SNS COLLEGE OF ENGINEERING

Kurumbapalayam (Po), Coimbatore – 641 107

(An Autonomous Institution)
Accredited by NAAC-UGC with ‘A’ Grade
Approved by AICTE & Affiliated to Anna University, Chennai
INTERNAL ASSESMENT EXAMINATIONS - I
COURSE: B.E – MECH
OAT552 – INTERNAL COMBUSTION ENGINES
Answer Key

Part A
1. The ratio of indicated thermal efficiency to the corresponding air standard cycle efficiency is called
(a) Net efficiency
(b) Efficiency ratio
(c) Relative efficiency
(d) Overall efficiency
2. If the intake air temperature of I.C. engine increases, its efficiency
(a) Increases
(b) Decreases
(c) Remain same
(d) Unpredictable
3. Engine pistons are usually made of aluminum alloy because it
(a) is lighter
(b) wears less
(c) absorbs shocks
(d) is stronger
4. The thermal efficiency of two stroke cycle engine is.....a four stroke cycle engine
(a) Equal to
(b) Less than
(c) Greater than
(d) None of the above
5. A two stroke cycle engine gives......the number of power strokes as compared to the four stroke
cycle engine, at the same engine speed
(a) Half
(b) Same
(c) Double
(d) Four times
6. In a four stroke engine, the working cycle is completed in
(a) One revolution of the crankshaft
(b) Two revolution of the crankshaft
(c) Three revolution of the crankshaft
(d) Four revolution of the crankshaft
7. The thermodynamic cycle in which petrol engine works is
(a) Otto cycle
(b) Joule cycle
(c) Rankine cycle
(d) Stirling cycle
8. Which of the following does not relate with spark ignition engine
(a) Ignition coil (C) Distributor
(b) Spark plug (d) Fuel injector
9 The process of breaking up or a liquid into fine droplet by spraying is called
(a) Vaporization (c) Ionization
(b) Carburetion (d) Atomization
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10. A stoichiometric air-fuel ratio is
(a) chemically correct mixture
(b) lean mixture
(c) rich mixture for idling
(d) rich mixture for over loads

PART B
11. Illustrate the PV and TS diagram of Diesel cycle.

12. Discuss about Mean Effective Pressure.

The mean effective pressure is a quantity relating to the operation of a reciprocating engine and is a
valuable measure of an engine's capacity to do work that is independent of engine
displacement. When quoted as an indicated mean effective pressure or IMEP (defined below), it
may be thought of as the average pressure acting on a piston during the different portions of its
cycle.
13. Infer the term stoichiometric air fuel ratio.
The stoichiometric mixture for a gasoline engine is the ideal ratio of air to fuel that burns all fuel
with no excess air. For gasoline fuel, the stoichiometric air–fuel mixture is about 14.7:1 i.e. for
every one gram of fuel, 14.7 grams of air are required.
14. Differentiate petrol and diesel engines.
There is a lot of difference between petrol and diesel engine and these are as follows:
 The petrol engine works on Otto cycle whereas diesel engine works on diesel cycle.
 In petrol engine the air and petrol are mixed in carburetor and it enters into the cylinder. In
diesel engine the fuel is first fed into the cylinder by a fuel injector and then gets mixed with air
inside the cylinder.
 In petrol engine first the compression of air and petrol is done and then it is ignited by an
electric spark. In diesel engine only the charge of air is compressed and ignition is done by the heat
of compressed air.
 The compression ratio in petrol engine is low as compared with the diesel engine.
 The power developed in petrol engine is low due to lower compression ratio. In diesel
engine the power developed is more due to higher compression ratio.

15. Define Octane rating of fuels.

 An octane rating, or octane number, is a standard measure of the performance of an engine
or aviation fuel. The higher the octane number, the more compression the fuel can withstand before
detonating (igniting).
16. What is a port timing diagram?
The sequence of operation of the ports is controlled by reciprocating movement of the piston in the
engine cylinder. Since the one cycle is completed in one revolution of the crank, the sequence of
operation of the ports can be represented in a circle (360°). This representation is known as a port
timing diagram.
17. Define Cetane number of a fuel and anti knock index.
diesel's cetane number is a measure of the fuel's delay of ignition time (the amount of time between
the injection of fuel into the combustion chamber and the actual start of combustion of the fuel
charge).
18. Why compression ratio of petrol engine is low while diesel engines have high compression ratio?
In petrol engine air + fuel mixture is drawn in during suction stroke

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 -In Diesel engine only air is sucked in during suction stroke
If compression ratio is high then more heat will be generated, as pressure and temperature are
directly related
Now in petrol engine ,if compression ratio is high the air fuel mixture will pre ignite (be spark plug
fires ) due to high temperature as a result of compression. This is also termed as misfire.
This doesn’t occur in diesel engine as only air is compressed .Even though the temperature is high
there is no diesel fuel while compression. Combustion starts only after diesel is injected
19. List the types of ignition systems.
a. Distributor less ignition system
b. Magneto ignition system
c. Battery ignition system
20. Compare and contrast monopoint and multi point fuel injection systems.
In a MPI system, each cylinder has its own individual injector. The injectors are mounted at
each of the intake ports so fuel can be sprayed directly into the ports. A single throttle body
meters the amount of air entering the intake manifold so the amount of fuel delivered can be
matched to the engine's needs.

PART C
Explain the construction and working of 4 stroke and 2 stroke petrol engines.
In this gasoline is mixed with air, broken up into a mist and partially vaporized in a
carburettor The mixture is then sucked into the cylinder. There it is compressed by
the upward movement of the piston and is ignited by an electric spark. When the
mixture is burned, the resulting heat causes the gases to expand. The expanding
gases exert a pressure on the piston (power stroke). The exhaust gases escape in
the next upward movement of the piston. The strokes are similar to those discussed
under four-stroke diesel engines. The various temperatures and pressures are
shown in Fig. 6. The compression ratio varies from 4:1 to 8:1 and the air-fuel
mixture from 10:1 to 20:1

21. (a)

TWO-STROKE CYCLE PETROL ENGINE

The two-cycle carburettor type engine makes use of an airtight crankcase for
partially compressing the air-fuel mixture (Fig. 6). As the piston travels down, the
mixture previously drawn into the crankcase is partially compressed. As the piston
nears the bottom of the stroke, it uncovers the exhaust and intake ports. The
exhaust flows out, reducing the pressure in the cylinder. When the pressure in the
combustion chamber is lower than the pressure in the crankcase through the port
openings to the combustion chamber, the incoming mixture is deflected upward by
a baffle on the piston. As the piston moves up, it compresses the mixture above
and draws into the crankcase below a new air-fuel mixture. The, two-stroke cycle
engine can be easily identified by the air-fuel mixture valve attached to the
crankcase and the exhaust Port located at the bottom of the cylinder.

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 Discuss about air standard cycles, fuel air cycles and actual cycles
Air standard cycles:
The Otto cycle is an air-standard cycle which approximates the processes in
petrol or diesel engines. It is based on constant volume heat addition (combustion)
and heat rejection processes, and isentropic compression and expansion
Fuel air cycles:
(b) The theoretical cycle based on the actual properties of the cylinder contents is
called the fuel – air cycle
Actual cycles:
The actual cycle experienced by internal combustion engines is an open cycle with
changing composition, actual cycle efficiency is much lower than the air standard
efficiency due to various losses occurring in the actual engine. ... Whereas,
in actual cycle, burning is completed in a definite interval of time.
22. (a) Explain the major components of IC Engines with its functions and materials.
1. Cylinder block
Cylinder is the main body of IC engine. Cylinder is a part in which the intake of
fuel, compression of fuel and burning of fuel take place. The main function of
cylinder is to guide the piston. It is in direct contact with the products of
combustion so it must be cooled. For cooling of cylinder a water jacket (for liquid
cooling used in most of cars) or fin (for air cooling used in most of bikes) are
situated at the outer side of cylinder. At the upper end of cylinder, cylinder head
and at the bottom end crank case is bolted. The upper side of cylinder is consists a
combustion chamber where fuel burns. To handle all this pressure and temperature
generated by combustion of fuel, cylinder material should have high compressive
strength. So it is made by high grade cast iron. It is made by casting and usually
cast in one piece.
2. Cylinder head
The top end of the engine cylinder is closed by means of removable cylinder head.
There are two holes or ports at the cylinder head, one for intake of fuel and other
for exhaust. Both the intake and exhaust ports are closed by the two valves known
as inlet and exhaust valve. The inlet valve, exhaust valve, spark plug, injector etc.
are bolted on the cylinder head. The main function of cylinder head is to seal the
cylinder block and not to permit entry and exit of gases on cover head valve
engine. Cylinder head is usually made by cast iron or aluminum. It is made by
casting or forging and usually in one piece.
3. Piston
A piston is fitted to each cylinder as a face to receive gas pressure and transmit the
thrust to the connecting rod. It is a prime mover in the engine. The main function
of piston is to give tight seal to the cylinder through bore and slide freely inside the
cylinder. Piston should be light and sufficient strong to handle gas pressure
generated by combustion of fuel. So the piston is made by aluminum alloy and
sometimes it is made by cast iron because light alloy piston expands more than cast
iron so they need more clearances to the bore.
4. Piston rings
A piston must be a fairly loose fit in the cylinder so it can move freely inside the

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cylinder. If the piston is too tight fit, it would expand as it got hot and might stick
tight in the cylinder and if it is too loose it would leaks the vapor pressure. To
provide a good sealing fit and less friction resistance between the piston and
cylinder, pistons are equipped with piston rings. These rings are fitted in grooves
which have been cut in the piston. They are split at one end so they can expand or
slipped over the end of piston. A small two stroke engine has two piston rings to
provide good sealing but a four stroke engine has an extra ring which is known as
oil ring. Piston rings are made of cast iron of fine grain and high elastic material
which is not affected by the working heat. Sometimes it is made by alloy spring
steel.
5. Connecting rod
Connecting rod connects the piston to crankshaft and transmits the motion and
thrust of piston to crankshaft. It converts the reciprocating motion of the piston into
rotary motion of crankshaft. There are two end of connecting rod; one is known as
big end and other as small end. Big end is connected to the crankshaft and the
small end is connected to the piston by use of piston pin. The connecting rods are
made of nickel, chrome, and chrome vanadium steels. For small engines the
material may be aluminum.
6. Crankshaft
The crankshaft of an internal combustion engine receives the efforts or thrust
supplied by piston to the connecting rod and converts the reciprocating motion of
piston into rotary motion of crankshaft. The crankshaft mounts in bearing so it can
rotate freely. The shape and size of crankshaft depends on the number and
arrangement of cylinders. It is usually made by steel forging, but some makers use
special types of cast-iron such as spheroidal graphitic or nickel alloy castings
which are cheaper to produce and have good service life.
7. Engine bearing
Everywhere there is rotary action in the engine, bearings are needed. Bearings are
used to support the moving parts. The crankshaft is supported by bearing. The
connecting rod big end is attached to the crank pin on the crank of the crankshaft
by a bearing. A piston pin at the small end is used to attach the rod to the piston is
also rides in bearings. The main function of bearings is to reduce friction between
these moving parts. In an IC engine sliding and rolling types of bearing used. The
sliding type bearing which are sometime called bush is use to attach the connecting
rod to the piston and crankshaft. They are split in order to permit their assembly
into the engine. The rolling and ball bearing is
used to support crankshaft so it can rotate freely. The typical bearing half is
made of steel or bronze back to which a lining of relatively soft bearing
material is applied.
8. Crankcase
The main body of the engine at which the cylinder are attached and which contains
the crankshaft and crankshaft bearing is called crankcase. It serves as the
lubricating system too and sometime it is called oil sump. All the oil for lubrication
is placed in it.
9. Valves
To control the inlet and exhaust of internal combustion engine, valves are used.
The number of valves in an engine depends on the number of cylinders. Two
valves are used for each cylinder one for inlet of air-fuel mixture inside the
cylinder and other for exhaust of combustion gases. The valves are fitted in the
port at the cylinder head by use of strong spring. This spring keep them closed.
Both valves usually open inwards.
10. Spark plug
It is used in spark ignition engine. The main function of a spark plug is to conduct
a high potential from the ignition system into the combustion chamber to ignite the
compressed air fuel mixture. It is fitted on cylinder head. The spark plug consists
of a metal shell having two electrodes which are insulated from each other with an
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 air gap. When high potential current supply to spark plug it jumping from the
supply electrode and produces the necessary spark.
11. Injector
Injector is usually used in compression ignition engine. It sprays the fuel into
combustion chamber at the end of compression stroke. It is fitted on cylinder head.
12. Manifold
The main function of manifold is to supply the air fuel mixture and collects the
exhaust gases equally from all cylinder. In an internal combustion engine two
manifold are used, one for intake and other for exhaust. They are usually made by
aluminum alloy.
13. Camshaft
Camshaft is used in IC engine to control the opening and closing of valves at
proper timing. For proper engine output inlet valve should open at the end of
exhaust stroke and closed at the end of intake stroke. So to regulate its timing, a
cam is use which is oval in shape and it exerts a pressure on the valve to open and
release to close. It is drive by the timing belt which drives by crankshaft. It is
placed at the top or at the bottom of cylinder.
14. Gudgeon pin or piston pin
These are hardened steel parallel spindles fitted through the piston bosses and the
small end bushes or eyes to allow the connecting rods to swivel. It connects the
piston to connecting rod. It is made hollow for lightness.
15. Pushrod
Pushrod is used when the camshaft is situated at the bottom end of cylinder.
It carries the camshaft motion to the valves which are situated at the cylinder head.
16. Flywheel
A flywheel is secured on the crankshaft. The main function of flywheel is to rotate
the shaft during preparatory stroke. It also makes crankshaft rotation more
uniform.
(b) Elucidate the required properties of IC Engine fuels.
The desirable properties of IC. engine fuels are :-
1. High energy density.
2 Good combustion qualities
3 High thermal stability.
4. Low deposit forming tendencies.
5. Compatibility with the engine hardware.
6. Good fire safety.
7 Low toxicity.
8.Low pollution.
9 Easy transfer ability and on board vehicle storage.

Draw and explain the ideal and actual indicator diagram of 4 stroke petrol and 4
stroke diesel engines.
Valve Timing Diagram for 4-Stroke Engine (petrol and diesel)
As we all know in 4-stroke engine the cycle completes in 4-strokes that are suction,
23. (a)
compression, expansion and exhaust , The relation between the valves (inlet and
outlet) and piston movement from TDC to BDC is represented by the graph known as
valve timing diagram.
Theoretical

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 Suction Stroke- The engine cycle starts with this stroke, Inlet valve opens as the
piston which is at TDC starts moving towards BDC and the air-fuel mixture in case of
petrol and fresh air in case of diesel engine starts entering the cylinder,till the piston
moves to BDC.
Compression Stroke- After the suction stroke the piston again starts moving from
BDC to TDC in order to compress the air-fuel (petrol engine) and fresh air (diesel
engine) which in turn raises the pressure inside the cylinder which is essential for the
combustion of the fuel.
 The inlet valve closes during this operation to provide seizure of the
chamber for the compression of the fuel.
Expansion Stroke- After compressing the fuel, The combustion of the fuel takes
place which in turn pushes the piston which is at TDC towards BDC in order to release
the pressure developed by the combustion and output is obtained .
 In petrol engine the air and fuel charge enters the cylinder during suction
stroke.
 In diesel engine combustion occurs due to the high compression provided
by the compression stroke which is responsible for raising the temperature inside
cylinder upto auto-ignition temperature of the diesel and air charge.
 In diesel engine the fresh air enters inside the cylinder during suction stroke
and the fuel is sprayed by the fuel injectors over the air.
Exhaust Stroke- After expansion stroke the piston which is at BDC starts moving
towards TDC followed by the opening of exhaust valve for the removal of the
combustion residual
 Exhaust valve closes after the piston reaches TDC.
Actual or Practical Process

In suction stroke of 4-stroke engine the inlet valve opens 10-20 degree advance to
TDC for the proper intake of air-fuel(petrol) or air (diesel) ,which also provides
cleaning of remaining combustion residuals in the combustion chamber.

 When the piston reaches BDC the compression stroke starts and again the
piston starts moving towards TDC ,The inlet valve closes 25-30 degree past the
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 BDC during the compression stroke,which provide complete seizure of the
combustion chamber for the compression of air-fuel(petrol engine)and air(diesel
engine).
 During the compression stroke as the piston moves towards TDC
,combustion of fuel takes place 20-35 degree before TDC which provides the
proper combustion of fuel and proper propagation of flame.
 The expansion strokes starts due to the combustion of fuel which in turn
releases the pressure inside the combustion chamber and provide rotation to the
crank shaft,The piston moves from TDC to BDC during expansion stroke which
continuous 30-50 degree before BDC.
 The exhaust valve opens 30-50 degree before BDC which in turn starts the
exhaust stroke and the exhaust of the combustion residual takes place with
movement of the piston from BDC toTDC which continues till the 10-20 degree
after the piston reaches TDC.
As we can see in the entire cycle of engine valves overlap 2 times i.e. closing of both
valves during compression stroke and opening of both valves during exhaust stroke.

Discuss about the major classification of IC Engines with suitable illustrations.

There are several possible ways to classify internal combustion engines.

1.Reciprocating
By number of strokes:

 Two-stroke engine
 Clerk cycle
 Day cycle
 Four-stroke engine (Otto cycle)
 Six-stroke engine
By type of ignition:

 Compression-ignition engine
 Spark-ignition engine (commonly found as gasoline engines)
By mechanical/thermodynamical cycle (these 2 cycles do not encompass all
reciprocating engines, and are infrequently used):
(b)
 Atkinson cycle
 Miller cycle
2.Rotary
For rotating-crankcase radial-cylindered engines, see Rotary engine.

 Wankel engine

Reciprocating engine
The base of a reciprocating internal combustion engine is the engine block, which
is typically made of cast iron or aluminium. The engine block contains
the cylinders. In engines with more than one cylinder they are usually arranged
either in 1 row (straight engine) or 2 rows (boxer engine or V engine); 3 rows are
occasionally used (W engine) in contemporary engines, and other engine
configurations are possible and have been used. Single cylinder engines are
common for motorcycles and in small engines of machinery. Water-cooled engines
contain passages in the engine block where cooling fluid circulates (the water
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jacket). Some small engines are air-cooled, and instead of having a water jacket the
cylinder block has fins protruding away from it to cool by directly transferring heat
to the air. The cylinder walls are usually finished by honing to obtain a cross hatch,
which is better able to retain the oil. A too rough surface would quickly harm the
engine by excessive wear on the piston.
The pistons are short cylindrical parts which seal one end of the cylinder from the
high pressure of the compressed air and combustion products and slide
continuously within it while the engine is in operation. The top wall of the piston is
termed its crown and is typically flat or concave. Some two-stroke engines use
pistons with a deflector head. Pistons are open at the bottom and hollow except for
an integral reinforcement structure (the piston web). When an engine is working,
the gas pressure in the combustion chamber exerts a force on the piston crown
which is transferred through its web to a gudgeon pin. Each piston has rings fitted
around its circumference that mostly prevent the gases from leaking into the
crankcase or the oil into the combustion chamber. A ventilation system drives the
small amount of gas that escapes past the pistons during normal operation (the
blow-by gases) out of the crankcase so that it does not accumulate contaminating
the oil and creating corrosion. In two-stroke gasoline engines the crankcase is part
of the air–fuel path and due to the continuous flow of it they do not need a separate
crankcase ventilation system.

Valve train above a Diesel engine cylinder head. This engine uses rocker arms but
no pushrods.
The cylinder head is attached to the engine block by numerous bolts or studs. It has
several functions. The cylinder head seals the cylinders on the side opposite to the
pistons; it contains short ducts (the ports) for intake and exhaust and the associated
intake valves that open to let the cylinder be filled with fresh air and exhaust
valves that open to allow the combustion gases to escape. However, 2-stroke
crankcase scavenged engines connect the gas ports directly to the cylinder wall
without poppet valves; the piston controls their opening and occlusion instead. The
cylinder head also holds the spark plug in the case of spark ignition engines and
the injector for engines that use direct injection. All CI engines use fuel injection,
usually direct injection but some engines instead use indirect injection. SI engines
can use a carburetor or fuel injection as port injection or direct injection. Most SI
engines have a single spark plug per cylinder but some have 2. A head
gasket prevents the gas from leaking between the cylinder head and the engine
block. The opening and closing of the valves is controlled by one or
several camshafts and springs—or in some engines—a desmodromic
mechanism that uses no springs. The camshaft may press directly the stem of the
valve or may act upon a rocker arm, again, either directly or through a pushrod.
Engine block seen from below. The cylinders, oil spray nozzle and half of the main
bearings are clearly visible.
The crankcase is sealed at the bottom with a sump that collects the falling oil
during normal operation to be cycled again. The cavity created between the
cylinder block and the sump houses a crankshaft that converts the reciprocating
motion of the pistons to rotational motion. The crankshaft is held in place relative
to the engine block by main bearings, which allow it to rotate. Bulkheads in the
crankcase form a half of every main bearing; the other half is a detachable cap. In
some cases a single main bearing deck is used rather than several smaller caps.
A connecting rod is connected to offset sections of the crankshaft (the crankpins)
in one end and to the piston in the other end through the gudgeon pin and thus
transfers the force and translates the reciprocating motion of the pistons to the
circular motion of the crankshaft. The end of the connecting rod attached to the
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gudgeon pin is called its small end, and the other end, where it is connected to the
crankshaft, the big end. The big end has a detachable half to allow assembly
around the crankshaft. It is kept together to the connecting rod by removable bolts.
The cylinder head has an intake manifold and an exhaust manifold attached to the
corresponding ports. The intake manifold connects to the air filter directly, or to
a carburetor when one is present, which is then connected to the air filter. It
distributes the air incoming from these devices to the individual cylinders. The
exhaust manifold is the first component in the exhaust system. It collects the
exhaust gases from the cylinders and drives it to the following component in the
path. The exhaust system of an ICE may also include a catalytic
converter and muffler. The final section in the path of the exhaust gases is
the tailpipe.
4-stroke engines
a. Diagram showing the operation of a 4-stroke SI engine. Labels:
1 Induction
2 Compression
3 Power
4 Exhaust
The top dead center (TDC) of a piston is the position where it is nearest to the
valves; bottom dead center (BDC) is the opposite position where it is furthest from
them. A stroke is the movement of a piston from TDC to BDC or vice versa,
together with the associated process. While an engine is in operation, the
crankshaft rotates continuously at a nearly constant speed. In a 4-stroke ICE, each
piston experiences 2 strokes per crankshaft revolution in the following order.
Starting the description at TDC, these are

1. Intake, induction or suction: The intake valves are open as a result of the
cam lobe pressing down on the valve stem. The piston moves downward
increasing the volume of the combustion chamber and allowing air to enter
in the case of a CI engine or an air fuel mix in the case of SI engines that
do not use direct injection. The air or air-fuel mixture is called
the charge in any case.
2. Compression: In this stroke, both valves are closed and the piston moves
upward reducing the combustion chamber volume which reaches its
minimum when the piston is at TDC. The piston performs work on the
charge as it is being compressed; as a result its pressure, temperature and
density increase; an approximation to this behavior is provided by the ideal
gas law. Just before the piston reaches TDC, ignition begins. In the case of
a SI engine, the spark plug receives a high voltage pulse that generates the
spark which gives it its name and ignites the charge. In the case of a CI
engine the fuel injector quickly injects fuel into the combustion chamber as
a spray; the fuel ignites due to the high temperature.
3. Power or working stroke: The pressure of the combustion gases pushes the
piston downward, generating more work than it required to compress the
charge. Complementary to the compression stroke, the combustion gases
expand and as a result their temperature, pressure and density decreases.
When the piston is near to BDC the exhaust valve opens. The combustion
gases expand irreversibly due to the leftover pressure—in excess of back
pressure, the gauge pressure on the exhaust port—; this is called
the blowdown.
4. Exhaust: The exhaust valve remains open while the piston moves upward
expelling the combustion gases. For naturally aspirated engines a small
part of the combustion gases may remain in the cylinder during normal
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 operation because the piston does not close the combustion chamber
completely; these gases dissolve in the next charge. At the end of this
stroke, the exhaust valve closes, the intake valve opens, and the sequence
repeats in the next cycle. The intake valve may open before the exhaust
valve closes to allow better scavenging.
2-stroke engines
Main article: 2-stroke engine
The defining characteristic of this kind of engine is that each piston completes a
cycle every crankshaft revolution. The 4 processes of intake, compression, power
and exhaust take place in only 2 strokes so that it is not possible to dedicate a
stroke exclusively for each of them. Starting at TDC the cycle consist of:

1. Power: While the piston is descending the combustion gases perform work
on it, as in a 4-stroke engine. The same thermodynamic considerations
about the expansion apply.
2. Scavenging: Around 75° of crankshaft rotation before BDC the exhaust
valve or port opens, and blowdown occurs. Shortly thereafter the intake
valve or transfer port opens. The incoming charge displaces the remaining
combustion gases to the exhaust system and a part of the charge may enter
the exhaust system as well. The piston reaches BDC and reverses direction.
After the piston has traveled a short distance upwards into the cylinder the
exhaust valve or port closes; shortly the intake valve or transfer port closes
as well.
3. Compression: With both intake and exhaust closed the piston continues
moving upwards compressing the charge and performing a work on it. As
in the case of a 4-stroke engine, ignition starts just before the piston
reaches TDC and the same consideration on the thermodynamics of the
compression on the charge.
While a 4-stroke engine uses the piston as a positive displacement pump to
accomplish scavenging taking 2 of the 4 strokes, a 2-stroke engine uses the last
part of the power stroke and the first part of the compression stroke for combined
intake and exhaust. The work required to displace the charge and exhaust gases
comes from either the crankcase or a separate blower. For scavenging, expulsion of
burned gas and entry of fresh mix, two main approaches are described: Loop
scavenging, and Uniflow scavenging, SAE news published in the 2010s that 'Loop
Scavenging' is better under any circumstance than Uniflow Scavenging

24. (a) Sketch a simple Carburetor, name its different parts and mention its functions.

The function of a carburetor is to vaporize the petrol (gasoline) by means of engine

suction and to supply the required air and fuel (petrol) mixture to the engine
cylinder. During the suction stroke, air flows from atmosphere into the cylinder.
As the air passes through the venturi, velocity of air increases and its pressure falls
below the atmosphere. The pressure at the nozzle tip is also below the atmospheric
pressure. The pressure on the fuel surface of the fuel tank is atmospheric. Due to
which a pressure difference is created, which causes the flow of fuel through the
fuel jet into the air stream. As the fuel and air pass ahead of the venturi, the fuel
gets vaporized and required uniform mixture is supplied to the engine.
The quantity of fuel supplied to the engine depends upon the opening of throttle
valve which is governed by the governor.

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 The main parts of a simple carburetor are:
Float chamber: The level of fuel in the float chamber is maintained slightly below
the tip of the nozzle. If the level of petrol is above then the petrol will run from the
nozzle and drip from the carburetor. If the petrol level is kept low than the tip of
the nozzle then part of pressure head is lost in lifting the petrol up to the tip of
nozzle. Generally it is kept at 5mm from the level of petrol in the float chamber.
The level of the fuel is kept constant with the help of float and needle valve. The
needle valve closes the inlet supply from main tank if the level rises above the
required level. If the level of fuel decreases then the needle valve opens the supply.
Generally the fuel level is kept 5mm below the nozzle tip.
Venturi: When the mixture passes through the narrowest section its velocity
increases and pressure falls below the atmospheric. As it passes through the
divergent section, pressure increases again.
hrottle valve: It controls the quantity of air and fuel mixture supplied to the engine
through intake manifold and also the head under which the fuel flows.
Choke: It provides an extra rich mixture during to the engine starting and in cold
weather to warm up the engine. The choke valve is nearly closed during clod
starting and warming. It creates a high vacuum near the fuel jet which causes flow
of more fuel from the jet.

(b) Discuss the construction and working of Solex carburetor.

Solex carburetor is famous for its performance, reliability, and ease of starting. The
figure shows a diagram of
a downdraught solex carburetor. This type of carburetor has distinct fuel circuit for
starting, idling,
acceleration, low speed operations, etc. Provisions on solex carburetor ensure the
supply of richer mixture at
starting, and weaker mixture during cruising of the engine.
Figure shows different component of the solex carburetor. The bi-starter is helpful
in cold starting of the
engine and it is a unique device for solex carburetor.
The various component of solex carburetor and fuel and air circuits for various
operations are described
Below

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Cold starting and warming circuit
Bi-starter is the unique device incorporate with the solex carburetor for the easy
cold starting. Bistarter valve,
in the form of flat disc with holes (of different sizes) is connected to starter
gasoline jet (4) and starter air jet
(passage which opens just below the throttle valve at (5). The starter lever is used
to positioning or shift the
size of hole come opposite to the passage. Starter lever is operated by using the
flexible cable from the
dashboard controls.
Richer air-fuel mixture is required during starting, after starting the mixture is
progressively leaned. While
starting, throttle valve remains in closed position and bigger holes are positioned in
bistarter. Then the whole
engine suction is forced to starting passage. While suction passes through the
starting passage, it carries air
from air jet (5) and fuel from jet (4). The final output of starting passage is rich
enough for starting.
After engine reaches some speed, the smaller holes brought in front of gasoline jet
by using the lever.
Thereby reduce gasoline amount and weaken the air-fuel mixture. Similarly, when
engine reaches normal
speed, the next small hole is brought in front of gasoline jet. Finally, the starter
valve is completely closed by
the starter lever.
Normal running circuit
In normal running speed, the bistarter circuit is closed and the throttle valve is
opened. In normal running
circuit, the fuel is supplied through the main metering jet from the float chamber.
The fuel enters to the well of
air-bleed emulsion system (1), then fuel sprays into the suction air in the venturi
through the horizontal
spraying nozzles (3) on the air-bleed emulsion system. The air correction jet (2) on
the air-bleed emulsion
system calibrate the incoming air and ensure the correct air-fuel ratio.
Idling and slow running circuit
In idling operation of the engine, the throttle valve is kept closed. The fuel flows
from the well of emulsion
system to the piolet jet. Fuel is then get mixed with little air through the piolet air-
bleed orifice. This air-fuel
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 mixture is then sent down below the throttle. Idling adjustment screw in this
passage help to vary and set
desired idling speed.
In order to a smoother transition from idle/low-speed operation to the main
operation, a bypass orifice (6) is
provided at the venturi side of the throttle. When the throttle opens gradually, the
suction at idle port is
reduced, but suction pressure is exerted at bypass orifice (6). This arrangement
offset the reduction of
suction at idle port.
Acceleration circuit
During acceleration of engine more fuel is required; diaphragm type pump is used
to supply this extra fuel.
When acceleration pedal is pressed, the pump connects to the pedal press pump
diaphragm towards left.
The diaphragm movement forces the fuel to pump injector (7) through the pump
jet. When the accelerator is
released, the pump lever pulls the diaphragm. The movement of diaphragm create
a vacuum in diaphragm
pump, and gasoline from float chamber is then sucked in to pump through the inlet
valve.
Advantages of Solex carburetor
Separate circuit for different scenario. (Starting circuit, idling circuit, accelerating
circuit, etc.)
Solex carburetor is tuned to change flow as per real requirement. This will reduce
fuel wastage and
reduce emission.
Ease of starting. The Bi-starter helps to cold starting of the vehicle.
Throttle response increase.
Solex carburetor has an additional pump circuit for sudden acceleration
requirement
25. (a) Draw the p-theta diagram of a petrol engine for normal and abnormal combustion.
There are three stages of combustion in SI Engine as shown
i. Ignition lag stage
ii. Flame propagation stage
iii. After burning stage
i. Ignition lag stage:
There is a certain time interval between instant of spark and instant where there is
a noticeable rise in pressure due to combustion. This time lag is called IGNITION
LAG. Ignition lag is the time interval in the process of chemical reaction during
which molecules get heated up to self-ignition temperature , get ignited and
produce a self-propagating nucleus of flame. The ignition lag is generally
expressed
in terms of crank angle (q1). The period of ignition lag is shown by path ab.
Ignition lag is very small and lies between 0.00015 to 0.0002 seconds. An
ignition lag of0.002 seconds corresponds to 35 deg crank rotation when the engine
is running at 3000 RPM. Angle of advance increase with the speed. This is a
chemical process depending upon the nature of fuel, temperature and pressure,
proportions of exhaust gas and rate of oxidation or burning.

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 ii. Flame propagation stage:
Once the flame is formed at ‚b‛, it should be self-sustained and must be able to
propagate through the mixture. This is possible when the rate of heat generation
by burning is greater than heat lost by flame to surrounding. After the point ‚b‛,
the flame propagation is abnormally low at the beginning as heat lost is more than
heat generated. Therefore pressure rise is also slow as mass of mixture burned is
small. Therefore it is necessary to provide angle of advance 30 to35 deg, if the
peak pressure to be attained 5-10 deg after TDC. The time required for crank to
rotate through an angle q2 is known as combustion period during which
propagation of flame takes place.
iii. After burning:
Combustion will not stop at point ‚c‛ but continue after attaining peak pressure
and this combustion is known as after burning. This generally happens when the
rich mixture is supplied to engine.
(b) Illustrate Monopoint, Multipoint and Gasoline Direct injection systems.

*****

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