Chapter 2: Engine

Performance Measures
BAE 517 - Lecture 2
Terminology
Mean Effective Pressure
Fuel Use Efficiency
Specific Fuel Consumption
Fuel Equivalent Power
600 , 3
g f
fe
H m
P

=
P
fe
-

fuel equivalent power (kW)
m
f
fuel mass flow rate (kg/h)
H
g
gross heating value of fuel (kJ/kg)
No. 2 Diesel 45,000 kJ/kg
.
Example
What is the P
fe
of an engine consuming 30.0 kg/h
of No. 2 diesel fuel?
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=
s
h
kJ
s kW
kg
kJ
L
kg
h
L
kW
3600
1
1
1 000 , 45 840 . 0 7 . 35
375
Fig. 2.1: Power flows in an engine.
Alternate Fuel Equivalent Power
600 , 3
g f f
fe
H q
P

=
q
f
fuel consumption rate (L/h)

f
fuel density (kg/L)
Indicated Power
000 , 120
e e ime
i
N D p
P =
P
i
Indicated power (kW)
p
ime
indicated mean effective pressure
D
e
- engine displacement (L)
N
e
- crankshaft speed (rpm)
Burning fuel produces high pressure on the
piston, multiplied by the piston area produces
a forces to drive the piston downward.
Engine Displacement
000 , 1
Ln A
D
p
e
=
A
p
area of piston (cm
2
)
L

stroke length (cm)
n number of cylinders
The total swept volume of the engine is
calculated as,
Example
Assume the six-cylinder engine from the previous problem
has a cylinder bore of 11.67 cm and a stroke of 12.00 cm.
If the engine is running at 2,200 rev/min, and p
ime
is
1,200 kPa, what is the indicated power?
( ) ( )( )( )
000 , 1 4
6 00 . 12 67 . 11
70 . 7
2

=
cm cm
L D
e
t
( )( )( )
( ) 000 , 120
200 , 2 70 . 7 000 , 12
4 . 169
rpm L kPa
kW P
i
=
Brake Engine Power
000 , 60
2
e b
b
N T
P
t
=
P
b
brake power (kW)
T
b
torque at flywheel (N
.
m)
Early engine development utilized a prony
brake for the determination of engine power
at the flywheel. Brake power is determined
as,
Example
Continuing from the previous example, assume the brake
torque at the flywheel is 625 N
.
m. What is the brake
power in kW?
( )( )( )
000 , 60
200 , 2 625 2
0 . 144
rpm m N
kW P
b

=
t
Friction Power
b i f
P P P =
P
f
friction power (kW)
The difference between indicated power and
brake power is termed friction power. This
loss is associated with the internal friction of
the engine, along with the power to drive the
injection pump, fuel pump, water pump, fan,
alternator and air conditioner compressor.
Example
From the previous example, what is the friction power
(kW)?
kW kW kW P
f
0 . 144 4 . 169 4 . 25 =
Fig. 2.2: Engine P-V diagram with
indicated mean effective pressure.
Brake Mean Effective Pressure
e e
b
bme
N D
P
p
000 , 120
=
p
bme
brake mean effective pressure (kPa)
Brake mean effective pressure can not be
measured within the engine. However it can
be calculated as,
Example
From the previous example, what is the brake mean
effective pressure (kPa)?
( )( )
( )( ) rpm L
kW
kPa p
b
200 , 2 70 . 7
0 . 144 000 , 120
024 , 1 =
Brake Toque
t 4
bme e
b
p D
T =
T
b
brake torque (N
.
m)

Note: The above equation is only good for 4-
stroke engines. The denominator must be
changed to 2t for two-stroke engines.
By combining the previous two equations, brake
torque can be approximated as,
Friction Mean Effective Pressure
e e
f
fme
N D
P
p
000 , 120
=
A variation on previous equations yields,
p
fme
friction mean effective pressure (kPa)
Example
From the previous example, what is the friction mean
effective pressure (kPa)?
( )( )
( )( ) rpm L
kW
kPa p
b
200 , 2 70 . 7
4 . 25 000 , 120
180 =
Friction Mean Effective Pressure
2
2 1
1000 1000
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+ =
e e
o fme
N
A
N
A A p
A
o
, A
1,
and

A
2
are constants for a specific
engine.
For CI engines, friction mean effective pressure
is estimated as,
Engine Efficiencies
fe
b
bt
i
b
m
fe
i
it
P
P
e
P
P
e
P
P
e
=
=
=
Indicated thermal (e
it
), mechanical (e
m
), and
brake thermal (e
bt
) efficiencies are determined
as,
Example
What are the indicated, brake and thermal efficiencies for
the on-going example?
( )
( )
( )
( )
( )
( ) kW
kW
e
kW
kW
e
kW
kW
e
bt
m
it
0 . 375
0 . 144
384 . 0
4 . 169
0 . 144
850 . 0
0 . 375
4 . 169
452 . 0
=
=
=
Specific Fuel Consumption
X
f
P
m
XSFC

=
XSFC specific fuel consumption
(kg/kWh).
X must always be specified when reporting
these values (i.e., I for indicated)
Fuel consumption of an engine reported in L/h or
kg/h because these values ignore engine load.
A better measure of fuel consumption is,
Specific Fuel Consumption Variations
ISFC indicated specific fuel consumption
BSFC - brake specific fuel consumption
PSFC PTO specific fuel consumption
DSFC drawbar specific fuel consumption

Specific Fuel Consumption (Alternate)
Xt g
e H
XSFC
600 , 3
=
Alternately, specific fuel consumption can be
determined as,
Example
What are the indicated and brake specific fuel
consumptions for the engine noted in the previous
examples?
( )
( )
( )
( ) kW
h L
kWh L BSFC
kW
h L
kWh L ISFC
0 . 144
/ 7 . 35
/ 248 . 0
4 . 169
/ 7 . 35
/ 211 . 0
=
=
Engine Speed Control
Most engines (CI and SI) are equipped with some
form of governor.
Mechanical governors have been utilized since the
days of James Watt (steam engines).
Much of the terminology is the same for both
mechanical and electronic governors.
Fig. 2.3: Illustration of mechanical governor action.
Terminology
High Idle Point (A) maximum speed of unloaded
engine.
Governors Maximum Point (C) governor is
unable to affect fuel delivery beyond this point.
Governor-Control Region (right of C) speed of
engine controlled by governor in this region.
Load-Control Region (left of C) engine speed is
controlled by torque load on engine.
Governor Regulation measure of how well a
governor maintains a constant speed.
Governor Regulation
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=
GM HI
GM HI
N N
N N
g 200 Re
Reg governor regulation (%)
Mechanical Governor 6% is possible
Electronic Governor 1% is possible

N
HI
engine high idle speed (rpm)
N
GM
engine speed at governors maximum (rpm)
Governor regulation is calculated as,
Engine Torque Generation
t
t

=
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=
=
4
2 06 . 0
fme e
f
e
f
it G
i
f i b
p D
T
N
m
e H
T
T T T

T
b
brake engine torque (N
.
m)
T
i
indicated engine torque (N
.
m)
T
b
friction torque (N
.
m)


By rearranging the previous equations it is
possible to develop the following relationships
describing engine torque,
Engine Torque Notes
Friction torque varies with p
mef
, which in turn
varies with engine speed.
The governor controls the amount of fuel added
to the engine and therefore controls indicated
torque (for the control range of the governor).
In the load control region, friction torque fall as
engine speed decreases, and therefore brake
torque increases.
Accessories that add to the friction torque at
higher engine speeds help to increase brake
torque as the engine is loaded.
Fuel added per cycle in the load control range
(increased volumetric efficiency of injection
system) adds to the torque reserve of the engine.
Fig. 2.4: Performance Map of Over-fueled Engine
Engine Performance Map Notes
Manufacturers plot engine performance
maps to aid off-road equipment
designers.
The torque envelope is defined by the
torque-speed curve of the engine when
run with the governor set at maximum
speed.
A family of constant power curves is
plotted within the envelope by solving for
brake torque from the eq. in Slide 10.

Engine Performance Map Notes
Over-fueling occurs in the region where
BSFC rises with increasing torque.
Some engines are never over-fueled
(minimum BSFC occurs above torque
envelope).
The lowest BSFC is 0.278 kg/kWh.
Performance maps can be generated by
collecting data on torque, speed, and fuel
consumption, and then plotting contours
by hand.
Alternate Performance Map Generation
Method
( )
( )
4
4
3
3
2
2
1
1
000 , 1 000 , 1 000 , 1 000 , 1
1
1
600 , 3

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+ |
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+ =
+
=
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+
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=
e e e e
o e
e
n
b
ito
it
bme
fme
it g
N
B
N
B
N
B
N
B B N f
N f T
e
e
p
p
e H
BSCF
For any CI engine, the following equations can be
fit to a specific engine providing a limited engine
performance data set is collected (approximately
50 points).
Optimizing Engine Performance
Engines are most efficient at or near peak
load.
Efficiency drops with a reduction in torque
load.
At zero brake torque, all fuel energy is
expended in engine friction.
Lower rated engine speeds provide lower
BSFC, and at the same time reduce
torque reserve design compromise.
Optimizing Engine Performance
Partial load fuel economy can be
improved by shifting to higher gear
to reduce engine speed.
Engine initially operated at 20 kW and
2250 rpm results in BSFC of 0.400
kg/kWh.
Shifting to a higher gear reduces
engine speed to 1850 rpm, at 20 kW,
resulting in a new BSFC of 0.325
kg/kWh.
Improved Fuel Economy at Partial Load
Initial
Setting
Higher
Gear
Homework Set No. 1
Do problems 2.1, 2.3, 2.5, 2.7, 2.9,
2.10, and 2.15 at the end of
Chapter 2 for next Tuesday.