Chapter 2: Engine

Performance Measures

BAE 517 - Lecture 2

Terminology

 Mean Effective Pressure

 Fuel Use Efficiency
 Specific Fuel Consumption
 Fuel Equivalent Power

m f H g
Pfe 
3,600

 Pfe - fuel equivalent power (kW)

 m. f – fuel mass flow rate (kg/h)
 Hg – gross heating value of fuel (kJ/kg)
 No. 2 Diesel – 45,000 kJ/kg
Example
 What is the Pfe of an engine consuming 30.0 kg/h
of No. 2 diesel fuel?

 35.7 L  0.840kg  45,000kJ  1kW  s  1h 

375kW       
 h  L  kg  1kJ  3600s 
Fig. 2.1: Power flows in an engine.
 Alternate Fuel Equivalent Power

qf  f Hg
Pfe 
3,600

 qf – fuel consumption rate (L/h)

 f – fuel density (kg/L)
 Indicated Power
Burning fuel produces high pressure on the
piston, multiplied by the piston area produces
a forces to drive the piston downward.
pime De N e
Pi 
120,000
 Pi – Indicated power (kW)
 pime – indicated mean effective pressure
 De- engine displacement (L)
 Ne- crankshaft speed (rpm)
 Engine Displacement
The total swept volume of the engine is
calculated as,

Ap Ln
De 
1,000

 Ap – area of piston (cm2)

 L – stroke length (cm)
 n – number of cylinders
Example
 Assume the six-cylinder engine from the previous problem
has a cylinder bore of 11.67 cm and a stroke of 12.00 cm.
If the engine is running at 2,200 rev/min, and pime is
1,200 kPa, what is the indicated power?

De  7.70L 
  11.67cm  12.00cm 6
2

4 1,000

Pi  169.4kW 
12,000kPa7.70L 2,200rpm
120,000
 Brake Engine Power
Early engine development utilized a “prony
brake” for the determination of engine power
at the flywheel. Brake power is determined
as,
2Tb N e
Pb 
60,000

 Pb – brake power (kW)

 Tb – torque at flywheel (N.m)
Example
 Continuing from the previous example, assume the “brake
torque” at the flywheel is 625 N.m. What is the “brake
power” in kW?

Pb  144.0kW 
2   625N  m 2,200rpm
60,000
 Friction Power
The difference between “indicated power” and
“brake power” is termed “friction power.” This
loss is associated with the internal friction of
the engine, along with the power to drive the
injection pump, fuel pump, water pump, fan,
alternator and air conditioner compressor.

Pf  Pi  Pb

 Pf – friction power (kW)

Example
 From the previous example, what is the friction power
(kW)?

Pf  25.4kW  169.4kW 144.0kW

Fig. 2.2: Engine P-V diagram with
indicated mean effective pressure.
 Brake Mean Effective Pressure
Brake mean effective pressure can not be
measured within the engine. However it can
be calculated as,

120,000Pb
pbme 
De N e

 pbme – brake mean effective pressure (kPa)

Example
 From the previous example, what is the brake mean
effective pressure (kPa)?

pb  1,024kPa 
120,000144.0kW 
7.70L 2,200rpm
 Brake Toque
By combining the previous two equations, brake
torque can be approximated as,

De pbme
Tb 
4
 Tb – brake torque (N.m)

Note: The above equation is only good for 4-

stroke engines. The denominator must be
changed to 2 for two-stroke engines.
 Friction Mean Effective Pressure
A variation on previous equations yields,

120,000Pf
p fme 
De N e

 pfme – friction mean effective pressure (kPa)

Example
 From the previous example, what is the friction mean
effective pressure (kPa)?

pb  180kPa 
120,00025.4kW 
7.70L 2,200rpm
 Friction Mean Effective Pressure
For CI engines, friction mean effective pressure
is estimated as,

2
 Ne   Ne 
p fme  Ao  A1    A2  
 1000   1000 

 Ao, A1, and A2 are constants for a specific

engine.
Engine Efficiencies
Indicated thermal (eit), mechanical (em), and
brake thermal (ebt) efficiencies are determined
as,
Pi
eit 
Pfe
Pb
em 
Pi
Pb
ebt 
Pfe
Example
 What are the indicated, brake and thermal efficiencies for
the on-going example?

eit  0.452 
169.4kW 
375.0kW 
em  0.850 
144.0kW 
169.4kW 
ebt  0.384 
144.0kW 
375.0kW 
 Specific Fuel Consumption
Fuel consumption of an engine reported in L/h or
kg/h because these values ignore engine load.
A better measure of fuel consumption is,

m f
XSFC 
PX

 XSFC – specific fuel consumption

(kg/kWh).
 X must always be specified when reporting
these values (i.e., I for indicated)
Specific Fuel Consumption Variations

 ISFC – indicated specific fuel consumption

 BSFC - brake specific fuel consumption
 PSFC – PTO specific fuel consumption
 DSFC – drawbar specific fuel consumption
Specific Fuel Consumption (Alternate)
Alternately, specific fuel consumption can be
determined as,

3,600
XSFC 
H g e Xt
Example
 What are the “indicated” and “brake” specific fuel
consumptions for the engine noted in the previous
examples?

ISFC  0.211L / kWh 

35.7 L / h 
169.4kW 
BSFC  0.248L / kWh 
35.7 L / h 
144.0kW 
Engine Speed Control
 Most engines (CI and SI) are equipped with some
form of governor.
 Mechanical governors have been utilized since the
days of James Watt (steam engines).
 Much of the terminology is the same for both
mechanical and electronic governors.
Fig. 2.3: Illustration of mechanical governor action.
Terminology
 High Idle Point (A) – maximum speed of unloaded
engine.
 Governor’s Maximum Point (C) – governor is
unable to affect fuel delivery beyond this point.
 Governor-Control Region (right of C) – speed of
engine controlled by governor in this region.
 Load-Control Region (left of C) – engine speed is
controlled by torque load on engine.
 Governor Regulation – measure of how well a
governor maintains a constant speed.
Governor Regulation
“Governor regulation” is calculated as,

 N HI  N GM 
Re g  200 
 N HI  N GM 

 Reg – governor regulation (%)

 Mechanical Governor – 6% is possible
 Electronic Governor – 1% is possible
 NHI – engine high idle speed (rpm)
 NGM – engine speed at governor’s maximum (rpm)
Engine Torque Generation
By rearranging the previous equations it is
possible to develop the following relationships
describing engine torque,
Tb  Ti  T f
 H G  eit  m f 
Ti    
 0.06    2  N e 
De  p fme
Tf 
4 

 Tb – brake engine torque (N.m)

 Ti – indicated engine torque (N.m)
 Tb – friction torque (N.m)
Engine Torque Notes
 Friction torque varies with pmef, which in turn
varies with engine speed.
 The governor controls the amount of fuel added
to the engine and therefore controls indicated
torque (for the control range of the governor).
 In the load control region, friction torque fall as
engine speed decreases, and therefore brake
torque increases.
 Accessories that add to the friction torque at
higher engine speeds help to increase brake
torque as the engine is loaded.
 Fuel added per cycle in the load control range
(increased volumetric efficiency of injection
system) adds to the torque reserve of the engine.
Fig. 2.4: Performance Map of Over-fueled Engine
Engine Performance Map Notes
 Manufacturer’s plot engine performance
maps to aid off-road equipment
designers.
 The torque envelope is defined by the
torque-speed curve of the engine when
run with the governor set at maximum
speed.
 A family of constant power curves is
plotted within the envelope by solving for
brake torque from the eq. in Slide 10.
Engine Performance Map Notes
 Over-fueling occurs in the region where
BSFC rises with increasing torque.
 Some engines are never over-fueled
(minimum BSFC occurs above torque
envelope).
 The lowest BSFC is 0.278 kg/kWh.
 Performance maps can be generated by
collecting data on torque, speed, and fuel
consumption, and then plotting contours
by hand.
Alternate Performance Map Generation
Method

 For any CI engine, the following equations can be

fit to a specific engine providing a limited engine
performance data set is collected (approximately
50 points).

 3,600  p fme 
BSCF     1 
 H e 
 g it  pbme 
eito
eit 
1  Tbn f N e 
1 2 3 4
 N   N   N   N 
f N e   Bo  B1  e   B2  e   B3  e   B4  e 
 1,000   1,000   1,000   1,000 
Optimizing Engine Performance
 Engines are most efficient at or near peak
load.
 Efficiency drops with a reduction in torque
load.
 At zero brake torque, all fuel energy is
expended in engine friction.
 Lower rated engine speeds provide lower
BSFC, and at the same time reduce
torque reserve – design compromise.
Optimizing Engine Performance
 Partial load fuel economy can be
improved by shifting to higher gear
to reduce engine speed.
 Engine initially operated at 20 kW and
2250 rpm results in BSFC of 0.400
kg/kWh.
 Shifting to a higher gear reduces
engine speed to 1850 rpm, at 20 kW,
resulting in a new BSFC of 0.325
kg/kWh.
Improved Fuel Economy at Partial Load

Higher
Gear

Initial
Setting
Homework Set No. 1

 Do problems 2.1, 2.3, 2.5, 2.7, 2.9,

2.10, and 2.15 at the end of
Chapter 2 for next Tuesday.