DEPARTMENT OF MECHANICAL ENGINEERING

CODE AND TITLE OF COURSEWORK Course code: MECH2004: STUDENT NAME: DEGREE AND YEAR: LAB GROUP: DATE OF LAB. SESSION: DATE COURSEWORK DUE FOR SUBMISSION: ACTUAL DATE OF SUBMISSION: LECTURERS NAME: Title: Combustion in a Spark Ignition Engine ERKEL, DANIEL EBF, 3rd YEAR 15/03/2013 15/03/2013 Dr William Suen, Midhat Talibi

PERSONAL TUTORS NAME:

Dr Kevin Drake

RECEIVED DATE AND INITIALS:

I confirm that this is all my own work (if submitted electronically, submission will be taken as confirmation that this is your own work, and will also act as student signature)

Signed:

Daniel Erkel

Daniel Erkel

Combustion in a Spark Ignition Engine

Contents
1 Introduction 2 Results 2.1 Measurements . . . . . . . . . . . . . 2.1.1 Initial Data . . . . . . . . . . 2.1.2 Results from the Experiment 2.2 Calculations . . . . . . . . . . . . . . 2.3 Graphs Plotted for Question 4.1 . . 2 2 2 2 3 3 5 7 7 7 7 8 9 9 9 10 10 11 11 13 13 14

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3 Discussion of Results and Answers to the Questions 3.1 Question 4.1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.1.1 Commenting on the Results . . . . . . . . . . . . . . . . . 3.1.2 Explanation of the Results, Comparison with Theoretical Engine Performance . . . . . . . . . . . . . . . . . . . . . 3.2 Question 4.2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.3 Question 4.3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.4 Question 4.4 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.5 Question 4.5 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.6 Question 4.6 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.7 Question 4.7 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.8 Question 4.8 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 Conclusion

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. . . . . . . . . . . . . . Calibrating . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

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5 Appendices 5.1 Hand Calculations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.2 Aims, Theory and Diagrams . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Mechanics of Fluids and Thermodynamics - Laboratory Report Combustion in a Spark Ignition Engine
Daniel Erkel, 3rd year, EBF

Introduction

In the course of the experiment discussed in the present report, a Ricardo E6 spark ignition engine was used to demonstrate certain characteristics of the operation of spark ignition engine. In the spark ignition engine, which is one of two types of reciprocating internal combustion engines [1], the air-fuel mixture is ignited in the combustion chamber to initiate the combustion, which then expands and moves the piston outwards, which in turn rotates the crankshaft connected mechanically, thus converting the energy of the combustion to mechanical work [2]. Varying a set of parameters that control the operation of the engine, changes in its working was observed. Through eight questions, relationships between the air-to-fuel ratio and performance characteristics are discussed using the results of the experimental section. Performance is measured in terms of brake power, brake specic fuel consumption (or BSFC), thermal eciency and emission values. Sections of this report compare experimental results with those predicted using theoretical analysis and textbook values, discussing points where the two coincide and also where discrepancies were found between ideal values or those measured in more controlled experiments and the ndings of this laboratory experiment.

2
2.1

Results
Measurements
Initial Data

2.1.1

Initial data describing the environmental conditions, material properties and engine properties are presented in the following table: Table 1: Table with the initial data recorded for environmental conditions, material properties and engine properties Environmental Conditions and Material Properties Ambient pressure (mbar) Ambient pressure (P a) Calorimeter water ow rate (l/h) Fuel density (kg/m3 ) Mass of 50ml fuel (kg ) Air density at (kg/m3 ) Engine properties Bore (mm) Stroke (mm) Cylinder swept volume (m3 ) Motoring torque at 1500 rpm - cold engine (N m) Motoring torque at 1500 rpm - hot engine (N m) Engine rev. per power stroke Value 1022 102200 450 733 0.03665 1.2063 Value 76.2 111.13 0.0005068 11.5 9 4

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Combustion in a Spark Ignition Engine

Cylinder swept volume was calculated using following equation from (Ref. [3]) the values for the bore and the stroke as: Vswept = Bore 2
2

(Stroke) =

0.0762 2

(0.11113) = 0.0005068m3

The air density was interpolated using Ref. [4] assuming a room temperature of 20 C. While the room temperature was probably lower in the air conditioned laboratory where the experiment was conducted, close to the engine it was slightly higher due to the heat given o by the engine. 2.1.2 Results from the Experiment

The following values were measured in the course of the experiment Table 2: Add caption Measurement no.: Measured values Engine Speed (rpm) Motor torque (N m) Intake temp ( C) Time for 50ml fuel to be used (s) Air ow, A (cmH2 O) CO (%) Oil temp ( C) Cooling water temp in ( C) Cooling water temp out ( C) Calorimeter water temp in ( C) Calorimeter water temp out ( C) Engine cooling water ow rate (l/min) 1 1504 33 9.5 65 4.5 6 31 37 42.1 9.4 20 6.4 2 1503 34 10.2 71 4.6 4 37 37.7 41.6 9.6 20.3 6.7 3 1501 33 10.5 76 4.6 2 40 37.8 41.6 9.7 20.6 6.8 4 1502 31.5 10.9 80 4.65 1 40 37.5 41.7 9.9 20.7 6 5 1503 29 10.8 85 4.6 0.95 43 37.6 41.3 10.2 21 6.4

2.2

Calculations

Using the values from the previous section, the following values were calculated: Table 3: Derived values Measurement no.: Derived values Brake Power, Pb (W ) Pb (kW ) Fuel Flow Rate, Mf (kg/h) BSFC (kg/kW h) Air Mass Flow Rate, Ma (kg/s) Fuel Flow Rate, Mf (kg/s) Air-Fuel Ratio, AF R Friction Power, cold Pf (kW ) Friction Power, hot Pf (kW ) Engine Mechanical Eciency, cold Engine Mechanical Eciency, hot BMEP (P a) 1 5197.5 5.197 2.030 0.391 0.00753 0.000564 13.356 1.811 1.417 0.742 0.786 1636504 2 5351.4 5.351 1.858 0.347 0.00753 0.000516 14.588 1.810 1.417 0.747 0.791 1686096 3 5187.1 5.187 1.736 0.335 0.00753 0.000482 15.616 1.808 1.415 0.742 0.786 1636504 4 4954.6 4.955 1.649 0.333 0.00753 0.000458 16.438 1.809 1.416 0.733 0.778 1562118 5 4564.4 4.564 1.552 0.340 0.00753 0.000431 17.465 1.810 1.417 0.716 0.763 1438140

The following equations were used to calculate the above values: Pb = 2N T (1) 3

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Combustion in a Spark Ignition Engine

Pf = 2N Tm BSF C = Mf /Pb m = Pb (Pf + Pb )

(2) (3) (4)

2nr T (5) V Which equations can be found in Ref. [3]. The following section shows the graphs plotted for these results. BM EP =

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Combustion in a Spark Ignition Engine

2.3

Graphs Plotted for Question 4.1

Using the derived values from the previous section, the following four graphs were plotted. The discussion of these results are found in the next section.

Figure 1: Brake Specic Fuel Consumption plotted against Air-to-fuel ratio plotted for part a)

Figure 2: Brake power plotted against Air-to-fuel ratio plotted for part b) 5

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Combustion in a Spark Ignition Engine

Figure 3: Brake Specic Fuel Consumption plotted against Brake power plotted for part c)

Figure 4: Carbon monoxide (%) plotted against Air-to-fuel ratio plotted for part d) The thin black lines are third-order polynomial trend lines, which, as it can be seen from the graphs, perfectly t the data. The thick green line is generated for the scatter plot in Microsoft Excel. 6

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Combustion in a Spark Ignition Engine

3
3.1

Discussion of Results and Answers to the Questions

Question 4.1
Commenting on the Results

3.1.1

(a ) The graph plotted for part (a) is close to a parabola in its shape (although a cubic curve tted better to the data). The minimum point of the curve was found taking the equation for the trendline from Microsoft Excel (using coecients with 15 decimal places for better accuracy) and solved in WolframAlpha (an computational knowledge engine, a website capable of solving simple equations) to nd the minimum. The minimum was found at AF R = 16.094 and BSCF = 0.333kg/kW h. This is to right of the stoichiometric air-to-fuel ratio for gasoline, which is equal to 14.7:1 [5]. (b ) The second graph is very similar in shape to the previous one (parabola or a section of a cubic curve), however it is concave in the other direction (as in it is the vertical reection of the previous one). The maximum point of this curve is at AF R = 14.409 and is equal to 5351.783W . Again, this result is dierent from the stoichiometric ratio, being to the left of it. (c ) The backward curving graph has a minimum value of BSCF = 0.333kg/kW h, equal to that of (a) and the maximum brake power is equal to that found in (b), 5351.783W . (d ) From the shape of the cubic curve it can be observed that carbon monoxide emission decreases with increasing air-to-fuel ratio, up till about AF R = 16.978, beyond which it starts increasing again. 3.1.2 Explanation of the Results, Comparison with Theoretical Data and Calibrating for Engine Performance

(a ) The curve is similar to that found in [6], therefore matches results predicted by textbooks. Enrichment of the fuel results in incomplete combustion (high amount of fuel but not enough air for complete combustion). Making the fuel more lean (i.e. moving towards the right side of the curve) results in better combustion and better power output up till the minimum point of the curve. The graphs shows a relationship between brake specic fuel consumption and air-to-fuel ratio, the former of which is value expressing the relationship of power and fuel ow rate. Because of this the behaviour of the curve is determined by how the power and the fuel ow rate respond together to making the fuel more lean (lowering the amount of fuel in AFR) or making it more rich (increasing the amoun of fuel in AFR). The fuel consumption decreases towards the ideal point of air-fuel mixture (the stoichiometric ratio). The reason why the stoichiometric ratio does not coincide with the minimum point of the curve is because in reality slightly more fuel is necessary to react with all the air molecules in the combustion chamber during the actual operation of the engine, where not all fuel molecules participate in the combustion, due to losses in the engine running at high speed [6]. This means that at the stoichiometric ratio the consumption would not be the lowest, that point is somewhere in the leaner region. Slightly leaner mixture lowers the fuel ow rate, but with the power not decreasing that much, BSFC is lower. (b ) The curve again corresponds to ones nd in textbooks such as [2] or [6]. This time it is the brake power plotted against AFR. With increasing AFR the amount of air in the combustion chamber exceeds that necessary for the combustion and the power output is lowered. Richer mixtures generate higher power output up till a maximum point, beyond which there are higher specic heats and losses in chemical equilibrium and also there is a wastage of fuel due to the generation of CO and H2 . Again, for reasons similar to those in part (a), the stoichiometric ratio is not the maximum point of the curve. This time a richer mixture is necessary, because more fuel is needed for the combustion with the highest power output, than that predicted theoretically [6]. (c ) The so-called combustion loop [6] is a combination of the two previous curves with the lean and rich regions being below and above the curve, respectively. The results match those found in similar experiments discussed in textbooks (e.g. Ref. [6]). Enrichment of the mixture results in better power output but worse fuel consumption and vice versa.

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Combustion in a Spark Ignition Engine

(d ) A higher amount of fuel in the mixture results in a higher carbon monoxide emission. Increasing the amount of air (making the mixture more lean) results in lower CO output up till a point, beyond which due to the incomplete and inecient combustion, the CO emission starts increasing (there will always be a small amount of CO output). This matches theoretical expectations [6] The curve of part (c) shows how varying the air-to-fuel ratio can change the performance and fuel consumption of the engine and how this property can be used to tune the vehicle for better fuel consumption (more important in the case of a family car or a vehicle that is meant for everyday use) or high power output (as it would be desired in the case of a racing car). The optimum can be found for cars where both properties are important, such as gran tourismo or grand tourer cars, where one needs both good fuel consumption, but also a high power output for high-speed travel on highways. There may be certain errors in the experimental results due to errors in measurements, due to the quality of the engine used for the experiment (which was an older model) and also due to small changes in environmental conditions.

3.2

Question 4.2

Observing the third graph, which shows the combustion loop, the lowest value for brake specic fuel consumption is BSCF = 0.333kg/kW h. At this point the following calculations are performed: (a ) The amount of energy in the fuel converted to useful power output from the engine can be calculated through the following steps. The caloric value of the fuel being equal to 45.5M J/kg means that 1kg of fuel should provide 45.5M J energy, which, dividing by 3600s would mean 12.639kW power provided to the engine. At the lowest recorded BSFC value however (also the minimum point of the combustion loop) 0.333kg of fuel consumed per hour produces 3.003kW useful power. This means that the amount of fuel energy that generates useful power output is: %usef ul = 3.003 100 = 23.8% 12.639

Which shows that not even one third of the energy stored in the fuel is converted in this spark ignition engine to useful power output. (b ) At the lowest recorded value of BSFC the mass ow rate of the engine cooling water is equal to 6l/min. This converted to m3 /s is equal to 0.0001m3 /s and converted to kg/s is equal to 0.1kg/s. The change in cooling water temperature (dierence between the inlet and exit temperatures) is equal to T = 41.7 37.5 = 4.2 C. From this, the heat energy lost is calculated as: cool = m Q w C T = 0.1 4200 4.2 = 1.764kW where C = 4200J/kgK is the specic heat capacity of water. From this, the proportion of fuel energy that is lost as heat to the cooling water is %heatcool = 1.764 100 = 13.95 12.639

Which means that nearly 15% of the fuel energy is transferred as heat to the cooling water (c ) The amount of energy that is used to elevate the temperature of the exhaust gases above the ambient value is calculated in a similar way as the heat lost to the cooling water. The mass ow rate this time is measured for the calorimeter water (450l/h), just as the temperature dierence between the outlet and inlet (T = 20.7 9.9 = 10.8 C). Using the values from the table in the Measurements section the following equation can be written up: elev = m Q wcal C T = 0.125 4200 10.8 = 5.670kW where C = 4200J/kgK is again the specic heat capacity of water. The proportion of fuel energy that is used to elevate the temperature of the exhaust gases above ambient is then obtained as: %heatelev = 5.67 100 = 44.86% 12.639

This means that nearly half (!) of the fuel energy is used to elevate the temperature of the exhaust gases. 8

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Combustion in a Spark Ignition Engine

It can be seen that the percentages calculated above only add up to 82.6%, which means that there are further energy losses. These can be: heat energy lost to the air, losses in excess fuel, or sound, vibration and frictional losses. Of course there can also be errors in the above measurements or calculations. Reading scales, measuring ow rates or heat all introduce certain errors. Furthermore the actual caloric value of the fuel also might be slightly dierent, just as the real values of other variables. The theoretical value for the Otto cycles eciency is (from [3]): Otto = 1 r1 Where r is the compression ratio of the engine, which in our case is equal to 8. From this the thermal eciency of the engine should be: Otto = 1 811.4 100 = 56.5% The value calculated in this report (23.8%) is less than half of this, which is a big dierence. Although the engine is also somewhat old, one of the main reasons for this is that the compression ratio used here is not ideal for the engine. To a certain practical limit [2], this can be raised to increase the eciency.

3.3

Question 4.3

The maximum of graph (b) in Question 4.1 is 5351.4W . The friction power for motoring torque in the cold engine is 1810W and at for the hot value it is 1417W at this brake power output. Calculating the mechanical eciencies gives: mechcold = mechhot = 5351.4 100 = 74.73% 1810 + 5351.4

5351.4 100 = 79.06% 1417 + 5351.4 The second value is higher as the running engine is better lubricated and lower amounts of energy are lost due to the viscous friction resulting. These frictional losses are due to the viscosity of the oil lubricating the engine. If the engine is already warmed up, the viscosity of the oil lowers and less power is dissipated [2]

3.4

Question 4.4

Pressing the throttle pedal (or turning the throttle handle on a motorcycle) opens the throttle more in the engine, increasing the charge going into the cylinder and hence controlling the combustion [6]. With opening the throttle the torque and power outputs of the engine increase. Which in turn results in higher speed of the engine (and the vehicle), this however also depends on the load on the engine (as in the response of the vehicle to changing the throttle depends on the steepness of the road and other circumstances). The use of the throttle (when it is closed) lowers the Otto cycle eciency of the engine due to pumping losses [2]. When the throttle is not fully open, during the intake stroke, a certain amount of power is lost as there is a low pressure area near the inlet manifold, which has to be overcome by the air entering the cylinder [2]. Pumping losses appear on the P V diagrams attached in the Appendix of this report. At part load the loop at the bottom of the P V indicator diagram, the part with which the cycle diers from the graph for the ideal Otto-cycle, is the result of the pumping loss. This loop is almost insignicant in the case of the wide open throttle (WOT).

3.5

Question 4.5

On the P V diagrams attached in the Appendix three dierent cases can be seen, the rst one shows the engine operating with a wide open throttle (WOT) the second one shows a case where the engine is knocking and nally on the third one it can be seen how the engine behaves under part load. The peak of each graphs correspond to the the point where the combustion starts in the engine and is dierent for the three dierent cases. For the same compression ratio it is higher for the WOT condition than for the part load. In the case of the knocking, the pressure is very high, but this is because in order to achieve the auto-ignition condition where the knocking starts, the compression ratio of the engine has to be raised (this is also why the compression ratio cannot be increased indenitely, because knocking occurs [2]). As 9

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Combustion in a Spark Ignition Engine

discussed earlier, the small loop at the bottom of the curve is the eect of the pumping losses in the intake stroke, which is perceivably smaller for the WOT condition, almost negligible, and much larger for the part load. Nevertheless the engine cannot be constantly operated at WOT as in certain cases the part load is more desired (under realistic conditions, the engine does not need to produce maximum power). Knocking is the result of reaching auto-ignition conditions in the engine, by raising the compression ratio for example, and is detrimental to the engine, because the small explosions in the cylinder (where the fuel auto-ignites) causes uneven combustion, damage to the piston, and through the loss of timing also damages the crankshaft and other components [6]. The small peaks on the graph for the knocking show the small explosions occurring during the combustion. There are many ways to improve the eciency of the engine. Two common ones are to use super- and turbochargers, which compress the air entering the cylinder and hence improve the combustion. Also fuel injectors and better exhausts can be added to the engine as other means of increasing the power output. The BMEP for the part load (WWMP) and the WOT conditions can be calculated using the torque as BM EP = 2 2 T Vswept

From this, using the torque value at 1500rpm (cold) for the part load and that obtained for the rpm closest to 1500 (1501rpm at CO=2%): BM EPW W M P = and 2 2 11.5 = 2.85bar 0.0005068

2 2 33 = 8.18bar 0.0005068 BMEP, brake mean eective pressure shows useful work output [6], which is evidently higher for the wide open throttle as it can be expected from the higher torque as well. Thus operating at WOT gives higher useful work output BM EPW OT =

3.6

Question 4.6

As certain conditions change in the environment of and in the engine as well, there are variations in the engines output. The air entering the intake for example or the combustion in the combustion chamber both vary slightly, therefore there are constant changes in the engines operation. Regarding the latter, one of the reasons for the variation is that after each combustion, a dierent amount of combustion residuals are left in the cylinder and these also aect the next cycle. There are further conditions that vary, such as the quality of the air, the temperature of the air and the surroundings of the engine, the turbulence in the air ow (which is quite dicult to predict). Furthermore, depending on the road on which the vehicle travels, there can be vibrations that aect the engines performance. Finally as the engines material is not a 100% perfect, there can be regions, which have slightly dierent material properties, for example dierent heat capacity and cool down slightly less than other parts, which then results in dierences between the dierent cycles. These conditions that aect the engine performance are often dicult to predict and even more dicult to control. For example while engine manufacturers attempt to create perfect molds, no material can be without innitesimally small imperfections, therefore this it is really dicult to control how these aect performance. This also applies to the turbulence of the air that enters the cylinder, which designers attempt to control, yet even the most sophisticated turbulence models in computational uid dynamics calculations are not a 100% accurate, therefore it cannot be fully controlled how the air will enter the piston [7], [6].

3.7

Question 4.7

The sound of the combustion in the cylinders changes at higher compression ratios due to the phenomenon of knocking discussed previously answering Question 4.5. Knocking is named after the very sound it generates, and it is caused by auto-ignition at conditions when the air-fuel mixture reaches auto-ignition temperature inside the cylinder [6]. It is very dangerous as it destroys not only the cylinder (as the uncontrolled microexplosions at the dierent parts of the combustion chamber introduce additional load to the material and cause small deformations), but also because it changes the rhythm of the cycle and the timing, it aects 10

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Combustion in a Spark Ignition Engine

almost all parts of the engine, from valves to the crankshaft. This way knocking not only reduces the performance of the engine but can have permanent destructive eects on the engine [?]. There it should be avoided at all costs. The reason why it is not always easy to avoid it, because certain conditions change in the cylinder gradually, or for example oil or other uids can enter the combustion chamber, in which case the air-fuel mixtures properties can change. Also, manufacturers would seek a high-as-possible compression ratio because the eciency and the power output of the engine increase with compression ratio, limited by knocking and material wear due to high temperature and pressure. The reason for the small peaks on the P V graph of the cycle with knocking was discussed previously. The small peaks are caused by the small combustions occurring at various times during the power stroke. To avoid knocking even at high compression ratios, certain additives can be added to the fuel. Lead was one of such additives, but it was later found that it pollutes the environment in a very serious way. Now there are experiments with additives less ecient than lead, but also less dangerous to the environment [6].

3.8

Question 4.8

The O2 sensor in cars detects the richness of the air-fuel mixtures (the AFR). Mixtures that are more rich have generate a lower amount of oxygen after the combustion, while lean mixtures generate higher. A feedback system connected to the O2 sensor than adjusts the mixture to achieve optimum combustion, the process of which is controlled by a small on-board computer. This system can be used to achieve the control over the engine performance that was discussed previously in relation to the combustion loop or graph (c) in Question 4.1. This way the performance and the fuel consumption of the car can balanced or tuned towards one or the other in order to obtain a vehicle with high performance (such as a racing car) or one with a low fuel consumption (such as a car that one would want to us in a city) [6].

Conclusion

Understanding of the parameters and relationships examined in this experiment are very important to gain control over the performance and fuel consumption of the internal combustion engine. The understanding of these phenomena are vital to motor engineers and also to all working with any types of IC engines. The experiment well demonstrated the result of changing the AFR values amongst others on BSFC, brake power and CO emission. Furthermore the experiment successfully demonstrated the phenomenon of knocking, which is also very important to understand possible design limitations of SI-IC engines. The present report found answers to all questions stated in the handout for the laboratory experiment and found strong correspondence between theoretical or experimental data from textbooks and the experimental measurements taken during the laboratory session.

References
[1] Y. Cengel and M. Boles, Thermodynamics: An Engineering Approach with Student Resources DVD. McGraw-Hill Education, 2010. [2] V. Kadambi and M. Prasad, Introduction to Energy Conversion. An Introduction to Energy Conversion, John Wiley & Sons Australia, Limited, 1974. [3] B. Venkanna and B. Swati, Applied Thermodynamics. PHI Learning, 2011. [4] G. Rogers and Y. Mayhew, Thermodynamic and Transport Properties of Fluids. Wiley, 1995. [5] B. Hollembeak, Classroom Manual for Automotive Fuels and Emissions. Todays technician, Thomson/Delmar Learning, 2005. [6] V. Ganesan, Internal Combustion Engines 3e. McGraw-Hill Education (India) Pvt Limited, 2008. [7] B. Munson, D. Young, T. Okiishi, and W. Huebsch, Fundamentals of uid mechanics. Wiley, 2009.

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Combustion in a Spark Ignition Engine

List of Figures
1 2 3 4 Brake Specic Fuel Consumption plotted against Air-to-fuel ratio plotted for part a) Brake power plotted against Air-to-fuel ratio plotted for part b) . . . . . . . . . . . . Brake Specic Fuel Consumption plotted against Brake power plotted for part c) . . Carbon monoxide (%) plotted against Air-to-fuel ratio plotted for part d) . . . . . . . . . . . . . . . . . . . . . . 5 5 6 6

List of Tables
1 2 3 Table with the initial data recorded engine properties . . . . . . . . . . . Add caption . . . . . . . . . . . . . . Derived values . . . . . . . . . . . . for . . . . . . environmental conditions, . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . material . . . . . . . . . . . . . . . properties and . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 3 3

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Combustion in a Spark Ignition Engine

5
5.1

Appendices
Hand Calculations
1500 33 = 5183.6W 60 m f 2.03 = = 0.39055kg/kW h BSF C = Pb 5.197 Pb = 2nT = 2 BM EP = 2nT 2 2 33 = = 1636504P a Vswept 0.0005068

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Combustion in a Spark Ignition Engine

5.2

Aims, Theory and Diagrams

These are attached to this document from the laboratory handout (starting from the next page).

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