Unit IV

Testing of IC Engines
&
Supercharging

Syllabus : IC Engines
UNIT-IV : TESTING OF IC ENGINES
Objective of testing, various performance parameters
for
IC engines - indicated power, brake power, friction
power, SFC,
AF ratio etc, methods to determine various performance
parameters, characteristic curves, heat balance sheet
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
Engine performance after development/
sample testing after production by
manufacturers
Engine performance testing by Govt Testing
Agencies for certification like ARAI

Objectives of Testing
Whether engine is performing as per design?

Indicated Power (IP)

Brake Power (BP)
Frictional Power (FP)
Mechanical Efficiency
Thermal Efficiency
Brake Specific Fuel Consumption (bsfc)
Heat Balance Sheet

Whether engine is meeting emission norms?

CO
HC
NOx
PM
Soot

Objectives of Testing
Leakage in engine?
Smooth running of engine?
Engine performance after overhaul/repairs?

Performance Parameters
Brake Power (BP)
Power available at output shaft/ crank shaft
Mechanical Losses/Frictional Power (FP)
Sum of frictional losses and pumping losses
incl power required to operate engine
accessories like water pump, dynamo etc
Indicated Power (IP)/ Theoretical Power
Power produced within eng cylinder
IP = BP + FP

Tests Performed on IC Engines

1. Indicated Power (IP)
2. Brake Power (BP)
3. Frictional Power (FP)
4. Mechanical Efficiency
5. Air-Fuel Ratio
6. Brake Specific Fuel Consumption (bsfc)
7. Thermal Efficiency
8. Working out Heat Balance Sheet

Engine/ Mechanical Indicator

Indicator Paper
Wrapped Drum
p-V diagram

Stylus

Rope connected
To Piston Rod
Pulleys
Piston
Coupling Nut
To Combustion Chamber

Weight

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)=d2/4; 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)

WD per Cycle= pm x A x L
Hence, IP = pm x A x L x n

p m LAn

60

(Nm)
(Nm/min)/Cycle/Cylinder

( Nm / s / cylinder )

p m LAn
IP
x No of Cylinders (kW )
60,000

Lecture No 24
Learning Objectives:

To learn working out/ measurement of Brake Power

(BP) &
Friction Power (FP)

Measurement of BP
1. Rope Brake Friction Dynamometer

Spring Balance
Rope
Flywheel/Brake Drum

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
Hence, net Brake Load= (W S)
Braking Torque = (W-S) x Rb

W S xRb x 2N
Hence, Brake Power (BP) =

60,000
Brake Mean Effective Pressure (bmep)

BP

pbmep LAn
60,000

xNo of Cylinders (kW )

( kW )

2. Prony Brake Dynamometer

Flywheel/
Brake Drum
Brake
Shoes

Length, L

Weight
W

Load
Arm

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
2N
&
60
Hence,

W x L 2N
BP
60,000

(kW )

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
2. Willans Line Method
3. Morse Test
4. Motoring Test

FP by Willans Line Method

( Fuel Rate Extrapolation Method )

At Constant Eng Speed, say

1500 RPM

4
Fuel Flow
Rate (kg/h)

3
2
1

-8

A
-4

4
8
12
BP (kW)

16

20

FP by Willans 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

B1=BP of eng when Cylinder No 1 is cut off

Similarly, B2=BP of eng when Cylinder No 2 is cut off

B3=BP of eng when Cylinder No 3 is cut off
B4=BP of eng when Cylinder No 4 is cut off
Let I1, I2, I3 & I4 be the IPs developed by Cylinder
Nos 1, 2, 3 & 4 respectively and their corresponding
FPs be F1, F2, F3 & F4
Total BP(B) = (I1+I2+I3+I4) - (F1+F2+F3+F4)

FP by Morse Test
BP(B) = (I1+I2+I3+I4) - (F1+F2+F3+F4)
Hence, B1=(I2+I3+I4) (F1+F2+F3+F4)
On subtracting; B B1 = I1
Similarly,
B B2 = 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

Otto Cycle:

1
r

1 1
1 1

r 1

Diesel Cycle:

Dual Cycle:

1
r 1

1 . 1

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
- Where mf is fuel consumed in kg/sec
- CV is Calorific Value of fuel in kJ/kg
- IP/BP is in kW

Some Definitions
Mechanical Efficiency:

mech

BP

x100
IP

Relative Efficiency : Defined as the ratio of Brake

Thermal Efficiency to Air Standard Efficiency at same
Compression Ratio(CR)

b
r
x100
a

Some Definitions
Volumetric Efficiency:
Ratio of actual mass of charge inducted during
suction stroke to mass of charge corresponding to
swept volume of the engine at atm pr & temp

Mass of actual charge inducted

v
Mass of charge correspond ing to swept vol at Atm Pr & Temp
Reduced Volumetric Efficiency causes reduction in
Power Output

Actual Vol of Charge inhaled at suction conditions

Also, v
Swept Volume
Volumetric Efficiency puts a limit on the amt of fuel
that can be burnt and hence on its power, since
output of eng depends on amt of air inducted

Some Definitions
(Brake) Specific Fuel Consumption (bsfc/sfc):
bsfc is defined as the amount of fuel required to be
supplied to eng to develop 1kW of power per hour at
crankshaft

bsfc

m f x 3600
BP

(kg / kWh)

Specific Output:
BP per unit of piston displacement

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:
Heat Supplied = mf x CV (kJ/min)
Where mf = mass flow rate of fuel (kg/min)
CV = Calorific Value of fuel (kJ/kg)

Heat Balance Sheet

Heat Expenditure/Utilization:
1) Heat Equivalent to BP:
Heat Equivalent to BP = BP x 60 (kJ/min)
2) Heat Rejected to Cooling Water:
Heat carried away by water =mwCpw(Two Twi) kJ/min
Where mw=cooling water circulation kg/min
& Cpw=4.187 kJ/kgK
3) Heat carried away by Exhaust gases
Heat carried by exh gases=mgCpg(Tge Tsa) kJ/min
Where mg=(ma+mf) =flue gases flow rate (kg/min)
4) Unaccounted Heat:
By difference

Heat Balance Sheet

Heat
Supplied
Heat
Supplied
by comb
of
Fuel
=mf x CV

kJ/
min

100

Heat Utilization

kJ/
min

a) Heat to BP=BPx60
b) Heat to water
=mwxCpw(Two Twi)
c) Heat carried
away by exhaust
gases
=mgxCpg(Tge Tsa)
d) Heat Unaccounted
(By difference)

Total

100

100

Volumetric Fuel Flow Meter(Burette Type)

Fuel from Tank

3-Way Cock

Start

Start
100cc
Stop

200cc
Stop
3-Way Cock

Fuel to Eng

Fuel Measurement
Time required to supply given volume of fuel is noted
Mass Flow Rate of Fuel Supply:

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
B

Flask

Weighing Machine

Air Flow Meter

Thermometer

Air
Surge
Tank

Orifice Plate (A, Cd)

Manometer
H
Air Intake to Eng

Measurement of Air Consumption by

Air Flowmeter
Surge tank is connected to intake side of the engine
Manometer measures the pressure difference
Vol Flow Rate

C d x A x 2 g.H w

-Cd Coeff of discharge for given orifice

-A Orifice cross sectional area
-Hw-Head of water to be converted to air head

Lecture No 26
Learning Objectives:

To learn about engine characteristic curves

SI Engine Characteristic Curves

IP
POWER
(kW)

BP
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, BP, FP, bsfc, mechanical & volumetric efficiencies
etc are worked out
Same tests can be repeated at half load

Tx 2N
hp
kW
60,000
At rated output, max p-V diagram area, hence max
imep; For given torque; power N

SI Engine Characteristic Curves

IP increases when imep or speed or both increase
IP initially increases faster with speed, if inlet
conditions are kept constant
However, after certain limit, rate of increase of IP
reduces with speed due to reduction in vol efficiency
as air/charge velocity increase results in inlet pr drop
Mech losses increase with
increase in speed(FP N2)
due to which increase in
IP is off-set by steep
increase in FP

SI Engine Characteristic Curves

IP
IP
BP
bsfc
Mech Eff

BP
x

bsfc

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
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
Higher the speed, lesser the time available for
induction of charge
Suction valve fully opens
only when pressure inside
cylinder slightly below
the surrounding pressure,
thus reducing effective
suction stroke

CI Engine Characteristic Curves

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
For bsfc curve, same reasons as in SI engine

Engine Characteristic Curves

SI

bsfc

CI

BP

CI Engine Characteristic Curve

Stoichiometric Mixture

Brake/
Overall
Efficiency

Lean
Mixture

Rich
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=25C; R for air=0.287 kJ/kgK)
Solution:
Cylinder Dimensions=?

D&L

Piston speed=2LN Since speed & N are given, L=?

Now, to find out D=? Vs

2
D L for one stroke / Cylinder
4

Total Vol Flow Rate Vs xNo of cyl xNo of power strokes / min
Power Strokes N for 2 S & N / 2 for 4S engine

Va
Va
v
Vs
Vs
v
For actual Vol Flow Rate Va pa.Va ma.R.Ta
ma
For ma
A / F Ratio 18 ( given)
mf
Solution(Contd):

lit
3 m
m f 10
x10
h
h

x f

3
m
10 x10 3
x Sp. gr of fuel x w
h
3
10 x10 x0.73x1000 kg / h

7.3 kg / h

Solution(Contd):

ma
18 ma 18 x7.3 kg / h 131.4 kg / h
mf
pa.Va ma.R.Ta

131.4 x 287 x 25 273

Hence, Flow Rate Va
101325
110 .9 m 3 / h
Va
Since v
Vs
Va 110 .9
3
Vs

144 m / h
v
0.77

Solution(Contd):

2
Vol Flow Rate Vs D L x N x 2Cylinders
4
144 m 3 2 600

60 min

D x

2N

xNx 2

D 2 5.094 x10 3 m 2

D 0.0714m 71.4mm
600
And L
0.075m
2 x 4000
75mm

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:

Tx 2N
BP
kW
60,000

150 x 2x 4000

62.83kW
60000

bmep ?
bmep x AxLxn
BP
x no of cyliders
60000

4000
2
bmep x 0.08 x 0.1 x
4
2
62 .83
x6
60000
5
2
6.25 x10 N / m 6.25 bar

62.83
BP

0.263 26.3%
b
20
m f x CV
x 43000

b
r
;
a

3600

a 1

1
r

Vs Vc V 0.82 x 10 502.6CC
r
; s
4
Vc
1
502.6 70
0.5686
r
8.18; a 1
1.4 1
8.18
70
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=45C, Temp of
Exhaust gases=420C, Room temp=20C, 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
2
6 x10 x 0.2 x0.4 x
4
2 x 1 15.7 kW
IP
60,000
T x 2N
407 x 2 x 250
BP

10.65kW
60000
60000
5

Heat Balance Sheet

1. Heat supplied by fuel to eng =mfxCV
=4x43000kJ/hr=172,000kJ/h

2. Heat utilized
(i) Heat to Power Output=BPx3600kJ/h
=10.65x3600=38,358kJ/h
(ii) Heat to cooling water=mw x Cpw x Tw
=4.5x60x4.18x45 = 50,787 kJ/h
(iii) Heat to exhaust gases=mg x Cpg x (Te-Ta )
To find mg : ma=30kg/kg of fuel; hence mg=31kg
Since fuel consumption is 4kg/h; mg=31x4kg/h
Hence, Heat to exhaust gases=31x4x1(420-20)
=49,600kJ/h
(iv) Unaccounted Heat=33,255kJ/h (by difference)

Heat Balance Sheet

Heat
Supplied
Heat
supplied by
fuel= mfxCV

kJ/hr
172,000

Total 172,000

%
100

100

Heat Utilized

kJ/hr

To BP=
BPx3600

38,358 22.3

To Cooling
Water
=mw.Cpw.Tw

50,787 29.5

To exhaust
gases
=mg.Cpg.Tg

49,600 28.8

Unaccounted
Heat

33,255 19.3

Total 172,000 100

Q4. During a test on a 4 stroke oil engine,

the following data were obtained:
Mean height of indicator diagram = 21mm
Indicator spring number/stiffness=27kN/m2/mm
Swept volume=14 lit, effective brake load=77kg,
Effective brake radius= 0.7m, speed=6.6 rev/s,
fuel consumption=0.002kg/s, CV of fuel=44MJ/kg,
Cooling water rate=0.15kg/s, water inlet temp=38C,
cooling water outlet temp=71C, Sp. heat of water=
4.18kJ/kgK, energy carried by exhaust gases=33.6kJ/s
Determine IP, BP and mech efficiency and draw up
heat balance sheet in kJ/s and %.
Solution:

imep x AxLxn
IP
x no of cyl ( kW )
60,000

IP imep x A x L x n x no of cyl ( kW )
a
imep x k 21(mm) x 27 kN / m 2 .mm
l
21(mm) x 27 kN / m 2 .mm 567 kN / m 2
2
3
3 6.6
IP 567(kN / m ).14(l ) x10 (m ).
26.2kW
2

W S Rb x 2N 77 x9.81x0.7 x 2x6.6
BP
1,000

mech

1,000
21.92 kW

21.92

x 100 83.65%
26.2

Heat Balance Sheet

Heat
Supplied
Heat supplied
by fuel=
mf x CV =
0.002x44000
(=88kJ/s)

kJ/s
88

%
100

Heat Utilized

21.92 24.9

To Cooling
Water
=mw.Cpw.Tw
0.15x4.18x
(71-38)

20.69 23.5

Unaccounted
Heat
88

100

To BP

To exhaust
gases (given)

Total

kJ/s

Total

33.6 38.2

11.79 13.4
88 100

Q5. A 4 cylinder 4 stroke SI engine has a bore of

5.7cm and stroke 9cm. Its rated speed is 2800 RPM
and it is tested at this speed against a brake which
has a torque arm of 356mm. The net brake load is
155N and fuel consumption is 6.74 lit/hr. Sp gravity of
petrol is 0.735 and CV is 44200kJ/kg. A Morse test is
carried out and cylinders are cut off in order of 1, 2, 3
& 4 with corresponding brake loads of 111, 106.5,
104.2 and 111N. Determine engine torque, bmep,
brake thermal efficiency, sfc, mech efficiency and imep.
Solution:
Engine torque= (W-S).Rb=WxL
= 155x0.356=55.18Nm

bmep x AxLxn
Tx 2N
BP
x no of cyl
( kW )
60,000
60000
55.18 x 2 .2800
BP
16.17 kW
60000

2800
2
bmep x (0.057) x0.09 x
4
2 x 4 16.17 kW
60,000

bmep 7.55 bar

BP
b
m f xCV

6.74(lit / h) x10 (m ) x0.735 x1000

mf
3600
3
1.376 x10 kg / s
BP
16.17
b

3
m f xCV
1.376 x10 x 44200

0.2658 or 26.58%

mf

1.376 x10 x3600

bsfc

BP
16.17
0.306kg / kWh

We know that IP = 4BP - (BP1+BP2+BP3+BP4)

WxRb x 2N
BP
60000

Rb x 2N
IP 4W W1 W2 W3 W4
60000
0.356 x 2 x 2800
IP 4 x155 111 106.5 104.2 111
60000
19.54kW
BP 16.17
m

x100 82.75%
IP 19.54
bmep.LAn 7.55
m

0.8275
imep 9.12 bar
imep.LAn imep

Q6. During trial of a 4 cylinder 4 stroke SI engine

running at 50 rev/s, the brake load was 267N when all
cylinders were working. When each cyl was cut off in
turn and speed returned to same 50 rev/s, brake
readings were 178N, 187N, 182N and 182N.
Determine BP, IP and mech efficiency of the engine.
For brake, BP=F.N/455(kW), where F is brake load in
Newtons and N rev/s. The following results were
obtained: Fuel consumption=0.568lit in 30 seconds,
SG of fuel=0.72, CV=43000kJ/kg, A/F ratio=14:1,
Exh temp=760C, Cpg=1.015kJ/kg, Water inlet temp=
18C and outlet temp=56C, water flow rate=0.28kg/s,
Ambient temp=21C. Draw heat balance sheet in kJ/s.
Solution:

F .N 267 x50
BP

29.34kW
455
455

We know that IP = 4BP - (BP1+BP2+BP3+BP4)

F .N 178 x50
BP1

19.56kW
455
455
F .N 187 x50
BP2

20.55kW
455
455
F .N 182 x50
BP3

20kW BP4
455
455
Therefore IP= 4x29.34 - (19.56+20.55+20+20)
=37.25kW

mech

BP 29.34

x100 78.76%
IP 37.25

Heat Balance Sheet

3

0.568 x10 x0.72 x1000

x 43000
30
0.01363 x 43000 586.2kJ / s

Heat supplied =mfxCV

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%)
(iv) Unaccounted Heat=356kJ/s (61%) (by difference)

Supercharging
&
Turbocharging

Syllabus : IC Engines
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 2N)
(FP N2 & Volumetric )
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)

Utilization of exh energy in gas turbine, thus BP

Use of 2-stroke cycle; but cooling, emission

problems, lower volumetric & thermal efficiency

Increasing charge density by

- Lowering charge temp (Cooling) and / or
- Increasing induction pressure

Objectives of Supercharging

To increase power output

To reduce bulk size of engine

To increase power to weight ratio

To compensate loss of power at high altitude

Supercharging
Supplying air /Air-Fuel mixture at higher pressure
than the pressure, at which the engine naturally
aspirates, by a boosting device is called
supercharging
The device which boosts the pressure is called
supercharger.
Purpose of supercharging to have small displacement
engines but developing more power and to meet
emission legislation on fuel consumption for emission
control
More power is achieved by raising density of charge,
thus more mass of air making available more oxygen
for combustion

Supercharging & Turbo Charging Systems

Effects of Supercharging
Increased Eng Output (p-V diagrams)

Turbulence Effect (Higher BP)

Power required to drive supercharger, thus BP

Mech Efficiency increases

bsfc for SI (due to reduced delay) but for CI

engines due to better combustion & higher
mechanical efficiency

Better scavenging; Increase in power output

SI Engines Knocking tendency as ign delay

For CI Engines Smoother running, low F/A
ratio, durability & reliability and lower bsfc

Effects of Supercharging
Better atomization

Better mixing of air and fuel

Reduced exhaust smoke

Better torque characteristic over whole speed range

Better and smoother combustion

Increased thermal stresses

Increased gas load

Increased valve overlap period of 60 to 160 of

crank angle

Increased cooling requirements of piston and valves

P-V Diagrams of Naturally Aspirated &

Supercharged Engines

4
3

7
1

+(c)

+(a)

5
patm

6
2

-(b)

Naturally Aspirated Engine

patm

7
1

6
2

+(d)

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
For the above reasons, SI Engines are normally
NOT supercharged except for aircraft, high
altitude compensation or higher power of aero
engines required at the time of take off of aircraft
at the expense of higher fuel consumption

Limitations of Supercharging In CI Engs.

Increased induction pr helps in suppressing

knocking tendency, improve combustion,
higher power output & thermal efficiency and
hence can use lower Cetane fuels

Supercharging is limited by:

- peak pressure mechanical loading
- peak temp thermal loading
- thermal stresses developed
- mean temp of cylinder walls
- loads on bearings

Lecture No 30
Learning Objectives:

To understand methods of supercharging

To learn various methods of turbocharging

Types of Superchargers

Centrifugal Type Supercharger

Roots Type Supercharger

Vane Type Supercharger

Centrifugal Type Supercharger

Roots Type Supercharger

Vane Type Supercharger

Vane Type Supercharger

Arrangements of Supercharging
After Cooler

Air outlet from

Compressor

Inlet to Engine
Exhaust from
Engine

Compressor

Gears

Engine
Air inlet to
Compressor

Load

Arrangements of Turbocharging
Air inlet to
Compressor

After Cooler

Compressor

Air outlet from

Compressor
Exhaust from
Engine

Inlet to Engine

Engine

Load

Exhaust from
Turbine

Turbine

Method of Super/Turbocharging

After Cooler

Air outlet from

Compressor
Exhaust from Engine
Inlet to Engine
Turbine
Load

Engine

Exhaust from
Turbine

Compressor

Air inlet to
Compressor

Method of Super/Turbocharging
Exhaust from
Turbine
After Cooler
Turbine
Air outlet from
Compressor

Load

Inlet to Engine
Exhaust from
Engine

Compressor
Gears

Engine
Air inlet to
Compressor

Load

Turbochargers

Exhaust gases carry about 1/3 of the total energy

generated in the eng cylinder

In order to utilize this energy, hot gases can be

allowed to expand further in a gas turbine and its
work output can be utilized to drive a supercharger.
This system of supercharger coupled to Turbine is
called Turbocharger

Due to cyclic fluctuations of the pressure in exhaust

pipe, turbo charging is not employed in single
cylinder eng, however, system is suitable for
engines having 4 or more cylinders

Turbo Charger

Advantages

Turbocharger does not consume eng power

No gearing required between turbine and
compressor as both are connected by single shaft

Gain in power at nominal cost

Exhaust energy, which is 1/3 of total energy

generated in the engine, is gainfully utilized

Exhaust noise level reduces

Suitable for high speed engines

Disadvantages

Increase in fuel consumption at low power output

Total cost of unit increases

Blowers.rar

End of Unit - IV