Question 1

Compression-ignition (diesel) engines — effect of engine speed on ignition delay Consider an 'oil engine' (compression-ignition). As the rotational speed increases (other conditions broadly similar), what generally happens to the ignition delay resp…

Accepted Answer

Introduction / Context: Ignition delay in a diesel (compression-ignition) engine is the time between the start of injection and the start of combustion. It strongly influences noise (diesel knock), maximum pressure rise rate, and smoothness. Understanding how speed affects delay is essential for calibration and diagnosing knocking. Given Data / Assumptions: Conventional diesel with proper injection timing and healthy atomization. Operation within the normal speed/load range (not extreme misfire or overspeed). Fuel of reasonable cetane number; coolant and intake conditions comparable. Concept / Approach: Ignition delay has a physical (chemical-kinetic) component governed by charge temperature/pressure and a mixing/physical component. As engine speed rises, charge temperature near the end of compression increases due to higher residual and reduced heat loss per cycle. This elevates reaction rates and shortens chemical delay. Although the crank-angle duration of delay can sometimes appear larger, the real-time (milliseconds) delay generally decreases with speed, which is what matters for knocking propensity since less fuel accumulates before ignition. Step-by-Step Solution: Higher speed → less time for heat transfer → higher end-of-compression temperature.Higher temperature/pressure → faster pre-flame chemistry → shorter chemical delay (in seconds).Less fuel premixed before ignition → gentler pressure rise → reduced knock tendency.Therefore, the claim “delay period increases with speed” is not generally correct. Verification / Alternative check: Empirical maps show shorter ignition delays (in milliseconds) at higher speeds for a given load and cetane rating. Engine ECUs often advance or retard timing to maintain optimal combustion phasing as speed/load vary, consistent with these trends. Why Other Options Are Wrong: “Agree” reverses the usual relationship. Statements limited to “only at idle” or “only above rated” are over-specific and ignore the broad trend explained by thermodynamics and kinetics. Common Pitfalls: Confusing time-based delay (ms) with crank-angle delay (degrees). At higher speed, the same time corresponds to more degrees; however the physical delay time typically decreases. Final Answer: Disagree

Question 2

Effect of higher intake-air temperature on thermal efficiency of an internal-combustion engine If the temperature of the intake air supplied to an IC engine increases (all else being similar), how is the engine's efficiency affected?

Accepted Answer

Introduction / Context: Intake conditions strongly influence both the thermodynamic cycle and volumetric efficiency of internal-combustion engines. Warmer intake air changes charge density, mixture preparation, knock margin, and ultimately brake-specific fuel consumption and efficiency. Given Data / Assumptions: Same engine geometry and compression ratio. No supercharging interstage cooling change; only intake temperature is increased. Comparable loads and speeds within the efficient operating range. Concept / Approach: Raising intake temperature lowers air density at a given manifold pressure, reducing the trapped mass of air per cycle. For SI engines, this reduces volumetric efficiency and can also reduce knock margin, requiring spark retard. For CI engines, higher intake temperature may shorten ignition delay but typically still reduces volumetric efficiency. Lower trapped oxygen mass usually reduces peak indicated efficiency because to maintain torque the throttle (SI) or fueling (CI) must adjust, and cycle-average losses rise relative to useful work. Step-by-Step Solution: Higher T_in → lower density (rho ∝ 1/T for given p) → less air per cycle.Less air mass → lower potential for complete, efficient combustion at the same fuelling → more throttling (SI) or different injection strategy (CI).Cycle phasing changes (e.g., spark retard in SI) → reduced thermal efficiency.Therefore, efficiency generally decreases as intake air temperature increases. Verification / Alternative check: Dynamometer data commonly show reduced brake power and higher BSFC at elevated intake temperatures absent compensating measures like intercooling or boost increase. Why Other Options Are Wrong: “Remain the same” ignores volumetric efficiency. “Increase” contradicts the density argument. “Depends only on compression ratio” is incomplete; intake conditions also matter. Common Pitfalls: Assuming a small temperature rise is negligible. Even modest increases (e.g., heat-soaked intake) can measurably affect performance. Final Answer: Decrease

Question 3

Four-stroke petrol engine — when does the compression stroke start and end? In a four-stroke cycle spark-ignition (petrol) engine, identify the ideal timing of the compression stroke relative to the piston's dead centres.

Accepted Answer

Introduction / Context: The four fundamental strokes are suction (intake), compression, power (expansion), and exhaust. While real engines use valve lead and lag, the ideal cycle description anchors each stroke to the piston's dead centres for conceptual clarity. Given Data / Assumptions: Idealized timing for teaching the basic cycle. Neglect of valve overlap and gas-dynamic effects. Conventional SI engine with throttle and spark ignition. Concept / Approach: In the ideal Otto cycle representation, the compression stroke begins as the piston leaves bottom dead centre (BDC) with both valves closed and ends when the piston reaches top dead centre (TDC). Heat is then added at (ideally) constant volume near TDC to initiate the power stroke. Real engines often close the intake valve slightly after BDC and may open the exhaust before BDC, but the ideal answer remains BDC to TDC for compression. Step-by-Step Solution: Identify compression: both valves closed; piston moves from BDC to TDC.Ideal cycle anchoring: start at BDC, end at TDC.Therefore, the correct choice is the BDC-to-TDC option. Verification / Alternative check: Textbook indicator diagrams show the compression line from the end of intake at BDC to TDC just before ignition. Why Other Options Are Wrong: Options with angles before/after BDC or TDC reflect specific valve timings but not the definition of the compression stroke itself. “Anywhere” is incorrect; stroke limits are set by piston travel. Common Pitfalls: Confusing valve events (intake closing after BDC) with the thermodynamic stroke definition. The stroke is still described BDC→TDC in the ideal model. Final Answer: Starts at bottom dead centre and ends at top dead centre

Question 4

Forced induction terminology — name of the operation that forces additional air under pressure into the cylinder What is the operation called when air is supplied to an engine cylinder at a pressure higher than ambient in order to increase the mass …

Accepted Answer

Introduction / Context: To raise specific power, engines often increase the mass of air inducted per cycle so that more fuel can be burned efficiently. This is achieved by compressing the intake air prior to entry into the cylinder, a practice widely used in both SI and CI engines. Given Data / Assumptions: Air is supplied above atmospheric pressure via compressor, supercharger, or turbocharger. Objective is higher charge density and improved volumetric efficiency. Concept / Approach: When a mechanically driven compressor is used (or by general terminology), the process is called supercharging; when exhaust energy drives a turbine-compressor unit, it is commonly called turbocharging (a specific form of supercharging). Both increase intake manifold pressure and charge density, allowing more fuel at similar air-fuel ratio without enrichment or smoke. Step-by-Step Solution: Increase air pressure upstream of intake valves/ports.Higher pressure → higher density → more oxygen per cycle.More oxygen permits more fuel at similar mixture strength → higher torque and power.This operation is termed supercharging. Verification / Alternative check: Manufacturer specifications denote “boost pressure” and “supercharged/turbocharged” engines, confirming the terminology. Why Other Options Are Wrong: Carburation concerns fuel vaporization/mixing, not pressurization. Turbulence is charge motion inside the cylinder. Ignition delay applies to CI combustion timing, not intake pressurization. Common Pitfalls: Equating supercharging strictly with mechanically driven compressors; in broader usage, turbocharging is a subset of supercharging. Final Answer: Supercharging

Question 5

Definition check — what density condition characterizes supercharging? Supercharging is the process of supplying intake air to the cylinder at a density that is __________ the density of the surrounding atmosphere.

Accepted Answer

Introduction / Context: Engine power scales with the mass of air trapped in the cylinder. Supercharging or turbocharging compresses the intake air, increasing its density and, consequently, the mass of oxygen available for combustion per cycle. Given Data / Assumptions: Boost device increases manifold absolute pressure above ambient. Intercooling may further increase density by reducing temperature after compression. Concept / Approach: For a given temperature, density is proportional to absolute pressure (rho ∝ p/T). Supercharging raises p (and with intercooling reduces T), so density exceeds that of ambient air. This allows more fuel at suitable air-fuel ratios, improving specific power without resorting to excessively rich mixtures (in SI) or smokey operation (in CI). Step-by-Step Solution: Apply ideal gas relation: rho ∝ p/T.Supercharging increases p; often, intercooling reduces T.Therefore, intake density is greater than ambient density. Verification / Alternative check: Boost gauges report manifold pressure above atmospheric. Power gains correlate with increased trapped charge density. Why Other Options Are Wrong: Equal to or less than ambient contradicts the defining purpose of supercharging. “Always below ambient” is physically inconsistent with the term. Common Pitfalls: Confusing pressure ratio with density when temperature changes; intercooling underscores that density, not just pressure, matters. Final Answer: Greater than

Question 6

Four-stroke engines — correct sequence of the four operations Identify the correct order of strokes in a four-stroke internal-combustion engine.

Accepted Answer

Introduction / Context: The operating sequence in a four-stroke engine defines gas exchange and thermodynamic processes and directly affects valve timing, ignition/injection control, and performance analysis. Given Data / Assumptions: Conventional SI or CI four-stroke engine. Ideal sequence without focusing on valve overlap nuances. Concept / Approach: The classic order is: intake (suction) to draw in fresh charge, compression to raise temperature/pressure, expansion (power) after ignition/combustion to produce work, and exhaust to expel products. This order is fundamental to engine kinematics and thermodynamics in textbooks and practical engines. Step-by-Step Solution: Stroke 1: Suction (intake valve open, piston BDC→TDC direction reversed starting from TDC→BDC).Stroke 2: Compression (both valves closed, piston BDC→TDC).Stroke 3: Expansion (power) (combustion, piston TDC→BDC).Stroke 4: Exhaust (exhaust valve open, piston BDC→TDC). Verification / Alternative check: Valve timing diagrams and indicator diagrams universally reflect this order. Why Other Options Are Wrong: Any permutation that places expansion before compression or mixes suction and compression order contradicts the required sequence for trapping and burning the charge. Common Pitfalls: Overlooking that intake and exhaust strokes bookend the thermodynamic cycle and that compression must precede the power stroke. Final Answer: Suction, compression, expansion, exhaust

Question 7

Fuel quality metrics — which index expresses the ignition quality of petrol (gasoline)? Choose the correct property used to express the knock resistance (ignition quality) of petrol used in spark-ignition engines.

Accepted Answer

Introduction / Context: Different fuels use different indices to characterize their combustion behavior. For petrol (gasoline) in spark-ignition engines, the key is resistance to auto-ignition (knock) under compression and high temperature prior to spark. Given Data / Assumptions: Spark-ignition operation with timed spark. Comparison between octane number, cetane number, and calorific value. Concept / Approach: Octane number quantifies knock resistance of petrol: higher octane means greater resistance to auto-ignition, allowing higher compression ratio or more spark advance without knock. Cetane number applies to diesel fuels and measures ease of auto-ignition (short ignition delay). Calorific value indicates energy content but not knocking tendency directly. Step-by-Step Solution: Identify property relevant to SI knock: octane number.Differentiate from diesel: cetane number is for CI ignition quality.Energy content (calorific value) does not express knock resistance.Therefore the correct index for petrol is octane number. Verification / Alternative check: Fuel pumps and engine manuals specify minimum octane requirements (RON/MON/AKI) for petrol engines, confirming the industry standard. Why Other Options Are Wrong: “Cetane number” applies to diesel. “Calorific value” is important but not a measure of knock resistance. “All of these” is overbroad and incorrect. Common Pitfalls: Confusing octane (resisting knock) with cetane (promoting ready ignition). They measure opposite tendencies in different engine types. Final Answer: Octane number

Question 8

Diesel antiknock (ignition improver) additive — identify the correct compound Which of the following is commonly used as an anti-knock (ignition quality improver) additive for compression-ignition (diesel) engines?

Accepted Answer

Introduction / Context: Diesel knock arises from long ignition delay. Additives that shorten ignition delay improve ignition quality and reduce knock. Knowing which additive serves this role prevents confusion with petrol antiknock agents used in spark-ignition engines. Given Data / Assumptions: Compression-ignition operation and diesel fuel context. Goal: reduce ignition delay and smooth combustion. Concept / Approach: Amyl nitrate (and related nitrate compounds like ethylhexyl nitrate) act as ignition improvers in diesel fuel, effectively raising cetane number by accelerating low-temperature pre-flame reactions. Tetraethyl lead is an SI antiknock additive (now largely phased out) and is inappropriate for CI fuels. Naphthenes are hydrocarbon types, not specific additives for delay reduction. Neat cetane (n-hexadecane) defines the high end of the cetane scale but is not used as an additive per se in commercial fuels. Step-by-Step Solution: Define the target: shorter ignition delay in CI → higher cetane behavior.Identify appropriate chemical class: nitrates/nitrites (e.g., amyl nitrate) as ignition improvers.Exclude SI antiknock agents and unrelated hydrocarbons.Hence, amyl nitrate is the correct choice. Verification / Alternative check: Fuel specifications and additive datasheets list nitrate-based cetane improvers as standard for diesel ignition quality enhancement. Why Other Options Are Wrong: Tetraethyl lead pertains to petrol octane improvement. Naphthene is a hydrocarbon family, not a specific improver. Cetane is a reference compound, not an additive in normal blending practice. Common Pitfalls: Assuming the same additive combats knock in both SI and CI engines; the phenomena and remedies differ. Final Answer: Amyl nitrate

Question 9

Power stroke frequency — two-stroke vs four-stroke at the same engine speed Compared with a four-stroke engine running at the same revolutions per minute, a two-stroke cycle engine delivers how many power (working) strokes per minute per cylinder?

Accepted Answer

Introduction / Context: The frequency of power events affects torque smoothness and specific power. Two-stroke engines complete a thermodynamic cycle every revolution, while four-stroke engines require two revolutions. This directly determines the count of power strokes per minute at a given speed. Given Data / Assumptions: Same crankshaft speed for both engines. Comparison per single cylinder to avoid cylinder-count effects. Concept / Approach: In a two-stroke, the cycle is completed in one revolution (360 degrees), delivering one power stroke per revolution. In a four-stroke, one power stroke occurs every two revolutions (720 degrees). Therefore, at the same rpm, a two-stroke has twice as many power strokes per minute per cylinder. Step-by-Step Solution: Two-stroke: power strokes per minute = N.Four-stroke: power strokes per minute = N/2.Ratio (two-stroke : four-stroke) = N : N/2 = 2 : 1.Hence, two-stroke delivers double the power strokes per minute. Verification / Alternative check: Timing diagrams and cycle descriptions in standard texts confirm the revolution requirement per cycle for each architecture. Why Other Options Are Wrong: “Same” and “half” contradict the fundamental cycle counts. “Four times” would require a power stroke every half revolution, which does not occur. Common Pitfalls: Conflating number of power strokes with actual brake power, which also depends on trapped mass, scavenging quality, and efficiency. Final Answer: Double

Question 10

Coil ignition system (petrol engines) — purpose of the condenser across the contact-breaker In a battery-and-coil ignition system, a condenser (capacitor) is connected across the contact-breaker points. What is its primary combined function?

Accepted Answer

Introduction / Context: Older SI ignition systems use a mechanical contact-breaker and an induction coil. The rapid collapse of current in the primary winding is essential to induce a high voltage in the secondary. The condenser plays a crucial role in achieving a sharp current change and preserving the breaker points. Given Data / Assumptions: Battery-and-coil Kettering ignition system. Contact-breaker actuated by cam on the distributor shaft. Capacitor connected in parallel with breaker points. Concept / Approach: When the points open, the capacitor momentarily absorbs current, preventing an arc across the opening points. Simultaneously, together with the primary inductance, it forms an oscillatory circuit that produces a rapid fall (and brief oscillation) of current, increasing the rate of change of magnetic flux. This enhances the induced electromotive force in the secondary winding, yielding a strong spark. Step-by-Step Solution: Points open → capacitor charges instead of an arc forming across the gap.Capacitor + inductor create a fast current collapse and transient.Faster dI/dt → larger induced voltage in the secondary (V ∝ dΦ/dt).Hence, the condenser both prevents arcing and boosts secondary voltage. Verification / Alternative check: Without the condenser, contact points burn rapidly and secondary voltage is poor due to slow flux decay, a well-known maintenance symptom. Why Other Options Are Wrong: “Only prevent sparking” omits the crucial role in voltage generation. “Increase dwell angle” relates to closed-time, not condenser function. “Clamp secondary voltage” is incorrect; the goal is to maximize it. Common Pitfalls: Misunderstanding the condenser as a mere surge suppressor; it actively shapes the primary current waveform. Final Answer: Both to prevent arcing at the points and to speed up the primary current collapse for a higher secondary voltage

Question 11

Spark-ignition (petrol) engines — role of the ignition coil: In a conventional spark-ignition ignition system, the ignition coil must supply ________ voltage to the spark plug to jump the gap and initiate combustion in the cylinder.

Accepted Answer

Introduction / Context: The ignition system of a spark-ignition (SI) petrol engine creates a controlled electrical discharge across the spark plug gap to ignite the air–fuel mixture. Central to this is the ignition coil, a transformer that elevates battery voltage to much higher levels so the spark can bridge the plug gap under high in-cylinder pressure. Given Data / Assumptions: Battery supply is roughly 12 V (vehicle electrical system). The spark plug gap typically ranges from about 0.6 mm to 1.1 mm. In-cylinder gas pressure near firing is several bar, increasing the dielectric strength of the mixture, which requires higher breakdown voltage. Concept / Approach: Electrical breakdown across a gap depends on gas pressure, gap size, and mixture composition. A 12 V source is insufficient; rather, tens of kilovolts are needed. The ignition coil, acting as a step-up transformer, stores magnetic energy and then collapses the field to induce a high-voltage pulse on the secondary winding, producing the discharge at the plug. Step-by-Step Solution: Recognize the plug gap and pressurized mixture demand high breakdown voltage.Battery voltage is transformed by the coil to tens of kilovolts (often 15–30 kV).High voltage enables a reliable spark across the gap → ignition of the mixture. Verification / Alternative check: Service manuals and oscilloscope traces show secondary voltages commonly peaking between about 15 kV and 30 kV, varying with gap, pressure, and system design. This confirms that a high voltage is essential for consistent ignition under engine conditions. Why Other Options Are Wrong: Low or medium (battery-level) only: 12 V cannot ionize the gap in a compressed gas mixture. Alternating low voltage: The spark requires a high-voltage pulse, not simply low-voltage AC. Common Pitfalls: Assuming plug firing voltage is constant; it rises with cylinder pressure (wide-open throttle, boosted engines) and with larger gaps. Weak coils or excessive gap increase misfire risk. Final Answer: high

Question 12

Four-stroke engine kinematics — number of crankshaft revolutions per cycle: In a four-stroke internal combustion engine, the working cycle (intake, compression, power, and exhaust) is completed in how many revolutions of the crankshaft?

Accepted Answer

Introduction / Context: Understanding engine timing is fundamental for diagnostics, valve train design, and ignition scheduling. A four-stroke engine performs distinct piston strokes that together constitute one thermodynamic cycle with specific mechanical timing between the crankshaft and camshaft. Given Data / Assumptions: Four strokes: intake (suction), compression, power (expansion), exhaust. One up-and-down piston movement equals two strokes (down + up). Camshaft typically rotates at half crankshaft speed to synchronize valve events with the four-stroke sequence. Concept / Approach: Each piston stroke corresponds to 180 degrees of crankshaft rotation. Four strokes therefore require 4 * 180 degrees = 720 degrees, or two full revolutions of the crankshaft, to complete one cycle and deliver a single power stroke per cylinder per cycle. Step-by-Step Solution: Intake: piston down (180°) draws fresh charge.Compression: piston up (another 180°) compresses charge.Power: combustion near TDC pushes piston down (180°).Exhaust: piston up (final 180°) clears products.Total rotation = 720° = two crankshaft revolutions. Verification / Alternative check: Camshaft-to-crankshaft gear ratio of 1:2 in four-stroke engines corroborates the two-revolution-per-cycle fact, ensuring valve events occur once every two crank revolutions for each cylinder. Why Other Options Are Wrong: One revolution: corresponds to two-stroke operation, not four-stroke. Three or four revolutions: would misalign valve and ignition timing and are inconsistent with standard four-stroke kinematics. Common Pitfalls: Confusing firing frequency across multiple cylinders with per-cylinder cycle frequency; multi-cylinder engines achieve more frequent overall power strokes but each cylinder still completes one cycle in two revolutions. Final Answer: two revolutions of the crankshaft

Question 13

Real vs. air-standard cycles — effect of variable specific heats: Compared with the ideal air-standard assumption (constant specific heats), in an actual engine cycle the variation of specific heats with temperature tends to ________ the maximum pre…

Accepted Answer

Introduction / Context: Air-standard cycle analysis simplifies thermodynamics by assuming constant specific heats. In real engines, however, specific heats of gases increase with temperature. Recognizing this difference helps explain why real peak pressures and temperatures are lower than predicted by simplistic models for the same heat addition. Given Data / Assumptions: Idealized air-standard analysis assumes constant cp and cv. Real working fluid (combustion products) exhibits temperature-dependent specific heats that generally rise with temperature. Heat addition is compared on the same basis to evaluate state-point differences. Concept / Approach: When cp and cv rise with temperature, the same amount of added heat causes a smaller temperature rise because the gas can absorb more energy per kelvin. A lower temperature rise at constant mass and volume/pressure conditions leads to a lower resulting pressure rise as well (via ideal gas relationships), thus reducing both the maximum temperature and maximum pressure compared with constant-specific-heat predictions. Step-by-Step Solution: Start from dQ = m * cv(T) * dT (at constant volume) or dQ = m * cp(T) * dT (at constant pressure).If cv(T) and cp(T) increase with T, then for a fixed dQ the resulting dT is reduced.Lower peak T implies, by pV = mRT, a lower peak p for comparable V (or lower p for comparable T and V changes).Hence, realistic variable specific heats depress both p_max and T_max relative to air-standard results. Verification / Alternative check: Detailed combustion gas tables and cycle simulations show noticeable reductions in predicted peak values when variable specific heats are used, aligning closer to measured engine data. Why Other Options Are Wrong: Increase p_max/T_max: Opposite of the thermodynamic effect. Mixed increase/decrease options: Not consistent with the coupled p–T reduction caused by higher effective heat capacity at elevated temperatures. Common Pitfalls: Assuming R changes significantly; R remains constant for a given gas mixture, while cp and cv change, altering gamma and temperature rise for a given heat input. Final Answer: reduce maximum pressure and maximum temperature

Question 14

Lean-mixture operability — which engine type tolerates very lean operation? Identify the engine class that can operate satisfactorily with very lean overall air–fuel mixtures due to its combustion mode and excess-air capability.

Accepted Answer

Introduction / Context: Lean-burn capability influences fuel economy, emissions, and combustion stability. Engine types differ in how lean they can operate based on how the mixture is prepared and ignited. Understanding this helps in selecting and calibrating engines for efficiency and emissions targets. Given Data / Assumptions: Spark-ignition (SI) engines ignite a premixed, largely homogeneous charge with a spark. Compression-ignition (CI, diesel) engines inject fuel into hot air, burning in a diffusion-controlled, heterogeneous manner with high excess air. Focus on overall equivalence ratio, not local stratification details. Concept / Approach: Diesel engines routinely operate with large excess air (overall lean conditions). Combustion occurs where injected fuel mixes to locally combustible proportions, so the overall mixture can remain very lean without misfire. SI engines require the overall mixture near the plug to be within flammability limits; too-lean mixtures lead to misfire and unstable combustion, constraining lean operation unless advanced stratification and ignition strategies are used. Step-by-Step Solution: Consider ignition method: diffusion-controlled auto-ignition (CI) vs. spark-initiated flame propagation (SI).Assess lean stability: CI supports high excess air because fuel is metered into hot air and burns locally.Conclude CI engines can run on very lean overall mixtures more readily than SI. Verification / Alternative check: Diesel engines at light load inject small fuel quantities into essentially full cylinders of air (lambda often > 2), demonstrating robust operation at very lean overall equivalence ratios. Why Other Options Are Wrong: Spark ignition: Limited by flame kernel development and misfire at lean extremes without special measures. Rotary or gas turbine only: Not a general statement; gas turbines also run lean overall but the question targets reciprocating engine classes; CI is the standard answer. Common Pitfalls: Confusing local mixture near the spark with overall mixture; SI stratified-charge systems can be lean overall but still require careful control to avoid misfire. Final Answer: compression ignition

Question 15

Typical fuel injection timing — four-stroke diesel engine: Select the most appropriate generic timing for the injector (fuel valve) opening and closing in a four-stroke diesel engine relative to top dead centre (TDC).

Accepted Answer

Introduction / Context: Injection timing in compression-ignition engines is critical for efficient combustion, controlled pressure rise, noise, and emissions. Generic textbook values describe injection beginning slightly before TDC and ending shortly after TDC in many conventional diesel engines, though exact timing varies with design and operating condition. Given Data / Assumptions: Four-stroke diesel engine with direct injection. Moderate speed and load; no advanced multi-pulse strategies considered. Seeking representative crank-angle windows rather than manufacturer-specific maps. Concept / Approach: Because ignition delay exists between start of injection (SOI) and start of combustion, fuel is injected slightly before TDC so that effective combustion and peak pressure occur just after TDC, maximizing work on the piston while avoiding excessive negative compression work or harsh pressure rise rates. Hence, typical guidance places SOI around 10–20° before TDC and end of injection shortly after TDC. Step-by-Step Solution: Account for ignition delay: begin SOI before TDC to time heat release appropriately.Target peak pressure slightly after TDC to optimize efficiency and mechanical loading.Representative window: opens ~15° BTDC and closes ~20° ATDC. Verification / Alternative check: Engine indicator diagrams and calibration literature frequently cite SOI values in the 10–20° BTDC range at nominal conditions, with end of injection shortly after TDC for main injection events. Why Other Options Are Wrong: Opens after TDC or closes before BDC: Not representative for main injection; combustion would be late, harming efficiency. Opens at TDC and closes at BDC: Far too long and late; not realistic for diesel combustion phasing. May open anywhere: Injection timing is carefully controlled, not arbitrary. Common Pitfalls: Confusing start of injection with start of combustion; they are separated by ignition delay, which calibration must anticipate. Final Answer: opens at 15° before top dead centre and closes at 20° after top dead centre

Question 16

Relative ignitability — diesel versus petrol fuels: Considering volatility and ignition requirements, diesel fuel as compared to petrol (gasoline) is generally ________ to ignite under spark-ignition conditions.

Accepted Answer

Introduction / Context: Ignitability depends on volatility, auto-ignition characteristics, and intended ignition method. Petrol is formulated for spark ignition with high volatility and high octane (resistance to auto-ignition), whereas diesel is formulated for compression ignition with lower volatility and high cetane (short ignition delay at high temperature). Given Data / Assumptions: Comparison is under spark-ignition conditions (low-pressure electrical spark in a premixed environment). Petrol vaporizes readily at ambient intake conditions; diesel does not vaporize as easily. Diesel ignition in practice relies on high temperature from compression, not on a low-energy spark. Concept / Approach: For a spark to ignite a mixture, sufficient vapor must be present near the electrodes. Petrol’s high volatility produces ample vapor; diesel’s lower volatility and higher boiling range make it harder to form a combustible vapor cloud at typical SI intake conditions. Thus, diesel is more difficult to ignite via a spark, though it auto-ignites readily in hot compressed air (its intended mode). Step-by-Step Solution: Assess volatility: petrol > diesel in vapor formation at ambient.Assess ignition mode: SI = spark-triggered premixed flame; CI = compression-triggered diffusion burn.Conclude: under SI conditions, diesel is harder to ignite than petrol. Verification / Alternative check: Misfueling experiences show petrol engines run poorly or not at all on diesel due to poor vaporization and plug fouling, confirming low spark-ignited ignitability for diesel. Why Other Options Are Wrong: Highly/less difficult to ignite: Contradicts volatility and intended ignition mode. None: A clear comparative statement exists. Common Pitfalls: Confusing auto-ignition ease in a hot diesel cylinder (high) with spark-ignition ease at ambient intake conditions (low for diesel). Final Answer: more difficult to ignite

Question 17

Nuclear fuel enrichment range — enriched uranium definition: Enriched uranium may contain fissionable U-235 content in approximately which range (expressed as percent by weight of U-235)?

Accepted Answer

Introduction / Context: Enrichment increases the fraction of the fissile isotope U-235 in uranium beyond its natural level (~0.7%) to meet reactor or other application requirements. Understanding the broad range of enrichment is useful in power engineering and nuclear technology contexts. Given Data / Assumptions: Natural uranium: about 0.7% U-235 and the rest mostly U-238. Low-enriched uranium (LEU): up to about 20% U-235, commonly 3–5% for light-water reactors. Highly enriched uranium (HEU): greater than 20% U-235; special applications can exceed 90%. Concept / Approach: By definition, “enriched uranium” is any uranium with U-235 fraction above natural. Practical uses span from a few percent for power reactors to very high percentages for research or other specialized applications. Hence, a very wide range—from just above 1% to well above 90%—fits under the enriched umbrella, up to nearly pure U-235 in theoretical terms (recognizing practical and regulatory limits). Step-by-Step Solution: Identify baseline: >0.7% qualifies as enriched.Typical LEU: ~3–5% for commercial reactors.HEU: >20%, sometimes ~90%+ for certain uses.Therefore, a broad 1–99% range captures nearly all enriched forms. Verification / Alternative check: Textbook classifications of LEU and HEU confirm that enrichment spans from slightly above natural up to very high percentages depending on application; power fuel and weapons-grade examples illustrate the lower and upper ends. Why Other Options Are Wrong: 1–40%, 10–50%, 1–80%: These subsets omit legitimate higher or lower enriched ranges, making them incomplete. Common Pitfalls: Confusing “typical power-reactor enrichment” (3–5%) with the definition of “enriched” more broadly; the term encompasses far more than one application. Final Answer: 1 to 99%

Question 18

Compression ratio and knock tendency (petrol engines): Using a fixed-octane fuel, increasing the compression ratio in a spark-ignition petrol engine will ________ the tendency to knock.

Accepted Answer

Introduction / Context: Engine knock (auto-ignition) in spark-ignition engines depends on mixture temperature, pressure, and fuel octane. Compression ratio strongly influences end-gas conditions; higher ratios increase the likelihood that the unburned end gas reaches auto-ignition before the flame front arrives. Given Data / Assumptions: Fuel octane rating is fixed (no change in fuel anti-knock quality). Other variables held constant (intake temperature, spark timing, etc.). Naturally aspirated operation for simplicity. Concept / Approach: Higher compression ratio raises the temperature and pressure of the air–fuel mixture at the end of compression. Since auto-ignition propensity increases with temperature and pressure for a given octane, the probability of knock rises. Therefore, the statement that increasing compression ratio will not affect knocking tendency is incorrect; it does affect it adversely (increased knock tendency) unless compensated by higher octane fuel, retarded spark, cooler charge, or knock-mitigation strategies. Step-by-Step Solution: Consider end-gas state: higher compression → higher T and p.Auto-ignition delay shortens at higher T and p for fixed fuel.Result: increased knock tendency; thus the claim of “no effect” is false. Verification / Alternative check: Engine calibration practice ties allowable spark advance and compression ratio to octane. Higher compression requires higher octane or conservative spark timing to avoid knock, directly showing the dependency. Why Other Options Are Wrong: Agree: Opposite of well-established thermodynamic behavior. Conditional options: The dependency is general; operating condition changes merely shift the threshold. Common Pitfalls: Assuming modern knock sensors eliminate the problem; they mitigate damage by retarding spark, but efficiency may suffer. The physical tendency still increases with compression ratio for a fixed fuel. Final Answer: Disagree

Question 19

Fuel quality indices — which scale represents diesel ignition quality? Select the correct property index used to rate the ignition quality and ignition delay characteristics of diesel fuel.

Accepted Answer

Introduction / Context: Different fuels are rated using different standardized scales relevant to their intended combustion modes. Petrol (spark-ignition) fuels use octane ratings to indicate resistance to knock, while diesel (compression-ignition) fuels use cetane numbers to indicate ignition quality (shortness of ignition delay) under compression. Given Data / Assumptions: Diesel engines initiate combustion by auto-ignition due to high temperature from compression. Short ignition delay supports smooth pressure rise and reduced noise/emissions. Scale definitions: octane for SI knock resistance; cetane for CI ignition delay; calorific value measures energy content, not ignition behavior. Concept / Approach: Cetane number is defined by comparing a diesel fuel’s ignition delay to that of reference blends of cetane (n-hexadecane, high ignitability) and heptamethylnonane (low ignitability). Higher cetane implies shorter delay and better ignition quality, desirable for cold starts, smooth operation, and lower unburned hydrocarbon emissions. Step-by-Step Solution: Identify combustion mode: compression ignition requires auto-ignition.Select rating relevant to ignition delay: cetane number.Exclude octane (SI knock resistance) and calorific value (energy content only). Verification / Alternative check: Engine test methods (e.g., CFR diesel engine) and modern ignition quality testers quantify cetane, confirming its role as the standard diesel ignition metric. Why Other Options Are Wrong: Octane number: Opposite purpose; high octane resists auto-ignition, which is undesirable in diesel start-of-combustion. Calorific value: Does not indicate how readily the fuel ignites, only energy per unit mass or volume. None: A well-established metric exists: cetane number. Common Pitfalls: Assuming a higher energy content guarantees better diesel performance; ignition quality is separate from energy content and crucial for combustion phasing. Final Answer: cetane number

Question 20

Misfueling effect — petrol in a diesel engine: If petrol (gasoline) is used in a compression-ignition diesel engine, what is the most likely operational consequence?

Accepted Answer

Introduction / Context: Diesel engines depend on auto-ignition of injected fuel in hot, highly compressed air. Petrol has a high octane rating (resists auto-ignition) and different volatility and lubricity characteristics. Using petrol in a diesel compromises injection system lubrication and alters ignition delay, often leading to harsh combustion phenomena. Given Data / Assumptions: Compression-ignition engine with high compression ratio and in-cylinder temperatures. Petrol substituted for diesel in the fuel system (no adjustments). No knock-control electronics typical of SI engines. Concept / Approach: Petrol’s resistance to auto-ignition tends to lengthen ignition delay under diesel conditions. During this delay, more fuel can accumulate before combustion starts. When ignition finally occurs, a large fraction of premixed fuel-air burns almost simultaneously, causing a rapid pressure rise commonly perceived as severe knocking or “diesel knock.” Additionally, lack of lubricity in petrol can damage pumps/injectors and degrade spray quality, compounding abnormal combustion. Step-by-Step Solution: Consider ignition chemistry: high octane → longer ignition delay in CI conditions.Longer delay → larger premixed burn fraction at ignition.Rapid heat release → steep pressure rise → pronounced knock. Verification / Alternative check: Field experience and safety advisories warn against petrol contamination in diesel; symptoms include loud knocking, loss of power, hard starting, and potential injector-pump damage due to poor lubricity. Why Other Options Are Wrong: Low power / low efficiency: These may also occur, but the most defining and immediate issue is the severe knock caused by altered ignition delay and heat release. Black smoke: Typically linked to rich, sooty combustion with heavy fuels; petrol contamination more often leads to misfire/knock and possible white or gray exhaust, not necessarily black smoke. Common Pitfalls: Assuming petrol will burn gently because it burns smoothly in SI engines; combustion phasing and initiation mechanisms are entirely different in CI engines. Final Answer: higher knocking will occur

IC Engines and Nuclear Power Plants Questions