Module 2

COOLING SYSTEM A system, which controls the engine temperature, is known as a

cooling system.
NECESSITY OF COOLING SYSTEM -The cooling system is provided in the IC
engine for the following reasons: • The temperature of the burning gases in the engine
cylinder reaches up to 1500 to 2000°C, which is above the melting point of the material of
the cylinder body and head of the engine. (Platinum, a metal which has one of the highest
melting points, melts at 1750 °C, iron at 1530°C and aluminium at 657°C.) Therefore, if the
heat is not dissipated, it would result in the failure of the cylinder material. • Due to very
high temperatures, the film of the lubricating oil will get oxidized, thus producing carbon
deposits on the surface. This will result in piston seizure. • Due to overheating, large
temperature differences may lead to a distortion of the engine components due to the
thermal stresses set up. This makes it necessary for, the temperature variation to be kept
to a minimum. • Higher temperatures also lower the volumetric efficiency of the engine.
REQUIREMENTS OF EFFICIENT COOLING SYSTEM---The two main
requirements of an efficient cooling system are: 1. It must be capable of removing only
about 30% of the heat generated in the combustion chamber. Too much removal of heat
lowers the thermal efficiency of the engine 2. It should remove heat at a fast rate when the
engine is hot. During the starting of the engine, the cooling should be very slow so that the
different working parts reach their operating temperatures in a short time.
TYPES OF COOLING SYSTEM There are two types of cooling systems: (i) Air
cooling system and (ii) Water-cooling system.
AIR COOLING SYSTEM In this type of cooling system, the heat, which is conducted
to the outer parts of the engine, is radiated and conducted away by the stream of air, which
is obtained from the atmosphere. In order to have efficient cooling by means of air,
providing fins around the cylinder and cylinder head increases the contact area. The fins
are metallic ridges, which are formed during the casting of the cylinder and cylinder head
The amount of heat carried off by the air-cooling depends upon the following factors: (i)
The total area of the fin surfaces, (ii) The velocity and amount of the cooling air and (iii)
The temperature of the fins and of the cooling air. Air-cooling is mostly used in tractors of
less horsepower, motorcycles, scooters, small cars and small aircraft engines where the
forward motion of the machine gives good velocity to cool the engine. Aircooling is also
provided in some small industrial engines.
In this system, individual cylinders are
generally employed to provide ample
cooling area by providing fins.
Direct-air Cooling. This system is being
used in light engines such as scooter, motor
cycle, tractor and small Aero-plane engines.
The outer surface of the cylinders and cylinder
heads consists of fins as shown in Fig, which
increase area of contact with the air thus
radiated more heat to the atmosphere. Therefore
for better air cooling, the surface area of the metal which is in direct contact with the air is
increased by increasing the number of fins. The conductivity depends upon the metal used
for cylinder and cylinder head, temperature difference depends upon the atmosphere and
combustion temperature. The mass of air flowing over the fins can be increased by means
of providing the fan or air blower with the engine flywheel. The flow of heat is also inversely
proportional to the length of the heat flow path which depends upon the maximum pressure
for which engine cylinder is designed.
Advantages of Air Cooled Engines-- 1. Its design of air-cooled engine is simple. 2.
It is lighter in weight than water-cooled engines due to the absence of water jackets,
radiator, circulating pump and the weight of the cooling water. 3. It is cheaper to
manufacture. 4. It needs less care and maintenance. 5. This system of cooling is
particularly advantageous where there are extreme climatic conditions in the arctic or
where there is scarcity of water as in deserts. 6. No risk of damage from frost, such as
cracking of cylinder jackets or radiator water tubes. Disadvantages (a)Air cooled
engines are less efficient in cooling because the co-coefficient of heat Transfer for air is
less than that for water. (b) As the cooling air cannot provide the even cooling around the
cylinder, therefore distortion in cylinders and cylinder- head is possible due to the localized
cooling. (c) As the air cooled engines do not have water jackets, they are noisier. Because
cooling water serves as sound insulator. (d) It needs a fast running as well as bulky cooling
fan which produces more noise and absorbs more power.
WATER COOLING SYSTEM In this system the cooling water flows through the water
jackets provided around the cylinder, combustion chamber and valve ports. The heat from
the cylinder is absorbed by cooling water which is circulated through the radiator. From
radiator this heat is dissipated to the atmosphere by means of fins provided on the radiator.
To maintain the proper working temperature the system is provided with a thermostat.
This cooling system has four types of systems: (i) Direct or non-return system, (ii)
Thermo-Syphone system, (iii) Hopper system and (iv) Pump/forced circulation system
Non-Return Water Cooling System This is suitable for large installations and where
plenty of water is available. The water from a storage tank is directly supplied to the engine
cylinder. The hot water is not cooled for reuse but simply discharges. The low H.P. engine,
coupled with the irrigation pump is an example.
Thermo-Syphone Water Cooling System
This system works on the principle that hot
water being lighter rises up and the cold
water being heavier goes down. In this
system the radiator is placed at a higher leve
l than the engine for the easy flow of water
towards the engine. Heat is conducted to the
water jackets from where it is taken away due to
convection by the circulating water. As the water
jacket becomes hot, it rises to the top of the
radiator. Cold water from the radiator takes the
place of the rising hot water and in this
way a circulation of water is set up
 the system. This helps in keeping the engine at working temperature. Disadvantages of
Thermo-Syphone System 1 Rate of circulation is too slow. 2. Circulation commences only
when there is a marked difference in temperature. 3. Circulation stops as the level of water
falls below the top of the delivery pipe of the radiator. For these reasons this system has
become obsolete and is no more in use.
Hopper Water Cooling System This also works on the same principle as the
thermo-syphone system. In this there is a hopper on a jacket containing water, which
surrounds the engine cylinder. In this system, as soon as water starts boiling, it is replaced
by cold water. An engine fitted with this system cannot run for several hours without it
being refilled with water.
Pump circulation system/Force Circulation Water Cooling SystemThis
system is the modification of Thermosyphon system. The system consists of a water pump
provided between the lower tank of the radiator and the water inlet of the engine body. The
water pump driven by the engine crankshaft by means of a belt. The water is circulated
with the pump force and thereby obtaining a rapid cooling. At the starting time the engine
does not need cooling until the temperature exceeds the working range of the engine.
Therefore in modern engines the cooling system consists of a bypass, through which water
circulates in the water jackets without entering the radiator at the time of starting and below
operating temperature. The system also consists of a thermostat, which is opened
automatically by means of high temperature whenever engine desires cooling. Thus a rigid
control over the cooling temperature can be obtained under this system. Advantages (1)
The size of the water passage and jackets can be reduced and thereby obtain a compact
structure of the engine. (2) Water can be circulated around the hottest spots of the engine
such as spark plug and valve seat bosses. (3) It needs less water and small size of the
radiator. (4) As the water is circulated by means of pump force, the radiator can be placed
at any where as convenient to the designer. (5) A rapid cooling is obtained by this system.
(6) To increase the cooling efficiency, the system can convert as a pressurized system by
minor alterations
COMPONENTS OF WATER COOLING SYSTEMThe main parts in the
water-cooling system are: (i) water pump, (ii) fan, (iii) radiator and pressure cap, (iv) fan
belt (v) water jacket, (vi) thermostat valve, (vii) temperature gauge and (viii) hose pipes.
Radiator The purpose of the radiator is to cool down the water received from the engine.
The radiator consists of three main parts: (i) upper tank, (ii) lower tank and (iii) tubes. Hot
water from the upper tank, which comes from the engine, flows downwards through the
tubes. The heat contained in the hot water is conducted to the copper fins provided around
the tubes. An overflow pipe, connected to the upper1 tank, permits excess water or steam
to escape. There are three types of radiators: (i) gilled tube radiator, (ii) tubular radiator
(Fig. b) and (iii) honey comb or cellular radiator (Fig. c)Gilled tube radiator: This is
perhaps the oldest type of radiator, although it is still in use. In this, water flows inside the
tubes. Each tube has a large number of annular rings or fins pressed firmly over its outside
surface. Tubular radiator: The only difference between a gilled tubes radiator and a
tubular one is that in this case there are no separate fins for individual tubes. The radiator
vertical tubes pass through thin fine copper sheets which run horizontally. Honey comb or
cellular radiator: The cellular radiator consists of a large number of individual air cells
which are surrounded by water. In this, the clogging of any passage affects only a small
parts of the cooling surface. However, in the tubular radiator, if one tube becomes clogged,
the cooling effect of the entire tube is lost.

Water Pump: The purpose of it is to increase the

circulation of the coolant in the cooling system of the
engine. It is mounted at the front of the engine in
between the engine block and the radiator. Referring
Fig it consists of a casing which contains inlet and
outlet ports of water. The impeller, which may be of
rotor or disc type is mounted at the one end of the
pump shaft and encloses in the casing. A pulley is
mounted on the outer end of the shaft by means of hub. The impeller shaft itself is
supported in the pump body by a prelubricated ball-bearing assembly as shown in the
Fig.When pulley gets drive from the crank shaft by means of a V-belt then the pump is also
rotated within the casing. The water available at the impeller and its blades is forced out
through the outlet to the engine water Jackets by means of centrifugal force. Fresh water
from the lower tank of the radiator always flows through the hose pipe to the pump. The
leakage of water from the casing side to towards bearing side is prevented by means of
providing a water seal between two.
Cooling Fan:The fan is generally mounted on the water pump pulley, although on some
engines it is attached directly to the crankshaft. It serves two purposes in the cooling
system of a engine. (a) It draws atmospheric air through the radiator and thus increases
the efficiency of the radiator in cooling hot water. (b) It throws fresh air over the outer
surface of the engine, which takes away the heat conducted by the engine parts and thus
increases the efficiency of the entire cooling system.
Thermostat: At start the engine does not need cooling, because overcooling results in
deterioration of engine efficiency. Therefore a thermostat valve is provided in the cooling
system, which keep a rigid control over the cooling and maintains the cooling water
temperature at a predetermined value.--It is a kind of check valve which opens and closes
with the effect of temperature. It is fitted in the water outlet of the engine. During the
warm-up period, the thermostat is closed and the water pump circulates the water only
throughout the cylinder block and cylinder head. When the normal operating temperature is
reached, the thermostat valve opens and allows hot water to flow towards the radiator (Fig.
8.5a). Standard thermostats are designed to start opening at 70 to 75°C and they fully
open at 82°C. High temperature thermostats, with permanent anti-freeze solutions
(Prestine, Zerex, etc.), start opening at 80 to 90°C and fully open at 92°C.
(a) Bellows-type thermostat:, it consists of metallic bellows filled with acetone liquid
a valve and its seat. The unit is suspended in the hose and mounted at the outlet of the
engine. At start the temperature of the cooling water is low and the pressure of acetone
inside the bellows is also reduced thereby retaining the valve on its seat and closing the
circulation of water through the radiator. Under this position the water flows back to the
pump through by-pass only.When the engine after start is warming up and temperature
reaches to predetermined valve then the liquid inside the bellows is converted into vapour
thereby exerting a pressure and opening the valve as shown in Fig. Under this position the
flow of water through the radiator. Any variation in the temperature is automatically
controlled by means of opening and closing of the valve.

Wax Thermostat: It is also fitted at the someplace as previous one. Referring Fig, it
consists of a copper loaded Wax element having high coefficient of expansion. As the
water is heated, the wax of the element expands. This movement of the element, along the
plunger opens the valve against the return spring thereby allowing the water through the
radiator and closing through the bypass by means of side shutter attached with the valve.
The wax contracts on cooling thus retained the Valve on its seat and there thereby closing
the flow of water.
TROUBLES IN LUBRICATION SYSTEM There are a few common troubles in
lubrication system such as: (1) Excessive oil consumption (2) Low oil pressure and (3)
Excessive oil pressure Excessive oil consumption: When there is excessive oil
consumption in the engine, the reasons arc : (a) more oil goes to combustion chamber and
gets burnt (b) some leakage occurs in some part of - the line and (c) loss of oil in form of
vapour through ventilating system. Oil can enter the combustion chamber through rings
and cylinder walls, worn piston rings and worn bearings. Low oil pressure: Low oil
pressure can result due to: (a) Weak relief valve spring (b) worn oil pump (c) cracked oil
line (d) obstruction in the oil line (e) very thin oil and worn out bearings. Care should be
taken to remove these defects as far as possible to increase the oil pressure in the
lubricating system. Sometimes defective oil pressure indicator shows low oil pressure. This
should be checked. Excessive oil pressure: Excessive oil pressure may result due
to : (i) stuck relief valve (ii) strong valve spring (iii) clogged oil line (iv) very heavy oil. These
defects should be removed to reduce the excessive oil pressure in the lubricating system.
Sometimes defective oil pressure indicator records high oil pressure. Care should be taken
to check this defect. CARE AND MAINTENANCE OF LUBRICATION
SYSTEM The following are few suggestions for good lubrication system: • A good design
of oil circulation system should be chosen. • Correct grade of lubricant ensures long and
trouble free service. • Oil should be maintained at desired level in the oil chamber. • Oil
should be cleaned regularly and after specified period of use, old filters should be replaced
by new filters. • Connections, pipings, valves and pressure gauge should be checked
regularly. • Oil should be changed regularly after specified interval of time. Before putting
the new oil, the crankcase should be cleaned and flushed well with a flushing oil. •
Precautions should be taken to keep the oil free from dust and water.
ENGINE LUBRICATING SYSTEM The lubricating system of an engine is an
arrangement of mechanism and devices which maintains supply of lubricating oil to the
rubbing surface of an engine at correct pressure and temperature. The parts which require
lubrication are: (i) cylinder walls and piston (ii) piston pin (iii) crankshaft
and connecting rod bearings (iv) camshaft bearings (v) valves and valve
operating mechanism (vi) cooling fan (vii) water pump and (viii) ignition
mechanism
SPLASH SYSTEM In this system, there is an oil trough, provided
below the connecting rod. Oil is maintained at a uniform level in the oil
trough. This is obtained by maintaining a continuous flow of oil from the
oil sump or reservoir into a splash pan, which has a depression or a
trough like arrangement under each connecting rod. This pan receives its
oil supply from the oil sump either by means of a gear pump or by gravity.
A dipper is provided at the lower end of the connecting rod. This dipper
dips into to oil trough and splashes oil out of the pan. The splashing
action of oil maintains a fog or mist of oil that drenches the inner parts of
the engine such as bearings, cylinder walls, pistons, piston pins, timing
gears etc. This system is usually used on single cylinder engine with closes
crankcase. For effective functioning of the engine, proper level of oil
maintained in the oil pan. Lubrication depends largely upon the size of oil holes and
clearances. This system is very effective if the oil is clean and undiluted. Its disadvantages
are that lubrication is not very uniform and when the rings are worn, the oil passes the
piston into combustion chamber, causing carbon deposition, blue smoke and spoiling the
plugs. There is every possibility that oil may become very thin through crankcase dilution.
The worn metal, dust and carbon may be collected in the oil chamber and be carried to
different parts of the engine, causing wear and tear.
FORCED FEED SYSTEM In this system, the oil is pumped directly lo the crankshaft,
connecting rod, piston pin, timing gears and camshaft of the engine through suitable paths
of oil. Usually the oil first enters the main gallery, which may be a pipe or a channel in the
crankcase casting. From this pipe, it goes to each of the main bearings through holes.
From main bearings, it goes to big end bearings of connecting rod through drilled holes in
the crankshaft. From there, it goes to lubricate the walls, pistons and rings. There is
separate oil gallery to lubricate timing gears. Lubricating oil pump is a
positive displacement pump, usually gear type or vane'
type. The oil also goes to
valve stem and rocker arm shaft under
pressure
through an oil gallery. The
excess oil comes back from the
cylinder head to the crankcase
. The pump discharges oil into
oil pipes, oil galleries or ducts
, leading different parts of
the engine.
Dry-sump system
This system is commonly
used on high speed
Multi-cylinder engine in tractors, trucks
and automobiles. Dry-sump system This
system is employed in some racing car
engines for situations where the vehicle has to be
operated at very steep angles, for
example, sports cars, jeeps etc. If
ordinary pressure system of lubrication
is used in such
cases, the situations may
arise when there is no oil
at the place where oil
pump is installed. To
avoid such instances, dry
sump system is used ,
wherein two pumps,
instead of one, are
used. The scavenge
pump A is installed in the
crankcase portion which is the
lowest. It pumps oil to a separate reservoir B, from where the pressure pump C pumps the
oil through filter D, to the, cylinder bearings; a full pressure system of lubrication is
employed. The oil pressure is maintained at 400-500 kPa for the main and big end
bearings while about 50-100 kPa pressure is used for timing gears and camshaft bearings
etc.
TURBOCHARGER It is a turbo-compressor driven by the exhaust gases of the engine
to supply air under pressure to the cylinders of the engine. Turbocharger is useful because
the power output of a diesel engine can be increased by supplying compressed air to the
engine cylinders. If more air is delivered to the cylinders the fuel charge can also be
increased and will release more energy. The turbocharger consists of a centrifugal
compressor with impellers and a gas turbine unit. The compressor impeller and the turbine
wheel are rigidly fixed on a common shaft. Compressor impeller draws air from the
atmosphere and delivers it to the intake
manifold and from there it goes to the
engine cylinders thus
improving the
volumetric efficiency of the engine

ANTI-FREEZE SOLUTIONS. In cold climates there is always a danger that the water
in the cooling system may get frozen. As the volume of water when converted into ice
increases by about 10%, this may result in the damage of the entire system. Water
freezing in the cylinder block or cylinder head could expand enough to crack the block or
head. Water freezing in the radiator could split the radiator seams. In either case, there is
serious damage. A cracked block or head cannot be repaired satisfactorily. A split radiator
is hard to repair. To avoid this some additives are used, which when mixed with water in
suitable proportions, lower the freezing point of water. Such additives are called antifreezes
and the solution thus formed becomes antifreeze solution. Even for hot climates the use of
antifreeze has the incidental advantage that boiling point of the cooling water is also raised
The requirements of an anti-freeze may be enumerated as 1. It should be thoroughly
miscible with water and should prevent the freezing of the coolant drawn to the lowest
ambient temperatures. 2. It should not have any corrosive action on system components,
especially the radiator hose pipes. 3. Its boiling point should be high so that there is
minimum loss due to evaporation and the coolant can operate at higher temperatures. 4. It
should not deposit any foreign matters in the jackets, hose pipes or radiator core. 5. It
should have high specific heat capacity so as to be comparable to the specific heat
capacity of the coolant -----The anti-freezes most commonly used are wood alcohol
(methyl alcohol), denatured alcohol (ethyl alcohol), glycerin, ethylene glycol etc. Each of
these has its own advantages and disadvantages. Alcohol is quite effective, but it is very
much volatile and due to this reason evaporation losses are high. Ethylene glycol corrodes
copper, Aluminium and tin-lead solder alloys. The glycerin is less volatile, but it is
comparatively costly and also it attacks rubber hose pipes. The Calcium chloride is another
type of good antifreeze. Moreover, with chromates like sodium chromate added to it, the
corrosion of most metals is drastically reduced. The amount, by which the freezing Point of
cooling water is lowered, depends upon the proportion of the anti-freeze in the cooling
water. For example, a 50% concentration of ethylene glycol (by volume) lowers the
freezing Point of water to about -370C.
Fuel tank The fuel tank must be of non-corroding material, and must remain free of
leaks at double the operating pressure and in any case at 0.3 bar. Suitable openings or
safety valves must be provided or similar measures taken, in order to permit excess
pressure to escape of its own accord. Fuel must not leak past the filler cap or through
pressure-compensation devices. This applies when the vehicle is subjected to minor
mechanical shocks, as well as when cornering, and when standing or driving on an
incline.The fuel tank and the engine must be so far apart from each other that in case of an
accident there is no danger of fire. In addition, special regulations concerning the height of
the fuel tank and its protective shielding apply to vehicles with open cabs, as well as to
tractors and buses
Fuel feed pump The fuel feed or transfer or lift pump lifts
adequate quantity of fuel from the fuel tank and supplies the same
to the fuel injection pump. The fuel is supplied at about 1 bar
pressure via the fuel filters.Camshaft operated gear pump, plunger
pump, diaphragm pump, vane pump and hand priming pump are
used depending on the type of fuel system.The single acting
fuel feed pump is shown in fig. In this a revolving cam or
eccentric presses the plunger of the feed pump downwards
by means of the roller tappet and pressure spindle.
A portion of the fuel present in the suction chamber is
delivered through the pressure valve to the pressure
chamber. Now the plunger spring gets compressed. As
soon as the eccentric cam has passes its maximum
stroke, plunger, pressure spindle and roller tappet
move upward due to the pressure exerted by the
plunger spring. A portion (quantity delivered per stroke) of the fuel present in the pressure
chamber is thereby delivered to the injection pump through the filter During tills
period, fuel is also sucked from the fuel tank into tile suction chamber throug
h tile preliminary filter and the suction valve.
Double-acting fuel-supply pumps Double-acting fuel-supply
pumps have a higher delivery rate than their single acting counterparts
and are used with injection pumps having large numbers of barrels
(cylinders) and correspondingly higher delivery quantities. They are
suitable for use with P- and ZW-pumps. In contrast to the single-
acting pump, the double-acting pump delivers fuel to the injection
pump during both pump plunger strokes. In other words
twice fueldelivery per camshaft revolution.
FUEL FILTER It is a device to remove dirt from fuel oil. Solid
particles and dust in diesel fuel are very harmful for
giving a fine degree of filtration. Fuel injection equipment
in diesel engines is extremely sensitive to dirt and solid
particles present in fuel. A filter is used to remove the dirt and
solid particles from the fuel to ensure trouble free fuel supply.
It consists of a hollow cylindrical element contained in a shell,
an annular space being left between the shell and the element.
The filtering element consists of metal gauge in conjunction with
various media such as packed fibres, woven cloth, felt, paper etc.
 These filters are replaced at certain intervals, specified by the manufacturer. Usually there
are two filters in diesel engine: (1) Primary filter and (2) Secondary filter. The primary filter
removes water and coarse particle of dirt from the fuel. The secondary filter removes fine
sediments from the fuel.
AIR CLEANERS To clean air entering the engine air
cleaners are used, which also act as silencers for the air-
intake. A few of these are described here.
1. Light duty air cleaner It consists of wire mesh element and
oil reservoir gravitate to the bottom The atmospheric air
enters the air cleaner through the windows, strikes the
oil surface, where heavier impurities are retained by the oil
and ultimately gravitate to the bottom, whereas air with lighter
impurities passes through the wire mesh element, where the
impurities are retained and the clean air passes out to the engine.
2. Medium duty air cleaner: This type of air cleaner consists of a paper
filter element with a row of plastic fins around it. As the air from the
atmosphere enters the cleaner, the plastic fins give it a high
rotational speed between the casing and the filter element.
This causes impurities to separate out from air due to
centrifugal action, which is thrown out to the casing
walls from where it flows down. Air without these
dust particles then passes through the paper element, which
removes any further impurities and clean air then goes to the
engine.3. Heavy duty air cleaner: It consists of a centrifugal
pre-cleaner and two filtering elements as shown, along with oil
reservoir at the bottom. The pre-cleaner gives a whirling motion
to the incoming air, which causes the impurity particles in
the air to be thrown out through the slots provided. The
pre-cleaned air then impinges on the oil surface where some
of the impurities are left while an emulsion of air and oil
passes through the wire-wool mesh where most of the
dirty oil is absorbed. This dirty oil then condenses and
falls back into the oil reservoir, where the dirt settles
down. The relatively clean air then passes through the
second wire mesh, which retains any impurities still left
and the clean air is then passed on to the engine.
ENGINE CYCLES In an internal combustion
engine when combustion of fuel takes place, then in
this process some complicated chemical, thermal and
physical changes occur. Friction occurs, between the
working medium and the engine and between the working parts of the engine. The
account of these all the variables create a very complex problem. Therefore, a theoretical
approximate method is adopted to account these all variables, which is called "power
cycle". This cycle is based on different simplified assumptions thereby increasing the
accuracy of the engine. The commonly used cycles on which I.C. engines work are as
given under
(i) Otto cycle. This is the cycle on which gas, petrol and many other types
of fuel engines run. It is very common for spark ignition engines.
The theoretical as well as actual Otto cycle is shown by the
graphs in Fig. The thermodynamic process take, place
during the cycle are as given under.

(a) Process 1-2: Adiabatic Compression or work done on the working medium by the
piston. (b) Process 2-3: constant volume, Heat supplied instantaneously. (c) Process 3-4:
Adiabatic Expansion or work done by working medium on the piston. (d) Process 4-1:
Constant volume, Heat rejected instantaneously. In this cycle heat is supplied at constant
volume, therefore it is often called the "constant volume cycle".
===The actual Otto cycle is slightly modified
when used in I.C. engines. The diagram of actual Otto cycle
is shown in Fig, which consists of four strokes as given under
: (a) Suction stroke 1-2: A charge is drawn into the cylinder b
the outward movement of the piston. (b) Compression stroke
2-3: The charge is compressed adiabatically by the return
stroke of the piston, to the clearance volume of the cylinder. (c) Constant volume 3-4:
The compressed charge is ignited at point 3 by an electric spark thereby increasing
pressure to 4. (d) Working stroke 4-5: The burnt gas expands approximately adiabatically,
thereby forcing the piston through the working stroke 4-5. This stroke provides power to
the engine and also drives the piston through the other three strokes of the cycle. The
excess energy during this process is stored in the flywheel. (e) Exhaust stroke 5-1:
During this process the burnt gases are pushed out through an exhaust port by the inward
movement of the piston, thereby completing the cycle.
(ii) Diesel cycle. Referring to Figure, the theoretical diesel cycle consists of two
adiabatic process, one constant pressure line, and one constant volume line. This cycle is
very important and popular for the diesel engines. The basic difference between the Otto
and diesel cycle is, in the heat supplied system. In the Otto cycle heat
is supplied at constant volume, while in the diesel
cycle the heat is supplied at constant pressure.
The diesel cycle shown in Fig consists of the thermodynamic processes as given under:
(a) Adiabatic 1-2: Compression or work done on the working medium by the piston. (b)
Constant pressure 2-3: Heat supplied and part of work done. (c) Adiabatic 3.4: Expansion
or remaining work done by the working medium on the piston. (d) Constant volume 4-1:
Heat rejected instantaneously In this cycle heat is supplied at constant pressure therefore
it is often called "the constant pressure cycle". The air standard efficiency of this cycle is as
given under:
The actual diesel cycle is slightly modified when
used in I.C. engines. Because the engine uses
heavy oil as a fuel which differs irk ignition. The
engine needs, an accessory, an oil pump or air
compressor for forcing the oil fuel into the cylinder
. Therefore the engine based on this cycle is
called "compression ignition engine". The diagram of actual diesel cycle is shown in Fig
which consist four strokes as given under: (a) Suction stroke 1-2: During this stroke the
pure air is drawn into cylinder by the outward movement of the piston. (b) Compression
stroke 2-3: During this stroke pure air is compressed to the clearance volume by the
inward movement of the piston. The air compression at this stage is 40 times the
atmosphere. The temperature at this stage is sufficient to ignite the fuel. (c) Constant
pressure 3-4: Under this condition, the fuel is forced into the cylinder by the oil pump or air
compressor, which is immediately ignited by the hot air in the cylinder. Therefore moving
the piston outward at the constant pressure up to the point of cut off. (d) Working stroke
4-5: During this stroke the mixture of burnt fuel and air expands adiabatically to 5. Thereby
moving the piston outward and supplying the power to engine crankshaft. This power also
drives the oil pump or air compressor as well to overcome the resistance of the other three
strokes of the cycle. (e) Exhaust stroke 5-1: During this stroke the piston moves inward
thereby forcing out the burnt gases of the cylinder, thus to complete the diesel cycle
ENGINE PERFORMANCE CHARACTERISTICS The engine performance in
terms of power, torque, engine speed, fuel consumption and efficiency is evaluated on the
basis of purpose it is being used. In case of tracto engines, if farmer needs more power to
pull the tillage implement, it must have high drawbar power and similarly if it requires more
power to do the farm operations using rotary power, then engine in tractor must provide
maximum PTO power. To relate the engine performance with economy of its usage,
specific fuel consumption is also determined.
Following are the most commonly used curves to
rate the engine performance.
Engine speed vs Torque
Engine speed vs Indicated power,
Brake Power & Mechanical
efficiency

Indicated power (Pi), brake power (Pb),

mechanical efficiency (ηm) and frictional power (Pf)
plotted on a rev/min base.
What are the advantages of liquid cooling over air cooling in tractors
In tractors, liquid cooling systems have several advantages over air cooling systems. One
advantage is that liquid cooling systems can more effectively dissipate heat generated by
the engine, transmission, and other components, which can help to prolong the life of
these components. Additionally, liquid cooling systems are less susceptible to damage
from debris, such as dust and rocks, which can clog air cooling systems and reduce their
efficiency. Furthermore, liquid cooling systems are less affected by ambient temperature,
which can improve the efficiency of the tractor in hot weather. Finally, liquid cooling
systems can provide a more consistent operating temperature for the engine, which can
help to improve fuel efficiency and reduce emissions.