ENEM 14011: ENERGY

CONVERSION
Reciprocating Internal
Combustion Engines : Part 2
(Chapter 13)
Week 3
Course Coordinator and Lecturer
Associate Professor Mohammad Rasul
Building : 30 Room: 1.14
Phone: 49309676
Email: m.rasul@cqu.edu.au

Reciprocating Internal Combustion

Engines
Performance characteristics
--- IC engines run at different loads and speeds.
--- The air-fuel ratio and combustion products are analysed.
--- Heat is taken by cooling water and it is obtained by
measuring the rate of flow of the water and its temperature
rise. The cooling water outlet temperature is usually kept 80 0
C for preventing the formation of steam pockets.
--- The energy of the exhaust gas is cooled by circulating
water. The gas is not usually cooled below about 50 0 C to
avoid condensation.
Energy balance

m f Q net ,v

Energy supplied by the fuel =

Reciprocating Internal Combustion

Engines
The energy output is distributed to
--- Bp
--- Heat to cooling water
--- Energy of the exhaust, and
--- Unaccounted losses which include
convection losses etc.

radiation

and

Heat taken by cooling water m

= w c p T

ma mf h e ma h a
Energy to exhaust =

&a and m
&f are the air and fuel mass flow rates,
where m
h e is the specific enthalphy of the exhaust gas and
h a is the apecific enthalphy of the air at inlet.

Reciprocating Internal Combustion

Engines
At full load, the typical values for a diesel engine would be:
--- to bp = 35%
--- to cooling water = 20%
--- to exhaust gas = 35%
--- and to radiation = 10%
Engine characteristics of power, imep, bmep and mechanical
efficiency against engine speed:
--- relationships with power, mechanical efficiency, imep and bmep,
--- the difference between the ip and bp is fp,
--- ip falls after a maximum speed due to reduction in volumetric
efficiency which is shown in figure to the next slide.

Reciprocating Internal Combustion

Engines

Figure: Engine characteristics of

power, imep, bmep and mechanical
efficiency against engine speed

The LHS Figure are shown the

engine power characteristics
for both ip and bp.
As speed increases the both ip
and bp are similar.
The difference between the ip
and the bp at any speed is fp
which increases with speed.
The curves for ip and bp show
the maximum value but this
maximum value occur at
different speed.
The ip falls after the maximum
value due to reduction in
volumetric efficiency with
increased speed.

Reciprocating Internal Combustion

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The bp curve also falls with the decreased in volumetric
efficiency with increased speed but this is further decreased
an increase in the fp.

Figure: variation of volumetric efficiency with engine speed.

Reciprocating Internal Combustion

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Performance characteristics for SI engines

--- These engines are quantity governed.

--- The opening and the closing of a throttle
valve that regulates the mass flow of charge
to the cylinders.
--- The air-fuel ratio in petrol engine is
between 10/1 to 22/1.
--- The specific fuel consumption as a functi
of bmep at full throttle is shown in Figure
(LHS).
--- The air-fuel ratio is a minimum at A.
--- As the air-fuel ratio is increased, the bme
increases until a maximum value is reached
at B.
Figure: Specific fuel consumption
against bmep for a spark ignition
engine.

Reciprocating Internal Combustion

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--- Further increase in air fuel ratio produces a decrease in
bmep. The position of maximum economy is reached at D.
--- Beyond D, for increasing air-fuel ratios both bmep and
consumption values are adversely affected.
--- At point A, air-fuel ratio is 10 which is the richest mixture.
--- At E, air-fuel ratio is 18 that is the weakest mixture.
--- At point C, air-fuel ratio is about 14.5 that is
stoichiometric air-fuel ratio.
--- The mixture strengths range between those at B and D,
which are for maximum power and maximum economy
respectively.

Reciprocating Internal
Combustion Engines

Figure: P-v and timing diagrams for rich, weak and

stoichiometric mixture for a SI engine.

Reciprocating Internal Combustion

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At LHS (Figure), sfc and bmef as a function of mixture
strength and RHS (Figure) exhaust gas content as a function
of mixture strength.

Reciprocating Internal Combustion

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Performance characteristics for CI engine
--- CI engines are not controlled by throttling but these are
adjusted by the amount of fuel supplied to the engine.
Therefore CI engines are quality governed.
--- Smoke limit is occurred at air-fuel ratio 16 which is the
appearance of the black smoke in the exhaust.
--- Engines should not be operated with mixtures rich
enough to produce smoke although they give better output.
--- Specific fuel consumption and smoke limit with bmep is
shown to the next slide.

Reciprocating Internal Combustion

Engines
This figure shows a
minimum sfc and therefore a
maximum brake thermal
efficiency at part load.
It has been found that the
reduction in the thermal
efficiency at part load is less
for CI engine compared to SI
engine.
Figure: The consumption loop for CI
engine

Reciprocating Internal Combustion

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Performance map for SI and CI engine

In the maps, bmep is plotted against engine or piston speed with
curves of constant specific fuel consumption and power per unit
piston area.

Road map for SI engine

Road map for CI engine

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Factors influencing performance

SI engine

Thermal efficiency vs compression

ratio is
shown in LHS.

Figure: Thermal efficiency

vs. compression ratio.

If petrol and air mixture is

compressed
sufficiently, it will ignite
spontaneously that suggests one limit
to compression ratio if controlled
combustion is to be obtained from
spark ignition.
Before this limit is reached,
spontaneous ignition can occur in the
unburned charge ( after normal

Reciprocating Internal Combustion

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Self ignition produces an uncontrolled combustion and it
occurrence may heard as a knocking sound. The knocking
sound can be caused as - noise
- overheated
- inefficient engine
- eventually mechanical failure
A critical condition of knocking can be reached which is
called detonation or heavy knock
One of the results of knock is that local hot spots can be
created which remain at a sufficiently high temperature to
ignite the next charge before the spark occurs. This is called
pre-ignition and can help to promote further knocking.

Reciprocating Internal Combustion

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Factors influencing performance (SI engine)

The pressure/crank angle diagram for

normal combustion is shown in Figure
LHS with maximum pressure occurring
at 10 -12o after TDC and a rate of
pressure rise 1.38 bar per degree of
crank angle with a compression ratio
of 8/1.
The spark occurs at the point of S on
the normal compression curve.

Figure: Pressure against crank angle for various

conditions for a SI engine

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Comparison of real cycle and the air standard cycle (SI
engine)

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Fuels: The common manufactured fuels are;
Petrol a refined distillate of petroleum; the boiling point is not usually
greater than 200 C
Kerosene - a refined distillate of petroleum which boils between 150200 C
Benzole a refined distillate of coal tar which consists mainly of
benzene and toluene.
Gas Oil an unrefined distillate after kerosene fractions have been
removed
Diesel fuel mixture of gas oils from various crude oils or blends with
fuel oils
Blends of alcohol petrol with about 15% alcohol and 15% benzole.
Important properties are; Volatility and Calorific value

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Octane number

The compression ratio depends on the fuel to be used and a scale

has been developed against which the knock tendency of a fuel
can be rated. This rating is given as an Octane number.
The octane number of the fuel is the % of octane in the reference
mixture which knocks under the same conditions as the fuel.
Anti-knock additives ( tetraethyle lead) are used to reduce the
knocking tendency.
Iso-octane mixture high octane rating
Normal heptane low rating

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Supercharging

We know that the volumetric efficiency reduces with

increasing engine speed.
The purpose of supercharging is to raise the volumetric
efficiency above that obtained with normal aspiration.
The main attraction of the supercharging engines is to
obtain high power output from a small engine which give a
good power-weight ratio with corresponding saving in space.
Greater benefits are to be achieved from supercharging the
diesel engine than from the petrol engine due to the
different methods of charging the cylinders and the quite
combustion characteristics of the two types of engine.

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Figure(Top) P-v diagram for 4-stroke CI engine (a) with supercharging and (b) withou
supercharging and (Bottom) diagrams of a 4-stroke 4 cylinder CI engine (a)with mec
supercharging (b) with turbo-charging

Reciprocating Internal Combustion

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The main feature of supercharging are illustrated in the p-v
diagrams for the idealized constant-volume four stroke cycle and
the plant line diagram is shown in previous slide .
In figure (Top: a) shows the normally aspirated cycle with line 1-5
representing both the induction and exhaust strokes at about the
ambient air pressure pa .
The early applications of supercharging were for piston-engined
aircraft in which the blower was driven mechanically from the
engine as shown in Figure (Bottom a).
The power output of the engine was increased by the higher flow of
air, and the part of this increase in power was required to drive the
blower.

Reciprocating Internal Combustion

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Supercharging

Figure: (a) Pressure-volume diagram and (b) T-s diagram for the engine
and turbocharger for constant pressure supercharging.

Reciprocating Internal Combustion

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The simplest form of the supercharged cycle shows
constant pressures created in the inlet manifold, p i and in
the exhaust manifold, pe, and it is essential that pi > pe
which is shown in Figure (Top: a) in the previous slides.
This pressure difference, pi pe can be utilized to scavenge
the exhaust and inlet valve operation.

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Emissions

Reciprocating Internal Combustion

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Emissions

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Emissions

Reciprocating Internal Combustion

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Emissions

Thank You

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Questions?