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I.C ENGINE
Internal combustion engines are those heat engines that
burn their fuel inside the engine cylinder. In internal
combustion engine the chemical energy stored in their
operation. The heat energy is converted in to
mechanical energy by the expansion of gases against
the piston attached to the crankshaft that can rotate.
SPARK IGNITION ENGINE
A spark ignition (SI) engine runs on an Otto cycle—
most gasoline engines run on a modified Otto cycle.
This cycle uses a homogeneous air-fuel mixture which Figure No.6 Radiator
is combined prior to entering the combustion chamber.
Once in the combustion chamber, the mixture is OIL LINE & OIL PUMP
compressed, and then ignited using a spark plug (spark
ignition). The SI engine is controlled by limiting the We are using oil line for good & smooth working of
amount of air allowed into the engine. This is turbocharger. In this case we are using 10W40 mineral-
accomplished through the use of a throttling valve based oil. Oil pump is used to supply of oil into the
placed on the air intake (carburetor or throttle body). turbocharger.
AIR FILTER
For instance the air filters in your bike; their basic
function is to prevent dust from entering the engine,
which could cause serious damage to the performance
of the bike. And if your bike is fitted with paper filter
then change it regularly according to the instructions
given by the manufacturer.
State Solved
Scope
Definition
Type Equivalent
Total Deformation
(von- Mises) Stresses
Display Time End Time
Results
Minimum 39.904 Pa 0. m
Figure No. 9 Analysis Maximum 2.454e+007 Pa 2.9491e-006
m
Table No.2 Aluminium Alloy > Strain-Life Parameters Minimum Occurs On Solid
Maximum Occurs On Solid
Strength Coefficient Pa 9.2e+008
Strength Exponent -0.106 Information
Ductility Coefficient 0.213
Ductility Exponent -0.47 Time 1. s
Load Step 1
Cyclic Strength Coefficient Pa Sub step 1
1.e+009 Iteration Number 1
Cyclic Strain Hardening
Exponent Graph No. 2 Alternating Stresses
0.2
Thermal
Thermal Conductivity 237. W/m·°C
Specific Heat 434. J/kg·°C
Electromagnetics
Relative Permeability 10000
Resistivity 1.7e-007 Ohm
or Turbocharger 1 materials investigation is done using
static analysis.
Graph No.1 Strain Life Parameters the compressor material is withstand up to the (482.61
HZ) with the minimum stress (32.981 MPA) for the
compressor material incoloy alloy 909 and the turbine
material is withstand up to the (773.58 HZ)
With the minimum stress (171.01 MPA) for the turbine
material Inconel alloy 740.
Definition
Magnitude 4.e+005 Pa
(ramped)
3.5464e+005 Pa (ramped) 25000 Pa (ramped) Figure No. 11 Analysis of Turbine Wheel
AIR INLET & EXHAUST PRESSURE ENGINE ANALYSIS
Air inlet pressure into air cleaner & in engine = 0.3 Engine Ideal RPM: - 1400 RPM
bar ( Normal Condition ) Maximum Engine RPM: - 12000 RPM
Air inlet pressure into air cleaner & in engine = 0.2 Turbocharger RPM: - 20000 RPM
bar ( Turbocharged Condition ) Average Increased: - 8 Km*
For our analysis it is 0.25 bar or 25000.0 Pa (Under Specific Conditions)
Engine exhaust gas pressure = 4 bar or 400000.0 Pa
Air inlet through Air filter = .35 Atm or 35000.0 Pa Specific Conditions
Engine RPM = 3000 RPM
COMPRESSOR & TURBINE ANALYSIS Turbocharger RPM = 18000 RPM
For Compressor the minimum von mises stress (32.981 Weight on Bike = 40 kgs
MPA) is obtained for the material incoloy alloy Vehicle Speed = 40 Kmph
909.And the maximum frequency (482.61 HZ) is Tested in Vacuum & Frictionless Surface.
obtained for the material incoloy alloy 909.For Turbine 1. A nozzle whose big end dia is equal to dia of
the minimum von mises stress (171.01 MPA) is exhaust manifold.
obtained for the material Inconel alloy 740.And in the 2. Nozzle dia is equal to ¼ of exhaust valve dia which
frequency comparing to the compressor maximum is equal to 7.475 mm.
frequency (482.61 HZ) for incoloy alloy 909. And the 3. Nozzle attached with 2 flanges equivalent to dia of
turbine three materials frequencies Inconel alloy 740 – exhaust manifold.
(773.58 HZ); Inconel alloy 783- (679.12 HZ); wrought 4. Nozzle attached to exhaust side inlet of T.C.
aluminum alloy 2219 – (887.16 HZ); are more than 5. Exhaust attached to outlet side of T.C.
compressor maximum frequency (482.61 HZ). so that 6. A.F attached to inlet side of comp. side of T.C.
7. Pipe attached to carb. Just before carb. From outlet which do not require pre-mixing of mobile oil in petrol
side of comp. side of T.C. as lubricant.
RESULT & CONCLUSION The characteristic curve for Honda engine with and
without turbocharger (Improving efficiency) is shown
The Carbon monoxide Hydrocarbon and Nitrogen oxide in Graph below.
at full acceleration conditions and (Air fuel) at idling Graph No. 3 Characteristics Curve for Honda Engine
conditions for some selected gasoline vehicles were with & Without Turbocharger
also monitored to access the change in emission
characteristics. The emission measurement of Honda
Engine (withoutTurbo-charger) by using gas analyzer.
ADVANTAGES
BENEFITS OF • More power compared to the same size naturally
TURBOCHARGING aspirated engine.
• Better thermal efficiency over naturally aspirated
• Increased engine power output (in the region of
engine and super charged engine, because the
50%increase).
engine exhaust is being used to do the useful work
• Improved fuel consumption on (improved pressure
which otherwise would have been wasted.
balance across the engine.
• Better Fuel Economy by the way of more power
• Altitude compensation.
and torque from the same sized engine. A century
• A very high percentage of two wheel gasoline
of development and refinement—for the last
vehicles (48%)were found not complying with the century the SI engine has been developed and used
prescribed National Emission Standards. The widely in automobiles.
increase in Carbon monoxide and Hydro carbon • Continual development of this technology has
emissions by two wheel gasoline engine sat
produced an engine that easily meets emissions and
accelerated engine speed was quite significant.
fuel economy standards. With current computer
• About90%ofscootersand85%ofmotorbikes were
controls and reformulated gasoline, today’s engines
found emitting CO within the prescribed national
are much more efficient and less polluting than
standard of 4.5%. About 33% of scooters and 83%
those built 20 years ago.
of motor bikes were found emitting Hydrocarbon
• Low cost–The SI engine is the lowest cost engine
within 2000ppm.
because of the huge volume currently produced.
• Duringhalfthrottlingabout90%ofscooters and • High Thermal efficiency.
93%ofmotorbikes were found emitting HC within
• Better Volumetric efficiency.
the prescribed national standard of 2000PPM.
• High speed obtained.
• Duringfullthrottlingabout52%ofscootersand
• Better average obtained.
47%ofmotorbikeswerefoundemittingHC not within
• Eco-friendly
the prescribed national standard of 2000PPM.
• It was observed that the Carbon monoxide
emissions from two wheel vehicles increased from DISADVANTAGES
two to three times at the full acceleration engine
Bike cost will increase.
conditions.
Engine weight will increase.
• It was observed that the Hydrocarbon emissions
If there will be improper maintenance then there will be
from two wheel vehicles increased from two to
problem in turbo such as turbo lag.
four times at the full acceleration engine
conditions.
• By the use of turbo charging in two wheelers the REFERENCE
power can be enhanced. A properly tuned turbo 1. Books of Automobile Engineering
engine can produce 20% + more power compared 2. BGuide From Internet
to stock but expect an increase in fuel consumption. 3. Books of IC Engine
• More power compared to the same size naturally
aspirated engine.
• Better thermal efficiency over naturally aspirated
engine and super charged engine because the
engine exhaust is being used to do the useful work
which otherwise would have been wasted.
• Automotive oil condition monitoring is far from a
mature technology. As this technology progresses
and becomes more popular in the auto motive
industry, there will be many generations of sensors
developed to improve accuracy and range of
capability.
• While some vehicles come standard with oil
change technologies today, the majority do not.
The companies developing these sensor
technologies must be able to convince the
automotive industry and the public of their general
reliability and value. If this is successful, we may
see condition-based oil changes become the latest
trend in vehicle technology over the next few years.