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QUESTION NO. 1.
The test on two stroke diesel engine was carried out for one hour and the
following observations were recorded: Frictional Power absorbed = 1.5 KW;
Speed of the engine = 600 rpm; Brake Torque = 120 Nm; Fuel consumed =
2.5 kg; Calorific value of fuel = 40.3 MJ/kg; Cooling water circulated = 818
kg; Rise in temperature of cooling water = 10°C; Temperature of exhaust gas
= 345°C; Room Temperature = 25°C; A/F = 32:1
Determine the following parameters:
(a) Brake Power;
(b) Indicated Power;
(c) Mechanical Efficiency;
(d) Indicated Thermal Efficiency, and
(e) Draw Heat Balance Sheet on minute basis and also in percentage.

ANSWER
(a) Brake Power =

=7.54 kW
(b) Indicated Power = Brake power + Frictional power
= 7.54 + 1.5

= 9.04 kW

(c) Mechanical Efficiency =

=0.834=83.4%

(d) Indicated Thermal Efficiency =

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= 0.323 = 32.3%

(e) Heat Balance Sheet

 Energy supplied = = 1680 kJ/min

 Energy Distributed
(a) Heat in B.P. = 7.54 × 60 = 452.4 kJ/min.

(b) Heat in cooling water = = 570.8 kJ/min

(c) Heat in exhaust gases = mgCpg(ΔT)

= = 462 kJ/min

(d) Heat unaccounted (by difference) = 1680 - (452.4 + 570.8 +

462) = 197.8 kJ/min

Percentage heats
 Heat supplied = 1679 kJ/min. = 100%

o Heat in B.P.= =20.94%

o Heat in cooling water= =33.97%

o Heat in exhaust gases= =27.51%

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o Heat unaccounted= =11.78%

QUESTION NO. 2.

In a test of a 4-cylinder, 4-stroke engine 75 mm bore and 100 mm stroke, the

following results were obtained at full throttle at a particular constant speed
and with fixed setting of fuel supply of 6.0 kg/h;

BP with all cylinder working = 15.6 kW,

BP with No. 1 cylinder cut-off = 11.1 kW.
BP with No. 2 cylinder cut-off = 11.03 kW.
BP with No. 3 cylinder cut-off = 10.88 kW.
BP with No. 4 cylinder cut-off = 10.66 kW.

If the calorific value of the fuel is 43600 kJ/kg and clearance volume is
0.0001 m3 ,
calculate:
(a) Mechanical efficiency (b) Air standard efficiency (c) Indicated thermal
efficiency.
ANSWER

Number of cylinders, ncyl = 4;

Number of stroke, S = 4.
Cylinder diameter, D =75 mm = 0.075 m;
Stroke length, L= 100 mm = 0.1 m;
Fuel used per hour, mf = 6.0 kg/h
Calorific value of the fuel, C.V. = 43600 kJ/kg;
Clearance volume, Vc = 0.0001 m3
B.P. with all cylinder working, BP(1+2+3+4) = 15.6 kW
B.P. with cylinder no. 1 cut out, BP(2+3+4) = 11.1 Kw
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B.P. wirh cylinder no. 2 cut out BP(1+3+4) = 11.03 kW

B.P. with cylinder no. 3cut out, BP(1+2+4) = 10.88 kW
B.P. with cylinder no. 4 cut out, BP(1+2+3) = 10.66 Kw

(a) Mechanical efficiency

ηmech=
Assuming that the engine is running at constant speed with all cylinder
firing/working. As the engine is running at constant speed, the frictional
and pumping losses remains constant
= FP(1+2+3+4).
The indicated power when all cylinders firing is given by
IP(1+2+3+4) = BP(1+2+3+4) + FP(1+2+3+4)
Now, assuming that the engine is running with cylinder 1 cut-off but at
same constant speed as when all cylinders are working. As the engine is
running at constant speed, the frictional and pumping losses remains
constant
= FP(1+2+3+4).
The indicated power when cylinder ‘1’ cut off is given by
IP(2+3+4) = BP(2+3+4) + FP(1+2+3+4)
The Indicated power of cylinder ‘1’ when all cylinder firing can be
calculated by subtracting above two equations
IP1 = BP(1+2+3+4) - BP(2+3+4) = 15.6 - 11.1 = 4.5 kW
Similarly Indicated power of cylinders ‘2’, ‘3’, and ‘4’ when all cylinder
firing can be calculated
IP2 = BP(1+2+3+4) - BP(1+3+4) = 15.6 - 11.03 = 4.57 kW
IP3 = BP(1+2+3+4) - BP(1+ 2+4) = 15.6 - 10.88 = 4.72 kW
IP4 = BP(1+2+3+4) - BP(1+2+3) = 15.6 – 10.66 = 4.94 kW
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Therefore, total indicated power of all the engine when all cylinder
firing/working is
IP(1+2+3+4) = IP1 + IP2 + IP3 + IP4
= 4.5 + 4.57 + 4.72 + 4.94 = 18.73 kW

ηmech = 83.3%

(b) Air standard efficiency

ηair-standard

Compression ratio, rv =

Stroke volume, VS

=0.0004417 m3

rv = = = 5.4

ηair-standard

(c) Indicated thermal efficiency.

ηindicated =
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QUESTION NO. 3.

Explain Common Rail Electronic Fuel Injection System (with sensors) with a
neat sketch.

ANSWER
In common rail systems, a high-pressure pump stores a reservoir of fuel at
high pressure — up to and above 2,000 bars (200 MPa; 29,000 psi). The term
"common rail" refers to the fact that all of the fuel injectors are supplied by a
common fuel rail which is nothing more than a pressure accumulator where
the fuel is stored at high pressure. This accumulator supplies multiple fuel
injectors with high-pressure fuel. This simplifies the purpose of the high-
pressure pump in that it only needs to maintain a target pressure (either
mechanically or electronically controlled). The fuel injectors are typically
controlled by the engine control unit (ECU). When the fuel injectors are
electrically activated, a hydraulic valve (consisting of a nozzle and plunger)
is mechanically or hydraulically opened and fuel is sprayed into the cylinders
at the desired pressure. Since the fuel pressure energy is stored remotely and
the injectors are electrically actuated, the injection pressure at the start and
end of injection is very near the pressure in the accumulator (rail), thus
producing a square injection rate. If the accumulator, pump, and plumbing
are sized properly, the injection pressure and rate will be the same for each of
the multiple injection events.
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QUESTION NO. 4.

Explain Common Rail Electronic Fuel Injection System (with sensors) with a
neat sketch.

ANSWER
Wet Sump Lubrication System
The wet sump system is common and standard oil sump in an automobile
engine. it’s called wet-sump because it contains oil in just the sump, serving
as a reservoir and it uses a single oil pump. Oil circulating process seems to
fast in this lubricating system because the oil is pumped from directly to the
moving parts.
The sump is made of thin shaped stainless metal which is used to cover the
engine beneath. It collects the oil when the engine is at rest. Wet sumps are
shaped into deeper section and it’s mounted at the bottom of the crankcase
serving as oil storage/reservoir. Though oil staving often occurs there are
ways to prevent it.
The following are the purposes of a wet sump, which is why its vastly
used in automobile engines:
• The engine is cover completely, preventing external dirt from entering.
• Oil sumps also help in the cooling of lubricating hot oil as the vehicle
moves. There is airflow . . under the sump, which helps to cool the hot
oil before entering the engine for lubrication.
• There are cooling fins in the sump which increase its surface area.
• Oil sumps help to keep big dirt and prevent them from entering the
engine. small dirt is kept by . . the oil filter.
• The oil it contains is used for lubrication, cooling, and cleaning of the
engine.
• With a dipstick, oil sump allows the oil to be a gauge.
• Oil pan/sump allows oil to drain out so new oil can be installed.

Below are the benefits of a wet sump system:

• Working is not complex, that is, it is easy to understand the oil
circulation.
• Wet sump lubricating system is economical.
• Oil circulating is easier and faster.
• The pan/sump features some components like baffles, windage tray,
dipstick for oil controls.
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• Wet oil sump keeps larger dirt at the down portion of the pan.
• This component does not add to the engine’s weight like the dry-sump
system.
• Less maintenance is required.
• A wet sump is widely used for commercial cars.

Below are the disadvantages of wet sump system.

• Oil circulation is limited.
• Any issues with the oil sump or pump affect the circulation of oil.
• Starving of oil easily occur in this lubricating system.
• There is only one oil pump in the system.

Dry Sump Lubrication

In a dry-sump lubricating system, there is an extra oil reservoir aside from

the oil pan. It’s a process to manage lubricating oil in both two-stroke and
four-stroke internal combustion engine. Oil is pumped at different stages in
the system, at a minimum of two, with as many as 5 or 6.
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The first stage is for pressure supply, which supplies oil from the bottom of
the reservoir, along with an adjustable pressure regulator, it supplies oil
under pressure through the filter into the engine. The next stage is
scavenging the oil out of the dry-sump pan and returning the oil and gases to
the external reservoir.

Cooler is always used between the inline of the scavenge outlets and the
external reservoir. A Gilmer or High Torque Drive (HTD) timing belt and
pulleys are usually used to drive the pump. The reason for the several stages
is to ensure all oil is scavenged from the pan and also to ensure excess air
from the crankcase is remove.

Dry sump system is mostly used on larger diesel engines like the ones used
in ships. It is also used on gasoline engines used in racing cars, aerobatic
aircraft as well as high-performance motorcycles. They are used on high-
performance engines due to their reliability, oil capacity, less oil starvation,
etc. it may not be good for all application due to its high cost, complexity,
etc.

The primary purpose of this system is to have a separate tank or reservoir to

store oil. The tank is designed to be tall and round or narrow and contained
internal baffles and an oil outlet. The outlet for supplying oil is located at the
very bottom not to hinder oil supply.
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Below are advantages of a dry sump system:

 It improves engine reliability due to consistent oil pressure.

 Prevent engine from experiencing oil starvation.
 Engines with dry sump system experience increased in
horsepower because of reduced viscous and air friction.
 Because of the larger external reservoir, intake oil capacity is
much.
 High-performance engine like racing cars, sports cars find great
important with this lubricating system.
 Oil temperature is high and perfectly controlled.
 Improve the stability and handling of vehicles.
 Pumps located externally makes them easier to replace and
maintain.
 Dry sump system helps to control gasses trapped from in the oil
from the engine parts.
 Pump efficiency is improved to maintain oil supply to the engine.

Below are the disadvantages of a dry sump system:

 Dry sump system adds to weight, complexity and cost of the engine.
 As wrist pins and pistons depend on lubrication and cooling
respectively on the plashed oil. Inadequate oiling might occur if too
much oil is pulled away by the pump.
 There are extra pumps and lines in the system, which makes it not
economical.
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 The external reservoir and pumps take large space leaving no breathing
spacing or space for air to circulate externally.
 It requires additional oil and maintenance of the system.
 Inadequate upper valvetrain lubrication can also become an issue if too
much oil vapour is being removed from the area.
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QUESTION NO. 5.

Explain TCI and CDI electronic ignition systems with suitable diagrams.

ANSWER

TCI
In automotive applications, the transistorized coil ignition systems which
provide a higher output voltage and use electronic triggering to maintain
the required timing are fast replacing the conventional ignition systems.
These systems are also called high energy electronic ignition systems. When
the transistor is ON, current passes through the primary side of the ignition
coil (coil hereinafter) from the battery to store the energy. And when the
transistor is OFF, the current is shut off causing a sudden change in the
current, generating high voltage on the secondary side of the coil and
initiating ignition. It has Ignition is possible even without a battery
connection.Built-in electrolytic capacitor for kick-start.Compatible with all
types of control, such as ignition and vehicle load controlled by onboard
CPU.

CDI
A typical CDI module consists of a small transformer, a charging circuit, a
triggering circuit and a main capacitor. First, the system voltage is raised up
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to 250 to 600 volts by a power supply inside the CDI module. Then, the
electric current flows to the charging circuit and charges the capacitor.
The rectifier inside the charging circuit prevents capacitor discharge before
the moment of ignition. When the triggering circuit receives the triggering
signal, the triggering circuit stops the operation of the charging circuit,
allowing the capacitor to discharge its output rapidly to the low inductance
ignition coil. In a CD ignition, the ignition coil acts as a pulse transformer
rather than an energy storage medium as it does in an inductive system. The
voltage output to the spark plugs is highly dependent on the design of the CD
ignition. Voltages exceeding the insulation capabilities of existing ignition
components can lead to early failure of those components. Most CD ignitions
are made to give very high output voltages but this is not always beneficial.
When there is no triggering signal the charging circuit is re-connected to
charge the capacitor.
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