User:DrGianP/sandbox

= Cold Engine Kinetic Energy Gyan Cycle! =

Cold Engine
The Cold Engine Kinetic Energy Gyan Cycle is a system that converts kinetic energy of molecules of gases and liquids at  works at low temperatures converts kinetic energy of liquids and gases to mechanical energy, which can then be used to do mechanical work. It does this by collecting the kinetic energy of liquids and gases in large amount form atmospheric gases and water it works at normal temperature .as compare to heat engine ,in heat engine there is flow of heat from higher to lower site, in cold engine kinetic energy work is taken from high kinetic energy to lower state at constant temperature. A kinetic energy source generates kinetic energy that brings the working substance to the  high kinetic energy state. The working substance generates work in the working body of the engine while transferring kinetic energy to the engine sink until it reaches a low kinetic energy state. During this process some of the kinetic energy is converted into work by exploiting the properties of the working substance gases and liquid. The working substance are gases gas or liquid. During this process, some kinetic energy is normally lost to the surroundings and is not converted to work. Also, some energy is unusable because of friction and drag.

In general, an engine converts energy to mechanical work. Energy cold engines c limited range of applications mainly produce green energy electricity.

Heat engines are often confused with the cycles they attempt to implement. Typically, the term "engine" is used for a physical device and "cycle" for the models. Cold engine have same cycle and piston and valves, there is no need of spark plug ,ignition coil distributor, alternator ,however in advance version e c m will be used to control fluid flow ,gate valves, exhaust and intake valve.

Contents
1. Overview

2. Examples

2.1 Everyday examples

2.2 Earth's heat engine

2.3 Phase-change cycles

2.4Gas-only cycles

2.5 Liquid-only cycles

2.6 Electron cycles

2.7 Magnetic cycles

2.8 Cycles used for refrigeration

2.9 Evaporative heat engines

2.10 Mesoscopic heat engines

3 Efficiency

3.1 Endo-reversible heat-engines

4. History

5. Enhancements

6. Heat engine processes

7. See also

8. References

Overview
Kinetic energy cold engines are often modelled using a standard engineering model such as the Dr. Gyan Cycle. The theoretical model can be refined and augmented with actual data from an operating engine, using tools such as an indicator diagram. Since very few actual implementations of cold engines exactly match the underlying the kinetic energy cycles, one could say that a kinetic energy cycle is an ideal case of a mechanical engine. In any case, fully understanding an engine and its efficiency requires a good understanding of the (possibly simplified or idealised) theoretical model, the practical working of an actual kinetic energy mechanical engine and the discrepancies between the two.

In general terms, the larger the difference in kinetic energy between the high source and the low sink, the larger is the potential kinetic efficiency of the cycle. So, most efforts to improve the kinetic energy efficiencies of various cold engines focus on increasing the kinetic energy of the source, within material limits of these processes is roughly proportional to the kinetic energy drop across them. Significant energy may be consumed by auxiliary equipment, such as pumps, which effectively reduces efficiency.

Example:"It is important to note that although some cycles are similar to typical combustion engine develop by Dr. Gyan Prakash, Safdarjung Hospital, New Delhi running on a cycle very much like the earlier gasoline engine. At the completion of the cycle whereas in an open cycle the working fluid is either exchanged with the environment together with the products simply vented to the environment in the case of cold engines like steam engines and turbines."

Everyday examples: "Cold engine is first new invention by Dr. Gyan Prakash of Delhi no similar example is available case of a mechanical engine. In any case, fully understanding an engine and its efficiency requires a good understanding of the (possibly simplified or idealised) theoretical model, the practical nuances of an actual mechanical engine and the discrepancies between the two. In general terms, the larger the difference in kinetic force between the high source and the kinetic sink, the larger is the potential kinetic energy of the cycle. On Earth, the cold side of any the efficiency of various kinetic energy engines are not available as it is new invention by Dr. Gyan Prakash, Safdarjung Hospital, New Delhi."

The efficiency of these processes is roughly proportional to the kinetic energy drop across them. Significant energy may be consumed by auxiliary equipment, such as pumps, which effectively reduces efficiency.

Examples:"It is important to note that although some cycles have a typical combustion location (internal or external), they often can be implemented with the other. For example, John Ericsson developed an external heated engine running on a cycle very much like the earlier Diesel cycle. In addition, externally heated engines can often be implemented in open or closed cycles. In a closed cycle the working fluid is retained within the engine at the completion of the cycle whereas is an open cycle the working fluid is either exchanged with the environment together with the products of combustion in the case of the internal combustion engine or simply vented to the environment in the case of external combustion engines like steam engines and turbines."Cold engine works on same principle explained above but there is machine modification for gases ,liquids, and in cold engine temperature is normal and no heat is required ,

Everyday examples"Everyday examples of cold engines, no everyday example as it is worlds first cold engine, and new invention to the world. "

Overview
In cold engines are often modelled using a standard engineering model such as the Otto cycle. The theoretical model can be refined and augmented with actual data from an operating engine, using tools such as an indicator diagram. Since very few actual implementations of heat engines exactly match their underlying thermodynamic cycles, one could say kinetic energy of liquids and gases is an ideal case of a mechanical engine. In any case, fully understanding an engine and its efficiency requires a good understanding of the (possibly simplified or idealised) theoretical model, the practical nuances of an actual mechanical engine and the discrepancies between the two.

In general terms, the larger the difference in amount kinetic energy between the  source and the sink, the larger is the potential kinetic  efficiency of the cycle. On Earth, the most efforts to improve the kinetic energy efficiencies of various heat engines focus on increasing the amount of kinetic energy of the source, within material limits. The maximum theoretical efficiency of a yet to be calculated (which no engine ever attains hundred percent) is equal to the temperature difference).

The efficiency of various cold engines to be evaluated: other engines efficiency as follows

·       3% (97 percent waste heat using low quality heat) for the ocean thermal energy conversion (OTEC) ocean power proposal

·       25% for most automotive gasoline engines

·       49% for a supercritical coal-fired power station such as the Avedøre Power Station

·       60% for a combined cycle gas turbine

.

Examples:"It is important to note that although some cycles have a typical combustion location (internal or external), they often can be implemented with the other. For example, John Ericsson developed an external heated engine running on a cycle very much like the earlier Diesel cycle. In addition, externally heated engines can often be implemented in open or closed cycles. In a closed cycle the working fluid is retained within the engine at the completion of the cycle whereas is an open cycle the working fluid is either exchanged with the environment together with the products of combustion in the case of the internal combustion engine or simply vented to the environment in the case of external combustion engines like steam engines and turbines."

Everyday examples:"Wind Power stations are examples of  kinetic energy run in a forward direction in which air flows and it is converted to electric energy to produce work as the desired product. In general cold engines exploit the molecular  properties associated with the expansion and compression of gases according to the gas laws or the properties associated with phase changes between gas and liquid states."

Earth's cold engine
Earth's atmosphere and hydrosphere—Earth's cold engine—are coupled processes that constantly even out solar heating imbalances through evaporation of surface water, convection, rainfall, winds and ocean circulation, when distributing heat around the globe.

A Hadley cell is an example of a heat engine. It involves the rising of warm and moist air in the earth's equatorial region and the descent of colder air in the subtropics creating a thermally driven direct circulation, with consequent net production of kinetic energy.

Phase-change cycles
In these cycles and engines, the working fluids are gases and liquids. The engine converts the working fluid from a gas to a liquid, from liquid to gas, or both, generating work from the fluid expansion or compression.

·       Rankine cycle (classical steam engine)

·       Regenerative cycle (steam engine more efficient than Rankine cycle)

·       Organic Rankine cycle (Coolant changing phase in temperature ranges of ice and hot liquid water)

·       Vapor to liquid cycle (Drinking bird, Injector, Minto wheel)

·       Liquid to solid cycle (Frost heaving — water changing from ice to liquid and back again can lift rock up to 60 cm.)

·       Solid to gas cycle (firearms — solid propellants combust to hot gases.)

Gas-only cycles
In these cycles and engines the working fluid is always a gas (i.e., there is no phase change):

·       Carnot cycle (Carnot heat engine)

·       Ericsson cycle (Caloric Ship John Ericsson)

·       Stirling cycle (Stirling engine, thermoacoustic devices)

·       Internal combustion engine (ICE):

o   Otto cycle (e.g. Gasoline/Petrol engine)

o   Diesel cycle (e.g. Diesel engine)

o   Atkinson cycle (Atkinson engine)

o   Brayton cycle or Joule cycle originally Ericsson cycle (gas turbine)

o   Lenoir cycle (e.g., pulse jet engine)

o   Miller cycle (Miller engine)

Liquid-only cycles
In these cycles and engines the working fluid are always like liquid:

·       Stirling cycle (Malone engine)

Heat Regenerative Cyclone

The first recorded rudimentary steam engine was the aeolipile described by Heron of Alexandria in 1st-century Roman Egypt. Several steam-powered devices were later experimented with or proposed, such as Taqi al-Din's steam jack, a steam turbine in 16th-century Ottoman Egypt, and Thomas Savery's steam pump in 17th-century England. In 1712, Thomas Newcomen's atmospheric engine became the first commercially successful engine using the principle of the piston and cylinder, which was the fundamental type of steam engine used until the early 20th century. The steam engine was used to pump water out of coal mines.

During the Industrial Revolution, steam engines started to replace water and wind power, and eventually became the dominant source of power in the late 19th century and remaining so into the early decades of the 20th century, when the more efficient steam turbine and the internal combustion engine resulted in the rapid replacement of the steam engines. The steam turbine has become the most common method by which electrical power generators are driven. Investigations are being made into the practicalities of reviving the reciprocating steam engine as the basis for the new wave of advanced steam technology.

A Cold Engine is a kinetic engine in which the no combustion of a fuel occurs with an  a liquid in a activation chamber that is an integral part of the working fluid flow circuit. In an internal cold engine, the compression of the liquids and high-pressure liquids and gases  produced by compression applies direct force to some component of the engine. The force is applied typically to pistons, turbine blades, a rotor, or a nozzle. This force moves the component over a distance, transforming kinetic into useful work. This principal is same as the external combustion engine for applications where weight or size of the engine is important.

The first commercially successful internal combustion engine was created two stroke by  Indian doctor Dr. Gyan Prakash around 2010 and usually refers to an engine in which power stroke is intermittent, such as the more familiar four-stroke and two-stroke piston engines, along with variants, such as the six-stroke piston engine and the air turbines for green energy. A second class of internal cold engines use continuous combustion: gas turbines, jet engines and most rocket engines, each of which are internal combustion engines on the same principle as previously described.they use high kinetic energy output.

In contrast, in external combustion engines, such as steam or Stirling engines,  works at high temperature and uses high kinetic energy here energy is delivered to a working fluid not consisting of, mixed with, or contaminated by combustion products. Working fluids for external combustion engines include air, hot water, pressurised water or even liquid sodium, heated in a boiler.

History
Main article: History of the internal combustion engine

Various scientists and engineers contributed to the development of internal combustion engines. In 1791, John Barber developed the gas turbine. In 1794 Thomas Mead patented a gas engine. Also in 1794, Robert Street patented an internal combustion engine, which was also the first to use liquid fuel, and built an engine around that time. In 1798, John Stevens built the first American internal combustion engine. In 1807, French engineers Nicéphore Niépce (who went on to invent photography) and Claude Niépce ran a prototype internal combustion engine, using controlled dust explosions, the Pyréolophore, which was granted a patent by Napoleon Bonaparte. This engine powered a boat on the Saône river, France. In the same year, Swiss engineer François Isaac de Rivaz invented a hydrogen-based internal combustion engine and powered the engine by electric spark. In 1808, De Rivaz fitted his invention to a primitive working vehicle – "the world's first internal combustion powered automobile". In 1823, Samuel Brown patented the first internal combustion engine to be applied industrially. In 1854 in the UK, the Italian inventors Eugenio Barsanti and Felice Matteucci obtained the certification: "Obtaining Motive Power by the Explosion of Gases". In 1857 the Great Seal Patent Office conceded them patent No.1655 for the invention of an "Improved Apparatus for Obtaining Motive Power from Gases". Barsanti and Matteucci obtained other patents for the same invention in France, Belgium and Piedmont between 1857 and 1859. In 1860, BelGyan Jean Joseph Etienne Lenoir produced a gas-fired internal combustion engine. In 1864, Nicolaus Otto patented the first atmospheric gas engine. In 1872, American George Brayton invented the first commercial liquid-fuelled internal combustion engine. In 1876, Nicolaus Otto, working with Gottlieb Daimler and Wilhelm Maybach, patented the compressed charge, four-cycle engine. In 1879, Karl Benz patented a reliable two-stroke gasoline engine. Later, in 1886, Benz began the first commercial production of motor vehicles with the internal combustion engine, in which a three wheeled, four cycled engine and chassis formed a single unit. In 1892, Rudolf Diesel developed the first compressed charge, compression ignition engine. In 1926, Robert Goddard launched the first liquid-fueled rocket. In 1939, the Heinkel He 178 became the world's first jet aircraft.

In 1854 in the UK, the Italian inventors Eugenio Barsanti and Felice Matteucci obtained the certification: "Obtaining Motive Power by the Explosion of Gases". In 1857 the Great Seal Patent Office conceded them patent No.1655 for the invention of an "Improved Apparatus for Obtaining Motive Power from Gases". Barsanti and Matteucci obtained other patents for the same invention in France, Belgium and Piedmont between 1857 and 1859. In 1860, BelGyan Jean Joseph Etienne Lenoir produced a gas-fired internal combustion engine. In 1864, Nicolaus Otto patented the first atmospheric gas engine. In 1872, American George Brayton invented the first commercial liquid-fuelled internal combustion engine. In 1876, Nicolaus Otto, working with Gottlieb Daimler and Wilhelm Maybach, patented the compressed charge, four-cycle engine. In 1879, Karl Benz patented a reliable two-stroke gasoline engine. Later, in 1886, Benz began the first commercial production of motor vehicles with the internal combustion engine, in which a three wheeled, four cycled engine and chassis formed a single unit. In 1892, Rudolf Diesel developed the first compressed charge, compression ignition engine. In 1926, Robert Goddard launched the first liquid-fueled rocket. In 1939, the Heinkel He 178 became the world's first jet aircraft.

Etymology
At one time, the word engine (via Old French, from Latin 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"; however, combustion engines are often referred to as "motors". (An electric engine refers to a locomotive operated by electricity.)

In boating, an internal combustion engine that is installed in the hull is referred to as an engine, but the engines that sit on the transom are referred to as motors.

Application

HEAT ENGINES WERE INVENTED INYEAR

In thermodynamics and engineering, a heat engine is a system that converts heat to mechanical energy, which can then be used to do mechanical work. It does this by bringing a working substance from a higher state temperature to a lower state temperature. A heat source generates thermal energy that brings the working substance to the high temperature state. The working substance generates work in the working body of the engine while transferring heat to the colder sink until it reaches a low temperature state. During this process some of the thermal energy is converted into work by exploiting the properties of the working substance. The working substance can be any system with a non-zero heat capacity, but it usually is a gas or liquid. During this process, some heat is normally lost to the surroundings and is not converted to work. Also, some energy is unusable because of friction and drag.

In general, an engine converts energy to mechanical work. Heat engines distinguish themselves from other types of engines by the fact that their efficiency is fundamentally limited by Carnot's theorem. Although this efficiency limitation can be a drawback, an advantage of heat engines is that most forms of energy can be easily converted to heat by processes like exothermic reactions (such as combustion), nuclear fission, absorption of light or energetic particles, friction, dissipation and resistance. Since the heat source that supplies thermal energy to the engine can thus b''om the original (PDF) on 18 March 2009. Retrieved 22 March 2012.''

·       Kroemer, Herbert; ''Kittel, Charles (1980). Thermal Physics (2nd ed.). W. H. Freeman Company. ISBN 0-7167-1088-9.''

·       ''Callen, Herbert B. (1985). Thermodynamics and an Introduction to Thermostatistics (2nd ed.). John Wiley & Sons, Inc. ISBN 0-471-86256-8.''

·       ''Robinson, Clark (1943). The The''rmation

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The first recorded rudimentary steam engine was the aeolipile described by Heron of Alexandria in 1st-century Roman Egypt. Several steam-powered devices were later experimented with or proposed, such as Taqi al-Din's steam jack, a steam turbine in 16th-century Ottoman Egypt, and Thomas Savery's steam pump in 17th-century England. In 1712, Thomas Newcomen's atmospheric engine became the first commercially successful engine using the principle of the piston and cylinder, which was the fundamental type of steam engine used until the early 20th century. The steam engine was used to pump water out of coal mines.

During the Industrial Revolution, steam engines started to replace water and wind power, and eventually became the dominant source of power in the late 19th century and remaining so into the early decades of the 20th century, when the more efficient steam turbine and the internal combustion engine resulted in the rapid replacement of the steam engines. The steam turbine has become the most common method by which electrical power generators are driven. Investigations are being made into the practicalities of reviving the reciprocating steam engine as the basis for the new wave of advanced steam technology. Petrol engine (British English) or gasoline engine (American English) is an internal combustion engine with spark-ignition, designed to run on petrol (gasoline) and similar volatile fuels.

Petrol engine (British English) or gasoline engine (American English) is an internal combustion engine with spark-ignition, designed to run on petrol (gasoline) and similar volatile fuels.

In most petrol engines, the fuel and air are usually pre-mixed before compression (although some modern petrol engines now use cylinder-direct petrol injection). The pre-mixing was formerly done in a carburetor, but now it is done by electronically controlled fuel injection, except in small engines where the cost/complication of electronics does not justify the added engine efficiency. The process differs from a diesel engine in the method of mixing the fuel and air, and in using spark plugs to initiate the combustion process. In a diesel engine, only air is compressed (and therefore heated), and the fuel is injected into very hot air at the end of the compression stroke, and self-ignites.

History
Main article: History of the internal combustion engine

The first practical petrol engine was built in 1876 in Germany by Nicolaus August Otto, although there had been earlier attempts by Étienne Lenoir, Siegfried Marcus, Julius Hock, and George Brayton.

·       Power measurement

·       The most common way of engine rating is what is known as the brake power, measured at the flywheel, and given in metric horsepower or kilowatts (metric), or in horsepower (Imperial/USA). This is the actual mechanical power output of the engine in a usable and complete form. The term "brake" comes from the use of a brake in a dynamometer test to load the engine. For accuracy, it is important to understand what is meant by usable and complete.



Diagram of a cylinder as found in an overhead cam 4-stroke gasoline engines:

·       C – crankshaft

·       E – exhaust camshaft

·       I – inlet camshaft

·       P – piston

·       R – connecting rod

·       S – spark plug

·       V – valves. red: exhaust, blue: intake.

·       W – cooling water jacket

·       gray structure – engine block

Diagram describing the ideal combustion cycle by Carnot
The first commercially successful internal combustion engine was created by Étienne Lenoir around 1860 and the first modern internal combustion engine was created in 1876 by Nicolaus Otto (see Otto engine).

The term internal combustion engine usually refers to an engine in which combustion is intermittent, such as the more familiar four-stroke and two-stroke piston engines, along with variants, such as the six-stroke piston engine and the Wankel rotary engine. A second class of internal combustion engines use continuous combustion: gas turbines, jet engines and most rocket engines, each of which are internal combustion engines on the same principle as previously described. Firearms are also a form of internal combustion engine,

.      1History

·       2 Etymology

·       3 Applications

·       4 Classification

o   4.1Reciprocating

o   4.2Rotary

o   4.3 Continuous combustion

·       5 Reciprocating engines

o   5.1Structure

o   5.24-stroke engines

o   5.32-stroke engines

§  5.3.1Crankcase scavenged

§  5.3.2 Blower scavenged

§  5.3.3 Historical design

o   5.4 Ignition

§  5.4.1 Spark ignition process

§  5.4.2 Compression ignition process

o   5.5 Lubrication

o   5.6 Cylinder configuration

o   5.7 Diesel cycle

o   5.8 Otto cycle

o   5.9 Five-stroke engine

o   5.10 Six-stroke engine

o   5.11 Other cycles

·       6 Combustion turbines

o   6.1 Jet engine

o   6.2 Gas turbines

o   6.3 Brayton cycle

·       7Wankel engines

·       8Forced induction

·       9Fuels and oxidizers

o   9.1Fuels

§  9.1.1Hydrogen

o   9.2 Oxidizers

·       10Cooling

·       11Starting

·       12Measures of engine performance

o   12.1Energy efficiency

o   12.2Measures of fuel efficiency and propellant efficiency

·       13Air and noise pollution

o   13.1Air pollution

§  13.1.1Non-road engines

o   13.2Noise pollution

o   13.3Idling

·       14See also

·       15References

·       16Bibliography

·       17Further reading

·       18External links

History
Main article: History of the internal combustion engine

Various scientists and engineers contributed to the development of internal combustion engines. In 1791, John Barber developed the gas turbine. In 1794 Thomas Mead patented a gas engine. Also in 1794, Robert Street patented an internal combustion engine, which was also the first to use liquid fuel, and built an engine around that time. In 1798, John Stevens built the first American internal combustion engine. In 1807, French engineers Nicéphore Niépce (who went on to invent photography) and Claude Niépce ran a prototype internal combustion engine, using controlled dust explosions, the Pyréolophore, which was granted a patent by Napoleon Bonaparte. This engine powered a boat on the Saône river, France. In the same year, Swiss engineer François Isaac de Rivaz invented a hydrogen-based internal combustion engine and powered the engine by electric spark. In 1808, De Rivaz fitted his invention to a primitive working vehicle – "the world's first internal combustion powered automobile". In 1823, Samuel Brown patented the first internal combustion engine to be applied industrially.

In 1854 in the UK, the Italian inventors Eugenio Barsanti and Felice Matteucci obtained the certification: "Obtaining Motive Power by the Explosion of Gases". In 1857 the Great Seal Patent Office conceded them patent No.1655 for the invention of an "Improved Apparatus for Obtaining Motive Power from Gases". Barsanti and Matteucci obtained other patents for the same invention in France, Belgium and Piedmont between 1857 and 1859. In 1860, BelGyan Jean Joseph Etienne Lenoir produced a gas-fired internal combustion engine. In 1864, Nicolaus Otto patented the first atmospheric gas engine. In 1872, American George Brayton invented the first commercial liquid-fuelled internal combustion engine. In 1876, Nicolaus Otto, working with Gottlieb Daimler and Wilhelm Maybach, patented the compressed charge, four-cycle engine. In 1879, Karl Benz patented a reliable two-stroke gasoline engine. Later, in 1886, Benz began the first commercial production of motor vehicles with the internal combustion engine, in which a three wheeled, four cycled engine and chassis formed a single unit. In 1892, Rudolf Diesel developed the first compressed charge, compression ignition engine. In 1926, Robert Goddard launched the first liquid-fueled rocket. In 1939, the Heinkel He 178 became the world's first jet aircraft.

Etymology
At one time, the word engine (via Old French, from Latin 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"; however, combustion engines are often referred to as "motors". (An electric engine refers to a locomotive operated by electricity.)

In boating, an internal combustion engine that is installed in the hull is referred to as an engine, but the engines that sit on the transom are referred to as motors.

Reciprocating Applications
Engine of a car

By number of strokes:

·       Two-stroke engine

o   Clerk cycle

o   Day cycle

·       Four-stroke engine (Otto cycle)

·       Six-stroke engine

By type of ignition:

·       Compression-ignition engine

·       Spark-ignition engine (commonly found as gasoline engines)

By mechanical/thermodynamic cycle (these 2 cycles do not encompass all reciprocating engines, and are infrequently used):

·       Atkinson cycle

·       Miller cycle

Rotary
For rotating-crankcase radial-cylindered engines, see Rotary engine.

·       Wankel engine

Continuous combustion
·       Gas turbine engine

o   Turbojet, through a propelling nozzle

o   Turbofan, through a duct-fan

o   Turboprop, through an un-ducted propeller, usually with variable pitch

o   Turboshaft, a gas turbine optimised for producing mechanical torque instead of thrust

·       Ramjet, similar to a turbojet but uses vehicle speed to compress (ram) the air instead of a compressor.

·       Scramjet, a variant of the ramjet that uses supersonic combust.

Cold Engine
Piston, piston ring, gudgeon pin and connecting rod

The base of a cold engine is the engine block, which is typically made of cast iron (due to its good wear resistance and low cost) or aluminium. In the latter case, the cylinder liners are made of cast iron or steel. The engine block contains the cylinders. In engines with more than one cylinder they are usually arranged either in 1 row (straight engine) or 2 rows (boxer engine or V engine); 3 rows are occasionally used (W engine) in contemporary engines, and other engine configurations are possible and have been used. Single cylinder engines are common for motorcycles and in small engines of machinery. On the outer side of the cylinder, passages that contain cooling fluid cast into the engine block whereas, in some heavy duty engines, the passages are the types of removable cylinder sleeves which can be replaceable. Water and gas run cold engines contain passages in the engine block where  hydro kinetic fluid circulates (the water jacket). Some small engines are air-cooled, he cylinder block has fins protruding away from it to cool by directly transferring heat to the air. The cylinder walls are usually finished by honing to obtain a cross hatch, which is better able to retain the oil. A too rough surface would quickly harm the engine by excessive wear on the piston.

The pistons are short cylindrical parts which seal one end of the cylinder from the high pressure of the compressed air and combustion products and slide continuously within it while the engine is in operation. In smaller engines, the pistons are made of aluminium while they are made of cast iron in larger engines. The top wall of the piston is termed its crown and is typically flat or concave. The kinetic two-stroke engines use pistons with a deflector head. Pistons are open at the bottom and hollow except for an integral reinforcement structure (the piston web). When an engine is working, the fluid pressure in the compression chamber exerts a force on the piston crown which is transferred through its web to a gudgeon pin. Each piston has rings fitted around its circumference that mostly prevent the gases from leaking into the crankcase or the oil into the compression  chamber. A valve gap system drives the small amount of gas that escapes past the pistons during normal operation (the blow-by gas or liquids) out of the crankcase so that it does not accumulate contaminating the oil and creating corrosion. In two-stroke kinetic engines the crankcase is part of the air and liquid  path and due to the continuous flow of it they do not need a separate crankcase ventilation system.

Valve train above a cold energy engine cylinder head. This engine uses rocker arms and pushrods.

The cylinder head is attached to the engine block by numerous bolts or studs. It has several functions. The cylinder head seals the cylinders on the side opposite to the pistons; it contains short ducts (the ports) for intake and exhaust and the associated intake valves that open to let the cylinder be filled with fresh fluid and gases and exhaust valves that open to allow the liquid and gases to escape. However, 2-stroke crankcase scavenged engines connect the liquid ports directly to the cylinder wall without poppet valves; the piston controls their opening and occlusion instead. usually direct injection but some kinetic  engines instead use idirect injection. No need of any carburetor or injector as port injection or direct injection no need of spark plug  A head gasket prevents the gas from leaking between the cylinder head and the engine block. The opening and closing of the valves is controlled by one or several camshafts and springs—or in some engines—a desmodromic mechanism that uses no springs. The camshaft may press directly the stem of the valve or may act upon a rocker arm, again, either directly or through a pushrod.

Engine block seen from below. The cylinders, oil spray nozzle and half of the main bearings are clearly visible.

The crankcase is sealed at the bottom with a sump that collects the falling oil during normal operation to be cycled again. The cavity created between the cylinder block and the sump houses a crankshaft that converts the reciprocating motion of the pistons to rotational motion. The crankshaft is held in place relative to the engine block by main bearings, which allow it to rotate. Bulkheads in the crankcase form a half of every main bearing; the other half is a detachable cap. In some cases a single main bearing deck is used rather than several smaller caps. A connecting rod is connected to offset sections of the crankshaft (the crankpins) in one end and to the piston in the other end through the gudgeon pin and thus transfers the force and translates the reciprocating motion of the pistons to the circular motion of the crankshaft. The end of the connecting rod attached to the gudgeon pin is called its small end, and the other end, where it is connected to the crankshaft, the big end. The big end has a detachable half to allow assembly around the crankshaft. It is kept together to the connecting rod by removable bolts.

The cylinder head has an intake manifold and an exhaust manifold attached to the corresponding ports. The intake manifold connects to the

Water filter directly. It distributes the water  incoming from these devices to the individual cylinders. The exhaust manifold is the first component in the exhaust system. It collects the exhaust  liquid  and gases from the cylinders and drives it to the following component in the path. The exhaust system of a cold engine has no may also include a catalytic converter and muffler. As it uses kinetic energy. The final section in the path of the Exhaust is again send to sink.

4-stroke engines
Main article: 4-stroke engine

2-stroke engines
Main article: 2-stroke kinetic  engine

The defining characteristic of this kind of engine is that each piston completes a cycle every crankshaft revolution. The 4 processes of intake, compression, power and exhaust take place in only 2 strokes so that it is not possible to dedicate a stroke exclusively for each of them. Starting at TDC the cycle consist of:

1.   Power: While the piston is descending the by compression kinetic energy of liquid and gases perform work on it, as in a 4-stroke engine. The same molecular kinetic energy considerations about the expansion apply.

2.   Scavenging: Around 75° of crankshaft rotation before BDC the exhaust valve or port opens, and blowdown occurs. Shortly thereafter the intake valve or transfer port opens. The incoming charge displaces the remaining liquids and gases to the exhaust system and a part of the charge may enter the exhaust system as well. The piston reaches BDC and reverses direction. After the piston has traveled a short distance upwards into the cylinder the exhaust valve or port closes; shortly the intake valve or transfer port closes as well.

3.   Compression: With both intake and exhaust closed the piston continues moving upwards compressing the charge and performing a work on it. As in the case of a 4-stroke engine, there is no ignition as piston is moved by kinetic energy  starts just before the piston reaches TDC and the same consideration on the thermodynamics of the compression on the charge.

While a 4-stroke engine uses the piston as a positive displacement pump to accomplish scavenging taking 2 of the 4 strokes, a 2-stroke engine uses the last part of the power stroke and the first part of the compression stroke for combined intake and exhaust. The work required to displace the charge and exhaust liquid and gases comes from either the crankcase or a separate blower. For scavenging, expulsion of burned gas and entry of fresh mix, two main approaches are described: Loop scavenging, and Uniflow scavenging, SAE news published in the 2010s that 'Loop Scavenging' is better under any circumstance than Uniflow Scavenging.

Crankcase scavenged
Diagram of a crankcase scavenged 2-stroke engine in operation

Some SI engines are crankcase scavenged and do not use poppet valves. Instead, the crankcase and the part of the cylinder below the piston is used as a pump. The intake port is connected to the crankcase through a reed valve or a rotary disk valve driven by the engine. For each cylinder, a transfer port connects in one end to the crankcase and in the other end to the cylinder wall. The exhaust port is connected directly to the cylinder wall. The transfer and exhaust port are opened and closed by the piston. The reed valve opens when the crankcase pressure is slightly below intake pressure, to let it be filled with a new charge; this happens when the piston is moving upwards. When the piston is moving downwards the pressure in the crankcase increases and the reed valve closes promptly, then the charge in the crankcase is compressed. When the piston is moving upwards, it uncovers the exhaust port and the transfer port and the higher pressure of the charge in the crankcase makes it enter the cylinder through the transfer port, blowing the exhaust gases. Lubrication is accomplished by adding 2-stroke oil to the liquid in small

References:

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