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Engine test parameters

• Mean effective pressure
(Brake & Indicated)
• Efficiencies
• Specific fuel consumption
• Air-fuel ratio
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 Volumetric efficiency, BMEP
Air Mass flow rate of air intake

AF Mass of air intake per cycle ma m m 120
V    a  a
Reference mass mref Vd  0 Vd  0 N
Displaced Volume rpm
Air Exhaust Gases
Atmospheric density
FI
Volumetric efficiency significantly changes with load for SI engines
TDC

BP
Mechanical efficiency   m  BMEP  IMEP  m
IP

BMEP  Work done per unit volume W BP 120

  
Vd Vd N
BDC
2NTB
BP 
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max BMEP  NA SI Engines ~8.5 -10.5 bar BP 120 4TB
For 4-s engines  BMEP   
Vd N Vd
max BMEP  NA CI Engines ~7-9 bar BP 60 2TB
For 2-s engines  BMEP   
Vd N Vd
 For a given engine  BMEP and TB shows same dependence on engine speed (N)
 BMEP is independent of engine size ; TB increases with engine size
 A 2-S engine produces twice the torque for a given BMEP 2
NA  Naturally Aspirated
 Thermal efficiency and specific fuel consumption

Work output W BP
 BT     Fuel consumption rate
Heat input m f QCV m f QCV
Indicated Work WI IP
 IT    
Heat input m f QCV m f QCV
 BT   m IT

Rate of fuel consumption mf 1
bsfc   
Brake power BP  BT QCV

Rate of fuel consumption mf 1
isfc   
Indicated power IP  IT QCV
isfc   mbsfc
Relative efficiency 

THERMAL 1
 REL  OTTO  1 
 AIR  STD rC 1
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 Thermal efficiency and specific fuel consumption
* QCV = 42 MJ/kg

Engine best bsfc (appx.) BTE * rc ηOTTO ηREL

Type (g/kWh) (%) (%) (%)
X(1/3.6X106) kg/kJ
4S-SI 270 32 10 60 53

2S-SI 350 24 10 60 41

CI 200 43 20 70 61

BTE is far below the ideal air-standard efficiency (evident from ηREL values)
 For CI : BTE and ηREL values are high high rc and lean mixture
 For 2S: BTE and ηREL values are low Direct fuel loss in scavenging
For ideal air-standard cycle
 Heat loss is not considered (combustion and expansion)
 Combustion is instantaneous and complete
 Leakage through crevices not considered
 Working fluid is air (ideal gas) with constant sp. heat

The points above gives idea on how the ideal cycle efficiency can be approached 4
 Fuel-Air mixture

How to characterize air-fuel mixture (unburned gas) ?

Fuel-Air ratio (F/A)  mass of fuel / mass of air
Air-Fuel ratio (A/F)  mass of air/ mass of fuel

> (A/F)stoic = 1/(F/A) stoic  Chemically correct (stoichiometric) A/F ratio

> Equivalence ratio (φ) = (F/A)actual/(F/A) stoic = (A/F)stoic /(A/F)actual

φ > 1  rich mixture (excess fuel)

φ < 1  lean mixture (excess air)
φ = 1  stoichiometric mixture (chemically correct mixture)

φ = 1/λ (λ  Excess air ratio)

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 Products of combustion

Equilibrium combustion products (burned gas)

For φ = 1 (stoichiometric mixture)
Fuel + Air  CO2 + H2O +N2
Cx Hy + (x+y/4) (O2 +3.76 N2) = x CO2 + y/2 H2O + 3.76 (x+y/4) N2

For φ > 1 (rich mixture)

Fuel + Air  CO2 + H2O + N2 + CO + Hydrocarbon

Dissociation
For φ < 1 (lean mixture)
Fuel + Air  CO2 + H2O + N2 + O2 + NOX

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 Relationship between parameters
W QA
mep  
Vd Vd
m f QHV
   1.1
Vd
m f QHV ma

maVd
mep
 ( F / A) actual QHV ma
 ( F / A) stoic
Vd ( F / A) stoic 

QHVVVd O
 ( F / A) stoic
Vd

 QHVV O ( F / A) stoic

mep depends on both η and φ 0.6 1 1.4


η also changes with φ
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 Mixture preparation with change of load

Full -Load  requirement is high power   1. 1

High mep

 Rich mixture (φ > 1)

mep

flammability limit
Mid-Load  requirement is high efficiency 

Lean mixture
(within flammability limit)

0.6 1 1.4


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 Air
Air Intake System Air AF Air Filter
Air AF
AF
FI Fuel Injector
AF

Air Exhaust
Air Gases
Air Exhaust Gases

FI Exhaust
M Gases
FI

max BMEP  TC SI Engines ~12-17 bar

NATURALLY ASPIRATED SUPERCHARGED TURBOCHARGED

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High BMEP (Engine downsizing)
THANK YOU

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