Beruflich Dokumente
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Testing of IC Engines
&
Supercharging
Syllabus : IC Engines
SUPERCHARGING
Supercharging and turbo-charging methods and their limitations
Lecture No 23
Learning Objectives:
• To understand objectives of engine testing
• To learn about engine performance parameters
Objectives of Testing
• Engine performance during development
Rope connected
To Piston Rod
Pulleys
Weight
Piston
Coupling Nut
To Combustion Chamber
Measurement of IP on Mech/Eng Indicator
• To determine IP, p-V diagram is required, the area of
which represents work developed by engine per cycle
• Apparatus used for drawing actual p-V diagram is
called Mechanical/ Engine Indicator
• Eng indicator consists of a cylinder, piston, piston rod
coupling nut, straight line linkage with stylus, spring
of required stiffness, indicator card wrapped drum,
pulley, rope and weights .
• Vertical movement of stylus and horizontal movement
of the cord combines to produce a closed figure
called Indicator diagram
• Area of indicator diagram can be measured by
Planimeter to a definite scale giving work developed
Mean Effective Pressure
Indicated Mean Effective Pressure (imep)
• imep is the average pressure, which if acted over the
entire stroke length, would produce the same work
done by the piston as is actually produced by the
engine during a cycle
• Let ‘a’ be the net area of indicator diagram (cm2)
‘l’ be length of diagram (cm) and
‘k’ be spring stiffness N/cm2/cm
Hence, mean height of
diagram = a/l
a
p m (imep ) xk N / cm 2
l
Indicated Power (IP)
Let pm= imep (N/cm2); L= Length of stroke (m)
A= Piston top area (cm2)=Лd2/4; N= RPM
n= Power stroke /min(=N/2 for 4 S eng as one
power stroke per 2 rev & N for 2S eng)
Hence, Force on Piston= Pm x A (Newton)
S Spring Balance
Rope
Flywheel/Brake Drum
W Weight
Rope Brake Friction Dynamometer (Contd.)
Let W=Dead Weight (mg) in Newton (N)
S=Spring Balance Reading (N)
Rb=Radius of Brake Drum (D+d)/2 (m)
D=Brake Drum dia and ‘d’ rope dia
N=Engine RPM
Flywheel/ Load
Brake Drum Arm
Brake Length, L
Shoes
Weight
W
Prony Brake Dynamometer (Contd.)
Let W (=mg) be the weight (N)
Let L be the distance from centre of brake drum to
hanger, called load arm (m)
Then, Torque=W x L (Nm)
BP T x
2 N
&
60
Hence ,
BP
W x L 2N
( kW )
60 ,000
Frictional Power (FP)
• Difference between IP and BP is called FP
• FP includes:
- Pumping losses due to intake & exhaust processes
- Frictional losses in bearings, rotary/sliding parts
- Power required to drive auxiliaries like governor,
water, lub oil, fuel pumps, alternator/dynamo,
valve operating mechanism etc
• FP increases as square of N but practically FP ∞ N1.6
• Higher FP results in:
- Reduced power output
- Decreased mech efficiency
- Increased bsfc
- Increased requirement of cooling
Methods of Measurement of FP
1. By measurement of IP and BP
3. Morse Test
4. Motoring Test
FP by Willan’s Line Method
( Fuel Rate Extrapolation Method )
Fuel Flow 3
Rate (kg/h)
2
1
A
-8 -4 0 4 8 12 16 20
BP (kW)
FP by Willan’s Line Method
• A graph between fuel consumption rate (kg/h) taken
on y-axis and BP (kW) on x-axis is drawn, while
engine is made to run at some constant speed, say
1500 RPM
• The graph is extrapolated back to zero fuel
consumption, which cuts on –ve x-axis at point ‘A’
• The –ve intercept on x-axis represents FP at that
speed of the engine
• Although when BP=0, some fuel consumption is there.
This fuel is consumed to overcome engine friction
• Only for CI engine to be run at constant speed as
Fuel consumption rate v/s BP plot is almost straight
line in case of diesel engine, hence can be extrapolated
FP by Morse Test
• Morse Test can be used for determining FP/IP of
multi-cylinder IC engines, generally 3 cyl and more
by cutting off each cylinder in turn
• In SI engines, each cylinder is rendered in-operative
by short-circuiting the SP or cutting off fuel supply
in MPFI systems. In CI engines, fuel supply is cut off
• Consider 4 stroke, 4 cylinder SI engine coupled with
dynamometer
• Engine is run at constant speed N throughout one
set of test parameters, as FP ∞ N2
• It is assumed that pumping & mech losses are same
whether a cylinder is working or not
• Throttle position is kept fixed, however, to attain
same speed N, load is decreased by dynamometer
FP by Morse Test
• Let B=BP of eng when all cylinders are working
On subtracting; B – B1 = I1
Similarly, B – B 2 = I2
B – B3 = I3
B – B4 = I4
On adding; IP = I1 + I2 + I3 + I4
= 4B – (B1+B2+B3+B4)
B, B1, B2, B3 & B4 can be measured by Dynamometer,
Hence IP can be calculated
Therefore, FP = IP - BP
Lecture No 25
Learning Objectives:
• To understand working out of heat balance sheet
• To learn measurement of air/fuel consumption
Theoretical/ Air Std Efficiencies
1
Otto Cycle: 1 1
r
1 1
1 1
Diesel Cycle:
r 1
1
1 1
. 1
1 . 1
Dual Cycle:
r
Some Definitions
Thermal Efficiencies:
IP
i) Indicated Thermal Efficiency i
m f x CV
BP
ii) Brake/Overall Thermal Efficiency b
m f x CV
Mechanical Efficiency:
BP
mech x100
IP
BP
Specific Output
AxL
Heat Balance Sheet
• Heat Balance Sheet is an account of heat released
on combustion of fuel in the combustion chamber
and its utilization in the engine
• To draw heat balance sheet, tests are carried out
on engine, while it is run at some constant speed
Heat Supplied:
4) Unaccounted Heat:
By difference
Heat Balance Sheet
Heat kJ/ % Heat Utilization kJ/ %
Supplied min min
100
Heat a) Heat to BP=BPx60
Supplied
by comb b) Heat to water
of =mwxCpw(Two – Twi)
Fuel
c) Heat carried
=mf x CV
away by exhaust
gases
=mgxCpg(Tge – Tsa)
d) Heat Unaccounted
(By difference)
Total 100 100
Volumetric Fuel Flow Meter(Burette Type)
Start Start
100cc 200cc
Stop Stop
3-Way Cock
Fuel to Eng
Fuel Measurement
• Time required to supply given volume of fuel is noted
Volume
mf xDensity of Fuel
Time
• Density of Fuel = Sp Gravity of fuel x Density of water
Density of material
Specific Gravity
Density of Water
• This method does not give very accurate mass flow
rate due to variation in density with temp
Gravimetric Fuel Flow Meter
Fuel Tank
A
Fuel to Engine
Valves
Flask
Weighing Machine
Air Flow Meter
Thermometer
Air
Orifice Plate (A, Cd)
Surge
Tank
Manometer
ΔH
IP
POWER BP
(kW)
FP
Speed
SI Engine Characteristic Curves
• Lab tests carried out to determine eng performance
• During tests, throttle is kept full (full /rated load,
max fuel consumption) and speed is varied by
adjusting the brake load
IP
IP BP
BP
bsfc bsfc
Mech Eff x
Mech Efficiency
Speed
SI Engine Characteristic Curves
• As FP ∞ N2, mech efficiency reduces due to steep
increase in FP
• At lower speeds, due to lower charge velocity because
of low piston speed, bsfc reduces since volumetric
efficiency increases and mech efficiency also increases
• After certain speed, bsfc
increases due to
reduction in volumetric
efficiency and increase
in mech losses
x
• Point x represents
economical speed of eng
for min fuel consumption
SI Engine Characteristic Curve
Vol
Efficiency
Speed
SI Engine Characteristic Curve
• Volumetric Efficiency reduces with increase in speed
due to increase in intake velocity resulting in drop of
suction pressure
BP
Power
bsfc
bsfc
Speed
CI Engine Characteristic Curves
• IP and BP increase with speed but due to steep
increase in FP, IP and BP start coming down
SI
bsfc
CI
BP
CI Engine Characteristic Curve
Stoichiometric Mixture
Brake/
Overall
Efficiency
Lean Rich
Mixture Mixture
A/F Ratio
Lecture No 27
Learning Objectives:
• To understand working out of engine parameters through
numerical problems
Q1. Obtain cylinder dimensions of a twin-cylinder, 2-S
IC engine from the following data:
Engine speed=4000RPM; Volumetric efficiency=77%;
Mech Efficiency=75%; Fuel consumption=10 lit/hr;
Sp. Gr. Of fuel=0.73; A/F ratio=18;
Piston speed= 600m/min; imep=5 bar.
Also, determine power output at STP conditions
(p=101325 N/m2; Ta=25˚C; R for air=0.287 kJ/kgK)
Solution:
Cylinder Dimensions=? D&L
Piston speed=2LN Since speed & N are given, L=?
v 0.77
Solution(Contd):
2
Vol Flow Rate Vs D L x N x 2 Cylinders
4
144 m 3 2 600
D x xNx2
60 min 4 2N
D 2 5 . 094 x10 3 m 2
D 0 .0714 m 71 .4 mm
600
And L 0.075 m
2 x 4000
75 mm
Q2. A 6 cylinder gasoline engine operates on 4 stroke
cycle. Bore of cylinder is 80mm and stroke 100mm.
Clearance volume per cylinder is 70CC. At 4000 RPM,
Fuel consumption is 20kg/hr and the torque developed
is 150Nm. Calculate:-
(a)BP (b) Brake mean effective pressure (c) Brake
thermal efficiency
If CV of the fuel is 43000kJ/kg, find relative efficiency
on brake power basis, assuming engine works on
Constant volume cycle and gamma for air =1.4.
Solution:
Tx2N 150x2x4000
BP kW 62.83kW
60,000 60000
bmep ?
bmep x AxLxn
BP x no of cyliders
60000
4000
bmep x 0.08 x 0.1 x
2
62 .83 4 2 x6
60000
6.25 x10 N / m 6.25 bar
5 2
BP 62.83
b 0.263 26.3%
m f x CV 20
x43000
3600
1
b
; a 1 1
r
r
a
Vs Vc V 0.8 2 x 10 502.6CC
r ; s
Vc 4
502.6 70 1
r 8.18; a 1 1.4 1
0.5686
70 8.18
0 . 263
r 0 . 4625 46 . 25 %
0 . 5686
Lecture No 28
Learning Objectives:
• To understand working out of engine parameters and heat
balance sheet through numerical problems
Q3. During trial of a single cylinder, 4 stroke oil engine
the following results were obtained:
Cyl bore=200mm, Stroke=400mm, mep=6 bar,
Torque=407Nm, speed=250 RPM,
Oil consumption=4kg/hr, CV of fuel=43MJ/kg,
Cooling water rate=4.5kg/min, Air used per kg of fuel=
30kg, Rise in cooling water temp=45°C, Temp of
Exhaust gases=420°C, Room temp=20°C, mean sp.
heat of exhaust gases=1kJ/kgK, Sp. Heat of water=
4.18kJ/kgK, Barometric pressure=1.01325 bar
Find IP, BP and draw up heat balance sheet in kJ/hr.
Solution:
imep x AxLxn
IP x no of cyl ( kW )
60 ,000
250
6 x10 x 0 .2 x 0 .4 x
5 2
IP 4 2 x 1 15 .7 kW
60 ,000
T x 2N 407 x 2 x 250
BP 10 .65 kW
60000 60000
=4x43000kJ/hr=172,000kJ/h
2. Heat utilized
(i) Heat to Power Output=BPx3600kJ/h
=10.65x3600=38,358kJ/h
BP 29 .34
mech x100 78 .76 %
IP 37 .25
Heat Balance Sheet
3
Heat supplied =mfxCV 0.568 x10 x0.72 x1000
x 43000
30
0.01363x 43000 586.2kJ / s
Heat utilized
(i) Heat to BP=BP= 29.34kJ/s (5%)
(ii) Heat to cooling water=mw x Cpw x ∆Tw
=0.28x4.187x(56-18) =44.55 kJ/s (7.6%)
(iii) Heat to exhaust gases=mg x Cpg x (Te-Ta )
To find mg :(ma +1)xmf=(14+1)x0.01363=0.204kg/s
Hence, Heat to exhaust gases=0.204x1.015(760-21)
=153kJ/s (26.1%)
SUPERCHARGING
Supercharging and turbo-charging methods and their limitations
Lecture No 29
Learning Objectives:
• To learn effects of supercharging /turbo-charging and
limitations
How can engine power be increased?
• Increasing Eng speed (BP= T x 2πN)
(FP ∞ N2 & Volumetric η ↓ )
• Higher CR (Peak Pr increases; Thermal Load
increases; Weight to Power ratio increases)
(HUCR limited due to knocking/detonation in SI
engines and heat load in CI engines)
4
p
p +(c)
4 3
5
+(a)
3
5 7 6
+(d) 2
1
patm 7 6 patm
-(b)
1 2
V V
Naturally Aspirated Engine Supercharged Engine
Limitations of Supercharging
• Power o/p limited by knock, thermal & mech loads
• For SI engines, knocking reached earlier
• In CI Engs, thermal & mech loads reached earlier
• Increase in intake pr increases peak pr leading to
increase in weight of cylinder (limitation on peak pr)
• Increase in peak pr→ ↑ tendency to detonate (SI)
• Increase in peak pr increases friction losses
• Increase in peak pr, increases bearing loads
• ↑ peak pr → ↑ peak T →Reqmt of better cooling sys
• ↑T → ↑ exh gas temp →overheating of exh valves
Due to the above reasons, supercharging
generally limited to 2.5 bar
Limitations of Supercharging In SI Engs.
• Detonation is the limitation as it increases with ↑ pr,
↑ T, ↑ CR, ↑ density of charge
• Strongest detonation at stoichiometric A/F ratio
• CR limited due to detonation for given Octane
Rating of fuel used
• Detonation can be reduced by reducing CR but
BP & thermal efficiency decreases & bsfc increases
After Cooler
Exhaust from
Engine
Compressor
Gears
Engine Load
Air inlet to
Compressor
Arrangements of supercharging and Turbo
charging Air inlet to Exhaust from
Compressor Turbine
Compressor Turbine
After Cooler
Engine Load
Method of engine geared Turbocharging
supercharging
After Cooler
Turbine Compressor
Turbine Load
Gears
Engine Load
Air inlet to
Compressor
Turbochargers
• Exhaust gases carry about 1/3 of the total energy
generated in the eng cylinder