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Mazdoor Kisan Shakti Sangathan Jawaharlal Nehru
“The Right to Information, The Right to Live” “Step Out From the Old to the New”

IS 7451-1 (2007): Reciprocating internal combustion engines

- Vocbulary, Part 1: Terms for engine design and operation
[TED 2: Automotive Primemovers]

“!ान $ एक न' भारत का +नम-ण”

Satyanarayan Gangaram Pitroda
“Invent a New India Using Knowledge”

“!ान एक ऐसा खजाना > जो कभी च0राया नहB जा सकता ह”

है”
ह
Bhartṛhari—Nītiśatakam
“Knowledge is such a treasure which cannot be stolen”
 IS 7451 (Part 1) :2007
ISO 2710-1:2000

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Indian Standard
RECIPROCATING INTERNAL COMBUSTION
ENGINES — VOCABULARY
PART 1 TERMS FOR ENGINE DESIGN AND OPERATION

(First Revision )

ICS 01.040.27; 27.020

@ BIS 2007

BUREAU OF INDIAN STANDARDS

MANAK BHAVAN, 9 BAHADUR SHAH ZAFAR MARG
NEW DELHI 110002

September 2007 Price Group 7

Automotive Primemovers, Transmissions, Steering Systems and Internal Combustion Engines
Sectional Committee, TED 2

NATIONAL FOREWORD

This Indian Standard (Part 1) (First Revision) which is identical with ISO 2710-1:2000 ‘Reciprocating
internal combustion engines — Vocabulary — Part 1: Terms for engine design and operation’ issued
by the International Organization for Standardization (ISO) was adopted by the Bureau of Indian
Standards on the recommendation of the Automotive Primemovers, Transmissions, Steering Systems
and Internal Combustion Engines Sectional Committee and approval of the Transport Engineering
Division Council.

The sectional committee decided to align the Indian Standard with the corresponding International
Standard wherever feasible and wherever the domestic considerations were not so intense so as to
have standards different from the ISO Standards. This decision was taken with a view to upgrade the
quality of the products in line with the International Standards.

This standard was first published in 1974. The first revision has been undertaken due to revision of
base standard

Only the English language text in the International Standard has been retained while adopting it in this
Indian Standard, and as such the page numbers given here are not the same as in the International
Standard.

The following technical changes have been incorporated:

a) Title and scope have been modified.

b) The following have been included:
1) Pilot injection engine (3);
2) Multi-fuel engine (4);
3) Adiabatic engine (5);
4) Accumulator injection, pilot injection (6);
5) Working medium (7);
6) Pressure wave charging; constant pressure; pressure charging; two stage pressure
charging; surge; surge line; turbocharger efficiency; equivalent area of turbine nozzle .“
have been included (8);
7) Ignition timing, diesel knock, detonation (9);
8) Effective compression volume; effective cylinder volume, bumping clearance, number of
cylinders, connecting rod ratio, valve timings (1 O);
9) Unidirectional engine, direct reversing engine, turbocompound engine (17); and
10) Various types of engines based on cylinder arrangement (18).
c) New clauses have been added.
1) Airflow (8.5);
2) Engine speed (11),Torque (12), Power (13), Consumption (14), Pressures (15); and
Temperatures (16).

The text of ISO Standard has been approved as suitable for publication as an Indian Standard without
deviations. Certain conventions are, however, not identical to those used in Indian Standards.
Attention is particularly drawn to the following:

a) Wherever the words ‘International Standard’ appear referring to this standard, they should
be read as ‘Indian Standard’.

b) Comma (,) has been used as a decimal marker, while in Indian Standards, the current
practice is to use a point (.) as the decimal marker.
 IS 7451 (Part 1) :2007
ISO 2710-1:2000

hciian Standard
RECIPROCATING INTERNAL COMBUSTION
ENGINES — VOCABULARY
PART 1 TERMS FOR ENGINE DESIGN AND OPERATION

(First Revision )

1 Scope energy mto mechanical work during temperature of the cyhnder con-
combustion In one or more cyl- tents, resulttng from their com-
This part of ISO 2710 def(nes the inders In which working pistons re- pression (self -lgnltlon)
base terms relatlng to the design ciprocate
and operat:on ot Reclprocatlng
Interral Cornbustlon (RIC) engines. NOTE When such a mechanism does
nol debver shafl power but power m
Fur[her terms relatlng to cf.)mpo- the form of hot gas, the mechanism is 3.2
nents and systems of RIC engines known as a free pistrm gas generator. hot bulb engine
are defined m the nine parts of an engine In which Ignltlon IS
ISO 7967, and the performance IS obtained by the temperature of the
defined In the seven parts of cylinder contents, resulting not
ISO 3046 solely from their compression but
also from a local hot surface
NOTE For the translation of the terms 3 Definitions for
Into a language other than English,
reciprocating internal
French or Russian, the terms com-
monly applled In the particular coun?ry combustion engines
shall be used classified by ignition
method 3.3
engine with externally
supplied ignition
2 Main definition an engine in which fuel is supplied
3.1 in gaseous form and mixed with alr
2.1 compression ignition engine outside the cylinder, tgnitlon being
reciprocating internal an epglne In which air is com- obtained by a device in the com-
combustion engine pressed and tuel Injected near the bustion chamber supplied with
a mechanism delivering shaft power end of the compression stroke lgnl- energy from a source situated
by the conversion of fuel chemical t}on being obtained solely from the outside the cylinder

1
IS 7451 (Part 1) :2007
ISO 2710-1:2000

3.3.1 4.1.2 4.3

spark ignition engine spark ignition engine with dual-fuel engine
,Ir .’no Ile In Which Ignll[on IS carburetor an engine which can operate either
,, OI:YHL~(j by means of an electrlc carburetor engine as a gas engine, as a pilot In)ection
!s~ari a spark ign]tlon engine in which engine or as a diesel engine
s~~itable mixture of alr and fuel
PJOTE In some countnes this eng[ne IS
formed outside the cyllnder in
,il<o Lncvin aS an “Otto-engine”
device called a carburetor

5 Reciprocating internal
combustion engines classified
3.4
convertible engine by cooling method
,~[-,erlglr),~ which IS so deslgced and 4.1.3
eql~l~pec spark ignition engine with
that, by some small
fuel injection 5.1
: banqes to the construction of the
a spark ignlt[on engine In which fu liquid-cooled engine
JngIrle, II can be converted from a
is injected either into the air intak an engine in which the cyllnders
:comnresslon igmtlon engine into a
manifolds or Into the cyhnders and cylinder heads are directly
‘PC~IKlq’ltlon ewfne and vice versa cooled by liquid

NOTE The term “water-cooled engine”

k also used when the Ilqutd IS predomi-
nantly water. The term “oil-cooled
engine” IS used when the Ilquld IS
4.1.4 Iubncatmg 011only.
multi-fuel engine
an engine so designed an
equipped that without modlflcatlol
3.5
it can operate on fuels of M,lde!y dil
pilot injection engine
ferent lgnltlorl properles
ii e::g IrI? m which a small ~uantlty
~ f ll.:l.I j fuel IS Injected Into the
5.2
: vllnders to ,n!tlate combustion air-cooled engine
an engine In which the cyllnders
and cylinder heads are dlrectlv
cooled by alr

4 Reciprocating internal
5.3
combustion engines
adiabatic engine
classified by fuel type an engne In which heat-loss from
the cyllnder and piston area is
mlmmlzed by means of Insulation
4.1
liquid-fuel engine NOTE It IS Irnposslble to achle.e the
,+11
~J,~~IIIe
\vhlch operates on a fuel theoretical adlabat(c process In
,:jt s Iquld a~ standard ambient practice For this reason manufacturers
frequently use the term “heat tight
.crwjtor s
engine”.

6 Fuel supply

4.2.2
spark ignition gas engine 6.1
a g3s eng)ne IrI which Ignltlon injection of fuel
occurs by means of an electrlc Introduction, under pressure, of fuel
spark Into the combustion alr
 IS 7451 (Part 1) :2007
ISO 2710-1:2000

6.1.1 6.2 8 Gas exchange

air injection induction of fuel
injection of Ilquld fuel into the cylin- supply into the working cylinder of a
8.1
der by means of high pressure air mixture of fuel and air, formed out-
natural aspiration
side the cylinder
where the air (or air-fuel mixture) is
caused to flow into a working cyl-
inder solely by the difference
6.1.2 between atmospheric pressure and
mechanical injection 7 Working cycle the pressure in the cylinder
Injection of fuel solely by raising the
fuel pressure until a valve opens 7.1
I
working cycle
NOTE For mechanical In]ection using a complete series of changes in the
Ilquld fuel, the term “solld Injection” IS 8.2
parameters of the working medium a
also used.
(mass, volume pressure and tem- pressure-charging
perature etc ) present in each cyl- where the air (or air-fuel mixture) is
caused to flow into a working cylin-
inder of a reciprocating internal
combustion engine, accomplished der at a pressure raised above
atmospheric pressure in order to
before repetition occurs
6.1.3 increase the mass of charge and
direct injection thus make it possible to burn more
an Inject Ion system in which fuel is fuel
Injected into an open combustion 7.1.1
chamber or the main part of a working medium
dlvlded combustion chamber mixture of air, or alr and fuel, and/or
combustion products, present [n 8.2.1
the cylinder during the working tuned intake pressure
cycle charging
6.1.4 a pressure-charging system in which
indirect injection the fresh charge IS precompressed
an InjectIon system In which fuel is 7.2 by a pressure wave resulting from
Injected into a divided combustion four-stroke cycle tuned resonance oscillations in the
chamber a working cycle which, for comple- intake duct
tion, needs four successive strokes
of a working piston of a reciprocat-
ing internal combustion engine
8.2.2
independant pressure
6.1.5 charging
accumulator injection pressure-charging in which the
7.2.1 fresh charge is precompressed by
an lnlectlon system [n which fuel IS
four-stroke engine means of a compressor which
Injected by means of pressure from
an engine which works on the four- receives its power from a source
an accumulator, created before or
stroke cycle other than the engine to be charged
during the operation of a fuel pump

7.3
two-stroke cycle
8.2.3
6.1.6 a working cycle wh!ch, for comple-
mechanical pressure
pilot injection tion, needs two successive strokes
charging
of a working piston of a reciprocat-
an In]ectlon system In which a small pressure-charging in which the
ing Internal combustion engine
quantity of fuel IS Injected to start fresh charge is precompressed by
the combustion process and thus means of a compressor driven
obtain smoother combustion with mechanically (for example: by gears
lower peak pressures when the or chains) from the engine to be
main combustion occurs 7.3.1 charged.
two-stroke engine
NOTE This IS also called “pre-inJec- an engine which works on the two- NOTE This IS often called “super-
tlon” stroke cycle charging”

\
IS 7451 (Part l) :2007
1s0 2710-1:2000

8.2.4 8.2.9 8.4.1.2

turbocharging surge line cross scavenging
pressure-charging in which the envelope of the points where surge transverse flow scavenging, occur-
fresh charge is precompressed by occurs ring when the inlet ports and the
ri leans of a compressor driven by a exhaust ports are at the same end
‘Urblne fed by the exhaust gas of of the working cylinder and are
~he engine to be charged substantially on opposite sides of
8.2.10 the cylinder
turbocharger efficiency
adiabatic ou;put power di;ided by
the actual input power 8.4.1.3
loop scavenging
8.2.5 transverse flow scavenging, occur-
pressure wave charging ring when the inlet ports and the
pressure-charging in which the exhaust ports are at the same end
fresh charge is compressed by of the working cylinder and are on
means of a-compressor driven by a 8.2.11 the same side of the cylinder
turbine fed by the exhaust gas of equivalent area of turbine
the engine to be charged nozzle
a figure specified for each particular
design of turbocharger which 8,4.2 method of scavenging
affects the speed, and thus the
pressure ratio, of a turbocharger 8.4.2.1
crankcase scavenging
8.2.6 a method of scavenging in which a
constant pressure, pressure fresh charge is induced into the
charging cyhnder by compression in the
pressure-charging in which the crankcase by the crankcase side of
exhaust ports are connected to a 8.3 the working piston
single exhaust manifold, the design charge cooling
of which ensures that its pressure cooling of the charge after com-
IS virtually constant pression in a pressure-charger and
before entering the working cylin-
8.4.2.2
der
scavenging by blower
a method of scavenging in which a
fresh charge is supplied by a blower
8.2.7
two-stage pressure charging 8.4
pressure-charging in which a fresh scavenging
charge IS precompressed by means expulsion of combustion gases
of two compressors which act on from the working cylinder by a fresh 8.4.2.3
the charge one after the other to charge admitted through the inlet exhaust pulse scavenging
raise Its pressure to a higher value valves or ports while the exhaust a method of scavenging in which
than could be achieved with just valves or ports are still open the expulsion of gases from the
one compressor working cylinder is assisted by low
exhaust pressure resulting from the
low pressure part of the pressure
pulse cycle m the exhaust manifold

8.4.1 Type of scavenging of two-

8.2.8
stroke engines
surge
operating point at which the 8.4.1.1 8.5 Airflow
compressor of a pressure charger is uniflow scavenging
unable to maintain a steady airflow axial flow scavenging occurring 8.5.1
at ,; given pressure ratio specific air consumption
when the inlet ports and the
exhaust ports are at the opposite quantity of air entering the working
NOTE Reversal of the airflow gives a
ends of the working cylinder cylinders per unit of power and time
charactemtic sound

4
 IS 7451 (Part l): 2007
ISO 2710-1:2000

8.5.2 8.5.7 8.5.12

overall air/fuel ratio charge flow rich mixture
quantity of alr entering the working mass of fresh charge supplied to a an air-fuel mixture that contains
cyllnders dwided by the quantity of cylinder per unit of time more fuel than that theoretically
fuel supplled to the engine during required for complete combustion
the same period of time

8.5.8
8.5.13
8.5.3 theoretical charge flow
lean mixtur re
trapped air/fuel ratio nominal gas flow
an air-fuel rmixture that contains
quantity of alr trapped in a cylinder theoretical mass of fresh charge
more air than that theoretically
before combustion divided by the supplied per untt of time corre-
required for complete combustion
quantity of fuel supplled to the cvl- sponding to the piston-swept
Inder for one working cycle. volume at the pressure and
temperature conditions in the
NOTE For liquid-fuel engnes, air-fuel
charge air manifold
ratios are expressed as ratios of mass.
8.5.14
For gas engines air-fuel ratios may be
stratified engine mixture
expressed as ratios of volume at the
a mixture which is richer nearer the
same temperawre and pressure.
ignition plug and leaner further

8.5.9
scavenging efficiency
8.5.15
8.5.4 mass of fresh charge trapped in a
stoichiometric mixture
delivery ratio cylinder before combustion divided
a mixture that contains exactly the
mass of fresh charge supplled to a by the sum of the mass of fresh
theoretically required air-fuel ratio
cylinder for one working cycle charge trapped in a cyllnder before
for complete combustion
dlvlded by the mass of fresh charge combustion and the mass of resid-
corresponding to the piston swept ual gas from previous working
volume at the pressure arm tem- cycles remalnlng in a cylinder after
perature conditions In the charge air closing the exhaust port
8.5.16
marvfold.
excess air ratio
actual air-fuel ratio divided by the
stoichiometric air-fuel ratio

8.5.5
trapping efficiency 8.5.10
mass of fresh charge trapped in a relative total charge 8.5.17
cvllnder before combustion divided sum of the mass of fresh charge swirl
by the mass of fresh charge sup- trapped m a cylinder before com- rotational flow of gas around the
piled to the cylinder for one working bustion and the mass of residual central axis of the cylinder
cycle gas from previous working cycles
remaining In a cylinder after closing
the outlet port divided by the mass 8.5.18
of fresh charge corresponding to swirl ratio
8.5.6 the piston-swept volume at the ratio of the swirl revolutions/minute
charging efficiency pressure and temperature condi- to the engine revolutions/minute
mass of fresh charge trapped in a tions in the charge air manifold
cyl[nder before combustion divided
by the mass of fresh charge corre-
sponding to the piston swept
volume at the pressure and tem-
8.5.19
perature conditions In the charge air 8.5.11 squish
manifold charging pressure ratio rotational flow of gas rnwards to the
NOTE The charging efficiency IS equal ratio of the mean pressures of the centre of the piston and downward
to the product of the dellvery ratio and charge air behind and before the Into the piston bowl as the piston
the trapping efficiency pressure charger rises

5
IS 7451 (Part 1) :2007
ISO 2710-1:2000

9 Combustion chamber 9.4 10.1.3

piston chamber stroke
9.1 part of the combustion chamber nominal d~slance through which a
combustion chamber s!tuated in the Giston working piston moves between two
,) space In whjch ignltlon and com- successive reversals of its direction
bustlon occur of motion

9.5
ignition timing
10.1.4
9.2 instant In the engine cycle when
dead centre
open combustion chamber sparking IS Inltlated on th,e !gnitlon
position of the working piston and
a combus?lon chamber which is not plug of a spark gnltlon engine, gen-
the moving parts which are me-
dlvded erally expressed by the number of
chanically connected to It at the
degrees of crank angle before top
moment when the d!rection of the
dead centre
piston rmotlon IS reversed (at either
end-point of the stroke)
9.3
divided combustion chamber
a combustion chamber dlvlded into 9.6 10.1.4.1
parts (mwn part and subsidiary diesel knock bottom dead centre
parts) Irl s~~ch a way that communi-
noise caused by an uncontrolled dead centre when the piston IS
cation between them IS restricted extreme rate of pressure rise which nearest to the crankshaft
occurs at the beglnmng of combus-
tion

10.1.4.2
9.3.1 top dead centre
9.7
prechamber dead centre when the piston is far-
detonation
:..; bsldlary part of a divided com- thest from the crankshaft
an abnormally high rate of pressure
bjston cn~rnber Into which the fuel
rise during corn bustlcn NOTE In engines with only one piston
IS njected, communicating through
In each cyhnder, the expression “outer
one or n-ore cormparatwely narrow
dead centre” IS some[imes used
passages with the other part of the
Instead of “top dead centre” and
combustion chamber “Inner dead centre” instead of “bottom
dead centre” However, for opposed-
plston engines and free-piston engines, !#
10 Engine data It IS common to use those expressions
9.3.2
In the opposite sense. Only the terms
whirl chamber ‘
defined in 101.4.1 and 10.1 .4.2 should
subsldlarv part of a divided com- .
be used.
bustion chamber Into which fuel IS 10.1 Dimensional data
lnlected, communicating through
one large passage with the other
uart of the combustion chamber 10.1.1
and designed to give a controlled cylinder bore
sw]rl to the working medium 10.1.5
nominal Inner diameter of the
stroke/bore ratio
working cylhnder
NOTE A chamber of this type IS also ratio of the numerical values of
known as a “swirl chamber”. stroke and bore

10.1.2
piston area
area of a circle of diameter equal to 10.1.6
9.3.3 the cylinder bore nominal volume
air chamber
volume calculated from the nominal
subsidiary part of a divided com- NOTE For an engine in which a piston dimensions
bustion chamber into which fuel IS rod passes through the combustion
not Injected, and communication space, this area must be reduced by NOTE Nominal volumes are mainly
with the other part of the combus- the area of the cross-section of the pis- used for mechanical but not for ther-
tion chamber IS restricted ton rod modynamic calculations.

6
 I
IS 7451 (Part 1) :2007
ISO 2710-1:2000

10.1.6.1 10.1.6.6 10.1.8

nominal clearance volume nominal compression ratio number of cylinders
nornlnal volume of the space cm the numerical val~le 0[ tlhe nominal cyl- number of working cyllnders of a
c(]mhustlon side of the piston at top \nder volume dfvded by the reciprocating Internal combustion
dead centre nUn-, erl Ca\ \Ja\LIt2 of ~~e nornlnat eng~ne
clearance volume
NOTE blh, en apphcable, ttl(s volume NOTE If one combustion chamber
lrl~ Iucle. bo[h parts of a dlvlded corm serves several work[ng cyllnders, these
&J>tIOII :h;lmber count as one working cyllnder If sev-
10.1.7
eral combustion chambers are con-
effective compression volume tained by one working cyllnder It
numericai vaius of the et fectlve counts as one working cyllnder
cyllrder v~lurl)e dlvlded by the
nurr-lerlcal value uf the effective
clearance vol~n)e
10.1.6.2
piston-swept volume
10.1.9
rcn}ln~ volume generated by the
connecting rod ratio
‘v’/:.rKlng ; ::~rl m+en t:avelllng from
10.1.7.1 ratio of the crank radius to the dis-
C’-e dead centre to the next one, working medium volume tance between the centres of the
calculated as the product of piston effective volume occu~led by the bores of the connecting rod blg and
~rpa and stroke workng rned’!Jrrl on the comtlus- small ends
Ilon side of the ~jlstun at a glJerl
NOTE In opposed-piston engines, the
poln? of the cy(:le
rlS~OP-S\FJept volIJn)~? IS defined as the
‘.,,.,, of the:, c rlormrlai volunles for the
NOTE For a (I)ut)le-actlr]g engine, the
pt.-ions, ;rr one cy!indei 10.1.10
volume on ea(,l; ;Ide of [he v~orktn<~
valve timing
plstor, !s Considered i separ,; lely For ar)
oppc)sed-plstorl engine, I? I:; the volume
beglnnlng and end of the valve
betweer] the p)->tons ihat IS c:onsdered motion, generally expressed In
degrees of crank angle from a
designated dead centre
10.1.6.3
nominal cylinder volume
n:rmnal volume of the space on the 10.1.7.2
combustion side of the piston at effective cylinder volume
bottom dead centre maxlmurn m>rklnq me(tiurn vc!urne

PJOTE The nornlrnal cyltnder volume IS

e(lllai to the sor~l of the nominal clear- 11 Engine speed
,,,-, c ~ol,,rne aI Id the plstor-swept VOl-
Llllle 11.1
10.1.7.3 engine speed
effective clearance volume number of revolutions of the crank-
n7inln7un7 wo”klng r7ed urn voldme shaft In a given period of time

NOTE This ~ol~me IS Asi] known as NOTE In the case of free-piston

the “compressmo space volcirne” engines the speed IS the number of
10.1.6.4 cycles per minute of the reciprocating
engine-swept volume parts.
s ,nl {f :j!l tn~ piston-swept vol-
u-r-les at ?hle engne

10.1.7.4
bumping clearance
11.1.1
distance between the lower surface
maximum continuous speed
of the cyllnder head and the upper
maximum engine speed at which
surface of the piston clown when
the engine is allowed to run con-
the piston IS at top dead centre
10.1.6.5 tinuously at the continuous power
engine cylinder volume NOTE This vol(lme IS also known as declared by the manufacturer for a
,Jj~,-, ~-)f all the normnal cyllndel the “top clear anc~” particular application
vciu77es of the engine
7
IS 7451 (Part l) :2007
ISO 2710-1:2000

11.1.2 12.2 13.1.1

declared speed
engine speed at which the engine
delivers the declared powe?
breakaway torque indicator diagram
drwlng torque that has to be applied a diagram representing the variation
to the flywheel or the crankshaft to of pressure of the working medium
overcome the static frictional resist- in a cylinder throughout a working
ance of the main running gear and cycle
of the essential dependent auxilia-
ries at the beginning of rotation

11.1.3 NOTE The preferred term should be 13.2

overload speed “static frlctlon torque” “Unsticking brake power
engine speed at which the engine torque” is also used power or the sum of the powers
delwers The overload power de- measured at the driving shaft or
clared by the manufacturer shafts

13.2.1
12.3
11.1.4 brake mean effective
cranking torque
idling speed pressure
sum of cranking resistance torque
steady state engine speed withQvt work done per working cycle corre-
and accelerauon tomue
load sponding to the brake power
divided by the engine swept
Ni2TE TFIIS IS also known as the “no volume
\O~dspeed”
12.3.1
cranking resistance torque
drwlng torque required to overcome 13.2.2
the frictional resistance of the main brake thermal efficiency
running gear, the working cycle brake power divided by the rate of
11.1.5 losses and the torque required by supply of heat energy to an engine
firing speed the essential dependent auxiliaries as fuel
engine speed to which an engine in order to maintain a constant
nust be accelerated from rest, by engine speed after a given period of NOTE The heat energy of the fuel
the use of an external supply of time from the beginning of rotation should be considered as the product of
energy separate from the fuel feed the mass of fuel and Its lower calorific
system before It become self- value,
sustaln[ng

13.3
mechanical efficiency
12.3.2 brake power divided bv the indi-
11.2 acceleration torque cated Dower
mean piston speed torque required to accelerate the
mean veloclty of the piston, calcu- main running gear and the essential
lated as twice the product of the dependent auxiliaries during the
13.4
stroke and the engine speed speed acceleration period from the
load
beginning of rotation
a general term describing the mag-
nitude of the “power” or “torque”
demanded from the engine by its
driven machinery and usually
expressed relative to a declared
13 Power power or torque
12 Torque
13.1 NOTE The term “load” is physically
12.1 indicated power imprecise and should be avoided. For
torque total power developed in the work- quantitative purposes, the terms
brake torque ing cyllnders as a result of the pres- “power” or “torque” should be used
turning moment delivered by the sure of the working medium acting instead of “load”, together with a
engine at a drwing shaft on the pistons statement of speed,

8
 I
IS 7451 (Part l) :2007
ISO 2710-1:2000

13.5 14.3 15.2

friction power lubricating oil consumption maximum cylinder pressure
power necessary to overcome quantity of lubricating oii consumed maximum pressure of the working
mechanical friction and to supply by an engtne per unit of time medium present In a cyllnder
energy for all essential dependent attained durtng a working cycle
auxiliaries
NOTE This pressure is also known as
“peak pressure”.

14.4
15.3
specific lubricating oil
13.6 ambient pressure
indicated thermal efficiency consumption
pressure level of the atmosphere in
ratio of the indicated power to the quantity of lubricating oil consumed
the vicinity of where the engine
rate of supply of heat energy to an by an engine per unit of power and m
takes its air
time
engine as fuel

15.4
inlet pressure
14.5 arithmetic mean absolute intake
heat consumption pressure at engine or pressure
rate of supply of heat energy to an charger inlet
73.7
heat emission engine per unit of time
heat emitted from an engine by
NOTE Heat consumption is calculated 15.5
radiation, convection and conduc-
as the product of fuel consumption boost pressure
tion into the surrounding atmos-
(14.1) and lower calorlflc value. arithmetic mean charge air pressure
phere
after a pressure charger

NOTE When the boost pressure is

only slightly above atmospheric pres-
sure, the term “scavenging pressure”
IS used in the case of two-stroke cycle
engines
14.6
14 Consumption specific heat consumption
rate of supply of heat energy to an
14.1 engine per unit of power and time
15.6
fuel consumption exhaust back pressure
quantity of fuel consumed by an NOTE The speclflc heat consumption arithmetic mean of the pressure in
engine per unit of time IS given a subscript according to the the exhaust manifold or after the
kind of power to which It refers. turbine

16 Temperatures
14.2
specific fuel consumption 16.1
quantity of fuel consumed by an ambient temperature
engine per umt of power and time temperature level of the atmos-
15 Pressures phere in the environment of the
NOTE While for engines which burn
engine installation
I,quld fuel, the fuel consumption and
15.1
speclflc fuel consumption are normally
expressed In terms of the mass of fuel,
compression pressure in a
for gas engines It IS normal to quote cylinder 16.2
fuel consumption either In units of maximum pressure of the working inlet temperature
energy or as a volume at a specific medium present in a cylinder, at temperature of the air entering an
temperature and pressure, together momentary fuel cut off or ignition engine measured at a specific point
wrth the calonflc value of the fuel. switch off in the inlet ducting

9
IS 7451 (Part l) :2007
ISO 2710-1:2000

16.3 17.4 18.2

minumum engine starting trunk-piston engine c@inder bank
temperature an engine in which each connecting an arrangement of cylinders in
Ikwest site temperature at which an rod is hinged directly to Its working which the centre line of the crank-
egl~e equipped with essential piston, which transmits to the cylin- shaft journals lies in or is parallel to
dr[>el-lat?nt auxiliaries can be der wall the side thrust caused by the plane containing the centre line
b“)~]ght to a self sustained speed angulanty of the connecting rod of the engine cylinders, all cylinders
Iu-ler stated starting conditions being on the same side of the
\\,+l- n a q ven period of time after crankshaft
a(:~L:aillg t+e starting device
17.5
P+(.:TE Fluid Iubrlcants, fuels and cool- cross head engine
J’l!s are anticipated The value of this an engine in which the side thrust 18.3
tempe(at(ure depends on whether a caused by the angularity of the in-line engine
s! ItIog ald IS used For eng!nes wlth- connecting rod is an engine with one cylinder bank
transmitted
oit pret)eatlng the lowest .sIte tem-
through a Ilnking mechanism (cross-
~i, rature assumes i.hat the engine has
head) to guides fixed outside the
tJe(:n completely cooled down to this
cylinder
te’~lperature,
18.4
vertical engine
17.6 an engine with one or more cylinder
unidirectional engine banks each located in a vertical
an engine in which the crankshaft is plane above its crankshaft
designed to always rotate in the
same direction
16.4
exhaust temperature NOTE This cap also be referred to as
mean temperature of the exhaust an “irreversible eng(ne”
g~s Ieavlng the cyllnder 18.5
horizontal engine
an engine with one or more cylinder
17.7 banks each located in a horizontal
direct reversing engine plane
an engine In which the direction of
17 Design arrangement rotation may be changed by the
operation of a control device
18.6
17.1
inclined engine
single-acting engine’
an engine with one cylinder bank
an engine In which combustion
which is located in an inclined plane
t~KeS place on only one and the 17.8
lying between the vertical and hori-
s.; rne side of each working piston turbocompound engine
zontal planes through the crank-
an engine in which the power is
shaft
generated by multmtage expansion
of the working medium in an RIC
17.2
engine and a power turbine
double-acting engine
a;- engine In which combustion
ta~es place alternately on either 18.7
side of each working piston inverted engine
an engine with one or more cylinder
banks each located in a vertical
plane below its crankshaft
18 Cylinder arrangement
17.3
opposed-piston engine
ar engine, having In each cylinder 18.1
t~vo mechamcally connected work- cylinder row 18.8
ing Dlstons runmng in substantially an arrangement of cyhnders in twin-bank engine
opposite dlrectlons, with the work- which the pistons are connected to an engine with two parallel cylinder
ing rnedlum between them the same crankpln of the crankshaft banks and two crankshafts

10
 IS 7451 (Part 1) :2007
ISO 2710-1:2000

18.9 18.12 18.17

V-engine X-engine side-valve engine
an engine with two cyllnder banks an engine with one crankshaft an engine In which the valves are
inclined at an angle to each other having four cyllnder banks arranged mounted in the crankcase at the
and with one crankshaft in two planes, Incllned at an angle side of the piston and close (n the
to each other, the two banks in same direction as the piston
each plane being on opposite sides movement towards bottom dead
18.9.1 of the crankshaft centre
V-angle delta
A
angle between two planes contain-
ing the centre lines of the engine 18.13 19 Free-piston engines
cylinders perpendicular to the H-engine
crankshaft an engine with two crankshafts
having four cyllnder banks in two 19.1 ●
parallel planes, the two banks in free-piston engine
(0° < A < 180°)
each plane being on opposke sides a mechanism delivering power by
of a crankshaft the combustion of fuel in one or
more cylinders in which working
18.9.2
pistons reciprocate but where the
cylinder offset
distance measured parallel to the power is not transmitted by a shaft
crankshaft, between the centre 18.14
radial engine NOTE The pistons are nevertheless
Itnes of two pistons on opposite
an engine wtth more than two cyl- synchronised by a means that may not
sides of the V of the engine that
be mechanical.
nave connecting rods that work on inders In each row equally spaced
the same crank p!n around the crankshaft

NOTE Cylinders may be In banks or If

there are only two rows on the shaft 19.2
they may be st~ggered In which case free-piston gas generator ,
they are said to be “star engines” a free-piston engine in which the
18.10
power is delivered in the form of
horizontally opposed engine hot gas
an engine with two cylinder banks
18.15
located m the same plane on oppo-
polygon engine
site sides of the crankshaft
an opposed-piston engine with
three or more cyllnder banks in- 19.3
clined at an angle to each other so free-piston compressor
that the banks form the plane sides a free-piston engine in which the
of a polygonal prism with a crank- power is delivered in the form of
18.11 shaft at each corner of the prisrr compressed alr
broad-arrow engine
an engine with more than two cyl-
inder banks inclined at an angle to
each other and with one crankshaft, 18.16
overhead-valve engine 19.4
the Incllned angle between the
an engine in which the valves are free-piston gas generator set
extreme banks being less than 180°
mounted in the cyllnder head above a combination of one or more free-
NOTE A broad-arrow engine with the piston and close In the same piston gas generators with a
three cyllnder banks IS known as a direction as the piston movement mechanism which converts power
“W-engine” towards top dead centre in the hot gas Into shaft power

11
IS 7451 (Part 1) :2007
1S0 2710-1:2000
Alphabetical index

A k inlettemperature 16.2
invertedengine 18.7
acceleration torque 1232 effective clearance
accumulator injection 615 volume 101 73
adiabatic engine 53 effective compression
air chamber 933 volume 101 7 L
air-cooled engine 52 effective cylinder volume 10.1.7.2
air injection 61 1 engine cylinder volume 101.6.5 lean mixture 8.5.13
ambient pressure 153 engine speed 111 liquid-cooled engine 5.1
ambient temperature 161 engine with externally supplied liquid-fuel engine 4 1
ignition 33 load 13.4
engine-swept volume 10.1 .6.4 loop scavenging 8.4.13
B equivalent area of turbine lubricating oil consumption 14.3
nozzle 8211
●
boost pressure 155 excess air ratio 8516
bottom dead centre 10141 exhaust back pressure 156 M
brake mean effective exhaust pulse scavenging 842.3
pressure 132 1 exhaust temperature 164 maximum continuous
brake power 132 speed 11,1,1
brake thermal efficiency 1322 maximum cylinder pressure 15,2
breakaway torque 122 mean piston speed 11.2
broad-arrow engine 1811 mechanical efficiency 13.3
bumping clearance 101 74 firing speed 11 1 5 mechanical injection 6.1.2
four-stroke cycle 72 mechanical pressure
four-stroke engine 72 1 charging 8.2.3
c free-piston compressor 19.3 minimum engine starting
free-piston engine 191 temperature 16.3
charge cooling 83 free-piston gas generator 19 multi-fuel engine 4.1,4
charge flow 857 free-piston gas generator set 19.4
charging efficiency 856 friction power 135
charging pressure ratio 8511 fuel consumption 141
N
combustion chamber 91
compression ignition engine 31
natural aspiration 8.1
compression pressure in a G
151 nominal clearancevolume 10.1,6.1
cylinder
nominal compression
connecting rod ratio 1019 gas engine 42
ratio 1016.6
constant pressure, pressure
nominal cylinder volume 10.1 .6.3
charging 826
nominal volume 10.1.6
convertible engine 34 H number of cylinders 10.1.8
crankcase scavenging 842,1
cranking resistance torque 123,1 H-engine 1813
cranking torque 123 heat consumption 145
cross head engine 175 heat emission 137 0
cross scavenging 841 2 horizontal engine 185
cylinder bank 182 horizontally opposed engine 1810 open combustion chamber 9.2
cylinder bore 1o11 hot bulb engine 32 opposed-piston engine 17,3
cylinder offset 1892 overall air/fuel ratio 8.5.2
cylinder row 181 overhead-valve engine 18.16
overload speed 11.1.3
I

u idling speed 11 1 4
ignition timing 95 P
dead centre 101 4 in-line engine 183
declared speed 11 1 2 inclined engine 186 pilot injection 6.1.6
delivery ratio 854 independant pressure pilot injection engine 3.5
detonation 97 charging 822 pilot injection gas engine 4,2.1
diesel engine 4 1 1 indicated power 13.1 piston area 10.1.2
diesel knock ‘36 indicated thermal efficiency 136 piston chamber 94
direct injection 61 3 indicator diagram 1311 piston-swept volume 101,6.2
direct reversing engine 177 indirect injection 614 polygon engine 18.15
divided combustion chamber 93 induction of fuel 62 prechamber 93.1
double-acting engine 172 injection of fuel 6 1 pressure wave charging 8.2.5
dual-fuel engine 43 inlet pressure 154 pressure-charging 8.2
12
 IS 7451 (Part 1) :2007
ISO 2710-1:2000
R w
radial engine 1814 whir! chamber 932
relative total charge 8.510 working cycle 7 1
rich mixture 85.12 working medium 71 1
working medium volume 101 7.1

x
scavenging by blower 8.422
scavenging efficiency 859 X-engine 1812
scavenging 8.4
side-valve engine 18.17
single-acting engine 17.1
spark ignition engine with
carburetor 4.1.2
spark ignition engine with fuel
injection 41.3
spark ignition engine 3.3.1 m
spark ignition gas engine 4.2.2
specific air consumption 8.5.1
specific fuel consumption 14.2
specific heat consumption 14,6
specific lubricating oil
consumption 144
squish 85 19
stoichometric mixture 8515
stratified engine mixture 8514
stroke 10,1 3
stroke/bore ratio I 01 5
surge 82 ‘3
surge line ~~g
swirl 8517
swirl ratio 8518

theoretical charge flow 8.5.8

top dead centre 10.14.2
torque 12.1
trapped air/fuel ratio 8.5.3
trapping efficiency 8.5.5
trunk-piston engine 17,4
tuned intake pressure
charging 8.2.1
turbocharger efficiency 8.210
turbocharging 8.2,4
turbocompound engine 17.8
twin-bank engine 18,8
two-stage pressure charging 8.27
two-stroke cycle 73
two-stroke engine 731

unidirectional engine 176

uniflow scavenging 8.41.1

v
V angle delta A 189.1
V-engine 189
valve timing 10,1 10
vertical engine 184

13
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This Indian Standard has been developed from DOC: No. TED 2 (479).

Amendments Issued Since Publication

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