Stroke Diesel Engine Composite Piston

Project Report on

“Study On Performance Characteristics Of Single Cylinder 4 - Stroke Diesel Engine Composite Piston”

Submitted by

Vineeth M. R. 1NH14ME140

M. P. Aldo Jason 1NH13ME052

Lohit G. 1NH15ME045

In partial fulfillment of

BACHELOR OF ENGINEERING IN

MECHANICAL ENGINEERING

Under the guidance of

Sudarshan T. A. Assistant Professor

Department of Mechanical Engineering, N. H. C. E., Bangalore.

NEW HORIZON COLLEGE OF ENGINEERING

DEPARTMENT OF MECHANICAL ENGINEERING BANGALORE - 560 103

2018 - 2019

DEPARTMENT OF MECHANICAL ENGINEERING

CERTIFICATE

It is certified that the Project entitled “Study On Performance Characteristics Of

Single Cylinder 4 - Stroke Diesel Engine Composite Piston” is a bonafide work

carried out by VINEETH M R (1NH14ME140), M P ALDO JASON (1NH13ME052),

LOHIT G (1NH15ME045) for the partial fulfillment for award of degree of

Bachelor of Engineering in Mechanical Engineering of New Horizon College of

Engineering, Bengaluru during the year 2018 - 2019. It is further certified that all

corrections/suggestions indicated for internal assessment has been incorporated in

the report deposited in the department library. The Project has been approved as it

satisfies the academic requirements in respect of Project Work prescribed for the

Bachelor of Engineering degree.

Signature of the Guide Signature of the HOD Signature of the Principal Mr. SUDARSHAN T. A. Dr. M. S. GANESHA PRASAD Dr. MANJUNATHA

Assistant Professor Dean, Professor and H.O.D. Principal

Dept. of Mechanical Engineering Dept. of Mechanical Engineering NHCE

Name(s) of the student: University Seat Number:



Lohit G. 1NH15ME045

1.

2.

ACKNOWLEDGEMENTS

We thank the Lord Almighty for showering his blessings on us.

It is indeed a great pleasure to recall the people who have helped us in

carrying out this project. Naming all the people who have helped us in achieving this

goal would be impossible, yet we attempt to thank a selected few who have helped

use in diverse ways.

We wish to express our sincere gratitude to Dr. Manjunatha, Principal,

NHCE, Bangalore, for providing us with facilities to carry out this project.

We wish to express our sincere gratitude to Dr. M S Ganesha Prasad Dean,

Professor & H.O.D., Department of Mechanical Engineering, NHCE, for his constant

encouragement and cooperation.

We wish to express our sincere gratitude to our teacher and guide

Sudarshan T A, Asst. Professor, Department of Mechanical Engineering, NHCE, for

his valuable suggestions, guidance, care & attention shown during the planning,

conduction stages of this project work.

We express our sincere thanks to project coordinators, all the staff members

and non-teaching staff of Department of Mechanical Engineering, for the kind

cooperation extended by them.

We thank our parents for their support and encouragement throughout the

course of our studies.



Lohit G. 1NH15ME045

DECLARATION

I hereby declare that the entire work embodied in this dissertation has been

carried out by me and no part of it has been submitted for any degree of any

institution previously.

Signature of the student

Date: Vineeth M. R.

Place: 1NH14ME140

CERTIFICATE

This is to certify that the above declaration made by the candidate is correct

to the best of my knowledge and belief.

Date:

Place: Mr. Sudarshan T. A.

Assistant Professor

Department of Mechanical Engineering,

N. H. C. E. , Bangalore.

.

DECLARATION





Date: M. P. ALDO JASON

Place: 1NH13ME052

CERTIFICATE



Date:


Assistant Professor



.

DECLARATION





Date: LOHIT G.

Place: 1NH15ME045

CERTIFICATE



Date:


Assistant Professor



.

ABSTRACT

The internal combustion engine is facing a severe confront to progress automobile energy

effectiveness. In the internal combustion engine most of the heat generated during combustion

process is absorbed by the piston by the direct heat loss. Thus, this in turn reduces the

indicated power and in turns the performance of internal combustion engine. In this study, the

performance of the diesel engine will be studied with and without composite material on the

piston crown. The experimentation will be carried out on four stroke single cylinder diesel

engine for different load. There was an enhancement in thermal efficiency with reduced

specific fuel consumption.

Nowadays the earth is running short of fossil fuels. Loss of efficiency in engines are to

curbed away by new alternative technologies. Developments in the mechanical industries are

done nowadays to increase efficiencies of internal combustion engines. The main barrier we

undergo nowadays is the inflation of fossil fuels rates are rising day by day with increased

pollution in the atmosphere. Reduction of piston temperatures helps in increasing the

efficiency upto an extent. As the efficiency increases throughout combustion of fuel will take

place in the present internal combustion engines. Many emission standards are being followed

seriously by every governments. Use of catalytic converters are being mandatorily fitted in all

four stroke engines to reduce emissions from vehicles.

CONTENTS

1 INTRODUCTION 1

1.1 Four stroke engine 1

1.2 Two stroke engine 2

1.3 Components of an engine 3

1.4 Methods of cooling piston 8

1.5 Limitations of cooling piston 8

1.6 Objectives 9

1.7 Scope of study 9

2 LITERATURE REVIEW 10

3 EXPERIMENTAL EQUIPMENT AND INSTRUMENTATION 13

3.1 Material 13

3.2 Working 13

3.3 Operation 16

4 EXPERIMENTAL RESULTS 17

4.1 Trial of conventional piston 17

4.2 Trial of reinforced piston 18

4.3 Graph for conventional piston 19

4.4 Graph for reinforced piston 20

4.5 Bill of material 20

4.6 Formulas 20

5 CONCLUSION 21

6 SCOPE OF FUTURE WORK 22

7 REFERENCES 23

LIST OF FIGURES

Figure number Figure name Page number

1.1 Four stroke engine 2

1.2 Two stroke engine 3

1.3 Spark plug 4

1.4 Valves 5

1.5 Piston rings 5

1.6 Scuffed piston 6

1.7 Connecting rod 7

1.8 Crankshaft 7

1.9 Flywheel 8

3.1 Permanent mold casting 13

3.2 Die cast mold 14

3.3 Sand casting mold 14

3.4 Tungsten inert gas 15

3.5 Piston 15

3.6 Single cylinder 4-stroke diesel engine rig 16

3.7 Dismantling conventional piston and replacing reinforced piston

16

LIST OF TABLES

3.1 Description of piston head 13

4.1 Trials for conventional piston 17

4.2 Trials for reinforced piston 18

4.3 Graph 1 19

4.4 Graph 2 20

4.4 Bill of materials 20

STUDY ON PERFORMANCE CHARACTERISTICS OF SINGLE CYLINDER 4-STROKE DIESEL ENGINE COMPOSITE PISTON

CHAPTER-1

INTRODUCTION

1 Internal combustion engines

Internal Combustion Engines are combustible engines that can convert chemical energies such

as fuels to thermal energies to produce mechanical work inside the engine . The type of fuels

mostly used nowadays are petrol(gasoline) and diesel to convert energy to do useful

work.Internal combustion engines are split into two groups, they are continuous-combustion

engines and intermittent-combustion engines. Continuous-combustion engines have a steady

flow of fuel and oxidizer into the engine, where stable flames are maintained within the engine.

While , intermittent-combustion/reciprocating engines are characterized by periodic ignition of

air and fuel mixture .

Reciprocating internal combustion engines operate on two stroke or four stroke cycles.

1.1 Four stroke engines

Four stroke cycles subdivided into four processes - intake, compression, power and

exhaust.Consider Figure 1 . An engine cylinder requires four strokes of the piston that leads to

two crankshaft revolutions to form a sequence which leads to power generation.

The intake stroke is initiated by the downward movement of the piston, which draws fresh fuel

and air mixture through the port or valve and stops when the piston reaches the bottom dead

centre. The mixture is done either by a carburetor or fuel injection of gasoline at low pressure

in the intake port through an electronic injector. The induction process begins with the opening

of the intake valve just before the top dead center and retards when the intake valve shut

shortly after bottom dead centre. The shutting time of the intake valve is the function of the

induction manifold.

Next, the compression stroke begins in the intake valve closure which prepares the mixture for

combustion by increasing its temperature and pressure. Combustion is initiated by releasing the

energy via the spark plug towards the end of the compression stroke and is associated with a

rapid rise in the cylinder’s pressure.

Department of Mechanical Engineering, NHCE 2018-2019 Page 1


The power stroke begins at the top dead centre of compression and ends at bottom dead

centre. At this point, the gases with high temperature and pressure during combustion process

push the piston downwards , thus forcing the crank to rotate. The exhaust valves are opened

and the burned gases are allowed to exit the cylinder before the piston reaches the bottom

dead centre due to the differential pressure between the cylinder and the exhaust manifold.

This exhaust stroke completes the engine cycle by evacuating the cylinder from burnt gases

escaping the combustion process; the cycle begins when the intake valve opens near top dead

centre and the exhaust valve closes upto a certain angle .

Figure 1.1 (four stroke engines)

1.2 Two stroke engines

Two stroke engines are subdivided in two processes.Consider Figure 2. In the two-stroke cycle,

compression stroke starts after the inlet and exhaust side ports are covered by the piston; the

spark plug injects the compressed air/fuel mixture to begin combustion near top dead centre.

Simultaneously , fresh charge is allowed to enter the crankcase before its subsequent

compression by the downward-moving piston during the power stroke.Burnt gases push the

piston until it reaches bottom dead centre, which allows the exhaust ports and the transfer

ports to be uncovered. The opening of the exhaust ports leads the burnt gases to go out of the

cylinder while partly at the same time the compressed fresh charge in the crankcase, enters the

cylinder through the transfer ports.



Figure 1.2 (two stroke engine)

1.3 The components of an engine

1.3.1 Spark plug

Spark plugs are those components that are used to generate electrical current from ignition

system to the engine’s combustion chamber. The electrical spark that is generated is used to

burn the air fuel mixture which comes from the carburetor or fuel injector.Once the air fuel

mixture is compressed in the combustion chamber the spark plug ignites towards the

compression stroke and initiates rapid rise in the cylinder’s pressure thereby continuing the

4-stroke cycle process in the engine. The spark plug is made of a metal shell that is insulated

with the help of a porcelain gard from a central electrode. The central electrode contains a

resistor which connects the ignition coil/ magneto with the help of proper insulation.Ignition

coils are induction coils that are used to convert low voltage in the vehicle’s battery to the

necessary voltage that is required to create electric sparks for combustion of fuel. Whereas, the

magneto coils that are high tension magnets which generate current for ignition in

engines.They provide voltage for spark plugs in the form of high voltage pulses. An ignition

magneto, or high tension magneto, is a magneto that provides current for the ignition system

of a spark-ignition engine, such as a petrol engine. It produces pulses of high voltage for the

spark plugs.Figure 3 represents the spark plug.



Figure 1.3 (spark plug)

1.3.2 Valves

Valves are devices that control the flow and exhaust path of the engine, they help in the

regulating the flow of gases or fluid at a controlled manner.Valves help in the movement of fuel

in the engine , they provide time controlled pathways for the inlet of air fuel mixture and the

outlet for exhaust gases to be sucked out of the engine. 4-stroke engines have 4 valves that are

split into 2 for intake and 2 for exhaust gases respectively which help in increasing the engine’s

efficiencies thereby satisfying present engine emission standards such as BS-IV. The valves are

designed to work only when the suction stroke begins the inlet valves open providing air and

fuel mixture while the exit valves open when the piston finishes it’s cycle while returning to top

dead centre position. The valves don’t operate at other cycles such as compression and power

stroke. Valves are determined based on their positions : Overhead valve and Overhead

camshaft. Overhead valves are part of the engine design where the camshaft is assembled

inside the engine assembly and valves are operated via lifters, pushrods, rocker arms. Overhead

camshaft is designed in such a way where the camshaft is installed in the cylinder head

assembly and valves are operated via lifters.Figure 4 represents a set of valves designed for a

4-stroke engine.



Figure 1.4 (valves)

1.3.3 Piston rings

Piston rings are those components that are split rings that are designed to fit in the grooves

provided in the exterior diameter of the internal combustion engines. The piston rings are

sealants that help in retaining gases in the combustion chamber thereby not allowing any gases

to escape from the combustion chamber to other parts of the engine. Piston rings help in

regulating the temperature between the piston and the cylinder wall. Piston rings help in

maintaining proper lubrication between the piston and the cylinder wall.A four stroke engine

consists of three piston rings and a two stroke engine consists of two piston rings. The piston

rings help in reducing friction of the piston wall and also help in removing excess oil from the

cylinder wall. Figure 5 represents the piston rings of a four stroke engine.

Figure 1.5 (piston rings)



1.3.4 Piston

Pistons are the heart of the engine/pump. It is a component that reciprocates in a cylinder that

is made gas-tight by piston rings to avoid power loss. In an engine, the main purpose of a piston

is to transfer force from gas that is expanded in the cylinder to the crankshaft with a connecting

rod. The temperature of charge is increased to improve efficiency of the device/vehicle which

provides through burning of air/fuel mixture and reduces smoke and harmful exhaust gases.

But excess heating of the engine gradually results in carbon build up, drying up of engine

lubricant which leads to increase in wear and tear of engine parts and plastic deformation. The

walls of the piston also tend to expand due to overheating and damage the outer linings , walls

thereby leading to thermal stresses and deformation of the piston side walls. Eventually the

engine loses its power, efficiency which leads to scuffing of piston skirt. Cooling of the piston is

a difficult task due to its high speed reciprocating movement and frequent combustion process.

Figure 6 shows a piston which is damaged due to scuffing .

Figure 1.6 (scuffed piston)



1.3.5 Connecting rod

Connecting rods are one of the strongest part of the engine that help in transmitting power

from the piston during combustion of fuel. The connecting rod consists of two ends , they are

the small end and the big end. The small end is used to connect the piston and the big end is

used to connect the crankshaft. The big end is usually split in two with bearing inserts and is

provided with bolts to ensure proper fixing of the crankshaft. Sizes of connecting rods vary

depending on different type of engines and power specifications. Figure 7 shows the picture of

a connecting rod.

Figure 1.7 (connecting rod)

1.3.6 Crankshaft

A crankshaft is a core part of an engine which is used to convert reciprocating motion to rotary

motion. The piston reciprocates which is fixed to the crankshaft with the help of connecting

rod. The crankshaft consists of connecting rod connector, crank pin, counterload parts that help

in moving the vehicle. The pistons are attached to the crankshaft to ensure proper movement

of the multiple pistons in an engine. Figure 8 shows the image of a crankshaft.

Figure 1.8 (crank shaft)



1.3.7 Flywheel

Flywheel is a heavy storage device that stores rotational motion provided from the crankshaft.

The moment of inertia helps in varying the rotational speed. The speed of the flywheel

determines the amount of energy stored in it. Figure 9 shows the image of a flywheel.

Figure 1.9 (flywheel)

1.4 Methods of cooling the piston

Various methods were tested based on long experimental trials such as :

● Crown coatings

Crown coatings are thin ceramic coatings such as Titanium , Tungsten, Magnesia stabilized

Zirconia, Yttrium Stabilized Zirconia, Bentonite, Mullite ,etc are applied with gravity based

spray guns/air plasma spraying. They usually sprayed at low pressures if they are solvent based

coatings and sprayed at high pressures if they are liquid based coatings. Proper curing should

be done gradually increasing from 175 to 600 degrees. The thickness of the coatings range

from 50 nm to different micron meters.

● Spray jet cooling

It is a cooling technique, spray jet that is attached to the cylinder block of the engine where a

jet of pressurized oil from the crankcase is allowed to impinge on the rear surface of the piston.

This helps in cooling the engine temporarily by reducing the temperature upto an extent.

1.5 Limitations of cooling piston

● Crown coatings

The cost of coating application is high. Proper uniform coating should be done , as the coating

gets old excess wear and tear takes place leading to oxidation, erosion of coating thereby

permanently damaging the piston and the cylinder walls .



● Spray jet cooling

It is not applicable for low power density engines where conductivity is high and the piston’s

surface area is big enough to do self cooling. It can be incorporate only for massive engines

such as marine engines.

1.6 Objectives

The main objective in this project is to design and fabricate a reinforced piston and compare its

efficiency to the conventional or regular piston used. Other specific objectives are :

● Improve cooling in piston head.

● Reduce expansion and wearing of piston head due to intense heat.

1.7 Scope of study

This project includes design, fabrication and testing of reinforced piston which helps us in:

● Study of all possible related issues towards cooling of piston

● Improvement in efficiency of heat adsorbing the piston.



CHAPTER-2

LITERATURE REVIEW

2.1 Literature reviews based on research papers

[1]“THERMAL BARRIER COATINGS IN INTERNAL COMBUSTION ENGINE” by K.Thiruselvam,

National Conference On Recent Trends And Developments In Sustainable Green Technologies

Journal of Chemical and Pharmaceutical Sciences (ISSN: 0974-2115).

The paper presents a study on thermal barrier coating in internal combustion engines. The

research showed that fuel additives were necessary for thermal barrier coated pistons to

drastically reduce emission in exhaust. 1 % of fuel additive showed better emission capabilities

than different concentrations. With the help of fuel additives the smoke level could be reduced

which had slightly increased at maximum brake power. But the NOx emission had slightly

increased in thermal barrier coating.

[2]”The Effect of Thermal Treatment on the Resistance of 7075 Aluminum Alloy in Aggressive

Alkaline Solution” by Alaba .O. Araoyinbo, Mohd Mustafa Al Bakri Abdullah, Azmi Rahmat,

Azwan Iskandar Azmi, Wan Mohd Faizal Wan Abd Rahim, Noorina Hidayu Jamil and Tan Soo

Jin.Journal of Science and Technology, Vol. 10 No. 1 (2018) p. 13-18.

The paper has presented a study on thermal barrier coating for Protection of Aluminium alloy

aerospace component. The Al7075 alloy was explored by a conventional air plasma-sprayed

thermal barrier coating and a porous quench test at 1200°C employing faster heating and

cooling rates were setup to represent a dynamic thermal condition of an aerospace component

was done. When the test was conducted, coated samples were subjected to ambient

temperature of 1200°C for a very short time. Then it was followed by a rapid drop in

temperature resulting in cracking of the coatings. For the conventional Thermal barrier coating

it was found that the temperature of the Al7075 substrate decreases with the increase in the

ZrO2 topcoat thickness, but at the topcoat thickness of 1100µm large horizontal cracks can be

observed in the topcoat and at the topcoat thickness of 1600µm, the topcoat divide into layers

during cooling after the quench test. The porous, functionally graded TBC with 600µm thick

topcoat, on the other hand it was found to be as effective at reducing the substrate

temperature as the conventional TBC with 1100µm thick topcoat. Maximum substrate



temperature is about 213°C for the former and 208°C for the latter when a heating rate of

38°C/s was used. When the quench tests were conducted with a faster heating rate of 128°C/s,

the Al7075 substrate heat up faster with a reduction in the maximum substrate temperature.

The substrate temperatures dropped from 297 to 212°C for the conventional TBC and from 213

to 155°C for the porous TBC, both with 600µm thick topcoat. Segmentation cracks were

observed in both coating after the quench test.

[3]”Direct Thermal Method of Aluminium 7075”by A.H. Ahmad, S. Naher and D. Brabazon.Vol.

939, pp. 400-408, 2014

The paper has explained the experimental investigation of wear behaviour on Al 7075 T6

coated with Nickel Chrome Carbide. A new family of thermal spray processes had emerged.

These new processes were very low pressure plasma spray or VLPPS, they differed from

traditional thermal spray processes. Coatings were deposited at a unusually low chamber

pressures, typically less than 800 Pa. Depending upon the specific process deposition may be in

the form of AL 7075 T6 of fine molten droplets, vapor phase deposition, or a mixture of vapor

and droplet deposition. Resulting coatings were similar in quality to coatings produced by

alternative coating technologies, such as physical vapor deposition (PVD) or chemical vapor

deposition (CVD), but deposition rates can be roughly an order of magnitude higher with VLPPS.

With these new process technologies modified low pressure plasma spray (LPPS) systems could

be used to produce dense high quality coatings in the 1 to 100 micron thickness range with

lamellar or columnar microstructures. A history of pioneering work in VLPPS technology is

presented, deposition mechanisms are discussed, potential new applications are reviewed, and

challenges for the future are taken into consideration.

[4]”TBC for Protection of Al Alloy Aerospace Component”by P. Niranatlumpong, H. Koiprasert,

C. Sukhonket, K. Ninon, and N. Coompreedee.World Academy of Science, Engineering and

Technology. International Journal of Materials and Metallurgical Engineering Vol:7, No:9, 2013.

This project concerns the application of a thermal barrier coating (TBC) on the outer surface of

an aerospace component traveling at and beyond the speed of sound. The relative velocity at

which the component cuts through the atmosphere causes frictional heating on the surface

with the temperature able to reach well above 1,000°C, inevitably resulting in the partial



melting of the Al-alloy component. An adequate insulating layer is therefore of utmost

importance in this application. However, the Al component will be at this extreme temperature

for only a few second when the component travels at its highest speed during the take-off. As

soon as the velocity drops, the surface temperature also drops rapidly. Due to the dynamic

thermal state and the short duration at high temperature, the component does not require as

much thermal insulation as if it is in a steady state. A material with high insulating property can

be used in order to significantly reduce the working temperature of the Al alloy. A ceramic

material, namely ZrO2-Y2O3, is an engineering ceramic widely employed as an insulating layer

in high temperature applications such as gas turbine parts due to its low thermal conductivity.

Plasma spraying is chosen as the coating fabrication method. A plasma sprayed ZrO2-Y2O3 may

exhibit a reduction in the thermal conductivity depending on its microstructure, possibly to as

low as 0.6 to 1.0 W/mK at 100°C. The reduction in the thermal conductivity is mostly due to the

cracks and pores typically present in the as-sprayed coating. The size and shape of these defects

govern the heat transfer rate through the coating . Other factors such as the coating thickness

and the ambient temperature dictates the maximum temperature the Al alloy must endure.

[5]”The Experimental Investigation of Wear Behaviour on Al 7075 T6 Coated with Nickel

Chrome Carbide”by S. Kartheesan, M. S. Starvin.International Journal of Engineering Research

& Technology (IJERT) Vol. 2 Issue 11, November - 2013 ISSN: 2278-0181.

The project explains that metal matrix composite coatings are of great significance for

industrial applications owing to their excellent combination of higher specific strength and

improved wear resistance, compared with their base alloys. Recently plasma spraying (PS)

technique has been widely investigated owing to its high deposition efficiency and volume

production of coatings. Aluminium alloy 7075 is an aluminium alloy, with zinc as the primary

alloying element. It is strong, with a strength comparable to many steels, and has good fatigue

strength and average machinability, but has less resistance to corrosion than many other Al

alloys. Its relatively high cost limits its use to applications where cheaper alloys are not suitable.



CHAPTER-3

EXPERIMENTAL EQUIPMENT AND INSTRUMENTATION

3.1 Material

Description of materials used for the piston head are as follows :

MATERIAL PROPERTY MATERIAL TYPE

Matrix material AL7075

Reinforcement material Silicon oxide

Table 3.1 (description of piston head)

3.2 Working

● Casting: Aluminium materials are generally formed by the process of casting. The

process of casting can be differentiated by the following methods:

Permanent mold casting: These molds are permanent molds usually made of steel or

various metals. Molten Aluminium is poured into the mould. Once Aluminium is

solidified after cooling it is seperated and finishing operation is done. The cavity inside

the mold is vacuumed to ensure the workpiece does not contain cavities/air

pockets.Figure 3.1 shows a permanent mold casting.

Figure 3.1 (permanent mold casting)



Die casting : It is a casting method where molten Aluminium is pressurised inside a mold

to ensure no air pocket are present. To provide precise models die casting method is

used.Figure 3.2 shows a die cast mold

Figure 3.2 (die cast mold)

Sand casting: These molds are mostly temporary and requires a copy or a replica of the

original model to be casted. Sand mixture combined with binders are added , rammed

thoroughly. The process consists of cope and drag . The body is split into two equal

halves and divided in the cope and drag. Once ramming operation is completed the

dummy model is removed and then proper vents are made for ventilation, pouring of

molten metal . Later molten Aluminium is poured and while drying shrinkage takes place

to avoid shrinkage the size of the mold’s model should be a bit bigger. Sand casting is

not strong as other permanent casting methods. Figure 3.3 shows sand mold.

Figure 3.3 (sand cast molding)



● Welding: Welding is a process of joining two metals with the help of a permanent joint.

The process is done by using high heat which melts the metal and when joined they

form a proper joint or with a help of filler rods the material from the filler rod is melted

and poured on the joint to provide permanent adhesion. There are different types of

welding, the process of Tungsten inert gas welding has been incorporated to ensure

proper fixing of the piston head to the piston. Tungsten welding is a type of arc welding

where a non-consumable Tungsten electrode is used as the filler rod. Figure 3.4 shows

tungsten arc welding. Inert gases are used in the process.

Figure 3.4 (tungsten inert gas welding)

● Machining: Machining operation is an operation which is used to remove excess

materials according to the prescribed specifications to provide a clear smooth surface.

Turning operation and shaping operations are done on the piston accordingly. Figure 3.5

shows a piston.

Figure 3.5 (piston)



3.3 Operation

The operation or testing of the piston is performed with the help of a single cylinder

diesel engine. Figure 3.6 shows the single cylinder diesel engine.

Figure 3.6 (single cylinder 4-stroke diesel engine rig)

● The fuel supply of the engine is turned on , later the engine is cranked to switch on.

Necessary readings of torque, temperature at varying loading conditions are taken and

calculated according to the formulas for performance measurements. Loads are varied

with the help eddy current load on the shaft. The performance is calculated by taking 3

trials for better accuracy.

● Once the readings are taken for the conventional piston, the piston is dismantled in

figure 3 and replaced by reinforced cylinder. New readings are taken when the process

is repeated.

Figure 3.7 (dismantling old piston and replacing reinforced piston)



CHAPTER-4

EXPERIMENTAL RESULTS

4.1 The following trial was taken in the conventional piston

Load

(%)

Torque

(Kg-m)

Torque

(N-m)

Mass of fuel consumed

(mf) Kg/hr

Speed

(RPM)

Brake thermal

efficiency η bth (%)

Indicated thermal

efficiency η ith (%)

Mechanical Efficiency

ηmech (%)

20 0.14 1.373 0.42 1500 4.03 19.7 20.43

40 0.39 3.825 0.50 1500 7.64 21.5 35.3

60 0.82 8.044 0.72 1500 13.67 25 54.4

80 1.37 13.423 0.76 1500 21.86 36.6 68.75

100 2.43 23.838 1.11 1500 23.39 64.6 82.32

Table 2 (conventional piston values)



4.2 The following trial was taken in reinforced piston

Load

(%)

Torque

(Kg-m)

Torque

(N-m)

Mass of fuel

consumed (mf)

Kg/hr

Speed

(RPM)

Brake thermal

efficiency

η bth (%)

Indicated thermal

efficiency

η ith (%)

Mechanical Efficiency

ηmech (%) 20 0.14 1.373 0.48 1500 9.2 25 30

40 0.34 3.335 0.54 1500 16 26 53

60 0.83 8.142 0.60 1500 23 33 68

80 1.50 14.715 0.90 1500 32 40 80

100 2.74 26.879 1.20 1500 38 42 86

Table 3 (values of reinforced piston)



4.3 Graph

● Graph 1 of brake specific fuel consumption versus break power is being plotted for

conventional piston.

Graph 1 (graph of bsfc vs bp and frictional power in conventional piston )

● Graph 2 of brake specific fuel consumption versus break power is being plotted for

reinforced piston.

Graph 2 (graph of bsfc vs bp reinforced piston)

4.4 Bill of materials



The cost of manufacturing a reinforced piston is as follows:

Serial number Components Cost(Rs)

1 Piston 500

2 Casting of head 600

3 TIG welding 300

4 Shaping operation 350

5 Turning operation 350

6 Miscellaneous 500

Total cost= Rs 2600/-

Table 4.4 (Bill of materials)

4.5 Formulas

The list of formulas are as follows:

● Brake power (BP) = 2Πnt/60000 kw

● Brake specific fuel consumption (BSFC) = mf/bp kg/kw-hr

● Indicated power (IP) = BP + FP kw

● Mechanical efficiency (η mech ) = (BP / IP) * 100 (%)

● Indicated thermal efficiency (η ith ) = (IP/mf*CV) * 100 (%)

● Brake thermal efficiency (η bth ) = (BP/mf*CV) * 100 (%)

● CV of diesel = 43,000



CHAPTER-5

CONCLUSION

● We have understood from the project that the thermal efficiency of the reinforced

Aluminium piston is comparatively higher when compared to the conventional

Aluminium piston.

● Cooling of the piston would take place in the reinforced piston when compared to the

conventional piston.

● Life of the reinforced piston will comparably be higher to the conventional piston.

● Wearing of cylinder walls will not take place easily due to piston head behaving as an

adsorbent.



CHAPTER - 6

SCOPE OF FUTURE WORK

● Further advancement will take place by varying the engine speed

● Testing the piston under various biodiesel fuels.

● Addition of fuel additives would be added for better performance.



REFERENCES

[1] “THERMAL BARRIER COATINGS IN INTERNAL COMBUSTION ENGINE” by K.Thiruselvam,

National Conference On Recent Trends And Developments In Sustainable Green Technologies

Journal of Chemical and Pharmaceutical Sciences, ISSN: 0974-2115.

[2] ”The Effect of Thermal Treatment on the Resistance of 7075 Aluminum Alloy in Aggressive

Alkaline Solution” by Alaba .O. Ara Oyinbo, Mohd Mustafa Al Bakri Abdullah, Azmi Rahmat,

Azwan Iskandar Azmi, Wan Mohd Faizal Wan Abd Rahim, Noorina Hidayu Jamil and Tan Soo

Jin.Journal of Science and Technology, Vol. 10 No. 1 (2018) p. 13-18.

[3] ”Direct Thermal Method of Aluminium 7075”by A.H. Ahmad, S. Naher and D. Brabazon.Vol.

939, pp. 400-408, 2014.

[4] ”TBC for Protection of Al Alloy Aerospace Component”by P. Niranatlumpong, H. Koiprasert,

C. Sukhonket, K. Ninon, and N. Coompreedee.World Academy of Science, Engineering and

Technology. International Journal of Materials and Metallurgical Engineering Vol:7, No:9, 2013.

[5] ”The Experimental Investigation of Wear Behaviour on Al 7075 T6 Coated with Nickel

Chrome Carbide”by S. Kartheesan, M. S. Starvin.International Journal of Engineering Research &

Technology (IJERT) Vol. 2 Issue 11, November - 2013, ISSN: 2278-0181.


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