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INTRODUCTION

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THE INTERNAL COMBUSTION ENGINE

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WHAT IS AN INTERNAL COMBUSTION ENGINE

THE RECIPROCATING INTERNAL COMBUSTION ENGINE GENERATES POWER BY

CONVERTING CHEMICALLY BOUND ENERGY INTO WORK BY THE USE OF


RECIPROCATING MOTION

FUEL + OXYGEN CARBON DIOXIDE + WATER + ENERGY

THE BURNING OF THE FUELS RELEASES ENERGY IN THE FORM OF HEAT

THE HEAT CAUSES PRESSURE TO RISE IN THE COMBUSTION CHAMBER

THIS IS CONVERTED INTO MECHANICAL ENERGY

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THE MAIN COMPONENTS OF A RECIPROCATING
INTERNAL COMBUSTION ENGINE
CAMSHAFT
ROCKERS
VALVE
VALVE SPRINGS
CYLINDER HEAD
PISTON

PISTON RINGS
CYLINDER BLOCK
OIL FILTER

CRANKSHAFT CON ROD

JOURNAL BEARINGS
OIL PUMP

OIL

OIL STRAINER SUMP

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FOUR-STROKE CYCLE ENGINE
INTAKE
VALVE
EXHAUST
VALVE

INTAKE COMPRESSION POWER EXHAUST


STROKE STROKE STROKE STROKE

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TWO STROKE CYCLE ENGINE

INTAKE / INTAKE / POWER / EXHAUST /


COMPRESSION IGNITION EXHAUST FUEL TRANSFER

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ADVANTAGES AND DISADVANTAGES OF A TWO STROKE ENGINE

ADVANTAGES DISADVANTAGES
CHEAP TO MANUFACTURE INEFFICIENT

MORE COMPACT HIGH LEVEL OF UNBURNT FUEL

SIMPLE TO MAINTAIN HIGH LEVEL OF PARTICULATES

HIGH POWER TO WEIGHT RATIO MORE DEPOSITS

NOISE

NEW TWO STROKE ENGINES ARE APPEARING WHICH HAVE DIFFERENT VALVE

ARRANGEMENTS AND USE CATALYSTS, THIS REDUCES THEIR DISADVANTAGES

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GASOLINE AND DIESEL COMBUSTION

GASOLINE ENGINE DIESEL ENGINE


(SPARK IGNITION ENGINE) (COMPRESSION IGNITION ENGINE)

AIR / FUEL AIR

FUEL
SPARK
INJECTOR
PLUG

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ADDITIONAL COMPONENTS OF
A GASOLINE AND DIESEL ENGINE

TYPICAL GASOLINE ENGINE TYPICAL DIESEL ENGINE

SPARK PLUG
FUEL INJECTOR

FUEL PUMP
DISTRIBUTOR

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CARBURETTOR - TYPES OF GASOLINE FUELLING

FROM FUEL PUMP

CARBURETTOR FLOAT
CHAMBER

AIR IN
FROM AIR FILTER

CHOKE THROTTLE

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TYPES OF GASOLINE FUELLING - FUEL INJECTION

FUEL INJECTION DIRECT INJECTION

VERTICAL
INLET PORT
FUEL INJECTOR ENGINE
FROM FUEL PUMP
MANAGEMENT

HIGH
PRESSURE
SWIRL
INJECTOR
THROTTLE
CONCAVE
PISTON CROWN

INDUCTION STROKE

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DIESEL ENGINE FUELLING SYSTEMS

DIRECT INJECTION INDIRECT INJECTION

INJECTOR INJECTOR
AIR AIR

PRE-CHAMBER
COMBUSTION
BOWL

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INTERNAL COMBUSTION ENGINES -
COMPARISON OF GASOLINE vs. DIESEL
GASOLINE DIESEL
AIR TO FUEL RATIO ABOUT 14.6:1 VARIABLE AIR / FUEL RATIO
(STOICHIOMETRIC) (ALWAYS RUNS IN EXCESS AIR)
LOW COMPRESSION RATIO 9.5:1 HIGH COMPRESSION RATIO 14-20:1
HIGH POWER TO WEIGHT RATIO CHEAP FUEL
LOW PARTICULATE LEVELS MORE FUEL EFFICIENT
SMALL IN SIZE, AND LIGHT LONGER LIFE SPAN
CHEAP TO BUY GOOD RELIABILITY
GENERALLY QUIETER CHEAP TO RUN
EMISSIONS CONTROLLED BY CATALYST LOW CO AND H/C LEVELS

• GASOLINE OFFERS GOOD POWER TO WEIGHT RATIO, SMALL SIZE, CHEAPER TO BUY
AND GENERALLY QUIETER, THEREFORE MORE APPEALING FOR THE PASSENGER CAR MARKET

• DIESEL IS MORE COST EFFECTIVE IN THE LONG TERM, HAS A LONGER LIFE SPAN,
LOW MAINTENANCE, AND GOOD EFFICIENCY, WHICH APPEALS TO THE COMMERCIAL MARKET

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ENGINE BREATHING SYSTEMS
TWO CATEGORIES FOR ENGINE BREATHING:

NATURALLY ASPIRATED - USING AMBIENT AIR PRESSURE


PRESSURE CHARGING - FORCING AIR INTO THE CYLINDER

PRESSURE CHARGING IS APPLICABLE TO GASOLINE AND DIESEL

POWER OUTPUT DEPENDS ON THE QUANTITY OF FUEL AND AIR THAT


CAN BE COMBUSTED

NATURALLY ASPIRATED IS LIMITED BY ATMOSPHERIC PRESSURE

PRESSURE CHARGING INCREASES THE AMOUNT OF AIR IN THE CYLINDER


MORE FUEL CAN THEN BE ADDED, AND THEREFORE MORE POWER PRODUCED

TWO TYPES OF PRESSURE CHARGER:

- TURBOCHARGER (DRIVEN BY THE EXHAUST GASES)

- SUPERCHARGER (DRIVEN BY THE ENGINE)

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TURBOCHARGING AND SUPERCHARGING
TURBOCHARGING SUPERCHARGING
AIR IN

EXHAUST
AIR IN
GASES

TURBINE DRIVEN COMPRESSOR DRIVEN


BY TURBINE
BY EXHAUST GAS

COMPRESSOR DRIVEN
FROM CRANKSHAFT

EXHAUST
GASES

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THE ENGINE LUBRICATION SYSTEM

ROCKER ARM
SHAFT

CAMSHAFT PISTON PIN


BEARINGS BEARING

BIG END
BEARING MAIN OIL
GALLERY

OIL PUMP
CRANKSHAFT AND FILTERS
MAIN BEARINGS

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Engine Lubricants
Engine Oil Functions
Cooling
Anti-Wear

Sealing
Cleanliness

Diagnosis Anti-corrosion

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DIFFERENT VALVE CONFIGURATIONS
ROCKER
CAMSHAFT

BUCKET
TAPPET
PUSHROD

SINGLE OVERHEAD CAM


PUSH ROD (DIRECT ACTING)
CAMSHAFT
DOUBLE
CAMSHAFT
ROCKER

CAMSHAFT TAPPETS

SINGLE OVERHEAD CAM DOUBLE OVERHEAD CAM

MULTI-VALVE TECHNOLOGY GIVES HIGHER AIR FLOW CAPABILITIES TO PRODUCE MORE POWER

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5 VALVES PER CYLINDER
HYDRAULIC TAPPETS

WITHOUT HYDRAULIC TAPPETS WITH HYDRAULIC TAPPETS


HYDRAULIC
TAPPETS

CLEARANCE

HYDRAULIC TAPPETS CAN BE USED WITH VARIOUS VALVE CONFIGURATIONS


THEY AUTOMATICALLY ADJUST THE VALVE CLEARANCES USING THE ENGINE
OIL TO TAKE UP THE CLEARANCE BETWEEN THE TAPPET AND CAM
THIS REDUCES MAINTENANCE AND NOISE

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HYDRAULIC TAPPETS

OIL FROM
HYDRAULIC TAPPET
LUBRICATION SYSTEM

NOTE: THE NARROW OIL-WAYS IN THE HYDRAULIC TAPPET

DIAGRAM SUPPLIED BY VW

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FOUL AIR VENTING

TO THE INLET
MANIFOLD

BLOW-BY GASES
FROM THE COMBUSTION
CHAMBER

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