First Semester:-

Course Title:
Applied Thermodynamics (Lab)
Topic:
To Study 2 & 4 Stroke Diesel Engine
Submitted To:
Engr. Amina Noor
Submitted By:
Hafeez Ali
Roll. No:
18-ELE-43

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 Experiment.No.4
Diesel Engine:
The diesel engine (also known as a compression-ignition or CI engine), named after Rudolf Diesel, is
an internal combustion engine in which ignition of the fuel, which is injected into the combustion chamber,
is caused by the elevated temperature of the air in the cylinder due to the mechanical compression (adiabatic
compression). Diesel engines work by compressing only the air. This increases the air temperature inside
the cylinder to such a high degree that atomized diesel fuel injected into the combustion chamber ignites
spontaneously. This contrasts with spark-ignition engines such as a petrol engine (gasoline engine) or gas
engine (using a gaseous fuel as opposed to petrol), which use a spark plug to ignite an air-fuel mixture. In
diesel engines, glow plugs (combustion chamber pre-warmers) may be used to aid starting in cold weather,
or when the engine uses a lower compression-ratio, or both. The original diesel engine operates on the
"constant pressure" cycle of gradual combustion and produces no audible knock.
There are two categorizes of diesel engine.
1. Two Stroke Diesel Engine
2. Four Stroke Diesel Engine
Here we will discuss two stroke diesel engine.

2-Stroke Diesel Engine:

A two-stroke diesel engine is a diesel engine that works in two strokes. A diesel engine is an internal
combustion engine that operates using the Diesel cycle. All diesel engines use compression ignition, a
process by which fuel is injected after the air is compressed in the combustion chamber, thereby causing the
fuel to self-ignite. By contrast, gasoline engines utilize the Otto cycle, or, more recently, the Atkinson cycle,
in which fuel and air are mixed before entering the combustion chamber and then ignited by a spark plug.
They were originally used as a more efficient replacement for stationary steam engines. Since the 1910s they
have been used in submarines and ships. Use in locomotives, trucks, heavy equipment and electricity
generation plants followed later. In the 1930s, they slowly began to be used in a few automobiles.

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Parts of Diesel Engine:-
Piston:
A piston is a component of reciprocating engines, reciprocating pumps, gas compressors and pneumatic
cylinders, among other similar mechanisms. It is the moving component that is contained by a cylinder and
is made gas-tight by piston rings. In an engine, its purpose is to transfer force from expanding gas in the
cylinder to the crankshaft via a piston rod and/or connecting rod. In a pump, the function is reversed and
force is transferred from the crankshaft to the piston for the purpose of compressing or ejecting the fluid in
the cylinder.

Cylinder:
A cylinder is the central working part of a reciprocating engine or pump, the space in which
a piston travels. Multiple cylinders are commonly arranged side by side in a bank, or engine block, which is
typically cast from aluminum or cast iron before receiving precision machine work. Cylinders may
be sleeved (lined with a harder metal) or sleeveless (with a wear-resistant coating such as Nikasil). A
sleeveless engine may also be referred to as a "parent-bore engine".

Valve:

The intake valves of course let air in, and the exhaust valves let exhaust air out. The more air you can move
air in and out of the engine the more efficient, and therefor power the engine will have. This is why the
engine valve plays a critical role in an engine’s performance.

Crankshaft:
A crankshaft related to crank is a mechanical part able to perform a conversion between reciprocating
motion and rotational motion. In a reciprocating engine, it translates reciprocating motion of the piston into
rotational motion; whereas in a reciprocating compressor, it converts the rotational motion into
reciprocating motion

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Connecting Rod:
A connecting rod is a rigid member which connects a piston to a crank or crankshaft in a reciprocating
engine. Together with the crank, it forms a simple mechanism that converts reciprocating motion into
rotating motion.

Fuel Injector:
Fuel injection is the introduction of fuel in an internal combustion engine, most commonly automotive
engines, by the means of an injector.
All diesel engines use fuel injection by design.

Flywheel:
A flywheel is a mechanical device specifically designed to efficiently store rotational energy. Flywheels
resist changes in rotational speed by their moment of inertia. The amount of energy stored in a flywheel
is proportional to the square of its rotational speed. The way to change a flywheel's stored energy is by
increasing or decreasing its rotational speed by applying a torque aligned with its axis of symmetry.

Lubricating system:
An automatic lubrication system (ALS), often referred to as a centralized lubrication system, is a
system that delivers controlled amounts of lubricant to multiple locations on a machine while the
machine is operating.
Cooling system:
The purpose of the coolant (antifreeze or water) flowing through your diesel is to regulate the heat
within the cylinder head and engine block that's created by the combustion process. In order to
accomplish that job the coolant must be pumped around the engine compartment, pick up heat from
the engine, transfer that heat into the radiator, all while limiting corrosion, lubricating the water
pump, and not freezing.
Exhaust system:
The exhaust system is typically connected to the exhaust manifold, which collects exhaust gases from
the engine cylinders’ exhaust ports.
Intake system:
Generally the air intake is controlled by choke valve it is a very simple valve. But now a days diesel engines
are using super chargers and turbo chargers.

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Working of 2-Stroke Diesel Engine:-
Two-stroke internal combustion engines are simpler mechanically than four-stroke engines, but more
complex in thermodynamic and aerodynamic processes. In a two-stroke engine, the four "cycles" of
internal combustion engine theory (intake, compression, ignition, exhaust) occur in one revolution, 360
mechanical degrees, whereas in a four-stroke engine these occur in two complete revolutions, 720
mechanical degrees. In a two-stroke engine, more than one function occurs at any given time during the
engine's operation.

 Intake begins when the piston is near the bottom dead center. Air is admitted to the cylinder through
ports in the cylinder wall (there are no intake valves). All two-stroke Diesel engines require artificial
aspiration to operate, and will either use a mechanically driven blower or a turbo-compressor to
charge the cylinder with air. In the early phase of intake, the air charge is also used to force out any
remaining combustion gases from the preceding power stroke, a process referred to as scavenging.
 As the piston rises, the intake charge of air is compressed. Near top dead center, fuel is injected,
resulting in combustion due to the charge's extremely high pressure and heat created by compression,
which drives the piston downward. As the piston moves downward in the cylinder, it will reach a point
where the exhaust port is opened to expel the high-pressure combustion gasses. However, most
current two-stroke diesel engines use top-mounted poppet valves and uniflow scavenging. Continued
downward movement of the piston will expose the air intake ports in the cylinder wall, and the cycle
will start again.
In most EMD and GM (i.e. Detroit Diesel) two-stroke engines, very few parameters are adjustable and all
the remaining ones are fixed by the mechanical design of the engines. The scavenging ports are open from
45 degrees before BDC, to 45 degrees after BDC (this parameter is necessarily symmetrical about BDC in
piston-ported engines). The remaining, adjustable, parameters have to do with exhaust valve and injection
timing (these two parameters are not necessarily symmetrical about TDC or, for that matter, BDC), they
are established to maximize combustion gas exhaust and to maximize charge air intake.

 The power stroke begins at TDC ([0°]; injection of fuel leads TDC by 4° [356°], such that injection of fuel
will be completed by TDC or very shortly thereafter; the fuel ignites as fast as it is injected), after the
power stroke the exhaust valves are opened, thereby greatly reducing combustion gas pressure and
temperature, and preparing the cylinder for scavenging, for a power stroke duration of 103°.
 Scavenging begins 32° later, at BDC–45° [135°], and ends at BDC+45° [225°], for a scavenging duration
of 90 degrees; the 32° delay in opening the scavenging ports (constraining the length of the power
stroke), and the 16° delay after the scavenging ports are closed (thereby initiating the compression
stroke), maximizes scavenging effectiveness, thereby maximizing engine power output, while
minimizing engine fuel consumption.
 Towards the end of scavenging, all products of combustion have been forced out of the cylinder, and
only "charge air" remains (scavenging may be accomplished by Roots blowers, for charge air induction
at slightly above ambient, or EMD's proprietary turbo-compressor, which acts as a blower during start-
up and as a turbocharger under normal operational conditions, and for charge air induction at
significantly above ambient,[i] and which turbocharging provides a 50-percent maximum rated power
increase over Roots-blown engines of the same displacement).
 The compression stroke begins 16° later, at BDC+61° [241°], for a compression stroke duration of 119°.
 In EFI-equipped engines, the electronically-controlled unit injector is still actuated mechanically; the
amount of fuel fed into the plunger-type injector pump is under the control of the engine control unit
(in locomotives, locomotive control unit), rather than the traditional Woodward PGE governor, or
equivalent engine governor, as with conventional unit injectors.
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