Professional Documents
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Presented By
M.Ganesh Karthikeyan
Email ID: (B.E.AUTOMOBILE, IRTT, ERODE)
autoramesh85@yahoo.co.in kingmaker05_irtt@yahoo.co.in M.Ganesh karthikeyan G-27, IRTT Hostels, Final Year Institute of Road & Transport Tech, Erode 638 316.
D.Ramesh Kumar
Contact Address:
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ABSTRACT
The lean combustion of an SI engine has been recognized as one of the most promising method of further improvement of fuel economy. According to automotive pollution point of view, exhaust emissions as NOx, CO &HC are reduced because of abundance of oxygen and lowering of peak temperature. The present study was aimed at ascertaining the benefits of employing catalysts in the combustion chamber of an SI engine. In our study we have tried to combine the concept of catalytic coating and lean burn to improve performance of an SI engine. The literature study has revealed that there is enormous potential for catalytic coatings in the automotive engines. We have chosen 150CC BAJAJ scooter engine in our study because these two stroke engines are one of the greatest monsters that could demolish the atmosphere. In our investigation we have used a silver catalyst and nickel catalyst in 150CC engine. Experiments were conducted using state-of-the-art instrumentation comprising of PC based engine combustion analyzer equipment and exhaust analyzer. As the result of coating of catalysts such as nickel and silver the Brake thermal efficiency of the engine has been increased by nearly 10% to 30% The result also indicates the reduction of, 70% to 90% of CO 10% to 20% of HC & 15% to 25% of fuel consumption.
INTRODUCTION
Due to the increasing cost and uncertained supply of petroleum in recent years, there have been strenuous effects to make spark ignition and compression engines more efficient. One of the most promising methods as far as SI engines are concerned is the lean burn engine. The concept of internal combustion engine is one, where oxidation of fuel is brought with the aid of a catalyst in the combustion chamber walls offers the advantages of a stratified charge engine without its disadvantages. The benefits which could be obtained from homogeneous lean mixture burning in a sparkignited engine are well known. Equally known are the potential difficulties encountered with lean combustion, cyclic variation etc. However, if these above difficulties are overcome, then the benefits that can be obtained are high thermal efficiency and lower exhaust emissions. There are several methods adopted to burn the lean mixture efficiently. Recently use of catalysts in the combustion chamber is being investigated to improve the combustion process by increased chemical activity of the charge prior to ignition. The catalyst are used in the form of coating on the walls or in any form to initiate combustion and make it burn faster, then the advantage improved efficiency can be obtained in addition to lower exhaust emissions. This new concept of catalytic activation of the charge for lean combustion has been tried in this work and its effect on the combustion process has been investigated. The influence of various catalysts such as silver and nickel are determined.
heat transfer catalytic channels, thereby imposing significant pumping losses. These approaches also relieved on complicated scavenging and flow delivery system. NICKEL AND SILVER METAL CATALYST IN THE COMBUSTION CHAMBER: The use of nickel and silver catalyst in the combustion chamber of an internal combustion engine that operates with lean burn concept offers an opportunity to develop an engine emits particularly low level of HC, CO &improved fuel economy. CONCEPT OF CATALYTIC PRECHAMBER: A catalytic prechamber is attractive from the stand point of controlling all phase of in-cylinder combustion. Such a prechamber influences both chemical and gas dynamic processes. It regulates contact between the fresh charge and the catalytic surface it allows activation to take place in a well-defined volume adjacent to the ignition sources. It provides a means of independently adjusting the catalytic surface temperature, and it acts a turbulence generation pot, which intensifies burning o0f the non-activated portions of the charge.
COATING
PISTON RINGS
SECTION OF CYLINDER HEAD AND PISTON SHOWING THE PRESSURE TRANSDUCER, SPARK PLUG AND COATING
COATING DETAILS
SELECTION OF COATING MATERIALS: The various surface properties that can be enhanced by the proper selection of coating materials are, Mechanical properties. Thermo chemical properties. Electrochemical properties. Optical properties. Electrical properties. Etc., Selection of a specific coating is largely dependent on the surface properties demanded by a particular application. The selection of the coating is generally not influenced by the base material on which it is to coated. All elements that do not decomposed at high temperatures can be coated by a thermal spraying including metals, ceramics, cements, intermetallic, etc., Given the large variety of sprayable materials, aside choice of feedstock powders is normally available for obtaining a desired functional attribute. The choice
specific powder material is governed by the operating conditions of the coated components as well as by the economic constraints. ELECTROPLATING COATING TECHNIQUES: Since the base metal on which the coating applied was alloy aluminum, a preconditioning of the surface was necessary and it was done by a process called zinc coating to remove oxide layer to enable the coating to have good bonding with base metal. After conditioning of piston and cylinder head, electroplate coating was done
AM ETER
IN S U L A T E D T O P C O V E R
R H E O S T A T W IT C H S
ANODE BA TTERY
C A S T I R O N R IN G
P IS T O N A C T IN G A S A C A T H O D E
The cylinder heads and pistons were nickel and silver coated A pressure transducer for measuring the pressure was mounted on the cylinder head. A modified carburetor for varying air fuel ratio is mounted to engine. A crank angle degree marker (CDM) is coupled to the engine crankshaft to measure the crank angle. An air box to find the air fuel ratio. Modems to interface the engine and the computer. An eddy dynamometer is coupled to the engine crankshaft to load the engine. A fuel flow meter to measure the fuel flow rate.
The angle encoder 364 is a high precision optical encoder for angle related indicating measurements and rotary oscillation analyses in internal combustion engine. The high rigidity of the angle encoder 364 has been tested in particular on high -
speed-racing engines. The angle encoder364 accurately responds to each speed variation of the engine and it is ideally suited for dynamic measurements and start investigations. The encoder has been developed for highest mechanical load. It can be flanged directly to the engine and therefore guarantees most precise measurement results. Measuring errors resulting from flexible shafts or relative movements between encoder and engine are thus eliminated. It is compact and light- weight in design to keep the additional mass forces on the crankshaft of small engines as low as possible.
EXPERIMENTAL SETUP
The experimental setup consists of an engine and all the latest equipments and accessories required for measuring the engine parameters. The engine used is a BAJAJ 150CC engine, which is mounted on a concrete bed to withstand the dynamic forces and vibrations produced. The engine uses a BINK carburettor for high efficiency and performance. Air is admitted into the engine by means of an indigenously designed air- box, also known as air- damper. It is used to measure the volume of air consumed by the engine and as a pressure damper. The air-box houses an orifice plate. Admission of fuel into the engine done by means of fuel reservoir. The fuel flow measurement in the fuel reservoir has two photoelectric cells, which are used to measure the time taken for consumption of 25CC and 754CC fuel respectively. The air fuel ratio of the engine is calculated using the pressure drop across orifice plate and time taken for fuel consumption. Loading of the engine is done by means of an eddy current dynamometer. The dynamometer shaft is directly coupled to the engine gearbox shaft and thus the engine can be loaded in constant torque, constant speed and constant current modes. A pump is used to pump water to cool the dynamometer while taking higher loads. The load on the engine, speed of the dynamometer shaft and time taken for fuel consumption are all displayed on an electronically controlled, power operated dynamometer control panel. One more highlight of this setup is the crank degree marker. It is an accurate device, which is directly coupled to the engine crankshaft and is used for measuring the crank angle at which maximum pressure occurs. The CDM also measures the heat release at various crank angles. The setup also has provisions for measuring the exhaust emissions. The exhaust gas from the engine is fed into a moisture separator, which separates the moisture from the exhaust and then feeds into the exhaust gas analyzer. The EGA measures the CO emissions in % of volume and HC emissions in ppm.
PRESSURE TRANSDUCER ENGINE CRANK ANGLE DEGREE MARKER CARBURETTOR AIR FILTER AIR DAMPER ORIFICE METER EXHAUST GAS ANALYSER CHARGE AMPLIFIER COMPUTER EC DYNAMOMETER EXHAUST TEMP MEASURING UNIT MOISTURE SEPERATOR
CONCLUSIONS
Brake thermal efficiency as improved in both nickel and silver coatings
ratio. In case of exhaust temperature coated engine as the least. The benefits of using lean mixtures in S.I. engines are obvious. Better fuel utilization and lower exhaust emissions are achieved. However, some loss of heat power output has to be accepted. Catalytic treatment of exhaust gases also can pose problems due to the low temperature of exhaust gas.
The result indicates reduction of about 70% to 90% of CO and 10% to