BASIC TERMS REGARDING ENGINES

01) Bore
The inside Diameter of the Cylinder is known as the Bore and it is measured in millimeter (mm).
02) Stroke
It is the distance travelled by the Piston from one of its dead centre position to the other dead centre
position.
03) Dead Centre
They corresponds to the positions occupied by the piston at the end of its Stroke,where the centre
line of the Connecting Rod and Crank are in the same straight line.For Vertical Engines these are
known as Top Dead Centre (T.D.C) and Bottom Dead Centre (B.D.C) position.In Horizontal
Engines,these are known as Inner Dead Centre (I.D.C) and Outer Dead Centre (O.D.C) position.
04) Top Dead Centre
In Vertical Engines,the top most position of the Piston towards the cover end side of the cylinder is
known as Top Dead Centre.
05) Bottom Dead Centre
In Vertical Engines,the lower position of the Piston towards the Crank end side of the cylinder is
known as Bottom Dead Centre.
06) Piston Displacement
It is also known as "Swept Volume".It is the volume through which the Piston sweeps for its one
Stroke.It is equal to the Area of cross section of the Piston multiplied by its Stroke Length.
07) Clearance Volume
It is the Volume included between the Piston and the Cylinder Head when the Piston is at its Top
Dead Centre in Vertical Engines and inner Dead Centre in Horizontal Engines.The Clearance
Volume is generally expressed as percentages of Swept Volume.
08) Compression Ratio
It is the ratio of the total Cylinder Volume to the Clearance Volume.For Petrol Engines the value of
Compression Ratio is varies from 5:1 To 9:1 and for Diesel Engines varies from 14:1 To 22:1
09) Piston Speed
It is the distance travelled by the Piston in one minute.The piston Speed=2LN meter/min.If the
R.P.M. of Engine Shaft=N and length of Stroke=L meter.
10) Crank Throw

This is the distance between the Centre of Crankshaft and Centre of Crank Pin.The distance will be
equal to half the Stroke Length
11) Carburetion
The process of breaking up the fuel into minute particles and mixing it with air is called
"Carburetion". This process is mostly used in the internal combustion engine, which have low
compression ratio and which use highly volatile liquid fuels such as petrol. The process of breaking
up fuel in minute particles is known as "Atomization". Carburettor is the device where all the
carburetion takes place.
12) Scavenging
The process of removing burnt exhaust gases from the combustion chamber of the engine cylinder
is known as "Scavenging". In four-stroke cycle engine, the piston pushes the burnt gases to exhaust
manifold during its exhaust stroke. In the two-stroke cycle engine a blast of fresh charge is made to
enter at higher velocity into a combustion chamber at the end of working stroke and thus drives out
burnt exhaust gases.
13) Compensation
The process of providing additional fuel or reducing the fuel by certain means to correct the mixture
strength to meet the varying nature of speeds and load on the engines is known as "Compensation".
This process is mostly used in simple carburettor specially used for automotive purposes.
14) Firing Order
The sequences in which firing or power impulses occur in an internal combustion engine are called
"Firing Order". The firing order should be such that there is always a proper balance and it does not
cause vibrations.
15) Detonation
Some sudden and violent knocks are experienced in internal combustion engine at sometimes. This
knocks are known by "Detonation". This knock is set up by a high pressure wave giving a loud
pulsating noise as it strikes against the cylinder walls, cylinder head and piston. It should be noted
that detonation is not pre-ignition but something, which occur after the spark, has started the ignition.
16) Doping
The process of adding small quantity of Tetraethyl lead to suppresed the detonation in petrol engine
is called "Doping". If the tetraethyl lead used in large proportion, there are chances of engine
damage due to deposition of lead oxide in the combustion chamber.
17) Diesel Knock
A high pressure wave set up in compression ignition engine (Diesel Engine), which causes knocks.
This knock is called as "Diesel knock". It badly affects the engine efficiency and power drop; also
engine runs very rough due to diesel knock.

18) Dissociation
If a gas or mixture of gases is heated to very high temperature, the vibrating molecules of different
gases make violent encounters resulting in splitting up of the compound molecules into smaller
molecules which recombine to form their compound molecules as the temperature lowered. The
phenomenon is called "Dissociation". The dissociation is mainly due to breaking up of carbon dioxide
into carbon monoxide and oxygen.
19) Supercharging
The process of increasing the weight or density of air-fuel mixture or compressed air, induced into
the cylinder during the induction stroke is known as "Supercharging". This is achieved by a separate
compressor and known as supercharger or blower.
20) Turbocharger
Air compressor used for forced induction of an internal combustion engine. Like a supercharger, it
serves to increase the mass of air entering the engine to create more power. However, a
turbocharger differs in that the compressor is powered by a turbine driven by the engine's own
exhaust gases
21) Turbulence
When the atomised fuel injected into the combustion chamber of compression ignition engine may
be burnt efficiently there should be a high relative velocity between the air and fuel so that a
thorough mixing takes place. This is achieved by "Turbulence".

Different Types of Combustion Chambers Used

In I.C Engines
The combustion chamber of diesel engines the main consideration we have to keep in mind is, high
compression ratio & sufficient turbulence of air. The most important function of CI engine combustion
chamber is to provide proper mixing of fuel and air in short time. In order to achieve this, an
organized air movement called swirl is provided to produce high relative velocity between the fuel
droplets and the air.
When the liquid fuel is injected into combustion chamber, the spray cone gets disturbed
due to air motion and turbulence inside. The onset of combustion will cause an added
turbulence that can be guided by the shape of the combustion chamber, makes it
necessary to study the combustion design in detail.
C I engine combustion chambers are classified into two categories:
Open or Direct Injection Chamber:
Working Principle:
The fuel is injected directly in the combustion chamber which is formed by a part of the piston,
where it penetrates the mass of hot compressed air. The injector pressure is more than 21
kilogram per centimeter square is used. The fuel injector is placed in the center of the chamber
and contains more than four orifices. Due to location of orifices the spray pattern suits
the combustion chamber& does not impinge on the wall of the cylinder or piston.
This type of combustion chamber is also called
an Open combustion chamber. In this type the entire volume of combustion
chamber is located in the main cylinder and the fuel is injected into this volume
Advantages:
1. Minimum heat loss during compression because of lower surface area to
volume ratio and hence, better efficiency.
2. No cold starting problems.
3.

Fine atomization because of multi hole nozzle.

Disadvantages:

High fuel-injection pressure required and hence complex design of fuelinjection

pump.

Necessity of accurate metering of fuel by the injection system, particularly

for small engines

A carbon build-up occurs in the intake valves that over time reduces the airflow to the
cylinders, and therefore reduces power.

Applications:
1. Gasoline Direct Injection, Petrol Direct Injection etc.,

INDIRECT INJECTION (IDI) TYPE:

In this type of combustion chambers combustion space is divided into two parts, one part in the main
cylinder and the other part in the cylinder head. The fuel injection is effected usually into the part of
chamber located in the cylinder head.
PRE COMBUSTION CHAMBER
Typical pre-combustion chamber consists of an anti-chamber connected to the main
chamber through a number of small holes (compared to a relatively large passage in
the swirl chamber). The pre-combustion chamber is located in the cylinder head and
its volume accounts for about 40% of the total combustion, space. During the
compression stroke the piston forces the air into the pre-combustion chamber. The fuel
is injected into the pre-chamber and the combustion is initiated. The resulting
pressure rise forces the flaming droplets together with some air and their combustion products to
rush out into the main cylinder at high velocity through the small holes.
Advantages:
1. Due to short or practically no delay period for the fuel entering the main combustion
space, tendency to knock is minimum, and as such running is smooth.
2. The combustion in the third stage is rapid.
3. The fuel injection system design need not be critical. Because the mixing of fuel and
air takes place in pre-chamber,
Disadvantages:
1. The velocity of burning mixture is too high during the passage from pre-chambers, so
the heat loss is very high. This causes reduction in the thermal efficiency, which can be
offset by increasing the compression ratio.
2. Cold starting will be difficult as the air loses heat to chamber walls during
compression

1.Shallow Depth Chamber:

In shallow depth chamber the depth of the cavity
the piston is quite small. This chamber is usually adopted for large engines running at
low speeds. Since the cavity diameter is very large, the squish is negligible.
Hemispherical Chamber: This chamber also gives small squish. However, the depth to
diameter ratio for a cylindrical chamber can be varied to give any desired squish to give
better performance.

2.Cylindrical Chamber:
This design was attempted in recent diesel engines. This is
modification of the cylindrical chamber in the form of a truncated cone with base angle
of 30. The swirl was produced by masking the valve for nearly 1800 of circumference.
Squish can also be varied by varying the depth.

3. Toroidal Chamber:
The idea behind this shape is to provide a powerful squish
with the air movement, similar to that of the familiar smoke ring, within the toroidal

chamber. Due to powerful squish the mask needed on inlet valve is small and there is
better utilisation of oxygen. The cone angle of spray for this type of chamber is 150 to
160.