1.
Kind of ICE plug gives a high-voltage electrical discharge
Basic design (According to the basic engine design)
- Reciprocating engine (piston, cylinder
arrangement)
- Rotary engine (Use of turbine, rotary engine
(Wankel engine))
- Rotary engine structure
- Rotary (Wankel) engine
- Gasoline engine and diesel engine
Fuel used (According to the type of fuel used ):
- Gasoline engine,
- Diesel engine,
- Gas engine (CNG, LPG),
- Alcohol engine (ethanol, methanol etc)
- Dual fuel
Types of ignition (According to the method of
igniting the fuel) :SI CI
Engine cycle (according to the number of Stokes per
cycle)
- Four stoke engine: a four stoke cycle engine
has four stoke movement over two engine
revolutions for each cycle
- Two stoke engine: a two stoke cycle engine
has two stoke movement over one
revolutions for each cycle.
Thermodynamic cycles (According to the working
cycle) :
- Otto cycle (constant volume cycle) engine,
- Diesel cycle (constant pressure cycle) engine,
- Dual combustion cycle
Position and number of cylinders
Valve location
Type of cooling
Air intake process
2. Relation between compresin ratio and
engine performance
Engine performance ratings Comparing the performance
of the engine, a number of standard are available:
- Specific fuel consumption
- bmep, Pa Specific weight
- Output unit of displacement
- Number of cylinder or displacement
3. Difference between SI and CI
Spark ignition engine : A SI engine starts the
combustion process by use of spark plug. The spark
between two electrodes which ignites the fuel-air
mixture gasoline engine-Spark ignition
Compression ignition engine : A CI engine starts self-
ignition of fuel-air mixture due to high-temperature
of compressed air in the combustion chamber. Diesel
engine- Ignition by compression heat
4. Principle of torque and fuel consumption
measurement
From the figure of dynamometer system, rotational
torque T is given by
T=rf=Rp
where P is the measuring load (N) of dynamometer, r is
the flywheel radius (m) and R is the dynamometer arm
length (m).
There are two ways of expressing fuel consumption viz
by volume or by weight during a specified time. Accurate
fuel consumption is very important in engine testing
work. Though this seem to be a simple matter, it is by no
means so as apparent from the occurrence of following
phenomena:
(1)Vapor bubbles are formed in the fuel line because of
engine heat.
(2)If bubbles are formed before or inside the flow meter,
the measured flow can be much higher than actual.
(3)If there is any swirl in the fuel flow especially in the
case of turbine type flowmeter it may register a high
flow rate.
(4) The density of fuel is dependent on temperature
which can vary over a wide range (-10-70 ) giving
rise to erro in measurement.
(5)Some flowmeters which use a light beam, the
measurement may be affected by the color of the fuel.
(6)The needle valve in the float bowl of the carburetor
opens and closes periodically allowing fuel to surge into
the float bowl. This may cause water hammer type effect
making the turbine type flowmeter to continue to rotate
even when fuel flow has stopped, thereby producing
errors in flow measurement.
5. Chassis dynamometer and engine
dynamometer
Chassis Dynamometer is a mechanical device for
measuring power and torque of a car, bike, truck or even
an agricultural machine. The torque produced by an
engine is converted to traction force by transmission
(gearbox, differential) at wheels. can be used not only for
simple torque and power measurement but also fuel
consumption and emission snalysis. In order to determine
real fuel consumption, emissions measurement according
to governmental emissions testing cycles, we use the 9. Energy equation for unsteady flow (steady
chassis dynamometer under the test load. flow)
engine dynamometer is specifically designed to An open system may be in steady flow if all of us
handle the high torque output of engines found in variables are independent of time. Thus steady
the mining, power generation and marine propulsion flow demands that the mass-flow rate into and
industries. out of the system be equal:

1 ( 2 )1 ( )
( )=
3
1 ( )

= = (1 2 ) energy
= = = 0
Must be = 0
6. Break hoursepower and pme 2 2 1 2

= (2 + ) (1 + )
Brake horsepower or shaft horsepower (bhp): is 2 2
measured with all engine components ; the gross bhp And them by the mass flow rate m to yield:
allows removal of fan, muffler and tailpipe 2 2 1 2
Pme: is defoned as that theorical constant preassure = (2 1 ) + [ ]
2
which can be imagined exerted during each power stroke
of engine to produce power equal to the brake power.
10. and difference and actual
7. Methods of air flow measurement example
- Hot wire mass air flow meter One of the more process equations for the ideal gas
common mass air flow sensors is the hot wire
sensor. This type of MAF sensor measures air
mass directly. It uses an electronic control unit, a
temperature sensor, and an electronically heated
wire(s). This wire is heated and maintained at a
certain temperature.
- Karman vortex air flow meter The sensor uses
the Karman-Vortex principle to measure air flow.
When air flows past a stationary object, it creates
turbulence or vortice (swirling eddies of air)
behind the object. It is similar to the wake created
by a passing boat. In the intake manifold flow, the
greater the air flow, the greater the turbulence.
So the air flow sensor measures the amount of
turbulence behind a small object that is placed in
the path of the incoming air to generate an air-
flow signal.
- Vane type air flowmeter Vane airflow sensors
(also identified as airflow meters) are observed : Isothermal process Pv=constant
Bosch L-Jetronic fuel injection, multiport
electronic fuel injection (made below Bosch
license), and Ford vehicles equipped with all the
Bosch multiport EFI , and numerous other make 11. Why we use maxwells relationship
and models of cars.

8. Mechanical efficiency
the ratio of the power delivered by the engine
bhp to the total power developed within the
engine (ihp) is known
 12. Reactive equation of fuels and its
application examples
13. Adiabatic flame temp
The adiabatic flame temperature of a steady-flow
combustion system is determined from the energy
Eq by setting Q=0 and W=0.
14. Energy eq. For reactive system and its
example
15. Terminologuis of combustin and engine
engine is a device which transforms one form of
energy to a mechanical energy (or an other forms)
and utilized this mechanical energy to perform a
useful power.
Combustion is a high-temperature exothermic
reaction between a fuel and an oxidant (usually
oxygen in the atmospheric air)
16. Combustin of hydrocarbons fuels
17. Flame propagation and flame zone etc
Flame propagation: One dimensional flame front
propagating into laminar steady-flow mixture
Vs : flame velocity: Space velocity of the flame front
normal to itself.
Vg : gas or mixture velocity, velocity of unburned
normal to flame front
Vn : normal combustion or burning velocity: Relative
vel of unburned gas normal to the flame front.
Preheat zone: the unburned mixture are heated by
conduction and reach ignition
Reaction zone: chemical energy is converted into
sensible enthalpy
18. Combustin process of SI and CI engine
Combustion process of SI Engine
1. Delay period: a~b
a: ignition,
Ignition =BTDC 10-30deg
(Before TDC)
a-b : 5-10% fuel combustion
2. Main combustion period: b~c
80-90% combustion of mixture
Point c : Maximum pressure
time duration : about 25deg
3. Period of after burning : c~d
5~10 combustion of fuel
Combustion process of CI Engine
Ignition delay period; A-B (First phase of
combustion)
This period is the time span between
commencement of fuel injection and the start of fuel
ignition.
Rapid or uncontrolled combustion ;B-C (Second
phase of combustion)
Usually this phase occurs just after the ignition of the
fuel vapors.
Controlled combustion ;C-D
( Third phase of combustion) is regulated by the rate
at which fuel continues to be delivered.
After Burning; D-E
After burning creates high exhaust temperaturas and
may cause overheating of the engine in severe cases.
Some drop in the maximum firing pressure usually
accompanies this. There is a loss of thermal
efficiency when after burning occurs.
19. Normal cmbustion and adnormal
combustin, knock
Normal combustin: Spark-ignited flame moves
steadily across the combustion chamber until the
combustion of charged mixture is fully completed.
Abnormal combustin: Engine design and operating
parameters, combustion chamber deposits, fuel
composition may prevent occurring of the normal
combustion process. There are two types of
abnormal combustion: Knock, Surface ignition
Combustion with surface ignition, or autoignition, or
with abnormally high release of energy.
Knock is to describe a pinging noise occurred from a
SI engine undergoing abnormal combustion. The
noise is accompanied by shock waves produced in
the cylinder when unburned gas ahead of the flame
auto-ignites. The noise associated with autoignition
of a portion of the mixture ahead of a flame front
advancing at normal velocity
20. Requeriment of fuel injection (system)
Fuel Spray Characteristics
The most important spray characteristics of diesel
fuel may be classified as
(1) Spray tip penetration: Macroscopic quantity is
the maximal distance measured from the injector
nozzle exit to the spray tip. It represents the
maximum penetration length achieved by the 24. Explosin diagram and activation energy.
droplets in the center of the spray. Equilibrium
(2) Cone angle: Macroscopic quantity is the angle Activation energy
between two straight lines originating from the - The least amount of energy needed for a
orifice exit of the nozzle and being tangent to the chemical reaction to take place.
spray outline. Spray cone angle usually ranges from - Minimum energy needed to cause a chemical
5 to 30 deg. reaction
- For example, a mixture(H2+O2) will not react
(3) Droplet size: Microscopic quantity
until its temperature reach the ignition
temperature,
21. Ignition delay? And defination physical and
chemical ignition delays
Ignition delay: is assigned to the time consumed by
both the physical and chemical delays.
Physical delay period: -beginning of injection and
attainment of chemical reaction condition -Fuel
atomized, vaporized,mixed with air and raised in
temp.
Chemical delay: Reaction starts slowly and
accelerates until inflammation or ignition take places
22. Heat relase pattern and its calculation for
CI engine
At a very low pressure range: the reaction occurs slowly
(at steady state.) The pressure increases and reaches Pl :
the first or lower limit pressure

the reaction becomes extremely fast i.e. explosion.

Increasing the pressure, keeps the reaction explosive to
Pu

Pu is the second or upper limit pressure) :the reaction-

steady again and no explosion will occur.
the reaction in steady state until Pt

1.Ignition delay Pt is the third limit pressure: the reaction becomes

2.Rapid combustion explosive again.
3.Controlled combustion This plot is called "the explosion diagram".
4.After burning

23. Break up phenomena of fuel drops

25. Constant Kp

26. Air standard otto, disel, dual, bryton,

sterling and Ericsson cycles
 Dual cycle

DIESEL
Constant pressure
Isentropic
Dual cycle
Isentropic (adiabatic)
constant volumen and constant pressure
Stirling cycle
Isothermal
constant vol.
Ericsson cycle
constant temperature constant pressure
Brayton cycle
constant pressure
isentropic

27. Why we use Ericsson cycle for gas turbine

engine
28. Comparation of Otto, disel, dual cycle
efficiency
Theoretical Otto cycle efficiency
1. Increased by increase in r
2. Increased by increase in
3. Independent of the heat
supplied (independent of load)

Theoretical diesel cycle efficiency