Department of Mechanical Engineering magzine 17-18.pdfCotton seed oil fuel is preheated at different...

1 J D Polytechnic, Nagpur | 2017-18

JD Polytechnic, Nagpur

Department of Mechanical Engineering

Technical & Non-Technical

Papers & Articles of Faculties of Mechanical

Engineering Department

Session 2017-18


Index

Sr.

No Name of Faculty Name of Paper

Page

no.

1. Prof. Vishal Dekate

Experimental Investigation Of CI Engine Fueled With Diesel

And Kerosene Blend With Cotton Seed Oil- A Review

3-12

2. Prof. Shrikanth B.

A Novel Design of Co-Joined Rim for the Rear Wheel of Two

Wheeler System

13-18

3. Prof. Prashant Mahakalakar Design & development of Van

Engine 19-28

4. Prof. Vishal Dekate

Experimental Investigation Of CI Engine Fueled With Diesel

And Kerosene Blend With Cotton Seed Oil

29-44

5. Prof. Vinod Deshmukh

DESIGN AND ANALYSIS OF A WELDING FIXTURE FOR COMBINING THREE MIG WELDING PROCESSES.

45-50


TITLE OF PAPER

EXPERIMENTAL INVESTIGATION OF CI ENGINE FUELED WITH DIESEL AND

KEROSENE BLEND WITH COTTON SEED OIL- A REVIEW

NAME OF AUTHORS: Mr. Vishal Dekate, Dr.S.C.Kongre.

ABSTRACT The fuel prizes are increasing gradually all over the world for this purpose we have started use of

biodiesel which increases the availability of alternate fuel. Production of Biodiesel from various

vegetable oils by the process of transesterification is found to be effective method of reducing viscosity

and eliminating operational and durability problems, but the cost for production of these biodiesel is

nearly equal to the price of Diesel. To overcome these we can use neat cottonseed oil blend with Diesel

and kerosene. The experiment is to be conduct when the Engine is fuelled with Diesel and Kerosene and

neat cotton seed oil in various proportions like 5%, 10%, 20% and 30% by its volume and allow it to

blend to occur various emission characteristics of Diesel Eng ine at different load conditions.

1. INTRODUCTION

The limited Petroleum resources and increasing fuel cost have caused interests in the development

of alternative fuels for I.C. Engines Vegetable oil is considered as an alternative because it has

several advantages like; it is renewable, environment friendly and produced easily in rural areas.

Therefore, during recent years a systematic approach has been made by several researchers to use

vegetable oils as a fuel in IC engines. Primarily the Cotton seed is used to make Cottonseed oil, it

contains high levels of saturated fat, and tends to have high levels of pesticide residue as well, and

hence it is not healthy for human consumption. The benefits of cottonseed oil are mainly viewable

from a manufacturing standpoint. It has an incredibly long shelf life and also a very high smoke

point ( 450 degrees). Cottonseeds have little use outside of producing cottonseed oil. The cost of

cottonseed oil is increases due to transesterification which will not helpful for cost controlling. To

overcome these we can use Blends of Diesel and Kerosene with neat Cotton seed oil are mixed by

volumetric percentages of 5, 10, 30, 50 and 60% which will reduce the cost of alternate fuel. Cotton

seed oil fuel is preheated at different preheating temperatures of 50, 70, 80 and 90°C and burned in

a diesel engine to s tudy engine performance and emission. These tests were performed on a four

stroke, single cylinder, water cooled diesel engine at different loads and rated speeds of 1500 rpm.


This research reveals that there is an increase in specific fuel consumption, exhaust temperature and

air-fuel ratio in Diesel, Kerosene and preheated Cotton seed oil blends (B5, B20, B40, B70 and

B100) than diesel fuel.

2. MATERIALS AND METHODS

Cotton seed oil is available at local vendor in all over India. All materials and reagent s used

were analytical grade (AnalaR) chemicals except otherwise stated. Glassware, containers and

other tools are initially washed with liquid detergent, rinsed with 20% (v/v) nitric acid and

finally rinsed with distilled water.

3. LITERATURE REVIEW

Author has proposed blending of diesel and cotton seed oil with other vegetable oils which

increases availability of alternate fuel for CI engine.

3.1 Md. Nurun Nabi, Md. Mustafizur Rahman, Md. Shamim Akhter(2009): The study is

about the production of biodiesel from nonedible Cottonseed by transesterification process. A

maximum of 77% BD production was found at 20% methanol and 0.5% NaOH at 550 C

reaction temperatures. where various parameters for the optimization of biodiesel production

were investigated and performance study of diesel engine with diesel fuel and biodiesel

mixtures were carried out in which thermal efficiency with biodiesel mixtures was slightly

lower than that of neat diesel fuel due to lower heating value of the mixtures [1].

3.2 Hasan Bayindir(2007): The blends of cotton oil with kerosene at various rates are studied.

Four stroke single cylinder and air cooled diesel engine is used for performance using different

blended cotton oil-kerosene (COK) for engine power, torque, brake specific fuel consumption

and brake specific energy consumption. By using COK fuel for so long in unmodified diesel

engine can partly cause injection system faults and carbon soot problems. It is also found that

there is no problem faced at the time of starting of engine and, it can be used in diesel engine in

cold climate also due to lower freezing point of the COK25 (-28oC) [2].

3.3 Tizane Daho, Gilles Vaitilingom, Salifou K. Ouiminga, Bruno Piriou, Augustin S.

Zongo Samuel Ouoba, Jean Koulidiati (2013): Study about Combustion of cottonseed oil

and its blends with diesel fuel in a direct injection diesel engine is done. Performance is

observed by analyzing fuel droplet size distribution and determining engine specific fuel


consumption and thermal efficiency, combustion parameters and emissions. By increasing

percentage of cottonseed oil in blends it is observed that specific fuel consumption and CO

emissions increase and NOx emissions decrease. It is also found that the cylinder pressures are

very close and rates of heat release are slightly different for cottonseed oil and diesel fuel [3].

3.4 C.V. Subba Reddy, C. Eswara Reddy & K. Hemachandra Reddy(2012): It is found that

the combustion efficiency in the combustion chamber depends on the formation of

homogeneous mixture of fuel with air. The formation of homogenous mixture depends on the

amount of turbulence created in the combustion chamber. It is concluded that out of five

different diesel engine configurations, the base line engine with TGP-2 configuration proved to

be better in all respects. At 200 bar with 20% COME (20BD), better efficiency and low

missions are obtained. The clearance volume in the combustion chamber increases and the

compression ratio decreases further slightly by making grooves on the piston crown [4].

3.5 R. SenthilKumar, R.Ramadurai(2013): The properties like calorific value, physical and

chemical properties etc. are found lower in biodiesel made from cottonseed, pongamia,

mustard, sea lemon Straight vegetable oils so, they started process of transesterification and

mainly preheating is found to be effective method of reducing viscosity and eliminating

operational and durability problems. The test is conducted on single cylinder DI engine at

constant speed of 1500 rpm which gives increasing efficiency than other biodiesel and decrease

in emission [5]

.

3.6 Mr. Y. Alhassan, N. Kumar, I.M. Bugaje, H.S. Pali, P. Kathkar(2014): The new

technology to improve transesterification process started called Solvent Technology. Co-

solvent Diethyl Ether (DEE), Dichlorobenzene (CBN) or Acetone (ACT) mixed with cotton

seed oil transesterification process and catalyst Potassium hydroxide (KOH) used. The reaction

conditions optimized include; the molar ratio of co -solvent in methanol, reaction temperature

and time. The catalyst concentration was also optimized. The optimization was based on the

percentage yields of Fatty Acids Methyl Esters (FAMEs) produced. The addition of co-solvents

CBN and ACT in methanol was improves the properties like viscosity, calorific value [6].

3.7 Dr V. Naga Prasad Naidu, Prof. V. Pandu Rangadu(2014): The study on Evaluation of

performance and emission characteristics of a single cylinder four stroke diesel engine with

different blends (B05, B10, B15, B20 and B25 in comparison to diesel) of cotton seed biodiesel


and Diesel. The performance is compared with diesel fuel, onthe basis of brake specific fuel

consumption, brake thermal efficiency, exhaust gas temperature and emissions of hydrocarbons

and oxides of nitrogen. Blend B20 gives closer performance to diesel and hydrocarbon

emissions are less than diesel according to experimental investigation [7].

3.8 Tejrao Ghormade, Kiran Thekedar(2014): The study is about main alternative fuel of

significance in the present and near future may be bio fuels or bio diesel. Bio-diesel is an

efficient, clean 100% natural energy alternative to petroleum fuels. It is a renewable substitute

or blending stock, currently being commercialized in United States and Europe. Bio-diesel

operates in C.I. engines similar to diesel fuels. It can be burnt in any standard unmodified

diesel engine blended with 25% to 100% bio-diesel with diesel. Cottonseed oil can be

converted into bio-diesel fuel as ethyl fuel as ethyl ester by transesterification. Cottonseed oil

methyl ester was prepared which showed density, calorific value, flash point, and pour point

close to that of diesel oil. The blends of varying proportions of this bio-diesels and diesel were

used to run a single cylinder compression ignition engine and significant improvement in brake

thermal efficiency [8].

3.9 Palash M. Mendhe, Mirza Munawwar Baig and Chetan D. Madane(2015): The

viscosity of cottonseed oil for the C.I. engine was decreased by blending with diesel.

Significant improvement in engine performance was observed compared to neat cottonseed oil

as a fuel. The brake thermal efficiency, specific fuel consumption, volumetric efficiency, peak

cylinder pressure, smoke, CO, HC, NO and the exhaust gas temperatures were analyzed.

The test showed increase in thermal efficiency, volumetric efficiency as the amount of diesel in

the blend increased and the exhaust gas temperature with the blends decreased. The smoke, CO

and HC emissions of the engine ware also less with the blends. 20–40% of cottonseed oil gives

better result without any modification [9].

3.10 S. Naga Sarada, M.Shailaja, A.V. Sita Rama Raju1, K. Kalyani Radha(2010): The

study is about effect of higher viscosity of vegetable oil on CI engine. And by using problem of

higher viscosity of vegetable oils can be overcome to a greater extent by various techniques,

such as heating of fuel lines, trans-esterification, modification of injection system, etc. In the

present investigation, short term tests were conducted with the use of untreated cotton

seed oil in a single cylinder, four stroke, and direct injection diesel engine. Tests were

conducted with cotton seed oil and diesel. To improve the combustion characteristics of cotton

seed oil in an unmodified engine, effect of increase in injection pressure was studied [10].


3.11 D. Srikanth, M. V. S. Murali Krishna, P. Ushasri & P. V. Krishna Murthy(2013):

Low heat rejection (LHR) diesel engine with ceramic coated cylinder head of cotton seed oil in

crude form (CSO) and biodiesel form (BD) with varied injector opening pressure. Performance

parameters of brake thermal efficiency, exhaust gas temperature, coolant load, sound levels and

volumetric efficiency were determined at various values of brake mean effective pressure

(BMEP) of the engine. Convent ional engine (CE) showed compatible performance, while

LHR engine showed improved performance with biodiesel operation at recommended injection

timing and pressure [11] .

3.12 M. Harinathareddy, Dr. P. Nageswara Reddy, Dr. K. Vijayakumar Reddy(2013): A

Single Cylinder, 4- stroke vertical, water-cooled, self-governed diesel engine developing 5 HP

at 1500 rpm is used for the performance analysis in terms of brake thermal efficiency and

indicated thermal efficiency for conventional diesel, cottonseed oil, as well as for Jatropha oil.

The comparison between blends diesel fuel and Jatropha oil diesel and cottonseed oil

showed that the brake thermal efficiency and indicated thermal efficiency of CSO biodiesel

was slightly higher than that of diesel fuel and Jatropha oil. Use of cottonseed oil improves the

efficiencies of Diesel engine [12].

3.13 K. Srithar and K. Arun Balasubramanian(2014): The physical–chemical properties

like calorific value, kinematic viscosity, specific gravity, volatility characteristics, cetane

number, surface tension and corrosiveness of the blends were measured using the International

Standard methods of pongamia pinnata biodiesel, jatropha biodiesel and the combination of

diesel-pongamia pinnata – jatropha belnd with diesel fuel are determined depending upon the

requirement of blend and performance and emission analysis of the mixed fuels of pongamia

pinnata biodiesel, jatropha biodiesel and diesel fuel (DPJ) have been done. It is seen that dual

biodiesel blends decreases calorific value and increases viscosity which emits less HC and CO

[13].

3.14 Md. Abdul Wakil, Z.U. Ahmed, Md. Hasibur Rahman, Md. Arifuzzaman(2012):

Properties of Cottonseed oil, Mosna oil and Sesame oil oils are studied and compared with

conventional diesel fuel. The pro cess of transesterification is used for the production of

biodiesel. The base catalyst like methanol is used mildly. Proper amount of biodiesel is

produced from Cottonseed oil at 3:1M ratio of methanol and oil. Biodiesel from cottonseed oil


has various fuel properties which are similar to diesel. The significant change of fuel properties

of these oils is observed. The cost of the biodiesel production is also studied [14].

3.15 Mr. S. V. Channapattana, Dr. R. R. Kulkarni(2009): Now day’s vegetable oils have

become beneficial because of their environmental benefits and it is made from renewable

resources. Bio -diesel commands crucial advantages such as technical feasibility of blending in

any ratio with petroleum diesel fuel, use of existing storage facility and infrastructure,

superiority from the environment and emission reduction angle, its capacity to provide

energy security to remote and rural areas and employment generation. There are more than 350

oil bearing crops identified, among which only sun flower, sunflower, soybean, cottonseed,

rapeseed, Jatropha curcas and peanut oils are considered as potential alternative fuels for Diesel

engines [15].

3.16 Dhruva D., Dr. M. C. Math (2014): The blends of crude rice bran oil methyl

ester((RBOME) with conventional diesel oil in the proportions of 20:80(B20), 40:60(B40),

60:40(B60), 80:20(B80) and 100:0(B100) resp. Fuel properties rice bran oil methyl ester like

viscosity, gross calorific value, flash and fire points compared with Diesel fuel for compression

ignition fuel. The characteristics fuel properties of RBOME blends found to be varies much as

compared with other biodiesel but blend of B20 found much close with diesel fuel. In addition

kerosene is added with blend to meet the properties with higher amount of addition of blend

[16].

3.17 Gaurav Dwivedi, Siddharth Jain, M.P. Sharma (2013): Performances and emissions of

diesel engine using biodiesel are studied in recent 15 years. The process of transesterification is

used for the production of biodiesel from vegetable oils or animal fats, is composed of

saturated and unsaturated long-chain fatty acid alkyl esters which is used recently as an

alternative fuel. Comparison between these biodiesel and conventional diesel using different

feedstock is doen and reduction is observed in PM, HC and CO emissions with minimum

power loss. But there is increase in fuel consumption and the increase in NOx emission by

using biodiesel. The advance in injection and combustion of biodiesel also favour the lower

THC emissions [17].

3.18 Leenus Jesu Martin, Edwin Geo , Prithviraj. D(2011): A single cylinder C.I. engine is

used for performance using blends of varying proportions of cottonseed oil and diesel.


Significant improvement in engine performance was observed compared to neat cottonseed oil

as a fuel. The brake thermal efficiency, specific fuel consumption, volumetric efficiency, peak

cylinder pressure, smoke, CO, HC, NO and the exhaust gas temperatures studied. The

study shows that increase in the brake thermal efficiencies of the engine as the amount of diesel

in the blend increased. There is increase in volumetric efficiency of the engine and decrease the

exhaust gas temperature with the blends compared with that of neat cottonseed oil. It is found

that smoke, CO and HC emissions of the engine ware also less with the blends. 20–40% of

cottonseed oil blend with diesel gives maximum result without any modification [18].

3.19 A. Tandon, A. Kumar, P. Mondal, P. Vijay, U. D. Bhangale and Dinesh Tyagi(2011):

There is a need for suitable alternative fuels for use in engines is to be fulfilled by using

different biodiesel which creating tribology related new challenges world over and causes

green house gas emissions and global warming worldwide. The study about lubricity of blends,

carbon deposit, viscosity, corrosion of engine components, etc done for tribology related

issue. Global harmonized standards are also discussed. Various solutions for alcohol fuel

related engine problems due to the use of SVO in engine are discussed and engine performance

decrease, injector choking, oil ring sticking, etc studied [19].

3.20 Prem Kumar, M.P. Sharma, Gaurav Dwivedi(2014): The demand of diesel for

transportation, captive power generation and agricultural sector is increasing therefore the us e

of substitute like biodiesel is used. The use of 10% blending gives the maximum power output

from performance of diesel engine under full load condition. The discussion is about

combustion, performance, and emission characteristics of biodiesel and its d ifferent blends

with diesel. Mainly performance of diesel engine for brake power, torque, brake specific fuel

consumption (BSFC), thermal efficiency (BTE) and exhaust emissions is studied [20].

3.21 Narendranathan. S. K, K. Sudhagar(2014): For the fulfillment of fuel for diesel

engines, Biodiesel is used which is derived from the transesterification of vegetable oils or

animal fats. Biodiesel is used in the convention diesel engine for the better performance and

emission. Study is done for reduction in Part iculate Matter, Hydrocarbon and Carbon

monoxide emissions. And also imperceptible power loss, the increase in fuel consumption and

the increase in NOx emission on conventional diesel engine with no or fewer modification is

studied. Different properties of biodiesel like density, viscosity and bulk modulus are also

studied [21].


.

4. CONCLUSIONS

Thus we have studied various blending of Diesel with cottonseed oil and other vegetable oil

Therefore the proposed project is to reduce the cost of alternative fuel by using blends of diesel

and kerosene with cotton seed oil.

5. REFERENCES

[1]. Md. Nurun Nabi, Md. Mustafizur Rahman, Md. Shamim Akhter "Biodiesel from Cotton

seed oil and its effect on Engine performance and exhaust emissions" International Journal on

Applied Thermal Engineering 29 (2009) 2265–2270, Elsevier Ltd.

[2]. Hasan Bayındır "Performance Evaluation Of A Diesel Engine Fueled With Cotton Oil-

Kerosene Blends " ISSN:1306-3111, e-Journal of New World Sciences Academy, 2007,

Volume: 2, Number: 1, Article Number: A0016.

[3]. Tizane Daho, Gilles Vaitilingom, Salifou K. Ouiminga, Bruno Piriou, Augustin S. Zongo

Samuel Ouoba, Jean Koulidiati “Influence of engine load and fuel droplet size on performance

of a CI engine fueled with cottonseed oil and its blends with diesel fuel" International Journal

on Applied Energy 111 (2013) 1046–1053.

[4]. C.V. Subba Reddy, C. Eswara Reddy & K. Hemachandra Reddy “Effect Of Tangential

Grooves On Piston Crown Of D.I. Diesel Engine With Blends Of Cotton Seed Oil Methyl"

Ijrras 13 (1). October 2012, Vol13issue 1.

[5]. R. SenthilKumar, R.Ramadurai “Evaluation of Various Biodiesel on a Single Cylinder C.I

Engine" International Journal of Engineering Trends and Technology (IJETT) - Volume4

Issue6- June 2013.

[6]. Mr. Y. Alhassan, N. Kumar, I.M. Bugaje, H.S. Pali, P. Kathkar "Co-solvents

transesterification of cotton seed oil into biodiesel: Effects of reaction conditions on quality of

fatty acids methyl esters " International Journal of Energy Conversion and Management, 2014.

Elsevier Ltd.


[7]. Dr V. Naga Prasad Naidu, Prof. V. Pandu Rangadu "Experimental Investigations on a four

stoke Diesel engine operated by Cotton seed biodiesel blended with Diesel " International

Journal of Engineering and Innovative Technology (IJEIT) Volume 3, Issue 10, April 2014.

[8]. Tejrao Ghormade, Kiran Thekedar. “Cottonseed Oil as an Alternative Fuel for C.I. Engine”

International Journal of Modern Trends in Engineering and Research 2014, e-ISSN: 2349-9745

p-ISSN: 2393-8161.

[9]. Palash M. Mendhe, Mirza Munawwar Baig and Chetan D. Madane “ Cottonseed Oil Used

As an Alternative Fuel for the Performance Characteristics of CI Engine by Blending With

Diesel” International Journal For Research In Emerging Science And Technology Volume-2,

Special Issue-1, March-2015.

[10]. S. Naga Sarada, M.Shailaja, A.V. Sita Rama Raju1, K. Kalyani Radha “Optimization of

injection pressure for a compression ignition engine with cotton seed oil as an alternate fuel”

International Journal of Engineering, Science and TechnologyVol. 2, No. 6, 2010, pp. 142-149.

[11]. D. Srikanth, M. V. S. Murali Krishna, P. Ushasri & P. V. Krishna Murthy “Performance

Parameters Of Ceramic Coated Diesel Engine Fuelled With Cotton Seed Oil In Crude Form

And Biodiesel Form” International Journal Of Automobile Engineering Research And

Development (Ijauerd) Issn 2277-4785 Vol. 3, Issue 4, Oct 2013, 35-44.

[12]. M.Harinathareddy, Dr P.Nageswara Reddy, Dr.K.Vijayakumar Reddy “Experimental

Investigation of Compressed Ignition Engine Using Cotton Seed Oil Methyl Ester as

Alternative Fuel” ISSN: 2278-4721, Vol. 2, Issue 1 (January 2013), PP 06-10.

[13]. K. Srithar and K. Arun Balasubramanian “ Dual Biodiesel for Diesel Engine – Property,

Performance and Emission Analysis” International Energy Journal 14 (2014) 107-120.

[14]. Md. Abdul Wakil, Z.U. Ahmed, Md. Hasibur Rahman, Md. Arifuzzaman “Study On Fuel

Properties Of Various Vegetable Oil Available In Bangladesh And Biodiesel Production”

International Journal Of Mechanical Engineering Issn : 2277-7059, Volume 2 Issue 5 (May

2012).


[15]. Mr. S. V. Channapattana Dr. R. R. Kulkarni “Bio-Diesel As A Fuel In I.C. Engines – A

Review” International Journal Of Computer Science And Applications Vol. 2, No. 1, April /

May 2009 ISSN: 0974-1003.

[16]. Dhruva D., Dr. M. C. Math “Investigation Of Fuel Properties Of Crude Rice Bran Oil

Methyl Ester And Their Blends With Diesel And Kerosene” International Journal Of

Engineering Science Invention ISSN 2319 – 6726, Volume 3 Issue 6, June 2014, PP.04-09.


TITLE OF PAPER

A NOVEL DESIGN OF CO-JOINED RIM FOR THE REAR WHEEL OF TWO WHEELER

SYSTEM

NAME OF AUTHORS: Mr.Shrikanth Balsubramaniyan, Mr. Vaibhav. H. Bankar

ABSTRACT

It has been observed that the two wheelers get easily punctured on and off when it is being

used and it causes high inconvenience to the rider if it gets punctured in remote areas where

sudden repairing of puncture is not possible and the only possible solution, mainly in

(motorcycle) is to drag the vehicle to a repairing shop and get it repaired. In order to avoid

such possible breakdowns a possible solution is that we can provide a twin rear wheel system

in the (motorcycle). For this a complete re-modification of the rear wheel system of two

wheeler is to be done to accommodate the vehicle with co-joined rim, adjustment in the power

transmission, wheel rim, rim width modification axle shaft and hub re-modification, brake

drum modification is to be done, so that the new re-modified co-joined rim two wheeler can be

used for the existing two wheeler for tackling such hard situations and hence this idea has

been put forth in this project which is to re-modify the complete rear wheel system of two

wheeler.

1. INTRODUCTION

Even after such advancement in the two wheeler segment there are some areas where there is a

possibility for some change to be brought in the two wheeler and this is the area where a CAD

engineer finds a place to put forth or place his/her views. It has been observed that the two

wheelers get easily punctured on and off when it is being used and it causes high

inconvenience to the rider if it gets punctured in remote areas where sudden repairing of

puncture is not possible and the only possible solution, mainly in (motorcycle) is to drag the

vehicle to a repairing shop and get it repaired. To avoid such possible breakdowns a possible

solution is that we can provide a twin rear wheel system in the (motorcycle). For this a

complete re-modification of the rear wheel system of two wheeler is to be done to

accommodate the vehicle with co-joined rim, adjustment in the power transmission, wheel rim,

rim width modification axle shaft and hub re-modification, brake drum modification is to be

done, so that the new re-modified co-joined rim two wheeler can be used for the existing two


wheeler for tackling such hard situations and hence this idea has been put forth in this project

which is to re-modify the complete rear wheel system of two wheeler.

2.OBJECTIVE:

In order to eliminate the frequency of breakdown of the rear wheel system of two

wheeler vehicle specifically the frequency of punctures there is a need to develop the two

wheeler rear wheel system with least possibility of failures or breakdowns.

For this purpose a slight modifications are needed and creation of CAD model of pre-

existing alloy wheel and doing simulation on new and existing alloy wheel designs that focus

on reducing the mass of the current design and selecting better wheel material. The new

designs include reducing the number of spokes, modifying the fillet radius at the intersection of

the spoke and the hub.

3. PROPOSED WORK ON CO-JOINED RIM

This works aims to find solution for the frequent breakdown of the rear wheel system of

two wheeler which will be aptly solved by providing a modified rear wheel system with co-

joined rim with certain amount of adjustment in the rear wheel rim, rim width modification,

modification of axle shaft, hub modification, adjustment in the power transmission system and

space optimization to accommodate a re-modified co-joined rim system.

Fig.1 Cut section free hand front view of the proposed co-joined rim


A. STEPS INVOLVED FOR ADAPTATION OF CONCEPT OF CO-JOINED RIM IN REAR WHEEL

Study of the existing two wheeler rear wheel system.

Studying the design of the Hero Honda & Bajaj Pulsar rear wheel.

Re-modification of Hero Honda spoke/ alloy wheel rim.

Welding the rim of Hero Honda wheel for width enlargement.

Chassis modification if necessary to accommodate the twin modified wheel.

Rear wheel axle extension or axle shaft length modification.

Rear wheel hub modification

A complete modeling, designing and analysis using Pro-E (CREO) & ANSYS software

Final stage fabrication of the re-modified rear wheel system and fitting the assembly in the

existing two-wheeler (Bajaj Pulsar).

B. SKETCH OF PROPOSED MODIFICATION IN THE EXISTING RIM WITH CO-JOINED RIM

(DOUBLE RIM)

A full detailed drawing of the existing components were carried out for the proposed

modification for the co-joined rim along with the dimensioning of the full components and

parts which is essential for the understanding of the modified portion of the co-joined rim.

Fig.2 Existing & Co-joined Rims


Fig 3 Details of Rim with dimensions

C. DRAFTING AND DETAILING OF EXISTING SYSTEM

Fig.4 Rim Dimensions


Fig.5 Hub Dimensions

IV. SORTED PROBLEMS AFTER MODIFICATION

It has been observed that the two wheelers get easily punctured on and off when it is being

used and it causes high inconvenience to the rider if it gets punctured in remote areas where

sudden repairing of puncture is not possible and the only possible solution, mainly in

(motorcycle) is to drag the vehicle to a repairing shop and get it repaired. In order to avoid such

possible breakdowns a possible solution is that we can provide a twin rear wheel system in the

(motorcycle). For this a complete re-modification of the rear wheel system of two wheeler is to

be done to accommodate the vehicle with co-joined rim, adjustment in the power transmission,

wheel rim, rim width modification axle shaft and hub re-modification, brake drum re-

modification is to be done, so that the new re-modified co-joined rim two wheeler can be used

for the existing two wheeler for tackling such hard situations and hence this idea has been put

forth in this project which is to re-modify the complete rear wheel system of two wheeler.

V. FUTURE WORK

In the above proposed work only pressure acting circumferentially on the wheel rim is only

considered, this can be extended to other forces that act on the wheel rim and structural

analysis is carried out, this can be extended to transient analysis. A complete modeling of the

co-joined wheel rim and then the static and dynamic analysis of the component is to be carried

out along with a suitable comparison with the existing system and the results are to be found

out for the design.


VI. CONCLUSION

The Co-joined rim profiles pioneered in the current generation of rims and wheels offer

unmatched aerodynamics across the widest possible range of wind conditions, while having the

lowest possible cross wind sensitivity. These shapes are also not affected by tire width changes

nearly to the effect that other „V‟ and „U‟ shaped rims do and have to compromise on a tire

around which the wheel was originally designed, in some cases up to 15 years ago.

Furthermore, co-joined rims further reduce full pressure drag while improving handling in

cross-winds. The combination of two rim shape technologies with a radical new designed co-

joined rims and wheels give a new level of performance.

VII. REFERENCES

[1] WU Li-hong1, LONG Si-yuan, GUAN Shao-kang College of Materials Science and

Engineering, Chongqing University, Chongqing 400044, China)

“Verification of Applying Mg-Alloy AM60B to Motorcycle Wheels with FEM., Vol.19 No.1

CADDM June 2009

[2] Riesner M, DeVries RI. Finite Element Analysis and Structural Optimization of Vehicle

Wheels. In Proceedings of International Congress & Exposition - SAE, Detroit, MI, 1993

[3] “An analysis of stress and displacement distribution in a rotating rim subjected to pressure

and radial loads” by P.C.Lam and T.S.Srivastam.

[4] Saurabh M Paropate, and Sameer J Deshmukh, Modelling And Analysis Of A

Motorcyclewheel Rim, Int. J. Mech. Eng. & Rob.Res. 2013.

[5] Riesner M, DeVries RI. Finite Element Analysis and Structural Optimization of Vehicle

Wheels. In Proceedings of International Congress & Exposition - SAE, Detroit, MI, 1993.


TITLE OF PAPER

DESIGN & DEVELOPMENT OF VAN ENGINE

NAME OF AUTHORS: Mr. Prashant Mahakalkar, Mr. Bhushan Mahajan.

ABSTRACT

In this manuscript, research on hydrogen internal combustion engines is discussed. The

objective of this project is to provide a means of renewable hydrogen based fuel utilization.

The development of a high efficiency, low emissions electrical generator will lead to

establishing a path for renewable hydrogen based fuel utilization. A full-scale prototype will be

produced in collaboration with commercial manufacturers. The electrical generator is based

on developed internal combustion engine technology. It is able to operate on many hydrogen-

containing fuels. The efficiency and emissions are comparable to fuel cells (50% fuel to

electricity, ~ 0 NOx). This electrical generator is applicable to both stationary power and hybrid

vehicles. It also allows specific markets to utilize hydrogen economically and painlessly.

1. INTRODUCTION

Two motivators for the use of hydrogen as an energy carrier today are: 1) to provide a

transition strategy from hydrocarbon fuels to a carbonless society and 2) to enable renewable

energy sources. The first motivation requires a little discussion while the second one is self-

evident. The most common and cost effective way to produce hydrogen today is the

reformation of hydrocarbon fuels, specifically natural gas. Robert Williams discusses the cost

and viability of natural gas reformation with CO2 sequestration as a cost-effective way to

reduce our annual CO2 emission levels. He argues that if a hydrogen economy was in place

then the additional cost of natural gas reformation and subsequent CO2 sequestration is

minimal (Williams 1996).

Decarbonization of fossil fuels with subsequent CO2 sequestration to reduce or eliminate our

CO2 atmospheric emissions provides a transition strategy to a renewable, sustainable,

carbonless society. However, this requires hydrogen as an energy carrier. The objectives of this

program for the year 2000 are to continue to design, build, and test the advanced electrical

generator components, research hydrogen based renewable fuels, and develop industrial

partnerships. The rationale behind the continuation of designing, building, and testing

generator components is to produce a research prototype for demonstration in two years.


Similarly, researching hydrogen based renewable fuels will provide utilization components for

the largest possible application. Finally, developing industrial partnerships can lead to the

transfer of technology to the commercial sector as rapidly as possible. This year work is being

done on the linear alternator, two-stroke cycle scavenging system,

electromagnetic/combustion/dynamic modeling, and fuel research. The Sandia alternator

design and prototype will be finished, and the Sandia and Magnequench designs will be tested.

Work on the scavenging system consists of learning to use KIVA-3V, and designing the

scavenging experiment. Ron Moses of Los Alamos National Laboratories is conducting the

modeling; modeling of the alternator is being performed. Hydrogen based renewables, such as

biogas and ammonia, are the fuels being researched. Outside of modeling and research, an

industrial collaboration has been made with Caterpillar and Magnequench International, a

major supplier of rare earth permanent magnet materials. A collaborative research and

development agreement (CRADA) has been arranged with Caterpillar, and Magnequench is

designing and supplying a linear alternator. In addition, the prestigious Harry Lee Van Horning

Award presented by the Society of Automotive Engineers (SAE) was awarded in October 1999

for a paper concerning homogeneous charge compression ignition (HCCI) with a free piston

(SAE 982484).

2. COMBUSTION APPROACH:

Homogeneous charge compression ignition combustion could be used to solve the problems of

burn duration and allow ideal Otto cycle operation to be more closely approached. In this

combustion process a homogeneous charge of fuel and air is compression heated to the point of

autoignition. Numerous ignition points throughout the mixture can ensure very rapid

combustion (Onishi et al 1979). Very low equivalence ratios (φ ~ 0.3) can be used since no

flame propagation is required. Further, the useful compression ratio can be increased as higher

temperatures are required to autoignite weak mixtures (Karim and Watson 1971).

HCCI operation is unconventional, but is not new. As early as 1957 Alperstein et al. (1958)

experimented with premixed charges of hexane and air, and n-heptane and air in a Diesel

engine. They found that under certain operating conditions their single cylinder engine would

run quite well in a premixed mode with no fuel injection whatsoever. In general, HCCI

combustion has been shown to be faster than spark ignition or compression ignition

combustion. And much leaner operation is possible than in SI engines, while lower NOx

emissions result. Most of the HCCI studies to date however, have concentrated on achieving

smooth releases of energy under conventional compression condition (CR ~ 9:1). Crankshaft


driven pistons have been utilized in all of these previous investigations. Because of these

operating parameters, successful HCCI operation has required extensive EGR and/or intake air

preheating. Conventional pressure profiles have resulted (Thring 1989, Najt and Foster 1983).

In order to maximize the efficiency potential of HCCI operation much higher compression

ratios must be used, and a very rapid combustion event must be achieved. Recent work with

higher compression ratios (~21:1) has demonstrated the high efficiency potential of the HCCI

process (Christensen et al 1998, Christensen et al 1997). In Figure 1, the amount of work

attained from a modern 4-stroke heavy duty diesel engine is shown at a 16.25 : 1 compression

ratio. The results show that under ideal Otto cycle conditions (constant volume combustion),

56% more work is still available. This extreme case of non-ideal Otto cycle behavior serves to

emphasize how much can be gained by approaching constant volume combustion.

.

Figure 1: Modern 4-Stroke Heavy Duty Diesel Engine

3. ENGINEERING CONFIGURATION:

The free piston linear alternator illustrated in Figure 2 has been designed in hopes of

approaching ideal Otto cycle performance through HCCI operation. In this configuration, high

compression ratios can be used and rapid combustion can be achieved. The linear generator is

designed such that electricity is generated directly from the pistonís oscillating motion, as rare

earth permanent magnets fixed to the piston are driven back and forth through the alternatorís

coils. Combustion occurs alternately at each end of the piston and a modern two-stroke cycle

scavenging process is used. The alternator component controls the pistonís motion, and thus the

extent of cylinder gas compression, by efficiently managing the pistonís kinetic energy through

each stroke. Compression of the fuel/air mixture is achieved inertially and as a result, a


mechanically simple, variable compression ratio design is possible with sophisticated

electronic control.

Figure 2 : Free piston linear alternator

The use of free pistons in internal combustion engines has been investigated for quite some

time. In the 1950ís, experiments were conducted with free piston engines in automotive

applications. In these early designs, the engine was used as a gasifier for a single stage turbine

(Underwood 1957, Klotsch 1959). More recent developments have integrated hydraulic pumps

into the engineís design (Baruah 1988, Achten 1994). Several advantages have been noted for

free piston IC engines. First, the compression ratio of the engine is variable; this is dependent

mainly on the engineís operating conditions (e.g., fuel type, equivalence ratio, temperature,

etc.). As a result, the desired compression ratio can be achieved through modification of the

operating parameters, as opposed to changes in the engineís hardware.

An additional benefit is that the mechanical friction can be reduced relative to crankshaft

driven geometries since there is only one moving engine part and no piston side loads. Also,

combustion seems to be faster than in conventional slider-crank configurations. Further, the

unique piston dynamics (characteristically non-sinusoidal) seem to improve the engineís fuel

economy and NOx emissions by limiting the time that the combustion gases spend at top dead

center (TDC) (thereby reducing engine heat transfer and limiting the NOx kinetics). Finally,

one researcher (Braun 1973) reports that the cylinder/piston/ring wear characteristics are

superior to slider/crank configurations by a factor of 4. The combination of the HCCI


combustion process and the free piston geometry is expected to result in significant

improvements in the engineís thermal efficiency and its exhaust emissions. The following

advantages should be found: 1. For a given maximum piston velocity, the free piston

arrangement is capable of achieving a desired compression ratio more quickly than a crankshaft

driven piston configuration. This point is illustrated in Figure 3 where the piston position

profiles of both configurations are plotted. The reduced compression time should result in

higher compression of the premixed charge before the onset of autoignition.

Figure 3: Piston position vs. Time

2. High compression ratio operation is better suited to the free piston engine since the piston

develops compression inertially, and as such there are no bearings or kinematic constraints that

must survive high cylinder pressures or the high rates of pressure increase (shock). The use of

low equivalence ratios in the HCCI application should further reduce the possibility of

combustion chamber surface destruction (Lee and Schaefer 1983, Maly et al 1990).

3. The free piston design is more capable of supporting the low IMEP levels inherent in low

equivalence ratio operation due to the reduction in mechanical friction. 2. High compression

ratio operation is better suited to the free piston engine since the piston develops compression

inertially, and as such there are no bearings or kinematic constraints that must survive high

cylinder pressures or the high rates of pressure increase (shock). The use of low equivalence

ratios in the HCCI application should further reduce the possibility of combustion chamber

surface destruction (Lee and Schaefer 1983, Maly et al 1990). 3. The free piston design is more


capable of supporting the low IMEP levels inherent in low equivalence ratio operation due to

the reduction in mechanical friction.

4. EXPERIMENTAL RESULTS - FY 2000:

Figure 4 shows the results of experimental combustion studies completed with hydrogen. In

this investigation, a single-stroke rapid compression-expansion machine has been used to

compression ignite hydrogen. Hydrogen is the fastest burning fuel out of all the fuels tested.

The high rate of combustion does approach constant volume combustion. Figure 3 shows a

typical logarithmic P/V diagram for hydrogen combustion at top dead centre at 33:1

compression ratio. The piston has, for all practical purposes, not moved during the combustion

event. In the free piston configuration high pressure-rise rates can be handled without difficulty

since there are no load bearing linkages, as in crankshaft-driven engines. Additionally,

operation at equivalence ratios less than 0.5 reduces the need to consider piston erosion, or

other physical damage (Maly et al. 1990).

Figure 4 - Hydrogen Combustion

Figure 5 shows the free piston generator again. The overall length of the generator is 76

centimeters, its specific power is 800 watts per kilogram, and it has a power density of 800


watts per liter. Hydrogen based renewable fuels such as bio-gas (low BTU producer gas H2-

CH4-CO), ammonia (NH3), methanol (CH4O), and/or hydrogen (H2) can be used directly.

The alternator consists of moving rare earth permanent magnets and stationary output coils and

stator laminations. The design is similar to a conventional rotary brushless DC generator.

Figure 6 shows the magnetic flux path for the linear alternator. It can be seen that the flux

through the coils changes direction as the permanent magnet assembly moves down the

alternator core. This changing flux induces current in the coils. Two parallel paths are being

pursued to develop the linear alternator. An alternator is being built and tested in house. As a

design tool, we are utilizing a two dimensional finite element computer code to solve

Maxwellís equations of electromagnetism. The code, called FLUX2D, is produced by MagSoft

Corporation. We have investigated various design configurations, and have optimized a design

with respect to maximizing efficiency and minimizing size. In parallel Magnequench, a

commercial development partner, is also designing and fabricating an alternator. Both

alternator designs are being fabricated and will be tested under full design output conditions on

a Sandia designed Caterpillar engine based tester. The tester will measure both power output

and mechanical to electrical conversion efficiency.


Magnequench has delivered three stator assemblies to Sandia, one of which is shown in Figure

7. Also shown in Figure 7 are a short and a long magnet ring. These magnets are pressed from

neodymium-iron-boron rare earth material and magnetized in the radial direction. Sandia will

assemble the Magnequench supplied magnets to the moving part back iron and provide linear

bearing supports. One assembly will then be returned to Magnequench for their own testing.

Figure 8 shows a cut away of the Sandia alternator design. The power output of the linear

alternator is 40 kW, and has an efficiency of 96%. The Magnequench design is very similar;


the differences are primarily in the coil configuration, magnet fabrication and stator material.

The Sandia magnet assembly is fabricated from 10 degree arc magnet segments, which are

magnetized in a linear direction. The Sandia stator is an assembly of 1600 laminations punched

from anisotropic oriented grain silicon steel. Each lamination has a small angle ground so the

assembly stacks into a cylinder. The Magnequench stator material is pressed iron powder in an

adhesive matrix. The Magnequench coils consist of a single row winding of flat wire. The

Sandia coils contain 78 turns of square cross section wire. The Magnequench coils must be

connected in moving groups of five as the magnet assembly moves in the stator. The Sandia

design isolates each coil from the other coils with a Wheatstone bridge. This has the advantage

of not requiring an active magnet assembly following switching network.

5. FUTURE SCOPE:

Plans for the 2007 fiscal year include completing the two-stroke scavenging system design,

developing a comprehensive system model, designing a prototype starting system,

investigating alternative funding, and quantifying performance of both alternator designs. The


principal objectives are to select a prototype scavenging system, obtain a predictive model of

electrical and mechanical components, select a starting system, and collaborate with industrial

partners in pursuing other funding

5. REERENCES:

Achten, P. A. J. 1994. ìA Review of Free Piston Engine Concepts,î SAE Paper 941776.

Alperstein, M., Swim, W. B. and Schweitzer, P. H. 1958. ìFumigation Kills Smoke ñ Improves

Diesel Performance,î SAE Transactions, vol. 66, pp.574 ñ 588. Baruah, P. C. 1988. ìA Free

Piston Engine Hydraulic Pump for an Automotive Propulsion System,î SAE Paper 880658.

Braun, A. T. and Schweitzer, P. H. 1973. ìThe Braun Linear Engine,î SAE Paper 730185.

Caris, D. F. and Nelson, E. E. 1959. ìA New Look at High Compression Engines,î SAE

Transactions, vol. 67, pp. 112-124. Christensen, M., Johansson, B. and Einewall, P. 1997.

ìHomogeneous Charge Compression Ignition (HCCI) Using Isooctane, Ethanol, and Natural

Gas ñ A Comparison With Spark Ignition Operation,î SAE Paper 972874. Christensen, M.,

Johansson, B., Amneus, P. and Mauss, F. 1998. ìSupercharged Homogeneous Charge

Compression Ignition,î SAE Paper 980787. Das, L. M. 1990. ìHydrogen Engines: A View of

the Past and a Look Into the Future,î International Journal of Hydrogen Energy, vol. 15, no. 6,

pp. 425 ñ 443. Edson, M. H. 1964. ìThe Influence of Compression Ratio and Dissociation on

Ideal Otto Cycle Engine Thermal Efficiency,íDigital Calculations of Engine Cycles, SAE Prog.

in Technology, vol. 7, pp. 49-64. Karim, G.A. and Watson, H.C. 1971. ìExperimental and

Computational Considerations of the Compression Ignition of Homogeneous Fuel-Oxidant

Mixtures,î SAE Paper 710133. Klotsch, P. 1959. ìFord Free-Piston Engine Development,î SAE

Paper 590045. Lee, W. and Schaefer, H. J. 1983. ìAnalysis of Local Pressures, Surface

Temperatures and Engine Damages under Knock Conditions,î SAE Transactions, vol. 92,

section 2, pp. 511 ñ 523. Maly, R. R., Klein, R., Peters, N. and Konig, G. 1990. ìTheoretical

and Experimental Investigation of Knock Induced Surface Destruction,î SAE Transactions, vol.

99, section 3, pp. 99 ñ 137.


TITLE OF PAPER

EXPERIMENTAL INVESTIGATION OF CI ENGINE FUELED WITH DIESEL AND

KEROSENE BLEND WITH COTTON SEED OIL

NAME OF AUTHORS: Mr Vishal Dekate, Dr.S.C.Kongre.

ABSTRACT

Bio-fuel is renewable engine fuel that can be used directly in any existing, unmodified diesel

engine. Bio-fuels createnew markets for agricultural products and stimulate rural

development because bio-fuels are generated from crops; they hold enormous potential for

farmers. In the near future two-thirds of the people in the developing world will derive their

income from agricultural products. In this study, the performance of a direct injection diesel

engine has been investigated experimentally using 1st generation bio fuel (cottonseed oil)

blends with fossil fuel like kerosene and diesel. The first generation bio-fuel (cottonseed oil)

has been produced without transesterification reaction and we have made few blends samples

of Cottonseed oil & Kerosene with Diesel fuel from literature review. First Flow analysis for

various fuel blend which designed we have designed is carried out in this research work by

using CFD software. Fuel Flow for various blends through injector of diesel engine is simulated

and it gives the Density, velocity, pressure and volume distribution of fuel in combustion

chamber. First analysis is done for pure diesel sample. Pure diesel results will be used to

compare the results obtained in simulation of optimum fuel Blend. Optimum blend

combinations are interpreted from the results obtained from CFD analysis then these optimum

blends are tested on C.I. engine test rig. After that Comparison of flow characterizes of pure

diesel with Blend sample will justify the technical feasibility of fuel blend which will conclude

that the fuel blend sample can be used in single cylinder diesel engine without modification.

1. INTRODUCTION

The India is presently confronted with the twin crises of fossil fuel depletion and

environmental Degradation. Indiscriminate extraction and lavish consumption of fossil fuels

have led to reduction in underground-based carbon resources. The search for alternative fuels,

which promise a harmonious correlation with sustainable development, energy conservation

efficiency and environmental preservation, has become highly pronounced in the present


context. The fuels of bio-origin can provide a feasible solution to this worldwide petroleum

crisis. By extending the research in the need of getting the optimum combination of fuel blend

which we can use in direct injection diesel engine without going for the change in mechanical

system of engine. Many researchers have explored several alternative energy resources which

have the ability to quench the ever increasing energy thirst. There resources are environment

friendly. But the all resources are needed to be evaluated on the case to case basis for their

Advantages, Disadvantages and their specific applications. Hence for we have decided to select

a particular bio diesel fuel named „COTTONSEED OIL‟ (CSO) and it will be blended with

diesel in various different proportions. Performance of these different samples will be

evaluated and tested in single cylinder CI engine. After evaluating the performance of

Optimum fuel blend sample the complete flow analysis is being done for the blend sample. The

results of blend sample are compared with samples of pure diesel and pure Cottonseed Oil.

1.1 NON-EDIBLE OIL AS AN ALTERNATIVE FUEL

The performance of I.C. engine using Karanja bio-diesel blended with diesel at various

blending ratios has been evaluated. The test results indicated that the dual fuel combination of

B40 can be used in diesel engine without making any engine modification [69]. Experimental

investigation on waste frying oil and disclosed that the waste frying oil requires heating temp

of 135°C to bring down the viscosity like diesel at 30°C. It was also observed that the

performance was improved and carbon monoxide and smoke emissions were reduced using

preheated waste frying oil and concluded that the waste frying oil preheated to 135° C could be

used as a biodiesel for short term engine operation [71].

1.2 VEGETABLE OIL AND ITS BLENDS

Tests on some properties shows that viscosities were significantly higher and densities were

marginally higher compared to diesel, vegetable oil has lower calorific values [8]. Both

vegetable oils and alcohols such as Methanol, Ethanol are biomass derived renewable sources,

but vegetable oils have properties more suitable to compression ignition engines compared to

Alcohols. More than 30 different types of non edible oils are used in compression ignition

engines. Blending of vegetable oils with some percentage of diesel fuel was a suitable method

to reduce choking and for extended engine life [9].

2. METHODOLOGY 2.1 PROPERTIES OF TEST FUELS


Cottonseed oil can be easily mixed with diesel and kerosene in any proportion and can be used

to partially substitute diesel. From the literature review the blend samples of cottonseed oil

(CSO), Diesel (D) and Kerosene (Ke) are CSO10-D90, CSO20-D80, CSO25-D75, CSO30-

D70, CSO35-D65, CSO40-Ke60, CSO10-Ke90, CSO20-Ke80, CSO25-Ke75, CSO30-Ke70,

CSO35-Ke65, CSO40-D60 and D100 are being tested for properties like Kinematic Viscosity,

Density, Flash Point, Cetane Number and Calorific Value are as follows:

Table -1: Properties of test fuels

Test

Performed

Die

sel

Cot

ton

See

d

Oil

Ke

ros

ene

CS

O1

0-

D9

0

CS

O2

0-

D8

0

CS

O2

5-

D7

5

CS

O3

0-

D7

0

CS

O3

5-

D6

5

CS

O4

0-

D6

0

CS

O1

0-

Ke

90

CS

O2

0-

Ke

80

CS

O2

5-

Ke

75

CS

O3

0-

Ke

70

CS

O3

5-

Ke

65

CS

O40

-

Ke6

0

Kinematic

Viscosity

(mm2/s)

3.3

2

34.

57

1.8

5

6.5

3

9.8

1

11.

59

12.

92

14.

74

16.

17

5.2

6

8.6

8

10.

16

11.

91

13.

53

15.2

1

Density

(kg/m3)

823 934 783 836 847 856 861 867 883 801 817 827 832 841 852

Flash Point

(0C)

56 198 43 73 86 92 101 106 114 59 77 85 92 102 108

Cetane

Number

49.

38 -

47.

13

43.

54

38.

51

36.

39

33.

84

31.

43

28.

62

41.

67

36.

94

34.

23

31.

52

29.

76

27.9

1

Calorific

Value

(KJ/Kg)

428

43

396

87

433

86

424

83

421

19

419

16

417

82

416

72

415

06

429

76

425

13

423

48

421

05

429

81

428

43

2.2 FLOW ANALYSIS

Flow analysis of fuel flow from injector nozzle Geometry has prepared in ICEM CFD ANSYS

Version 16. Considering Fuel injector nozzle layout 2D Geometry has prepared and discredited

in ICEM CFD. Mesh file imported in Fluent Solver to simulate it for flow pattern with the help

of pressure and velocity. The boundary conditions are the properties of blend samples i.e.

Kinematic Viscosity (mm²/s), Density (Kg/m³), Flash Point (ᵒC), Cetane Number & Calorific

value (KJ/Kg) are used for simulation. The fuel blends from CFD analysis compared with pure

diesel sample on the basis of spray cone angle are as follows:


Table -2: CFD analysis result for spray cone angle of test fuels

Samples Dies

el

CSO

10-

D90

CSO

20-

D80

CSO

25-

D75

CSO

30-

D70

CSO

35-

D65

CSO

40-

D60

CSO

10-

Ke9

0

CS

O20

-

Ke8

0

CS

O25

-

Ke7

5

CSO

30-

Ke7

0

CSO

35-

Ke6

5

CSO

40-

Ke6

0

Spray Cone

Angle (deg) 8.4 7.9 7.1 6.7 5.1 4.6 4.1 8.7 8.1 7.8 7.5 6.2 5.3

It is found that an optimum blend with Cottonseed oil with Diesel is CSO25-D75 and for

Cottonseed oil with Kerosene is CSO30-Ke70. These optimum blends are further tested in C.I

engine for performance analysis to find best suitable blend which can be further use in C.I

Engine

3. EXPERIMENTATION

The setup consists of single cylinder, four stroke, VCR (Variable Compression Ratio) Diesel

engine connected to eddy current type dynamometer for loading as shown in figure 1. The

engine specifications are given in Table 3. The compression ratio can be changed without

stopping the engine and without altering the combustion chamber geometry by specially

designed tilting cylinder block arrangement. Setup is provided with necessary instruments for

combustion pressure and crank-angle measurements. These signals are interfaced to computer

through engine indicator for Pθ-PV diagrams. Provision is also made for interfacing airflow,

fuel flow, temperatures and load measurement. The set up has stand-alone panel box consisting

of air box, two fuel tanks for duel fuel test, manometer, fuel measuring unit, transmitters for air

and fuel flow measurements, process indicator and engine indicator, rotameters are provided

for cooling water and calorimeter water flow measurement.

Table -3: Specification of engine

Manufacturer Kirloskar Oil Engines Ltd., India

Model TV1

Type

Vertical, Double cylinder, Water cooled,

Four Stroke cycle, Compression Ignition

Diesel Engine

Bore/stroke 87.5mm/110 mm

compression

ratio 17.5 :1


Speed 1500 rpm

Eddy Current, Water Cooled With Loading unit

Orifice

Diameter of orifice = 0.02m

Coefficient of discharge of

Orifice Cd = 0.62

Fig -1: Schematic diagram of experimental setup

1 = Control Panel, 2 = Computer system, 3 = Diesel flow line, 4 = Air flow line, 5 =

Calorimeter, 6 = Exhaust gas analyzer, 7 = Smoke meter, 8 = Rotameter, 9 = Calorimeter inlet

water temperature, 10 = Calorimeter outlet water temperature, 11 = Dynamometer, 12 = CI

Engine, 13 = Speed measurement, 14 = Burette for fuel measurement, 15 = Exhaust gas outlet,

16 = Outlet water temperature, T1= Inlet water temperature, T2 = Outlet water temperature,

T3 = Exhaust gas temperature.

5. RESULTS AND DISCUSSIONS

5.1 FLOW ANALYSIS RESULTS

The flow analysis of fuel spray through the fuel injector is analyzed. As the viscosity of new

blend samples are varied as compared to the pure Diesel sample. Velocity is the function of


viscosity. Maximum Flow velocity occurred at bends in all blend samples. To predict the effect

of viscosity on the fluid flow velocity distribution is obtained for D100, CSO25-D75 and

CSO30-KE70. Penetration velocity of pure diesel sample i.e.3680 m/s is nearer to CSO30-

KE70 sample i.e.4250m/s.

Velocity Distribution of air- Pure

diesel mixture at 30 microsecond in

combustion chamber

Velocity Distribution of air-Fuel

blend of CSO25-D75 at 30

microsecond in combustion chamber

Velocity Distribution of air-Fuel

blend of CSO30-KE70 at 30

microsecond in combustion chamber

Velocity of mixture was max at

entrance of combustion chamber with

value 3680 m/s


entrance of combustion chamber with

value 2670 m/s


entrance of combustion chamber

with value 4250 m/s

Fig -2: Comparison of Velocity Distribution Profiles for fuel blends inside combustion

chamber.

5.2 EXPERIMENTAL RESULT

Different experimental results like brake specific fuel consumption, brake thermal efficiency, etc

are compared with load as shown below:

5.2.1 Brake thermal efficiency

The brake thermal efficiency plots in chart 1 show an increase of brake thermal efficiency with

increase in the engine load as the amount of diesel in the blend increases. Maximum brake

thermal efficiency of CSO30-KE70 is 41.53%, CSO25-D75 is 36.01% and for pure diesel is

43.16%. The comparison of brake thermal efficiency of Cottonseed oil-diesel and Cottonseed oil

-kerosene blend with diesel which indicates that brake thermal efficiency increases with

increasing load in all cases. CSO30-KE70 blend gives result slightly more than the pure diesel.


Chart -1: Comparison of Brake Thermal Eff. of CSO-Diesel-Kerosene bends with load

5.2.2 Brake specific fuel consumption (BSFC)

The brake specific fuel consumption for pure diesel is 0.19 (Kg/KW-Hr), CSO30-KE70 is

0.21(Kg/KW-Hr) and CSO25-D75 is 0.24 (Kg/KW-Hr) From chart 2 it shows the comparison of

brake specific fuel consumption (kg/KW-hr) of Cottonseed oil-diesel and Cottonseed oil -

kerosene blends with load. Chart indicates that BSFC reduces with increase in load in all cases.

This may due to higher viscosity and lower calorific value. CSO30-KE70 blend gives result

much equivalent to pure diesel.

Chart -2: Comparison of BSFC of CSO-Diesel-Kerosene bends with load


4. CONCLUSIONS

The CFD analysis and graphical results show that diesel has better performance characteristics than

biodiesel and biodiesel blends. The best performance as good alternative fuel and evaluated the good

results to prove the better performance of cottonseed oil and kerosene and compared with diesel then

the conclusion are review from them.

1. The spray cone angle for the blends CSO-DI (25-75) i.e. 6.7 deg and CSO-KE (30-70) i.e. 7.5

deg.is lesser than pure diesel i.e. 8.4 deg caused by higher density of biodiesel blends than base

diesel. The possible reason is that spray cone angle is a main function of charge density, which

directly relates with the in-cylinder pressure.

2. Poor air entrainment was caused by biodiesel having higher viscosity. Air entrainment increases

because of high penetration distance. Air entrainment is more in case of biodiesel blends than

base diesel as penetration distance is more for CSO-KE (30-70).

3. Volume fraction distribution profiles for CSO-KE (30-70) i.e. 0.3% inside the cylinder with

pure diesel i.e. 0.3% from which it is found that Profiles of Cottonseed oil 30% with

Kerosene70% fuel blend profiles matched to greatest extent.

4. Technical Feasibility like BSFC and Break Thermal Efficiency for CSO-KE (30-70) i.e. 0.21

(Kg/KW-Hr) and 41.53% for CSO-DI (25-75) i.e. 0.24 (Kg/KW-Hr) and 36.01% compared

with pure diesel i.e. 0.19 (Kg/KW-Hr) and 43.16% respectively, hence Cottonseed oil 30%

with Kerosene70% blend is validated and found matching with diesel fuel.

5. Spray characteristics for Fuel blend are calculated and compare it with pure diesel sample, Also

Density, Velocity, Volume fraction & Injection pressure distribution profiles created in CFD

fluent for Fuel Blend samples Comparing the profiles conclude that Cottonseed Oil 30% -

Kerosene70% is most similar blend to pure diesel.

6. Behavior of blend properties for sample of diesel, cottonseed oil & kerosene blend inside

combustion chamber is studied.

From the flow analysis of different samples an optimum blend found from the CFD analysis on the

basis of pressure, density, volume and velocity is selected for the experimentation on C.I. engine.

The results for BSFC and Break Thermal Efficiency are found from the experimentation is nearly

matched with the CFD analysis

5. ACKNOWLEDGEMENT

The authors are thankful to Mr. V. C. Bhujade from VNIT, Nagpur, for his great help in

experimentation and the authors are also grateful to Prof. Prayagi sir and Prof. B. N. Kale,

D.B.A.C.E.R; Nagpur for providing the necessary facilities.


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TITLE OF PAPER

DESIGN AND ANALYSIS OF A WELDING FIXTURE FOR COMBINING THREE

MIG WELDING PROCESSES.

NAME OF AUTHORS: Mr.Vinod deshmukh, Mr. Dilip Gangwani

ABSTRACT

A fixture is a work-holding or support device used in the manufacturing industry Fixtures are

used to securely locate (position in a specific location or orientation) and support the work,

ensuring that all parts produced using the fixture will maintain conformity and interchange

ability Locating and supporting areas must usually be large and very sturdy in order to

accommodate welding operations; strong clamps are also a requirement. For high-volume

automated processes, milling fixtures usually involve hydraulic or pneumatic clamps. In this

project, I have modeling a weld fixture by using CAD software which is one of the software

used for modeling components in most of the design based industries. While the modeling of

the components the material selection is carried out simultaneously based on the design

considerations related to loads, etc. Later the stress and strain concentration, deformation on

the blade of the weld fixture have been found by applying certain load on the blade, using the

Finite Element Analysis (FEA) by using ANSYS software that provides best output within few

seconds. Finally the stress and strain concentration, deformation results are presented in the

report section of this document. This project also deals with the design of the welding fixture

and turn three different welding fixture in to one fixture.

1. INTRODUCTION

For a manufacturing company to remain competitive in today’s market they must produce a

quality product at the highest possible efficiency. Over the past century there have been large

strides in manufacturing processes. Ever since Henry Ford’s introduction of the assembly line,

businesses have been focused on using available technologies to manufacture their products at

minimal cost. During the manufacturing process there are many different parameters that need

to be controlled, such as, limiting waste, assembly downtime, and labor compensation to be

able to produce at a minimal cost. In recent years the concentration of the manufacturing


community has been on automated processes because they produce higher quality products and

higher production rates.

One of the most common automated processes in an assembly line is welding.

Automated welding is used by many companies around the world because the process is easily

automated and more efficient than a professional welder. The main benefits of an automated

welding process are, improved weld quality, increased productivity, decreased waste

production, decreased costs associated with labor. However, an automated welding operation

may not be best suited for every application. A company must consider many variables when

deciding if a robotic operation is appropriate for their application. One way to increase the

flexibility of a welding operation is to improve the fixturing device that holds the work piece.

The addition of an active positioning adapting function increases the units’ degrees of freedom,

allowing for a larger range of possible motions. By increasing the degrees of freedom the

welding system can perform more complex movements, thus increasing its adaptability to new

work pieces. There are products on the market today that can perform these types of operations.

A fixture is a work-holding or support device used in the manufacturing industry Fixtures are

used to securely locate (position in a specific location or orientation) and support the work,

ensuring that all parts produced using the fixture will maintain conformity and interchange

ability Locating and supporting areas must usually be large and very sturdy in order to

accommodate welding operations; strong clamps are also a requirement. For high-volume

automated processes, milling fixtures usually involve hydraulic or pneumatic clamps. In this

project, I have modeling a weld fixture by using CAD software which is one of the software

used for modeling components in most of the design based industries. While the modeling of

the components the material selection is carried out simultaneously based on the design

considerations related to loads, etc. Later the stress and strain concentration, deformation on

the blade of the weld fixture have been found by applying certain load on the blade, using the

Finite Element Analysis (FEA) by using ANSYS software that provides best output within few

seconds. Finally the stress and strain concentration, deformation results are presented in the

report section of this document. This project also deals with the design of the welding fixture

and turn three different welding fixture in to one fixture.

2. OBJECTIVE

Design and analysis of welding fixture.

To reduce the welding machine.


To minimize the labor cost.

To improve the productivity.

To minimize the electricity.

3. FIXTURE DESIGN

Mass production aims at high productivity to reduce unit cost and interchangeability to

facilitate easy assembly. This necessitates production devices to increase the rate of

manufacturing and inspection devices to speed- up inspection procedure.

Generally, all the jigs and fixtures consist of :

a) Locating Elements These position the workpiece accurately with to the tool guiding or

setting elements in the fixture.

b) Clamping Elements These hold the workpiece securely in the located position during

operation.

c) Tool Guiding Elements These aid guiding or setting of the tools in correct position with

respect to the workpiece. Drill bushes guide the drills accurately to the workpiece. Milling

fixtures use setting pieces for correct positioning of milling cutters with respect to the

workpiece.

Every part has 6 degrees of Freedom (3 Linear + 3 Rotary) which need to be arrested to ensure

proper location of the part in space. Fig.1 shows the locating principles. The Location

Principle used to achieve this is called the 3-2-1

Principle where:

d) 3 Stands for - Minimum 3 Rests with clamps to establish a part plane thus restricting 1 Up-

Down motion + 2

Rotary motions.

e) 2 Stands for – A Round locating pin in a round hole that restricts motion in the 2 directions

in the established plane.

f) 1 Stands for - A Round locating pin in a slot that restricts the rotary motion in the established

plane about the round pin.


Fig: Fixture design

4. MATERIAL PROPERTIES FOR FIXTURE

Fixtures are made from a variety of materials, some of which can be hardened to resist wear. It

is sometimes necessary to use nonferrous metals likes phosphor bronze to reduce wear of the

mating parts or nylon or fibre to prevent damage to the workpiece. Given below are the

materials HSS, OHNS i.e. 20MnCr5 and EN-24, MS which often used in fixture, press tolls,

collets etc . High Speed Steels (HSS) these contain 18% (or 22%) tungsten for toughness and

cutting strength, 4.3% chromium for better hardenability and wear resistance and 1% vanadium

for retention of hardness at high temperature (red hardness) and impact resistance. HSS can be

air or oil-hardened to RC 64-65 and are suitable for cutting tools such as drills, reamers and

cutters.

Oil Hardening Non-Shrinking Tool Steels (OHNS) these contain 0.9-1.1% carbon, 0.5-2%

tungsten and 0.45-1% carbon. These are used for fine parts such as taps, hand reamers, milling

cutters, engraving tools and intricate press tools, which cannot be ground after hardening

(RC62). Mild Steel It is the cheapest and most widely used material in fixtures. It contain less

than 0.3% carbon. It is economical to make parts that are not subjected too much wear and are

not highly stressed from mild steel .


5 . MODELING OF FIXTURE

Creo Parametric is the standard in 3D CAD, featuring state of the art productivity tools that

promote best practices in design while simultaneously ensuring compliance with industrial and

company standards. This 3D CAD software is powerful, easy to use, flexible and also fully

scalable. It features the industry's broadest range of 3D solid modeling and design capabilities

for creating high quality designs in minimum time.

6 . ANALYSIS OF FIXTURE

A. Introduction to Finite Element Analysis

The basis of FEA relies on the decomposition of the domain into a finite number of sub-

domains (elements) for which the systematic approximate solution is constructed by applying

the variation or weighted residual methods. In effect, FEA reduces problem to that of a finite

number of unknowns by dividing the domain into elements and by expressing the unknown

field variable in terms of the assumed approximating functions within each element. These

functions (also called interpolation functions) are defined in terms of the values of the field

variables at specific points, referred to as nodes. The finite element method is a numerical

procedure that can be used to obtain solutions to a large class of engineering problems

involving stress analysis, heat transfer, electro-magnetism, and fluid flow.

B. Introduction to ANSYS software

ANSYS is general-purpose Finite Element Analysis (FEA) software package. The ANSYS

computer program is a large-scale multipurpose finite element program. It is used for solving

several engineering analyses. The analysis capabilities of ANSYS include the ability to solve

static and dynamic structural analyses, steady-state and transient heat transfer problems, mode

frequency and buckling Eigen value problems, static or time varying magnetic analyses and

various types of field and couple field application. Finite Element Analysis is a numerical

method of deconstructing a complex system into very small pieces (of user designed size)

called elements. The software implements equations that govern the behavior of these elements

and solves them all; creating a comprehensive explanation of how the system acts as a whole.

The ANSYS Workbench environment is an intuitive up-front finite element analysis tool that is

used in conjunction with CAD systems and/or Design Model. ANSYS Workbench is a


software environment for performing structural, thermal, and electromagnetic analyses. The

Workbench focuses on attaching existing geometry, setting up the finite element model,

solving, and reviewing results. After geometric modeling of the conveyor belt system with

given specifications it is subjected to analysis. The Analysis involves the following

discretization called meshing, boundary conditions and loading.

7 . ACKNOWLEDGMENT

I would like to express my gratitude to my guide Prof. Dilip Gangwani, Department of

Mechanical Engineering, Wainganga College of Engineering and Technology, Nagpur

University, for continued support, guidance and constant encouragement towards the project

work.

8 . REFERENCES

1] P H Joshi, “Jigs and Fixtures”, Third Edition, 2004, Tata McGraw Hill Publishing.

[2] V.B. Bhandari, “Design of Machine Elements”, Third Edition, 1987, Tata-McGraw Hill

Publication.

[3] Warren C. Young Richard G. Budynas, “Roark’s Formulas for Stress and Strain”, Seventh

Edition, McGrwhill Publication.

[4] Hui Wang, Yiming (Kevin) Rong, Hua Li, Price Shaun, “Computer aided fixture design:

Recent research and

trends”, Volume 42, Issue 12, December 2010, Pages 1085–1094.

[5] S. S. Khodwe, S. S. Prabhune, “Design and Analysis of Gearbox Test Bench to Test Shift

Performance and

Leakage” International Journal of Advance Research and Innovative Ideas in Education

Volume 1 – issue2.

(2015) Page 270-280.

[6] Kalpesh Khetani, Jafar Shah, Vishal Patel, Chintan Prajapati, Rohit V. Bhaskar, “Design

and Thermal Stress

Analysis of Welding Fixture of a Brake Pedal” International Journal on Recent Technologies in

Mechanical

and Electrical Engineering (IJRMEE) ISSN: 2349 -7947 Volume: 2 Issue: 5

[7] Y.J. Gene Liao, S. Jack Hu “Flexible multi body dynamics based fixture-work piece

analysis model for

fixturing stability” International Journal of Machine Tools Manufacture” 40, 2000

[8] Jigar D Suthar, K.M .Patel, and Sanjay G Luhana, “Design and analysis of fixture for

welding an exhaust

impeller”, Procedia Engineering 51 (2013) 514 – 519..

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