FOUR-STROKE ENGINE

A four-stroke engine is an internal combustion engine in

which the piston completes four separate strokes which
comprise a single thermodynamic cycle.

1. INTAKE STROKE: This stroke of the piston

begins at top dead center. A mixture of fuel and
air is forced by atmospheric (or greater) pressure
into the cylinder through the intake port.

2. COMPRESSION STROKE: with both intake and

exhaust valves closed, the piston returns to the top of
the cylinder compressing the air or fuel-air mixture
into the cylinder head.
3. POWER STROKE: While the piston is close to
Top Dead Centre, the compressed air–fuel mixture in a
gasoline engine is ignited, by a spark plug in gasoline
engines, or which ignites due to the heat generated by
compression in a diesel engine.

4. EXHAUST STROKE: during the exhaust stroke,

the piston once again returns to top dead centre while
the exhaust valve is open. This action expels the spent
fuel-air mixture through the exhaust valve(s).
FOUR-STROKE S.I.ENGINE
FOUR-STROKE ENGINE
 TWO STROKE ENGINE
• Upward stroke of the piston (Suction +
Compression): When the piston moves upward it
covers two of the ports, the exhaust port and transfer
port, which are normally almost opposite to each
other.
• This traps the charge of air- fuel mixture drawn
already in to the cylinder. Further upward movement
of the piston compresses the charge and also
uncovers the suction port.
• Now fresh mixture is drawn through this port into
the crankcase. Just before the end of this stroke, the
mixture in the cylinder is ignited by a spark plug.
Thus, during this stroke both suction and
compression events are completed.
 TWO STROKE ENGINE Contd..

Downward stroke (Power + Exhaust): Due to combustion, temp

and press. of gases increase and the piston moves down.
• It closes the suction port, trapping the fresh charge drawn into the
crankcase during the previous upward stroke.
• Further downward movement of the piston uncovers first the exhaust
port and then the transfer port. Now fresh charge in the crankcase
moves in to the cylinder through the transfer port driving out the
burnt gases through the exhaust port.
• Special shaped piston crown deflect the incoming mixture up around
the cylinder so that it can help in driving out the exhaust gases .
• During the downward stroke of the piston power and exhaust events
are completed.
TWO STROKE ENGINE Contd..
 FOUR STROKE ENGINE
1. One power stroke for every two revolutions
of the crankshaft.
2. There are inlet and exhaust valves in the
engine.
3. Crankcase is not fully closed and air tight
4. Top of the piston compresses the charge.
5. Lesser cooling and lubrication
requirements. Lower rate of wear and tear.
6. Fuel is fully consumed.
7. Weight of engine per hp is high.
8. Thermal efficiency is high
TWO STROKE ENGINE
1. One power stroke for each revolution
of the crankshaft.
2. There are inlet and exhaust ports
instead of valves
3. Crankcase is fully closed and air tight.
4. Both sides of the piston compress the
charge
5. Because of one power stroke in one
revolution, greater cooling and lubrication
requirements. High rate of wear and tear.
6. Fuel is not fully consumed.
7. Weight of engine per hp is comparatively
low
8. Thermal efficiency is comparatively low
 FOUR STROKE ENGINE TWO STROKE ENGINE

9. Torque produced is less even as turning 9. Torque produced is even and thus requires a
moment not uniform and thus requires a lighter flywheel.
heavier flywheel.

10. For a given weight, engine would give 10. For same weight, two stroke engine gives
only half the power of two stroke twice the power that of four stroke engine.

11. It can be operated in one direction only. 11. It can be operated in both direction
(clockwise and counter clockwise)
S.I. Engine
C.I. Engine
 S.I. Engine C.I. Engine
Description 1. Otto Cycle or Const. Volume Heat 1. Diesel Cycle or Const. Pressure Heat
of Cycle addition. addition.
Fuel 2. Gasoline, a highly volatile fuel. Self 2. Diesel oil, less volatile. Self ignition
ignition temp. 246°C temperature 210°C

Introduction 3. Gaseous mixture of fuel-air is introduced3. Fuel is injected directly into C.C. at
of Fuel during suction stroke. (Carburetion or high pressure at the end of
gaseous injection) compression stroke. Fuel pump and
injector are necessary.
Load 4. Throttle controls qty. of fuel-air mixture 4. The quantity of fuel is regulated. Air qty.
Control introduced. (Quantity Governing) is not controlled. (Quality Governing)

Ignition 5. Requires ignition system with spark plug 5. Self ignition occurs due to high
in C.C. Primary voltage provided either temperature of air due to high C.R.
by battery or magneto.
C.R. 6. 6-10. Upper limit is fixed by antiknock 6. 16-20. Upper limit is fixed by weight
quality of fuel. increase of engine.

Speed 7. Light weight, High speed 7. Heavy, Low speed

 S.I. Engine C.I. Engine
ɳ th 8. Because of low C.R. Thermal Efficiency is 8. Because of high C.R. Thermal Efficien
low. high.

Weight 9. Lighter in weight due to lower peak in- 9. Heavier in weight due to higher
cylinder pressure peak in-cylinder pressure
• Two commonly employed approximations of an actual engine
are:
(i) Ideal or air standard cycle analysis Theoretical cycle
(ii) Fuel – air cycle analysis

The analysis of theoretical cycle indicates the upper limit of

the performance of an engine, shows the effect of changing
operating conditions on the performance characteristics and
evaluates one engine relative to other.
 IDEAL OR AIR STANDARD CYCLE
1. The working medium is a perfect gas throughout, i.e. it follows
the law pV = mRT
2. The working fluid is a fixed mass of air either contained in a
closed system or flowing at a constant rate round a closed circuit.
3. The physical constants of the working medium are same as those of
air at standard atmospheric conditions, i.e. molecular weight = 29,
cp = 1.005,cv = 0.718 and ϒ = 1.4.
4. The working medium has constant specific heats.
5. The working medium does not undergo any chemical change
throughout the cycle.
 IDEAL OR AIR STANDARD CYCLE
6. Heat is supplied and rejected in a reversible manner and can be
supplied and rejected instantaneously. The source of heat supply and
the sink for heat rejection are external to air.
(Actually engine energy is supplied by fuel combustion and rejected by
exhaust gases.)
7. The compression and expansion processes are reversible
adiabatic, i.e. no loss or gain of entropy.
8. The kinetic energy and potential energy of the working fluid are
neglected.
9. The operation of the engine is frictionless.

The analysis can also indicate the relative effect of principle variables
such as CR, inlet pressure, inlet temperature ect.operation of the engine is
frictionless.