UNIT 4

SI AND CI ENGINES:
PERFORMANCE CHARACTERISTICS
LEARNING OBJECTIVES
After studying this unit you should be able to:
Perform an energy balance on an IC Engine.
Specify and explain the characteristic performance curves
for IC Engines.
Explain the factors influencing the performance of IC
Engines.
Discuss the need for supercharging and Turbo-charging of
IC Engines.

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 THE ENERGY BALANCE ON IC ENGINES
 To give a sufficient data for the preparation of an energy (heat) balance
sheet, a test should include a method of determining the friction power,
speed, load, fuel consumption, air consumption, exhaust temperature,
rate of flow of cooling water and its temperature rise while flowing
through the water jackets.

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 THE ENERGY BALANCE ON IC ENGINES
 Energy (balance) diagram for a typical SI Engine

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 THE ENERGY BALANCE ON IC ENGINES
 Energy (balance) diagram for a typical CI Engine

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 THE ENERGY BALANCE ON IC ENGINES
 It is sufficient to write;

 a m
Energy to exhaust  (m  f )h e  m
 aha
 For a diesel engine at full load, typical values would be: to bp up
to 33%; to cooling water up to 19%; to exhaust up to 38%; to
surrounding air (either by radiation or convection up to 10%.
 The heat to the jacket cooling water and exhaust can be utilized
in industries which have heating loads such as space heating
and hot-water systems, and which require either steam or hot
water for process work.
 The heat to the jacket water is recoverable and about 18% of
the total energy supplied can be recovered from the exhaust
gas.

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 THE ENERGY BALANCE ON IC ENGINES
Worked Example
 A four-cylinder, four-stroke diesel engine develops 83.5 kW at
1800 rev/min with specific fuel consumption of 0.231 kg/kWh,
and air-fuel ratio of 23/1. The analysis of the fuel is 87%
carbon and 13% hydrogen, and the Qnet,v is 43 500 kJ/kg. The
jacket cooling water flows at 0.246 kg/s and its temperature
rise is 50 K. The exhaust temperature is 316 ˚C.
 Draw up an energy balance for the engine.
 Take R = 0.302 kJ/kg K and cp = 1.09 kJ/kg K for the dry exhaust
gas, and cp = 1.86 kJ/kg K for superheated steam.
 The temperature in the test house is 17.8 ˚C, and the exhaust
gas pressure is 1.013 bar.

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 THE ENERGY BALANCE ON IC ENGINES
Worked Example
Solution

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 THE ENERGY BALANCE ON IC ENGINES
Solution contd.
 Since 1 kg of Hydrogen will produce 9 kg of steam from the above equation,
therefore;

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 THE ENERGY BALANCE ON IC ENGINES
Solution contd.

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 THE ENERGY BALANCE ON IC ENGINES
Solution contd.

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 THE ENERGY BALANCE ON IC ENGINES
Solution contd.

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 THE ENERGY BALANCE ON IC ENGINES
Solution End.
Hence the Energy balance on the engine is drawn up as follows;

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 PERFORMANCE CURVES FOR SI ENGINES
Typical performance plot with respect to speed.

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 PERFORMANCE CURVES FOR SI ENGINES
Typical SI Engine Performance curves.

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 PERFORMANCE CURVES FOR SI ENGINES
Typical Fuel consumption curves for SI Engines.

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 PERFORMANCE CURVES FOR SI ENGINES
Bsfc curve at constant speed and variable load.

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 PERFORMANCE CURVES FOR SI ENGINES
Variation of bsfc, Torque and bp with respect to speed.

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 PERFORMANCE CURVES FOR CI ENGINES
Note:
 Many of the parameters entering into the
performance of four stroke CI Engines are
similar to those already analysed for SI
Engines.

 Hence, the performance characteristics of CI

Engines are not discussed separately.

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 FACTORS AFFECTING PERFORMANCE
CHARACTERISTICS OF IC ENGINES

 Combustion rate and spark timing

 Air- Fuel ratio requirements
 Compression ratio
 Engine speed
 Mass of inducted charge
 Heat losses

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 METHODS OF IMPROVING ENGINE
PERFORMANCE
 Increasing energy supply to the engine by increasing the
mass of charge entering the combustion chamber. (This can
be achieved by supercharging).

 Increasing the efficiency of conversion of the energy in the

fuel into useful mechanical energy by the use of high
compression ratios. (This requires the development of
economically feasible higher antiknock quality fuels).

 Taking advantage of the kinetic energy of the exhaust gas to

increase the engine output through the use of exhaust driven
turbines. (This can be achieved by Turbo charging).

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 SUPERCHARGING
AND
TURBOCHARGING

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 SUPERCHARGING
 Supercharging pressurises the air intake to the engine above
atmospheric pressure thereby ensuring the admittance of a
large quantity of air for more fuel to be burned in order to
increase the engine power output.
The points to be noted in supercharging an engine are;
 Supercharging increases the power output of the engine. It
does not increase the fuel consumption per brake kW hour.
 Certain percentage of power is consumed in compressing the
air. This power has to be taken from the engine itself.
 The engine should be designed to withstand the higher forces
due to supercharging.
 The increased pressure and temperature as a result of
supercharging may lead to detonation, therefore the fuel used
must have better anti-knock characteristics.

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 TYPES OF SUPERCHARGERS

Root’s type supercharger

 It has two rotors, with each
rotor keyed to its shaft.
 One rotor is connected to the
other one by means of gears.
 The gears are of equal size and
therefore both rotors rotate at
the same speed.
 The roots supercharger operates
like a gear pump.
 The mixture at the outlet of this
supercharger will be at much
higher pressure than the inlet.

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 TYPES OF SUPERCHARGERS

Twin-screw supercharger
 It operates by pulling air through
a pair of meshing lobes that
resemble a set of worm gears.
  The air inside it is trapped in
pockets created by the rotor
lobes.
 It compresses the air inside the
rotor housing. That's because
the rotors have a conical taper,
which means the air pockets
decrease in size as air moves
from the fill side to the
discharge side.

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 TYPES OF SUPERCHARGERS

Centrifugal Supercharger
 It powers an impeller; a device
similar to a rotor at very high
speeds to quickly draw air into a
small compressor housing. 
 As the air is drawn in at the hub
of the impeller, centrifugal force
causes it to radiate outward.
 The air leaves the impeller at
high speed, but low pressure.
 Centrifugal superchargers are
the most efficient and the most
common of all forced induction
systems.

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 SUPERCHARGING ARRANGEMENTS

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 ANALYSIS OF SUPERCHARGERS
Question
 A mechanically coupled supercharger is run by a four –stroke
cylinder square diesel engine with a bore of 100 mm as per
the arrangements shown in the figure below.

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 ANALYSIS OF SUPERCHARGERS
Question Contd.
Air enters the compressor at 27 °C and 1 bar and the compressor
pressure ratio is 1.6. From the compressor, the air is passed on to
a cooler where 1200 kJ/min of heat is rejected. The air leaves the
cooler at 67 °C. Some air from the compressor is bled after the
cooler to supercharge the engine.
The volumetric efficiency is 85 % based on intake manifold
pressure and temperature and the isentropic efficiency of the
compressor is 85 %.
The other details about the engine are; brake power of 50 kW,
speed is 3000 rpm and mechanical efficiency is 85 percent.
Assume air to be an ideal gas with constant specific heat.
Determine; the imep of the engine, the air consumption rate of
the engine and the air handling capacity of the compressor in
kg/min.
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 ANALYSIS OF SUPERCHARGERS
Solution
Analysis
Determine the indicated mean effective pressure (imep) from
indicated power (ip);
bp 50
ip    58.82 kW
ηm 0.85
Hence
ip  nR 58.82  2
imep  
ALNn π 2 3000
 0.1  0.1  4
4 60
 750 kPa  7.5 bar
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 ANALYSIS OF SUPERCHARGERS
Analysis Contd.
Air consumption rate of the engine before supercharging
Note: Before supercharging, the air enters the engine at a
temperature of 27 °C and a pressure of 1 bar.
V  AL  n  N  π  0.12  0.1  4  3000  1
d
nR 4 60 2
 0.0785 m 3 /s  4.71 m 3 /min
  η V
V   0.85  4.71  4 m 3 /min
a v d

P 100
ρa    1.16 kg/m 3
RT 0.287  300
 a V
m   ρ  4  1.16  4.64 kg/min
a a
Thus, before supercharging, the air consumption rate of the engine is 4.64
kg/min.
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 ANALYSIS OF SUPERCHARGERS
Analysis Contd.
Air consumption rate of the engine after supercharging
Note: After supercharging, the air enters the engine at a
temperature of 67 °C and a pressure of 1.6 bar.

V  4.71 m 3 /min (same as previous)

d
V  4 m 3 /min (same as previous)
a

P 160
ρa    1.64 kg/m 3
RT 0.287  340
 a V
m   ρ  4  1.64  6.56 kg/min
a a

Thus, the air consumption rate of the engine is 6.56 kg/min.

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 ANALYSIS OF SUPERCHARGERS
Analysis Contd.
Air handling capacity of the compressor
The actual compressor work required comes from the engine
output.
 c  c p  T2  T1 
m
 
Wc
ηc
 c  1.005  T2  300 
m
50 
0.85
42.29
mc kg/s....................................(1)
T2  300
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 ANALYSIS OF SUPERCHARGERS
Analysis Contd.
Air handling capacity of the compressor
Heat balance in the cooler
 m
Q 23
 c  c p  T2  T3 
Q
m c  23

c p  T2  T3 
1200

1.005  60  T2  340 
19.9
c 
m kg/s..............................(2)
T2  340
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 ANALYSIS OF SUPERCHARGERS
Analysis End.
Air handling capacity of the compressor
Solving the two equations above simultaneously gives;

 c  0.56 kg/s or 33.58 kg/min

T2  375.56 K and m
Hence, the air handling capacity of the compressor is 33.58
kg/min.

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 TURBOCHARGING
 In turbocharging, the supercharger is being driven by a gas
turbine which uses the energy in the exhaust gases.
 There is no mechanical linkage between the engine and the
supercharger.
 In fact the term “turbocharger” is a shortened version of
“turbo-supercharger”, its official name.
 The turbine in a turbocharger will typically spin at speeds of
up to 150,000 rpm; which is about 30 times faster than most
car engines can go.
 Although turbochargers may increase the pressure of air
entering the cylinder by about 1.5 times atmospheric
pressure, engine power output is not exactly increased by 50
% since turbochargers are not perfectly efficient.

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 TURBOCHARGING
Position of a turbocharger relative to the engine

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 TURBOCHARGING
Parts of a turbocharger

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 TURBOCHARGING ARRANGEMENTS

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 ANALYSIS OF TURBOCHARGERS
Question
 A diesel engine is fitted with a turbocharger, which comprises
a radial compressor driven by a radial exhaust gas turbine. The
air is drawn into the compressor at a pressure 0.95 bar and at
a temperature of 15°C, and is delivered to the engine at a
pressure of 2.0 bar.
 The engine is operating on a gravimetric air/fuel ratio of 18:1,
and the exhaust leaves the engine at a temperature of 600oC
and at a pressure of 1.8 bar; the turbine exhausts at 1.05 bar.
 The isentropic efficiencies of the compressor and turbine are
70 per cent and 80 per cent, respectively.
Using the values; cPair = 1.01 kJ/kg K, γair = 1.4 and cPex = 1.15
kJ/kg K, γex = 1.33

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 ANALYSIS OF TURBOCHARGERS
Question
Determine;
The temperature of the air leaving the compressor.
 The temperature of the gases leaving the turbine.
The mechanical power loss in the turbocharger expressed as a
percentage of the power generated in the turbine.

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 ANALYSIS OF TURBOCHARGERS
Analysis: T-s diagram of the turbocharger

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 ANALYSIS OF TURBOCHARGERS
Analysis Contd.

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 ANALYSIS OF TURBOCHARGERS
Analysis Contd.

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 ANALYSIS OF TURBOCHARGERS
Analysis End.
 Thus, the mechanical power loss as a percentage of the power
generated in the turbine is

106.82  98.98
 100  7.34 per cent
106.82

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 ANALYSIS OF TURBOCHARGERS
Question
Compare the cooling effect of fuel evaporation on charge
temperature in a turbocharged spark ignition engine for the
following two cases:
 (a) The carburettor placed before the compressor
(b) The carburettor placed after the compressor.
 The specific heat capacity of the air and the latent heat of
evaporation of the fuel are both constant. For the air/fuel ratio of
12.5:1 the evaporation of the fuel causes a 25 K drop in mixture
temperature. The compressor efficiency is 70 per cent for the
pressure ratio of 1.5, and the ambient air is at 15°C.
Assume the following property values:
For air, cp = 1.01 kJ/kg K, γ = 1.4
For air/fuel mixture, cp = 1.05 kJ/kg K, γ = 1.34
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 ANALYSIS OF TURBOCHARGERS
Analysis: Possible arrangement

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 ANALYSIS OF TURBOCHARGERS
Analysis Contd.

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 ANALYSIS OF TURBOCHARGERS
Analysis Contd.

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 ANALYSIS OF TURBOCHARGERS
Analysis End.
Comparing the compressor power for the two cases:

 Thus placing the carburetor before the compressor offers a

further advantage in reduced compressor work.

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 Lecture Ends

THANK YOU
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