ICE Unit

INTERNAL COMBUSTION ENGINES
 Sub Code: ME0441 Credits:(4-0-0)

 Hours / Week : 04 CIE : 50%
 SEE : 50 % Max. Marks:100
By
Mr. VIJAYAKUMARA.M
MTech in Thermal Engineering
Assistant Professor
Department of Mechanical Engineering
The National Institute of Engineering
Mysuru-570 008.
Karnataka, India
1
 Course Prerequisites:
1. Applied Thermodynamics (ME0409)
2. Fluid Mechanics (ME0412)
Course Outcomes:
Upon successful completion of this course, the student will be
able to:
1. Describe and explain the classification, constructional features,
fuel & air induction systems and combustion process associated
with IC engines.
2. Apply thermodynamic principles to enumerate the performance
of an IC engine.
3. Demonstration of self-learning capability in the course.
 Assessment Methods:
1. Written Tests (Test, Mid Semester Exam & Make-Up Test) are
evaluated for 25 Marks each.
VIJAYAKUMARA M ME NIE MYSORE 2
 Unit-1
Introduction: IC Engine Classification, Engine cylinder
types &arrangements. Cylinder block, cylinder, cylinder
liner, Crank case, Piston, Piston rings, connecting rod,
crankshaft, valves, valve actuating mechanisms.

Thermodynamics cycle: Actual PV diagram, Actual
Valve timing and port timing Diagrams. Actual cycles-
Difference between Real cycle and Fuel Air cycle.

SLE: Inlet and exhaust system: Air filter, Air flow sensor,
Special manifolds, Exhaust silencer. 8 hr

Introduction:
 An heat engine is a device which transforms the chemical
energy of a fuel into thermal energy and uses this thermal
energy to produce mechanical work.
 Engines normally convert thermal energy into mechanical
work and therefore they are called heat engines.
 Heat engines can be broadly classified into :
 i) External Combustion Engines ( E C Engines)
 ii) Internal Combustion Engines ( I C Engines )
 Combustion is a chemical process in which a substance reacts
rapidly with oxygen and gives off heat. The original substance
is called the fuel, and the source of oxygen is called the
oxidizer. The fuel can be a solid, liquid, or gas, although for
airplane propulsion the fuel is usually a liquid.

Heat Engines
Heat Engines
Open Wankel Gasoline Diesel Steam Stirling Steam Closed

cyclegas engine engine engine engine engine turbine Cycle gas
turbine VIJAYAKUMARA M ME NIE MYSORE turbine5
External combustion engines ( E C
Engines)
The product of combustion of air and fuel transfers heat
to secondary fluid which is the working fluid of the
cycle.
Figure 1 : External Combustion Engine

 Internal combustion engines can be classified as
Continuous IC engines and Intermittent IC engines.
 Continuous IC Engines
In continuous IC
engines products
of combustion of
the fuel enters into
the prime mover as
the working fluid.
Figure 2: Continuous IC Engines

Intermittent Internal Combustion Engine
Fig: Intermittent internal combustion engine

ADVANTAGES OF INTERNAL COMBUSTION
ENGINES
 1. Greater mechanical simplicity.
 2. Higher power output per unit weight because of absence of
auxiliary units like boiler , condenser and feed pump.
 3. Low initial cost
 4. Higher brake thermal efficiency as only a small fraction of
heat energy of the fuel is dissipated to cooling system.
 5. These units are compact and requires less space.
 6. Easy starting from cold conditions.

DISADVANTAGES OF INTERNAL
COMBUSTION ENGINES
 1. I C engines cannot use solid fuels which are cheaper. Only
liquid or gaseous fuel of given specification can be
efficiently used. These fuels are relatively more expensive.
 2. I C engines have reciprocating parts and hence balancing
of them is problem and they are also susceptible to
mechanical vibrations.

History
 Internal combustion engines date back to 1876 when Otto
first developed the spark-ignition engine and 1892 when
Rudolf Diesel invented the compression-ignition engine.
 Since that time these engines have continued to develop as
our knowledge of engine processes has increased, as new
technologies became available, as demand for new types of
engine arose, and as environmental constraints on engine
use changed.
 Internal combustion engines, and the industries that develop
and manufacture them and support their use, now play a
dominant role in the fields of power, propulsion, and
energy.

 The last twenty-five years or so have seen an explosive
growth in engine research and development as the issues of
air pollution, fuel cost, and market competitiveness have
become increasingly important.
 A more successful development-an atmospheric engine
introduced in 1867 by Nicolaus A. Otto (1832-1891) and
Eugen Langen (1833-1895)-used the pressure rise resulting
from combustion of the fuel-air charge early in the outward
stroke to accelerate a free piston and rack assembly so its
momentum would generate a vacuum in the cylinder.

 In 1892, the German engineer Rudolf Diesel (1858-1913)
outlined in his patent a new form of internal combustion
engine. His concept of initiating combustion by injecting a
liquid fuel into air heated solely by compression permitted
a doubling of efficiency over other internal combustion
engines.
 Much greater expansion ratios, without detonation or
knock, were now possible

CLASSIFICATION OF INTERNAL
COMBUSTION ENGINES.
 There are different types of IC engines that can be classified
on the following basis.
 1. According to thermodynamic cycle
 i) Otto cycle engine or Constant volume heat supplied cycle.
 ii) Diesel cycle engine or Constant pressure heat supplied
cycle
 iii) Dual-combustion cycle engine
 2. According to the fuel used:
 i) Petrol engine ii) Diesel engine iii) Gas engine
 3. According to the cycle of operation:
 i) Two stroke engine ii) Four stroke engine
 4. According to the method of ignition:
 i) Spark ignition (SI) engine ii) Compression ignition (CI )
engine
 5. According to the number of cylinders.
 i) Single cylinder engine ii) Multi cylinder engine
 6. According to the arrangement of cylinder:
 i) Horizontal engine ii) Vertical engine iii) V-engine
 v) In-line engine vi) Radial engine, etc.
 7. According to the method of cooling the cylinder:
 i) Air cooled engine ii) Water cooled engine

 8. According to their applications:
 i) Stationary engine ii) Automobile engine iii) Aero engine
 iv) Locomotive engine v) Marine engine, etc.

INTERNAL COMBUSTION ENGINE
PARTS AND THEIR FUNCTION
 1. Cylinder :- It is a container fitted with piston, where the
fuel is burnt and power is produced.
 2.Cylinder Head/Cylinder Cover:-One end of the cylinder
is closed by means of cylinder head. This consists of inlet
valve for admitting air fuel mixture and exhaust valve for
removing the products of combustion.
 3. Piston:- Piston is used to reciprocate inside the cylinder.
It transmits the energy to crankshaft through connecting
rod.
 4. Piston Rings:- These are used to maintain a pressure
tight seal between the piston and cylinder walls and also it
transfer the heat from the piston head to cylinder walls.

 5. Connecting Rod:- One end of the connecting rod is
connected to piston through piston pin while the other is
connected to crank through crank pin. It transmits the
reciprocatory motion of piston to rotary crank.
 6. Crank:- It is a lever between connecting rod and crank
shaft.
 7. Crank Shaft:- The function of crank shaft is to transform
reciprocating motion in to a rotary motion.
 8. Fly wheel:- Fly wheel is a rotating mass used as an energy
storing device.
 9. Crank Case:- It supports and covers the cylinder and the
crank shaft. It is used to store the lubricating oil.
IC ENGINE – TERMINOLOGY

 Bore: The inside diameter of the cylinder is called the
bore.
 Stroke: The linear distance along the cylinder axis
between the two limiting positions of the piston is called
stroke.
 Top Dead Centre (T.D.C) : The top most position of the
piston towards cover end side of the cylinder‖ is called top
dead centre. In case of horizontal engine, it is called as
inner dead centre
 Bottom Dead Centre (B.D.C):The lowest position of the
piston towards the crank end side of the cylinder is called
bottom dead centre. In case of horizontal engine, it is
called outer dead centre (O.D.C).

 Clearance Volume: The volume contained in the cylinder
above the top of the piston, when the piston is at the top
dead centre is called clearance volume.
 Compression ratio : It is the ratio of total cylinder volume
to clearance volume.

Four-Stroke Petrol Engine OR Four stroke
Spark Ignition Engine (S.I. engine)
 The four-stroke cycle petrol engines operate on Otto
(constant volume) cycle shown in Figure . Since ignition
in these engines is due to a spark, they are also called
spark ignition engines.
 The four different strokes are:
 i) Suction stroke
 ii) Compression stroke
 iii) Working or power
or expansion stroke
 iv) Exhaust stroke.

The construction and working of a four-
stroke petrol engine

stroke petrol engine

Four Stroke Diesel Engine (Four Stroke
Compression Ignition Engine— C.I.Engine)
 The four stroke cycle diesel
engine operates on diesel cycle
or constant pressure cycle.
 Since ignition in these engines
is due to the temperature of the
compressed air, they are also
called compression ignition
engines. The construction and
working of the four stroke
diesel engine is shown in
figures shows a theoretical
diesel cycle. The four strokes
are as follows:
stroke diesel engine

TWO STROKE CYCLE ENGINE
 In two stroke cycle engines, the suction and exhaust strokes
are eliminated.
 There are only two remaining strokes i.e., the compression
stroke and power stroke and these are usually called upward
stroke and downward stroke respectively.
 Also, instead of valves, there are inlet and exhaust ports in
two stroke cycle engines.
 The burnt exhaust gases are forced out through the exhaust
port by a fresh charge which enters the cylinder nearly at the
end of the working stroke through the inlet port.
 The process of removing burnt exhaust gases from the engine
cylinder is known as scavenging.
Two Stroke Cycle Petrol Engine
 The principle of two-stroke cycle petrol engine is shown
in Figure . Its two strokes are described as follows:

COMPARISON OF SI AND CI ENGINES
SI Engine CI Engine
• It works on Otto cycle. It works on Diesel or Dual combustion
• A fuel having higher self-ignition cycle.
temperature is desirable, such as petrol A fuel having lower self-ignition
(gasoline). temperature is desirable such as diesel
oil.
Only air is introduced into the cylinder
• Air and fuel mixture in gaseous form during the suction stroke and therefore
is inducted through the carburettor in the the carburettor is not required. Fuel is
cylinder during the suction stroke. injected at high pressure through fuel
injectors direct into the combustion
• The throttle valve of the carburettor chamber.
controls the quantity of the charge. The The amount of air inducted is fixed but
quality of the charge remains almost the amount of fuel injected is varied by
fixed during normal running conditions regulating the quantity of fuel in the
at variable speed and load. So it is a pump. The air-fuel ratio is varied at
quantity governed engine. varying load. So, it is a quality governed
• engine.
• Spark is required to bum the fuel. Combustion of fuel takes place on its
For this, an ignition system with spark own with out any external ignition
plugs is required. Because of this it is system. Fuel bums in the presence of
called a spark-ignition (SI) engine. highly compressed air inside the engine
cylinder.
• A compression ratio of 6 to 10.5 is A compression ratio of 14 to 22 is
employed. employed. The upper limit of
The upper limit is fixed by the anti- compression ratio is limited by the
knock quality of fuel. The engine tends rapidly increasing weight of the
to knock at higher compression ratios. engine. Engine tends to knock at lower
• Part load efficiency is poor, since compression ratios.
even at part load the air/fuel ratio is Part load efficiency is good. As the load
not much varied. In order to improve decreases, the fuel supply to the engine
the part load efficiency of the SI can also be reduced and lean mixture
engine, the MPFI technique of fuel to the engine is then supplied.
supply is used in modem engines. The cost of diesel oil is less than that of
• The cost of the petrol is higher than petrol. Moreover, as fuel is sold on
that of the diesel oil. volume basis and diesel oil has higher
specific gravity, more weight is
obtained in one litre.
• Noise and vibration are less Noise and vibrations are more
because of less engine weight. because of heavier engine
components due to higher
compression ratio.
• The main pollutants are carbon
monoxide (CO), oxides of nitrogen Apart from CO, NOx and HC, soot
(NO.J and hydrocarbons (HC). or smoke particles are also emitted
to the atmosphere.

COMPARISON OF FOUR-STROKE AND
TWO-STROKE ENGINES

Valve and valve mechanism
 To admit the air-fuel mixture in the engine cylinder and to
force the exhaust gases out at correct timings, some control
system is necessary, which is provided by the valves.
 The engine valves may be broadly divided into 3 main
categories:
 1. Poppet valve
 2. Sleeve valve
 3. Rotary valve
 Out of these three, poppet valve is the one which is being
universally used for automobile engines.

 The conventional automotive engine is fitted with mechanically
operated poppet valves for both inlet and exhaust.
 A poppet valve consists of a disc of metal with a coaxial stem on

one side which closes a circular opening in a wall separating two
chambers, against which wall it is drawn by a spring.
 To open the valve, a force must be applied to it in, a direction
contrary to that of the spring pressure. In the earliest automotive
engines, the inlet- valves were opened automatically by the suction
in the cylinder during the inlet stroke,.
 Automatic valves cannot be used in engines that must operate over
a wide speed range, as they close too early at low and too late at
high speeds to permit of good volumetric efficiency. These valves,
moreover, are troublesome in service, because gum in the gasoline
may cause them to stick.

 Poppet valves are lifted from their seats by means of
cams, and are closed by springs. The rate at which the
valve is opened and closed depends on the cam outline
and on the type and size of cam follower employed.
 From the standpoint of gas flow it is, of course, desirable
that the valve should open and close very quickly, and
remain fully open for the greatest possible length of time.
 However, the valve gear must operate quietly, and in
order to do this it must lift and drop the valves more or
less gradually.
 Cams, therefore, usually are so designed that the valve
begins to close as soon as it has attained its full lift, and
there is no "dwell" in the full-open position.

 The poppet valve derives its name
from its motion of popping up and
down. This is also called
"mushroom valve― because of its
shape which is similar to a
mushroom.
 It possesses certain advantages
over the other valve types because
of which it is extensively used in
the automotive engines:
 1. Simplicity of construction
 2. Self-centering.
 3. Free to rotate about the stem to
new position.
 4.Maintenance of sealing
efficiency is relatively easier.

 Generally inlet valves are larger than the exhaust valves,
because speed of incoming air-fuel mixture is less than the
velocity of exhaust gases which leave under pressure.
 Further, because of pressure, the density of exhaust gases is
also comparatively high. Moreover, smaller exhaust valve is
also preferred because of shorter path of heat flow in this
case and consequent reduced thermal loading.

Actual Valve Timing Diagram
 In a piston engine, the valve timing is the precise timing of the
opening and closing of the valves. In an internal combustion
engine these are usually poppet valves and in a steam engine they
are usually slide valves or piston valves.
 The valve timing of an engine is set to give the best possible
performance. This means that the valves must be opened and
closed at very precise times.
 The traditional way of showing exactly when the valve opens and
closes is by the use of a valve-timing diagram.
 As can be seen the valves are opened and closed in relation to the
number of degrees of movement of the crankshaft.
 When comparing the diagrams for the petrol engine of medium and
high performance cars, it will be noticed that the high performance
car has larger valve opening periods, especially the closing of the
inlet valve which is later.
 This is so that at high operating speeds the increased lag
allows as much pressure energy as possible to be
generated in the cylinder by the incoming air and fuel
charge, prior to its further compression by the rising
piston.
 There is also an increase in the value of valve overlap for
the high performance engine. This means that at TDC both
inlet and exhaust valves will be open together for a longer
period of time giving a better breathing of the engine at
these higher engine speeds .

Actual Valve Timing Diagram

Valve timing diagram of 4 stroke petrol
engines
IVO – Inlet valve Opens

IVC – Inlet Valve Closes
IS – Ignition Starts
EVO – Exhaust Valve
Opens
EVC – Exhaust Valve
Closes
TDC – Top Dead Center
BDC – Bottom Dead
Center

Theoritical & Actual Valve Timing for 4
stroke Diesel Engine

 Valve timing diagram of a four stroke engine gives a clear
idea about the actual position of the piston during the
opening & closing of inlet & exhaust valves.
 In practice, the events of the four-stroke cycle do not start
and finish exactly at the two ends of the strokes - to
improve the breathing and exhausting, the inlet valve is
arranged to open before TDC and to close after BDC and
the exhaust valve opens before BDC and closes after
TDC.
 These early and late opening and closing events can be
shown on a valve timing diagram such as Fig.

 Valve lead :This is where a valve opens so many degrees of
crankshaft rotation before either TDC or BDC.
 Valve lag :This is where a valve closes so many degrees of
crankshaft rotation after TDC or BDC.
 Valve overlap : This is the condition when both the inlet and
the exhaust valves are open at the same time during so many
degrees of crankshaft rotation.
 Main purpose of valve overlap is to increase the volumetric
efficiency.
 Early opening of the inlet valve means that the valve is well
open at the beginning of the inlet stroke reducing flow
resistance at this point.
 Closing the exhaust valve after TDC means exhaust valve is
open to TDC reducing back pressure.
 Both these effects improve the volumetric efficiency.
Valve timing diagram of 4- stroke
single cylinder diesel engine.
 IVO - 25 before TDC
 IVC - 30 after BDC
 EVO - 45 before BDC
 EVC - 15 after TDC
 FVO - 15 before TDC
 FVC - 25 after TDC

 Valve timing diagram of 4- stroke single cylinder petrol
engine.(low speed)
 IVO - 10 before TDC
 IVC - 20after BDC
 EVO - 25 before BDC
 Valve timing diagram of 4- stroke single cylinder petrol
engine.(high speed)
 IVO - 10 before TDC
 IVC - 50 after BDC
 EVO - 45before BDC

 Variable valve timing
 Variable valve timing is a development that has been
enabled by the use of electronic control which permits
valve timing to be changed while the engine is operating,
to suit low speed, intermediate speed and high speed
operation. The variations in inlet valve timing are
approximately as follows:
 Low speed inlet valves opened later to improve idling
performance.
 Intermediate speed inlet valves opened a few degrees
earlier to take advantage of manifold design and thus
improve cylinder filling and performance.
 High speed a larger degree of early opening of the inlet
valves. VIJAYAKUMARA M ME NIE MYSORE 58
Port Timing Diagram
 The port timing diagram gives an idea about how various
operations are taking place in an engine cycle.
 The two stroke engines have inlet and transfer ports to
transfer the combustible air fuel mixture and an exhaust port
to transfer exhaust gas after combustion.
 The sequence of events such as opening and closing of ports
are controlled by the movements of piston as it moves from
TDC to BDC and vice versa.
 As the cycle of operation is completed in two strokes,
 one power stroke is obtained for every crankshaft revolution.
Two operations are performed for each stroke both above the
piston (in the cylinder) and below the piston (crank case).
When compression is going on top side of the piston, the
charge enters to the crank case through inlet port.
 During this period exhaust port is also opened and the
fresh charge drives away the exhaust which is known
scavenging.
 As the timing plays major role in exhaust and transfer of
the charge, it is important to study the events in detail. The
pictorial representation of the timing enables us to know
the duration and instants of opening and closing of all the
ports.
 Since one cycle is completed in one revolution i.e. 360
degrees of crank revolution, various positions are shown
in a single circle of suitable diameter.

Actual port timing diagram for 2
stroke S.I. Engine
 In case of 2 stroke engine, the exhaust port is opened near
the end of the expansion stroke.
 With piston controlled exhaust and inlet port arrangement,
the lower port of the piston stroke is always wasted so as
far as the useful power output is concerned, about 15% -
40% of the expansion stroke is ineffective.
 The actual percentage varies with different designs.
 This early opening of the exhaust port during last port of
the expansion stroke is necessary to permit blow down of
the exhaust gases & also to reduce the cylinder pressure so
that when the inlet port opens at the end of the blow down
process, fresh charge can enter the cylinder.
Contd.,
 The fresh charge which comes from the crank case for
scavenging pump, enters the cylinder at a pressure slightly
higher than the atm. pressure. Some of the fresh charge is
lost due to short circuiting .
 For a petrol engines this means a loss of fuel and high
unburnthydrocarbons in the exhaust.
 By comparing the valve timing of 2 stroke and 4 stroke
engines, it is clear that the time available for scavenging
and changing of the cylinder of a two stroke engine is
about one third that available for the 4 stroke engine.

Actual port timing diagram for 2
stroke C.I. engine
 The port timing diagram for 2 – stroke C.I. engine similar
to that of 2 stroke S.I.engine.
 The 2 stroke C.I. engine does not suffer from fuel loss and
idling difficulty.
 In C.I.engines there is no loss of fuel as the charge is only
air and there is no difficulty at idling because the fresh
charge is not reduced.

Port design
 The Design of the inlet and exhaust ports for two stroke engines depends
on various parameters. Some of the important basic parameters are;
 a) Scavenging method b) Shape, inclination & width of ports
 c) Amount of air/charge delivered d) Scavenging pressure
 e) Mean inlet velocity –function of pr. Ratio, temp. of scavenging &
scavenging factor
f) Duration(crank angle) of port opening & average port height
uncovered by piston Blow down time area (for exhaust)–[which is a fn. of
temperature of exhaust Gas, expansion end volume(fn. of displacement
volume), exhaust Gas pr., scavenging pr., & indicated mean effective
pressure]
 g) Inlet duration, exhaust lead& hence exhaust duration
 h) Number of ports & height of ports during exhaust Lead, only exhaust
port is kept open, & during super charging only inlet port is kept open.

 II.UN-SYMMETRICAL PORT TIMING - EPO-IPO-EPC-
IPC
 -Opening and closing of the ports by the piston is un-
symmetrical.
 Mechanism is complex.
 Advantages- super charging is possible - by the following
ways
 Supercharging valve-rotary valves,
 Poppet valves by suitably designing the cam mechanism,
 Using sleeve /slide valve, but it is mechanically complicated
& using opposed piston.

BASED ON OVERALL PORT
TIMING
 I.SYMMETRICAL PORT TIMING - EPO-IPO-IPC-EPC
 Opening and closing of the ports by the piston is
symmetrical.
 Advantage-arrangement of the mechanism is very simple.
 Disadvantage- more short circuiting, hence more charge
loss, super charging is not possible. Suitable for low
power o/p engines up to 5bhp i.e. scooters /moped
engines.

 Port timing diagram of 4- stroke single cylinder petrol
engine
 EPO - 45before TDC
 EPC - 45 after BDC
 TPO - 35 before BDC
 TPC - 35 after TDC

Fuel air cycle and Actual cycle
 The theoretical cycle based on the actual properties of
the cylinder contents is called the fuel–air cycle.
 Air - standard cycle is based on several assumptions
 Consequently the performance levels are higher
 Ex: Thermal efficiency of an SI engine with Comp.
Ratio 8:1 is 56% whereas actual is 28%.
 Deviation from actual performance attributed to a small
extent to progressive burning of fuel, incomplete
combustion, valve operation etc.
 Main reason is the assumptions made.

 Fuel air cycle
 The gases contain fuel, air, water vapour and residual gas
 Fuel - Air ratio varies during operation
 Consequently CO2, water vapour etc. change
 Specific heats increase with temp.
 Fuel, air, do not completely combine chemically at high
temp. (1600K) leads to presence of CO, H2, H and O2 at
equilibrium condition
 No. of molecules present after combustion depend and on
pressure and temperature after combustion.

Fuel air cycle – assumptions
 No chemical change in fuel or air prior to combustion

 Subsequent to combustion charge is always in chemical
equilibrium
 No heat exchange between cylinders and gas (Adiabatic),
compression and expansion are frictionless
 Fluid motion is ignored
 For constant volume fuel cycle,
 Fuel completed vapourised and mixed with air
 Instant burning at TDC (constant vol)

 Fuel air cycle - Composition of gas
 Air fuel ratio changes during operation

 Consequently the composition in exhaust changes (CO2,
CO and water vapour)
 Fresh charge mixes with the burnt gases
 Amount of burnt gases in the cylinder depends on load
and speed
 All these are considered in fuel air cycle

 Fuel air cycle – Variable specific heats
 Gases except monoatomic show an increase of specific heat
with temperature
 Increase in Specific heat does not follow any particular law
 Upto 1500 K specific heat follows:
 Cp = a + kT, Cv = b + kT
 Where a, b and k are constants.
 Now R= Cp-Cv = a-b
 Above 1500 K specific heat follows:
 Cp = a1+k1T + k2𝑇 2 , Cv = b1+k1T+k2𝑇 2

 Fuel air cycle – Variable specific heats
 When temperature rises larges fraction of heat is required

to produce motion of atoms within molecules
 This is does not contribute to temperature rise
 Consequently final temp and pressure will be lower

 Fuel air cycle – Dissociation
 Disintegration of combustion products at high temp.
 Deemed as reverse process of combustion
 During dissociation heat is absorbed
 During combustion heat is released
 At 1000 C, CO2 will be CO, O2 and little of H2O
 CO2 + Heat < =>2 CO + O2 at 1000 C
 H2O + Heat < => 2 H2 + O2 at 1300C
 Heat released consequent to reversal at the end of power
stroke dissipates into exhaust (not as power)
 Dissociation not pronounced in CI due to excess air

 Fuel air cycle – No. of moles
 No. of molecules depends on fuel – air ratio, type/extent
of combustion
 Pressure depends on no. of molecules and consequently
on work

 Effect of dissociation on temperature wrt air fuel ratio
 Rich mixture : Presence of CO and O2 in burnt gas tend
to prevent dissociation
 Lean mixture : Nearly no dissociation due to low temp.
 When equivalence ratio is less than 1, it is called as lean
mixture. In a Lean Mix, amount of Air>Fuel
When the equivalence ratio is greater than 1, it is called as
rich mixture. Rich Mix. Fuel >Air
 And when there is exact amount of fuel and air as
theoretical, it is called as stoichiometric mixture.
 Stoichiometric : Dissociation pronounced
 Reduction to the tune of 300  C

 Fuel air cycle - Merits
 Fairly accurate estimate possible
 85% of the actual efficiency
 Peak pressure and Exhaust temp. estimate can be
reasonably close to actual engine
 Influence of many variables on engine performance
understood better

Actual cycle
 Deviates largely from Air- standard cycle and fuel-air
cycle
 Efficiency is much lower than Air – standard cycle

 Actual cycle
 ( Conditions common to Fuel – Air cycle)
 Air and fuel mixture combines with products of
combustion of previous cycle
 Change in chemical composition of working substance
 Variation of specific heats with temp.
 Change in composition, temp., and actual amount of fresh
charge because of residual gases

 Actual cycle
 (Conditions – Exclusive, Responsible for the difference
between Actual cycle and Fuel-air cycle
 Progressive combustion (not instantaneous)
 Heat transfer to and from working medium
 Exhaust blow-down (loss of work due to early EVO)
 Gas leakage, fluid friction

 Actual cycle
 Major influencing factors:
 Time loss factor- loss due to time required for mixing of
air and fuel as also for combustion
 Heat loss factor – loss of heat from gases to cylinder walls
 Exhaust blow-down factor – loss of work due to early
EVO in the power stroke

 TEXT BOOKS:
 1.Internal Combustion Engines by V.Ganeshan, Tata
McGraw Hill, 3rd Ed. 2009.
 2.Fundamentals of Internal Combustion Engines by J.B.
Heywood, Tata McGraw Hill, 1988
 REFERENCE BOOKS:
 1.Engineering fundamentals of the I.C. Engine by Willard
W.Pulkrabek, Year 1998.
 2.I.C. engines by M.L. Mathur and R.P. Sharma, Dhanpat
Rai Publications -2012.

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INTERNAL COMBUSTION ENGINES

 Sub Code: ME0441 Credits:(4-0-0)

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Open Wankel Gasoline Diesel Steam Stirling Steam Closed

Figure 1 : External Combustion Engine

Figure 2: Continuous IC Engines

Fig: Intermittent internal combustion engine

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 A poppet valve consists of a disc of metal with a coaxial stem on

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IVO – Inlet valve Opens

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 No chemical change in fuel or air prior to combustion

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 Air fuel ratio changes during operation

 All these are considered in fuel air cycle

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 When temperature rises larges fraction of heat is required

 This is does not contribute to temperature rise

 Consequently final temp and pressure will be lower

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