ENGINES OPERATING CHARATERISTICS

PERFORMANCE MODELLING AND CFD

Fabio Bosio – M.Eng in Mechanical Engineering 1

 ENGINE OPERATING CHARATERISTICS
• ENGINE PERFORMANCE PARAMETERS: INDICATE, BRAKE POWER, TORQUE AND MEP

• OPERATING VARIABLES THAT AFFECT SI ENGINE PERFORMANCE, EFFICIENCY AND EMISSION

a) Spark Timing
b) Mixture composition
 Air/Fuel or Equivalent Ratio Changes
 Exhaust Gas Recycle
c) Load and Speed
d) Compression Ratio
• SI ENGINE COMBUSTION CHAMBER DESIGN
a) Design Objectives and Options
b) Factors that control combustion
c) Factors that control Performance
 Volumetric Efficiency
 Heat Transfer
• VARIABLES THAT AFFECT CI ENGINE PERFORMANCE, EFFICIENCY AND EMISSION
a) Load and Speed
b) Fuel-Injection Parameters
c) Air Swirls and Bowl-in Piston Design
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 ENGINE PERFORMANCE PARAMETERS

• Power
Depend on Displaced Volume
• Torque
• Specific Fuel Consumption (sfc)

Effect of
Eliminate Volume’s effect
Normalization

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 ENGINE PERFORMANCE PARAMETERS
 POWER

Four-stroke cycle

Two-stroke cycle

 Where:

= Piston area

Mean Piston Speed

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 ENGINE PERFORMANCE PARAMETERS
 TORQUE

Four-stroke cycle

Two-stroke cycle

 Where:

= volume

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 ENGINE PERFORMANCE PARAMETERS
 MEAN EFFECTIVE PRESSURE

Four-stroke cycle

Two-stroke cycle
 Where:

= fuel conversion efficiency

= volumetric efficiency
= Heating value of a fuel
= inlet air density
= fuel/air ratio
= delivery ratio
= trapping efficiency 6
POWER VS TORQUE

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 ENGINE PERFORMANCE PARAMETERS

 
SPECIFIC FUEL CONSUMPTION

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 INDICATED, BRAKE AND FRICTION POWER
BRAKE
• defined as the output power from the engine flywheel

FRICTION
• defined as the how much power will be used for running
the engine. Engine having some friction in gears , chain
drives and shafts , matting parts. It consumes some energy
from the power

INDICATED
• defined as the total power of the engine. It is the sum of
the brake power + friction power
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INDICATED, BRAKE AND FRICTION POWER

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 INDICATED, BRAKE AND FRICTION POWER

3.8-dm3 six cylinder automotive spark-ignition

engine at wide-open throttle

• Gross indicated, brake, and friction power,

• indicated, brake, and friction mean effective
pressure,
• indicated and brake specific fuel consumption
• mechanical efficiency

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 INDICATED, BRAKE AND FRICTION POWER

a) Six-cylinder naturally aspiratd direct-injection diesel engine b) four cylinder naturally

aspirated indirect injection diesel chamber
• Gross indicated and brake power,
• Indicate and brake mean effective pressure,
• indicated and brake specific fuel consumption
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• mechanical efficiency
 OPERATING VARIABLES THAT AFFECT SI ENGINER PERFORMANCE,
EFFICIENCY AND EMISSION – SPARK TIMING
• If combustion starts too early in the cycle, the work transfer from the piston to
the gases in the cylinder at the end of the compression stroke is too large
• If combustion starts too late, the peak cylinder pressure is reduced and the expansion stroke
work transfer from the gas to the piston decreases.

MBT (maximum brake Torque timing): maximum

engine torque at fixed speed, and mixture
composition and flow rate. It also gives maximum
brake power and minimum brake specific fuel
consumption
MBT timing depends on:
• Speed; as speed increases the spark
must be advanced to maintain
optimum timing because the duration
of the combustion process in crank
angle degrees increases.
• Load. As load and intake manifold
pressure are decreased, the spark
timing must be further advanced to
maintain optimum engine
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performance.
 OPERATING VARIABLES THAT AFFECT SI ENGINER PERFORMANCE,
EFFICIENCY AND EMISSION – MIXTURE COMPOSITION
Mixture composition during combustion is most critical, since this determines the development
of the combustion process which governs the engine's operating characteristics

AIR/FUEL OR EQUIVALENCE RATIO CHANGES – PROPORTION OF FUEL

𝐴
 
Φ=
( ) 𝐹 𝐴𝐶𝑇𝑈𝐴𝐿

𝐴
(𝐹) 𝑆𝑇𝐸𝐶𝐻𝐼𝑂𝑀𝐸𝑇𝑅𝐼𝐶

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 OPERATING VARIABLES THAT AFFECT SI ENGINER PERFORMANCE,
EFFICIENCY AND EMISSION – EXHAUST GAS RECYCLE
EXHAUST GAS RECYCLE (EGR)
A fraction of the exhaust gases are recycled through a control valve from the exhaust to the
engine intake system. The recycled exhaust gas is usually mixed with the fresh fuel-air mixture
just below the throttle valve
EGR acts, at part load, as an additional diluent in the unburned gas mixture, reducing the peak
burned gas temperatures and NO formation rates.

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 OPERATING VARIABLES THAT AFFECT SI ENGINER PERFORMANCE,
EFFICIENCY AND EMISSION – LOAD AND SPEED
One common way to present the operating characteristics of an internal combustion
engine over its full load and speed range is to plot brake specific fuel consumption contours on a
graph of brake mean effective pressure versus engine speed.

• The upper envelope of the map is

the wide-open-throttle
performance curve.
• Points below this curve define
the part-load operating
characteristics.
• details differ from one engine to
another, the overall shapes for
spark-ignition engines are similar
• Maximum bmep occurs in the
mid-speed range
• minimum bsfc island is located
at a slightly lower speed and at
part load.
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 SI ENGINE COMBUSTION CHAMBER DESIGN – OBJECTIVE
• A chamber design where the fuel burning process takes place faster, occupies a shorter
crank angle interval at a given engine speed, produces a more robust and repeatable
combustion pattern that provides emission control and efficiency gains simultaneously.
• A faster-burning chamber with its shorter burn time permits operation with substantially
higher amounts of EGR
Many methods for producing a "fast
burn" have been proposed:
• making the combustion chamber
shape more compact
• moving the spark plug to a more
central location within the chamber
• using two plugs
• increasing in-cylinder gas motion
by creating swirl during the
induction process or during the
latter stages of compression.

A faster combustion process relative

to more moderate burn rate engines
does result in a direct engine
efficiency gain
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 FACTORS THAT CONTROL COMBUSTION
The following factors affect the flame development and propagation processes:
a) Geometry. Combustion chamber shape and spark plug location
b) Flow field characteristics. Mean velocity, turbulence intensity, and characteristic
turbulence length scale in the unburned mixture during combustion
c) Unburned mixture composition and state. Fuel, equivalence ratio, burned gas fraction,
mixture pressure and temperature

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 FACTORS THAT CONTROL PERFORMANCE - VOLUMETRIC EFFICIENCY

VOLUMETRIC EFFICIENCY

Combustion chamber shape affects volumetric efficiency through its constraints on maximum
valve size and through the degree of swirl that the chamber and port designs produce to
achieve the desired combustion characteristics.
To obtain maximum performance and to reduce pumping losses, the size of the valve heads
should be as large as practical

• Swirl can be generated during the intake process through suitable port, valve, and head
design. It requires either that the flow through the intake valve be directed tangentially into
the cylinder so that gas flows through one side of the valve opening preferentially ,or
requires the use of a helical intake port that imparts an angular velocity to the flow before it
enters the cylinder.
• In either case the inlet flow enters the cylinder with higher velocity than it would have in the
absence of swirl;
• the pressure drop across the valve is increased, and maximum air flow through the cylinder
is reduced.
• Well-designed helical swirl-generating ports appear to be the best way to create swirl

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 FACTORS THAT CONTROL PERFORMANCE – HEAT TRANFER

HEAT TRANSFER
• The heat-transfer coefficient is usually correlated by expressions
of the Nusselt, Reynolds, and Prandtl numbers
• Thus combustion chamber surface area, in terms of the surface
area in contact with the burned gases, is important aspect to
keep in consideration
• Gas velocity is also important: it influences the heat-transfer
rate through the Reynolds number

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See video
VARIABLES THAT AFFECT CI ENGINER PERFORMANCE, EFFICIENCY AND
EMISSION – LOAD AND SPEED

Performance map for an air-

cooled four-stroke cycle medium-
swirl naturally aspirated DI diesel

• Maximum rated power for this

6.54-dm3 displacement engine
at 3200 RPM is 119 kW
• Maximum bmep at 2000 RPM is
784 kPa
• Minimum bsfc (at 1600 RPM
and 580 kPa bmep) is 220 g/kW.
h, which corresponds to a brake
fuel conversion efficiency of
38.5 percent
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VARIABLES THAT AFFECT CI ENGINER PERFORMANCE, EFFICIENCY AND
EMISSION – LOAD AND SPEED

Performance map for a small

high-swirl DI diesel which uses
the M.A.N. combustion system
with a single fuel jet sprayed
tangentially into the swirling air
flow.
• Due to the higher speed and
higher swirl than the larger DI
engine previous picture, the
maximum bmep is slightly
lower

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 VARIABLES THAT AFFECT CI ENGINER PERFORMANCE, EFFICIENCY AND
EMISSION – LOAD AND SPEED
Performance characteristics of an automotive naturally aspirated swirl-
chamber IDI diesel engine.
Maximum bmep values are usually higher than those of equivalent size DI
engines:
• because without the need to generate swirl during the intake process, the
intake port and valve are less restrictive and volumetric efficiency is higher

• because the ID1 engine can

be run at lower A/F without
smoking. The best bsfc values
are usually some 15 % higher
than values typical of
equivalent DI engines.
• The best brake fuel
conversion efficiency is 32.5
%
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VARIABLES THAT AFFECT CI ENGINER PERFORMANCE, EFFICIENCY AND
EMISSION – INJECTION TIMING

Effect of start-of-injection timing on diesel engine performance and emissions

a) Medium-swirl DI diesel engine with deep combustion bowl and four-hole injection
nozzle, 2600 rev/min, fuel delivery 75 mm3/cycle, F/A equivalence ratio 0.69
b) Swirl-chamber IDI engine, 2500 rev/min, 0 and 100 % load
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VARIABLES THAT AFFECT CI ENGINER PERFORMANCE, EFFICIENCY AND
EMISSION – AIR SWIRL AND BOWL-IN-PISTON DESIGN

Various bowl-in-piston chamber designs for DI diesel engines with swirl

(a) conventional straight-sided bowl
(b)reentrant bowl
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(c) square reentrant bowl