Internal Combustion Engines

Introduction
Lecture 2

Internal Combustion Engines 1

Introduction : 2
Outline
• In this lecture we learn about:
– The Four-Stroke Engine Cycle
– The Two-Stroke Engine Cycle
• We will discuss the differences – and
similarities – between both cycles.
• Finally, we will draw a comparison
between the S.I. Engines and the C.I.
Engines.

Internal Combustion Engines 2

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Basic Engine Cycles
• Basic definitions:
– Top Dead Centre (TDC):
position of the piston when
it stops at the furthest point
from the crankshaft.
– Bottom Dead Centre
(BDC): position of the
piston when it stops at the
nearest point to the
crankshaft.
– Stroke: distance travelled
by piston between TDC
and BDC or vice-versa.

Internal Combustion Engines 3

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The Four Stroke Engine Cycle
• First stroke: (Induction stroke)
– Intake valve: open
– Exhaust valve: closed
– Piston travelling down from TDC to BDC
– Volume of the combustion chamber increases
causing the pressure to drop (0.7-0.9 bar).
– This drives the flow of air charge into the cylinder
(naturally aspirated engines) and can be assisted with
a supercharger or a turbocharger.
– In S.I. Engines fuel is introduced with the air charge
by injectors or with the aid of a carburettor.
– In C.I. Engines no fuel is added.
Internal Combustion Engines 4
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The Four Stroke Engine Cycle
• Second stroke: (Compression stroke)
– Intake valve: closed
– Exhaust valve: closed
– Piston travelling up from BDC to TDC
– Volume of the combustion chamber decreases
compressing the A/F mixture (air only in C.I. engines).
– This increases the pressure and temperature inside
the chamber (8-14 bar).
– In S.I. Engines, the spark plug is fired towards the
end of the stroke to start combustion.
– In C.I. Engines, fuel is injected instead and self ignites
after mixing with the compressed air. Pressures are
much higher than those experienced in S.I. Engines.

Internal Combustion Engines 5

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The Four Stroke Engine Cycle
• Combustion:
– In S.I. Engines, combustion starts just before
reaching TDC and lasts for a very short time
ending just after TDC. (i.e. combustion can be
assumed to take place at constant volume).
– In C.I. Engines, combustion takes place at a
slightly longer time (i.e. constant pressure).
– As a result of the combustion process, the
temperature and pressure increase to peak
values (up to 60 bar).
Internal Combustion Engines 6
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The Four Stroke Engine Cycle
• Third stroke: (Expansion/Power stroke)
– Intake valve: closed
– Exhaust valve: closed (later opened)
– Piston is pushed down from TDC to BDC.
– Volume of the combustion chamber increases with
the expansion of the gases, decreasing the pressure
as a result (around 2-4 bar).
– The exhaust valve is opened late during the stroke
before reaching the BDC.
– Due to the pressure difference, most of the exhaust
gases escape through the exhaust valve (exhaust
blowdown).
Internal Combustion Engines 7
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The Four Stroke Engine Cycle
• Fourth stroke: (Exhaust stroke)
– Intake valve: closed
– Exhaust valve: opened
– Piston is moving up from BDC to TDC.
– The remaining exhaust gases at nearly
atmospheric pressure are pushed out through
the exhaust valve as a result.
– Towards reaching the TDC, the intake valve
starts opening and the cycle is repeated.

Internal Combustion Engines 8

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The Four Stroke Engine Cycle

Internal Combustion Engines 9

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The Four Stroke Engine Cycle

Internal Combustion Engines 10

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The Four Stroke Engine Cycle

Internal Combustion Engines 11

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The Two Stroke Engine Cycle
• First stroke: (Compression stroke)
– The piston moves up towards the TDC closing
the exhaust and transfer ports and as a result
compressing the trapped charge.
– In S.I. Engines a spark is fired near the end of
the stroke to start combustion.
– In C.I. Engines fuel is instead injected to start
combustion.
– At the same time a fresh charge is being
introduced through a non return inlet valve.

Internal Combustion Engines 12

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The Two Stroke Engine Cycle

Internal Combustion Engines 13

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The Two Stroke Engine Cycle
• Second stroke: (Power stroke)
– The piston is driven down towards BDC due to
the high pressure resulting from combustion.
– At about 75° before BDC, the exhaust port opens
causing most of the exhaust gases to be blown
down.
– As the piston keeps moving towards the BDC, the
transfer port is also uncovered.
– The fresh charge pushes much of the remaining
exhaust gases taking their place in the cylinder
(scavenging).

Internal Combustion Engines 14

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The Two Stroke Engine Cycle

Internal Combustion Engines 15

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The Two Stroke Engine Cycle
• Discussion:
– The two stroke engine is usually smaller (1:1.7),
lighter and therefore cheaper.
– Simpler, containing less parts, and thus requires less
maintenance.
– Runs more smoothly and thus requires a smaller
flywheel.
– For a given size at a given speed, the two stroke
engine is more powerful than the four stroke engine
since it has twice as many power strokes per unit
time.
• (1 power cycle → 1 rev. → 2 strokes),
in comparison with:
• (1 power cycle → 2 rev. → 4 strokes).

Internal Combustion Engines 16

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The Two Stroke Engine Cycle
– The main disadvantage of it is that its
efficiency is usually lower resulting in bad fuel
economy.
– The trick is to ensure that scavenging is
efficient:
• Adequate transfer of the fresh charge into the
cylinder
• Minimum residual exhaust gases remaining in the
cylinder
• Minimum direct loss of the fresh charge through
escaping via the exhaust port.

Internal Combustion Engines 17

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The Two Stroke Engine Cycle

Internal Combustion Engines 18

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The Two Stroke Engine Cycle
– One way of overcoming this problem is by
using supercharging or turbocharging.
– Increasing the charge air pressure ensures
proper scavenging.
– This is further enhanced with the introduction
of direct injection instead of carburetion.

– Another disadvantage is the increased risk of

overheating and thermal failure.

Internal Combustion Engines 19

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The Two Stroke Engine Cycle
– The application of the two stroke cycle in passenger
car automotive applications is very limited.
– Two stroke engines are most common for small
applications (<1000 cc) such as motorcycles where
simplicity, light weight and high power are more
important than fuel economy.
– They are also common for very large applications
(>100 litres) such as marine and stationary engines.
As the engine size increases, the efficiency increases
since cooling, clearances and auxiliary losses
diminish.
Internal Combustion Engines 20
Introduction : 2
(S.I. Engines) Vs. (C.I. Engines)
• Fuel Economy:
– C.I. engines are more economic due to the higher
thermal efficiency (30-40% compared to 20-30 %)
because of the higher compression ratios.
• Power and torque:
– S.I. engines are more powerful at higher speeds due
to their shorter stroke and wider speed range.
• Reliability:
– C.I. engines are more robust, run cooler and generally
have a longer life.

Internal Combustion Engines 21

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(S.I. Engines) Vs. (C.I. Engines)
• Safety:
– Fire risk is less in C.I. engines since diesel (unlike
petrol) is not flammable at normal operating
temperatures.
• Cost:
– C.I. are more expensive due to their heavy
construction and advanced injection equipment.
• Pollution:
– C.I. engines produce less CO and CO2 but more NOx
and much more particulates (soot).

Internal Combustion Engines 22

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• https://www.youtube.com/watch?
v=FfTX88Sv4I8
• https://www.youtube.com/watch?
v=OGj8OneMjek

Internal Combustion Engines 23

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