Cylinder liners

To avoid wear and tear of cylinders TO restore original size of cylinder block Hardening nitriding or chromium plating

Types of Cylinder liners

DRY LINERS WET LINERS

Dry liners
Shape of barrel with flange at top Has to be machined accurately Put in place by shrinking Introduces stresses due to shrinkage Too loose liner and too tight liner (leads to SCUFFING)

Wet liners
Direct contact with cooling water Outer surface doesnot require accurate machining Water tight joints have to be provided

Problems in Wet liners

Breaking of flange Scuffing near sealing ring area Leakage of cooling water(ineffective sealing)

Comparison of dry and wet liners

1.Can be provided in original 1.Should be included in original design or afterwards design only 2.Leak proof joint is not required 2.Leak proof joint provided 3.Robust 3.Not robust 4.Casting is difficult 4.Casting is simplified 5.Poor cooling 5.Better cooling 6.Cannot be finished finally 6.Can be finished before fitting before they are fitted to the cylinder

PISTONS
Functions:
To transmit force of explosion to crankshaft To form seal for the gases To serve as a guide and a bearing for connecting rod

Desirable characteristics:
Silent in operation Seizure should not occur Offer sufficient resistance to corrosion Should have shortest possible length Lighter in weight High thermal conductivity Should have long life

CONSTRUCTIONAL FEATURES PISTONS

ENGINE VALVES
Poppet Valve Sleeve Valve Rotary Valve

POPPET VALVES
Called as Mushroom valve Consists of head and stem Advantages: Simple in construction Self centering Free to rotate about stem to new position Maintenance of sealing efficiency is easier Inlet valves(45%) are larger than exhaust valves(38%) Stem dia of exhaust valve 10 to 15% greater than that of inlet valve Valve lift 25% of valve head dia Valve face angle 300 or 450

POPPET VALVES
Exhaust valve is subjected to: Longitudinal cyclic stresses due to return spring load Thermal stresses in circumferential and longitudinal directions Corrosion conditions
Exhaust valve material requirement: High strength and hardness hg

VALVE ACTUVATING MECHANISMS

Mechanisms with side camshaft Double row side valve mechanism (T-head) Single row side valve mechanism(L-head) Overhead inlet and side exhaust valve mechanism Single row overhead valve mechanism Mechanisms with overhead camshaft

Single row overhead valve mechanism(I-head) Used quite extensively Advantages: Higher vol efficiency Higher CR Lean air-fuel mixtures can be burnt Drawbacks: Not very precise Noisy operation Greater maintenance

Mechanism with Overhead camshaft Highly efficient More lubricating oil required Higher initial costs

Overhead camshaft with inverted bucket type follower

Direct and very rigid Valve movement follows precisely the designed camshaft profile No side thrust no wear Drive to camshaft is complicated

Overhead camshaft with end-pivoted rocker arm

Smaller cam shaft profile Inertia of rocker is less Stiffness of valve is less and hence precision

Overhead camshaft double row valves

Operated by single overhead camshaft

Combustion chambers for SI engines Side valve type Wedge type Inverted bath tub type Flat head type Hemispherical type Stratified charge type Multi valve type Split valve type Twin spark plug type

Side valve type Simpler in design Cheaper type Less combustion efficient Used only for lower CR

Wedge type Spark plug location Produces smooth and uniform combustion Quench area causes turbulence Quench area cools mixture thus avoids knocking Cost of production is less

Inverted bath tub type Wedge type only Tendency to knock is less

Flat head type CC is placed in the piston crown High combustion efficiency Higher CRs Heat of combustion is dissipated through piston

Hemispherical type Shape is close to hemispherical Spark plug is located centrally Requires 2 camshafts Efficient and compact No turbulence in design combustion rate is slower Flame travel is short High volumetric efficiency High production cost High rate of pressure rise produces roughness and noise
Suited for racing cars only

Stratified charge type Some layers have rich A/F mixture others lean Overall charge is lean Spark plug is located in the region of rich strata Hot flame produced burns lean charge Higher combustion efficiency and no detonation A/F of upto 150:1 possible

Multi valve tytpe

Split level type

Combustion chamber for CI engines Direct injection type Turbulent type or swirl type Pre-chamber type

Direct injection type

Direct injection type Multi hole nozzles Lower surface area to volume ratio Reduces heat losses and higher efficiency Lower fuel consumption No auxiliary starting devices But rough in running

Direct injection type

Turbulent type Introduces turbulence Single hole type injector nozzle

Pre-chamber CC located both in cylinder and head Restricted passage connects pre-chamber and main space High Turbulence Smooth running Difficult to start without heater plugs Requires high CRs

COOLING SYSTEM Necessity of cooling Distribution of fuel energy

Work-25%, Cylinder wall-30%, Exhaust-35%, friction-10%

Results in pre-ignition/lubricant burns away/damages cylinder material Cooling beyond limits: Thermal efficiency decreases Vaporization of fuel is less Increases viscosity of lubricant/more friction

METHODS OF COOLING Air-Cooling Water cooling

AIR COOLING Heat dissipation depends on: Surface area of metal Mass flow rate of air Temperature difference Conductivity of metal

COOLING SYSTEM

Advantages of AIR COOLING Lighter engines Operated in extreme climates Scarcity of water Maintenance is easier Get warmed up earlier

Disadvantages of AIR COOLING EVEN cooling is not possible Less efficient cooling due to air Fan used is bulky More noisy air: not a sound insulator Due to fins and baffles maintenance difficult

WATER COOLING Thermo-syphon type Pump circulation system