20120140504008 2

International Journal of Advanced Research in Engineering and Technology (IJARET), ISSN 0976 –

6480(Print), ISSN 0976 – 6499(Online) Volume 5, Issue 4, April (2014), pp. 68-87 © IAEME

68

ANALYSIS OF AN I.C. ENGINE USING WATER COOLING TECHNIQUE

1WHALEED KHALAF JABBAR,

2Dr. MOHAMMAD TARIQ

1Department of Machinery and Equipment, Technical Institute/ Amara, Misan, Iraq

2Department of Mechanical Engineering, SSET, Sam Higginbotton Institute of Agriculture,

Technology & Sciences, Deemed University, Allahabad-211007, U.P, India

ABSTRACT

The current scenario is focused on the cooling of an IC engine when it runs at high speed for

a long time. The many parameters are affected dif there would not be proper cooling of the engine.

The one of the most important parameter is the efficiency and power of the engine. In the present

paper, a non-intrusive thermometry method using full spectral analysis of cooling of an IC engine is

developed for the analysis the performance of two and four stroke engine. The investigation is

performed as a proof of concept, focusing on reliability and accuracy of the method. The

performance is based on the various input parameters like compression ratio, Maximum possible

temperature in the cylinder and speed of engine. The results have been drawn for two stroke and four

stroke diesel engine by developing software in C++ and followed by the graphs plotted in Origin 6.1.

The results have been shown Indicated power, Mechanical Efficiency, Mass of cooling required and

thermal efficiency.

1. INTRODUCTION

1.1 Petrol Engines In petrol engines the air-fuel ratio (AFR) is maintained at an approximately constant value of

14-16:1 by the carburetor or fuel injection system. The top temperature (T3) and the torque is

determined by the amount of air-fuel mixture admitted by the throttle. Hence petrol engines are

described as being quantity governed.

INTERNATIONAL JOURNAL OF ADVANCED RESEARCH IN ENGINEERING

AND TECHNOLOGY (IJARET)

ISSN 0976 - 6480 (Print) ISSN 0976 - 6499 (Online) Volume 5, Issue 4, April (2014), pp. 68-87 © IAEME: www.iaeme.com/ijaret.asp Journal Impact Factor (2014): 7.8273 (Calculated by GISI) www.jifactor.com

IJARET

© I A E M E

International Journal of Advanced Research in Engineering and Technology (IJARET), ISSN 0976

6480(Print), ISSN 0976 – 6499(Online) Volu

Figure 1: represents the pressure volume diagram of a petrol engine

In normal running - the flame front advances through the mixture at flame propagation speed

after a short delay from spark ignition.

In petrol engines air and fuel are pre

combustion process proceeds as a flame front across the combustion chamber. If the design and

mixture is correct then there are no problems but if rc > 9

Also, fuel will not ignite and burn except between air

fuel ratio of 14.7 to 1 is the chemically ideal ratio (stoichiometric ratio) and the carburettor or fuel

injection system attempts to provide this.

1.2 Diesel Engines In diesel engines varying amounts of fuel, in the form of very fine droplets, are injected into

approximately the same amount of air, irrespective of the engine’s speed, to control the top

temperature and the torque. The AFR therefore varies

described as being quality governed. Fuel burns (after a slight delay) on injection.

'true') diesel cycle is shown below in which the process 2

cycle.

Figure 2: represents the pressure volume diagram of a diesel engine

The bottom cycle concept is designed on a four

three cylinders taken as ignition cylinder, the

engine exhaust pipe is coupled with a Rankine steam cycle system which uses the high temperature

exhaust gas to generate steam; then, the steam is injected into steam expansion cylinder and expands

in the cylinder. In this way, the Otto cycle (or diesel cycle) of traditional IC engine and the steam

expansion cycle (open Rankine cycle) are coupled on IC engine. On this basis, the energy recovery

potential of this bottom cycle is studied by cycle processes ca

research results show that the recovery efficiency of exhaust gas energy is mainly limited by exhaust

gas temperature. The maximum bottom cycle power can reach 19.2 kW and IC engine thermal

efficiency can be improved by 6.3% at 6000 r/min. All those can prove this novel bottom cycle

International Journal of Advanced Research in Engineering and Technology (IJARET), ISSN 0976

6499(Online) Volume 5, Issue 4, April (2014), pp. 68-87 © IAEME

69

represents the pressure volume diagram of a petrol engine

the flame front advances through the mixture at flame propagation speed

spark ignition.

In petrol engines air and fuel are pre-mixed and ignited by an electric spark and the


mixture is correct then there are no problems but if rc > 9 the mixture tends to explode prematurely.

Also, fuel will not ignite and burn except between air-fuel ratios of between 10 and 20 to 1. An air


on system attempts to provide this.

amounts of fuel, in the form of very fine droplets, are injected into

amount of air, irrespective of the engine’s speed, to control the top

AFR therefore varies (typically 20-100:1), hence Diesel engines are

described as being quality governed. Fuel burns (after a slight delay) on injection.

'true') diesel cycle is shown below in which the process 2-3 is constant pressure heat transfer to the

represents the pressure volume diagram of a diesel engine

The bottom cycle concept is designed on a four-cylinder naturally aspirated IC engine: with

three cylinders taken as ignition cylinder, the last one is used for steam expansion cylinder; IC



cylinder. In this way, the Otto cycle (or diesel cycle) of traditional IC engine and the steam


potential of this bottom cycle is studied by cycle processes calculation and parameters analysis. The



by 6.3% at 6000 r/min. All those can prove this novel bottom cycle


© IAEME

represents the pressure volume diagram of a petrol engine

the flame front advances through the mixture at flame propagation speed

mixed and ignited by an electric spark and the


the mixture tends to explode prematurely.

fuel ratios of between 10 and 20 to 1. An air-


amounts of fuel, in the form of very fine droplets, are injected into

amount of air, irrespective of the engine’s speed, to control the top

100:1), hence Diesel engines are

described as being quality governed. Fuel burns (after a slight delay) on injection. The ideal (or

constant pressure heat transfer to the

represents the pressure volume diagram of a diesel engine

cylinder naturally aspirated IC engine: with

last one is used for steam expansion cylinder; IC



cylinder. In this way, the Otto cycle (or diesel cycle) of traditional IC engine and the steam


lculation and parameters analysis. The



by 6.3% at 6000 r/min. All those can prove this novel bottom cycle



70

concept has larger potential for energy saving and emission reduction on IC engine. Jianqin Fu, et al.

[20] have proposed an open steam power cycle used for IC engine exhaust gas energy recovery in

order to improve IC engine energy utilization efficiency. P. Raman and N.K. Ram [31], have studied

the performance of an internal combustion engine fueled with 100% producer gas was studied at

variable load conditions. The engine was coupled with a 75 kWe power generator. Producer gas

generated from a downdraft gasifier system was supplied to the engine. V. Pandiyarajan, et al. [21]

have evaluated and reported the performance parameters pertaining to the heat exchanger and the

storage tank such as amount of heat recovered, heat lost, charging rate, charging efficiency and

percentage energy saved. The exhaust gas from an internal combustion engine carries away about

30% of the heat of combustion. The energy available in the exit stream of many energy conversion

devices goes as waste, if not utilized properly. Zbyszko Kazimierski and Jerzy Wojewoda [23] have

presented an old idea of how to increase the internal combustion (IC) piston engine. Such an engine

has a 2-side action piston, which divides a single cylinder into two working parts. In these parts there

are two usual 4-stroke engines which constitute one double IC engine, equipped with a slider-crank

mechanism. The new engine may use bio-fuels as well. D. Descieux and M. Feidt [24] have

proposed a generic methodology to simulate the static response of an IC engine and show the

influence of several engine parameters on the power and efficiency. Moreover it puts in evidence the

existence of two optimal engine speeds one relative to maximum power and the second to maximum

efficiency. The thermodynamic performance of an air standard diesel engine with heat transfer and

friction term losses is analyzed. Z.G. Sun et al. [25] have presented Energetic efficiency evaluation

of the combined system of cold and heat, where primary energy rate (PER) and comparative primary

energy saving are used. A combined system intended to be an alternative to provide cold and heat for

buildings was set up. Comparison of energetic efficiency of the combined prototype system with

contemporary conventional separate systems of cold and heat shows that energy utilization efficient

is improved greatly, and there is a large potential for energy saving by the combined system of cold

and heat. G. De Nicolao et al. [27] have examined the benefits and limitations of black-box

approaches and compared. The problem considered here can be viewed as a realistic benchmark for

different estimation techniques. The volumetric efficiency (ηv) represents a measure of the

effectiveness of an air pumping system, and is one of the most commonly used parameters in the

characterization and control of four-stroke internal combustion engines.

2. ENGINE COOLING SYSTEM

2.1 Necessity for cooling In an internal combustion engine, the fuel is burned within the engine cylinder. During

combustion, high temperatures are reached within the cylinder, for example in a compression

ignition engine as high as 2000-25000C is reached. About one third of the heat energy liberated b the

burning fuel is converted into power. Another one third goes out through the exhaust pipe unused.

The remaining one third flows into the various components of the engine, namely, cylinder, cylinder

head, valves, spark plug (in SI engines), fuel injector (in CI engines) and pistons. This heat flow

takes place during combustion and expansion processes.

2.2 Optimum cooling To avoid overheating, and the consequent ill effects mentioned above, the heat transferred to

an engine component (after a certain level) must be removed as quickly as possible and be conveyed

to the atmosphere. It will be proper to say the cooling system as a temperature regulation system. It

should be remembered that abstraction of heat from the working medium by way of cooling the

engine components is a direct thermodynamic loss.



71

Figure 3: Cylinder with fins

2.3 Thermosyphon cooling system

When a vessel of cold water is heated, the hot water will tend to rise (by virtue of its lower

density) and its place will be taken over by cold water. This causes a definite circulation within the

water mass from top to bottom and vice versa. This is called natural convection.

Figure 4: Water Cooling System of a 4-cylinder Engine

The thermosyphon circulation cooling system is shown in fig. 4 works on this principle. In

the thermo-syphon circulation cooling system, when the engine is cold the whole water is at the same

temperature and is at rest. When the engine is operating, the water around the cylinder heads and

cylinder walls gets heated and flow up to the top header tank of the radiator. Now the cold water

from the lower part of the radiator flows and fills the coolant spaces in the cylinder head and the

cylinder block. The hot water flows downward through the radiator tubes.

This water is cooled by the stream that flows past the tubes. Air is sucked by the fan which is driven

by the engine crankshaft. In this system, the water circulation through the cylinder, cylinder head and

the radiator is by natural means. For success in operation, the passages through the jackets and

radiator should be free and the connecting pipes large. Further the jackets should be placed as low as

possible relatively to the radiator, in order that the hot leg shall have as great a height as possible.

During operation the water level must on no account be allowed to fall below the level of the

delivery pipe to the radiator top. If this happens, water circulation will cease. In general the thermo-

syphon system requires a larger radiator and carries a greater body of water than the pump

circulation system. Further, a somewhat excessive temperature difference is necessary to produce the

requisite circulation. On the other hand, to some extent it automatically prevents the engine being run

too cold. The thermo-syphon circulation cooling system is simpler in construction and operation.

This system is used in some motor cars.



72

2.4 Heat Transfer

The methods adopted for the calculation of quantity of water or air required for the cooling of

the rated engine will be calculated on the basis of the basic equations used ion heat transfer.

Conduction, Convection and Radiation are three modes of heat transfer in this case also.

Q = h� A �T� � T�� (1)

Q = Quantity of convective heat transfer

ha = Coefficient of convective heat transfer

A = Area of surface

�T� � T�� = temperature difference between the fluid and the surface

Coefficient of heat transfer h� ��

(2)

The coefficient of convective heat transfer also known as film heat transfer coefficient and

defined as the amount of heat transmitted for a unit temperature difference between the fluid and the

unit area of the surface in unit time. The value of ha depends on the types of fluid, their velocities and

temperatures, dimension of the pipe and the types of problem. Since ha depends upon several factors,

it is difficult to frame a single equation to satisfy all the variation, however a dimensional analysis

gives an equation for the purpose which is given under:

�� C �ρ��

µ�

��µ

� ��

��

� (3)

N� Z�R��P!��

� (4)

N� Nusselt number ��

�

R� Reynolds number �ρ��µ

�

P! Prandtle number ��µ� �

�� Diameter to lenght ratio

C = a constant determined experimentally

c4 Speci7ic heat at constant pressure

K=thermal conductivity

ρ Density

µ Dynamic viscosity

V=velocity



73

The overall heat transfer coefficient (U) is given by;

U ��

:�;<

=; �:>

(5)

Cooling water requirement:

The heat rejected to the coolant greatly depends upon the type of the engine. It can be seen

for a small high speed engine the heat rejected of the coolant can be as high as 1.3 times the B.P.

developed, while for an open chamber engine it is only about 60% of the B.P. developed.

The quantity of water required for cooling is given by

Q@ ABC.E.∆GH

(6)

∆t@= permissible increase of temperature of cooling water

Z is the constant which depends upon the fuel consumption and the compression ratio

Area �A� π

J D� (7)

k=0.5 for 4 stroke engine

k=1 for 2 stroke engine

Cp=(1.0189⨉103)-0.13784⨉Ta+(1.9843⨉10

-4)⨉Ta

2+4.2399⨉10

-7⨉Ta3)-(3.7632⨉10

-10 ⨉Ta

4) (8)

TL �MNOB��

TJ TP⨉�TL�γ �

For Diesel cycle:

η 1 � �γ

R��S ��M ��

T (9)

Q� cU B �TJ � T�� (kJ) (10)

QV c4 B �TP � T�� (11)

Efficiency also calculated by

η 1 � RWX

T

WZ�G Q� � QV (12)

V\�L O��E�B�]] (13)



74

V\^Z �_�<

R`�`�

T�γ

(14)

P\�4 abcd�]]⨉��_�< �_eb� (15)

IP ZBE_c�B�BgBhB�B�]i (kW) (16)

BP �BπBhB�ki]]]] (kW) (17)

FP = IP - BP (kW) (18)

η\�� CElE (19)

η4 1 � �R`�

`�Tγm� (20)

Specific output (SO) is given by Brake output per unit of piston displacement

SO CEg⨉� (21)

Mass of fuel in cylinder for combustion

MFB qrN⨉CEi] (kg/min) (22)

Air consumption (AC) in cylinder for a given fuel

AC=MFB⨉AFR (kg/min)

Vs ηt⨉O⨉�]]]⨉��⨉h�⨉E�⨉�]]]]]⨉gN (23)

SFC urCCE (Kg/kWh) (24)

ηl lEurC⨉N� (25)

ηC CEurC⨉N� (26)

For petrol engine, heat supplied is given by

HS=MFB⨉CV

Heat absorbed in indicated power

IPE=IP⨉60 (kJ/min)

Heat taken away by cooling water



75

Qa QV B Ev�]]

Mass of water circulated for cooling of engine is given by

Ma ZBwNwB��M �� kg/s (27)

Qa uwBNw��M ��i] kJ/s (28)

Heat taken away by exhaust gases is given by

HG=MG⨉CPG⨉(Te-Tr) kJ/min (29)

Dual Cycle Thermal Efficiency

ηG� abcdeb

eb xydeb

ηG� z�t��M ��;��S �M�{ �t��| ��z�t��M ��;��S �M�{

ηG� 1 � �| ��M ��;γ��S �M�

��t

γ , hence ηG� 1 �}|}�

�}M}�

}�}�

;γ�}S}�

}M}�

�

ηG� 1 � �!~γm� R α�β�γ �

�α ��;γα�β ��T (30)

The dual cycle approximates to the processes within a modern high speed diesel engine. In

petrol engines, and large slow speed (< 500 RPM) diesels, the pressure rise because of combustion is

comparatively rapid (relative to piston speed) and the cycle can be reasonably approximated by the

constant volume or OTTO cycle.

3.13 Engine Performance

The basic performance parameters of internal combustion engine (I.C.E) may be summarized

as follows:

Indicated power (IP): IP power could be estimated by performing a Morse test on the engine.

IP = PmLAN

where N is the number of machine cycles per unit times, which is 1/2 the rotational speed for a four-

stroke engine, and the rotational speed for a two- stroke engine.



76

Brake power (BP)

The break power is given by:

BP �πh�i] kW

where T is the torque

Friction power (FP) and Mechanical efficiency (��)

The difference between the IP and the BP is the friction power FP and is that power required

to overcome the frictional resistance of the engine parts,

FP = IP – BP

The mechanical efficiency of the engine is defined as

η\ CElE

η\ is usually between 80% and 90%

Indicated mean effective pressure (imep)

It is a hypothetical pressure which if acting on the engine piston during the working stroke

would results in the indicated work of the engine. This means it is the height of a rectangle having

the same length and area as the cycle plotted on a p- v diagram.

imep (Pi) =(Net area of the indicator diagram/Swept volume) ⨉ Indicator scale

Consider one engine cylinder:

Work done per cycle = Pi AL

where A = area of piston; L = length of stroke

Work done per min = work done per cycle X active cycles per min.

IP = Pi AL⨉ active cycles/ min

To obtain the total power of the engine this should be multiplied by the number of cylinder

(n), i.e.:

Total IP = Pi AL Nn/2 for four- stroke engine and

= PiALNn for Two- stroke engine



77

Brake mean effective pressure (bmep) and brake thermal efficiency

The bmep (Pb) may be thought of as that mean effective pressure acting on the pistons which

would give the measured BP, i.e.

BP = Pb AL ⨉ active cycles/ min

The overall efficiency of the engine is given by the brake thermal efficiency, ηC� i.e.

ηC� C!�� 4�@�!vZ�!�� s�44�^��

ηC� CE\�Bbcd

where m� is the mass of fuel consumed per unit time, and QZ�G is the lower calorific value of the fuel.

Specific fuel consumption (sfc)

It is the mass of fuel consumed per unit power output per hour, and is a criterion of economic

power production.

sfc \�C.E. Kg/kWh

Low values of sfc are obviously desired. Typical best values of bsfc for SI engines are about

270g/kWh, and for C.I. engines are about 200g/kWh.

Indicated thermal efficiency (ηl�)

It is defined in a similar way to ηC�

ηl� lE\�Bbcd

η\ CElE

Volumetric efficiency (ηU�

Volumetric efficiency is only used with four- stroke cycle engines. It is defined as the ratio of

the volume if air induced, measured at the free air conditions, to the swept volume of the cylinder:

ηU U′U�

where air volume v′ may be refereed to N.T.P. to give a standard comparison.

RESULTS AND DISCUSSION

In the following sections, the results have been calculated by developing software in C++ and

the graphs plotted by using menu driven software “origin 50”. The tables shows the input values

taken for the different results and by varying one or two parameters and keeping other parameters

constants.



78

Table 1: Input values used for calculation

1500 1600 1700 1800 1900 2000

40

60

80

100

120

140

160

180

200

No. of Cylinder=2

No. of Cylinder=3

No. of Cylinder=4

No. of Cylinder=5

No. of Cylinder=6

Indic

ated

Pow

er (

kW

)

Maximum Temperaure in Cylinder (K)

Figure 5: Variation of Indicated Power with maximum temperature for different no. of cylinders

1500 1600 1700 1800 1900 2000

0.08

0.10

0.12

0.14

0.16

0.18

0.20

0.22

0.24

0.26

0.28

0.30

0.32

n=2

n=3

n=4

n=5

n=6

Me

ch

anic

al E

ffic

ien

cy

Maximum Temperature of the Cylinder (K)

Figure 6: Variation of mechanical efficiency with cylinder temperature for no. of cylinders

2 and 4 STROKE ENGINES

S. No. Description Values

1

2

3

4

5

6

7

8

9

10

11

Compression Ratio (CR)

Initial Temperature T1

Torque (Tq)

Speed (N)

Cylinder Diameter (D)

Cylinder Length (L)

Constant (K)

Initial Pressure (bar)Pa

Lower Calorific Value (CV)

Mass of Cooling (Mw)

Maximum Temperature (T3)

10

300 K

100 N-m

1500 rpm

0.11 m

0.14 m

1

1.01325,

42000 kJ/kgK

15 kg/min

1500-2000K



79

1500 1600 1700 1800 1900 2000

25

30

35

40

45

50

55

60

65

70

Indic

ate

d P

ow

er

(kW

)

Maximum Temperature in Cylinder (K)

No of Cylinders=2

2 Stroke Engine

4 Stroke Engine

Figure 7: Variation of Indicated Power with maximum temperature

1500 1600 1700 1800 1900 2000

0.20

0.25

0.30

0.35

0.40

0.45

0.50

0.55

0.60

0.65

Mechanic

al E

ffic

ien

cy

Maximum Temperature inside the Cylinder (K)

No. of Cylinders = 2

2 Stroke Engine

4 Stroke Engine

Figure 8: Variation of Mechanical Efficiency with maximum temperature

0 4 8 12 16 20 24

50

100

150

200

250

Indic

ate

d P

ow

er

(kW

)

Compression Ratio

Number of Cylinders=2





Figure 9: Variation of Indicated Power with Compression ratio



80

0 4 8 12 16 20 24

0.05

0.10

0.15

0.20

0.25

0.30

0.35

0.40

0.45

0.50

Mechanic

al E

ffic

iency

Compression Ratio

2 Stroke Engine






Figure 10: Variation of Mechanical Efficiency with Compression Ratio

Table 2: Input values taken for results

0 4 8 12 16 20 24

20

30

40

50

60

70

80

No. of Cylinders=2

2 Stroke Engine

4 Stroke Engine

Ind

icate

d P

ow

er

(kW

)

Compression Ratio

Figure 11: Variation of Indicated Power with Compression Ratio



1

2

3

4

5

6

7

8

9

10

11

Maximum Cylinder Temperature (T3)

Initial Temperature (T1)

Torque

Speed (N)

Diameter (D)

Crank Length (L)

Constant (K)

Initial Pressure (Pa)




2000 K

300 K

100 N-m

1500 rpm

0.11 m

0.14 m

1

1.01325 bar

42000 kJ/kgK

15 kg/min

4-24



81

0 4 8 12 16 20 24

0.20

0.25

0.30

0.35

0.40

0.45

0.50

0.55

0.60

0.65

0.70

0.75

0.80

0.85

0.90

0.95

No. of Cylinders=2

2 Stroke Engine

4 Stroke Engine

Me

chan

ical E

ffic

iency

Compression Ratio

Figure 12: Variation of Mechanical Efficiency with Compression Ratio

Table 3: Input values used for results

1500 1600 1700 1800 1900 2000

60

80

100

120

140

160

180

200

220

240

260

280

2 Stroke Diesel Engine

No. of Cylinders=2

No. of Cylinders=3

No. of Cylinders=4

No. of Cylinders=5

No. of Cylinders=6

Ind

ica

ted P

ow

er

(kW

)

Shaft Speed (rpm)

Figure 13: Variation of Indicated Power with Engine Speed



1

2

3

4

5

6

7

8

9

10

11

Maximum Cylinder Temperature (T3)

Initial Temperature (T1)

Torque

Speed (N)

Diameter (D)

Crank Length (L)

Constant (K)

Initial Pressure (Pa)




2000 K

300 K

100 N-m

1500-2000 rpm

0.11 m

0.14 m

1

1.01325 bar

42000 kJ/kgK

15 kg/min

10



82

1500 1600 1700 1800 1900 2000

15

20

25

30

35

40

45

50

55

60

65

70

75

80

85

90

95


Indicated Power

Brake Power

Friction Power

Pow

er

(kW

)

Shaft Speed (rpm)

Figure 14: Variation of Power with Engine Speed

1500 1600 1700 1800 1900 2000

35

40

45

50

55

60

65

70

75

80

85

90

95

No. of Cylinders=2



Indic

ate

d P

ow

er

(kW

)

Shaft Speed (rpm)

Figure 15: Variation of Indicated Power with Shaft Speed

In the following paragraphs, the graphs have been plotted for the requirement of water for the

cooling of IC engines for various configurations.

1500 1600 1700 1800 1900 2000

0.09

0.10

0.11

0.12

0.13

0.14

0.15

0.16

2 Stroke Engine

No. of Cylinders=2

25% of Energy going to coolant




Ma

ss o

f C

oo

ling

Wa

ter

Re

qu

ired

(kg

/s)

Maximum Temeprature in the Cylinder (K)

Figure 16: Variation of Cooling water required with maximum temperature



83

1500 1600 1700 1800 1900 2000

0.10

0.15

0.20

0.25

0.30

0.35

30% of Power to cooling water

2 Stroke Engine

No. of Cylinders=2

No. of Cylinders=3

No. of Cylinders=4

No. of Cylinders=5

No. of Cylinders=6

Ma

ss o

f C

oolin

g W

ate

r R

erq

uired (

kg/s

)

Maximum Temperature in the Cylinder (K)

Figure 17: Variation of Cooling water required with maximum temperature

0 5 10 15 20 25

0.0850.090

0.0950.100

0.1050.110

0.1150.120

0.1250.130

0.1350.1400.145

0.1500.155

0.1600.165

0.1700.175

0.180

2 Stroke Engine

No. of Cylinders=2

25% of Energy to Cooling water




Mass o

f C

oolin

g W

ate

r R

equ

ired

(kg/s

)

Compression Ratio

Figure 18: Variation of Cooling water required with Compression Ratio

0 5 10 15 20 25

0.1

0.2

0.3

0.4

0.5

0.6

0.7

30% Energy Transfer to Cooling Water

No. of Cylinders=2

Thermal Efficiency of Diesel Enigne

Mechanical Efficiency of Diesel Enigne

Thermal Efficiency of Petrol Enigne

Eff

icie

ncy

Compression Ratio

Figure 19: Variation of Efficiency with Compression Ratio



84

2 3 4 5 6

0.10

0.15

0.20

0.25

0.30

0.35

0.40

0.45

0.50

2 Stroke Engine





Coolin

g W

ate

r R

equired (

kg/s

)

No of Cylinders

Figure 20: Variation of Cooling water required with No. of Cylinders

1500 1600 1700 1800 1900 20000

20

40

60

80

Po

we

r (k

W)

Speed (rpm)

Indicated Power

Brake Power

Friction Power

Figure 21: Variation of Power with Engine Speed

4 8 12 16 20 240

10

20

30

40

50

60

70

80 2 Stroke and 2 Cylinders

Pow

er

(kW

)

Compression Ratio

Indicated Power

Brake Power

Friction Power

Figure 22: Variation of Power with Compression Ratio



85

1500 1600 1700 1800 1900 20000

20

40

60

80

2 Stroke and 2 Cylinder

Indicated Power

Brake Power

Friction Power

Po

we

r (k

W)

Speed (rpm)

4 Stroke and 2 Cylinder

Indicated Power

Brake Power

Friction Power

Figure 23: Variation of Power with Engine Speed for different no. of cylinders

CONCLUSION

On increasing the maximum temperature of the cylinder, the indicated power increase for a

given engine. On increasing the number of cylinders it increases. For 6 cylinder engine it is more

compared to 2 or 3 cylinder engine.

Mass of cooling water required is decreases with increasing the compression ratio. On

increasing the number of cylinders for a given engine, mass of cooling water required also increases.

Indicated power increases on increasing the shaft speed for a given engine. Power developed in 2

strokes and 2 cylinders is more than the power developed in 4 stroke and 2 cylinders engine with

other parameters same. Mechanical efficiency decreases on increasing the compression ratio. At low

compression ratio it decreases more rapidly but on higher values of compression ratio it is almost

constant.

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AUTHOR’S DETAIL

Dr. MOHAMMAD TARIQ, Assistant, Professor, Department of Mechanical

Engineering, Shepherd School of Engineering and Technology, SHIATS-DU,

Allahabad.

Mr. WHALEED KHALAF JABBAR is a student of M. Tech, Department of

Mechanical Engineering (T.E), Sam Higginbotton Institute of Agriculture,

Technology & Sciences, Allahabad-211007, U.P, India. He did his B.E

from Department of Automotive technology, Technical college– Najaf, Iraq. He

has a work experience of 6 years in the field of automotive Maintenance

technology (Technical Institute/ Amara, Misan, Iraq) and teaching. His areas of

interest are Thermal Engineering and Production.

20120140504008 2

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