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ES3B5 - IC Engines Datasheet
ES3B5 - IC Engines Datasheet
Datasheet
CONTENTS
1 Ideal gas
2 Air standard cycles
3 Engine performance parameters
4 Turbocharging
5 Properties
6. Enthalpy of formation
p = Pressure (Pa)
7. Enthalpy of gases
8. Internal energy of gases v = Specific volume (m3kg-1)
9 Otto cycle analysis
V = Volume (m3)
10 Diesel cycle analysis
T = Temperature (K)
PERFECT/IDEAL GAS
R = Gas constant (J kg-1K-1)
Gas Law
R0 = Universal gas constant
= = = 8314.4 J K-1kmol-1
m = Mass (kg)
= M = Molecular mass (kg kmol-1)
Specific Heat
cp = Specific heat at constant pressure
(J kg-1K-1)
= − =
cv = Specific heat at constant volume
(J kg-1K-1)
Internal Energy
γ = Ratio of specific heats
Δ = Δ [N.B.: constant specific heat is an additional idealisation -
a gas can be ideal but have non-constant specific heat] u = Specific internal energy (J kg-1)
Δ = Δ
U = Internal energy (J)
Enthalpy
h = Specific enthalpy (J kg-1)
≡ + ℎ≡ +
H = Enthalpy (J)
Δℎ = Δ [N.B.: constant specific heat is an additional idealisation -
a gas can be ideal but have non-constant specific heat] Q = Heat transferred to system (J)
Closed System Energy Equation q = Heat transferred per mass (J kg-1)
= +∆ = +∆ W = Work done by the system (J)
For reversible processes: =∫ d w = Specific work output (J kg-1)
1
Reversible non-flow processes for a perfect gas
Constant volume (isochoric) p
2
= const
q
w=0
= ( − ) 1
= const q
1 2
= ( − ) w
= ( − ) = (ℎ − ℎ )
v
Constant entropy (isentropic) p
= const 1
= const w
− 2
= = −∆ = ( − )
−1
=0 v
2
Diesel cycle
Compression ratio, rc = v1/v2
p
Cut-off ratio, rco = v3/v2
−1 qIN
c co
= 1− 2 3
( co − 1) wOUT
1→2: Isentropic compression 4
qOUT
2→3: Isobaric heat addition wIN
1
3→4: Isentropic expansion
v
4→1: Heat rejection at constant volume
Atkinson Cycle p
3
Compression ratio, rc = v1/v2
Expansion ratio, re = v4/v2
2
4
(e− )
= 1−
e − c 1 5
1 Metric horsepower (aka PS, cv, hk, pk, ks, ch) = 735.5 W P = Power output (W)
3
Indicated and Brake Efficiency
Indicated Efficiency/Indicated MEP: Based on indicated (p.dv)
work out (or ideal cycle work out)
Brake Efficiency/Brake MEP: Based on actual work out
TURBOCHARGING
Compressor density ratio with no intercooling
2.8
2 Full cooling (T2=T1)
2.6 C wc
2.4
1
Density ratio (ρ2/ρ1)
2.2 Isentropic
compression
2
ηc=0.8
ηc=0.7
1.8
ηc=0.6
ηc=0.5
1.6
1.4
1.2
1
1 1.2 1.4 1.6 1.8 2 2.2 2.4 2.6 2.8 3
Compressor pressure ratio (p2/p1)
4
Compressor density ratio with intercooling
3
3 (to engine
2.8 intake)
2 Full cooling (T3=T1)
Intercooler 1
2.6 C wc
ε=0.8
2.4
ε=0.7
Density ratio (ρ3/ρ1)
2.2 ε=0.6
2
No cooling
1.8
1.6
1.4
1.2
1
1 1.2 1.4 1.6 1.8 2 2.2 2.4 2.6 2.8 3
Compressor pressure ratio (p2/p1)
PROPERTIES
Properties of air
Dry air:
78.08% nitrogen, 20.95% oxygen, 0.93% argon, 0.04% carbon dioxide (molar basis)
For approximate calculations:
79% nitrogen (N2), 21% oxygen (O2) (by mole fraction)
76.7% N2, 23.3% O2 (mass basis)
Air properties
cp (J kg-1K-1) 1005
cv (J kg-1K-1) 718
γ 1.40
Gas constant, R (J kg-1K-1) 287.1
Molecular mass, M (kg kmol-1) 28.96
5
Element molar masses
Enthalpy of Formation
Calorific value
Liquid Fuels Higher Lower Density (kg m-3)
Petrol 47.0 44.6 743
Diesel 45.8 43.0 830
Aviation turbine fuel 46.2 43.9 798
(AVTUR)
Fuel oil 43.5 40.9 973
Source: Digest of UK Energy Statistics (DUKES, 2021)
N.B.: Engine thermal efficiency usually based on lower calorific value.
6
Enthalpy of gases
Enthalpy kJ kmol-1 ℎ = ℎ + ∆ℎ
(where ℎ is the enthalpy of formation at 25°C and ∆ℎ is the enthalpy change with change in
temperature (T-298.15) K)
T (K) Oxygen, O2 Nitrogen, N2 Carbon Water Iso-octane
dioxide, CO2 vapour, H2O C8H18
32.00 kg 28.01 kg 44.01 kg 18.02 kg 114.23 kg
kmol-1 kmol-1 kmol-1 kmol-1 kmol-1
0 -8 682 -8 669 -402 884 -251 734
100 -5 778 -5 770 -399 976 -248 445
200 -2 866 -2 858 -396 934 -245 110 -239 681
298.15 0 0 -393 520 -241 830 -224 009
300 54 54 -393 453 -241 767 -223 659
400 3 029 2 971 -389 512 -238 378 -201 920
600 9 247 8 891 -380 604 -231 332 -143 494
800 15 841 15 046 -370 705 -223 839 -69 283
1000 22 707 21 460 -360 115 -215 852 16 713
1200 29 765 28 108 -349 036 -207 354 111 723
1400 36 966 34 936 -337 613 -198 383 213 942
1600 44 279 41 903 -325 940 -188 986 322 101
1800 51 689 48 982 -314 078 -179 221 435 116
2000 59 199 56 141 -302 070 -169 141 552 096
2200 66 802 63 371 -289 950 -158 794 672 311
2400 74 492 70 651 -277 730 -148 226 795 164
2600 82 274 77 981 -265 440 -137 460 920 165
2800 90 144 85 345 -253 080 -126 540 1 046 911
3000 98 098 92 738 -240 660 -115 470 1 175 070
3200 106 130 100 160 -228 190 -104 280 1 304 371
3400 114 230 107 610 -215 670 -92 980 1 434 592
3600 122 400 115 080 -203 110 -81 580 1 565 552
3800 130 630 122 570 -190 520 -70 110 1 697 107
4000 138 910 130 080 -177 890 -58 550 1 829 139
7
Internal energy of gases
8
𝑉
Compression ratio, 𝑟c = 𝑉1
Air Standard Spark Ignition (Otto) Cycle Analysis 2
Displacement volume, 𝑉d = 𝑉1 − 𝑉2
𝑊net 1−𝛾
Isentropic Expansion 3→4 𝜂= = 1 − 𝑟c
𝑄in
−𝛾
𝑝4 = 𝑝3 𝑟c
1−𝛾
𝑇4 = 𝑇3 𝑟c
p
WOUT = maircv(T3-T4)
3
Isochoric Heat Addition 2→3
QIN = maircv(T3-T2)
QIN
𝑇3 = 𝑇2 +
𝑄in WOUT
𝑚𝑐𝑣
𝑇3
𝑝3 = 𝑝2
𝑇2 2 4
WNET = WOUT - WIN = ηQin Isochoric Heat Rejection
4→1
V
Isentropic Compression 1→2
𝑝1 𝑉1
𝑚air =
𝑅𝑇1
𝛾 𝛾−1 9
𝑝2 = 𝑝1 𝑟c 𝑇2 = 𝑇1 𝑟c
WIN = maircv (T2-T1)
Air Standard Compression Ignition (Diesel) Cycle Analysis Compression ratio, 𝑟c = 𝑉1
𝑉
2
QOUT QOUT=maircv(T4-T1)
1
WIN
V2 V3 V1 V
Isentropic compression 1→2
𝑝1 𝑉1
𝑚air =
𝑅𝑇1
𝛾−1 𝛾
𝑇2 = 𝑇1 𝑟c 𝑝2 = 𝑝1 𝑟c 10
WIN = maircv (T2-T1)