ME8493-Thermal Engineering 1 Mechanical Engineering

Unit IV – INTERNAL COMBUSTION ENGINE

PERFORMANCE AND SYSTEMS

Page 1
ME8493-Thermal Engineering 1 Mechanical Engineering

Brake power

Brake power is the power output of the drive shaft of the engine without the power loss caused by gears,
transmission, friction etc. it is also called as useful power or true power.

specific fuel consumption

The mass flow rate of fuel required to produce a unit of brake power. SFC is expressed in SI units as
kilograms per hour per kilowatt (kg/kW-hr). It allows engines of all different sizes to be compared to see
which is the most fuel efficient.

brake thermal efficiency

Brake Thermal Efficiency is the ratio of brake power output to power input. It is used to evaluate how
efficient an engine converts the heat from a fuel to mechanical energy. It is expressed in percentage.

indicated thermal efficiency

The ratio between the indicated power output of an engine and the rate of supply of energy from fuel.

frictional power

An engine has many moving parts that produce friction. Some of these frictional forces remain constant
(as long as applied load is constant); some of these frictional losses increase as engine speed increases,
such as piston side forces and connecting bearing forces (due to increased inertia forces from the
oscillating piston). A few frictional forces decrease at higher speed, such as the frictional force on the
cam's lobes which is used to operate inlet and outlet valves (the valves' inertia at high speed tends to pull
the cam follower away from the cam lobe).

types of loading in the engine.

Load is when the engine is doing work. Whatever work the engine is doing places a "load" on the engine
which resists the engine's turning motion and slows the engine speed down and so it requires more
throttle to maintain speed. "Partial load/Part load" is when the engine is doing work that would stall the
engine at idle, but does not require full throttle, just partial throttle. A good example would be a car
travelling at highway speed or up a slight grade.

Motoring test

It is a method of engine testing used measure the power output of the engine. The temperature of he engine’s
pistons and cylinder walls, together with other working parts and also the engine oil, falls bellow that of
normal working temperature during the motoring tests, and with the lack of exhaust gases, etc, the frictional
and pumping losses are somewhat modified.

Page 2
ME8493-Thermal Engineering 1 Mechanical Engineering

use of retardation test

It is used to find the reduction in speed with respect to time in an I C engine.

use of Morse test

Morse test is adopted to find the indicated power of each cylinder of a high speed I C engine without
using an indicator diagram.

methods to improve efficiency of a diesel engine

(a) By increasing the injection pressure

(b) Increasing compression ratio
(c) Increasing cut-off ratio.

use of heat balance test

Heat balance test is used to identify useful proportion of power output and various losses and thereby
taking measures to minimize the losses for improving efficiency.

unaccounted loss

(a) Radiation loss

(b) Convection loss.

reduce heat losses

(a) Optimize the cooling rate using appropriate coolant

(b) Use of exhaust gas recirculation to recover heat loss.

purposes of cooling water being used in an engine

(a) To avoid engine getting overheated

(b) To prevent engine seizing.

heat loss affect the engine performance

(a) Reduction in net power available

(b) Decrease in efficiency.

effects of CO in global warming

(a) Rise in global temperature

(b) Rise in sea level
(c) Food shortages and hunger
(d) Climate change

Page 3
ME8493-Thermal Engineering 1 Mechanical Engineering

methods to reduce NOx from a diesel engine

(a) Low self ignition temperature
(b) Reduction of excess air
(c) Use of catalytic converter.

methods to reduce HC from a diesel engine

(a) Complete combustion
(b) Avoiding rapid deceleration
(c) Normal speed running.

Carburation
The process of vapourizing the fuel ( petrol) and mixing it with air outside the cylinder in the SI Engine
is known as carburation.

Requirement of the fuel injector

(i) To inject the fuel into the engine cylinder by atomizing the fuel to the required degree.
(ii) To distribute the fuel such that there is a rapid and complete mixing of fuel and air.

Necessity of cooling in IC engine

(i) To avoid un even expansion of the piston in the cylinder.
(ii) To reduce the temperature of piston and cylinder.
(iii) To avoid the overheating of the cylinder.
(iv) To avoid the physical and chemical changes in the lubricating oil which may cause sticking of
piston rings..

Purpose of thermostat in an engine cooling system

It is located in the cooling circuit,between the engine and the radiator. It opens and allows the flow of
water, assisted by water pump. It is a self regulating device and it is designed at a particular temperature
usually about 950C. The main purpose of thermostat is to avoid cold starting problem.

Ignition delay
The period between the start of fuel injection into the combustion chamber and the start of combustion is
termed as ignition delay period.

Unit Injection system

In this system each cylinder has its own individual high pressure pump and a metering unit.

Octane number in I.C. Engines

Octane rating is a measure of a fuel's ability to resist 'knock'. The octanerequirement of an engine varies
with compression ratio, geometrical and mechanical considerations and operating conditions. The higher
the octane number the greater the fuel's resistance to knocking or pinging during combustion.

Page 4
ME8493-Thermal Engineering 1 Mechanical Engineering

Indicated Power Friction Power

𝐈𝐏 = 𝐏𝐈𝐌𝐄𝐏 𝐋𝐀𝐧𝐤 𝐤𝐖 FP = IP - BP kW
Where Indicated Thermal Efficiency
N= rpm 𝐈𝐧𝐝𝐢𝐜𝐚𝐭𝐞𝐝 𝐏𝐨𝐰𝐞𝐫
PIMEP=Indicated Mean Effective Pressure(kN/m2) 𝛈𝐈𝐓 =
𝐇𝐞𝐚𝐭 𝐒𝐮𝐩𝐩𝐥𝐢𝐞𝐝
L=length of Stroke (m) 𝐈𝐏
A=Area of piston or cylinder(m2) 𝛈𝐈𝐓 =
𝐦̇𝐟 × 𝐂𝐕
n = Number of Power strokes(N/2 for four stroke)
k= Number of cylinders
Break Thermal Efficiency
Break Power
𝐁𝐫𝐞𝐚𝐤 𝐏𝐨𝐰𝐞𝐫
𝐁𝐏 = 𝐏𝐁𝐌𝐄𝐏 𝐋𝐀𝐧𝐤 𝐤𝐖 𝛈𝐁𝐓 =
𝐇𝐞𝐚𝐭 𝐒𝐮𝐩𝐩𝐥𝐢𝐞𝐝
Where 𝑩𝑷
N= rpm 𝛈𝐁𝐓 =
𝐦̇𝐟 × 𝐂𝐕
PBMEP= Break Mean Effective Pressure(kN/m2)
L=length of Stroke (m)
A=Area of piston or cylinder(m2) Mechanical Efficiency
𝐈𝐧𝐝𝐢𝐜𝐚𝐭𝐞𝐝 𝐏𝐨𝐰𝐞𝐫
n = Number of Power strokes(N/2 for four stroke) 𝛈𝐌𝐞𝐜𝐡 =
k= Number of cylinders 𝐁𝐫𝐞𝐚𝐤 𝐏𝐨𝐰𝐞𝐫
(OR)
Brake Specific Fuel Consumption
𝟐𝛑𝐍𝐓
𝐁𝐏 = 𝐤𝐖 𝐦𝐟 (𝐤𝐠/𝐡𝐫)
𝟔𝟎 𝐁𝐒𝐅𝐂 = =
Where 𝐁𝐏 𝐤𝐖
N= rpm
T=W x R (Load(kN) x Radius of drum(m))
Indicated Specific Fuel Consumption
Number of power strokes 𝐦𝐟 (𝐤𝐠/𝐡𝐫)
𝐈𝐒𝐅𝐂 = =
𝐈𝐏 𝐤𝐖
𝐍
𝐧= (For two stroke Engine)
𝟔𝟎
𝐍 Volumetric Efficiency
𝐧= (For Four stroke Engine)
𝟐 × 𝟔𝟎
Heat Supplied 𝐕𝐨𝐥𝐮𝐦𝐞 𝐨𝐟 𝐜𝐡𝐚𝐫𝐠𝐞 (𝐬𝐮𝐜𝐭𝐢𝐨𝐧) 𝐕𝐚
𝛈𝐯 = =
𝒌𝑱 𝐒𝐰𝐞𝐩𝐭 𝐯𝐨𝐥𝐮𝐦𝐞 𝐕𝐒 𝐧𝐤
𝐐𝐒 = 𝐦̇𝐟 × 𝐂𝐕 ( )
𝒔
Where
kg
ṁf = Mass of fuel ( 𝑠 )
kJ
CV = Calorific Value of fuel ( )
kg
Heat Balance Sheet:
𝐤𝐉 Heat carried away by exhaust gas
Heat Supplied by the fuel (𝐐𝐒 ) = 𝐦𝐟 × 𝐂𝐕 (𝐡𝐫)
𝐤𝐉
𝐤𝐉 𝐐𝐠 = 𝐦𝐠 × 𝐂𝐠 × (𝐓𝐠𝟐 − 𝐓𝐚 ) ( )
Heat Supplied by the fuel (𝐐𝐁𝐏 ) = 𝟐𝛑𝐍𝐓 (𝐡𝐫) 𝐡𝐫
Unaccounted Heat Loss
Heat Loss due to the cooling Water 𝐤𝐉
(𝐐𝐮𝐚 ) = 𝐐𝐒 − 𝐐𝐁𝐏 + 𝐐𝐰 +𝐐𝐠 ( )
𝐤𝐉 𝐡𝐫
𝐤𝐉 𝐤𝐠
𝐐𝐰 = 𝐦𝐰 × 𝐂𝐖 × (𝐓𝐰𝟐 − 𝐓𝐰𝟏 ) ( ) [Units is (𝐡𝐫) if 𝐦𝐠 , 𝐦𝐟 , 𝐦𝐰 are in (𝒉𝒓)]
𝐡𝐫

Page 5
ME8493-Thermal Engineering 1 Mechanical Engineering

1. Calculate the diameter and length of the stroke of a diesel engine working on four stroke constant
pressure cycle from the following data. IP=18.75 kW rotation per minute=220 CR=14 fuel cut-off
ratio=1/20th of stroke, index of expansion=1.3, index of compression=1.35, L/D=1.5. Assume the
pressure and temperature of the air at inlet are 1 bar and 40˚C respectively.
Given
IP=18.75kW, N=220rpm, CR=14, L/D=1.5 , P1 = 1𝑏𝑎𝑟, T1 = 40℃
Solution:
Cutoff Ratio:
𝜌−1
𝑉3 − 𝑉2 = 0.05 (𝑉1 − 𝑉2 ) → 0.05 = 𝝆 = 𝟏. 𝟔𝟓
rc −1

Mean Effective Pressure:

γ 1−γ 1−1.3
P1 rc [γ(ρ−1)−rc (ργ −1)] 1×141.3 [1.3(1.65−1)−14 (1.651.3 −1)]
Pm = (γ−1)(rc −1)
Pm = (1.3−1)(14−1)
𝐏𝐦 = 𝟑. 𝟒𝐛𝐚𝐫
Indicated Power:
π×𝐷2 220
IP = PIMEP LAnk 18.75 = 3.4 × 102 × 1.5D × × ×1 D = 0.294m
4 2×60
Length of Stroke:
L
= 1.5 L = 1.5 × 0.294 𝐋 = 𝟎. 𝟓𝟖𝟗𝐦
D
2. A four-cylinder, four-stroke oil engine 10 cm in diameter and 15 cm in stroke develops a torque of
185 Nm at 2000 rpm. The oil consumption is 14.5 lit/hr. The specific gravity of the oil is 0.82 and
calorific value of oil is 42000 kJ/kg. If the imep taken from the indicated diagram is 6.7 bar find, (i)
mechanical efficiency (ii) brake thermal efficiency (iii) Brake mean effective pressure (iv) Specific
fuel consumption in litres on brake power basis.
Given:
𝐿𝑖𝑡
D=10cm, L=15cm, T=185Nm, N=2000rpm, ṁf = 14.5 , 𝜔 = 0.82, CV=42000 kJ/kg,
ℎ𝑟
PImean = 6bar
Solution:
Indicated Power:
π×0.12 2000
IP = PIMEP LAnk IP = 6.7 × 102 × 0.15 × × 2×60 × 4 IP = 52.62kW
4
Brake Power:
2πNT 2×π×2000×185
BP = BP = BP = 38746.31 W 𝐁𝐏 = 𝟑𝟖. 𝟕𝟓 kW
60 60
Mechanical Efficiency:
Brake Power 38.75
ηMech = Indicated Power ηMech = 52.62 𝛈𝐌𝐞𝐜𝐡 = 𝟕𝟑. 𝟔𝟒%
Heat Input:
𝒌𝑱 𝒌𝑱
QS = ṁf × CV QS = (14.5 × 0.82) × 42000 𝐐𝐒 = 𝟒𝟗𝟗𝟑𝟖𝟎 = 𝟏𝟑𝟖. 𝟕𝟐 𝒔𝒆𝒄
𝒉𝒓
Brake thermal efficiency:
𝐵𝑃 113.09
ηBT = ηBT = 138.72 𝛈𝐁𝐓 = 𝟖𝟏. 𝟓𝟑%
HI
Brake Mean Effective Pressure
π×0.12 2000 𝐤𝐍
BP = PBMEP LAnk 38.75 = PBMEP × 0.15 × × 2×60 × 4 𝐏𝐁𝐌𝐄𝐏 = 493.38 𝒎𝟐
4
Brake Specific Fuel Consumption
m 14.5×0.82 𝒌𝒈
BSFC = BPf BSFC = 𝐁𝐒𝐅𝐂 = 𝟎. 𝟑𝟎𝟕
38.75 𝒌𝑾𝒉

Page 6
ME8493-Thermal Engineering 1 Mechanical Engineering

3. A four stroke, four cylinder gasoline engine has a bore of 60 mm and a stroke of 100 mm. On test
it develops a torque of 66.5 N m, when running at 3000 rpm. If the clearance volume in each
cylinder is 60 cc, the relative efficiency with respect to brake thermal efficiency is 0.5 and the
calorific value of the fuel is 42 MJ/kg, determine the fuel consumption in kg/h and the brake mean
effective pressure.
Given:
D=60cm, L=100cm, T=66.5Nm, N=3000rpm, CV=42000 kJ/kg, VC = 60CC, ηRbt = 0.5
Solution:
Brake Power:
2πNT 2×π×3000×66.5
BP = BP = BP = 20891.59 W 𝐁𝐏 = 𝟐𝟎. 𝟖𝟗 kW
60 60
Brake Mean Effective Pressure
π×0.062 3000 𝐤𝐍
BP = PBMEP LAnk 20.89 = PBMEP × 0.1 × × ×4 𝐏𝐁𝐌𝐄𝐏 = 738.83
4 2×60 𝒎𝟐
Fuel Consumption:
𝐵𝑃 20.89×3600 𝒌𝒈
ηBT = ṁf = 𝐦̇𝐟 = 𝟕. 𝟏𝟔
ṁf ×CV 0.25×42000 𝒉𝒓
Brake Thermal Efficiency: Ideal Efficiency:
ηbt 1 1
ηRbt = η ηbt = ηRbt × ηIdeal ηIdeal = 1 − 𝛾−1 ηIdeal = 1 − 5.7421.4−1
Ideal 𝑟𝑐
ηbt = 0.5 × 0.5 𝛈𝐈𝐝𝐞𝐚𝐥 = 𝟎. 𝟓
𝛈𝐛𝐭 = 𝟎. 𝟐𝟓 Where,
𝑉 𝑉𝑆 +𝑉𝐶 𝟐.𝟖𝟑×𝟏𝟎−𝟑 +𝟔𝟎×𝟏𝟎−𝟔
r𝐶 = 𝑉1 = r𝐶 =
2 𝑉𝐶 𝟔𝟎×𝟏𝟎−𝟔
𝐫𝑪 = 𝟓. 𝟕𝟒𝟐
𝜋𝐷 2 π×0.062
𝑉𝑆 = ×𝐿 𝑉𝑆 = × 0.1
4 4
𝑽𝑺 = 𝟐. 𝟖𝟑 × 𝟏𝟎−𝟑 𝒎𝟑

4. A four cylinder, four stroke diesel engine has brake mean effective pressure of 6 bar at full load
speed of 600 rpm and specific fuel consumption of 0.25 kg/kWh. The cylinder has bore of 20 cm
and stroke length of 30 cm. The air fuel ratio is measured as 26 from the exhaust gas analysis. The
ambient conditions are 1 bar, 27ºC. Assuming the calorific value of fuel as 43 MJ/kg determine the
brake thermal efficiency and the volumetric efficiency. Also find out brake power.
Given:
ma
Pbmean = 6bar, N=600rpm, SFC=0.25 kg/kWh, D=20cm, L=30cm, = 26, P1 = 1bar, T1 = 27℃
mf

CV=43MJ/kg
Solution:
Brake Power:
π×0.22 600
BP = PBMEP LAnk BP = 6 × 102 × 0.3 × × ×4 BP = 113.09 Kw
4 2×60

Fuel Consumption:
ṁf
BSFC = ṁf = BSFC × BP ṁf = 0.25 × 113.09 𝐦̇𝐟 = 𝟐𝟖. 𝟐𝟕 𝐤𝐠/𝐡𝐫
BP

Brake thermal efficiency:

𝐵𝑃 113.09×3600
ηBT = ηBT = 𝛈𝐁𝐓 = 𝟎. 𝟑𝟒 𝐨𝐫 𝟑𝟒. 𝟐𝟖%
ṁf ×CV 28.27×42000

Page 7
ME8493-Thermal Engineering 1 Mechanical Engineering

Volumetric Efficiency:
Va 0.176 ṁa 28.27
ηv = ηv = −𝟑 600 = 26 ṁa = 26 × 3600 𝐦̇𝐚 = 𝟎. 𝟐𝟎𝟒 𝐤𝐠/𝐬
VS ×n×k 𝟗.𝟒𝟐×𝟏𝟎 × ×4 ṁf
2×60

𝛈𝐯 = 𝟗𝟑. 𝟑𝟕% ma RTa 0.204×0.287×300

Pa Va = ma RTa Va = Va =
Pa 1×102

𝒎𝟑
𝐕𝐚 = 𝟎. 𝟏𝟕𝟔 𝒔
𝜋×𝑑2 π×0.22
Vs = ×𝐿 Vs = × 0.3 𝐕𝐬 = 𝟗. 𝟒𝟐 × 𝟏𝟎−𝟑 𝒎𝟑
4 4

5. A two stroke two cylinder engine runs with speed of 3000 rpm and fuel consumption of 5 litres/hr.
The fuel has specific gravity of 0.7 and air-fuel ratio is 19. The piston speed is 500 m/min and
indicated mean effective pressure is 6 bar. The ambient conditions are 1.013 bar, 15ºC. The
volumetric efficiency is 0.7 and mechanical efficiency is 0.8. Determine brake power output
considering R for gas = 0.287 kJ/kgK. (Take piston speed, m/min = 2 LN where L is stroke (m)
and N is rpm)
Given:
𝑙𝑖𝑡 ma
N=3000rpm, mf = 5 , 𝜔 = 0.7, = 19, Piston Speed=500 m/min, PIMEP = 6 bar, P1 = 1.013bar,
ℎ𝑟 mf

T1 = 15℃, ηv = 0.7, ηmech = 0.8, R = 0.287 kJ/kgK,

Solution:

Length of Stroke:

Piston Speed = 2LN 500 = 2 × L × 3000 𝐋 = 𝟎. 𝟎𝟖𝟑𝟑𝐦

Mass FLOWRATE of air:
𝑙𝑖𝑡 𝐤𝐠
ṁf = 5 ṁf = 5 × 0.7 𝐦̇𝐟 = 𝟑. 𝟓 𝐡𝐫 = 𝟎. 𝟎𝟎𝟗𝟕𝟐𝐤𝐠/𝐬
ℎ𝑟
ṁa
= 19 ṁa = 19 × 0.00972 𝐦̇𝐚 = 𝟎. 𝟎𝟏𝟖𝟑 𝐤𝐠/𝐬
ṁf

Volume FLOWRATE of air:

ma RTa 0.0183×0.287×288 𝒎𝟑
Pa Va = ma RTa Va = Va = 𝐕𝐚 = 𝟎. 𝟎𝟏𝟓𝟏
Pa 1.013×102 𝒔

Stroke Volume:
Va 0.0151
ηv = VS = 3000 𝐕𝐬 = 𝟐. 𝟏𝟓𝟑 × 𝟏𝟎−𝟒 𝒎𝟑
VS ×n×k 0.7× ×2
60

Diameter or Bore of the Cylinder:

𝜋×𝑑2 π×𝐷 2
Vs = ×𝐿 2.153 × 10−4 = × 0.0833 𝑫 = 𝟎. 𝟎𝟓𝟕𝟒𝒎
4 4

Indicated Power:
π×0.05742 3000
IP = PIMEP LAnk IP = 6 × 102 × 0.0833 × × ×2 IP = 12.92kW
4 60

Mechanical Efficiency:
Brake Power Brake Power
ηMech = 0.8 = 𝐁𝐫𝐚𝐤𝐞 𝐏𝐨𝐰𝐞𝐫 = 𝟏𝟎. 𝟑𝟑𝐤𝐖
Indicated Power 18.47

Page 8
ME8493-Thermal Engineering 1 Mechanical Engineering

6. During trial of four stroke single cylinder engine the load on dynamometer is found 20 kg at radius
of 50 cm. The speed of rotation is 3000 rpm. The bore and stroke are 20 cm and 30 respectively.
Fuel is supplied at the rate of 0.15 kg/min. The calorific value of fuel may be taken as 43 MJ/kg.
After some time the fuel supply is cut and the engine is rotated with motor which required 5 kW to
maintain the same speed of rotation of engine. Determine the brake power, indicated power,
mechanical efficiency, brake thermal efficiency, indicated thermal efficiency, brake mean effective
pressure, indicated mean effective pressure.
Given:
𝑘𝑔
W = 20kg, R=50cm, N=3000rpm, D=20cm, L=30cm, mf = 0.15 , CV=43MJ/kg, FP=5kW
𝑚𝑖𝑛

Solution:
Torque:
T
W= T = W × R X 9.81 T = 20 × 0.5 X 9.81 𝐓 = 𝟗𝟖. 𝟏𝐍𝐦
R X 9.81

Brake Power:
2πNT 2×π×3000×98.1
BP = BP = BP = 30819.02 W 𝐁𝐏 = 𝟑𝟎. 𝟖𝟐 kW
60 60

Indicated Power:

Indicated Power = Brake Power + Friction Power IP=30.82+5 𝐈𝐏 = 𝟑𝟓. 𝟖𝟐 kW

Mechanical Efficiency:
Brake Power 30.82
ηMech = ηMech = 𝛈𝐌𝐞𝐜𝐡 = 𝟖𝟔. 𝟎𝟒%
Indicated Power 35.82

Brake Specific Fuel Consumption

mf 0.15×60 𝒌𝒈
BSFC = BSFC = 𝐁𝐒𝐅𝐂 = 𝟎. 𝟐𝟗𝟐
BP 30.82 𝒌𝑾𝒉𝒓

Brake thermal efficiency:

BP 30.82×60
ηBT = ηBT = 𝛈𝐁𝐓 = 𝟎. 𝟐𝟖𝟔𝟕 𝐨𝐫 𝟐𝟖. 𝟔𝟕%
ṁf ×CV 0.15×43000

Indicated thermal efficiency:

IP 35.82×60
ηIT = ηIT = 𝛈𝐁𝐓 = 𝟎. 𝟑𝟑𝟑𝟐 𝐨𝐫 𝟑𝟑. 𝟑𝟐%
ṁf ×CV 0.15×43000

Indicated Mean Effective Pressure

π×0.22 3000 𝐤𝐍
IP = PIMEP LAnk 35.82 = PIMEP × 0.3 × × ×1 𝐏𝐈𝐌𝐄𝐏 = 152.02
4 2×60 𝒎𝟐

Brake Mean Effective Pressure

π×0.22 3000 𝐤𝐍
BP = PBMEP LAnk 30.82 = PBMEP × 0.3 × × ×1 𝐏𝐁𝐌𝐄𝐏 = 130.8
4 2×60 𝒎𝟐

7. A four stroke four cylinder diesel engine running at 300 rpm produces 120 kW of brake power.
The cylinder dimensions are 30 cm bore and 25 cm stroke. Fuel consumption rate is 1 kg/min while
air fuel ratio is 10. The average indicated mean effective pressure is 0.8 MPa. Determine indicated
power, mechanical efficiency, brake thermal efficiency and volumetric efficiency of engine. The
calorific value of fuel is 43 MJ/kg. The ambient conditions are 1.013 bar, 27ºC.

Page 9
ME8493-Thermal Engineering 1 Mechanical Engineering

Given:
𝑘𝑔 ma
N=300rpm, BP=120kW, D=30cm, L=25cm, mf = 1 , = 10, PIMEP = 0.8Mpa, CV=43MJ/kg,
𝑚𝑖𝑛 mf

P1 = 1.013bar, T1 = 27℃,
Indicated Power:
π×0.32 300
IP = PIMEP LAnk IP = 8 × 102 × 0.25 × × ×4 IP = 141.37kW
4 2×60

Mechanical Efficiency:
Brake Power 120
ηMech = ηMech = 𝛈𝐌𝐞𝐜𝐡 = 𝟖𝟒. 𝟖𝟖%
Indicated Power 141.37

Brake thermal efficiency:

BP 120×60
ηBT = ηBT = 𝛈𝐁𝐓 = 𝟎. 𝟏𝟔𝟕𝟒 𝐨𝐫 𝟏𝟔. 𝟕𝟒%
ṁf ×CV 1×43000

Volumetric Efficiency:
Va 0.142 ṁa 1
ηv = ηv = 300 = 10 ṁa = 10 × 60 𝐦̇𝐚 = 𝟎. 𝟏𝟔𝟕 𝐤𝐠/𝐬
VS ×n×k 𝟎.𝟎𝟏𝟕𝟔× ×4 ṁf
2×60

𝛈𝐯 = 𝟖𝟎. 𝟔𝟖%
ma RTa 0.167×0.287×300
Pa Va = ma RTa Va = Va =
Pa 1.013×102

𝒎𝟑
𝐕𝐚 = 𝟎. 𝟏𝟒𝟐 𝒔
𝜋×𝑑2 π×0.32
Vs = ×𝐿 Vs = × 0.25 𝐕𝐬 = 𝟎. 𝟎𝟏𝟕𝟔𝒎𝟑
4 4

8. The following observations were taken during a test on a single cylinder 4 stroke cycle engine
having a bore of 300 mm and a stroke of 450 mm.
Ambient air temperature =22oC Engine speed = 300 rpm
Fuel consumption =11 kg/h CV of fuel = 42000 kJ/kg.
Mean effective pressure = 6 bar Rope diameter = 2 cm
Net brake load =1.0 kN Brake drum diameter =2m
Quantity of Jacket cooling water = 590 kg/hr Temperature entering cooling water = 22oC
Temperature of leaving cooling water =70oC Quantity of air as measured = 225 kg/h
Specific heat of exhaust of gases =1.005 kJ/kgK Exhaust gas temperature = 405oC
Determine indicated power, brake power mechanical efficiency and draw a heat balance sheet on
hour basis.
Solution:
Indicated Power:
π×0.32 300
IP = PIMEP LAnk IP = 6 × 102 × 0.45 × × ×1 IP = 47.71kW
4 2×60

Brake Power:
2πNT 2×π×300×1.01 d+D 0.02+2
BP = BP = T=W×R T=W× 2
T= 1× 2
60 60

𝐁𝐏 = 𝟑𝟏. 𝟕𝟑 kW 𝐓 = 𝟏. 𝟎𝟏 𝐤𝐍𝐦

Page 10
ME8493-Thermal Engineering 1 Mechanical Engineering

Mechanical Efficiency:
Brake Power 31.73
ηMech = ηMech = 𝛈𝐌𝐞𝐜𝐡 = 𝟔𝟔. 𝟓%
Indicated Power 47.71

Heat Input:
𝒌𝑱
Q S = ṁf × CV Q S = 11 × 42000 𝐐𝐒 = 𝟒𝟔𝟐𝟎𝟎𝟎 𝒉𝒓

Heat Loss due to the cooling Water

𝒌𝑱
Qw = mw × CW × (Tw2 − Tw1 ) Qw = 590 × 4.187 × (70 − 22) 𝐐𝐰 = 𝟏𝟏𝟖𝟓𝟕𝟓 𝒉𝒓

Heat carried away by exhaust gas

𝒌𝑱
Qg = mg × Cg × (Tg2 − Ta ) Qg = 225 × 1.005 × (405 − 22) 𝐐𝐠 = 𝟖𝟔𝟔𝟎𝟓. 𝟖𝟕 𝒉𝒓

Heat Loss due to Brake power:

2πNT kJ 𝐤𝐉
P= BP = 31.73 × 3600 𝐁𝐏 = 𝟏𝟏𝟒𝟐𝟐𝟖. 𝟑𝟕
60 𝑠 𝒉𝒓

Unaccounted Loss:

Qua = QS − Qw +Qg + QBP Qua = 462000 − 118575 + 86605.87 + 114228.37

𝐤𝐉
𝐐𝐮𝐚 = 𝟏𝟒𝟐𝟓𝟗𝟎
𝒉𝒓
Percentage of Heat Loss:
Qw 118575
%Q w = %Q w = %𝐐𝐰 = 𝟐𝟓. 𝟔
QS 462000
Qg 86605.87
%Q g = %Q g = %𝐐𝐠 = 𝟏𝟖. 𝟕𝟒
QS 462000
QBP 114228.37
%Q BP = %Q BP = %𝐐𝐁𝐏 = 𝟐𝟒. 𝟕
QS 462000
Qun 142590
%Q un = %Q un = %𝐐𝐮𝐧 = 𝟑𝟎. 𝟖𝟔
QS 462000

9. During the trial of a single acting oil engine, cylinder diameter is 20 cm, stroke 28 cm, working on
two stroke cycle and firing every cycle, the following observations were made:
Duration of trial = 1 hour Total fuel used = 4.22 kg
Calorific value = 44670 kJ/kg Proportion of hydrogen in fuel = 15%
Total number of revolutions = 21000 Mean effective pressure = 2.74 bar
Net brake load applied to a drum = 600 N Drum Diameter = 100 cm
Total mass of cooling water circulated = 495 kg Cooling water enters = 13ºC
Cooling water leaves = 380C Air used =135kg
Temperature of air in test room = 200C Temperature of exhaust gases = 3700C
Cpgases = 1.005 kJ/kgK Cp steam at atm = 2.093 kJ/kg K
Calculate thermal efficiency and draw up the heat balance.
Solution:
Indicated Power:
π×0.22 21000
IP = PIMEP LAnk IP = 2.74 × 102 × 0.28 × × ×1 IP = 14.06 kW
4 3600

Page 11
ME8493-Thermal Engineering 1 Mechanical Engineering

Brake Power:
2πNT 2×π×21000×0.3 d+D 0+1
BP = BP = T=W×R T=W× 2
T = 600 × 2
60 3600
𝐁𝐏 = 𝟏𝟎. 𝟗𝟗 kW 𝐓 = 𝟎. 𝟑 𝐤𝐍𝐦
Mechanical Efficiency:
Brake Power 10.99
ηMech = ηMech = 𝛈𝐌𝐞𝐜𝐡 = 𝟕𝟖. 𝟏𝟕%
Indicated Power 14.06
Indicated thermal efficiency:
IP 14.06×3600
ηIT = ηIT = 𝛈𝐁𝐓 = 𝟎. 𝟐𝟔𝟖𝟓 𝐨𝐫 𝟐𝟔. 𝟖𝟓%
ṁf ×CV 4.22×44670
Heat Input:
𝒌𝑱
Q S = ṁf × CV Q S = 4.22 × 44670 𝐐𝐒 = 𝟏𝟖𝟖𝟓𝟎𝟕. 𝟒 𝒉𝒓
Heat Loss due to the cooling Water
𝒌𝑱
Qw = mw × CW × (Tw2 − Tw1 ) Qw = 495 × 4.187 × (38 − 13) 𝐐𝐰 = 𝟓𝟏𝟖𝟏𝟒. 𝟏𝟑 𝒉𝒓
Heat carried away by exhaust gas:
Mass of the Exhaust gas:
𝒌𝒈
mg = ma + mf mg = 135 + 4.22 𝐦𝐠 = 𝟏𝟑𝟗. 𝟐𝟐 𝒉𝒓
Heat carried away by exhaust gas = Heat carried away by steam in exhaust gas +
Heat carried away by dry gas in exhaust gas
𝒌𝒈
Mass of steam in exhaust gas = 9 × [0.15 × 4.22] 𝐦𝐬𝐠 = 𝟓. 𝟔𝟗𝟕 𝒉𝒓
𝒌𝒈
Mass of Dry Gas in exhaust gas = mg − msg mdg = 139.22 − 5.697 𝐦𝐝𝐠 = 𝟏𝟑𝟑. 𝟓𝟐𝟑 𝒉𝒓
Heat carried away by steam in exhaust gas:
Qsg = msg × {Sensible heat of water + Latent heat of water + Sensible heat of steam}
𝒌𝑱
Qsg = 5.697 × {[4.187 × (100 − 20)] + 2257 + [2.093 × (370 − 100)]} 𝐐𝐬𝐠 = 𝟏𝟕𝟗𝟖𝟓. 𝟖𝟑 𝒉𝒓
Heat carried away by dry gas in exhaust gas:
𝒌𝑱
Qdg = mdg × Cdg × (Tg2 − Ta ) Qdg = 133.523 × 1.005 × (370 − 20) 𝐐𝐝𝐠 = 𝟒𝟔𝟗𝟔𝟔. 𝟕𝟐 𝒉𝒓
𝒌𝑱
Qg = Qsg + Qdg Qg = 17985.83 + 46966.72 𝐐𝐠 = 𝟔𝟒𝟗𝟓𝟐. 𝟓𝟓 𝒉𝒓
Heat Loss due to Brake power:
2πNT kJ 𝐤𝐉
P= BP = 10.99 × 3600 𝐁𝐏 = 𝟑𝟗𝟓𝟔𝟒
60 𝑠 𝒉𝒓
Unaccounted Loss:
Qua = QS − Qw +Qg + QBP Qua = 188507.4 − 51814.13 + 64952.55 + 39564
𝐤𝐉
𝐐𝐮𝐚 = 𝟑𝟐𝟏𝟕𝟔. 𝟕𝟐 𝒉𝒓
Percentage of Heat Loss:
Qw 51814.13
%Q w = %Q w = %𝐐𝐰 = 𝟐𝟕. 𝟒𝟖
QS 188507.4
Qg 64952.55
%Q g = %Q g = %𝐐𝐠 = 𝟑𝟒. 𝟒𝟔
QS 188507.4
QBP 39564
%Q BP = %Q BP = %𝐐𝐁𝐏 = 𝟐𝟎. 𝟗𝟗
QS 188507.4
Qun 32176.72
%Q un = %Q un = %𝐐𝐮𝐧 = 𝟏𝟕. 𝟎𝟕
QS 188507.4

Page 12
ME8493-Thermal Engineering 1 Mechanical Engineering

10. During an experiment on four stroke single cylinder engine the indicator diagram obtained has
average height of 1 cm while indicator constant is 25 kN/m2 per mm. The engine run at 300 rpm
and the swept volume is 1.5 × 104 cm3. The effective brake load upon dynamometer is 60 kg while
the effective brake drum radius is 50 cm. The fuel consumption is 0.12 kg/min and the calorific
value of fuel oil is 42 MJ/kg. The engine is cooled by circulating water around it at the rate of 6
kg/min. The cooling water enters at 35º C and leaves at 70ºC. Exhaust gases leaving have energy of
30 kJ/s with them. Take specific heat of water as 4.18 kJ/kg K. Determine indicated power output,
brake power output and mechanical efficiency. Also draw the overall energy balance in kJ/s.
Given:
Indicator Diagram Height =1cm, Indicator Constant = 25 kN/m2 per mm, N=300rpm, VS = 1.5 ×
𝑘𝑔 𝑘𝑔
104 cm3 , Web = 60kg, R eb = 50cm, mf = 0.12 𝑚𝑖𝑛, CV = 42 MJ/kg, mw = 6 𝑚𝑖𝑛, Tw1 = 35℃,
𝑘𝐽 𝑘𝐽
Tw2 = 70℃, Qg = 30 𝑠 , Cp = 4.18 𝑘𝑔.𝐾
Solution:
Brake Mean Effective pressure:
𝑘𝑁 𝒌𝑵
PIMEP = Ind. diagram height × Indicator Constant PIMEP = 10mm × 25 𝑚𝑚×𝑚2 𝐏𝐈𝐌𝐄𝐏 = 𝟐𝟓𝟎 𝒎𝟐
Indicated Power:
300
IP = PIMEP VS nk IP = 250 × 1.5 × 104 × 10−6 × ×1 IP = 9.375 kW
2×60
Brake Power:
2πNT 2×π×300×0.1472 d+D
BP = BP = T = 9.81 × W × R T = 9.81 × W × 2
60 60
0+0.5
𝐁𝐏 = 𝟒. 𝟔𝟐 kW T = 9.81 × 60 × 2
𝐓 = 𝟎. 𝟏𝟒𝟕𝟐 𝐤𝐍𝐦
Mechanical Efficiency:
Brake Power 4.62
ηMech = ηMech = 𝛈𝐌𝐞𝐜𝐡 = 𝟒𝟗. 𝟑𝟑%
Indicated Power 9.375
Heat Input:
𝒌𝑱
Q S = ṁf × CV Q S = 0.12 × 42000 𝐐𝐒 = 𝟓𝟎𝟒𝟎
𝒎𝒊𝒏
Heat Loss due to the cooling Water
𝒌𝑱
Qw = mw × CW × (Tw2 − Tw1 ) Qw = 6 × 4.18 × (70 − 35) 𝐐𝐰 = 𝟖𝟕𝟕. 𝟖 𝒎𝒊𝒏
Heat carried away by exhaust gas
𝑘𝐽 𝒌𝑱
Qg = 30 × 60 𝐐𝐠 = 𝟏𝟖𝟎𝟎 𝒎𝒊𝒏
𝑠
Heat Loss due to Brake power:
2πNT kJ 𝐤𝐉
P= BP = 4.62 × 60 𝐁𝐏 = 𝟐𝟕𝟕. 𝟐
60 𝑠 𝒎𝒊𝒏
Unaccounted Loss:
𝐤𝐉
Qua = QS − Qw +Qg + QBP Qua = 5040 − 877.8 + 1800 + 277.2 𝐐𝐮𝐚 = 𝟐𝟎𝟖𝟓 𝒎𝒊𝒏
Percentage of Heat Loss:
Qw 877.8
%Q w = %Q w = %𝐐𝐰 = 𝟏𝟕. 𝟒𝟐
QS 5040
Qg 1800
%Q g = %Q g = %𝐐𝐠 = 𝟑𝟓. 𝟕𝟏
QS 5040
QBP 277.2
%Q BP = %Q BP = %𝐐𝐁𝐏 = 𝟓. 𝟓
QS 5040
Qun 2085
%Q un = %Q un = %𝐐𝐮𝐧 = 𝟒𝟏. 𝟑𝟕
QS 5040

Page 13
ME8493-Thermal Engineering 1 Mechanical Engineering

11. During 15 minutes trial of an internal combustion engine of 2-stroke single cylinder type the total
4 kg fuel is consumed while the engine is run at 1500 rpm. Engine is cooled employing water being
circulated at 15 kg/min with its inlet and exit temperatures as 27ºC and 50ºC. The total air
consumed is 150 kg and the exhaust temperature is 400ºC. The atmospheric temperature is 27ºC.
The mean specific heat of exhaust gases may be taken as 1.25 kJ/kg K. The mechanical efficiency is
0.9. Determine the brake power, brake specific fuel consumption and indicated thermal efficiency.
Also draw energy balance on per minute basis. Brake torque is 300 Nm and the fuel calorific value
is 42 MJ/kg.
Given:
4 𝑘𝑔 𝑘𝑔
Trail=15min, mf = 4𝑘𝑔 = 15 𝑚𝑖𝑛 , N=1500rpm, mw = 15 𝑚𝑖𝑛, Tw1 = 27℃, Tw2 = 50℃, mg = 150𝑘𝑔,
𝑘𝐽
Tg1 = 27℃, Tg2 = 400℃, Cg = 1.25 𝑘𝑔.𝐾, ηmech = 0.9, T=300Nm
Solution:
Brake Power:
2πNT 2×π×1500×300
BP = BP = BP = 47123.89 W 𝐁𝐏 = 𝟒𝟕. 𝟏𝟐𝟒 kW
60 60
Brake Specific Fuel Consumption
mf 4×60 𝒌𝒈
BSFC = BSFC = 𝐁𝐒𝐅𝐂 = 𝟎. 𝟑𝟑𝟗
BP 15×47.124 𝒌𝑾𝒉𝒓
Mechanical Efficiency:
Brake Power 47.124
ηMech = 0.9 = 𝐈𝐏 = 𝟓𝟐. 𝟑𝟔 𝐤𝐖
Indicated Power IP
Indicated thermal efficiency:
IP 52.36×60×15
ηIT = ηIT = 𝛈𝐁𝐓 = 𝟎. 𝟐𝟖𝟎𝟓 𝐎𝐫 𝟐𝟖. 𝟎𝟓%
ṁf ×CV 4×42000
Heat Input:
4 𝒌𝑱
Q S = ṁf × CV Q S = 15 × 42000 𝐐𝐒 = 𝟏𝟏𝟐𝟎𝟎 𝒎𝒊𝒏
Heat Loss due to the cooling Water
𝒌𝑱
Qw = mw × CW × (Tw2 − Tw1 ) Qw = 15 × 4.18 × (50 − 27) 𝐐𝐰 = 𝟏𝟒𝟒𝟒. 𝟓 𝒎𝒊𝒏
Heat carried away by exhaust gas
150+4 𝒌𝑱
Qg = (ma + mf ) × Cg × (Tg2 − Ta ) Qg = × 1.25 × (400 − 27) 𝐐𝐠 = 𝟒𝟕𝟖𝟔. 𝟖𝟑
15 𝒎𝒊𝒏
Heat Loss due to Brake power:
2πNT kJ 𝐤𝐉
P= BP = 47.124 × 60 𝐁𝐏 = 𝟐𝟖𝟐𝟕. 𝟒𝟒
60 𝑠 𝒎𝒊𝒏
Unaccounted Loss:
Qua = QS − Qw +Qg + QBP Qua = 11200 − 1444.5 + 4786.83 + 2827.44
𝐤𝐉
𝐐𝐮𝐚 = 𝟐𝟏𝟒𝟏. 𝟐𝟑 𝒎𝒊𝒏
Percentage of Heat Loss:
Qw 1444.5
%Q w = %Q w = %𝐐𝐰 = 𝟏𝟐. 𝟖𝟗
QS 11200
Qg 4786.83
%Q g = %Q g = %𝐐𝐠 = 𝟒𝟐. 𝟕𝟒
QS 11200
QBP 2827.44
%Q BP = %Q BP = %𝐐𝐁𝐏 = 𝟐𝟓. 𝟐𝟒
QS 11200
Qun 2141.23
%Q un = %Q un = %𝐐𝐮𝐧 = 𝟏𝟗. 𝟏𝟒
QS 11200

Page 14
ME8493-Thermal Engineering 1 Mechanical Engineering

12. During trial of a four cylinder four stroke petrol engine running at full load it has speed of 1500
rpm and brake load of 250 N when all cylinders are working. After some time each cylinder is cut
one by one and then again brought back to same speed of engine. The brake readings are
measured as 175 N, 180 N, 182 N and 170 N. The brake drum radius is 50 cm. The fuel
consumption rate is 0.189 kg/min with the fuel whose calorific value is 43 MJ/kg and A/F ratio of
12. Exhaust gas temperature is found to be 600ºC. The cooling water flows at 18 kg/min and
enters at 27ºC and leaves at 50ºC. The atmospheric air temperature is 27ºC. Take specific heat of
exhaust gas as 1.02 kJ/kg K. Determine the brake power output of engine, its indicated power and
mechanical efficiency. Also draw a heat balance on per minute basis.
Given:
𝑘𝑔
N=1500rpm, Wbl = 250N, 175 N, 180 N, 182 N and 170 N, R=50cm, mf = 0.189 , CV=43MJ/kg,
𝑚𝑖𝑛
ma 𝑘𝑔 𝑘𝐽
= 12, Tg2 = 600℃, mw = 18 𝑚𝑖𝑛, Tw1 = 27℃, Tw2 = 50℃, , Tg1 = 27℃, , Cg = 1.02 𝑘𝑔.𝐾,
mf

Solution:
Brake Power when all Cylinders are working:
Torque:
T𝐵
𝑊𝐵 = T𝐵 = W𝐵 × R T𝐵 = 250 × 0.5 𝐓𝑩 = 𝟏𝟐𝟓𝐍𝐦
R

Brake Power:
2πNT 2×π×1500×125
BP = BP = 𝐁𝐏 = 𝟏𝟗. 𝟔𝟑 kW
60×1000 60×1000

Brake Power when Cylinder one cut:

Torque 1 :
T𝐵1
𝑊𝐵1 = T𝐵1 = W𝐵1 × R T𝐵1 = 175 × 0.5 𝐓𝑩𝟏 = 𝟖𝟕. 𝟓𝐍𝐦
R

Brake Power1:
2πNT𝐵1 2×π×1500×87.5
BP1 = BP1 = 𝐁𝐏𝟏 = 𝟏𝟑. 𝟕𝟒 kW
60×1000 60×1000
Indicated Power1:
Indicated Power1 = BP − BP1 IP1 = 19.63 − 13.74 𝐈𝐏𝟏 = 𝟓. 𝟖𝟗𝐤𝐖
Brake Power when Cylinder two cut:
Torque2:
Torque2:
T𝐵2
𝑊𝐵2 = T𝐵2 = W𝐵2 × R T𝐵2 = 180 × 0.5 𝐓𝑩𝟐 = 𝟗𝟎𝐍𝐦
R

Brake Power2:
2πNT𝐵2 2×π×1500×90
BP2 = BP2 = 𝐁𝐏𝟐 = 𝟏𝟒. 𝟏𝟒 kW
60×1000 60×1000
Indicated Power2:
Indicated Power2 = BP − BP2 IP2 = 19.63 − 14.14 𝐈𝐏𝟐 = 𝟓. 𝟒𝟗 𝐤𝐖

Page 15
ME8493-Thermal Engineering 1 Mechanical Engineering

Brake Power when Cylinder three cut:

Torque 3 :
T𝐵3
𝑊𝐵3 = T𝐵3 = W𝐵3 × R T𝐵3 = 182 × 0.5 𝐓𝑩𝟑 = 𝟗𝟏𝐍𝐦
R

Brake Power3:
2πNT𝐵3 2×π×1500×91
BP3 = BP3 = 𝐁𝐏𝟑 = 𝟏𝟒. 𝟐𝟗 kW
60×1000 60×1000

Indicated Power3:

Indicated Power3 = BP − BP3 IP3 = 19.63 − 14.29 𝐈𝐏𝟑 = 𝟓. 𝟑𝟒 𝐤𝐖

Brake Power when Cylinder four cut:
Torque 4 :
T𝐵4
𝑊𝐵4 = T𝐵4 = W𝐵4 × R T𝐵4 = 170 × 0.5 𝐓𝑩𝟒 = 𝟖𝟓𝐍𝐦
R

Brake Power4:
2πNT𝐵4 2×π×1500×85
BP4 = BP4 = 𝐁𝐏𝟒 = 𝟏𝟑. 𝟑𝟓 kW
60 60

Indicated Power4:

Indicated Power4 = BP − BP4 IP4 = 19.63 − 13.35 𝐈𝐏𝟒 = 𝟔. 𝟐𝟖 𝐤𝐖

Total Indicated Power:

IP = IP1 + IP2 + IP3 + IP4 IP = 5.89 + 5.49 + 5.34 + 6.28 𝐈𝐏 = 𝟐𝟑 𝐤𝐖

Mechanical Efficiency:
Brake Power 19.63
ηMech = ηMech = 𝛈𝐌𝐞𝐜𝐡 = 𝟖𝟓. 𝟑𝟓%
Indicated Power 23

Heat Input:
𝐤𝐉
Q S = ṁf × CV Q S = 0.189 × 43000 𝐐𝐒 = 𝟖𝟏𝟐𝟕 𝐦𝐢𝐧

Heat Loss due to the cooling Water

𝐤𝐉
Qw = mw × CW × (Tw2 − Tw1 ) Qw = 18 × 4.18 × (50 − 27) 𝐐𝐰 = 𝟏𝟕𝟑𝟎. 𝟓𝟐 𝐦𝐢𝐧

Heat carried away by exhaust gas

Qg = (ma + mf ) × Cg × (Tg2 − Ta Qg = (0.189 + 2.27) × 1.02 × (600 − 27)

𝒌𝑱
𝐐𝐠 = 𝟏𝟒𝟑𝟕. 𝟏𝟗 𝒎𝒊𝒏

Heat Loss due to Brake power:

2πNT kJ 𝐤𝐉
P= BP = 19.63 × 60 𝐁𝐏 = 𝟏𝟏𝟕𝟕. 𝟖
60 𝑠 𝒎𝒊𝒏

Unaccounted Loss:

Qua = QS − Qw +Qg + QBP Qua = 8127 − 1730.52 + 1437.19 + 1177.8

𝐤𝐉
𝐐𝐮𝐚 = 𝟑𝟕𝟖𝟏. 𝟒𝟗 𝒎𝒊𝒏

Page 16
ME8493-Thermal Engineering 1 Mechanical Engineering

Percentage of Heat Loss:

Qw 1730.52
%Q w = %Q w = %𝐐𝐰 = 𝟐𝟏. 𝟐𝟗
QS 8127
Qg 1437.19
%Q g = %Q g = %𝐐𝐠 = 𝟏𝟕. 𝟔𝟖
QS 8127
QBP 1177.8
%Q BP = %Q BP = %𝐐𝐁𝐏 = 𝟏𝟒. 𝟒𝟗
QS 8127
Qun 3781.49
%Q un = %Q un = %𝐐𝐮𝐧 = 𝟒𝟔. 𝟓𝟑
QS 8127

13. During Morse Test experiment on a six cylinder petrol engine the brake power output was found
50 kW when all cylinders run at full load. When one by one each cylinder is cut and load is reduced
to bring engine back to original speed, the measured brake power outputs are as under. Determine
the indicated power of engine and mechanical efficiency of engine.

No. of cylinders 1 2 3 4 5 6
Brake power (kW) 40.1 39.5 39.1 39.6 39.8 40

Indicated Power when Cylinder one cut:

Indicated Power1 = BP − BP1 IP1 = 50 − 40.1 𝐈𝐏𝟏 = 𝟗. 𝟗𝐤𝐖

Indicated Power when Cylinder two cut:

Indicated Power2 = BP − BP2 IP2 = 50 − 39.5 𝐈𝐏𝟐 = 𝟏𝟎. 𝟓 𝐤𝐖

Indicated Power when Cylinder three cut:

Indicated Power3 = BP − BP3 IP3 = 50 − 39.1 𝐈𝐏𝟑 = 𝟏𝟎. 𝟗 𝐤𝐖

Indicated Power when Cylinder four cut:

Indicated Power4 = BP − BP4 IP4 = 50 − 39.6 𝐈𝐏𝟒 = 𝟏𝟎. 𝟒 𝐤𝐖

Indicated Power when Cylinder five cut:

Indicated Power5 = BP − BP5 IP5 = 50 − 39.8 𝐈𝐏𝟓 = 𝟏𝟎. 𝟐 𝐤𝐖

Indicated Power when Cylinder six cut:

Indicated Power6 = BP − BP6 IP6 = 50 − 40 𝐈𝐏𝟔 = 𝟏𝟎 𝐤𝐖

Total Indicated Power:

IP = IP1 + IP2 + IP3 + IP4 + IP3 + IP4 IP = 9.9 + 10.5 + 10.9 + 10.4 + 10.2 + 10 𝐈𝐏 = 𝟔𝟏. 𝟗𝐤𝐖
Mechanical Efficiency:
Brake Power 50
ηMech = ηMech = 𝛈𝐌𝐞𝐜𝐡 = 𝟖𝟎. 𝟕𝟖%
Indicated Power 61.9

Page 17
ME8493-Thermal Engineering 1 Mechanical Engineering

PART – B (Theory)

1. Working of simple carburettor with neat sketch

A device for atomizing, vapourising the fuel (petrol) and mixing it with air in correct proportion.
 Air fuel mixture obtained is called the combustible mixture.
 Process of mixing the petrol with air is called carburetion.
Functions of carburettor
 To atomize , vapourise the fuel and mix it homogeneously with air.
 To supply the require quantity of air- fuel mixture at correct proportion according to the load and
speed of engine
 To maintain a small reserve of petrol at constant head
 To provide easy starting of the engine in cold conditions.
Components of carburettor
1. Float, Float Chamber And Needle Valve Assembly
 A float is placed inside the float chamber.
 Petrol level in the float chamber is maintained constant and slightly below the top of the jet by
the float and needle valve arrangement.
 The float chamber is vented to the atmosphere.
2. Fuel Jet
 Fuel jet is connected to the float chamber.
 If petrol in the float chamber falls below the required level, the float lowers.
 It is possible if the supply from the fuel tank to the float chamber is less than the fuel supplied by
the jet. This happens when the load on the engine increases.
 The needle valve is opened for increased fuel supply from the fuel tank.
 When the required level is reached , the float closes the needle valve.
 As the level of fuel in the float chamber rises, the float also rises.
 It is possible if the supply from the fuel tank to the float chamber is more than the fuel supplied
by the jet. This happens when the load on the engine decreases.
 The needle valve closes the fuel inlet and a constant level is maintained.
3. Venturi and Venturi Throat
Venturi is a tube of decreasing cross-section which reaches a minimum at the throat , called
“venture throat”.
4. Throttle Valve
Control of the throttle valve is normally with the accelerator pedal.
5. Choke valve
It is provided in the air passage before the venturi.

Page 18
ME8493-Thermal Engineering 1 Mechanical Engineering

Working :
 During suction stroke , air flows through the choke valve
and passes through the venturi; its velocity increases
and pressure in the venture throat decreases.
 Now, because the pressure at the float chamber is
atmospheric and that at the tip of the jet (i.e. throat )
below atmospheric, a pressure differential called
“carburetor depression” exists between them.
 This causes the flow of fuel from the float chamber
through the jet in fine spray.
 Fuel gets vaporized and an uniform air-fuel mixture is
supplied to the cylinder.

 At normal speed, the carburetor delivers a normal mixture of air- fuel ratio 15:1
 The quantity of mixture supplied to the cylinder is controlled by the throttle valve.
 As the throttle is closed, less air flows through the venturi and less is the quantity of air-fuel
mixture delivered to the cylinder and hence less is the power developed.
 As the throttle is opened, more quantity of air-fuel mixture is delivered to the cylinder.

2. Complete carburetor: (i) main metering system (ii) idling system (iii) economizer system (iv)
acceleration pump system (v) choke
A simple carburetor is capable to supply a correct air-fuel mixture to the engine only at a particular load
and speed. In order to meet the engine demand at various operating conditions, the following additional
systems are added to the simple carburetor.
 Idling system
 Auxiliary port system
 Power enrichment by economizer system
 Accelerating pump system
 Chock
Idling System:
During starting or idling, engine runs without load and the throttle
valve remains in closed position. Engine produces power only to
covercome friction between the parts and a rich mixture is to be fed
to the engine to sustain combustion.
Choke:
During cold starting period, at low cranking speed and before the
engine gets warmed up, a rich mixture has to be supplied. The most
common method of obtaining this rich mixture is to use a choke
valve between the entry to the carburetor and the venture throat.

Page 19
ME8493-Thermal Engineering 1 Mechanical Engineering

Auxiliary Port System:

During normal power or crusing operation, where the engine runs for
most of the period, the fuel economy has to be maintained. Thus, it is
necessary to have lower fuel consumption for maximum economy. One
such arrangement used is the auxiliary port carburetor as shown, where
opening of butterfly valve allows additional air to be admitted and at the
same time depression at the venture throat gets reduced, therby
decreasing the fuel flow rate

Powerenrichment System:
In order to obtain maximum power, the carburetor must supply a rich
mixture. This additional fuel required is supplied by a power enrichment
system that contains a meter rod economizer that provides a larger
orifice opening to the main jet as the throttle is opened beyond a certain
point.

Accelerating Pump System:

During sudden acceleration of an engine(e.g., overtaking a vehicle), an
extra amount of fuel is momentarily required to supply a rich mixture.
This is obtained by an accelerating pump system. It consists of a
spring-loaded plunger and the necessary linkage mechanism.
The rapid opening of the throttle moves the plunger into the cylinder,
and an additional amount of fuel is forced into the venturi

3. Working of diesel pump & diesel injector with neat sketch

FUEL PUMP
 In the diesel engine , diesel is to be injected in the
compressed air at the high pressure.
 So it is necessary to increase the fuel pressure
using fuel pump. The fuel pump raises the pressure
of the fuel very high .
 Fuel is injected into the cylinder in the atomized
from, i.e. in the form of fine spray by means of an
injector.
 There are two methods of fuel injection
o Air injection system - requires an air compressor
o Airless injection system - does not require air compressor

Page 20
ME8493-Thermal Engineering 1 Mechanical Engineering

Diesel Fuel Pump

 It is used for airless injection.
 The injection fuel pump consists of a chamber, plunger, spring, inlet and the outlet valves.
 It is operated by a cam fitted over a cam shaft. It is fitted at the head of the cylinder.
Working Principle
 When the plunger moves in the downward direction due to the action of the spring, the fuel
comes into the chamber through the inlet valve from the fuel tank.
 When the cam rotates, the plunger moves in the upward direction against the compression of the
spring.
 The fuel is forced through the outlet valve from the chamber to the injector.
 The injector forces the fuel into the cylinder of the engine in an atomized form at the end of the
compression stroke.
FUEL INJECTOR
 Atomization of diesel is secure through the fuel injector.
 Function of the injector is to split up the fuel into a spray and inject it directly into the engine
cylinder such that it is completely consumed, without smoke in the exhaust.
 The fuel pump delivers an accurately metered quantity of fuel under high pressure at the correct
moment to the injector.

 The high pressure fuel from the fuel pump is injected into the cylinder with the help of the fuel
injector.
 The functions of the fuel injector are:
 To inject and atomise the fuel to the required degree;
 To distribute the fuel in such a way that there is complete mixing of fuel and air.

Page 21
ME8493-Thermal Engineering 1 Mechanical Engineering

Working Principle:
A typical spring loaded Bosch fuel injector or fuel atomiser consists of
1) Nozzle valve 6) Pressure spring
2) Nozzle body 7) Spring retainer nut
3) Cap nut for nozzle. 8) Adjusting screw
4) Spindle 9) Lock nut for adjusting screw
5) Injector body 10) Fuel inlet
11) Leak-off connection
 The high pressure fuel from the fuel pump enters into the fuel injector through the fuel inlet.
 It acts on the nozzle valve from the bottom.
 The valve is lifted up due to the pressure of the fuel against the spring.
 Fuel is now injected into the combustion chamber of the engine cylinder in the form of fine
spray.
 As the pressure of the fuel falls, the spring passes the spindle and the valve is automatically
closed by the spring force.
 The amount of fuel injected is regulated by the duration of the open period of the valve.
 The pressure of the spring can be adjusted by means of the spring adjusting screw.
 Due to the upward motion of the valve, a communication between the fuel inlet and the leak- off
connection is established.
 Any leakage or overflow of fuel in the valve is taken out through the leak- off connection as
shown.
4. Working of Multi point fuel injector:
Principle MPFI:
 Multi point fuel injection system is an electronic system in petrol engine which aims to have efficient
combustion with reduction in emmisions.
 Electronic system senses the parameters of engine like speed,load,temperature, rpm to calculte the amount of
fuel which is to be injected and the pressure at which the air fuel mixture is to be injected.
 The timing of injection is also taken in account by sensing the crank angle.

Working of MPFI engine:

 When you step on the gas pedal, the throttle valve opens up more, letting in more air. The engine
control unit (ECU, the computer that controls all of the electronic components on your engine) "sees"
the throttle valve open (with the help of Mass airflow sensor) and increases the fuel rate in
anticipation of more air entering the engine.
 It is important to increase the fuel rate as soon as the throttle valve opens; otherwise, when the gas
pedal is first pressed, there may be a hesitation as some air reaches the cylinders without enough fuel
in it.

Page 22
ME8493-Thermal Engineering 1 Mechanical Engineering

 Sensors monitor the mass of air entering the engine, as well as the amount of oxygen in the exhaust.
The ECU uses this information to fine-tune the fuel delivery so that the air-to-fuel ratio is just right.
KEY PARTS OF MPFI
Fuel Injector

 A fuel injector is nothing but an electronically controlled valve. It is supplied with pressurized fuel
by the fuel pump in your car, and it is capable of opening and closing many times per second
Engine Sensors
 In order to provide the correct amount of fuel for every operating condition, the engine control unit
(ECU) has to monitor a huge number of input sensors. Here are just a few-
 Mass airflow sensor - Tells the ECU the mass of air entering the engine.

Page 23
ME8493-Thermal Engineering 1 Mechanical Engineering

 Oxygen sensor(s) - Monitors the amount of oxygen in the exhaust so the ECU can determine how
rich or lean the fuel mixture is and make adjustments accordingly
 Throttle position sensor - Monitors the throttle valve position (which determines how much air goes
into the engine) so the ECU can respond quickly to changes, increasing or decreasing the fuel rate as
necessary.
 Coolant temperature sensor - Allows the ECU to determine when the engine has reached its proper
operating temperature Voltage sensor - Monitors the system voltage in the car so the ECU can raise
the idle speed if voltage is dropping (which would indicate a high electrical load).
 Engine speed sensor - Monitors engine speed, which is one of the factors used to calculate the pulse
width
Advantage of Electronic Fuel injection over carburettor:-
 Better atomization of fuel
 Lower emission of pollutant
 Better flow due to elimination of venture
 Rapid response time with respect to the changes
 Improved fuel efficiency

5. Detailed working of common rail fuel Injection system.

Solenoid or piezoelectric valves make possible fine electronic control over the fuel injection time and
quantity, and the higher pressure that the common rail technology makes available provides better
fuel atomisation.

 To lower engine noise, the engine's electronic control unit can inject a small amount of diesel just before the main
injection event ("pilot" injection), thus reducing its explosiveness and vibration, as well as optimising injection
timing and quantity for variations in fuel quality, cold starting and so on.

Page 24
ME8493-Thermal Engineering 1 Mechanical Engineering

 Some advanced common rail fuel systems perform as many as five injections per stroke.
 Common rail engines require a very short to no heating-up time, depending on the ambient temperature,
and produce lower engine noise and emissions than older systems.
 Two common types include the unit injection system and the distributor/inline pump systems. While
these older systems provide accurate fuel quantity and injection timing control, they are limited by
several factors:
 They are cam driven, and injection pressure is proportional to engine speed.
 They are limited in the number and timing of injection events that can be commanded during a
single combustion event. While multiple injection events are possible with these older systems, it is
much more difficult and costly to achieve.
 For the typical distributor/inline system, the start of injection occurs at a pre-determined pressure
and ends at a pre-determined pressure. This characteristic results from "dumb" injectors in the
cylinder head which open and close at pressures determined by the spring preload applied to the
plunger in the injector. Once the pressure in the injector reaches a pre-determined level, the plunger
lifts and injection starts.
 In common rail systems, a high-pressure pump stores a reservoir of fuel at high pressure — up to and
above 2,000 bars (200 MPa; 29,000 psi).
 The term "common rail" refers to the fact that all of the fuel injectors are supplied by a common fuel rail
which is nothing more than a pressure accumulator where the fuel is stored at high pressure.
 This accumulator supplies multiple fuel injectors with high-pressure fuel. This simplifies the purpose of
the high-pressure pump in that it only needs to maintain a target pressure (either mechanically or
electronically controlled).
 The fuel injectors are typically ECU-controlled. When the fuel injectors are electrically activated, a
hydraulic valve (consisting of a nozzle and plunger) is mechanically or hydraulically opened and fuel is
sprayed into the cylinders at the desired pressure.
 Since the fuel pressure energy is stored remotely and the injectors are electrically actuated, the injection
pressure at the start and end of injection is very near the pressure in the accumulator (rail), thus
producing a square injection rate.
 If the accumulator, pump and plumbing are sized properly, the injection pressure and rate will be the
same for each of the multiple injection events.
Advantages:
1. Reduced noise and vibration.
2. Reduced smoke , particulates and exhaust.
3. Increased fuel economy.
4. Higher power output even at lower rpm.
Disadvantages:
1. High cost due to high pressure pump and ECU.
2. Technology cannot be employed in present engines.

Page 25
ME8493-Thermal Engineering 1 Mechanical Engineering

6. Detailed working of battery ignition system and magneto ignition system with neat sketch.
COIL/BATTERY IGNITION SYSTEM
Functions of Ignition System
1. To produce spark at the end of compression stroke to ignite the fuel .
2. To fire the air fuel mixture at correct time by giving electrical power to the spark plug.
Modern SI engines use the battery or coil ignition system. Energy required for establishing the arc
is obtained from a 6V or 12V battery.

Construction :
Battery
Electrical power source.
Provides a voltage of 6 or 12 volts.
Ignition coil
Purpose of the ignition coil is to step up the battery voltage (i.e 6 or 12 volts to 20,000 or 30,000
volts) required to produce spark for ignition in the spark plug.
Ignition switch
It acts as a locking switch. Whenever it is in ‘ON’ position, the current will flow through the circuit.
Contact breaker
It is the mechanical device for making and breaking the primary ignition circuit.
Distributor
It distributes the high voltage to the respective spark plug at regular intervals in the correct sequence.
Condenser
It is connected across the contact breaker.
It is used to avoid excess sparking at contact breaker points and to induce a high voltage in the
secondary circuit by causing more rapid contact break of the primary circuit.
Spark plug
It is fitted on the cylinder head of the engine.
Working Principle:
The system has two circuits.
Primary circuit - Battery, Primary coil, Condensor & Contact breaker
Secondary circuit - Secondary coil , Distributor & Spark plug.
 When the primary circuit is closed by the contact breaker, current begins to flow through the
primary coil .

Page 26
ME8493-Thermal Engineering 1 Mechanical Engineering

 EMF induced in the secondary coil is proportional to the rate at which the magnetic flux
increases due to primary current flow.
 This EMF produced in the secondary coil is not sufficient to produce a spark at the spark plug.
When primary circuit is opened by the contact breaker, the magnetic field collapses.
 A very high voltage in the range of 10,000 to 20,000 volts is induced in the secondary coil due
to the sudden collapse of magnetic field in the coil.
 This high voltage is supplied through the high tension distribution to the corresponding spark
plug thereby producing a spark.
 Condenser in the circuit helps to achieve very rapid collapse of the magnetic field for inducing
a very high voltage.
 Without a condenser, the magnetic field collapse would be slow, producing secondary voltage.
MAGNETO IGNITION SYSTEM :
Description:
Main difference between coil (battery) and magneto ignition system is that the battery is replaced by a
rotating magnet.
 It consist of a switch, magneto, condenser, contact breaker, distributor and spark plugs.
 The magneto consist of a rotating magnet assembly and a fixed armature.
 The armature contains the primary windings and secondary windings.
 The magnet is located on the outer rim of the flywheel

Working Principle:
 Engine is cranked by switching on the ignition switch.
 The engine rotate the magnetic assembly.
 As the magnet rotates, the EMF is induced in the primary circuit and the current flows through the
contact breaker point.
 When the primary circuit is opened by the contact breaker, the magnetic field collapses.
 A very high voltage is induced in the secondary coil due to the sudden collapse of magnetic field in
the coil.
 High voltage is supplied through the high tension distribution to the corresponding spark plug
thereby producing a spark.
 Condenser in the circuit helps achieve very rapid collapse of the magnetic field for inducing a very
high voltage.
 Condenser also avoids sparking at the contact break points.

Page 27
ME8493-Thermal Engineering 1 Mechanical Engineering

S. No. Coil/Battery ignition system Magneto ignition system

1 The source of energy is battery The source of energy is an electro magnet
2 Easy engine starting Difficult starting
3 Sparking is good even at low speed Poor sparking at low speed
4 If is the battery is discharged the engine cannot No such difficult.
be started.
5 Application: Used in cars, buses, trucks Application: Used in motor cycles, scooters

7. Detailed working of electronic ignition system.

TYPES OF ELECTRONIC IGNITION SYSTEM
Electronic Ignition System is as follow :
(a) Capacitance Discharge Ignition system
(b) Transistorized system
(c) Piezo-electric Ignition system
(d) The Texaco Ignition system
Capacitance Discharge Ignition System
It mainly consists of 6-12 V battery, ignition switch, DC to DC convertor, charging resistance, tank
capacitor, Silicon Controlled Rectifier (SCR), SCR-triggering device, step up transformer, spark plugs. A
6-12 volt battery is connected to DC to DC converter i.e. power circuit through the ignition switch,
which is designed to give or increase the voltage to 250-350 volts. This high voltage is used to charge the
tank capacitor (or condenser) to this voltage through the charging resistance. The charging resistance is
also so designed that it controls the required current in the SCR.

Depending upon the engine firing order, whenever the SCR triggering device, sends a pulse, then the
current flowing through the primary winding is stopped. And the magnetic field begins to collapse. This
collapsing magnetic field will induce or step up high voltage current in the secondary, which while
jumping the spark plug gap produces the spark, and the charge of air fuel mixture is ignited.

Page 28
ME8493-Thermal Engineering 1 Mechanical Engineering

Transistorized Assisted Contact (TAC) Ignition System

This system incorporates a normal mechanical breakers, which drives a transistor to control the current
in the primary circuit. Since a very small breaker current is used, erosion of the contacts is eliminated so
that good coil output is maintained. Also it provides accurate spark timing for a much longer period.
When a low inductive coil and ballast resistor are used with this system, excessive contact arcing
produced by the high primary current is also eliminated. The basic principle of a breaker-triggered,
inductive, semiconductor ignition system is illustrated in Fig. where a transistor works as of the contact
breaker, by acting as a power switch to make and break the primary circuit. The transistor performs as a
relay, which is operated by the current supplied by a cam-operated control switch and thereby called as
breaker-triggered.

A small control current passes through the base-emitter of the transistor when the contact breaker is in
closed condition. This switches-on the collector-emitter circuit of the transistor and allows full current to
flow through the primary circuit to energize the coil. The flow of current, at this stage, in the control
circuit and transistor base is governed by the total and relative values of the resistors R\ and R2. These
resistance values are chosen to provide a control current of about 0.3 A, which is sufficient to provide a
self-cleaning action of the contact surfaces without overloading the breaker. When the spark is required,
the cam opens the contact to interrupt the base circuit, which causes the transistor to switch-off. With
sudden opening of the primary circuit a high voltage is induced into the secondary, which produces a
spark at the plug.
Advantages
(a) The low breaker-current ensures longer life.
(b) The smaller gap and lighter point assembly increase dwell time minimize contact bouncing and
improve repeatability of secondary voltage.
(c) The low primary inductance reduces primary inductance reduces primary current drop-off at high
speeds.
Disadvantages
(a) As in the conventional system, mechanical breaker points are necessary for timing the spark.
(b) The cost of the ignition system is increased.
(c) The voltage rise-time at the spark plug is about the same as before.

Page 29
ME8493-Thermal Engineering 1 Mechanical Engineering

Piezo-electric Ignition System

The development of synthetic piezo-electric materials producing about 22 kV by mechanical loading of a
small crystal resulted in some ignition systems for single cylinder engines. But due to difficulties of high
mechanical loading need of the order of 500 kg timely control and ability to produce sufficient voltage,
these systems have not been able to come up.
The Texaco Ignition System
Due to the increased emphasis on exhaust emission control, there has been a sudden interest in exhaust
gas recirculation systems and lean fuel-air mixtures. To avoid the problems of burning of lean mixtures,
the Texaco Ignition system has been developed. It provides a spark of controlled duration which means
that the spark duration in crank angle degrees can be made constant at all engine speeds. It is a AC
system. This system consists of three basic units, a power unit, a control unit and a distributor sensor.
This system can give stable ignition up to A/F ratios as high as 24 : 1.
Following are the advantages of electronic ignition system :
(a) Moving parts are absent-so no maintenance.
(b) Contact breaker points are absent-so no arcing.
(c) Spark plug life increases by 50% and they can be used for about 60000 km without any problem.
(d) Better combustion in combustion chamber, about 90-95% of air fuel mixture is burnt compared with
70-75% with conventional ignition system.
(e) More power output.
(f) More fuel efficiency.
8. Different methods of lubricating IC engine
Lubricating System of IC Engine:
Moving parts rub against each other causing frictional force because of which heat is generated and the
engine parts wear easily.
 Power is lost due to friction.
 To reduce the wear and tear and also the power loss of the moving parts, lubricant is used
in between the rubbing surfaces.
Parts to be Lubricated
1.Main crankshaft bearings 6. Cam shaft and its bearings
2.Big end bearings 7. Valve mechanism
3.Gudgeon pin bearings 8. Electrical equipment
4.Piston rings and cylinder walls 9. Crank pin
5.Timing gears 10. Piston pin bushes
Functions of Lubrication System
1. Reduces friction between the rubbing surfaces.
2. Reduces wear and tear of the rubbibg parts.
3. Reduces the temperature of the working parts.
4. Reduces the noise.

Page 30
ME8493-Thermal Engineering 1 Mechanical Engineering

5. To keep the rubbing parts clean by removing worn out materials and carbon dust.
6. To act as a sealing between the cylinder and piston and it prevents the leakage of gases.
7. To serve as a cushion against the shocks of the engine.
8. To reduce the power loss due to friction.
Types of Lubricating System:
1.Mist lubrication system or Petroil lubricating system
2. Wet sump lubrication system
(a) Splash lubrication system
(b) Pressure or forced lubrication system
(c) Gravity lubrication system
(d) Semi-pressure lubrication system
3. Dry-sump lubrication system
SPLASH LUBRICATION
 An oil sump or reservoir is fixed to the bottom of the crank case.
 During each revolution of the crank, when the piston reaches BDC, the protruding portion of the
connecting rod, namely, scoop is dipped in the sump.
 Due to the centrifugal force of the revolving crank, the oil is splashed to the piston, cylinder walls,
connecting rod, crank and crank-shaft.
 Grooves are provided in the connecting rod to distribute the oil to the portions of the engine not
splashed directly.
 Grooves also facilitate flow of oil back to the sump for reuse.

 To maintain proper oil level in the sump to ensure effective splashing, an oil gauge in the form of a
sight glass can be installed in the sump.
 Since the oil is splashed by the centrifugal force of the revolving crank, speed of the engine using this
system should not be below 200 rpm.
 It is used in small output stationary IC engines

Page 31
ME8493-Thermal Engineering 1 Mechanical Engineering

PRESSURE OR FORCED LUBRICATION SYSTEM

 Oil is stored in oil sump. oil is pumped by the gear pump from the sump through an oil stainer, at
a pressure of about
 2 kgf/m2.
 High pressure oil is filtered in the filter and is flown to the main lead or gallery.
 From the main lead oil is supplied to various smaller leads.
 Some of the oil from the main lead is supplied at high pressure to the crank shaft main bearing
from where the oil flows to the connecting rod big end bearing through the diagonal holes drilled
 Oil from the small end bearing flows to the pistons and cylinder walls at a relative lower
pressure.
 Camshaft is also lubricated from one of the smaller leads of the main leads.
 After lubrication, oil falls into the sump.
 An oil pressure gauge is connected to the main gallery.
 The pressure lubrication system is used for engines which are exposed to the high engine loads.
 Supply of the oil under prescribed pressure and maintenance of correct sump are of vital
important for the safety as well as efficient engine operation.

MIST (OR) PETROIL LUBRICATING SYSTEM

 It is used for two stroke cycles engines (scooters and motor cycles).
 3 to 6% lubricating oil is added with petrol in petrol tank.
 Oil and the fuel is injected through the carburetor.
 Petrol is vaporized. Oil in the form of mist, goes into cylinder via crankcase.
 Bearings, piston, connecting rod, cylinder walls are lubricated by this oil mist.
 If insufficient quantity of oil is mixed with petrol, the lubrication is inadequate and under severe
conditions may even result in the seizure of the engine.
 On the other hand, the larger proportions would give raise to exhaust smoke and deposition of
carbon in the cylinder head and exhaust port.

Page 32
ME8493-Thermal Engineering 1 Mechanical Engineering

Advatages
 System is very simple
 Low cost
Disavantages
 Suitable only for small engines.
 If the oil added is less, there will not be sufficient lubrication. It may results in the seizure of the
engine.
 If the oil added is more, it will lead to exhaust smoke and carbon deposits in the cylinder,
exhaust ports and plugs.
DRY SUMP LUBRICATION SYSTEM
 It is similar to a pressure lubrication system.
 But lubrication oil is not kept in the oil sump, hence it is called as dry sump system.
 In this system, the oil is kept in a separate oil tank.
 oil is fed to the engine by using pressure pump.
 The oil which falls into the sump of the engine during working is sent back to the tank by means
of a separate pump (scavenging pump)
 This system is applicable in aircrafts.
9. Different methods of Cooling IC engine
Air Cooling System
 Air is made to contact with the cylinder block and head and takes away the excessive heat.
 To increase the air contact area on the cylinder blocks and cylinder head fins or ribs are made.
 Air cooling is mostly used in small cars as well as engines of motor cycles and scooters.
 Also aircooling is used for heavy diesel engines as used in Eicher tractor and Kirloskar generator
set engines.
 Motor cycles – flow of air is achieved by forward motion.
 Cars – air is thrown over the engine by a fan or blower built into the engine fly wheel.
Advantages
 Engine weight is less (no radiator, water, water pump)
 Engine requires less space.
 Design of air-cooled system is simple and less costly.
 No danger of leakage of the coolant.
 No water freezing hazard in air-cooling system.
 No maintenance of water pump fan, fan-belt, hoses etc.
 Installation is easy - it doesn’t require radiator, headers & piping connections.
Disadvantages
 Air cooling engine produces more sound (no water jacket for damping sound).
 Volumetric efficiency is less.
 Air cooling system is not suitable for multi-cylinder engines.

Page 33
ME8493-Thermal Engineering 1 Mechanical Engineering

Water Cooling System

 Water is used to take away the heat.
 Water is circulated through water jackets around combustion chambers, cylinders, valve seat and
valve stem.
 Water takes heat of the combustion and it is cooled by the radiator fan for water recirculation.
Main parts in the water cooling system are:
1. Radiator 5. Thermostat
2. Pressure cap 6. Hoses
3. Fan and fan belt 7. Water
4. Water jackets in cylinder 8. Water pump
block and head
a) THERMO-SYPHON/NATURAL COOLING SYSTEM
Principle:Water circulates by virtue of pressure difference arising from the difference in density between
the hot water in the jackets and the cold water in the radiator.
Working
 Force required to circulate the water through the system is the difference in pressure head due to
hot and cold water.
 Density difference between the hot and cold water is the basic working principle of thermo-
syphon system. Density of hot water is lesser than the cold water.

 Water when heated up becomes hot and light. Hence it moves up.
 At the same time, the water at the top being cool and heavy ; it moves down.
 In this way circulation starts by itself is known as thermo-syphon cooling system.
LIMITATIONS
1. More quantity of water is required.
2. Complete system will stop working in case of damage or choked hose pipe.
3. Dead weight of vehicle increases for carrying more water and bigger radiator.
4. The use of this system is recommended for small capacity engines
5. Engine should be placed as low as possible in relation to the radiator since the force causing the flow
is limited by the temperature difference of hot and cold water.
6. The water level in the system should not fall below the level of the delivery pipe, otherwise the
circulation of water in the system will stop.
Page 34
ME8493-Thermal Engineering 1 Mechanical Engineering

b) FORCED WATER COOLING SYSTEM

 Most commonly used systems for cooling the engine.
 A water pump is used to pump the water from the lower tank of radiator to cylinder and cylinder
heads to water jackets.
 Water is circulated with the help of pump. The pump is driven by means of a belt which is driven by
the crank shaft.
ADVANTAGES
 As water is in direct touch with cylinder walls and cylinder head, it takes away heat quickly.
 For multi-cylinder engines, it is more suitable than air cooling.
 This system is cheap because water is cheap and easily available.
 Engine temperature can be controlled properly due to use of thermostat.

 Water jackets reduce the engines noise.

 Engine with water cooled system can be fitted in any position in the vehicle.
 Uniform cooling of calve, cylinder head and cylinder is possible with water cooling.
DISADVANTAGES
 Weight of radiator with water pump, etc., increases dead weight of the vehicles.
 Water freezes at zero degree temperature.
 Water boils and evaporates at 1000C.
 Water corrodes the metal parts in the system.
 Pump requires considerable power compared with the power required for the fan.
 Initial and maintenance are higher.
 It is dependent on supply of water.
 Serious damage may be caused in the case of failure of the cooling system.
ANTI-FREEZE SOLUTIONS
 To prevent the cooling water from freezing down, some chemicals known as anti-freeze solutions
are mixed up with water.
 If water freezes in the engine, the resulting expanding force is sufficient to crack cylinder block
and radiator.
 Anti-freeze solutions are added and mixed with cooling water to prevent its freezing.

Page 35
ME8493-Thermal Engineering 1 Mechanical Engineering

AIR COOLING SYSTEM Vs WATER COOLING SYSTEM

AIR COOLING SYSTEM WATER COOLING SYSTEM

Weight of the engine is less Weight is more due to water in the radiator
No problem of leakage or freezing of water Both the problem is exist
More noise Less noise as water dampens the vibration
Maintenance of the cooling system is easier Maintenance is difficult
Control of temperature is different It can be easily controlled by fitting a thermostat
The heat transfer rate in the system is less The heat transfer rate in the system is more
Air cooling system is mostly used in small vehicles Water cooling system is used in medium and
like scooters, mopeds, motor cycles etc… high capacity engines like car, bus, trucks etc…

10. Working Spark Plug and Crank Compression Ignition

SPARK PLUG
 Spark plug transforms the required voltage generated by the ignition system into a spark within
the combustion chamber of the cylinder.
 It consists of a casing which is screwed in the combustion chamber.
 An insulated electrode is sealed within the casing to prevent leakage to the spark plug gap.
 A second electrode is fastened to the grounded part of the casing.
 At the end of compression stroke, the charge is ready for ignition.
 The spark that is formed, jumps the gap between ends of the two electrodes.
 The gap between them varies from 0.45 to 0.65mm

Page 36
ME8493-Thermal Engineering 1 Mechanical Engineering

COMPRESSION IGNITION SYSTEM

 No special arrangement is necessary for ignition, since the temperature
 of the compressed air is higher than the ignition temperature of diesel.
 Diesel is injected into the cylinder before the end of the compression stroke.
 As diesel particles come in contact with the hot compressed air, they vaporize
 and ignite.
11. Detailed explanation of supercharger and turbocharger.
The power output of an engine depends upon the amount of air inducted per unit time and the degree of
utilization of the air, and the thermal efficiency of the engine
Three possible methods utilized to increase the air consumption of an engine are as follows.
 Increasing the piston displacement: This increases the size and weight of the engine, and
introduces additional cooling problems
 Running the engine at higher speeds: This results in increased mechanical friction losses and
imposes greater inertia stresses on engine parts.
 Increasing the density of the charge: This allows a greater mass of the charge to be inducted into
the same volume.
Supercharging:
The method of increasing the air capacity of an engine is known as supercharging. The device used to
increase the air density is known as supercharger. Supercharger is merely a blower or a compressor that
provides a denser charge to the engine.
SI Engine
In an IC engine, Supercharging in SI engine is employed only in aircraft and racing car engines. Apart
from supercharging is the process of improving the volumetric efficiency of the engine by using the
power of engine, supercharging results in an increase in the intake temperature of the engine. This
reduces the ignition delay and increases the flame speed. Both these effects result in a greater tendency
to knock or pre-ignite. For this reason, the supercharged petrol engines employ lower compression ratios.
CI Engines
In case of CI engines, supercharging does not result in any combustion problem, rather it improves
combustion
Increase of pressure and temperature of the inducted air reduces ignition delay and hence the rate of
pressure rise results in a better, quieter and smoother combustion.
Mechanical Supercharger:
A supercharged engine gives better power for the same amount of fuel that a non-supercharged engine
does. A turbine which acts as a compressor is connected to the crankshaft through a belt. When the

Page 37
ME8493-Thermal Engineering 1 Mechanical Engineering

combustion begins and the crankshaft rotates the belt connecting the compressor rotates sucking in more
air and improving the air fuel mixture. Thus improving the power output for the same fuel quantity.

Turbocharger:
The blower/compressor and the turbine are mounted on the same shaft. The compressor is run by the
turbine, and the turbine in turn is run by exhaust gaese.

The difference between supercharger and turbocharger is the turbocharger get power from exhaust gas to
run the compressor through turbine. In petrol engine combustion pressure is low so the energy in exhaust
gas is also low compared to diesel engine so turbocharger for petrol engine not so efficient.
The advantage of supercharging is better combustion and so the total power produced by engine is also
increased. This advantage is due to availability of higher oxygen during the combustion which ensures
better combustion.
Supercharger and turbocharger are provided for the same function to increase volumetric efficiency. But
the supercharger commonly used in petrol engine and turbocharger used in diesel engine.
The difference between the two devices is their source of energy.
Turbochargers are powered by the mass-flow of exhaust gases driving a turbine.
Superchargers are powered mechanically by belt- or chain-drive from the engine's crankshaft.

Page 38
ME8493-Thermal Engineering 1 Mechanical Engineering

Superchargers increase intake by compressing air above atmospheric pressure, without creating a
vacuum. This forces more air into the engine, providing a "boost." With the additional air in the boost,
more fuel can be added to the charge, and the power of the engine is increased. Supercharging adds an
average of 46 percent more horsepower. In high-altitude situations, where engine performance
deteriorates because the air has low density and pressure, a supercharger delivers higher-pressure air to
the engine so it can operate optimally. To pressurize the air, a supercharger must spin rapidly -- more
rapidly than the engine itself. Making the drive gear larger than the compressor gear causes the
compressor to spin faster. Superchargers can spin at speeds as high as 50,000 to 65,000 rotations per
minute (RPM). As the air is compressed, it gets hotter, which means that it loses its density and can not
expand as much during the explosion. This means that it can't create as much power when it's ignited by
the spark plug. For a supercharger to work at peak efficiency, the compressed air exiting the discharge
unit must be cooled before it enters the intake manifold. The intercooler is responsible for this cooling
process. Intercoolers come in two basic designs: air-to-air intercoolers and air-to-water intercoolers. Both
work just like radiator, with cooler air or water sent through a system of pipes or tubes. As the hot air
exiting the supercharger encounters the cooler pipes, it also cools down. The reduction in air temperature
increases the density of the air, which makes for a denser charge entering the combustion chamber.

Page 39
ME8493-Thermal Engineering 1 Mechanical Engineering

Page 40
ME8493-Thermal Engineering 1 Mechanical Engineering

Page 41
ME8493-Thermal Engineering 1 Mechanical Engineering

Page 42
ME8493-Thermal Engineering 1 Mechanical Engineering

Page 43
ME8493-Thermal Engineering 1 Mechanical Engineering

Page 44
ME8493-Thermal Engineering 1 Mechanical Engineering

Page 45
ME8493-Thermal Engineering 1 Mechanical Engineering

Page 46
ME8493-Thermal Engineering 1 Mechanical Engineering

Page 47
ME8493-Thermal Engineering 1 Mechanical Engineering

Page 48