IC Engine

Specification of Engine IC engine parts and their material and

Cylinder Specification = D × L manufacturing process-
D = Bore dia L = Stroke length Part Material Manufacturing
(i) L = D (Square Engine) process
(ii) L > D (Under Square Engine) Cylinder Cast iron Casting
(iii) D > L (Over Square Engine) block
Over square engine Cylinder Aluminium & Casting
operate at a high speed head Cast iron alloy
because of large bore and Aluminium Casting
Piston
short stroke so less alloy
friction.
Swept volume Connecting Forged low Forging and heat
(Expressed in terms of Rod carbon steel treated
CC) Crank shaft Forged steel Forging
π Piston Ring Cast iron Pot casting method
VS = A × L = D 2 × L
4 Gudgeon pin Plain carbon Forging but it
If L is the stroke length steel hollow rod
and r is the crank radius Fly wheel Cast iron Casting
then L = 2r Cam & Cam Forged steel Forging
Cubic capacity or shaft
engine capacity-
Engine capacity in CC = Swept volume × No. of Spark Plug
π
Cylinder = × D 2 × K , K = No. of cylinders
4
Compression ratio– Actual valve timing diagram for 4-stroke SI
V + VC Vs
rc = S = ( rc – 1) Engine-
VC Vc
2LN
Piston speed – 2 LN m/min = m / sec.
60
L = Stroke length, N = Engine speed (rpm)
Application of engine-
IC Engine EC Engine
Gasoline Automotive Steam Locomotive,
marine, engine marine
aircraft
Gas Industrial, Stirling Experimental
engine power engine space,
vehicles
Diesel Automotive, Steam Power, larges
engine Railways, turbine marine
power, marine
Gas Power, Closed Power,
turbine aircraft, cycle marine
industrial gas
marine turbine
Mechanical Engineering Capsule 157 YCT
 TDC BDC
TDC BDC

Before

Before
After

After

Before

Before
After

After
Suction Valve 10º-20º × × ×
Inlet valve 10º-20º × × ×
open open
Suction valve × × × 30º-40º Inlet valve × × × 25º-40º
close close
Compression 20º-30º × × 30º-40º Fuel valve 10º-15º × × ×
(end) (start) open
Spark plug 20º-30º × × × Fuel valve × × × 15º-20º
ignites close
Expansion 20º-30º × 30º-50º Compression 10º-15º ×25º-40º ×
(start) (end) (end) (start)
Exhaust valve × × 30º-50º × Expansion × 10º-15º 30º-50º ×
open (start) (end)
Exhaust valve × 10º-15º × Exhaust × × 30º-50º ×
closed valve open
Actual Valve timing diagram for 4 stroke CI Exhaust × 10º-15º × ×
Engine- valve close
In 2-stroke engine, valves are replaced by ports
Ports- port are simple operation provided in cylinder
that is alternately covered and uncovered by the
piston and control flow of air & fuel.
2-stroke engine and 4 stroke engine definition-
2 Stroke Engine 4 Stroke Engine
Working cycle is Working cycle is completed
completed in one in two revolution of crank
revolution of crank shaft shaft
More power output Less power output
Less Floor space More Floor space
Easy starting Difficult starting
More fuel consumption Less fuel consumption
High mechanical Low mechanical efficiency
efficiency
Low thermal efficiency High thermal efficiency
Less compression ratio More compression ratio
More lubricating oil Less lubricating oil
consumption consumption
Low volumetric High volumetric efficiency
efficiency (50-55)% (90-95%)
High power to weight Less power to weight ratio
ratio
Lighter fly wheel Heaver fly wheel required
required
Compression between SI Engine & CI Engine
Description SI Engine CI Engine
Basic cycle Works on Otto cycle Works on diesel or dual cycle
Fuel Gasoline, a highly volatile fuel. Self Diesel oil, a non volatile fuel, self ignition
ignition temperature is very high temperature is comparatively low.
Introduction A gaseous mixture of fuel-air is introduced Fuel is injected directly into the combustion
of fuel during the suction stroke. A carburetor is chamber at high pressure at the end of the
necessary in this ignition system. compression stroke. A fuel pump and
injector are necessary.
Load control Throttle controls the quantity of F/A The quantity of fuel is regulated to control
mixture to control the load. the load. Air quantity is not controlled
Compression 6 to 10 Upper limit is fixed due to anti 16 to 20 Upper limit is fixed due to weight
ratio knock quality of fuel. increase of engine.

Mechanical Engineering Capsule 158 YCT

 Speed Due to light weight & also due to Due to heavy weight & also due to
homogenous combustion, they can operate heterogeneous combustion, they cannot
at high speed. operate at high speed.
Thermal Low thermal efficiency because of low High thermal efficiency because of high
efficiency compression ratio. compression ratio
Weight to Low High
power ratio
Ignition Ignition takes place with the help of a spark Ignition takes place as a result of high
method plug. temperature developed as a result of
compression after the compression stroke
Pressure at 6 to 12 kg/cm2 or 10 bar 35 kg/cm2 or 35 bar
the end of
compression
Vibration & Low because of Homogeneous combustion High because of Heterogeneous combustion
Noise
Fuel 0.25 kg 0.20 kg
consumption
per BHB for
same output
Fly wheel Lighter or less weight fly wheel used Bigger or heaver fly wheel used
Pollution It emit carbon monoxide (CO), so more It emit carbon dioxide (CO2), so less
pollution pollution

Engine performance parameters Pm × LAnK

I.P. = kW
Mean effective pressure (Pm) : 1000 × 60
It is defined as the hypothetical pressure which Where Pm = Mean effective pressure
acting on the piston through out power stroke. L = Stroke length in (m) (L = 2r)
a A = Area of Piston in (m2)
Pm = × s N / m 2
ℓ K = No. of cylinder
where a = Area of actual indicator diagram (mm2)
 n = N ( for 2 stroke engine )
s = Spring scale or stiffness (N/m2 per mm) n = No.of power stroke 
ℓ = Length of indicator diagram (mm)  n = N / 2 ( for 4stroke engine )
W.D./ cycle / or Wnet N = Engine speed
I.P. I.P.
Pm = = = Brake power–
Swept volume ( VS ) Swept Volume π × D 2 × L It is the power available at engine crank shaft for
4 doing useful work. It is also known as engine output
power. It is measured by dynamometer.
P1rc ( rp − 1) ( rcγ −1 ) 2πN × T 2πN × WR
For Otto = BP = = kW
Pm
( rc − 1)( γ − 1) 60 ×1000 60 × 1000
P1  γ rcγ ( rρ − 1) − rc ( rργ − 1) 
W = Net load acting on the brake down (N)
For Diesel = R = Rope radius
( γ − 1)( rc − 1) N = Engine speed
• When rp ↑⇒ ηOtto ⇒ Pm ↑ T = Resisting torque
Method for measuring Break power :
Where, rc ⇒ Compression ratio Absorption type Transmission type
rp ⇒ Pressure ratio dynamometer dynamometer
rρ ⇒ Cut-off ratio
⇒ Entire energy losses ⇒ Energy is not wasted
When two engine are different dimension, it
by Frictional resistance Example- Epicyclic-train
compared by mean effective pressure.
Example- Prony break dynamometer, Belt
Indicated power–
dynamometer, Rope transmission
Power produced by inside the engine cylinder by
brake dynamometer, dynamometer, Torsion
burning of fuel. It is calculated by finding the actual
mean effective pressure. Hydraulic dynamometer dynamometer.

Mechanical Engineering Capsule 159 YCT

 Friction Power (F.P.) : rc ↑
ηth ↑ 
F.P. = I.P. − B.P. γ ↑
Different methods to measure friction power are-
rc = compression ratio, γ = Adiabatic index
Willian's • This method also known as fuel
line method rate extra polation method • rc → (6 to 12) limited due to risk of pre-ignition &
• Use for CI engine only. detonation.
Morse test • Use in multi cylinder engine
• Use for both CI and SI engine
• Also use for measured I.P.
Mortaring • In this test, swinging field type
test electric dynamometer is used.
Efficiency of engine– Diesel cycle–
Mechanical B.P. B.P.
efficiency ηmech = =
I.P. B.P. + F.P.
(ηmech)
Relative Actual thermal efficiency
Efficiency ηrel =
Air standard efficiency
(ηrel)
Large Volume
Thermal Power produced (kW) For any process (Volume ratio) =
efficiency ηth = Less Volume
mɺ f × CV
(ηth) V1
• Thermal efficiency is two type – Compression ratio ( rC ) = , Cut-off ratio (ρ)
Indicated thermal Brake thermal V2
efficiency ( ηith ) efficiency (ηbth) V3 V
= , Expansion ratio ( re ) = 4
B.P. V2 V3
=
I.P.
kW = kW
f × C.V.
ɺ × C.V. mɺ
m f rc = ρ × re rc > re

1  ( ρ − 1) 
γ
• Order of efficiency
4 stroke C.I. > 4 stroke S.I. > 2 Stroke C.I. > 2 Stroke ηDiesel = 1 −  
rc( )  γ ( ρ − 1) 
γ−1
S.I. engine
Specific fuel consumption (SFC) : Unit =
kg  rc ↑

kW hr ηDiesel = f ( rc , γ, ρ ) ⇒ ηDiesel ↑  γ ↑
SFC is two type ρ ↓

(A) Indicated specific fuel (B) Brake specific fuel
consumption (I.S.F.C.) : consumption (B.S.F.C.): • rc = 16 to 24 due to limitation of mechanical strength
mɺf mɺf of engine component.
I.S.F.C. = B.S.F.F. =
I.P.in kW B.P. in kW • If cut-off happens at K% of the stroke, then cut-off
ratio (ρ) = 1 + K (rc – 1)
Air standard cycle Dual cycle–
Otto cycle

Compression ratio
V V
rc = 1 = 4 = re = expansion ratio
V2 V3 1  (αργ − 1) 
ηth = 1 − γ −1  
1 rc  (α − 1) + γα(ρ − 1) 
ηth = 1 −
rc γ −1 P3
where α = pressure ratio = =
ηth = f (rc , r) P2

Mechanical Engineering Capsule 160 YCT

Key point : T2 = T4 = T1 × T3 = Tmin × Tmax
• if ρ = 1 than → ηDual = ηOtto. 1 1
• if α = 1 than → ηDual = ηDiesel  T  2( γ−1)  Tmax  2( γ−1)
rc =  3  = 
• For maximum efficiency of dual cycle, more heat
 T1   Tmin 
added at constant volume & less heat added at
Comparison of Cycle-
constant pressure.
For same compression ratio ηOtto > ηdual > ηdiesel
Condition for maximum work done in Otto cycle-
and heat addition
For same compression ratio ηOtto > ηdual > ηdiesel
and heat rejection
For same maximum ηdiesel > ηdual > ηOtto
temperature and heat
rejection
If T1 = Tmin, T3 = Tmax Same maximum pressure ηdiesel > ηdual > ηOtto
• Thermal efficiency of Otto cycle : and heat input
1 T T ηdiesel > ηdual > ηOtto
ηOtto = 1 − = 1 − 1 = 1 − min For Same maximum pressure
( rc )
γ−1
T2 Tmax and output
• For maximum Work done-
Some other important cycle–
Carnot cycle Stirling cycle Ericsson cycle
(2T + 2S) (2V + 2T) (2P + 2T)

Atkinson cycle Lenor cycle (only 3 process) Joule cycle

(1P + 1V+ 2S) (1P + 1V + 1S) (2P + 2S)

Combustion of fuel Combustion in SI Engine-

(F / A)actual Ideal Otto cycle
Equivalence ratio = (φ) =
(F / A)Stochiometeric
For, Stoichiometric mixture φ = 1
Rich mixture φ > 1
Lean mixture φ < 1
Stoichiometric AFR is having value between 13.4 to
15 by mass or by volume 9 to 9.5.
Air fuel ratio–
Operating condition A/F
Starting 3 : 1 – 5: 1
Warning up 7:1
Idling (or Running with zero load) 10 : 1
Cruising (or running with max ηth ) 16 : 1
Maximum power (Full throttle) 12.5 : 1 No combustion takes place, expansion is mirror
Acceleration 10 : 1 image of compression.

Mechanical Engineering Capsule 161 YCT

 Stages of Combustion
1st Stage (ab) : Ignition delay period
2nd Stage (bc) : Rapid or uncontrolled combustion
3rd Stage (cd) : Controlled combustion
4th Stage: After burning
Ignition delay period
• Physical delay- Time between the beginning of
injection & reaching the chemical reaction
conditions.
Different stages of combustion– • Chemical delay- Time in which pre-flame reaction
At 1 spark plug ignites and at 2 visible flame appears start slowly and then accelerate until a stabilized
Flame initialization ( 1 – 2) flame front is created and combustion starts.
Flame propagation (2 – 3)
Rapid or Uncontrolled combustion–
Flame termination (3 – 4)
Flame initialization (1-2)- • Period from delay period to the point of maximum
• Ignition delay or ignition lag period pressure on the indication diagram.
• The time interval between instant of spark and • Rate of pressure rise- depends upon fuel injected
instant where is noticeable rise in pressure due to accumulated, which is directly proportional to the
combustion time of injection & engine speed.
• In this time interval molecules get heated up to • Higher the delay period, higher would be the rate of
self ignition temperature get ignited and produce a pressures.
self propagating nucleus of flame. • During this period it is difficult to control the amount
• It should be as small as possible for generation
of fuel burnish.
power (0.00015 to 0.0002) second.
Period of Controlled combustion–
Flame propagation (2-3)
• Main phase of combustion. • Once the fuel accumulated during the delay period is
• The time duration between point 2 (combustion burnt the period of uncontrolled combustion,
starts) & point 3 (peak pressure) is known as temperature & pressure in the cylinder will be so high
flame propagation. that the further quantity of fuel injected will burn as
• Most of the heat is generated during this phase. soon as it leaves the nozzle pointed sufficient O2 is
Flame termination (3–4)- present in cylinder.
• After burning: During this period some fuel After burning–
particles still bourn or associate due to which heat • It is assumed combustion process shall end after third
is released, but this is of no use because piston is
stage, but due to poor distribution of fuel particles,
at TDC.
combustion continues during part of expansion
• This period corresponds to ignition lag of SI
Engine. stroke.
Combustion in CI Engine-
Knocking in SI Engine- Knocking in CI Engine-
• Knocking or detonation • Due to accumulation of
is due to auto ignition of fuel during large delay
end charge before period creates very high
reaching the flame front pressure
in that part of combustion
chamber.
• In SI Engine knocking • In CI engine it takes
takes place at the end of place at beginning of
combustion process. combustion.
• Pressure rise is very high • Knocking is due to auto
during knocking due to ignition of more fuel
homogeneous mixture. accumulated due to
long delay period.
Pressure rise is not so
high.

Mechanical Engineering Capsule 162 YCT

Factors tending to reduce detonation & knocking in Firing order of IC Engine-
SI & CI Engine– The firing order of the engine is a sequence in which
Factors SI Engine CI Engine multi-cylinder engines are fired.
Compression ratio Low High Firing order is maintained for proper balancing of
Inlet temperature Low High the engine & adjustment of unbalanced forces.
Inlet pressure Low High 2 Cylinder 1 – 2 or 2 – 1
Self ignition High Low 3 Cylinder 1–3–2
temperature 4 Cylinder 1–2–4–3
Time lag or delay Long Short 1–3–4–2
period of fuel 5 Cylinder 1–2–4–5–3
Load on the engine Low High 6 Cylinder 1–5–3–6–2–4
Combustion wall Low High 1–3–5–6–2–4
temperature 1–3–2–6–4–5
Speed (rpm) High Low
Lubrication system–
Octane Number–
Mist or Mixed 2-stroke engine, generally
• It is amount of Iso-octane by volume in the lubrication small petrol engine such as
mixture of Iso-octane & n-heptane, which creates
scooter, moped, bike etc.
equal amount of knock as created by the actual
Wet sump lubrication 4 stroke engine generally
SIE fuel.
a. Splash lubrication small petrol and diesel
• Octane number is the measure of the resistance of
gasoline to detonation or pre-ignition of the fuel b. Modified splash engine.
in the S.I. Engine lubrication
• For comparing anti-knocking properties of c. Fuel pressure
gasoline fuel two reference fuels are used n- lubrication
heptane and Iso-octane. Dry sump lubrication 4 stroke engine, generally
Normal Heptane (C7H16) Iso-octane (C8H18) large stationary & aircraft
Its octane number is zero, Its octane number is engine
which gives maximum 100, which gives Comparison between air cooling system & water
knocking. minimum knocking. cooling system–
Straight chain paraffin. Complex chain Air Cooling system Water cooling system
paraffin Due to direct transfer of Need of pump and
Highly prone to knock Highly knock heat from engine to air, no radiator increases weight
resistance water jacket, radiator & & air resistance of
Small ignition delay (ID) Long ID & High SIT water pump are required, vehicle.
& low self ignition therefore weight is
temperature (SIT). reduced.
Cetane Number Engine is smaller in size & Engine has larger
• It is amount of cetane by volume the mixture of its design much simples. dimension & its design is
normal cetane & α-methyl naphthalene which more complicated.
creates equal amount of knock as created by actual Worm up performance of Worm up performance is
CIE fuel. air cooled engine is better. poor & results in greater
• Cetane number is the measure of the combustion This results in low wear to cylinder wear.
quality of diesel oil or it is the measure of the cylinders.
ignition delay. Volumetric efficiency of air Volumetric efficiency of
• For comparing anti-knocking properties of diesel cooled engine is lower due water cooled engine is
fuel two reference fuel are used α-methyl to higher cylinder head higher
naphthalene & normal cetane. temperature
α-methyl naphthalene Normal Cetane (C16H34) Air cooling can not be Water cooling system
(C11H10) employed for high specific required more
Its cetane number is Its cetane number is 100, output engines due to maintenance. As light
zero, which gives which gives minimum complex nature of fins leakage of radiator may
maximum knocking. knocking. required result in engine
Complex chain paraffin. Straight chain paraffin. breakdown.
Highly prone to knock Highly knock resistance Control of cooling system Control of cooling
Long ID & High SIT Small ignition delay (ID) is much easier. system is comparatively
& low self ignition
difficult
temperature (SIT).

Mechanical Engineering Capsule 163 YCT