Intake, induction or suction
Intake, induction or suction: The intake valves are open as a result of the cam lobe pressing down on the valve stem. The piston moves downward increasing the volume of the combustion chamber and allowing air to enter in the case of a CI engine or an air fuel mix in the case of SI engines that do not use direct injection. The air or air-fuel mixture is called the charge in any case.
Compression: In this stroke, both valves are closed and the piston moves upward reducing the combustion chamber volume which reaches its minimum when the piston is at TDC. The piston performs work on the charge as it is being compressed; as a result its pressure, temperature and density increase; an approximation to this behavior is provided by the ideal gas law. Just before the piston reaches TDC, ignition begins. In the case of a SI engine, the spark plug receives a high voltage pulse that generates the spark which gives it its name and ignites the charge. In the case of a CI engine the fuel injector quickly injects fuel into the combustion chamber as a spray; the fuel ignites due to the high temperature.
Power or working stroke: The pressure of the combustion gases pushes the piston downward, generating more work than it required to compress the charge. Complementary to the compression stroke, the combustion gases expand and as a result their temperature, pressure and density decreases. When the piston is near to BDC the exhaust valve opens. The combustion gases expand irreversibly due to the leftover pressure?in excess of back pressure, the gauge pressure on the exhaust port?; this is called the blowdown.
Exhaust: The exhaust valve remains open while the piston moves upward expelling the combustion gases. For naturally aspirated engines a small part of the combustion gases may remain in the cylinder during normal operation because the piston does not close the combustion chamber completely; these gases dissolve in the next charge. At the end of this stroke, the exhaust valve closes, the intake valve opens, and the sequence repeats in the next cycle. The intake valve may open before the exhaust valve closes to allow better scavenging.
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 air and exhaust valves that open to allow the combustion gases to escape. However, 2-stroke crankcase scavenged engines connect the gas ports directly to the cylinder wall without poppet valves; the piston controls their opening and occlusion instead. The cylinder head also holds the spark plug in the case of spark ignition engines and the injector for engines that use direct injection. All CI engines use fuel injection, usually direct injection but some engines instead use indirect injection. SI engines can use a carburetor or fuel injection as port injection or direct injection. Most SI engines have a single spark plug per cylinder but some have 2. 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 air filter directly, or to a carburetor when one is present, which is then connected to the air filter. It distributes the air incoming from these devices to the individual cylinders. The exhaust manifold is the first component in the exhaust system. It collects the exhaust gases from the cylinders and drives it to the following component in the path. The exhaust system of an ICE may also include a catalytic converter and muffler. The final section in the path of the exhaust gases is the tailpipe.
Car - fuel technologies
Most cars in use today are propelled by an internal combustion engine, fueled by deflagration of gasoline or diesel. Both fuels are known to cause air pollution and are also blamed for contributing to climate change and global warming.4 Rapidly increasing oil prices, concerns about oil dependence, tightening environmental laws and restrictions on greenhouse gas emissions are propelling work on alternative power systems for cars. Efforts to improve or replace existing technologies include the development of hybrid vehicles, plug-in electric vehicles and hydrogen vehicles. Vehicles using alternative fuels such as ethanol flexible-fuel vehicles and natural gas vehicles are also gaining popularity in some countries. Cars for racing or speed records have sometimes employed jet or rocket engines, but these are impractical for common use.
Oil consumption in the twentieth and twenty-first centuries has been abundantly pushed by car growth; the 1985?2003 oil glut even fuelled the sales of low-economy vehicles in OECD countries. The BRIC countries are adding to this consumption; in December 2009 China was briefly the largest car market.35