GME competence-6

Engine Classification:
ENGINE:
Any machine, which produces power, is called an
engine.
HEAT ENGINE:
Any engine, which produces power or work from a
supply of heat, is called Heat Engine.
The heat can be supplied by burning, i.e. by
combustion of fuel.
EXTERNAL COMBUSTION ENGINE:
If the combustion of fuel takes place outside the
engine, it is called an external combustion engine,
e.g. steam engine, steam turbine, etc.
INTERNAL COMBUSTION ENGINE:
If the combustion of fuel takes place within the engine
itself, it is called an Internal Combustion Engine.
Fuel economy, simplicity, and low operational costs
make it more popular than external combustion
engines.
CLASSIFICATION OF INTERNAL COMBUSTION
ENGINES:
Internal combustion engines can be classified according
to different criteria as follows:
1. According to ignition System.
a) Compression Ignition Engine (C. I. Engine)
In this type of engine, the heat of the compressed air
itself ignites the fuel. No other means of ignition are
required, e.g. Diesel Engine.
In a Compression Ignition Engine, e.g. Diesel Engine, a
piston reciprocates in a cylinder. At downward stroke of
piston, air enters the cylinder. At upward stroke of
piston air is compressed. Due to compression pressure
and temperature of air becomes quite high (over 35 bar
and 500*C respectively). Finely atomised fuel oils
sprayed into such compressed air ignite spontaneously
and produce power.
b) Spark Ignition Engine (S. I. Engine)
In this type of engine (Otto engine), the fuel is
ignited by the spark produced by a high-tension
electrical circuit. In spark ignition Engine, liquid
gasoline is sprayed or drawn through a nozzle
or jet into the air stream going to the working
cylinder. A combination of mild heating and
reduction of pressure partially vapourises the
gasoline. Proportionate mixing of air and
gasoline vapour is done in carburetor. Mixture
enters the cylinder where at a suitable time, an
electric spark ignites the mixture, which burns
then quickly and produces power.
Spark Ignition Engine Versus Compression
Ignition Engines Similarities.
Both are Internal Combustion Engines.
Both run on liquid fuels.
According to Operating Cycles.
(a) OTTO CYCLE (Constant Volume
Combustion Cycle).
It is the ideal air standard cycle for Petrol
engine, the gas engine and the high-speed
oil engine. The engines based on this cycle
have high thermal efficiency but noisiness
results particularly at higher power due to
higher pressures in the cylinders.
 Otto cycle

Constant volume cycle

1-2 isentropic compression
2-3 heat addition at constant
volume
3-4 isentropic expansion
4-1 heat rejection at constant
volume
Air standard thermal efficiency
= 1-(1/r) ϒ−1 , r = comp. Ratio.

T = temperature
S = Entropy
The working with reference to the P-V diagram and
the T-S diagram is as follows; At the beginning of
the cycle at the point 1 the cylinder is assumed to
be full with a charge of fresh air. The point 1 is
called the state point defining pressure and
temperature of a certain volume of air. From 1 to 2
the air is compressed isentropically following the
law PVγ =C. From 2 to 3 heat is added to the
same mass of air at constant volume. Point 3
represents maximum pressure and temperature in
the cycle. From 3 to 4 air is expanded
isentropically. From 4 to 1 heat is rejected at
constant volume. No rejection of the working
substance is considered to have taken place.
Finally the same mass of air is brought back to it’s
initial state at 1 and is ready to repeat the cycle.
For this cycle per unit mass of air the quantity of
heat added Q a= C v ( T.3 – T 2 )
C v is the specific heat of air at constant volume.
Thermal efficiency η th = Heat converted to work/
heat added. = Q a – Q r / Q a = 1 – T 4– T 1/ T
3 – T2
Using the relationship for perfect gas laws :- T 2 / T
1= (V 1 / V 2) ϒ-1 = (r) ϒ -1. Since V 1 / V 2 =
r, the compression ratio.
T 2 = T 1 (r) ϒ -1
Again, T 3/ T 4 = ( V 4- V 3 ) ϒ−1 = ( r ) γ −1, since
V 4 = V 1 and V 3 = V 2
Substituting these values
η th = 1 - T3 / (r) γ −1 - T2 / (r) ϒ −1
T3 – T2
= 1 – ( 1/r ) ϒ −1 ……………..(1)
 Diesel cycle

T = temperature
S = Entropy

1-2 isentropic compression through comp ratio r = V1/V2

2-3 heat addition at constant pressure
3-4 isentropic expansion
4-1 heat rejection at constant volume
air standard efficiency = 1 – ( 1/r ) γ −1 { rc ϒ - 1 }

{ ϒ ( rc – 1}
where rc= V3/V2 , termed fuel cut-off ratio.
(b) DIESEL CYCLE (Constant Pressure
Combustion Cycle).
It is the ideal Air standard cycle for Diesel
Engine, especially suitable for low speed
Diesel Engine but not for high speed Diesel
Engine. (The thermal efficiency is lower
than Otto cycle engines but engines run
smoothly due to lower pressures in the
cylinder.
(c) DUAL COMBUSTION CYCLE (Constant
Pressure and Constant Volume Combustion
Cycle).
Modern Diesel Engines do not operate purely on
constant pressure combustion cycle but some
part of combustion process takes place at
constant volume while the rest is completed
at constant pressure.
In general, this cycle resembles Constant
volume combustion Cycle more than constant
pressure combustion cycle. It is suitable for
modern Medium and High Speed Diesel
Engines. The thermal efficiency is more than
Diesel Cycle but less than Otto cycle. Also
noise level is in between the two. This is a
more practical engine.
 Dual combustion

Mixed cycle of otto and diesel cycle

Heat added partly at constant volume and partly at
constant pressure.
hence having advantages of both cycles.
 Real cycle
Cont. line = actual curve
Dotted line = ideal curve
x = compression loss.
y = combustion loss.

Rounded corners due to non-

instantaneous valve operation.
1- 2 suction
2 - 4 compression,
(3 - 4 fuel injection, 3 - 5 combustion)
5 – 6 expansion
6 – 1 exhaust. 4 stroke engine pv diagram
The I.C. engine cycle and the equivalent air
standard cycle are somewhat similar. The
Otto cycle is taken for the comparison with
the I.C. cycle as the principles are generally
the same for most IC engine cycles.
With reference to figure, the actual
compression curve gives a lower terminal
pressure and temperature than the ideal
curve ( shown dotted ). This is caused by
heat transfer taking place, variable specific
heats, a reduction in ϒ due to gas-air mixing,
etc. Resulting compression is not adiabatic
and the difference in vertical height is shown
as x.
The actual combustion gives a lower
temperature and pressure than the ideal
due to dissociation of molecules caused by
high temperatures. These twofold effects
can be regarded as a loss of peak height
of (x+y) and a lowered expansion line
below the ideal adiabatic expansion line.
The loss can be regarded as clearly as
shown between the ideal adiabatic curve
from maximum height (shown chain
dotted ) and the curve with initial point x
+ y lower (shown dotted ).
The expansion is also not adiabatic. There is some
heat recovery as molecule re-combination occurs
but this is much less than the dissociation
combustion heat loss in practical effect. The
expansion is also much removed from adiabatic
because of heat transfer taking place and variation
of specific heats for the hot gas products of
combustion. The actual expansion line is shown as
a full line.
The assumptions made at the beginning on ideal
cycles plus what has been described above are
considered, along with practical details such as
rounding of corners due to non-instantaneous
valve operation, etc. mean that the actual diagram
appears as shown in the lower sketch.
 According to Strokes/Cycle.
In an engine, the following events form a cycle:
Filling the engine cylinder with fresh air.
Compressing the air so much that injected fuel ignited
readily by coming in contact with hot air and burns
efficiently.
Combustion of fuel.
Expansion of hot gases.
Emptying the products of combustion from the cylinder.
Depending on how many strokes of piston are required in
completing this cycle, the engines can be divided into two
classes:
1. Four Stroke Engine
An engine, which needs 4 strokes of the piston (2 in and 2
out) to complete one cycle, is called Four-stroke engine.
2. Two Stroke Engine
An engine that needs only 2 strokes of the piston (1 in and
1 out) to complete one cycle is called Two-stroke engine.
According to Piston Connection.
Trunk Piston Type.
The piston is connected directly to the upper
end of the connecting rod. A horizontal pin
(Gudgeon Pin) within piston is encircled by
the upper end of the connecting rod. This
construction is quite common, especially
in small and medium size engines.
 (b) Cross Head Type.
 The piston fastens to a vertical piston
rod whose lower end is attached to a
‘cross head’, which slides up and
down in guides. The crosshead
carries a crosshead pin, which is
encircled by the upper end of the
connecting rod. This more
complicated construction is common
in double acting engines and large
slow speed single acting engines.
Comparison between Trunks Piston
Versus Cross Head Engine.
Most medium and small size engines use trunk
pistons. Resulting side thrust causes the
piston to press against the cylinder wall, first
on one side, then on the other. At the top of
stroke, when the gas pressure is greatest,
side thrust is negligible (due to small
connecting rod angle). So most of wear
takes place at the middle of stroke: making
piston skirt increases thrust-bearing area,
and hence reduces wear. In medium and
small size engines, due to lower gas
pressure, units’ side pressure is so small
that neither piston nor liner wears much.
In crosshead engines, crosshead takes the side
thrust, which will be high in large engines. So,
crosshead engines have the following
advantages:
Easier lubrication.
Reduced liner wear.
Uniformly distributed clearance around piston.
Simpler piston construction because the ‘Gudgeon
pin’ and its bearing are eliminated.
However these advantages of cross head engines
are offset by:
Greater complication.
Added weight.
Added height.
Careful adjustments.
According to method of Charging.
(a) Natural aspirated Engine.
The vacuum is created when the piston
moves away from the combustion space
draws in the fresh charge.
(b) Supercharged Engine.
The charge is admitted into the cylinder at a
higher than atmospheric pressure. This
high pressure is produced by a pump or
blower or exhaust gas turbocharger.
According to Speed.
Slow Speed Engines: 100 to 150 r.p.m.
Medium Speed Engines: 300 to 1000
r.p.m.
High Speed Engines: More than 1000
r.p.m.
 According to Bore/Stroke Ratio:
a) Square Engine:
If bore/stroke is about one, crankshaft web
dimensions become less compared to
journal and crankpin.
b) Over Square Engines (Short Stroke)
If bore/stroke > 1, web dimensions (less
height, more thickness) are such that webs
will be weak. So generally over square
engines are not used.
(c) Long Stroke Engines.
Generally, engines have stroke/bore >1. This
gives crankshafts of good strength. Most
common ratio is stroke/bore = 2. 0: 2.2.
(d) Super-long Stroke Engines.
To have better propeller efficiency and better
combustion even with lower grade fuels,
lower r.p.m. engines with longer strokes are
gaining popularity. These engines have
stroke/bore ratio = 3.
The Diesel Engines find the following
application on board merchant ships.
Main Propulsion.
Electric Power generation.
Emergency Pumps (e.g. fire pump).
Life Boat.
Emergency Generator.
Emergency Air Compressor
REASONS FOR WIDE USE OF DIESEL
ENGINES IN MARINE POWER PLANTS.
1. Small fuel consumption:
Diesel Engine is one of the most efficient
heat engines. Hence it gives more power
with less fuel. It is an engine of high
economy.
2. Cheap fuel:
Diesel engine uses fuel costing very less as
compared to other engines.
3. Economy at light loads:
Diesel Engine is not only efficient when it is
fully loaded, but also when it is partly
loaded.
4. Greater Safety:
Diesel fuel is non-explosive and less flammable
at normal temperatures and pressures. It
requires special effort to make it start to
burn. This feature makes it very attractive in
the marine trade, because it would be much
safer carrying diesel oil on board ships.
Diesel exhaust gases are less poisonous than
other engines, because they contain less
carbon monoxide.
5. Ignition System is not required:
Diesel engines do not require battery or
magneto running them.
6. More power can be produced due to more
compression allowed.
7. Diesel Engine is more robust and stronger.
8. Economy in small sizes:
As great contrast to steam power plant, a
small diesel engine has nearly as good an
economy as a large one. This makes it
possible to enlarge a diesel engine plant
with additional units as the load grows. At
all stages of growth, the efficiency is high.
9. Sustained economy in service:
Again in contrast to a steam power plant,
diesel efficiency falls off very little during
thousands of hours of use between
overhauls.
10. Lightness and compactness:
Diesel engine plants have less weight and
space per unit power. It is therefore well
suited to portable and mobile installations.
11. Independence of water supply:
A diesel engine requires very less water
in contrast to steam plants.
12. Quick Starting.
A cold diesel engine can be started
instantly and made to carry its full load
in few minutes. It is therefore ideal for
supplying emergency power.
13. Easily in Maneuvering:
A diesel engine can be made to run at
full power in either direction.
14. Economy in Labour.
No fire room force is needed.
15. Freedom from nuisance:
There are no ashes to be disposed of, no
noisy and dusty coal handling and
pulverising equipment to maintain, no
smoke, and noise can be easily eliminated.
Due to above mentioned reasons, Diesel
engines are quite popular on board ships.
These reasons can very well be regarded as
the advantages of Diesel Engines over
other prime movers such as gasoline
engines, gas turbines, steam engines,
steam turbines and hydraulic turbines.
However, Diesel engines also have
certain disadvantages, which can be
listed as following:
1. Cost:
Diesel engines, because of the higher pressures at
which, they work, require sturdier construction,
better materials and closer fits than gasoline
engines. Therefore, they cost more to build.
2. Weight:
Because of sturdier construction, weight per power
is more than gasoline engines.
3. Attendance:
A diesel engine requires more attention than an
electric motor running on purchased current. It
also requires more attention per unit of power
produced than a large steam turbine.
4. Fuel Cost:
Oil used in Diesel engines is costlier than coal.
Hence, steam power plants using coal as fuel are
cheaper in operation.