Unit 3: I C Engine

POWER GENERATION
•External Combustion Engines
•Internal Combustion Engines
•Power Plants

2
EXTERNAL COMBUSTION ENGINES
An external combustion engine (EC engine) is a heat engine
where an (internal) working fluid is heated by combustion in an
external source, through the engine wall or a heat exchanger.
The fluid then, by expanding and acting on the mechanism of
the engine, produces motion and usable work.
In this type of engine the combustion of fuel takes place
outside the cylinder.
These types of engines are used to locomotives, ships Steam
Engine, Steam Turbine, Closed cycle gas turbine etc.
In locomotive steam is produced by the combustion of fuel and
this steam is used to move a piston in a cylinder.

3
4
 Internal Combustion
Engine
Function - Converts potential
chemical energy in fuel into heat
energy then to mechanical energy
to perform useful work.
Gasoline Engine, Diesel Engine,
Wankel Engine, Open cycle Gas
Turbine
Chemical

Heat

Mechanical
INTERNAL COMBUSTION ENGINES
The internal combustion engine is an
engine in which the combustion of a fuel
(normally a fossil fuel) occurs with an
oxidizer (usually air) in a combustion chamber.
In an internal combustion engine the
expansion of the high-temperature and -pressure
gases produced by combustion applies direct
force to some component of the engine, such as
pistons, turbine blades, or a nozzle.
This force moves the component over a
distance, generating useful mechanical energy.

6
 Classification
Fuel used
of IC
Type of cooling Operating speed
Engines
– Petrol – Air cooled
–
– High
– Diesel Water cooled – Medium
– Gas Type of lubrication – Low
Working cycle – Petroil (Mist) Application
– Otto cycle – Sump type – Automobile
– Diesel cycle Cylinder orientation – Marine
– Dual cycle – Horizontal – Power
Number of cylinders – Vertical generation
– Single cylinder Cylinder
– Multi cylinder arrangement
Type of ignition – Inline / Radial
– Spark ignition – V / W – type
– Compression – X / H – type
ignition – Opposed piston/
cylinder
a)
COMPONENTS
Crankshaft.
OF IC ENGINES
8

b) Exhaust camshaft.
c) Inlet camshaft.
d) Piston.
e) Connecting rod.
f) Spark plug.
g) Valves.
h) Cooling water jacket.
i) Valve Spring.
j) Piston pin.
k) Crank Case.
l) Cylinder Block.
PISTON CONFIGURATIONS
Inline 6 4
Inline 4
Opposed
V-6
V-8
Internal combustion Engine Components:
• I.C. Engine components shown in figure1 and figure2 are defined as
follows:
• Block : Body of the engine containing cylinders, made of
cast iron or aluminium.
• Cylinder : The circular cylinders in the engine block in
which the pistons reciprocate back and forth.
• Head : The piece which closes the end of the cylinders,
usually containing part of the clearance volume of the
combustion chamber.
• Combustion chamber: The end of the cylinder between
the head and the piston face where combustion occurs.
– The size of combustion chamber continuously changes from minimum
volume when the piston is at TDC to a maximum volume when the piston
at BDC.
• Crankshaft : Rotating shaft through which engine work output is
supplied to external systems.
– The crankshaft is connected to the engine block with the
main bearings.
– It is rotated by the reciprocating pistons through the
connecting rods connected to the crankshaft, offset from
the axis of rotation. This offset is sometimes called crank
throw or crank radius.
• Connecting rod : Rod connecting the piston with the rotating
crankshaft, usually made of steel or alloy forging in most engines
but may be aluminum in some small engines.
• Piston rings: Metal rings that fit into circumferential grooves
around the piston and form a sliding surface against the cylinder
walls.
• Camshaft : Rotating shaft used to push open valves at the
proper time in the engine cycle, either directly or through
mechanical or hydraulic linkage (push rods, rocker arms,
tappets) .
• Push rods : The mechanical linkage between the camshaft and
valves on overhead valve engines with the camshaft in the
crankcase.
• Crankcase : Part of the engine block surrounding the
crankshaft.
– In many engines the oil pan makes up part of the
crankcase housing.
• Exhaust manifold : Piping system which carries exhaust gases
away from the engine cylinders, usually made of cast iron .
• Intake manifold :Piping system which delivers incoming air to
the cylinders, usually made of cast metal, plastic, or composite
material.
– In most SI engines, fuel is added to the air in the intake
manifold system either by fuel injectors or with a carburetor.
– The individual pipe to a single cylinder is called runner.
• Carburetor : A device which meters the proper amount of fuel
into the air flow by means of pressure differential.
– For many decades it was the basic fuel metering system on all
automobile (and other) engines.
• Spark plug : Electrical device used to initiate combustion in an SI
engine by creating high voltage discharge across an electrode
gap.
• Exhaust System: Flow system for removing exhaust gases from
the cylinders, treating them, and exhausting them to the
surroundings.
– It consists of an exhaust manifold which carries the exhaust
gases away from the engine, a thermal or catalytic
converter to reduce emissions, a muffler to reduce engine
noise, and a tailpipe to carry the exhaust gases away from
the passenger compartment.
• Flywheel : Rotating mass with a large moment of inertia
connected to the crank shaft of the engine.
– The purpose of the flywheel is to store energy and furnish
large angular momentum that keeps the engine rotating
between power strokes and smooths out engine operation.
• Fuel injector : A pressurized nozzle that sprays fuel into the
incoming air (SI engines )or into the cylinder (CI engines).
• Fuel pump : Electrically or mechanically driven pump to
supply fuel from the fuel tank (reservoir) to the engine.
• Glow plug : Small electrical resistance heater mounted
inside the combustion chamber of many CI engines, used to
preheat the chamber enough so that combustion will occur
when first starting a cold engine.
– The glow plug is turn off after the engine is started.
• Starter : Several methods are used to start IC engines. Most
are started by use of an electric motor (starter) geared to
the engine flywheel. Energy is supplied from an electric
battery.
Connecting rod
Connects the piston to
the crankshaft
Converts reciprocating
piston motion to rotary
motion at the crankshaft.
Drop-forged steel
 Crankshaft

Works with connecting rod to change

reciprocating to rotary motion.
Transmits mechanical energy from the engine.
Made of heat-treated steel alloys.
• Compression ratio (r)
o The ratio of total volume to clearance volume of the
cylinder is the compression ratio of the engine.
o Typically compression ratio for SI engines varies
form 8 to 12 and for CI engines it varies from 12 to
24. V max VBDC V v
r  V min  VTD C  1  1
V2 v2
Displacement volume
V d is p  V B D C  VT D C 
V1  V 2
Mean Effective Pressure (MEP)
V d isp
M E P 
 Four stroke Spark Ignition (SI) Engine
Stroke 1: Fuel-air mixture introduced into cylinder through
intake valve 0.3 bar
Stroke 2: Fuel-air mixture compressed 8-13 bar
Stroke 3: Combustion (spark given
ignition )
A
Stroke the exhaust
FUEL 4: Product valve.
gases pushed out of the
cylinder
I
R
through Ignition

Fuel/Air
Mixture Combustion
Products

Intake Compression Power Exhaust

Stroke Stroke Stroke Stroke
17
 Working of 4 strokes - Petrol engine.

Current
Petrol
Petrol
+ Air ---TDC
& Air

---BDC
 IN TA K E STRO K E
NTAKE E>CIHAUST
VALVE VALVE
OPEN CLOSED

STROK
E
BOTTOM DEAD-C
ENTER
(B.D.C )
 COMPRESS ON STROKE
INTAKE EXHAUST VALVE
VALV E CLOSED
CLOSED
TOP·DEAD·CENTE
R
-- - - - (T.O.C.)

BOTTOM·OEAD·CENT
ER
(9.0 .C.)
 POWER STROKE
INTAK E EXHAUST
VALVE VALVE
CLOSED CLOSED

BOTTOM·OEAD·CENTE
R
(B.O.C.)
 EXHAUST STROKE
NTAKE EXHAUST
VALVE VALVE
CLOSED OPEN

BOTTOM·DEAD..CENT
ER
(B,D.C.)
•
Four strokes of
Intake/Suction Stroke :
CI Engine Cycle :
The same as the intake stroke in an SI engine with one
major difference : no fuel is added to the incoming air.
• Compression Stroke :
 The same as in an SI engine except that only air is
compressed and compression is to higher pressures and
temperature.
 Late in the compression stroke fuel is injected directly into
the combustion chamber, where it mixes with very hot air.
 This causes the fuel to ignite, causing combustion to
start.
• Combustion is fully developed by TDC and
continues at about constant pressure until fuel
injection is complete and the piston has
started towards BDC.
• Expansion/Power stroke :
• The power stroke continues as combustion
ends and the piston travels towards BDC.
• Exhaust blowdown same as with an SI engine.
• Exhaust stroke : Same as with an SI engine.
 Working of 4 strokes - Diesel engine.

Diesel
Air
---TDC

---BDC
2 stroke engine
It's called a two-stoke engine because there is
a compression stroke and then a combustion
stroke.
Completes a power cycle in only one crankshaft
revolution and with two strokes, or up and down
movements, of the piston.
Intake and exhaust valve are replaced by ports
(opening) in the cylinder wall.
 .Sp a r k p I 1Jg . -- ...

E x h a u s t p o llu t e s t h e a ir w it h c a rb o n
m o n o x l d e . a c ird-ra In -f o rm In g
n ltl'loge n o x i d e s , p a rtic u la t e m a t t e r
a n d1 u n ig n lte d f u e l.

C OD i i n g fin s

C o m b u s t i o n c h a m 'ber

U nig n it e d f u e l f o r c e d o u t w i t h e x h a u s t

I
P is t o n

I
T ra ns f e r p o r t --11 "-'- Fu re l In t a k e f o r a ir/f u e l
m ix tu r e

O n t he d o w n s tl'IO k e , t h e p l l s t o n
1

o o m p rie s s e s thre a i r-f u e l m lx tu r ie In

C ra n k c a se thre c ra n k c a se , fo ric ln g lt t h ro u g h
t h e t r ,a n s f e r p o r t In to th e c o m b us t i o
n
c h ,a m b e r .
A s th re 'c r ,a ntk s h<aft l'IOtates , It
p o w e r s fa n s , m o w e r b la d e s , Wh e e ls
rOr p rio p e l le rs .

S TA R T ENGIN E
 18urning
fuel
Fuel is forces piston
compresse dmvn, Bur1ned
d and compressing
ignited. fuel
fuel is pushed out
mixture in by
Transfer
crainkcase. compr&Wed
port is fuel
Transfer
is
port ---- uncovered
and fue
mij;<ture.
covered..
- mixture
foroed into
cylinder.
Fuel mix
ure crarrkcao
is drawn o
into
crankcase. Intake port
is covered and
valve forced
closed.

upstroke de>wnstr
© 2007 Eneyelo p.:ed ia Britannica) Inc . oke
COMPARISON OF FOUR STROKE ENGINES AND
TWO STROKE ENGINES

S.
Four stroke Engines Two stroke Engines
No

The cycle is completed in

The cycle is completed in two
four strokes of the piston.
strokes of the piston. Thus one
1 Thus one power stroke is
power stroke is obtain in each
obtain in every two
revolution of the crankshaft.
revolution of the crankshaft.

Thermal efficiency and part load

Thermal efficiency and part
2 efficiencies are lesser than four
load efficiencies are higher.
stroke engines.

Volumetric efficiency is less due to

Volumetric efficiency is high lesser time of induction. During
3 due to more time of scavenging also, some amount of
induction. air-fuel mixture is lost which also
reduces the Volumetric efficiency.
 Comparison continue…
S.
Four stroke Engines Two stroke Engines
No

Value actuating mechanism Valve actuating mechanism is

is required to operate valve absent. Only ports are used which,
4
during suction and exhaust is opened and closed by the
strokes. moment of the piston.

Because of one power Because of one power stroke in

stroke in two revolution, one revolution, cooling and
5 cooling and lubrication lubrication requirements are
requirements are relatively relatively higher. Wear of engine
lesser. components are also more.

Four stroke Engines are

Two stroke Engines are relatively
relatively costlier for the
6 cheaper for the same power output
same power output.
as the engine size is small.
FACTOR SI ENGINE CI ENGINE
INTAKE CONDITION AIR AND FUEL AIR ONLY
SPEED CONTROL THROTTLE A/F MIXTURE UNTHROTTLE FUEL
CONTROL
MIXTURE UNFORMITY NEARLY HOMOGENOUS HETERGENEOUS

EQUIVALANCE RATIO 0.85-1.25 0-0.7

EXHAUST TEMPERATURE HIGHER LOWER

COMPRESSION RATIO 7 TO 10 14 TO 20

REQUIRED STRENGTH LOWER HIGHER

CYCLE USED OTTO CYCLE DIESEL CYCLE

FUEL PETROL DIESEL
EFFICIENCY HIGH LOWER
SPARK PLUG PRESENT ABSENT
Figure3 : Engine Terminology
 Engine Terminology :
• Figure 3, shows the pressure volume diagram of ideal engine
cycle along with engine terminology as follows:
• Top Dead Center (TDC): Position of the piston when it stops at
the furthest point away from the crankshaft.
– Top because this position is at the top of the engines (not
always), and dead because the piston stops as this point.
Because in some engines TDC is not at the top of the
• engines(e.g: horizontally opposed engines, radial
engines,etc,.) Some sources call this position Head End Dead
Center (HEDC).
– Some source call this point TOP Center (TC).
– When the piston is at TDC, the volume in the cylinder is a
minimum called the clearance volume.
• Bottom Dead Center (BDC): Position of the piston when it
stops at the point closest to the crankshaft.
– Some sources call this Crank End Dead Center (CEDC)
because it is not always at the bottom of the
engine.Some source call this point Bottom Center
(BC).
• Stroke : Distance traveled by the piston from one extreme
position to the other : TDC to BDC or BDC to TDC.
• Bore :It is defined as cylinder diameter or piston face
diameter; piston face diameter is same as cylinder diameter(
minus small clearance).
• Swept volume/Displacement volume : Volume displaced by
the piston as it travels through one stroke.
– Swept volume is defined as stroke times bore.
– Displacement can be given for one cylinder or entire
engine (one cylinder times number of cylinders).
• Clearance volume : It is the minimum volume of the cylinder
available for the charge (air or air fuel mixture) when the piston
reaches at its outermost point (top dead center or outer dead
center) during compression stroke of the cycle.
– Minimum volume of combustion chamber with piston at
TDC.
• Compression ratio : The ratio of total volume to clearance
volume of the cylinder is the compression ratio of the engine.
– Typically compression ratio for SI engines varies form 8
to 12 and for CI engines it varies from 12 to 24
Solved Problems - IC Engines
Formulae

1. Swept volume of the cylinder, Vs   D 2  L
4
Where, D is the bore in m and L is the stroke in m
VT
2. Compression Ratio, r 
VC
Where, VT is the total volume and VC is the clearance volume
3. Average speed of the piston = 2LN m/s
4. Wnet  MEP  Piston area  Stroke
Wnet  MEP×Displacement volume
  𝑊 𝑛𝑒𝑡
Mean Effective Pressure (𝑀𝐸𝑃) 𝑀𝐸𝑃=
𝑉 𝑚𝑎𝑥 −𝑉 𝑚𝑖𝑛
Example - 1
•An
  engine has of 250mm bore and 375mm stroke calculate
the swept volume of the cylinder ).

Solution
 Example - 2
The stroke and the cylinder diameter of a compression ignition engine are
250mm and 150mm respectively. If the clearance volume is 0.0004m3,
calculate the compression ratio of the cylinder.
 2
Swept volumeof thecylinder ,Vs  D L m3
4

Vs   0.152  0.25
4
 0.004416m3
Total volume (VT )  Swept volume (VS )  Clearance volume (VC )
Total volume (VT )  0.004416  0.0004
Total volume (VT )  0.004816m3
VT 0.004816
Compression ratio    12
VC 0.0004
Example - 4
The mean effective pressure of an engine is 7.5bar. Calculate the net work
done by the engine, if the bore and stroke are 200mm and 250mm
respectively.

Before proceeding with problem of this type, convert the value to SI units.
7.5 bar = 7.5  105 N/m 2
Wnet  MEP  Piston area  Stroke
Wnet  MEP  Displacement volume
 2
Wnet  MEP  D  L
4

Wnet  7.5  105   0.22  0.252
4
Wnet  5887.5 J / cycle
Wnet  5.8875 kJ / cycle
FUEL USED
Petroleum : Biofuel &
Gasoline
Diesel vagetable oil
LPG
CNG Biofuel
Jet fuel
Hydroge Biobutanol
n
Biodiesel
Bioethanol
Biomethanol
Biogas
Vegetable oil
like
 Calorific value of fuel
The heat liberated by combustion of a fuel is known as calorific
value or heat value of the fuel. It is expressed in kcal/kg of the fuel

Sl. No Name of fuel Calorific value, kcal/kg

1 Light Diesel Oil (L.D.O) 10300

2 High speed diesel oil (HSD) 10550

3 Power kerosene 10850

4 Petrol 11100
 Engine Pollution

The major pollutants

from the engines
includes
Carbon monoxide
Hydrocarbons
Oxides of Nitrogen
Particulates
IC ENGINES
DIFFERENT SYSEMS
• Fuel supply system
• Lubrication system
• Cooling system
• Ignition system
Fuel supply
system
• The fuel passes through a number of stages before
reaching the combustion chamber.
• It includes the filtration and atomization
of fuel into fine particles.
• It is necessary to atomize the fuel before entering into
the combustion chamber so that complete combustion of fuel
can take place.
• Two types of fuel supply systems
• Fuel supply system of spark ignition engine
• Fuel supply system of compression ignited engine
Fuel Supply System Of SI Engine
• In petrol engine the combustible mixture of fuel
is prepared outside the combustion chamber.
• Proper air-fuel ratio is maintained with the help of a
device known as carburetor and this mixture is inducted
into the combustion chamber.
• The air fuel ratio depends upon the various conditions.
The engine needs a richer mixture while starting and
leaner mixture at normal running conditions.
• Such conditions must be fulfilled before entering the
combustion chamber.
• The fuel from the tank is delivered to the float
chamber attached to the carburetor with the help of fuel
pump.
• The fuel pump maintains the constant pressure.
In carburetor fuel is mixed with air in required
proportion.
• After that the mixture of fuel and air is inducted into
the combustion chamber.
Fuel Supply System Of CI Engine
Fuel Supply System Of CI Engine
• In diesel engine only air is injected during the
suction stroke and it is compressed during
compression stroke.
• Fuel is injected into the combustion chamber in
the form of fine spray at the end of compression
stroke.
• A fuel injection system in a diesel engine has to
satisfy the following requirements:
1.To inject the fuel at the right time in the cycle.
2.The fuel should be properly atomized.
3.The correct quantity of fuel should be injected depending
upon the load.
• Fuel pump takes the fuel from fuel tank
and delivers it to the fuel filter.
• When the pressure is developed in the
injection pump the fuel flows from
injection pump to the fuel injector under
pressure.
• The fuel injector is either a single hole
nozzle or multi-hole nozzle.
Cooling Systems
 Reasons for Cooling
to promote a high volumetric efficiency
to ensure proper combustion, and
to ensure mechanical operation &
reliability.

Effect of Over-cooling
the thermal efficiency is decreased due
more loss
to of heat carried by the coolant
the vapourization of the fuel is less
resulting in lower combustion efficiency
low temperature increases the viscosity
of lubricant causing more loss due to friction.
4
2
 Types of Cooling System
 Air cooling (or direct cooling) system
 Liquid cooling (or indirect cooling)
system

Remark Aviation motor cycle

: and scooter engines are
engines,
engines air
while the and
cooled;
automobilestationery
engines are liquid cooled.

4
3
 Air cooling system
Air cooled engines depend on
airflow across their external surfaces of
the engine cylinders to remove the
necessary heat. The amount of heat
dissipated depends upon:
the of surfa ce
contact withcooling
area the air in
 mass flow rate of
temperature
air between
difference cylinder and
air and
 conductivity of metal.

4
4
 Cooling fins in air cooled system
The area of cooling surface is increased
by forming thin fins, either integrally by
machining them on the outer walls of the
engine cylinder and cylinder head or by
attaching separate fins to them.

4
5
 Air cooling system - Advantages

The absence of cooling

jackets, coolant radiator, and make
engine pumps the
lighter.
The engine can be in
operated climate where liquid cold
may freeze.
In places where water is sc arce,
air cooled engine is an advantage.
 Handling of liquid coolant
requires
piping and pumping auxiliaries.
Air cooled engines have no coolant
leakage or freezing problems.
4
6
 Air cooling system - Disadvantages

Relatively large amount of power

is used to drive the cooling fan.
Engines give low power output.

Coolingfins under certain

conditions may vibrate and amplify the
noise level.
 Cooling is not uniform.
Engines are subjected to high
working temperature.

4
7
Liquid cooling systems -
Types Direct or non-return system
 Thermosyphon system
 Forced circulation cooling system
 Evaporative cooling system

4
8
 Liquid
 Direct or non-return convectioncurrent
Liquid stagnant
system film
Scale
film
Metal cylinder
The heat released wall
Oil film

from the combustion of Gas stagnant

film
Gas convection
air-fuel mixture is current Radiation
through gas
transferred in all
directions to the walls
of the combustion
chambers, cylinders and Combustio Conduction
pistons by direct n of air-fuel

Liquid convection movement

charge
radiation, by convection
Conduction
currents of gas rubbing
then against
by a
conduction Conductio
stationary gas film,
through and
stagnant
this
boundary layer of gas n

and an oil film to the

metal wall.
Heat Transfer through a
liquid cooled cylinder wall 10
Thermo-syphon system
 In this system a fan
rotated by , the Radiator

draws cold air from

crankshaft Cylinder
through
outside radiator.
radiator
the is connected
The
the
to block by
means of
engine pipes. Piston
hot
two water passes The
some thin pipes built in
through
radiator,
the where it gets
cooled. Thus, the fluid
circulate throug the
system in h the of
convective
form Schematic diagram of a
thermosyphon system
currents.
50
Forced circulation cooling system
This system is used in a large number of
vehicles like cars, buses, trucks and other heavy
vehicles. Here, circulation of water takes
place with convection currents helped by a pump.

The water or coolant

is circulated through
jackets around the
of the engine to be
parts
cooled, and kept
motion by is a in
pump, driven from
centrifugal
engine. A thermostat is
the
used to control the water
temperature required Schematic diagram of a
for cooing. forced circulation system

51
Pump-cooling or forced cooling
• Pump is introduced between radiator and engine
block
Rotated by crankshaft by means of a belt
•
Water is circulated with force => heat is removed
• quickly
Limitation
Cooling is independent of temp. =>Engine is
overcooled (range of temp.=75-900C) 13

Can be overcome
by using
thermostat.

Pump cooling system

Evaporative cooling system

• In this system , the engine

will be cooled because of
the evaporation of the water
in the cylinders into steams.
• It is used for cooling of
many types of industrial
engines
Cooling fan

54
 Liquid cooling system - Advantages
Because of even cooling of cylinder barrel
and head (due to jacketing) makes
possible to reduce the cylinder head
it
and valve seat temperatures.
The volumetric efficiency of water cooled
engines higher than that of air- cooled
is engines.
Compac design of engines
tappreciably smaller
with frontal area is possible.
In case of water cooled
engines,
installation
the mobile isvehicles,
not necessarily
aircraftat etc.
the front
as
the cooing system ofcan be conveniently
located.
 Liquid cooling system - Disadvantages
The system requires more maintenance.
The engine performance
becomes sensitive to climatic conditions.
The power absorbed by the pump
is considerable and affects the
power output of the engine.
In the event of failure of the
cooling system serious damage may
be caused to the engine.

56
 Use of Anti-freezers
 During winter or when the engine is kept out
of operation in cold places, the cooling water
in the cylinder jackets, radiator tanks and
leading pipes will freeze, expand and
lead to their fracture.
 To prevent damage to the engine and
radiator during winter weather, suitable
liquids or compound substances (known as
anti-freezers) which go into solution are
added to the water to lower the freezing
temperature of the coolant.
 Ethylene glycol is the most widely used
automotive cooling-system antifreeze,
although methanol, ethanol, isopropyl
a lcohol, and propylene glycol are also used.
57
Lubrication
Systems
 Purpose of Lubrication
System Internal oil leak (blow-
by) will result in BLUE
Lubrication Sealing SMOKE at the tail
Reduces Friction pipe.
by creating a The oil helps
thin form a seal
film(Clearance) between
between moving piston rings
parts and cylinder
walls
(Reduces
Blow-By)
 Purpose of Lubrication
System
Cleaning
 As it circulates through the engine, the oil picks up
metal particles and carbon, and brings them back down
to the pan.

Cooling
 Picks up heat when moving through the engine and
then drops into the cooler oil pan, giving up some of
this heat.

Reduction of Noise
 Lubrication reduces the noise of the engine.
 Purpose of Lubrication
System
•Absorbs shock
When heavy loads are imposed on the bearings, the
oil
helps to cushion the load.

•Absorbs Contaminants
The additives in oil helps in absorbing the
contaminants
that enter the lubrication system.
 Lubrication Systems

 Mist lubrication system Two Stroke Engine

 Wet sump lubrication system Four
 Dry sump lubrication stroke
system Engines
Mist lubrication system is mainly employed in
two- stroke cycle engines, whereas wet and dry
sump systems are used in four-stroke cycle engines.

The wet sump system is employed in

small engines, such as automobile engines, while
relatively
the dry sump system is used in large
stationary, marine and aircraft
engines.
5
 to

 The bottom of the Cylinder block is called

Crankcase
 A cover fasted to crankcase acts as a sump
collect and circulate the lubricate oil

Cylinder
 It is a cylindrical vessel or space in
which the piston makes a
reciprocating motion. 6

 The cylinder is supported in the

cylinder block
 The volume created in the cylinder
varies based on the operations
occurs to different thermodynamic
processes.
 In two-stroke engines, the charge
is compressed in the crankcase, and as such
it is not suitable to have the lubricating oil
in the sump.
 The lubrication oil is mixed with
the fuel, the usual ratio being
3% to 6%.

 Oil and fuel mixture is

inducted through the carburetor.
 Fuel is vaporized and the oil in the form
of mist (film/fog) goes via the crankcase into
the cylinder.
 The oil which strikes the crankcase
walls lubricates the main and
connecting rod bearings and the rest of
oil lubricate the piston, piston rings
and the cylinder.
Advantage:
Simplicity and Low cost as it does not
require an oil pump, filter, etc.
Disadvantages:
Cause heavy exhaust smoke due to burning
of
lubricating oil
Forms deposit on piston crown and
exhaust port which affect engine
efficiency.
Requires a thorough mixing for effective
lubrication. This requires either separate
mixing prior to use or use of some additive
to give the oil good mixing characteristics.
In the wet sump system, the bottom of the
crankcase contains an oil sump (or pan) that serves
as the oil supply reservoir.
Oil dripping from the cylinders and bearings
flows by gravity back into the wet sump where it
is picked up by a pump and re-
circulated through the engine lubricating system.
The types of wet sump systems used are:

 the splash lubrication system

 the splash and pressure system
 the pressure feed system

10
Lubrication System – Wet Sump
 Lubrication System – Wet Sump
Oil is stored in the sump.
Drawn into engine through
the pickup.
Forced round by a pump.

Protected by a pressure
relief valve.

Particulates removed by a
filter.
Carried around
in galleries.
 Used in light duty, slow speed engines
(<250 rpm).
 Lubricating oil is stored at the bottom
of engine crankcase and maintained at
a predetermined level.
 The oil is drawn by the pump and
delivered through a distributing pipe into
the splash trough located under the big
end of all the
connecting rods.
 These troughs are provided with
overflows and oil in the trough is
therefore kept at a constant level.
 Cam shaf
t

C o n n e c t in g r o
d b e a r in g s
M a in b e a r in
g

m a in
b e a r in
g
Lower
o il p a n O il
trough
s

O il p u m p

O il S t r a i n e r

14
A splasher or dipper is provided under each
connecting rod cap which dips into the oil in
the trough at every revolution of the
crankshaft and the oil is splashed all over the
interior of crankcase, into the pistons and
onto the exposed portion of cylinder walls.

The oil dripping from the cylinder is

collected in the sump where it is cooled by
the air flowing around. The cooled oil is then
recirculated
 This system, where the lubricating oil is
supplied under pressure to main and
camshaft bearings.
 Oil is also supplied under pressure to pipes
which direct a stream of oil against the
dippers on the big end of connecting rod
bearing cup and thus the crankpin bearings
are lubricated by the splash or spray of oil
thrown up by the dipper.
Cam shaf
t

C o n n e c t in g r o
d b e a r in g s
M a in b e a r in
g

m a in
b e a r in
g

O il p u m p

Oil S t r a in e r

18
 Pressure feed system is illustrated in Fig 3 in which oil is
drawn in from the sump and forced to all the main
bearings of the crankshaft through distributing channels.
 A pressure relief valve will also be fitted near the delivery
point of the pump -which opens when the pressure in the
system attains a predetermined value.
 An oil hole is drilled in the crankshaft from the centre of
each crankpin to the centre of an adjacent main journal,
through which oil can pass from the main bearings to the
crankpin bearing.
 From the crankpin it reaches piston pin bearing through a
hole drilled in the connecting rod.
 The cylinder walls, piston and piston rings are lubricated
by oil spray from around the piston pins and the main and
connecting rod bearings.
Cam
shaft

End leakage connecting rod

from bearing Main
rod bearing

Header m ain line

bearing

Oil pum p
Oil
Strainer
21
Pressure Feed
System
 Dry Sump
It uses an additional pump as well as a remote
oil
tank
It is used in situations when a wet sump
cannot cope with the oil supply, in unusual or
extreme conditions; Heavy acceleration (racing
cars), Off road driving, steep hills and uneven
surfaces
 r- - - ·.....:,,
Pressure Ven
reli f t ·;
·;
To bearings
valve
...,.J.-::=-- - .
:

Oil cooler · ·.
Supply tank

. ..

I
Engine crankcase

Filter by-pass
pressure reljef

,
Dry
valve
sump

Strainer
Filter
· ··
=
· •••
<>

. Scavenging pump
===·
 In dry sump lubricating system, the supply
of oil is carried in an external tank
 An oil pump draws oil from the supply tank
and circulates it under pressure to the various
bearings of the engine
 Oil dripping from the cylinders and bearings into

the sump is removed by a scavenging pump

which in turn the oil is passed through a filter, is
fed back to the supply tank.
 Thus, oil is prevented from accumulating in the

base of the engine.

 The capacity of the scavenging pump is
always greater than the oil pump.
 In this system a filter with a bypass valve

placed in between the scavenge pump and

the supply tank.
 If the filter clogged, the pressure relief

valve opens permitting oil to by-pass the

filter and reaches the supply tank.
 Lubricating System 22

Parts
• Oil sump
• Oil pump
• Pick-up screen
• Pressure
regulator
• Oil filter
• By-pass valve
• Oil galleries
• Dipstick
• Pressure indicator
 Properties of Lubricating Oil
The duties of the lubricant in an engine are
many and varied in scope. The lubricant is
called upon to limit and control the following:
(i) friction between the components and metal
to metal contact
(ii) overheating of the components
(iii) wear of the components
(iv) corrosion
(v) deposits
30
Ignition Systems
What is Ignition
 The system in an internal-combustion engine
System ???
that produces the spark to ignite the mixture of
fuel and air: includes the battery, ignition coil,
distributor, spark plugs, and associated switches
and wiring.
 IGNITION FUNCTION
Produces 30,000 volt spark across spark plug
Distributes high voltage spark to each spark plug
in correct sequence
Times the spark so it occurs as piston is nearing top
dead center
Varies spark timing with load, speed, and other
conditions
 BASIC IGNITION SYSTEM
COMPONENTS
BATTERY
IGNITION SWITCH
IGNITION COIL
SWITCHING DEVICE
SPARK PLUG
IGNITION SYSTEM
WIRES
 BASIC IGNITION SYSTEM
Battery supplies power
to
entire system
Ignition Switch
turns engine on or
off
Coil transforms
volts
Switching device
triggers ignition coil
Spark Plug and wires
 IGNITION COIL

Transformer
2 sets of windings
Primary windings
Secondary
windings
Iron core
Produces
magnetic field
indi
IGNITION SYSTEM TYPES

 Battery ignition system

Magneto ignition system
Distributor less ignition system
 BATTERY IGNITION SYSTEM
 A battery ignition system has a 6- or 12-volt battery
charged by an engine-driven generator to supply
electricity, an ignition coil to increase the voltage, a
device to interrupt current from the coil, a distributor to
direct current to the correct cylinder, and a spark plug
projecting into each cylinder.
 Current goes from the battery through the primary
winding of the coil, through the interrupting device, and
back to the battery.
 The primary circuit consist of the battery, ammeter,
ignition switch, primary coil winding, capacitor, and
breaker points. The function of these components are :

 Battery – Provides the power to run the system

 Ignition switch – allows the driver to turn the system on
and off
 Primary coil – produces the magnetic field to create the
high voltage in the secondary coil.
 Breaker points – a mechanical switch that acts as the
triggering mechanism
 Capacitor – protects the points from burning out.
 The Secondary circuit converts magnetic induction into high
voltage electricity to jump across the spark plug gap, firing
the mixture at the right time. The function of the components
are –

 secondary coil – the part of the coil that creats the high
voltage electricity.
 Rotor – spin around on the top of the distributor shaft, and
distributes the spark to the right spark plug.
 spark plug – Take the electricity from the wires and give it
an air gap in the combustion chamber to jump across to light
the mixture.
 BATTERY IGNITION SYSTEM

.Lamina.i . d ora l);\atributor 11rm

ro let es a l half
Seco:nclary l p n d ' or
--1-,_.._ cre.n)( •h a ll

f 'o o

'0
0
0 11tac

le .
"'
b)'ea
ket

G uw4
....
.
l Conde_m o
.t
plu..c

• -C• m• uf f d toT
ltr u ki.n1 I.hf: onucls
Cam shaft r o t .le•
at h• l a p e d of
cren'k-sh8.Jt.
 MAGNETO IGNITION SYSTEM
 The simplest form of spark ignition is that
using a magneto.
 An ignition magneto, or high tension magneto, is
a magneto that provides current for the ignition
system of a spark-ignition engine, such as a petrol
engine.
 The engine spins a magnet inside a coil, or, in
the earlier designs, a coil inside a fixed
magnet, and also operates a contact breaker,
interrupting the current and causingthe
voltage to be increased sufficiently to jump a
small gap.
 Rotor
Magneto Unit Arm
Spark
Generation

Condenser

Power
Generation

Coil
Distribution

Contact
Magneto
Breaker

Ignition
Switch

IGNITION SYSTEM – Magneto

System
 Typica
Vacuum Advance
l
Distributor Diaphragm Adjustable
Vacuum Plate
Chamber
Cap

‘Points’
Body Inlet
Pressure Cam Adjuster

Centrifugal
Advance

Input
Shaft Centrifugal
Weights

IGNITION SYSTEM –
Distributor
 Cap Connector

Ceramic Body

Hexagon

Outer Casing

Copper Sealing Gasket

Securing Thread
Gap
Outer
Electrode

IGNITION SYSTEM – Spark

Plug