Problemas Capitulo 3

Engineering Fundamentals of the Internal Combustion Engine

3-1 Cylinder conditions at the start of compression in an SI engine operating at WOT on an

air-standard Otto cycle are 60°C and 98 kPa. The engine has a compression ratio of 9.5:1
and uses gasoline with AF = 15.5. Combustion efficiency is 96%, and it can be assumed that
there is no exhaust residual.
Calculate:
a) Temperature at all states in the cycle. [°C]
b) Pressure at all states in the cycle. [Kpa]
c) Specific work done during power stroke. [kJ/kg]
d) Heat added during combustion. [kJ/kg]
e) Net specific work done. [kJ/kg]
f) Indicated thermal efficiency. [%]

(a) y (b) T₁ = 60° C = 333 K dado

P₁ = 98 kPa
dado
Ecuaciones. (3-4) y
(3-5) T₁ = T₁(r) = (333 K)(9,5)035 = 732 K = 459°
С P₁ = P(r) = (98 kPa) (9,5) 135 = 2047 kPa
Ec. (3-11)
Quyne = (AF + 1),(T, - T₂)
(43.000 kJ/kg) (0,96) = (15,5 + 1)(0,821 kJ/kg-K)(T, - 732 K)
T = 3779K = 3506"C
a volumen constante
P₁ = P₂(T/T) = (2047 kPa)(3779/732) = 10,568 kPa
Ecuaciones. (3-16) y
(3-17) T = T3(1/r) = (3779 K)(1/9.5)035 = 1719 K = 1446°
C P = P,(1/r) = (10,568 kPa) (1/9,5) 135 = 506 kPa

(c) Ec. (3-18)

W34 = R(T-T₁)/(1 - k) = (0,287 kJ/kg-K) (1719 - 3779)K/(1 - 1,35) = 1689 kJ/kg

(d) Ec. (3-12)

Mín = C(T3 - T₂) = (0.821 kJ/kg-K) (3779 - 732)K = 2502 kJ/kg
(mi)

(e). (3-7)
W1.2 = R(T2-T₁)/(1-k) = (0.287 kJ/kg-K) (732 - 333)Κ/(1 - 1.35) = -327 kJ/kg
Wnet W1-2 + W34 = (-327 kJ/kg) + (+1689 kJ/kg) = +1362 kJ/kg

(f)N = Wnet/qin = 1362/2502 = 0,545 = 54,5%

o usando las Ecs. (3-29) o (3-31)
norte = 1 - (T/T) = 1- (333/732) = 0,545
k-1
n = 1 - (1/r) = 1 - (1/9,5)0-35 = 0,545 = 54,5%
3-3 The exhaust pressure of the engine in Problem 3-2 is 100 kPa.
Calculate:
a) Exhaust temperature. [°C]
b) Actual exhaust residual. [%]
c) Temperature of air entering cylinders from intake manifold. [°C]

(a) usando la figura 3-6

Ec. (3-37)
T = Tex = T (Pex/P₁) (k-1)/
= (1719 K)(100/506) (135-1)/135 = 1129 K = 856° C

(b) Ec. (3-46)

x = (1/r)(T/T) (PP) = (1/9,5) (1719/1129) (100/506) = 0,032 = 3,2%

(c) Ec. (3-50)

(Tm)1 = x,Tex + (1 - x)T
333 K = (0,032)(1129) + (1 - 0,032)T
T = 307 K = 34° C

3-5 An SI engine operating at WOT on a four-stroke air-standard cycle has cylinder

conditions at the start of compression of 100°F and 14.7 psia. Compression ratio is rc = 10,
and the heat added during combustion is qin = 800 BTU/lbm. During compression the
temperature range is such that a value for the ratio of specific heats k = 1.4 would
becorrect. During the power stroke the temperature range is such that a value of k =
1.3would be correct. Use these values for compression and expansion, respectively, when
analyzing the cycle. Use a value for specific heat of C
v= 0.216 BTU/lbm-oR, which best corresponds to the temperature range during combustion.
Calculate:
a) Temperature at all states in cycle. [OF]
b) Pressure at all states in cycle. [psia]
c) Average value of k which would give the same indicated thermal efficiency value
as the analysis in parts (a) and (b).

(a) (b)

usando la figura 3-2

T₁ = 100° F = 560° R dado

P₁ = 14,7 psia

dado

Ecuaciones. (3-4) y (3-5)

T₁ = T₁(r) = (560° R)(10)141 = 1407° R = 947° F

P₁ = P₁(r)* = (14,7 psia) (10)¹4 = 369 psia

Ec. (3-12)

Ain = C(T3 - T₂) = 800 BTU/Ibm = (0.216 BTU/lbm-°R) (T, - 1407° R)

T₁ = 5110° R = 4650°F

a volumen constante

P₁ = P(T/T) = (369 psia) (5110/1407) = 1340 psia

Ecuaciones. (3-16) y

(3-17) T = T₁(1/r) = (5110° R)(1/10)131 = 2561° R = 2101°

F P = P(1/r) = (1340 psia ) (1/10) = 67,2 psia

1,3

(c) Ec. (3-7)

W1.2 = R(T2-T₁)/(1-k)

= [(0.069 BTU/lbm-°R) (1407-560)°R]/(1 - 1.4) = -146.1 BTU /Abm

Ec. (3-18)

W34 = R(TT)/(1 - k)

= [(0.069 BTU/Ibm-°R) (2561-5110)°R]/(1 - 1.3) = +586.3 BTU/lbm

N = Wnet/lin = [(+586,3) + (-146,1)]/(800) = 0,550 = 55,0%

Ec. (3-31)

7. = 0.550 = 1 - (1/r) = 1- (1/10)*-1

k-1

k = 1,347

3-7 A compression ignition engine for a small truck is to operate on an air-standard Dual
cycle with a compression ratio of rc = 18. Due to structural limitations, maximum allowable
pressure in the cycle will be 9000 kPa. Light diesel fuel is used at a fuel-air ratio of FA =
0.054. Combustion efficiency can be considered 100%. Cylinder conditions at the start of
compression are 50°C and 98 kPa. Calculate:

a) Maximum indicated thermal efficiency possible with these conditions. [%]

b) Peak cycle temperature under conditions of part (a). [°C]
c) Minimum indicated thermal efficiency possible with these conditions. [%]
d) Peak cycle temperature under conditions of part (c). [°C]
usando la Fig.3-11

T₁ = 50° C = 323 K dado

P₁ = 98 kPa

dado

Ec. (3-52) y (3-53)

T₁ = T₁(r) = (323 K)(18)035 = 888 K = 615° C

P₁ = P₁(r)* = (98 kPa)(18)135 = 4851 kPa

P3 = Pmáx = 9000 kPa = P.

(a) la mayor eficiencia térmica posible se producirá cuando la mayor cantidad posible de

combustión se realice a volumen constante, es decir, lo más cerca posible del ciclo Otto.

a volumen constante T₁ = T₂(P/P₂) = (888 K)(9000/4851) = 1647 Κ

(FA) = 1/(FA) = 1/0,054 = 18,52

El calor total se encuentra combinando las ecuaciones. (3-76), (3-81)

y (3-86) (Qin) total = Q2-x + Qx-3=mQHVN. = (m + m),(T, T₂) + (m + m),

(T,T) sea n = 1 y divida

por m Qav = (AF + 1),(T, T₂) + (AF + 1 )c,(T, -

T₁) 42.500 kJ/kg = 19,52(0,821 kJ/kg-K) (1647-888)K + (19,52)(1,108 kJ/kg-K) (T, - 1647)K

T₁ = 3050K

relación de presión usando la ecuación. (3-79)

a = P/P₁ = 9000/4851 = 1,855

β = T/T, = 3050/1647 = 1,852

relación de corte usando la

ecuación. (3-85) eficiencia térmica usando la

ecuación. (3-89) (N) DUAL = 1- (1/r)*¹[{αβ* - 1}/{ka(β -

1) + a - 1}] = 1-(1/18) 035 [ {1,855(1,852)135-1}/{(1,35)(1,855) (1,852-1)+1,855-1}] = 0,603 =

60,3%

(b) Tpico = T3 = 3050 K = 2777° C desde arriba

(c) la eficiencia térmica mínima es cuando la combustión es

a presión constante, es decir, operar como un ciclo

Diesel Eq.

(3-58) Qave = (AF+1)c, (T3-T₂) = (42.500 kJ/kg)(1) = (18,52+1)(1,108 kJ/kg-K) (T3-888 K)

T , = 2853 K

relación de corte usando la ecuación. (3-62)

β = T/T, = 2853/888 = 3,213

eficiencia térmica usando la ecuación.

(3-73) (N) DIESEL = 1- (1/r) [(β* - 1)/{k(β -

1)}] = 1 - (1/18)035 [{(3.213)135 - 1}/{1,35(3,213 - 1)}] = 0,533 = 53,3%

(d) Tratar = T, = 2853 K = 2580° C desde arriba

3-9 The engine in Problem 3-8 produces 57 kW of brake power at 2000 RPM. Calculate:

a) Torque. [N-m]
b) Mechanical efficiency. [%]
c) Brake mean effective pressure. [kPa]
d) Indicated specific fuel consumption. [gmlkW-hr]

(a) usando la figura 3-11

Ec. (2-43)

W = 2πτ = 57 kJ/seg = (2 radianes/rev) (2000/60 rev/seg)T

T= 0,272 kN-m = 272 N-m

(b) para 1 cilindro'

V = (0,0033 m³)/6 = 0,00055 m³

Ec. (2-12)

V = 0,000042 m³

r = (V+V)/V = 14 = (0,00055 + V)/V

V₁ = V + V = (0,00055 m³) + (0,000042 m²) = 0,000592 m³

masa en 1 cilindro

m₁ = P₁V₁/RT₁ = (101) (0,000592)/(0,287)(333) = 0,000626 kg

usando qin y n, valores del problema 3-8

Qinmqin = (0,000626 kg) (2024 kJ/kg) (6 cil) = 7,602 kJ/ciclo

(W₁) neto = Qin = (0,589) (7,602 kJ/ciclo) = 4,48 kJ/ciclo

Ec. (2-42)

W, = WN/n = (4,48 kJ/ciclo) (2000/60 rev/seg)/(2 rev/ciclo) = 74,7 kW

Ec. (2-47)

17m

= 57/74,7 = 0,763 = 76,3%

Ec. (2.

17m

4.1

(c) Ec. (2-41)

T = (bmep)V/4 = 272 N-m = bmep(0.0033 m³)/4

bmep = 1036 kPa

(d) con AF = 20, la masa del combustible será (1/21) de la masa

total m = (0,000626 kg/ciclo-ciclo) (1/21)(6 cilindros) = 0,00018 kg/ciclo

m = (0,00018 kg/ciclo) (2000/60 rev/seg)/(2 rev/ciclo)

= 0,003 kg/seg = 10,8 kg/h = 10.800 g/h

P.ej. (2-60)

bsfc = m/W, = (10,800 g/h)/(57 kW) = 189 g/kW-h

3-11 An SI engine operates on an air-standard four-stroke Otto cycle with turbocharging.

Air-fuel enters the cylinders at 70°C and 140 kPa, and heat in by combustion equals qin =
1800 kJ/kg. Compression ratio rc = 8 and exhaust pressure Fex = 100 kPa. Calculate:

a) Temperature at each state of the cycle. [0C]

b) Pressure at each state of the cycle. [kPa]
c) Work produced during expansion stroke. [kJ/kg]
d) Work of compression stroke. [kJ/kg]
e) Net pumping work. [kJ/kg]
 f) Indicated thermal efficiency. [%]
g) Compare with Problems 3-12 and 3-13.

(a)(b) usando la Fig.

3-5 T₁ = 70° C = 343 K dado

P₁ = 140 kPa

dado

Ecuaciones. (3-4) y

(3-5) T₁ = T₁(r) = (343 K)(8)035 = 710 K = 437°

C P₁ = P(r) = (140 kPa) (8)135 = 2319 kPa

Ec. (3-12)

Yin C,(T, T₂) = 1800 kJ/kg = (0,821 kJ/kg-K) (T, - 710)K

T₁ = 2902 K = 2629° С

a volumen constante

P₁ = P(T/T) = (2319 kPa) (2902/710) = 9479 kPa

Ecuaciones. (3-16) y

(3-17) T = T3(1/r) = (2902 K)(1/8)035 = 1402 K = 1129°

C P = P(1/r)* = (9479 kPa) (1/8)135 = 572 kPa

(c) Ec. (3-18)

W34 = R(T4 - T₂)/(1-

= [(0,287 kJ/kg-K) (1402 -2902)K]/(1 - 1,35) = +1230 kJ/kg

(d) Ec. (3-7)

W1.2 = R(T₂ -T₁)/(1 - k)

= [(0.287 kJ/kg-K) (710 -343)K]/(1 - 1.35) = -301 kJ/kg

(e) v₁ = RT₁/P₁ = (0,287) (343)/(140) = 0,7032 m³/kg

v₁ = RT₂/P₂ = (0,287)(710)/(2319) = 0,0879 m³/kg

usando la ecuación. (3-35) por unidad

de masa Wbomba (P-Pex)

(V1-V2) = [(140 -100)kPa] [(0,7032 -0,0879)m³/kg] = 24,6 kJ/kg

(f) Wnet = (-301) + (+1230) + (+24,6) = 953,6 kJ/kg

Nt=Wnet/Lin = 953,6/1800 = 0,530 = 53,0%

3-13 An SI engine operates on an air-standard four-stroke Miller cycle with turbocharging.

The intake valves close early, resulting in cycle 6-7-1-7-2-3-4-5-6 in Fig. 3-15. Air-fuel enters
the cylinders at 70°C and 140 kPa, and heat in by combustion equals qin = 1800 kJ/kg.
Compression ratio rc = 8, expansion ratio re = 10, and exhaust pressure Pex =100 kPa.
Calculate:

a) Temperature at each state of the cycle. [°C]

b) Pressure at each state of the cycle. [KPa]
c) Work produced during expansion stroke. [kJ/kg]
d) Work of compression stroke. [kJ/kg]
e) Net pumping work. [kJ/kg]
f) Indicated thermal efficiency. [%]
g) Compare with Problems 3-11 and 3-12.

(a)(b)

usando la figura 3-16

T, 70°C = 343K

P. 140 kPa dado

k-1

T₂ = T,(r) (343 K)(8) 0,35 = 710 K = 437° C

P₂ = P, (r)* = (140 kPa) (8) 1,35 = 2319 kPa

Lin C (T3-T2) = 1800 kJ/kg = (0,821 kJ/kg-K)(T, - 710)K

T₁ = 2902 K = 2629° C

a volumen constante

P = P(T/T) = (2319 kPa) (2902/710) = 9479 kPa

T = T,(1/r) = (2902 K) (1/10)0-35 = 1296 K = 1023 °C

P = P(1/r) = (9479 kPa) (1/10)135 = 423 kPa

P = 100 kPa = P, dado

a volumen constante T = T(PP) = (1296 K) (100/423) = 306 K = 33° C = T,

V₁ = v = v = RT/P, = (0,287 kJ/kg-K) (306 K)/(100 kPa) = 0,8790 kg/m³

V = V = V₂ = v/r, = (0,8790 m³/kg)/10 = 0,0879 m³/kg

v, = RT,/P, = (0,287) (343)/(140) = 0,7032 m³/kg

P₁ = P(v/v) = (140 kPa) (0,7032/0,8790)135 = 104 kPa

T₁ = P₁v₁/R = (104 kPa) (0,8790 m³/kg)/(0,287 kJ/kg-K) = 318 K 45° C

(c) Ec. (3-11)

W34 = R(T4-T₁)/(1-k) = (0,287 kJ/kg-K) (1296 - 2902)K/(1 - 1,35) = +1317 kJ/kg

(d) Ec. (3-11)

W7.2 = (0.287 kJ/kg-K) (710-343)Κ/(1 - 1.35) -301 kJ/kg

(e)W6,7 = P(V7-V) = (140) (0,7032 -0,0879) = +86,1 kJ/kg

W5-6 = P(V6Vs) = (100) (0,0879 - 0,8790) = -79,1 kJ/kg

W7. 1 cancela W1.1

Wbomba = (+86,1) + (-79,1) = +7,0 kJ/kg

(f) Wneto = (+1317) + (-301) + (+7,0) = +1023 kJ/kg

N = Wnet/Lin = 1023/1800 = 0,568 = 56,8%

3-15 A single-cylinder, two-stroke cycle model airplane engine with a 7.54-cm3

displacement produces 1.42 kW of brake power at 23,000 RPM using glow plug ignition. The
square engine (bore = stroke) uses 31.7 gmlmin of castor oil-methanol-nitromethane fuel
atan air-fuel ratio AF = 4.5. During intake scavenging, 65% of the incoming air-fuel mixture
gets trapped in the cylinder, while 35% of it is lost with the exhaust before the exhaust port
closes. Combustion efficiency 'TIc = 0.94. Calculate:

a) Brake specific fuel consumption. [gm/kW-hr]

b) Average piston speed. [mlsec]
c) Unburned fuel exhausted to atmosphere. [gm/min]
d) Torque. [N-m]

(a) P₁ = P(x)* = (100 kPa) (8,2) 1,35 1713 kPa

Dolor = P₁(1/2)* = (1713 kPa) (1/10,2) 2,35 = 74,5 kPa

(b) El ciclo Miller no tiene trabajo de bomba.

M Wbomba = 0

(c) P= P = P, (1/r.)* = (9197 kPa) (1/10,2) 1,35= 400 kPa

3-17 Cylinder conditions at the start of compression of a four-stroke cycle SI engine are
27°C and 100 kPa. The engine has a compression ratio of rc = 8:1, and heat addition from
combustion is qin = 2000 kJ/kg. Calculate:

a) Temperature and pressure at each state of the cycle, using air-standard Otto cycle
analysis with constant specific heats. [°C,kPa]
b) Indicated thermal efficiency in part (a). [%]
c) Temperature and pressure at each state of the cycle, using any standard air tables
which are based on variable specific heats as functions of temperature (e.g.,
reference [73]). [°C,kPa]
d) Indicated thermal efficiency in part (c). [%]

(a) Ec. (2-43)

W = 2πτ = 3600 kJ/seg = (2 radianes/rev) (210/60 rev/seg)

τ = 164 kN-m = 164,000 N-m

(b)Ec. (2-9)

V = N(/4)B'S = (6 cil) (π/4) (0,35 m)²(1,05 m) = 0,606 m³ = 606 L

(c) Ec. (2-40)

r = (bmep)V/2n = 164 kN-m = bmep(0,606 m³)/2π

bmep = 1700 kPa

(d)Ec. (2-2)

U, = 2SN = (2 carreras/rev) (1,05 m/carrera) (210/60 rev/seg) = 7,35 m/seg

 DESIGN PROBLEMS

3-2D Design a mechanical linkage system for a four-stroke cycle, reciprocating SI engine
to operate on the Atkinson cycle (i.e., normal compression stroke and a power stroke
which expands until cylinder pressure equals ambient pressure). Explain using simple
schematic drawings.

El ciclo de Atkinson es un tipo de ciclo termodinámico que se utiliza en motores de

combustión interna para mejorar la eficiencia del motor. En un motor de ciclo de Atkinson,
la carrera de admisión es más larga que la carrera de escape, lo que permite una mayor
expansión del gas durante la carrera de potencia. Aquí hay un diseño conceptual de un
sistema de biela-manivela para un motor de cuatro tiempos que opera en el ciclo de
Atkinson:

Compresión (Carrera 1-2): Durante esta etapa, el pistón se mueve hacia arriba dentro del
cilindro, comprimiendo la mezcla de aire y combustible. La válvula de admisión está
cerrada, y la válvula de escape también está cerrada para evitar fugas de gases. Este
movimiento se logra mediante el acoplamiento de una biela (A) a una manivela (C), que
a su vez está conectada al cigüeñal. El cigüeñal convierte el movimiento rotatorio en
movimiento lineal.

Admisión (Carrera 2-3): Durante esta etapa, la válvula de admisión se abre y el pistón se
mueve hacia abajo, permitiendo que la mezcla de aire y combustible entre en el cilindro.
En este diseño, la biela se desplaza hacia abajo mientras la manivela gira. Esto se logra
utilizando una barra de acoplamiento (B) para cambiar la relación entre la longitud de la
biela y la longitud de la manivela.

Expansión (Carrera 3-4): Durante esta etapa, la válvula de admisión se cierra y el pistón se
mueve hacia arriba, comprimiendo la mezcla de aire y combustible. En un motor de ciclo
de Atkinson, esta etapa es más corta que la carrera de admisión, lo que permite una
mayor expansión del gas durante la carrera de potencia. Esto se logra ajustando la
longitud de la biela y la manivela.

Escape (Carrera 4-1): Durante esta etapa, la válvula de escape se abre y el pistón se
mueve hacia abajo, permitiendo que los gases de escape salgan del cilindro. La biela se
desplaza hacia abajo mientras la manivela gira, lo que empuja el pistón hacia abajo.

En resumen, el diseño de un sistema de biela-manivela para un motor de cuatro tiempos

que opera en el ciclo de Atkinson implica ajustar la longitud de la biela y la manivela para
lograr las carreras de compresión, admisión, expansión y escape adecuadas. Esto se logra
utilizando una barra de acoplamiento para cambiar la relación entre la longitud de la
biela y la longitud de la manivela durante la carrera de admisión y expansión.