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WCE2009_pp1793-1796

WCE2009_pp1793-1796

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Published by Akshay Yewle
testing of engine oils castrol , gulf , valvoline, maruti servo ,
testing of engine oils castrol , gulf , valvoline, maruti servo ,

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Published by: Akshay Yewle on Nov 12, 2011
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Experimental Studyand Analysis Of TemperatureVariationin Multicylinder Motorized Engine Test-Rig Under Different Lubricants-A Case Study
 Abstract 
 — 
Importance of lubricants is increasing day by dayparticurly inautomotive sector due to rapid growth of automobile market. Thecost and variety of lubricantsvaryforS.I. and C.I. single cylinder and multi cylinder automobileengines. Luricant plays an important role in minimizing theFriction and Wear (Tribological factors).@50% of totalfriction losses in PRA systemis reported by literatures. Toselect a proper lubricant is also a challenge. Authors have putthe efforts to compare the performanceofdifferent marketavilable lubricants under diferent operating parameters on adeveloped multicylinder I.C. engine test rig.A set of experiments were carried out on developedexperimental setup at laboratory scale to measure thetemperature at different locations of multi cylinder 800 ccengine system. The experimental results and observations arecarried out under different operating parameters. Differentstandard make five lubricants (A-B-C-D-E) wereexperimented at 600 rpm to 3000 rpm range. Theperformanceof engine varies under different lubricants.Keywards: Friction,PRA, Tribological,Wear,
IINTRODUCTIONGlobal economic development hasboosted up theautomobile market in India for Two/Four wheelers vehiclesin last decay with a growth rate of 15-18 %. At the sametime fuel prices are also increased around 50% in last fiveyears. This has resulted in demand of fuel efficient vehicles.Scientists have focused to apply upgraded technology toimprove the efficiency and performance of an automotiveI.C. engine by way of numbers of options.ie MPFI Fuelinjection system, selection of lightweight materials forvehicle components and Tribological application in designto reduced friction and wear through selection of appropriate lubricants etc.The knowledge of tribologicalfactors is important to reduce friction losses, emission level& also to improve the fuel economy in an I.C. engine.There are many different types of four stroke multicylinder petrol automotive engine four wheelers areavailable in different capacity in the market with a fuelefficiency of 10 km/lt to 20 km/lt. 800 C.C. vehicle enjoythe market share more than 50%so it is preferable to selectengine system of same vehicle forexperimental study.
Atul .S. Shah, Sr.Lecturer,Mechanical Engineering,Dr. S.& S.S.Ghandhy Collageof Engg. & Technology, SURAT(asshah97@rediffmail.com).B.M.Sutaria, Sr. Lecturer, (bms@med.svnit.ac.in),D.V.Bhatt,Professor (RIL),Mechanical Engineering S.V.National Institute of Technology, SURAT, Gujarat. INDIA.(dvb@med.svnit.ac.in)
IISPECIFICATION OF TEST RIGThe fabricatedtest rig of 800-CC multi cylinder internalcombustion engine system with crank mechanism, pistoncylinder head, and engine lubrication system, with enginecooling system, without gear box is used. Crank shaft iscoupled with induction motor to drive the engine.A.C.motorwithvariable frequency drive (VFD) is usedto varythe enginespeed.The performance variation is measured interms ofpower consumption thr
o multi functional wattmeter. Temperature (
0
C) at different nine locationsmeasuredthro RTD temperature sensors.(Refer block diagram)
Block Diagram
TablesLocation of Nine Temperature Sensors.
T
1
 – 
Bearing tempT
6
 – 
Cylinder 1(TDC)T
2
 – 
Cylinder 1(centre )T
7
 – 
Cylinder 1(BDC)T
3
 – 
Cylinder 3 (centre)T
8
 – 
Cylinder 3(TDC)T
4
 – 
Oil temp.T
9
 – 
Cylinder 3(BDC)T
5
 – 
Spark PlugTablesLubricants Used for Experiments.Sr.NoName of LubricantsViscosity(Cp)Code1Castrol GTX122.2A2Valvoline152.0B3Gulf153.5C4Pennzoil143.1D5Maruti Genuineoil (Servo)104.4E
Atul S. Shah,B. M. Sutaria,Dr. D.V. Bhatt,
Proceedings of the World Congress on Engineering 2009 Vol IIWCE 2009, July 1 - 3, 2009, London, U.K.ISBN:978-988-18210-1-0WCE 2009
 
IIISTEPS OF EXPERIMENTThe test sequences to conduct the experimenton MultiCylinder IC Engine Test Rig are as follows.(1)Check all electrical connection of test rig includingVFD & watt meter etc.(2)Switch on the power supply & set the frequencyon VFD to required rpm.(3)Now switch on the VFD, as soon as the VFD is on,the motor will start tooperateengine.(4)Initially the system is to be run for at lest 5 to 10minutes, so that the system get stabilize & thelubricating oil can reach properly up to the surfaceof piston ring & cylinder liner.(5)After getting the stablecondition of the system,record the rpm of thesystem and also thetemperature of different nine locations of anengine(6)Now for the nextobservation, change thefrequency on VFDto change the rpm of thesystem and allow time to stabilize.(7)Record the observations of rpm and temperaturesas recorded earlier
.
IVRESULTS AND OBSERVATIONS
The observations of temperature v/senginespeed atdifferent nine locations under application of five testlubricants are plotted in graphical wayi.e. T
1
to T
9
.
Crank Bearing (T
10
C)
T
1
( Bearing Temp.)
4050607080300 600 900 1200 1500 1800 2100 2400 2700 3000
Engine Speed (rpm)
   T  e  m  p .   (   C
   0
   )
oil-A oil-B oil-C oil-D oil-E
Fig. 1 Engine speed (RPM) V/s Bearing Temperature
From fig. 1 (T
1
) it is observed that, theaverage minimum
temperature is offered by oil ‘A’ and maximum by oil ‘C’.Oil ‘A’ performed the best till 2400 rpm but later on oil ‘E’
is found better till 3000 rpm.
Cylinder-1 Centre (T
2
C)
T2 (Cylinder-1 Centre)
4050607080300 600 900 1200 1500 1800 2100 2400 2700 3000
Engine Speed (rpm)
   T  e  m  p .   (   C
   0
   )
OIL-A OIL-B OIL-C OIL-D OIL-E
Fig:2Engine speed (RPM) V/s Cylinder 1 Center Temperature
From fig.2(T
2
) it is observed that ,theaverage minimum
temperature is offered by oil ‘A’ and maximum by oil‘C’.Oil ‘A’ performed the best till 2400 rpm but later on oil‘D’ is found better t
ill 3000 rpm.
Cylinder-3 Centre (T
3
C)
T
3
(Cylinder-3 Center)
4050607080300 600 900 1200 1500 1800 2100 2400 2700 3000
EngineSpeed (rpm)
   T  e  m  p .   (   C
   0
   )
OIL-A OIL-B OIL-C OIL-D OIL-E
Fig:3 Engine speed (RPM) V/s Cylinder 3 Center Temperature
From fig. 3(T
3
)it is observed that, theaverage minimum
temperature is offered by oil ‘A’ and maximum by oil ‘C’.Oil ‘A’ performed the best till 1800 rpm but later on oil ‘D’
is found better till 3000 rpm.
Oil Temperature (T
4
C)
T
4
( Oil Temp.)
4050607080300 600 900 1200 1500 1800 2100 2400 2700 3000
Engine Speed (rpm)
   T  e  m  p .   (   C
   0
   )
OIL-A OIL-B OIL-C OILE-D OIL-E
Fig:4 Engine speed (RPM) V/s oil Temperature
From fig. 4(T
4
)it is observed that, theaverage minimum
temperature is offered by oil ‘A’ and maximum by oil ‘C’.Oil ‘A’ performed the best till 1800 rpm but later on oil ‘D’
is found better till 3000 rpm.
Spark Plug (T
5
C)
T
5
( Spark Plug Temp.)
405060708090100300 600 900 1200 1500 1800 2100 2400 2700 3000
Engine Speed (rpm)
   T  e  m  p .   (   C
   0
   )
OIL-A OIL-B OIL-C OIL-D OIL-E
Fig:5 Engine speed (RPM) V/s Spark plug Temperature
From fig. 5(T
5
)it is observed that, theaverage minimum
temperature is offered by oil ‘A’ and maximum by oil ‘C’.Oil ‘A’ performed the best till 1800 rpm but later on oil ‘D’
is found better till 3000 rpm.
Proceedings of the World Congress on Engineering 2009 Vol IIWCE 2009, July 1 - 3, 2009, London, U.K.ISBN:978-988-18210-1-0WCE 2009
 
Cylinder-1 T DC (T
6
C)
T
6
(Cylinder-1 TDC)
4050607080300 600 900 1200 1500 1800 2100 2400 2700 3000
Engine Speed (rpm)
   T  e  m  p .   (   C
   0
   )
OIL-A OIL-B OIL-C OIL-D OIL-E
Fig:6 Engine speed (RPM) V/s Cylinder 1 Top dead CenterTemperature
From fig. 6(T
6
)it is observed that, theaverage minimum
temperature is offered by oil ‘A’ and maximum by oil ‘C’.Oil ‘A’ performed the best till 1800 rpm but later on oil ‘D’
is found better till 3000 rpm.
Cylinder-1 BDC (T
7
C)
T
7
(Cylinder-1 BDC)
4050607080300 600 900 1200 1500 1800 2100 2400 2700 3000
Engine Speed (rpm)
   T  e  m  p .   (   C
   0
   )
OIL-A OIL-B OIL-C OIL-D OIL-E
Fig:7 Engine speed (RPM) V/s Cylinder 3 Bottom dead CenterTemperature
From fig. 7(T
7
)it is observed that, theaverage minimum
temperature is offered by oil ‘A’ and maximum by oil ‘C’.Oil ‘A’ performed the best till 2700 rpm but later on oil ‘D’
is found better till 3000 rpm.
Cylinder-3 TDC (T
8
C)
T
8
(Cylinder-3 TDC)
4050607080300 600 900 1200 1500 1800 2100 2400 2700 3000
Engine Speed (rpm)
   T  e  m  p .   (   C
   0
   )
OIL-A OIL-B OIL-C OIL-D OIL-E
Fig: 8 Engine speed (RPM) V/s Cylinder 1 Top dead Center Temperature
From fig. 8(T
8
),it is observed that, theaverage minimum
temperature is offered by oil ‘A’ and maximum by oil ‘C’.Oil ‘A’ performed the best till 2100 rpm but later on oil ‘D’
is found better till 3000 rpm.
Cylinder-3 BDC (T
9
C)
T
9
(Cylinder- 3 BDC)
4050607080300 600 900 1200 1500 1800 2100 2400 2700 3000
Engine Speed (rpm)
   T  e  m  p .   (   C
   0
   )
OIL-A OIL-B OIL-C OIL-D OIL-E
Fig:9 Engine speed (RPM) V/s Cylinder 3 Bottom dead CenterTemperature
From fig. 9(T
9
)it is observed that, theaverage minimumtemperature is offered by
oil ‘A’ and maximum by oil ‘C’Oil ‘A’ performed the best till 1800 rpm but later on oil ‘D’
is found better till 3000 rpm.
VDISCUSSION
Oil ‘A’ has offered lowest temperature till 1800
rpm at all the observed temperature in comparison to other
lubricants, while oil ‘C’ has offered highest temperature.
Oil D is found better at higher speed.These may be due tovariation in viscosity of oil in operating condition. It meansthat viscosity variation plays an important role in engine.Oil E has the lowest viscosity at room temperature while oilC has got highest. All oils areavailable in market forcommon application. Thus the engineperformance mayvary due to use of different branded oil.It means thatengineperformance with respect to Tribological parameter(Temperature) varies under differentlubricants whichprooves theimportance of right selection of lubricant for aparticular mechanism and potential of Tribological solutionis yet to be exploited.VICONCLUSIONSFollowing conclusions are made based onexperimental results.
Performance of engine can vary under differentlubricating conditions.
Performance variesin spite of same technicalspecification of lubricants if manufactured bydifferent manufacturers.
Further study can be made by adding differentadditives to check the improvements.
It is rather difficult toestablish the lubricantranking under multi variables dynamicperformance of PRA system.
Performancesranking of lubricants A
C
D
E
Bareobserved.
Potential of Tribological solution is yet to beexploited.
Proceedings of the World Congress on Engineering 2009 Vol IIWCE 2009, July 1 - 3, 2009, London, U.K.ISBN:978-988-18210-1-0WCE 2009

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