Tuesday, August 6, 2013
ENGINE:
ANY MACHINE, WHICH PRODUCES POWER, IS CALLED AN ENGINE.
HEAT ENGINE:
ANY ENGINE, WHICH PRODUCES POWER OR WORK FROM A SUPPLY OF
HEAT, IS CALLED HEAT ENGINE.THE HEAT CAN BE SUPPLIED BY BURNING, I.E. BY COMBUSTION
OF FUEL.
EXTERNAL COMBUSTION ENGINE:
IF THE COMBUSTION OF FUEL TAKES PLACE OUTSIDE THE ENGINE,
IT IS CALLED
AN EXTERNAL COMBUSTION ENGINE, E.G. STEAM ENGINE, STEAM TURBINE, ETC.
AN EXTERNAL COMBUSTION ENGINE, E.G. STEAM ENGINE, STEAM TURBINE, ETC.
INTERNAL COMBUSTION ENGINE:
IF THE COMBUSTION OF FUEL TAKES PLACE WITHIN THE ENGINE
ITSELF, IT IS
CALLED AN INTERNAL COMBUSTION ENGINE. FUEL ECONOMY, SIMPLICITY,
AND LOW OPERATIONAL COSTS MAKE IT MORE POPULAR THAN EXTERNAL
COMBUSTION ENGINES.
CALLED AN INTERNAL COMBUSTION ENGINE. FUEL ECONOMY, SIMPLICITY,
AND LOW OPERATIONAL COSTS MAKE IT MORE POPULAR THAN EXTERNAL
COMBUSTION ENGINES.
CLASSIFICATION
OF INTERNAL COMBUSTION ENGINES:
INTERNAL COMBUSTION ENGINES CAN BE CLASSIFIED ACCORDING TO DIFFERENT CRITERIA AS FOLLOWS:
1. ACCORDING TO IGNITION SYSTEM
A) COMPRESSION IGNITION ENGINE (C. I. ENGINE)
IN THIS TYPE
OF ENGINE, THE HEAT OF THE COMPRESSED AIR ITSELF IGNITES THE FUEL. NO OTHER MEANS OF IGNITION ARE REQUIRED, E.G. DIESEL ENGINE. IN A
COMPRESSION IGNITION ENGINE, E.G. DIESEL ENGINE, A PISTON RECIPROCATES IN A
CYLINDER. AT DOWNWARD STROKE OF PISTON, AIR ENTERS THE CYLINDER. AT UPWARD
STROKE OF PISTON AIR IS COMPRESSED. DUE TO COMPRESSION
PRESSURE AND TEMPERATURE OF AIR BECOMES
QUITE HIGH (OVER 35 BAR AND 500*C RESPECTIVELY). FINELY ATOMISED FUEL OILS
SPRAYED INTO SUCH COMPRESSED AIR IGNITE SPONTANEOUSLY AND PRODUCE
POWER.
T-S DIAGRAM
5) ACCORDING TO METHOD OF CHARGING
B) SPARK
IGNITION ENGINE (S. I. ENGINE)
IN THIS
TYPE OF ENGINE (OTTO ENGINE), THE FUEL IS IGNITED BY THE SPARK PRODUCED BY A
HIGH-TENSION ELECTRICAL CIRCUIT. IN SPARK IGNITION ENGINE, LIQUID GASOLINE IS SPRAYED
OR DRAWN THROUGH A NOZZLE OR JET INTO THE AIR STREAM GOING TO THE WORKING CYLINDER. A COMBINATION OF MILD HEATING AND
REDUCTION OF PRESSURE PARTIALLY
VAPOURISES THE GASOLINE. PROPORTIONATE MIXING OF AIR AND GASOLINE VAPOUR IS DONE IN CARBURETOR. MIXTURE ENTERS THE CYLINDER WHERE AT A SUITABLE TIME, AN ELECTRIC SPARK IGNITES THE MIXTURE, WHICH BURNS THEN QUICKLY AND PRODUCES POWER.
VAPOURISES THE GASOLINE. PROPORTIONATE MIXING OF AIR AND GASOLINE VAPOUR IS DONE IN CARBURETOR. MIXTURE ENTERS THE CYLINDER WHERE AT A SUITABLE TIME, AN ELECTRIC SPARK IGNITES THE MIXTURE, WHICH BURNS THEN QUICKLY AND PRODUCES POWER.
SPARK IGNITION VS COMPRESSION IGNITION
2. ACCORDING
TO OPERATING CYCLES
(A) OTTO
CYCLE (CONSTANT VOLUME COMBUSTION CYCLE)
IT IS THE IDEAL AIR STANDARD CYCLE FOR PETROL ENGINE, THE GAS ENGINE AND THE HIGH-SPEED OIL ENGINE. THE ENGINES BASED ON THIS CYCLE HAVE HIGH THERMAL EFFICIENCY BUT NOISINESS RESULTS PARTICULARLY AT HIGHER POWER DUE TO HIGHER PRESSURES IN THE CYLINDERS.
OTTO CYCLE
P-V DIAGRAM
CONSTANT
VOLUME CYCLE
1-2
ISENTROPIC COMPRESSION
2-3 HEAT
ADDITION AT CONSTANT VOLUME
3-4 ISENTROPIC EXPANSION
3-4 ISENTROPIC EXPANSION
4-1 HEAT
REJECTION AT CONSTANT VOLUME AIR STANDARD THERMAL EFFICIENCY
= 1-(1/R) ϒ−1 , R = COMP. RATIO.
= 1-(1/R) ϒ−1 , R = COMP. RATIO.
(B) DIESEL
CYCLE (CONSTANT PRESSURE COMBUSTION CYCLE)
IT IS THE
IDEAL AIR STANDARD CYCLE FOR DIESEL ENGINE, ESPECIALLY SUITABLE FOR LOW SPEED
DIESEL ENGINE BUT NOT FOR HIGH SPEED DIESEL ENGINE. THE THERMAL EFFICIENCY IS
LOWER THAN OTTO CYCLE ENGINES BUT ENGINES RUN SMOOTHLY DUE TO LOWER PRESSURES IN THE CYLINDER.
(C) DUAL COMBUSTION CYCLE (CONSTANT PRESSURE AND CONSTANT
VOLUME COMBUSTION CYCLE)
MODERN DIESEL ENGINES DO NOT OPERATE PURELY ON CONSTANT
PRESSURE COMBUSTION CYCLE BUT SOME PART OF COMBUSTION PROCESS TAKES PLACE AT
CONSTANT VOLUME WHILE THE REST IS COMPLETED AT CONSTANT PRESSURE.
IN GENERAL, THIS CYCLE RESEMBLES CONSTANT VOLUME COMBUSTION
CYCLE MORE THAN CONSTANT PRESSURE COMBUSTION CYCLE. IT IS SUITABLE FOR MODERN
MEDIUM AND HIGH SPEED DIESEL ENGINES. THE THERMAL EFFICIENCY IS MORE THAN DIESEL CYCLE BUT LESS THAN OTTO CYCLE. ALSO NOISE LEVEL
IS IN BETWEEN THE TWO. THIS IS A MORE PRACTICAL ENGINE.
DUAL COMBUSTION
Ø
MIXED CYCLE OF OTTO AND DIESEL CYCLE
Ø
HEAT ADDED PARTLY AT CONSTANT VOLUME AND PARTLY
AT CONSTANT PRESSURE.
HENCE HAVING ADVANTAGES OF BOTH CYCLES.
3) ACCORDING TO STROKES/CYCLE
IN AN ENGINE, THE FOLLOWING EVENTS FORM A CYCLE:
Ø
FILLING THE ENGINE CYLINDER WITH FRESH AIR.
Ø
COMPRESSING THE AIR SO MUCH THAT INJECTED FUEL
IGNITED READILY BY COMING IN CONTACT WITH HOT AIR AND BURNS EFFICIENTLY.
Ø
COMBUSTION OF FUEL.
Ø
EXPANSION OF HOT GASES.
Ø
EMPTYING THE PRODUCTS OF COMBUSTION FROM THE
CYLINDER.
DEPENDING ON HOW MANY STROKES OF PISTON ARE REQUIRED IN COMPLETING
THIS CYCLE, THE ENGINES CAN BE DIVIDED INTO TWO CLASSES:
1. FOUR STROKE ENGINE
AN ENGINE, WHICH NEEDS 4 STROKES OF THE PISTON (2 IN AND 2
OUT) TO COMPLETE ONE CYCLE,
IS CALLED FOUR-STROKE ENGINE.
2. TWO STROKE ENGINE
AN ENGINE THAT NEEDS ONLY 2 STROKES OF THE PISTON (1 IN AND
1 OUT) TO COMPLETE ONE CYCLE IS CALLED TWO-STROKE ENGINE.
4) ACCORDING TO PISTON CONNECTION
1) TRUNK PISTON TYPE
THE PISTON IS CONNECTED DIRECTLY TO THE UPPER END OF THE
CONNECTING ROD. A HORIZONTAL PIN (GUDGEON PIN) WITHIN PISTON IS ENCIRCLED BY
THE UPPER END OF THE CONNECTING ROD. THIS CONSTRUCTION IS QUITE COMMON, ESPECIALLY
IN SMALL AND MEDIUM SIZE ENGINES.
2) CROSS HEAD TYPE
THE PISTON FASTENS TO A VERTICAL PISTON ROD WHOSE LOWER END
IS ATTACHED TO A ‘CROSS HEAD’, WHICH SLIDES UP AND DOWN IN GUIDES. THE CROSSHEAD
CARRIES A CROSSHEAD PIN, WHICH IS ENCIRCLED BY THE UPPER END OF THE CONNECTING ROD.
THIS MORE COMPLICATED CONSTRUCTION IS COMMON IN DOUBLE ACTING ENGINES AND LARGE
SLOW SPEED SINGLE ACTING ENGINES.
COMPARISON BETWEEN TRUNKS PISTON VERSUS CROSS HEAD ENGINE
MOST MEDIUM AND SMALL SIZE ENGINES USE TRUNK PISTONS. RESULTING
SIDE THRUST CAUSES THE PISTON TO PRESS AGAINST THE CYLINDER WALL, FIRST ON ONE
SIDE, THEN ON THE OTHER. AT THE TOP OF STROKE, WHEN THE GAS PRESSURE IS
GREATEST, SIDE THRUST IS NEGLIGIBLE (DUE TO SMALL CONNECTING ROD ANGLE). SO
MOST OF WEAR TAKES PLACE AT THE MIDDLE OF STROKE. MAKING PISTON SKIRT INCREASES
THRUST-BEARING AREA, AND HENCE REDUCES WEAR. IN MEDIUM AND SMALL SIZE ENGINES, DUE TO LOWER GAS PRESSURE; UNITS’ SIDE PRESSURE IS SO SMALL THAT
NEITHER PISTON NOR LINER WEARS MUCH.
IN CROSSHEAD ENGINES, CROSSHEAD TAKES THE SIDE THRUST, WHICH
WILL BE HIGH IN LARGE ENGINES. SO, CROSSHEAD ENGINES HAVE THE FOLLOWING
ADVANTAGES: EASIER LUBRICATION, REDUCED LINER WEAR, UNIFORMLY DISTRIBUTED
CLEARANCE AROUND PISTON, SIMPLER PISTON CONSTRUCTION BECAUSE THE ‘GUDGEON PIN’ AND
ITS BEARING ARE ELIMINATED.
HOWEVER THESE ADVANTAGES OF CROSS HEAD ENGINES ARE OFFSET
BY:
GREATER COMPLICATION
ADDED WEIGHT
ADDED HEIGHT
CAREFUL ADJUSTMENTS.
(A) NATURAL ASPIRATED ENGINE
THE VACUUM IS CREATED WHEN THE PISTON MOVES AWAY FROM THE
COMBUSTION SPACE DRAWS IN THE FRESH CHARGE.
(B) SUPERCHARGED ENGINE.
THE CHARGE IS ADMITTED INTO THE CYLINDER AT A HIGHER THAN
ATMOSPHERIC PRESSURE. THIS HIGH PRESSURE IS PRODUCED BY A PUMP OR BLOWER OR
EXHAUST GAS TURBOCHARGER.
6) ACCORDING TO SPEED
SLOW SPEED ENGINES: 100 TO 150 R.P.M.
MEDIUM SPEED ENGINES: 300 TO 1000 R.P.M.
HIGH SPEED ENGINES: MORE THAN 1000 R.P.M.
7) ACCORDING
TO BORE/STROKE RATIO:
(A) SQUARE
ENGINE
IF
BORE/STROKE IS ABOUT ONE, CRANKSHAFT WEB DIMENSIONS BECOME LESS COMPARED TO
JOURNAL AND CRANKPIN.
(B) OVER
SQUARE ENGINES (SHORT STROKE)
IF
BORE/STROKE > 1, WEB DIMENSIONS (LESS HEIGHT, MORE THICKNESS) ARE SUCH THAT
WEBS WILL BE WEAK. SO
GENERALLY OVER SQUARE ENGINES ARE NOT USED.
GENERALLY OVER SQUARE ENGINES ARE NOT USED.
(C) LONG
STROKE ENGINES
GENERALLY,
ENGINES HAVE STROKE/BORE >1. THIS GIVES CRANKSHAFTS OF GOOD STRENGTH. MOST COMMON
RATIO IS STROKE/BORE = 2. 0: 2.2.
(D)
SUPER-LONG STROKE ENGINES
TO HAVE
BETTER PROPELLER EFFICIENCY AND BETTER COMBUSTION EVEN WITH LOWER GRADE FUELS,
LOWER R.P.M. ENGINES WITH LONGER STROKES
ARE GAINING POPULARITY. THESE ENGINES HAVE STROKE/BORE RATIO = 3.
THE DIESEL
ENGINES FIND THE FOLLOWING APPLICATION ON BOARD MERCHANT SHIPS.
a) MAIN
PROPULSION
b) ELECTRIC
POWER GENERATION
c) EMERGENCY
PUMPS (E.G. FIRE PUMP)
d) LIFE BOAT
e) EMERGENCY
GENERATOR
f) EMERGENCY
AIR COMPRESSOR
REASONS FOR
WIDE USE OF DIESEL ENGINES IN MARINE POWER PLANTS
1. SMALL
FUEL CONSUMPTION
DIESEL
ENGINE IS ONE OF THE MOST EFFICIENT HEAT ENGINES. HENCE IT GIVES MORE POWER
WITH LESS FUEL. IT IS AN
ENGINE OF HIGH ECONOMY.
ENGINE OF HIGH ECONOMY.
2. CHEAP
FUEL
DIESEL
ENGINE USES FUEL COSTING VERY LESS AS COMPARED TO OTHER ENGINES.
3. ECONOMY
AT LIGHT LOADS
DIESEL
ENGINE IS NOT ONLY EFFICIENT WHEN IT IS FULLY LOADED, BUT ALSO WHEN IT IS
PARTLY LOADED.
4. GREATER
SAFETY
DIESEL FUEL
IS NON-EXPLOSIVE AND LESS FLAMMABLE AT NORMAL TEMPERATURES AND PRESSURES. IT
REQUIRES SPECIAL EFFORT TO MAKE IT START TO BURN. THIS FEATURE MAKES IT VERY ATTRACTIVE
IN THE MARINE TRADE, BECAUSE IT WOULD BE MUCH SAFER CARRYING DIESEL OIL ON
BOARD SHIPS.
DIESEL
EXHAUST GASES ARE LESS POISONOUS THAN OTHER ENGINES, BECAUSE THEY CONTAIN LESS
CARBON MONOXIDE.
5. IGNITION SYSTEM IS NOT REQUIRED
DIESEL
ENGINES DO NOT REQUIRE BATTERY OR MAGNETO RUNNING THEM.
6. MORE POWER CAN BE PRODUCED DUE TO MORE
COMPRESSION ALLOWED.
7. DIESEL ENGINE IS MORE ROBUST AND STRONGER.
8. ECONOMY
IN SMALL SIZES
AS GREAT
CONTRAST TO STEAM POWER PLANT, A SMALL DIESEL ENGINE HAS NEARLY AS GOOD AN
ECONOMY AS A LARGE
ONE. THIS MAKES IT POSSIBLE TO ENLARGE A DIESEL ENGINE PLANT WITH ADDITIONAL UNITS AS THE LOAD GROWS. AT ALL
STAGES OF GROWTH, THE EFFICIENCY IS HIGH.
ONE. THIS MAKES IT POSSIBLE TO ENLARGE A DIESEL ENGINE PLANT WITH ADDITIONAL UNITS AS THE LOAD GROWS. AT ALL
STAGES OF GROWTH, THE EFFICIENCY IS HIGH.
9. SUSTAINED ECONOMY IN SERVICE
AGAIN IN
CONTRAST TO A STEAM POWER PLANT, DIESEL EFFICIENCY FALLS OFF VERY LITTLE DURING
THOUSANDS OF HOURS
OF USE BETWEEN OVERHAULS.
OF USE BETWEEN OVERHAULS.
10.
LIGHTNESS AND COMPACTNESS
DIESEL
ENGINE PLANTS HAVE LESS WEIGHT AND SPACE PER UNIT POWER. IT IS THEREFORE WELL
SUITED TO PORTABLE AND MOBILE INSTALLATIONS.
11.
INDEPENDENCE OF WATER SUPPLY
A DIESEL
ENGINE REQUIRES VERY LESS WATER IN CONTRAST TO STEAM PLANTS.
12. QUICK
STARTING
A COLD
DIESEL ENGINE CAN BE STARTED INSTANTLY AND MADE TO CARRY ITS FULL LOAD IN FEW
MINUTES. IT IS THEREFORE IDEAL FOR SUPPLYING EMERGENCY POWER.
13. EASILY
IN MANEUVERING
A DIESEL
ENGINE CAN BE MADE TO RUN AT FULL POWER IN EITHER DIRECTION.
14. ECONOMY
IN LABOUR
NO FIRE
ROOM FORCE IS NEEDED.
15. FREEDOM
FROM NUISANCE
THERE ARE
NO ASHES TO BE DISPOSED OF, NO NOISY AND DUSTY COAL HANDLING AND PULVERISING
EQUIPMENT TO MAINTAIN, NO SMOKE, AND NOISE CAN BE EASILY ELIMINATED. DUE TO ABOVE MENTIONED
REASONS, DIESEL ENGINES ARE QUITE POPULAR ON BOARD SHIPS.
THESE
REASONS CAN VERY WELL BE REGARDED AS THE ADVANTAGES OF DIESEL ENGINES OVER
OTHER PRIME MOVERS SUCH AS GASOLINE ENGINES, GAS TURBINES, STEAM ENGINES, STEAM
TURBINES AND HYDRAULIC TURBINES.
HOWEVER,
DIESEL ENGINES ALSO HAVE CERTAIN DISADVANTAGES, WHICH CAN BE LISTED AS
FOLLOWING:
FOLLOWING:
1. COST
DIESEL
ENGINES, BECAUSE OF THE HIGHER PRESSURES AT WHICH, THEY WORK, REQUIRE STURDIER
CONSTRUCTION, BETTER MATERIALS AND CLOSER FITS THAN GASOLINE ENGINES.
THEREFORE, THEY COST MORE TO BUILD.
2. WEIGHT
BECAUSE OF
STURDIER CONSTRUCTION, WEIGHT PER POWER IS MORE THAN GASOLINE ENGINES.
3.
ATTENDANCE
A DIESEL
ENGINE REQUIRES MORE ATTENTION THAN AN ELECTRIC MOTOR RUNNING ON PURCHASED
CURRENT. IT ALSO REQUIRES MORE ATTENTION PER UNIT OF POWER PRODUCED THAN A
LARGE STEAM TURBINE.
4. FUEL COST
OIL USED IN
DIESEL ENGINES IS COSTLIER THAN COAL. HENCE, STEAM POWER PLANTS USING COAL AS
FUEL ARE CHEAPER IN OPERATION.
