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(A UNIT OF ENGINEERS HERITAGE TRUST)

STUDY MATERIAL
ENGINE

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STUDY MATERIAL -1
ENGINE
INDEX

CONTENT

PAGE NO

1.

INTRODUCTION

2.

ENGINE CLASSIFICATION

3.

4 STROKE & 2 STROKE ENGINE

11

4.

ENGINE PARTS & COMPONENTS

13

5.

DIESEL ENGINE

15

6.

PETROL ENGINE

18

7.

INTAKE SYSTEM

20

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INTRODUCTION:

Engine is source of power for the car that makes

the car to move. Engine transforms the Chemical
Energy of fuel into thermal energy and uses this
energy to produce mechanical power. This power
is transmitted to the road wheels with the help of
transmission system

ENGINE SIZE
The displacement of all pistons (Area of piston x Stroke length x
Number of Cylinders) measured in cubic centimeters ( C.C).
C.C = D/4 x l x n Cm
Where D = Bore Diameter in centimeter
l = Stroke length in centimeter
n = Number of Cylinders.

BRAKE HORSE POWER (B.H.P)

Brake Horse Power is the unit of measuring power developed by an
engine. It is the actual power delivered at the flywheel of the engine.
B.H.P of the engine depends on it torque and engine speed (R.P.M).
Higher the B.H.P, more is the power of an engine.

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TORQUE
Torque = Force x Distance
In engine the torque is equal to force of which the piston moving
down multiplied by the distance from the center of the crank pin to
the centre of the crank shaft.
COMPRESSION RATIO
Compression Ratio compares the volume of air in the cylinder
before Compression with volume of air after compression.
Compression Ratio:

For Petrol Engines, generally, 8 to 10: 1

For Diesel Engines, generally, 17 to 24: 1
TOP DEAD CENTRE (T.D.C)
T.D.C means the piston is at its top most position in the cylinder
bore.
BOTTOM DEAD CENTRE (B.D.C)
B.D.C means the piston is at its bottom position in the cylinder
bore.
VOLUMETRIC EFFICIENCY
It is the volume of air and fuel mixture drawn into the cylinder at
normal atmospheric pressure and temperature to the piston
displacement.
Volumetric efficiency = Volume of Air and fuel Mixture at normal
atmospheric pressure and temperature / Piston Displacement (S.V)

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CLASSIFICATION OF ENGINE
Engines May be Classified according to:
1. Engine Cycle
2. Number of strokes
3. Fuel Used
4. Type of Ignition
5. Number and Arrangement of Cylinders
6. Number and Arrangement of Cylinders
a) Engine Cycle
The two commonly used cycles on which the I.C. engines operate
are:
a) Otto Cycle

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b)

Diesel Cycle

B) Number of strokes:
Automobile engines are classified as 2-Stroke engine or 4-Stroke
engine according to the number of strokes to complete a cycle.
In 2 stroke engine all the events of the cycle are completed in two
strokes of the piston.

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In 4 stroke engine all the events of the cycle are completed in four
strokes of the piston.

c) Fuel Used
a)Petrol or Gasoline
b)Diesel engine
c)Hybrid

engine

TYPE OF IGNITION:
a) SI Engine: In this type of engine, ignition takes place by means of an electric
spark provided by a spark plug. Petrol or Gasoline Vehicles are
sparking ignition engines.

b) Compression Ignition Engines: In this type of engines, ignition will take place with help of heat
generated by the compressed air in the cylinder. Diesel and Bio
Diesel vehicles are compression ignition engines.

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d) Number and Arrangement of Cylinders:

a) Classification by Number of cylinders
i) Single cylinder engine
ii)Multi-cylinder engine
b) Classification by Arrangement of cylinders
i. INLINE ENGINE
ii. V-SHAPED ENGINE
iii. OPPOSED ENGINE
IV) RADIAL/ROTARY ENGINE

V-SHAPED
They are arranged in a v-shape

INLINE ENGINE
Arranged in a single line or a row

OPPOSED ENGINE
Are arranged in opposed position(180)
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RADIAL ENGINE
Are arranged in radial direction

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e) Valve arrangements:
i.
ii.
iii.
iv.

Over Head Valve (OHV) Engines

F Type (Side Valve) Engine
SOHC (Single Over Head Camshaft) engine
DOHC (Double Over Head Camshaft) engine

OVER HEAD VALVE (OHV)

Both inlet and exhaust valves
are arranged on cylinder
head and operated by a cam
shaft

F TYPE (SIDE VALVE) ENGINE

The inlet valves are arranged on the cylinder head.

The exhaust valves are arranged on the cylinder block.

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SOHC (SINGLE OVER HEAD CAMSHAFT) ENGINE

Both inlet and exhaust

valves are arranged on
cylinder head and are
directly operated by a
single camshaft.

DOHC (DOUBLE OVER HEAD

CAMSHAFT) ENGINE

Both inlet and exhaust valves are

arranged on cylinder head and are
independently operated by
different camshafts.

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Working OF four Stroke & two stroke Engine:

4 Stroke Engine:

The four cycles refer to intake, compression, combustion (power), and

exhaust cycles that occur during two crankshaft rotations per power cycle
of the four-cycle engines.
1. INTAKE stroke: the piston descends from the top of the cylinder to the
bottom of the cylinder, reducing the pressure inside the cylinder. A
mixture of fuel and air, or just air in a diesel engine, is forced by
atmospheric (or greater) pressure into the cylinder through the intake
port. The intake valve(s) then close.
2. COMPRESSION stroke: With both intake and exhaust valves closed, the
piston returns to the top of the cylinder compressing the air, or fuel-air
mixture into the combustion chamber of the cylinder head.
3. POWER stroke: While the piston is close to Top Dead Center, the
compressed airfuel mixture in a gasoline engine is ignited, usually by a
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spark plug, or fuel is injected into the diesel engine, which ignites due to
the heat generated in the air during the compression stroke. The
resulting massive pressure from the combustion of the compressed fuelair mixture forces the piston back down toward bottom dead centre.
4. EXHAUST stroke: The piston once again returns to top dead center
while the exhaust valve is open. This action evacuates the burnt products
of combustion from the cylinder by expelling the spent fuel-air mixture out
through the exhaust valve(s).

Two Stroke Engine:

The 2-cycle engine comprises of the two strokes. A two-stroke or 2-cycle
engine is a type of internal combustion engine which completes a power
cycle in only one crankshaft revolution and with two strokes, or up and
down movements, of the piston in comparison to a "four-stroke engine",
which uses four strokes to do so. This is accomplished by the end of the
combustion stroke and the beginning of the compression stroke happening
simultaneously and performing the intake and exhaust (or scavenging)
functions at the same time.
Two-stroke engines often provide high
power-to-weight ratio, usually in a
narrow range of rotational speeds
called the "power band", and,
compared to 4-stroke engines, have a
greatly reduced number of moving
parts.

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Components of Engine:
1. Cylinder Head
2. Cylinder Head Gasket
3. Valve
4. Hydraulic Tappets
5. Camshaft
6. Cylinder Block
7. Piston
8. Piston Rings
9. Crankshaft
10. Connecting Rod
11. Main Bearing
12. Fly wheel
13. Oil Sump /Oil Pan
14. Oil Strainer
15. Oil Pump

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FLYWHEEL
The flywheel is equipped to the transmission side of the crankshaft
to maintain the smooth rotation using inertia force and to reduce the
irregularity of the rotational force. The crankshaft is rotated twice per
one of the combustion. At the other strokes, the reversed directional
force shall be needed for the compression, the intake and exhaust. If
there is no flywheel, then the rotational force of the crankshaft shall
be reduced at these strokes. Therefore, when the intervals of the
each combustion stroke are long like in the idling state, the engine
may be stopped.

SPARK PLUG The spark plug ignites at the

compressed mixture to fire it
according to the spark arc by the
high voltage generated from the
ignition coil.
The spark plug contacts, at first,
with the mixture having the similar
temperature of outer atmosphere in
the intake stroke, After that, it
contacts with the exhaust gas over
2000.

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Diesel Engine:
Diesel engines are also known as compression ignition (CI) engines
as these engines do not need an ignition system unlike petrol
engines. The fuel is ignited by the compressed air temperature
developed due to higher compression ratio.
Working of 4 Stroke Diesel Engine:

Intake Stroke (Suction Stroke):

In Diesel engine, air alone is drawn into the cylinder during suction
stroke. During this stroke the piston from T.D.C to B.D.C and the
inlet valve opens and the air is sucked into the cylinder through inlet
valve.
Compression Stroke:
During this stroke the piston moves from B.D.C to T.D.C and the air
in the cylinder
gets compressed. Thus raises the air temperature
between 5000C to 8000C which is0 sufficient to ignite the diesel. The
flash point of the diesel fuel is 340 C.
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Power Stroke (Expansion Stroke):

At the end of compression stroke the diesel is sprayed into the
combustion chamber in fine atomized form. It causes explosion and
expansion of gases which in turn forces the piston to move from
T.D.C to B.D.C.
Exhaust Stroke:
During this stroke the piston from B.D.C to T.D.C and the exhaust
valve opens. Due to the upward movement of the piston the burnt
gases are pushed out.

Classification of Diesel Engines:

a)
b)

Direct Injection (D.I)

Indirect Injection (I.D.I)

Direct Injection (D.I)

In direct injection system the diesel
fuel is injected directly into the
combustion chamber which is
formed on the piston head.
The Advantages are
1. The efficiency is high.
2. The emissions are low.
The Dis-advantage is
The sound levels and vibrations
are higher.
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In Direct Injection (IDI)

In this type of engine the Diesel is
injected into a pre-combustion chamber
which is connected to the main
combustion chamber by a narrow
opening. The initial combustion takes
place in this pre-combustion chamber
then spreads to the main combustion
chamber, thus slower the burning
process.

The Advantage is:

Sound levels and vibrations are reduced
The Dis-advantages are
1. Less Power
2. Less Efficiency
3. More Emissions

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Petrol Engine:
Petrol engines are generally known as Spark Ignition (SI) engines as
these engines need an ignition system to provide a spark to ignite
the fuel and air mixture. The whole process is completed in four
stages.
Working of 4 Stroke petrol Engine
Intake Stroke (Suction Stroke):
The piston moves to B.D.C from T.D.C. causing the suction in side
the cylinder and sucks the air / fuel mixture in the cylinder via the
inlet tract. This stroke takes place during 0-1800.of crankshaft
rotation.
Compression Stroke:
The compression stroke is the second of the four strokes of the
cycle. The Piston Moves from B.D.C to T.D.C with both valves
closed. The air / fuel mixture is therefore compressed in the
combustion chamber as the piston moves up. The temperature and
pressure of the charge increases at the end of this stroke. This
stroke takes place during 1800 - 3600 of crank shaft rotation.
Power Stroke (Expansion Stroke ):
The intense heat and pressure generated by igniting the compressed
air/fuel mixture by spark plug in the cylinder causing pressure to increase
rapidly, this pressure forces the piston down towards the B.D.C with both
valves closed. This is the power stroke. This stroke takes place during
3600 - 5400 of crank shaft rotation.
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Exhaust Stroke:
The exhaust stroke is the last in the cycle. The piston starts moving from
B.D.C to T.D.C after the power stroke. The inlet valve remains closed
while the exhaust valve opens forces the burnt gases to go out through
the exhaust. This stroke takes place during 5400 7200 of crank shaft
rotation.

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INTAKE SYSTEM:
The intake system takes the air to mix with petrol and inhales the mixture
into the cylinder, in the case of petrol engines. In diesel engines air alone
is drawn in to the cylinder.
There are two different kinds of air-intake systems with the diesel engine
as well as with the gasoline-engine:
Naturally aspirated engine: The fresh charge is taken in, immediately
from the outside of the naturally aspirated engine and the exhaust fumes
are removed against the outside condition.
Turbocharging engine: The fresh charge is compressed before it is
taken in to intensify the quantity of charge and thus the power and the
torque.
In intake system, many modifications have taken place to increase the
volumetric efficiency. The volumetric efficiency is used for indicating the
intake ability of the mixture.

Turbo Charger
The purpose of Turbo charging is to achieve an increased performance
and torque of the combustion engine without increasing the size of the
Engine.
The exhaust driven turbine (exhaust turbine) is mounted on a
common shaft with the intake air compression turbine (intake turbine
or Compressor). So as the exhaust turbine rotates, the power is
transmitted through the shaft to the intake turbine which also
therefore rotates.

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When the vehicle is being driven, exhaust gases are expelled from the
cylinders into a casing at great speed. The exhaust driven turbine is
positioned at the top of this casing to take advantage of this force and to
provide a very fast response time. This turbine can reach speeds of up to
230,000 rpm.
The rotation of the intake turbine draws in air and compresses it
between the vanes of an impeller. It is then thrown by centrifugal force
in to a casing which directs the air to the intercooler, from which it
enters the intake manifold.

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WASTE GATE TURBOCHARGER:

This is a valve in the exhaust-gas tract in front of the turbine blade.

The compressor of the turbocharger is driven by exhaust gasses that
are directed through a turbine. To slow the compressor speed the
exhaust gasses are redirected from the turbine through a port in the
exhaust known as a waste gate.
The waste gate is controlled by a pressure activated piston. When
the intake reaches the desired pressure the piston opens the waste
gate and slows the compressor. This in turn lowers the intake
pressure. To raise turbo boost levels beyond the waste gates preset
level we need a way to not let the waste gate actuator see the actual
boost pressure. In the air supply line from the intake manifold to the
waste gate actuator a bleed valve is installed.
VARIABLE TURBINE GEOMETRY (VGT)
Variable Turbine Geometry technology is
commonly used in turbo diesel engines in
recent years. It is primarily used to reduce
turbo lag at low engine speed, but it is also
used to introduce EGR (Exhaust Gas
Recirulation) to reduce emission in diesel
engines. Here, we concentrate on the
former advantage.
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Ordinary turbochargers cannot escape from turbo lag because at low

engine rpm the exhaust gas flow is not strong enough to push the
turbine quickly. This problem is especially serious to modern diesel
engines, because they tend to use big turbo to compensate for their
lack of efficiency.
A Variable Geometry Turbocharger is capable to alter the direction of
exhaust flow to optimize turbine response. It incorporates many
movable vanes in the turbine housing to guide the exhaust flow
towards the turbine. An actuator can adjust the angle of these vanes,
in turn vary the angle of exhaust flow.
At low rpm :
The vanes are partially closed, reducing the area hence accelerating
the exhaust gas towards the turbine. Moreover, the exhaust flow hits
the turbine blades at right angle. Both makes the turbine spins faster.

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