Noise Level Reduction in Four Stroke Ci Engine Effecting Modifications in Fuel Injection Equipment

NOISE LEVEL REDUCTION IN FOUR STROKE CI ENGINE EFFECTING
MODIFICATIONS IN FUEL INJECTION EQUIPMENT
CHAPTER 1
INTRODUCTION
Department of Mechanical Engineering, NIE Mysuru Page 1

1. Introduction
Compression-ignition (CI) engines, popularly known as Diesel engines were inventedby

Rudolf Diesel in Germany in 1893. In this, ignition of the fuel that has been injected intothe
combustion chamber is initiated by the high temperature which is achieved byCompression of
air. This is in contrasts with its SI counterpart. The diesel engine has the highest of any
practical internal or external combustion engine due to its veryhigh compression ratio and
inherent lean burn which enables heat dissipation by the excessair.
Diesel powered vehicles have increased demand in India especially due to subsidised diesel rates
and because of their attractive features like fuel efficiency and reduced CO emissions. However,
from the noise point of view, diesel engines remain deplorable to the gasoline engines, as they
have fiddly systems comprising various dynamic forces acting on an equally complex structure of
varying stiffness, damping and response characteristics. Direct injection engines have an edge
over their indirect injection counterparts because of less fuel consumption and emission.
Fig 1: Combustion chamber of CI engine

The main sources of noise generation are: gas-flow, mechanical processes, and combustion. Low
frequency controlled, gas-flow noise, is associated with the intake and exhaust processes,
including turbo charging and the cooling fan. The various reciprocating and rotating parts in the
engine components impart mechanical noise; originating because of inertia forces causing piston
slap, from gears, tappets, valve trains, timing drives, fuel injection equipment and bearings. The
third and most widely studied and researched is the combustion noise. The reason behind its
source is the high rate of pressure rise dp/dθ, mainly after the ignition delay period, which causes
discontinuity in the cylinder pressure frequency spectrum and increase in the level of the high-
frequency region, resulting in vibration of the engine block and ultimately, in combustion
noise radiation.
1.1 Direct injection and Indirect injection in CI engines
IDI – Indirect injection diesel engines
IDI diesel engines utilize a pre-combustion chamber, generally referred to as a pre-

chamber. Fuel is injected into the pre-chamber, where it rapidly mixes with oxygen and
ignition occurs. As the flame front expands in the pre-chamber, it forces fuel to enter the
combustion chamber rapidly, effectively mixing the fuel with air in the cylinder and
atomization is achieved. The glow plug is also located in the pre-chamber, and the shape of
the pistons in an IDI resemble those of a gasoline engine.
Fig 2: Pressure and Crank angle diagram for IDI engine

DI – Direct injection diesel engines

DI engines inject fuel directly into the combustion chamber, right into the top of the
piston. The pistons on a DI engine have a bowl or cup machined into them that the fuel is
directed into. DI engines operate at higher injection pressures and therefore more complete
atomization occurs, meaning these engines do not require a pre-chamber to ensure proper
diffusion of the fuel into the air.
Fig 3: Pressure and Crank angle diagram for DI Engine
1.2 Why direct injection is better than indirect injection
Indirect injection has higher emissions and less noise whereas direct injection has low
emissions and noise generated is more.
Nowadays direct injection is implemented in all CI engines because of its low emission levels
and lower SFC levels.
The problem associated with direct injection is noise level, which needs to be reduced to the
extent possible.

1.3 Comparison of IDI and DI
Figure4. DI and IDI combustion chambers.
 CI engines popularity is because of the subsidized cost of Diesel in India. Diesel

available as a cracked petroleum part has also been advantageous
 Of the several types of combustion chambers IDI and DI types withstood the test of
times and the ever-changing demands (FC, Emission)
 More stringent emission levels pushed the IDI into oblivion despite disadvantages of
DI type
 DI's adaptability to FIE (Fuel Injection Equipment) variables resulted in low Emission
levels and lower FC.
 Noise has been a major disadvantage with DI consequent of high injector opening
pressures and the subsequent higher injection pressure, high combustion pressures,
peak pressure and rate of combustion pressure rise.
 IDI with lower values of the above has lower noise level (Chosen for passenger cars
in the yesteryears) but could not answer the emission norms of the present day.
 DI engines with noise, especially at idling, would be a better choice in CI engines

1.4Combustion stages in CI engines:-
Ignition delay period- It is the preparatory phase during which some fuel has already been
admitted but not yet ignited. There are 2 types of delay; they are physical and chemical delay.
Period of rapid combustion-During this stage pressure rise is rapid. Rate of heat release is
maximum. The highest pressure reached depends on the duration of delay period. Period of
controlled combustion-During this stage maximum cycle temperature is observed. Since
temperature and pressure are high at the end of 2nd stage ignition delay is reduced. Hence
controlled rate of pressure rise is observed. Period of afterburning-During this stage,
unburnt and partial burnt fuel undergo combustion as soon as they come in contact with
oxygen. Usually this period starts from the point of maximum cycle temperature and
continues over a part of expansion stroke.
1.5 Injection parameters influencing combustion
 Injection timing: Injection timing is the time at which injection of the fuel in to the
combustion chamber begins. The actual valve timing diagram for four-stroke diesel
engine is shown in figure 6. The inlet valve opens 10-25° before the top dead centre
position. Fresh air is sucked into the engine cylinder till the inlet valve closes. The inlet
valve closes 25-50° after the bottom dead centre position. The air is compressed till the

fuel is injected. The fuel injection starts 5-10° before the T.D.C position in the
compression stroke. The air fuel mixture burns. The temperature and pressure increases.
The burning gases expand till the exhaust valve opens. The exhaust valve opens 30-50°
before the B.D.C. position. The exhaust gases are forced out of the engine cylinder till the
exhaust valve closes. The exhaust
valve closes 10-15° after the T.D.C. position. Before the exhaust valve closes, again the
inlet valve opens 10-25° before the T.D.C. position. The valve timings are specific to an
engine and vary from engine to engine types. The angle between these two events is
known as angle of valve overlap. Theoretically we learn that injection of diesel takes
place when piston reaches TDC. But practically injection takes place before piston
reaches TDC. This is because to provide diesel to atomize, to spread(not to accumulate at
a place) and to reach its self-ignition temperature. If diesel is injected much before when
piston reaches TDC, then abnormal combustion takes place which in turn decreases its
efficiency.

• Fuel injected quantity: Injected fuel quantity is the amount of fuel delivered to an
engine cylinder per power stroke. It is often expressed in mm3/stroke or mg/stroke. In
order to increase the efficiency we need to achieve complete combustion, complete
combustion is achieved only at precise quantity and it depends on ambient
temperature, atmospheric pressure, load, speed, start, acceleration, deceleration and
steady speed etc..
• Injection duration: Injection duration is the period of time during which fuel enters
the combustion chamber from the injector. It is the difference between SOI and EOI
and is related to injection quantity.
• Injection law: Injection law is how the fuel is distributed in the injection duration. It
depends on ambient temperature, atmospheric pressure, load, speed, start,
acceleration, deceleration and steady speed etc… Injection of small portion of fuel at
the beginning of injection process, so-called “pilot-injection”, achieves better
conditions for combustion process during main injection of fuel in working chamber.
A smaller pressure gradient and a lower noise are obtained too. On this way, a direct
control of combustion process is achieved, that makes possible the reduction of
emissions in exhaust gases, as well as the lower thermal and mechanical loads.
• Atomisation: this is a very important function since it is the first phase in obtaining
proper mixing of fuel and air in the combustion chamber.
1. At low velocities, the growth of asymmetric oscillations on the jet surface

cause the jet to disintegrate into drops of fairly uniform size. This is Rayleigh
mechanism of breakup. Drop diameters are roughly twice the initial jet
diameter. Drop sizes are increased by increases in liquid viscosity and are
reduced by increases in jet velocity.
2. At higher velocities, breakup is caused by oscillations of the jet as a whole

with respect to the jet axis. The jet has a twisted or sinuous appearance. This
mode occurs over only a fairly narrow range of velocities.
3. Droplets are produced by the unstable growth of small waves on the jet
surface caused by interaction between the jet and the surrounding air. These
waves become detached from the jet surface to form ligaments which

disintegrate into drops. Mean drop diameters are much smaller than the initial
jet diameter.
4. Atomization. At very high relative velocities atomization is complete within a short
distance from the discharge orifice. A wide range of drop sizes is produced, the mean drop
diameter being considerably less than the initial jet diameter. Reduced droplet size help each
droplet to come in contact with hot air
1.3Components Influencing the Injection Parameters:-

•Cams: The shape of the cam decides the rate of lift of the plunger and consequently the rate
of injection of the various shapes of cams are Convex; Tangent and Concave are normally
used. Convex has the lower rate of injection because it has slow lift. Tangent has slightly
higher rate of injection, whereas Concave Cam has the higher rate of injection.
•Plunger Diameter: - The required quantity can be injected in shorter time by using a longer
plunger diameter. Lower plunger diameter takes longer time for injection.
•Delivery Valve: - A one way valve above the plunger has a spring above connected to it. It
influences on the pressure built, rate of injection, duration etc…
•High Pressure Pipe: - It influences the injection characteristics. Diameter has significant
influence than the length, since volume inside the pipe increases as diameter increases.
•Injector: - The number of holes in the injector influences the injection, more holes less
pressure. Spray hole diameter bigger less injection pressure. Spray hole length more lesser
pressure. Shape of the spray hole has greater importance, tapered hole gives more
penetration.
1.7 Fuel Injection Equipment (FIE)

The fuel system supplies, transfers, cleans and delivers fuel to the engine cylinders to enable
combustion, thereby producing power.
Components of fuel system are:

1. Fuel lines
2. Fuel transfer pump
3. Fuel filters
4. Fuel injection pump (FIP)
5. Fuel injectors
1. Fuel line: A fuel line is a hose used to bring fuel from one point in a vehicle to another or
from a storage tank to a vehicle. It is commonly made of reinforced rubber to prevent
splitting and kinking.
2. Fuel transfer pump: Fuel transfer pump is used to transfer fuel from fuel tank to filters.
3. Fuel filters: A fuel filter is a filter in the fuel line that screens out dirt and rust particles
from the fuel, normally made into cartridges containing a filter paper. They are found in most
internal combustion engines. Fuel filters serve a vital function in today's modern, tight-
tolerance engine fuel systems. Unfiltered fuel may contain several kinds of contamination, for
example paint chips and dirt that has been knocked into the tank while filling, or rust caused
by moisture in a steel tank. If these substances are not removed before the fuel enters the
system, they will cause rapid wear and failure of the fuel pump and injectors, due to the
abrasive action of the particles on the high-precision components used in modern injection

systems. Fuel filters also improve performance, as the fewer contaminants present in the fuel,
the more efficiently it can be burnt.
4. Fuel injection pump (FIP): An Injection Pump is the device that pumps diesel (as the
fuel) into the cylinders of a diesel engine. Traditionally, the injection pump is driven
indirectly from the crankshaft by gears, chains or a toothed belt (often the timing belt) that
also drives the camshaft. It rotates at half crankshaft speed in a conventional four-stroke
diesel engine. Its timing is such that the fuel is injected only very slightly before top dead
centre of that cylinder's compression stroke. It is also common for the pump belt on gasoline
engines to be driven directly from the camshaft. In some systems injection pressures can be
as high as 1000 bar in case of Mechanical Injection system and 200 MPa in case of CRDI.
1. Oil outlet Valve and Nipple

2. Plunger and Barrel
3. Tooth ring
4. Spring
5. Roller
6. Bearing
7. Camshaft
Fig 8: Fuel injection pump (FIP)

1.8 Effect of changing Plunger diameter on Injection.
The main function of plunger is to deliver the metered fuel. Element is made of barrel
& plunger pin. The rotary movement of plunger inside barrel regulates the quantity of fuel
and passed it on upward direction for delivering the fuel.If the plunger diameter is increased,
then the pressure at the end of the pump barrel increases. This is because the area of
compression remains same and the area of the plunger head increases. This creates the
throttle and thus the high pressure is developed. The efficiency can be increased.
Fig 9: Barrel and Plunger
1.4 Ill effects of noise

This project is aimed to reduce noise level in diesel engine at idling condition. In cities,
vehicles will be running at idling at traffic junctions. For the comfort of passengers,
pedestrians and traffic police reduction of noise under idling conditions other than running
conditions is important.Exposure to higher levels of noise causes a number of temporary
physiological changes like increase in blood pressure, intracranial pressure, faster heartbeats
and sweating. Noise interferes with sleep. It has also been observed to interfere with vision.
Figure3. Clustered vehicles moving in idling speed
Figure4. Vehicles clustered in traffic signal
1.5 Fuel Injection Equipment’s

1.51 Fuel Injection Pump
Injection Pump is the device that pumps diesel (as the fuel) into the cylinders of a diesel
engine. The fuel injection pump is the heart of the diesel engine. Precisely delivered fuel
maintains a rhythm or timing that keeps the engine running smoothly. Simultaneously, the
pump also controls the amount of fuel needed to gain the desired power. Traditionally, the
injection pump is driven indirectly from the crankshaft by gears, chains or a toothed belt
(often the timing belt) that also drives the camshaft. It rotates at half crankshaft speed in a
conventional four-stroke diesel engine. Its timing is such that the fuel is injected only very
slightly before top dead centre of that cylinder's compression stroke. Major advances in the
development of the diesel engine are a direct result of better fuel injection.
1.52Inline-injection (Jerk) Pumps
The first pumps to use plungers to force metered fuel to the combustion chamber were
developed back in the 1890s. It took almost forty years, but in 1927 Bosch introduced the
mass-produced helix-controlled inline pump. These first pumps look a lot like the Bosch
P7100 (P-pump) on '94 to '98 Dodge Ram 5.9L Cummins engines. Sometimes called jerk
pumps, they are constructed from separate pump and plunger units connected inline, one per
cylinder. They are activated by a cam, which is mechanically connected to the engine. Still,
the pump has the ability to vary timing, although not to the sophistication of an electronically
controlled system. Inline injection pumps look like mini inline engines. The earliest inline
injection pumps delivered 3,000-5,000 psi of injection pressure, while the newer Bosch
P7100, found on '94 to '981/2 Cummins engines, delivers 18,000 psi of pressure.
1.53Distributor (Rotary) Injection Pumps
These types of pumps have only one fuel-metering plunger. A spinning rotor makes a
hydraulic connection with the different ports on the distributor head, somewhat similar to the
way a distributor works on a gasoline engine. Benefits of a rotary-style pump with only one
plunger are all the shots of fuel are exactly the same, and it makes for a smaller overall
package. Also, distributor-style pumps have less moving parts compared to inline pumps.

Two examples of mechanical rotary pumps are the Stan dyne DB2 and the Bosch VE. The
Stan 0dyne DB2 produces 6,700 psi of pressure, while the Bosch VE produces 17,000 psi.
1.6 Schematic of Inline pump
An in-line injection pump fuel system layout is schematically shown in Fig.5. Essentially all
in-line diesel injection pumps use one or more cylinders, called barrels, where a reciprocating
plunger produces very high pressures. Although various types of valve have been used for the
start and end of injection, but the only suitable one for modern engines are those in the form
of ports that are covered and uncovered by the plunger and the edge of the spill groove (Fig.
10.10). As the plunger is jerked upward by the cam, its upper end covers the fuel inlet port, so
that above it fuel pressure starts to build up, initially slowly and then extremely rapidly. To
terminate injection, this pressure is suddenly released by uncovering of the spill port. The
spill groove is generally straight but inclined so that, by rotating the plunger, the timing of the
spill point can be controlled, and so also the quantity of the fuel injected to match the engine
requirement.
Figure5. - In line injection pump fuel system layout.

1.7 Effect of changing plunger diameter on injection.
If the plunger diameter is increased, then the pressure at the end of the pump barrel increases.
This is because the area of compression remains same and the area of the plunger head
increases. This creates the throttle and thus the high pressure is developed. The efficiency can
be increased.


Figure6. Plungers in different diameters
1.8 PRE- STROKE

 The total stroke of the plunger is 8mm in this particular pump.
 The total stroke can be divided as pre-stroke and effective stroke.
 The pre-stroke part is from bottom dead centre (BDC) of plunger to port
closure.
 The effective stroke is from port closure and beyond.

 If the BDC of the plunger is changed (Downwards) the pre-stroke increases. If

the BDC is moved up pre-stoke decreases. This pre-stroke will change the
point at which fuel injection starts and ends on the lift and velocity diagram.
 Since the plunger velocity changes the injection parameters accordingly
change, this will affect the combustion phenomenon.
Figure7:Pre-stroke
1.9 High pressure pipe

Dead volume
The dead volume prominently affects the rate of pressure rise and engine noise. Dead volume
is the volume between the fuel pump and the injector.
Dead Volume, 𝑉 = 𝜋𝑑2l/4
Where, d: diameter of HPP

l: length of HPP
Since the dead volume varies as the square of the HPP diameter, the effect of HPP diameter
on the overall performance is significant than the length of the HPP. Thus, the variation
of engine noise with respect to HPP diameter was chosen as one of the critical areas of study
in this paper. This paper focuses on optimizing HPP diameter and injection timing to reduce
engine noise. FIE optimization must result in lower noise levels at acceptable fuel
Consumption levels.
Figure8. High pressure pipe
Delivery Valve
It is a one way valve in the mechanical system to build up pressure.
Delivery Valve is a tiny component in the FIP with a major role to play. The hydraulics is
influenced by DV as much as any other component in the system.

Fig 9 delivery valve
Adaption flat
A special variant of this component is the DV with adaption flat. A small machining relief on
the piston of the DV in results in increased delivery at lower speeds for torque boost. The
depth of this relief measured as rota though flow accomplishes the extent of torque boost
required but not with constraints and limitations. The relief changes the hydraulics of the
system and consequently affects the power/torque , emission and noise
The project in question is the study the influence of DVs with various rota through flow in
reducing combustion noise and fuel consumption and the associated emission levels
Fig 10 delivery valve with adaption flat

It increases delivery at low speeds, provides lower end torque better acceleration and
improves hydraulic stability.
1.10 Engine Specifications
• Engine: MDI 2500 N 3A

• Number of Cylinders 4

• Bore X Stroke 88.9mm X 110mm

• Rating 44.5HP +/-5% @ 1900rpm
• Torque 184Nm+/-5% @100rpm
• Capacity 2730cc
• Compression Ratio 20.2:1
• Fuel Injection Pump Inline – A Type
• Low Idling Speed 800+/-50rpm
• High Idling Speed 2125+/-50rpm
• Engine Aspiration Naturally Aspirated
Static Injection Timing 7.5˚+/-1˚BTDC

CHAPTER 2
LITERATURE REVIEW

1 Abdul Rehman, Surya Reviewed of noise control in

Yadav, Aman IC engine
Saxena
2 ZHANG Qing-hui, HAO Mechanism and optimization
Zhi-yong, of fuel
ZHENG Xu, YANG Wen- injection parameters on
ying, combustion noise of DI
MAO Jie diesel engine
3 Tuan Anh Nguyen, Masato Effect of hydrogen addition
Mikami to intake air
on combustion noise from a
diesel engine
4 S. J. Yoon, B. Park, J. Park Effect of injection
and S. parameters on engine
Park noise in a compression
ignition engine
5 Masahiko Kondo, Shuji Development of noise
Kimura, reduction
Izuho Hirano, Youichi technologies for a small
Uraki, direct-injection
Ryoichi Maeda diesel engine
6 H. M. Patel, Prof. V. H. Design and Optimization of
Chaudhari, Fuel
Prof.S.A.Shah Injection System in Diesel
Engine Using
Biodiesel – A Review
7 Saurabh Singh, Manish Jain Use of Biodiesel in CI
and Engines: A
Amit Pal Review
8 K. Nantha Gopal , R. Effect of pongamia biodiesel

Thundil on emission
Karupparaj and combustion
characteristics of DI
compression
ignition engine
9 Erinc ¸ Uludamar, Safak Vibration, noise and exhaust
Yıldızhan , emissions
Kadir Aydın , Mustafa analyses of an unmodified
Ozcanlı compression
ignition engine fuelled with
low sulphur
diesel and biodiesel blends
with
hydrogen addition
10 K.N. Dewangan , G.V. Noise characteristics of
Prasanna tractors and
Kumar , V.K. Tewari health effect on farmers

2.1 Summary
I. Abdul Rehman, Surya Yadav, Aman saxena
Here author reviews various sources of engine noises and extent of their impact on
surroundings. Typically they separate all the noises from an IC engine into 3 categories.
I. AERODYNAMIC NOISE- aerodynamic noise includes exhaust gas or

intake air noise as well as noise generated by cooling fans, auxiliary fans or noises in any
other air flow unit
II. COMBUSTION NOISE- combustion noise refers to noise generated
by the vibrating surfaces of the engine structure, components and accessories after excitation
by combustion forces.
III MECHANICAL NOISE- mechanical noise refers to noise generated
by the vibrating surfaces of the engine components and accessories after excitation by
reciprocating or rotating engine components.
II. ZHANG Qing-hui, HAO Zhi-yong, ZHENG Xu, YANG Wen-ying, MAO Jie
Engine noise and cylinder pressure measurement experiments were carried out by the authors
and the improved attenuation curves were obtained. From this data engine noise was
predicted and the effect of FI parameters contributing combustion noise was investigated
during the combustion process. Different injection parameters considered here in the order of
their influence on combustion noise are as listed
I. Effect of main injection advance angle - influence greatly.
ii..Pilot injection interval time - moderate influence.
. iii. Pilot injection quantity - minimal impact.
The results show that Fuel injection parameters can affect the cylinder pressure rise rate and
heat release rate, and consequently affect the cylinder pressure load and pressure oscillation
to influence the combustion noise.

III. Tuan Anh Nguyen, Masato Mikami
Here authors investigated the characteristics of combustion noise from a diesel

engine with hydrogen added to intake air at varied percentages. A transient combustion-noise
generation model was introduced to analyze noise characteristics based on energy conversion
from combustion impact to noise via structure vibration. It was observed that the combustion
noise largely contributed to the total engine noise in an early stage of the expansion stroke.
The combustion noise exponentially decayed with time. Hydrogen addition of 10 volume% to
the intake air contributed greatly to the decrease in combustion noise at late diesel fuel
injection timings but cyclic variation for 10 volume% hydrogen addition condition was found
larger than that without hydrogen addition which is the ill side.
IV. S. J. YOON, B. PARK, J. PARK and S. PARK
An experimental study was performed to investigate the effect of pilot injection on

engine noise in a compression ignition engine. Engine noises were measured at a distance and
height of 1 meter each from the engine for 9-10 seconds and analyzed using a commercial
sound analysis program. Then in-cylinder pressure and sound quality metrics were analyzed
to arrive at the conclusion that Pilot injections lowered the maximum rate of pressure
increase, and the trend of the maximum pressure rise rate varied significantly according to
injection pressure. The maximum pressure rise rate exhibited a linear relationship with sound
level and loudness and hence the pilot injection strategy appeared to improve engine noise
characteristics.
V. Masahiko Kondo, Shuji Kimura, Izuho Hirano, Youichi Uraki, Ryoichi Maeda
Observation were made that DI diesel engine had an advantage in terms of fuel economy, but
disadvantages with respect to exhaust emissions and large combustion noise. To overcome
this Modular kinetics concept was introduced. MK combustion is a low temperature,
premixed combustion process. Along with MK combustion, EGR (Exhaust gas recirculation)
and Injection time delay are introduced. While first one helps in reduction of noise the latter
two add together to rectify both disadvantages stated above. Delaying fuel injection under the

application of heavy EGR makes it possible to reduce combustion excitation forces which are
nearly comparable to that of IDI diesel engines hence reduction in combustion noise. This
combustion system reduces the partial-load combustion excitation forces characteristic of DI
diesel engines, and is an elective improvement that measure on exhaust emission
performance.
VI. H. M. Patel, Prof. V. H. Chaudhari, Prof.S.A.Shah
Here study has been carried out over various components of fuel injection system in aCI
engine and effects of which are observed. The injection nozzles and their respectivenozzle
holders are vitally important components situated between the in-line injection pumpand the
diesel engine as their functions being metering the injection of fuel, management ofthe fuel,
defining the rate-of-discharge curve, Sealing-off against the combustion chamber.These
parameters are varied and resulting pros and cons on engine performance are collected.The
fuel Injection nozzle still presents quite an unsearched area. When direct fuel injectionsystem
biodiesel using its density, viscosity is more compare to diesel in injector componentnozzle
body and needle valve between chocking problems create so we optimize this twocomponent
dimensions and reduced chocking problem

CHAPTER 3
EXPERIMENTAL SETUP

3. EXPERIMENTAL SET-UP
3.1 Test Setup

Test engine-4 cylinder, naturally aspirated, vertical, water cooled, direct injection CIengine
equipped with mechanical fuel injection system.
The surface area of experimental site was free from acoustically absorptive materialaround
the engine. The Engine was mounted on a test bed in the IC engine lab, isolated fromthe
Dynamometer.
 Test engine is a 4 cylinder, naturally aspirated, vertical, water cooled, direct injection
CI engine equipped with mechanical fuel injection system.
 Fuel = Diesel.

Figure10. Test engine setup
Experiments were conducted at idling condition. Data acquisition was carried out after the
engine was warmed up. 8 positions were marked around the test engine at 1m from the

engine mounting frame as shown in the figure. Noise level was measured at these 8positions
and at 4 levels i.e. ground level= 0m, 0.5m, 1m, 1.5m. Noise was measured using Noise
meter. Fuel consumption was noted for each trail.
Figure12. Noise level indicator
Figure13. Idling speed varying screw

The experiment was repeated for three different injection timing at TDC (default / base
timing) , 2° advancement ,2° retard .This timing change was obtained by tilting the fuel
injection pump by suitable required angle so as to get the required timing.


CHAPTER 4
EXPERIMENTAL INVESTIGATION AND
ANALYSIS

Tabulations
The noise levels for various delivery valve were acquired for different fuel injection timing as
Shown in the tables below.
Delivery valve number 729



Delivery valve number:578(without adaption)



Delivery valve number: 529


Delivery valve number: 520




INFERENCE:

CONCLUSION:


Reference:
1. K.N. Dewangan, G.V. Prasanna Kumar and V.K. Tewari, Noise characteristics of
tractors and health effect on farmers, Applied Acoustics,66 (2005) 1049–1062.
2. Ping, W. et al. Effect of Combustion Process on DI Diesel Engine Combustion Noise,

SAE Technical Paper, doi:10.4271/2007-01-2076.
3. Zhixia HE etal, Study on effect of fuel injection strategy on combustion noise and
exhaust emission of diesel engine, thermal science: Year 2012, Vol. 17,
DOI:10.2298/TSCI120603159H.
4. Yogesh V Morankar , Prof. M. R. Khodke, Noise Reduction of a Diesel Engine A

Review, IJERT, Vol. 3 Issue 5, May – 2014.
5. Evangelos G. Giakoumis, M Athanasios. Dimaratos and D Constantine; Experimental

study of combustion noise radiation during transient turbocharged diesel engine
operation; Classifications: 2.040 Diesel Engines; 2.070 Combustion.
6. Mikael Llindström, Injector Nozzle Hole Parameters and their Influence on Real DI
Diesel Performance.







Noise Level Reduction in Four Stroke Ci Engine Effecting Modifications in Fuel Injection Equipment

Uploaded by

Document Information

Original Description:

Original Title

Copyright

Available Formats

Share this document

Share or Embed Document

Sharing Options

Did you find this document useful?

Is this content inappropriate?

Copyright:

Available Formats

Noise Level Reduction in Four Stroke Ci Engine Effecting Modifications in Fuel Injection Equipment

Uploaded by

Copyright:

Available Formats

NOISE LEVEL REDUCTION IN FOUR STROKE CI ENGINE EFFECTING

MODIFICATIONS IN FUEL INJECTION EQUIPMENT

Department of Mechanical Engineering, NIE Mysuru Page 1

Compression-ignition (CI) engines, popularly known as Diesel engines were inventedby

Fig 1: Combustion chamber of CI engine

Department of Mechanical Engineering, NIE Mysuru Page 2

1.1 Direct injection and Indirect injection in CI engines

IDI – Indirect injection diesel engines

IDI diesel engines utilize a pre-combustion chamber, generally referred to as a pre-

Fig 2: Pressure and Crank angle diagram for IDI engine

Department of Mechanical Engineering, NIE Mysuru Page 3

Fig 3: Pressure and Crank angle diagram for DI Engine

1.2 Why direct injection is better than indirect injection

Department of Mechanical Engineering, NIE Mysuru Page 4

1.3 Comparison of IDI and DI

Figure4. DI and IDI combustion chambers.

 CI engines popularity is because of the subsidized cost of Diesel in India. Diesel

Department of Mechanical Engineering, NIE Mysuru Page 5

1.4Combustion stages in CI engines:-

1.5 Injection parameters influencing combustion

Department of Mechanical Engineering, NIE Mysuru Page 6

Department of Mechanical Engineering, NIE Mysuru Page 7

1. At low velocities, the growth of asymmetric oscillations on the jet surface

2. At higher velocities, breakup is caused by oscillations of the jet as a whole

Department of Mechanical Engineering, NIE Mysuru Page 8

1.3Components Influencing the Injection Parameters:-

1.7 Fuel Injection Equipment (FIE)

Department of Mechanical Engineering, NIE Mysuru Page 9

Components of fuel system are:

Department of Mechanical Engineering, NIE Mysuru Page 10

1. Oil outlet Valve and Nipple

Fig 8: Fuel injection pump (FIP)

Department of Mechanical Engineering, NIE Mysuru Page 11

1.8 Effect of changing Plunger diameter on Injection.

Fig 9: Barrel and Plunger

1.4 Ill effects of noise

Department of Mechanical Engineering, NIE Mysuru Page 12

Figure3. Clustered vehicles moving in idling speed

Figure4. Vehicles clustered in traffic signal

1.5 Fuel Injection Equipment’s

Department of Mechanical Engineering, NIE Mysuru Page 13

1.51 Fuel Injection Pump

1.52Inline-injection (Jerk) Pumps

1.53Distributor (Rotary) Injection Pumps

Department of Mechanical Engineering, NIE Mysuru Page 14

1.6 Schematic of Inline pump

Figure5. - In line injection pump fuel system layout.

Department of Mechanical Engineering, NIE Mysuru Page 15

1.7 Effect of changing plunger diameter on injection.

Department of Mechanical Engineering, NIE Mysuru Page 16

Department of Mechanical Engineering, NIE Mysuru Page 17

Figure6. Plungers in different diameters

1.8 PRE- STROKE

Department of Mechanical Engineering, NIE Mysuru Page 18

 If the BDC of the plunger is changed (Downwards) the pre-stroke increases. If

1.9 High pressure pipe

Dead Volume, 𝑉 = 𝜋𝑑2l/4

Where, d: diameter of HPP

Department of Mechanical Engineering, NIE Mysuru Page 19

Figure8. High pressure pipe

Department of Mechanical Engineering, NIE Mysuru Page 20

Fig 9 delivery valve