ATB 203- AUTOMOTIVE PETROL ENGINES

M.Hema Kumar, M.Tech.,

Assistant Professor,
Dept of Automobile Engineering
 Outcome of this subject
Understanding the Construction and working of engine.
Understanding the Fuel and ignition system in engines.
Knowing about the different types of cooling and lubrication system in
engine.
Understanding the Concept of combustion chamber and combustion
phenomena in engine.
Knowing about the construction and operations of two stroke engines.
 Subject syllabus
Unit I- ENGINE CONSTRUCTION AND OPERATION
4 stroke engine - Constructional details, working principle. Otto cycle, Actual
indicator diagram, Fuel air cycle. Cylinder layout and configurations. Firing order
and its significance. Engine balancing. Materials for engine components.
Unit II- FUEL AND IGNITION SYSTEM
Carburetor requirements, working principle, types, different circuits
Compensation Maximum power devices Petrol injection in SI engines, Magneto
coil and battery coil spark ignition system. Advance mechanism. Electronic ignition
System CDI.
Unit III- COOLING AND LUBRICATION SYSTEMS
Need for cooling. Types of cooling system air cooling and Liquid cooled systems.
Forced circulation system, pressure cooling system, Evaporative cooling system
Need for Lubrication system. Mist lubrication system, wet & dry sump lubrication,
Properties of lubricants, properties of coolant Recent Technologies.
Unit IV- COMBUSTION AND COMBUSTION CHAMBERS
Combustion in SI engine Stages of combustion Flame propagation Rate of
pressure rise Abnormal combustion pre ignition and knock in SI engines effect
of engine variables on knock Combustion chambers for SI engine Different types
Factors controlling combustion chamber design.
Unit V- TWO STROKE ENGINES
Two stroke engine types, terminologies, definitions, construction and operation.
Comparison of four stroke and two stroke engine operation. Theoretical scavenging
processes. Merits and demerits, scavenging efficiency, Scavenging pumps, Rotary
valve engine.
Unit 1- ENGINE CONSTRUCTION AND OPERATION
 Agenda
Introduction about Engines
Importance of IC engines
Classifications of IC engines
Working principle of IC engines
Construction of SI engines
Otto cycle and Fuel/air cycle
Cylinder layout, configurations, Firing order
Engine Balancing
Materials for engine components
 Engines

What is an Engine ?
Definition for an Engine
A device which transforms the energy from one form to the
another form.

Normally the transformation of energy takes place from chemical

energy stored in the fuel into thermal energy and uses this
thermal energy to perform useful work.

Heat engines are generally classified into two categories

i) Internal Combustion Engines (IC Engines)
ii) External Combustion Engines (EC Engines)
 Heat Engines in our life

Calories Fireworks
 IC Engines

In an Internal combustion engine, combustion takes place

within working fluid of the engine, thus fluid gets
contaminated with combustion products.
Petrol engine is an example of internal combustion
engine, where the working fluid is a mixture of air and
fuel .
Worlds First and Foremost IC Engine
 EC Engines
In an External combustion engine, working fluid gets energy
using boilers by burning fossil fuels or any other fuel, thus the
working fluid does not come in contact with combustion
products.
Steam engine is an example of external combustion
engine, where the working fluid is steam.
An Invention that Brought people closer
 Importance of IC Engine
IC Engines provide higher Efficiency than the EC engines
IC engines requires less storage needs when compared to EC
Engines
The working pressures and temperatures are higher in IC engines
IC engines are easy to start and stop at any particular period
IC engines are lighter and cheaper
 Classifications of IC Engines
Based on Layout of cylinders
No of Cylinders
No of Strokes
Type of fuel burnt
Type of Ignition
Type of Operation cycle
Type of cooling method
Type of fuel injection
A V Cylinder engine A 3 Cylinder engine

A Port Injection Engine

 Working principle of a 4 stroke SI Engine
A 4 Stroke engine completes the operation cycle in 4 different strokes
of piston or two complete revolutions of the crankshaft
Each stroke is completed in 180 degrees of crankshaft rotation
Five operations are carried out by the engine during the 4 strokes of
the piston
Suction
Compression
Combustion
Expansion
Exhaust
Working of a 4 stroke SI Engine
Construction of SI Engine
 Parts of a SI Engine
Cylinder block
Cylinder head
Crankcase
Piston
Piston pin and Piston rings
Connecting rod
Crankshaft
Camshaft
Spark plug
Flywheel
Valve and Valve mechanism
 Cylinder block
It is an enclosed container where the reciprocating action of the piston
takes place and the combustion process, power production occurs.
The main function of the cylinder is to guide the piston and aids in
compression of the fuel air mixture.
It also provides passage for the flow of cooling water though water
jackets.
The cylinder also contains opening for valves and valve ports
The intake and exhaust manifolds are attached to the side of cylinder
block
 Other parts attached to the cylinder block are water pump, ignition
distribution, fuel pump, timing gear, flywheel.
 Cylinder head
The top of the cylinder is covered using a separate cast piece known as
cylinder head which is bolted on top of the cylinder block
Combustion chamber, spark plug, passages for flow of cooling water
and in some cases the valves are mounted on the cylinder head.
A flat piece of gasket is placed between the cylinder head and the
cylinder block.
The cylinder head may also carry camshaft, rockers and valves
depending upon the valve layouts.
Cylinder Head Gasket
 Crankcase
Crankcase is attached to the bottom of the cylinder block which acts as
the base of the engine.
It supports the crankshaft and camshaft in suitable bearings and
provides support for the engine.
It consist of oil pan which serves as a reservoir for the storage, cooling
and ventilation of the lubricating oil
 Piston
Piston is the important part which helps to convert chemical energy of
the fuel into mechanical power
Piston is equipped with piston rings to provide good seal between the
cylinder wall and piston
Piston should operate with minimum friction and high explosive
power
The top of the piston is called head. Grooves machined on the
circumference of the upper portion is called ring grooves.
The parts below the grooves is called skirt. The portion between the
grooves is called lands.
Piston rings provides tight sealing between cylinder and piston
which prevents the leakage of combustion gases
Piston pin provides linkage between small end of the connecting
rod and piston.
 Connecting Rod
It is the connection b/w piston and crank shaft. Small end of the conn
rod is connected to the piston pin and the big end to the crank pin.
Its function is to convert the linear motion of the piston into rotary
motion of the crank shaft.
The conn rod carries the power thrust from the piston to the crank pin
hence it must be very strong, rigid and light.
The small end and the big end of the conn rod is sealed with the conn
rod cap
The cap is secured to the body of the conn rod by bolts and nuts
The weights of the conn rods must be equal in order to avoid the
vibration problem in case of multi cylinder engines
 Crankshaft
Crankshaft converts the reciprocating motion of the piston into
rotating motion with the help of conn rod.
It consists of crank pins, webs, balancing weights and main journals.
The big end of the conn rod is connected to the crank pin of the crank
shaft
Crankshafts have drilled oil passages through which lubrication oil
can flow from the main bearing to the conn rod bearing.
The front end of the crankshaft has 3 devices- the gear or sprocket
which drives the camshaft, the vibration damper to control torsional
vibration and the fan belt pulley which drives engine fan, water pump
and the alternator.
 The rear end of the crank shaft carries flywheel which helps to keep
the crankshaft turning at constant speed.
 Camshaft
Camshaft is a shaft on which the cams are mounted. It is mounted in
bearings in the lower part of the cylinder block in most of the inline
engines. In some cases it is located on the cylinder head.
A cam is a device that changes rotary motion of the camshaft into
linear motion of the follower or lifter. The follower riding on the cams
will move away or toward the camshaft as it rotates.
The purpose of the camshaft is to operate the valves. Two cams are
provided for each cylinder. The camshaft has an eccentric to operate
the fuel pump and gear to drive the ignition distributor
The camshaft is driven by the crankshaft by pair of timing gears or
timing sprockets connected by chain.
 Flywheel
The purpose of the flywheel is store energy of the cylinder during the
power stroke and deliver it during the other 3 strokes.
The inertia of the flywheel helps to keep the engine to run at constant
speeds by slowing down at power stroke and speeding up in the other
3 strokes.
The flywheel is also used as a part of clutch mechanism and fluid
drive unit.
The flywheel also has teeth on its outer edge to mesh with the electric
cranking motor driven pinion when the engine is being cranked.
 Valves
Valve is a device to open and close the passage of flow of the air fuel
mixture and exhaust gases from cylinder thorough intake and exhaust
valves
When closed the valves will close the combustion chamber tightly in
order to prevent the escape of the gases.
The head of the valve has an angular ground face of 45 or 30 degree to
match the angle of the valve seat in the cylinder head.
The fuel is admitted into the cylinder via inlet valve and the burnt
gases escape by the exhaust valve.
 Valve mechanism
The valve mechanism is of two types based upon the position of the
valves 1) Mechanism for operating the valve in the engine block and
2) Mechanism for operating the valve in cylinder head

1) Push rod Mechanism:

This type of mechanism requires two additional moving parts- push
rod and rocker arm.
As the cam rotates it lifts the lifter which actuates the push rod and
rocker arm. The rocker arm in turn pushes the valve stem to open the
valve.
 Inlet Valve Closed Inlet Valve Open

Rocker

Rocker Shaft

Closing
spring

Valve Seat
Push Rod
Push Rod Mechanism

Cam Shaft

Valve
Lift

Mechanical Arrangement Valve Gear

2) Overhead valve mechanism
in this case the camshaft is fixed on the cylinder head which has a
sliding cam follower, a return spring and a poppet valve.
 Twin Cam
System

Modern Engines use a

toothed rubber belt to
drive the cam shafts

Chain
Tensioners

Crankshaft
and
Pistons
Cam Drive
Mechanism

Mechanical Arrangement Valve Gear

 Otto cycle

Air standard cycle gives the idealized closed cycle that approximates
the real cycle and it is based on some assumptions.
The working medium is assumed to be perfect gas
No change in mass of the working fluid
No heat losses from the system to surroundings
Specific heats are constant
This analysis is used mainly due to its simplicity in getting the
approximate answers to the complicated process in IC engines
The Otto cycle is the basis for the working of todays spark ignition
engines
 Air-Standard Otto cycle
Process 1 2 Isentropic compression
Process 2 3 Constant volume heat addition
Process 3 4 Isentropic expansion
Process 4 1 Constant volume heat rejection

v1 v4
r
v2 v3
 Fuel air cycle
Air standard cycles simplified approximations and therefore the
performance of the engine is greater than the actual performance.
For a compression ratio of 7, the actual thermal efficiency of an SI
engine is of 30% while the air standard efficiency is about 55%
This divergence is due to non instantaneous burning and incomplete
combustion, valve operation etc. however, the main reason is due to
the simplification of the properties of the working fluid
Also the change in efficiency is caused by variation of specific heat at
various temperature
The dissociation of the combustion products occur at higher
combustion temperature
 Fuel air cycle significance
The actual composition of the cylinder gas is of fuel + air + water
vapour+ residual gas
Fuel air ratio change during operation and hence the change occurs in
amount of Carbon di oxide water vapour and specific heats
The specific heat changes with change in temperature and hence the
ratio of specific heat also changes
The no of molecules also in the cylinder also changes with change in
pressure and temperature.
 F/A Assumptions

There is no change in chemical properties in either fuel or air prior to

the combustion
There is no heat transfer between the gases and the cylinder wall i.e
the process is adiabatic
The compression and the expansion process are frictionless
The velocities of the gases are considered negligible
 Differences in Air standard and F/A ratio
Air Standard cycle:
Air standard efficiency allows to find how the efficiency is improved by
raising the compression ratio of the air
It does not give any idea on the effect of F/A ratio on thermal efficiency.
F/A cycle:
Allows the study of F/A ratio on thermal efficiency
Allows the study of max temp and max press as F/A ratio varies which helps
in structural design of the engine
Gives a good estimate of the power expected from an actual engine
 Variable specific heats
Except mono atomic gases all other gases show an increase in specific
heats at high temperature
This variation does not obeys any law
Over the temperature range of 300K to 1500K the specific heat curve
is nearly a st line and can be expressed as
Cp = a1+k1T and Cv = b1+k1T
Above 1500K, specific heats increase more rapidly and expressed as
Cp = a1+k1T+k2T2 and Cv = b1+k1T+k2T2
 Cp at 300K is 1.005 kJ/kg
Cp at 2000K is 1.343 kJ/kg
Cv at 300K is 0.718kJ/kg
Cv at 2000K is 1.055kJ/kg

This implies that as the temperature is raised, larger and larger fractions
of heat input is required to produce the motion of atoms within the
molecules.
Since the difference between CP and CV is constant, the value of
decreases as the temperature increases.
Loss due variation of specific heat
 During the compression stroke : the end-of-compression pressure and
temperature will be lower than with constant specific heat i.e. 2 instead
of 2.
During the combustion stroke : because the temperature rise during
this process decreases as CP increases and because the end-of-
compression temperature (T@2) is also lower than T@2 the end-of-
combustion temperature and pressure will be lower that with constant
specific heat i.e. 3 instead of 3.
During the expansion stroke : the natural adiabatic expansion process
would have been represented by the line 3-4, but due to the variable
specific heat effect it will follow the path 3-4. This is because the
specific heat decreases as the temperature decreases during the
expansion, however, still lower than the ideal cycle temperature T@4.
 Dissociation or chemical loss
Dissociation is defined as the disintegration of burnt gases at high
temperatures.
Disintegration increases with temperatures as shown below.
The general effect of dissociation can be explained as follows: as the
temperature increases considerable amount of heat will be absorbed by
the elements that undergoes dissociation. This heat will be liberated
when these elements re-combine as the temperature falls.
 The dissociation mainly is of CO2 into CO and O2 :
2CO + O2 2CO2 + Heat
This process commences at about 1000oC and by the time it reaches
1500oC it reaches 1%.
There is also a very little dissociation of H2O :
2H2 + O2 2H2O + Heat
 During the compression stroke : no significant change because the
temperature is still below that required for the dissociation to
commence.
During the combustion stroke : because of the high temperature rise
during this process dissociation increases causing the maximum cylinder
temperature and pressure to drop. This is represented by the point 3
instead of 3.
During the expansion stroke : the natural adiabatic expansion process
would have been represented by the line 3-4, but due to the re-
association effect it will follow the path 3-4. This is because the re-
association process liberates some of this heat hence increases the end-
of-expansion temperature and pressure though still below that of ideal
cycle.
 Remedy: since the burning of nearly stoichiometric mixture will
produce the maximum temperature, dissociation will be maximum at
mixtures within stoichiometric.
As the mixture becomes lean or rich, the thermal energy produced due
to combustion will be low and hence dissociation will be suppressed.
This is clearly shown in the following figure
 Thermal Efficiency and Fuel consumption
As it was noticed that the air-standard analysis predicts no variation of
thermal efficiency with mixture strength. Fuel-air analysis, however,
suggests that the thermal efficiency will deteriorate as the mixture
supplied is enriched.
This can be explained by the increased losses due to dissociation and
variable specific heat as the engine temperature is raised due to
enrichment of fuel towards the chemically correct mixture.
Further, enrichment beyond the chemically correct mixture will result
in the supply of unusable excess fuel hence the thermal efficiency will
drop rapidly.
This implies that the thermal efficiency would increase as the mixture
is weakened.
 This is true up to certain limit beyond which thermal efficiency drops
again due to erratic combustion of the fuel. Thus the best thermal
efficiency would be near the chemically correct ratio toward the weak
side.
 Effect of variables on Engine parameters
Since the fuel-air cycle gives us more information about the effect of
CR, a/f ratio and many other parameters on the engines performance,
let us study the effect of these two main factors on the engines
performance.

Effect of Compression Ratio.

The F/A cycle efficiency increases with CR in the same manner as that for air
standard cycle. This is because of the increased scope for expansion work.
And also the increase in the end-of-compression pressure and temperature
which causes the end-of-combustion pressure and temperature also to rise.
 Effect of Air/ Fuel ratio
 From the figure we see that as the mixture is made lean (lesser fuel) the
thermal efficiency increases.
This is because of the lesser thermal energy released which results in the
lowering of the cylinder temperature and pressure hence reducing the
specific heat and dissociation losses.
This is valid up to certain limit beyond which it again drops down due to
erratic burning of the fuel.