Hochiminh City University of Technology and EducationFaculty of

Vehicle and Energy Engineering Department of Internal

Combustion Engine
PROJECT
INTERNAL COMBUSTION ENGINE CALCULATION

Class
Student name’s: Trần Lâm Phát 
ID student: 21145599 
Group
1. Engine parameters 
 Engine: Mercedes-Benz M133 DE20 Stroke, : 4
Max Brake Power, Nemax (kW): 265 RPM: 6000
Compression ratio, : 8.6:1 Air equivalence ratio (): 0.95
Cooling system: Liquid No of cylinder, i: 4
Angle of open(close) intake(exhaust) valve
Open Close
Intake valve 15o BTDC 45o ABDC
Exhaust valve 40o BBDC 100 ATDC

2. Report content
2.1 Thermal calculate and buid indicated work diagram in engine.
2.2 Kinetic and dynamic of slider crank mechanism.
3. Curves
3.1 P – V figure
3.2 P – , PJ, P1 figures
3.3 Kinetic and dynamic figures
Dateline: week 15 ...............................................................

Advisor lecturer (Sign

and full name)

Associate Prof. Ly Vinh

Chapter 1: Thermal calculate

1.1.
1.1.1. Parameters of Mercedes-Benz M133 DE20

No. Name Symbol Value Unit Note

 1. Engine type Gasoline engine with
turbocharge
2. Stroke  4
3. Displacement stroke S 92,0000 mm
4. R 46,0000 mm
5. No of cylinder i 4
6. Bore diameter D 83,000 mm
7. Piston weight mpg 122,5 kg/m
8. Conecting rod lenght L 138,7000 mm
9. mcr 168,4 kg/m
10. Air fuel ratio 14,7:1
11. Max power Nemax 265 kW 6000rpm
12. Max torque Tmax 450 Nm 2250rpm÷5000rpm
13. Compress ratio 𝜀 8,6:1
14. Rotate speed maximum nmax 6800 rpm
15. Fuel supply Multy-point direct fuel
injection
16. Coolant system Liquid
17. Type of combustion Spherical Shaped
chamber

18. Combustion volume 1991 cm3

19. Structural parameter S/D 1,11
=R/L 1
3.02
20. Brake-specific fuel BSFC 250 g/kWh
consumption

1.1.2. Choose parameter for thermal calculate

a. Intake Air Pressure (P0)
Intake air pressure is a barometric pressure, value of P0 is depends on altitude of
sea level. If altitude increase, P0 will decrease becase the air becomes thinner.At altitude
of sea level:
P0 =0,1013 MN/m2

b. Intake Air Temperature (T0)

Intake air temperature is depends on average temperature where the vehicle
operated.It’s difficult for vehicle designed to operated where the range of temperature
variation during the day is large.
South Viet Nam is belong tropic region so average temperature during the day is
o
tkk=29 C for South Viet Nam, then:
T0= Tkk + 273
T0= 302o K
c. The Compressor Outlet Air Pressure (Pk)
Non-Turbocharge 4-Stroke engine: Pk=P0
Turbocharge 4-Stroke engine: Pk>P0
When testing available engines, the value of Pk was known in advance, when
design it must be in alowable range
 Low turbochargers: Pk < 0,15 MN/m2
 Medium turbochargers: Pk = (0,15 ÷ 0,2) MN/m2
 High turbochargers: Pk = (0,2 ÷ 0,8) MN/m2
 Superios turbochager: Pk ≥ 0,4 MN/m2
Twin Scroll Turbocharger is medium turbocharger, so:
Pk = 0,15 MN/m2
d. The Compressor Outlet Air Temperature (Tk)
Turbocharge 4-Stroke engine with charge air cooler, Tk is determined:
Pk m-1 0,15 0,4
Tk = T0 ( ) m -∆Tm = 302 ( )1,4 - 33
P0 0,1013
With:
m is average multivariate compression index of intake air, m = 1.4.
∆Tm is the difference of intake air after come out air cooler, ∆Tm =33oK.
Then Tk= 304,8438 oK
e. Pressure At The End Of Induction (Pa)
Intake air pressure in the end of intake stroke is always smaller than intake pressure
before come through intake valve because volume loss in intake manifold and throttle
With turbocharge 4-Stroke engine Pa = (0,88÷ 0,98)Pk.
Choose value efficiency = 0,95:
Pa = 0,95.0,15= 0.1425 MN/m2
f. Pressure Of Sesidual Gases (Pr)
With gasoline engine, air pressure extant after exhaust stroke, Pk = (0,11÷0,12)
MPa
Choose P r = 0,12 Mpa
g. Temperature Of Sesidual Gases (Tr)
Depending on the type of engine, compression ratio, speed and excess air factor, the
value of residual gas temperature Tr is defined within the limits:
In gasoline engine, value of Tr = (900÷1000) oK
Take Tr = 950°K 
h. Fresh Charge Preheating Temperature (∆T)
During the cylinder filling process the temperature of a fresh charge somewhat
increases due to hot parts of the engine. The value of preheating ∆T is dependent on the
arrangement and construction of the intake manifold, cooling system, use of a special
preheater, engine speed and supercharging. Increased temperature improves fuel
evaporation, but decreases the charge density, thus affecting the engine volumetric
efficiency. These two factors in opposition resulting from an increase in the reheating
temperature must be taken into account in defining the value of ∆T.
In gasoline engine, ∆T = (0÷20)oC
Take ∆T = 10oC
i. 1 Factor
1 is signify for
Take 1 = 1.02
j. 2 Factor
2 is signify for
Take 2 = 0.13
k. t Factor
t factor depends on Air equivalence ratio and Air Temperature After Exhaust
Stroke, According to experiments with gasoline engine, t is take :
Air equivalence ratio |()    
   
ake t = 1.15

l. The coefficient of heat utilization over visible heat section cz (z)

The value of the coefficient of heat utilization is taken on the basis of experimental data,
depending upon the engine construction, mode of engine operation, cooling system,
shape of the combustion chamber, method of mixing, excess .air factor and engine speed.
According to experimental data the value of g, for engines operating under full load
varies within the limits 0,8÷0.95 for gasoline engine
Take z = 0.85
m. The coefficient of heat utilization over visible heat section cb b)
Take b = 0.90
n. 𝜑d
Take 𝜑d = 0.95
o. Charger ratio
 = PzPc
Take  = 3.8
1.2. Thermal calculate
1.2.1. Intake Process
1.2.1.1. Volumetric effciency (ηv)
1
1 Tₖ Pₐ 𝑃ᵣ 𝑚
ηv= . .
ε-1 (Tₖ+∆T) Pₖ
. [𝜀. 1 − 𝑡 2 ( ) ]
𝑃ₐ
1
1 304,8438 0,1425 0,12 1,5
= 8,6-1. . . [8,6.1,05 − 1,15.0,13 ( ) ]
(304,8438+10) 0,15 0,1425

With m is average multivariate expand index of air extant after exhaust stroke.
Take m = 1,5 then ηv = 0,98
1.2.1.2. Coefficient of residual gases (𝜸ᵣ)
 ₂. Pᵣ Tₖ  0,12 304,8438
γr = . . = . .
(ε-1).ηᵥ Pₖ Tᵣ (8,6-1).1,068 0,15 950
𝛾ᵣ = 6,325e-3
1.2.1.3. Temperature at the end of induction (Ta)
𝑚−1
𝑃ₐ ( 𝑚
)
(Tₖ+ ∆T) + ₜ.γᵣ.Tᵣ. ( )
𝑃ᵣ
Ta =
1+γᵣ
1,4− 1
0,1425 ( 1,4
)
(304,8438+ 10) + .6,325.e-3.950. ( )
0,12
=
1+6,325.e-3
Ta = 320,077oK
1.2.2. Compress Process
1.2.2.1. The mean molar specific heat of the air
bv 0.00419
mcv aᵥ+
̅̅̅̅̅= .T = 19.806 + .Tc
2 2
1.2.2.2. The mean molar specific heat of residual gases at the the end of
compression.
1 184.36
̅̅̅̅̅̅
mcᵥ"= (17.997+3.504α) + ( 360.34+ ) .10-5.Tc
2 α
0.0054
= 21.325+ Tc
2
With Tc is calculate in section 1.2.2.6

1.2.2.3. The mean molar specific heat of the working mixture.

mcᵥ + γᵣ.mcᵥ " bv '
̅̅̅̅̅̅
mcᵥ'= =a'v + .T𝑐
1+ γᵣ 2

=19,815 + 0,00209.Tc
1.2.2.4. The compression mean polytropic index n1

8.314 8.314
n₁-1= =
bᵥ' n1 -1
.Tₐ.(εn -1 +1) 19,815 + 0,00209.Tₐ.(ε +1)
1
aᵥ'+
2

With Ta = 320,077oK then n1= 1,378

 1.2.2.5. The pressure at the end of compression process
Pc = Pa.εn₁ = 0,1425. 8,61,378
Pc= 2,764 Mpa
1.2.2.6. The temperature at the end of compression process (Tc)
Tc= Ta. εn₁-1 = 320,077. 8,61,378−1
Tc= 717,284 oK
1.2.3. Combustion Process
1.2.3.1. Theoretical air requirement in kmoles needed for the combustion of
1 kg of fuel (M0)

1 C H O
M0= .( + - )
0.21 12 4 32
Theoretical air requirement in kmoles needed for the combustion of 1 kg of fuel with
petrol engine is M0= 0.5160 kmol

Type of fuel Content (kg) Molar mass

C H O (kg/kmol)
Gasoline 0.855 0.145 --- 110-120
Diesel 0.870 0.126 0.004 180-200

1.2.3.2. The actual quantity of air participating in combustion of 1 kg of

fuel (M1)
1
M1= α.M₀ +
μₖ.l
μₖ. 𝑙 is molar mass of gasoline; μₖ. 𝑙 = 110÷114 kg/kmol.
Choose μₖ. 𝑙 = 112 kg/kmol, then M1= 0.4991 kmol/kga

1.2.3.3. The tottal amount of combustion products (M2)

 C H
M2= + +0.79.α.M₀
12 2
O H
With α > 1 then M 2= + +α.M0
32 4
With α=0.95, then M2= 0.531 kmol/kgg
1.2.3.4. The theory molecular change coefficient of combustible mixture (β0)
M₂
β0=
M₂
Then β0 = 1.064
1.2.3.5. The actal molecular change coefficient of combustible mixture (β)
In the cylinder of an actual engine a fuel-air mixture comprised by a fresh charge
(combustible mixture) M1 and residual gases then
β₀−1
β=1+ 
1+γᵣ

Then 
1.2.3.6. The molecular change coefficient of combustible mixture point Z
(βZ)
β₀-1 𝑧
βZ=1+ .
1+γᵣ 𝑏

Then βZ = 1.060

1.2.3.7. Chemically incomplete combustion of fuel

In engines operating at 𝛼 <1, we have chemically incomplete combustion of fuel (J/lkg)
because of lack of oxygen ∆QH= 120.103 .(1- α).M0 = 120. 103 . (1 − 0,95). 0,516
Then ∆QH = 3096 KJ/kgm
1.2.3.8. The molar specific heat of the working mixture at point Z
 γᵣ 
M₂ ( 𝑧 + ) .mcᵥ' + M1 (1 − 𝑧 ) . mcᵥ
𝑏 β₀ 𝑏 b''vz
mcvz ′′ =
̅̅̅̅̅̅ = a''vz + .T
𝑧 γᵣ 𝑧 2 z
𝑀₂ ( + ) + 𝑀₁ (1 − )
𝑏 β₀ 𝑏
=21,2459+0.00266Tz
1.2.3.9. The temperature at the end of combustion process
z (𝑄𝐻 − ∆𝑄𝐻 )
̅̅̅̅̅̅. Tc = βz . mcᵥ
+ mcᵥ' ̅̅̅̅̅′′. T𝑧
𝑀1 (1 + 𝛾𝑟 )
 ↔ 69299 + (19,815 + 0,00209.Tc ).Tc = 1.060(21,2459+0.00266Tz )𝑇𝑧

↔ 69299 + (19.815 + 0,00209.717,284). 717,284 = 1.06(19.4264+0.00054Tz )𝑇𝑧

Then TZ = 2784,943 
1.2.3.10. The pressure at the end of combustion process
TZ
P𝑧 = βz .P
TC c
Then P𝑧 = 11,375 MPa
1.2.4. Expand procces
1.2.4.1. Preexpansion in the case of heat added at constant pressure( ρ)
ρ=1
1.2.4.2. After expansion (ε)
ε= 9.5
1.2.4.3. The expansion mean polytropic index (n2)
(b − z )Q H 8,314
= β.m
̅̅̅̅̅''.T
vb b -βz ̅̅̅̅̅
m
̅ vz ''.Tz + (β T -βT )
M1 (1+γr ) n2 -1 z z b
The difference in specific heat is not very large, so we can suppose that ….. so
8,314
n2 -1 =
(b − z )QH b''
+ a''vz + vz .(Tz +Tb )
M1 (1+γr ).β(Tz -Tb ) 2
8,314
=
(0.9-0,85).43960 2784,943
2784,943 +21,245+0,00266. (2784,943 + 8,6 (n2-1) )
0.499.(1+6,425.e-3).1,063 (2784,943- )
8,6(n2 -1)
Tz
With Tb = and a''vz = 21,245 ; b''vz = 0.00266 then n2 =1.224
ε 2 -1)
(n

1.2.4.4. The temperature at the end of expansion process

Tz 2784,943
Tb = (n -1) =
ε 2 8,6(1,224-1)
Tb = 1719,842
1.2.4.5. The pressure at the end of expansion process
With gasoline engine:
 Pz 11,375
Pb = =
ε 2 8,61,224
n

Pb =0,817 Mpa
1.2.4.6. Test for temperature of residual gases
m-1
Pr m
Trc =Tb . ( )
Pb
With 𝑚 = 1.4 then Trc =994.207
1.2.4.7. Error of residual gases
|𝑇𝑟 − 𝑇𝑟𝑐 |
= 4,63%
𝑇𝑟

1.3. Calculate typical parameters of the cycle

1.3.1. Calculated average indicated pressure (p'i )
Pc ρ..β 1 1 1
p'i = [𝑝 (ρ-1) + . (1- n -1 ) - (1- n -1 )]
ε-1 n2 -1 δ 2 n1 -1 ε1
Pz
Replace ρ=1; δ=ε and 𝑝 = = 4,115 then we have theoretical mean indicated pressure
Pc
with heat added at constant volume (v=const) for gasoline engine
Pc p 1 1 1
p'i = [ . (1- n -1 ) - (1- n -1 )]
ε-1 n2 -1 ε2 n1 -1 ε1
2,764 4,115 1 1 1
= [ . (1- 1,224-1 ) - (1- 1,378-1 )]
8,6-1 1,224-1 8,6 1,378-1 8,6

Then p'i = 2,019 Mpa

1.3.2. Actual average indicated pressure
pi =φd .p'i
With φd = 0.95 then pi = 1,918MPa
1.3.3. Mechanical loss pressure
pm = a+b.Vp +(Pr -Pa)
For carburettor engines having up to four cylinders and a ratio 𝑆/𝐵 > 1 then a=0.048;
𝑆.𝑛
b= 0.01512 and Vp = . At n=6000rpm and S = 0.92 dm , pm =0.113 MPa
30
1.3.4. Mean effective pressure
pe =pi -pm = 1,918 − 0,113
Then pe = 1,805 Mpa
1.3.5. Mechanical efficiency
ηe pe pm
ηM = = =1-
ηi pi pi
ηM =94,1%
1.3.6. Indicator eficiency
M1 . pi . Tk
ηi = 8,314.
Q H . pk . ηv
ηi =50,53%
1.3.7. Effective (thermal) efficiency
M1 .pe .Tk
ηe =8,314.
Q H .pk .ηv
ηe =47,55%
1.3.8. The indicator specific fuel consumption
3600
gi=
Q H .ηi
g i =0.162
1.3.9. The effective specific fuel consumption
3600
ge=
Q H .ηe
g e =0.172
1.3.10. Cylinder-size effects
The engine displacement volume in litres is determined by the effective ,power, engine
speed and effective pressure:
30.τ.Ne 30.4.180
Vh = =
ne .pe .i 6000.1,805.4
V l = 0.4986 dm3
Combustion chamber volume:
𝑉ℎ 0.4986
𝑉𝑐 = =
𝜀 − 1 8,6 − 1
Vc =0.065dm3
Cylinder bore (diameter) in mm
4.𝑉ℎ
D = 100. 3√
𝜋. S
D

D=83,006mm
The piston stroke in mm
S = S . D
D

S = 92.137mm
 Symbol Value Unit Note
Intake Air Pressure P0 0.1013 MPa
Intake Air Temperature T0 302 ᵒK
The Compressor Outlet Air
Pk 0.15 MPa
Pressure
The Compressor Outlet Air
Tk 304,8438 ᵒK
Temperature
Pressure At The End Of
Pa 0.1425 MPa
Induction
Temperature at the end of
Ta 320,077 ᵒK
induction
The pressure at the end of
Pc 2,764 MPa
compression process
The pressure at the end of
Tc 717,284 ᵒK
compression process
The pressure at the end of
Pz 11,375 MPa
combustion process
The temperature at the end
Tz 2784,943 ᵒK
of combustion process
SesidualGasesTemperature Tr 950 ᵒK
The temperature at the end
Tb 1719,842 ᵒK
of expansion process
The pressure at the end of
Pb 0,817 MPa
expansion process
Volumetric effciency ηv 0.98
Coefficient of residual
𝛾ᵣ 6,325e-3
gases
The compression mean
n1 1, MPa
polytropic index
The expansion mean n2 1,224 MPa
 polytropic index
Mechanical loss pressure pm 0,113 MPa
Mean effective pressure pe 1,805 MPa
Effective (thermal)
ηe 47,55%
efficiency
Indicator eficiency ηi
Cylinder bore D 83,006 mm
The piston stroke S 92,137 mm

1.4 PV figure
Defind spectial point of P-V figure

Point a: end of intake process

Pa = 0.1425 (MPa); Va =0.4986 (dm3)

Point c: end of comprerss process

Vc = 0.065 (dm3); Pc = 2,764 (MPa)

Point z: end of combustion process

Vz = Vc = 0.065(dm3); Pz = 11,375 (MPa)

Point b: at end of expant process

Vb = Va = 0.4986 (dm3); Pb = 0,8281(MPa)

Point r; end of exhaust process Vr = Vc = 0.065 (dm3); Pr = 0,12 (MPa)

Dựng đường cong nén
During the compression process, the gas in the cylinder is compressed with an average
multivariable index n_1, from the equation:
n n
Pa . Va 1 = Pxn . Vxn1 = const
In there; 𝑃𝑎 , 𝑉𝑎 are the pressure and volume of gas at point a
𝑃𝑥𝑛 , 𝑉𝑥𝑛 is the pressure and volume at any point on the compression curve
Va n1
Pxn = Pa . 𝑤𝑤 ( )
Vxn
By giving values 𝑉𝑥𝑛 go from 𝑉𝑎 to 𝑉𝑐 ưe can determine the values in turn 𝑃𝑥𝑛 .
Construct the expansion curve
During the expansion process, the combustion gas is expanded according to the
multivariate index n2.
Similarly we have:
n n
Pz . Vz 2 = Pxg . Vxg2 = const
n2
Vz
Pxg = Pz . ( )
Vxg
Pxg , Vxg are the pressure and volume at any point on the expansion curve.
By giving values Vxg go from Vz to Vb we can determine the values in turnPxg.

Connecting the above points together with MATLAB commands:

% DO THI P-V
% THONG SO CO BAN
B = 0.8301; %(dm)
S = 0.9214; %(dm)
R = S/2; %(dm)
T = 8.6;
Vd = 0.4986; %(lit)
Sp = pi*B^2/4; %Dien tich piston
lamda = 0.331;
P0 = 0.1013; %MN/m
Pa = 0.1425; %MN/m
Pr = 0.12;
Pz = 11.375;
Pc = 2.764;
Pb = 0.817;
ro = 1;
Vc = Vd/(T-1);%dm^3
Vz = ro*Vc;
%Va = Vd+Vc
n1 = 1.378;
n2 = 1.224;
n = 6000; %So vong quay RPM
mpg = 4.4; %don vi g/cm2
mcr = 18.14;
mcrsh = 0.9;
mA = 0.4 * mcr;
mB = 0.6 * mcr;
mj = mA + mpg;
mr = mB + mcrsh;
w = (pi*n); %rad
% TINH TOAN CO BAN
grid on
Xa = R*(1-cosd(180) + (lamda/4).*(1-cosd(2.*180)));
Va = Xa*Sp + Vc; % (lit)
% HIEU CHI THAI - NAP
ahc1 = [0 5 10];
phc1 = [Pr 0.07 Pa];
a1 = linspace(0,10,1000);
X1 = R*(1-cosd(a1) + (lamda/4).*(1-cosd(2.*a1)));
V1 = X1*Sp + Vc;
P1 = interp1(ahc1,phc1,a1, 'spline');
% QUA TRINH NAP
a2 = linspace(10,180,1000);
X2 = R*(1-cosd(a2)+(lamda/4)*(1-cosd(2*a2)));
V2 = X2*Sp+Vc;
P2 = linspace(Pa,Pa,1000);%MN/m2
% QUA TRINH NEN
a3 = linspace(180,345,1000);
X3 = R*(1-cosd(a3)+(lamda/4)*(1-cosd(2*a3)));
V3 = X3*Sp+Vc;
P3 = Pa*((Va./V3).^n1);%MN/m2
% HIEU CHINH NEN - CHAY
Pz1 = 0.85*Pz;
Pcc =(Pz1-Pc)/3 + Pc;
ahc4 = [345 353 360];
phc4 = [max(P3) 3.4 Pcc];
a4 = linspace(345,360,1000);
X4 = R*(1-cosd(a4)+(lamda/4)*(1-cosd(2*a4)));
V4=X4*Sp+Vc;
P4 = interp1(ahc4,phc4,a4, 'spline');
% Diem z”
X41 = R*(1-cosd(375) + (lamda/4).*(1-
cosd(2.*375)));
V41 = X41*Sp + Vc;
% QUA TRINH GIAN NO
a6 = linspace(375,500,1000);
X6 = R*(1-cosd(a6) + (lamda/4).*(1-cosd(2.*a6)));
V6 = X6.*Sp + Vc;
P6 = Pz.*(Vz./V6).^n2;
% HIEU CHINH CHAY - GIAN NO
ahc5=[360 365 375];
phc5=[Pcc 8 max(P6)];
a5=linspace(360,375,1000);
X5 = R*(1-cosd(a5) + (lamda/4).*(1-cosd(2.*a5)));
V5 = X5.*Sp + Vc;
P5 = interp1(ahc5,phc5,a5,'spline');
% HIEU CHINH GIAN NO - THAI
% Diem b’
Pb = min(P6);
% Diem b”
Vbb = Va;
Pbb =(Pb-Pr)/2+Pr;
ahc7 = [500 540 580];
phc7 = [Pb Pbb Pr];
a7 = linspace(500,580,100);
X7 = R*(1-cosd(a7) + (lamda/4).*(1-cosd(2.*a7)));
V7 = X7.*Sp + Vc;
P7 = interp1(ahc7,phc7,a7,'spline');
% QUA TRINH THAI
a8 = linspace(580,720,1000);
X8 = R*(1-cosd(a8) + (lamda/4).*(1-cosd(2.*a8)));
V8 = X8*Sp + Vc;
P8 = linspace(Pr,Pr,1000);
atong = [a1 a2 a3 a4 a5 a6 a7 a8];
jtong =
R*(w^2).*(cosd(atong)+lamda.*cosd(2.*atong));
V = [V1 V2 V3 V4 V5 V6 V7 V8];
P = [P1 P2 P3 P4 P5 P6 P7 P8];
figure(1)
% DO THI P-V
plot(V1,P1,'g','linewidth',1);
hold on
plot(V2,P2,'b','linewidth',1);
hold on
plot(V3,P3,'y','linewidth',1);
hold on
plot(V4,P4,'r','linewidth',1);
hold on
plot(V5,P5,'m','linewidth',1);
hold on
plot(V6,P6,'k','linewidth',1);
hold on
plot(V7,P7,'c','linewidth',1);
hold on
plot(V8,P8,'linewidth',1);
hold on
title('Figure P-V');
xlabel('Volume V (Liter)');
ylabel('Pressure P (MN/m^2)');
grid on
hold on
We get the P-V graph
 Pressure value for one cycle

V(dm3) Compress V(dm3) Expand

0.564259 0.1425 0.076865 9.370278
0.56366 0.142709 0.082966 8.534003
0.561863 0.143338 0.090308 7.692618
0.55886 0.1444 0.098841 6.887809
0.554644 0.145915 0.108505 6.144629
0.549201 0.147912 0.119232 5.474929
0.54252 0.150427 0.130951 4.881404
0.534588 0.153512 0.143581 4.361124
0.525396 0.157225 0.157039 3.908153
0.514937 0.161642 0.171237 3.515288
0.503212 0.166855 0.186084 3.175121
0.490231 0.172973 0.201487 2.880622
0.476014 0.180133 0.217351 2.62542
0.460592 0.188496 0.233581 2.403901
0.444012 0.198263 0.250083 2.211207
0.426337 0.209677 0.266763 2.043176
0.407646 0.223039 0.283531 1.896273
0.388036 0.238718 0.300298 1.7675
0.367622 0.257175 0.31698 1.654326
0.346538 0.278982 0.333496 1.554611
0.324933 0.30486 0.34977 1.466543
0.302975 0.335717 0.365731 1.38859
0.280846 0.372703 0.381315 1.319451
0.25874 0.417278 0.396461 1.258018
0.236863 0.471298 0.411116 1.203349
0.215426 0.537115 0.425233 1.154637
0.194647 0.617686 0.438769 1.111189
0.174745 0.716671 0.451688 1.072411
0.155934 0.838456 0.463962 1.037791
0.138425 0.988008 0.475564 1.006887
0.122417 1.170327 0.486475 0.979314
0.108097 1.389171 0.496681 0.954741
0.095636 1.64459 0.50617 0.932878
0.085182 1.928988 0.514937 0.913477
0.076865 2.222378 0.522977 0.896318