Unit 3 Ignitin, Cooling & Lubrication System

UNIT 3
IGNITION SYSTEM,ENGINE COOLING SYSTEM,

LUBRICATION SYSTEM
24-Aug-16 Prof. Sangamesh Bhure, Mech Dept. SIT Pune 1

CONTENT
• Ignition system
• Cooling system
• Lubrication system
• Summary

INTRODUCTION TO IGNITION SYSTEM
• Ignition is prerequisite for combustion( exothermic chemical reaction)
• The internal combustion engines not capable of starting by
themselves.
• Engines fitted in trucks, tractors and other industrial applications are
usually cranked by a small starting engine or by compressed air.
• Automotive engines are usually cranked by a small electric motor,
which is better known as a starter motor, or simply a starter. The
starter motor for SI and CI engines operates on the principle of direct
current electric motor

• The combustion in a spark ignition engine is initiated by an electrical discharge across
the electrodes of spark plug (high temperature plasma kernal), which usually occurs
from to 300 before TDC depending upon chamber geometry and operating conditions.
• Function of ignition system is to initiate flame propagation process.
• The ignition system provides a spark of sufficient intensity to ignite the air-mixture at
the predetermined position in the engine cycle under all speeds load conditions.
• In a four-stroke, four cylinder engine operating at 3000 rpm, individual cylinders require
a spark at every second revolution and this necessitates the frequency of firing to be
(3000/2) x 4 = 6000 sparks per minute or 100 sparks per second. This shows that there is
an extremely short interval of time between firing impulses.

PREREQUISITES FOR IGNITION
• Energy: sufficient amount of enthalpy is required to self sustaining of
flame and promote self ignition. Spark energy: order of 1mJ
• Rate of supply energy is a important factor as the total energy
supplied
• Spark created by applying sufficient high voltage between the
electrode.(critical voltage)
• Critical voltage depends on gap between the electrode, fuel-air ratio
and pressure of gas
• Duration: microseconds

REQUIREMENTS OF A GOOD IGNITION SYSTEM
• It should provide a good spark between the electrodes of the plugs at
the correct timing
• The duration of the spark must be long enough with sufficient energy
to ensure that ignition of the mixture has a high chance of occurring
• The system must distribute this high voltage to each of the spark
plugs at the exact time in every cycle, i.e., it must have in it a
distributing device
• It should function efficiently over the entire range of engine speed
• It should be light, effective and reliable in service

GLOW PLUG IGNITION
• One of the early ignition system employed was the glow plug ignition
used in some kinds of simple engines like model aircraft.
• A glow plug is a coil of nichrome wire that will glow red hot when an
electric current is passed through it. This ignites the air-fuel mixture
upon contact.
• The coil is electrically activated from engine starting, and once it
runs, it will retain sufficient residual heat on each stroke due to heat
generated on the previous stroke.
• Glow plugs are also used to aid starting of diesel engines
CONTACT IGNITION
• The other method used was the contact ignition. It consisted of a
copper or brass rod that protruded into the cylinder, and was heated
using an external source.
• Heat conduction kept the end of the rod hot, and ignition takes place
when the combustible mixture comes into contact.
• Naturally this was very inefficient as the fuel would not be ignited in
controlled manner.

MODERN IGNITION SYSTEMS
• The development of high speed, high compression internal
combustion engine requires a reliable high-speed ignition system.
• This is met by a high-tension ignition system that uses a spark plug as
the source of ignition.
• The electrical energy to the spark plug is supplied by one of the
following systems( source of energy)
• Battery ignition system
• Magneto ignition system
• Electronic ignition system

BATTERY IGNITION SYSTEM

• The primary circuit components and their functions are:
• Battery: provides the power to run the system
• Ignition switch: allows the driver to turn the system on and off
• Primary coil: produces the magnetic field to create high voltage in the
secondary coil
• Breaker points: a mechanical switch that acts as the triggering
mechanism(dwell angle: period measured in degree of cam rotation, during
which the contact points remains closed
• Capacitor: protects the points from burning out

• The secondary circuit converts mag induction into high voltage electricity to
across the spark plug gap, firing the mixture a right time. The functions of the
components are:

LIMITATIONS
• Primary voltage decreases as the engine speed increases due to
limitations in the current switching capability of contact breaker.
• Dwell period decreases due to engine speed, time available for
buildup of current in primary coil and the stored energy decreases.
• Impedance (about 500k-ohm)-the system is very sensitive to side
tracking across the spark plug insulation.
• Break points subjected to continuous electrical and mechanical wear

MAGNETO IGNITION SYSTEM
• The high powered, high speed spark ignition engines like aircraft, sports
and racing cars use magneto ignition system.
• The basic components of a magneto ignition system consist of a magneto,
breaker points, capacitor, ignition switch, distributor, spark plug leads, and
spark plugs.
• Magneto can either be rotating armature type or rotating magneto type.
In the former, the armature consisting of the primary and secondary
windings all rotate between the poles of a stationary magneto, while in the
second type, the magneto revolves and the windings are kept stationary.
MAGNETO IGNITION SYSTEM (WITH ROTATING
MAGNETS)

ELECTRIC CIRCUIT
• Uses a changing magnetic field to generate current in primary and

secondary circuits

MAGNETIC FLUX
• As magnet approaches, induces
magnetic flux in armature
• Breaker points close and current
dissipates through primary
circuit

SPARK FIRES
• After magnet rotates past
armature flux reverses direction,
and the breaker points open
• Change in magnetic flux
produces 170 volts in primary
circuit
• Induces 10,000 volts in
secondary circuit, firing spark
plug

DISADVANTAGE
Magneto Ignition system:
• During starting the quality of
spark is poor due to low speed.
• Efficiency of the system
improves as the engine speed
rises due to high intensity spark

DIFFERENCE BETWEEN BATTERY & MAGNETO IGNITION SYSTEM
Battery Ignition System Magneto Ignition system
Battery is necessary. Difficult to start the No battery is needed and therefore there
engine when battery is discharged is no problem of battery discharge
Maintenance problems are more due to Maintenance problems are less as there
battery is no battery
Current for primary circuit is obtained The required current is generated by
from the battery magneto
Good spark is available at spark plug even During starting the quality of spark is
at low speed poor due to low speed
Efficiency of the system decreases with Efficiency of the system improves as the
reduction in spark intensity as engine engine speed rises due to high intensity
speed rises spark
Occupies more space Occupies less space
Commonly employed in cars and light Mainly used in racing cars and two
commercial vehicles. wheelers
ELECTRONIC IGNITION SYSTEM
• The disadvantage of the mechanical system is that it requires regular
adjustment to compensate for wear, and the opening of the contact
breakers, which is responsible for spark timing, is subject to
mechanical variations.
• In addition, the spark voltage is also dependent on contact
effectiveness, and poor sparking may lower the engine efficiency.
Electronic ignition system has solved these problems.

ELECTRONIC IGNITION SYSTEM

ELECTRONIC IGNITION SYSTEM – CONTD.
• In this system, the contact breaker points are replaced by an angular sensor of
some kind - either optical, where a vane rotor breaks a light beam, or more
commonly using a hall effect sensor, which responds to a rotating magnet
mounted on a suitable shaft.
• The sensor output processed by a suitable circuitry is then used to trigger a
switching device such as a thyristor, which switches a large flow of current
through the coil.
• The rest of the system (distributor and spark plugs) remains the same as that of
the mechanical system. The lack of moving parts compared with the mechanical
system leads to greater reliability and longer service intervals. In some older cars,
it was usually possible to retrofit an electronic ignition system in place of the
mechanical one.
SPARK PLUG
• The spark plug ignites the air-
fuel mixture inside the cylinder.
• This occurs when high voltage,
triggered at precisely the right
instant, bridges the gap between
the center and the ground
electrodes.
• It also provides a secondary
purpose of helping to channel
some heat away from the
cylinder.

CLASSIFICATION
• Classified based on insulation around
the main electrode
• A cold plug has the advantage of
quicker heat transfer. It has a shorter
insulator, and thereby allowing heat to
travel a shorter distance.
• A hot plug has a longer insulator, and
therefore, heat travel path from firing
tip to electrode is longer. This enables
it to operate at higher temperature to
compensate for the cooler running
engine.
FIRING ORDER
• It is the sequence or order in which firing impulses/spark occur in a multi-cylinder spark ignition engine. It
is chosen to give a uniform torque, and hence a uniform distribution of firing per revolution of the engine.
• This is naturally dictated by the engine design, the cylinder arrangement and the crankshaft design. The
firing order should be such that there must always be a proper balance so as to minimize the engine
vibration.
• As for example, in a four-stroke, four-cylinder engine, the firing or the ignition in all the cylinders has to be
completed in two revolutions of the crankshaft. With crank throws at 1800, the cylinders 1 and 4 will reach
TDC at the same time. Now, if the firing interval is made by 1800, the firing in cylinder-1 cannot be followed
by cylinder-4. For the same reason, the firing of cylinder-2 cannot be followed by cylinder-3. As such, the
possible sequence is 1-2-4-3 or 1-3-4-2.
• Consider another example of four stroke, six-cylinder inline engine, where cranks are set at 1200, and with
the cylinders 1-6, 2-5 and 3-4 will reach TDC simultaneously. Here, the possible sequence is 1-5-3-6-2-4 or 1-
4-2-6-3-5. For radial engines, the cylinders are usually numbered consecutively. Thus for a seven-cylinder
radial engine, the sequence is 1,3,5,7,2,4,6.

Cooling Systems

INTRODUCTION TO COOLING SYSTEM
• Internal combustion engines use heat to • In short cooling is a matter of equalization of
convert the energy of fuel to power. internal temperature to prevent local
• Not all of the fuel energy is converted to power. overheating as well as to remove sufficient heat
• Engine temperature is not consistent energy to maintain a practical overall working
throughout the cycle. temperature.
• Heat moves from areas of high temperature to
areas of low temperature.
• Excess heat must be removed from the engine.
• In engines, heat is moved to the atmosphere by
fluids--water and air.
• If excess heat is not removed, engine
components fail due to excessive temperature.

ENGINE CONSTRUCTION
• Engine components are constructed of • Desirable cast iron properties.
aluminum and cast iron alloys, steel and non- • Greater density
metallic materials. • Structural integrity when mechanically or thermally
stressed.
• The physical properties of these alloys
determines the physical characteristics of the • Porous surface leads to improved lubrication.
engine components. • Graphite enhanced lubrication.
• Less dimensional changes when heated.
• Undesirable properties of cast iron:
• Increased weight
• Prone to oxidation/corrosion
• Difficulty machining
• Relative poor heat conductivity

ENGINE CONSTRUCTION-CONT.
• Desirable properties of cast aluminum:
• High strength to weight ratio.
• Lower production cost
• Excellent heat dissipation
• Undesirable properties of cast aluminum:
• Higher raw material costs
• Less resistant to wear.
• Greater thermal expansion
Note: Aluminum is the material of choice for modern small gas engines.

TERMINOLOGIES USED IN COOLING SYSTEM
Means of heat transfer: • Thermal Conductivity
1. Conduction: Movement of heat through materials. • Ability of a material to conduct and transfer heat
2. Convection: Movement of heat by fluids. • Thermal expansion
3. Radiation: Heat movement by transfer from one • Expansion of a material when it is heated.
body to another.
• Thermal growth
• Increase in size caused by heating.
• When cooled does not return to normal size.
• Thermal distortion
• Asymmetrical or nonlinear thermal expansion.

PARAMETERS EFFECTING HEAT TRANSFER
• Air-fuel ratio
• Cylinder wall temperature
• Compression ratio
• Engine output
• Spark advance
• Pre-ignition and knocking

NEED OF COOLING SYSTEM
• Around 20% of heat is used as power at crank shaft
• 35% of heat is transmitted to the cylinder walls which constitutes power loss
• While engine is running heat must be removed continuously from the engine
• The heat should be prevented from being transferred to cylinder walls as it causes pre-ignition of charge
• Lubricant might also be burned because of excessive heat
• The burning of lubricant lead to seizure of the piston
Reasons for Cooling
• to promote a high volumetric efficiency
• to ensure proper combustion, and
• to ensure mechanical operation & reliability.
Effect of Over-cooling
• the thermal efficiency is decreased due to more loss of heat carried by the coolant
• the vaporization of the fuel is less resulting in lower combustion efficiency
• low temperature increases the viscosity of lubricant causing more loss due to friction.

TYPES OF COOLING SYSTEMS
• Small engines use two cooling systems
• Air or Direct cooling
• Liquid or Indirect cooling
• Common features.
• Heat is transferred from the combustion chamber to the crankcase by the oil.
• A large portion of the excess heat is removed with the exhaust gases.
• The difference is in the medium used to move the heat from the engine to
the atmosphere.
• Aviation engines, motor cycle engines and scooter engines are air cooled.
• The stationery and automobile engines are liquid cooled.

AIR COOLED HEAT MOVEMENT
• The amount of heat dissipated depends upon:
• Area of cooling surface in contact with the air (A)
• Mass flow rate of air (Q)
• Temperature difference between cylinder and air (∆T)
• Conductivity of metal. (k)
• In this Engine the excess heat in the combustion chamber moves
through the cylinder walls by conduction.
• The heat transfers from the engine parts to the air at the exterior
surfaces and into the atmosphere by convection.
• The air fins increase the surface area between the engine and the air--
increasing heat transfer.

ADVANTAGES
• Simpler and lighter: The absence of
radiator, cooling jackets, coolant and
pumps make the engine lighter.
• cold condition: The engine can be
operated in cold climate where liquid may
freeze.
• In places where water is scarce, air
cooled engine is an advantage.
• Handling: of liquid coolant requires piping
and pumping auxiliaries.
• Air cooled engines have no coolant
leakage or freezing problems.

DISADVANTAGE
• The cooling tends to be uneven and leads to cylinder distortion. Even
though this has been remedied by placing the fins in a different manner.
• Temperature: Engines are subjected to high working temperature.
• It is almost impossible to manage with air-cooling if the number of
cylinders increases beyond two.
• Relatively large amount of power is used to drive the cooling fan.
• Engines give low power output.
• Cooling fins under certain conditions may vibrate and amplify the noise
level.
WATER COOLED HEAT MOVEMENT
• Water cooled engines transfer the excess heat from the combustion
chamber through the cylinder walls by conduction.
• Water flowing past the exterior cylinder walls absorbs the heat and
transfers it to the radiator.
• Air flowing through the radiator absorbs the heat and transfers it to
the atmosphere.
• The system relies on a water pump to circulate the water through the
system and a fan to move air through the radiator.

TYPES OF LIQUID COOLING SYSTEMS
• Direct or non-return system
• Thermo-syphon system
• Forced circulation cooling system
• Evaporative cooling system

DIRECT OR NON-RETURN SYSTEM
• Conduction: The heat released
from the combustion of air-fuel
mixture is transferred in all
directions to the walls of the
combustion chambers, cylinders
and pistons
• Abundant water
• Hot water is not cooled for reuse

THERMO-SYPHON SYSTEM
• Fan rotated by the crankshaft draws
cold air from outside through the
radiator.
• The radiator is connected to the
engine block by means of two pipes.
• The hot water passes through some
thin pipes built in the radiator, where
it gets cooled.
• Thus, the fluid circulates through the
system in the form of convective
currents.

PUMP-COOLING SYSTEM
• Pump is introduced between radiator
and engine block
• Rotated by crankshaft by means of a
belt
• Water is circulated with force: heat is
removed quickly
Limitation
• Cooling is independent of temp.
=>Engine is overcooled (range of
temp.=75-900C) Can be overcome by
using thermostat.

Forced circulation cooling system
• Circulation of water takes place
with convection currents helped by
a pump.
• A Thermostat is used to control the
water temperature required for
cooing.
• Automotive: This system is used in
a large number of vehicles like cars,
buses, trucks and other heavy
vehicles.
Evaporative cooling system
• In this system, the engine will be
cooled because of the evaporation of
the water in the cylinder jackets into
steams.
• The advantage is being taken from the
high latent heat of vaporization of
water by allowing it to evaporate in
the Cylinder jackets.
• This system is used for cooling of
many types of industrial engines.

Water pump problems
• Coolant leaks
• noisy or defective bearing
• damaged or corroded impeller.
• Faulty water pump might cause the engine to overheat,
which can result in serious engine damage.

Radiator
• A radiator is a type of heat exchanger.
• It is designed to transfer heat from the hot coolant that flows through it to the
air blown through it by the fan.
• Shape: These radiators are made by brazing thin aluminum fins to flattened
aluminum tubes.
• The coolant flows from the inlet to the outlet through many tubes mounted in a
parallel arrangement. The fins conduct the heat from the tubes and transfer it to
the air flowing through the radiator.
• Radiator cap: It keeps the cooling system sealed from outside contaminants.
• It contains pressure valve and the vacuum valve.

Wax Thermostat
• Can operate reliably within the
specified temperature range.
• Heat is transmitted to wax, which
has high coefficient of thermal
expansion.
• Upon being heated, wax expands
and the rubber plug presses the
plunger forcing it to move
vertically upwards.
Cooling fan
• Maintain an adequate air flow across the
radiator matrix.
• Serves the purpose when natural draft is not
sufficient to cool e.g., at low speed but heavy
load, when vehicle ascends uphill etc.
• Driven by a belt run by crankshaft.
Limitations
• Rising level of noise.
• Increasing power consumption with engine
speed.
• Tendency to overcool.

Liquid cooling system
Advantages Disadvantages
• Because of even cooling of cylinder barrel and head • The system requires more maintenance.
(due to jacketing) makes it possible to reduce the
• The engine performance becomes sensitive to climatic
cylinder head and valve seat temperatures.
conditions.
• Can achieve high volumetric efficiency
• The power absorbed by the pump is considerable and
• Compact design of engines with appreciably smaller affects the power output of the engine.
frontal area is possible.
• Failure can cause serious damage to the engine.
• Installation is not necessarily at the front of the mobile
vehicles, aircraft etc. as the cooing system can be
conveniently located.

Use of Anti-freezers
• During winter cold condition coolant will freeze, expand and lead to
their fracture. To prevent damage to the engine and radiator during
winter weather, suitable liquids or compound substances (known as
anti-freezers).
• Which go into solution are added to the water to lower the freezing
temperature of the coolant.
• Ethylene glycol is the most widely used automotive cooling-system
antifreeze, although methanol, ethanol, isopropyl alcohol, and
propylene glycol are also used.

Requirements of anti- freezers
• They should thoroughly mix with water.
• They should not corrode the surfaces with which they are in contact.
• Their boiling point should be high so that the loss due to evaporation
is minimum.
• They should not deposit any foreign matter in the jackets, hose, pipes
or radiator.
• It should be chemically stable, a good conductor of heat, and a poor
conductor of electricity.

Conclusion
• A cooling system must be provided not only to prevent damage to the vital parts of the engine (due to high temperature), but the
temperature of these components must be maintained within certain limits in order to obtain maximum performance from the
engine. To keep the cylinders from overheating, they are surrounded with a water jacket on liquid cooled engines, or with a finned
surface in air cooled engines.
• Most small and medium sized engines used in two-wheelers, automobiles, aircraft are air cooled, while the stationery and some
automobile engines are liquid cooled.
A typical automotive cooling system comprises:
• a series of channels cast into the engine block and cylinder head, surrounding the combustion chambers with circulating water or
other coolant to carry away excessive heat
• a radiator consisting of many small tubes equipped with a honeycomb of fins to radiate heat rapidly, that receives and cools hot
liquid from the engine a centrifugal-type water pump to circulate coolant
• a thermostat that maintains constant temperature by automatically varying the amount of coolant passing into the radiator, and a
fan, which draws fresh air through the radiator.

Lubrication System

Introduction
• The lubrication system provides oil to • The SAE rates the viscosity of oils.
appropriate areas of the engine to maintain a • Low viscosity means a high volume of oil
film of oil to separate bearing surfaces. flows through a specific orifice at a specified
• Oil also transfers combustion heat to the temperature, atmospheric pressure, and time
crankcase. period.
• An important characteristic of oil is the • Multi-viscosity oils are popular because they
viscosity. offer low viscosity characteristics in low
• Viscosity is the internal resistance to flow of a temperatures and high viscosity
fluid. characteristics with higher temperatures.

Purpose of Lubrication
• Reduce the frictional resistance of the engine to a minimum to ensure
maximum mechanical efficiency.
• Protect the engine against wear.
• Serve as a cooling agent by picking up heat.
• Remove all impurities from the lubricated region.
• Form a seal between piston rings and the cylinder walls to prevent
blowby.

Factors effecting engine friction
• Engine design(s/b ratio, size, piston rings, CR, journal bearings)
• Engine speed
• Engine load
• Cooling water temperature
• Oil viscosity

Lubrication Systems
• Mist lubrication system Two Stroke Engine
• Wet sump lubrication system Four Stroke engine
• Dry sump lubrication system Four Stroke Engine

Mist Lubrication Systems
• Two-stroke engines: the charge is compressed in the crankcase, and as such it is
not suitable to have the lubricating oil in the sump.
• Such engines are lubricated by adding 3 % to 6 % oil in the fuel tank itself.
• The oil and fuel mixture is inducted through the carburetor.
• The fuel gets vaporized and the oil, in the form of mist, goes into the cylinder
through the crankcase.
• The oil that impinges the crankcase walls lubricates the main and connecting rod
bearings, and the rest of the oil lubricates the piston, piston rings and cylinder.
• The main advantage with this system lies in the simplicity and low cost as the
system does not require any oil pump, filter etc.

Wet Sump Lubrication Systems
• In the wet sump system, the bottom of the crankcase contains an oil
sump (or pan) that serves as the oil supply reservoir.
• Oil dripping from the cylinders and bearings flows by gravity back into
the wet sump where it is picked up by a pump and re-circulated
through the engine lubricating system.
• The types of wet sump systems used are:
1. the splash and circulating pump system
2. the splash and pressure system
3. the full force-feed system

Splash and Circulating Pump System
• oil troughs
• Oil pockets
• Oil holes
• Drip oil

Splash and Pressure System

Full Force Feed System

Dry Sump Lubricating System

Crankcase ventilation

Lubricating Oil
• The oil used in an engine must serve as a lubricant, a coolant and an
agent for removing impurities.
• It must be able to withstand high temperatures without breaking
down. The oil must operate over a good range of temperature.
• They must not oxidize on the chamber walls, piston crown or at the
piston rings. Oil should have high film strength to prevent metal-to-
metal contact even under extreme loads.

Properties of Lubricating Oil
A. Viscosity: The lubricating oil should have the correct viscosity so
that it flows easily to all the moving parts.
• If oil viscosity is too high, more work is required to pump it and to
shear it between the moving parts.
• This results in greater friction work, reduced brake work and hence
reduced power output.
• Viscosity is highly dependent on temperature, increasing with
decreasing temperature.
• The fuel consumption may increase by as much as 15 %.

Rating of Lubricating Oil
• Lubricating oil is generally rated using a viscosity
scale established by the SAE Commonly used
viscosity grades are: SAE 5,10,20,30,40,45,50
• The oil with lower viscosity grades is less viscous
and is used in cold-weather operation.
• Modern high temperature, high speed, close
tolerance engines use high viscosity grades oil.
• When certain polymers are added to oil, the
temperature dependency of oil viscosity is
reduced.
• These oils have low viscosity grades when they are
cold and higher as they become hot.

Oil Standards
Service Categories--Gasoline Engines Service Categories--Diesel Engines
• SA, SB, SC, SD, SE, SF, SG, SH are obsolete. • CA, CB, CD, CE are obsolete.
• SJ: 2001 and older automotive engines. • CF: Off road, indirect-injected manufactured
after 1994 and with fuels over 0.5% sulfur.
• SL: All automotive engines manufactured
after July 2001. • CF-2: Severe duty, two cycle engines.
• CF-4: High speed, four cycle engines.
• CG-4: Severe duty, high speed, four stroke,
with fuels less than 0.5% sulfur.
• CH-4: High speed, four stroke engines
designed to meet 1998 exhaust standards.
• CI-4: High speed, four stroke engines designed
to meet 2002 exhaust standards.

Properties of Lubricating Oil
• Specific Gravity: This property is of little importance except as an indicator of weight and volume. The
specific gravity of oil varies from 0.85 to 0.96.
• Pour Point: It indicates the temperature below which the lubricating oil loses its fluidity and will not flow or
circulate in the system. This characteristics of the oil is important at low temperature Pour point must be at
least 15F lower than the operating temperature to ensure maximum circulation.
• Oxidation Stability/ corrosiveness: Oxidation stability of an oil is its resistance to oxidation. Due to oxidation,
oil forms deposits on the piston rings, and thereby loses its lubricating property. Some inhibitors are used to
counteract these tendencies.
• Acidity and Neutralization Number: The lubricating oil should have low acidity. The neutralization number is
a measure of acidic or alkaline contents of oil.
• Oiliness/film strength : Oiliness is responsible for the boundary layer of molecules that can adhere or cling
to a metal surface and provide lubrication after most of the oil gets displaced or squeezed out.

Types of Lubricating Oil
• Classification of Lubricants
1. Animal
2. Vegetable
3. Mineral
4. Synthetic
• Vegetable oils have been used in the past, especially for racing car engines. The main advantages of these
oils are their high film strength, and they have a good lubricity. Later, specially formulated mineral oils have
replaced their use in high performance engines.
• Mineral oils are most readily available and cost effective. They readily respond to additives, and can be
produced in a wide range of viscosities. The main disadvantage lies with its wax content that affects cold
performance and can clog filters.

Additives for lubricants
• Anti-oxidant and anti-corrosive agents
• Detergent dispersant
• Extreme pressure additives
• Pour point depressor
• Viscosity index improvement
• Anti-foam agent
• Oiliness and film strength agents

Conclusions
• In order to minimize friction between the moving parts and hence wear,
lubrication system in an engine plays a significant role. The lubrication system is
designed to deliver clean oil at the correct temperature and pressure to every
part of the engine.
• Lubricating oil can be supplied to the various engine components by a splash
system or by a pressurized system or a by a combination of both. In two-stroke
engines, oil is mixed with the fuel itself.
• The lubricating oil used in an engine also helps to cool the engine. The hotter
parts like piston face and back surface of piston crown is subjected to oil flow,
usually done by spraying the oil by pressurized systems or by splash in non-
pressurized system. Other components like camshaft and connecting rods are
also cooled by oil circulation through oil passages.

Unit 3 Ignitin, Cooling & Lubrication System

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UNIT 3

IGNITION SYSTEM,ENGINE COOLING SYSTEM,

24-Aug-16 Prof. Sangamesh Bhure, Mech Dept. SIT Pune 1

24-Aug-16 Prof. Sangamesh Bhure, Mech Dept. SIT Pune 2

24-Aug-16 Prof. Sangamesh Bhure, Mech Dept. SIT Pune 3

24-Aug-16 Prof. Sangamesh Bhure, Mech Dept. SIT Pune 4

24-Aug-16 Prof. Sangamesh Bhure, Mech Dept. SIT Pune 5

24-Aug-16 Prof. Sangamesh Bhure, Mech Dept. SIT Pune 6

24-Aug-16 Prof. Sangamesh Bhure, Mech Dept. SIT Pune 8

24-Aug-16 Prof. Sangamesh Bhure, Mech Dept. SIT Pune 9

24-Aug-16 Prof. Sangamesh Bhure, Mech Dept. SIT Pune 10

24-Aug-16 Prof. Sangamesh Bhure, Mech Dept. SIT Pune 11

24-Aug-16 Prof. Sangamesh Bhure, Mech Dept. SIT Pune 12

24-Aug-16 Prof. Sangamesh Bhure, Mech Dept. SIT Pune 13

24-Aug-16 Prof. Sangamesh Bhure, Mech Dept. SIT Pune 15

• Uses a changing magnetic field to generate current in primary and

24-Aug-16 Prof. Sangamesh Bhure, Mech Dept. SIT Pune 16

24-Aug-16 Prof. Sangamesh Bhure, Mech Dept. SIT Pune 17

24-Aug-16 Prof. Sangamesh Bhure, Mech Dept. SIT Pune 18

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