Laws of Thermodynamics

There are four laws of thermodynamics, they are

Zeroth law of thermodynamics
First law of thermodynamics
Second law of thermodynamics
Third law of thermodynamics
Zeroth law of thermodynamics:
This law states Consider three bodies namely A, B, C, if A and B are individually in
thermal equilibrium with a third body C then, the bodies A and B also will be in thermal equilibrium
with each other. If two bodies are in thermal equilibrium then they will have same temperature, here
all bodies are in thermal equilibrium with each other, hence the value of temperature for three
bodies is same.
First law of thermodynamics:
This law also known as Law of conservation of energy, it states the energy is always
conserved i.e the energy can be converted from one form of energy to another form of energy but
the energy cannot be created or destroyed. Example : heat is converted into work. The amount of
energy contained in the system is always constant., thus the first law defines In a cyclic process,
the net heat transfer is equal to net work transfer.
Disadvantages of First law of thermodynamics:
The first law simply says All the amount of heat is converted into work. But it is
impossible to convert all the heat into work, there will be always some losses to
surroundings, only particular quantity of heat is converted into work, remaining heat is
wasted to sink.
It doesnt define the direction of energy transfer i.e whether the energy is conserved from
hot body to cold body or cold body to hot body.
Due to the above reasons, the Second law of thermodynamics was developed.



Second law of thermodynamics:
There are two sub laws in second law to overcome all the disadvantage of first law, they are
Kelvin-Plank statement
Clausius statement
Kelvin-Plank statement:
It states All the heat energy given to an engine cannot be converted into useful work,
some amount of heat energy will be rejected to the surroundings or sink.
Clausius statement:
It statesHeat cannot flow from cold reservoir to hot reservoir without any external work,
but heat can flow from hot reservoir to cold reservoir without any external work.
Third law of thermodynamics:
This law states The entropy of a system approaches a constant value as temperature
approaches zero. The entropy of a system at absolute temperature is zero.










Why diesel cannot be used in petrol
engine?

We know that, petrol is ignited by spark and diesel is ignited by compression ignition, the
volatility of the petrol is greater than diesel. The spark plug produces the spark only at some
places, not at all the point of air-fuel mixture. If the air-fuel mixture from the carburetor is
completely vapourised the fire produced by the spark can penetrate throughout the mixture to
burn all the mixture. Hence to produce the complete vapour of air-fuel mixture, the volatility of the
fuel should be more.
Since the volatility of the petrol is greater than diesel, if we use diesel on petrol engine, the
carburetor cannot produce fine vapourised mixture of air-diesel due to low volatility of diesel,
hence this improper mixture reaches the combustion chamber. Now at the end of the
compression stroke the spark will be produced, this spark only will burn the diesel where it is
produced, the rest of the mixture will not receive the enough heat from fire produced by the spark
for burning and the mixture will remain as a unburnt mixture tend to various efficiency loss, this is
due to the improper penetration of fire. The improper penetration of fire results from improper
vapourisation of air-diesel mixture and it results from low volatility of diesel.This is the reason for
Why diesel cannot be used in petrol engine











Why petrol cannot be used in diesel
engine?
The fire point of the diesel is greater than petrol and compression ratio of diesel engine is greater
than petrol engine. If we use petrol on the diesel engine, since diesel engine has greater
compression ratio the air heated during the compression has temperature which is enough to
burn the diesel, but here we use petrol, the petrol injected at the end of compression would burn
immediately before the power stroke gets started unlike diesel to burn completely during power
stroke. This due to excessive burning temperature of air for petrol, but for diesel it will be normal
burning temperature. Hence piston can start to move to BDC before reaching the TDC during the
compression stroke, this would reverse the engine and may cause engine vibration and noise.
This is the reason for Why petrol cannot be used in diesel engine














Heat and Temperature

What is Heat?
Heat is the energy transfer without transfer of mass across the boundary of the system because
of the temperature difference between the system and surrounding. The heat is transferred
across the boundary from system at high temperature to a system at lower temperature. The
heat given to a system is taken as positive and heat getting from the system is taken as negative.
The heat transfer can be identified only when it crosses the boundary.
Heat can transfer in three ways, namely
Conduction
Convection
Radiation
Conduction:
The way in which the heat is transferred from one molecule to another molecule within in a
medium either solid or liquid or gas for which there should be direct physical contact between the
molecules.
Convection:
The way in which the heat is transferred between solid molecule and fluid molecule, the fluid
molecule may be liquid molecule or gas molecule as both liquid and gas are fluids. But in
conduction the heat is transferred between molecules of same medium either solid or liquid or
gas where as in convection the heat is transferred between different mediums molecules (solid
and fluid).
Radiation:
It is heat transfer from one molecule to another molecule without any medium between them. It is
the electromagnetic wave phenomenon i.e heat is transferred through electromagnetic waves.
Any body above o Kelvin can emit electromagnetic waves. Example : we know that space
contains no medium, it is vacuum, but the heat from the sun reaches earth through
electromagnetic waves. This known as radiation.
What is Temperature?
It is the physical quantity which indicates the degree of hotness or level of heat intensity of the
body. Its unit is Celsius or Fahrenheit or Rankine.
Inertia and types of Inertia
Inertia and types of Inertia
What is Inertia :
The resistance to change of state of an object due to its own mass is usually known as inertia.
The amount of resistance given by an object to change its state is directly proportional to its own
mass.
Types of Inertia:
Mass moment of inertia
Area moment of inertia
Polar moment of inertia
Mass moment of inertia:
The resistance of an object to rotate due to its own mass is known as Mass moment of inertia.
This inertia is considered when the object is rotating while designing, example : flywheel,
governor, impeller, ceiling fan etc. For rotating objects, the Mass moment of inertia i.e
resistance to angular velocity or angular acceleration should be less in order to reduce the
power consumption. Here the inertia is taken about the axis of rotation.
Area moment of inertia:
The resistance of an object to bend or deflect is known as Area moment of inertia. But here, this
inertia is independent to the mass, the resistance of an object also depends on its area. Imagine,
you can bend objects with small area easily, but greater one you may not bend easily, here the
inertia is calculated without considering the mass. This inertia is considered when the object is
prone to bending or deflection while designing, example : Beams. For beams, the Area moment
of inertiashould be more in order to resist the bending. Here the inertia is taken about x-x axis,
and y-y axis.
Polar moment of inertia:
The resistance of an object to the torsion i.e twist is known as Polar moment of inertia. Twist is
different from rotation, hence this type of inertia is different from mass moment of inertia. This
type of inertia is considered when the object is prone to twist while applying the torque i.e rotating
force. Example : shaft, the polar moment of inertia of the shaft should be more to resist the twist
while rotating for efficient power transmission.

Difference between turbocharging and
supercharging
Supercharging and turbocharging are similar in process and differ in operation, it means, both
are used for same purpose i.e to increase engine power, efficiency, torque by compressing the
air in multistage for increasing quantity of air, pressure and temperature. But the difference is ,
In turbocharging, the exhaust gases from the engine cylinder is used to drive the turbine. The
turbine and compressor are mounted on the same shaft. When the exhaust gases are passed
through turbine, the turbine rotates as the gases import heat energy, hence the turbine
produces mechanical energy i.e rotation of shaft for driving compressor. Now the compressor
also rotates to compress the inlet air to the cylinder. The inlet air is compressed before
reaching engine cylinder.
In supercharging, the rotation of crank shaft is used to drive the turbine through gears and
chains or pulleys and belts. The turbine and compressor are mounted on the same shaft.
When the crank shaft rotates, the shaft of the turbine also rotates since both are connected
mechanically through gear and chain or pulley and belt arrangements. Hence the turbine
produces mechanical energy i.e rotation of shaft for driving compressor.
Supercharging and its advantages
To increase the engines efficiency, torque and power, the rotation of crank shaft is used to drive
the turbine through gears and chains or pulleys and belts. The turbine and compressor are
mounted on the same shaft. When the crank shaft rotates, the shaft of the turbine also rotates
since both are connected mechanically through gear and chain or pulley and belt arrangements.
Hence the turbine produces mechanical energy i.e rotation of shaft for driving compressor. Now
the compressor rotates to compress the inlet air to the cylinder. The inlet air is compressed
before reaching engine cylinder. As a result pressurized air reaches the engine cylinder and
again the air is compressed during the compression stroke. So high pressure air is produced by
turbocharger. This process is known as Supercharging. Supercharging is commonly used in
Compression Ignition Engines.
As the air is compressed in multistage, its temperature could exceed the maximum safe
temperature, if it exceeds the maximum temperature, the cylinder parts will be affected like wear
due to excess temperature. To avoid this incident, inter-cooler is used between supercharger and
engine cylinder. In inter-cooler the compressed air is cooled to reduce the temperature due to
compression while keeping the same pressure.
What is the purpose to produce the high pressure air in engine cylinder or what are the
advantages of supercharging?
We know that, in Compression Ignition Engines, the temperature of compressed air is used to
burn the fuel. If we want to increase the efficiency, power, torque, we have to supply more fuel to
the cylinder. If we supply more fuel, the temperature of compressed air should be more to burn
all the fuel. By using conventional methods we cannot burn the entire fuel using temperature of
air produced during compression stroke. Hence we need extra air to the combustion chamber to
burn all extra fuel using its high pressure and temperature to increase power and efficiency. So
for supplying extra quantity of air, pressure and temperature to burn extra fuel, the supercharging
is used for increasing power, torque, efficiency.
Turbocharging and its advantages
To increase the engines efficiency, torque and power, the exhaust gases from the engine
cylinder is used to drive the turbine. The turbine and compressor are mounted on the same shaft.
When the exhaust gases are passed through turbine, the turbine rotates as the gases import
heat energy, hence the turbine produces mechanical energy i.e rotation of shaft for driving
compressor. Now the compressor also rotates to compress the inlet air to the cylinder. The inlet
air is compressed before reaching engine cylinder. As a result pressurized air reaches the engine
cylinder and again the air is compressed during the compression stroke. So high pressure air is
produced by turbocharger. This process is known as turbocharging. Turbocharging is commonly
used in Compression Ignition Engines.
As the air is compressed in multistage, its temperature could exceed the maximum safe
temperature, if it exceeds the maximum temperature, the cylinder parts will be affected like wear
due to excess temperature. To avoid this incident, inter-cooler is used between turbocharger and
engine cylinder. In inter-cooler the compressed air is cooled to reduce the temperature due to
compression while keeping the same pressure.
What is the purpose to produce the high pressure air in engine cylinder or what are the
advantages of turbocharging?
We know that, in Compression Ignition Engines, the temperature of compressed air is used to
burn the fuel. If we want to increase the efficiency, power, torque, we have to supply more fuel to
the cylinder. If we supply more fuel, the temperature of compressed air should be more to burn
all the fuel. By using conventional methods we cannot burn the entire fuel using temperature of
air produced during compression stroke. Hence we need extra air to the combustion chamber to
burn all extra fuel using its high pressure and temperature to increase power and efficiency. So
for supplying extra quantity of air, pressure and temperature to burn extra fuel, the turbocharging
is used for increasing power, torque, efficiency.
How velocity boundary layer forms?
Velocity Boundary Layer Thickness
Velocity Boundary Layer or Velocity Boundary Layer Thickness:
The boundary layer is formed when the fluid is viscous, viscous fluid means it has the resistance
to flow i.e viscosity. When the viscous fluid flows over the surface, the layer of fluid closer to the
surface sticks to the surface, sticks means it sticks partially to the solid surface and flows, hence
the layer of fluid sticks to the surface experiences the inability to flow because of that sticking [
viscous] property, it tends to reduction in velocity of that particular layer not to the all layers of
fluid flow. At this point velocity is about zero.
Now first layer of fluid flow is stopped to flow partially and the second layer( the flow layer above
the layer which sticks to the surface i.e 1st layer) tries to flow over the first layer. Since both layer
of fluid is viscous now the second layer sticks to the first layer partially, so 2nd layer experiences
the restriction to flow from the first layer.But this restriction is some what lesser than the
restriction to flow between 1st layer and surface, hence the second layer has velocity greater
than first layer. The phenomenon that happened between 1st and 2nd layer will occur between
the layers 2and3, 3and4..n-1 and n layers. At the end the nth layer will have greater velocity
than n-1 layer. After the nth layer there would not be any restriction to flow i.e the restriction is
zero, at that point the velocity will be maximum than all the layers beneath the level of nth layer.
After the nth layer, since there is no restriction to flow, the fluid layers will flow freely, hence they
have maximum velocity.Now from the point at zero velocity layer to the point at 99% of free
stream velocity layer there is a region, that region is called as velocity boundary layer or velocity
boundary thickness.







How thermal boundary layer forms?
Thermal Boundary Layer Thickness
Thermal Boundary Layer or Thermal Boundary Layer Thickness:
As the resistance exist between the layers and surface for a viscous flow, there will be a friction,
hence heat is generated. Now when the fluid flows over the surface, it receives the heat from the
surface if it is cooler than surface and it losses the heat to the surface if it is hotter than surface.
We know that, when the fluids temperature increases its density decreases, under this principle,
when the fluid layer exchanges the heat its density also changes. Let us assume the fluid is
cooler and the surface is hotter. When this fluid flows over the surface, its receives heat from the
surface, hence its density decreases, and it moves to top. now the adjacent one has low
temperature and high density than the later one, so it will come down i.e adjacent to the hot
surface and receives heat, this same phenomenon takes place between surface and layers. Now
the first layer heated will be at top most position than all layers since it has high temperature. In
one condition the first layer temperature will reach free stream temperature as it exchanges the
heat between layer to layer while going to top position , after that its temperature will not change.
Hence there is a region with low temperature to high temperature between surface and free
stream, this region is called as thermal boundary layer or thermal boundary layer thickness. if
you take fluid is hotter and surface is cooler, the heat exchange will be reversed and same region
will be there.









What is Boundary Layer or Boundary Layer
thickness?
Many peoples are confusing with this term Boundary Layer, since most of the text books
definitions are like this, The boundary layer is defined as the layer in which -local velocity
reaches 99% of free stream velocity for velocity boundary layer or the local temperature reaches
99% of free stream temperature for thermal boundary layer. Let us explain boundary layer
completely here.
Before explanation, if the boundary layer is exist in any surface it should be either velocity or
thermal boundary layer, since they are the common types of boundary layer.
How velocity boundary layer forms?
The boundary layer is formed when the fluid is viscous, viscous fluid means it has the resistance
to flow i.e viscosity. When the viscous fluid flows over the surface, the layer of fluid closer to the
surface sticks to the surface, sticks means it sticks partially to the solid surface and flows, hence
the layer of fluid sticks to the surface experiences the inability to flow because of that sticking [
viscous] property, it tends to reduction in velocity of that particular layer not to the all layers of
fluid flow. At this point velocity is about zero.
Now first layer of fluid flow is stopped to flow partially and the second layer( the flow layer above
the layer which sticks to the surface i.e 1st layer) tries to flow over the first layer. Since both layer
of fluid is viscous now the second layer sticks to the first layer partially, so 2nd layer experiences
the restriction to flow from the first layer.But this restriction is some what lesser than the
restriction to flow between 1st layer and surface, hence the second layer has velocity greater
than first layer. The phenomenon that happened between 1st and 2nd layer will occur between
the layers 2and3, 3and4..n-1 and n layers. At the end the nth layer will have greater velocity
than n-1 layer. After the nth layer there would not be any restriction to flow i.e the restriction is
zero, at that point the velocity will be maximum than all the layers beneath the level of nth layer.
After the nth layer, since there is no restriction to flow, the fluid layers will flow freely, hence they
have maximum velocity.Now from the point at zero velocity layer to the point at 99% of free
stream velocity layer there is a region, that region is called as velocity boundary layer or velocity
boundary thickness.
How thermal boundary layer forms?
As we stated above, the resistance exist between the layers and surface, there will be a friction,
hence heat is generated. Now when the fluid flows over the surface, it receives the heat from the
surface if it is cooler than surface and it losses the heat to the surface if it is hotter than surface.
We know that, when the fluids temperature increases its density decreases, under this principle,
when the fluid layer exchanges the heat its density also changes. Let us assume the fluid is
cooler and the surface is hotter. When this fluid flows over the surface, its receives heat from the
surface, hence its density decreases, and it moves to top. now the adjacent one has low
temperature and high density than the later one, so it will come down i.e adjacent to the hot
surface and receives heat, this same phenomenon takes place between surface and layers. Now
the first layer heated will be at top most position than all layers since it has high temperature. In
one condition the first layer temperature will reach free stream temperature as it exchanges the
heat between layer to layer while going to top position , after that its temperature will not change.
Hence there is a region with low temperature to high temperature between surface and free
stream, this region is called as thermal boundary layer or thermal boundary layer thickness. if
you take fluid is hotter and surface is cooler, the heat exchange will be reversed and same region
will be there.











Scavenging
What is Scavenging?
Scavenging is the process used in IC engines in which the burnt gases are forced or pushed to
atmosphere from the engine cylinder by using the inlet pressure of fresh air.
Importance and Causes of Scavenging:
If the burnt gases inside the engine cylinder are not completely exhausted, then the following
incidents will happen:
Already burnt gases will be compressed again during the compression stroke if they are left
inside the cylinder.
This causes the temperature of air fuel mixture to exceed the maximum temperature as the
burnt gases have already some temperature because of burning.
Because of this maximum temperature, the fuel can burn before the power stroke, so this
tends to abnormal combustion.
We know that, the abnormal combustion causes the knocking phenomenon.