UNIT 1

INTRODUCTION TO IC ENGINE

04-Aug-16 Prof. Sangamesh Bhure, Mech Dept, SIT Pune 1

CONTENT
• Introduction
• History
• Classification
• Nomenclature
• Applications
• Air standard cycles: Carnot, Sterling, Ericsson, Otto, Diesel
and Dual Cycle
• Performance parameters
04-Aug-16 Prof. Sangamesh Bhure, Mech Dept, SIT Pune 2
INTRODUCTION
• An engine or motor is a machine designed to convert one
form of energy into mechanical energy.

• Engines are broadly classified based on place of

combustion
• External Combustion Engines: The gas or the
working fluid is heated outside the cylinder and
expanded inside the cylinder Ex: Steam engines,
Stirling engines.
• Internal Combustion Engines: The gas or the
working fluid is heated or combusted and expanded
inside the cylinder Ex: Automotive engines, gas
turbines.

04-Aug-16 Prof. Sangamesh Bhure, Mech Dept, SIT Pune 3

HISTORY
• Huygens Gunpowder Engine
• Lenoir non compression engine
At present – Emphasis is given on
• Free piston Otto-Langen engine improvement of engine efficiency,
• Four stroke cycle – Principles of Beau de through refinement/ Optimization.
• Rochas and Otto cycle
• Brayton engine
• Atkinson engine
• Diesel engine
• 1862 -- Rochas described the basic principles essential for efficient engine operation.
• 1878 – Otto built the first successful 4-stroke cycle engine.
• 1891 – Day built an improved 2-stroke cycle engine.
• 1892 – Diesel patented the compression-ignition (diesel) engine.
04-Aug-16 Prof. Sangamesh Bhure, Mech Dept, SIT Pune 4
CLASSIFICATION

04-Aug-16 Prof. Sangamesh Bhure, Mech Dept, SIT Pune 5

CLASSIFICATION OF IC ENGINES
• Based on the working Cycle • Based on number of Cylinders
- 4 stroke- E.g., All latest cars
- 2 stroke- E.g., Yamaha RX motorcycles
• Based on the type of Fuel used
- Petrol- E.g., Indigo GLX, Santro
- Diesel- E.g., All indigenous trucks, buses
• Based on the type of ignition
• Based on Cylinder arrangement
- Spark- E.g., petrol vehicles as mentioned
- Compression- E.g., All diesel vehicles
• Based on the type of cooling
- Air cooled- E.g., Indigenous 100 cc bikes
- Water cooled- E.g., Hyosung Aquila

04-Aug-16 Prof. Sangamesh Bhure, Mech Dept, SIT Pune 6

BASIC ENGINE COMPONENTS

04-Aug-16 Prof. Sangamesh Bhure, Mech Dept, SIT Pune 7

• Cylinder Block : Body of the engine containing cylinders, made of cast iron or
aluminium.
• Cylinder : The circular cylinders in the engine block in which the pistons
reciprocate back and forth.
• Cylinder Head : The piece which closes the end of the cylinders, usually
containing part of the clearance volume of the combustion chamber.
• Combustion chamber: The end of the cylinder between the head and the piston
face where combustion occurs.
• The size of combustion chamber continuously changes from minimum
volume when the piston is at TDC to a maximum volume when the piston at
BDC.

04-Aug-16 Prof. Sangamesh Bhure, Mech Dept, SIT Pune 8

• Crankshaft : Rotating shaft through which engine work output is supplied to
external systems.
• The crankshaft is connected to the engine block with the main bearings.
• It is rotated by the reciprocating pistons through the connecting rods
connected to the crankshaft, offset from the axis of rotation. This offset is
sometimes called crank throw or crank radius.
• Connecting rod : Rod connecting the piston with the rotating crankshaft, usually
made of steel or alloy forging in most engines but may be aluminum in some
small engines.
• Piston rings: Metal rings that fit into circumferential grooves around the piston
and form a sliding surface against the cylinder walls.

04-Aug-16 Prof. Sangamesh Bhure, Mech Dept, SIT Pune 9

• Camshaft : Rotating shaft used to push open valves at the proper time in the
engine cycle, either directly or through mechanical or hydraulic linkage (push
rods, rocker arms, tappets) .
• Push rods : The mechanical linkage between the camshaft and valves on
overhead valve engines with the camshaft in the crankcase.
• Crankcase : Part of the engine block surrounding the crankshaft.
• In many engines the oil pan makes up part of the crankcase housing.
• Exhaust manifold : Piping system which carries exhaust gases away from the
engine cylinders, usually made of cast iron.

04-Aug-16 Prof. Sangamesh Bhure, Mech Dept, SIT Pune 10

• Intake manifold :Piping system which delivers incoming air to the cylinders,
usually made of cast metal, plastic, or composite material.
• In most SI engines, fuel is added to the air in the intake manifold system
either by fuel injectors or with a carburetor.
• The individual pipe to a single cylinder is called runner.
• Carburetor : A device which meters the proper amount of fuel into the air flow by
means of pressure differential.
• For many decades it was the basic fuel metering system on all automobile
(and other) engines.
• Spark plug : Electrical device used to initiate combustion in an SI engine by
creating high voltage discharge across an electrode gap.

04-Aug-16 Prof. Sangamesh Bhure, Mech Dept, SIT Pune 11

• Exhaust System: Flow system for removing exhaust gases from the cylinders,
treating them, and exhausting them to the surroundings.
• It consists of an exhaust manifold which carries the exhaust gases away from
the engine, a thermal or catalytic converter to reduce emissions, a muffler to
reduce engine noise, and a tailpipe to carry the exhaust gases away from the
passenger compartment.
• Flywheel : Rotating mass with a large moment of inertia connected to the crank
shaft of the engine.
• The purpose of the flywheel is to store energy and furnish large angular
momentum that keeps the engine rotating between power strokes and
smoothen out engine operation.

04-Aug-16 Prof. Sangamesh Bhure, Mech Dept, SIT Pune 12

• Fuel injector : A pressurized nozzle that sprays fuel into the incoming air (SI
engines )or into the cylinder (CI engines).
• Fuel pump : Electrically or mechanically driven pump to supply fuel from the fuel
tank (reservoir) to the engine.
• Glow plug : Small electrical resistance heater mounted inside the combustion
chamber of many CI engines, used to preheat the chamber enough so that
combustion will occur when first starting a cold engine.
• The glow plug is turn off after the engine is started.
• Starter : Several methods are used to start IC engines. Most are started by use of
an electric motor (starter) geared to the engine flywheel. Energy is supplied from
an electric battery.

04-Aug-16 Prof. Sangamesh Bhure, Mech Dept, SIT Pune 13

04-Aug-16 Prof. Sangamesh Bhure, Mech Dept, SIT Pune 14
Basic Engine Terminology
• Top Dead Centre (TDC)
• Bottom Dead Centre (BDC)
• Cylinder Bore
• Stroke Length
• Swept /Displacement Volume
• Clearance Volume
• Compression Ratio

04-Aug-16 Prof. Sangamesh Bhure, Mech Dept, SIT Pune 15

• Top Dead Center (TDC): Position of the piston when it stops at the furthest point
away from the crankshaft.
• Top because this position is at the top of the engines (not always), and
dead because the piston stops as this point. Because in some engines
TDC is not at the top of the engines(Ex: horizontally opposed engines,
radial engines, etc.) Some sources call this position Head End Dead
Center (HEDC).
• Some source call this point TOP Center (TC).
• When the piston is at TDC, the volume in the cylinder is a minimum
called the clearance volume.

04-Aug-16 Prof. Sangamesh Bhure, Mech Dept, SIT Pune 16

• Bottom Dead Center (BDC): Position of the piston when it stops at the point
closest to the crankshaft.
• Some sources call this Crank End Dead Center (CEDC) because it is not
always at the bottom of the engine. Some source call this point Bottom
Center (BC).
• Stroke : Distance traveled by the piston from one extreme position to the other :
TDC to BDC or BDC to TDC.
• Bore :It is defined as cylinder diameter or piston face diameter; piston face
diameter is same as cylinder diameter( minus small clearance).
• L/D ratio: =1 square engine
<1 over square engine
>1 under square engine
04-Aug-16 Prof. Sangamesh Bhure, Mech Dept, SIT Pune 17
• Swept volume/Displacement volume : Volume displaced by the piston as it
travels through one stroke.
• Swept volume is defined as stroke times bore.
• Displacement can be given for one cylinder or entire engine (one cylinder
times number of cylinders).
• Clearance volume : It is the minimum volume of the cylinder available for the
charge (air or air fuel mixture) when the piston reaches at its outermost point
(top dead center or outer dead center) during compression stroke of the cycle.
• Minimum volume of combustion chamber with piston at TDC.
• Compression ratio : The ratio of total volume to clearance volume of the cylinder
is the compression ratio of the engine.
• Typically compression ratio for SI engines varies form 8 to 12 and for CI
04-Aug-16 engines it varies fromProf.
12Sangamesh
to 24Bhure, Mech Dept, SIT Pune 18
4-Stroke Engine Intake Exhaust

04-Aug-16 Prof. Sangamesh Bhure, Mech Dept, SIT Pune 19

WORKING OF 4- STROKE ENGINE
• Suction/Intake stroke: Intake of air fuel
mixture in cylinder through intake manifold.
• The piston travel from TDC to BDC with the
intake valve open and exhaust valve closed.
• This creates an increasing volume in the
combustion chamber, which in turns creates a
vacuum.
• The resulting pressure differential through the
intake system from atmospheric pressure on
the outside to the vacuum on the inside
causes air to be pushed into the cylinder.
• As the air passes through the intake system
fuel is added to it in the desired amount by
means of fuel injectors or a carburetor.

04-Aug-16 Prof. Sangamesh Bhure, Mech Dept, SIT Pune 20

• Compression stroke: When the
piston reaches BDC, the intake
valve closes and the piston travels
back to TDC with all valves closed.
• This compresses air fuel mixture,
raising both the pressure and
temperature in the cylinder.
• Near the end of the compression
stroke the spark plug is fired and the
combustion is initiated.

04-Aug-16 Prof. Sangamesh Bhure, Mech Dept, SIT Pune 21

COMBUSTION
• Combustion of the air-fuel mixture occurs in a very short but finite
length of time with the piston near TDC (i.e., nearly constant volume
combustion).
• It starts near the end of the compression stroke slightly before TDC
and lasts into the power stroke slightly after TDC.
• Combustion changes the composition of the gas mixture to that of
exhaust products and increases the temperature in the cylinder to a
high value.
• This in turn increases the pressure in the cylinder to a high value.

04-Aug-16 Prof. Sangamesh Bhure, Mech Dept, SIT Pune 22

• Expansion stroke/Power stroke
: With all valves closed the high
pressure created by the
combustion process pushes the
piston away from the TDC.
• This is the stroke which produces
work output of the engine cycle.
• As the piston travels from TDC to
BDC, cylinder volume is increased,
causing pressure and temperature
to drop.

04-Aug-16 Prof. Sangamesh Bhure, Mech Dept, SIT Pune 23

EXHAUST BLOW DOWN
• Late in the power stroke, the exhaust valve is opened and exhaust blow down
occurs.
• Pressure and temperature in the cylinder are still high relative to the
surroundings at this point, and a pressure differential is created through the
exhaust system which is open to atmospheric pressure.
• This pressure differential causes much of the hot exhaust gas to be pushed out of
the cylinder and through the exhaust system when the piston is near BDC.
• This exhaust gas carries away a high amount of enthalpy, which lowers the cycle
thermal efficiency.
• Opening the exhaust valve before BDC reduces the work obtained but is required
because of the finite time needed for exhaust blow down.

04-Aug-16 Prof. Sangamesh Bhure, Mech Dept, SIT Pune 24

• Exhaust stroke: By the time piston
reaches BDC, exhaust blowdown is
complete, but the cylinder is still full
of exhaust gases at approximately
atmospheric pressure.
• With the exhaust valve remaining open,
the piston travels from BDC to TDC in the
exhaust stroke.
• This pushes most of the remaining
exhaust gases out of the cylinder into the
exhaust system at about atmospheric
pressure, leaving only that trapped in the
clearance volume when the piston
reaches TDC.

04-Aug-16 Prof. Sangamesh Bhure, Mech Dept, SIT Pune 25

4- STROKE COMPRESSION IGNITION ENGINE

04-Aug-16 Prof. Sangamesh Bhure, Mech Dept, SIT Pune 26

4- STROKE CI ENGINE
• Intake/Suction Stroke : The same as the intake stroke in an SI engine with one
major difference : no fuel is added to the incoming air
• Compression Stroke : The same as in an SI engine except that only air is
compressed and compression is to higher pressures and temperature.
• Late in the compression stroke fuel is injected directly into the combustion chamber, where it
mixes with very hot air.
• This causes the fuel to evaporate and self ignite, causing combustion to start.
• Combustion is fully developed by TDC and continues at about constant pressure until fuel
injection is complete and the piston has started towards BDC.
• Expansion/Power stroke : The power stroke continues as combustion ends and
the piston travels towards BDC.
• Exhaust blowdown same as with an SI engine.
• Exhaust stroke : Same as with an SI engine.
04-Aug-16 Prof. Sangamesh Bhure, Mech Dept, SIT Pune 27
2-STROKE ENGINE

Transfer Exhaust
Port

Intake

Reed
Valve

04-Aug-16 Prof. Sangamesh Bhure, Mech Dept, SIT Pune 28

IDEAL OTTO CYCLE
The Ideal Otto Cycle consists of
following operations:
• 1-2 : Adiabatic Compression
• 2-3 : Const. Vol. Heat Addition
• 3-4 : Adiabatic Expansion
• 4-1 : Const. Vol. Heat Rejection

04-Aug-16 Prof. Sangamesh Bhure, Mech Dept, SIT Pune 29

IDEAL DIESEL CYCLE
The Ideal Diesel Cycle consists of
following operations:
• 1-2 : Adiabatic Compression
• 2-3 : Const. Pr. Heat Addition
• 3-4 : Adiabatic Expansion
• 4-1 : Const. Vol. Heat Rejection

04-Aug-16 Prof. Sangamesh Bhure, Mech Dept, SIT Pune 30

ACTUAL COMBUSTION SI ENGINE

04-Aug-16 Prof. Sangamesh Bhure, Mech Dept, SIT Pune 31

COMPARISION BETWEEN IDEAL AND ACTUAL CYCLE

04-Aug-16 Prof. Sangamesh Bhure, Mech Dept, SIT Pune 32

VALVE TIME DIAGRAM
• Valve timing is the precise timing of the
opening and closing of the valves.
• Near the end of the exhaust stroke before
TDC, the intake valve starts to open, so
that it is fully open by TDC when the new
intake stroke starts the next cycle.
• Near TDC the exhaust valve starts to close
and finally is fully closed sometime after
TDC.
• This period when both the intake valve
and exhaust valve are open is called valve
overlap, it can be clearly seen in valve
timing chart given below.

04-Aug-16 Prof. Sangamesh Bhure, Mech Dept, SIT Pune 33

COMPARISON OF VALVE TIME DIAGRAM

04-Aug-16 Prof. Sangamesh Bhure, Mech Dept, SIT Pune 34

VARIATION OF SPEED

04-Aug-16 Prof. Sangamesh Bhure, Mech Dept, SIT Pune 35

VALVE TIME DIAGRAM OF 2- STROKE ENGINE

04-Aug-16 Prof. Sangamesh Bhure, Mech Dept, SIT Pune 36

P-Θ DIAGRAM

04-Aug-16 Prof. Sangamesh Bhure, Mech Dept, SIT Pune 37

IDEAL DUAL CYCLE
The Ideal Dual Cycle consists of
following operations:
• 1-2 : Adiabatic compression
• 2-3 : Addition of heat at constant
volume.
• 3-4 : Addition of heat at constant
pressure.
• 4-5 : Adiabatic expansion.
• 5-1 : Rejection of heat at constant
volume.

04-Aug-16 Prof. Sangamesh Bhure, Mech Dept, SIT Pune 38

CORNOT CYCLE
The Ideal Dual Cycle consists of
following operations:
• A-B : Isothermal Heat Addition
• B-C : Adiabatic Expansion
• C-D : Isothermal Heat Rejection
• D-A : Adiabatic Compression

04-Aug-16 Prof. Sangamesh Bhure, Mech Dept, SIT Pune 39

IDEAL STIRLING CYCLE
The Ideal Stirling Cycle consists of
following operations:
• 1-2 : Isothermal Expansion
• 2-3 : Const. Vol. Heat Rejection
• 3-4 : Isothermal compression
• 4-1 : Const. Vol. Heat Addition

04-Aug-16 Prof. Sangamesh Bhure, Mech Dept, SIT Pune 40

IDEAL ERICSON CYCLE
• The Ideal Ericson Cycle consists
of following operations:
• 3 - 4 : Isothermal compression
• 4 - 1 : Isobaric heat addition
• 1 - 2 : Isothermal expansion
• 2 - 3 : Isobaric heat removal

04-Aug-16 Prof. Sangamesh Bhure, Mech Dept, SIT Pune 41

COMPARISION OF SI AND CI ENGINE
Parameters SI Engine CI Engine
Working Cycle Otto Cycle Diesel Cycle
Fuel Gasoline Diesel
Introduction of fuel Start of Suction Stroke End of Compression Stroke
Load Control Air-Fuel Mixture Fuel
Ignition Spark Ignition Compression Ignition
Compression Ratio 6 - 10 14 - 20
Thermal Efficiency Less More
Mechanical Efficiency more Less
Speed More( about 3000 RPM) Less (500 – 1500 RPM)
Weight Less weight More Weight
Maintenance cost Less More
Startabality Easy Difficult
Running
04-Aug-16 Cost More Prof. Sangamesh Bhure, Less
Mech Dept, SIT Pune 42
DIFFERENCE BETWEEN 2-STROKE AND 4-STROKE
Parameter FOUR STROKE ENGINE TWO STROKE ENGINE
Cycle time Four piston strokes Only two piston strokes
No. of revolution Two complete revolutions of crank Only one complete revolution of crank shaft
CAM Actuation Equal to half of the speed of engine crank shaft . No Cam System, however opening and closing of Port
controlled by Piston position
Power produced Every alternate revolution of crank shaft. Number of power Every revolution of crank shaft. Number of power stroke/min.
stroke/min. n=N/2 n=N
Flywheel weight The power is developed in every alternate revolution, hence The power is developed in every revolution , hence lighter
heavy fly wheel is required . flywheel is required .
Space Package These engines are Heavier, larger and required more space. These engine are lighter more compact and require less space.

Valve Actuation The inlet and exhaust valve are require and they are operated In place of valve, ports are used which opens and close by
by valve operated by valve operating mechanism. motion of piston itself.
Lubrication Lubricating oil consumption is less . Lubricating oil consumption is more because lubricating oil is
mixed with fuel.
Volumetric Efficiency High Low
Thermal Efficiency High Low
Mechanical Efficiency Low because of more number of moving parts . High because of less number of moving parts .
Application In High Power Application Where more space is available like In Low Power Application Where less space is available like
Cars , Truck, Tractors , Buses etc . Mopeds ,Scooters ,Motor cycle etc .
04-Aug-16 Prof. Sangamesh Bhure, Mech Dept, SIT Pune 43
APPLICATIONS OF IC ENGINE
• 2-Stroke Gasoline:
• Small scooters mopeds (100-150cc)
• Higher fuel consumptions are acceptable(loss due to scavenging at higher operating
speed
• 2-Stroke Diesel:
• Very high power diesel engine
• Ship propulsion
• Size (bore 800-900mm ) BP 37000kW
• 4-Stroke Gasoline:
• High power motor cycles(400-4000kW)
• 4-Stroke Diesel:
• Current transportation vehicles(100-35000kW)
04-Aug-16 Prof. Sangamesh Bhure, Mech Dept, SIT Pune 44
PERFORMANCE PARAMETERS
VC TC
• Piston speed B
• Power and Torque
L
• Mechanical Efficiency
• Mean effective Pressure
BC
• Air-Fuel Ratio
• Volumetric Efficiency
• Specific Fuel Consumption s
l
• Specific power output
• Combustion Efficiency
• Thermal Efficiency q
• Arbitrary Efficiency a
• Heat Balance

04-Aug-16 Prof. Sangamesh Bhure, Mech Dept, SIT Pune 45

ENGINE GEOMETRY
VC
B
TC 
s  a cosq  l  a sin q 2 2 2

1/ 2

Cylinder volume when piston at TC (s=l+a) defined as

L the clearance volume Vc

BC The cylinder volume at any crank angle is:

B 2
V  Vc  (l  a  s )
l 4
s
Maximum displacement, or swept, volume:

B 2
Vd  L
q 4
a Compression ratio:
VBC Vc  Vd
rc  
VTC Vc
04-Aug-16 For most engines B ~ L (square engine)
Prof. Sangamesh Bhure, Mech Dept, SIT Pune 46
MEAN AND INSTANTANEOUS PISTON SPEEDS
s  a cosq  l  a sin q  2 2 2 1/ 2
VC
TC
B Average and instantaneous piston speeds are:

L U p  2 LN
ds
BC Up 
dt
Where N is the rotational speed of the crank shaft in
l units revolutions per second
s
Up   cosq 
 sin q 1  
q
Up 2  
l / a 2  sin 2 q 1/ 2


a Average piston speed for standard auto engine is about

15 m/s. Ultimately limited by material strength.
Therefore engines with large strokes run at lower
speeds those with small strokes can run
04-Aug-16 Prof. Sangamesh at higher
Bhure, Mechspeeds.
Dept, SIT Pune 47
PISTON SPEEDS vs CRANK ANGLE

R = l/a

04-Aug-16 Prof. Sangamesh Bhure, Mech Dept, SIT Pune 48

ENGINE TORQUE AND POWER
• Torque is measured using a
dynamometer.
• The torque exerted by the engine
b
is:
Stator
Force F T = F b with units: J
Rotor
• The power (W/t) delivered by the
engine turning at a speed N and
N absorbed by the dynamometer is:
Load cell
W/t =  T = (2 N) T
w/units: (rad/rev)(rev/s)(J) = Watt
• Note:  is the shaft angular
velocity with units: rad/s
04-Aug-16 Prof. Sangamesh Bhure, Mech Dept, SIT Pune 49
INDICATED WORK
• Given the cylinder pressure data
over the operating
WA > 0 cycle of the engine one can
calculate the work done
by the gas on the piston.
WB < 0 • The indicated work per cycle is
Wi   PdV

Compression Power Exhaust Intake

W<0 W>0 W<0 W>0

04-Aug-16 Prof. Sangamesh Bhure, Mech Dept, SIT Pune 50

INDICATED POWER (IP)
• Indicated power:
IP = W/ti = Wi N / nR w/units: (kJ/cycle) (rev/s) / (rev/cycle)
where N – crankshaft speed in rev/s
nR – number of crank revolutions per cycle
= 2 for 4-stroke
= 1 for 2-stroke
• Power can be increased by increasing:
• the engine size, Vd
• compression ratio, rc
• engine speed, N

04-Aug-16 Prof. Sangamesh Bhure, Mech Dept, SIT Pune 51

MECHANICAL EFFICIENCY
• Some of the power generated in the cylinder is used to overcome
engine friction. The Friction power(FP) is used to describe these
losses:
FP = IP - BP
• Friction power can be measured by motoring the engine.
• The mechanical efficiency is defined as:
m = BP / IP = 1- (FP / IP )
• Mechanical efficiency depends on throttle position, engine design,
and engine speed. Typical values for car engines at WOT are 90%
@2000 RPM and 75% @ max speed.
04-Aug-16 Prof. Sangamesh Bhure, Mech Dept, SIT Pune 52
POWER AND TORQUE vs ENGINE SPEED
Rated brake power
• There is a maximum in the brake power
versus engine speed called the rated
brake power.
1 kW = 1.341 hp
• At higher speeds brake power decreases
as friction power becomes significant
compared to the indicated power
• There is a maximum in the torque versus
Max brake torque speed called maximum brake torque
(MBT).
• Brake torque drops off: at lower speeds
do to heat losses at higher speeds it
becomes more difficult to ingest a full
charge of air.
04-Aug-16 Prof. Sangamesh Bhure, Mech Dept, SIT Pune 53
INDICATED MEAN EFFECTIVE PRESSURE (IMEP)
• Indicated mean effective pressure (imep) : It is a fictitious constant pressure that
would produce the same work per cycle if it acted on the piston during the power
stroke.
imep = Wi / Vd = (IP nR) / (Vd N)
IPi = imep Vd N / nR = imep Ap Up / (2 nR)
• imep does not depend on engine speed, just like torque
• imep is a better parameter than torque to compare engines for design and output
because it is independent of engine speed, N, and engine size, Vd.
• Brake mean effective pressure (bmep) is defined as:
W 2  T  nR bmep  Vd
bmep  b   T
Vd Vd 2  nR
04-Aug-16 Prof. Sangamesh Bhure, Mech Dept, SIT Pune 54
MAXIMUM BMEP

Wb 2  T  nR
bmep  
Vd Vd

• The maximum bmep is obtained at WOT at a particular engine speed,

closing the throttle decreases the bmep
• For a given displacement, a higher maximum bmep means more torque
• For a given torque, a higher maximum bmep means smaller engine
• Higher maximum bmep means higher stresses and temperatures in the
engine hence shorter engine life, or bulkier engine.
• For the same bmep 2-strokes have almost twice the power of 4-stroke

04-Aug-16 Prof. Sangamesh Bhure, Mech Dept, SIT Pune 55

AIR-FUEL RATIO
• For combustion to take place, the proper ratio of air and fuel must be
present in the cylinder.
• The air-fuel ratio is defined as
• AF = ma/mf = m/ta/m/tf
• The ideal AF is about 15:1, with homogenous combustion possible in
the range of 6 to 19.
• For a SI engine the AF is in the range of 12 to 18 depending on the
operating conditions.
• For a CI engine, where the mixture is highly non-homogeneous and
the AF is in the range of 18 to 70.

04-Aug-16 Prof. Sangamesh Bhure, Mech Dept, SIT Pune 56

VOLUMETRIC EFFICIENCY
• Due to the short cycle time and flow restrictions less than ideal
amount of air enters the cylinder.
• The effectiveness of an engine to induct air into the cylinders is
measured by the volumetric efficiency which is the ratio of actual
air inducted divided by the theoretical air inducted:
v = ma / (a Vd) = nR m/ta / (a Vd N)
• where ra is the density of air at atmospheric conditions Po, To for an
ideal gas ra =Po / RaTo and Ra = 0.287 kJ/kg-K (at standard conditions
ra= 1.181 kg/m3)
• Typical values for WOT are in the range 75%-90%, and lower when
the throttle is closed

04-Aug-16 Prof. Sangamesh Bhure, Mech Dept, SIT Pune 57

SPECIFIC FUEL CONSUMPTION (SFC)
• For transportation vehicles fuel economy is generally given as
mpg, or liters/100 km.
• In engine testing the fuel consumption is measured in terms of
the fuel mass flow rate m/tf.
• The specific fuel consumption, sfc, is a measure of how
efficiently. The fuel supplied to the engine is used to produce
power,
bsfc = m/BP*tf isfc = m/IP*tf w/units: g/(kW hr)
• Clearly a low value for sfc is desirable since at a given power
level less fuel will be consumed

04-Aug-16 Prof. Sangamesh Bhure, Mech Dept, SIT Pune 58

BRAKE SPECIFIC FUEL CONSUMPTION vs SIZE
• BSFC decreases with engine size
due to reduced heat losses
from gas to cylinder wall.
• Note: cylinder surface to volume
ratio increases with bore
diameter.

cylinder surface area 2rL 1

 2 
cylinder volume r L r

04-Aug-16 Prof. Sangamesh Bhure, Mech Dept, SIT Pune 59

BRAKE SPECIFIC FUEL CONSUMPTION vs SPEED
• There is a minimum in the bsfc
versus engine speed curve
• At high speeds the bsfc increases
due to increased friction
• At lower speeds the bsfc increases
due to increased time for heat
losses from the gas to the cylinder
and piston wall
• Bsfc increases with compression
ratio due to higher thermal
efficiency

04-Aug-16 Prof. Sangamesh Bhure, Mech Dept, SIT Pune 60

PERFORMANCE MAPS
• Performance map is used to
display the bsfc over the engines
bmep@WOT
full load and speed range. Using
a dynamometer to measure the
torque and fuel
• Mass flow rate:
bmep = 2 T nR / Vd
BP = 2 N T
bsfc = m/ BP*t

Constant bsfc contours from a two-liter four cylinder SI engine

04-Aug-16 Prof. Sangamesh Bhure, Mech Dept, SIT Pune 61

COMBUSTION EFFICIENCY
• The time for combustion in the cylinder is very short so not all the fuel may
be consumed or local temperatures may not support combustion
• A small fraction of the fuel may not react and exits with the exhaust gas
• The combustion efficiency is defined as actual heat input
divided by theoretical heat input:
c = Qin/ (mf QHV) = Q/tin / (m/tf QHV)
Where,
Qin = heat added by combustion per cycle
mf = mass of fuel added to cylinder per cycle
QHV = heating value of the fuel (chemical energy per unit mass)
04-Aug-16 Prof. Sangamesh Bhure, Mech Dept, SIT Pune 62
THERMAL EFFICIENCY
• th = work per cycle / heat input per cycle
th = W / Qin = W / (c*mf*QHV)
• th = power out/rate of heat input
th = W/t/Q/tin = W/t/(c*m/tf*QHV)
• Thermal efficiencies can be given in terms of brake or indicated
values
• Indicated thermal efficiencies are typically 50% to 60% and brake
thermal efficiencies are usually about 30%

04-Aug-16 Prof. Sangamesh Bhure, Mech Dept, SIT Pune 63

ARBITRARY EFFICIENCY
o = Wb / (mf*QHV) = BP / (mf*QHV)

• Note: o is very similar to th, the difference is that th takes into
account only the actual fuel combusted.
Recall that sfc = m/ BP*tf
Thus,
o = 1 / (sfc*QHV)

04-Aug-16 Prof. Sangamesh Bhure, Mech Dept, SIT Pune 64

HEAT BALANCE SHEET

04-Aug-16 Prof. Sangamesh Bhure, Mech Dept, SIT Pune 65

SPECIFICATIONS

04-Aug-16 Prof. Sangamesh Bhure, Mech Dept, SIT Pune 66