A Seminar On “MULTI-MODE 2/4-STROKE INTERNAL COMBUSTION ENGINE” By Mr. MOHAMMED HUSAIN ESMAIL MASALAWALA Under The Guidance Of Prof. C. P. SHINDE Submitted In Partial Fulfillment of the Requirement For Bachelor of Engineering (Mechanical) Degree of University of Pune Department of Mechanical Engineering 1
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Submitted In Partial Fulfillment of the Requirement For
Bachelor of Engineering (Mechanical) Degree
of
University of Pune
Department of Mechanical Engineering
Late G.N. Sapkal College of Engineering,
Anjaneri, Nashik-4222122013-2014
1
Kalyani Charitable Trust’s
Late G. N. Sapkal College of EngineeringSapkal Knowledge Hub, Kalyani Hills, Anjaneri, Trimbakeshwar Road,
Nashik – 422 212, Maharashtra State, India
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 COMBUSTION
ENGINE”, under the able guidance of Prof. C. P. SHINDE towards the
partial fulfillment of Third Year of Mechanical Engineering as laid
down by University of Pune during academic year 2013-14.
Prof C.P, Shinde. Prof. T.Y. Badgujar
[Seminar Guide] [ H.O.D. Mechanical ]
Dr. Basavaraj S. Balapgol
[Examiner] Principal
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CONTENT
ACKNOWLEDGEMENT
ABSTRACT
INDEX
Sr. No.
Description Page No.
1 Introduction 61.11.21.3
Increase in demand of IC engineScarcity of FuelPollution
678
2 2.1
Areas Of InterestPower
99
3
2.22.3
3.13.23.3
EfficiencyEmissionsTypes Of EngineSuction Ignition EngineCompressed Ignition EngineHomogenous Compressed Charged Engine
10
11111112
4
3.4 3.5
Hybrid EngineBoosted EngineConcept Of Multi-mode
121213
5 Technological Requirements 186 Successive Results 187 Field Of Implementations 198 Conclusion 219 Bibliography 21
3
FIGURE INDEX
FIGURE NO. TITLE PAGE NO.
1.1.1 Increasing demand 6
1.2.1 Scarcity of fuel 7
3.1 Working graph 1 133.2 Working graph 2 137.1 Diesel engine for combat tanks 197.2 I F V 19
7.3 Diesel engine for military trucks 20
7.4 Special purpose vehicles 20
4
ACKNOWLEDGEMENT
I take this opportunity to express our deep sense of gratitude and respect
towards our guide MR. C. P. SHINDE, Department of Mechanical Engineering, Late G N
Sapkal College Of Engineering , NASHIK. I am very much indebted to his for the
generosity, expertise and guidance; I have received from him while collecting data on this
seminar and throughout our studies. Without his support and timely guidance, the
completion of my seminar would have seemed a farfetched dream. In this respect I find
ourselves lucky to have his as our guide. He has guided us not only with the subject
matter, but also taught us the proper style and technique of working and presentation. It is
a great pleasure for me to express my gratitude towards those who are involved in the
completion of my seminar report. I whole-heartedly thank to our HOD Mr. T. Y.
BADGUJAR for their guidance. I am also indebted to all Sr. Engineers and others who
gave me their valuable time and guidance. The various information and sources I used
during my report completion find place in my report.
I am also grateful to Senior Seminar Coordinators respected sir’s.
MOHAMMED HUSAIN ESMAIL MASALAWALA
III year, V Semister
Dept. Of Mechanical Engineering (L.G.N.S.COE, Nashik) Magnetic Refrigeration
5
ABSTRACT
In a multi-mode, 2-stroke/4-stroke internal combustion engine operation, by
switching the engine stroke from 4-stroke operation to 2-stroke operation so that the
combustion frequency is doubled, doubling of the engine power is achieved even at the
same work output per cycle. In order to meet the demand of extremely high power, the
engine operates in 4-stroke boosted SI operation transitioned from 2-stroke HCCI
operation at pre-set level of power and crank speed requirements. By combining the
multi-stroke (2-stroke HCCI and 4-stroke HCCI) and multi-mode operation (2-stroke
HCCI and 4-stroke boosted SI operation), full load range and overall high efficiency with
minimal NOx emission are achieved.
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1. INTRODUCTION
1.1 INCREASE IN DEMAND OF INTERNAL COMBUSTION ENGINE
Severe traffic congestion and automobile-related health problems will continue to
build internationally unless the use of cars is curtailed, according to a study by the World-
watch Institute, a United Nations-sponsored group.
With nearly 400 million cars in use worldwide and many developing countries ag-
gressively developing ''auto cultures,'' pollution will continue to increase, the study warns,
and it questions the wisdom of heavy third-world investment in transportation systems
that will serve ''a small, privileged class with ample purchasing power.''
The study recommends that in industrial nations higher taxes be assessed on cars
that get low gas mileage and calls for all governments to ''discourage auto use where pos-
sible'' in favour of public transportation.
''Government policies favouring private car ownership by a tiny but affluent elite
are squandering scarce resources and distorting development priorities,'' said Michael
Renner, the study's author. ''In Haiti, for example, only one out of every 200 people owns
a car, yet fully one-third of the country's import budget is devoted to fuel and transport
equipment.'' Auto Industry Challenges Report
Fig. 1.1.1 increasing demand
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1.2 SCARCITY OF FUEL
Due to tremendous increase in usage of automobiles the depletion rate of fossil
fuels is increasing . It has been estimated by USA council of Research in Fuel and Energy
Production that if the consumption of fuel would continue the fuel deposits would get
over within 50 years so it is utter most important to conserve our source of energy. The
graph below shows us a rough idea about the increase in the consumption of fuels 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
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1.3 POLLUTION
Cars and trucks produce air pollution throughout their life, including pollution
emitted during vehicle operation, re-fuelling, manufacturing, and disposal. Additional
emissions are associated with the refining and distribution of vehicle fuel.
Air pollution from cars and trucks is split into primary and secondary pollution.
Primary pollution is emitted directly into the atmosphere; secondary pollution results
from chemical reactions between pollutants in the atmosphere. The following are the
major pollutants from motor vehicles:
Particulate matter (PM).
Hydrocarbons (HC)
Nitrogen oxides (NOx).
Carbon monoxide (CO).
Carbon dioxide (CO2)
Sulphur dioxide (SO2).
Hazardous air pollutants (toxics)
Greenhouse gases
These gases are trapped in the converters situated at exhaust pipe of all the
vehicles. But all the gases don’t get trapped so it is important to design a engine which is
able to give same output power but should have less emissions.
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2 AREAS OF INTEREST
2.1 POWER
Firstly automobiles were used only for transportation purpose but now a days all
the youth is interested in buying a vehicle which has more power and is capable of getting
high accelerations and attain maximum speed in less time. So in order to fulfil
consumer’s demand the engine of the automobile should have high output power and
should be able to reach the expectations of the drivers.
Apart from this the there is requirement of power in I c engine in the defence
vehicles too. As they need to survive in different conditions and have to cover uneven
roads. So overall power of the automobile engine has to be increased.
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
isn’t 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 can’t 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-
10
Particulate matter (PM). These particles of soot and metals give smog its murky colour. Fine particles — less than one-tenth the diameter of a hu-man hair — pose the most serious threat to human health, as they can penetrate deep into lungs. PM is a direct (primary) pollution and a secondary pollution from hydrocarbons, nitrogen oxides, and sulphur dioxides. Diesel exhaust is a major contributor to PM pollution.
Hydrocarbons (HC). These pollutants react with nitrogen oxides in the presence of sunlight to form ground level ozone, a primary ingredient in smog. Though beneficial in the upper atmosphere, at the ground level this gas irritates the respiratory system, causing coughing, choking, and reduced lung capacity.
Nitrogen oxides (NOx). These pollutants cause lung irritation and weaken the body's defences against respiratory infections such as pneumonia and influenza. In addition, they assist in the formation of ground level ozone and par-ticulate matter.
Carbon monoxide (CO). This odourless, colourless, and poisonous gas is formed by the combustion of fossil fuels such as gasoline and is emitted pri-marily from cars and trucks. When inhaled, CO blocks oxygen from the brain, heart, and other vital organs.
Sulfur dioxide (SO2). Power plants and motor vehicles create this pollutant by burning sulfur-containing fuels, especially diesel. Sulfur dioxide can react in the atmosphere to form fine particles and poses the largest health risk to young children and asthmatics.
Hazardous air pollutants (toxics). These chemical compounds have been linked to birth defects, cancer, and other serious illnesses. The Environmen-tal Protection Agency estimates that the air toxics emitted from cars and trucks — which include Benzene, acetaldehyde, and 1,3-butadiene — account for half of all cancers caused by air pollution.
Greenhouse gases. Motor vehicles also emit pollutants, such as car-bon dioxide, that contribute to global climate change. In fact, cars and trucks ac-count for over one-fifth of the United States' total global warming pollution.
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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
where overall engine weight is relatively unimportant) can have a thermal efficiency that
exceeds 50%
3.3 HOMOGENUOS COMPRESSED CHARGED ENGINE
HCCI has characteristics of the two most popular forms of combustion used in
SI (spark ignition) engines- homogeneous charge spark ignition (gasoline engines) and CI
engines: stratified charge compression ignition (diesel engines). As in homogeneous
charge spark ignition, the fuel and oxidizer are mixed together. However, rather than
using an electric discharge to ignite a portion of the mixture, the density and temperature
of the mixture are raised by compression until the entire mixture reacts spontaneously