NON CONVENTIONAL IC

ENGINES

By
B.yaswanth
121009046
3rd year
mechanical
IC assaignment
 ADIABATIC ENGINE
THE ADVANTAGES OF USING AN ADIABATIC
TURBOCHARGED DIESEL ENGINE
 
Reduced fuel consumption
Reduced emissions and white smoke
Multi-fuel capability
Reduced noise level
Improved reliability and reduced maintenance
Longer life
Smaller installed volume
Lighter weight
 
 Adiabatic Engine

▣ PERFORMANCE PARAMETERS
▣ 
 ADIABATIC ENGINE
Crank angle vs Temp (F) plot for Iron wall and ceramic
wall cylinder.
 ADIABATIC ENGINE
CONCLUSION:

Adiabatic engines have several advantages over

conventional IC engines such as better efficiency, lower
pollution and lighter weight. It has been tested
successfully by organizations like Ford and NASA and
also by universities like Pennsylvania State University.
So looking at the above facts I predict that the adiabatic
engine has tremendous potential to be the engine of the
futute.
 STRATIFIED CHARGE
ENGINE
INTRODUCTION
The approach of a stratified charge engine with exhaust gas recirculation (EGR)
has been widely introduced in automobile. It is a type of internal-combustion
engine, similar in some ways to the Diesel cycle, but running on normal gasoline.
The name refers to the layering of fuel/air mixture, the charge inside the cylinder.

In a traditional Otto cycle engine, the fuel and air are mixed outside the cylinder
and are drawn into it during the intake stroke. The air/fuel ratio is kept very
close to stoichiometric. This mixture is easily ignited and burns smoothly.

The problem with this design is that after the combustion process is complete, the
resulting mixture contains considerable amounts of free oxygen and nitrogen
atoms. These will readily react with each other, creating NO, a pollutant. This is
currently addressed with the use of a catalytic converter in the exhaust system,
which break the NOxback into N2 and O2 .
 STRATIFIED CHARGE
ENGINE
Introduction:
A Diesel engine, on the other hand, injects the fuel into the cylinder
directly. This has the advantage of more fuel-efficient engine, which is
why they are commonly found in applications where they are being run
for long periods of time, like in trucks. However the Diesel engine has
problems as well. The fuel is sprayed right into the highly compressed
air, and never has time to mix properly. This leads to portions of the
charge consisting almost entirely of air, and others almost entirely of
fuel. The inefficient combustion that results from this poor mixture leads
to the presence of other pollutants, notably soot.

The stratified charge design attempts to fix the problems with both
engines. It uses a direct-injection system like the Diesel, with its inherent
ability to be run at efficient high compressions. However, like the Otto, it
relies on gasoline’s ability to mix quickly and cleanly in order to avoid
the poor combustion found in the Diesel.
 STRATIFIED CHARGE
ENGINE
Construction:

The prototype of stratified charged engine is developed by HONDA of JAPAN.

This engine uses a conventional engine block, piston, spark plug. In this system
the combustion chamber is dividing so as to create a pre-combustion chamber
where the sparkplug is located so that rich mixture is produced close to the spark
plug. The head of the piston is also modified. It contains a to roidal (donut-
shaped) cavity that imparts a swirling movement to the air contained by the
cylinder during compression. As a result, during injection, the fuel is only
sprayed in the vicinity of the spark plug and lean mixture is in the cylinder
throughout.

In production gasoline DI (Direct Injection) engines, charge stratification is

achieved by using the wall-guided spray with enhanced gas motion. Rich
mixture is designed to come to the spark gap at appropriate timing. A stratified
charge system, which have a thin fan-shaped fuel spray and a shell-shaped
piston cavity.
STRATIFIED CHARGE
ENGINE
STRATIFIED CHARGE
ENGINE
 STRATIFIED CHARGE
ENGINE
Working:
A stratified charge engine only pulls air through the transfer system. The
fuel required for combustion is forced into the cylinder through an
injector placed in the top of the cylinder (head). The injector sprays a
fuel/air mixture in the form of a fuel cloud into the cylinder.
Surrounding this cloud is air supplied by the transfer system.

As the cloud is ignited and burns, the surrounding air provides almost
complete combustion before the exhaust port opens. For stratified charge
engine, it is well know that lean, stratified combustion can reduce fuel
consumption and gain some merits in gasoline spark-ignited, direct
injection engines for several reasons. Fuel spreads in a thin film over the
wall and is evaporated by the air swirling in the chamber to form the
stratified charge
Working:

In order to realize the stratified combustion, the cylinder mixture formation in time,
spatial control is essential. Stratified charge engine could operate un throttled as does
the diesel engine. First, un throttled operation allows for a significant reduction in
pumping loss, especially at low loads. Second, the lean mixture being compressed has a
higher ratio of specific heats. This allows for a more efficient compression and
expansion process. Third, there are lower wall heat losses in the cylinder because of the
centralization of the mixture away from the walls.
Working:
A stratified charge engine concentrates a rich mixture near the spark plug (air-fuel ratio
is less than 14.7:1) and lean mixture (at air-fuel ratios of 50:1 or greater) throughout into
the cylinder.

To do stratification, the fuel injectors are aimed in order to inject the fuel into only one
area of the cylinder, often a small "sub cylinder" at the top of the main cylinder. This
leads to a very rich charge in that area that ignites easily and burns smoothly. As the
combustion proceeds, it meets a very lean area (often only air) where it cools rapidly
and the harmful NOnever has a chance to form. The additional oxygen in the lean
charge also combines with any CO to form CO2, which is less harmful. The much
cleaner combustion allows for the elimination of the catalytic converter, as well as
allowing the engine to be run at leaner mixtures, using less fuel.

In a stratified charge engine, the fuel is injected into the cylinder just before ignition.
This allows for higher compression ratios without "knock," and leaner air/fuel mixtures
than in conventional internal combustion engines. All the subtlety of engine operation
in stratified mode occurs at level of injection. In this air-fuel ratio is free to range from
rich limit of homogeneous to lean limit of stratified combustion and the combustion
mode is varies between homogeneous and stratified as per need.
Working:

This comprises two principal modes:

1. LEAN MODE:
It corresponds to operation at very low engine load.
2. NORMAL MODE:

When it runs at full charge and delivers maximum power.In the first mode,
injection takes place at the end of the compression stroke. Because of the swirl
effect that the piston cavity creates, the fuel sprayed by the injector is confined
near the spark plug. As there is very high pressure in the cylinder at this
moment, the injector spray is also quite concentrated. The “directivity” of the
spray encourages even greater concentration of the mixture. A very small
quantity of fuel is thus enough to obtain optimum mixture richness in the zone
close to the spark plug, whereas the remainder of the cylinder contains only
very lean mixture. The stratification of air in the cylinder means that even with
partial charge it is also possible to obtain a core of mixture surrounded by
layers of air and residual gases which limit the transfer of heat to the cylinder
walls.
Working:
This drop in temperature causes the quantity of air in the cylinder
to increase by reducing its dilation, delivering the engine
additional power. When idling, this process makes it possible to
reduce consumption by almost 40% compared to a traditional
engine. And this is not the only gain. Functioning with stratified
charge also makes it possible to lower the temperature at which
the fuel is sprayed. All this leads to a reduction in fuel
consumption which is of course reflected by a reduction of engine
exhaust emissions. When engine power is required, injection takes
place in normal mode, during the admission phase.
This makes it possible to achieve a homogeneous mix, as it is the
case with traditional injection. Here, contrary to the previous
example, when the injection takes place, the pressure in the
cylinder is still low. The spray of fuel from the injector is therefore
highly divergent, which encourages a homogeneous mixture.
Features Of Stratified Charged Engine:

• A stratified charge engine concentrates a rich mixture near the spark plug
(air-fuel ratio is less than 14.7:1) and lean mixture (at air-fuel ratios of 50:1 or
greater) throughout into the cylinder.
• This technique enables the use of ultra-lean mixtures (air-fuel ratios of 50:1 or
greater) that would be impossible with carburetors or conventional fuel
injection hence reduces the fuel consumption.
• Stratified charge is surrounded mostly by air, which keeps the fuel and the
flame away from the cylinder walls hence lowest emissions and heat losses.
• Stratified charge engine could operate unthrottled as does the diesel engine.
• They also have significantly higher HC and NOx emissions. However it can
minimize by using Exhaust Gas Recirculation (EGR). In this study, EGR was
simulated by using dilution gases, such as CO2 and N2.A catalytic converter in
exhaust system can further oxidise CO and HC emission from engine.
CONCLUSION:

Direct-Injection Stratified-Charge Gasoline Engines have

significantly higher fuel economy than conventional throttled
engines. By stratifying the fuel-air mixture in the center of the
combustion chamber and keeping the hot burnt products away
from the walls, heat losses can be decreased.

The stratified charge engine is designed to reduce the emissions

from the engine cylinder without the use of exhaust gas
recirculation systems, which is also known as the EGR or catalytic
converters.It causes significant gain in thermal efficiency
reduction or elimination of throttling losses, increased
compression ratio and lean combustion.Functioning with
stratified charge also makes it possible to lower the temperature at
which the fuel is sprayed. All this leads to a reduction in fuel
consumption which is of course reflected by a reduction of engine
exhaust emissions.The primary advantage to these engines is fuel
 Variable Compression Ratio Engine
INTRODUCTION:

One key features affecting thermal efficiency is the compression

ratio, which is always a compromise in fixed compression ratio
spark ignition (SI) engines. If the compression ratio is higher than
the designed limit, the fuel will pre-ignite causing knocking,
which could damage the engine. Generally, the operating
conditions of SI engines vary widely, such as stop and go city
traffic, highway motoring at constant speed, or high-speed
freeway driving. Unfortunately, most of the time SI engines in city
driving conditions operate at relatively low power levels under
slow accelerations, low speeds, or light loads, which lead to low
thermal efficiency and hence higher fuel consumption [1].
 As the engine load decreases, the temperature in the end gas
drops, so that high compression ratio could be employed without
the risk of knocking in naturally aspirated or boosted engines.
Raising the compression ratio from 8 to 14 produces an efficiency
gain from 50 to 65 per cent (a 15 per cent gain), whereas going
from 16 to 20 produces a gain from 67 to 70 per cent (a 3 per cent
gain). The effects of compression ratio with respect to thermal
efficiency. Designing high performance vehicles that are fuel
efficient and clean is difficult since we also want them to remain
inexpensive. It is therefore necessary to find simple, low cost and
effective solutions and that is the whole strategy of the Variable
Compression Ratio (VCR) engine producers. Far from being a
revolution, VCR engines are a major evolution of conventional
engines.
 BENEFITS
A. Benefits of the VCR engine can be summarized as follows
1) Optimum combustion efficiency in the whole load and speed range.
2) Low fuel consumption and low exhaust emissions.
3) The VCR provides better control over pollutant generation and after-
treatment than a conventional fixed compression ratio (FCR) engine also
extends the life expectancy of a three way catalytic converter.
4) As the geometrical volumetric ratio is under control on VCR engines, the
engine always operates below the knock limit, whatever the load.
5) The VCR engine provides excellent fuel flexibility, since the compression
ratio can be varied and adjusted to suit the properties of the fuel, and
therefore the engine will always run at the compression ratio best suited to
the fuel being used for bi-fuel (compressed natural gas (CNG)/gasoline)
power-trains; the realization of VCR is of specific interest. High fuel
flexibility, with optimal combustion efficiency.
6) Very smooth idle and full load accelerations are achieved.
7) It provides better indicated thermal efficiency than that of FCR engines.
8) It allows for a significant idle speed reduction because of reduced misfiring
and cyclic irregularities, resulting in low vibration levels
9) Reduction in low-frequency noise because of constant peak
pressures.
10) Smoother combustion because the rate of heat release is the
same (short) both at low and high compression ratios.
11) Cold starting emissions can be reduced greatly by early
catalyst warm-up in the catalytic converter.
12) Improvement in the low end torque of a petrol engine without
the risk of detonation.
13) Potential technology for future high-boosting super lean burn
engines.
14) Low CO2 emissions by down-sizing for the same power
output. 15)
Good idling performance at low ambient temperatures.
16) Constant frictional losses owing to almost constant peak
pressures.
 METHOD TO ACHIEVE VCR

The connecting rod length variation is realized by means of a rotation of an eccentric

bearing in the connecting rod small end .The moment acting on the eccentric, resulting
from superimposed gas and inertia forces, is used to adjust the connecting rod length.
This is the key feature to meet a cost effective VCR solution, because no expensive and
power consuming actuators are needed and all functional elements are concentrated
into only one component, the connecting rod. The two support chambers are connected
to the oil circuit via one check valve each, and by means of a 3/2 check valve, a passage
from the chamber to the crankcase can be opened as shown in figure 1. Thus it is
possible for one hydraulic piston to enter more deeply into its support chamber,
displacing oil from it in the process, while the other support chamber is being filled with
oil. Consequently, the eccentric is able to rotate in one direction only. The adjustment
process takes several working cycles to conclude; the number of cycles required for the
adjustment depends on the operating point as well as the hydraulic resistance. The
hydraulic resistance, which can be controlled by means of orifices, is to be adjusted in
such a way that the adjustment process is finished as quick as possible, so as to avoid
engine knocking during step load changes from part load to full load and, in addition,
to be able to make immediate use of the improved efficiency of the higher compression
at load changes to part load.
CONCLUSION :
The VCR engine has great potential for improving part-load thermal efficiency,
more efficient operation, ability to down size the engine, multi fuel flexibility
and reducing the harmful emissions when compared to other competing
technologies. The main obstacles to adoption of VCR are incompatibility with
major components in current production and difficulties of combining VCR
and non-VCR manufacturing within existing plant.

The Potential of these technologies needs to be evaluated by a trade -off

between cost and consumption benefit. It is potentially one of the profitable
sources to investigate for the automotive industry. Under full load conditions,
the performance and efficiency of an engine with a compression ratio that is
adapted to load demands is capable of reducing knock susceptibility. In
addition, the risk of pre-ignition, mega knocking effects and engine jerking, as
the result of retarded combustion phases, can be reduced. The VCR also
provides further potential to control the exhaust gas temperature, contributing
to protecting component temperatures. Combustion, a reduced CR results in a
lower peak firing pressure.
Lean Burn Engine
Working:
Lean-burn refers to the burning of fuel with an excess of
air in an internal combustion engine. ... The air / fuel
ratio needed to stoichiometrically combust fuel, by
contrast, is 14.64:1. The excess of air in a lean-burn
engine emits far less hydrocarbons.
Lean-burn Engine Control

To reduce CO emissions efficiently use of more fuel-efficient engines, such as

lean-burn engines, which potentially offer greater fuel efficiency, may gain
importance. Operating an engine with lean-of-stoichiometric mixtures (A/F
ratios of 16:1 – 25:1) requires burning of fuel in an excess of oxygen and this
can provide fuel consumption improvements of at least 10%, in addition to
substantial reductions in CO and NOx emissions. Since a lean-burn engine
operates close to the limits of combustion, its efficient functioning demands
good mixture preparation, a very high energy spark to ignite the weak mixture
and very good monitoring of combustion quality and mixture strength through
a closed-loop control system. Many of these concepts are incorporated into
recent Japanese designed engines, namely Honda’s VTEC-E and Toyota’s
Carina-E. These engines can typically run at A/F ratios of 22:1, meet European
and US emission regulations and offer fuel consumption improvements of up
to 25% under cruising conditions.
The most important component of their control systems is a type of EGO sensor
(called a universal exhaust gas oxygen sensor or UEGO sensor), which delivers
a variable output current in proportion to exhaust oxygen content.
Disadvantages of Lean Burn engine

The problems are, if the mixture is too lean,

the engine will fail to combust, and a lower fuel
concentration leads to less output. Lean-burn
engines overcome these issues by employing a
highly efficient mixing process.
Homogeneous charge compression ignition

Homogeneous charge compression

ignition (HCCI) is a form of internal combustion
in which well-mixed fuel and oxidizer (typically
air) are compressed to the point of auto-ignition.
As in other forms of combustion, this exothermic
reaction releases energy that can be transformed
in an engine into work and heat.
Working:

A compression-ignition gasoline engine combines the
best parts of these processes. The engine is programmed
to trap air (typically, engine exhaust) in
the engine cylinder by adjusting the timing of the
exhaust and intake valves.
Schematic of HCCI engine
Advantages

Can achieve up to 15% fuel

savings
Lower peak temperature leads
to cleaner combustion/lower
emissions
Can use gasoline, diesel, or most
alternative fuels
 Properties of I.C engine fuels

An ideal fuel should have the following

properties:
High calorific value.
Moderate ignition temperature.
Low moisture content.
Low NO combustible matter.
Moderate velocity of combustion.
Products of combustion not harmful.
Low cost.
Easy to transport.
 METHONAL

Methanol fuel is an alternative biofuel for internal combustion and

other engines, either in combination with gasoline or
independently. Methanol is less expensive to produce sustainably
than ethanol fuel, although it is generally more toxic and has
lower energy density. For optimizing engine performance and fuel
availability, however, a blend of ethanol, methanol and petroleum
is likely to be preferable to using any of these alone.Methanol
may be made from hydrocarbon or renewable resources, in
particular natural gas and biomass respectively. It can also be
synthesized from CO2 (carbon dioxide) and hydrogen.[1]
Methanol fuel is currently used by racing cars in many countries
but has not seen widespread use otherwise.
 ETHANOL
The process starts by grinding up the crops or plants meant for production. After this, the

ground up substance is refined to get sugar, cellulose or starch. Sugar from plant material is

converted into ethanol and carbon dioxide by fermentation. Yeast is normally added to speed

up the fermentation process (just the same way alcoholic beverages are produced). Once

the ethanol is distilled and purified, it is ready for use. Having a four-step process like this

allows the production to be comparatively cost-effective, which is one big reason for the use

of Ethanol fuel in our current economy.

To make ethanol fuel from sugarcane, you need to squeeze out the juice from the sugarcane,

ferment and then distil it. Compared to the traditional unleaded gasoline, ethanol is a clean-

burning, particulate-free fuel source. When burnt with oxygen, the end product is carbon

dioxide and water.

 Hydrogen
Hydrogen (H2) is widely used as the fuel for combustion over a
wide range of industries, including the aerospace field, due to its
high energy density in mass basis, high flame speed, and wide
flammability range There is no doubt that it can also be used in
the transportation sectors. Hydrogen can be used under various
combustion regimes, from conventional to advanced combustion
concept  Hydrogen can be produced from fossil resources, such as
natural gas and coal, as well as renewable resources, such
as biomass. Hydrogen can also be produced through electrolysis
of water with solar-generated electricity in terms of CO2 emission
reduction; however, the production scale is very small currently.
Today, more than 90% of the hydrogen produced is derived
from fossil fuel, including natural gas, oil and coal, via a steam
reforming process .
 BIOGAS

Biogas is the product of fermentation of man and

animals' biological activity waste products when
bacteria degrade biological material in the absence of
oxygen, in a process known as anaerobic digestion.

Since biogas is a mixture of methane (also known as

marsh gas or natural gas) and carbon dioxide it is a
renewable fuel produced from waste treatment. 
  Liquefied petroleum gas
The first source is as a by-product during the refining of crude oil, where light
component fuels such as propane and butaneare produced through distillation,
reforming, cracking, and other processes. These gases are gathered and have already
become widely used in certain regional markets as alternative fuels in the passenger
vehicle sector. The second source is extraction from the processing during natural gas
(or non-associated gas) extraction. The LPG is extracted to prevent the gas from
condensing, and causing problems with natural gas transportation. The last source
comes from the process during oil extraction (source in the associated gas) . Around
60% of LPG worldwide is produced with the recovery process from fuel extraction,
while the remaining 40% comes from refining the crude oil .

The top most use of LPG is to use as the main fuel for vehicles. It burns better
than diesel or petrol and hence, the top most use for LPG is to use it as ignition
fuel. It is also more energy efficient and is said to leave lesser damaging impact
on the atmosphere and the environment.
 Compressed Natural Gas
As many have noted, compressed natural gas is
marginally cheaper than ordinary gasoline or diesel. In
addition, the CNG engine is considered to be more
environmentally friendly. There are considerably less
pollutants associated with compressed natural gas being
ignited, and studies show that it gives off 40 percent less
greenhouse gas. On the downside, a CNG engine will
usually get fewer miles to the full tank than a regular
gas engine, and you may also struggle to find a suitable
engine and tank conversion kit, which means that the
price of converting your vehicle can negate the savings
from the cheaper fuel alternatives.
Compressed natural gas (CNG) (methane stored at high pressure) is a fuel that
can be used in place of gasoline, Diesel fuel and liquefied petroleum gas (LPG).
CNG combustion produces fewer undesirable gases than the aforementioned
fuels. In comparison to other fuels, natural gas poses less of a threat in the
event of a spill, because it is lighter than air and disperses quickly when
released. Biomethane — refined biogas from anaerobic digestion or landfills —
can be used.
CNG is made by compressing natural gas, (which is mainly composed of
methane, CH4), to less than 1 percent of the volume it occupies at
standard atmospheric pressure. It is stored and distributed in hard containers at
a pressure of 20–25 MPa (2,900–3,600 psi), usually in cylindrical or spherical
shapes.
CNG is used in traditional gasoline/internal combustion engine automobiles that
have been modified or in vehicles specifically manufactured for CNG use, either
alone (dedicated), with a segregated gasoline system to extend range (dual fuel)
or in conjunction with another fuel such as Diesel (bi-fuel)
 DUAL FUEL AND MULTI –FUEL
MODES OF OPERATION
Bi-fuel vehicles are vehicleswith  multifuel engines capable of running on two
fuels. On internal combustion engines one fuel is gasolineor diesel and the
other is an alternate fuel such as natural gas (CNG), LPG, or hydrogen.[1] The
two fuels are stored in separate tanks and the engine runs on one fuel at a time
in some cases, in others both fuels are used in unison. Bi-fuel vehicles have the
capability to switch back and forth from gasoline or diesel to the other fuel,
manually or automatically.
The most common technology and alternate fuel available in the market for bi-
fuel gasoline cars is Autogas (LPG) followed by natural gas (CNG)6] and it is
used mainly in Europe. The Netherlands and the Baltic states have a large
number of cars running with LPG. Italy currently has the largest number of
CNG vehicles, followed by Sweden. They are also used in South America,
where these vehicles are mainly used as taxicabsn main cities
of Braziland Argentina. Normally, standard gasoline vehicles are retrofitted in
specialized shops, which involve installing the gas cylinder in the trunk and
the LPG or CNG injection system and electronics.
 … .
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A N KY
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