History of IC engines
1680 - Christian Huygens, Dutch physicist designed (but
never built) an internal combustion engine that was to be fueled
with gunpowder.
1807 - Francois Isaac de Rivaz of Switzerland invented an
internal combustion engine that used a mixture of hydrogen and
oxygen for fuel. Rivaz designed a car for his engine - the first
internal combustion powered automobile though a unsuccessful
design.
de Rivaz's Trial Vehicle
1824 - Samuel Brown,
English engineer adapted an old
Newcomen steam engine to burn gas, and he used it to briefly
power a vehicle up Shooter's Hill in London.
1858 - Jean Josephtienne Lenoir (Belgian engineer)
invented and patented (1860) a double-acting, electric sparkignition internal combustion engine fueled by coal gas. In 1863,
he attached an improved engine (using petroleum and a primitive
carburetor) to a three-wheeled wagon that managed to complete
an historic fifty-mile road trip.
1862 - Alphonse Beau de Rochas, a French civil engineer,
patented but did not build a four-stroke engine (French patent
#52,593).
1864 - Siegfried Marcus, Austrian engineer, built a onecylinder engine with a crude carburetor, and attached his engine
to a cart for a rocky 500-foot drive. Several years later, Marcus
designed a vehicle that briefly ran at 10 mph.
1873 - George Brayton, an American engineer, developed an
unsuccessful two-stroke kerosene engine, which however was
considered the first safe and practical oil engine.
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1866 - Eugen Langen and Nikolaus August Otto, German
engineers, improved on Lenoir's and de Rochas' designs and
invented a more efficient gas engine (h = 11%, 90 RPM max).
1876 - Nikolaus August Otto invented and later patented a
successful four-stroke engine, known as the "Otto cycle (h = 14%,
160 RPM max.).
1876 - Sir Dougald Clerk
invented the first successful two-
stroke engine.
1883 - Edouard Delamare-Debouteville, French engineer, built
a single-cylinder four-stroke engine that ran on stove gas. It is not
certain if he did indeed build a car.
1885 - Gottlieb Daimler invented what is recognized as the
prototype of the modern gas engine - with a vertical cylinder, and
with gasoline injected through a carburetor (patented in 1887).
Daimler first built a two-wheeled vehicle the "Reitwagen" (Riding
Carriage) with this engine and a year later built the world's first3
four-wheeled motor vehicle.
1886 - Karl Benz received the first patent (DRP No. 37435) for a gasfueled car.
1889 - Gottlieb Daimler built an improved four-stroke engine with
mushroom-shaped valves and two V-slant cylinders.
1890 - Wilhelm Maybach built the first four-cylinder, four-stroke
engine.
1892 Rudolf Diesel four stroke compression ignition engine
1957 - Wenkel rotary engine
The internal combustion (IC) engine is a heat engine that converts chemical
energy of a fuel into mechanical energy, usually on a rotating output shaft.
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Christiaan Huygens
Nikolaus Otto
Jean Joseph tienne Lenoir
Karl Benz
Alphonse Eugne Beau de Rochas
Gottlieb Daimler
Siegfried Marcus 1831-1898, First Marcus Car of 1870
Rudolf Christian Karl Diesel
Historical the Charter Engine 1893
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Atmospheric Engine
1-2: Fuel air mixture introduced into cylinder at atmospheric pressure
2-3: Constant pressure combustion (cylinder open to atmosphere)
3-4: Constant volume cooling (produces vacuum)
4-5: Isentropic compression (vacuum pulls piston)
5-1: Exhaust process
VALVE
Patm
Po
2
1
P
4
V
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Two-stroke Lenoir Engine
1-2: Fuel air mixture introduced into cylinder at atmospheric pressure
2-3: At half-stroke inlet valve closed and combustion initiated constant volume due to heavy
piston producing high pressure products
3-4: Products expand producing work
4-5: At the end of the first stroke exhaust valve opens and blowdown occurs
5-1: Exhaust stroke
4
Po
5
V
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Two-stroke Otto-Langen Engine
1-2: Fuel air mixture introduced into cylinder at atmospheric pressure
2-3: Early in the stroke inlet valve closed and combustion initiated constant volume due to
heavy piston producing high pressure products
3-4: Products expand accelerating a free piston momentum generates a vacuum in the tube
4-5: Atmospheric pressure pushes piston back, piston
rack engaged through clutch to
output shaft
5-1: Valve opens gas exhausted
Disengaged
output shaft
Engaged
output shaft
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Four stroke Spark Ignition (SI) Engine
Stroke 1: Fuel-air mixture introduced into cylinder through intake valve
Stroke 2: Fuel-air mixture compressed
Stroke 3: Combustion occurs and product gases expand doing work
Stroke 4: Product gases pushed out of the cylinder through the exhaust valve
FUEL
Ignition
I
R
Fuel/Air
Mixture
Intake
Stroke
Compression
Stroke
Combustion
Products
Power
Stroke
Exhaust
Stroke
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Engine Operating Cycle
Spark plug for SI engine
Fuel injector for CI engine
Valves
Top
Center
(TC)
Stroke
TC
0o
Bottom
Center
(BC)
Cylinder
wall
Piston
Crank shaft
270o
Clearance
volume
90o
180o
BC
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Spark-Ignition Engines
Actual and Ideal Cycles in Spark-Ignition
P
-V Diagram
P-V
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Pressure-Volume diagram -- 4-stroke SI engine
One power stroke for every two crank shaft revolutions
Pressure
Spark
Exhaust valve
opens
Exhaust
valve
closes
Intake valve
closes
1 atm
TC
BC
Cylinder volume
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The Air Standard Otto Cycle
The air standard Otto Cycle is an ideal
cycle that approximates a spark-ignition
internal combustion engine. It assumes
that
the
heat
addition
occurs
instantaneously while the piston is at
TDC.
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Process:
(1-2) Isentropic Compression
Compression from 1 => v2
BDC (=180)
TDC (=0)
(2-3) Constant Volume heat input: QH
While at TDC: umin
Ignition of fuel (chemical reaction takes place)
(3-4) Isentropic Expansion
Power is delivered at s = const.
(4-1) Isentropic Expansion
QL at umax=constant (BDC, =180)
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Four-Stroke SI Engine
Exhaust gas
residual
IVO - intake valve opens, IVC intake valve closes
EVO exhaust valve opens, EVC exhaust valve opens
Xb burned gas mole fraction
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Air cleaner
Carburetor
Camshaft
Rocker arm
Hydraulic adjuster
Intake valve
Cam sprocket
Exhaust valve
Intake valve
Piston
Connecting rod
Timing belt
Timing belt
tensor
Crankshaft
Oil pump
Crank sprocket
Oil pickup
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Poppet Valve Actuation with Overhead Camshaft
Camshaft
Spring
Spark
plug
Guide
Stem
Air manifold
Valve head
Valve seat
Piston
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Two Stroke Spark Ignition Engine
Stroke 1: Fuel-air mixture is introduced into the cylinder and is then
compressed, combustion initiated at the end of the stroke
Stroke 2: Combustion products expand doing work and then
exhausted
Power delivered to the crankshaft on every revolution
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Two Stroke Spark Ignition Engine
Exhaust
port
Fuel-air-oil
mixture
compressed
Check
valve
Crank
shaft
Expansion
Exhaust
Intake
Fuel-air-oil
mixture
Compression
Ignition
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Advantages of the two stroke engine:
There is one power stroke per crank shaft revolution therefore Power to
weight ratio is higher than for the four stroke engine since
Simple valve design
Used for small engine applications: marine outboard engines, motorcycles etc.
Disadvantages of the two-stroke engine:
Burns oil mixed in with the fuel
Incomplete scavenging
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NUMBER OF CYLINDERS
Single-cylinder engine gives one power stroke per crank revolution (2
stroke) or two revolutions (4 stroke). The torque pulses are widely spaced,
and engine vibration and smoothness are significant problems. It is used in
small engine applications where engine size is more important
Multi-cylinder engines spread out the displacement volume amongst
multiple smaller cylinders. Increased frequency of power strokes produces
smoother torque characteristics. Engine balance (inertia forces associated
with accelerating and decelerating piston) better than single cylinder.
Most common cylinder arrangements are:
In-line 4-cylinder
In-line 6-cylinder
V-6 and V-8
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Power Regulation or Throttling
An IC engine is basically an air engine, the more air you get into the cylinder, the more
fuel you can burn, the more power you get out.
The initial pressure in the cylinder is roughly equal to the pressure in the intake
manifold.
Pressure in the intake manifold is varied by opening and closing the throttle plate to
change the pressure drop.
Maximum air flow (and power) achieved at wide-open-throttle (WOT) minimum at
idle
Patm
Pint < Patm
Fuel
Idle
Intake manifold
WOT
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Premixed combustion- Fuel-Air Mixing
In spark ignition engines the air and fuel are usually mixed prior to
entry into the cylinder.
The ratio of mass flow of air to the mass flow of fuel must be roughly
constant at about 15 for proper combustion.
A mechanical device known as a carburetor was used to mix the fuel
and the air in engines 40-50 years ago.
Most modern cars use electronic fuel-injection systems
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Carburetor
Air Flow
Venturi
Fuel
Throttle
Mixture to manifold
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Fuel Injection System
Air intake
manifold
Throttle
Fuel tank
During start-up the components are cold so fuel evaporation is very slow, therefore
additional fuel is added through a second injecting valve
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Diesel Fuel Injection System
In diesel engines fuel is sprayed directly into the cylinders; power is varied by
metering the amount of fuel added (no throttle)
Diesel fuel injection systems operate at high-pressure, e.g., 100 MPa
Fuel pressure must be greater than the compression pressure
Fuel jet speed must be very high to atomize droplets down to small sizes for rapid evaporation
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Direct Injection Engine
Hybrid engines combining the best features of SI and CI engines:
9 Operate at compression ratio (12-15) by injecting fuel directly into engine during
compression (avoiding knock associated with SI engines with premixed charge)
9 Ignite the fuel as it mixes (avoid fuel-quality requirement of diesel fuel)
9 Control engine power by fuel added (no throttling!)
Piston design includes bowl with high swirl
to achieve rapid fuel-air mixing
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Direct-Injection Stratified-Charge Engines
Easily ignitable fuel-air mixture at the spark plug and a leaner fuel-air
mixture in the rest of the cylinder.
Lean combustion results in lower emissions.
Example of a torch or jet ignition engine
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Supercharger and Turbocharger
Supercharger and Turbocharger devices are used to increase the power of an IC
engine by raising the intake pressure and in this way allowing more fuel to be burned
per cycle.
Knock (autoignition) phenomenon limits the amount of precompression.
Superchargers are compressors that are mechanically driven by the engine crankshaft
and thus represent a parasitic load.
Pint > Patm
Patm
Compressor
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Turbochargers couple a compressor with a turbine driven by the exhaust gas. The
compressor pressure is proportional to the engine speed.
Compressor raises the gas temperature -- aftercoolers are used after the compressor
to drop the temperature and thus increase the air density.
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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 large (about 10.000rev/min). It takes time for turbine to get up to speed so
when the throttle is opened suddenly, which causes a delay in achieving peak
power - Turbo lag
Exhaust
Flow
Intake
AIR
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1885 -1896 Gottlieb Daimler and Rudolf Diesel experiment with
precompressing 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
First production application of turbochargers in passenger cars the Chevrolet Monza Corvair and the Oldsmobile Jetfire
1962
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Types of Boosting Systems
Mechanical Supercharger
Exhaust Gas - Turbocharger
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.
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Turbochargers
Majority of turbochargers consist of a centrifugal compressor and centripetal
turbine mounted on a common shaft
Turbine
Compressor
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Turbochargers Thermodynamic Analysis
~30-40% of the fuel energy is released as exhaust gas energy
Area bounded by points 4-1-5 is the theoretical energy available sometimes referred to as blowdown losses
Ideal cycle pressure-volume diagram for a naturally aspirated engine
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Turbochargers Thermodynamic Analysis
Schematic of engine with large exhaust
volume (left) and minimal volume (right)
Ideal cycle pressure-volume diagram for
a turbocharged engine
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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
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Turbochargers - Thermodynamic Analysis
Pulse turbocharger for multi-cylinder engine
Pulse turbochargers need to have the exhaust piping segregated so
that exhaust events dont interfere with one another
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Turbochargers Compressor
Consists of three elements: Compressor wheel, Diffuser, Housing.
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Turbochargers Turbine
Turbines consist of turbine wheel and housing
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Turbochargers Intercooler
Intercooler
Turbocharger
Temperatures after the compressor can reach 180 C.
Cooling the air can offer a significant performance increase.
Simultaneous improvement in output, fuel economy, and emissions
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