Documente Academic
Documente Profesional
Documente Cultură
Seminar
On
By
University of Pune
2013-2014
Kalyani Charitable Trusts
CERTIFICATE
This is to certify that Mr. MOHAMMED HUSAIN ESMAIL
MASALAWALA has successfully completed his Seminar on
the
topic
MULTI-MODE
2/4-STROKE
INTERNAL
Prof. T.Y.
Badgujar
[Seminar Guide]
[ H.O.D.
Mechanical ]
CONTENT
ACKNOWLEDGEMENT
ABSTRACT
INDEX
Sr.
No.
1
Description
1.1
1.2
1.3
2
2.1
2.2
2.3
3
3.1
3.2
3.3
3.4
3.5
4
5
6
7
8
9
Page
No.
6
6
7
8
Introduction
Increase in demand of IC engine
Scarcity of Fuel
Pollution
Areas Of Interest
Power
Efficiency
Emissions
Types Of Engine
Suction Ignition Engine
Compressed Ignition Engine
Homogenous Compressed Charged Engine
Hybrid Engine
Boosted Engine
Concept Of Multi-mode
Technological Requirements
Successive Results
Field Of Implementations
Conclusion
Bibliography
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9
10
11
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11
12
12
12
13
18
18
19
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3
FIGURE INDEX
FIGURE NO.
TITLE
PAGE NO.
1.1.1
Increasing demand
1.2.1
Scarcity of fuel
3.1
Working graph 1
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3.2
Working graph 2
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7.1
19
7.2
IFV
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7.3
20
7.4
20
ACKNOWLEDGEMENT
ABSTRACT
range and overall high efficiency with minimal NOx emission are
achieved.
1. INTRODUCTION
usage. After the year 1965 the fuel use increased and in year 1995 it
increased nearly 3000 times. Therefore it is very important to check on the
usage of fuels consumption the government needs to take the required
measurements in order to make a safe future.
Fig. 1.2.1
1.3 POLLUTION
Cars and trucks produce air pollution throughout their life, including
pollution emitted during vehicle operation, re-fuelling, manufacturing, and
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2 AREAS OF INTEREST
2.1 POWER
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2.2 EFFICIENCY
As we have seen in the previous chapter that the demand of I c
engines are increasing and because of which the total usage of fuel is also
increased. This petroleum isnt a renewable source of energy, hence it
needs to be conserved for the future generations.
But according to current rate of usage of the fuel and the fuel
deposits available in earths crush it is estimated that in near future
(approximately in next 20 years) the fossil fuel deposits will be finished.
So in order to preserve them we need to either decrease the use of vehicles
or we need to increase the average or efficiency of the I c engine.
Usage of vehicle cant be controlled so the only option left with
humankind is to increase the efficiency of the automobiles as much as
possible.
2.3 EMMISIONS
The major source of air pollution is automobiles. In was seen that
the 60% of air pollutions is caused because of the automobiles. The
emissions from the automobiles are as follows-
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3 TYPES OF ENGINE
3.1 SUCTION IGNITION ENGINE
A petrol engine (known as a gasoline engine in North America) is
an internal combustion engine with spark-ignition, designed to run on
petrol (gasoline) and similar volatile fuels. It was invented in 1876 in
Germany by German inventor Nicolaus August Otto. In most petrol
engines, the fuel and air are usually pre-mixed before compression
(although some modern petrol engines now use cylinder-direct petrol
injection). The pre-mixing was formerly done in a carburetor, but now it is
done by electronically controlled fuel injection, except in small engines
where the cost/complication of electronics does not justify the added
engine efficiency. The method of mixing the fuel and air, and in using
spark plugs to initiate the combustion process
3.2 COMPRESSED IGNITION ENGINE
A diesel engine (also known as a compression-ignition engine) is
an internal combustion engine that uses the heat of compression to initiate
ignition and burn the fuel that has been injected into the combustion
chamber. The engine was developed by German inventor Rudolf Diesel in
1893. The diesel engine has the highest thermal efficiency of any standard
internal or external combustion engine due to its very high compression
ratio. Low-speed diesel engines (as used in ships and other applications
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4 CONCEPT OF MULTI-MODE
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In the above Fig. 3.1 and 3.2 show the comparison of engine
operation strategy between mode switching and mode/ stroke switching in
terms of output power versus engine speed. Fig. 3.1represents the
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18
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Fig 3.1 and 3.2 show the valve timing diagrams, i.e., exhaust and
intake valve timings, for different combustion strategies. In FIGS. 3a, 3b
and 3c, SOI stands for start of injection, BDC for bottom dead centre, and
TDC for top dead centre. Combustion TDC is explicitly labelled With TDC
and combustion, while intake TDC is simply labelled TDC. In each of
FIGS. 3a, 3b and 30, two engine revolutions are shown, i.e., 720 crank
angle degree (CAD) operation.
Fig. 3.1 shows the valve timing for 4S HCCI. To trap some
amount of exhaust gas, the exhaust valve closes before TDC and intake
valve opens after TDC. There is no valve overlap, called negative valve
overlap (NVO). As depicted with lateral arrows in Fig. 3.2, exhaust valve
closing timing (EVC) and intake valve opening timing (IVO) are adjusted
symmetrically to change RF in the next cycle: the earlier EVC, the higher
RE. The fuel is injected after IVO, but this can be flexibly changed to
meet the power output and combustion phasing requirements. At the end of
compression stroke, the combustion phasing occurs near TDC, as shown in
red. The valve timings and injection strategies shown in Fig. 3.1 represent
one example embodiment of 4S HCCI.
Other embodiments with other valve strategies such as late intake
valve closing, and other injection strategies such as multiple injection
strategies, are possible.
Fig 3.2 shows the valve timing for 2S HCCI operation. It should be noted
that there is one combustion event per revolution, which is double the
frequency than in 4S operation. The exhaust valve opens during expansion
stroke and closes after BDC. The intake valve opens after EVO and closes
in the middle of compression stroke. Hence, there is valve overlap in 2S
HCCI operation, and it is when the scavenging takes place.
The amount of valve overlap is used to control the power output:
at larger valve overlap, the air flow increases due to higher scavenging and
the power output Will be
increased. Complete scavenging does not need to occur since HCCI
operation requires significant amount of burnt gas remaining inside the
cylinder, Which makes the system
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air. The exact balance of operation between the super and turbo chargers
depends on the engine operating condition. An intercooler may be
incorporated to increase the efficiency of the boosting system. The engine
power output is controlled by the duration of valve overlap, that is, the
extent of the scavenging. Due to shortened gas exchange process, 2S HCCI
can be more susceptible to cyclic variations, which requires the feedback
control on the combustion event. The combustion control is achieved by
two factors: IVC which determines the effective compression ratio, and
injection timing which affects the homogeneity of mixture.
5 TECHNOLOGICAL REQUIREMENTS
In accordance With the present invention, the intrinsic load
limitation of HCCI is overcome by switching the engine stroke from 4stroke S to 2-stroke S so that the combustion frequency is doubled and
hence, even at the same work output per cycle, the engine can double the
power Which is comparable to that in the conventional SI/CI engines.
Although this stroke switching of the present invention produces about the
similar power range as the mode switching from 4S HCCI to 4S SI does,
the differences are in the emission and efficiency. HCCI operation is
inherently clean and efficient combustion even in 2S operation.
Additionally, the stroke switching between the same combustion strategies
is much simpler and smoother than the mode switching between the
different strategies. Consequently, the stroke switching is superior to mode
switch to operate in 2S HCCI mode, the followings are required,
The first is the flexible valve system such as Electro-Hydraulic
Valve System (EHVS) or cam-phaser to operate at different valve profiles
for stroke switching between 25 to 4S HCCI. Secondly, a super charger or
combination of turbo and super chargers to boost the intake manifolds to
enable fast gas exchange for 2S operation. It is noteworthy that in 2S HCCI,
the complete scavenging is not required because large portion of the exhaust
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gas is used in the next cycle, which makes the system and control simpler than
in a hybrid of 4S/2S SI Which has additional intake system for 2S operation.
6 SUCCESSIVE RESULTS
The engine with the proposed improvements is capable almost to
double (1.7 2.0 time increase) its output power and hold it up for a short
period of time (this short period depends on a type of the engine) without
overheating. This feature allows the vehicle power-to-weight ratio to be
doubled upon necessity in accordance with the vehicle operation
conditions.
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7 FIELD OF IMPLEMENTATION
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8 CONCLUSION
Several projects are developed for different clients. Among them
one is the 4-2-stroke Diesel engine prototype built for the very common
tractor engine. Another engine for special purpose machine is slightly
modernized in such a way that the same engine can produce about 12%
more power while the original lay out, weight, dimensions, and specific
fuel consumption (per hour)are almost unchanged. But this project is
capable of giving all the positive sides ie. it increases the efficiency
increases the power and also reduces the emissions.
9 BIBLIOGRAPHY
2006-01-0231, 2006.
Caton, P. A., Simon, A. J., Gerdes, J.C., and Edwards, C.F.
"Residual-Effected Homogeneous Charge Compression Ignition
at a Low Compression Ratio Using Exhaust Reinduction," Int. J.
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