ICE PERFORMANCE & TESTING

Dr P M Meena
(PhD: IIT - Bombay)
Professor
Department of Mechanical Engineering
Faculty of Engineering & Architecture
Presented by Dr P M Meena on 20/02/2021 MBM University, Jodhpur - 342011 (Rajasthan) © Heat Pump Laboratory IITB 1 of 50
 of its control.

SYLLABUS: SYLLABUS
S.I. Engines: Deviation from the ideal cycle, combustion losses, flame development and
Ø
propagation, effects of operating variable on detonation; Detonation rating of engine fuels,
HUCR Dope, preignition combustion chambers, Mechanics of carburetion, MPFI systems,
mixture requirement and combustion.

C.I. Engines: Stages of combustion, Diesel knock, effect of operating variables, knock
rating of C.I. engine fuels, Cetane number; Effect of additives, combustion chambers.
Requirements of fuel injection system and its mechanism, Fuel filters.

Lubrication and Cooling: Forced, splash, by-pass and direct, Blow by and crankcase
dilution.
Air and water cooling, Thermostatic control.

Performance and Testing: High speed indicators, various efficiencies, Morse Test and

Measurement of volumetric efficiency, Effect of atmospheric condition on performance of

I.C. Engines; Supercharging; high altitude problem of I.C. Engines, methods and types of
supercharging; suitability of S.I. and C.I. Engines;

Air Pollution: Vehicular emission, its norms, Causes and control of air pollution from diesel
and petrol engines, catalytic converter.
Introduction to dual fuel and multi-fuel engines; free-piston engine and rotary combustion
Presented by Dr P M Meena on engine.
20/02/2021 © Heat Pump Laboratory IITB 2 of 50
 PERFOMANCE INDICATORS
Ø Indicator is an instrument for getting a graphical representation of pressures within the engine
cylinder, plotted against some functions such as piston position or crank angle. The original
indicator was invented by James Watt and used in his great engineering work on steam engine.
Ø Indicators tell about health of the engine and give information of energy conversion, fuel to heat.
ü 1. Engine indicators, consist of a
§ 1. Pressure sensing device
§ 2. Device for sensing the piston displacement or angular position of crank-pin over a complete cycle
§ 3. Display device can depict both pressure and piston displacement on paper or screen.
ü Some indicators need additional tools, such as pr-amplifier to signify pr-signals before display
ü The main engine indicators are
§ 1. Piston indicator
§ 2. Balanced diaphragm type indicator
§ 3. Electronic indicator
§ 4. Optical indicators etc.
ü Of the above, only electronic indicators are in common use.
Ø Indicator diagrams
§ The device which measures variation of cylinder pressure over a part or full cycle is called an
indicator and the plot of such information is called “Indicator Diagram”.
§ Indicator diagram is the only intermediate record of total liberated energy before measured at output
§ p-V & pr-crank angle p-𝜃 diagrams are two indicator diagrams can be obtained from
Presented by Dr P M Meena on 20/02/2021
the test engine.
© Heat Pump Laboratory IITB 3 of 50
 ENGINE INDICATORS
Ø Electronic Indicators: In order to investigate the cycles or portion, it consists of 4-main parts; a
ü 1. Pressure pick-up
ü 2. Pre-amplifying device
ü 3. Time-base recording device
ü 4. Display unit, CRO.
Ø The pressure pick-up / transducer, generates electric signals (amplified) in the portion of subjected
pressure.
Ø The transducer is fitted in cylinder head like a spark plug. The pressure is picked up with respect to
displacement of diaphragm.
Ø Diaphragm is made very stiff to reduce displacement, hence the inertia effects reduced to
minimum. The displacement of diaphragm is transmitted to transducer element which are further
amplified, recorded and displayed, may be any one of the following types:
§ 1. Piezo electric crystal,
§ 2. electro-magnetic type
§ 3. capacitance type
§ 4. strain gauge-type element

Presented by Dr P M Meena on 20/02/2021 © Heat Pump Laboratory IITB 4 of 50

 PERFORMANCE PARAMETERS
Ø Performance is a relative term, indicates how well engine is doing useful energy conversion into
mechanical work or degree of success with respect to energy supplied. Parameters of evolution are:
ü 1. Engine Power : indicated mean effective pressure (imep), indicated power (IP), brake mean
effective pressure (bmep), brake power (BP), torque (T), friction power (FP)
ü 2. Engine efficiencies (𝜂): air standard efficiency (𝜂as), indicated thermal efficiency (𝜂ith), break
thermal efficiency (𝜂bth), mech efficiency (𝜂m), relative efficiency (𝜂r), volumetric efficiency (𝜂v),
scavenging (𝜂s), scavenging ratio (Rs), charge efficiency (𝜂ch), combustion efficiency (𝜂comb) etc.
ü 3. Temp, pr & mass (mc) of intake charge
ü 4. A/F & compression ratio (r)
ü 5. Sparking or fuel injection timings (ts)
ü 6. Brake specific fuel consumption (bsfc)
ü 7. Engine speed and mean speed of piston (N, Np)
ü 8. Engine load, Specific weight
ü 9. Heat loss and Emissions
Ø Dependent parameters (P, 𝜂, sfc, mc etc.) = f (Independent parameters : N, Np, Load, A/F, r, ts etc.)
Ø The following are the main parameters in evaluating the performance of an IC engine.
ü 1. Max power to torque, 𝜂th & bsfc available at each speed within the range at constant load.
ü 2. Max power or torque, 𝜂th & bsfc available at each load within the range at constant speed.
ü 3. Reliability and durability of the engine for given range of operations.
Presented by Dr P M Meena on 20/02/2021 © Heat Pump Laboratory IITB 5 of 50
 INDICATED MEAN EFFECTIVE PRESSURE, pmi
Ø Pressure inside the engine cylinder varies through the
cycle, therefore a concept of indicated mean effective
pressure measured with indicator diagram obtained
from an instrument named ’indicator’ is defined as,
ü pmi is a theoretical constant pressure (imagined)
exerted during each power stroke to produce
network output equal to the indicated power.
ü So, indicator diagram is a graphical presentation of
p – V variation during the actual working cycle
ü Area under cycle on indicator card is measured by
planimeter or electronic indicator meter.
ü Referring to p-V diagram for ideal 4-stroke S.I.
engine, the mean effective pressure expressed as,
ü Wnet = Pmi × stroke volume (i.e. area 1-2-3-4)
= pmi × (V1 – V2)
!"# $%&' %( )*)+"
ü pmi =
stroke volume
Wnet
ü ∴ 𝑝𝑚𝑖 = (∵ W = 𝑝𝑚𝑖.dV)
(V1 – V2)
,-./ 01 23425/60- 42/7-/8 × :;&<=> ?)@+" &"@A<=>
ü pmi = B.376C 01 23425/60- 42/7-/8
Presented by Dr P M Meena on 20/02/2021 © Heat Pump Laboratory IITB 6 of 50
 MEASUREMENT OF INDICATED POWER
Ø In order to estimate the indicated power of an I.C. engine,
generally the following methods are used,
ü 1. Direct method : by Indicator diagram
ü 2. Indirect methods: by motoring test, measure of
brake + friction power & adding-up them
Ø Direct Method : by Indicator diagram
ü The indicated mean effective pressure is given by
,-./ 01 D3425/60- E2/7-/8 !"# $%&' %( )*)+"
pm = =
V1 – V2
B.376C 01 D3425/60- E2/7-/8
ü The amount of power produced in engine cylinder can
be computed by measurement of forces, pressure inside
the engine cylinder & variation expressed wrt p-v or p-
θ diagrams by measurement of actual pmi on piston,
ü Net indicated work per cycle computed by integrating
the curve to obtain area enclosed 1-2-3-4 in diagram is
Wc.i = ∲[Link]
ü Unshaded area in indicator diagram is a measure of
gross power & dotted area pumping-loss, IP = GP-FP
ü ∴ Indicated power I.P. = pmi × (V1 – V2)
;!"FG!.?
= pmi × Vs =
Presented by Dr P M Meena on 20/02/2021
IJ
W © Heat Pump Laboratory IITB 7 of 50
 MEASUREMENT OF INDICATED POWER…

Ø Indirect methods : by motoring test / measurement of brake power, friction power & adding them
ü Indicated Power : I.P. = B.P. + F.P.
Ø The internal losses in IC engine are of two kinds viz. pumping losses and friction losses.
ü During suction and exhaust strokes,
§ Piston moves against a pressure called pumping losses.
ü Friction loss occur due to relative motion between the
§ Piston-rings & cylinder walls,
§ Connecting rod & crankshaft,
§ Crankshaft, camshaft and in different bearings
§ Losses incurred by driving essential accessories such as water pump, ignition unit etc.
ü The aim of a designer should be to minimize the above friction power losses.
ü Friction power is used for evolution of
§ Indicated power and mechanical efficiency.
Ø Following methods are used to find I.P./F.P. to estimate the engine performance by
ü 1. Willian’s line method
ü 2. Morse test
ü 3. Motoring test
ü 4. Measurement of I.P. & B. P.
üP M5.
Presented by Dr Retardation
Meena on 20/02/2021 test © Heat Pump Laboratory IITB 8 of 50
 I.P. / F.P. BY WILLIAN’S LINE METHOD

Ø Willian’s line method also known as

fuel-rate extrapolation method, is a
ü Graphical presentation between
fuel consumption rate (on y-axis)
& brake power (on x-axis) at
constant speed test & extrapolated
on negative side of x-axis.
ü Most of power relation in FCR &
BP is linear, permits extrapolation
ü Intercept of negative x-axis is taken
as F.P. of the engine at that speed.
ü When engine does not develop any
power i.e. BP = 0, it consumes a
certain amount of fuel spent in
overcoming the internal, FP losses.
ü Hence, extrapolated combined
losses in engine due to mechanical
friction, pumping, blow-by etc. as a
whole termed as ‘friction losses’.
ü Adding up the BP & FP gives IP.
Presented by Dr P M Meena on 20/02/2021 © Heat Pump Laboratory IITB 9 of 50
 I.P. BY MORSE TEST
Ø Morse test is used to obtain indicated power (by indicator
diagram) of engine without any elaborative equipment
ü Test consist of making in-operative each cylinder of
engine & noting down the reduction in BP developed
ü In petrol engine each cylinder is rendered in-operative
by shorting sparkplug, in diesel by cutting fuel supply
ü Pumping/friction losses are same for all in-operative
or firing cylinders which are developing brake power
ü Engine is run at rated speed by adjusting throttle in SI
or fuel pump-rack in CI engine & output is measured
ü Then one cylinder is cut-out by short-circuiting spark
plug or by disconnecting pump/injector in CI engine
ü Under this, rest cylinders will motored the cut-out
cylinder power so engine speed and output will drop.
ü The engine speed is brought back to the original
value by reducing the load on test engine
ü This will ensure that friction power is the same while
brake power of engine will be less by one cylinder.

Presented by Dr P M Meena on 20/02/2021 © Heat Pump Laboratory IITB 10 of 50

 I.P. BY MORSE TEST…
Ø If there are total ‘k’ cylinders in engine, then indicated power when all cylinders are working is
ü IP1 + IP2 + IP3 + IP4 +……………… + IPk = ∑'K BPk + FPk … (1)
ü where,
§ IP, BP & FP are the indicated, brake and friction powers respectively and
§ Suffix k stands for total number of cylinders in the engine under testing
ü When first cylinder is cut-off, it will not produce any power but will consume the power for
overcoming the friction and other losses, then rest cylinders developing power is given by,
§ IP2 + IP3 + IP4 + IP5 + ……………… + IPk = ∑"! BPk + FPk … (2)
ü Subtracting equation (2) from (1) gives indicated power of cylinder 1
§ IP1 = ∑"# BPk - ∑"! BPk
ü Similarly, we can find the indicated power for other cylinders of test engine, viz.
§ IP1, IP2, IP3…..… IPk.
ü Then total indicated power developed by the test engine, IPk, is given by
§ IPk = ∑"# IPk
ü If BPk is the developed brake power when all k cylinders are working, then friction power of the
test engine is given by,
§ FPk = IPk – BPk
Ø Indicated power can also be given by
;!"FG!.?.'
ü I.P. = W
IJ
Presented by Dr P M Meena on 20/02/2021 © Heat Pump Laboratory IITB 11 of 50
 BRAKE – TORQUE AND POWER
Ø Brake power measurement involves the determination of torque & angular speed of output shaft.
Ø Torque measuring device, Dynamometers classified as 1. Power Absorption & 2. Transmission type
Ø Principle : Dynamometer driven by engine is restricted electrically, hydraulically or magnetically.
The rotor-periphery move through a distance ‘2𝜋r’ against coupling force. Hence, WD/revolution,
ü Torque, T = F × r or T = (W – S) × R, Nm; by brake dynamometer
ü The extra moment or torque = S × L, balances the turning moment R × L, i.e. S × L = R × L
ü Work done/revolution = Force × Distance = F × 2𝜋r = 2𝜋. SL and
W.D./minute = 2𝜋. SL. N
L%&' M%="
ü ∴ Brake Power = ;"& N=<# O<P"
QR!O ;!#FG!.?.'
ü BP = W, or BP = W
IJ IJ
where, N – engine speed, rpm;
W – load on dynamometer, kg;
S – spring balance reading, kg;
R – drum radius of dynamometer, m
Ø Friction Power:
ü Internal losses in ICE are of 2-kinds viz.
pumping losses & friction losses.
üDr P F.P.
Presented by M Meena = I.P. – B.P.
on 20/02/2021 © Heat Pump Laboratory IITB 12 of 50
 PERFORMANCE PARAMETERS
Ø Compression ratio: it is the ratio of total cylinder volume to clearance volume for test engine.
8/S )*+<=A"& T%+P" U$VT)
ü rc = )+"@&@=)" T%+NP"
= T%
ü Typical values of compression ratios: for SI engines, 8 to 12 and for CI engines, 12 to 24
Ø Ratio of cylinder bore to piston stroke
W
ü Rbs = F , Typical values of B/L = 0.8 to 1.2 for small and medium engines decreasing to about 0.5
for large slow-speed CI engines
Ø Ratio of connecting rod length to crank radius
+
ü R = , typical values of R = 3 to 4 for small and medium size
@
engines, increasing 5 to 9 for large slow speed engines.
Ø Stroke length and crank radius are related by
ü L = 2𝑎
Ø The cylinder volume V at any crank position 𝜃 is given by
𝛑W&
ü V =Vc + Y
(l + a - s)
ü where s is the distance between crank axis & piston-pin axis, given by
ü s = a cos 𝜃 + (𝑙Q – 𝑎Q 𝑠𝑖𝑛Q 𝜃)1/2
ü where 𝜃 is crank angle
Presented by Dr P M Meena on 20/02/2021 © Heat Pump Laboratory IITB 13 of 50
 PERFORMANCE PARAMETERS
Ø Fuel consumption: two ways of fuel consumption rate ; by volume or by weight in a specific time
GP%N=# %( (N"+ N?"A (<= [[/P@??)
ü Fuel consumption rate, FCR =
[%P?NP;#<% #<P" # ? ,
Ø Specific fuel consumption: it is the ratio of fuel consumption expressed in kg per kWh.
P' <= '>/_ P' <= '>/_
ü bsfc = W.`.<= 'L
and isfc = a.`.<= 'L
Ø Air consumption: Measured by Air box method or Viscous (flow resistance) air meter
R.M&F
ü Air volume inheld, Vact = [Link] = Cd.A. 2𝑔. ℎa also 𝜌aha = 𝜌whw and, Vth =
Y
Ø Volumetric efficiency: It is related to breathing/effectiveness of engine. It is the ratio of air actually
inducted in cylinder at ambient conditions to swept/displaced volume of the engine cylinder. Thus
G)#N@+ @<& <=AN)#"A @# @Pb<"=# )%=A<#<%= ṁ(%) U(%)
ü 𝜂vol = :$";# T%+NP" %( "=><=")*+<=A"&
= ṁ)*
= U)*
ü Theoretical ma is computed by no. of cylinders, engine speed in conjunction with density of air.
Ø Best (stoichiometric) Air-fuel ratio: for SI – 14.7:1 and for 14.5:1; mass of air to mass of fuel used
P@?? %( @<& ;"& N=<# #<P" P P
ü Air-fuel ratio, A/F = P@?? %( (N"+ ;"& N=<# #<P" = P( ; Similarly, Fuel-air ratio, F/A = P'
' (

ü Normal, SI = 12 ≤ A/F ≤ 18 (0.056 ≤ F/A ≤ 0.083) & CI = 18 ≤ A/F ≤ 70 (0.014 ≤ F/A ≤ 0.056)
ü Chemically correct/Stoichiometric mixture just sufficient air for complete combustion for all fuel
Ø Equivalence ratio: it is the ratio of actual F/A ratio to stoichiometric F/A ratio in the mixture
P P
ü 𝜙 = ( '
) act / ( '
)stoi
P(
Presented by Dr P M Meena on 20/02/2021 P( © Heat Pump Laboratory IITB 14 of 50
 PERFORMANCE PARAMETERS
Ø Air standard efficiency: it is the ratio of work out to gross energy by fuel in standard conditions;
L%&' A%=" L.M.
ü 𝜂ast = d="&>* ?N;;+<"A b* (N"+ = P × [U
'

Ø Indicated thermal efficiency: it is the ratio of I.P. / B.P. to gross energy supplied by fuel to engine;
d="&>* "eN<T@+"=# #% a` a.`. d="&>* "eN<T@+"=# #% W` W.`.
ü 𝜂[Link] = = , and 𝜂[Link] = =
d="&>* ?N;;+<"A b* (N"+ P'× [U d="&>* ?N;;+<"A b* (N"+ P'× [U
W.`.
Ø Mechanical efficiency: it is the ratio of brake power to indicated power; 𝜂m =
a.`.
Ø Relative or efficiency ratio: is the ratio of Actual thermal efficiency to the Air standard efficiency;
𝜂
G)#N@+ #_"&P@+ "((<)<"=)*
ü 𝜂r = = 𝜂(%)+(,
G<& ?#@=A@&A "((<)<"=)* -./

Ø Engine specific weight and sp volume:

engine weight, engine volume,
ü Specific weight = & Sp volume = Exhaust gas and coolant
&@#"A ;%$"& &@#"A ;%$"&
temperature: for computation of engine heat losses
ü Heat lost to coolant, Qw = ṁwCp (two - twi), and
ü Heat lost to exhaust gases, Qe = ṁeCpe (teo - tai),
Ø Emissions:
ü CO2, H2O, NOx, unburnt HCs, CO, Aldehydes,
smoke and particulate matter etc.
Ø Noise
Presented pollution
by Dr P M Meena on 20/02/2021 : Sound level meter etc. © Heat Pump Laboratory IITB 15 of 50
 HEAT BALANCE SHEET
Ø Gross energy of fuel, Q = [Link] is the gross value
of heat supplied to engine is further distributed as
ü Part of energy is transformed into useful work
ü Rest of heat is either
§ Lost or
§ Utilized in special applications such as
§ Turbo-compounding etc.
Ø Two main parts of heat not available for work are
ü i. Heat carried away by exhaust gases &
ü ii. Heat taken away by cooling medium
Ø To prepare heat balance sheet need sufficient data
ü It should include the method of determine F.P.
ü Measurement of speed, load, fuel consumption,
exhaust temp, flow rate of coolant & temp rise
while flowing through the engine water jacket
ü Besides the small losses, such as radiation and
incomplete combustion from the engine,
ü The above enumerated data make it possible to
account for heat supplied by fuel & indicate its
Presented by Dr P distribution
M Meena on 20/02/2021 is presented in heat balance sheet. © Heat Pump Laboratory IITB 16 of 50
 HEAT BALANCE
Ø The width of Sanky diagram stream presents the
supplied heat 100%, input from fuel combustion,
moving up the diagram different losses are let-off
ü Heat lost to coolant represents about 35%
ü Heat lost to Exhaust gases contribute ~ 33%
ü Heat lost to surrounding appears about 12%.
ü After losses, brake power stream is left at top
of the Sanky diagram, amounting ~ 20%
useful heat
ü Part of indicated work on piston transformed
through friction into heat goes mostly into the
§ Cooling medium
§ Partly in exhaust gases
§ Lubricating oil and
§ Dissipated through crank case to the
surrounding air.
ü During suction or scavenging period, the entry
of fresh charge receives some heat from
§ The residual gases, cylinder walls and piston
head etc.
Presented by Dr P M Meena on 20/02/2021 © Heat Pump Laboratory IITB 17 of 50
 EFFECT OF PARAMETERS ON PERFORMANCE
Ø Engine performance is determined
by regulating many Design and
Operating variables
Ø Increase in intake air temp leads to
ü Decrease in volumetric
efficiency due to
§ Decrease in density of air
ü Less air volume drawn in
cylinder to swept volume leads
§ Unstable combustion, misfire
§ Improved fuel consumption
§ Increase in BSFC
§ High exhaust gas temperature
§ Low effect on break thermal
efficiency
§ Low effect on thermal efficicy
ü Increase of mixture temp
§ Increase in brake power
Ø Cold air:
ü Denser air more brake power
üDr P Improves
Presented by volumetric efficiency
M Meena on 20/02/2021 © Heat Pump Laboratory IITB 18 of 50
 EFFECT OF PARAMETERS ON PERFORMANCE

Ø A cold air intake system results in

ü Greater engine power and
ü Improved fuel efficiency
Ø Excessively high air–fuel ratio produce
ü High pumping losses,
ü High peak cylinder pressure and
ü High compressor outlet temperature
Ø As temperature increases, needed
ü Less fuel to maintain a stable and
ü Consistent air-fuel ratio
Ø Lower engine efficiency and lower power as
well as higher loading of charge air cooling
system
Ø On cold nights pressure is higher and on
warm days, pressure is lower
Ø Increasing compression ratio increases
flame speed,
ü Extending the air-fuel ratio for peak
efficiency
Presented by Dr P M Meena on 20/02/2021 © Heat Pump Laboratory IITB 19 of 50
 SUPERCHARGING & METHODS
Ø The prime objectives of engine designer must to achieve twin goals to
ü (i) improve output & (ii) min emissions,
ü Depends on:
§ 1. Amount of air inducted in cylinder
§ 2. Utilization of induced air
§ 3. Speed of the engine
§ 4. Quantity & characteristics of fuel
§ 5. Thermal efficiency
Ø Methods to increase power-output are by
ü Increasing mean effective pressure pm
ü Supplying air/A-F mix at higher pr than atm pr;
§ Amount more than natural pr at which engine aspirates
§ Increase in density, mass of air or A-F mixture for same swept volume.
§ This is supercharging by means of a pressure boosting devices called supercharger.
Ø Methods of Supercharging: Pressure boosting devices,
ü Mechanical super chargers:
§ 1. Centrifugal type,
§ 2. Root’s blower type
§ 3. Vane type.
ü Supercharger driven by exhaust gas-turbine, turbochargers
Presented by Dr P M Meena on 20/02/2021 © Heat Pump Laboratory IITB 20 of 50
 TYPES OF SUPERCHARGERS
Ø Centrifugal type supercharger is common
ü A V-belt pulley runs the superchargers
ü The air/mixture enters at center, passes
through impeller and diffuser vanes.
ü Air or mixture enters the volute casing
then goes to the engine from casing.
Ø Root’s Supercharger
ü Two epicycloid rotors keyed to shafts
ü One rotor is connected with other by
equal size gears, runs at same speed
ü The root’s supercharger operate like
gear pump at much higher pressure
than in later
Ø Vane Type Supercharger
ü Vanes on drum in contact with body
can slide in/out against spring force
ü Quantity of mixture enters at inlet
decreases in volume because of which
pressure increase as it reaches close to
the exit passage.
Presented by Dr P M Meena on 20/02/2021 © Heat Pump Laboratory IITB 21 of 50
 ENGINE PERFORMANCE ENHANCEMENT
Ø Turbocharging:
ü Turbine driven by exhaust gases
ü Gases spin turbine which drives compressor
§ Compressor draw ambient air & compasses it
§ Boost intake air pr & 𝝆 in intake manifold
§ Increases power out put by a factor 2 to 3
ü Benefits of turbocharger
§ High thermal efficiency,
§ High speed,
§ Better fuel economy &
§ Eco-friendly
ü Two major limitations, it
§ Increases weight &
§ Engine cost.
ü Main elements of turbo-charger
§ Turbine coupled to air compressor
§ Exhaust gases piping to turbine
§ Turbine drives the compressor
§ Compressor compresses atm air
§ Air
Presented by Dr P M Meena cooler by air-cooler, led to intake manifold
on 20/02/2021 © Heat Pump Laboratory IITB 22 of 50
 METHODS OF SUPERCHARGING
Ø The compressed air or air-fuel mixture is supplied to engine in following ways;
ü 1. Electric motor driven compressor: supercharger speed can be control/worried easily
ü 2. Ram effect: this system consist tuned inlet pipe.
§ These pipes induce resonant harmonic air oscillations.
§ The kinetic energy of air oscillations provide ramming effect.
§ For efficient operation, engine speed must be kept constant.
ü 3. Under piston supercharging: applicable for heavy 4-stroke machines
§ It utilizes bottom side of piston for compressing the air.
§ Bottom ends of cylinder are closed and provided with suitable valves.
§ System supply adequate compressed air, in two delivery strokes to each suction stroke of cycle.
ü 4. Kadenacy system : applicable to 2-stroke engines, use urge/impulse of exhaust to fill cylinder
§ System utilize exhaust energy to cause depression in cylinder help in scavenge air flow in cylinder.
§ When the exhaust port/valve opens at end of expansion stroke,
v There is an urge or impulse (15 – 20o bEVC) in gases to escape rapidly from the cylinder.
v The escaping gases leave behind a pressure depression.
v At this moment, fresh charge allowed to enter cylinder behind exhaust gases by suitable timing of inlet port/valve
v For best results, a proper timing & skillful design of exhaust system is a must.
v This type of supercharging is called exhaust pulse supercharging.
ü 5. Engine driven compressor or blower.
Ø Effects of supercharging: more induction, better atomization/mixing, and
Ø Higher
Presented engine
by Dr P M Meena on 20/02/2021 power output / engine efficiency. © Heat Pump Laboratory IITB 23 of 50
 ALTITUDE PROBLEMS IN ICEs
Ø Engine requires a specific amount
of air to run properly
Ø At higher elevations,
ü Air becomes thinner
ü Less oxygen for combustion
ü Decreases the 𝝆 of intake air
ü Decreases the engine power
output & engine efficiency, in
§ Naturally aspirated engines
rely on atm pr to draw air-in
engine intake manifold.
ü The reduced air density at high
altitudes affect the,
§ Fuel combustion,
§ Ignition timing and
§ Engine cooling,
ü Potentially causing overheating
or detonation issues.
Ø Due to lower level of oxygen at
high altitudes & 𝒍𝒐𝒘 𝝆, significant
Presenteddecrease in20/02/2021
by Dr P M Meena on power & performance © Heat Pump Laboratory IITB 24 of 50
 SUITABILITY OF SI & CI ENGINES
SN Parameters Petrol Engine Diesel Engine
1. Thermo-cycle Petrol (Gasoline), Otto Cycle Diesel Oil, Diesel Cycle
Ø Spark Ignition ‘v’ Compression Ignition
2.,,,,,,,,,,,
Combustion Spark ignition of Air-Fuel mixture Compression ignition: A-F mixture
3. Compression-ratio 8:1 to 12:1 12:1 to 24:1
4. Air-fuel mixing Pre-mixed prior entering cylinder Fuel mixed with air in cylinder
5. A-F mixture ratio 14.7 : 1 20:1 to 70:1
6. Load Control Quantity governing (throttle) Quality governing (amount of fuel)
7. RPM range High (500 - 7000 rpm), low torque Low (500 to 5000), higher torque
9. Emissions High CO2, low NOx & soot particle Low CO2, high NOx & soot particle
10. Cost Less expensive Higher fuel economy
11. Services Light duty Heavy duty
12 Maintenance Requires less maintenance Requires more maintenance
13 Wt to power ratio Lower weight to power ratio Higher weight to power ratio
For same CR: 𝜂o> 𝜂[Link] > 𝜂[Link], Heat loss Qr: Qr.o< [Link] < [Link] For
14 Efficiency, 𝜂th
pmax & Tmax : 𝜂[Link] > 𝜂[Link] > 𝜂th.o
Presented by Dr P M Meena on 20/02/2021 © Heat Pump Laboratory IITB 25 of 50
Presented by Dr P M Meena on 20/02/2021
Thank You
© Heat Pump Laboratory IITB 26 of 50