AUTO 2102/04D
AUTOMOTIVE ENGINE 2
CHAPTER 3
PERFORMANCE AND OPERATING
CHARACTERISTICS
ENGKU AMIRUL RASHIDIN B. ENGKU ARIFF
Engine Geometry
VC
TDC (
s(q ) = a cosq + r − a sin q
2 2 2
)
1/ 2
B
Cylinder volume when piston at TDC (s=l+a)
S defined as the clearance volume Vc
BDC The cylinder volume at any crank angle is:
B 2
r
V (q ) = Vc + (r + a − s (q ))
s 4
Maximum displacement, or swept, volume:
B 2
q Vd = S
a
4
Compression ratio:
VBDC Vc + Vd
rc = =
For most engines B ~ L (square engine) VTDC Vc
Mean and Instantaneous Piston Speeds
VC
TDC
(
s = a cosq + l − a sin q
2 2 2
)
1/ 2
B
Average and instantaneous piston speeds are:
S
U p = 2 SN
BDC ds
Up =
dt
r Where N is the rotational speed of the crank shaft
s in units revolutions per second
Up cosq
= sin q 1 + 1/ 2
q Up 2 (
(r / a )2 − sin 2 q )
a
Average piston speed for a standard auto engine
is ~15 m/s. Ultimately limited by material strength.
Therefore engines with large strokes run at lower
speeds those with small strokes can run
at higher speeds.
Engine Torque and Power
Torque is measured using a dynamometer.
Stator Force F
Rotor
N
Load cell
Note: w is the shaft angular velocity with units: rad/s
Engine Performance
5
Indicated Work
Given the cylinder pressure data over the operating
cycle of the engine one can calculate the work done
by the gas on the piston.
The indicated work per cycle is
Wi = pdV
WA > 0
WB < 0
Compression Power Exhaust Intake
W<0 W>0 W<0 W>0
Indicated Power
Mechanical Efficiency
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.
Power and Torque versus 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.
Indicated Mean Effective Pressure (IMEP)
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:
Wb 2 T nR bmep Vd
bmep = = → T=
Vd Vd 2 nR
Maximum BMEP
Wb 2 T n
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
Specific Fuel Consumption
• Clearly a low value for sfc is desirable since at a given power
level less fuel will be consumed
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 2BS 1
=
cylinder volume B S S
2
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
Performance Maps
bmep@WOT
Constant bsfc contours from a
two-liter four cylinder SI engine
Combustion Efficiency
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)
Thermal Efficiency
• 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%
Arbitrary Efficiency
(aka fuel conversion efficiency)
Volumetric Efficiency
where ra is the density of air at atmospheric conditions Po, To for an
ideal gas ra =Po / RTo and R = 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.
Air-Fuel Ratio
• 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.