Mechanical Enggineering Seminar Topic ppt

 [ [ Mechan icalEng g g ineering Semina r r Topic ] | | techalo n n e.com 2 M 1 M echanical En g .0 INTRO D G a c o si g a w re e v e v f u p o in j g a a d e v v a p e a p st r Maj o • Ultra - • Supe r fine, contr o are i m in co m GDI g g Seminar D UCTION a soline dir e o nsiderable g nificantly i w ay from c o spects, GD I v olution of v olution, fr o u el injectio n o int fuel inj e j ector and e a ins in the d vancement s v olutionary a lve design e rmitted th p plications. M r oke GDI e n o r Objectiv e - low fuel co n r ior power t o Sophistic a well-define d o l technique m pediments t m pliance wi t GAS O IN J e ct injectio n attention o i mprove fue l o nventional i I technolog y gasoline e n o m mechani c n , through m e ction, has t e lectronic c o control o f s in these advanceme n and com b e producti o M itsubishi, n gines in Ja p e s of the G D n sumption t h o conventio n a ted high-pr e d fuel spr a s, now ma k t o widespre a t h stringent O LI N J EC T n (GDI) en g o ver the la s l efficiency i nternal co m y represents n gine fuelin g c ally based m ulti-point a t aken advan o ntrol techn f internal c technolog i n ts in com b b ustion ch a o n of G D Toyot a p an. D I engine h at betters t h n al MPI eng i e ssure injec t a ys, couple d k e stable G D a d GDI intr o emission st a WW W N E DI R T ION g ine techno l s t few ye a without ma k m bustion tec h a further s g systems. E carburetio n a nd finally tage of imp ology to ac h c ombustion i es, as we b ustion ch a a mber flow D I engines a and Nissa n h at of even d i nes t ors capable d with adv D I combusti o o duction, h o a ndards. Th i W .TECHALON E R EC T l ogy has re c a rs as a w k ing a maj o h nology. In tep in the n E ach step o n , to throttl e sequential rovements i h ieve incre m engines. F ll as cont i a mber and dynamics, for auto m n all marke t d iesel engin e of producin g anced char g o n feasible. o wever, esp e i s report ad d E .COM T c eived w ay to o r shift many n atural o f this e body multi- i n fuel m ental F urther i nuing intake have m otive t four- e s g very g e air There e cially d resses GDI WWW.TECHALONE.COM 3 Mechanical Engg Seminar both the efficiencies inherent in GDI technology and the emissions constraints that must be addressed before GDI can displace current spark-ignition engine technology. In this seminar I am intending to familiarize the working of this technology, which has the capability to become the turning point in the development of diesel engine technology. WHY NOT CARBURETTOR? All Internal combustion engines burn fuel in air and every fuel has ideal air ratio at which it will ignite or burn as completely as possible. The challenge that faces engineers is to introduce the perfect or precise proportions of fuel and air required for complete combustion. This is commonly referred to as the stoichiometric ratio. Petrol has a stoichiometric ratio of 14.7:1(14.7 parts of air with 1 part of fuel by weight). This ratio has to be maintained under the varying engine loads and conditions. The carb earlier did this metering with its ancillaries. But the carb has its limits and though performance and economy with modern carbs were acceptable, a seamless power delivery and emissions often suffered. Carburetor has following disadvantages • Vapour lock • Perfect air/fuel mixture cannot be obtained • Lack of throttle response • Low volumetric efficiency • Icing – problem in aircraft engines • Mechanical device • Compromises on emission 4 M M echanical En g 2.0 T 3 3.1. L Usin g provi d seem i two c o GDI g g Seminar T ransiti o 3 .0 Ma j o r L ower fu e (1) Op t g methods a n d es both lo w i ngly contra d o mbustion m o n of fue l r charac t e l consum p t imal fuel s p n d technolo g w er fuel con s d ictory and d m odes. Put a n l suppl y t eristics p tion and p ray for tw o g ies unique t s umption an d d ifficult fea t n other way, WW W of the G D hi g her ou o -combusti o t o Mitsubis h d higher out p t is achieved injection ti m W .TECHALON E D I en g in e tput o n mode h i, the GDI e p ut. This with the us e m ings chan g E .COM e e ngine e of g e to 5 M M echanical En g matc h For l o late i n ultra- l strati f fuel i s air-fu e highe r Ultra-le a Und e Mits u fuel c o of the ratio o Superior Whe n speed opti m mixt u GDI g g Seminar h engine loa d o ad conditi o n the compr e l ean combu s f ied air-fuel m s injected d u e l mixture l i r output. a n Combus t e r most nor m u bishi GDI e n o nsumption . compressi o o f 30 to 40 ( Output M o n the GDI e n s, fuel injec t m izes combu s u re that mini m d . o ns required e ssion strok e s tion is achi e m ixture. D u u ring the int a i ke that of i n t ion Mode m al driving c n gine opera t . In this mo d o n stroke an d 35 to 55, in c o de n gine is oper a t ion takes pl s tion by ens u m ized the p o of average u e as in a dies e ved due to a u ring high p e a ke stroke. T n conventio n c onditions, u p t es in ultr a -l e d e, fuel inje c d ignition oc c luded EGR ) a ting with h i ace during t h u ring a hom o o ssibility of WW W u rban drivin g el engine. B a n ideal for m e rformance d T his enables n al MPI engi n p to speeds o e an combus t c tion occurs c urs at an u l ) . i gher loads o h e intake st r o geneous, c o engine kno c W .TECHALON E g , fuel is inj e y doing so, a m ation of a d riving cond a homogen e n es to deliv e o f 120km/h, t ion mode f o at the latter l tra-lean air- o r at higher r oke. This o oler ai r -fu e c king. E .COM e cted a n itions, e ous e r the o r less stage fuel e l 6 M M echanical En g (2) The G Ther e techn o into t helpi n suppl i the H dispe r Thes e contr o devel o those MPI In-cy l The G intak e ports whic h fuel i n GDI g g Seminar G DI engine s e are four o logy. The U t he cylinde r n g shape t h i es the high H igh Press u r sion e fundame n o l technolo g o pment obj e of diesel e n engines. l inder Airf l G DI engine h e ports used efficiently h redirects t h n jection s foundatio n technical U pright Str a r . The Cur v h e air-fuel m pressure ne u re Swirl I of n tal technol o g ies, enabl e e ctives, w h n gines and o The l ow h as upright s in convent i direct the h e airflow i n technolog i features th a a igh t Intake v ed-top Pi s m ixture. Th eded for di r I njector co n the o gies, com b e d Mitsubi s h ich were fu o utput high e methods s traight inta k i onal engin e airflow do w i nto a stron g WW W i es a t make u p Port suppli e s ton control e High Pr e r ect in-cylin d n trols the fue l b ined with o s hi to achi fu el consu m e r than thos are s k e ports rat h e s. The upri g w n at the c g reverse t u W .TECHALON E p the foun e s optimal a s combusti o e ssure Fuel d er injectio n vaporizatio n l o ther uniqu eve both o m ption lowe r e of conve n shown b h er than hor i g ht straight c urved-top p u mble for o p E .COM dation a irflow o n by Pump n . And n and spray. e fuel o f the r than n tional b elow. i zontal intake p iston, p timal 7 M M echanical En g Fuel S Newl y patter n b y ap p suffic relati v GDI g g Seminar S pray y develope d n to match e p lying highl ient fuel at o v ely low fue d high-press u e ach engine y swirling m o mization t h l pressure o f u re swirl inj operational m otion to th e h at is mand a f 50kg/cm2 WW W ectors provi modes. An d e entire fuel a tory for the W .TECHALON E i de the ideal d at the sam spray, they e GDI even w E .COM spray e time e nable w ith a 8 M M echanical En g Opti m The c well a impo r whic h spark Mits u laser- m 3.2. R 3.2.1 B In c o with How e low fu fuel i n air-fu e An e with t charg e spray As a air-fu e GDI g g Seminar m ized Conf i c urved-top p a s the airflo w r tant role in m h is injected l plug before u bishis adv a m ethods are R ealizatio n B asic Conc e o nventional the ideal d e ver, this is fu el consum p n jected late e l mixture. e ngine for a n t he optimu m e . This is a l immediatel y result, extr e e l ratio of 4 0 i guration o f p iston contr o w inside the c m aintaining l ate in the c o it can dispe r a nced in-cyl i utilized to d n of lower e pt gasoline e n d ensity aro u possible in p tion is ach i in the co m n alysis pur p m density ga t l so borne o u y before ign i e mely stable 0 (55, EGR i f the Comb u o ls the shap e c ombustion a compact a o mpression s r se. i nder observ d etermine t h fuel cons u n gines, disp e u nd the sp a the GDI e n i eved beca u m pression str p ose has pr o t hers aroun d u t by analy z i tion and th e combustion i ncluded) is WW W u stion Cha m e of the ai r -f u chamber, a n a ir fuel mixt u s troke, is c a r ation techni q h e optimum p u mption e rsion of a n a rk plug w n gine. Furth e u se ideal str a oke to mai n o ved that th d the spark p z ing the be h e ai r -fuel mi x of ultr a -lea n achieved as W .TECHALON E m ber u el mixture a n d has an u re. The mi x r ried towar d q ues includi p iston shap e n ai r -fuel m as very di f e rmore, ext r a tification e n n tain an ult r e ai r -fuel m p lug in a str a h avior of t h x ture itself. n mixture w i shown b elo w E .COM a s x ture, d the ng e . m ixture f ficult. r emely n ables ra -lean m ixture a tified h e fuel i th an w . 9 M M echanical En g 3.2.2 C In c o leann e the st r ratio w when maint mixt u 3.2.3 V Fuel C The G GDI g g Seminar C ombustio n o nventional e ss due to l a r atified mix t w ithout lea d combustio n ains a stabl u re of 40 to 1 V ehicle Fu e C onsumpti o G DI engine m n of Ultra-l e MPI engi n a rge change s t ure of the G d ing to poor e n is most e and fast c 1 air-fuel rat i e l Consum p o n during I d m aintains st a e an Mixtur e n es, there w s in combus t G DI enabled e r combusti o inactive an d c ombustion i o (55 to 1, E p tion d ling a ble combus t WW W e w ere limits t ion charact e greatly dec r o n. For exa m d unstable, even with a E GR includ e t ion even at W .TECHALON E to the m i e ristics. Ho w r easing the a m ple, during the GDI e a n extremel y e d) low idle sp e E .COM i xtures w ever, a i r -fuel idling e ngine y lean e eds. 1 M 0 M echanical En g More o Com p is 40 % Fuel C o At 4 co m GDI g g Seminar o ver, it offe r p ared to con v % less. o nsumptio n 4 0km/h, for e m parably siz e r s greater fl e v entional en n during Cr u e xample, th e e d conventi o e xibility in s e gines, its fu e u ising Driv e e GDI engin o nal engine WW W e tting the id l e l consumpt i e e uses 35% W .TECHALON E l e speed. i on during i d less fuel tha n E .COM d ling n a