Prepared by: Prof Mohammad Amin S

ZEAL EDUCATION SOCIETY’S

ZEAL POLYTECHNIC, PUNE

NARHE │PUNE -41 │ INDIA
DEPARTMENT OF MECHANICAL ENGINEERING

UNIT 1 & 2: I C ENGINES, TESTING AND EMISSION CONTROL

Name of the Program: Diploma in Mechanical Engineering Semester: 5
Name of the Course: Power Engineering & Refrigeration Course Code: 22562

Q 1. Classify I.C. engines on the basis of: (i) Method of cooling (ii) Method of igniting fuel (iii)
Use (iv) Number of stroke
Answer: I.C. engines classification
(i) According to method of cooling:
a. Air cooled engine,
b. Water cooled engine.
(ii) According to the number of strokes per cycle:
a. Two stoke engine,
b. Four stroke engine
(iii) According to method of igniting fuel:
a. SI engine
b. CI engine
(iv) According to use:
a. Stationary engine
b. Automotive engine
c. Marine engine
d. Aircraft engine
e. Locomotive engine.

Q 2. Name the different components of I C Engine.

Answer: Different components of I C Engine:
1 Cylinder block
2. Cylinder
3. Piston
4. Connecting rod
5. Crank
6. Crank shaft
7. Intake and exhaust valves
8. Intake and exhaust manifolds
9. Cam shaft

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Fig: I C Engine Components

Q 3. Define following terms related to I.C. engine.

1. Stroke: Distance travelled by piston from one dead Centre to other dead Centre (Say TDC
to BDC) is called stroke.

2. Bore: The nominal inner diameter of engine cylinder is called cylinder bore.

3. Piston Speed: Distance traveled by piston in one minute. (S= 2LN m/min.)

4. Swept Volume (VS): It is the volume swept by piston when travelled from one dead center
to the other.

5. Clearance Volume (VC): The nominal volume of the space on the combustion side of the
piston when the piston is at TDC

6. Cut off ratio: The cutoff ratio is the ratio of the volume after combustion to the volume
before combustion.

7. Compression Ratio (rc): It is a ratio of total cylinder volume to the clearance volume.

8. Mean effective pressure: It is defined as the average pressure acting on the piston which
will produce the same output as is done by the varying pressure during the cycle.
9. Brake power: The power developed by an engine at the output shaft is called brake power.

10. Indicated power: The total power developed by combustion of fuel in the combustion
chamber is called indicated power.

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11. Friction Power: The difference between indicated power and brake power. It is the power
lost in friction.
FP = IP - BP

Fig: I C Engine Terminology

12. Air standard Efficiency: It represents the ratio of the net work output per cycle to the heat
added per cycle, assuming that the combustion process occurs under ideal conditions.

13. Thermal efficiency: The thermal efficiency of a heat engine is the percentage of heat
energy that is transformed into work. It is the ratio of work done to the energy supplied

14. Brake thermal efficiency: It is defined as the ratio of heat equivalent to brake power per
unit time to the heat supplied to the engine per unit time.

15. Indicated thermal efficiency: It is defined as the ratio of heat equivalent to indicated power
per unit time to the heat supplied to the engine per unit time.

16. Mechanical efficiency: It is defined as the ratio of brake power to indicated power of the
engine.
It is a measure of mechanical perfection of the engine or its ability to transmit power
developed in the engine cylinder to the crank shaft.

17. Volumetric efficiency: It is defined as the ratio of the actual volume of the charge admitted
into the cylinder to the swept volume of the piston is known as volumetric efficiency.

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18. Brake Specific Fuel Consumption (BSFC): It is the mass of fuel consumed per kW brake
power developed by an engine per hour.

19. Indicated Specific Fuel Consumption (ISFC): It is the mass of fuel consumed per kW
indicated power developed by an engine per hour.

Q 4. Explain with neat sketch, working of two stroke petrol engine. (S-22, 4M)
Answer:

Fig: Working of Two Stroke Petrol Engine

Up Stroke
The piston is pushed from BDC (Bottom-Dead-Center) to TDC (Top-Dead-Center). As a result, the
fuel-air mixture gets compressed and the spark plug ignites the mixture. The mixture expands and
the piston is pushed down.
The inlet port is open during the upstroke. While the inlet port is opened, the mixture gets sucked
inside the crankcase. In this stroke, the crankshaft makes the rotation of 180o.
Down Stroke
The piston moves from TDC to BDC letting the fresh air enter the combustion chamber. The fresh
air-fuel mixture gets into the combustion chamber from the crankcase through transfer port. In this
stroke, the crankshaft makes the rotation of 180o.
During the down stroke the exhaust gases get expelled out from one side while a fresh mixture
enters into the combustion chamber simultaneously due to a partial vacuum created in the
combustion chamber after the removal of exhaust gases. Both things happen at the same time which
makes it a 2-stroke engine.
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Q 5. Explain working of four stroke petrol engine with neat sketch.

Answer: Working of Four stroke petrol engine
1. Suction stroke: Suction stroke starts when piston is at top dead center and about to move
downwards. During suction stroke inlet valve is open and exhaust valve is closed. Due to low
pressure created by the motion of the piston towards bottom dead center, the charge consisting of
fresh air mixed with the fuel is drawn into cylinder. At the end of suction stroke the inlet valve
closes.

Fig: Working of Four Stroke Petrol Engine

2. Compression stroke: During compression stroke, the compression of charge takes place by
return stroke of piston, i.e. when piston moves from BDC to TDC. During this stroke both, inlet and
exhaust valve remain closed. Charge which is occupied by the whole cylinder volume is
compressed up to the clearance volume. Just before completion of compression stroke, a spark is
produced by the spark plug and fuel is ignited. Combustion takes place when the piston is almost at
TDC.
3. Expansion or power stroke: Piston gets downward thrust by explosion of charge. Due to high
pressure of burnt gases, piston moves downwards to the BDC. During expansion stroke both inlet
and exhaust valves remains closed. Thus power is obtained by expansion of products of
combustion. Therefore it is also called as „power stroke‟. Both pressure as well as temperature
decreases during expansion stroke.
4. Exhaust stroke: At the end of expansion stroke the exhaust valve opens, the inlet valve remains
closed and the piston moves from BDC to TDC as shown in fig. During exhaust stroke the burnt
gases inside the cylinder are expelled out. The exhaust valve closes at the end of the exhaust stroke
but still some residual gases remains in cylinder.

Q 6. Explain working of 4-stroke C.I. engine with neat sketch.

Answer: Four stroke CI engine
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1. Suction stroke: During this stroke, the inlet valve opens and with the movement of the piston
from TDC to BDC, the air at atmospheric pressure is drawn inside the engine cylinder, the exhaust
valve however remaining closed.
2. Compression stroke: The air drawn during the suction stroke is compressed to high pressure and
temperature as the piston moves from BDC to TDC. Both the inlet and exhaust valves remain
closed.

Fig: Working of Four Stroke Diesel Engine

3. Expansion or power stroke: At the end of compression stroke, a metered quantity of fuel is
injected in the hot compressed air in fine sprays by the fuel injector and it starts burning at constant
pressure. The hot gases of the cylinder expand adiabatically, thus doing the work on the piston.
4. Exhaust stroke: During this stroke, the exhaust valve opens, the piston moves from BDC to
TDC and exhaust gases escape to the atmosphere through the exhaust valve. When piston reaches
the TDC, the exhaust valve closes and the cycle is completed.

Q 7. State four assumptions made for air standard cycle.

Answer: Assumption made in air standard cycle
Following assumption made in actual cycle to analysis as air standard cycle.
1. The working fluid is perfect gas.
2. There is no change in mass of the working medium.
3. All the process that constitutes the cycle is reversible.
4. Heat is assumed to be supplied from a constant high temperature source and not from chemical
reaction during the cycle.
5. There are no heat losses.
6. The working medium has constant specific heats throughout the cycle.

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Q 8. Draw P-V & T-S diagram for

1. Carnot Cycle 3. Diesel Cycle
2. Otto cycle 4. Dual Cycle
Name the processes involved in it.
Answer: 1. Carnot Cycle

Processes:
1-2: Reversible Isothermal heat addition
2-3: Isentropic expansion
3-4: Reversible Isothermal heat rejection
4-1: Isentropic compression

2. Otto cycle

Processes:
1-2: Isentropic compression
2-3: Constant-volume heat addition
3-4: Isentropic expansion
4-1: Constant-volume heat rejection
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3. Diesel Cycle

Processes:
1-2: Adiabatic compression.
2-3: Addition of heat at constant pressure.
3-4: Adiabatic expansion.
4-1: Rejection of heat at constant volume.

4. Dual Cycle

Processes:
1-2: Adiabatic compression
2-3: Addition of heat at constant volume
3-4: Addition of heat at constant pressure
4-5: Adiabatic expansion
5-1: Rejection of heat at constant volume.

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Q 9. Draw the actual and ideal (theoretical) indicator diagram for 4 stroke petrol engine.
Answer:

Q 10. Draw the actual and ideal (theoretical) indicator diagram for 4 stroke Diesel engine.
Answer:

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Q 11. Draw the labeled Valve Timing Diagram of typical 4- stroke Petrol Engine.
Answer:

Q 12. Draw the labeled Valve Timing Diagram of typical 4- stroke Diesel Engine.
Answer:

Q 13. Describe with schematic diagram VVT-I engine. (S-22, 4M)

Answer: VVT-I stands for Variable Valve Timing-Intelligence, which is used in modern engine to
maximize performance and reduce emissions.
In VVT-I engine, the electronic control unit continuously calculates the best time to open and close
the valves and activates an oil pressure valve to change the intake valve timing by altering camshaft
position with respect to timing gear. Basically, it varies the valve timing by shifting the phase angle
of camshafts. Adjustments in the overlap time between the exhaust valve closing and intake valve
opening result in improved engine efficiency.

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In variable valve timing engine, the valves are open for shorter periods during low speed or idling,
so less air-fuel mixture goes into the engine and helps reduce emissions.
Under high speed, the valves are open longer, so more air-fuel mixture feeds into the engine and
increases power.

Q 14. What is supercharging? State advantages of supercharging

Answer: Supercharging is a process of compressing the incoming air to an I C engine at a pressure
higher than the atmospheric pressure, which results in an increase in the amount of air delivered to
the engine combustion chamber.
Advantages
1. Higher power output.
2. Reduced smoke from exhaust gases. The extra air pushed into cylinder, helps the air to complete
combust leading to lesser smoke generation.
3. Quicker acceleration of vehicle. Supercharger starts working as soon as the engine starts running.
This way the engine gets a boost even at the beginning leading to quicker acceleration.
4. Cheaper than turbocharger.

Q 15. Explain in brief the importance of „Super Charging‟.

Answer: The power output of an engine depends upon the amount of air inducted in cylinder per
unit time, the degree of utilization of this air and the thermal efficiency of the engine. The amount
of air inducted per unit time can be increased by increasing the engine speed or by increasing the
density of air at intake. As engine speed increases, the inertia load, engine friction, bears load
increases. The method of increasing the inlet air density is called as supercharging. It is usually
employed to increase the power output of the engine. The increase of the amount of air inducted per
unit time by supercharging is obtained mainly to burn greater amount of fuel in a given engine.

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Supercharging increases the power output for a given weight and bulk of engine, compensate for
loss of power due to altitude and obtain more power from the existing engine.

Q 16. List the objectives of supercharging.

Answer: Following are the objectives of supercharging
1. To compensate for loss of power due to high altitudes for air craft engines.
2. To obtain better performance from the existing engine.
3. For a given weight and bulk of the engine, super charging increase power output. This is
important in air craft, marine and automotive engines where weight and space are considered.
4. Super charging is done to induct more amount of air into cylinder per unit times and hence to
burn more amount of fuel to increase power output.

Q 17. State the effect of supercharging on S.I. engine with respect to following parameters: i)
Detonation ii) Combustion iii) Fuel economy iv) Quality of fuel
Answer:
Sr. No. Parameters Effect on SI Engine
1 Detonation Increases possibility of detonation
2 Combustion Rate of combustion is faster and is prone to knocking. Increased
flame speeds and the engine cannot run without knocking.
3 Fuel Economy Poor fuel economy as costly fuel needs to be used
Lower thermal efficiency
Greater fuel consumption
4 Quality of fuel High quality of fuel is required to reduce knocking

Q 18. Explain turbo charging with a neat sketch

Answer:
1. Turbocharger is a gas turbine driven by exhaust gas of engine.
2. About 30% of heat input goes with exhaust gases. This exhaust gas can be used to run a gas
turbine.

3. The gas turbine develops the sufficient power to drive centrifugal compressor, which is used
to supply the air to engine. This results in increased power output & better thermal
efficiency of engine. Thus, supercharging done by driving compressor with the help of
engine turbine utilizing exhaust of engine is called as turbocharging.
4. In order to supply sufficient energy to the turbo charger, the exhaust valve is opened much
before the BDC as compared to naturally aspirated engine, to allow the exhaust gas to
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escape at higher pressure & temp giving the turbocharger enough energy to drive the
compressor.

Q 19. With sketch, justify use of Variable Geometry Turbocharger as compared to fixed
geometry turbocharger.
Answer: Variable Geometry Turbocharger technology is the next generation turbocharger
technology where the turbocharger uses variable geometry vanes to control exhaust flow against the
turbine blades.
The problem with the fixed geometry turbocharger is that the big turbochargers cannot work well at
slow engine speeds, while small turbochargers cannot work well at high engine speed.
A Variable Geometry Turbocharger has movable vanes which can direct exhaust flow onto the
turbine blades. The vane angles are adjusted via an actuator. The angles of the vanes vary
throughout the engine RPM range to optimize turbine behavior.

Q 20. State the any two advantages of „Turbo Charging‟. (SP, 2M)
Answer: Advantages of Turbo Charging
1. Power output of a given displacement engine is increased.
2. Torque characteristic of the turbocharged engines is better.
3. Turbocharged engines have more B.P. /weight ratio, compared to mutually aspirated engines.
4. Power loss due to decrease in air density at higher attitudes is reduced by using turbocharger.
5. Reduced fuel consumption.
6. Reduced exhaust gas emissions.

Q 21. List diagnostic tools used in fault finding of MPFI engines.

Answer: Following are the diagnostic tools used in fault finding of MPFI engines
1. Engine Code Readers 5. Scan Tool
2. Compression Testers 6. Battery Tester
3. Spark Plug Testers 7. Power Probe III
4. Mechanic‟s Stethoscope

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Q 22. Explain in brief constructional features of MPFI system.

Answer: There are different components used in the MPFI system as follows:
1. A mechanical solenoid injector
2. The electronic control unit (ECU) – It controls ignition timing and quality of the fuel.
3. Electronic sensors to monitors different output such as exhaust gas temperature, coolant
temperature, speed, and throttle position.
4. Air filters to remove solid particles from the atmospheric air.

Q 23. Give important features of MPFI engine.

Answer: Important Features (Advantages) of MPFI system
1. No Restriction in Air Flow passage.
2. Hot spots responsible for preheating of cold air are eliminated.
3. Better Acceleration Response
4. Fuel Atomization Generally Improved.
5. Improves Power, Reduces fuel consumption and Emissions
6. Precise in Metering Fuel in Ports
7. Precise Fuel Distribution Between Cylinders
8. Increased power and torque.

Q 24. Summarize various sensors used in vehicles with their functions. (S-22, 4M)
Answer: Following sensors are used in ECU
1. Crank angle sensor: A permanent magnet inductive signal generator is mounted in close
proximity to the flywheel, where it radiates a magnetic field. As the flywheel spins and the
pins are rotated in the magnetic field, an alternating (AC) waveform is delivered to the ECM
to indicate speed of rotation.
2. Air Flow Sensor (AFS): The AFS is normally located between the air filter and the throttle
body. As air flows through the sensor, it deflects a vane (flap) which wipes a potentiometer
resistance track and so varies the resistance of the track and generates a variable voltage
signal.
3. Manifold absolute pressure (MAP) sensor: The MAP sensor measures the manifold
vacuum or pressure, and uses a transducer to convert the signal to an electrical signal which

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is returned to the ECM. The unit may be designed as an independent sensor that is located in
the engine compartment or integral with the ECM.
4. Coolant temperature sensor (CTS): The CTS is a two-wire thermistor that measures the
coolant temperature. The CTS is immersed in the engine coolant, and contains a variable
resistor that usually operates on the NTC principle.
5. Throttle Position Sensor (TPS): TPS is provided to inform the ECM of idle position,
deceleration, rate of acceleration and wide-open throttle (WOT) conditions. The TPS is a
potentiometer which varies the resistance and voltage of the signal returned to the ECM.
6. Oxygen sensor (OS): An oxygen sensor is a ceramic device 'placed in the exhaust manifold
on the engine side of the catalytic converter. The oxygen sensor returns a signal to the ECM,
which can almost instantaneously (within 50ms) adjust the injection duration.

Q 25. Explain MPFI with neat sketch. (W-17, 4M)

Answer:

Working of MPFI System:

In the MPFI system, the fuel pump which is driven by the electric motor is used to spray fuel into
the engine intake manifold. This technique helps to provide an accurate air-fuel ratio at all operating
conditions. The suction pressure of the engine is used to spray the fuel into the cylinders.
As shown in the figure, you can see that a single injector is placed on the intake port of the different
cylinders. By using the electrical fuel pump, fuel from the fuel tank supplies to each fuel injector
equally. The process of fuel injection occurs in each engine intake manifold once in every rotation
during the suction stroke.

Q 26. Explain with neat sketch inline fuel injection pump. (S-22, 4M)
Answer: Fuel injection pump is used widely for the supply of fuel under high pressure in diesel
engines. The inline fuel injection pump consists of the following major components:
1. Plunger with a helical groove
2. Fuel barrel
3. Inlet valve
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4. Spill hole
5. Outlet valve

The camshaft arranged below the plunger helps to reciprocate the plunger inside a fuel barrel.
The camshaft gets power from the engine crankshaft and it operates in such a way that the fuel will
be injected at an exact time and for the exact duration.
When the plunger moves downward, the fuel is sucked inside a barrel through an inlet valve.
During the upward stroke, the plunger develops pressure on the fuel trapped inside a barrel. This
high-pressure fuel pushes the outlet valve against the spring to open and then the fuel moves to the
injector. The amount of fuel supplied is controlled with the help of a spill hole, a helical groove on
the plunger, and a rack and pinion arrangement.

Q 27. Explain the working of Piezoelectric Injector.

Answer: A piezoelectric injector is a type of fuel injector used in modern direct fuel injection
systems for internal combustion engines.
It utilizes the piezoelectric effect to precisely control the fuel injection process. The piezoelectric
material used in the injector expands or contracts when subjected to an electric field, allowing for
accurate fuel metering and injection timing.
The heart of the piezoelectric injector is the piezoelectric stack assembly. This stack is made up of
multiple layers of piezoelectric materials, such as lead zirconate titanate (PZT), which have the
property of changing their shape when an electric voltage is applied.
As the piezoelectric stack expands or contracts, it acts as a mechanical actuator to open or close the
injector's needle valve. When the valve is opened, pressurized fuel is injected into the combustion
chamber through the injector's nozzle in a finely atomized spray.

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The piezoelectric effect enables the injector to respond rapidly to changes in voltage. This rapid
response allows for precise control of the fuel injection process, enabling multiple injections per
combustion cycle and very accurate timing of fuel delivery.

Q 28. State the advantages or the purpose of the piezoelectric injector.

Answer: Advantages of Piezoelectric Injectors:
1. Faster response time and precise fuel metering, leading to improved engine performance and
efficiency.
2. Reduced fuel consumption and lower emissions due to better combustion control.
3. Multiple injections allow for quieter engine operation and smoother combustion.
4. Increased durability and longevity compared to solenoid-based injectors.

Q 29. Explain with neat sketch the CRDI system used in diesel engine, controlled by ECU.
Answer: Common Rail Direct Injection (CRDI) is a modern fuel injection system used in diesel
engines to improve efficiency, power output, and reduce emissions. It's an advanced technology that
allows precise control of fuel injection, resulting in better combustion and overall engine
performance.
It Consists of:
1. High-Pressure Pump (Supply Pump)
2. Fuel Tank
3. Common Rail
4. High-Pressure Pipes
5. CRDI Injectors
6. Electronic Control Unit (ECU)
7. Pressure Regulator
8. Fuel Return Line
Working Principle:
1. During the engine's intake stroke, the air is drawn into the cylinder, and the ECU calculates
the appropriate amount of fuel required for optimal combustion.
2. The ECU sends signals to the CRDI injectors, which open at the precise moment, allowing
the high-pressure fuel from the common rail to be injected directly into the combustion
chamber.

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3. The fuel-air mixture ignites due to the high compression of the diesel engine, resulting in
combustion and the generation of power.
4. The ECU continuously monitors the engine's operating conditions and adjusts the fuel
injection parameters in real-time, optimizing performance, emissions, and fuel efficiency.

Q 30. State the any two advantages of the CRDI system used in diesel engine.
Answer: Advantages of CRDI System:
1. Improved fuel efficiency: Precise fuel injection enables better combustion, reducing fuel
consumption.
2. Increased power output: CRDI provides better control over fuel delivery, resulting in higher
power output from the engine.
3. Reduced emissions: Efficient combustion leads to lower harmful emissions, contributing to
a cleaner environment.
4. Quieter operation: CRDI systems help reduce engine noise and vibration levels.

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Q 31. Discuss in brief process of combustion in SI engines with a sketch.

Answer: According to Ricardo, There are three stages of combustion in SI Engine as shown in
figure bellow

1. Ignition lag stage: There is a certain time interval between instant of spark and instant where
there is a noticeable rise in pressure due to combustion. This time lag is called IGNITION LAG.
2. Flame propagation stage: Once the flame is formed at “b”, it should be self-sustained and must
be able to propagate through the mixture. This is possible when the rate of heat generation by
burning is greater than heat lost by flame to surrounding. After the point “b”, the flame propagation
is abnormally low at the beginning as heat lost is more than heat generated.
3. After burning: Combustion will not stop at point “c” but continue after attaining peak pressure
and this combustion is known as after burning. This generally happens when the rich mixture is
supplied to engine.

Q 32. Explain different stages of combustion in C.I. engine with sketch.

Answer: There are four phases of Combustion in CI Engines:
1) Ignition delay period: During this stage fuel has already admitted but has not yet ignited. This is
counted from start of injection to the point where P-θ curve separates from pure air compression
curve.
2) Rapid or uncontrolled combustion: In this stage pressure rises rapidly because during the delay
period the fuel droplets have accumulated in combustion chamber.
3) Controlled combustion: The temperature and pressure rise in the second state is quite high, hence
droplet of fuel injected in this stage burn faster with reduced ignition delay as soon as they find
necessary oxygen and further pressure rise is controlled by injection rate.
4) After burning: This sage may not be present in all cases. Because of poor distribution of fuel

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Q 33. What is pre-ignition? State any four factors responsible for pre-ignition.
Answer: In S.I. engine, the spark is timed to occur at a definite point just before the end of the
compression stroke.
If the ignition starts during the compression, due to any reason, it is known as pre-ignition.
Following factors are responsible for Pre-ignition
1. High compression ratio
2. Overheated spark plug
3. Incandescent carbon deposit in cylinder wall
4. Overheated exhaust valve
5. It may occur due to faulty timing of spark production

Q 34. What are the effects of detonation in IC engine?

Answer: Effects of detonation (any four- 4 marks)
(1) Noise – As intensity of detonation increases, the sound intensity increases & it is harmful.
(2) Mechanical damage – shock waves are so violent that it may cause mechanical damage like
breaking of piston. It increases the rate of wear erosion of piston.
(3) Pre-ignition – Due to local overheating of spark plug & this pre-ignition increases detonation.
(4) Power output & efficiency decreases - Power output & thermal efficiency decreases due to
abnormal combustion.
(5) Increase in heat transfer – Temperature of cylinder in detonating engine is higher than in non –
detonating engine, hence increases the heat transfer.
(6) Carbon deposits- Detonation results in increased carbon deposits.

Q 35. What is the necessity of I.C. Engine Testing?

Answer: Necessity of I.C. engine testing
1. To get information, that is not possible to determine by calculations.
2. To confirm the validity of data used while designing the engine.
3. To satisfy the customer as to rated power with guarantied fuel consumption.
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4. To reduce the cost and to improve the power output and reliability of an engine.
5. To know & improve the performance of an engine.

Q 36. “Morse Test cannot be conducted for single cylinder Engine” – explain.
Answer: Morse Test cannot be conducted for single cylinder engine
Morse test is used to find indicated power of a multi cylinder engine. In this test the engine is
connected to a suitable brake dynamometer and the brake power is determined by running the
engine at constant speeds.
Here the brake power is obtained by cutting the spark plug of each cylinders of the engine, one at a
time. The speed is maintained constant by varying load. Therefore in a multi cylinder engine if the
spark plug is cut off in any of the cylinders, the other cylinders continue to run and as a result the
output from the engine is obtained. But in case of a single cylinder engine if the spark plug is cut off
no output is obtained to conduct the performance test.
Therefore, Morse test cannot be conducted on a single cylinder engine.

Q 37. Explain the procedure for conducting Morse test.

Answer: Procedure to conduct Morse test
1. First engine is allowed to run at constant speed and brake power of engine is measured when all
four cylinder working.
IP1 + IP2 + IP3 + IP4 = BP1234 + FP1234

Where, IP- indicated power

BP – brake power develop
FP – frictional power
1, 2, 3, 4 – cylinder numbers

2. Now the first cylinder is cut off by short circuiting spark plug in case of S.I engine and by cutting
fuel supply in case of C.I engine. Due to this, cylinder 1 will not develop IP1 but continue to
contribute towards FP. To measure BP234, bring speed of the engine to initial speed by reducing
load.
IP2 + IP3 + IP4 = BP234 + FP1234

3. When cylinder 2 is cut off and speed of engine returned to initial speed and measure BP134
IP1 + IP3 + IP4 = BP134 + FP1234

4. When cylinder 3 is cut off and speed of engine returned to initial speed and to measure BP124
IP1 + IP2 + IP4 = BP124 + FP1234

5. When cylinder 4 is cut off and speed of engine returned to initial speed and to measure BP123
IP1 + IP2 + IP3 = BP123 + FP1234

Each cylinder of IP will get by,

i) Subtracting equation 2 from equation 1,
IP1 = BP1234 – BP234

ii) Subtracting equation 3 from equation 1,

IP2 = BP1234 – BP134

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iii) Subtracting equation 4 from equation 1,

IP3 = BP1234 – BP124

iv) Subtracting equation 5 from equation 1,

IP4 = BP1234 – BP123

Thus indicated power of engine

IP = IP1 + IP2 + IP3 + IP4

Q 38. Explain hoe the heat balance sheet for I C Engines is prepared?
Answer: A heat balance sheet for an Internal Combustion (IC) engine is a systematic approach to
evaluate and account for the energy flows within the engine during the combustion process. It helps
to analyze the efficiency of the engine and identify areas for improvement. The heat balance sheet
involves calculating and balancing the total energy entering and leaving the engine in various
forms. Let's break down the components of a typical heat balance sheet for an IC engine:

1. Input Energy:
Heat supplied by the fuel (Fuel Energy): The chemical energy of the fuel used (usually expressed
in kJ or kJ/s).
Qs = mf x C.V. of fuel
2. Output Energy:
Brake Power Output: The useful mechanical power produced at the engine's crankshaft, measured
in kW or hp.
BP =2NT
3. Heat Losses:
Heat Lost in Exhaust Gas: The energy carried away by the hot exhaust gases leaving the engine.
Qeg = mg x Cpg x Δtg
Heat Carried away by Cooling Water: Heat removed by the engine's cooling system to maintain
the engine at an optimal operating temperature.
Qcw = mw x Cpw x Δtw
Unaccounted Heat: Any other heat losses those are difficult to calculate, like heat carried away by
lubricating oil, radiation heat loss, convection heat loss, etc.
Qua = Qs – (BP + Qcw + Qeg)

Heat Balance Sheet

Heat supplied kJ/min % Heat expenditure kJ/min %

1. Heat supplied 1. Heat equivalent BP
by fuel 2. Heat in C.W.
100
3. Heat in exhaust gas
4. Unaccounted heat
100 100

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Q 39. Name the pollutants in emissions of IC engines

Answer: pollutants in emissions of IC engines:
Hydrocarbon (HC),
Carbon monoxide (CO),
Nitrogen oxide (NOx),
Particulate matter (PM),
Sulphur dioxide (SO2)

Q 40. List the Methods of reducing Pollution in diesel engine as per BS6. (SP, 4M) OR
List changes made by automobile manufactures in achieving BS VI norms in diesel engines.
Answer: Following are Changes in automobile manufacturers in achieving BS6 norms of diesel
engines
1. Use of Lean NOX traps
2. Use selective catalytic reduction (SCR)
3. Use of Diesel particulate filter
4. OBD for all diesel vehicles
5. Real time driving emission introduced in vehicles
6. Fumigation
7. Catalytic converter monitoring
8. Misfire detection

Q 41. List any four pollutants in exhaust gases of I.C. engine with their effects.
Answer: The major air pollutants emitted by petrol & diesel engines are CO2, CO, HC, NOx, SO2,
smoke & lead vapour.
Effect of CO:
1. Carbon monoxide combines with hemoglobin forming carboy hemoglobin, which reduces
oxygen carrying capacity of blood.
2. This leads to laziness, exhaustion of body & headache.
3. Prolong exposure can even leads to death.
4. It also affects cardiovascular system, thereby causing heart problem

Effect of CO2:
1. Causes respiratory disorder & suffocation.

Effect of NOx:
1. It causes respiration irritation, headache, bronchitis, pulmonary emphysema, impairment of
lungs, and loss of appetite & corrosion of teeth to human body.

Effect of HC:
1. It has effect like reduced visibility, eye irritation, peculiar odor & damage to vegetation &
accelerates the cracking of rubber products.
2. It induces cancer, affects DNA & cell growth and is known as carcinogens.

Effect of SO2:
1. It is toxic & corrosive gas, human respiratory track of animals, plants & crops
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Q 42. Draw a typical graph indicating changes in pollutants level (HC, CO2 & CO) with
respect to changes in air fuel ratio.
Answer:

Q43. Explain with neat sketch working of non-dispersive infra-red (NDIR) gas analyzer
Answer: Non dispersive infra-red gas analyzer (NDIR): The working principle of infra-red gas
exhaust gas analyzer is as shown in figure.
It works on the principle of hetero atomic gases absorb infra-red energy at distinct and separated
wavelength. The absorbed energy raises the temperature and pressure of confined gas. This enables
to measure contents of hydro carbon and carbon monoxide. This is a faster method of gas analysis.
The standard sample is filled in reference cell R . The sample of gas under testing is filled in cells.
The detector cell D is filled with specific gas to be measured, say CO2. The detector cell is divided
into two compartments by diaphragm. It is very sensitive. Initially infra-red energy in both
compartments is same and indicator reading is zero. The sample is connected to exhaust gas. This
lowers pressure on sample side. It will absorb energy in proportion to concentration of CO2 in
sample and detector gives percentage of CO2 present in the sample.

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Q 44. Explain the term “Exhaust Gas Recirculation‟ with neat sketch.
Answer: Exhaust Gas Recirculation consists of an EGR-valve fixed after the exhaust manifold and
before the catalytic converter.
This valve opens and redirects some of the exhaust gases back to the intake manifold, where these
are mixed with fresh air.
Once mixed, the concentration of the oxygen in the fresh air is reduced and the temperature of the
fresh air is increased slightly.

Now, the exhaust gases are inert gases because they have already been burnt and free oxygen is not
present in the exhaust gases. Therefore, these gases prevent the combustion to reach high
temperatures and the Nitrogen in the air is not able to react with the excess oxygen and the
formation of NOx (Nitrogen Oxides) is decreased.
NOx is one of the most harmful gases in the exhaust and is required to be controlled according to
the emission laws.
Sometimes, an EGR cooler is also attached to the components before mixing it with the fresh air to
reduce the temperature of the combustion further.

Q 45. State purpose of Selective Catalytic Reduction.

Answer: Purpose of Selective Catalytic Reduction (SCR)
1. It reduces Nox by 75% to 90% and converts it in to molecular nitrogen and water vapor
3. It reduces HC emission up to 80%
4. It reduces PM emission by 20 to 25%.

Q 46. Explain with neat sketch working principle of any one type of catalytic converter.
Answer: Catalytic converter is a device which converts harmful pollutants to harmless gases.
Catalytic converter is used in exhaust emission in control system to convert CO, NOx, HC and
other harmful gases to harmless gases.
A Catalytic converter consists of a cylindrical unit of small size like a small silencer and is installed
into the exhaust system of a vehicle. It is placed between the exhaust manifold and the silencer.
Inside the cylindrical tube i.e. converter there is a honey comb structure of a ceramic or metal which
is coated with alumina base material and there after a second coating of precious metals platinum,
palladium or rhodium or combination of the same.

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This second coating serves as a catalyst. A catalyst is a substance which causes a chemical reaction
intro the gases. When the exhaust gases pass over the converter substance, the toxic gases as CO,
HC & NOx are converted into harmless gases as CO2, H2 & N2.

Q 47. Explain with a neat sketch two way catalytic converter.

Answer: A catalytic converter is cylindrical unit about the size of small silencer and is installed
into exhaust system of vehicle.
It converts the harmful gases from the engine into harmless gases and escapes them into
atmosphere.
Inside converter there is honeycomb structure of ceramic or metal which is coated with alumina
base material and there after a second coating of precious metal platinum, or palladium or
combination of same.
When the exhaust gases pass over the converter substance, as a result of catalytic reaction the toxic
gases such CO and HC are converted into harmless CO2 and water

Q 48. Explain with neat sketch constructional features of „Three way catalytic converter‟.
Answer:
1. A catalytic converter is a device which reduces pollutants like HC, CO and NOx.
2. If all three pollutants are reduced simultaneously, it is called a 3-way catalyst.
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3. Usually a catalyst contains a mesh coated with noble metals like platinum, rhodium and
palladium.
4. These metals are catalysts which accelerate the oxidation of CO to CO2 and HC to H2O and
CO2 and reduce NOx to N2.
5. The catalyst themselves do not participate in the reaction. The front part of the catalyst is for
NOx reduction and rear part is for CO and HC oxidation.

Q 49. Differentiate supercharging and turbocharging in I.C. engine. (W-17, 4M)

Answer:
S. No. Turbocharging Supercharging
1 Turbocharger is a forced induction system Super charger is also a forced induction
that compresses the atmospheric gases and system. It compresses the atmospheric
sends it to the engine cylinder. air and sends it to the engine cylinder.
2 It uses exhaust gases for its energy. It is connected to the crankshaft of the
engine for its energy.
3 It is not directly connected to the engine. It is directly connected to the engine
through belt.
4 It has smog altering equipment which helps in It doesn‟t have waste gate, so the smog
lowering the carbon emission. emits from the supercharger.
5 It spins with a speed up to It spins with a speed upto 50000 rpm.
150000 rpm.
6 It is much quieter than supercharger. It is not so quieter.
7 It is less reliable. It is more reliable.
8 Maintenance is not easy. Maintenance is easy.
9 Turbocharger delivers their boost better at Supercharger can deliver their boost at
high rpm. lower rpm.
10 It is more efficient It is less efficient.
11 The compressed air in turbocharger has high The compressed air in supercharger has
temperature. less temperature.
12 It requires intercooler for the compressed air It may or may not require intercooler.
to lower its temperature. But in some types, it requires intercooler.
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13 It is more complex It is less complex.

14 It has lag problem due to discontinuous It has negligible lag problem because of
supply of energy continuous supply of energy by
crankshaft.
15 The compressor is rotated by the turbine. The compressor is rotated by the engine
crankshaft through a belt.

Q 50. Differentiate between L-MPFI and D-MPFI system.

Answer:
Sr. D-MPFI System L-MPFI System
No.
1 It is Manifold injection system It is Port injection system
2 Vacuum in the intake manifold and volume Fuel metering is regulated by the engine
of air by its density are sensed in this type of speed and amount of air that actually enters in
MPFI system the engine.
3 As air enters into intake manifold the As air enters into the intake manifold, the air
manifold pressure sensor detects the intake flow sensor measures the amount of air and
manifold vacuum and sends the information sends information to ECU.
to the ECU
4

Q 51. Differentiate between Two Stroke and Four Stroke I. C .Engine (any four points).
Answer:
Four-Stroke Engine Two-Stroke Engine
1. The thermodynamic cycle is completed in The thermodynamic cycle is completed in two
four strokes of the piston or in two revolutions strokes of the piston or in one revolution of the
of the crankshaft. Thus, one power stroke is crankshaft. Thus one power stroke is obtained in
obtained in every two revolutions of the each revolution of the crankshaft.
crankshaft.
2. A heavier flywheel is needed. A lighter flywheel can be used.
3. Power produced for same size of engine is Power produced for same size of engine is
less, or for the same power the engine is heavier twice, or for the same power the engine is lighter
and bulkier. and more compact.
4. Lesser cooling and lubrication requirements. Greater cooling and lubrication requirements.
Lower rate of wear and tear. Higher rate of wear and tear.
5. Four-stroke engines have valves and valve Two-stroke engines have no valves but only
actuating mechanisms for opening and closing ports (some two-stroke engines are fitted with
of the intake and exhaust valves. conventional exhaust valve or reed valve).
6. The initial cost of the engine is more. The initial cost of the engine is less.
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7. Volumetric efficiency is more due to more Volumetric efficiency is low due to lesser time
time for induction. for induction.
8. Used where efficiency is important, viz., in Used where low cost, compactness and light
cars, buses, trucks, tractors, industrial engines, weight are important, viz., in mopeds, scooters,
aeroplanes, power generation etc. motorcycles, hand sprayers etc.

Q 52. Compare SI and CI engine on the basis of: i) fuel used, ii) Compression ratio, iii)
Weight, iv) Noise and vibration.

Basis SI Engines CI Engines

1 Fuel used Gasoline or petrol Diesel
2 Compression Ratio Low, Average value is 7 to 9 High, Average value is 15 to 18
3 Weight It is light in weight due to less It is heavy in weight due to high
pressure developed pressure developed
4 Noise and vibration Noise and vibration Level is less Noise and vibration Level is high
Level due to low compression ratio due to high compression ratio.

NUMERICAL

Q 53. Following observations were recorded during a trial on single cylinder four stroke oil
engine:
Cylinder bore = 15 cm
Length of stroke = 25 cm
Mean effective pressure = 7.35 bar
Engine speed = 400 rpm
Brake torque = 225 N.m.
Fuel consumption = 3 kg/hr
Calorific value of fuel = 44200 kJ/kg
Determine: i) Mechanical efficiency ii) Brake thermal efficiency
Solution:

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Q 54. The following data is collected during a trial of four cylinder petrol engine.
B.P. with all cylinder working = 15.8 kW
B.P. with cylinder No. 1 cutoff = 11.14 kW
B.P. with cylinder No. 2 cutoff = 11.2 kW
B.P. with cylinder No. 3 cutoff = 11.36 kW
B.P. with cylinder No. 4 cutoff = 11.3 kW
Find mechanical efficiency of engine.
Solution: Brake Power Engine (BP)engine = 15.8 kW
Brake Power developed when 1st Cylinder cut-off BP2,3,4 = 11.14 kW
Brake Power developed when 2nd Cylinder cut-off BP1,3,4 = 11.2 kW
Brake Power developed when 3rd Cylinder cut-off BP1,2,4 = 11.36 kW
Brake Power developed when 4th Cylinder cut-off BP1,2,3 = 11.3 kW

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Indicated Power of 1st cylinder

IP1 = (BP)engine - ( BP )2,3,4
= 15.8 – 11.14
= 4.66 kW
IP2 = (BP)engine - ( BP )1,3,4
= 15.8 – 11.2
= 4.6 kW
IP3 = (BP)engine - ( BP )1,3,4
= 15.8 – 11.36
= 4.44 kW
IP4 = (BP)engine - ( BP )1,2,3
= 15.8 – 11.3
= 4. 5 kW
Indicated Power of Engine
IP = IP1 + IP2 + IP3 + IP4
= 4.66 + 4.6 + 4.44 + 4.5
= 18.2 kW
Mechanical Efficiency of the Engine
ηm = ( BP / IP ) x 100
= ( 15.8 / 18.2 ) x 100
= 86.81 %

Q 55. An I.C. Engine uses 6 kg of fuel having calorific value 44000 kJ/kg in one hour. The BP
developed is 18 kW. The temperature of 11.5 kg of cooling water per minute was found to rise
through 25°C. The temperature of 4.2 kg of exhaust gas per minute with specific heat 1
kJ/kg°k was found to rise through 220°C. Draw the heat balance sheet for the engine.
Solution:
Mass flow rate of fuel = m = 6 kg/hr = 0.1 kg/min
C.V. of fuel = 44,000 kJ/kg
Mass flow rate of cooling water = mw = 11.5 Kg/min
Δtw = 25oC
Mass flow rate of exhaust gases = mg = 4.2 Kg/min
Sp. Heat of exhaust gas – 1 kJ/kg k
Δtg = 220oC

a) Heat supplied by fuel = mf x C.V. of fuel

= 0.1 x 44,000
= 4,400 kJ/min

b i) Heat equivalent of BP = 18 x 60 = 1080 kJ/min

ii) Heat carried by cooling water = mw x Cpw x Δtw

= 11.5 x 4.187 x 25
= 1203.76 kJ/min

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iii) Heat carried by exhaust gas = mg x Cpg x Δtg

= 4.2 x 1 x 220
= 924 kJ/min

iv) Unaccounted heat = Heat supplied – (Heat equivalent of BP + Heat carried by cooling water +
Heat carried by exhaust. gas)
= 4400 – (1080 + 1203.76 + 924)
= 1192.24 kJ/min

Heat Balance Sheet

Heat supplied kJ/min % Heat expenditure kJ/min %

Heat supplied Heat equivalent BP 1080.00 24.54
by fuel Heat in C.W. 1203.76 27.36
4400 100
Heat in exhaust gas 924.00 21.00
Unaccounted heat 1192.24 27.10
4400 100 4400 100

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