Chapter 1 Introduction To ICE

INTERNAL COMBUSTION ENGINES
ME-215
CHAPTER 01: INTRODUCTION
Dr.-Ing. Usman Allauddin,

Assistant Professor, Mechanical Department,
Director NED-DICE Energy Innovation Centre,
NED University of Engineering & Technology, Karachi.
EMAIL: usman.allauddin@neduet.edu.pk
TEL: +92 21 99261261-8 Ext: 2315
MOBILE #: +92-345-2127526
Office: NED-DICE Energy Innovation Centre
LECTURE LEARNING OUTCOMES
The learning outcomes of today’s lecture are:
 Course CLOs and other details
 Engine & Heat Engine
 Comparison of Internal and External combustion engines
 Pros and Cons of Internal Combustion engines
 Engine classification.
 Basic engine components and nomenclature
Prepared by: Dr.-Ing. Usman Allauddin

COURSE CLOS AND OTHER DETAILS
S. No CLO Statement PLO Cognitive/

Psychometric
Domain
1 EXPLAIN the basic knowledge, construction and working of 1 C2
various types of IC engines and its components
2 SOLVE numerical problems related to the design and operation of 2 C3

IC engines
3 ANALYZE the effect of engine operating parameters on engine 7 C4
performance and environmental effects of emissions
4 GRASP the working and performance of different types of basic 5 P2

and modern IC engines and their major components

CLO-1
EXPLAIN the basic knowledge, construction and working of various types
of IC engines and its components
Chap. 1 Introduction
Chap. 3 Air-Standard Cycles and Their Analysis
Chap. 8 Carburetion
Chap. 9 Mechanical Injection Systems
Chap. 13 Engine Friction and Lubrication
Chap. 14 Heat Rejection and Cooling
Chap. 16 Measurements and Testing
Chap. 17 Performance Parameters and Characteristics
(Only theory of all these chapters)

CLO-2
SOLVE numerical problems related to the design and operation of IC
engines
Chap. 1 Introduction
Chap. 3 Air-Standard Cycles and Their Analysis
Chap. 8 Carburetion
Chap. 9 Mechanical Injection System
Chap. 12 Engine Combustion.
Chap. 16 Measurements and Testing,
Chap. 17 Performance Parameters and Characteristics,
(Only numerical and derivations of all these chapters)

CLO-3
ANALYZE the effect of engine operating parameters on engine performance
and environmental effects of emissions
Chap. 12 Combustion and Combustion Chambers,

Chap. 15 Engine Emissions and Their Control,
Chap. 6 Fuels,
Chap. 7 Alternate Fuels.
CLO-4
It is related to practical.

TEXT & REFERENCE BOOKS
S. No. Book Name Author Name Text/Reference Book

1 Internal Combustion Engines V. Ganesan Text
2 Internal Combustion Engines Er. R. K. Rajput Reference
3 Introduction to Internal Combustion R. Stone Reference
Engines
MARKS DISTRIBUTION & GRADING

Total Sessional Marks: 50
S. No. Activity Marks Date
TBD

ENGINE & HEAT ENGINE
 An engine is a device which transforms one form of energy into another
form.
 However, while transforming energy from one form to another, the

efficiency of conversion plays an important role.
 Normally, most of the engines convert thermal energy into mechanical

work and therefore they are called heat engines.

COMPARISON BETWEEN INTERNAL AND
EXTERNAL COMBUSTION ENGINES
 External combustion engines are those in which combustion takes place
outside the engine whereas in internal combustion engines combustion
takes place within the engine.
ECE
ICE

PROS AND CONS OF INTERNAL COMBUSTION ENGINES
Pros:
 The absence of heat exchangers in the passage of the working fluid results in a
considerable mechanical simplicity and improved thermal efficiency.
 Low weight to power ratio as compared to the steam power plant
 Possible to develop reciprocating internal combustion engines of very small power
 Outputs (power output of even a fraction of a kilowatt) with reasonable efficiency

and Cost.
 Higher thermal efficiencies can be obtained with moderate maximum working

pressure of the fluid in the cycle.
 The maximum temperature of the working fluid in the cycle persists only for a very
small Fraction of the cycle time, therefore, very high working fluid temperatures
can be employed resulting in higher thermal efficiency.
0
PROS AND CONS OF INTERNAL COMBUSTION ENGINES
Cons:
 Vibration caused by the reciprocating and moving parts.
 Not possible to use a variety of fuels. Only liquid or gaseous fuels of given
specifications can be efficiently used. These fuels are relatively more expensive.
 Cooling system is required.
 Frictional losses
1
ENGINE CLASSIFICATION
2
CLASSIFICATION OF ENGINES ON THE BASIS OF
CYCLE OF OPERATION
 According to the cycle of operation, IC engines are basically classified into
two categories:
 Constant volume heat addition cycle engine or Otto cycle engine. It is also
called a Spark-Ignition engine, SI engine or Gasoline Engine.
 Constant pressure heat addition cycle engine or Diesel cycle engine. It is

also called Compression-ignition engine, CI engine or Diesel engine.
3
TYPES OF FUEL USED
 Based on the type of fuel used engines are classified as:
 Engines using volatile liquid fuels like gasoline, alcohol, kerosene,

benzene, etc.
 Engines using gaseous fuels like natural gas, Liquefied Petroleum Gas
(LPG), blast furnace gas, biogas, etc.
 Engines using solid fuels like charcoal, powdered coal, etc.
 Engine using viscous fuels like heavy and light diesel oils.
 Engine using two fuels (dual-fuels engines)
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METHOD OF CHARGING
 According to the method of charging the engines are classified as:
 Naturally aspirated engines where the admission of air or fuel-air mixture

takes place near atmospheric pressure.
 Supercharged engines where the admission of air or fuel-air mixture takes

place above atmospheric pressure.
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TYPE OF IGNITION
 The SI engines requires an external source of energy for the initiation of
spark and thereby the combustion process. A high voltage-spark is made
to jump across the spark plug electrodes. In order to produce the required
high voltage there are types of ignition systems which are normally used.
They are:
 Battery ignition system.
 Magneto ignition system.
 CI engines do not need any such system.
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TYPE OF COOLING
 Cooling is very essential for the satisfactory running of an engine. There
are two types of cooling systems in use and accordingly the engines are
classified as:
 Air-cooled engine
 Water-cooled engines
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CYLINDER ARRANGEMENT
8
BASIC COMPONENTS OF IC ENGINES
Cylinder Block:
 It is the main supporting structure for the various components.
 It contains the cylinders and made of cast iron or aluminum.
 The block of water-cooled engines includes a water jacket cast around
the cylinders.
 On air-cooled engines, the exterior surface of the block has cooling fins.
Cylinder head:
 It is mounted on the cylinder block.
 Cylinder head gasket is used between cylinder block and cylinder head.
 The cylinder head is held tight to cylinder block by number of bolts of
studs.
Crankcase:
 The bottom portion of the cylinder block is called crankcase.
 It is the part of the engine block surrounding the rotating crankshaft.
 It becomes a sump for lubricating oil.
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1
Cylinder:
 The circular cylinders in the engine block in which the pistons reciprocate
back and forth.
 The walls of the cylinder have highly polished hard surfaces.
 Cylinders may be machined directly in the engine block or a hard metal
(drawn steel) sleeve may be pressed into the softer metal block.
Combustion chamber:
 The end of the cylinder between the head and the piston face where
combustion occurs.
 The size of the combustion chamber continuously changes from a
minimum volume when the piston is at TDC to a maximum when the
piston is at BDC.
2
Piston & Piston rings:
 The cylindrical-shaped mass that reciprocates back and forth in the
cylinder.
 It fits perfectly (snugly) into the cylinder providing a gas tight space with
the piston rings and the lubricant.
 It is the first link in transmitting the pressure forces to the rotating
crankshaft.
 Pistons are made of cast iron, steel, or aluminum.
 Pistons rings, fitted into the slots around the piston, provide a tight seal
between the piston and the cylinder wall thus preventing leakage of
combustion gases.
3
Inlet and exhaust valves:
 Used to allow flow into and out of the cylinder at the proper time in the
cycle.
 Most engines use mushroom shaped poppet type valves, which are
spring loaded closed and pushed opened by camshaft action.
 Valves are mostly made of forged steel.
Intake manifold:
 Piping system which delivers incoming air to the cylinders through the
intake valves.
 Usually made of cast metal, plastic, or composite material.
Exhaust manifold:
 Piping system through which the products of combustion escape into the
atmosphere.
 Usually made of cast metal or composite material.
4
Spark Plug:
 It is the component to initiate the combustion process in Spark-Ignition
(SI) engines and it is usually located on the cylinder head.
5
Connecting rod:
 It interconnects the piston and the crankshaft. It transmits the gas forces
from the piston to the crankshaft.
 The two ends of the connecting rod are called as small end and the big
end.
 Small end is connected to the piston by gudgeon pin and the big end is
connected to the crankshaft by the crank pin.
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Camshaft & Cams:
 The camshaft and its associated parts control the opening and closing of
the two valves.
 The associated parts are push rods, rocker arms, valve springs and
tappets.
 This shaft also provides the drive to the ignition system.
 The camshaft is driven by the crankshaft through timing gears.
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Crankshaft:
 It converts the reciprocating motion of the piston into useful rotary motion
of the output shaft.
 There are a pair of crank arms and balance weights on the crankshaft.
 The balance weights are provided for static and dynamic balancing of the
rotating system.
 The crank shaft is enclosed in a crankcase.
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Flywheel:
 The net torque imparted to the crankshaft during one complete cycle of
operation of the engine fluctuates causing a change in the angular
velocity of the shaft.
 In order to achieve a uniform torque an inertia-mass in the form of a
wheel is attached to the output shaft and this wheel is called the flywheel.
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NOMENCLATURE OF IC ENGINES
 Despite its simplicity, the reciprocating engine (basically a piston–cylinder
device) is one of the rare inventions that has proved to be very versatile
and to have a wide range of applications. It is the powerhouse of the vast
majority of automobiles, trucks, light aircraft, ships and electric power
generators, as well as many other devices.
The basic components of a reciprocating engine are:
 TDC & BDC: The piston reciprocates in the cylinder between two fixed
positions called the top dead center (TDC)—the position of the piston
when it forms the smallest volume in the cylinder—and the bottom dead
center (BDC)—the position of the piston when it forms the largest volume
in the cylinder.
 Stroke (L mm): The distance between the TDC and the BDC is the
largest distance that the piston can travel in one direction, and it is called
the stroke of the engine.
 Bore (d mm): The diameter of the piston is called the bore.
0
 Piston Area (A cm2): The area of a circle of diameter equal to the
cylinder bore is called the piston area.
 Intake & Exhaust valves: The air or air–fuel mixture is drawn into the
cylinder through the intake valve and the combustion products are
expelled from the cylinder through the exhaust valve.
1
 Clearance Volume ( 𝑽𝒄 cm3): The minimum volume formed in the
cylinder when the piston is at TDC is called the clearance volume.
 Displacement of Swept Volume (𝑽𝒔 cm3): The volume displaced by the

piston as it moves between TDC and BDC is called the displacement
volume.
𝝅
𝑽𝒔 = 𝑨 ∗ 𝑳 = 𝒅𝟐 𝑳
𝟒
 Cubic Capacity or Engine Capacity (cm3): The displacement volume of

a cylinder multiplied by the number of cylinders in an engine will give the
cubic capacity or engine capacity. For example, if there are 𝐾 cylinders in
the engine, then
𝑪𝒖𝒃𝒊𝒄 𝒄𝒂𝒑𝒂𝒄𝒊𝒕𝒚 = 𝑽𝒔 ∗ 𝑲
 Compression ratio (𝒓): It is the ratio of the total cylinder volume when
the piston is at BDC (𝑉𝑡 ) to the clearance volume (𝑉𝑐 ).
𝑽𝒕 𝑽𝒄 + 𝑽𝒔 𝑽𝒔
𝒓= = =𝟏+
𝑽𝒄 𝑽𝒄 𝑽𝒄
2
3
4
Stroke to Bore Ratio:
d < L (under-square engine)
d = L (square engine)
d > L (over-square engine)
Over square engine can operate at higher speeds because of larger bore
and shorter stroke.
5
Thank you!!
6
ME-215

TEL: +92 21 99261261-8 Ext: 2315
MOBILE #: +92-345-2127526
 Four stroke Spark Ignition SI (Gasoline or Otto) engines.
 Four-stroke Compression Ignition CI (Diesel) engines.
 Comparison of four-stroke SI and CI engines
 Interactive learning of engine components and classification

FOUR STROKE SPARK IGNITION (SI) ENGINES
 Reciprocating engines are classified as spark-ignition (SI) engines or
compression-ignition (CI) engines, depending on how the combustion
process in the cylinder is initiated.
 In SI engines, the combustion of the air–fuel mixture is initiated by a spark

plug.
 The Otto cycle is the ideal cycle for the SI reciprocating engines.

OTTO CYCLE: THE IDEAL CYCLE FOR SPARK-
IGNITION ENGINES
 The Otto cycle is the ideal cycle for spark-ignition reciprocating engines.
 It is named after Nikolaus A. Otto, who built a successful four-stroke

engine in 1876 in Germany using the cycle proposed by Frenchman Beau
de Rochas in 1862.
 In most spark-ignition engines, the piston executes four complete strokes

(two mechanical cycles) within the cylinder.
 The crankshaft completes two revolutions for each thermodynamic cycle.
 These engines are called four-stroke internal combustion engines.

OTTO CYCLE
Actual Indicator Diagram of a

Four-Stroke SI Engine

OTTO CYCLE
Actual Indicator Diagram of a

Four-Stroke SI Engine

OTTO CYCLE

P-V AND T-S DIAGRAMS OF OTTO CYCLE

DIESEL CYCLE: THE IDEAL CYCLE FOR
COMPRESSION-IGNITION ENGINES
 The Diesel cycle is the ideal cycle for CI reciprocating engines. The CI
engine, first proposed by Rudolph Diesel in the 1890s, is very similar to
the SI engine discussed in the last section, differing mainly in the method
of initiating combustion.
 In CI engines, the air–fuel mixture is self-ignited as a result of
compressing the air above the self-ignition temperature of fuel.
 The spark plug and carburetor are replaced by a fuel injector in diesel
engines

P-V AND T-S DIAGRAMS OF DIESEL ENGINES
Actual p-V (indicator) diagram of a Four-Stroke CI Engine
0
P-V AND T-S DIAGRAMS OF DIESEL ENGINES
Process 1-2 Isentropic compression

Process 2-3 Constant pressure heat addition
Process 3-4 Isentropic expansion
Process 4-1 Constant volume heat rejection
1
COMPARISON OF FOUR-STROKE SI & CI ENGINES
2
AUTO-IGNITION & KNOCKING IN SI ENGINES
 When high compression ratios are used, the temperature of the air–fuel
mixture rises above the auto-ignition temperature of the fuel (the
temperature at which the fuel ignites without the help of a spark) during
the combustion process, causing an early and rapid burn of the fuel at
some point or points ahead of the flame front, followed by almost
instantaneous inflammation of the end gas.
 This premature ignition of the fuel, called auto-ignition, produces an

audible noise, which is called engine knock.
 Auto-ignition in spark-ignition engines cannot be tolerated because it

hurts performance and can cause engine damage.
 The requirement that auto-ignition not be allowed places an upper limit

on the compression ratios that can be used in spark ignition internal
combustion engines.
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INTERACTIVE LEARNING OF ENGINE COMPONENTS & CLASSIFICATION
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Thank you!!
4
ME-215

TEL: +92 21 99261261-8 Ext: 2315
MOBILE #: +92-345-2127526
 Application of IC and EC engines.
 Two stroke engines
 Comparison of four-stroke and two-stroke engines
 Interactive learning of comparison of four-stroke and two-stroke engines
 Engine performance parameters

APPLICATION OF IC AND EC ENGINES

TWO-STROKE ENGINES
 In two-stroke engines, all five key events/processes functions are
executed in just two strokes: the power stroke and the compression
stroke.
 In these engines, the crankcase is sealed and the outward motion of the
piston is used to slightly pressurize the air–fuel mixture in the crankcase.
 Also, the intake and exhaust valves are replaced by openings in the
lower portion of the cylinder wall.
 During the latter part of the power stroke, the piston uncovers first the
exhaust port, allowing the exhaust gases to be partially expelled.
 Then the intake port, allowing the fresh air–fuel mixture to rush in and
drive most of the remaining exhaust gases out of the cylinder.
 This mixture is then compressed as the piston moves upward during the
compression stroke and is subsequently ignited by a spark plug.

TWO-STROKE ENGINES
Spark plug or fuel injector nozzle
Exhaust port
Transfer port
Non return valve
Crankcase

TWO STROKE VS FOUR STROKE ENGINE

TWO STROKE VS FOUR STROKE ENGINES

TWO STROKE VS FOUR STROKE ENGINES
 The two-stroke engines are generally less efficient than their four-stroke
counterparts because of the incomplete expulsion of the exhaust gases
and the partial expulsion of the fresh air–fuel mixture with the exhaust
gases.
 However, they are relatively simple and inexpensive and they have high
power-to-weight and power-to-volume ratios, which make them suitable
for applications requiring small size and weight such as for motorcycles,
chain saws, and lawn mowers
 For a given weight and displacement, a well-designed two-stroke engine

can provide significantly more power than its four-stroke counterpart
because two-stroke engines produce power on every engine revolution
instead of every other one.

INTERACTIVE LEARNING OF TWO-STROKE ENGINES

ENGINE PERFORMANCE PARAMETERS
0
1. Indicated Thermal Efficiency (𝜼𝒊𝒕𝒉 ):
 There are two definitions of thermal efficiency as applied to IC engines.
 One is based on indicated power and the other on brake power.
 The one based on indicated power is called as ‘indicated thermal

efficiency”, and the one based on brake power is known as “brake thermal
efficiency”.
 Indicated thermal efficiency is the ratio of energy in the indicated power 𝑖𝑝

to the input fuel energy 𝐸𝑓 in appropriate units.
𝒊𝒏𝒅𝒊𝒄𝒂𝒕𝒆𝒅 𝒑𝒐𝒘𝒆𝒓 𝒌𝑱/𝒔

𝜼𝒊𝒕𝒉 =
𝒆𝒏𝒆𝒓𝒈𝒚 𝒊𝒏 𝒇𝒖𝒆𝒍 𝒑𝒆𝒓 𝒔𝒆𝒄𝒐𝒏𝒅 𝒌𝑱/𝒔
𝜼𝒊𝒕𝒉 = 𝟑𝟖% 𝒊𝒑 𝒌𝑱/𝒔
What does it mean?? 𝜼𝒊𝒕𝒉 =
𝑬𝒇 𝒌𝑱/𝒔
𝒊𝒑 𝒌𝑱/𝒔
𝜼𝒊𝒕𝒉 =
𝒎𝒂𝒔𝒔 𝒇𝒍𝒐𝒘 𝒓𝒂𝒕𝒆 𝒐𝒇 𝒇𝒖𝒆𝒍 𝒌𝒈/𝒔 ∗ 𝑪𝒂𝒍𝒐𝒓𝒊𝒇𝒊𝒄 𝒗𝒂𝒍𝒖𝒆 𝒐𝒇 𝒇𝒖𝒆𝒍 𝒌𝑱/𝒌𝒈
1
2. Brake Thermal Efficiency (𝜼𝒃𝒕𝒉 ):
 There are two definitions of thermal efficiency as applied to IC engines.
 One is based on indicated power and the other on brake power.
 The one based on indicated power is called as ‘indicated thermal

efficiency”, and the one based on brake power is known as “brake thermal
efficiency”.
 Brake thermal efficiency is the ratio of energy in the brake power 𝑏𝑝 to the
input fuel energy 𝐸𝑓 in appropriate units.
𝒃𝒓𝒂𝒌𝒆 𝒑𝒐𝒘𝒆𝒓 𝒌𝑱/𝒔

𝜼𝒃𝒕𝒉 =
𝒆𝒏𝒆𝒓𝒈𝒚 𝒊𝒏 𝒇𝒖𝒆𝒍 𝒑𝒆𝒓 𝒔𝒆𝒄𝒐𝒏𝒅 𝒌𝑱/𝒔
𝜼𝒃𝒕𝒉 = 𝟑𝟎% 𝒃𝒑 𝒌𝑱/𝒔
What does it mean?? 𝜼𝒃𝒕𝒉 =
𝑬𝒇 𝒌𝑱/𝒔
𝒃𝒑 𝒌𝑱/𝒔
𝜼𝒃𝒕𝒉 =
𝒎𝒂𝒔𝒔 𝒇𝒍𝒐𝒘 𝒓𝒂𝒕𝒆 𝒐𝒇 𝒇𝒖𝒆𝒍 𝒌𝒈/𝒔 ∗ 𝑪𝒂𝒍𝒐𝒓𝒊𝒇𝒊𝒄 𝒗𝒂𝒍𝒖𝒆 𝒐𝒇 𝒇𝒖𝒆𝒍 𝒌𝑱/𝒌𝒈
2
3. Mechanical Efficiency (𝜼𝒎 ):
 Mechanical efficiency takes into account the mechanical losses in an
engine.
 It is defined as the ratio of brake power (delivered power) to indicated
power (power provided to the piston).
𝒃𝒓𝒂𝒌𝒆 𝒑𝒐𝒘𝒆𝒓 𝒌𝑱/𝒔
𝜼𝒎 =
𝒊𝒏𝒅𝒊𝒄𝒂𝒕𝒆𝒅 𝒑𝒐𝒘𝒆𝒓 𝒌𝑱/𝒔
𝜼𝒎 =
𝒊𝒑 𝒌𝑱/𝒔
𝜼𝒎 =
𝒃𝒑 + 𝒇𝒑 𝒌𝑱/𝒔
 It can also be defined as the ratio of brake thermal efficiency to indicated thermal
efficiency.
𝜼𝒃𝒕𝒉 𝒃𝒑/𝑬𝒇 𝒃𝒑
𝜼𝒎 = = =
𝜼𝒊𝒕𝒉 𝒊𝒑/𝑬𝒇 𝒊𝒑
𝜼𝒎 = 𝟕𝟖%
What does it mean??
3
4. Volumetric Efficiency (𝜼𝒃𝒕𝒉 ):
 It indicates breathing ability of an engine.
 Volumetric efficiency is the ratio of the actual quantity of air drawn into the
cylinder during a given period of time to the theoretical (maximum)
quantity which should have been drawn in during the same interval of
time based on the total piston displacement, and the pressure and
temperature of the surrounding atmosphere.
𝒂𝒄𝒕𝒖𝒂𝒍 𝒒𝒖𝒂𝒏𝒕𝒊𝒕𝒚 𝒐𝒇 𝒂𝒊𝒓 𝒅𝒓𝒂𝒘𝒏 𝒊𝒏𝒕𝒐 𝒕𝒉𝒆 𝒄𝒚𝒍𝒊𝒏𝒅𝒆𝒓
𝜼𝒗 =
𝒎𝒂𝒙𝒊𝒎𝒖𝒎 𝒒𝒖𝒂𝒏𝒊𝒕𝒚 𝒐𝒇 𝒂𝒊𝒓 𝒅𝒓𝒂𝒘𝒏 𝒊𝒏𝒕𝒐 𝒕𝒉𝒆 𝒄𝒚𝒍𝒊𝒏𝒅𝒆𝒓
𝒎𝒂𝒊𝒓 𝒌𝒈 𝒎𝒂𝒊𝒓 𝒌𝒈/𝒔

𝜼𝒗 = =
𝝆𝒂𝒊𝒓 ∗ 𝑽𝒔 𝒌𝒈 𝝆𝒂𝒊𝒓 ∗ 𝑽𝒔 ∗ 𝒏 𝒌𝒈/𝒔
𝑽𝒂𝒊𝒓 𝒎𝟑 𝑽𝒂𝒊𝒓 𝒎𝟑 /𝒔
𝜼𝒗 = =
𝑽𝒔 𝒎𝟑 𝑽𝒔 ∗ 𝒏 𝒎𝟑 /𝒔
𝜼𝒗 = 𝟗𝟎% 𝑛 = 𝑛𝑢𝑚𝑏𝑒𝑟 𝑜𝑓 𝑝𝑜𝑤𝑒𝑟 𝑠𝑡𝑟𝑜𝑘𝑒𝑠

What does it mean?? 𝑁
𝑛= 𝑓𝑜𝑟 4 − 𝑠𝑡𝑟𝑜𝑘𝑒 𝑎𝑛𝑑 𝑁 𝑓𝑜𝑟 2 − 𝑠𝑡𝑟𝑜𝑘𝑒 𝑒𝑛𝑔𝑖𝑛𝑒𝑠
2
4
5. Relative Efficiency (𝜼𝒓𝒆𝒍 ):.
 Relative efficiency is the ratio of thermal efficiency of an actual cycle to
that of the ideal cycle.
 This shows a degree of deviation from the ideal conditions.
𝒂𝒄𝒕𝒖𝒂𝒍 𝒕𝒉𝒆𝒓𝒎𝒂𝒍 𝒆𝒇𝒇𝒊𝒄𝒊𝒆𝒏𝒄𝒚

𝜼𝒓𝒆𝒍 =
𝒂𝒊𝒓 − 𝒔𝒕𝒂𝒏𝒅𝒂𝒓𝒅 𝒆𝒇𝒇𝒊𝒄𝒊𝒆𝒏𝒄𝒚
𝜼𝒓𝒆𝒍 = 𝟓𝟎%
What does it mean??
5
6. Mean Effective pressure 𝒑𝒎
6
Indicated and brake mean effective pressure 𝒑𝒊𝒎 & 𝒑𝒃𝒎
For any particular engine operating at a given speed and power output, there
will be a specific indicated mean effective pressure 𝑝𝑖𝑚 and a corresponding
brake mean effective pressure 𝑝𝑏𝑚
𝒊𝒑 𝒊𝒑
𝒑𝒊𝒎 = ∗ 𝟔𝟎𝟎𝟎𝟎 = ∗ 𝟔𝟎𝟎𝟎𝟎
𝑽𝒔 𝒏𝑲 𝑳𝑨𝒏𝑲
𝒃𝒑 𝒃𝒑
𝒑𝒃𝒎 = ∗ 𝟔𝟎𝟎𝟎𝟎 = ∗ 𝟔𝟎𝟎𝟎𝟎
𝑽𝒔 𝒏𝑲 𝑳𝑨𝒏𝑲
Where
𝑖𝑝 = indicated power in kW
𝑏𝑝 = brake power in kW
𝐿 = length of stroke in m
𝐴 = area of piston in m2
𝑁 = speed in revolution per minute rpm
𝑛 = number of power strokes
𝑁/2 for 4-stroke engines
𝑁 for 2-stroke engines
𝐾 = number of cylinder
7
7. Mean piston speed (𝒔𝒑 ):.
 The mean piston speed is defined as:
𝒔𝒑 = 𝟐𝑳𝑵
Where
𝐿 = length of stroke in m
𝑁 = speed in revolution per minute rpm
 The It is often a more appropriate parameter than crank rotational speed

for correlating engine behavior as a function of speed.
 The mean piston speed for most engines lie in the range of 8 to 15 m/s.
 Automobile engines operate at the higher end and large marine diesel
engines at the lower end of this range of piston speeds.
8
8. Specfic Power Output (𝑷𝒔 ):.
 The specific power output is defined as:
𝒃𝒑
𝑷𝒔 = = 𝒄𝒐𝒏𝒔𝒕𝒂𝒏𝒕 ∗ 𝒑𝒃𝒎 ∗ 𝒔𝒑
Where 𝑨
𝑏𝑝 = brake power
𝐴 = area of piston in m2
 It can be seen that the output of an engine can be increased by

increasing either the speed or the brake mean effective pressure.
 Increasing speed involves increase in the mechanical stresses of various

engine components.
 For increasing the brake mean effective pressure better heat release from
the fuel is required and this will involve more thermal load on engine
cylinder.
9
9. Specfic fuel consumption (𝒔𝒇𝒄):.
 The fuel consumption characteristics of an engine are generally
expressed in terms of specific consumption in kg of fuel per kilowatt-hour.
 It is an important parameter that reflects how good the engine

performance is.
 It is inversely proportional to the thermal efficiency of the engine.

𝒇𝒖𝒆𝒍 𝒄𝒐𝒏𝒔𝒖𝒎𝒑𝒕𝒊𝒐𝒏 𝒑𝒆𝒓 𝒖𝒏𝒊𝒕 𝒕𝒊𝒎𝒆
𝒔𝒇𝒄 =
𝒑𝒐𝒘𝒆𝒓
 Brake specific fuel consumption and indicated specific fuel consumption,

abbreviated as 𝑏𝑠𝑓𝑐 and 𝑖𝑠𝑓𝑐, are the specific fuel consumption on the
basis of 𝑏𝑝 and 𝑖𝑝.
𝒔𝒇𝒄 = 𝟏𝟎 𝒈𝒎/𝒌𝑾𝒉𝒓
What does it mean??
0
10. Fuel-air (𝑭/𝑨) or Air-fuel Ratio (𝑨/𝑭):.
 The relative proportions of the fuel and air in the engine are very
important from the standpoint of combustion and the efficiency of the
engine.
 This is expressed either as a ratio of the mass of the fuel to that of the air
or vice versa.
𝒒𝒖𝒂𝒏𝒕𝒊𝒕𝒚 𝒐𝒇 𝒇𝒖𝒆𝒍
𝑭/𝑨 =
𝒒𝒖𝒂𝒏𝒕𝒊𝒕𝒚 𝒐𝒇 𝒂𝒊𝒓
 A mixture that contains just enough air for complete combustion of all the
fuel in the mixture is called a chemically correct or stoichiometric fuel-air
ratio.
 A mixture having more fuel than that in a chemically correct mixture is

termed as rich mixture and a mixture that contains les fuel (or excess air)
is called a lean mixture.
1
11. Equivalence ratio (∅):.
 The ratio of actual fuel-air ratio to the stoichiometric fuel-air ratio is called
equivalence ratio
𝒂𝒄𝒕𝒖𝒂𝒍 𝒇𝒖𝒆𝒍 − 𝒂𝒊𝒓 𝒓𝒂𝒕𝒊𝒐

∅=
𝑺𝒕𝒐𝒊𝒄𝒉𝒊𝒐𝒎𝒕𝒆𝒓𝒊𝒄 𝒇𝒖𝒆𝒍 − 𝒂𝒊𝒓 𝒓𝒂𝒕𝒊𝒐
 ∅ = 1 Stoichiometric (chemically correct) mixture

 ∅ > 1 Fuel rich mixture
 ∅ < 1 Fuel lean mixture
12. Calorific Value (𝑪𝑽):.

 Calorific value of a fuel is the thermal energy released per unit quantity of the fuel
when the fuel is burned completely and the products of combustion are cooled
back to the initial temperature of the combustible mixture.
E.g. CV = 1000 kJ/kg
2
Thank you!!
3
ME-215
CHAP. 01 INTRODUCTION
CHAP. 16 MEASUREMENTS AND TESTING,
CHAP. 17 PERFORMANCE PARAMETERS
AND CHARACTERISTICS,

TEL: +92 21 99261261-8 Ext: 2315
MOBILE #: +92-345-2127526
 Engine Performance parameters.
 Problem based learning of Engine measurement and testing.

Thank you!!

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INTERNAL COMBUSTION ENGINES

CHAPTER 01: INTRODUCTION

Dr.-Ing. Usman Allauddin,

The learning outcomes of today’s lecture are:

 Course CLOs and other details

 Engine & Heat Engine

 Comparison of Internal and External combustion engines

 Pros and Cons of Internal Combustion engines

 Basic engine components and nomenclature

Prepared by: Dr.-Ing. Usman Allauddin

S. No CLO Statement PLO Cognitive/

2 SOLVE numerical problems related to the design and operation of 2 C3

4 GRASP the working and performance of different types of basic 5 P2

Prepared by: Dr.-Ing. Usman Allauddin

(Only theory of all these chapters)

Prepared by: Dr.-Ing. Usman Allauddin

(Only numerical and derivations of all these chapters)

Prepared by: Dr.-Ing. Usman Allauddin

Chap. 12 Combustion and Combustion Chambers,

Prepared by: Dr.-Ing. Usman Allauddin

S. No. Book Name Author Name Text/Reference Book

MARKS DISTRIBUTION & GRADING

S. No. Activity Marks Date

Prepared by: Dr.-Ing. Usman Allauddin

 However, while transforming energy from one form to another, the

 Normally, most of the engines convert thermal energy into mechanical

Prepared by: Dr.-Ing. Usman Allauddin

Prepared by: Dr.-Ing. Usman Allauddin

 Low weight to power ratio as compared to the steam power plant

 Possible to develop reciprocating internal combustion engines of very small power

 Outputs (power output of even a fraction of a kilowatt) with reasonable efficiency

 Higher thermal efficiencies can be obtained with moderate maximum working

 Cooling system is required.

 Constant pressure heat addition cycle engine or Diesel cycle engine. It is

 Engines using volatile liquid fuels like gasoline, alcohol, kerosene,

 Engines using solid fuels like charcoal, powdered coal, etc.

 Engine using two fuels (dual-fuels engines)

 Naturally aspirated engines where the admission of air or fuel-air mixture

 Supercharged engines where the admission of air or fuel-air mixture takes

 Battery ignition system.

 Magneto ignition system.

 CI engines do not need any such system.

The basic components of a reciprocating engine are:

 Bore (d mm): The diameter of the piston is called the bore.

 Displacement of Swept Volume (𝑽𝒔 cm3): The volume displaced by the

 Cubic Capacity or Engine Capacity (cm3): The displacement volume of

Stroke to Bore Ratio:

d < L (under-square engine)

d > L (over-square engine)

CHAPTER 01: INTRODUCTION

Dr.-Ing. Usman Allauddin,

The learning outcomes of today’s lecture are:

 Four stroke Spark Ignition SI (Gasoline or Otto) engines.

 Four-stroke Compression Ignition CI (Diesel) engines.

 Comparison of four-stroke SI and CI engines

 Interactive learning of engine components and classification

Prepared by: Dr.-Ing. Usman Allauddin

 In SI engines, the combustion of the air–fuel mixture is initiated by a spark