INTERNAL COMBUSTION ENGINES AND GAS TURBINES

Prof S. K. Acharya

4/21/12

IS Gasoline-fueled reciprocating piston engine Diesel-fueled reciprocating piston engine Gas turbine Rocket

IS NOT

Steam power plant Solar power plant Nuclear power plant

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ENGINES! BOON OR BANE?

Greatest invention since the wheel? Made transportation easy! Made life easy! Increased pollution Increased fossil fuel consumption
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OR DID IT?

BUT..

WHETHER WE LIKE IT OR NOT. CAN WE DO WITHOUT IT? DO WE HAVE VIABLE ALTERNATIVES? AS OF TODAY WE HAVE NO ANSWER MAY BE FOR AT LEAST 20 YEARS 4/21/12

THINK

SO WE STUDY IT.! And so on to the course:

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Background on IC Engines
An internal combustion is defined as an engine in which the chemical energy of the fuel is released inside the engine and used directly for mechanical work, as opposed to an external combustion engine in which a separate combustor is used to burn the fuel.1 IC engines can deliver power in the range from 0.01 kW to 20x10^3 kW, depending on their displacement.2 4/21/12

History

The internal combustion engine was first conceived and developed in the late 1800s The man who is considered the inventor of the modern IC engine and the founder of the industry is pictured to the right.Nikolaus Otto (1832-1891). Otto developed a fourstroke engine in 1876, most often referred to as

History
The impact on society is quite obvious, almost all travel and transportation is powered by the IC engine: trains, automobiles, airplanes are just a few. The IC engine largely replaced the steam engine at the turn of the century (1900s) Another important cycle is the Diesel cycle developed by Rudolph Diesel in 4/21/12 1897. This cycle is also known as a

CLASSIFICATION OF INTERNAL COMBUSTION ENGINES

VARIOUS TYPES OF ENGINES

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CLASSIFICATION OF INTERNAL COMBUSTION ENGINES

1.

Application Basic Engine Design Operating Cycle Working Cycle Valve/Port Design and Location Fuel Mixture Preparation Ignition Stratification of Charge Combustion Chamber Design Method of Load Control

2. 3. 4. 5. 6. 7. 8. 9. 10.
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11.

CLASSIFICATION OF INTERNAL COMBUSTION ENGINES

1.

1. Application

2.

Automotive: (iii)

(i) (ii)

Car Truck/Bus

Off-highway

2. 3. 4.

Locomotive Light Aircraft Marine: (i) (ii) Outboard Inboard (i) Portable (Domestic)

(iii) Ship 5. 6. Power Generation: (ii) Agricultural: (ii) (i) Fixed (Peak Power) Tractors Dumpers

Pump sets

7. 4/21/12 Earthmoving: (i)

CLASSIFICATION OF INTERNAL COMBUSTION ENGINES

2. Basic Engine Design: 1. Reciprocating (a) line Single Cylinder In(b) Multi-cylinder (I) (ii) Radial Opposed Cylinder
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V (iii) (iv)

(v)

Types of Reciprocating Engines

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CLASSIFICATION OF INTERNAL COMBUSTION ENGINES 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)
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Dual (For the Actual Diesel Engine)

CLASSIFICATION OF INTERNAL COMBUSTION ENGINES

4.

Working Cycle (Strokes)

1.

Four Stroke Cycle:(a) Naturally Aspirated (b)Supercharged/Turbocharged

2.

Two Stroke Cycle: (a) Crankcase Scavenged (b) Uniflow Scavenged (i) Inlet valve/Exhaust Port (ii) Inlet Port/Exhaust Valve

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CLASSIFICATION OF INTERNAL COMBUSTION ENGINES

5. (a) Valve/Port Design 1. 2. 3. 4. 1. 2. 3. 4.
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Poppet Valve Rotary Valve Reed Valve Piston Controlled Porting 5. (b) Valve Location The T-head The L-head The F-head The I-head: (i) Over head Valve (OHV)

CLASSIFICATION OF INTERNAL COMBUSTION ENGINES

6. Fuel 1.Conventional: (a) Crude oil derived (i) Petrol (ii) Diesel (b) Other sources: (i) Coal (ii) Wood (includes bio-mass) (iii)Tar Sands (iv)Shale 2. Alternate: (a) Petroleum derived (ii) LPG (b) Bio-mass Derived (i) Alcohols (methyl and ethyl)
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(i) CNG

(ii) Vegetable oils

CLASSIFICATION OF INTERNAL COMBUSTION ENGINES 7. Mixture Preparation 1. 2. Carburetion Fuel Injection (i) Diesel (ii) Gasoline (a) Manifold (b) Port (c) Cylinder
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CLASSIFICATION OF INTERNAL COMBUSTION ENGINES 8. Ignition 1. Spark Ignition (a) Conventional (i) Battery (ii) Magneto (b) Other methods 2.
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Compression Ignition

CLASSIFICATION OF INTERNAL COMBUSTION ENGINES 9. Charge Stratification Homogeneous Charge (Also Premixed charge)

1.

2. Stratified Charge (i) With carburetion (ii) With fuel injection

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CLASSIFICATION OF INTERNAL COMBUSTION ENGINES

10. Combustion Chamber Design 1. Open Chamber: (i) (ii) Disc type Wedge

(iii) Hemispherical (iv) Bowl-in-piston (v) 2. Other design Divided Chamber: (For CI): (i) Swirl chamber (ii) Pre-chamber (For SI) (i) CVCC
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(ii) Other designs

CLASSIFICATION OF INTERNAL COMBUSTION ENGINES

11. Method of Load Control 1. Throttling: (To keep mixture strength constant) Also called Charge Control Used in the Carbureted S.I. Engine 2. Fuel Control (To vary the mixture strength according to load) Used in the C.I. Engine 3. Combination Used in the Fuel-injected S.I. Engine.
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CLASSIFICATION OF INTERNAL COMBUSTION ENGINES 12. Cooling

1.

Direct Air-cooling Indirect Air-cooling (Liquid Cooling)

2.

.
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Basic Piston Engine Definitions

TDC BDC Stroke Bore Intake valve Exhaust valve

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Harold Schock,

Nomenclature for Engines

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Harold Schock,

Basic Engine Definitions

Clearance volume Displaced volume

V ratio Compressionm x a r = Vm in

VBD C = VTD C

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Harold Schock,

Background on the Otto Cycle

The Otto Cycle has four basic steps or strokes:

1. An intake stroke that draws a combustible mixture of fuel and air into the cylinder 2. A compression stroke with the valves closed which raises the temperature of the mixture. A spark ignites the mixture towards the end of this stroke. 3. An expansion or power stroke. Resulting from combustion. 4. An Exhaust stroke the pushes the burned contents out of the cylinder.

Why
The Otto cycle IC engine has remained fundamentally unchanged, besides slight improvements, for over 100 years. Its popularity has continually increased because

Relatively low cost Favorable power to weight ratio High Efficiency Relative simple and robust operating characteristics Improvements 4/21/12 are mainly lower emissions

Comparing Engines.

mep= work done per unit displacement volume

Or average pressure that results in the same amount of indicated or brake work produced by the engine Scales out effect of engine size Two useful types: imep and bmep

imep: indicated mean effective pressure

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-the net work per unit displacement volume done by the gas during compression and expansion

Common terms used to compare engine performance

Brake power (bp): net power output of an IC engine Torque: A force acting through a radius RPM: engine speed, in rotations per minute Specific fuel consumption (sfc): rate of fuel consumption per unit of brake power

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Mean Effective Pressure

MEP: 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
(Cengel & Boles, 2006)

If the MEP goes up, the cylinder volume can go down and still achieve the same power output
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Mean Effective Pressure, cont.

Indicated MEP (imep): uses the total power output minus the power needed for the intake and exhaust stokes (indicated power) Brake MEP (bmep): the power used to overcome friction in the cylinder is also subtracted; this term is used more often than the imep

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Brake Thermal Efficiency

Brake thermal efficiency: brake power/rate of heat output for complete combustion Brake thermal efficiency=indicated thermal efficiency* mechanical efficiency Mechanical efficiency: related to the amount of power used to overcome friction
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Carnot Efficiency

To see how well our engine is doing, we can compare our brake thermal efficiency to the Carnot efficiency Remember that the Carnot efficiency is the best we can do!

=1-(Tlow/Thigh), where Ts are in absolute scale We could estimate Thigh as our exhaust temperature Tlow is our ambient temperature

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3 1-2 isentropic compression 2-3 constant volume heat transfer 3-4 isentropic expansion 4-1 constant volume heat rejection

4 1

Thermal efficiency of the system:

Wcycle Qin

+ W34 + W12 m[( u3 u4 ) r (u1 u 2 )] (u u ) = = =1 4 1 Q23 m (u 3 u 2 ) (u 3 u 2 ) (u4 u1 ) C (T T ) T T / T 1 =1 v 4 1 =1 1 4 1 (u3 u2 ) Cv (T3 T2 ) T2 T3 / T2 1

For an ideal gas, u=C vT , =1 Since T4 / T1 = T3 / T2 (why?)

= 1

T1 . From isentropic compression relation for an ideal gas T2

k 1

T1 V2 = T2 V 4/21/12 1

V , where r= 1 is the volume compression ratio r k 1 V2 1

100 therm efficiency al 80

( r)

60 40 20 0 0 3 6 9 12 15

Thermal eficiency o an Ottocycle, f f 1 = 1 r

k 1

Typical value of r for a real engine: between 7 and 10

r com pression ratio

The higher the compression ratio, the higher the thermal efficiency. Higher r will led to engine knock (spontaneous ignition) problem.

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Increase the compression ratio

Increase the engine displacement: more power

Compress more air into the cylinder during intake: using supercharger and turbocharger.

Cool the air before allowing it to enter the cylinder: cooler air can expand more, thus, increase the work output.

Reduce resistance during intake and exhaust stages: multiple valve configuration: 4 cylinders/16 valves engine

Fuel injection: do away with the carburetor and 4/21/12 provide precise metering of fuel into the cylinders.

Diesel Cycle
P

T
2 1
v

4 1

2-3: a constant pressure process (instead of a constant volume process) and is the only difference between an idealized Diesel cycle and an idealized Otto cycle.

Fuel injection for an extended period during the power stroke and therefore maintaining a relatively constant pressure. Diesel cycle has a lower thermal efficiency as compared to an Otto cycle under the same compression ratio. In general, Diesel engine has a higher thermal efficiency than spark-ignition engine because the Diesel engine has a much higher compression ratio. Compression-ignition: very high compression ratio 10 to 20 or even higher.
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CI vs. SI Engines

SI engines draw fuel and air into the cylinder. Fuel must be injected into the cylinder at the desired time of combustion in CI engines. Air intake is throttled to the SI engine -- no throttling in CI engines. Compression ratios must be high enough to cause auto-ignition in CI engines. Upper compression ratio in SI engines is limited by the auto-ignition temperature.
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CI vs. SI Engines

Flame front in SI engines smooth and controlled. CI combustion is rapid and uncontrolled at the beginning.

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Diesel vs Otto engine

Advantages Higher thermal efficiency as a consequence of a higher compression ratio (16-20 vs 9-12) needed for the self ignition of the mixture
q

Higher efficiency at part load condition (city driving) because of the different load control with much inferior pumping loss for aspirating air into the cylinder: load control directly by varying the fuel delivery, while in the Otto engine by varying the air through an intake throttle
q q

Less energy spent to produce Diesel fuel Disadvantages

Higher weight for same power delivery, because of higher thermal and mechanical stresses due to higher temperatures and pressures , almost double vs Otto engine, at the end of compression and combustion phases
q

Lower maximum engine speed because a slower combustion process and higher weight of the rotating an oscillating masses
q q

Engine roughness that generates higher structural and airborne vibration/noise.

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Four stroke vs Two-stroke cycle

Advantages
4-stroke engine High volumetric efficiency over a wide engine speed range Low sensitivity to pressure losses in the exhaust system Effective control of the charging efficiency trough appropriate valve timing and intake system design

2-stroke engine Very simple and cheap engine design Low weight Low manufacturing cost Better torsional forces pattern

Disadvantages
4-stroke engine High complexity of the valve control Reduced power density because the work is generated only every second shaft rotation

2-stroke engine Higher fuel consumption Higher HC emissions because of a problematic cylinder scavenging Lower mean effective pressure because of poorer volumetric efficiency Higher thermal load because no gas echange stroke Poor idle because of high residual gas percentage into the cylinder

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EXHAUST GAS RECIRCULATION (EGR) SI AND CI ENGINES

Dilutes Air/Fuel mixture with exhaust gases thereby reducing peak combustion temperatures and NOx formation There are limits to how lean an air-fuel-exhaust gas mixture can be for ignition Ignition systems (spark plugs etc.) and combustion chambers can be designed to improve performance with these lean mixtures

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Exhaust Gas Recirculation

Returns ~ 5% of Exhaust to Intake Charge Displaces Air/Fuel Charge Without Affecting Ratio Reduces Peak Temperature Reduces NOx Emissions

HCCI

Importance

SI engines have very low NOx and PM emissions CI engines have high efficiency Homogeneous Charge Compression Ignition (HCCI) is a promising alternative combustion technology with high efficiency and lower NOx and particulate matter emissions

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Principle

HCCI is characterized by the fact that the fuel and air are mixed before combustion starts and the mixture auto-ignites as a result of the temperature increase in the compression stroke Optical diagnostics research shows that HCCI combustion initiates simultaneously at multiple sites within the combustion chamber and that there is no discernable flame propagation.

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HCCI

1. 2. 3. 4. 5. 6.

POTENTIAL High efficiency, no knock limit on compression ratio. Low NOx and no NOx after treatment systems required. Low PM emissions, no need for PM filter. HCCI provides up to a 15-percent fuel savings, while meeting current emissions standards. HCCI engines can operate on gasoline, diesel fuel, and most alternative fuels. In regards to CI engines, the omission of throttle losses improves HCCI efficiency.

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HCCI

1.

2.

3.

BARRIERS The auto-ignition event is difficult to control, unlike the ignition event in spark -ignition(SI) and diesel engines which are controlled by spark plugs and in-cylinder fuel injectors, respectively. HCCI engines have a small power range, constrained at low loads by lean flammability limits and high loads by incylinder pressure restrictions High HC and CO emissions.

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Multi-Port Fuel Injection

One injector per cylinder Mounts in intake manifold, sprays directly at intake valve Fired in groups or individually (SFI) Ram Tuning for denser air charge Lower A/F temps Leaner mixture during warm-up

The airless, mechanical, or solid injection systems consist of three types.

1.

Individual pump system: This consists of a separate metering and compression pump for each cylinder. Distribution system: This consists of a single pump for compressing the fuel (which may also meter), plus a delivery device for distributing the fuel to the cylinders (which may also meter). Common rail system: A single pump for compressing the fuel, plus a metering element for each cylinder.

2.

3.

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Merits of Fuel Injection in the SI Engine

Absence of Venturi No Restriction in Air Flow/Higher Vol. Eff./Torque/Power Hot Spots for Preheating cold air eliminated/Denser air enters Manifold Branch Pipes Not concerned with Mixture Preparation (MPI) Better Acceleration Response 4/21/12 (MPI)

Merits (Continued)

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Use of Greater Valve Overlap Use of Sensors to Monitor Operating Parameters/Gives Accurate Matching of Air/fuel Requirements: Improves Power, Reduces fuel consumption and Emissions Precise in Metering Fuel in Ports Precise Fuel Distribution Between Cylinders (MPI)

Merits (Continued)

Fuel Transportation in Manifold not required (MPI) so no Wall Wetting Fuel Surge During Fast Cornering or Heavy Braking Eliminated Adaptable and Suitable For Supercharging (SPI and MPI)

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Limitations of Petrol Injection

High Initial Cost/High Replacement Cost Increased Care and Attention/More Servicing Problems Requires Special Servicing Equipment to Diagnose Faults and Failures Special Knowledge of Mechanical and Electrical Systems Needed 4/21/12 to Diagnose and Rectify Faults

Limitations of Petrol Injection (Continued)

Injection Equipment Complicated, Delicate to Handle and Impossible to Service by Roadside Service Units Contain More Mechanical and Electrical Components Which May Go Wrong Increased Hydraulic and Mechanical Noise Due to 4/21/12 Pumping and Metering of Fuel

Limitations of Petrol Injection (Continued)

Very Careful Filtration Needed Due to Fine Tolerances of Metering and Discharging Components More Electrical/Mechanical Power Needed to Drive Fuel Pump and/or Injection Devices More Fuel Pumping/Injection Equip-ment and Pipe Plumbing Required- May be Awkwardly 4/21/12 Placed and Bulky

Dual Fuel System

Mechanical Kit Components Electronic Kit Components

n n n

Converts vehicle to run on up to 80% natural gas and 20% diesel Meets or exceeds CARB/EPA emission standards Retro fit for older engines

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Dual Fuel System Characteristics modifications to the No mechanical or electrical

original diesel engine Diesel system can be either mechanical or electronic controlled

Electronic Control Unit provides complete management of natural gas and diesel simultaneously, for reliable power and emissions control over a wide range of operating conditions.

ECU contains 64-bit core micro-controller for fast calculations of required engine control parameters. The program is stored entirely in flash memory.

No power loss or loss of mileage

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Lean Burn Engine

Lean Air/Fuel mixture as high as 65:1 can be used. Engine can employ higher CR for better performance Efficient fuel use. Low exhaust hydrocarbon emission Can be achieved by GDI It can not reduce Nox Used in heavy duty natural gas ,biogas, LPG engines
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Stratified Charge Engine

In the cylinder air /fuel mixture is layered Used in direct injection system Fuel injection is at the cylinder head or at periphery Rich charge in that area ignites and burns Combustion proceeds to lean area Flame front cools rapidly. Nox is not formed. Extra O2 in lean area combines with CO to form CO2 Also applied to diesel engine Fuel economy 20% 4/21/12 MAZDA, AUDI, MITSUBISI, VOLVO, CITROEN use