ME6404

THE R M A L E NG IN E E R IN G
B (A SSIST AN T PROFE SSOR)
BY- KIRUBAKARAN
 THERMAL ENGINEERING THERMODYNAMICS

UNIT 1- GAS POWER CYCLES UNIT 1- We study about PROCESS

UNIT 2- INTERNAL COMBUSTION ENGINES UNIT 2- We study about HEAT ENGINES

UNIT 3- STEAM NOZZLE AND STEAM TURBINES UNIT 3- We Study about the Steam powerplant

UNIT 4- AIR COMPRESSOR UNIT 4- We study about compressibility of gases

UNIT 5- REFRIGERATION AND AIR CONDITIONING UNIT 5- We study about the PSYCHROMETRIC PROCESS
 UNIT 2- INTERNAL COMBUSTION ENGINES

 Classification of IC engine

 Components and functions

 Valve timing diagram of 4S engine

 Port timing diagram of 2S engine

 Actual and theoretical PV diagram of 4S engine

 Actual and theoretical PV diagram of 2S engine

 Simple, Complete carburetor

 MPFI, Diesel pump and Injector system

 Battery, Magneto-Ignition system

 Principle of combustion.
 CLASSIFICATION OF INTERNAL COMBUSTION ENGINES
BASED ON CYCLE OF OPERATION
 OTTO CYCLE ENGINE
 DIESEL CYCLE ENGINE
 DUAL CYCLE ENGINE
TYPE OF IGNITION
 SPARK IGNITION ENGINE
 COMPRESSION IGNITION ENGINE

BASED ON NUMBER OF STROKES

 4 STROKE ENGINE
 2 STROKE ENGINE

TYPE OF FUEL USED

 PETROL ENGINE
 DIESEL ENGINE
 GAS ENGINE

METHOD OF COOLING
 AIR COOLED ENGINE
 WATER COOLED ENIGNE
TYPE OF LUBRICATION USED
 WET SUMP LUBRICATION
 DRY SUMP LUBRICATION
 MIST LUBRICATION

SPEED OF THE ENGINE

 LOW SPEED ENIGNE
 MEDIUM SPEED ENGINE
 HIGH SPEED ENGINE
 MAJOR COMPONENTS OF IC ENGINES

1. CYLINDER BLOCK
2. CYLINDER HEAD
3. CRANK CASE
4. OIL SUMP OR OIL PAN
5. CYLINDER LINERS
6. PISTON
7. PISTON RINGS
8. CONNECTING ROD
9. CRANKSHAFT
10. CAMSHAFT
11. FLYWHEEL
12. SPARK PLUG
13. VALVES
CYLINDER BLOCK
It is the main body of the engine in which combustion of gases takes place and piston reciprocates to
develop power.

The cylinders are accurately finished to accommodate piston.

During combustion high pressure and temperature develops inside the cylinder, hence it is made of
HARD GRADE CAST IRON and usually cast in single piece.

The cylinder is cooled by water cooling or air cooling mechanism.

CYLINDER HEAD
The cylinder head is bolted at the top of the cylinder block.

It houses inlet and exhaust valves through which the air fuel mixture is taken inside the cylinder and the
combustion products are exhausted to the atmosphere from the cylinder.

It also contains spark plug or injector hole and water or air cooling jacket.

The materials used for cylinder heads are cast iron or aluminium alloy.
CRANK CASE
It may be cast integrally with the cylinder block or it may be separately cast and bolted to the cylinder
block.
It supports the crankshaft and camshaft with the help of bearings.
It holds the other parts and resists the explosion and inertia force.
The bottom of crankcase may be used as oil sump for lubrication purpose.

OIL PAN OR OIL SUMP

Oil sump is fitted to the bottom of the crank case by using a gasket.
It contains lubricating oil.
A drain plug is provided at the bottom of the sump to drain out the oil when needed.
It is made of the pressed steel sheet.
PISTON
It is a cylindrical shaped mass fitted to each cylinder as a face to receive the gas pressure and transmit
the trust to the connecting rod. The piston serves the following purposes.
1. It acts as an movable gas tight seal to the cylinder bore.
2. It transmits the force of the explosion in the cylinder to the crankshaft through connecting rod.
3. It must be slide freely
4. It must be very light and very strong.
The top of the piston is called crown, it has grooves to hold the piston rings and oil rings.
The walls of the piston is called as skirt, sometimes T slots are provided to it to allow expansion at high
temperatures

PISTON RINGS
They are used to maintain air-tight sealing between piston and cylinder to prevent the gas leakages.
Piston rings are fitted into the grooves which are provided for them at the top portion of the piston.
Two types of the piston rings are used in the piston.
a) COMPRESSION RINGS: These rings provides an effective seal for high-pressure gases inside the
cylinder. Each piston is provided with atleast two compression rings.
b) OIL RINGS: These rings wipe off the excess oil from cylinder walls. It also returns excess oil to the oil
sump through slots provided in rings.
The materials used for piston rings are cast iron, alloy cast iron containing silicon and manganese
alloys.
Piston rings are generally coated with chromium or cadmium.
CRANK:
The piston moves in reciprocating motion inside the cylinder. This reciprocating motion is converted to
rotary motion in the crankshaft through crank. The crank is connected to the piston through connecting
rod.

CRANK SHAFT:
The crankshaft is main part of the engine where the efforts supplied by the piston is received and
converted to rotary motion. All the engine auxiliary mechanisms (cam, ignition, fuel injection,
lubrication, cooling mechanisms) with mechanical transmission are geared in one way or another to the
crankshaft.
It is usually a steel forging or cast iron.
The crankshaft is mounted on the bearings for the support and free rotation.
CYLINDER LINERS:
Inside the cylinder the piston moves up and down continuously which causes wear in the cylinders.
When the cylinder diameter is increased beyond a certain limit, the entire cylinder block should be
discarded and it is costly. To avoid this cylinder wear, a separate liner which is in the form of sleeve is
inserted into the cylinder bore. Hence, the wear takes place in the liner only which can be replaced
easily when worn out. There are two types of liners:
1 . WET LINER: The liners are surrounded by cooling water. It provides a wear resisting surface for the
piston to reciprocates and acts as a seal for water jacket.
2. DRY LINER: Dry liners have metal to metal contact with the cylinder block. They are noto directly in
contact with cooling water.

Liner material are usually withstand abrasive and corrosion wear. Chromium plated mild steel tubes are
used as liner.
CAM SHAFT:
It operates the Inlet and exhaust valves through rocker arms. The cam in the cam shaft converts the
rotary motion into linear motion of the follower. The camshaft is operated by Crank shaft through chain
or gear trains. It is rotated at half of the speed of the crank shaft. The motion of the cam is transmitted
to the valve through push rod and rocker arm. These links are together known as valve gear.

An additional cam shaft is used to drive the fuel pump.

The cam shaft is usually made of chilled cast iron and billet steel or nickel steel.
CONNECTING ROD:
It is used to connect the piston and crank. It has two ends bigger and smaller end. The bigger end is
connects to the crank through crank pin. The smaller end is connected to the piston through piston pin.
It is usually I or T or circular cross section with passage to transfer the lubricating oil from big end to
small end bearing.
The connecting rod must withstand heavy thrust. Hence, it must have great strength and rigidity. They
are generally made of plain carbon steel, alluminium, and nickel alloy steel

ENGINE BEARINGS:
The crank shaft is supported by bearings. The connecting rod big end is connected to the crank by a
crank pin supported on a bearing. The small end of the connecting rod is connected to the piston by a
piston pin, which rides in a bearing. Bearings are main purpose of the bearings is to reduce the friction
and allow the parts to move easily. It also provided support to the moving parts. There are mainly two
types of bearings are used.1) sleeve bearing, 2) roller bearing, 3) ball bearing.

Sleeve type bearing is less expensive and satisfactory for most engines, hence it is used commonly
then ball or roller bearing.
VALVE AND VALVE MECHANISM:
The most of the engines have two valves viz., inlet valve and exhaust valve. The valves regulate the
charge coming into the cylinder (inlet valve) and for discharging the products of combustion from the
cylinder. There are three types of valves, sleeve valve, rotary valve, poppet valve. Most of the engines
uses mushroom shaped poppet valve. The inlet valve is made of plain nickel, nichrome or chrome-
molybdenum. The exhaust valve handles the hot corrosive exhaust gases, so it is made of heat
resistant material such as silicon-chrome steel, high speed steel or tungsten steel.

FLYWHEEL:
It is attached to the crank shaft. Flywheel serves as a energy reservoir. It stores energy during power
stroke and releases energy during other strokes. This gives constant output torque. It is usually made of
cast iron or cast steel. The size of the flywheel is reduces for the multi cylinder engines.
SPARK PLUG:
The main function of the spark plug is to conduct the high potential from the ignition system into the
combustion chamber and to ignite the air-fuel mixture after the completion of the compression stroke in
the petrol engine. It is usually mounted on the engine head and it is found only in the petrol engines. It
must withstand high pressure, high temperature and high corrosive resistant to hot products of the
combustion.

GOVERNOR:
The function of the governor is to control the fluctuations of the engine speed due to the change of
load, this is achieved by means of regulating the supply of the fuel to the engine. The main types of
governor used in the IC engine are watt governor, porter governor, proell governor, Hartnell governor.
The governor is usually run by the crank shaft.
FUEL PUMP AND FUEL NOZZLE:
Fuel pump forces the fuel at high pressure through the fuel nozzle into the cylinder at the end of
compression stroke in the diesel engine. It is operated by the crankshaft. Fuel nozzle breaks up the fuel
into fine spray as it enters into the diesel engine cylinder.

CARBURETOR:
Carburetor is a device used for atomizing and vaporizing the fuel and mixing it with air in varying
proportions to suit for changing the operating conditions of the engines with the help of throttle valve. It
mainly works based on the Bernoulli’s theorem. It is mainly used only in SI engines and now a days due
to its poor performance the carburetors are replaced by the fuel injectors.
Inlet and exhaust manifold:
The passage in which the inlet and exhaust valves are located are known as inlet port and exhaust port
respectively. Incase of the multi cylinder engines all the ports are connected to a common passage
known as manifold. The pipe which connects the exhaust system to the exhaust valve is known as
exhaust manifold. The pipe which connects the intake system to the inlet valve of the engine is known
as the inlet manifold.

BED PLATE:
The lower portion of the crank case is known as bed plate. The bed plate are held by the bed bolts to
the concrete foundation.
 TERMINLOGIES USED IN IC ENGINE

1. BORE(d)
2. STROKE (L)
3. STROKE TO BORE RATIO(L/d)
4. PISTON AREA (A)
5. TOP DEAD CENTRE (TDC)
6. BOTTOM DEAD CENTRE (BDC)
7. CLEARENCE VOLUME(VC)
8. SWEPT OR DISPLACEMENT VOLUME (VS)
9. CUBIC CAPACITY OR ENGINE CAPACITY(cc)
10. COMPRESSION RATIO (r)
CYLINDER BORE (d): The nominal inner diameter of the engine cylinder is called as the cylinder bore
and is usually expressed incase of mm.

Stroke (L): The nominal distance travelled by the piston in the cylinder in one direction is known as
stroke and is equal to the twice the radius of the crank.

PISTON AREA (A): The area of the circle of diameter equal to the cylinder bore is called as the piston
area and is usually expressed in terms of square centimeter.

Stroke to bore ratio: L/d ratio is an important parameter in classifying the size of the engine. If d<L it is
called under square engine. If d>L is called as over square engine. If d=L is called as square engine. All
the over square engine can operate at high speed because of large bore and shorter stroke.

TOP DEAD CENTRE (TDC): The extreme position of the piston at the top of the cylinder is called TDC
position. In case of horizontal engines it is known as Inner Dead Centre(IDC).

BOTTOM DEAD CENTRE (BDC): The extreme position of the piston at the bottom of the cylinder is called
BDC position. In case of horizontal engines it is known as Outer Dead Centre (ODC)
CLEARENCE VOLUME (VC):The nominal volume of the combustion chsmber above the piston when it is at
the top dead centre is the clearence volume. It is expressed in cubic centimeter.

SWEPT VOLUME OR DISPLACEMENT VOLUME (VS): The nominal volume swept by the piston when
moving from top dead centre to bottom dead centre is known as swept volume.
Vs=A x L

CUBIC CAPACITY (cc): The displacement volume of a cylinder multiplied by the number of cylinders in
an engine will give the cubic capacity or the engine capacity.

COMPRESSION RATIO (r): It is the ratio of the total cylinder volume when the piston is at the bottom
dead centre VT to the clearence volume. r = VT / Vc
 WORKING OF FOUR STROKE SI ENGINE

1. WORKING PRINCIPLE
2. THEORETICAL AND ACTUAL PV
DIAGRAM
3. THEORETICAL AND ACTUAL VALVE
TIMING DIAGRAM
 WORKING OF FOUR STROKE SI ENGINE

In four stroke cycle engines, one working cycle is completed in four strokes of the piston or
two revolutions of the crank shaft.
SI engine uses petrol as a working fluid. It forms a homogeneous mixture with the air and this mixture is
sent to the engine during suction through carburetor.

The four strokes of the SI engine are:

1. Suction stroke
2. Compression stroke
3. Power or expansion stroke
4. Exhaust stroke
SUCTION STROKE:
At The beginning of the suction stroke, the piston is in the TDC and it moves downwards.
The inlet valve opens and exhaust valve closes.
Due to downward movement of piston a low pressure vacuum is created inside the engine cylinder, hence air fuel
mixture from the carburetor is sucked into the cylinder through the inlet valves.
Once the piston moves to BDC the inlet valve closes and the suction stops.

COMPRESSION STROKE:
During compression stroke both inlet and outlet valves are closes.
The piston moves form the BDC to TDC.
The air fuel mixture inside the engine cylinder is compressed hence its pressure is rises till the piston reaches the
TDC. Pressure increases upto 6 to 12bar. And temperature increases upto 250 to 300*C
Compression ratio of the engine is varies from 6 to 10.
POWER OR EXPNASION STROKE:
At the end of the compression stroke the air fuel mixture is ignited by a spark plug. It leads to sudden increase of
pressure and temperature of the mixture.
The temperature increases upto 1800 to 2000*C and pressure increases upto 30 to 40bar.
During expansion stroke both valves are in closed position.
The rise in pressure of the mixture exerts an impulse on the piston and pushes it downwards from TDC to BDC
and produces mechanical work.

EXHAUST STROKE:
During exhaust stroke the piston move form BDC to TDC.
The exhaust valves are opened and inlet valves are closed. The burnt gases inside the cylinder is released outside
through the exhaust valves.
As the piston reaches TDC, exhaust valve closes and the inlet valve opens and the next cycle begins.

Thus only one power stroke is produced in every four strokes of the piston movements.
THEORETICAL AND ACTUAL PV DIAGRAM OF 4S SI ENGINE
(INDICATOR DIAGRAM)
THEORETICAL AND ACTUAL VALVE TIMING DIAGRAM OF 4S SI ENGINE
 WORKING OF FOUR STROKE CI ENGINE

1. CONSTRUCTION
2. WORKING PRINCIPLE
3. THEORETICAL AND ACTUAL PV DIAGRAM
4. THEORETICAL AND ACTUAL VALVE TIMING
DIAGRAM
THEORETICAL AND ACTUAL VALVE TIMING DIAGRAM OF 4S CI ENGINE
 WORKING OF TWO STROKE SI ENGINE

1. CONSTRUCTION
2. WORKING PRINCIPLE
3. THEORETICAL AND ACTUAL PV DIAGRAM
4. THEORETICAL AND ACTUAL VALVE TIMING
DIAGRAM
 WORKING OF TWO STROKE CI ENGINE

1. CONSTRUCTION
2. WORKING PRINCIPLE
3. THEORETICAL AND ACTUAL PV DIAGRAM
4. THEORETICAL AND ACTUAL VALVE TIMING
DIAGRAM
COMPARISON OF TWO STROKE AND FOUR STROKE ENGINE
COMPARISON OF CI AND SI ENGINE