Ic Engine Intro

INTERNAL COMBUSTION ENGINES
Sub Code: ME0441 Credits:(4-0-0)

Hrs / Week : 04 CIE : 50% SEE : 50 %
BY
Er.VIJAYAKUMARA.M
MTech in Thermal Engineering
Assistant Professor
Mechanical Engineering Department
The National Institute of Engineering
Mysore-570 008.
Karnataka, India
1
TEXT BOOKS:
1.I.C. engines by M.L. Mathur and R.P. Sharma, Dhanpat Rai
Publications -2012.
2.Internal Combustion Engines by V.Ganeshan, Tata McGraw Hill,
3rd Ed. 2009.
3.Fundamentals of Internal Combustion Engines by J.B.
Heywood, Tata McGraw Hill, 1988
REFERENCE BOOKS:
1.Engineering fundamentals of the I.C. Engine by Willard
W.Pulkrabek, Year 1998.
2.Combustion Engine Process by Lichty Judge, Year 2000.
3.A course in I.C.Engines by V.M. Domkundawar, Dhanpathrai
Publications -1999.
4.wikipedia.com
VIJAYAKUMARA M ME NIE MYSORE 2

Objectives
After studying this unit you should be able to
know
How internal combustion engines are classified,
Applied Thermal Engineering on which cycles
these engines work,
How and how many times the piston has to
move to and fro to complete a cycle,
What fuels are used in these engines and if there
are any harmful effects.
Introduction:
An Engine is a device which transforms the chemical energy
of a fuel into thermal energy and uses this thermal energy to
produce mechanical work.
Engines normally convert thermal energy into mechanical
work and therefore they are called heat engines.
Heat engines can be broadly classified into :
i) External combustion engines ( E C Engines)
ii) Internal combustion engines ( I C Engines )

Heat Engines
Heat Engines
Open Wankel Gasoline Diesel Steam Stirling Steam Closed

cyclegas engine engine engine engine engine turbine Cycle gas
turbine VIJAYAKUMARA M ME NIE MYSORE turbine5
External combustion engines ( E C
Engines)
Figure 1 : External Combustion Engine

Internal combustion engines can be classified as
Continuous IC engines and Intermittent IC engines.
Continuous IC Engines
In continuous IC
engines products
of combustion of
the fuel enters into
the prime mover as
the working fluid.
Figure 2: Continuous IC Engines

Intermittent Internal Combustion Engine
Fig: Intermittent internal combustion engine

ADVANTAGES OF INTERNAL COMBUSTION
ENGINES
1. Greater mechanical simplicity.
2. Higher power output per unit weight because of absence of
auxiliary units like boiler , condenser and feed pump.
3. Low initial cost
4. Higher brake thermal efficiency as only a small fraction of
heat energy of the fuel is dissipated to cooling system.
5. These units are compact and requires less space.
6. Easy starting from cold conditions.

DISADVANTAGES OF INTERNAL
COMBUSTION ENGINES
1. I C engines cannot use solid fuels which are cheaper. Only
liquid or gaseous fuel of given specification can be
efficiently used. These fuels are relatively more expensive.
2. I C engines have reciprocating parts and hence balancing
of them is problem and they are also susceptible to
mechanical vibrations.

History
Internal combustion engines date back to 1876 when Otto
first developed the spark-ignition engine and 1892 when
Rudolf Diesel invented the compression-ignition engine.
Since that time these engines have continued to develop as
our knowledge of engine processes has increased, as new
technologies became available, as demand for new types of
engine arose, and as environmental constraints on engine
use changed.
Internal combustion engines, and the industries that develop
and manufacture them and support their use, now play a
dominant role in the fields of power, propulsion, and
energy.

The last twenty-five years or so have seen an explosive
growth in engine research and development as the issues of
air pollution, fuel cost, and market competitiveness have
become increasingly important.
A more successful development-an atmospheric engine
introduced in 1867 by Nicolaus A. Otto (1832-1891) and
Eugen Langen (1833-1895)-used the pressure rise resulting
from combustion of the fuel-air charge early in the outward
stroke to accelerate a free piston and rack assembly so its
momentum would generate a vacuum in the cylinder.

In 1892, the German engineer Rudolf Diesel (1858-1913)
outlined in his patent a new form of internal combustion
engine. His concept of initiating combustion by injecting a
liquid fuel into air heated solely by compression permitted
a doubling of efficiency over other internal combustion
engines.
Much greater expansion ratios, without detonation or
knock, were now possible

CLASSIFICATION OF INTERNAL
COMBUSTION ENGINES.
There are different types of IC engines that can be classified
on the following basis.
1. According to thermodynamic cycle
i) Otto cycle engine or Constant volume heat supplied cycle.
ii) Diesel cycle engine or Constant pressure heat supplied
cycle
iii) Dual-combustion cycle engine
2. According to the fuel used:
i) Petrol engine ii) Diesel engine iii) Gas engine
3. According to the cycle of operation:
i) Two stroke engine ii) Four stroke engine
4. According to the method of ignition:
i) Spark ignition (SI) engine ii) Compression ignition (CI )
engine
5. According to the number of cylinders.
i) Single cylinder engine ii) Multi cylinder engine
6. According to the arrangement of cylinder:
i) Horizontal engine ii) Vertical engine iii) V-engine
v) In-line engine vi) Radial engine, etc.
7. According to the method of cooling the cylinder:
i) Air cooled engine ii) Water cooled engine

8. According to their applications:
i) Stationary engine ii) Automobile engine iii) Aero engine
iv) Locomotive engine v) Marine engine, etc.

INTERNAL COMBUSTION ENGINE
PARTS AND THEIR FUNCTION
1. Cylinder :- It is a container fitted with piston, where the
fuel is burnt and power is produced.
2.Cylinder Head/Cylinder Cover:-One end of the cylinder
is closed by means of cylinder head. This consists of inlet
valve for admitting air fuel mixture and exhaust valve for
removing the products of combustion.
3. Piston:- Piston is used to reciprocate inside the cylinder.
It transmits the energy to crankshaft through connecting
rod.
4. Piston Rings:- These are used to maintain a pressure
tight seal between the piston and cylinder walls and also it
transfer the heat from the piston head to cylinder walls.

5. Connecting Rod:- One end of the connecting rod is
connected to piston through piston pin while the other is
connected to crank through crank pin. It transmits the
reciprocatory motion of piston to rotary crank.
6. Crank:- It is a lever between connecting rod and crank
shaft.
7. Crank Shaft:- The function of crank shaft is to transform
reciprocating motion in to a rotary motion.
8. Fly wheel:- Fly wheel is a rotating mass used as an energy
storing device.
9. Crank Case:- It supports and covers the cylinder and the
crank shaft. It is used to store the lubricating oil.
IC ENGINE TERMINOLOGY

Bore: The inside diameter of the cylinder is called the
bore.
Stroke: The linear distance along the cylinder axis
between the two limiting positions of the piston is called
stroke.
Top Dead Centre (T.D.C) : The top most position of the
piston towards cover end side of the cylinder is called top
dead centre. In case of horizontal engine, it is called as
inner dead centre
Bottom Dead Centre (B.D.C):The lowest position of the
piston towards the crank end side of the cylinder is called
bottom dead centre. In case of horizontal engine, it is
called outer dead centre (O.D.C).

Clearance Volume: The volume contained in the cylinder
above the top of the piston, when the piston is at the top
dead centre is called clearance volume.
Compression ratio : It is the ratio of total cylinder volume
to clearance volume.

Four-Stroke Petrol Engine OR Four stroke
Spark Ignition Engine (S.I. engine)
The four-stroke cycle petrol engines operate on Otto
(constant volume) cycle shown in Figure . Since ignition
in these engines is due to a spark, they are also called
spark ignition engines.
The four different strokes are:
i) Suction stroke
ii) Compression stroke
iii) Working or power
or expansion stroke
iv) Exhaust stroke.

The construction and working of a four-
stroke petrol engine

stroke petrol engine

Four Stroke Diesel Engine (Four Stroke
Compression Ignition Engine C.I.Engine)
The four stroke cycle diesel
engine operates on diesel cycle
or constant pressure cycle.
Since ignition in these engines
is due to the temperature of the
compressed air, they are also
called compression ignition
engines. The construction and
working of the four stroke
diesel engine is shown in
figures shows a theoretical
diesel cycle. The four strokes
are as follows:
stroke diesel engine

TWO STROKE CYCLE ENGINE
In two stroke cycle engines, the suction and exhaust strokes
are eliminated.
There are only two remaining strokes i.e., the compression
stroke and power stroke and these are usually called upward
stroke and downward stroke respectively.
Also, instead of valves, there are inlet and exhaust ports in
two stroke cycle engines.
The burnt exhaust gases are forced out through the exhaust
port by a fresh charge which enters the cylinder nearly at the
end of the working stroke through the inlet port.
The process of removing burnt exhaust gases from the engine
cylinder is known as scavenging.
Two Stroke Cycle Petrol Engine
The principle of two-stroke cycle petrol engine is shown
in Figure . Its two strokes are described as follows:

COMPARISON OF SI AND CI ENGINES
SI Engine CI Engine
It works on Otto cycle. It works on Diesel or Dual combustion
A fuel having higher self-ignition cycle.
temperature is desirable, such as petrol A fuel having lower self-ignition
(gasoline). temperature is desirable such as diesel
oil.
Only air is introduced into the cylinder
Air and fuel mixture in gaseous form during the suction stroke and therefore
is inducted through the carburettor in the the carburettor is not required. Fuel is
cylinder during the suction stroke. injected at high pressure through fuel
injectors direct into the combustion
The throttle valve of the carburettor chamber.
controls the quantity of the charge. The The amount of air inducted is fixed but
quality of the charge remains almost the amount of fuel injected is varied by
fixed during normal running conditions regulating the quantity of fuel in the
at variable speed and load. So it is a pump. The air-fuel ratio is varied at
quantity governed engine. varying load. So, it is a quality governed
engine.
Spark is required to bum the fuel. Combustion of fuel takes place on its
For this, an ignition system with spark own with out any external ignition
plugs is required. Because of this it is system. Fuel bums in the presence of
called a spark-ignition (SI) engine. highly compressed air inside the engine
cylinder.
A compression ratio of 6 to 10.5 is A compression ratio of 14 to 22 is
employed. employed. The upper limit of
The upper limit is fixed by the anti- compression ratio is limited by the
knock quality of fuel. The engine tends rapidly increasing weight of the
to knock at higher compression ratios. engine. Engine tends to knock at lower
Part load efficiency is poor, since compression ratios.
even at part load the air/fuel ratio is Part load efficiency is good. As the load
not much varied. In order to improve decreases, the fuel supply to the engine
the part load efficiency of the SI can also be reduced and lean mixture
engine, the MPFI technique of fuel to the engine is then supplied.
supply is used in modem engines. The cost of diesel oil is less than that of
The cost of the petrol is higher than petrol. Moreover, as fuel is sold on
that of the diesel oil. volume basis and diesel oil has higher
specific gravity, more weight is
obtained in one litre.
Noise and vibration are less Noise and vibrations are more
because of less engine weight. because of heavier engine
components due to higher
compression ratio.
The main pollutants are carbon
monoxide (CO), oxides of nitrogen Apart from CO, NOx and HC, soot
(NO.J and hydrocarbons (HC). or smoke particles are also emitted
to the atmosphere.

COMPARISON OF FOUR-STROKE AND
TWO-STROKE ENGINES

Actual Valve Timing Diagram
The valve timing of an engine is set to give the best
possible performance. This means that the valves must be
opened and closed at very precise times.
The traditional way of showing exactly when the valve
opens and closes is by the use of a valve-timing diagram.
As can be seen the valves are opened and closed in relation
to the number of degrees of movement of the crankshaft.
When comparing the diagrams for the petrol engine of
medium and high performance cars, it will be noticed that
the high performance car has larger valve opening periods,
especially the closing of the inlet valve which is later.

This is so that at high operating speeds the increased lag
allows as much pressure energy as possible to be
generated in the cylinder by the incoming air and fuel
charge, prior to its further compression by the rising
piston.
There is also an increase in the value of valve overlap for
the high performance engine. This means that at TDC both
inlet and exhaust valves will be open together for a longer
period of time giving a better breathing of the engine at
these higher engine speeds .

Actual Valve Timing Diagram

Valve timing diagram of 4 stroke petrol
engines
IVO Inlet valve Opens

IVC Inlet Valve Closes
IS Ignition Starts
EVO Exhaust Valve
Opens
EVC Exhaust Valve
Closes
TDC Top Dead Center
BDC Bottom Dead
Center

Theoritical & Actual Valve Timing for 4
stroke Diesel Engine

Valve timing diagram of a four stroke engine gives a clear
idea about the actual position of the piston during the
opening & closing of inlet & exhaust valves.
In practice, the events of the four-stroke cycle do not start
and finish exactly at the two ends of the strokes - to
improve the breathing and exhausting, the inlet valve is
arranged to open before TDC and to close after BDC and
the exhaust valve opens before BDC and closes after
TDC.
These early and late opening and closing events can be
shown on a valve timing diagram such as Fig.

Valve lead :This is where a valve opens so many degrees
of crankshaft rotation before either TDC or BDC.
Valve lag :This is where a valve closes so many degrees of
crankshaft rotation after TDC or BDC.
Valve overlap : This is the condition when both the inlet
and the exhaust valves are open at the same time during so
many degrees of crankshaft rotation.

Variable valve timing
Variable valve timing is a development that has been
enabled by the use of electronic control which permits
valve timing to be changed while the engine is operating,
to suit low speed, intermediate speed and high speed
operation. The variations in inlet valve timing are
approximately as follows:
Low speed inlet valves opened later to improve idling
performance;
Intermediate speed inlet valves opened a few degrees
earlier to take advantage of manifold design and thus
improve cylinder filling and performance.
High speed a larger degree of early opening of the inlet
valves. VIJAYAKUMARA M ME NIE MYSORE 51
Valve timing diagram of 4- stroke
single cylinder diesel engine.
IVO - 25 before TDC
IVC - 30 after BDC
EVO - 45 before BDC
EVC - 15 after TDC
FVO - 15 before TDC
FVC - 25 after TDC

Valve timing diagram of 4- stroke single cylinder petrol
engine.(low speed)
IVO - 10 before TDC
IVC - 20after BDC
EVO - 25 before BDC
EVC - 5 after TDC
Valve timing diagram of 4- stroke single cylinder petrol
engine.(high speed)
IVO - 10 before TDC
IVC - 50 after BDC
EVO - 45before BDC
EVC - 20 after TDC

Port timing diagram of 4- stroke single cylinder petrol
engine
EPO - 45before TDC
EPC - 45 after BDC
TPO - 35 before BDC
TPC - 35 after TDC

Fuel air cycle and Actual cycle
Air - standard cycle is based on several assumptions
Consequently the performance levels are higher
Ex: Thermal efficiency of an SI engine with Comp. Ratio
8:1 is 56% whereas actual is 28%.
Deviation from actual performance attributed to a small

extent to progressive burning of fuel, incomplete
combustion, valve operation etc.
Main reason is the assumptions made.

Fuel air cycle
The gases contain fuel, air, water vapour and residual gas
Fuel - Air ratio varies during operation
Consequently CO2, water vapour etc. change
Specific heats increase with temp.
Fuel, air, do not completely combine chemically at high
temp. (1600K) leads to presence of CO, H2, H and O2 at
equilibrium condition
No. of molecules present after combustion depend and on
pressure and temperature after combustion.

Fuel air cycle assumptions
No chemical change in fuel or air prior to combustion

Subsequent to combustion charge is always in chemical
equilibrium
No heat exchange between cylinders and gas (Adiabatic),
compression and expansion are frictionless
Fluid motion is ignored
For constant volume fuel cycle,
Fuel completed vapourised and mixed with air
Instant burning at TDC (constant vol)

Fuel air cycle - Composition of gas
Air fuel ratio changes during operation

Consequently the composition in exhaust changes (O2,
CO and water vapour)
Fresh charge mixes with the burnt gases
Amount of burnt gases in the cyl. depends on load and
speed
All these are considered in fuel air cycle

Fuel air cycle Variable specific heats
Gases except monoatomic show an increase of specific
heat with temp,
Increase in sp. Ht. does not follow any particular law
Upto 1500 K specific heat follows:
Cp = a + kT, Cv = b + kT
Where a, b and k are constants.
Now R= Cp-Cv = a-b
Above 1500 K specific heat follows:
Cp = a1+k1T + k2 2 , Cv = b1+k1T+k2 2

Fuel air cycle Variable specific heats
When temperature rises larges fraction of heat is required

to produce motion of atoms within molecules
This is does not contribute to temperature rise
Consequently final temp and pressure will be lower

Fuel air cycle Dissociation
Disintegration of combustion products at high temp.
Deemed as reverse process of combustion
During dissociation heat is absorbed
During combustion heat is released
At 1000 C, CO2 will be CO, O2 and little of H2O
CO2 + Heat < =>2 CO + O2 at 1000 C
H2O + Heat < => 2 H2 + O2 at 1300C
Heat released consequent to reversal at the end of power
stroke dissipates into exhaust (not as power)
Dissociation not pronounced in CI due to excess air

Fuel air cycle No. of moles
No. of molecules depends on fuel air ratio, type/extent

of combustion
Pressure depends on no. of molecules and consequently
on work

Effect of dissociation on temp wrt air fuel ratio
Rich mixture : Presence of CO and O2 in burnt gas tend

to prevent dissociation
Lean mixture : Nearly no dissociation due to low temp.

Stoichiometric : Dissociation pronounced
Reduction to the tune of 300 C

Fuel air cycle - Merits
Fairly accurate estimate possible
85% of the actual efficiency
Peak pressure and Exhaust temp. estimate can be
reasonably close to actual engine
Influence of many variables on engine performance
understood better

Actual cycle
Deviates largely from Air- standard cycle and fuel-air
cycle
Efficiency is much lower than Air standard cycle

Actual cycle
( Conditions common to Fuel Air cycle)
Air and fuel mixture combines with products of
combustion of previous cycle
Change in chemical composition of working substance
Variation of specific heats with temp.
Change in composition, temp., and actual amount of fresh
charge because of residual gases

Actual cycle
(Conditions Exclusive, Responsible for the difference
between Actual cycle and Fuel-air cycle
Progressive combustion (not instantaneous)
Heat transfer to and from working medium
Exhaust blow-down (loss of work due to early EVO)
Gas leakage, fluid friction

Actual cycle
Major influencing factors:
Time loss factor- loss due to time required for mixing of
air and fuel as also for combustion
Heat loss factor loss of heat from gases to cylinder walls
Exhaust blow-down factor loss of work due to early
EVO in the power stroke

Performance Parameters
(a) Power and Mechanical Efficiency.
(b) Mean Effective Pressure and Torque.
(c) Specific Output.
(d) Volumetric Efficiency.
(e) Fuel-air Ratio.
(f) Specific Fuel Consumption.
(g) Thermal Efficiency and Heat Balance.
(h) Exhaust Smoke and Other Emissions.
(i) Specific Weight.

Power and Mechanical Efficiency
The main purpose of running an engine is to obtain
mechanical power.
Power is defined as the rate of doing work and is equal to
the product of force and linear velocity or the product of
torque and angular velocity.
Thus, the measurement of power involves the
measurement of force(or torque) as well as speed. The
force or torque is measured with the help of a
dynamometer and the speed by a tachometer.
The power developed by an engine and measured at the
output shaft is called the brake power (bp) and is given by,
P=2NT/60
where, T is torque in N-m and N is the rotational speed in
revolutions per minute.
The total power developed by combustion of fuel in the
combustion chamber is, however, more than the bp and is
called indicated power (ip).
Of the power developed by the engine, i.e. ip, some power
is consumed in overcoming the friction between moving
parts, some in the process of inducting the air and
removing the products of combustion from the engine
combustion chamber.

Indicated Power IC Engine Testing
It is the power developed in the cylinder and thus, forms
the basis of evaluation of combustion efficiency or the
heat release in the cylinder.
IP= pim LANk/60
where, pm = Mean effective pressure, N/m2,
L = Length of the stroke, m,
A = Area of the piston, m2,
N = Rotational speed of the engine, rpm (It is N/2 for four
stroke engine) and
k = Number of cylinders.
Thus, we see that for a given engine the power output can
be measured in terms of mean effective pressure.

The difference between the ip and bp is the indication of
the power lost in the mechanical components of the engine
(due to friction) and forms the basis of mechanical
efficiency; which is defined as follows :
Mechanical efficiency=bp/ip
The difference between ip and bp is called friction power
(fp).
fp = ip bp
Mechanical efficiency= bp /(bp+fp)

Mean Effective Pressure and Torque
Mean effective pressure is defined as a hypothetical/average
pressure which is assumed to be acting on the piston
throughout the power stroke. Therefore,
Pm=ip 60 / LANk
where, Pm = Mean effective pressure, N/m2,
Ip = Indicated power, Watt,
L = Length of the stroke, m,
A = Area of the piston, m2,
N = Rotational speed of the engine, rpm (It is N/2 for four
stroke engine) and
k = Number of cylinders.
If the mean effective pressure is based on bp it is called the
brake mean effective pressure (bmep Pmb replace ip by
bp), and if based on ihp it is called indicated mean effective
pressure (imep). Similarly, the friction mean effective
pressure (fmep) can be defined as,
fmep = imep-bmep
The torque is related to mean effective pressure by the
relation
P=2NT/60
IP= pim LANk/60
By equation
2NT/60= bemp.A.L.Nk/60
T=( bemp.A.L.k) / 2
Specific Output
Specific output of an engine is defined as the brake power
(output) per unit of piston displacement and is given by,
Specific output=Bp /A L
= Constant bmep rpm
The specific output consists of two elements the bmep
(force)available to work and the speed with which it is
working.
Therefore, for the same piston displacement and bmep an
engine operating at higher speed will give more output.
It is clear that the output of an engine can be increased by
increasing either speed or bmep. Increasing speed involves
increase in the mechanical stress of various engine parts
whereas increasing bmep requires better heat release and
more load on engine cylinder.
Volumetric Efficiency
Volumetric efficiency of an engine is an indication of the
measure of the degree to which the engine fills its swept
volume.
It is defined as the ratio of the mass of air inducted into the
engine cylinder during the suction stroke to the mass of the
air corresponding to the swept volume of the engine at
atmospheric pressure and temperature.
Alternatively, it can be defined as the ratio of the actual
volume inhaled during suction stroke measured at intake
conditions to the swept volume of the piston.
Volumetric efficiency, v =
Mass of charge actually sucked in / Mass of charge
corresponding to the cylinder intake P and T conditions
The amount of air taken inside the cylinder is dependent on the
volumetric efficiency of an engine and hence puts a limit on the
amount of fuel which can be efficiently burned and the power
output.
For supercharged engine the volumetric efficiency has no
meaning as it comes out to be more than unity.
Fuel-Air Ratio (F/A)
Fuel-air ratio (F/A) is the ratio of the mass of fuel to the mass of
air in the fuel-air mixture. Air-fuel ratio (A/F) is reciprocal of
fuel-air ratio.
Fuel-air ratio of the mixture affects the combustion
phenomenon in that it determines the flame propagation
velocity, the heat release in the combustion chamber, the
maximum temperature and the completeness of combustion.
Relative fuel-air ratio is defined as the ratio of the actual
fuel-air ratio to that of the stoichiometric fuel-air ratio
required to burn the fuel supplied. Stoichiometric fuel-air
ratio is the ratio of fuel to air is one in which case fuel is
completely burned due to minimum quantity of air supplied.
Relative fuel-air ratio, FR =(Actual fuel-Air ratio)/
(Stoichiometric fuel -Air ratio)
Brake Specific Fuel Consumption
Specific fuel consumption is defined as the amount of fuel
consumed for each unit of brake power developed per hour.
It is a clear indication of the efficiency with which the engine
develops power from fuel.
This parameter is widely used to compare the performance of
different engines.
Thermal Efficiency and Heat Balance
Thermal efficiency of an engine is defined as the ratio of the
output to that of the chemical energy input in the form of fuel
supply. It may be based on brake or indicated output.
It is the true indication of the efficiency with which the
chemical energy of fuel (input) is converted into mechanical
work.
Thermal efficiency also accounts for combustion efficiency,
i.e., for the fact that whole of the chemical energy of the fuel
is not converted into heat energy during combustion.
Brake thermal efficiency = bp / mf Cv
where, Cv = Calorific value of fuel, kJ/kg, and
mf = Mass of fuel supplied, kg/sec.

The energy input to the engine goes out in various forms a
part is in the form of brake output, a part into exhaust, and
the rest is taken by cooling water and the lubricating oil.
The break-up of the total energy input into these different
parts is called the heat balance.
The main components in a heat balance are brake output,
coolant losses, heat going to exhaust, radiation and other
losses.
Preparation of heat balance sheet gives us an idea about the
amount of energy wasted in various parts and allows us to
think of methods to reduce the losses so incurred.

Exhaust Smoke and Other Emissions
Smoke and other exhaust emissions such as oxides of
nitrogen, unburned hydrocarbons, etc. are nuisance for the
public environment. With increasing emphasis on air
pollution control all efforts are being made to keep them as
minimum as it could be.
Smoke is an indication of incomplete combustion. It limits
the output of an engine if air pollution control is the
consideration.
Exhaust emissions have of late become a matter of grave
concern and with the enforcement of legislation on air
pollution in many countries; it has become necessary to view
them as performance parameters.

Specific Weight
Specific weight is defined as the weight of the engine in

kilogram for each brake power developed and is an
indication of the engine bulk.
Specific weight plays an important role in applications such
as power plants for aircrafts.

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INTERNAL COMBUSTION ENGINES

Sub Code: ME0441 Credits:(4-0-0)

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Open Wankel Gasoline Diesel Steam Stirling Steam Closed

Figure 1 : External Combustion Engine

Figure 2: Continuous IC Engines

Fig: Intermittent internal combustion engine

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IVO Inlet valve Opens

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Deviation from actual performance attributed to a small

Main reason is the assumptions made.

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No chemical change in fuel or air prior to combustion

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Air fuel ratio changes during operation

All these are considered in fuel air cycle

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When temperature rises larges fraction of heat is required

This is does not contribute to temperature rise

Consequently final temp and pressure will be lower

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No. of molecules depends on fuel air ratio, type/extent

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Rich mixture : Presence of CO and O2 in burnt gas tend

Lean mixture : Nearly no dissociation due to low temp.

Reduction to the tune of 300 C

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