Internal Lidio

INTERNAL
COMBUSTION ENGINES
PREPARED BY:
LIDIO FREITAS
Wednesday, February 24, 2016 1

1. Introduction 15. Air/Fuel & Fuel/Air Ratios
2. Type of inter. combustion 16. Volumetric Efficiency
17. Engine Specific Weight &
3. Four Stroke
Specific Volume
4. Four stroke Otto & Diesel 18. Relationships Between
5. Two Stroke Performance Parameter
6. Concept of compression 19. Mass flow rate of air
7. Geometrical Properties of 20. Mass flow rate of water
Reciprocating Engines cooler
8. Brake Torque And Power 21. Thermal Efficiency
9. Indicated Work Per Cycle 22. Specific Emissions &
Emissions Index
10. Mechanical Efficiency
11. Road-load Power 23. Main component of engine
12. Mean Effective Pressure 24. Gas Power Cycle 2
13. Spec. Fuel Cons. & Efficiency

25. Engine terms
14. Heating Value 26. Otto Cycle
Wednesday, February 24, 2016
27. Diesel Cycle
INTRODUCTION
Application of internal combustion is Otto
engine and Diesel engine.
Diesel engine called Compression Ignition
Engine and Otto engine is Spark Ignition
Engine.
High Temperature and pressure exist in a
combustion chamber at compression stroke.
The result of this stroke is form mechanical
power called work stroke.
Diesel Engine

Otto engine

MAIN TYPES OF INTERNAL
COMBUSTION
The two main types of internal combustion
engine are:
Spark ignition (SI) engines, where the fuel is
ignited by a spark;
Compression ignition (CI) engines, where the
rise in temperature and pressure during
compression is sufficient to cause
spontaneous ignition of the fuel.

The spark ignition engine is also referred to as
the Otto engine (petrol, gasoline) or gas
engine, and
The compression ignition engine is also
referred to as the Diesel engine.

FOUR STROKE

Intake Stroke
Intake valve opens.

Piston moves down,
turn of crankshaft.
A vacuum is created in the
cylinder.
Atmospheric pressure
pushes the air/fuel
mixture into the cylinder.
Wednesday, February 24,

9
2016
Compression Stroke
Valves close.
Piston moves up,
turn of crankshaft.
Air/fuel mixture is
compressed.
Fuel starts to vaporize
and heat begins to
build.

10
2016
Power Stroke
Valves remain closed.

Spark plug fires
igniting fuel mixture.
Piston moves down,
turn of crankshaft.
Heat is converted to
mechanical energy.

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2016
Exhaust Stroke
Exhaust valve opens.

Piston move up,
crankshaft makes
turn.
Exhaust gases are
pushed out polluting
the atmosphere.

12
2016
FOUR STROKE (OTTO & DIESEL)
ANIMATION

TWO STROKE
The two-stroke cycle eliminates the
separate induction and exhaust strokes; and
the operation can be explained

Two stroke animation

CONCEPT OF COMPRESSION
The concept of compression before ignition:
1. There should be a high volume-to-surface
ratio.
2. The maximum expansion of the gases should
be achieved.
3. The highest possible mixture pressure
should occur before ignition.

GEOMETRICAL PROPERTIES OF
RECIPROCATING ENGINES
To calculate the Compression ratio, rc :
max . cylinder volume Vd Vc
rc
min imum cylinder volume Vc
Where
Vd = Displaced or swept volume and
Vc = Clearance volume.
Ratio of cylinder bore to piston stroke:
B
Rbs
L 17
Typical values of these parameters are:
rc = 8 - 12 for SI engines and
rc = 12 - 24 for CI engines;
B/L = 0.8 - 1.2 for small- and medium-size
engines, decreasing to about 0.5 for large
slow-speed CI engines;
R = 3 - 4 for small- and medium-size
engines, increasing to 5 - 9 for large slow-
speeds.
Vc
The cylinder TDC
volume V at any B
crank position is Vd s
B 2
V Vc l a s BDC
4
s r

S is the distance between the crank axis and
the piston pin axis:

s a cos l a sin
2 2 2

1
2
s a cos l a sin
2 2 2
The angle , is called the crank angle :

V
Vc
1

1 2 rc 1 R 1 cos R sin
2 2

1
2

V
Vc
1

1 2 rc 1 R 1 cos R sin
2 2

The combustion chamber surface area A at
any crank position is given by:
A Ach Ap Bl a s
Ach = cylinder head surface area
Ap = piston crown surface area.
Af = flat-topped pistons = B2/4
A Ach Ap
BL
2
R 1 cos R sin
2 2
1
2

Sp =Piston speed (m/detik) or (ft/sec)
N = the rotational speed of the crankshaft.
B, a and S = m or cm (ft or in)
S p 2Sn
S varies over each stroke for R = 3.5
Sp cos
sin 1 1

SP 2 R sin
2 2

2

BRAKE TORQUE AND POWER
Engine torque is normally measured with a
dynamometer.

If the torque exerted by the engine is T
T Fb
The power P delivered by the engine and
absorbed by the dynamometer is the
product of torque and angular speed:
P 2NT
Effective power of generator use formula
(gen=0.9) V (volt ) I (ampere)
Pg hp
746 gen
So:
P = engine power (hp),
V= electric voltage (Volt),
I= electric current (Ampere) no
gen = generator efficiency (asumsi = 0,9 )

Effective power of engine or motor
Pgen
Pm hp
gen
Moment torsion (n=revolution)
7460 Pm
Mt kg.cm
n

N = crankshaft rotational speed.
In SI units:
P 2NT 10 ( N .m.rev / s)
3
P 2NT 10 kW
3
in U.S. units:
lbf . ft .rev / min
NT
P
5252
hp
NT
P
5252 27
INDICATED WORK PER CYCLE
The power per cylinder is related to the
indicated work per cycle by Wc ,i N
Pi
nR

MECHANICAL EFFICIENCY
To calculate engine to indicate power, Pig is all
power such as brake power Pb by friction
power, Pf , Thus: P P P
ig b f
The ratio of the brake (or useful) power

delivered by the engine to the indicated
power is called the mechanical efficiency, m :
Pb Pf
m 1
Pig Pig
ROAD-LOAD POWER

Pr CR M v g aCD Av S Sv
1
2
2
v
Pr road load Power
C R coefficien t of rolling (0.012 C R 0.015) 3
M v mass of vehicle passenger cars :68kg(150lbm )
g gravity accelerati on (m / s 2 )
a ambient air gravity (kg / m 3 )
C D drag coefficien t ( for cars : 0.3 C D 0.5) 3
Av frontal area of vehicle (m 2 )
S v vehicle Speed (m / s )
The quantities in the units indicated:

Pr kW 2.73CR M v 0.0126CD Av S Sv 10 2
v 3
Or
P hp
CW R v 0.025CD Av S Sv
2
v
r
375

MEAN EFFECTIVE PRESSURE
The parameter work per cycle equivalent to power
and the number of revolution but opposite to
revolution per minutes of cycles called the mean
effective pressure (mep):
PnR Pn R
Work per cycle mep
N Vd N
Where:
nR = the number of crank revolutions for each
power stroke per cylinder (2 for four-stroke cycles;
1 for two-stroke cycles)

For SI and U.S. units, respectively
PkW nR 103
mepkPa
Vd dm N rev / s
3

Php nR 396000

mep lb / in 2

Vd in N rev / min
3

Mean effective pressure can also be
expressed in terms of torque by using
6.28nRT N m
mepkPa
Vd dm 3

75.4nRT lbf ft

mep lb / in 2

Vd in 3
Brake mean effective pressure
75 P
bmep
N

kg / m 2
A L nc
nR 60
0.45 P nR
Where;
A= piston area [m2]
bmep
A L N nc
kg /cm 2

L = Length of stroke process [m]
nc= number of cylinder
N = revolution per minute [rpm]
nR = 1 (two- stroke engine) or 2 (four-stroke engine)
P=power (1 KW =1,34 hp )
SPECIFIC FUEL CONSUMPTION
AND EFFICIENCY
In engine tests, the fuel consumption is
measured as a flow rate-mass flow per unit
time, f. Vf
m f f V f mf f
tf
A more useful parameter is the specific fuel
consumption (sfc) the fuel flow rate per unit
m f 3600
power output. sfc kg / KW .hour
P
mf
sfc 3600 m f kg
P sfc
Pt hp.hour 35
With units,
m f g / s
sfcmg / J
PkW

m f g / h
sfcg / kW.h 608.3sfclbm / hp / h
PkW

m f lbm / h
sfclbm / hp.h 1.644 10 sfcg / kW.h
3
Php
Low values of sfc are obviously desirable.
1. For SI engines: sfc = 75 g/J = 270 g/kW . h
= 0.47 lbm/hp. h.
2. For CI engines sfc = 55 g/J = 200 g/kW h =
0.32 lbm/hp.h
this measure of an engine's "efficiency," which
will be called the fuel conversion efficiency, nf
is given by n f Wc PnR / N P
m f QHV
m f nR / N QHV m f QHV

Where sfc substitution for P/f 1
nf
1 sfcQHV
nf
sfcmg / J QHV MJ / kg
3600
nf
sfcg / kW.h QHV MJ / kg
2545
nf
sfclbm / hp.h QHV Btu / lbm
HEATING VALUE
There are two determinations:
1. the higher (or gross) heating value (HHV)
assumes that the water vapor in the products
condenses and thus includes the latent heat
of vaporization of the water vapor in the
products;
2. the lower heating value (LHV) does not. The
difference between the two is given by

1 Btu = 1054 Joule
1 kalori = 4,184 Joule
1 lb = 0,4536 kg

Otto engine:
LHV 16610 40 API 0.55556 kkal / kg
Diesel Engine:
LHV 16280 60 API 0.55556 kkal / kg
API gravity is the quantity to declare density of
any liquid. API gravity measure petroleum
temperature 60F. Value of API gravity can
calculate as follows equation:
141.5
API gravity 131.5
Specific Gravity
Specific Gravity of fuel for:
1. Engine otto = 0,72 and
2. Engine diesel = 0,82

AIR/FUEL AND FUEL/AIR RATIOS
In engine testing, both the air mass flow rate, a
and the fuel mass flow rate, f are normally
measured.
Air / fuel ratio A / F

ma
mf
Fuel / air ratio F / A mf
ma
The normal operating range for a conventional SI
engine using gasoline fuel is
12 A / F 180.056 F / A 0.083
for CI engines with diesel fuel,
18 A / F 700.014 F / A 0.056
VOLUMETRIC EFFICIENCY
The parameter used to measure the
effectiveness of an engine's induction
process is the volumetric efficiency, nv
the intake system divided by the rate at which
volume is displaced by the piston

2 ma

a ,iVd N
ma ma
v
mia VL z n a a 60 10
6 43
where a,i is the inlet air density. An
alternative equivalent definition for
volumetric efficiency is
ma

a ,iVd
where ma is the mass of air inducted into the
cylinder per cycle.

ENGINE SPECIFIC WEIGHT AND
SPECIFIC VOLUME
Two parameters are engine weight and bulk
volume for a given rated power are important
in many applications. engine weight
Specific weight
rated power
engine volume
Specific Volume
rated power
the indicated power at full throttle Pi will but
proportional to ma the dry air flow rate. Thus
if P C P i ,s F i ,m
where the subscripts s and m denote values at the
standard and measured conditions, respectively, the
correction factor CF is given by
1
Tm Pb, s CF Pi ,m Pf ,m
2
ps , d
CF
pm p ,m Ts
Ps,d = standard dry-air absolute pressure
pm = measured ambient-air absolute pressure
Pv,m = measured ambient-water vapor partial pressure
Tm = measured ambient temperature, K
Ts = standard ambient temperature, K
1
Cf =Volumetric efficiency ' , s Ts 2
C
f
,m Tm 46
RELATIONSHIPS BETWEEN
PERFORMANCE PARAMETER
f ma NQHV F / A
P
nR
For four-stroke cycle engines, volumetric
efficiency can be introduced:
f NVd QHV a,i F / A
P
2
For torque T:
f Vd QHV a,i F / A
T
4 47
For mean effective pressure:
mep f QHV a,i F / A
The power per unit piston area, often called

the specific power, is a measure of the engine
designer's success in using the available
piston area regardless of cylinder size.
The specific power P f NLQHV a ,i F / A

Wednesday, February 24, 2016 Ap 2 48
Mean piston speed can be introduced with
P f S pQHV a ,i F / A

Ap 4
These relationships illustrate the direct
importance to engine performance of:
1. High fuel conversion efficiency
2. High volumetric efficiency

3. Increasing the output of a given
displacement engine by increasing the inlet
air density
4. Maximum fuel air ratio that can be usefully
burned in the engine
5. High mean piston speed

MASS FLOW RATE OF AIR
Mass flow rate cause effect of pressure different
on pitot tube. Air velocity flow through the pitot
Va C 2 g.h m / s
Rate of volumetric air through the orifis:
d 2
mv
4
v a 10-6 m / s
3
The flow rate of air is

ma u mv 3600 kg / h
MASS FLOW RATE OF WATER COOLER
Mass flow rate of water
mw w Qw kg / s
Debit of water cooler is volume water coming to
the radiator V
Qw w
t
where :
ma = mass flow of water
a = water density , kg/m3
Qa = debit of water flow, m3/s
THERMAL EFFICIENCY
Thermal efficiency, th to declare ratio
between output power to the requirement
the quantity of head fuel during the time:
P
th
m f LHV
Effective Power
th 100%
fuel thermal efficiency per hour

Output Thermal is effectively used. The Energy
can declare in balance principles as follows as:
1. Head input
Fuel head input H f m f LHV (kW)
Air head input H a ma C pa Ti (kW)
2. Head output
Head exhaust gas
H ex , gas ma m f C pex, gas Tex , gas (kW)
assume : C pex, gas 950 0.25Tex , gas (J/kg)

Effective head of shaft in thermal form
H Ne Ne (kW)
Head output of water cooler (Hw,cooler)
H w,cooler mw,cooler C p w,cooler Tk Tm (kW)
Energy Losses (Qloss)
Qloss Ha Hf - H Ne H w,cooler Hex,gas (kW)
Percentage of energy balance
H Ne H w,cooler H ex , gas H loss
1
H a Hf H a Hf H a Hf H a H f

SPECIFIC EMISSIONS AND
EMISSIONS INDEX
Specific emissions are the mass flow rate of
pollutant per unit power output:

m Nox
sNOx
P

mCO
sCO
P

m HC
sHC
P

m Part
sPart
Wednesday, February 24, 2016 P 56
MAIN COMPONENT OF ENGINE
Determine the calculation for block cylinder
block
The thick of chamber cylinder calculation
Pz D
t
2
Outside diameter of the cylinder
Do D 2t
The displacement volume

n
Pm Vd z
Ni a
100 60 75
Equation total of displacement volume
Vdtot 4Vd
Displacement volume with diameter cylinder

Vd D2S
4
Diameter piston
4V
D3 d
1.5
Clearance volume
Vl Vc Vl 1
rv
Wednesday, February 24, 2016 Vc Vc 58
Maximum pressure of piston
N max 0.08Pz
Pressure specific maximum surface body of
N max
piston QN
A
Load of piston body
Pz
Pcg
2
Force moment
M b Pcg A
Moment cause of force reaction
M b Pcg B
Moment bending
M b M b M b
The thick of head piston
t1 0.13 0.16D
Diameter of head piston
Dh Di 0.609
High of piston
H 1.16 1.22D
Diameter hole pin piston

Pz
Qp
Di
Wide of groove ring piston

b 0.029 0.033D
High of ring piston

Wednesday, February 24, 2016 h 0.6 1b 61
Inside diameter pin piston
Di Do
Wb
32 Di
Length of pin piston
Lp 0.85D
Thick of ring
Lp 0.85D

Thick of ring piston
b 0.029 0.033D
Wide of groove ring piston

h 0.6 1b

GAS POWER CYCLES
Ideal Cycles, Internal Combustion
Otto cycle, spark ignition
Diesel cycle, compression ignition
Sterling & Ericsson cycles
Brayton cycles
Jet-propulsion cycle
Ideal Cycles, External Combustion
Rankine cycle

Modeling

Ideal Cycles
Idealizations & Simplifications
Cycle does not involve any friction
All expansion and compression processes are
quasi-equilibrium processes
Pipes connecting components have no heat loss
Neglecting changes in kinetic and potential energy
(except in nozzles & diffusers)

Working fluid remains a gas for the entire
cycle
Examples:
Spark-ignition engines
Diesel engines

Air-Standard Assumptions
Air is the working fluid, circulated in a closed loop, is
an ideal gas
All cycles, processes are internally reversible
Combustion process replaced by heat-addition from
external source
Exhaust is replaced by heat rejection process which
restores working fluid to initial state

Cold-Air-Standard Assumption
Air has constant specific heats, values are for
room temperature (25C or 77F)

ENGINE TERMS
Top dead center
Bottom dead center
Bore
Stroke

Engine Terms
Clearance volume
Displacement volume
Compression ratio

Engine Terms
Mean effective pressure
(MEP)

OTTO CYCLE
Processes of Otto Cycle:
Isentropic compression
Constant-volume heat addition
Isentropic expansion
Constant-volume heat rejection

Otto Cycle

Otto Cycle
Ideal Otto Cycle
Four internally reversible
processes
1-2 Isentropic compression
2-3 Constant-volume heat
addition
3-4 Isentropic expansion
4-1 Constant-volume heat
rejection

Otto Cycle
Closed system, pe, ke 0
Energy balance (cold air std)

Otto Cycle
Thermal efficiency of ideal Otto cycle:
Since V2= V3 and V4 = V1
Where r is compression ratio

k is ratio of specific heats

Otto Cycle

Spark or Compression Ignition
Spark (Otto), air-fuel
mixture compressed
(constant-volume heat
addition)
Compression (Diesel), air
compressed, then fuel
added (constant-pressure
heat addition)

DIESEL CYCLE

Diesel Cycle
Processes of Diesel cycle:
Isentropic compression
Constant-pressure heat addition
Isentropic expansion
Constant-volume heat rejection

Diesel Cycle
For ideal diesel cycle
qin wb,out u3 u2 qin P2 v3 v2 u3 u2
h3 h2 c p T3 T2
With cold air assumptions

Diesel Cycle
Cut off ratio rc
V3 v3
rc
V2 v2
Efficiency becomes
1 rc 1
k
th,diesel 1 k 1
r k rc 1

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Wednesday, February 24, 2016 1

13. Spec. Fuel Cons. & Efficiency

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Intake valve opens.

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Valves remain closed.

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Exhaust valve opens.

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The angle , is called the crank angle :

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The ratio of the brake (or useful) power

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Air / fuel ratio A / F

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The power per unit piston area, often called

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The flow rate of air is

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Air head input H a ma C pa Ti (kW)

assume : C pex, gas 950 0.25Tex , gas (J/kg)

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The displacement volume

Diameter hole pin piston

Wide of groove ring piston

High of ring piston

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Wide of groove ring piston

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Since V2= V3 and V4 = V1