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IC Engine Part III

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Published in: Mechanical
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Presentation on IC Engine

Trinity A / Chandigarh

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Teaches: Indian National Mathematical Olympiad (INMO), Mental Maths, Olympiad Exam Preparation, Regional Mathematical Olympiad (RMO), Advanced Excel, Basic Computer, MS Office, School Level Computer, Mathematics, Statistics, Science, Social Studies, B.Tech Tuition, Drawing, Mechanical, AutoCAD Training, French, German, Study in Germany

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  1. Course Objective The course will prepare engineers to understand the concept & working of Internal combustion Engines to solve proble s related to engines. It will enhance ability to address ne problems in the rapidly changing technological scenario.
  2. IC Engines UNIT-2
  3. 3.0 1.c. ENGINE TESTING The basic task in the design and development of engines is to reduce the cost and improve the efficiency and power output. In order to achieve the above task, the 'development engineer' has to compare the engine developed with other-engines in terms of its output and efficiency. Towards this end he has to test the engine and make measurements of relevant parameters that reflect the performance of the engine. Fuevair mixture from Carburre•ftor Burnt gases out th roug h exhaust o O
  4. Introduction supercharging 'The amount of force an air fuel charge Charger intercooler circuit produces when it is ignited is largely a function of the charge density. 'Density is the mass of a substance in a given amount of space. An engine that uses atmospheric pressure for intake is called a naturally (normally) aspirated engine. Another way to achieve an increase in mixture compression is called supercharging. prewure Oil outlet Charger Intercooler Compressor wheel Turbocharger
  5. Continued In addition to the increased power resulting from combustio there are several other advantages of supercharging an engine in lu ing: It increases the air—fuel charge density to provid igh compression pressure when power is required, but allows he engine to run on lower pressures when additional power is n t required. The pumped air pushes the remaining exhaust from the comb sti n chamber during intake and exhaust valve overlap. The forced airflow and removal of hot exhaust gases 10 ers the temperature of the cylinder head, pistons, and valves, nd helps extend the life of the engine.
  6. 3.2 TYPES OF SUPERCHARGERS Centrifugal Supercharger Rootes Supercharger Vane Supercharger AIR OUT (TO CARBURETOR) IMPELLER AIR THROWN OFF AT RIM OF IMPELLER AIR AIR A JR ENTERS IN CENTER HOUS 1 NG VAN e IN LET SPR NG V ANE OUT T 233430
  7. Centrifugal supercharger. A centrifugal supercharger is similar to a turbocharger but is mechanically driven by the engine instead of being powered by the hot exhaust gases. Roots-type supercharger, The roots-type supercharger is called a positive displacement design because all of the air that enters is forced through the unit. o LOBE A roots-type supercharger use two lobes to force the alr around the outside of the housing into the intake manifold.
  8. Performance of superchargers ' X/lany factory-installed PULLEY superchargers are equipped with a bypass valve that allows intake air to flow directly into the intake manifold bypassing supercharger. the 'The computer controls the bypass valve actuator. SUPERCHARGER LOWER INTAKE BYPASSACTUATOR TO VACUUM SOURCE {CONTROLLED COMPUTER} BYPASSVAWE
  9. Working principle of a turbocharger 'A turbocharger is a small radial fan pump driven by the energ of the exhaust gases of an engine. 'A turbocharger consists of a turbine and a compressor on s ared shaft. 'The turbine converts exhaust to rotational force, which is in turn used to drive the compressor. 'The compressor draws in ambient air and pumps it in to the intake manifold at increased pressure, resulting in a greater mass of air entering the cylinders on each intake stroke.
  10. 3.5 Turbo charging of Sol, & C.I. Engines 'A turbocharger consists of two chambers connected by a center housing. 'The two chambers contain a turbine wheel and a compressor wheel connected by a shaft which passes through the center housing.
  11. ADVANTAGES/DISADVANTAGES ' Advantages : ' Improved performance at altitude. ' More power for take-off. ' Disadvantages : ' Power gain is offset by power supercharger. ' Increased temperature of fuel/air detonation. used by engine to drive mixture increases risk of
  12. 3.7 PERFORMANCE PARAMETERS Engine performance is an indication of the degree of succe s f the engine performs its assigned task, i.e. the conversion of the he ical energy contained in the fuel into the useful mechanical w rk. The performance of an engine is evaluated on the basis of the following (a) Specific Fuel Consumption. (b) Brake Mean Effective Pressure. (c) Specific Power Output. (d) Specific Weight. (e) Exhaust Smoke and Other Emissions.
  13. Power and Mechanical Efficiency 'The main purpose of running an engine is to obtain mechanical power. 'Power is defined as the rate of doing work and is equal tm the product of force and linear velocity or the product of torque ånd angular velocity. 'Thus, the measurement of power involves the measurement of force (or torque) as well as speed. 'The force or torque is measured with the help of a dynamometer and the speed by a tachometer.
  14. Cycle Performance Parameters Net Work Transfer : — f pd(mv) net This is work done by working fluid on the piston, also called as Indicated Work. Indicative Performance: m XCV TCP center Stroke Bottom dead center motion Crank mechanism Spak plug or fuel injector Valve Clearance volume Cylinder wall Piston Rotary motion
  15. 3,10 Specific Fuel Consumption Fuel consumption of an engine reported in L/h or kg/h because these values ignore engine power. A better measure of fuel consumption is, XSFC = o XSFC — specific fuel consumption (kg/kWh). o X must always be specified when reporting these values (i.e., I for indicated)
  16. 3,11 Specific Fuel Consumption Variations — indicated specific fuel consumption ISFC brake specific fuel consumption BSFC - — PTO specific fuel consumption PSFC — drawbar specific fuel consumption DSFC
  17. 3,12 Parameters for Performance Diagno Indicative Mean Effective Pressure: Actual Fuel- Air Ratio : act Stoichiometric Fuel- Air Ratio : Fuel Air Equivalence Ratio: IMEP = nux fuel air,act min fuel air,sto sto act sto
  18. 3,13 Engine Capacity Vs Performance 400 300 * 200 100 5 15 20 25 Displacement, Vd (L)
  19. 3.14 Performance characteristics of IOC, % -10 Engines 460 440 420 400 380 1000 2000 3000 Engine speed, 4000 N (RPM) 5000

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