Testing and Performance Investigation of LML Freedom Single Cylinder Four Stroke Petrol

Engine With Use of Excess Air

Prepared by :-Gunjan K. PanchalM.E. (I.C.Engine & Auto.)

Guided by :-Dr. D.M.Patel

1

Gujarat Technological University

CONTENTS

Introduction

Literature Review

Research Gap

Objectives

Research Methodology

Experiment Setup

Performance Investigation

Result and Discussion

Conclusion & future plan

References2

INTRODUCTION

The machine which takes in air or any other gas at low pressure and compresses it to high pressure are called compressors.

A supercharger is basically one type of air compressor used for forced induction of an internal combustion engine.

A superchargers provides more air by compressing air above atmospheric pressure , hence providing more air into the charge & would make for a more powerful explosion.

3

LITERATURE REVIEW

4

SR. NO

AUTHOR

TITLE JOURNAL CONCLUSION

01 J. Galindo,H. climent

On the effect of pulsating flow on surge margin of small centrifugal compressors for automotive engines

Elsever Experimental Thermal and

Fluid Science 33 (2009)

1163–1171

Efficiency increased when pulsating conditions in the 40–67 Hz range in present at compressor outlet.

02 Li Wei Study on improvement of fuel economy and reduction in emissionsfor stoichiometric gasoline engines

Science DirectApplied Thermal

Engineering 27 (2007) 2919–

2923

The compression ratio is increased from 8 to 11.8 the fuel economy is improved by 5.3% and the NOx and (NOx + HC) emission is decreased by 54.8% and 43.2%, respectively at WOT speed .

5

SR. NO

AUTHOR TITLE JOURNAL CONCLUSION

03 J. Galindo Potential of flow pre-whirl at the compressor inlet of automotive engine turbochargers to enlarge surge margin and overcome packaging limitations

Science DirectInternational

Journal of Heat and Fluid Flow

28 (2007) 374–387

From this study it can be concluded that the SGD improves the surge limits when the flow pre-whirl has the opposite direction to the compressor rotation.

04 Anuradha M.

Annaswamy

Spark ignition engine fuel-to-air ratio control: An adaptive control approach

Elsevier Control

Engineering Practice 18 (2010)

1369–1378

The fuel-to-air ratio (FAR) control problem in port-fuel-injection (PFI) spark-ignition (SI) engine is considered.

6

SR. NO

AUTHOR

TITLE JOURNAL CONCLUSION

05 J. Galindo Experiments and modelling of surge in small centrifugal compressor for automotive engines

Elsever Experimental Thermal and

Fluid Science 32 (2008) 818–826

work of small centrifugal compressors has been presented in this paper aimed to predict the influence of downstream geometry on its behaviour in surge operation.

06 Behrouz Ebrahimi

A parameter-varying filtered PID strategy for air–fuel ratio control of spark ignition engines

Elsever Control

Engineering Practice

20 (2012) 805–815

In a lean-burn engine with large time-varying delay, the objective is to maintain the engine to operate at high AFR. This ensures the high efficiency of the engine and low polluting emission.

7

SR. NO

AUTHOR

TITLE JOURNAL CONCLUSION

07 Pranay Mahendra

Unsteady velocity filed measurement at The outlet of an automotive supercharger using particle image velocity

Elsever Experimental Thermal and

Fluid Science 33 (2009) 405–423

The magnitude of maximum velocities were nearly identical at PR 1.0 and 1.4, with a variation of 25–30% for all cases. The exit flow angles were identical at all the investigated speeds and pressure ratios except for4000 rpm, PR 1.4.

08 Toshihiko Noguchi

Development of 150000 r/min, 1.5 kW Permanent-Magnet Motor for Automotive Supercharger

IEEEPEDS(2007)

Development of ultra high speed permanent magnet motor drive fed by 12-V batteries, under no load condition 50000 r/min speed step response.

8

SR. NO

AUTHOR

TITLE JOURNAL CONCLUSION

09 J. Galindo Surge limit definition in a specific test bench for the characterizationOf automotive turbo -chargers

Science DirectExperimental Thermal and

Fluid Science 30 (2006) 449–462

The main frequency peak, which described the surge phenomenon of its fairly accurately, was between 5 and 15 Hz, depending on the compressor size, the installation arrangement, and operating conditions.

10 Chih Wu,

Jung S Tsai

Performance analysis and optimization of a supercharged Miller cycle Otto engine

Science Direct Applied Thermal Engineering 23 (2003) 511–521

using it to increase pressure boost in supercharging or turbo-charging can increase work output with reduced danger of pre-ignitionand less air pollution.

9

RESEARCH GAP From the literature survey, supercharger used to produce

more power form engine.

Supercharger mostly used in multi cylinder engine of racing car .

Few researchers have to carried out work on single cylinder.

Research carried out for full speed range vehicle with supercharger.

10

OBJECTIVES

Normally vehicle adviser give advice that run your vehicle to economic speed (40-45 km/hr) and get maximum fuel efficiency.

But in today requirement, and value of time we normally operate our vehicle over than economy speed. So maximum fuel efficiency cannot achieved.

We can enjoy the speed with higher efficiency to make lean mixture up to stoichiometric ratio.

11

RESEARCH METHODOLOGY

Selection of engine and collection its data with technical specification. Selection of the parameter on which analysis should be done. Experiment analysis will occur on the engine and analysis on the basis

of selected parameter. Install the axial fan behind Air filter outlet. Then another experiment investigation will done at higher than

economy speed. Then selected parameter will be analysed. Comparing result both of experimental investigation

12

EXPERIMENT SETUP A single cylinder 4-stroke air-cooled petrol engine developing

a power output of 8.5 bhp is used for the work. Engine specification is given in table.

13

Item Technical data

Type 4 STROKE SINGLE CYLINDER

Model FREEDOM TOPPER

Company LML

Displacement 109.15

Bore × stroke 53 mm × 49.5 mm

Compression ratio 9.0 : 1

Max. Power 8.5 bhp@7750 rpm

Max. Torque 8.6 Nm@5000 rpm

Lubrication Wet sump

Method of cooling Air cooling

An experimental investigation of engine will occur when it operated at higher than economy speed .

Fig: 1.1 - LML carburettor and air filter hose pipe

14

Installation of axial fan in single cylinder SI engine [12]

15

EQUIPMENT USED

16

TachometerCOMPANY Lutron

POWER CONSUMPTION 50 mA

BATTERY 4 * 1.5 V cell

TEST RANGE 2.5 to 99999 RPM

ACCURACY ± (0.225% + 1 digit)

TEMPERATURE RANGE 0 to 50 ´C

17

An Axial fan is used for Induction of air

FAN COMPANY Intel

VOLTAGE USED 12 V DC

AMP 0.60

ROTATION SPEED 3000 RPM

AIR FLOW AT OUTLET 1.350- 1.502 m/s

Air flow (Anemometer)

COMPANY Work-zone

BATTERY 9 V DC

TEST RANGE 0 – 45 m/s

ACCURACY ± 3 %

TEMPERATURE RANGE 0 to 45 ´C

18

PERFORMANCE INVESTIGATION

As shows in figure, it is an experimental set up. It comprises of a carburetor, a hose pipe, anemometer. The hose pipe is connected to the inlet of carburetor. The experiment measures the suction rate of inlet air going into the engine cylinder during the suction stroke.

By using anemometer take reading at different throttle position.

19

Air Suction Rate Throttle position Air suction rate (m/s)

Ideal 0.272

Half 0.292

Full 0.335

20

Fig - Testing and measurement DSCN1105.AVI

21

DIFFERENT RPM TEST OF ENGINE (WITHOUT LOAD)

22

1300-1500 3300-3500 5300-5525 6500-67000

50

100

150

200

250

300

350338.41

222.21 213.33

154.79

25ml of petrol is used for each reading

RPM

Tim

e (s

ec) t

o bu

rnt 2

5 m

l of p

etro

l

RESULT AND

DISCUSSION

23

TEST OF ENGINE WITH NORMAL MODE AND USING EXTERNAL AIR

(Without load)

24

TIME (sec) use to burnt 25 ml of petrol

RPM Normal Operation Using External Air

6300-6500

145.95 152.19

146.38 159.03

146.07 158.45

145.75 154.32

147.05 152.97

COMPARISON CHART OF ENGINE RUNNING IN POWER MODE

(Without load)

25

1 2 3 4 5135

140

145

150

155

160

165

145.95 146.07 146.12 145.75147.05

152.19

159.03 158.45

154.32152.97

Engine operation in Power mode

Normal Operation Using External Air

Tim

e (s

ec)

ROAD TEST OF NORMAL OPERATION WITH LOAD

(Driver+ Curb = 62+111=173Kg)

26

50 50 55 58 60 601.2

1.25

1.3

1.35

1.4

1.45

1.5

1.55 1.521.53

1.48

1.38

1.341.36

Road Test (Normal Operation) at 25 ml of petrol

Speed (km/h)

Dist

ence

Tra

vel (

km)

ROAD TEST OF USING EXTERNAL AIR WITH LOAD (Driver + curb = 62 + 111=173Kg )

27

50 50 55 58 60 601.45

1.5

1.55

1.6

1.65

1.7

1.641.66

1.581.56

1.521.54

Road Test (With Use of External Air ) at 25ml Petrol

Speed (km/h)

Dis

tanc

e T

rave

l (km

)

COMPARISON OF ROAD TEST

Road Test at 25 ml of PetrolSpeed (km/h)

Distance Travel (km) at normal operation

Distance Travel (km)Using External air

Difference(km)

50 1.52 1.64 0.12

50 1.54 1.66 0.13

55 1.46 1.58 0.10

58 1.38 1.56 0.18

60 1.34 1.52 0.18

60 1.36 1.54 0.12

28

29

EXHAUST EMISSION

With normal operation With use of external air2.84

2.86

2.88

2.9

2.92

2.94

2.96

2.98

3

3.02

3

2.9

Comparison of (CO%)

CO (%

)

With normal operation With use of external air3720

3730

3740

3750

3760

3770

3780

3790

3800

38103800

3750

Comparison of HC (PPM)

30

CALCULATION Sample Calculations:- For reading: single cylinder, 4-stroke Petrol engine

Bore – 5.30 cm

Stroke – 4.95 cm

RPM - 5000

Calorific value – 47300 kJ/kg

1. Brake Power (B.P.) .60000

NT2π K

= 2×3.14×5000×8.8×160×1000

= 2×3.14×5×8.8×160

= 4.607 kW

31

With Normal Operation

3. Fuel Consumption (F.C.) = Quntity of fuelTime to burn

= 0.02314 kg/min

4. Brake Specific fuel consumption

= Fuel consumption × 60Brake horsepower

= 0.02314 ×604.607

= 0.3013 kg/kw-hr

5. Brake Specific Energy Consumption (BSEC)

Value CalorificBSFC =

473003013.0

= 142.514 kJ/kWhr

6. Brake Thermal Efficiency (BTHEFF)

bth = 3600Mass of fuel ×Calorific value

473000.3013

3600

= 0.252

= 25.2 %

kg/min1.5

0.03472 =

32

With forcefully induction of external air

7. Fuel Consumption (F.C.) = Quntity of fuelTime to burn

= 0.02170 kg/min

8. Brake Specific fuel consumption

= Fuel consumption × 60Brake horsepower

= 0.0217 ×604.607

= 0.2826 kg/kw-hr

9. Brake Specific Energy Consumption (BSEC)

Value CalorificBSFC =

473002826.0

= 133.669 kJ/kWhr

10. Brake Thermal Efficiency (BTHEFF)

bth = 3600𝑀ass of fuel ×Calorific value

473000.2826

3600

= 0.269

= 26.9 %

= 27 %

kg/min1.6

0.03472 =

CONCLUSION• From mathematical calculation, we compare both parameter. So

brake thermal efficiency is increased with increasing velocity of intake air. It increased 2% compare to normal operation.

• Exhaust emission is slightly decreases when using amount of external air.

• But by using external air engine sound is slightly increases compare to normal operation, because of amount excess of air is content more oxygen, so more explosion created more noise.

• Engine operating at higher then economy speed with normal mode and using forcefully induction of intake air, specific fuel consumption is lower when using external air.

33

FUTURE SCOPE

• Researcher may change temperature of external air, experiment carry out with it.

• Instead of air use of gas and experiment carry out with this blend.

• Researcher may Improving fan blade design and speed to make correct air fuel mixing.

• Instead of four-stroke, carry out experiment with 2-stroke engine.

34

REFERENCES1. J. Galindo, H. climent , C. Guardiola , A. Tiseira, “On the effect of pulsating flow on surge margin of small

centrifugal compressors for automotive engines” , Elsevier Experimental Thermal and Fluid Science 33 (2009) 1163–1171

2. Li Wei, Wang Ying, Zhou Longbao, Su Ling, “ Study on improvement of fuel economy and reduction in emission for stoichiometric gasoline engine”, Elsevier Applied Thermal Engineering 27 (2007) 2919-22923

3. J. Galindo, J.R. Serrano, X. Margot, A. Tiseira, N. Schorn, H. Kindl “Potential of flow pre-whirl at the compressor inlet of automotive engine turbochargers to enlarge surge margin and overcome packaging limitations” , Science Direct International Journal of Heat and Fluid Flow 28 (2007) 374–38

4. Yildiray Yildiz, Anuradha M. Annaswamy, Diana Yanakiev, Ilya Kolmanovsky, “Spark ignition engine fuel-to-air ratio control: An adaptive control approach” , Elsevier Control Engineering Practice 18 (2010) 1369–1378

5. J. Galindo, J.R. Serrano, H. climent, A. Tiseira “ Experiment and modelling of surge in small centrifugal compressor for automotive engine”, Elsevier Experimental Thermal and Fluid science 32 (2008) 818-826

35

6. Behrouz Ebrahimi, Reza Tafreshi, Houshan Masudi, Matthew Frenchek, Javad Mohammd-pour, Karolos Grigoriadis, “A parameter-varying filtered PID strategy for air-fuel ratio of sprark ignition engine”, Elsevier Control Engineering Practice 20 (2012) 805–815

7. Pranay mahendra, michael G. Olsen, “ Unsteady velocity field measurement at the outlet of an automotive supercharger using particle velocity(PIV)”, Elsevier Experimental Thermal and Fluid science 33(2009) 405-423

8. Toshihiko Noguchi, “ development of 150000 r/min, 1.5 kW permanent Magnet Motor for Automotive supercharger”, IEEE PEDS 2007

9 J. Galindo, J.R. Serrono, C. Guardiola, C. Cervello, “ Surge limit defination in specific test bench for characterization of automotive turbocharger”, Elsevier Experimental Thermal and Fluid science 30(2006) 449-462

10. Chih Wu, Paul V. Puzinauskas, Jang S Tsai, “ Performance analysis and optimization of a supercharged Miller cycle Otto engine”, Applied Thermal Engineering 23 (2003) 511-523

36

11. James d. halderman, “automotive engine theory and servicing”, pearson (prentice hall), chapter no : 19

12. V.M. domkundwar, “ internal combustion engine ”, dhanpat rai & co, chapter no : 22

37

38

Questions ?

39