6/26/2013

Engine Friction
Friction between two mutually contacting sliding surfaces
may fall into any of three categories: dry, boundary or
viscous friction

Engine Friction, Lubrication, and

Engine Cooling

Friction and Lubrication

Dry friction occurs when there is no lubricant between the

surfaces
In boundary friction, some lubricant remains between the
surfaces but as molecules bonded or keyed to the surface,
rather than as a continuous film, so some metal-to- metal
contact occurs
In viscous friction, the resistance to motion is solely that
due to the shearing of the oil, and is therefore a function of
its viscosity

Engine Friction

A percentage of the power generated within the engine

cylinders is lost to friction, with a reduction in the
resulting brake power obtained off the crankshaft
Friction mean effective pressure (fmep) is defined as
fmep = (imep)net bmep

Friction losses for various engine components

6/26/2013

Engine Friction
The piston assemblies of most engines contribute about
half of the total friction and can contribute as much as
75% at light loads
The piston rings alone contribute about 20% of total friction

The valve train of an engine contributes about 25% of

total friction, crankshaft bearings about 10% of total, and
engine-driven accessories about 15% of total
Motoring test results indicate that
Friction forces occurring during expansion are about twice
as large as those occurring during any other stroke
Friction forces tend to be high just after TC and BC,
probably because there is metallic contact between the
rings and the cylinder wall

Engine Friction

Engine Friction
The results indicate that the
piston and ring fmep
increase with oil viscosity,
piston speed, and imep
Modern piston design has
been changed significantly
from previous design
considerations piston skirt
areas and weights have
been greatly reduced
Inertia load (side thrust) has
also been lowered with the
introduction of offset wrist
pins

Engine Friction
Other changes have been made to reduce piston and
ring friction
The number and width of piston rings has been reduced
Piston ring cross-sections have changed from being more
or less square to having barrel face

The stroke to bore ratios have been reduced, resulting in

a lower piston speed at the same rpm
Valve train is another place where friction occurs
The major losses in the valve train occur at the cam-lifter
interface and in the rocker-arm pivot
Overhead cam, direct acting system having only one
sliding contact, the torque required to drive the valve train
is the lowest

6/26/2013

Engine Friction

Engine Friction

Journal bearings on the crank, both ends of the

connecting rod, and the camshaft, all add to friction
The remaining friction in an engine, after accounting for
the aforementioned ones, is primarily caused by the
pumps employed to circulate the oil, water, and fuel

Engine Lubricating System

Lubricating Oil
Lubricating oil is required to have the following properties

Purposes of the lubricating system are supplies lubricating oil to all moving parts in the engine
lub oil picks up engine heat and dissipates it through the
oil pan
oil fills the clearances between bearings and rotating
journals
lub oil forms a seal between piston rings and cylinder walls
oil acts as a cleaning agent

proper viscosity - high viscosity oil flows too slowly and low
viscosity oil has a reduced ability to stay in place - both of
them may cause rapid engine wear
viscosity index (VI) - is a measure of how much the
viscosity of oil changes with temperature
viscosity numbers - single-viscosity oil has several grades
- winter grade or other than winter grade
corrosion and rust inhibitors
detergent-dispersants
extreme pressure resistance

6/26/2013

Lubricating Oil

Lubricating Oil

energy-conserving oil - has friction modifiers - a chemical

dissolved completely in oil or suspended carbon or
molybdenum
two types of EC oils are EC I and EC II - EC II provides
better fuel-economy than an EC I oil

synthetic oil - made from carbon compounds and alcohols,

or from coal and crude oil - better than petroleum based
oils

The base ingredients in most lubricating oils, however,

hydrocarbon components made from crude oil
These are large molecular weight species

Additives for Lubricating Oils

Service ratings of oil - a designation by the API

there are 8 service ratings for SI engine oils - SA, SB,..,SH
there are 6 service ratings for CI engine oils - CA, CB,..,CF
the ratings are open-ended

Engine Lubricating System

There are three basic types of oil distribution systems
used in engines: splash, pressurized, or a combination of
these
The crankcase is used as the oil sump (reservoir) in a
splash system, and the crankshaft rotating at high speed in
the oil distributes it to the various moving parts by splash;
no oil pump is used
A pressurized oil distribution system uses an oil pump to
supply lubrication to the moving parts through passages
built into the components
A typical automobile engine has oil passages built into the
connecting rods, valve stems, push rods, rocker arms, valve
seats, engine block, and many other moving components

6/26/2013

Engine Lubricating System

A dry sump system (i.e., the crankcase sump is dry of
excess oil) is a total pressurized system with the oil
reservoir located separate from the crankcase
A diaphragm controls the oil level in the reservoir of a dry
sump system, assuring a continuous flow into the oil pump
and throughout the engine

Note that a time of excess wear is at engine startup

before the oil pump can distribute proper lubrication
It takes a few engine cycles before the flow of oil is fully
established, and during this time, many parts are not
properly lubricated
Also that often the oil is cold at engine startup which has a
much higher viscosity, which further delays proper
circulation

Engine Lubricating System

Lubrication in Two-Stroke Cycle Engine

In a two-stroke cycle SI engine, crankcase cannot be
used as an oil sump
Lubricating oil is carried into the engine with the intake air
The air flow then enters the crankcase, where it is
compressed
Oil particles carried with the air lubricate the surfaces they
come in contact with, first in the crankcase and then in the
intake runner and cylinder

In some systems, the oil is premixed with the fuel in the

fuel tank
In other engines, there is a separate oil reservoir that
feeds a metered flow of oil into the fuel supply line or
directly into the inlet air flow

Lubricating Oil Pump

Lubrication system components

Oil pump - two types of oil pumps are used
gear-type pump
rotor-type pump

Drive arrangement of oil pumps are

in camshaft-in-block engines, the camshaft spiral gear that
drives the ignition distributor usually drives the oil pump
in OHC engines, the oil pump is driven by separate drive
shaft - 'jackshaft'
in distributorless engines, oil pumps are driven by crankshaft
Gear-type pump

Eccentric-rotor-type pump

6/26/2013

Engine Lubricating System

Engine Lubricating System

Engine Lubricating System

Engine Lubricating System

Oil pressure relief (regulator) valve
used to prevent excessive oil pressure

Oil pumps can deliver more oil than the engine requires
Some engines use oil cooler
increases the cooling efficiency of the engine

Oil filters

oil from the pump flows through the filter

the filter has a pleated paper filtering element
it has a spring-loaded bypass valve
some have anti-drainback valve - helps prevent oil from
draining out while the engine is off
some engines use internal oil filters - attached directly to the
oil pump

6/26/2013

Oil-Pressure Relief Valve

Schematic of Full-flow and Full/Bypass Filter

Lubricating Oil Filter

Oil Pressure Indicators

Oil pressure indicators warn the driver if engine pressure is
too low
There are four types
indicator light - connected through an oil pressure switch very common
electric gauge - balancing coil type - the engine unit has a
diaphragm connected to a sliding contact
electronic gauge - bar graph display made up of a series of
segments
digital gauge

6/26/2013

Other Engine Lubricants

Oil Loss from Engine

The engine loses oil by burning or by leaking

In addition to oil, other lubricants and special fluids are

used in engines
Grease - a semi-solid fluid is very common
made from petroleum and thickened with metallic soaps such
as, Li, Ca, Na, Al, and Ba or non-metallic substance like clay
a good grease must have consistency, stability, oxidation
resistance, ability to protect against friction, wear and
corrosion, and feedability

Three main factors resulting in 'more than normal' oil

consumption are
engine speed - high speed produces high temperature and
lowers oil viscosity - oil can get into the combustion chamber
and get burnt, oil-control ring can flutter or float, crankcase
ventilation system takes some oil with it in the form of mist
engine wear - such as, bearing wear, cylinder wear, piston
ring wear, valve guide wear - causes more oil consumption
engine oil can leak past the gaskets (sealing), from loose
fittings, or filter

Oil changes
Change oil when it gets dirty or contaminated - a result of
wearing out of additives

Oil Loss from Engine

Engine Cooling
The maximum temperature during combustion is
approximately the melting point of platinum and the
temperature even of the exhaust gases is above that of
aluminium

Energy balance in a water cooled, 1.9 L SIE

at 90 km/h at constant speed in 4th gear

6/26/2013

Engine Cooling
The two methods of engine cooling are: air cooling, and
water cooling
Direct dissipation of heat from the cylinder barrel and head
to the surrounding air, or air-cooling as it is called, is
feasible with small engines and is practically universal with
motor-cycles
Natural flow air-cooling is very difficult to regulate, and as the
size of the cylinder increases the difficulties become very
serious, for the heat developed increases as the cube of the
linear dimensions, while the radiating surface increases only
as the square
Air-cooled engines have the reputation of being noisier than
the water-cooled form

Engine Cooling
For the normal medium and large engines water cooling is
practically universal
Heat is far more readily transferred from metal to water than
from metal to air

There are broadly two methods of temperature control in

use:
Control over water flow by means of a thermostat valve
Control over air flow by means of radiator shutters
actuated either manually or automatically by a thermostatic
device
Thermostats can be either of bellows-type or wax-element
type

Engine Cooling

Engine Cooling

Bellows-type
thermostat (top);
bellows contain
low-boiling point
liquids like acetone
or alcohol (60-80C
bp)
Wax-element type
thermostat (bottom)

Simple engine cooling

system

Radiator expansion tank

Working principle of
Radiator pressure cap

6/26/2013

Engine Cooling Radiators

Engine Cooling Radiators

Rib and pipe systems for radiators

with round and flattened oval pipes

Soldered flat tube system for radiators

Engine Cooling Radiators

Radiators for cars with cross-flow

arrangement and commercial vehicle
cooling module with radiator of downdraft
design

Cooling Fans
Aerodynamically more efficient moulded plastics nylon
or polypropylene fans are used in modern engines,
which are lighter, easier to balance, look better, and
safer
Basically, two types of fans are in use today
One, by far the simplest, is to incorporate in the hub of the
fan a clutch that slips at a certain torque, thus limiting the
amount of power that can be transmitted to, and therefore
absorbed by, the fan
The second approach is to introduce a thermostatic control
either to limit the torque transmitted to the fan, or to cut it
out altogether when the coolant temperature falls below a
predetermined level

10

6/26/2013

Cooling Fans

Cooling Fans
Most of these fans electrically driven and are
thermostatically controlled

Cooling module for use in cars with

radiator, expansion tank, A/C condenser,
refrigerant receiver, and electric fan with
housing

Variable speed fans and flexible blade fans reduce the

power required and also reduce fan noise

Typical characteristics of a fan drive

Cooling Fans

Cooling Fans

11