Introduction

 IMPORTANT ENGINE CHARACTERISTICS

 The engine's performance over its operating range
 The engine's fuel consumption within this operating range
and the cost of the required fuel
 The engine's noise and air pollutant emissions within this
operating range
 The initial cost of the engine and its installation
 The reliability and durability of the engine, its maintenance
requirements, and how these affect engine availability and
operating costs
 Introduction
 Definition of Engine performance (Engine
Characteristics)
 The maximum power (or the maximum torque)
available at each speed within the useful engine
operating range
 The range of speed and power over which engine
operation is satisfactory
 Engine Nomenclature
&Performance Parameters
PART-I
Engine Performance
 Definitions
 Absolute Rated Power The highest power which the
engine could develop at sea level with no arbitrary
limitation on speed, fuel-air ratio or throttle opening
 Maximum rated power The highest power an engine is
allowed to develop for short periods of operation.
 Normal rated power. The highest power an engine is
allowed to develop in continuous operation.
 Rated speed. The crankshaft rotational speed at which
rated power is developed
 Introduction
 The performance of the engine depends on inter-
relationship between power developed, speed and the
specific fuel consumption at each operating condition within
the useful range of speed and load.
POWER

PERFORMANCE
OF ENGINE
Co
ns Fue ed
um l e
pt Sp
io
n
 Engine Performance Parameters
 Internal combustion engine generally operates within a
useful range of speed.
 Some engines are made to run at fixed speed by means
of a speed governor which is its rated speed
 At each speed within the useful range the power output
varies and it has a maximum usable value.
 The ratio of power developed to the maximum usable
power at the same speed is called the load
 The specific fuel consumption varies with load and speed
Engine Performance
 The power output at each speed can be determined
    2   
3

Pe  Pe max  e   e    e   For carburetor engine
  N   N    N  

 e  e   e  
2 3
For diesel engine with open
Pe  Pe max 0.87  1.13     
 N  N    N   Combustion chamber
 Engine Performance Parameters
 The maximum power (or the maximum torque) available at each speed
within the useful engine operating range
 The range of speed and power over which engine operation is
satisfactory IV- level
Tractive Effort and Total Resistance

1 Gear

2nd Gear III- level

II- level
I- level

3rd Gear

o A B C
Speed
Engine Performance Parameters
 The performance an engine is judged from the point of view of the two
main factors
 Engine Power
 Engine Efficiency
 Five important engine efficiencies are
 Indicated thermal efficiency (ηith) Indicated Power
 Brake thermal efficiency (ηbth) Brake Power
 Mechanical efficiency (ηm)
 Volumetric efficiency (ηv)
 Relative efficiency or Efficiency ratio (ηrel)
Engine Performance Parameters

 Other Engine performance Parameters

 Mean effective pressure (m.e.p or Pm)
 Mean piston speed (sp)
 Specific power output (Ps)
 Specific fuel consumption (sfc)
 Inlet-valve Mach Index (Z)
 Fuel-air or air-fuel ratio (F/A or AI F)
 Calorific value of the fuel (CV)
 Engine Nomenclature
 (TDC) or (IDC)
 when the piston is a farthest from the crankshaft
 (BDC) or (ODC)
 when the piston is nearest to the crankshaft
 Stroke (L) or (s)
 The nominal distance through which a working piston
moves between two successive reversal of its
distance of motion( S =2 crankshaft radius=2r)
 Cylinder Bore (d) or B
 The nominal inner diameter of the working cylinder
 Piston Area (A)
 The area of circle diameter equal to the cylinder bore

 d 2   B 2 
AP      
 4   4 
Engine Nomenclature
 Displacement Volume (Vd) or
Swept Volume (Vs)
 The nominal volume swept
by the working piston when
traveling from one dead
center to the other.
 Vd = VBDC - VTDC

Vd   AP  S 
 d 2 
 S  
 4 
 Engine Nomenclature
 Clearance Volume (Vc) or (CV)
 The nominal volume of the
combustion chamber above the
piston when it is at TDC is the
clearance volume. (VTDC)
 Compression Ratio (r)
 It is the ratio of the total cylinder
volume when the piston is at the
BDC, VT, to the clearance volume at
 1 
TDC, vc VTDC   Vdisp
 r  1 
V BDC VT  VC  VS   Vs 
r  r    1    V BDC
 r 
 Vdisp
VTDC VC  VC   VC  
 r  1
 Engine Nomenclature
 Engine Capacity (Ve) TDC

Stroke VS VS VS VS
 d 2

Ve  Vd  n   nS   BDC
 4 
Bore
 Where n- is number of cylinders
Vd - cylinder swept volume
 Displacement Rate

For 4-Stroke Engine

 Engine Nomenclature
 Instantaneous volume at any crank angle is
given by
 d 2 
V ( )  VC    x 
 4 
   Sin 2  

x( )  r 1  Cos   n 1  1    
   n2  
 
  1  Cos 2 
 r 1  Cos      Where- n=L/r
  4n 
L= Connecting Rod length
 d 2  S    1  Cos 2 
Vd ( )      1  Cos    
r= Crank shaft radius
 4 2
    4 n 
  1  2L  2 
 r   1  cos    L 
V( )  Vdisp            sin  
2

 r  1   2  S 2  S  
 
 Full throttle operation chemically correct mixture (Y=12.5)
Fuel C8H18 Speed 4000rpm
Tm 300k P1 1atm
Friction and heat transfer neglected Fuel vaporization neglect

Crank angle Vdisp (cc) Pr (bar) Crank Angle Vdisp (cc) Pr

(bar)
360 636.6 1
0 636.6 1 375 629.8 1
15 629.8 1 390 609.4 1 120
30 609.4 1.1 405 575.3 1
45 575.3 1.2 420 528.1 1 100
60 528.1 1.3 435 469 1
75 469 1.5 450 400.4 1 80
90 400.4 1.9 465 326.4 1

pressure (bar)
105 326.4 2.5 480 252.8 1 60
120 252.8 3.6 495 186 1
135 186 5.6 510 132.5 1 40
150 132.5 9 525 98 1
165 98 13.7 540 86 1 20
180 86 16.5 540 86 1
180 86 98.2 555 98 1 0
195 98 81.9 570 132.5 1 0 100 200 300 400 500 600 700

210 132.5 53.6 585 186 1 volume (cc)

225 186 33.4 600 252.8 1

240 252.8 21.7 615 326.5 1
255 326.5 15.2 630 400.4 1
270 400.4 11.4 645 469 1
285 469 9.1 660 528.1 1
300 528.1 7.7 675 575.3 1
315 575.3 6.9 690 609.4 1
330 609.4 6.3 705 629.8 1
345 629.8 6 720 636.6 1
360 636.6 6
 The Energy Flow

 The energy flow through the engine is expressed

in 3 distinct terms
 Indicated Power
 Brake Power
 Friction Power
The Energy Flow

Expansion Force
The Energy Flow
Indicated Power (ip) or (Pi)
a A (m2) F (N)
c
p = imep (N/m2)

L (m)

b F= P.A (N)

Work (W) = F.L (N m)

Time (t) = 60 / (Ne /k) (s)

Indicated power (Pi) cylinder = W/t = F.L .Ne/(k*60) (W)

(Pi) cylinder = (imep.A.L.Ne) / (k . 60) k = 2 (four stroke)
k = 1 (two stoke)
(Pi) engine = imep. (A.L.n) Ne / (k . 60)

(P ) = [imep. V . N / (k . 60)] (W)

 Indicated MEP
 Can be computed from the
measurement of forces in the
cylinder
 1-2-3-4 = ABCD
 CD= imep (It is mean values)
 AB= length of indicated diag.
 Net Work of Cycle= imepХ (V1-V2)
 Net Work of the cycle 
imep   
 V1  V2 
 Area of indicated diagram 
  
 Length of the indicated diagram 
 Indicated Power (ip)
 ip= ma Х(Net work)
 Indicated New Work/cycle=imep Vs
 Indicated Power= (Indicated Net work) *(cycle/s)

 imep   N 
i p   Vs    nc 
 1000   60 K 
 i ( LA)nN 
  mep  (kW )
 60,000 K 

 Where N- speed in rpm

 K= Number of power strokes per minute
 =2 for a 4-s Engine and =1 for a 2-s Engines
 K- Number of cylinders
 Indicated thermal efficiency (ηith)

 Indicated thermal efficiency (ηith)

 is the ratio of energy in the indicated power, ip, to
the input fuel energy in appropriate units

 i p ( kJ / s )  i 
 ith      P 
 energy in fuel per sec ond ( kJ / s   E 
 iP 
  
   
 mass of fuel / s  calorofic Value of fuel 
Indicative MEP
Factors affecting imep:
 Compression ratio
 Air/fuel ratio
 Volumetric efficiency
 Ignition timing
 Valve timing and lift
 Air pressure and temperature
Factors affecting (imep)

Retarded ignition Weak mixture

Compression ratio Super charged

 Indicated MEP
 Net indicated Power = (Gross Indicated Power)
+(Pumping Losses)
 NIMEP = GIMEP + PMEP
 Pumping Loss
 lower compression pressures BCoz of flow loss
across the intake system
 increasing exhaust pressure generate exhaust losses
Indicated MEP
Indicated MEP
Net Indicated MEP
PUMPING WORK
Pumping Work
3

6
e 5
i 1
6’

Pumping work W561  ( Pi  Pe )Vd

W5  6 1
Pumping mep pmep   Pe  Pi
Vd
 For Supercharged Engines

Valves operate instantaneously, intake and exhaust process are adiabatic

and constant pressure.
EV opens
Unthrottled (WOT): Pi = Pe = 1 atm
IV closes (state1)

EV closes
IV opens

EV opens
EV closes
Throttled: Pi < Pe
IV closes
6’
IV opens

IV opens
Supercharged: Pi > Pe 6’
1

EV closes
Net MEP (NMEP)
Gross Indicated MEP Net imep

W34  W12
imep 
Vd
 imep  net  imep  pmep
Brake Power
 Brake Power (bp)
 The rotational force available at the delivery point (crankshaft)
 It is also referred as Shaft power, delivery power
 It can be measured with the help of dynamometers
 Frictional Work =
 (distance)Х(Force)
 (2πr) Х (f)
 Total torque= r(f) = RF
Power  T  
 2N 
 RF  
 60 
 2RFN   2RFN 
    ( kW )
 60  1000   60,000   bmep ( LA)nK   60,000  bp 
b p     bmep   
bp
 2NT 
  ( kW )  60  1000   ( LA) nK 
 60,000 
Engine Torque (Te)
Work is also accomplished when the torque is applied through
an angle.
 Distance xy = rθ
 W = F.(xy) = F.( r θ )= (T θ )
 W per one revolution = T (2)
 P = W/t = T (2)/t = Tω/1000
Where: ω = 2 Ne/60
 2N e   Te N e 
bp  (T )  Te     ( kW )
 60   9550 
 4T 
 bmep ALN e K   Te ( 2N e ) 
bp     
bmep    For 4-S Engine

 60   60   Vd 
 ( AL)   V   2T  For 2-S Engine
Te  bmep    bmep  d  bmep   
 2K   2K   Vd 
 Engine Torque (Te)
There is a direct relationship between BMEP
and torque output.
- The torque curve with engine rpm is
identical to the bmep curve, with different
values.
 There are only three ways to increase
power:
 Increase mean effective pressure
 Increase total displacement volume
(increase bore/stroke or number of
cylinders)
 Increase engine speed, which is limited by
material strength
Brake Thermal Efficiency(ηbth)
 Is the ratio of energy in the brake power bp to the
input fuel energy in appropriate units
 bP   bp 
 bth      
  mass of fuel / s    calorofic Value of fuel   E 
Friction Power and Speed
 Friction power is the power due to mechanical friction and
parasitic loads of accessories

 Generally, the friction MEP goes up with the square of the

engine speed.

 Therefore, friction power increases with cube of speed, i.e.

double engine speed, friction power increases to 2*2*2=8
Gross & Net Brake Power
 Gross brake power is
measured without the
following items:
Cooling fan, coolant pump,
radiator, alternator, exhaust
system. (SAE)
 Net brake power is
measured with all the
above items. (DIN)
 Gross power is 10-15%
more than net power
Mean Effective Pressure (mep)
 Is the average pressure inside the cylinders of an internal
combustion engine based on the calculated or measured power
output
 It increase as manifold pressure increases
 For any particular engine, operating at a given power output, there
will be a specific
 Indicated mean effective pressure (imep)
 Brake mean effective pressure (bmep)

 imep ( LA)nK   60,000  ip   Area of Indicator diagram 

imep   

ip   
  imep     Length of the indicator diagram 
 60 1000   ( LA)nK 
 bmep ( LA)nK   60,000  bp 
b p     imep   
 60  1000   ( LA)nK 
MEP
Summary
Summary MEP
Mechanical Efficiency (ηm)
 Is defined as the ratio of brake
power (delivered) to the
indicated power (Power
provided to the piston)
 bp   bp 
m  
 ip 
 
 bp  fp 

   
fp  ip  bp
 It can be defined as the ratio of
brake thermal efficiency to the
indicated thermal efficiency
  bth 
m 
 

 ith 
Volumetric Efficiency (ηv)
 Indicates the breathing ability of the engine
 Utilization of air is what going to determine the power
output of the engine
 Is defined as the volume flow rate of air in to the intake
system divided by the rate at which the volume is
displaced by the system Where number of intake strokes per minutes
n=N/2 for 4-S Engines
 .
  . 
 m   mact 
V   . actual    . 
n= N for 2-S Engines
 m theorotical
   mth  N= speed of engine in rpm
 .
 
.
2( m a  m f )
m th    a nVs 
 m 
v   a

  a Vdisp N / 2  v 
   a,i Vd N
Volumetric Efficiency (ηv)
 The power, P, developed by an engine is given by
P  M a  F Qc 
 Power will depend on air capacity if the quantity in the
bracket is maximized. M
v  i 2M 
i
N
Vs  i

2  i Vs N
Vd = A p L s = 2LN s
N
2L

2M 4M
a a
v  
s a A ps
A p L a
2L
 Volumetric Efficiency (ηv)
 Engines are only capable of 80% to 90% volumetric efficiency.
 Volumetric efficiency depends upon
 throttle opening and engine speed
 induction and exhaust system layout,
 port size and
 valve timing and opening duration.
 High volumetric efficiency increases engine power.
 Volumetric Efficiency can be greater than one where Super
charger or turbocharger fitted
 Turbo charging is capable of increasing volumetric efficiency up to
50%.
Relative Efficiency or Efficiency Ratio
 Is the ratio of thermal efficiency of an actual cycle to that of
the ideal cycle.
 Very useful criteria which indicates the degree of development
of the engine.

 Actual thermal efficiency 

 rel   
 Air  s tan dard efficiency 
Inlet-Valve Mach Index (Z)
 In a reciprocating engine the flow of intake charge
takes place through the intake valve opening which
is varying during the induction operation
 the maximum gas velocity through this area is
limited by the local sonic velocity
 Thus gas velocity is finally chosen by the following
equation where u = Gas velocity through the inlet valve at
smallest flow area
 Ap  Ap = piston area
u 
C A 
V p
 i i  Ai = nominal intake valve opening area
Ci = inlet valve flow coefficient
Vp= Piston velocity
 Inlet-Valve Mach Index (Z)
 Gas speed   u 
 Z = inlet valve Mach index Z =     
 Speed of Sound   a 
2
 u   Ap  V p   b   Vp 
Z            
 a   Ai  Ci a   Di   Ci a 

 where b = cylinder diameter Di = inlet valve diameter

Vp = mean piston speed a = inlet sonic velocity
Ci = inlet valve average flow co-efficient n= Number of valves


db 2 N  S 
2
o
Vp  2  N  stroke Z =   a ( m/ sec) = 20.05 T K
n x Di2  a 
 2  s   s 
For instantaneous relationships  RPM   Sin  + Sin(2 ) 
 d b2   60  2   4L   1 
=
Zi  2

 n x dv   a  c d 
 
 
 Inlet-Valve Mach Index (Z)
 Large number of experiments have been conducted on
single cylinder engine with gaseous mixtures and short
induction pipe lengths,
 At fixed
 valve timing and
 compression ratio,
 but varying
 inlet valve diameter and
 lift.
 The results are quite revealing as regards the relationship
of volumetric efficiency versus Mach index are concerned.

From Figure, it could be seen that the maximum volumetric efficiency is

obtainable for an inlet Mach number of 0.55.
Therefore, engine designers must take care of this factor to get the
maximum volumetric efficiency for their engines.
 Mean Piston Speed
S p  2 LN
 Where L- is the stroke
 N- the rotational speed of the crankshaft in rpm.
 It may be noted that sp is often a more appropriate parameter
than crank rotational speed for correlating engine behavior as
a function of speed
 Resistance to gas flow into the engine or stresses due to the
inertia of the moving parts limit the maximum value of Sp to
within 8 to 15 m/s.
 Automobile engines operate at the higher end and
 large marine diesel engines at the lower end of this range of piston
speeds
Specific Power Output (Ps)
 is defined as the power output per unit piston area.
 is a measure of the engine designer's success in using
the available piston area regardless of cylinder size.
 The specific power can be shown to be proportional to
the product of the mean effective pressure and mean
piston speed
 bp 

Specific Power output  Ps     Cons tan t  bmep  S p 
 A

SP      bmep (2 NL ) 
 bp   k 

 bmep AL N e K 
bp     A  2  60 
 60   
SP  Cons tan t (bmep ) S p
 Specific Power Output (Ps)
 the specific power output consists of two elements, viz.,
 the force available to work and
 the speed with which it is working.
 Thus, for the same piston displacement and bmep, an
engine running at a higher speed will give a higher
specific output.
 It is clear that the output of an engine can be increased
by increasing either the
 speed or bmep
Specific Power Output (Ps)

 Increasing the speed involves increase in

the mechanical stresses of various engine
components.
 For increasing the bmep better heat release
from the fuel is required and this will involve
more thermal load on engine cylinder
Specific Fuel Consumption (sfc)
 SFC shows how much fuel is consumed by an engine to do a certain
amount of work.
 Specific fuel consumption represents the mass or volume of fuel an
engine consumes per hour while it produces 1 kW of power.
 It depends on
 Engine size
 Operation load
 Engine design
 The fuel consumption characteristics of an engine are
generally expressed in terms of specific fuel consumption in
kilograms of fuel per kilowatt-hour.
Specific Fuel Consumption (sfc)
 It is an important parameter that reflects how good the engine
performance is. It is inversely proportional to the thermal efficiency of the
engine.
 SFC is defined as the ratio of fuel mass flow rate to the engine power
output  . 
 Fuel consumption per unit time   m f 
sfc     (kg/h)/kw or kg/(kw h)
 Power   p 
 

 There are different SFCs for different engine power used

bsfc- brake specific fuel consumption on the basis of bp

isfc- indicated fuel consumption on the basis of ip
 Specific Fuel Consumption (sfc)
 Typical gasoline engines will have an sfc of about 0.3
kg/(kW.h).
 The relation ship between SFC and Thermal efficiency
m f m f
bsfc  
Wb 2     N

W b 1
 bth  
m f  CV bsfc  CV
3600 Pb 3600 3600
η th  ( .
)( .
)( )
sfc. CV
m . CV (m /Pb ) . CV

 3600   bp 
bsfc    i sfc   bsfc     bsfc  m 
 bth CV   ip 
Air-Fuel Ratio and Fuel-Air Ratio
 Air-Fuel ratio (AF) or Fuel-Air ratio (FA) are used to describe the mixture ratio of the
charge.

 For SI engine hydrocarbon fuel:

 Ideal or Stoichiometric AF is about 15:1 (14.7:1)
 Combustion possible in the range of 6:1 to 25:1
 For CI engine hydrocarbon fuel:
 Ideal or Stoichiometric AF is also about 15 (14.7:1)
 Combustion possible in the range of 18:1 to 70:1 due to mixture stratification
Fuel-Air (F/A) or Air-Fuel Ratio (A/F)
 The relative proportions of the fuel and air in the engine
are very important from the standpoint of combustion
and the efficiency of the engine.
 In the SI engine the fuel-air ratio practically remains a
constant over a wide range of operation.
 In CI engines at a given speed the air flow does not vary
with load; it is the fuel flow that varies directly with load.
 Therefore, the term fuel-air ratio is generally used
instead of air-fuel ratio.
Fuel-Air (F/A) or Air-Fuel Ratio (A/F)
 A mixture that contains just enough air for complete combustion
of all the fuel in the mixture is called a chemically correct or
stoichiometric fuel-air ratio.
 A mixture having more fuel than that in a chemically correct
mixture is termed as rich mixture and
 a mixture that contains less fuel (or excess air) is called a lean
mixture.
 The ratio of actual fuel-air ratio to stoichiometric fuel-air ratio is
called equivalence ratio and is denoted by
 Φ=1 Stoichiometric
 Actual fuel  Air ratio 
   
 Φ>1 Rich Mixture  Stoichiometric fuel  air ratio 
 Φ<1 Lean Mixture
Equivalent ratio & Relative A/F
ratio
Calorific Value (CV)
 Calorific value of a fuel is the thermal energy released per
unit quantity of the fuel when the fuel is burned completely
and the products of combustion are cooled back to the
initial temperature of the combustible mixture
 Other terms used for the calorific value are heating value
and heat of Combustion.
 When the products of combustion are cooled to 25 °C
practically all the water vapour resulting from the
combustion process is condensed.
 Calorific Value (CV)
 When H2O is in products is condensed to liquid additional heat
is realized and the total heat liberated is called Higher Calorific
Value (HCV)
 when H2O in the products is in the vapor from his heat is not
removed this calorific value is called is called Lower calorific
Values (LCV)
 L.C.V. = H.C.V. –(Mass of H2O * 2454.1 ) in kJ
 Engine Performance Curves
1. Imep
2. Bmep and torque
3. Indicated power
4. Brake power
5. Indicated thermal
efficiency
6. Brake thermal efficiency
7. Specific fuel consumption
Power Units
 BHP (bhp) = 550 ft lb/s
 PS = 75 kg m/s
 kW = 1000 (N m/s)
BHP = British and American “horse power”
PS = "PferdeStärke” is "horse power“ in German

 PS = 0.986 bhp, BHP = 1.0142 PS

 kW = 1.36 PS, PS = 0.73529 kW
 kW = 1.341 bhp, BHP = 0.7457 kW
Numerical Example
 A four cylinder engine running at 1200 rpm delivers 20 kW.
The average torque when one cylinder was cut is 110 Nm.
Find
 indicated thermal efficiency
 Mechanical Efficiency
 If the calorific value of the fuel is 43 MJ/kg and the engine
uses 360 grams of gasoline per kW h.
Solution
 Average Brake Power for 3 cylinders

 2NT   2 1200 110 

bp    
 60,000   60,000 
bp  13.82 kW
 Average Indicated Power with one cylinder
ip= 20-13.82 kW
ip= 6.18 kW
 Total ip= No. Cyl (6.18 kW) = 24.72 kW
Solution
 Indicated Specific Fuel Consumption

 bp 
i sfc   bsfc    360  
 20  g
  291.26 kW h
 ip   24.72 

 Fuel Consumption
 mf   isfc  ip 
isfc     m f   
 ip   3600 1000 

 291.26  24.72 
mf   
 3600  1000 
m f  2  10 3 kg
s
Solution
 Indicated thermal efficiency
 ip 
 ith   
 m  CV 
 f 
 24.72 
 3
  100
 2  10  43, 000 
 28.74 %

 Brake thermal Efficiency Mechanical Efficiency

 bp 
bth      bth   23.25 
 m  CV 
 f 
 m        100
  ith   28.74 
 20.0 
 3
 100  80.9 %
 2 10  43,000 
 23.25 %
Exercise

 From IC Engine Book, V.GANESAN 2nd Ed.

 Exercise
 Page 36-44,,

 Solve problems
 All Exercise Problems Page 46-50
Engine Performance
Parameters
THE END

QUESTIONS?