Department of

Mechatronics Engg

Internal Combustion (IC) Engines

Week 3 Engine Design and Operating Parameters
Turbo Chargers and Super Chargers
Engine Operating Parameters

Boosting Engine Power

More Power - Four Possibilities with One Common Thread

Method 1:
Tuning the air and fuel delivery, reducing intake and
exhaust restrictions, reducing rotating mass, enhancing
spark energy, and tuning engine timing (e.g., air filters,
ignition programmers, exhaust systems, etc)
Performance gains are small - often negligible and
unnoticeable since most engines are tuned well from the
factory, and are not equipped with highly restrictive
intake or exhaust components, which would reduce fuel
economy

Boosting Engine Power

More Power - Four Possibilities with One Common Thread

Method 2:
Speeding up the engine, i.e. spinning it at a higher RPM.
This technique is very effective in producing more
horsepower while keeping the engine lightweight and
small.
The only drawback is that to spin at such high RPMs
requires very high quality (and expensive) engine parts
that can withstand the rapid rotation.
Increases wear and tear on the engine resulting in
decreased reliability and shorter engine life.
The goal with this option is also to burn more air and
fuel per time.
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Boosting Engine Power

More Power - Four Possibilities with One Common Thread
Method 3:
Use a larger engine, bigger engines burn more air and
fuel, and hence, make more power per revolution.
Limitation on increase in size achieved by displacement
by boring the cylinders and running a larger piston, or by
lengthening the stroke of the crank
Drawbacks of a bigger engine include increased size,
increased weight, and reduced fuel efficiency and high
costs .
Again, the goal of this technique is to help the engine
burn more air and fuel per time.

Boosting Engine Power

More Power - Four Possibilities with One Common Thread

Method 4:
Pack more air and fuel into the combustion chamber before
igniting it. The end result is the same as using a larger engine.
The problem is that it is restricted by atmospheric pressure. At
sea level, atmospheric pressure is 14.7 psi. If you increase
atmospheric pressure 21psi you could burn 50% more fuel,
approximately 50% more power.
Supercharger compresses air to pressures above atmospheric
pressure (boost), thus packing more air into the engine.
The goal of this technique is to burn more air and fuel per time.

Turbochargers
Basics

To increase performance
increase the inlet
density(Done by manifold
tuning or forced
induction)
Pack more air into
cylinders.
Typical boost of 6 to 8 psi
provided.
Significantly raise
horsepower without
significant weight gain.

Turbochargers

Basics
Turbocharger is a dynamic
device.
Exhaust flow from engine
spins a turbine.
Turbine spins an air
compressor.
Compressor pressurizes the
air.
Air is pumped into
cylinders.

Turbochargers
Basics

To handle speeds of 150,000

rpm, the turbine shaft has to
be supported carefully.
Most bearings explode at
these speeds so most
turbochargers use a fluid
bearing.
Fluid bearing supports the
shaft on a thin layer of oil that
is constantly pumped around
the shaft.
This serves two purposes:
- It cools the shaft and some
of the other turbocharger
parts
- It allows the shaft to spin
without much friction

Turbochargers
Trade offs
Too Much Boost:
- Problem: Air is pumped into the cylinders under pressure and
then being further compressed by the piston means there is
a danger of knock.
- Solution:
Use a higher octane fuel to avoid knock.
Reduce the compression ratio of the engine if the boost
pressure is really high.

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Turbochargers
Trade offs
Turbo Lag:
- Problem: Turbochargers do not provide an immediate power
boost when you step on the gas. It takes a second for the
turbine to get up to speed before boost is produced. This
results in a feeling of lag when you step on the gas, and then
the car lunges ahead when the turbo gets moving.
- Solution: One way to decrease turbo lag is to reduce
the inertia of the rotating parts, mainly by reducing their
weight. This allows the turbine and compressor to accelerate
quickly, and start providing boost earlier

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Turbochargers
Trade offs
Small vs. Large Turbocharger
- To reduce the inertia of the turbine and compressor make
the turbocharger smaller.
Small turbocharger provides boost more quickly and at
lower engine speeds, but may not be able to provide
much boost at higher engine speeds when a really large
volume of air is going into the engine.
It is also in danger of spinning too quickly at higher
engine speeds, when lots of exhaust is passing through
the turbine.
A large turbocharger can provide lots of boost at high engine
speeds, but may have bad turbo lag because of how long it
takes to accelerate its heavier turbine and compressor.
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Turbochargers
Trade offs
The Wastegate
- Most turbochargers have a wastegate, which allows the use
of a smaller turbocharger to reduce lag while preventing it
from spinning too quickly at high engine speeds.
- The wastegate is a valve that allows the exhaust to bypass
the turbine blades.
Senses the boost pressure.
If the pressure gets too high, it could be an indicator that
the turbine is spinning too quickly, so the wastegate
bypasses some of the exhaust around the turbine blades,
allowing the blades to slow down. .
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Turbochargers
Trade offs
The Intercooler
- Also known as a charge air cooler, intercoolers decrease
the temperature of the incoming compressed air.
- The intercooler is comprised of bars, louvres,
passageways, and fins that the compressed air travels
through
- The engine fan keeps the intercooler cool as the hot
compressed air passes through.
- Intercoolers are vital because hot air expands and if the
intercooler keeps the compressed air cool, the air
becomes more compact (providing more air to fuel ratio in
the cylinder which yields more power).
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Turbochargers
Trade offs
The Intercooler

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Turbochargers
Trade offs
The Intercooler
- Also known as a charge air cooler, intercoolers decrease
the temperature of the incoming compressed air.
- The intercooler is comprised of bars, louvres, passageways,
and fins that the compressed air travels through
- The engine fan keeps the intercooler cool as the hot
compressed air passes through.
- Intercoolers are vital because hot air expands and if the
intercooler keeps the compressed air cool, the air becomes
more compact (providing more air to fuel ratio in the
cylinder which yields more power).
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Superchargers
Basics

Superchargers increase intake

by compressing air above
atmospheric pressure, without
creating a vacuum.
This forces more air into the
engine, providing a boost.
With the additional air in the
boost, more fuel can be added
to the charge, and the power
of the engine is increased.
Supercharging add 46 percent
more horsepower and 31
percent more torque.
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Superchargers
Basics

In high-altitudes, engine
performance deteriorates
because the air has low
density and pressure.
A supercharger delivers
higher-pressure air to the
engine so it can operate
optimally.
Superchargers draw their
power directly from the
crankshaft. Most are driven by
an accessory belt, which wraps
around a pulley that is
connected to a drive gear.

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Superchargers
Basics
To pressurize the air, supercharger must spin rapidly. Making the
drive gear larger than the compressor gear causes the
compressor to spin faster. Superchargers can spin at speeds as
high as 50,000 to 65,000 rotations per minute (RPM).
50,000 RPM translates to a boost of 6-9 pounds per square inch
(psi). So a typical boost from a supercharger places about 50
percent more air into the engine.
As the air is compressed, it gets hotter, loses its density and can
not expand as much during the explosion. This means that it
can't create as much power when it's ignited by the spark plug.
For a supercharger to work at peak efficiency, the compressed air
exiting the discharge unit must be cooled before it enters the
intake manifold which is the task of the intercooler.
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Superchargers
Types of Supercharging

Roots
Twin-screw
Centrifugal.
The main difference is how they
move air to the intake manifold of
the engine.
- Roots and twin-screw
superchargers use different types
of meshing lobes
- A centrifugal supercharger uses
an impeller, which draws air in.
These designs differ considerably in
their efficiency
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Superchargers
Types of Supercharging

Roots
- As the meshing lobes spin, air trapped in
the pockets between the lobes is carried
between the fill side and the discharge
side.
- Large quantities of air move into the
intake manifold and stack up to create
positive pressure.
- Roots superchargers are just air blowers.
- They are the least efficient supercharger
for two reasons:
They add more weight to the vehicle
They move air in discrete bursts
instead of in a smooth and continuous
flow.
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Superchargers
Types of Supercharging

Twin Screw
- Operates by pulling air through a pair of
meshing lobes that resemble a set of worm
gears.
- Air inside a twin-screw supercharger is trapped
in pockets created by the rotor lobes.
- A twin-screw supercharger compresses the air
inside the rotor housing. It has a conical taper,
which means the air pockets decrease in size
as air moves from the fill side to the discharge
side. As the air pockets shrink, the air is
squeezed into a smaller space.
This makes twin-screw superchargers more efficient,
but they cost more because the screw-type rotors
require more precision in the manufacturing process.
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Superchargers
Types of Supercharging

Twin Screw
- This makes twin-screw superchargers
more efficient,
- Cost is increased since the screw-type
rotors require more precision in the
manufacturing process.
- Some types of twin-screw superchargers
sit above the engine like the Roots
supercharger.
- They also make a lot of noise. The
compressed air exiting the discharge
outlet creates a whine or whistle that
must be subdued with noise suppression
techniques.

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Superchargers
Types of Supercharging

`Centrifugal
- Powers an impeller -- a device similar to
a rotor -- at very high speeds to quickly
draw air into a small compressor
housing.
- Impeller speeds can reach 50,000 to
60,000 RPM.
- As the air is drawn in at the hub of the
impeller, centrifugal force causes it to
radiate outward. The air leaves the
impeller at high speed, but low
pressure.

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Superchargers
Types of Supercharging

Twin Screw
- A diffuser -- a set of stationary vanes
that surround the impeller -- converts
the high-speed, low-pressure air to lowspeed, high-pressure air. Air molecules
slow down when they hit the vanes,
which reduces the velocity of the
airflow and increases pressure
- Centrifugal superchargers are the most
efficient and the most common of all
forced induction systems.
- They are small, lightweight and attach
to the front of the engine instead of the
top.

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Superchargers
Advantages of Supercharging

Increased horsepower.
Superchargers do not suffer lag because they are driven directly by the
crankshaft. Certain superchargers are more efficient at lower RPM, while
others are more efficient at higher RPM. Roots and twin-screw
superchargers, for example, provide more power at lower RPM. Centrifugal
superchargers, which become more efficient as the impeller spins faster,
provide more power at higher RPM.
Superchargers can be bolted to the top or side of the engine. That makes
them cheaper to install and easier to service and maintain.
Finally, no special shutdown procedure is required with superchargers.
Because they are not lubricated by engine oil, they can be shut down
normally. Turbochargers must idle for about 30 seconds or so prior to
shutdown so the lubricating oil has a chance to cool down. With that said, a
good warm-up is important for superchargers, as they work most efficiently
at normal operating temperatures.
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Internal Combustion (IC) Engines

Important Engine Characteristics
Factors Important to an Engine User are
Engines Performance Over Its Operating Range

Engines Fuel Consumption Within This Operating Range

and the Cost of Fuel
Engines Noise and Air Pollutant Emission Within This
Operating Range
Initial Cost of Engine and Its Installation
Reliability and Durability of The Engine

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Internal Combustion (IC) Engines

Important Engine Characteristics
Engine performance is more precisely defined by
Max power (or max torque) available at each speed within the
useful operating range
The range of speed and power over which engine performance
is satisfactory

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Internal Combustion (IC) Engines

Important Engine Characteristics
Engine Performance Definitions
Max Rated Power: The highest power an engine is allowed to
develop for short periods of operation
Normal Rated Power: The highest power an engine is allowed
to develop in continuous operation
Rated Speed: The crank shaft rotational speed at which the
rated power is developed

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Internal Combustion (IC) Engines

Geometrical Properties of Reciprocating Engines

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Internal Combustion (IC) Engines

Geometrical Properties of Reciprocating Engines
Compression Ratio rc
MaxCylinderVolume Vd Vc
rc

MinCylinderVolume
Vc

Where Vd is the swept volume

And V is the clearance volume
c

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Internal Combustion (IC) Engines

Geometrical Properties of Reciprocating Engines
Ratio of Cylinder Bore to Piston Stroke

B
Rbs
L
Ratio of Connecting Rod Length to Crank

Radius

l
R
a

Stroke and Crank Shaft Radius is related as

L 2a
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Internal Combustion (IC) Engines

Geometrical Properties of Reciprocating Engines
Typical Values of These Parameters
rc 8 to 12 for SI engines
rc 12 to 24 for CI engines
B / L 0.8 to 1.2 for small & medium size engines
B / L 0.5 for low speed CI engines
R 3 to 4 for small & medium size engines
R 5 to 9 for large slow speed CI engines

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Internal Combustion (IC) Engines

Geometrical Properties of Reciprocating Engines
Cylinder volume V at any crank position is
given by
V Vc

B2

(l a s )

4
where s is the distance between the crank axis

and the piston pin axis and is given by

s a cos (l 2 a 2 sin 2 )1/ 2

is known as the "Crank Angle"

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Internal Combustion (IC) Engines

Geometrical Properties of Reciprocating Engines
V Vc

B2
4

(l a s)

above eq can be re-arranged as

V
1
1 (rc 1)[ R 1 cos ( R 2 sin 2 )1/ 2 ]
Vc
2

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Internal Combustion (IC) Engines

Geometrical Properties of Reciprocating Engines
Combustion Chamber surface area A at
any crank position is given by

A Ach Ap B(l a s)
where Ach is the cyl head surface area
and Ap is the Piston Crown surface area
For flat topped pistons
Ap = B2 /4

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Internal Combustion (IC) Engines

Geometrical Properties of Reciprocating Engines
A Ach Ap B(l a s)
and

s a cos (l 2 a 2 sin 2 )1/ 2

A Ach Ap

BL
2

[ R 1 Cos ( R 2 sin 2 )1/ 2 ]

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Internal Combustion (IC) Engines

Geometrical Properties of Reciprocating Engines
An important characteristic speed is
the "Mean Piston Speed" Sp

S p 2LN
where N is the rotational speed of the crank shaft

Mean Piston Speed is often a more appropriate

paremeter than the crank shaft rotational
speed for correlating engine behaviour
as a function of speed
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Internal Combustion (IC) Engines

Geometrical Properties of Reciprocating Engines
The Instantaneous Piston Velocity
S p is given by
ds
Sp
dt
s a cos (l 2 a 2 sin 2 )1/ 2

Differenciating above & Substitution

cos
sin [1 2
2
1/ 2
2
(
R

sin

)
Sp
Sp

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Internal Combustion (IC) Engines

Geometrical Properties of Reciprocating Engines
Figure shows how S p varies over
each stroke for R = 3.5
Resistance to gas flow into the
engine stresses due to the Inertia
of moving parts limit the max
mean piston speed to within the
range of 8 to 15m/s (1500-3000
ft/min)
An automobile engine operate at
higher end of the range and large
marine diesel engine operate
towards the lower end
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Internal Combustion (IC) Engines

Brake Torque and Power

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Internal Combustion (IC) Engines

Brake Torque and Power
Engine torque is measured with a
Dynamometer
Engine is clamped on a test bed
and its shaft is, coupled with
dynamometer rotor
The
rotor
is
coupled
electromagnetically, hydraulically
or by mechanical friction to a
stator
The stator is balanced with the
rotor stationary
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Internal Combustion (IC) Engines

Brake Torque and Power
The torque exerted on the stator
with the rotor turning is measured
by balancing the stator with
weights, springs or pneumatic
means

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Internal Combustion (IC) Engines

Brake Torque and Power
Torque exerted by engine "T"
T Fb
The power "P" delivered by engine
P 2 NT
N is the RPM
In SI units
P(kw) 2 N (rev / s)T ( N .m) x10 3
In U.S units
P(hp)

N (rev / min)T (lbf . ft )

5252

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Internal Combustion (IC) Engines

Brake Torque and Power

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Internal Combustion (IC) Engines

Brake Torque and Power
Torque is the measure of an
engines ability to do work
Power is the rate at which the
work is done
The engine power we have
calculated is called the Brake
Power Pb . This power is the usable
power delivered by the engine to
the load which is brake in this case

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Internal Combustion (IC) Engines

Indicated Work per Cycle

Pb

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Internal Combustion (IC) Engines

Indicated Work per Cycle
The Indicated Work per Cycle is
obtained integrating around the
curve to obtain the area enclosed
on the diagram
Wc ,i pdv

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Internal Combustion (IC) Engines

Indicated Work per Cycle

The Gross indicated work per cycle Wc ,ig is the work delivered
to the piston over the compression and expansion stroke only
Net Indicated work per cycle Wc ,in is the work delivered to the
piston over the entire Four strokes
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Internal Combustion (IC) Engines

Indicated Work per Cycle

Wc ,ig area A + area C

Wc ,in (area A + area C)-(area B + area C) = area A - area B
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Internal Combustion (IC) Engines

Indicated Work per Cycle

Power per Cylinder is related to the Indicated work per cycle

Wc ,i N
Pi
nR
where nR is no of crank revolution for each power stroke
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Internal Combustion (IC) Engines

Mechanical Efficiency
Part of Gross Indicated work per cycle is used to expel exhaust
gases and induct fresh charge
An additional portion is used to overcome the friction at
different places in the engine
These power requirements grouped together are called Friction
Power

Pig Pb Pf

Friction Power is measured by the Dynamometer. But it is not

very accurate
Mechanical Efficiency

Pf
Pb
m
1
Pig
Pig

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Internal Combustion (IC) Engines

Mean Effective Pressure
Pi

Wc ,i N
nR

PnR
Work per cycle
N

If we divide Work per cycle by the cylinder displaced volume we

get
PnR
mep
Vd N

mep Mean Effective Pressure also known as Brake Mean

Effective Pressure
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Internal Combustion (IC) Engines

Mean Effective Pressure
mep can also be expressed in terms of Torque

6.28nRT
mep
Vd

Using P 2 NT

Typical Vales of bmep

For naturally aspirated engine 850-1050 kpa at engine speed
of 3000 rpm where max Torque is obtained
At max rated power values of bemp are 10-15%
lower(WHY)
For a Turbocharged engine max bemp is 1250-1700 kpa and
at rated speed it is 900-1400 kpa
1400 kpa for Turbocharged after cooled engine
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Internal Combustion (IC) Engines

Specific Fuel Consumption(sfc)
Fuel consumption is measured as a flow rate mass flow per
unit time m f . A more useful parameter is the sfc the flow
rate per unit power output
It measures how efficiently an engine is using the fuel supplied
to produce work

sfc

Fuel Conversion Efficiency

1
nf
( sfc)QHV
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Internal Combustion (IC) Engines

Air/Fuel and Fuel/Air Ratios
m a
Air/Fuel Ratio(A/F) =
m f
Fuel/Air Ratio(F/A) =

m f
m a

For a Gasoline Fuel Engine

12 A / F 18
For Diesel Engine

18 A / F 70
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Internal Combustion (IC) Engines

Volumetric Efficiency
Defined as the volume flow rate of air into the intake system
divided by the volume displaced by the piston

ma
v
a ,iVd

a ,i is the inlet air density

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Internal Combustion (IC) Engines

Typical Design and Operating Data for IC Engines

58

Internal Combustion (IC) Engines

Question:

You are given a 4-stroke SI (gasoline) engine with

following specifications:a. 4 cylinder engine
b. 2.2 litre displacement
c. Bore dia = 87.5 mm
d. Stroke length = 92 mm
e. Compression ratio = 8.9
f. Max rated power is 65 kW at 5000 rpm

Calculate following at max rated power:a. Mean piston speed

b. Break mean effective pressure (bemp)
c. Torque of the engine
d. Number of power strokes per second
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