The internal combustion engine is an engine in which the combustion of fuel and an oxidizer (typically air) occurs in a confined space called a combustion chamber. This exothermic reaction creates gases at high temperature and pressure, which are permitted to expand. The defining feature of an internal combustion engine is that useful work is performed by the expanding hot gases acting directly to cause movement of solid parts of the engine, by acting on pistons, rotors, or even by pressing on and moving the entire engine itself.
This contrasts with external combustion engines, such as steam engines and Stirling engines, which use an external combustion chamber to heat a separate working fluid, which then in turn does work, for example by moving a piston or a turbine.
The term Internal Combustion Engine (ICE) is almost always used to refer specifically to reciprocating piston engines, Wankel engines and similar designs in which combustion is intermittent. However, continuous combustion engines, such as jet engines, most rockets and many gas turbines are also internal combustion engines.
[edit] History
The first internal combustion engines did not have compression, but ran on an air/fuel mixture sucked or blown in during the first part of the intake stroke. The most significant distinction between modern internal combustion engines and the early designs is the use of compression and, in particular, in-cylinder compression.
- 1206: Al-Jazari described a double-acting reciprocating piston pump with a crankshaft-connecting rod mechanism.
- 1509: Leonardo da Vinci described a compressionless engine.
- 1673: Christiaan Huygens described a compressionless engine.
- 17th century: English inventor Sir Samuel Morland used gunpowder to drive water pumps, essentially creating the first rudimentary internal combustion engine.
- 1780's: Alessandro Volta built a toy electric pistol ([1]) in which an electric spark exploded a mixture of air and hydrogen, firing a cork from the end of the gun.
- 1794: Robert Street built a compressionless engine whose principle of operation would dominate for nearly a century.
- 1806: Swiss engineer François Isaac de Rivaz built an internal combustion engine powered by a mixture of hydrogen and oxygen.
- 1823: Samuel Brown patented the first internal combustion engine to be applied industrially. It was compressionless and based on what Hardenberg calls the "Leonardo cycle," which, as the name implies, was already out of date at that time.
- 1824: French physicist Sadi Carnot established the thermodynamic theory of idealized heat engines. This scientifically established the need for compression to increase the difference between the upper and lower working temperatures.
- 1826 April 1: American Samuel Morey received a patent for a compressionless "Gas or Vapor Engine."
- 1838: a patent was granted to William Barnet (English). This was the first recorded suggestion of in-cylinder compression.
- 1854: The Italians Eugenio Barsanti and Felice Matteucci patented the first working efficient internal combustion engine in London (pt. Num. 1072) but did not go into production with it. It was similar in concept to the successful Otto Langen indirect engine, but wasn't so well worked out in detail.
- 1856: in Florence at Fonderia del Pignone (now Nuovo Pignone, a subsidiary of General Electric), Pietro Benini realized a working prototype of the Barsanti-Matteucci engine, supplying 5 HP. In subsequent years he developed more powerful engines—with one or two pistons—which served as steady power sources, replacing steam engines.
- 1860: Belgian Jean Joseph Etienne Lenoir (1822–1900) produced a gas-fired internal combustion engine similar in appearance to a horizontal double-acting steam beam engine, with cylinders, pistons, connecting rods, and flywheel in which the gas essentially took the place of the steam. This was the first internal combustion engine to be produced in numbers.
- 1862: German inventor Nikolaus Otto designed an indirect-acting free-piston compressionless engine whose greater efficiency won the support of Langen and then most of the market, which at that time was mostly for small stationary engines fueled by lighting gas.
- 1870: In Vienna, Siegfried Marcus put the first mobile gasoline engine on a handcart.
- 1876: Nikolaus Otto, working with Gottlieb Daimler and Wilhelm Maybach, developed a practical four-stroke cycle (Otto cycle) engine. The German courts, however, did not hold his patent to cover all in-cylinder compression engines or even the four-stroke cycle, and after this decision, in-cylinder compression became universal.
- 1879: Karl Benz, working independently, was granted a patent for his internal combustion engine, a reliable two-stroke gas engine, based on Nikolaus Otto's design of the four-stroke engine. Later, Benz designed and built his own four-stroke engine that was used in his automobiles, which became the first automobiles in production.
- 1882: James Atkinson invented the Atkinson cycle engine. Atkinson’s engine had one power phase per revolution together with different intake and expansion volumes, making it more efficient than the Otto cycle.
- 1891: Herbert Akroyd Stuart built his oil engine, leasing rights to Hornsby of England to build them. They built the first cold-start compression-ignition engines. In 1892, they installed the first ones in a water pumping station. In the same year, an experimental higher-pressure version produced self-sustaining ignition through compression alone.
- 1892: Rudolf Diesel developed his Carnot heat engine type motor burning powdered coal dust.
- 1893 February 23: Rudolf Diesel received a patent for the diesel engine.
- 1896: Karl Benz invented the boxer engine, also known as the horizontally opposed engine, in which the corresponding pistons reach top dead center at the same time, thus balancing each other in momentum.
- 1900: Rudolf Diesel demonstrated the diesel engine in the 1900 Exposition Universelle (World's Fair) using peanut oil (see biodiesel).
- 1900: Wilhelm Maybach designed an engine built at Daimler Motoren Gesellschaft—following the specifications of Emil Jellinek—who required the engine to be named Daimler-Mercedes after his daughter. In 1902 automobiles with that engine were put into production by DMG.
- 1908: New Zealand inventor Ernest Godward started a motorcycle business in Invercargill and fitted the imported bikes with his own invention – a petrol economiser. His economisers worked as well in cars as they did in motorcycles.
[edit] Applications
Internal combustion engines are most commonly used for mobile propulsion in automobiles, equipment, and other portable machinery. In mobile equipment, internal combustion is advantageous, since it can provide high power-to-weight ratios together with excellent fuel energy-density. These engines have appeared in transport in almost all automobiles, trucks, motorcycles, boats, and in a wide variety of aircraft and locomotives, generally using petroleum (called All-Petroleum Internal Combustion Engine Vehicles or APICEVs). Where very high power is required, such as jet aircraft, helicopters and large ships, they appear mostly in the form of turbines.
They are also used for electric generators (i.e., 12V generators) and by industry.
[edit] Operation
All internal combustion engines depend on the exothermic chemical process of combustion: the reaction of a fuel, typically with the oxygen from the air, although other oxidizers such as nitrous oxide may be employed. Also see stoichiometry.
The most common modern fuels are made up of hydrocarbons and are derived mostly from petroleum. These include the fuels known as dieselfuel, gasoline and petroleum gas, and the rarer use of propane gas. Most internal combustion engines designed for gasoline can run on natural gas or liquefied petroleum gases without major modifications except for the fuel delivery components. Liquid and gaseous biofuels, such as ethanol and biodiesel (a form of diesel fuel that is produced from crops that yield triglycerides such as soybean oil), can also be used. Some can also run on hydrogen gas.
All internal combustion engines must achieve ignition in their cylinders to create combustion. Typically engines use either a spark ignition (SI) method or a compression ignition (CI) system. In the past, other methods using hot tubes or flames have been used.
[edit] Petroleum internal combustion engines
[edit] Gasoline Ignition Process
Electrical/gasoline-type ignition systems (that can also run on other fuels, as previously mentioned) generally rely on a combination of a lead-acid battery and an induction coil to provide a high-voltage electrical spark to ignite the air-fuel mix in the engine's cylinders. This battery can be 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 to less than 185 psi and use a spark plug to ignite the mixture when it is compressed by the piston head in each cylinder.
[edit] Diesel Ignition Process
Diesel Engine ignition systems, such as the diesel engine and HCCI engines, rely solely on heat and pressure created by the engine in its compression process for ignition. The compression that occurs is usually more than three times higher 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 also more susceptible to cold starting issues, though they will run just as well in cold weather once started. Most diesels also have battery and charging systems; however, this system is secondary and is added by manufacturers as luxury for 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, however, rely on electrical systems that also control the combustion process to increase efficiency and reduce emissions.
[edit] Energy and pollution
Once ignited and burnt, the combustion products—hot gases—have more available energy than the original compressed fuel/air mixture (which had higher chemical energy). The available energy is manifested as high temperature and pressure which can be translated into work by the engine. In a reciprocating engine, the high-pressure gases inside the cylinders drive the engine's pistons.
Once the available energy has been removed, the remaining hot gases are vented (often by opening a valve or exposing the exhaust outlet) and this allows the piston to return to its previous position (top dead center, or TDC). The piston can then proceed to the next phase of its cycle, which varies between engines. Any heat not translated into work is normally considered a waste product and is removed from the engine either by an air or liquid cooling system.
[edit] Engine Efficiency
Engine efficiency can be discussed in a number of ways but usually involves a comparison of the total chemical energy in the fuels and the useful energy abstracted from the fuels in the form of kinetic energy. The most fundamental and abstract discussion of engine efficiency is the thermodynamic limit for abstracting energy from the fuel defined by a thermodynamic cycle. The most comprehensive is the empirical fuel economy of the total engine system for accomplishing a desired task, for example miles per gallon.
Internal combustion engines are primarily heat engines and as such the phenomenon that limits their efficiency is described by thermodynamic cycles. None of these cycles exceed the limit defined by the Carnot cycle which states that the overall efficiency is dictated by the difference between the lower and upper operating temperatures of the engine. A terrestrial engine is usually fundamentally limited by the upper thermal stability of the material used to make the engine. All metals and alloys eventually melt or decompose, there is significant research into ceramic materials that can be made with higher thermal stabilities and desirable structural properties. Higher thermal stability allows for greater temperature difference between the lower and upper operating temperatures and thus greater thermodynamic efficiency.
The thermodynamic limits assume that the engine is operating in ideal conditions. A frictionless world, ideal gases, perfect insulators, and operation at infinite time. The real world is substantially more complex and all the complexities reduce efficiency. In addition real engines run best at specific loads and rates as described by their power curve. For example a car cruising on a highway is usually operating significantly below it ideal load. The engine is designed for the higher loads desired for rapid acceleration. The application engines are used for contribute drag on the total system reducing overall efficiency, for example wind resistance for vehicles. These and many other losses result in a engines real world fuel economy, usually measured in the units of miles per gallon (or kilometers per liter) for automobiles. In the MPG the miles represents a meaningful amount of work and the volume of hydrocarbon implies a standard energy content.
Most steel engines have a thermodynamic limit of at most 37%. Even when aided with turbochargers and stock efficiency aids most engines retain an average efficiency of about 20% [1][2].
There are many inventions concerned with increasing the efficiency of IC-Engines. In general, practical engines are always compromises, or trade-off´s, between different properties, such as efficiency, weight, power, response, exhaust emissions, noise etc. etc. Sometimes economy also plays a role, not only as the cost of manufacturing the engine itself, but also manufacturing and distribution of the fuel. Increasing the engine efficiency brings a better fuel economy, but only if the fuel cost per energy content is the same.
[edit] Air and noise pollution
Internal combustion engines—particularly reciprocating internal combustion engines—produce air pollution emissions, due to incomplete combustion of carbonaceous fuel. The main derivatives of the process are carbon dioxide CO2, water and some soot, also called particulate matter (PM). The effects of inhaling particulate matter has been widely studied in humans and animals and include asthma, lung cancer, cardiovascular issues, and premature death. There are however some additional products of the combustion process that include nitrogen oxides and sulfur and some uncombusted hydrocarbons, depending on the operating conditions and the fuel/air ratio.
The fuel does not get completely burned in the engine and passes through the exhaust unchanged. The primary causes of this are the need to operate near the stoichiometric ratio for gasoline engines in order to achieve combustion (the fuel would burn more completely in excess air) and the "quench" of the flame by the relatively cool cylinder walls. Quenching is commonly observed in diesel (compression ignition) engines that run on natural gas, when running at lower speed. It reduces the efficiency and increases knocking and sometimes causes the engine to stall. Increasing the amount of air in the engine reduces the amount of the first two pollutants but tends to encourage the oxygen and nitrogen in the air to combine to produce Nitrogen Oxides (NOx), demonstrated to be hazardous to both plant and animal health. Further chemicals released are Benzene and 1,3-Butadiene that are particularly harmful. Not all the fuel burns up completely, so Carbon Monoxide (CO) is also produced.
Carbon fuels contain sulfur and impurities, leading to sulfur oxides (SOx) and Sulphur Dioxide (SO2) in the exhaust, promoting acid rain. One final element in exhaust pollution is Ozone (O3). This is not emitted directly but made in the air by the action of sunlight on other pollutants to form "ground level Ozone", which, unlike the "Ozone Layer" in the high atmosphere, is regarded as a bad thing if levels are too high. Ozone is actually broken down by Nitrogen Oxides, so one tends to be lower where the other is higher.
For the pollutants described above (Nitrogen Oxides, Carbon Monoxide, Sulphur Dioxide, and Ozone) there are accepted levels, set by legislation, at which no harmful effects are observed even in sensitive population groups. For the other three (Benzene, 1:3 butadiene and particulates) there is no way of proving they are safe at any level, so the experts set standards where the risk to health is "exceedingly small".
Finally, significant contributions to noise pollution are made by internal combustion engines. Most of this noise produced is due to automobile and truck traffic operating on highways and street systems.
[edit] Parts
For a four-stroke engine, key parts of the engine include the crankshaft (purple), one or more camshafts (red and blue), and valves. For a two-stroke engine, there may simply be an exhaust outlet and fuel inlet instead of a valve system. In both types of engines, there are one or more cylinders (grey and green), and for each cylinder, there is a spark plug (darker-grey), a piston (yellow), and a crank (purple). A single sweep of the cylinder by the piston in an upward or downward motion is known as a stroke. The downward stroke that occurs directly after the air/fuel mix passes from the carburetor or fuel injector to the cylinder where it is ignited is known as a power stroke.
A Wankel engine has a triangular rotor that orbits in an epitrochoidal (figure 8 shape) chamber around an eccentric shaft. The four phases of operation (intake, compression, power, exhaust) take place in what is effectively a moving, variable-volume chamber.
A Bourke Engine uses a pair of pistons integrated to a Scotch Yoke that transmits reciprocating force through a specially designed bearing assembly to turn a crank mechanism. Intake, compression, power, and exhaust occur in each stroke.
[edit] Classification
At one time, the word "engine" (from Latin, via Old French, ingenium, "ability") meant any piece of machinery — a sense that persists in expressions such as siege engine. A "motor" (from Latin motor, "mover") is any machine that produces mechanical power. Traditionally, electric motors are not referred to as "engines," but combustion engines are often referred to as "motors." (An electric engine refers to locomotive operated by electricity).
However, many people consider engines as those things which generate their power from within, and motors as requiring an outside source of energy to perform their work.
[edit] Principles of operation
- Crude oil engine
- Two-stroke cycle
- Four-stroke cycle
- Six stroke engine
- Hot bulb engine
- Diesel engine
- Poppet valves
- Sleeve valve
- Atkinson cycle
- Free-piston engine
- Proposed
- Improvements
- Controlled Combustion Engine
- Demonstrated:
- Proposed:
- Differential-Stroke Cycle (D-Cycle) Engine
- Orbital engine
- Quasiturbine
- Rotary Atkinson cycle engine
- Toroidal engine
- Trochilic engine
Continuous combustion:
[edit] Engine cycle
[edit] Two-stroke
Engines based on the two-stroke cycle use two strokes (one up, one down) for every power stroke. Since there are no dedicated intake or exhaust strokes, alternative methods must be used to scavenge the cylinders. The most common method in spark-ignition two-strokes is to use the downward motion of the piston to pressurize fresh charge in the crankcase, which is then blown through the cylinder through ports in the cylinder walls.
Spark-ignition two-strokes are small and light for their power output and mechanically very simple; however, they are also generally less efficient and more polluting than their four-stroke counterparts. However, in single-cylinder small motor applications, cc for cc,(cc meaning cubic centimeter), a two-stroke engine produces much more power than equivalent 4 strokes, due to the enormous advantage of having 1 power stroke for every 360 degrees of crankshaft rotation (compared to 720 degrees in a 4 stroke motor).
Small displacement, crankcase-scavenged two-stroke engines have been less fuel-efficient than other types of engines when the fuel is mixed with the air prior to scavenging, allowing some of it to escape out of the exhaust port. Modern designs (Sarich and Paggio) use air-assisted fuel injection, which avoids this loss, and are more efficient than comparably sized four-stroke engines. Fuel injection is essential for a modern two-stroke engine in order to meet ever more stringent emission standards.
Research continues into improving many aspects of two-stroke motors, including direct fuel injection, amongst other things. Initial results have produced motors that are much cleaner burning than their traditional counterparts.
Two-stroke engines are widely used in snowmobiles, lawnmowers, weed-whackers, chain saws, jet skis, mopeds, outboard motors, and many motorcycles.
The largest compression-ignition engines are two-strokes and are used in some locomotives and large ships. These engines use forced induction to scavenge the cylinders. An example of this type of motor is the Wartsila-Sulzer turbocharged 2 stroke diesel as used in large container ships. It is the most efficient and powerful engine in the world, with over 50% thermal efficiency. For comparison, the most efficient small 4-stroke motors are around 43% thermal efficiency (SAE 900648), and size is an advantage for efficiency due to the increase in the ratio of volume to area.
[edit] Four-stroke
Engines based on the four-stroke or Otto cycle have one power stroke for every four strokes (up-down-up-down) and are used in cars, larger boats, some motorcycles, and many light aircraft. They are generally quieter, more efficient, and larger than their two-stroke counterparts. There are a number of variations of these cycles, most notably the Atkinson and Miller cycles. Most truck and automotive diesel engines use a four-stroke cycle, but with a compression heating ignition system. This variation is called the diesel cycle. The steps involved here are:
- Intake stroke: Air and vaporized fuel are drawn in.
- Compression stroke: Fuel vapor and air are compressed and ignited.
- Combustion stroke: Fuel combusts and piston is pushed downwards.
- Exhaust stroke: Exhaust is driven out. During the 1st, 2nd, and 4th, stroke the piston is relying on power and momentum generated by the other pistons. In that case a four cylinder engine would be less powerful than a six or eight cylinder engine.
[edit] Five-stroke
Engines based on the five-stroke cycle are a variant of the four-stroke cycle. Normally the four cycles are intake, compression, combustion, and exhaust. The fifth cycle added by Delautour[3] is refrigeration. Engines running on a five-stroke cycle are claimed to be up to 30 percent more efficient than equivalent four-stroke engines.
[edit] Six-stroke
The six stroke engine captures the wasted heat from the 4-stroke Otto cycle and creates steam, which simultaneously cools the engine while providing a free power stroke. This removes the need for a cooling system, making the engine lighter while giving 40% increased efficiency over the Otto Cycle.
Beare Head Technology combines a four-stroke engine bottom end with a ported cylinder, which closely resembles that of a two-stroke: thus, 4+2 = six-stroke. It has an opposing piston that acts in unison with auxiliary low pressure reed and rotary valves, allowing variable compression and a range of tuning options.
[edit] Bourke engine
In this engine, two opposed cylinders are linked to the crank by a Scotch yoke. The Scotch yoke mechanism prevents side thrust, preventing any piston slap, allowing operation as a detonation or "explosion" engine. This also greatly reduces friction between pistons and cylinder walls. The Bourke engine uses fewer moving parts and has to overcome less friction than conventional crank and slider engines with poppet valves. However no independent testing of this engine has ever borne out any of these claims.
[edit] Controlled Combustion Engine
These are also cylinder-based engines, which may be one or two-stroke but use, instead of a crankshaft and piston rods, two gear-connected, counterrotating concentric cams to convert reciprocating motion into rotary movement. These cams practically cancel out sideward forces that would otherwise be exerted on the cylinders by the pistons, greatly improving mechanical efficiency. The number of lobes of the cams (always an odd number not less than 3) determines the piston travel versus the torque delivered. In this engine, there are two cylinders that are 180 degrees apart for each pair of counterrotating cams. For single-stroke versions, there are as many cycles per cylinder pair as there are lobes on each cam, and twice as many for two-stroke engines.
[edit] Wankel
The Wankel engine (rotary engine) does not have piston strokes, so is more properly called a four-phase, rather than a four-stroke, engine. It operates with the same separation of phases as the four-stroke engine, with the phases taking place in separate locations in the engine. This engine provides three power 'strokes' per revolution per rotor (while it is true that 3 power strokes occur per ROTOR revolution, due to the 3/1 revolution ratio of the rotor to the eccentric shaft, only 1 power stroke per shaft revolution actually occurs), typically giving it a greater power-to-weight ratio than piston engines. This type of engine is most notably used in the current Mazda RX-8, the earlier RX-7, and other models.
[edit] Gas turbine
Gas turbines cycles (notably jet engines) do not use the same system to both compress and then expand the gases; instead, separate compression and expansion turbines are employed, giving continuous power. Essentially, the intake gas (normally air) is compressed and then combusted with a fuel, which greatly raises the temperature and volume. The larger volume of hot gas from the combustion chamber is then fed through the gas turbine, which is then able to power the compressor. The exhaust gas may be used to provide thrust, supplying only sufficient power to the turbine to compress incoming air (jet engine); or as much energy as possible can be supplied to the shaft (gas turbine proper).
[edit] Disused methods
In some old noncompressing internal combustion engines: In the first part of the piston downstroke, a fuel/air mixture was sucked or blown in. In the rest of the piston downstroke, the inlet valve closed and the fuel/air mixture fired. In the piston upstroke, the exhaust valve was open. This was an attempt at imitating the way a piston steam engine works. Since the explosive mixture was not compressed, the heat and pressure generated by combustion was much less, causing lower overall efficiency.
[edit] Fuels and oxidizers
Nowadays, fuels used include:
- Petroleum:
- Petroleum spirit (North American term: gasoline, British term: petrol)
- Petroleum diesel.
- Autogas (liquified petroleum gas).
- Compressed natural gas.
- Jet fuel (aviation fuel)
- Coal:
- Most methanol is made from coal.
- Gasoline-like fuels can be made from coal.
- Biofuels and vegoils:
- Peanut oil and other vegoils.
- Biofuels:
- Biobutanol (replaces gasoline).
- Biodiesel (replaces petrodiesel).
- Bioethanol and Biomethanol (wood alcohol) and other biofuels (see Flexible-fuel vehicle).
- Biogas
- Hydrogen
Even fluidized metal powders and explosives have seen some use. Engines that use gases for fuel are called gas engines, and those that use liquid hydrocarbons are called oil engines. However, gasoline engines are also often colloquially referred to as 'gas engines.'
The main limitations on fuels are that it must be easily transportable through the fuel system to the combustion chamber and that the fuel releases sufficient energy in the form of heat upon combustion to make use of the engine practical.
Diesel engines are generally heavier, noisier, and more powerful at lower speeds than gasoline engines. They are also more fuel-efficient in most circumstances, and are used in heavy road vehicles, some automobiles (increasingly so for their increased fuel efficiency over gasoline engines), ships, railway locomotives, and light aircraft. Gasoline engines are used in most other road vehicles, including most cars, motorcycles and
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