Академический Документы
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Культура Документы
2004-2005
DEPARTMENT OF MECHANICAL ENGINEERING
CERTIFICATE
Mr. / Ms_______________________________
_______________
Coimbatore 641651.
Date:
Submitted for
___________
the
_________________
Internal Examiner
Examiner
university
examination
held
________________
External
on
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ACKNOWLEDGEMENT
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ACKNOWLEDGEMENT
At this pleasing moment of having successfully
completed our project, we wish to convey our
sincere thanks and gratitude to the management
of
our
college
and
our
beloved
chairman
.. , who provided
all the facilities
to us.
principal
for
are
also
Department Prof.
grateful
to
the
Head
of
.., for
&
sincere
thanks
to
..,
our
guide
Department
and
NON
TEACHING
ENGINEERING
staffs
of
DEPARTMENT,
.(COLLEGE NAME).
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CONTENTS
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CONTENTS
ADKNOWLEDGEMENT
SYNOPSIS
1. INTRODUCTION
2. TURBO CHARGER
3. I.G ENGINE
4. BEARING WITH BEARING CAP
5. SPROCKET WITH CHAIN DRIVE
6. TURBINE WITH BLOWER ARRANGEMENT
7. WORKING PRINCIPLE
8. DESIGN AND DRAWINGS
9. LIST OF MATERIAL
10. COST ESTIMATION
11. ADVANTAGES
12. APPLICATIONS AND DISADVANTAGES
13. CONCLUSION
BIBLIOGRAPHY
PHOTOGRAPHY
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SYNOPSIS
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SYNOPSIS
The progress of automobiles for transportation has been intimately associated with
the progress of civilization.
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Chapter-1
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INTRODUCTION
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CHAPTER 1
INTRODUCTION
The output of the engine exhaust gas is given to the input of the turbine blades, so
that the pressurized air produced. This power, the alternate power must be much more
convenient in availability and usage. The next important reason for the search of
effective, unadulterated power are to save the surrounding environments including men,
machine and material of both the existing and the next forth generation from pollution,
the cause for many harmful happenings and to reach the saturation point.
The most talented power against the natural resource is supposed to be the electric
and solar energies that best suit the automobiles.
electrical and solar power, is the only easily attainable alternate source. Hence we
decided to incorporate the solar power in the field of automobile, the concept of many
Multi National Companies (MNC) and to get relieved from the incorrigible air pollution.
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Chapter-2
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TURBO CHARGER
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CHAPTER 2
TURBO CHARGER
What is turbo-charging?
Turbo-charging, simply, is a method of increasing the output of the engine without
increasing its size. The basic principle was simple and was already being used in big
diesel engines. European car makers installed small turbines turned by the exhaust gases
of the same engine. This turbine compressed the air that went on to the combustion
chamber, thus ensuring a bigger explosion and an incremental boost in power. The fuelinjection system, on its part, made sure that only a definite quantity of fuel went into the
combustion chamber.
What the turbo-charger was does is that it simply increases the volumetric efficiency of
the engine. To give you an example: a 1,500 cc engine that produced, say, 60 bhp when it
was normally aspirated, benefited at times with a 10- to 20-per cent power boost
depending on the kind of turbo-charger used. Normally, the manufacturer would have had
to resort to a bigger displacement in the engine, or design and develop an all-new engine
to get more power from the same unit.
Introduction:
BMW was the first to use turbo-charging in a production passenger car when they
launched the 2002 in 1973. The car was brilliantly packaged too and paved the way for a
simply magnificent 'Turbo Era' in the automotive world. Swedish giant Saab took its cue
from this and its ensuing 900 series was one of the most characteristic turbo cars of its
time.
Intercoolers the latest turbo's they are used by most of today's turbo-diesel engines
to make the compressed air denser. It works like this - on starting, exhaust gases spin the
turbine and thus activate a compressor that pressurizes the air. This pressurised air from
the turbo-charger is then sent through a duct to an air-cooled intercooler, which lowers
the temperature of the intake charge and thus increases its density. The air-cooled
intercoolers receive air through separate intakes and that explains the small scoops and
louvers usually found on the hoods of turbo-charged cars.
Modern turbo-diesel engines also make use of a temperature-sensitive, motordriven fan which boosts airflow at low engine speeds or when the intake air temperature
is high.
Though there are diesel engines that 'earn' a turbo-charger mid-way through their
life, the usual practice is to design and develop an engine with a turbo-charger in mind.
Then, as and when a turbo-charged model is added to the stable, the engine can adapt to it
without any additional strengthening and cooling of engine parts. A well-engineered,
turbo-charged diesel engine offers better fuel efficiency (at times by 15 per cent), better
overall performance (better torque and high-end power), reduced noise (compared to
normally aspirated diesel engines) and minimum engine maintenance (owing to better
combustion of diesel fuel).
Computers soon started playing an even bigger role in cars. Engine management
systems linked to fuel-injection systems meant getting more out of the engine was even
easier. For example, one can buy chips that can boost power by 100 bhp for some
Japanese cars, such as the Nissan Skyline. Moreover, on-road speeds were being
restricted all over the world.
Though most of the sports cars today are capable of doing more, they are restricted
electronically not to exceed 250 kmph even in autobahn-blessed Germany.
Turbo-charging lost its edge towards the end of the '80s and today this technology is used
only in select performance cars. Porsche, for example, is all set to build a turbo-charged
version of its all-new 911 (water-cooled) with added performance. Turbo engines were
banned in Formula One too with the idea of restricting the performance of the cars (and
thereby making them safer too). There are many who consider this a backward step in the
world of Formula One, which is considered to represent the 'tomorrow' of automotive
technology. But if one analyses the performance of normally aspirated cars in F1 today,
(3,500 cc non-turbo), they perform as well, if not better, than the turbo cars of the early
'80s.
So, there are no full stops in technology. While road cars and even sports and
racing cars are going in for more efficient engines, better metallurgy and wilder-than-ever
electronics to get their engines to perform at an optimum level without sacrificing the
performance edge, turbo-chargers still continue to serve the same purpose they were
invented for... albeit more so with diesel engines.
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Chapter-3
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I.C ENGINE
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CHAPTER 3
I.C ENGINE
Internal combustion engines are those heat engines that burn their fuel inside the
engine cylinder. In internal combustion engine the chemical energy stored in their
operation. The heat energy is converted in to mechanical energy by the expansion
of gases against the piston attached to the crankshaft that can rotate.
4.1 PETROL ENGINE
The engine which gives power to propel the automobile vehicle is a petrol burning
internal combustion engine. Petrol is a liquid fuel and is called by the name
gasoline in America. The ability of petrol to furnish power rests on the two basic
principles;
When a gas is heated, it expands. If the volume remains constant, the pressure
During this stroke, the piston moves from bottom dead center to top dead center,
compressing the charge-air petrol mixture in combustion chamber of the cylinder,
at the time the inlet port is uncovered and the exhaust, transfer ports are covered.
The compressed charge is ignited in the combustion chamber by a spark given by
spark plug.
4.3.1 CYLINDER
It is drive by the crankshaft through timing gears and it is used to control the
opening and closing of two valves.
4.3.7.1CAM
These are made as internal part of the camshaft and are designed in such a way to
open the valves at the current timing.
4.3.7.2PISTON RINGS
It provides a tight seal between the piston and cylinder wall and preventing
leakage of combustion gases.
4.3.7.3GUDGEON PIN
It forms a link between the small end of the connecting rod and the piston.
4.3.7.4INLET
The pipe which connects the intake system to the inlet valve of the engine end
through which air or air fuel mixture is drawn in to the cylinder.
4.3.7.5EXHAUST MANIFOLD
The pipe which connects the exhaust system to the exhaust valve of the engine
through which the product of combustion escape in to the atmosphere.
4.3.7.6INLET AND EXHAUST VALVE
They are provided on either on the cylinder head or on the side of the cylinder and
regulating the charge coming in to the cylinder and for discharging the product of
combustion from the cylinder.
4.3.7.7FLYWHEEL
It is a heavy steel wheel attached to the rear end of the crank shaft. It absorbs
energy when the engine speed is high and gives back when the engine speed is
low.
4.4
NOMENCLATURE
This refers to the position of the crank shaft when the piston is in it slowest
position.
4.4.1 BORE(d)
Diameter of the engine cylinder is refers to as the bore.
4.4.2 STROKE(s)
Distance traveled by the piston in moving from TDC to the piston in moving from
TDC to the BDC.
4.4.3 CLEARANCE VOLUME (V)
The volume of cylinder above the piston when it is in the TDC position.
4.4.4 SWEPT VOLUME (V)
The swept volume of the entire cylinder
Vd = Vs N
Where,
Vs ------- Swept Volume
N --------- Number of cylinder
4.4.5 COMPRESSION RATIO (R)
It is the ratio of the total cylinder volume when the piston is at BDC to the
clearance volume.
Petrol
Cooling system
Air cooled
Number of cylinder :
Single
Number of stroke
Two Stroke
Arrangement
Vertical
Cubic capacity
100 cc
Advantages
A century of development and refinement - For the last century the SI engine has
Low cost - The SI engine is the lowest cost engine because of the huge volume
currently produced.
Disadvantages
The SI engine has a few weaknesses that have not been significant problems in the
past, but may become problems in the future.
cost - Technology has progressed and will enable the SI engine to meet current standards,
but as requirements become tougher to meet, the associated engine cost will continue to
rise.
Throttling loss lowers the efficiency - To control an SI engine, the air allowed into
the engine is restricted using a throttling plate. The engine is constantly fighting to draw
air past the throttle, which expends energy.
Friction loss due to many moving parts - The SI engine is very complex and has
many moving parts. The losses through bearing friction and sliding friction further reduce
the efficiency of the engine.
Limited compression ratio lowers efficiency - Because the fuel is already mixed
with the air during compression, it will auto-ignite (undesirable in a gasoline engine) if
the compression ratio is too high. The compression ratio of the engine is limited by the
octane rating of the engine.
Emission Control Systems
Automotive emissions contribute significantly to urban air quality problems.
HEVs can reduce this contribution significantly through increased fuel economy, use of
alternative fuels, and improved power unit and after treatment technology.
A well-tuned spark ignition engine produces relatively low emissions. Significant
emissions occur when the vehicle is started and warming up. During this time the engine
must be choked to run properly. This creates excess unburned fuel in the exhaust, which
leads to hydrocarbon and carbon monoxide emissions. During normal driving, emissions
are relatively low because the air-to-fuel mixture is precisely controlled, allowing the
catalytic converter to effectively reduce emissions.
The diesel engine emissions are primarily nitrogen oxides (NO x) and particulate
matter (PM). NOx is produced because the engine is operated with a lean air-to-fuel
mixture. The high compression ratio of a diesel engine (required because of compression
ignition) creates much higher pressure and temperature in the combustion cylinder. This
lean mixture and high temperature cause the higher level of NO x production. At high
engine loads, where more fuel is injected, some of the fuel burns incompletely leading to
the black smoke (PM) characteristic of a diesel engine.
The fuel cell produces a little water as emissions when operating on pure hydrogen. Other
types of fuel cells have reformers that convert methane to hydrogen, then use the
hydrogen. The reformer produces some emissions in the conversion process, but overall
emission levels are low.
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Chapter-4
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CHAPTER 4
BEARING WITH BEARING CAP
The bearings are pressed smoothly to fit into the shafts because if hammered the
bearing may develop cracks. Bearing is made upon steel material and bearing cap is mild
steel.
INTRODUCTION
Ball and roller bearings are used widely in instruments and machines in
order to minimize friction and power loss. While the concept of the ball bearing
dates back at least to Leonardo da Vinci, their design and manufacture has become
remarkably sophisticated. This technology was brought to its p resent state o f
perfection only after a long period of research and development. The benefits of
such specialized research can be obtained when it is possible to use a standardized
bearing of the proper size and type. However, such bearings cannot be used
indiscriminately without a careful study of the loads and operating conditions. In
addition, the bearing must be provided with adequate mounting, lubrication and
sealing. Design engineers have usually two possible sources for obtaining
information which they can use to select a bearing for their particular application:
a) Textbooks
b) Manufacturers
100 Series
200 Series
300 Series
Axial Thrust
manufacturers use a numbering system so devised that if the last two digits are multiplied
by 5, the result will be the bore in millimeters.
The digit in the third place from the right indicates the series number. Thus,
bearing 307 signifies a medium-series bearing of 35-mm bore. For additional digits,
which may be present in the catalog number of a bearing, refer to manufacturers details.
Some makers list deep groove bearings and bearings with two rows of balls. For
bearing
designations
of
Quality
Bearings
&
In the maximum-type bearing, the balls are a (a) (b) (c) (d) (e) (f)
100 Series Extra Light 200 Series Light 300 Series Medium Axial Thrust Bearing
Angular Contact Bearing Self-aligning Bearing Fig. 1-3 Types of Ball Bearings Fig. 1-4
Methods of Assembly
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Chapter-5
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CHAPTER 5
SPROCKET AND CHAIN DRIVE
This is a cycle chain sprocket. The chain sprocket is coupled with another
generator shaft. The chain converts rotational power to pulling power, or pulling power to
rotational power, by engaging with the sprocket.
The sprocket looks like a gear but differs in three important ways:
1. Sprockets have many engaging teeth; gears usually have only one or two.
2. The teeth of a gear touch and slip against each other; there is basically no slippage in a
sprocket.
3. The shape of the teeth is different in gears and sprockets.
Although chains are sometimes pushed and pulled at either end by cylinders,
chains are usually driven by wrapping them on sprockets. In the following section, we
explain the relation between sprockets and chains when power is transmitted by
sprockets.
1. Back tension
First, let us explain the relationship between flat belts and pulleys. Figure 2.5
shows a rendition of a flat belt drive. The circle at the top is a pulley, and the belt hangs
down from each side. When the pulley is fixed and the left side of the belt is loaded with
tension (T0), the force needed to pull the belt down to the right side will be:
T1 = T0 3 eu
For example, T0 = 100 N: the coefficient of friction between the belt and pulley,
= 0.3; the wrap angle u = (180).
T1 = T0 3 2.566 = 256.6 N
In brief, when you use a flat belt in this situation, you can get 256.6 N of drive
power only when there is 100 N of back tension.
For elements without teeth such as flat belts or ropes, the way to get more drive
power is to increase the coefficient of friction or wrapping angle. If a substance, like
grease or oil, which decreases the coefficient of friction, gets onto the contact surface, the
belt cannot deliver the required tension.
In the chain's case, sprocket teeth hold the chain roller. If the sprocket tooth
configuration is square, as in Figure 2.6, the direction of the tooth's reactive force is
opposite the chain's tension, and only one tooth will receive all the chain's tension.
Therefore, the chain will work without back tension.
But actually, sprocket teeth need some inclination so that the teeth can engage and
slip off of the roller. The balances of forces that exist around the roller are shown in
Figure 2.7, and it is easy to calculate the required back tension.
For example, assume a coefficient of friction = 0, and you can calculate the back
tension (Tk) that is needed at sprocket tooth number k with this formula:
Tk = T0 3 sin k-1 sin( + 2b) Where:
Tk=
T0 =
=
N=
2b =
k=
tension at sprocket tooth number six is only 0.96 N. This is 1 percent of the amount of a
flat belt. Using chains and sprockets, the required back tension is much lower than a flat
belt. Now let's compare chains and sprockets with a toothed-belt back tension. Although
in toothed belts the allowable tension can differ with the number of pulley teeth and the
revolutions per minute (rpm), the general recommendation is to use 1/3.5 of the allowable
tension as the back tension (F). This is shown in below Figure 2.8. Therefore, our 257 N
force will require 257/3.5 = 73 N of back tension.
Both toothed belts and chains engage by means of teeth, but chain's back tension is
only 1/75 that of toothed belts.
The chain's wear elongation limit varies according to the number of sprocket teeth
and their shape, as shown in Figure 2.11. Upon calculation, we see that sprockets with
large numbers of teeth are very limited in stretch percentage. Smaller sprockets are
limited by other harmful effects, such as high vibration and decreasing strength;
therefore, in the case of less than 60 teeth, the stretch limit ratio is limited to 1.5 percent
(in transmission chain).
In conveyor chains, in which the number of working teeth in sprockets is less than
transmission chains, the stretch ratio is limited to 2 percent. Large pitch conveyor chains
use a straight line in place of curve B in the sprocket tooth face.
NOTE: Roller chain is a chain that has an inner plate, outer plate, pin, bushing, and roller.
In the following section of this book, we will sort chains according to their uses,
which can be broadly divided into six types:
1. Power transmission chain.
2. Small pitch conveyor chain.
3. Precision conveyor chain.
4. Top chain.
5. Free flow chain.
6. Large pitch conveyor chain.
The first one is used for power transmission; the other five are used for
conveyance. In the Applications section of this book, we will describe the uses and
features of each chain type by following the above classification.
In the following section, we will explain the composition of power transmission
chain, small pitch chain, and large pitch conveyor chain. Because there are special
features in the composition of precision conveyor chain, top chain, and free flow chain,
checks the appropriate pages in the Applications section about these features.
Connecting Link
This is the ordinary type of connecting link. The pin and link plate are slip fit in
the connecting link for ease of assembly. This type of connecting link is 20 percent lower
in fatigue strength than the chain itself. There are also some special connecting links
which have the same strength as the chain itself. (See Figure 1.2)
Tap Fit Connecting Link
In this link, the pin and the tap fit connecting link plate are press fit. It has fatigue
strength almost equal to that of the chain itself. (See Figure 1.2)
Offset Link
An offset link is used when an odd
number of chain links is required.
It
link available that has fatigue strength as great as the chain itself. (See Figure 1.3)
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Chapter-6
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CHAPTER 6
TURBINE WITH BLOWER ARRANGEMENT
The exhaust air is brought from high head reservoir through a penstock.
At the end of penstock is a nozzle, which converts the available high head in high
velocity jet. The jet strikes the blades, mounted on a runner and due to impulse action;
the energy is transferred to runner. The jet itself is turned inside the blades and
ultimately falls down in the tail race. For high efficiency, the jet should be compact
and cylindrical and not broom shaped.
1. Nozzle
The exhaust pipe is jointed to the 1 pipe and this end is shaped to sharp to act as a
nozzle. This pipe is provided with a bend near the turbine.
This is done to accommodate regulating needle. The pipe at the end is provided
with guide cross to ensure parallel flow. The nozzle is made of mild steel for small
wheels and of cast steel for large turbines.
Normally the runner wheels are mild steel in one piece with the blades and
boss of special steel. The blade is the most important part of this project. It subjected to
erosion due to impact of sandy air or chemically unsuitable gas. Depending upon head,
stresses and quality of gas it is made of mild steel, cast steel or stainless steel. Cast iron is
generally avoided, except for very small runners, due to its unsatisfactory welding
characteristic.
3. Casing:-
The casing of a turbine has to carry housing for the bearing and it has also
to support the nozzle and pipe bend. It is reinforced at this point to withstand reaction of
jet. It is made of cast iron and is generally made in two parts so that erection and
assembling is easy. The upper portion should fit tightly to prevent the air leading to
runner and the lower portion has to be wide enough to prevent the water from reaching
the runner again.
BLOWER
The fan (impeller) rotates inside the shell. The shell is so designed that the air is
rushed out forcely. The blower consists of two main parts. They are
Casing
Impeller Blades(Fan)
The turbine is directly coupled with Impeller blades through bearings. The gas is
used to strike the turbine and the blower is rotated so that the air is rushed out force.
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Chapter-7
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WORKING PRINCIPLE
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CHAPTER 7
WORKING PRINCIPLE
The progress of automobiles for transportation has been intimately associated with
the progress of civilization.
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Chapter-8
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CHAPTER 8
DESIGN AND DRAWINGS
35 mm
12 mm
15 mm
Maximum Speed
(D + d) / 2
(35 + 15) / 2
dm
25 mm
4C 1 +
4C 4
(4 X 2.3) -1 + 0.65
(4 X 2.3 )-4
2.3
1.85
Ks
0.65
C
DESIGN AND ANYLSIS ON TEMPERATURE DISTRIBUTION FOR TWOSTROKE ENGINE COMPONENT USING FINITE ELEMENT METHOD:
four strokes
Cooling System
Air Cooled
Bore/Stroke
50 x 50 mm
Piston Displacement
98.2 cc
Compression Ratio
6.6: 1
Maximum Torque
CALCULATION:
Compression ratio =
Here,
Compression ratio =
6.6:1
6.6
(98.2 + Vc)/Vc
Vc
19.64
Assumption:
1. The component gases and the mixture behave like ideal gases.
2. Mixture obeys the Gibbs-Dalton law
Pressure exerted on the walls of the cylinder by air is P
P
(MRT)/V
m/M =
303 K
Here,
253.28 x 10 m
Here,
Density of air at 303K
1.165 kg/m
V mole
1.165 x 22.4
381134.1 m
(N R T)/V
Density of petrol
800 Kg/m
555.02 m
PT
P + P
381134.1 m + 555.02 m=
Carbon
86%
Hydrogen
14%
We know that,
1Kg of carbon requires 8/3 Kg of oxygen for the complete combustion.
1Kg of carbon sulphur requires 1 Kg of Oxigen for its complete combustion.
(From Heat Power Engineering-Balasundrrum)
Therefore,
The total oxygen requires for complete combustion of 1 Kg of fuel
=
[ (8/3c) + (3H) + S] Kg
Little of oxygen may already present in the fuel, then the total oxygen required for
complete combustion of Kg of fuel
{ [ (8/3c) + (8H) + S ] - O} Kg
As air contains 23% by weight of Oxygen for obtain of oxygen amount of air
required
100/23 Kg
=
So for petrol 1Kg of fuel requires =
(100/23) { [ (8/3c) + H + S] - O} Kg
(100/23) { [ (8/3c) x 0.86 + (8 x 0.14) ] }
14.84 Kg of air
m/m
14.84
14.84/1
1.791 x 10 Kg/Cycle
1.791 x 10 Kg cycle
Therefore,
Mass flow rate of the fuel for 2500 RPM
[(1.791 x 10)/3600] x (2500/2) x 60
=
3.731 x 10 Kg/sec
HCV
LCV
49228 KJ/Kg
46151.08 KJ/Kg
46.151 MJ/Kg
(1)
m + m
2.65 x 10 + 1.791 x 10 Kg
2.8291 x 10 Kg
77% =
0.77 Kg in 1 Kg of air
0.77 x 2.65 x 10 Kg of N
2.0405 x 10 Kg
72.125 %
(1)
(2)
21.54 %
(3)
5.444%
0.886 %
msi Cpi
Cp
1.1138 KJ/Kg.K
Cv
msi Cvi
0.8 KJ/Kg.K
(All Cvi, Cpi values of corresponding components are taken from clerks table)
(Cp/Cv)
1.11/0.8
1.38
1.01325 bar
30C =
P/P
(r)
1.01325 bar
6.6
1.38
Where,
303 K
13.698 bar
(r) x T
Where,
T
303 K
620.68 K
3
P
4
2
1
MCv
1.79 x 10 x 46151.08
0.8265 KJ/Cycle
0.8265
MCv (T - T)
(P V) / T
4272.45 K
(P V) / T
(T x P)/T
Where,
Where,
P
94.27 bar
P / (r)
6.973 bar
POINT POSITION
POINT-1
POINT-2
POINT-3
POINT-4
T / (r)
2086.15 K
PRESSURE (bar)
1.01325
13.698
94.27
6.973
TEMPERATURE
30 C
303 K
347.68 C
620.68 K
3999.45 C
4272.45 K
1813.15 C
2086.15 K
Thickness of piston:
The thickness of the piston head is calculated from flat-plate theory
Where,
t
D (3/16 x P/f)
Here,
P
100 bar
34.66 N/mm
12 mm
2 x D
Should be in Inches
No. of rings
2.805
1.968 inches
D/32
50/32
1.5625 mm
D/20
2.5 mm
The distance of the first ring from top of the piston equals
=
0.1 x D
5 mm
1.625 x D
81.25 mm
1.875 mm
65 mm
Other parameter:
Centre of piston pin above the centre of the skirt
0.02 x D
65 mm
x 65 + 1
33.5 mm
x 12
6 mm
65 x 50
3250 mm
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Chapter-9
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--------------------------------------------------------------------------------------
LIST OF MATERIALS
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CHAPTER-9
LIST OF MATERIALS
Sl. No.
i.
ii.
iii.
iv.
v.
vi
viii.
ix.
x
PARTS
Frame Stand
Turbine
Blower
Bearing with Bearing Cap
Engine
Chain with Sprocket
Connecting Tube
Bolt and Nut
Wheel Arrangement
Qty.
Material
1
1
1
1
1
1
1 meter
1
Mild Steel
M.S
Plastic
M.S
75 Cc
M.S
Plastic
M.S
-
--------------------------------------------------------------------------------------
Chapter-10
-------------------------------------------------------------------------------------
---------------------------------------------------------------------------------------
COST ESTIMATION
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CHAPTER-10
COST ESTIMATION
PARTS
Frame Stand
Turbine
Blower
Bearing with Bearing Cap
Engine
Chain with Sprocket
Connecting Tube
Bolt and Nut
Wheel Arrangement
Qty.
Material
1
1
1
1
1
1
1 meter
1
Mild Steel
M.S
Plastic
M.S
100 Cc
M.S
Plastic
M.S
-
TOTAL
Amount (Rs)
2. LABOUR COST
3. OVERHEAD CHARGES
Manufacturing Cost =
=
=
Overhead Charges =
=
TOTAL COST
Total cost
=
=
Total cost for this project
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Chapter-11
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ADVANTAGES
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CHAPTER-11
ADVANTAGES
--------------------------------------------------------------------------------------
Chapter-12
-------------------------------------------------------------------------------------
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APPLICATIONS AND
DISADVANTAGES
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CHAPTER-11
APPLICATIONS AND DISADVANTAGES
APPLICATIONS
Automobile application
DISADVANTAGES
1. Additional cost is required
2. Additional space is required to install this arrangement in vehicles
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Chapter-13
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CONCLUSION
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CHAPTER 13
CONCLUSION
This project is an attempt to reduce our dependency on foreign oil and reduce the
tailpipe emission from automobiles and this was an attempt to design and
implement this new technology that will drive us into the future.
Use of production turbo charger will reduce smog-forming pollutants over the
current national average. The first hybrid on the market will cut emissions of
global-warming pollutants by a third to a half and later modes may cut emissions
by even more.
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BIBLIOGRAPHY
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BIBLIOGRAPHY
AUTOMOBILE ENGG.
N.M AGGARWAL
S.SUBRAMANIAM
ELECTRICAL MACHINES
J.B.GUPTA
S.K.KATARIA & SONS
PRINCIPLES OF ELECTRICAL
ENGINEERING AND ELECTRONICS
CYBER REFERANCE
www.visionengineer.com
www.tpup.com
V.K.METHTA