Engine managemet system

Presented by
S. Ganesh kumar
KTM vijay

Guided by
Mr.Selva kumar
Introduction
Components of engine
 Components of engine
The core of the engine is the cylinder, with the piston
moving up and down inside the cylinder. The engine
described above has one cylinder. That is typical of most
lawn mowers, but most cars have more than one cylinder
(four, six and eight cylinders are common). In a multi-
cylinder engine, the cylinders usually are arranged in one of
three ways: inline, V or flat (also known as horizontally
opposed or boxer), as shown in the following figures.
Different configurations have different advantages and
disadvantages in terms of smoothness, manufacturing cost
and shape characteristics. These advantages and
disadvantages make them more suitable for certain
vehicles.
Classification of engine
 Classification of engine
Engines for automotive and construction equipment
may be classified in several ways: type of fuel used,
type of cooling employed, or valve and cylinder
arrange-
ment. They all operate on the internal combustion
principle. The application of basic principles of
construction to particular needs or systems of manu-
facture has caused certain designs to be recognized as
conventional. The most common method of
classification is based on the type of fuel used; that is,
whether the engine burns gasoline or diesel fuel
Working principle
 Working priciple
In the spark ignition engine an Air/Fuel mixture is formed outside the
combustion chamber. This mixture is generated in a Carburetor or by
means of Fuel Injection, but in either case the final Air/Fuel mixture is fed
into the Cylinder, through the Intake, past the Inlet Valve. The mixture is
then Compressed and subsequently Ignited by the Spark Plug. The
combustion of ignitable Air/Fuel mixture is initiated (Ignited) by an Electric
Spark and burnt inside a working Cylinder.
The combustion Heat given off increases the pressure of the pre-
compressed gasses. This after-combustion pressure is typically 400 to 700
PSI, which is much higher than the pre-combustion pressure of 95 to 155
PSI. (PSI = Pounds per Square Inch)
This high pressure produces mechanical work by forcing the Piston down
and via Pin and Con Rod causes the Crankshaft to turn.
After each Power Stroke the burnt gases are expelled by the Piston's
upward motion and discharged into the atmosphere past the Outlet
Valve through Exhaust tract.
Two stroke engine
 Two stroke engine
A two-stroke engine performs all the same steps, but in just two piston strokes. The simplest two-stroke engines do this by using the crankcase and
the underside of the moving piston as a fresh charge pump. Such engines carry the official name crankcase-scavenged two-strokes.
As the two-strokes piston rises on compression, its underside pulls a partial vacuum in the crankcase. An intake port of some kind (cylinder wall port,
reed valve or rotary disc valve) opens, allowing air to rush into the crankcase through a carburetor.
As the piston nears Top Dead Center, a spark fires the compressed mixture. As in a four-stroke, the mixture burns and its chemical energy becomes
heat energy, raising the pressure of the burned mixture to hundreds of psi. This pressure drives the piston down the bore, rotating the crankshaft.
As the piston continues down the bore, it begins to expose an exhaust port in the cylinder wall. As spent combustion gas rushes out through this
port, the descending piston is simultaneously compressing the fuel-air mixture trapped beneath it in the crankcase.
As the piston descends more, it begins to expose two or more fresh-charge ports, which are connected to the crankcase by short ducts. As pressure
in the cylinder is now low and pressure in the crankcase higher, fresh charge from the crankcase rushes into the cylinder through the fresh-charge (or
transfer) ports. These ports are shaped and aimed to minimize direct loss of fresh charge to the exhaust port. Even in the best designs, there is
some loss, but simplicity has its price! This process of filling the cylinder while also pushing leftover exhaust gas out the exhaust port is called
scavenging.
While the piston is near Bottom Dead Center, mixture continues to move from the crankcase, up through the transfer ports, and into the cylinder.
As the piston rises, it first covers the transfer ports, leaving only the exhaust port still open. If there were no way to stop it, much of the fresh charge
would now be pumped out the exhaust.
But there is a simple way to stop itusing exhaust pressure waves in the exhaust. If we shape and dimension the exhaust pipe right, a reflection of
the original pressure pulse, generated as the exhaust port opened, will bounce back to the port just as fresh charge is being pumped out of it. This
pressure wave stuffs the fresh charge back into the cylinder just as the rising piston covers the exhaust port.
Because fuel-air mixture is constantly being pumped by the crankcase, it is not practical to lubricate piston and crank by pumped circulating oilit
would be swept away by the mixture rushing in and out. Therefore, we must either mix a little oil with the fuel (2 to 4 percent) or inject it very
sparingly into the bearings with a tiny metering pump. The fact that there is so little oil dictates that such simple two-stroke engines must employ
rolling bearings, whose need for oil is very small.
More complicated two-stroke engines exist. Instead of using the crankcase and underside of the piston as a fresh-charge pump, we can use a
separate rotary blower, directly connected to the transfer ports in the cylinders. We dont have to place the exhaust port in the cylinder wallit can
take the form of four overhead poppet exhaust valves, as it does in two-stroke marine, rail, and truck diesels. Because such engines do not use their
crankcases as fresh charge pumps, they can employ long-lasting plain bearings, lubricated conventionally by pumped recirculating oil.
Two-stroke diesels are scavenged with pure air, not a fuel-air mixture. Their fuel is injected only after all ports have closed, preventing any loss.
Certain crankcase scavenged two-strokes do the same, and are called DI, or Direct Injection two-strokes. They can be made as fuel-efficient and
low in exhaust emissions as four-strokes.
The worlds most efficient piston engines are in fact the giant, slow-turning marine diesels that carry the worlds international shipping tradethey
are twice as efficient as the usual four-stroke spark-ignition engines found in cars and motorcycles.
Four stroke engine
 Four stroke engine
INTAKE: this stroke of the piston begins at top dead center. The piston
descends from the top of the cylinder to the bottom of the cylinder,
increasing the volume of the cylinder. A mixture of fuel and air is forced by
atmospheric (or greater) pressure into the cylinder through the intake
port.
COMPRESSION: 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.
POWER: this is the start of the second revolution of the cycle. While the
piston is close to Top Dead Centre (TDC), the compressed airfuel 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.
The resulting pressure from the combustion of the compressed fuel-air
mixture forces the piston back down toward Bottom Dead Center (BDC).
EXHAUST: during the exhaust stroke, the piston once again returns to top
dead center while the exhaust valve is open. This action expels the spent
fuel-air mixture through the exhaust valve(s).
Engine Cooling system
 Engine cooling system
A vehicles engine-cooling system serves not just to keep the engine
cool, but to also keep its temperature warm enough to ensure
efficient, clean operation. System components include a radiator to
dissipate heat, a fan or fans to ensure adequate airflow for radiator
cooling, a thermostat valve that opens when the desired operating
temperature is reached and a water pump (or coolant pump) to
circulate coolant through the engine, hoses and other components.
Most vehicles now employ an expansion tank that allows the
coolant to expand, and exit, the cooling circuit when hot, and to
return when the car is turned off and the engine cools.
The cooling system also incorporates elements of the cabins
ventilation system, because engine heat is used to warm the cars
interior.
Lubrication system
 Lubrication 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. Even though these systems are usually fully automated, a
system that requires a manual pump or button activation is still identified
as a centralized lubrication system. The system can be classified into two
different categories that can share a lot of the same components.

Oil systems: Oil systems primary use is for stationary manufacturing

equipment such as CNC milling

Grease systems: Grease primary use is on mobile units such as trucks,

mining or construction equipment.

Oil vs Grease can vary even though their primary use is mostly stationary
for oil and mobile for grease, some stationary manufacturing equipment
will use grease systems.
Conclusion
 Conclusion
As you can see the Steam Engine started as a simple
water pump and was formed in power supplier and
eventually into a transportation system and helped
bring about the industrial revolution. The reason that
the Steam Engine was one of the greatest inventions in
history is because it started out as something as simple
as a water pump could be changed and modified to
efficiently produce power, and power what basically is
a train, and supply power to buildings and factories
during the industrial revolution and to this day is relied
on to power some machines that we use today.