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Piston displacement: y = l + a - s
y
(
s = a cos + l 2 − a 2 sin 2 )
1/ 2
B 2
Connecting rod V = Vc + Ac y = Vc + (l + a − s )
4
Maximum displacement, or swept, volume:
B 2
Vd = L
4
Compression ratio:
(
s = a cos + l 2 − a 2 sin 2 )
1/ 2
U p = 2 LN
ds
Up =
dt
Where N is the rotational speed of the crank shaft
in units revolutions per second
Up cos
= sin 1 +
Up 2 (
(l / a )2 − sin 2 )
1/ 2
R = l/a
2l
d 2s a
Inertia Force = −m 2 = −amw 2 cos wt + cos 2wt
dt l
Primary term Secondary term
• For a very long connecting rod (a/l) << 1 secondary term vanishes
and the force is harmonic
Stator Force F
Rotor
N
Load cell
Stator Force F
Rotor
N
Load cell
rad rev
W = w T = (2 N ) T units : ( J ) = Watt
rev s
Note: w is the shaft angular velocity in units rad/s
Palestine Polytechnic University - Department of Mechanical Engineering 9/15/2021
9 Internal Combustion Engines
Brake Power
The term brake power, Wb , is used to specify that the power is
measured at the output shaft, this is the usable power delivered by
the engine to the load.
The brake power is less than the power generated by the gas in
the cylinders due to mechanical friction and parasitic loads (oil
pump, air conditioner compressor, etc…)
WA > 0
WB < 0
Pump work – net work delivered to the gas over the intake and exhaust
strokes:
Net indicated work per cycle – work delivered over all strokes:
Indicated power:
WN (kJ cycle)( rev s )
Wi = i
nR rev cycle
Po Pintake
Pintake
The pump work (area B+C) is small compared to the gross indicated
work (area A+C)
Pintake
The pump work (area B+C) can be significant compared to gross indicated
work (area A+C)
Compressor
Pintake
W f = Wi , g − Wb
W N Wcycle T Wcycle
imep is a better parameter than torque to compare engines for design and
output because it is independent of engine size, Vd.
Wb 2 T nR bmep Vd
bmep = = → T=
Vd Vd 2 nR
Wb 2 T nR
bmep = =
Vd Vd
• For the same bmep 2-strokes have almost twice the power of 4-stroke
• The road-load power, Pr, is the engine power needed to overcome rolling
resistance and the aerodynamic drag of the vehicle.
a
F=Mvg
F=Mva
• Clearly a low value for sfc is desirable since for a given power level
less fuel is consumed
• Bsfc decreases with engine size due to reduced heat losses from gas to
cylinder wall.
• At high speeds the bsfc increases due to increased friction i.e. smaller
• At lower speeds the bsfc increases due to increased time for heat
losses from the gas to the cylinder and piston wall, and thus a smaller
bmep@WOT
• A small fraction of the fuel may not react and exits with the exhaust gas
or in terms of rates
power out W W
th = = =
rate of heat input Qin c m f QHV
• Indicated thermal efficiencies are typically 50% to 60% and brake thermal
efficiencies are usually about 30%
Note: f is very similar to th, difference is th takes into account actual
fuel combusted.
m f
Recall: sfc =
W
1
f =
( sfc) QHV
• Typical values for WOT are in the range 75%-90%, and lower when the
throttle is closed
f v N Vd QHV a (1 / AF )
W =
nR
f v Vd QHV a (1 / AF )
T=
2 nR