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ASSIGNMENT

Centre Name: Automotive Design And Engineering

Course Name:M.Sc (Engg) in Automotive Engineering

Name of the Student : Parvez Ahmed

Student Registration No : BBB0910019

Module Leader at MSRSAS : Dr.H.K Narahari

FULL TIME 2010 BATCH

M. S. Ramaiah School of Advanced StudiesNew BEL Road, Gnanagangothri Campus, MSR Nagar, Bangalore-560 054

Tel: 23605539 / 23601983 / 2360 4759. Fax: 2360 1923

website: http://www.msrsas.org P

OSTGRADUATEEN

GINEERINGA

ND

MANAGEMENTPROGRAMME(PEM

P)


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M.S Ramaiah School of Advanced Studies Postgraduate Engineering and Management Programme (PEMP)

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Declaration Sheet

Student Name Parvez Ahmed

Reg. No BBB0910019

Course Automotive Engineering Batch FT2010

Module Code AME504

Module Title Power Train

Module Start Date 14-03-2011Submission

Date25-04-2011

Module Leader Dr.H.K Narahari

Submission Arrangements

This assignment must be submitted to Academic Records Office (ARO) by the submission date before 1730

hours for both Full-Time and Part-Time students.

Extension requests

Extensions can only be granted by the Head of the Department / Course Manager. Extensions granted by any

other person will not be accepted and hence the assignment will incur a penalty. A copy of the extension

approval must be attached to the assignment submitted.

Late submission Penalties

Unless you have submitted proof of Mitigating Circumstances or have been granted an extension, the penalties

for a late submission of an assignment shall be as follows:

Up to one week late: Penalty of one grade (5 marks)

One-Two weeks late: Penalty of two grades (10 marks)

More than Two weeks late: Fail - 0% recorded (F2)All late assignments must be submitted to Academic Records Office (ARO). It is your responsibility to

ensure that the receipt of a late assignment is recorded in the ARO. If an extension was agreed, the

authorization should be submitted to ARO during the submission of assignment.

To ensure assignments are written concisely, the length should be restricted a limit indicated in theassignment questions. Each participant is required to retain a copy of the assignment in his or her record incase of any loss.

Declaration

The assignment submitted herewith is a result of my own investigations and that I have conformed to the

guidelines against plagiarism as laid out in the PEMP Student Handbook. All sections of the text and results,

which have been obtained from other sources, are fully referenced. I understand that cheating and plagiarism

constitute a breach of University regulations and will be dealt with accordingly.


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Signature of

DelegateDate

Date Stamp from

ARO

Signature of ARO

Staff

Signature of

Module Leader

Signature of

Course Manager


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Theory Laboratory Fine Paid(if any for shortage of attendance)

RemarksAttendance Details

Assignment Marks-Sheet (Assessor to Fill)

Part a b c d e f Total Remarks

A

B

C

Marks Scored for 100 Marks Scored out of 50

Result PASS FAIL

Written Examination Marks Sheet (Assessor to Fill)

Q. No a b c d Total Remarks

1

2

3

4

5

6

Marks Scored for 100 Marks Scored out of 50

Result PASS FAIL

PMAR- form completed for student feedback(Assessor has to mark) Yes No

Overall Result

Components Assessor ReviewerAssignment (Max 50) Pass Fail

Written Examination (Max 50) Pass Fail

Total Marks (Max 100) (Before Late Penalty) Grade

Total Marks (Max 100) (After Late Penalty) Grade

A+ A A- B+ B- C+ C FAIL

- - - - - - - -

IMPORTANT

1. The assignment and examination marks have to be rounded off to the nearest integer and entered in the respective fields

2. A minimum of 40% required for a pass in both assignment and written test individually

3. A student cannot fail on application of late penalty (i.e. on application of late penalty if the marks are below 40, cap at 40 marks)

M. S. Ramaiah School of Advanced StudiesPostgraduate Engineering and Management Programme- Coventry University (UK)

Assessment Sheet

Department Automotive Design And Engineering

Course Automotive Engineering Batch Full Time-2010Module Code AME504 Module Title Power Train

Module Leader Dr.H K NarahariModule Completion

Date25-04-2011

Student Name Parvez Ahmed ID Number BBB0910019


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Signature of Reviewer with date Signature of Module Leader with date


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Abstract

The first part of the assignment is a debate about the future of IC Engines and Battery and or

fuel Cell Vehicles considering the increased level of CO2 emission from IC engines and very

less pollutant formation in case of Battery and Hybrid technology .For the given debate IC

Engines are supported against Battery\Fuel Cell Vehicles. . In part B, justifying the obtained

design results and for the assumed specification values for design of the station wagon body

type car, collected specification details for the existing vehicles in the same type by browsing

the internet. In Part C, by using VECTICS software combustion in SI engine was carried out.

For obtaining the iteration results most of the time is used in the lab.

After referring the latest technologies developed in IC engines and also considering the Cons

of the Battery based technologies suitable arguments have been made supporting the IC

Engine technology. Second part of the assignment is the design of a particular body shaped

car, this helps to understand more about the engine specifications and their meanings. Third

part of the assignment helps to understand the role of RICARDO software in automobile

industry, introduced through the VECTICS.

Doing this assignment, in the competitive automotive world, the changes occurring in

automotive components for obtaining the stringent emission regulations and the direction of

research area in the present scenario is clearly understood. In automotive industry the

importance of RICARDO software is clearly understood through the VECTICS.The swirl

ratio was taken as 2.7 given with the input Cad file.


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Table of Contents

B................................................................................................................................................ivAbstract .......................................................................................................................................i

Nomenclature............................................................................................................................ivPART A .....................................................................................................................................1

1.1 Introduction:................................................................................................................11.2 Various types of prime mover options that are currently being studied by researchers

11.3 Overall system / environment impact of these options and expected engine

performance............................................................................................................................21.4 Availability of required inputs and their CO2 foot print.............................................3

1.5 Conclusions .................................................................................................................4PART B......................................................................................................................................52.1 Design Specification with justification .......................................................................52.2 Estimation of power requirement................................................................................52.3 Power v/s vehicle velocity curve.................................................................................6

2.31 Torque and Power Characteristics...............................................................................7Torque, Power V/S Engine speed characteristics...................................................................8

Bmep V/S Engine speed characteristics .............................................................................82.31 Transmission Design ...............................................................................................82.32 Traction/vehicle speed diagram for geometrical gear steps...............................102.33 Velocity/Vehicle speed diagram for geometrical gear steps .................................11


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2.34 Conclusion .........................................................................................................11PART C....................................................................................................................................12

3.1 Introduction ...............................................................................................................123.2 Post processor reports for the case 1 & case 2 ..........................................................13

P-theta Combustion ..........................................................................................................13Temperature Crank angle plot for 3800 & 1900 rpm....................................................14

3.3 NOx emission characteristics ....................................................................................143.4 CO emission characteristics ......................................................................................153.5 Conclusion.................................................................................................................16

CHAPTER 4 ............................................................................................................................174.1 Comments on Learning Outcome: .................................................................................17

REFERENCES ........................................................................................................................18BIBILIOGRAPHY ..................................................................................................................19

Use hyperlinks for listing the contents as shown.


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Nomenclature

List of Symbols

A Area m2

Ft Tractive force N

Ra Air resistance N

f Final drive ratio --

r Radius of wheel m

Absorptivity --

Reflectivity --

Refractive Index --

Efficiency %

Acronyms

bhp Brake Horse Power

Bmep Break mean effective pressure

CCC Close coupled catalyst

VCR Variable compression ratio

CO Carbon monoxide

HC Hydro carbons


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PART A

1.1Introduction:

In this section mainly discussing about the changes in various components of the automotive

engine technologies for improving the emission from automotive engines with improvedoverall engine performance related to a IC engine. And consideration of lack of infrastructure

facilities for Battery\Fuel Cell it certain that IC engines will be used during 2025.

1.2Various types of prime mover options that are currently being

studied by researchers

Possible options for improving the mean efficiency in the conventional power train are

variable valve timing, shut-off during idling, higher compression ratio and a continuouslyvariable transmission.

The current and future emission regulations become stringent, the research on exhaust

manifold is with close coupled catalyst (CCC) .Engines with superchargers or turbochargers

has intake pressures greater than the exhaust pressure, yielding a positive pump work.

Supercharge increases the net indicated work but is a parasitic load since it is driven by

the crankshaft. Increasing the thermal efficiency is one way of to reduce the CO2 emission,

for that compression ratio wants to increase. The extent to which compression ratio of

gasoline engines can be increased to improve thermal efficiency is limited by knocking to

occur under high operating load conditions. As a solution to this problem, automakers have

been developing VCR(Variable Compression Ratio) systems that optimally vary the

compression ratio to match any operating condition.

CVT is another improvement in automatic transmission.CVT helps to achieve

powerful dynamic performance, improvement in the torque in the low to middle range was

made, and to achieve smooth acceleration also at high ends, improvement in the output

performance at high rpm was made. Its reduced fuel consumption as well as the CO2

Emission.Direct injection spark ignition engines are becoming increasingly important and

their Potential is still to be exploited. Increased power and torque coupled with further

reductions in fuel consumption and emission will be the clear trend for the future

development.

The development of low fuel consumption drive with reduced emission and high overall

performance technologies to achieve a short to midterm reduction in the energy requirement

is of utmost importance in addition to alternative drive concepts.


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1.3Overall system / environment impact of these options and

expected engine performance

When the vehicle is started, ICE warms up . If necessary, the electrical motor works

as a generator and it converts mechanical energy to the electrical energy. The produced

electrical energy is stored in the battery. The ICE supplies energy to thepowertrain and, if

needed, to the battery when the vehicle is at cruising speed. If the vehicle needs more power

such as in Passing Mode, the ICE and battery supply energy to the powertrain.Nonetheless,

the regenerative braking converts otherwise wasted energy from braking into electricity and

stores it in the battery when the vehicle is in Braking Mode. When the vehicle is in neutral

position, such as at a red light, the ICE and electric motor shut off automatically, so that

energy is not wasted in idling. The battery continues to supply power auxiliary systems, such

as air conditioner, warning indicators and audio system. The operation modes of HEV are

determined by energy management strategies which are philosophy behind the power

controller as shown below

Energy management control strategies can be divided into the two main topics as shown in.


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Rule Based (RB) Control Strategy and Optimization Based Control Strategy

1.4Availability of required inputs and their CO2 foot print.

Four-valve cylinder heads with variable valve timing, turbochargers and downsizing, direct

injection technologies, double-clutch transmissions and automatic gearboxes with six or more

speeds will most likely become standard. Lean combustion GDI will have a lower penetration

rate due to lower fuel qualities. At the same time, cylinder deactivation will be more common


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1.5Conclusions

Optimizing the conventional ICE power train (including mild hybridization) offers

the potential to reduce CO2 emissions by up to 40%. But OEMs are bound by two

factors: the limitations of physics, and rigid customer expectations regarding

vehicle size and performance expectations that are unlikely to change over the

next decade. These two factors mean that the level of fleet emissions realistically

achievable is likely to remain well above100 g/km. For European markets, this

will not be enough to achieve theCO2 emission targets for 2020.Even the

improvements outlined above are possible only if OEMs make the investments

required to adapt all their vehicle platforms and production lines in line with the

new, improved power train technology. They will also have to find a way to cope

with the additional material costs. Support from government for this is unlikely to

be forthcoming. Thats quite a challenge. It means that OEMs must take a closer

look at a potential new set of power train technologies that could provide an even

bigger step forward in CO2 reduction. These technologies may have appeared

unrealistic a few years ago, but the situation today has changed dramatically,

particularly with respect to battery technology. Accordingly, in the following

section we turn our attention to power trains for PHEVs and EVs. When electric

propulsion is used to drive the wheels. But there are lot of constraints when it

comes to battery or Fuel cell firstly because of excess weight and lack of required

input and infrastructure, so its more convenient for us to make use of latest

technologies in modern IC engines which has a less pollutant emissions than the

required norms and standards.


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PART B

2.1 Design Specification with justificationFrom the surveyed data design specification for a station wagon model was taken as

shown in below. The survey was done for 5 station wagon model cars. Each car fromdifferent manufactures.

Length 4100mm

Width 1710mm

Height 1500mm

Kerb Weight 1100 kg

Gross weight 1600kg

Compression ratio 9.5:1

No of cylinders 4

No of Valves 16Maximum speed of the vehicle

165km/hr

Acceleration 0-100km/hr 13

seconds

Mean effective pressure 1150kpa

L/B ratio(Bore dia,(B=D)) 1.03

Mean piston speed 16.5 m/s

Wheel dynamic radius 0.29m

Tyre Size 195/60 R15

Final drive ratio 4.6

All the surveyed data placed in the excel sheet and the excel sheet is being enclosed in

the CD, which is being submitted along with the assignment.

2.2Estimation of power requirement

A part load power level useful as a reference point for testing automobile engines is the

power required to drive a vehicle on a level road at a steady speed. Called road load power,

this power overcomes the rolling resistance which arises from the friction of the tires and the

aerodynamic drag of the vehicle.

Total power of the car (P) = Total Force (F)* Velocity (v)

Total force (F) = Aerodynamic resistance + Rolling resistance + Gradient resistance

In this section gradient resistance is considered as zero. So the total force is the sum

of aerodynamic force and the rolling resistance.

= ()* Cd * * A * v + * m * g

Assumed values are given below,

of air = 1.2 kg/m

= 0.03, car tires on tar or asphalt road.

Cd= 0.35

v = 45.83 m/s from the section


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A = 1.71*1.5, from the section 2.1

= ()* 0.35 * 1.2 * 1.71 * 1.5 * 45.83* + 0.03 * 1600* 9.8

F = 1601.77 N

Power = 1601.77*45.83

P = 73.409 kW

Engine power by taking the transmission efficiency as 95%Engine power = 73.409 / 0.95

=85.62 k W

In station wagon body type cars the power is varying from 60 k W to 90 k W.

2.3Power v/s vehicle velocity curve

From the graph the power at the maximum vehicle velocity, i.e., 45.83m/s is 73.4 kW.

Bmep at peak torque

Bmep at peak torque =1150kPa from the section 2.1

Bmep at peak power = Bmep at peak torque / 1.1

=1045kPa.

Mean piston speed from empirical formulaeMean piston speed= Number of inlet valves*port velocity*(inlet seat diameter/bore

diameter)

Inlet seat diameter = 0.42B

Port velocity = 30 m/s

Number of inlet valves=2

Mean piston speed =2*30*(0.42B/B)

= 10.5 m/s.

Bore diameter from Piston Area

Engine power = (1/4) * BMEP at peak power * Mean piston speed * Total Piston Area

Mean Piston speed = 16.5 m/s from the section 2.1

85.62k W = (1/4) * 1045 kPa * 16.5 m/s * Total piston area

Total piston area = 0.019 mBore diameter = 79 mm.

Stroke length from L/D ratio

L/D ratio = 1.03 from section 2.1, Here D


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Peak torque from assumed value of Bmep.

Bmep (kPa) = (6.28 * nr* T) / (Vd )

nr = 2 for four stroke engine

1150 kPa = (6.28 * 2 * T) / Vd* N

Vd (for 4 cylinder) = 4*(3.14/4)*B *L

= 1594cc.

Torque (T) = 145Nm @ 3650rpm. (60% of the rated speed)

Power at peak torque and torque at peak power

P= (2 N T) / (60 *1000)

Torque @ 3650rpm = 145Nm,

Power at peak torque = 55.42 k W.

Power (P) = 4 * ((Bmep @peak power * L* A*n)/60)

= 4*((1045 * 0.0813 *0.0049 * 3000)/60)

= 83.3 k W @6000 rpm

Torque (T) = (P*60) / (2 N)

= (83.3 *60)/ (2 *6000)

Torque at peak power =132Nm

2.31 Torque and Power Characteristics

By using the below mentioned program in MAT lab interpolated values are found for

plotting the curve fitting for torque and power.

>> x=[3650 6000];

y=[145 132];

xi=linspace(0,6600,13)

>> p = polyfit(x,y,2);tor=polyval(p,xi)

pwr=(2.*pi.*xi.*tor)/60000

pwr=(2.*pi.*xi.*tor)/60000


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Torque, Power V/S Engine speed characteristics

At higher engine speeds brake power decreases

Due to the friction power becomes significant.At higher and lower engine speeds Torque decreases

Lower speeds due to heat loss

Higher speeds it becomes more difficult to ingest full charge of air

Bmep V/S Engine speed characteristics

2.31 Transmission Design

All the calculations for the transmission design is included in excel sheet. First I

identified the top gear ratio, by using the equation given below, from the course note,


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Where,

io is the final drive ratio, The assumed value is 4.6

ig min is the top gear ratio,

V max is the top speed of the car, 45.83 m/s

rd is the dynamic radius of the wheel 0.29 for 195/60R15-

Top gear ratio = 0.86

Overall gear ratio = final drive ratio * top gear ratio

= 4.6 * 0.86 = 3.95

Lowest gear ratio, identified by using the equation given below, from the course note

Where,

ig is the lowest gear ratio,

Ft is calculated for the 33 degree gradient and maximum speed of the vehicle as 40 km/hr.

Tansmission efficiency taken as 0.95^3

Lowest gear ratio = 4.55

For finding the intermediate gear, geometrical progression is used.

Here in this design z is varied from 1 to 5,

iG,tot is the overall gear ratio for transmission

th is the geometrical progression step

th == 1.52

Each gear ratio is identified by using formula


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Second gear ratio (i2) = 3

Third gear ratio (i3) = 1.98Fourth gear ratio (i4) = 1.3

All the calculations are done in the excel sheet and the excel sheet is being enclosed in the

CD, which is being submitted along with the assignment.

2.32 Traction/vehicle speed diagram for geometrical gear stepsThe vehicle will accelerate only when the tractive effort is greater than or equal to the

tractive resistance (total resistance offered to the wheel by road).The vehicle will decelerate

and come to rest when the tractive effort is less than the tractive resistance. From this figure

2.3, in first gear, the car will climb 33o gradient with a vehicle speed of approximately 35

km/hr. Acceleration at this gradient is not possible in rest of the other gears. In zero degree

gradients, the tractive resistance (total resistance) is very low, aerodynamic resistance

become dominant in higher speeds. so in top gear the modelled car can achieve the desiredtop speed.


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2.33 Velocity/Vehicle speed diagram for geometrical gear stepsThe velocity / engine speed diagram gives a good overview of appropriate

configurations of the transmission ratios. This Figure 2.33called gear plan or saw profile

diagram and has the road speed plotted against the engine speed for each gear n,from n=1 to

z.Here the speed range of the engine is mapped to the wheel speed range, it shows the

engine and transmission matching.

2.34 Conclusion

In the design, lowest gear ratio is 4.55; its larger than the existing vehicles in the

station wagon model. This was happened due to the selected climbing gradient value.

Gradient selected here is 33o.If reducing the gradient value lowest gear ratio is also going to

less than 4.that values are in the range of existing vehicle.


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PART C

3.1Introduction

The problem assigned in this part is to stimulate the combustion process in a singlecylinder diesel engine in Ricardo VECTICS and obtain variation of performance and

emission at varied speed of the engine. Catalyst Utilization, Intake manifold EGR, in cylinder

spray, Coolant optimization.

In order to perform a CFD analysis using VECTICS several

stages have to be gone through it includes graphical user interfaces in order to help the setup

during these stages. Stages have phase title.

The pre- processor GUI is PHASE1.It is used to import STL format CAD geometry;

surface cleaning of the geometry, Identifying the boundary and set up of the control

mesh.PHASE-2 is the first stage of the automatic mesh process. The geometry and control

mesh setup in phase 1 is used to create the computational mesh cells and the surface patches.

PHASE 4 is the second stage of the automatic computational mesh generation. The cellConnectivity and surface patch connectivity is set up during this phase. The mesh is also

automatically split in two separate domains for multi CPU analyses at this stage.

The solver GUI is PHASE5.It is used to define the solver parameters for the particular

analysis. The phase 5 solver uses the computational mesh created after phase 4 and the solver

setup input file created in phase5gui to perform iterative process of producing a solution.

Convergence and solution stability can be monitored to determine how well the solution is

progressing towards the final solution. The post processor GUI is PHASE6. It is used to

understand the predicted results from the phase5 solver solution. This includes capabilities to,

produce velocity vector plane or scalar variable plane pictures, and produce a sequence of

pictures which are then used to produce an animation of the results. Extract quantitativevalues such as fluid velocity, pressure, temperature or turbulence levels at specific locations.

The analysis carried out, in two different ways in the given model, single cylinder

diesel engine combustion process.

Case1:- The analysis of the combustion is carried out in Stoichiometric air fuel ratio at 3800

engine rpm.And while in the compression the swirl parameter is taken as 2.7

Case2:- The analysis of the combustion is carried out in Stoichiometric air fuel ratio at 1900

engine rpm.


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3.2Post processor reports for the case 1 & case 2

P-theta Combustion

In the time of combustion and expansion process, Figure shows the variations in

pressure in two different rpm for the stoichiometric air fuel ratio of the single cylinder diesel

engine. As per the engine specification, 1900rpm is the idle speed of the engine and 3800

rpm is the maximum speed of the engine. At idle speed at the time of combustion i.e at 360othe maximum pressure obtained is around 98 bars. In increased rpm for the same air fuel ratio

in combustion chamber pressure becomes around 102 bars. From these observations we can

conclude that for same air fuel ratio in single cylinder diesel engine the combustion pressure

is increasing with the increase in engine speed in rpm.

Pressure distribution at crank angle 360o for 3800 & 1900rpm


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Plot at combustion

Temperature Crank angle plot for 3800 & 1900 rpmIn the time of combustion and expansion process, Figure shows the variations in

temperature in two different rpm for the stoichiometric air fuel ratio of the single cylinder

diesel engine. As per the engine specification, 1900 rpm is the idle speed of the engine and

3800 rpm is the maximum speed of the engine (at maximum output speed).At idle speed at

the time of combustion i.e at 360o the maximum temperature obtained is around 1150K. In

increased rpm for the same air fuel ratio in combustion chamber pressure becomes around

1200K. From these observations we can conclude that for same air fuel ratio in single

cylinder diesel engine the combustion temperature is increasing with the increase in engine

speed in rpm.

3.3NOx emission characteristics


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Figure shows the NOx emission trend with the increasing engine rpm from idle to

maximum output in a single cylinder diesel engine, for the constant air fuel ratio

(Stoichiometric).

NOx is one of the byproduct of incomplete combustion. Small amount of N2 of intake

air reacts with oxygen at high combustion temperatures and forms NO and NO2.NOx are thecause of acid rain and smog resulting damaging the fagile environmental bio links. Normally

the NOx emission value wants to increase from at idle speed to at maximum out put speed.

The NOx emission value in composition of diesel exhaust gas at idle 50 to 200 ppm and at

maximum speed 600 to 2500ppm.

While comparing with the result got from the analysis, NOx emission is decreasing

with increase in speed of the engine. In the analysis Nox emission is decreased around 22%

from the idle speed to the maximum speed of the engine. From the above temperature-Crank

angleplot, The temperature at the time of combustion is high in maximum

output rpm of the engine(3800rpm) with respect to the idle speed of the engine(1900rpm).As

the temperature increases NOx also wants to increase but in the analysis the value of NOx is

decreased with increase in temperature.

3.4CO emission characteristics

Figure shows the CO emission trend with the increasing engine rpm from idle to

maximum output in a single cylinder diesel engine, for the constant air fuel ratio(Stoichiometric).CO is one of the byproduct of incomplete combustion.its colorless odorless

and asteless gas. It reduces the capacity of living being to absorb oxygen in the blood and

therefore results in poisoning. Inhaling air with a volumetric concentration of 0.3% carbon

monoxide can result in death within 30 min.Normally the CO emission value wants to

increase from at idle speed to at maximum output speed. The CO emission value in

composition of diesel exhaust gas at idle 100 to 450 ppm and at maximum speed 350 to

2000ppm.

While comparing with the result got from the analysis, CO emission is increasing with

increase in speed of the engine. In the analysis CO emission is increased around 38% from

the idle speed to the maximum speed of the engine.


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The combustion process and the fuel velocity vectors animations at 3800 & 1900 rpm

is being enclosed in the CD, which is being submitted along with the assignment.

3.5Conclusion

The analysis of combustion process was carried out in the single cylinder diesel

engine. The emission characteristics are plotted with the two different rpm and the result was

analyzed. For controlling the emission of HC and CO catalytic converters are using in diesel

engines. But reduction of NOx is poor. NO is controlled by the fuel injection from 20o to 5o

before TC in order to reduce the peak combustion temperature.EGR,Exhaust gas

recirculation is one of the effective method of reducing NOx emissions in diesel engines as

well as Gasoline direct injection engines.


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CHAPTER 4

4.1 Comments on Learning Outcome:

In part A of the assignment, we have learnt about the different modern technologies and the

research areas for improving the emission from gasoline engines, its helped me to

understand more about the Power train component and subsystems.

In part B of the assignment, deals with the design of the power train for a station wagon

which helped me to understand the sizing of an internal combustion engine and also dending

on the type of traffic and gradient the transmission system is designed to achieve the required

performance. By collecting the required data for the part B,I learnt about how to read the

engine specifications and the importance.

In part C of the assignment combustion process is analyzed in diesel engine cylinder at

different speed at constant air fuel ratio. NOx and CO emissions variations are studied. Its

helped to understand the emission norms and analyze parameters that influences the engine

emission, analyze engine combustion parameters and predict engine performance using

RICARDO WAVE AD VECTICS.In lab session, we have learnt about the engine

performance by varying engine rpm constant load.


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REFERENCES

Jurgen Williand.,Kay schnitzel.,Henrick Hoffmayer.,Spray guided direct injection AZ

auto technolohy,Monthly Magzine Vol.9,pp 18-25 Feb 2009.

Yong-seokKim.,Hyunsung sim.,Ki sanglee.,Development of of Hundai/Kias

LPIhybrid electric vehicles, ATZ auto technolohy,Monthly Magzine Vol.9,pp 18-25

Feb2009.

Jianwen Yi., Zhiyu Han., Nizar Trigui., Fuel-Air Mixing Homogeneity

andPerformance Improvements of a Stratified-Charge DISI Combustion

System,Powertrain & Fluid Systems,Conference & Exhibition,San Diego,

CaliforniaUSA,October 21-24, 2002

John B Heywood., Internal combustion engine fundamentals, McGraw Hill series in

mechanical engineering.

The automotive industry focus on future R&D Challenges., Nov. 2008.EUCAR

European Council for Automotive R&D Avenue des Nerviens 85, B-1040 Brussels

Course note on Power Train, AME 504., FT- MSRSAS

GisbertLechner., HaraldNaunheimer., Automotive transmissions

fundamentals,selection, Design and application,In Collaboration with Joachim

Ryborz.

Ricardo VECTICS training material., FT-09 MSRSAS


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BIBILIOGRAPHY

Kazutoshi Noma., Toshiyuki Noda., Tsuyoshi Ashida., Ryuichiro Kamioka., Kyoji Hosono.,

Takahiro Nishida., Atsushi Kameoka.,A Study of Injector Deposits, Combustion Chamber

Deposits (CCD) and Intake Valve Deposits (IVD) in Direct Injection Spark Ignition (DISI)

Engines, Powertrain & Fluid Systems,Conference & Exhibition,San Diego, California

USA,October 21-24, 2002.

J. W. G. Turner., R. J. Pearson., R. Curtis., B. Holland.,Improving Fuel Economy in a

Turbocharged DISI Engine Already Employing Integrated Exhaust Manifold Technology and

Variable Valve Timing, Powertrains, Fuels & Lubricants Meeting Rosemont, Illinois October

6-9, 2008

Jeff Allen., Don Law., Production Electro-Hydraulic Variable Valve-Train for a 4ew

Generation of I.C. Engines, SAE 2002 World Congress,Detroit, Michigan,March 4-7, 2002.

Hirofumi Tsuchida., Koji Hiraya.,Daisuke Tanaka.,Shunsuke Shigemoto.,Shunichi Aoyama

Masayuki Tomita.,Takanobu Sugiyama.,Ryosuke Hiyoshi, The Effect of a Longer Stroke on

Improving Fuel Economy of a Multiple-Link VCR Engine, Powertrain & Fluid

Systems,Conference & Exhibition,Rosemont, Illinois,October 29-November 1, 2007.


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