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Operating Parameters

The document summarizes key engine operating parameters including specific fuel consumption (SFC), thermal efficiency, air/fuel ratios, and volumetric efficiency. SFC measures how efficiently an engine uses fuel to produce power, with best values around 75 μg/J for SI engines and below 55 μg/J for CI engines. Thermal efficiency is the ratio of work produced to energy supplied, related inversely to SFC. Air/fuel ratios indicate the operating condition, ranging from 12-18 for SI engines and 18-70 for CI engines. Volumetric efficiency is the ratio of air flow into the engine to displaced piston volume, with maximum values of 80-90% for naturally aspirated engines.

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40 views3 pages

Operating Parameters

The document summarizes key engine operating parameters including specific fuel consumption (SFC), thermal efficiency, air/fuel ratios, and volumetric efficiency. SFC measures how efficiently an engine uses fuel to produce power, with best values around 75 μg/J for SI engines and below 55 μg/J for CI engines. Thermal efficiency is the ratio of work produced to energy supplied, related inversely to SFC. Air/fuel ratios indicate the operating condition, ranging from 12-18 for SI engines and 18-70 for CI engines. Volumetric efficiency is the ratio of air flow into the engine to displaced piston volume, with maximum values of 80-90% for naturally aspirated engines.

Uploaded by

Kiran Jot Singh
Copyright
© © All Rights Reserved
We take content rights seriously. If you suspect this is your content, claim it here.
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Download as PDF, TXT or read online on Scribd
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Lectures

8th Semester B. Tech. Mechanical Engineering

Subject: Internal Combustion Engines

I/C Prof M Marouf Wani

Topic: Engine Design And Operating Parameters Continued – 27-04-2020

The Engine Operating Parameters Further Include:

1. Specific Fuel Consumption: sfc


It is defined as the fuel flow rate per unit power output of the engine.
It measures how efficiently an engine is using the fuel supplied to produce work.
In engine testing in laboratory we can measure fuel flow rate or fuel consumption rate per unit time
on volumetric basis by means of a calibrated glass tube and stop watch as a simple device.
It is also possible to measure the fuel consumption per unit time on gravimetric basis by using a
strain gauge based calibrated load cell with a computerized data acquisition system.
sfc =
with units

sfc(mg/J) = or

sfc(g/KW.h) =
Low values of sfc are obviously desirable.
For SI engines typical best values of brake specific fuel consumption are about 75 µg/J = 270 g/KW.h
For CI engines, best values are lower and in large engines can go below 55 µg/J = 200 g/KW.h
Alternative method to relate the engine output say work done per cycle or power to the input fuel
consumption rate of engine is by using the dimensionless parameter known as thermal efficiency or
fuel conversion efficiency.

2. Thermal Efficiency or Fuel Conversion Efficiency:


It is defined as the ratio of the work produced by the engine per cycle to the energy supplied to the
engine per cycle. [ cycle basis]
It is also defined as the ratio of the power produced by the engine to the rate at which energy is
supplied to the engine. [ unit time basis]
ηf = [ cycle basis ]

/
ηf = /
= [ unit time basis ]

Where mf is the mass of fuel inducted per cycle.


1
Substituting from the definition of specific fuel consumption we have

ηf =

with units:

ηf = !
"

ηf = !
"# "

QHV = heating value of fuel.


For commercial hydrocarbon fuels typical values of QHV are in the range of 42 to 44 MJ/Kg
The term specific fuel consumption is inversely proportional to fuel conversion efficiency for normal
hydrocarbon fuels.

3. Air/Fuel and Fuel/Air Ratios:


Air/Fuel ratio is defined as the ratio of the mass flow rate of air inducted into to the engine to the
mass flow rate of fuel consumed by the engine.
It is a useful parameter for defining the engine operating condition.
$
Air/Fuel ratio (A/F) =

Fuel/Air ratio (F/A) =


$

The normal operating range:


For a conventional SI engine using gasoline fuel.
12 ≤ A/F ≤ 18
(0.056 ≤ F/A ≤0.083)
For CI engines with diesel fuel.
18 ≤ A/F ≤ 70
(0.014 ≤ F/A ≤ 0.056)

4. Volumetric Efficiency: ηV
It is defined as the ratio of volume flow rate of air into the engine to the rate at which volume is
displaced by the piston.
In thermodynamics, thermodynamic property volume alone is not sufficient to define the state of air
in a system like an engine cylinder.
The volume displaced by the piston in the denominator of the above definition is taken as a
reference volume. The other two thermodynamic properties to define the state air corresponding to
the volume displaced by the piston are the pressure and temperature of the ambient air from which
air is being inducted into the engine.
For the term volume flow rate of air in the numerator of above definition, the two thermodynamic
properties to define the state of air completely are the pressure and temperature of air after its
induction into the engine cylinder.
2
During induction process, the resistance to the flow of air in the intake manifold pipes, creates a drop
in the pressure of air going into the engine cylinder. So the volume in the numerator is to be
considered at lower pressure existing in the engine cylinder towards the end of induction process.
The above mentioned pressure drop results in a corresponding decrease in the density of air in the
engine cylinder.
In other words the mass of air which actually goes into the engine cylinder is less than the mass
which could go into the engine cylinder if calculated as per the ambient conditions.
% $
ηV = &
$,( )*

where
ρa,i = Density of the ambient air.
Alternatively we can also write:
$
ηV =
&$,( )*

Typical maximum values of volumetric efficiency for the naturally aspirated engines are in the range
of 80 to 90 percent.
The volumetric efficiency for diesel engines is somewhat higher than for SI engines.
For turbocharged engines volumetric efficiency is always more than 100 percent.
This is because there is actually a rise in both pressure and density of air going into the engine
cylinder by using the compressor of the turbocharger in its intake manifold.
The use of compressor in the intake manifold increases the density of ambient air, say from 1.19
kg/m3 to 1.3 Kg/m3.
Thus the mass of air which actually goes into the engine cylinder is greater than the mass of air
which could go into the engine cylinder under thermodynamic conditions of ambient air.
This turbocharger finally helps to boost the power of the engine with the same displacement
volume by changing the thermodynamic conditions of the ambient air.

Dated: 27-04-2020

In charge Course:

Prof M Marouf Wani


Mechanical Engineering Department
National Institute of Technology
Srinagar, J&K
India – 190006

Text Book:
Internal Combustion Engine Fundamentals
By John B Heywood
Published By: McGraw-Hill Book Company

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