ACKNOWLEDGEMENT

The present seminar report cannot see the light of the day unless it
is blessed by the benign assistance of eminent person. The help and
co-ordination that I have received from various quarters of in
bringing this work to completion makes me feel deeply indebted.
This is not a work of individual but a number of persons who helped
me directly or indirectly in this journey. So, I wish to express great
fullness to all those who have helped & assisted me in bringing the
final shape of this report.
First of all, I wish to express my deep sense of gratitude to our Head
of the Department - Mr. Manoj Jha and Lecturer - Er. Ujjawal
Madan for their guidance and moral support all along the period of
my study in the institute.
Last but not the least I wish to express my deep sense of gratitude
to all those who were knowingly or unknowingly with me during the
seminar report.

CONTENT

1.
2.
3.
4.
5.

Acknowledgement
Content
Introduction to Internal Combustion Engine
Classification
2-Stroke Engine
a. Working Principal of 2-Stroke Engine
6. 4-Stroke Engine
a. Working Principal of 4-Stroke Engine
7. CI- Engine
a. Advantages of CI-Engine
b. Applications of CI-Engine
8. SI - Engine

INTRODUCTION

An internal combustion engine (ICE) is a heat engine where the

combustion of a fuel occurs with an oxidizer (usually air) in a
combustion chamber that is an integral part of the working fluid flow
circuit. In an internal combustion engine the expansion of the hightemperature and high-pressure gases produced by combustion
apply direct force to some component of the engine. The force is
applied typically to pistons, turbine blades, or a nozzle. This force
moves the component over a distance, transforming chemical
energy into useful mechanical energy. The first commercially
successful internal combustion engine was created by tienne
Lenoir around 1859 and the first modern internal combustion engine
was created in 1864 by Siegfried Marcus.
The term internal combustion engine usually refers to an engine in
which combustion is intermittent, such as the more familiar fourstroke and two-stroke piston engines, along with variants, such as
the six-stroke piston engine and the Wankel rotary engine. A second
class of internal combustion engines use continuous combustion:
gas turbines, jet engines and most rocket engines, each of which are
internal combustion engines on the same principle as previously
described.[1][2] Firearms are also a form of internal combustion
engine.
Internal combustion engines are quite different from external
combustion engines, such as steam or Stirling engines, in which the
energy is delivered to a working fluid not consisting of, mixed with,
or contaminated by combustion products. Working fluids can be air,
hot water, pressurized water or even liquid sodium, heated in a
boiler. ICEs are usually powered by energy-dense fuels such as
gasoline or diesel, liquids derived from fossil fuels. While there are

many stationary applications, most ICEs are used in mobile

applications and are the dominant power supply for vehicles such as
cars, aircraft, and boats.
Typically an ICE is fed with fossil fuels like natural gas or petroleum
products such as gasoline, diesel fuel or fuel oil. There's a growing
usage of renewable fuels like biodiesel for compression ignition
engines and bioethanol or methanol for spark ignition engines.
Hydrogen is sometimes used, and can be made from either fossil
fuels or renewable energy.

CLASSIFICATION
There are several possible ways to classify internal combustion
engines.
Reciprocating:
By number of strokes

Two-stroke engine

Four-stroke engine (Otto cycle)

By type of ignition

Compression-ignition engine

Spark-ignition engine

2- STROKE ENGINE

A two-stroke, or two-cycle, engine is a type of internal

combustion engine which completes a power cycle with two strokes
(up and down movements) of the piston during only one crankshaft
revolution. This is in contrast to a "four-stroke engine", which
requires four strokes of the piston to complete a power cycle. In a
two-stroke engine, the end of the combustion stroke and the
beginning of the compression stroke happen simultaneously, with
the intake and exhaust (or scavenging) functions occurring at the
same time.
Two-stroke engines often have a high power-to-weight ratio, usually
in a narrow range of rotational speeds called the "power band".
Compared to four-stroke engines, two-stroke engines have a greatly
reduced number of moving parts, and so can be more compact and
significantly lighter.
The first commercial two-stroke engine
involving

in-cylinder

compression

is

attributed to Scottish engineer Dugald

Clerk, who patented his design in 1881.
However, unlike most later two-stroke
engines, his had a separate charging
cylinder.

The

crankcase-scavenged

engine, employing the area below the piston as a charging pump, is

generally credited to Englishman Joseph Day. The first truly practical
two-stroke engine is attributed to Yorkshireman Alfred Angas Scott,
who started producing twin-cylinder water-cooled motorcycles in
1908.

Gasoline

(spark

lightweight

or

ignition)
portable

versions
applications

are

particularly

such

as

useful

chainsaws

in
and

motorcycles. Despite that, they are also used in diesel compression

ignition engines operating in large, weight-insensitive applications,
such as marine propulsion, railway locomotives and electricity
generation. In a two-stroke engine, the heat transfer from the
engine to the cooling system is less than in a four-stroke, which
means that two-stroke engines are more efficient. However,
crankcase-compression two-stroke engines, such as the common
small gasoline-powered engines, create more exhaust emissions
than four-stroke engines because their petrol lubrication mixture is
also burned in the engine, due to the engine's total-loss oiling
system.
Working principle of two stroke engine
1st stroke(Upward stroke):
1st stroke: The piston is at
the bottom of the cylinder. A
pipe at the left side is opened
and lets the fuel mixture,
which is already compressed

bit, flow from the lower to the

upper part of the cylinder.
The fresh gases expulse now
the

exhaust

through

an

ejection pipe, which is not

closed by the piston at this
moment
2nd stroke(Downward stroke):
2nd stroke: After being hurried upward, the piston now covers the
pipe on the left side and the ejection pipe. Because there is no way

out any more, the upper, fresh gas mixture gets compressed now. At
the same time in the part below fresh gas is taken in by the piston
driving upward through the open suction pipe. At the upper deadcenter, the compressed fuel mixture is ignited by the sparking plug,
the piston is pressed downward while he compresses at the same
time the fresh gas below. The process begins again as soon as the
piston arrives at its lowest point.

4-STROKE ENGINE

A four-stroke engine (also known as four cycle) is an internal

combustion

(IC)

engine in which the

piston

completes

four

separate

strokes

while

turning

crankshaft. A stroke
refers

to

the

full

travel of the piston along the cylinder, in either direction. The four
separate strokes are termed:
1. Intake: This stroke of the piston begins at top dead center
(T.D.C.) and ends at bottom dead center (B.D.C.). In this stroke
the intake valve must be in the open position while the piston
pulls an air-fuel mixture into the cylinder by producing vacuum
pressure into the cylinder through its downward motion.
2. Compression: This stroke begins at B.D.C, or just at the end of
the suction stroke, and ends at T.D.C. In this stroke the piston
compresses the air-fuel mixture in preparation for ignition
during the power stroke (below). Both the intake and exhaust
valves are closed during this stage.
3. Power: This is the start of the second revolution of the four
stroke cycle. At this point the crankshaft has completed a full
360 degree revolution. While the piston is at T.D.C. (the end of
the compression stroke) the compressed air-fuel mixture is
ignited by a spark plug (in a gasoline engine) or by heat
generated by high compression (diesel engines), forcefully

returning the piston to B.D.C. This stroke produces mechanical

work from the engine to turn the crankshaft.
4. Exhaust: During the exhaust stroke, the piston once again
returns to T.D.C from B.D.C while the exhaust valve is open.
This action expels the spent air-fuel mixture through the
exhaust valve.
Working principle of four stroke engine
The operation of the engine is divided into 4 parts, which
are called strokes:

1st

stroke

(Intake

or

suction):
The piston sucks in the fuelair-mixture

from

the

carburetor into the cylinder.

2nd

stroke

(Compression):
The piston compresses the
mixture.

3rd stroke (Combustion

or

power):

The spark from the spark

plug inflames the mixture.
The

following

explosion

presses the piston to the

bottom, the gas is operating
on the piston.

4th

stroke

The

piston

(Exhaust):
presses

the

exhaust out of the cylinder.

COMPRESSION-IGNITION ENGINE

The diesel engine (also known as a compression-ignition or 'CI'

engine) is an internal combustion engine in which ignition of the fuel
that has been injected into the combustion chamber is initiated by
the

high

temperature

which

gas

achieves

when

greatly

compressed (adiabatic compression). This contrasts with sparkignition engines such as a petrol engine (gasoline engine) or gas
engine (using a gaseous fuel as opposed to petrol), which use a
spark plug to ignite an air-fuel mixture.
A Diesel engine built by MAN AG in 1906
The diesel engine has the highest thermal efficiency (engine
efficiency) of any practical internal or external combustion engine
due to its very high compression ratio and inherent lean burn which
enables heat dissipation by the excess air. A small efficiency loss is
also avoided compared to two-stroke non-direct-injection gasoline
engines since unburnt fuel is not present at valve overlap and
therefore no fuel goes directly from the intake/injection to the
exhaust. Low-speed diesel engines (as used in ships and other
applications where overall engine weight is relatively unimportant)
can have a thermal efficiency that exceeds 50%.
Diesel engines are manufactured in two-stroke and four-stroke
versions. They were originally used as a more efficient replacement
for stationary steam engines. Since the 1910s they have been used
in submarines and ships. Use in locomotives, trucks, heavy
equipment and electricity generation plants followed later. In the
1930s, they slowly began to be used in a few automobiles. Since the
1970s, the use of diesel engines in larger on-road and off-road
vehicles in the USA increased. According to the British Society of

Motor Manufacturing and Traders, the EU average for diesel cars

account for 50% of the total sold, including 70% in France and 38%
in the UK.
The world's largest diesel engine is currently a Wrtsil-Sulzer
RTA96-C Common Rail marine diesel, which produces a peak power
output of 84.42 MW (113,210 hp) at 102 rpm.
Major advantages
Diesel engines have several advantages over other internal
combustion engines:

They burn less fuel than a petrol engine performing the same
work, due to the engine's higher temperature of combustion
and greater expansion ratio.[1] Gasoline engines are typically
30% efficient while diesel engines can convert over 45% of
the fuel energy into mechanical energy.

They have no high voltage electrical ignition system, resulting

in high reliability and easy adaptation to damp environments.
The absence of coils, spark plug wires, etc., also eliminates a
source of radio frequency emissions which can interfere with
navigation and communication equipment, which is especially
important

in

marine

and

aircraft

applications,

and

for

preventing interference with radio telescopes.

The longevity of a diesel engine is generally about twice that

of a petrol engine due to the increased strength of parts used.
Diesel fuel has better lubrication properties than petrol as
well. Indeed, in unit injectors, the fuel is employed for three
distinct purposes: injector lubrication, injector cooling and
injection for combustion.

Diesel fuel is distilled directly from petroleum. Distillation

yields some gasoline, but the yield would be inadequate
without catalytic reforming, which is a more costly process.

Diesel

fuel

is

considered

safer

than

petrol

in

many

applications. Although diesel fuel will burn in open air using a

wick, it will not explode and does not release a large amount
of flammable vapor. The low vapor pressure of diesel is
especially advantageous in marine applications, where the
accumulation of explosive fuel-air mixtures is a particular
hazard. For the same reason, diesel engines are immune to
vapor lock.

For any given partial load the fuel efficiency (mass burned per
energy produced) of a diesel engine remains nearly constant,
as

opposed

to

petrol

and

turbine

engines

which

use

proportionally more fuel with partial power outputs.

They generate less waste heat in cooling and exhaust.

Diesel engines can accept super- or turbo-charging pressure

without any natural limit, constrained only by the strength of
engine components. This is unlike petrol engines, which
inevitably suffer detonation at higher pressure.

The carbon monoxide content of the exhaust is minimal.

Biodiesel is an easily synthesized, non-petroleum-based fuel

(through transesterification) which can run directly in many
diesel engines, while gasoline engines either need adaptation
to run synthetic fuels or else use them as an additive to
gasoline (e.g., ethanol added to gasohol).

Applications
The characteristics of diesel have different advantages for different
applications.
Passenger cars
Diesel engines have long been popular in bigger cars and have been
used in smaller cars such as superminis like the Peugeot 205, in
Europe since the 1980s. Diesel engines tend to be more economical
at regular driving speeds and are much better at city speeds. Their
reliability and life-span tend to be better (as detailed). Some 40% or
more of all cars sold in Europe are diesel-powered where they are
considered a low CO2 option. Mercedes-Benz in conjunction with
Robert Bosch GmbH produced diesel-powered passenger cars
starting in 1936 and very large numbers are used all over the world
(often as "Grande Taxis" in the Third World). Diesel-powered
passenger cars are very popular in India too, since the price of
diesel fuel there is lower as compared to petrol. As a result,
predominantly petrol-powered car manufacturers including the
Japanese car manufacturers produce and market diesel-powered
cars in India. Diesel-powered cars also dominate the Indian taxi
industry.
Railroad rolling stock
Diesel engines have eclipsed steam engines as the prime mover on
all non-electrified railroads in the industrialized world. The first
diesel locomotives appeared in the early 20th century, and diesel
multiple units soon after. While electric locomotives have replaced
the diesel locomotive for some passenger traffic in Europe and Asia,
diesel is still today very popular for cargo-hauling freight trains and
on tracks where electrification is not feasible. Most modern diesel
locomotives are actually diesel-electric locomotives: the diesel
engine is used to power an electric generator that in turn powers
electric traction motors with no mechanical connection between

diesel engine and traction. After 2000, environmental requirements

has caused higher development cost for engines, and it has become
common for passenger multiple units to use engines and automatic
mechanical

gearboxes

made

for

trucks.

Up

to

four

such

combinations might be used to get enough power in a train.

Other transport uses
Larger transport applications (trucks, buses, etc.) also benefit from
the Diesel's reliability and high torque output. Diesel displaced
paraffin (or tractor vaporising oil, TVO) in most parts of the world by
the end of the 1950s with the U.S. following some 20 years later.

Aircraft

Marine

Motorcycles

In merchant ships and boats, the same advantages apply with the
relative safety of Diesel fuel an additional benefit. The German
pocket battleships were the largest Diesel warships, but the German
torpedo-boats known as E-boats (Schnellboot) of the Second World
War were also Diesel craft. Conventional submarines have used
them since before World War I, relying on the almost total absence
of carbon monoxide in the exhaust. American World War II Dieselelectric submarines operated on two-stroke cycle, as opposed to the
four-stroke cycle that other navies used.
Non-road diesel engines
Non-road diesel engines include mobile equipment and vehicles that
are not used on the public roadways such as construction
equipment and agricultural tractors.
Military fuel standardization

NATO has a single vehicle fuel policy and has selected diesel for this
purpose. The use of a single fuel simplifies wartime logistics. NATO
and the United States Marine Corps have even been developing a
diesel military motorcycle based on a Kawasaki off road motorcycle
the KLR 650, with a purpose designed naturally aspirated direct
injection diesel at Cranfield University in England, to be produced in
the USA, because motorcycles were the last remaining gasolinepowered vehicle in their inventory. Before this, a few civilian
motorcycles had been built using adapted stationary diesel engines,
but the weight and cost disadvantages generally outweighed the
efficiency gains.
Non-transport uses
Diesel engines are also used to power permanent, portable, and
backup generators, irrigation pumps, corn grinders, and coffee depulpers.

SPARK-IGNITION ENGINE

The term spark-ignition engine refers to internal combustion

engines, generally petrol engines, where the combustion process of
the air-fuel mixture is ignited by a spark from a spark plug. This is in
contrast to compression-ignition engines, typically diesel engines,
where the heat generated from compression together with the
injection of fuel is enough to initiate the combustion process,
without needing any external spark.
Fuels
Spark-ignition engines are commonly referred to as "gasoline
engines" in America, and "petrol engines" in Britain and the rest of
the world. However, these terms are not preferred, since sparkignition engines can (and increasingly are) run on fuels other than
petrol/gasoline,

such

as

autogas

(LPG),

methanol,

ethanol,

bioethanol, compressed natural gas (CNG), hydrogen, and (in drag

racing) nitromethane.
Working cycle
The working cycle of both spark-ignition and compression-ignition
engines may be either two-stroke or four-stroke.
A four-stroke spark-ignition engine is an Otto cycle engine. It
consists

of

following

four

strokes:

suction

or

intake

stroke,

compression stroke, expansion or power stroke, exhaust stroke.

Each stroke consists of 180 degree rotation of crankshaft rotation
and hence a four-stroke cycle is completed through 720 degree of
crank rotation. Thus for one complete cycle there is only one power
stroke while the crankshaft turns by two revolutions.