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EFFECT OF VARIOUS
PARAMETERS ON IC ENGINE
PERFORMANCE
Submitted by
Ajinkya D. Jagtap
DEPARTMENT OF MECHANICAL
ENGINEERING
ARAI ACADEMY
AUTOMOTIVE RESEARCH
COLLEGE OF ENGINEERING,
PUNE- 411005
ASSOSIATION OF INDIA,
PUNE
YEAR 2015-2016
CERTIFICATE
Dr.S.N.Sapali
Dr.K.C.Vora
COEP, Pune
ARAI, PUNE
Prof.K.P.Wani
Internal Examiner
ACKNOWLEDGEMENT
I feel great pleasure in submitting my seminar report on EFFECT OF VARIOUS
PARAMETERS ON IC ENGINE PERFORMANCE. I wish to express true sense of
gratitude towards my guide Prof. Aatmesh Jain for his constant encouragement and valuable
guidance and for providing all necessary facilities, which were indispensable in the
completion of this seminar. I would like to thank ARAI & COEP who extended their kind
support during the accomplishment of the seminar report. Finally, I express my sincere thanks
to all those who helped me directly and indirectly in many ways in completion of this seminar.
ABSTRACT
The invention of internal combustion engine had taken place more than century
ago. Since that time these engines have continued to develop as our knowledge of engine
process has increased. As nature of human has been continuous evaluation and the IC engine
is no exception for that. Todays engines have taken new dimensions towards all aspect to that
of conventional engines.
With a growing demand for transportation IC engines have gained lot of
importance in automobile industry. It is therefore necessary to produce efficient and
economical engines. While developing an IC engine it is required to take in consideration all
the parameters affecting the engines design and performance. There are enormous parameters
so it becomes difficult to account them while designing an engine. So it becomes necessary to
conduct tests on the engine and determine the measures to be taken to improve the engines
performance.
In this seminar review the effect of different parameters on performance of
IC engine. Engine performance can be measured in terms of Power output, various
efficiencies, emission etc. There are large number of parameters which affects the engine
performance. These parameters are basically of two types one is Design parameters and
second is operating parameters. As scope of this subject is very large we will restrict our
review to only some basic parameters such as speed, load, A/F ratio to name a few. Also we
will discuss some advanced technologies. IC engines are basically classified as Spark ignition
engines and Compression ignition engines. Some parameters are more significant for SI
engines while that may be insignificant for CI engine. We will first discuss what are the
parameters and their significance with respect to IC engine. After that we will focus on how to
measure them and analyse result obtained from them.
Table of Contents
2
Introduction................................................................................................10
Literature review.........................................................................................12
Compression Ratio.....................................................................................15
5.1
SI Engine Performance...............................................................................................16
5.2
CI Engine Performance...............................................................................................19
6.2
6.3
6.4
6.5
Air-Fuel Ratio.............................................................................................32
Ignition Timing...........................................................................................37
10
11
EGR............................................................................................................49
11.1
SI Engine Performance............................................................................................49
11.2
CI Engine Performance...........................................................................................50
12
Swirl............................................................................................................53
13
Cetane Number...........................................................................................57
14
Future Scope...............................................................................................60
15
Conclusion..................................................................................................61
16
References..................................................................................................62
TABLE OF FIGURE
Figure 3.1 Effect of Stroke to Bore on IMEP............................................................................13
Figure 3.2 Effect of Stroke to Bore Ratio on IFSC...................................................................13
Figure 4.1 Effect of Variation of CR on Brake Thermal Efficiency..........................................16
Figure 4.2 Effect of Variation of CR on IMEP and Thermal Efficiency...................................16
Figure 4.3 Effect of Variation of CR on IMEP and Thermal Efficiency...................................17
Figure 4.4 Effect of Variation of CR on Brake Thermal Efficiency..........................................18
Figure 4.5 Effect of Variation of CR on Fuel Consumption......................................................18
Figure 4.6 Effect of Variation of CR on Brake Specific Fuel Consumption.............................19
Figure 4.7 Effect of Variation of CR on NOx............................................................................19
Figure 4.8 Effect of Variation of CR on PM, CO, HC...............................................................20
Figure 5.1 Standard Valve Timing for SI and CI engine...........................................................22
Figure 5.2 Effect of IVO on Brake Power.................................................................................23
1 Introduction
The more and more severe regulations on exhaust emissions from vehicles and worldwide
demand for fuel consumption reduction leads to search of new ways towards achieving them.
There are several options available for improving the fuel economy and reduce emissions, we
will discuss them briefly. First, you can improve current technologies implemented to control
the economy and emissions from present IC engines. Second option is to use alternate fuels so
as to compensate the demand for conventional fuels. Third option is to implement concept of
electric or hybrid electric vehicle. As last two options are still in early phase of development;
although they are promising, they have to go far to compete with option one. First option is
traditionally used and evolved in many aspects. As it is being said that todays IC engines are
at the verge saturation towards further evolution, but it has been seen that there is still large
scope for development. Extensive research has been going on to understand the actual
working of all process and effect of various variables on performance of IC engine.
Optimizing major parameters have shown the improved performance. So, with the study of
effect of various parameters deeply lead us to promising results. Today technology is capable
of controlling most of engine variable but unless and until all variables studied thoroughly it
cant be reflected in performance of engine.
Major prime movers used in automobile are four stroke Spark ignition engines and
compression ignition engines. We restrict our review toward SI and CI engines only. There are
large number of parameters that affects the performance of IC engine. As all parameters are
contributing towards varied performance all are very important. To keep the scope of the
review feasibly brief, we will discuss only the relatively important parameters that influence
most. The parameters that can be controlled effectively can be said to be important.
Performance of IC can be evaluated based on Power output, Fuel consumption and Emission
can be evaluated in terms of part per million or g/kWhr. Power Output represented by Brake
Power (BP), Indicated Power (IP), Torque, Indicated mean effective pressure (IMEP), Brake
mean effective pressure (BMEP); all parameters signifies power but with different relation.
Fuel consumption can be represented by Brake specific fuel consumption (BSFC), Indicated
Specific fuel consumption (ISFC). Emission can be represented as Brake specific CO (bsCO),
Brake specific HC (bsHC), Brake specific NO (bsNO). All above Performance parameters are
affected by engine variables. Some engine variables are common for both SI and CI engines
such as Speed, Load, Compression ratio etc. Some Engine variables are different for SI and CI
engine as per their different working principle. Spark timing is important parameter for SI
engine and its CI engine counterpart is fuel injection timing.
Engine variables can be separately discussed for SI and CI engine. Each variable is
explored with its significance. Its effect on above discussed performance parameter explained
with the graphical representation and reason for that is highlighted.
2 Literature review
Extensive research is being done towards optimum engine variables to improve performance
of Internal Combustion Engine. There is plenty of literature available on this topic. Prof. J. B.
Heywood (MIT, USA) is notable person in field of engine performance. Internal Combustion
Engine Fundamentals by J. B. Heywood is one of best book to get fundamental of IC engines.
Prof. Heywood (MIT) went with thorough explanation of performance characteristics and
effect of engine variables with in depth analysis. We can categorize literature review in two
parts as SI engine and CI engine. Diesel engine reviewed mostly with its injection parameters.
Ayala, Gerty and JB Heywood (SAE 2006-01-0229) highlighted effect of Air-Fuel
ratio, Compression ratio and load on SI engine efficiency. They came with experimental
investigation of 5 liter naturally aspirated SI engine. In this paper effect spark timing and A/F
ratio and CR on NIMEP and Net Indicated efficiency is discussed.
Suwanchotchoung and Williamson (SAE 2003-32-0023) highlighted effect of
Equivalence ratio (relative fuel air ratio) on Brake power, bsfc and bsCO, HC, NO emissions
on 2 liter SI engine with manifold injection.
Shehata and Abdel Razek (Engineering Research Journal 120, (December 2008)
discussed variation of BP, BSFC, Efficiency with varied engine speed, load and EGR rate.
Aina T., Folayan C. O. and Pam G. Y. (Advances in Applied Science Research, 2012, 3
(4):1915-1922) evaluated influence of compression ratio on the BP, bsfc, Brake thermal
efficiency of a spark ignition engine.
Hountalas, Kouremenos, Schwarz and Mavropoulos (SAE 2003-01-0340) detailed
fuel injection timing effect on NOx, Soot, bsfc, Heat release rate (HER) with varied injection
pressure upto 1683 bar and different load conditions.
F. Mallamo, M. Badami and F. Millo (SAE 2005-01-0379) evaluated effect of variation
of compression ratio (CR) and Injection pressure on emission of CRDI engine. They also
came with NOx-PM trade-off with optimum injection timing and injection pressure with given
CR.
Kermani, Garsi, Ruhland and Kaudewitz (2013-24-0065) came with three different
engine with varying Stroke/Bore ratio and all parameters remained same. They compared
these engines for IMEP, ISFC. Agarwal and Srivastava (Fuel 2013-science-direct) represented
Effect of fuel injection timing and pressure on BSFC, Efficiency, bsCO, bsNOx and PM.
stroke-to-bore ratio is necessary and, again because of the inertial forces of the piston, requires
a slower engine speed and lower power density. For the marine application that has a 2.5 m
stroke, the engine speed is limited to 102 rpm.
S/B 1.3
S/B 1.0
S/B 0.7
S/B 0.7
S/B 1.0
S/B 1.3
4 Compression Ratio
The compression ratio is the ratio of the volume of the cylinder and the combustion
chamber when the piston is at the bottom, and the volume of the combustion chamber when
the piston is at the top. The compression ratio in a gasoline or petrol-powered engine will
usually not be much higher than 10:1 due to potential engine knocking (detonation) and not
lower than 6:1. Though there is limitation on highest CR, todays technology pushed this limit
further for gasoline engine. Mazda released new petrol engines under the brand name
SkyActiv with a 14:1 compression ratio to be used in all Mazda vehicles by 2015. In a
turbocharged or supercharged gasoline engine, the CR is customarily built at 10.5:1 or lower.
This is due to the turbocharger/supercharger already having compressed the air considerably
before it enters the cylinders. Port fuel injected engines typically run lower boost than direct
fuel injected engines because port fuel injection allows the air/fuel mixture to be heated
together which leads to detonation. Conversely, directly injected engines can run higher boost
because heated air will not detonate without a fuel being present.
In CI engines the heat of compression raises the temperature of the mixture to its autoignition point. The CR will customarily exceed 14:1 and ratios over 22:1 are common.
Different methods to obtain different compression ratios are changing the cylinder head cavity
volume, variation of combustion chamber height and variation of piston height.
1. Cylinder head cavity volume: The cylinder head cavity volume is plays major role in
variation of compression ratio. This cylinder head cavity volume is measured separately for
calculating the clearance volume. If cylinder head cavity volume is at higher side then
compression ratio is at lower side and when cylinder head cavity volume is at lower side then
compression ratio is at higher side. So every researcher aims to that keep compression ratio at
higher side for better engine performance by using lower cavity volume cylinder head.
2.
Top dead center volume the top dead center volume is also important parameter which
affecting on variation of compression ratio. This volume is measured when piston is rest at top
dead center and this volume measured for calculating the clearance volume with the addition
of cylinder head cavity volume. If TDC volume is at higher side then compression ratio is at
lower side and when TDC volume is at lower side then compression ratio is at higher side.
This top dead center volume always keeps at lower side for better engine performance.
3. Head gasket thickness: Head gasket thickness is little affecting on the variation in
compression ratio. This gasket thickness measured for the calculating the clearance volume
with the addition of cylinder head cavity volume and top dead center volume. For better
engine performance the gasket thickness keep at lower side.
4. Piston Height from piston pin to crown: The piston height is little affecting on the variation
in compression ratio. This piston height from piston pin to piston crown is helpful for the
lowering clearance volume. If piston height is at higher side the TDC volume is at lower side
and when piston height is lower side the TDC volume is higher side. For better engine
performance keep piston height at higher side.
The process of compressing a constant mass of gas into a much smaller space enables
many more molecules to impinge per unit area on to the piston. When burning of the gas
occurs, the chemical energy of combustion is rapidly transformed into heat energy which
considerably increases the kinetic energy of the closely packed gas molecules. Therefore the
extremely large number of molecules squeezed together will thus bombard the piston crown at
much higher speeds. This then means that a very large number of repeated blows of
considerable magnitude will strike the piston.
1
r
IMEP was achieved at higher compression ratios. As we increase the compression ratio
more negative compression work must be done, but the IMEP still tends to increase. The
increase in work-out at higher compression ratios overrides the additional required
compression work. This is a result of the properties of the fluid and is best seen in examining
thermal efficiency and the ideal Otto cycle. Thermal efficiency is work out divided by energyin. The energy-in (the product of mass of fuel and lower heating value) was held constant, and
thus increasing thermal efficiency means the net work out must have increase as is seen by an
increasing IMEP. It is expected that IMEP would tend to decrease after reaching a maximum
due to increasing heat losses through the cylinder walls. As the surface area-to-volume ratio
increases, greater amount of heat are conducted out of the cylinder. The loss of this thermal
energy decreases the amount of work that can be extracted from the system.
cylinder HC exhausted; lower exhaust temperatures, hence less oxidation in the exhaust
system.
The brake thermal efficiency of the engine working cycle is improved when CR rises, and
firmly depends on the mechanical efficiency, which de creases when CR rises. However, in
view of that fact, it is clear that the brake the mal efficiency depends on both the rate of i
crease of indicated thermal efficiency and the rate of the de crease of mechanical efficiency. It
is verified from the above that the brake the mal efficiency first rises at the beginning, then
reaches the max i mal value for optimal CR value and then sub sequent declines. The CR
value when the brake thermal efficiency reaches the max i mal value is the optimal value of
CR for this load regime in engine operation.
BSFC (g/kWh)
CR 17.5
CR 19
.
Figure 4.9 Effect of Variation of CR on NOx
In the case of the largest value of the CR (17.5) under all loads, largest temperature occurs
inside the engine cylinder. Large amount of free oxygen under low-loads in spite of relatively
low maximal temperature with respect to full load, leads to formation of the largest amount of
NOx. Amount of NOx for that CR de creases with load increase. In the case of the lowest
value of the CR (12.1) under low-loads, we have the lowest maximal temperature within the
working cycle. This leads to formation of the lowest amount of NOx. With an increase in load,
temperature increases as well and the amount of free oxygen decreases. Thus, at the beginning
of the process, the amount of produced NOx increases, but, when the amount of free oxygen
decreases, a decrease in the amount of produced NOx would occur with load increase.
combustion process, the en tire working process is improved. Moreover, when the CR is
increased, the temperature of exhaust gas is decreased. Leaner air-fuel mixture is used in
engine operation under low-loads. Therefore, the amount of heat released during the
combustion process is decreased. A consequence of this is certain decrease in temperature of
the engine parts and decrease in cylinder temperature in the first phase of fuel injection.
Under very low-loads, the degree of emission of PM is somewhat larger. The major
reason for this is a relatively low injection pressure of the small amount of fuel that does not
atomize so well. As the amount of fuel increases with a load increase, this effect is attenuated
and a certain decrease in PM emission occurs, so that, under large loads, it would begin to
increase again. Emission of PM increases under all loads with increase in the CR. The
combustion chamber volume increases if the CR decreases. Thus, the amount of air in the
cylinder increases, and it is the cause of decreasing of PM emission when the CR decreases.
Poor fuel atomizing under low-loads leads to increase in the emission of CO, which is
significantly decreased under the increased CR. On the other hand, the emission of CO is
reduced under the improved quality of fuel atomizing, which improves with the increase in the
amount of injected fuel. A similar case is with a change of the amount of HC.
reduction but this increase in power was small for values of (EVC) less than 25 for all engine
running speeds considered. This effect is more recognized at higher engine speeds (2500
-5000 rpm). The increase in power may be due to the reduction of residual gases and backflow
of exhaust into the inlet manifold, but a late (EVC) closing causes the high pressure exhaust
gas reducing the amount of inlet mixture incoming through the inlet manifold. Retarded valve
close angles induce a considerable reverse flow and results in the reduction of vol and internal
exhaust gas recirculation.
The valve overlap tends to be fairly symmetrical about TDC on most engines. The
further away from TDC that valve overlap is present, the more effect the piston motion will
have on the airflow. Early overlap may result in exhaust gasses being expelled into the intake
manifold and late overlap may result in exhaust gasses being drawn back into the cylinder.
Both of these situations result in internal EGR that can be beneficial to part load emissions and
efficiency. As discussed earlier, internal EGR tends to be avoided due to the detrimental effect
it has on full load torque
The variation of BSFC versus overlap angle at TDC, this showed that BSFC decreases
to a minimum at lower overlap angles at TDC then an increase toward the 0 o overlap angle.
This is quite noticeable at low valve lifts while it approaches a minimum at around overlap
angle around 60o.
6 Air-Fuel Ratio
In spark ignition engine air and fuel is mixed before induction in cylinder. Mixing is
done with the help of either carburetor or fuel injector. For complete combustion the amount
of air required and corresponding Air- Fuel ratio is denoted by Stoichiometric A/F ratio. Often
the A/F ratio is represented relative to stoichiometric A/F or in terms of Fuel-Air ratio
represented by Equivalence ratio (). A/F ratio determines whether mixture is fuel rich or lean
according to which performance of engine varies.
Power (kW)
Equivalence ratio (relative F/A ratio) affects IMEP and as represented by above fig.
General trend shows that indicated fuel conversion efficiency and mean effective pressure are
function of equivalence ratio. The IMEP peaks slightly rich of stoichiometric, about = 1.1.
Due to dissociation at the high temperature following combustion, molecular oxygen is
present in the burned gases under stoichiometric condition, so some additional fuel can be
added and partially burned. This increases the temperature and the number of moles of burned
gases in cylinder. These effects increase the pressure to give increased power and IMEP. Fuel
conversion efficiency decreases with increase in equivalence ratio, as the mixture is richened
above stoichiometric due to the decreasing combustion efficiency associated with the
richening mixture. For mixtures lean of stoichiometric, the theoretical fuel conversion
efficiency increases linearly as equivalence ratio decreases below 1.0. Combustion of mixtures
leaner than stoichiometric produces products at lower temperature, and with less dissociation
of the tri-atomic molecules CO2 and H2O. Thus the fraction of the chemical energy of the fuel
which is released as sensible energy near TC is greater; hence a greater fraction of the fuel's
energy is transferred as work to the piston during expansion, and the fraction of the fuel's
available energy rejected to the exhaust system decreases.
Figure 6.3 Effect of Equivalence ratio variation on Thermal Efficiency and ISFC
BSFC (g/kWh)
HC (ppm)
at the combustion chamber walls, leaving a layer of unburned fuel-air mixture adjacent to the
wall; (2) the filling of crevice volumes with unburned mixture which, since the flame
quenches at the crevice entrance, escapes the primary combustion process; (3) absorption of
fuel vapor into oil layers on the cylinder wall during intake and compression, followed by
desorption of fuel vapor into the cylinder during expansion and exhaust; (4) incomplete
combustion in a fraction of the engine's operating cycles (either partial burning or complete
misfire).
Figure 6.5 shows the effect of variations in equivalence ratio on hydrocarbon
emissions in ppm. For rich mixtures, emissions of HC are high. This is primarily due to the
lack of oxygen for afterburning of any unburned NC that escapes the primary combustion
process within the cylinder and the exhaust system. The leaner: mixtures, which increase the
oxygen concentration and yet produce adequate internal gas temperatures result in lower HC
and provide lower until the lean operation limit is approached. The minimum of HC emission
occurs at =0.8. Then HC emission rise again as combustion quality becomes poor.
bsCO (g/kWh)
NO (ppm)
7 Ignition Timing
Ignition timing in a spark ignition engine is the process of setting the time that an ignition will
occur in the combustion chamber (during the compression stroke) relative to piston position
and crankshaft angular velocity. Setting the correct ignition timing is crucial in the
performance and exhaust emissions of an engine.
If combustion starts too early in the cycle, the work transfer from the piston to the
gases in the cylinder at the end of the compression stroke is too large: if combustion starts too
late, the peak cylinder pressure is reduced and the expansion stroke work transfer from the gas
to the piston decreases. There exists a particular spark timing which gives maximum engine
torque at fixed speed, and mixture composition and flow rate. It is referred to as MBT
maximum brake torquetiming. This timing also gives maximum brake power and minimum
brake specific fuel consumption. Fig .1 shows that at MBT, maximum torque is generated if
ignition timing deviate from MBT timing significant reduction in torque occurs.
Figure 8.4 Effect of Speed and Load on BP, BSFC and Efficiency
Increasing load at constant speed from the minimum bsfc point increases bsfc due to
the mixture enrichment required to increase torque as the engine becomes increasingly airflow limited, Decreasing load at constant speed increases bsfc due to the increased magnitude
of friction (due to increased pumping work), the increased relative importance of friction, and
increasing importance of heat transfer.
The effect of speed and load variation on NO and HC emission are can be elaborated
as follows. NO concentration increase moderately with increasing speed at constant load. At
lower loads, the proportional increase in NO is greater than at higher loads. The residual gas
fraction decreases as speed increases, this effect being greater at lower inlet manifold
pressures (lighter loads). Also, the relative importance of heat transfer per cycle is less as
speed increases , which would also be expected to increase NO concentration. With increasing
load (at constant speed), NO concentrations also increase. Again, as inlet manifold pressure
and load increase, the residual gas fraction decreases also, the relative importance of heat
transfer per cycle decreases with increasing load.
The hydrocarbon concentration trends with speed and load changes are the opposite of
the NO concentration trends. As indicated, speed and load are likely to affect several of the
HC formation mechanisms, the in-cylinder mixing of unburned hydrocarbons which escape
combustion with the bulk gases, and the fraction of the in-cylinder HC which escape into the
exhaust. However, not enough is yet known about the details of these processes to make these
dependencies explicit. If oxygen is available, oxidation of unburned hydrocarbons both within
the cylinder and in the exhaust system will be significantly enhanced by increases in speed
since the expansion stroke and exhaust process gas temperatures increase substantially, due to
the reduced significance of heat transfer per cycle with increasing speed. This more than
offsets the reduced residence time in the cylinder and in the exhaust. As load increases at
constant speed, expansion and exhaust stroke temperatures increase, and the in-cylinder
oxidation rate, if oxygen is available, will increase. However, as the exhaust gas flow rate
increases, the residence time in critical sections of the exhaust system decreases and a
reduction in exhaust port HC oxidation occurs. The net trend is for HC concentration to
decrease modestly as load is increased.
IP-1040 bar
IP-1215 bar
IP- 1683 bar
BSFC (g/kWh)
IP-400bar
IP-550bar
IP-700bar
Nox (g/kWh)
PM (g/kWh)
NOx (g/kWh)
IP-400bar
IP-550bar
IP-700bar
PM (g/kWh)
IP-400bar
IP-550bar
IP-700bar
the injection rate increases NOx emissions and decreases smoke or particulate emissions. The
engine designer's goal is obviously to achieve the best bsfc possible.
10 EGR
In internal combustion engines, exhaust gas recirculation (EGR) is a nitrogen oxide (NOx)
emissions reduction technique used in petrol/gasoline and diesel engines. EGR works by
recirculating a portion of an engine's exhaust gas back to the engine cylinders. This dilutes the
O2 in the incoming air stream and provides gases inert to combustion to act as absorbents of
combustion heat to reduce peak in-cylinder temperatures. NOx is produced in a narrow band
of high cylinder temperatures and pressures. EGR acts as diluents to the combustion mixture.
Introduction of EGR is to reduce oxygen concentration. Increase specific heat of incoming
charge which ultimately reduces peak combustion temperature and hence NOx reduction.
gases which allows more of the fuel's chemical energy to be converted to sensible energy near
TDC.
fuel and air flow rate remains constant),the pump work get reduced and hence the entire inlet
charge needing to come passed the throttle. Again due to the reduction in heat loss to the wall
of cylinder the significant reduction in burnt gas reduction, improve the fuel consumption
trends. The reductions in degree of dissociation in high temperature burn gases also improve
specific fuel consumption.
11 Swirl
Changes in swirl rate change the fuel evaporation and fuel air mixing processes. They
also affect wall heat transfer during compression and, hence, the charge temperature at
injection. At normal operating engine speeds, the effect of swirl rate change on the delay is
small. Under engine starting conditions (low engine speeds and compression temperatures) the
effect is much more important presumably due to the higher rates of evaporation and mixing
obtained with swirl.
There are different methods for swirl generation. Modification of manifold is one such
method to produce swirl in combustion chamber. Making manifold spiral, helical and
combination of both produces induced swirl, which affect the combustion characteristic as
follow.
The variation of carbon monoxide with respect to load can be observed that as the load
increases the CO emission is increased.CO emissions are low at low load and high at full load
for normal manifold compared to other manifolds. It can be observed that CO emissions are
decreased in case of helical-spiral manifold up to a load of 2kW. The reason behind increased
CO emission may be incomplete combustion. The maximum CO emission was observed at the
full load 3kW.
Figure 11.5 depicts the Oxide of nitrogen from the engine exhaust at different loads.
NOx results from reaction of nitrogen and oxides at relatively high temperature. No is major
component in the NOx emission .As the load increases the oxides of nitrogen emission
increases .The oxides of nitrogen were higher for spiral and helical manifold at lower loads, as
the load increases the emissions were less for all new technique inlet manifold compared to
normal manifold.
12 Cetane Number
Cetane number (CN) is a measure of the ignition quality of the diesel fuel and is
determined by a standard engine test as specified by ASTM. The ignition quality is quantified
by measuring the ignition delay, which is the period between the time of injection and the start
of combustion (ignition) of the fuel. A fuel with a high CN has a short ignition delay period
and starts to combust shortly after it is injected into an engine. Ignition delay is the time
interval between the start of fuel injection and the beginning of the oxidation reaction. Ignition
delay period starts with the injection of fuel and consists of physical and chemical delay
periods until the auto ignition occurs. Fuels with a high CN have a very short ignition delay
time; that is, ignition occurs in a very brief interval of time after injection begins. Conversely,
the longer the ignition delay time the lower the CN. The ignition delay time of diesel cycle
engines is a fundamental parameter to effectively control the combustion process, allowing for
high thermal efficiency through maximum pressures close to 15 after reaching the top dead
center (TDC), with which the maximum torque characteristic of Diesel cycle engines is
obtained.
as compared to the 48.5 CN fuel. The CN 50 fuel had a slightly adverse effect. Little
differences were found at very light loads, as well as at full load.
13 Future Scope
In this seminar report we have studied several parameters that affect performance of IC
engines. Future demand of emission reduction and improvement in fuel consumption leads to
more in depth study with the help of some software assistance is going to be of much
importance. Following are the some topics on which further research can be done.
1.
2.
3.
4.
14 Conclusion
1. Several parameters have been studied and effect of them on IC engine performance
and cause of performance variation is discussed.
2. Bore to Stroke ratio as surface to volume ratio should be taken considering optimum
between heat loss effect and volumetric efficiency due to valve size.
3. Though higher compression ratio enhances performance by improving efficiency with
little expense of increase of Nox emission, knocking phenomenon limit the large CR
use.
4. Valve opening and Closing and also valve overlap is critical for volumetric efficiency
and hence performance and emission.
5. Air-Fuel ratio is very crucial in performance and emission as it affects every parameter,
little lean mixture gives better performance.
6. In SI engine 200 to 300 advance of ignition timing BTDC gives lower emission and
Max Brake Torque.
7. In CI engine optimum injection timing (100 to 150 BTDC) and high injection pressure
gives high BSFC and low emission.
8. Use of EGR is better option for NOx control. Increased swirl rate improves
combustion characteristic and hence improved performance. Higher Cetane Number
reduces delay period and gives better combustion property.
15 References
1. John B. Heywood Internal Combustion Engine Fundamentals, 1988, (New York:
Mc-Graw Hill).
2. Ferran A. Ayala, Micheal D. Gerty and Joan B. Heywood Effect of combustion
Phasing, relative Air-Fuel ratio, Compression Ratio and load on SI engine Efficiency,
SAE 2006-01-0229.
3. N. Suwanchotchoung and J. W. Williamson The effect of fuel manifold injection and
injection Timing on Performance and emission for spark ignition engine, SAE 200332-0023.
4. D.T. Hountalas, D. A. Kouremenos, Schwarz and Mavropoulos Effect of injection
pressure on the performance and exhaust emissions of heavy duty DI diesel engine,
SAE 2003-01-0340.
5. F. Mallamo, M. Badami and F. Millo Effect of compression ratio and injection
pressure on emission and fuel consumption of a small displacement common rail diesel
engine, SAE 2005-01-0379.
6. Joseph Kermani, Gaentano De Paola and Vincent Knop An experimental
investigation of effect of Bore-Stroke ratio on a diesel engine, SAE 2013-24-0065.
7. Javad Zareei, Study and the effects of ignition timing on gasoline engine performance
and emissions, (June 2013), European Transport Research Review.
8. Kutaeba J.M. AL-Khishali, Yousef S.H. Najjar
the effect of
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