automobile module i
TRANSCRIPT
AUTOMOBILE ENGINEERING
Anoop P
Asst. Professor
Dept. of Mechanical Engg:
MITS, Puthencruz
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DEPARTMENT OF MECHANICAL ENGINEERING - MITS PUTHENCRUZ
OBJECTIVES
impart the basic concepts of Automobile parts
and its working
develop the fundamental ideas used in modern
vehicle technologies.
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AUTOMOBILE
The term automobile stands for a vehicle which can move by itself.
An automobile is made up of a frame, supported by body on it.
It has a power producing unit, a power transmitting unit.
These units are in turn connected to wheels and tire's through transmission system.
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SYLLABUS
Module 1
Engines- Types of engines in automobiles-classifications-
engine components working of various systems-present and
future vehicles, engine construction- intake and exhaust
systems. Different combustion chambers, carburettors, diesel
fuel pumps, injectors, single point and multi point fuel
injection-MPFI and CRDI systems -lubricating and cooling
systems.
Vehicle performance-resistance to the motion of vehicle-air,
rolling, and radiant resistance-power requirement-
acceleration and gradeability-selection of gear ratios.
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Module 2
Transmission prime movers- clutch-principle of friction and
cone clutches –centrifugal clutches, diaphragm clutches and
fluid couplings-Gearbox-necessity and principle. Constant
mesh, sliding mesh, synchromesh gear boxes and epicyclic
gearbox –overdrives. Hydraulic torque converters-semi and
automatic transmission systems - constant velocity and
universal joints. Final drive-front wheel, rear wheel and four
wheel drives-transfer case-Hotchkiss and torque tube drives-
differential-nonslip differential-rear axles-types of rear axles.
Module 3
Steering and Suspension Different steering mechanisms-
Ackermann Steering mechanism. Steering gear boxes -power
steering –types. Suspension systems-front axle, rigid axle and
independent suspensions-anti-roll bar-coil spring and leaf
spring - torsion bar -Macpherson strut- sliding pillar- wish
bone- trailing arm suspensions-Shock absorbers -hydraulic
and gas charged shock absorbers-air suspensions Front axle
types-front wheel geometry-castor, camber, king pin inclination,
toe-in toe out, wheel balancing- wheel alignment.
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Module 4
Chassis, Brakes and Tyres: Types of chassis and body
constructions-crumble zones, air bags and impact beams.
Braking mechanism and convectional brakes- Drum brakes
and Disc brakes. Vacuum booster, hydraulic and power
brakes, components and attachments of mechanical, hydraulic
and pneumatic brakes-Master cylinder-Tandem cylinder-
working. Anti-lock braking systems-Wheels and Tyres-
tubeless tyres-ply ratings- radial tyres. Different tyre wears-
causes
Module 5
Electrical systems - Battery ignition system circuit-
electronic ignition system alternators - voltage regulators
starting system- bendix and follow through drives –
automotive lighting, accessories and dashboard instruments-
head light and horn with relays-circuit diagrams. Automotive
air conditioning Preventive and breakdown
maintenance- engine testing, servicing-engine overhaul-
engine tuning. 6
DEPARTMENT OF MECHANICAL ENGINEERING - MITS PUTHENCRUZ
REFERENCES/TEXT BOOKS
Automobile Engineering (Vol. 1 & 2) - K.M.Guptha
Automotive Mechanics- William H. Course
Advanced Vehicle Technology-Heinz Hesler
Automobile Engineering (Vol. 1 & 2)- Kirpal Singh
Automobile Engineering – R.K.Rajput
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ENGINES
Engine is the power plant of the vehicle.
In general, internal combustion engine with petrol or diesel fuel is used to run a vehicle.
An engine may be either a two-stroke engine or a four-stroke engine.
An engine consists of a cylinder, piston, valves, valve operating mechanism, carburetor (or MPFI in modern cars), fan, fuel feed pump and oil pump, etc.
Besides this, an engine requires ignition system for burning fuel in the engine cylinder.
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ENGINE NOMENCLATURE
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Cylinder bore
Top dead centre
Bottom dead centre
Stroke
Swept volume
Clearance volume
Compression ratio
DEPARTMENT OF MECHANICAL ENGINEERING - MITS PUTHENCRUZ
ENGINE CLASSIFICATION
Type of fuel used
Petrol engine
Diesel engine
Gas engine
Type of Ignition
Spark Ignition engine
Compression Ignition engine
Cycle of Operation
Otto cycle
Diesel cycle
No. of strokes/cycle
2 stroke
4 stroke 10
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Valve location
Overhead valve engine
Side valve engine
Basic Design
Reciprocating
Rotary
Arrangement of cylinders
Inline/Straight engine
V engine
Opposed Cylinder engine
Opposed piston engine
Radial Engine
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Air intake process
Naturally aspirated
Turbocharged
Crankcase compressed
Type of cooling
Air cooling
Water cooling
Application
Stationary Engine
Mobile Engines
Locomotives
Marine Engines
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COMPONENTS OF AN IC ENGINE
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COMPONENTS/PARTS
Cylinder
Cylinder head
Piston
Inlet and exhaust valves
Inlet manifold
Exhaust manifold
Connecting rod
Crank
Flywheel
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Cylinder: It is one of the most important parts of the engine, in which
piston moves to and fro.
Engine Cylinder has to withstand a high temperature and pressure.
Thus the materials for the engine cylinder should be such that it can retain high pressure and temperature. (usually alloys of Iron or Aluminium)
The top of the cylinder is covered by cylinder head.
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Engine Block
The engine cylinders are enclosed with in the engine block.
Usually made of cast iron because of its wear resistance
and low cost.
Passages for the cooling water are cast into the block.
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Inlet and Exhaust Valves
Inlet valves admit the entrance of fuel and air and
outlet valves allow the exhaust gases to escape.
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Cam
Is used for opening and closing of Inlet and Exit Valve in
time.
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Piston
Function of Piston is to transmit the force exerted by the
burning of charge to Connecting Rod.
The pistons are usually made of Aluminium Alloy, chrome
nickel alloy, nickel iron alloy, cast steel etc. which are light
in weight.
They have good heat conducting property and also greater
strength at higher temperatures.
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Piston Rings
Circular Rings made of special cast iron housed in the circumferential grooves provided on the outer surface of the piston.
Generally there are two sets of rings.
The function of the upper rings is to provide air tight seal to prevent leakage of the burnt gases into the lower portion named as compression rings.
The function of lower rings is to provide effective seal to prevent leakage of oil into the Engine Cylinder and is termed as oil rings.
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Connecting Rod
Is a tapered link of ‘I’ section connected between the piston
and crank shaft whose main function is to transmit force
from the piston to the crank shaft.
The upper end, called the small end is fitted to the piston
using a gudgeon pin and lower end called the big end is
connected to the crank using crank pin.
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Crank
Is a lever connected between the connecting rod and the
crank shaft.
As the piston reciprocates, it rotates about the axis of the
crank shaft.
Crank Shaft
Function of Crank Shaft is to convert the
Reciprocating Motion of Piston into rotary motion with the
help of Connecting Rod.
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Flywheel
Is a big wheel mounted on the crankshaft whose function is
to reduce fluctuation of speed of the engine within a cycle
and there by maintain speed of the engine constant.
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Crank Case
A cast iron or aluminium case which holds the Crank
Shaft.
crankcase is the housing for the crankshaft. The enclosure
forms the largest cavity in the engine and is located below
the cylinders.
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4 STROKE PETROL ENGINE(SI ENGINE)
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4 STROKE DIESEL ENGINE(CI ENGINE)
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COMPARISON
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Compression ratio 6 – 10 16 – 20
Weight Less More
Initial cost Less More
Maintenance cost Less More
Control of Power Quantity governing Quality Governing
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2 STROKE ENGINE
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2 STROKE PETROL ENGINE
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2 STROKE DIESEL ENGINE
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COMPARISON
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Aspects
Four Stroke Engines Two Stroke Engines
Completion of cycle
4strokes of the piston or in
two revolutions of the
crankshaft.
2 strokes of the piston or in
one revolution of the
crankshaft.
Flywheel Heavier flywheel is needed. Lighter flywheel is needed.
Power produced Power produced for same
size of engine is small
Power produced for same
size of engine is more
Cooling and lubrication
requirements
Lesser cooling and lubri-
cation requirements.
Lesser rate of wear and
tear.
Greater cooling and lubri-
cation requirement.
Great rate of wear and
tear.
DEPARTMENT OF MECHANICAL ENGINEERING - MITS PUTHENCRUZ
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Valve and valve
mechanism
Contains valve and
valve mechanism.
No valves but only
ports
Initial cost Higher is the initial
cost. Cheaper in initial cost.
Volumetric efficiency
Volumetric efficiency
more due to more time
of induction.
Volumetric efficiency
less due to lesser time
for induction.
Thermal efficiencies Higher Lower
Applications Used where efficiency is
important.
Used where (1) low cost,
(2) compactness, and (3)
light weight is
important
DEPARTMENT OF MECHANICAL ENGINEERING - MITS PUTHENCRUZ
PETROL ENGINE – AIR SYSTEM
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Air filter Carburetor Engine
Cylinder Silencer
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FUEL SYSTEM
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Fuel Storage
Tank Fuel Pump Fuel Filter Carburetor
Engine Cylinder
DEPARTMENT OF MECHANICAL ENGINEERING - MITS PUTHENCRUZ
INDUCTION OF FUEL IN SI ENGINES
The fuel Induction systems for SI engine are
classified as:
Carburetors
Throttle body Fuel Injection Systems
Port Fuel Injection System
Multi Point Fuel Injection Systems.
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CARBURETOR
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PORT FUEL INJECTION SYSTEM
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THROTTLE BODY FUEL INJECTION SYSTEMS
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MPFI
D MPFI
L MPFI
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D MPFI
Fuel metering is regulated by engine speed and manifold
vacuum
Mixing of fuel takes place inside the manifold pipe
ECU supplies the information for metering and mixing by
means of sensors
D MPFI (D Jetronic)
D- Druck(pressure)
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L MPFI
L MPFI (L Jetronic)
L- Luft(Air)
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MERITS OF FUEL INJECTION IN THE SI ENGINE
Absence of Venturi – No Restriction in Air Flow/Higher Vol. Eff./Torque/Power
Manifold Branch Pipes Not concerned with Mixture Preparation
Better Acceleration Response
Fuel Atomization Generally Improved.
Use of Greater Valve Overlap
Use of Sensors to Monitor Operating Parameters/Gives Accurate Matching of Air/fuel Requirements: Improves Power, Reduces fuel consumption and Emissions
Precise in Metering Fuel in Ports
Precise Fuel Distribution Between Cylinders
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DIESEL ENGINE - FUEL SYSTEM
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Fuel Storage
Tank Fuel filter
Fuel pump (Low
Pressure)
Fuel Injection
Pump (High
Pressure)
Fuel injector
Engine cylinder
DEPARTMENT OF MECHANICAL ENGINEERING - MITS PUTHENCRUZ
DIAPHRAGM PUMP
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l. Cam
2. Rocker arm
3. Link
4. Diaphragm
5. Diaphragm spring
6. Pump chamber
7. Inlet valve
8. Outlet valve
9. Outlet pipe
10. Spring
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FUEL INJECTION PUMP
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FUEL INJECTOR
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ELECTRONIC FUEL INJECTION
CRDI (Common Rail Direct Injection)
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Low pressure pump draws fuel from fuel tank to the high
pressure pump through a filter.
High pressure pump supplies fuel to a common rail
High pressure diesel oil is then fed to the individual
injectors.
Injection occurs at equal intervals.
The control rack controls the timing and quantity of fuel to
the cylinders
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MERITS
More power is developed
Increased fuel efficiency
More stability
Pollutants are reduced
Particulates of exhaust are reduced
Exhaust gas recirculation is enhanced
Precise injection timing is obtained
Pilot and post injection increase the combustion quality
The powerful microcomputer makes the whole system more perfect
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NECESSITY OF COOLING
Engine valves warp due to over heating
Lubricating oil decomposes and forms gummy and carbon particles
Thermal stresses are set up in the engine parts and causes distortion
Reduces the strength of materials used for piston and piston rings
Pre- ignition occurs due to over heating of spark plug
Over heating reduces the efficiency of engine
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COOLING SYSTEM
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Air Cooling or Direct Cooling
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Advantages
Engine design is simpler
Light in weight
Less space
Disadvantages
Not effective when compared to water cooling
Efficiency of engine is less
Engine parts are not uniformly cooled
Not suitable for multi cylinder engines
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WATER COOLING OR INDIRECT COOLING
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Advantages
Cooling is more efficient
Efficiency of engine is more
Uniform cooling is obtained
Disadvantages
More weight, since it uses radiator, pump, fan etc.
Requires more maintenance
Water circulating pump consumes more power
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DEPARTMENT OF MECHANICAL ENGINEERING - MITS PUTHENCRUZ
LUBRICATION SYSTEM
Functions
Lubricant reduces friction between the moving parts
Reduces wear and tear
Minimizes power loss due to friction
Provides cooling effect
Reduces the noise created by moving parts
Acts as a sealing between the cylinder and piston
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Desirable properties
Should maintain sufficient viscosity under all ranges of
temperature
Oil must not vaporize
Should have high specific heat
Must be free from corrosive acids, moisture etc.
Good adhesive quality
Good cohesive quality
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MIST LUBRICATION SYSTEM
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WET SUMP LUBRICATION SYSTEM
Splash system
Pressure feed system
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EXHAUST SYSTEM
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PERFORMANCE OF IC ENGINES
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NOMENCLATURE
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Indicated power(IP) – power produced inside the
cylinder
Brake power(BP) – Power obtained from the shaft of
the engine
IP-FP=BP, FP- frictional power
DEPARTMENT OF MECHANICAL ENGINEERING - MITS PUTHENCRUZ
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Indicated thermal efficiency ήth = Indicated power
Fuel Power
Fuel Power = mass of fuel used / sec (kg/s) x calorific value of fuel (J/kg)
Indicated Power = PxLxAxNxK
P – N/m2 Indicated mean effective pressure
A- m2 Area
N – N/2 for 4S, N for 2S where N= rpm of the engine
K- number of cylinders
DEPARTMENT OF MECHANICAL ENGINEERING - MITS PUTHENCRUZ
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Brake thermal efficiency ήbth = Brake Power
Fuel Power
Mechanical efficiency ήm = Brake power
Indicated power
Volumetric efficiency ήv = Actual volume of air intake
Stroke/ Swept Volume
DEPARTMENT OF MECHANICAL ENGINEERING - MITS PUTHENCRUZ
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ABSORPTION DYNAMOMETER POWER, P= TXW T = FXR F=M X G P= 2∏NT/60
DEPARTMENT OF MECHANICAL ENGINEERING - MITS PUTHENCRUZ
COMBUSTION CHAMBERS IN SI ENGINES
Design of combustion chamber has an important influence
upon the engine performance and its knock properties.
The design of combustion chamber involves the
shape of the combustion chamber,
the location of the sparking plug and
the positioning of inlet and exhaust valves.
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DEPARTMENT OF MECHANICAL ENGINEERING - MITS PUTHENCRUZ
The basic requirements of a good combustion
chamber are to provide:
High power output
High thermal efficiency and low specific fuel consumption
Smooth engine operation
Reduced exhaust pollutants.
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DIFFERENT TYPES OF COMBUSTION
CHAMBERS
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T-HEAD COMBUSTION CHAMBER
Introduced by Ford Motor Corporation in 1908.
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Both inlet and exhaust valves are located in engine block
on opposite sides
Requires two cam shafts for actuating the in-let valve and
exhaust valve separately
High surface- volume ratio, long flame travel
Very prone to detonation.
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L HEAD COMBUSTION CHAMBERS
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This was first introduced by Ford motor in 1910-30 .
It is a modification of the T-head type of combustion chamber.
Both intake and exhaust valves are kept side by side with spark plug located above the valves
Advantages
Valve mechanism is simple and easy to lubricate.
Detachable head easy to remove for cleaning and decarburizing without
Valves of larger sizes can be provided.
Disadvantages
Poor turbulence
Extremely prone to detonation due to large flame length and slow combustion
More surface-to-volume ratio and therefore more heat loss.
Extremely sensitive to ignition timing due to slow combustion process
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RICARDO’S TURBULENT COMBUSTION
CHAMBER
Ricardo developed this head in 1919. His main objective was
to obtain fast flame speed and reduce knock in L head design.
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Advantages
Minimum surface to volume ratio due to hemispherical shape of the
chamber.
This design ensures a more homogeneous mixture of air and fuel
Higher engine speed is possible due to increased turbulence
Ricardo’s design reduced the tendency to knock by shortening
length of effective flame travel.
This design reduces length of flame travel by placing the spark plug
in the center of effective combustion space.
Disadvantages
With compression ratio of 6, normal speed of burning increases and
turbulent head tends to become over turbulent and rate of pressure
rise becomes too rapid leads to rough running and high heat losses.
To overcome the above problem, Ricardo decreased the areas of
passage at the expense of reducing the clearance volume and
restricting the size of valves. This reduced breathing capacity of
engine, therefore these types of chambers are not suitable for
engine with high compression ratio.
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OVER HEAD VALVE OR I HEAD COMBUSTION
CHAMBER
The disappearance of the side valve or L-head design was
inevitable at high compression ratio of 8 : 1 because of the
lack of space in the combustion chamber to accommodate the
valves.
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DEPARTMENT OF MECHANICAL ENGINEERING - MITS PUTHENCRUZ
An overhead engine is superior to side valve at high
compression ratios and is due to following reasons:
Lower pumping losses and higher volumetric efficiency from better
breathing of the engine from larger valves or valve lifts and more
direct passageways.
Less distance for the flame to travel.
Less force on the head bolts and therefore less possibility of
leakage (of compression gases or jacket water).
Removal of the hot exhaust valve from the block to the head, thus
confining heat failures to the head.
Absence of exhaust valve from block also results in more uniform
cooling of cylinder and piston.
Lower surface-volume ratio and, therefore, less heat loss and less
air pollution.
Easier to cast and hence lower casting cost.
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Two important designs of overhead valve combustion
chambers are used .
Bath Tub Combustion Chamber
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This is simple and mechanically convenient form.
This consists of an oval shaped chamber with both valves
mounted vertically overhead and with the spark plug at the
side.
The main draw back of this design are:
both valves are placed in a single row along the cylinder
block. This limits the breathing capacity of engine, unless
the overall length is increased.
However, modern engine manufactures overcome this
problem by using unity ratio for stroke and bore size.
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Wedge Type Combustion Chamber
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In this design slightly inclined valves are
used.
This design has given very satisfactory
Performance.
A modern wedge type design can be seen in
for Plymouth V-8 engine.
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F- HEAD COMBUSTION CHAMBER
F- head used by Rover Company
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F – head used in Willeys jeep.
In such a combustion chamber one
valve is in head and other in the block.
This design is a compromise between
L-head and I-head combustion
chambers.
DEPARTMENT OF MECHANICAL ENGINEERING - MITS PUTHENCRUZ
Advantages
High volumetric efficiency
Maximum compression ratio for fuel of given octane rating
High thermal efficiency
It can operate on leaner air-fuel ratios without misfiring.
Disadvantages
This design is the complex mechanism for operation of
valves and expensive
special shaped piston. 91
DEPARTMENT OF MECHANICAL ENGINEERING - MITS PUTHENCRUZ
COMBUSTION CHAMBERS IN CI ENGINES
The most important function of CI engine combustion
chamber is to provide proper mixing of fuel and air in short
time.
In order to achieve this, an organized air movement called
swirl is provided to produce high relative velocity between
the fuel droplets and the air.
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DEPARTMENT OF MECHANICAL ENGINEERING - MITS PUTHENCRUZ
C I engine combustion chambers are classified into two
categories:
OPEN INJECTION (DI) TYPE :
This type of combustion chamber is also called an Open combustion
chamber. In this type the entire volume of combustion chamber is
located in the main cylinder and the fuel is injected into this volume.
INDIRECT INJECTION (IDI) TYPE:
In this type of combustion chambers, the combustion space is
divided into two parts, one part in the main cylinder and the other
part in the cylinder head. The fuel –injection is effected usually into
the part of chamber located in the cylinder head.
These chambers are classified further into :
Swirl chamber in which compression swirl is generated
Pre combustion chamber in which combustion swirl is induced
Air cell in which both compression and combustion swirl are induced. 93
DEPARTMENT OF MECHANICAL ENGINEERING - MITS PUTHENCRUZ
DIRECT INJECTION CHAMBERS – OPEN
COMBUSTION CHAMBERS
An open combustion chamber is defined as one in which the
combustion space is essentially a single cavity with little
restriction from one part of the chamber to the other and
hence with no large difference in pressure between parts of
the chamber during the combustion process.
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Advantages
Minimum heat loss during compression because of lower surface
area to volume ratio and hence, better efficiency.
No cold starting problems.
Fine atomization because of multi hole nozzle.
Drawbacks
High fuel-injection pressure required and hence complex design of
fuel injection pump.
Necessity of accurate metering of fuel by the injection system,
particularly for small engines.
DEPARTMENT OF MECHANICAL ENGINEERING - MITS PUTHENCRUZ
Shallow Depth Chamber
In shallow depth chamber the depth of the cavity provided in
the piston is quite small.
This chamber is usually adopted for large engines running at
low speeds. Since the cavity diameter is very large, the squish
is negligible.
Hemispherical Chamber:
This chamber also gives small squish. However, the depth to
diameter ratio for a cylindrical chamber can be varied to give
any desired squish to give better performance. 96
DEPARTMENT OF MECHANICAL ENGINEERING - MITS PUTHENCRUZ
Cylindrical Chamber
This design was attempted in recent diesel engines.
This is a modification of the cylindrical chamber in the form of a truncated cone with base angle of 30°. The swirl was produced by masking the valve for nearly 1800 of circumference.
Squish can also be varied by varying the depth.
Toroidal Chamber
The idea behind this shape is to provide a powerful squish along with the air movement, similar to that of the familiar smoke ring, within the toroidal chamber.
Due to powerful squish the mask needed on inlet valve is small and there is better utilization of oxygen. The cone angle of spray for this type of chamber is 150° to160°.
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DEPARTMENT OF MECHANICAL ENGINEERING - MITS PUTHENCRUZ
IN DIRECT INJECTION CHAMBERS
A divided combustion chamber is defined as one in which the
combustion space is divided into two or more distinct
compartments connected by restricted passages.
This creates considerable pressure differences between them
during the combustion process.
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DEPARTMENT OF MECHANICAL ENGINEERING - MITS PUTHENCRUZ
RICARDO’S SWIRL CHAMBER
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DEPARTMENT OF MECHANICAL ENGINEERING - MITS PUTHENCRUZ
PRE COMBUSTION CHAMBER
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DEPARTMENT OF MECHANICAL ENGINEERING - MITS PUTHENCRUZ
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Advantages
(i) Due to short or practically no delay period for the fuel entering the main
combustion space, tendency to knock is minimum, and as such running is
smooth.
(ii) The combustion in the third stage is rapid.
(iii) The fuel injection system design need not be critical. Because the
mixing of fuel and air takes place in pre-chamber,
Disadvantages
(i) The velocity of burning mixture is too high during the passage from pre-
chambers, so the heat loss is very high. This causes reduction in the
thermal efficiency, which can be offset by increasing the compression ratio.
(ii) Cold starting will be difficult as the air loses heat to chamber walls
during compression.
DEPARTMENT OF MECHANICAL ENGINEERING - MITS PUTHENCRUZ
ENERGY CELL
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DEPARTMENT OF MECHANICAL ENGINEERING - MITS PUTHENCRUZ
M COMBUSTION CHAMBER
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DEPARTMENT OF MECHANICAL ENGINEERING - MITS PUTHENCRUZ
Advantages
Low rates of pressure rise, low peak pressure.
Low smoke level.
Ability to operate on a wide range of liquid fuels
Disadvantages
Since fuel vaporization depends upon the surface
temperature of the combustion chamber, cold starting
requires certain aids.
Some white smoke, diesel odour, and high hydrocarbon
emission may occur at starting and idling conditions.
Volumetric efficiency is low. 104
DEPARTMENT OF MECHANICAL ENGINEERING - MITS PUTHENCRUZ
RESISTANCE TO A MOVING VEHICLE
When a body moves through a fluid, it is encountered by
resistance (drag)
In order to maintain motion a force needs to be exerted
along the direction of motion of vehicle
When vehicle moves the propulsion unit has to exert a
tractive effort sufficient enough to balance the resistance
offered
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DEPARTMENT OF MECHANICAL ENGINEERING - MITS PUTHENCRUZ
Wind or Air Resistance
It depends upon:
Shape and size of vehicle body
Air velocity and its direction
Speed of the vehicle
Ra = KAV2
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DEPARTMENT OF MECHANICAL ENGINEERING - MITS PUTHENCRUZ
Rolling Resistance
Caused due to friction between the wheel tyre and road
surface.
It depends upon the following factors:
Quality of road surface
Road surface material
Wheel inflation pressure
Type of tyre tread
Load on the road wheels
Rr= KW
W- weight of vehicle in N
K- constant of rolling resistance 107
DEPARTMENT OF MECHANICAL ENGINEERING - MITS PUTHENCRUZ
Gradient Resistance
It refers to the steepness of the road
Depends upon:
Weight of the vehicle
Inclination/gradient of the road
Rg=Wsinθ
Total Resistance R = Ra+Rr+Rg
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DEPARTMENT OF MECHANICAL ENGINEERING - MITS PUTHENCRUZ
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P = R*V
ήt
P- Power
R- Total Resistance in N
V- Speed in m/s
ήt – transmission efficiency
DEPARTMENT OF MECHANICAL ENGINEERING - MITS PUTHENCRUZ
THANK YOU !!!!!
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DEPARTMENT OF MECHANICAL ENGINEERING - MITS PUTHENCRUZ