Unit IV

Testing of IC Engines
&
Supercharging
 Syllabus : IC Engines

UNIT-IV : TESTING OF IC ENGINES

Objective of testing, various performance parameters for
IC engines - indicated power, brake power, friction power, SFC,
AF ratio etc, methods to determine various performance
parameters, characteristic curves, heat balance sheet

SUPERCHARGING
Supercharging and turbo-charging methods and their limitations
 Lecture No 23
Learning Objectives:
• To understand objectives of engine testing
• To learn about engine performance parameters
 Objectives of Testing
• Engine performance during development

• Engine performance after development/

sample testing after production by
manufacturers

• Engine performance testing by Govt Testing

Agencies for certification like ARAI
 Objectives of Testing
• Whether engine is performing as per design?
 Indicated Power (IP)
 Brake Power (BP)
 Frictional Power (FP)
 Mechanical Efficiency
 Thermal Efficiency
 Brake Specific Fuel Consumption (bsfc)
 Heat Balance Sheet
• Whether engine is meeting emission norms?
 CO
 HC
 NOx
 PM
 Soot
 Objectives of Testing
• Leakage in engine?
• Smooth running of engine?
• Engine performance after overhaul/repairs?
 Performance Parameters
Brake Power (BP)
Power available at output shaft/ crank shaft

Mechanical Losses/Frictional Power (FP)

Sum of frictional losses and pumping losses
incl power required to operate engine
accessories like water pump, dynamo etc
Indicated Power (IP)/ Theoretical Power
Power produced within eng cylinder
IP = BP + FP
 Tests Performed on IC Engines

1. Indicated Power (IP)

2. Brake Power (BP)
3. Frictional Power (FP)
4. Mechanical Efficiency
5. Air-Fuel Ratio
6. Brake Specific Fuel Consumption (bsfc)
7. Thermal Efficiency
8. Working out Heat Balance Sheet
 Engine/ Mechanical Indicator
Indicator
Paper
Wrapped Drum
p-V diagram
Stylus

Rope connected
To Piston Rod
Pulleys
Weight
Piston

Coupling Nut

To Combustion Chamber
Measurement of IP on Mech/Eng Indicator
• To determine IP, p-V diagram is required, the area of
which represents work developed by engine per cycle
• Apparatus used for drawing actual p-V diagram is
called Mechanical/ Engine Indicator
• Eng indicator consists of a cylinder, piston, piston rod
coupling nut, straight line linkage with stylus, spring
of required stiffness, indicator card wrapped drum,
pulley, rope and weights .
• Vertical movement of stylus and horizontal movement
of the cord combines to produce a closed figure
called Indicator diagram
• Area of indicator diagram can be measured by
Planimeter to a definite scale giving work developed
 Mean Effective Pressure
Indicated Mean Effective Pressure (imep)
• imep is the average pressure, which if acted over the
entire stroke length, would produce the same work
done by the piston as is actually produced by the
engine during a cycle
• Let ‘a’ be the net area of indicator diagram (cm2)
‘l’ be length of diagram (cm) and
‘k’ be spring stiffness N/cm2/cm
Hence, mean height of
diagram = a/l
a
 p m (imep )  xk N / cm 2
l
Indicated Power (IP)
Let pm= imep (N/cm2); L= Length of stroke (m)
A= Piston top area (cm2)=Лd2/4; N= RPM
n= Power stroke /min(=N/2 for 4 S eng as one
power stroke per 2 rev & N for 2S eng)
Hence, Force on Piston= Pm x A (Newton)

WD per Cycle= pm x A x L (Nm)

Hence, IP = pm x A x L x n (Nm/min)/Cycle/Cylinder
pm LAn
 ( Nm / s / cylinder)
60
p m LAn
 IP  x No of Cylinders (kW )
60,000
 Lecture No 24
Learning Objectives:
• To learn working out/ measurement of Brake Power (BP) &
Friction Power (FP)
 Measurement of BP
1. Rope Brake Friction Dynamometer

S Spring Balance

Rope

Flywheel/Brake Drum

W Weight
Rope Brake Friction Dynamometer (Contd.)
Let W=Dead Weight (mg) in Newton (N)
S=Spring Balance Reading (N)
Rb=Radius of Brake Drum (D+d)/2 (m)
D=Brake Drum dia and ‘d’ rope dia
N=Engine RPM

Hence, net Brake Load= (W – S)

Braking Torque = (W-S) x Rb

Hence, Brake Power (BP) =


 S  xR b x 2N
W
( kW )
60,000
Brake Mean Effective Pressure (bmep)
pbmep LAn
BP  xNo of Cylinders (kW )
60,000
 2. Prony Brake Dynamometer

Flywheel/ Load
Brake Drum Arm

Brake Length, L
Shoes

Weight
W
Prony Brake Dynamometer (Contd.)
Let W (=mg) be the weight (N)
Let L be the distance from centre of brake drum to
hanger, called load arm (m)
Then, Torque=W x L (Nm)
BP  T x 
2 N
&  
60
Hence ,

BP 
 W x L  2N
( kW )
60 ,000
 Frictional Power (FP)
• Difference between IP and BP is called FP
• FP includes:
- Pumping losses due to intake & exhaust processes
- Frictional losses in bearings, rotary/sliding parts
- Power required to drive auxiliaries like governor,
water, lub oil, fuel pumps, alternator/dynamo,
valve operating mechanism etc
• FP increases as square of N but practically FP ∞ N1.6
• Higher FP results in:
- Reduced power output
- Decreased mech efficiency
- Increased bsfc
- Increased requirement of cooling
Methods of Measurement of FP

1. By measurement of IP and BP

2. Willan’s Line Method

3. Morse Test

4. Motoring Test
 FP by Willan’s Line Method
( Fuel Rate Extrapolation Method )

At Constant Eng Speed, say

1500 RPM
4

Fuel Flow 3
Rate (kg/h)
2

1
A
-8 -4 0 4 8 12 16 20
BP (kW)
FP by Willan’s Line Method
• A graph between fuel consumption rate (kg/h) taken
on y-axis and BP (kW) on x-axis is drawn, while
engine is made to run at some constant speed, say
1500 RPM
• The graph is extrapolated back to zero fuel
consumption, which cuts on –ve x-axis at point ‘A’
• The –ve intercept on x-axis represents FP at that
speed of the engine
• Although when BP=0, some fuel consumption is there.
This fuel is consumed to overcome engine friction
• Only for CI engine to be run at constant speed as
Fuel consumption rate v/s BP plot is almost straight
line in case of diesel engine, hence can be extrapolated
FP by Morse Test
• Morse Test can be used for determining FP/IP of
multi-cylinder IC engines, generally 3 cyl and more
by cutting off each cylinder in turn
• In SI engines, each cylinder is rendered in-operative
by short-circuiting the SP or cutting off fuel supply
in MPFI systems. In CI engines, fuel supply is cut off
• Consider 4 stroke, 4 cylinder SI engine coupled with
dynamometer
• Engine is run at constant speed N throughout one
set of test parameters, as FP ∞ N2
• It is assumed that pumping & mech losses are same
whether a cylinder is working or not
• Throttle position is kept fixed, however, to attain
same speed N, load is decreased by dynamometer
FP by Morse Test
• Let B=BP of eng when all cylinders are working

B1=BP of eng when Cylinder No 1 is cut off

Similarly, B2=BP of eng when Cylinder No 2 is cut off

B3=BP of eng when Cylinder No 3 is cut off

B4=BP of eng when Cylinder No 4 is cut off

• Let I1, I2, I3 & I4 be the IPs developed by Cylinder

Nos 1, 2, 3 & 4 respectively and their corresponding
FPs be F1, F2, F3 & F4

• Total BP(B) = (I1+I2+I3+I4) - (F1+F2+F3+F4)

FP by Morse Test
BP(B) = (I1+I2+I3+I4) - (F1+F2+F3+F4)
Hence, B1=(I2+I3+I4) – (F1+F2+F3+F4)

On subtracting; B – B1 = I1
Similarly, B – B 2 = I2
B – B3 = I3
B – B4 = I4
On adding; IP = I1 + I2 + I3 + I4
= 4B – (B1+B2+B3+B4)
B, B1, B2, B3 & B4 can be measured by Dynamometer,
Hence IP can be calculated

Therefore, FP = IP - BP
 Lecture No 25
Learning Objectives:
• To understand working out of heat balance sheet
• To learn measurement of air/fuel consumption
 Theoretical/ Air Std Efficiencies
1
Otto Cycle:  1  1
r

1   1  
  1   1  
Diesel Cycle:
r     1 

1 
  1   1 

 .   1  

    1   .    1 
Dual Cycle:
r
 Some Definitions
Thermal Efficiencies:
IP
i) Indicated Thermal Efficiency i 
m f x CV

BP
ii) Brake/Overall Thermal Efficiency  b 
m f x CV

- Where mf is fuel consumed in kg/sec

- CV is Calorific Value of fuel in kJ/kg
- IP/BP is in kW
 Some Definitions

Mechanical Efficiency:

BP
mech  x100
IP

Relative Efficiency : Defined as the ratio of Brake

Thermal Efficiency to Air Standard Efficiency at same
Compression Ratio(CR)
b
r  x100
a
 Some Definitions
Volumetric Efficiency:
• Ratio of actual mass of charge inducted during
suction stroke to mass of charge corresponding to
swept volume of the engine at atm pr & temp
Mass of actual charge inducted
v 
Mass of charge correspond ing to swept vol at Atm Pr & Temp
• Reduced Volumetric Efficiency causes reduction in
Power Output
Actual Vol of Charg e inhaled at suction conditions
Also ,  v 
Swept Volume
• Volumetric Efficiency puts a limit on the amt of fuel
that can be burnt and hence on its power, since
output of eng depends on amt of air inducted
 Some Definitions
(Brake) Specific Fuel Consumption (bsfc/sfc):
• bsfc is defined as the amount of fuel required to be
supplied to eng to develop 1kW of power per hour at
crankshaft
m f x 3600
 bsfc  (kg / kWh)
BP
Specific Output:
• BP per unit of piston displacement

BP
Specific Output 
AxL
 Heat Balance Sheet
• Heat Balance Sheet is an account of heat released
on combustion of fuel in the combustion chamber
and its utilization in the engine
• To draw heat balance sheet, tests are carried out
on engine, while it is run at some constant speed

Heat Supplied:

Heat Supplied = mf x CV (kJ/min)

Where mf = mass flow rate of fuel (kg/min)

CV = Calorific Value of fuel (kJ/kg)

 Heat Balance Sheet
Heat Expenditure/Utilization:
1) Heat Equivalent to BP:
Heat Equivalent to BP = BP x 60 (kJ/min)
2) Heat Rejected to Cooling Water:
Heat carried away by water =mwCpw(Two – Twi) kJ/min
Where mw=cooling water circulation kg/min
& Cpw=4.187 kJ/kgK
3) Heat carried away by Exhaust gases
Heat carried by exh gases=mgCpg(Tge – Tsa) kJ/min
Where mg=(ma+mf) =flue gases flow rate (kg/min)

4) Unaccounted Heat:
By difference
 Heat Balance Sheet
Heat kJ/ % Heat Utilization kJ/ %
Supplied min min
100
Heat a) Heat to BP=BPx60
Supplied
by comb b) Heat to water
of =mwxCpw(Two – Twi)
Fuel
c) Heat carried
=mf x CV
away by exhaust
gases
=mgxCpg(Tge – Tsa)

d) Heat Unaccounted
(By difference)
Total 100 100
Volumetric Fuel Flow Meter(Burette Type)

Fuel from Tank 3-Way Cock

Start Start

100cc 200cc

Stop Stop

3-Way Cock
Fuel to Eng
 Fuel Measurement
• Time required to supply given volume of fuel is noted

• Mass Flow Rate of Fuel Supply:

Volume
mf  xDensity of Fuel
Time
• Density of Fuel = Sp Gravity of fuel x Density of water

Density of material
Specific Gravity 
Density of Water
• This method does not give very accurate mass flow
rate due to variation in density with temp
Gravimetric Fuel Flow Meter
Fuel Tank
A
Fuel to Engine
Valves

Flask

Weighing Machine
 Air Flow Meter
Thermometer

Air
Orifice Plate (A, Cd)
Surge
Tank

Manometer
ΔH

Air Intake to Eng

Measurement of Air Consumption by
Air Flowmeter
• Surge tank is connected to intake side of the engine

• Manometer measures the pressure difference

• Vol Flow Rate  Cd x A x 2g.H w

-Cd – Coeff of discharge for given orifice

-A – Orifice cross sectional area
-ΔHw-Head of water to be converted to air head
 Lecture No 26
Learning Objectives:
• To learn about engine characteristic curves
SI Engine Characteristic Curves

IP

POWER BP
(kW)

FP

Speed
 SI Engine Characteristic Curves
• Lab tests carried out to determine eng performance
• During tests, throttle is kept full (full /rated load,
max fuel consumption) and speed is varied by
adjusting the brake load

• IP, BP, FP, bsfc, mechanical & volumetric efficiencies

etc are worked out
• Same tests can be repeated at half load
Tx 2  N
hp  kW
60 , 000
• At rated output, max p-V diagram area, hence max
imep; For given torque; power ∞ N
SI Engine Characteristic Curves
• IP increases when imep or speed or both increase
• IP initially increases faster with speed, if inlet
conditions are kept constant
• However, after certain limit, rate of increase of IP
reduces with speed due to reduction in vol efficiency
as air/charge velocity increase results in inlet pr drop

• Mech losses increase with

increase in speed(FP∞ N2)
due to which increase in
IP is off-set by steep
increase in FP
 SI Engine Characteristic Curves

IP

IP BP
BP
bsfc bsfc
Mech Eff x

Mech Efficiency

Speed
SI Engine Characteristic Curves
• As FP ∞ N2, mech efficiency reduces due to steep
increase in FP
• At lower speeds, due to lower charge velocity because
of low piston speed, bsfc reduces since volumetric
efficiency increases and mech efficiency also increases
• After certain speed, bsfc
increases due to
reduction in volumetric
efficiency and increase
in mech losses
x
• Point x represents
economical speed of eng
for min fuel consumption
 SI Engine Characteristic Curve

Vol
Efficiency

Speed
SI Engine Characteristic Curve
• Volumetric Efficiency reduces with increase in speed
due to increase in intake velocity resulting in drop of
suction pressure

• Higher the speed, lesser the time available for

induction of charge

• Suction valve fully opens

only when pressure inside
cylinder slightly below
the surrounding pressure,
thus reducing effective
suction stroke
CI Engine Characteristic Curves

BP

Power

bsfc

bsfc

Speed
CI Engine Characteristic Curves
• IP and BP increase with speed but due to steep
increase in FP, IP and BP start coming down

• For bsfc curve, same reasons as in SI engine

Engine Characteristic Curves

SI

bsfc
CI

BP
 CI Engine Characteristic Curve

Stoichiometric Mixture
Brake/
Overall
Efficiency

Lean Rich
Mixture Mixture

A/F Ratio
 Lecture No 27
Learning Objectives:
• To understand working out of engine parameters through
numerical problems
Q1. Obtain cylinder dimensions of a twin-cylinder, 2-S
IC engine from the following data:
Engine speed=4000RPM; Volumetric efficiency=77%;
Mech Efficiency=75%; Fuel consumption=10 lit/hr;
Sp. Gr. Of fuel=0.73; A/F ratio=18;
Piston speed= 600m/min; imep=5 bar.
Also, determine power output at STP conditions
(p=101325 N/m2; Ta=25˚C; R for air=0.287 kJ/kgK)
Solution:
Cylinder Dimensions=? D&L
Piston speed=2LN Since speed & N are given, L=?

Now, to find out D=? Vs 

 2
D L for one stroke/ Cylinder
4
Total Vol Flow Rate  Vs xNo of cyl xNo of power strokes / min
 Power Strokes N for 2 S & N / 2 for 4 S engine
Solution(Contd): Va Va
v   Vs 
Vs v
For actual Vol Flow Rate Va  pa.Va  ma .R.Ta
ma
For ma   A / F Ratio  18 ( given )
mf
 lit  
3 m
3

m f  10   x10   x  f
 h   h 
3
m
 10 x10 3 x Sp. gr of fuel x  w
h
3
 10x10 x0.73x1000kg / h
 7.3 kg / h
Solution(Contd):
ma
 18  m a  18 x 7.3 kg / h  131 .4 kg / h
mf
pa .Va  ma .R.Ta
131 .4 x 287 x  25  273 
Hence , Flow Rate Va 
101325
 110 .9 m 3 / h
Va
Since  v 
Vs
Va 110 .9
 Vs    144 m / h
3

v 0.77
Solution(Contd):
 2
Vol Flow Rate Vs  D L x N x 2 Cylinders
4
144  m 3   2 600
   D x xNx2
60  min  4 2N
 D 2  5 . 094 x10  3 m 2
 D  0 .0714 m  71 .4 mm
600
And L   0.075 m
2 x 4000
 75 mm
Q2. A 6 cylinder gasoline engine operates on 4 stroke
cycle. Bore of cylinder is 80mm and stroke 100mm.
Clearance volume per cylinder is 70CC. At 4000 RPM,
Fuel consumption is 20kg/hr and the torque developed
is 150Nm. Calculate:-
(a)BP (b) Brake mean effective pressure (c) Brake
thermal efficiency
If CV of the fuel is 43000kJ/kg, find relative efficiency
on brake power basis, assuming engine works on
Constant volume cycle and gamma for air =1.4.
Solution:

Tx2N 150x2x4000
BP  kW   62.83kW
60,000 60000
bmep  ?

bmep x AxLxn
BP  x no of cyliders
60000
 4000
bmep x  0.08 x 0.1 x
2

62 .83  4 2 x6
60000
 6.25 x10 N / m  6.25 bar
5 2
 BP 62.83
b    0.263  26.3%
m f x CV 20
x43000
3600
 1
  b
; a  1   1
r
 r
a
Vs  Vc V   0.8 2 x 10  502.6CC
r ; s
Vc 4
502.6  70 1
r  8.18;  a  1  1.4 1
 0.5686
70 8.18
0 . 263
r   0 . 4625  46 . 25 %
0 . 5686
 Lecture No 28
Learning Objectives:
• To understand working out of engine parameters and heat
balance sheet through numerical problems
Q3. During trial of a single cylinder, 4 stroke oil engine
the following results were obtained:
Cyl bore=200mm, Stroke=400mm, mep=6 bar,
Torque=407Nm, speed=250 RPM,
Oil consumption=4kg/hr, CV of fuel=43MJ/kg,
Cooling water rate=4.5kg/min, Air used per kg of fuel=
30kg, Rise in cooling water temp=45°C, Temp of
Exhaust gases=420°C, Room temp=20°C, mean sp.
heat of exhaust gases=1kJ/kgK, Sp. Heat of water=
4.18kJ/kgK, Barometric pressure=1.01325 bar
Find IP, BP and draw up heat balance sheet in kJ/hr.
Solution:
imep x AxLxn
IP  x no of cyl ( kW )
60 ,000
  250
6 x10 x  0 .2  x 0 .4 x
5 2

IP  4 2 x 1  15 .7 kW
60 ,000
T x 2N 407 x 2 x 250
BP    10 .65 kW
60000 60000

Heat Balance Sheet

1. Heat supplied by fuel to eng =mfxCV

=4x43000kJ/hr=172,000kJ/h
2. Heat utilized
(i) Heat to Power Output=BPx3600kJ/h

=10.65x3600=38,358kJ/h

(ii) Heat to cooling water=mw x Cpw x ∆Tw

=4.5x60x4.18x45 = 50,787 kJ/h

(iii) Heat to exhaust gases=mg x Cpg x (Te-Ta )

To find mg : ma=30kg/kg of fuel; hence mg=31kg

Since fuel consumption is 4kg/h; mg=31x4kg/h

Hence, Heat to exhaust gases=31x4x1(420-20)

=49,600kJ/h
(iv) Unaccounted Heat=33,255kJ/h (by difference)
 Heat Balance Sheet
Heat kJ/hr % Heat Utilized kJ/hr %
Supplied

Heat 172,000 100 To BP= 38,358 22.3

supplied by BPx3600
fuel= mfxCV
To Cooling 50,787 29.5
Water
=mw.Cpw.∆Tw

To exhaust 49,600 28.8

gases
=mg.Cpg.∆Tg

Unaccounted 33,255 19.3

Heat

Total 172,000 100 Total 172,000 100

Q4. During a test on a 4 stroke oil engine,
the following data were obtained:
Mean height of indicator diagram = 21mm
Indicator spring number/stiffness=27kN/m2/mm
Swept volume=14 lit, effective brake load=77kg,
Effective brake radius= 0.7m, speed=6.6 rev/s,
fuel consumption=0.002kg/s, CV of fuel=44MJ/kg,
Cooling water rate=0.15kg/s, water inlet temp=38°C,
cooling water outlet temp=71°C, Sp. heat of water=
4.18kJ/kgK, energy carried by exhaust gases=33.6kJ/s
Determine IP, BP and mech efficiency and draw up
heat balance sheet in kJ/s and %.
Solution:
imep x AxLxn
IP  x no of cyl ( kW )
60 ,000
IP  imep x A x L x n x no of cyl ( kW )
a
imep  x k  21( mm ) x 27 kN / m 2 .mm
l
 21( mm ) x 27 kN / m 2 .mm  567 kN / m 2
3 3 6 .6
IP  567 ( kN / m ).14(l ) x10 ( m ).
2
 26.2kW
2
W  S  R b x 2 N  77 x 9.81 x 0.7 x 2x 6.6
BP 
1,000 1,000
 21 .92 kW
21 .92
 mech  x 100  83 .65 %
26 .2
 Heat Balance Sheet
Heat kJ/s % Heat Utilized kJ/s %
Supplied
Heat supplied 88 100 To BP 21.92 24.9
by fuel=
To Cooling 20.69 23.5
mf x CV =
Water
0.002x44000 =mw.Cpw.∆Tw
(=88kJ/s)
0.15x4.18x
(71-38)
To exhaust 33.6 38.2
gases (given)

Unaccounted 11.79 13.4

Heat
Total 88 100 Total 88 100
Q5. A 4 cylinder 4 stroke SI engine has a bore of
5.7cm and stroke 9cm. Its rated speed is 2800 RPM
and it is tested at this speed against a brake which
has a torque arm of 356mm. The net brake load is
155N and fuel consumption is 6.74 lit/hr. Sp gravity of
petrol is 0.735 and CV is 44200kJ/kg. A Morse test is
carried out and cylinders are cut off in order of 1, 2, 3
& 4 with corresponding brake loads of 111, 106.5,
104.2 and 111N. Determine engine torque, bmep,
brake thermal efficiency, sfc, mech efficiency and imep.
Solution:

Engine torque= (W-S).Rb=WxL

= 155x0.356=55.18Nm
 bmep x AxLxn Tx 2N
BP  x no of cyl  ( kW )
60 ,000 60000
55 . 18 x 2  . 2800
BP   16 . 17 kW
60000
 2 2800
bmep x ( 0.057 ) x 0.09 x
4 2 x 4  16 .17 kW
60 ,000
 bmep  7 . 55 bar
BP
b 
m f xCV
 3 3
6.74 (lit / h ) x10 ( m ) x 0.735 x1000
mf 
3600
3
 1.376 x10 kg / s
BP 16 . 17
b   3
m f xCV 1 . 376 x 10 x 44200
 0 . 2658 or 26 . 58 %
3
mf 1 . 376 x10 x 3600
bsfc  
BP 16 . 17
 0 . 306 kg / kWh
 We know that IP = 4BP - (BP1+BP2+BP3+BP4)
WxRb x 2N
BP 
60000
R b x 2 N
IP   4W  W1  W 2  W 3  W 4  
60000
0.356x2 x 2800
IP   4 x155  111  106.5  104.2  111 
60000
 19 . 54 kW
BP 16.17
m   x100  82.75%
IP 19.54
bmep.LAn 7.55
m    0.8275
imep.LAn imep  imep  9 .12 bar
Q6. During trial of a 4 cylinder 4 stroke SI engine
running at 50 rev/s, the brake load was 267N when all
cylinders were working. When each cyl was cut off in
turn and speed returned to same 50 rev/s, brake
readings were 178N, 187N, 182N and 182N.
Determine BP, IP and mech efficiency of the engine.
For brake, BP=F.N/455(kW), where F is brake load in
Newtons and N rev/s. The following results were
obtained: Fuel consumption=0.568lit in 30 seconds,
SG of fuel=0.72, CV=43000kJ/kg, A/F ratio=14:1,
Exh temp=760°C, Cpg=1.015kJ/kg, Water inlet temp=
18°C and outlet temp=56°C, water flow rate=0.28kg/s,
Ambient temp=21°C. Draw heat balance sheet in kJ/s.
Solution:
F . N 267 x 50
BP    29 .34 kW
455 455
We know that IP = 4BP - (BP1+BP2+BP3+BP4)
F . N 178 x 50
BP1    19 .56 kW
455 455
F . N 187 x 50
BP2    20 .55 kW
455 455
F . N 182 x 50
BP3    20 kW  BP4
455 455
Therefore IP= 4x29.34 - (19.56+20.55+20+20)
=37.25kW

BP 29 .34
 mech   x100  78 .76 %
IP 37 .25
 Heat Balance Sheet
3
Heat supplied =mfxCV 0.568 x10 x0.72 x1000
 x 43000
30
 0.01363x 43000  586.2kJ / s
Heat utilized
(i) Heat to BP=BP= 29.34kJ/s (5%)
(ii) Heat to cooling water=mw x Cpw x ∆Tw
=0.28x4.187x(56-18) =44.55 kJ/s (7.6%)
(iii) Heat to exhaust gases=mg x Cpg x (Te-Ta )
To find mg :(ma +1)xmf=(14+1)x0.01363=0.204kg/s
Hence, Heat to exhaust gases=0.204x1.015(760-21)
=153kJ/s (26.1%)

(iv) Unaccounted Heat=356kJ/s (61%) (by difference)

Supercharging
&
Turbocharging
 Syllabus : IC Engines

SUPERCHARGING
Supercharging and turbo-charging methods and their limitations
 Lecture No 29
Learning Objectives:
• To learn effects of supercharging /turbo-charging and
limitations
How can engine power be increased?
• Increasing Eng speed (BP= T x 2πN)
(FP ∞ N2 & Volumetric η ↓ )
• Higher CR (Peak Pr increases; Thermal Load
increases; Weight to Power ratio increases)
(HUCR limited due to knocking/detonation in SI
engines and heat load in CI engines)

• Use of 2-stroke cycle; but cooling, emission

problems, lower volumetric & thermal efficiency
• Increasing charge density by
- Lowering charge temp (Cooling) and / or
- Increasing induction pressure
 Objectives of Supercharging
• To increase power output

• To reduce bulk size of engine

• To increase power to weight ratio

• To compensate loss of power at high altitude

 Supercharging
• Supplying air /Air-Fuel mixture at higher pressure
than the pressure, at which the engine naturally
aspirates, by a boosting device is called
supercharging
• The device which boosts the pressure is called
supercharger.
• Purpose of supercharging to have small displacement
engines but developing more power and to meet
emission legislation on fuel consumption for emission
control
• More power is achieved by raising density of charge,
thus more mass of air making available more oxygen
for combustion
Supercharging & Turbo Charging Systems
 Effects of Supercharging
• Increased Eng Output (p-V diagrams)
• Turbulence Effect (Higher BP)
• Power required to drive supercharger, thus ↓ BP
• Mech Efficiency increases

• bsfc ↑ for SI (due to reduced delay) but ↓ for CI

engines due to better combustion & higher
mechanical efficiency
• Better scavenging; Increase in power output
• SI Engines→ Knocking tendency as ign delay ↓
• For CI Engines→ Smoother running, low F/A
ratio, ↑ durability & reliability and lower bsfc
 Effects of Supercharging
• Better atomization
• Better mixing of air and fuel
• Reduced exhaust smoke
• Better torque characteristic over whole speed range
• Better and smoother combustion
• Increased thermal stresses
• Increased gas load
• Increased valve overlap period of 60° to 160° of
crank angle
• Increased cooling requirements of piston and valves
 P-V Diagrams of Naturally Aspirated &
Supercharged Engines

4
p
p +(c)
4 3
5
+(a)
3
5 7 6
+(d) 2
1
patm 7 6 patm
-(b)
1 2

V V
Naturally Aspirated Engine Supercharged Engine
 Limitations of Supercharging
• Power o/p limited by knock, thermal & mech loads
• For SI engines, knocking reached earlier
• In CI Engs, thermal & mech loads reached earlier
• Increase in intake pr increases peak pr leading to
increase in weight of cylinder (limitation on peak pr)
• Increase in peak pr→ ↑ tendency to detonate (SI)
• Increase in peak pr increases friction losses
• Increase in peak pr, increases bearing loads
• ↑ peak pr → ↑ peak T →Reqmt of better cooling sys
• ↑T → ↑ exh gas temp →overheating of exh valves
Due to the above reasons, supercharging
generally limited to 2.5 bar
Limitations of Supercharging In SI Engs.
• Detonation is the limitation as it increases with ↑ pr,
↑ T, ↑ CR, ↑ density of charge
• Strongest detonation at stoichiometric A/F ratio
• CR limited due to detonation for given Octane
Rating of fuel used
• Detonation can be reduced by reducing CR but
BP & thermal efficiency decreases & bsfc increases

For the above reasons, SI Engines are normally

NOT supercharged except for aircraft, high
altitude compensation or higher power of aero
engines required at the time of take off of aircraft
at the expense of higher fuel consumption
 Limitations of Supercharging In CI Engs.

• Increased induction pr helps in suppressing

knocking tendency, improve combustion,
higher power output & thermal efficiency and
hence can use lower Cetane fuels

• Supercharging is limited by:

- peak pressure →mechanical loading
- peak temp →thermal loading
- thermal stresses developed
- mean temp of cylinder walls
- loads on bearings
Learning Objectives:
• To understand methods of supercharging
• To learn various methods of turbocharging
 Types of Superchargers
• Centrifugal Type Supercharger

• Root’s Type Supercharger

• Vane Type Supercharger

Centrifugal Type Supercharger
Root’s Type Supercharger
Vane Type Supercharger
Vane Type Supercharger
 Arrangements of Supercharging

After Cooler

Air outlet from Inlet to Engine

Compressor

Exhaust from
Engine
Compressor

Gears

Engine Load

Air inlet to
Compressor
Arrangements of supercharging and Turbo
charging Air inlet to Exhaust from
Compressor Turbine

Compressor Turbine
After Cooler

Air outlet from

Compressor

Inlet to Engine Exhaust from

Engine

Engine Load
Method of engine geared Turbocharging
supercharging

After Cooler

Air outlet from

Compressor
Exhaust from Engine
Inlet to Engine

Turbine Compressor

Load Engine Exhaust from Air inlet to

Turbine Compressor
Method of engine geared Supercharging/
free Turbocharging
Exhaust from
Turbine
After Cooler

Turbine Load

Air outlet from

Compressor Inlet to Engine
Exhaust from
Engine
Compressor

Gears

Engine Load

Air inlet to
Compressor
 Turbochargers
• Exhaust gases carry about 1/3 of the total energy
generated in the eng cylinder

• In order to utilize this energy, hot gases can be

allowed to expand further in a gas turbine and its
work output can be utilized to drive a supercharger.
This system of supercharger coupled to Turbine is
called Turbocharger

• Due to cyclic fluctuations of the pressure in exhaust

pipe, turbo charging is not employed in single
cylinder eng, however, system is suitable for
engines having 4 or more cylinders
 Turbo Charger
Advantages
• Turbocharger does not consume eng power
• No gearing required between turbine and
compressor as both are connected by single shaft
• Gain in power at nominal cost
• Exhaust energy, which is 1/3 of total energy
generated in the engine, is gainfully utilized
• Exhaust noise level reduces
• Suitable for high speed engines
Disadvantages
• Increase in fuel consumption at low power output
• Total cost of unit increases
Blowers.rar
End of Unit - IV