AUTOMOBILE ENGINEERING

Dr. G. VEDABOURISWARAN
M.Tech (IIT Delhi)., Ph.D (IIT Delhi)
 AUTOMOBILE ENGINEERING
Code: MEMEC14 Pre requisite: MEMEC07 L – T – P: 3 - 1 - 0

COURSE OUTCOMES (COs):

After completion of this course, the students are expected to be able to demonstrate
the following knowledge, skills and attitudes:

1. To understand the vehicle structure and engine components.

2. To explore the concepts of ignition, fuel supply and emission control systems.

3. To acquire the knowledge of the transmission systems used in automobiles.

4. To learn about the mechanisms of steering, suspension and braking systems.

5. To explore the advances in automobile engineering.

 AUTOMOBILE ENGINEERING
Code: MEMEC14 Pre requisite: MEMEC07 L-T-P: 3-1-0

UNIT-1
Introduction to Vehicle Structure and Engine Components: Vehicle construction: Chassis and body, Specifications; Engine: Types and
Construction, Location of engine, Cylinder arrangement: Construction details, Cylinder block, Cylinder head, Cylinder liners, Piston,
Piston rings, Piston pin, Connecting rod, Crankshaft, Valves, Lubrication system: Types, Oil pumps, Filters, Cooling system: Types, Water
pumps, Radiators, Thermostats, Anti-freezing compounds.

UNIT-2
Ignition, Fuel Supply and Emission Control System: Ignition system: Coil and Magneto, Spark plug, Distributor, Electronic ignition
system, Fuel system, Carburetor, Fuel pumps, Fuel injection systems: Monopoint and Multipoint, Unit injector: Nozzle types, Electronic
Fuel Injection system (EFI), GDI, MPFI, DTSI, Automobile Emissions: Source of formation, Effects on human health and environment,
Control techniques: Exhaust Gas Recirculation (EGR), Catalytic converter, Emission tests and standards (Indian and Europe).

UNIT-3
Transmission System: Clutches: Function and Types, Single plate, Multiple plate and Diaphragm Clutch, Fluid coupling, Gearbox:
Manual, Sliding, Constant, Synchromesh, Overdrive, Automatic transmission, Torque converter, Epicyclic and Hydromatic transmission,
Continuously variable transmission, Universal joint, Propeller shaft, Hotchkiss drive, Final drive, Rear axle assembly: Types, Differential:
Need and Construction, Non-slip differential, Differential locks, Four-wheel drive.

UNIT-4
Steering, Suspension and Braking System: Principle of Steering, Steering Geometry and Wheel alignment, Steering linkages, Steering
gearboxes, Power steering, Front axle Suspension system, Independent and Solid axle : Coil, Leaf spring and Air suspensions, Torsion bar,
Shock absorbers, Wheels and Tires: Construction, Type and Specification, Tire wear and causes, Brakes: Need and Classification, Drum
and Disc: Mechanical, Hydraulic and pneumatic, Vacuum assist, Retarders, Anti-lock Braking System(ABS).

UNIT-5
Automobile Electrical Systems, Instrumentation and Advances in Automobile Engineering: Battery: General electrical circuits, Dash
board instrumentation, Passenger comfort, Safety and Security: HVAC, Seat belts, Air bags, Automotive Electronics: Electronic Control
Unit (ECU), Variable Valve Timing (VVT), Active Suspension System (ASS), Electronic Brake Distribution (EBD), Electronic Stability
Program(ESP), Traction Control System (TCS), Global Positioning System (GPS), X-by-wire, Electric and Hybrid vehicles.
SUGGESTED READINGS:

1. Automotive Mechanics - Crouse, McGraw Hill.

2. Automotive Engineering: Power Train, Chassis System and Vehicle Body – David Crolla,
Butterworth-Heinemann Publishing Ltd.

3. Automotive Mechanics: Principles and Practices - Heitner, Affiliated East-West Press Pvt. Ltd.

4. Automotive Engineering Fundamentals – Stone and Ball, SAE International.

5. Automobile Engineering - Singh, Standard Publications.

INTRODUCTION TO AN AUTOMOBILE
An automobile is a self-propelled vehicle driven by an internal combustion
engine and is used for transportation of goods and passengers on ground.

In general, the modern automobile is essentially a transportation equipment

unit.

It is made up of a frame supporting the body, power developing and

transmitting units.

These are further supported by tyres and wheels through springs and axles.

An engine generates the power, which is delivered to the wheels by the

transmission system through the clutch.
A self propelled vehicle used for transportation of goods
& passengers on the ground is called an Automobile.
 FIRST AUTOMOBILE USING STEAM

Captain Nicholas Joseph Cugnot – French Army – built the first self propelled
vehicle in 1768-70
Speed: 2.5mph (4.02 km/h)
No of wheels: 3
The vehicle has to be stopped for every 10 - 15 minutes for the purpose of generation of
steam

Source: San Diego Automotive Museum

KARL BENZ builds the world’s first automobile using I.C. Engine
In 1908, the Ford Motor Company began production of Ford Model T and it
became the first automobile to be mass produced on a moving assembly line
TYPES OF AUTOMOBILES
Numerous types of automobiles are available in the world. Automobiles are
classified in the following ways based on their load capacity, fuel used, the
suspension system used, the body system.
1. Purpose
• Passenger vehicle. Car, Station wagon, Jeep, Bus
• Goods vehicle. Truck, Pick-up
• Special purpose Ambulance, Fire engine, Army
vehicles, Concrete mixer.
2. Load Capacity
• Light duty vehicles Car, Jeep, Scooter, Motor cycle.
• Heavy duty vehicles Bus, Truck, Tractor, Coach
3. Number of Wheels and Axles
• Two wheelers Motor cycles, Scooters, Mopeds
• Three wheelers Tempo, Auto-rickshaws
• Four wheelers Car, Jeep, Truck,.
• Six wheelers Buses and Trucks have six tyres out of which
four are carried on the rear wheels for additional
traction.
4. Fuel Used
• Petrol vehicles Car, Jeep, Motor-Cycle, Scooter
• Diesel vehicles Car, Truck, Tractor, Bus, Bulldozer.
• Electric vehicles Fork lift, Battery truck
5. Suspension System Used
• Conventional Leaf spring
• Independent Coil spring, Torsion bar, Pneumatic
6. Type of Automobile Body System
• Two door sedan
• Hard top
• Four door sedan
• Station wagon
• Convertible
• Van
7. Drive of the Vehicles
• Right hand drive
• Left hand drive
• Front wheel drive
• Rear wheel drive
• Single wheel drive
• Two wheel drive
• Four wheel drive
COMPONENT OF AN AUTOMOBILE

An automobile has several number of components.

The basic components of an automobile are

(i) The Chassis

(ii) The Engine
(iii) The Transmission System
(iv) The Steering System
(v) The Braking system
(vi) The Suspension system
(vii) The Body.
 FUNCTIONS OF THE AUTOMOBILE COMPONENTS

1. FRAME

The frame provides a foundation for the engine and the body of the vehicle.

The frame is constructed from a square or box-shaped steel members strong enough
to support the weight of the body and other components.

The automobile frame is usually made up of a number of members welded or

riveted/bolted together to give the final shape.

The engine is mounted on the frame with rubber pads which absorb vibrations and also
provide damping of these vibrations.

Absorption and damping of vibrations protects passengers from discomfort caused by

shocks.

The frame is supported on wheel axles by means of springs. This whole assembly is
called the chassis.
FRAME
FRAME (of passenger car)
CHASSIS
TYPES OF CHASSIS

1. LADDER CHASSIS

2. MONOCOQUE CHASSIS

3. TUBULAR CHASSIS
TYPES OF CHASSIS

1. LADDER CHASSIS

The oldest chassis, the ladder chassis gets its

name from the shape since it resembles a ladder.

It has two long and heavy beams which are

supported by two short cross members.

The main selling point of the ladder chassis is its

easy to manufacture.

During the beginning of the era of the automobile, technology was not really
advanced and the simplicity of the ladder chassis made it easier to mass-produce.

This chassis makes the car assembly easier.

The ladder chassis is quite heavy and still finds its use in vehicles.
2. MONOCOQUE CHASSIS
A unibody structure, it gets its name from its structural look.

Monocoque being French for ‘single shell’ or a ‘single hull’.

A monocoque is a shell around the car made by using both

chassis as the frame in a single construction.

Most commonly used chassis.

Advantages
• It’s safer than the other chassis due to its cage-like construction.

• The chassis is easy to repair as well.

• It has superior torsional rigidity.

Disadvantages

• The chassis is obviously heavy as it’s both the frame and chassis as one single entity.

• Producing it in small quantities is not financially feasible and thus it cannot be used for
cars that are not mass-produced.
3. TUBULAR CHASSIS

Tubular chassis were mainly used in race cars due to the unrivalled safety they provide.

These were an upgrade from the ladder chassis as they were three dimensional and were
stronger than ladder chassis.
Advantages

• Better rigidity compared to other chassis of same weight.

• Offers best weight/rigidity ratio allowing the car to be lightweight while being strong.

• Best choice for race cars due to lightweight and better rigidity

Disadvantages

• Tubular chassis are complex

structures

• Tubular chassis are time-consuming

to build.

• Not economical to be used on

passenger cars.
2. ENGINE

The engine is a power generator/power plant, which provides power to drive the
automobile. The explosive power during the combustion of the mixture of air and fuel
drives the pistons. The pistons turn a crankshaft to which they are attached. The rotating
force of the crankshaft makes the automobile’s wheels turn.

Mostly the engine is mounted at the front end of the car, with the clutch and gearbox
immediately behind it; the engine, clutch and gearbox are assembled into a single unit.

A number of systems are necessary to make an engine work.

A lubrication system is needed to reduce friction and prevent engine wear.

A cooling system is required to keep the engine’s temperature within safe limits.

The engine must be provided with the correct amount of air and fuel by a fuel system.

The mixture of air and fuel must be ignited inside the cylinder at just the right time by an
ignition system.
Finally, an electrical system is required to operate the cranking motor that starts the engine
and to provide electrical energy to power engine accessories.
ENGINE
(MULTI CYLINDER)
 ENGINE
(A CLOSER LOOK)
ENGINES
Heat engines convert heat energy into mechanical energy.

The engines uses the heat energy which is obtained by burning of

fuel.

As the source of heat energy is by the combustion of a fuel, engines

are classified as

1. External Combustion (EC) engines and

1. Internal Combustion (IC) engines.

In the EC engines, combustion of the fuel takes place outside the

engine and in the IC engines, combustion of the fuel takes place
inside the engine.
CLASSIFICATION OF ENGINES BY CYLINDER ARRANGEMENT
Based upon cylinder arrangement, the engines can be classified as

1. Inline Engine

2. V Engine

3. Radial Engine

4. Opposed Piston

5. Opposed Cylinder
CLASSIFICATION OF ENGINES
BY CYLINDER ARRANGEMENT

Inline Engine Radial Engine

 CLASSIFICATION OF ENGINES BY CYLINDER ARRANGEMENT

Radial Engine
IN LINE ENGINE

This is the most common in an automobile

engine.

All cylinders of the engine are arranged

linearly, and all of them transmit power to a
single crankshaft.

Inline engine with four and six cylinders is

popular in automotive industries.

ADVANTAGES INLINE ENGINE

1. Design of the engine block is simple.

2. Inline engine design does not need

heavy counterweights.
V ENGINES

V engines have two cylinder banks and one crankshaft.

It is literally the assembly of two inline engine arrangement to appear to be in "V"

shape.

This arrangement reduces the overall engine length, height and weight compared
to the equivalent inline arrangement.
Two cylinder banks inclined at an angle to
each other and also each of them inclined
to crankshaft.

The angle between two cylinder banks is

known as bank angle.

Engine with more than six cylinder usually

adopts this type of cylinder arrangement.
CONSTRUCTION OF V ENGINE

The V cylinder engine has two cylinders

inclined at 90° to each other as shown in Fig.

The connecting rods are connected to a

common crank pin.

There is a common crank for both cylinders.

V ENGINES
This is a V8 engine since there are totally 8 piston
FORD’s first V8 fitted car in the 1930’s to Challenge Chevrolet
RADIAL ENGINE
In a radial engine, the cylinders arranged in equally spaced around the one
crankshaft. i.e., the cylinders are arranged radially in a circle.

Pistons of these cylinders are coupled to the same crankshaft.

The radial arrangement is widely used in large air crafts until gas turbine engines
became predominant.
Air cooled aircraft engine having 3, 5, 7 or 9
cylinders are built using radial arrangement.
 RADIAL ENGINE USED IN AIRCRA

A 9 CYLINDER RADIAL ENGINE

OPPOSED CYLINDER ENGINE/ FLAT ENGINE/ BOXER
ENGINE
In this type of arrangement two cylinder banks (or two inline-engines) in the
same plane but opposite side of the crankshaft.

One of the advantages of an opposed cylinder engine is that it inherently well

balanced.

The type of engine arrangement found application in small aircraft.

OPPOSED PISTON ENGINE

In this type of arrangement, single engine cylinder houses two piston and has no
cylinder head.

Each piston drives two separate crankshafts.

The movement of piston made synchronised by coupling this two crankshaft.

The type engine usually working on the principle of two stroke engine

The advantages of opposed piston is that it get rid of heavy cylinder head, and it is
a well balanced arrangement. The opposed piston engine is used in large diesel
plants.
BASIC COMPONENTS OF
AN I.C. ENGINE
DETAILED COMPONENTS
OF AN I.C. ENGINE
CYLINDER:

It is a hollow cylindrical structure closed at one end with the cylinder head.

The combustion of the fuel takes place inside the cylinder.

The cylinder allows the piston to move to and fro.

The cylinder is made of cast iron or steel or an aluminum alloy and magnesium alloy.

Sometimes, a liner made of alloy of cast iron is inserted into the cylinder which can be
replaced when worn out.

Cylinder is known as the heart of the engine.

CYLINDER HEAD:
It covers one end of the cylinder and consists of valves/ports and spark
plug/injector.

CYLINDER LINER:
The internal surface of the cylinder is equipped with a replaceable liner,
which can be easily replaced after wear and tear.

The liner is used to protect the wear of the cylinder so that replacement of
complete cylinder can be avoided.
MATERIAL FOR CYLINDER LINER

For cylinder liners nickel-chromium iron has been popularly used.

The nickel-chromium iron used contains carbon 3.5%; manganese 0.6%;

phosphorous 1.5%; sulphur 0.05%; silicon 2%; nickel 2%; and chromium
0.7%.

To increase the wear resistance, the liners are hardened by heating to 855°C–
865°C for 30 to 40 minutes and then quenched in oil.

By such heat treatment, the life of the liners is increased to three times as
compared with grey iron or cast iron cylinders.
PISTON:
It is a cylindrical component which is fitted perfectly inside the cylinder
providing a gas-tight space with the piston rings and the lubricant.

The piston is connected to connecting rod by hardened gudgeon pin.

The main function of the piston is to transfer the power produced by

combustion of the fuel to the crankshaft.

PISTON RINGS:
The outer periphery of the piston is provided with several grooves into
which piston rings are fitted. The piston is fitted with these rings.
The upper ring is known as compression ring and the lower rings are
known as oil rings.
CONNECTING ROD:
It connects the piston and the crankshaft. One end, called the small end, is connected to the gudgeon
pin located in the piston and the other end, called big end, is connected to crank pin. The function of
the connecting rod is to transfer the reciprocating motion of the piston into rotary motion of the
crankshaft.
CRANKSHAFT:

It is principal rotating part of the engine which controls the sequence of reciprocating motion of the
pistons. It consists of several bearings and crank pins.
VALVES:
Normally two valves are used for each cylinder. They are provided either on the cylinder head or on
the side of the cylinder for regulating the charge coming into the cylinder and for discharging the
products of combustion from the cylinder. The valve mechanism consists of cams, cam follower,
push rod, rocker arms, and spring.

INLET MANIFOLD:
This is the pipe which connects the intake system to the inlet valve of the engine and through which
air or air-fuel mixture is drawn into the cylinder.

EXHAUST MANIFOLD:
This is the pipe which connects the exhaust system to the exhaust valve of the engine and through
which products of combustion escapes into the atmosphere.
CAMS AND CAMSHAFT:
Cam is mounted on a shaft which is known as the camshaft. The function of the cam is to
facilitate the control of the timing of opening and closing of the inlet and exhaust valve. It
provides to and fro motion to the valve rods to open and close the valves.
SPARK PLUG:
In an S.I engine, a spark plug is located near the top of the cylinder and initiates the combustion of
the fuel.

CARBURETOR:
Carburetor is a device which is used to control the fuel qualitatively in an S.I engine. It atomizes
the fuel, mixes with air and vaporizes it and finally sends the air-fuel mixture inside the cylinder
through the inlet valve.
FUEL PUMP AND INJECTOR UNIT:
This unit is used in C.I. engines (nowadays injection system is also used in S.I. engine as multi-point
fuel injection, MPFI). Its function is to supply the fuel to injector under pressure which consists of one
or more orifices through which the fuel is sprayed into the cylinder.

CRANKCASE:
It consists of a cylinder, piston, and crankshaft. It helps in lubrication of different parts of the engine.

FLYWHEEL:
It is a heavy wheel mounted on the crankshaft to minimize the cyclic variations in speed. It absorbs
the energy during the power stroke and releases it during the non-power stroke. By employing a
flywheel, the turning moment becomes uniform at the crankshaft.
NOMENCLATURE OF I.C. ENGINES
CYLINDER BORE (D):
The nominal inner diameter of a cylinder is called a cylinder bore and
expressed in millimeter (mm).

PISTON AREA (A):

The area of the inner diameter of a cylinder is known as piston area
and measured in square centimeter (cm2) or square millimeter (mm2).

STROKE (L):
The axial distance for which a piston moves inside a cylinder in one
stroke is known as stroke or stroke length (ref Figure) which is
designated as ‘L’ and measured in millimeter (mm).

DEAD CENTERS: The positions of the piston, at the moments

when the direction of the piston motion is reversed are known
as dead centers.

There are two dead centers.

1. Top dead center (TDC) and 2. Bottom dead center (BDC).

The farthest position of the piston head from the crankshaft is

known as TDC and nearest position of the piston head from
the crankshaft is known as BDC as shown in Figure.
ENGINE CYCLES
The two major cycles currently used in internal combustion engines are

1. Otto cycle
2. Diesel cycle, named after the two men credited with their invention.

The Otto cycle is also known as a constant volume combustion or spark ignition cycle.

The Diesel cycle is also known as a constant pressure combustion or compression ignition
cycle.

These cycles can configured as either a two-stroke cycle in which the piston produces power
on every downward stroke, or a four-stroke cycle in which the piston produces power every
other downward stroke.
WORKING PRINCIPLE OF I.C. ENGINES
The working principle of an I.C. engine consists of thermodynamic cycle involved to
generate the power and thermodynamic processes such as

1. suction,
2. compression,
3. heat addition/expansion, and
4. heat rejection.

FOUR-STROKE SPARK IGNITION ENGINE

In this engine, the cycle of operations is completed in 4-strokes of the piston or two
revolutions of the crankshaft.

During the 4-strokes, there are five processes to be completed, viz., suction, compression,
combustion, expansion, and exhaust.

Each stroke consists of 180° rotation of the crankshaft and hence a 4-strokes cycle is
completed in two revolutions of the crankshaft.
WORKING PRINCIPLE OF FOUR STROKE S.I. ENGINES
SUCTION STROKE (0-1):
It starts when the piston is at TDC and is about to
move downward. The inlet valve is open, and the
exhaust valve is closed.

Due to suction created by the downward movement

of the piston towards BDC, air-fuel mixture enters
into the cylinder, and the suction ends when the
piston reaches the BDC.

COMPRESSION STROKE (1-2):

At the end of the suction stroke, the inlet valve is
closed and the piston moves towards TDC. Both
inlet and exhaust valves remain closed.

Compression of the air-fuel mixture filled in the

cylinder starts from BDC and ends at TDC.

At the end of compression and at constant volume

(2-3), sparking happens at the spark plug and
instantaneous burning of compressed air fuel
mixture takes.

Pressure and temperature are increased to the

maximum limit.
POWER STROKE (3-4):
The high pressure developed due to combustion of fuel
forces the piston to move downward towards BDC.

The power is transferred to the crankshaft.

Pressure and temperature decrease during the stroke,

Both the valves are closed

EXHAUST STROKE (4-1):

At the end of expansion or power stroke, the exhaust
valve opens and
the inlet valve remains closed.

Piston moves towards TDC and the exhaust gas is

forced to escape into the atmosphere through the
exhaust valve.
WORKING OF A FOUR-STROKE DIESEL ENGINE

Working is similar to the operation of a 4-stroke petrol engine

Instead of petrol-air mixture, only air is sucked from the atmosphere during the suction
stroke.

In a diesel engine, there is no need for a spark plug.

Diesel engines are also called compression ignition engines.

Dr Rudolf Diesel (born in 1858) invented the compression ignition engine.

 WORKING PRINCIPLE OF FOUR STROKE C.I. ENGINES
1. Suction Stroke: During this stroke, the inlet valve is
kept opened and the exhaust valve is closed. The
piston comes down to the bottom dead centre (BDC) Suction Stroke: Compression Stroke:
from the top dead centre (TDC). Pressure in the
cylinder will be slightly less than the atmospheric
pressure. Air is drawn inside the engine cylinder
through the inlet value.

2. Compression Stroke: In this stroke, both the inlet and

exhaust valves are kept closed. The air is compressed
when the piston moves up to TDC.

The compression ratio varies from 15 – 20 for diesel

engines. Due to high compression, higher
temperature is obtained in the range of 550°C.

At this juncture, diesel at a high pressure is injected

inside the hot compressed air in an atomised form.
Due to the special shape of the combustion chamber,
the mixing of fuel and air takes place very rapidly and
the mixture is ignited due to the high compression
temperature, without any help of a spark plug. So,
the diesel engine is also called compression ignition
engine. Due to combustion, very high pressure is
produced.
 WORKING PRINCIPLE OF FOUR STROKE C.I. ENGINES

3. Working or Power Stroke

Working or Power Stroke Exhaust Stroke
During this stroke, both valves are kept closed. The
piston is pushed down from TDC to BDC.

The force above the piston is transmitted to the

crank shaft through the connecting rod and crank
mechanism. Energy due to the combustion is
stored in the flywheel

4. Exhaust Stroke

During this stroke, the exhaust valve is kept opened

and the inlet valve is kept closed. The piston moves
up from BDC to TDC.

The waste gases are sent through the exhaust valve

and the cycle is repeated. During these four
strokes, the crank shaft will make two revolutions.
TWO-STROKE CYCLE

As the name implies, two-stroke engines need only two-strokes of the piston or one
revolution to complete a cycle.

There is a power stroke in every revolution instead of every two revolutions as

compared to four-stroke engines.

Two-stroke engines are mechanically simpler than four-stroke engines, and have a
higher specific power, the power to weight ratio.

They can use either spark or compression ignition cycles.

One of the performance limitations of two-stroke engines is the scavenging process,

simultaneously exhausting the burnt mixture and introducing the fresh fuel--air mixture
into the cylinder.
WORKING PRINCIPLE OF TWO STROKE ENGINES
NOMENCLATURE FOR RECIPROCATING ENGINES
The basic components of a reciprocating engine are shown in Fig

The piston reciprocates in the cylinder between two fixed

positions called Top Dead Centre and Bottom Dead Centre

1. the top dead center (TDC) — the position of the piston when
it forms the smallest volume in the cylinder and

2. the bottom dead center (BDC) — the position of the piston

when it forms the largest volume in the cylinder.

The distance between the TDC and the BDC is the largest distance
that the piston can travel in one direction, and it is called the
stroke
of the engine.

The diameter of the piston is called the bore.

The air or air–fuel mixture is drawn into the cylinder through the
intake valve, and the combustion products are expelled from the
cylinder through the exhaust valve.
The minimum volume formed in the cylinder when the
piston is at TDC is called the clearance volume (Fig).

The volume displaced by the piston as it moves

between TDC and BDC is called the displacement
volume.

The ratio of the maximum volume formed in the

cylinder to the minimum (clearance) volume is called
the compression ratio r of the engine
3. LUBRICATION SYSTEM

An engine has many moving parts which eventually develop wear, as they move
against each other.

The engine circulates oil between these moving parts to prevent the metal-to-
metal contact that results in wear.

Parts that are oiled can move more easily with less friction and hence power
loss
due to friction is minimized.

The secondary function of a lubricant is to act as a coolant.

Finally, a film of lubricant on the cylinder walls helps the rings in sealing and
thus improves the engine’s compressions.
TYPES OF LUBRICATION SYSTEM

The main types of lubrication system in automobiles are:

1. Petroil system

2. Wet sump lubrication

a) Splash system

b) Pressure system

3. Dry sump system

1. PETROIL SYSTEM

This type of the lubrication system, is commonly used in the two stroke petrol
engines such as scooters and motorcycles.

It is the simplest form of the lubricating system.

For lubrication purpose, the engine does not have any separate part like an oil pump.

Hence the lubricating oil is added to the petrol itself during filling in the petrol tank of
the vehicle in a specified ratio.

When fuel enters the crank chamber during engine operation, oil particles go down
into the bearing surfaces and lubricate them. The piston rings, cylinder walls, piston
pins, etc. are easily lubricated in the same way.

If the engine is allowed to remain unused for a considerable time, the lubricating oil
separates off from petrol and starts clogging of passages in the carburetto. Thus is the
main disadvantages of this system.
 2. SPLASH SYSTEM
In this type of lubrication system, the lubricating oil accumulates in an oil trough or sump. A scoop or dipper is
made in the lowest part of the connecting rod. When the engine runs, the dipper dips in the oil once in every
revolution of the crankshaft and cause the oil to splash on the cylinder walls.

Each connecting rod cap is provided with a splash or dipper which dips into the oil in the trough below it on each
revolution of the crankshaft, and splashes the lubricating oil over the whole interior of the crankcase, into the
pistons and the exposed portion of the cylinder walls.

To lubricate the connecting rod bearing a hole is drilled through the connecting rod cap directly in front of the
dipper. To lubricate the main bearings and the crankshaft bearings, oil pockets are provided over the bearings to
catch the splashed oil. Any oil caught in these pockets is drained into the bearings
FULL PRESSURE LUBRICATION SYSTEM

The full pressure lubrication system is used in large engines which are designed for
heavy duty. The full pressure system supplies a continuous flow of oil that maintains
the bearings fully lubricated and hence at a relatively low temperature.

In this system, there is an oil pump which supplies oil under pressure and forces oil
through the drilled passages to all the bearings. The drilled holes in the connecting
rods permit the lubricating oil to flow from the connecting rod bearings (big end
bearings) to the piston pins. The cylinder walls, piston and piston rings are lubricated
by the oil spray from around the piston pin bearings and the connecting rod bearings
(big end bearings). In this design, holes are drilled in the upper part of the connecting
rod bearings so that oil under pressure is sprayed on the cylinder walls and the
underside of the pistons.
FULL PRESSURE
LUBRICATION SYSTEM
FULL PRESSURE LUBRICATION SYSTEM
DRY SUMP LUBRICATION SYSTEM
The dry sump lubrication system is used in heavy duty engines. In this system, the sump
is kept dry and the oil collected in the sump after lubrication is taken out for filtering and
cooling, then again pumped onto the bearings.

Figure shows the schematic diagram of a dry sump pressure lubrication system. There is a
scavenging pump which extracts the sump oil and feeds it to an oil filter. The filtered oil
is collected in a storage tank.

The other pressure pump feeds this oil to an oil cooler which is a heat exchanger. Here,
viscosity of the oil is increased. The pressure relief valve (PRV) is parallel to the oil filter
and is essential for flow of the lubricant in case the oil filter is choked or clogged. Lifting
of the relief valve gives a signal to the operator, but the flow of the lubricant continues.
Another pressure relief valve (PRV) in parallel to the pressure oil pump which functions
like a safety valve so that excess oil pressure is relieved by the leakage of oil through the
relief valve.

This dry sump pressure system supplies a continuous flow of oil, which helps to maintain
the bearing at a relatively low temperature. Excess flow of the lubricating oil increases
power consumption for running the pumps. The scavenging pump has a greater capacity
than the oil pump.
 DRY SUMP LUBRICATION SYSTEM

PRV – Pressure relief valve

GEAR OIL PUMP

In automobile engines, gear pumps are commonly used for pressure lubrication.

Figure illustrates the basic principle of a gear pump.

The pump consists of a casing in which two spur gears or helical gears are fitted. One of
the gears is keyed to the driving shaft and gets drive from the engine while the other
gear meshes with the driving gear. The lubricating oil enters the pump casing from the
side where the meshing teeth separate.

The space between the adjacent teeth and the casing wall is filled with the lubricating
oil. Thus the oil between the teeth is mechanically carried to the opposite side of the
housing (casing) and leaves through the delivery (outlet) port.

On the opposite side, the meshing teeth engage and push out the oil from the space
between the teeth. Thus the volume of oil delivered depends on the tooth space and the
face width of the gear.
GEAR OIL PUMP
OIL FILTER
An oil filter consists of a closed bag of filtering cloth. This filter bag is placed within a steel
shell so that the dirty oil enters the shell at its one end and passes through the filter bag
leaving the shell at the other end.

Any dirt in the oil is filtered out and adheres to the outside of the filter bag. It is also possible
that the layer of sediment deposited on the surface of the filter bag acts as mother filter and
the effectiveness of the filter increases with time.

However, this also increases the resistance to the

flow of oil. For this reason the old filter must be
replaced by a new one as per recommendations
of the manufacturer.

The job of the filter is to remove the abrasive

particles which cause wear of the surfaces.
Filters also prevent sludge deposits from passing
into the bearings.
4. COOLING SYSTEM

Due to the combustion of fuel with air inside the cylinder, the temperature of
the engine parts increases.

This increase of temperature directly affects the engine performance and

the life of the engine parts.

The cooling system keeps the engine operating at an efficient temperature.

Whatever be the driving conditions, the system is designed to prevent both

overheating and overcooling.
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 °C
to 2000°C, which is above the melting point of the material of the cylinder body and
head of the engine. (Platinum, has one of the highest melting points, melts at 1750
°C, iron at 1530°C and aluminum at 657°C.)

Therefore, if the heat is not dissipated, it would result in the failure of the
cylinder material.

The peak gas temperatures of combustion are the order of 3000 oK i.e 2726.85 oC

• 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.

VARIATION OF GAS TEMPERATURE

There is an appreciable variation in

the temperature of the gases inside
the engine cylinder during different
processes of the cycle.

Temperature inside the engine

cylinder is almost the lowest at the
end of the suction stroke.

During combustion there is a rapid

rise in temperature to a peak value
which again
drops during the expansion.

This variation of gas temperature is

shown in Fig. for various processes
in the cycle.
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.

3. 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.
AIR COOLED 2 WHEELER ENGINE

Fins
AIR COOLED EICHER ENGINE
 Continental A40 Aircraft

Continental A40 Air cooled

Aircraft Engine

Source: Piper Aviation Museum

ADVANTAGES OF AIR COOLED ENGINES

Air cooled engines have the following advantages:

1. Its design 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 and economical 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.
WATER COOLING SYSTEM

It serves two purposes in the working of an engine:

a) It takes away the excessive heat generated in the engine and saves it from
over heating.
b) It keeps the engine at working temperature for efficient and economical
working.

This cooling system can be of :

(i) Direct or non-return system

(ii) Thermo-Siphon system

(iii) 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 discharged out. The low H.P. engine, coupled with the irrigation pump
is an example.

THERMO-SIPHON WATER COOLING SYSTEM

This system works on the principle that hot water being lighter rises up and the cold water
being heavier goes down.

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 in the system. This helps in keeping the engine at working temperature.

In this system pump is not required but water is circulated because of density difference
only.
Disadvantages of Thermo-Siphon 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.
FORCE CIRCULATION WATER COOLING SYSTEM

This system is similar in construction to the thermo-siphon system except that it

makes use of a centrifugal pump to circulate the water throughout the water
jackets and radiator.

This pump is driven by means of engine output shaft through V-belts.

Radiator

Pump
COMPONENTS OF WATER COOLING SYSTEM

Water cooling system mainly consists of :

(a) Radiator,

(b) Thermostat valve,

(c) Water pump,

(d) Fan,

(e) Water Jackets, and

(f) Antifreeze mixtures

WATER COOLING SYSTEM OF A 4 - CYLINDER ENGINE
COOLING SYSTEM
COOLING SYSTEM – FLOW DIRECTION OF THE COOLANT
RADIATOR:
The purpose of a radiator is to provide a large amount of cooling surface area so
that the water passing downward through it in thin streams is cooled efficiently.

The radiator consists essentially of an upper

tank (header tank) and a lower tank.

The upper tank in some design may contain a

removable filter mesh to avoid dust particles
going in into the radiator while filling water in
the radiator.

Between the two tanks is the core or radiating

element.

The upper tank is connected to the water

outlets from the engine jacket by rubber hose,
and the lower tank is connected by another
rubber hose to the water jacket inlet through
the pump.
Radiator cores are classified as

1. tubular or
2. cellular.

A tubular radiator, consists of a large number of elliptical or circular brass tubes pressed into
a number of suitable punched brass fins.

The tubes are finned to guard against

corrosion and are staggered as
shown in Fig.

The main disadvantage is the great

inconvenience to repair any of the
damaged tubes.

But initial cost of the system is

comparatively less.
The other type of radiator core arrangement, called honey comb or cellular
radiator core is shown in Fig.
PUMP

The pump maintains the circulation of the water through the system. The bottom of radiator
is connected to the suction side of the pump. The power is transmitted to the pump spindle
from a pulley mounted on the end of the camshaft or crankshaft.

A positive supply of water is achieved in all conditions by centrifugal pump placed in this
system.

Centrifugal pump ensures good velocity of water circulation. Consequently less quantity of
water and a smaller radiator would suit the purpose of effective cooling of the automobile.
THERMOSTAT
Whenever the engine is started from cold, the coolant temperature has to be brought to the desired level
in order to minimize the warmup time. This can be achieved by a thermostat fitted in the system which
initially prevents the circulation of water below a certain temperature through the radiator so that the
water gets heated up quickly.
When the preset temperature is reached the
thermostat allows the water to flow through the
radiator.

Usually a Bellow type thermostat is used as

shown in Fig.

The unit consists of a closed bellows with

volatile liquid under reduced pressure.

When the bellows is heated the liquid vaporizes

and creates enough pressure to expand the
bellows.

The movement of bellows operates a linkage which

opens the valve. When the unit is cooled, the gas
condenses, the pressure is reduced and the bellows Bellows type thermostat
collapses to close the valve