IC Engines & Gas Turbines

Module 3- Fuel Supply, Cooling and Lubrication

systems
by
Dr. Mukesh Sharma
Assistant Professor
Department of Mechanical Engineering
Birla institute of Technology Mesra, Ranchi
 2 Introduction

 The process of mixture preparation in an SI engine is called carburetion. This air-fuel mixture is
prepared outside the cylinder in a device called CARBURETOR.
 The carburetor atomizes the fuel and mixes with air in different proportions for various LOAD
conditions.

Starting

Idling
LOADS

Cruising

Accelerating
Internal Combustion Engines & Gas Turbines Dr. Mukesh Sharma
 3 Carburetor
Functions Factors affecting Carburetion

 It must run the engine smoothly by

 the quality of the fuel supplied
supplying a correct mixture strength.
 the time available for mixture
 It must atomize, vaporize and mix the preparation
fuel homogeneously with air.
 the temperature of the incoming air
 It must supply correct amount of
airfuel mixture in correct proportion
 the engine speed
under all load conditions and speed of
the engine.  the design of the carburetor

Internal Combustion Engines & Gas Turbines Dr. Mukesh Sharma

 4 Factors affecting Carburetion
Air- Fuel Mixtures Chemically Correct (15:1)
 Rich Mixture (10:1)
 Lean Mixture (17:1)
Vary Load/ Speed

Excess Fuel Excess Air

Too rich to Combustible Too lean to

burn range burn

9 15 19
Air- Fuel ratio
Internal Combustion Engines & Gas Turbines Dr. Mukesh Sharma
 Variation of power output and sfc with A-F ratio in SI engine
5 (Full throttle and constant speed)

Stoichiometric mixture
Best power
Power output (kW)

bsfc (kg/kW h)
 Maximum Output

 12:1 (Best power mixture)

 Minimum Fuel Consumption

 16:1 (Best economy mixture)

Best economy

8 10 12 14 16 18 20 22
A/F ratio (kg of air/kg of fuel)
Internal Combustion Engines & Gas Turbines Dr. Mukesh Sharma
 Carburetor Performance
6
Idling Range Cruising Range Power Range

A’ Multicylinder D’
A/F ratio (kg of air/kg of fuel)
Single cylinder
A D
Best Power

B’ C’

B Best Economy C

0 50 100
Internal Combustion Engines & Gas Turbines Throttle opening (%) Dr. Mukesh Sharma
 Various Loads
7

Idling/Starting: Engine runs without load. Produces power only to overcome

friction between the parts. Rich mixture is required to sustain combustion.

Normal Power/Cruising/Medium Load: Engine runs for most of the period.

Therefore, fuel economy is maintained. Low fuel consumption for maximum
economy. Requires a lean mixture.

Maximum power/Acceleration: Overtaking a vehicle (short period) or

climbing up a hill (extra load). Requires a rich mixture.
Internal Combustion Engines & Gas Turbines Dr. Mukesh Sharma
 Starting a cold engine
8

 When an engine is cold, a very small % fuel will vaporize in the intake and
compression process.
 The fuel is also cold, and much more viscous, creating a lower flow rate.
 The engine metal parts are cold and inhibit vaporization.
 Further, during the compression stroke, cold cylinder walls will absorb heat
and reduce vaporization.
 Engine lubrication is cold and more viscous, making the engine turn more
slowly in the starting process.

Internal Combustion Engines & Gas Turbines Dr. Mukesh Sharma

 Simple Carburetor
9

Internal Combustion Engines & Gas Turbines Dr. Mukesh Sharma

 Simple Carburetor
10

Internal Combustion Engines & Gas Turbines Dr. Mukesh Sharma

 Simple Carburetor
11
Components of a Simple Carburetor

 A float chamber with a float to store fuel and to adjust

its level.
A round cylinder with a venturi for atomization of fuel.
A fuel nozzle to atomize and produce a spray of fuel.
 A throttle valve to supply varying quantity of the
mixture at different load conditions.
 A choke valve to control the air supply in order to
provide a rich or a lean mixture.

Internal Combustion Engines & Gas Turbines Dr. Mukesh Sharma

 Simple Carburetor
12
Working

 The fuel supply to the float chamber is controlled by the action of

the float and the attached fuel supply valve.
 During the intake or the suction stroke of the engine, the piston
moves from TDC to BDC, and creates a vacuum in the space
above it and in the suction manifold.
 Due to this fall in pressure, the atmospheric air rushes into the
carburetor.
 Near the venturi, velocity increases, pressure decreases and the
fuel comes out in the form of a jet.
The fuel gets mixed with air and goes into the cylinder.

Internal Combustion Engines & Gas Turbines Dr. Mukesh Sharma

 Simple Carburetor
13
Working

 Because of the narrow passage at the venturi throat, the air

velocity increases but its pressure falls.
 This causes a partial vacuum (called carburetor depression) at
the venturi throat.
 This carburetor depression causes fuel to come out as jet in the
form of a spray.
 This fuel spray vaporizes and mixes with the incoming air, and
the mixture goes into the cylinder through the throttle valve.

Internal Combustion Engines & Gas Turbines Dr. Mukesh Sharma

 Simple Carburetor- Drawbacks
14

 A simple carburetor as described suffers from the fact that it provides the required air-fuel ratio
only at one throttle position.
 At all other throttle positions, the mixture is either leaner or richer depending on whether the
throttle is opened less or more.
 Throttle opening changes the velocity of air.
 The opening changes the pressure differential between the float chamber and venturi throat,
and regulates the fuel flow through the nozzle.
 Increased throttle opening gives a rich mixture.
 Opening of throttle usually increases engine speed.
 However, as load is also a factor (e.g., climbing an uphill), opening the throttle may not increase
the speed.
Internal Combustion Engines & Gas Turbines Dr. Mukesh Sharma
 Calculation of Air-Fuel ratio
15 Assumptions
 flow is isentropic, q = 0
 work transfer between plane A-A and plane B-B is zero
 𝐶1 ≪≪ 𝐶2 , So 𝐶1 is negligible
 Air is ideal gas, h = cpT
 Pressure at plane 1 and plane 3 are both atmospheric,
𝑝3 = 𝑝1
Nomenclature

3 𝑍 = height of the nozzle exit above the level of fuel in the float
chamber.
𝐴1 and 𝐴2 = are the cross-sectional area at the air inlet (point 1) and
venturi throat (point 2).
𝐴𝑗 is the area of cross section of the fuel jet at the exit from the
nozzle.
𝜌1 and 𝜌2 = density of air at inlet and exit.
𝜌𝑓 = density of fuel.
𝐶1 and 𝐶2 = Velocity of air at inlet and exit.
𝐶𝑓 = Velocity of fuel.
Internal Combustion Engines & Gas Turbines
𝑚ሶ𝑎 and 𝑚ሶ𝑓 = mass flow rate of air and fuel. Dr. Mukesh Sharma
 Calculation of Air-Fuel ratio
16 Calculation of Air-Fuel Ratio
For mass flow rate of air
Applying SFEE between section AA (plane1) and BB (plane 2)
per unit mass of air flow.
𝐶12 𝐶22
ℎ1 + + 𝑞 = ℎ2 + +𝑤
2 2

Since, 𝐶1 ≪≪ 𝐶2, So 𝐶1 is negligible

𝐶2 = 2 ℎ1 − ℎ2
3
𝐶2 = 2𝐶𝑝 𝑇1 − 𝑇2

𝑇2
𝐶2 = 2𝐶𝑝 𝑇1 1−
𝑇1
As the flow process from inlet to the venturi throat can be
considered to be isentropic, we have
𝛾−1
𝑇2 𝑝2 𝛾
=
𝑇1 𝑝1
Internal Combustion Engines & Gas Turbines Dr. Mukesh Sharma
 Calculation of Air-Fuel ratio
17 Calculation of Air-Fuel Ratio

𝛾−1
𝑝2 𝛾
𝐶2 = 2𝐶𝑝 𝑇1 1 −
𝑝1
Since,
𝑚ሶ𝑎 = 𝜌1 𝐴1 𝐶1 = 𝜌2 𝐴2𝐶2
Also,
𝛾 𝛾
𝑝2 𝑣1 𝜌2
= =
𝑝1 𝑣2 𝜌1
3 1
𝑝2 𝛾
𝜌2 = 𝜌1
𝑝1
𝑚ሶ𝑎 = 𝜌2 𝐴2 𝐶2
1 𝛾−1
𝑝2 𝛾 𝑝2 𝛾
𝑚ሶ𝑎 = 𝜌1 𝐴2 2𝐶𝑝 𝑇1 1 −
𝑝1 𝑝1

Internal Combustion Engines & Gas Turbines Dr. Mukesh Sharma

 Calculation of Air-Fuel ratio
18 Calculation of Air-Fuel Ratio

2 𝛾+1
𝑝2 𝛾 𝑝2 𝛾
𝑚ሶ𝑎 = 𝜌1 𝐴2 2𝐶𝑝 𝑇1 −
𝑝1 𝑝1

𝑝1
𝑆𝑖𝑛𝑐𝑒, 𝜌1 =
𝑅𝑇1

2 𝛾+1
3 𝑝1 𝑝2 𝛾 𝑝2 𝛾
𝑚ሶ𝑎 = 𝐴2 2𝐶𝑝 −
𝑅 𝑇1 𝑝1 𝑝1

𝑚ሶ𝑎 𝑎𝑐𝑡 = 𝐶𝑑𝑎 𝑚ሶ𝑎

𝟐 𝜸+𝟏
𝒑𝟏 𝒑𝟐 𝜸 𝒑𝟐 𝜸 1
𝒎ሶ 𝒂 𝒂𝒄𝒕 = 𝑪𝒅𝒂 𝑨𝟐 𝟐𝑪𝒑 −
𝑹 𝑻𝟏 𝒑𝟏 𝒑𝟏

Internal Combustion Engines & Gas Turbines Dr. Mukesh Sharma

 Calculation of Air-Fuel ratio
19 Calculation of Air-Fuel Ratio

For mass flow rate of Fuel

Applying Bernoullis theorom between section CC (plane 3) and
BB (plane 2)
2 2
𝑝3 𝐶𝑓3 𝑝2 𝐶𝑓2
+ = + + 𝑔𝑍
𝜌𝑓 2 𝜌𝑓 2
𝑆𝑖𝑛𝑐𝑒, 𝑝3 = 𝑝1 , 𝑎𝑛𝑑 𝐶𝑓3 = 𝑛𝑒𝑔𝑙𝑖𝑔𝑖𝑏𝑙𝑒

3 𝑝3 − 𝑝2 𝑝1 − 𝑝2
𝐶𝑓2 = 𝐶𝑓 = 2 − 𝑔𝑍 = 2 − 𝑔𝑍
𝜌𝑓 𝜌𝑓

2
𝐶𝑓 = ∆𝑝 − 𝜌𝑓 𝑔𝑍
𝜌𝑓

𝑚ሶ𝑓 = 𝜌𝑗 𝐴𝑗 𝐶𝑓

Internal Combustion Engines & Gas Turbines Dr. Mukesh Sharma

 Calculation of Air-Fuel ratio
20 Calculation of Air-Fuel Ratio

2
𝑚𝑓ሶ = 𝜌𝑗 𝐴𝑗 ∆𝑝 − 𝜌𝑓 𝑔𝑍 = 𝐴𝑗 2𝜌𝑓 ∆𝑝 − 𝜌𝑓 𝑔𝑍
𝜌𝑓
𝑚𝑓ሶ = 𝐶𝑑𝑓 𝑚𝑓ሶ
𝑎𝑐𝑡

𝑚ሶ𝑓 = 𝐶𝑑𝑓 𝐴𝑗 2𝜌𝑓 ∆𝑝 − 𝜌𝑓 𝑔𝑍

𝑎𝑐𝑡

So, Air fuel ratio:

3 𝐴 𝑚ሶ𝑎 𝑎𝑐𝑡
=
𝐹 𝑚𝑓ሶ
𝑎𝑐𝑡

𝟐 𝜸+𝟏
𝒑𝟐 𝜸 𝒑𝟐 𝜸
𝑪𝒑 −
𝑨 𝑪𝒅𝒂 𝒑𝟏 𝑨𝟐 𝒑𝟏 𝒑𝟏
=
𝑭 𝑪𝒅𝒇 𝑹 𝑻𝟏 𝑨𝒋 𝝆𝒇 ∆𝒑 − 𝝆𝒇 𝒈𝒁

Internal Combustion Engines & Gas Turbines Dr. Mukesh Sharma

 Drawbacks of Simple Carburetor
21

 A simple carburetor as described suffers from the fact that it provides the required air-
fuel ratio only at one throttle position.

 At all other throttle positions, the mixture is either leaner or richer depending on
whether the throttle is opened less or more.

Internal Combustion Engines & Gas Turbines Dr. Mukesh Sharma

 Complete Carburetor
22

 A simple carburetor is capable to supply a correct air-fuel mixture to the engine

only at a particular load and speed.

 In order to meet the engine demand at various operating conditions, the following
additional systems are added to the simple carburetor.

 idling system
 auxiliary port system
 power enrichment by economizer system
 accelerating pump system
 choke

Internal Combustion Engines & Gas Turbines Dr. Mukesh Sharma

 Complete Carburetor
23
Idling System

 During starting or idling, engine runs

without load.
 The throttle valve remains in closed
position.
 Engine produces power only to
overcome friction between the parts.
 A rich mixture is to be fed to the engine
to sustain combustion.

Internal Combustion Engines & Gas Turbines Dr. Mukesh Sharma

 Complete Carburetor
24
Auxiliary Port System

 During normal power or cruising operation, the

engine runs for most of the period, the fuel economy
has to be maintained.
 Thus, it is necessary to have lower fuel consumption
for maximum economy.
 The opening of butterfly valve allows additional air to
be admitted.
 At the same time depression at the venturi throat gets
reduced, thereby decreasing the fuel flow rate.

Internal Combustion Engines & Gas Turbines Dr. Mukesh Sharma

 Complete Carburetor
25
Power Enrichment System

 To obtain maximum power, the carburetor must

supply a rich mixture.
 The additional fuel required is supplied by a power
enrichment system .
 A power enrichment system contains a meter rod
economizer
 This provides a larger orifice opening to the main jet
as the throttle is opened beyond a certain point.

Internal Combustion Engines & Gas Turbines Dr. Mukesh Sharma

 Complete Carburetor
26
Accelerating Pump System

 During sudden acceleration of an engine (e.g.,

overtaking a vehicle), an extra amount of fuel is
momentarily required to supply a rich mixture.
 This is obtained by an accelerating pump system.
 It consists of a spring-loaded plunger, and the
necessary linkage mechanism.
 The rapid opening of the throttle moves the plunger
into the cylinder, and an additional amount of fuel is
forced into the venturi.

Internal Combustion Engines & Gas Turbines Dr. Mukesh Sharma

 Injection Systems in S.I. Engine
27

 In a multi-cylinder engine with a carburetor, it is difficult to obtain a uniform mixture in

each cylinder.

 The various cylinders receive the air gasoline mixture in varying quantities and
richness.

 This problem is called the maldistribution and can be solved by the port injection
system by having the same amount of gasoline injected at each intake manifold
.
 By adopting gasoline injection, each cylinder can get the same richness of the air-
gasoline mixture and the mal-distribution can be avoided to a great extent.

Internal Combustion Engines & Gas Turbines Dr. Mukesh Sharma

 Injection Systems in S.I. Engine
28
Typical pattern of mixture distribution in a multi-cylinder engine

Internal Combustion Engines & Gas Turbines Dr. Mukesh Sharma

 Injection Systems in S.I. Engine
29

Reasons for Gasoline Injection

 To have uniform distribution of fuel in a multi-cylinder engine

 To improve the breathing capacity and hence the volumetric efficiency

 To reduce or eliminate Knocking

 To prevent fuel loss during scavenging in case of two-stroke engines

Internal Combustion Engines & Gas Turbines Dr. Mukesh Sharma

 Types of Fuel Injection System
30

 There are two types of fuel injection systems

based on the number of injectors.
 An injector is a small device used to spray
fuel as a tiny mist rather than a jet.

The two types of injection systems are,

 Single Point Fuel Injection System
and
 Multi-Point Fuel Injection System

Internal Combustion Engines & Gas Turbines Dr. Mukesh Sharma

 Types of Fuel Injection System
31
Single point Fuel Injection System or Throttle-Body injection

Internal Combustion Engines & Gas Turbines Dr. Mukesh Sharma

 Types of Fuel Injection System
32 Single point Fuel Injection System or Throttle-Body injection
 Single point fuel injection system resembles a carburetor setup.
 It has one or two injectors placed at the throttle body, which is a passage through which the air
intake of the vehicle is controlled.
 Hence this single point fuel injection system is also called throttle body injection.
 The injector is controlled by ECU.
 The fuel in the fuel tank is pressurized by means of a fuel pump and sent to the injector.
 The injector receives the signal from ECU and then injects fuel into the throttle valve.
 The fuel mixes with air, and the air-fuel mixture enters the cylinder through the inlet manifold.
 But in a single point injection system, the injector is centralized.
 This resulted in the uneven distribution of air-fuel mixture to each cylinder.
 To overcome this issue, a multi-point fuel injection system was invented.
Internal Combustion Engines & Gas Turbines Dr. Mukesh Sharma
 Types of Fuel Injection System
33
Multi point Fuel Injection System
 The fuel is injected through multiple points.
 Each cylinder is provided with a separate injector and is
connected with a common rail.
 In this, the injectors are placed near the intake manifold
and hence called a port injector system.
 The pressurized fuel is sent to the common rail and is
then distributed to individual injectors.
 After receiving the signals from the ECU the fuel is
sprayed and it is mixed with the air.
 Then the air-fuel mixture enters the cylinder.
 This is how a multi-point injection system works.
Internal Combustion Engines & Gas Turbines Dr. Mukesh Sharma
 Types of Fuel Injection System
34

 There is one more classification of the fuel injection system.

 Based on the location of the injector there are two types of fuel injection systems. They
are,
 Indirect Injection System and
 Direct Injection System
 The fuel is sprayed near the inlet manifold or inlet port in an indirect injection system.
 In a direct injection system, the fuel is sprayed directly into the cylinder resembling the
diesel engine’s fuel injection system.
 Spraying fuel directly into the cylinder increases fuel efficiency and reduces emissions.
 When fuel is sprayed directly into the cylinder, it is sprayed at a high pressure of 2900 psi.
Internal Combustion Engines & Gas Turbines Dr. Mukesh Sharma
 Types of Fuel Injection System
35
Direct Injection System

Internal Combustion Engines & Gas Turbines Dr. Mukesh Sharma

 Requirements
36

 The fuel injection should occur at the correct moment.

 It should supply the fuel in correct quantity as required by the varying engine
loads
 The injected fuel must be broken into very fine droplets.
 The spray pattern should ensure rapid mixing of fuel and air.
 It should supply equal quantities of metered fuel to all the cylinders in a multi
cylinder engines.
 The beginning and the end of injection should be sharp

Internal Combustion Engines & Gas Turbines Dr. Mukesh Sharma

 Elements of fuel Injection Systems
37

 Pumping elements: to supply fuel from fuel tank to cylinder

 Metering elements: to meter fuel supply as per load and speed

 Timing controls: to adjust the start and the stop of injection

 Mixing elements: to atomize and distribute the fuel within the combustion
chamber.

 Distribution elements: to divide the metered fuel equally among the

cylinders

Internal Combustion Engines & Gas Turbines Dr. Mukesh Sharma

 Types of Injection Systems
38
Air (Blast) Injection System:

 In air blast injection system, fuel is forced into the cylinder by means of
compressed air.

 This system is little used universally at present, because it requires a multistage

air compressor, which increases engine weight and reduces brake power.

 This method is capable of producing better atomization and penetration of fuel

resulting in higher brake mean effective pressure.

Internal Combustion Engines & Gas Turbines Dr. Mukesh Sharma

 Types of Injection Systems
39
Solid Injection System:
 In solid injection, the liquid fuel is injected directly into the combustion chamber
without the aid of compressed air. Hence, it is termed as airless mechanical
injection or solid injection.

 Every solid injection system must have

 a pressuring unit (the pump)

and

 an atomizing unit (the injector).

Internal Combustion Engines & Gas Turbines Dr. Mukesh Sharma
 Types of Injection Systems
40
Solid Injection System:

Internal Combustion Engines & Gas Turbines Dr. Mukesh Sharma

 Types of Solid Injection Systems
41
Common Rail diesel Injection System:

 In this system, a high-pressure pump supplies fuel to a fuel header as shown.

 The high-pressure in the header forces the fuel to each of the nozzles located in the cylinders.
 At the proper time, a mechanically operated (by means of push rod and rocker arm) valve allows
the fuel to enter the cylinder through nozzle.
Internal Combustion Engines & Gas Turbines Dr. Mukesh Sharma
 Types of Solid Injection Systems
42
Common Rail diesel Injection System:
•Fuel efficiency: CRDI systems use a high-pressure fuel rail to precisely deliver
fuel into the combustion chamber, which improves fuel efficiency and reduces
consumption.
•Emissions: CRDI systems produce fewer harmful emissions due to better
combustion.
•Engine performance: CRDI systems improve power output and engine
responsiveness.
•Noise and vibration: CRDI systems reduce engine noise and vibration, leading to
a quieter and smoother ride.
•Durability: CRDI systems reduce stress on engine components, leading to
increased engine life.
•Cold starting: CRDI engines offer better cold-starting capabilities.
•Maintenance: CRDI systems require less maintenance in the long run.
•Engine knock:
Internal Combustion CRDI
Engines & Gas Turbines systems are less prone to engine knock. Dr. Mukesh Sharma
 Types of Solid Injection Systems
43
Unit Injection System:

 The pump and nozzle are combined in one housing.

 Each cylinder is provided with one of these unit injectors.
 Fuel is brought up to the injector by a low-pressure pump, where at the proper time, a rocker arm
activates the plunger and thus injects the fuel into the cylinder.
 The quantity of fuel injected is controlled by the effective stroke of the plunger.
Internal Combustion Engines & Gas Turbines Dr. Mukesh Sharma
 Types of Solid Injection Systems
44
Individual Pump and Nozzle Systems:

 In this system, each cylinder is provided

with one pump and one injector.
 This type differs from the unit injector in
that the pump and injector are separated
from each other, i.e., the injector is located
on the cylinder, while the pump is placed
on the side of the engine.
 Each pump may be placed close to the
cylinder, or may be arranged in a cluster.
 The high-pressure pump plunger is actuated by a cam, and produces the fuel pressure
necessary to open the injector valve at the correct time.
 The quantity of fuel injected is again controlled by the effective stroke of the plunger.

Internal Combustion Engines & Gas Turbines Dr. Mukesh Sharma

 Types of Solid Injection Systems
45
Distributor Systems:

 The pump which pressurizes the fuel also meters and times it.
 The fuel pump after metering the required quantity of fuel supplies it to a rotating
distributor at the correct time for supply to each cylinder.
 Since there is one metering element in each pump, a uniform distribution is ensured
Internal Combustion Engines & Gas Turbines Dr. Mukesh Sharma
 46

“supercharging is used to increase the power output by forcing the charge into
the engine at pressure above atmospheric”

Need for Supercharging

 The rate of fuel burned depends upon the air capacity of the engine, that is the amount of
air which the engine is capable of drawing per unit time.
 Also, air capacity is practically unaffected by the presence of fuel.
 Increasing the energy input requires the induction of more charge per cycle.
 At high engine speed, volumetric efficiency decreases so the induction.
 At high altitude due to less density, available induction charge is less.
 Also while climbing hill, racing and air craft it is necessary to produce more power with less
density.

Internal Combustion Engines & Gas Turbines Dr. Mukesh Sharma

 Effect of supercharging
47

Output Power
 It increase the power output of engine without increase its weight and size.
 Due to high inlet pressure, it compresses the residue gases and facilitate more charger to
fill.
Fuel consumption
 The brake specific fuel consumption for CI engine is somewhat less than that for naturally
aspirated engines due to better fuel distribution, improved combustion and increased
mechanical efficiency.
Mechanical efficiency
 An increase in the intake pressure increase the gas load, hence large bearing area and
heavier components are needed.
 Thus, the friction losses are increased.
 However, the increase in friction losses is less than the power gained by supercharging.
 Therefore, the mechanical efficiency of the engine is also increased by supercharging.

Internal Combustion Engines & Gas Turbines Dr. Mukesh Sharma

 Effect of supercharging
48

Volumetric efficiency
 Residual gases are compressed by inducted charge due to high pressure in clearance
volume.
 The rate of increase of volume efficiency becomes progressively less as the
supercharging is increased, since the contraction of the residuals becomes proportionately
less.
 Also increase in volumetric efficiency with the increase in the intake pressure is higher at
low C.R. ratio, since under these conditions the volume occupied by the residuals is more
and the possibility of contraction is more.

Internal Combustion Engines & Gas Turbines Dr. Mukesh Sharma

 49
Types of Lubrication system

Wet Sump system

Dry sump system

Mist lubrication system

Internal Combustion Engines & Gas Turbines Dr. Mukesh Sharma

 50
Wet sump system

Splash system

Semi pressure system

Full pressure system

Internal Combustion Engines & Gas Turbines Dr. Mukesh Sharma

 Wet Sump System
51
Splash system

Internal Combustion Engines & Gas Turbines Dr. Mukesh Sharma

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Splash system  This system is used on some small four strokes,
stationary engines.
 In this case the caps on the big ends bearings of
connecting rods are provided with scoops which,
when the connecting rod is in the lowest position,
just dip into oil troughs and thus directs the oil
through holes in the caps to the big end bearings.
 Due to splash of oil it reaches the lower portion of
the cylinder walls, crankshaft and other parts
requiring lubrication.
 Surplus oil eventually flows back to the oil sump.
 Oil level in the troughs is maintained by means of
an oil pump which takes oil from sump, through a
Internal Combustion Engines & Gas Turbines filter. Dr. Mukesh Sharma
 Wet Sump System
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Semi- pressure system  This method is a combination of splash and
pressure systems.
 It incorporates the advantages of both. In this case
main supply of oil is located in the base of crank
chamber.
 Oil is drawn from the lower portion of the sump
through a filter and is delivered by means of a gear
pump at pressure of about 1 bar to the main
bearings. The big end bearings are lubricated by
means of a spray through nozzles.
 Thus oil also lubricates the cams, crankshaft
bearings, cylinder walls and timing gears.
 An oil pressure gauge is provided to indicate
satisfactory oil supply.
Internal Combustion Engines & Gas Turbines Dr. Mukesh Sharma
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Full pressure system

Internal Combustion Engines & Gas Turbines Dr. Mukesh Sharma

 Wet Sump System
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Full pressure system
 In this system, oil from oil sump is pumped under
pressure to the various parts requiring lubrication.
 The oil is drawn from the sump through filter and
pumped by means of a gear pump.
 The pressure pump at pressure ranging delivers oil
from 1.5 to 4 bar.
 The oil under pressure is supplied to main bearings
of crankshaft and camshaft.
 Holes drilled through the main crankshafts bearing
journals, communicate oil to the big end bearings
and also small end bearings through holes drilled
in connecting rods.
 A pressure gauge is provided to confirm the
circulation of oil to the various parts.
 A pressure-regulating valve is also provided on the
delivery side of this pump to prevent excessive
pressure.

Internal Combustion Engines & Gas Turbines Dr. Mukesh Sharma

 Dry Sump System
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https://www.youtube.com/watch?v=0criObHbihY

Internal Combustion Engines & Gas Turbines Dr. Mukesh Sharma

 Dry Sump System
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 In this system, the oil from the sump is

carried to a separate storage tank outside the
engine cylinder block.
 The oil from sump is pumped by means of a
sump pump through filters to the storage
tank.
 Oil from storage tank is pumped to the engine
cylinder through oil cooler.
 Oil pressure may vary from 3 to 8 kgf/cm2.
 Dry sump lubrication system is generally
adopted for high capacity engines.
Internal Combustion Engines & Gas Turbines Dr. Mukesh Sharma
 Wet Sump System
Air-cooling is used in small engines and portable engines by providing fins on the
cylinder.
Big diesel engines are always liquid (water/special liquid) cooled.

Cooling system

Open cooling system

Natural cooling system

Forced cooling system

Internal Combustion Engines & Gas Turbines Dr. Mukesh Sharma

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 The system is closed one and designed so that the
water may circulate naturally because of the
difference in density of water at different
temperatures.
 It consists of water jacket, radiator and a fan. When
the water is heated, its density decreases and it
tends to rise, while the colder molecules tend to sink.
 Circulation of water then is obtained as the water
heated in the water jacket tends to rise and the water
cooled in the radiator with the help of air passing
over the radiator either by ram effect or by fan or
jointly tends to sink.
 Arrows show the direction of natural circulation.
Internal Combustion Engines & Gas Turbines Dr. Mukesh Sharma
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Internal Combustion Engines & Gas Turbines Dr. Mukesh Sharma

 Forced Cooling System
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 The system consists of pump, water jacket in the

cylinder, radiator, fan and a thermostat.
 The coolant (water or synthetic coolant) is
circulated through the cylinder jacket with the help
of a pump, which is usually a centrifugal type, and
driven by the engine.
 The function of thermostat, which is fitted in the
upper hose connection initially, prevents the
circulation of water below a certain temperature
(usually upto 85°C) through the radiation so that
water gets heated up quickly.

Internal Combustion Engines & Gas Turbines Dr. Mukesh Sharma