Class Test - I (2014-15) Model Answer: 02 Marks For Figure & 01 Marks For Efficiency)

Class Test –I (2014-15) Model Answer
Q.1.a) Dual cycle: ( 02 marks for figure & 01 marks for efficiency)
Process 1-2 : Isentropic compression

Process 2-3: Partial Heat addition at constant volume
Process 3-4 : Partial Heat addition at constant pressure
Process 4-5 : Isentropic expansion
Process 5-1: Heat rejection at constant volume
Q.1.b) In S.I. engine, the spark is timed to occur at a definite point just before the end of the
compression stroke. If the ignition starts, due to any other reason, when the piston is still doing
its compression stroke, it is known as pre – ignition . 1marks
Following factors are responsible for Pre – ignition

1) High compression ratio
2) Overheated spark plug
3) Incandescent carbon deposit in cylinder wall
4) Overheated exhaust valve
5) It may occur due to faulty timing of spark production ( Any two – 2 marks)
Q.1.c) (03 marks for explanation )

Supercharging: The power output of an engine depends upon the amount of air inducted in cylinder per
unit time, the degree of utilization of this air and the thermal efficiency of the engine. The amount of air
inducted per unit time can be increased by increasing the engine speed or by increasing the density of air
at intake. As engine speed increases, the inertia load, engine friction, bearing load increases. The method
of increasing the inlet air density is called as supercharging. It is usually employed to increase the power
output of the engine. The increase of the amount of air inducted per unit time by supercharging is
obtained mainly to burn greater amount of fuel in a given engine.
Supercharging increases the power output for a given weight and bulk of engine, compensate for loss of
power due to altitude and obtain more power from the existing engine
SIT Page 1
Q.1d) (P-V diagram-2mark,explation -2 marks)
Diesel cycle – pV Diagram
In this article it is shown an ideal Diesel cycle in which there is a lot of assumptions differs
from actual Diesel cycle. The main differences between the actual and ideal Diesel engine
appear in the figure. In reality, the ideal cycle does not occur and there are many losses
associated with each process. For an actual cycle, the shape of the pV diagram is similar to
the ideal, but the area (work) enclosed by the pV diagram is always less than the ideal
value. The ideal Diesel cycle is based on the following assumptions:
 Closed cycle: The largest difference between the two diagrams is the simplification
of the intake and exhaust strokes in the ideal cycle. In the exhaust stroke, heat Q out is
ejected to the environment (in a real engine, the gas leaves the engine and is
replaced by a new mixture of air and fuel).
 Isobaric heat addition. In real engines the heat addition is never isobaric.
 No heat transfer
o Compression – The gas is compressed adiabatically from state 1 to state 2.
In real engines, there are always some inefficiencies that reduce the thermal
efficiency.
o Expansion. The gas expands adiabatically from state 3 to state 4.
 Complete combustion of the mixture.
 No pumping work. Pumping work is the difference between the work done during
exhaust stroke and the work done during intake stroke. In real cycles, there is a
pressure difference between exhaust and inlet pressures.
 No blowdown loss. Blowdown loss is caused by the early opening of exhaust
valves. This results in a loss of work output during expansion stroke.
 No blow-by loss. The blow-by loss is caused by the leakage of compressed gases
through piston rings and other crevices.
SIT Page 2
 No frictional losses
Q.2 a) ( Air standard efficiency – 2 marks Max. Temp -2 marks)
After solving,
T3= 1120 K
Q,2b)
Diesel Cycle on P-V and T-S diagram (02 marks for explanation diagram-1 marks )
Processes :
1-2 : Isentropic compression
2-3 : Heat addition at constant pressure
3-3 Isentropic expansion
4-1 Heat rejection at constant volume
SIT Page 3
Diesel engine, also known as compression ignition (C.I.) engine is widely used in automobile
industries. Big vehicles such as truck, bus, locomotive engine etc. used diesel engine as the
power unit because of its higher torque and greater mileage than petrol engine.
Four-stroke diesel engine

SUCTION STROKE: In this Stroke the inlet valve opens and proportionate fuel-air mixture is
sucked in the engine cylinder. Thus the piston moves from top dead centre (T.D.C.) to bottom
dead centre (B.D.C.). The exhaust valve remains closed throughout the stroke
Compression stroke
After the piston passes BDC of the cylinder, it starts moving up. Both valves are closed and hence the
cylinder is sealed. The piston moves upward. This movement of piston compresses the air into a small
space between the piston and TDC of cylinder . The air is compressed into 1/22 (compression ratio: 22,
varies from engine to engine) or less of its original volume. Due to this compression a high pressure and
temperature is generated inside the cylinder. Both the inlet and exhaust valves do not open during any
part of this stroke. At the end of compression stroke the piston is at TDC the cylinder
Power stroke:At the end of the compression stroke when the piston is at TDC a pre metered quantity
of diesel is injected into the cylinder by the injector. The temperature inside the cylinder is very high
which is sufficient to ignite the fuel injected and this generates tremendous energy which is in the form of
high pressure which pushes down the piston. The connection rod carries this force to the crankshaft which
turns to move the vehicle. At the end of power stroke the piston reaches the BDC
Exhaust stroke:When the piston reaches the BDC after the power stroke, the exhaust valve opens.
The pressure of the burnt gases is higher than atmospheric pressure. This pressure difference allows burnt
gases to escape through the exhaust port and the piston move through the TDC. At the end of exhaust all
burn gases escape (theoretically) and exhaust valve is closed.
Q.2. c) (03marks for explanation diagram- 1marks )

Scavenging: At the end of expansion stroke the combustion chambers of a two stroke engine is left full
of products of combustion. This is because unlike four stroke engines, there is no exhaust stroke
available to clear the cylinder of burnt gases in two stroke engine the process of clearing the cylinder
after the expansion stroke is called scavenging process.
Uniform Scavenging:-
In this method,both the fresh charge and the burnt exhaust gases moves in the same upward direction in
the cylinder.The valve closes,as the piston moves upward during the compression stroke.Fresh charge is
supplied from the side of the cylinder.
SIT Page 4
Q.3 a)
SIT Page 5
Q.3 a)
840 X 103
MEAN EFFECTIVE PRESSURE = Pm = X 50
50
= 840 X 103N/m2
Pm L A N
Indicated Power = 60
for 4 stroke N=N/2
π
840 X 10 3 X 0.15 X X 0.102
= 4
60 X 2
Indicated Power (I.P.) = 4.94 X 10 3 J/min ----------- 2 Marks
Torque [T]=load on brake Wheel x Radius of Brake drum wheel

62.5 X 10−2
= 170 X
2
= 53.12 N-m ----------- 2 Marks
2π NT
Brake Power = 60
2 X π X 600 X 53.12
= 60
Brake Power (B.P.) = 3.337 X 103 J/min ----------- 2 Marks
SIT Page 6
Brake Power 3.337 X 103

Mechanical efficiency = Indicated Power = 4.94 X 103
Mechanical efficiency=67.55% ---------------------- 2 Marks
SIT Page 7

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Class Test –I (2014-15) Model Answer

Process 1-2 : Isentropic compression

Following factors are responsible for Pre – ignition

Q.1.c) (03 marks for explanation )

Q.1d) (P-V diagram-2mark,explation -2 marks)

Diesel cycle – pV Diagram

Q.2 a) ( Air standard efficiency – 2 marks Max. Temp -2 marks)

Four-stroke diesel engine

Q.2. c) (03marks for explanation diagram- 1marks )

Indicated Power (I.P.) = 4.94 X 10 3 J/min ----------- 2 Marks

Torque [T]=load on brake Wheel x Radius of Brake drum wheel

Brake Power 3.337 X 103

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