Department of Mechanical Engineering Question bank VIII Sem - ME !"# $ %DV%&CED IC E&'I&ES (art-% )&I* $ # #. +hat are the stages of combustion in a SI engines, The stages of combustion in a SI engines are: FIRST STAGE: Ignition lag (or) preparation phase SECO! STAGE: propagation of flame T"IR! STAGE: After burning . +hat are the -arious factors that affect the flame spee., The #arious factors that affect the flame spee$ are: a) Turbulence b)% Fuel&air ratio c)% Temperature' pressure $)% compression ratio e) engine spee$' si(e )output /. Define normal combustion, In normal combustion' the flame initiate$ b* the spar+ tra#els across the combustion chamber in a fairl* uniform manner% ". Define abnormal combustion an. its conse0uences, ,n$er certain operating con$itions the combustion $e#iates from its normal Course lea$ing to loss of performance an$ possible $amage to the engine are terme$ as abnormal combustion (or) +noc+ing combustion% Conse-uences are (.)% /oss of po0er (1)% Recurring preignition (2)% 3echanical $amage to the engine 1. +hat is e0ui-alence ratio, The ratio of the actual fuel&air ratio to the stoichiometric fuel 4air ratio% 2. Short note on SI engine e0ui-alence ratio re0uirements, In a homogeneous mi5ture 0ith e-ui#alence ratio close to .%6 the flame spee$ is normall* of the or$er of 76cm8s %"o0e#er in a SI engine the ma5imum flame spee$ is obtaine$ 0hen 9 is bet0een .%. an$ .%1 (i%e%) 0hen the mi5ture is slightl* richer than stoichiometric% 3. +rite the .esirable 0ualities for SI engine fuel, In or$er to a#oi$ or inhibit $etonation' a high auto ignition temperature an$ a long ignition lag are the $esirable -ualities for SI engine fuel% 4. E5plain the t6pe of -ibration pro.uce. 7hen auto ignition occurs. T0o $ifferent #ibrations are pro$uce$% .% In one case' a large amount of mi5ture ma* auto ignite gi#ing use to a #er* rapi$ increase in pressure throughout the chamber an$ there 0ill be a $irect blo0 on free #ibration of the engine parts 1% In another case' larger pressure $ifferences ma* e5it in the combustion chamber an$ the resulting gas #ibration can force the 0alls of the chamber to #ibrate at the same fre-uenc* as the gas% 8. +hat is the metho. to .etect the phenomenon of knocking, The scientific metho$ to $etect the phenomenon of +noc+ing is to use a pressure transfer this trans$ucer is connecte$' usuall* to a catho$e ra* oscilloscope% Thus pressure&time traces can be obtaine$ from the pressure trans$ucer% #!. 9ist out some of the knock limite. parameters, The +noc+ limite$ parameters are: .% :noc+ limite$ compression ratio 1% :noc+ limite$ into pressure 2% :noc+ limite$ In$icate$ mean effecti#e pressure% (:limep) ##. Define performance number, ;erformance number is $efine$ as the ratio% Of :noc+ limite$ In$icate$ mean effecti#e pressure 0ith the sample fuel to +noc+ limite$ In$icate$ mean effecti#e pressure 0ith ISO& OCTAE %0hen the inlet pressure is +ept constant% #. 9ist the factors that are in-ol-e. in either pro.ucing :or; pre-enting knock. The factors that are in#ol#e$ in either pro$ucing (or) pre#enting +noc+ are temperature' pressure' $ensit* of the unburne$ charge an$ the time factor% #/. 9ist the parameters 7hich are affecting knock in SI engine, The parameters 0hich are $irectl* (or) in$irectl* connecte$ 0ith +noc+ing are inlet temperature of mi5ture compression ratio' mass of in$ucte$ charge' po0er output of the engine% #". 9ist the parameters in time factors that re.uce the knocking, ;arameters are turbulence' engine spee$' flame tra#el $istance' combustion chamber shape an$ location of spar+ plug% #1. 9ist the composition factors in the knocking, Air 4fuel ratio an$ octane #alue of the fuel are the composition factors% #2. +hat are the ob<ecti-es to be kept in min. .uring .esign of combustion chamber, General ob<ecti#es are (a) Smooth engine operation (b) 3o$erate rate of pressure rise (c) Re$ucing the possibilit* of +noc+ing ($) "igh po0er out put an$ thermal efficienc* #3. +hat are the factors to be consi.ere. to obtain high thermal efficienc6, Follo0ing are the factors: .% A high #olumetric efficienc*% 1% Anti +noc+ characteristic must be impro#e$% 2% Compact combustion chamber re$uces heat loss $uring combustion increases the thermal efficienc*% #4. +rite the .ifferent t6pes of combustion chambering SI engine, T&"ea$ t*pe' /& "ea$ t*pe' I& "ea$ t*pe' F& "ea$ t*pe% #8. +hat are the components re0uire. in the fuel in<ection s6stem, Components are 4pumping element' metering element' mi5ing element' $istributing element' Timing control' an$ ambient control% !. +hat are the a.-antages of fuel $in<ection in an SI engine, A$#antages are: .% Increase$ #olumetric efficienc*% 1% =etter thermal efficienc* 2% /o0er e5haust emissions 7% "igh -ualit* fuel $istribution% #. 9ist the .ra7backs of the carburetion, .% on uniform $istribution of mi5ture in multi c*lin$er engines% 1% /oss of #olumetric efficienc* $ue to retraction for mi5ture flo0 an$ possibilit* of bac+ firing% . +hat are the functional re0uirements of an in<ection s6stem, .% Accurate mi5ing of the fuel in<ecte$ per c*cle% 1% Timing the in<ection of the fuel% 2% ;roper atomi(ation of fuel into fine $roplets 7% ;roper spra* pattern% >% o lag $uring beginning an$ en$ of in<ection% /. 9ist some of the important re0uirements of an automobile carburetors, .% Ease of starting the engine' particularl* un$er lo0 ambient con$itions% 1% Goo$ an$ -uic+ acceleration of the engine% 2% Goo$ fuel econom*% 7% Ensuring full tor-ue at lo0 spee$s% ". +hat are the general t6pes of carburetors, T*pes are ,;!RA,G"T' !O? !RA,G"T' an$ CROSS !RA,G"T% 1. +hat are the essential parts= compensating .e-ice an. a..itional s6stem :mo.ern; carburetors, ;arts 4 fuel strainer' float chamber' main metering an$ i$ling s*stem' the cho+e ) the throttle% Compensating $e#ise& Air 4blee$ <et' compensating <et' Emulsion tube' au5iliar* #al#e an$ port' bac+ suction control mechanism% A$$itional s*stem 4Ant $ieseling' richer coasting' acceleration pump an$ economic (or) po0er enrichment s*stem% 2. Define carburetion, The process of formation of a combustible fuel 4air mi5ture b* mi5ing the proper amount of fuel 0ith air before a$mission to engine c*lin$er is calle$ carburetion% 3. +hat are the factors effecting carburetion, .% The engine spee$ 1% The #apori(ation characteristics of fuel 2% The temperature of the in coming air 7% The $esign of the carburetor 4. +hat are the .ifferent t6pes air $fuel mi5tures, .%Chemicall* correct mi5ture 1% Rich mi5ture 2% lean mi5ture% 8. +hat are the .ifferent range of throttle operation .% I$ling 1% cruising 2% "igh po0er % )&I* $ II #. +hat are the stages of combustion in C.I engine, The stages of combustion in C%I engine are four stages: Stage I: ignition $ela* perio$ (preparator* phase) Stage 1: ;erio$ of rapi$ combustion% Stage 2: ;erio$ of controlle$ combustion% Stage 7: ;erio$ of after burning% . +hat is ignition .ela6 perio., The fuel $oes not ignite imme$iatel* upon in<ection into the combustion chamber% There is a $efinite perio$ of inacti#it* bet0een the time 0hen the first $roplet of fuel hits the hot air in the combustion chamber an$ the time it starts through the actual burning phase% This perio$ is +no0n as ignition $ela* perio$% /. +hat are t7o .ela6s occur in ignition .ela6 perio., The t0o $ela*s occur in ignition $ela* perio$ are the ph*sicall* $ela* an$ chemicall* $ela*% ;h*sical $ela* is the time bet0een the beginning of in<ection an$ the attainment of chemical reaction con$itions% Chemical $ela* is the reaction starts slo0l* an$ then accelerates until the inflammation or ignition ta+es place% ". 9ist the factors affecting the .ela6 perio., The factors affecting the $ela* perio$ are: .% Compression ratio% 1% Atomi(ation of the fuel% 2% @ualit* of the fuel% 7% Inta+e temperature an$ pressure% 1. E5plain the effect of 0ualit6 of fuel factor on the .ela6 perio., Self&ignition temperature is the most important propert* of the fuel 0hich affects the $ela* perio$% A lo0er self&ignition temperature an$ fuel 0ith higher cetane number gi#e lo0er $ela* perio$ an$ smooth engine operation% Other properties of the fuel 0hich affects the $ela* perio$ are latent heat' #iscosit* an$ surface tension% 2. 'i-e a comparati-e statement -arious characteristics that re.uces knocking in S.I an. C.I engine :an6 four;, S.&> C?%@C*E@IS*ICS S.I E&'I&E C.I E&'I&E . Ignition temperature of fuel "igh lo0 1 Ignition $ela* long short 2 Compression ratio /o0 high 7 Inlet temperature an$ pressure /o0 "IG"
3. +rite the classification of combustion chamber in C.I engine, Combustion chamber in C%I engine is classifie$ into t0o categories: .% !irect&in<ection t*pe 1% In$irect&in<ection t*pe% 4. +hat is calle. .irect in<ection t6pe of combustion chamber, !irect in<ection t*pe of combustion chamber is also calle$ an open combustion In this t*pe the entire #olume of the combustion chamber is locate$ in the main c*lin$er an$ the fuel is in<ecte$ into this #olume% 8. +hat are the t6pes of open combustion chamber, In open combustion chamber there are man* $esigns some are a% Shallo0 $epth chamber b% "emisherical chamber c% C*lin$rical chamber $% Toroi$al chamber #!. +hat are the a.-antages an. .isa.-antages of open combustion chamber t6pe, %.-antagesA .% 3inimum heat loss $uring compression because of lo0er surface area to #olume ratio 1% o col$ starting problems 2% Fine atomi(ation because of multihole no((le Disa.-antagesA .% "igh fuel in<ection pressure re-uire$ an$ hence comple5 $esign of fuel in<ection pump 1% ecessit* of accurate metering of fuel b* the in<ection s*stem' particularl* for small engines% ##. +hat is in.irect in<ection t6pe of combustion, In$irect in<ection t*pe of combustion chamber in 0hich the combustion space is $i#i$e$ in to t0o or more $istinct compartment connecte$ b* restricts passages% This creates consi$erable pressure $ifference bet0een them $uring the combustion process% #. +rite the classification of in.irect in<ection chamber :.i-i.e. combustion chamber; Classification of $i#i$e$ combustion chamber is a% S0irl chamber 4 in 0hich compression s0irl is generation% b% ;recombustion chamber 4 in 0hich combustion s0irl is in$uce$% c% Air cell chamber 4 in 0hich both compression an$ combustion s0irl are in$uce$% #/. +hat are the applications of s7irl chamber, S0irl chamber t*pe fin$s application a% ?here fuel -ualit* is $ifficult to control b% ?here reliabilit* un$er a$#erse con$ition is more important than fuel econom* c% ,se of single hole of larger $iameter for the fuel spra* no((le is often important consi$eration for the choice of flui$ chamber engine% #".; 9ist the a.-antages an. .ra7backs of in.irect in<ection chamberA %.-antagesA .% In<ection pressure re-uire$ is lo0 1% !irection of spra*ing is not #er* important Disa.-antagesA .% ;oor col$ starting performance re-uire$ heater plugs 1% Specific fuel consumption is high .1. +h6 specific fuel consumption is high in in.irect in<ection t6pe combustion chamberA Specific fuel consumption is high because there is a loss of pressure $ue to air motion through the $uct an$ heat loss $ue to large heat transfer area% #2. +hat is turbo charging, Energ* a#ailable in the engines e5haust gas is use$ to $ri#e the the turbocharger compressor' 0hich raises the inlet flui$ $ensit* prior to entr* to each engine c*lin$er% This is calle$ turbo charging% #3. +hat are the ma<or parts of a turbocharger, The ma<or parts of a turbocharger are turbine 0heel' turbine housing' turbo shaft' compressor 0heel' compressor housing an$ bearing housing% #4. E5plain the term turbo lag. In case of turbo charging there is a phenomenon calle$ turbo lag' 0hich refers to the short $ela* perio$ before the boost or manifol$ pressure' increase% This is $ue to the time the turbocharger assembl* ta+es the e5haust gases to accelerate the turbine an$ compressor 0heel to spee$ up% #8. E5plain the function of 7aste gate. In the turbocharger assembl* there is a control unit calle$ 0aste gate% It is a $iaphragram operate$ #alue that can b*pass part of the gases aroun$ the turbine 0heel 0hen manifol$ pressure is -uite high this unit limits the ma5imum boost pressure to pre#ent $etonation in S%I engines an$ engine $amage% !. +h6 there is a large pressure .ifferences across the in<ector noBBle are re0uire.A The fuel is intro$uce$ in to the c*lin$er of a $iesel engine through a no((le 0ith a large pressure $ifferences across the no((le <et 0ill enter the chamber at high #elocit* to .% Atomi(e in to small si(e$ $roplets to enables rapi$ e#aporation an$ 1% Tra#erse the combustion chamber in the time a#ailable an$ full* utili(e the air charge% #. +hat is calle. break up length, The li-ui$ column bearing the no((le $isintegrates 0ith in the c*lin$er o#er a finite /ength calle$ the brea+ up length in to $rops of $ifferent si(es% . +hat are the .ifferent .esigns of noBBle use., The $ifferent $esign of no((le use$ is single orifice' multiorifice' throttle or pintle $epen$ing on the nee$s of the combustion s*stem emplo*e$% /. +hat are the t7o t6pes of photographic techni0ue use., To $istinguish the li-ui$ 4 containing core of the <et an$ the e5tracts of the fuel #apor region of the spra*' 0hich surroun$s the li-ui$ core' t0o t*pes of photographic techni-ue use$ are bac+lighting an$ sha$o0 graph% ". E5plain photographic techni0ues metho.A =ac+ lighting i$entifies region 0here sufficient li-ui$ fuel (as ligaments or $rops) is present to attenuate the light% The sha$o0graph techni-ue respon$s to $ensit* gra$ients in the test section so it i$entifies regions 0here fuel #apor e5ists% 1. 9ist the .roplet siBe .epen.s on -arious factorsA The $roplet si(es $epen$s on #arious factors are .% 3ean $roplet si(e $ecreases 0ith increases in a% In<ection pressure b% air $ensit* 1% 3ean $roplet si(e increases 0ith increases in fuel #iscosit*% 2% Si(e of $roplets increases 0ith increases in the si(e of the orifice% 2. Define flame .e-elopment angleA The cran+ angle inter#al bet0een the spar+ $ischarge an$ the time 0hen a small but significant fraction of the c*lin$er mass has burne$ or fuel chemical energ* has been release$ 3. Define rapi. burning angleA The cran+ angle inter#al re-uire$ to burn the bul+ of the charge is $efine$ as the inter#al bet0een the en$ of the flame $e#elopment stage an$ the en$ of the flame propagation process% )&I* - III #. +hat are the ma<or e5haust emissions,? The ma<or e5haust emissions are a% ,nburnt h*$rocarbons ("C) b% O5i$es of carbon (co an$ co1) c% O5i$es of nitrogen (O an$ O1) $% O5i$es of sulphur (SO1 an$ SO2) e% ;articulates f% Soot an$ smo+e . +hat are the causes for h6.rocarbon emission from S.I engine? The causes for h*$ro carbon emission from S%I engine are .% Incomplete combustion% 1% Cre#ice #olume an$ flo0 in cre#ices% 2% /ea+age past the e5haust #al#e% 7% Aal#e o#er lap% >% !eposits on 0alls% B% Oil on combustion chamber 0alls% /. +hat are the reasons for incomplete combustion in SI engine, Incomplete combustion is $ue to a% Improper mi5ing $ue to incomplete mi5ing of the air an$ fuel% Some fuel particles $o not fin$ the o5*gen to react 0ith this cause the emissions% b% Flame -uenching: As the flame goes #er* close to the 0alls it gets -uenche$ at the 0alls lea#ing a small #olume of unreacte$ air fuel mi5ture% ". +hat are the reasons for flame 0uenching,? The reason for flame -uenching is the e5pansion of gases% (i) As the piston mo#es $o0n from T!C to =!C $uring po0er stro+e' e5pansion of the gases lo0ers both pressure an$ temperature 0ith in the c*lin$er% This ma+es combustion slo0 an$ finall* -uenches the flame an$ causes the emissions% (ii) "igh e5haust gas contamination causes poor combustion an$ 0hich in turn causes -uenching $uring e5pansion% (iii) As the flame goes #er* close to the 0alls it gets -uenche$ at the 0alls lea#ing a small #olume of unreacte$ air&fuel mi5ture% 1. ?o7 the oil consumption increases in IC engines an. 7hat are the effects? Often as engines ages' $ue o 0ear' clearance bet0een the pistons an$ c*lin$er 0all increases% This increases oil consumption contributes to increases in the emissions in three 0a*s% a% There is an a$$e$ cre#ices #olume% b. There is a$$e$ absorption 4 $esorption of fuel in the thic+er oil film on c*lin$er 0alls c. There is oil burne$ in the combustion process 2. +rite a short note on carbon mono5i.e emissions? Carbon mono5i$e is a colourless an$ o$ourless but a poisonous gas% It is generate$ in an engine 0hen it is operate$ 0ith a fuel rich e-ui#alance ratio% ;oormi5ing' local rich regions' an$ incomplete combustion 0ill also be the source for co emissions% 3. +hat is photochemical smog,? O5 is the primar* causes of photochemical smog' Smog is forme$ b* the photochemical reaction of automobiles e5haust an$ atmosheric air in the presence of sunlight% O1 C energ* from sunlight O C O Csmog 4. +hat are soot particles,? Soot particles are clusters of soli$ carbon sheres% These spheres ha#e $iameter from Dnm to D6nm (.nm E .6 &D )% =ut most of them are 0ith in the range of .> 4 26nm% The spheres are soli$ carbon 0ith "C an$ traces of other components absorbe$ on the surface% Single soot particles ma* contain up to >666 carbon spheres% 8. +hich is the most effecti-e after treatment for re.ucing engine emissions? The catal*tic con#erter is the most effecti#e after treatment for re$ucing engine emissions foun$ on most automobiles% Co can be o5i$i(e$ to CO1 an$ "1O in e5haust s*stem an$ thermal con#erters if the temperature is hel$ at B66& F66
C% If certain catal*sts are present' the temperature nee$e$ to
sustain these o5i$ation processes is re$uce$ to 1>6 & 266
C' ma+ing for a much more attracti#e
s*stem% #!. +hat is a catal6st,? A catal*st is a substance that accelerates chemical reaction b* lo0ering the energ* nee$e$ for it to procee$% The catal*st is not consume$ in the reaction an$ so functions in$efinitel* unless $egra$e$ b* heat age contaminants or other factors% ##. 9ist the materials use. as catal6st? The catal*st materials most commonl* use$ are a% platinum b. palla$ium c. rho$ium% #. +h6 catal6tic con-erter calle. as three 7a6 con-erters? Catal*tic con#erters are calle$ as three 0a* con#erters because the* are use$ to re$uce the concentration of CO' "C an$ O5 in the e5haust% #/. +hat are the t6pes of ceramic structure use. in catal6tic con-ertor,? Insi$e the container is a process ceramic structure through 0hich the e5haust gas flo0s% a% The ceramic is a single hone* comb structure 0ith man* flo0 passages% b% Some con#erters use loose granular ceramic 0ith the gas passing bet0een the pac+e$ spheres% #". 9ist out the .ra7backs of catal6tic con-erters? a. Sulphur offers uni-ue problems for catal*tic con#erters some catal*st promote the con#ersion of SO1 to SO2 0hich e#entuall* con#erte$ to sulphuric aci$% This $egre$s the catal*tic con#ertor an$ contributes to aci$ rain% b. Catal*tic con#erters are not #er* efficient 0hen the* are col$% ?hen an engine is starte$ after not being operate$ for se#eral hours it ta+es se#eral minute for the con#erter to reach an efficient operating temperature calle$ as col$ start up problem% #1. +hat are the metho.s of catal6tic con-erters preheating, The metho$s of catal*tic con#erters preheating inclu$e$ the follo0ing a% =* locating the con#erters close to the engine b% =* ha#ing superinsulation c% =* emplo*ing electric preheating $% =* using flame heating e% Incorporating thermal batteries% #2. 9ist the in-isible an. -isible emission In-isible emissionA ?ater #apour' carbon $io5i$e' o5i$es of nitrogen' unburnt h*$rocarbons' carbon mono5i$e' al$eh*es% Visible emissionA Smo+e' particulate% #3. +hat are the metho.s of measuring the follo7ing emission, a. O5i$es of nitrogen E C"E3I/,3IESCECE AA/GHER b. Carbon mono5i$e E O !IS;ERSIAE IFRARE! AA/GHER c. ,nburne$ h*$rocarbons E F/A3E IOIHATIO !ETECTOR (FI!)
)&I*-IV #. +rite the a.-antage an. .isa.-antage of alcohol as a fuel, The a$#antages of alcohols a fuel are: .% it is a high octane fuel 0ith anti+noc+ in$e5 number (octane number) of o#er .66% 1% Alcohols ha#e lo0 sulphur content in the fuel% 2% It pro$uces less o#erall emissions 0hen compare$ 0ith gasoline !isa$#antages: .% Alcohols ha#e poor ignition characteristics in general% 1% There is a possibilit* of #apor loc+ in fuel $eli#er* s*stem% 2% It has poor col$ 0eather starting characteristics $ue to lo0 #apor pressure an$ e#aporation% . +hat is the problem 7ith gasoline-alcohol mi5ture as a fuelI ;roblems 0ith gasoline&alcohol mi5ture as a fuel are the ten$enc* for alcohol to combine 0ith an* 0ater present% ?hen this happens the alcohol separates to locall* from the gasoline' resulting in a non& homogenous mi5ture% This causes the engine to run erraticall* $ue to the large air&fuel ratio $ifference bet0een the t0o fuels% /. +rite the sources for methanol, 3ethanol can be obtaine$ from man* sources' both fossil an$ rene0able% These inclu$e coal' petroleum' natural gas' biomass' 0oo$ lan$fills an$ e#en the ocean% ". +rite the source for ethanol, Ethanol can be ma$e from eth*lene (or) from fermentation of grains an$ sugar% 3uch of it is ma$e from sugarcane' sugarbeets' an$ e#en cellulose (0oo$ an$ paper)% 1. +hat are the techni0ues of using alcohol in .iesel engine fuel, The techni-ues of using alcohol in $iesel engine are: .% Alcohol $iesel emulsions% 1% !ual fuel in<ection% 2% Alcohol fumigation% 7% Surface ignition of alcohols% 2. +hat are the metho.s are a.opte. for in.uction of alcohol into intake manifol., The metho$s are a$opte$ for in$uction of alcohol into inta+e manifol$ micro fog unit' pneumatic spra* no((le' #apori(er' carburetor an$ fuel in<ector% 3. 9ist the a.-antages of h6.rogen as an IC engine, A$#antages .% /o0 emissions% 1% Fuel a#ailabilit*% 2% Fuel lea+age to en#ironment is not a pollutant 7% "igh energ* continent per #olume 0hen store$ as a li-ui$% 4. 9ist the .isa.-antages of using h6.rogen as a fuel, !isa$#antages !ifficult to re fuel% Fuel cost 0oul$ be high at present $a*Js technolog* an$ a#ailabilit*% ;oor engine #olumetric efficienc*% "igh O5 emission because of high flame% 8. +rite the metho.s for h6.rogen can be use. in SI engines, "*$rogen can be use$ in SI engines b* three metho$s =* manifol$ in$uction =* $irect intro$uction of h*$rogen into the c*lin$er% =* supplementing gasoline% #!. 9ist the a.-antages of natural gas, A$#antages: Octane number is aroun$ .16' 0hich ma+es it a #er* goo$ SI engines fuel% /o0 engine emissions Fulel is fairl* abun$ant 0orl$0i$e% ##. 9ist the .isa.-antages of natural gas, !isa$#antages: /o0 energ* $ensit* resulting in lo0 engine performance% /o0 engine #olumetric efficienc* because it is a gaseous fuel% Refueling is a slo0 process% #. +rite the t7o t6pes of 9(' use. in automobiles engine, T0o t*pe of /;G use$ in automobile engines: One is propane an$ the other is butane' sometimes in mi5ture of propane an$ butane is use$ as /;G in auto mobile engine% #/. +hat are the a.-antages of 9(', /;G mi5es 0ith air at all temperatures% /;G has high anti+noc+ characteristics% There is no crac+ case $ilution' because the fuel is in the form of #apor% #". +rite the .isa.-antages of 9(', A special fuel fee$ s*stem is re-uire$ for li-ui$ petroleum gas% A goo$ cooling s*stem is -uite necessar*% The #ehicle 0eight is increase$ $ue to the use of hea#* pressure c*lin$er for storing /;G% #1. +rite the impro-ements re0uire. for the 9(' -ehicle in future, Effort must be ma$e to ha#e more /;G filling stations at con#enient locations' so that /;G tan+ can be fille$ up easil*% Safet* $e#ices are to be intro$uce$ to pre#ent acci$ents $ue to e5plosion of gas c*lin$ers (or) /ea+age in the gas pipes% #2. Compare the petrol an. 9(', (E*@>9 9IQ)IED (E*@>9EM '%S Octane rating of petrol is K. Octane rating of /;G is ..6% ;etrol has o$ours /;G is o$ourless% In or$er to increase octane number /;G is lea$ free 0ith high Octane number% )&I*-V #. +hat is lean burn engine, /ean burn engine is a la* out of Otto c*cle engine $esigne$ to permit the combustion of lean air fuel mi5ture an$ to obtain simultaneousl* lo0 emission #alues as high fuel econom*% It is $esigne$ to operate effecti#el* in the air fuel ratio #"A#-#2A#to !A#-A#. ?hen the lean compression ratio' combustion chamber shape' ignition s*stem' the lean limit are successfull* optimi(e$' the engine is refuse$ to as a lean burn engine% . +h6 lean mi5ture is preferre. in SI engine, /ean mi5ture is preferre$ in SI engine because of the follo0ing facts: /o0er pollutants% Goo$ fuel econom*% "eat transfer losses to the cooing me$ium are re$uce$ because of lo0er pea+ temperatures% Since lean mi5ture are less pro#e to +noc+ing% /. +hat are the mo.ifications to be ma.e to con-ert an e5isting engine as a lean burn engine, The mo$ifications to be ma$e to comments an e5isting engine as a lean burn engine are: Increasing the compression ratio of the engine to accurate flame propagation% Increasing the s0irl an$ turbulence of the mi5ture in or$er to increase flame spee$% Catal*tic acti#ation of the charge in the combustion chamber% ". ?o7 the stratifie. charge engine can be characterise., The stratifie$ charge engine can be characterise$ b* the follo0ing features: Relati#el* high compression ratio Abilit* of $irect c*lin$er fuel in<ection #ariations to run unthrottle$% Stratification of the charge mi5ture into $istinctl* $ifferent rich an$ lean air fuel ratios% 1. 9ist the a.-antages of the stratifie. charge engine. The a$#antages of the stratifie$ charge engines are: /o0 octane fuels (cheaper fuels) can be use$ at higher compression ratios% /oa$ control can be achie#e$ 0ithout air throttling @uiet in operation% 3ulti fuels gi#e more or less e-ual performance% 2. +hat are the main .isa.-antages of the stratifie. charge engine, The main $isa$#antages of the stratifie$ charge engines are: 3a5imum output (from the air in the c*lin$er (i%e%) complete utili(ation of air) is not achie#e$% The a$$e$ cost of the in<ection8mo$ifie$ combustion s*stems% A$$e$ complication of in<ection an$ spar+ ignition s*stems% 3. +rite short notes on plasma <et ignition s6stem. The plasma <et ignition s*stem uses a plasma <et spar+ plug% This s*stem can be consi$ere$ as a form of electrical torch ignition' since the ignition source is hot <et plasma 0hich pro<ect 0ell a0a* from the spar+ plug% The plasma <et ignition sources is turbulent an$ electro$eless' both $esirable features for igniting marginal mi5tures% 4. +hat are the factors that influence the operation of the plasma <et plug, The factors that can influence the operation of the plasma <et plug are the amount of the applie$ electrical energ*' the rate of energ* $eli#er*' the ca#it* #olume' the ca#it* $imensions' the orifice si(e' the ambient gas pressure an$ the -uantit* of fuel present in the ca#it*% 8. +hat are the reasons for automoti-e engines e0uippe. 7ith gasoline in<ection s6stem, Some of the recent automoti#e engines are e-uippe$ 0ith gasoline in<ection s*stem' instea$ of a carburetion for the reasons: (.) To ha#e uniform $istribution of fuel in a multi c*lin$er engine% (1) To impro#e breathing capacit* (i%e%) #olumetric efficienc*% (2) To re$uce or eliminate $etonation% #!. +hat are the t6pes of in<ection s6stems, .% Gasoline !irect In<ection (G!I) in to the c*lin$er 1% ;ort in<ection (a) time$ (b) continuous 2% 3anifol$ in<ection ##. +hat are the ob<ecti-e of the fuel in<ection s6stem, The ob<ecti#es of the fuel in<ection s*stem are to meter' atomi(e an$ uniforml* $istribute the fuel throughout the air mass in the c*lin$er% #. +hat are the components of in<ection s6stemI The components of in<ection s*stem are: .% ;umping element 1% 3etering element 2% 3i5ing element 7% 3i5ture control >% Timing control #/. +rite notes on continuous in<ection s6stem. Continuous in<ection s*stem usuall* has a rotar* pump% The pump maintains the fuel line gauge pressure of about !.31 to #.1 bar% The s*stem in<ects the fuel through a no((le locate$ in manifol$ imme$iatel* $o0n stream of the throttle plate% #". E5plain the functions of the follo7ing components. :a; (umping element= :b; Metering element= :c; *iming control= :.; %mbient control. :a;(umping element& mo#es the fuel from the fuel tan+ to the in<ector% This inclu$e necessar* piping' filter etc% :b;Metering element& measures an$ supplies the fuel at the rate $eman$e$ b* loa$ an$ spee$ con$itions of the engine% :c;*iming control& fi5es the start an$ stop of the fuel&air mi5ing process% :.;%mbient control&compensates for charges in temperature an$ pressure of either air or fuel that ma* affect the #arious elements of the s*stem% #1.+rite the a.-antages of homogeneous charge compression ignition engine, .% /o0er O5 an$ particulate emissions 1% "igh thermal efficienc* #2. +hat are the fuels use. in ?CCI engines, !iesel ' gasoline ' methanol ' natural gas an$ h*$rogen #3. 9ist the .isa.-antages of homogeneous charge compression ignition engine, The ma<or problem is controlling the ignition timing o#er a 0i$e lea$ an$ spee$% ;o0er $ensit* is limite$ b* combustion noise an$ high pea+ pressure% (art $ C )&I*- I .% !iscuses 0h* a mo$ern carburetor is being replace$ b* an in<ection s*stem in SI engineI 1% E5plain the factors that affect the process of carburetionI 2% ?hat are $ifferent air 4fuel mi5ture on 0hich an engine can be operate$I 7% E5plain the follo0ing.% Rich mi5ture' 1% Stoichiometric mi5ture 2% /ean mi5ture% >% "o0 the po0er an$ efficienc* of the SI engine #ar* 0ith air& fuel ratio for $ifferent loa$ an$ spee$ con$itionsI B% =* means of suitable graph e5plain the necessar* carburetor performance to fulfill engine re-uirementsI F% E5plain 0h* a rich mi5ture is re-uire$ for the follo0ing .% I$ling 1% 3a5imum po0er an$ su$$en acceleration% K% !escribe briefl* the 3;FI s*stem 0ith a neat s+etchI D% E5plain port in<ection an$ throttle bo$* in<ection s*stemI .6% !escribe !& 3;FI an$ /&3;FI in<ection s*stemI ..% =riefl* e5plain the stages of combustion in SI engines elaborating the flame front ;ropagation .1% E5plain the #arious factors that influence the phenomena of +noc+ in SI enginesI .2% E5plain the effete of #arious engine #ariables on SI engine +noc+% .7% ?hat are the #arious t*pes of combustion chamber s use$ in SI enginesI E5plain them briefl*I )&I* - II .% =ring out clearl* the process of combustion in CI engines an$ also e5plain the #arious stages of combustion% ?hat is $ela* perio$ an$ 0hat are the factors that affect the $ela* perio$I 1% E5plain 0ith figures #arious t*pes of combustion chambers use$ in CI engines% 2% E5plain Turbo charging in CI engines% 7% E5plain 0ith heat s+etch about the air #ition >% ?hat are the effects of trubocharging on CI enginesI B% Compare in$uction s0irl 0ith compression s0irl 0ith respect to their a$#antages an$ $isa$#antages% F% ?hat are the main factors affecting the penetration of the fuel spra* in CI enginesI K% E5plain about the fuel spra* beha#iorI )&I* III .% !escribe in $etail the causes of h*$rocarbon emissions from SI engines% 1% ?hat are catal*tic con#ertersI "o0 are the* helpful in re$ucing "C' CO an$ O5 emissionsI 2% Gi#e a brief account of emissions from CI engines% 7% E5plain the internationall* accepte$ metho$s of measuring the follo0ing in#isible emission >% i) O5i$es of nitrogen (ii) Carbon mono5i$e (iii) ,nburne$ h*$rocarbons B% ?hat is smo+e an$ classif* the measurement of smo+eI )&I* $ IV .% E5plain the reasons for loo+ing for alternate fules for IC engines% 1% E5plain alcohols as alternate fuels for IC engines bringing out their merits an$ $emerits% 2% E5plain the possibilit* of using reformulate$ gasoline an$ 0ater gasoline mi5ture as alternate fuel% 7% Can alcohol be use$ for CI engines I E5plain% >% E5plain 0ith a neat s+etch the surface&ignition alcohol engine% B% ?hat are the a$#antages an$ $isa$#antages of using h*$rogen in SI engine% F% E5plain the t0o metho$s b* 0hich h*$rogen can be use$ in CI engine% K% ?hat is natural gasI /ist the a$#antages an$ $isa$#antages of using natural gas as alternate fuelsI D% Gi#e a brief account of /;G being use$ as an alternate fuel in SI engineI .6% ?hat are the a$#antages an$ $isa$#antages of using /;G in SI enginesI ..% Compare /;G an$ petrol as fuel for SI engines% )&I* $ V .% ?hat is the necessit* for gasoline in<ectionI E5plain 0ith suitable s+etch% 1% ?ith neat s+etch' e5plain the e5haust emissions 0ith $ifferent air&fuel ratio lean burn spar+ ignition engines% 2% ?hat $o *ou un$erstan$ b* charge stratificationI E5plain the metho$ of achie#ing the same 0ith suitable s+etches% !iscuss the a$#antages an$ $isa$#antages of charge stratification% 7% E5plain briefl* plasma 4 <et ignition s*stem% >% ?hat is a learn burn engineI ?hat are the a$#antages of using learn mi5ture in SI engineI B% E5plain the characteristics of "omogeneous charge compression ignition engine% F% E5plain gasoline $irect in<ection engine%