Lecture-5

Prepared under
QIP-CD Cell Project

Internal Combustion Engines

Ujjwal K Saha, Ph.D.

Department of Mechanical Engineering

Indian Institute of Technology Guwahati

1

Chem.Energy

Thermal Energy

Mech. Work

Losses
Energy in Fuel

Heat

Not wholly convertible

to drive the piston
Loss
to
coolant,
radiation and exhaust

Remainder is converted to Power (to drive

the piston), and this is the indicated power.

Transmission Loss

(from piston to crankshaft

via the connecting rod)

Friction loss
Pumping loss

fp

ip fp= bp
The brake power is always less than the

indicated power because of frictional losses.

Indicated power (ip), is the power actually

developed in the cylinder.

Brake power (bp), is the output power

measured at the crankshaft.

Indicated power (ip) can be expressed as

( imep ) LAnK
ip =
601000
where, ip = indicated power (kW)
imep = indicated mean effective pressure (kN/m2)
L = length of stroke (m)
A = cross-sectional area of piston (m2)
n = number of power strokes
n=N/2 for four strokes, and n=N for two-strokes
N = crankshaft speed (revolutions per minute)
and
K = number of cylinders

Brake power (bp) can be expressed as

(bmep ) LAnK
bp =
601000
Brake power (bp) obtained at the output shaft can
also be related as

2 NT
bp =
601000
where bp = brake power (kW)
N = crankshaft speed (revolutions per minute)
and
T = engine torque (N-m)
5

Specific Fuel Consumption: It is defined as the

fuel flow rate per unit power output, and can be
expressed as

sfc =

m f
P

Depending upon whether it is brake power or

indicated power, the terms brake specific fuel
consumption (bsfc), or indicated specific fuel
consumption (isfc) is used. Accordingly,

bsfc =

m f
bp

& isfc =

m f
ip

sfc is a measure of how efficiently the fuel supplied

to the engine is used to produce power. Clearly, a
low value of sfc is desirable since for a given power
level less fuel is consumed.
6

Brake Specific Fuel Consumption vs Engine Size

bsfc
generally
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 2rL 1

= 2
cylinder volume
r L r

Brake Specific Fuel Consumption vs Engine Speed

There
is
a
minimum in the bsfc
versus engine speed
curve
At

high speeds the

bsfc increases due
to increased friction
losses.
At lower speeds, the bsfc increases due to
increased time for heat losses from the gas to the
cylinder and piston wall, and thus a smaller ip
As compression ratio is increased, fuel consumption
decreases due to greater thermal efficiency

Engine Efficiency
Efficiency is the relation between the power
delivered and the power that could be obtained if
the engine operates without loss of power.

Engine efficiency can be calculated two ways viz.,

Thermal efficiency and

Mechanical efficiency.

Combustion Efficiency
As time available for combustion is very short, a
small fraction of fuel does not react and exits with
the exhaust flow.

A Combustion Efficiency is defined to account for

the fraction of fuel burnt, and typically has values in
the range of 95 % to 98 % when an engine is
operating properly.

Qin = m f Q f c

where mf = mass of fuel

Q f = calorific value of fuel
c = combustion efficiency

Q in = m f Q f c
10

Thermal Efficiency: It is the ratio of power produced

to the energy in the fuel burned to produce this
power, and can be expressed as

P
th =
 f Qf
m
Depending upon whether it is brake power or indicated
power, the terms brake thermal efficiency or indicated
thermal efficiency is used. Accordingly, following two
expressions can be used.

bth

bp
=
;
 fQf
m

ith

ip
=
 fQ f
m

where m f = fuel mass flow rate

Q f = calorific value of fuel
11

Mechanical efficiency:

bp
m =
ip
Mechanical efficiency usually lies between 80 to
90 %. It can also be defined as the ratio of brake
thermal efficiency to indicated thermal efficiency.
It also follows that

isfc bth
m =
=
bsfc ith
12

Air-Fuel Ratio:

A ma
=
F
mf

A m a
=
F m f
SI engines may have A/F ratio in the range of 12 to 18
based on the operating conditions such as starting,
accelerating, cruising etc.
CI engines, on the other hand, may have A/F ratio in
the range of 18 to 70.

13

Chemically Correct or Stoicheometric F/A: The

mixture that contains optimum proportion of fuel
air ratio.

= Equivalence Ratio
=

Actual F

Ratio

Stoicheometric F

Ratio

= 1; Chemically Correct
1; Lean M ixture
1 ; Rich M ixture
SI engines :12 A 18

SI engines :0.056 F 0.083

CI engines :18 A 70

CI engines :0.014 F 0.056

14

Volumetric Efficiency: The power output of an

engine depends directly on the amount of charge
that can be inducted in the cylinder.
This is often referred to as the breathing capacity
of the engine, and is expressed quantitatively as
volumetric efficiency.
It can be defined as the ratio of the volume of air
induced to the swept volume of the cylinder, and
can be expressed as

ma
v =
a vd
nm a
v =
a vd N

where, ma = mass of air into the engine in one cycle (kg)

m a = mass flow rate of air into the engine (kg/s)
a = air density at atmospheric conditions (kg/ m3)
Vd = displaced volume (m3)
N = engine speed (revolutions per minute)
and
n = number of revolutions per cycle
15

Volumetric Efficiency:

Actual mass of ch arg e inducted

v =
Theoretical mass of ch arg e inducted
Actual mass is always less than theoretical mass
because of pressure losses in the ducting system
and due to heat transfer (process is not adiabatic).
The volumetric efficiency for a normally aspirated
engine is about 80 %, and this value can be
increased by supercharging or turbocharging
methods.

16

Improving Volumetric Efficiency:

Modifying the intake passages that make it easier

for the mixture to flow through as shown in Figure.
Other changes include reshaping ports to smooth
bends, reshaping the back of the valve heads, or
polishing the inside of the ports.

17

Engine weight w
=
Specific Weight =
Engine power bp
Indicates the relative economy
with which materials are used.

Engine volume Vd
=
Specific Volume =
Engine power bp
Indicates the relative effectiveness
with which engine space is utilized.

Specific Power =

Engine power
Piston face area ( all pistons )

bp
Ap

Measures the effectiveness with which piston

area is used regardless of cylinder size.
18

Two-stroke Engines:

For
same
power
generation, air input in a
2-stroke engine is greater
than a 4-stroke engine.
As there is a loss in the
scavenging period, the
term volumetric efficiency
(as applied to a 4-stroke
engine) is replaced by the
terms delivery ratio and
charging efficiency.
19

Two-stroke Engines:

Cylinder Volume = Swept Volume = V d

Cylinder M ass = aV d = m c
M ass of Fresh Ch arg e Delivered / Ingested = m i
M ass of Fresh Ch arg e Re tained / Trapped = m t
M ass of Ch arg e Lost ( Short circuiting ) = m i m t
M ass of Ch arg e Trapped ( including Exh . Re siduals ) = m tc
Delivery Ratio:

dr

Charging Efficiency:

dr ce

mi
=
mc
mt
ce =
mc
Because some mixture is
lost out of exhaust port
before it is closed
20

Two-stroke Engines:
Cylinder Volume = Swept Volume = V d
Cylinder M ass = aV d = m c
M ass of Fresh Ch arg e Delivered / Ingested = m i

M ass of Fresh Ch arg e Re tained / Trapped = m t

M ass of Ch arg e Lost ( Short circuiting ) = m i m t
M ass of Ch arg e Trapped ( including Exh . Re siduals ) = m tc

mt
Trapping Efficiency:
te =
mi
mt
Scavenging Efficiency: se =
m tc
Relative Charge:

m tc ce
rc =
=
mc
se
21

Charging Efficiency
= Delivery Ratio x Trapping Efficiency
Charging Efficiency
= Relative Charge x Scavenging Efficiency
Typical values

0.65 dr 0.95
0.50 ce 0.75
0.65 te 0.80
0.75 se 0.90
0.60 rc 0.90
22

Road-Load Power
A

part-load power level useful for testing

car engines is the power required to drive
a vehicle on a level road at a steady
speed.
The road-load power (Pr) is the engine
power needed to overcome rolling
resistance and the aerodynamic drag of
the vehicle.
2
1
Pr = (C R M v g +

C D Av Sv ) Sv
a
2
23

Road-Load Power

2
1
Pr = (C R M v g +

C D Av Sv ) Sv
a
2
where CR = coefficient of rolling resistance (0.012 - 0.015)
Mv = mass of vehicle
g = gravitational acceleration
ra = ambient air density
CD = drag coefficient (for cars: 0.3 - 0.5)
Av = frontal area of the vehicle
Sv = vehicle speed

Modern midsize aerodynamic cars only

need 5-6 kW (7-8 HP) power to cruise at 90

km/hr, hence the attraction of hybrid cars!
24

Summary
Specific volume, specific weight and

specific power are the important

parameters for engines used in
transportation vehicles such as boats,
automobiles, airplanes, where keeping
weight to a minimum is necessary. For
land-based stationary engines, weight
is insignificant.
Modern

automobile engines usually

have brake power per displacement in
the range of 40 to 80 kW/L.
25

Summary
The Honda eight-valve/cylinder V4

motorcycle engine generates about

130 kW/L, an extra example of a highperformance racing car engine.

One

main reason for continued

development in two-stroke engines is
that they produce 40 % greater power
output per unit weight.

26

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