2

TOPIC

Engine design and

operating parameters
 What do we need from engine?

• Satisfactory performance over its operating range

• Low fuel consumption
• Low noise and emissions
• Low initial cost
• High reliability and durability
 Engine performance definitions

• Maximum rated power. The highest power an engine is

allowed to develop for short periods of operation.
• Normal or nominal rated power. The highest power an
engine is allowed to develop in continuous operation.
• Rated speed. The crankshaft rotational speed at which
rated power is developed.
Geometrical properties
Compression ratio

Vd  Vc 8 – 12 for SI
rc 
Vc 12 – 24 for CI

Ratio of cylinder bore to piston stroke

0.8 – 1.2 Small

Rbs  B L
0.5 Large, slow speed

Ratio of connecting rod length to crank radius

3 – 4 Small
Rl a
5 – 9 Large, slow speed

L  2a
Cylinder volume at any crank position
Piston at TDC V  Vc
Piston at BDC V  Vc  Vd

At any crank angle V  Vc  V

 B2
V  l  a  s 
4
where s is the distance between the crank axis
and the piston pin axis and is given by

 
12
s  a cos   l  a sin 
2 2 2

Cylinder volume at any crank position

V
Vc
1

 1   rc  1 R  1  cos   R 2  sin 2 
2

Combustion chamber surface area

A  Ach  Ap   B l  a  s 

Cylinder head surface area Ach

 B2
Piston crown surface area Ap 
4

A  Ach  Ap 
 BL
2
 R  1  cos   R 2  sin 2  
 Piston speed
d  s  ds d
Instantaneous piston speed Sp  
dt d dt
d
   2 N
dt

ds
S p  2 N
d

 
12
s  a cos   l  a sin 
2 2 2

After differentiation

 cos  
S p   LN sin  1  
 R  sin  
2 2
 Mean piston speed

S p  2LN

• Gas flow velocities in the intake manifold and cylinder all scaled
with mean piston speed

• Flow resistance and stresses limit maximum values to within the

range 8 to 15 m/s

• Lower end is typical for large industrial engines

• High end is typical of automotive engines

 Brake torque and power
• Torque is a work
• Power is a rate at which work is done
• Brake power is a usable power delivered by engine to consumer
 Brake torque and power
• Torque is a work
• Power is a rate at which work is done
• Brake power is a usable power delivered by engine to consumer
 Brake torque and power
• Torque is a work
• Power is a rate at which work is done
• Brake power is a usable power delivered by engine to consumer

T  Fb

P  T  2 NT

P  kW   2 N  rev/s  T  N.m 103

Indicated work per cycle

Wc ,i   pdV

notes
 Indicated work per cycle

Gross indicated work per cycle Wc ,ig is the work delivered to the piston
over the compression and expansion strokes only
Net indicated work per cycle Wc ,in is the work delivered to the piston
over the entire four-stroke cycle.
Pumping work W p is the work transfer between piston and cylinder
gases during inlet and exhaust strokes
notes
 Pumping work

Pumping work transfer will be

- from piston to gases if the pressure during the intake stroke is less
than the pressure during the exhaust stroke (naturally aspirated
engines)
- from gases to piston if the exhaust stroke pressure is lower than
intake pressure (turbocharged engines) notes
 Indicated power
The power per cylinder is related to the indicated work per cycle by

Wc ,i N
Pi 
nR

where nR is the number of crank revolutions for each power stroke per
cylinder.
For four-stroke cycles, nR = 2, for two-stroke cycles, nR = 1

Indicated power differs from brake power by the power absorbed in

overcoming engine friction, driving engine accessories, and (in the case of
gross indicated power) the pumping power

We will use gross indicated work and power

Terms brake and indicated are used to describe other parameters notes
 Mechanical efficiency
Brake power is the gross indicated power diminished by the friction power

Pb  Pig  Pf
Friction power is defined as power required to overcome the flow friction,
friction of the bearings, pistons, and other mechanical components of the
engine, and to drive the engine accessories
Friction power may be determined by driving unfired engine with a
dynamometer

Pb Pf 90 to 75% under load

Mechanical
efficiency
m   1
Pig Pig 0 at idling

notes
 Road-load power

Road-load power is the power required to drive a vehicle on a level road

at a steady speed

 1 2
Pr   CR mv g   a CD Av Sv  Sv
 2 

Coefficient of rolling resistance 0.012  CR  0.015

Drag coefficient 0.3  CD  0.5

notes
 Mean effective pressure

Mean effective pressure – the ratio of work per cycle and

swept volume:
Wc
mep 
Vd
In terms of power
PnR
mep 
Vd N
In terms of torque

2 nRT
mep 
Vd
notes
 Mean effective pressure
The constant pressure that would have to exist to do the same
work over Vd as is done by the actual cycle.

• A better measure of engine work than torque

• Depends more on engine design than engine size

• At maximum torque:

– Naturally aspirated: 850 to 1050 kPa

– Turbocharged: 1250 to 1700 kPa

– These are about 10% lower at maximum power

notes
Reference table

notes
 Example
A four-cylinder automotive spark-ignition engine is being designed to
provide a maximum brake torque of 150 N·m in the mid-speed range
( 3000 rev/min).

Estimate:
- the required engine displacement,
- bore and stroke,
- and the maximum brake power the engine will deliver.

Assumed values: bmep@maxT= 925 kPa, Rbs= 1,

Sp mean = 15 m/s, bmep@Pmax= 800 kPa

Answer: 2 dm3; 86/86 mm, 70 kW

notes
 Specific fuel consumption
Specific fuel consumption is the fuel flow rate per unit power output

m f
sfc 
P
With units

m f  g/s  m f  g/h 
sfc  mg/J   or sfc  g/kW.h  
P  kW  P  kW 

Typical values SI - 270 g/kW·h CI - 200 g/kW·h

That is old data. What are these values for modern engines?
notes
 Engine efficiency

• Dimensionless
• Relates power output to rate of energy input (second law efficiency)
• Heating value QHV is required
• Typical values of QHV 42 to 44 MJ/kg

notes
 Fuel conversion efficiency

f 
Wc

 PnR N 

P
m f QHV m f n R N QHV m f QHV

In terms of sfc:
1
f 
sfc QHV

With units
3600
f 
sfc g/kW .h  QHV MJ/kg 

notes
 Air/fuel ratio

m a m f
A F or F A
m f m a

SI engine 12  A F  18

CI engines 18  A F  70

notes
 Volumetric efficiency

Ratio of air mass inducted during one induction stroke to the

“potential mass”, i.e. the air mass that would occupy the
swept volume at inlet air density:

mass inducted
v 
potential mass

2ma
mN
ma  a ma  potential mass   a,iVd
2 N

ma 2ma
v  
a,iVd i,aVd N
notes
 Volumetric efficiency

Air density may be taken as:

inlet manifold air density – to measure pumping performance
of inlet port and valve only
atmosphere air density – to measure pumping performance
of entire inlet system
In the latter case volumetric efficiency of turbocharged
engine may be greater than unity

notes
 Specific weight and volume

engine weight
Specific weight =
rated power

engine volume
Specific volume =
rated power

These show effectiveness of use of engine materials

notes
 Specific emissions

mass flow rate of pollutant

specific emission = g kW  h 
power output

For example

mNOx
sNO x 
P

notes
 Some useful relationships
 f ma NQHV F A
For power P
nR
 f  v NVd QHV  a,i F A
For four-stroke engines only P
2

 f  vVd QHV  a,i F A

T
For torque 4

For mean effective pressure mep   f vQHV a,i  F A

notes
 Some useful relationships

For specific power – power per unit piston area

P  f v NLQHV a ,i  F A

Ap 2

with mean piston speed

P  f v S pQHV a ,i  F A

Ap 4
notes
 Use of relationships developed

They show importance to engine performance of:

1. High fuel conversion efficiency

2. High volumetric efficiency

3. Increasing the output of a given displacement engine by increasing

the inlet air density

4. Maximum fuel/air ratio that can be usefully burned in the engine

5. High mean piston speed

notes
Use of normalized performance parameters

Engine ratings indicate rated power, maximum torque and speed at which
it is achieved.
These parameters depend on displacement volume.
To compare engines of different displacements normalized performance
parameters are useful

notes
Use of normalized performance parameters
At maximum rated point:
• Mean piston speed. Measures comparative success in handling loads
due to inertia and/or engine friction
• Brake mean effective pressure. In naturally aspirated engines bmep is
not stress limited, and reflects the ability to induct air (volumetric
efficiency), effectiveness of air utilization (F/A), and fuel conversion
efficiency. In turbocharged engines bmep indicates the success in
handling higher gas pressure and thermal loading
• Power per unit piston area. Measures the effectiveness at which the
piston area is used regardless of cylinder size
• Specific weight. Indicates relative economy with which materials are
used
• Specific volume. Indicates relative effectiveness with which engine
space has been utilized

notes
Use of normalized performance parameters
At all speeds with full throttle or with maximum fuel pump settings:
• Brake mean effective pressure. Measures ability to provide high air
flow and use it effectively over the full range

At all regimes:
• Brake specific fuel consumption or fuel conversion efficiency
• Brake specific emissions

notes
 Higher B/L ratio, pros and cons
• Pros
– Engine speed N can be increased without increase in mean
piston speed and, consequently, without increase of frictional
losses, both flow and rubbing
– Increased volumetric efficiency due to lower flow velocity and
increased valve area
– Decreased heat transfer to cooling system (prove!)
• Cons
– Increased mass (length and width increases, height is the same)
– Higher probability of knock combustion for SI Engines
– Design consideration (balancing counterweights can meet
piston at BDC)

notes
Problem 2.9

notes
Is there throttle in motorcycle engine?

End of topic
notes