Engine Design and Operating Parameters I: Snunkhaem Echaroj

Dr.
Snunkhaem Echaroj
AU330 Internal Combustion Engines
Engine Design and Operating

Parameters I
Snunkhaem Echaroj
Dr. Snunkhaem Echaroj
Thammasat University,
Dr. Snunkhaem Echaroj 2017
Introduction: Objective and Learning Intention
To be able to identify component of an

engine
Understand the dynamics of the 4-stroke

engine
To appreciate the history of ICE.

Outline Thammasat University,

2017
• Internal combustion

Internal combustion What do users want?

Internal combustion Design criteria for engineer
The engine's performance over its

operating range
The engine's fuel consumption
The engine's noise and air pollutant

emissions
The reliability and durability

of the engine
Internal combustion Terms and Definitions

Engine performance:
1. The maximum power (or the maximum torque) available at
each speed within the useful engine operating range.
2. The range of speed and power over which engine operation

is satisfactory
Maximum rated power. The highest power an engine is

allowed to develop for short periods of operation.
Normal rated power. The highest power an engine is

allowed to develop in continuous operation.
Rated speed. The crankshaft rotational speed at which

rated power is developed.
Vd = displaced or swept volume
Vc = clearance volume (minimum)

Internal combustion Engine Geometry
VC
B
TC S = dist. between crank and
piston pin axes
 
L
s ( )  a cos   l  a sin 
2 2 2 1/ 2
BC
θ is the crank angle
l
s
If crank angle is equaled to 180o (a=2, l=3)
• Piston at BC
q
a
• S = …………..
If crack angle is equaled to 0o (a=2, l=3)
• Piston at …………..
For most engines B ~ L
(square engine) • S = …………..
S S

s ( )  a cos   l  a sin 
2 2 2

1/ 2

VC
TC Cylinder volume when piston at TC
B
(s=l+a) defined as the clearance
L volume Vc volume at any crank angle is:
The cylinder
BC V = Vc + Vd
B 2
s
l V ( )  Vc  (l  a  s( ))
4
Maximum displacement, or swept,
q volume:
a
B 2
Vd  L
4
For most engines B ~ L (square engine) Dr. Snunkhaem Echaroj

Volume Cylinder
B 2
V ( )  Vc  (l  a  s( ))
4

s ( )  a cos   l  a sin  2 2 2
1/ 2



Combustion Chamber
surface area (A):
A = Ach + Ap + Asl
Ach = cyl. head surface area
Ap = piston crown surface area
Asl = sleeve surface area =

πB(l+a-s)
For flat top pistons and cyl
heads, Ach = Ap = πB2/4 and

Internal combustion Mean and Instantaneous Piston Speeds
VC
TC
B

s  a cos  l  a sin 
2 2 2
1/ 2
L
Average and instantaneous piston
speeds are:
BC
S p  2 LN
ds
s
l
Sp 
dt
Where N is the rotational speed of

q the crank shaft in units revolutions
a
per second

Internal combustion Mean and Instantaneous Piston Speeds
Sp   cos  
 sin  1  1/ 2 
Sp 2  
l / a 2  sin 2   
Average piston speed for a standard auto

engine is ~15 m/s. Ultimately limited by
material strength. Therefore engines with
large strokes run at lower speeds those with
small strokes can run
at higher speeds.

Internal combustion Engine Torque and Power
Torque is measured using a dynamometer.

b
Force F
Stator
Rotor
N
Load cell
The torque exerted by the engine is: T = F b with units: J
The brake power P delivered by the engine turning at a speed N and

absorbed by the dynamometer is:
P =  T = (2 N) T w/units: (rad/rev)(rev/s)(J) = Watt

Note:  is the shaft angular velocity with units: rad/s

In SI unit:
In US unit:

Q1. What is the torque of the engine at speed 3,500 rpm

using B0 fuel?

Internal
combustion
Thermodynamic of spark ignition engine
4 Otto cycle 12 Intake of fuel mixture
23 Isentropic
Pressure
compression, ΔQ=0
3
34 Heat Addition
Work 5 (Combustion)
1 2 45 Isentropic
expansion, ΔQ=0
Vmin Volume Vmax
52 Heat Rejection
21 Exhaust stroke

Internal
combustion
Indicated Work
Given the cylinder pressure data over the operating
cycle of the engine one can calculate the work done
by the gas on the piston.
The indicated work per cycle is Wi   pdV
Work done on the

WA > 0
system is +
(pushing gas)
Work done by the

WB < 0
system is -
(moving piston)
Compression Power Exhaust Intake

W<0 W>0 Dr. Snunkhaem
W<0 Echaroj W>0
Indicated Power
Pi = Wi N / nR w/units: (kJ/cycle) (rev/s) / (rev/cycle)
where N – crankshaft speed in rev/s

nR – number of crank revolutions per cycle
= 2 for 4-stroke
= 1 for 2-stroke
Power can be increased by increasing:

• the engine size, Vd
• compression ratio, rc
• engine speed, N

Mechanical Efficiency
Some of the power generated in the cylinder is used
to overcome engine friction. The friction power is
used to describe these losses:
Pf = Pi - Pb
Friction power can be measured by motoring the engine.
The mechanical efficiency is defined as:
m = Pb / Pi = 1- (Pf / Pi )
Mechanical efficiency depends on throttle position, engine

design, and engine speed. Typical values for car engines
at WOT are 90% @2000 RPM and 75% @ max speed.

Power and Torque versus Engine Speed
Rated brake power There is a maximum in the brake power

versus engine speed called the rated
brake power.
1 kW = 1.341 hp
At higher speeds brake power decreases as
friction power becomes significant compared
to the indicated power
Max brake torque There is a maximum in the torque versus

speed called maximum brake torque (MBT).
Brake torque drops off:
• at lower speeds do to heat losses
• at higher speeds it becomes more difficult
to ingest a full charge of air.
Indicated Mean Effective Pressure (IMEP)

imep is a fictitious constant pressure that would produce the same
work per cycle if it acted on the piston during the power stroke.
imep = Wi / Vd = (Pi nR) / (Vd N)
so Pi = imep Vd N / nR = imep Ap Up / (2 nR)

imep does not depend on engine speed, just like torque.
imep is a better parameter than torque to compare engines for design and
output because it is independent of engine speed, N, and engine size, Vd.
Brake mean effective pressure (bmep) is defined as:
Wb 2  T  nR bmep  Vd
bmep    T
Vd Vd 2  nR
Maximum BMEP
Wb 2  T  nR
bmep  
Vd Vd
• The maximum bmep is obtained at WOT at a particular engine speed
• Closing the throttle decreases the bmep
• For a given displacement, a higher maximum bmep means more torque
• For a given torque, a higher maximum bmep means smaller engine
• Higher maximum bmep means higher stresses and temperatures in the

engine hence shorter engine life, or bulkier engine.
• For the same bmep 2-strokes have almost twice the power of 4-stroke

Specific Fuel Consumption

• For transportation vehicles fuel economy is generally given as
mpg, or liters/100 km.
• In engine testing the fuel consumption is measured in terms of

the fuel mass flow rate.
• The specific fuel consumption, sfc, is a measure of how efficiently

the fuel supplied to the engine is used to produce power,
. .
bsfc = mf / Pb isfc = mf / Pi (w/units: g/kW-hr)
• Clearly a low value for sfc is desirable since at a given power
level less fuel will be consumed

Brake Specific Fuel Consumption vs Size

•BSFC decreases with engine size due to reduced heat losses
from gas to cylinder wall.
•Note: cylinder surface to volume ratio increases with bore diameter.

cylinder surface area 2rL 1
 2 
cylinder volume r L r
Brake Specific Fuel Consumption vs Speed

• There is a minimum in the bsfc versus engine speed curve
• At high speeds the bsfc increases due to increased friction
• At lower speeds the bsfc increases due to increased time for heat
losses from the gas to the cylinder and piston wall
• Bsfc increases with compression ratio due to higher thermal efficiency

Performance Maps
Performance map is used to display the bsfc over the engines full load
and speed range. Using a dynamometer to measure the torque and fuel
mass flow rate you can calculate:
bmep = 2 T nR / Vd Pb = 2 N T
.
bmep@WOT
bsfc = mf / Pb
Constant bsfc contours from a

two-liter four cylinder SI engine

Combustion Efficiency
• The time for combustion in the cylinder is very short so
not all the fuel may be consumed or local temperatures
may not support combustion
• A small fraction of the fuel may not react and exits with the
exhaust gas. The combustion efficiency is defined as
actual heat input divided by theoretical heat input:
. .
c = Qin/ (mf QHV) = Qin / (mf QHV)
Where Qin = heat added by combustion per cycle
mf = mass of fuel added to cylinder per cycle
QHV = heating value of the fuel (chemical energy per unit mass)

Thermal Efficiency
t = work per cycle / heat input per cycle
t = W / Qin = W / (c mf QHV)
or in terms of rates…
t = power out/rate of heat input
. .
t = P/Qin = P/(c mf QHV)
• Thermal efficiencies can be given in terms of brake or indicated values
• Indicated thermal efficiencies are typically 50% to 60% and brake

thermal efficiencies are usually about 30%
Arbitrary Efficiency
(aka fuel conversion efficiency)
.
f = Wb / (mf QHV) = Pb / (mf QHV)
Note: f is very similar to t, the difference is that t takes into

account only the actual fuel combusted in the engine.
.
Recall that sfc = mf / Pb
Thus f = 1 / (sfc QHV)

Volumetric Efficiency
• Due to the short cycle time and flow restrictions less than ideal
amount of air enters the cylinder.
• The effectiveness of an engine to induct air into the cylinders is

measured by the volumetric efficiency which is the ratio of actual
air inducted divided by the theoretical air inducted:
.
v = ma / (a Vd) = nR ma / (a Vd N)
where a is the density of air at atmospheric conditions Po, To for an

ideal gas a =Po / RaTo and Ra = 0.287 kJ/kg-K (at standard conditions
a= 1.181 kg/m3)
• Typical values for WOT are in the range 75%-90%, and lower when
the throttle is closed
Air-Fuel Ratio
• For combustion to take place, the proper ratio of air and fuel
must be present in the cylinder.
•The air-fuel ratio is defined as
. .
AF = ma / mf = ma / mf
• The ideal AF is about 15:1, with homogenous combustion
possible in the range of 6 to 19.
• For a SI engine the AF is in the range of 12 to 18 depending

on the operating conditions.
• For a CI engine, where the mixture is highly non-homogeneous

and the AF is in the range of 18 to 70.

Brake Torque and Power:
P  2NT
3
P(kW )  2N (rev / s)T ( N .m) 10
Indicated Work per Cycle
Wc,i   pdV

Gross indicated work per cycle Wc,ig : Work

delivered to the Piston Over the compression
and expansion only
Net indicated Work per cycle Wc,i: Work

delivered to the Piston Over the
entire four strokes.
The power per cylinder is given by
Wc ,i N
Pi 
nR

Mechanical Efficiency:
We have:
Pig = Pb + Pf where Pf is the friction power
Ratio of brake power to indicated power is the
mechanical efficiency:
ηm = Pb/Pig = 1 – (Pf/Pig)
For modern automobile engines at WOT
ηm is about 0.9 at 30-40rev/s decreasing to 0.75 at
rated speed. It decreases as engine is throttled

Mean Effective Pressure
Work per cycle = P.nR/N

Then Mep is given by
mep = P.nR/(N.Vd)
And in SI units:
mep (kPa) = P(kW)nR x 103
V(dm3) N (rev/s)
Mep can also be expressed in terms of torque so that

Mep (kPa) = 6.28nR T (N.m)

Vd (dm3)
Typical values:
NA (SI): Max. values 850-1050 kPa where
max. torque is obtained (at about 3000
rev/min). At max. rated power, bmep
values are 10-15% lower.
For turbocharged SI corresponding values
are 1250-1700 and 900-1400 kPa
respectively
For NA 4-stroke Diesels: Max. bmep is 700-

900 kPa. At maximum rated power it is
about 700 kPa
For turbocharged 4-stroke Diesels
maximum bmep values are 1000-1200 kPa
which can rise to 1400 kPa for TC/AC. At
max. rated power bmep is about 950 kPa.
Two-stroke diesels have comparative
performance.
Large low speed 2 stroke engines can
achieve bmep values of about 1600 kPa
Power per unit displacement
Typical values for modern naturally aspirated gasoline

engines – 50 to 65 kW/L.
Some high performance car engines, for example,
BMW and Ford have values - up to 75 kW/L
Maruti 800 has a value of 34.67 kW/L
The Hyundai Santro Xing, with 3 cylinders like the
Maruti 800 but with a higher displacement has a
value of 42.6 kW/L
Maruti Alto, with same displacement as Maruti 800,
has a value of 47.4 kW/L
Maruti Swift and Esteem have a value of 50 kW/L

Other terms include

•specific fuel consumption, (brake or
indicated) and
•enthalpy or thermal efficiency (brake or
indicated)
•Air-fuel ratio and equivalence ratio ()
•A/F varies between 12 and 18 for SI ( =
1.2 to 0.8) using gasoline
•A/F varies between 18 and 70 for CI using
diesel fuel Dr. Snunkhaem Echaroj
Volumetric Efficiency:
Measures the effectiveness of the engine
induction process. Used only with 4 stroke
engines which have a distinctive induction
process. It is given by

M
v  i
N
Vd  i
2
2M 
 i
 i Vd N
 is the mass flow rate of fresh

where M i
mixture.
N is the engine speed in rev/unit time.
Vd is the piston displacement
(swept volume).
ρi is the inlet density.

Relationship between Performance Parameters
 f ma NQHV ( F / A)
P
nR
with volumetric efficiency,
 f v NVd QHV a ,i ( F / A)
P
2

replacing volume term,

 f v NLAp QHV a ,i ( F / A)
P
2
with mean piston speed ,
 f v S p Ap QHV a ,i ( F / A)
P
4
for torque T,
 f vVd QHV a ,i ( F / A)
T
4
From relationship, we require
• High fuel conversion efficiency
• High volumetric efficiency
• Increasing the output of a given displacement

engine by increasing the inlet air density
• Maximum fuel/air ratio that can be usefully

burned in the engine
• High mean piston speed

Internal combustion What is Internal combustion engine?
A car engine generates power from

the expansion of compressed air in a
contained cylinder with the help of
fuel.
Types of Internal Combustion Engine

Spark ignition Compression ignition
1. Gasoline 1. Diesel
2. Otto cycle. 2. Diesel cycle.
3. Lower 3. Higher
compression ratio. compression ratio.
4. Air + Fuel mixture (Intake) 4. Air
Dr. Snunkhaem Echaroj(Intake)
History

1900 Where is the car?

Easter, New York Fifth Avenue, 1900 Source: Us National Achieve
1913
Where is the Horse?

Internal combustion History of Internal Combustion Engine
The Engine That Powers the World –

Diesel Engine Documentary : By Mark Evans.

Review question:
• Where in Unite Kingdom is the Museum for Internal Combustion Engine located ?
• Where was Rudolf Diesel from?

• Who was the famous American inventor that was also Rudolf Diesel’s friend?
• What is the approximate efficiency of a steam engine?
• What is the approximate efficiency of a diesel engine?
• What was the first type of oil used for diesel engine?
• What was the first military application of the diesel engine?
• What is the fundamental difference between a petrol and a diesel engine?
• Why was Petrol-base submarine not successful?

• How did Harry improve the effectiveness of the combustion inside a diesel engine.
• Which was more effective for tractor, diesel or petrol?
• What was the uniqueness of the Deltic (Delta) engine (railroad)?
• How man piston in a Deltic engine?

• What caused the shift from petro powered car to diesel powered car?
• What was the major advancement in the diesel

Dr. Snunkhaem Echaroj technology that made them more
effective as a source of power for vehicle?

Internal combustion Engine configuration
Inline Engines: The

cylinders are arranged in a
line, in a single bank.
V Engines: The cylinders

are arranged in two banks,
set at an angle to one
another.
Flat Engines: The

cylinders are arranged in
two banks on opposite sides
of the engine Dr. Snunkhaem Echaroj
Internal
combustion Engine component
Spark ignition Engine (Four-stroke)
Valve Camshaft Timing belt
Crankshaft
Flywheel
Internal
Valves: Minimum
Two Valves pre Cylinder
•Exhaust Valve lets the exhaust gases escape the combustion

Chamber. (Diameter is smaller then Intake valve)
•Intake Valve lets the air or air fuel mixture to enter the
combustion chamber. (Diameter is larger than the exhaust
valve)
Internal
Valve Springs: Keeps the valves

Closed.
Valve Lifters: Rides the cam lobe

and helps in opening the valves.

Internal
Cam Shaft: The shaft that has

intake andExhaust cams for
operating the valves.
Cam Lobe: Changes rotary

motion into reciprocating
motion.
Camshaft location is one

way to classify engines.
Overhead cam, SOHC,
DOHC Dr. Snunkhaem Echaroj
Internal
Spark Plug
It provides the means of ignition
when the gasoline engine’s piston is at
the end of compression stroke, close
to Top Dead Center(TDC)
The difference between a

"hot" and a "cold" spark
plug is that the ceramic tip
is longer on the
hotter plug.
Internal
Piston
A movable part fitted into a

cylinder, which can receive and
transmit power.
Through connecting rod, forces

the crank shaft to rotate.

Internal
Cylinder head
Part that covers and encloses the

Cylinder.
It contains cooling fins or water jackets

and the valves.
Some engines contains the cam shaft

in the cylinder head.

Internal
Engine Block
Foundation of the engine and

contains pistons, crank shaft,
cylinders, timing sprockets and
sometimes the cam shaft. Also
called short block.
Engine without cylinder heads,

exhaust manifold, or intake
manifold attached to it is called
bare block.
Internal
Connecting (conn.) Rod
Attaches piston (wrist-pin)

to the crank shaft (conn. rod
caps).

Internal
Crank Shaft
Converts up and down
motion into circular
motion.Transmits the
power to transmission.
DAMPNER PULLEY
Controls Vibration
Internal
Crank Shaft main bearings
Main bearings are fitted between crank shaft and the

main journals.

Internal
Flywheel
Attached to the crankshaft
Reduces vibration
Cools the engine (air cooled)
Used during initial start-up
Transfers power from engine to

Drivetrain
Helps glide through strokes

Internal
combustion Terms and definitions
Piston
Volume Clearance
displacement volume
𝑉𝑚𝑎𝑥 𝑉𝐵𝐷𝐶
TDC = Top dead center Compression 𝑟 = =
ratio 𝑉𝑚𝑖𝑛 𝑉𝑇𝐷𝐶
BDC = Bottom dead center Dr. Snunkhaem Echaroj
Internal
combustion 4-stroke cycle
Spark plug ignition Engine (Front View)
Intake
1. The piston starts at the top
TDC (TDC).
2. The intake valve opens.
BDC 3. The piston moves down to
let the engine take in a full
cylinder of air and gasoline.
Internal
Compression
1. Piston travels back to TDC
TDC with all valves closed.
2. Compression of air and fuel

mixture.
BDC
3. At the end of compression
stroke air+fuel is ignited
Internal
Power
1. Combustion process pushes
TDC the piston away from the
TDC.
2. This is the stroke which
BDC produces work output of the
engine cycle.

Internal
Exhuast Exhaust
TDC 1. Exhaust valve open.

2. Piston move up to the TDC
position.
BDC
3. Pushes most of the
remaining exhaust gas out.

Internal
Question 1 Question 2
10 s 15 s
What stroke is this? Can you put the four strokes in order?
A B C D
1. Compression
2. Exhaust 1. BCDA 3. DBAC
3. Power 2. DB
Dr. Snunkhaem Echaroj 4. CDAB
Engine Design and Operating

Parameters II (Engine performance)
Snunkhaem Echaroj
Review
VC TC
B
L
B
C
s l
θ
a

Review

Review
“Brake work” Dr. Snunkhaem Echaroj

Review
Three distinct power terms are used to demonstrate the
energy flow of a actual engine
• Indicated work
• Fraction work
• Brake work

Review

Internal
combustion
Example problems
Question 3

Question 3
P = (2 N)τ

Question 3

Question 3

Internal
combustion Specific Fuel Consumption
• For transportation vehicles fuel economy is generally given as

mpg, or liters/100 km.
• In engine testing the fuel consumption is measured in terms of

the fuel mass flow rate.
• The specific fuel consumption, sfc, is a measure of how efficiently

the fuel supplied to the engine is used to produce power,
bsfc = mf / Pb isfc = mf / Pi (w/units: g/kW-hr)
• Clearly a low value for sfc is desirable since at a given power

level less fuel will be consumed
Internal
Brake Specific Fuel Consumption Vs Size
combustion
•BSFC decreases with engine size due to reduced heat losses
from gas to cylinder wall.
•Note: cylinder surface to volume ratio increases with bore diameter.

cylinder surface area 2rL 1
Dr. Snunkhaem Echaroj  
cylinder volume r L r
2
Internal
Brake Specific Fuel Consumption Vs Speed
combustion
• There is a minimum in the bsfc versus engine speed curve
• At high speeds the bsfc increases due to increased friction
• At lower speeds the bsfc increases due to increased time for heat
losses from the gas to the cylinder and piston wall
• Bsfc increases with compression ratio due to higher thermal efficiency

Internal
combustion Performance Maps
Performance map is used to display the bsfc over the engines full load
and speed range. Using a dynamometer to measure the torque and fuel
mass flow rate you can calculate:
bmep = 2 T nR / Vd Pb = 2 N T
bmep@WOT
bsfc = mf / Pb
Constant bsfc contours from a

two-liter four cylinder SI engine

Internal
combustion
Combustion Efficiency
• The time for combustion in the cylinder is very short so

not all the fuel may be consumed or local temperatures
may not support combustion
• A small fraction of the fuel may not react and exits with the
exhaust gas. The combustion efficiency is defined as
actual heat input divided by theoretical heat input:
c = Qin/ (mf QHV)
Where Qin = heat added by combustion per cycle

mf = mass of fuel added to cylinder per cycle
QHV = heating value ofDr. the fuelEcharoj
Snunkhaem (chemical energy per unit mass)
Internal
combustion Thermal Efficiency
t = work per cycle / heat input per cycle
t = W / Qin = W / (c mf QHV)
or in terms of rates…
t = power out/rate of heat input
t = P/Qin = P/(c mf QHV)
• Thermal efficiencies can be given in terms of brake or indicated values
• Indicated thermal efficiencies are typically 50% to 60% and brake

thermal efficiencies are usually about 30%
Internal
combustion Arbitrary Efficiency
(aka fuel conversion efficiency)
f = Wb / (mf QHV) = Pb / (mf QHV)
Note: f is very similar to t, the difference is that t takes into

account only the actual fuel combusted in the engine.
Recall that sfc = mf / Pb
Thus f = 1 / (sfc QHV) Dr. Snunkhaem Echaroj

Internal
Volumetric Efficiency
combustion
• Due to the short cycle time and flow restrictions less than ideal
amount of air enters the cylinder.
• The effectiveness of an engine to induct air into the cylinders is

measured by the volumetric efficiency which is the ratio of actual
air inducted divided by the theoretical air inducted:
v = ma / (a Vd) = nR ma / (a Vd N)
where a is the density of air at atmospheric conditions Po, To for an

ideal gas a =Po / RaTo and Ra = 0.287 kJ/kg-K (at standard conditions
a= 1.181 kg/m3)
• Typical values for WOT are in the range 75%-90%, and lower when
the throttle is closed Dr. Snunkhaem Echaroj
Internal
combustion
Air-Fuel Ratio
• For combustion to take place, the proper ratio of air and fuel
must be present in the cylinder.
•The air-fuel ratio is defined as
AF = ma / mf = ma / mf
• The ideal AF is about 15:1, with homogenous combustion

possible in the range of 6 to 19.
• For a SI engine the AF is in the range of 12 to 18 depending

on the operating conditions.
• For a CI engine, where the mixture is highly non-homogeneous

and the AF is in the range ofDr.18 to 70.
Snunkhaem Echaroj
Thermodynamics: Ideal Models of

Engine Cycles
Snunkhaem Echaroj
Power regulation: Basic Carburetor Design
Why study Thermodynamics?
Otto cycle  Gasoline engine (SI)
Diesel cycle  diesel engine (CI)

Internal
combustion
Air Flow
A carburetor is a device that
mixes fuel and air together and
delivers the mixture to the
intake manifold of an internal
combustion engine.
Patented by Karl Benz

Venturi
Fuel
Throttle
Mixture to manifold
Internal
combustion
Throttle

Internal
combustion
Fuel Injection System
Air intake
manifold
Throttle
Fuel tank
During start-up the components are cold soEcharoj

Dr. Snunkhaem fuel evaporation is very slow, as a result
additional fuel is added through a second injecting valve
Internal
combustion
Superchargers are compressors that are mechanically

driven by the engine crankshaft and thus represent a
parasitic load.
Patm
Pint > Patm
Compressor

Internal
combustion
Turbochargers couple a compressor with

a turbine driven by the exhaust gas. The
compressor pressure is proportional to the
engine speed

Internal
combustion
1. Thermal Expansion
Joints in bridges are used to Thermal expansion of girders was

enable thermal expansion. restricted by frictional forces. They
could not expand lengthwise, so
they buckled!
(Pressure, volume and temperature

are interrelated in solids.)
Internal
combustion
2. Understanding Gases
Meteorology: high and low pressure
Measuring Lung Capacity
Ideal Gas:
Pressure, Volume and
Temperature
relationships
Internal
combustion
Why do we need to study thermodynamics?
Knowledge of thermodynamics is required to

design any device involving the interchange
between heat and work, or the conversion of
material to produce heat (combustion).
Turbine Refrigerator Electrical power-plant

Engine
Internal
combustion
What is Thermodynamics?
The study of the relationship between work,

heat, and energy.
Deals with the conversion of energy from one

form to another.
Deals with the interaction of a system and it

surroundings.
Internal
combustion
What is Thermodynamics?
Surroundings
System
Processes
Dr. Snunkhaem in TD
Echaroj We will deal with some of them in detail later on
Here is a brief listing of a few kinds of processes, which

we will encounter in TD:
 Isothermal process → the process takes place at constant
temperature
(e.g. freezing of water to ice at –10C)
 Isobaric → constant pressure
(e.g. heating of water in open air→ under atmospheric
pressure)
 Isochoric → constant volume
(e.g. heating of gas in a sealed metal container)
 Adiabatic process → dq is zero during the process (no
Internal
combustion
P-V diagram of Otto cycle (gasoline)
Constant volume combustion Dr Nicholas August Otto
Gasoline engine  Otto cycle 1832 - 1891

Internal
combustion
12 Isentropic
Pressure
compression, ΔQ=0
2
23 Heat Addition
Work 4 (Combustion)
expansion, ΔQ=0
Vmin Volume Vmax

Internal
combustion
Thermodynamic of spark ignite engine
First law of thermodynamic

Energy can be transferred or 𝑸 = 𝑾 + ∆𝑼
transformed, but cannot be
created or destroyed. = +
3 Otto cycle
QH Thermal Efficiency:
Pressure
𝑊𝑜𝑟𝑘 𝑊𝑛𝑒𝑡
Adiabatic 𝜂𝑛𝑒𝑡 = =
2 𝐻𝑒𝑎𝑡 𝑖𝑛𝑝𝑢𝑡 𝑄𝐻
Worknet 4 Net work:
Adiabatic QC
6 1 𝑊𝑛𝑒𝑡 = 𝑊12 + 𝑊34
Volume
Internal
combustion
Wc,i = Indicated work per cycle

Wc = Compression stroke work
WE = Expansion stroke work
Internal
combustion Thermodynamic of spark ignite engine
Process 1-2 (Isentropic) Process 2-3 (V = Constant)
𝒌−𝟏 𝐶𝑝 0
𝑻𝟐 𝒗𝟏 k=
= 𝐶𝑣
𝑸𝟐𝟑 = 𝑸𝑯 = 𝑾𝟐𝟑 + 𝜟𝑼
𝑻𝟏 𝒗𝟐
𝑸𝟐𝟑 = 𝜟𝑼 = 𝒎𝑪𝒗(𝑻𝟑 − 𝑻𝟐 )
0
Cv = heat capacity at constant
𝑸𝟏𝟐 = 𝑾𝟏𝟐 + 𝜟𝑼
volume
𝒌−𝟏 𝐶𝑝 0
𝑻𝟑 𝒗𝟒 k= 𝑸𝟒𝟏 = 𝑸𝑯 = 𝑾𝟒𝟏 + 𝜟𝑼
= 𝐶𝑣
𝑻𝟒 𝒗𝟑
𝑸𝟒𝟏 = 𝜟𝑼 = 𝒎𝑪𝒗(𝑻𝟒 − 𝑻𝟏 )
0
𝑸𝟑𝟒 = 𝑾𝟑𝟒 + 𝜟𝑼 Cv = heat capacity at constant
volume
Internal
Example problem An ideal air-standard Otto cycle engine
has a compression ratio of 8. At the beginning of the
compression process, the working fluid is at 100 kPa, 27°C
(300 K), and 800 kJ/kg heat is supplied during the constant
volume heat addition process. Using the specific heat values
for air at a typical average cycle temperature of 900K
determine the efficiency of the cycle (Cv= k=1.344).
1. Compression ratio: r = V2/V1 = 8
800 2. Adiabatic process:
k−1 k−1
kJ/kg T3 v4 T2 v1
= =
T4 v3 T1 v2
3. State 2: 100 kPa, 300K
4. Cv = 0.834 (kJ/kg K), k = 1.344
Internal
Example problem 𝑊𝑜𝑟𝑘 𝑊𝑛𝑒𝑡
𝜂𝑛𝑒𝑡 = =
𝐻𝑒𝑎𝑡 𝑖𝑛𝑝𝑢𝑡 800
𝑊𝑛𝑒𝑡 = 𝑊12 + 𝑊34
800
kJ/kg Process 12 Isentropic Comp.
v1 k−1
𝑇2 = T1 = 300(8)0.344
v2
= 613 K
0
Cv = 0.834 (kJ/kg K) 𝑄12 = 𝑊12 + 𝛥𝑈
k = 1.344 −𝑊12 = 𝛥𝑈 = 𝐶𝑣 (𝑇2 − 𝑇1 )
−𝑊12 = 0.834 613 − 300
𝑊12 = −261 𝑘𝐽/𝑘𝑔
Internal
Example problem Process 23 Combustion
𝑄23 = 𝑚𝐶𝑣(𝑇3 − 𝑇2 )
800 𝑞23 = 𝐶𝑣(𝑇3 − 𝑇2 )
kJ/kg
800 = 0.834(𝑇3 − 613)
𝑇3 = 1572 𝐾
Process 34 Isentropic Expan.
v3 k−1
𝑇4 = T3 = 1572(1/8)0.344
Cv = 0.834 (kJ/kg K) v4
= 769 K
k = 1.344
𝑊34 = 0.834 1572 − 769
𝑊34 = 670 𝑘𝐽/𝑘𝑔
Internal
Example problem
𝑊𝑛𝑒𝑡 = 𝑊12 + 𝑊34
𝑊𝑛𝑒𝑡 = −261 + 670
800
kJ/kg 𝑊𝑛𝑒𝑡 = 409 𝑘𝐽/𝑘𝑔
𝑊𝑜𝑟𝑘 409
𝜂𝑛𝑒𝑡 = = = 51%
Cv = 0.834 (kJ/kg K)
Or
k = 1.344

Internal
combustion
P-V diagram of diesel cycle
Constant pressure combustion

Diesel engine
Induction Compression
Power Dr. Snunkhaem Echaroj Exhaust

Internal
combustion

Internal
combustion
Diesel cycle (Compression stroke)

Internal
combustion
P-V diagramed of diesel cycle
Fuel injection

Internal
combustion
(Power stroke)

Internal
Diesel cycle (Combustion & Power stroke)
combustion

Internal
combustion

Internal
combustion
Efficiency of Diesel cycle

Internal
combustion
P-V diagram of dual cycle
Dual cycle
Dual cycle = otto + diesel
Limited-pressure combustion
Internal
combustion

Internal
combustion
• It can be seen that to have the best of both worlds, an

engine ideally would be compression ignition but would
operate on the Otto cycle.
• Compression ignition would operate on the more
efficient higher compression ratios
• Constant-volume combustion of the Otto cycle would
give higher efficiency for a given compression ratio.
Internal
combustion

Internal
combustion

Internal
combustion


Thermodynamics: Ideal Models of

Engine Cycles II
Snunkhaem Echaroj
Review
Power is controlled by amount of air intake which is
controlled be a carburetor.
Supercharger and turbocharger is used to increase intake

pressure to deliver more air into combustion chamber
Review
Air-to-fuel ratio The stoichiometric AFR required
to burn gasoline is about 14.7:1
𝒎𝒂𝒊𝒓
𝑨𝑭𝑹 =
𝒎𝒇𝒖𝒆𝒍 Air
14.7 g 1g

Review
The First Law of Thermodynamics
Energy can neither be
created nor destroy.
.
However it can change forms and can
flow from one place to another
This means any energy that our engine produces must

come from somewhere.

Review DUAL cycle  ?
OTTO cycle Diesel cycle

Review Efficiency of Diesel cycle

k k
k
k k
k

Review
Example problem 2 Many diesel engine can

be approximated by a limited-pressure cycle. In a
limited-pressure cycle (Dual cycle), a fraction of
the fuel is burnt at constant volume and the
remaining fuel is burnt at constant pressure. Use
this cycle approximation with k = cp/cv = 1.3. Draw
a p-V diagram and compute the fuel conversion
efficiency of the cycle.
Inlet conditions: p1= 1.0 bar, T1= 289 K
Compression ratio: 15:1
Heat added during combustion: 43,000 kJ/kg of fuel
Overall fuel/air ratio: 0.045 kg fuel/kg air
Review
Example problem 2
Limited pressure cycle
(1-2-3a-3b-4)
Compression process
(1-2):
isentropic Dr. Snunkhaem Echaroj k

Review
Example problem 2
Heat added during combustion
From the fuel/air ratio =
So heat added due to combustion
= 1852 kJ/kg mixture

Review
Example problem 2
Half of the total heat is burnt at constant volume and at
constant pressure = 1852/2 = 926 kJ/kg mixture
Constant volume combustion Constant pressure combustion

(2-3a): (3a-3b):
1 kg mixture
Review
Example problem 2
Cutoff ratio = change in volume

after combustion
(constant pressure)
The fuel conversion efficiency calculated using equation (5.43)

k
k

Comparison between OTTO, DUAL, and

DIESEL
Problem solving 1: Intake stroke (OTTO)
Technology development: HCCI

Introduction: Comparison between OTTO, DIESEL and DUAL

Same cylinder input conditions and same compression ratio.
qin
qqout
out
The area under the process lines on T-s coordinates is equal to the heat transfer, the
thermal efficiencies can be compared. For each cycle, qout is the same (process 4-1).
qin of each cycle is different.

Same compression ratio.
qin
qout
The area under the process lines on T-s coordinates

is equal to the heat transfer, the thermal efficiencies Thermal efficiency
can be compared. For each cycle, qoutDr. is the same
Snunkhaem Echaroj
(process 4-1). qin of each cycle is different.
Otto > Dual > Diesel

Same maximum temperature and pressure.
Most efficient engine would have

combustion as close as possible to constant
Thermal efficiency
volume but would be compression ignition
Diesel > Dual > Otto and operate at the higher compression
ratios which that requires.
Internal
combustion
Ideal Actual
Friction losses from the flowing air
Reduced cross sectional area of the flow path
Causes the pressure to drop as you
Dr. Snunkhaem move towards the cylinder
Echaroj
Internal
combustion
Pressure to drop create a vacuum inside the cylinder which lower air
intake causes computer to reduce fuel as well.
Lower fuel mean shorter combustion so less work is done.

Internal
combustion
Camshaft Profile
Each camshaft “Lobe” has a certain amount of lift and duration.

More lift and more duration = more time intake valve is open =
more airflow. Dr. Snunkhaem Echaroj
Internal
combustion
Camshaft Profile
• The problem is that if you leave the intake valve open to

long, it will still be open when the compression stroke
begins, which would push your fresh air back out again.
• If you open the intake valve too early, it could open during
the exhaust stroke, and you could push exhaust gas into
your intake manifold. This is called Overlap.


Internal
combustion
Camshaft Profile Solution 1
• An excellent innovation that helped solve this problem is

“Variable Valve Timing” (VVT)
• VVT can adjust when a valve opens, and on some systems
can even adjust how long a valve stays open.
VANOS VTEC MIVEC VVT-i VVL

Internal
combustion
Turbocharger Solution 2
• Turbochargers use exhaust gas pressure to
drive a fan blade which increases intake
pressure.
• By INCREASING intake pressure, the opposite
effect of friction losses is achieved.
• Moreover, the exhaust pressure comes from

steps 5-6 (heat rejection) in the Otto cycle, which
is normally wasted to atmosphere.

Internal
combustion
Air filter Solution 3
Over time, as the filter becomes dirty, the

pressure drop across the filter rises. If the
pressure drop rises, air flow into the engine
becomes restricted and your air charge drops.
Air filter performance can be measured in 3 Oiled filter

categories, including:
• Pressure drop (flow capacity)

•Dirt holding capacity (how much dirt it can
hold before pressure drop increases)
•Filtration efficiency (particle size removed)
OEM paper filter
Internal
combustion
Engine Internals Solution 3
• Polish the
intake runners
• Direct injection
engines, you need
to remove the
intake manifold and
clean the sludge
and carbon off of
the intake valves
Internal
combustion
Problem solving 2: Compression ratio
Benefit of higher compression ratio

1. The power stroke is responsible for doing work (turning the
wheel), and a larger compression ratio allows for more work to be
achieved in each stroke
2. Higher compression ratio leads to an increased peak flame

temperature for a given amount of fuel.
3. A higher compression ratio also causes the flame to burn faster,

because flames propagate more quickly in high pressure than low
pressure.
Internal
combustion
Maintenance
1. Make sure you use a gasket with the correct thickness
2. Replace old piston rings, valve seat leaks, or cylinder head leaks
will reduce peak cylinder pressure and temperature.
3. Carbon buildup in the combustion chamber will increase the

compression ratio  pre-ignition

Internal
combustion
Engine design
What to do: Reducing friction during
compression stroke
How to do: Create a swirl in the
cylinder air as it is compressed. A
swirl will also improve air movement
in the cylinder and reduce hot spots,
which limits pre-ignition.
GM Vortec cylinder head, which was
designed to induce a swirl as air
entered the cylinder and was
compressed.

Internal
combustion
Engine design
What to do: Increase compression ratio.
How to do: Raised areas in piston surface to compensate for cut
out and increase compression.
Standard Higher compression ratio

Internal
combustion
Engine design
Material used for cylinder head. Aluminum or Iron (Steel)
Aluminum weight less than iron.
Aluminum has a thermal conductivity of 205 W/(m K),

while iron has a conductivity of 80 W/(m K).

THERMOCHEMISTRY OF
FUEL-AIR MIXTURES
(Combustion)
Snunkhaem Echaroj
THERMOCHEMISTRY Introduction
Hat is
What is Thermochemistry?

THERMOCHEMISTRY Combustion Reactions
1 IC engines gain their energy from the combustion of a hydrocarbon

fuel with air, which converts chemical energy of the fuel to internal
energy in the gases within the engine.
2 The maximum amount of chemical heat that can be released from the
fuel is when it combusts with a stoichiometric amount of oxygen.
Methane
𝐶𝐻4 + 2𝑂2 → 𝐶𝑂2 + 2𝐻2 𝑂
Combustion
Gasoline 𝐶8 𝐻18 + 12.5𝑂2 → 8𝐶𝑂2 + 9𝐻2 𝑂

Combustion
Stoichiometric or theoretical
𝑚𝑎𝑠𝑠
𝑀𝑜𝑙𝑒 =
𝑀𝑜𝑙𝑒𝑐𝑢𝑙𝑎𝑟 𝑊𝑖𝑒𝑔ℎ𝑡
It takes 12.5 moles of oxygen to react with 1 mole of fuel, and this
gives 8 mole of carbon dioxide and 9 moles of water vapor.
1% Ar
Air is used as the source of 21 % O2
oxygen to react with fuel.
78 % N2
𝐶𝐻4 + 2𝑂2 + 2 3.76 𝑁2 → 𝐶𝑂2 + 2𝐻2 𝑂 + 2 3.76 𝑁2
For every mole of oxygen needed for combustion 4.76, moles of air
must be supplied: (1/0.21=4.76)
One mole of air consisted = One mole of oxygen + 3.76 moles of

nitrogen.
Stoichiometric combustion (Theoretical Combustion)

• Considering inert gas…
Methane Combustion
𝐶𝐻4 + 2𝑂2 + 2 3.76 𝑁2 → 𝐶𝑂2 + 2𝐻2 𝑂 + 2 3.76 𝑁2
100 % fuel 100 % air

Gasoline Combustion
𝐶8 𝐻18 + 12.5𝑂2 + 12.5 3.76 𝑁2 → 8𝐶𝑂2 + 9𝐻2 𝑂 + 12.5 3.76 𝑁2
100 % fuel 100 % air
Non-stoichiometric combustion
Lean Rich
More than Less than
100% air 100% air
Less than More than

100% fuel 100% fuel

Stoichiometric combustion (SC;Theoretical Combustion):
𝐶𝐻4 + 2𝑂2 + 2 3.76 𝑁2 → 𝐶𝑂2 + 2𝐻2 𝑂 + 2 3.76 𝑁2
Non-stoichiometric combustion (NSC):
Lean – excess air (150% stoichiometric)

𝐶𝐻4 + 3𝑂2 + 3 3.76 𝑁2 → 𝐶𝑂2 + 𝐻2 𝑂 + 3 3.76 𝑁2 + 𝑂2
𝑚𝑜𝑙𝑁𝑆𝐶 −𝑚𝑜𝑙𝑆𝐶
% stoichiometric air = 100 + × 100
𝑚𝑜𝑙𝑆𝐶
3−2
= 100 + × 100
2
= 150 %
Stoichiometric combustion (SC; Theoretical Combustion):
𝐶8 𝐻18 + 12.5𝑂2 + 12.5 3.76 𝑁2 → 8𝐶𝑂2 + 9𝐻2 𝑂 + 12.5 3.76 𝑁2
Non-stoichiometric combustion:
Rich –not enough air(80% stoichiometric)
𝐶8 𝐻18 + 10𝑂2 + 10 3.76 𝑁2 → 3𝐶𝑂2 + 9𝐻2 𝑂 + 5𝐶𝑂 + 10 3.76 𝑁2
𝑚𝑜𝑙𝑁𝑆𝐶 −𝑚𝑜𝑙𝑆𝐶
% stoichiometric air = 100 + × 100
𝑚𝑜𝑙𝑆𝐶
10−12.5
= 100 + × 100
12.5
= 80 %
For actual combustion the “equivalent ratio” is used:

𝑚𝑓
(𝐹𝐴)𝑎𝑐𝑡 (𝐴𝐹)𝑠𝑡𝑜𝑖𝑐ℎ 𝐹𝐴 = = 𝑓𝑢𝑒𝑙 − 𝑎𝑖𝑟 𝑟𝑎𝑡𝑖𝑜
∅= = 𝑚𝑎
(𝐹𝐴)𝑠𝑡𝑜𝑖𝑐ℎ (𝐴𝐹)𝑎𝑐𝑡 𝑚𝑎
𝐴𝐹 = = 𝑎𝑖𝑟 − 𝑓𝑢𝑒𝑙 𝑟𝑎𝑡𝑖𝑜
𝑚𝑓
∅ < 1 running lean, oxygen in exhaust 𝑚𝑎 = 𝑚𝑎𝑠𝑠 𝑜𝑓 𝑎𝑖𝑟
∅ > 1 running rich, CO and fuel in exhaust
∅ = 1 stoichometric maximum energy 𝑚𝑎 = 𝑚𝑎𝑠𝑠 𝑜𝑓 𝑓𝑢𝑒𝑙


Example problem


Example problem


Example problem

THERMOCHEMISTRY Combustion Temperature
Engine Exhaust Analysis  the equivalent ratio

Exhaust gas
Engine Exhaust Analysis  the equivalent ratio
• Repair shops also routinely analyze automobile

exhaust to determine operating conditions
and/or emissions.
• This is done by taking a sample of the exhaust

gases and running it through an external
analyzer.
• Dry analysis can be performed by first removing

all water vapor from the exhaust

Example problem
The four-cylinder engine of a light truck owned by a utility company has
been converted to run on propane fuel. A dry analysis of the engine
exhaust gives the following volumetric percentages.
Component Volumetric % Volumetric % of nitrogen =

CO2 4.9
100 – 17.14 = 82.86
CO 9.79
O2 2.45 Volumetric % = Mole %
Total 17.14
Question: Calculate the equivalence ratio at which the engine is
operating.
𝑥𝐶8 𝐻18 + 𝑦𝑂2 + 𝑦 3.76 𝑁2 → 4.90𝐶𝑂 2 + 9.79𝐶𝑂 + 2.45𝑂2 + 82.86𝑁2 + 𝑧𝐻2 𝑂

𝑥𝐶3 𝐻18 + 𝑦𝑂2 + 𝑦 3.76 𝑁2 → 4.90𝐶𝑂2 + 9.79𝐶𝑂 + 2.45𝑂2 + 82.86𝑁2 + 𝑧𝐻2 𝑂
Z = number of moles of water vapor removed before dry analysis
Component Volumetric % A. Conservation of nitrogen during

reaction gives:
CO2 4.9 y(3.76) = 82.86 or y = 22.04
CO 9.79 B. Conservation of carbon:

3x = 4.90 + 9.79 or x = 4.90
O2 2.45
Total 17.14 C. Conservation of hydrogen:

8x = 8(4.897) = 2z or z= 19.588
x = 4.90 y = 22.04 z= 19.588
𝑥𝐶3 𝐻18 + 𝑦𝑂2 + 𝑦 3.76 𝑁2 → 4.90𝐶𝑂2 + 9.79𝐶𝑂 + 2.45𝑂2 + 82.86𝑁2 + 𝑧𝐻2 𝑂
4.9𝐶3 𝐻18 + 22.04𝑂2 + 22.04 3.76 𝑁2 → 4.90𝐶𝑂2 + 9.79𝐶𝑂 + 2.45𝑂2 + 82.86𝑁2 + 𝑧𝐻2 𝑂
Dividing by 4.90:
𝐶3 𝐻18 + 4.5𝑂2 + 4.5 3.76 𝑁2 → 𝐶𝑂2 + 2𝐶𝑂 + 0. 5𝑂2 + 16.92𝑁2 + 4𝐻2 𝑂
Actual air-fuel ratio:

Mole Mole
𝑚𝑎 4.50 4.76 29
𝐴𝐹 = = = 14.12
𝑚𝑓 [ 1 44 ]
THERMOCHEMISTRY Combustion reaction
Actual air-fuel ratio:

𝑚𝑎 4.50 4.76 29
𝐴𝐹 = = = 14.12
𝑚𝑓 [ 1 44 ]
Stoichiometric air-fuel ratio:

𝐶3 𝐻18 + 5𝑂2 + 5 3.76 𝑁2 → 𝐶𝑂2 + 2𝐶𝑂 + 0. 5𝑂2 + 16.92𝑁2 + 4𝐻2 𝑂
𝑚𝑎 5 4.76 29
𝐴𝐹 = = = 15.69
𝑚𝑓 [ 1 44 ]
Stoichiometric air-fuel ratio:
(𝐴𝐹)𝑠𝑡𝑜𝑖𝑐ℎ 15.69
∅= = = 1.11
(𝐴𝐹)𝑎𝑐𝑡 14.12 Dr. Snunkhaem Echaroj Rich condition
THERMOCHEMISTRY Hydrocarbon Fuels-gasoline
1. automobile gasoline 7. natural gas

2. diesel fuel 8. lubrication oil
3. aircraft gasoline 9. asphalt
4. jet fuel 10. alcohol
5. home heating fuel 11. rubber
6. industrial heating fuel 12. paint
13. plastics
14. explosives

• A small percentage of
components that vaporize
(boil) at low temperature
is needed to assure the
starting of a cold engine;
fuel must vaporize before
it can burn.
• Volumetric efficiency of
10% 50% 90% the engine will be reduced
if fuel vapor replaces air
too early in the intake
system.
Shows a temperature-vaporization • One way that is

curve for a typical gasoline mixture. sometimes used to
describe a gasoline is to
Dr. Snunkhaem Echaroj use three temperatures:
Paraffins
Aromatics Olefins
Family of
Alcohol hydrocarbon
Cycloparaffins Diolefins
Acetylene
Paraffins Olefins Cycloparaffins
Methane Propane 1-butene

Cyclobutane Cyclopentane
Buthane Isobutane Isobutene
Aromatics Acetylene Diolefins
Toluene Benzene
Fundamental of
Internal Combustion Engine
Snunkhaem Echaroj

engine

engine


2017
• What is Internal combustion
engine?
• History (VDO)
• Engine component
• 4-stroke cycle


fuel.

3. Lower 3. Higher
Inline Engines: The cylinders

are arranged in a line, in a
single bank.

another.
Flat Engines: The cylinders are

arranged in two banks on
opposite sides of the engine


Internal
Crankshaft
Flywheel
Internal
Piston
Volume Clearance
displacement volume
Internal
Intake
TDC (TDC).
Internal
Compression

mixture.
BDC
Internal
Power
TDC.
engine cycle.

Internal
Exhuast Exhaust

position.
BDC

Internal
10 s 15 s
A B C D
1. Compression
3. Power 2. DB
Internal
combustion
23 Isentropic
Pressure
compression, ΔQ=0
3
34 Heat Addition
Work 5 (Combustion)
expansion, ΔQ=0
Vmin Volume Vmax

Internal
combustion
First law of thermodynamic

Energy can be transferred or 𝑸 = 𝑾 + ∆𝑼
transformed, but cannot be
created or destroyed. = +
4 Otto cycle
QH Thermal Efficiency:
Pressure
Adiabatic 𝜂𝑛𝑒𝑡 = =
3 𝐻𝑒𝑎𝑡 𝑖𝑛𝑝𝑢𝑡 𝑄𝐻
Worknet 5 Net work:
Adiabatic QC
1 2 𝑊𝑛𝑒𝑡 = 𝑊23 + 𝑊45
Volume
Internal
𝒌−𝟏 𝐶𝑝 0
𝑻𝟑 𝒗𝟐 k=
= 𝐶𝑣
𝑸𝟑𝟒 = 𝑸𝑯 = 𝑾𝟑𝟒 + 𝜟𝑼
𝑻𝟐 𝒗𝟑
𝑸𝟑𝟒 = 𝜟𝑼 = 𝒎𝑪𝒗(𝑻𝟒 − 𝑻𝟑 )
0
Cv = heat capacity at constant
𝑸𝟐𝟑 = 𝑾𝟐𝟑 + 𝜟𝑼
volume
𝒌−𝟏 𝐶𝑝 0
𝑻𝟒 𝒗𝟓 k= 𝑸𝟓𝟐 = 𝑸𝑯 = 𝑾𝟓𝟐 + 𝜟𝑼
= 𝐶𝑣
𝑻𝟓 𝒗𝟒
𝑸𝟑𝟒 = 𝜟𝑼 = 𝒎𝑪𝒗(𝑻𝟒 − 𝑻𝟑 )
0
𝑸𝟒𝟓 = 𝑾𝟒𝟓 + 𝜟𝑼 Cv = heat capacity at constant
volume
Internal
Example problem An ideal air-standard Otto cycle engine
has a compression ratio of 8. At the beginning of the
compression process, the working fluid is at 100 kPa, 27°C
(300 K), and 800 kJ/kg heat is supplied during the constant
volume heat addition process. Using the specific heat values
for air at a typical average cycle temperature of 900K
determine the efficiency of the cycle (Cv= k=1.344).
1. Compression ratio: r = V2/V1 = 8
800 2. Adiabatic process:
k−1 k−1
kJ/kg T4 v5 T3 v2
= =
T5 v4 T2 v3
3. State 2: 100 kPa, 300K
4. Cv = 0.834 (kJ/kg K), k = 1.344
Internal
Example problem 𝑊𝑜𝑟𝑘 𝑊𝑛𝑒𝑡
𝜂𝑛𝑒𝑡 = =
𝑊𝑛𝑒𝑡 = 𝑊23 + 𝑊45
800
kJ/kg Process 23 Isentropic Comp.
v2 k−1
𝑇3 = T2 = 300(8)0.344
v3
= 613 K
0
Cv = 0.834 (kJ/kg K) 𝑄23 = 𝑊23 + 𝛥𝑈
k = 1.344 −𝑊23 = 𝛥𝑈 = 𝐶𝑣 (𝑇3 − 𝑇2 )
−𝑊23 = 0.834 613 − 300
𝑊23 = −261 𝑘𝐽/𝑘𝑔
Internal
Example problem Process 34 Combustion
𝑄34 = 𝑚𝐶𝑣(𝑇4 − 𝑇3 )
800 𝑞34 = 𝐶𝑣(𝑇4 − 𝑇3 )
kJ/kg
800 = 0.834(𝑇4 − 613)
𝑇4 = 1572 𝐾
Process 45 Isentropic Expan.
v4 k−1
𝑇5 = T4 = 1572(1/8)0.344
Cv = 0.834 (kJ/kg K) v5
= 769 K
k = 1.344
𝑊45 = 0.834 1572 − 769
𝑊45 = 670 𝑘𝐽/𝑘𝑔
Internal
Example problem
𝑊𝑛𝑒𝑡 = 𝑊23 + 𝑊45
𝑊𝑛𝑒𝑡 = −261 + 670
800
kJ/kg 𝑊𝑛𝑒𝑡 = 409 𝑘𝐽/𝑘𝑔
𝑊𝑜𝑟𝑘 409
𝜂𝑛𝑒𝑡 = = = 51%
Cv = 0.834 (kJ/kg K)
k = 1.344


2017
engine?
• 4-stroke cycle
• Thermodynamic of spark ignition
engine
• Electric vehicle
Electric General component of Electric Vehicle

vehicle
Heating System
Power electronics
High-voltage line
High
Air Electric Voltage
conditioner motor Battery
Battery
1. Batteries charger/contact
2. Power electronics
3. Electric motor Dr. Snunkhaem Echaroj
Electric
vehicle
Electrochemical Fundamentals
Lithium-ion Discharge
Electron flow
Load 1. Oxidation rxn. at anode

Current
Anode Cathode
(-) (+)
2. Li+ flow to positive
Li+ Li+
electrode
Li+ Li+
3. Reduction rxn. at anode

Li+ Li+
Electrolyte
SUMMARY
Internal
combustion Spark Ignition engine (4-stroke cycle)
• Engine components: Crankshaft, Camshaft, Piston, and Valves.
• Source of power: Combustion + expansion
• Four stroke process: Intake, Compression, Power, and Exhaust.
• 𝜂𝑛𝑒𝑡 = =
𝐻𝑒𝑎𝑡 𝑖𝑛𝑝𝑢𝑡 𝑄𝐻
Electric
Vehicle Electrochemical Fundamentals
• Energy is produced from the chemical reaction
(Oxidation/reduction) inside the battery
• Source of power: Movement of ions and charge
History


1913
Where is the Horse?

What do you think?

Fundamental of
Internal Combustion Engine
Snunkhaem Echaroj

engine

engine


2017
• History (VDO)

engine?
• 4-stroke cycle


fuel.

3. Lower 3. Higher
History


1913
Where is the Horse?



Review question:
• Where in Unite Kingdom is the Museum for Internal Combustion Engine located ?
• Where was Rudolf Diesel from?

• Who was the famous American inventor that was also Rudolf Diesel’s friend?
• What is the approximate efficiency of a steam engine?
• What is the approximate efficiency of a diesel engine?
• What was the first type of oil used for diesel engine?
• What was the first military application of the diesel engine?
• What is the fundamental difference between a petrol and a diesel engine?
• Why was Petrol-base submarine not successful?

• How did Harry improve the effectiveness of the combustion inside a diesel engine.
• Which was more effective for tractor, diesel or petrol?
• What was the uniqueness of the Deltic (Delta) engine (railroad)?
• How man piston in a Deltic engine?

• What caused the shift from petro powered car to diesel powered car?
• What was the major advancement in the diesel

Dr. Snunkhaem Echaroj technology that made them more
effective as a source of power for vehicle?

Inline Engines: The

cylinders are arranged in a
line, in a single bank.

another.
Flat Engines: The

cylinders are arranged in
two banks on opposite sides
of the engine Dr. Snunkhaem Echaroj
Internal
Crankshaft
Flywheel
Internal
Valves: Minimum
Two Valves pre Cylinder
•Exhaust Valve lets the exhaust gases escape the combustion

Chamber. (Diameter is smaller then Intake valve)
•Intake Valve lets the air or air fuel mixture to enter the
combustion chamber. (Diameter is larger than the exhaust
valve)
Internal
Valve Springs: Keeps the valves

Closed.
Valve Lifters: Rides the cam lobe

and helps in opening the valves.

Internal
Cam Shaft: The shaft that has

intake andExhaust cams for
operating the valves.
Cam Lobe: Changes rotary

motion into reciprocating
motion.
Camshaft location is one

way to classify engines.
Overhead cam, SOHC,
DOHC Dr. Snunkhaem Echaroj
Internal
Spark Plug
It provides the means of ignition
when the gasoline engine’s piston is at
the end of compression stroke, close
to Top Dead Center(TDC)
The difference between a

"hot" and a "cold" spark
plug is that the ceramic tip
is longer on the
hotter plug.
Internal
Piston
A movable part fitted into a

cylinder, which can receive and
transmit power.
Through connecting rod, forces

the crank shaft to rotate.

Internal
Cylinder head
Part that covers and encloses the

Cylinder.
It contains cooling fins or water jackets

and the valves.
Some engines contains the cam shaft

in the cylinder head.

Internal
Engine Block
Foundation of the engine and

contains pistons, crank shaft,
cylinders, timing sprockets and
sometimes the cam shaft. Also
called short block.
Engine without cylinder heads,

exhaust manifold, or intake
manifold attached to it is called
bare block.
Internal
Connecting (conn.) Rod
Attaches piston (wrist-pin)

to the crank shaft (conn. rod
caps).

Internal
Crank Shaft
Converts up and down
motion into circular
motion.Transmits the
power to transmission.
DAMPNER PULLEY
Controls Vibration
Internal
Crank Shaft main bearings
Main bearings are fitted between crank shaft and the

main journals.

Internal
Flywheel
Attached to the crankshaft
Reduces vibration
Cools the engine (air cooled)
Used during initial start-up
Transfers power from engine to

Drivetrain
Helps glide through strokes

Internal
Piston
Volume Clearance
displacement volume
Internal
Intake
TDC (TDC).
Internal
Compression

mixture.
BDC
Internal
Power
TDC.
engine cycle.

Internal
Exhuast Exhaust

position.
BDC

Internal
10 s 15 s
A B C D
1. Compression
3. Power 2. DB

Engine Design and Operating Parameters I: Snunkhaem Echaroj

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Engine Design and Operating Parameters I: Snunkhaem Echaroj

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Dr.

AU330 Internal Combustion Engines

Engine Design and Operating

Introduction: Objective and Learning Intention

To be able to identify component of an

Understand the dynamics of the 4-stroke

To appreciate the history of ICE.

Outline Thammasat University,

Dr. Snunkhaem Echaroj

Internal combustion What do users want?

Dr. Snunkhaem Echaroj

Internal combustion Design criteria for engineer

The engine's performance over its

The engine's fuel consumption

The engine's noise and air pollutant

The reliability and durability

Internal combustion Terms and Definitions

2. The range of speed and power over which engine operation

Maximum rated power. The highest power an engine is

Normal rated power. The highest power an engine is

Rated speed. The crankshaft rotational speed at which

Dr. Snunkhaem Echaroj

Internal combustion Engine Geometry

Internal combustion Engine Geometry

Dr. Snunkhaem Echaroj

Internal combustion Engine Geometry

Internal combustion Engine Geometry

Dr. Snunkhaem Echaroj

Dr. Snunkhaem Echaroj

Internal combustion Engine Geometry

Ap = piston crown surface area

Asl = sleeve surface area =

Dr. Snunkhaem Echaroj

Internal combustion Mean and Instantaneous Piston Speeds

Where N is the rotational speed of

Dr. Snunkhaem Echaroj

Internal combustion Mean and Instantaneous Piston Speeds

Average piston speed for a standard auto

Dr. Snunkhaem Echaroj

Internal combustion Engine Torque and Power

Torque is measured using a dynamometer.

The torque exerted by the engine is: T = F b with units: J

The brake power P delivered by the engine turning at a speed N and

P =  T = (2 N) T w/units: (rad/rev)(rev/s)(J) = Watt

Note:  is the shaft angular velocity with units: rad/s

Internal combustion Engine Torque and Power

Dr. Snunkhaem Echaroj

Internal combustion Engine Torque and Power

Q1. What is the torque of the engine at speed 3,500 rpm

Dr. Snunkhaem Echaroj

4 Otto cycle 12 Intake of fuel mixture

52 Heat Rejection

21 Exhaust stroke

The indicated work per cycle is Wi   pdV

Work done on the

Work done by the

Compression Power Exhaust Intake

where N – crankshaft speed in rev/s

Power can be increased by increasing:

Dr. Snunkhaem Echaroj

Friction power can be measured by motoring the engine.

The mechanical efficiency is defined as:

Mechanical efficiency depends on throttle position, engine