PERFORMANCE ANALYSIS OF TURBOCHARGED TWO WHEELER EFi ENGINE.pptx

The objective of a turbocharger is to improve an engine's efficiency by increasing the density of the intake gas (usually air), thereby allowing more power per engine cycle.

1. PERFORMANCE ANALYSIS OF TURBOCHARGED TWO WHEELER EF i ENGINE PROJECT PRESENTATION PROJECT GUIDE : Asst. prof. RINU SATHYAN Presented by, KIRAN S P- (140) DENNIS M X- (133) KRISHNA RAJ- (142) KAILAS S WARRIER- (138)

2. INTRODUCTION Turbochargers are used throughout the automotive industry as they can enhance the output of an internal combustion (IC) engine without the need to increase its cylinder capacity . The application of such a mechanical device enables automotive manufacturers to adopt smaller displacement engines, commonly known as “engine downsizing”. Historically, turbochargers were often used to increase the potential of an already powerful IC engine. The emphasis today is to provide a feasible engineering solution to manufacturing economics and “greener ” road vehicles. It is because of these reasons that turbochargers are now becoming more and more popular in automobile applications.

3. LITREATURE REVIEW The world's first functional engine supercharger was made by Dugald Clerk, who used it for the first two-stroke engine in 1878. Gottlieb Daimler received a German patent for supercharging an internal combustion engine in 1885. Supercharger is a device which supplies high density charge to the engine by compressing it through the compressor driven by the engine mechanically . Main problem with supercharger is the loss of power used to drive the compressor from the engine output shaft. This loss can be up to 15% of engine output . To eliminate this loss of power, later on the compressor was driven by a turbine utilizing the energy of exhaust gases of the engine by passing them through the turbine blades . Then this technology became popular by the name as Turbocharging in early 1980s

4. Eyub et. al., [2010] concluded that there were three main problems in automotive applications that cause environmental effect, cost and comfort problems. Therefore, internal combustion engines were required to have not only a high specific power output but also to release less pollutant emissions. For these reasons, that time light and medium duty engines were being highly turbocharged because of having negative environmental effects of internal combustion engines. Due to mentioned facts, there were studies going on to improve internal combustion engine performance . Studies for supercharging systems were also included in this range . One of the most important problems faced in supercharging systems was that air density was decreasing while compressing air. Also air with high temperature causes pre ignition and detonation at spark ignited engines. Various methods were developed to cool down charge air which was heated during supercharging process. One of these methods was to use a compact heat exchangers called as intercoolers to cool charging air.

5. Ghodke et. al., [2012] said that expectation in next coming years is CO2 emissions reduction for vehicles and demand for more driving comfort would be the challenges for the automobile industry . One approach to this problem is the reduction of the displacement of the combustion engine while maintaining the characteristics of large displacement engine. This method is often referred to using the term” downsizing” and requires the engine to be turbocharged and improve performance and torque. It has been demonstrated that a simple charging unit alone is not enough and it require more complex charging systems when emissions are stringent. The goals of developed in terms of the thermodynamics and operating of future passenger car viz increase in the power density of the engine, highest possible maximum torque at low engine speeds across the widest possible range of speeds, improvement of the driving response in transient operating condition like start up response and elasticity response, reduction of the primary energy consumption during testing and when driving on the road, observances of the future exhaust gas thresholds which mean a drastic reduction in the current emission levels.

6. Muqeem [2012] The objective of a turbocharger is to improve an engine's volumetric efficiency by increasing the density of the intake gas (usually air, entering the intake manifold of the engine). When the pressure of the engine's intake air is increased, its temperature will also increase. Turbocharger units make use of an intercooler to cool down the intake air. Here, the purpose of author was to bring the temperature of intake air nearer to the ambient temperature. The inter-cooling of intake air was greatly increased by installing a specially designed intercooler in which air run as hot fluid and refrigerant, of the air conditioning system coming from cooling coil fitted in the dashboard, run as cold fluid. The intake air is cooled down by the air flowing through the fins of the intercooler and the refrigerant coming from the evaporator. Here the author concluded that when normal air cooled intercooler is used to cool down the hot air before entering into the engine cylinder, the mass of oxygen being fed to the engine becomes 1.43 times but when refrigerated intercooler is used, it becomes 2.618 times. Increasing the oxygen content with the air leads to faster burn rates and the ability to control exhaust emissions.

7. Balashanmugam et.al..,[2013] concluded in his experimental study on turbocharged two wheeler carburetor engine t hat Increased engine power output (in the region of 50% increase ). Improved fuel consumption (improved pressure balance across the engine ) . A very high percentage of two wheel gasoline vehicles (48%) were found not complying with the prescribed National Emission Standards. The increase in Carbon monoxide and Hydrocarbon emissions by two wheel gasoline engines at accelerated engine speed was quite significant. About 90% of scooters and 85% of motor bikes were found emitting CO within the prescribed national standard of 4.5%. About 33% of scooters and 83% of motor bikes were found emitting Hydrocarbon within 2000 ppm

8. OBJETIVES OF THE PROJECT Fabricate the turbocharger into the two wheeler with Efi engine. To study the engine performance before and after introducing the turbocharger. Study the emission analysis.

9. Why supercharging/turbocharging ? The main purpose is to raise the volumetric efficiency above a value which can be obtained by normal aspiration. The engine is an air pump and for increasing the air consumption permits a greater quantities of fuel to be added and results in a greater potential output and this depends on the mass of air drawn for commbustion. The main 3 possible meethods for increasing the mass of air drawn into the cylinder is by Increasing piston displacement. Running engine at higher speeds. Increasing the density of charge.

10. Theoretical p-v diagram.

11. Turbocharger A turbocharger, or colloquially turbo, is a turbine-driven  forced induction device that increases an internal combustion engine's efficiency and power output by forcing extra air into the combustion chamber .  This improvement over a naturally aspirated engine's power output is due to the fact that the compressor can force more air—and proportionately more fuel—into the combustion chamber than atmospheric pressure alone . Turbochargers were originally known as  turbo superchargers  when all forced induction devices were classified as superchargers.

12. Compared with a mechanically driven supercharger, turbochargers tend to be more efficient, but less responsive. Twin charger refers to an engine with both a supercharger and a turbocharger. The key difference between a turbocharger and a conventional  supercharger  is that a supercharger is mechanically driven by the engine, often through a belt connected to the  crankshaft , whereas a turbocharger is powered by a turbine driven by the engine's exhaust gas.

13. Main components of turbocharger TURBINE COMPRESSOR BEARING SYSTEM MANIFOLD HOT LINES COLD LINES LUBRICATION LINES

14. Operation of turbocharger

15. Petrol engine cycle P-V diagram showing available exhaust gas energy

16. BOOST CONTROL OF TURBOCHARGER The boost pressure of turbocharger has to be controlled for the efficient operation of the engine. Main two methods of boost control are : Waste gate Pressure relief valve

17. TURBOCHARGING METHODS 1. Constant pressure turbocharging. 2. Pulse turbocharging. 3.Pulse converter. 4.Two-stage turbocharging. 5.Miller turbocharging. 6. Hyper turbocharging.

18. Turbo lag Turbocharger lag (turbo lag) is the time required to change power output in response to a throttle change, noticed as a hesitation or slowed throttle response when accelerating as compared to a naturally aspirated engine. Ways for eliminating turbolag: Lowering the rotational inertia of the turbocharger Changing the turbine's aspect ratio Increasing upper-deck air pressure (compressor discharge) and improving wastegate response. Reducing bearing frictional losses, Using variable-nozzle

19. WHY EFi engine ??? I n a carburetor sytem, air and fuel mixed out of the cylinder and the engine power is completely controlled by the throttle system . Carburator does is it mixes both air and fuel in a predefined percentage and gives it into the engine. Turbocharger compresses the air and increases mass flow rate (in simpler term it increases density by Compression) and forces air into the engine during suction.Thus it makes the engine to take in more amount of air than usual. For a petrol engine it just makes the mixture very lean..(more parts of air for same amount of fuel in the mixture predefined by carburator)..In a petrol engine for a very lean mixture to burn, it is too difficult.Hence combustion is affected. And also during combustion as it has more hotspots it may increase knocking.

20. A gasoline injection system has several possible advantages over a carburetor type of fuel system. Improved atomization. Better fuel distribution. Lower emissions. Better cold weather drivability Increased engine power

21. Electronic fuel injector

22. METHODOLOGY Litreature study on turbocharged IC engines Selection of vehicle Selection of turbocharger Performance test of the vehicle without turbocharging Assembling of turbocharger Results Performance test of vehicle after turbochareger assembly Comparison Emission test Emission test Conclusion

23. VEHICLES SELECTED TO DO PROJECT Engine Type : Air-cooled, 4-stroke single cylinder OHC Displacement : 124.8 cc Maximum Power : 6.72KW (9.1 Ps) @7000rpm Maximum Torque : 10.35 N-m © 4000 rpm Bore x stroke : 52.4 x 57.9 mm Fuel System : Electronic Fuel Injection (PGM-FI) 1. Glamour PGM Fi 125cc

24. 2. Karizma ZMR TECHNICAL SPECIFICATION :   Engine type : 4- Stroke Single Cylinder OHC, Oilcooled , PGM-FI Displacement : 223 cc Maximum Power : 13.15 KW (17.6 BHP) at 7000 rpm Maximum Torque : 18.35 N-m @ 6000 rpm Maximum Speed : 126 KMPH Acceleration : 0-60 KMPH In 3.7 Secs Bore x Stroke : 65.5 x 66.2 mm Fuel System: Electronic Fuel Injection (PGM-FI)

25. ENGINE PERFORMANCE CHARACTERSTICS Brake thermal efficiency. Indicated thermal efficiency. Specific fuel consumption. Mechanical efficiency. Volumetric efficiency. Air - Fuel ratio. Mean effective pressure.

26. EMISSION PARAMETERS After buring of the fuel air mixture there produces a number of emission products which are highly harmful to the environment and hazardous to the human beings also.The main 5 gases produced after combustion of the vehicle are : CO CO 2 NO x HC O 2

27. TWO WHEELER CHASSIS DYNAMOMETER The instrument used for the measurement of the engine performance parameters and the engine power and torque is known as the chassis dynamometer.

28. Dyno testing apparatus

29. The chassis dynamomter stimulates the driving conditions on the road in a controlled environment. the use of chassis dynamometer allows the test engineer to stimulate road load conditions in laboratory. This is Eddy current based dynamometer.

30. FLOW DIAGRAM OF TWO WHEELER CHASSIS DYNAMOMETER Dyno roller Bike wheel Control pannel Data acquisition card Loading and unloading data Computer Fuel level sensor Cooling Water IN Cooling Water OUT

31. Exhaust gas analysis Exhaust gas or flue gas is emitted as a result of the combustion of fuels such as natural gas, gasoline, petrol, bio-diesel blends, diesel fuel, fuel oil, or coal. The largest part of most combustion gas is nitrogen (N2), water vapor (H2O) (except with pure-carbon fuels), and carbon dioxide (CO2) (except for fuels without carbon); these are not toxic or noxious . A relatively small part of combustion gas is undesirable, noxious, or toxic substances, such as carbon monoxide (CO) from incomplete combustion, hydrocarbons (properly indicated as CxHy, but typically shown simply as "HC" on emissions-test slips) from unburnt fuel, nitrogen oxides (NOx) from excessive combustion temperatures, and particulate matter (mostly soot).

32. AVL 5 gas analyzer

33. OBSERVATIONS

34. Emmision results before turbocharging Load condition CO % HC PPM CO 2 % NOx O 2 0.848 314 2.89 28 15.88 0.2 0.149 296 2.41 26 19.91 0.4 0.065 283 1.02 41 20.32 0.6 0.051 290 0.81 47 20.73 0.8 0.043 297 0.7 53 20.81

35. Graphical representation

36. Observations of engine power test without turbocharging : Sl. No Load (Nm) Speed (Km/hr) Engine Torque (Nm) Brake Power (kW) 1 1.89695 30.25399 0.567464 0.242102 2 3.752292 32.775155 1.12248 0.514413 3 6.071469 30.25399 1.816252 0.798564 4 8.019579 37.817487 2.399019 1.167319 5 9.967688 37.817487 2.981787 1.454202 6 11.915797 42.859819 3.564555 1.857157 7 13.863906 37.817487 4.147322 2.177737 8 15.719248 40.338653 4.702339 2.31485 9 17.945659 45.380984 5.368359 2.979596 10 19.893768 47.90215 5.951127 3.641609 11 21.563576 50.423316 6.450642 4.197569 12 23.511685 52.944482 7.03341 4.616509 13 26.016397 55.465648 7.782683 5.55903 14 27.593438 57.986813 8.254447 5.959755 15 27.407904 55.465648 8.198946 5.939718 16 29.356013 60.507979 8.781713 6.851274 17 31.256985 62.075959 9.034456 7.023589 18 33.248796 65.256954 9.472351 7.426889 19 36.457896 67.8546321 9.856972 7.954632 20 37.245896 68.4576321 10.345726 8.047532 21 39.4568712 70.2563458 10.623178 8.423554 22 41.236874 72.2566987 11.352267 8.931751 23 43.263547 77.2659987 11.634856 10.235478

37. Variation of Engine power and torque with respect to speed.

38. Observation of vehicle perfomance test without turbocharging

39. Vehicle performance chart

40. Observations of engine power test with turbocharging Sl. No Load (Nm) Speed (Km/hr) Engine Torque (Nm) Brake Power (kW) 1 1.89695 30.25399 0.7595173 0.0942102 2 3.752292 32.775155 1.0094237 0.799415 3 6.071469 30.25399 1.5497306 0.849239 4 8.019579 37.817487 2.1786224 0.997281 5 9.967688 37.817487 2.7923176 1.295472 6 11.915797 42.859819 3.564555 1.754291 7 13.863906 37.817487 4.419753 1.997204 8 15.719248 40.338653 4.702339 2.193147 9 17.945659 45.380984 5.5789412 2.5994376 10 19.893768 47.90215 5.7481238 3.3715942 11 21.563576 50.423316 6.1075612 3.9718304 12 23.511685 52.944482 6.9974128 4.1459105 13 26.016397 55.465648 7.3982683 5.179428 14 27.593438 57.986813 8.1254447 5.541327 15 27.407904 55.465648 8.0075631 5.734913 16 29.356013 60.507979 8.4187531 6.394378 17 31.256985 62.075959 8.9127654 6.952317 18 33.248796 65.256954 9.0478391 7.584196 19 36.457896 67.8546321 9.5723149 8.075621 20 37.245896 68.4576321 11.446197 8.931751 21 39.4568712 70.2563458 11.49852 9.786145 22 41.236874 72.2566987 11.599521 10.15379 23 43.263547 77.2659987 11.634856 10.75164 24 44.236574 84.4896314 12.236941 11.236578 25 44.0276451 80.4589614 11.724319 10.025414 26 43.0072944 77.7852233 11.342284 8.753519 27 42.8225771 75.2896124 10.234852 8.043912

41. Observation of vehicle perfomance test with turbocharging Sl. No Brake Power (kW) Total Fuel Consumption (kg/hr) Indicated Power (kW) Mechanical Efficiency (%) Brake Thermal Efficiency (%) 1 0.006944 0.532699 8.0491587 0.055481 0.057369 2 0.312544 0.443864 9.1917731 2.9874319 3.9973105 3 0.657212 0.467199 9.5867264 5.9078531 9.0829113 4 1.059758 0.475603 9.9913718 9.0691137 13.7952473 5 1.794222 0.467256 10.371513 14.966431 26.7944217 6 2.499637 0.320904 11.039914 19.549193 31.9492731 7 3.289247 0.57898 11.967913 24.997164 39.9834617 8 4.417151 0.554857 13.050629 30.947372 37.9472041 9 6.071367 1.109755 15.260515 38.0189724 39.945731 10 6.851274 1.200431 15.071367 41.994735 46.62976 11 7.023589 1.325946 16.023874 43.057183 47.864553 12 7.954362 1.846592 16.954362 46.411222 48.423119 13 8.075621 2.0575541 17.075621 46.981542 50.172458 14 8.931751 2.1107019 17.931517 49.057724 52.4470588 15 9.786145 2.2268451 18.786145 49.981457 54.822641 16 10.75164 2.2294931 19.751649 53.554231 56.778195 17 11.236578 2.4537713 20.699813 55.3654192 58.325492 18 12.236941 2.5428779 21.881531 57.253923 60.07885112 19 10.025414 2.2215764 19.025414 52.365412 55.991461 20 8.753519 2.1139421 17.753516 49.955236 52.449324 21 8.043912 2.0073361 17.043912 48.265413 51.474911

42. Emission results with turbocharging Load condition CO % HC PPM CO2 % NOx O2 0.824 311 2.94 26 16.48 0.2 0.142 298 2.31 24 18.45 0.4 0.05 271 1.04 47 20.4 0.6 0.03 268 0.73 57 29.47 0.8 0.021 241 0.45 61 30.21

43. Graphical representation of result with turbocharging

44. RESULTS

45. Comparison of Emission Charateristics CO %

46. HC ppm

47. NOx

48. Performance charaterstics Brake power

49. Engine torque

50. Mechanical efficency

51. Brake thermal efficiency

52. Indicated power

53. CONCLUSIONS

54. The fabrication of the turbocharger into the wheeler has been done succesfully. After conducting the performance tests the curves were plotted and observed., from which we would like to propose that turbocharging is possible in two wheeler although our test results are not that much satisfiying. This may be due to the old and heavier turbocharger fixed and if we could use custom designed turbochargers then results may be better. The efficiencies and the power curves were started to show more power while turbo started to boost but due to the lean mixture in the engine the power gradually gone down and this can be corrected by re-mapping the ECU for more better Air- Fuel ratio which may bring better results. Since custom reprogramming was not possible to do or we have completely program the new ECU and install which was not possible to us. It is found that there is a good result in emission parameters like CO and HC got decreased but a slight increase in NOx is found and it may be due to the tempreature issues while turbocharged and it can also be controlled by adjusting the Air fuel ratios.