ICE Design & Performance Parameters PDF

Engine Performance Parameters
Indicator Diagrams of SIE
ICE Design & Performance Parameters 300

Air-standard Otto cycle, k = 1.4, r = 12
c
Actual cycle, r = 12, actual k , w/o HT

c
100
Dr. M. Zahurul Haq End of Combustion
Ideal Otto cycle, r = 7, actual k

c
Professor
Department of Mechanical Engineering
o
P/P
Bangladesh University of Engineering & Technology (BUET) 10
Dhaka-1000, Bangladesh
Start of Combustion
zahurul@me.buet.ac.bd
http://teacher.buet.ac.bd/zahurul/ Actual cycle, r =12, actual k , w/ HT
c
1
ME 401: Internal Combustion Engines
1 2 3 4 5 6 7 8 9 10 12
V/V
clearance
e1021
c Dr. M. Zahurul Haq (BUET) ICE Design & Performance Parameters ME 401 (2011) 1 / 21 c Dr. M. Zahurul Haq (BUET) ICE Design & Performance Parameters ME 401 (2011) 2 / 21
Engine Performance Parameters Engine Performance Parameters
Air-Standard Efficiency, ηas & Real Gas Efficiency, ηo Indicated Efficiency, ηi

§ ηas is not as much like the actual efficiency of the real processes:
working fluid is not air: ηi =
Indicated Power
Heat Input Rate
=
Pi
mf QLHV
× 100
_ %
intake & compression stroke: air + fuel
Power & exhaust stroke: mix of N2, O2, CO2, CO, H2O, N0 ...
k = 1.3 ± 0.05, rather than 1.4 for air. actual, real, but measured at the cylinder, not at flywheel
heat loss does not contain mechanical efficiency, ηm
energy expended in pumping the gases into & out of cylinder
combustion is not instantaneous
driving some accessories
§ Real gas efficiency, ηo : takes into account of real gases, but ignores turning the cam-shaft & crank-shaft.
the heat loss and combustion delay effects. Mixture composition during rubbing the piston rings up & down against cylinder walls
power and exhaust stroke is a function of temperature and is varying. ηi /ηo : primarily a function of φ, weak function of combustion
ηo /ηas v primarily a function of φ, as it changes k
chamber, surface/volume ratio influencing heat loss.
v very weak function of compression ratio
ηi /ηo = 0.86: for CFR engine, φ = 1.13
v essentially independent of inlet & exhaust conditions
v 0.69, for CFR engine, φ = 1.0 ⇒ ηi /ηas = 0.69 · 0.86 = 0.59
1.5
v
1.4
k = C /C
Iso-octane
10000
p
1.3
= 1.0
rc
1.2
= 7.0
(kJ/kgK),
1.1
8000 Ideal Otto cycle N = 2500 1.0
s
0.9 C
= 330 deg CA v
v
(kPa)
C
0.8
6000 Actual cycle

d = 90 deg CA 0.7
5000
(simulated)
Pressure
rc = 12.0 Actual cycle w/o HT

4000
Actual cycle
4000 Air standard Otto cycle
(Rakopoulos)
Temperature (K)
Actual cycle HT
3000
2000 2000
Start of Combustion
End of Combustion
1000
0
180 210 240 270 300 330 360 390 420 450 480 510 540
0
180 210 240 270 300 330 360 390 420 450 480 510 540
Crank Angle (deg)
e1025 Crank Angle (deg)
e1024
Effect of Compression Ratio A More Realistic Cycle

a = spark ignition
b = end of combustion
c = EVO
yz = isentropic curve through b
Time Loss = hatched area to the left of a-b
and below curve y-b
= Actual Cycle
Heat Loss
Blow down loss
e938
e1023
k −1 Effects of real intake & exhaust strokes are not considered; these are
1
Air Standard Efficiency ≡ ηas,Otto = 1 − rc normally included in mechanical efficiency.
Time Loss: Combustion is not instantaneous. It is necessary to Pumping Losses

start the combustion before TDC and combustion will go
substantially past TDC. Usually, greatest efficiency is obtained negligible at WOT (wide open throttle) condition.
when the point of ignition and the point at which combustion is become a substantial fraction of the total at partial throttle when
completed are roughly symmetric. the manifold vacuum is high.
% of (ηi − ηo )
at idle, the engine produce no net work, the work produced by the
Time Loss ∼ 30 cylinder must balance the mechanical losses (pumping, accessories,
friction etc.)
Heat Loss: heat loss during compression is negligible as
temperature is low.
Heat Loss ∼ 60 % of (ηi − ηo )

Blow-down Loss: the difference between the ideal and actual
cycle at EVO represents unavailable work.
Blow by Loss ∼ 10 % of (ηi − ηo )

e705
Losses Due to Unburned Fuel Leakage Losses
Piston rings and sometimes the valves, do not seal properly and
because of poor mixing control, either within cylinder or from
consequently the cylinder pressures do not rise as high as they
cylinder to cylinder, some of the mixture is not burned.
should, represents a loss.
some of the charge next to the cylinder walls and crevices around
For an engine in good condition: loss is negligible.
the spark plug and the valves are chilled, and will not burn.
Leakage losses are less serious at higher engine speeds, as it takes
⇒ loss of energy and HC pollution.
finite time for fluid at an elevated pressure to leak through an
for φ 5 1 : ηcomb u 0.98, and for φ > 1 : ηcomb = 1/φ: in fact,
orifice or obstruction.
combustion falls little faster than this. Example: φ = 1.2, only
Many racing engines use only one piston ring in order to reduce
93% of the fuel theoretically burnable is burned, then
the friction at higher piston speeds, the resulting leakage not
ηcomb = 0.93/1.2 = 0.777.
being a problem at operating speeds.
Mean Effective Pressures Friction Mean Effective Pressure
N N
Power = mep · Ap · s · Ncyl · = mep · Vdisp ·
X X
Ap : piston area, Vdisp = Ap · s · Ncyl : total displacement volume,

X = 1: for 2s engine & X = 2: for 4s engine; N : engine speed.
bmep: when power is measured at flywheel.
imep: power developed within cylinder, no friction effects.
bmep = imep − fmep : Pb = Pi − Pf : ηm =

Pb
Pi
× 100 % e1026
e1027
2
typical WOT bmep = 0.9 ∼ 1.1 MPa. N N
tfmep(bar ) = 0.97 + 0.15 + 0.05
1000 1000
Mean Piston Speed, V P & Specific Power Power Equation
Piston Speed, V P = 2 · N · s: comparable among engines.

_
Pi = ηi · ηcomb · mfuel · QLHV
Maximum gas flow in engine is limited by the sonic velocity in the
valve aperture ∼ related to V P .
_
Pb = ma · (F /A) · QLHV · ηi · ηcomb · ηm
Pb VP
Specific Power, = bmep · 2X .
Bore/Stroke Ratio, s/b
AP Ncyl
_
ma = ρi · s · Ap · Ncyl ·
N
X
N
ηv = ρi · Vdisp · ηv
X
N
VP Pb bmep V P Pb = ηi · ηcomb · ηm · ηv · ρi · Vdisp · · (F /A) · QLHV
Pb = bmep · AP · Ncyl · = · X
X Vdisp s 2X
bmep = ηi · ηcomb · ηm · ηv · {ρi · (F /A) · QLHV }
for similar specific power and piston speed, bmep for 4s will be
ρi · (F /A) · QLHV = bmep for ηi = ηcomb = ηm = ηv = 1.0: a
twice the bmep for a 2s engine.
value of bmep, far above anything practically attainable, as it
for same bmep and piston speed: s ↑⇒ Pb /Vdisp ↓. would correspond to efficiencies of unity.
Now-a-days: bmep = 1.1 MPa, V P = 15 m/s, s/b ∼ For gasoline: ρi = 1.2 kg/m3 , QLHV = 42.7 MJ/kg, (F /A) =
0.92, Pb /(Ap Ncyl ) = 0.38 kW/cm2 , Pb /Vdisp ∼ 48 kW/L. 1/14.7 =⇒ ρi · (F /A) · QLHV = 3.44 MPa.
Effect of φ Racing Engine Design
At full power, engines operate rich, upto perhaps 1.2: ηi falls as

properties of the gases are not the same, ηcomb falls as not all of Exotic fuel: 5% nitrobenzene + 80% methanol + 15% acetone.
the fuel is burnt. Two important factors:
1 High latent heat of evaporation, 1.1 MJ/kg ⇒ chilling of charge.
ηi ηcomb
= 0.921 − 0.327φ : CFR engine 2 Very high resistance to knock.
ηas
ηi ηcomb /ηas = 0.594 at φ = 1.0, and = 0.528 at φ = 1.2: a decrease rc = 16 → ηas = 0.67, φ = 1.2 → ηi ηcomb /ηas = 0.528 ⇒ ηi ηcomb =
in 11 %. 0.354.
CFR engine, rc = 8 & φ = 1.0 → ηas = 0.565 −→ ηi ηcomb = 0.336: QLHV = 20.9 MJ/kg, (F /A) = 0.15 ⇒ ρi · (F /A) · QLHV =
If ηv = 0.85 & ηm = 0.85 =⇒ bmep = 0.815 MPa. 4.51 MPa 3.55 MPa
For, φ = 1.2 ⇒ bmep = 0.872 MPa: 7% more power. =⇒ bmep = 1.1 MPa. with tuning : bemp ∼ 1.4 MPa.
If inlet air is warm and heating in the manifold: density ∼ 0.86 of
the ambient value ⇒ bmep = 0.75 MPa.
Engine Performance Characteristics Engine Performance Characteristics
Performance Parameters of an SI Engine, WOT Performance Parameters of an CI Engine
e1030
e1029
Engine Performance Characteristics
Performance Maps
e1031
e1032
SI Engine
CI Engine
c Dr. M. Zahurul Haq (BUET) ICE Design & Performance Parameters ME 401 (2011) 21 / 21

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Engine Performance Parameters

Indicator Diagrams of SIE

ICE Design & Performance Parameters 300

Actual cycle, r = 12, actual k , w/o HT

Ideal Otto cycle, r = 7, actual k

Engine Performance Parameters Engine Performance Parameters

Air-Standard Efficiency, ηas & Real Gas Efficiency, ηo Indicated Efficiency, ηi

8000 Ideal Otto cycle N = 2500 1.0

6000 Actual cycle

rc = 12.0 Actual cycle w/o HT

Engine Performance Parameters Engine Performance Parameters

Effect of Compression Ratio A More Realistic Cycle

Blow down loss

Time Loss: Combustion is not instantaneous. It is necessary to Pumping Losses

Heat Loss ∼ 60 % of (ηi − ηo )

Blow by Loss ∼ 10 % of (ηi − ηo )

Engine Performance Parameters Engine Performance Parameters

Losses Due to Unburned Fuel Leakage Losses

Mean Effective Pressures Friction Mean Effective Pressure

Ap : piston area, Vdisp = Ap · s · Ncyl : total displacement volume,

bmep = imep − fmep : Pb = Pi − Pf : ηm =

Engine Performance Parameters Engine Performance Parameters

Mean Piston Speed, V P & Specific Power Power Equation

Piston Speed, V P = 2 · N · s: comparable among engines.

Effect of φ Racing Engine Design

At full power, engines operate rich, upto perhaps 1.2: ηi falls as

Engine Performance Characteristics Engine Performance Characteristics

Performance Parameters of an SI Engine, WOT Performance Parameters of an CI Engine

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