DESIGN AND ANALYSIS OF CYLINDER HEAD FOR SIX STROKE DIESEL ENGINE
PROJECT REPORT
submitted by
ARUN PRABU.M
BOOPATHI RAJA.S
KUPPURAJ.M
MAHENDRAN.S
Prof.K.BASKAR
We express our heartfelt gratitude to our guide, Prof.K.BASKAR, M.Tech., (Ph.D) Associate Professor in Department of Mechanical Engineering,SSM College of Engineering.
CHAPTER 1
INTRODUCTION
To get the greater efficiency and to avoid waste heat through the exhaust and cooling system, we are making cylinder wall as a integrated wall consists of cylinder liner, thermal barrier and cylinder block. In present scenario the IC engine technologies are works with either two stroke (or) four stroke of linear displacement of the piston which execute the four processes, such as suction, compression, expansion and exhaust. In this project IC engine, which is CI engine is designed with six strokes that is during the fifth stroke the water is injected into the hot cylinder through water injector (steam valve). The water is converted into vapour which is extract during the next stroke (sixth stroke).
CHAPTER 2
ABSTRACT
One of the most challenges in engine technology today is the urgent need of increasing engine thermal efficiency. In the first approach, the heat lost from the four-stroke diesel cycle absorbs by water, it is an additional power, after exhaust stroke of the piston in the same cylinder. In this design steam uses as the working fluid for the additional power stroke, as well as extracting power, the additional stroke cools the engine and removes the heat by cooling. This makes the engine light weight and giving an estimated efficiency.
The piston in this type of six stroke engine moves up and down six times for every injection of fuel. There are two power strokes. One with fuel , the other with steam. Fresh water is injected into the cylinder after the exhaust stroke, and is quickly turned to super heated steam, which causes the water to expand 1600 times its volume and forces the piston down for an additional stroke. This design also claims to reduce fuel consumption by 40%. A cooling system also serves to maximize volumetric charge efficiency by reducing the temperature of the charge during intake. It can be implemented in multi cylinder engine also.
CHAPTER 3
SIX STROKE DIESEL ENGINE
In this project IC engine is designed with six strokes for three rotation of crank. The additional two strokes are carried out by extracting the heat from combustion chamber, high pressure water is injected into the cylinder through water injector during the fifth stroke. The water absorbs the heat from thermal barrier coated engine and converted into steam.
The water is converted into vapour which is extract during the next stroke (sixth stroke). This principle gives increasing of efficiency of IC engine by heat recovery system.
The following strokes are:
1. Suction
2. Compression
3. Expansion
4. Exhaust
5. Water inject
6. Steam exhaust
3.1.1 SUCTION STROKE
The piston is at top dead center at the beginning of the intake stroke, and, as the piston moves downward, the intake valve opens. The downward movement of the piston draws air into the cylinder, and, as the piston reaches bottom dead center, the intake valve closes.
3.1.2 COMPRESSION STROKE
The piston is at bottom dead center at the beginning of the compression stroke, and, as the piston moves upward, the air compresses. As the piston reaches top dead center, the compression stroke ends.
3.1.3 EXPANSION STROKE
The piston begins the power stroke at top dead center. The air is compressed to as much as 500 psi and at a compressed temperature of approximately 1000°F. At this point, fuel is injected into the combustion chamber and is ignited by the heat of the compression.
This begins the power stroke. The expanding force of the burning gases pushes the piston downward, providing power to the crankshaft. The diesel fuel will continue to bum through the entire power stroke (a more complete burning of the fuel). The gasoline engine has a power stroke with rapid combustion in the beginning, but little to no combustion at the end.
3.1.4 EXHAUST STROKE
As the piston reaches bottom dead center on the power stroke, the power stroke ends and the exhaust stroke begins. The exhaust valve opens, and, as the piston rises towards top dead center, the burnt gases are pushed out through the exhaust port.
As the piston reaches top dead center, the exhaust valve closes and the intake valve opens. The engine is now ready to begin another operating cycle.
3.1.5 WATER INJECT STROKE (2nd Power Stroke)
In this stroke water is injected into the hot cylinder through the water injector. During injection water will be entered into the cylinder at atomized stage for the sudden expansion.
By absorbing the heat from cylinder wall, the steam expands causing the piston to move down which gives the second power stroke of the six stroke engine.
3.1.6 STEAM EXHAUST STROKE
In this stroke the expanded steam escapes through the opened steam exhaust valve to the recycling system and this stroke makes engine cool to its initial condition temperature.
3.2. THERMAL BARRIER
Thermal barriers are the materials that are applied to a metal in order to slow down the rate of temperature to prevent fire. A thermal barrier can apply to any surface that operates at a high temperature which can preserve the temperature inside.
The concept of a ceramic TBC is to provide insulation to critical air-cooled metal components such as turbine blades. An important application is in turbine engines where there are several ways to take advantage of ceramic insulation at high temperatures. Such advantages are an increased engine reliability by reducing the metal substrate temperature by 50°C to 220°C, increased engine efficiency and power by maintaining current metal temperatures and increasing gas temperature, and reduce fabrication cost by eliminating elaborate cooling schemes. A diagram of a duplex TBC system is presented in Figure
Figure 3.2 Cylinder Wall
The temperature gradient across the TBC system is influenced by the thermal conductivity and the thickness of the ceramic coating, as well as the cooling airflow rate.
A duplex system refers to the bond coat and TBC itself. Bond coats are applied to reduce the difference between the thermo-mechanical properties of the ceramic coating layer and the substrate. The function of the bond coat is also to provide oxidation resistance for the substrate material and to provide good coating durability during thermal cycling conditions. Experimental studies have demonstrated that composition, microstructure, and thickness of the bond coat influence the overall performance and durability of the duplex TBC system.
Aluminized and MCrAlY bond coats are the two generally accepted bond coats used in today’s industry. The M stands for either Nickel or Cobalt. In MCrAlY bond coats, the percentage of the elements present (composition) effects the TBC performance. They are applied by such processing techniques as plasma spraying (PS) or physical vapor deposition (PVD). Aluminized bond coats are produced by pack –aluminizing either the already applied bond coat (by PS or PVD) or the substrate material itself. The substrate material is usually a superalloy when referring to turbine engines. The resulting bond coat layer exhibits good oxidation resistance by forming a protective Al2O3 oxide layer upon high temperature exposure. Diffusion aluminided bond coats are a recent development that are produced by pack-cementization
Aluminized and MCrAlY bond coats are the two generally accepted bond coats used in today.s industry . The M stands for either Nickel or Cobalt. In MCrAlY bond coats, the percentage of the elements present (composition) effects the TBC performance. They are applied by such processing techniques as plasma spraying (PS) or physical vapor deposition (PVD).
3.3 ELECTRON BEAM PHYSICAL VAPOR DEPOSITION (EB-PVD)
EB-PVD is an evaporation process for applying ceramic thermal barrier coatings to gas turbine engine parts .It has been the favored deposition process technique for TBCs because of the increased durability of coating that is produced when compared to other deposition processes. EB-PVD TB exhibit a columnar microstructure that provides outstanding resistance against thermal shocks and mechanical strains.Figure presents a diagram of the coating chamber where the EB-PVD process takes place.
The EB-PVD process takes place in a vacuum chamber consisting of a vacuum-pumping system, horizontal manipulator, a water-cooled crucible containing a ceramic ingot to be evaporated, an electron-beam gun, and the work piece being coated. The electron beam gun produces electrons, which directly impinge on the top surface on the ceramic coating, located in the crucible, and bring the surface to a temperature high enough that vapor steam is produced. The vapor steam produces a vapor cloud, which condenses on the substrate and thus forms a coating. The substrate is held in the middle of vapor cloud by a horizontal manipulator that allows for height variation in the chamber. During the coating process, oxygen or other gases may be bled into the vapor cloud in order to promote a stoichiometric reaction of ceramic material. An .over source. heater or an electron beam gun may be used for substrate heating, which keeps the substrate at a desired temperature..
In our six stroke engine we are placing thermal barrier component in between the cylinder block and cylinder liner. The heat is transferred from the combustion chamber to the cylinder block through the cylinder liner and thermal barrier. The heat flow rate through the thermal barrier is low. Materials of thermal barrier are discussed in the forthcoming chapters.
3.4. CYLINDER HEAD
In an internal combustion engine, the cylinder head (often informally abbreviated to just head) sits above the cylinders on top of the cylinder block. It consists of a platform containing part of the combustion chamber (usually, though not always), and the location of the poppet valves and injectors. Internally, the cylinder head has passages called ports or tracts for the fuel/air mixture to travel to the inlet valves from the intake manifold, for exhaust gasses to travel from the exhaust valves to the exhaust manifold.
3.4.1. TYPES OF CYLINDER HEAD
1. F-head
2. L-head
3. T-head
4. I-head
The cylinder head seals off the cylinders and is made of cast iron or aluminum. It must be strong and rigid to distribute the exhaust gas forces acting on the head as uniformly as possible through the engine block.
The three fluids i.e., combustion gas, coolant and lubricating oil, flow independently in the cylinder head. Gravity casting or low-pressure casting using Sand molds or Metal dies are used for making heads.
High-pressure Die casting is not used because the sand cores are fragile and cannot endure the high injection pressure of molten aluminum.
3.4.2 SIX STROKE ENGINE CYLINDER HEAD
In our six stroke engine the cylinder head is designed with three valves and two injectors. They are air inlet valve, fuel injector, water injector, steam exhaust valve and exhaust gas valve.
Figure 3.3 Model of Six Stroke Engine Cylinder Head
Due to this change in cylinder head we have to consider the flow rate of inlet air and exhaust gas for the sufficient fuel during combustion (3rd stroke). As like the cylinder wall cylinder head material is also changed to withstand the high temperature.
Figure 3.4 Cylinder Head of Six Stroke Engine
3.5. MATERIAL SELECTION
The following three materials are used in this project, based upon the required characteristics. Wrought aluminum alloy 1100 is selected for the metal wall, Non-heat-treatable nickel-chromium-iron alloy Inconel 625 is for cylinder liner and zirconium is specially used for thermal barrier.
1. Wrought aluminum alloy 1100
2. Thermal barrier(zirconium)
3. Non-heat-treatable nickel-chromium-iron alloy Inconel 625
Yttria stabilized zirconia has become the preferred TBC layer material for gas turbine engine applications because of its low thermal conductivity (k) and its relatively high (compared to many other ceramics) thermal expansion coefficient. This material reduces the thermal expansion difference with the high thermal expansion coefficient materials to which it is applied as a thermal barrier. It also has good erosion resistance which is important because of the entrainment of high velocity particles in the engine gases. The low thermal conductivity of bulk YSZ results from the low intrinsic thermal conductivity of zirconia (reported to be between 2.5 and 4.0) depending on the phase, porosity and temperature and phonon scattering defects introduced by the addition of yttria.
These defects are introduced because yttria additions require the creation of O2-vacancies to maintain the electrical neutrality of the ionic lattice.Since both the yttrium solutes and the O2- vacancies are effective phonon scattering sites the thermal conductivity is decreased as the yttria content is increased.
This phase yields a complex microstructure (containing twins and antiphase boundaries) which resist crack propagation and transformation into the monoclinic phase (with an attendant 4% volume change) upon cooling. YSZ has a room temperature, grain size dependent, thermal conductivity of 2.2-2.6 W/mK in the densest form. Adding porosity further reduces κ and can improve the in-plane compliance.
3.5.1. MATERIAL SELECTION FOR OUTER METAL WALL
Table 3.1 Material Selection for Outer Metal Wall
Materials | Wrought aluminum alloy 1100 | Wrought aluminum alloy 1060 | Wrought aluminum alloy 2011 |
Chemical composition | Si + Fe =0.95% , Cu=0.12%, Al=99.0% min | Si=0.25%, Fe=0.35%, Al = 99.6% min | Cu=5.5%, Pb=0.4%, Bi = 0.4% min, Al balance |
Density(kg/m³) | 2.71 *10³ | 2.705 *10³ | 2.83 *10³ |
Specific heat capacity(J/(kg*K)) | 904 | 900 | 880 |
Thermal conductivity(W/m*K) | 222 | 231 | 151 |
From the above chosen material Wrought aluminum alloy 1100 is selected based on thermal conductivity outer metal wall.
3.5.2. NON-HEAT-TREATABLE NICKEL-CHROMIUM-IRON ALLOY INCONEL 625 FOR CYLINDER LINER
Table 3.2 Properties for Non Inner Liner Materials
Materials | Non-heat-treatable Nickel-Chromium-Iron Alloy Inconel 625 | Heat-treatable Nickel-Chromium-Iron Alloy Inconel X-750 | Nickel-Copper Alloy (Monel 400) |
Chemical composition | Cr=21.5%, Fe=8%, Mo=9%,Nb=3.65%, Ni=58% min | Cr=15.5%,Fe=7%, Al=0.7%,Ti=2.5%,Mo=9%, Nb=1%, Ni=70% min | Cu=31%, Ni=63% min |
Density (kg/m³) | 8.44 *10³ | 8.28 *10³ | 8.80 *10³ |
Specific heatcapacity (J/(kg*K)) | 410 | 431 | 427 |
Thermal conductivity (W/(m*K)) | 9.8 | 12.0 | 21.8 |
From the above choosen material Non-heat-treatable Nickel-Chromium-Iron Alloy Inconel 625 is selected based on thermal conductivity for cylinder liner.
Figure 3.8 Engine Cylinder
3.5.3. SELECTION OF MATERIAL FOR THERMAL BARRIER
Table 3.3 Properties For Zirconia And Boron Nitride
Materials | Zirconia,ZrO2 | Boron nitride,BN |
Young's modulus ,E | 29-30*10^6 PSI | 9.84*10^6 PSI |
Poisson's Ratio | 0.23-0.31 | 0.05 |
Thermal expansionco-efficient ,a | 10.1*10^-6/˚C | 2.3-10*10^-6/˚C |
Thermal Conductivity ,K | 1.8 to 3.0 W/m˚K | 1.9 to 160 W/m˚K |
Specific heat ,Cp | 0.1 Cal/g˚C | 0.14 Cal/g˚C |
Mass density | 6 gm/cc | 1.9 to 2.1 gm/cc |
Maximum reference Point | 1500˚C | 850-3000˚C |
3.5.4. REASONS FOR CHOOSING ZIRCONIUM
- From the above tabulation we choose zirconiam as a material for thermal barrier .
- At very high temperatures (2370°C) the material has a cubic structure.
- At intermediate temperatures (1170 to 2370°C) it has a tetragonal structure.
- At low temperatures (below 1170°C) the material transforms to the monoclinic structure.
The usual nomenclature used to describe zirconia ceramic alloys is as detailed below:
The common notation used in zirconia literature involves placing the cation symbol of the stabilising oxide before the TZP or PSZ abbreviation. In some cases the amount expressed as mol% of the stabilising oxide will be indicated by a number before the cation symbol, e.g. zirconia containing 3 mol% yttria will be denoted as 3Y-TZP.Symbols corresponding to non-stabilising additions are placed behind the abbreviation. These additions are given as weight percentages.
To use zirconia to its full potential, the properties of the oxide have been modified extensively by the addition of cubic stabilising oxides. These can be added in amounts sufficient to form a partially stabilised zirconia (PSZ) or to form a fully stabilised zirconia which has a cubic structure from its melting point to room temperature.The addition of varying amounts of the cubic stabilising oxide, particularly MgO, CaO and Y2O3, has allowed the development of novel and innovative ceramic materials which have brought about considerable technological change.
The range of materials has been expanded by the use of specific rare earth additions, notably cerium oxide, this material shows unusual "toughness" which could have significant implications for the design of engineering ceramics.Zirconia based ceramics have now been developed to the stage where design of microstructure is possible by control of composition, fabrication route, thermal treatment and final machining.
The fundamental properties of zirconia ceramics which are of interest to the engineer or designer are:
1. High strength,
2. High fracture toughness,
3. High hardness,
4. Wear resistance,
5. Good frictional behaviour,
6. Non-magnetic,
7. Electrical insulation,
8. Low thermal conductivity.
CHAPTER 4
DESIGN CALCULATIONS
- Bore diameter (d) = 10cm
- Stroke length (l) = 11cm
- L/d ratio = 1.1 (0.9 to 1.2)
- Compression ratio (r) = 17 (16 to 20)
- CC (Vs+Vc) = 915 cc
Swept volume (Vs) = π/4*d²*l
= π/4*10²*11
= 863.5 cm³
= 863.5 CC
Clearance volume (Vc)
As we taken, r =17
we know that r = (Vs+Vc) Vc
17 = (863.5+Vc) Vc
Vc = 50.79 cm³
Clearance height (h)
Swept volume = Clearance volume Stroke length Clearance height
863.5 = 50.79
11 h
h = 0.65 cm ( or ) 6.5 mm
Radii,
r1=50mm
r2=70mm
r3=75mm
r4=100mm
Thermal conductivity, k1=9.8 W/m˚K
k2=2 W/m˚K
k3=222 W/m˚K
Inner surface temperature, T1=1550 ºC+273=1773 K
Outer surface temperature, T4=30 ºC+273=303 K
Heat flow through composite cylinder is given by
Q = DT overall
R from HMT Data Book Pg 43, 6th edition
Where DT= Ta-Tb (or) T1-T4
1) THIRD STROKE
R = 1/2πl [ (ln(r2/r1)/k1)+ (ln(r3/r2)/k2)+ (ln(r4/r3)/k3) ]
= 1/2π * 0.11 [ (ln(70/50)/9.8)+ (ln(75/70)/2)+ (ln(100/75)/222) ]
= 0.1014 Watts/Kelvin
Q3 = DT overall R
DT = 1773-323
= 1450 K
Q3 = 1470 / 0.1014
= 14356 Watts
2) FOURTH STROKE
DT = Ta-Tb (or) T2~T1
= 1281-887 = 395 K
Q4 = 395/r1
= 395/0.0343
= 11537 Watts
3) FIFTH STROKE (2nd POWER STROKE)
DT = Ta-Tb (or) T2~T1
Where T1 = Fluid Temperature
DT = 513-313
=200 Kelvin
Q5 = 200/0.0343
Q5 = 3775 Watt
CHAPTER 5
RESULTS AND DISCUSSIONS
5.1 SOLUTION
In this step we define the analysis type and options, apply loads and initiate the finite
element solution. This involves three phases:
§ Pre-processor phase
§ Solution phase
§ Post-processor phase
Pre-processor
Pre processor has been developed so that the same program is available on micro, mini, Super-mini and mainframe computer system. This slows easy transfer of models one system to other.
Pre processor is an interactive model builder to prepare the FE (finite element) model and input data. The solution phase utilizes the input data developed by the pre processor, and prepares the solution according to the problem definition. It creates input files to the temperature etc. on the screen in the form of contours.
Geometrical definitions
There are four different geometric entities in pre processor namely key points, lines, area and volumes. These entities can be used to obtain the geometric representation of the structure. All the entities are independent of other and have unique identification labels.
By contrast, with the direct generation method, we determine the location of every node and size shape and connectivity of every element prior to defining these entities in the ANSYS model. Although, some automatic data generation is possible.
Table 5.1 Procedural analysis in ANSYS11.0
PREPROCESSOR PHASE | SOLUTION PHASE | POST-PROCESSOR PHASE |
GEOMETRY DEFINITIONS | ELEMENTMATRIX FORMULATION | POST SOLUTION OPERATIONS |
MESH GENERATION | OVERALL MATRIX QUDRALILATERALIZATION | POST DATA PRINT OUT (FOR REPORTS) |
MATERIAL | (WAVE FRONT) | POST DATA |
DEFINITIONS | SCANNING POST DATA DISPLAY | |
CONSTRAINT DEFINITIONS | DISPLACEMENT, STRESS, ETC. | |
LOAD DEFINITION | CALCULATION | |
MODEL DISPLAY |
Model Generations
Two different methods are used to generate a model:
- Direct generation.
- Solid modeling
In that we using solid modeling, with solid modeling we can describe the geometric boundaries of the model, establish controls over the size and desired shape of the elements and then instruct ANSYS program to generate all the nodes and elements automatically.By contrast, with the direct generation method, we determine the location of every node and size shape and connectivity of every element prior to defining these entities in the ANSYS model. Although, some automatic data generation is possible.
Mesh generation
In the finite element analysis the basic concept is to analyze the structure, which is an assemblage of discrete pieces called elements, which are connected, together at a finite number of points called Nodes. Loading boundary conditions are then applied to these elements and nodes. A network of these elements is known as Mesh.
Finite element generation
The elements developed by various automatic element generation capabilities of pre processor can be checked element characteristics that may need to be verified before the finite element analysis for connectivity, distortion-index etc. Generally, automatic mesh generating capabilities of pre processor are used rather than defining the nodes individually. If required nodes can be defined easily by defining the allocations or by translating the existing nodes. Also on one can plot, delete, or search nodes.
Boundary conditions and loading
After completion of the finite element model it has to constrain and thermal load has to be applied to the model. User can define constraints and loads in various ways. All constraints and loads are assigned.
Model display
During the construction and verification stages of the model it may be necessary to view it from different angles. It is useful to rotate the model with respect to the global system and view it from different angles. Pre processor offers these capabilities. By windowing feature pre processor allows the user to enlarge a specific area of the model for clarity and details.
Material defections
All elements are defined by nodes, which have only their location defined. In the case of plate and shell elements there is no indication of thickness. This thickness can be given as element property. Property tables for a particular property set 1-D have to be input.
Different types of elements have different properties for e.g.
Beams: Cross sectional area, moment of inertia etc..
Shell: Thickness
Solids: None
The user also needs to define material properties of the elements. For linear static analysis, modules of elasticity and Poisson’s ratio need to be provided. For heat transfer, coefficient of thermal expansion, densities etc. are required. They can be given to the elements by the material property set to 1-D.
Solution
The solution phase deals with the solution of the problem according to the problem definitions. All the tedious work of formulating and assembling of matrices are done by the computer and finally displacements are stress values are given as output. Some of the capabilities of the ANSYS are linear static analysis, non linear static analysis, transient dynamic analysis, thermal analysis etc.
Post- processor
It is a powerful user- friendly post- processing program using interactive colour graphics. It has extensive plotting features for displaying the results obtained from the finite element analysis.
One picture of the analysis results (i.e. the results in a visual form) can often reveal in seconds what would take an engineer hour to assess from a numerical output, say in tabular form. The engineer may also see the important aspects of the results that could be easily missed in a stack of numerical data.
Employing state of art image enhancement techniques, facilities viewing of:
- Contours of stresses, displacements, temperatures, etc.
- Deform geometric plots
- Animated deformed shapes
- Solid sectioning
5.2 FINITE ELEMENT FORMULATION FOR HEAT CONDUCTION
The unsteady heat conduction equation of each body for an axis-Symmetric problem described in the cylindrical coordinate system is given as follows:
With the boundary conditions and initial condition
Where ρ , c , r k and z k are the density, specific heat ant thermal conductivities in r and z direction of the material, respectively. Also, T* is the prescribed temperature, h the heat transfer coefficient, 
the heat flux at each contact interface due to friction, 
the ambient temperature, 0 T the initial temperature and 
are the boundaries on which temperature, convection and heat flux are imposed, respectively.
the heat flux at each contact interface due to friction, the ambient temperature, 0 T the initial temperature and are the boundaries on which temperature, convection and heat flux are imposed, respectively.5.3 ANALYSIS STEPS
Figure 5.1 Analysis Steps
5.4 TEMPERATURE RANGES
5.4.1 TEMPERATURE RANGES ON OUTER METAL WALL DURING 6 STROKES
Figure 5.2 Outer Metal Wall
5.4.2 TEMPERATURE RANGES ON CYLINDER LINER DURING 6 STROKES
Figure 5.3 Cylinder liner
5.4.3 TEMPERATURE RANGES ON THERMAL BARRIER DURING 6 STROKES
GRAPH RESULTS
From the above graph results it shows that the various temperature ranges on cylinder liner, thermal barrier and outer metal wall.
UTILISED POWER
The power utilized from the four stroke diesel engine by absorbing the waste heat from the fourth stroke in the form of steam in fifth stroke is
Q5 = 3600 Watts
5.5 TEMPERATURE DISRIBUTION ON NODEL ELEMENTS
1. TEMPERATURE DISRIBUTION ON NODEL ELEMENTS AT THIRD STROKE
INITIAL CONDITIONS:
T1 =1500 ºC
T4 =55 ºC
RESULTS
T2 = 683 ºC
T3 =356 ºC
2. TEMPERATURE DISRIBUTION ON NODEL ELEMENTS AT FOURTH STROKE
INITIAL CONDITIONS:
T1 =1000 ºC
T2 = 676 ºC
RESULTS
T3 =245ºC
T4 =40ºC
3. TEMPERATURE DISRIBUTION ON NODEL ELEMENTS AT FIFTH STROKE
INITIAL CONDITIONS:
T1 = 150 ºC
T2 = 240 ºC
RESULTS
T3 = 300 ºC
T4 = 35 ºC
4. FULL MODEL VIEW OF CYLINDER HEAD
Fig 5.8 Full Model View of Cylinder Head
5. TEMPERATURE DISRIBUTION ON NODEL ELEMENTS AT CYLINDER HEAD
CHAPTER 6
CONCLUSION
1. A good engine needs high efficiency, high performance characteristics, low emission standards.
2. It seems that the above mentioned solution meets all these specified standards.
3. This engine is reducing fuel consumption and pollution without affecting performances drastically.
4. It has Up to 40% reduction in fuel consumption and 60% to 90% in polluting emissions, depending on the type of fuel being used.
5. The use of fuels other than gasoline would greatly reduce the risks of explosion.
6. In future if we use this system practically, may give a higher efficient engine compared with other engines.
CHAPTER 7
SCOPE FOR FUTURE WORK
1. In future if we use Bio Diesel as a fuel we may get better efficiency.
2. Use of Nano technology in this Six Stroke Engine will make lighter.
3. This engine can be also used for Marine and aircrafts also.
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