out of use
i-engine modification
ii-high cost
iii- service stations construction
Types of alternative fuels
1. Alcohol Refer to your text book for
2. Methanol ( CH3OH ) more details.
3. Ethanol ( C2H5OH ) Definitions and advantages-
4. Hydrogen disadvantages are required
to be read.
5. Natural gas – methane
6. Propane
7. Reformulated gasoline
8. Coal – water slurry
9. other
Methanol CH3OH
Methanol is a good alternate fuel for internal combustion
and other engines, either in combination with gasoline or
directly (“pure").
Mixture of methanol and gasoline is usually designated by
(MX) , for example
M15 → 15% methanol + 85% gasoline
M100 → pure methanol
M0 → pure gasoline
Ethanol C2H5OH
It is also as methanol a good alternative fuel for automobiles.
Made much of it from corn and sugar, although the
manufacturing processes are costly.
Most common mixture used are
1. M85
2. M10
Tutorial
See examples :
4.6 / p.154
4.7 / p.156
Chapter four
combustion
4.2.1 - Introduction
Introduction
• Combustion process
may be defined as a
relatively rapid chemical
reaction between C & H
in fuel and oxygen in
the air, resulting in
liberation of energy in
the form of heat
Combustion requirements
1. Presence of combustible mixture (fuel + air)
2. Means of combustion initiation (spark) or self ignition
3. Stabilization and propagation of flame in the combustion chamber
SIE combustion stages :
1. Ignition and flame development
2. Flame propagation
3. Flame termination.
Types of combustion
1. Controlled combustion which is
initiated by a spark .
2. Uncontrolled combustion which is
initiated by hot spot.
3. Abnormal combustion which is
known as “auto-ignition” and this
will cause engine knock.
Remarks on ignition
• Near end of compression
stroke the cylinder contains a
homogeneous FA mixture.
• Spark is fired and ignites the
FA mixture in the vicinity
forming a thin thread of flame.
• Combustion spread to the
envelope of the mixture
containing the thread.
• Rate of flame propagation
depends on T & P of flame
front and surrounding
envelope.
Combustion in CI Engine
In a CI engine the fuel is sprayed directly into the cylinder and the fuel-air
mixture ignites spontaneously.
These photos are taken in a RCM under CI engine conditions with swirl air flow.
Diesel Combustion Process
• It can be a cathode-ray
oscilloscope (CRO) on which
the pressure signal is
applied to the vertical plate,
and the time or position
signal to the horizontal
plate, thereby resulting a (P-
V, P-t, P-θ) diagrams
Integrated unit
Chapter four
combustion
4.2.3 – combustion fundamentals
General remarks
• Combustion process • ID = dr/(360N/60)
takes place at a certain • or simply
timing, where piston • t = θ / 6N
and spark are related by
time and position. • So if either combustion
time or combustion
• Combustion period is angle is given for a
therefore related to specific engine speed ,
such parameters (t & θ) then the other variable
as mentioned before, is very simple to
and expressed as: evaluate.
example
• If engine speed (2400) • If combustion time is
rpm, and combustion (3 ms) for the same
span for (25) degrees, engine speed, then
then combustion time combustion angle is
will be • θ=6tN
• t = 25/6x2400 • θ = 6 (3/1000) (2400)
Burn angle
• Combustion period in • If time factor is used, then this
degrees is better known will be called
as “burn angle”, which “burn time”
can be defined as : • In most engine, typical value
of burn angle is about “25
• “burn angle is the angle degrees”
through which the crank • Accordingly, if combustion is
shaft turns during to be completed at (15º aTDC)
combustion process” then ignition should occurs at
• or “is the number of crank about (10º bTDC), and this
would give a total of (25º)
shaft degrees combustion from start of ignition to end of
process occupies” combustion
Start of ignition
1. too early -
pressure increases rapidly to
reach undesirable level before
TDC, and this means that work
will be wasted in compression
stroke.
2. too late –
then max pressure will not occur
early enough, then work will be
lost at start of power stroke.
3. Norma time –
from above, ideal time of
ignition is in the range of (10-
30) degrees bTDC
Best performance will be achieved when the greatest portion of the
combustion takes place near top dead center.
** If the spark is not advanced enough, the piston will already be moving
down when much of the combustion takes place. In this case, we lose the
ability to expand this portion of the gas through the full range, decreasing
performance.
** If ignition is too advanced, too much of the gas will burn while the
piston is still rising. As a result, the work that must be done to compress
this gas will decrease the net work produced.
2. but, actually
This does not happen, where actual conditions differ from ideal conditions,
and this causes variation to take place in all cylinders, and cycle to cycle in
each cylinder.
3. Why ?
The reasons behind such variation in combustion that actually occurs are :
I - variation in intake system
II - variation within the cylinder
III - turbulence within the cylinder causes statistical variation during
combustion
Cycle-to-cycle variation
Causes of variation in
combustion process
• In actual engine operation, 1. Intake system
the assumptions made to
theoretically evaluate 2. Evaporative cooling
engine combustion process 3. Fuel properties
can not hold due to many 4. EGR
reasons and uncontrolled
effects that causes 5. Throttling
variation in combustion 6. Fuel injection
between the cylinders and
also within each cylinder, 7. Indicator diagram
such causes can be 8. Spark discharge
enumerated as follows:
9. Burn time
Home work
• Refer to your text book and other references
of your choice, write short assay on the causes
of combustion variation, taking the factors
mentioned above into consideration plus any
other reasons you think that should be
included.
Engine operating characteristics
&
combustion process
==================================================
Engine operating conditions have substantial effects on
combustion process, as conditions for max power
requirements differ from that when economy is the
target, or during cruising for a long journey.
so, studying the most common operating conditions
that an engine may subjected to will give better
understanding of combustion process.
1 – power operation
Drivers are sometimes faced with road conditions that requires quick deceleration
such as sudden braking action. Under such condition the engine RPM is high and the
throttle is almost closed, which are conflicting situation as :
** high RPM requires high air flow
** closed throttle requires low air flow
these conditions are forced conditions, resulting in:
1 – high intake vacuum
2 – high exhaust residual
3 – rich mixture
4 – poor combustion
5 – mis-fire
6 – high exhaust emission
These results are most noticeable in carburetor engine, however, fuel injector have
better response which can be controlled by shutting-down the fuel flow under such
conditions.
5 – starting cold engine
To start a cold engine, over rich mixture must be supplied (closing the choke)
to ensure that enough fuel vapor will be present to make the least
combustible mixture.
Cold engine reduces the percentage of fuel evaporation as compared to
normal conditions due to:
1 – cold walls of intake system & of cylinders
2 – cold fuel
3 – cold lubricating oil
Cold engine at instance of starting is characterized by
a – due to no-combustion situation, the engine is driven by the starter
motor at a very low rpm
b – compressive heating is lost to cold walls and not to gas mixture
c – cold viscous lub oil resist motion
Therefore to overcome all of these , the need is essential for over-rich
mixture, may be as much as (1:1), so small percentage of fuel will be
vaporized, resulting in :
i- combustible mixture is obtained
ii – ignition start
iii- after few cycles, engine begins to warm up, so in few minutes normal
operation will be reached.
Chapter four
combustion
4.2.4 – combustion in SI engines
fundamentals
• As stated earlier, combustion • The spread of the flame
process is divided into three front is influenced by
broad regions : (increased by) induced
1. Ignition and flame “turbulence-swirl-squish”
development. mixture motion within the
2. Flame propagation. cylinder.
3. Flame termination • The right combination of
• Ideally combustion consist of fuel and operating
“sub-sonic flame” conditions must be
progressing through established such that knock
premixed-homogeneous is to be avoided.
air/fuel mixture
The air and fuel are homogeneously mixed together in the carburetor. This mixture enters
engine cylinder through intake manifold. Mixes with residual gas and compressed.
Combustion is initiated by a spark at the end of compression stroke.
As the piston reaches TDC the fuel is ignited by the spark at the spark plug and the
burning process of the mixture begins. As the gases rapidly expand the piston is forced
down the cylinder on the power stroke.
1st stage
ignition lag
• Ignition lag or ignition • Ignition delay period
delay can be defined as (ID) can be calculated as
“it is the time interval follows :
between ignition initiation
and the actual start of
combustion”.
• It is a very small fraction of
a second during which FA
• ID – ignition delay (sec)
mixture is chemically dr – degree of engine rotation
prepared for reaction N - engine speed (rpm)
360 – crank shaft degrees per
revolution
• During this 1st stage, generally about (5% - 10%) of the FA mixture is consumed under
normal operating conditions of a SI engines.
• the reasons behind such slow progress in combustion process is due to low
turbulence motion in this zone, as well as high heat losses to :
1- relatively cold spark plug material.
2- gas mixture.
• Flame is generally detected at about (6) degrees of crank rotation after spark
plug firing. This means that there is a time interval where combustion start after
ignition occurs, where we called this as “delay period”.
• by the time (5-10 %) of AF mass has been burned, which is the duration of this
1st stage, the combustion process is then well established, and the flame front
starts to move faster. This indicates the start of the 2nd stage.
• but …
where the 1st stage ends and where the 2nd stage start is very difficult to specify
due to so many variables involved, and therefore this can be specified for a
particular engine from indicator diagram study of this particular engine.
• The first two stages of combustion are not entirely distinct, since the nature
and velocity of combustion changes gradually. However, we can assume that the
end point of the first stage is itself the start point of the 2nd stage.
• this point can be specified when a first measurable rise of pressure is seen on
the indicator diagram, i.e, the point where the line of combustion depart from
the line of compression, as shown in the following diagram “
A – point of spark
B – point of measurable pressure rise.
C – point of max pressure.
And therefore :
AB – represent 1st stage
BC – represent 2nd stage
CD – represent 3rd stage
2nd stage
flame propagation
• As the 1st stage ends the • Most of the useful work is
combustion of the mixture produced in this stage.
inside the cylinder becomes • During this stage the gas
more established, where the mixture undergoes motion
rate of pressure rise of “turbulence-swirl-squish”
becomes faster and resulting in a high flame
therefore provides higher front speed.
force to produce work in the • The flame front expands
expansion stroke. spherically from the spark
• Most of the FA mixture is plug and spread through
burned in this stage, about the combustion chamber
(80-90%) of the total FA due to those above motion
mass rate.
***
• As combustion proceeds,
the gas mixture pressure
rises to high values,
however, the temperature
of the burned gases behind
the flame front is higher
then that before flame
front, and therefore density
of burned gases decreases
and thus expands to occupy
a greater volume.
• This volume increase of the burned gases compresses the unburned
gases, and therefore , the unburned gases will be subjected to
compressive heating.
• in addition to that, and due to heat transfer (radiation, conduction,
convection) will further increase the unburned gases temperature as well
as it’s pressure.
• from these conditions of operation, the flame moves through the
combustion chamber and travels through a progressively increasing
temperature and pressure environment, thus improving combustion by :
1- reducing chemical reaction time
2- increasing flame front speed
• when the piston reaches TDC :
1- ⅔ of AF mixture is completely burned.
2- gases (T & P) reaches max values just after TDC (5-10)º aTDC
3- all FA mixture is completely burned at about (15º) aTDC
3rd stage – flame termination
• In this stage (5-10)% of AF mixture is burned
which makes it the final mass of fuel to be
consumed, and a little additional work is
delivered.
• This means that (90-95)% of FA mass rate is
already being burned, and therefore the rate
of pressure rise quickly decreases, thence
combustion ends at about (15-20) degrees
aTDC
Returning to fig. shown :
*the last (5-10)% mass of AF is
compressed into few percent (about
2%) of combustion chamber volume.
*this volume is at the extreme corner
of combustion chamber.
*the piston start to move away from
TDC, the volume increased by about
(10-20)% of clearance volume(Vc),
resulting that AF react in a very
small volume, and therefore
reaction takes place at a very low
rate
Near the wall, the mixture motion is damped out, and the combustion chamber walls
acts as heat sink, which causes :
1. Rate of reaction is further reduced.
2. Flame speed is also reduced.
3. Thus combustion ends by slowly dying away.
Chapter four
combustion
4.2.5 – combustion in CI engines
General remarks
**in SI engines combustion, flame front moves through a homogeneous
mixture, while in CI engines unsteady process occurring simultaneously at
many spots in a very non-homogeneous mixture at a rate controlled by fuel
injection.
**Air intake is un-throttled in CIE giving almost atmospheric intake
pressure, and thus reduces pumping losses and improving thermal
efficiency
**Air only to be compressed during most of the compression stroke while
fuel is injected into the cylinder at the end of this stroke
Injection span for about (20º) starting (15º) bTDC and lasting up to (5º)
aTDC
**Delay period is almost constant in real time, so at higher RPM fuel
injection must start earlier in the cycle.
Air movement (turbulence + swirl) and high injection velocity is needed
spread the fuel droplets through out the cylinder and forces it to mix with
air
**after the engine is provided with fuel air mixture, the combustion
process is set to be started
***
• Air only is admitted into the engine cylinder during the intake
stroke, then compressed during most of the compression
stroke near the end of which fuel injection will start.
• Due to high Cr the FA mixture temperature start to rise ,
reaching a level high enough to make FA self ignited
• This temperature is called “self ignition temperature SIT”
• So the principles of ignition in CIE is that FA mixture is so
compressed to raise it’s temperature up to SIT
Combustion process
• After injection, fuel must undergo series of
events to ensure proper combustion, i.e :
1. Atomization
2. Vaporization
3. Mixing
4. Self ignition
5. Combustion
Refer to your text book for definition of each of these events.
Fuel jet
***
Ignition
is a process of combustion initiation,
and must add necessary energy for the
starting and sustained burning of the
fuel -till combustion takes place.-
Ignition system
It provides the necessary and timely
energy from external source (spark) to
the fuel charge at the end of
compression stroke.
2. Electric starter motor is Mostly preferred method, where the motor is connected
to the engine by means of spur gears, these gears coupled to the motor by
flexible coupling. When the starter switch is turned, it closes a circuit between the
battery and the motor, whose armature begins to spin. The spur gears are in a
pinion form meshes with the flywheel. After the flywheel turns, the engine start to
fire. Then the flywheel is disengaged from the pinion and the starter motor.
The current required (500A) to start the motor is supplied by a 12V-battery.
Ignition system components
Spark plug
In each cylinder a spark should occur at a definite time for best results.
By timing the ignition, the burning of the mixture is allowed to take place at the correct
moment. Also, ignition timing is the method to ensure that firing takes place exactly at
the desired moment.
For complete combustion and for max power developed, ignition should occur before
the piston reaches TDC at the end of compression stroke. Therefore, spark should take
place at sufficient time before TDC
Firing order
Where
C – empirical value = 1.3
B – cylinder bore
Up.max - average piston speed at max engine speed
Ci – speed of sound at inlet cond.
Fig. 5-3
Carburetor is a mixing device to supply the engine with air/fuel mixture. It atomizes
the fuel and mixes it with air in varying proportions to meet the changing operating
conditions.
It is required to provide the following essential features:
1. To meter and supply the proper quantity and proportion of air and fuel at
correct strength under all conditions of load and speed of the engine:
*downdraft – vertical
venturi tube with air
flowing from top to
bottom (gravity
assistance)
*sidedraft – air flowing
horizontally, this is
required when there is
engine compartment
height limitation.
*updraft – needs fairly high
flow velocity to carry fuel
droplets in suspension
against gravity.
Sizing venturi throat
• When air flows through the venturi throat, • From this it can be concluded that
the pressure drops as air accelerat ideally it is desirable :
through the throat, and then the pressure
rise again as air decelerate after the 1. To have larger (Dt) on high
throat. performance engine which usually
• Therefore, there is always a net pressure operates on high speed engine.
loss through a venturi, as downstream 2. To have smaller (Dt) for lower
pressure never equals upstream pressure. engine speed engines.
• Flow rate & throat diameter (Dt) • To avoid such (Dt) compromize, the
correlation for a given flow rate : followings can be used :
1. The smaller (Dt), the greater net
pressure drop, and so results in a 1. Two barrel carburetor
reduced (ηv). 2. Secondary venturi
2. This would suggest larger (Dt).
3. A larger (Dt) means low air velocity and
thus small pressure drop across the fuel
capillary tube. This causes :
*poorer AF control.
*large fuel droplets
*poorer AF mixing.
Secondary venturi
• Throat of a carburetor
with secondary venturi :
1. The smaller secondary
venturi gives a large
pressure drop and
good fuel flow control.
2. The larger primary
throat offers less
resistance to the main
air flow.
Air & Fuel flow in carburetors
• From known ambient conditions & carburetor
specifications, the flow rates of air and fuel
can be calculated, and therefore air/fuel ratio
can be predicted.
Air flow through venturi throat
Where
Cdc : discharged coefficient of capillary tube
Ac : cross section area of capillary tube.
5.2.1 - FUNDAMENTALS
fluid motion within combustion
chamber
introduction
• The subject title is • These motions are
fluid – motion – combustion chamber important for
• Fluids concerned are : *speed up fuel evaporation
* air *enhance air-fuel mixing
* fuel *increase combustion rate
* exhaust gases *increase combustion eff.
• Motion of the fluids during : • Type of motions
*compression stroke *turbulence
*combustion process *swirl (rotational)
*power stroke
*radial
Combustion chamber
and air movement
• Combustion chamber is a definite closed
space formed by three separate engine parts:
*cylinder head
*cylinder wall
*piston top face
• Such closed space when subjected to pressure
rise and change in volume, forces the gases
within it to move in various kind of motions,
such as mentioned above.
Types of motions
• Efficient operation of an engine depends on the
level of mixing process between air and fuel , and
so to have a good combustible air/fuel mixture
ready to ignite at the proper timing.
• Such mixing process is enhanced by various
motions of both fluids during intake and
compression strokes, and so enhance proper
operation of the engine.
• These motions can be summarized as follows :
1 - Turbulence motion
• This type of motion is
created by piston action,
specifically during • The advantages of
compression stroke. turbulence motion :
• However, due to high
velocities involved, all flows 1. Distribute fuel
into, out of, and within 2. Mix fuel with air
engine cylinders are 3. Assist combustion
turbulence flow.
• During turbulence flow, all 4. Reduce after burn.
flowing particles experience
random motion fluctuation
in all direction .
2 - Swirl motion
• It is a rotational • The advantages of swirl
(circular) motion of motion may be
gases imparted during summarized as :
suction stroke. 1. Enhance mixing of air
and fuel .
* * * *
2. Giving homogeneous
• it can be generated by mixture .
designing intake system 3. Speed up the
components to allow spreading of flame
tangential entry of front.
gases.
Examples of swirl motion
Air entering engine cylinder from Air contoured intake
tangential direction runner
***
Air contoured intake valve Eccentric induction process
Swirl ratio
• Swirl ratio can be 1. Angular gas velocity to
defined as : engine speed ratio :
“it is a dimensionless SR1 = ω / N
parameter relating where
angular gas motion with
SR1 – swirl ratio
engine reciprocating
motion. ω - gas angular
velocity (res/s).
• Mathematically
expressed in two N - engine rotation
different expressions : speed (res/s)
***
2. Tangential gas speed • Ut = 2 πωr
to engine piston 2π – rad/rev
speed. ω -angular velocity rev/s
SR2 = Ut / Up r - cylinder radius = B/2
where • Up = 2SN
SR2 – swirl ratio
Ut - gas tangential speed S – piston stroke
Up - average piston speed N – engine speed
3 - Radial motion
• Radial motions are of 2. Tumble is rotational
three types : motion around a
* squish circumferential axis.
*tumble 3. Crevice motion is a
*crevice flow into the very
small crevices of the
1. Squish is a radial combustion chamber.
motion towards the
center of the cylinder ***
**
3.1 - Squish motion
• Squish and reverse squish
is a radial motion towards
the center line of the
cylinder generated by a
recess located in either
the piston or the cylinder
head.
• Squish motion occurs
during compression
stroke.
• Reverse squish motion
occurs during expansion
stroke.
***
• Due to very small
clearance volume, when
the piston approaches
TDC, radial flow of air
from the periphery to the
recess is produced, this is
squish.
• During expansion, volume
increases, and the
burning gases are forced
outward , this is reverse
squish.
3.2 - Tumble motion
• It is actually a rotational
motion, but it is in fact
generated by squish motion
around circumferential axis.
• So, it is classified as radial
rather then rotational motion
• Therefore, tumble (caused by
squish as piston approaches
TDC), is a motion about a
circumferential axis near the
edge of the clearance volume
in the piston bowl or the
cylinder head.
3.3 -Crevice motion
Crevices are very small volumes such as :
* clearance between piston and cylinder wall.
* gaps in the gaskets between head and block.
* unrounded corners and edges.
Chapter Eight – Exhaust Flow
5.3.1 - introduction
purpose
Exhaust System Basics
An exhaust
system is a
complex Carry engine Reduce or
assembly, exhaust Reduce the Maintain eliminate
which has a gases safely engine engine certain
number of to the rear of sound level performance engine
functions to the vehicle emissions
perform. The
system must:
An incorrectly designed exhaust system could restrict the flow of gases and,
if the restriction is excessive, can:
cut horsepower
reduce performance
This restriction is one of the dangers faced when components used are not part of an
exhaust system specifically designed and engineered for a particular application.
1 – carrying exhaust gases
• After combustion and power
stroke, the combustion
products (exhaust gases) have
to be expelled to allow fresh
charge induction for the next
cycle
• Expelling exhaust gases is
known as “the exhaust
process”
• Exhaust process occurs in two
steps :
1. Exhaust blow-down
2. Exhaust stroke
Exhaust
‘blowdown-stroke’
• Exhaust blow down occurs
due to (∆P) between engine
cylinder and exhaust system
when the exhaust valve
opens.
• Exhaust stroke occurs
mainly due to piston
movement from BDC to
TDC, pushing thereby the
exhaust gases out of the
cylinder
Exhaust blow-down
• It occurs when exhaust • Therefore pressure
valve start to open differential of :
towards the end of the ∆P = Pbd – Pexh
power stroke at about Will be high enough to
(60-40)º bBDC. cause rapid flow of
• At this instance : exhaust gases out of the
cylinder.
Pbd = 4-5 atmos
T = 1000 º
• But
• Pexh = about 1 atmo
Max flow
• Due to high velocity, • Where
P1 – upstream
sonic flow will occur •
• P2 – down stream
resulting in a max flow • k - specific heat ratio
rate. • P1/P2 = 2 for most gases
• This means that sonic • So if k=1.35 and P1/P2 = 1.86
flow occurs when the • Then sonic flow will be
1 - The time from start closing till complete closure of exhaust valve is finite period,
and it is a design criteria to ensure best exhaust gas expelling out of the cylinder.
2 – however, induction stroke immediately flow exhaust stroke.
3 - then remark (1) stands for both exhaust and intake valves, i.e
* exhaust valve closes at end of exhaust stroke.
* intake valve opens at start of induction stroke.
4 - accordingly :
* exhaust valve closing span →→ at or near TDC → to → (8-50)º aTDC
* intake valve opening span →→ (10-25)º bTDC → to → BDC
5 - from which there will be a period of about (15-50) degrees of engine rotation,
where both valves are open.
6 - this period is called “ valve overlap “
7 - during valve overlap period :
i – exhaust gases passes into intake system (due to ∆P)
ii – thereafter, this amount will be induced back again to the cylinder with the
fresh charge.
iii - this will increase the actual mass content of exhaust residual within the
fresh charge.
iv - also in addition to that, there is the possibility of fresh charge being lost with
exhaust gases
Exhaust valve
• Aex - is the total inlet
valve area for one
cylinder, whether the
cylinder has (1,2,3)
intake valves.
• Number of valves per
cylinder can be of
different arrangement
• ( refer to fig.5.3 – p.175
of your text book ).
Valve & passage area
Where
C – empirical value = 1.3
B – cylinder bore Dividing eq.2 by eq.1 to get :
Up.max - average piston speed at
max engine speed
Cex – speed of sound at inlet
cond.
Where α varies between (0.8 – 0.9)
Exhaust gas is obviously the remains of The results from analyzing exhaust gas
a combustion process, and obtained by Orsat apparatus is inserted
Combustion process is actually a into the chemical reaction equation, and
chemical reaction between air (O2) thereafter balancing such equation will
and fuel, therefore present means of assessing the engine
operation and performance .
Exhaust gas , combustion, air and fuel
are all linked to the original chemical
reaction equation .
Chemical reaction equation is
therefore a very powerful tool for
studying engine behavior and thus
predicting engine performance,
however
Chemical reaction equation however is
useful only when it is balanced
equation.
Chemical reaction equation
Balancing
• Let’s take liquid fuel as an example :
------------------ % mass
𝝨x
Determination of
unknown fuel chemical formula
• This could better understood by taking the
following example :
• An unknown HC fuel (CxHy) was allowed to
react with air. The dry product analysis shows :
CO2 = 12.1 %
O2 = 3.8 %
CO = 0.9 %
Solution
The chemical reaction equation is
Therefore the final balanced chemical reaction equation for this fuel will be
Determination of (AF) from exhaust gas analysis
From the chemical reaction equation
Where Where
C – carbon content in fuel N - %vol of nitrogen in exhaust
H – hydrogen content in fuel C - %mass of carbon in fuel
O – oxygen content in fuel C1 - %vol of (CO) in exhaust
S – sulfur content in fuel C2 - %vol of (CO2) in exhaust
Chapter Six
Emission & Air Pollution
6.1 - Introduction
INTRODUCTION
Air pollution can be defined as an addition
to our atmosphere of any material which will
have a deleterious effect on life upon our
planet.
Beside I.C. Engines, other sources such as
electric power stations, industrial and
domestic fuel consumers also contributes to
air pollution.
There has been great concern, in recent
years, that the Internal Combustion Engines
is responsible for too much atmospheric
pollution, which is detrimental to human
health and the environment. Thus concerted
efforts are being made to reduce the
responsible pollutants emitted from the
exhaust system without sacrificing power
and fuel economy.
The internal combustion engine has been
developed into a powerful, reliable and
compact power unit. These engines work by
burning fuel in cylinders and expansion of this
burning fuel pushes a piston down. The piston
in turn pushes a crankshaft around. The rotary
motion of the crankshaft is then used to power
for example the transmission that allows a
vehicle to be driven at different speeds.
The big disadvantage of these engines is the
combination of impurities in the fuel and the
process of burning it produces pollutants.
Pollution from cars comes from
1. by-products of the combustion process
(tailpipe exhaust) and from
2. the evaporation of fuel during the
refueling process and from
3. the vehicle fuel system
I -The Combustion Process
Most vehicle fuels (gasoline, diesel, natural gas, ethanol, etc.) are mixtures of hydrocarbons,
compounds that contain hydrogen and carbon atoms.
In a “perfect” engine, oxygen in the air would convert all of the hydrogen in fuel to water
and all of the carbon in the fuel to carbon dioxide (carbon mixed with oxygen). Nitrogen in
the air would remain unaffected.
In reality, the combustion process is not “perfect,” and automotive engines emit several
types of pollutants:
a. “Perfect” Combustion Process:
FUEL (hydrocarbons) + AIR (oxygen and nitrogen) = CARBON DIOXIDE (CO2) + Water (H2O) +
Nitrogen
b. Typical Real-World Engine Combustion Process:
FUEL (hydrocarbons) + AIR (oxygen and nitrogen) = UNBURNED or PARTIALLY BURNED
HYDROCARBONS (VOCs) + NITROGEN OXIDES (NOx) + CARBON MONOXIDE (CO) + CARBON
DIOXIDE (CO2) + Water (H2O)
ii - CARBON DIOXIDE (CO2): Carbon dioxide does not directly impair human health,
but it is considered a “greenhouse gas”. In other words, as it accumulates in the
atmosphere, it is believed to trap the earth’s heat and contribute to the potential
for climate change.
4. Particulates
the carbon particles (soot or smoke) is the main constituent of
particulates. This has adverse effects on health and environment, where there is
consistent correlation between particle levels and death rates.
High levels of particles have also been linked with increased hospital admissions
and asthma attacks. Smaller particles can carry carcinogenic particles into the
lungs.
Other sources of particle pollution include exhaust from transportation, burning of wood,
construction exhaust and activity and pollutants set off by the agriculture industry. These
pollutants can cause smog to occur at any point during the day, since they mix with the
ground-level ozone layer.
6. OTHERS
i - Benzene: A known carcinogen (something that causes cancer) that can cause
leukemia.
ii – sulfur oxides ( SOx): CI. engine fuel may contain small amount of sulfur which
when exhausted contributes to the acid rain problem. It is irritant gas and effect
the mucous membrane when inhaled
iii – lead: It is the major additives (TEL) to improve the gasoline octane number
lead compounds discharged from vehicles using leaded gasoline can cause a
variety of human health disorder.
iv – phosphorus: This may be found in small amount in some fuel blends and
lub. oil which is considered as air pollutant.
v – odour: it is the products of partial oxidation (diesel) is the main cause of
odour in diesel exhaust.
vi – carbon dioxide: it is a major greenhouse gas that contribute to global
warming by creating thermal radiation shield, and thus reduces the amount of
thermal radiation energy allowed to escape from the earth.
vii – noise: this can be defined as undesirable sound when at high level can
possibly be a health hazard. Noise generated by engines has therefore been
considered as pollution.
Emission standards
are requirements that set specific limits to the amount of pollutants that can be released
into the environment.
Many emissions standards focus on regulating pollutants released:
1. by automobiles (motor cars) and other powered vehicles
2. from industry, power plants, small equipment such as lawn mowers and diesel
generators.
Frequent policy alternatives to emissions standards are technology standards (which
mandate Standards generally regulate the emissions of nitrogen oxides (NOx), sulfur oxides,
particulate matter (PM) or soot, carbon monoxide (CO), or volatile hydrocarbons (see
carbon dioxide equivalent).
A catalytic convertor reduces pollutants like Catalytic convertor should have the following
(HC, CO) by oxidizing catalysts, and (NOx) by desirable properties:
reducing catalyst. 1. Low volumetric heat capacity to reach the
Catalytic convertors usually contains a mesh operating temperature.
coated with noble metals like: 2. Quick light off to reach operating
1 - platinum and palladium promotes the temperature quickly.
oxidation of (CO & HC), 3. Good chemical stability to prevent any
2 – rhodium promotes the reaction of NOx . deterioration in performance.
These metals are the catalysts which 4. Physical durability with attrition
accelerate the oxidation and reaction of: resistance.
CO →→ CO2 5. Robust design.
HC →→ CO2 & H2O 6. High surface area of noble metal
NOx →→ N2 for better reactions.
The catalysts themselves do not participate 7. Minimum pressure drop during exhaust
in the reaction, but helps to accelerate gas flow through it to prevent engine
reaction. back pressure.
8. lower loading of noble metal for
reduced cost.
Catalytic convertors are stainless
steel container mounted
somewhere along the exhaust pipe
of the engine.
Inside the container is a porous
ceramic structure through which
the gas flows.
1 - In most convertors the
ceramic is a single
honeycomb structure with
many flow passage.
2 – some convertors use loose
granular ceramic with the gas
passing between the packed
spheres.
The surface of the ceramic passage
contains small embedded particles
of catalytic material (catalysts) that
promote the oxidation reaction and
the reduction process to remove
pollutants in the exhaust gas as it
passes through.
Types of catalytic convertors
The EGR flow is controlled by the engine computer which opens or closes the EGR valve
depending on the operating conditions. One of the most common problems with an EGR
system is that the EGR passages or the EGR valve itself getting clogged with carbon
deposits causing restrictions to the EGR gas flow. This turns the "check engine" light on
and sets the code, for example, P0401, which means "Insufficient EGR flow" . This
problem happens mostly if a car is driven for only short trips so it can't warm up fully, or
when the oil is not changed regularly.
EGR gas flow rate is controlled by the EMS, and the mass percentage of EGR to the
total mass flow into the cylinder is:
After EGR combines with the exhaust residual left from previous cycle, the total
fraction of exhaust in the cylinder during compression stroke is:
To reduce formation of NOx it is desired to reduce the maximum cycle temperature. This
is done by exhaust gas recycling (EGR). Calculate the amount of EGR needed to reduce
maximum combustion temperature to (2200K). Exhaust gas which consists mostly of (N2,
CO2 and H2O) will be approximated as all nitrogen at temperature (1000 K).
SOLUTION
An unknown number of moles of EGR (x moles of N2 at 1000K) is added to the reactants
Total mass in is
Where
Qcl : heat transferred to coolant (kJ/s = kW)
ṁw : cooling water mass rate (kg/s)
Cpw : water specific heat (kJ/kg.K)
to : cooling water outlet temperature (deg.K)
ti : cooling water inlet temperature (deg.K)
2 – heat lost to exhaust
• Heat to coolant can be evaluated as follows :
Where
Qex : heat transferred to exhaust (kJ/s = kW)
ṁex : exhaust gas mass rate (kg/s) = ṁf + ṁa
Cpw : exhaust gas specific heat (kJ/kg.K)
tex : exhaust gas temperature (deg.K)
tamb : ambient temperature (deg.K)
What is a Cooling System?
A typical 4 cylinder vehicle cruising along the highway at around 50 miles per hour, will produce 4000
controlled explosions per minute inside the engine as the spark plugs ignite the fuel in each cylinder
to propel the vehicle down the road. Obviously, these explosions produce an enormous amount of
heat and, if not controlled, will destroy an engine in a matter of minutes. Controlling these high
temperatures is the job of the cooling system.
Today's cooling system must maintain the engine at a constant temperature whether the outside air
temperature is 110 degrees Fahrenheit or 10 below zero.
** If the engine temperature is too low, fuel economy will suffer and emissions will rise.
** If the temperature is allowed to get too hot for too long, the engine will self destruct.
The Components of a Cooling System
1 - The Radiator
The radiator core is usually made of flattened aluminum tubes with aluminum strips that zigzag
between the tubes. These fins transfer the heat in the tubes into the air stream to be carried away
from the vehicle. On each end of the radiator core is a tank, usually made of plastic that covers the
ends of the radiator,
On most modern radiators, the tubes run horizontally with the plastic tank on either side. On other
cars, the tubes run vertically with the tank on the top and bottom. On older vehicles, the core was
made of copper and the tanks were brass. The tanks, whether plastic or brass, each have a large hose
connection, one mounted towards the top of the radiator to let the coolant in, the other mounted at
the bottom of the radiator on the other tank to let the coolant back out. On the top of the radiator is
an additional opening that is capped off by the radiator cap.
Another component in the
radiator for vehicles with an
automatic transmission is a
separate tank mounted inside
one of the tanks. Fittings connect
this inner tank through steel
tubes to the automatic
transmission. Transmission fluid
is piped through this tank inside a
tank to be cooled by the coolant
flowing past it before returning
the the transmission.
Pressure cap and reserve tank
As coolant gets hot, it expands. Since the cooling system is sealed,
this expansion causes an increase in pressure in the cooling system,
which is normal and part of the design. When coolant is under
pressure, the temperature where the liquid begins to boil is
considerably higher. This pressure, coupled with the higher boiling
point of ethylene glycol, allows the coolant to safely reach
temperatures in excess of 250 degrees.
The radiator pressure cap is a simple device that will maintain
pressure in the cooling system up to a certain point. If the pressure
builds up higher than the set pressure point, there is a spring loaded
valve, calibrated to the correct Pounds per Square Inch (psi), to
release the pressure.
Freeze Plugs /
a special sand is molded to the shape of the coolant passages
in the engine block.
Heater Core
The hot coolant is also used to provide heat to the
interior of the vehicle when needed.
How Does a Cooling System Work?
Therefore
Friction refers to the forces acting between surfaces in relative motion
And
Lubrication is the admittance of viscous fluid between two surfaces in relative motion.
When two surfaces are in contact, they will touch
each other at a roughness high spot of the surface, as
shown magnified in this figure, where fig. :
a – represent dry non-lubricated surface,
friction is created by high-spot that resist
motion.
b - represent lubricated surface showing reduction of
friction by hydraulic floating.
• Engine’s accessories that cause some reduction in crankshaft power are also
classified as part of engine friction load.
FRICTION is the resistance to motion which takes place when one body is moved upon
another. Friction is generally defined as "that force which acts between two bodies at
their surface of contact, so as to resist their sliding on each other".
Engine friction (FP)
FP = IP - BP
Total engine friction
The difference between IP & BP is known as “total engine friction”. This includes the
following losses:
1. direct frictional losses
2. Pumping losses
3. Blow-by losses
4. Valve throttling loses
5. Combustion chamber pump losses
6. Power loss to drive the auxiliaries
losses
Where :
P – gas pressure in comb. chamber
Ft – slide thrust force
Ff – friction force
Fr – con rod force
θ – crank angle
φ - angle con rod and centerline
B – cylinder bore
m – mass of piston The sign of the friction force (Ff) term depends
dUp/dt – acceleration of piston on the crank angle
Fx – resultant force in x-direction
Fy – resultant force in y-direction
Since
(Ft) is very important to be specified in a single equation, because this is the force
exerted sideway between piston skirt and cylinder wall and causes friction force to
resists the piston reciprocating motion.
11.3 - Lubrication
LUBRICATION SYSTEM
Mechanical Friction and Lubrication
•When two solid surfaces are in contact, they will
touch each other at the roughness high spots of the
surfaces.
•Points of contact will become hot, sometimes to the
point of trying to weld together.
•To reduce resistance of surface-to-surface motion,
lubricating oil is added to the space between the
surfaces.
•Lubricating oil holds the surface apart and one
surface hydro-dynamically floats on the others
surface.
•The resistance to relative motion is the shearing of
fluid layers between the surfaces, which is less than
that of dry surface motion.
Dry or non lubricating surface showing lubricating surface showing reduction
friction caused by high spots of friction by hydraulic floating
Characteristics of Lubricating
Fluid
•6 - Absorbs Contaminants
The additives in oil helps in absorbing the contaminants
that enter the lubrication system.
VISCOSITY
•If the oil is too thin(has very low viscosity) it will be forced
out from between the moving parts, resulting in rapid wear.
•If the oil is too thick(has very high viscosity) it will flow very
slowly to engine parts, especially when the engine and the oil
are cold, resulting in rapid wear.
•Single viscosity oils SAE 5W, SAE 10W (Winter) and
SAE 20, SAE30 … (Summer)
•Multiple viscosity oils SAE 10W-30.
This means that the oil is same as SAE 10W when cold
and SAE30 when hot.
Lubricating Oil Additives
For maximum performance and life span
of the engine, following additives are
required:
•Antifoam agents
•Oxidation inhibitors
•Pour-point depressant
•Antirust agents
•Detergents
•Anti-wear agents
•Friction reducers
•Viscosity index improvers
Parts & components
1. Oil pan
2. Oil pump
3. Pressure relief valve
4. Oil galleries
5. Oil pressure indicators
6. Oil filter
7. Oil cooler
Oil Pan
•Light or a Gauge
The light turns on or gauge reads low when
the pressure drops below 10psi.
Low oil pressure Safety system will shuts down the car by
cutting the ignition System(Spark).
Oil Filter
Oil Galleries
•Pollution prevention
•Blow-by back into the intake
•Prevent sludge in the engine.
Oil Pressure sending unit
electrically sends the
signal to the Light or Gauge mounted on the dash.
•Every 5000Km
•3 months
Once air is drawn into the engine, it must be combined with fuel to
form the charge, ignition initiation is essential for the combustion to
takes place. As the fuel undergoes oxidation, a great deal of energy is
released. The force of this explosion, concentrated above the
cylinder head, drives the piston down and creates a reciprocating
motion that is eventually transferred to the output shaft.
Getting more fuel into the charge would make for a more
powerful explosion.
But you can't simply pump more fuel into the engine
because an exact amount of oxygen is required to burn a
given amount of fuel. This chemically correct mixture -- 14
parts air to one part fuel -- is essential for an engine to
operate efficiently.
The bottom line:
→→ To put in more fuel →→ you have to put in more air.
super-charging
turbo-charging
Superchargers and turbochargers are compressors mounted in the intake
system, and used to raise the pressure of the incoming air. This results in more
air and fuel entering each cylinder during each cycle. This added air and fuel
creates more power output during combustion, and the net power output of the
engine is increased
As stated earlier, Superchargers increase intake by compressing air above atmospheric
pressure, without creating a vacuum. This forces more air into the engine, providing a
"boost." With the additional air in the boost, more fuel can be added to the charge, and
the power of the engine is increased. Supercharging adds an average of 46 percent more
horsepower and 31 percent more torque.
Chapter nine
induction & exhaust systems
9.2 - supercharging
As stated earlier, Superchargers increase intake by compressing air above atmospheric
pressure, without creating a vacuum. This forces more air into the engine, providing a
"boost." With the additional air in the boost, more fuel can be added to the charge, and
the power of the engine is increased. Supercharging adds an average of 46 percent more
horsepower and 31 percent more torque.
Superchargers
Superchargers are mechanically driven
directly off the engine, i.e they draws their
power directly from the crankshaft driven by
an accessory belt, which wraps around a
pulley that is connected to a drive gear.
The drive gear, in turn, rotates the
compressor gear. The rotor of the
compressor can come in various designs, but
its job is to draw air in, squeeze it into a
smaller space and discharge it into the
intake manifold.
In this respect the power to drive the compressor is a parasitic load on the engine output,
and this is considered as one of the disadvantages of superchargers.
The ideal power needed to drive the supercharger is evaluated as
Isentropic efficiency (ideal) means no losses are considered, but in actual practice there
is always losses encountered in any mechanical system. Therefore the actual efficiency
of the supercharger compressor is less than (100%). This means that the actual power
needed will be greater than ideal.
If (Tin and Pin) are known, and design output pressure is set. Then the ideal gas
isentropic correlation is:
and
and
where
Additional requirement
1. After-cooler : due to compressive heating of air by the supercharger, a cooler
after the supercharger is used to cool down air temperature back to normal,
and thus to improve overall cycle efficiency. Such after cooler may be :
i – engine water cooling (air-to-liquid heat exchanger)
ii – air cooling (air-to-air heat exchanger)
In C.I engines, after coolers are not generally needed, as there will be no
concern about higher cycle temperature ( why ? ).
after cooler efficiency is known as “ cooler effectiveness ” which can be
expressed as :
ii - turbine
→→→
The mechanical efficiency between turbine and compressor is
Notes
See example 5.3 / p. 194/195
Turbo lag
All turbocharger applications can be roughly divided into 2 categories, those requiring
rapid throttle response and those that do not. While important to varying degrees, turbo
lag is most problematic when rapid changes in engine performance are required.
Turbo lag is the time required to change speed and function
effectively in response to a throttle change.
For example, this is noticed as a hesitation in throttle response when accelerating from idle
as compared to a naturally aspirated engine. Throttle lag may be noticeable under any
driving condition, yet becomes a significant issue under acceleration.
This is symptomatic of the time needed for the exhaust system working in concert with the
turbine to generate enough extra power to accelerate rapidly. A combination of inertia,
friction, and compressor load are the primary contributors to turbo lag. By eliminating the
turbine, the directly driven compressor in a supercharger does not suffer from this
problem.
Boost threshold
The boost threshold of a turbo system describes the lower bound of the region within which the
compressor will operate. Below a certain rate of flow at any given pressure multiplier, a given
compressor will not produce significant boost. This has the effect of limiting boost at particular rpm
regardless of exhaust gas pressure. Turbochargers start producing boost only above a certain exhaust
mass flow rate.
Electrical boosting ("E-boosting") uses a high-speed electrical motor to drive the turbocharger to speed
before exhaust gases are available. A similar system utilizing a hydraulic drive system and over-speed
clutch arrangement to accelerate the turbocharger.
The boost threshold is determined by the engine displacement, engine rpm, throttle opening, and the
size of the turbo. Without adequate exhaust gas flow to spin the turbine blades, the turbo cannot
produce the necessary force needed to compress the air going into the engine.
The point at full throttle in which the mass flow in the exhaust is
strong enough to force air into the engine is known as the boost
threshold rpm.
Engineers have, in some cases, been able to reduce the boost threshold rpm to idle speed to allow for
instant response.
The boost threshold is not to be confused with turbo lag .
Turbocharging versus supercharging
1 - In contrast to turbochargers, superchargers are not powered by exhaust gases but are
connected directly or indirectly to an engine. Belts, chains, shafts, and gears are only a few
of the ways this is performed.
2 - A supercharger uses mechanical energy from the engine to drive the compressor.
Example
** on a single-stage single-speed supercharged Rolls Royce Merlin engine, the supercharger
uses up about (110 kW).
** Yet the benefits outweigh the costs: For that (110 kW), the engine generates an
additional power and delivers (750 kW) when it would otherwise deliver (560 kW).
** a net gain of (190 kW).
3 - In comparison, a turbocharger does not place a direct mechanical load on the engine. It
is more efficient because it converts the waste heat of the exhaust gas into horsepower
used to drive the compressor. In contrast to supercharging, the principal disadvantages of
turbo-charging are the back-pressuring (exhaust throttling) of the engine and the
inefficiencies of the turbine versus direct-drive.
A combination of an exhaust-driven turbocharger and an engine-driven supercharger can mitigate the
weaknesses of the other. This technique is called twin-charging . Some two-stroke diesel engines even
used a triple system.
CAUTIONS
In all engine boosting applications, boost pressure is limited to keep
the entire engine system, including the turbo, inside its thermal and
mechanical design operating range.
Over-boosting an engine frequently causes damage to the engine in
a variety of ways including pre-ignition, overheating, and over-
stressing the engine's internal hardware.
For example, to avoid engine knocking ( pre-ignition or detonation)
and the related physical damage to the engine, the intake manifold
pressure must not get too high, thus the pressure at the intake
manifold of the engine must be controlled by some means. Opening
the waste-gate allows the energy for the turbine to bypass it and
pass directly to the exhaust pipe. The turbocharger is forced to slow
as the turbine is starved of its source of power, the exhaust gas.
Slowing the turbine/compressor rotor begets less compressor
pressure.
Chapter 14
ENGINE TESTING
14.1 - Introduction
Introductory notes
1. Engine speed
2. Fuel consumption
3. Air consumption
4. Smoke density
5. Brake, indicated and friction power
6. Heat lost to coolant
7. Heat lost to exhaust
8. Exhaust gas analysis
1 – Engine Speed
• Measurement of engine speed can be done by
any of the methods below which ever suitable
to the conducted test :
1. Revolution counter
2. Mechanical tachometer
3. Electrical tachometer
2 – Fuel Consumption
• Fuel consumption by an engine can be
measured by any of these methods:
1. Fuel flow method
2. Gravimetric method
3. Continuous flow meter
3 – Air Consumption
• Air consumption rate can be measured by any
of the followings :
1. Air box method
2. Viscous flow air meter
4 – Smoke Density
The absorption type is the most widely used. They measure and absorb the power
output of the engine to which they are coupled. The power absorbed is usually
dissipated as heat by some means. Examples of such dynamometers are :
1. Prony brake (mechanical friction brake)
2. Rope brake
3. Hydraulic dynamometer
4. Eddy current dynamometer (electromagnetic brake)
5. Swinging field D.C dynamometer
Dynamometer principles
The basic principle of a dynamometer can be
summarized as follows :
1. An “electrical, hydraulic, or magnetic” rotor
driven by the engine under test at one side is
coupled to a stator at the other side.
2. For every revolution of engine shaft the rotor
periphery moves a distance of (2πR) against
the coupling force (F) Hence the work done
per revolution is W = (2πR) (F)
4. The dynamometer external moment (torque)
Td , and the engine turning moment (torque)
Te are respectively expressed as follows :
Td = S.L S(scale reading), L(device arm)
Te = R.F R(rotor radius), F(couple force)
5. Under steady and balanced operation
Te = Td →→→ RF=SL
6. The work done therefore
W = 2πR.F = 2πS.L
7. The work done /min = 2πS.L.N
8. The power = 2πS.L.N / 60,000 kW
S=Newton , L=meter, N=rpm
Prony brake
One of the simplest methods of measuring brake
power is to attempt to stop the engine by means
of a brake on the flywheel and measure the
weight which an arm attached to the brake will
support, as it tries to rotate with the flywheel
The prony brake shown in the figure works on the
principle of converting power into heat by dry
friction. It consists of wooden blocks mounted on
a flexible rope or band the wooden blocks when
pressed into contact with the rotating drum takes
the engine torque and the power dissipated in
frictional resistance. Spring loaded are provided
to tighten the wooden block and hence increases
friction. The whole of the power absorbed is
converted into heat and hence this type of
dynamometer must be cooled. The brake power
is given by :
BP = 2πNT
where T=W.l
W : weight applied at radius (l)
Rope brake
The rope brake as shown in the figure is another
simple device for measuring brake power. It
consists of a number of turns of rope wound
around the rotating drum attached to the output
shaft. One side of the rope is connected to a spring
balance and the other to a loading device. The
power is absorbed in friction between the
rope and the drum. The drum therefore requires
cooling. The brake power is given by:
BP = πDN(W-S)
Where
D – brake drum diameter
W – the weight in Newton
S – the spring scale reading
It,s important to note that some times the brake
drum diameter may considered as the some of the
drum and rope diameters , i.e
D = Db + dr
Eddy current type absorber
EC dynamometers are currently the most common absorbers used in modern chassis dynos. The EC absorbers provide the
quick load change rate for rapid load settling. Most are air cooled, but some are designed to require external water cooling
systems.
Eddy current dynamometers require an electrically conductive core, shaft or disc, moving across a magnetic field to produce
resistance to movement. Iron is a common material, but copper, aluminum and other conductive materials are usable.
In current (2009) applications, most EC brakes use cast iron discs, similar to vehicle disc brake rotors, and use variable
electromagnets to change the magnetic field strength to control the amount of braking.
The electromagnet voltage is usually controlled by a computer, using changes in the magnetic field to match the power
output being applied.
5.2 – Indicated power
The engine indicated power is usually determined by the use of PV diagram taken with the
help of indicator system.
If the indicated power cannot be measured directly, then it is possible to evaluate it
indirectly by measuring the brake power and engine losses.
If indicator diagram is available, the indicated power can be computed by measuring the
area of the diagram with a planimeter or other such means, to evaluate the (imep) as :
Where
imep – bar ---Net diagram area – mm² ---Length of diagram – mm --- and
Spring constant - bar/mm
In general, several methods are commonly available for the purpose of evaluating the
indicated power, and these are :
1. Indicator diagram
2. Morse test
3. Calculation of IP ( see section 2.03 …… IP = ṁf . CV . ηth.i )
1 - Indicator diagram ( refer to 7.02)
there are many types of engine indicators, but the most suitable modern type is the
electronic indicator, which consist of the following main parts :
1. Pressure pick-up (transducer)
2. Pre-amplifying device
3. Time-base recording system
4. Display system
2 - The Morse method
An engine connected to a absorption-type dynamometer with load weighing gear and tachometer will
enable the indicated power (Pi) to be calculated providing care is taken to maintain the exact rev/min
and particular attention is paid to the torque arm setting and the reading of the load figures.
The test consists of measuring the total brake power (Pb) with all engine cylinders working normally
under full throttle, and the cutting out each cylinder in turn.
1. With spark ignition engines , is to short circuit the spark plug of each cylinder in turn.
2. With oil engines, disconnecting the fuel injector will cut off the fuel supply to that cylinder .
When a cylinder has been cut out, the remaining working cylinders have to overcome the frictional
and pumping loses of the cut-out cylinder.
Consider 4- cylinder 4-stroke engine where (Pi = indicated , Pb = brake, and Pf = friction ) power :
Let A = Pb = 4 Pi - 4 Pf of 4 cylinders
And B = Pb = 3 Pi - 4 Pf of 3 cylinders
Thus case A - case B = 1 Pi is the (Pi )of the cut-out cylinder.
When each cylinder’s indicated power is known and added together, the result gives the total
indicated power for the engine under those speed and load conditions.
5.3 – Friction power
The total engine friction can be divided into five main components as follows :
1. Crankcase mechanical friction
this is subdivided into :
i- bearing friction (includes main & con rod bearings)
ii- valve gear friction
iii- miscellaneous friction
2. Blow-by losses
these are pumping losses during compression and expansion process, during which,
leakage of combustion products occurs past the piston and piston rings from the
cylinder to the crankcase.
3. Exhaust and inlet system throttling losses
due to restriction in flow area during valve movement from closed to full open
positions
4. Combustion chamber pumping losses
these are the losses due pumping work required to pump gases into and out of the
combustion chamber during mainly exhaust strokes.
5. Piston mechanical friction
this can be subdivided into :
i- viscous friction – which depends on the lub oil viscosity and the temperature of
the various parts of the piston.
ii-non-viscous friction – and these are (a)due to ring tension (b)gas pressure force
behind the ring
The friction power of an engine can be determined by the following methods :
1. Willan’s line method (for CI engines only)
2. Motoring test
3. Difference between “IP & BP”
4. Morse test
Morse test
As discussed earlier in the measurement
of the engine indicated power
6 – Heat Losses
The performance of an engine is generally given by heat balance method.
To obtain such heat balance, the engine must run under constant specific operating
conditions, i.e, constant load, constant speed, and the followings are to be considered:
1. Heat supplied by the fuel
2. Heat absorbed to produce engine power
3. Heat taken away by cooling system
4. Heat taken away by exhaust gas
For petrol and diesel engine, heat supplied by the fuel (Qf) is theoretically evaluated as
follows: