icgt course handout
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K L UNIVERSITY, GUNTUR
B.Tech. III year, Second Semester
Academic Year: 2011-12COURSE HANDOUT
Date: 10-DEC-2011
Course Name : I.C.ENGUNES & GAS TURBINES
Course Coordinator : Dr.G.R.K.Sastry
Course Detail : THEORY
Lecture Hours : 45
Team of Instructors : Dr.G.R.K.Sastry, K.Srinivasa Rao, V.Ranjit Kumar& L.Venu Gopal
I. MECHANICAL ENGINEERING PROGRAMME OBJECTIVE:
Mechanical engineers apply principles of physical science and mathematics to conceive, design,
produce and operate the moving parts, components and machinery used in every aspect of modern life.
From rockets, robots and automobiles to power plants, engines, air-conditioning equipment and
biomechanical parts, mechanical engineers put energy and machines to work, and wherever there is
motion, you’ll find evidence of their innovations. Today, they often use computer-aided design and
computer simulation to ensure their products are reliable, efficient and economically sound. The
spectrum of professional activity for the mechanical engineer runs from research through design and
development to manufacturing and sales.
II. PROGRAM EDUCATIONAL OBJECTIVES
Upon completion of the mechanical engineering program our mechanical engineering students:
(A) Will possess a sound knowledge and understanding of the fundamentals o
mechanical engineering in the general streams of Design, Production, Thermal and
Industrial Engineering, necessary to be productive engineers in industry or
government, and/or succeed in graduate or other professional schools.
Will be able to formulate, analyze, and creatively solve multidisciplinary technical problems
through the use of modern engineering tools, be they experimental, analytical or numerical.
Will develop and use lifelong learning skills to take advantage of professional developmen
opportunities in their disciplines, develop new knowledge and skills, pursue new areas of expertise
or careers, adapt to changing global markets and workforce trends.
Will be able to communicate clearly and effectively with fellow engineers, employers, and the
general public.
Will possess the skills needed to fulfill their professional duties and responsibilities in
teamwork, collegiality, ethics, technical leadership, business acumen and lifelong learning.
Will understand the economical, societal and environmental impact and ethical and professional
responsibilities of a mechanical engineer and Graduates will engage in professional service by
L-T-P
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using their engineering background to advance society and to help solve technical and societal
problems.
Can succeed as entrepreneurs.
III. PROGRAM OUTCOMES
Upon completion of the mechanical engineering program, our mechanical engineering students
will demonstrate the ability to:
(A) Apply mathematics, engineering and science fundamentals to formulate and solve a
wide variety of real world problems related to mechanical engineering.
(B) Design and/or analyze mechanical systems by integrating knowledge in the four genera
streams of engineering viz. design, production, thermal and industrial engineering.
(C) Use modern engineering tools, including computer visualization, programming and
design/analysis software.
(D) Conceive, plan and safely execute a series of laboratory experiments to obtain design data.
(E) Given a set of experimental data, students will demonstrate the ability to calculate and
assign appropriate limits of error to the data.
(F) Function individually and as contributing members of interdisciplinary design and
problem-solving teams.
(G) Disseminate information related to themselves and their work in oral presentations, written
reports and Web-based multimedia formats.
(H) Maintain and improve their skills through self-study and professional development
activities.
(I) Understand basic business principles, key ethics issues affecting their profession, and an
awareness of important contemporary issues affecting mechanical engineering practice.
(J) Devise creative solutions to problems and design exercises and consistently show the
ability to “Think outside of the box”
(K) demonstrate service to campus & community and responsibility to self, profession and
society.
IV. MAPPING OF PROGRAM EDUCATIONAL OBJECTIVES AND PROGRAM OUTCOMES:
Program Outcomes
A B C D E F G H I J K LProgram Educational
Objectives
A X X - X - - X - X X X -
B X X X X - - - - X X - -
C - - X X - - X X - - X X
D - - - - X X - - - - - X
E X X - - X - X X - - X -
F - X X - - X - X X X - X
G - - - - - X X X X X X -
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H X X X X - - - - X X - -
I - - X X - - X X - - X X
J X X - - X - X X - - X -
K - X X - - X - X X X - X
L X X - X - - X - X X X -
V. COURSE DESCRIPTION:
This course studies the fundamentals of how the design and operation of internal combustion engines
affect their performance, operation, fuel requirements, and environmental impact. Topics include fluidflow, thermodynamics, combustion, heat transfer and friction phenomena, and fuel properties, with
reference to engine power, efficiency, and emissions. Students examine the design features and
operating characteristics of different types of internal combustion engines: spark-ignition, diesel
stratified-charge, and mixed-cycle engines. Class includes lab project in the Engine Laboratory.
VI. COURSE OBJECTIVES:
1.To make students familiar with the design and operating characteristics of modern internal
combustion engines
2.To apply analytical techniques to the engineering problems and performance analysis of internal
combustion engines
3.To study the thermodynamics, combustion, heat transfer, friction and other factors affecting engine
power, efficiency and emissions
4.To introduce students to the environmental and fuel economy challenges facing the internal
combustion engine
5.To introduce students to future internal combustion engine technology and market trends
.
VII. COURSE OUTCOMES:
At the end of the course the student will be able to to do the following. :
1. Differentiate among different internal combustion engine designs
2. Recognize and understand reasons for differences among operating characteristics of differen
engine types and designs
3. Given an engine design specification, predict performance and fuel economy trends with good
accuracy
4. Based on an in-depth analysis of the combustion process, predict concentrations of primary
exhaust pollutants
5. Exposure to the engineering systems needed to set-up and run engines in controlled laboratory
environments
6. Develop skills to run engine dynamometer experiments
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7. Learn to compare and contrast experimental results with theoretical trends, and to attribute
observed discrepancies to either measurement error or modeling limitations
8. Develop an understanding of real world engine design issues
9. Develop an ability to optimize future engine designs for specific sets of constraints (fuel economy
performance, emissions)
10. Through the use of both theoretical techniques and experimentation, develop an appreciation for
theoretical and practical limits to engine performance and fuel economy
VIII. RECOMMENDED TEXT BOOKS:
(A)TEXT BOOKS:
1. I.C. Engines - V.Ganesan - T.M.H., New Delhi.
2. I.C. Engines -John.B.Heywood-Mc Graw Hill.
(B) REFERENCE BOOKS:3. I.C Engines- H.B.Guptha-PHI
4. Fundamentals of I.C. Engines - P.W. Gill, J.H. Smith & Ziurys- IBH & Oxford pub.
5. A Course in I.C. Engines - M.L. Mathur & R.P. Sharma - Dhanpat Rai & Sons - New Delhi.
6. Gas Turbine Theory - Cohen, Rogers and Sarvanamuttu.
.SYLLABUS
UNIT-I
I.C.ENGINES: Introduction, Basic engine nomenclature, Review and classification of I.C. Engines, working
principles of S.I. and C.I. Engines (both 4 stroke and 2-stroke) - valve and port timing diagrams - Differences
between SI & CI and 2 stroke & 4 stroke engines.
FUEL SUPPLY SYSTEMS: S.I. Engines- Carburetion, injection system, chemically correct air-fuel ratio, Air-
fuel mixture requirements, Simple float type carburetor,
UNIT-II
CI ENGINES: Fuel supply and injection systems, Bosch fuel pump, air fuel requirements
TESTING OF I.C.ENGINES: Indicator diagram, evaluation of Indicated Power, Brake power, Frictiona
Power, Fuel consumption, SFC, Mechanical & thermal efficiencies, mean effective pressure, air-fuel ratio, Heat
balance, Engine performance curves, Variables affecting engine performance for both S.I. & C.I. Engines
.
UNIT-III
COMBUSTION IN SI ENGINE: Normal Combustion and abnormal combustion, importance of flame speed
and effect of engine variables, pre-ignition and detonation.
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COMBUSTION IN CI ENGINE: Phenomenon of Combustion, delay period and its importance, effect of
engine variables, Diesel knock
KNOCK RATING OF FUELS: Octane number, Cetane number, antiknock additives
UNIT-IV
RECIPROCATING COMPRESSORS:
Positive Displacement compressors, Roots blower, vane blower, Total pressure
CENTRIFUGAL COMPRESSORS: principle of operation, velocity and pressure variation, energy transfer, slip
factor, power input factor, pressure coefficient and velocity diagrams (4)
AXIAL FLOW COMPRESSORS: principle of operation, Velocity diagrams and energy transfer per stage, degree
of reaction, isentropic efficiency, polytropic efficiency, Surging, Choking and Stalling, Centrifugal compressor
versus axial flow compressor.
UNIT-V
GAS TURBINES: Closed and Open Brayton cycle gas turbines, analysis of closed cycle gas turbine ,
Compressor and turbine efficiencies, Gas turbine cycles with intercooling, reheat and regeneration
JET & ROCKET PROPULSION: Basic principles of Jet propulsion - specific thrust, propulsive efficiency
and overall thermal efficiency of a jet engine, Principles of Rocket propulsion, Types of rocket propulsion.
UNIT WISE RATIONALIZATION:
UNIT-I
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I.C.ENGINES:
There are two main types of IC engines: spark ignition (SI) engines (petrol or gasoline engine) and
compression ignition (CI) or diesel engine. Both these engines are further classified as 2-stroke and 4-
stroke engine.
Internal Combustion Engines, more popularly known as IC engines, are the ones in which the combustion
of fuel takes place inside the engine block itself. After combustion of fuel, much heat energy is generated
this is converted into mechanical energy
There are two types of IC engines: rotary and reciprocating engines. In rotary engines, a rotor rotates
inside the engine to produce power. In the case of the reciprocating engines, a piston reciprocates within a
cylinder. The reciprocating motion of the piston is converted into the rotary motion of the vehicle's
wheels. In automobiles, reciprocating engines are used. They are the most widely used type of engine.
Reciprocating engines are classified into two types: spark ignition (SI) engines and compression ignition
(CI) engines. Since reciprocating engines are the most widely used engines, they have become
synonymous with the name IC engines. It is this reason that even the IC engines are broadly classified into
two types: SI engines and CI engines
In SI engines the burning of fuel occurs by a spark generated by the spark plug located in the cylinder
head of engine. Due to this fact they are called spark ignition engines. In these engines the fuel used is
petrol or gasoline, hence SI engines are also known as Petrol or Gasoline Engine
In the case of CI engines, burning of the fuel occurs because of the high pressure exerted on the fuel. The
fuel is compressed to high pressures and it starts burning, hence these engines are called compression
ignition engines. In CI engines the fuel used is diesel; hence they are also called Diesel engines.
The SI and CI engines are either two stroke or four stroke engines. In the case of the two stroke engine, for
every two strokes of the piston inside the cylinder the fuel is burnt. This means for every single rotation of
the wheel the fuel is burnt. In the case of four-stroke engines, the fuel is burnt for every four strokes of the
piston inside the cylinder. That means each time the fuel is burnt there are two rotations of the wheels of
the vehicle. The stroke is the distance traveled by the piston inside the cylinder; it is usually equal to the
length of the cylinder.
Since the 4-stroke engines produce two rotations while 2-stroke engine produces single rotation each time
the fuel is burnt, the efficiency of 4-stroke engines is greater than in 2-stroke engines. Ideally the
efficiency of 4-stroke engine should be double of 2-stroke engine, but in actuality it is never so.
FUEL SUPPLY SYSTEMS
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Fuel injection is a system for admitting fuel into an internal combustion engine. A fuel injection system is
designed and calibrated specifically for the type(s) of fuel it will handle. Most fuel injection systems are
for gasoline or diesel applications.
Carburetors were the predominant method used to meter fuel on gasoline engines before the widespread
use of fuel injection. A variety of injection systems have existed since the earliest usage of the internal
combustion engine.
UNIT-II
CI ENGINES:
For the compression ignition engine, it is very important to promote a means of injecting fuel into the
cylinder at the proper time in the cycle. This is so because the injection system starts and controls the
combustion process.
The injection system of the compression ignition engine should fulfil the following objectives consistently
and precisely:
1. Meter the appropriate quantity of fuel, as demanded by the speed of, and the load on, the engine at
the given time.
2. Distribute the metered fuel equally among cylinders in a multi-cylinder engine.
3. Inject the fuel at the correct time (with respect to crank angle) in the cycle.
4. Inject the fuel at the correct rate (per unit time or crank angle degree).
5. Inject the fuel with the correct spray pattern and sufficient atomization as demanded by the design
of the combustion chamber, to provide proper penetration also.6. Begin and end injection sharply without dribbling or after injection.
TESTING OF I.C.ENGINES:
understand the performance parameters in evaluation of IC engine performance,
• calculate the speed of IC engine, fuel consumption, air consumption, etc.,
• evaluate the exhaust smoke and exhaust emission, and
• differentiate between the performance of SI engine and CI engines.
UNIT-III
COMBUSTION IN SI ENGINE:
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All internal combustion engines depend on the combustion of a chemical fuel, typically with oxygen
from the air (though it is possible to inject nitrous oxide in order to do more of the same thing and gain a
power boost). The combustion process typically results in the production of a great quantity of heat, as
well as the production of steam and carbon dioxide an2d other chemicals at very high temperature; the
temperature reached is determined by the chemical make up of the fuel and oxidisers (see stoichiometry)
as well as by the compression and other factors.Gasoline engine ignition systems generally rely on a
combination of a lead–acid battery and an induction coil to provide a high-voltage electric spark to ignite
the air-fuel mix in the engine's cylinders. This battery is recharged during operation using an electricity-
generating device such as an alternator or generator driven by the engine. Gasoline engines take in a
mixture of air and gasoline and compress it to not more than 12.8 bar (1.28 MPa), then use a spark plug to
ignite the mixture when it is compressed by the piston head in each cylinder.
COMBUSTION IN CI ENGINE:
Diesel engines and HCCI (Homogeneous charge compression ignition) engines, rely solely on heat
and pressure created by the engine in its compression process for ignition. The compression level that
occurs is usually twice or more than a gasoline engine. Diesel engines will take in air only, and shortly
before peak compression, a small quantity of diesel fuel is sprayed into the cylinder via a fuel injector that
allows the fuel to instantly ignite. HCCI type engines will take in both air and fuel but continue to rely on
an unaided auto-combustion process, due to higher pressures and heat. This is also why diesel and HCCI
engines are more susceptible to cold-starting issues, although they will run just as well in cold weather
once started. Light duty diesel engines with indirect injection in automobiles and light trucks employ
glowplugs that pre-heat the combustion chamber just before starting to reduce no-start conditions in coldweather. Most diesels also have a battery and charging system; nevertheless, this system is secondary and
is added by manufacturers as a luxury for the ease of starting, turning fuel on and off (which can also be
done via a switch or mechanical apparatus), and for running auxiliary electrical components and
accessories. Most new engines rely on electrical and electronic engine control units (ECU) that also adjust
the combustion process to increase efficiency and reduce emissions.
KNOCK RATING OF FUELS:
The knock tendency in spark ignition engines of binary mixtures of hydrogen, ethane, propane and n-
butane is examined in a CFR engine for a range of mixture composition, compression ratio, spark timing
and equivalence ratio. It is shown that changes in the knock characteristics of binary mixtures of hydrogen
with methane are sufficiently different from those of the binary mixtures of the other gaseous fuels with
methane that renders the use of the methane number of limited utility. However, binary mixtures of n-
butane with methane may offer a better alternative. Small changes in the concentration of butane produce
almost linearly significant changes in both the values of the knock limited compression ratio for fixed
spark timing and the knock limited spark timing for a fixed compression ratio.
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UNIT-IV
RECIPROCATING COMPRESSORS:
Compare reversible adiabatic, reversible isothermal and reversible polytropic processes of
compression,
• determine the work of compression in steady flow and reciprocating machines,
• define adiabatic and isothermal efficiencies as also volumetric efficiency of reciprocating
compressors,
• evaluate the advantages of multistage compression, and
• determine the saving in work with inter-cooling.
CENTRIFUGAL COMPRESSORS:
The idealized compressive dynamic turbo-machine achieves a pressure rise by adding kinetic
energy/velocity to a continuous flow of fluid through the rotor or impeller . This kinetic energy is then
converted to an increase in potential energy/static pressure by slowing the flow through a diffuser.
Imagine a simple case where flow passes through a straight pipe to enter centrifugal compressor. The
simple flow is straight, uniform and has no swirl. As the flow continues to pass into and through the
centrifugal impeller, the impeller forces the flow to spin faster and faster. According to a form of Euler's
fluid dynamics equation, known as " pump and turbine equation," the energy input to the fluid is
proportional to the flow's local spinning velocity multiplied by the local impeller tangential velocity. In
many cases the flow leaving centrifugal impeller is near or above 1000 ft./s or approximately 300 m/s. It is
at this point, in the simple case according to Bernoulli's principle, where the flow passes into the
stationary diffuser for the purpose of converting this velocity energy into pressure energy
AXIAL FLOW COMPRESSORS:
Axial compressors are rotating, airfoil-based compressors in which the working fluid principally flows
parallel to the axis of rotation. This is in contrast with other rotating compressors such as centrifugal, axi-
centrifugal and mixed-flow compressors where the air may enter axially but will have a significant radial
component on exit.
Axial flow compressors produce a continuous flow of compressed gas, and have the benefits of high
efficiencies and large mass flow capacity, particularly in relation to their cross-section. They do, however,
require several rows of airfoils to achieve large pressure rises making them complex and expensive
relative to other designs (e.g. centrifugal compressor ).
Axial compressors are widely used in gas turbines, such as jet engines, high speed ship engines, and
small scale power stations. They are also used in industrial applications such as large volume air
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separation plants, blast furnace air, fluid catalytic cracking air, and propane dehydrogenation. Axia
compressors, known as superchargers, have also been used to boost the power of automotive reciprocating
engines by compressing the intake air, though these are very rare.
UNIT-V
GAS TURBINES:
A gas turbine, also called a combustion turbine, is a type of internal combustion engine. It has an upstream
rotating compressor coupled to a downstream turbine, and a combustion chamber in-between.
Energy is added to the gas stream in the combustor, where fuel is mixed with air and ignited. In the
high pressure environment of the combustor, combustion of the fuel increases the temperature. The
products of the combustion are forced into the turbine section. There, the high velocity and volume of the
gas flow is directed through a nozzle over the turbine's blades, spinning the turbine which powers the
compressor and, for some turbines, drives their mechanical output. The energy given up to the turbinecomes from the reduction in the temperature and pressure of the exhaust gas.
Energy can be extracted in the form of shaft power, compressed air or thrust or any combination of
these and used to power aircraft, trains, ships, generators, or even tanks.
JET & ROCKET PROPULSION:
A jet engine is a reaction engine that discharges a fast moving jet to generate thrust by jet propulsion and
in accordance with Newton's laws of motion. This broad definition of jet engines includes turbojets
turbofans, rockets, ramjets, pulse jets. In general, most jet engines are internal combustion engines[1] but
non-combusting forms also exist.
In common parlance, the term jet engine loosely refers to an internal combustion airbreathing jet
engine (a duct engine). These typically consist of an engine with a rotary (rotating) air compressor
powered by a turbine ("Brayton cycle"), with the leftover power providing thrust via a propelling nozzle
These types of jet engines are primarily used by jet aircraft for long distance travel. Early jet aircraft used
turbojet engines which were relatively inefficient for subsonic flight. Modern subsonic jet aircraft usually
use high-bypass turbofan engines which give high speeds, as well as (over long distances) fuel efficiency
that is about as good as piston and propeller aeroengines
A rocket engine, or simply "rocket", is a jet engine[1] that uses only propellant mass for forming its
high speed propulsive jet. Rocket engines are reaction engines and obtain thrust in accordance with
Newton's third law. Since they need no external material to form their jet, rocket engines can be used for
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spacecraft propulsion as well as terrestrial uses, such as missiles. Most rocket engines are interna
combustion engines, although non combusting forms also exist.
Rocket engines as a group have the highest exhaust velocities, are by far the lightest, but are the leas
propellant efficient of all types of jet engines.
IX. LESSON PLAN
U N I T
S E S S I O N
L E A R N I N G O B J E C T I V E :
( A T T H E E N D O F T H E S E S S I O N
S T U D E N T S H O U L
D )
C O N T E N T
M E
T H O D O L O G Y
F A C U L T Y A P P R O A C H
S T U D E N T A P P R O A C H
L E A R N I N G
O U T C
O M E
I 1
Introduction
about i.c
engine
Introduction to
I.C. enginesOral Facilitates
Listens and
participateUnderstan
I 2
About
Basic enginenomenclatures
and
classification of
I.C.engines
Basic engine
nomenclatures
and
classification of
I.C.enginesChalk
and talk Explanation Listen Remembe
I 3
How to work
S.I.engine and
C.I engine
Working
principle of
S.I.engine and
C.I. engines
Chalk
and talk
ExplanationListen and
Practice
Understan
I 4
How to work
Working
principle of 4
—stroke and 2
engines —
stroke
Working
principle of 4—
stroke and 2
engines —stroke Chalk
and talk Explanation
Listen and
Practice
Understan
and
Analyze
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I 5
In ley valve
and exhaust
valve opening
and closeing
w.r.t crank
shaft rotatioin
Valve and port
diagrams
Chalk and talk
Explanation Listen
Understan
andAnalyze
I 6
Differences
between SI &
CI and 2
stroke & 4
stroke
engines.
Differences
between SI &
CI and 2
Working of Chalk
and talk Explanation Listen
Understanand
Analyze
I 7
Simple
Problems on
S.I.engine and
C.I engines,and4—stroke and 2
engines —
stroke
problems
Chalk
and talk Explanation Observe
Explore th
mechanis
I 8
About air-fuel
ratio
S.I. Engines-
Carburetion,
injection system,chemically
correct air-fuel
ratio
Chalk
and talk Explanation Listen
Explore th
mechanis
I 9
Working
principle of
simple float
type
carburetor,
Air-fuel mixture
requirements,
Simple float type
carburetor,
Chalk
and talk Explanation Observe Applicatio
II 10
About
CI ENGINES:
Fuel supply and
injection
systems
CI ENGINES:
Fuel supply and
injection
systems
Chalk and talk
ExplanationObserve andcomprehend
Applicatio
II 11 Working
principle of
Bosch fuel
Bosch fuel
pump, air fuel
requirements
Chalk and talk
Explanation Listens andParticipate
Understan
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pump
II 12
About
TESTING OF
I.C.ENGINES:
Indicator
diagram,
evaluation of
IndicatedPower, Brake
power,
TESTING OF
I.C.ENGINES:
Indicator
diagram,
evaluation of
Indicated Power,
Brake power,
Chalk
and talk Explanation
Listen and
Practice
Remembe
and recal
II 13
About Frictional
Power, Fuel
consumption,
SFC,
Mechanical &
thermalefficiencies,
mean effective
Frictional Power,
Fuel
consumption,
SFC, Mechanical
& thermal
efficiencies,mean effective
Chalk
and talk
ExplanationListen and
Practice
Remembe
and recal
II 14
About
air-fuel ratio,
Heat balance,
Engine
performance
curves,
pressure, air-fuel
ratio, Heat
balance, Engine
performance
curves,Chalk
and talk Explanation Listen Understan
II 15
What are the
Variables
affecting
engine
performance
for both S.I. &
C.I. Engines.
Variables
affecting engine
performance for
both S.I. & C.I.
Engines. Chalk and talk
Explanation ListenUnderstan
and
remembe
II 16
Problems on
S.I.engine and
C.I engines,and
4—stroke and 2
engines —
stroke
PROBL
EMSChalk
and talk Explanation Listen
Understan
andremembe
II 17 Problems on
S.I.engine andPROBL
EMS
Chalk and talk
Explanation Observes Understanand
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C.I engines,and
4—stroke and 2
engines —
stroke
remembe
III 18
How the
combustion
takes place in
the S.I
.engines
COMBUSTION
IN SI ENGINE:
Normal
Combustion and
abnormal
combustion,
PPT Explanation Listen Evaluate
III 19
What are the
importance of
flame speed
and effect of
engine
variables, pre-
ignition anddetonation.
importance of
flame speed and
effect of engine
variables, pre-
ignition and
detonation. PPT Explanation Listen
Understan
and
remembe
III 20
How the
COMBUSTION
IN CI ENGINE:
Phenomenon of
Combustion
delay period
and itsimportance
COMBUSTION
IN CI ENGINE:
Phenomenon of
CombustionPPT Explanation Listen
Evaluate
and apply
III 21
What are the
effect of engine
variables
delay period and
its importance,
effect of engine
variables, Diesel
knock
Chalk
and talk Explanation Listen
Evaluate
and apply
III 22
About Octane
number,
Cetane
number,
antiknock
additives
KNOCK
RATING OF
FUELS: Octane
number, Cetane
number,
antiknock
additives
PPT Explanation ObserveAnalyze
and apply
IV 23 In troduction
about
ROTARY
COMPRESSO
ROTARY
COMPRESSOR
S:Positive
placement
Chalk and talk
facilitates Observe Analyzeand apply
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RS compressors,
IV 24
How to working
the Roots
blower, vane
blower
Roots blower,
vane blower,
Total pressure PPT Explanation Observes Recall
IV 25
In troduction
about
CENTRIFUGAL
COMPRESSOR
S:
CENTRIFUGAL
COMPRESSORS
: principle of
operation,
Chalk
and talk Explanation Listen
Understanand
remembe
IV 26
Hoew the
energy trans
fer
velocity and
pressure
variation, energy
transfer Chalk
and talk Explanation Listen
Understan
and
remembe
IV 27
About slip
factor, power
input factor slip factor,
power input
factor Chalk and talk
Explanation ListenUnderstan
andremembe
IV 28
About
velocity
diagrams
pressure
coefficient and
About velocity
diagrams
Chalk and talk
Explanation Listen
Understan
andremembe
IV 29
Problems
on
CENTRIFUGAL
COMPRESSOR
S
PROBL
EMSChalk
and talk Explanation Listen
Understanand
remembe
IV 30 In troduction
about
AXIAL FLOW
AXIAL FLOW
COMPRESSORS
: principle of
Chalk and talk
Explanation Listen Understanand
remembe
8/3/2019 Icgt Course Handout
http://slidepdf.com/reader/full/icgt-course-handout 16/19
COMPRESSOR
S:
operation
IV 31
About
velocity
diagrams Velocity
diagrams and
energy transfer
per stageChalk
and talk
Explanation ComprehendUnderstan
and
remembe
IV 32
About degree
of reaction,
isentropic
efficiency,
polytropic
efficiency,
degree of
reaction,
isentropic
efficiency,
polytropic
efficiency, Chalk
and talk Explanation Listen
Understan
andremembe
IV 33
About
Surging
,Choking and
Stalling,
Centrifugalcompressor
versus axial
flow
compressor.
Surging, Choking
and Stalling,
Centrifugal
compressor
versus axial flow
compressor. Chalk
and talk Explanation Listen
Understanand
remembe
IV 34
Problems
on
AXIAL FLOW
COMPRESSOR
S
PROBLEMS
Chalk
and talk Explanation Listen
Understan
andremembe
V 35
In troduction
about GAS
TURBINES
GAS
TURBINES:
Closed and Open
Brayton cycle
gas turbines
Chalk
and talk Explanation Listen
Understanand
remembe
8/3/2019 Icgt Course Handout
http://slidepdf.com/reader/full/icgt-course-handout 17/19
V 36
analysis of
closed cycle
gas turbine
analysis of
closed cycle gas
turbine
PPT Explanation ListenRemembe
and pertai
V 37
How to
calculateCompressor
and turbine
efficiencies
Compressor and
turbineefficiencies
Chalk and talk
Explanation ListenRemembeand apply
V 38
How the
efficiencies
improve with
intercooling,
reheat andregeneration
in Gas turbines
Gas
turbine cycles
with
intercooling,
reheat andregeneration
Chalk
and talk Explanation Listen
retain
informatio
and apply
V 39
PROBLEMS
on GAS
TURBINES
PROBLE
MS Chalk
and talk Explanation Observe
Apply an
evaluate
V 40
PROBLEMS
on GAS
TURBINES
PROBLE
MS Chalk
and talk
Explanation Listen
Understan
remembe
andcomprehen
V 41
introduction
About JET
and ROCKET
PROPULSION
JET & ROCKET
PROPULSION:
Basic principles
of Jet propulsion
Chalk and talk
Explanation Listen Synthesi
V 42
How to
calculate the
propulsive
efficiency
specific thrust,
propulsive
efficiency Chalk
and talk Explanation Listen understan
V 43
How to
calculate
overall thermal
efficiency of a
jet engine,
overall thermal
efficiency of a jet
engine,Chalk
and talk Explanation listen Understan
V 44 Working
Principles of Principles of Chalk
and talk Explanation listen Understan
remembe
8/3/2019 Icgt Course Handout
http://slidepdf.com/reader/full/icgt-course-handout 18/19
Rocket
ropulsionp
Rocket
ropulsionp andcomprehen
V 45
PROBLEMS
on JET and
ROCKET
PROPULSION
PROBLEMS
Chalk
and talk
Explanation listen
Understan
remembe
andcomprehen
X. SELF LEARNING TOPICS:
(i) I.C.ENGINES: 1.web.iitd.ac.in/.../..
2. http://en.wikipedia.org/wiki/Internal_combustion_engine
3. http://conceptengine.tripod.com/conceptengine/id3.html
(ii) FUEL SUPPLY SYSTEMS: 1.: http://www.indiastudychannel.com/resources/46846-
Fuel- supply-System-In-Internal-Combustion-Engine.aspx
(iii) TESTING OF I.C.ENGINES:
1.www.epa.gov/region07/air/nsr/nsrmemos/icengins.pdf
2.en.wikipedia.org/wiki/Internal_combustion_engine
(iv) COMBUSTION IN SI ENGINE: 1.web.iitd.ac.in/~jpsm/ICE-ME345-
ME411N/Comb_ SI _and_CI.ppt
(v) COMBUSTION IN CI ENGIN:1.web.iitd.ac.in/~jpsm/ICE-ME345-
ME411N/Comb_ SI _and_ CI.ppt
(vi) KNOCK RATING OF FUELS: 1.web.iitd.ac.in/~pmvs/ICengines/paper5.pdf
(vii) RECIPROCATING COMPRESSORS:1.en.wikipedia.org/wiki/ Reciprocating _ compressor
(viii) CENTRIFUGAL COMPRESSORS: 1. en.wikipedia.org/wiki/ Centrifugal _ compressor
(ix) AXIAL FLOW COMPRESSORS: 1.turbo-aero.com/Documents/Contents2.pdf
(x) GAS TURBINES : 1.en.wikipedia.org/wiki/ Gas _ turbine 1.
(xi) JET & ROCKET PROPULSION: 1. en.wikipedia.org/wiki/ Jet _ propulsion
2.http://www.braeunig.us/space/propuls.htm
3. http://en.wikipedia.org/wiki/Rocket_engine
XI. EVALUATION SCHEME:
8/3/2019 Icgt Course Handout
http://slidepdf.com/reader/full/icgt-course-handout 19/19
EC No.COMPONENT
DURATION
(minutes)
MARK
SDate & Time
1 QUIZ – I 50 20
2 TEST – I 50 20
3 TEST - II 50 20
4 QUIZ - II 50 20
5 ASSIGNMENT 60 10
6 COMPREHENSIVEEXAMINATION
180 100
7 ATTENDANCE -- 10
TOTAL-- 200
XII. CHAMBER CONSULTING HOURS: : Informed in the class by the respective instructors.
XIII. NOTICES: All notices/circulars regarding course matters will be displayed in the notice board and also will
be placed in the web.
COURSE CO ORDINATOR H.O.D. DEAN ACADEMICS
TEAM OF INSTRUCTORS: