MODULE IV

Engines & Power Transmission

devices in Automobiles

Reghuraj A R
Assoc. Professor
AEC
KULAPPULLY
 Syllabus
Analysis of thermodynamic cycles: Carnot, Otto, Diesel cycles,
Derivation of efficiency of these cycles, Problems to calculate
heat added, heat rejected, net work and efficiency.
IC Engines: CI, SI, 2- Stroke, 4-Stroke engines. Listing the parts
of different types of IC Engines.
Efficiencies of IC Engines(Definitions only), Air, Fuel, cooling
and lubricating systems in SI and CI Engines, CRDI,
MPFI.Concept of hybrid engines.

2
3
Air standard assumptions
1. The working medium is a perfect gas with constant specific
heats and molecular weight corresponding to values at room
temperature.
2. No chemical reactions occur during the cycle.
The heat addition and heat rejection processes are merely
heat transfer processes.
3. The processes are reversible.
4. Losses by heat transfer from the apparatus to the
atmosphere are assumed to be zero in this analysis.
5. The working medium at the end of the process (cycle) is
unchanged and is at the same condition as at the beginning
of the process (cycle).
i.e Changes in kinetic and potential energies of the working
substance are very small and hence negligible.
4
Air standard Carnot Cycle
The Carnot cycle is represented on P-v
and T-s diagrams as in Fig.
The Carnot cycle is composed of four
totally reversible processes:
isothermal heat addition, isentropic
expansion, isothermal heat rejection,
and isentropic compression.
The Carnot cycle is the most efficient
cycle that can be executed between a
heat source at temperature and a sink
at temperature , and its thermal
efficiency is expressed as

5
Air standard Carnot Cycle
The Carnot cycle is represented on P-v
and T-s diagrams as in Fig.
The Carnot cycle is composed of four
totally reversible processes:
isothermal heat addition, isentropic
expansion, isothermal heat rejection,
and isentropic compression.
The Carnot cycle is the most efficient
cycle that can be executed between a
heat source at temperature and a sink
at temperature , and its thermal
efficiency is expressed as

6
Process 1 – 2: Reversible Adiabatic Compression
Process 1-2: In this, air is compressed isentropically from
volume During this process heat rejected is zero. i.e.,
P: Increases from p1 to p2
V: Decreases from V1 to V2

T: Increases from T1 to T2

S: Remains same.

P1V1  P2V=2 mR (T1  T2 )

1W2 =
 1  1

1 Q2 = 0 or 7
Process 2 -3: Isothermal Heat Addition
In this air is heated isothermally
so that volume increases and
Temperature remains constant.
Amount of heat supplied is equal
to the work done by the gas.
P: Decreases from p2 to p3
V: Increases from V2 to V3
T: Remains same.
S: Increases from S2 to S3

2 W3= p2V2 ln = mRT2 ln

2 Q3 = p2V2 ln
8
Process 3 – 4:
Reversible Adiabatic Expansion
This is isentropic(Adiabatic) expansion

process.

Heat supplied during the process is zero. i.e.,

P: Decreases from p3 to p4

V: Increases from V3 to V4

T: Decreases from T3 to T4

S: Remains same.
P3V3  P4=V4 mR(T3  T4 )
3W4 =
 1  1
3Q4 = 0
9
Process 4 – 1:
Isothermal Heat Rejection

P: Increases from p4 to p1

V: Decreases from V4 to V1

T: Remains same.

S: Decreases from S4 to S1

4 W1= p4V4 ln = mRT4 ln

4 Q1 = p4V4 ln

10
Otto cycle OR Constant
volume cycle:
The Otto cycle is the ideal
cycle for spark-ignition
reciprocating engines.
It is named after Nikolaus A. Otto, who
built a successful four-stroke engine
in 1876.
This cycle is also known as constant
volume cycle as the heat is received
and rejected at constant volume.
The cycle consists of two adiabatic
processes and two constant volume
processes as shown in P-v and T-s
diagrams.
11
 Otto cycle OR Constant
volume cycle:
Process 1-2:
In this air is compressed
isentropically from V1 to V2
Temperature increases from T1 to T2.
Since this is an adiabatic process heat
rejected is zero. i.e.
  Process 2-3:
In this air is heated at constant volume
and temperature increases from T2 to
T 3.
Heat supplied during this process is
given by,
12
Otto cycle OR Constant
volume cycle:
Process 3-4:
In this air is expanded isentropically
from V3 to V4 and temperature
decreases from T3 to T4. Since this is an
adiabatic process, the heat supplied is
zero. i.e.,
Process 4-1:
In this air is cooled at constant volume
and temperature decreases from T4 to
T1. Heat rejected during this process is
equal to change in internal energy and
is given by,

13
Dual combustion or Limited pressure or Mixed cycle:
3 4
This cycle is a combination of Otto
and Diesel cycles.
It is also called semi-diesel cycle
because semi-diesel engines work 5
on this cycle.
In this cycle heat is absorbed partly
at constant volume and partly at
constant pressure.
It consists of two reversible
adiabatic or isentropic, two
constant volume and a constant
pressure processes as shown in P-v
and T-s diagrams.

14
Dual combustion or Limited pressure or Mixed
cycle: 4
3
Process 1-2:
The air is compressed
reversibly and adiabatically 5
from temperature T1 to T2 .
No heat is rejected or absorbed
by the air.
Process 2-3:
The air is heated at constant
volume from T2 to T3.
Heat absorbed by the air is
given by,

15
 Dual combustion or Limited pressure or Mixed cycle:
Process 3-4: 4
3
The air heated at constant pressure from
temperature T3 to T4.
The heat supplied by the fuel or heat
absorbed by the air is given by, 5

Process 4-5:
The air is expanded reversibly and
adiabatically from temperature T4 to T5 .
No heat is absorbed or rejected during
the process.
Process 5-1: The air is now cooled at
constant volume from temperature T5 to
T1 . Heat rejected by the air is given by,

16
 Internal Combustion Engine
• Air is taken from atmosphere & combustion
of fuel & air occurs in the engine which
converts thermal energy into mechanical
energy.
• Automobiles

17
 Engine/Power plant
Power plant (engine) provides power for
propulsion of vehicle.
• SI Engines
• CI Engines
• Electric motor powered by battery
• Hybrid Vehicles
• Solar Energy powered system
• Fuel Cell based
18
 Cylinder Nomenclature
• Cylinder bore • Swept volume
• Top dead centre • Clearance volume
(TDC) • Compression ratio
• Bottom dead centre • Crank radius
(BDC) • Cubic capacity (cc)
• Stroke
• Stroke length

19
Inline Engine

20
 IC ENGINE COMPONENTS
• Cylinder • Connecting rod
• Cylinder head • Crank
• Engine block • Valves
• Piston • Flywheel
• Piston rings
• Crank shaft

21
IC ENGINE COMPONENTS

22
IC ENGINE COMPONENTS

23
 IC Engine Components
• Cylinder
– Withstand high temp & pressure
– Alloys of iron or aluminum

• Engine block
– Grey cast iron
– Wear resistance & low cost

24
 IC Engine Components
• Piston
– Aluminum alloys
– Light weight, greater strength

• Piston rings
– Compression rings
– Oil rings

25
 IC Engine Components
• Connecting rod
– Small end
– Big end
• Crank shaft

26
 IC Engine Components
• Flywheel
– Reduce fluctuation of speed

• Valves
– Intake
– Exhaust

27
 Classification of IC Engines
• BASED ON TYPE IGNITION
– Spark ignition engines
– Compression ignition engines
• BASED ON TYPE FUEL USED
– Petrol engines
– Diesel engines
– Gas engines
– Duel fuel engines

28
 Classification of IC Engines
• BASED ON WORKING CYCLE
– Otto engine
– Diesel engine
– Dual combustion engine
• BASED ON NUMBER OF STROKES/CYCLE
– Four stroke engines
– Two stroke engines

29
 Classification of IC Engines
• BASED ON THE APPLICATION
– Stationary engines
– Mobile engines
• BASED ON THE COOLING SYSTEM
– Air cooled engines
– Water cooled engines
• BASED ON THE NUMBER OF CYLINDERS
– Single cylinder engines
– Multi cylinder engines
30
 Classification of IC Engines
• BASED ON THE ENGINE SPEED
– Low speed engines (up to 350 rpm)
– Medium speed engines (350 to 1000 rpm)
– High speed engines (above 1000 rpm)
• BASED ON CYLINDER ARRANGEMENT
– Vertical Engine
– Horizontal Engine
– Radial Engine
– V-Type Engine
– In-Line Engine
31
Cylinder Arrangements

32
Inline Engine

33
Wankel Engine

34
Four Stroke Diesel Engine

Energy conversion devices 35

Diesel Animation

36
Four Stroke Diesel Engine

Energy conversion devices 37

 Four Stroke Diesel Engine
• Suction stroke
– Inlet valve open, Exhaust valve closed
– Piston moves from TDC to BDC
– Air is sucked inside through inlet valve
• Compression stroke
– Both valves will be closed
– Piston moves from BDC to TDC
– Air gets compressed to high pressure & temperature

38
Energy conversion devices
 Four Stroke Diesel Engine
• Expansion/Working/Power stroke
– Towards end of compression stroke, fuel is injected
in the cylinder by fuel injector
– Both valves remains closed
– Combustion takes place thereby pushing piston
from TDC to BDC
• Exhaust stroke
– Exhaust valve open, Inlet valve closed
– Piston moves from BDC to TDC, pushing exhaust gas
out of cylinder through exhaust valve.
Energy conversion devices 39
Four Stroke Petrol Engine

Energy conversion devices 40

Four Stroke Cycle Animation

41
 Four Stroke Petrol Engine
• Suction stroke
– Inlet valve open, Exhaust valve closed
– Piston moves from TDC to BDC
– Air-fuel mixture is sucked inside through inlet valve
• Compression stroke
– Both valves will be closed
– Piston moves from BDC to TDC
– Air-fuel mixture gets compressed to high pressure &
temperature
Energy conversion devices 42
 Four Stroke Petrol Engine
• Expansion/Working/Power stroke
– Towards end of compression stroke, Spark plug
initiates a spark
– Both valves remains closed
– Combustion takes place thereby pushing piston
from TDC to BDC
• Exhaust stroke
– Exhaust valve open, Inlet valve closed
– Piston moves from BDC to TDC, pushing exhaust gas
out of cylinder through exhaust valve.
Energy conversion devices 43
Four Stroke Petrol Engine

Energy conversion devices 44

 Four Stroke Engine
• 4 strokes of piston = 1 cycle of operation.
• Each stroke is 1800 of crankshaft rotation.
• So 4 strokes = 7200 crankshaft rotation.
• Each revolution is 3600 of crank shaft rotation.
• 2 revolution of crank shaft for 1 cycle of
operation.
• One power stroke in every 2 revolution of
crank shaft.

Energy conversion devices 45

Two Stroke Diesel Engine

Energy conversion devices 46

Working of Two Stroke Engine

Department of Mechanical Engineering,

47
Universal Engineering College
 Two Stroke Diesel Engine
• Suction & Compression Stroke
– Piston moves from BDC to TDC, compressing air to
high pressure & temperature inside the cylinder
– At the same time, Inlet port opens, air enters crank
case
– All other ports remains closed
• Expansion & Exhaust Stroke
– At end of compression stroke, fuel is injected into the
cylinder by fuel injector.
– Combustion takes place, thereby pushing piston from
TDC to BDC 48
Energy conversion devices
 Two Stroke Diesel Engine
• Expansion & Exhaust Stroke
– At the beginning of this stroke, Inlet port will be in
open position
– As piston moves to BDC, exhaust port opens & inlet
port is closed
– Burned gases escape through exhaust port
– Air in crank case gets partially compressed
– Further downward movement of piston uncovers
transfer port & partially compressed air from crank
case move to cylinder
49
Energy conversion devices
Two Stroke Petrol Engine

50
Energy conversion devices
 Two Stroke Petrol Engine
• Suction & Compression Stroke
– Piston moves from BDC to TDC, compressing air-fuel
mixture to high pressure & temperature inside the
cylinder
– At the same time, Inlet port opens, air-fuel mixture
enters crank case
– All other ports remains closed
• Expansion & Exhaust Stroke
– At end of compression stroke, spark is fired by spark
plug into the cylinder.
– Combustion takes place, thereby pushing piston
from TDC to BDC 51
Energy conversion devices
 Two Stroke Petrol Engine
• Expansion & Exhaust Stroke
– At the beginning of this stroke, Inlet port will be in
open position
– As piston moves to BDC, exhaust port opens & inlet
port is closed
– Burned gases escape through exhaust port
– Air-fuel mixture in crank case gets partially
compressed
– Further downward movement of piston uncovers
transfer port & partially compressed air-fuel mixture
from crank case move to cylinder 52
Energy conversion devices
 Two Stroke Engine
• 2 strokes of piston = 1 cycle of operation
• Each stroke is 1800 of crankshaft rotation
• So 2 stroke = 3600 of crank shaft rotation
• Each revolution is 3600 of crank shaft rotation
• 1 revolution of crank shaft for 1 cycle of
operation
• One power stroke in every 1 revolution of
crank shaft
Energy conversion devices 53
Two Stroke Engine

Energy conversion devices 54

Working of Two Stroke Engine

Department of Mechanical Engineering,

55
Universal Engineering College
 Fuels
• Substance which produces heat energy when
burned in presence of air.
• Amount of heat generated when 1kg of fuel is
completely burned is called calorific value of
the fuel.
• Fuels are mainly classified as solid, liquid
and gaseous.

56
 Solid fuels
• Either natural solids like wood, bituminous coal or
prepared solid fuels such as charcoal, coke, pulverized
coal.
• Advantages
– Can be stored with out any risk of explosion.
– Transportation is easy
– Low cost.
• Disadvantages
– Ash content is more and produces large quantity of smoke.
– Combustion rate cannot be easily controlled.
– Calorific value is low compared to liquid and gaseous fuels.
57
 Liquid fuels
• Derived from natural crude petroleum.
• Crude oil contains 83-87% carbon, 10-14% hydrogen, small
percentage of sulphur, nitrogen, oxygen & metallic derivatives.
• Useful fuels from crude oil are obtained by distillation process.
Advantages
• Air required for complete combustion is less, compared to solid fuels.
• Combustion efficiency is high
• Rate of burning of fuel can be easily controlled.
• Storage space required is much less.
• No problem of ash disposal.
Disadvantages
• Cost of liquid fuel is much more than solid fuel.
• Storage and transportation are risky.
58
 Gaseous fuels
• Classified as natural gas & prepared gas. Natural gas mainly
contains 85% methane along with some hydrogen & small % of
other hydro­carbons.
• Advantages
– Complete combustion is possible.
– Gaseous fuels do not produce ash or smoke.
– Air required for complete combustion is minimum compared
with solid and liquid fuels.
• Disadvantages
– Gaseous fuels are highly inflammable
– Storage & transportation are difficult because of possible
leakage of gas from pipe & tank.
59
Air Cooling System
Air Cooling System
• Heat is carried away by the air flowing over and
around the cylinder.
• Fins are cast on the cylinder head and cylinder
barrel which provide additional conductive and
radiating surface. (area of contact increases)
• Fins are arranged right angles to cylinder axis.
• The number and dimensions of fins should be
adequate to dissipate surplus heat.
• Truncated conical fin with rounded edges are also
used to accomplish the purpose.
Advantages :-
• Design of engine becomes simpler since no water jackets
are required.
• Easily renew the engine in case of accidents.
• Cooling system is simpler due to the absence of cooling
pipes, radiator etc.
• No danger of coolant leakage.
• Engine is not subjected to freezing troubles.
• Installation of air cooled engines is simpler.
Disadvantages:-
• Movement is noisy.
• Non uniform cooling.
• Maintenance is not easy.
• The output of air cooled engine is less than that of water
cooled engine.
Water/Liquid Cooling System
• Cooling of cylinder , cylinder wall , engine heads etc can be
achieved by circulating cooling liquid thr’ cooling jackets
provided.
• Heat transfer to the liquid by convection & conduction.
• The heat absorbed by the cooling liquid can be cooled by
means of an air cooled radiator system.ie, heat from liquid
is transferred to air.
Characteristics of coolant:-
• Low freezing temperature.
• A high boiling point.
• Non corrosive.
• Easily & cheaply available.
Water cooling system again classified
according to the methods used for circulating water
around the engine cylinder

 Thermo-Syphon system
Forced or pump cooling
Cooling with thermostatic regulator
Pressurised water cooling
Evaporative cooling
Lubrication system:-

• 1. Wet sump lubrication system

• 2. Dry sump lubrication system
• 3. Mist lubrication system
Wet sump lubrication:-
• The system consist of a large capacity oil sump at
the base of crank chamber from which the oil is
drawn by a low pressure oil pump and delivered to
various parts.
• After lubricating all these parts, the oil flows back to
the sump by gravity.
• Again it is picked up by a pump and recirculated
through the engine lubricating system.
 Wet lubricated system are classified in to three
– The splash system
– The splash and pressure system
– The pressure feed system
 Mist lubrication system
• This system is used for 2 stroke cycle engines.
• In two stroke engines, as the charge is compressed in the
crank case and hence it is not possible to have lubricating
oil in the sump.
• So in such engines lubricating oil is mixed with the fuel at a
ratio of 3% - 6%.
• The oil and fuel mixture is indicated through the
carburetor.
• The fuel is vaporized and the oil in the form of mist goes
via crankcase to cylinder.
• The oil which strikes the crankcase walls lubricates the
main & connecting rod bearings, and the rest of the oil
lubricates the piston, piston rings and cylinder.
 Recent Developments in
Automotive Field
• CRDI
• MPFI
• Hybrid Engines

69
Common Rail Direct Injection (CRDI)
System

70
 Common Rail Direct Injection (CRDI)
System
• In conventional diesel engines, fuel pressure had to be
generated repeatedly during each time of injection.
• Hence fuel injection pressure was too low (35-40 bar).
• CRDI system maintains fuel at constant pressure in a
rail through out the working of engine.
• An ECU along with different sensors controls the
pressure & amount of fuel in the rail, injection pressure,
fuel injection timing, amount of fuel to be injected etc.
• Fuel from the tank is pumped to the common rail by
high pressure pump.
71
 Common Rail Direct Injection (CRDI)
System
• Pressure inside the Common rail is maintained constant
& is monitored by ECU with the help of rail pressure
sensor.
• Any decrease in pressure actuates the fuel pump by
ECU, thereby pumping more fuel to the rail.
• Fuel injection timing is determined by ECU with the
help of signals from various sensors mounted on crank
shaft, cam shaft, accelerator pedal etc.
• Fuel is injected at extremely high pressure(upto
1800bar) with the help of ECU controlled piezoelectric
injectors. 72
 Common Rail Direct Injection (CRDI)
System
• CRDI engines maintain constant pressure during
injection.
• ECU also controls amount of fuel to be injected.
• Fuel that is injected atomizes easily & burns cleanly,
reducing exhaust emissions & increasing efficiency.
• Common rail engines require no heating up time, &
produce lower engine noise & lower emissions than
older systems.
• This technique allows fuel to be injected as needed,
saving fuel consumption.
73
 Advantages & Disadvantages
• Advantages
– CRDI equipped engines deliver 25% more power &
torque than direct injection engine
– It also offers superior pick up
– Lower levels of noise & vibration
– Higher mileage
– Lower emissions, lower fuel consumption & improved
performance
• Disadvantages
– Costly spare parts
– More maintenance 74
 Multi Point Fuel Injection System(MPFI)

• It is used in SI engines
• MPFI system assures proper air fuel ratio to the engine
by electrically injecting fuel in accordance with various
driving conditions
• MPFI system injects fuel just upstream of each
cylinder’s intake valve, based on commands from ECU.
• In MPFI system, each cylinder has one injector placed
on the side of the intake manifold near the intake valve
to supply fuel in the cylinders as compared to one
injector located centrally to supply fuel in case of
single point injection system. 75
Multi Point Fuel Injection System(MPFI)

76
 Multi Point Fuel Injection System(MPFI)

• The use of MPFI technology results not only in

better power but also in higher output from
each one of the cylinders.
• MPFI system supplies optimized air/fuel
mixture under widely varying driving
conditions.
• Using MPFI, uniform air fuel mixture will be
supplied to each cylinder.

77
 Advantages of MPFI
• Advantages
– Higher fuel economy
– Lower exhaust emissions
– Power delivered from all cylinders is uniformly
balanced
– Supply of fuel to each cylinder is uniform
– Less vibrations
– Long engine life.
• Disadvantages
– MPFI set up is expensive.
– MPFI installation is complex 78
 Hybrid Vehicles
• Uses two or more distinct power sources to move vehicle.
• Usually an IC engine along with high voltage Electric
motor with battery is used.
• IC engines have lower efficiency & high fuel consumption
at lower rpm.
• At lower speeds, Hybrid vehicles uses electric motor as
power source & from medium to higher speed, motor is
replaced by IC engine.
• Thus it improves overall fuel consumption & reduces
emission.
79
 Hybrid Vehicles
Series Hybrid
• Engines turns a generator, producing current, which is
used to charge batteries
• Batteries run the electric motor that drives transmission.
• Thus engine never directly powers the vehicle.

80
 Hybrid Vehicles
Parallel Hybrid
• Electric motor as well as Engine is engaged to the transmission.
• So any of the two power plants can be used to drive the transmission.
• Battery for the electric motor is charged during the running time by
utilising engine power.
• New technology uses Regenerative braking for charging batteries.
• This converts kinetic energy lost during braking into electric energy
for charging batteries

81
 Performance characteristics of IC Engines
• Engine performance is an indication of the degree
of success with which it does its assigned job. ie,
conversion of chemical energy contained in the
fuel into useful mechanical work.
• The degree of success is compared on the basis of
following:-
• Specific fuel consumption
• Brake mean effective pressure
• Specific power output
• Specific weight
• Exhaust smoke & other emissions
• The basic performance parameters are:-
1. Power & mechanical efficiency
2. Mean effective pressure & torque
3. Specific out put
4. Volumetric efficiency
5. Fuel-air ratio
6. Specific fuel consumption
7. Thermal efficiency & Heat balance
8. Exhaust smoke & other emissions
9. Specific weight
I. Power & Mechanical Efficiency

1. Indicated power:- The total power developed by

combustion of fuel in the combustion chamber.
IP= (n Pmi LANK x 10)/ 6 (Kw)

2. Brake Power:- The power developed by an engine at the

output shaft .
The difference between IP & BP is called frictional power.
FP= IP-BP
The ratio between BP to IP is called mechanical efficiency.
 Specific output
It is defined as the brake output per unit of piston
displacement .

Specific output = BP
AxL
= constant x Pmbx N (rpm)
For the same piston displacement and brake mean
effective pressure, an engine running at higher speed
will give more output.
 Volumetric Efficiency
• It is defined as the ratio of actual volume of the
charge drawn in during the suction stroke to the
swept volume of the piston.

Volumetric efficiency = V actual

V theoretical
For naturally aspirated engine volumetric efficiency
varies from 70% to 80%.
For supercharged engine it is more than 100%.
 Fuel-Air ratio

• It is the ratio of the mass of fuel to the mass of air

in the fuel – air mixture.
• Relative fuel air ratio is defined as the ratio of the
actual fuel air ratio to stoichiometric fuel air ratio
required to burn the fuel supplied.
 Specific Fuel Consumption (sfc)
• It is the mass of fuel consumed per kw developed
per hour .
• It is a criterion of economical power production.
• It is represented in kg/kWh

• Specific fuel cons.(sfc)= mf

B.P
 Thermal efficiency
• It is the ratio of indicated work done to energy
supplied by the fuel
Thanks………
.

90