20120140504008 2

International Journal of Advanced Research in Engineering and Technology (IJARET), ISSN 0976 –
6480(Print), ISSN 0976 – 6499(Online) Volume 5, Issue 4, April (2014), pp. 68-87 © IAEME
68
ANALYSIS OF AN I.C. ENGINE USING WATER COOLING TECHNIQUE
1
WHALEED KHALAF JABBAR, 2
Dr. MOHAMMAD TARIQ
1
Department of Machinery and Equipment, Technical Institute/ Amara, Misan, Iraq
2
Department of Mechanical Engineering, SSET, Sam Higginbotton Institute of Agriculture,
Technology & Sciences, Deemed University, Allahabad-211007, U.P, India
ABSTRACT
The current scenario is focused on the cooling of an IC engine when it runs at high speed for
a long time. The many parameters are affected dif there would not be proper cooling of the engine.
The one of the most important parameter is the efficiency and power of the engine. In the present
paper, a non-intrusive thermometry method using full spectral analysis of cooling of an IC engine is
developed for the analysis the performance of two and four stroke engine. The investigation is
performed as a proof of concept, focusing on reliability and accuracy of the method. The
performance is based on the various input parameters like compression ratio, Maximum possible
temperature in the cylinder and speed of engine. The results have been drawn for two stroke and four
stroke diesel engine by developing software in C++ and followed by the graphs plotted in Origin 6.1.
The results have been shown Indicated power, Mechanical Efficiency, Mass of cooling required and
thermal efficiency.
1. INTRODUCTION
1.1 Petrol Engines
In petrol engines the air-fuel ratio (AFR) is maintained at an approximately constant value of
14-16:1 by the carburetor or fuel injection system. The top temperature (T3) and the torque is
determined by the amount of air-fuel mixture admitted by the throttle. Hence petrol engines are
described as being quantity governed.
INTERNATIONAL JOURNAL OF ADVANCED RESEARCH IN ENGINEERING
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ISSN 0976 - 6480 (Print)
ISSN 0976 - 6499 (Online)
Volume 5, Issue 4, April (2014), pp. 68-87
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International Journal of Advanced Research in Engineering and Technology (IJARET), ISSN 0976
6480(Print), ISSN 0976 – 6499(Online) Volu
Figure 1: represents the pressure volume diagram of a petrol engine
In normal running - the flame front advances through the mixture at flame propagation speed
after a short delay from spark ignition.
In petrol engines air and fuel are pre
combustion process proceeds as a flame front across the combustion chamber. If the design and
mixture is correct then there are no problems but if rc > 9
Also, fuel will not ignite and burn except between air
fuel ratio of 14.7 to 1 is the chemically ideal ratio (stoichiometric ratio) and the carburettor or fuel
injection system attempts to provide this.
1.2 Diesel Engines
In diesel engines varying amounts of fuel, in the form of very fine droplets, are injected into
approximately the same amount of air, irrespective of the engine’s speed, to control the top
temperature and the torque. The AFR therefore varies
described as being quality governed. Fuel burns (after a slight delay) on injection.
'true') diesel cycle is shown below in which the process 2
cycle.
Figure 2: represents the pressure volume diagram of a diesel engine
The bottom cycle concept is designed on a four
three cylinders taken as ignition cylinder, the
engine exhaust pipe is coupled with a Rankine steam cycle system which uses the high temperature
exhaust gas to generate steam; then, the steam is injected into steam expansion cylinder and expands
in the cylinder. In this way, the Otto cycle (or diesel cycle) of traditional IC engine and the steam
expansion cycle (open Rankine cycle) are coupled on IC engine. On this basis, the energy recovery
potential of this bottom cycle is studied by cycle processes ca
research results show that the recovery efficiency of exhaust gas energy is mainly limited by exhaust
gas temperature. The maximum bottom cycle power can reach 19.2 kW and IC engine thermal
efficiency can be improved by 6.3% at 6000 r/min. All those can prove this novel bottom cycle
International Journal of Advanced Research in Engineering and Technology (IJARET), ISSN 0976
6499(Online) Volume 5, Issue 4, April (2014), pp. 68-87 © IAEME
69
represents the pressure volume diagram of a petrol engine
the flame front advances through the mixture at flame propagation speed
spark ignition.
In petrol engines air and fuel are pre-mixed and ignited by an electric spark and the
mixture is correct then there are no problems but if rc > 9 the mixture tends to explode prematurely.
Also, fuel will not ignite and burn except between air-fuel ratios of between 10 and 20 to 1. An air
on system attempts to provide this.
amounts of fuel, in the form of very fine droplets, are injected into
amount of air, irrespective of the engine’s speed, to control the top
AFR therefore varies (typically 20-100:1), hence Diesel engines are
described as being quality governed. Fuel burns (after a slight delay) on injection.
'true') diesel cycle is shown below in which the process 2-3 is constant pressure heat transfer to the
represents the pressure volume diagram of a diesel engine
The bottom cycle concept is designed on a four-cylinder naturally aspirated IC engine: with
three cylinders taken as ignition cylinder, the last one is used for steam expansion cylinder; IC
cylinder. In this way, the Otto cycle (or diesel cycle) of traditional IC engine and the steam
potential of this bottom cycle is studied by cycle processes calculation and parameters analysis. The
by 6.3% at 6000 r/min. All those can prove this novel bottom cycle
© IAEME
represents the pressure volume diagram of a petrol engine
the flame front advances through the mixture at flame propagation speed
mixed and ignited by an electric spark and the
the mixture tends to explode prematurely.
fuel ratios of between 10 and 20 to 1. An air-
amounts of fuel, in the form of very fine droplets, are injected into
amount of air, irrespective of the engine’s speed, to control the top
100:1), hence Diesel engines are
described as being quality governed. Fuel burns (after a slight delay) on injection. The ideal (or
constant pressure heat transfer to the
represents the pressure volume diagram of a diesel engine
cylinder naturally aspirated IC engine: with
last one is used for steam expansion cylinder; IC
cylinder. In this way, the Otto cycle (or diesel cycle) of traditional IC engine and the steam
lculation and parameters analysis. The
by 6.3% at 6000 r/min. All those can prove this novel bottom cycle

70
concept has larger potential for energy saving and emission reduction on IC engine. Jianqin Fu, et al.
[20] have proposed an open steam power cycle used for IC engine exhaust gas energy recovery in
order to improve IC engine energy utilization efficiency. P. Raman and N.K. Ram [31], have studied
the performance of an internal combustion engine fueled with 100% producer gas was studied at
variable load conditions. The engine was coupled with a 75 kWe power generator. Producer gas
generated from a downdraft gasifier system was supplied to the engine. V. Pandiyarajan, et al. [21]
have evaluated and reported the performance parameters pertaining to the heat exchanger and the
storage tank such as amount of heat recovered, heat lost, charging rate, charging efficiency and
percentage energy saved. The exhaust gas from an internal combustion engine carries away about
30% of the heat of combustion. The energy available in the exit stream of many energy conversion
devices goes as waste, if not utilized properly. Zbyszko Kazimierski and Jerzy Wojewoda [23] have
presented an old idea of how to increase the internal combustion (IC) piston engine. Such an engine
has a 2-side action piston, which divides a single cylinder into two working parts. In these parts there
are two usual 4-stroke engines which constitute one double IC engine, equipped with a slider-crank
mechanism. The new engine may use bio-fuels as well. D. Descieux and M. Feidt [24] have
proposed a generic methodology to simulate the static response of an IC engine and show the
influence of several engine parameters on the power and efficiency. Moreover it puts in evidence the
existence of two optimal engine speeds one relative to maximum power and the second to maximum
efficiency. The thermodynamic performance of an air standard diesel engine with heat transfer and
friction term losses is analyzed. Z.G. Sun et al. [25] have presented Energetic efficiency evaluation
of the combined system of cold and heat, where primary energy rate (PER) and comparative primary
energy saving are used. A combined system intended to be an alternative to provide cold and heat for
buildings was set up. Comparison of energetic efficiency of the combined prototype system with
contemporary conventional separate systems of cold and heat shows that energy utilization efficient
is improved greatly, and there is a large potential for energy saving by the combined system of cold
and heat. G. De Nicolao et al. [27] have examined the benefits and limitations of black-box
approaches and compared. The problem considered here can be viewed as a realistic benchmark for
different estimation techniques. The volumetric efficiency (ηv) represents a measure of the
effectiveness of an air pumping system, and is one of the most commonly used parameters in the
characterization and control of four-stroke internal combustion engines.
2. ENGINE COOLING SYSTEM
2.1 Necessity for cooling
In an internal combustion engine, the fuel is burned within the engine cylinder. During
combustion, high temperatures are reached within the cylinder, for example in a compression
ignition engine as high as 2000-25000C is reached. About one third of the heat energy liberated b the
burning fuel is converted into power. Another one third goes out through the exhaust pipe unused.
The remaining one third flows into the various components of the engine, namely, cylinder, cylinder
head, valves, spark plug (in SI engines), fuel injector (in CI engines) and pistons. This heat flow
takes place during combustion and expansion processes.
2.2 Optimum cooling
To avoid overheating, and the consequent ill effects mentioned above, the heat transferred to
an engine component (after a certain level) must be removed as quickly as possible and be conveyed
to the atmosphere. It will be proper to say the cooling system as a temperature regulation system. It
should be remembered that abstraction of heat from the working medium by way of cooling the
engine components is a direct thermodynamic loss.

71
Figure 3: Cylinder with fins
2.3 Thermosyphon cooling system
When a vessel of cold water is heated, the hot water will tend to rise (by virtue of its lower
density) and its place will be taken over by cold water. This causes a definite circulation within the
water mass from top to bottom and vice versa. This is called natural convection.
Figure 4: Water Cooling System of a 4-cylinder Engine
The thermosyphon circulation cooling system is shown in fig. 4 works on this principle. In
the thermo-syphon circulation cooling system, when the engine is cold the whole water is at the same
temperature and is at rest. When the engine is operating, the water around the cylinder heads and
cylinder walls gets heated and flow up to the top header tank of the radiator. Now the cold water
from the lower part of the radiator flows and fills the coolant spaces in the cylinder head and the
cylinder block. The hot water flows downward through the radiator tubes.
This water is cooled by the stream that flows past the tubes. Air is sucked by the fan which is driven
by the engine crankshaft. In this system, the water circulation through the cylinder, cylinder head and
the radiator is by natural means. For success in operation, the passages through the jackets and
radiator should be free and the connecting pipes large. Further the jackets should be placed as low as
possible relatively to the radiator, in order that the hot leg shall have as great a height as possible.
During operation the water level must on no account be allowed to fall below the level of the
delivery pipe to the radiator top. If this happens, water circulation will cease. In general the thermo-
syphon system requires a larger radiator and carries a greater body of water than the pump
circulation system. Further, a somewhat excessive temperature difference is necessary to produce the
requisite circulation. On the other hand, to some extent it automatically prevents the engine being run
too cold. The thermo-syphon circulation cooling system is simpler in construction and operation.
This system is used in some motor cars.

72
2.4 Heat Transfer
The methods adopted for the calculation of quantity of water or air required for the cooling of
the rated engine will be calculated on the basis of the basic equations used ion heat transfer.
Conduction, Convection and Radiation are three modes of heat transfer in this case also.
Q = hୟ A ሺTଵ െ Tଶሻ (1)
Q = Quantity of convective heat transfer
ha = Coefficient of convective heat transfer
A = Area of surface
ሺTଵ െ Tଶሻ = temperature difference between the fluid and the surface
Coefficient of heat transfer hୟ ൌ
୕
୘భି୘మ
(2)
The coefficient of convective heat transfer also known as film heat transfer coefficient and
defined as the amount of heat transmitted for a unit temperature difference between the fluid and the
unit area of the surface in unit time. The value of ha depends on the types of fluid, their velocities and
temperatures, dimension of the pipe and the types of problem. Since ha depends upon several factors,
it is difficult to frame a single equation to satisfy all the variation, however a dimensional analysis
gives an equation for the purpose which is given under:
୦౗ୈ
୩
ൌ C ቀ
ρ୚ୈ
µ
ቁ
ୟ
ቀ
ୡ౦µ
୩
ቁ
ୠ
ቀ
ୈ
୐
ቁ
ୡ
(3)
N୳ ൌ ZሺRୣሻୟ
ሺP୰ሻୠ
ቀ
ୈ
୐
ቁ
ୡ
(4)
N୳ ൌNusselt number
୦౗ୈ
୩
Rୣ ൌ Reynolds number ቀ
ρ୚ୈ
µ
ቁ
P୰ ൌ Prandtle number ቀ
ୡ౦µ
୩
ቁ
ୈ
୐
ൌ Diameter to lenght ratio
C = a constant determined experimentally
c୮ ൌ Speciϐic heat at constant pressure
K=thermal conductivity
ρ ൌ Density
µ ൌ Dynamic viscosity
V=velocity

73
The overall heat transfer coefficient (U) is given by;
U ൌ
ଵ
భ
౞౗
ା
౮
ౡ
ା
భ
౞ౘ
(5)
Cooling water requirement:
The heat rejected to the coolant greatly depends upon the type of the engine. It can be seen
for a small high speed engine the heat rejected of the coolant can be as high as 1.3 times the B.P.
developed, while for an open chamber engine it is only about 60% of the B.P. developed.
The quantity of water required for cooling is given by
Q୵ ൌ
୞ൈ୆.୔.
∆୲౭
(6)
∆t୵= permissible increase of temperature of cooling water
Z is the constant which depends upon the fuel consumption and the compression ratio
Area ሺAሻ ൌ
π
ସ
Dଶ
(7)
k=0.5 for 4 stroke engine
k=1 for 2 stroke engine
Cp=(1.0189⨉103
)-0.13784⨉Ta+(1.9843⨉10-4
)⨉Ta2
+4.2399⨉10-7
⨉Ta3
)-(3.7632⨉10-10
⨉Ta4
) (8)
T୶ ൌ
୘య
ୈൈ୘మ
Tସ ൌ Tଷ⨉ሺT୶ሻγିଵ
For Diesel cycle:
η ൌ 1 െ
ଵ
γ
ቂ
ሺ୘రି୘భሻ
୘యି୘మ
ቃ (9)
Q୐ ൌ c୴ ൈ ሺTସ െ Tଵሻ (kJ) (10)
Qୌ ൌ c୮ ൈ ሺTଷ െ Tଶሻ (11)
Efficiency also calculated by
η ൌ 1 െ ቂ
୕ై
୕ౄ
ቃ
W୬ୣ୲ ൌ Q୐ െ Qୌ (12)
V୫ୟ୶ ൌ
ୖ୘భ
୔భൈଵ଴଴
(13)

74
V୫୧୬ ൌ
୚ౣ౗౮
ቂ
ౌమ
ౌభ
ቃ
భ
γ
(14)
P୫ୣ୮ ൌ
୛౤౛౪
ଵ଴଴⨉ሺ୚ౣ౗౮ି୚ౣ౟౤ሻ
(15)
IP ൌ
୬ൈ୔ౣ౛౦ൈ୐ൈ୅ൈ୒ൈ୩ൈଵ଴
଺
(kW) (16)
BP ൌ
ଶൈπൈ୒ൈ୘౧
଺଴଴଴଴
(kW) (17)
FP = IP - BP (kW) (18)
η୫ୣୡ୦
ൌ
୆୔
୍୔
(19)
η୮
ൌ 1 െ
ଵ
ቂ
ౌమ
ౌభ
ቃ
γషభ (20)
Specific output (SO) is given by Brake output per unit of piston displacement
SO ൌ
୆୔
୅⨉୐
(21)
Mass of fuel in cylinder for combustion
MFB ൌ
ୗ୊େ⨉୆୔
଺଴
(kg/min) (22)
Air consumption (AC) in cylinder for a given fuel
AC=MFB⨉AFR (kg/min)
Vୱ ൌ
η౬⨉ୖ⨉ଵ଴଴଴⨉୘భ⨉୒
ଶ⨉୔భ⨉ଵ଴଴଴଴଴⨉୅େ
(23)
SFC ൌ
୑୊୆
୆୔
(Kg/kWh) (24)
η୍
ൌ
୍୔
୑୊୆⨉େ୚
(25)
η୆
ൌ
୆୔
୑୊୆⨉େ୚
(26)
For petrol engine, heat supplied is given by
HS=MFB⨉CV
Heat absorbed in indicated power
IPE=IP⨉60 (kJ/min)
Heat taken away by cooling water

75
Q୛ ൌ Qୌ ൈ
୔୉
ଵ଴଴
Mass of water circulated for cooling of engine is given by
M୛ ൌ
୬ൈ୕౓
େ౓ൈሺ୘యି୘భሻ
kg/s (27)
Q୛ ൌ
୑౓ൈେ౓ሺ୘యି୘భሻ
଺଴
kJ/s (28)
Heat taken away by exhaust gases is given by
HG=MG⨉CPG⨉(Te-Tr) kJ/min (29)
Dual Cycle Thermal Efficiency
η୲୦
ൌ
୛౤౛౪
୕౟౤
ൌ
୕౟౤ି୕౥౫౪
୕౟౤
η୲୦
ൌ
ൣୡ౬ሺ୘యି୘మሻାୡ౦ሺ୘రି୘యሻ൧ିୡ౬ሺ୘ఱି୘భሻ
ൣୡ౬ሺ୘యି୘మሻାୡ౦ሺ୘రି୘యሻ൧
η୲୦
ൌ 1 െ
୘ఱି୘భ
ሺ୘యି୘మሻାγሺ୘రି୘యሻ
ୡ౦
ୡ౬
ൌ γ , hence η୲୦
ൌ 1 െ
౐ఱ
౐భ
ିଵ
౐య
౐భ
ି
౐మ
౐భ
ାγቀ
౐ర
౐భ
ି
౐య
౐భ
ቁ
η୲୦
ൌ 1 െ
ଵ
୰ౙ
γషభ
ቂ
αሺβሻγିଵ
ሺαିଵሻାγαሺβିଵሻ
ቃ (30)
The dual cycle approximates to the processes within a modern high speed diesel engine. In
petrol engines, and large slow speed (< 500 RPM) diesels, the pressure rise because of combustion is
comparatively rapid (relative to piston speed) and the cycle can be reasonably approximated by the
constant volume or OTTO cycle.
3.13 Engine Performance
The basic performance parameters of internal combustion engine (I.C.E) may be summarized
as follows:
Indicated power (IP):
IP power could be estimated by performing a Morse test on the engine.
IP = PmLAN
where N is the number of machine cycles per unit times, which is 1/2 the rotational speed for a four-
stroke engine, and the rotational speed for a two- stroke engine.

76
Brake power (BP)
The break power is given by:
BP ൌ
ଶπ୒୘
଺଴
kW
where T is the torque
Friction power (FP) and Mechanical efficiency (િ‫ܕ‬)
The difference between the IP and the BP is the friction power FP and is that power required
to overcome the frictional resistance of the engine parts,
FP = IP – BP
The mechanical efficiency of the engine is defined as
η୫
ൌ
୆୔
୍୔
η୫
is usually between 80% and 90%
Indicated mean effective pressure (imep)
It is a hypothetical pressure which if acting on the engine piston during the working stroke
would results in the indicated work of the engine. This means it is the height of a rectangle having
the same length and area as the cycle plotted on a p- v diagram.
imep (Pi) =(Net area of the indicator diagram/Swept volume) ⨉ Indicator scale
Consider one engine cylinder:
Work done per cycle = Pi AL
where A = area of piston; L = length of stroke
Work done per min = work done per cycle X active cycles per min.
IP = Pi AL⨉ active cycles/ min
To obtain the total power of the engine this should be multiplied by the number of cylinder
(n), i.e.:
Total IP = Pi AL Nn/2 for four- stroke engine and
= PiALNn for Two- stroke engine

77
Brake mean effective pressure (bmep) and brake thermal efficiency
The bmep (Pb) may be thought of as that mean effective pressure acting on the pistons which
would give the measured BP, i.e.
BP = Pb AL ⨉ active cycles/ min
The overall efficiency of the engine is given by the brake thermal efficiency, η୆୘
i.e.
η୆୘
ൌ
୆୰ୟ୩ୣ ୮୭୵ୣ୰
୉୬ୣ୰୥୷ ୱ୳୮୮୪୧ୣୢ
η୆୘
ൌ
୆୔
୫౜ൈ୕౤౛౪
where m୤ is the mass of fuel consumed per unit time, and Q୬ୣ୲ is the lower calorific value of the fuel.
Specific fuel consumption (sfc)
It is the mass of fuel consumed per unit power output per hour, and is a criterion of economic
power production.
sfc ൌ
୫౜
୆.୔.
Kg/kWh
Low values of sfc are obviously desired. Typical best values of bsfc for SI engines are about
270g/kWh, and for C.I. engines are about 200g/kWh.
Indicated thermal efficiency (η୍୘
)
It is defined in a similar way to η୆୘
η୍୘
ൌ
୍୔
୫౜ൈ୕౤౛౪
η୫
ൌ
୆୔
୍୔
Volumetric efficiency (η୴
ሻ
Volumetric efficiency is only used with four- stroke cycle engines. It is defined as the ratio of
the volume if air induced, measured at the free air conditions, to the swept volume of the cylinder:
η୴
ൌ
୴′
୴౩
where air volume v′ may be refereed to N.T.P. to give a standard comparison.
RESULTS AND DISCUSSION
In the following sections, the results have been calculated by developing software in C++ and
the graphs plotted by using menu driven software “origin 50”. The tables shows the input values
taken for the different results and by varying one or two parameters and keeping other parameters
constants.

78
Table 1: Input values used for calculation
1500 1600 1700 1800 1900 2000
40
60
80
100
120
140
160
180
200 No. of Cylinder=2
No. of Cylinder=3
No. of Cylinder=4
No. of Cylinder=5
No. of Cylinder=6
IndicatedPower(kW)
MaximumTemperaureinCylinder (K)
Figure 5: Variation of Indicated Power with maximum temperature for different no. of cylinders
1500 1600 1700 1800 1900 2000
0.08
0.10
0.12
0.14
0.16
0.18
0.20
0.22
0.24
0.26
0.28
0.30
0.32
n=2
n=3
n=4
n=5
n=6
MechanicalEfficiency
Maximum Temperature of the Cylinder (K)
Figure 6: Variation of mechanical efficiency with cylinder temperature for no. of cylinders
2 and 4 STROKE ENGINES
S. No. Description Values
1
2
3
4
5
6
7
8
9
10
11
Compression Ratio (CR)
Initial Temperature T1
Torque (Tq)
Speed (N)
Cylinder Diameter (D)
Cylinder Length (L)
Constant (K)
Initial Pressure (bar)Pa
Lower Calorific Value (CV)
Mass of Cooling (Mw)
Maximum Temperature (T3)
10
300 K
100 N-m
1500 rpm
0.11 m
0.14 m
1
1.01325,
42000 kJ/kgK
15 kg/min
1500-2000K

79
1500 1600 1700 1800 1900 2000
25
30
35
40
45
50
55
60
65
70
IndicatedPower(kW)
Maximum Temperature in Cylinder (K)
No of Cylinders=2
2 Stroke Engine
4 Stroke Engine
Figure 7: Variation of Indicated Power with maximum temperature
1500 1600 1700 1800 1900 2000
0.20
0.25
0.30
0.35
0.40
0.45
0.50
0.55
0.60
0.65
Maximum Temperature inside the Cylinder (K)
No. of Cylinders = 2
2 Stroke Engine
4 Stroke Engine
Figure 8: Variation of Mechanical Efficiency with maximum temperature
0 4 8 12 16 20 24
50
100
150
200
250
IndicatedPower(kW)
Compression Ratio
Number of Cylinders=2
Figure 9: Variation of Indicated Power with Compression ratio

80
0 4 8 12 16 20 24
0.05
0.10
0.15
0.20
0.25
0.30
0.35
0.40
0.45
0.50
Compression Ratio
2 Stroke Engine
Figure 10: Variation of Mechanical Efficiency with Compression Ratio
Table 2: Input values taken for results
0 4 8 12 16 20 24
20
30
40
50
60
70
80
No. of Cylinders=2
2 Stroke Engine
4 Stroke Engine
IndicatedPower(kW)
Compression Ratio
Figure 11: Variation of Indicated Power with Compression Ratio
1
2
3
4
5
6
7
8
9
10
11
Maximum Cylinder Temperature (T3)
Initial Temperature (T1)
Torque
Speed (N)
Diameter (D)
Crank Length (L)
Constant (K)
Initial Pressure (Pa)
2000 K
300 K
100 N-m
1500 rpm
0.11 m
0.14 m
1
1.01325 bar
42000 kJ/kgK
15 kg/min
4-24

81
0 4 8 12 16 20 24
0.20
0.25
0.30
0.35
0.40
0.45
0.50
0.55
0.60
0.65
0.70
0.75
0.80
0.85
0.90
0.95
No. of Cylinders=2
2 Stroke Engine
4 Stroke Engine
Compression Ratio
Figure 12: Variation of Mechanical Efficiency with Compression Ratio
Table 3: Input values used for results
1500 1600 1700 1800 1900 2000
60
80
100
120
140
160
180
200
220
240
260
280
2 Stroke Diesel Engine
No. of Cylinders=2
No. of Cylinders=3
No. of Cylinders=4
No. of Cylinders=5
No. of Cylinders=6
IndicatedPower(kW)
Shaft Speed (rpm)
Figure 13: Variation of Indicated Power with Engine Speed
1
2
3
4
5
6
7
8
9
10
11
Maximum Cylinder Temperature (T3)
Initial Temperature (T1)
Torque
Speed (N)
Diameter (D)
Crank Length (L)
Constant (K)
Initial Pressure (Pa)
2000 K
300 K
100 N-m
1500-2000 rpm
0.11 m
0.14 m
1
1.01325 bar
42000 kJ/kgK
15 kg/min
10

82
1500 1600 1700 1800 1900 2000
15
20
25
30
35
40
45
50
55
60
65
70
75
80
85
90
95
Indicated Power
Brake Power
Friction Power
Power(kW)
Shaft Speed (rpm)
Figure 14: Variation of Power with Engine Speed
1500 1600 1700 1800 1900 2000
35
40
45
50
55
60
65
70
75
80
85
90
95
No. of Cylinders=2
IndicatedPower(kW)
Shaft Speed (rpm)
Figure 15: Variation of Indicated Power with Shaft Speed
In the following paragraphs, the graphs have been plotted for the requirement of water for the
cooling of IC engines for various configurations.
1500 1600 1700 1800 1900 2000
0.09
0.10
0.11
0.12
0.13
0.14
0.15
0.16
2 Stroke Engine
No. of Cylinders=2
25% of Energy going to coolant
MassofCoolingWaterRequired(kg/s)
Maximum Temeprature in the Cylinder (K)
Figure 16: Variation of Cooling water required with maximum temperature

83
1500 1600 1700 1800 1900 2000
0.10
0.15
0.20
0.25
0.30
0.35
30%of Power to cooling water
2 Stroke Engine
No. of Cylinders=2
No. of Cylinders=3
No. of Cylinders=4
No. of Cylinders=5
No. of Cylinders=6
MassofCoolingWaterRerquired(kg/s)
Maximum Temperature in the Cylinder (K)
Figure 17: Variation of Cooling water required with maximum temperature
0 5 10 15 20 25
0.085
0.090
0.095
0.100
0.105
0.110
0.115
0.120
0.125
0.130
0.135
0.140
0.145
0.150
0.155
0.160
0.165
0.170
0.175
0.180
2 Stroke Engine
No. of Cylinders=2
25% of Energy to Cooling water
MassofCoolingWaterRequired(kg/s)
Compression Ratio
Figure 18: Variation of Cooling water required with Compression Ratio
0 5 10 15 20 25
0.1
0.2
0.3
0.4
0.5
0.6
0.7
30% Energy Transfer to Cooling Water
No. of Cylinders=2
Thermal Efficiency of Diesel Enigne
Mechanical Efficiency of Diesel Enigne
Thermal Efficiency of Petrol Enigne
Efficiency
Compression Ratio
Figure 19: Variation of Efficiency with Compression Ratio

84
2 3 4 5 6
0.10
0.15
0.20
0.25
0.30
0.35
0.40
0.45
0.50
2 Stroke Engine
CoolingWaterRequired(kg/s)
No of Cylinders
Figure 20: Variation of Cooling water required with No. of Cylinders
1500 1600 1700 1800 1900 2000
0
20
40
60
80
Power(kW)
Speed (rpm)
Indicated Power
Brake Power
Friction Power
Figure 21: Variation of Power with Engine Speed
4 8 12 16 20 24
0
10
20
30
40
50
60
70
80 2 Stroke and 2 Cylinders
Power(kW)
Compression Ratio
Indicated Power
Brake Power
Friction Power
Figure 22: Variation of Power with Compression Ratio

85
1500 1600 1700 1800 1900 2000
0
20
40
60
80
2 Stroke and 2 Cylinder
Indicated Power
Brake Power
Friction Power
Power(kW)
Speed (rpm)
4 Stroke and 2 Cylinder
Indicated Power
Brake Power
Friction Power
Figure 23: Variation of Power with Engine Speed for different no. of cylinders
CONCLUSION
On increasing the maximum temperature of the cylinder, the indicated power increase for a
given engine. On increasing the number of cylinders it increases. For 6 cylinder engine it is more
compared to 2 or 3 cylinder engine.
Mass of cooling water required is decreases with increasing the compression ratio. On
increasing the number of cylinders for a given engine, mass of cooling water required also increases.
Indicated power increases on increasing the shaft speed for a given engine. Power developed in 2
strokes and 2 cylinders is more than the power developed in 4 stroke and 2 cylinders engine with
other parameters same. Mechanical efficiency decreases on increasing the compression ratio. At low
compression ratio it decreases more rapidly but on higher values of compression ratio it is almost
constant.
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AUTHOR’S DETAIL
Dr. MOHAMMAD TARIQ, Assistant, Professor, Department of Mechanical
Engineering, Shepherd School of Engineering and Technology, SHIATS-DU,
Allahabad.
Mr. WHALEED KHALAF JABBAR is a student of M. Tech, Department of
Mechanical Engineering (T.E), Sam Higginbotton Institute of Agriculture,
Technology & Sciences, Allahabad-211007, U.P, India. He did his B.E
from Department of Automotive technology, Technical college– Najaf, Iraq. He
has a work experience of 6 years in the field of automotive Maintenance
technology (Technical Institute/ Amara, Misan, Iraq) and teaching. His areas of
interest are Thermal Engineering and Production.

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