text:
Four-stroke engine
From Wikipedia, the free encyclopedia
Jump to: navigation, search
Four-stroke cycle used in gasoline/petrol engines. 1 = Intake, 2 = Compression, 3 = Power, 4 = Exhaust. The right blue side is the intake port and the left brown side is the exhaust port. The cylinder wall is a thin sleeve surrounding the piston head which creates a space for the combustion of fuel and the genesis of mechanical energy.
A four-stroke (also four-cycle) engine is an internal combustion (IC) engine in which the piston completes four separate strokes while turning the crankshaft. A stroke refers to the full travel of the piston along the cylinder, in either direction. The four separate strokes are termed:
Intake: also known as induction or suction This stroke of the piston begins at top dead center (T.D.C.) and ends at bottom dead center (B.D.C.). In this stroke the intake valve must be in the open position while the piston pulls an air-fuel mixture into the cylinder by producing vacuum pressure into the cylinder through its downward motion.
Compression: This stroke begins at B.D.C, or just at the end of the suction stroke, and ends at T.D.C. In this stroke the piston compresses the air-fuel mixture in preparation for ignition during the power stroke (below). Both the intake and exhaust valves are closed during this stage.
Combustion: also known as power or ignition This is the start of the second revolution of the four stroke cycle. At this point the crankshaft has completed a full 360 degree revolution. While the piston is at T.D.C. (the end of the compression stroke) the compressed air-fuel mixture is ignited by a spark plug (in a gasoline engine) or by heat generated by high compression (diesel engines), forcefully returning the piston to B.D.C. This stroke produces mechanical work from the engine to turn the crankshaft.
Exhaust: also known as outlet. During the exhaust stroke, the piston once again returns from B.D.C. to T.D.C. while the exhaust valve is open. This action expels the spent air-fuel mixture through the exhaust valve.
Contents
[hide]
1 History
1.1 Otto cycle
1.2 Atkinson cycle
1.3 Diesel cycle
2 Thermodynamic analysis
3 Fuel considerations
4 Design and engineering principles
4.1 Power output limitations
4.1.1 Intake/exhaust port flow
4.2 Waste Heat Recovery of an IC engine 12[6]
4.2.1 Supercharging
4.2.2 Turbocharging
4.3 Rod and piston-to-stroke ratio
4.4 Valve train
4.4.1 Valve clearance
4.5 Energy balance
5 See also
6 References
7 General sources
8 External links
History[edit]
Otto cycle[edit]
Main article: Otto cycle
See also: Otto engine
An Otto Engine from 1920's US Manufacture
Nikolaus August Otto as a young man was a traveling salesman for a grocery concern. In his travels he encountered the internal combustion engine built in Paris by Belgian expatriate Jean Joseph Etienne Lenoir. In 1860, Lenoir successfully created a double-acting engine that ran on illuminating gas at 4% efficiency. The 18 litre Lenoir Engine produced only 2 horsepower. The Lenoir engine ran on illuminating gas made from coal, which had been developed in Paris by Philip Lebon.[1]
In testing a replica of the Lenoir engine in 1861 Otto became aware of the effects of compression on the fuel charge. In 1862, Otto attempted to produce an engine to improve on the poor efficiency and reliability of the Lenoir engine. He tried to create an engine that would compress the fuel mixture prior to ignition, but failed as that engine would run no more than a few minutes prior to its destruction. Many other engineers were trying to solve the problem, with no success.[1]
In 1864, Otto and Eugen Langen founded the first internal combustion engine production company, NA Otto and Cie (NA Otto and Company). Otto and Cie succeeded in creating a successful atmospheric engine that same year.[1] The factory ran out of space and was moved to the town of Deutz, Germany in 1869 where the company was renamed to Deutz Gasmotorenfabrik AG (The Deutz Gas Engine Manufacturing Company).[1] In 1872, Gottlieb Daimler was technical director and Wilhelm Maybach was the head of engine design. Daimler was a gunsmith who had worked on the Lenoir engine. By 1876, Otto and Langen succeeded in creating the first internal combustion engine that compressed the fuel mixture prior to combustion for far higher efficiency than any engine created to this time.
Daimler and Maybach left their employ at Otto and Cie and developed the first high-speed Otto engine in 1883. In 1885, they produced the first automobile to be equipped with an Otto engine. The Daimler Reitwagen used a hot-tube ignition system and the fuel known as Ligroin to become the world's first vehicle powered by an internal combustion engine. It used a four-stroke engine based on Otto's design. The following year Karl Benz produced a four-stroke engined automobile that is regarded as the first car.[2]
In 1884, Otto's company, then known as Gasmotorenfabrik Deutz (GFD), developed electric ignition and the carburetor. In 1890, Daimler and Maybach formed a company known as Daimler Motoren Gesellschaft. Today, that company is Daimler-Benz.
Atkinson cycle[edit]
This 2004 Toyota Prius hybrid has an Atkinson-cycle engine as the petrol-electric hybrid engine
The Atkinson Gas Cycle
Main article: Atkinson cycle
The Atkinson-cycle engine is a type of single stroke internal combustion engine invented by James Atkinson in 1882. The Atkinson cycle is designed to provide efficiency at the expense of power density, and is used in some modern hybrid electric applications.
The original Atkinson-cycle piston engine allowed the intake, compression, power, and exhaust strokes of the four-stroke cycle to occur in a single turn of the crankshaft and was designed to avoid infringing certain patents covering Otto-cycle engines.[3]
Due to the unique crankshaft design of the Atkinson, its expansion ratio can differ from its compression ratio and, with a power stroke longer than its compression stroke, the engine can achieve greater thermal efficiency than a traditional piston engine. While Atkinson's original design is no more than a historical curiosity, many modern engines use unconventional valve timing to produce the effect of a shorter compression stroke/longer power stroke, thus realizing the fuel economy improvements the Atkinson cycle can provide.[4]
Diesel cycle[edit]
Main article: Diesel cycle
Audi Diesel R15 at Le Mans
The diesel engine is a technical refinement of the 1876 Otto-cycle engine. Where Otto had realized in 1861 that the efficiency of the engine could be increased by first compressing the fuel mixture prior to its ignition, Rudolph Diesel wanted to develop a more efficient type of engine that could run on much heavier fuel. The Lenoir, Otto Atmospheric, and Otto Compression engines (both 1861 and 1876) were designed to run on Illuminating Gas (coal gas). With the same motivation as Otto, Diesel wanted to create an engine that would give small industrial companies their own power source to enable them to compete against larger companies, and like Otto, to get away from the requirement to be tied to a municipal fuel supply. Like Otto, it took more than a decade to produce the high-compression engine that could self-ignite fuel sprayed into the cylinder. Diesel used an air spray combined with fuel in his first engine.
During initial development, one of the engines burst nearly killing Diesel. He persisted and finally created a successful engine in 1893. The high-compression engine, which ignites its fuel by the heat of compression, is now called the diesel engine whether a four-stroke or two-stroke design.
The four-stroke diesel engine has been used in the majority of heavy-duty applications for many decades. It uses a heavy fuel containing more energy and requiring less refinement to produce. The most efficient Otto-cycle engines run near 30% thermal efficiency.
Thermodynamic analysis[edit]
The idealized four-stroke Otto cycle p-V diagram: the intake (A) stroke is performed by an isobaric expansion, followed by the compression (B) stroke, performed by an adiabatic compression. Through the combustion of fuel an isochoric process is produced, followed by an adiabatic expansion, characterizing the power (C) stroke. The cycle is closed by an isochoric process and an isobaric compression, characterizing the exhaust (D) stroke.
The thermodynamic analysis of the actual four-stroke and two-stroke cycles is not a simple task. However, the analysis can be simplified significantly if air standard assumptions[5] are utilized. The resulting cycle, which closely resembles the actual operating conditions, is the Otto cycle.
During normal operation of the engine, as the air/fuel mixture is being compressed, an electric spark is created to ignite the mixture. At low rpm this occurs close to TDC (Top Dead Centre). As engine rpm rises, the speed of the flame front does not change so the spark point is advanced earlier in the cycle to allow a greater proportion of the cycle for the charge to combust before the power stroke commences. This advantage is reflected in the various Otto engine designs; the atmospheric (non-compression) engine operates at 12% efficiency whereas the compressed-charge engine has an operating efficiency around 30%.
Fuel considerations[edit]
The problem with compressed charge engines is that the temperature rise of the compressed charge can cause pre-ignition. If this occurs at the wrong time and is too energetic, it can damage the engine. Different fractions of petroleum have widely varying flash points (the temperatures at which the fuel may self-ignite). This must be taken into account in engine and fuel design.
The tendency for the compressed fuel mixture to ignite early is limited by the chemical composition of the fuel. There are several grades of fuel to accommodate differing performance levels of engines. The fuel is altered to change its self ignition temperature. There are several ways to do this. As engines are designed with higher compression ratios the result is that pre-ignition is much more likely to occur since the fuel mixture is compressed to a higher temperature prior to deliberate ignition. The higher temperature more effectively evaporates fuels such as gasoline, which increases the efficiency of the compression engine. Higher Compression ratios also mean that the distance that the piston can push to produce power is greater (which is called the Expansion ratio).
The octane rating of a given fuel is a measure of the fuel's resistance to self-ignition. A fuel with a higher numerical octane rating allows for a higher compression ratio, which extracts more energy from the fuel and more effectively converts that energy into useful work while at the same time preventing engine damage from pre-ignition. High Octane fuel is also more expensive.
Diesel engines by their nature do not have concerns with pre-ignition. They have a concern with whether or not combustion can be started. The description of how likely Diesel fuel is to ignite is called the Cetane rating. Because Diesel fuels are of low volatility, they can be very hard to start when cold. Various techniques are used to start a cold Diesel engine, the most common being the use of a glow plug.
Design and engineering principles[edit]
Power output limitations[edit]
The four-stroke cycle
1=TDC
2=BDC
A: Intake
B: Compression
C: Power
D: Exhaust
The maximum amount of power generated by an engine is determined by the maximum amount of air ingested. The amount of power generated by a piston engine is related to its size (cylinder volume), whether it is a two-stroke engine or four-stroke design, volumetric efficiency, losses, air-to-fuel ratio, the calorific value of the fuel, oxygen content of the air and speed (RPM). The speed is ultimately limited by material strength and lubrication. Valves, pistons and connecting rods suffer severe acceleration forces. At high engine speed, physical breakage and piston ring flutter can occur, resulting in power loss or even engine destruction. Piston ring flutter occurs when the rings oscillate vertically within the piston grooves they reside in. Ring flutter compromises the seal between the ring and the cylinder wall, which causes a loss of cylinder pressure and power. If an engine spins too quickly, valve springs cannot act quickly enough to close the valves. This is commonly referred to as 'valve float', and it can result in piston to valve contact, severely damaging the engine. At high speeds the lubrication of piston cylinder wall interface tends to break down. This limits the piston speed for industrial engines to about 10 m/s.
Intake/exhaust port flow[edit]
The output power of an engine is dependent on the ability of intake (air–fuel mixture) and exhaust matter to move quickly through valve ports, typically located in the cylinder head. To increase an engine's output power, irregularities in the intake and exhaust paths, such as casting flaws, can be removed, and, with the aid of an air flow bench, the radii of valve port turns and valve seat configuration can be modified to reduce resistance. This process is called porting, and it can be done by hand or with a CNC machine.
Waste Heat Recovery of an IC engine 12[6][edit]
An IC engine on an average is capable of converting just 30-40% of the supplied energy into mechanical work. A large part of the waste energy is in the form of heat that is released to the environment through coolant, fins etc. If we could somehow recover the waste heat we can improve the engine’s performance. It has been found that even if 6% of the entirely wasted heat is recovered it can increase the engine efficiency greatly.
Many methods have been devised in order to extract waste heat out of an engine exhaust and use it further to extract some useful work, decreasing the exhaust pollutants at the same time. Use of Rankine Cycle, Turbocharging and Thermo electric Generation can be very useful as a waste heat recovery system.
Though waste heat recovery systems are being used frequently among all the devices but still some issues like their low efficiency at lower heat supply rates and high pumping losses remain a cause of concern for the researchers.
Supercharging[edit]
One way to increase engine power is to force more air into the cylinder so that more power can be produced from each power stroke. This can be done using some type of air compression device known as a supercharger, which can be powered by the engine crankshaft.
Supercharging increases the power output limits of an internal combustion engine relative to its displacement. Most commonly, the supercharger is always running, but there have been designs that allow it to be cut out or run at varying speeds (relative to engine speed). Mechanically driven supercharging has the disadvantage that some of the output power is used to drive the supercharger, while power is wasted in the high pressure exhaust, as the air has been compressed twice and then gains more potential volume in the combustion but it is only expanded in one stage.
Turbocharging[edit]
A turbocharger is a supercharger that is driven by the engine's exhaust gases, by means of a turbine. It consists of a two piece, high-speed turbine assembly with one side that compresses the intake air, and the other side that is powered by the exhaust gas outflow.
When idling, and at low-to-moderate speeds, the turbine produces little power from the small exhaust volume, the turbocharger has little effect and the engine operates nearly in a naturally aspirated manner. When much more power output is required, the engine speed and throttle opening are increased until the exhaust gases are sufficient to 'spool up' the turbocharger's turbine to start compressing much more air than normal into the intake manifold.
Turbocharging allows for more efficient engine operation because it is driven by exhaust pressure that would otherwise be (mostly) wasted, but there is a design limitation known as turbo lag. The increased engine power is not immediately available due to the need to sharply increase engine RPM, to build up pressure and to spin up the turbo, before the turbo starts to do any useful air compression. The increased intake volume causes increased exhaust and spins the turbo faster, and so forth until steady high power operation is reached. Another difficulty is that the higher exhaust pressure causes the exhaust gas to transfer more of its heat to the mechanical parts of the engine.
Rod and piston-to-stroke ratio[edit]
The rod-to-stroke ratio is the ratio of the length of the connecting rod to the length of the piston stroke. A longer rod reduces sidewise pressure of the piston on the cylinder wall and the stress forces, increasing engine life. It also increases the cost and engine height and weight.
A "square engine" is an engine with a bore diameter equal to its stroke length. An engine where the bore diameter is larger than its stroke length is an oversquare engine, conversely, an engine with a bore diameter that is smaller than its stroke length is an undersquare engine.
Valve train[edit]
The valves are typically operated by a camshaft rotating at half the speed of the crankshaft. It has a series of cams along its length, each designed to open a valve during the appropriate part of an intake or exhaust stroke. A tappet between valve and cam is a contact surface on which the cam slides to open the valve. Many engines use one or more camshafts “above” a row (or each row) of cylinders, as in the illustration, in which each cam directly actuates a valve through a flat tappet. In other engine designs the camshaft is in the crankcase, in which case each cam usually contacts a push rod, which contacts a rocker arm that opens a valve, or in case of a flathead engine a push rod is not necessary. The overhead cam design typically allows higher engine speeds because it provides the most direct path between cam and valve.
Valve clearance[edit]
Valve clearance refers to the small gap between a valve lifter and a valve stem that ensures that the valve completely closes. On engines with mechanical valve adjustment, excessive clearance causes noise from the valve train. A too small valve clearance can result in the valves not closing properly, this results in a loss of performance and possibly overheating of exhaust valves. Typically, the clearance must be readjusted each 20,000 miles (32,000 km) with a feeler gauge.
Most modern production engines use hydraulic lifters to automatically compensate for valve train component wear. Dirty engine oil may cause lifter failure.
Energy balance[edit]
Otto engines are about 30% efficient; in other words, 30% of the energy generated by combustion is converted into useful rotational energy at the output shaft of the engine, while the remainder being losses due to waste heat, friction and engine accessories.[7] There are a number of ways to recover some of the energy lost to waste heat. The use of a Turbocharger in Diesel engines is very effective by boosting incoming air pressure and in effect provides the same increase in performance as having more displacement. The Mack Truck company, decades ago, developed a turbine system that converted waste heat into kinetic energy that it fed back into the engine's transmission. In 2005, BMW announced the development of the turbosteamer, a two-stage heat-recovery system similar to the Mack system that recovers 80% of the energy in the exhaust gas and raises the efficiency of an Otto engine by 15%.[8] By contrast, a six-stroke engine may reduce fuel consumption by as much as 40%.
Modern engines are often intentionally built to be slightly less efficient than they could otherwise be. This is necessary for emission controls such as exhaust gas recirculation and catalytic converters that reduce smog and other atmospheric pollutants. Reductions in efficiency may be counteracted with an engine control unit using lean burn techniques.[9]
In the United States, the Corporate Average Fuel Economy mandates that vehicles must achieve an average of 34.9 mpg‑US (6.7 L/100 km; 41.9 mpg‑imp) compared to the current standard of 25 mpg‑US (9.4 L/100 km; 30.0 mpg‑imp).[10] As automakers look to meet these standards by 2016, new ways of engineering the traditional internal combustion engine (ICE) have to be considered. Some potential solutions to increase fuel efficiency to meet new mandates include firing after the piston is farthest from the crankshaft, known as top dead centre, and applying the Miller cycle. Together, this redesign could significantly reduce fuel consumption and NOx emissions.

Starting position, intake stroke, and compression stroke.

Ignition of fuel, power stroke, and exhaust stroke.
See also[edit]
Atkinson cycle
Miller cycle
Desmodromic valve
History of the internal combustion engine
Napier Deltic
Poppet valve
Radial engine
Rotary engine
Six-stroke engine
Stirling engine
Two-stroke engine
Four-stroke internal combustion engine
References[edit]
^ Jump up to: a b c d [1], NA Otto Museum.
Jump up ^ Ralph Stein (1967). The Automobile Book. Paul Hamlyn Ltd
Jump up ^ US 367496, J. Atkinson, "Gas Engine", issued 1887-08-02
Jump up ^ "Auto Tech: Atkinson Cycle engines and Hybrids". Autos.ca. 2010-07-14. Retrieved 2013-02-23.
Jump up ^ Best Place for Engineering and Technology, Air Standard Assumptions.
Jump up ^ Sprouse III, Charles; Depcik, Christopher (2013-03-01). "Review of organic Rankine cycles for internal combustion engine exhaust waste heat recovery". Applied Thermal Engineering. 51 (1–2): 711–722. doi:10.1016/j.applthermaleng.2012.10.017.
Jump up ^ Ferreira, Omar Campos (March 1998). "Efficiencies of Internal Combustion Engines". Economia & Energia (in Portuguese). Brasil. Retrieved 2016-04-11.
Jump up ^ Neff, John (2005-12-09). "BMW Turbo Steamer Gets Hot and Goes". Autoblog. Retrieved 2016-04-11.
Jump up ^ Faiz, Asif; Weaver, Christopher S.; Walsh, Michael P. (1996). Air pollution from motor vehicles: Standards and Technologies for Controlling Emissions. World Bank Publications. ISBN 9780821334447.
Jump up ^ "Fuel Economy". US: National Highway Traffic Safety Administration (NHTSA). Retrieved 2016-04-11.
General sources[edit]
Hardenberg, Horst O. (1999). The Middle Ages of the Internal combustion Engine. Society of Automotive Engineers (SAE). ISBN 978-0-7680-0391-8.
scienceworld.wolfram.com/physics/OttoCycle.html
Cengel, Yunus A; Michael A Boles; Yaling He (2009). Thermodynamics An Engineering Approach. N.p. The McGraw Hill Companies. ISBN 978-7-121-08478-2.
Benson, Tom (11 July 2008). "4 Stroke Internal Combustion Engine". p. National Aeronautics and Space Administration. Retrieved 5 May 2011.
External links[edit]
U.S. Patent 194,047
Four stroke engine animation
Detailed Engine Animations
How Car Engines Work
Animated Engines, four stroke, another explanation of the four-stroke engine.
CDX eTextbook, some videos of car components in action.
Video from inside a four-stroke engine cylinder
New 4 stroke
[show]
v
t
e
Reciprocating engines and configurations
Type
Bourke
Orbital
Piston
Pistonless (Wankel)
Radial
Rotary
Split cycle
Stelzer
Tschudi
Stroke cycles
Two-stroke
Four-stroke
Five-stroke
Six-stroke
Two-and four-stroke
Configurations
& number of cylinders
Single cylinder
Single
Two cylinders
Split-single
I2
V2
F2
Inline / straight
I2
I3
I4
I5
I6
I7
I8
I9
I10
I12
I14
Flat
F2
F4
F6
F8
F10
F12
F16
V / Vee
V2
V3
V4
V5
V6
V8
V10
V12
V14
V16
V18
V20
V24
W
W8
W12
W16
W18
Other inline
H
U
Square four
VR
Opposed
X
X24
Junkers Jumo 222
Components
Valves
Cylinder head porting
Corliss
Intake
Exhaust
Multi
Overhead
Piston
Poppet
Side
Sleeve
Slide
Rotary valve
Variable valve timing
Camless
Desmodromic
Hydraulic tappet
Fuel supplies
Carburetor
Gasoline direct injection
Common rail
Mechanisms
Cam
Camshaft
Overhead camshaft
Connecting rod
Crank
Crankshaft
Scotch yoke
Swashplate
Rhombic drive
Linkages
Peaucellier–Lipkin
Watt's (parallel)
Other
Hemi
Recuperator
Turbo-compounding
[show]
v
t
e
Car design
Car classification
By size
Microcar
City car
Kei
Subcompact
Supermini
Family car
Compact
Mid-size
Full-size
Custom
Hot rod
Lead sled
Lowrider
Street rod
T-bucket
Luxury
Compact executive
Executive
Personal luxury car
Minivan / Multi-purpose vehicle (MPV)
Compact MPV
Mini MPV
Sport utility vehicle (SUV)
Compact SUV
Crossover SUV
Mini SUV
Sports car
Grand tourer
Hot hatch
Muscle
Pony
Sport compact
Supercar
Antique
Classic
Economy
Leisure activity vehicle
Ute
Van
Voiturette
Body styles
2+2
Baquet
Barchetta
Berlinetta
Brougham
Cabrio coach
Cabriolet / Convertible
Coupé
Coupé de Ville
Coupé utility
Drophead coupe (Convertible)
Fastback
Hardtop
Hatchback
Landaulet
Liftback
Limousine
Multi-stop truck
Notchback
Panel van
Phaeton
Pickup truck
Quad coupé
Retractable hardtop
Roadster
Runabout
Saloon / Sedan
Sedan delivery
Sedanca de Ville (Coupé de Ville)
Shooting-brake
Spider / Spyder (Roadster)
Station wagon
Targa top
Torpedo
Touring car
Town car (Coupé de Ville)
T-top
Vis-à-vis
Specialized vehicles
Amphibious
Driverless (autonomous)
Hearse
Gyrocar
Roadable aircraft
Taxicab
Tow truck
Propulsion
Alternative fuel
Autogas
Biodiesel
Diesel
Electric (battery
NEV)
Ethanol (E85)
Fuel cell
Gasoline / petrol (direct injection)
Homogeneous charge compression ignition
Hybrid (plug-in)
Hydrogen
Internal combustion
Liquid nitrogen
Steam
Drive wheels
Front-wheel
Rear-wheel
Two-wheel
Four-wheel
Six-wheel
Eight-wheel
Twelve-wheel
Engine position
Front
Mid
Rear
Layout (engine / drive)
Front / front
Front mid / front
Rear / front
Front / rear
Rear mid / rear
Rear / rear
Front / four-wheel
Mid / four-wheel
Rear / four-wheel
Engine configuration
(internal combustion)
Boxer
Flat
Four-stroke
H-block
Reciprocating
Single-cylinder
Straight
Two-stroke
V (Vee)
W engine
Wankel
Portal
Category
[show]
v
t
e
Aircraft piston engine components, systems and terminology
Piston engines
Mechanical
components
Camshaft
Connecting rod
Crankpin
Crankshaft
Cylinder
Cylinder head
Gudgeon pin
Hydraulic tappet
Main bearing
Obturator ring
Oil pump
Piston
Piston ring
Poppet valve
Pushrod
Rocker arm
Sleeve valve
Tappet
Electrical
components
Alternator
Capacitor discharge ignition
Dual ignition
Electronic fuel injection
Generator
Ignition system
Magneto
Spark plug
Starter
Terminology
Air-cooled
Aircraft engine starting
Bore
Compression ratio
Dead centre
Engine displacement
Four-stroke engine
Horsepower
Ignition timing
Manifold pressure
Mean effective pressure
Naturally aspirated
Monosoupape
Overhead camshaft
Overhead valve engine
Rotary engine
Shock cooling
Stroke
Time between overhaul
Two-stroke engine
Valve timing
Volumetric efficiency
Propellers
Components
Propeller governor
Propeller speed reduction unit
Spinner
Terminology
Autofeather
Blade pitch
Constant-speed
Contra-rotating
Counter-rotating
Scimitar
Single-blade
Variable-pitch
Engine instruments
Annunciator panel
EFIS
EICAS
Flight data recorder
Glass cockpit
Hobbs meter
Tachometer
Engine controls
Carburetor heat
Throttle
Fuel and induction
system
Avgas
Carburetor
Fuel injection
Gascolator
Inlet manifold
Intercooler
Pressure carburetor
Supercharger
Turbocharger
Updraft carburetor
Other systems
Auxiliary power unit
Coffman starter
Hydraulic system
Ice protection system
Recoil start
Retrieved from "https://en.wikipedia.org/w/index.php?title=Four-stroke_engine&oldid=803829315"
Categories:
Internal combustion piston engines
1864 introductions
Hidden categories:
CS1 Portuguese-language sources (pt)
Navigation menu
Personal tools
Not logged in
Talk
Contributions
Create account
Log in
Namespaces
Article
Talk
Variants
Views
Read
Edit
View history
More
Search
Navigation
Main page
Contents
Featured content
Current events
Random article
Donate to Wikipedia
Wikipedia store
Interaction
Help
About Wikipedia
Community portal
Recent changes
Contact page
Tools
What links here
Related changes
Upload file
Special pages
Permanent link
Page information
Wikidata item
Cite this page
Print/export
Create a book
Download as PDF
Printable version
In other projects
Wikimedia Commons
Languages
العربية
Български
Català
Čeština
Dansk
Deutsch
Eesti
Español
فارسی
Français
Frysk
Gaeilge
Galego
한국어
हिन्दी
Hrvatski
Bahasa Indonesia
Íslenska
Italiano
עברית
मराठी
Bahasa Melayu
Монгол
မြန်မာဘာသာ
Nederlands
日本語
Norsk
Norsk nynorsk
پنجابی
Polski
Română
Русский
Seeltersk
සිංහල
Simple English
Slovenčina
Slovenščina
Ślůnski
Српски / srpski
Suomi
Svenska
ไทย
Türkçe
Українська
اردو
Tiếng Việt
中文
Edit links
This page was last edited on 4 October 2017, at 22:14.
Text is available under the Creative Commons Attribution-ShareAlike License; additional terms may apply. By using this site, you agree to the Terms of Use and Privacy Policy. Wikipedia® is a registered trademark of the Wikimedia Foundation, Inc., a non-profit organization.
Privacy policy
About Wikipedia
Disclaimers
Contact Wikipedia
Developers
Cookie statement
Mobile view
Enable previews

key: html

type: local

value: div

attrs: id class

values: mw-page-base noprint

values: mw-head-base noprint

value: a

attrs: id class lang

values: firstHeading firstHeading en

values: siteSub noprint

values: jump-to-nav mw-jump

value: img

attrs: alt src width height class data-file-width data-file-height

attrs: href class

attrs: href class title

value: b

attrs: class style

values:
/wiki/Internal_combustion
mw-redirect
Internal combustion

attrs: href title

value: p

value: li

attrs: alt src width height class srcset data-file-width data-file-height

values:
/wiki/Philippe_le_Bon
mw-redirect
Philippe le Bon

values:
/wiki/Etienne_Lenoir
mw-redirect
Etienne Lenoir

values: Edit section: Design and engineering principles

values: Edit section: Waste Heat Recovery of an IC engine 12[6]

values: Edit section: Rod and piston-to-stroke ratio

values:
/wiki/Overhead_cam
mw-redirect
Overhead cam

values:
/wiki/Hydraulic_lifters
mw-redirect
Hydraulic lifters

values:
/wiki/Corporate_Average_Fuel_Economy
mw-redirect
Corporate Average Fuel Economy

values:
/wiki/File:Four_stroke_cycle_start.png
image
Top dead center, before cycle begins

values:
/wiki/File:Four_stroke_cycle_intake.png
image
1 – Intake stroke

values:
/wiki/File:Four_stroke_cycle_spark.png
image
Fuel ignites

values:
/wiki/File:Four_stroke_cycle_power.png
image
3 – Power stroke

values: History of the internal combustion engine

values: div-col columns column-count column-count-2

values: -moz-column-count: 2; -webkit-column-count: 2; column-count: 2;

values:
nofollow
external text
http://www.nhtsa.gov/fuel-economy

values:
reflist mw-references-wrap
list-style-type: decimal;

values:
nofollow
external text
//www.google.com/patents/US194047

values:
nofollow
external text
http://www.animatedpiston.com

values: Template talk:Piston engine configurations

values:
/wiki/Orbital_engine
mw-redirect
Orbital engine

values:
/wiki/Tschudi_engine
mw-redirect
Tschudi engine

values:
/wiki/Intake_valve
mw-redirect
Intake valve

values: nowraplinks collapsible autocollapse navbox-inner

values: Front mid-engine, front-wheel-drive layout

values: Rear mid-engine, rear-wheel-drive layout

values:
navbox-abovebelow hlist
2
font-weight:bold;

values: nowraplinks collapsible collapsed navbox-inner

values: Template:Aircraft piston engine components

values: Template talk:Aircraft piston engine components

values: Engine-indicating and crew-alerting system

values:
/wiki/Flight_data_recorder
mw-redirect
Flight data recorder

values: Category:Internal combustion piston engines

values: Category:CS1 Portuguese-language sources (pt)

values: Discussion about edits from this IP address [ctrl-alt-n]

values: A list of edits made from this IP address [ctrl-alt-y]

values: You are encouraged to create an account and log in; however, it is not mandatory

values: You're encouraged to log in; however, it's not mandatory. [ctrl-alt-o]

values:
/wiki/Four-stroke_engine
View the content page [ctrl-alt-c]
c

values: Discussion about the content page [ctrl-alt-t]

values: p-namespaces navigation vectorTabs p-namespaces-label

values:
p-variants
navigation
vectorMenu emptyPortlet
p-variants-label

values: Past revisions of this page [ctrl-alt-h]

values: p-views navigation vectorTabs p-views-label

values:
p-cactions
navigation
vectorMenu emptyPortlet
p-cactions-label

values:
mw-wiki-logo
/wiki/Main_Page
Visit the main page

values:
/wiki/Main_Page
Visit the main page [ctrl-alt-z]
z

values: Featured content – the best of Wikipedia

values: Find background information on current events

values:
/wiki/Special:Random
Load a random article [ctrl-alt-x]
x

values: portal navigation p-navigation p-navigation-label

values: Guidance on how to use and edit Wikipedia

values: About the project, what you can do, where to find things

values: A list of recent changes in the wiki [ctrl-alt-r]

values: portal navigation p-interaction p-interaction-label

values: List of all English Wikipedia pages containing links to this page [ctrl-alt-j]

values: Recent changes in pages linked from this page [ctrl-alt-k]

values:
/wiki/Wikipedia:File_Upload_Wizard
Upload files [ctrl-alt-u]
u

values: A list of all special pages [ctrl-alt-q]

values: Permanent link to this revision of the page

values: Link to connected data repository item [ctrl-alt-g]

values: Printable version of this page [ctrl-alt-p]

values: portal navigation p-wikibase-otherprojects p-wikibase-otherprojects-label

values:
uls-settings-trigger
Language settings
0
button
true

values: محرك رباعي الأشواط – Arabic

values: Четиритактов двигател – Bulgarian

values: Neljataktiline sisepõlemismootor – Estonian

values: موتور چهارزمانه – Persian

values: फोर स्ट्रोक इंजन – Hindi

values: מחזור ארבע פעימות – Hebrew

values: फोर स्ट्रोक इंजिन – Marathi

values: Дөрвөн тактын хөдөлгүүр – Mongolian

values: ၄ချက်ခုတ် အင်ဂျင် – Burmese

values: Четырёхтактный двигатель – Russian

values: සිව්පහර එන්ජිම – Sinhala

values: Четворотактни мотор – Serbian

values: เครื่องยนต์ 4 จังหวะ – Thai

values: Чотиритактний двигун – Ukrainian

values: فور سٹروک انجن – Urdu

values: /static/images/wikimedia-button-1.5x.png 1.5x, /static/images/wikimedia-button-2x.png 2x

values: /static/images/poweredby_mediawiki_132x47.png 1.5x, /static/images/poweredby_mediawiki_176x62.png 2x

values:
suggestions
display: none; font-size: 13px;

values: mediawiki ltr sitedir-ltr mw-hide-empty-elt ns-0 ns-subject page-Four-stroke_engine rootpage-Four-stroke_engine vector-experimental-print-styles vector-nav-directionality skin-vector action-view