WORK AND POWER

CONSIDERATION

BY HJ HARIS PODILAH ABD

GHANI
 OPERATING PRINCIPLES
• INTAKE STROKE
• COMPRESSION
• POWER STROKE
• EXHAUST STROKE
VALVE TIMING
 VALVE LEAD
• THE NUMBER OF CRANKKSHAFT THE
VALVE OPEN BEFORE THE PISTON
REACH REACH TOP DEAD CENTER
 VALVE LAG
• THE NUMBER OF CRANKSHAFT
DEGREE THE INTAKE VALVE CLOSED
PASSING BOTTOM DEAD CENTER
 VALVE OVERLAP
• THE NUMBER OF CRANKSHAFT
DEGREE THAT BOTH INTAKE AND
EXHAUST VALVE OPEN
 PISTON MOVEMENT
• SLOWER AT BDC AND TDC
• MOVES MORE PER DEGREE AT TDC
THAN BDC
• MOVEMENT HIGHEST AT 90 DEGREES
 FIRING ORDER
• THE SEQUENCE IN WHICH THE
IGNITION IN DIFFERENT CYLINDERS
• STAMP ON THE ENGINE
• RADIAL – ODD NUMBER CYLINDER
FIRE FIRST FOLLOWED BY EVEN
NUMBER CYLINDER
• 14 CYLINDER +9-5
• 18 CYLIDER +11-7
 DEFINATION OF WORK
• IF FORCE APPLIED TO AN OBJECT AND THE
OBJECT MOVES, WORK IS DONE
• IF FORCE IS APPLIED TO AN OBJECT AND THE
DOES NOT MOVES , WORK IS NOT DONE
• W ORK = FORCE X DISTANCE = (UNIT)
FT/POUND
 POWER
• DEFINE AS TIME RATE OF DOING
WORK
• FORMULA
• FORCE X DISTANCE
=FT/LB/MIN
TIME
 HORSE POWER

• THE AMOUNT OF POWER REQUIRED TO

DO 33,000 FT/LBS WORK IN 1 MIN

• HORSEPOWER = FORCE X DISTANCE

33,000 X TIME
 INDICATED HORSE POWER
• ACTUAL POWER DEVELOPPED INSIDE THE
ENGINE CYLINDER
• TO CALCULATE AVERAGE EFFECTIVE
PRESSURE MUST BE KNOWN
• TERM IS INDICATED MEAN EFFECTIVE
PRESSURE
• FORLMULA
• PLANK
33,000
P = IMEP L = LENGTH OF STROKE A = AREA OF
PISTON HEAD N = NUMBER OF POWER STROKE
PER MIN FOR ONE CYLINDER K = NUMBER OF
CYLINDER
 INDICATED HORSEPOWER
AREA OF PISTON HEAD

AREA OF PISTON HEAD = Пr2

 FRICTION HORSE POWER
• POWER LOSSES
INSIDE THE
ENGINE TO RUN
ACCESSORIES ETC

POWER LOST IN THE ENGINE

TO RUN ACCESSORIES
AND GEARS
 BRAKE HORSEPOWER
• THE ACTUAL POWER
DELEVERED TO THE
PROPELLER SHAFT
• IHP - FHP = BHP
• CAN BE MEASURE BY
INSTRUMENT CALLED
PRONY BRAKE AMOUNT OF POWER DELIVERED

DYNOMETER
TO THE PROPELLER SHAFT
 PISTON DISPLACEMENT
• VOLUME OF AIR DISPLACE BY A PISTON AS
IT MOVES FROM BDC TO TDC
• FORMULA
• AXLXN
• A = AREA OF PISTON HEAD
• L = LENGTH OF STROKE IN INCHES
• N = NUMBER CYLINDERS
• PISTON DISPLACEMENT ALWAYS IN CUBIC
INCHES
PISTON DISPLACEMENT
 THERMAL EFFIENCY
A RATIO OF THE AMOUNT OF ENERGY
CONVERTED TO USEFUL WORK TO THE
AMOUNT OF HEAT ENERGY CONTAINED IN
THE FUEL USED TO SUPPORT
COMBUSTION
• EXAMPES TWO ENGINE THAT PRODUCE
THE SAME AMOUNT HP BUT CONSUME
DIFFERENT AMOUNT OF FUEL
• THE ENGINE THAT CONSUME LESS
AMOUNT OF FUEL HAS HIGHER THERMAL
EFFICIENCY
 VOLUMETERIC EFFICIENCY
• RATIO OF VOLUME OF
FUEL AND AIR TAKES
INTO THE CYLINDER TO
THE TOTAL PISTON
DISPLACEMENT
• VERIES WITH CHANGE OF
ATMOSPHERIC
CONDITION
TDC

• VE IN NORMALLY TOTAL PISTON

ASPIRATED ENGINE IS
DISPLACEMENT

LESS THAN 100 % BDC

• VE ON TURBO CHARGE
ENGINE CAN EXCEED
• 100 %
 FACTOR THAT EFFECT
VOLUMETRIC EFFICIENCY
1. PART THRITTLE OPERATION
2. LONG, SMALLER DIAMETER INTAKE PIPES
3. INDUCTION SYSTEM SHARP BEND
4. HIGH CARBURETOR AIR TEMPERATURE
5. INCOMPLETE SCAVENGING
6. IMPROPER VALVE TIMING
7. INCREASE IN ALTITUTE
MACHENICAL EFFICIENCY
• RATIO OF BRAKE HORSEPOWER TO
INDICATED HORSR POWER
• EFFECT BY FRICTION
• HIGHEST AT MAXIMUM BHP THAT
CAN BE OBTAINED
 FACTORS AFFECTING POWER
1. MANIFOLD PRESSURE
2. DETONATION AND PRE IGNITION
3. COMPRESSION RATIO
4. IGNITION TIMING
5. ENGINE SPEED
6. SPECIFIC FUEL CONSUMPTION
7. ALTITUTE
8. FUEL/ AIR RATIO
 MANIFOLD PRESSURE
• CHANGE OF MANIFOLD PRESSURE
AFFECT THE AMOUNT OF POWER AN
ENGINE CAN PRODUCE
• CONTINUE SUPPLY OF HIGH
MANIFOLD PRESSURE CAN
DAMMAGE THE ENGINE
 DETONATION AND PRE-
IGNITION
• DETONATION IS UNCOTROL EXPLOSIVE
IGNITION IN THE CYLINDER
• PROMOTES TO HIGH CYLIDER TEMPERATURE
• CAN BE DETECT THROUGH KNOCKING IN THE
ENGINE
• PRE-IGNITION FUEL/AIR MIXTURE IGNITES TOO
SOON
• CAUSE BY HOT SPOT DUE TO OVERHEATED
VALVE EDGE, SILICA DEPOSIT ON SPARK PLUG,
OR RED HOT SPARK PLUG ELECTRODE
• DETONATION AND PREIGNITION CAN OCCUR
SILMUTANIOSLY
 PRE IGNITION

210

30 O

SPARK PLUG FIRE 21O BEFORE TDC FUEL/AIR MIXTURE BURN BEFORE SCHEDULE
 COMPRESSON RATIO
• A RATIO OF CYLINDER WHEN THE PISTON IS
AT BDC TO WHEN THE PISTON IS AT TDC

VOLUME OF CYLINDER
WHEN PISTON AT BDC

VOLUME OF CYLINDER
WHEN PISTON AT TDC
 COMPRESSION RATIO
• DETERMINE THE AMOUNT OF HEAT ENERGY THAT IS
CONVERT TO USEFUL WORK
• HIGH CR ALLOWS THE FUEL/AIR MIXTURE TO RELEASE
ENERGY RAPIDLY AND PRODUCE MAXIMUM PRESSURE
INSIDE THE CYLINDER JUST AS THE PISTON BEGINTHE
POWER STROKE
• ONLY CAN BE INCREASE BY ALTERING THE ENGINE
DESIGN
• CHARACTERISTIC OF AVAILABLE FUEL DETERMINE
THE PRACTICAL OF COMPRESSON RATIO THAT CAN BE
USED IN ENGINE DESIGN
• IF TURBO CHARGE ENGINE DEGREE OF
TURBOCHARGING LIMIT THE COMPREESION RATIO
 IGNITION TIMING
• CHANGE IN IN ENGINE IGNITION WILL ALSO EFFECT
THE ENGINE POWER
• TO ENSURE COMPLETE COMBUSTION THE ENGINE
MUST BE TIME PROPERLY
• EARLY IGNITION LPOST POWER DUE TO MAXIMUM
PRESSURE IN THE CYLINDER BUILT TOO EARLY , AND
EXPANDING GAS OPPOSED THE ROTATIONAL INERTIA
BECAUSE THE PISTON IS STILL MOVING UPWARD
• GAS PRESSURE ON PISTON HEAD DOES NOT BUILD UP
TO EXPECTED LEVEL
• LATE IGNITION DOES NOT ALLOW ENOUGH TIME FOR
COMPLETE COMBUSTION
• CAN LEAD TO DETONATION
SPECIFIC FUEL CONSUMPTION
• A NUMBER OF POUND OF FUEL BURN
PER HR
• IF AN ENGINE BURN 12 GALLON
WHILE PRODUCING 180 BHP
THEREFORE BFHC IS .4
• CALCULATION 7 X 12 = 84
• 84 DEVIDE BY 180 = .46666666666
 FACTORS EFFECTING ENGINE
FUEL CONSUMPTION
• ENGINE SPEED
• DESIGN
• VOLUMETRIC EFFICIENCY
• FRICTION LOSSES
• THE BEST FUEL CONSUMPTION IS
APPROXIMATELY AT 75% POWER
( CRUISING)
 ALTITUTE
• ANY TIME ENGINE IS OPERATED ABOVE SEA
LEVAL LESS AIR IS DRAWN INTO THE
ENGINE THUS RESULTING IN DECREASE
ENGINE POWER OUTPUT
• DENSITY IS A TERM GIVEN TO DESCRIBE THE
DENSITY OF AIR AT GIVEN ALTITUTE
• EVEN THE THOUGH THE ACTUAL ALTITUTE
DOES NOT CHANGE DENSITY ALTITUTE CAN
CHANGE CONSTANTLY DUE TO CHANGE AIR
TEMPERATURE
• CAN BE OVERCOME BY THE USED
TURBOCHARGER
 FUEL/AIR RATIO
• STOICHIOMETRIC MIXTURE IS A
PERFECTLY BALANCE FUEL/AIR
MIXTURE
• RICH MIXTURE MORE FUEL LESS AIR
E.G 14: 1.
• COMBUSTIBLE FUEL AIR RATIO IS
RANGE BETWEEN 8:1 TO 18:1
 CONTROL MIXTURE
• LEANING MIXTURE CAN RAISE ENGINE
OPERATING TEMPERATURE
• LEANING MIXTURE IS NECESSARY AS
ALTITUTE INCREASE BECAUSE THE
WILL BECOME RICHER DUE TO LESS AIR
AT ALTITUTE
• BEST POWER MIXTURE USED DURING
TAKE OFF