Internal Combustion Engine Performance Characteristics

Submitted By Submitted To
M D
 Thermofluids and Turbomachinery 2011-2012
Assignment

Table of Contents

1.0 Introduction:...........................................................................................................................................3
2.0 Question Section 1:..............................................................................................................................3
2.1 Calculation and table for performance characteristics:.........................................................3
3.0 Question Section 2:..............................................................................................................................6
3.1 Performance characteristics Vs engine speed (rpm) Graphs:..............................................7
3.1.1 Raw Torque Vs Engine Speed:............................................................................................7
3.1.2 Raw Power Vs Engine Speed:.............................................................................................7
3.1.3 BMEP Vs Engine Speed:.......................................................................................................8
3.1.4 SFC Vs Engine Speed:...........................................................................................................9
3.1.5 AFR Vs Engine Speed:..........................................................................................................9
3.1.6 Volumetric Efficiency Vs Engine Speed:.......................................................................10
3.1.7 Brake Thermal Efficiency Vs Engine Speed:...............................................................10
3.1.8 Exhaust Temperature Vs Engine Speed:........................................................................11
4.0 Question Section 3:............................................................................................................................11
4.1 Corrected Measured Raw Torque and Raw Power:.............................................................11
4.1.1 Corrected Measured Raw Torque:....................................................................................12
4.1.2 Corrected Measured Raw Torque Vs Engine Speed Graph:....................................12
4.1.3 Corrected Measured Raw Power:.....................................................................................13
4.1.4 Corrected Measured Raw Power Vs Engine Speed Graph:.....................................13
5.0 Question Section 4:............................................................................................................................14
5.1 Air Standard Cycle Efficiency:..................................................................................................14
5.1.1 Test Engine Air Standard Cycle Efficiency:..................................................................14
5.1.2 Differences between Air Std Cycle efficiency and Thermal efficiency:..............15
6.0 Question Section 5:............................................................................................................................16
6.1 Construct an Energy Balance diagram:...................................................................................16
4.0 Conclusion:...........................................................................................................................................17
5.0 References:...........................................................................................................................................17

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Assignment

1.0 Introduction:
A single-cylinder 4-stroke SI engine was tested on an engine dynamometer at LSBU. Engine
torque, fuel flow, airflow, and exhaust gas temperature were measured at 7 different engine
speeds, all full-load (FT). However, the small internal combustion engine is extensively used
as a convenient and compact source of power such as cultivators, pumps, cement mixers and
motor cycles. [1] Here I tried to address the questionnaires directly according to the concept
of lecture notes, text books and laboratory engine performance test. Engine specification and
performance test results were given as follows:

2.0 Question Section 1:

Calculate and expand Table1 to include the following performance characteristics:

Raw Torque (Nm), raw Power (kW), BMEP (kPa), fuel mass flow rate (kg/hr), SFC (g/kWh),
air volumetric flow rate (m3/hr), air mass flow rate (kg/hr), AFR, volumetric efficiency (%),
brake thermal efficiency (arbitrary overall efficiency) (%) and exhaust temperature (degC).

2.1 Calculation and table for performance characteristics:

In an ideal world, each engine cycle (2 rev for 4-stroke engine) would start with the cylinder
being completely full of fuel-air mixture, and once ignited burn completely to release all of the

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 Thermofluids and Turbomachinery 2011-2012
Assignment

fuel energy rapidly. The work done and thus torque would be the same each engine cycle. In
fact ideal world the same amount of torque would be produced at any engine speed.[2] The
calculations for test one is as follows:

i) Raw Torque = 6.4 Nm;

ii) Raw Power = Torque Speed = 392.70
?"
]

= 2.51 kW
= 6.4 Nm 392.70 Speed =

Brake Mean Effective Pressure (BMEP) allows comparison of work output between engines
of different types and sizes.
A = BCEF = 2 I JKC CLMNLC

CD
iii) BMEP = (kPa) A =B CEF/2 = 4 I JKC CLMNLC

()
()(
/)
= .! "
.#! "$% (&'()
)(*
6 = 195 10 ? .-
= 412.44 10
- Pa =

= 195 cc
-
1.95 10
@ .
= 412.44 kPa

iv) Fuel mass flow rate,

./ =4 67

012 521 (Kg/hr) = 740 R6 SM . -

Density, = SG SM . -

= 0.74 1000
= 740 $)
:" ;
-
)()(

= 1.64 Kg/hr

v) Specific Fuel Consumption,

/<=>
Where:
P.= Power (kW)
SFC =
012 = mass flow rate of fuel (g/hr)
(g/kWh)
=
.?@"

.!
 = 652.29 g/kWh

vi) Air mass flow rate,

From the test bed figure 2.6 (viscous Flow meter calibration) graphs

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Assignment

./R7

= 11.90 Kg/hr
vii) Air Volumetric Flow rate, C.F = dTb=T>e@ dbT>
Tb=T>

dbT>e@ (
dTb=T>
)
*

c=
'
3 = "" (#-e@) #- *
/
/ ( )
R7
WTUV "- (#-e@) #-
O
= calibration factor TUV
(m /hr)

3
= 1.007 .#" = 1.007
= 9.95 m 4R7 ."-"
'
."! /hr =
TUV
fd
= (".:P" )#-

3
= 1.205 Kg/m
viii) Air-Fuel Ratio (AFR),
/TUV
AFR =
/<=>
.#"
= .?@

= 7.26

ix) Volumetric efficiency,

Volumetric efficiency is a measure of effectiveness of the cylinder filling process (working

fluids air only). However, it significantly be affected by intake and exhaust system design and engine speed.
[/TUV

X

[ (\)](V /*)
A = BCEF = 2 I JKC CLMNLC
5216
7YZ
= #.#!)((
;
A = B CD F/2 = 4 I JKC CLMNLC

.#! "$% ( )
&'( 100%
CE
= 45.33 % )(*

x) Brake thermal efficiency(arbitrary overall efficiency),

` g012 Z 42000 KJ/Kg
X
6_ R

R2Z

<=>a <=>

= /
.! " ./
= 1.64 Kg/hr
; 012
.?@ @"""" 100%

)((
= 13.14 %

xi) Exhaust temperature,

Exhaust temperature = 450 degC

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 Thermofluids and Turbomachinery 2011-2012
Assignment

Performance Characteristics Table

Test no 1 2 3 4 5 6 7 8
Raw Torque (Nm) 6.4 7.5 10.9 10.9 11.1 10.7 9.0 9.0

Raw Power (kW) 2.51 2.83 3.77 3.43 3.14 2.24 1.41 1.32

BMEP (kPa) 412.44 483.32 702.43 702.43 715.32 689.54 579.99 579.99

Fuel mass flow rate (kg/hr) 1.64 1.58 1.88 1.81 1.57 1.07 1.04 0.98

SFC (g/kWh) 652.29 558.34 498.49 527.43 499.31 477.89 731.80 738.54
3
Air volumetric flow rate(m /hr) 9.95 11.03 12.54 12.12 10.03 6.69 5.02 5.02

Air mass flow rate (kg /hr) 11.90 13.20 15 14.50 12 8 6 6

AFR 7.26 8.36 7.99 8.03 7.66 7.47 5.80 6.16

Volumetric efficiency (%) 45.33 52.38 64.93 69.05 63.49 57.14 57.14 61.22

Brake thermal efficiency 13.14 15.35 17.20 16.25 17.17 17.94 11.71 11.61
(arbitrary overall efficiency)(%)
Exhaust temperature (degC) 450 460 450 440 430 400 350 300

3.0 Question Section 2:

Plot on graphs the following performance characteristics Vs engine speed (rpm):

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Assignment

Raw Torque (Nm), raw Power (kW), BMEP (kPa), SFC (g/kWh), AFR, volumetric efficiency
(%), brake thermal efficiency (arbitrary overall efficiency) (%) and exhaust temperature
(degC).

3.1 Performance characteristics Vs engine speed (rpm) Graphs:

Performance characteristics Vs engine speed graph establishes performance test results.
However, the graphs also provide concise explanation of each engine test movement of
performance characteristics.

3.1.1 Raw Torque Vs Engine Speed:

The graph shows that the engine is not operated at zero speed due to problems with raw
torque variations during the cycle, lubrications and sealing combustion. However, engine
speed 1400 rpm to 1500 rpm the raw torque is not changed, its remain constant.
Consequently, engine speed 2000 rpm to 2700 rpm the raw torque is increasing but it is
dropped dramatically at 3000 rpm. To 3300 rpm to 3750 rpm the engine speed increasing but
raw torque decreasing. In fact graph shows a maximum raw torque of 11.1 Nm at 2700 rpm.

Raw Torque Vs Engine Speed Graph

12.00
(Nm)

11.00

10.00
Raw Torque

9.00

8.00

7.00

6.00

1400 1900 2400 2900 3400 3900

Engine Speed (rpm)

3.1.2 Raw Power Vs Engine Speed:

The below graph shows that engine speed 1400 rpm to 3000 rpm, the raw power is increasing
with increasing of engine speed but it is suddenly dropped at engine speed 3300 rpm.

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Conversely, engine speed 3600 rpm to 3750 rpm, the engine raw power is falling down.
However, the graph shows a maximum raw power 3.77 kW at 3300 rpm.

Raw Power Vs Engine Speed Graph

4.00
(kW)

3.50

3.00
Raw Power

2.50

2.00
1.50

1.00

1400 1900 2400 2900 3400 3900

Engine Speed (rpm)

3.1.3 BMEP Vs Engine Speed:

The Brake Mean Effective Pressure is remaining constant at engine speed 1400 rpm to 1500
rpm. At engine speed 2000 rpm to 2700 rpm, BMEP is increasing gradually but it is dropped
at 3000 rpm. The graph shows that BMEP is again raised until 3300 rpm and finally getting
down with increasing speed of engine.

Raw Power Vs Engine Speed Graph

750.00
700.00
(kPa)

650.00
600.00
550.00
BMEP

500.00
450.00
400.00
350.00
1400 1900 2400 2900 3400 3900
Engine Speed (rpm)

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 Thermofluids and Turbomachinery 2011-2012
Assignment

3.1.4 SFC Vs Engine Speed:

Specific Fuel Consumption is decreasing at engine speed 1400 rpm to 2000 rpm. On the other
hand if we observe from the graph the SFC is increasing at engine speed 2000 rpm to 3000
rpm, but it is dropped at 3000 rpm to 3300 rpm and again dramatically rising until engine
speed 3750 rpm.

SFC Vs Engine Speed Graph

800.00
750.00
(g/kWh)

700.00
650.00
600.00

550.00
SFC

500.00
450.00
400.00
1400 1900 2400 2900 3400 3900
Engine Speed (rpm)

3.1.5 AFR Vs Engine Speed:

The graph illustrates an engine Air Fuel Ratio is declining at engine speed 1400 rpm to 1500
rpm. At 1500 rpm, the AFR is 5.80:1 means for every one given mass of fuel, we have 5.80
times the mass in air. Although the concept of stoichiometric mixture...that is the point where,
chemically, there are exactly enough atoms of oxygen to burn 100% of the fuel. From the
graph this point is at an air-fuel ratio of 8.36:1.

AFR Vs Engine Speed Graph

9
8.5
8
AFR

7.5
7

6.5
6
5.5
5
1400 1900 2400 2900 3400 3900
Engine Speed (rpm)

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Assignment

3.1.6 Volumetric Efficiency Vs Engine Speed:

The graph represents the volumetric efficiency is decreasing at engine speed 1400 rpm to
1500 rpm. After that the engine volumetric efficiency is increasing gradually at speed 1500
rpm to 3000 rpm. However, suddenly the volumetric efficiency is getting down at speed 3000
rpm to 3750 rpm. From the graph the maximum volumetric efficiency is 69.05% at engine
speed 3000 rpm and the minimum one is 45.33% at engine speed 3750 rpm.

Volumetric Efficiency Vs Engine Speed Graph

Volumetric Efficiency (%)

75.00
70.00
65.00
60.00

55.00
50.00
45.00
40.00
1400 1900 2400 2900 3400 3900
Engine Speed (rpm)

3.1.7 Brake Thermal Efficiency Vs Engine Speed:

The graph shows that the thermal efficiency is almost same at engine speed 1400 rpm to 1500
rpm, and then it is increasing until engine speed 2000 rpm. After that the thermal efficiency is
started decreasing dramatically with increasing engine speed. If we observe from graph the
thermal efficiency is little bit increasing at engine speed 3000 rpm to 3300 rpm and then it is
dropped by rising engine speed. Conversely, the maximum brake thermal efficiency is
17.94% at engine speed 2000 rpm and minimum one is 11.61% at engine speed 1400 rpm.

Brake Thermal Efficiency Vs Engine Speed

Brake Thermal Efficiency (%)

19.00
18.00
17.00
16.00
15.00
14.00
13.00
12.00
11.00
10.00
1400 1900 2400 2900 3400 3900
Engine Speed (rpm)

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3.1.8 Exhaust Temperature Vs Engine Speed:

The graph represents that the exhaust temperature increases with engine speed, reaching a
maximum of 460C at the maximum engine speed 3600 rpm, and then it is slightly dropped
at speed 3750 rpm. However, the graph shows a maximum exhaust temperature 460 degC at
3600 rpm and a minimum exhaust temperature 300 degC at 1400 rpm.

Exhaust Temperature Vs Engine Speed Graph

Exhaust Temperature (degC)

500
450

400

350

300

250

1400 1900 2400 2900 3400 3900

Engine Speed (rpm)

4.0 Question Section 3:

Correct the measured Torque and Power to standard conditions according to the formulae given
below. Plot on an additional graph the corrected and Raw power:

/i, Y /i, i 99 rs t 273

0.18v

5k

Y6k

h =h 298
l1.18 npk q

4.1 Corrected Measured Raw Torque and Raw Power:

If engine tests carried out under different atmospheric conditions, a correction factor is used to
modify the actual raw torque or raw power figures obtained. However, there are many
standards (BS, DIN, SAE), and different reference conditions. On the other hand, engine raw
torque / raw power output is also affected by air charge density and by the flow conditions into
the engine. The flow conditions are affected by the Mach number (speed of charge flow relative
to speed of sound). [2]
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Assignment

4.1.1 Corrected Measured Raw Torque:

sJ wxC i, Y = yz sJ wxC i, i
5k
Y6k

{1.18B

## deP -
|F } #: 0.18~

Standardised Pressure, = 99 kPa

= 6.4 l1.18 n 102 q r 298 0.18v
Ambient Temperature, T = 20

Dry air Pressure, k = 102 kPa

99 20 t 273

degC
6.4
= 6.1 p

= 0.95 Nm
Nm

Corrected Raw Torque Table

Test No 1 2 3 4 5 6 7 8
Engine Speed (rpm) 3750 3600 3300 3000 2700 2000 1500 1400
Raw Torque (Nm) 6.4 7.5 10.9 10.9 11.1 10.7 9.0 9.0
Corrected Torque (Nm) 6.1 7.2 10.4 10.4 10.6 10.2 8.6 8.6

4.1.2 Corrected Measured Raw Torque Vs Engine Speed Graph:

Torque Vs Engine Speed Graph

 12.00
Raw Torque
11.00
Corrected Torque

(Nm)
10.00

Torque 9.00
8.00

7.00

6.00

1400 1900 2400 2900 3400 3900

 Engine Speed (rpm)

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Assignment

4.1.3 Corrected Measured Raw Power:

pJzC i, Y i
5k l1.18npk q r 298
0.18v Standardised Pressure, = 99 kPa
Y6k = yz pJzC i,

Ambient Temperature,
pk
T = 20 degC
99 s t 273 Dry air Pressure,= 102 kPa

- 99 20 t 273

= 2.51 10 qr 0.18v
l1.18 n 102 298

= 2.51 10- 0.95

= 2.40 kW

Corrected Raw Power Table

Test No 1 2 3 4 5 6 7 8
Engine Speed (rpm) 3750 3600 3300 3000 2700 2000 1500 1400
Raw Power (kW) 2.51 2.83 3.77 3.43 3.14 2.24 1.41 1.32
Corrected Power (kW) 2.40 2.70 3.60 3.27 3.00 2.14 1.35 1.26

4.1.4 Corrected Measured Raw Power Vs Engine Speed Graph:

 Power Vs Engine Speed Graph
4.00
Raw Power
3.50
Corrected Power
(kW)

3.00

2.50
Power

2.00

1.50

1.00

1400 1900 2400 2900 3400 3900

Engine Speed (rpm)
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Assignment

5.0 Question Section 4:

Calculate the Air Standard Cycle efficiency for the test engine.
Compare the Air Standard Cycle efficiency to the Thermal (arbitrary overall) efficiency, and
explain the differences.

5.1 Air Standard Cycle Efficiency:

The Air Standard Cycle efficiency is defined as the work done in the cycle divided by
the heat input. However, by analysing the cycle it can be shown that the air standard cycle is
given by:

X
66Z

$;

Where:

r = is the air and fuel compression ratio. = is the

ratio of specific heats. However, for air = 1.4
5.1.1 Test Engine Air Standard Cycle Efficiency:
Air Fuel Ratio, r = 7.26 Specific heat ratio in
air, = 1.4

X6 6 Z V ;
$;

=
B1 (P.?) F 100%
;.%$;

= 54.75%
 Air Standard Cycle Efficiency Calculation Table

Test No 1 2 3 4 5 6 7 8
AFR 7.26 8.36 7.99 8.03 7.66 7.47 5.80 6.16
Air Standard Cycle Efficiency (%) 54.75 57.23 56.45 56.54 55.71 55.26 50.50 51.68

X
R7

6kZ

$;

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Assignment

5.1.2 Differences between Air Std Cycle efficiency and Thermal efficiency:
We know that all of the heat generated by combustion can be converted into useful
mechanical work. But this is not possible for real testing engine.

Firstly, when some of the heat generated it always be lost in the exhaust gases. In fact this can
be established by considering the ideal cycle for reciprocating engines.

Secondly, some of the energy produced at the piston has to be used up in pumping the air into
and out of the cylinder, in overcoming mechanical friction, and in driving the engine
accessories.[3]

Figure1: Air Standard Cycle. [3] Figure2: Practical engine test cycle.[3]

Comparison table between Air Std Cycle efficiency and Thermal efficiency

Test No 1 2 3 4 5 6 7 8
Brake thermal efficiency 13.14 15.35 17.20 16.25 17.17 17.94 11.71 11.61

(arbitrary overall efficiency) (%)

Air Standard Cycle Efficiency (%) 54.75 57.23 56.45 56.54 55.71 55.26 50.50 51.68

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Engine test no one having a compression ratio r of 7.26, the air standard cycle gives an ideal
efficiency 54.75%. However, this means that only 54.75% of the heat energy can be
converted into useful work and rest of being lost as heat in the exhaust. On the other hand, the
thermal (arbitrary overall) efficiency is 13.14%. In practical, the real pressure-volume cycle
does not follow air standard cycle. The arbitrary overall efficiency is very lower than air
standard cycle efficiency because of additional heat losses due to conduction through the
cylinder wall. In fact the air standard cycle flow is not isentropic. The polytrophic index is
typically 1.3 rather than1.4. Thats why specific heats are strongly dependent on temperature
rather than constant as assumed in the standard air cycle. [3]

6.0 Question Section 5:

Choose one test site on which to construct an Energy Balance diagram.

Indicate fuel energy input, Brake work output, Heat loss to coolant, Heat loss to exhaust.
Comment on your results and compare to published literature.

6.1 Construct an Energy Balance diagram:

Internal combustion engines transfer the fuel energy converted into mechanical energy by burning a mixture of
fuel and air inside a combustion chamber. However, an Energy balance diagram is constructed for one test site
of experiment.
Indicate Fuel Energy input =
./ g
012 012
-
Y
1.64 -?"" 42000 10

= 12
= 19.13 10
W
= 19.13 -
kW
Brake work output /brake power = 2.40 kW

Heat loss to exhaust = R7 012 , , R

(./ t ./ ) H (s s )

= (11.90 t 1.64) -?"" -

1 10 (723 293 ) (J/sec)

= 1.62 kW
Heat loss to coolant = R7 R

./ (s s )

-?""
= 11.90 1.005 10- (723 293 ) =1.005 kJ/kgK

= 1.43 kW

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Assignment

Figure3: Energy Balance diagram.

The above energy balance diagram shows that the indicate fuel energy input 19.13 kW
converted into mechanical energy. The heat energy is lost for brake power 2.40 kW, exhaust
gasses 1.62 kW and coolant 1.43kW.

4.0 Conclusion:

In this assignment I draw interest in internal combustion engine performance characteristics.

However, I also learnt the differences between air standard cycle efficiency and the brake
thermal efficiency and their relation with engine speed. On the other hand, this assignment
also helps me to think deepen in terms of heat losses in combustion chamber and so on.

5.0 References:

1. Heywood, J.B.(1988) Internal combustion engine fundamentals.USA: McGraw-hill

Ltd.
2. Ellis, D.M. (2012) Thermofluids & Turbomachinary: IC engine performance
th
characteristics [Pdf handout]. LSBU, 19 March.
3. Workshop Manual, (2004) TD110-TD115 test bed and instrumentation for small
engines. TQ Education and Training Ltd.

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