Chapter 1.

Introduction
1.1 Historical Development of an
Engine
The distinctive feature of our civilization today, one
that makes it different from all others, is wide use of
mechanical power . At one time , the primary source of
power for the work was chiefly man’s muscles. Later ,
animals were trained to help and afterwards the wind and
the running stream were harnessed . But, the great step was
taken in this direction when man learned the art of energy
conversion from one form to another. The
machine which does this job of energy conversion is called an
Engine .
Chapter 1. Introduction

1.1 Historical Development of an

Engine

The credit of inventing the Spark Ignition (SI)Engine

goes to Nicolaus A. Otto(1876), whereas Compression
Ignition (CI)Engine was invented by Rudolf Diesel (1892)
and Wankel Engine invented by Felix Wankel(1929) .
Chapter 1. Introduction
Engine
- An engine is the Device which transforms one form of energy
into another form.
However, while transforming energy from one form to another,
the efficiency of conversion plays an important role.

Heat Engine
- Is a device which transforms the chemical energy of a fuel into
thermal energy and utilizes this thermal energy to perform
useful work.
Chapter 1. Introduction
Classification of Heat Engine
- An engine whether Internal Combustion or External combustion
Are two types Rotary and Reciprocating.

Reciprocating
1. Gasoline Engine ( SI Engine)
2. Diesel Engine ( CI Engine)

Rotary
1. Wankel Engine
Chapter 1. Introduction
Classification of IC an Engine
- An engine whether Internal Combustion or External combustion
Are two types Rotary and Reciprocating.

Reciprocating
1. Gasoline Engine ( SI Engine)
2. Diesel Engine ( CI Engine)

Rotary
1. Wankel Engine
1.2. Main Components
Internal Combustion Engines
Cylinder Block- The Cylinder block is the main supporting structure
for the various component
IC Engine Components
Cylinder – It is a cylindrical vessel or space in which the piston makes
reciprocating motion.
IC Engine Components
Piston – It is a cylindrical component fitted into the cylinder
IC Engine Components
Inlet and exhaust Valves - – It is commonly mushroom shaped
poppet type.
IC Engine Components
Spark Plug - – It is the component that initiates the combustion
process in Spark Ignition (SI) Engines.
IC Engine Components
Intake Manifold- – It is The pipe which connects the intake system to the inlet
valve and through which air fuel mixture is drawn to the cylinder.
IC Engine Components
Exhaust Manifold- – It is the pipe which connects the exhaust system to the exhaust
valve of the engine and through which the the product of combustion escape into the
atmosphere.
IC Engine Components
Piston Rings - – It provide a tight seal between piston and the cylinder
wall thus preventing leakage of combustion gases..
IC Engine Components
Gudgeon Pin - – It forms the link between the small end of the
connecting rod and the piston..
IC Engine Components
Connecting Rods - – It interconnects the piston and the crankshaft .
IC Engine Components
Crankshaft - – It converts the reciprocating motion of the piston into
useful rotary motion of the output shaft.
IC Engine Components
Combustion chamber – It is the space enclosed in the upper part of the
cylinder , by the cylinder head and the piston top during combustion process.
IC Engine Components
camshaft- – Its associated parts control the opening and closing of the
two valves.
IC Engine Components
Cams- – It is made as integral parts of the camshaft and are designed
in such away to open the valves in correct timing.
IC Engine Components
Flywheel- – It is attached to the output shaft in order to achieve a
uniform torque .
IC Engine Components
Assembly of parts:
IC Engine Nomenclature's

Assembly of parts:
IC Engine Nomenclature's

Assembly of parts:
IC Engine Nomenclature's

Assembly of parts:
IC Engine Nomenclature's

Assembly of parts:
IC Engine Nomenclature's

Assembly of parts:
Chapter 1. Introduction
1.3 4 Stroke Spark Ignition (SI) Engine
It requires four stroke of the piston to complete one cycle
of operation in an engine cylinder .
The four stroke of SI Engine sucking fuel- air mixture in the carburettor
known as charge are described below:
1. Suction or Charging stroke( Intake Stroke)- in this stroke the inlet
valve opens and charged is sucked into the cylinder as the piston moves
downward form Top Dead Center (TDC) to Bottom Dead Center
(BDC).
2. Compression Stroke – in this stroke both inlet and exhaust valves are
closed and the charged is compressed as the piston moves upwards
from BDC to TDC. As a result of Compression , the pressure and
temperature of charge increases considerably this completes one
revolution of the crankshaft.
Chapter 1. Introduction
1.3 4 Stroke Spark Ignition (SI) Engine
3. Expansion or Working Stroke ( Power Stroke)- Shortly before
the piston reaches the TDC (during compression stroke). The charge
is ignited with the help of Spark plug. It suddenly increases the
pressure and temperature of the products of combustion. Due to the
rise in pressure the piston pushed down with great force.
4. Exhaust stroke – In this stroke, the Exhaust valve is open as the
piston moves from BDC to TDC . This movements of piston pushes
out the product of combustion from the cylinder and are exhausted
through the exhaust valve into the atmosphere this complete the
cycle and the engine cylinder is ready to suck the charge again .
1.6 Cylinder Arrangement of IC Engine
Chapter 1. Introduction
1.4 4 Stroke Compression Ignition
(CI) Engine or Diesel Engine
It is known to be Compression Ignition Engine because
the ignition takes place due to the heat produced in the engine
cylinder at the end of compression stroke.
The four stroke of Diesel Engine sucking pure air are described below:
1. Suction or Charging stroke( Intake Stroke)- in this stroke the
inlet valve opens and pure air is sucked into the cylinder as the piston
moves downwards from TDC to BDC.
2. Compression Stroke – in this stroke both inlet and exhaust valves
are closed and the air is compressed as the piston moves upwards
from BDC to TDC. As a result of Compression , the pressure and
temperature of air increases considerably this completes one
revolution of the crankshaft.
Chapter 1. Introduction
1.4 4 Stroke Compression Ignition
(CI) Engine or Diesel Engine
3. Expansion or Working Stroke ( Power Stroke)- Shortly before
the piston reaches the TDC (during compression stroke) fuel is
injected in the form of very fine spray into the engine cylinder
through the nozzle known as fuel injection valve. At this moment
the temperature of compressed air is sufficiently high to ignite the
fuel. It suddenly increases the pressure and temperature of the
product of combustion . Due to the increase of the pressure the
piston is pushed down in great force.
4. Exhaust stroke – In this stroke, the Exhaust valve is open as the
piston moves from BDC to TDC . This movements of piston pushes
out the product of combustion from the cylinder and are exhausted
through the exhaust valve into the atmosphere this complete the
cycle and the engine cylinder is ready to suck the air again .
Chapter 1. Introduction
1.4 4 Stroke Compression Ignition
(CI) Engine or Diesel Engine
Chapter 1. Introduction
1.5 2 Stroke IC Engine
The two stroke engine the cycle is completed in one revolution of
crankshaft . ( Invented by Dugald Clark ,1878)
The main difference between two stroke and four stroke is in the
method of filling the fresh charge and removing the burnt gases from
the cylinder. In the four stroke engine these operations are performed
by the engine piston during the suction and exhaust strokes
respectively. In the two stroke engine , the filling process is
accomplished by the charge compressed in crankcase or a blower. The
Induction of the compressed charge moves out the product of
combustion through exhaust ports. Therefore two strokes are
sufficient to complete the cycle one for compressing fresh charge and
the other for power stroke.
Chapter 1. Introduction
1.5 2 Stroke IC Engine
Piston moves only twice in a two stroke engine. The first movement is
called the compression stroke and the second stroke is called the
power stroke.
1. Compression stroke: Compression stroke is an act of compressing
fuel. During compression stroke piston goes up compressing the fuel
in to the engine.
2. Power stroke: Compression stroke is followed by power stroke.
During a power stroke the fuel is ignited, which pushes the piston
down producing a lot of power and torque. It also involves in taking
new fuel and air to start compression again.
Chapter 1. Introduction
1.5 2 Stroke IC Engine
Chapter 1. Introduction
1.5 2 Stroke IC Engine
Chapter 1. Introduction
1.5 2 Stroke IC Engine
Comparison of Four Stroke and Two stroke Engines:
 As a 2 stroke engine receives power stroke twice than that of four
stroke engines they generate more power and torque. Also, 2 stroke
engines are noisier when compared to four stroke engines.
 2 stroke engines does all the act of exhausting and taking fuel in at a
single stroke i.e. power stroke, it is more polluting.
 2 stroke engines want more lubrication when compared to four stroke
engines. One will have to keep the engine lubricated frequently
(oiling) for smooth riding experience.
 2 stroke engines are not suitable for long term as they tend to produce
more noise and pollution simultaneously.
Chapter 1. Introduction
1.5 2 Stroke IC Engine
 4 stroke engines are fuel efficient, smoother riding experience, less
polluting and least noisy.
 4 stroke engines do not emit as much smoke as 2 stroke ones do. They
also have a long term life.

Conclusion:
Though a two stroke engine emits more power and torque,
they are not suited for the day to day activity. Moreover, they are
not fuel efficient, have a short life, polluting agent and also
noisier than 4 stroke ones. Therefore, 4 stoke engines should be
preferred as they are more fuel efficient, less polluting, and
affordable. 4 stroke bikes are ideal for day to day activities.
1.5 Cylinder Arrangement
1. In- line
2. U- Cylinder
3. V- Cylinder
4. X- cylinder
5. Radial
6. H- Type
7. Opposed Cylinder
8. Opposed Piston
9. Delta Type
2.1 Introduction
State p  RT R  287 J
kg K
equation and   1.4 for compressor
Constants
  1.33 for turbine

Entropy cP   1 R cv   11  R
change of a T2 P2
process s  cP  ln( )  R ln( )
T1 P1


Isentropic P2   2   T2   1
     
process P1  1   T1 
2.1 Introduction
State p  RT R  287 J
kg K
equation and   1.4 for compressor
Constants
  1.33 for turbine

Entropy cP   1 R cv   11  R
change of a T2 P2
process s  cP  ln( )  R ln( )
T1 P1


Isentropic P2   2   T2   1
     
process P1  1   T1 
2.1 Introduction
State p  RT R  287 J
kg K
equation and   1.4 for compressor
Constants
  1.33 for turbine

Entropy cP   1 R cv   11  R
change of a T2 P2
process s  cP  ln( )  R ln( )
T1 P1


Isentropic P2   2   T2   1
     
process P1  1   T1 
Ideal Gas Isentropic Relations
State p  RT R  287 J
kg K
equation and   1.4 for compressor
Constants
  1.33 for turbine

Entropy cP   1 R cv   11  R
change of a T2 P2
process s  cP  ln( )  R ln( )
T1 P1


Isentropic P2   2   T2   1
     
process P1  1   T1 
2.2 Ideal Air Standard Cycles
Carnot Cycle
Carnot Cycle
Carnot Cycle
Carnot Cycle
Otto Cycle
Otto Cycle
Otto Cycle
Otto Cycle
Otto Cycle
Otto Cycle
Dual Cycle
Dual Cycle
Dual Cycle
Dual Cycle
Dual Cycle
Dual Cycle
Dual Cycle
Brayton CycLe

Dual Cycle Thermal Efficiency

where: γ = Cp/Cv
Brayton CycLe

Dual Cycle Thermal Efficiency

where: γ = Cp/Cv
2.3 Fuel Air Cycles
2.3 Fuel Air Cycles
2.3 Fuel Air Cycles
2.3 Fuel Air Cycles
2.3 Fuel Air Cycles
2.3 Fuel Air Cycles
2.3 Fuel Air Cycles
2.3 Fuel Air Cycles
2.3 Fuel Air Cycles
2.3 Fuel Air Cycles
2.3 Fuel Air Cycles
2.3 Fuel Air Cycles
2.3 Fuel Air Cycles
2.3 Fuel Air Cycles
2.3 Fuel Air Cycles
2.3 Fuel Air Cycles
2.3 Fuel Air Cycles
2.3 Fuel Air Cycles
2.3 Fuel Air Cycles
2.3 Fuel Air Cycles
2.3 Fuel Air Cycles
2.3 Fuel Air Cycles
2.3 Fuel Air Cycles
2.3 Fuel Air Cycles
2.3 Fuel Air Cycles
2.4 Actual Cycles and Engine Efficiencies
2.4 Actual Cycles and Engine Efficiencies
2.4 Actual Cycles and Engine Efficiencies
2.4 Actual Cycles and Engine Efficiencies
Performance Equations and Engine
Characteristics
Performance Equations and Engine
Characteristics
Performance Equations and Engine
Characteristics
Performance Equations and Engine
Characteristics
Performance Equations and Engine
Characteristics
Performance Equations and Engine
Characteristics
Performance Equations and Engine
Characteristics
Performance Equations and Engine
Characteristics
Performance Equations and Engine
Characteristics
Performance Equations and Engine
Characteristics
Performance Equations and Engine
Characteristics
Chapter 4. Fuels
Introduction :
Internal combustion engine can be operated on
different kind of fuels, including liquid , gaseous, and even
solid materials. The character of the fuels used may have
considerable influence on the design, output , efficiency of
fuel consumption, reliability and durability of the engine.
Therefor , more research has been carried out in this field
than in any other aspect of engine development.
Over 99% of the worlds internal combustion engines
use liquid fuels
Derived from petroleum and some countries use similar fuels
derived by hydrogenation of coal.
Chapter 4. Fuels
Important fuels for IC engines are listed below :
A. Liquid Fuels- Gasoline , Kerosene, Diesel
B. Gaseous Fuels- Blast Furnace gas, Coal gas , Natural Gas
C. Solid Fuels- Powdered Coal
D. Non- Petroleum Fuels- Methyl Alcohol , Ethyl Alcohol
Chapter 4. Fuels
Important Qualities of SI Engine Fuels
A. Volatility
B. Detonation and Pre ignition Characteristics (Anti Knocking Characteristics)
C. Heat of Combustion
D. Heat of Evaporation
E. Chemical stability, neutrality and Cleanliness
F. Safely
G. Cost and availability
Chapter 4. Fuels
Volatility
-is one of the most important characteristics of liquid fuel.
It is defined as the tendency of liquid to evaporate and controls the fuel air ratio.
Detonation
-It is a loud pulsating noise heard within the engine cylinder ( also known as
knocking or pinking).It is the propagation of a high speed pressure wave created
by the auto ignition of end portion of unburnt fuel. The blow of this pressure
wave may be sufficient enough to break the piston. Thus detonation is harmful
to the engine and must be avoided.
Chapter 4. Fuels
Factors that causes detonation:
a. The shape of combustion chamber
b. The relative position of the spark plug in case of petrol
engine.
c. The chemical nature of the fuel
d. The initial pressure and temperature of the fuel
e. The rate of combustion of that portion the fuel first ignite.
This portion of the fuel in heating up, compresses the
remaining unburnt fuel, thus producing the condition of auto
ignition to occur.
Chapter 4. Fuels
The following are the chief effects due to detonation:
a. A loud pulsating noise accompanied by vibration of the
engine.
b. An increase of heat lost to the surface of combustion
chamber.
c. An increase in Carbon deposits.
Chapter 4. Fuels
Sulphur Content
- A good fuel must possess low sulphur content because
formation of sulphuric acids causes corrosion. Other sulphur
compounds formed slowdown the action of tetraethyl lead
and decrease the anti knock quality of fuel.
Cleanliness
- The fuel must be clean and should not contain dirt or dust.
The corrosion can cause pitting in the valve faces there Can
therefore, be leakage of hot gasese and lowering of
compression ratio.
Chapter 4. Fuels
Ratings of SI Engine Fuels
- the quality of fuels is judged on the basic of its fuel ratings . There
are different methods in adopting for fuel ratings:
a. Highest Useful Compression Ratio ( HUCR)
b. Octane Number
c. Performance Number
Chapter 4. Fuels
A. Highest Useful Compression Ratio ( HUCR)
- If the compression ratio is increased for a particular fuel ,
detonation starts at some compression ratio. This compression
ratio is called HUCR . This test is carried out on a variable
compression engine. The HUCR is 10.96 for iso- octane and 3.75
for N- Heptane . This method is no longer popular.
Chapter 4. Fuels
B. Octane Number
- This method was introduced by CFR ( Cooperative Fuel Research ) committee , USA.
Normal heptane is arbitrarily placed at O.N.= 0 due to its worst anti knock characteristics and iso – octane is placed at O.N.= 100 due to its best anti
knock characteristics. The octane number of any fuel is the percentage of iso-octane by volume in the mixture of iso- octane and normal heptane
which gives the same anti knock characteristics as the fuel under standard test conditions.
Chapter 4. Fuels
C. Performance Number
- With the advancement of fuel technology many hydrocarbons have been found to have octane number more than 100. For example , aviation fuels
have O.N. > 100 . To express their relative rating, another scale has been devised which is called Performance Number (PN).
It is based on the indicated power produced by the engine operating under standard conditions. It indicates the maximum power produced by an
engine without knocking in the fuel used over the maximum power produced by an engine with out knocking using iso –octane.
Chapter 4. Fuels
Dopes or Additives:
- Various dopes or additives are mixed with petrol to achieve desirable properties . These maybe hydrocarbons , non hydrocarbons, organic or inorganic compounds.
important additives are:
a. Benzole
b. Ethyl Alcohol
c. Tetra Ethyl Lead (TEL)
d. Tetra Methyl Lead (TML)
Chapter 4. Fuels
Purpose of Dopes or Additives:
1. Oxidation Inhibitors- these are meant to avoid reaction of some components of petrol with each other and with oxygen thus controlling deposit
formation during storage.
2. Rust Inhibitors – These are added to protect components of the fuel supply system against rusting.
3. Metal Deactivators- These are added to inhibit reactions between the petrol and metals in the fuel supply system.
4. Detergents – Keeps the carburettor jets clean and prevent their clogging.
5. TEL ( Tetra Ethyl Lead) – It is added to increase the octane ratings.
Chapter 4. Fuels
S.I. Engine Fuels:
I. Present Fuels.
a. Gasoline or Petrol
b. L.P.G. (Liquified Petroleum Gas)
II. Alternative Fuels
a. Alcohol
b. Benzol
c. hydrogen
Chapter 4. Fuels
1. Gasoline or Petrol
- It is the mixture of hydrocarbons , manufactured by crude distillation followed by refining process. The composition is not fixed. These are
prepared by blending different refinery gasolines and additives to obtain desired quality of fuel having desired octane number, volatility, stability
and antiknock qualities
2. LPG ( Liquefied Petroleum gas)
- It contains mainly butane and propane and is also used as engine fuel. The engine is provided with special fuel system.
Chapter 4. Fuels
Alternative fuels:
1. Alcohol
-Ethyl Alcohol is mainly used as a fuel. It has high anti knock rating ( above 100) and is used as blending agent. It has Low calorific value ( 27,000 KJ/Kg)
and higher cost per liter than gasoline.
2. Benzol
- It is obtained by distillation of coal. It has very high octane number( above 115) and is valuable blending component. But it has high freezing and not
suitable for uses in cold climate. High aroma content leads to large carbon deposits.
Chapter 4. Fuels
Alternative fuels:
3. Hydrogen
- It is a perfect fuel . Hydrogen is used in liquid form . It emits less pollution . The power output of hydrogen air engine is lower then
petrol engine due to lower volumetric efficiency and back fire.
Chapter 4. Fuels
Important Quality of CI Fuels:
a. Ignition Quality
b.Viscosity
c. Heat of combustion
d.Volatility
e. Cleanliness
f. Non corrosiveness
Chapter 4. Fuels
Ignition Quality
- The term ignition quality is used to cover loosely the ignition temperature vs. delay characteristics of fuel when used in engine. Good ignition quality means short
delay angle at given speed , compression ration, air inlet and jacket temperature.
Viscosity
- Diesel fuel is injected into the combustion chamber. High viscosity fuel is not finely atomized and requires more injection pressure.
Chapter 4. Fuels
Ignition Quality
- The term ignition quality is used to cover loosely the ignition temperature vs. delay characteristics of fuel when used in engine. Good ignition quality means short delay
angle at given speed , compression ration, air inlet and jacket temperature.
Viscosity
- Diesel fuel is injected into the combustion chamber. High viscosity fuel is not finely atomized and requires more injection pressure. The injection pressure and the degree
of atomization of the fuel depend on diesel viscosity.
Chapter 4. Fuels
Sulphur Content
- The pressure of the sulphur in the diesel fuel reduces the self ignition temperature of the fuel. The injected fuel starts burning at a lower temperature in the
combustion chamber. On the other hand high sulphur increases wear due to acidic corrosion and deposition of carbon on piston rings.
Volatility
- Diesel fuel must be volatile at the cylinder temperature. If volatility of fuel is less, it burns only partially and leave carbon particles. These carbon particles in the
cylinder cause cylinder wear and can chock the injector orifice.
Chapter 4. Fuels
Cleanliness
- The fuel should be free from water and sediments. These can damage the injection unit( Fuel pump and Fuel Injector)
Ignition Lag
- A fuel particle takes a certain time to ignite after injection into the combustion chamber. The time interval is called ignition lag. Lesser the time of ignition
lag , better quality of fuel.
Chapter 4. Fuels
CI or Diesel fuel Rating:
The ignition lag of diesel fuel can result in sudden and rapid ignition of accumulated fuel in the combustion chamber. This causes knock in CI Engine .
The ignition quality of diesel is measured by cetane number.
Cetane number- is the percentage of cetane over the mixture of cetane and methyl naphthalene. For example if the cetane number of diesel fuel is
assigned to be 85 that means the mixture has 85% cetane and 15% methyl naphthalene.
Chapter 4. Fuels
Methods of fuel Rating for CI Engines:
1. Aniline Point
2. Diesel Index
3. Triptane number

1. Aniline Point- This is the lowest temperature at which mixture of equal parts of a fuel and aniline will form a clear solution. The aniline point in
Degree celsius is correlated to with cetane number.
Chapter 4. Fuels
2.Diesel Index - It is also considered to be good criteria of
Suitability of a fuel use in diesel engine.
Diesel Index = Aniline point (F) x API gravity
100
3. Triptane Number- Trimethyl Butane is used as nonn knocking reference fuel and triptane scale is prepared. Triptane number 65.5 is equal to 100
cetane number.
Chapter 4. Fuels
Dopes or Additives for CI Engine Fuels:
Cetane number of diesel fuel can be improved by mixing some additives into the fuel. They decrease the ignition lag and maximum pressure of the cycle and increase
the cetane number.
Most Common Additives for Diesel Fuel are:
1. Ethyl Nitrate
2. Isoamyl Nitrate
3. Methyl cetane
4. Butyl Peroxide
5. Acetone peroxide
Chapter 4. Fuels
Diesel OIL
- Diesel oil is widely used as fuel for CI engines because of low cost and Higher Thermal efficiency. The cost of diesel is less than that of gasoline as it is obtained by fractional distillation of crude petroleum at lower temperatures. The
production cost of of diesel fuel is less.
Alternative Fuels
- There are rapid depletion of petroleum fuels ( Petrol , Diesel oil) creating shortage and escalation in their cost. There is intensive search for alternative fuels. Alcohols have been found to be main fuels which can substitute the petroleum fuels.
Methly alcohol can be produced by gasification of coal
Chapter 4. Fuels
Or lignite and also municipal wastes. Ethyl alcohol can be produced by fermentation of carbohydrates such as sugarcane, corn and potatoes. Brazil, Cuba and Philippines are using alcohol as motor fuel for a long period.
Alcohols are being used as follows:
1. Pure alcohol
2. Alcohol gasoline blends for SI Engines
3. Alcohol Diesel Blends for CI Engines
Chapter 5 Combustion
Chapter 5 Combustion
Air Fuel ratio
-The chemically correct air fuel ratio by mass for an internal combustion engine can be calculated from the analysis by mass of the fuel used .
For example if petrol approximates to hexane C 6H14. the air fuel ratio giving “chemically correct” combustion can be estimated as follows:
2( C6H14) + 19O2 = 12(CO2) +14(H2O)
(2x86)+ ( 19x32)=(12X44) + (14x18) : Chemical BalanceO2 required per kg of fuel= (19 x 32)/ (2 x 86)= 3.52 kg
Chapter 5 Combustion
Combustion in SI Engines
The main conditions for combustion of fuel in SI Engines are:
1. Presence of a combustible ( mixture of fuel and air) supplied by carburettor.
2. Some means of initiating combustion by a spark plug.
3. Stabilization and propagation of flame in the combustion chamber.
Chapter 5 Combustion
Air Fuel ratio
-The chemically correct air fuel ratio by mass for an internal combustion engine can be calculated from the analysis by mass of the fuel used .
For example if petrol approximates to hexane C 6H14. the air fuel ratio giving “chemically correct” combustion can be estimated as follows:
2( C6H14) + 19O2 = 12(CO2) +14(H2O)
(2x86)+ ( 19x32)=(12X44) + (14x18) : Chemical BalanceO2 required per kg of fuel= (19 x 32)/ (2 x 86)= 3.52 kg
Chapter 5 Combustion
Air Fuel ratio
-The chemically correct air fuel ratio by mass for an internal combustion engine can be calculated from the analysis by mass of the fuel used .
For example if petrol approximates to hexane C 6H14. the air fuel ratio giving “chemically correct” combustion can be estimated as follows:
2( C6H14) + 19O2 = 12(CO2) +14(H2O)
(2x86)+ ( 19x32)=(12X44) + (14x18) : Chemical BalanceO2 required per kg of fuel= (19 x 32)/ (2 x 86)= 3.52 kg
Chapter 5 Combustion
Air Fuel ratio
-The chemically correct air fuel ratio by mass for an internal combustion engine can be calculated from the analysis by mass of the fuel used .
For example if petrol approximates to hexane C 6H14. the air fuel ratio giving “chemically correct” combustion can be estimated as follows:
2( C6H14) + 19O2 = 12(CO2) +14(H2O)
(2x86)+ ( 19x32)=(12X44) + (14x18) : Chemical BalanceO2 required per kg of fuel= (19 x 32)/ (2 x 86)= 3.52 kg
Chapter 5 Combustion
Chapter 5 Combustion
Chapter 5 Combustion
Chapter 5 Combustion
Chapter 5 Combustion
Chapter 5 Combustion
Chapter 5 Combustion
Chapter 5 Combustion
Chapter 5 Combustion
Chapter 5 Combustion
Chapter 5 Combustion
Chapter 5 Combustion
Detonation (Knocking):
- Auto ignition of unburned gases due to favorable conditions before the flame front reaches it.
Effects of Detonation:
1. Noise and Roughness
2. Mechanical Damage
3. Carbon Deposits
Chapter 5 Combustion
4. Increase in Heat transfer
5. Decrease in Power output and efficiency
6. Pre ignition
Pre ignition:
- Ignition of charge by some hot surface within the engine can result in extremely large losses in efficiency if this ignition occurs earlier than normal spark plug discharge.
Effect of pre Ignition:
1. Pre ignition results in excessive heating of piston heads and there can be local melting of piston.
2. Pre ignition causes low power and efficiency.
Chapter 5 Combustion
Chapter 5 Combustion
SI COMBUSTION CHAMBER DESIGN:
The engine with good combustion chamber design should ensure the following:
1. High Power Output- this can be achieved with high compression ratio, minimum of excess air , optimum turbulence and high volumetric efficiency.
2. High Thermal Efficiency- depends upon high compression ratio.
3. Smooth operation- There should be absence of detonation and moderate pressure rise.
Chapter 5 Combustion
SI COMBUSTION CHAMBER DESIGN:
Main Designs of Combustion Chamber:
1. T head combustion Chamber
2. L head combustion Chamber
3. I head combustion Chamber
4. F head combustion Chamber
5. Hemispherical Combustion Chamber
Chapter 5 Combustion
SI COMBUSTION CHAMBER DESIGN:
1. T head combustion Chamber
Chapter 5 Combustion
SI COMBUSTION CHAMBER DESIGN:
1. T head combustion Chamber
Chapter 5 Combustion
SI COMBUSTION CHAMBER DESIGN:
2. L head combustion Chamber
Chapter 5 Combustion
SI COMBUSTION CHAMBER DESIGN:
2. L head combustion Chamber
Chapter 5 Combustion
SI COMBUSTION CHAMBER DESIGN:
3. I head combustion Chamber
Chapter 5 Combustion
SI COMBUSTION CHAMBER DESIGN:
3. I head combustion Chamber
Chapter 5 Combustion
SI COMBUSTION CHAMBER DESIGN:
4. F head combustion Chamber
Chapter 5 Combustion
SI COMBUSTION CHAMBER DESIGN:
4. F head combustion Chamber
Chapter 5 Combustion
SI COMBUSTION CHAMBER DESIGN:
5. Hemispherical combustion Chamber
Chapter 5 Combustion
SI COMBUSTION CHAMBER DESIGN:
5. Hemispherical combustion Chamber
Chapter 5 Combustion
SI COMBUSTION CHAMBER DESIGN:
5. Hemispherical combustion Chamber
Chapter 5 Combustion
SI COMBUSTION CHAMBER DESIGN:
5. Hemispherical combustion Chamber
Chapter 5 Combustion
SI COMBUSTION CHAMBER DESIGN:
5. Hemispherical combustion Chamber
Chapter 5 Combustion
SI COMBUSTION CHAMBER DESIGN:
5. Hemispherical combustion Chamber
Chapter 5 Combustion
SI COMBUSTION CHAMBER DESIGN:
5. Hemispherical combustion Chamber
Chapter 5 Combustion
CI COMBUSTION CHAMBER DESIGN:
The Design requirements of combustion chamber for CI Engines are as Follows:
1. During the delay period, the fuel air contact should be limited or shorten the delay period.
2. Provide high turbulence after combustion starts or achieve early termination of combustion.
Chapter 5 Combustion
CI COMBUSTION CHAMBER DESIGN:
The Design requirements of combustion chamber for CI Engines are as Follows:
1. During the delay period, the fuel air contact should be limited or shorten the delay period.
2. Provide high turbulence after combustion starts or achieve early termination of combustion.
Chapter 5 Combustion
1.DIRECT INJECTON (DI) OR OPEN CHAMBER DESIGN:
Chapter 5 Combustion
DIRECT INJECTON OR OPEN CHAMBER DESIGN:
1. Semi quiescent or Low Swirl Open Chamber
Chapter 5 Combustion
DIRECT INJECTON OR OPEN CHAMBER DESIGN:
2. Medium Swirl Open Chamber
Chapter 5 Combustion
DIRECT INJECTON OR OPEN CHAMBER DESIGN:
3. High Swirl Open Chamber
Chapter 5 Combustion
INDIRECT INJECTON OR DIVIDED COMBUSTION CHAMBER DESIGN:
Chapter 5 Combustion
INDIRECT INJECTON OR DIVIDED COMBUSTION CHAMBER DESIGN:
1. Swirl or Turbulent Chamber
Chapter 5 Combustion
INDIRECT INJECTON OR DIVIDED COMBUSTION CHAMBER DESIGN:
2. Pre combustion Chamber
Chapter 5 Combustion
INDIRECT INJECTON OR DIVIDED COMBUSTION CHAMBER DESIGN:
3. Air and Energy Cells Chamber
Chapter 5 Combustion
Sample Problems 1:
Chapter 5 Combustion
Sample Problems 2:
Chapter 5 Combustion
Sample Problems 3:
Chapter 5 Combustion
Sample Problems 4:
 Chapter 6
6.1 Valve timing

A valve timing diagram is a graphical

representation of the exact moments , in the
sequence of operations at which two valves (inlet
and exhaust valves) opens and close as well as
firing of fuels. It is generally expressed in terms of
angular positions of crankshafts.
 Theoretical-valve-timing-diagram-of-4-stroke-cycle-engine-e1591259987276-1024x553.webp

6.1a Theoretical Valve Timing for Four Stroke

Theoretical and Actual valve timing diagram For Four Stroke SI Engine

In theoretical valve timing diagram, inlet and exhaust valves open and close at
both dead centers. Similarly, all processes are sharply completed at TDC or BOC.
Figure 1.72 shows theoretical valve timing diagram for four stroke SI engines.
Theoretical
Suction Stroke- The engine cycle starts, Inlet
valve opens as the piston is at TDC and the air-
fuel mixture in case of petrol
compression Stroke- the piston starts moving to
TDC, he inlet valve closes
Expansion Stroke- the piston is at TDC towards
BDC in order to release the pressure developed
by the combustion and output is obtained.
Exhaust Stroke- the piston is at BDC starts
moving towards TDC,  opening of exhaust valve,
Exhaust valve closes after the piston reaches
TDC.
Chapter 6
6.1b Theoretical Valve timing for Two Stroke
Chapter 6
6.1c Valve timing for Four Stroke SI Engine
Chapter 6
6.1c Valve timing for Four Stroke SI Engine
Chapter 6
6.1d Valve timing for Four Stroke CI Engine
Chapter 6
6.1d Valve timing for Four Stroke CI Engine
Chapter 6
6.1e Valve timing for Two Stroke SI Engine
Chapter 6
6.1e Valve timing for Two Stroke SI Engine
Chapter 6
6.1f Valve timing for Two Stroke CI Engine
Chapter 6
6.1f Valve timing for Two Stroke CI Engine
Chapter 7 Fueling System of SI and
CI Engine
7.1 Carburettor:
Carburation – is the process of vaporization of liquid hydrocarbon fuels. Fuels such as Petrol, benzol and alcohol vaporize slightly at atmospheric conditions. The engine suction is sufficient to vaporize these fuels and no preheating is required. The device used for vaporizing
these fuels is called Carburettor.
Functions of carburretor:
1. Maintain a small reserve of petrol under a constant head.
2. Vaporize the petrol by means of engine suction , atomize it and produce a homogeneneous air fuel mixture.
Chapter 7 Fueling System of SI and
CI Engine
7.1 Carburettor:
3. Supply the required quantity of air and fuel vapour at correct mixture strength according to the varying requirements of the engine at all speeds and loads of the engine.
Chapter 7 Fueling System of SI and
CI Engine
7.1 Carburettor:
3. Supply the required quantity of air and fuel vapour at correct mixture strenght according to the varying requirements of the engine at all speeds and loads of the engine.
Chapter 7 Fueling System of SI and
CI Engine
7.1 Carburettor:
The Simple caburettor has the following Parts:
1. Float Chamber
2. Venturi
3. Nozzle with metering orifice
4. Throttle Valve

1. Float Chamber- The fuel is pumped or flows by gravity into float chamber . When the fuel reaches the proper height in the chamber , the float rises sufficiently to cut off flow. The level of fuel is kept constant in the fuel chamber.
Chapter 7 Fueling System of SI and
CI Engine
7.1 Carburettor:
The Simple caburettor has the following Parts:
2. Venturi -The fuel flows out the float chamber through metering orifice into nozzle which opens into the venturi throat . The pressure drop produced in the venturi throat by the air flows is used directly to control the rate of fuel flow through fuel orifice. The vaccum produced
at the venturi throat due to air flow is called carburretor depression.
3. Nozzle with metering orifice- The carburettor depression causes a pressure difference across the metering orifice . The fuel is sprayed into the air stream and carried to the engine cylinder. The fuel vaporize due to low pressure produced by the venturi.
Chapter 7 Fueling System of SI and
CI Engine
7.1 Carburettor:
The Simple caburettor has the following Parts:
4. Throttle- It serves as a damper at the inlet of the engine and control the speed and the power of the engine . It regulates the amount of air flowing to the engine and chectks the quantity of fuel. The amount of mixture is regulated to control the power and the
speed of the engine. The mixture quality is also affected as the throttle opening affects the carburettor depression.
Chapter 7 Fueling System of SI and
CI Engine
7.1 Carburettor:
Chapter 7 Fueling System of SI and
CI Engine
7.1 Carburettor:
Chapter 7 Fueling System of SI and
CI Engine
7.1 Carburettor:
Chapter 7 Fueling System of SI and
CI Engine
7.1 Carburettor:
Chapter 7 Fueling System of SI and
CI Engine
7.2 Fuel Injection System- The fuel injection system is the heart of the engine which has to supply, meter , inject and atomise the fuel. The engine performance depends upon the accurate and reliable functioning of the system which is manufactured
with fine tolerance and hence is very costly.
Diesel does not vaporise by engine suction. Therefore, carburation is not possible in diesel engines Only air is drawn into the cylinder during suction stroke and compressed to very high pressure. This raises the air temperature sufficient for auto
ignition of fuel.
Chapter 7 Fueling System of SI and
CI Engine
The temperature of compressed air is higher than the ignition temperature of the fuel. The fuel is injected into the engine cylinder almost towards the end of the compression stroke. For proper atomization, dispersion and penetration of fuel
spray required for proper mixing of fuel and air and combustion, the oil is injected at a high pressure of 100-150 bar .
Chapter 7 Fueling System of SI and
CI Engine
Fuel Injection Requirements
The fuel injection system must ensure the following requirements:
1. The unit must meter and deliver the correct quantity of fuel at the precise instant required for a wider range of speeds and loads of the engine.
2. The beginning and end of injection must be sharp.
3. The injection fuel must be properly atomised.
4. The fuel must be properly sprayed to ensure uniform distribution and penetration into the space of combustion chamber.
Chapter 7 Fueling System of SI and
CI Engine
Fuel Injection Requirements
In order to meet the above requirements, the fuel injection system must have the following functional elements.
1. Pumping
2. Metering and metering control
3. Distribution
4. Timing Control
5. Mixing
Chapter 7 Fueling System of SI and
CI Engine
Types of Injection Systems
Basically there are two types of fuel injection system:
1. Air injection System
2. Solid Injection System

1. Air injection system – air and fuel are supplied in the fuel valve where they are mixed and supplied to the engine cylinder. The fuel metered and pumped to the fuel valve by a fuel pumped driven by camshaft. The fuel valve is opened by means of mechanical linkage
operated by the camshaft which controls the timing of the fuel injection.
Chapter 7 Fueling System of SI and
CI Engine
Types of Injection Systems
A multi stage compressor supplies air at 60-70 bar to the fuel valve. When the fuel valve is opened, the blast air sweeps fuel and well atomized fuel spray is sent to the combustion chamber. This system gives very good atomization and
dispersion of fuel. However, additional multi-stage compressor and mechanical linkage increase the engine weight, lowers mechanical efficiency and is often source of trouble. This method is particularly unsuitable for portable engines.
2. Solid Injection System
- The fuel is supplied to the cylinder directly by an injector
Chapter 7 Fueling System of SI and
CI Engine
Types of Injection Systems :
2. Solid Injection System
- The fuel is supplied to the cylinder directly by an injector. This may also called airless mechanical or hydraulic injection system. A fuel pump is used to supply high pressure fuel to an injector which injects a fine spray of fuel to the compressed
air in the combustion chamber.
Chapter 7 Fueling System of SI and
CI Engine
Fuel Injector:
Chapter 7 Fueling System of SI and
CI Engine
Fuel Injector:
Chapter 7 Fueling System of SI and
CI Engine
Fuel Pump:
Chapter 7 Fueling System of SI and
CI Engine
Fuel Pump:
Chapter 7 Fueling System of SI and
CI Engine
7.2 Individual Pump System:
In the individual pumps system each cylinder of the engine is provided with individual injection valve, high pressure pump and metering device run by the crankshaft of the engine. The high pressure pump plunger is actuated by a
cam
and produces fuel pressure that is necessary to open the injection valve at the correct time. The amount of fuel injected depends upon the effective stroke of the engine.
Chapter 7 Fueling System of SI and
CI Engine
7.2 Individual Pump System:
Chapter 7 Fueling System of SI and
CI Engine
7.2 Rotary Distributing Pump System:
The fuel supply is delivered to a rotating distributor at the correct time and then the distributor supplies fuel to the injector of individual cylinders. Pump has to make as many injection strokes per cycle as the number of cylinders. The
distributor merely selects the cylinder to receive the fuel.
Chapter 7 Fueling System of SI and
CI Engine
7.3a Gasoline Injection System:
Modern Carburettors , though highly develop , have certain drawback discussed below:

7.3 Eletronic Fueling Injection System

1. Non uniform of distribution of mixture in multi-cylinder engines due to unequal lengths of induction passages.
2. Loss of volumetric efficiency due to resistance of mixture flow.
3. There are chances of backfire and fuel ignition outside the carburetor .
4. Surging of fuel in tilted carburettor especially in aircraft.
5. The carburettor performance deteriorates due to wearing of its parts.
Chapter 7 Fueling System of SI and
CI Engine
7.3a Gasoline Injection System:
Modern Carburettors , though highly develop , have certain drawback discussed below:
6. Freezing of Mixtures at low temperatures.

A petrol injection system can be used to overcome the above limitations of carburation. Two types of Petrol injection systems are :
1. Continuous Injection System
2. Timed Injection System
Chapter 7 Fueling System of SI and
CI Engine
7.3a Gasoline Injection System:
1. Continuous Injection System- Fuel is sprayed continuously into air supply system at low pressure the amount of fuel is controlled by air throttle opening . No timing device is used. It has certain advantages :
a. Ensures uniform mixture strength supply to all cylinders.
b. Promotes efficient atomization of fuel.
c. Higher volumetric efficiency due to evaporative cooling of compressed charge.
d. System requires only one fuel injection pump and one injector.
Chapter 7 Fueling System of SI and
CI Engine
7.3a Gasoline Injection System:
2. Timed Injection System
The fuel is injected only during induction stroke over limited period . The system is similar to injection system used in high speed engines.
a. Multiple plunger jack pump system – The system consist of a pump with separate plunger for each cylinder. The nozzle pressure is 100 to 300 bar.
b. Low pressure single pump distribution system – The supply pressure is only 3.5 to 7 bar. The system consist of single plunger or gear pump which supplies fuel to rotating distributor.
Chapter 7 Fueling System of SI and
CI Engine
7.3a Gasoline Injection System:
Some Advantages of Petrol Injection:
1. Increased of efficiency , power and torque outputs.
2. Better distribution of mixture to each cylinder.
3. Lower specific fuel consumption.
4. Freedom from flowbacks .
5. Better starting and acceleration.
Chapter 7 Fueling System of SI and
CI Engine
7.3a Gasoline Injection System:
Disadvantages of Petrol Injection:
1. Higher initial cost due to large number of precise and complicated components.
2. Complex design and maintenance problems.
3. More Noise.
4. High weight and bulk of system than that of a carburretor.
Chapter 7 Fueling System of SI and
CI Engine
7.3a Sample of Electronic Control Injection System:
Disadvantages of Petrol Injection:
1. Higher initial cost due to large number of precise and complicated components.
2. Complex design and maintenance problems.
3. More Noise.
4. High weight and bulk of system than that of a carburretor.
Chapter 7 Fueling System of SI and
CI Engine
7.3a Sample of Electronic Control Injection System:
Disadvantages of Petrol Injection:
1. Higher initial cost due to large number of precise and complicated components.
2. Complex design and maintenance problems.
3. More Noise.
4. High weight and bulk of system than that of a carburretor.
Chapter 8 Ignition System
Chapter 8 Ignition System
Chapter 8 Ignition System
Chapter 8 Ignition System
Chapter 8 Ignition System
 Chapter 8 Ignition System
Engine Requirements
 Chapter 8 Ignition System
Engine Requirements
Chapter 8 Ignition System

2.-How Ignition System Works.mp4

 Chapter 8 Ignition System
Ignition System of Petrol Engine
Chapter 8 Ignition System
Coil Ignition System
Chapter 8 Ignition System
Magneto Ignition System
Chapter 8 Ignition System
Chapter 9 Emission Control
System
Exhaust Gasses
Carbon monoxide emission are exhaust emission that
is the result of partially burned fuel.
A high carbon monoxide emission can be caused by a:
 Restricted or dirty air cleaner.
Advance ignition timing.
Clogged fuel injectors.
Exhaust Gasses
Oxides of nitrogen, (NOx) are emission produced by
extreme heat.
Air consist of approximately 79% nitrogen and 21%
oxygen
When combustion chamber temperature reaches
2500 degrees F or 1370 degrees C nitrogen and oxygen
combine to produce oxide of nitrogen (NOx)
Exhaust Gasses
Decrease valve overlap, is used to decrease exhaust
emission. A larger valve overlap increases power but
dilutes incoming fuel mixture and requires a richer air
fuel mixture at lower engine speed therefore
increasing HC and CO emissions.
 Hydrocarbons

Hydrocarbon emissions result from the presence of unburned fuel in the

engine exhaust.

However, some of the exhaust hydrocarbons are not found in the fuel, but are
hydrocarbons derived from the fuel whose structure was altered do to
chemical reaction that did not go to completion. For example: acetaldehyde,
formaldehyde, 1,3 butadiene, and benzene all classified as toxic emissions.

About 9% of the fuel supplied to the engine is not burned during the normal
combustion phase of the expansion stroke.

Only 2% ends up in the exhaust the rest is consumed during the other
three strokes.

As a consequence hydrocarbon emissions cause a decrease in the thermal

efficiency, as well as being an air pollutant.

252
 Hydrocarbon Emission Sources

Crevices – these are narrow regions in the combustion chamber into which
the flame cannot propagate because it is smaller than the quenching distance.

Crevices are located around the piston, head gasket, spark plug and valve
seats and represent about 1 to 2% of the clearance volume.

The crevice around the piston is by far the largest, during compression the fuel
air mixture is forced into the crevice (density higher than cylinder gas since gas
is cooler near walls) and released during expansion.

Crevice
Piston ring

253
 Hydrocarbon Emission Sources
Oil layers - Since the piston ring is not 100% effective in preventing oil
migration into the cylinder above the piston, oil layers exist within the
combustion chamber. This oil layer traps fuel and releases it later during
expansion.

Deposits – With continued use carbon deposits build up on the valves, cylinder
and piston head. These deposits are porous with pore sizes smaller than the
quenching distance so trapped fuel cannot burn. The fuel is released later
during expansion.

Liquid fuel – For some fuel injection systems there is a possibility that liquid
fuel is introduced into the cylinder past an open intake valve. The less volatile
fuel constituents may not vaporize (especially during engine warm-up) and be
absorbed by the crevices or carbon deposits.

Flame quenching – It has been shown that the flame does not burn completely
to the internal surfaces, the flame extinguishes at a small but finite distance
from the wall. Most of this gas eventually diffuses into the burned gas during
expansion stroke.
254
 Hydrocarbon Exhaust Process

When the exhaust valve opens the large rush of gas escaping the cylinder
drags with it some of the hydrocarbons released from the crevices, oil layer
and deposits.

During the exhaust stroke the piston rolls the hydrocarbons distributed along the
walls into a large vortex that ultimately becomes large enough that a portion of
it is exhausted.

Blowdown Exhaust
Stroke
255
 Particulates

A high concentration of particulate matter (PM) is manifested as visible

smoke in the exhaust gases.

Particulates are any substance other than water that can be collected by
filtering the exhaust, classified as:
1) solid carbon material or soot
2) condensed hydrocarbons and their partial oxidation products

Diesel particulates consist of solid carbon (soot) at exhaust gas temperatures

below 500oC HC compounds become absorbed on the surface.

In a properly adjusted SI engines soot is not usually a problem

Particulate can arise if leaded fuel or overly rich fuel-air mixture are used.
burning crankcase oil will also produce smoke especially during engine warm
up where the HC condense in the exhaust gas.

256
 Catalytic Converter

All catalytic converters are built in a honeycomb or pellet geometry to expose

the exhaust gases to a large surface made of one or more noble metals:
platinum, palladium and rhodium.

Rhodium used to remove NO and platinum used to remove HC and CO.

Exhaust System - 1.mp4

Lead and sulfur in the exhaust gas severely inhibit the operation of a catalytic
converter (poison).
257
258
259
260
261
Catalytic Converters
 There are a few different types catalytic
converters.
 Monolithic Converter
 Two way converter
 Three way converter
 Dual bed converter
Catalytic Converters
 Monolithic converter uses a ceramic
honey-comb catalytic
 Small ceramic beads converter are
referred to as a pellet type catalytic
converter
Catalytic Converters
 Two way catalytic converters only
convert HC and CO
 With a two way converter NOx is not
converted
 Two way converter are coated with
platinum only
 Two way converter are sometime referred
to as oxidation converters
Catalytic Converters
 Three way catalytic converters can
convert all three exhaust gasses
 HC
 CO
 NOx
Catalytic Converters
 A three way catalytic converter is usually
plated with rhodium and platinum
 Three way converter are also called
reduction converters.
 Catalytic Converters
 Dual bed catalytic converter is an
oxidation and reduction converter built into
one unit.

CO, CO2 and H20

HC
and
NOx
Mixing Chamber
Catalytic Converters
 Dual bed catalytic converters must be at
an operating temperature of 130 degrees
F
 When the engine is cold additional air is
forced into the exhaust manifold to aid in
the burning and reduction of HC and CO
Catalytic Converters
 On a warn engine air is forced into the converter
to aid in burning exhaust gasses.
 As exhaust gasses flows iinto the front part of
the converter HC,CO and NOx is reduced.
 As exhaust flow into the mixing chamber
additional air is added to continue the burning
process.
 Exhaust gasses is the passed into the rear part
of the converter to reduce HC,CO2 and NOx
ever more.
 Effect of Temperature
The temperature at which the converter becomes 50% efficient is referred to
as the light-off temperature.

The converter is not very effective during the warm up period of the engine

270
 Catalytic Converter for Diesels

For Diesel engines catalytic converters are used to control HC and CO, but
reduction of NO emissions is poor because the engine runs lean in order to
avoid excess smoke.

The NO is controlled by retarding the fuel injection from 20o to 5o before TC in

order to reduce the peak combustion temperature.

This has a slight negative impact, increases the fuel consumption by about 15%.

271
Chapter 10 Lubrication system of
Internal Combustion Engine
Chapter 10 Lubrication system of
Internal Combustion Engine

How Engine Lubrication System Works.mp4

Chapter 10 Lubrication system of
Internal Combustion Engine
Chapter 10 Lubrication system of
Internal Combustion Engine
Chapter 10 Lubrication system of
Internal Combustion Engine
Chapter 10 Lubrication system of
Internal Combustion Engine
Chapter 10 Lubrication system of
Internal Combustion Engine
Chapter 10 Lubrication system of
Internal Combustion Engine
Chapter 10 Lubrication system of
Internal Combustion Engine
Chapter 10 Lubrication system of
Internal Combustion Engine
Chapter 10 Lubrication system of
Internal Combustion Engine
Chapter 10 Lubrication system of
Internal Combustion Engine
Chapter 10 Lubrication system of
Internal Combustion Engine
Chapter 10 Lubrication system of
Internal Combustion Engine
Chapter 10 Lubrication system of
Internal Combustion Engine
Chapter 11 Cooling system of
Internal Combustion Engine
Chapter 11 Cooling system of
Internal Combustion Engine
Chapter 11 Cooling system of
Internal Combustion Engine
Chapter 11 Cooling system of
Internal Combustion Engine
Chapter 11 Cooling system of
Internal Combustion Engine
Chapter 11 Cooling system of
Internal Combustion Engine
Chapter 11 Cooling system of
Internal Combustion Engine

Cooling System - 1.mp4

Chapter 11 Cooling system of
Internal Combustion Engine
Chapter 11 Cooling system of
Internal Combustion Engine
Chapter 11 Cooling system of
Internal Combustion Engine
Chapter 11 Cooling system of
Internal Combustion Engine
Chapter 11 Cooling system of
Internal Combustion Engine
Chapter 11 Cooling system of
Internal Combustion Engine
Chapter 11 Cooling system of
Internal Combustion Engine
Chapter 11 Cooling system of
Internal Combustion Engine
Chapter 11 Cooling system of
Internal Combustion Engine
Chapter 11 Cooling system of
Internal Combustion Engine
Chapter 11 Cooling system of
Internal Combustion Engine
Chapter 12 Turbocharging and
Supercharging
Introduction
Chapter 12 Turbocharging and
Supercharging
Supercharging
Chapter 12 Turbocharging and
Supercharging
Uses of Supercharged Engines
Chapter 12 Turbocharging and
Supercharging
Factors which Increase the Power Output by Supercharging:
1.

2.
Chapter 12 Turbocharging and
Supercharging
Factors which Increase the Power Output by Supercharging:
3.
Chapter 12 Turbocharging and
Supercharging
Methods of Supercharging:
1. Mechanical Supercharging
2. Turbocharging
3. Pressure Wave Supercharging

1. Mechanical Supercharging
Chapter 12 Turbocharging and
Supercharging
2. Turbocharging
Chapter 12 Turbocharging and
Supercharging
3. Pressure Wave Supercharging
Chapter 12 Turbocharging and
Supercharging
Thermodynamics Cycle of Supercharging
Chapter 12 Turbocharging and
Supercharging
Supercharging of SI Engine
Chapter 12 Turbocharging and
Supercharging
Supercharging of CI Engine
Chapter 12 Turbocharging and
Supercharging
Effects of Supercharging
1. Power Output
Chapter 12 Turbocharging and
Supercharging
Effects of Supercharging
2. Fuel Consumption
Chapter 12 Turbocharging and
Supercharging
Effects of Supercharging
3. Mechanical Efficiency

4. Volumetric Efficiency
Chapter 13 Two Stroke Engine
Chapter 13 Two Stroke Engine
Chapter 13 Two Stroke Engine
1. Crankcase Scavenged Engine
Chapter 13 Two Stroke Engine
2. Separately Scavenged Engine
Chapter 13 Two Stroke Engine
Scavenging Process
Chapter 13 Two Stroke Engine
1.Return- flow Scavenging
Chapter 13 Two Stroke Engine
A. Cross flow (Fig. a)
Chapter 13 Two Stroke Engine
B. MAN- Loop (Fig. b)
Chapter 13 Two Stroke Engine
C. Schnuerle-Loop (Fig. c)
Chapter 13 Two Stroke Engine
D. Curtiss-Loop (Fig. d)
Chapter 13 Two Stroke Engine
2. Uniflow Scavenging
Chapter 13 Two Stroke Engine
A. Port and Poppet Valve Scavenging
Chapter 13 Two Stroke Engine
B. Port Scavenging with opposed piston
Chapter 13 Two Stroke Engine
Advantages of Two Stroke Engines
Chapter 13 Two Stroke Engine
Disadvantages of Two Stroke Engines
Chapter 14 Reciprocating
Compressors
Introduction:
Chapter 14 Reciprocating
Compressors (Single Stage)
Chapter 14 Reciprocating
Compressors ( Single Stage)
Chapter 14 Reciprocating
Compressors ( Single Stage)
Chapter 14 Reciprocating
Compressors ( Single Stage)
Chapter 14 Reciprocating
Compressors ( Single Stage)
Chapter 14 Reciprocating
Compressors ( Single Stage)
Chapter 14 Reciprocating
Compressors ( Single Stage)
Chapter 14 Reciprocating
Compressors ( Single Stage)
Chapter 14 Reciprocating
Compressors ( Single Stage)
Chapter 14 Reciprocating
Compressors (Single Stage)
Chapter 14 Reciprocating
Compressors ( Single Stage)
Chapter 14 Reciprocating
Compressors ( Single Stage)
Chapter 14 Reciprocating
Compressors ( Single Stage)
Chapter 14 Reciprocating
Compressors ( Single Stage)
Chapter 14 Reciprocating
Compressors ( Single Stage)
Chapter 14 Reciprocating
Compressors ( Multi Stage)
Chapter 14 Reciprocating
Compressors ( Multi Stage)
Chapter 14 Reciprocating
Compressors ( Multi Stage)
Chapter 14 Reciprocating Compressors ( Multi Stage)
Chapter 14 Reciprocating
Compressors ( Multi Stage)
Chapter 14 Reciprocating
Compressors ( Multi Stage)
Chapter 14 Reciprocating Compressors (Multi
Stage)
Chapter 14 Reciprocating Compressors ( Multi
Stage)
Chapter 14 Reciprocating
Compressors ( Multi Stage)
Chapter 14 Reciprocating
Compressors ( Multi Stage)
Chapter 14 Reciprocating Compressors ( Multi
Stage)