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The Efficient and most effective design of 4 stroke

carbureted Engine by reducing the flow restriction


in the intake manifold, the carburetor and the intake
valves by using shape memory Alloys and variable
area of the inlet valves and the Combustion
Chamber

Problem Statement
The flow restriction in the intake manifold during the intake of air is the fundamental problem from the
beginning. The overall performance of the engine is significantly depending upon the intake air
temperature, its variation and the adhesiveness with the intake manifold and the restriction in the
carburetor throttle plate that the scientists are unable to solve up till now. So, the air leaving the
carburetor with appropriate fuel mixture is creating a lot of trouble when pass through the inlet poppet
valve that seat and the flow distribution in the inlet valve is such that the knocking and the pressure wave
generate that wear out the engine with the passage of time. The heat transfer in the intake manifold to
provide incoming air a slight high temperature to the cylinder causes the volumetric efficiency decrease a
bit because the rising temperature reduces the density thus the pressure of the air.
By studying these problems and the variation in the graph of volumetric efficiency with the flow and
speed urged our team to take this matter seriously and solve by engineering approach.

Solution is Based on
Our project solution will be mainly based on to the increase of volumetric efficiency and reduce the flow
restriction by providing the proper and appropriate intake system that will be suitable for aspirated as well
as for the turbocharged and supercharged engine.
So we would have to increase the mass flow rate of the air as the efficiency can be increased by the
following formula. So we will give several parameters calculations based phenomena to optimize the
system.
ma
ɳv =
Vd∗Pa

Intake Manifold
lntake Manifold Requirements
As modern engines are expected to feature good response characteristics, maximum perform- ance, i.e.,
high engine torque, and low fuel consumption while keeping pollutant emissions at a minimum, intake
manifolds have to meet the following, clearly defined, main requirements:
• Fast mixture delivery;
• Low pressure loss;
• Uniform mixture distribution;
• Low fuel-film accumulation.
Moreover, the intake manifold in its capacity as the connecting element between the mixture for- mation
system and the cylinder head is subject to substantial mechanical, thermal, and chemi- cal wear.
The design engineer now has to carefully adjust intake manifold geometry so that these require- ments,
which partly even contradict each other, can be fulfilled as best possible. Due to the com- plexity of the
problem, compromises as well as fine tuning during engine testing will be inevi- table.
Below follows a description of the most important factors influencing volumetric efficiency, mix- ture
distribution, and wall-film formation in induction systems with single-point mixture formation. It not only
describes relationships but also gives practical hints as how to improve intake manifold design as well as
simple formulae for approximate intake manifold dimensioning.
Design Principles
Some design principles apply to all intake manifolds with single-point mixture formation inde- pendent of
a particular induction system, or engine design, or of the chosen intake manifold type. These general
guidelines can be grouped under three requirements that have to be met by the intake-manifold geometry:
• Spatial symmetry;
• Temperature symmetry;
• Time symmetry.
The first requirement seems to be a perfectly logical fundamental precondition for the uniform
distribution of the air/fuel mixture from the mixture formation system to the individual cylinders. Intake
manifold design must always be symmetrical in relation to a plane through the mixture formation system
center and vertical to the engine axis. The mixture formation system is always deployed in the middle
between the outer and Inner Inlet duct pairs. As almost all flow disturbances caused in the mixture
formation system are a very sensitive matter, asymmetrical intake manifold designs cannot be
recommended as a solution to equalize asymmetrical flows that may have developed in the mixture
formation system. While such flow disturbances might be successfully compensated in one mixture
formation system, they could easily be amplified when using another mixture formation system, often
simply be- cause of manufacturing tolerances.

Intake Manifold Volume


The volume of an intake manifold is defined by the length and cross-section of its runners as well as by
the volume of the distributor.
Transient intake system investigations with single-point mixture formation that the intake manifold
volume significantly influences the response behavior and the exhaust gas quality.
Runner Cross-Section
Runner cross-sections should be as small as possible so as to provide for minimum mixture delivery times
(gas, droplets, fuel film), minimum wall wetting, and minimum construction weight with maximum heat
and phase transition. The minimum practically feasible cross-section will depend on the frictional
pressure loss, which rises with decreasing pipe cross-sections and, beyond a certain level, leads to an
unacceptably steep drop in volumetric efficiency in the full-load range.
The pressure loss in single-phase steady-flow pipes can be characterized as follows:
What is remarkable is the torque curve of a tuned intake pipe with a length of 600 mm and a diameter of
40 mm. In the 1700 min-1 to 4000 min-1 speed range the mean effective pressure is almost constant at 9.9
bar. With a tuned intake pipe length of 80 mm, which in the present case is determined by the throttle
housing, the mean effective pressure curve corresponds exactly to that obtained with a carburetor.
For comparison purposes, the mean effective pressure curve of a conventional ram pipe sys- tem was also
plotted in figure.

Solution
With ram pipe supercharging, the intake manifold pressure rises in the middle of the inlet phase due to the
reflection of the pressure wave in the air distributor. Accordingly, the mass flow curve through the intake
valve peaks in the middle of the inlet phase. Ideally, after intake valve closing, the air column continues
to vibrate damped with the natural frequency of a unilaterally closed pipe.
Fig. shows the mean effective pressure curves of various induction systems. With ram pipe
supercharging, the speed range with an optimum mean effective pressure is relatively wide. However,
with speeds exceeding the tuned speed range, there is a significant mean effective pressure loss.
Ram pipe supercharging should be used when a significant increase in volumetric efficiency, as compared
to a directly aspirating engine, is desired over a wider speed range.
Heat Transfer
A new trend in the field of the internal combustion engine is to make it adiabatic by insulating various
parts such as the cylinder wall, combustion chamber, cylinder head, piston body, valves etc. with ceramic
insulating materials. The diesel engine is undergoing a dramatic technological transformation by the
world-wide activity in the area of Adiabatic Engine Technology. One approach towards this goal is to
insulate the heat transfer surfaces, thus making an adiabatic engine. The adiabatic concept can also be
achieved by using an air gap in the cylinder wall, or by using ceramic components for some of the engine
parts or by coating engine parts such as the combustion chamber, piston crown, cylinder wall, cylinder
head, valves etc. with a thermal barrier using, for example, ceramic materials

Carburetor Characteristics

The carburetor works on Bernoulli's principle: the faster air moves, the lower its static pressure, and the
higher its dynamic pressure. The throttle (accelerator) linkage does not directly control the flow of liquid
fuel. Instead, it actuates carburetor mechanisms which meter the flow of air being pulled into the engine.
The speed of this flow, and therefore its pressure, determines the amount of fuel drawn into the airstream.

When carburetors are used in aircraft with piston engines, special designs and features are needed to
prevent fuel starvation during inverted flight. Later engines used an early form of fuel injection known as
a pressure carburetor.

Most production carbureted engines, as opposed to fuel-injected, have a single carburetor and a matching
intake manifold that divides and transports the air fuel mixture to the intake valves, though some engines
(like motorcycle engines) use multiple carburetors on split heads.

The goal of a carburetor is to mix just the right amount of gasoline with air so that the engine runs
properly. If there is not enough fuel mixed with the air, the engine "runs lean" and either will not run or
potentially damages the engine. If there is too much fuel mixed with the air, the engine "runs rich" and
either will not run (it floods), runs very smoky, runs poorly (bogs down, stalls easily), or at the very least
wastes fuel. The carb is in charge of getting the mixture just right.

Carburetor Design
We are proposing a novel design in which the throttle plate is not at the center because of this centering
the flow is disturbed. So the throttle plate is adjusted side ways which slide when the carburetor is at the
full throttle facing parallel to the side walls. And when the engine is idle positon the carburetor lets the
small amount of air to pass creating a large pressure difference to vaporize the fuel.

Inlet Valves
The inlet and exhaust valves of an internal combustion engine operate under severe conditions of
thermal, fatigue and mechanical stresses. The large temperature gradients in the valve body are
responsible for the thermal stresses developed. Knowledge of the temperature field in parts of the internal
combustion engine is most important in order to ascertain the points of highest thermal stress. A designer
is always interested in obtaining an opti- mum condition so that the engine parts are not subjected to
excessive stresses due to gas pressure (mechanical loading) and thermal loading. Also, the engine should
not lose a large amount of heat in cooling such parts. For obtaining such conditions and accurate
estimations of heat flow rates, the temperature distribution and resulting thermal stresses in internal
combustion engine parts like the
piston, valves, cylinder cover and cylinder wall need to be known. Accurate heat flow and thermal defor-
mation analysis would help in guarding against exces- sive stresses, fatigue, corrosion, etc.
The solution of the problem of heat transfer in an internal combustion engine is much more compli-
cated for the following reasons:
(1) the temperature of gases inside the engine
cylinder varies cyclically; (2) parts like valves have no regular cylindrical shape and are subjected to
different tempera- tures and heat transfer coefficients from the top, bottom and lateral sides; (3)
estimation of exact values of temperatures and
heat transfer coefficients is in itself a problem. The main purpose of this investigation is to predict the
temperature distribution, heat flow rates to the cooling media and the resulting thermal stresses in the
valve bodies at different engine loads with and with- out ceramic insulation coating on the valve plate.
Due to the complexity of the problem a numerical solution

Inlet Valve Characteristics


The design and operational variables of inlet and exhaust systems are decisive to determine overall
engine performance. The best engine overall performance can be obtained by proper design of the engine
inlet and exhaust systems and by matching the correct turbocharger to the engine Using these techniques
model, the effects of the parameters of the inlet and exhaust systems on the engine performance are
obtained. In particular, the following parameters are chosen: valve timing, valve diameter, valve lift
profiles, diameter of the exhaust manifold, inlet and exhaust pipe lengths, and geometry of pipe junctions.
Proper sizing of the inlet and exhaust pipe systems is achieved very precisely by these investigations.
Also, valve timing is tuned by using the results obtained in this study. In general, a very high
improvement potential for the engines studied here is presented
The engine intake and exhaust systems determine the engine operational behavior in steady and tran- sient
modes, the engine performance and the engine emissions regarding exhaust gas and sound. The design of
exhaust and intake systems has been studied by numerous researchers For a higher engine efficiency and
for a better engine performance in transient operation, the energy losses in the intake and exhaust
systems, including the valves, of an engine are to be kept at a minimum. As an important design
parameter, valve timing has been studied intensively .Valve timing is to be designed to optimize engine
performance at the engine operating range. Especially, variable valve timing decreases the problems of
valve overlap and is used to reduce fuel consumption as well as exhaust gas emissions.
This can be accomplished by optimizing the heat transfer rates and pressure losses, particularly in the
exhaust system, since higher temperatures and very complex gas flow phenomena occur in the exhaust
system. The energy losses and flow instabilities in a pipe system occur particularly in pipe junctions. The
energy losses in pipe junctions can be represented in engine cycle simulation by using pressure loss
coefficients depending on the geometry of the junction, flow direction and mass flow rates. Accurate
values of the pressure loss coefficients can be obtained experimentally as well as by analytical methods.
Studies showed that the flow loss coefficients are only mildly dependent on the cross-sectional shape and
is based on well known conservation laws such as mass, momentum and energy.
Turbocharging plays a crucial role to utilize exhaust gas energy efficiently. In order to increase the
efficient use of exhaust gas energy, first, the gas is to be transported with minimum energy losses from
the cylinders to the turbine. Then, this gas energy is to be converted at the turbine into mechanical work
in the best possible way, which is needed by the compressor. The ‘‘transmission or manifold efficiency’’
as the ratio of the exhaust gas energy given to the exhaust turbine to the exhaust gas energy at the cylinder
exit.
Optimization of the inlet pipe system aims to obtain higher transmission efficiencies in the engine
operation range. Apart from obtaining higher transmission efficiency, by proper design of the engine
exhaust system and by matching the correct turbocharger to the engine, the best engine overall
performance can be obtained.

The mass flow rate formula shows that if the inlet area is increased then the system mass flow rate can
be tremendously increased.
Inlet Valve Design
The design concern is to change the geometric features of the inlet valve according to the varying
conditions of the air flow at any instantaneous speed.
Valve Geometry

Where
lmax = dv/4
lmax is valve lift when valve is fully opened
dv is the diameter of the valve
The passage area of flow is :
Apass = πdv l
Mass flow rate through valves

Indices, C for Cylinder, i for inlet valve, e for exhaust valve


Effect of valves on engine performance
The effect of valve timing, valve lift profiles and valve diameter on the performance of a V12 engine is
investigated here. The engine model is the same as in Fig. 2 except the number of cylinders. The results
of these investigations are discussed in the following.
Effect of valve timing
Valve timing has a great influence on the engine processes, especially the gas exchange process, and
thus, the cylinder charge is directly affected. The valve overlap period at the top dead center (TC), where
the exhaust and intake valves are both open, creates a number of flow effects such as back flow of the
exhaust into the inlet manifold when the exhaust pressure is greater than the inlet pressure. This back flow
reduces the volumetric efficiency of the engine. On the other hand, since this dilution will reduce the peak
combustion temperatures, the NOx emission will also be reduced [28]. When the intake pressure is
greater than the exhaust pressure, this time, there will be some short circuiting of the inlet charge, which
is a mixture of natural gas and air in the engines studied here, directly to the exhaust, and thus, a fraction
of the fuel is not burning in the cylinder. This will first reduce the trapping efficiency of the engine and
then the engine performance, since the unburned fuel energy is not converted into mechanical energy.
For turbocharged engines, the opening time of the exhaust valve plays an important role. If the exhaust
valve opens too early, more than necessary work is lost in the later stages of the power or expansion
stroke. If it opens too late, there is still excess pressure in the cylinder at the bottom dead center (BC).
This pressure resists the piston movement early in the exhaust stroke and increases the pumping work to
push the exhaust gas from the cylinder. The closing time of the exhaust valve is also important. If the
exhaust valve is closed too early, an excess of exhaust gases is trapped in the cylinder, and thus, the
volumetric efficiency decreases. Also, the cylinder pressure would go up near the end of the exhaust
stroke, causing a loss of net work from the engine. If the exhaust valve is closed late, there is an excess of
overlap, with more backflow of exhaust gas into the intake.
Fig. 10a shows the pressure-time histories in the cylinder, in the exhaust manifold and in the intake
manifold of the V12 engine. The mass flow rates through the valves of the engine are shown in Fig. 10b.
The following can be drawn from these figures: a strong residual gas compression be- fore TC back flows
through the inlet valve at the beginning and at the end of the intake stroke. As mentioned already, the
residual gas compression before TC causes a loss of net work from the engine. Especially, the back flow
at the beginning of the intake stroke can be an explosion danger for this mixture loaded natural gas
engine, since the exhaust gases are still hot.
The valve lift profiles as basic variant are shown in Fig. 10c. In order to obtain the effect of valve timing
on the engine performance, a parametric study is accomplished. To do this, the valve lift profiles are left
unchanged but shifted in both directions with an interval of 10° crank angle (dCA). This means that the
cam profiles and cam lengths are left unchanged.
For this parametric study, the amount of fuel supplied to the engine and the exhaust turbine cross
sectional area are left constant. These assumptions are necessary to obtain only the effect of valve timing.
For optimization of the valve timing, the objective is to obtain the highest engine efficiency under the
conditions of a trapping efficiency of 100% and no back flow through the valves.
Volumetric efficiency rises always with the later opening of both intake and exhaust valves.

Greatest Restriction
Intake valves offer the greatest restriction and the friction to the incoming charge into the cylinder. To
reduce this restriction, the intake valve diameter is to be increased. Also, the exhaust valves should be as
large as possible, considering all other demands in the design of the combustion chamber. A larger valve
gives a greater flow area and reduces the time of exhaust blow down. This allows for a later exhaust valve
opening and a longer expansion stroke with less lost work.
There are three possibilities to decrease the flow restriction of the valve:
1. Designing a larger valve lift which gives a greater area under the valve lift profile
2. Increasing the valve diameter
3. Increasing the valve flow coefficients via a well designed whole cylinder head and valve channel.
To obtain the effect of valve lift profiles on engine performance, three valve lifts are used.

Our Design
We increased the area of valves by using the shape memory alloys. This concept is completely novel and
no one has used it in the engines. The Valves will be contracted when the hot air from the intake manifold
will pass through and when the compression initiates the valve will set to the original shape and will get
its memory. The manufacturing of the valve area is larger than the conventional used. This area will be
saved to the material memory. The material is Nickel Titanium alloy which is used to restore its original
position when heated. So, in combustion process and the valves are in original position which is closed by
default, but when the expansion stroke is going to be end the cylinder temperature is lost and the valve
will get to be opened by the temperature difference.

Shape Memory Alloys


Shape memory effect NiTi senses a change in ambient temperature and is able to convert its shape to a
preprogrammed structure. While NiTi is soft and easily deformable in its lower temperature form
(martensite), it resumes its original shape and rigidity when heated to its higher temperature form
(austenite). This is called the one-way shape memory effect. The ability of shape memory alloys to
recover a preset shape upon heating above the transformation temperatures and to return to a certain
alternate shape upon cooling is known is two way shape memory effect.
Superelasticity

Superelasticity (or pseudoelasticity) refers to the ability of NiTi to return to its original shape upon
unloading after a substantial deformation. This is based on stress-induced martensite formation. The
macroscopic deformation is accommodated by the formation of martensite. When the stress is released,
the martensite transforms back into austenite and the specimen returns back to its original shape.
Superelastic NiTi can be strained several times more than ordinary metal alloys without being plastically
deformed, which reflects its rubber-like behavior. It is, however, only observed over a specific
temperature area.

Lower Weight and high wear resistant

The mechanical properties of NiTi depend on its phase state at a certain temperature. NiTi has an ability
to be highly damping and vibration-attenuating below As. For example, when a martensic NiTi ball is
dropped from a constant height, it bounces only slightly over half the height reached by a similar ball
dropped above the austenite temperature. NiTi has unique high fatigue and ductile properties, which are
also related to its martensitic transformation. Also, very high wear resistance has been reported compared
to the CoCrMo alloy. NiTi is a non-magnetic alloy. Electrical resistance and acoustic damping also
change when the temperature changes.

Mechanical Properties

It is clear from the equations that as the valve area is increased the flow rate is increased but the problem
is that the weight and the engine size increased.

Temperature Ranges
The temperature ranges of the shape memory alloys give us substantial results because it can withstand
the enormous extreme conditions as well as the severe circumstances. In our design we are going to
implement it on to the combustion chamber and the te66696mperature would be about 2100 C and the
sudden variation in the temperature causes the damages in the valves seat. But the Shape memory
alloys are as useful in the design because it can bear these stresses.

It can withstand up to 4000 C.


Results

So, we come up with the idea that the flow passage can only be increased if we decrease the combustion
face and the let the flow come in the combustion chamber with minimal restriction during intake. We
reduced the valve area which will be based upon the temperature variation and the shape memory alloys.
Our initial shape is shown below to optimize the volumetric efficiency.

Cylinder flow and Engine Performance


Today, the principal objectives of engine designers are to achieve a double goal, good performance and
the low levels of emission. Moreover, the economic and ecological conditions oblige researchers in the
internal combustion engines domain to reexamine all possibilities of energy expenditure reduction of new
engines and those which are already in use. There are mainly two solutions; the first is to convert diesel
and SI engine into gas fueled engines and the second is to optimize the combustion process.
Firstly, the conversion of diesel engines to gas fueled spark igni- tion (SI) engines has been performed
with the intention of reducing harmful emissions. Gas fueled engines are very important for urban bus
transport, municipal good transport and other specificities such as garbage collection. At present, the main
interest for gaseous fuels lies on LPG and compressed natural gas (CNG), which are used in urban
transport. These gaseous fuels have economical and environmental benefits (price incomparable with
gasoline and different physical and chemical properties which gives them a good chance for lower
production of the exhaust pollutants).
The intake manifold design affects directly the gas flow behavior. The movement of in-cylinder fresh
mixture amount has a great influence on the engine performances and its pollutant emissions. It governs
directly filling rate, heat exchange and the quality of combustion. It is quite clear thus, that the turbulence
structures are a factor determining the effectiveness of the engine combustion process. The in-cylinder
flow is a non-stationary and complex phenomenon in a field with variable geometry (piston and inlet
valve movements). Its study obliges the coupling between intake runners and cylinder to identify the flow
structure on the inlet valve zone level. The aerodynamic phenomena, which proceed at these zones, were
often studied through the experiment.
Velocity Field
The control of velocity distribution in the combustion chamber improves flame quality and returns an
economical airefuel mixture. The presence of a movement swirl or tumble is preferable in the combustion
phenomenon. Fig shows the velocity field distribution in the xyz plan, for initial and optimized intake
manifold designs, respectively.
By increasing the valve area the flow passage is increased.

Initial and Improved


Design
==

Analyses
Analyses showed that the valve head drops a lot of pressure and the exertion of forces are greater so we
used our design to minimize this effect and increase the flow velocity and mixing in the chamber.

Optimized Design
The major difference can be observed that the pressure dropped is reduced and the flow can be less
turbulent. Mixing of the flow is proper and the combustion process can be optimized.
Conclusions
We end with the results that the flow can be controlled by the changing certain parameters and the smooth
out flow through the pipes can be helpful for the effectiveness of the engine. The carburetor new
proposed design is feasible and easy to control the flow and the varying venturi area due to temperature
change and the pressure change is the chief parameters to control the effectiveness. The performance of
the engine can be enhanced by the taking care of afore mentioned parameters. The results depict that the
efficiency is increased by adopting these parameters.

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