The Modification Needed to Increase the Compression Ratio of Holden Engine to 12:1 - Coursework Example

ENF-1104 PROBLEM SOLVING FOR ENGINEERS VICTORIA UNIVERSITY ENERGY ACTIVITY WILLIAM KATRIVESSIS 3887312 JAYDEN STEEL 3768322 QUINN MCDONALD 3919378 EDAN FURMANCZYK 3918391 SHAYNE JELLYMAN 4204154 MEFAREH ALRASHIDI 3921694 INSTRUCTOR KEVIN HUNT Table of Contents Table of Contents 2 Abstract 3 1.0 Introduction: 4 2.0 Aim: 5 3.0 Equipment and Materials 5 3.1Procedure 6 4.0 Results 7 5.0 Discussion of results: 9 6.0 Conclusion: 11 7.0 References 12 8.0 Work Distribution: 13 Abstract The report seeks to determine the modification needed to increase the compression ratio of Holden engine to 12:1. Basically, increasing the engine’s compression ratio is one of the finest means to heighten the torque as well as horse power. In this regard, the horse power is described as the rate upon which work is done, and the accurate definition of one horsepower is 550 ft·lbf/s. That is to say, in case a person is lifting 550 pounds one foot over a period of one second, then the person’s working rate is one horsepower. Torque on its part is defined as a measure of the amount of turning power, and the torque is at first generated by the piston. The force is afterward conveyed to the crank and after that to the transmission as well as on to the wheels. Notably, there is an uncomplicated, economical method to increase the engine compression devoid of disassembling the top end. By varying the head gaskets’ inch thickness, one can successfully heighten the ratio by making the top of the volume heavy, hence, it will out weight the present volume in components located at the engine’s lower area. Besides that, the report intends to calculate the heat transfer dissipated by the radiator fitted to a four cylinder automotive engine for use in the NGV vehicle using calibrated thermocouples as well as computer data acquisition set up. Evidently, large fuel is amounts utilised during the process of combustion, are released in heat form to the environs as work is carried out on the engine. Arguably, this heat generated can bring about enormous challenges to the engine if not eradicated and is able to cause overheating to the engine with pistons being held and leading to the damage of the cylinder, which in effect can damage the engine. However, a radiator makes use of a cooling system that needs both water as well as air to successfully get rid of the excess heat from the engine in order it may be utilised for longer duration. This is by and large dissipated by means of cooling fins or a radiator to the flow of air past the moving vehicle. Results from our studies exhibited how heat actually dissipates by means of a water circulation pump as well as a thermostat, and afterwards we graphed our study results, which offer us an idea of where as well as how temperature varies during the process. 1.0 Introduction: With regard to compression ratio, combustion ratio can be defined as the engine’s combustion chamber volume at its largest as well as smallest capacities. Basically, the compression ratio is resolved by calculating the variation between the volume of the cylinder on top of the piston at bottom dead centre (BDC) as well as the cylinder volume on top of the piston at top dead centre (TDC) (Zheng et al., 2009). This according to Hu et al. (2006) can prove to be a more complicated task than it appears owing to the nature of the measurements needed so as to calculate such values like valve clearance, head gasket thickness, and so forth. Such values are vital in determining how a combustion engine will function. Therefore, in this experiment we will examine the compression ratio of two engine types, Kobota as well as Holden. Based on the heat transfer, the process through which power/energy is created in a vehicle’s engine needs fuel to be ignited and subsequently to explode. Essentially, a substantial heat amount is generated in consequence of such explosion, the majority of which is securely conveyed from the engine out into the surroundings by means of the exhaust system. Still, this process in not 100% efficient and therefore a quantity of heat is transferred to the engine as well as its components. Evidently, the engine cooling systems of the car come in two forms; the liquid cooling system as well as the air cooling system (Wang et al., 2006). Therefore, this experiment will examine the automotive engine as well as its cooling system, and the time upon which the radiator takes effect and starts reducing the engine temperature until it reach the most favourable secure operational level devoid of overheating danger. For this reason, standardized thermocouples are incorporated in the engine as well as its cooling system to determine temperatures which are afterward recorded and exhibited as data on the computer. The data gathered proves there is a connection between distinct engine areas together with their individual temperatures. 2.0 Aim: With regard to compression ratio, the study aims to measure the volumetric compression ratio of a stationary Kobota engine as well as Holden vehicle engine, and the change needed to increase the compression ratio of the Holden engine to 12:1. In this regard, teams had to have a comprehension of terminology as well as the measurements that must be taken. Based on heat transfer, the study aims to calculate the heat transfer dissipated by the radiator incorporated to a automotive engine with four cylinders for utilization in the Natural gas vehicle (NGV) through calibrated thermocouples as well as computer set-up for data acquisition. The fundamental aim of the experiment is to examine whether or not the thermocouples are correct by verifying the calibration on the Temperature Measurement Bench (Model: HE 151). 3.0 Equipment and Materials Engine Compression ratio Heat Transfer Temperature Measurement Holden 4 cylinder engine. Kobota 2 stroke engine Vanier callipers Burette; for distributing kerosene Screw driver Ruler Syringe Measuring cylinders Bench Coloured kerosene Measuring cylinders stand Engine Computer Radiator Ventilation fan Ear plugs Thermocouple Instruments Thermometer Ice Kettle Temperature Reading Screen Thermocouple wire 3.1Procedure Engine Compression ratio Prior to the start of the experiment, the risk assessment sheets were handed out to be filled in by the groups so that members of the group could examine and evaluate the risks that might be taken during the experiment. Once the instructor was certain that we were well-known with every environment as well as equipment to be utilised, we were asked to dismantle and remove head cover of cylinder in the Holden engine. In this regard, the screw driver was utilised to unfasten the engine bolts. After the engines cover was removed, we took out the cylinder head gasket, determined its thickness through measuring and checked out the movement of the piston in the cylinders to ensure they were aligned at the TDC (top dead centre). This undoubtedly assisted in determining the volume in the Gasket clearance. We utilised the internal callipers to measure the cylinder’s internal diameter, and afterwards we used the steel ruler to determine the piston stroke; to be exact the distance between the top dead centre (TDC) and the bottom dead (BDC). Then the swept volume was determined. The combustion chamber volume of the top cylinders was determined by pouring kerosene into the cavity, and this was achieved by running kerosene from the burette into the measuring cylinder. After that the opening of the burette was released, pouring kerosene into the cavity, and therefore, the volume was determined. After completing with volume measurement of Holden engine, we shifted our attention to the Kobota engine to determine the volumes. The process begun by removing the cap and subsequently using the Vanier callipers to determine the cylinder bore internal diameter as well as the thickness of the gasket. In addition, the ruler was used to determine piston stroke. Subsequent to completing all the experiments on the Holden engine and the Kobota engine, we reassembled them securely. Temperature Measurement Foremost the equipment was setup by placing the normal cold water in the heating jug and the ice in the jug. After that the thermocouple wires were set and the mercury thermometer all set was set to the normal temperature of 4o Celsius. Both thermometer and thermocouple were inserted deep into the water jar and the initial reading was taken. Subsequently, the power was switched on to keep heating the water whilst we took the reading constantly after every five seconds until the water reached its boiling point. Then the variation in results was recorded Heat Transfer Once in the room, the instructor illustrated the parts that are liable for the engine heat exchange, and that is between the radiator as well as the engine. The parts of the engine as well as the car battery were checked prior to the turning on of the engine. When the sound of the engine reached to almost 90 decibel, the instructor suggested that we put on hear plug given that sound at 90 decibel and over can enduringly harm our hearing. Then the engine was started and the members of the team took the reading successively after every five seconds After the entire the data was gathered, we used it to make the graph and measure the variation in values and verify a pattern or trend. 4.0 Results Engine Compression Ratio: Measurements Engine Bench 1 Engine Bench 2 Cylinder Bore ( φ ) 8.56 cm 6.36 cm Piston Stroke (L) 8.5 cm 4.78 cm Valve volume (Vvc) 10.5 cm3 Swept Volume (Vs) 489.17 cm3 151.85 cm3 Combustion Chamber Volume (Vc) 41.2 cm3 23 cm3 Gasket Clearance volume (Vg) 8.05 cm3 7.21 cm3 Compression Ratio (Rc) 9.1:1 6:1 Heat Transfer: 5.0 Discussion of results: With regard to engine compression ratio: subsequent to measuring the combustion chamber volume (Vc), valve volume (Vvc), gasket clearance volume (Vg), as well as swept volume (Vs) we determined the Holden engine compression ratio, which was 9.1:1. We recognize the real compression ratio is 8.5:1; but our result has some variation because of the human error, especially when taking the readings. To determine the Holden engine compression ratio we calculated the sum of all the volumes then we divided by Vvc, Vc and Vg. Notably, the Kobota engine possessed a lesser compression ratio of 6:1. This was because of the engine being considerably smaller as compared to the Holden engine leading to a smaller cylinder bore and shorter piston stroke. To determine the compression ratio of Kobota engine we utilised the similar method as that of Holden engine with the exception of valve clearance volume since it was not there. So as to increase the compression ratio in either Kobota engine or Holden engine, one must increase the swept volume by making bore diameter or the piston stroke bigger. One may as well design a smaller gasket leading to a smaller volume in gasket clearance volume, and in consequence raising the compression ratio. Based on heat transfer: temperatures at both the outlet as well as inlet progressively heightened linearly as the engine warmed up: immediately the engine became adequately warm and the temperature at the outlet came close to 900 Celsius, the thermostat opened enabling us to observe a dramatic decline in both the outlet and inlet temperatures (Laget et al., 2009). This was in consequence of the thermostat opening as well as permitting cool water sourcing from the radiator to flow and cool down the engine. While the water was circulating the inlet and outlet temperature became stable around 650 as well as 900 in that order. For instance, the last point we recorded was 64.950 Celsius at the inlet and 91.340 Celsius at the outlet. Concerning temperature measurement: the temperatures table reveals the readings of both the thermometer as well as thermocouple, and it evidently exhibits the variation in the two readings obtained from each piece of equipment. The variation in the two readings can be illustrated as the error between the thermocouple as well as the thermometer (Wang et al., 2006). Reasons for such errors according to reference might consist of the fact that the thermocouple changes immediately with the water temperature as the thermometer rate of changes is slow. In addition the thermocouple exhibits a more correct figure than the thermometer, leading to human error when taking the reading from the device (Zhao et al., 2013). 6.0 Conclusion: In conclusion, and with regard to Compression ratio, the report has managed to measure the compression ratio of both Kobota as well as Holden combustion engine. As discerned the Holden engines compression ratio was considerably larger as compared to that of Kobota engine, offering us with an estimated ratio of 9.1:1 while a ratio of 6:1 was recorded in the Kobota engine. Anchored in our hypothesis, the compression ratio of Holden engines was extremely larger compared to that of Kobota; thus validating out prediction. We resolved that this should be our hypothesis taking into account that the Holden engine was offering higher volumetric measurements. Through this experiment we were offered with clear understanding about diverse engine components, and it as well permitted us to determine novel means to find measurements. Through this study we managed to learn how the engine generates power to enable movement together with how combustion chambers of different size can regulate the compression ratio as well as the power created by the engine. Pertaining to engine cooling our experiment helped us to measure the amount of heat created by the engine when still in operation, and through examining the generation of heat, we managed to view how the cooling system as well as radiator were utilised to stop the engine from overheating. The gathered data was plotted onto a graph by utilising the readings from output as well as the input temperature. From this graph we managed to measure when the engines cooling system started its process of cooling the engine down together with when the engine temperature reached a state of stability. 7.0 References Hu, T., Liu, S., Zhou, L. & Li, W., 2006. Effects of compression ratio on performance, combustion, and emission characteristics of an HCCI engine. Proceedings of the Institution of Mechanical Engineers, vol. 220, no. D5, pp.637-45. Laget, O., Pacaud, P. & Perrin, H., 2009. Cold start on low compression ratio diesel engine: Experimental and 3D RANS computation investigations. Oil & Gas Science and Technology, vol. 64, no. 3, pp. 407-429. Wang, Q. et al., 2006. Numerical simulation and optimization on heat transfer and fluid flow in cooling channel of liquid rocket engine thrust chamber. Engineering Computations, vol. 23, no. 8, pp.907-21. Zhao, J. et al., 2013. Effects of compression ratio on the combustion and emission of a hydrogen enriched natural gas engine under different excess air ratio. Energy (Oxford), vol. 59, pp.658-65. Zheng, J.-J., Wang, J.-H., Wang, B. & Huang, Z.-H., 2009. Effect of the compression ratio on the performance and combustion of a natural-gas direct-injection engine. Proceedings of the Institution of Mechanical Engineers, vol. 223, no. D1, pp.85-98. 8.0 Work Distribution: This indicates the students responsible for producing the different sections of the report. Title Page W.K Contents W.K Abstract Summary M.A Introduction S.J Aim S.J Materials Q.M Procedure Q.M Results J.S Discussion J.S Conclusion E.F Read More

Such values are vital in determining how a combustion engine will function. Therefore, in this experiment we will examine the compression ratio of two engine types, Kobota as well as Holden. Based on the heat transfer, the process through which power/energy is created in a vehicle’s engine needs fuel to be ignited and subsequently to explode. Essentially, a substantial heat amount is generated in consequence of such explosion, the majority of which is securely conveyed from the engine out into the surroundings by means of the exhaust system.

Still, this process in not 100% efficient and therefore a quantity of heat is transferred to the engine as well as its components. Evidently, the engine cooling systems of the car come in two forms; the liquid cooling system as well as the air cooling system (Wang et al., 2006). Therefore, this experiment will examine the automotive engine as well as its cooling system, and the time upon which the radiator takes effect and starts reducing the engine temperature until it reach the most favourable secure operational level devoid of overheating danger.

For this reason, standardized thermocouples are incorporated in the engine as well as its cooling system to determine temperatures which are afterward recorded and exhibited as data on the computer. The data gathered proves there is a connection between distinct engine areas together with their individual temperatures. 2.0 Aim: With regard to compression ratio, the study aims to measure the volumetric compression ratio of a stationary Kobota engine as well as Holden vehicle engine, and the change needed to increase the compression ratio of the Holden engine to 12:1.

In this regard, teams had to have a comprehension of terminology as well as the measurements that must be taken. Based on heat transfer, the study aims to calculate the heat transfer dissipated by the radiator incorporated to a automotive engine with four cylinders for utilization in the Natural gas vehicle (NGV) through calibrated thermocouples as well as computer set-up for data acquisition. The fundamental aim of the experiment is to examine whether or not the thermocouples are correct by verifying the calibration on the Temperature Measurement Bench (Model: HE 151). 3.0 Equipment and Materials Engine Compression ratio Heat Transfer Temperature Measurement Holden 4 cylinder engine.

Kobota 2 stroke engine Vanier callipers Burette; for distributing kerosene Screw driver Ruler Syringe Measuring cylinders Bench Coloured kerosene Measuring cylinders stand Engine Computer Radiator Ventilation fan Ear plugs Thermocouple Instruments Thermometer Ice Kettle Temperature Reading Screen Thermocouple wire 3.1Procedure Engine Compression ratio Prior to the start of the experiment, the risk assessment sheets were handed out to be filled in by the groups so that members of the group could examine and evaluate the risks that might be taken during the experiment.

Once the instructor was certain that we were well-known with every environment as well as equipment to be utilised, we were asked to dismantle and remove head cover of cylinder in the Holden engine. In this regard, the screw driver was utilised to unfasten the engine bolts. After the engines cover was removed, we took out the cylinder head gasket, determined its thickness through measuring and checked out the movement of the piston in the cylinders to ensure they were aligned at the TDC (top dead centre).

This undoubtedly assisted in determining the volume in the Gasket clearance. We utilised the internal callipers to measure the cylinder’s internal diameter, and afterwards we used the steel ruler to determine the piston stroke; to be exact the distance between the top dead centre (TDC) and the bottom dead (BDC). Then the swept volume was determined. The combustion chamber volume of the top cylinders was determined by pouring kerosene into the cavity, and this was achieved by running kerosene from the burette into the measuring cylinder.

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