St.

Josephs College of Engineering

Department of Mechanical Engineering
Question bank
VIII Sem - ME !"# $ %DV%&CED IC E&'I&ES
(art-%
)&I* $ #
#. +hat are the stages of combustion in a SI engines,
The stages of combustion in a SI engines are:
FIRST STAGE: Ignition lag (or) preparation phase
SECO! STAGE: propagation of flame
T"IR! STAGE: After burning
. +hat are the -arious factors that affect the flame spee.,
The #arious factors that affect the flame spee$ are:
a) Turbulence b)% Fuel&air ratio c)% Temperature' pressure
$)% compression ratio e) engine spee$' si(e )output
/. Define normal combustion,
In normal combustion' the flame initiate$ b* the spar+ tra#els across the combustion chamber in
a fairl* uniform manner%
". Define abnormal combustion an. its conse0uences,
,n$er certain operating con$itions the combustion $e#iates from its normal Course lea$ing to
loss of performance an$ possible $amage to the engine are terme$ as abnormal combustion (or)
+noc+ing combustion% Conse-uences are (.)% /oss of po0er (1)% Recurring preignition (2)%
3echanical $amage to the engine
1. +hat is e0ui-alence ratio,
The ratio of the actual fuel&air ratio to the stoichiometric fuel 4air ratio%
2. Short note on SI engine e0ui-alence ratio re0uirements,
In a homogeneous mi5ture 0ith e-ui#alence ratio close to .%6 the flame spee$ is normall* of the
or$er of 76cm8s %"o0e#er in a SI engine the ma5imum flame spee$ is obtaine$ 0hen 9 is bet0een .%.
an$ .%1 (i%e%) 0hen the mi5ture is slightl* richer than stoichiometric%
3. +rite the .esirable 0ualities for SI engine fuel,
In or$er to a#oi$ or inhibit $etonation' a high auto ignition temperature an$ a long ignition lag
are the $esirable -ualities for SI engine fuel%
4. E5plain the t6pe of -ibration pro.uce. 7hen auto ignition occurs.
T0o $ifferent #ibrations are pro$uce$%
.% In one case' a large amount of mi5ture ma* auto ignite gi#ing use to a #er* rapi$
increase in pressure throughout the chamber an$ there 0ill be a $irect blo0 on free #ibration of the
engine parts
1% In another case' larger pressure $ifferences ma* e5it in the combustion chamber an$ the
resulting gas #ibration can force the 0alls of the chamber to #ibrate at the same fre-uenc* as the gas%
8. +hat is the metho. to .etect the phenomenon of knocking,
The scientific metho$ to $etect the phenomenon of +noc+ing is to use a pressure transfer this
trans$ucer is connecte$' usuall* to a catho$e ra* oscilloscope% Thus pressure&time traces can be
obtaine$ from the pressure trans$ucer%
#!. 9ist out some of the knock limite. parameters,
The +noc+ limite$ parameters are:
.% :noc+ limite$ compression ratio
1% :noc+ limite$ into pressure
2% :noc+ limite$ In$icate$ mean effecti#e pressure% (:limep)
##. Define performance number,
;erformance number is $efine$ as the ratio% Of :noc+ limite$ In$icate$ mean effecti#e
pressure 0ith the sample fuel to +noc+ limite$ In$icate$ mean effecti#e pressure 0ith ISO&
OCTAE %0hen the inlet pressure is +ept constant%
#. 9ist the factors that are in-ol-e. in either pro.ucing :or; pre-enting knock.
The factors that are in#ol#e$ in either pro$ucing (or) pre#enting +noc+ are temperature'
pressure' $ensit* of the unburne$ charge an$ the time factor%
#/. 9ist the parameters 7hich are affecting knock in SI engine,
The parameters 0hich are $irectl* (or) in$irectl* connecte$ 0ith +noc+ing are
inlet temperature of mi5ture compression ratio' mass of in$ucte$ charge' po0er output of the engine%
#". 9ist the parameters in time factors that re.uce the knocking,
;arameters are turbulence' engine spee$' flame tra#el $istance' combustion
chamber shape an$ location of spar+ plug%
#1. 9ist the composition factors in the knocking,
Air 4fuel ratio an$ octane #alue of the fuel are the composition factors%
#2. +hat are the ob<ecti-es to be kept in min. .uring .esign of combustion chamber,
General ob<ecti#es are
(a) Smooth engine operation (b) 3o$erate rate of pressure rise
(c) Re$ucing the possibilit* of +noc+ing ($) "igh po0er out put an$ thermal efficienc*
#3. +hat are the factors to be consi.ere. to obtain high thermal efficienc6,
Follo0ing are the factors:
.% A high #olumetric efficienc*% 1% Anti +noc+ characteristic must be impro#e$%
2% Compact combustion chamber re$uces heat loss $uring combustion increases
the thermal efficienc*%
#4. +rite the .ifferent t6pes of combustion chambering SI engine,
T&"ea$ t*pe' /& "ea$ t*pe' I& "ea$ t*pe' F& "ea$ t*pe%
#8. +hat are the components re0uire. in the fuel in<ection s6stem,
Components are 4pumping element' metering element' mi5ing element' $istributing element'
Timing control' an$ ambient control%
!. +hat are the a.-antages of fuel $in<ection in an SI engine,
A$#antages are:
.% Increase$ #olumetric efficienc*% 1% =etter thermal efficienc*
2% /o0er e5haust emissions 7% "igh -ualit* fuel $istribution%
#. 9ist the .ra7backs of the carburetion,
.% on uniform $istribution of mi5ture in multi c*lin$er engines%
1% /oss of #olumetric efficienc* $ue to retraction for mi5ture flo0 an$ possibilit* of bac+ firing%
. +hat are the functional re0uirements of an in<ection s6stem,
.% Accurate mi5ing of the fuel in<ecte$ per c*cle% 1% Timing the in<ection of the fuel%
2% ;roper atomi(ation of fuel into fine $roplets 7% ;roper spra* pattern%
>% o lag $uring beginning an$ en$ of in<ection%
/. 9ist some of the important re0uirements of an automobile carburetors,
.% Ease of starting the engine' particularl* un$er lo0 ambient con$itions%
1% Goo$ an$ -uic+ acceleration of the engine%
2% Goo$ fuel econom*%
7% Ensuring full tor-ue at lo0 spee$s%
". +hat are the general t6pes of carburetors,
T*pes are ,;!RA,G"T' !O? !RA,G"T' an$ CROSS !RA,G"T%
1. +hat are the essential parts= compensating .e-ice an. a..itional s6stem :mo.ern;
carburetors,
;arts 4 fuel strainer' float chamber' main metering an$ i$ling s*stem' the cho+e ) the throttle%
Compensating $e#ise& Air 4blee$ <et' compensating <et' Emulsion tube' au5iliar* #al#e an$ port' bac+
suction control mechanism%
A$$itional s*stem 4Ant $ieseling' richer coasting' acceleration pump an$
economic (or) po0er enrichment s*stem%
2. Define carburetion,
The process of formation of a combustible fuel 4air mi5ture b* mi5ing the proper amount of
fuel 0ith air before a$mission to engine c*lin$er is calle$ carburetion%
3. +hat are the factors effecting carburetion,
.% The engine spee$ 1% The #apori(ation characteristics of fuel
2% The temperature of the in coming air 7% The $esign of the carburetor
4. +hat are the .ifferent t6pes air $fuel mi5tures,
.%Chemicall* correct mi5ture 1% Rich mi5ture 2% lean mi5ture%
8. +hat are the .ifferent range of throttle operation
.% I$ling 1% cruising 2% "igh po0er %
)&I* $ II
#. +hat are the stages of combustion in C.I engine,
The stages of combustion in C%I engine are four stages:
Stage I: ignition $ela* perio$ (preparator* phase) Stage 1: ;erio$ of rapi$ combustion%
Stage 2: ;erio$ of controlle$ combustion% Stage 7: ;erio$ of after burning%
. +hat is ignition .ela6 perio.,
The fuel $oes not ignite imme$iatel* upon in<ection into the combustion chamber% There is a
$efinite perio$ of inacti#it* bet0een the time 0hen the first $roplet of fuel hits the hot air in the
combustion chamber an$ the time it starts through the actual burning phase% This perio$ is +no0n as
ignition $ela* perio$%
/. +hat are t7o .ela6s occur in ignition .ela6 perio.,
The t0o $ela*s occur in ignition $ela* perio$ are the ph*sicall* $ela* an$ chemicall* $ela*%
;h*sical $ela* is the time bet0een the beginning of in<ection an$ the attainment of chemical reaction
con$itions% Chemical $ela* is the reaction starts slo0l* an$ then accelerates until the inflammation or
ignition ta+es place%
". 9ist the factors affecting the .ela6 perio.,
The factors affecting the $ela* perio$ are:
.% Compression ratio% 1% Atomi(ation of the fuel%
2% @ualit* of the fuel% 7% Inta+e temperature an$ pressure%
1. E5plain the effect of 0ualit6 of fuel factor on the .ela6 perio.,
Self&ignition temperature is the most important propert* of the fuel 0hich affects the $ela*
perio$% A lo0er self&ignition temperature an$ fuel 0ith higher cetane number gi#e lo0er $ela* perio$
an$ smooth engine operation% Other properties of the fuel 0hich affects the $ela* perio$ are latent
heat' #iscosit* an$ surface tension%
2. 'i-e a comparati-e statement -arious characteristics that re.uces knocking in S.I an. C.I
engine :an6 four;,
S.&> C?%@C*E@IS*ICS S.I E&'I&E C.I E&'I&E
. Ignition temperature of fuel "igh lo0
1 Ignition $ela* long short
2 Compression ratio /o0 high
7 Inlet temperature an$ pressure /o0 "IG"

3. +rite the classification of combustion chamber in C.I engine,
Combustion chamber in C%I engine is classifie$ into t0o categories:
.% !irect&in<ection t*pe 1% In$irect&in<ection t*pe%
4. +hat is calle. .irect in<ection t6pe of combustion chamber,
!irect in<ection t*pe of combustion chamber is also calle$ an open combustion
In this t*pe the entire #olume of the combustion chamber is locate$ in the main c*lin$er an$ the fuel
is in<ecte$ into this #olume%
8. +hat are the t6pes of open combustion chamber,
In open combustion chamber there are man* $esigns some are
a% Shallo0 $epth chamber b% "emisherical chamber
c% C*lin$rical chamber $% Toroi$al chamber
#!. +hat are the a.-antages an. .isa.-antages of open combustion chamber t6pe,
%.-antagesA
.% 3inimum heat loss $uring compression because of lo0er surface area to #olume ratio
1% o col$ starting problems
2% Fine atomi(ation because of multihole no((le
Disa.-antagesA
.% "igh fuel in<ection pressure re-uire$ an$ hence comple5 $esign of fuel in<ection pump
1% ecessit* of accurate metering of fuel b* the in<ection s*stem' particularl* for small engines%
##. +hat is in.irect in<ection t6pe of combustion,
In$irect in<ection t*pe of combustion chamber in 0hich the combustion space is $i#i$e$ in to
t0o or more $istinct compartment connecte$ b* restricts passages% This creates consi$erable pressure
$ifference bet0een them $uring the combustion process%
#. +rite the classification of in.irect in<ection chamber :.i-i.e. combustion chamber;
Classification of $i#i$e$ combustion chamber is
a% S0irl chamber 4 in 0hich compression s0irl is generation%
b% ;recombustion chamber 4 in 0hich combustion s0irl is in$uce$%
c% Air cell chamber 4 in 0hich both compression an$ combustion s0irl are in$uce$%
#/. +hat are the applications of s7irl chamber,
S0irl chamber t*pe fin$s application
a% ?here fuel -ualit* is $ifficult to control
b% ?here reliabilit* un$er a$#erse con$ition is more important than fuel econom*
c% ,se of single hole of larger $iameter for the fuel spra* no((le is often important consi$eration for
the choice of flui$ chamber engine%
#".; 9ist the a.-antages an. .ra7backs of in.irect in<ection chamberA
%.-antagesA
.% In<ection pressure re-uire$ is lo0 1% !irection of spra*ing is not #er* important
Disa.-antagesA
.% ;oor col$ starting performance re-uire$ heater plugs 1% Specific fuel consumption is high
.1. +h6 specific fuel consumption is high in in.irect in<ection t6pe combustion chamberA
Specific fuel consumption is high because there is a loss of pressure $ue to air motion
through the $uct an$ heat loss $ue to large heat transfer area%
#2. +hat is turbo charging,
Energ* a#ailable in the engines e5haust gas is use$ to $ri#e the the turbocharger compressor' 0hich
raises the inlet flui$ $ensit* prior to entr* to each engine c*lin$er% This is calle$ turbo charging%
#3. +hat are the ma<or parts of a turbocharger,
The ma<or parts of a turbocharger are turbine 0heel' turbine housing' turbo shaft' compressor
0heel' compressor housing an$ bearing housing%
#4. E5plain the term turbo lag.
In case of turbo charging there is a phenomenon calle$ turbo lag' 0hich refers to the short
$ela* perio$ before the boost or manifol$ pressure' increase% This is $ue to the time the turbocharger
assembl* ta+es the e5haust gases to accelerate the turbine an$ compressor 0heel to spee$ up%
#8. E5plain the function of 7aste gate.
In the turbocharger assembl* there is a control unit calle$ 0aste gate% It is a $iaphragram operate$
#alue that can b*pass part of the gases aroun$ the turbine 0heel 0hen manifol$ pressure is -uite high
this unit limits the ma5imum boost pressure to pre#ent $etonation in S%I engines an$ engine $amage%
!. +h6 there is a large pressure .ifferences across the in<ector noBBle are re0uire.A
The fuel is intro$uce$ in to the c*lin$er of a $iesel engine through a no((le 0ith a large pressure
$ifferences across the no((le <et 0ill enter the chamber at high #elocit* to
.% Atomi(e in to small si(e$ $roplets to enables rapi$ e#aporation an$
1% Tra#erse the combustion chamber in the time a#ailable an$ full* utili(e the air charge%
#. +hat is calle. break up length,
The li-ui$ column bearing the no((le $isintegrates 0ith in the c*lin$er o#er a finite
/ength calle$ the brea+ up length in to $rops of $ifferent si(es%
. +hat are the .ifferent .esigns of noBBle use.,
The $ifferent $esign of no((le use$ is single orifice' multiorifice' throttle or pintle $epen$ing on
the nee$s of the combustion s*stem emplo*e$%
/. +hat are the t7o t6pes of photographic techni0ue use.,
To $istinguish the li-ui$ 4 containing core of the <et an$ the e5tracts of the fuel #apor region of
the spra*' 0hich surroun$s the li-ui$ core' t0o t*pes of photographic techni-ue use$ are bac+lighting
an$ sha$o0 graph%
". E5plain photographic techni0ues metho.A
=ac+ lighting i$entifies region 0here sufficient li-ui$ fuel (as ligaments or $rops) is present to
attenuate the light%
The sha$o0graph techni-ue respon$s to $ensit* gra$ients in the test section so it i$entifies
regions 0here fuel #apor e5ists%
1. 9ist the .roplet siBe .epen.s on -arious factorsA
The $roplet si(es $epen$s on #arious factors are
.% 3ean $roplet si(e $ecreases 0ith increases in
a% In<ection pressure b% air $ensit*
1% 3ean $roplet si(e increases 0ith increases in fuel #iscosit*%
2% Si(e of $roplets increases 0ith increases in the si(e of the orifice%
2. Define flame .e-elopment angleA
The cran+ angle inter#al bet0een the spar+ $ischarge an$ the time 0hen a small but significant
fraction of the c*lin$er mass has burne$ or fuel chemical energ* has been release$
3. Define rapi. burning angleA
The cran+ angle inter#al re-uire$ to burn the bul+ of the charge is $efine$ as the inter#al
bet0een the en$ of the flame $e#elopment stage an$ the en$ of the flame propagation process%
)&I* - III
#. +hat are the ma<or e5haust emissions,?
The ma<or e5haust emissions are
a% ,nburnt h*$rocarbons ("C) b% O5i$es of carbon (co an$ co1)
c% O5i$es of nitrogen (O an$ O1) $% O5i$es of sulphur (SO1 an$ SO2)
e% ;articulates f% Soot an$ smo+e
. +hat are the causes for h6.rocarbon emission from S.I engine?
The causes for h*$ro carbon emission from S%I engine are
.% Incomplete combustion% 1% Cre#ice #olume an$ flo0 in cre#ices% 2% /ea+age past the e5haust #al#e%
7% Aal#e o#er lap% >% !eposits on 0alls% B% Oil on combustion chamber 0alls%
/. +hat are the reasons for incomplete combustion in SI engine,
Incomplete combustion is $ue to
a% Improper mi5ing $ue to incomplete mi5ing of the air an$ fuel% Some fuel particles $o not fin$ the
o5*gen to react 0ith this cause the emissions%
b% Flame -uenching: As the flame goes #er* close to the 0alls it gets -uenche$ at the 0alls lea#ing a
small #olume of unreacte$ air fuel mi5ture%
". +hat are the reasons for flame 0uenching,?
The reason for flame -uenching is the e5pansion of gases% (i) As the piston mo#es $o0n from
T!C to =!C $uring po0er stro+e' e5pansion of the gases lo0ers both pressure an$ temperature 0ith
in the c*lin$er% This ma+es combustion slo0 an$ finall* -uenches the flame an$ causes the emissions%
(ii) "igh e5haust gas contamination causes poor combustion an$ 0hich in turn causes -uenching
$uring e5pansion%
(iii) As the flame goes #er* close to the 0alls it gets -uenche$ at the 0alls lea#ing a small #olume of
unreacte$ air&fuel mi5ture%
1. ?o7 the oil consumption increases in IC engines an. 7hat are the effects?
Often as engines ages' $ue o 0ear' clearance bet0een the pistons an$ c*lin$er 0all increases%
This increases oil consumption contributes to increases in the emissions in three 0a*s%
a% There is an a$$e$ cre#ices #olume%
b. There is a$$e$ absorption 4 $esorption of fuel in the thic+er oil film on c*lin$er 0alls
c. There is oil burne$ in the combustion process
2. +rite a short note on carbon mono5i.e emissions?
Carbon mono5i$e is a colourless an$ o$ourless but a poisonous gas% It is generate$ in an engine
0hen it is operate$ 0ith a fuel rich e-ui#alance ratio% ;oormi5ing' local rich regions' an$ incomplete
combustion 0ill also be the source for co emissions%
3. +hat is photochemical smog,?
O5 is the primar* causes of photochemical smog' Smog is forme$ b* the photochemical reaction
of automobiles e5haust an$ atmosheric air in the presence of sunlight%
O1 C energ* from sunlight O C O Csmog
4. +hat are soot particles,?
Soot particles are clusters of soli$ carbon sheres% These spheres ha#e $iameter from Dnm to D6nm
(.nm E .6
&D
)% =ut most of them are 0ith in the range of .> 4 26nm% The spheres are soli$ carbon 0ith
"C an$ traces of other components absorbe$ on the surface% Single soot particles ma* contain up to
>666 carbon spheres%
8. +hich is the most effecti-e after treatment for re.ucing engine emissions?
The catal*tic con#erter is the most effecti#e after treatment for re$ucing engine emissions foun$
on most automobiles% Co can be o5i$i(e$ to CO1 an$ "1O in e5haust s*stem an$ thermal con#erters if
the temperature is hel$ at B66& F66

C% If certain catal*sts are present' the temperature nee$e$ to

sustain these o5i$ation processes is re$uce$ to 1>6 & 266

C' ma+ing for a much more attracti#e

s*stem%
#!. +hat is a catal6st,?
A catal*st is a substance that accelerates chemical reaction b* lo0ering the energ* nee$e$ for it to
procee$% The catal*st is not consume$ in the reaction an$ so functions in$efinitel* unless $egra$e$ b*
heat age contaminants or other factors%
##. 9ist the materials use. as catal6st?
The catal*st materials most commonl* use$ are a% platinum b. palla$ium c. rho$ium%
#. +h6 catal6tic con-erter calle. as three 7a6 con-erters?
Catal*tic con#erters are calle$ as three 0a* con#erters because the* are use$ to re$uce the
concentration of CO' "C an$ O5 in the e5haust%
#/. +hat are the t6pes of ceramic structure use. in catal6tic con-ertor,?
Insi$e the container is a process ceramic structure through 0hich the e5haust gas flo0s%
a% The ceramic is a single hone* comb structure 0ith man* flo0 passages%
b% Some con#erters use loose granular ceramic 0ith the gas passing bet0een the pac+e$ spheres%
#". 9ist out the .ra7backs of catal6tic con-erters?
a. Sulphur offers uni-ue problems for catal*tic con#erters some catal*st promote the con#ersion of
SO1 to SO2 0hich e#entuall* con#erte$ to sulphuric aci$% This $egre$s the catal*tic con#ertor an$
contributes to aci$ rain%
b. Catal*tic con#erters are not #er* efficient 0hen the* are col$% ?hen an engine is starte$ after not
being operate$ for se#eral hours it ta+es se#eral minute for the con#erter to reach an efficient
operating temperature calle$ as col$ start up problem%
#1. +hat are the metho.s of catal6tic con-erters preheating,
The metho$s of catal*tic con#erters preheating inclu$e$ the follo0ing
a% =* locating the con#erters close to the engine b% =* ha#ing superinsulation
c% =* emplo*ing electric preheating $% =* using flame heating
e% Incorporating thermal batteries%
#2. 9ist the in-isible an. -isible emission
In-isible emissionA ?ater #apour' carbon $io5i$e' o5i$es of nitrogen' unburnt h*$rocarbons' carbon
mono5i$e' al$eh*es%
Visible emissionA Smo+e' particulate%
#3. +hat are the metho.s of measuring the follo7ing emission,
a. O5i$es of nitrogen E C"E3I/,3IESCECE AA/GHER
b. Carbon mono5i$e E O !IS;ERSIAE IFRARE! AA/GHER
c. ,nburne$ h*$rocarbons E F/A3E IOIHATIO !ETECTOR (FI!)

)&I*-IV
#. +rite the a.-antage an. .isa.-antage of alcohol as a fuel,
The a$#antages of alcohols a fuel are:
.% it is a high octane fuel 0ith anti+noc+ in$e5 number (octane number) of o#er .66%
1% Alcohols ha#e lo0 sulphur content in the fuel%
2% It pro$uces less o#erall emissions 0hen compare$ 0ith gasoline
!isa$#antages:
.% Alcohols ha#e poor ignition characteristics in general%
1% There is a possibilit* of #apor loc+ in fuel $eli#er* s*stem%
2% It has poor col$ 0eather starting characteristics $ue to lo0 #apor pressure an$ e#aporation%
. +hat is the problem 7ith gasoline-alcohol mi5ture as a fuelI
;roblems 0ith gasoline&alcohol mi5ture as a fuel are the ten$enc* for alcohol to combine 0ith an*
0ater present% ?hen this happens the alcohol separates to locall* from the gasoline' resulting in a non&
homogenous mi5ture% This causes the engine to run erraticall* $ue to the large air&fuel ratio $ifference
bet0een the t0o fuels%
/. +rite the sources for methanol,
3ethanol can be obtaine$ from man* sources' both fossil an$ rene0able% These inclu$e coal'
petroleum' natural gas' biomass' 0oo$ lan$fills an$ e#en the ocean%
". +rite the source for ethanol,
Ethanol can be ma$e from eth*lene (or) from fermentation of grains an$ sugar% 3uch of it is ma$e
from sugarcane' sugarbeets' an$ e#en cellulose (0oo$ an$ paper)%
1. +hat are the techni0ues of using alcohol in .iesel engine fuel,
The techni-ues of using alcohol in $iesel engine are:
.% Alcohol $iesel emulsions% 1% !ual fuel in<ection%
2% Alcohol fumigation% 7% Surface ignition of alcohols%
2. +hat are the metho.s are a.opte. for in.uction of alcohol into intake manifol.,
The metho$s are a$opte$ for in$uction of alcohol into inta+e manifol$ micro fog unit' pneumatic
spra* no((le' #apori(er' carburetor an$ fuel in<ector%
3. 9ist the a.-antages of h6.rogen as an IC engine,
A$#antages
.% /o0 emissions%
1% Fuel a#ailabilit*%
2% Fuel lea+age to en#ironment is not a pollutant
7% "igh energ* continent per #olume 0hen store$ as a li-ui$%
4. 9ist the .isa.-antages of using h6.rogen as a fuel,
!isa$#antages
!ifficult to re fuel%
Fuel cost 0oul$ be high at present $a*Js technolog* an$ a#ailabilit*%
;oor engine #olumetric efficienc*%
"igh O5 emission because of high flame%
8. +rite the metho.s for h6.rogen can be use. in SI engines,
"*$rogen can be use$ in SI engines b* three metho$s
=* manifol$ in$uction
=* $irect intro$uction of h*$rogen into the c*lin$er%
=* supplementing gasoline%
#!. 9ist the a.-antages of natural gas,
A$#antages:
Octane number is aroun$ .16' 0hich ma+es it a #er* goo$ SI engines fuel%
/o0 engine emissions
Fulel is fairl* abun$ant 0orl$0i$e%
##. 9ist the .isa.-antages of natural gas,
!isa$#antages:
/o0 energ* $ensit* resulting in lo0 engine performance%
/o0 engine #olumetric efficienc* because it is a gaseous fuel%
Refueling is a slo0 process%
#. +rite the t7o t6pes of 9(' use. in automobiles engine,
T0o t*pe of /;G use$ in automobile engines:
One is propane an$ the other is butane' sometimes in mi5ture of propane an$ butane is use$
as /;G in auto mobile engine%
#/. +hat are the a.-antages of 9(',
/;G mi5es 0ith air at all temperatures%
/;G has high anti+noc+ characteristics%
There is no crac+ case $ilution' because the fuel is in the form of #apor%
#". +rite the .isa.-antages of 9(',
A special fuel fee$ s*stem is re-uire$ for li-ui$ petroleum gas%
A goo$ cooling s*stem is -uite necessar*%
The #ehicle 0eight is increase$ $ue to the use of hea#* pressure c*lin$er for storing /;G%
#1. +rite the impro-ements re0uire. for the 9(' -ehicle in future,
Effort must be ma$e to ha#e more /;G filling stations at con#enient locations' so that /;G
tan+ can be fille$ up easil*%
Safet* $e#ices are to be intro$uce$ to pre#ent acci$ents $ue to e5plosion of gas c*lin$ers (or)
/ea+age in the gas pipes%
#2. Compare the petrol an. 9(',
(E*@>9 9IQ)IED (E*@>9EM '%S
Octane rating of petrol is K. Octane rating of /;G is ..6%
;etrol has o$ours /;G is o$ourless%
In or$er to increase octane number /;G is lea$ free 0ith high Octane number%
)&I*-V
#. +hat is lean burn engine,
/ean burn engine is a la* out of Otto c*cle engine $esigne$ to permit the combustion of lean air fuel
mi5ture an$ to obtain simultaneousl* lo0 emission #alues as high fuel econom*% It is $esigne$ to
operate effecti#el* in the air fuel ratio #"A#-#2A#to !A#-A#. ?hen the lean compression ratio'
combustion chamber shape' ignition s*stem' the lean limit are successfull* optimi(e$' the engine is
refuse$ to as a lean burn engine%
. +h6 lean mi5ture is preferre. in SI engine,
/ean mi5ture is preferre$ in SI engine because of the follo0ing facts:
/o0er pollutants%
Goo$ fuel econom*%
"eat transfer losses to the cooing me$ium are re$uce$ because of lo0er pea+ temperatures%
Since lean mi5ture are less pro#e to +noc+ing%
/. +hat are the mo.ifications to be ma.e to con-ert an e5isting engine as a lean burn engine,
The mo$ifications to be ma$e to comments an e5isting engine as a lean burn engine are:
Increasing the compression ratio of the engine to accurate flame propagation%
Increasing the s0irl an$ turbulence of the mi5ture in or$er to increase flame spee$%
Catal*tic acti#ation of the charge in the combustion chamber%
". ?o7 the stratifie. charge engine can be characterise.,
The stratifie$ charge engine can be characterise$ b* the follo0ing features:
Relati#el* high compression ratio
Abilit* of $irect c*lin$er fuel in<ection #ariations to run unthrottle$%
Stratification of the charge mi5ture into $istinctl* $ifferent rich an$ lean air fuel ratios%
1. 9ist the a.-antages of the stratifie. charge engine.
The a$#antages of the stratifie$ charge engines are:
/o0 octane fuels (cheaper fuels) can be use$ at higher compression ratios%
/oa$ control can be achie#e$ 0ithout air throttling
@uiet in operation%
3ulti fuels gi#e more or less e-ual performance%
2. +hat are the main .isa.-antages of the stratifie. charge engine,
The main $isa$#antages of the stratifie$ charge engines are:
3a5imum output (from the air in the c*lin$er (i%e%) complete utili(ation of air) is not achie#e$%
The a$$e$ cost of the in<ection8mo$ifie$ combustion s*stems%
A$$e$ complication of in<ection an$ spar+ ignition s*stems%
3. +rite short notes on plasma <et ignition s6stem.
The plasma <et ignition s*stem uses a plasma <et spar+ plug% This s*stem can be consi$ere$ as a form
of electrical torch ignition' since the ignition source is hot <et plasma 0hich pro<ect 0ell a0a* from
the spar+ plug% The plasma <et ignition sources is turbulent an$ electro$eless' both $esirable features
for igniting marginal mi5tures%
4. +hat are the factors that influence the operation of the plasma <et plug,
The factors that can influence the operation of the plasma <et plug are the amount of the applie$
electrical energ*' the rate of energ* $eli#er*' the ca#it* #olume' the ca#it* $imensions' the orifice si(e'
the ambient gas pressure an$ the -uantit* of fuel present in the ca#it*%
8. +hat are the reasons for automoti-e engines e0uippe. 7ith gasoline in<ection s6stem,
Some of the recent automoti#e engines are e-uippe$ 0ith gasoline in<ection s*stem' instea$ of a
carburetion for the reasons: (.) To ha#e uniform $istribution of fuel in a multi c*lin$er engine% (1) To
impro#e breathing capacit* (i%e%) #olumetric efficienc*% (2) To re$uce or eliminate $etonation%
#!. +hat are the t6pes of in<ection s6stems,
.% Gasoline !irect In<ection (G!I) in to the c*lin$er
1% ;ort in<ection (a) time$ (b) continuous
2% 3anifol$ in<ection
##. +hat are the ob<ecti-e of the fuel in<ection s6stem,
The ob<ecti#es of the fuel in<ection s*stem are to meter' atomi(e an$ uniforml* $istribute the fuel
throughout the air mass in the c*lin$er%
#. +hat are the components of in<ection s6stemI
The components of in<ection s*stem are:
.% ;umping element 1% 3etering element 2% 3i5ing element
7% 3i5ture control >% Timing control
#/. +rite notes on continuous in<ection s6stem.
Continuous in<ection s*stem usuall* has a rotar* pump% The pump maintains the fuel line gauge
pressure of about !.31 to #.1 bar% The s*stem in<ects the fuel through a no((le locate$ in manifol$
imme$iatel* $o0n stream of the throttle plate%
#". E5plain the functions of the follo7ing components.
:a; (umping element= :b; Metering element= :c; *iming control= :.; %mbient control.
:a;(umping element& mo#es the fuel from the fuel tan+ to the in<ector% This inclu$e necessar* piping'
filter etc%
:b;Metering element& measures an$ supplies the fuel at the rate $eman$e$ b* loa$ an$ spee$
con$itions of the engine%
:c;*iming control& fi5es the start an$ stop of the fuel&air mi5ing process%
:.;%mbient control&compensates for charges in temperature an$ pressure of either air or fuel that
ma* affect the #arious elements of the s*stem%
#1.+rite the a.-antages of homogeneous charge compression ignition engine,
.% /o0er O5 an$ particulate emissions 1% "igh thermal efficienc*
#2. +hat are the fuels use. in ?CCI engines,
!iesel ' gasoline ' methanol ' natural gas an$ h*$rogen
#3. 9ist the .isa.-antages of homogeneous charge compression ignition engine,
The ma<or problem is controlling the ignition timing o#er a 0i$e lea$ an$ spee$%
;o0er $ensit* is limite$ b* combustion noise an$ high pea+ pressure%
(art $ C
)&I*- I
.% !iscuses 0h* a mo$ern carburetor is being replace$ b* an in<ection s*stem in SI engineI
1% E5plain the factors that affect the process of carburetionI
2% ?hat are $ifferent air 4fuel mi5ture on 0hich an engine can be operate$I
7% E5plain the follo0ing.% Rich mi5ture' 1% Stoichiometric mi5ture 2% /ean mi5ture%
>% "o0 the po0er an$ efficienc* of the SI engine #ar* 0ith air& fuel ratio for
$ifferent loa$ an$ spee$ con$itionsI
B% =* means of suitable graph e5plain the necessar* carburetor performance to fulfill engine
re-uirementsI
F% E5plain 0h* a rich mi5ture is re-uire$ for the follo0ing .% I$ling 1% 3a5imum po0er an$ su$$en
acceleration%
K% !escribe briefl* the 3;FI s*stem 0ith a neat s+etchI
D% E5plain port in<ection an$ throttle bo$* in<ection s*stemI
.6% !escribe !& 3;FI an$ /&3;FI in<ection s*stemI
..% =riefl* e5plain the stages of combustion in SI engines elaborating the flame front ;ropagation
.1% E5plain the #arious factors that influence the phenomena of +noc+ in SI enginesI
.2% E5plain the effete of #arious engine #ariables on SI engine +noc+%
.7% ?hat are the #arious t*pes of combustion chamber s use$ in SI enginesI E5plain them briefl*I
)&I* - II
.% =ring out clearl* the process of combustion in CI engines an$ also e5plain the #arious stages of
combustion% ?hat is $ela* perio$ an$ 0hat are the factors that affect the $ela* perio$I
1% E5plain 0ith figures #arious t*pes of combustion chambers use$ in CI engines%
2% E5plain Turbo charging in CI engines%
7% E5plain 0ith heat s+etch about the air #ition
>% ?hat are the effects of trubocharging on CI enginesI
B% Compare in$uction s0irl 0ith compression s0irl 0ith respect to their a$#antages an$ $isa$#antages%
F% ?hat are the main factors affecting the penetration of the fuel spra* in CI enginesI
K% E5plain about the fuel spra* beha#iorI
)&I* III
.% !escribe in $etail the causes of h*$rocarbon emissions from SI engines%
1% ?hat are catal*tic con#ertersI "o0 are the* helpful in re$ucing "C' CO an$ O5 emissionsI
2% Gi#e a brief account of emissions from CI engines%
7% E5plain the internationall* accepte$ metho$s of measuring the follo0ing in#isible emission
>% i) O5i$es of nitrogen (ii) Carbon mono5i$e (iii) ,nburne$ h*$rocarbons
B% ?hat is smo+e an$ classif* the measurement of smo+eI
)&I* $ IV
.% E5plain the reasons for loo+ing for alternate fules for IC engines%
1% E5plain alcohols as alternate fuels for IC engines bringing out their merits an$ $emerits%
2% E5plain the possibilit* of using reformulate$ gasoline an$ 0ater gasoline mi5ture as alternate fuel%
7% Can alcohol be use$ for CI engines I E5plain%
>% E5plain 0ith a neat s+etch the surface&ignition alcohol engine%
B% ?hat are the a$#antages an$ $isa$#antages of using h*$rogen in SI engine%
F% E5plain the t0o metho$s b* 0hich h*$rogen can be use$ in CI engine%
K% ?hat is natural gasI /ist the a$#antages an$ $isa$#antages of using natural gas as alternate fuelsI
D% Gi#e a brief account of /;G being use$ as an alternate fuel in SI engineI
.6% ?hat are the a$#antages an$ $isa$#antages of using /;G in SI enginesI
..% Compare /;G an$ petrol as fuel for SI engines%
)&I* $ V
.% ?hat is the necessit* for gasoline in<ectionI E5plain 0ith suitable s+etch%
1% ?ith neat s+etch' e5plain the e5haust emissions 0ith $ifferent air&fuel ratio lean burn spar+ ignition
engines%
2% ?hat $o *ou un$erstan$ b* charge stratificationI E5plain the metho$ of achie#ing the same 0ith
suitable s+etches% !iscuss the a$#antages an$ $isa$#antages of charge stratification%
7% E5plain briefl* plasma 4 <et ignition s*stem%
>% ?hat is a learn burn engineI ?hat are the a$#antages of using learn mi5ture in SI engineI
B% E5plain the characteristics of "omogeneous charge compression ignition engine%
F% E5plain gasoline $irect in<ection engine%