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12 Chapter-5 PDF
12 Chapter-5 PDF
CHAPTER - 5
LNR ENGINE
5.0 INTRODUCTION
A brief concept of the LHR Engine is mentioned here before the experiments
are conducted on the LHR Engine. The early IC Engines developers realized the
advantage of increased combustion chamber temperatures. It is known fact that the
efficiency theoretical cycle depends directly on the temperature difference between
the hot and the cold portions of the engine cycle. If the combustion gas energy can
be contained through the expansion cycle, then the efficiency of the engine can be
increased. Such increase in the efficiency of Internal Combustion Engine is possible
by generating the higher chamber temperatures and thus the LHR Engine concept
has gained importance. In gasoline Engines, the thermal insulation will increase the
wall temperature which will lead to unwanted detonation. Therefore, the insulation
of the combustion chamber could be done only in Diesel Engine. In the process, the
insulation of the combustion chamber is done by coating with ceramics such as
Partially Stabilised Zirconia and Aluminum Titanate. Such insulations some times
increase the temperature of cylinder walls leading to cooling issues.
5.1.1 Introduction to LHR Engine:
The main purpose of a Low Heat Rejection is minimise the heat loss to the
coolant by providing heat resistance in the heat flow to the Coolant. The heat
generated inside the cylinder during chemical combustion of the fuel develops work
by moving the piston downwards and some of the heat is lost to (i) cylinder walls,
(ii) over come fiction, (iii) exhaust gases, (iv) cooling water, etc. Thus the load on
the engine varies, the magnitude of the heat losses also vary. In this context, the
theoretical adiabatic engine can be treated as a no-heat loss engine. But, it cannot
become a practical engine without heat loss as mentioned above.
The maximum power output from an Engine is limited and dependent on the
amount of fuel burnt in the engine cylinder and hence the development of thermal
energy. Therefore, the present researchers generally relaying to estimate engine
performance based on the Brake Thermal Efficiency and the Specific Energy
Consumption. If the induced air is compressed to higher density than the ambient,
prior to entry to the cylinder, the engine develops less than that of the capacity to
develop a maximum power. This is the primary purpose of supercharging. The
supercharging can be achieved through (i) Mechanical super charging where-in a
separate pump or blower or compressor (usually driven by the power taken from the
engine) provides the compressed air. (ii) Turbo-Charging (a turbocharger) - where-in
a compressor and turbine on a single shaft are used to boost the inlet air density.
Energy available in the exhaust stream of the engine is utilized to drive the
turbocharger and in-turn the Compressor which raises the air density into the engine
cylinder. (iii) Turbo-compounding uses a a second turbine in the exhaust directly
geared to the engine drive shaft. Out-of the three, turbo-charging is more effective in
LHR Engines due to high exhaust gas temperatures.
Advantages of LHR Engine
Lower SEC
NOx emissions from the LHR Engines is generally higher than that of the
cylinder, various types of LHR Engines are being developed. Some of them are:
(iv) Air Gap insulated piston and air gap insulated linear engine
(v) Air Gap insulated piston, air gap insulated linear engine with ceramic
coated engine.
As the heat resistant materials insulate the cylinder walls, the temperature
would tend to rise particularly after working loads, leading to cooling issues and the
release of exhaust gases to the atmosphere at high temperatures. Therefore, the Air
-6
Gap insulated Piston Engines are preferred when cornparedcoated Engines. The
main materials used for coatings are: Silicon Nitride, Silicon Carbide, Magnesia-
PSZ, Chromium Oxide and other combinations with PSZ.
The Piston Crown in the DI Diesel Engine on which the experiments are
conducted as shown in Chapter-4 is replaced with Brass crown. A Brass piece
machined to obtain the crown suitable so as to attach to the Piston. The Brass crown
is attached such that an air gap could be provided. The Brass crown with its End
View in Figure - 5.1; the Plan in Figure - 5.2 and the Assembly in Figure - 5.3 are
shown. The cross section of the Piston Crown with air gap arrangement is shown in
Figure - 5.4. Then the piston is set-up inside the engine cylinder.
5.4 METHODOLOGY OF EXPERIMENTS
143
Figure-5.4: Cross Section of the LHR Piston
5.5 SUMMARY
The Methodology in the construction of the LHR Engine has been explained
by modifications to the Aluminum piston. The Aluminum piston crown is replaced
by a Brass Crown by air gap. Then the piston assembly is set inside the cylinder and
closed, Later on the experiments are conducted on the LHR engine with Diesel and
followed by Bio-diesel Blends of five non-edible oils. The observations are recorded
for various Injection Pressures of 160, 180,200,220 and 240 bar. The Exhaust Gas
Readings and Smoke Meter Readings are recorded for Analysis. The Results and
Discussions are presented in the next Chapter.
Table-5.1: Experimental results for pure Diesel at 200 bar
Injection Pressure on LHR Engine
BP BSEC
HC C02 0 2 NOX EGT
B.TH.E (KJ 1 COO/t
No* (KW) ppm % % ppm O
KW-hr)
BSEC
S BP B.Tl3.E (KJi CO%
Hc co2 o2% NOx EGT
No. 0 ppm O/o PPm (C)
KW-hr)
Best
Best Injection Max. Minimum Max. Max, Absorb. Max. Max.
Oil Blend SEC(KJ1 CO HC Coft. NOx ECT.
Pressure B.TH.E.
KW-hr) % (ppm) (K) ( P P ~ ) (C)
(Bar)
JP
-
DH
Bio-Diesel Blends
-
Figure 5.5 : Comparison of Thermal Efficiency of all the
Bio-diesel Blends on Conventional Engine
LHR Engine I
Bio-Diesel Blends