Assignment # 1

Submitted to:
Sir Dr. Muhammad Yasir Javaid
Submitted by:
Ahsan Ali
Subject:
IC Engine Operation
Roll no:
15761
Semester:
5th (B)
Department:
Mechanical Engineering Technology

Government College University Faisalabad

Q.No.1
Compare S.I. engines with C.I engines.
SI Engine (Spark Ignition Engine)
Spark Ignition (SI) Engine is a type of engine in which the combustion takes place by
the spark generated by the spark plug. It uses petrol as fuel and works on Otto cycle.
In the spark ignition engine, the air-fuel mixture is inserted into the cylinder with help
of carburetor. The compression of the fuel takes place but it has low compression
ratio. The fuel is ignited by the spark generated by the spark plug. SI engine produces
less noise and vibration and their starting is very easy. They are light in weight and
have less maintenance cost. They are mostly used in light commercial vehicles such as
scooters, motorcycles cars, etc.

CI Engine (Compression Ignition Engine)

Compression Ignition (CI) Engine is an engine in which the combustion of fuel takes
place by the heat of the compressed air. It uses diesel as fuel and works on the Diesel
cycle. In the compressed ignition engine, only air enters into the cylinder during
suction stroke. It has high compression ratio because of the high ignition temperature
of the diesel fuel. The heat of the compressed air ignites the fuel. Due to the
high compression ratio it produces more power. Due to incomplete combustion of the
fuel, it produces more hydrocarbons which lead to air pollution. The noise and
vibration problem is there in the CI engines. The maintenance cost of the CI engine is
more as compared with the SI engines. They are mostly used in heavy duty vehicles
such as buses, trucks, railways, ships etc.
Difference Between SI Engine and CI Engine

SI Engine
It works on OTTO cycle or constant
volume heat addition
During the intake or suction process, air
and fuel are used
The fuel used petrol which is highly
volatile. Self-ignition temperature is
high.
The fuel is supplied by carburetor.
High speed because due to lightweight
and homogeneous combustion.
It is used in small vehicle.
CI Engine
It works on DIESEK cycle or constant
volume pressure addition
During the intake or suction process,
only air is used
The fuel used Diesel which is highly
volatile. Self-ignition temperature is low.
The fuel is supplied by injector.
Comparatively low speed because due to
heavyweight and heterogeneous
combustion.
It is used in heavy vehicle.
 The compressed ratio is 6 to 10. The The compressed ratio is 16 to 20. The
upper limit is fixed by the antiknock upper limit is limited by the weight
quality of fuel. increase of the engine
The starting of this engine is easy. The starting of this engine is little
difficult comparatively to SI engine.
Due to lower peak pressure, this is Due to higher peak pressure, this is
having lighter weight. having heavier weight.
The maintenance cost is low. The maintenance cost is high.
Engine cost is less. Engine cost is high.
Less production of hydrocarbon. High production of hydrocarbon.
Less noise produce High noise produce.
Low thermal efficiency because of the High thermal efficiency because of the
low compression ratio. high compression ratio.

Q.No.2
Explain with the help of neat sketch, the working of a 2-stroke
petrol engine?

2-Stroke Engine:
The 2 stroke engine is a type of Internal combustion engine where one
power cycle is completed with two strokes of the piston during only one
rotation of crankshaft. The first commercial two-stroke engine involving in-cylinder
compression is attributed to Scottish engineer Dugald Clerk.
The 2-stroke engine performs all the same steps which are performed by 4 stroke
engine – suction, compression, expansion & exhaust; but the 2-stroke engine
performs these all steps in only 2-stroke unlike the 4-stroke engine which completes
one power cycle in 4 strokes.
The parts which a 2-stroke engine has:
Piston – In an engine, piston is used to transfer the expanding force of gases to mechanical
rotation of crankshaft via a connecting rod. The piston is able to do this because it is secured
tightly within cylinder using piston rings to minimize the clearance between cylinder and piston.
Crankshaft – A crankshaft is a part which is able to convert the reciprocating motion to
rotational motion.
Connecting rod – A connecting rod transfers motion from a piston to crankshaft which acts as
a lever arm.
Counterweight – Counterweight on crankshaft is used to reduce the vibrations due to
imbalances in the rotating assembly.
Flywheel – Flywheel is a rotating mechanical device which is used to store energy.
Inlet & Outlet ports – It allows to enter fresh air with fuel & to exit the spent air-fuel mixture
from the cylinder.
Spark Plug – A spark plug delivers electric current to the combustion chamber which ignites
the air-fuel mixture leading to abrupt expansion of gas.

Working of 2-stroke engine:

Down Stroke:
First the piston is moved downside from TDC to BDC to let the fresh air enter into the
combustion chamber. The fresh air-fuel mixture gets into the combustion chamber
through crankcase. Crankshaft rotation – 180°

Up Stroke:
Here happens all the magic. The piston is pushed up from BDC to TDC. The fuel-air
mixture gets compressed & spark plug ignites the mixture. As the mixture gets
expanded, the piston moves down. During up stroke, the inlet port is opened. While
this inlet port is opened, the mixture gets sucked inside the crankcase. When the
mixture is pushed up into the combustion chamber during the previous up stroke, a
partial vacuum is created as no mixture is left behind in the crankcase. This mixture is
ready to go into the combustion chamber during down stroke but remains in the
crankcase until the piston goes up till TDC. Crankshaft rotation – 360°
Two strokes get completed along with one power cycle.
From the 2nd down stroke onwards the exhaust gases get expelled out from one
side while a fresh mixture enters into the combustion chamber simultaneously due to
partial vacuum created in the combustion chamber after removal of exhaust gases.
This is the beauty of the engine. Both things happen at the same time which makes it
a 2-stroke engine.
The below pic shows another variant of the 2 -stroke engine in which the
inlet & outlet ports on the same side. Here, there is no need to open inlet
ports intermediately. The cylinder head is designed such that the exhaust
port is closed during combustion & opens after combustion. The piston
itself closes & opens the port accordingly. The process rema ins the same,
difference here is just the design.
Q.No.3
Derive an equation of efficiency, work output and mean
effective pressure for Otto cycle.
Mean Effective Pressure for OTTO cycle:
Mean effective pressure is the ratio of work done (W) during the working stroke(s) of a cycle to
the stroke volume or swept volume (Vs) of the cylinder. It is denoted by ‘pm‘ and its unit is
N/m2.

In order to derive an expression for mean effective pressure of Otto cycle, we have to find out
an expression for work done and stroke volume of Otto cycle.

p-V and T-s diagrams of Otto cycle are as follows:

P-V diagram T-S Diagram

Compression ratio,

Pressure ratio,

In process 1-2 (isentropic compression),

In process 3-4 (isentropic expansion),

Also from the p-V diagram above,
V1 = V4 and V2 = V3
Let Vc = V2 = V3 = 1
Work done during Otto cycle,
W = Work done during isentropic expansion (process 3-4) – Work done during isentropic
compression (process 1-2)
This is the expression for work done (W) in terms of r, k, γ and p1.
Now, let us derive an expression for stroke volume Vs in terms of r.
We know that in Otto cycle,
Vs = V1 – V2 (from p-v diagram above)

Now, Mean effective pressure,

The above expression can be written as

which is the required expression for mean effective pressure of otto cycle.
Efficiency of an ideal Otto cycle:
The starting point is the general expression for the thermal efficiency of a cycle:

The convention, as previously, is that heat exchange is positive if heat is flowing into the system

or engine, so is negative. The heat absorbed occurs during combustion when the spark
occurs, roughly at constant volume. The heat absorbed can be related to the temperature
change from state 2 to state 3 as:

The heat rejected is given by (for a perfect gas with constant specific heats)

Substituting the expressions for the heat absorbed and rejected in the expression for thermal
efficiency yields

We can simplify the above expression using the fact that the processes from 1 to 2 and from 3
to 4 are isentropic:

The quantity is called the compression ratio. In terms of compression ratio, the
efficiency of an ideal Otto cycle is:
 Ideal Otto cycle thermal efficiency

The ideal Otto cycle efficiency is shown as a function of the compression ratio in Figure 3.11. As
the compression ratio, , increases, increases, but so does T2. If T2 is too high, the
mixture will ignite without a spark (at the wrong location in the cycle).

Work output:
The non-dimensional ratio of work done (the power) to the enthalpy flux through the engine is
given by

There is often a desire to increase this quantity, because it means a smaller engine for the same
power. The heat input is given by

where

• is the heat of reaction, i.e. the chemical energy liberated per unit mass of fuel,

• is the fuel mass flow rate.

The non-dimensional power is

The quantities in this equation, evaluated at stoichiometric conditions are:

so

Q.No.4
Derive an equation of efficiency, work output and mean
effective pressure for Diesel cycle.
Efficiency and work output of Diesel cycle:
p-V Diagram T-s Diagram

In general the thermal efficiency, ηth, of any heat engine is defined as the ratio of the work it
does, W, to the heat input at the high temperature, QH.
The thermal efficiency, ηth represents the fraction of heat, QH, that is converted to work. Since
energy is conserved according to the first law of thermodynamics and energy cannot be
converted to work completely, the heat input, QH, must equal the work done, W, plus the heat
that must be dissipated as waste heat QC into the environment. Therefore we can rewrite the
formula for thermal efficiency as:

Since during an isochoric process there is no work done by or on the system, the first law of
thermodynamics dictates ∆U = ∆Q. Therefore the heat added and rejected are given by:
Qadd = mcp (T3 – T2)
Qout = mcv (T4 – T1)
Substituting these expressions for the heat added and rejected in the expression for thermal
efficiency yields:

This equation can be rearranged to the form with the compression ratio and the cut-off ratio:

where
ηDiesel is the maximum thermal efficiency of a Diesel cycle
α is the cut-off ration V3/V2 (i.e. the ratio of volumes at the end and start of the combustion
phase)
CR is the compression ratio
κ = cp/cv = 1.4

Mean Effective Pressure of diesel cycle:

A parameter used by engineers to describe the performance of reciprocating piston engines is
known as the mean effective pressure, or MEP. MEP is a very useful measure of an engine’s
capacity to do work that is independent of engine displacement. There are several types of
MEP. These MEPs are defined by the location measurement and method of calculation (e.g.
BMEP or IMEP).

In general, the mean effective pressure is the theoretical constant pressure that, if it acted on
the piston during the power stroke, would produce the same net-work as actually developed in
one complete cycle. The MEP can be defined as:

For example, the net indicated mean effective pressure, known as IMEPn is equal to the mean
effective pressure calculated from in-cylinder pressure (there must be this measurement) over
the complete engine cycle. Note that, it is 720° for a four-stroke engine and 360° for a two-
stroke engine.
Some examples:

• MEP of an atmospheric gasoline engine can range from 8 to 11 bar in the region of
maximum torque.
• MEP of a turbocharged gasoline engine can range from 12 to 17 bar.
• MEP of an atmospheric diesel engine can range from 7 to 9 bar.
• MEP of a turbocharged diesel engine can range from 14 to 18 bar
Q.No.5
Explain with neat sketch valve timing diagram for Petrol engine.
Valve timing diagram for petrol engine:
Valve timing is the regulation of the points in the cycle at which the valves are set to open
and close. In the ideal cycle inlet and exhaust valves open and close at dead centers, but in
actual cycles they open or close before or after dead centers as explained below.

There are two factors, one mechanical and other dynamic, for the actual valve timing to be
different from the theoretical valve timing.

(a) Mechanical factor.

The poppet valves of the reciprocating engines are opened and closed by cam mechanisms.
The clearance between cam, tappet and valve must be slowly taken up and valve slowly lifted,
at first, if noise and wear is to be avoided. For the same reasons the valve cannot be closed
abruptly, else it will ‘bounce’ on its seat. Thus, the valve opening and closing periods are spread
over a considerable number of crankshaft degrees. As a result, the opening of the valve must
commence ahead of the time at which it is fully opened.

(b) Dynamic factor;

Besides mechanical factor of opening and closing of valves, the actual valve timing is set
taking into consideration the dynamic effects of gas flow.

Theoretical valve timing diagram:

The exact moment at which each of the valves opens and closes with reference to the position
of piston and crank can be shown graphically in a diagram. This diagram is known as “valve
timing diagram”.
In theoretical valve timing diagram, inlet and exhaust valves open and close at both dead
centers. Similarly, all processes are sharply completed at TDC or BOC. Figure 1.72 shows
theoretical valve timing diagram for four stroke SI engines.

IS => Ignition Start

EVO => Exhaust Valve Open
EVC => Exhaust Valve Close
TDC => Top Dead Center
BOC => Bottom Dead Center.
Actual valve timing diagram:
Below figure shows actual valve timing diagram for four stroke SI engine. The inlet valve opens
10-30° before TOC. The air-fuel mixture is sucked into the cylinder till the inlet valve closes. The
inlet valve closes 30-40°’ or ‘even 60° after BOC. The charge is compressed till the spark occurs.
The spark is produced 20-40° before TDC. It gives sufficient time for the fuel to burn. Both
pressure and temperature increase. The burnt gases are expanded till the exhaust valve opens.

The exhaust valve opens 30-60° before BOC. The exhaust gases are forced out from the cylinder
till the exhaust valve closes. The exhaust valve closes 8-20° after TOC. Before closing, the inlet
valve again opens 10-30° before TOC. If the piston is positioned between fourth stroke
(exhaust) and the first stroke (intake) at TOC, both valves open. The period between NO and
EVC is known as valve overlap period. The angle of valve overlap is the sum of the angle of
opening the intake valve before TOC and closing of the exhaust valve after TOC. In Figure 1.73,
the angle of overlap is specified as 10°.
Q.No.6

Explain with neat sketch valve timing diagram for Diesel engine.
Also explain deviation of an actual cycle from an ideal cycle.
valve timing diagram for Diesel engine:
In Four-stroke engines, the Thermodynamic cycle will be completed in the two revolutions of
the crankshaft. Four Stroke Engine uses valves rather than the ports. The closing and the
opening of the valves will be operated by a camshaft. The cycle of operation of a 4 Stroke
Engine consists of the following processes:
I. Suction or intake stroke,
II. Compression stroke,
III. Expansion or power stroke,
IV. Exhaust stroke.
The above processes will be operated with the sequence of operations of the valves in the Four-
stroke engine. This relation between the valve opening timings to the piston moves from the
Top Dead Centre (TDC) to the Bottom Dead Centre (BDC) can be represented on a circle. This is
called the Valve Timing Diagram.
The following theoretical Valve Timing diagram will illustrate how the events such as the Inlet
valve and Exhaust Valve are open and closes in an ideal cycle. See the below Theoretical Valve
Timing Diagram for the Four-stroke Engine.

Theoretical Valve Timing Diagram for 4 Stroke Diesel Engine

The above diagram represents the valve timing for the ideal Engine. But in reality, the
opening/closing of the valve is not instantaneous as like in the theoretical assumption. The time
taken for the opening of these valves needs to be considered.so the Actual or practical Valve
Timing Diagram will be slightly different than the above theoretical one. Check this following
actual/practical Valve Timing Diagram.

Actual/Practical Valve Timing Diagram for 4 Stroke Diesel Engine

Suction:
Theoretical: In the theoretical Cycle the Inlet Valve will open when the piston is at the Top
Dead Center (TDC) and it started moving downwards. Thus, the air will be drawn into the
cylinder.
Actual: In the actual Cycle, the inlet valve will be started opening just before the piston
reaching to the Top Dead Center (TDC) from the previous cycle. Because in the actual engine
the valve cannot be open instantaneous.so it has to be started opening a bit early.

Compression stroke:
Theoretical: In the theoretical Cycle, on completion of the suction stroke the compression
stroke starts when the piston reaches the Bottom Dead Center (BDC). At this BDC The Inlet
Valve will close, and the piston will start to move upward. The Air in the cylinder will be
compressed. These two strokes (i.e., suction and compression stroke) complete one revolution
of the crankshaft. i.e. 360° of crankshaft rotation.
Actual: In the actual Cycle The inlet valve starts closing right after the piston starts moving
upward. Because to close the valve completely, it will take some time.

Expansion or Power Stroke:

Theoretical: In the theoretical Cycle, when the Piston reaches the Top Dead Center (TDC), Now
the fuel is injected into the cylinder by the high-pressure fuel injector at the end of compression
stroke. Due to the high compression of the air in the cylinder, the pressure and temperature of
the air are increased. Which is sufficient to self-ignite the fuel instantaneously which is injected
at the end of the compression Stroke. In which the piston is at the TDC.
Actual: In the actual Cycle, the fuel will be injected before the piston reaches to the top dead
centre. The ignition starts immediately right after the injection of the fuel into the cylinder. But
the reason behind injecting the fuel right before the piston reaches to the TDC is that the fuel
complete combustion is not that instantaneous as like in the theoretical assumption. So, it has
to start burning before the piston reaches to the TDC. That is the way we can take the full
advantage of the power stroke.

Exhaust stroke:
Theoretical: In the theoretical Cycle, the expansion stroke has to start when the piston reaches
the Bottom Dead Center (BDC) due to the power stroke. At the BDC the exhaust valve will open,
all the combustion particles will be thrown out of the cylinder with piston upward movement.
Once the Piston reaches the Top dead centre, all the combustion particles will be thrown out of
the cylinder completely and the suction stroke will start again for the second cycle.
Actual: In the actual cycle, the Exhaust stroke will start a bit early as before piston reaches the
Bottom dead centre (BDC). And the Exhaust valve closing should be maintained properly or
otherwise, there is a chance of Exhaust Blowdown.
Deviation of Actual Cycle from Ideal Cycle:
The actual cycle deviates from the ideal cycle for the following reasons:

3
2'
2

1 4 4'

s
T-s diagram of actual and ideal cycle

1) Turbine Losses:

During the expansion of steam in the turbine there will be heat transfer to the surroundings
and the expansion instead of being isentropic will be polytropic as shown in the figure.
3-4 →Isentropic expansion
3-4'→Acutal expansion,

2) Pump Losses:

There are losses in the pump due to irreversibility and the process of compression is polytropic
instead of isentropic as shown above.

3) Condenser Losses:
Due to pressure loss in the condenser, fluid cools below the saturation temperature, which
requires additional heat energy to bring the liquid to the saturation temperature.
Q.No.7
Explain with neat sketch of simple carburetor and its
limitations.
Simple carburetor:
A simple carburetor consists of different parts such as the float chamber, main fuel jet, venturi,
jet tube, and throttle valve. Where there is a float in the float chamber. With the help of a fuel
pump, fuel is supplied to the float chamber from the fuel tank through the strainer. We can call
this full assembly a simple carburetor.

Working of a simple carburetor:

1. As we know, there is a float chamber in a simple carburetor that is open to the
atmosphere. It keeps atmospheric pressure in the float chamber.
2. Fuel from the external fuel tank is supplied to the float chamber with the help of the fuel
pump. This fuel from the fuel tank is filtered using the strainer which removes any solid
particles from the fuel.
3. Now fuel from the float chamber is supplied to the main nozzle which is a part of the jet
tube. This flow of fuel from the float chamber to the main nozzle is carried out by the
main fuel jet.
4. The engine sucks air from the atmosphere through the choke valve. This air passes
through the venturi, it causes a reduction of the area of a cross-section at the throat of
venturi.
5. Due to this, the pressure at the main nozzle decreases and the velocity of air increases.
 6. This difference in pressure-induced at the float chamber and the main nozzle causes the
mixture of fuel and incoming atmospheric air.
7. Increased velocity of air after the venturi partially vaporize the engine fuel which is then
totally evaporated by the heat in the intake manifolds of the combustion chamber and
cylinder walls.
8. Carburetors only install in a petrol engine because petrol engines are quantity governed.
9. When we open the throttle valve present at the bottom of the jet tube, it allows more air
flows through the venturi tube and a more quantity of the air-fuel mixture is supplied to
the engine, causes, the engine develops more power.
10. When we close the throttle valve, reverse action takes place and the power of the engine
reduces.
Limitations of a simple carburetor:
• In this carburetor, the air-fuel mixture totally depends upon the position of the throttle
valve.
• Also, the air-fuel ratio decreases when the speed of the engine increases.
• The main limitation or disadvantage of a simple carburetor is that when speed is too low,
we get a strong mixture which causes trouble in the ignition of the mixture.
• In Simple Carburetor, the mixture is weakened when the throttle is suddenly opened
because of Inertia effect of the Fuel which prevents the proper quantity of Fuel from
flowing immediately.
• The working of Simple Carburetor is effect by changes of Atmospheric Pressure.
Carburetor used in Aircraft are to be provided with Altitude control, as the rich mixture is
unnecessarily available, due to less Density of Air.
• At a very low speed, the mixture supplied by a Simple Carburetor is so weak that it will
not ignite properly and for its enrichment, at such conditions some arrangement in the
Carburetor is required to be made.
Reference:
Q.No.1
https://learnmechanical.com/difference-between-si-and-ci-engine/

https://www.mechanicalbooster.com/2017/03/difference-between-si-engine-and-ci-engine.html

Q.No.2
http://mechstuff.com/how-does-a-2-stroke-engine-work/

Q.No.3
http://mechteacher.com/otto-cycle-mean-effective-pressure-derivation/

https://web.mit.edu/16.unified/www/FALL/thermodynamics/notes/node26.html

Q.No.4
https://www.nuclear-power.net/nuclear-engineering/thermodynamics/thermodynamic-cycles/diesel-
cycle-diesel-engine/

Q.No.5
https://learnmech.com/theoretical-and-actual-valve-timing-diagram-for-four-stroke-si-engine/

Q.No.6
https://extrudesign.com/valve-timing-diagram-in-four-stroke-engines/

https://www.scribd.com/document/24325368/6-Deviation-of-Actual-Cycle-From-Ideal-Cycle

Q.No.7
https://www.enggstudy.com/simple-carburetor-working-limitation/

http://mechanicalguru.blogspot.com/2008/06/what-are-limitations-of-simple.html