Page 1 of 11

Power Plants-I (ME 406), Spring 2020, Semester 6, Week 2-Topic-5 (1 hr)
2-SI AND CI ENGINES SYSTEMS
Engr Prof Dr Imtiaz Hakeem

POWER PLANTS-I (ME 406)

SPRING SEMESTER 2020

WEEK 2
27-03-2020 to 02-04-2020

Topic 5 (1 hr)
By

Engr. Prof. Dr. Imtiaz Hakeem

Department of Mechanical Engineering
Sarhad University of Science & IT
 Page 2 of 11
Power Plants-I (ME 406), Spring 2020, Semester 6, Week 2-Topic-5 (1 hr)
2-SI AND CI ENGINES SYSTEMS
Engr Prof Dr Imtiaz Hakeem

2. SI AND CI ENGINES SYSTEMS

It was mentioned in “INTRODUCTION TO INTERNAL COMBUSTION ENGINES”, that a
difference must be made between four-stroke and two-stroke cycles of operation. To perform a
full cycle of operations the four-stroke engine requires four strokes of the piston, i.e., two rev-
olutions of the crankshaft and two-stroke engine requires two strokes of the piston, i.e., one
revolution of the crankshaft. These cycles of operation are discussed in the following section.

(a) Two and Four Stroke EnginesBasic Engine Cycle and Operation

TWO STROKE PETROL/GASOLINE (SPARK-IGNITION OR SI) INTERNAL

COMBUSTION ENGINES

In this type of engine the piston periodically covers and uncovers openings–known as ports–in
the cylinder walls (the two-stroke petrol engine is seldom equipped with valves; the piston acts
as a valve!). Two stroke engine may be categorise in two ways: (i) fan-scavenged (or blower-
scavenged) two-stroke engine, and (ii) crankcase-scavenged two-stroke engine:

(a) Crank-case Scavenged Two-stroke Petrol Engine

The power-producing cycle of a two-stroke engine isn't as complicated as you might think. As
we shall see later that in a four-stroke engine, each of the four essential steps of the power-
producing cycle is given its own piston stroke: (1) Compression (2) Power (3) Exhaust and (4)
Intake.

A two-stroke engine performs all the same steps, but in just two piston strokes during one
complete revolution of the engine/main/cranksaft. The simplest two-stroke engines do this by
using the crankcase and the underside of the moving piston as a fresh charge pump. Such en-
gines carry the official name “crankcase-scavenged two-strokes,” as shown in Fig. 2-1.

As the two-stroke’s piston rises on compression (compression stroke), its underside pulls a par-
tial vacuum in the crankcase. An intake port (I) of some kind (cylinder wall port, reed valve or
rotary disc valve) opens, allowing air to rush into the crankcase (intake stroke) through a car-
buretor. It means that compression-ignition stroke and intake stroke are combined in a single
stroke, during the half revolution of the crankshaft.

Fig. 2-1 Crank-case dcavenge two-stroke petrol engine.

 Page 3 of 11
Power Plants-I (ME 406), Spring 2020, Semester 6, Week 2-Topic-5 (1 hr)
2-SI AND CI ENGINES SYSTEMS
Engr Prof Dr Imtiaz Hakeem

As the two-stroke’s piston rises on compression (compression stroke), its underside pulls a par-
tial vacuum in the crankcase. An intake port (I) of some kind (cylinder wall port, reed valve or
rotary disc valve) opens, allowing air to rush into the crankcase (intake stroke) through a car-
buretor. It means that compression-ignition stroke and intake stroke are combined in a single
stroke, during the half revolution of the crankshaft.

As the piston nears Top Dead Center (TDC), it covers both the intake port (I) and transfer port
(T), a spark fires the compressed A/F mixture (introduced from the previous stroke). As in a
four-stroke, the mixture burns and its chemical energy becomes heat energy, raising the pressure
of the burned mixture to hundreds of psi. This pressure drives the piston down the bore (power
stroke), rotating the crankshaft.

As the piston continues down, during the next half revolution, the bore (power stroke), it begins
to expose an exhaust port (E) in the cylinder wall. As spent combustion gas rushes out through
this port (exhaust stroke). It means that power stroke and exhaust stroke are also combined in a
single stroke, during the next half revolution of the crankshaft. So, all the strokes are completed
in one complete revolution of the crankshaft (or engine shaft or main shaft). Afterwards, the
descending piston is simultaneously compressing the fuel-air mixture trapped beneath it in the
crankcase.

As the piston descends more, to complete its full one revolution, it begins to expose two or more
fresh-charge ports, which are connected to the crankcase by short ducts. As pressure in the cyl-
inder is now low and pressure in the crankcase higher, fresh charge from the crankcase rushes
into the cylinder through the fresh-charge (or “transfer”) ports (T). These ports are shaped and
aimed to minimize direct loss of fresh charge to the exhaust port. Even in the best designs, there
is some loss, but simplicity has its price! This process of filling the cylinder while also pushing
leftover exhaust gas out the exhaust port is called “scavenging.” The piston crown is provided
with a defelctor to assist the exhaust (or used up residual) gases, because there is always a risk
of mixing of fresh charge with the unburned gases to contribute to loss of power.

(b) Fan-scavenged Two-stroke Petrol Engine

Compression + Induction Stroke: When the admission port I is open, the fan forces fresh charge
into the cylinder. The fan or blower (usuall two- or three-lobe roots blower) raises the pressure
of the air-fuel mixture (from the fuel system upstream of the blower) greater than the pressure
of the burned gases. When the piston rises and ports E and I are closed, compression takes place.
This combined compression and induction stroke is completed in half revolution of the crank-
shaft.

Power + Exhaust Stroke: After ignition power is developed and the piston descends. When the
port E is open, the burned gases escape because they are under high pressure. This combined
power and and stroke is completed in half revolution of the crank-shaft.

The above-mentioned cycle of operation of this type of two-stroke petrol or gasoline engine is
illustrated in Fig. 2-2.

The ensuing section compares the above two types of two-stroke petrol engine’s cycle of oper-
ation.
 Page 4 of 11
Power Plants-I (ME 406), Spring 2020, Semester 6, Week 2-Topic-5 (1 hr)
2-SI AND CI ENGINES SYSTEMS
Engr Prof Dr Imtiaz Hakeem

Fig. 2-2 Fan dcavenge two-stroke petrol engine.

Comparison between Fan-scavenged and Crankcase -scavenged Two Stroke Engines

In the fan-scavenged (or blower-scavenged) system (used especially in heavy two-stroke en-
gines) the fan adds to the cost. However, as the overflow duct between the cylinder and crank-
case is eliminated, the crankshaft can be provided with forced-oil lubrication (like four-stroke
system) without involving the risk that oil in the crankcase can find its way into the cylinder.
In the cheaper crankcase-scavenging engines (with no oil rings on the piston) lubricating oil is
mixed with the petrol (so-called ‘petrol lubrication,’ such as in vespa scooters) or is alternatively
supplied to the points of lubrication drop-wise by small lubricating oil pump (in auto lube sys-
tem, such as in motor cycles). The oil, which enters the crankcase, is liable to be carried through
the overflow duct and transfer port into the cylinder, where it passes through the exhaust port
and into the exhaust system, where it may manifest itself as blue smoke in the exhaust. There-
fore, in crankcase scavenging system (and in auto lube drop-wise system) there is excessive oil
consumption and therefore oil has to be added in a separate small tank in auto lube system.

FOUR STROKE PETROL/GASOLINE (SPARK-IGNITION OR SI) INTERNAL

COMBUSTION ENGINES

In this type of engine the piston periodically covers and uncovers openings–known as ports–in
the cylinder walls (the two-stroke petrol engine is seldom equipped with valves; the piston acts
as a valve!). Two stroke engine may be categorise in two ways: (i) fan-scavenged (or blower-

1. Intake or induction Stroke: When the inlet valve is open, the descending piston draws
fresh charge or air-fuel mixture into the cylinder. The piston moves down creating a partial
vacuum due to atmospheric pressure a petrol and air-mixture enters from the carburettor
through the open inlet valve into the space above the piston. The exhaust valve remains
closed during this stroke. See Fig. 2-3(a).
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Power Plants-I (ME 406), Spring 2020, Semester 6, Week 2-Topic-5 (1 hr)
2-SI AND CI ENGINES SYSTEMS
Engr Prof Dr Imtiaz Hakeem

(a) Intake stroke (b) Compression stroke (c) Power stroke (d) Exhaust stroke

Fig. 2-3 Four-stroke petrol engine.

2. Compression Stroke: When the valves are closed the rising piston compresses the mixture
to a high pressure. On the compression stroke the piston moving up, and both inlet and outlet
valves being closed, compresses the charge into the combustion chamber space provided in
the cylinder. See Fig. 2-3(b).
3. Power Stroke: This is initiated by ignition. As the piston approaches the top of its compres-
sion stroke the spark occurs at the spark igniting the mixture. The resultant pres-sure forces
the pis-ton downwards on its firing or working (or expansion or power) stroke. See Fig. 2-
3(c).
4. Exhaust Stroke: During this stroke, the exhaust valve is open and the piston discharges the
spent gases from the cylinder. On its exhaust stroke, the piston moving up the cylinder drives
out the remaining products of combustion through the open exhaust valve. Near the end of
the exhaust stroke and usually before the exhaust valve is closed, the inlet valve opens in
preparation for the cycle to complete. See Fig. 2-3(d).

Comparison between Four-Stroke and Two-Stroke Petrol Engines

1. Two-stroke engine produces a power stroke every crankshaft revolution, while the four-
stroke engine requires two crankshaft revolutions for each power stroke per cylinder. It
means two-stroke engine could produce twice as much power as a four-stroke engine of the
same size, running at the same speed. However, it is not true. The reason is that, in two-
stroke engine, when the intake and exhaust ports have been cleared by the piston, there is
always mixing of the fresh charge and the burned gases. Not all of the burned gases get out,
and this prevents a fuller fresh charge from entering, therefore, the power stroke that follows
is not so powerful as it could be if all the burned gases were exhausted and a full charge of
air-fuel mixture entered as in four-stroke engine.
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Power Plants-I (ME 406), Spring 2020, Semester 6, Week 2-Topic-5 (1 hr)
2-SI AND CI ENGINES SYSTEMS
Engr Prof Dr Imtiaz Hakeem

2. In two-stroke engines piston acts as valve to cover and uncover the ports for admission,
transfer and exhaust, while four-stroke engines have complete separate valve train mecha-
nism (camshaft, tappet or poppet, pushrod, rocker arem, spring, valaves and valve stems to
cover the intake and exhaust valve openings.
3. Since two idle strokes are omitted in two-stroke engine there is more even turning moment
(or torque) on the crankshaft.
4. In practice, of course, the dimensions of the two-stroke engine are not quite halved nor its
performance doubled, because allowance must be made for relatively greater heat and me-
chanical losses in the small units, and for the power absorbed by the blower or fan, not to
mention the loss in volumetric efficiency resulting from the method of cylinder filling and
shortness of the inlet period.
5. As compared with the four-stroke, in the two-stroke crankcase-scavenged system there is
excessive lubricating oil consumption and hence excessive carbon deposits in cylinder,
which can foul spark plugs, ports, and hence there is excessive cylinder walls wear. There-
fore, if the maintenance of the two-stroke engine is not regular or frequent it life would be
short.
6. Four-stroke engine are used in heavy services because it is robust in design while fan-scav-
enged two-stroke engines are used for continuous low-speed units. They are easily repaira-
ble, serviceable, accessible and economical.
7. In four-stroke, fuel is supplied to the carburettor by fuel pump while in two-stroke it is under
gravity system in small crankcase-scavenged units.
8. In two-stroke engine the scavenging of the cylinder is done by fan or by crankcase compres-
sion while in four-stroke engine the scavenging is done by the exhaust stroke plus valve
overlap period.

TWO STROKE DIESEL (COMPRESSION-IGNITION OR CI) INTERNAL

COMBUSTION ENGINES

Like petrol engines, there are two basic types of diesel engines, viz., (1) four-stroke and (2) two
stroke. These cycles of operation of these will be discussed below; firstly the two-stroke and
secondly the four-stroke diesel engines.

In two-stroke diesel engine, one power (or firing or working) stroke occurs for every one revo-
lution of the engine crankshaft, i.e., there is one firing stroke and three idling strokes for every
two revolutions of the crankshaft. Like petrol engine, there are problems associating with the
scavenging of exhaust gases from the engine and getting fully fresh charge into the cylinder in
the successive strokes. As mentioned earlier, in an internal combustion engine, scavenging is
the process of replacing the exhaust gas in a cylinder with the fresh air/fuel mixture (or fresh
air, in the case of direct-injection engines) for the next cycle. A blower, usually roots blower
type, is used to force air through ports. If scavenging is incomplete, the remaining exhaust gases
can cause improper combustion for the next cycle, leading to reduced power output.There are
three types of scavenging system of two-stroke diesel engine:
(a) Fan- or Uniflow-scavenging: The cycle of operation is as follows; it employs a root blower
(or fan) for scavenging the exhaust gases remained at the end of exhaust stroke. In uniflow-
scavenging the air does not change its direction as in loop scavenging (see later). However, the
blower power the output power of the engine (as it takes its own share of power) but there is a
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Power Plants-I (ME 406), Spring 2020, Semester 6, Week 2-Topic-5 (1 hr)
2-SI AND CI ENGINES SYSTEMS
Engr Prof Dr Imtiaz Hakeem

(a) (b) (c)

Fig. 2-4 Two-stroke diesel engine. (a) Uniflow scavenging (b) Cross scavengine (c) Loop scavenging.

less risk of mixing of burned gases with the fresh charge. An cam-operated exhaust valve is
used in this method only. This is shown in Fig. 2-4(a).
(b) Cross-scavenging: In this type of two-stroke diesel engines the object of the deflector-head
type of piston prevents short-circuiting of the scavenging air by first directing it up into the
cylinder. This is illustrated in Fig. 2-4(b).
(c) Loop-scavenging: In loop scavenging the sir is directed upwards through inclined inlet
ports in two sides of the cylinder liner, the air leaving through exhaust ports that are placed
between the inlet port. This is demonstrated in Fig. 2-4(c).

FOUR STROKE DIESEL (COMPRESSION-IGNITION OR CI) INTERNAL

COMBUSTION ENGINES

In four-stroke diesel engine, one power or working stroke occurs for every two revolutions of
the engine crankshaft, i.e., there is one firing stroke and three idling strokes for every two rev-
olutions of the crankshaft (one revolution of the camshaft). The cycle of operation are exactly
similar to that of petrol engine, except that the fuel used and ignition system are different as
discussed in the “INTRODUCTION TO INTERNAL COMBUSTION ENGINES”.
Figure 2-5 illustrates the cycle of operation of such engine and is self-explanatory. Clearly ob-
serve that only air is drawn during the intake stroke trough air cleaner and is then compressed
by using high compression ratio. High-pressure fuel is injected by the entire fuel system of the
engine for spontaneous self-ignition. Injectors are used instead of spark plugs; since there is no
electrical ignition system that is why deisel engines are called compression-ignition engines.
Each stroke takes half revolution and hence one power pulse is produced in two revolutions of
the crankshaft. Valves are used instead of ports.
 Page 8 of 11
Power Plants-I (ME 406), Spring 2020, Semester 6, Week 2-Topic-5 (1 hr)
2-SI AND CI ENGINES SYSTEMS
Engr Prof Dr Imtiaz Hakeem

Fig. 2-5 Four-stroke diesel engine.

Thermodynamicall speaking, diesel engine may be of slow-speed that works on diesel or con-
tant-pressure cycle or it may be of high-speed that is modelled by dual-combustion cycle, where
initially at slow speed it works or slow-speed diesel cycle and when it picks up speed (high
speed) then it works on almost works on Otto cycle. These will be discussed in other sections.

Comparison between Four-Stroke and Two-Stroke Diesel Engines

1. The basic difference between these two is that, in two-stroke engine air is blown into the
cylinder through ports at the end of firing stroke and increases the speed at which the exhaust
gases are driven out of through the open exhaust valve or ports. The scavenging air is pro-
vided by a scavenging pump or blower or fan (roots blower) . This blower adds to the cost,
but there is a less risk of mixing of burned gases with the fresh charge. In four-stroke engine,
the cylinder is scavenged of burnt gases initially by the piston moving up the cylinder on its
exhaust stroke, and secondly by air entering the cylinder during inlet and exhaust valve
overlap period. Valve overlap or ‘on the rock’ means to assist in moving the exhaust gases
from the cylinder, the inlet and exhaust valves remain open together for a period of time.
This is achieved by opening the inlet valve shortly before the piston reaches its TDC at the
end of exhaust stroke and closing the exhaust valve shortly after the piston descending the
cylinder on its return stroke. During this period the outgoing exhaust gases produce a partial
vacuum in the cylinder which initiate the induction of the fresh charge.
2. Two-stroke engine is best known in small sizes, although some very large engines have been
built using this cycle. The tendency for some of the incoming air to mix with the burned
gases and escape is apt to make this engine less economical (because for high volumetric
efficiency large engine size is required) than the four-stroke engines.
3. In four-stroke engine the power impulses come only half as frequently in the two-stroke
engine and only half as much power is, theoretically, possible from an engine of a given size
running at a given speed but it is not true because of mixing of burned gases with fresh air
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Power Plants-I (ME 406), Spring 2020, Semester 6, Week 2-Topic-5 (1 hr)
2-SI AND CI ENGINES SYSTEMS
Engr Prof Dr Imtiaz Hakeem

in two-stroke engine. So power impulses are stronger in four-stroke engines and therefore
four-stroke is made robust in design than the two-stroke engines.
4. Even turning-moment (or torque) is obtained in the case of two-stroke engine because two
idle strokes are eliminated and there is less deceleration in the engine.
5. Both types are in equal competition with each other in the high and medium speed field
range, but the two-stroke engine is almost in universal use for continuous low-speed appli-
cations, such as marine propulsion.

Method of Starting of Diesel Engine: In the automotive field as well as in small and medium
sizes, the diesel engines (like the petrol engines) are started by an electric starter motor. This
consists of a d.c. motor having a pinion on its armature shaft which meshes with the ring gear
on the engine flywheel. This starter motor is operated from a battery, which is recharged by an
electric generator (alternator) driven by the engine. However, to ensure ignition of the fuel oil
(which is less volatile as compared to petrol), it is important that sufficient temperature is at-
tained by the compressed air in the cylinder. With a cold engine, much of the heat of compres-
sion is absorbed by the cool piston, cylinder alls and leads, particularly with a separate or swirl
chamber (see later). Electrically operated heater or glow plugs or torches provide this neces-
sary heat when starting from a cold engine. Where the heater plugs are used, the plug body is
screwed into the cylinder head with wire heater coil locating in a recess in the combustion
chamber. Some engines use thermostatically operated devices when starting from cold.

Diesel Engine versus Petrol Engine

1. For a given load the thermal efficiency of petrol engine is 20–26 % and of the diesel engine
30–36%. Diesel engines are more economical than the petrol engines.
2. The comparatively low temperature at which petrol engine ignites limits the compression
ratio in the petrol engines to a comparatively low figure above which pre-ignition occurs.
But it is known that higher the compression ratio the more efficient the engine becomes (i.e.,
its thermal efficiency will increase; discussed in the subject of Elementary Engineering
Thermodynamics). This gives the diesel engine a second advantage because only air alone
is compressed during the compression stroke of the piston so that there is nothing to pre-
ignite.
3. The torque of the diesel engine is high (torque is the capacity for turning or good pulling
power)– when speed drops diesel engine not easily stalled, which is the fault with the petrol
engine.
4. Diesel engine has greater flexibility, maximum fuel economy, usefulness, and robust in de-
sign.
5. Diesel engine has mechanically accurate metering fuel injection pump replaces the intricate
carburettor and electrical ignition apparatus.
6. Diesel fuel is not dangerously flammable that makes it additionally attractive in many ways,
particularly for small pleasure and utility craft on water, when fire has such dire conse-
quences.
7. Diesel engine has lower exhaust temperature–as a much smaller risk when working in en-
closed places and in the neighbourhood of flammable materials. Furthermore, in the diesel
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Power Plants-I (ME 406), Spring 2020, Semester 6, Week 2-Topic-5 (1 hr)
2-SI AND CI ENGINES SYSTEMS
Engr Prof Dr Imtiaz Hakeem

engine the exhaust smoke is visible but not poisonous while in petrol engine it is invisible
and poisonous.
8. Diesel fuel is not highly volatile and hence is more attractive in tropical area where diesel
engine lorries, buses, etc., can operate over great distance with safety because there is a little
evaporation loss from the tank; a loss which may account for 50% on one journey when
petrol is used.
9. Heating value or calorific value, C.V of a fuel is the energy extracted in BTU which is
released during the complete combustion of 1 lbm of fuel. The experimental value of the
C.V. of diesel oil is 19000 BTU/lbm at 60F and for petrol engine this figure is 20750
BTU/lbm at the same temperature. The specific fuel consumption, 𝑠𝑓𝑐, (as will be expained
later), of an engine is the mass flow rate of fuel, 𝑚̇𝑓 , burned by the engine per unit power
output of the engine, i.e., 𝑠𝑓𝑐 =𝑚̇𝑓 , lbm/hr per hp or lbm pr hphr). The 𝑠𝑓𝑐 of diesel engine
is much lower than that of petrol engine. For the diesel engine it is 0.37 lbm/hphr and for
petrol engine it is 0.47 lbm/hphr. Since the thermal efficiency of and engine is, 𝜂𝑡ℎ = (rate
of net work or net power output in hp)/(rate of heat energy in hp) = (heat equivalent to 1
hphr)/(specific fuel consumption  C.V. of fuel). Therefore, the thermal efficiency of diesel
engine is , 𝜂𝑡ℎ,𝑑𝑖𝑒𝑠𝑒𝑙 = 2545 (BTU/hp-hr)/[(0.34 lbm/hp-hr)(19000 BTU/lbm)]  100% =
36%, while for petrol engine, 𝜂𝑡ℎ,𝑝𝑒𝑡𝑟𝑜𝑙 = 2545 (BTU/hphr)/[(0.47 lbm/hphr)(20750
BTU/lbm)]  100% = 26%. Therefore, we see that for the same power output diesel engine
is more thermally efficient(better and efficient conversion of the fuel into useful mechanical
power output) than its petrol counterpart. The work/consumption ratio of the diesel engine
is 40-60% higher than the petrol engine and hence it is 50% economical. Diesel exhaust is
also less noxious (poisonous or injurious) than that of petrol engine.
10. In the matter of silence and smoothness of running, particularly when idling, the petrol en-
gine has the inherent advantages–compression pressure of petrol engine is 100-115 lbf/in2,
combustion pressure is 600 lbf/in2, compression ratios are in between 6:1 to 11:1, so no high
blow of piston and small pressure surges. In the case of diesel engines the compression
pressure is 500 lbf/in2, combustion pressure is as high as 2000 lbf/in2, compression ratio is
in the range of 12:1 to 21:1, so high blow of piston for the same diameter of piston and
hence as a consequence high pressure surges. The air-fuel ratio (A/F) of petrol engine under
idling conditions is also favourable. Though petrol engine idle smoothly and run steadily at
any desired speed but metering of fuel by throttle valve of carburettor is not that sensitive
with load requirement while the diesel engine do not idle smoothly but metering of fuel by
governor-accelerator assembly of fuel injection pump is sensitive.
11. The initial cost of diesel engine is much higher than the petrol engine for the same size and
power output because of heavy and expensive parts. However, the running cost is much
lower, as much as 50%, due to lower price of diesel oil, which offset by lower running cost.
The maintenance of diesel engine is occasional but expensive due to expensive parts, as
compared to petrol engine.

High-speed or Dual-combustion Diesel Engines and Advance System

The basic requirement of the diesel engine is that at maximum compression pressure the fuel
should be admitted in such a way that combustion would be maintained at constant pressure in
the cylinder during the burning period, whereas in all SI Engines the fuel has been burnt instan-
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Power Plants-I (ME 406), Spring 2020, Semester 6, Week 2-Topic-5 (1 hr)
2-SI AND CI ENGINES SYSTEMS
Engr Prof Dr Imtiaz Hakeem

taneously (or nearly so) without change in volume, i.e., with great pressure rise at constant vol-
ume. As originally laid down the diesel cycle provided for combustion at constant pressure (in
slow speed diesel engines) whereas the ordinary petrol engines give combustion at constant
volume, its combustion taking place rapidly when the compressed air-petrol mixture is ignited
by an electric spark. These two conditions of combustion are shown graphically by the indicator
diagrams in a Fig. at the end of these notes.
In petrol engines, with ignition timed at the usual angle before TDC, combustion should be very
nearly at constant volume, as shown by the vertical part of the left-hand diagram. Only in the
low-speed diesel engines (originally invented by Dr. Rudolf Diesel of Germany) can the com-
bustion process be approximately at constant pressure, shown by the horizontal part (isobaric
process) of the indicator diagram (Fig. 2-6 Left).
Modern high-speed compression-ignition (CI) engines (also called dual-combustion engines),
however, come between these two conditions according to the instant at which fuel injection is
commenced. If injection is commenced just before TDC the curve obtained is flat at the top, but
as the moment of commencement of fuel injection is advanced, as it has to be at high speed (in
high-speed engines), the curve, on pressure-volume or indicator diagram, can be made sharper
with correspondingly higher maximum pressure, until practically constant volume combustion
is attained, shown by vertical constant volume (isochoric) heat addition process (Fig. 2-6 Right).
But it should be remembered that the dual-combustion engine, though at high speed it approxi-
mates the cycle on which petrol engine operates, it does not mean that it uses two different fuels.
It still uses the diesel fuel oil.

Fig. 2-6 Actual pressure-volume or indicator of 4-stroke high-speed diesel engine cycle.
Left: When working in slow-speed mode. Right: When working in high-speed mode.