nce of input and output to « istion engine the fuel is fog 5 Siler, is in air converting chemica} ie the eat energy cannot be totally Utilize’ of losses through the engine exhaust, st fo, The heat energy which is convert.) a : the he indicated power, ip and it is utilized ,, ce represented by the gas forces ou the piston = he connecting rod to the crankshaft. in this transmission 4 ices due to bearing friction, pumping losses ete. In the energy available is utilized in driving the auxiliary evicg, . yalve mechanisms, ignition systems ete. The SUM of 4) aioe essed in units of power is termed as frictional Power, ¢, Caen nergy is the useful mechanical energy and is ter’ The remaining fe In energy balance, generally, frictional power i, si Be psicly because ultimately this energy is accounted in exhaust cooling water, radiation, etc. . ' there addition 18 ENGINE PERFORMANCE PARAMETERS ‘The engine performance is indicated by the term efficiency, n. Five imy tant engine efficiencies and other related engine performance parameters are given below: Indicated thermal efficiency (nitn) Brake thermal efficiency (nth) Mechanical efficiency (1m) Volumetric efficiency (m) Relative efficiency or Efficiency ratio’ (7;e1) Mean effective pressure (Pm) -Mean piston speed ten) Specific power output (P;) Specific fuel consumption (sfe) Inlet-valve Mach Index (Z) Fuel-air or air-fuel ratio (F/A or A/F) Calorific value of the fuel (CV) Figure 115 shows the diagrammatic representation of energy distrib tion in an IC engine. 1.8.1 Indicated T. Indicated thermal 8 the Tatio of energy in the indicated ) appropriate units. {kJ /s] in fuel per second [kJ/s) tific value of fuelIntroduction ce np 3 is 3S = bp 2 “E gz g= se bp eat TV, == BE 2 se : ~— Energy losses in friction, if pumping, etc. Fig. 1.15 Energy Distribution 1.8.2 Brake Thermal Efficiency (1).,),) al efficiency is the ratio of energy in the brake power, bp, to energy in appropriate units. bp. (1.5) Mass of fuel/s x calorific value of fuel) Then =F 1.8.3 Mechanical Efficiency (7,,,) Mechanical efficiency is defined as the ratio of brake power (delivered power) ne ated power (power provided to the piston). i on Si in = ee (1.6) ® fp = ip—tp (1.7) It can also be defined as the ratio of the brake thermal efficiency to the indicated thermal efficiency. 1.8.4 Volumetric Efficiency (1.) This is one of the very important parameters which decides the performance of four-stroke engines. Four-stroke engines have distinct suction stroke and therefore the volumetric efficiency indicates the breathing ability of the engine. It is to be noted that the utilization of the air is what going to determine the power output of the engine. Hence, an engine must be able to take in as much air as possible.eonsists Of two clement, 1 with which it is working. Thug” thy , an engine running at _ highs,” t is clear that the output of. either the speed or the bmep, A fncrease in the mechanical stresses of vari... - increasing the bmep better heat release fron, the will involve more thermal load on engine eyling., Specific Fuel Consumption (s fe) is . ion characteristics of an engine are generally ex), un ton et pect ful consumption in kilograms of fuel per laiowass : is important parameter that reflects how good the engine perforn,, oy, na inversely proportional to the thermal efficiency of the engi, - Fuel consumption per unit time ans iia eae Power sfc = Brake specific fuel const n and indicated specific fuel consi, abbreviated as bs f fe, are the specific fuel consumptions on | of bp and ip respectively. 1.8.10 Inlet-Valve Mach Index (2) In a reciprocating engine the flow of intake charge takes place throvy intake valve is varying during the induction operation the a a through this area is limited by the lo: velocity. Thus gas velocity is finally chosen by the following equa' Ay — ui= GA Vv through the inlet valve na flow area area nominal intake valve opening, area inlet valve flow co-efficient co-efficient ed on CFR sing!’ °") vr fixed 0 ion pipe length ZzI OO ll Introduction 29 anne valve timing and fixed compression ratio, but varying inlet valve diameter and lift. The results are quite revealing as regards the relationship of volu- metric efficiency versus Mach index are concerned. From Fig.1.16, it could be seen that the maximum volumetric efficiency is obtainable for an inlet Mach number of 0.55. Therefore, engine designers must take care of this factor to get the maximum volumetric efficiency for their engines. 0.9 ZysNyo} for (i) varying valve diameter i) varying valve lift (iii) varying valve design 0.8 0.7 0.6 Volumetric efficiency 0.5 04°05 06 07 08 09 10 11 12 13 Inlet valve Mach index (Z) Fig. 1.16 Inlet-Valve Mach Index 1.8.11 Fuel-Air (/A) or Air-Fuel Ratio (A/F) The relative proportions of the fuel and air in the engine are very important from the standpoint of combustion and the efficiency of the engine. This is expressed either as a ratio of the mass of the fuel to that of the air or vice versa. In the SI engine the fuel-air ratio practically remains a constant over a wide range of operation. In Cl engines at a given speed the air flow does not vary with load; it is the fuel flow that varies directly with load. Therefore, the term fuel-air ratio is generally used instead of air-fuel ratio. A mixture that contains just enough air for complete combustion of all the fuel in the mixture is called a chemically correct or stoichiometric fuel- air ratio. A mixture having more fuel than that in a chemically correct mixture is termed as rich mixture and a mixture that contains less fuel (or OS! EE aed per unit products of « temperature talorific value a to 25 °C pract | i& not condensed and 1 p quantities dey engines of differe performance pa‘ and CI engine- 14. The fours: The larger ne speed «| an piston <7 ean effective | o for SI