02-IC Engine Operation

IC Engine Operation
Internal Combustion Engines Classification: 1. Application 2. Basic Engine Design 3. Operating Cycle 4. Working Cycle 5. Valve/Port Design and Location 6. Fuel 7. Mixture Preparation 8. Ignition 9. Stratification of Charge 10. Combustion Chamber Design 11. Method of Load Control 12. Cooling
ME C411 A UTOMOTIVE V EHICLES 1 Tuesday, 22 January 2013
1. Application
1. Automotive: (i) Car (ii) Truck/Bus (iii) Off-highway 2. Locomotive 3. Light Aircraft 4. Marine: (i) Outboard (ii) Inboard (iii) Stern
5. Power Generation: (i) Portable (Domestic) (ii) Fixed (Peak Power) 6. Agricultural: (i) Tractors (ii) Pump sets 7. Earthmoving: (i) Dumpers (ii) Tippers (iii) Mining Equipment 8. Home Use: (i) Lawnmowers (ii) Snow blowers (iii) Tools 9. Others
2. Basic Engine Design

1. Reciprocating: (a) Single Cylinder (b) Multi-cylinder In-line, V, Radial, Opposed Cylinder, Opposed Piston 2. Rotary: (a) Single Rotor (b) Multi-rotor
ME C411 A UTOMOTIVE V EHICLES
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3. Operating Cycle
Otto (For the Conventional SI Engine) Atkinson (For Complete Expansion SI Engine) Miller (For Early or Late Inlet Valve Closing Type SI Engine Diesel (For the Ideal Diesel Engine) Dual (For the Actual Diesel Engine)
4. Working Cycle (Strokes)

1. Four Stroke Cycle: (a) Naturally Aspirated (b) Supercharged/Turbocharged 2. Two Stroke Cycle: (a) Scavenging: Direct/Crankcase/Crossflow ; Backflow/Loop; Uniflow (b) Naturally Aspirated or Turbocharged
Compression (ports closed) Air Taken Into Crankcase
Combustion (ports closed)
Exhaust (intake port closed)
Air compressed in crankcase
Scavenging and Intake (ports open)
5. (a) Valve/Port Design

1. Poppet Valve 2. Rotary Valve 3. Reed Valve 4. Piston Controlled Porting
5. (b) Valve Location

1. The T-head 2. The L-head 3. The F-head 4. The I-head: OHV,OHC
6. Fuel
Conventional: (a) Crude oil derivatives: Petrol, Diesel (b) Other sources: Coal, Bio-mass, Tar Sands, Shale Alternate: (a) Petroleum derived: CNG, LPG (b) Bio-mass Derived: (i) Alcohols (methyl and ethyl) (ii) Vegetable oils (iii) Producer gas and biogas (iv) Hydrogen Blending Dual fueling
7. Mixture Preparation
1. Carburetion 2. Fuel Injection
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8. Ignition
1. Spark Ignition: (a) Conventional: Battery or Magneto (b) Other methods 2. Compression Ignition
CI Engine
9. Charge Stratification
1. Homogeneous Charge (Also Pre-mixed charge) 2. Stratified Charge: (i) With carburetion, (ii) With fuel injection
10. Combustion Chamber Design

1. Open Chamber: (i) Disc type (ii) Wedge (iii) Hemispherical (iv) Bowl-in-piston (v) Other design (For CI): (i) Swirl chamber (ii) Pre-chamber (For SI) (i) CVCC (ii) Other designs
2. Divided Chamber:
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11. Method of Load Control

1. Throttling: To keep the mixture strength constant. Also known as charge control. Used in the Carbureted S.I. Engine. 2. Fuel Control: To vary the mixture strength according to the load. Used in the C.I. Engine 3. Combination: Used in the Fuel-injected S.I. Engine.
12. Cooling
1. Direct Air-cooling 2. Indirect Air-cooling (Liquid Cooling) 3. Low Heat Rejection (Semi-adiabatic) engine.
Liquid Cooling
An Overview of Reciprocating Engines

The reciprocating engine, basically a piston-cylinder device, has a wide range of applications. The piston reciprocates between two fixed positions called TDC and BDC. Stroke: Distance between TDC and BDC Bore: Diameter of the piston/cylinder Clearance Volume: Cylinders minimum volume when the piston is at TDC. Displacement / Swept Volume: Volume between TDC and BDC Intake Valve and Exhaust Valve Compression Ratio (rk) is a volume ratio and not pressure ratio. rk = Vmax/Vmin = VBDC/VTDC
Mean Effective Pressure (mep): It is a fictitious pressure, such that if it acted on the piston during the entire power stroke, would produce the same amount of net work as that produced during the actual cycle. MEP (pm) = Wnet/(Vmax Vmin) MEP can be used as a parameter to compare the performance of reciprocating engines of equal size. Engine with a larger value of mep will deliver more net work per cycle. Reciprocating engines are classified base on the combustion process as either spark-ignition (SI) engine or compression-ignition (CI) engine.
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Air Standard Cycles

IC engines in which the combustion of fuel occurs in the engine cylinder itself are non-cyclic heat engines. The working fluid, the fuel-air mixture (charge) undergoes permanent chemical change due to combustion and the products of combustion after doing work are thrown out of the engine, and a fresh charge is taken in. Therefore, the working fluid does not undergo a complete thermodynamic cycle. To simplify the analysis of IC engines, air standard cycles are conceived. In an air standard cycle, a certain mass of air operates in a complete thermodynamic cycle, where heat is added and rejected with external heat reservoirs, and all the processes in the cycle are reversible. Air assumed to behave as an ideal gas, and its specific heats are assumed to be constant. Therefore, the air standard cycles correspond to the operation of IC engines.
Otto Cycle
It consists of four strokes (by the piston in the cylinder) and two revolutions (by the crankshaft) for each thermodynamic cycle. Stroke is a single traverse of the piston in a cylinder from TDC to BDC or vice versa. One revolution of crankshaft is equal to two strokes of piston.
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Valve Timing Diagram
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It is seen that Wnet is directly proportional to pressure ratio, rp. For given values of rp and , pm increases with rp. For an Otto cycle, an increase in rk leads to an increase in pm, Wnet and . ME C411 A UTOMOTIVE V EHICLES 24 Tuesday, 22 January 2013
Diesel Cycle
In SI engine, a mixture of air and fuel is compressed during compression stroke, and the compression ratios are limited by the onset of autoignition or knocking. In CI engines, only air is compressed during the compression stroke. Therefore, diesel engines can operate at much higher compression ratios, typically between 12 and 24. Spark plug and carburetor are replaced by a fuel injector in diesel engines. The limitation on compression ratio in the SI engine can be overcome by compressing air alone, instead of fuel-air mixture, and then injecting fuel into the cylinder in spray form when combustion is desired. The temperature of air after the compression must be high enough so that fuel burns spontaneously when it is injected in. The burning rate can be controlled by the fuel injection rate into the cylinder. An engine operating in this way is called a compression ignition (CI) engine.
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The efficiency may be expressed in terms of any two of the following three ratios.
It is seen that,
As rc > 1,
is also greater than unity. For the same rk, therefore, Diesel < Otto. 27 Tuesday, 22 January 2013
Limited Pressure Cycle, Mixed Cycle or Dual Cycle

The air standard Diesel cycle does not simulate exactly the pressure volume variation in an actual CI engine, where the fuel injection is started before the end of compression stroke. A closer approximation is the limited pressure cycle in which a part of heat is added to air at constant volume, and the remainder at constant pressure.
The efficiency may be expressed in terms the following ratios.
It is seen that,
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Substituting the values of T1, T2, T3 and T5 in the expression for efficiency yields,
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Comparison of Otto, Diesel and Dual Cycle

The three cycle can be compared on the basis of either compression ratio or the same maximum pressure and temperature.
For the same rk and Q2, the cycle efficiency will be higher for greater Q1.
Otto > Dual > Diesel
For the same maximum pressure and temperature and Q2, the cycle efficiency will be higher for greater Q1.
Diesel > Dual > Otto
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Atkinson Cycle
Atkinson cycle is an ideal cycle for an Otto engine exhausting to a gas turbine. In this cycle the isentropic expansion (3-4) of an Otto cycle is allowed to further expand to the lowest possible cycle pressure (3-5) so as to increase work output. For 1 kg gas: Q1 = Cv (T3 T2) and Q2 = Cp (T5 T1);
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2 Stroke Engine
Cylinder Combustion Exhaust port chamber Still uses a flywheel (not shown)
Crankcase
Reed valve Piston Connecting Intake port Rod Transfer port

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Crankshaft
TDC
BDC
Reed Valve Is sucked open
Piston moves from BDC to TDC Air/Fuel/Oil mixture is sucked into crankcase
Compare Intake Stroke Two Stroke

Piston BDC to TDC A/F/O mixture taken into crankcase
Four Stroke
Piston TDC to BDC A/F mixture taken into cylinder
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TDC
BDC
Reed Valve Shuts
Piston gets to TDC Air/Fuel/Oil mixture is now trapped in crankcase

Crankcase Compression (primary compression) TDC BDC Reed Valve sealing
Piston moves back To BDC Air/Fuel/Oil mixture is now pressurized in crankcase.

Crankcase Compression
Is only a few pounds of pressure per square inch (psi) [very weak] Cylinder compression in a four stroke engine was several psi [very strong] The crankcase in a two stroke engine has to be very small so we can build some pressure when the piston is moving to BDC.
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What is going to happen when the top of the piston gets to here?
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Piston reaches BDC

Cylinder fills with A/F/O mixture
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Intake to Crankcase/Compression in Cylinder
Another A/F/O mixture is sucked into crankcase while the First one is compressed in cylinder.
TDC
BDC
Piston is pounded Down the cylinder
Piston gets to TDC Air/Fuel/Oil mixture is ignited in cylinder.

Blow helps crankcase compression
What is going to happen when the piston gets here?

Power/Exhaust Stroke (TDC-BDC)

TDC BDC
Still closed Exhaust port is uncovered and exhaust starts leaving.

Every time the piston reaches TDC, there is another power stroke!
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Piston Position
Activity
1. Fresh A-F-O comes into the crankcase as the reed valve opens. 2. Admission of already compressed A-F-O (from crankcase) into the cylinder nears the end. 3. Exhaust of burnt gases completes upon closure of the exhaust port. BDC TDC 4. Secondary compression commences in the cylinder as the both ports are closed. 5. As the piston nears the TDC, reed valve of the crankcase closes and the secondary compression in the cylinder ends. 6. Immediately combustion takes place. 1. Expansion/Power process begins and continues until piston uncovers the exhaust port. 2. Primary compression begins in the crankcase as its volume decreases due to inward piston movement. TDC BDC 3. Exhaust process begins once the exhaust port is uncovered. 4. Primary compression in the crankcase completes as the piston uncovers the inlet port. 5. Admission of crankcase compressed A-F-O into the cylinder begins as the inlet port is uncovered. ME C411 A UTOMOTIVE V EHICLES 45 Tuesday, 22 January 2013
CI Engine Fuel System
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Diesel Engine Direct Injection
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Diesel Engine Indirect Injection
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Fuel Injection Systems

Electronic distributor pump Electronic unit injector (EUI) High-pressure common rail
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Electronic Distributor Pump
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Electronic Unit Injector (EUI)
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High-Pressure Common Rail Common Rail
Spill Control Valve
Injectors
Fuel Return to Tank ECU
High-Pressure Pump
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SELF STUDY
4 Stroke vs 2 Stroke
Comparisons & Differences Advantages & Disadvantages Applications SI Engine vs CI Engine Comparisons & Differences Advantages & Disadvantages Applications
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Engine Performance Evaluation

Commonly used terms to compare the engine performance are as follows: Engine speed Mean piston speed Mean effective pressure Indicated power Friction power Brake power Torque Specific fuel consumption A/F ratio or F/A ratio Mechanical efficiency Brake thermal efficiency Indicated thermal efficiency Volumetric efficiency
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Engine Speed (N): No. of revolutions made by the crank per unit time. It is normally expressed in revolutions per minute (rpm). Mean piston speed (MSP): If L is the stroke and N is the rotational speed, the mean piston speed is equal to 2LN. Mean Effective Pressure (MEP): It is a fictitious pressure that, if acted on the piston during the entire power stroke, would produce the same amount of net work as that produced during the actual cycle. It is the average pressure inside the cylinder based on the calculated or measured output. If the MEP goes up, the cylinder volume can go down and still achieve the same power output.
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Power in engine is produced by burning the fuel which gives heat. The heat supplied by fuel is divided into various accounts as follows: Heat supplied by fuel = Heat converted into work + Heat rejected to cooling water + Heat rejected to surroundings + Heat carried away by exhaust gases.
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Indicated Power (IP): It is the power developed in the engine cylinder. This is equal to the gross area given by the indicator diagram and calculated based on the following formula. IP = Pm LANk / 60 ; where Pm - indicated mean effective pressure, L - stroke, A - piston cross-sectional area, N - crank rotational speed and k - number of cylinders. Friction Power (FP): It is the power required to (i) overcome the friction in various parts of the engine and (ii) pump the charge during admission and burnt gases during the exhaust. Brake Power (BP): It is the actual power realized at the engine shaft. It is also equal to the difference of cylinder work (IP) and friction power (FP). Brake power of the engine is measured in several ways but the easiest is applying a belt round a pulley on the engine shaft. The tension in the belt can be increased or decreased. If higher tension is T1, lower tension is T2 and D is the diameter, N rpm, then D 2N 2N (T ) = BP = ( T1 T2 ) 2 60 60 Torque (T): It is the net force acting through a radius.
Specific Fuel Consumption (sfc): It is the rate of fuel consumption per unit power either BP or IP. Mechanical Efficiency (m): It is the ratio of brake power to indicated power. Indicated Thermal Efficiency (ith): It is the ratio of indicated power to the power/heat release from the fuel. Brake Thermal Efficiency (bth): It is the ratio of brake power to the power/heat release from the fuel. Volumetric Efficiency (vol): It is defined as the ratio of the mass of air inducted into the engine cylinder during the suction stroke to the mass of the air corresponding to the swept volume of the engine at atmospheric pressure and temperature. Volumetric efficiency of an engine is an indication of the measure of the degree to which the engine fills its swept volume. For supercharged engine the volumetric efficiency has no meaning as it comes out to be more than unity.
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Engine Performance Curves
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A 4-stroke SI Engine runs at 2400 rpm. The cylinder bore is 100 mm and crank radius is 100 mm. From indicator diagram the MEP is found to be 100 kPa. If mechanical efficiency is 80%, find B.P. Stroke (L) = 2 crank radius = 2 100 = 200 mm = 0.2 m Piston area (A) = (bore)2/4 = 7.854 10-3 m2 Indicated power (IP) = PmLANk/60 = 3.1416 kW Brake power (BP) = IP*mech = 2.5133 kW If the specific fuel consumption of the above engine is 315 kg/BP/hr and calorific value of fuel is 46000 J/kg, find brake thermal efficiency. If the compression ratio is 6, find relative efficiency. Use = 1.4. Cycle efficiency (Otto) = 1 1/(rk) -1 = 51.16 % Fuel consumption (mf) = bsfc*BP = (315/3600)*2.5133 = 0.22 kg/s Brake thermal efficiency (bth) = BP/(mf*CV) = 2.5133/10.12 = 24.85 % Relative efficiency (rel) = bth/Otto = 48.57 %
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A single cylinder engine operating at 2000 rpm develops a torque of 8 N-m. The indicated power of the engine is 2.0 kW. Find loss due to friction as the percentage of brake power. Brake power = 2NT/60 = 1.6755 kW Friction power = 2.0 1.6755 = 0.3245 kW % loss = (0.3245/1.6755)*100 = 19.37 % A 6-cylinder, 4-stroke gasoline engine has a bore of 90 mm, stroke of 100 mm and compression ratio of 8. The relative efficiency is 60 %. If the isfc is 300.9 g/kWh, estimate CV of the fuel and corresponding fuel consumption. Take that imep is 8.5 bar and speed is 2500 rpm. Air standard efficiency (Otto) = 1 1/(rk) -1 = 56.47 % Indicated thermal efficiency (ith) = Otto*rel = 33.88 % CV of the fuel = 1/(isfc*ith) = 35313.2 kJ/kg IP = PmLANk/60 = 67.59 kW Fuel consumption (mf) = isfc*IP = 20.34 kg/hr
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For additional problems:

Please refer to the chapters 1 and 3 of the Reference Book 1
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IC Engine Operation

2. Basic Engine Design

ME C411 A UTOMOTIVE V EHICLES

Tuesday, 22 January 2013

ME C411 A UTOMOTIVE V EHICLES

Tuesday, 22 January 2013

4. Working Cycle (Strokes)

ME C411 A UTOMOTIVE V EHICLES

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Compression (ports closed) Air Taken Into Crankcase

Combustion (ports closed)

Exhaust (intake port closed)

Air compressed in crankcase

Scavenging and Intake (ports open)

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5. (a) Valve/Port Design

5. (b) Valve Location

ME C411 A UTOMOTIVE V EHICLES

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ME C411 A UTOMOTIVE V EHICLES

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ME C411 A UTOMOTIVE V EHICLES

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10. Combustion Chamber Design

ME C411 A UTOMOTIVE V EHICLES

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11. Method of Load Control

An Overview of Reciprocating Engines

ME C411 A UTOMOTIVE V EHICLES

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ME C411 A UTOMOTIVE V EHICLES

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Air Standard Cycles

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ME C411 A UTOMOTIVE V EHICLES

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Valve Timing Diagram

ME C411 A UTOMOTIVE V EHICLES

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ME C411 A UTOMOTIVE V EHICLES

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ME C411 A UTOMOTIVE V EHICLES

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ME C411 A UTOMOTIVE V EHICLES

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ME C411 A UTOMOTIVE V EHICLES

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ME C411 A UTOMOTIVE V EHICLES

Limited Pressure Cycle, Mixed Cycle or Dual Cycle

The efficiency may be expressed in terms the following ratios.

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ME C411 A UTOMOTIVE V EHICLES

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Comparison of Otto, Diesel and Dual Cycle

Otto > Dual > Diesel

Diesel > Dual > Otto

ME C411 A UTOMOTIVE V EHICLES