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    Gulain Mayombo
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    IC engine performance

    Copyright:

    © All Rights Reserved
    Download as PDF or read online from Scribd
    Flag for inappropriate content
    22 views9 pages

    IC Enginers - Part 2 - Performance Parameters PDF

    Uploaded by

    Gulain Mayombo
    IC engine performance

    Copyright:

    © All Rights Reserved
    Download as PDF or read online from Scribd
    Flag for inappropriate content
    of 9
    2.3. BRAKE TORQUE AND POWER Brake torque is measured by a brake or dynamometer and is a measure of an engine's ability to the work, It is given by TeFxb where F is the resisting force (in Newtons) measured at the end of a torque arm of length b(m). The power (Watts) developed by an engine (and absorbed by the dynamometer) is the rate at which work is done and is given by P= of = 20NT where ois angular velocity (rad/s), N is rotational speed (Hz) and T is torque (Nm). The variation of engine torque with speed generally takes the form shown in figure 4, When an engine is operating at full throttle against a constant load torque the region below the maximum torque speed is unstable since a decrease in speed results in a decrease in torque and leads to engine stall, Clearly at speeds above the maximum torque speed operation is stable. Consider next the typical engine power curve shown in figure 5. For the hypothetical horizontal torque curve shown in figure 4, since P,=22NT, the power/speed curve would be a straight line passing through the origin, However since actual engine torque is not independent of speed a typical brake power curve will be as shown in figure 5 with the maximum torque and speed defined by a tangent passing through the origin. From Ror a, ar Bory gH ao * a and since at maximum torque speed or 0 aa then notes2 ENGINE SPEED M Figure 4: Typical full throttle torqué curve of IC engine ‘twos SUD Figure 5: Typical engine power curve notes2 Figure 6 shows a comparison of engine torque and power characteristics Figure 6: The comparison of engine torque and power characteristics 2.4 INDICATED WORK PER CYCLE ‘The work done on the piston by the gases contained in the engine cylinder is determined by measuring the pressure (P) and the corresponding cylinder volume (V), then plotting p versus V, and measuring the area enclosed by the resulting diagram. That is the indicted work per eyele is given by W,=pav This is referred to as the indicated work because pV diagrams were originally generated by devices referred to as engine indicators. notes? Figure 7: Examples of pV diagrams for (a) a two-stroke éycle engine, (b) a four-stroke cycle engine; (c) a four-stroke cycle spark-ignition engine exhaust and intake strokes (pumping loop) at part load. Figure 7 shows typical indicator diagrams for (a) a two-stroke cycle, (b) a four-stroke cycle at full throttle, and (c) a throttled four-stroke cycle, Application of the above work equation to a two-stroke cycle is unambiguous. For a four-stroke cycle two definitions are possible. Gross indicated cycle work (Wy,) is defined as the indicated work done during the expansion stroke (positive) less that done during the compression stroke (negative). That is pumping losses are excluded. ‘The net indicated work per cycle (W,,) is that delivered to the piston over all four strokes. Thus: Wy =W,+W, where W, is the pumping work, The area enclosed by the exhaust and inlet strokes is referred to as the pumping loop and is a measure of the pumping work W,,. Inthe case of a naturally aspirated engine this work is negative, For a supercharged or turbocharged engine itis positive, The indicated power developed per cylinder of an engine is given by WN " where ng is the number of crankshaft revolutions per power stroke. For a four-stroke engine m, is 2 while for a two-stroke engine itis 1. notes? When discuissing any indicated quantity care should be taken to explicitly state whether the work done per cycle is the gross (W,,) or the net (W,) value. The former is the one ‘most generally used since it is the sum of the brake power and the power required to overcome all losses, that is, mechanical friction, pumping losses as well as the power used to drive all accessories. 2.5 MECHANICAL EFFICIENCY As indicated above the gross indicated power (P,) is the sum of the brake power (F,) the power required to overcome mechanical friction in bearings, pistons, windage losses, power to drive accessories as well as the power required to draw in fresh charge and ‘expel exhaust gases (pumping power)._ All the later are generally grouped together under the term friction power (P,). Thus RAR +P, The ratio of the available or useful power delivered by an engine (P,)to the gross indicated power is referred to as the mechanical efficiency of the engine, that is Since pumping power is dependent on throttle setting, mechanical efficiency will be a function of engine design and speed as well as throttle setting. Typical values for modern automobile engines operating at full throttle are around 90 percent at speed between 30 and 40 Hz decreasing to around 75 percent at maximum rated speed. Mechanical efficiency decreases as the engine is throttled reading zero at idling speed. Friction power is difficult to measure accurately. Clearly if both brake and indicated powers are measured, then the total ‘lost’ or ‘friction’ power can be determined since BARR ‘The problem here lies in determining the gross indicated power which requires the use of quick response transducers to measure cylinder pressures as well as a shaft encoder to measure crank angles so that pV diagrams can be obtained. ‘One method commonly used is to motor the engine with a dynamometer and measure the power required to drive it under the same conditions as in normal firing mode. ‘That is engine speed, throttle setting, oil and water temperatures and ambient conditions should all be the same. Unfortunately gas pressure forces and cylinder wall temperatures cannot be simulated so that this method can only be considered approximate, Another method which can be used in multi-cylinder engines is the Morse test which is carried out at constant speed on a dynamometer test bed. It consists of successively notes2 re-setting the engine speed to its original value and measuring i linder, maple Seema a eae It is based on the following logic. the resulting brake power. For an engine having m cylinder operating at a constant speed N- Fah th With say, number 1 cylinder cut out and the speed re-set to N and with all other conditions the same B ent) = Peay + Py Subtracting these two equations yields 7 Fn Fen = Poy ~ 0 Thus the indicated power per cylinder can be obtained by measuring the brake power. € The relationship between gross, net and pumping work was given earlier as Way =Way + W, It follows therefore that a similar relation exists for power, that is, Ppa PtP, If the pumping power P, and the friction power Py can be measured separately, then P,=R+P, where Pyis the brake power. Hence +P, +P, € ‘The way in which these terms vary with speed is illustrated in figure 8. notes? Figure 8: Full throttle brake and indicated power characteristics of 1,2 litre four-cylinder four-stroke spark ignition engine 26 ROAD LOAD POWER The total steady-speed driving resistance of a vehicle in stil air is given by F=Fy th tk, where Fy, = rollingresistance = 0,5 p,CyA,S; limbingresistance = M,gsina Cy = coefficient of rolling resistance (0,012

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