Fundamentals of IC Engines Actual air cycles Course Instructor Dr. Avinash Kumar Agarwal Professor Department of Mechanical Engineering Indian Institute of Technology Kanpur, Kanpur EL Power Losses due to ignition advance tal Sparkadvance of 35 deg. Optimum spark advance Fuclair eyele ‘Actual cycle EPEC eee Ost)10 : $09 Flaine. 0322 : 0=0%, 1-024 g v7", n=020 Bos 38, n=029 07 1 L 30-20 ~=C 0 10 Degrees from optimum timing ‘tem p-V diagram showing power Power loss due to ignition advance Joss due to ignition advance + Best compromise is to go for moderate spark advance so as to have smaller losses in both compression and expansion strokes oR PEE Se OPO att) Heat loss ‘This is due to the transfer of the heat through water jackets and cooling fins. Also, some heat is being transferred during the compression and expansion processes. > Heat transfer from the burned gases have significant effect on the P-V line. > Due to heat transfer during combustion, the pressure at the end of combustion in the real cycle will belower. > During expansion, heat transfer will cause the gas pressure in the real eycle to fall below an isentropic expansion line as the volume increases. > A decrease in efficiency results from this heat loss. Por Fundamentals of IC EnginesEngine Heat Profile on 70% Engine Heat Profile in various regions leading to heat losses oR PEE Se OPO att) EE Exhaust blow down loss Blowdown loss is due to the early opening of exhaust valves. This results in drop in pressure, and a loss of work output during expansion stroke. Too early opening results in loss of expansion work. > In the real engine operating cycle, the exhaust valve is opened some 60° before BC to reduce the pressure during the first part of the exhaust stroke in four-stroke engines and to allow time for scavenging in two stroke engines, > The gas pressure at the end of the expansion stroke is therefore reduced below the isentropic line. > A decrease in expansion-stroke work transfer results. Pres (ba) Por Fundamentals of IC EnginesEffect of exhaust valve opening ‘Time loss 6% Heat loss 12% Puckaireycle ‘ytd preesue (v2) ‘Stroke (rm) The effects of exhaust valve early opening ‘The Time loss, heat loss & exhaust loss oR PEE Se OPO att) Loss due to gas exchange processes / Pumping losses > Pumping work is the difference between the work done in expelling the gases (during exhaust stroke) and the work done in inducing the fresh charge (during suction stroke). The loss is due to the pumping gases from low inlet pressure to high exhaust pressure. Pumping Loss Por Fundamentals of IC EnginesLL Crevice effect and leakage > As the culinder pressure increases, gas flows into crevices such as the regions between the piston, piston rings, and eylinder wall. > These crevice regions can comprise a few percent of the clearance volume. > This flow reduces the mass in the volume above the piston crown, and this flow is cooled by heat transfer to the crevice walls. > In premixed charge engines, some of this gas is unburned and some of it will not burn. > Though much of this gas returns to the cylinder later in the expansion, a fraction, from behind and between the piston rings, flows into the crankcase. > All these effects reduce the cylinder pressure during the latter stages of compression, during combustion, and during expansion below the value that would result if crevice and leakage effects ‘were absent. oR PEE Se OPO att) Blowby losses Blowby Losses Piston rings Por Fundamentals of IC Enginesa Rubbing friction los: > Rubbing friction loss is due to friction between the piston and chamber walls, friction in various bearings and also includes the energy spent in operating various auxiliary equipment such as cooling fans, water pumps ete. > ‘The piston ring friction increases rapidly with engine speed. It also increases to a small extent with increase in mean effective pressure. The bearing friction and the auxiliary friction also increase with engine speed. oR PEE Se OPO att) a Incomplete combustion ‘Combustion of the eylinder charge is incomplete; the exhaust gases contain combustible species. > In spark-ignition engines the hydrocarbon emissions from a warmed-up engine are 2 to 3 percent of, the fuel mass under normal operating conditions. > Carbon monoxide and hydrogen in the exhaust contain an additional 1 to 2 percent or more of the fuel energy, even with excess air present. > Hence, the chemical energy of the fuel which is released in the actual engine is about 5 percent less than the chemical energy of the fuel inducted, > In diesel engines, the combustion inefficiency is usually less, about 1 to 2 percent, so this effect is smaller. Por Fundamentals of IC Engines‘At load a Item Full Toad | Half Toad (a) | Air-standard cycle efficiency (Tair-sea) 56.5 56.5 1. | Losses due to variation of specific heat and chemical equilibrium, % 13.0 13.0 2. | Loss due to progressive combustion, % 4.0 4.0 3. | Loss due to incomplete combustion, % 3.0 3.0 4. | Direct heat loss, % 4.0 5.0 5. | Exhaust blowdown loss, % 0.5 0.5 6. | Pumping loss, % 0.5 15 7. | Rubbing friction loss, % 3.0 6.0 (b) | Fuel-air cycle efficiency = nair-sta ~ (1) 43.5 43.5 (c) | Gross indicated thermal efficiency (ma) = Fuel-air cycle efficiency (nen) —(2+3+4+5) 32.0 31.0 (d) | Actual brake thermal efficiency = nitn — (6 +7) 28.5 23.5 ‘Typical losses in a gasoline engine for r = 8 Perret ent Fundamentals of IC Engines Conventional fuels & Alternative fuels Course Instructor Dr. Avinash Kumar Agarwal Professor Department of Mechanical Engineering Indian Institute of Technology Kanpur, Kanpur‘cmbing the Energy Ladder Challenge for us in India is to follow a flat trajectory of growth in fuel demand ‘When pet cpa GDP on puch power uy i cher me © S30 cenand plod indalstion sd pecs maby take, © $10.00 — ema alow he sin pt of inate eompleed, © $150“ denan roms mores than nae ee mise cei pomh iho ere eh ae © $25 000 eon pond req aioe ne. oR PEE Se OPO att) Parc Dee eer aT Global energy consumption bie) Fundamentals of IC Enginesa Energy Scenario Primary energy demand is expected to increase by 2.3 times over the next 20 years. Renewables Nuclear Hl ltydro Oil St Gas ll Coal Gn milion tonnes of ol equivalent) 2000 2005 2010 2015 2020 2025 7030 2035 Gearcer Vu Stasua/M ‘Source: BP Enerey Outlook to 2035 India’s Energy demand ME 359 PEE Se OPO att) { a Energy Scenario Transportation energy consumption quadrilion Btu 160 10 20 100 ok ees 2015 2020 2025 2020 2035 2010 Motor gosoina mOlosel LPG Mlct‘ucl_ mesial fue Natural gae metry A Source: US. Enerey informacion Adminstration f Global energy consumption oki)LS World Oil Demand and Supply Trends + World oil production will peak but when? 10-30 years What is more important is “When will demand exceed supply?” - < 10 years according to pessimists Demand in 2004 ~ 82 M barrels a day, expected to rise to 84 M barrels a day in 2006 (source IEA) ~ pessimists say supply will not keep up, optimists say it will + Are oil prices high now because of cyclical or structural reasons? Difficult to answer PEE Se OPO att) eee Renewable Resources are Adequate to Meet all Energy Needs GJ per capita I 1000 600 - 400 Hydro Wind Demand 200 Range _— Geothermal Biomass - > oe & SF FE EO SC Moe OS eos ¢ ¥ oe" Se ws ‘Souree:adaptec trom UN 2000, WEC 1994, and ABB 1908, & Figures based on 10 bilion people, potoR Ty POETS ep yLL Production and import of crude oil in India + 196 MMt of crude oil (70% of our requirement) and petroleum products in 2016-17. 4 causing a heavy burden on forex reserves. Yee RSE] na | aaron aL TT 7 Ta EE T aed ar aT oe E oF er BO [AT a 7a Ee Ed 7 TEE ‘The known worldwide reserves of petroleum are 100 billion barrels and these are predicted to last. about 40 years, hence the availability of petroleum is uncertain in future. Alternative fuels have to be considered in order to undertake energy security and import substitution for diesel and petrol fuels ‘No single fuel can sustain urban transport in the foreseeable future. ME 359 PEE Se OPO att) How will the world manage energy in the future? — An optimistic view % Technology and human ingen and peacefully will ensure that future energy demands will be met fairly, cleanly ¥- Energy conservation ¥ Development of renewable and biomass ¥ Unconventional fossil fuels — heavy oil, tarsands (Alberta project), shale, coal bed methane ¥_ New oil production techniques ¥ More oil fields ¥ Development of coal technology ¥ CO2 sequestration ¥- Nuclear energy potoR Ty PPE C ee ee or att)Transport Fuels ¢ Primarily liquid fuels. + Primarily made from crude oil in refineries. Why liquid fuels ? ¥- High energy density ~ Gasoline ~ 32 My/ litre, Diesel ~36 MI/ litre ¥_ Easy transport, storage and handling ¥_ Extensive distribution network © 75% of liquid fuels are used for transport. 70% of that in cars. © Retail fuel is 95% fossil alkanes and 5% from a biological source. '* By 2020, global demand for bio-derived fuels will be 5008 litres. oR PEE Se OPO att) Cee ee eee Pee er eet eens‘The 21st Century - Further Growth projected in Motorization Billions of Vehicles 25 === Total ME Acca TEI Latin America Midale East Inia ME Other Asia Chine TE Eastern Europe Former Soviet Union. ‘OECD Pacific HE 0£C0 Europe III FCO North America 2000-2010 «2020-2030 20402050. source: Sisal Mobily Project ak ulations. oR Fundamentals of IC Engines There is no single solution for future fuels + The next 20-30 years will see a wider range of vehicle technologies and fuel types especially in developed markets. 100% <— exc 20% : beac Dia HY 2 ue EY 3 60% 5 con : Z 40% 20% 0% m 2000 2005 2010 2015 2020 2025 2030 rode) Ce CprtTi= Thanks PEE Se OPO att)