Name RHIZHAIL D.

CABALSE Date Performed

PHYSICAL STUDY OF FOUR-STROKE CYCLE DIESEL ENGINE

I. OBJECTIVES

1. Discuss the four strokes of a four stroke diesel internal combustion engine.
2. Identify the parts of a four-stroke cycle diesel engine.
3. Enumerate the function of the different parts of the engine.
4. Discuss the principles of operation of the internal combustion engine.
5. Discuss the principles and formulas in determining the power of the engine.

II. THEORY

1. Principle of operation of the internal combustion engine.

The internal combustion engine is an engine in which the combustion of a fuel (normally a fossil fuel) occurs
with an oxidizer (usually air) in a combustion that is an integral part of the working fluid flow circuit. In an internal
combustion engine (ICE) the expansion of the high-temperature and high-pressure gases produced by combustion
apply direct force to some component of the engine. The force is applied typically to pistons, turbine blades, or
a nozzle. This force moves the component over a distance, transforming chemical energy into useful
mechanical energy.

In the true diesel engine, only air is initially introduced into the combustion chamber. The air is then
compressed with a compression ratio typically between 15:1 and 22:1 resulting in 40-bar (4.0 MPa; 580 psi) pressure
compared to 8 to 14 bars (0.80 to 1.4 MPa; 120 to 200 psi) in the petrol engine. This high compression heats the air
to 550 °C (1,022 °F). At about the top of the compression stroke, fuel is injected directly into the compressed air in
the combustion chamber. This may be into a (typically toroid) void in the top of the piston or a pre-
chamber depending upon the design of the engine. The fuel injector ensures that the fuel is broken down into small
droplets, and that the fuel is distributed evenly. The heat of the compressed air vaporizes fuel from the surface of the
droplets. The vapour is then ignited by the heat from the compressed air in the combustion chamber, the droplets
continue to vaporise from their surfaces and burn, getting smaller, until all the fuel in the droplets has been burnt. The
start of vaporisation causes a delay period during ignition and the characteristic diesel knocking sound as the vapour
reaches ignition temperature and causes an abrupt increase in pressure above the piston. The rapid expansion of
combustion gases then drives the piston downward, supplying power to the crankshaft. [24]
As well as the high level of compression allowing combustion to take place without a separate ignition system, a
high compression ratio greatly increases the engine's efficiency. Increasing the compression ratio in a spark-ignition
engine where fuel and air are mixed before entry to the cylinder is limited by the need to prevent damaging  pre-
ignition. Since only air is compressed in a diesel engine, and fuel is not introduced into the cylinder until shortly
before top dead centre (TDC), premature detonation is not an issue and compression ratios are much higher.
 Diesel engines and HCCI (Homogeneous charge compression ignition) engines, rely solely on heat and
pressure created by the engine in its compression process for ignition. The compression level that occurs is usually
twice or more than a gasoline engine. Diesel engines take in air only, and shortly before peak compression, spray a
small quantity of diesel fuel into the cylinder via a fuel injector that allows the fuel to instantly ignite. HCCI type
engines take in both air and fuel, but continue to rely on an unaided auto-combustion process, due to higher pressures
and heat. This is also why diesel and HCCI engines are more susceptible to cold-starting issues, although they run
just as well in cold weather once started. Light duty diesel engines with indirect injection in automobiles and light
trucks employ glow plugs that pre-heat the combustion chamber just before starting to reduce no-start conditions in
cold weather. Most diesels also have a battery and charging system; nevertheless, this system is secondary and is
added by manufacturers as a luxury for the ease of starting, turning fuel on and off (which can also be done via a
switch or mechanical apparatus), and for running auxiliary electrical components and accessories. Most new engines
rely on electrical and electronic engine control units (ECU) that also adjust the combustion process to increase
efficiency and reduce emissions.

As their name implies, four-stroke internal combustion engines have four basic steps that repeat with every
two revolutions of the engine:

(1) Intake/suction stroke (2) Compression stroke (3) Power/expansion stroke and (4) Exhaust stroke

1. Intake stroke: The first stroke of the internal combustion engine is also known as the suction stroke because the
piston moves to the maximum volume position (downward direction in the cylinder) creating a vacuum (negative
pressure). The inlet valve opens as a result of the cam lobe pressing down on the valve stem, and the vaporized fuel
mixture is sucked into the combustion chamber. The inlet valve closes at the end of this stroke.

2. Compression stroke: In this stroke, both valves are closed and the piston starts its movement to the minimum
volume position (upward direction in the cylinder) and compresses the fuel mixture. During the compression process,
pressure, temperature and the density of the fuel mixture increases.

3. A Power stroke: When the piston reaches a point just before top dead center, the fuel is injected to the combustion
chamber. The point at which the fuel ignites varies by engine; typically it is about 10 degrees before top dead center.
This expansion of gases caused by ignition of the fuel produces the power that is transmitted to the crank shaft
mechanism.

4. Exhaust stroke: In the end of the power stroke, the exhaust valve opens. During this stroke, the piston starts its
movement in the maximum volume position. The open exhaust valve allows the exhaust gases to escape the cylinder.
At the end of this stroke, the exhaust valve closes, the inlet valve opens, and the sequence repeats in the next cycle.
Four-stroke engines require two revolutions.

2. Functions of the different parts of the engine.

Cylinder Block - In the bore of cylinder the fresh charge of air-fuel mixture is ignited, compressed by piston and
expanded to give power to piston.

Cylinder Head -It carries inlet and valve. Fresh charge is admitted through inlet valve and burnt gases are exhausted
from exhaust valve. In case of engine, a spark plug and in case of diesel engine, a injector is also mounted on cylinder
head.

Piston -During suction stroke, it sucks the fresh charge of air-fuel mixture through inlet valve and compresses during
the compression stroke inside the cylinder. This way piston receives power from the expanding gases after ignition in
cylinder. Also forces the burnt exhaust gases out of the cylinder through exhaust valve.

Piston Rings -It prevents the compressed charge of fuel-air mixture from leaking to the other side of the piston. Oil
rings, is used for removing lubricating oil from the cylinder after lubrication. This ring prevents the excess oil to mix
with charge.

Connecting Rod -It changes the reciprocating motion of piston into rotary motion at crankshaft. This way connecting
rod transmits the power produced at piston to crankshaft.

Gudgeon Pin -Connects the piston with small end of connecting rod.

Crank Pin -hand over the power and motion to the crank shaft which come from piston through connecting rod.

Crank Shaft -Receives oscillating motion from connecting rod and gives a rotary motion to the main shaft. It also
drives the camshaft which actuate the valves of the engine.

Cam Shaft -It takes driving force from crankshaft through gear train or chain and operates the inlet  valve as well as
exhaust valve with the help of cam followers, push rod and rocker arms.

Inlet Valve & Exhaust Valve -Inlet valve allow the fresh charge of air-fuel mixture to enter the cylinder bore.
Exhaust valve permits the burnt gases to escape from the cylinder bore at proper timing.

Governor -It controls the speed of engine at a different load by regulating fuel supply in diesel engine.
In petrol engine, supplying the mixture of air-petrol and controlling the speed at various load condition.

Carburettor -It converts petrol in fine spray and mixes with air in proper ratio as per requirement of the engine.

Fuel Pump -This device supply the petrol to the carburettor sucking from the fuel tank.

 Fuel Injector -This device is used in diesel engine only and delivers fuel in fine spray under pressure.

Fan - The fan blows through the radiator to cool the engine.
The Valve Lifter - The valve lifters are made out of metal. One intakes the fuel and one lets it out. One of them is
big and one is not very big. They get burned a lot and the little one gets burned the most.

3. Power measurements of the engine.

The power of an engine may be measured or estimated at several points in the transmission of the power from
its generation to its application. A number of names are used for the power developed at various stages in this
process, but none is a clear indicator of either the measurement system or definition used. In the case of an
engine dynamometer, power is measured at the engine's flywheel. With a chassis dynamometer or rolling road, power
output is measured at the driving wheels. This accounts for the significant power loss through the drive train.

In general:

Nominal is derived from the size of the engine and the piston speed and is only accurate at a pressure
of 48 kPa (7 psi).
Indicated or gross horsepower (theoretical capability of the engine) [PLAN/ 33000] minus frictional
losses within the engine (bearing drag, rod and crankshaft windage losses, oil film drag, etc.), equals

Brake / net / crankshaft horsepower (power delivered directly to and measured at the engine's
crankshaft) minus frictional losses in the transmission (bearings, gears, oil drag, windage, etc.), equals

Shaft horsepower (power delivered to and measured at the output shaft of the transmission, when
present in the system) minus frictional losses in the universal joint/s, differential, wheel bearings, tire and
chain, (if present), equals

Effective, True (thp) or commonly referred to as wheel horsepower (whp)

Nominal horsepower

Nominal horsepower (nhp) is an early 19th-century rule of thumb used to estimate the power of steam
engines.

nhp = 7 x area of piston x equivalent piston speed/33,000

For paddle ships the piston speed was estimated as 129.7 x (stroke) 1/3.35

For the nominal horsepower to equal the actual power it would be necessary for the mean steam pressure in the
cylinder during the stroke to be 48 kPa (7 psi) and for the piston speed to be of the order of 54–75 m/min.

Indicated horsepower

Indicated horsepower (ihp) is the theoretical power of a reciprocating engine if it is completely frictionless in
converting the expanding gas energy (piston pressure × displacement) in the cylinders. It is calculated from the
pressures developed in the cylinders, measured by a device called an engine indicator – hence indicated horsepower.
 As the piston advances throughout its stroke, the pressure against the piston generally decreases, and the indicator
device usually generates a graph of pressure vs stroke within the working cylinder. From this graph the amount of
work performed during the piston stroke may be calculated. It was the figure normally used for steam engines in the
19th century but is misleading because the actual power output may only be 70% to 90% of the indicated horsepower.

Brake horsepower

Brake horsepower (bhp) is the measure of an engine's horsepower before the loss in power caused by the
gearbox, alternator, differential, water pump, and other auxiliary components such as power steering pump, muffled
exhaust system, etc. Brake refers to a device which was used to load an engine and hold it at a desired rotational
speed. During testing, the output torque and rotational speed were measured to determine the brake horsepower.
Horsepower was originally measured and calculated by use of the "indicator" (a James Watt invention of the late 18th
century), and later by means of a De Prony brake connected to the engine's output shaft.

More recently, an engine dynamometer is used instead of a De Prony brake. Although the output delivered to the
driving wheels is less than that obtainable at the engine's crankshaft, a chassis dynamometer gives an indication of an
engine's "real world" horsepower after losses in the drive train and gearbox.

Shaft horsepower

Shaft horsepower (shp) is the power delivered to the propeller shafts of a steamship (or one powered
by diesel engines or nuclear power), or an aircraft powered by a piston engine or a turbine engine, and the rotors of a
helicopter. This shaft horsepower can be measured with instruments, or estimated from the indicated horsepower and
a standard figure for the losses in the transmission (typical figures are around 10%). This measure is not commonly
used in the automobile industry, because in that context drive train losses can become significant

III. APPARATUS/MATERIALS

1. Bond Paper
2. Drawing Pen
3. Straight Edge
4. Diesel Engine

IV. SKETCH/DRAWING
1. Drawing of a four-stroke diesel engine.
2. Label of the parts of the engine.
V. OBSERVATIONS

In this activity, I observed that difference between a diesel engine and a gasoline engine even if they have the
same four-stroke engine. The four-stroke internal combustion engines have four basic steps that repeat with every two
revolutions of the engine: (1) Intake/suction stroke (2) Compression stroke (3) Power/expansion stroke and (4)
Exhaust stroke.
Most diesel engines use a four-stroke cycle: the piston’s first, downward stroke draws in air; the second,
upward stroke compresses it; the third, downward stroke, following combustion, delivers power; and the fourth,
upward stroke expels waste gases. At the end of a piston’s compression stroke, a fuel injector sprays fuel into the
combustion chamber. Air temperature inside the chamber at that point is about 540° C (about 1000° F). The fuel
ignites, causing a rapid expansion of hot air that forcefully pushes the piston downward. That downward power stroke
turns the crankshaft. A diesel engine burn less fuel than a petrol engine performing the same work, due to the engine's
higher temperature of combustion and greater expansion ratio. I also observed that the four-stroke diesel engine has
been used in the majority of heavy duty applications for many decades and chief among the reasons for it uses a
heavy fuel that contains more energy, requires less refinement, and is cheaper to make.

VI. CONCLUSION

Based on this activity, I was able to determine a four stroke gasoline internal combustion engine. I was able
to identify the parts of a four-stroke cycle gasoline engine. I was able to enumerate the function of the different parts
of the engine. I was able to distinguish the principles of operation of the internal combustion engine. I was able to
define the formulas in determining the power of the engine.
Diesel is also use in most industrial sectors overwhelmingly because it provides more power per unit of fuel
and its lower volatility makes it safer to handle. Modern diesel engines burn a petroleum product similar to kerosene,
jet fuel, and home heating oil. Diesel fuel is less expensive to produce than gasoline and safer to handle. Due to lower
volatility (tendency to vaporize) and a higher flash point (the temperature at which diesel fuel ignites), it is less likely
to catch fire during an accident. Therefore, it is very important to know the basic concept of a four-stroke diesel
internal combustion engine especially in mechanical engineering students.

VII. RECOMMENDATIONS

I recommend to use a diesel engine in industrial and commercial applications. It is also design to the needs
of small and medium-sized businesses apart from heavy usage in industries. It was also recommended to use diesel
engine in modern heavy road vehicles like trucks and buses, ships, long-distance trains, large-scale portable power
generators, and most farm and mining vehicles.