TR3317 Lecture 5

Ho Chi Minh City
University of Technology
TR3317
AIRCRAFT
PROPULSION
SYSTEMS
CONTENTS
¡ Chapter 1 - Classifications of aircraft propulsion systems
¡ Chapter 2 - A review of basic laws for a compressible flow
¡ Chapter 3 - Gas power cycles
¡ Chapter 4 - Piston engines
¡ Chapter 5 - Propeller theory
¡ Chapter 6 - Turbine-based engines: turbojet, turbofan
¡ Chapter 7 - Shaft engines: turboprop, turboshaft, and prop-

fan
¡ Chapter 8 - Propulsion system characteristics
2
LECTURE 5:
CHAPTER 4 – PISTON ENGINES
4.1 Intermittent (or piston) engine
4.1.1 Milestones
4.1.2 Types of aero piston engine
4.1.2.1 Rotary engines
4.2.2.2 Reciprocating engines
4.2.2.3 Supercharged/turbocharged reciprocating engines
3
LECTURE 5:
4.2 Aerodynamics and thermodynamics of reciprocating ICE
4.3.1 Terminology for four-stroke engine
4.3.2 Air-standard analysis
4.3.3 Engine cycles
4
4.1 INTERMITTENT OR PISTON ENGINES
¡ Intermittent combustion (or piston) engines are one of the shaft engines. It
is sometimes identified as Aero Piston Engines to differentiate it from
automotive piston engines.
¡ Aero piston engines are classified into three types namely:
1. rotary,
2. reciprocating, and
3. supercharged/turbocharged reciprocating
5
¡ Aero piston engines may power small aircrafts and helicopters.
¡ Small airplanes have one or more piston powered engines connected to
the propeller(s), which provide thrust to move the aircraft on the ground
and through the air.
¡ Piston-powered aircrafts/helicopters most commonly use 100 octane low-
leaded fuel.
¡ Table 4.2 provides astonishing statistics for present and forecast of piston and
jet engines in the period 2000–2032.
6
Table 4.2 Aviation statistics (2000–2032)
7
¡ Aircraft powered by jet engines are nearly 10 % of those powered by
piston engines in year 2000. However, this ratio is expected to increase to
27.8 % by year 2032.
¡ The number of aircraft powered by piston engines drops by 10 % in the
interval 2000–2032, while the number of aircrafts powered by jet
engines increases by 195 % in the same period.
8
¡ Many of the piston aircraft used for business typically fly relatively short
missions of 300–400 miles, at altitudes below 15,000 ft, using very small
general aviation airports that are often without air traffic control towers.
¡ Helicopters are often attractive to business people because of their ability
to land at a variety of heliports and outlying airports.
9
LECTURE 5:
4.1.1 Milestones
10
4.1.1 MILESTONES
¡ Since 1903 and up to the first jet engines invented by Sir Frank Whittle
and Dr. von Ohain, piston engines were the only prime mover for flight
vehicles.
¡ Later on, jet engines took over and became the dominant prime mover or
power plants employed in propelling aircrafts.
¡ Appendix A provides a short list for piston engines employed in aviation
field, starting from Wrights Brothers.
11
¡ Appendix A
12
¡ Appendix A
13
LECTURE 5:
4.1.1 Milestones
14
4.1.2 TYPES OF AERO PISTON ENGINES
¡ Aero piston engines as described earlier are further classified into the
following three types:
1. Rotary engines
2. Reciprocating engines
3. Supercharged/turbocharged reciprocating engines
15
¡ Piston engines are further classified based on number of cylinders, method
of cooling, and cylinders’ arrangements. Regarding cooling, most aircraft
engines are air-cooled.
¡ However, a few liquid-cooled engines are in operation. In both cases,
excess air is transferred to the surrounding air. In air cooled, heat is
transferred directly to the surrounding air.
¡ A liquid cooled engine transfer heat from the cylinders to a liquid coolant
which in turn transfers the heat to the surrounding air through the radiator.
16
¡ Two principal types of piston engines are:
1. Spark ignition engine (SI), which is also identified as petrol engine or
gasoline engine
2. Compression-ignition engine (CI), which is also identified as diesel
engine
¡ Moreover, piston engines may be specified as:
1. Two-stroke engines
2. Four-stroke engines 17
¡ There are three types of aero piston engines:
1. Rotary Engines
2. Reciprocating Engines
3. Supercharging and Turbocharging Engines
18
LECTURE 5:
4.1.1 Milestones
19
4.1.2.1 ROTARY ENGINES
¡ The rotary engine can be classified into two categories:
1. Conventional types
2. Wankel engines
20
The rotary engine was an early type of internal-combustion engine, usually
designed with an odd number of cylinders per row in a radial configuration.
In rotary engines, the crankshaft remained stationary, and the entire cylinder
block rotated around it.
This type of engine was widely used during World War I and the years
immediately preceding that conflict. They have been described as very
efficient in terms of power output, weight, cost, manufacture, and reliability.
21
The rotary engine met these goals with Gnome Omega no. 1 Rotary Engine;
Fig. 4.2 as an example.
The entire engine rotates with the propeller, providing plenty of airflow for
cooling regardless of the aircraft’s forward speed.
Some of these engines were a two-stroke design, giving them a high specific
power and power-to-weight ratio.
22
Fig. 4.2 Rotary engine (Gnome engine) 23

Unfortunately, the severe gyroscopic effects from the heavy rotating engine
made the aircraft very difficult to fly.
The engines also consumed large amounts of castor oil, spreading it all over
the airframe and creating fumes which were nauseating to the pilots.
Engine designers had always been aware of the many limitations of the
rotary engine.
24
2. Wenkel Engines
The Wankel engine is a type of
internal combustion engine using
an eccentric rotary design to
convert pressure into a rotating
motion instead of using
reciprocating pistons (Fig. 4.3a).
Fig. 4.3a Wankel engine 25

2. Wenkel Engines
Its four-stroke cycle (Fig. 4.3b) takes
place in a space between the inside
of an oval-like epitrochoid-shaped
housing and a rotor that is similar in
shape to a Reuleaux triangle but with
sides that are somewhat flatter.
Fig. 4.3b Four strokes of Wankel engine 26

2. Wenkel Engines
The very compact Wankel engine delivers smooth high-rpm power. It also
has high horsepower per displacement compared to other internal
combustion engines.
The lubrication system is similar to that of the two-stroke engine, and thus it
does not need a separate system like the four-stroke engine. Wankel engine
is considered optimum power plant for light aircraft, as it is light, compact,
and almost vibrationless and has a high power-to-weight ratio.
27
2. Wenkel Engines
Further aviation benefits of a Wankel engine include:
i. Rotors cannot seize, since rotor casings expand more than rotors
ii. Not susceptible to “shock-cooling” during descent
iii. Does not require an enriched mixture for cooling at high power
28
2. Wenkel Engines
The first Wankel rotary-engine aircraft was the experimental Lockheed Q-
Star civilian version of the United States Army’s reconnaissance QT-2 in
1967.
It was later on installed in a variety of aircrafts including Diamond DA20,
general aviation aircraft designed for flight training.
29
2. Wenkel Engines
Moreover, Wankels due to their
compact size and quiet operation
are used in drones or UAVs (as an
example, AAI RQ-7 Shadow) (Fig.
4.4).
Fig. 4.4 AAI RQ-7 Shadow AUV

30
2. Wenkel Engines
Wankel engines are also
becoming increasingly popular
in homebuilt experimental
aircraft, such as the light
aircraft ARV Super2 powered
by liquid cooled MidWest
AE110 twin-rotor Wankel Fig. 4.5 ARV Super2 homebuilt experimental aircraft
engine (Fig. 4.5).

31
2. Wenkel Engines
Since Wankel engines operate at a relatively high rotational speed with
relatively low torque, propeller aircraft must use a Propeller Speed
Reduction Unit (PSRU) to keep their propellers within the proper speed
range.
For instance, the MidWest twin-rotor engine (Fig. 4.5) has a 2.95:1 reduction
gearbox.
32
2. Wenkel Engines
Pratt & Whitney Rocketdyne developed a diesel Wankel engine for use in a
prototype VTOL flying car called the “Transformer”.
The engine based on an earlier UAV diesel Wankel concept called
“EnduroCORE”.
33
LECTURE 5:
4.1.1 Milestones
34
4.1.2.2 RECIPROCATING ENGINES
¡ Based on cylinder arrangements, we have the following types:
1. Inline engine
2. Horizontally opposed engine
3. V-type engine
4. X-type Engine
5. H-type Engine
6. Radial type engine
35
1. Inline engine
This type of engine has cylinders
lined up in one row. Mostly, it
has an even number of cylinders
(Fig. 4.6).
Fig. 4.6 Four-cylinder straight engine scheme 36

1. Inline engine
Many in-line engines were developed during World War I (WWI), like
Hispano-Suiza engine and Benz BZ-4.
The biggest advantage o an inline engine is that it allows the aircraft to be
designed with a narrow frontal area for low drag.
37
1. Inline engine
The cylinders are either upright above the crankshaft or inverted that is,
below the crankshaft. An example for inverted inline engine is Menasco
Pirate, model C-4.
Inverted inline engine allows the propeller to be mounted up high for ground
clearance and good visibility for pilots.
The disadvantages of an inline engine include a poor power-to-weight ratio,
because the crankcase and crankshaft are long and thus heavy.
38
1. Inline engine
An in-line engine may be either air-cooled or liquid-cooled, but liquid-
cooling is more common because it is difficult to get enough air-flow to cool
the rear cylinders directly.
Inline engines were common in early aircraft, including the Wright Flyer.
However, the inherent disadvantages of the design soon became apparent,
and the inline design was abandoned, becoming a rarity in modern aviation
39
A horizontally opposed engine, also called a flat or boxer engine, has two
bank of cylinders on opposite sides of a centrally located crankcase.
The engine is either air-cooled or liquid-cooled, but air-cooled versions
predominate.
Opposed engines are mounted with the crankshaft horizontal in airplanes,
but may be mounted with the crankshaft vertical in helicopters.
40
Engine is streamlined resulting in less drag and good visibility for pilots. Due
to the cylinder layout, reciprocating forces tend to cancel, resulting in a
smooth-running engine.
Opposed, air-cooled four- and six-cylinder piston engines are by far the
most common engines used in small general aviation aircraft requiring up to
400 horsepower (300 kW) per engine. Continental O-360 is an example
for horizontally opposed engine.
41
3. V-type engine
Cylinders in this engine are arranged in two in-line banks, tilted 30–90°
apart from each other. The vast majority of V engines are water-cooled.
The V design provides a higher power-to-weight ratio than an inline engine,
while still providing a small frontal area.
42
3. V-type engine
Perhaps the most famous example of this design is the legendary Rolls-Royce
Merlin engine, a 27-l 60! V12 engine used in, among others, the Spitfires.
Similarly, two types of V-engines, namely, upright V-type and inverted V-
type, are frequently seen in WWI engines.
43
4. X-type Engine
X engine comprises twinned V-block engines horizontally opposed to each
other. Thus, the cylinders are arranged in four banks, driving a common
crankshaft.
Rolls-Royce Vulture is an example of this type, which powered Avro
Manchester bomber and the Hawker Tornado fighter.
44
5. H-type Engine
An H engine (or H-block) is an engine configuration in which the cylinders
are aligned so that if viewed from the front they appear to be in a vertical
or horizontal letter H.
An H engine can be viewed as two flat engines, one atop or beside the
other.
45
5. H-type Engine
The “two engines” each have their own crankshaft, which are then geared
together at one end for power-take-off.
Napier Sabre was a British H-24-cylinder, liquid cooled, piston aero engine,
built by Napier & Son during World War II, which powered the Hawker
Typhoon aircraft, in mid-1941.
46
This type of engine has one or
two rows of cylinders arranged
in a circle around a centrally
located crankcase (Fig. 4.7).
Fig. 4.7 Single-row radial type engine 47

Each row must have an odd number of cylinders in order to produce smooth
operation.
Rotary and radial engines look strikingly similar when they are not running
and can easily be confused, since both have cylinders arranged radially
around a central crankshaft.
48
Unlike the rotary engine, however, radial engines use a conventional rotating
crankshaft in a fixed engine block.
A radial engine has only one crank throw per row and a relatively small
crankcase, resulting in a favorable power-to-weight ratio. Because the
cylinder arrangement exposes a large amount of the engine’s heat-
radiating surfaces to the air and tends to cancel reciprocating forces, radials
tend to cool evenly and run smoothly.
49
The lower cylinders, which are under the crankcase, may collect oil when the
engine has been stopped for an extended period with a possible
hydrostatic lock.
In military aircraft designs, the large frontal area of the engine acted as an
extra layer of armor for the pilot. However, the large frontal area also
resulted in an aircraft with a blunt and aerodynamically inefficient profile.
50
LECTURE 5:
4.1.1 Milestones
51
4.1.2.3 SUPERCHARGING AND TURBOCHARGING ENGINES
¡ Superchargers and turbochargers are two types of forced induction
employed in piston engines to add large amounts of power to their motor.
¡ In aviation fields, supercharging and turbocharging allows piston engines
to develop maximum power when operating at high altitudes or boost its
power during takeoff.
¡ At high altitudes, an un-supercharged engine will lose power because of
the reduced density of air entering the induction system of engine.
52
¡ Both superchargers (Fig. 4.8) and turbochargers (Fig. 4.9) have
compressors mounted in the intake system and used to raise the pressure
and density of the incoming air.
¡ The advantage of compressing the air is that it lets the engine stuff more
air into a cylinder. More air means that more fuel can be stuffed in too, so
more power is obtained from each explosion in each cylinder.
53
Fig. 4.8 Supercharger 54

Fig. 4.9 Turbocharger: (a) Typical layout, (b) Turbocharger (Rolls Royce Merlin III engine) 55
¡ The typical boost provided by either a turbocharger or a supercharger is
20–50 kPa. Two types of compressors are used in superchargers and
turbochargers.
¡ These are either positive displacement or dynamic. Three types of positive
displacement compressors are extensively used, namely, the roots, vane,
and screw compressor. Two types of dynamic compressors are used, either
centrifugal or axial.
56
¡ This power can be supplied by a separate drive for the supercharger or
by connecting the supercharger directly to the engine shaft or to gas
turbine driven by the engine exhaust gases.
¡ As shown in Fig. 4.9, turbochargers consist of a centrifugal compressor
coupled to a radial inflow turbine through either vaneless or vaned
diffuser housing.
57
¡ The key difference between a turbocharger and a supercharger is its
power supply.
¡ Superchargers are mechanically driven directly off the engine through
belts, gears, shafts, or chains connected to the engine’s crankshaft. It is
normally located between the carburetor and inlet manifold.
¡ A turbocharger, on the other hand, is powered by a turbine mounted in the
exhaust stream, which in turn spins the compressor element situated
between the air-intake and the carburetor or injector.
58
¡ There are tradeoffs in both systems. In theory, a turbocharger is more
efficient because it is using the “wasted” energy in the exhaust stream for
its power source.
¡ On the other hand, a turbocharger causes some amount of back pressure
in the exhaust system and tends to provide less boost until the engine is
running at higher RPMs.
¡ Generally, turbocharging is commonly found on high power four-stroke
engines, but it can also be used on two-stroke engines.
59
¡ Superchargers are easier to install but tend to be more expensive. A
supercharger is a lot safer because of the simplicity of its design.
¡ Super/turbo-chargers are used in the following aircrafts: Spitfire Mark I,
Hurricane Mark I, Defiant fighter, Wellington bomber, Halifax bomber,
Lancaster bomber, and Mosquito fighter (Table 4.3).
60
Table 4.3 Supercharger versus turbocharger
61
LECTURE 5:
4.1.1 Milestones
4.3.3 Engine cycles
62
4.3.1 TERMINOLOGY FOR FOUR-STROKE ENGINE
¡ Figure 4.10 is a sketch
of a reciprocating
internal combustion
engine consisting of a
piston that moves
within a cylinder fitted
with two valves.
Fig. 4.10 Nomenclature for reciprocating piston-cylinder engines 63

¡ The sketch is labeled with some special terms. The bore of the cylinder is
its diameter. The stroke is the distance the piston moves in one direction.
The piston is said to be at top dead center (TDC) when it has moved to a
position where the cylinder volume is a minimum.
¡ This minimum volume is known as the clearance volume. When the piston
has moved to the position of maximum cylinder volume, the piston is at
bottom dead center (BDC).
64
¡ 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.
¡ The volume swept out by the piston as it moves from the top dead center
to the bottom dead center position is called the displacement volume. The
reciprocating motion of the piston is converted to rotary motion by a crank
mechanism.
65
¡ The compression ratio (rc) is defined as the volume at bottom dead
center (maximum volume) divided by the volume at top dead center
(minimum volume or clearance).
¡ Notice that the compression ratio is a volume ratio and should not be
confused with the pressure ratio.
66
¡ In a four-stroke internal combustion engine, the piston executes four distinct
strokes within the cylinder for every two revolutions of the crankshaft.
Figure 4.11 gives a pressure–volume diagram such as might be displayed
electronically.
67
Fig. 4.11 Pressure–volume diagram for a reciprocating internal combustion engine 68

1. With the intake valve open, the piston makes an intake stroke to draw a
fresh charge into the cylinder. For spark-ignition engines, the charge is a
combustible mixture of fuel and air. Air alone is the charge in
compression-ignition engines.
69
2. With both valves closed, the piston undergoes a compression stroke,
raising the temperature and pressure of the charge. This requires work
input from the piston to the cylinder contents. Combustion is induced near
the end of the compression stroke in spark-ignition engines by the spark
plug. In compression ignition engines, combustion is initiated by injecting
fuel into the hot compressed air, beginning near the end of the
compression stroke and continuing through the first part of the expansion.
Combustion process results in a high-pressure, high-temperature gas
mixture.
70
3. A power stroke follows the compression stroke, during which the gas
mixture expands, and work is done on the piston as it returns to bottom
dead center.
4. The piston then executes an exhaust stroke in which the burned gases are
purged from the cylinder through the open exhaust valve.
71
LECTURE 5:
4.1.1 Milestones
4.3.3 Engine cycles
72
4.3.2 AIR STANDARD ANALYSIS
¡ The analysis of real flow within internal combustion engine is very complex
due to mechanical and thermal losses associated with friction and
combustion process.
¡ Other complexities are associated with heat transfer between the gases
and the cylinder walls as well as the work required to charge the cylinder
and exhaust the products of combustion.
¡ Accurate modeling of reciprocating internal combustion engines normally
involves computer simulation.
73
¡ To conduct elementary thermodynamic analyses of internal combustion
engines, considerable simplification is required.
¡ One procedure is to employ an air-standard analysis having the following
elements:
74
1. The almost-constant pressure intake and exhaust strokes are assumed to
be constant pressure. At WOT (Wide-Open Throttle or fully open throttle
valve), the intake stroke is assumed to be at a pressure of one
atmosphere. At partially closed throttle or when supercharged, inlet
pressure will assume a constant value other than one atmosphere. The
exhaust stroke pressure is assumed constant at one atmosphere.
75
2. All processes are internally reversible.
3. Compression and expansion strokes are approximated by isentropic
processes (reversible and adiabatic). Lubrication minimizes the friction
between piston and cylinder walls. Heat transfer for any stroke is
negligibly small due to its very short time.
76
4. The combustion process is replaced by a heat addition process from an
external source at constant-volume process (Spark-Ignition: SI cycle), a
constant pressure process (Compression-Ignition: CI cycle), or a
combination of both (Dual cycle)
5. Exhaust blow-down is approximated by a constant-volume process.
77
¡ In air-standard cycles, air is considered an ideal gas such that the
following ideal gas relations are used:
78
¡ For isentropic process:
¡ Work done for isentropic process from state (1) to state (2):
79
LECTURE 5:
4.3.3 Engine cycles
4.3.3.1 Thermodynamic analysis of Otto cycle
4.3.3.2 Two-stroke spark ignition (Otto cycle) engines
4.3.3.3 Four-stroke diesel engine
4.3.3.4 Two-stroke diesel engine
80
4.3.3 ENGINE CYCLES
¡ Two cycles will be discussed here. These are Otto and diesel cycles. Otto
cycle is the ideal cycle for spark-ignition engines, while diesel cycle is the
ideal cycle for compression-ignition cycles.
¡ Specific heats of air are functions of temperature. Temperature within
piston engines may vary from room temperature up to several thousands.
¡ At the low-temperature of the cycle (during intake and start of
compression), specific heat ratio has a value of γ = 1:4, while at the end
of combustion, due to temperature rise, specific heat ratio will be γ = 1:3.
81
4.3.3 ENGINE CYCLES
¡ To simplify cycle analysis, specific heat will be assumed constant having
the average value of γ = 1:35.
¡ In the next sections, the following values will be used:
82
4.3.3.1 THERMODYNAMIC ANALYSIS OF OTTO CYCLE
¡ In most spark-ignition engines, the piston executes four complete strokes
(two mechanical cycles) within the cylinder, and the crankshaft completes
two revolutions for each thermodynamic cycle.
¡ These engines are called four-stroke internal combustion engines. A
schematic drawing for the ideal cycle drawn on both P-v and T-s
diagrams are shown in Fig. 4.12.
83
Fig. 4.12 P-v and T-s diagram of ideal Otto cycle

84
¡ Detailed thermodynamic analysis of Otto cycle
1. Process 0–1: Constant pressure suction (intake) stroke of air at ambient
pressure P0. With the intake valve open and exhaust valve closed, the
piston makes an intake stroke to draw a fresh charge (a combustible
mixture of fuel and air) into the cylinder
Here specific and total volumes are identified as (v, V) , respectively.

85
2. Process 1–2: Isentropic compression stroke. With both valves closed, the
piston undergoes a compression stroke, raising the temperature and
pressure of the charge. This requires work input from the piston to the
cylinder contents.
86
3. Process 2–3: Constant-volume heat addition (combustion)
Specific heat added is (qin), given by the relation:
87
Here (QHV) is the heating value of fuel, while (AF) is the air-to-fuel ratio
(ma/mf).
Combustion process results in a gas mixture having the maximum-pressure
and maximum-temperature.
Combustion is induced near the end of the compression stroke by the spark
plug.
88
4. Process 3–4: Isentropic power or expansion stroke. It follows the
compression stroke, during which the gas mixture expands, and work is
done on the piston as it returns to bottom dead center. All valves are
closed.
89
5. Process 4–5: Constant volume heat rejection (exhaust blow-down).
Exhaust valve open and intake valve closed:
90
6. Process 5–0: Constant pressure exhaust stroke at P0. The piston then
executes an exhaust stroke in which the burned gases are purged from
the cylinder through the open exhaust valve.
91
¡ Thermal efficiency of Otto cycle
Since Otto cycle is executed in a closed system, and disregarding the
changes in kinetic and potential energies, the energy balance for any
process is expressed, on a unit-mass basis, as:
92
The thermal efficiency is defined as:
93
Since processes 1–2 and 3–4 are isentropic, v2 = v3 and v4 = v1.
Thus:
Rearranging
94
From Eqs. (4.14a), (4.14b), and (4.14c), then:
From Eq. (4.14b), thermal efficiency is dependent of both of the

compression ratio (rc) and specific heat ratio (γ). A plot of Otto thermal
efficiency versus the compression ratio for different values of (γ) is given in
Fig. 4.13.
95
Fig. 4.13 Thermal efficiency of the Otto cycle versus the compression ratio for different values of
specific heat ratio (γ) of the working fluid
96
From Fig. 4.13, it is noticed that:
1. The thermal efficiency curve is rather steep at low compression ratios but
flattens out starting with a compression ratio value of about 8.
Therefore, the increase in thermal efficiency with the compression ratio is
not as pronounced at high compression ratios.
2. For a given compression ratio, an ideal Otto cycle using a monatomic gas
(such as argon or helium, γ =1.667) as the working fluid will have the
highest thermal efficiency. The least specific heat ratio (γ = 1.3) provides
the smallest Otto thermal efficiency. 97
¡ General Remarks
1. The working fluid in actual engines contains larger molecules such as
carbon dioxide, and the specific heat ratio decreases with temperature,
which is one of the reasons that the actual cycles have lower thermal
efficiencies than the ideal Otto cycle.
98
¡ General Remarks
2. For a given compression ratio, the thermal efficiency of an actual spark-
ignition engine is less than that of an ideal Otto cycle because of the
irreversibilities, such as friction, and other factors such as incomplete
combustion.
3. The thermal efficiencies of actual spark-ignition engines range from
about 25 to 30 %.
99
LECTURE 5:
4.3.3 Engine cycles
4.3.3.1 Thermodynamic analysis of Otto cycle
4.3.3.2 Two-stroke spark ignition (Otto cycle) engines
4.3.3.3 Four-stroke diesel engine
4.3.3.4 Two-stroke diesel engine
100
Ho Chi Minh City
University of Technology
THANK YOU FOR YOUR ATTENTION
abdrahim@upm.edu.my A.R Abu Talib Abd.Rahim Abu Talib
101

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Ho Chi Minh City

¡ Chapter 2 - A review of basic laws for a compressible flow

¡ Chapter 3 - Gas power cycles

¡ Chapter 4 - Piston engines

¡ Chapter 5 - Propeller theory

¡ Chapter 6 - Turbine-based engines: turbojet, turbofan

¡ Chapter 7 - Shaft engines: turboprop, turboshaft, and prop-

Fig. 4.2 Rotary engine (Gnome engine) 23

Fig. 4.3a Wankel engine 25

Fig. 4.3b Four strokes of Wankel engine 26

Fig. 4.4 AAI RQ-7 Shadow AUV

engine (Fig. 4.5).

Fig. 4.6 Four-cylinder straight engine scheme 36

Fig. 4.7 Single-row radial type engine 47

Fig. 4.8 Supercharger 54

Fig. 4.10 Nomenclature for reciprocating piston-cylinder engines 63

Fig. 4.11 Pressure–volume diagram for a reciprocating internal combustion engine 68

Fig. 4.12 P-v and T-s diagram of ideal Otto cycle

Here specific and total volumes are identified as (v, V) , respectively.

Specific heat added is (qin), given by the relation:

From Eq. (4.14b), thermal efficiency is dependent of both of the

THANK YOU FOR YOUR ATTENTION

abdrahim@upm.edu.my A.R Abu Talib Abd.Rahim Abu Talib

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