Based on Fuel Used: (a)Petrol engines (b)Diesel engines (©)Gas engines (@Bi-fuel engines : These engines use the main fuel as gas and the liquid fuel is used for the starting purposes. 7 Based on Thermodynamic Cycle Used : (a)Constant volume combustion eyele or Otto cycle. (b)Constant pressure combustion cycle or Diesel cycle. (©)Parily at constant volume and partly at constant pressure combustion cycle or Dual combustion cycle.Based on Number of Cylinders : (@)Single eylinder engine. (b)Multi cylinder engine, \ spark pug compressed fuel and air Based on Arrangement of Cylinders: (@)ln-line engines : In this all the cylinders are arranged with theit axes parallel and transmit the power to a single crank-shaft (b)V-engines : These engines contain two banks of cylinder connected to same crank and crank-shafl. Their axes are inclined to each other. (C)Radial engines : In this the cylinders are arranged radially and are connected to a single crank-shatt. (@Opposed cylinder engine: In this engine there are two cylinder banks which are located in the same plane on. opposite sides of crankshaft. It can he visualized as two in-line engine arrangements 180° apart. The connecting rods of the two cylinders are connected to a single crank. Its also a well balanced engine and the advantage of such an engine is that it requires no cylinder head.Based on Ignition System : (a)Spark ignition (S.1.) engines : Petrol engines use the spark ignition system for igniting the compressed charge. (b)Compression ignition (C.1.) engines : Diesel engines utilize the high temperatures raised due to high compression ratio of the cylinder. Based on Cooling System: spark plug (a)Water cooled engines \ compressed (b)Air cooled engines. fuel and airBased speed of the engine: (a)Low speed (b)Medium speed (c) High speed Petrol engines are high speed engines and Diesel engines are low to medium speed engines. 1.Bore (d) :The inner diameter of the engine cylinder is called bore... Bore 2.Dead Centers : «In case of vertical engines, when the piston is at the top most position, the crank position is called top dead center a (L.D.C), When the piston is at the bottom most position, the crank Position is called bottom dead center (B.D.C.). BDC +In case of horizontal engines, the extreme positions of the piston near to cylinder head is called inner dead center (L.D.C) and the extreme position of the piston near the crank is called outer dead center (0.D.C.). 3. Stroke (L) : Distance traveled by the piston from one extreme position to the other : TDC to BDC or BDC to ‘TDC. it is equal to twice the radius of the crank.4.Clearance Volume (V,) : It is the volume contained between piston top and cylinder head when the piston is at top or inner dead center. 5.Stroke Volume (V,) = The travel of piston from T.D.C. to B.D.C. is called piston stroke and the yolume displaced by the piston in one stroke is called stroke volume or Swept volume. Stroke volume (Vs) = 54?L = Stroke 6.Clearance ratio (C) : The ratio of clearance volume to stroke volume is called clearance ratio, 4.Clearance Volume (V,) : It is the volume contained between piston top and cylinder head when the piston is at top or inner dead center. 5.Stroke Volume (V,) = The travel of piston from T.D.C. to B.D.C. is called piston stroke and the volume displaced by the piston in one stroke is called stroke volume or Swept volume. 6.Clearance ratio (C) : The ratio of clearance volume to stroke volume is called clearance ratio, C=,7.Compression Ratio (r): The ratio of total cylinder volume to clearance volume is called the compression ratio of the engine. Total cylinder volume = Clearance volume, (V,) + stroke volume, (V,) ‘Total cylinder volume: Compression ratio = ““Cresrance volume 8,Piston Speed (V,): The average speed of piston is called piston speed and it is equal to 2LN, 2Lm 0 Vp 1.Cylinder : It is heart of the engine in which fuel is burnt and the power is developed A cylinder in an 1.C. engine have to withstand very high pressures and temperatures because the combustion of fuel is carried out within the cylinder. Therefore, cylinders must be cooled, It may be air cooled in case ‘of low capacity engines (¢.g. two wheelers) or water cooled in case of high capacity engines (e.g. cars, trucks etc.) To prevent the wearing of the cylinder block, a sleeve will be fitted tightly in the cylinder. Materials used for cylinder are high grade cast iron or alloy steels. It may also use aluminium alloys where weight is consideration as in case of acroplanes and automobiles. © e2.Cylinder Head : The function of cylinder head is to seal top end of the cylinder. It provide space for valve mechanism, spark plug, fuel injector te. It is made of cast iron or aluminium. 3.Piston and Piston Rings : The function of piston is to transmit the ‘gas force to connecting rod, hence, to the crank. It slides in the eylinder. Usually, piston are made of cast steel and aluminium alloy since It requires strength. These are made hollow because only one face on cylinder side is a working face. BEST3.Piston and Piston Rings : Piston rings made of cast steel are provided to prevent the leakage of gas to crank case. Upper rings are called ‘compression rings. Lower piston rings are oiling rings. These rings have a oil groove with several holes so as to discharge the excess lubricating oil from cylinder walls to drainage holes in the piston from where oil is sent back to oil sump. 4,Gudgeon Pin or Piston Pin : It is the pin joining small end of the connecting rod and piston. It is made of hardened steel by forging process 5.Connecting Ro One end of the connecting rod is connected to piston through a gudgeon pin called small cend and the other end to erank through the crank pin called big end. Connecting rod transmits the piston load (gas force) to the crank. It converts the reciprocating motion of the piston into rotary motion of the crankshaft. These are made of nickel, chrome and vanadium steels by forging process. b6.Crank and Crankshaft : Crank is the integral part of the crankshaft. It rotates about the axis of the crank shaft and cause the connecting rod to oscillate. It also carries the flywheel to even out the fluctuating torque. Crank and crankshaft are steel forged and machined to smooth finish. 7.Engine Bearings : Crankshaft is supported in main bearings, which are lubricated, Function of bearings is to facilitate smooth motion to crankshaft and reduce friction between them, 8.Crankcase : Crank, crankshaft and main bearings are set in the crankease. The bottom of the engine is closed by means of oil sump, which carries lubricating°oil.9.Flywheel : ‘A heavy rotating mass is attached to crankshaft outside the crankcase called flywheel. It minimize cyclic variation in speed by storing the energy during power stroke, and same is released during other stroke. It is made of stee! or cast iron dise. 10.Valve and Valve Mechanism : The engine has two valves, namely, the suction valve and the exhaust valve. These valves are operated by cam mounted on camshaft. The camshaft rotates at half the speed of the crankshaft, in case of four stroke engines with the help of timing gears having a tooth ratio of I : 2. 11L.Spark Plug: The function of a spark plug is to provide a high intensity spark for combustion of fuel and air in the cylinder in spark ignition engines 12.Carburettor : The function of carburettor is to prepare the mixture of fuel and air and meter it before sending it to induction system of the engine according to operating conditions of the engine in case of spark ignition engines. 13.Fuel Injection Pump : Function of fuel pump is to inject the atomised fuel to the cylinder under very high pressures in case of compression ignition enginesIt work on otto cycle also called It work on Diesel.cycle also called constant volume cycle constant pressure cycleFuel Supply‘Compre ratio FuelLow thermal efficiency due to High thermal efficiency due to lower compression ratio. high compression ratio.» Low initial cost and high running High initial cost and low running cost costStartingRewaig > yoateeie > Four piston strokes require to Only two piston strokes require to complete one cycle. complete one cycle. 1 stroke = 180° rotation of crank shaft 4 stroke = 720° rotation of crank shaft 360? = 1 revolution of crank shaft 720° = 2 revolution of crank shaft :° Se ® Sete Fly wheel‘admitted ited into inder during u n transferred stroke. fine cylinder. Size for same power ‘outputCrankease is hermitically sealed beacause charge is admitted into it. Crankcase is not hermitically sealed,More because lubricating oil is mixed:with fuel.Uses The valve timing diagram shows the point in the eycle at which the valves are set to open and close. In the ideal cycle inlet and exhaust valves open and close at dead centres. But in actual cycle they open or close before and after dead centres. Valve timing has to be adjusted according to speed of the engine. Atypi :The valve timing diagram shows the point in the eycle at which the valves are set to open and close. In the ideal cycle inlet and exhaust valves open and close at dead centres. But in actual cycle they open or close before and after dead centres. Valve timing has to be adjusted according to speed of the engine. A typical valve timing diagram for slow and high speed petrol engine is shown in Fig ‘Low Speed Engine High Speed Engine Due to the effect of inertia and time requited to attain the full opening, the inlet valve open some what earlier than at TDC, 0 that by the time the piston reaches TDC the inlet valve is fully open. wolt wet we If the inlet valve is closed at Bot Bot BDC, the cylinder will receive TDC = Top dead centre a charge less than its capacity BDC = Bottom dead centre and the pressure inside the IVO = Inlet valve open, “WobeforeTDe cylinder would be sqpsiibat IVC = Inlet valve closes | 40 1050 ater BDC less than atmospheric, @‘Low Speed Engine Ignition Timing: Theoretically, it is assumed that ignition in S.I engine occurs at TDC. But in actual practice is not so. ~ There is a time lag between the spark and actual ignition, Therefore, it is necessary to : produce the spark before piston i i reach the TDC to obtain proper Bot Dt combustion without losses. Be = Beno dad ez ‘The angle through which the spark is given earlier iggney as ignition advance gfingle advance, BEST IVO = Inlet valve open, IVC = Inlet valve closes Ica ignition advance ‘Low Speed Engine ‘TDC = Top dead centre BDC = Bottom dead centre Inlet valve open, Inlet valve closes EVO = Exhaust valve opens EVC = Exhaust valve closes IGA = Ignition advance‘Low Speed Engine High Speed Engine adtnenl Canteen Ege CE) Exhaust Valve Timing: To supply mote amount of fresh charge, complete clearing of exhaust from cylinder is required Earlier opening of the exhaust valve before reaching to TDC facilitates the removal of the burnt gases, ‘The kinetic energy of the fresh charge may also assist the TDC =Top dead centre removal of the bumt gases. BDC = Bottom dead centre 1VO = Inlet valve open, IVC =Inlet valve closes EVO ~ Exhaust valve opens High Speed Engine j eve Exhaust Valve Timing: To supply mote amount of fresh charge, complete clearing of exhaust from cylinder is required. Earlier opening of the exhaust valve before reaching to TDC facilitates the removal of the burnt gases, The kinetic energy of the fresh charge may also assist the TDC =Top dead centre removal of the burt gases. BDC = Bottom dead centre 1VO = Inlet valve open, ‘The closing time of IVC =Inlet valve closes affects the = EVO ~ Exhaust valve opens efficiency? EVC = Exhaust valve closes IGA = Ignition advance seauset onesLow Speed Engine High Speed Engine ve Valve overlap: It is obvious from the valve timing diagram that the inlet and exhaust valves are open at the same time. This is sealled valve cy BDt BDt TDC = Top dead centre BDC ~ Bova deal sae WO hit ake open, TSE TORRE IVC Inlet we closes afio2 ANE [ARGSORREEBDEN EVO ~ Exh vale pens Talmst ae eles It is obvious from the valve timing diagram that the inlet and exhaust valves are open at the same time. 8 ‘TDC = Top dead centre BDC = Bottom dead centre IVO = Inlet valve open,Inlet Valve Timing: Due to the effect of inertia and time required to attain the fall opening, the inlet valve open some what earlier than at TDC, so that by the time the piston reaches TDC the inlet valve is fully open. If the inlet valve is closed at BDC, the cylinder will receive 1 charge less than its capacity and the pressure inside the cylinder would be sqpadiiba less than atmospheric; @ pt IVO = Inlet valve open, IVC = Inlet valve closes FVO ~ Fue! Injection Opens} FVC= Fuel Injection Closes. Furl Injection Timing: The opening of the fuel valve before TDC is necessary for better evaporation and mixing of the fu As there is always lag between ignition and supply In case of diesel engine, the overlapping provided is sufficiently large (45°) compared with the petrol (13%), More overlapping is not advisable in petrol engine because the mixture of air and petrol ‘may pass out with exhaust gases and it is highly ‘uneconomical This danger does not arise in case of diesel engine because only air is taken during the suction sty The valve timing of diesel engine have to depending upon the speed of the engineppt IVO = Inlet valve open, IVC = Inlet valve closes EVO = Exhaust valve opens EVC = Exhaust valve closes FVO ~ Fuel Injection Opens} FVC= Fuel Injection Closes. Exhaust Valve Timing: To supply more amount of fresh charge, complete clearing of exhaust from cylinder is valve before reaching to TDC facilitates the removal of the bbumt gases, ‘The kinetic energy of the fresh charge may also assist the removal of the burt gases. ‘The closing time of exhaust affects the volumetric efficiency. pt VO = let valve open, IVC = Inlet valve closes EVO = Exhaust valve opens EVC = Exhaust valve closes FVO ~ Fuel Injection Opens) FVC= Fuel Injection Closes. Valve overlap: I is obvious from the valve timing diagram that the inlet the same time. This is called valve overlap (say about 15° in low speed engine and 30° in high speed engine)Mechanical Brake Thermal Volumetric Relative er Indicated Friction Indicated Power: The power produced inside the engine cylinder by burning of fuel is known as Indicated power (LP.) of engine. 1 ‘input-fuel crank ‘shaitIndicated Power: ‘The power produced inside the engine cy power (LP.) of engine. It is calculated by finding the actual mean effective pressure. ‘Actual mean effective pressure Py 52. where, T Aw a= Area of the actual indicator diagram, em2 1 = Base width of the indicator diagram, cm s = Spring value of the spring used in the indicator, N/m?/em Btn where, 0000 P,, = Mean effective pressure N/m! L’= Length of stroke, m A= Area of cross section ofthe cylinder, m? N-=RPMof the engine crank shaft n= N/2_ for 4-stroke n= Nb for 2-stroke jer by burning of fuel is known as Indicated » ” Brake pow It is the power available at engine crank shaft for doing useful work. It is also known as engine output power. iBrake pow Itis the power available at engine crank shaft for doing useful work. Its also known as engine output power. It is measured by dynamometer. Taek Where, W = Net load acting on the brake drum, N R= Effective radius of the brake drum, m N= RPM of the crank shaft & Brake power: It is the power available at engine crank shaft for doing useful work. Itis also known as engine output power. It is measured by dynamometer. T=Wek Where, W =Net load acting on the brake drum, N Effective radius of the brake drum, m N= RPMof the crank shaft T= Resisting torque, Nm bHeat energy losses 1 imput-fuel exhaust coolant radiation Mechanical energy loss friction Pumping unaccounted Frictional power = indicated, power - brake power Mechanical Efficiency (1),) Mechanical efficiency is defined as the ratio of brake power (delivered power) to the indicated power (power provided to the piston). Volumetric Efficiency (n,): Volumetric efficiency indicates the breathing ability of the engine. It is to be noted that the utilization of the air is that determines the power output of the engine. Intake system must be designed in such a way that the engine must be able to take in as much air as possible Volumetric efficiency is defined as the ratio of actual volume flow rate of air into the intake system to the rate at which the volume is displaced by the system. Swept volumeIndicated Thermal Efficiency ( ms) Indicated thermal efficiency is the ratio of indicated power to the input fuel energy in appropriate units. ip[kd/s] ‘energy in fuel per second [A775] p ip mass of fuel’s x CV of fuel mm, xC7 Ths Brake Thermal Efficiency (Ma): Brake thermal efficiency is the ratio of power available at crank to the input fuel energy in appropriate units. a bp bp ‘he “ass of fuels e GV of fel, xP (ss) Air standard efficiency : It is the efficiency of the thermodynai cycle of the engine. For petrol engine, For diesel engine, Relative Efficiency or Efficiency R: Relative efficiency or efficiency ratio is the ratio of thermal efficiency of an actual cycle to that of the ideal cycle. The efficiency ratio is a very useful criterion which indicates the degree of development of the engine. =n 2 (ss) hg = ~ ikeSpecific output: The specific output of the engine is defined as the power output per unit area. Specificoutpu Specific fuel consumption: Specific fuel consumption (SFC) is defined as the amount of fuel consumed by an engine for one unit of power production, SFC is used to express the fuel efficiency of an I.C. engine » stc=L kg/kwh BP. In two stroke engines the cycle of operations, i. suction, compression, expansion, and exhaust are completed in one complete revolution of the crank shaft ‘These engines have one power stroke per evolution of the erank shaft In these engines two openings called ports are provided inplace of valves in four stroke engines, These ports are opened and closed by reciprocating motion of the piston in the cylinder. One por is known as inlet port and another port is known as exhaust port Two siroke engines consist of « cylinder with one end fited with a eylinder head and other end fitted with a hermetically sealed crankcase which enables it to function as a pump in conjunction with the piston bIn two stroke engines the cycle of operations, ie. suction, compression, expansion, and exhaust are completed in one complete revolution of the crank shaft ‘These engines have one power stroke per revolution of the crank shaft, In these engines two cr stroke engines These ports are ope ie Linder One port is known ¢ Two stroke engines hermetically sealed fad and other end fitted with a ‘on with the piston, Working of two stroke petrol engine In this type of engine, since suction of petrol and air mixture into the cylinder will not take place in a separate stroke, the technique involved in the intake or suction of petrol and air mixture must be well understood before knowing the actual working of a two stroke petrol engine.Intake of Petrol and Air mixture : ‘When the piston moves upward, as shown in Fig. (D) a partial vacuum is ereated in the erank case until its lower edge uncovers the inlet port completely as shown in Fig. 1(A). ‘The pressure difference set up between the atmosphere and crankcase will suck the petrol and air mixture through the carburetor fitted (not shown in Fig) to inlet port, into the crankcase as shown in Fig.(A), ‘The suction will be continued till the inlet port is cover by the piston during its next downward stroke. Afier the inlet port is covered by the piston as shown in fig. (B, its further downward motion will compress the charge in the crankcase upto top edge of the piston uncovers the transfer port as shown in Fig. (B), the compressed charge flows from the crankcase to cylinder through transfer port ‘This wil continue til the piston covers the transfer port during its next upward stoke a shown in Fig), Fist stroke [At the beginning of the first stoke the piston is at TDC as shown in Fig. 1.10 A). Piston moves from TDC to BDC. The electric spark ignites the compressed charge The combustion ofthe charge will release the hot gases which increases the presse and temperate inthe cinder ‘The high pressure combustion gases force the piston downwards ‘The piston performs the power stroke il it uncovers the exhaist or as shown in Fig®) ‘The combustion gases which are at a pressure slightly higher than the atmosphere pessure escape trough the exbaust port The piston uncovers the tansfer port as shown in Fig). The fesh charg flows fom the crankcase into the cylinder through transfer por. ‘The fresh charge which enters the eylinder pushes the burnt gases, 30 more amount of exhaust gases comes out through exhaust port es shota in Fig (B) This sweeping out of exhaust gases by the incoming ftesh charge is called semenging This will contiue tl the piston covers both the transfer and exhaust pons daring next upward stroke att, Pre amr tae poy eftFirst stroke ‘At the beginning of the frst stroke the piston is at TDC as shown in Fig. 1.10 (A). Piston moves from TDC to BDC. The electric spark ignites the compressed charge ‘The combustion of the charge wll release the hot gases which increases the presse and temperature inthe lind, The high pressure combation pets fre the piston dawned ‘The piston perforate povverswoke tilt uneover the exhaust ports shown in Fig) The combustion gases which are at a pressure slightly higher than the tuners presue escape trough the eau pot ‘he piston uncovers the unser porta sown in Fig (8) eee | The foun cape fos om the ork nt th intr trough transfer por. eat ‘The fresh charge ‘which enter: the cylinder pushes the burnt gases, 80 more f tmeunt of exbais gases comes out rough exhaust port as showin Fg(B), ‘his sweeping ou of exhaust gases BY the incoming fesh charge is called scavenging ‘This will continue till the piston covers both the ansfer and exhaust ports during ia next upward stroke. Podge foe Second stroke At the beginning of the frst stroke the piston is at TDC as shown in Fig. (A). In this stroke the piston moves from BDC to TDC, When it covers the transfer port as shown in Fig. (C), the supply of charge stops and then when it moves further up it covers the exhaust port completely as shown in Fig (D) and hence, stops the scavenging, Further upward motion of the piston will compress the charge in the eylinder After the piston reaches TDC the fit stroke repeats again, ° 5 o ” ‘Second Stroke‘The construction of diesel engine is similar to two stroke petrol engine except the fuel pump and fuel injector are there instead of carburetor and spark plug as in petrol engine. ‘The working of diesel engine is similar to two stroke petrol engine except that only ait is supplied into crank case in case of diesel engine and diesel fuel is injected at the end of compression of ar. & First Stroke : At the beginning of the first stroke, the piston is at TDC as ee shovin in Fig. (A). Piston moves from TDC to BDC. At TDC piston is at the end of compression, so. the compressed air will attain a temperature higher than the self ‘nition temperature ofthe diese. ‘The injector injects a metered quantity ofthe diesel into the cylinder as a fine spray. As desl i, injected it auto ignites. The combustion of the diesel will release the hot gases “which increases the pressure and temperature inthe eylinder.First Stroke : ‘The piston performs the power stroke tll it uncover the exhaust port as shown in Fig. (B). ‘The hot gases have slightly higher pressure than the atmosphere. Due to this pressure difference burnt gases come out from the ‘exhaust part ‘The top edge of the piston uncovers the transfer port as shown in Fig B), the air flow from the erank case into the eylinder through transfer port. ‘The fresh air entering the cylinder pushes the bumt gases, so burt gases come out from exhaust port as shown in Fig.(B). This pushing out of the exhaust gases is called scavenging. This ‘will continue til the piston covers both the exhaust and the transfer ports during next upward stroke. we Piston uncovers fet port during the frst rok Second stroke : In this stroke the piston moves fom BDC to TDC, ‘When it covers the transfer port as shown in Fig (C). the supply of air is stop and then when it moves further up it covers the exhaust port completely as shown in Fig. (D) and hence, stops the scavenging Further upward motion of the piston will compress the air in the cylinder. After the piston reaches TDC the first stroke repeats again,What is “Scavenging “? ‘The clearing or sweeping out of the exhaust gases from the combustion chamber of the cylinder is termed “ Scavenging ” "Scavenging is a process of removing the exhaust from engine cylinder Why it is required in 2-Stroke Engine ? Or Scavenging system for two stroke engines In four stroke engine, for removal of exhaust gases there is a separate exhaust stroke while in two stroke engine there is no separate exhaust stroke. So, in two stroke engine, special care is required for removing exhaust gases from engine cylinder. In two stroke engine, very short time interval is available for removing the exhaust from cylinder and also there is a possibility of exhaust remaining inside the cylinder and mix with fresh charge. ‘Therefore fresh charge is diluted, This is known gs por seavensing =) What is “Scavenging “? ‘The clearing or sweeping out of the exhaust gases from the combustion chamber of the cylinder is termed “ Scavenging ” "Scavenging is a process of removing the exhaust fom engine cylinder Why it is required in 2-Stroke Engine ? Or Scavenging system for two stroke engines In four stroke engine, for removal of exhaust gases there is a separate exhaust stroke while in two stroke engine there is no separate exhaust stroke. So, in two stroke engine, special care is required for removing exhaust gases from engine cylinder. In two stroke engine, very short time interval is available for removing the exhaust from cylinder and also there is a possibility of exhaust remaining inside the cylinder and mix with fresh charge. ‘Therefore fresh charge is diluted, ‘This is known gs poor scavenging Also, as suction and exhaust take place simultaneously.some of the fresh charge goes out through exhaust port without combustion which will lead to fresh charge loss and increases emission, It is more clear from Fig, port timing diageam the overlapping of inet and exhaust pons by, ale ©,, (for petrol engine ,, = 70°. result in loss of fresh charge and dilytion of charge by, exhaust. In onder td veld this, the scavenging is Spark or fuel 1 we EPC = Exhaust port close ‘TPO = Transfer (inlet) port open ‘TRC = Transfer (inlet) port close In ideal scavenging process, the fresh ‘mixture (S.I engine) or fresh air (C.1 engine) should push the residual exhaust gases ‘without mixing and exchanging heat and this process is continued until all residual exhaust gases are replaced with fresh mixture of air This type of ideal scavenging is not possible However, better scavenging means maximum amount of exhaust gases removed from cylinder. ‘The actual scavenging process is neither fone perfect scavenging nor of perfect mixing Ik probably consists partially of perfect scavenging, mixing and short citcuiting Gacoming aiticharge go in or out of cylinder without displacing exhaust gases) EPO = Exhaust port ope EPC = Exhaust port clo ‘TPO = Transfer (inlet) port open TPC = Transfer (inkt) port closeWhy better scavenging is necessary ? Following difficulties arise due to poor seavenging in LC. engine: 1) Incomplete combustion duc to fresh charge dilution results in higher exhaust emission & loss of power. 2) Fresh charge loss due to shortcieuitin of transfer (inlet) port and exhaust port as both will remain open during scavenging period (For about 70° for perol engine). 3) Low thermal efficiency because of mixture dilution and fresh charge loss. 44) Increase wear of piston and cylinder liners due to contamination of lubricating il which reduces the ‘quality of lubrication ci 5) Higher temperature and greater heat stress on cylinder wall due to high rate of wear. Methods of scavenging: Based on the direction of flow of fiesh charge (or ait) and exhaust gases, scavenging methods are classified 1. Cross scavenging 2. Loop or Reverse scavenging (@) Full loop or MAN scavenging (b) Tangential loop or Schnuerle scavenging (© Curtis scavenging 3. Uniflow scavengingross scavenging This method of scavenging is widely used in Tow capacity (upto 8 KW) two stroke 8.1 Cylinder engine due to simplicity in construction as shown in Fig. In the cross scavenging, inet and exhaust Jnsson port : Exhaut post port ae placed opposite to each other eee Scavenging air The ait or mixture moves up to combustion chamber one side of the eylinder and then down on the other side of flow out of exhaust ports This is possible due to deflector provided ‘on piston top. The deflector guides the air flow and forces the exhaust to move outward, The main advantages a 1. Simple in design and construction, 2. Ithas low cost 3. Less maintenance due to absence of valve, pumps or any drive devices. The cross scavenging is not very effective, however its used in low capacity petrol engine due to its simplicity and low cost, It is commonly used with two wheeler engines. Disadvantages of this system are : 1. Poor scavenging means more amount of exhaust remain inside the cylinder which dilute the fresh charge. 2. Some ofthe fresh charge also goes directly to exhaust without combustion means Fesh charge Tos.Loop or Reverse scavenging In this method flow of fresh charge makes a loop for better removal of exhaust gases, hence the short circuiting of the cross scavenged engine is reduced and improves scavenging efficiency. Exhaust port In the loop scavenging, incoming charge is directed in such a Exhaust way that both charge loss and mixing are minimized ‘There are three types of loop scavenging as follows Loop or Reverse scavenging: (a) MAN type loop scavenging method : In this method, the exhaust and inlet ports are placed on same side, bbut exhaust port placed slightly above the inlet port as shown in Fig. (a) This arrangement is suitable for large engine running at medium or high speed, = bLoop or Reverse scavenging: (B) Tangential loop type scavenging method In this system two pair of inclined inlet ports are directed ‘upward and exhaust ports placed at center as shown in Fig,(b). The fresh charge enters from an inclined inlet port directed upward forming "U® shape loop and forces the exhaust which removes from exhaust port . Curtis type loop scavenging method In this system number of inlet port having with different upward inclination and their inclination varies according to their positions relative to exhaust port as shown in Fig (¢). The inlet port near to the exhaust port have smaller inclination compare to fa inlet port for better scavenging This promotes a displacement of exhaust gases from the top and their expulsion from exhaust ports. Advantages of loop seavenging system are (1) Better scavenging compared to cross scavenging. (2) Simple, reliable and less maintenance Disadvantages of loop scavenging system are (d Better cooting i required to reduce the thermal stresses on piston and cevlinder liner. ni BEST BESTUniffow scavenging : In Uniflow scavenging the air enters the cylinder from ‘one end and leaves as exhaust from the other end. The flow is from end to end called straight flow. The straight flow reduces the turbulence and hence the Tess mixing of the fresh charge with burt gases, Thus, scavenging efficiency is increased. Also, the direction of flow does not change and hence, there is ‘minimum possibility of short circuiting of fresh charge and exhaust so scavenging is best out of all three type of | scavenging There are mainly 1wo types of uniflow scavenging as ()Uniflow scavenging with poppet exhaust valve ig) Gi) Uniflow scavenging with opposed piston . Fig. (b) In both the types fresh charge enters from bottom and flow is controlled by movement of piston In poppet valve type, valve is fitted at top which is mechanically operated by cam and exhaust gases goes out of cylinder when it opens 3ESTIn both the types fresh charge enters from bottom and flow is controlled by movement of piston In poppet valve type, valve is fitted at top which is mechanically operated by cam and exhaust gases goes out of cylinder when it opens, In opposed piston type, inlet and exhaust ports are controlled by separate piston and this pistons will be driven by separate crank shaft. Advantages of uniflow scavenging 1, Better scavenging because of minimum mixing of fresh charge and exhaust, 2. More power and efficiency because of better combustion. Disadvantages of uniflow scavenging 1. Systems complicated as separate crankshaft required fo giving noon fo poppst valve or opposed piston, In both the types fresh charge enters from bottom and flow is controlled by movement of piston In poppet valve type, valve is fitted at top which is mechanically operated by cam and exhaust gases goes out of cylinder when it opens, In opposed piston type, inlet and exhaust ports are controlled by separate piston and this pistons will be driven by separate crank shaft. Advantages of uniflow scavenging 1, Better scavenging because of minimum mixing of fresh charge and exhaust, 2. More power and efficiency because of better combustion. Disadvantages of uniflow scavenging 1, System is complicated as separate crank shaft required for giving ‘motion to poppet valve or opposed piston, 2. High maintenance. High initial cost,The lubrication is the flow of oil between two mating surfaces having relative motion. The effectiveness of lubrication plays an important role in the performance characteristics and determing the service life of an engine. Following components which need lubrication are : 1 Piston and cylinder. 2.Main crankshaft bearings. 3.Small end and big end bearings of connecting rod. 4.Cam, cam shaft and its bearings. 5.Valve and valve operating mechanism. 6.Timing gears. 8 The lubrication is the flow of oil between two mating surfaces having relative motion. The effectiveness of lubrication plays an important role in the performance characteristics and determing the service life of an engine. Function of lubricating system: > To reduce the power required to overcome friction by providing Imbrication and to reduce wear between the rubbing and bearing surfaces, thereby increasing the net power ‘output and engine service life. > To Work as a coolant, carrying away heat (caused by friction) from the bearings. Cylinders and pistons. > To work as a cleaner, washing away the products of wear as well as combustion from piston rings and bearings. > To form a good seal between the piston rings and cylinder wall by providing lub film on the cylinder wall. > To reduce,noise of engine by absorbing vibration.There are three types of lubricating system used for I.C. engine as L. Mist lubrication system 2. Wet sump lubrication system a) Splash lubrication b) Semi-pressure lubrication ©) Full pressure lubrication 3. Drysgump lubrication system 1. Mist lubrication system: > v ‘The mist lubrication system is used for two stroke petrol engine in which 2 to 3% lubricating oil added in the fl tank ‘The mixture of oil and petrol sucks through carburetor. The fuel petrol is vaporised and il in the form of mist goes through crancase into the ¢ rod bearings, piston rings and piston pins. Most of the lubricating oil in the cylinder bums duc to high temperatures existing in the cylinder, due to this the carbon deposits are formed on various pars ofthe engine cylinder. Too much use of oil than recommended quantity will invariably foul the spark plug and the use of less oil will lead to excessive wear. Therefor, itis essential to use the mixture of oil and petrol as recommended by the manufacturers. tne engine has its main crankshaft bearings as plain bearings instead of ball or roller bearings, then the sgreasers or separate oil cups are often provided in addition to mixing oil with petrol Also, the separate lubrication is provided to those parts of the engine where the mixture of oil and petrol cannot reach or in eases it gives unsatisfactory lubrication, inder, connectingAdvantages of Mist lubrication system: Lt is economical and cheap, 211 needs no oil pump, fillers and piping to carry lubricating cil 3.Quantity of oil is automatically regulated with load and speed of the engine 4.The probability of lubrication failures are the least. Disadvantages of Mist lubrication system : Lt gives increased carbon deposits due to buming of oil film. 2.Needs increased maintenance due to formation of carbon deposits. 3.lt can give spark plug fouling due to carbon deposits. 4.0il consumption is high, rather the engine is usually over-oiled. S.During long duration of no load running of engine the throttle valve is in almost closed position. Since the mixture of oil and petrol reaching is very small, fic engine mating parts may not get adequgig Iubricating oil e In this system, the bottom of crank case contains a large capacity oil sump which works as a oil supply or reservoir tank and most of cases act as a oil cooler. Pressure From the crank case sump oil is drawn by a low regulator pressure oil pump and delivered to various components of engine. Oil then gradually returns back by gravity to the sump after serving the purpose. ‘Wet sump> Ina dry sump lubrication system, as shown in Fig, > ool fiom the sump (engine crankcase) is pumped to the separate storage tank outside the engine cylinder. The oil from the sump passes through the filter. Pressure roietvave || T=) it cooler _ ‘Supply tank ol seven ee \ Vent iter By BASS el Scavenging O np > Ina dry sump lubrication system, as shown in Fig, > oil from the sump (engine crankease) is pumped to the Separate storage tank outside the engine cylinder. The oil from the sump passes through the filter. ee > The function of filter is to remove the abrasive particles mee 1 from oil, otherwise this abrasive particles causes the wear ot coat of bearing surfaces and also deposits wo the bearing surfaces. If the filter becomes clogged the filler bypass relief valve open, permitting oil to bypass the filter. > Oil from the storage or supply tank is pumped to the bearings and cylinder through oil cooler, > In this system, oil pressure varies from 3 to 8 bar. The pressure relief valve is used to prevent excessive pressure build up after cold start of the engine > The oil cooler reduces temperature of oil therefore dry sump lubricating system permits the use of thinner oils, results in decreases the frictional resistance of engine. > Dry sump lubrication system is generally used for high capacity Engines. ‘Tobearings a iy tank 01 pump} Engine crankcase bressure rele! valve iter By ASS Scavenging pumpWet sump Oil strainer il pressure in the range of 1 to 4 bar Oil pressure in the range of 3 to 8 bar. 8Wet sump Oil strainer a Wet sump Oil strainer 73)[was [eit inwanca] [ESmaeloecs me | ® ‘System requires less power compared to |_| System requires more power compared to ddry sump system ‘wet sump system. Pressu 5ow and moderate capacity : int Use forarge capacity engine. In case of LC. engines, the energy input to the engine eylinder is by way of buming the fuel with sir. The percentage utilisation of this heat energy supplied to the engine is as fllows (()30 % 1637 % of encray is used for conversion into useful work. (930 % 10 35 % of energy is caried away by exhaust gases, depending upon the type of engine used (G10 % to 12 % of energy is ost by way of radiation, convection and conduction, (()22 % to 30% of energy of combustion flows from gases to cylinder walls and raises its temperature.In case of LC. engines, the energy input to the engine eylinder is by way of burning the fuel with sir. The percentage utilisation of this heat energy supplied to the engine is s fllows (30 % to 37 % of energy is used for conversion into useful work (30 % 10 35 % of energy is caried away by exhaust ses, depending upon the type of engine used (i)10 % to 12 % of energy is lost by way of radiation, convection and conduction. (Gv)22 % to 30 % of energy of combustion flows from gases to cylinder walls and rises its temperature. The heat energy which flows from gases to cylinder walls, amounting to 22 to 30 of piston and cylinder walls If no cooling is provided, the average temperature attained by cylinder and piston will correspond to gas temperatures in the range of 1000°C to 1500°C which will cause the overheating of engine components, ‘Though these high temperatures will give higher thermal efficiency and reduced friction losses, however, such high temperature will damage the certain vital parts of the engine due to their mechanical expansion and distortion caused by thermal stresses. Also, the eylinder lubrication will be impossible at these high temperatures. ‘Therefore, it becomes necessary to provide cooling system to maintain the temperatures within cert obtain the maximum performance from the engine. ill raise the temperature 1. High temperature would result in reduction in strength of material used for engine parts. Local thermal stresses can develop due to uneven expansion of various pars, often resulting in cracking of engine past. 2. High engine temperature may result in very hot exhaust valve, this leads abnormal combustion phenomenon such as a pre- ignition, knocking, 3. High cylinder head temperature may result in reduction in volumetric efficiency and power output of the engine is reduced. 4. The gas side surface temperature of cylinder wall is limited by the types of lubricating oil used and this temperature ranges fom 160 to 200°C. Beyond this temperature bum, damaging piston and cylinder surfaces, Piston seizure due to overheating resulting from failure of lubricating is quite common, Therefore, it becomes necessary to provide cooling system to maintain the temperatures within certain limits to jobjain the maximum performance from the engine. 8AIR COOLING AIR COOLING > Inthis method , hea is carted away by the air Mowing over and around the engine cylinder > Tisused in motorcycles, scooters, et. > In order to have efficient cooling by means of sr, providing fins around the cylinder and elinder head increases the contact ae > The fins are metalic ridges, which are formed during. he eating, of the cylinder and eylinder heed as shown in fig > Heat generated dve 19 combustion in the eagine cylinder wil be conducted to the fins and when the air flows over the fins, heat wll be dissipated to sr > The ins are arenged in euch a way tht they are at right angles to the eylinder ns‘The amount of heat caried off’ by the air cooling depends upon following factors 1. The velocity and amount of the cooling sir, 2, The total area of the fin surface and 3. The temperature of the fins and cooling ait Advantages of Air cooled System: 1, The design of the engine becomes simpler as no water jackets are required 2. Absence of cooling pipes, radiator ete. makes the cooling system simpler. 3. No danger of coolant leakage etc 4. The engine is not subjected to freezing troubles etc. usually encountered in case of water cooled, engine. ‘The weight per B.IH.P. of the air cooled engine is less than that of water cooted engine. ‘The this case engine is rather a self contained unit as it requires no extemal components e.g. radiator, headers tank ete 7. Insalation of air cooled engines is easier. Disadvantages of Air cooled system: ‘Their movement is noisy. ‘Non-uniform cooling Iti less efficient compare to water cooled system, Its uggd in aero planes and motorcycle engines where the engines are exposed to air directly.Water Cooling System: In this method of cooling engines, the cylinder walls and heads are provided with jackets through which the cooling liquid can circulate 4 The heat is transfered from cylinder walls to the Water sp A liquid by convection and conduction 4 4 The liquid becomes heated in its passages through the yA A jackets and is itself cooled by means of an air cooled 4 Y radiator system 4 y TThe heat from liquid in tum is transferred to air. Y Y b Vj PEZZZZZZZ PEER SS LarzzzzzZZLZEZZZIEZEL SS é NYSSSSSSSNY \s Advantages of Water Cooling System: Uniform cooking of the cylinder, cylinder head and valves. 2.Specfic fuel consumption of engine improves by using water cooling system. 3.1n this system, engine need not be provided at the front end of moving vehicle. 4.Engine is less noisy as compared with air cooled engines, as it has water for damping noise Disadvantages of Water Cooling System: It depends upon the supply of water 2.The water pump which circulates water absorbs considerable power 31 the water cooling system fails then it will results in damage of engine. 4The water cooling system is costlier as it has more number of pars, Also it requires more maintenance and care for its parts ‘The water cooling system can be classified as 1 Natural circulated water cooling, 2 Foreced circulated water cooling. 3.0pen cooling system : 4.Closed cooling system,Natural Circulation cooling The circulation of water is by thermo syphon principle, > When water is heated its density decrease and it rise up. > The cold water moves down to take its place and in this manner the citeulation of | water takes place, > The circulation takes place due to density difference between hot water leaving jacket and cold water entering the jacket. > The natural circulation cooling is used only for small engines upto 22KW, Hot Water Forced Circulation cooling: > Pump is used to cause positive circulation ‘of water in water jacket. > Force circulation results in better cooling of the engine and better control of water temperature. Hot Water Open cooling system: ‘The water coming from engine jacket is wasted or its used for process heating or hot water is discharged directly either into a cooling pond of cooling tower where it is cooled by atmospheric ar. ‘Cold Water Air OutOpen cooling system: ‘The water coming from engine jacket is wasted or its used for process heating ‘or hot water is discharged directly ether into a cooling pond or cooling tower where itis cooled by atmospheric This system is used where water supply is unlimited. ‘The open system is very simple and only small electric power is required to run the pump. However, inthis system due to evaporation of water the concentration of water impurities is increased result in corrosion and scale formation in the jacket and other components of cooling system, Closed cooling system: ‘The closed cooling system has a two circuits, the distilled water is circulated through primary circuit and normal water in the secondary circuit is used to absorb heat from primary circuit with help of heat exchanger as shown in fig. Ifthe water supplied is unlimited then it is wasted or used for process heating after it leaves the heat exchanger, ‘otherwise itis cooled in a cooling tower and circulated through the heat exchanger. ‘The main advantages of this system is no scale formation because the water jacket expose only distilled water and this system permits higher jacket temperature Air Out Cooking Tower Heat Exchanger Ai In Ain ‘Water circulating PumpClosed cooling system: However this system required high investment cost and more electric power consumption due to two water pumps. ‘The closed cooling system is universally used in the diesel power plants. 8 Air Out Cooking Tower Exchanger Air In Ain ‘Water ld Distilled Cold Water Water circulating Pump es a ‘Water Filling Port Upper tank Upper hose connection —_, Fan (CYLINDER. Lower hose connection Lower tak <——‘Water Filling Port Jpper tank > The system is so Upper hose connection ipper NY designed that the Z water may circulate TT aturatly because of aes Air | Fan the density difference eee: of hot water and cold I water, —— > Fig. shows the = = <— schematic arrangement of an CYLINDER Wye crcine cooled on Lower hose connectior = thermo-syphon L ecto ae thermo-syphs principle. > The system consists of a radiator having upper and lower tanks connected to upper and lower water jackets of the cylinder respectively through pipes. > The hot water in the jacket rises and flows into the upper tank due to lower density compared to cold water and the cold water from radiator flows to lower water iacket to replace the hot water. MEANCALEDOBEELG Upper hose connection | ge Fan | a nye Lower tank <—— > From upper tank the water travels down the radiator tubes across which the cool air passes drawn by the fan driven by the engine crankshaft. > In order to increase the rate of heat transfer, the surface area of the radiator @ exposed to the air blast is provided with fins. > System is suitable for low capacity engines only limitation of system. soascatnoennLower hose conneetioh Radiator needs to be kept above engine cylinder level for flow of water to the engine under gravity for its efficient functioning > Circulation of water is established only when engine becomes hot. > Not suitable for heavy duty engines where very high heat transfer rates are required. Lower hose connectioh® ane Lower tank <— > Water level in radiator should be kept higher than delivery pipe, otherwise, circulation of ‘water may cease causing excessive temperature rise of cooling water with steam form > It causes formation of steam pockets, unequal heat flow and overheating of: ‘components. > Temperature of cooling water should not be allowed to exceed beyond 80°C in this gy’‘Water Filling Port ipper tank Thermostat Water Jacket x ae i Air =— adiator — ‘CYLINDER? Pump “Lowertank = <— ‘Water Filling Port ipper tank Thermostat Water Jacket x at Fan — CYLINDER Bypass Pump Lower tank <——ipper tank Thermostat Themmoaitt,, Water Jacket x —_— Fan CYLINDER Bypass —_— Pump Lower tank = <—— In the thermostat colin sytem, the thermostat is used to maintain a redafined minimum water temperature around the engine eylndr, therefore no cold staring problem during the cold weather, The thermostat coling system consist of pump, radiator, themostt, and fan as shown in ig 8 HT The function of pump is to circulate the water through the water jacket to remove the heat from the end through the radiator where is cooled by the flow of air over radiator. The thermostat is tank per t temperature operated ‘Thermostat valve and fitted in the go ‘upper hose connection, ATT Meprevents the circulation Fan of water below a certain diane tmmperature (usually upto 85°C) through the radiator so that water in =— the jacket gets heated up <— auichy. & ‘CYLINDER’ Bypass —_— Pump “Lower tank <——Thermostat valve consists of thin copper tubes bellows partially filled with a volatile liquid (ether or methyl alcohol) as shown in fig. This volatile liquid evaporates at certain temperature. During warm up period (during starting of the engine from cold) the thermostat valve remains close and engine is running the water being pumped rises the pressure and causes the pressure relief valve to open. So pump circulates water through the water jacket only, The water does not pass through the radiator, hence engine cooling does not take place. Water from jacket ‘When engine is reached at normal operating temperature ( say 85°C), The volatile liquid in the thermostat valve is vaporised , thus creating enough pressure inside the bellows to expand and lift the valve as shown in fig. Hence thermostat valve is opened and water pressure falls, relief valve closes, hence the water circulated through radiator, engine cooling comes in action. This type of cooling system is used for automobiles as well as standby diesel power plant upto 200 KVA. In case of larger diesel power plant, this system is used with cooling tower instead of radiator. B Waterto ‘auisoe> A steam cooling system is also known as vapour phase system because in the flow path water is converted into steam, > Hence in this system high cylinder jacket temperature are used. > The advantages of high latent heat of water is taken by allowing it to evaporate in the engine cylinder or in the separate flash tank, > It consists of two pumps one for water circulation in the jacket and another for condenser and flash tank (overhead tank) as shown in fig. Steam Cold Water > The pump supply the water to cylinder jacket with high flow rate, hence it prevents steam formation in the cylinder jacket when water absorbs heat from eylinder. > These cylinder jacket temperature quite high so that a part of water changes into low pressure steam when it reaches a flash tank. > The heat required to make steam is taken from the remaining water of flash tank therefore this water cooled and then recirculate throygh cylinder jacket. Steam Condenser Cold Water = @> The steam leaving the flash tank is condensed in the condenser by help of water or air and remains within the system.so that no make up water is needed, > Therefore, this system is free from scale formation and hence corrosion, > The main advantages of this system are the temperature in the engine jacket remains almost constant regardless of load and without mechanical control as the load increases more steam is generated. > Also, due to utilized of latent heat of evaporation, this system requires only 40% of water that of water cooling system. Steam Cold WaterIn most of cooling system, the temperature of water leaving the engine jacket is regulated by controlling rate of flow through the jackets. For example, the water temperature is 20°C and engine jacket desired temperature of 85°C, then temperature of water is raised by 65°C. This temperature difference is much greater as desired temperature difference of water is 11°C to avoid heat distortion. This difficulty is avoided by using the by pass cooling system in which the temperature of water leaving engine jacket is regulated by controlling the temperature of water entering the jacket, This method is better than controlling the temperature by changing the rate of flow of water passing through engine jackes. 85°C Hot Water mC Cold Water supply 20°C Through which a part of hot water coming out of engine jacket is by passed to rise the temperature of water entering the engine jacket. Hence the temperature rise through the engine jacket is within desirable limit. For example, temperature of cold water supply is 20°C and engine desrible temperature is 85°C, then part of water leaving the jacket is used to increased inlet water temperature upto 74°C. Hot Water By pass mC Cold Water supply 20°CIn this system, caps on the big end bearings of connecting rods are provided with scoops. The oil level in the sump is maintained in a way that when the connecting rods big end is at its lowest position the scoop at that end just dip into oil through in which oil is supplied by oil pump from sump as shown in Fi Hence, oil is directed big end bearings through holes in the caps and due to splash of oil reaches over various parts of engine like cylinder walls, crankshaft, piston rings, and piston pins ete. Excess oil returns back by gravity to the sump. Splash lubrication system is suitable for low and medium speed engines having moderate bearing load pressure, 8 It is used for small four stroke stationary engines ‘Semi-pressure Lubrication system: As we know that splash system is not sufficient if the bearing Toads are high In the semi-pressure system in which the main and crankshaft ‘bearings are lubricated by oil under pressure, and remaining ‘other parts are lubricated by splash lubrication as shown in Fig. Oil is drawn from lower portion of the sump through a filter and is delivered by means of a gear pump at gauge pressure about | bar to the main and crank shaft bearings ‘The cylinder wall, piston pins, cam and camshaft, timing ‘gears, piston rings etc are lubricated by splash lubrication, In this method lubrication takes place by combination of splash and pressure system instead of lubrication only by pressure system in ease of fll pressure system, hence it is less costly as compared to full pressure system. It enables higher bearing loads and speeds to be employed as compated to splash lubrication system.Full Pressure Lubrication System: ‘The full pressure lubrication system is most commonly used, in which the lubricating oil under pressure is supplied to the ‘main beating and crank shaft bearing through holes drilled in the supporting wall and bearing journals 2s shown in Fig. Drilled passages in the crank shaft carry lubricating oil from ‘main bearing to the connecting rod and then piston pins, piston tings through drilled passage in the connecting tod. Oils delivered by pressure pump at pressure ranging form 1.5 todbar. A pressure gauge is provided to confirm the citculation of oil to the various parts. A pressure regulating valve is also provided on the delivery side of this pump to prevent excessive pressure ‘The fall pressure lubricating system is used for high speed and large capacity engine compared to splash and semi pressure system due to ability to take higher bearing loads, However this system is required more power to supply high pressure oil compared to semi pressure and splash lubrication (1) Upper hose connection = —, ‘CYLINDER. cower hose connection P _ - a be ‘Lower tank atorsano. The boiling temperature of water Sport can be increase by increasing. its pes pressure, pert seein se Hence large heat transfer takes place & ~ in the radiator due to large X— temperature difference between hot = water (above 100%) and = atmospheric air (about 25°C). — Therefore, this cooling system can teweronscommcnse eI I< be used to cool the heavy duty engines. The main advantages of this system is that system allows to keep the temperature of water above 100°C, therefore engine thermal efficiency is increased. 8 ‘Also there is no loss of water vapours and antifreeze mixture to the surroundings. ee. Laer oe conc Pap The pressurized cooling system as shown in fig. Consists of radiator with addition vacuum valve to avoid formation of vacuum when the water is cooled after engine has stopped. A safety valve in the form of pressure relief valve is provided so that whenever cap oper the pressure is immediately relieved. In this system, usually the water pressure is kept between 1.5 bar to 2 bar.As the pump is operated, the pressure of cooling water increase and water passes through the water jacket. The temperature of water is increased, results is further increase the pressure of water ay allows the temperature of exceed beyond 100°C without formation of steam due to ex} high pressure in the system, Then hot water passes through radiator when heat transfer to the air. If the pressure in the radiator falls below the atmospheric pressure due to cooling of water when the engine is stopped. The radiator tubes will deformed and radiator will be damaged. In order to avoid formation of vacuum in the radiator after engine stopped, the vacuug is fitted on the radiator which operates when pressure falls below atmospheric pressug the air from surrounding enter through the vacuum valve and it prevents the drop of pf below atmosphere in the radiator. a mae omenVarious important properties are 1.Viscosity : tis measure ofthe resistance to flow of an > Iris measured in say bolt universal seconds (SUS). > tis also expressed in cenistrokes, cenipoise and Redwood seconds. > SUS represents the time required in seconds for a given quantity of oil to flow through a capillary tube under specified test conditions. > Cemti stroke is a unit of kinematic viscosity and centipoise is the unit of absolute viscosity. These are measured by viscometer. v 2.Viscosity index : > Viscosity of oil decreases with increase in temperature > This variation of viscosity of an oil with change in temperature is measured by viscosity index (V.1). > Higher V.1. ofan oil indicates relatively smaller changes in its viscosity with temperature » 3. Cloud point : > Ian oil is cooled, it will sta solidifying at some temperature > The temperature at which the oil starts solidifying is called cloud point. > The clouding or haziness of oil interferes with the flow ofthe oil 4.Pour point : tis the temperature just above which the oi sample will not flow under certain prescribed conditions, This temperature depends on the wax content in the ol Oil derived from crudes having more paraffins tend to have higher pour point than derived from erudes having. more naphtenes. The property of pour point condition > It is necessary to haveyat least 10°C differential between the pour point of oil and the temperature of ‘operation of the system. vvy v important for operation of engines and substances at low temperature5.Flash point and fire point : > The temperature at which the vapour of an oil flash when subjected to naked flame is known as flash point. > Fire point is the temperature at which the oi it once lit with flame, will burnt steadily atleast for S seconds. > Fire point temperature is usually 10°C to 12°C higher than flash point temperature, > Flash and fire points of an oil mast be high to have safety from fire hazards B 6.Specific gravity : > Itvaties between 0.85 to 0.96 > Paraffin base oils have lower specific gravity compared to naphthenic based oils, 7.Acidity : ¥ Oil must have low sedi 8.Carbon residu > It is the quantity of carboneous residue which remains after evaporation of a sample oil under specified conditions, 9.Oiliness : > tis the property of ol to cling to the metal surface by molecular action and then to provide a very thin film under Tubrication condition, > This property affects starting ofthe engines. a [ssAlc fter Air Ful Fite) ieee Throttle valve se \ qT hse Ai fter Air Spark Pug Engine Throttle valve ne \ qT hseTn an automobile, generally fuel tank is placed far from engine for safety and convenience purpose. Generally fuel tank placed at lower level compared to carburettor as shown in fig. and therefore fuel amp is required to lift the petrol from fuel tank to carburetor. In -motor eycle, fuel tank placed above the carburettor so fuel pump is not required In C.Lengine fuel pump is essential for injecting the fuel with very high pressure while in Sf engine fuel pump is required only to lift the fuel from fuel tank to carburetor. ks. 3 A single pump with diaphragm can be used for this purpose Diaphragm moves up and down, ereate necessary suction to suck the petrol from fuel tank. (ss) Tn an automobile, generally fuel tank is placed far from engine for safety and convenience purpose. Generally fuel tank placed at lower level compared to carburettor as shown in fig. and therefore fuel pump is required to lift the petrol from fuel tank to carburetor. In-motor eycle, fuel tank placed above the carburettor so fuel pump is not required In C.Lengine fuel pump is essential for injecting the fuel with very high pressure while in S.I engine fuel pump is required only to lift the fuel from fuel tank to carburetor. ‘. A single pump with diaphragm ean be used for this purpose, Diaphragm moves up and down, create necessary suction to suck the petrol from uel tank, Diaphragm may be operated mechanically (mechanical pump) or electricity (in case,of electric pump).Fuel fiom fuel pump enters to the carburettor and air from atmosphere passes through air cleaner and then enters to the carburettor via chock valve, Chock valve will reduce the flow of air during starting to make rich mixture so that engine will easily start In carburettor, fuel and air mix with each other (known as charge) in proper proportion and than supply to the engine, The quantity of mixture supply to the engine is controlled by throttle valve according to the requirement of power (therefore S.1 engine are Known as quantity governing. engine). Carburetion is @ process to prepare mixture of air and petrol outside the engine and device which do this function is known as carburetor. ‘The mixtures enter in the engine cylinder due to low pressure (vacuum). The low pressure (vacuum) is created inside the engines cylinder during suetion stroke By this vacuum, mixture (charge) transfer from carburettor to engine cylinder via intake manifold as shown in fig, Ar Spark Pug Chock vate carburetor Exhaust 6 ca Engine Trrotie valveFactors Affecting Carbure Some of the important factors which affeet the process of earburetion are (Engine speed which directly affects the time available for preparation of mixture by the carburetor. (Gi)The temperature of incoming air. Gii)The volatility ofthe fuel. (Design of intake manifolds (Speed + ‘The time available for formation of mixture by the carburettor is greatly affected by the speed of the ‘engine e.g. ifan engine runs at 4000 rpm, the time available for the process of carburetion is inthe range cof 0.0075 to 0.01 seconds. In such a short period, the fuel is required to bg atomised, mixed with air, vaporized and to be inducted into the engine cylinder. Therefore, the design of a carburettor becomes of utmost importance to accomplish the above processes in such a short period, particularly, with regard to design of its ventut ‘The temperature of air plays an important role in the vaporization process of fuel. Higher surrounding aie temperature increases the vaporization of fuel and homogeneity of mixture. However increased temperatures reduce the volumetric efficiency, hence, the povwer output, (Gi) Volatitity of fuet = Complete vaporization could be achieved by using highly volatile fuels, which are expensive to produce, or by using heat in intake manifolds to promote vaporization. However, excessive vaporization of fuel eereases the volumetric efficiency (i.e. mass of mixture inducted into the cylinder per stroke) is decreased. This reduces the power output of the engine. (iv)Design of intake manifolds : When the multi eylinder engines receive a partially vaporized mixture of fuel and air, each cylinder does not receive the same amount of fuel. Therefore, proper design of intake manifolds becomes essential 10 ensure proper distribution of fuel. Therefore, we conclude that proper selection of volatile fuel, design of carburettor and intake manifold affects the carburetion process under various operating conditions of the engine. @ b