SPARK-IGNITION ENGINE

LABORATORY REPORT

Cristina González Artacho………………………………...ist1104984

Ana Chapman Peña………………………………………..ist1104833

Marta Navarro Jáuregui…………………………………....ist1105355

María Ferrero Medina……………………………………...ist1105354

Mariana Echevarria Rodriguez…………………………….ist1104972

Date of the experiment: 17th of October, 2022 from 10-11h

Date of submission: 6th of November, 2022
 1. CONSIDERATIONS
We are examining the behavior of a spark-ignition engine powered by internal
combustion of gasoline. We will examine how it behaves at a constant load and at a
constant velocity and we will do the calculations of its different parameters such as fuel
consumption, engine features, and its different efficiencies, Furthermore, we will present
diagrams that show how these parameters behave with the variation of rotational speed
of the engine.

2. ENGINE FEATURE
First of all, some previous calculations to determine engine features. The engine
cylinder capacity knowing the stroke and bore dimensions provided by the engine
specification table can be calculated using this equation:
𝑑2
𝑉=𝑐𝜋𝑙
4
Stroke (l) [mm] Bore (d) [mm] Number of cylinders (c) Engine capacity (V) [cm]
54 70 1 207,8
Table 1. Engine features.
The maximum mean piston speed can be calculated using this second equation. Where
nr is 2 to account the two strokes given while one crankshaft revolution takes place.
𝑁
𝑢𝑒 = 𝑛𝑟 𝑙
60
Assuming the maximum rotational speed is 3600 rpm, the result for the mean piston
speed is 6,48 m/s. Being the fuel type used, the gasoline we take as its PCI 44MJ taken
for the table that tabulates the different values of PCI for the different types of
combustibles.

3. FUEL CONSUMPTION
Fuel Volumetric Massic Hourly fuel
Pipette Volume Fuel Calorific
Time (s) Density fuel flow rate fuel flow consumption
(mL) Value (MJ.kg-1)
(kg.m-3) (mL/s) rate (g/s) (kg/h)
Constant velocity
8,00 29,5 740 43,8 0,271 0,201 0,722
8,00 32,0 740 43,8 0,250 0,185 0,666
8,00 30,0 740 43,8 0,267 0,197 0,710
8,00 27,2 740 43,8 0,294 0,218 0,784
8,00 26,6 740 43,8 0,301 0,223 0,801
Constant load
8,00 57,3 740 43,8 0,140 0,103 0,372
8,00 54,7 740 43,8 0,146 0,108 0,390
8,00 47,7 740 43,8 0,168 0,124 0,447
8,00 40,6 740 43,8 0,197 0,146 0,525
8,00 36,7 740 43,8 0,218 0,161 0,581
8,00 67,2 740 43,8 0,119 0,088 0,317
 Table 2. Meassurements of the fuel consumption of the engine

4. ENGINE’S AIR AND EXHAUST

The value for the stoichiometric air to fuel ratio was taken from the right tables:
𝐴 𝑚̇𝑎
( ) = ( ) = 14,6
𝐹 𝑠𝑡 𝑚̇𝑓 𝑠𝑡

Ambient
Ambient Air Exhaust Gas Airbox Orifice Mass air Volumetric Air to
Air Relative air to
Temperature( Temperature Differential Diameter flow rate air flow rate fuel
Pressure( fuel ratio
°C) (°C) Pressure (Pa) (mm) (g/s) (cm3/s) ratio
mbar)
Constant velocity
22,8 472 -48 1008 18,50 1,721 1,45 8,58 0,59
22,8 510 -65 1008 18,50 2,004 1,69 10,83 0,74
22,9 515 -85 1007 18,50 2,289 1,93 11,60 0,79
23,0 528 -93 1007 18,50 2,394 2,02 11,00 0,75
23,1 534 -99 1007 18,50 2,470 2,08 11,10 0,76
Constant load
23,1 400 -17 1007 18,50 1,02 0,86 8,35 0,57
23,2 408 -21 1008 18,50 1,14 0,96 8,86 0,61
23,3 429 -27 1007 18,50 1,29 1,09 8,76 0,60
23,4 456 -37 1007 18,50 1,51 1,27 8,73 0,60
23,4 472 -45 1007 18,50 1,66 1,40 8,70 0,60
23,5 376 -16 1007 18,50 0,99 0,84 9,50 0,65
Table 3. Meassurements of the engine´s air and exhaust stroke.
5. ENGINE´S EFFICIENCY
Engine Number Of Volumetric Specific Mean Engine´s
Torque Speed Effective
Capacity Cycles efficiency Consumption Effective Efficiency
(Nm) (rpm) Power (W)
(cc) [2 or 4] (%) (g/Wh) Pressure (Pa) (%)
Constant velocity
2,4 2269 200 4 0,369 570,26 1,2669 0,0024 0,06458356
5,9 2364 200 4 0,412 1460,6 0,4560 0,0084 0,17943357
8,3 2270 200 4 0,490 1973,0 0,3601 0,0084 0,22723721
8,9 2232 200 4 0,522 2080,2 0,3767 0,0090 0,21722376
9,7 2196 200 4 0,547 2230,7 0,3592 0,0098 0,22779277
Constant load
2,0 2130 200 4 0,234 446,11 0,8337 0,0020 0,09813376
2,1 2241 200 4 0,247 492,82 0,7906 0,0021 0,10349103
2,4 2504 200 4 0,250 629,32 0,7102 0,0024 0,11524396
2,6 2713 200 4 0,271 738,67 0,7106 0,0026 0,11513395
2,8 2912 200 4 0,278 853,84 0,6801 0,0028 0,12030113
1,6 1791 200 4 0,269 300,08 300,08 1,0568 0,00161250
Table 4. Meassurements of the engine´s efficicency
6. SPECIFIC FUEL COMSUPTION
Specific
Speed Massic fuel Consumption Ce Hourly Consumption
(rev.min-1) flow rate(g/s) Power (W) (g/Wh) Ch (g/Wh)
Constant velocity
2269 0.201 5.702.618.985 1.266.857.702 722
2364 0.185 1.460.589.257 0.4559803497 666
2270 0.197 1.973.024.906 0.3600562759 710.4
2232 0.218 2.080.236.992 0.3766539173 7.835.294.118
2196 0.223 2.230.656.448 0.3591781282 8.012.030.075
Constant load
2130 0.103 4.461.061.568 0.8337414023 3.719.371.728
2241 0.108 4.928.216.396 0.7905823456 3.896.160.878
2504 0.124 6.293.238.404 0.7099563439 4.467.924.528
2713 0.146 7.386.722.087 0.7106347067 5.249.261.084
2912 0.161 8.538.429.953 0.6801115077 5.807.084.469
1791 0.088 3.000.849.303 1.056.843.664 3.171.428.571
Table 5. Meassurements of the engine´s specific consumption

Graphs 1 and 2. Relative air to fuel ratio vs rotational speed.

The relative air to fuel ratio drops a little when the rotational speed increases. For
a constant rotational speed changing the load they vary very little. The anomalous values
plotted in red clearly do not follow the same curve as the rest. These values were the first
measured and might be affected by the engine not running at steady state.

The values obtained for relative air to fuel ratio are acceptable values. They are
around 0.65. If we consider the stoichiometric air to fuel ratio at 14.6 from the tables, and
the air to fuel ratio around 9, getting a relative air to fuel around 0.65 matches.
Nevertheless, there are some values of the air to fuel ratio around 11 that affect the relative
air to fuel too, becoming greater than 0.75.
 Graphs 3 and 4. Exhaust temperature vs rotational speed.
On the second graph, the exhaust temperature of the gasses varies almost linearly
with the rotational speed. On the first one, there is not such a difference for the exhaust
temperature with the change of load. In the first graph a point is plotted in red, that’s
because it does not follow the same tendency as the others and also is the first measure
taken. It is an anomalous value because the engine was not already hot and so the
temperature of the exhaust gasses is lower than expected.

Graphs 5 and 6. Volumetric efficiency vs rotational speed

The volumetric efficiency at constant velocity: It keeps a low value, but we can
see how it increases at higher loads, where the rotational speed is a little smaller. That
matches the values in which the torque is also higher. We can expect values greater than
0.5 with those higher loads, and we get, for instance, 0.54. On the contrary, the
volumetric efficiency at constant load is a little small, with values around 0.25. These
values are close to the lower average, around 20%.

Graphs 7 and 8. Engine´s efficiency vs

rotational speed.
At a constant velocity, the engine´s efficiency is relatively low but not as low as it is
when the load is constant. It has a similar behaviour for the different values of rotational
speed unless for approximately 2600 rpm where it decreases notably. When the engine´s
works at a constant load, the engine efficiency is really low but maintains the same
behaviour, increasing slightly with the increase of rotational speed.
Graphs 9 and 10. Hourly fuel consumption vs rotational speed

Graphs 11 and 12. Specific brake fuel consumption vs rotational speed.

We can see that between constant velocity and constant load there it is not much
difference . However in the case of comparing Ch and Ce there is not even a similar
value as the Ch is much higher.

Graphs 13 and 14. Mean effective pressure vs

rotational speed
We can see that there is a lot of difference between constant velocity and constant load. At
constant velocity, the mean effective pressure remains more or less constant except when the
rotational speed is equal to 2269 rpm, which is the speed at the start, where the value is much
lower. At constant load, only when the rotational speed is equal to 1791 rpm (the speed at the
end) the mean effective pressure is high. In the other values of rotational speed, the mean effective
pressure is low and constant.

Graphs 15 and 16. Exhaust Gas temperatures vs mean effective pressure

The exhaust gas temperature increases slightly with mean effective pressure in both cases
at a constant load and at constant efficiency. In both of these cases, the behaviour is
similar being the exhaus temperature approximately a value of 500ºC in average.