Internal Combustion Engine-II

The principle of the stratified charge engine is to deliver a mixture

that is sufficiently rich for combustion in the immediate vicinity of
the spark plug

In the remainder of the cylinder, a very lean mixture that is so low

in fuel that it could not be used in a traditional engine.

On an engine with stratified charge, the delivered power is no

longer controlled by the quantity of admitted air, but by the
quantity of petrol injected, as with a diesel engine.
 Stratified Charge Engine

During intake stroke air enters the cylinder

Near the end of the compression stroke fuel is injected and directed
by the piston head bowl towards the spark plug

The mixture at the spark plug is “rich” in fuel thus easy to ignite but
the amount of fuel injected results in an overall “lean” fuel-air
mixture

Lowers heat transfer to the walls but increases thermal cyclic load
on the spark plug, and standard catalytic converter doesn’t work
Mitsubishi Two-Stage Ignition GDI Engine
 Two-Chamber Torch or Jet Ignition Engine

Rich
intake

Lean
intake
 Homogeneous Charge Compression Ignition (HCCI)

• Premixed lean fuel-air mixture is created in the cylinder like a SI engine

but ignition occurs spontaneously at the end of compression like a
Diesel engine

• Get the efficiency of a Diesel with low temperature, flameless release of

energy throughout the cylinder  no need for expensive low-NOx emission
After-treatment

• Can use multiple fuel types: gasoline, diesel, ethanol, etc.

• Fuel-air mixture is preheated by either heating the air or mixing with

combustion products from previous cycle

Challenge: control the ignition timing for different load and engine speeds,
need spark ignition for cold start up
 Homogeneous Charge Compression Ignition (HCCI)

• GM demonstrated the first HCCI engine in a 2007 Saturn Aura

• Vehicle gets 15% better fuel economy compared to port injected engine
while meeting current emission standards

• Engine uses direct injection, variable valve timing and lift

 Supercharger and Turbocharger
These devices are used to increase the power of an IC engine by
raising the intake pressure and thus allowing more fuel to be burned
per cycle.

Allows the use of a 4 cyl instead of 6 cyl engines  cost effective

Superchargers are compressors that are mechanically driven by the

engine crankshaft and thus represents a parasitic load.
Compressor
Pint > Patm

Patm

Win
Supercharging:
Net increase in power

Little effect on the brake thermal efficiency

Demand of more fuel supply in proportion to

the increase in air charge

Supercharged engine is not always preferred

Grater mechanical complexity

Supercharged engine is preferred in

Aircraft engines at high altitudes: Reduced atmospheric pressure

Two stroke CI engines : Better scavenging

CI engines for automobiles: To achieve high thermal efficiency

Schematic diagram of supercharged engine.
The pumping loop of a supercharged engine is positive instead of
negative.
net indicated power (i.p), the power represented by pumping loop is
to be added:
i.p=area 12341 + area 015a60
Two types of superchargers are in use: the positive displacement type
(Roots blower) and the centrifugal type

Positive Displacement Compressors

Positive displacement compressors: piston, Roots, and screw

Most common is the Roots compressor – pushes air forward without

pressurizing it internally.

Pressurization occurs in the manifold when the air flow rate supplied
is larger than that ingested by the cylinders.

Produces constant flow rate independent of boost pressure

Roots blowers may be classified as: (1) straight double lobe; (2) straight
triple lobe; and (3) helix triple lobe (twisted 60%).

The helix triple-lobe type runs more quietly than the others and is
generally recommended, especially for diesel engines operating under
high torque at various speed conditions.

Because of its high capacity and small weight and size, the centrifugal
type is best suited for applications in which power and volumetric
efficiency improvement are required at high engine speed, e.g., with
aircraft engines.

A centrifugal blower will also survive a backfire more readily than a

Roots blower in SI applications.
 Dynamic Compressors

Dynamic compressor has a rotating element that adds tangential

velocity to the flow which is converted to pressure in a diffuser.

Most common is the radial (or centrifugal) type

Produces a constant boost pressure independent of the mass flow rate

 Turbocharging the I.C. Engine

• History
– 1885 and 1896, Gottlieb Daimler and Rudolf Diesel
experiment with pre-compressing intake air
– 1925 Swiss engineer Albert Buchi develops first
exhaust gas turbocharger which increases power
output by 40%
– 1938 first commercial Diesel truck application by
“Swiss Machine Works Sauer”
– 1962 first production application of turbochargers in
passenger cars - the Chevrolet Monza Corvair and
the Oldsmobile Jetfire
Power is basically a function of three things:
1. Air density -> boosting
2. Swept volume
3. Engine speed
 Mechanical – Supercharger

Main problem with supercharging is the parasitic loss of having to

drive the compressor from the engine output shaft. This loss can be
up to 15% of engine output.
Turbochargers couple a compressor with a turbine driven by the exhaust
gas. The compressor pressure is proportional to the engine speed

Compressor also raises the gas temperature, so after-coolers are used

after the compressor to drop the temperature and thus increase the air
density.
Exhaust Gas - Turbocharger
• ~30-40% of the fuel
energy is released as
exhaust gas energy
• Area bounded by
points 415 is the
theoretical energy
available. This is
sometimes referred to
as blowdown losses
Turbochargers - Thermodynamic Analysis
Constant Pressure and Pulse
Turbochargers
Constant Pressure
Turbocharger
• Lower backpressure at higher
speeds
• Primarily marine and industrial
engines
Pulse Turbocharger
• More efficient use of exhaust
energy
• Better torque at low engine
speeds
The main types of turbocharging methods are
a. Constant pressure

The exhaust from various cylinders, discharge into a common

manifold at pressures higher than atmospheric pressure and
maintained at constant pressure during the whole cycle so that a
pure reaction turbine can be used.

This objective dictates a large exhaust manifold to absorb pressure

fluctuations and therefore the kinetic energy in the exhaust blow
down is dissipated
b) Pulse (or Buchi):

In this system the objectives is to use the kinetic

energy in the blow down process to drive the turbine,
ideally, without increase in exhaust pressure.

To accomplish this objective the exhaust lines must

be small, and grouped to receive the exhaust from
cylinders which are blowing down at different times.

The turbine has separate inlets and nozzle segments

for each exhaust pipe.
 c) Pulse converter:

Pulse converter allows converting the K.E. in the blow

down process into a pressure rise at the turbine by
means of one or more diffusers. Ideally, the advantages
of both the pulse system and the constant – pressure
system are gained.
The peak pressure in the exhaust system is only slightly greater than
atmospheric – small DP across turbine

In order to produce enough power to run compressor the turbine speed

must be very fast (100k-200k rev/min) – long term reliability an issue

Takes time for turbine to spool up to speed, so when the throttle is opened
suddenly there is a delay in achieving peak power - Turbo lag

EXHAUST
FLOW

INTAKE
AIR
Waste gate valve used to bypass exhaust gas flow from the turbine

It is used as a full-load boost limiter and in new engines used to control the
boost level by controlling the amount of bypass using proportional control to
improve drivability

Engine

WASTE GATE
Proportional
valve

Exhaust AIR
Patm Patm
Turbine Compressor
 Turbo Lag Reduction: Twin Turbo

Two turbochargers:
• Smaller turbo for low rpm low load and a larger one for high load
• Smaller turbo gets up to speed faster so reduction in turbo lag

Supercharger/turbo:
• Supercharger used at low speed to eliminate turbo lag
• At higher rpm turbo charger used exclusively to eliminate parasitic load

2006 Volkswagen Golf GT 1.4 L GDI uses twin turbo:

0-2400 rpm roots blower
>3500 rpm turbo charger
BMW 2.0L I4 turbo diesel surpasses 100 hp/L (75 kW/L)
 Turbo Lag Reduction: Variable Geometry Turbo (VGT)
Variable guide vanes direct the flow of exhaust gas from the engine in
exactly the direction required on to the turbine wheel of the turbocharger.

Good response and high torque at low engine speeds as well as superior
output and high performance at high engine speeds

VGT used on diesel engines with exhaust temps (700-800 C) not

normally used in SI engine due to high exhaust temp (950 C)

Guide vane

2006 Porche 911 Variable Turbine Geometry uses temperature-

resistant materials
Low rpm:
Vanes are partially closed accelerating the exhaust
gas flow. The exhaust flow hits the turbine blades at
right angle. Both make the turbine spin faster

High rpm:
The vanes are fully opened to take advantage of the
high exhaust flow. This also releases the exhaust
pressure in the turbocharger, saving the need for
waste gate.
Variable Geometry Turbo
 Valve Timing

The ratio of cam to crank sprocket is 2:1

For every two revolutions of

Crankshaft, the Camshaft turns once.

Chain driven

Belt driven

Gear driven
 Lubrication
In the engine, dippers on the connecting-rod bearing caps enter
the oil pan with each crankshaft revolution to produce the oil
splash.
A passage is drilled in each connecting rod from the dipper to the
bearing to ensure lubrication.(used only on 4-stroke small engines
The splash system is no longer used in automotive
engines.

It is widely used in small four-cycle engines for lawn

mowers, outboard marine operation etc

This system is too uncertain for automotive

applications.

One reason is that the level of oil in the crankcase will

vary greatly the amount of lubrication received by the
engine.

A high level results in excess lubrication and oil

consumption and a slightly low level results in
inadequate lubrication and failure of the engine.
In a combination splash and force feed , oil is delivered to
some parts by means of splashing and other parts through
oil passages under pressure from the oil pump.

The oil from the pump enters the oil galleries.

From the oil galleries, it flows to the main bearings and

camshaft bearings.
The main bearings have oil-feed holes or grooves that
feed oil into drilled passages in the crankshaft.

The oil flows through these passages to the

connecting rod bearings.

From there, on some engines, it flows through holes

drilled in the connecting rods to the piston-pin
bearings.

Cylinder walls are lubricated by splashing oil thrown

off from the connecting-rod bearings.
Some engines use small troughs under each
connecting rod that are kept full by small nozzles
which deliver oil under pressure from the oil pump.

These oil nozzles deliver an increasingly heavy

stream as speed increases.
At very high speeds these oil streams are powerful
enough to strike the dippers directly.

This causes a much heavier splash so that adequate

lubrication of the pistons and the connecting-rod
bearings is provided at higher speeds.

If a combination system is used on an overhead valve

engine, the upper valve train is lubricated by pressure
from the pump.
A somewhat more complete pressurization of lubrication is achieved in
the force-feed lubrication system .

Oil is forced by the oil pump from the crankcase to the main bearings
and the camshaft bearings.

Unlike the combination system the connecting-rod bearings are also fed
oil under pressure from the pump.
Oil passages are drilled in the crankshaft to lead oil to the
connecting-rod bearings.

The passages deliver oil from the main bearing journals to the rod
bearing journals. In some engines, these opening are holes that line
up once for every crankshaft revolution.

In other engines, there are annular grooves in the main bearings

through which oil can feed constantly into the hole in the
crankshaft.

The pressurized oil that lubricates the connecting-rod bearings

goes on to lubricate the pistons and walls by squirting out through
strategically drilled holes.

This lubrication system is used in virtually all engines that are

equipped with semifloating piston pins.
Full Force Feed: In a full force-feed lubrication system , the main bearings,
rod bearings, camshaft bearings, and the complete valve mechanism are
lubricated by oil under pressure.

In addition, the full force-feed lubrication system provides lubrication

under pressure to the pistons and the piston pins.

This is accomplished by holes drilled the length of the connecting rod,

creating an oil passage from the connecting rod bearing to the piston pin
bearing.

This passage not only feeds the piston pin bearings but also provides
lubrication for the pistons and cylinder walls. This system is used in
virtually all engines that are equipped with full-floating piston pins.
 Cooling
Air cooled
Fins are used to dissipate heat

Liquid cooled
Coolant is used to dissipate heat.
Air cooled system is generally used in small engines say up to 15-
20 Kw and in aero plane engines.

In this system fins or extended surfaces are provided on the

cylinder walls, cylinder head, etc.

Heat generated due to combustion in the engine cylinder will be

conducted to the fins and when the air flows over the fins, heat will
be dissipated to air.

The amount of heat dissipated to air depends upon : (a) Amount of

air flowing through the fins.

(b) Fin surface area, Thermal conductivity of metal used for fins.
Advantages of Air Cooled System

(a) Radiator/pump is absent hence the system is light.

(b) In case of water cooling system there are leakages, but

in this case there are no leakages.

(c) Coolant and antifreeze solutions are not required.

(d) This system can be used in cold climates, where if water

is used it may freeze.

Disadvantages of Air Cooled System

(a) Comparatively it is less efficient.

(b) It is used only in aero planes and motorcycle engines
where the engines are exposed to air directly
 Water Cooling System

Water Cooling System: In this method, cooling water

jackets are provided around the cylinder, cylinder head,
valve seats etc.

The water when circulated through the jackets, it absorbs

heat of combustion.

This hot water will then be cooling in the radiator partially

by a fan and partially by the flow developed by the
forward motion of the vehicle.

The cooled water is again recirculated through the water

jackets
Types of Water Cooling System

There are two types of water cooling system :

Thermo Siphon System

In this system the circulation of water is due to

difference in temperature (i.e. difference in densities)
of water. So in this system pump is not required but
water is circulated because of density difference only.
Pump Circulation System In this system circulation of water is
obtained by a pump. This pump is driven by means of engine
output shaft through V-belts.
 THE WANKEL ROTARY ENGINE

4 stroke engine (intake,

compression, combustion,
exhaust)

Rotor on eccentric shaft.

Design to Minimize Volume
while Maximizing
Compression ratio.

Reuleaux Rotor – Triangular

shaped with equaled width.
Much simpler comparing to
its piston counterpart.

Power to weight ratio is

superior than piston engines

Smooth power flow

No Seizure at high
temperature.

Higher operating speeds,

ease of balancing, and
absence of vibration are a few
of the benefits
Sealing, leaks from the apex seals
greatly reduces efficiency of the
engine.

High Operating Temperature, the

housing operates at steady state
with constant heating in each
chamber.

Low fuel efficiency and shorter

engine life due to damaged seals.
The stationary housing encloses a moving triangular rotor
that rotates with its apexes in constant contact with the
housing inner surface.

Air and combustion gases are transported in the spaces

between the
rotor and the housing.

The rotor rides on an eccentric that is an integral part of a

shaft
As the shaft and rotor turn, the intake port is covered,
trapping a fixed mass of air and fuel (assuming no
leakage).
As the rotor continues to turn, the captured
(crosshatched) volume contained between the rotor and
housing decreases, compressing the air-fuel mixture
When it reaches the minor diameter, the active mixture
volume is a minimum corresponding to the volume at top
center in the reciprocating engine.
One or more spark plugs, as indicated at the top of each
housing, initiate combustion, causing rapid rises in
pressure and temperature. The hot, high-pressure
combustion gas transmits a force to the eccentric through
the rotor.
As the rotation proceeds, the expanding gases drive the
rotor until the exhaust port is exposed, releasing them.
The exhaust process continues as the intake port opens
to begin a new cycle