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Engine Performance
Engine Performance
Section 2
1
Geometric Properties
VC
TC Piston displacement: y = l + a - s
y B
L
s a cosq l 2 a 2 sin 2 q
1/ 2
VC TC
s a cosq l 2 a 2 sin 2 q
1/ 2
B
Average and instantaneous piston velocity are:
L
U p 2 LN
BC ds
Up
dt
l Where N is the rotational speed of the crank shaft
s in units revolutions per second
Up cosq
sin q 1
q Up 2
l / a 2 sin 2 q
1/ 2
a
Average piston speed for standard auto engine is
about 15 m/s. Ultimately limited by material
strength. Therefore engines with large strokes run
at lower speeds than those with small strokes run
at higher speeds.
3
Piston Velocity vs Crank Angle
R = l/a
4
Piston Acceleration
1/ 2
a 2 2
Piston displacement is: s a cosq l 1 sin q
l
For most modern engines (a/l)2 ~ 1/9
a2
yields s a coswt 1 (1 cos 2wt )
4l
differentiating
d 2s 2 a
aw cos wt cos 2wt
dt 2 l
5
Piston Inertia Force
The inertia force is simply the piston mass multiplied by the acceleration
d 2s a
Inertia Force m 2 amw 2 coswt cos 2wt
dt l
Primary term Secondary term
• For a very long connecting rod (a/l) << 1 secondary term vanishes
and the force is harmonic
Stator Force F
Rotor
N
Load cell
7
Torque and Power
Stator Force F
Rotor
N
Load cell
rad rev
W w T (2 N ) T units : ( J ) Watt
rev s
The term brake power, Wb , is used to specify that the power is
measured at the output shaft, this is the usable power delivered by
the engine to the load.
The brake power is less than the power generated by the gas in
the cylinders due to mechanical friction and parasitic loads (oil
pump, air conditioner compressor, etc…)
9
Indicated Work per Cycle
Given the cylinder pressure data over the operating cycle of the engine one
can calculate the work done by the gas on the piston. This data is
typically given as P vs V
WA > 0
WB < 0
Pump work – net work delivered to the gas over the intake and exhaust
strokes:
Net indicated work per cycle – work delivered over all strokes:
11
Indicated Power
Indicated power:
WN (kJ cycle)(rev s)
Wi i
nR rev cycle
12
Indicated Work at WOT
Po Pintake
Pintake
The pump work (area B+C) is small compared to the gross indicated
work (area A+C)
13
Indicated Work at Part Throttle
The pressure at the intake port is significantly lower than atmospheric pressure
Pintake
The pump work (area B+C) can be significant compared to gross indicated
work (area A+C)
Compressor
Pintake
W f Wi , g Wb
16
Mechanical Efficiency, cont’d
17
Power and Torque versus Engine Speed at WOT
W N Wcycle T Wcycle
imep is a better parameter than torque to compare engines for design and
output because it is independent of engine size, Vd.
Wb 2 T nR bmep Vd
bmep T
Vd Vd 2 nR
19
The maximum bmep of good engine designs is well established:
Wb 2 T nR
bmep
Vd Vd
• For the same bmep 2-strokes have almost twice the power of 4-stroke
21
Typical 1998 Passenger Car Engine Characteristics
22
Road-Load Power
• A part-load power level useful for testing car engines is the power required
to drive a vehicle on a level road at a steady speed.
• The road-load power, Pr, is the engine power needed to overcome rolling
resistance and the aerodynamic drag of the vehicle.
• Clearly a low value for sfc is desirable since for a given power level
less fuel is consumed
24
Brake Specific Fuel Consumption vs Engine Size
• Bsfc decreases with engine size due to reduced heat losses from gas to
cylinder wall.
• At high speeds the bsfc increases due to increased friction i.e. smaller Wb
• At lower speeds the bsfc increases due to increased time for heat
losses from the gas to the cylinder and piston wall, and thus a smaller Wi
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 for different throttle positions you can calculate:
2 T nR m f
bmep bsfc Wb (2 N ) T
Vd Wb
bmep@WOT
27
Engine Efficiencies
• The time for combustion in the cylinder is very short so not all the fuel
may be consumed
• A small fraction of the fuel may not react and exits with the exhaust gas
28
Engine Efficiencies (2)
or in terms of rates
power out W W
th
rate of heat input Qin c m f QHV
• Indicated thermal efficiencies are typically 50% to 60% and brake thermal
efficiencies are usually about 30%
29
Engine Efficiencies (3)
Note: f is very similar to th, difference is th takes into account actual
fuel combusted.
m f
Recall: sfc
W
1
f
( sfc) QHV
30
Volumetric Efficiency
• Due to the short cycle time at high engine speeds and flow restrictions
through the intake valve less than ideal amount of air enters the cylinder.
• Typical values for WOT are in the range 75%-90%, and lower when the
throttle is closed
31
Air-Fuel Ratio
• For combustion to take place the proper relative amounts of air and fuel
must be present in the cylinder.
32
Relationships Between Performance Parameters
f v N Vd QHV a (1 / AF )
W
nR
f v Vd QHV a (1 / AF )
T
2 nR
33