IC ENGINE

COMBUSTION &
POLLUTION
MODULE-1
ENGINE DESIGN &
OPERATING
PARAMETERS
Factors important to an engine user are :-
ENGINE DESIGN & OPERATING
PARAMETERS
• Geometrical properties of reciprocating engines
• Brake torque & power
• Indicated work per cycle
• Mechanical efficiency
• Road-load power
• Mean effective pressure
• AIR/FUEL RATIO & FUEL/AIR RATIO
• Specific fuel consumption & fuel conversion efficiency
• Volumetric efficiency
• Engine specific weight & Engine specific volume
• Specific emissions & Emissions index
Geometrical properties of reciprocating
engines
Brake torque & power
Indicated work per cycle
Mechanical efficiency
• Mechanical efficiency is defined as the ratio of brake power (delivered
power) to the indicated power (power provided to the piston) or can be
defined as the ratio of the brake thermal efficiency to the indicated
thermal efficiency.
Road-load power
Mean effective pressure

• Mean effective pressure is the average pressure inside the cylinders of

an internal combustion engine based on the calculated or measured
power output. It increases as manifold pressure increases. For any
particular engine, operating at a given speed and power output, there
will be a specific indicated mean effective pressure, imep, and a
corresponding brake mean effective pressure, bmep.
AIR/FUEL RATIO & FUEL/AIR RATIO
Specific fuel consumption & fuel conversion efficiency
• The fuel consumption characteristics of an engine are generally
expressed in terms of specific fuel consumption in kilograms of fuel
per kilowatt-hour.

• It is an important parameter that reflects how good the engine

performance is. It is inversely proportional to the thermal efficiency of
the engine.

• Brake specific fuel consumption and indicated specific fuel

consumption, abbreviated as bsfc and isfc, are the specific fuel
consumptions on the basis of bp and ip respectively.
Volumetric efficiency

• Volumetric efficiency is defined as the ratio of actual volume flow rate

of air into the intake system to the rate at which the volume is
displaced by the system
Engine specific weight & Engine specific
volume
Specific emissions & Emissions index
• Specific emissions

• Specific emissions are the mass flow rate of pollutant per unit power
output.
• Emissions index
• emission index is the mass flow rate of pollutant per unit fuel flow
rate
IC Engine Classification based on Combustion Process

IC Engines may be classified based on the state of air-fuel mixture

present at the time of ignition in the engine cycle, the type of ignition
employed and the nature of combustion process subsequent to
ignition of the air-fuel mixture.
The engines are therefore, categorized based on the mode of ignition
employed viz., ‘Spark Ignition (SI) Engines’ and ‘Compression Ignition
(CI) Engines’.
Main Events in Four-Stroke SI Engine Cycle
Main Events in Four-Stroke CI Engine Cycle
AIR-FUEL MIXTURE

1. Chemically correct mixture

2. Rich Mixture
3. Lean mixture
Chemically correct or stoichiometric mixture
● Chemically correct or stoichiometric mixture is one in which there
is just enough air for complete combustion of the fuel.
● For example, to burn one kg of octane (C8H18) completely 15.12
kg of air is required. Hence chemically correct A/F ratio for C8H18
is 15.12:1; usually approximated to 15:1.
● Complete combustion means all carbon in the fuel is converted to
CO2 and all hydrogen to H2O.
● A mixture which contains less air than the stoichiometric
requirement is called a rich mixture (example, A/F ratio of 12:1,
10:1 etc.). A mixture which contains more air than the
stoichiometric requirement is called a lean mixture (example, A/F
ratio of 17:1, 20:1 etc.).
AIR–FUEL MIXTURES
• An engine is generally operated at different loads and speeds. For this,
proper air-fuel mixture should be supplied to the engine cylinder. Fuel
and air are mixed to form three different types of mixtures.

• (i) chemically correct mixture

• (ii) rich mixture and

• (iii) lean mixture

• Chemically correct or stoichiometric mixture is one in which there is
just enough air for complete combustion of the fuel. For example, to
burn one kg of octane (C8H18) completely 15.12 kg of air is required.
Hence chemically correct A/F ratio for C8H18 is 15.12:1; usually
approximated to 15:1. This chemically correct mixture will vary only
slightly in numerical value between different hydrocarbon fuels. It is
always computed from the chemical equation for complete
combustion for a particular fuel. Complete combustion means all
carbon in the fuel is converted to CO2 and all hydrogen to H2O.
• A mixture which contains less air than the stoichiometric requirement
is called a rich mixture (example, A/F ratio of 12:1, 10:1 etc.).

• A mixture which contains more air than the stoichiometric

requirement is called a lean mixture (example, A/F ratio of 17:1, 20:1
etc.).
• There is, however, a limited range of A/F ratios in a homogeneous
mixture, only within which combustion in an SI engine will occur.
Outside this range, the ratio is either too rich or too lean to sustain
flame propagation. This range of useful A/F ratio runs from
approximately 9:1 (rich) to 19:1 (lean) as indicated in Fig.7.1 The
carburetor should provide an A/F ratio in accordance with engine
operating requirements and this ratio must be within the combustible
range.
MIXTURE REQUIREMENTS AT DIFFERENT LOADS AND SPEEDS
• The air-fuel ratio at which an engine operates has a considerable influence on its
performance. Consider an engine operating at full throttle and constant speed
with varying A/F ratio. Under these conditions, the A/F ratio will affect both the
power output and the brake specific fuel consumption, as indicated by the typical
curves shown in Fig.7.2. The mixture corresponding to the maximum output on
the curve is called the best power mixture with an A/F ratio of approximately 12:1.
The mixture corresponding to the minimum point on the bsfc curve is called the
best economy mixture. The A/F ratio is approximately 16:1. It may be noted that
the best power mixture is much richer than the chemically correct mixture and the
best economy mixture is slightly leaner than the chemically correct
AUTOMOTIVE ENGINE AIR–FUEL MIXTURE REQUIREMENTS
• There are three general ranges of throttle operation. In each of these, the
automotive engine requirements differ. As a result, the carburetor must be
able to supply the required air-fuel ratio to satisfy these demands.

• These ranges are:

• (i) Idling (mixture must be enriched)
• (ii) Cruising (mixture must be leaned)
• (iii) High Power (mixture must be enriched)
Idling Range

• An idling engine is one which operates at no load and with nearly

closed throttle. Under idling conditions, the engine requires a rich
mixture This is due to the existing pressure conditions within the
combustion chamber and the intake manifold which cause exhaust
gas dilution of the fresh charge.
Cruising Range

• In the cruising range the exhaust gas dilution problem is relatively

insignificant. The primary interest lies in obtaining the maximum fuel
economy. Consequently, in this range, it is desirable that the
carburetor provides the engine with the best economy mixture.
Power Range
• During peak power operation the engine requires a richer mixture, for
the following reasons

• (i) To provide best power: Since high power is desired, it is logical to

transfer the economy settings of the cruising range to that mixture
which will produce the maximum power, or a setting in the vicinity of
the best power mixture, usually in the range of 12:1.
• (ii) To prevent overheating of exhaust valve and the area near it: At
high power, the increased mass of gas at higher temperatures passing
through the cylinder results in the necessity of transferring greater
quantities of heat away from critical areas such as those around the
exhaust valve. Enrichening the mixture reduces the flame
temperature and the cylinder temperature. This reduces the cooling
problem and also reduces the tendency to damage exhaust valves at
high power.
 PROPERTIES OF
WORKING FLUIDS
UNBURNED MIXTURE COMPOSITION
• Mass of charge trapped in the cylinder(mc )
=
Inducted mass per cycle (mi)
+
Residual mass left over from the previous cycle (mr)

Residual fraction =
Exhaust gas recirculation

• Up to about 30% of the exhaust can be recycled.

UNBURNED MIXTURE CHARTS
UNBURNED MIXTURE CHARTS-
ASSUMPTIONS
Unburned mixture charts
BURNED MIXTURE CHARTS

• The primary burned mixture charts are for products of combustion at

high temperatures, i.e for the working fluid during the expansion
process.
BURNED MIXTURE CHARTS-
ASSUMPTIONS
• 1. Each species in the mixture can be modeled as an ideal gas

• 2. The mixture is in thermodynamic equilibrium at temperature above

1700 K . The mixture composition is frozen below 1700K

• [Link] the datum state of 298.15 K and 1 atm the chemical elements in
their naturally occurring form (N2, O2, H2 as diatomic gases and C as
solid graphite) are assigned zero enthalpy and entropy
BURNED MIXTURE CHARTS

• Burned mixture charts are for the high temperature burned

gas.

• Burned mixture charts are plots of internal energy versus

entropy for a particular fuel and equivalence ratio. Lines of
constant temperature ,pressure, and specific volume are
drawn on each chart.