Thermal Engines (Motores Térmicos) Tutorials

24/10/2015
Motores Trmicos 2014/15

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Thermal Engines
(Motores Trmicos)
Tutorials
Time schedule
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Hour/Day Monday Tuesday Wednesday Thursday Friday

11:00
MT MT MT
12:00
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Engine performance maps

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Tutorial 1
Engine Parts and Components
The reciprocating Internal Combustion Engine (ICE)

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https://www.youtube.com/watch?feature=player_embedded&v=O9tfIfwlmz8
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Engine parts and components

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Piston Connecting rod

cylindrical shaped mass that reciprocates back and forth in the Cross Head Type Engine
cylinder, transmitting the pressure forces in the combustion Used in large engine
chamber to the rotating crankshaft
The lower end of the piston rod is connected to
a cross head, which slides up and down in
guides
Crankshaft (crank)
it is a rotating shaft through which engine work output is supplied to external
systems. Fixed with the cylinder block, and receives motion forces from the piston
Cross section of piston showing cooling and lubrication, GM

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Cylinder
circular cylinders in the engine block inside
which the piston reciprocate, and beneath
which crank is fixed, thus confining the
motion linkage.
Camshaft
rotating shaft used to push open valves at
proper time in the engine cycle. The cam
profile is made to give such desired
movement to the valve.
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https://www.youtube.com/watch?v=XVdZj2EDmhM

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Tutorial 2
Performance characteristics
Engine parameters
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Piston travel distance x = f()
x = + + 2 2
Piston swept volume V = f()

= + + 1 + 2 2
1 2
Piston instantaneous speed Up = f()

= 1 +
2 2
Piston acceleration ap= f()

= 2 + 2

Surface area At = f()

2
= 2 + 1 + 2 2 1 2
4 2
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Operating characteristics
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Mean Effective Pressure

average (mean) pressure which, if imposed on the pistons
uniformly from the top to the bottom of each power stroke,
would produce the measured power output
W= pmepVd
But the power produced by the engine P is equal to the work pmep= W /Vd
P = W N / nc
done per operating cycle times the number of operating cycles
per second. If N is the number of revolutions per second, and nc W = P nc / N
is the number of revolutions per cycle:

=

If T is the torque produced by the engine and w =
2pN is the angular velocity:
P = 2NT

=
W = work per cycle (J)
P = power output (W)

Pmep =mean effective pressure (Pascal)
Vd = displacement volume (m3)
Nc = number of revolutions per cycle (for a 4-stroke engine nc= 2 )
N = number of revolutions per second (s-1)
T = Torque (Nm)
Operating characteristics
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Mean effective pressure (MEP) is defined by the location measurement and method of
calculation:
Brake mean effective pressure (BMEP) -Mean effective pressure calculated from brake power
Indicated mean effective pressure (IMEP) -Mean effective pressure calculated from in cylinder pressure,
average in cylinder pressure over engine cycle, 720.
Friction mean effective pressure (FMEP) -Theoretical mean effective pressure required to overcome engine
friction, can be thought of as mean effective pressure lost due to friction. BMEP = IMEP FMEP

=

Brake Power (BP)
=

Indicated Power (IP) =

Friction Power (FP) -BP = IP FP =

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Operating Characteristics
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Specific Fuel Consumption

/
= =
/ =

/
/ =

Thermal efficiency
1
= = =

1
= =

1
= =

Excess Air

for SI engines burning gasoline: 12 < A/F < 18
=
for CI engines burning diesel fuel: 18 < A/F < 70

Mechanical efficiency, hm
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Indicated Power
Engine Losses = Indicated - Brake
Friction losses
Mechanical losses due to friction between all sliding
surfaces, e g., con rod bearings; crankshaft bearing;
camshaft bearings etc .
Parasitic losses
Loads required to operate engine auxiliaries, e g., air
conditioner; oil pump; water pump; alternator;
supercharger, etc
Influencing parameters
- Stroke to bore ratio
- Engine size decreases with increasing N
- Piston rings
Typical values for modern automobile engines at full
- Compression ratio
open throttle range from =90% at low speeds
- Engine speed (1800 2400 rpm) to =75% at maximum speed.
- Load
decreases as the engine is throttled
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Power measurements
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Indicated Power Brake Power
=
Power that develops inside the cylinder (power available at the crankshaft )
=Indicated power Mechanical Losses
Theoretical power of a reciprocating engine if it is completely friction-less in converting
Engine Power before the loss in power caused by the gearbox and drive train.
the expanding gas energy (piston pressure displacement) in the cylinders.
It is calculated from simultaneous measurements of the rotational speed and the Brake
It is calculated from the pressure-volume diagram developed in the cylinders (called the
Torque measured with a dynamometer
indicator diagram) , measured by a device called an engine indicator.
= 2
Illustration of an old device to measure torque (Prony brake)
Electrical dynamometer setup showing engine, torque

measurement arrangement and tachometer
The output of the engine can also be measured at the driving wheels. These measurements
from: Marine Engineering Study Materials, www.marineengineeringonline.com
give an indication of the engine power in real driving conditions, after losses in the drive
train and gearbox.
The indicated power can be computed from the indicator diagram by measuring the
area of the diagram (e g., with a planimeter)
On modern engines the indicated diagram can be continuously taken by employing Note: In Europe the DIN standard tested the engine fitted with all ancillaries and exhaust system
two transducers, one pressure transducer in the combustion space and other as used in the car. The American SAE system tests without alternator, water pump, and other
auxiliary components such as power steering pump, muffled exhaust system, etc. so the figures
transducer on the shaft. Through the computer we can thus get on line indicated
are higher than the European figures for the same engine.
diagram and power of all cylinders.
Problem 1
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Consider a four-cylinder automotive spark-ignition engine with a maximum brake torque of 150 N.m in the mid-speed range (~3000 rpm) at which the
bmep is 925 kPa. Estimate a) the engine displacement; the cylinder bore; the engine speed at maximum piston speed; the maximum brake power
Other data: R=Bore/Stroke=1; (MEP)max speed = 800 kPa; Spmax (maximum piston speed) = 15m/s
Engine displacement:

Bore
Substituting P = 2NT in =
2
= 4
4
2 =
since B = L as for a small engine:
2 2 2 150
= = = 2 103 3 = 23
925 1000 1/3
= = 0.086 m = 86 mm

Maximum brake power

At the maximum piston speed of 15 m/s the
engine speed is:

=

= 2 = 87 rps = 5220 RPM
800 103 2 103 3 87
=
2
=7000 W = 70 kW
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Problem 2
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1. = 2
A 4 cylinder, 4 stroke engine gave the following results on a test bed: 2500
= 2 200 0.4 = 20.94
60
Stroke L = 100 mm
Bore B = 100 mm
2. =
Shaft speed N = 2500 rpm
Torque arm R = 0.4 m = 0.002 / 42000 kJ/kg = 84 kW
Net Brake Load F = 200N
Fuel consumption mf = 2 g/s
Calorific value QLHV = 42 MJ/kg 3. =

Area of indicator diagram Ad = 300 mm2
Pressure scale Sp = 80 kPa/mm 300
Base length of diagram Y = 60 mm = 80 = 400
60
Calculate: 1
4. =
1. Brake Power

2. Fuel Power
3. Indicated Mean Effective Pressure 0.12 2500 1
= 400 0.1 60 2 4 =26.18 kW
4. Indicated Power 4
5. hTHbrake
6. hTHindicated 20.94
7. hmechanical 5. = 100% = 100% = 24.9%
84
26.18
6. = 100% = 100% = 31.1%
84
20.94
7. = 100% = 100% = 80%
26.1
Problem 3
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1. Brake Power
A 6 cylinder, 4 stroke spark engine gave the following
results on a test: = 2
= 180 0.5 = 90
Stroke L = 80 mm 5000
Bore B = 90 mm = 2 90 = 47 123.9 = 47.12
60
Fuel consumption mf = 0.3 dm3/min 2. Mean effective pressure
Fuel density mf = 0.3 kg/m3
Calorific value QLHV = 44 MJ/kg =

Net brake load Fbrake = 180 N
Torque arm R = 0.5 m 720 2
= 40 kPa/mm = 480 kPa
Area of indicator diagram Ad = 720 mm2 60
Pressure scale Sp = 40 kPa/mm

Base length of diagram Y = 60 mm 3. Indicated Power
1
=
Calculate:
1. Brake Power 2 1
=
2. Indicated Mean Effective Pressure 4
3. Indicated Power
0.092 2 1
4. hmechanical = 480 0.8 6
5. hTHbrake 4 2
= 61.1
4. Mechanical efficiency
47.12
= 100% = 100% = 77.2%
61.1
5. Brake thermal efficiency

47.12 47.12
= 100% = 100% = 100%28.6%
750 0.3 103 44 103
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Problem 4
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A 4 cylinder, two stroke spark engine gave the following

results on a test:
Bore B = 100 mm
Stroke L = 100 mm
Fuel consumption mf = 5 g/s
Calorific value QLHV = 46 MJ/kg
Net brake load Fbrake = 500 N
Torque arm R = 0.5 m
Area of indicator diagram Ad = 1500 mm2
Pressure scale Sp = 25 kPa
Base length of diagram Y = 66 mm
Calculate:
1. hTHindicated (26.3 %)
2. Hmechanical (87 %)
3. hTHbrake (22.8 %)
Problem 5
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A 3 liter, six cylinders SI engine operates on a four stroke cycle and run at
3600 rpm. The compression ratio is 9.5 the length of connecting rod is 16.6cm,
and the bore equal the stroke. Combustion ends at 20o after TDC calculate:
(1) Cylinder bore and stroke,
(2) average piston speed,
(3) clearance volume of one cylinder,
(4) the distance piston has travelled from TDC at the end of combustion,
(5) volume of the combustion chamber at the end of combustion.
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Problem 6
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The engine in Problem 5 is connected to a dynamometer which

gives a brake output torque of 205 Nm at 3600 rpm. At this speed
air enters the cylinder at 85 kPa and 60oC, and the mechanical
efficiency of the engine is 85%. Calculate:
(1) Brake power, (2) indicated power, (3) bmep, (4) imep, (5 )fmep,
(6) friction power, (7) engine specific volume.
Problem 7
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The engine in Problem 6 is running with A/F ratio =15,a fuel of heating
value; 44000kJ/kg and a combustion efficiency of 97%. The atmosphere
is at 1.013 kPa and 15oC. Calculate:
(1) the fuel flow rate (2) hBT , (3) hIT ,(4) hV and (5) brake specific
consumption.
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Problem 8
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A six-cylinder 4-stroke cycle petrol engine is to be designed to develop 300 kW of

(b.p) at 2500 rpm. The bore / stroke ratio is to be 1:1.25. Assuming hm =83% and
an indicated mean effective pressure of 9.5 bar, determine the required bore and
stroke. If the compression ratio of the engine is to be 6.5 to 1, determine
consumption of petrol in kg/h and in kg/bp.hr. Take the ratio of the indicated
thermal efficiency of the engine to that of the constant volume air standard cycle
as 0.55 and the calorific value of the petrol as 44770kJ/kg.
ALN Moreira the engine test stand
The performance characteristics of the engine are measured at OEMs for the complete range of operating conditions
(engine speed) in special facilities, an engine test stand.
The stand houses several sensors, data acquisition features and actuators to control the engine state. The most
complete engine tests may include measurements of:
crankshaft torque and angular velocity

intake air and fuel consumption rates
air-fuel ratio for the intake mixture
Chemical composition of the exhaust gases (e g., carbon monoxide, different configurations of hydrocarbons and
nitrogen oxides, sulfur dioxide) including particulate matter
temperatures and gas pressures at several locations on the engine body (eg., engine oil, spark plug, exhaust gas,
intake manifold pressure)
atmospheric conditions (temperature, pressure and humidity)
Engine Test Bed Rental

AVL, Austria
TV SD Accredited Laboratory
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ALN Moreira engine tests
Variable - Speed tests:
Full-load tests allow determine maximum power and minimum s.f.c at each different speed
Part-load tests allow determine variation in the s.f.c.
Full load test with SI engine:

The throttle is fully opened and the lowest desired speed is maintained by brake load adjustment. The spark is
adjusted to give maximum power at this speed. The test is started by the watch governing the fuel consumption, the
test ended at the time the fuel- consumption test has been completed. During this interval of time, the average
speed, brake load, temperatures, fuel weight etc., are recorded, then load is adjusted for the next run at different
speed.
Part load test:

To run a part load test at variable speed, say 50% load, power reading of half the maximum power at each speed
are obtained by varying the throttle and brake setting. 1100
imep
200 1000
mep (kPa)
180 bmep 900
Constant -Speed tests: 160 800
For CI engines, the brake torque and mep vary only modestly
Constant-Speed test is run with variable throttle from no load to
with engine speed except at high speeds since the intake
Power (kW)
140 700
full load in suitable steps of load to give smooth curves. Starting
system of the compression-ignition engine can have larger flow
at zero load, the throttle is opened to give the desired speed. 120
areas than the intake system of the spark-ignition engines.
Then a load is put on the engine and the throttle is opened wider
The decrease in torque and bmep with increasing speed is 100
to maintain the same constant speed as before, and the second
mainly due to the increase in friction mean effective pressure
run is ready to start. 80
with speed.
The last run of the test is The part load torque and the brake mean effective pressure bsfc
sfc (g/kWh)
60 240
made at wide-open throttle. characteristics have a shape similar to the full-load
isfc 200
In a CI-engine test the last characteristics.
run would show smoke in Brake thermal efficiencies of 25 to 35% are usual with S.I. 160
the exhaust gas. engines and may reach 50% in diesel engines. 1000 1500 2000 2500 2750
Speed (rev/min)
Adapted from Fundamentals of Internal Combustion
Engines, H. N. Gupta, PHI Learning Pvt. Ltd., 2012
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The objective in designing an automobile engine is to flatten the torque-versus-

speed curve so to have high torque at both high and low speed. 200
Vd = 3.2 liter
175
Vd = 2.5 liter
Power (kW)
CI engines generally have higher torque than SI engines.

150
Large engines often have very high torque values with MBT (Maximum Break
Torque) at relatively low speed. 125
100

Manifold
Compression Maximum Part-load
Absolute
Ratio
brake-mep efficiency
Pressure 300
Torque (N-m)
(bar) (bar) (%)

200
100
SI engine 9.5 10.0 1.0 ~ 0.5 12 20 - 25
CI engine ~ 1.0 18 ~ 30
3000 4000 5000 6000 7000
Engine speed (rpm)

from Fundamentals of Internal Combustion
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Consumption loop test

Test carried out at constant speed, constant throttle opening, and constant ignition setting.
The specific fuel consumption is plotted to a base of "bmep".
The A/F ratio is a minimum at A (i.e.

Specific Fuel Consumption (s.f.c.)
richest mixture). As the A/F ratio is
10 For multi-cylinder engines the consumption
increased the "bmep" increases until a A
maximum is reached at B (usually for an loops are less distinct, but are generally similar
A/F ratio between 10/1 and 13/1). to that for the single cylinder engine. This is
Further increase in A/F ratio produce a also true for tests made at part throttle
decrease in "bmep" with increasing opening.
economy until the position of maximum
E
economy is reached at D. B
18 12
D C
Beyond D, for increasing A/F ratios, both 14.5
16
"bmep" and consumption values are
adversely affected.
b.m.e.p.
Near the point A the engine could be
running unsteadily and there may be
combustion of the mixture in the exhaust
system.
At E, with the weakest mixture, running
will be unsteady and the combustion may
be slow. Point C is the point of chemically Adapted from Fundamentals of Internal Combustion
correct A/F ratio.
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SI Engine CI Engine
the bsfc increases upwards from point A where bsfc is maximum
In SI engines it is because of mixture In CI engines it is because of the

enrichement from the action of the increased fuel waste (smoke)
economizer and because of the associated with high fuel/air ratios at
poorer distribution at full throttle. high loads.
Moving to a lower bmep from point A, the bsfc increases due to reduced mechanical efficiency
Moving to the left from point A to a

lower piston speeds, the bsfc At very low speeds (not shown in the
increases in SI engines because of plot) the CI enmgines may also have
the increased heat loss per cycle, increased bsfc because the injectioin
poor distribution at low manifold equipment cannot be set to give
velocities and lowered efficiency completely satisfactory
due to automatically retarded spark characetristics over the entire speed
used for detonation control at low range.
engine speeds.
from Fundamentals of Internal Combustion

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Tutorial 3
Engine Cycles
Problems
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P1 Estimate the temperature of the gas inside the cylinder at the ending of intake. Consider a normally aspirated engine, and if you assume it is a
spark ignition engine consider the throttle is fully open. Assume values that seem realistic to the geometrical characteristics of the engine,
temperature and gas pressure at the end of force exhaust, temperature and pressure at the end of intake. Remember there are variations of gas
properties with temperature, but make the simplifications it deems appropriate.
P2 For a given spark ignition engine of 9.5:1 compression ratio, calculate the temperature at the end of the compression (disregarding the effect
of rising pressure that occurs due to the development of combustion). Consider that the temperature at the end of intake is T1 K, that the
compression begins immediately at BDC (i.e., consider that the intake valve closes at BDC), that the properties of the mixture are approximately
those of the air, and that the compression is adiabatic. Assume what you believe to be a realistic value for T1, and discuss the approximations
listed above and those that you may make in solving this problem.
P3 For the conditions of the previous problem, calculate the pressure at the end of the compression on the assumption that the pressure at the
end of intake is p1 MPa. Assume a realistic value for p1, given that it is a spark ignition engine, normally aspirated, and the throttle is fully open.
Discuss how you have solved this problem, and how you would have done it if you had not solved the problem 2).
P4 For the conditions of problems 2 and 3, and considering a swept cylinder capacity of 400 cm3, calculate the work needed for the compression
of the gas.
P5 The same as problem 2) but for a Diesel engine with 22.0:1 compression ratio, and with the temperature T1 K at the end of intake. Assume
again a value for T1 and compare it with the one assumed in problem 2). Discuss the approximations made and compare them and their
suitability with those of problem 2)
P6 The same as problem 3) but for the Diesel, and with the same pressure at the end of intake.
P7 The same as problem 4) but for the Diesel (with the same cylinder capacity).
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Engine boosting
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Superchargers and turbochargers

Compressors mounted in the intake system
More air and fuel entering each cylinder during each cycle
Used to raise the pressure of the incoming air
super-charging turbo-charging
Supercharging
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Superchargers
Mechanically driven directly off the engine - power is taken directly
from the crankshaft driven by an accessory belt, which wraps around a
pulley that is connected to a drive gear.
Power needed to drive the supercharger is evaluated as
= Where
Wsc = Power needed to drive the supercharger
= air mass rate to the enguine
hout = Enthalpy of the air at the outlet of the compressor
hin = Enthalpy of the air at the inlet of the compressor
Taking the air as a perfect gas:

= Where
Tout = Temperature of the air at the outlet of the compressor
Tin = Temperature of the air at the inlet of the compressor power to drive the compressor is a parasitic load on the
engine output, which is one of the disadvantages of
superchargers
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Supercharging
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If (Tin and Pin) are known, and design output

Isentropic efficiency: =
pressure is set:
1
,
= =

1
, ,
Assuming constant Cp: , =

1 Mechanical efficiency
, =
= 1 of the compressor

power needed to drive the
,
supercharger =

Power actually delivered by the
engine
Supercharging
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Additional requirements
After-cooler cools the air temperature back to normal, thus reducing air density and
improving volumetric efficiency.
Generally C.I engines do not need after-coolers as there will be no concern about
higher cycle temperature
- engine water cooling (air-to-liquid heat exchanger)

- air cooling (air-to-air heat exchanger)
effectiveness of the after cooler:
, ,
=
,
Multistage With more compressors to improve air/fuel delivery.

compression
supercharger
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Turbocharging
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Turbocharging
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Principle of the Turbocharged Engine
The turbocharger is bolted to the exhaust manifold of the engine and uses the
exhaust flow to spin a turbine, which in turn spins a compressor.
The advantage that the engine shaft output is not used to drive the
compressor, and only waste energy in the exhaust is used.
Main components:
- A turbine (usually a radial inflow turbine)
- A compressor (usually a centrifugal
compressor)
- A waste gate valve to divert the exhaust
gases away from the turbine wheel.
- An intercooler to cool the intake flow
upstream the cylinder.
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Turbocharging
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2 1
=
2 1
3 4
=
3 4
12 12 2 1
=
34 34 3 4 Effect of overall turbocharger efficiency on the pressure ratio
between engine inlet and exhaust manifold pressures, for a 2:1
compressor pressure ratio (p1/p2) with different engine exhaust
temperatures
from R.Stone, Introduction to Internal Combustion Engines, 3rd edition,
SAE Inc.,1999
Turbocharging
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Boost threshold
engine speed (rpm) equivalent to the required exhaust Determined by:
gas flow for the turbo to produce boost, below this - the engine displacement
- engine rpm
level the turbo simply will not produce boost and very
- throttle opening and
little benefits will be achieved. - size of the turbo
Manual
Pneumatic
Electric (high-speed electrical motor to speed the turbocharger before
exhaust gases are available)
Hydraulic (drive system and over-speed clutch arrangement to accelerate the
turbocharger)
Turbo lag
time delay between opening the engines throttle valve Determined by:
and when the turbo accelerates and delivers positive - Inertia
pressure (boost) to the engine when engine speed is - friction and
above the boost threshold. - compressor load
The directly driven compressor in a supercharger does not suffer from

this problem.
Turbo lag is the most important parameter of a turbocharger when rapid changes
in engine performance are required
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Turbine map
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adiabatic efficiency
flow parameter
Pressure ratio
Example of a turbine map
Compressor map
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Pressure ratio
Corrected mass flow

Measured points
Adiabatic efficiency
Corrected shaft speed [rpm x 10-3]
Example of a compressor map
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Engine boosting
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Disadvantages and cautions
Boost pressure is limited to keep the entire engine system, including

the turbo, inside its thermal and mechanical design operating range.
Over-boosting an engine frequently can cause:

- pre-ignition
- Overheating
- Over-stressing the internal hardware of the engine
To avoid engine knocking (pre-ignition or detonation) and the

consequent damages to the engine, the intake manifold pressure
must not get too high.
https://www.youtube.com/watch?v=vGhlgphrBxA
Opening the waste-gate allows the energy for the turbine to bypass it
and pass directly to the exhaust pipe. The turbocharger is forced to
slow as the mass flow rate of exhaust gases to the turbine decreases.
Slowing the turbine/compressor rotor produces less compressor

pressure.
Turbocharged Otto Cycle

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Thermodynamic cycle of the engine:

71 admission of air at the supercharging pressure (p1>patm)
Pressure
12 isentropic compression
= 1234 + 5671 23 heat addition at constant volume
34 isentropic expansion
For a turbocharged engine: 4-1-5 heat rejection at constant pressure (blowdown)
it has to be AA-4-5-A > A5-6-7-1-5 5 6 driving out exhaust at constant atmospheric pressure
Thermodynamic cycle of the supercharger:

6-5-0 admission of air at atmospheric pressure
0 1 isentropic compression to pressure p1
Volume 1 7 delivery of supercharged air at constant pressure p1
p1 = supercharging pressure
po = exhaust pressure Area 0-5-6-7-1-0: supercharger work (mechanically driven) to
supply air at a constant pressure p1
Area 1-2-3-4-1: output of the engine
Area 1-5-6-7-1: gain in work during the gas exchange process due
to supercharging (Part of the work is recovered)
Area 1-5-0-1: cannot be recovered and represents a loss of work
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Turbocharged Otto Cycle

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Defining b as the pressure 1 7

= = 1
ratio of the compressor: 6 1 1
1+ +1+
1 2, 1 , 1 ,
b is limited by the = =1 1
occurrence of knock :
1
Where: 2, = 1 , with =
1 +

Throttled turbocharged
Efficiency, h
Compression ratio, b
b = 0.22
Maximum efficiency
Problem 8
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Discuss the use of a turbocharger in the 6 cylinder SI

engine of the previous lecture
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Problem 8 (cont)
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efficiency of the turbine, hT = 65%

efficiency of the compressor, hC = 70% Problem 8 (cont)
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N 3600 3600 3600 3600 3600
A/F 15 15 15 15 15
(rv)limit - 12 12 13 14 15
hOtto - 0.59 0.59 0.59 0.59 0.59
[hOtto ]limit - 0.63 0.63 0.64 0.65 0.66
p2,limit kPa 2755.96 2755.96 3082.76 3419.78 3766.58
T1 K 333.00 333.00 333.00 333.00 333.00
(p1)orig kPa 85.00 85.00 85.00 85.00 85.00
(Dp)admi kPa 16.30
p1 kPa 85.00 117.89 131.86 146.28 161.11
p2 kPa 1987.16 2755.96 3082.76 3419.78 3766.58
mar/cylinder kg 4.972E-04 6.895E-04 7.713E-04 8.556E-04 9.424E-04
mfuel/cylinder kg 3.314E-05 4.597E-05 5.142E-05 5.704E-05 6.282E-05
mfuel kg/s 5.97E-03 8.27E-03 9.26E-03 1.03E-02 1.13E-02
mar kg/s 8.95E-02 1.24E-01 1.39E-01 1.54E-01 1.70E-01 1
1 1
1 1 + , 1 + 1 + ,
T2 K 839.15 819.47 819.47 819.47 819.47
T3 K 3505.82 3486.14 3486.14 3486.14 3486.14 =1 1
p3 kPa 8301.95 11724.21 13114.46 14548.19 16023.51
p4 kPa 355.11 501.50 560.97 622.29 685.40
T4 K 1424.62 1416.63 1416.63 1416.63 1416.63
B 2.87E+06
TA K 995.53 896.98 868.71 843.34 820.38
6.17
W4-A kW 19.10 32.08 37.84 43.92 50.31
4.26E+05
p7 kPa 249.88 XWG 0.13 0.16 0.18 0.19 (p7=p1)
b - 2.47 1.16 1.30 1.44 1.59 0.23
5.48E+06
Pressure at the sart of combustion may cause h 0.52
knock
Waste gate valve opens
23
24/10/2015
N 4000 4000 4000 4000 4500 4500 4500 4500 3600 4000 4500 5000
A/F 15 15 15 15 15 15 15 15 15 15 15 15
Problem 8 (cont)
(rv)limit
ALN Moreira - 12 13 14 15 12 13 14 15 12 12 12 12
hOtto - 0.63 0.64 0.65 0.66 0.63 0.64 0.65 0.66 0.63 0.63 0.63 0.63
[hOtto ]limit - 0.59 0.59 0.59 0.59 0.59 0.59 0.59 0.59 0.59 0.59 0.59 0.59
p2,limit kPa 2755.96 3082.76 3419.78 3766.58 2755.96 3082.76 3419.78 3766.58 2755.96 2755.96 2755.96 2755.96
T1 K 333.00 333.00 333.00 333.00 333.00 333.00 333.00 333.00 333.00 333.00 333.00 333.00
(p1)orig kPa 85.00 85.00 85.00 85.00 85.00 85.00 85.00 85.00 85.00 85.00 85.00 85.00
(Dp)admi kPa
p1 kPa 117.89 131.86 146.28 161.11 117.89 131.86 146.28 161.11 117.89 117.89 117.89 117.89
p2 kPa 2755.96 3082.76 3419.78 3766.58 2755.96 3082.76 3419.78 3766.58 2755.96 2755.96 2755.96 2755.96
mar/cylinder kg 6.90E-04 7.71E-04 8.56E-04 9.42E-04 6.90E-04 7.71E-04 8.56E-04 9.42E-04 6.90E-04 6.90E-04 6.90E-04 6.90E-04
mfuel/cylinder kg 4.60E-05 5.14E-05 5.70E-05 6.28E-05 4.60E-05 5.14E-05 5.70E-05 6.28E-05 4.60E-05 4.60E-05 4.60E-05 4.60E-05
mfuel kg/s 9.19E-03 1.03E-02 1.14E-02 1.26E-02 1.03E-02 1.16E-02 1.28E-02 1.41E-02 8.27E-03 9.19E-03 1.03E-02 1.15E-02
mar kg/s 1.38E-01 1.54E-01 1.71E-01 1.88E-01 1.55E-01 1.74E-01 1.93E-01 2.12E-01 1.24E-01 1.38E-01 1.55E-01 1.72E-01
T2 K 819.47 819.47 819.47 819.47 819.47 819.47 819.47 819.47 819.47 819.47 819.47 819.47
T3 K 3486.14 3486.14 3486.14 3486.14 3486.14 3486.14 3486.14 3486.14 3486.14 3486.14 3486.14 3486.14
p3 kPa 11724.21 13114.46 14548.19 16023.51 11724.21 13114.46 14548.19 16023.51 11724.21 11724.21 11724.21 11724.21
p4 kPa 501.50 560.97 622.29 685.40 501.50 560.97 622.29 685.40 501.50 501.50 501.50 501.50
T4 K 1416.63 1416.63 1416.63 1416.63 1416.63 1416.63 1416.63 1416.63 1416.63 1416.63 1416.63 1416.63
TA K 896.98 868.71 843.34 820.38 896.98 868.71 843.34 820.38 896.98 896.98 896.98 896.98
W4-A kW 35.65 42.05 48.80 55.90 40.11 47.30 54.90 62.89 32.08 35.65 40.11 44.56
XWG kPa 0.13 0.16 0.18 0.19 0.13 0.16 0.18 0.19 0.13 0.13 0.13 0.13
b - 1.16 1.30 1.44 1.59 1.16 1.30 1.44 1.59 1.16 1.16 1.16 1.16

ALN Moreira
1
2
= 1
1 1
1
2
= 1
1 1
2
1 =

1 1 =
2
1 1
1

= 1
1
1+

From: Control problems in a turbocharged spark-ignition engine, W. Mitianiec and L.

Rodak, J. of KONES Powertrain and Transport, Vol. 18, No. 3, 2011
24

Thermal Engines (Motores Térmicos) Tutorials

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Engine performance maps

The reciprocating Internal Combustion Engine (ICE)

Engine parts and components

Piston Connecting rod

Cross section of piston showing cooling and lubrication, GM

Engine parts and components

Engine parts and components

Engine parts and components

Engine performance maps

Piston travel distance x = f()

Piston swept volume V = f()

Piston instantaneous speed Up = f()

Piston acceleration ap= f()

Surface area At = f()

Mean Effective Pressure

Specific Fuel Consumption

Illustration of an old device to measure torque (Prony brake)

Electrical dynamometer setup showing engine, torque

Maximum brake power

Pressure scale Sp = 40 kPa/mm

5. Brake thermal efficiency

A 4 cylinder, two stroke spark engine gave the following

The engine in Problem 5 is connected to a dynamometer which

A six-cylinder 4-stroke cycle petrol engine is to be designed to develop 300 kW of

crankshaft torque and angular velocity

Engine Test Bed Rental

Full load test with SI engine:

Part load test:

The objective in designing an automobile engine is to flatten the torque-versus-

CI engines generally have higher torque than SI engines.

(bar) (bar) (%)

Engine speed (rpm)

Consumption loop test

The A/F ratio is a minimum at A (i.e.

In SI engines it is because of mixture In CI engines it is because of the

Moving to the left from point A to a

from Fundamentals of Internal Combustion

Engine performance maps

Superchargers and turbochargers

Power needed to drive the supercharger is evaluated as

Taking the air as a perfect gas:

If (Tin and Pin) are known, and design output

- engine water cooling (air-to-liquid heat exchanger)

effectiveness of the after cooler:

Multistage With more compressors to improve air/fuel delivery.

Principle of the Turbocharged Engine

The directly driven compressor in a supercharger does not suffer from

Corrected mass flow

Example of a compressor map

Disadvantages and cautions

Boost pressure is limited to keep the entire engine system, including

Over-boosting an engine frequently can cause:

To avoid engine knocking (pre-ignition or detonation) and the

Slowing the turbine/compressor rotor produces less compressor

Turbocharged Otto Cycle

Thermodynamic cycle of the engine:

Thermodynamic cycle of the supercharger:

Turbocharged Otto Cycle

Defining b as the pressure 1 7

Discuss the use of a turbocharger in the 6 cylinder SI

efficiency of the turbine, hT = 65%