Internal Combustion Engine

Swarnendu Sen
Department of Mechanical Engineering
Jadavpur University
Kolkata – 700032
E-mail: sen.swarnendu@gmail.com
swarnendu.sen@jadavpuruniversity.in

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 Basics

Heat Engine: Kelvin-Planck

First Steam Engine: Boulton & Watt - 1776

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 HISTORY OF IC ENGINE
An internal combustion engine is any engine that uses the explosive
combustion of fuel to push a piston within a cylinder - the piston's movement
turns a crankshaft that then turns a wheel via a chain or a drive shaft. The
different types of fuel commonly used for car combustion engines are
gasoline (or petrol), diesel, and kerosene.

1680 - Dutch physicist, Christian Huygens

designed (but never built) an internal combustion James Watt Steam
engine that was to be fueled with gunpowder Engine: 1763-75

1807 - Francois Isaac de Rivaz of Switzerland

invented an internal combustion engine that
used a mixture of hydrogen and oxygen for fuel.
Rivaz designed a car for his engine - the first
internal combustion powered automobile.
However, it was a very unsuccessful design.

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 HISTORY OF IC ENGINE
1824 - English engineer, Samuel Brown 1858 - Belgian-born engineer, Jean
adapted an old Newcomen steam Joseph Étienne Lenoir invented and
engine to burn gas, and he used it to patented (1860) a double-acting,
briefly power a vehicle up Shooter's electric spark-ignition internal
Hill in London. combustion engine fueled by coal
1862 - Alphonse Beau de Rochas, a gas. In 1863, Lenoir attached an
French civil engineer, patented but did improved engine (using petroleum
not build a four-stroke engine. and a primitive carburetor) to a
1864 - Austrian engineer, Siegfried three-wheeled wagon that managed
Marcus, built a one-cylinder engine with a to complete an historic fifty-mile
crude carburetor, and attached his road trip.
engine to a cart for a rocky 500-foot
drive. Several years later, Marcus
designed a vehicle that briefly ran at 10
mph that a few historians have
considered as the forerunner of the
modern automobile by being the world's
first gasoline-powered.
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 HISTORY OF IC ENGINE
1866 - German engineers, Eugen Langen
and Nikolaus August Otto improved
on Lenoir's and de Rochas' designs
and invented a more efficient gas
engine.
1876 - Nikolaus August Otto invented and
later patented a successful four-
stroke engine, known as the "Otto
cycle".

1873 - George Brayton, an American engineer, developed an unsuccessful

two-stroke kerosene engine (it used two external pumping cylinders).
However, it was considered the first safe and practical oil engine.

1876 - The first successful two-stroke engine was invented by Sir Dougald
Clerk.

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 HISTORY OF IC ENGINE
1883 - French engineer, Edouard Delamare-Debouteville, built a single-
cylinder four-stroke engine that ran on stove gas. It is not certain if he did
indeed build a car, however, Delamare-Debouteville's designs were very
advanced for the time - ahead of both Daimler and Benz in some ways at
least on paper.

1885 - Gottlieb Daimler invented what is often recognized as the prototype of

the modern gas engine - with a vertical cylinder, and with gasoline injected
through a carburetor (patented in 1887). Daimler first built a two-wheeled
vehicle the "Reitwagen" (Riding Carriage) with this engine and a year later
built the world's first four-wheeled motor vehicle.

1886 - On January 29, Karl Benz received the first patent for a gas-fueled car.

1889 - Daimler built an improved four-stroke engine with mushroom-shaped

valves and two V-slant cylinders.

1890 - Wilhelm Maybach built the first four-cylinder, four-stroke engine.

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 OTTO CYCLE
3

P
2
2
Qin
4

3 1

IDC/ V ODC/
TDC BDC
4
Qout
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 FOUR STROKE SI ENGINE
SV EV SV EV SV EV SV EV

Spark

Suction Compression Expansion Exhaust

SV: Suction Valve; EV: Exhaust Valve

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 Four Stroke SI Engine

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 FOUR STROKE SI ENGINE
4

P
3

1
2

TDC V BDC

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 DIESEL CYCLE
3

P
2
2
Qin
4

3 1

IDC/ V ODC/
TDC BDC
4
Qout
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 FOUR STROKE CI ENGINE
SV EV SV EV SV EV SV EV

Injection

Suction Compression Expansion Exhaust

SV: Suction Valve; EV: Exhaust Valve

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 FOUR STROKE CI ENGINE

3
4
P

1
2

IDC/TDC V ODC/BDC

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 Four Stroke CI Engine

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 HISTORY OF IC ENGINE
1892 – Rudolf Diesel invented
Compression Ignition (CI) engine.

1897 – Successful acceptance test for third

engine by Diesel. Single cylinder, four-
stroke, water-cooled, air injection of
fuel Output: 14.7 kW (20 hp)

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 ENGINE COMPONENTS Spark Plug
Inlet Valve Exhaust Valve

Inlet Manifold

Air + Fuel Product

•SPEED FLUCTUATION
•FLYWHEEL
•MULTI-CYLINDER

Cylinder
Piston

Cooling Water
Gudgeon Jacket
Pin
Cylinder Block

Connecting
Rod
Crank Shaft

Crank Pin Crank

Case

Crank

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 ACTUAL ENGINE CYCLE
1 - Bottom Dead Center
1' - Intake Valve Closes
2 - Ignition Starts
2' - Top Dead Center
3 - Peak Pressure of Combustion
3' - End of Combustion
4 - Exhaust Valve Opens
5 - Bottom Dead Center
6 - Intake Valve Opens
6' - Exhaust Valve Closes

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 DUAL COMBUSTION CYCLE

4 5
P

1
2

IDC/TDC V ODC/BDC

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 Multi-cylinder Operation

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 Cylinder Arrangements

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 CYLINDER ARRANGEMENTS

V Arrangement
In line Arrangement

Opposed Cylinder Arrangement

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 TWO STROKE ENGINE

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 TWO STROKE ENGINE
Spark Plug

4
Deflector

Exhaust P
Port Transfer 3
Port
5
Piston
1
2
Spring TDC V BDC
Loaded
Crankcase
Intake
Valve

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 ADVATAGES OF TWO STROKE
ENGINES

􀂄 They do not have valves, which simplifies

their construction and lowers their weight.
􀂄 They fire once every revolution, while 4-stroke
engine fires once every other revolution. This
gives them better power to weight ratio.
􀂄 They can work in any orientation, which can
be important in handheld devices (like
chainsaws) as there is no oil reservoir dependant
upon gravity.
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 DISADVANTAGES OF TWO
STROKE ENGINES
􀂄 There is no dedicated lubrication system, the lubricant
is mixed with fuel. 2-stroke engines therefore do not last
as long as 4-stroke as their parts wear out faster.
􀂄 2-stroke engines do not use fuel efficiently. Each time
a new charge of air-fuel is loaded into the combusting
chamber, a part of it leaks out through the exhaust port.
􀂄 The burning of lubricating oil and the exhaust of un-
burnt fuel makes them more polluting than a 4-stroke
engine of similar power.
􀂄 These disadvantages limits 2-stroke engines to be
used only in applications where the motor is not used
very often and high power to weight ration is important.
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 EMISSIONS OF TWO STROKE
ENGINES
The 2-stroke engine emits significant amount of
particulate matter (PM), un-burnt hydrocarbons (HC),
Carbon Monoxide (CO) and Nitrogen Oxides (NOx). CO
and NOx emissions by 2-stroke engines is much lower
compared to 4-stroke engines.

PM: Lubricating oil is less combustible than gasoline, some of the

oil that is mixed with gasoline will survive to be emitted in the
exhaust. This is further worsened locally as engine oil mixed is up
to twice the manufacturers recommendations (4%). It is estimated
that particulate emissions from a single 2-stroke motorcycle is
comparable to those from a diesel truck or bus. PM, particularly the
finer ones, are associated with respiratory problems.

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 EMISSIONS OF TWO STROKE
ENGINES
􀂄 HC emissions result from the elements of the air-fuel mixture that
fail to burn in the engine due to leakage through the exhaust port,
weak compressing causing partial combustion and misfiring (About
30% of the fuel comes out of the exhaust un-burntin 2-stroke
engines).
􀂄 Some gasoline components like benzene are carcinogens, while
others combine with NOxto form ozone. Ozone affects the
respiratory system, reduces visibility, damages vegetation and
contributes to photochemical smog.
􀂄 Two stroke engines have much higher emissions of PM and HC
than 4-stroke engines of similar power and size. In the USA,
motorcycle manufacturers switched to making 4-stroke engines in
1978, in response to the adoption of strict emission standards.
Other European countries and Japan followed suit.

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 Department of Mechanical Engineering
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 CARBURETION

Purpose
Power
Idling
Cruising Zone •To meter fuel
Fuel-Air Zone Zone
Ratio •To create a
homogeneous
mixture

Stoichiometric
Ratio
Load

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 CARBURETOR SCHEMATIC

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 IGNITION SYSTEM

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 CI ENGINE INJECTION

OBJECTIVES:

1. Meter the appropriate quantity of fuel, as demanded by the speed

of, and the load on, the engine at the given time.
2. Distribute the metered fuel equally among cylinders in a multi-
cylinder engine.
3. Inject the fuel at the correct time (with respect to crank angle) in
the cycle.
4. Inject the fuel at the correct rate (per unit time or crank angle
degree).
5. Inject the fuel with the correct spray pattern and sufficient
atomization as demanded by the design of the combustion
chamber, to provide proper penetration also.
6. Begin and end injection sharply without dribbling or after
injection.
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 CI ENGINE INJECTION
FUNCTIONAL ELEMENTS

1. Pumping elements to transfer the fuel from the tank to the

cylinder, along with the associate piping and hardware.

2. Metering elements to measure and supply the fuel at the rate as

desired by the speed and load conditions prevailing.

3. Metering controls to adjust the rate of the metering elements for

changes in load and speed of the engine.

4. Distributing elements to divide the metered fuel equally among

the cylinders in a multi cylinder engine.

5. Timing controls to adjust the start and stop of injection.

6. Mixing elements to atomize and distribute the fuel within the

combustion chamber
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 CI ENGINE INJECTION

CLASSIFICATION

• Air injection system (which had become obsolete

but now some interest has been shown by
researchers; however very high pressure is
required for air)
• Solid (or airless) injection systems.

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 CI ENGINE INJECTION
TYPES OF SOLID INJECTION

Individual pump system: This consists of a separate

metering and compression pump for each cylinder.

Distribution system: This consists of a single pump for

compressing the fuel (which may also meter), plus
a delivery device for distributing the fuel to the
cylinders (which may also meter).

Common rail system: A single pump for compressing

the fuel, plus a metering element for each cylinder.

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 CI ENGINE INJECTION

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 SI ENGINE COMBUSTION
P
Delayed Ignition Normal Combustion

Early Ignition

Motoring Curve

Compression TDC Expansion

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 SI ENGINE KNOCK
Ignition due to spark
P

KNOCKING

Ignition due to pressure

Knock Reduction:
• Designing cylinder
Compression TDC Expansion shape and size
• Placing spark plug
properly
• Adding additives to
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 CI ENGINE KNOCK
CI engine knock is due to ignition delay of fuel

This occurs at the last part of combustion process

Knock reduction can be done by:

Designing cylinder shape and size
Increasing turbulence within combustion chamber
Adding additives to fuel

For SI engine anti-knock fuel OCTANE number is high

For CI engine anti-knock fuel CETANE number is high

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 IC ENGINE PERFORMANCE
Indicated Horse Power (IHP): Power calculated from
indicated diagram (actual P-V plot of the engine)

Brake Horse Power (BHP): Actual power realized at shaft

Frictional Horse Power (FHP): Power loss to over come

friction. Difference between IHP and BHP

Specific Fuel Consumption (SFC): Fuel consumption per

unit time

Mechanical Efficiency: Ratio of BHP and IHP

Thermal Efficiency: Ratio of output power (IHP or BHP) and

energy supplied by fuel combustion per unit time
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 POLLUTION MITIGATION
Catalytic Converter:
Platinum is the most active catalyst and is
widely used. It is not suitable for all
applications, however, because of unwanted
additional reactions and/or cost.
Palladium and rhodium are two other precious
metals used.
Platinum and rhodium are used as a reduction
catalyst, while platinum and palladium are
used as an oxidization catalyst.
Cerium, iron, manganese, copper and nickel are
also used.
Nickel is not legal for use in the European
Union (due to reaction with carbon
monoxide).
Copper can be used, its use is illegal in North
America due to the formation of dioxin.

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 POLLUTION MITIGATION
Two-way catalytic converter

A two-way catalytic converter has two simultaneous tasks:

Oxidation of carbon monoxide to carbon dioxide: 2CO + O2 → 2CO2
Oxidation of unburnt hydrocarbons (unburnt and partially-burnt fuel)
to carbon dioxide and water: CxH2x+2 + 2xO2 → xCO2 + 2xH2O (a
combustion reaction)

Three-way catalytic converter

Since 1981, three-way catalytic converters have been used in vehicle

emission control systems in North America and many other
countries on roadgoing vehicles. A three-way catalytic converter
has three simultaneous tasks. Alongwith the tasks of Two-way
converter, it also does:
Reduction of nitrogen oxides to nitrogen and oxygen: 2NOx → xO2 +
N2
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 TROUBLE SHOOTING
• ENGINE DOES NOT START
- Empty fuel tank
- Fuel is old, dirty, or contaminated
- FUEL PUMP not working
- Fuel supply hose damaged, distorted, or improperly attached
- Inappropriate, clogged, or faulty SPARK PLUGS
- Loose plug wires
- Starter motor is not operational
- Battery is undercharged
- Ignition coil not functional
- Broken ignition switch
- Faulty wiring and connection problems in the IGNITION SYSTEM
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 TROUBLE SHOOTING
• ENGINE STALLS
- Fuel supply hose damaged, distorted, or improperly attached
- Fuel tank empty
- Fuel filter is clogged up
- Fuel is old, dirty, or contaminated
- Fuel supply hose damaged, distorted, or improperly attached
- Closed fuel tank vent
- Inoperative, or clogged thermostat
- Wrong engine oil
- Spark plugs defective, wrong, plugged, or incorrect spark-
plug gap
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 TROUBLE SHOOTING
• ENGINE KNOCKS or DETONATES
- clogged Carburetor
- Ignition Distributor problems
- plugged fuel Injectors
- Valve timing fails, or faulty
- failed or loose TIMING BELT tensioner
- lean air-to-fuel mixture
- using fuel of lower than recommended
Octane Rating
- too high engine compression
- Anti-Knock sensors malfunction
- Engine is too hot
- lack of proper exhaust gas
recirculation
- air conditioning compressor fails or
ices up
- Carbon deposits in the combustion
chamber, pistons, cylinders, VALVES,
or exhaust system lines
- Faulty or defective main crankshaft
bearings
- water pump bearing is worn out
- Alternator rotor has worn bearings
- FLYWHEEL

is broken or has cracks

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 TROUBLE SHOOTING
• ENGINE IDLE IS ROUGH
- Carburetor is flooded
- Fuel hose crushed or twisted
- Fuel filter clogged
- Fuel being used is contaminated or old and stale
- Throttle linkage sticking
- Spark plugs defective, wrong, plugged, or incorrect spark-plug gap
- Ignition problems occur in one or more cylinders
- Ignition wires maybe cracking or broken
- improper connection at both distributor cap and spark plugs
- clogged catalytic converter
- exhaust system is restricted or has blockage
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 TROUBLE SHOOTING
• ENGINE SPEED IS LOW OR NOT INCREASING

- Fuel filter is clogged

- Fuel supply hose incorrectly connected, broken, or twisted
- Fuel is old, dirty, or contaminated
- Spark plugs defective, wrong, plugged, or incorrect spark-
plug gap
- Low engine oil level

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 TROUBLE SHOOTING
• ENGINE SMOKES

- engine is burning oil

- worn or broken piston rings
- worn or damaged cylinders
- worn valve guide or valve guide seals
- engine is burning coolant or transmission fluid
- leaking head gasket
- broken or cracked cylinder head
- Air filter is clogged
- Air/fuel mixture is too rich
- stuck automatic choke in the carburetor
- leaky fuel injector
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FUEL PRESSURE is too much
 TROUBLE SHOOTING
• ENGINE OVERHEATING •- low coolant level, coolant leak,
or poor coolant circulation
- Overloading - faulty coolant sensor or air
trapped under the sensor
- Water pump failure
- accumulated deposits in the
- loose water pump impeller water jackets
- Clogged water lines - fan clutch slips or misses
- Defective or clogged - cooling fan failure
Thermostat
- broken, cracked RADIATOR
- Oil pump is faulty or not HOSE
functional
- ruptured or broken radiator cap
- Engine oil level is too low
- poor airflow through the radiator
- Using old, contaminated, or
incorrect engine oil - Radiator is poor or inefficient
- Using spark plugs with
inappropriate heat-range
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 Department of Mechanical Engineering
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