Internal Combustion Engines J. Macek, A. Mikulec Ref.: R. Stone, ,Introduction to Internal Combustion Engines“ Other References Interal Combustion Engine Fundamentals, John Heywood Advanced Engine Technology, Heinz Heisler Internal Combustion Engines, V. Ganesan Spalovaci Motory |, Jan Macek The Internal Combustion Engines in Theory and Practice, C.F. Taylor Automobiltechnisches Handbuch, Richard Bussien, Gustav Goldbeck Automotive Handbook, Bosch Gasoline Engine Analysis, John Fenton 512.2016 MAE Program, ICE, A. Mikulec, CVUT, PragueTest on dyno Brake mean effective pressure Engine Design and Development >> Brake torque BMEP = tr * TQb*T/V v Brake power | Pb = BMEP * V * N/ (30 * T) Swirl, Tumble, Squish A/F, MBT, BSFC, Emissions vt TQb J J 2 or 4-stroke cycle Bore/Stroke |}e—— Compr. Ratio 8-12, 16-22 Nth = 1 V/CRA(-1) Tcompr = f(CR) Pcompr = (CR) MPS = 2*S*N / 60 (10-20) mis IMEP = BMEP + TOQf >> FMEP >> Pf Pi=Pb+Pf 512.2016 MAE Program, ICE, A. Mikulec, CVUT, Prague FMEP | ———> Nm = BMEP/IMEP bi = 1/(BSFC*CV) 2Introduction to ICE Lectures Classification of heat engines Of the various types of heat engines, the most widely used ones are the reciprocating internal combustion engine, the gas turbine and the steam turbine. Heat Engines Internal é : External combustion TC Engines EC Engines combustion Rotary (Reciprocating) Reciprocating Rotary | ee ee Wankel Open Cycle Gasoline Diesel Steam Stirling Steam Closed Cycle Engine Gas Turbine Engine Engine Engine Engine Turbine Gas Turbine 512.2016 MAE Program, ICE, A. Mikulec, CVUT, Prague 3Classification of heat engines IC Engines Four-Stroke naive Le ae ( 1 Engine 1 Bngine rt 1 > Petro ou ual Fuel Divided Enince—enainee "Mateo! Ghtmber nainee‘Fglnee t 1 Carburettad Injerion i, ‘Type Fype Prethasihad gril. L ro | Datiecy Magneto a Water.Cooted Rita L : Ree! Rotary, GRIESE AEST (BEN, ~~ ——, oo Copponed Inclined Vou ce Twin Cylinder Cylinder Cylinder (2/4/86) (2/4/8) (4/6/8/12) Fig-4-10 Classification of Internal Combustion Engines 512.2016 B sk G Xrpe Rada Hope a Go Cppous clinder Oppoeed piston & me) Y Delta ype Figstt Bngire Clsaication by Cylinder Arangements MAE Program, ICE, A. Mikulec, CVUT, Prague 4Engine Components 512.2016 MAE Program, ICE, A. Mikulec, CVUT, Prague 5ICE] 1. Introduction to internal combustion engines (ICE) 1.1 Fundamental operating principles 4-stroke cycle engine There are four strokes of piston for two crankshaft revolutions. 1, Induction stroke Compression stroke Expansion, power or working stroke Exhaust stroke ‘Representation of the four-stroke gas exchange process In the p-V-diagram Furl injector sparking plug Exhaust valve oe) a a. 4 Crank cose Crankshaft Sump 512.2016 MAE Program, ICE, A. Mikulec, CVUT, PragueICE 1. Introduction to internal combustion engines (ICE) 1.1 Fundamental operating principles 2-stroke cycle engine There at a) Compression of fresh charge b) Blowdown of burnt charge c) Scavenging (loop) of cylinder 512.2016 re two strokes of piston for one crankshaft revolution 1. Compression stroke Graphical representation of the two-stroke gas exchange process in the p-V-diagram 2. Power or working stroke Pp MAE Program, ICE, A. Mikulec, CVUT, Prague | LyICE 4. Spark ignition engines 4.1 Introduction The effect of ignition timing on the pressure/crank-angle history { ] i | 15 degrees before MBT i a ep = 691 bar & MBT timing | g bmep=7.10 bar 3 | 15 degrees after MBT | | bmep = 6.29 bar | | -180 -160 -140 -120 -100 -80 -60 -40 -20 0 20 40 60 80 100 120 140 160 180 crank angle (datde) 512.2016 MAE Program, ICE, A. Mikulec, CVUT, PragueICE 4. Spark ignition engines 4.2 Combustion chambers 4.2.1 Conventional combustion chambers Figure 46 Combustion chambers for spark ignition engines: (a) wedge chamber; (b) hemispherical head; (©) bow! in piston chamber; (d) bath-tub head. 5.122016 MAE Program, ICE, A. Mikulec, CVUT, Prague 9ICE 4. Spark ignition engines 4.5 Ignition systems 4.5.1 Ignition system overview Both a conventional coil ignition system and a magneto ignition system are shown in figure 4.32. The coil is in effect a transformer with a primary or LT (Low Tension) winding of about 200 turns, and a secondary or HT (High Tension) winding of about 20 000 turns of fine wire, all wrapped round an iron core. The voltage V induced in the HT winding is di vend " Lf] Eke 8) seonsnn Tage gion ‘onc teeter stm pied Fern comet Campbel, 1978) @ Ne io) 512.2016 MAE Program, ICE, A. Mikulec, CVUT, Prague 40ICE 4. Spark ignition engines 4.6 Mixture preparation 4.6.1 Introduction The air/fuel mixture in SI engine can be prepared by Carburetor Fuel injection systems — fuel injection into manifold (single-point injection) or near intake ports (multi-pointinjection), or direct injection into cylinder There are two main types of carburetor: -Variable jet (or variable venturi) Fixed jet (or fixed venturi) The carburetor (or fuel injection system) and manifold have to perform satisfactorily in both steady-state and transient conditions. Despite the careful attention paid to manifold design, it is quite usual for carburetors to give +/- 5 percent variation in mixture strength between cylinders, even for steady-state operation. 512.2016 MAE Program, ICE, A. Mikulec, CVUT, Prague “1ICE 4. Spark ignition engines 4.6 Mixture preparation 4.6.2 Variable jet carburetor Figure 4.40 Variable jet or variable @ 6 a venturi carburettor (from. Judge, 1970) This simple type of carburetor is used on some small engines (motorcycles and outboard motors) and does not have facilities like enrichment for acceleration. 512.2016 MAE Program, ICE, A. Mikulec, CVUT, Prague 12ICE 4. Spark ignition engines 4.6 Mixture preparation 4.6.3 Fixed jet carburetor YVOAOOSE @ S @ © @ i ) QO © With fixed jet carburetor there is no automatic mixture enrichment as the throttle is opened, instead a separate accelerator pump is linked to the throttle. For starting, a rich mixture is provided by a choke or a strangle valve at entry to the carburetor. By changing the jet size a carburetor can be adapted for a range of engines. figure 447 Fixed ft or fied venur Carburetor (ar nae; idling jet holder; idling mixture tube; 4) air intake to the bow! air intake for ing mmodure; © needle valve seat; @ needle vale; float fulewum pivot 2) float; € carburetor bow; @ idling jet: (main jet; emulsioning holes; (3 emulsoning ube; @ tube for connecting soma ues @ idling mistre adjusting crew; © iling hole tothe throttle chamber; (@ throttle buttery; (progression hole; @®) choke tube; auntlary vertu discharge tube; emulsioning tube ai biees 512.2016 MAE Program, ICE, A. Mikulec, CVUT, PragueICE 5. Compression ignition engines 5.1 Introduction Satisfactory operation of Cl engines depends on proper control of the air motion and fuel injection. The ideal combustion system should have a high output (bmep), high efficiency, rapid combustion, a clean exhaust and be silent. Of course, some of these are conflicting requirements. There are two main classes of combustion chamber: those with direct injection (Dl) into the main chamber, and those with indirect injection (IDI) into some form of divided chamber. The fuel injection system cannot be designed in isolation since satisfactory combustion depends on adequate mixing of the fuel and air. DI engines have inherently less air motion than IDI engines and, to compensate, high injection pressures (above 1500 bar) are used with multiple-hole nozzles. There are two types of injector pump for multi-cylinder engines, either in-line or rotary. The rotary pumps are cheaper, but the limited injection pressure makes them more suited to indirect injection engines. Two alternatives to traditional injection pumps are unit injectors and common rail injection systems. 512.2016 MAE Program, ICE, A. Mikulec, CVUT, Prague 44ICE 5. Compression ignition engines 5.2 Direct injection (DI) systems The shape of combustion chamber is less critical than design of the air motion and fuel injection. The most important air motion in DI diesel engines is swirl, the ordered rotaton of air about the cylinder axis. Figure 5.2 Diferent types of rect injection combustion chamber: (2) hemispherical combustion chamber (b) shallow bow combs ‘chamber; (€) shallow toroidal bow combustion chamber (qn 4; (6) Geep toroidal bow combustion chamber (4/n = (ceprocuced with permission from Reardo and Hempson, 1968), 512.2016 MAE Program, ICE, A. Mikulec, CVUT, Prague 15ICE 5. Compression ignition engines 5.3 Indirect injection (IDI) systems. Indirect injection systems have a divided combustion chamber, with some form of pre-chamber in which the fuel is injected and a main chamber with the piston and valves. The purpose of a divided combustion chamber is to speed up the combustion process, in order to increase the engine output by increasing engine speed. smn chawens 4 ~} _S TT 512.2016 MAE Program, ICE, A. Mikulec, CVUT, Prague 16ICE 5. Compression ignition engines 5.5 Fuel injection equipment 5.5.2 Fuel injectors The most important part of the fuel injector is the nozzle. Various types can be seen here Figure 5.14 Various types of injector nozle (courtesy of Lucas Diese Systeme). All these nozzles have a needle that closes under a spring load when they are not spraying. 5 The pressure to open the HOLE ants needle is greater than that required to maintain it open, since in the closed position the projected area of the needle is reduced by the seat contact area. Hulseole ~~ HOLE ANGLE ‘uci OF nay Sagi St Pintle 512.2016 MAE Program, ICE, Aeddlikellec, CVUT, Prague Long StemICE 5. Compression ignition engines 5.5 Fuel injection equipment 5.5.3 Traditional injection pumps The pumping element is a piston/cvlinder combination: the differences arise in the fuel metering. Figure 5.23 Cross-section of an insine fue! pump (courtesy of Lucas Diese Systems). In-line pumps With in-line pumps there is a separate pumping and metering element for each cylinder. The importance of a small clearance is self-evident, and to this end the barrel and piston are lapped to the clearance of about one micron. 512.2016 Te injoctor ce : Delivery \ vale AICE 5. Compression ignition engines 5.5 Fuel injection equipment 5.5.3 Traditional injection pumps Rotary pumps Rotary or distributor pumps have a single pumping element and a single fuel-metering element. The delivery to the appropriate injector is controlled by a rotor. Such units are more compact and cheaper than an in-line pump with several pumping and metering elements. Fue! Inlet Charging Port Figure 5.27 Rotor and high-pressure pump from a rotary fuel ump (courtesy of Lucas Diesel Systems). ‘Charging Port Metering Port Pump Plungers Pump Plungers \ Distributor Port Outlet Port to Nozzle Distributor Port cam FILLING INJECTION METERING PRESSURE = INJECTION PRESSURE 512.2016 MAE Program, ICE, A. Mikulec, CVUT, Prague 19ICE 5. Compression ignition engines 5.5 Fuel injection equipment 5.5.3 Traditional injection pumps Rotary pump fuel system 512.2016 PERMANENT BLEEO RETURN LINE RETURN FROM CAMBOX ENGINE-ORIVEN FEED PUMP WITH PRIMER REGULATING VALVE. snanseen | aM inueeroRs SHUT-OFF BAR FUEL TANK AG GOVERNOR SPRING. J IDLING SPRING-98B PORT pivor oe GOVERNOR WEIGHTS: .) A, ” DRIVE SHAFT LINKAGE weenie] | —— Nooe* METERING) pu UNGERS THROTTLE CAM CAM ic Lens ‘THRUST SLEEVE governor {IN ning; (pol aR Figure 5.26 Rotey pump uel system fy agnonedgerneat to Newnan eo, Fume fle A IGE A Wikulec, GVUT, Prague 20ICE 5. Compression ignition engines 5.5 Fuel injection equipment 5.5.5 Common rail and electronic unit injector systems Common rail fuel injection systems Key elements of a common rail injection system are: a high-pressure (controllable) pump, the fuel rail with a pressure sensor, electronically controlled injectors, and an engine management system (EMS). statin ee ee Rait 512.2016 MAE Program, ICE, A. Mikulec, CVUT, Prague 24ICE 6. Induction and exhaust processes, 6.1 Introduction In IC engines the induction and exhaust processes are non-steady flow processes. Pulsed flows are very important in the charging and emptying of the combustion chambers, and in the interactions that can occur in the inlet and exhaust manifolds. This is particularly the case for two-stroke engines where there are no separate exhaust and induction strokes. In naturally aspirated engines it is also important to design the inlet and exhaust manifolds for pulsed flows, if optimum performance and efficiency are to be attained. In four-stroke engines the induction and exhaust processes are controlled by valves. Two-stroke engines do not need separate valves in the combustion chamber, since the flow can be controlled by the piston moving past ports in the cylinder. There is usually some form of silencing on both the inlet and exhaust passages; careful design is needed if large pressure drops are to be avoided. There are many different types of valve gear (valvetrain). 512.2016 MAE Program, ICE, A. Mikulec, CVUT, Prague 22ICE 6. Induction and exhaust processes. 6.4 Valve timing 6.4.1 Effects of valve timing In figure at left is shown a typical timing for a Cl engine or conventional SI engine, at right is typical timing for a high-performance SI engine. The greater valve overlap in the second case takes fuller advantage of the pulse effects that can be particularly beneficial at high engine speeds. Flowe 616 ‘ave tng dager: sl vate over (6) hge abe veep 5.12.2016 MAE Program, ICE, A. Mikulec, CVUT, Prague 23ICE 6. Induction and exhaust processes. 6.4 Valve timing 6.4 2 Variable valve timing (VVT) The timing of valve events also has an impact on exhaust emissions. For example, control of valve overlap can be used to control the level of exhaust residuals, thereby regulating the emissions of NOx. Typical valve timing diagrams Overlay 8 pared” Inlet € 6} Exhaust Y valve £ 5} valve isisgps i opening = 4; opening j SS “area. 4 3 area \ a oe EO > 1b S 1 0 s : 0 180 360 270 360 Crankshaft movement (deg) 5.12.2016 MAE Program, ICE, A. Mikulec, CVUT, Prague 24ICE 7. Two-stroke engines 7.1 Introduction The absence of the separate induction and exhaust strokes in the two-stroke engine is the fundamental difference from four- stroke engines. In two-stroke ener engines the gas exchange (scavenging process) can have the induction and exhaust processes occuring simultaneously. Consequently, the gas exchange processes in two-stroke engines are much more complex than in four-stroke engines, and the gas exchange process is probably the most important factor controlling the efficiency and performance of two- stroke engines. 512.2016 MAE Program, ICE, A. Mikulec, CVUT, Prague Figure 7. “The elements of ‘two-stroke engine with user piston or crankcase seaverging(acaptes tom Tar, 19853), 25ICE 7. Two-stroke engines 7.1 Introduction Two-stroke engines can be either SI or Cl, and currently the largest and smallest IC engines utilize two-stroke operation. The smallest engines are those used in models (output less than 100 W). Small engines with output in the range of approximately 1-100 KW are usually naturaly aspirated with spark ignition. The typical applications are where low mass, small bulk and high-power output are the prime considerations (motorcycles, hand tools). Figure 7.2 wwe sae — The timing diagram for a : - ‘two-stroke engine. (CO ~ Cranteace port opene tde— Top dead centce ras ‘bdo Bottom dead contre ae 512.2016 MAE Program, ICE, A. Mikulec, CVUT, Prague 26ICE 7. Two-stroke engines 7.3 Scavenging systems Scavenging is the simultaneous emptying of the burned gases and the filling with the fresh air or air/fuel mixture. There are many different scavenge arrangements. Figure 75 “he diferent scavenging atangements and the associated port geomet for two-stroke engines (a) cross-cavenging: ©) loop scavenging; (0 Scmutle lop scavenging; () unitow Scavenging with poppet exhaust vals; (e) unlow scavenging with oppored pistons (adapted from Heyiond, 1988) 512.2016 MAE Program, ICE, A. Mikulec, CVUT, Prague 27ICE 8. In-cylinder motion and turbulent combustion 8.1 Introduction The induction of air or air/fuel mixture into the engine cylinder leads to a complex fluid motion. There can be an ordered air motion such as swirl, but always present is turbulence. The bulk air motion which approximates to a forced vortex about the cylinder axis is known as axial swirl. When the air motion rotates about an axis normal to the cylinder axis, the motion is known as barrel swirl or tumble Turbulence can be pictured as a random motion in three dimensions with vortices of varying size superimposed on one another and randomly distributed within the flow. 8.2 Flow measurement techniques 8.2.1 Background The main flow measuring techniques for providing quantitative information are hot wire anemometry (HWA) and laser Doppler anemometry or velocimetry (LDA/V). Other techniques that are employed are smoke and tufts for gas motion studies and water flow rigs with gas bubbles to identify the particle paths. These techniques only provide qualitative information. When multiple images (usually two) are taken, the techniqueis known as particle image velocimetry (PIV). 5.12.2018 MAE Program, ICE, A. Mikulec, CVUT, Prague 28ICE 41. Mechanical design considerations 11.1 Introduction Once the type and size of engine have been determined, the number and disposition of the cylinders have to be decided. Very often the decision will be influenced by marketing and packaging considerations, as well as whether or not the engine needs to be manufactured with existing machinery. The engine block and cylinder head are normally cast. The material is usually cast iron or an aluminum alloy. Pistons are normally made from an aluminum alloy. The piston rings are often cast iron. The valves are made from one or more alloy steels to ensure adequate life under their extreme operating conditions. Engine bearings are normally of the journal type with a forced lubrication system. The use of roller or ball bearings in crankshafts is limited because of the need for a build-up crankshaft; the only common applications are in some motorcycle and two-stroke engines. The role of the lubricant is not just confined to lubrication. The oil also acts as a coolant, as well as neutralising the effects of the corrosive combustion products. 512.2016 MAE Program, ICE, A. Mikulec, CVUT, Prague 29ICE 41. Mechanical design considerations 11.2 The disposition and number of the cylinders The main constraints influencing the number and disposition of cylinders are: + the number of cylinders needed to produce a steady output + the min swept volume for efficient combustion (ex. 400 cm3) + the number and disposition of cylinders for satisfactory balancing + the number of cylinders needed for an acceptable variation in the torque output. The most common engine types are: Figure 11.2 2) Common engine . x» arrangements: (a) in-line; (b) ‘V'; (horizontally opposed (‘boxer’). (a) (b) (c) 512.2016 MAE Program, ICE, A. Mikulec, CVUT, Prague 30ICE 11. Mechanical design considerations 11.5 The connecting-rod, crankshaft, valvetrain Camshafts are typically made from hardened steel, hardened alloy cast iron, modular cast iron or chilled cast iron. The valves operate under arduous conditions with temperatures rising above 500 deg C for inlet valves and 800 deg C for exhaust valves. In aluminum heads a ferrous valve guides and valve seats are used. In SI engines with high output sodium-cooled exhaust valves are used. These valves have a hollow stem, and as the sodium melts the liquid is shaken inside the chamber. This provides a very high heat transfer coefficient between the valve head and the valve stem 512.2016 [Valve timing-gear designs (Source: Hatten: "Motoren’?. 1 Push-rod assembly, 2 Finger follower or single racker-arm assembly actuated by overhead cam, 3 Twin rocker-arm assembly sctusted by overheed cam, 4 Overhead bucket lappet |aeserbly OHV = Overhead Valves, ONC = Overhead Camshaft, DOHC = Double Overhead (Camsneit 1 oHV/OHC MAE Program, ICE, A. Mikulec, CVUT, Prague 34ICE 11. Mechanical design considerations 11.6.1 Lubrication 11.6 Lubrication and bearings The frictional energy losses inside an engine arise from the shearing of oil films between the working surfaces. The frictional losses increase markedly with speed. Figure 11.15 Analy of engine power toss fora 1.5 Rue engine with of viscosity of SAE 30 and jacket water temperature of 80°C Cure 1, compete engine: curve 2, complete engine vith push rods removed une 3, ojfeder head raised with push rods rerved; curve 4 25 for fare 3 but with pus rods inoperation: curve 5, asfor ‘ure 3 but with top piston fags ao removed: cue 6, as for curve S but with second piston rings ako removed; curve 7, as fr Carve 6 but with ol contol fing 80 removed: curve 8 engine as for carve 3 but tha pistons and connecting 108s removed; fave 9 cranial ooty 512.2016 15) FRICTION POWER Ow ENGINE SPEED, om PUMPING POWER VALVE GEAR POWER Tora Losses "FRICTION PSTONAND LOSSES (CONNECTING ROD FRICTION OIL PUMPING: ‘CRANKSHAFT FRICTION MAE Program, ICE, A. Mikulec, CVUT, Prague 32ICE 41. Mechanical design considerations 11.6 Lubrication and bearings There are three lubrication regimes that are important for engine components; these are shown on a Stribeck diagram. Hydrodynamic lubrication is when the load-carrying surfaces of the bearings are separated by a film of lubricant. As the bearing pressure is increased and either the viscosity or the sliding velocity is reduced, then the separation between the bearing surfaces reduces until there is contact between the asperities of the two surfaces (point A), leading to mixed and boundary lubrication. ye tgue 16 prearn tage seaon egies ee on the Srbeck Sagan, fir 8.07 fo 1 Senay noc 512.2016 MAE Program, ICE, A. Mikulec, CVUT, Prague 33ICE 41. Mechanical design considerations 11.6 Lubrication and bearings In an engine lubrication system the oil is drawn from the sump thru a filter by a positive displacement pump. The pump delivery passes thru the filter to the main oil gallery and passages to the bearings and valvetrain components. Figure 11.18 Engine lubrication system, see aso figures 1.10 and 11.9 (courtesy of Ford). 512.2016ICE 13. Experimental facilities 13.1 Introduction The testing of IC engines is an important part of research and development. Engine test facilities vary widely. The facilities used for research can have very comprehensive instrumentation, with computer control of the test and computer data acquisition. On the other hand, a more traditional test cell with the engine controlled manually, and the data recorded by the operator, can be better for educational purposes. There are certain advantages in using single-cylinder engines for research and development purposes: *No inter-cylinder variation +No mixture variation -Lower fuel consumption (1 vs 8 cylinders) *Smaller capacity dynamometer can be used Some single-cylinder research engines have an optical access to the combustion chamber. 512.2016 MAE Program, ICE, A. Mikulec, CVUT, Prague 35ICE 13. Experimental facilities 13.2 Quasi-steady engine instrumentation Figure 13.2 i Schematic test Air —> arrangement for a Ruston t scervolt il Engine. a] ia R Fuel valves Control volumes Ruston oil engine Cooling water Exhaust 512.2016 MAE Program, ICE, A. Mikulec, CVUT, Prague 36ICE 13. Experimental facilities 13.5 Computer-based combustion analysis 13.5.3 Heat release analysis Plotting the pressure/volume diagram on a logarithmic basis provides several insights: -The pumping loop can be seen more clearly *As the compression process is a straight line, this demonstrates that assuming a polytropic process is a good model -The departure from a straight line btdc indictes the start of combustion *The combustion is fairly symmetric about tdc, but the end of combustion is much later and less clearly defined ry s Figure 13.36 ‘ The indicator diagrams on ~ \ ‘a linear (a) and logarithmic B45} |\ 3 4 (b) basis, for a gas engine ¢ |i \ t operating at 1500 rpm a \ 3 with wide-open throttle g90f | | 2 land an equivalence ratio of F1\\ ce Gish on 2 ot Bit \ a ° 2 8075 5 80 78 Volume (2%) In (volume) 5.122016 (a) MAE Program, ICE, A. Mikulete, CVUT, Prague 37ICE 14. Case studies 14.2 The Rover K series engin Oil lubrication system The oil pumpis a multi-lobe type, directly mounted on the pulley end of the crankshaft. The oil pressure relief valve vents into the pump inlet, so as to minimize aeration of the oil. The oil passes thru a filter and is then distributed thru internal oilways. Most of the internal oilways are cast into the bearing supports. ri 512.2016 MAE Program, ICE, A. Mikulec, CVUT, Prague 38ICE 14. Case studies 512.2016 14.3 Chrysler 2.2 liter spark ignition engine Fowe 149 hse 2.2 te teary engine ting bat eve accessory ‘ht trout" ado rp (reprinted wth Darmton ©1981 Sooty (oF Asortatve Engines, red The single overhead camshaft is driven by a toothed belt, and operates the in- line valves via rocker arms. The timing belt also drives an accessory shaft, which drives the distributor and oil pump. The engine has been used in a very wide range of Chrysler vehicles in the following forms: carbureted with normal and high compression ratios (cr), electronic fuel injection with normal cr, and as TC engine with multi-point electronic fuel injection. MAE Program, ICE, A. Mikulec, CVUT, Prague 39ICE 14. Case studies 14.4 Ford 2.5 liter DI diesel engine Figure 14.14 Swirl generation in the Ford 2.5 litre DI diesel (courtesy of Ford). Air flow management is a crucial aspect in the development of the HSDI engine. The swirl is generated by the shape of the inlet port, and the correct trade-off is needed between swirl and volumetric efficiency. To limit the smoke output a high air flow rate is needed at high speeds, while at low speeds a high swirl is needed. Unfortunately inducing more swirl reduces the volumetric efficiency. During production every cylinder head is checked for the correct air flow performance. 512.2016 MAE Program, ICE, A. Mikulec, CVUT, Prague 40Engine Ignition Ignition systems Battery Ignition coil Distributor Spark plugs Q spark Plug Wire @ Distributor Body Dienition con Qdistnbutorcap —-@ Distributor cam O Spark Piugs Q rotor © tervon signa Sensor Otter vottage D ienttion Module Coit Lead 30.1.2006 Internal Combustion Engines A. Mikulec, CVUT, PrahaEngine ignition The function of the ignition system is to ignite the compressed air-fuel mixture at the correct time and initiate its combustion. In the spark-ignition engine this is achieved by means of an electric spark, i. e. a brief are discharge between the electrodes of the spark plug. Fig. 4 Coil ignition system, components 30.1.2006 Intemal Combustion Engines A. Mikulee, CVUT, PrahaEngine ignition Spark Plug Heat Rating, cont. Spark plugs with various heat ratings are used to allow for the different thermal stresses prevailing in the variety of engine types and designs. The higher the heat rating of a spark plug, the higher its resistance to auto-ignition and the lower its resistance to fouling. Spark plugs with a low heat rating have long insulator noses, while those with a high heat rating have short insulator noses. 30.1.2006 Intemal Combustion Engines A. Mikulee, CVUT, Praha 39Charge Exchange in the Engine Charge exchange in the engine means an intake and exhaust in four- stroke cycle engines and scavenging in two-stroke cycle engines. The purpose of the exhaust and inlet processes or of the scavenging process is to remove the burned gases at the end of the power stroke and admit the fresh charge for the next cycle. 7 From the equation Pp n f m, NQuy(F/A) nr (num of crank rev per power stroke) can be seen that the indicated power of an internal combustion engine at a given speed is proportional to the mass flow rate of air. Thus, inducting the maximum air mass at wide-open throttle or full load and retaining that mass within the cylinder is the primary goal of the charge exchange process. 30.14.2006 Intemal Combustion Engines A. Mikulee, CVUT, Praha 2Inlet and exhaust processes in the four-stroke cycle engine rae 30.14.2006 Internal Combustion Engines A. Mikulec, CVUT, Praha 4Valve timing Typical valve timing diagrams Overlap Tpe iO 10. ¥ s i > a g al x a g| = 3 8 5 5 Bo i$ 3 é Ic = Ic ~ 1 apc BDC (a) Circular valve (b) Spiral valve timing diagram timing diagram 30.1.2006 Internal Combustion Engines A. Mikulec, CVUT, Praha 2030.1.2006 Supercharging and turbocharging Intemal Combustion Engines A. Mikulec, CVUT, Praha 81Two-stroke engines Comparison of charge exchange processes in four-stroke cycle and two-stroke cycle engines 30.1.2006 Internal Combustion Engines A. Mikulec, CVUT, Praha 86Engine Cooling Heat transfer Cooling systems Coolant Coolant passages Water pump Radiator Heater Thermostat Fan Air conditioning Oil cooler Design considerations 31.1.2006 Intemal Combustion Engines A. Mikulec, CVUT, Praha 1Expansion —. Variable bypass thermestat |S goanan) qe Irveior heater Sol pum oF Lui. quid ot asf einer sity cooler —/ Fig. 14.3 Medium size engine vertical flow cooling system with interior heater and liquid-to-liquid oil cooler 31.1.2006 Infernal Combustion Engines A, Mikulec, CVUT, Praha vyFuel-injection equipment In-line pumps Rotary pumps Common rail systems Injectors 30.1.2006 Internal Combustion Engines A. Mikulee, CVUT, PrahaSystem with diesel in-line fuel-injection pump System comprises: eln-line pump *Supply pump Fuel filter *Governor Timing device «Injection nozzles Nested: Sytem ith hearin uenacton pump, type PE 30.1.2006 Infernal Combustion Engines A, Mikulec, CVUT, Praha overtone tneCAV Minimec injection pump cor — haste Siang ot / terra apragn con san ei poe tye Pa” tare conve! — fete omen ‘Spree me [Mae ht ger fr a fw — = ts spine tng-danper \ - — max wel see | ‘eno —— eraser) eng Fig. 11.1 CAVMinimec njecton purp sectioned side view 30.1.2006 ‘Internal Combustion Engines A. Milailee, CVUT, Praha 2Filling and pumping cycle (Sep:m2aunary —()tteaanany ae oy Intesinectonpun ove dein srt Injocton pump pumping omantassemby (osc Type PE. Aan CAV Type AA) 30.1.2006 Intemal Combustion Engines A. Mikulec, CVUT, Praha ceDiesel rotary fuel-injection pump Governor Slidingsleeve] | —— Stoplever Overflow throttlo} Overflow valve Control lever Flyweights Paes rH ced | [ ions I INozzie- |) holder lnozzlo Distributor- Delivery pump valve Regulating collar Maximum effective stroke, start ‘Supply pump!) Drive Governor Cem Timing device?) hub drive plat ) Shown through 99° Presupply pump *) Shown turned through 80 ‘System with diesel distributor-type fuel-injection pump, type VE with mechanical governor 30.1.2006 Intemal Combustion Engines A, Mikulec, CVUT, Praha 23,Filling and delivery cycle of operation (Bosch VE pump) Plunger cam plate ‘Axia filing passage Distributor head ‘Supply port Spill Supply control sage sieeve Pasaet Roller Gea Metering sit Roller centre spit | Bare! High pressure ring ! port chamber carrier = Axial filling Input shaft passage and governor gear Barre! Plunger irection ot Metering ci froverent 0000 slits coupling Cam Discharge profile port Discharge Delivery passage valve {a)Fuel filing of plunger and barrel chamber assembly 30.1.2006 Intemal Combustion Engines A. Mikulec, CVUT, Praha 2430.1.2006 Diesel rotary fuel-injection pump tem” St roe Fig. 1218. CAV D>Castotor tps uoijctonpump stem yeu Intemal Combustion Engines A. Mikulec, CVUT, Praha 38To injector Distibutor Discharge por Central axiat Charge passage por Hydraulic head Maserng Rotor port i Plunger a oor hee Fler cam fing (a) Filing phase (©) Discharge phase CAV-DPC distributor type injection pump cycle of operation 30.1.2006 Internal Combustion Engines A, Mikulee, CVUT, PrahaCommon rail injection systems Fuel pump Fuel tank Fue! fiter High pressure pump Fuel temperature sensor Rail pressure sensor The common-rail system features a load-dependent, high-pressure rail that provides constant pressure at 23,000 psi (1600 bar) to all of the fuel injectors simultaneously and on demand. 30.1.2006 Intemal Combustion Engines A. Mikulec, CVUT, Praha 44aCommon rail fuel injection systems Bosch’s third-generation common-rail system in Audi's new V6 diesel uses rapid- switching, compact, piezo inline injectors for low exhaust emissions. 30.1.2006 Intemal Combustion Engines A, Mikulec, CVUT, Praha 37Effect of Swirl on BSFC DI diesel, CR=16, bowl-in-piston dia / bore = 0.5, WOT. Swirl ratio measured in the bowl at injection °T Swirl ratio a a =2 t>$ <7% 10% 7 Swirl if ro ratio» = ve > 0. . -& 6g 02 Swirl ratio = 8 ie i ‘ 7 2 = C7 g é 0 20 10 TC Ref. Heywood Injection timing, deg BTC 512.2016 Internal Combustion Engines, A. Mikulec, CVUT, Praha 61Engine Emissions Catalytic converter-starts at 250 C, best at 400-800 C Complete combustion, Products C02 ~ carbon dioxide (nontoxic) H20 - water vapor Incomplete combustion, Toxic CO = carbon monoxide, max at idle NOx-~ oxides of nitrogen NO -nitrogen monoxide NO2- poisonous HC- hydrocarbon, molecules not burned, some are carcinogenic Particulates — solid or liquid CLICE — Insufficient quantity of excess air results in increased emissions of soot, CO, HC Delayed injection reduces NOx emissions. Excessive delay results in higher levels of HC in exhaust. A deviation of 1 deg (crankshaft) in the start of injection can increase NOx emis by as much as 5%, while HC climb by up to 15% (Ref. Bosch 478-484, 513-519) 5.12.2016 The excess-air factor?. determin Exhaust-gas composition (CO, CO>, O, NOx, HC), torque (M) and specific fuel consumption | (0). The figures are representative for a spark- ignition engine under constant pan-throttie ‘operation al moderate rpm and cylinder charge 0. factors encountered in vehicie engines range from approx. 0 85... 1.15, depending upon specific operating condiisons). SIICE ppm) " Nm ee" s Be 15/4 60 Leon 5 = 8 b 50 2 2 |e 3/4 224 19} 2 s 2 lke 23003 x |e 0 od = 5 120 7 5 3 o 100% o} ol 0 08 1 12 Excess-air factor 4 Internal Combustion Engines, A. Mikulec, CVUT, Praha 62Engine Emissions Emissions in mg/Nm3 with 5 % 02 9000 > ‘8000 7000 6000 \ 5000 4000 sooo 08 0,9 1,0 11 12 13 1a 1S 16 Soot concentration Typical emissions vs air excess for Cl ICE | —> Air excess Typical emissions vs air excess for SI ICE 512.2016 Internal Combustion Engines, A. Mikulec, CVUT, Praha Ref. Macek 63© » T g = Power P, kW Power P, kW 2 1200 $ 15160 ol 1 1 L L 1000 10 200 Ba 750 Tom 30000 OS Speed, revimin Speed, rewnin icated and brake power (P,, P,), mean effective pressure (imep, bmep), and specific fuel consumption (iste, bs) fo sixcylinder naturally aspirated direct-injection diesel engine: bore = 115 mm, stroke = 135 mm, r. aspirated indirect-injection swirl-chamber diesel engine: bore = 84 mm, stroke = 82 mm,r, = 22* ) 84-dm? 6: (0) 184m? four-slinder naturally 512.2016 Internal Combustion Engines, A. Mikulec, CVUT, Praha 64ICE Internal Combustion Engines, R. Stone 512.2016 Introduction to internal combustion engines (ICE) Thermodynamic principles Combustion and fuels Spark ignition engines Compression ignition engines Induction and exhaust processes Two-stroke engines In-cylinder motion and turbulent combustion Turbocharging 10.Engine modeling 11.Mechanical design considerations 12.Heat transfer in internal combustion engines 13.Experimental facilities 14.Case studies CONAMRWN> MAE Program, ICE, A. Mikulec, CVUT, Prague 65