Rukshit Final Project ppt.pptx project work
- 1. IMPACT OF INTAKE AIR SWIRL ON PERFORMANCE AND EMISSIONS ON A SINGLE CYLINDER D.I DIESEL ENGINE B.KULLAYA SWAMY (14F21A0321) PROJECT GUIDE Y.T.YASWANTH CHOWDARY (14F21A0360) “ DR. SLV.PRASAD MTECH, PH.D “ B.KRANTHI KUMAR (14F21A0320) HEAD OF THE DEPARTMENT G.P.BHARATH SIMHA REDDY (14F21A0308) MECHANICAL DEPARTMENT T.RAVI TEJA GOUD (14F21A0338) GATES INSTITUTE OF TECHNOLOGY
- 2. ABSTRACT: • • In present days an automobile engine has to satisfy the strict environmental constraints and fuel economy standards in addition to meeting the competitiveness of the world market. Today the automobile engines have synthesized the basic knowledge of many disciplines like thermodynamics, fluid flow, combustion, chemical kinetics and heat transfer. Now-a-days internal combustion engines play an important role in automobile field. There are various factors that influence the performance of engine such as compression ratio, atomization of fuel, fuel injection pressure, and quality of fuel, combustion rate, air fuel ratio, intake temperature and pressure and also based on piston design, inlet manifold, and combustion chamber designs etc. • This project aims at studying the effect of air swirl generated by directing the air flow in intake manifold on engine performance and emissions. The turbulence is achieved in the inlet manifold by blocking the intake manifold with vanes of 30o and 55o .
- 3. INTERNAL COMBUSTION ENGINES • In Direct injection diesel engines fuel is injected directly onto the compressed air and gets mixed depending upon the motion of the air in the chamber. Air is directed into the cylinder through the inlet manifold and this air flow is one of the important factors controlling the combustion process. It governs the fuel-air mixing and burning rates in diesel engines. Air enters the combustion chamber of an I.C engine through the intake manifold with high velocity. Then the kinetic energy of the fluid results in turbulence and causes rapid mixing of fuel and air, if the fuel is injected directly into the cylinder. The increased turbulence causes better cooling of the cylinder surfaces thereby reducing the heat loss to the surroundings.
- 5. FACTORS EFFECTING ON IC ENGINES: • Design of piston • Design of inlet manifold • Atomization of fuel • Fuel Quality • Compression ratio • Thermal efficiency • Design of a cylinder head
- 6. SWIRL GENERATION: • Swirl motion • Tangential motion • Helical port • Countered valve
- 7. Marked location of device on engine
- 8. DEFLECTOR SWIRL GENERATION: • Vane Type. • Blade Type. • Deflector Type
- 9. METHODOLOGY: • The test is carried on the kirloskar engine at following fuel blends • Normal engine (Diesel engine) • MODIFIED INLET MANIFOLD - MIM-1: Curved Vanes (55 degrees). MIM-2: Curved Vanes. (30 degrees).
- 11. MODIFIED INLET MANIFOLD RUNNER CONFIGURATION MIM-1
- 12. MODIFIED INLET MANIFOLD RUNNERS CONFIGURATION MIM-2
- 13. PERFORMANCE TESTS ON DIESEL ENGINES • Break power. • fuel consumption. • Break specific fuel consumption. • Break thermal efficiency.
- 14. Formulas used
- 15. • Brake Thermal Efficiency : Brake specific fuel consumption: Brake Thermal Efficiency =. BSFC= Tfc/BP (B.P *3600) /Tfc* CV XD. Tfc- total fuel consumption Where B.P = Brake power in KW. Bp-break power. Tfc =Total Fuel Consumption Calorific value of diesel= 42000 KJ/Kg
- 16. PERFORMANCE TEST READING OF INLET MANIFOLD WITH NORMAL ENGINE: S.NO B.P BTHE EX-TEM BSFC HC NOX CO CO2 1 0 0 116 0 138 5 0.079 1.5 2 0.271 4.118 132 2.083 92 57 0.077 2.3 3 0.542 7.583 156 1.130 84 115 0.077 2.5 4 0.813 10.165 175 0.843 77 193 0.076 3 5 1.08 12.582 198 0.681 41 192 0.067 2.7
- 17. PERFORMANCE TEST READING BY MIM-1 TO THE INLET MANIFOLD: S.NO B.P BTHE EX-TEM BSFC CO2 NOX HC CO 1 0 0 314 0 1.3 3 139 0.082 2 0.271 4.517 325 1.897 1.5 2 81 0.083 3 0.542 8.228 345 1.041 1.9 26 62 0.075 4 0.813 11.133 363 0.769 1.4 58 57 0.047 5 1.080 12.269 391 0.698 1.9 65 33 0.046
- 18. PERFORMANCE TEST READING BY MIM-2 TO THE INLET MANIFOLD S.NO B.P BTHE EX-TEMP BSFC CO2 HC NOX CO 1 0 0 126 0 1.1 149 4 0.103 2 0.271 4.759 145 1.800 1.5 139 4 0.094 3 0.542 8.390 182 1.021 1.8 109 29 0.081 4 0.813 11.133 250 0.759 2 62 44 0.077 5 1.08 12.585 310 0.681 2.2 39 162 0.069
- 19. B.P VS BSFC 0.2 0.3 0.4 0.5 0.6 0.7 0.8 0.9 1 1.1 1.2 0 0.5 1 1.5 2 2.5 Normal MIM-2 MIM-1 BP(KW) B SFC
- 20. B.P VS BTHE 0.000 0.200 0.400 0.600 0.800 1.000 1.200 0.000 2.000 4.000 6.000 8.000 10.000 12.000 14.000 16.000 Normal MIM-2 MIM-1 BP (KW) hBth%
- 21. B.P VS EX-TEMP 0 0.2 0.4 0.6 0.8 1 1.2 0 50 100 150 200 250 300 B.P. vs Exhaust Temperature B.P. vs HC NORMAL MIM-2 MIM-1 B.P.in kw HC in ppm
- 22. B.P VS CO 0 0.2 0.4 0.6 0.8 1 1.2 0 0.02 0.04 0.06 0.08 0.1 0.12 B.P. vs CO B.P. vs CO NORMAL MIM-2 MIM-1 BP in kw CO in %
- 23. B.P VS HC 0 0.2 0.4 0.6 0.8 1 1.2 0 20 40 60 80 100 120 140 160 B.P. vs HC B.P. vs HC Normal Engine MIM-2 MIM-1 B.P.in kw HC in ppm
- 24. B.P VS CO2 0 0.2 0.4 0.6 0.8 1 1.2 B.P vs CO2 B.P vs CO2 Normal Engine MIM-2 MIM-1 Brake power in kw mechanical eff. %
- 25. B.P VS NOX 0 0.2 0.4 0.6 0.8 1 1.2 0 20 40 60 80 100 120 B.P. vs Nox B.P vs Nox Normal Engine MIM-2 MIM-1 B.P in kw Nox in ppm
- 26. CONCLUSION The present investigation evaluates the performance and emission of various types of configurations are compared with normal engine in a single cylinder,4-stroke water cooled diesel engine under varying load conditions of engine operation. The following are conclusion made from the experimental study • The brake thermal efficiency of the engine with MIM-1 configuration was marginally better (10%) than normal engine. • Brake specific fuel consumption is lower (17.4%) for MIM-1 configuration when compared with normal engine. • Exhaust gas Temperature are increased 28.2% for MIM-1 configuration when compared with normal engine. • Carbon Emission is decreased 14.8% for MIM-1 configuration when compared with normal engine. • Hydro carbon Emission is decreased 19.5% for MIM-2 configuration when compared with normal engine. • Carbon Dioxide Emission IS decreased 12.9% for MIM-2 configuration when compared with normal engine. • Oxides of nitrogen are decreased by 9.8% for MIM-2 configuration when compared with normal engine.
- 27. FUTURE SCOPE: • The blade angles at inlet exit should be varied and tested. • Number of blades should be varied i.e., minimum to maximum as possible in the profile. • Note that flow area should not be restricted. As low availability of air may causes incomplete combustion and increases the emissions.