INTERNAL COMBUSTION

ENGINES AND
RECIPROCATING MACHINES
MEENG 4807

THE BACKGROUND
SINGLEACTING
PISTONS OF A
TYPICAL
MODERN
DIESEL CAR
ENGINE

PROFESSORS PROFILE

NAME: MICHAEL S. VILLAME

PLACE OF ORIGIN:
PHILIPPINES
AREA OF SPECIALIZATION:
FUELS AND COMBUSTION,

CLASS POLICIES
ATTENDANCE MUST BE AT LEAST 80%
3 LATE = 1 ABSENT
KEEP SILENT DURING THE CLASS LECTURE
EVERYBODY IS ENCOURAGE TO ASK QUESTIONS

CHEATING IS STRICTLY PROHIBITED

NO SPECIAL EXAM IS ALLOWED (EXCEPT FOR MEDICAL
REASONS)

CLASS CARD

MICHAEL S. VILLAME
AKU 000111
INTERNAL COMBUSTION
ENGINE

TOPICS TO REVIEW
THERMODYNAMICS II (ESPECIALLY ENGINE CYCLES)

INTRODUCTION
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

CLASSIFICATION OF HEAT ENGINES

HEAT
ENGINE
IC
ENGINE
ROTARY

OPEN
CYCLE
GAS
TURBIN
E

WANKE
L
ENGINE

RECIPROCATI
NG
GASOLI
DIESEL
NE
ENGINE
ENGINE

EC
ENGINE
RECIPROCATI
NG
STIRLIN
STEAM
G
ENGINE
ENGINE

ROTARY
STEAM
TURBIN
E

CLOSE
D
CYCLE
GAS
TURBIN
E

STEAM ENGINE

STIRLING ENGINE

STEAM TURBINE

NOMENCLATURE

 DISPLACEMENT OR SWEPT
VOLUME

= =

2

4

CUBIC CAPACITY OR ENGINE

CAPACITY
CUBIC CAPACITY =

THE WORKING PRINCIPLE OF ENGINES

FOUR-STROKE SPARK-IGNITION
ENGINE
THE CYCLE OF OPERATIONS IS
COMPLETED IN FOUR STROKES OF THE
PISTON OR TWO REVOLUTIONS OF THE
CRANKSHAFT
EACH STROKE CONSISTS OF 180 DEG OF
CRANKSHAFT ROTATION AND HENCE A
FOUR-STROKE CYCLE IS COMPLETED
THROUGH 720 DEG OF CRANK ROTATION.

CYCLE OF OPERATION OF FOUR-STROKE SI

ENGINE

SUCTION
STROKE

COMPRESSI
ON

EXPANSION
STROKE

EXHAUST
STROKE

 FOUR-STROKE COMPRESSON-IGNITION
ENGINE
VERY SIMILAR TO SI ENGINE BUT IT OPERATES
AT A MUCH HIGHER COMPRESSION RATIO (16 TO
20)
AIR, INSTEAD OF A FUEL-AIR MIXTURE, IS
INDUCTED
A HIGH PRESSURE FUEL PUMP AND AN
INJECTOR ARE PROVIDED TO INJECT THE FUEL
INTO THE COMBUSTION CHAMBER
THE CARBURETOR AND IGNITION SYSTEM

CYCLE OF OPERATION OF A CI ENGINE

SUCTION
STROKE

COMPRESSION
STROKE

EXPANSION
STROKE

EXHAUST
STROKE

COMPARISON OF SI AND CI ENGINES

BASIC CYCLE
SI ENGINE

CI ENGINE

WORKS ON OTTO CYCLE

WORKS ON OTTO CYCLE

COMPARISON OF SI AND CI ENGINES

FUEL
SI ENGINE

CI ENGINE

GASOLINE, A HIGHLY VOLATILE

FUEL
SELF-IGNITION TEMPERATURE IS
HIGH

DIESEL OIL, A NON-VOLATILE

FUEL.
SELF-IGNITION TEMPERATURE IS
COMPARATIVELY LOW

COMPARISON OF SI AND CI ENGINES

INTRODUCTION OF FUEL

CI ENGINE

FUEL IS INJECTED DIRECTLY INTO

SI ENGINE
THE COMBUSTION CHAMBER AT
HIGH PRESSURE AT THE END OF
GASEOUS MIXTURE OF FUEL-AIR COMPRESSON STROKE.
IS INTRODUCED DURING THE
A FUEL PUMP AND INJECTOR ARE
SUCTION STROKE
NECESSARY
A CARBURETOR AND AN IGNITION
SYSTEM ARE NECESSARY

COMPARISON OF SI AND CI ENGINES

LOAD CONTROL
SI ENGINE

CI ENGINE

THROTTLE CONTROLS THE

QUANTITY OF FUEL-AIR MIXTURE
INTRODUCED

THE QUANTITY OF FUEL IS

REGULATED
AIR QUANTITY IS NOT
CONTROLLED

COMPARISON OF SI AND CI ENGINES

IGNITION
SI ENGINE

CI ENGINE

REQUIRES AN IGNITION SYSTEM

WITH SPARK PLUG IN THE
COMBUSTON CHAMBER
PRIMARY VOLTAGE IS PROVIDED
BY EITHER A BATTERY OR A
MAGNETO

SELF-IGNITION OCCURS DUE TO

HIGH TEMPERATURE OF AIR
BECAUSE OF THE HIGH
COMPRESSION
IGNITION SYSTEM AND SPARK
PLUG ARE NOT NECESSARY

COMPARISON OF SI AND CI ENGINES

COMPRESSION RATIO
SI ENGINE

CI ENGINE

6 TO 10
UPPER LIMIT IS FIXED BY
ANTIKNOCK QUALITY OF THE
FUEL

16 TO 20
UPPER LIMIT IS LIMITED BY
WEIGHT INCREASE OF THE
ENGINE

COMPARISON OF SI AND CI ENGINES

SPEED
SI ENGINE

CI ENGINE

DUE TO LIGHT WEIGHT AND ALSO

TO HOMOGENEOUS
COMBUSTION, THEY ARE HIGH
SPEED ENGINES

DUEL TO HEAVY WEIGHT AND

ALSO DUE TO HETEROGENEOUS
COMBUSTION, THEY ARE LOW
SPEED ENGINES

COMPARISON OF SI AND CI ENGINES

THERMAL EFFICIENCY
SI ENGINE

CI ENGINE

BECAUSE OF LOWER
COMPRESSION RATIO, THE
MAXIMUM VALUE OF THERMAL
EFFICIENCY THAT CAN BE
OBTAINED IS LOWER

BECAUSE OF HIGHER
COMPRESSION RATIO, THE
MAXIMUM VALUE OF THERMAL
EFFICIENCY THAT CAN BE
OBTAINED IS HIGHER

COMPARISON OF SI AND CI ENGINES

WEIGHT
SI ENGINE

CI ENGINE

LIGHTER DUE TO LOWER PEAK

PRESSURES

HEAVIER DUE TO HIGHER PEAK

PRESSURES

TWO-STROKE ENGINES
THE CYCLE IS COMPLETED IN ONE
REVOLUTION OF THE
CRANKSHAFT
THE FILLING PROCESS IS
ACCOMPLISHED BY THE CHARGE
COMPRESSED IN CRANKCASE OR
BY A BLOWER
THE INDUCTION OF THE
COMPRESSED CHARGE MOVES
OUT THE PRODUCT OF

CYCLE OF OPERATION IN A TWO STROKE

ENGINE

CLASSIFICATION OF IC ENGINES:
CYLINDER ARRANGEMENTS
IN-LINE ENGINE
IT HAS ONE CYLINDER BANK AND THE CYLINDERS ARE
ARRANGED LINEARLY, AND TRANSMIT POWER TO A SINGLE
CRANKSHAFT
QUITE COMMON WITH AUTOMOBILE ENGINES

CONTINUATION
OPPOSED CYLINDER ENGINE
THIS ENGINE HAS TWO CYLINDER BANKS LOCATED IN THE SAME
PLANE ON OPPOSITE SIDES OF THE CRANKSHAFT
A WELL BALANCED ENGINE AND HAS THE ADVANTAGES OF A
SINGLE CRANKSHAFT

CONTINUATION
V ENGINE
IN THIS ENGINE THERE ARE TWO BANKS OF CYLINDERS (I.E., TWO
IN LINE ENGINES) INCLINED AT AN ANGLE TO EACH OTHER AND
WITH ONE CRANKSHAFT
MOST OF THE HIGH POWERED AUTOMOBILES USE THE 8
CYLINDER V ENGINE, FOUR IN-LINE ON EACH SIDE OF THE V

THE FIRST LAW ANALYSIS OF ENGINE CYCLE

ENERGY FLOW THROUGH THE RECIPROCATING

ENERGY DISTRIBUTION IN AN IC ENGINE

ENGINE PERFORMANCE PARAMETERS

INDICATED THERMAL EFFICIENCY
RATIO OF ENERGY IN THE INDICATED POWER, IP, TO THE INPUT
FUEL ENERGY IN APPROPRIATE UNITS.

=
=

( )

( )

ENGINE PERFORMANCE PARAMETERS

BRAKE THERMAL EFFICIENCY
RATIO OF ENERGY IN THE BRAKE POWER, BP, TO THE INPUT FUEL
ENERGY IN APPROPRIATE UNITS.

=
=

( )

( )

ENGINE PERFORMANCE PARAMETERS

RELATIVE EFFICIENCY
RATIO OF THERMAL EFFICIENCY OF AN ACTUAL CYCLE TO THAT
OF THE IDEAL CYCLE
=

ENGINE PERFORMANCE PARAMETERS

VOLUMETRIC EFFICIENCY
THE VOLUME FLOW RATE OF AIR INTO THE INTAKE SYSTEM
DIVIDED BY THE RATE AT WHICH THE VOLUME IS DISPLACED BY
THE SYSTEM
=

( 2 )

( 2 )

ENGINE PERFORMANCE PARAMETERS

MEAN EFFECTIVE PRESSURE
THE AVERAGE PRESSURE INSIDE THE CYLINDERS OF AN
INTERNAL COMBUSTION ENGINE BASED ON THE CALCULATED OR
MEASURED POWER OUTPUT
=

; =

WHERE
L = LENGTH OF THE STROKE; A = AREA OF THE PISTON; K =
NUMBER OF CYLINDERS; N = NUMBER OF POWER STROKES

ENGINE PERFORMANCE PARAMETERS

MEAN PISTON SPEED
= 2
WHERE
L = LENGTH OF THE STROKE;
N = NUMBER OF POWER STROKES

ENGINE PERFORMANCE PARAMETERS

SPECIFIC POWER OUTPUT (PS)
POWER OUTPUT PER UNIT PISTON AREA AND IS A MEASURE OF
THE ENGINE DESIGNERS SUCCESS IN USING THE AVAILABLE
PISTON AREA REGARDLESS OF CYLINDER SIZE
=

ENGINE PERFORMANCE PARAMETERS

SPECIFIC FUEL CONSUMPTION
AN IMPORTANT PARAMETER THAT REFLECTS HOW GOOD THE
ENGINE PERFORMANCE IS
=

PROBLEMS
1. A 42.5 KW ENGINE HAS A MECHANICAL EFFICIENCY OF
85%. FIND THE INDICATED POWER AND FRICTIONAL
POWER. IF THE FRICTIONAL POWER IS ASSUMED TO BE
CONSTANT WITH LOAD, WHAT WILL BE THE MECHANICAL
EFFICIENCY AT 60% OF THE LOAD?

PROBLEMS
2. FIND THE BRAKE THERMAL EFFICIENCY OF AN ENGINE
WHICH CONSUMES 7 KG OF FUEL IN 20 MINUTES AND
DEVELOPS A BRAKE POWER OF 65 KW. THE FUEL HAS A
HEATING VALUE OF 42000 KJ/KG.

PROBLEMS
3. AN ENGINE IS USING 5.2 KG OF AIR PER MINUTE
WHILE OPERATING AT 1200 RPM. THE ENGINE REQUIRES
0.2256 KG OF FUEL PER HOUR TO PRODUCE AN
INDICATED POWER OF 1 KW. THE AIR-FUEL RATIO IS 15:1.
INDICATED THERMAL EFFICIENCY IS 38% AND
MECHANICAL EFFICIENCIY IS 80%. CALCULATE
(I) BRAKE POWER AND
(II) HEATING VALUE OF THE FUEL

PROBLEMS
4. A TWO-STROKE CI ENGINE DEVELOPS A BRAKE
POWER OF 368 KW WHILE 73.6 KW IS USED TO
OVERCOME THE FRICTION LOSSES. IT CONSUMES 180
KG/H OF FUEL AT AN AIR-FUEL RATIO OF 20:1. THE
HEATING VALUE OF THE FUEL IS 42000 KJ/KG.
CALCULATE
(I) INDICATED POWER

(II) MECHANICAL EFFICIENCY;

(III) AIR CONSUMPTION

PROBLEMS
5. A FOUR-CYLINDER SPARK-IGNITION ENGINE HAS THE
FOLLOWING DIMENSIONS:

BORE = 680 MM AND A CRANK RADIUS = 375 MM. IF THE

COMPRESSION RATIO IS 8:1, DETERMINE THE
(i) STROKE LENGTH
(ii) SWEPT VOLUME
(iii) CUBIC CAPACITY

(iv) CLEARANCE VOLUME

(v) TOTAL VOLUME. IF THE VOLUMETRIC EFFICIENCY IS 80%
DETERMINE THE

(vi) ACTUAL VOLUME OF AIR ASPIRATED/STROKE IN EACH