About College - GVIC · Sri. N.V. Ramana Reddy M.Tech., (Gold Medalist), (P h.D.), British Citizen Secretary and Correspondent On Behalf of the ICATEMS 2017 Organizing Committee,I

About College

Golden Valley Integrated Campus (GVIC) is the first Integrated Campus in the

Rayalaseema Region. GVIC is located in a pleasant and serene background on National High

Way 205, 11 KM`s from Madanapalle and 20km from the Andhra Ooty Horsley Hills. Our

Institute has been named with the sacred belief of turning young people`s future into a

Golden path.

Madanapalle has been an Educational and Cultural centre since early 1915, when Dr.

Anne Besant started Besant Theosophical College, famously known as B.T. The B.T. College

was initially part of National University to which Dr. Rabindranatha Tagore was Vice

Chancellor.

Sri. N.V.Ramana Reddy along with several other professionals and academicians has

been striving hard to promote the best educational standards with international

practices to improve the quality of professional education in rural areas.

Sri. N.V. Ramana ReddyM.Tech., (Gold Medalist), (Ph.D.), British Citizen

Secretary and Correspondent

On Behalf of the ICATEMS 2017 Organizing Committee,I amHonoured and Delighted to

Welcome you all to the 1st International Conference on Advanced Technologies in Engineering,

Management and Sciences-ICATEMS’17. I Believe We have chosen a venue that guarantees a

Successful International Conference amid the culture and brand.Golden Valley Integrated Campus

hasalways been a front runner in Organizing Events and this time we are more Happy to support in

organizing International Conference atGolden Valley Institution-Creating Hardworking Strong &

EthicalMinds......... Together.

The Technology is developing at a very fast pace.We have observed that the progress of last

10 years is much more than last 100 years as we allknow that our Country can only make progress if

the Scientists and Technocrats can utilize their knowledge for Exploring newer fields of Research and

Development.We experience new Development every day and every moment.Technology is changing

and new areas of Research are coming up.

Now it is high time that everybody from us have to think and commit for positive

contribution.Moreover, there is a growing need of more and more Industry Institute Interaction and

Linkage. The Young Faculty Members ofGolden Valley Integrated Campus (GVIC)have rightly sensed

the need and provided a good platform for the Research all around the Globe to bring forward their

thoughts and help society at large. Many congratulations to the Convener,Professors and the

Organizing Committee Members for organizing an event of International Stature.

I Extend Special thanks to Mr.Kedarnath Panda,Solution Architect, Tech Mahindra, Carson

City, Nevada, US and Prof.S.Krishnaiah Registrar of JNTU Anantapur, andMany Engineering colleges

like RMK Group, Saveetha University, Sathyabhama University and all from Tamil Nadu, JNTUA,

Anantapur and all Engineering Colleges from Andhra Pradesh and other States for making this Event a

Grand Success.

Sri. N.V. Ramana ReddyGolden Valley Group of InstitutionsMadanapalle, Andhra Pradesh, India

Dr.M.NARAYANAN, M.E., Ph.D.,PRINCIPAL

Golden Valley Integrated Campus (GVIC)

.For those who can't read Tamizh,

ThottanaithuOorummanarkenimaandharkuKattranaithuoorumarivu.The above Tamil proverb is interpreted in English as follows: The flow of water to the sand from a well

will be in proportion to the depth of the well. Similarly, knowledge will flow from a man in proportion to the depth

of his learning. Relating this proverb to you in this context, “As a researcher, your mind yields more knowledge

every time you learn. Thus, the knowledge grows. So, the more you research the deeper the fact you are in.”

It gives me immense pleasure to extend a hearty welcome to all the delegates participating in the

1stInternational Conference on Advanced Technologies in Engineering, Management and

SciencesICATEMS’17conducted by the Golden Valley Integrated Campus (GVIC), Madanapalle. The key

behind this conference is to open a discussion forum, promote logical thinking and pave the way to formulate

innovative ideas, explore greater vistas of knowledge and be an ideal platform to share the universal views on the

latest trends. I am sure the conference will be highly informative for research scholars, professionals from academic,

industry and the student community as well.

I encourage the students, research scholars, industrialists, scientists and engineers to participate

enthusiastically towards knowledge exchanges during the conference. I once again invite all delegates to our serene

campus. I also congratulate the organizers for the efforts they have put in and wish the conference a great success.

As the Chair of the ICATEMS’17, I assure all the delegates that rigorous planning has gone into knitting a

technically rich Programme. I take pride to place on record the untiring efforts put in by the entire team of

ICATEMS’17 for this global conference. I am sure that this conference will add another jewel to the crown of

GVIC.

I wish and pray for successful conduct of this event.

Dr.M.NARAYANAN, M.E., Ph.D.,PRINCIPAL

Golden Valley Integrated Campus (GVIC)

Prof. K.Prahlada Rao

Member of EC,

Jawaharlal Nehru Technological University Anantapur,

PRINCIPAL,

JNTU College of Engineering,Ananthapuramu.

It's my immense pleasure to associate with the ICATEMS'17. I wish it provides vibrant

environment to all the participants and brings out the best of the delegates and also unleashes most

memorable moments in Madanapalle academic ambience.

All the very best.

Dr.Ramalingam Jaganathan,M.S.,Ph.D(IIT-Madras).,MBA., GDMM

Director(Research)Golden Valley Integrated Campus

I am indeed privileged and delighted to note that the 1st International Conference on

Advanced Technologies in Engineering, Management and Sciences, which is scheduled on

November 16th& 17th, 2017 is organized by the Golden Valley Integrated Campus (GVIC),

Madanapalli, affiliated to JNTU Ananthapur, Andhra Pradesh, India.

It is high time to create and nurture research activities among the budding citizens.I am sure

that theConference of such nature provide a great opportunity to engineering, science and

managementfraternities , not only to update knowledge and keep obsessed with the latest scenario

across the world in theirrespective fields. I am sure that the delegates will be able to have a good

interaction with exchange ofthoughts and experience.I am confident that the outcome of this

conference will result in betterment to the overall growth of our state, Andhra Pradesh as well as our

Nation.

I take this opportunity to extend the warm welcome to all the resource persons and

delegatesregistered for this 1st International Conference on Advanced Technologies in

Engineering,Management and Sciences.

My best wishes to the convener, Dr.M.Narayanan M.E., Ph.D and his team for the conduct of

this International Conference

Dr.Ramalingam Jaganathan

Director(Research),

Golden Valley Integrated Campus,

Madanapalle.

Dr. Venkataramanaiah, M.Com (Gold medal),MBA (Fin&HRM), UGC NET (Com&Mgnt) MPhil, PhD.,

DEAN,Golden Valley Institute of Management

It gives me a great pleasure to welcome all of you from different national frontiers of the

world to the 1st International Conference on Advanced Technologies in Engineering, Management and

Sciences (ICATEMS 17) to be held at Golden Valley Integrated Campus (GVIC), Madanapalle,

affiliated to JNTUA, Anathapuram, Andhra Pradesh on November 16th and 17th, 2017. As a

researcher, I do realize the importance of International Conferences and the kind to nurture the

budding minds that suits the institutional as well as national interests as a whole.

I do believe that research and development activities are considered as spine for novel and

creative thinking to see the life of humankind in the better way. Hence, it is considered as the need of

the hour to engage more in research activities through academics coupled with industry. I am certain

that the present international conference will be a platform to both the academicians and entrepreneurs

in the echelon of engineering, management and basic sciences to cope up with the present

requirements of the business world. Further, I am to state that the delegates will be enlightened with

good amount of interaction in the field of their study in and out. I am confident that the conference

will produce deep insights within the scope of the conference and it helps the Government of Andhra

Pradesh n particular and the Nation in general in policy making in the years to come.

I take this opportunity to extend the warm welcome to the Invitees, delegates, resource

persons and student fraternity for their active participation in this mega event.

My heartfelt thanks are due with Shri. N.V.Ramana Reddy, Patron, ICATEMS 17, Secretary

and Correspondent, GVIC for his continues supporting to reach out the predefined objectives at

institutional level. Least but not last my best wishes to Dr. M. Narayanan, M.E., Ph.D,Convener,

ICATEMS 17 and his team for having conduct of International Conference in a grand scale.

Dr. Venkataramanaiah. M

DEAN,

Golden Valley Institute of

Management, Madanapalle

Advisory Panel

Prof. Mitsuji Yamashita,

Dept. of Nano Materials, Graduate School of Science & Technology, Shizuoka University,

Dr.Kuk Ro Yoon,

Assistant Professor, Department of Chemistry, Hannam University, Taejeon, South Korea.

Prof. David Adams,

Logica Solutions, Miltons Keyes, U.K.

Prof. Neil Westerby,

Conniburrow, U.K.

Prof. Mick Micklewright,

Ingersoll Rand, Wasall, U.K.

Prof. Petra Mattox,

Aeci(UK) Ltd, Cannock, Germany

Dr. P. Ezhumalai,

Professor & Head, Dept. of CSE, RMD College of Engineering, Kavaraipettai, Chennai,Tamil Nadu.

Dr. C. Arun,

Professor, Dept of ECE, RMK College of Engineering and Technology, Puduvoyal,Tiruvallur, Tamil Nadu.

Dr. P. Sujatha,

professor, Dept. of EEE, JNTUA, Ananthapuramu, Andhra Pradesh.

Dr.M. H. Kori,

Rtd Director Alcatel lucent Technology and IEEE, Ex.President, Bangalore, Karnataka.

Dr. JitendranathMungara,

Dean & Professor, Dept of CSE, New Horizon College of Engineering, Bangalore,Karnataka.

Dr.T. Narayana Reddy,

Head, Department of MBA, JNTUA, Ananthapuramu. Andhra Pradesh.

Dr. B.Abdul Rahim,

Professor, Dean Professional Bodies, Annamacharya Institute of Technology and Science,Rajampet, Andhra Pradesh.

Dr. S P.Chokkalingam,

Professor & Head, Dept. of IT, Saveetha School of Engineering, Saveetha University,Chennai, TamilNadu.

Dr. S BasavarajPatil,

CEO & Chief Data Scientist, Predictive Research Pvt. Ltd., Bangalore.

Dr. S.Anusuya,

Professor, Department of CSE&IT, Saveetha School of Engineering (SSE), SaveethaUniversity, Saveetha Nagar, Thandalam, Chennai, Tamil Nadu

Dr. B.Gangaiah,

Associate Professor, Department of M.B.A, Yogi Vemana University, Kadapa, AndraPradesh

Dr. G.RoselineNesaKumari,

Dept. of CSE, Saveetha School of Engineering, Saveetha University, Chennai, Tamil Nadu.

Prof. C. Sureshreddy,

Dept. of Chemistry, Sri Venkateswara University, Tirupathi, Andhra Pradesh.

Dr. Y. Subbarayudu,

Associate Professor, Department of M.B.A, Yogi Vemana University, Kadapa, AndhraPradesh.

Dr. M.P.Chockalingam,

Professor, Dept. of Civil Engineering, Bharath University, Chennai, Tamil Nadu.

Dr. T.Lalith Kumar,

Professor, Dept. of ECE, Annamacharya Institute of Technology and Science, Kadapa,Andhra Pradesh.

Dr. G. Jayakrishna,

Professor & Head, Dept. of EEE, Narayana Engineering College, Nellore, Andhra Pradesh.

Dr. Bharathi.N.Gopalsamy,

Associate professor, Dept. of. CSE, Saveetha School of Engineering, Saveetha University,

Chennai, Tamil Nadu.

Dr. S.Magesh,

Professor, Dept. of CSE, Saveetha School of Engineering, Saveetha University, Chennai,Tamil Nadu.

Dr.A.Kumar,

Professor & Head, Department of Chemical Engineering, Sriram Engineering College,Tiruvallur District, Chennai, Tamil Nadu.

Dr.M.Thamarai,

Professor, Department of ECE, Malla Reddy College Engineering, Maisammaguda,Dulapally road, Hyderabad, Telangana

Dr.Syed Mustafa,

Professor & Head, Department of Information Science & Engineering, HKBK College ofEngineering,

Off: Manyata Tech Park, Bangaluru.

Dr.K. E. Sreenivasa Murthy,

Professor & Head, Department of Electronics and Communication Engineering, G.PullaiahCollege of Engineering and Technology, Kurnool.

Dr.Lokanandha Reddy Irala,

Associate Professor, Dept. of Management Studies, Central University of Hyderabad,Telangana.

Dr.AbyK.Thomas,Ph.D.

Professor & Head, Department of Electronics and Communication Engineering,

Hindustan institute of technology &science, Chennai, Tamil Nadu

PRAYER

I pray you’ll be our eyes

And watch as where we go

And help us to be wise

In times when we don’t know

Let this be our prayer

As we go our way

Lead us to a place

Guide us with your grace

To a place where we’ll be safe

Give us faith so we’ll be safe.

We dream of world with no more violence

A world of justice and hope

Grasp your neighbor’s hand

As a symbol of peace and brotherhood.

PRAYER






As we go our way

Lead us to a place








PRAYER






As we go our way

Lead us to a place








Sl.No Paper ID Title of the Paper Authors Name page no

1 ICATEMS_MEC_016

CRYOGENIC TREATMENT OFMAGNESIUM AND ALUMINIUM ALLOYS

TO IMPROVE THE CORROSIONRESISTANCE AND HARDNESS

Mr.Dillip Kumar Sahoo1,Mr.ThammaNagarjuna Reddy2

1

2 ICATEMS_MEC_017Electromagnetic Valve Mechanism For Camless

EngineKanchukommala Suresh,ChenikkayalaHarshaPriya 10

3 ICATEMS_MEC_018Advancements of Extrusion Simulation in

DEFORM-3DG.Ramanjulu , K.Swapna

19

4 ICATEMS_MEC_024OPTIMIZING THE BEST EFFICENT BLEND

FOR ALGAE OIL

V.NARESH1,S.PRABHAKAR2,K.ANNAM

ALAI3,P.NAVEENCHANDRAN 27

5 ICATEMS_MEC_036Experimental Investigation on CI Engine byVarying Pistons with Jatropha Biodiesel and

Al2o3 Nano Fluid

P. JAYA PRAKASH1 Dr. C.SREEDHAR2

30

6 ICATEMS_MEC_047

EXPERIMENTAL INVESTIGATION ONPERFORMANCE, EMISSION AND

COMBUSTION CHARACTERISTICS OFBIODIESEL IN A DI DIESEL ENGINE

V.NARESH,S.PRABHAKAR,K

ANNAMALAI, S.NAVEENCHADRA 35

7 ICATEMS_MEC_050Design And Analysis of S-Shaped Locomotive

Wheel ProfileD.Ramya, C.Venkata Siva

Murali 43

8 ICATEMS_MEC_053Optimization Study of the Combustion Chamber

Geometry and Injection Profilefor a Direct Injection Diesel Engine.

Moses Aravind1,HemachandraReddy.K

50

9 ICATEMS_MEC_092

INVESTIGATION ON MECHANICALPROPERTIES OF ALUMINIUM 6061

MATRIX WITH RED MUDREINFORCEMENT OF DIFFERENT WEIGHT

FRACTIONS

BHARATH H S, NARESH H

56

10 ICATEMS_MEC_120 PEST PREVENTERP.K.ANBARASAN,

VeeraBabu Narayanan 60

11 ICATEMS_MEC_126

COMPUTATIONAL ANALYSIS OF NON-NEWTONIAN BOUNDARY LAYER FLOWPAST A HORIZONTAL CYLINDER WITH

PARTIAL SLIP

Seela Sainath1, A. SubbaRao2*, V.R. Prasad2and P.

Ramesh Reddy264

12 ICATEMS_MEC_127SOLAR REFRIGERATION EFFECT BY

USING FRESNEL LENSE AND STRILLINGENGINE

K.LOKESH, C.MOUNIKA,C.SIREESHA

70

13 ICATEMS_MEC_143EVALUATION OF MECHANICAL AND

TRIBOLOGICAL PROPERTIES OF Al 5083 -ZrSiO4 - TiO2 HYBRID COMPOSITE

Mr.T.Hariprasad,Dr.K.Srinivasan,

Dr.Channankaiah,S.Rajeshkumar, 77

14 ICATEMS_MEC_144Reduction of NOx using DOE Technique in

Single Cylinder Greaves Cotton G435 Engine forthree wheeler applications.

R.JAGANATHAN

83

15 ICATEMS_MEC_145 Solar Powered Dry Leaf Collecting VehicleS.V.Kowshigan1,

K.Jagadeesh2, S.Raja93

16 ICATEMS_MEC_146Cone length and its Effect on Performance of an

Automotive Catalytic Convertor using CFDanalysis

R.Jaganathan*, A.SalihArshad 2

98

17 ICATEMS_MEC_147STUDY ON SIMULATION OF COMBUSTION

IN DIESEL ENGINE USING MATLABAND SIMULINK

R.Jaganathan*, Nikhil Shet113

1st INTERNATIONAL CONFERENCE ON ADVANCED TECHNOLOGIES IN ENGINEERING, MANAGEMENT AND SCIENCES, 16th& 17th NOVEMBER 2017

1 ISBN 978-93-86770-41-7

CRYOGENIC TREATMENT OF MAGNESIUM AND ALUMINIUM ALLOYSTO IMPROVE THE CORROSION RESISTANCE AND HARDNESS

Mr. Dillip Kumar Sahoo1, Mr. Thamma Nagarjuna Reddy2

[email protected], [email protected]

1Department of automobile Engineering, School of Mechanical Engineering, Sathyabama University, Chennai.

2Department of automobile Engineering, School of Mechanical Engineering, Sathyabama University, Chennai.

ABSTRACT: -

Metals are lustrous in appearance, malleable, extremelydurable and have greater soften and boiling points. Regardingto automobile sector, there is large-scale use of metals up to70% of an entire vehicle. In present day automobile technologythe main aim is to reduce the weight and improve theperformance. The usage of magnesium and aluminium alloys isimproving. Magnesium alloys are terribly attractive asstructural materials in weight savings for excellent concerningautomotive applications weight reduction, can improve theperformance of a vehicle by minimizing the rolling resistanceand energy of acceleration. So reduces fuel consumption andreduction of the greenhouse gases (CO2) can be achieved. Themajor disadvantage of magnesium alloys is poor corrosionresistance, can’t be used to major parts of the vehicle. We aregoing to cryogenic treatment to improve the corrosionresistance and hardness of the material. After cryogenic,strength of the magnesium alloy shows better than aluminiumalloy and many other commercial steels. It is the lighteststructure material for engineering applications, have taken anexcellent interest within the automotive, aerospace anddifferent fields of engineering. Thanks to its low density, highspecific strength and stiffness, smart damping characteristics.

Keyword - Magnesium & Aluminum alloys, cryogenic, corrosion,

hardness.

I. INTRODUCTION

Automotive industry is developing a more efficient and lowcost materials introduced and replacing traditional materials.Among these new materials, magnesium and aluminiumalloys are more effective to replace steel due to itspromising properties.Magnesium alloys are composites ofmagnesium with distinct metals (called an alloy), typicallyaluminum, zinc, manganese, silicon, copper and zirconium.Plastic deformation of the magnesium has a hexagonallattice additional complicated than in cubic latticed metals

like aluminum, copper and steel; thus, magnesium alloys areusually used as cast alloys, however analysis of wroughtalloys has been a lot of extensive since 2003. Castmagnesium alloys are used for several elements of modernautomobiles, magnesium block engines have been employedin some superior vehicles. The consumption of primarymagnesium shows a broad increase within the last twentyyears whereas North America is that the main clientfollowed by the western a part of Europe and Japan.Nowadays China is dominating the primary magnesiummarket and as a result of a powerful price competitionmagnesium is usually accessible for the same value asaluminum.In aluminum alloy, Aluminum (Al) is that thepredominant metal. The standard alloying elements arecopper, magnesium, manganese, silicon, tin and zinc. Theforemost vital cast aluminum alloy system is Al-Si,wherever the high levels of silicon (4.0–13%) contribute togive smart casting characteristics. Aluminum alloys arewide utilized in engineering structures and componentswherever lightweight weight or corrosion resistance isneeded.The characteristic properties of Al, high strengthstiffness to weight ratio, sensible formability, bettercorrosion resistance and reused potential make it the perfectcandidate to exchange massive materials within theautomobile to respond to the weight reduction demandamong the automotive business.

A cryogenic treatment is that the method of treating workpieces to cryogenic temperatures at below -197◦C in order toeradicate residual stress, improve hardness and wearresistance on the alloys.Cryogenic treatment is the gradualcooling of the components until the outlined temperature,holding it for a required time and then carefully leading itback to the room temperature, additionally explore for itsability to enhance corrosion resistance by precipitatingmicro-fine eta carbides. There is a requirement to extend theproperties of alloys at elevated temperature for hightemperature applications. During this method there's a


2 ISBN 978-93-86770-41-7

necessity to increase the properties of typical materials likemagnesium and aluminium alloys without losing any of itsown property.

II. MATERIAL AND METHODOLOGY

A. MATERIALSMagnesium AZ31 alloy is available in numerous forms likeplate, sheet, and bar. It’s an alternate to aluminum alloysbecause it has high strength to weight ratio. It’s wideselection accessible in comparison to different magnesiumgrades.

Fig 1 Magnesium Alloy AZ-31(15×12×0.5 cm3)

Table 1. Physical properties of magnesium alloy

Table 2. Chemical properties of magnesium alloy AZ31A

Colour Silvery-white metal

Phase Solid

Crystalline

structure

Hexagonal

Ductility It may be beaten into very thin sheets

Malleability Capable of being formed or bent

Luster Exhibits a shine or glow

Hardness Relatively soft

Boiling point 1,100°C (2,000°F)

Melting point 651°C (1,200°F)


3 ISBN 978-93-86770-41-7

For aluminium extrusion, the commonly used grade is 6063.It permits complicated shapes to be formed with terriblysmooth surfaces acceptable anodizing. So it is widespread

for visible architectural applications like window frames,door frames, roofs, and sign frames.

Fig 2. Aluminium Alloy 6063T6 (15×12×0.5 cm3)

Table 3. Physical properties of aluminium alloy

6063T6Table 4. Chemical properties of aluminium

alloy 6063T6

Chemical Formula Mg

Compounds Oxide, hydroxide,chloride, carbonate and sulfate.Also Epsom salts (magnesiumsulfate heptahydrate) and Milk ofMagnesia. (magnesium hydroxide)

Flammability Burns in air with a brightwhite light.

Reactivity Upon heating, magnesium reactswith halogens to yield halides.

Alloys Magnesium alloys are light-weight,however terribly strong.

Oxidation It combines with oxygen at normaltemperature to form thin layer ofmagnesiumOxide.


4 ISBN 978-93-86770-41-7

B. METHODS OF TREATMENT

The material Magnesium Alloy AZ31A is cryogenic treated inliquid Nitrogen at -197°C for 72hours. The microstructure showsfine dense precipitate of Mg17Al12 in primary MagnesiumAZ31 Alloy in the longitudinal direction. The cryogenictreatment precipitated has fine Mg17 Al12 in magnesium phase.The lamellar grains have removed and shrunk as fine denseparticles.

The material Aluminium (6063T6) alloy is cryogenic treated inliquid Nitrogen at -197°C for 72hours. The microstructure showsprecipitated Mg2Si in close proximity in primary alpha

aluminium solid solution. More precipitates of Mg2Si areobserved for the same area of observation.

Chemical Formula Al

Occurrence Occurs solely as a compound,principally in bauxite

Oxidation In wet air, it combines slowly withoxygen to make aluminum oxide

Reactivity with acids Reacts with several hot acids

Reactivity with water Reacts quickly with hot water

Reactivity with alkalisReacts with Alkalis like sodiumhydroxide and limewater

Compounds Bauxite is an aluminum ore and isthat the main supply of aluminum

Alloys When combined with componentslike copper, silicon, or magnesium itforms alloys of great strength

Color Silvery-white with a bluish tint

Hardness The pure metal is soft, but it

becomes strong and hard when

alloyedDuctility It will be beaten intoextraordinarily thin sheets

Malleability Capable of being shaped orbent

Conductivity Resists corrosion by theformation of a self-protectingcompound coatingCorrosion Resists corrosion by theformation of a self-protectingoxide coating


5 ISBN 978-93-86770-41-7

Fig 3.Cryogenic treatment of Magnesium and Aluminium alloys

III. TESTING OF MATERIALS

The magnesium and aluminium metal alloy samples have beentested to know the corrosion resistance of the metal.Initially thesamples has polished to remove dust and impurities from thesamples. The testing had carried out for 1day in a differentcomposition of sea water by weight percentage. 10% of seawater added to the total weight of NaCl aqueous solution.

a) Salt Spray Corrosion test

Fig 4. Corrosion tested Non Cryogenic Mg

Fig 5. Corrosion tested cryogenic Mg

The corrosion of cryogenic mg is less compare to non-cryogenic treated mg, the weight has been significantlydropped in non-cryogenic mg.

(ii)For Aluminium alloy (6063T6)

Fig 6. Corrosion tested Cryogenic Al

Fig 7. Corrosion tested Non Cryogenic Al

The corrosion of the cryogenic treated Al is less compare to

non-cryogenic treated Al, the weight has been significantly

dropped in non-cryogenic Al, while the metal treated with

cryogenic treatment has very much less weight loss

compared to non-cryogenic Al.

Fig 9. Micro hardness tested Magnesium alloy


6 ISBN 978-93-86770-41-7

Fig 10. Micro hardness tested Aluminium alloy

IV. RESULT

a) Microstructure Test Report

i. Magnesium alloy AZ31A

Non-Cryogenic Treated:

Magnification:-100x

Etchant: - Picric Acid + Acidic Acid + HydrogenPeroxide in Alcohol

The material Magnesium alloy AZ31A is hot rolled andannealed condition micro-graphs are taken along thelongitudinal direction. The longitudinal matrix onmicrostructure shows lamellar grains along the direction offorming /rolling. The microstructure shows lamellar Mg17Al12 precipitate in the primary magnesium alpha solidsolution.

Figure 8 Microstructure of non-cryogenic magnesium (AZ31)

Cryogenic Treated:

Magnification:-100xEtchant: - Picric Acid + Acidic Acid + Hydrogen Peroxide in Alcohol

Figure 8 Microstructure of non-cryogenic magnesium (AZ31)


7 ISBN 978-93-86770-41-7

The material Magnesium Alloy AZ31A is cryogenic treatedin liquid Nitrogen at -197°C for 72hours. The microstructureshows fine dense precipitate of Mg17Al12 in primary

Magnesium AZ31 Alloy in the longitudinal direction. Thecryogenic treatment precipitated has fine Mg17Al12 inmagnesiu

m phase. The lamellar grains have removed and shrunk asfine dense particles.

ii. Aluminium 6063t6 alloy

Non-Cryogenic Treated:

Magnification:-100x

Etchant:- Keller’s Agent

Microstructure of non-cryogenic aluminium alloy (6063T6

The material Aluminium 6063T6 shows grains of primary Aluminium solid solution with precipitated Mg2Si eutectic particles.The grains are elongated along the direction of forming. The grains are uniform in both major and minor access.

Cryogenic Treated:Magnification:-100xEtchant: - Keller’s Agent

Microstructure of cryogenic aluminium alloy (6063T6)

The material Aluminium6063T6 Alloy is cryogenic treated in liquid Nitrogen at -197°C for 72hours. The microstructure showsprecipitated Mg2Si in close proximity in primary alpha aluminium solid solution. More precipitates of Mg2Si are observed for thesame area of observation.

HARDNESS REPORT FOR MG AND AL ALLOYS:

H.V @ 0.5 Kg Load

Sample I.D l-1 l-2 l-3

Cryogenic Al 53.0 53.2 51.8


8 ISBN 978-93-86770-41-7

Normal Al 51.6 50.2 50.2

Cryogenic Mg 68.3 81.2 74.2

Normal Mg 68.0 68.1 69.0

CORROSION REPORT FOR MG AND AL ALLOYS:

Sample I.D

Cryogenic Al Normal Al Cryogenic Mg Normal Mg

Corrosion rate Corrosion rate Corrosion rate Corrosion rate

mm/year

Mils/year

mm/year

Mils/year

mm/ year Mils/year mm/ year Mils/year

1 0.00447

2.10984

0.3147 148.5384

0.00005949

0.02807928 0.0011898 0.5615856

V. CONCLUSION: -

As per the test there is a minute increase in

hardness of Aluminium, Magnesium after

cryogenic treatment. The cryogenic treated

aluminium alloy has a considerable increase in

hardness is 53.0 while the normal aluminium alloy

has hardness of 51.6.Similarly the cryogenic

treated magnesium alloy has increased in hardness

of 68.3 while the normal magnesium alloy has

hardness of 68.0.

As per the test there is a decrease in corrosion of

Aluminium, Magnesium after cryogenic treatment.

The corrosion rate (mils/year) of cryogenic treated

aluminium alloy has less corrosion rate of 2.10984

while the normal aluminium alloy has higher

corrosion rate of 148.5384.Similarly the corrosion

rate (mils/year)of cryogenic treated magnesium

alloy has corrosion rate of 0.02807928 while the

normal magnesium alloy has higher corrosion rate

of 0.5615856.

VI. REFERENCE: -

[1] C. Blawert, N. Hort and K.U. Kainer.” Automotive

applications of magnesium and its alloys” at Center for

Magnesium Technology, Institute for Materials Research,

GKSS-Research Centre Geesthacht GmbH, Max-Planck-Str.

1, 21502 Geesthacht, Germany, on August 2004.


9 ISBN 978-93-86770-41-7

[2] A.Chandra Shekar,Asst Professor, B.S.Ajaykumar

Professor. “Effect of cryogenic treatment on the mechanical

and microstructural properties of aluminium alloys - a brief

study” .Department of Mechanical Engineering. Bangalore

Institute of Technology. Bangalore-560 004, India. On

March 2014.

[3] Dr. Jagtar Singh, Assistant Professor, “Effect of

cryogenic treatment on metals & alloys”. SLIET Longowal.

[4] KavehMeshinchiAsl, Alireza Tar, FarzadKhomamizadeh

“Effect of deep cryogenic treatment on

microstructure, creep and wear behaviours of AZ91

magnesium alloy”. School ofMaterials Science and

Engineering, Clemson University, Clemson, SC,29634,

USA, Department ofMaterials Science and Engineering,

Sharif University of Technology, P.O.Box 11365-9466,

Tehran, Iran, on June 2009.

[5] Manuel Marya, Louis G. Hector, Ravi verma, Wei Tong

“Microstructural effect of az31 magnesium alloy on its

tensile deformation and failure behaviours”. Colorado

school of mines, metallurgical and material engineering

department, center for welding, joining & coating research,

United States on Dec 2004.

[6] B.L. Mordike, T. Ebert. “Magnesium, properties,

application, potential” Department of material science and

engineering, Technical university of clausthal, sachenweg 8,

38678 clausthal- zellerfeld, Germany, on February 2001.

[7] Po Chen, Tina Malone, Robert Bond, and Pablo Torres

“Effect of cryogenic treatment on the residual stress and

mechanical properties of an aerospace aluminium alloy”.

Environmental Technology (AMPET), 2002, Von Braun

Centre Huntsville, Alabama. On March 2001.

[8] RujulaDalu, Prof. Ram Meghe. “Aluminium alloys in

Automotive: a review”. UG Student and professor. Dept. of

Mechanical Engineering, Institute of Technology and

Research, Amravati, India. On 2015.


10 ISBN 978-93-86770-41-7

Electromagnetic Valve Mechanism For CamlessEngine

Kanchukommala Suresh†Chenikkayala Harsha Priya

Department of Mechanical Engineering,Golden Valley Integrated Campus,Angallu,

Chitoor District,Andhra Pradesh.

E-mail: †[email protected], ‡[email protected]: As one of variable valve timingapproaches, the electromagnetic valvemechanism (EMVM) utilizes solenoid toactivate valve development autonomouslyfor the utilization of inside ignition motor.This paper adviced a valve systemstructure by fusing the electromagneticpower execution in which the attractivemotion is joined by the loop excitation andlasting magnets. By utilization of thedevoted motion course of action, theadviced gadget can be utilized to satisfythe valve timing highlights with thediminished power source necessity andless electrical gadget segments. A twofoldmotion channels EMVM is itemized andthe plan methods are exhibited.Contrasting and the ordinary EMV, theadviced model demonstrates aconsiderable measure of favorablecircumstances, for example, minimization,high temperature resilience, quickreaction, assuage of beginning current, andvariable current instrument timing.

Keywords: Camless engine; valve timing;electromagnetic valve mechanism

INTRODUCTION

Valve timing has effectively gotten muchconsideration from car ventures anddesigners in the previous decade. Themisuse and change of valve timing is oneof the compelling and basic means for theinterior ignition motor with the point ofdiminishing fuel utilization and fumesoutflow. The valve timing innovations canbe grouped into two classes, contingentupon whether the camshaft is utilized ornot. The Valve Train without camshaft islikewise called camless valve prepare. Insuch a framework, the camshaft componentis supplanted by an electric or hydricframework and the unreservedly controlsof the length of valve stroke with perhapsvast variable valve timing can bearchieved.

In the regular EMV framework, it isappeared by Clark et al. [2005] that theEMV adviced by Wang and Stefanopoulou[2000] and Park et al. [2003] required apowerful source to start valve developmentas the armature remained at the centerposition before the motor beginning. Anextraordinary plan for this impressive mainimpetus must be considered forguaranteeing the fruitful motor beginning.Ahn et al. [2005] built up a novel EMVframework incited by the cross breed MMFwith perpetual magnet (PM) and


11 ISBN 978-93-86770-41-7

electromagnet (EM) where an increaseplanned PID control technique was advicedto address the delicate landing and quickprogress issues. Kim and Lieu [2005]declared innate deficiencies of the ordinaryEMV framework and adviced another PMbased EMV framework. Owning to theissue of demagnetization, nonetheless, theholding power diminishes and turned out tobe not as much as the spring power, in thismanner causing framework blame. Jinhoand Junghwan [2007] included their newinstrument with an inserted attractivearmature. The issue, be that as it may, withrespect to the demagnetization of PM is asyet not tended to.

Rens et al. [2006] built up a novel modelwhich had an extremely unique plan withan optional air-hole utilized for keepingaway from the transition delivered by loopsgoing through PM. Their outline wouldkeep PM from demagnetization, which hadbeen the fundamental reason causing theframework deficiencies, and the advicedEMV framework could work in a hightemperature condition. As of late,Lecrivain and Gabsi [2007] advicednumerous answers for calming highbeginning present as the motor isbeginning. One of which is the utilizationof parallel captivated PMs and EMs forinstrument the valve development. Anauxiliary air-hole was acquainted withmaintain a strategic distance fromdemagnetization. In outline, contrasted andthe EMV plan without PMs, theelectromagnetic power is a promisinganswer for decrease the utilization ofenergy thought about.

The EMVM's can be planned as anElectromagnetic power for enhancing thecapacity of valve instrument, nonetheless,the issue of how to get the best execution isas yet an open issue. In this paper, arecommended sort of EMVM is presented,where the path for PMs to give

electromagnetic power holding thearmature is misused and an auxiliary airhole is embraced to keep the PMs fromdemagnetization. Without currentenergizing, the valve dependably keeps ineither opened or shut position.

Arrangement of EMVMThe adviced model can likewise be nameda sort of perpetual magnet energizedcomponents [Rens et al., 2006]. It isintended to have a particular holding powerat zero air-hole, as appeared in Fig. 1,where the operations joining the idea withElectromagnetic power (permanentmagnet(PM)and electromagnet (EM)) arepoint by point. As appeared in Fig. 1(a),the attractive motion (circle 1) delivered byPMs makes attractive power to hold thearmature to keep the valve shut. At thatpoint, when the curls associating inarrangement are energized by a covetedcurrent, the particular attractive motion(circle 2 in Fig. 1(b)) is instigated todebilitate the transition delivered by PMswith the goal that the armature begins tomove towards the flip side of stroke. It isimportant that the motion instigated by thecurls is coordinated to go through alegitimately composed auxiliary air hole.Subsequently, when the transition goingthrough the armature abatement to anegligible esteem, the motion of PM isreturned through the air hole with the goalthat a sensible execution coefficient (PC)esteem can be ensured and the PM won't bedemagnetized as appeared in Fig. 1( c ).


12 ISBN 978-93-86770-41-7

1 (strong line) gives power to hold thearmature and circle (spotted line) is todischarge the armature.

In the customary outlines, the EMVframework dependably needs currentenergizing to hold the valve in open or shutposition, as appeared in Fig. 2(a) where thespan of holding time could be up to at least80% for a solitary motor cycle. Presently,the adviced EMVM can drive the valve in acoveted direction with extensively lesselectric vitality, as represented in Fig. 2(b).It is normal that the current energizing isrequired just for system the development inan ideal plan. No ebb and flow energizingis required if the valve situatedlegitimately. By considering the frameworkunwavering quality, be that as it may, alittle current energizing could be valuablefor enhancing the security operation.

Plan OF THE EMVM SYSTEM

The adviced arrangement of the EMVM, asappeared in Fig.1, comprises of theelectromechanical gadget, valve springs,the armature, and position sensor. As anapplication for inner burning motor, theparticular necessities, for example, movingpace, acknowledged commotion, andlimited volume space are essential

concerned.

Figure 2. The distribution ofdrive current: (a) conventional EMV[Jinho and Junghwan, 2007]; (b) theFigure

3. The adviced prototype:

(1) electromechanical device

(2) armature

(3) valve springs

(4) position sensor

(5) intake and exhaust valves


12 ISBN 978-93-86770-41-7





concerned.




(2) armature

(3) valve springs

(4) position sensor



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concerned.




(2) armature

(3) valve springs

(4) position sensor



13 ISBN 978-93-86770-41-7

(6) CAD diagram.

Transition time

The change time, τt, is characterized as thelength the valve move between twofinishes. Concerning the motor speed, itcan be figured as clamor and wear. Tomaintain a strategic distance from thecommotion and wear, the arrival speedmust be restricted in a little esteem.

θ open 1τt = × (1)

Figure 4. The force with respect todisplacement for the preload and valvelash at 130kN/m [Hartwig et al., 2005,Rens et al., 2006].

Space limit

It is realized that the space accessible in

motor room is constrained for all vehicles.

Keeping in mind the end goal to supplant

the customary camshaft valve prepare with

the adviced EMVM framework, the

advancement for the measure of EMVM

unit is required. Taking Mitsubishi Lancer

for instance, the valve pitch on the barrel

head is restricted 34mm and the altitudinal

space accessible for EMVM get together is

limited in 0.15m.

Restricts of the spring stiffness

For rapid motor application, the valvespring with little m/k proportion isrequired. Hypothetically, the proportion is

identified with the progress time τt as(2)

where T is the time of a cycle, m is theconsolidated mass of armature and valve,and k alludes to the spring consistent. Asindicated by (2), if τt is restricted in 3.33msand m is 0.14kg, it is required that thespring consistent of k ought to be no lessthan 130N/mm for the condition that themotor keeps running at a speed of6,000rpm.For valve spring, the power is relative to the

dislodging with the exception of in the area of

valve lash as appeared in Fig. 4. As indicated

by the

connection between the power and dislodging, the spring

steady k can be resolved all together that the valves have a

coveted change time. Considering the property of warm

extension on valve stem, the outline demonstrates that the

spring preload is 150 N and valve lash has 0.25mm. The

nitty gritty particulars are condensed in Table 1.

Holding force

The holding force, which is exerted byPMs, attracts the armature to the either endof the stroke. In order to maximize theholding force, the flux density between thearmature and the steel core is designed tobe saturated, which mainly depends on thecontact cross-sectional area. Knowing thesaturating flux density of the steel, theTable 1. Specifications of EMVM System

topposition

bottom position

Demandableforce

660N -520 N

Revisable force 760N -620 N

Spring constant 65 kN/mm

Transition time 3.33 ms

Moving mass 140 g

Spring preload 150 N

Safety factor 100 N

Valve lash 0.25 mm

800

-800

4

-4

,(3.75 488)

, 638)(3.75

(4,654)

(-4,520)

Lift (mm)

Force (N)

Preload(150

N)

Valve lash (0.25mm)


13 ISBN 978-93-86770-41-7

(6) CAD diagram.

Transition time


θ open 1τt = × (1)


Space limit











limited in 0.15m.







by the







Holding force


topposition

bottom position

Demandableforce

660N -520 N




Moving mass 140 g


Safety factor 100 N

Valve lash 0.25 mm

800

-800

4

-4

,(3.75 488)

, 638)(3.75

(4,654)

(-4,520)

Lift (mm)

Force (N)

Preload(150

N)

Valve lash (0.25mm)


13 ISBN 978-93-86770-41-7

(6) CAD diagram.

Transition time


θ open 1τt = × (1)


Space limit











limited in 0.15m.







by the







Holding force


topposition

bottom position

Demandableforce

660N -520 N




Moving mass 140 g


Safety factor 100 N

Valve lash 0.25 mm

800

-800

4

-4

,(3.75 488)

, 638)(3.75

(4,654)

(-4,520)

Lift (mm)

Force (N)

Preload(150

N)

Valve lash (0.25mm)


14 ISBN 978-93-86770-41-7

H(A/m)

Figure 5. B-H curve for four types offerromagnetic material [GMBH,2001].

holding force F between the armature andsteel core can be approximated by Cathey[2002].

n

XAiBi2 =∼2µ0F, (3)

i=0 where Ai is thecontact area and Bi is the flux densitypassing through Ai. In case that the contactarea is constant, the holding force isproportional to the square of the fluxdensity.

Fig. 5 shows the magnetic property of fourtypes of ferromagnetic material. It is seenthat the saturating properties are distinct.Among four materials, the silicon steel(35RM270) is laminated and has low eddycurrent loss while the cost ofVACOFLUX50 is high although it has thehighest saturated flux density. Themechanical intensity of pure iron is lessthan the low carbon steel ( steel 1015) inspite of that the pure iron has highermagnetic saturating behaviour. Based onthese factors, the silicon steel is chosen forsteel cores while the low carbon steel isselected for the usage of armature.

DYNAMIC MODEL

The electromagnetic analyses, governed bya couple of electrical and mechanicalequations are summarized in this sectionwhere the electrical equations follow thequasistatic field theory and the mechanicalequations are derived from Newton’s laws.

Electrical Subsystem

The electric equation can be expressed as

(4)

or, equivalently

(5)

where Vs is the supply voltage, i the inputcurrent, R the resistance, Rcoil the coilresistance, L inductance, and v refers toarmature velocity. The variable λ denotesthe flux linkage (λ = Nφ), that is, the totalflux linking the circuit.

Mechanical Subsystem

Taking the free-body diagram of armature,the equation of motion can be expressed interms of its mass m, viscous frictiondamping coefficient c, effective springconstant k, top magnetic force Ftop(i,x),bottom magnetic force Fbottom(i,x) and gasflow force Fflow(x) acting on the valve.Hence, the equation can be deduced as

d2x dxm dt 2 + c dt + kx = Ftop(i,x) + Fbottom(i,x) +Fflow(x) (6)where the gas flow force Fflow(x) is muchsmaller than spring force and it is assumedas zero in this study.

Electromechanical Coupling Subsystem

In order to solve the electrical andmechanical subsystem, the variables L(x),


14 ISBN 978-93-86770-41-7

H(A/m)



n

XAiBi2 =∼2µ0F, (3)



DYNAMIC MODEL




(4)

or, equivalently

(5)








14 ISBN 978-93-86770-41-7

H(A/m)



n

XAiBi2 =∼2µ0F, (3)



DYNAMIC MODEL




(4)

or, equivalently

(5)








15 ISBN 978-93-86770-41-7

∂λ(i,x)/∂x, Ftop(i,x) and Fbottom(i,x) can beexpressed in terms of i and x. Letting i andx as independent variables, the coenergyWc in magnetic field is determined as

(7)

and the inductance L can be expressed as

λ NφL = = (8) i i

Finally, the top or bottom holding forceF(i,x) can be deduced as

As the magnetic force is designed for thecondition with magnetic flux in saturated,it is difficult for mathematical model in (8)to characterize the nonlinearity due tosaturation. Accordingly, a look up tablededuced from the finite element analysis isadopted to describe the relationshipbetween the magnetic force anddisplacement in (8).

Simulation Result

Based on the dynamic model defined from(1) to (9), Fig. 6 shows the three cycles ofvalve movement with a period of 20ms anda constant current is supplied for releasingthe valve at the position between zero and2mm. The profile characters a flat area atthe valve-open and valve closed position,which is much different from the profile

Tims (ms)

Figure 6. The profile for three cycles ofEMVM movement.

Time (ms)

Time (ms)

( b )

Figure 7. The half cycle of EMVMmovement: (a) the stroke and speed asa function of time; (b) the forcecomposed of spring force andmagnetic force.

driven by camshaft. Fig. 7 shows the valvemovement in a half cycle moves from thevalve-open to valve-closed. It is seen thatthe travelling time of valve is 3.09ms whilethe impact velocity at valve-closed positionis about 1.6 m/s due to the attraction forcededuced from the PM, as shown in Fig.7(a). Such a high impact velocity willcause impact noise and serious wearing.Fig. 7(b) shows the total force acting on thearmature is composed of spring force andmagnetic force, i.e. F = (Ftop(i,x) +Fbottom(i,x) + F spring(x)) where thediscontinuous point at 3ms is the instancethat the valve lash is created due to the

-600

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200

400

600

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Force(N)

a)(

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0

0.5

1

1.5

2

2.5

3

3.5

4

4.5

0

3

6

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0 1 2 3

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Displacement(mm)

Speed

Stroke

0

1

2

3

4

5

6

7

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9

0 5 10 15 20 25 30 35 40 45 50 55 60

Valvelift(mm)


15 ISBN 978-93-86770-41-7


(7)


λ NφL = = (8) i i



Simulation Result


Tims (ms)


Time (ms)

Time (ms)

( b )



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-400

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0

200

400

600

30 1 2

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a)(

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4.5

0

3

6

9

0 1 2 3

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Displacement(mm)

Speed

Stroke

0

1

2

3

4

5

6

7

8

9

0 5 10 15 20 25 30 35 40 45 50 55 60

Valvelift(mm)


15 ISBN 978-93-86770-41-7


(7)


λ NφL = = (8) i i



Simulation Result


Tims (ms)


Time (ms)

Time (ms)

( b )



-600

-400

-200

0

200

400

600

30 1 2

Force(N)

a)(

-0.5

0

0.5

1

1.5

2

2.5

3

3.5

4

4.5

0

3

6

9

0 1 2 3

Velocity(m/s)

Displacement(mm)

Speed

Stroke

0

1

2

3

4

5

6

7

8

9

0 5 10 15 20 25 30 35 40 45 50 55 60

Valvelift(mm)


16 ISBN 978-93-86770-41-7

separation of valve stem from armaturestem.

The experimental setup modelling thevalvetrain construction is shown in Fig. 3,where the configuration is composed of anEMVM system, spring trains, a positionsensor and a model of cylinder head. Thedetail physical properties of EMVM arelisted in Table 2. To show up Table 2.Electromechanical Valve Mechanism

Specifications

Electromechanical coupling subsystem

Remanence (Br) 1.22T

Coercivity (Hc) 907kA/m

Electrica l subsystem

Supply voltage 42V

Coil 1.1mm 80turns

Mechanic al subsystem

Size (W×L×H) 34×54×78mm3

Moving mass 139.6 g

Displacement (mm)

Figure 8. The holding force for thesimulation and experiment with zerocurrent exciting. (The total stroke isbetween -4mm and 4mm. Uppermeans 0∼4mm while lower indicates0∼-4mm.)

the detailed profiles of magnetic force, theexperimental instrument “Material TestSystem (MTS)” is used for themeasurement of force vs. displacement.The force in relation to armaturedisplacement without current exciting isgiven in the first stage and the force in

relation to various current on the valve-closed position is given as the second.Based on the results, the detailed curves ofthe force can be built.

Fig. 8 shows the experimental results of theholding force at valve-open and valve-closed positions, respectively. With respectto the position, the force profile indicatesthat the top force is given 680N, and thebottom is in 534N.

Comparing with the simulated results, theerror of the top force is approximately 12%and that of the bottom is approximately13%; both are less than the predictedresults by FEA. Such error is caused bysome parasitic airgaps in the magnetic loopat the location that the armature and steelcores contact each other.Fig. 9 shows the variation of holding forcevs. current inputs for valve-open and valve-closed positions, respectively. In conditionthat the current increases, the magneto-motive force will decrease due to anopposite magneto-motive force is deducedby current exciting. In other words, beforethe flux density of the armature to besaturated (or equivalently, the flux densityvs. current exciting is linear), the results ofsimulation and experiment will becomemore similar. As a result, the error isdecreased by increasing current.

Current (A)

Figure 9. The holding force with respect tocurrent exciting for the simulation andexperimental results. (Top is @4mm;bottom is @-4mm.


16 ISBN 978-93-86770-41-7



Specifications





Supply voltage 42V

Coil 1.1mm 80turns


Size (W×L×H) 34×54×78mm3

Moving mass 139.6 g

Displacement (mm)






Current (A)



16 ISBN 978-93-86770-41-7



Specifications





Supply voltage 42V

Coil 1.1mm 80turns


Size (W×L×H) 34×54×78mm3

Moving mass 139.6 g

Displacement (mm)






Current (A)



17 ISBN 978-93-86770-41-7

Temperature (oC)

Figure 10. The holding force with respectto the variation of temperature. (Top is@4mm; bottom is @-4mm. Force isan absolute value.)

For high temperature, the B-H curve ofmagnet decays somewhat from low to hightemperature, which is known as an effectof demagnetization. Therefore, the effect ofhigh temperature in holding force must betaken into account for the design ofadviced EMVM. Fig. 10 presents theexperimental force, compared with thesimulated results from FEA for thetemperature between 20◦C and 120◦C. It isfound that the holding force decreases asthe temperature increases.The error of the measured holding force isapproximately 15% both for top or bottomposition. The top force will decrease1.28N/◦C, and the bottom will decrease0.84N/◦C. The discrepancy of experimentalresults has the same tendency as those insimulation results while the temperature isdecreasing.Without the feedback control, anexperimental operation is performed byapplying a simplified current excitingcommand to exam the characteristic for theadviced prototype. Fig. 11(a) shows thedesired current profile (ic), experimentalinput current (ia) and their associateddeviation (ia−ib). In the experiment, theslower sampling rate is limited by theability of experimental hardware so that themaximum deviation of current isapproximately 3.7A. For higher samplingrate, the better performance of controlledinput current can be archived.

Fig. 11(b) shows that there exists a impactvelocity of 0.69m/s as the valve moving afull stroke from the top to bottom position.Due to the open loop control, such

Figure 11. Experimental results of EMVMsystem: (a) desired input current andreal input current; (b) The trajectoryfor valve displacement and velocityfor moving from top to bottomposition.

a landing velocity is inevitable. In order tohave an acceptable controlled performance,a properly feedback control strategy isrequired.

CONCLUSIONA new EMVM system is adviced withsignificant improvements thenconventional ones. First of all, the need ofenormous current for system starting isexcused as the valves are always kept invalve-closed position before engine starts.The PM’s provide the force holding thearmature with no current supplied into thecoil. As a result, the issue of high power

-2

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-0.5

0

0.5

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0 0.002 0.004 0.006 0.008 0.012 0.0140.01

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position velocity

(b)

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(a)


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0 0.002 0.004 0.006 0.008 0.012 0.0140.01

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position velocity

(b)

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(a)


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0 0.002 0.004 0.006 0.008 0.012 0.0140.01

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Time (s)

position velocity

(b)

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source requirement for conventionalEMVM systems is solved. Secondly, thedemagnetizing problem can be addressedby a specific construction prototype forhigh current exciting operations. The fluxis designed as an additional path when thecurrent is excited for releasing andcatching the valve.A novel current input pattern is advicedwhere the advantages of the PM and EMhybrid system are taken in account.Moreover, a preliminary PM dual channelparallel polarized EMVM system wasmanufactured and verified.

REFERENCESH. J. Ahn, Kwak S. Y., J. U. Chang, and D.

C. Han. A new EMV system using aPM/EM hybrid mechanism. InProceedings of the 2005 IEEEInternational Conference onMechatronics, pages 816–821, Taiwan,Taipei, 2005.

J. J. Cathey. Electric Machines: analysis anddesign applying matlab. McGraw-Hill,Boston, 2002.

R. E. Clark, Jewell G. W, S. J. Forrest, J.Rens, and C. Maerky. Design featuresfor enhancing the performance ofelectromagnetic valve actuation systems.IEEE Transactions on Magnetics,41(3):1163–1168, 2005.

VACUUMSCHMELZE GMBH. SoftMagnetic CobaltIron-Alloys.VACUUMSCHMELZE GMBH & CO.KG, Hanau, Germany, 2001.

C. Hartwig, O. Josef, and K. Gebauer.Dedicated intake mechanism forelectromagnetic valve trains. SAE, 2005.2005-01-0773.

K. Jinho and C. Junghwan. A newelectromagnetic linear mechanism forquick latching. IEEE Transactions onMagnetics, 43(4):1849–1852, 2007.

J. Kim and D. K. Lieu. Designs for a newquickresponse latching electromagneticvalve. In Proceedings of the 2005 IEEEInternational Conference on Electric

Machines and Drives, pages 1773–1779,San Antonio, TX, United States, 2005.

M. Lecrivain and M. Gabsi.Electomagnetic mechanism forcontrolling a valve of an internalcombustion engine and internalcombustion engine equipped with suchan mechanism. USPTO, 2007. US7.156.057B2.

S. H. Park, J. Lee, J. Yoo, D. Kim, and K.Park. Effects of design and operatingparameters on the static and dynamicperformance of an electromagnetic valvemechanism. Proceedings of theInstitution of Mechanical Engineers,Part D: Journal of AutomobileEngineering, 217:193–201, 2003.

J. Rens, R. E. Clark, and G. W. Jewell.Static performance of a polarizedpermanent-magnet reluctancemechanism for internal combustionengine valve actuation. IEEETransactions on Magnetics, 42(8):2063–2070, 2006.

Y. Wang and A. G. Stefanopoulou.Modeling of an electromechanical valvemechanism for a camless engine. InProceedings of the 5th internationalSymposium on Advanced VehicleControl,2000.


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Advancements of Extrusion Simulation in DEFORM-3DG.Ramanjulu ,K.Swapna

Faculty of mechanical engineeringdepartment , Golden Valley Integrated Campus , Angallu ,Chitoor district , AP.

E-mail: [email protected] ,

1 INTRODUCTIONIt has been broadly acknowledged that the finiteelement method (FEM) is an effective numerical devicefor the outline of expulsion procedures and kicks thebucket, which so far has predominantly depended onthe ability of exceptionally experienced creators andexorbitant plant tryouts. The expelled states of lightcombinations ordinarily have a perplexing geometryand thin profiles, which require vast billet zonediminishment. Sharp corners are additionally ordinaryin the bite the dust structure. These issues postureintense difficulties for numerical examination.To show the expulsion procedure with the FEM, threedetails can be utilized. The transient refreshedLagrangian (UL) detailing, where the FEM work isappended to the disfiguring billet, can catch thematerial stream in an extremely natural manner.Runtimes can be long, yet this technique can deliver afew outcomes that are troublesome or difficult to getfrom other reproduction strategies. Some accessibleoutcomes include: (1) the material part finished theextension and converging in the welding chamber foran empty extrudate, (2) the front end arrangement, (3)the twisting or curving of the whole extrudate and (4)the total load versus stroke conduct. Parallel processingcan accelerate UL reproductions. The relentless stateEulerian (SS) approach, in which the work is settled inspace, is quick yet can not give any transient data andthe warm mechanical stationarity may not beentrenched in actuality. The ALE (Arbitrary

LagrangianEulerian) approach falls somewhere close tothe next two techniques. It is productive for this class ofissues [1,2], since the incessant remeshing unavoidablein UL can be disposed of. Likewise, a portion ofthe weaknesses of the SS approach can likewise bedodged since the system is incremental in nature.

This paper talks about the current advances in thebusiness code DEFORM-3D for expulsiondemonstrating. Misshape 3D can display every one ofthe three of the above methodologies, yet lateendeavors have been centered around the change ofthe ALE detailing. This advancement is proposed to givea proficient numerical device to expulsion forms, and inaddition a committed layout for the readiness of theinfo information. To approve the code, a modern casewith an empty profile and a few welds was recreatedutilizing the three methodologies in DEFORM-3D, andthe outcomes are contrasted and the trials. The streampush testing and the expulsion try are likewiseportrayed.2 ALE FORMULATION AND PROCEDUREFor encourage dialogs of the over three distinct plans,and additionally the general system of the ALEapproach, please allude to our prior paper [2]. Thispaper abridges the ALE approachs for expulsion. Anexpulsion case used to exhibit the UL, ALE and SStechniques is then given. At long last, correlationsbetween the FEM expectations and the genuineprocedure are made to approve the methodologies andexhibit the ability of the framework.


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2.1 General depiction

The ALE depiction is an endeavor to consolidate thebenefits of both the Eulerian and Lagrangiandefinitions. It was first presented by Hirt et al. [3] andDonea et al. [4] in demonstrating the strong liquidcommunication. It was along these lines connected tostrong mechanics issues with extensive distortion [5].The general ALE strategy utilizes two work frameworks:the computational reference work framework (CRS), onwhich the limited component counts are performed,and the material reference work framework (MRS),which takes after the material as it distorts. Theconnection between the CRS and MRS in each of theLagrangian, Eulerian and ALE portrayals is appeared inFigure 1. Toward the start of another ALE step, the MRSwork is made to be the same as the CRS work. In aperiod increase, the hubs move together with thematerial for the Lagrangian detailing. For the Euleriandefinition, the hubs are settled in space. For the ALEstrategy, the new position of the CRS hubs can becomposed in light of the need of the reenactment.

In the DEFORM-3D ALE detailing, the two MRS and CRScomprise of hexahedral or tetrahedral components thatare moving in the expulsion heading. The developmentof the CRS contrasts in the three headings. The hubs aresettled in the expulsion heading, while they arerefreshed in a Lagrangian form in the plane opposite tothe expelling bearing. To execute this, the CRS issuperimposed with the MRS toward the start of thereproduction. The addition continues precisely as thatfor the unadulterated Lagrangian depiction utilizing theCRS through the finish of the arrangement stage. As thecomputational work twists and changes its geometry,new arranges and distortion state factors are gottenamid the recreation and afterward are exchanged tothe MRS toward the finish of every augmentation torefresh the MRS. The CRS stays unaltered at this stage.Since the underlying hubs and components of thecomputational work have a place with the materialwork, no addition of the state factors is required.

Rather, nodal and component esteems are basicallyenlisted to the material work.After MRS refreshing, it is important to refresh the CRSto acquire a work whose limit agrees with that of therefreshed MRS, however whose hubs hold theirposition along the expulsion course. For the most partthe CRS nodal refreshing is finished by projection ontothe MRS surface. In any case, because of discretization,the MRS surface isn't smooth when the ebb and flowisn't zero. Thus the hubs can't be proceeded onwardthe surfaces without wrecking the first state of thesurface. To manage this issue, a spline surface on theMRS work is produced. Figure 2 demonstrates a surfacework around a CRS hub before the refresh. The newposition of the CRS hub is anticipated onto this splinesurface.

The refreshed CRS and MRS are never againsuperimposed now. In any case, after the refreshed CRSis gotten from the refreshed MRS, the last can bedisposed of. The recreation of the following incrementaladvance uses the refreshed CRS and completions withanother refreshed MRS. With this ALE work plan andrefreshing plan, a steady contact definition between thebillet and the passes on is kept up.

2.2 State variable refresh

In the ALE method, it is important to refresh the statefactors when mapping them from the MRS to the CRS.Hypothetically, the convection of the state factors, say,the viable strain, depends on:

∂ εCRS =ε−(v − vCRS)⋅∇ε

(1)∂t

Difficulty arises when calculating the gradientterms of the elemental state variables, as they aredefined at the integration point(s) of each elementand are therefore only piecewise continuous. Twoapproaches can be found in the literature: the


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interpolation and convection methods. Theinterpolation method updates the nodalcoordinates as well as the state variables in theMRS, and then maps the state variables to the CRS[6]. The convection method solves Eq. (1) toupdate the state variables. The Godunov-typeupdate proposed by [7], belonging to the secondgroup, is used in this work. To obtain the effectivestrain of a particular element with respect to theCRS, a surface integration containing a flux isconsidered by:

∆εn L t NΓ c

(2)

Whereε

n+1 is the convected strain with respect tothe CRS. The variable Lε is the material strain and

Nr is the total number of the surfaces Γ betweenthis element, with volume V, and the contiguouselements, whose strain is denoted by thesuperscript c. Also required for the calculation is

fΓ= ∫Γ c⋅ndΓWherec= v − vCRS.

As pointed out in [7], the time step∆t

should notbe too large as to bring a particle to cross an entireelement at the speed of the convective velocity c.

Figure 3 shows some examples of ALE simulations.The profiles were designed to show the capabilityof predicting extrudate distortion.

1 AN INDUSTRIAL EXAMPLE

An industrial extrusion profile is shown in Figure 4.Since the profile has a plane of symmetry, only onehalf was used in thesimulation. The material wasAl 6061 with an initial billet temperature of 460°Cand a ram speed of 33.3 mm/sec. In the diedesign, there were three mandrels (for the halfmodel) attached to the die body with bridges toform the three holes. During extrusion, thealuminum flows over the bridges into the portholes, where it splits and then merges together inthe welding chamber. As a result, there are sevenwelding seams in the half extrudate.

The steady state simulation

A FEM work was made in light of the shape got fromthe pass on geometries. It was expected that thematerial totally topped off the pass on depressions andthe welds were shaped so the expelled area was anecessary one. Changing component sizes were utilizedas a part of various locales, with the finest componentscharacterized around the bite the dust openings (Figure5). Along these lines, the misshapening subtle elementswere caught all the more precisely and the calculationassets were used all the more viably.

When setting up the recreation, the stream stresseswere first contribution from a current material library.The rubbing factor at the interface between the billetand holder was set to 1, while 0.4 was utilized on thebite the dust surface and bearing channel. The SSrecreation was keep running until the point when themisshapening achieved a relentless state arrangement.Around then, nodal speeds and temperatures and basicstrains of the billet were acquired. The extrudatemutilation was additionally figured. Because of themassive profile shape and the fitting bearing plan, nohuge twisting was found in the outcomes. Theanticipated expulsion stack was 181.2 SI tons at thebillet length of 160 mm, which was lower than the trialcomes about. Upon examination, it was discovered that


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∆εn L t NΓ c

(2)

Whereε













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∆εn L t NΓ c

(2)

Whereε













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the stream push information was not exact. Streamstretch testing was performed, and the anticipated loadutilizing the new stream push information was 336 SItons.

3.2 The refreshed Lagrangian recreation

The refreshed Lagrangian recreation was keep runningfrom the earliest starting point of the expulsionprocedure, with the beginning workpiece being anundeformed 160 mm tall tube shaped billet. A similarmaterial and handling conditions depicted beneath forthe expulsion analyze were utilized as a part of thereenactment.

Figure 6 demonstrates the phases of the ULreenactment. Toward the begin of the procedure, thebillet was packed in the compartment and the five legswere expelled. The external legs were longer than theinward leg now. These five legs at that point enteredthe welding chamber where the four external streamsfocalized. Amid this procedure, the stream of theseexternal legs was obstructed and the internal leg waspermitted to unreservedly expel. Therefore, the focalleg wound up longer than the external four. The pressstack expanded generously as the welding chamberfilled, and the extrudate started to frame. The insideribs were the last component of the cross-segment toframe as the extrudate left amazing.

In a refreshed Lagrangian expulsion reenactment, theworkpiece work misshapes and expels through the kicksthe bucket. Because of the broad misshapening at thepass on corners, remeshing of the workpiece was atypical event. Self-contact of the combining streams inthe welding chamber likewise added to remeshing. Atthe point when the four external streams had basicallyconverged in the welding chamber, the self-reachingsurfaces between the streams were physicallyevacuated to accelerate the reproduction (Figure 8).

Figure 9(a) demonstrates the heap on the smash as anelement of slam stroke. The heap is generally steadytoward the begin of the procedure when the legs are

openly expelling. As the material gets to the weldingchamber, the heap increments fundamentally. Thisreproduction was race to the point appeared in Figure6(d). Now, the extrudate shape has nearly achieved itsrelentless state shape. Toward the finish of thereenactment, the heap has leveled off at ~285 SI tons.Figure 9(b) analyzes the trial and UL reenactedexpulsion loads. Given the test heaps of 220 SI tons(100 mm billet) and 350 SI tons (200 mm billet), thereproduced heap of 285 SI tons (160mm billet) is verysensible. It is noticed that billet lengths in the ULreenactment and trial are diverse since the genuinebillet length was not chosen at the season of doing thereproduction.

3.3 The incremental ALE reenactment

The ALE reenactment was keep running with a similarwork framework as utilized as a part of the SSreproduction. Figure 10 demonstrates the anticipatedshape in the wake of running 1000 stages. Similarly aswith the unfaltering state result, no noteworthybending was found in the anticipated extrudate shape.The anticipated successful strain is appeared in Figure11 and the anticipated temperature appropriation isappeared in Figure 12. A heap of 146 SI tons wasanticipated in the half model recreation. Figure 9(a)demonstrates that the relating full model heap of 292 SItons coordinates well with the heap anticipated towardthe finish of the UL recreation.

4 FLOW STRESS TEST AND EXTRUSIONEXPERIMENT

4.1 Flow anxiety test

A Gleeble-3500 was utilized to get exact stream pushbends for AL 6061. The examples had an OD of 8 mmand a length of 12 mm. Testing conditions are appearedin Table 1. The stream stretch bends got from the testswere elements of temperature, strain and strain rate.These bends were transported in into DEFORM-3D foruse in the reenactments.

4.2 Extrusion test


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An expulsion analyze was performed to contrast andthe reenacted comes about. A 350-ton forwardexpulsion press was utilized (Figure 13). Table 2demonstrates the trial conditions. Two introductorybillet lengths were utilized as a part of the investigation.

The greatest load for the 100 mm billet was 220 SI tons,while the maximum load for the 200mm billet was 350SI tons. The billet length specifically influences theerosion with the compartment divider. Regularly,shorter billets are favored in genuine applications so asto control the heap, temperature circulation, quality,and so forth.

Figures 14 and 15 are photographs of the extrudatetaken in the trial. The somewhat prospering shape isseen at the front end, and the welding lines are clear.The cross-area was very uniform when it achievedconsistent state expulsion.

5 COMPARISON AND DISCUSSION

Figure 9 demonstrates that the three recreationapproaches (SS, ALE and UL) indicate great concurrencewith each other concerning unfaltering state stackexpectation. Figure 10 affirms that the anticipated loadconnects well with the heaps got from the expulsiontests. This great relationship amongst's reenacted andtest loads demonstrates the significance of utilizingexact stream stretch info information.

The UL approach has been ended up being a substantialdevice in giving the point by point material stream datain expulsion, for example, the front-end arrangementand the weld crease advancement. At the front end ofthe reproduced extrudate, the focal leg is longer thanthe encompassing profile, which coordinates theperception in test. The blossoming state of theencompassing profile at the front-end can likewise befound in the reenactment comes about. With the self-contact methods, the converge of the material counter-streams can be displayed and the weld quality can befollowed, in spite of the fact that in this recreation theself-contact was expelled after some remeshing to

accelerate the reproduction. The ability to give thematerial stream subtle elements of this strategydemonstrates its potential in the investigation ofstream actuated expulsion deserts.

The ALE approach has been enhanced to all the moreprecisely catch the free surface disfigurement of theextrudate. Since no remeshing is required, plan changesto the bearing channel can be effectively reproduced tohelp limit extrudate contortion.

Regarding the recreation time, the SS reproduction tookunder two hours (utilizing a solitary center on AMDAthlon 64x2 double center), the ALE took ten hours(Xeon 5160 utilizing four out of the six centers) and theUL took 126 hours (Intel Core i7 920 utilizing fourcenters).

In this paper, the benefits of FEM method in preciselyforeseeing expulsion stacks and twisted extrudate havebeen exhibited and approved by a mechanical expulsioncase. Future exertion will incorporate more approvals,and further change in the territories of the ease of use,computational proficiency, and coupling of miniaturizedscale structure and warm mechanical models.

References:

[1] F. Belytschko, W.K. Liu and B. Moran,“Nonlinear Finite Elements for Continus andStructures”, 2000, John Wiley & Sons.[2] G. Li, W. Wu, P. Chigurupati, J. Fluhrer, andS. Andreoli, “Recent Advancement of ExtrusionSimulation in DEFORM-3D”, 2007, Latest Advancesin Extrusion Technology and Simulation inEurope, Bologna, Italy.[3] C. Hirt, A. Amsden, J. Cook, “An arbitraryLagrangian-Eulerian computing method for all flowspeeds,” 1974, Journal of Computational Physics,14/3:227-253.[4] J. Donea, P. Fasoli-Stella, S. Giuliana,“Lagrangian and Eulerian finite element techniques


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for transient fluid-structure interactionproblem,” 1977, Transactions of 4th InternationalConference on SMIR, 1-12.[5] R. Haber, “A mixed Eulerian-Lagrangiandisplacement model for large deformation analysisin solid mechanics,” 1984, ComputerMethods in Applied Mechanics and Engineering,43:277-292.[6] O.C. Zienkiewicz and J.Z. Zhu, “TheSuperconvergent Patch Recovery (SPR) andadaptive finite element”, 1992, ComputerMethods in Applied Mechanics and Engineering,101:207-224. [6] A. Rodriguez-Feran, F.M. Casadei,A. Huerta, “ALE stress update for transient andquasistatic processes”, 1998, InternationalJournal for Numerical Methods in Engineering,l.41:241-262.

Figure 1: Relationship between CRS

Figure 2: A CRS node projection on the MRS andMRS using different formulationssurface

Figure 3: ALE simulation examplesRow 1: T-shaped; Row 2: step-shaped

Figure 4: Industrial extrusion profile

Figure 5: FEM mesh used for the SS/ALEsimulations


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Figure 6: Stages of the UL extrusion simulation:(a) initial billet, (b) extrusion of legs, (c) material inwelding chamber, (d) final extrudate formation

Figure 7: Cross-section showingFigure 8: These self-contacting weld seamsweld seams in extrudate weremanually removed to speed up the simulation.

(a) (b)

Gleeble testing conditionsFigure 9: Load prediction: (a) comparison of three

DEFORM formulations, (b) comparison betweenDEFORM and experimental results.

Figure 10: Extrudate shape prediction (ALE)Figure 11: Effective strain prediction (ALE)

Table 2: Extrusion experimental conditions

Figure 12 : Temperature prediction (ALE )

(a) (b)(c) (d)


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Figure 13: 350-ton forward extrusion press

Figure 14: Front end of extrusionFigure 15: Surface of steady state extrusion

AL 6061Temperature (°C)

400 480 560

Strain rate

0.1 A B C

5 D E F

50 G H I

Billet size Diameter: 63.5mmLength: Billet A: 100 mm

Billet B: 200 mm

Temperatures Billet: 460°CDies: 430~440°CRam: 460°CContainer: 400°C

Ram speed 33.3 mm/sec


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400 480 560

Strain rate

0.1 A B C

5 D E F

50 G H I


Billet B: 200 mm




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400 480 560

Strain rate

0.1 A B C

5 D E F

50 G H I


Billet B: 200 mm




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OPTIMIZING THE BEST EFFICIENT BLEND FORALGAE OIL

V.NARESH1, S.PRABHAKAR2,K ANNAMALAI3, S.NAVEEN CHADRA4

Department of mechanical Engineering, bharath University, Chennai, India

ABS TRACT: The methyl esters of vegetable oils, known as biodiesel are becoming increasingly popular because of their lowenvironmental impact and potential as a green alternative fuel for diesel engine and they would require minimum modification ofexisting engine hardware. In this project esterified ALGAE oil is used as a Bio-diesel. A single cylinder stationary kirloskar engine isused to compare the performance and combustion characteristics between properties of methyl ester of ALGAE oil and its blend withdiesel from 0% to 100% by volume and in running a diesel engine with these fuels. In this project selection of suitable ALGAE oil blendand selection of optimized injection pressure for the blend is also done. From this project it is concluded that among all ALGAE anddiesel blends 20% of ALGAE and 80% of diesel blend with injection pressure 240 bar gives better performance nearing the diesel.

Keywords: Methyl ester, ALGAE , Injection pressure, Biodiesel.

INTRODUCTION

Vegetable oils are considered as good alternative todiesel fuel due to their properties which are much closer tothat of diesel [Jhon.B.Heywood 1988]. They have areasonably high cetane number. Vegetable oils have astructure similar to that of diesel fuel, but differ in the typeof linkage of the chains and have a higher molecular massand viscosity [K. Pramanik 2003]. The heating value isapproximately 90% of diesel fuel. A limitation on theutilization of vegetable oil is its cost. In the present marketthe price of vegetable oil is higher than that of diesel[A.M.Nagaraja 2005]. However, it is anticipated that infuture the cost of vegetable oil will get reduced as a result ofdevelopments in agricultural methods and oil extractiontechniques [Deepak Agarwal 2008].

In India, forests and plants based non-edible oilsare considered as the main sources for bio diesel production.Non – edible oils can be obtained plant species such asJatropha, Karanja, Rubber, Mahua and Neem [B.K. Barnwal2005]. However, it is not possible for us to get ALGAE oilthat much easily as that of other oils. Hence, in the presentwork, ALGAE oil based bio-diesel is being considered as analternate fuel for Diesel engines.

MATERIALS AND METHODS

The engine used for the investigation is kirloskar SV1,single cylinder, four stroke, constant speed, vertical, watercooled, high speed compression ignition diesel engine. The

kirloskar Engine is mounted on the ground. The test enginewas directly coupled to an eddy current dynamometer withsuitable switching and control facility for loading theengine. The engine was operated initially on diesel for warmup and then with ALGAE oil blends. The experiment aimsat determining appropriate proportions of biodiesel anddiesel for which higher efficiency was obtainable.

Hence experiments were conducted for differentproportions of biodiesel mixed with diesel. The blends werein the ratio 20%, 40%, 60%, 80%, and 100% with diesel.First these blends were tested at normal injection pressure200 bar at constant injection timing 27° BTDC and with aconstant compression ratio 17.5.Then for the best efficiencyblend, the test were conducted at three different injectionpressures 180 bar, 220 bar ,240 bar and 260 bar and aboveprocedure was followed. Injector nozzle pressure ischanged with the help of Fuel Injector pressure calibrator.

RESULTS AND DISCUSSIONS

Brake thermal efficiency:


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Fig. 1 Percentage of ALGAE oil with diesel

At normal injection pressure of 200 bar the brakethermal efficiency for neat diesel at full load is 28.75%,where as it was 24.08% ,23.56% ,22.45% ,21.923% ,21.07% for N20, N40, N60, N80 and N100 as shown in Fig1.The best thermal efficiency was obtained for N20 blendand was 4.67% less than that of diesel for full load. Fromthe Fig. 2 it was observed that brake thermal efficiency forthe different injection pressures for best efficiencyblend(N20) at 180 bar was 20.09%, 220 bar was 25.62% ,240 bar was 27.13% and 260 bar was 26.37%.Theefficiency of N20 at 240 bar was found to be 3.05% higherthan the efficiency of N20 at 200 bar.

Fig.2 variation of BTE with BP for different injectionpressures for best efficiency blend

This is because at this injection pressure, thesprayed fuel completely diffuses with air in the combustionchamber which improves the complete burning possibility.Thus a better performance is observed. For 260 bar thebrake thermal efficiency is 0.8% less than the efficiency ofinjection pressure at 240 bar. This is because at thispressure, the intensity of the spray is so high so that thespray cone angle is too small for proper diffusion. Hence the

performance seems to be slightly low. For 180 bar the brakethermal efficiency is 7.04% less than the efficiency ofinjection pressure at 240 bar. This is because at thisinjection pressure, the velocity of the spray is slightly lowerto diffuse properly with air.

Peak pressure rise:

Comparison of the peak pressure rise for thedifferent injection pressures for best efficiency blend (N20)is shown in Fig no.3. Peak pressure for pure diesel at 200bar is 77 bar. Peak pressure of N20 for 260 bar is 73.2 bar,240 bar is 75.3 bar, 220 bar is 69.5, 200 bar is 66 bar and180 is 60.2 bar. This is because complete usage of the fuel isobserved at 240 bar which results in increase in the pressureas a result of proper combustion. At 260 bar, due tocomparatively poorer burning of fuel because of smallerspray angle, the combustion pressure is slightly lower. At220 bar, 200 bar, and 180 bar, due to improper burning, thepressure is observed to be very low during the combustion.

Fig. 3 variation of peak pressure with crank angle fordifferent injection pressures for best efficiency blend.

Cumulative heat release rate:

Comparison of the cumulative heat release rate forthe different injection pressures for the best efficiency blend(N20) is shown in Fig. 4. Cumulative heat release rate forpure diesel is 329.04 J/deg CA at 200 bar. Cumulative heatrelease rate of N20 for 260 bar is 335 J/deg CA, 240 bar is331.56 J/deg CA, 220 bar is 345.63 J/deg CA, 200 bar is349.048 J/deg CA, and 180 bar is 371.2 J/deg CA. This isbecause at 240 bar due to proper combustion, the amount ofheat released is lower as the heat is utilized to producebetter efficiency resulting in lower cumulative heat releaserate. At 260 bar the cumulative heat release rate is higherdue to poorer spray characteristics. At 180 bar, 200 bar and


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220 bar, because of poor diffusion, the combustionefficiency drops which indicates the higher cumulative heatrelease.

Fig. 4 Variation of Cumulative heat release rate with crankangle for different injection pressure for best efficiencyblend

CONCLUSION

From the above results and discussions, the followingimportant points are observed and the effect of injectionPressure are listed,

For ALGAE oil, fuel injection at 240 bar results inapproximately 3.05% rise in BTE when comparedto 200 bar where as there is a fall of just 1.37 %when compared to diesel at 200 bar.

For ALGAE oil at 240 bar, Pressure rise is found tobe higher by 12.3% when compared to 200 bar andlower by 2.2% when compared to diesel at 200 bar.

For ALGAE oil at 240 bar, Cumulative heat releaserate is found to be lower by 5% when compared to200 bar and higher by 0.76 % when compared todiesel at 200 bar.

REFERENCES

1. Jhon.B.Heywood, “Internal Combustion EngineFundamentals”, 1988, McGraw –Hill, InternationalEditions, Automotive Technology Series.

2. K. Pramanik, (2003) ‘Properties and Use ofJatropha Curcas oil and Diesel fuel blends in CIEngine’, Journal of Renewable Energy, Vol 28/2,pp.119-128.

3. V.Ganesan,“Internal Combustion Engines”,2009,Tata McGraw –Hill Publishing CompanyLimited.

4. Radu Rosca, Edward Rakosi and GheorgheManolache, “Fuel and Injection Characteristics fora Biodiesel Type Fuel from Waste Cooking Oil”,SAE International-2005- 01-3674.

5. A.M.Nagaraja and G.P.Prabhukumar,“Characterization and Optimization of Rice BranOil Methyl Ester for CI Engines at differentInjection Pressures”, SAE International- 2004-28-0048.

6. Sukumar Puhan, R. Jegan, K. Balasubbramanian,G. Nagarajan, “Effect of Injection Pressure onPerformance, Emission and CombustionCharacteristics of high Linolenic Linseed OilMethyl Ester in a DI Diesel Engine”, RenewableEnergy xxx (2008) ,pp. 1–7.

7. Cenk Sayin , Murat Ilhan , Mustafa Canakci ,Metin Gumus, “Effect of Injection Timing on theExhaust Emissions of a Diesel Engine usingDiesel–Methanol Blends”, Renewable Energy xxx(2008) pp.1–9.

8. Deepak Agarwal, Lokesh Kumar, Avinash KumarAgarwal (2008) ‘Performance Evaluation of aVegetable oil fuelled CI Engine’, RenewableEnergy, Volume 33, Issue 6, June 2008, pp. 1147-1156.

9. B.K. Barnwal, M.P. Sharma (2005) ‘Prospects ofbiodiesel production from vegetable oils India’,Renewable and sustainable energy reviews 2005,vol. 9, issue 4, pp. 363-378.


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Experimental Investigation on CI Engineby Varying Pistons with Jatropha Biodiesel

and Al2o3 Nano Fluid

P. JAYA PRAKASH1 Dr. C. SREEDHAR2

1Assistant Professor, Dept. of Mech. Engg, Siddhartha Institute of Engineering & Technology, Puttur, AP, India2Professor, Dept. of Mech. Engg, Siddhartha Institute of Engineering & Technology, Puttur, AP, India

(Corresponding author: E-Mail: [email protected])

Abstract:The CI engines fuelled with diesel plays avery vital role in Industrialization and transportationsectors. However, the depletion of petroleum productsis increasing day to day. Due to high emissions fromthe petroleum products there is a strict regulationslay down by the government to the enginemanufactures to save the environment from thepollution. Hence the researchers are in the processesof identifying a suitable alternate fuel i.e. biofuelssuch as Jatropha oil, Pongamia oil, Rice bane oil,Corn oil, Neem oil etc. Among all jatropha isconsidered to be the best replacement because theseplants can grow in any environmental conditions andthe properties are also nearer to diesel. With minorchanges in the diesel engine, Jatropha biodiesel canbe used in the existing diesel engine. But one of themajor drawbacks of Jatropha biodiesel are its flowcharacteristics and the viscosity of the fuel. In thepresent work to overcome this, nano additive(Aluminum oxide) is added to the biodiesel whichenhances the properties of the fuel. Further theperformance and emissions of diesel engine isinvestigated with biodiesel 20% by volume (B20) byusing the nano additive 50 ppm, 100 ppm and 150ppm. Among all B20 biodiesel with 100 ppm nanoadditive showed better performance to diesel. Furtherthe performance of the engine depends on theformation of homogeneous mixture and turbulenceinside the combustion chamber. Hence in the currentwork six number of Rhombus grooves are created onthe piston crown to enhance turbulence in thechamber. Additionally the performance of the engineis also investigated with grooved piston. The groovedpiston showed the better performance compare tonormal piston.

Key words: Aluminum oxide, EmissionsCharacteristics, Grooved piston, Jatropha Biodiesel,Nano additives, Normal piston, Performance.

INTRODUCTION

Diesel engines have been used as a work horse forthe industry from long period. Due to their high

torque output, durability, exceptional fuel economyand ability to provide power under a wide range ofconditions. The consumption and demand ofpetroleum products are increasing day to day with

increase of vehicles and urbanization which resultshigher emissions. So to decrease the consumptionand emissions of petroleum products we arereplacing the petroleum products with thealternative fuels. The alternative fuels arerenewable and eco-friendly. Current world energysituation is heavily focusing on alternative fuels.Due to lower heating value of alternative fuelsadding metal and metal oxide Nano particles to biofuel will improve the engine performance as wellas reduce the harmful gases from engine exhaust.Many researches had tried on Jatropha as areplacement for diesel and confirmed that withminor changes in engine, the efficiency of dieselengine can be improved marginally. But due to thehigher viscosity of Jatropha, the flow capacity ofJatropha is less which is the major drawback forincreasing the efficiency of engine. To overcomethis flow problem, in the present work it is plannedto work with blending process. It is also reportedthat adding aluminum oxide Nano particles toJatropha bio diesel could enhance the ignitionproperties of biodiesel due to the heat buildup within the fuel of reactive nature of aluminum OxideNanoparticles. Size of Nano particles may alsoaffect the parameters like combustion process,ignition delay and burning rates of fuel.

LITRATURE REVIEW

Considerable amount of research work has beendone on various types of nano additives in dieselengines with biodiesels. Some of them arepresented below.

Ali Keskin.et., [1] Investigated the effect of Mg


31 ISBN 978-93-86770-41-7

and Mo based fuel additives on diesel engineperformance fuelled with tall oil biodiesel. A singlecylinder DI diesel engine is used for theirinvestigation and found that the engineperformance values do not change significantly inMg and Mo based fuel blends compare with tall oilbiodiesel. But the engine emissions like HC, COand NOx are reduced significantly in Mg and Mobased fuel blends compare with tall oil biodiesel.

Further the effect of IRGANOR NPA as a fueladditive with POME biodiesels was investigated byM.Shahabuddin.et.[2] and concluded that theengine shows a better performance with blend ofnano additive compared to diesel, due to the bettercombustion in the combustion chamber. And alsothe CO emissions are reduced by 0.14% compare todiesel. Experimental investigations on DI dieselengine with diethyl ether and ethanol as a nanoadditives with Neem oil biodiesel in various massfractions of biodiesel blends was performed byS.Sivalakshmi.et., [3] and concluded that theengine performance values increases significantlyin diethyl ether and ethanol blends compare withNeem oil methyl ester biodiesel and also the brakespecific energy consumption is low in both fuelnano additives.

PRODUCTION OF JATROPHA OIL

The Jatropha plant has grown vital in anyenvironmental conditions. The flow diagram forpreparation of Jatropha oil is shown in below figure

Figure1. Flow chart for production of Jatrophaoil

EXPERIMENTAL WORK

For the present experimental work a constantspeed, single cylinder, four stroke, vertical, watercooled, high speed diesel engine equippedwithAVL flue gas analyzer system and smokemeter is used. Using Aluminum oxide nanoparticleadditive withJatropha biodiesel blends as a fueltheperformance and emission characteristics wereobtained forvarious loads at constant speed of 1520rpm at a constantinjection timing of 23.4° bTDC(before Top Dead Centre).The engine has a beltbrake dynamometer tomeasure its output. Aconstant load test is conducted and the results were

recorded under steady stateconditions. Theexperimental setup used in experiment is shown infigure below.

Figure2. Experimental Setup

The specifications of the engine and properties offuel is mentioned in the following tables.

Table1. Technical Specifications of the Engine

Make KirloskarType 4-stroke,1-cylinder diesel

engine (water cooled)Rated power output 5HP,1500 RPMBore & Stroke 80mm x 110mmCompression Ratio 16.5:1Dynamometer Belt brakeEmissions AVL Gas analyzer

Table2. Properties of Diesel and Jatropha biodiesel

S.No Properties B20 Jatropha Diesel

1Density(Kg/m3)

856 880 850

2Viscosity(mm2/s)

3.0 4.8 2.6

3 Flash Point(ºC)

73.4 127 60

4Fire Point(ºC)

77.4 131 64

5CalorificValue(MJ/Kg)

41.5 39.2 43

Table 3 Properties of Al2O3 nano additive

S.No. Properties Aluminum oxide

1 Density (Kg/m3) 3900

2 Molecular Weight(g/mole)

101.96

3 Appearance White solid4 Flash Point (ºC) 1500

The experiments were conducted fordifferent loadsat constant injection pressure. The performance andemission parameters of B20 (80% diesel+20%Jatropha biodiesel ) blended with the nano particlesin the mass fraction of 50 ppm, 100 ppm and 150ppm are compared with other blends. The Jatropha


32 ISBN 978-93-86770-41-7

oil is blended with diesel in a Magnetic stirrer withblending proportion of B20.The magnetic sterlingprocess is carried out with constant speed

Figure3. Magnetic stirrer

The mixing of Aluminum oxide nano particle withJatropha biodiesel was blended in anultrasonicatorto a frequency of 40 kHz and 120Wfor 60 minutes. The ultrasonicator technique is anact of applying ultrasound energy to agitateparticles in a sample. The same procedure isapplied for blend of biodiesel with mass fractionsof 50 ppm,100 ppm and 150 ppm of nanoparticles

Figure4. Ultrasonicator for blending

REPLACEMENT OF PISTON IN THEENGINE

The in-cylinder air motion in internal combustionengines is one of the most important factorscontrolling the combustion process. It governs thefuel-air mixing and burning rates in diesel engines.In the present work the experimental investigationof air turbulence in the cylinder upon theperformance and emission of a single cylinderdiesel direct injection is presented. Thisintensification of the turbulence is done by cuttingsix Rambus grooves on the crown of the piston(RGP6) and the same is compared with normalpiston. Experiments are carried out on a dieselengine using normal and grooved pistons in a fourstroke single cylinder water cooled and constantspeed engine. Performance parameters such asbrake power, specific fuel consumption andThermal efficiency are calculated based onexperimental analysis of the engine. To obtain abetter combustion with lesser emissions in direct—injection diesel engines, it is necessary to achieve a

good spatial distribution of the injected fuelthroughout the entire space .This requires matchingof the fuel sprays with combustion chambergeometry. In other words, the combustion chamber

geometry, fuel injection and gas flows are the mostcrucial factors for attaining a better combustion. InDI diesel engines, turbulence can increase the rateof fuel-air mixing, reducing the combustionduration for re-entrant chambers at retardedinjection timings. Turbulence with compressioninduced squish flow increases turbulence levels inthe combustion bowl, promoting mixing. Since theflow in the combustion chamber develops frominteraction of the intake flow with the in-cylindergeometry, the goal of this work is to characterizethe role of combustion chamber geometry on in-cylinder flow, thus the fuel-air mixing, combustionand pollutant formation processes.

RHOMBUS GROOVED PISTON (RGP6):

In order to enhance the air turbulence inside thecylinder, six rhombus shaped grooves are made onthe piston. The selected dimensions for therhombus groove cutting are given below

Length of the diagonal 1 =10mm

Length of the diagonal 2 =5mm

Depth of the groove =2mm

Number of grooves to be made =6 No’s

Angle between consecutive grooves =600

Figure 5.Top view of the Rhombus Grove Piston Crown

RESULTS AND DISCUSSIONS

The following results are obtained after testing theB20+100ppm blend of biodiesel at rated load byreplacing the normal (Aluminum) piston with thegrooved (Aluminum+ R6) piston in the engine.Based on the previous experiments it is concludedthat B20+100ppm blend of biodiesel has betterperformance with the normal piston compare toother blends of biodiesel.

Brake Thermal Efficiency


33 ISBN 978-93-86770-41-7

The Brake thermal efficiency in grooved piston isincreased by 5.36% and 6.14% compare to normalpiston and the diesel (RGP6 piston) respectively

Figure 6. Variation of Brake thermal efficiency with B.P

In grooved piston the turbulence characteristics are As more oxygen content is available with theimproved due to presence of grooves in pistoncrown and further it enhance the combustion with

biodiesel, the HC emissions are decreased by17.85%in grooved piston compare to normal piston

homogeneous mixture formation and oxygen and it is decreased by 14.81% compare to dieselcontent in biodiesel compare to the normal piston.

Specific Fuel Consumption

Figure7. Variation of Specific fuel consumption with B.P

The Specific fuel consumption is decreased by6.19%in grooved piston compare to normal piston

(RGP6 piston).

CO Emissions

Figure9. Variation of CO Emissions with B.P

The formation of CO emissions is due to theincomplete combustion and lack of sufficient

and it is decreased by 4.37% compare to diesel oxygen content with the fuel. With the higher(RGP6 piston). In grooved piston due to complete inherent oxygen content in the biodiesel, the carboncombustion the brake thermal efficiency is monoxide emissions formed will be oxidized andmaximum. Hence complete fuel in the combustionchamber takes part in the combustion and so the

converts into carbon dioxide gas. Hence the COemissions are decreased by 10.7%with grooved

specific fuel consumption is decreased. piston compare to normal piston and it is decreasedAdditionally with the grooved piston the weight of by 19% compare to diesel (RGP6 piston). Inthe piston is decreased which further reduces the grooved piston the air fuel ratio is equal to theSFC.

HC Emissions

stoichiometry air fuel ratio and also due to presenceof grooves on piston crown the air get turbulentthroughout the combustion chamber, the completecombustion takes place in the combustion chamber.

The formation of HC emissions is due to the wallquenching, improper mixing and incompletecombustion. With the turbulence in the combustion

chamber homogeneousmixture forms whichleads

So the CO emissionsare normal piston.


34 ISBN 978-93-86770-41-7

decreased compare tofor the complete combustion temperatures inthe chamber.

and higher

NOx EmissionsREFERENCES-

[1] Suthar Dinesh Kumar.L, RathodPravin.P, Prof .PatelNikul. K. “Performance And Emission by effect Of FuelAdditives for CI Engine fuelled with blend Of biodieseland Diesel”, JERS Paper Vol.Ш ,2012/01-04.

[2] SyedAalam,C.G.Saravanan,M.Kannan ExperimentalInvestigations on a CRDI System Assisted Diesel enginefuelled With Aluminium Oxide Nano Particles blendedBiodiesel”, AEJ Paper, April 2015.

[3] C.SyedAalam,C.G.Saravanan,B.Premanand “Influence OfIron (П,Ш) Oxide Nano Particles Fuel Additive on

Figure10. Variation of NOx Emissions with B.P

At lower temperatures nitrogen acts as an inert gasand will be active at higher temperatures. With the

Exhaust emissions and Combustion Characteristics ofCRDI System Assited Diesel engine”,IJAERS,Vol-2,March 2015.

[4] S.Manibharathi, B. Annadurai, R. Chandraprakash,“Experimental Investigation of CI Engine Performance byNano Additive in Biofuel”, IJSETR, Vol-3,Dec-2014.

grooved piston, there is good turbulence and

homogeneous mixture formation in the combustionchamber. Hence the heat produced is more andwith the higher oxygen content the NOx emissions

are increased by 2.13%in grooved piston compareto normal piston and it is increased by 4.3%

[5] MohanRao,D.Krishnaiah,”Experimental Investigation onthe effect of Zno Nano Particles with Palmolion StearinWax Bio Diesel blend on DI Diesel engine”, IJSART, Vol-1,10-October 2015.

[6] B.Sachuthananthan,K.Jeyachandran,”Combustion

compare to diesel (RGP6 piston). Performance and Emission Characteristics of Water-

CONCLUSION

The performance and emission characteristics ofdiesel engine by replacing the normal piston withgrooved piston is investigated with various blendsof biodiesel as shown in graphs above. Thegrooved piston shows better performance compareto normal piston. The conclusions are as follows.

1. With the complete combustion in the chambercompare to normal piston, the Brake thermal

Biodiesel Emulsion as fuel with DEE as Ignition improverin a DI Diesel Engine”,JERD,Vol-2, Dec-2007.

[7] S.Manibharathi,R.Chandraprakash,B.Annadurai,R.Titus“ExperimentalInvestigation of CI Engine Performance andEmission Characteristics by effect of Nano Additives inPongamaiaPinaata Biodiesel”, IJSRD, Vol-3. 2015.

[8] S.Karthikeyan.,A.Elango,A.Prathima, “Performance andEmission study on Zinc Oxide Nano Particles Additionwith Pamolion Stearin Wax Biodiesel of CI Engine”, JSIR,Vol-73, March 2014.

[9] SrinivasRao, R.B. Anand, “Techniques to Improve thePerformance while reducing the Pollutants Level in the

efficiency of grooved piston is increased by Exhaust Gases of Compression Ignition Engines – A

5.36% and 6.14% compare to diesel (RGP6piston)

2. The Specific fuel consumption is decreased by

Review”, APRN Journal Of Engineering and AppliedSciences,Vol-9,No.5,May 2014.

6.19% and 4.37%compare to normal pistonand diesel (RGP6 piston) respectively.

3. The HC emissions are decreased by17.85%compare to normal piston and it is


35 ISBN 978-93-86770-41-7

EXPERIMENTAL INVESTIGATION ONPERFORMANCE, EMISSION AND

COMBUSTION CHARACTERISTICS OFALGAE BIODIESEL IN A DI DIESEL ENGINE

V.NARESH1, S.PRABHAKAR2,K ANNAMALAI3, P.NAVEENCHANDRAN4

Department of mechanical Engineering, Bharath University, Chennai, India

ABSTRACT

The study titled “Performance and Emission Studieson a 4 stroke Diesel ngine Using Methyl Ester of ALGAE Oilwith EGR” involves the study of performance and emissioncharacteristics of Blends of Methyl Esters of ALGAE oil byvarying the EGR control value (5 to 20%) using directinjection diesel engine. From the preceding studies on similartitle it’s established that the release of NOX is higher inALGAE based biodiesel. The focus of this study is to reducethe NOX emission by using the cooled EGR.

INTRODUCTION

With increasing population on this earth there is anunprecedented demand for energy especially petroleumbased energy. The energy consumption forecast byinternational energy outlook is estimated to significantlyrise from 83 million barrels/ day in 2004 to 97 millionbarrels/ day in 2015 and just over 118 million barrels/day in2025. Almost half of the world’s total resources would bedepleted by 2025 if this forecast comes true.

Yet another serious global issue is climate changedue to global warming. Kyoto protocol effective sinceFebruary, 2005 is to curb the emission of greenhouse gases.Presently more than 160 countries have signed aiming toreduce the greenhouse gas emission by a collective averageof 5% below 1990 level of respective countries. As perIntergovernmental Panel on Climate Change (IPCC) globalwarming would cause the global surface temperatures to rise1.10 C to 6.40 C between 1990 and 2100 Thet et al(1).

So, renewable energy is the need of the hour toaddress both energy and environmental problems. Analternative for diesel fuel is biodiesel which is bothrenewable and environmental friendly produced through theprocess of transesterification. In this process vegetable oilsand animal fats react with alcohol in the presence of a

catalyst. The fatty acid alkyl esters produced through thereaction is called as biodiesel.

In contrast to the diesel, biodiesel possess higherviscosity, density, pour point, flash point and cetanenumber. Moreover, on a mass basis the energy content ofbiodiesel is about 12% less than that of diesel fuel.

Another advantage of biodiesel is it significantlyreduces exhaust emissions. Reports reveal that biodiesel ofhundred percent purity releases lower tail pipe exhaustemissions compared to the diesel fuel. And biodiesel isconsidered to be sulfur - free fuel with 99% less SOx releaseas compared to diesel. Though higher oxides of nitrogen(NOx) are released with biodiesel which is of hundredpercent purity.

TRANSESTERIFICATION PROCESS

It is a chemical reaction generally used in theproduction of biodiesel. Here fatty acid alkyl ester is formedwhen fatty acid in vegetable oil reacts with an alcohol suchas methanol in the presence of a catalyst.

POLLUTION CONTROL TECHNIQUES

Air injection, exhaust gas recirculation andcatalytic converters are few important techniques used forpollution control. Senthil et al (3).

Exhaust gas recirculation techniques

The cooled EGR is used in this project since it cancurb the NOx emission. In this technique, the levels ofrecirculation vary from 5 to 20% EGR check value. EGRlimit is controlled with check value having gradient scalearound the tuning of value. The varied levels facilitates in


36 ISBN 978-93-86770-41-7

finding the corresponding emission level. Then optimizedvalues are considered for use as finer ALGAE basedbiodiesel.

In the traditional practice the EGR used are ofhotter type. This is the reason why the NOx emission ishigher. In order to overcome this problem cooled EGR isused which reduces the NOx emission by reducing theexhaust gas temperature. EGR is cooled by using water. Thecombustion temperature is lowered by reducing theconcentration of oxygen.

External and internal are the two types of EGRsystem.

External EGR:

In external EGR system, external piping is used forthe circulation of gases from the exhaust manifold to theintake port. This enables recirculation of the exhaust gas tothrough piping by opening a normally closed EGR controlvalue in the piping during the intake stroke.

In order to match operating conditions the EGRvalue can be turned off. NOx emission can be significantlyreduced through this technology. External piping, by passlines and related cooling mechanisms are some of theadditional parts necessary for efficiently operating manyexternal EGR systems. The corrosion of system componentscan also be exacerbated through the combustion of exhaustgas and moisture in the external piping causing problems ofreliability.

EXPERIMENTAL APPARATUS AND PROCEDURES

In the experiment the test engine consists of asingle cylinder direct injection Kirloskar diesel engine. It isnaturally aspirated water – cooled four stroke diesel engineas shown in figure.

One of the commonly used engines in agricultural,pump sets, farm machinery and medium scale commercialpurposes is Kirloskar engine. The construction of theengine is so rugged that it can endure higher pressuresduring tests. Further, it is very feasible for modifications onthe cylinder head and piston crown. This study used a singlecylinder, water cooled, four stroke direct injectioncompression ignition engine with a displacement volume of661 cc, compression ratio of 17.5:1, developing 5.9 kW at1800 rpm. And at constant rated speed of 1800 rpm thevariable load tests were conducted for no load, 1.5, 3.01,4.52 and 5.9 kW power output. The fuel injection pressure

was 200 bars and at 600C cooling water exit temperature.Murugesan et al (2).

The manufacturer recommended injection timingat 270 BTDC (spill). The push rods help in operatingoverhead valves of the open combustion chamber. Cylinderpressure was measured with piezoelectric pressuretransducer mounted on the cylinder head surface.

Fig 1. Schematic diagram of experimental set–up

Fig.2 Needle Lifter Fig.3 Valve Timing

Sensor Installation of Test Engine

Position

Fig.4 Injection Nozzle Fig.5 Pressure

of Test Engine transducer

The evaluation of the performance features is withregards to brake thermal efficiency, features of emission


37 ISBN 978-93-86770-41-7

with regards to smoke, HC, CO, CO2,NOX and features ofcombustion with regards to pressure traces, maximumpressure, heat release, cumulative heat release, combustionduration and delay period. The evaluation all these abovethree are then compared with the results of baseline dieselengine.

Electric Dynamometer

A high speed type electric dynamometer witheddy-current electro brake is used in this study.

Load and Speed Measurements

At a persistent speed of 1800 rpm the engine wasrun. Load cell reading provided the load of the engine andits speed was checked by utilizing sensor together withdigital speed indicator.

Fuel consumption Measurement Devices

Diesel tank placed in the panel board supplied thefuel for the engine. The panel board had the burette so thatthe fuel to the engine will flow from the burette wheneverthe fuel cock was closed. Time taken for 10cc of fuelconsumption was noted for the fuel flow rates.

Temperature Measurement

Using the chrome alumel (K – Type)thermocouples the temperature of the cooling water inlet,outlet and exhaust gas was calculated.

Combustion Characteristics Measurement Devices

Combustion characteristics were examined bydetecting the crank angle, measurement of the fuel injectionand combustion pressure. Detection of the lift amount of aneedle valve of the fuel injection nozzle gave the Fuelinjection timings. A needle lift sensor was placed in the fuelinjector nozzle in order to detect the lift amount of needlevalve. A digital scope recorder recorded the output signal ofthe needle lift sensor. The fuel ignition timing wasestimated based on the wave determined by the crank angleor driving condition of the engine. The position of needlelift sensor used in this study is shown in fig 2.

In order to obtain in each instance the existinginformation in the combustion chamber of the engine it isessential to measure the pressure and find the combustionchamber pressure. For the purpose of monitoring thecombustion, information concerning the existing pressure inthe combustion chamber in each instance is essential. This

information will help in detecting the start and end timing ofthe combustion and ignition timing. So a piezo electricpressure transducer was placed in the upper side to ascertainthe combustion chamber pressure of the test engine. Thepressure detection component called the piezo-electriccrystal consists of self-temperature – compensating gagedeveloped by superior micro technology. Duringtemperature changes and zero-point variations, there areleast fluctuations in sensitivity facilitating its use over abroad temperature range. The tracing of the smallestmechanical variations occurred response to combustionpressure helps in accomplishing actual combustion pressure.And using an amplifier the signals detected by the pressuretransducer were sent to digital scope recorder. Fig 5describes the engine pressure transducer.

As discussed earlier, detection of the crank angle iskey to investigate the combustion characteristics of theengine. The crankshaft rotational direction is the key toaccurately establish the fuel injection and ignition timing. Inthis study, crank angle detector assembly fitted on the crankshaft of the test engine was utilized to identify the crankangle of the test engine. The output signal from crank angledetector assembly was sent to digital scope recorder.

A digital scope recorder was used in this study inorder to record and save the data of two types namely HDRand WVF. At every crank angles, the data of injector needlelift, compression pressure and crank angle were sampledand average on 50 cycles were recorded.

Exhaust Gas Emission Measurements Devices

In this study, measurement of hydrocarbon (HC),carbon monoxide (CO), nitrogen oxides (NOX) and smokeemissions from the exhaust gas sampled from exhaust pipeof the test engine were done.

CRYPTON 290 SERIES EMISSION ANALYSERwas used to measure the emissions from the test engine. Achemical sensor which is a catalyst fitted next to the oxygensensor is used for measuring NOX. Sample exhaust gasestaken from exhaust pipe of the test engine were passedthrough a filter and then entered to the NOX analyzer. Thesmoke emission from the test engine was measured by usingan opacity (AVL make) type smoke meter.

Experimental Procedures

All the conditions such as fuel tank, oil level andcoolant of the test engine were checked before commencingthe experiments. And until stability was accomplished the


38 ISBN 978-93-86770-41-7

test engine was started and allowed to run. Gradually theengine load was increased to maximum recommended loadad simultaneously by following the makers’ instructionmanuals the dynamometer, all analyzers and meters formeasurements were switched on and required planning andsettings for measurements were executed. The steady stateengine test experiment commenced only after the test enginereached its stability and all the process for measurementswere completed. 0%, 25%, 50%, 75% and 100% were thefive different levels of application of loads with enginespeeds fixed at 1800 rpm. At each load level data wasrecorded for the measurements of consumption of fuel,intake air and its temperature, exhaust gas and enginecoolant temperature, crank angle and all emissions. For bothbiodiesel and diesel fuels experiments similar conditions,methods and procedures were applied. Experimental dataestimation and the examination were conducted after theengine experiments for all kinds of fuels were completed.The methods are explained in detail.

RESULTS AND DISCUSSION

Brake Thermal Efficiency:

As shown in Fig 6 to 8 the Brake ThermalEfficiency of engine decreased with increase in the amountof biodiesel blends. And rate of efficiency increases as EGRrate is increased and further than 15% EGR level there isdrastic reduction in the BTE.

SPECIFIC ENERGY CONSUMPTION:

SEC is used to compare the performance of suchengines.

SEC (in kJ/ kWh) = Calorific value of the fuel * Specificfuel consumption

The disparity of specific energy consumption withvaried EGR rate along with different fuels that are blendedis depicted in graph (Fig 9 to Fig12). We see that based onthe calorific value the specific energy consumption of fuelsincreases with increase in the amount of blended fuels.

EMISSION CHARACTERISTICS OF THE ENGINE

Carbon monoxide (CO)


39 ISBN 978-93-86770-41-7

Variation in CO with various EGR levels is shownin the graph (Fig 13 to Fig16). When compared to dieselemission, the release of CO from bio-diesel was lower.With increase in EGR rate the CO levels increased. Whenoperating under the deficiency of oxygen there is higherCO values for diesel under higher EGR. Whereasdeficiency of oxygen is partly compensated with thesurplus oxygen for bio-diesel under EGR. The reason forhigher CO emissions can also be due to the disintegrationof CO2 to CO when loads reach its climax. During this timethe combustion temperatures becomes high andcomparatively fuel rich operation exists.

UNBURNED HYDROCARBONS (HC)

The graph (Fig 17 to Fig20) shows variation of HCemission with EGR rate. Even as EGR level was increasedfor bio-diesel there was no drastic increase in HC. Thepossible reason could be because of the surplus oxygen inbio-diesel making it up for the shortage of oxygen whichfurther facilitates the process of complete combustion. Thevariation over this range was only 10–40 ppm for bio-diesel. As the EGR rate was increased the bio-diesel blendsemission reduced. For B40 (15% EGR) is the minimumvalue of the HC emission.

OXIDES OF NITROGEN (NOX)

The variation of NOx emissions with various EGRrate for the whole load range is shown in The graph (Fig 21to Fig24). Emission of NOx increased with increase in thecontent of biodiesel in the blended fuels. Moreover NOxemission from the biodiesel was higher than diesel. Thehigher oxygen level could be the possible reason for


40 ISBN 978-93-86770-41-7

increase in NOx concentration by about 2 to 10 per centfrom biodiesel fuelled engine. As shown in the figure theNOx level decreases with the increase in EGR rate. Despite20 % EGR reducing NOx significantly, the reduction inBTE, CO increase and HC emissions were observed.

CYLINDER PRESSURE:

There was no EGR condition found to becomparable for diesel and bio-diesel for Cylinder pressuredata obtained at 3/4 load. Under these conditions peakpressure was found to be 62 bars and 60 bars for diesel andbio-diesel respectively. So at higher loads with hightemperatures diesel shows a fair blend formation.

PRESSURE VS CRANK ANGLE:

The percentage of heat input is taken for diesel andvarious blends with 15% and without EGR. The fig 24shows the comparison of the crank angle (deg) withPressure for all fuels blends with 15% and without EGR.The figure shows that the amount of energy suppliedincreases with pressure. Without EGR there is minimumvalues for the engine is and with 15% EGR there ismaximum values.

Fig.25 Pressure vs Crank Angle

HEAT RELEASE RATE:

Rate of heat release (HRR) are shown in Figure.For diesel under 3/4 load and 15% EGR there is faintlyhigher peak HRR of 79.64 J/deg and 76.34 J/deg for biodiesel. Premixed combustion in a better way can increaseheat release rate which also facilitates increased NOemission. Higher HRR for bio-diesel devoid of EGR ispossibly because of the surplus oxygen content in itsstructure and a dynamic injection advance apart from static

injection advance. With optimized EGR of 15% and withoutfor both fuels is shown.

Fig.26 Heat Release Rate vs Crank Angle

RATE OF PRESSURE RISE:

The figure shows that the variation of rate ofpressure rises with crank angle which is indicative of noisyoperation of the engine. With optimized EGR of 15% andwithout for both fuels, the Rate of pressure rise was found tobe comparable. Peak values at ¾ loads were found to be1.2 bar/deg. The comparable state is indicative of stable andnoise free operation of compression ignition engines withJBD.

dp/dө

-1.5

-1

-0.5

0

0.5

1

1.5

180 280 380 480 580

CA(deg)

Rate

of P

ress

ure

Rise

(bar

)

DIESEL(0% EGR)B20(0% EGR)B30(0% EGR)B60(0% EGR)DIESEL(15% EGR)B20(15% EGR)B40(15% EGR)B60(15% EGR)

Fig.27 Rate of PressureRise (bar) vs Crank Angle

CUMULATIVE HEAT RELEASE:

Without and with optimized EGR of 15% thecumulative heat release were found to be comparable forboth fuels as shown in figure. The maximum cumulative


41 ISBN 978-93-86770-41-7

heat release rate for diesel with EGR of 15% is 415.29j/deg.

Cumulative Heat Release

-50

0

50

100

150

200

250

300

350

400

450

0 100 200 300 400 500 600

CA(deg)

Cu

mu

lati

ve H

eat

Rel

ease

(J/d

egC

A)

DIESEL(0% EGR)B20(0% EGR)B40(0% EGR)B60(0% EGR)DIESEL(15% EGR)B20(15% EGR)B40(15% EGR)B60(15% EGR)

Fig.28 Cumulative Heat Release vs Crank Angle

CONCLUSION

In this study, Methyl Esters of ALGAE oil (MEJ)and its mixture were tested with Kirloskar Engine. It wasthen compared with traditional commercial diesel fuel.Biodiesel and its blends showed a faintly less brake thermalefficiency as compared to diesel fuel at tested loadconditions. Specific Energy Consumption of fuels increaseswith increase in the amounts of blended fuels owing tolower calorific values. It was also found that the release ofcarbon monoxide (CO) increased as biodiesel blendsincreased. And as EGR rate increased there was a slightdecrease in the efficiency of the engine because of higherEGR and CO. In biodiesel the increase in EGR ratedecreased the release of NOX and HC. It was also found thatthe release of NOX and HC from the biodiesel fuel washigher than that of diesel.

For Higher EGR rate, emission is reduced withsimultaneous decrease in performance. Therefore 15%EGR for fuels is favorable to enhance its performance andemission characteristics with various EGR rate.

REFERENCES

1. Thet Myo., (2008) ‘The Effect of Fatty AcidComposition on the Combustion Characteristics ofbiodiesel’ Ph.D., Thesis,, Kagoshima University,JAPAN

2. Dilip Kumar Bora,”Performance of single cylinderdiesel engine with Karabi seed biodiesel”, J Sci IndRes, Vol.68 Nov 2009, pp. 960-963.

3. O.J.Abayeh, E.C. Omuoha and I.A.Ugah,”Transesterified Thevita Nerifolia Oil as ABio-Diesel”, Global Journal of EnvironmentalResearch 1(3):124-127, 2007.

4. T Balusamy, R Marappan,“PerformanceEvaluation Of Direct Injection Diesel With BlendsOf Thevia Peruviana Seed Oil And Diesel”. J SciInd Res, Vol.66 Dec 2007, pp. 1035-1040.

5. T.K.Kannan, R.Marappan, “Study of Performanceand Emission Characteristics of a Diesel engineusing Thevetia peruviana biodiesel with DiethylEther Blends”, European Journal of ScientificResearch,Vol.43 No.4(2010),pp.563-570.

6. Murugasen.A “Experimental and TheoreticalInvestigation of using biodiesel in Diesel engines”Ph.D.,Thesis.AnnaUniversity,Chennai.

7. T.Balusamy, R.Marappan, “Effect of InjectionTime and Injection Pressure on CI Engine Fuelledwith Methyl Ester of Thevetia Peruviana SeedOil”, International Journal of Green Energy, vol.7(2010), pp.397-409.

8. Jhon.B.Heywood, “Internal Combustion EngineFundamentals”, 1988, McGraw –Hill, InternationalEditions, Automotive Technology Series.

9. V.Ganesan,“Internal Combustion Engines”,2009,Tata McGraw –Hill Publishing CompanyLimited.

10. T.Balusamy, R.Marappan, “Comparative study ofthevetia peruviana seed oil with other biofuels anddiesel as fuel for CI engine”, International Journalof Applied Engineering Research, Dec 1, 2008.

11. Radu Rosca, Edward Rakosi and GheorgheManolache, “Fuel and Injection Characteristics fora Biodiesel Type Fuel from Waste Cooking Oil”,SAE International-2005- 01-3674.

12. A.M.Nagaraja and G.P.Prabhukumar,“Characterization and Optimization of Rice BranOil Methyl Ester for CI Engines at different


42 ISBN 978-93-86770-41-7

Injection Pressures”, SAE International- 2004-28-0048.

13. Sukumar Puhan, R. Jegan, K. Balasubbramanian,G. Nagarajan, “Effect of Injection Pressure onPerformance, Emission and CombustionCharacteristics of high Linolenic Linseed OilMethyl Ester in a DI Diesel Engine”, RenewableEnergy xxx (2008) ,pp. 1–7.

14. Cenk Sayin , Murat Ilhan , Mustafa Canakci ,Metin Gumus, “Effect of Injection Timing on theExhaust Emissions of a Diesel Engine using

Diesel–Methanol Blends”, Renewable Energy xxx(2008) pp.1–9.

15. James Szybist, John Simmons, MatthewDruckenmiller,Khalid Al-Qurashi, AndréBoehman, and Alan Scaroni, “Potential Methodsfor NOx Reduction from Biodiesel”, SAEInternational- 2003-01-3205.

16. Murugesan A. (2009) ‘Experimental andtheoretical Investigation of using Biodiesel inDiesel Engines ; Ph.D., Thesis., Anna University,CHENNAI


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Design And Analysis of S-Shaped LocomotiveWheel Profile

D.RamyaPG Student, Department of Mechanical Engineering

Sri PadmavathiMahilaVisvavidyalayamTirupati, Andhra Pradesh, India.

C.Venkata Siva MuraliAssistant Professor, Department of Mechanical Engineering

Sri PadmavathiMahilaVisvavidyalayamTirupati, Andhra Pradesh, India.

Abstract—Wheel is one of the heavily loaded components ofrailway rolling stock.They support the locomotive weight andprovide the traction to pull the entire train. The important tasksprovided by the wheels are, aid in train movement, supportingthe car load and acts as a brake drum.

The S-Shaped locomotive wheel profile has been developed byusing commercial tool CATIA V5 which is modeled as Axi-symmetric model. We have chosen the AAR class C high carbonsteel, ASTM A897 grade5 (230-185-00) Austempered ductile iron(ADI) and Aluminum silicon carbide materials for this study soas to check the feasibility of other materials for railway wheelother than steel. Static, Modal and thermo-mechanical analysesare conducted by using finite element analysis commercial toolANSYS 15.0. 2-D Axi symmetric analysis is chosen for the wheelprofile in ANSYS.

The stress distributions, displacements are analyzed inStatic analysis. The natural Frequencies and mode shapes areanalyzed in Modal analysis. Stresses and displacements due toboth mechanical and thermal loads will be analyzed from theThermo mechanical analysis. Comparison of stresses,displacements and natural frequencies for the S-Shaped wheelprofile are studied to determine the better material for the wheelprofile.

Keywords: locomotive wheel profile, Stress concentrations,Displacements, Natural frequencies, ANSYS 15.0.

I. INTRODUCTION

The fast and reliable transport of people and goods hasbecome increasingly important in this era. Transferring peopleand goods by wheeled vehicles running on tracks is one of themost cost effective transports and is widely known by thename as rail transport. Wheel is one of the most heavilyloaded components of railway rolling stock.Wheels aremanufactured by casting or forging to obtain the specifichardness. Steel material has been using for manufacturing ofrailway wheels. They support the locomotive weight andprovide the traction to pull the entire train. The important tasksprovided by the wheels are, aid in train movement, supportingthe car load and acts as a brake drum.

Frequently observed Wheel failures in Indian Railways are: (i)Wear from flange and tread regions, (ii) Worn-out due tofrequent re-profiling of wheel tread, (iii) Formation of wheelat from continuous dragging of wheel against rail, (iii)Thermal and mechanical fatigue due to higher temperaturesand mechanical loads, (iv) Wheel tread plastic deformation

from higher wheel running temperatures, (v) Breakages at rim-disc and disc-hub interfaces due to excess heating or fromresidual stresses from wheel heat treatment, (vi) Excess wheelwear from tread region (vii) Wheel shelling and (viii) Wheelgauge widening.

Fig.1 shows the cross section of the S-Shaped railwaywheel profile which is used for modeling and analysis.

Fig.1.Cross section of S-Shaped railway wheel

II. PROBLEM DESCRIPTION

S-Shaped railway wheel is used for the analysis which ismodeled on CATIA V5 R20 (Computer Aided ThreeDimensional Interactive Application) and this 3-D model isimported to ANSYS workbench and converted into 2-Daxisymmetric model to conduct the analysis. Steel has beenusing as the railway wheel material for decades so as to checkthe feasibility of other materials other than steel we havechosen the ASTM A897 grade5 (230-185-00) Austemperedductile iron (ADI) and Aluminum silicon carbide materials.Static,modal and thermo-mechanical (thermal and structural)analyses are conducted for the S-Shaped wheel profile for allthe various materials. By conducting the static, modal andthermo-mechanical analyses for the S-Shaped locomotivewheel profile the better material for the profile has to bedetermined.


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A. 3-DCATIA Model :

Fig.2. 3-D CATIA model of railway wheel

B. FE Model:

Fig.3. Meshing for S-Shaped wheel profile

C. Material Properties:Material

property

Notation SI

Units

AAR

High

carbon

steel

Austempered

ductile iron

ASTM A897

GRADE5

(230-185-00)

Alumini

um

silicon

carbide

Density ρ Kg/m3 7833.4

114

7059.3 2800

Young’s

modulus

E pa 201.2e

9

163e9 115e9

Poisson’s

ratio

υ --- 0.30 0.25 0.3

Shear

modulus

G pa 77.38e

9

65.2e9 44.23e9

Coefficient

of thermal

expansion

α k 16.997

1e-6

13.5e-6 16.5e-6

Thermalconductivit

y

K w/mk 49.83063

20.9 150

Specificheat

C J/kg-k 457.57 602 836

Table. 1. Material properties

Analysis1:Static analysis: Boundary conditions in static position:1. The wheel hub is constrained so that the model restrains

to rigid body motion.2. The total load acts on the wheel rim. The rim which is in

contact with rail is subjected to vertical and horizontalload of 320KN and 160KN.

3. Assume Steady state inertial forces such as gravity orrotational velocity is neglected in static analysis.

Fig.4 depicts the boundary and loading conditions on thewheel profile in static analysis.

Fig.4.Boundary and loading conditions acting on the wheel profile in staticanalysis

Analysis 2:Modal analysis: Boundary conditions:In modal analysis the hub part is fixed to find out the naturalfrequencies and mode shapes without any application of anyexternal force.Fig.5 depicts the boundary conditions in modal analysis.

Fig.5. Boundary conditions for modal analysis

Analysis 3: Thermo-mechanical analysis: Boundary conditions:1. Assume Heat flux generated is uniformly distributed

around the periphery of the wheel.2. The boundary conditions applied are hub of the wheel is

considered to be maintained at ambient temperature.

3. Apart from the thermal load generated due to braking, thewheel is also subjected to a vertical load and horizontalload of 320KN and 160KN.


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In this analysis first we solve the thermal analysis and theresulting temperature is induced in static analysis.

The heat generated on the wheel rim is due to the braking anddue to the contact with the rail. This heat generated is passesthrough the inside of the wheel profile. So, the heat flux iscalculated as,

Assume Velocity of the bogie (v) at the time of braking= 80Kmph = 80*(5/18) =22.222 m/s.Assume Time the bogie brought to rest = 30s.Assume Mass of the axi-symmetric 2-D wheel profile isnegligible so consider mass of the wheel profile as unit mass.They consist of surface area.Kinetic energy generated at the wheel profile= 0.5*m*v2

KE=0.5*1*22.2222= 246.908 J.Power generated = Kinetic energy / time taken = 8.23028W.Heat flux generated for the wheel cross section = Powergenerated / area.Heat flux generated for the S-Shaped wheel profile:Surface area of the S-Shaped wheel profile= 36042mm2.HF= Power generated/area = 8.23028/36042= 2.283115994e-4w/mm2.Fig.6 depicts the steady state thermal boundary conditions andFig.7 depicts the Boundary conditions after applying thermaland static loads in thermo-mechanical analysis.

Fig.6. Steady state thermal boundary conditions for the wheel profile

Fig.7. Boundary conditions after applying thermal loads and static loads inthermo-mechanical analysis

III. RESULTS AND DISCUSSION:Static, modal and thermo-mechanical analyses are carried outfor all the three materials to obtain the better material for theprofile. In static analysis graphs are drawn between thevonmises stresses, deformations vs. materials. In modal

analysis graphs are drawn between the natural frequencies,deformations vs. materials. In thermo-mechanical analysisgraphs were drawn between the temperatures, vonmisesstresses, and deformations vs. materials.A. Analysis 1: Static analysis:

Fig.8. Vonmises stress distribution for AAR high carbon steel

Fig.9. Deformations for AAR high carbon steelFig.8 and Fig.9 depicts the Maximum vonmises stress of S-Shaped profile for AAR high carbon steel material is 45.889Mpa at web plate of the wheel profile and maximumdeformation is 0.31843 mm at outer edge of the wheel rim.

The maximum vonmises stresses and maximum deformationsfor the ASTM A897 grade5 (230-185-00) Austemperedductile iron (ADI) and Aluminum silicon carbide materials areshown in the below Fig.10 and Fig.11 graphs.


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Fig.10. Maximum vonmises stress for various materials in static analysis

Fig.11. Maximum deformations for various materials in static analysis

B. Analysis 2: Modal analysis:

Fig.12. Mode shape 1 for AAR high carbon steel


The five number of mode shapes are extracted in modalanalysis. Fig.12 and Fig.13 depicts the natural frequency anddeformation for mode 1 is 199.55 Hz and 1.9263 mm. Thenatural frequency and deformation for mode 3 is 2276.9 Hzand 2.7957 mm.The mode shapes and deformations for the ASTM A897grade5 (230-185-00) Austempered ductile iron (ADI) andAluminum silicon carbide materials are shown in the belowFig.14 and Fig.15 graphs.

Fig.14. Natural frequencies of S- Shaped profile for various materials inmodal analysis

45.888

45.802

45.888

High carbonsteel

Austemperedductile iron

Aluminiumsilicon carbide

Maximum Vonmises stress(Mpa)for S-Shaped profile

Vonmises stress(Mpa) for S-Shaped profile

0.320120.39788

High carbonsteel

Austemperedductile iron

Aluminumsilicon carbide

Max Deformation(mm) for S-Shapedprofile



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45.888

Aluminiumsilicon carbide

Maximum Vonmises stress(Mpa)for S-Shaped profile

Vonmises stress(Mpa) for S-Shaped profile

0.55706

Aluminumsilicon carbide



High carbon steel

Austempered ductile iron

Aluminium silicon carbide

Natural frequencies for S-Shapedprofile(Hz)

Natural frequencies for S-Shaped profile(Hz)


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199.551126.6

2276.92644.5

5144.1187.83

10612119.5

2464.64838.7

252.341424.7

2879.23344

6504.9

Natural frequencies for S-Shapedprofile(Hz)

Natural frequencies for S-Shaped profile(Hz)


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Fig.15. Deformations of S-Shaped profile for various materials in modalanalysis

C. Analysis 3: Thermo-mechanical analysis:

Fig.16. Temaratures for AAR high carbon steel

Fig.17. Vonmises stress distribution for AAR high carbon steel due to bothstatic and thermal loads

Fig.18. Deformations for AAR high carbon steel due to both static andthermal loads

Fig.16, Fig.17, Fig.18 depicts the Maximum temperature of S-Shaped profile for AAR high carbon steel is 357.27K at outeredge of the rim; maximum vonmises stress is 261.46 Mpa atweb plate of the profile, maximum deformation is 1.1488 mmat outer edge of the rim.The temperatures, Maximum vonmises stresses anddeformations due to both static and thermal loads for theASTM A897 grade5 (230-185-00) Austempered ductile iron(ADI) and Aluminum silicon carbide materials are shown inthe below Fig.19,Fig.20,Fig.21 graphs.

1.92632.90792.7957

3.56573.996

2.02523.0571

2.85213.7984

4.22713.2219

4.86384.6761

5.9646.6838

High carbon steel

Austempered ductile iron

Aluminium silicon carbide

Deformations for S-Shapedprofile(mm)

Deformation for S-Shaped profile(mm)


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Fig.19. Maximum Temperatures for S-Shaped wheel profile for variousmaterials

Fig.20.Maximum vonmises stresses for S-Shaped wheel profile for variousmaterials in thermo-mechanical analysis

Fig.21.Maximum deformations for S-Shaped wheel profile for variousmaterials in thermo-mechanical analysis

IV.CONCLUSION:

In this project the analysis is carried out for the S-Shapedlocomotive wheel for maximum vonmises stresses,deformations in static analysis, for natural frequencies inmodal analysis and for maximum vonmises stresses,deformations due to the combined application of staticand thermal loads in thermo-mechanical analysis forvarious materials analyzed in ANSYS 15.0.

It is observed that the maximum vonmises stressesoccurred at the web plate portion which is above the hubportion of the wheel profiles and maximum deformationoccurred at the outer edge of the wheel rim for both instatic and thermo-mechanical analyses.

Analyses results AARHigh

carbonsteel

Austemperedductile ironASTM A897

GRADE5(230-185-00)

Aluminiumsilicon

carbide

S- Shaped wheel profile:

45.888 45.802 45.888

Staticanalysis

a) Maximumvonmisesstress(Mpa)

b) Maximumdeformation(mm)

0.32012 0.39788 0.75006

Modalanalysis

a) Naturalfrequencyfor Modeshape 1(Hz)

199.55 187.83 252.34

b) Maximumdeformationfor Modeshape1(mm)

1.9263 2.0252 3.2219

Thermo-mechanical

analysis

a) Maximumtemperature( k)

357.57 443.25 315.79

b) Maximumvonmisesstress(Mpa)

261.46 394.59 66.312

c) Maximumdeformation(mm)

1.1488 2.0214 0.79884

By observing the results from the above table for the threematerials from the static, modal analyses High carbonsteel is more efficient than Austempered ductileironASTM A897 GRADE5 (230-185-00) and Aluminiumsilicon carbide. But in thermo-mechanical analysisaluminium silicon carbide has got the better results but forhigh carbon steel the stresses are below the yield strength.From these results high carbon steel is the better materialfor S-Shaped locomotive wheel profile.

ACKNOWLEDGMENT

I would like to express my profound gratitude and sincerethanks to my guide, “Mr. C.Venakata Siva MuraliM.

Tech.,”Department of Mechanical Engineering, School ofEngineering and Technology, SriPadmavathiMahilaVisvavidyalayam, Tirupati. For his critical

357.27443.25

315.79

High carbon steel Austemperedductile iron

Aluminium siliconcarbide

Maximum Temparatures for S-Shapedprofile(k)

Maximum Temparature for S-Shaped profile(k)

261.46

394.59

66.312



Maximum vonmises stress for S-Shapedprofile(Mpa)

Maximum stress for S-Shaped profile(Mpa)

1.1488

2.0214

0.79884



Max Displacement for S-Shaped profile (mm)

Max Displacement for S-Shaped profile (mm)


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evaluation of the work and care he took in bringingdissertation. Throughout the duration of the project, he hasbeen a constant source of motivation and guidance.

I earnestly express my deep sense of gratitude and my sincereindebtedness to “Mr. B. Mohan M. Tech.,”Department ofMechanical Engineering, SriPadmavathiMahilaVisvavidyalayam, Tirupati. For providingme all the support and guidance throughout this project.

I would like to give my immeasurable thanks to Head of thedepartment, “Dr. A. Ramakrishna RaoPh.D.,” Department ofMechanical Engineering, and entire faculty for providingcomputing facilities and for their kind cooperation throughoutthe project work.

REFERENCES

[1] P.Vinod1 ,U.Kotswara Rao2, Ch.Kishore Reddy3,”Analysis of RailwayWheel to Study the Stress Variations”, International Journal ofEngineering Research & Technology (IJERT), Vol. 3 Issue 2, February– 2014, PP1286-1291.

[2] Pramod Murali Mohan, “Analysis of Railway Wheel to study Thermaland Structural Behaviour”, International Journal of Scientific &Engineering Research, Volume 3, Issue 11, November-2012, PP 1-4.

[3] Kexiu Wang1, Richard Pilon2,” Investigation of Heat Treating OfRailroad Wheels and Its Effect On Braking Using Finite ElementAnalysis”, Griffin Wheel Company.

[4] M.R.K. Vakkalagadda1, K.P. Vineesh2, A.Mishra3, V. Racherla4,”Locomotive wheel failure from gauge widening/condemning: Effect ofwheel profile, brake block type, and braking conditions”,IEEE,Engineering Failure Analysis 59 (2016), PP1–16.

[5] H.Soares1, T.Zucarelli2,M.Vieira3,M.Frietas4,L.Reis5,” Experimentalcharacterization of the mechanical properties of railway wheels

manufactured using class B material”,IEEE, Procedia StructuralIntegrity 1 (2016), PP 265–272.

[6] T. zucarelli1, L. moreira filho2, H. soares3, M. vieira4, L.reis5,”Experimental characterization of the mechanical properties ofrailway wheels manufactured using class c material”,IEEE, Theoreticaland Applied Fracture Mechanics 1726 (2016).

[7] T. Giętka1, K. Ciechacki2,”Modeling of Railway Wheels Made ofAustempered Ductile Iron”, Metallurgy and Materials, December 2016,Vol. 61 (2016), No 4, PP 1833–1838.

[8] Azade Haidari1, Parisa Hosseini-Tehrani2,”Fatigue Analysis of RailwayWheels Under Combined Thermal and Mechanical Loads”, Journal ofThermal Stresses, 37:1, 2014, PP 34–50.

[9] Venkata S. Sura1, Sankaran Mahadevan2,”Estimation of residual stressdistribution in railroad wheels”, Proceedings of the 2009 ASME JointRail Conference JRC2009 March 3-5, 2009, Pueblo, Colorado, USA.

[10] Vinod Angadi1, Shivappa H A2,”Determination of Effect of ResidualStresses Induced in Railway Wheels using Finite ElementApproach”,International Journal for Ignited Minds(IJIMIINDS),Volume: 03 Issue: 10 | Oct-2016, PP 167-174.

[11] Coenraad Esveld1, Valery L. Markine2, Ivan Y. Shevtsov3, “ShapeOptimization of a Railway wheel profile”.

[12] D. Peng1, R. Jones2,”The development of combination mechanicalcontact and thermal braking loads for railway wheel fatigue analysis”,IEEE, Theoretical and applied fracture mechanics 60,2012, PP 10-14.

[13] Syed.M.Badruddin, ”An improved profile of the railway wheel tominimize residual stresses after severe drag braking”, A research thesisin master of engineering at Concordia University, Canada, April 1982.

[14] Ha-Young Choi1, Dong-HyongLee2, JongsooLee3,”Optimization of arailway wheel profile to minimize flange wear and surface fatigue”,IEEE, wear, volume 300, 2013, PP 225-233.

[15] Designation: A 897/A 897M – 06,”Standard Specification forAustempered Ductile Iron Castings”,February 2006.

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d

Optimization Study of the Combustion ChamberGeometry and Injection Profile for a Direct Injection DieselEngine.

Moses Aravin1

, Hemachandra Reddy.K2

1Research scholar, Mechanical Engineering, JNT University Anantapur, Andhra Pradesh,India.

2Professor, Mechanical Engineering, JNT University Anantapur, Andhra Pradesh,India.

[email protected]

Abstract:

Aim of this study is to investigate the effect of

combustion chamber design and injection strategies on the

performance of a direct injection compression engine. Recent

advancements in the design of piston top is to add bowl shape

instead of a flat top to enhance the mixing process as the

piston reaches the top dead centre. Radially inward gas motion

that takes place near the end of compression stroke is called

Squish. The squish motion generates a secondary flow called

tumble, where the rotation occurs about a circumferential axis

near the outer edge of the piston bowl. Three dimensional

CFD simulations were conducted on two bowl configurations to

understand the effect of swirl and tumble on emissions.

Optimized bowl configuration was considered to further study

the injection strategies.

Keywords:

Internal Combustion Engine, Computational Fluid

Dynamics, Bowl configuration, Injection strategies, Performance

of a compression ignition engine.

Acronyms:

IVC = Intake Valve Close; IVO = Intake Valve

Opening; ATDC = After Top Dead Centre; ABDC = After

Bottom Dead Center; CO = Carbon Monoxide; CO2 = Carbon

Dioxide; NO2 = Nitrogen Dioxide EVC = exhaust valve close;

EVO = exhaust valve opening;

Introduction:

Designed more than a century ago, Diesel engine

continues to be the most widely used engine in both stationary

and mobile installations. Diesel engines are widely used in

submarines, ships, power plants, automobiles, trucks and

of any practical internal combustion engine due to its high

many more. Diesel engine has the highest thermal efficiency

compression ratio, unthrottled operation and inherent lean

burn. However when compared, diesel engines have higher

emissions of NOx and particulate matter. Due to stringent

norms followed by aggressive research and innovations diesel

engines are becoming more eco-friendly.

The performance and emission characteristics of any

IC Engine depends on many parameters like the In-cylinder

fluid motion, time scales of the intake airflow, Fuel injection

timings, air fuel ratios and so on. To magnify the rotational

force of incoming air, pistons are designed to have bowl in its

crown. It is well known that fuel injection strategies including

fuel injection timings also play a vital role in the performance

of an IC engine. To understand this complex combustion

phenomena design engineers extensively use Computational

Fluid Dynamics techniques.

Computational Fluid Dynamics has emerged from a

qualitative guiding technique to an inevitable tool in the

design of IC engines. Unlike the conventional experimental

techniques, CFD predicts the detail insight into the spatial

temporal variations of all the variables, without modifying or

installing the components. Advent of powerful hardware,

parallel processing techniques, cloud computing further

enhanced CFD to significantly reduce the cost and turnaround

time in the design process.

In this study Computational Fluid Dynamics is used

to investigate the effect of combustion chamber design and

split injection vs uniform injection on the performance and

emission components of a compression ignition engine.

Hill et al. reported that swirl and tumble can

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significantly increase the turbulence intensity during

combustion period. This in turn increases the thermal

efficiency and reduces emission

Tow et al. (1994) concluded from an experimental

study a double injection with a significantly long delay

between injections reduced particulate by as much as a factor

of three over a single injection at 75% load with no increase in

NOx. Raouf Mobasheri et al. (2012) discussed about using

pilot injection accompanied with an optimized main injection

has a significant beneficial effect on combustion process so

that it could form a separate 2nd stage of heat release which

could reduce the maximum combustion temperature, which

leads to the reduction of the NOx formation.

In the current study, along with pilot and main

injections advanced post injection is also introduced. It was of

interest to check the emission reduction capability of a multi

injection (Three Pulses) system in comparison to uniform

injection system using CFD. In multi injection system three

pulses are given i.e Pilot Injection, Main Injection, Advanced

Post Injection. Comparisons of maximum static temperature,

Maximum static pressure, Penetration length, Mass averaged

turbulent kinetic energy, heat release rate, Mass fraction of

Carbon monoxide (CO), Carbon dioxide (CO2), and Nitrogen

dioxide (NO2) were presented.

Geometry & Meshing:

Connecting rod length of 165mm and crank radius of

55mm with 0.0 piston offset is used to create the geometry.

Compression ratio was set to 15.75:1. Engine speed is set to

1500 RPM. Deep Re-Entrant bowl and Spherical bowl are

considered for piston bowl simulations as shown in figure 1&

Figure 2.

Figure 1: Deep re-entrant bowl.

Figure 2: Spherical bowl.

In both the configurations approximately 0.5 Million

elements were used to discretize the geometry. The present

mesh density was found to give sufficiently grid independent

results. Injector is located at the centre of the combustion

chamber, and because of this symmetrical location, 600 Sector

was used for the simulation. The valves are not considered

because this simulation is carried out between closures of inlet

valve (IVC) and opening of outlet valve (EVO). For the

purpose of simulation beginning of crank angle is considered

as 3600. In this case, the piston reaches the bottom dead centre

at a crank angle 540°. The Inlet valve closes at 570° i.e. 30°

ABDC (after BDC). Piston reaches the TDC at 720° and BDC

at 900°. The Outlet valve opens at 60° (approx) before BDC

i.e 8330 of crank angle. Spray starting crank angle is 712 ° (80

before TDC). Spray angle is 700 .

Injection profiles:

The main idea of this work is to understand the effect

of split injection on emission reduction capability without

compromising on fuel economy. In both the situations

injection is given from the crank angle 7120 to 7380. In split

injection same amount of fuel is given in three pulses.

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In split Injection simulation, approximately 22% of

the total fuel is injected from crank angle 7120 to 7160 as pilot

injection. Main injection consisting of 67% of the total fuel is

injected from crank angle 7250 to 7380. Remaining 11% fuel is

injected between the crank angles 7360 to 7380. Figure 3

shows the profile chart for uniform injection field and split

injection field.

Figure 3: Profile chart

Boundary conditions & Solver settings:

Uniform wall temperature of 440 K is imposed on

cylinder wall and 560 K is specified on piston top.

For species model, the standard Diesel Unsteady

Flamelet model based on the work of Pitsch et al. and Barths

et al. is used with 2 unsteady flamelets. Two equation k-e

model is used to account the turbulence effects with standard

wall functions based on the work of Launder and Spalding.

Results and Discussions:

Swirl ratio changes through the cycle; During Intake

it will be high and reduces after reaching BDC during

compression stroke. The decrease in compression stroke is

due to viscous drag with cylinder walls. Combustion increase

the swirl during power stroke (at 7200 as highlighted in Figure

5), but expansion and viscous drag quickly reduce this again.

This behaviour is clearly visible in the simulations as shown

in Figure 4 & 5.

Re-entrant bowl shows better swirl and tumble ratios

as shown in figure 4 to 7. As discussed earlier this effect

shows reduced emission for re-entrant bowl as shown in

figure 8 to 9.

Figure 4: Swirl Ratio of Re-Entrant Bowl

Increased Swirl at 7200

Figure 5: Swirl Ratio of Spherical Bowl

Figure 6: Tumble Ratio of Re-Entrant Bowl

Figure 7: Tumble Ratio of Spherical Bowl

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Figure 8: Mass fraction of CO , Re-entrant vs Spherical bowl

Figure 9: Mass fraction of NO2 , Re-entrant vs Spherical bowl

Re-Entrant bowl configuration shows better swirl and

tumble profile resulting lower emissions. Thus further

simulations related to Injection strategies were carried out on

Re-entrant bowl.

Uniform injection profile shows a maximum static

temperature and also significantly larger temperature at the

start of EVO. Uniform injection also shows the spread of high

temperature zone for longer crank angle duration.

Figure 11: Maximum Static Temperature Uniform Injection

Figure 12 & 13 shows the contour of temperature at 7280 of

crank angle i.e 160 after the start of injection.

Figure 12: Contours of Temperature – Uniform Injection -7280 of

crank angle

Figure 10 & 11 shows the

temperature profiles.

maximum peak

Figure 10: Maximum Static Temperature Uniform Injection

Figure 13: Contours of Temperature – Uniform Injection -7280 of

crank angle

Nitrogen oxides, or NOx, arose from a high-temperature flame

inside the engine. NOx emissions are toxic, and also they react

with other pollutants to create ground-level ozone, or smog. In

this numerical study also there is a good agreement is

observed with peak temperatures and associated NOx content.

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Figure 14 & 15 shows the comparison of the production of

Carbon Monoxide (CO). Observation shows an approximate

80% reduction of CO in split injection without any

compromise in fuel consumption.

Figure 14: Mass Fraction of CO – Uniform Injection

Figure 15: Mass Fraction of CO – Split Injection

As discussed earlier higher peak temperature observed in

Uniform injection resulted higher emissions on NO2. As

Figure 17: Mass Fraction of NO2 – Split Injection

Conclusions:

CFD is used to investigate the emission reduction capability

of Piston bowl design and a multi injection vs uniform

injection system. Apart from conventional two injections,

advanced post injection is also introduced. Better swirl and

tumble ratios were observed with Re-entrant bowl

configuration. Better swirl and tumble profiles enhanced

mixing and resulted lower emissions in re-entrant bowl

configuration. Higher peak temperatures and also higher

temperatures at the time of exhaust valve open, were observed

in uniform injection system in comparing with the split

injection system. It was also observed that the volume of high

temperature zone is more in uniform injection. Lower peak

temperatures and a smaller volume of high temperature zone,

resulted a significant reduction in emission constituents in

multi injection system.

It is further advised to investigate the optimum split

shown in Figure 16 & 17. timings for the injection to

constituents.

References:

further reduce the emission

Figure 16: Mass Fraction of NO2 – Uniform Injection

Hill, P. G., and D. Zhang. "The effects of swirl and tumble on

combustion in spark-ignition engines." Progress in energy and

combustion science 20.5 (1994): 373-429.

Ch.Moses Aravind, Hemachandra Reddy.K "Investigation of

the Effect of Injection Timings on the Performance of an

Internal Combustion Engine using Computational Fluid

Dynamics", International Journal of Engineering Trends and

Technology (IJETT), V48(7),393-397 June 2017. ISSN:2231-

5381.

1st INTERNATIONAL CONFERENCE on ADVANCED TECHNOLOGIES in ENGINEERING,MANAGEMENT and SCIENCES,16th & 17th Nov2017

Tow, T.C., Pierpont, A., Reitz, R.D., 1994. Reducing

Particulate and NOx emissions by Using Multiple Injections

in a Heavy Duty D.I. Diesel Engine. SAE Paper 940897.

Raouf Mobasheri, Zhijun Peng, Seyed Mostafa Mirsalim,

2012. Analysis the effect of advanced injection strategies on

engine performance and pollutant emissions in a heavy duty

DI-diesel engine by CFD modeling. International Journal of

Heat and Fluid Flow 33 (2012) 59–69

ANSYS Workbench 16 user Manual

Reddy, CV Subba, C. Eswara Reddy, and K. Hemachandra

Reddy. "Effect of fuel injection pressures on the performance

and emission characteristics of DI Diesel engine with

biodiesel blends cotton seed oil methyl ester." International

Journal of Research and Reviews in Applied Sciences 13.1

(2012): 139-149.

Prasad, T. Hari, K. Hema Chandra Reddy, and M.

Muralidhara Rao. "Combustion, performance and emission

analysis of diesel engine fuelled with methyl esters of

Pongamia oil." International journal of oil, gas and coal

technology 3.4 (2010): 374-384.

Sreenivasulu, M., C. Nadhamuni Reddy, and K. Hemachandra

Reddy. "Influence Of Swirl On Spray Characteristics And

Combustion, A Numerical Investigation Of A Caterpiller

Diesel Engine." International Journal of Engineering Science

and Technology 4.10 (2012).

Kumar, A. R., G. J. Raju, and K. H. Reddy. "Emission and

performance characteristics of diesel engine using Mamey

Sapote biodiesel as alternate fuel." International Journal for

Research in Applied Science and Engineering Technology 3.7

(2015): 289-298.

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56 ISBN 978-93-86770-41-7

INVESTIGATION ON MECHANICALPROPERTIES OF ALUMINIUM 6061 MATRIX

WITH RED MUD REINFORCEMENT OFDIFFERENT WEIGHT FRACTIONS

BHARATH H S1

Assistant ProfessorDept.of Mechanical Engineering

Siddaganga Institute of Technology, [email protected]

NARESH H2

Assistant ProfessorDept.of Mechanical Engineering

Siddaganga Institute of Technology, [email protected]

Abstract—Aluminium matrix composites (AMCs) are potentiallight weight engineering materials with excellent properties. Thepresent investigation aims to evaluate the properties of red mudparticulate reinforced with aluminium 6061 metal matrixcomposites. Red mud particulates in different weight fractionsare under dry condition. Composites are prepared by Stir castingmethod. The main objective of this study is to develop red mudreinforced aluminum composites using stir casting and thepowder metallurgy process. Red mud is a material which isobtained as industrial waste during the production of alumina byBayer’s process. Red mud could be used as reinforcement for theproduction of aluminum composites. Using varying wt. % ofreinforcement, the aluminium composites are fabricated by stircasting method. Due to technological advancements, it is possibleto use Nano sized reinforcement in Al matrix. Nano sizedreinforcements enhance the properties of Al matrix compared tomicro sized reinforcements. With increasing volume fraction,more loads are transferred to the reinforcement which results ina higher yield strength, ultimate tensile strength and bendingforce and ductility to the Al-alloy/Red mud composites. Thisproject is focused on overview of development in the field of Albased metal matrix with Nano aluminium based composites.

Keywords-Red mud, stir casting, reinforcement etc

I. INTRODUCTION (HEADING 1)

Composite materials play an important role in the field ofscience and engineering as well as advance manufacturing inresponse to unprecedented demands from technology due torapidly advancing activities in aircrafts, aerospace, sportinggoods, marine and automotive industries. These materials havelow specific gravity that makes their properties, particularlysuperior in strength and modulus of many traditionalengineering materials such as metals. As a result of intensivestudies into the fundamental nature of materials and betterunderstanding of their structure property relationship, it hasbecome possible to develop new composite materials withimproved physical and mechanical properties. These newmaterials include high performance composites such asreinforced composites. Continuous advancements have led to

the use of composite materials in more and more diversifiedapplications.

In a composite material, the matrix is a primary phase andhaving a continuous character. The matrix is usually moreductile and less hard phase that completely surrounds thereinforcement phase. Aluminum is the most popular matrix forthe metal matrix composites. The Al alloys are quite attractivedue to their low density, their capability to be strengthened byprecipitation, their good corrosion resistance, high thermal andelectrical conductivity, and their high damping capacity.

Figure 1: Aluminum 6061-T6

The other constituent of composite materials isreinforcement. It increases the strength, stiffness and thetemperature resistance capacity and lowers the density ofMMC. In order to achieve these properties, the selectiondepends on the type of reinforcement, its method of productionand chemical compatibility with the matrix and the followingaspects must be considered while selecting the reinforcementmaterial. Reinforcements are characterized by their chemicalcomposition, shape, dimensions and properties as in gradientmaterial and their volume fraction and spatial distribution inthe matrix. In this project we selected redmud as thereinforcement. Red Mud (RM) is the industrial waste orinsoluble residue generated by the Bayer process which is usedto extract Aluminum from bauxite. Typical red mud maycontain as much as 30-60% Fe2O3, 10-20% A1203, 350% Sic,2-10% Na2O, 2-8% CaO and 24% TiO2 depending upon


57 ISBN 978-93-86770-41-7

chemical and mineralogical make up of bauxite and bauxitetreatment technology. About 0.5-2 tons of red mud is generatedfor each ton of Aluminum produced. The Indian bauxiteprocessing industries contribute over 1.9 million tons of redmud in about 40 million tons/year of red mud producedglobally.

Figure 1: Red Mud

II. OBJECTIVES

1. Analyze the effect of Red mud % on tensile strength,Hardness of Al6061-Redmud composite.

2. For improving mechanical properties of Aluminum –Red mud composites by stir casting method.

3. To fabricate red mud reinforced Aluminum 6061alloy metal matrix composites using stir castingmethod.

4. To investigate the addition of red mud on itsmechanical properties such as, hardness and tensilestrength of the red mud reinforced Aluminumcomposites fabricated by stir casting method.

5. Increase in yield strength and tensile strength at roomtemperature and above while maintaining theminimum ductility or rather toughness

6. Increase in creep resistance at higher temperaturescompared to conventional alloys

7. Increase in fatigue strength, especially at highertemperatures

8. Improvement of thermal shock resistance

9. Improvement of corrosion resistance

10. Increase in Young’s modulus

11. Reduction of thermal elongation

III. STEPS FOR EXPERIMENTAL METHODOLOGY PREPARE

Step 1: Preparation of mould

Preheating of mould at a temperature of 300 c̊ in aelectric oven.

Step2: Preparation of Specimen of various compositions

The alloying element Red mud is mixed proportionatelyby weight in the ratio of 5%, and 7% The percentage ofalloying element to be used is determined by literaturereview and history for development of this work.

Step3: Stir casting Technique

Proper weight fraction of al-6061 and RMp are mixedthoroughly for 300 seconds until it is in liquid form readyto pour into the mould

Step 4: solidification

The molten metal is poured into the die cavity forsolidification

Step 5: Machining

Machining of test specimen according to ASTMStandards

Step 6: Testing

Testing of tensile specimen and hardness specimen.

Step 7: Study the Mechanical Properties

Mechanical Properties are studied from previous papers

Step 8: Analysis of results

Various Experiments were conducted on fabricatedMMCs samples by varying weight fraction of Red Mud(5%, 7%) and size of Red Mud particles (150-micron grainsize) to analyze the casting performance characteristics ofAl/Red Mud

IV. DATA COLLECTION AND EXPERIMENTATION

Data collection is the process of gatheringand measuring information on targeted variables in anestablished systematic fashion, which then enables toevaluate outcomes.

The following calculation gives the quantity ofAluminum, Red mud and Magnesium to be used forpreparing the specimen for testing of mechanical properties.

Base Metal Calculation:

Mass of each specimen of Al, M = ρ×V

Where ρ is density of Aluminum =2.7 gm/cm3

ρ = M/V

V=Volume of specimen= πr2h

Here r = 0.75cm, radius of specimen

h = 12cm, height of specimen

M = ρ × V

= ρ × πr 2h

= 2.7 × π × (0.75)2 × 12

M= 57.25gms ≈ 60gms


58 ISBN 978-93-86770-41-7

14 % Shrinkage Allowance + 6 % Slag = 20% TotalAllowance

(60 × 20)/100 = 12gms

Mass of Aluminum = 60 + 12

= 72 ≈ 75gms

For a die, two specimens =150 gms × 10 Specimens

Reinforcement Calculation:

As mentioned earlier, Red mud is added asreinforcement

The calculations are as follows:

Mass of reinforcement, 5% = (150 × 5)/100 = 7.5gms

For a die, Two specimen = 7.5 *2=15 gms

Mass of reinforcement, 7 % = (150 × 7)/100 = 11gms

For a die, Two specimen = 11 *2=22 gms

V. MECHANICAL CHARATERIZATION

1. HARDNESS TEST

First the cylindrical specimens are cut to the requireddimensions of 1.2 cm length,1.5 cm diameter. The samples arepolished by 600, 800, and 1000 grit emery papers, to get finesurface before testing their hardness. The hardness of preparedcomposite is measured by Brinell hardness test and Figure 5.6shows the Brinell Hardness Tester. 1/16-inch steel ball is usedas indenter and 100Kgf pressure is exerted for dwell period of20secs. The hardness values are measured in 3 differentlocations over the surface of the samples, average values arecalculated.

Figure 1: Brinell hardness tester

2. TENSILE TEST

The prepared cylindrical specimens are broughtdown to final dimensions as per ASTM E8M-15aStandard by machining the specimens usingconventional lathe machine. Then Tensile test is

carried out using Universal Testing Machine. TheTensile load is applied gradually from initial valueof 0.5 KN till failure load.

Figure 2: Specification of ASTM tensile test specimen

VI. RESULT AMND DISCUSSION

1. Hardness Test Result

The values given in Table 5.4 reveal that hardness of thecomposite increases proportionately with increase in the weight% of Red mud particles in composite.

Table 1: hardness test results

2. Tensile Test Result

The tensile test results furnished in Table 2 show anincreasing trend in the values of ultimate tensile strength withincrease in reinforcing Red mud % by weight.

Table 2: Tensile test results


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VII. CONCLUSION

The fabrication of red mud reinforced aluminum metalmatrix composites using stir casting. The effect of addition ofthe reinforcement on the aluminum alloy is studied with thechanges in the physical, mechanical properties. In addition tothat study on the fabricated composites by stir casting methodis also analyzed. These analyses included the Tensile test andHardness test.

It is found that the yield strength of Aluminum is 66.55N/mm2 and it increased to 83.74 N/mm2 for 5% addition ofRMp and on further increase of RMp to 7% we found out itincreased to 96.65 N/mm2. Therefore, we conclude that withthe addition of RMp there is an increase in Yield Strength ofbase metal by 25.83%for 5% addition of RMp and for 7% theincrease was 45.22% which is as per our assumption.

From the Hardness Test point of view, we can say that thehardness of base metal is 45BHN and for 5% addition of RMpwe found out that the hardness is 56.6 BHN and for 7% it wasfound that the hardness value is 62.2 BHN. therefore theincrease of weight fraction increases the hardness of a basemetal by 25.77% for 5% addition and 38.22% for 7% addition.Which is as per our assumption that with increase in wt.Fraction the hardness of base metal increases

REFERENCES

[1] T.Rajmohan, K. Palanikumar ,S. Arumugam. “Synthesisand characterization of sintered hybrid aluminium matrixcomposites reinforced with nanocopper oxide particles andmicrosilicon carbide particles”, Composites: Part B 59 (2014)43–49.

[2] Kenneth Kanayo Alaneme ,Kazeem Oladiti Sanusi.“Microstructural characteristics, mechanical and wearbehaviourof aluminium matrix hybrid composites reinforcedwith alumina, rice husk ash and graphite”, EngineeringScience and Techanology an International Journal 18 (2015)416-422.

[3] M. Sankar, A. Gnanavelbabu, K. Rajkumar “effect ofreinforcement particles on the abrasive assistedelectrochemical machining of Aluminium-Boron carbide-Graphite composite” 97, (2014) 381-389.

[4] Pardeep Sharma, Satpal Sharma, Dinesh Khanduja. “Astudy on microstructure of aluminium matrix composites”,Journal of Asian Ceramic Societies 3 (2015) 240-244.

[5] El-Sayed M. Sherif , A. A. Almajid, Fahamsyah HamdanLatif , Harri Junaedi. “Effects of Graphite on the CorrosionBehavior of Aluminum-Graphite Composite in SodiumChloride Solutions”, Int. J. Electrochem. Sci., 6 (2011) 1085 -1099

.


60 ISBN 978-93-86770-41-7

PEST PREVENTERP.K.ANBARASAN

HOD, Department of Mechanical EngineeringFaculty of engineering, golden valley integratedcampus, Madanapally, Andhra Pradesh, IndiaE.Mail: [email protected]

Veera Babu NarayananAssistant Professor

Department of mechanical EngineeringSKR Engineering college

Chennai, India

Abstract –

To produce vibrating laser light net to prevent insects ormosquitoes entering the agricultural fields , house or the

surface of the water in ponds or lake.

INTRODUCTION

FIELD OF INVENTION

The present invention is made to prevent pests,insects and birds entering the agriculture fieldsand works without ultrasonic sound andwithout air pollution. The pest preventer willnot destroy the Eco system.

It will be very helpful for all creatures in theearth. This method can be utilized to preventinsects entering the agriculture fields and alsoto save the fishes in the ponds preyed by thebirds.

BACKGROUND OF INVENTION

This system is having two angular motiondiscs. These discs are rotatable one inclockwise another in anti-clockwise, thisrotary motion is given by the DC motor thathave laser light 360° with equal distance(lights will be focused in different directionsby a key).

When the power supply is given to the systemthe discs start to rotate by means of DC motorand also the laser lights are lighting and formthe net by means of the adjustable reflectingmirror and four mirrors are fixed on the edgesof the windows in home. whereas for ponds itwill be without mirror.

Due to the opposite rotation of the discs(Clockwise and anti clockwise) the vibratednet will be formed, due to this vibration oflaser lights the birds get irritated and will notbe able to cross the net.

This system can be utilized to prevent insectsentering the agricultural fields, houses andfarms.

LITERATURE SURVEY

CONSTRUTION

Two DC motors, one with bigger diameter and anotherwith smaller diameter. The smaller diameter DC motoris placed on top of the bigger diameter DC motor.Laser lights are fixed in 360⁰ on the surface of bothmotors. Two reflecting adjustable mirrors are placedabove the motors in a pyramid shape. This totalarrangement is fixed to the wall facing the windowsinside any kind of buildings.

If the same motors, without reflecting mirrors, are set tofloat in water surface of the pond or lake, it will avoidthe birds and insects from polluting the water.

WORKING PRINCIPLE FOR ANY KIND OFBULIDING

When the power enters the DC motors, the laserlights in the bigger diameter DC motor works inclockwise direction and the laser lights in the smallerdiameter DC motor works in anticlockwise directionand this light is reflected towards the window panel toform a net by pattern. This laser lights does not allowsany kind of insects or mosquito to enter the building.

WORKING PRINCPLE FOR PONDS OR LAKE


61 ISBN 978-93-86770-41-7

The 2 DC motors without reflecting mirrors ismade to float in the water surface. When thepower enters the motors the bigger diameter DC motorwith the laser lights rotates clockwise direction andsmaller diameter works in anticlockwise direction,

which forms a net kind of laser light surface abovethe water level. This does not allow the insects andbirds to pollute the water.

WORKING PRINCPLE FOR AGRICULTURE

It is similar to the design for ponds, but it willbe fixed at a height of plants, similar

arrangements can be fitted at 4 or 5 places( one at the center, and others at the four sidesof the agricultural area which act like a virtualnet). This arrangement will prevent insects,Birds, and other creatures from entering theagricultural field.

PROPOSED SYSTEM

CLAIM

Design and arrangement of the Pestpreventer system.

When the power enters the DC motors, thelaser lights in the bigger diameter DC motorworks in clockwise direction and the laserlights in the smaller diameter DC motor worksin anticlockwise direction and this light isreflected towards the window panel to form anet by pattern. This laser lights does notallows any kind of insects or mosquito to enterthe building

In both the DC motors are at 360 anglenano laser lights are fixed (in every degreelaser lights are fixed and lights will befocused in different directions by a key).

This system is having two angular motiondiscs. These discs are rotatable one inclockwise another in anti-clockwise, thisrotary motion is given by the DC motor thathave laser light 360° with equal distance(lights will be focused in different directionsby a key).

Near the motor adjustable reflecting mirrors arefixed. This adjustable reflecting mirror is fixed in

such a way so that laser light surface is formed in anet pattern.

Adjustable reflecting mirror are fixed in the top andnearer to the motors. the system is placed parallel to thewall. such a way that the laser light surface formed anet pattern by the adjustable mirror (the vibrated netcan adjusted to the required distance by using theadjustable mirrors)

Design for focusing light in different direction.

When the power supply is given to the system. the discsstart to rotate by means of DC motor and also the laserlights are lighting and form the net by means of theadjustable reflecting mirror. the mirrors are fixed on theboth side and bottom surface of the window in home.whereas for ponds it will be without mirror.

5 Design of variable disc fixture.

DESIGN OF DISC FIXTURE FOR PONDS ORLAKE

The 2 DC motors without reflecting mirrors is madefloat in the water surface. When the power enters themotors the bigger diameter DC motor with the

laser lights rotates clockwise direction and smallerdiameter works in anticlockwise direction, which formsa net kind of laser light surface above the water level.This does not allow the insects and birds to pollute thewater

DESIGN OF DISC FIXTURE FORAGRICULTURE

It is similar to the design for ponds, but it will be fixed ata height of plants, similar arrangements can befitted at 4 or 5 places ( one at the center, and others atthe four sides of the agricultural area which act like a

virtual net). This arrangement will prevent insects, Birds,and other creatures from entering the agriculturalfield.

WORKING PRINCIPLE FOR ANY KIND OFBULIDING


62 ISBN 978-93-86770-41-7

The figure indicated above accompanies the abstract.

Drawing sheet 1.

Drawing sheet 2.

The figure indicated above accompanies the abstract.


63 ISBN 978-93-86770-41-7

METHODOLOGY

.

TESTING AND RESULTS

CONCLUSION:

This pest preventer is superior to any existing systemsfor the same purpose.

The advantages of this new pest preventer are over theexisting systems are listed below:

.

REFERENCES

Gould, R. Gordon (1959). "The LASER, LightAmplification by Stimulated Emission of Radiation". InFranken, P.A.; Sands R.H. (Eds.). The Ann ArborConference on Optical Pumping, the University of

Michigan, 15 June through 18 June 1959. p. 128.OCLC 02460155. "laser". Reference.com. Retrieved May 15, 2008. "Four Lasers Over Paranal". www.eso.org. EuropeanSouthern Observatory. Retrieved 9 May 2016. Conceptual physics, Paul Hewitt, 2002 "Schawlow and Townes invent the laser". LucentTechnologies. 1998. Archived from the original on October17, 2006. Retrieved October 24, 2006.

Pest preventer Existing PestController

Eco Friendly. Polluted.

There is no bad odour. Bad Odour is High.

For life long. Use & throw.

For home ,

agriculture , aquaculture

Only for home.

Highly Safe. Very dangerous,

particularly for

Children.


64 ISBN 978-93-86770-41-7

COMPUTATIONAL ANALYSIS OF NON-

NEWTONIAN BOUNDARY LAYER FLOW

PAST A HORIZONTAL CYLINDER WITH

PARTIAL SLIP

Seela Sainath4th B.Tech Student, Department of Mechanical Engineering

Madanapalle Institute of Technology &ScienceMadanapalle-517325, Andrapradesh, India

E-mail: [email protected]

A. Subba Rao*Assistant Professor, Department of MathematicsMadanapalle Institute of Technology &Science

Madanapalle-517325, Andrapradesh, IndiaE-mail: [email protected]

Abstract:

The present study deals with a two dimensional boundary layerflow of a Prandtl non Newtonian fluid past a horizontal cylinder. Thecylinder surface is maintained at a constant temperature. Theboundary layer conservation equations, which are parabolic in nature.The governing partial differential equations (PDEs) are transformedinto highly nonlinear coupled, non-similar PDEs consisting of themomentum, energy equations via appropriate non similaritytransformations. These transformed conversation equations aresolved subject to appropriate boundary conditions with a second-order, accurate finite difference method of the implicit type calledKeller-box finite difference scheme. The influence of thermal slipparameter and hydrodynamic slip parameter on velocity, temperaturedistributions is visualized graphically. The simulation is relevant topolymer coating thermal processing. Polymeric enrobing flows areimportant in industrial manufacturing technology and processsystems.

Keywords: non-Newtonian fluids; Thermal and Hydrodynamic slip;Keller box finite difference scheme.

I. INTRODUCTION

Transport processes in porous media can involve fluid,heat and mass transfer in single or multi-phase scenarios. Suchflows with and without buoyancy effects arise frequently inmany branches of chemical engineering and owing to theirviscous-dominated nature are generally simulated using theDarcy model. Applications of such flows include chip-basedmicrofluidic chromatographic separation devices (Dorfman etal. 2002)[1]. Porous media flow simulations are also critical inconvective processes in hygroscopic materials (Turner et al.1998)[2], electro remediation in soil decontaminationtechnique wherein an electric field applied to a porous

medium generates the migration of ionic species in solution(Pomes et al. 2002)[3]. Both Darcian and Darcy-Forchheimer(inertial) models have been employed extensively in radiative-convection flows in porous media, Takhar et al. (1998)[4]used an implicit difference scheme and the Cogley-Vincenti-Giles non-gray model to simulate the radiation-convection gasflow in a non-Darcy porous medium with viscous heatingeffects, Nagaraju et al. (2001) [5] used the Schuster-Schwartzchild two-flux radiative model and the Blottner finitedifference scheme to investigate the combined radiative andconvective heat transfer in a medium with variable porosity,Takhar et al. (2003)[6] employed a Runge-Kutta-Mersonshooting quadrature and the Rosseland diffusion algebraicradiation model to analyze the mixed radiation-convectionflow in a non-Darcy porous medium, showing thattemperature gradients are boosted with radiative flux. Morerecently Chamkha et al. (2004) [7] studied the influence ofthermal radiation on steady natural convection in aviscoelastic-fluid saturated non-Darcian porous medium usingthe Keller Box numerical scheme. Temperatures were seen tobe substantially boosted with an increase in radiativeparameter. Hossain and Pop (2001) [8] studied radiationeffects on free convection over a flat plate embedded in aporous medium with high-porosity. Takhar et al. (2002) [9]reported natural convection on a vertical cylinder embedded ina thermally stratified high-porosity medium.

The above articles have generally been confined toviscous-dominated transport in porous media. At highervelocities the Darcian model is insufficient for simulatingtransport inertial effects are invoked. These are frequentlysimulated with the Forchheimer second order model alsoknown as the quadratic drag model. The generalized


65 ISBN 978-93-86770-41-7

formulation employed in fluid mechanics of porous media hascome to be known as the Darcy-Forchheimer model. Otherapproaches have also been developed and these fall into therealm of non-Darcy flow models. Although there are moresophisticated approaches available for mimicking porousmedia drag effects at higher Reynolds number, these requireintensive computational analysis.

In many polymer manufacturing processes, various typesof wall slip may airse. These are generally ignored in theNavier-Stokes viscous Newtonian model. However theycannot be neglected when non-adherence arises related tomolecular properties of the polymer. Slip flows may also beencountered in lubrications systems [10], [11], micro-scaleelectro-osmotic devices [12], thermodynamic micro-devices(where frequently a Knudsen number is employed) [13], bio-nano-polymer extrusion processes [14], additivefluoropolymer reinforced plastic fabrication [15] and slidinglubrication [16]. Prasad et al. [17] utilized a finite differencemethod to compute the heat and momentum transfer inenrobing boundary layer slip flow from a cylinder with aviscoplastic model.

To the authors’ knowledge no studies have thus far beencommunicated with regard to thermal convection from acylinder in porous media. The objective of the present paper istherefore to analyze the development of steady boundary-layerflow and heat transfer in saturated, isotropic, homogenousporous media, for the case of a horizontal cylinder. A non-similarity solution is developed. The Keller-box differencescheme is used to solve the normalized boundary layerequations. The present problem has to the authors’ knowledgenot appeared thus far in the scientific literature and is relevantto polymeric thermal enrobing processes immersed in a porousmedium.

II. MATHEMATICAL FLOW MODEL

Two-dimensional, steady state, laminar magnetohydrodynamic, incompressible, non-Newtonian Prandtl-Eyring polymer flow and thermal convection in the externalperiphery of an isothermal circular cylinder is considered. Thecylinder is embedded in a porous medium of constantpermeability in all directions (isotropic). Thermal dispersionand stratification effects are ignored. A radial magnetic fieldof constant strength is applied and the cylinder is electricallynon-conducting so that current density vanishes at the surface.Both thermal and momentum slip (to first order) are present atthe cylinder surface. Magnetic Reynolds number is sufficientlysmall to negate induced magnetic field produced by themotion of the conducting fluid. Thermal buoyancy is present.However non-linearity is considered and therefore simulatedwith the non-Bousssinq model. The physical model is depictedin Fig. 1. The Cauchy stress tensor for a Prandtl-Eyring fluid

following Iftikhar and Rehman [18] and Joseph [57] is definedas:

T pI S (1)

Where p is the fluid pressure, I is the identity tensor, is

the dynamic viscosity and S is called the extra stress tensorof non-Newtonian Prandtl-Eyring- fluid which follows ahyperbolic distribution as defined below:

1 21

12

1

1 1sinh ( )

2

1( )

2

A tr AC

S A

tr A

(2)

In the above equation, A, and C are fluid parameters and A1 isrelated to the strain tensor. Further details of thethermodynamics of the Prandtl-Eyring model are given inJoseph [19]. A rigorous proof of the physical viability of thismodel is also available in Breit [20], in particular the existenceof solutions for polymeric flows.

The fluid properties are considered constant except densitychanges which produce buoyancy forces. Density variation isextended to a second order approximation with the non-linearBoussinesq approximation for improved analysis of non-linearconvection of heat transport [21] i.e.

20 1f f fT T T T . (3)

Fig 1: Physical Flow diagram

Where all parameters are defined in the nomenclature.Implementing the relevant terms from the above expressionswith linear Darcy and quadratic Forchheimer porous mediadrag terms, employing boundary layer approximations, theprimitive equations for the steady, incompressible electrically-


66 ISBN 978-93-86770-41-7

conducting Newtonian viscous fluid flow from a cylindersurface when modified for the magnetic body force effect canbe shown to take the form:

0u v

x y

(4)

22 2

2 3 2

20 1

220

2

( ) ( ) sin

u u A u A u uu v

x y C y C y y

xg T T T T

a

Bu u u

K

(5)

2

2

T T Tu v

x y y

(6)

The boundary conditions modified for first order

hydrodynamic and thermal slip (at the cylinder surface) are:

At 0 00, , 0, w

u Ty u N v T T K

y y

, 0, 0,y u v T T (7)

Here 0N is the velocity slip factor, 0K is the thermal slip

factor and T is the free stream temperature.

For 0 00N K , one can recover the classical no-slip case.

The dimensional stream function is defined by

uy

and vx

, and therefore, the continuity

(mass conservation) eqn. (3) is automatically satisfied. Inorder to write the governing equations and the boundaryconditions in dimensionless form, the following non-dimensional quantities are introduced:

1/41/4

30

3

, , ( , ) ,

( )( , ) , w

w

x yGr f

a x Gr

g T T aT TGr

T T

2 20 1

0

( )Pr , , wB a T T

M NcGr

(8)

=A/ μC, =Uo3/3C2aμ.

The Prandtl-Eyring model clearly features two parametersabsent in Newtonian models, namely i.e. Prandtl fluidparameter (an inverse viscosity function) and (elasticparameter).The emerging momentum and heat (energy)conservation equations in dimensionless from assume thefollowing form:

2 2 2 11

sin1 (9)

f f f f ff M fDa

f fNc f f

1

Pr

ff f

(10)

The transformed dimensionless boundary conditions arereduced to:

At 0, 0, (0), 1 (0)f Tf f S f S As , 0, 0f (11)The skin-friction coefficient (cylinder surface shear stress) andthe local Nusselt number (cylinder surface heat transfer rate)can be defined, respectively, using the transformationsdescribed above with the following expressions:

3 3 34 (0) ( ( ,0))3fC Gr f f

(12)

1/4 ( , 0)Gr Nu (13)

III. NUMERICAL SOLUTION

In this study the efficient Keller-Box implicitdifference method has been employed to solve the generalflow model defined by equations (7) – (8) with boundaryconditions (9) and this system is developed by Cebeci andBradshaw [22]. The numerical results are affected by thenumber of mesh points in both directions. After some trials inthe η-direction a larger number of mesh points are selectedwhereas in the ξ direction significantly less mesh points areutilized. ηmax has been set at 16 and this defines an adequatelylarge value at which the prescribed boundary conditions aresatisfied. ξmax is set at 3.0 for this flow domain. The computerprogram of the algorithm is executed in MATLAB running ona PC. The method demonstrates excellent stability,convergence and consistency, as elaborated by Keller [23].

The fundamental phases intrinsic to the Keller Box Schemeare:

1. Reduction of the Nth order partial differential equationsystem to N first order equations2. Finite Difference Discretization


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3. Quasilinearization of Non-Linear Keller AlgebraicEquations4. Block-tridiagonal Elimination of Linear Keller AlgebraicEquations

This method gives better results than the other methods. Itgives accurate results. This method is useful to find thesolutions of non-similarity problems.

It has the following advantages:

1) Keller Box discretization is fully coupled at each time stepis a reflection of the physics of parabolic systems.2) It allows the discretization of physics and calculus exactlyso that the resulting numerical methods and discrete solutionscannot violate any physical or mathematical principles.3) It is simpler than the vast majority of other interpolationschemes. Different interpolations can lead to finite volume,finite difference, or finite element type methods. Themathematical foundations of the Keller Box scheme make itfar more robust as it employs a solid, dependableinterpolation choice – piecewise constant and linear functionsin the cells.4) In the Keller-Box scheme the spatial integration is exactand does not require an approximation. For thermal boundarylayer problems, it has the advantage therefore that the heatcapacity and velocity flux are assumed to be known.5) Keller’s box method has a second order convergence rateand is faster and cheaper to implement than the finite volumemethod.6) A symmetric matrix can be generated so that a fastconjugate gradient algorithm can be used to obtain a solution.Second order spatial and temporal accuracy on genericunstructured meshes is achievable also and the computationalcost per solver iteration to obtain a desired accuracy issignificantly lower than classical Finite Volume schemes.

IV. RESULTS AND DISCUSSIONS

Fig. 2 a shows that increasing momentum slip decreasespolymer fluid velocity near the cylinder surface, whereasfurther into the boundary layer transverse to the cylindersurface there is an increase in flow velocity with momentumslip (Sf). This is associated with the re-distribution in linearmomentum. A marked decrease in temperature accompanies anincrease in hydrodynamic slip, as observed in fig. 2b. Thermalboundary layer thickness is therefore reduced with greater firstorder velocity slip at the wall. Figs. 3a,b reveals that thermalslip (ST) has a more complex influence on velocity andtemperature distributions. Initially near the cylinder surfacegreater thermal slip generates a strong deceleration in theboundary layer flow whereas further from the surface it inducesa weak acceleration. These trends have been computed withother non-Newtonian models by for example Latiff et al. [24]for micropolar fluids. The presence of thermal slip also has aninfluence on free convection currents in the regime, inparticular at and near the wall, although its influence decays

with distance away from the wall (cylinder surface).Temperatures are significantly decreased at and near the wallwhereas they are slightly elevated towards the free stream. Fig.4a shows that increasing Prandtl fluid parameter ( ) increasesthe flow velocity near the cylinder; however further into theboundary layer the opposite effect is induced and flow isdecelerated. The decreasing viscosity associated withincreasing Prandtl fluid parameter ( ) clearly reduces thesurface drag. However the destruction in momentum at the wallhas to be compensated for elsewhere in the boundary layer.This leads to acceleration in the polymer flow further from thewall. Fig 4b shows that temperature is consistently elevatedwith increasing Prandtl fluid parameter (). Thermal boundarylayer thickness is therefore enhanced with decreasing polymerviscosity (higher values).

(a)

(b)Fig.2: Effect of velocity slip parameter on (a) velocity and (b)

temperature


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(a)

(b)Fig. 3: Effect of thermal slip parameter on (a) velocity and (b)

temperature

(a)

(b)Fig. 4: Effect of Prandtl fluid parameter on (a) velocity and (b)

temperature

IV. CONCLUSION

Numerical solutions have been presented for multi-slipmagneto hydrodynamic convection flow of a non-Newtonianpolymer from the external surface of a horizontal cylinderadjacent to a saturated porous medium with buoyancy effects.The model developed is motivated by further elucidatingtransport phenomena in magnetic filtration systems forindustrial materials processing. The transformed two-dimensional conservation boundary layer equations have beensolved with the Keller box finite difference scheme (KBM).

(i)Increasing Prandtl fluid parameter increases skin frictionsignificantly whereas increasing elasticity parameter reducesit.(ii)Increasing momentum slip decreases skin friction, velocityand temperature.

ACKNOWLEDGMENT

The authors are thankful to the management ofMadanapalle Institute of Technology & Science, Madanapallefor providing research facilities in the campus.

REFERENCES

[1] Dorfman, K. D. and Brenner. H, ‘Generalized Taylor-Aris dispersion in discrete spatially periodicnetworks: Microfluidic applications’, Phys. Rev. E.,vol. 65, pp. 20-37, 2002.

[2] Turner, I.W., Puiggali. J.R. and Jomaa. W., ‘Anumerical investigation of combined microwave andconvective drying of a hygroscopic porous material: astudy based on pine wood’, I ChemE J. Chemical


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Engineering Research and Design, vol. 76, pp. 193-209, 1998.

[3] Pomès, V., Fernández. A. and Houi. D,‘Characteristic time determination for transportphenomena during the electro kinetic treatment of aporous medium’, Chemical Engineering J., vol. 87,pp. 251-260, 2002.

[4] Takhar, H. S., Bég, O.A. and Kumari, M.Computational analysis of coupled radiation-convection dissipative non-gray gas flow in a non-Darcy porous medium using the Keller- Box implicitdifference scheme, Int. J. Energy Research, vol. 22,pp. 141-159, 1998.

[5] Nagaraju, P., Chamkha, A. J., Takhar, H. S.,Chandrasekhara, B.C. Simultaneous radiative andconvective heat transfer in a variable porositymedium, Heat and Mass Transfer J., vol. 37, pp. 243–250, 2001.

[6] Takhar, H. S., Bég, O.A., Chamkha, A. J., Filip, D.,Pop, I., Mixed radiation-convection boundary layerflow of an optically dense fluid along a vertical flatplate in a non-Darcy porous medium, Int. J. AppliedMechanics Engineering, vol. 8, pp. 483-496, 2003.

[7] Chamkha, A. J, Takhar, H. S., Bég, O.A., Radiativefree convective non-Newtonian fluid flow past awedge embedded in a porous medium, Int. J. FluidMechanics Research, vol. 31, pp. 101–115, 2004.

[8] Hossain, Md. A., and Pop, I., studied radiation effectson free convection over a flat plate embedded in aporous medium with high-porosity, Int. J. Therm.Sci., vol. 40, pp. 289-295, 2001.

[9] Takhar H. S., Chamkha A. J., and Nath G., Naturalconvectioon a vertical cylinder embedded in athermally stratified high-porosity medium, Int. J.Therm. Sci., vol. 41, pp 83-93, 2002.

[10] K. Gururajan and J. Prakash, Effect of velocity slip ina narrow rough porous journal bearing, Proceedingsof the Institution of Mechanical Engineers, Part J:Journal of Engineering Tribology, 217, 59-70 (2003).

[11] M. P. Kumar, Investigation of velocity slip effect onsteady state characteristics of finite hydrostaticdouble-layered porous oil journal bearing,Proceedings of the Institution of MechanicalEngineers, Part J: Journal of Engineering Tribology,229, 773-784 (2015).

[12] W.L. Li and Z. Jin, Effects of electrokinetic slip flowon lubrication theory, Proceedings of the Institutionof Mechanical Engineers, Part J: Journal ofEngineering Tribology, vol. 222, 109-120 (2008).

[13] A K Satapathy, Slip flow heat transfer in a semi-infinite microchannel with axial conduction,Proceedings of the Institution of Mechanical

Engineers, Part C: Journal of MechanicalEngineering Science, 224, 357-361 (2010).

[14] M.A.A. Latiff, M.J. Uddin, O. Anwar Bég andA.I.M. Ismail, Unsteady forced bioconvection slipflow of a micropolar nanofluid from astretching/shrinking sheet, Proceedings of theInstitution of Mechanical Engineers, Part N: Journalof Nanomaterials, Nanoengineering andNanosystems, 230, 177-187 (20150.

[15] C.W. Stewart, R.S.McMinn and K.M. Stika, A modelfor predicting slip velocity during extrusion withfluoropolymer processing additives, J. ReinforcedPlastics and Composites, 12, 633-641 (1993).

[16] Syed Ismail, M Sarangi, Effects of texture shape andfluid–solid interfacial slip on the hydrodynamiclubrication performance of parallel sliding contacts,Proceedings of the Institution of MechanicalEngineers, Part J: Journal of Engineering Tribology,228, 382-396 (2013).

[17] V.R. Prasad, A.S. Rao, N.B. Reddy, B. Vasu and O.Anwar Bég, Modelling laminar transport phenomenain a Casson rheological fluid from a horizontalcircular cylinder with partial slip, Proceedings of theInstitution of Mechanical Engineers, Part E: Journalof Process Mechanical Engineering, 227, 309-326(2012).

[18] N. Iftikhar and A. Rehman, Peristaltic flow of anEyring Prandtl fluid in a diverging tube with heat andmass transfer, International Journal of Heat and MassTransfer, 111, 667-676 (2017).

[19] D.D. Joseph, Fluid Dynamics of Viscoelastic Liquids,Springer, New York (1990).

[20] D. Breit, Existence Theory for GeneralizedNewtonian Fluids, Chapter 4, Prandtl–Eyring fluids,89–97, Academic Press, New York (2017).

[21] Hung KS and Cheng C-H, Pressure effects on naturalconvection for non-Boussinesq fluid in a rectangularenclosure, Numerical Heat Transfer, Part A:Applications, 41, 515-528 (2002).

[22] Cebeci T., Bradshaw P., Physical and ComputationalAspects of Convective Heat Transfer, Springer, NewYork (1984).

[23] Keller, H.B. A new difference method for parabolicproblems, J. Bramble (Editor), Numerical Methodsfor Partial Differential Equations (1970).

[24] M.A.A. Latiff, M.J. Uddin, O. Anwar Bég andA.I.M. Ismail, Unsteady forced bioconvection slipflow of a micropolar nanofluid from astretching/shrinking sheet, Proceedings of theInstitution of Mechanical Engineers, Part N: Journalof Nanomaterials, Nanoengineering andNanosystems, 230, 177-187 (20150.


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SOLAR REFRIGERATION EFFECT BYUSING FRESNEL LENSE AND STRILLING

ENGINEK.LOKESH, C.MOUNIKA, C.SIREESHA

PGscholar ,department of Mechanical engineering, Golden valley integrated campus,Angallu,Chitoordistrict,AP .

E-mail:[email protected],[email protected],[email protected]

ABSTRACT:The refrigeration system consumes moreenergy by using a electrical source. In this paperrefrigeration effect created by using the solar energy asthe source. The solar energy is a renewable energy.There are different types of technologys to convertsolar energy to refrigeration effect. The review coverssolar, light energy, mechanical energy and new otheremerging technologies. In this system the solar thermalenergy create the refrigeration effect by using theFresnel lens and Stirling engine.. The principle of aFresnel lens is that the spread of light does not changeinside a medium. Instead, light rays are only deviatedat the surfaces of a medium, it will generate the heat upto 1800ºc.

Stirling engine is an External combustion engine whichconverts the thermal energy into mechanical energy. Inthis system we are converting light energy into thermalenergy by using Fresnel lens and then thermal energyto mechanical energy by using Stirling engine. TheStirling engine connected to a compressor. The lowtemperature and low pressure refrigerant vapourenters to compressor and it is compressed to a hightemp andhigh pressure, after then the vapour enters tothe condenser, the rifrigent vapour cooled and thevapour is converted into liquid. The expansion valveallows liquid refrigerant and reducing the temperatureand pressure. After that it enters to the evaporator inwhich refrigerant is at high temperature and lowpressure is evaporated changed to vapour. The cyclewill be repeated.

KEY WORDS: solar energy, Fresnel lens, Stirlingengine, Refrigerator

INTRODUCTION:

In a now days energy increases with the growing populationbecause of this lack of fossil fuels all are researching inrenewable energy sources. The renewable energy sourcesare solar energy, wind energy, wave energy,geo-thermalenergy. A sun energy is most economical and easily

available. The solar energy is available in entire world withfree of cost. In our system using the sun energy for therefrigeration process. Solar radiation energy in converted Into heat energy by concentrating collector like Fresnel lensand these heat energy focusing in a Stirling engine.Stirlingengine is a External combustion engine in converts thermalenergy into mechanical energy. This Stirling is coupled torefrigerator for creating the refrigerant effect.

MAIN COMPONENTS:

1. Fresnel lens

2.Stirling engine

3. vapour compression system

a. compressor

b. condenser

c. expansion valve

d. evaporator

1. Fresnel lens:

Fig.1 Fresnel lens


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Fresnel is converts the light energy into the form ofheat energy. Fresnel lens used are solarconcentrators. Fresnel lens offer high opticalefficiency along with minimum weight and less cost.The lens is the essential chain of prisms. Each prismrepeats the slope of the lens surfaces. The Fresnellens is initially observe the solar rays andconcentrated at one point. The intensity of solar raysproduce high heat at the point of concentration theheat developed up to 1800ºc temperature.

There are mainly two types of Fresnel lens:

1. Imaging type Fresnel lens

2. Non-imaging type Fresnel lens.

Imaging Fresnellenses: The imaging Fresnel lenshave the portions with bended cross-areas and itdelivered sharp images.

Non-imaging Fresnel lenses:Non-imaging Fresnellenses quietly opposite to the imaging lenses. Non-imaging Fresnel lenseshas segments with flat cross-sections.It’snot create sharp images.

As the segments increases in the lenses, the twotypes of lens become appears more similar to eachother. In the imaging and non-imaging lenses ifincreasing the no of segmentsthe distinction amongstbended and level portions vanished.

Some type of imaging Fresnel lens discussed below

Imaging type of Fresnel lens:

1.speherical

2.cylindrical

Spherical shaped Fresnel lens:These is a simple type of imaging Fresnel lens,these lenses usingring-shaped segments at the endthat are at each portion of the sphere, these all solarrays focuses at a single point. This spherical type ofimaging focal point creates a sharp picture, despitethe fact that not exactly in light of the comparablebasic round focal point because of diffraction at theedges of the edge.

Cylindrical shaped Fresnel lens:The cylindrical Fresnel lens is a typeofsimple cylindricallens, uses a straight segmentsalong with circular cross-section, the solar raysconcentrating light on a single line. This sortdelivers a sharp images, in spite of the fact that notexactly in view of the identical straightforward tubeshaped focal point because of diffraction at theedges of the edges.

The non-imaginglenses mainly two types.

Non-imaging type of Fresnel lens:

1. Spot

2. linear

Spot:In spot Fresnel focal point utilizes ring-shapedfragments with cross segments that are straight linesthan roundabout circular segments.Such a spot focalpoint can concentrate light on a little spot. Becauseof that they don't create a

sharp image. These focal points have application insun powered power.

Linear:In a linear type of non-imagingFresnel focal pointutilizes straight portions whose cross segments arestraight lines instead of circular segments. Theselinear type of non-imaging Fresnel lenses ,althoughthe solar rays focus light onto a narrow band, Thestraight sort non imaging Fresnel focal point don'tdeliver a sharp image, however it can be utilized as apart of sun oriented power, for example, forconcentrating daylight on a pipe.

Fig2.the solar rays applied on Fresnel lens


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Fig3.diffierence between conventional lens andFresnel lens

STIRLING ENGINE:

A Stirling engine is an External combustion heatengine, it is worked on cyclic compression andexpansion of working fluid at different temperatures,that there is a net conversion of heatenergy tomechanical work. In this using the air as a workingfluid. Actually the Stirling engine is a closed-cycleengine.it is regenerative heat engine.with apermanently gaseous working fluid. It have a highefficiency compare toother steam engines.it gives50% efficiency. The Stirling engine is likewise ableto do calm operation and we can utilize any heatsource to change over the thermal energy intomechanical energy.The heat energy source is createdouter to the Stirling engine as opposed to by internalburning as thermal Otto cycle or diesel cycle Theheat energy source is created outer to the Stirlingengine as opposed to by internal burning as thermalOtto cycle or diesel cycle.

Fig4.working of Stirling engine

Thereare the Stirling engine mainly classified asthree major types ,thatarerecognized by the way theymove the air between the hot and cold zones.

Alpha configuration:

1. Thealphaconfiguration type of Stirling enginehastwopowerpistons;oneplacedin hotcylinder,another one is placedinacoldcylinder.Thegasisdrivenbetweenthetwobythepistons.itistypicallyinaV-formationwiththepistonsjointhesamepointonacrankshaft.

Beta configuration:

2. Thebetaconfiguration type of Stirlingenginehasasinglecylinderwitha hot end and acoldend.itcontains the power pistonandadisplacer.Thatgasdrivesbetweenthehot end andcold ends areas. It is commonly used with a rhombicdrive to achieve the phase difference between thedisplacerandpowerpistons. Buttheycanbejoined90degreesoutofphaseonacrankshaft.

Gamma configuration

3. The configuration has two cylinders onecontainingadisplacerwithahotandanotheracoldend,oneforthepowerpiston.theyarejoinedtoforma singleplace with the same pressure in bothcylinders.thepistonsaretypicallyinparallelandjoined90degreesoutofphaseonacrankshaft.

Alphaconfigurationoperation:


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The alpha Stirling contains two power cylinders inindependent chamber. One is hot and another iscool. The hot cylinder is mounted inside the hightemperature heat exchanger. and the cold cylinderismounted inside the low temperature heatexchanger. The alpha type of engine has high powerto volume ratio. And has a some technical problemsis the high temperature of the piston and thedurability of the seal. In real practice the cylinder forthe most part conveying a huge protecting head tomove seals far from the hot zone to the detriment ofsome extra dead space. An angle of 90°frequentlylocks.

Beta configuration operation:

It has a single power piston the piston is mountingwithin the same cylinder on the same shaft as adisplacer piston. The displacer piston has loose fitand piston don't separate any power from theextended gas yet just the piston serves to carry theworking gas between the hot and cold region heatexchanger. At the point when the working air ispushed to the hot end of the cylinder the gas willextends and pushes or moves the power piston. Atthe point when the piston is pushed to the coldend ofthe chamber and the gas will contracts and theenergy of the machine, generally improved by aflywheel, pushes the power piston the otherapproach to compacting the gas. When the alpha, thebeta Stirling engine stays away from the specializedissues of hot moving seals.In the event that theregenerator is utilized as a part of a beta engine, it isnormally in the position of the displacer and moving,regularly volume of wire mesh.

Gamma configuration operation:

It is same as to thebeta engine, in that the powerpiston is mounted in a different cylinder a long sidethe displacer piston cylinder, however it is as yetassociated with a similar flywheel The gas betweenthe two chambers can stream unreservedly andeffectively amongst them and remains asinglebody..The gammaconfigurationproducealowcompressionratio .

Stirling engine cycle:

The Stirling cycle comprises of 4 thermodynamicprocedures following up on the working fluid

Fig 5 the Stirling engine cycle

1. Isothermalexpansion: In the isothermalextension space and connected with heat exchangerare keep up at a consistent high temperature, and thegas experiences a close isothermal expansionretaining heat from the hot source.

2. Constantvolume:

The gas is gone through the regenerator, where itcools, exchanging heat to the regenerator for nextcycle.

3.Isothermal compression:

The compression space and related heat exchangerare kept up at constant temperature so the gas undergoes close isothermal compression dismissing heatto the cool sink.

4. Constant-volume(known as iso-volumetric orisochoric) heat-addition. The gas goes back throughthe regenerator where it recover a great part of theheat transfer in 2, heating up on its way to theextension space.

Vapour compression refrigeration system:Thevapour compression refrigeration has four essentialparts:

1.compresssor

2.condensor

3.expansion

4.evaporator

1.compressor:


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The low pressure and low temperature vaporrefrigerant from the evaporator is drawn into thecompressor through the suction valve.in thecompressor the vapor refrigerant is compressed to ahigh pressure and high temperature. the highpressure and high temperature vapor refrigerant isreleased or gone into the condenser through theconveyance or release valve.

2. Condenser: the main purpose of condenser iscooling, and phase formation vapour into liquid. Inthe condenser consists of coils of pipe in which thehigh pressure and high temperature vapourrefrigerant is cooled and condensed and vapourrefrigerant converted into liquid refrigerant.

3. Expansionvalve: the expansion valve allows theliquid refrigerant under high pressure .theexpansionvalve reducing its pressure andtemperature.

4. Evaporator:Anevaporator consists of pipe inwhich the liquid-vapour refrigerant at low pressureand low temperature is evaporated and changed intocompletely vapour refrigerant at low pressure lowand temperature.

Fig6.schematic diagram for vapour compressionrefrigeration system

Vapour compression cycle:

P23 2

P P1 4 1

h fig7. p-h diagramt2

T

T1 4 1

S

Fig8.t-s diagram

1.compressionprocess:

The vapor refrigerant at low pressure andtemperature from the evaporator to be sucked to thecompressor where it is compressed isentropically.thepressure raises from p1 to p2 andtemperature raisesfrom t1 to t2 individually. The work done inisentropic process is w=h2-h1

2.condensing process:

The high pressure and high temperature is gonethrough the condenser where it is totally dense atconsistent pressure and temperature. thevaporrefrigerant is changed into liquid refrigerant.

3.Expansion process:the liquid refrigerant at highpressure and temperature is expanded by throttlingprocess through the expansion valve to a lowpressure .at the end of the expansion the pressurewill decreases. Some of the liquid refrigerantevaporates a it passes through the expansion valve.

4.vaporisingprocess: the liquid-vapour mixture ofthe refrigerant is evaporates and the liquid phasechanges into vapour . During the evaporation, theliquid-vapour refrigerant absorbs its latent heat ofvaporization from the medium which to be cooled.The heat which is absorbed by the refrigerant iscalled refrigerant effect.

RE=h1-h4=h1-hf3

Hf3=e=enthalpy of liquid refrigerant leaving thecondenser

COP=refrigerant effectWork done

= h1-h4 = h1-hf3

h2-h1h2-h1

LITERTAURE REVIEW:Franz Trieb has worked in the field of sustainablepower sources since 1983,his research on thesunlight based vitality is sun oriented power theresponse to the regularly developing issues of anEarth-wide temperature boost and drainingpetroleum product supplies? In the first of two


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articles Hans Müller-Stein Hagen and Franz Tribeclarify the standards and advancement ofconcentrated sunlight based power and blueprint itssignificant potential for reducing the consistentweight on our current assets.Kouzourokitamura,kiyohikotsukumo their researchon the running of Stirling engine with the assistanceof Fresnel focal point is, a sunlight based heat useStirling engine control age plant is constituted by aFresnel focal point for gathering a sun poweredwarmth, a quartz glass light managing fiber forcontrolling a warmth source gathered by the Fresnelfocal point and having a temperature betweenaround 600° C andaround 2000° C. to apredetermined place, a Stirling engine driven by thewarmth source from the light managing fiber , and apower generator driven by the Stirling engine . Isaotakeshita,nobuhikowakamastu,Eijiando,hiroyoshitanaka their exploration on thesunlight based refrigeration on The present creationidentifies with a change of a sun orientedrefrigeration framework.The sun powered refrigeration framework has beenenhanced by consolidating a sun based gatherergenerator and a heat exchanger into one unit toexpand the execution productivity of the frameworkby eliminating heat losse. The sun oriented gatherergenerator contains a tube and header course ofaction including a majority of twofold walled tubes,each comprising of an external pipe and an internalpipe, the inward pipe characterizing a section for ahigh temperature refrigerant-lean or feeblearrangement, though, the external and internal tubescharacterizing there between an entry for a lowtemperature refrigerant-rich or solid arrangement.

Working principle:

Fig9.schematic diagram for vapour compressionsystem by using Fresnel lens and Stirling engine.

A Fresnel lens is a lens which is concentrating solarrays at a certain point it will produce maximum1800ºc.A Fresnel lens observe the light energy andthis light energy is converted in to heat energy.Theseheat energy applied on a Stirling engine, Stirlingengine is external combustion engine, the operatescyclic compression and expansion. An air is aworking fluid. The Stirling engine is converts theheat energy in to the mechanical energy. The Stirlingengine is connected to the compressor, in thecompression stroke the piston moves forward andthe air is compressed in to compressor. In acompressor the vapour is compressed to a highpressure and hightemperature from evaporatordrawn in to compressor. The high pressure and hightemperaturevapour passed to condenser and it iscompletely cooled at constant pressure andtemperature. The vapour will be changed in to liquidin condenser. The liquid at high pressure and hightemperature is expanded in expansion valve to lowpressure and low temperature. some of liquid will beevaporate in the expansion valve. The liquid vapouris evaporated and changed in to vapour ,again thevapour passed compressor ,the cycle will berepeated.Advantages of the system:1.solar energy is freely available with the free ofcost.2.The cost of equipment is low compared to anothersolar refrigerators3.less maintenance is required.4.No need of electrical power.Applications:Industrial purposeDomestic purposeVapour compression systemVapour absorption systemConclusion:The following conclusion obtain from mydissertation work.in the system we concluded thatthe solar refrigeration system is more efficient thanthe other energy sources.it is low cost thanconventional refrigeration systems and the design issimple, easy to construct the cost of the maintains islow .

Future scope:1.if the generator used for equipment to store theenergy we can use in night times and home purposesalso.2.the heat produced by Fresnel lens is1800ºc,actually for the refrigeration system 300 ºc


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is enough, thess remaining heat will be used for theanother useful work.

REFERENCESES:1.Purohit I, Purohit P. Techno-economic evaluationof concentrating solar power generation in India.Energy Policy2010;38:3015-30292.RiceHD.solar energy converter and elongatedFresnel lens elementUSA,patent no.4,011,857:1977.3.TiangZM.reflections on energy issuses inchina.journal of shanghai tiaotung university2008/13(3):257.744.Szulmayerw.solar strip concentrator.solar energy1973:14(3):327.355.Szulmayerw.solar concentrator USA patentno.4,230,094:19806.http://www.sciencedirect.com/science/article/pii/S01407007070014787.K Kitamura, K Tsukumo –solar heat utilizationStirling power generation plant US Patent 6,775,982,2004.8.DSKim, CAI Ferreira - International Journal ofsolar refrigeration, 2008 - Elsevier


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EVALUATION OF MECHANICALANDTRIBOLOGICAL PROPERTIES OF Al 5083

- ZrSiO4 - TiO2HYBRID COMPOSITEMr.T.Hariprasad1,Dr.K.Srinivasan2, Dr.Channankaiah3,S.Rajeshkumar4,

1Asst Professor, Department of Mechanical Engineering, Adhiyamaan College of Engineering, Hosur, India2Professor, Department of Mechanical Engineering, Adhiyamaan College of Engineering, Hosur-635109, India

3Head of the department, Mechanical Engineering, Adhiyamaan College of Engineering,Hosur-635109, India4 PG Student, Department of Mechanical Engineering, Adhiyamaan College of Engineering,Hosur, India.

1 [email protected],

Abstract

This project compact through the mechanical and tribological properties of Al 5083- TiO2 -ZrSiO4 with different reinforcement of3,5,7,9 wt% of ZrSiO4 and constant 5wt% of TiO2. Here the fabrication of the samples are carried out by stir casting technique. Themicrostructure of samples are examined by using SEM, EDAX. The mechanical properties like hardness and tensile are investigated.The wear test was carried out in pin-on-disc wear apparatus with different parameter like, sliding velocity, sliding distance, withdifferent load. The wear surface of the samples are examined by using SEM. The hardness of the samples are increased due to thepresents of ZrSiO4, the maximum tensile strength of the composite is up tined in Al 5083- 5% TiO2 – 5% ZrSiO4.

Keywords: Al5083, TiO2, ZrSiO4, SEM and EDAX.

1. Introduction

The Aluminium matrix composites (AMCs) reinforced withceramic particles has been widely used in aeronautical andaerospace industries due to their high specific Strength andmodulus, readily fabrication and low cost[1,2]. The Metalmatrix composites are being to their enhanced propertiessuch as hardness, tensile strength, elastic modulus andelevated temperatures, wear resistance combined withsignificant weight savings over unreinforced alloys. TheMMCs production is preferred by alloys matrix materials.They are inherent with heat resistant, wear resistant anditsproperties Gr, Al2O3, MMCs and Sic are used asreinforcements[3-5].

The Tribological properties of aluminium (Al) can besignificantly improved by the addition of hard ceramicparticles into matrix. Moreover the Tribological propertiesof these composites can be further improved by adding solidlubricant particles, namely graphite and molybdenumdisulphide, in order to produce hybrid composite[6, 7].Wearis common phenomenon of all elements having any relativemotion such as reciprocating and rotating motions of

pistons, cylinder bores, connecting rods, drive shaft, brakerotors, bearings, etc. Therefore, wear is an important aspectto be duly considered while designing with these elementsto ensure better and reliable performance in any tribologicalapplications [8, 9].

The aim of this Study is to investigate the effect find themechanical and Tribological properties of Aluminium (Al5083 / TiO2 /ZrSiO4) such as Hardness, Tensile Strength,SEM and EDAX, Wear loss of Aluminium reinforcedhybrid composites. This are studied and presented in detail.

2.Experimental

2.1 Hybrid Composite Materials and processing

Hybrid composite materials were prepared by using(Al5083+TiO2+ZrSiO4) as reinforcing materials. In thisprocess the samples of TiO2 is commonly 5% added anddifferent % of ZrSiO4, Al 5083. In this show in Table: 1.

TABLE: 1


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2.2Stir CastingThe Casting process washeated at a temperature

of850°C in the Al 5083 Composite materialand it was took atime for four hours in the furnace. Then the mixed of TiO2,and ZrSiO4preheat temperature at in 300 °C. In thismaterials mixed to Al5083 liquid at 400 rpm speed in thefurnace.After the Hybrid Composite liquid was ready. Thenit took in the furnace. It was changed in a cylinder shapeusing die.

2.3Microstructure

The cylinder ofHybrid Composite materials ratiowas (10mm length, 10 mm dia) put in a SEM and EDAX

analysis. It gave the micro level graph of Al, Zr, Ti, O2,

.Then we show the object below.

1) Al 5083 (92%) + TiO2 (5%) + ZrSiO4 (3%)

2) Al 5083 (90%) + TiO2 (5%) + ZrSiO4 (5%)

SAMPLES COMPOSITE MATERIALSHARDNESSHBW

Sample 1 Al 5083 62

Sample 2 Al 5083 + 5% TiO2 + 3% ZrSiO4 62.6



Sample 5Al 5083 + 5% TiO2 + 9%

ZrSiO457.7


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2.3Microstructure




1) Al 5083 (92%) + TiO2 (5%) + ZrSiO4 (3%)

2) Al 5083 (90%) + TiO2 (5%) + ZrSiO4 (5%)


Sample 1 Al 5083 62




Sample 5Al 5083 + 5% TiO2 + 9%

ZrSiO457.7


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2.3Microstructure




1) Al 5083 (92%) + TiO2 (5%) + ZrSiO4 (3%)

2) Al 5083 (90%) + TiO2 (5%) + ZrSiO4 (5%)


Sample 1 Al 5083 62




Sample 5Al 5083 + 5% TiO2 + 9%

ZrSiO457.7


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3) Al 5083 (88%) + TiO2 (5%) + ZrSiO4 (7%) 4) Al 5083 (86%) + TiO2 (5%) + ZrSiO4

(9%)

Fig. 3, 4: SEM and EDAX analysis of Hybrid compositematerials.


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(9%)



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(9%)



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Fig: 3, 4 SEM and EDAX image of total four samplesare show below. In this samples 10mm length, 10mmdiameter of the samples doing Scanning ElectronMicroscope (SEM) result is done.

2.4 Mechanical

2.4.1 Hardness Test

Hybrid Composite materials was test in ASTM.Then prepared theBrinell hardness test. It gave the graphlevel in below and the test average was 62.6(HBW-5/250)was best. Show in the graph. Fig : 2

2.4.2 Tensile Test

The Tensile test machine before run on the time allthe samples are input data is 12.6mm diameter, gauge lengthis 62.5mm, the samples cross section area is (124.69, 123.9,124.29, 123.7 mm²). The machine was ran after output resultin the system display Graph. In this graph are % ofElongation, Tensile strength (N/mm²), and Yield stress(N/mm2) show in the fig: 1 Finally I got this graph as outputby testing with Tensile machine.

3.Wear test analysis and in graph

Hybrid Composite materials cylinder was (30mmlength, 10mm dia) taken 12 pieces (in each sample 3) andput it a pin on disc machine. It was tested in two speed andtwo loads (speed 353, 637 rpm)(load 10, 20N). The resultwas given wear test, frictional force, and coefficient offriction. Then we make a graph level after found the SEManalysis. The graph level and SEM analysis images wasgiven below.

In this images are done the wear test pin on discsamples SEM analysis using Scanning Electron Microscope(SEM). fig : 5,6,7 show the hybrid composite materials(Al5083+TiO2+ZrSiO4) in the SEM images and AverageWear Test, Frictional Force, and Coefficient of FrictionResults are verify is done.


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2.4 Mechanical

2.4.1 Hardness Test


2.4.2 Tensile Test






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2.4 Mechanical

2.4.1 Hardness Test


2.4.2 Tensile Test






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Fig : 5 Frictional Force Test Result in SEM and Graph

Fig : 6 Coefficient of Friction test result in Graph


Fig. 5,6,7SEM images of four Samples Hybrid compositematerials in wear test samples. The graph are done the weartest, frictional force, and coefficient of friction using pin ondisc machine. The fore samples are hybrid compositematerials (Al5083+TiO2+ZrSiO4) using pin on disc machinein the Result verifies is done.


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4. Conclusion

In the Current investigation, an attempt has beencreating to study the effects of Hybrid Composite materials.The properties of Hybrid Composite materials werecharacterized using Brinell hardness tests, tensile tests;Scanning Electron Microscope (SEM) analysis, EDAX, andWear test analysis that show an increase in withstandcapacity up to the limits. Theconclusion from the currentexperimental findings are as follows:

1) The Hybrid Composite materials are tested inBrinell hardness tests machine. In this machine, the resultwas carried out average hardness values (62.6, 62.6, 52,57.7) show in the display. In this best hardness value is 62.6Al 5083 (90%) + TiO2 (5%) + ZrSiO4 (5%)HybridComposite material.

2) SEM Analysis was microstructure showed inthe samples. In these images was microstructure shown Al,Ti, O2, Zr, and SiO4.

3) Wear test analysis worked was using the pin ondisc machine. The samples are done by (30 mm length and10 mm diameter) cut and surface shine before using weartest. Wear weight reduction and friction coefficientdiminished with reducing the force applied during sliding.Also, reducing the diminishing the applied force promptedto decreasing surface depressions and scratches and thesigns of delamination mechanism. The wear resistance ofHybrid Composite created by apparatus pivot rate of 353,637 rpm was observed to be better than those of Al 5083 +TiO2 + ZrSiO4 composite at a connected heap of 10 and 20N. It ascribed to the steady, which averted metal to metalcontact and lessened the wear of the composite.

4) The pin on disc machine are tested in thesamples show the graphs are done by the wear test,frictional force, and coefficient of friction Result verify isdone.

References

1. Alizadeh M. Paydar MH. High-Strength nanoStructured Al/B4C Composite Processed by cross-rollaccumulative roll bonding mater SciEng A2012,538:14-9.

2. Sun C. ShenRJ Song M. Effects of Sintering andextrusion on the micro structures and mechanicalproperties of a SiC / Al-Cu composite, J Mater Engperform 2012:21:373-81.

3. P. Sannino and H. J. Rack, “Dry Sliding Wear ofDiscontinuously Reinforced Aluminium Composites:Review and Discussion,” Wear, Vol. 189, No. 1, 1995,pp. 1-19. Doi :10.1016/0043-1648(95)06657-8

4. BekirSadıkUnlu, ‘Investigation of tribological andmechanical properties Al2O3SiC reinforced Alcomposites manufactured by casting or P/M method’,Materials and Design 29 (2008) 2002–2008,Vol.68,pp.625-689

5. B. VijayaRamnath, C. Elanchezhian, M. Jaivignesh, S.Rajesh, C. Parswajinan, Siddique AhmedGhias,‘Evaluatio of mechanical properties ofaluminium alloy alumina–boron carbide metal matrixcomposites’. Materials and Design 58 (2014),pp. 332–338

6. C. Pai, T. P. D. Rajan and R. M. Pillai (2014),“Aluminium Matrix Composite Castings forAutomotive Applications,” Indian Foundry Journal,Vol. 50, No. 9, pp. 30-39

7. Daniel B. Miracle and Steven L. Donaldson,“Introduction to Composites”, ASM Hand Book ofComposite Materials, volume-21,pp.492-544

8. Hashim j (2010), “Metal matrix composites:production by the stir casting method”, Journal ofMaterials Processing Technology 92-93.

9. A. P. Sannino and H. J. Rack, “Dry Sliding Wear ofDiscontinuously Reinforced Aluminium Composites:Review and Discussion,” Wear, Vol. 189, No. 1, 1995,pp. 1-19. Doi :10.1016/0043-1648(95)06657-8


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Reduction of NOx using DOE Technique inSingle Cylinder G435 Engine for three wheeler

applications.

R.Jaganathan*, B.Prabakaran2 ,A.Salih Arshad3,R.Christopher4

*Professor, Department of Automobile Engineering, Hindustan University, Chennai

2Assistant Professor (SG), Department of Automobile Engineering, Hindustan University, Chennai

3Student, M.Tech scholar, Department of Automobile Engineering, Hindustan University, Chennai

4Student, B.Tech scholar, Department of Automobile Engineering, Hindustan University, Chennai

*Author for correspondence

Email:[email protected] [email protected] Mob: +919840122181

Abstract: In today’s modern world, many activities whichare being done by human beings are automated to meet

the present competitiveness. In the process there is not

only the exploitation of natural resources but also

pollution of the environment ie air, water and land to a

large extent. This paper deals with the air pollution and

how the issues related can be addressed scientifically.

The exhaust gases from the engines is the prime concern

for the air pollutants.Oxides of nitrogen (NOx), sulphur

dioxide, carbon dioxide, carbon monoxide and a complex

mixture of unburned hydrocarbons and black soot are

emitted from the tail pipes of the automotive engines

which pollutes the environment. This work is mainly to

reduce NOx pollutant from the automotive engine as the

NOx has a direct impact on irritation of eyes and also a

source for acid rain apart from depletion of plant

productivity. Catalytic converters and particulate filters

are mostly used as after treatment for CI engines to

control the limits of the pollutants from the tail pipes, but

the real ingenuity lies in achieving the same effect through

in - cylinder combustion . Optimization of the critical

factors like Nozzle tip protrusion (NTP), Static injection

timing (SIT), Bumping clearance (BC) and Swirl number

are the most important factors for achieving the optimum

combustion in engine design thus resulting in the release

of minimum level of harmful pollutants. L9(34)

Orthogonal array (OA) table is used for designing the

experiments for study of interactive models between

factors and their levels . This inference isstatistically

analyzed to decide on the best combination of factors and

their levels in achieving the lesser pollutant of nitric

oxides. It is concluded from the results that the reduction

of NOx by 22% apart from reducing the engine to engine

variation from 70% to 23% can be achieved without

increasing in the cost of manufacturing.

Key words: DOE, factors, OA table, emission, NOx, SwirlNumber, Static Injection timing (SIT), piston to head clearance(BC), Nozzle tip protrusion (NTP), Compression ratio(CR),Specific fuel consumption (sfc)

I.INTRODUCTION

Today, the use of diesel is inevitable as it is animportant fossil fuel for all types of transport vehicleslike three wheelers, four wheeler light commercialvehicles, ships, cranes, trains to submarines , bulldozersand stationary power generators etc. Diesel is extractedfrom the crude oil which contains carbon chainsbetween 8 to 21 carbon atoms per molecule. Thecalorific value of the diesel is 44800 KJ/Kg. In view oflower operating cost, less evaporation loss and the freeavailability of diesel, the demand for diesel engines iscontinuously increasing .The diesel technology alsoensures smoother operation of diesel engines on parwith gasoline engines. This research is more on how tominimize the harmful exhaust gas pollutants from thediesel engines namely Carbon Monoxide (CO), Oxidesof Nitrogen (NOx), smoke , particulates and unburntHydrocarbons (HC) (2]. Since, the peak combustiontemperature of the CI is higher than SI engines,controlling of NOx , smoke and soot are the realchallenges to the engine designers around the world.


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Smog formation in the environment is the biggestproblem in many countries which are primarily due tothe exhausts from both SI and CI engines. Smog, is oneform of air pollution causing poor visibility duringwinter seasons due to the photochemical reactions whichoccurs when sunlight falls on both hydrocarbonsand nitrogen oxides in the atmosphere.

In India, New Delhi is one of the states badly

affected during winter seasons .The Act of

banning diesel vehicles inside the city is one of

the interim solutions to moderate the issue of

smog which causes poor visibility even till

11AM in the mornings . Hence, the study to

reduce NOxis important as the subject engine

is the prime mover for three wheeler

applications.

Several research is going on in-cylinder

combustion to achieve the stringent BSVI

norms as the cost of after treatment devices for

single cylinder engines is not commercially cost

effective .With the invent of CRDI together

with ECU & EMS concepts, the problem as

been substantially brought under control. But

the cost of EMS is not economical for single

cylinder engines. Hence, it requires trade of

parameter settings scientifically to achieve

better results in lowering the rate of harmful

pollutants from the exhausts directly.Matching

the fuel injection, geometry of the combustion

chamber and gas flows are the main critical

design improvements for gaining a better

combustionat alesser peak combustion

temperature. Transient rise in temperature ie

peak temperature above 650 degree centigrade

breaks the inert nitrogen into unstable atoms.

These unstable atoms try to react with oxygen

present in the compressed air and form oxides

of nitrogen which is a harmful pollutant. Swirl,

turbulence and squish arethe general

characteristics of cylinder air motion in diesel

engine, which has a major role on combustion

and air fuel-mixing. Design of intake port plays a

vital role in producingswirling motion of the

intake air [4]. To achieve a higher swirl

designing aof good intake port, helps in

improving the combustion of engines. Carbon

Monoxide (CO) as a pollutant affects the

human health and causes dizziness, lethargy and

headaches. Carbon Monoxide forms when an

incomplete combustion takes place and it gets

reduced when the temperature of combustion is

higher in the cylinder.

II.LITERATURE REVIEW

Y Shi et al (2008) have optimized the engine combustion

chamber spray targeting, designs and swirl ratio at high

load and, low load operated for a heavy duty diesel

engine to get low emission. He said combustion mixture

gets affected by poor machining of piston geometry and

leads to increases in pollution. In his study He compared

optimal results of high load and low load cases and found

that matching of the piston geometry and different

injection strategies with the spray flume are required for

various operating conditions. He concluded by finding

that an optimal combinations of swirl ration, bowl

geometry and spray targeting which continuously reduces

the formation of toxic emissions and promotes better the

fuel consumption. G. Amba Prasad Rao et al (2011) had

conducted an experimental study on 510 cc automotive

type naturally aspirated Dr diesel engine. He had

designed a simple mechanically operated variable timing

fuel injection cam (VIC). Further modifications are done

on gear train and fuel injection cam to suit for the present

engine configuration. He concluded by the experimental

results achieved with variable testing rpm at chassis

dynamometer for performance and emission. There is a

significant reduction in smoke and NOxemission are

attained. Combined effect of 7% EGR with VIC could

reduce HC+NOx about 37%,90% for PM emission and

CO by 88% respectively. Bhakti S. Galande et al (2015)

conducted both numerical and theoretical analysis on

spray bowl interaction. In order to increases the engine

performance and reduction in emission it needs to alter

several engine parameters which affects the fuel spray

behavior inside the combustion chamber like nozzle

configuration, injection and ambient pressure, cross flow

velocity and ambient air density. Vinod et al (2012) had

conducted a simulation studies on nozzle characteristics

and piston bowl geometry. He optimized by using Design

of experiment (DOE) with int1uence of various factors

like hydraulic flow rate, cone angle, number of holes and

their combination with selected piston bowl geometry.

Vincent H. Wilson et al (2010) had conducted an

experimental analysis on single cylinder 5.2 KW diesel


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engine to optimize the control parameters of engine with

respect to fuel emissions and Oxides of Nitrogen (NOx)

through Taguchi method. He optimized five parameters

such as valve opening pressure, static injection timing,

clearance volume, load torque and nozzle hole diameter

were varied at for levels and results are recorded for fuel

economy and NOx pollutant

III. MATERIALS AND METHODS

Static injection timing is the process of setting

the angle for start of fuel injection into the combustion

chamber in relation to the crank angle . Static injection

timing is an angular setting with regard to TDC. The

cam position of the FIP is adjusted in such a way that the

fuel from the delivery valve is just stopped at the SIT.

This is also known as spill cut setting. The injection

timing can be advanced by adding more number of e

shims under the seat of the fuel pump mounting flange

and the timing can be retarded by removing the shims. In

this configuration pilot or pre-injection is not possible

since the system is basically mechanical. Hence setting

static injection timing isimportant and taken as one of

the influencing factors in our study of combustion

optimization to lower the smoke and NOx pollutants.

Nozzle tip protrusion ( NTP) is yet another important

factor deciding the combustion efficiency. In this paper ,

combustion efficiency refers to the minimum level of

pollutants emitted out of the tail pipe . This decides the

orientation of diesel spray trajectory with respect to the

moving piston which is an important parameter for

effective homogeneity of the air – fuel mixture.The

sectional view of NTP is depicted in Figure -1

Figure-1 Sectional View of the Nozzle tip protrusion layout

Bumping clearanceother wise called as dead volume plays amajor role in the NOx level in the exhaust gas. The bumpingclearance decides the CR of the engine and fine tuning of thebumping clearance is essential to achieve the best combustion

efficiency. Since the bumping clearance is measured in termsof linear distance between thee cylinder head face and thepiston when the piston is at TDC. The shim is added toachieve the required dimensional specification for bumpingclearance.. Here the study is to find out the influenceof thetolerance on the basic dimensions given in the drawing forsetting the bumping clearance.

Swirl rpm method is the indirect inspection techniquefollowed in the manufacturing plant is to confirm whether theswirl number is within the design specification before fittingthe cylinder head onto the cylinder barrel. The pictorial viewof the set -up is depicted in Figure -2. The swirl number isan important indicator for the quality of the intake port of thecylinder head, which is mandatory for all the naturallyaspirated diesel engines . This qualification test of thecylinder head assures better performance of the enginespecific to sfc and power during the final engine testing. Thisdesign parameter has a significant influence on achievinghomogeneity of the air – fuel mixture by swirl motion of theair inside the bore. Higher the swirl rpm infers that the swirlno. of the air intake port has higher swirl numbers. Thismeans that the swirl rpm is directly proportional to the swirlnumber. The study is to narrow down the swirl rpm limits forachieving good combustion as well as better repeatability ofthe combustion between engines.

Figure. 2 Cylinder swirl rpm testing equipment

III Experimental Plan

Taguchi method is one of the powerful tool to optimize thefactors influencing the combustion and redefine the levelsrequired for each factorto achieve the consistent performanceacross every engine manufactured in the industry. This toolhelps to design the minimum number of experiments that arerequired to optimize the combustion when compared to theconventional way of conducting the experiments based onprocess of iterations.. The minimum number of experiments


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required is computed using the empirical equation of {L - l)F+ 1} where ‘L’ is the maximum level considered in eachfactor (F). This technique helps in zeroing the levels of each

factor statistically which can ensure the best results since itis a trade off between levels of each factor.

IV. BLOCK DIAGRAM OF THE EXPERIMENTAL SET-UP

Figure. 3 Schematic view of the Experimenal Set -up

1. Engine (G435) 2. Eddy Current Dynamometer 3.Load Ce1l4.Fuel Tank 5.Fuel Flow 6.Air Flow 7.Encoder 8. Pressure

Sensor 9.AVL Gas Analyzer 10.Charge Amplifier l1.Loading Unit 12.Engine Interface 13. Exhaust GasCalorimeter

14.Cooling Water In l S'Cooling Water Out l o.Tank


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Figure. 4 Experimental set-up G435 engine with eddy current dynamometer

The table -1given below depicts the key parameters that are required to define an engine

Table.1 Specification of G435 Engine

S.NO PARAMETER DETAILS

1 TypeSingle Cylinder, 4

stroke DieselEngine

2 Type Of Cooling Air Cooled

" Bore and Stroke Dia. 86 mm and75 mm.J

4 Compression ratio 19: 1

5 rpm 3600

6 Horsepower 8.5bhp @3600rpm

7 Displacement 435 CC

8 Max Torque 17.6-18.2 Nm@2400 rpm

9 Exhaust Temperature <600°c

10 Specific fuel consumption 235gm/Bhp/hr

Table -2 depicts the standardL9 (34) OA table selected for our experimental study. This table is selected based on 4key factors which has definite or likely influence on the combustion . The three levels in each of the factors ( ref. Table -


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stroke DieselEngine




5 rpm 3600








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stroke DieselEngine




5 rpm 3600








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3 ) is considered for ensuring better inference on fixing the best level suitable for each of the factorswhile plotting theinteraction model. As our attempt is to reduce the value of the pollutants , “smaller is better” criteria is followed incomputing the signal to noise ratio.

Table -2 Standard L9(34) OA table

Exp.No

Factor – AFactor - B Factor - C Factor - D

1. Factor (A) of Level (1) Factor (B) of Level (1) Factor (C) of Level (1) Factor (D) of Level (1)









Table -3 Factors and its Levels for the Experimentation Plan.

FactorLevels ( L) of each Factors

L1 L2 L3

A Nozzle Tip protrusion ( NTP) 3.0mm 3.15mm 3.30mm

B Static Injection Timing ( SIT) 0.19mm 0.23mm 0.27mm

C Bumping Clearance (BC) 0.65mm 0.70mm 0.75mm

D Swirl rpm 2700 2750 2800

Table -4 Actual Experimentation plan

Nozzle tip Static Injection Bumping Swirl

protrusion (NTP) in timing (SIT) in clearance (BC) in RPM

Exp. No. mm mm mm

A B C D

1. 3.0 0.19 0.65 2700

2. 3.0 0.23 0.70 2750

3. 3.0 0.27 0.75 2800

4. 3.15 0.l9 0.70 2800

5. 3.15 0.23 0.75 2700

6. 3.15 0.27 0.65 2750

7. 3.30 0.19 0.75 2750


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8. 3.30 0.23 0.65 2800

9. 3.30 0.27 0.70 2700

V.RESULTS AND DISCUSSION

Graph -1 Out put of NTP vs S/N

Graph- 1 indicates that the lower value ( L1) of the factor A ( NTP) has shown a better result. Theinfluence between L1 and L2 is less compared to the influence of L3. Hence, L1 is considered to be theoptimum value for the Factor –A. This may be due to achieving better mixing of atomized fuel.

Graph -2 Out put of SIT Vs S/N

The inference out of Graph -2 is that , L3 is found to be the better option for Factor –B. Thiscomplements the Factor A for better outcome of combustion by giving micro seconds time for better mixing.

S/N

-35-30-25-20-15-10

-50

0.17 0.19

S/N

SIT VS S/N


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8. 3.30 0.23 0.65 2800

9. 3.30 0.27 0.70 2700






-40

-30

-20

-10

0

2.9 3 3.1 3.2 3.3 3.4

S/N

NTP mm

NTP VS S/N

0.19 0.21 0.23 0.25 0.27 0.29

SIT mm

SIT VS S/N


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8. 3.30 0.23 0.65 2800

9. 3.30 0.27 0.70 2700







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Graph -3 Out put of BC Vs S/N

Graph -4 Out put of Swril rpm Vs S/N ratio

For Factor –C and D, it is found that L1and L3 are most ideal for achieving thebest outcome for the combustionrespectively as depicted in Graphs 3&4.. This study clearly indicates thatL1 of Factor- C improves higher CRwhich important for better performanceof the diesel engine. Higher swirl rpmalso supports in achieving higherhomogeneity of the air – fuel mixture

within the combustion chamber forsmooth performance of the engine.

VI CONCLUSION

The influence of the controlfactors namely Nozzle tip protrusion,Static injection timing, Bumpingclearance and Swirl rpm of a singlecylinder direct injection diesel engine

-30

-25

-20

-15

-10

-5

0

0.64

S/N

-35

-30

-25

-20

-15

-10

-5

0

2680 2700

S/N

SWIRL VS S/N


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VI CONCLUSION


0.68 0.72 0.76BC mmle

BC VS S/N

2700 2720 2740 2760 2780 2800 2820

SWIRL rpm

SWIRL VS S/N


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VI CONCLUSION



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was investigated. The influence of theabove factors on the outcome wasstudied using the statistical tools(Taguchi method).

Table -6 depicts the finalrecommendation based on ourexperiments.

Parameter NOx emission

A Nozzle tip protrusion (NTP) in 3.0

mm

B Static Injection timing (SIT) in 0.27

mm

C Bumping clearance (BC) in 0.65

mm

DSwirl

2800RPM

Table -6 The optimal setting values for each of the factors as per DoE technique.

Six engines were assembled as per thevalues given in table -6 . The testresults clearly indicates that there issignificant reduction in Nox and thesmoke value as predicted by thistechnique. Future studies can be doneusing the same tool for further finetuning the values to achieve Cp &CPK>2.0.

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5. Kondoh, T., Fukumoto, A., Ohsawa, K., and Ohkubo, Y. AnAssessment of a Multi-Dimensional Numerical Method to Predictthe Flow in Internal Combustion Engines. SAE Technical Paper850500, 1985, doi: 10.4271/850500.

6. Saito, T., Daisho, Y., Uchida, N., and Ikeya, N.Effects ofCombustion Chamber Geometry on Diesel Combustion, SAETechnical Paper,1986, 861186, doi:10.4271/861186.

7. Ikegami, M., Fukuda, M., Yoshihara, Y., and Kaneko, J.Combustion Chamber Shape and Pressurized Injection in High-Speed Direct-Injection Diesel Engines. SAE Technical Paper900440, 1990, doi: 10.4271/900440.

8. Shi, Y., Reitz, R D. Optimization study of the effects of bowlgeometry, spray targeting and swirl ratio for a heavy duty dieselengine operated at low and high load. International Journal ofEngine Research, 2008, 325-349, DOI:10.1243/14680874JER00808.

9. Genzale, C., Reitz, R., and Wickman, D. A ComputationalInvestigation into the Effects of Spray Targeting, Bowl Geometryand Swirl Ratio for Low-Temperature Combustion in a Heavy-Duty Diesel Engine. SAE Technical Paper 2007, 119-137, doi:10.4271/2007-01-0119.

10. CenkSayin, KadirUslub, Mustafa Canakci. Influence of injectiontiming on the exhaust emissions of a dual-fuel CI engine.Renewable Energy, 2008, 33, 1314–1323.

11. Kuleshov A.S. Multi-Zone DI Diesel Spray Combustion Modelfor Thermodynamic Simulation of Engine with PCCI and High

EGR Level. SAE Technical Paper, 2009, 1811-1834, doi:

10.4271/2009-01-1956.12. G. Amba Prasad Rao, Syed Kaleemuddin. Development of

variable timing fuel injection cam for effective abatement of dieselengine emissions. Applied Energy, 2011, 88, 2653–2662.

13. B.V.V.S.U. Prasad, C.S. Sharma, T.N.C. Anand, R.V.Ravikrishna. High swirl-inducing piston bowls in small dieselengines for emission reduction. Applied Energy, 2011, 88, 2355–2367.

14. VinodKarthikRajamani, SaschaSchoenfeld and AvnishDhongde.Parametric Analysis of Piston Bowl Geometry and InjectionNozzle Configuration using 3D CFD and DoE. SAE TechnicalPaper 2012, 0700, doi: 10.4271/2012-01-0700.

15. S. d’Ambrosio, A. Ferrari. Potential of multiple injectionstrategies implementing the after shot and optimized with the


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design of experiments procedure to improve diesel engineemissions and performance. Applied Energy, 2015,155, 933–946.

16. GuvenGonca, BahriSahin. The influences of the engine design andoperating parameters on the performance of a turbocharged andsteam injected diesel engine running with the Miller cycle.AppliedMathematical Modelling 2015, 001, 1–19.

17. Bhakti S. Galande, Neelam S. Gohel, S. A.Gothekar, N.H. Walke.A review on Theoretical Analysis of Spray Bowl. InteractionInternational Journal on Theoretical and Applied Research inMechanical Engineering (IJTARME), 2015, 63-37, Volume -4,Issue-2, 2319-3182.

18. Stefano d’Ambrosioa, Daniele Iemmoloa, AlessandroMancarellaa, Roberto Vitoloa. Preliminary optimization of thePCCI combustion mode in a diesel engine through a design ofexperiments. Energy Procedia, 2016, 101, 909 – 916.

19. C. Guardiola, P. Olmeda, B. Pla, P. Bares. In-cylinder pressurebased model for exhaust temperature estimation in internalcombustion engines. Applied Thermal Engineering 2016, 12, 92-102.

20. Karri Keskinen, OssiKaario, Mika Nuutinen, Ville Vuorinen,ZairaKünsch, Lars Ola Liavåg, MarttiLarmi. Mixture formation ina direct injection gas engine: Numerical study on nozzle type,injection pressure and injection timing effects.Energy, 2016, 94,542-556.

21. Xiangrong Li, ZhenyangQiao, Liwang Su, XiaolunLi ,Fushui Liu.The combustion and emission characteristics of a multi-swirlcombustion system in a DI diesel engine. Applied ThermalEngineering, 2016, 10, 67-74.


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SOLAR POWERED DRY LEAF COLLECTINGVEHICLE

S.V.Kowshigan1, K.Jagadeesh2, S.Raja3

UG Students, Kumaraguru College of Technology, Coimbatore, Tamil [email protected], [email protected], [email protected]

ABSTRACT: Leaves scattered on the parks, passages, and otherplaces have a detrimental effect on the beauty of the environment,and decrease photosynthesis, hence, the efficiency of plants. Thismakes using leaves collectors in parks, and organizations with agreen space useful. Due to the fact that leaves take up a highvolume, their transportation is difficult. Using the open-close typedoor introduced in this paper which was equipped with a doorhandle system, increases efficiency, and at the same timedecreases the costs of green space, and their workforce cost.Focusing on overcoming the mentioned difficulties, this studywas carried out in order to design and produce a waste dryleaves collector vehicle with rotational collecting system. Variousdesigns were studied and based on their advantages anddisadvantages, the best design was selected.Generally morenumber of labours are required to collect the waste dry leaf , thewastages in an organization and also to clean the road. Mainly thisproject is done to reduce the number of labours and their workingeffort. This vehicle is used to collect the dry leaf. The mainadvantage of this project is it ischeapin cost and user friendliness.It is run by using battery so it is pollution free.I.INTRODUCTIONNow-a-days people are living in a busy life. So their workingtime will be more and irregular. In this situation people alwaysfind a way to save their time for relaxation. So cleaning a roomor particular area will be considering as a boring and tediousjob. So far, various bulky cleaning devices are used for cleaningdomestic and industrial waste. In order to avoid this boring task,an autonomous robot was proposed for cleaning purpose [1].In order to avoid this cost effective problem, we are proposingan autonomous robot for cleaning which is very less expensivethan iRobot and Neato. The path planning is a very importantfactor because the efficiency of the cleaning process is mainlydependent on this path planning [2].The S shaped algorithm is used for path planning. Thisalgorithm can reach the entire room fast as compared to otheralgorithm like spiral algorithm, random walk algorithms [3].Here Combination of S-shaped algorithm and wall followalgorithm is used to clean the entire room efficiently [4].

In Roomba auto charging mechanism is used. After that Neato,a cleaning robot was developed. Its cost is $399. Here laserfinder technology and SLAM algorithm is used for localizationand mapping [5].

II. DESCRIPTION OF COMPONENTS

A.FRAME:The frame is the main part in this Solar Poweed Dry LeafCollecting Vehicle (SPDLC) which all the load acting on thevehicle will be acted. Designing the frame should comprises ofseveral factors like impact, factor of safety and deformation.The frame designed for this project has withstand all the typesof loads.The frame has been made by using stainless steel.

Fig1.1 Frame of SPDLC

Frame of the solar powered dry leaf collecting vehicle.

B. BATTERY:Battery is used to run the motor. Motor will rotate the batteryvia open belt. The specifications of the battery used in theDry Leaf Collecting Vehicle is of 12V DC motor.

C. MOTOR:


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C. MOTOR:


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C. MOTOR:


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Motor is used to rotate the rotor which is to collect the dryleaf as well the wastes. Due to some economic problems DCmotor has to be replaced by using AC motor. Since ACmotor is used to collect the leaves the battery used is DConly. So an inverter is used to convert DC to AC supply andto step up 12V to 220V.

D. INVERTER:The inverter used here is of having the followingspecification of 12V and 800W. Since initially more torqueis required the inverter of having 800W is been used.

E. ROTOR:Rotor is used to collect the dry leaf as well as wastes in anopen area. The blades are attached to the rotor. The rotor isto be welded to the pulley. There are four blades attached tothe rotor. Each of spacing at an angle similar to that ofsavonius cross section. The total length of the rotor is500mm. The external diameter of the rotor is 60mm and theinternal diameter is 50mm.

PVC PROPERRIES:

S.NO FACTOR VALUE1 Ultimate tensile strength 52Mpa

2 Tensile modulus 3.15Gpa

3 Shear modulus 1.0Gpa

4 Bulk modulus 4.7Gpa

5 Poisson’s ratio 0.4

Table 1.1 Properties of PVC material

Fig 1.2 Rotor

F. V-BELT:V Belt is used to transmit power between two pulleys, one isconnected to the motor shaft and the

another one is to the rotor. The total length of the V belt is46inches. The v-belt used here is of “A” type. In thisgrooved V belt used for increasing more stiffness betweenboth the pulleys.

G. PULLEY:Pulley is used to transmit the motor power to the rotor byplacing the V Belt in the pulley. In this vehicle, there are twopulleys one is attached to the motor shaft and anotherone isto rotor. The diameter of the two pulleys are 5 inches (placedat the rotor) and 4 inches (placed at the motor shaft).

H.BEARING:A bearing is a machine element that constrains relativemotion to only the desired motion, and reduces frictionbetween moving parts. This project consists of BallBearings.

I. SOLAR PANEL:Solar panel is used to charge the battery while the battery ison both live mode and dead mode. Generally solar panel isan instrument used to charge a battery or to run anycomponents. The output generated from the Solar panel is ofDC current. So that it can charge the battery. The solar panelused here is of 150W and 12V power supply. To charge thebattery more faster this vehicle has been fabricated byimplementing three solar panels in the top layer of thevehicle.

III. CALCULATIONS:

Weight of each roller (according to ANSYS report) is 1.125kg.Total weight of the rollers = 1.125*2

= 2.25kgThe maximum load expected is (both the rollers and the pulley)5kg

FORCE CALCULATION:

Force = Mass * Acceleration due to Gravity= (According to Newton’s second law of Motion)= 5 * 9.81= 49.05N

Therefore the force required is 50N (approximately)

TORQUE CALCULATION:


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Torque = Force * Perpendicular distance= ∗= 50 * 45= 2250Nmm= 2.25Nm

The minimum rpm required is 2000rpm that is N = 2000rpm

POWER CALCULATION:

= 260Where,P is the power (Watts)N is the rpm requiredT is the torque (Nmm)

P = (2 * 3.14 * 2000 * 2.25) / 60= 471Watts

1hp = 745 WattsTherefore 471Watts = 0.65hp

Total power required is 0.65hp.

IV. WORKING OF SOLAR POWERED DRY LEAFCOLLECTING VEHICLE

First, the power to the motor supplied from the batterywhich is located in the battery mount which is in the middle partof the frame. Then the motor starts to rotate with its respectiveRPM. The transmission system used in this vehicle is belttransmission system. The driver pulley is attached to the drivenpulley by means of v-belt, the driven pulley consists of brushlike material at the bottom of the vehicle, the rotation of thepulley with the brush material takes in all the waste dry leavesand store in the collecting tank. Then the stored waste dry leavesare taken away from the vehicle with the help of open-closedoor system. Thus the area will be cleaned and also waste dryleaves are collected in particular area. In this way, the campuswill be clean.

S.NO FACTORS VALUES

1 Total Height 620mm

2 Total Length 920mm

3 Total width 520mm

4 Weight (Max) 30kg

5 Ground clearance 15mm

6 Wheel base 890mm

7 Wheel track 490mm

Table 1.2 Technical Specification of SPDLCV

V. MATERIAL SELECTIONMaterial properties stainless steel is shown below.

S.NO PROPERTIES STAINLESSSTEEL

1 Density (Kg/cm^2) 7750

2 Poisson's ratio 0.31

3 Young's modulus (Gpa) 193

4 Tensile Yield Strength(Mpa)

207

5 Tensile Ultimate Strength(Mpa)

586

6 Bulk Modulus (Gpa) 169

7 Shear Modulus (Gpa) 74

Table 1.3 Properties of Stainless steel

ANALYSIS OF THE SPDLCV FRAMEMeshed view:

Fig 1.3 Meshed view of the frame


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Mesh details:

Fig.1.4 Mesh details of the frame

Total Deformation:The maximum total deformation obtained for the frame is0.57642m

Fig.1.5. Total deformation of the frame

Directional deformation at X-axis:The maximum directional deformation (X-axis) obtained for theframe is 0.57582mm

Fig.1.6 Directional deformation of the frame at X-axis

Directional deformation at Y-axis:The maximum directional deformation (Y-axis) obtained for theframe is 0.043mm

Fig.1.7 Directional deformation of the frame at Y-axis

Directional deformation at Z-axis:The maximum directional deformation (Z-axis) obtained for theframe is 0.0286mm

Fig.1.8 Directional deformation of the frame at Z-axis

Equivalent stress:The maximum equivalent stress obtained for this frame is156.55Mpa

Fig.1.9 Equivalent stress acting in the frame

Factor of safety:The factor of safety obtained is 1.322


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Fig 1.10 Factor of safety obtained for the frame

FACTOR OF SAFETY = WORKING STRESS / YIELDSTRESS

= 156.55/370=1.322

Thus the factor of safety obtained from the Ansys report hasbeen matched with the theoretical value

VII. CONCLUSION

This study aimed at designing and producing a waste dryleaves collector vehicle with rotational rotor systems. Thevehicle had a tank with the capacity of 14,328cm3. In thisvehicle also have small drawbacks that is, the rotor can getdamaged when heavy material hit the rotor. To overcomethis drawbacks also possible, if the sensor fixed in thevehicle, then the vehicle sense the heavy material, at thattime vehicle needs to stop. Other than that, this vehicle iseco-friendly and with normal cost.

VIII. REFERENCES

[1] Vinod J Thomas, BrightyXaviour, Jeeshma K Georg ,“Cleaner Robot”, International Journal of EmergingTechnology and Advanced Engineering Journal, Volume 5,Issue 12, December 2015.[2] ChaominLuo& Simon X.Yang Deborah A.Stacey: “Real-time Path Planning with Deadlock Avoidance of CleaningRobot”, Proceedings of the 2003 IEEE InternationalConference on Robotic.[3] Stachniss and Cyrill, “Robotic Mapping andExploration”, in Springer Tracts in Advanced Robotics, Vol.55, 2009, XVIII, 196 p. 89 illus.[4] Chih-Hao Chen and Kai-Tai Song: “Complete CoverageMotion Control of a Cleaning Robot Using Infrared

Sensors”, Proceedings of the 2005 IEEE InternationalConference on Mechatronics July 10, 2005, Taipei, Taiwan.[5] Evan Ackerman "Neato Robotics XV-11".BotJunkie.2010- 05-18.http://www.botjunkie.com/2010/05/18/botjunkiereviewneato- robotics-xv-11/.Retrieved2010-09-19.

1st INTERNATIONAL CONFERENCE ON ADVANCED TECHNOLOGIES IN ENGINEERING, MANAGEMENT AND SCIENCES, 16th& 17th NOVEMBER2017

98 ISBN 978-93-86770-41-7

CONE LENGTH AND ITS EFFECT ON PERFORMANCE OF AN AUTOMOTIVE CATALYTICCONVERTOR USING CFD ANALYSIS FOR SINGLE CYLINDER G435 ENGINES

R.Jaganathan*, A.SalihArshad 2

*Professor, Department of Automobile Engineering, Hindustan Institute of Technology and Science, Padur,, Chennai

3Student, M.Tech scholar, Department of Automobile Engineering, Hindustan Institute of Technology and Science,Padur,, Chennai


Email :[email protected] [email protected] Mob: +919840122181

Key words: CATALYTIC CONVERTOR (CATCON), Internal Combustion engine (IC engine),CRDI

Abstract; Diesel engines are more effective InternalCombustion Engine (IC Engines) comparing withGasoline (petrol) or other fuel burning engines.Normally diesel engines are natural aspirated enginein which combustion takes places when highpressured fuel mixes with the compressed air insidethe cylinder. Power output is achieved in terms ofmechanical by converting it from chemical energy inthe fuel. Diesel engine widely have high thermalefficiency than any other IC engines due to high ratioof expansion and natural lean burning quality. Thegases contains numerous constituents which comesout from diesel engine harms the human health andits surrounding environment. Incomplete combustionof fuels result in formation of hydrocarbon (HC),Carbon monoxide (CO) and Aldehydes. A substantialpercentage of tailpipe hydrocarbons is also resultantfrom the engine lube oil. Headaches dizziness andlethargy caused due to accumulation of Carbonmonoxide (CO) in the atmosphere where the engineoperates in constrained space such as tunnels orwarehouses, building under construction andunderground mines. Eye irritation and chokingsensations are caused by Aldehydes and Hydrocarbon(HC), also a main contributor for diesel smellcharacteristics. Hydrocarbon also have a destructiveecological effect, being a significant factor of smog.

Nitrogen and oxygen combines together to formOxides of nitrogen (NOx) inside the cylinder chamberunder high optimum pressure and temperature.

Oxides of nitrogen (NOx) contains large quantity ofnitric oxide (NO) and a little portion of nitrogendioxide (NO2). NOx also result in the formation ofsmog. Sulphur dioxide (SO2) is produced from thesulphur existing in diesel fuel. The concentration ofSilicon dioxide (SiO2) in the tailpipe gas depends onthe sulphur present of the fuel. USA and Canada aretwo leading nations introduced low sulphur fuels ofless than 0.05% for most of diesel enginesapplications.Emission of Sulphate Particulate Matter(SPM) are formed due to oxidation of sulphurdioxide to produce sulphur trioxide which is sign ofsulphuric acid. Sulphur dioxides is colorless gasresult in formation of acid rain. Diesel ParticulateMatter (DPM) as defined by conventions andsampling procedures, is a complex combined of solidand liquid material. During combustion the Dieselparticulate matter (DPM) is produced due tocarbonaceous particles presents in the combustionmixture.

Some of emission control methods used to reduce theemissions coming out tailpipe line by detecting theinlet and exhaust circumstances the flow measuredranging from 0 up to 15-30%. Exhaust GasRecirculation (EGR) is less effective at maximumpower and low speeds. Solid carbon soot formation indiesel engine also a problem for low usage ofExhaust Gas Recirculation. The soot turns as anabrasive and disruptions the lubricant. ParticulateTrapping Method (PTM) is more effective tominimize the valve train occurs and greater wear onthe piston rings. Another method used for controllingemissions from Diesel engine is Air Injection Method(AIM). The air (oxygen) is introduced into thecombustion chamber by means of injection to burn


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the partial burned hydrocarbons (HC) inside it. Ithelps to minimize the startup emissions. For recentyears, Ceramic Engine Coating (CEC) technologywere used in stationary and movable diesel engine forreduction of visible smoke and carbon sootformation. Oxides of Nitrogen (NOx) is reduced up to40% with combined reduction of Carbon monoxide(CO) and unburned Hydrocarbon (HC) in thisCeramic Engine Coating (CEC) technology.

Evaporation Loss Control Device (ELCD) is superiordevice used to capture the vapor’s re-circulating nearthe chamber leads to formation evaporative emissionsat appropriate time. It consists of the purge controlvalve, pressure balance valve and absorbent chamber.Hydrocarbons (HC) vapor is absorbed by absorbentchamber before the enters into atmosphere. Duringengine turned off condition Hydrocarbon emissionsare formed due to fuel tank and carburetor bowlwhich are directly connected to the absorbentchamber. Exhaust back pressure is monitored bypurge valve operation. Under normal condition, levelof Hydrocarbon (HC) emissions is reduced by cuttingoff the fuel supply. All types of evaporative lossesare controlled by Evaporation Loss Control Device(ELCD) with accurate metering control devices.

Nowadays, automotive vehicle emissions arecontrolled by using of automotive CatalyticConverter (CC). Introduction of exhaust catalyticconverter (CC) in many countries to restrict thestringent laws developed to engine emissions ofHydrocarbons (HC), Carbon monoxide (CO) andOxides of Nitrogen (NOx). A catalytic converter (CC)is an emission reduction device which alterscontaminated gases coming out of tailpipe into lesscontaminated or non-toxic gases by a chemicalcatalyzing REDOX (reduction and oxidation)reaction. It can be either used in gasoline, diesel, andother form of lean or rich burning engine. This devicesituated inline of the exhaust system and in betweenexhaust manifold and muffler is used to source arequired chemical reaction to takes place in theexhaust flow. The chemistry behind catalyticconverter is to complete the reduction of Oxides ofnitrogen (NOx) into Nitrogen (N2) and Oxygen (O2),in addition to oxidation of unburned Hydrocarbon(HC) and Carbon monoxide (CO) to form Carbondioxide (CO2) and water (H2O).Elderly catalyst ofcatalytic converter are in the form of Pelletized(catalyst coated with in small balls tightly packed in a

sealed shell), but it creates enormous back pressureand the performance of engine also reduced. In orderto overcome this demerits, Monolith (long channel)catalyst are developed. Monolith catalyst have lessback pressure and high area of contact to increase thefiltration efficiency and compact in size. Catalysts arecoated with rare earth elements like Platinum (Pt),Rhodium (Rh) and Palladium (Pd). Platinum (Pt) andpalladium (Pd) acts as oxidation agent, Platinum (Pt)and Rhodium (Rh) acts as reduction agent.Catalystwash coat is either metal or ceramic. Metal catalystare in the form of foiled condition in order to increasethe efficiency and made up of FeCrAl metals, whileCeramic catalyst are in the form of Honeycombstructure with long channel made up of silica oralumina and composed of magnesium cordierite(2MgO.2Al2O3.5SiO2) it forms irregular surface andrough path which easy for coating of rare earthelements. Honey comb catalyst have less backpressure and larger surface area, providing more sitesfor rare earth elements.

Catalytic converter generally occurs in two types twoway catalytic converter and three way catalyticconverter. Olden days all vehicles supposed to runwith two way catalytic converter to oxidize Carbonmonoxide (CO) into Carbon dioxide (CO2) and toconvert unburned Hydrocarbon (HC) into Carbondioxide (CO2) and water (H2O) respectively. Butmain drawback was ineffective on Oxides of nitrogen(NOx). This type of catalytic converter mainly usedfor Gasoline application.

Carbon monoxide (CO) oxidize to Carbondioxide (CO2)

2 CO + O2→2 CO2

Unburned Hydrocarbons oxidize intoCarbon dioxide (CO2)and water molecule(H2O)

CXH2X + 2 + [(3X+1)/2] O2→ XCO2 + (x+1) H2O(combustion reaction)

The drawback of two way catalytic converter isovercome by developments of three way catalyticconverter (TWCC). From 1981 USA and Canadahave introduced (TWCC) for emission reduction forDiesel and gasoline application. Due to REDOX(reduction and oxidation) reaction taking place inTWCC being more effective in conversion of


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Hydrocarbons (HC), Carbon monoxide (CO) andOxides of Nitrogen (NOx).

Oxides of Nitrogen (NOx) is reduced to formNitrogen (N2) and Oxygen (O2).

2 NO →xO2 + N2

Carbon monoxide (CO) oxidize to Carbondioxide (CO2)

2 CO + O2→ 2 CO2

Unburned Hydrocarbons oxidize intoCarbon dioxide (CO2)and water molecule(H2O)

CXH2X + 2 + [(3X+1)/2] O2→ XCO2 + (x+1) H2O(combustion reaction)

OBJECTIVE

The main objective of this project is increase theconversion efficiency of the Three way catalyticconverter (TWCC) with minimum Back pressure andhigh uniformity flow by varying the inlet and exitmanifold of it. TWCC is modelled using a DesignTool and Computational Fluid Dynamics (CFD)analysis are carried for three different varying conelength to determine the Back pressure, Temperatureand Velocity inside the TWCC.

III LITERATURE REVIEW

Jan Kaspar, et al. (2003) analyzed theTWCC which is a successful device for emissionreduction for past 2 decades. He said variousimportant aspects of TWCC and their specific role,limitations and achievements. He also discussedabout the various thoughts in improvement of newautomotive catalysts, which can meet futureextremely challenging pollution diminutionrequirement.

Karen Schirmer and Ming Chen (2003)developed a catalytic converter with designoptimization using a modelling approach. They usedtwo step for optimization, first step involves inoptimization of model assisted sizing of catalyst bydeveloping a 1-D transient model of plug flowcatalyst and another step deals with the CFD tool forcatalytic converter flow optimization under certaingeometric limits.

D.N. Tsinoglou, et al. (2004) Used CFD toolfor calculating the flow field of inlet diffuser at the

entrance. He studied the time efficient by usingtransient flow field’s prediction in the axis symmetricconverters and concluded by the effects of CFDprediction over various operating conditions wasvalidated from Flow resistance model (FRM).

C.M.Silva, et al. (2006)had evaluated thealteration efficiency of a catalytic converter equippedwith 2.8 L gasoline engine under stable statefunctional conditions. He measured the inlet andoutlet temperature, air fuel ratio and chemical speciesconcentration with function of engine speed (N) andbrake mean effective pressure (BMEP) by developinga mathematical catalytic converter model. Heconcluded the results as (a) the conversion efficiencyof CO and HC increases with BMEP, (b) Conversionefficiency NOx remains n constant regardless ofengine speed and BMEP (c) the temperature of thetailpipe gas and the substrate wall outlet increasedwith BMEP and rpm at the catalyst, (d) during idling,NOx Conversion efficiency was highest then the COand HC conversion efficiency

A.K.M. Mohiuddin and MuhammadNurhafez (2007) have presented the results ofceramic monolith three way catalytic converter forthe performance and conversion efficiency, which isequipped in automotive tailpipe lines for thereduction of gasoline emissions. They havedeveloped two ceramic converters of substrate length,different cell density, wall thickness and hydraulicchannel diameter for the investigation of conversionefficiency and pressure drop. By using the EnergyDispersive Analysis (EDX) and Scanning ElectronMicroscope (SEM) they have studied the substrate orhoneycomb inside the catalytic converter.

H.Santos and M.Costa (2008) havecompared ceramic and metallic catalytic converter ofdifferent vehicle at varying operating conditions todetermine the tailpipe emission conversion with theinfluence of substrate physical and geometricalparameters. Experiment is carried out by usingchassis dynamometer tested with 2.8 L DOHC v6Gasoline engine under stable state conditions forseveral engine speeds and loads. They haveconcluded by carrying out the experimental data, (a)The ceramic substrate have better conversion ofCarbon monoxide (CO) and Hydrocarbons (HC) thenmetallic substrate because of its lesser thermalconductivity at low space velocities, (b) The metallicsubstrate have better conversion of Carbon monoxide(CO) and Hydrocarbons (HC) then ceramic substrate


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because of its and lower transverse Peclet numberand larger geometric surface area at higher spacevelocities

PL.S.Muthaiah et al. (2010)have illustrated astudy of finding out the alternatives for rare earthelemnts used as a catalyst for nox reduction in dieselengine. They have chosen knitted steel wire mesh forfiltering particulates materials. He also investigatedthat Manifold material with fine grid wire meshconsume more fuel and develops massive backpressure Due to lower volumetric efficiency, as wellas material with larger grid wire mesh have lowerconversion efficiency and have lesser back pressure.He had discussed various model with different wiremesh configuration with this paper to find out themesh with high filtration efficiency and less backpressure by using CFD as computational tool.

Leonid Tartakovsky et al. (2012)in theirpaper they have conducted experimentation ofmileage influence on their conversion efficiency(CE). He dismantled catalytic converter vehiclecatalytic converter with mileage range from zerokilometer up to 150000 kilometers and tests werecarried with dynamometer fitted with SI engine. Thetesting involves four various engine testing regimes,two unloaded and two loaded regimes with lower andhigher RPM idling to regulate the catalytic convertereffectiveness. He have obtained results forconversion efficiency of the catalytic converter thathas accumulated with high mileage reaches values of86-99 percent for Hydrocarbon, 97-99 percent forCarbon monoxide and 64-99 percent for Oxides ofNitrogen at the loaded operating regimes. Heconcluded the mileage of 150000kmn catalyticconverter keep a very high conversion efficiency rate.

Roy Johnson et al. (2014)specified the bestway for emission reduction in diesel engines are withcombination catalyzed diesel particulate filter andThree way catalytic converter. He also developed afoam coated converter consists of indigenouslysettled honeycomb acts as combustion catalyst. Heconcluded that this converter instantaneous reductionin Hydrocarbons (HC), Carbon monoxide (CO) andOxides of Nitrogen (NOx) and particulates

Poliana Rodrigues De Almeida et al.(2014)analyzed the operation of catalytic converterperformance with influence of ethanol. He chosenthree aged catalytic converter about 30.000 km withthree different fuel propagation. He concluded by

testing their catalytic converter by the evaluation ofoxygen storage capacity (OSC) ,conversionefficiency of different fuel and Brunauer EmmettTeller Method (BETM),

S.K. Sharma et al. (2015)investigated thatthe IC engine is major contributor for air pollution.He stated that the pollutants coming out of thevehicle exhaust is the best way to reduce theirattentiveness before their release to the environment.He carried out the experimentation in three way (a)with old CATCON (550000km), (b) with a freshCATCON, (c) without CATCON. He concluded theconversion efficiency reductions when the vehiclemileaged above 45000km.

Pierre Michel et al. (2015)studied the effectof 3 way CATCON fitted on Gasoline-HEV vehicle.He also modelled three way catalytic converter multi-0D model from physical equation. They have adopteda different strategy to reduce the vehicle emissionand their strategy is implemented in HYHIL (Hybridhardware in the loop) test bench. He concluded thatthe strategy reduces emissions of co by 30% andNOx by 10%.

Om AriaraGuhab et al. (2015) analyzed theflow of tailpipe gas in the CATCON and the mufflerby using a computational fluid dynamics software.Optimization of catalyst geometric design is carriedout with the help of flow analysis to oxidize theCarbon monoxide (CO) and Hydrocarbons (HC).They concluded by calculating the desired values ofthe flow velocity and total back pressure of catalyticconverter

IV METHODS AND METHODOGY

1.DESIGN

The dimensions of the catalytic converter aremeasured from the TATA SAFARI STROME 2.0 LCI ENGINE, a product of TATA which ismanufactured by ENGELHARD CORPORATION.The general information of the existing catalyticconverter is given below


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Specification of Catalytic converter

MODELLING

The design of catalytic converter was doneusing SOLIDWORKS V14 based on the dimensionof Tata Safari Strome Vehicle. So that exhaust gasdoes not experience much back-pressure or blockage.The catalytic converter consist of inlet diffuser andoutlet diffuser in between narrow monolith (catalystsubstrate. Other essentials parts of typical catalyticconverter are mat insulation material, catalyst

substrate and an outer metallic shell. Large number ofsmall pathway or channel are available at monolithsubstrate. In order to find out the design which givesout less back pressure and high flow velocity in the

catalytic converter. The design is carried out invariation of cone length in catalytic converter of70mm, 80mm and 90mm

DISCRITIZATION

To analyze the performance of the catalyticconverter computationally, Catalytic converter wasdrafted and assembled using SOLIDWORKS 14. Thecomplete modeled sketch was exported fromSOLIDWORKS to CFX using IGES format. Thevolume of the system was discretized into elementsand the elements are meshed using CFX. Themeshing was done for the liquid (FLUID) volumeand the surface of the catalytic converter. Tetrahedralelements are considered for the fluid volume of thecatalytic converter. The variation in catalyticconverter is discretized into three different varyingcone lengths. The elements and nodes in the threecatalytic converter are given as

Nodes and elements in three different catalytic

converter 70mm, 80mm and 90mm.

CONELENGTH

70 MM 80 MM 90 MM

NODES 15485 17498 19399

ELEMENTS 81863 93272 104223

S.No Specification Details

1 Brand TATA

2 Catalytic Brand ENGELHARD

3 Ref part No 284549100125

4 Weight 1.19 Kg

5 Part id1008 EE SIL - DOCC -001 KEX-07D3 - 5 G

/1:0:0

6 Workmanship

Alloyed steel bodywith ceramic substrate,

heat shielded sturdydesign

7 Cell per inch 300-400 cpi

8 Inlet/Outlet diameter Engine specific

9 InstallationUniversal with

MIG/TIG/FLUXwelding


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ELEMENTTYPE

TETRAHEDRONS

Meshing Section of 80 mm CatalyticConverter

CFD ANALYSIS

List of parameter is to be considered for

CFD Analysis, they are given in table below.

S.no Parameter Condition

1 User model General Model

2 Fluid form N2 gas (Air)

3 Analysis Steady(stable) state

4 Domain form Multiple

5 Mode of Heat

Transfer

Thermal (Heat)

Energy

6 Model of Turbulence K-ε (Epsilon)

7 Cell Zone Condition Porous Medium

8 Relative Velocity

Resistance

Formulations

1/M2 = 3.236x107

9 Inertial Resistance 1/M = 20.015

10 Fluid Porosity 0.65

11

Boundary condition

Inlet

(Subsonic),Outlet

(subsonic) & wall

(no slip)

12 Domain Interface Fluid-Porous

The Navier-Stokes equation for the

development of the finite volume method in the mode

of fluid is

Where

μ - Dynamic viscosity,

u – velocity,

ρ - density,

p – pressure.

V CFD Modeling


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ELEMENTTYPE

TETRAHEDRONS


CFD ANALYSIS








5 Mode of Heat

Transfer

Thermal (Heat)

Energy



8 Relative Velocity

Resistance

Formulations

1/M2 = 3.236x107



11

Boundary condition

Inlet

(Subsonic),Outlet

(subsonic) & wall

(no slip)




of fluid is

Where


u – velocity,

ρ - density,

p – pressure.

V CFD Modeling


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ELEMENTTYPE

TETRAHEDRONS


CFD ANALYSIS








5 Mode of Heat

Transfer

Thermal (Heat)

Energy



8 Relative Velocity

Resistance

Formulations

1/M2 = 3.236x107



11

Boundary condition

Inlet

(Subsonic),Outlet

(subsonic) & wall

(no slip)




of fluid is

Where


u – velocity,

ρ - density,

p – pressure.

V CFD Modeling


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STUDY ON SIMULATION OF COMBUSTIONIN DIESELENGINE USING MATLAB AND SIMULINK

R.Jaganathan*, Nikhil Shet 2

*Professor, Department of Automobile Engineering, Hindustan Institute of Technology and Science, Padur,, Chennai

3Student, M.Tech scholar, Department of Automobile Engineering, Hindustan Institute of Technology and Science, Padur,, Chennai


Email:[email protected] [email protected] Mob: +919840122181

Key words: Ideal Diesel Cycle, Fuel – air Cycle, Top dead centre (TDC), Bottom dead centre (BDC), Mathematical modelling, Compressionratio ( CR)

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Abstract:

Engine simulation is one of the powerful toolsto understandand improve the engine performance. Compression ignitionengines are a proven power source for HCV , LCVs , marineand captive power generations in all parts of the world.Research is being continuously carried out to improve thespecific fuel consumption (sfc) of the engine to conserve thefossil fuel and achieve higher emission standards to save ouruniverse. This requires a change in input parameters which ishighly demanding in terms of investment and time. An attemptis made to simulate the engine performance using amathematical model which is expected to lower the cost andtime substantially. In the present work,, a mathematical modelis used to predict the dynamics of combustion and itsparameters like temperature and pressure using diesel as afuel.The study is mainly to understand and simulate using zerodimensional single zone model for the actual combustionmechanism of single cylinder CI engines using MATLAB andSIMULINK so that the variant can be easily fixed to suit theapplication. The methodology follows the simulation oftheentire combustion process in four cycles where thefindingswill constitute the values of pressure and temperature at everypoint of the combustion process. The Idealgas simulation andFuel – Air cycle simulation has been performed in CI enginesusing diesel as fuel. The results are plotted for pressure,volume , temperature and mass fraction versus crank angleusing MATLAB . The inference from the graphs werecompared with the P-V diagram of the Ideal Diesel Cycle.Even though variations between the cycles was observed, itwas obvious that the variations could be due to difference in

the working media.This study can also be used for thesimulation of different types of diesel and biodiesel blends.

I INTRODUCTION:

Diesel is one type of petroleum fuel which is obtained from

crude oil. The fuel was invented bythe German scientist

Rudolf Diesel in the year 1892. It is produced by the process

of fractional distillation and contains a mixture of carbon

chains between 8 to 21 carbon atoms per molecule. In

diesel engines, the fuel is injected into the combustion

chamber with the help of an injector during the end of

the compression stroke. The injector is a devicewhich

converts the liquid fuel into micro droplets under high

pressure to facilitate quick combustion. The compression

ration of the diesel engine is normally between 14:1 to

19:1. This helps to raise the pressure and the temperature

of the atmospheric air during the compression stroke so that

the atomized fuel gets ignited on its own ( combustion). The

thermal energy during the combustion is converted into

mechanical energy by the displacement of the piston. The

property of the fuel is depicted in Table – 1.


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Properties Value

Density 0.832Kg/L

Cetane number 40

Cloud point 34º

Flash point 40 º

Viscosity At 40 º-2.5-3.5mm2/s

Calorific value 44800 KJ/Kg

Adiabatic flame temperature 2200.97 º

Table -1 Properties of Diesel

Working Principle of CI engine

During the induction cycle ( ref. Figure -1) , the

atmospheric air is sucked into the combustion

chamber . The filled air is compressed to high

pressure and temperature at the end of the

compression stroke. Before the end ofthe

compression stroke,fuel is injected into the

combustion chamber through the injector which is

a part of the fuel-injection system. The atomized

fuel inside the chamber gets mixed rapidly ( ie

swirl No. > 2.6) with the compressed air to form a

homogenised mixture of air and micro droplets of

diesel. This phenomena facilitates auto- ignition

of the air-fuel mixture since the air temperature

and pressure are above the fuel ignitionpoint.The

sudden increase in cylinder pressure due to

combustion displaces the piston fromtdc to bdc.

Figure - 1Working principle of CI engine

Phases of combustion

Understanding of the phases of combustion is necessary

for effective mathematical modelling. The figure -2 depicts

the four stages of combustion phase as follows.

Stage -1 Ignition delayphase : In this stage the fuel is

injected directly into the combustion chamber before the

tdc of the compression stroke. Thefuel is discharged in the

form of micro droplets at a high velocity

Stage -2 Premixed combustion phase: The atomized fuel

in the form of micro droplets gets quickly mixed with

the compressed air. How ever in this phase no self ignition

does not takes place.

Stage -3. Controlled combustion phase: Theactual burning

rate is controlled by the strength of the air – fuel ratio and its

state of homogeneity.The rate of burning is governed

during this stage.

Stage-4.Late combustion phase: Heat release will occur at a

lower rate during the expansion stroke due to any

unburned fuel and soot.


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Fig 1 .Phases of combustion

Numerical simulation:

Simulation is the process of modelling a real time physical

system and conducting experiments with it, for the purpose

of understanding the relationship between the variables

within the system.It is a process of formulating a model of

physical system representing actual processes and analysing

the same. Usually the model is a mathematical one

representingthe real time combustion system through a set

of algebraic, differential or integral equations and the

analysis is made using a computer. Simulations using

acomplex mathematical modelfor any natural systems and

engineering problems can be used to study and understand

the physics behind the process thus promoting the avenue

for analytical solutions and innovative technologies with

the help of computers.The processing timeruns for hours

or days which depends on how complex the program is

and the configuration of the computer used for this purpose.

Hence, this method serves as a very powerful tool to study

systematically the unique behaviour of eachvariable and

their effect on optimisation of the engine performance at a

low cost and less time

II REVIEWOF LITERATURE:

Many researchers have conducted experiments in the area of

simulation of compression ignition engine. Few of them

have been discussed below

A S Ramadhas et al.[I] (2006) described a theoretical and

mathematical model to check and analyze the performance

characteristics regarding the compression ignition engine.

The various effects like the compression ratio, heat release

analysis, fuel- air ratio are checked using the model. Results

of the experimentation and simulation were compared.

M P Sudeshkumar et alP] (2011) depicts the

thermodynamic model and heat transfer model using a two

zone numerical simulation that helps to simulate and

predict the physics behind the combustion using diesel as a

fuel in CI engines. To obtain cylinder pressure and the

corresponding temperature, first law of thermodynamics and

combustion equations were used. An experimentation setup

is done in such a way that the results which is obtained is

compared with the output of the simulation. Results were

almost same in both experimentation and simulation.

Ajay Kolhe et alP) (2015) describes the development of

models for analysing the combustion parameters of

compression ignition engines. The mathematical model is

developed using Computational Fluid Dynamics.

Experimentation setup is done using single cylinder

compression engines. Parameters measured are in- cylinder

pressure and heat release. Modelling of diesel peak is also

carried out. The experimentation and numerical simulation

results are statistically analyzed with respect to cylinder

pressure and heat release which is found to be comparable..

ParamustJuntarakod et al.[4] (2014) describes the multi

zone model for simulating CI engines using diesel as a fuel.

This paper depicts the performance characteristics and

thermal efficiency. Even a quasi- dimensional

thermodynamic model is developed using MATLAB

software. Zero dimensional model is also developed for


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diesel cycle simulations. The ultimate results was calculated

and certain parameters were closer to the actual results and

some were almost similar to both the experimentation and

simulation results.

MarcinSlezak et al. [5) (2007) Various assumptions are

made for the development of thermodynamic and fluid

models. Thermodynamic, chemical kinetics model were

developed byMarcin et alfor analysing and simulating the

combustion process in compression ignition engine to

predict the engine parameters. The engine used wasa four

stroke single cylinder engine. Both the experimentation and

the simulated results were compared.

AS Negi et at.[6) (2016) describes the development of a

mathematical model using the MATLAB/Simulink for the

analysing the combustion variables using pISoline as a fuel.

The process of development of themodel is same as that of

a compression ignition engine. All the parameters are

measured with respect to the rank angle. Parameters like the

cylinder pressure, mass fraction burned, heat release . The

performance characteristics are also measured alongwith

combustion parameters and the results of both

experimentation and simulation arecompared.

SagarPotdukhe et at.[7) (2013) shows the combustion

model of single cylinder four stroke compression ignition

engine using a single zone model based on prediction

phenomena. MATLAB is used for the simulation of

various parameters using heat transfer model, heat release

model, intake and exhaust model and combustion model.

The numerical simulations are carried out and the results are

compared with the experimentation.

M Tarawnehet af.l8) (2010) depicts the designing of a

thermodynamic model and also the parameters which affects

the thermo - physical parameters of a Stirling engine. The

analysing is done only on the compression and expansion

process. The recess is carried to measure the parameters like

pressure, temperature , volume and heat transfer during the

expansion and compression stroke. Simulations are done at

regular intervals ofthe crank angle. A stable behaviour of

the simulations are observed which tells about the suitability

about the engine performance and energy conversion. The

results of the numerical simulation are analyzed for the

engine performance under various operating conditions.

K Vijayraj, et al.[9] (2014) has analyzed the in- cylinder

pressure, temperature, heat release, heat transfer, ignition

delay and combustion duration influencing the combustion

process. The simulation model is developed for CI engine

fuelled with both diesel and biodiesel. The factors affecting

the engine performance are observed using both the fuels. It

has been found that the biodiesel has less ignition delay

compared to diesel and also the rate of heat release for

combustion diffusion is good for biodiesel compared to

diesel. Two zone model of combustion and also the

thermodynamic modelling is used for the entire process.

C D Rakopoulus, et al.lIO] (1998) shows the transient

analysis of a indirect injection of a naturally aspirated CI

engine A single zone thermodynamic model is developed

which is used for simulating basic engine operations.

Dynamic models were also developed for studying the

energy conservation due to crankshaft and also inertia

forces and fuel pump characteristics. Analytical simulations

were developed for better understanding of thecombustion

process, mechanical friction and governing process. The

outputs of the models are compared with the experimental

values. The results of both simulation and the experimental

results are compared so as to find the exact result.

Y H Zweiri, et al.l1l] (2001) has developed a non -linear

model for analyzing the dynamics of the single cylinder

compression ignition engine. It also includes the engine

thermodynamic model. Crank angle is used as a domain.

The parameters predicted with crank angle as a function are

ignition timing, engine rpm, fuel and air supply and also the


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fuel burning rate. Experimental analysis for in cylinder

pressure and engine speed using transient operating

conditions are also studied. Thus, after experimentation and

simulation both the results are compared.

SudeepRamachandranllf (2009) depicts a thermodynamic

model of a SI engine. The model development is similar to

that of compression ignition engine. Two zone model is

used to study the heat release, energy loss and heat release

rate . All the calculated data are used with the

thermodynamic model which is developed in relation with

crank angle.

R Sindhu, et al.[13] (2014) depicts the computational study

of thermodynamic modelling of CI engine using the

Wiebe's Heat transfer model. MS Excel office software is

used to compute heat release, temperature and pressure

.Results shows that early injection timing leads to high level

of pressure and temperature.

S Kumar, et al.[14] (2012) depicts the modelling of

compression ignition engine. The parameters like ignition

delay, heat release, airintake and exhaust gas flow,

chemical kinematics are measured. Comparative study have

also been made with experimentation. Analysis of different

modelling is carried out with mathematical input parameters

and the results are compared with the experimentation

results.

S Patil [15] (2013) shows the procedure for the modelling of

the CI engine for diesel and biodiesel as a fuel for

predicting the engine performance. Wiebe's model is used

for calculating the heat release rate. The convective heat

release and diffusive part of combustion is considered in the

model. Results of the experiment are found close to the

results of the simulation with regard to the performance of

the engine, combustion efficiency and pollutants.

III METHODOLOGY

The detailed assumptions that are considered in

formulating our numerical approach for four stroke CI

engine is as follows.

(1) Suction

(2) Compression

(3) Combustion

(4) Expansion

(5) Exhaust.

The above five processes are completed in every two

rotationof the crank shaft of the engine.

Step1: The engine is assumed to work with air as the

working medium in an ideal air standard diesel cycle. This

is known as Ideal cycle simulation. Hereboth heat addition

and rejection takes place by means of heat transfer process

at a constant pressure and volume.

Step2 : Herethe ideal cycle is modified by considering the

adiabatic flame temperature for combustion analysis. In this

analysis,instead of air as working medium, themixture of

fuel and air is considered. This part of the simulation is

known as fuel air cycle combustion wherein the

combustion is assumed to take place at a constant pressure

and temperature.

Step3: In this step, the adiabatic flame temperature is

changed by assuming that the combustion is progressive.

This means that the heat release is not instantaneous but

spreads over a period of time.A zero dimensional single

zone model is used for heat release analysis for progressive

combustion.

Step4: In this final step using all the simplified

assumptions, the engine heat transfer is calculated. Gas

exchange processes are introduced in order to analyse the

engine intake and exhaust system.


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The above steps helps to performand calculate the values of

volume, pressure and temperature at different points in the

cycle. Modelling is a process which means developing and

using appropriate assumptions and equations that permit

the analysis of the critical features related to the process.

Modelling of enginecombustion processes is done to

develop a basic understanding of the influencing physical

parameters in the conversion of chemical energyusing

complex equations and the computer. Modelling activities

can make major contributions to the development of engine

technology at different levels.The various engine

combustion models used till date by the various research

scholars are as follows:

1. Zero dimensional models

2. Quasi-dimensional models

3.Multi-dimensional models

IV SIMULATION PROCESS IN CI ENGINE

Firstly, the variables used are specified and theprogram is

run to simulate the volume values, which is required for

running the ideal diesel cycle. Coding is used for

programming in MATLAB software.

The volume is calculated for every crank angle up to

720º.the pressure and temperature being calculatedin

relation to the crank angle. For simulating the ideal cycle,

the process of iterations is applied at every point and the

volume is calculated by formula

Figure -3.Engine geometry

The basic geometry of theengine is shown in the figure -3.

It is described in terms of cylinder, length of the stroke,

length of the connecting rod, compression ratio,

displacement volume(vdisp in mm3) when the piston travels

from BDC to TDC

Here,

Vdisp=Vbdc-Vtdc= B2S ..................... Eq. No.1

Since, =r...................... ..........Eq. No.2

We get ,Vbdc=[ ] Vdisp................................Eq. No.3

Vtdc=[ ] Vdisp.....................................Eq. No.4

With ϴ,denoting the crank angle displacement of the crank

from BDC, the volume V(ϴ)at any crank angle is


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V(ϴ)=Vdisp[ ] -( ( ) + 2( ) − 2( )

.............. Eq. No.5

Where the variables are volume, crank angle, displacement

volume, compression ratio, length of connecting rod and

stroke length. Displacement volume is an important measure

of engine design as it is directly related to the theoretical

work output inan ideal diesel cycle. Through the simulation

the volume is measured from 1 degree crank angle to 720

degree crank angle..

MATHEMATICAL MODEL OF IDEAL DIESEL

CYCLE

The main idea of CI engine simulation using ideal diesel

cycle( ref. Figure - 4) is to enable us to analyse the effect of

the various variables on engine performance .The results of

pressure, temperature from ideal cycle simulation differs

from the actual engine. Therefore, in our consideration of

the simulation of an ideal cycle will be primarily on the

qualitative aspects. In this cycle the working fluid does not

follow the thermodynamic cycle in the engine even though

the engine operates in mechanical cycle, internal

combustion engine operates on the open cycle. Hence, they

are called as diesel cycle engines and are commonly used in

automobiles. Compared to SI engines, CI engines are more

efficient due to higher CR and constant pressure heat

addition. In order to analyse compression ignition engine, it

is beneficial to design closed cycles that are approximate to

open cycles. Ideal cycle simulation with air as the medium

is one such approach.

Fig 4.the ideal diesel cycle p-v diagram

In Ideal cycle simulation firstly the set of temperature

values are to be found. Since the volumeis constant, the

volume data which is calculated is to be used for

computing the temperature. Thefirst pressure is to be taken

as constant since it is the atmospheric pressure. Remaining

pressure values is found out by using the formula

(P1V1)٧=(P2V2)٧ ………………………………. Eq. No.6

Where, PI = Atmospheric pressure, VI = Volume at first

crank angle, P2 = Pressure to be, find out at second crank

angle, V2 = Volume at second crank angle

Te above equation is to be used to find the first set of

pressure values. Similarly the remaining set of values of

pressure up to 720º of crank angles are calculated.

P1V(ϴ)٧= P2V(ϴ+2)٧ ……………… ...Eq. No.7

P2V(ϴ+1)٧= P3V(ϴ+2)٧ ………………… Eq. No.8

Like this the iterations are carried out. Generalised equation

is

P(ϴ)= P(ϴ+1) ............................................. ..Eq. No.9

Now, the temperature is computed by applying the

Perfect Gas Law.


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PV=mR T ........................................................Eq. No.10

So, the temperature is found out by rearranging the equation

T= ...............................................................Eq. No.11

Where, T = Gas temperature

P = Gas Pressure

V = Volume of the gas

m = Massof the gas

R = Universal Gas Constant (8.314)

The value of the temperature at each degree of crank angle

is found out using the below referred equation no.12.

T(ϴ)=( ) ( )

.............................................. Eq. No.12

The volume of the Ideal Cycle process is generated through

simulation .The mathematical model is simulated by using

the program and the resultant graphs are plotted.

MATHEMATICAL MODEL OF FUEL- AIR CYCLE:

In the Fuel-Air cycle fuel air mixture is considered as the

working medium and it also includes the intake process with

some simplified assumptions. The basic advantage of this

analysis is that the air cycle studies the effect of CR where

as the fuel-air cycle studies the effect of compression ratio

as well as the variation of parameters like temperature and

pressure in relation with the crank angle. It is also noticed

that the Pressure - Volume graph is different from that of

Ideal Cycle since the fuel is introduced in this Cycle. The

fuel - air cycle process simulation is designed for two

revolution of the crank shaft ie720°. For simulation the

pressure, volume and temperature data are taken from the

ideal cycle and the fuel properties of the fuel (Diesel) and

the calorific value are also considered. The calorific value

is an indicator of the heat energy produced during the

combustion of specified quantity injected. It is assumed that

adiabatic flame temperature of the fuel is consideredas the

peak temperature value which is attained during the

combustion process. For the Diesel fuel the adiabatic flame

temperature value is 2473.67 Kelvin.

The simulation of results to this mathematical model is

calculated by obtaining data from ideal cycle simulations

and also by using the volume data for every crank angle

throughout the process.

MATHEMATICAL MODEL OF PROGRESSIVE

CYCLE SIMULATION:

The fuel - air cycle combustion analysis needs a suitable

corrections to achieve a closer approximation for better

understanding of the behavior of the actual engine since the

combustion is not instantaneous. The injection starts well

before TDC and the start of combustion depends on

various factors like the quantity of fuel injected, delay

period, the engine speed, the injector location, combustion

chamber size and geometry. The thermodynamics suggests

that combustion process proceeds with a finite rate. To

simulate the progressive cycle, the values of volume of

cylinder (V) in relation to the crank angle (ϴ) is obtained

from the Ideal cycle simulation. Wiebe Heat Release model

is also considered for computing the mass fraction burned.

Mt=ma+mf …………………………..Eq. No.13

me = mi + (mt * Ψ (ϴi)) ……………… Eq. No.14

where,

mt = total mass of air and fuel,

rna = mass of air,

mf = mass of fuel, '


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Ψ = mass fraction burnt rate. The mass fraction burnt is

calculated as

Ψ(ϴ)=1-exp(-6.908[ Ϫ ](b+1)) .................. Eq. No.15

The mass of the air is calculated by

Ma=∗∗ ................................. Eq. No.16

The mass of the air is calculated by

Where, Pin = Pressure at time of combustion, Vin =

Volume at time of combustion, R = Universal gas constant,

Tin = Temperature at the time of combustion.

Now, the temperature value is calculated in order to find the

pressure

Q=mc*Cv*Ψ(ϴ) ........................................ Eq. No.17

=mc*Cv*(tnew(ϴ)-t) ................................. Eq. No.18

Now,

Tnew(ϴ)=∗ ∗ ( )∗ ................................... Eq. No.19

Where, Q = Heat Release, me = rate of heat at the end of

combustion, mi = mass of the fuel at start of the combustion,

ϴ = crank angle at any instant, 6.908 is a value of Wiebe's

heat release model similar to a constant value, Cv = calorific

Value. With these values the pressure is calculated

Pnew(ϴ)=∗ ∗ ( )( ) .................................. Eq. No.20

V RESULTS AND DISCUSSION:

1.IDEAL GAS CYCLE RESULTS

To find out the results of the ideal gas cycle, certain

assumptions are taken into consideration. These are as

follows

1.Themass of the air throughout the entire cycle is constant

2. The working medium is assumed to be an ideal gas

3.There is no intake and exhaust process in this simulation

4.The combustion process is replaced by a heat addition

process from an external sourceat

constant pressure.

5. The cycle is completed by heat rejection to the

atmosphere at a constant volume

6. All processes are internally reversible and there is no

heat dissipation to the

surroundings

7. No frictional loss is considered

8. The working medium has a constant specific heat.

(i)Variation of volume in relation to the crank angle

Graph - 1.Output of volume with respect to crank angle

Graph -1 shows the change involume in relation to the

crank angle and exhibits cosine function . The

processstarts from Top Dead Centre (TDC) where the


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volume under this condition is called clearance volume and

the volume increases gradually until it reaches the Bottom

Dead Centre (BDC). This cycle is repeated twice in a single

operation.

(ii)Pressure in terms of crank angle:

Graph -2 Output of Pressure in terms of crank angle

Graph -2 depicts the variation in pressure with respect to

crank angle. This graph clearly showsthat the pressure is

constant up to 180 degrees of crank angle which refers to

the suction process that takes place at a constant pressure.

From 181 degree to 360 degree of the crank angle(

compression stroke) there is gradual rise in the pressure

inside the combustion chamber and reaches 38.6 bar when

the piston reaches the TDC. From 361 to 450 degrees of

crank angle the pressure is constant which shows the heat

addition process. From 451 degree to 540degree , the

pressure reduces gradually indicating the expansion process

till the piston reaches the BDC. From 541 degree there is a

sudden drop in pressure to atmosphere pressure showing

the heat rejection at the constant volume and the graph is

linear till 720 degrees of crank angle which shows the

exhaust process.

(iii)Temperature with respect to crank angle

Graph -3 Output of the temperature with respect to crank

angle

The Graph -3 depicts the temperature variation with

respect to crank angle. The temperature is constant during

the suction stroke and beyond till 250° of crank angle. The

rise in temperature is noticed till the end of the compression

stroke and reaches a peak value during the heat addition

process. During the expansion stroke the temperature is

constant for around 450º to 560° and during the heat release

process it drops down to the value which is attained during

the suction stroke and the temperature remains the same till

the exhaust stroke.

(iv)Ideal diesel cycle


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Graph - 4.Ideal diesel cycle

Graph - 4 shows the P - V diagram of Ideal Diesel cycle.

The pressure increases during the compression stroke when

the piston moves from BDC to TDC. It goes up to 1.7 bar.

Then the pressure is almost constant. Heat addition is

started when the piston is at the TDC. Then the expansion

process occurs as piston moves from TDC to BDC. Finally,

the heat is rejected and the volume is constant when the

piston is at BDC.

2.FUEL - AIR CYCLE:

The fuel - air cycle is simulated with the following

assumptions.

1. No change in the fuel or air chemical composition before

combustion.

2. The process is frictionless and adiabatic, Charge is in

chemical equilibrium after

combustion.

3. Combustion process is instantaneous.

4.Fuel is completely vaporized and perfectly mixed with the

air (for SI only).

(i)Pressure with respect to crank angle

Grapg -5.Output ofthePressure with respect to crank angle

This Graph -5 shows the pressure from the suction stroke to

the exhaust stroke. The graph shows that the pressure is

constant upto 380 degrees of the crank angle, which is part

of suction stroke . Then there is a rise in the pressure till

the piston reaches the TDC. This depicts the compression

process. After that, the pressure decreases as the fuel is

introduced in the combustion chamber and the combustion

process takes place, till the piston reaches the BDC, during

the combustion process. This drop in pressure is due the

increase in cylinder volume due to the movement of the

piston from TDC to BDC,. There is a point at which the

pressure remains at around 4 - 5 bars before the exhaust

stroke. This cycle is almost similar to the ideal air cycle (

ref. Graph No.2)(ii)Temperature with respect to crank

angle

Graph -6 Output of the Temperature with respect to crank

angle

Graph – 6 shows that the peak temperature is attained at

around 450ºof crank angle. This temperature value is called

as Adiabatic Flame Temperature. It is the maximum


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temperature which is attained during the combustion process

of the fuel- air cycle. There is a drop between 451° to

around 500º of crank angle. Then the temperature value

remains constant up to the end of the combustion stroke,

that is the exhaust stroke. This totally differs from the ideal

gas cycle since the working medium is different .

(iii)Fuel -air cycle

Graph -7 .Output of Fuel -air cycle ( p-v diagram)

The graph -7 depicts the p-v diagram of the Fuel – air

cycle.. The volume remains constant during the compression

stroke as the piston moves from BDC to TDC. When the

heat is added the pressure risesupto 13bar and then there is a

gradual fall in pressure during the combustion process.

There is a small rise in pressure followed by lowering of

pressure . During heat release the pressure reduces even

more. Throughout the process the volume does not change.

CONCLUSION:

The Ideal gasCycle Simulation and Fuel - Air Cycle

Simulation was done using diesel as fuel in compression

ignition engines using MA TLAB/ SIMULINK

software.The pressure, temperature and the p-v graphs were

plotted and the likely reasons for the variations between

these simulations could be due to the use of different

working media while framing the mathematical model

especially for temperature as a parameter,

FUTURE WORK :.

It is suggested to interface the MPC controller using

MATLAB/ SIMULINK software for predicting the

temperature and pressure parameters so that one can clearly

pin point the reasons for the variations between Ideal air

simulation and Fuel – air simulation.

REFERENCES

1. A.S.Ramadhas, S.Jayaraj, C.Muraleedharan.

Theoretical modelling and experimental studies on biodiesel

fuelled engine, Renewable Energy 31 (2006), 1813 - 1826.

2. M.P.Sudeshkumar, G.Devaradjane. Development

of a simulation model for compression ignition engine

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