1. a ICE POWER POINT.ppt

7/24/2019 1. a ICE POWER POINT.ppt

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Engr. Raymundo E. Feliciano, ME,MSME



Chapter 1. Introduction1.1 Historical Development of anEngine

The distinctive feature of our civilization today,

one that makes it dierent from all others, is wide useof mechanical ower . !t one time , the rimary sourceof ower for the work was chie"y man#s muscles.$ater , animals were trained to hel and afterwards thewind and the running stream were harnessed . %ut, the

great ste was taken in this direction when man learnedthe art of energy conversion from one form to another. The

machine which does this &o' of energy conversion iscalled an Engine .



Chapter 1. Introduction1.1 Historical Development ofan Engine

The credit of inventing the Spark Ignition

(SI)Engine goes to Nicolaus . !tto(1"#$(,whereas Compression Ignition (CI)Engine was

invented 'y %udolf Diesel (1"&') and ankelEngine invented 'y eli* ankel(1&'&) .



Chapter 1. Introduction

Engine

- An engine is the Device which transforms one formof energy into another form.

)owever, while transforming energy from one form toanother, the e*ciency of conversion lays an imortantrole.

Heat Engine+ Is a device which transforms the chemical energy of a

fuel into thermal energy and utilizes this thermalenergy to perform useful work.




Classi,cation of Heat Engine

- An engine whether Internal Combustion or Externalcombustion

Are two types Rotary and Reciprocating.

%eciprocating1. -asoline Engine ( SI Engine)

'. Diesel Engine ( CI Engine)

%otar 1. ankel Engine




Classi,cation of IC an Engine

- An engine whether Internal Combustion or Externalcombustion

Are two types Rotary and Reciprocating.

%eciprocating1. -asoline Engine ( SI Engine)

'. Diesel Engine ( CI Engine)

%otar 1. ankel Engine



1.'. /ain Components

Internal Com0ustionEngines

Cylinder Block- The Cylinder block is the main supportingstructure for the various component



IC Engine Components Cylinder – It is a cylindrical vessel or space in which the

piston makes reciprocating motion.



IC Engine Components iston – It is a cylindrical component tted into the

cylinder



IC Engine Components Inlet and e!haust "alves - – It is commonly mushroom

shape d poppet type.



IC Engine Components #park lug - – It is the component that initiates the

combustion process in !park Ignition "!I# Engines.



IC Engine Components Intake $anifold- – It is The pipe which connects the intake system to

the inlet valve and through which air fuel mixture is drawn to the cylinder.



IC Engine Components %!haust $anifold- – It is the pipe which connects the exhaust system to

the exhaust valve of the engine and through which the the product ofcombustion escape into the atmosphere.



IC Engine Components iston Rings - – It provide a tight seal between piston and the

cylinder wall thus preventing leakage of combustion gases..



IC Engine Components &udgeon in - – It forms the link between the small end

of the connecting rod and the piston..



IC Engine Components Connecting Rods - – It interconnects the piston and the

crankshaft .



IC Engine Components Crankshaft - – It converts the reciprocating motion of the

piston into useful rotary motion of the output shaft.



IC Engine Components Com'ustion cham'er – It is the space enclosed in the upper part of the

cylinder $ by the cylinder head and the piston top during combustion process.



IC Engine Components camshaft- – Its associated parts control the opening and

closing of the two valves.



IC Engine Components Cams- – It is made as integral parts of the camshaft and are

designed in such away to open the valves in correct timing.



IC Engine Components (lywheel- – It is attached to the output shaft in order to

achieve a uniform tor%ue .



IC Engine Components Assembly of parts&



IC Engine Nomenclatures

Assembly of parts&




Assembly of parts&




Assembly of parts&




Assembly of parts&




Assembly of parts&




1.2 3 Stroke Spark Ignition (SI)Engine

It re)uires four stroke of the piston tocomplete one cycle of operation in an engine cylinder .

The four stroke of S+ Engine sucking fuel air mi-ture in thecar'urettor known as charge are descri'ed 'elow

1.Suction or Charging stroke( Intake Stroke) in this strokethe inlet valve oens and charged is sucked into the cylinderas the iston moves downward form To /ead 0enter 1T/0( to%ottom /ead 0enter 1%/0(.

'.Compression Stroke 2 in this stroke 'oth inlet and e-haustvalves are closed and the charged is comressed as the istonmoves uwards from %/0 to T/0. !s a result of 0omression ,the ressure and temerature of charge increasesconsidera'ly this comletes one revolution of the crankshaft.




1.2 3 Stroke Spark Ignition (SI)Engine

2. E*pansion or orking Stroke ( 4o5er Stroke)+Shortly 'efore the iston reaches the T/0 1duringcomression stroke(. The charge is ignited with the hel ofSark lug. +t suddenly increases the ressure andtemerature of the roducts of com'ustion. /ue to the risein ressure the iston ushed down with great force.

3. E*haust stroke 6 +n this stroke, the E-haust valve is oenas the iston moves from %/0 to T/0 . This movements ofiston ushes out the roduct of com'ustion from thecylinder and are e-hausted through the e-haust valve intothe atmoshere this comlete the cycle and the enginecylinder is ready to suck the charge again .



1.6 Cylinder Arrangement of IC Engine




1.3 3 Stroke CompressionIgnition (CI) Engine or Diesel

Engine

It is known to 'e Compression Ignition %ngine'ecause the ignition takes place due to the heat producedin the engine cylinder at the end of compression stroke.

The four stroke of /iesel Engine sucking ure air are descri'ed

'elow

1.Suction or Charging stroke( Intake Stroke) in this strokethe inlet valve oens and ure air is sucked into the cylinder as

the iston moves downwards from T/0 to %/0.

'.Compression Stroke 2 in this stroke 'oth inlet and e-haustvalves are closed and the air is comressed as the iston moves

uwards from %/0 to T/0. !s a result of 0omression , theressure and temerature of air increases considera'ly thiscomletes one revolution of the crankshaft.





Engine

2. E*pansion or orking Stroke ( 4o5er Stroke)+ Shortly'efore the iston reaches the T/0 1during comression stroke(fuel is in&ected in the form of very 3ne sray into the engine

cylinder through the nozzle known as fuel in7ection valve. !tthis moment the temerature of comressed air is su*cientlyhigh to ignite the fuel. +t suddenly increases the ressure andtemerature of the roduct of com'ustion . /ue to the increaseof the ressure the iston is ushed down in great force.

3. E*haust stroke 6 +n this stroke, the E-haust valve is oen asthe iston moves from %/0 to T/0 . This movements of istonushes out the roduct of com'ustion from the cylinder andare e-hausted through the e-haust valve into the atmosherethis comlete the cycle and the engine cylinder is ready tosuck the air again .





Engine




1.8 ' Stroke IC Engine

*he two stroke engine the cycle is completed in onerevolution of crankshaft . + Invented 'y Dugald Clark ,/0

The main dierence 'etween two stroke and four stroke is in themethod of 3lling the fresh charge and removing the 'urnt gasesfrom the cylinder. +n the four stroke engine these oerations are

erformed 'y the engine iston during the suction and e-haust

strokes resectively. +n the two stroke engine , the 3lling rocessis accomlished 'y the charge comressed in crankcase or a'lower. The +nduction of the comressed charge moves out theroduct of com'ustion through e-haust orts. Therefore twostrokes are su*cient to comlete the cycle one for comressing

fresh charge and the other for ower stroke.





4iston moves only twice in a two stroke engine. The 3rstmovement is called the comression stroke and the secondstroke is called the ower stroke.

1.Compression stroke9 0omression stroke is an act ofcomressing fuel. /uring comression stroke iston goes ucomressing the fuel in to the engine.

'.4o5er stroke9 0omression stroke is followed 'y ower

stroke. /uring a ower stroke the fuel is ignited, whichushes the iston down roducing a lot of ower andtor5ue. +t also involves in taking new fuel and air to startcomression again.













Comparison of our Stroke and :5o strokeEngines9

!s a 6 stroke engine receives ower stroke twice than that offour stroke engines they generate more ower and tor5ue. !lso,6 stroke engines are noisier when comared to four strokeengines.

6 stroke engines does all the act of e-hausting and taking fuel inat a single stroke i.e. ower stroke, it is more olluting.

6 stroke engines want more lu'rication when comared to fourstroke engines. 7ne will have to kee the engine lu'ricatedfre5uently 1oiling( for smooth riding e-erience.

6 stroke engines are not suita'le for long term as they tend toroduce more noise and ollution simultaneously.





8 stroke engines are fuel e*cient, smoother riding e-erience,less olluting and least noisy.

8 stroke engines do not emit as much smoke as 6 stroke onesdo. They also have a long term life.

Conclusion9

*hough a two stroke engine emits more power and

tor)ue, they are not suited for the day to day activity.$oreover, they are not fuel e1cient, have a short life, polluting agent and also noisier than 2 stroke ones.*herefore, 2 stoke engines should 'e preferred as theyare more fuel e1cient, less polluting, and a3orda'le. 2stroke 'ikes are ideal for day to day activities.



1.8 C linder rran ement

1. In+ line

'. ;+ Clinder

2. <+ Clinder

3. =+ clinder 8. %adial

$. H+ :pe

#. !pposed Clinder

". !pposed 4iston

&. Delta :pe





'.1 Introduction

Statee5uationand0onstants

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'.1 Introduction



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'.1 Introduction



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Ideal -as Isentropic

%elationsStatee5uationand0onstants


+sentroicrocess

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'.3 ctual Ccles and Engine



gE@ciencies




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4erformance EAuations and Engine



Characteristics




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4erformance EAuations and Engineh i i



Characteristics

4erformance EAuations and EngineCh i i



Characteristics

4erformance EAuations and EngineCh i i



Characteristics



Chapter 3. uels Introduction 9 Internal com0ustion engine can 0e operated

on diBerent kind of fuels including liAuid gaseousand even solid materials. :he character of the fuelsused ma have considera0le inuence on the

design output e@cienc of fuel consumptionrelia0ilit and dura0ilit of the engine. :herefor more research has 0een carried out in this ,eldthan in an other aspect of engine development.

!ver && of the 5orlds internal com0ustionengines use liAuid fuels

Derived from petroleum and some countries usesimilar fuels derived 0 hdrogenation of coal.



Chapter 3. uels Important fuels for IC engines are

listed 0elo5 9

.?iAuid uels+ -asoline Ferosene Diesel

>.-aseous uels+ >last urnace gas Coal gas

Natural -as

C.Solid uels+ 4o5dered Coal

D.Non+ 4etroleum uels+ /ethl lcohol Ethllcohol



Chapter 3. uels Important Gualities of SI Engine uels.<olatilit

>.Detonation and 4re ignition Characteristics (nti FnockingCharacteristics)

C.Heat of Com0ustion

D.Heat of EvaporationE.Chemical sta0ilit neutralit and Cleanliness

.Safel

-.Cost and availa0ilit



Chapter 3. uels <olatilit+is one of the most important characteristics of liAuid fuel.

It is de,ned as the tendenc of liAuid to evaporate and controlsthe fuel air ratio.

Detonation

+It is a loud pulsating noise heard 5ithin the engine clinder ( alsokno5n as knocking or pinking).It is the propagation of a highspeed pressure 5ave created 0 the auto ignition of end portionof un0urnt fuel. :he 0lo5 of this pressure 5ave ma 0e su@cientenough to 0reak the piston. :hus detonation is harmfulto theengine and must 0e avoided.



Chapter 3. uels actors that causes detonation9a.:he shape of com0ustion cham0er

0. :he relative position of the spark plug incase of petrol engine.

c.:he chemical nature of the fuel

d.:he initial pressure and temperature of thefuel

e.:he rate of com0ustion of that portion the fuel

,rst ignite. :his portion of the fuel in heatingup compresses the remaining un0urnt fuelthus producing the condition of auto ignitionto occur.



Chapter 3. uels :he follo5ing are the chief eBects due

to detonation9

a. loud pulsating noise accompanied 0vi0ration of the engine.

0. n increase of heat lost to the surface ofcom0ustion cham0er.

c.n increase in Car0on deposits.



Chapter 3. uels Sulphur Content good fuel must possess lo5 sulphur content

0ecause formation of sulphuric acids causescorrosion. !ther sulphur compounds formed

slo5do5n the action of tetraethl lead anddecrease the anti knock Aualit of fuel.

Cleanliness

+ :he fuel must 0e clean and should not

contain dirt or dust. :he corrosion can causepitting in the valve faces there Can therefore0e leakage of hot gasese and lo5ering ofcompression ratio.



Chapter 3. uels %atings of SI Engine uels + the Aualit of fuels is 7udged on the 0asic of its fuel

ratings . :here are diBerent methods in adopting forfuel ratings9

a.Highest ;seful Compression %atio ( H;C%)

0.!ctane Num0er

c.4erformance Num0er



Chapter 3. uels . Highest ;seful Compression %atio ( H;C%) + If the compression ratio is increased for a particular

fuel detonation starts at some compression ratio.:his compression ratio is called H;C% . :his test iscarried out on a varia0le compression engine. :he

H;C% is 1.&$ for iso+ octane and 2.#8 for N+Heptane . :his method is no longer popular.



Chapter 3. uels >. !ctane Num0er

+ :his method 5as introduced 0 C% ( Cooperative uel %esearch ) committee ;S.

Normal heptane is ar0itraril placed at !.N. due to its 5orst anti knock characteristics and iso 6 octane is placedat !.N. 1 due to its 0est anti knock characteristics. :he octane num0er of an fuel is the percentage of iso+octane 0 volume in the mi*ture of iso+ octane and normal heptane 5hich gives the same anti knockcharacteristics as the fuel under standard test conditions.



Chapter 3. uels C. 4erformance Num0er

+ ith the advancement of fuel technolog man hdrocar0ons have 0een found to have octane num0er more than1. or e*ample aviation fuels have !.N. J 1 . :o e*press their relative rating another scale has 0een devised5hich is called 4erformance Num0er (4N).

It is 0ased on the indicated po5er produced 0 the engine operating under standard conditions. It indicates thema*imum po5er produced 0 an engine 5ithout knocking in the fuel used over the ma*imum po5er produced 0 anengine 5ith out knocking using iso 6octane.



Chapter 3. uels Dopes or dditives9

+ <arious dopes or additives are mi*ed 5ith petrol to achieve desira0le properties . :hese ma0e hdrocar0ons nonhdrocar0ons organic or inorganic compounds.

important additives are9

a.>enKole

0.Ethl lcohol

c.:etra Ethl ?ead (:E?)

d.:etra /ethl ?ead (:/?)



Chapter 3. uels4urpose of Dopes or dditives9

1. !*idation Inhi0itors+ these are meant to avoid reaction of some components of petrol 5ith each other and 5itho*gen thus controlling deposit formation during storage.

'. %ust Inhi0itors 6 :hese are added to protect components of the fuel suppl sstem against rusting.

2. /etal Deactivators+ :hese are added to inhi0it reactions 0et5een the petrol and metals in the fuel suppl sstem.

3. Detergents 6 Feeps the car0urettor 7ets clean and prevent their clogging.

8. :E? ( :etra Ethl ?ead) 6 It is added toincrease the octane ratings.



Chapter 3. uelsS.I. Engine uels9

I. 4resent uels.

a. -asoline or 4etrol

0. ?.4.-. (?iAui,ed 4etroleum -as)

II. lternative uels

a. lcohol

0. >enKol

c. hdrogen



Chapter 3. uels1. -asoline or 4etrol

+ It is the mi*ture of hdrocar0ons manufactured 0 crude distillation follo5ed 0 re,ning process. :hecomposition is not ,*ed. :hese are prepared 0 0lending diBerent re,ner gasolines and additives to o0taindesired Aualit of fuel having desired octane num0er volatilit sta0ilit and antiknock Aualities

'. ?4- ( ?iAue,ed 4etroleum gas)

+ It contains mainl 0utane and propane and is also used as engine fuel. :he engine is provided 5ith specialfuel sstem.



Chapter 3. uelslternative fuels9

1. lcohol

Ethl lcohol is mainl used as a fuel. It has high anti knock rating ( a0ove 1) and is used as 0lending agent. Ithas ?o5 calori,c value ( '# FLMFg) and higher cost per liter than gasoline.

'. >enKol

+ It is o0tained 0 distillation of coal. It has ver high octane num0er( a0ove 118) and is valua0le 0lendingcomponent. >ut it has high freeKing and not suita0le for uses in cold climate. High aroma content leads to largecar0on deposits.



Chapter 3. uelslternative fuels9

2. Hdrogen

+ It is a perfect fuel . Hdrogen is used in liAuid form . It emits less pollution . :he po5er output ofhdrogen air engine is lo5er then petrol engine due to lo5er volumetric e@cienc and 0ack ,re.

h l



Chapter 3. uelsImportant Gualit of CI uels9

a.Ignition Gualit

0.<iscosit

c.Heat of com0ustion

d.<olatilit

e.Cleanliness

f.Non corrosiveness

Ch l



Chapter 3. uelsIgnition Gualit

:he term ignition Aualit is used to cover loosel the ignition temperature vs. dela characteristics of fuel 5hen used inengine. -ood ignition Aualit means short dela angle at given speed compression ration air inlet and 7acket temperature.

<iscosit

+ Diesel fuel is in7ected into the com0ustion cham0er. High viscosit fuel is not ,nel atomiKed and reAuires more in7ectionpressure.

Ch 3 l



Chapter 3. uelsIgnition Gualit

:he term ignition Aualit is used to cover loosel the ignition temperature vs. dela characteristics of fuel 5hen used inengine. -ood ignition Aualit means short dela angle at given speed compression ration air inlet and 7acket temperature.

<iscosit

+ Diesel fuel is in7ected into the com0ustion cham0er. High viscosit fuel is not ,nel atomiKed and reAuires more in7ectionpressure. :he in7ection pressure and the degree of atomisation of the fuel depend on diesel viscosit.

Ch 3 l



Chapter 3. uelsSulphur Content

:he pressure of the sulphur in the diesel fuel reduces the self ignition temperature of the fuel. :he in7ected fuel starts0urning at a lo5er temperature in the com0ustion cham0er. !n the other hand high sulphur increases 5ear due to acidiccorrosion and deposition of car0on on piston rings.

<olatilit

+ Diesel fuel must 0e volatile at the clinder temperature. If volatilit of fuel is less it 0urns onl partiall and leave car0onparticles. :hese car0on particles in the clinder cause clinder 5earand can chock the in7ector ori,ce.

Ch t 3 l



Chapter 3. uelsCleanliness

+ :he fuel should 0e free from 5ater and sediments. :hese can damage the in7ection unit( uel pump and uel In7ector)

Ignition ?ag

+ fuel particle takes a certain time to ignite after in7ection into the com0ustion cham0er. :he time interval is calledignition lag. ?esser the time of ignition lag 0etter Aualit of fuel.

Ch t 3 l



Chapter 3. uelsCI or Diesel fuel %ating9

:he ignition lag of diesel fuel can result in sudden and rapid ignition of accumulated fuel in the com0ustioncham0er. :his causes knock in CI Engine . :he ignition Aualit of diesel is measured 0 cetane num0er.

Cetane num0er+ is the percentage of cetane over the mi*ture of cetane and methl naphthalene. or e*ample if thecetane num0er of diesel fuel is assigned to 0e "8 that means the mi*ture has "8 cetane and 18 methlnaphthalene.

Ch t 3 l



Chapter 3. uels/ethods of fuel %ating for CI Engines9

1.niline 4oint

'.Diesel Inde*

2.:riptane num0er

1. niline 4oint+ :his is the lo5est temperature at 5hich mi*ture of eAual parts of a fuel and aniline 5ill form a

clear solution. :he aniline point in Degree celsius is correlated to 5ith cetane num0er.

Ch t 3 l



Chapter 3. uels'.Diesel Inde* + It is also considered to 0e good criteria of

Suita0ilit of a fuel use in diesel engine.

Diesel Inde* niline point () * 4I gravit

1

2. :riptane Num0er+ :rimethl >utane is used as nonn knocking reference fuel and triptane scale isprepared. :riptane num0er $8.8 is eAual to 1 cetane num0er.

Ch t 3 l



Chapter 3. uelsDopes or dditives for CI Engine uels9

Cetane num0er of diesel fuel can 0e improved 0 mi*ing some additives into the fuel. :he decrease the ignition lag andma*imum pressure of the ccle and increase the cetane num0er.

/ost Common dditives for Diesel uel are9

1.Ethl Nitrate

'.Isoaml Nitrate

2./ethl cetane

3.>utl 4ero*ide

8.cetone pero*ide

Ch t 3 l



Chapter 3. uelsDiesel !I?

+ Diesel oil is 5idel used as fuel for CI engines 0ecause of lo5 cost and Higher :hermal e@cienc. :he cost of diesel is less than that of gasoline as it is o0tained 0 fractionaldistillation of crude petroleum at lo5er temperatures. :he production cost of of diesel fuel is less.

lternative uels

+ :here are rapid depletion of petroleum fuels ( 4etrol Diesel oil) creating shortage and escalation in their cost. :here is intensive search for alternative fuels. lcohols have0een found to 0e main fuels 5hich can su0stitute the petroleum fuels. /ethl alcohol can 0e produced 0 gasi,cation of coal

Ch t 3 l



Chapter 3. uels!r lignite and also municipal 5astes. Ethl alcohol can 0e produced 0 fermentation of car0ohdrates such as sugarcane corn and potatoes. >raKil Cu0a and 4hilippines are

using alcohol as motor fuel for a long period.

lcohols are 0eing used as follo5s9

1.4ure alcohol

'.lcohol gasoline 0lends for SI Engines

2.lcohol Diesel >lends for CI Engines

Ch t 8 C 0 ti



Chapter 8 Com0ustion

Ch t 8 C 0 ti



Chapter 8 Com0ustionir uel ratio

+:he chemicall correct air fuel ratio 0 mass for an internal com0ustion engine can 0e calculated from the analsis 0 mass of the fuel used .

or e*ample if petrol appro*imates to he*ane C$H13. the air fuel ratio giving chemicall correctO com0ustion can 0e estimated as follo5s9

'( C$H13) P 1&!' 1'(C!') P13(H'!)

('*"$)P ( 1&*2')(1'=33) P (13*1") 9 Chemical >alance!' reAuired per kg of fuel (1& * 2')M (' * "$) 2.8' kg

Ch t 8 C 0 ti



Chapter 8 Com0ustionCom0ustion in SI Engines

:he main conditions for com0ustion of fuel in SI Engines are9

1.4resence of a com0usti0le ( mi*ture of fuel and air) supplied 0 car0urettor.

'.Some means of initiating com0ustion 0 a spark plug.

2.Sta0iliKation and propagation of ame in the com0ustion cham0er.

Chapter 8 Com0 stion






'( C$H13) P 1&!' 1'(C!') P13(H'!)








'( C$H13) P 1&!' 1'(C!') P13(H'!)








'( C$H13) P 1&!' 1'(C!') P13(H'!)

















































Chapter 8 Com0ustionDetonation (Fnocking)9

uto ignition of un0urned gases due to favora0le conditions 0efore the ame front reaches it.EBects of Detonation9

1.Noise and %oughness

'./echanical Damage

2.Car0on Deposits




Chapter 8 Com0ustion3. Increase in Heat transfer

8. Decrease in 4o5er output and e@cienc

$. 4re ignition4re ignition9

+ Ignition of charge 0 some hot surface 5ithin the engine can result in e*tremel large losses in e@cienc if this ignition occurs earlier than normal spark plug discharge.

EBect of pre Ignition9

1.4re ignition results in e*cessive heating of piston heads and there can 0e local melting of piston.

'.4re ignition causes lo5 po5er and e@cienc.








Chapter 8 Com0ustionSI C!/>;S:I!N CH/>E% DESI-N9

:he engine 5ith good com0ustion cham0er design should ensure the follo5ing9

1.High 4o5er !utput+ this can 0e achieved 5ith high compression ratio minimum of e*cess air optimum tur0ulence and high volumetric e@cienc.'.High :hermal E@cienc+ depends upon high compression ratio.

2.Smooth operation+ :here should 0e a0sence of detonation and moderate pressure rise.





/ain Designs of Com0ustion Cham0er9

1.: head com0ustion Cham0er'.? head com0ustion Cham0er

2.I head com0ustion Cham0er

3. head com0ustion Cham0er

8.Hemispherical Com0ustion Cham0er





1. : head com0ustion Cham0er





1. : head com0ustion Cham0er





'. ? head com0ustion Cham0er





'. ? head com0ustion Cham0er





2. I head com0ustion Cham0er





2. I head com0ustion Cham0er















8. Hemispherical com0ustion Cham0er


































Chapter 8 Com0ustionCI C!/>;S:I!N CH/>E% DESI-N9

:he Design reAuirements of com0ustion cham0er for CI Engines are as ollo5s9

1.During the dela period the fuel air contact should 0e limited or shorten the dela period.'.4rovide high tur0ulence after com0ustion starts or achieve earl termination of com0ustion.




Chapter 8 Com0ustionCI C!/>;S:I!N CH/>E% DESI-N9

:he Design reAuirements of com0ustion cham0er for CI Engines are as ollo5s9

1.During the dela period the fuel air contact should 0e limited or shorten the dela period.'.4rovide high tur0ulence after com0ustion starts or achieve earl termination of com0ustion.




Chapter 8 Com0ustion1.DI%EC: INLEC:!N (DI) !% !4EN CH/>E% DESI-N9




Chapter 8 Com0ustionDI%EC: INLEC:!N !% !4EN CH/>E% DESI-N9

1. Semi Auiescent or ?o5 S5irl !pen Cham0er





'. /edium S5irl !pen Cham0er





2. High S5irl !pen Cham0er




Chapter 8 Com0ustionINDI%EC: INLEC:!N !% DI<IDED C!/>;S:I!N CH/>E% DESI-N9




pINDI%EC: INLEC:!N !% DI<IDED C!/>;S:I!N CH/>E% DESI-N9

1. S5irl or :ur0ulent Cham0er





'. 4re com0ustion Cham0er





2. ir and Energ Cells Cham0er




pSample 4ro0lems 19




pSample 4ro0lems '9

Chapter 8 Com0ustionSample 4ro0lems 29



p

Chapter 8 Com0ustionSample 4ro0lems 39



p



Chapter $$.1 <alve timing

valve timing diagram is a graphicalrepresentation of the e*act moments in the

seAuence of operations at 5hich t5o valves(inlet and e*haust valves) opens and closeas 5ell as ,ring of fuels. It is generalle*pressed in terms of angular positions of

crankshafts.

Chapter $



Chapter $$.1a :heoretical <alve :iming for ourStroke

Chapter $



$.10 :heoretical <alve timing for :5oStroke

Chapter $$ 1c <alve timing for our Stroke SI



$.1c <alve timing for our Stroke SI

Engine



Chapter $ $.1c <alve timing for our Stroke SIEngine

Chapter $$ 1d < l ti i f St k CI



$.1d <alve timing for our Stroke CIEngine

Chapter $



p $.1d <alve timing for our Stroke CIEngine

Chapter $$ 1e <al e timing for : o Stroke SI



$.1e <alve timing for :5o Stroke SIEngine



Chapter $ $.1e <alve timing for :5o Stroke SIEngine

Chapter $



$.1f <alve timing for :5o Stroke CIEngine



Chapter $ $.1f <alve timing for :5o Stroke CIEngine

Chapter # ueling Sstem#.1 Car0urettor9



of SI and CI Engine Car0uration 6 is the process of vaporiKation of liAuid hdrocar0on fuels. uels such as 4etrol 0enKol and alcohol vaporiKe slightl at atmospheric conditions. :he engine suction is su@cient to

vaporiKe these fuels and no preheating is reAuired. :he device used for vaporiKing these fuels is called Car0urettor.

unctions of car0urretor91./aintain a small reserve of petrol under a constant head.

'.<aporiKe the petrol 0 means of engine suction atomiKe i t and produce a homogeneneous air fuel mi*ture.




of SI and CI Engine2. Suppl the reAuired Auantit of air and fuel vapour at correct mi*ture strength according to the varing reAuirements of the engine at all speeds and loads of the engine.




of SI and CI Engine2. Suppl the reAuired Auantit of air and fuel vapour at correct mi*ture strenght according to the varing reAuirements of the engine at all speeds and loads of the engine.

Chapter # ueling Sstem#.1 Car0urettor9:h Si l 0 tt h th f ll i 4 t



of SI and CI Engine:he Simple ca0urettor has the follo5ing 4arts9

1.loat Cham0er

'.<enturi

2.NoKKle 5ith metering ori,ce

3.:hrottle <alve

1.loat Cham0er+ :he fuel is pumped or o5s 0 gravit into oat cham0er . hen the fuel reaches the proper height in the cham0er the oat rises su@cientl to cut oB o5. :he level of fuel is kept constant in the fuelcham0er.


:h Si l 0 tt h th f ll i 4 t




'.<enturi +:he fuel o5s out the oat cham0er through metering ori,ce into noKKle 5hich opens into the venturi throat . :he pressure drop produced in the venturi throat 0 the air o5s is used directl tocontrol the rate of fuel o5 through fuel ori,ce. :he vaccum produced at the venturi throat due to air o5 is called car0urretor depression.

2. NoKKle 5ith metering ori,ce+ :he car0urettor depression causes a pressure diBerence across the metering ori,ce . :he fuel is spraed into the air stream and carried to the engine clinder. :he fuel vaporiKedue to lo5 pressure produced 0 the venturi.


:h Si l 0 tt h th f ll i 4 t




3. :hrottle+ It serves as a damper at the inlet of the engine and control the speed and the po5er of the engine . It regulates the amount of air o5ing to the engine and chectks the Auantit of

fuel. :he amount of mi*ture is regulated to control the po5er and the speed of the engine. :he mi*ture Aualit is also aBected as the throttle opening aBects the car0urettor depression.

Chapter # ueling Sstem



of SI and CI Engine#.1 Car0urettor9









Chapter # ueling Sstem# 1 C 0 tt




Chapter # ueling Sstem#.' uel In7ection Sstem+ :he fuel in7ection sstem is the heart of the engine 5hich has to suppl meter in7ect and atomise the fuel. :he engine performance depends upon theaccurate and relia0le functioning of the sstem 5hich is manufactured 5ith ,ne tolerance and hence is ver costl.



of SI and CI Engineg

Diesel does not vaporise 0 engine suction. :herefore car0uration is not possi0le in diesel engines !nl air is dra5n into the clinder during suction stroke and compressed to

ver high pressure. :his raises the air temperature su@cient for auto ignition of fuel.

Chapter # ueling Sstem:he temperature of compressed air is higher than the ignition temperature of the fuel. :he fuel is in7ected into the engine clinder almost to5ards the end of the compression stroke.



of SI and CI Enginep p g g p 7 g p

or proper atomiKation dispersion and penetration of fuel spra reAuired for proper mi*ing of fuel and air and com0ustion the oil is in7ected at a high pressure of 1+18 0ar .

Chapter # ueling Sstemuel In7ection %eAuirements

:he fuel in7ection sstem must ensure the follo5ing reAuirements9



of SI and CI Engine7 g A

1.:he unit must meter and deliver the correct Auantit of fuel at the precise instant reAuired for a 5ider range of speeds and loads of the engine.

'.:he 0eginning and end of in7ection must 0e sharp.2.:he in7ection fuel must 0e properl atomised.

3.:he fuel must 0e properl spraed to ensure uniform distri0ution and penetration into the space of com0ustion cham0er.

Chapter # ueling Sstemuel In7ection %eAuirements

In order to meet the a0ove reAuirements the fuel in7ection sstem must have the follo5ing functional elements.



of SI and CI Engine1.4umping

'./etering and metering control2.Distri0ution

3.:iming Control

8./i*ing

Chapter # ueling Sstem:pes of In7ection Sstems

>asicall there are t5o tpes of fuel in7ection sstem9



of SI and CI Engine1.ir in7ection Sstem

'.Solid In7ection Sstem

1. ir in7ection sstem 6 air and fuel are supplied in the fuel valve 5here the are mi*ed and supplied to the engine clinder. :he fuel metered and pumped to the fuel valve 0 a fuel pumped driven0 camshaft. :he fuel valve is opened 0 means of mechanical linkage operated 0 the camshaft 5hich controls the timing of the fuel in7ection.

Chapter # ueling Sstem:pes of In7ection Sstems

multi stage compressor supplies air at $+# 0ar to the fuel valve. hen the fuel valve is opened the 0last air s5eeps fuel and 5ell atomiKed fuel spra is sent to the



of SI and CI Enginecom0ustion cham0er. :his sstem gives ver good atomiKation and dispersion of fuel. Ho5ever additional multi+stage compressor and mechanical linkage increase the engine 5eight

lo5ers mechanical e@cienc and is often source of trou0le. :his method is particularl unsuita0le for porta0le engines.'. Solid In7ection Sstem

+ :he fuel is supplied to the clinder directl 0 an in7ector

Chapter # ueling Sstem:pes of In7ection Sstems 9

'. Solid In7ection Sstem



of SI and CI Engine7

+ :he fuel is supplied to the clinder directl 0 an in7ector. :his ma also called airless mechanical or hdraulic in7ection sstem. fuel pump is used to suppl high pressure fuel

to an in7ector 5hich in7ects a ,ne spra of fuel to the compressed air in the com0ustion cham0er.

Chapter # ueling Sstemuel In7ector9



of SI and CI Engine

Chapter # ueling Sstemuel In7ector9



of SI and CI Engine

Chapter # ueling Sstemuel 4ump9



of SI and CI Engine

Chapter # ueling Sstemuel 4ump9



of SI and CI Engine

Chapter # ueling Sstem#.' Individual 4ump Sstem9

In the individual pumps sstem each clinder of the engine is provided 5ith individual in7ection valve high pressure pump and metering device run 0 the crankshaftof the engine :he high pressure pump plunger is actuated 0 a cam



of SI and CI Engineof the engine. :he high pressure pump plunger is actuated 0 a cam

and produces fuel pressure that is necessar to open the in7ection valve at the correct time. :he amount of fuel in7ected depends upon the eBective stroke of the engine.

Chapter # ueling Sstem#.' Individual 4ump Sstem9



of SI and CI Engine

Chapter # ueling Sstem#.' %otar Distri0uting 4ump Sstem9

:he fuel suppl is del ivered to a rotating distri0utor at the correct time and then the distri0utor supplies fuel to the in7ector of individual clinders. 4ump has to make asman in7ection strokes per ccle as the num0er of clinders. :he distri0utor merel selects the clinder to receive the fuel.



of SI and CI Engineman in7ection strokes per ccle as the num0er of clinders. :he distri0utor merel selects the clinder to receive the fuel.

#.2a -asoline In7ection Sstem9



Chapter # ueling Sstemof SI and CI Engine

#.2 Eletronic ueling In7ection Sstem

7 /odern Car0urettors though highl develop have certain dra50ack discussed 0elo59

1.Non uniform of distri0ution of mi*ture in multi+clinder engines due to uneAual lengths of induction passages.

'.?oss of volumetric e@cienc due to resistance of mi*ture o5.

2.:here are chances of 0ack,re and fuel ignition outside the car0uretor .

3.Surging of fuel in tilted car0urettor especiall in aircraft.

8.:he car0urettor performance deteriorates due to 5earing of its parts.

Chapter # ueling Sstem#.2a -asoline In7ection Sstem9/odern Car0urettors though highl develop have certain dra50ack discussed 0elo59

$. reeKing of /i*tures at lo5 temperatures.



of SI and CI Engine petrol in7ection sstem can 0e used to overcome the a0ove limitations of car0uration. :5o tpes of 4etrol in7ection sstems are 91.Continuous In7ection Sstem

'.:imed In7ection Sstem

Chapter # ueling Sstem#.2a -asoline In7ection Sstem9

1.Continuous In7ection Sstem+ uel is spraed continuousl into air suppl sstem at lo5 pressure the amount of fuel is controlled 0 air throttle opening . No timing device is used. It has certain advantages 9

a.Ensures uniform mi*ture strength suppl to all clinders.

0 4 t @ i t t i ti f f l



of SI and CI Engine0.4romotes e@cient atomiKation of fuel.

c.Higher volumetric e@cienc due to evaporative cooling of compressed charge.

d.Sstem reAuires onl one fuel in7ection pump and one in7ector.


'. :imed In7ection Sstem

:he fuel is in7ected onl during induction stroke over limited period . :he sstem is similar to i n7ection sstem used in high speed engines.

l i l l 7 k h i f i h l f h li d h l i 0



of SI and CI Enginea./ultiple plunger 7ack pump sstem 6 :he sstem consist of a pump 5ith separate plunger for each clinder. :he noKKle pressure is 1 to 2 0ar.

0.?o5 pressure single pump distri0ution sstem 6 :he suppl pressure is onl 2.8 to # 0ar. :he sstem consist of single plunger or gear pump 5hich supplies fuel to rotating distri0utor.


Some dvantages of 4etrol In7ection9

1.Increased of e@cienc po5er and torAue outputs.

' >etter distri0ution of mi*ture to each clinder



of SI and CI Engine'.>etter distri0ution of mi*ture to each clinder.

2.?o5er speci,c fuel consumption.

3.reedom from o50acks .

8.>etter starting and acceleration.


Disadvantages of 4etrol In7ection9

1.Higher initial cost due to large num0er of precise and complicated components.

' Comple* design and maintenance pro0lems



of SI and CI Engine'.Comple* design and maintenance pro0lems.

2./ore Noise.

3.High 5eight and 0ulk of sstem than that of a car0urretor.

Chapter # ueling Sstem#.2a Sample of Electronic Control In7ection Sstem9



'.Comple* design and maintenance pro0lems.




2./ore Noise.

3.High 5eight and 0ulk of sstem than that of a car0urretor.

Chapter # ueling Sstem#.2a Sample of Electronic Control In7ection Sstem9



'.Comple* design and maintenance pro0lems.




2./ore Noise.3.High 5eight and 0ulk of sstem than that of a car0urretor.

Chapter " Ignition



Sstem

Chapter " Ignition



Sstem

Chapter " Ignition



Sstem

Chapter " Ignition



Sstem

Chapter " Ignition



Sstem

Chapter " IgnitionEngine %eAuirements



Sstem

Chapter " IgnitionEngine %eAuirements



Sstem

Chapter " IgnitionSstem



6.,)ow +gnition System 9orks.m8


Ignition Sstem of 4etrol Engine



Chapter " IgnitionSstemCoil Ignition Sstem



Chapter " IgnitionSstem/agneto Ignition Sstem






Chapter & Emission

C l S



Control Sstem

E-haust :asses

0 ' id i i h t



0ar'on mono-ide emission are e-haustemission that is the result of artially 'urnedfuel.

! high car'on mono-ide emission can 'e

caused 'y a Restricted or dirty air cleaner.!dvance ignition timing.0logged fuel in&ectors.

E-haust :asses

7 id f it 1;7 ( i i



7-ides of nitrogen, 1;7-( are emissionroduced 'y e-treme heat.

!ir consist of aro-imately <=> nitrogen and6?> o-ygen

9hen com'ustion cham'er temeraturereaches 6@AA degrees F or ?B<A degrees 0nitrogen and o-ygen com'ine to roduceo-ide of nitrogen 1;7-(

E-haust :asses

/ l l i d t d



/ecrease valve overla, is used to decreasee-haust emission. ! larger valve overlaincreases ower 'ut dilutes incoming fuelmi-ture and re5uires a richer air fuel mi-ture

at lower engine seed therefore increasing )0and 07 emissions.

Hydrocarbons

Hydrocarbon emissions result from the presence of unburned fuel in the

engine exhaust.

However, some of the exhaust hydrocarbons are not found in the fuel, but are

h drocarbons deri ed from the f el hose str ct re as altered do to



2%2

hydrocarbons derived from the fuel whose structure was altered do tochemical reaction that did not go to completion. For example: acetaldehyde,

formaldehyde, 1,3 butadiene, and benzene all classified as toxic emissions.

bout !" of the fuel supplied to the engine is not burned during the normal

combustion phase of the expansion stro#e.

$nly %" ends up in the exhaust the rest is consumed during the other

three stro#es.

s a conse&uence hydrocarbon emissions cause a decrease in the thermal

efficiency, as well as being an air pollutant.

Hydrocarbon Emission Sources

Crevices ' these are narrow regions in the combustion chamber into which

the flame cannot propagate because it is smaller than the &uenching distance.

(revices are located around the piston head gas#et spar# plug and valve



2%3

(revices are located around the piston, head gas#et, spar# plug and valveseats and represent about 1 to %" of the clearance volume.

)he crevice around the piston is by far the largest, during compression the fuel

air mixture is forced into the crevice *density higher than cylinder gas since gas

is cooler near walls+ and released during expansion.

(reviceiston ring

Oil layers - ince the piston ring is not 1//" effective in preventing oil

migration into the cylinder above the piston, oil layers exist within the

combustion chamber. )his oil layer traps fuel and releases it later during

expansion.

Hydrocarbon Emission Sources



2%4

Deposits ' 0ith continued use carbon deposits build up on the valves, cylinder

and piston head. )hese deposits are porous with pore sizes smaller than the

&uenching distance so trapped fuel cannot burn. )he fuel is released later

during expansion.

Liquid fuel ' For some fuel inection systems there is a possibility that li&uid

fuel is introduced into the cylinder past an open inta#e valve. )he less volatile

fuel constituents may not vaporize *especially during engine warm-up+ and be

absorbed by the crevices or carbon deposits.

Flame quenching ' 2t has been shown that the flame does not burn completely

to the internal surfaces, the flame extinguishes at a small but finite distance

from the wall. ost of this gas eventually diffuses into the burned gas during

expansion stro#e.

Hydrocarbon Exhaust Process

0hen the exhaust valve opens the large rush of gas escaping the cylinder

drags with it some of the hydrocarbons released from the crevices, oil layer

and deposits.

4uring the exhaust stro#e the piston rolls the hydrocarbons distributed along the



2%%

4uring the exhaust stro#e the piston rolls the hydrocarbons distributed along thewalls into a large vortex that ultimately becomes large enough that a portion of

it is exhausted.

Blowdown Exhaust

Stroke

Particulates high concentration of particulate matter *+ is manifested as visible

smo#e in the exhaust gases.

articulates are any substance other than water that can be collected by

filtering the exhaust classified as:



2%6

filtering the exhaust, classified as:1+ solid carbon material or soot

%+ condensed hydrocarbons and their partial oxidation products

4iesel particulates consist of solid carbon *soot+ at exhaust gas temperatures

below 5//o

( H( compounds become absorbed on the surface.

2n a properly adusted 2 engines soot is not usually a problem

articulate can arise if leaded fuel or overly rich fuel-air mixture are used.

burning cran#case oil will also produce smo#e especially during engine warm

up where the H( condense in the exhaust gas.

Catalytic Converter

ll catalytic converters are built in a honeycomb or pellet geometry to expose

the exhaust gases to a large surface made of one or more noble metals:

platinum, palladium and rhodium.

6hodium used to remove 7$ and platinum used to remove H( and ($



2%7

6hodium used to remove 7$ and platinum used to remove H( and ($.

8ead and sulfur in the exhaust gas severely inhibit the operation of a catalytic

converter *poison+.



2%8



2%&



26'



261

(atalytic (onverters

)here are a few different types catalytic



)here are a few different types catalyticconverters. onolithic (onverter

)wo way converter )hree way converter

4ual bed converter


onolithic converter uses a ceramic



onolithic converter uses a ceramichoney-comb catalytic

mall ceramic beads converter are

referred to as a pellet type catalyticconverter


Two way catalytic converters only



Two way catalytic converters onlyconvert H( and ($

0ith a two way converter 7$x is not

converted )wo way converter are coated with

platinum only

)wo way converter are sometime referredto as oxidation converters


)hree way catalytic converters can



)hree way catalytic converters canconvert all three exhaust gasses H(

($ 7$x


three way catalytic converter is usually



three way catalytic converter is usuallyplated with rhodium and platinum

)hree way converter are also called

reduction converters.


4ual bed catalytic converter is an



4ual bed catalytic converter is anoxidation and reduction converter built into

one unit.

Mixin Chamber

C!"

HC

and

#!x

($% and H%/


4ual bed catalytic converters must be at



4ual bed catalytic converters must be atan operating temperature of 13/ degrees

F

0hen the engine is cold additional air isforced into the exhaust manifold to aid in

the burning and reduction of H( and ($


$n a warn engine air is forced into the converter



$n a warn engine air is forced into the converterto aid in burning exhaust gasses.

s exhaust gasses flows iinto the front part ofthe converter H(,($ and 7$x is reduced.

s exhaust flow into the mixing chamberadditional air is added to continue the burningprocess.

9xhaust gasses is the passed into the rear part

of the converter to reduce H(,($% and 7$xever more.

E$$ect o$ Temperature

)he temperature at which the converter becomes 5/" efficient is referred to

as the liht%o$$ temperature.

)he converter is not very effective during the warm up period of the engine



27'

Catalytic Converter $or &iesels

For 4iesel engines catalytic converters are used to control H( and ($, but

reduction of 7$ emissions is poor because the engine runs lean in order to

avoid excess smo#e.

)he 7$ is controlled by retarding the fuel inection from %/o to 5o before )( in



271

)he 7$ is controlled by retarding the fuel inection from %/ to 5 before )( inorder to reduce the pea# combustion temperature.

)his has a slight negative impact, increases the fuel consumption by about 15"

Chapter 1 ?u0rication

sstem of InternalC 0 ti E i



sstem of InternalCom0ustion Engine
















Chapter 1 ?u0ricationsstem of Internal

Com0ustion Engine



Com0ustion Engine







Com0ustion Engine



Com0ustion Engine


Com0ustion Engine



Com0ustion Engine


Com0ustion Engine



Com0ustion Engine































Chapter 11 Cooling

sstem of Internal




Chapter 11 Cooling

sstem of Internal




Chapter 11 Cooling

sstem of Internal




Chapter 11 Cooling

sstem of Internal




Chapter 11 Cooling

sstem of Internal




Chapter 11 Cooling

sstem of Internal




Chapter 11 Cooling

sstem of Internal




Chapter 11 Cooling

sstem of Internal




Chapter 11 Cooling

sstem of Internal




Chapter 11 Coolingsstem of InternalCom0ustion Engine



Com0ustion Engine

Chapter 11 Cooling

sstem of Internal




Chapter 11 Cooling

sstem of Internal




Chapter 11 Cooling

sstem of Internal




Chapter 11 Cooling

sstem of Internal




Chapter 11 Cooling

sstem of Internal




Chapter 11 Cooling

sstem of Internal




Chapter 11 Cooling

sstem of Internal0 i i




Chapter 11 Cooling

sstem of InternalC 0 i i




Chapter 1'

:ur0ocharging andS h i

Introduction



:ur0ocharging andSupercharging

Chapter 1'


Supercharging




Chapter 1'


;ses of Supercharged Engines




Chapter 1'


actors 5hich Increase the 4o5er !utput 0 Supercharging9

1.

'.




Chapter 1'


actors 5hich Increase the 4o5er !utput 0 Supercharging9

2.




Chapter 1'


/ethods of Supercharging9

1./echanical Supercharging

'.:ur0ocharging

2.4ressure ave Supercharging

1. /echanical Supercharging






Chapter 1'


'. :ur0ocharging




Chapter 1'


2. 4ressure ave Supercharging




Chapter 1'


:hermodnamics Ccle of Supercharging




Chapter 1'


Supercharging of SI Engine




Chapter 1'


Supercharging of CI Engine



u 0oc a g g a dSupercharging

Chapter 1'

:ur0ocharging andS percharging

EBects of Supercharging

1. 4o5er !utput



g gSupercharging

Chapter 1'



'. uel Consumption



g gSupercharging

Chapter 1'



2. /echanical E@cienc

3. <olumetric E@cienc



g gSupercharging

Chapter 12 :5o StrokeEngine



Chapter 12 :5o StrokeEngine



Chapter 12 :5o Stroke

Engine1. Crankcase Scavenged Engine



g g g

Chapter 12 :5o Stroke

Engine'. Separatel Scavenged Engine



g

Chapter 12 :5o StrokeEngineScavenging 4rocess



Chapter 12 :5o StrokeEngine1.%eturn+ o5 Scavenging



Chapter 12 :5o StrokeEngine. Cross o5 (ig. a)



Chapter 12 :5o StrokeEngine>. /N+ ?oop (ig. 0)



Chapter 12 :5o StrokeEngineC. Schnuerle+?oop (ig. c)



Chapter 12 :5o StrokeEngineD. Curtiss+?oop (ig. d)



Chapter 12 :5o StrokeEngine'. ;nio5 Scavenging



Chapter 12 :5o StrokeEngine. 4ort and 4oppet <alve Scavenging



Chapter 12 :5o StrokeEngine>. 4ort Scavenging 5ith opposed piston



Chapter 12 :5o StrokeEnginedvantages of :5o Stroke Engines



Chapter 12 :5o StrokeEngineDisadvantages of :5o Stroke Engines



Chapter 13

%eciprocatingCompressors

Introduction9



gCompressors

Chapter 13%eciprocating

Compressors (Single



Stage)

Chapter 13%eciprocatingCompressors ( Single



gStage)




Stage)




Stage)




Stage)




Stage)




Stage)




Stage)




Stage)

Chapter 13%eciprocatingCompressors (Single



Stage)




Stage)




Stage)




Stage)




Stage)


Compressors ( Single



Stage)


Compressors ( /ulti



Stage)


Compressors ( /ulti



Stage)


Compressors ( /ulti



Stage)

Chapter 13 %eciprocatingCompressors ( /ulti Stage)




Compressors ( /ultiS )



Stage)


Compressors ( /ultiS )



Stage)

Chapter 13 %eciprocating

Compressors (/ulti Stage)







Compressors ( /ultiSt )



Stage)


Compressors ( /ultiSt )



Stage)




Documents

1. a ICE POWER POINT.ppt