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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

4-1-2

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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

8/3/2019 Icgt Course Handout

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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

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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

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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

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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:

 

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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: