MEE 2003 - Thermal Engineering Systems

Unit 1 I C Engines

Saleel Ismail
Associate Professor, Mechanical Engg.
SMBS
 Unit 1 - IC Engines
Topic Date

Introduction to the course 4-Jan-2017

2 Stroke and 4 Stroke engines, SI and CI engines 6-Jan-2017

P-V and Valve timing diagrams 10-Jan-2017

Combustion process - knocking and detonation 11-Jan-2017

Octane and Cetane numbers 13-Jan-2017

Fuel system in SI and CI engines 17-Jan-2017

Cooling, lubrication, ignition systems 18-Jan-2017

MEE 2003 - Thermal Engineering Systems

 Four Stroke Engines

4 Strokes
Intake/Suction
Compression
Expansion/Power
Exhaust

Each stroke (TDC-BDC or BDC-TDC): 180o crank angle (CA)

Total cycle is completed in 2 revolutions of crankshaft
Ignition : initiation of combustion, requires high T
Charge : The fluid which is taken in via intake port
Opening of intake/exhaust ports controlled by valves

MEE 2003 - Thermal Engineering Systems

 Conventional SI and CI Engines
Conventional SI Conventional CI
Charge Homogenous air + fuel Only air
Ignition temperature Spark Compression
Compression ratio 7 12 12 24
CR limited by Knocking Engine weight
Combustion Ideally instantaneous Non-instantaneous
How?
(V = const) (ideally p = constant)
Events Charge intake Charge intake
Charge Compression Charge Compression
Combustion (heat addition) Fuel injection, mixing
Product gas expansion Combustion
Blowdown (heat rejection) Product gas expansion
Exhaust of products Blowdown
Exhaust of products

Each stroke is associated with a distinct (green) event in four stroke engines
In two stroke, more than one event occurs simultaneously during each stroke
MEE 2003 - Thermal Engineering Systems
 Ideal 4 Stroke SI Engine Cycle
Stroke (Piston Event Nature of Intake Exhaust
motion) process valve valve
Intake () Intake (0-1) Isobaric (patm) Open Closed
Compression () Compression (1-2) Isentropic Closed Closed
Combustion (2-3) Isochoric
Expansion () Expansion (3-4) Isentropic Closed Closed
Exhaust () Blowdown (4-1) Isochoric Closed Open
Exhaust (1-0) Isobaric (patm)

Play Video
MEE 2003 - Thermal Engineering Systems
 Ideal 4 Stroke CI Engine Cycle
Stroke (Piston Event Nature of Intake Exhaust
motion) process valve valve
Intake () Intake (0-1) Isobaric (patm) Open Closed
Compression () Compression (1-2) Isentropic Closed Closed
Expansion () Combustion (2-3) Isobaric Closed Closed
Expansion (3-4) Isentropic
Exhaust () Blowdown (4-1) Isochoric Closed Open
Exhaust (1-0) Isobaric (patm)

Cut-off

MEE 2003 - Thermal Engineering Systems

 Two Stroke Engines
Invented by Dugald Clark (1878)
All cycle events completed during 2 strokes of piston
Power delivery in each revolution of crankshaft
No separate intake and exhaust strokes
Compression(upstroke), Expansion (downstroke)
Ports are usually opened/closed by piston action
No valves and valve trains. Simple, lightweight
Intake : Charge is first taken into the sealed crank-case
during upstroke
Charge undergoes pre-compression in crank-case due to
downward piston motion
Pre-compressed charge is transferred to cylinder, gets
compressed by piston and burns
Part of the transferred charge is used to drive out the
exhaust gases scavenging
Deflector on piston minimises charge short-circuiting
MEE 2003 - Thermal Engineering Systems
 Sequence of Events in 2 Stroke Engine
No. Stroke/Piston Intake Transfer Exhaust
port port port
1 BDC Closed Open Open
2 Closed Closed Open
Upstroke
3 Open Closed Closed Play Video
4 TDC Open Closed Closed
5 Closed Closed Open
Downstroke
6 Closed Open Open
1 BDC Closed Open Open

1 2 3 4 5 6

MEE 2003 - Thermal Engineering Systems

 Drawbacks of Two Stroke Engines
A portion of charge is lost (short-circuiting). Reduces power
Short-circuiting lowers efficiency in SI : air-fuel mixture is inducted
Can be overcome by fuel injection
Cycle time is lower
Charge transfer : Inefficient
Exhaust : Some product gases (residuals) retained in the cylinder
Combustion : Incomplete combustion, more pollution
Actual power is lower than twice that of equivalent 4S due to:
Shorter effective expansion stroke (pressure drops as exhaust port opens)
Frequent power strokes heat up engine limits engine speed
High cooling load
High lubricating oil consumption
Oil is burned/degraded at high temperature
May flow out via ports on the cylinder wall

MEE 2003 - Thermal Engineering Systems

Comparison of 4 and 2 Stroke Engines
Aspect Four Stroke Engines Two Stroke Engines
Crankshaft revs for cycle completion 2 1
Flywheel Heavier Lighter
Power : weight ratio Lower Higher
Cooling, lubrication requirement Lower Higher
Control of intake/exhaust ports Valves Piston
Engine cost Higher Lower
Maintenance Difficult Easier
Effectiveness of filling fresh charge Higher Lower
Efficiency Higher Lower

Four stroke : Efficiency, clean combustion

Two stroke : Low cost, high power

MEE 2003 - Thermal Engineering Systems

 Actual p-V Diagram
p-V diagram : Indicator diagram
Gross Indicated Work : Area A
Net Indicated Work : Area A Area B
Diagram obtained by simultaneous
measurement of pressure and
Volume : piston position
Crank angle (V = f(q)) : crank position
p sensor : usually piezoelectric
q sensor: usually electromagnetic/optical
Another type p-q diagram
Pressure
sensor

Toothed Signal
wheel
processing

Engine CA
sensor
MEE 2003 - Thermal Engineering Systems
 Valve Timing Diagram
Valves dont open and close at the Dead Centres, as ideally expected
Reasons:
i) effective intake and exhaust
ii) gradual actuation by cams
Timing of opening and closing represented on a polar diagram, showing
offsets w.r.t TDC and BDC

MEE 2003 - Thermal Engineering Systems

 Valve Timing Diagram
IVO: Occurs before TDC to allow IV to be fully open at TDC
IVC: By delaying IVC, inertia of incoming charge helps in packing in more charge
even as the piston starts moving towards TDC (ram effect)
Inertia more in high speed engines, hence IVC is more delayed
EVO: Occurs before BDC allows high pressure within cylinder to drive out
exhaust (blowdown)
EVC: Occurs after TDC. Allows fresh charge to push out exhaust gases
(scavenging)
Valve overlap: Period in which both IV and EV are simultaneously open

MEE 2003 - Thermal Engineering Systems

 Fuel-Air Mixtures
Balanced combustion reaction for methane:
CH4 + 2(O2 + 3.76 N2) CO2 + 2H2O + 7.52 N2
1 kg of methane needs 17.16 kg of air to burn completely
A mixture which contains the chemically correct proportions of fuel and
air is known as stoichiometric
The stoichiometric fuel-air ratio is (F/A)stoich = 1/17.16 = 0.058
If the mixture has excess fuel compared to stoichiometric, it is called rich
If it has excess air, it is called lean
i.e. (F/A) > (F/A)stoich in a rich mixture, (F/A) < (F/A)stoich in a lean mixture

Equivalence ratio, F / Aactual

F / Astoich

= 1 : Stoichiometric
< 1 Lean (more air) > 1 : Rich (more fuel)
MEE 2003 - Thermal Engineering Systems
 Stages of SI Engine Combustion
A: Instant of Spark.
A to TDC : Spark advance
A B : Flame development A flame
kernel is established near spark,
consuming nearby mixture
B: Start of measurable pressure rise
(deviation from motoring)
B C : Flame propagation phase (Vflame const, turbulent flame). Large
pressure rise as volume is nearly constant (close to TDC)
C : Instant of peak pressure
C D : Flame extinction phase flame velocity drops (flame
approaches walls - loses heat, radicals, boundary layer effect). Contact
with walls reduces flame front area. Pressure falls due to expansion
D : Flame extinguished
Play Video
MEE 2003 - Thermal Engineering Systems
 Auto-ignition
When the temperature of a flammable air-fuel mixture is sufficiently high,
some the mixture ignites spontaneously following some pre-flame
reactions
Pre-flame reactions result in an ignition lag/delay
No external ignition source required
Hence called auto-ignition or self ignition or detonation
Similar to an explosion - causes rapid release of a large quantity of energy
Requirements for auto-ignition T, t,

Ignition delay is lower at higher T, p

MEE 2003 - Thermal Engineering Systems

 Knock in SI Engines Abnormal Combustion
The propagating flame in an SI engine compresses and heats up the
remaining unburned mixture ahead of it (end charge)
If the end charge is not consumed by the flame within the ignition delay
period, it auto-ignites
Sets up shock waves and expansion waves which travel back and forth in
the combustion chamber causes pressure fluctuations and a
pinging/knocking sound in severe cases
It is effectively a race between the flame and the pre-flame reactions. If
the flame is faster, combustion is normal. Otherwise, knocking occurs

MEE 2003 - Thermal Engineering Systems

 Detrimental Effects of Knock
Breaks down the lubricant oil film from cylinder walls increases friction
High p & T cause pitting/erosion of piston and cylinder walls
Shock waves cause the whole engine structure to vibrate resonance
Resulting noise and vibration can be objectionable to passengers
Sustained knock can cause engine failure

MEE 2003 - Thermal Engineering Systems

 Octane Rating of (SI Engine) Fuels
Octane number quantifies the fuels ability to avoid knocking in an SI engine
Depends on chemical composition, structure
Shorter carbon chain, double bonds, side branching, aromatic (ring) structure
etc. reduce knocking
Higher ON Higher self ignition temp Less likely to knock Higher CR
Research Octane Number (RON) > Motor Octane Number (MON)
MON: Gasoline (83+), Methanol (92), Benzene (115), Methane (120), H2 (130)

MEE 2003 - Thermal Engineering Systems

 Determination of Octane Number
ON measured for standard engine and operating conditions fixed speed,
spark timing, intake conditions, wide open throttle
Knocking tendency compared with that of two reference fuels : Iso-octane
(ON=100), n-heptane (ON=0)
ON = Percentage by volume of iso-octane in a mixture of iso-octane and
n-heptane which has the same knock intensity as the test fuel
ON of straight run gasoline (~ 70) improved by cracking, isomerisation,
additives etc. Examples:
Lead compounds: Tetra-ethyl lead (TEL), Tetra-methyl lead (TML)
Alcohols : methanol, ethanol, TBA (Tertiary Butyl Alcohol)
Ethers : MTBE (Methyl Tertiary Butyl Ether)

What is the ON of gasoline sold in India?

MEE 2003 - Thermal Engineering Systems

 Stages of Combustion in CI Engines
Ignition Delay
0 or ve energy release
Premixed Combustion 80% of
energy
Mixing-controlled Combustion release

After-burning
20% of energy release

MEE 2003 - Thermal Engineering Systems

Stages of Combustion in CI Engines
1. Ignition delay (a-b):
From SOI to start of pressure rise
Physical delay : vaporisation, mixing
Chemical delay : pre-flame reactions
2. Premixed combustion (b-c):
Auto-ignition at all points where mixture has completed ignition delay
Similar to multiple spark plugs
Consumes all available mixture which is within flammability limits
Rapid (uncontrolled) pressure rise
CI engine knock: If ID is too long, more fuel accumulates, large quantity
autoignites, rapid energy release, very high cylinder pressures & pressure
fluctuations
Strategy : Lower ID, less fuel accumulation, less knock
3. Mixing controlled combustion (c-d):
Rate of combustion is controlled by how fast injected fuel is able to mix with air
Major portion of energy release
4. After-burning (d-e) :
Even late in expansion, fuel remaining in the combustion chamber continues to
mix and burn in random areas

MEE 2003 - Thermal Engineering Systems

 Cetane Rating of (CI Engine ) Fuels
Cetane number measure of ID tendency to knock
Reference fuels
n-cetane (C16H34) or hexadecane: low ignition delay, CN = 100
a-methyl naphthalene (C11H10): large ID, prone to knock: CN = 0
heptamethylnonane (HMN) or isocetane: more stable than a-methyl
naphthalene , CN = 15
Definition
Percentage by vol of n-cetane in a mixture of n-cetane and a-methyl
naphthalene which has the same ignition delay as the test fuel during
combustion in a standard engine under standard operating conditions
Additives to improve CN : amyl nitrate, ethyl nitrate etc.
Higher the Cetane number, Lower the Octane number

MEE 2003 - Thermal Engineering Systems

 Mixture Requirement in SI Engines
Idling mode (nearly closed throttle) Rich ( ~ 1.1 1.2)
Exhaust gas dilution : residual gases dilute, push back incoming charge
Rich mixture ensures that sufficient fuel molecules mix with air & burn
Cruising/Economy mode (partly open throttle) Lean ( ~ 0.9)
Excess air ensures that all the supplied fuel burns
Closer to air standard higher g
Lower combustion temperature, lower heat loss to walls
Power mode (fully open throttle) Rich ( ~ 1.1 1.2)
Ensures that all the supplied air is utilised
Excess fuel cools incoming air, increases density, volumetric efficiency
Very rich mixtures have low flame temp, keep exhaust valve area cool
Mixture requirement represented by bathtub curve

MEE 2003 - Thermal Engineering Systems

 SI Engine Fuel System - Carburetor
Controls quality and quantity of air-fuel mixture
Meters fuel, atomises and vaporises it, mixes air and fuel to
form a combustible mixture and supplies the required
quantity of mixture to the engine

MEE 2003 - Thermal Engineering Systems

 Simple Carburetor Construction & Working
Fuel strainer
Filters fuel, removes impurities
Float chamber
Maintains a constant level of fuel :
constant pressure head
Fuel metering system (venturi +
nozzle(s))
Creates vacuum to draw in fuel,
atomises the fuel
Idling jet (shown in red colour)
supplies fuel just downstream of
throttle (high vacuum during idle)
Throttle
Regulates flow rate, pressure
Choke
Enhances vacuum to draw in more
fuel during cold starting ( 1.5)
MEE 2003 - Thermal Engineering Systems
 3 Modes of Gasoline Injection
Manifold injection
Also called single point injection / throttle body injection
Fuel injected directly onto the throttle plate, usually continuous
Simple, cost effective

Performance, emissions
Injection pressure ~ 1 bar

Cost, complexity
Port injection
One injector per cylinder multi-point fuel injection (MPFI)
Injection just upstream of intake valve
Better control of mixture quality, distribution
Injection pressure ~ 5 bar, continuous or sequential (modern)
Direct injection
Direct injection SI (DISI) or Gasoline direct injection (GDI)
Injected into each cylinder (similar to diesel)
High volumetric efficiency, less knock, higher CR, low emissions
Injection pressure ~ 20-40 bar

MEE 2003 - Thermal Engineering Systems

 Fuel Injection in SI Engines - Benefits
Better atomisation, mixing
Avoids mixture maldistribution - Uniform mixture quality in
multi-cylinder engines (especially with MPFI, GDI)
Allows electronic control : sensors give feedback of various
engine parameters
close control over A/F at all operating conditions high power, h
useful in controlling emissions, knock
Higher volumetric efficiency
less obstructions in intake manifold
Manifold/port injection: better vaporisation reduces air temperature,
increases density
Prevents loss of fuel due to short-circuiting in 2 stroke engines

MEE 2003 - Thermal Engineering Systems

 Ignition System
Provides the spark in SI engines
Ensures enough spark intensity, correct timing (spark advance)
Principle
A high voltage applied across two electrodes separated by a gap
When V > Vcrit, the resistance of the air gap is overcome, spark occurs
Vcrit = f(gap, , p)

MEE 2003 - Thermal Engineering Systems

 Battery Ignition System - Components
Battery : Energy source (mostly 12V)
Ballast resistance
protects ignition coil from large current
By-passed during starting
Ignition coil
Generates the large voltage for spark
Primary ~ 100 V, Secondary ~ 20000 V
Capacitor
Stores energy, increases primary voltage
Contact breaker
control frequency and timing of spark close to MBT
Distributor: Provides voltage to spark plugs in each cylinder,
also holds the timing control mechanism
MEE 2003 - Thermal Engineering Systems
 Battery Ignition System - Working
Breaker points opened and closed by a cam
Primary current flows when contact is closed
When breaker point opens, current interrupted
Decay of magnetic flux induces large voltage in primary, much
larger voltage in secondary
Capacitor stores charge, accelerates the decay of primary
current, prevents sparking at breaker contact points

MEE 2003 - Thermal Engineering Systems

 Firing Order
Sequence of occurrence of combustion in cylinders
Fixed so as to ensure
smooth, uniform power delivery
minimum stresses and vibrations
minimum cooling load
easy expulsion of exhaust gases
Three cylinder : 1-2-3 or 1-3-2
Four cylinder : 1-3-4-2 or 1-2-4-3
Six cylinder (inline) : 1-5-3-6-2-4

MEE 2003 - Thermal Engineering Systems

 Other Ignition Systems
Magneto Ignition System
Power source is generator run by engine
Field generated by a permanent magnet rotating within a core containing
primary and secondary windings
No battery, ignition coil : compact, lightweight, low maintenance
Starting needs external cranking or battery power
Electronic Ignition Systems
No breaker points : use electronic circuits to produce pulse which triggers
spark
Sensor mounted on distributor shaft used to set spark timing
Reliable, low wear and tear
Spark intensity consistent at all engine speeds
Electronic control of spark timing is more accurate, responsive
Transistorised Coil Ignition (TCI)
Play Video
Capacitive Discharge Ignition (CDI)

MEE 2003 - Thermal Engineering Systems

 Digital Assignment 1
Prepare a 1 page write-up on any of these:
IC engine fuel injection techniques
MPFI
GDI
CRDI
SI engine ignition systems
TCI
CDI
Distributorless ignition
Include photographs/diagrams on separate page
List references
Submit in PDF format in FFCS on or before 10-Feb-2017
MEE 2003 - Thermal Engineering Systems
 Fuel Injection in CI Engines
Parameter Carburetion (SI) Fuel injection (CI)
Location Intake manifold Cylinder
Fuel pressure ~ 1 bar ~ 200 - 3000 bar
Fuel velocity < Air velocity > Air velocity
Fuel quantity Air velocity Injection pressure,
determined by pump settings
Processes associated with fuel injection
Fuel injected at high pressure atomises to minute droplets
Droplets receive heat from hot compressed air and vaporise
Vaporised fuel mixes with air (mixture is heterogeneous : less volatile fuel,
less time to mix)
Requirements of fuel injection system
Meter injection quantity, ensure correct spray structure
Appropriate injection timing and injection rate (profile)
Proper distribution of fuel among cylinders
MEE 2003 - Thermal Engineering Systems
 Fuel Injection System - Components
Fuel tank
Fuel feed pump (LP pump)
transfers fuel from tank to injection system
Injection pump (HP pump)
Pressurises fuel (also meters it in conventional systems)
200 3000 bar
Injector
Atomises fuel and disperses it in combustion chamber
(also meters fuel in common rail system)
Fuel filters
Fuel lines
Low pressure and High pressure
MEE 2003 - Thermal Engineering Systems
 Injection Systems - Types
Individual pump and nozzle system
Each cylinder has a pump and injector, placed separately
Pumps may be placed close to each cylinder or clustered (inline)

C C C C
1 2 1 2

Pump
Filter

C C
Distributor system 1 2
Distributor (HP) pump pressurises, meters fuel
Has a rotary mechanism to supply equal quantity of fuel
to each cylinder at the appropriate time (similar to
distributor in ignition system)
Distributor
MEE 2003 - Thermal Engineering Systems pump
Inline and Distributor Type Pumps

Inline pump Distributor pump

MEE 2003 - Thermal Engineering Systems

 Injection Systems - Types
Unit injector system
Pump+injector is a single unit : one unit/cylinder
Compact; no HP line
C C
Amenable to electronic control 1 2

Common rail system

HP pump supplies fuel to a header (reservoir)
C C
Injection duration controlled by injection valve - 1 2
operated by push-rod (mechanical systems) or
solenoids /piezoelectric crystals (electronic)
Header

MEE 2003 - Thermal Engineering Systems

 SI and CI Combustion Chambers
Parameter SI CI
Mixture Homogeneous Heterogeneous
Overall equivalence ratio Nearly stoichiometric Very lean (AFR 18:1 to 80:1)
Control of output Mixture quantity (mass) Mixture quality ()
Ignition Spark Auto-ignition
Ignition points 1 or 2 Many
Fuel self ignition temp High (~ 550 K) Low (~ 480 K)
Rate of combustion Flame propagation rate Air-fuel mixing rate
controlled by:
Piston crown Mostly flat Mostly has a cavity to
enhance air motion better
fuel-air mixing, carry products
away from flame

MEE 2003 - Thermal Engineering Systems

 Engine Cooling Why?
In the absence of cooling
Lubricant film gets degraded chemically, breaks apart
Moving metal components expand, clearances reduce
Net effect:
excessive friction power loss
generates still more heat
wear and tear, piston seizure
thermal stresses
Overheated spark plug, exhaust valve pre-ignition, knocking in SI
loss of power
engine damage
Higher heat loss through exhaust
Greater emissions (especially NOx)
What are the problems of overcooling?
The cooling system safeguards the lubricating oil as well as the metal
Neither too hot not too cool Just the right temperature
MEE 2003 - Thermal Engineering Systems
 Engine Cooling Systems - Types
Air cooling (direct cooling)
Air flows around the cylinder. Heat transfer area is increased by adding
protruding surfaces (fins)
Simple, cheap, lightweight, reliable : used in two-wheelers, aircraft etc.
Low heat transfer coefficient, high wall temperature, air drag, noise
Liquid cooling (indirect cooling)
Coolant (usually water) circulates in passages (jackets) around the
cylinder, cylinder head, valves etc. and extracts heat. The heated up
coolant is later cooled by an air stream in a heat exchanger (radiator)
Propylene glycol or ethylene glycol added as antifreeze
Efficient cooling, lower air drag, viable for all engine sizes
Weight, cost, maintenance, susceptible to failure

MEE 2003 - Thermal Engineering Systems

 Liquid Cooling Thermosiphon System
Principle :
Water in jackets around the engine gets heated up
Hot water is less dense, tends to rise, flows to radiator, cooled by air
Cool water flows from radiator to engine
Creates convection currents - circulating flow
Simple, no external power required to circulate coolant
Low coolant flow rate

ENGINE RADIATOR

MEE 2003 - Thermal Engineering Systems

 Forced Circulation Liquid Cooling System
Coolant circulated by a centrifugal pump (driven by engine)
Also assisted by natural convection
Hot coolant flows from engine to radiator, gets cooled by air
Air drawn in by a fan, also by forward motion of vehicle
Water temperature regulated by thermostat
does not allow flow through radiator during starting (to build up
temperature). Once coolant temperature is sufficiently high, opens
and allows flow
Normal flow Hot water
Hot water THERMOSTAT
AIR ENGINE
FAN Starting
bypass PUMP
Cool water
RADIATOR
MEE 2003 - Thermal Engineering Systems
 Engine Lubrication Why?
Primary function: to reduce friction and wear between
moving parts lower power loss, longer engine life
To provide sealing action high pressure gases inside cylinder
dont leak into the crankcase blowby
To carry away heat generated in combustion chamber
To clean surfaces by washing away carbon and metal particles
Lubrication required at: piston, cylinder walls, crankshaft,
camshaft, bearings (main and camshaft), conrod, valve train
Challenges
High temperature lube oil susceptible to degradation, breaks down
Varying cylinder pressure non-uniform contact between metal parts
High viscosity, low flow rate during starting
Principle : Presence of a liquid film between two surfaces reduces the
effect of surface irregularities, lowers friction
MEE 2003 - Thermal Engineering Systems
Lubrication Systems Mist Lubrication
Used in two stroke engines
Lube oil (3 6%) mixed with fuel and introduced into the
combustion chamber
Fuel is more volatile vaporises, mixes with air and burns
Lube oil is deposited as a film on combustion chamber walls
Simple (no pump, filter), cheap
Lube oil tends to burn
High emissions
Particle deposits on moving surfaces increase friction
Exposure to combustion products degrades oil
Oil is washed out through exhaust port
When fuel input is less, lubrication is inadequate especially at low
load and high speed operation
e.g. vehicle moving downhill

MEE 2003 - Thermal Engineering Systems

 Lubrication Wet Sump System
Crankcase contains a sump/pan for oil
Oil is filtered (strainer); Gear/rotor type pump pressurises and/or transfers it
A small portion of pumped oil gets cleaned in bypass filter
Pressure relief valve opens if oil pressure exceeds safe limits
Oil drips back into the sump after lubrication, cooled, recycled
Crankcase ventilation : Removes combustion products which leak into crank
case (blowby) to avoid corrosion, contamination of lube oil (crankcase
dilution), water freezing
Splash system:
Pump transfers oil to troughs below the big end
of the conrod. Dipper on conrod cap dips into oil
and splashes it onto components
Pressure feed system:
Pump pressurises oil and forces it to all surfaces
via channels in crankshaft, conrod etc.
Splash and pressure system:
Combination of the above
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Splash Lubrication

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Pressure Feed Lubrication

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 Lubrication Dry Sump System
Oil is stored in an external
tank, not in crankcase
Oil dripping into sump
(crankcase) is transferred to
tank by scavenging pump
Scavenging pump has higher
flow rate than oil pump
crankcase stays dry
If filter is clogged, the pressure
relief valve opens the bypass -
maintains oil flow
Oil is cooled by water or air
No crankcase dilution

MEE 2003 - Thermal Engineering Systems

Thank You !