Actual cycles for internal combustion engines differ from air-standard cycles in many respects.
Time loss factor.
Heat loss factor.
Exhaust blow down factor.
PPT describes the engine performance parameters of the I.C. engine.
Engine performance is an indication of the degree of success of the engine performs its assigned task, i.e. the conversion of the chemical energy contained in the fuel into the useful mechanical work. The engine performance is indicated by the term efficiency, η. Five important engine efficiencies and other related engine performance parameters are:
Power
Indicated Thermal Efficiency (ηith)
Brake Thermal Efficiency (ηbth)
Mechanical Efficiency (ηm)
Volumetric Efficiency (ηv)
Relative Efficiency or Efficiency Ratio (ηrel)
Mean Effective Pressure (Pm)
Specific Fuel Consumption (sfc)
Fuel-Air or Air-Fuel Ratio (F/A or A/F)
Calorific Value (CV)
Power:-
The main purpose of running an engine is to obtain mechanical power.
Brake Power (B.P.)
The power developed by an Engine at the output shaft is called the brake power.
Brake Power= Brake Workdone/Time
B.P.=BWD/sec.
Indicated power (I.P.)
The total power developed by Combustion of fuel in the combustion chamber is called indicated power.
Indicated Power= Indicated Workdone/Time
I.P.=IWD/sec.
Frictional Power (F.P.)
The difference between I.P. and B.P. is called frictional power (f.p.).
FP = IP – BP
Thermal Efficiency (ηth)
Thermal efficiency is the ratio of Power to energy supplied by the fuel.
ηth= Power/ Energy
In I.C. Engine, thermal efficiency can be classified into two categories i.e.
Indicated Thermal Efficiency (ηith)
Indicated thermal efficiency is the ratio of indicated power to the heat supplied or added.
ηith= IP/Qs
2. Brake Thermal Efficiency (ηith)
Brake Thermal Efficiency is the ratio of brake power to the heat supplied or added.
ηbth= BP/Qs
Volumetric Efficiency (ηv)
This is one of the most important parameters which decide the performance of four-stroke engines. Four stoke engines have distinct suction stoke, volumetric efficiency indicates the breathing ability of the engine.
Volumetric efficiency is defined as the ratio of actual flow rate of air into the intake system to rate at which the volume is displaced by the system.
ηv= (푚 ̇"a/a" )/(푉푑푖푠푝푎푐푒푑 푋 푁/2)
"a"= Inlet density is taken atmospheric air density
N= Number of the cylinder in use
Theoretical cycle based on the actual properties of the cylinder contents is called the fuel air cycle.
The fuel air cycle takes into consideration the following.
The ACTUAL COMPOSITION of the cylinder contents.
The VARIATION OF SPECIFIC HEAT of the gases in the cylinder.
The DISSOCIATION EFFECT.
The VARIATION IN THE NUMBER OF MOLES present in the cylinder as the pressure and temperature change
PPT describes the engine performance parameters of the I.C. engine.
Engine performance is an indication of the degree of success of the engine performs its assigned task, i.e. the conversion of the chemical energy contained in the fuel into the useful mechanical work. The engine performance is indicated by the term efficiency, η. Five important engine efficiencies and other related engine performance parameters are:
Power
Indicated Thermal Efficiency (ηith)
Brake Thermal Efficiency (ηbth)
Mechanical Efficiency (ηm)
Volumetric Efficiency (ηv)
Relative Efficiency or Efficiency Ratio (ηrel)
Mean Effective Pressure (Pm)
Specific Fuel Consumption (sfc)
Fuel-Air or Air-Fuel Ratio (F/A or A/F)
Calorific Value (CV)
Power:-
The main purpose of running an engine is to obtain mechanical power.
Brake Power (B.P.)
The power developed by an Engine at the output shaft is called the brake power.
Brake Power= Brake Workdone/Time
B.P.=BWD/sec.
Indicated power (I.P.)
The total power developed by Combustion of fuel in the combustion chamber is called indicated power.
Indicated Power= Indicated Workdone/Time
I.P.=IWD/sec.
Frictional Power (F.P.)
The difference between I.P. and B.P. is called frictional power (f.p.).
FP = IP – BP
Thermal Efficiency (ηth)
Thermal efficiency is the ratio of Power to energy supplied by the fuel.
ηth= Power/ Energy
In I.C. Engine, thermal efficiency can be classified into two categories i.e.
Indicated Thermal Efficiency (ηith)
Indicated thermal efficiency is the ratio of indicated power to the heat supplied or added.
ηith= IP/Qs
2. Brake Thermal Efficiency (ηith)
Brake Thermal Efficiency is the ratio of brake power to the heat supplied or added.
ηbth= BP/Qs
Volumetric Efficiency (ηv)
This is one of the most important parameters which decide the performance of four-stroke engines. Four stoke engines have distinct suction stoke, volumetric efficiency indicates the breathing ability of the engine.
Volumetric efficiency is defined as the ratio of actual flow rate of air into the intake system to rate at which the volume is displaced by the system.
ηv= (푚 ̇"a/a" )/(푉푑푖푠푝푎푐푒푑 푋 푁/2)
"a"= Inlet density is taken atmospheric air density
N= Number of the cylinder in use
Theoretical cycle based on the actual properties of the cylinder contents is called the fuel air cycle.
The fuel air cycle takes into consideration the following.
The ACTUAL COMPOSITION of the cylinder contents.
The VARIATION OF SPECIFIC HEAT of the gases in the cylinder.
The DISSOCIATION EFFECT.
The VARIATION IN THE NUMBER OF MOLES present in the cylinder as the pressure and temperature change
A gas turbine, also called a combustion turbine, is a type of internal combustion engine. It has an upstream rotating compressor coupled toa downstream turbine, and a combustion chamber in-between. Energy is added to the gas stream in the combustor, where fuel is mixed with air and ignited. In the high-pressure environment of the combustor, combustion of the fuel increases the temperature. The products of the combustion are forced into the turbine section
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in this presentation , the different engine inefficiencies has been discussed including all sort of friction losses which affects the brake power of the engine. It includes volumetric efficiency, thermal efficiency, IMEP, BMEP, brake power etc.
A gas turbine, also called a combustion turbine, is a type of internal combustion engine. It has an upstream rotating compressor coupled toa downstream turbine, and a combustion chamber in-between. Energy is added to the gas stream in the combustor, where fuel is mixed with air and ignited. In the high-pressure environment of the combustor, combustion of the fuel increases the temperature. The products of the combustion are forced into the turbine section
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in this presentation , the different engine inefficiencies has been discussed including all sort of friction losses which affects the brake power of the engine. It includes volumetric efficiency, thermal efficiency, IMEP, BMEP, brake power etc.
A Critical Review on the Concept of Effect on Scavenging and Fuel Injection T...ijsrd.com
In present study, A spark ignition and a compression ignition engine with uniflow valve scavenging of the cylinder and a transfer valve in the piston crown have been described. A great disadvantage of two-stroke engines is ports which are made in the cylinder bearing surface. Under the heat which is realised during the combustion, the thermal extension of the range in proximity of the ports and other parts of the cylinder is different and so the distortion of the geometry of the cylinder liner surface force the designer to make the clearance between the piston and the cylinder liner bigger. This paper presents the critical review to study the effect of fuel injection timing and scavenging using diesel on the combustion and emission characteristics of a single cylinder, two stroke, air cooled direct injection diesel engine. It is well known that injection strategies including the injection timing and pressure play the most important role in determining engine performance, especially in scavenging emissions. However, the injection timing and pressure quantitatively affect the performance of the diesel engine.
Brayton or Joule cycle -P-V diagram and thermal efficiency. Construction and working of gas turbine i] Open cycle ii] Closed cycle gas turbine, simple circuit, Comparison, P-V & T-S diagramTurbojet and Turboprop Engine and Application
Automatic timer on the injection pump, with an automatic timer spring or spring,
experiencing wear or reduced pressure. As a result of the wear of the automatic timer
spring, the fuel spraying time is delayed especially when operating with heavy loads, the
motor can not reach normal power even sometimes the motor dies suddenly. The
purpose to be achieved in this paper is to find out how much heat loss from combustion
due to the delay in spraying fuel. The research was conducted at PT. Salam Pasifik
Indonesia Lines Merauke branch. The method used in this writing is based on secondary
data. The data taken is data specifications of Nissan UD50 Diesel motor which is the
driving motor for heavy equipment, besides that, also data on fuel consumption in
normal conditions and fuel consumption when there is a delay in spraying fuel. The
calculation results show that the occurrence of slowness in spraying this fuel will have
an impact on the amount of heat produced in combustion, with normal conditions the
amount of fuel combustion heat is 33633 Kcal / hour, while the amount of fuel
combustion due to late spraying is 26936.7 Kcal / hour, which means that there is an
energy loss of 6696.3 Kcal / kg or a power loss of around 10.44 HP.
u can learn what is research, how to do research, research types, research methods, methodology, how to do literature survey, how to give an oral presentation and how to write thesis, research paper
it talks about the introduction of the book of Little book on Stoicism,
it talks mainly about the importance of Stoicism and main components of Stoicism
Immunizing Image Classifiers Against Localized Adversary Attacksgerogepatton
This paper addresses the vulnerability of deep learning models, particularly convolutional neural networks
(CNN)s, to adversarial attacks and presents a proactive training technique designed to counter them. We
introduce a novel volumization algorithm, which transforms 2D images into 3D volumetric representations.
When combined with 3D convolution and deep curriculum learning optimization (CLO), itsignificantly improves
the immunity of models against localized universal attacks by up to 40%. We evaluate our proposed approach
using contemporary CNN architectures and the modified Canadian Institute for Advanced Research (CIFAR-10
and CIFAR-100) and ImageNet Large Scale Visual Recognition Challenge (ILSVRC12) datasets, showcasing
accuracy improvements over previous techniques. The results indicate that the combination of the volumetric
input and curriculum learning holds significant promise for mitigating adversarial attacks without necessitating
adversary training.
NO1 Uk best vashikaran specialist in delhi vashikaran baba near me online vas...Amil Baba Dawood bangali
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Automobile Management System Project Report.pdfKamal Acharya
The proposed project is developed to manage the automobile in the automobile dealer company. The main module in this project is login, automobile management, customer management, sales, complaints and reports. The first module is the login. The automobile showroom owner should login to the project for usage. The username and password are verified and if it is correct, next form opens. If the username and password are not correct, it shows the error message.
When a customer search for a automobile, if the automobile is available, they will be taken to a page that shows the details of the automobile including automobile name, automobile ID, quantity, price etc. “Automobile Management System” is useful for maintaining automobiles, customers effectively and hence helps for establishing good relation between customer and automobile organization. It contains various customized modules for effectively maintaining automobiles and stock information accurately and safely.
When the automobile is sold to the customer, stock will be reduced automatically. When a new purchase is made, stock will be increased automatically. While selecting automobiles for sale, the proposed software will automatically check for total number of available stock of that particular item, if the total stock of that particular item is less than 5, software will notify the user to purchase the particular item.
Also when the user tries to sale items which are not in stock, the system will prompt the user that the stock is not enough. Customers of this system can search for a automobile; can purchase a automobile easily by selecting fast. On the other hand the stock of automobiles can be maintained perfectly by the automobile shop manager overcoming the drawbacks of existing system.
Hybrid optimization of pumped hydro system and solar- Engr. Abdul-Azeez.pdffxintegritypublishin
Advancements in technology unveil a myriad of electrical and electronic breakthroughs geared towards efficiently harnessing limited resources to meet human energy demands. The optimization of hybrid solar PV panels and pumped hydro energy supply systems plays a pivotal role in utilizing natural resources effectively. This initiative not only benefits humanity but also fosters environmental sustainability. The study investigated the design optimization of these hybrid systems, focusing on understanding solar radiation patterns, identifying geographical influences on solar radiation, formulating a mathematical model for system optimization, and determining the optimal configuration of PV panels and pumped hydro storage. Through a comparative analysis approach and eight weeks of data collection, the study addressed key research questions related to solar radiation patterns and optimal system design. The findings highlighted regions with heightened solar radiation levels, showcasing substantial potential for power generation and emphasizing the system's efficiency. Optimizing system design significantly boosted power generation, promoted renewable energy utilization, and enhanced energy storage capacity. The study underscored the benefits of optimizing hybrid solar PV panels and pumped hydro energy supply systems for sustainable energy usage. Optimizing the design of solar PV panels and pumped hydro energy supply systems as examined across diverse climatic conditions in a developing country, not only enhances power generation but also improves the integration of renewable energy sources and boosts energy storage capacities, particularly beneficial for less economically prosperous regions. Additionally, the study provides valuable insights for advancing energy research in economically viable areas. Recommendations included conducting site-specific assessments, utilizing advanced modeling tools, implementing regular maintenance protocols, and enhancing communication among system components.
Industrial Training at Shahjalal Fertilizer Company Limited (SFCL)MdTanvirMahtab2
This presentation is about the working procedure of Shahjalal Fertilizer Company Limited (SFCL). A Govt. owned Company of Bangladesh Chemical Industries Corporation under Ministry of Industries.
Welcome to WIPAC Monthly the magazine brought to you by the LinkedIn Group Water Industry Process Automation & Control.
In this month's edition, along with this month's industry news to celebrate the 13 years since the group was created we have articles including
A case study of the used of Advanced Process Control at the Wastewater Treatment works at Lleida in Spain
A look back on an article on smart wastewater networks in order to see how the industry has measured up in the interim around the adoption of Digital Transformation in the Water Industry.
Cosmetic shop management system project report.pdfKamal Acharya
Buying new cosmetic products is difficult. It can even be scary for those who have sensitive skin and are prone to skin trouble. The information needed to alleviate this problem is on the back of each product, but it's thought to interpret those ingredient lists unless you have a background in chemistry.
Instead of buying and hoping for the best, we can use data science to help us predict which products may be good fits for us. It includes various function programs to do the above mentioned tasks.
Data file handling has been effectively used in the program.
The automated cosmetic shop management system should deal with the automation of general workflow and administration process of the shop. The main processes of the system focus on customer's request where the system is able to search the most appropriate products and deliver it to the customers. It should help the employees to quickly identify the list of cosmetic product that have reached the minimum quantity and also keep a track of expired date for each cosmetic product. It should help the employees to find the rack number in which the product is placed.It is also Faster and more efficient way.
Courier management system project report.pdfKamal Acharya
It is now-a-days very important for the people to send or receive articles like imported furniture, electronic items, gifts, business goods and the like. People depend vastly on different transport systems which mostly use the manual way of receiving and delivering the articles. There is no way to track the articles till they are received and there is no way to let the customer know what happened in transit, once he booked some articles. In such a situation, we need a system which completely computerizes the cargo activities including time to time tracking of the articles sent. This need is fulfilled by Courier Management System software which is online software for the cargo management people that enables them to receive the goods from a source and send them to a required destination and track their status from time to time.
Water scarcity is the lack of fresh water resources to meet the standard water demand. There are two type of water scarcity. One is physical. The other is economic water scarcity.
2. 2
Introduction
Air standard Cycle Actual Engine cycle
Compression ratio 7:1 7:1
Thermal efficiency 55 % 28 %
• Air standard cycle analysis gives an estimate of engine performance which is much
greater than the actual performance.
• Actual efficiency is much lower than the air-standard efficiency due to
various losses that occur in actual engine.
• The major losses are
1. Variation of specific heat with temperature.
2. Dissociation of the combustion products
3. Progressive combustion
4. Incomplete combustion of fuel
5. Heat transfer into the walls of the combustion chamber
6. Blowdown at the end of exhaust process
7. Gas exchange process
SOUMYTH
3. 3SOUMYTH
AIR CYCLE
Corrected for characteristics
of the Fuel-Air composition of
Cylinder gases, Variable
specific heat, Dissociation
FUEL-AIR
CYCLE
Modified to account
for combustion loss,
time loss, heat loss,
blowdown loss etc..
ACTUAL
CYCLE
Actual work losses
PLUS the friction losses
gives
Useful Work
1 2
3
4
4. Comparison of Air-Standard and Actual cycles
Actual cycles for internal combustion engines differ from air-standard
cycles in many respects. These differences are mainly due to:
1. The working substance mixing with the product of combustion left from the
previous cycle.
2. The change in chemical composition of the working substance.
3. The variation of specific heats with temperature.
4. The change in the composition, temperature and actual amount of fresh charge
because of the residual gases.
1. The progressive combustion rather than the instantaneous combustion.
2. The heat transfer to and from the working medium.
3. The substantial exhaust blowdown loss, i.e., loss of work on the expansion
stroke due to early opening of the exhaust valve.
4. Gas leakage, fluid friction etc., in actual engines.
SOUMYTH 4
FUELAIRCYCLESACTUALCYCLES
5. Major Losses
• Most of the factors listed above tend to decrease the thermal efficiency
and power output of the actual engines.
• Calculating thermal efficiencies while considering these factors are not
that different from those of the actual cycles.
Out of all the above factors, major influence is by
1. Time loss factor
Loss due to time required for mixing of fuel and air and also for combustion,
2. Heat loss factor
Loss of heat from gases to cylinder walls.
3. Exhaust blowdown factor
Loss of work on the expansion stroke due to early opening of the exhaust valve.
SOUMYTH 5
6. Time loss factor
• In air standard cycles the heat addition is an instantaneous process
whereas in an actual cycle it is over a definite period of time.
• The crankshaft will usually turn about 30 to 400 between the initiation of
the spark and the end of combustion (time loss due to progressive
combustion).
SOUMYTH
• Due to finite time of combustion, peak
pressure will not occur when the volume is
minimum (TDC) but will occur some time
after TDC.
• The pressure therefore rises in the first part
of the working stroke from b to c, as shown.
• This loss of work reduces the efficiency and
is called time loss due to progressive
combustion.
Peak pressure
6
Total Work
7. SOUMYTH
The time taken for combustion depends on
• The flame velocity which in turn depends on the
type of fuel and the air-fuel ratio.
• The shape and size of the combustion chamber.
• The distance from the point of ignition to the
opposite side of the combustion space.
In order that the peak pressure is not reached
too late in the expansion stroke, the time at
which the combustion starts is varied by varying
the spark timing or spark advance.
the peak pressure is low due
• Figure shows the effect of spark timing on P-V
diagram from a typical trial.
• With spark at TDC (00 spark advance), the peak
pressure is low due to the expansion of gases. Spark at TDC, advance 00
7
peak pressure is low
8. • If the spark is advanced to achieve complete
combustion close to TDC, additional work is
required to compress the burning gases.
• With or without spark advance the work area
could be less and the power output and
efficiency are lowered. 8
Optimum advance of
15◦ – 30°
Spark advance of 350
Therefore, a moderate or optimum spark
advance of (15 - 35°) is the best compromise
resulting in minimum losses on both the
compression ratio and expansion ratio.
9. SOUMYTH 9
Table shows the engine performance for various ignition timings
Cycle
Ignition
Advance
Max cycle
pressure
(bar)
mep
(bar)
efficiency
ηActual
ηFuel cycle
Fuel Air 0° 44 10.2 32.2 1.0
Actual 0° 23 7.5 24.1 0.75
Actual 17° 34 8.35 26.3 0.81
Actual 35° 41 7.6 23.9 0.74
P-V diagram showing power loss due to
ignition advance
Sometimes a deliberate spark retarded from
optimum may be necessary in order to
• Avoid knocking
• Reduce exhaust
• Reduce emission of hydrocarbons and carbon
monoxide.
10. • At full throttle with the fuel-air ratio corresponding to maximum power and
with the optimum ignition advance, the time losses may account for a drop in
efficiency of about
• 5 % for Actual engine
• 2 % for fuel-air cycle efficiency.
• These losses are higher when the
• Mixture is richer or leaner
• Ignition advance is not optimum
• At part throttle operations the losses are higher.
• It is impossible to obtain a perfect homogenous mixture with fuel-vapor and air,
since residual gases from the previous are present in the clearance volume of
the cylinder. Further, very limited time is available between the mixture
preparation and ignition.
• Under these circumstances, it is possible that a pocket excess oxygen is
present in one part of the cylinder and a pocket of excessive fuel in another
part.
• Therefore, some fuel does not burn or burns partially to CO and the unused O2
appears in the exhaust.
SOUMYTH 10
11. 11
1. Only about 95% of the energy is released with the stoichiometric fuel sir ratios.
2. Energy released in actual engine is about 90% of fuel energy input.
1. It should be noted that that it is necessary to use a lean mixture to eliminate
wastage of fuel, while a rich mixture is required to utilize all of the oxygen.
2. Slightly leaner mixture would give maximum efficiency but too lean a mixture
will burn slowly increasing the time losses or will not burn at all causing total
wastage of fuel.
3. In a rich mixture a part of the fuel will not get the necessary oxygen and will be
completely lost.
1. The flame speed in the mixtures more than 10% richer is low, thereby
increasing the time losses and lowering the efficiency.
2. Imperfect mixing of fuel and air may give different fuel-air ratios during suction
stroke or certain cylinders in a multi cylinder engine may get continuously
leaner mixtures than others.
12. Heat loss factor
• During combustion the heat flows from the
cylinder gases through
1. Cooling water
2. Lubricating oil
3. Conduction and convection and radiation
• Heat loss during combustion ill have the
maximum effect on the cycle efficiency.
• The effect of heat loss during the
combustion reduce the maximum
temperature and therefore the specific
heats are lower.
• Out of various losses heat losses contribute
over 12%.
SOUMYTH 12
Time loss, heat loss and exhaust loss in
petrol engines
13. Exhaust Gas Blowdown
The actual exhaust process consists of two phases:
1. Blowdown
2. Displacement
Blowdown : -
At the end of power stroke when the exhaust valve opens the cylinder pressure is
much higher than the exhaust manifold pressure which is much higher than the
exhaust manifold pressure which is typically at 1 atm (P4 > Pe), so the cylinder gas
flows out through the exhaust valve and the pressure drops to Pe.
Displacement : -
Remaining gas is pushed out of the cylinder by the piston from the BDC moving to
TDC.
SOUMYTH 13
14. SOUMYTH
When to open Exhaust valve?
• The cylinder pressure at the end of
expansion stroke is as high as 7 bar
depending on the compression ratio
employed.
• If the exhaust valve is opened at BDC,
the piston has to do work against high
cylinder pressure during the early part
of the exhaust stroke.
• If the exhaust valve is opened too
early, a part of the expansion stroke is
lost.
• The best compromise is to open the
exhaust valve is 40° - 70° before BDC
thereby reducing the cylinder
pressure to halfway (say 3.5 bar)
before the exhaust stroke begins.
Effect of exhaust valve opening time on blowdown
14
15. SOUMYTH
P5 = Pe = P6 ; T5 = Te = T6 ⟹ T5 = T4 ⋅
P5
P4
ൗγ−1
γ
= T4 ⋅
Pe
P4
ൗγ−1
γ
f =
m6
m1
=
m6
m4
=
ΤV6 v6
ΤV4 v4
=
1
rc
⋅
T4
T6
⋅
P6
P4
=
1
rc
⋅
T4
T6
⋅
P6
P4
The residual gas temperature T6 is equal to T5,
since,
T5
T4
=
P5
P4
ൗγ−1
γ
=
Pe
P4
ൗγ−1
γ
→ f =
1
rc
⋅
P5
P4
ൗ1
γ
=
1
rc
⋅
Pe
P4
ൗ1
γ
15
The exhaust stroke (4 to 5 to 6) illustrating residual mass.
16. SOUMYTH 16
Loss of Gas exchange process (pumping loss)
• The work done for intake and exhaust stroke cancelled each other.
• The pumping loss increased at part throttle, because throttling reduces the suction
the pressure.
• Pumping loss also increases with speed.
• Pumping loss affect the volumetric efficiency when P1 is less than Pe.
Unthrottled (WOT)
Pi = Pe = 1 atm
Throttled :
Pi < Pe
Supercharged :
Pi > Pe
17. Volumetric Efficiency
• Volumetric efficiency is an indication of the breathing ability of the
engine and is defined as the ratio of the volume of air actually inducted
at ambient condition to swept volume.
• It may also be defined on mass basis as the ratio of the actual mass of
air drawn into the engine during a given period of time to the theoretical
mass which should have been drawn in during that same period of time,
based upon the total piston displacement of the engine, and the
temperature and pressure of the surrounding atmosphere.
• Volumetric efficiency is affected by
1. The density of fresh charge.
2. The exhaust gas in the clearance volume.
3. The design of intake and exhaust manifold.
4. The timing of intake and exhaust valves.
SOUMYTH 17
18. • The density of fresh charge
• As the fresh charge arrives in the hot cylinder, heat is transferred to it from the
1. Hot chamber walls 2. The hot residual gases
• Temperature rise reduces the density, which decrease the mass fresh charge
admitted and a reduction in volumetric efficiency.
• The volumetric efficiency is increased by
1. Low temperature 2. High pressure of fresh charge
• Exhaust gas in the clearance volume
• The residual gas occupy a portion of piston displacement volume, thus reducing
the space available to the incoming charge.
• These exhaust products tend to rise the temperature of the fresh charge.
• Timing of intake and exhaust valves
• Valve timing is the regulation of the points in the cycle in which the cycle at which
the valves are set to open and close.
• Valves require a finite period of time to open or close for smooth operation.
SOUMYTH 18
19. 19
Losses due to running friction
Losses are due to friction between the piston and the cylinder walls, in various bearings
and energy spent in operating the auxiliary equipment (cooling pump, ignition system,
fan etc..)
The piston ring friction increases rapidly with engine speed.
S. No Item
At load
Full Load (%) Half Load (%)
(a) Air standard cycle efficiency 56.5 56.5
1 Losses due to variation of specific heat and chemical equilibrium 13 13
2 Loss due to progressive combustion 4 4
3 Loss due to incomplete combustion 3 3
4 Direct heat loss 4 5
5 Exhaust blowdown loss 0.5 0.5
6 Pumping loss 0.5 1.5
7 Rubbing friction loss 3 6
(b) Fuel air cycle efficiency = Air std cycle efficiency – (1) 43.5 43.5
(c) Gross indicated thermal efficiency = Fuel air cycle efficiency – (2+3+4+5) 32 31
(d) Actual brake thermal efficiency = Fuel air cycle efficiency – (6+7) 28.5 23.5
Typical losses in a gasoline engine for r = 8
20. High speed & Low speed Engines Valve timing Diagram
The effect of intake valve
timing in the engine air
capacity is indicated by its
effect on the air inducted
per cylinder, per cycle.
For high speed
• Opening 10° before TDC.
• Closing 60° after BDC.
For low speed
• Opening 10° before TDC.
• Closing 10° after BDC.
20
The intake valve timing for a 4 stroke engine
21. Intake Valve timing
• Theoretically, the intake valve should open at TDC.
• In almost all SI engines the intake valve opens few degrees before TDC to ensure
the valve fully opens, flow fresh charge to cylinder as piston reaches TDC.
• The intake valve opens 10° before TDC for both Low speed and High speed engine.
As piston moves away from TDC, the engine draws fresh charge into cylinder.
• When the piston reaches BDC and ascent again during compression stroke, the
inertia of flowing air-fuel mixture tends to continue the flow of charge in to the
cylinder.
• The inertia tends to continue to keep open the intake valve for a short period. If the
intake valve keeps open much beyond BDC, the compression stroke force out
some fresh charge with consequent of reduction of volumetric efficiency. Hence
the intake valve should close relatively early after it reaches the BDC.
• For low speed engine the inertia of flowing charge is also low and intake valve
close 10° after BDC.
• For high speed engine, the intake charge has higher inertia, it causes a RAM effect
as piston moving up during the compression stroke. Ram effect tends to pack more
fresh charge into cylinder. So, to take advantage of this, intake valve closing is
delayed in high speed engine. For high speed engine, intake valve closes 60° after
BDC.
SOUMYTH 21
22. Exhaust Valve timing
• The exhaust valve is usually open before piston reaches the BDC. This reduces the
work done, but decreases the work required to expel the burned gas during the
exhaust stroke, the result will be an overall gain in output.
• For low speed engine exhaust valve opens 25° before BDC.
• For high speed engine exhaust valve opens 55° before piston reaches BDC.
• The exhaust valve is set to close some time after the piston reaches the TDC, so that
the inertia of exhaust gas tends to give better scavenging by carrying out the burned
product left in the clearance volume.
• For low speed engine exhaust valve close 5° after TDC and for high speed engine
exhaust valve closes 20° after TDC.
• The opening and closing of intake and exhaust valve may get overlapped during the
operation.
• This overlap should not be excessive enough to fresh charge expel through the
exhaust valve or burned gas product sucked into the cylinder during the intake stroke.
SOUMYTH 22
23. SOUMYTH 23
Theoretical & Actual Engines Valve timing Diagram
Theoretical and actual valve timing diagram for 4-stroke petrol engine
24. In reality the opening and closing of valve is not instantaneous as like in the theoretical
assumption. Time taken for opening of these valves needs to be considered.
SOUMYTH 24
Suction
Theoretical:
In theoretical cycle the inlet valve will
open when the piston is at TDC and it
starts moving downwards. Thus the
air will be drawn into the cylinder.
Actual:
In actual cycle, the inlet valve will be
started opening just before the piston
reaching to the TDC from the previous
cycle.
Because in the actual engine the valve
cannot be opened instantaneously, so
it has to be started opening a bit early.
Compression
Theoretical:
In theoretical cycle, on completion of the
suction stroke, the compression stroke
starts when the piston reaches BDC. At
BDC, the inlet valve will close and piston
will start to move upward. The air in the
cylinder will be compressed
Actual:
In actual cycle, the inlet valve starts
closing right after the piston starts
moving upwards, because to close the
valve completely it will take some time.
25. Exhaust stroke
Theoretical:
In theoretical cycle, at the BDC the
exhaust valve will open, all the
combustion particles will be thrown
out of cylinder with piston upward
movement.
Once the piston reaches TDC, all the
combustion particles will be thrown
out of the cylinder completely and
the suction stroke will start again for
the second cycle.
Actual:
In actual cycle, the exhaust stroke
will start a bit early as before piston
reaches the BDC and the exhaust
valve closing should be maintained
properly or there is a chance of
exhaust blowdown.
SOUMYTH 25
Expansion stroke
Theoretical:
In theoretical cycle, when piston reaches TDC, now
the fuel is injected into the cylinder by high pressure
fuel injector at the end of compression stroke.
Due to the high compression of air in the cylinder,
pressure and temperature od air are increased,
which is sufficient to self-ignite the fuel
instantaneously which is injected at the end of
compression stroke in which the piston is at TDC
Actual:
In actual cycle, the fuel will be injected before the
piston reaches to TDC.
The ignition starts immediately right after the
injection of fuel into cylinder. But the reason behind
injecting the fuel right before the piston reaches to
the TDC is that the fuel complete combustion is not
that instantaneous as like in the theoretical
assumption.
So, it has to start burning before the piston reaches
to TDC, that is the way we can take full advantage of
power stroke.
26. Theoretical & Actual valve timing diagram for
2-stroke petrol engine
There are mainly two stokes in 2 stroke engine:
Expansion stroke:-
In this stroke, piston moves from TDC to BDC. Combustion forces the piston
downwards. Piston uncovers first exhaust port, combustion gases escape
through exhaust port and uncovers transfer port next to allow fresh charge flow
into combustion chamber through transfer port.
Swiping of exhaust gases by incoming charge is called Scavenging.
Compression stroke: -
In this stroke, piston moves from BDC to TDC. It covers the transfer port and when
it further moves up, covers the exhaust port completely, to stop scavenging.
It uncovers the inlet port when moving upwards, where it inlets the gas into crank
case.
SOUMYTH 26