7th Project Report

7/29/2019 7th Project Report

1/17

GTU INNOVTIONA COUNCILSELF-DECLARATION (by a student/ team of students) of each IDP/UDP

SELF DECLARATION (by a student/ team of students)

I/We

No Name Enroll No1 PATEL HARDIK K. 1001631020032 THANKI MEHUL M. 1001631020093 GHELANI JANAK T. 1001631020104 GANDHI BRIJESH A. 080160102018

The student(s) of AUTOMOBILE Branch enrolled at GOVERNMENT ENGINEERING

COLLEGE, MODASA hereby certify and declare the following:

I/we have defined my/our project based on input at AAROHI MOTORS PVT.LTD, (EICHERMOTORS.) users name / industry/any other user like faculties or any other organizations)and each of us will make significant efforts to make attempt to solve the challenges . I

/we will attempt the project work at my college or at any location under the direct andconsistent monitoring of PROF. KUNAL V FADADU SIR_(guides name/industry/user).We shall adopt all ethical practices to share credit amongst all the contributors based on their

contributions during the project work. (We will work on the project workunder the direct and

consistent monitoring ofIndustry mentors and Faculty Guides)

I /we have not purchased the solutions developed by any 3rd party directly and the efforts are

made by me/us under the guidance ofguides.The project work is not copied from any previously done projects directly. (The same problem

canbeattempted done in new ways.)

The project work submitted by me/us is prepared by me/us and I/we fully understand thecontents. We will make best efforts to solve the problems given by the user/ industry. If the

project is in relay model (kho-kho) we will share credits with the initial contributors.

AAROHI MOTORS PVT.LTD, (EICHER MOTORS.) _ (Name of industry) to the best of myknowledge is a genuine industry, engaged in the professional service/social organizations. I/weunderstand and accept that the above declaration if found to be untrue, it can result in

punishment/cancellation of project definition to me/we including failure in the subject ofproject work.

Name Contact No. Sign

PATEL HARDIK K. 9601272497

THANKI MEHUL M. 9662061913

GHELANI JANAK T. 8530096157

GANDHI BRIJESH A. 9427791952

Date: Place: MODASA


2/17

GTU INNOVTIONA COUNCIL

IDP / UDP Project Statement FormTITLE OF PROBLEM/PROJECT

DEFECT OCCURS ON THE PISTON IN THE CYLINDER DURING THE RUNNING

OPERATION OF ENGINE DUE TO THE BLOW BY EFFECT

DICIPLINARY/ INTER-DICIPLINRY DICIPLINARY

DISCIPLINE/S AUTOMOBILE ENGG.

STUDENT PARTICULARS

NO NAME MOBILE NO EMAIL ID

1. PATEL HARDIK K. 9601272497 [email protected]. THANKI MEHUL M. 9662061913 [email protected]. GHELANI JANAK T. 8530096157 [email protected]. GANDHI BRIJESH A. 9427791952 [email protected] NAME Government Engineering College, Modasa-383315

COLLAGE CODE 016

BRANCH Automobile

SEMESTER VII YEAR 2012-13

TEAM CODE GA 1214

SIGNATURE OF

STUDENTS

INDUSTRY PARTICULARS/USERS DETAIL

INDUSTRY DETAILS

NAME AAROHI MOTORS PVT.LTD, (EICHER MOTORS.)

ADDRESS BLOCK NO .738 TULSI AVENUE,NATIONAL HIGHWAY NO.8,

ASLALI,

AHMEDABAD.

CONTACT NO. OFFICE MOBILE

NAME OF INDUSTRIAL ESTATE

COMPANY

LOGO(optional)

INDUSTRY GUIDE DETAILS

NAME. GODHANI BHAGVANJI J.

MOBILE NO.9879113775

EMAIL ID [email protected]
mailto:[email protected]:[email protected]:[email protected]:[email protected]


3/17



I/We

No Name Enroll No1 THANKI MEHUL M. 1001631020092 GHELANI JANAK T. 1001631020103 GANDHI BRIJESH A. 0801601020184 PATEL HARDIK K. 100163102003




/we will attempt the project work at my college or at any location under the direct and

consistent monitoring of PROF.KUNAL V. FADADU SIR_(guides name/industry/user).We shall adopt all ethical practices to share credit amongst all the contributors based on their















Date: Place: MODASA


4/17







STUDENT PARTICULARS


1. THANKI MEHUL M. 9662061913 [email protected]. GHELANI JANAK T. 8530096157 [email protected]. GANDHI BRIJESH A. 9427791952 [email protected]. PATEL HARDIK K. 9601272497 [email protected] NAME Government Engineering College, Modasa-383315

COLLAGE CODE 016

BRANCH Automobile


TEAM CODE GA 1214

SIGNATURE OF

STUDENTS


INDUSTRY DETAILS



ASLALI,

AHMEDABAD.



COMPANY

LOGO(optional)






5/17



I/We

No Name Enroll No1 GHELANI JANAK T. 1001631020102 GANDHI BRIJESH A. 0801601020183 PATEL HARDIK K. 100163102003

4 THANKI MEHUL M. 100163102009The student(s) of AUTOMOBILE Branch enrolled at GOVERNMENT ENGINEERING



/we will attempt the project work at my college or at any location under the direct and

consistent monitoring of PROF.KUNAL V. FADADU SIR_(guides name/industry/user).We shall adopt all ethical practices to share credit amongst all the contributors based on their















Date: Place: MODASA


6/17







STUDENT PARTICULARS


1. GHELANI JANAK T. 8530096157 [email protected]. GANDHI BRIJESH A. 9427791952 [email protected]. PATEL HARDIK K. 9601272497 [email protected]. THANKI MEHUL M. 9662061913 [email protected] NAME Government Engineering College, Modasa-383315

COLLAGE CODE 016

BRANCH Automobile


TEAM CODE GA 1214

SIGNATURE OF

STUDENTS


INDUSTRY DETAILS



ASLALI,

AHMEDABAD.



COMPANY

LOGO(optional)






7/17



I/We

No Name Enroll No1 GANDHI BRIJESH A. 0801601020182 PATEL HARDIK K. 1001631020033 THANKI MEHUL M. 1001631020094 GHELANI JANAK T. 100163102010




/we will attempt the project work at my college or at any location under the direct andconsistent monitoring of PROF.KUNAL V. FADADU SIR_(guides name/industry/user).We shall adopt all ethical practices to share credit amongst all the contributors based on their















Date: Place: MODASA


8/17




OPRARITON OF ENGINE DUE TO THE BLOW BY EFFECT



STUDENT PARTICULARS


1. GANDHI BRIJESH A. 9427791952 [email protected]. PATEL HARDIK K. 9601272497 [email protected]. THANKI MEHUL M. 9662061913 [email protected]. GHELANI JANAK T. 8530096157 [email protected] NAME Government Engineering College, Modasa-383315

COLLAGE CODE 016

BRANCH Automobile


TEAM CODE GA 1214

SIGNATURE OF

STUDENTS


INDUSTRY DETAILS



ASLALI,

AHMEDABAD.



COMPANY

LOGO(optional)






9/17

PROBLEM SUMMARY

As I visited AAROHI MOTORS PVT.LTD which are the authorized serviceStation of EICHER MOTOR PVT. LTD. We have observed that during the working cycleof engine some of the unburnt gases escape from the combustion chamber to the

crankcase. This phenomenon is called BLOW BY.

Thus Blow-by occurs when the explosion that occurs in engine's combustion

chamber causes fuel, air and moisture to be forced past the rings into the crankcase.

Engine's rings must maintain an excellent fit in order to contain the pressure.

The amount of blow by depends on many variables, including design,components used and age (or wear) of the engine. The older and more worn the rings and

cylinder walls of an engines gets the more likely it will allow greater Blow By.

During our visit we come to know that excessive cylinder wear tends to increase

the rate of blow by. One of the primary reasons of cylinder wear is the dust particle that

enters into the cylinder via engine air intake system.


10/17

DETAILED DESCRIPTION OF PROBLEM

Blow-by is the gas that enters an engines crankcase during a normal

combustion event or compression stroke. It is composed of unburnt fuel, air andcombustion by-product.

Note that at this stage it does not contain any oil. Incidentally, the combustion

by-products contained in blow-by gas are corrosive, which is why it is a bad idea to paint

the underside of truck withholds engine oil as a cheap under seal substitute.

Blow-by happens because the seal around cylinder is not perfect. It is composed

of closely matched metal parts - the piston, rings and cylinder bore. The close sliding fitand tangential load pressing the rings into the bore wall creates a good (and variable, as we

will see later on) seal, but by necessities there are gaps, and gas will get through them (see

figure 1). If left unchecked, this gas entering the crankcase will eventually pressurize it

and can cause oil to be blown past the crankshaft and camshaft seals.

Figure 1: Blow-by flow paths

There are other sources of blow-by: Air leaking into the cam cover via the valve

guides and seals in pressure-charged engines. However it is very small amount and henceit can be neglected.

Blow By is detrimental for several reasons

As Blow By increases, horsepower decreases because you are losing some of the

high pressure mixture pushing on the piston.

Contaminates from incomplete combustion are not kept inside the combustion

chamber they make their way into the oil inside the crank case. This will cause oil

contamination and dilution.


11/17

Blow By can "blow" lubrication off the cylinder wall causing high wear.

As Blow By increases significantly, it can actually allow oil to leak into the

combustion chamber (by the rings) and reduce the octane rating of the mixture. This can

cause Detonation and cause severe destruction of the piston and chamber.

As Blow By increases significantly, the leakage of hot gasses by the edge of the

piston can actually "torch out the piston" (like a cutting torch, cut the edge off the piston).

Blow By is also a pollutant. In older vehicles Blow By was taken care of by

simply allowing the pressure generated inside the crankcase created by Blow By to be

vented into the atmosphere by way of the crankcase vent tube. But eventually (in the 60s)

the EPA mandated that these vented gasses where detrimental to the quality of the air in

the U.S. That is when the PCV (Positive Crankcase Ventilation) valve came into play.

Typically, the higher the torque an engine makes or the larger the displacement,

the higher the potential for Blow By. Blow By typically does not increase drastically with

RPM, but is highest at the engine's torque peak. Thus we can say that the amount of blow

by is higher in transport truck then a car.

Possible causes of blow by

1. Worn Cylinder Walls

As the diesel engine gets older, the cylinder walls wear out by constant piston

and piston ring scraping. Over time, the cylinder bore becomes bigger by this constant

scraping. The end effect is that "slop" or a gap is created between the piston and cylinder.

The gap between the piston and the cylinder wall becomes significant; and as a result,

compressed gases are free to go around the piston.

2. Worn Pistons

Worn pistons cause blow by. Just as the cylinder walls wear out and the bore

becomes bigger, the piston becomes worn and becomes slightly smaller. Bear in mind that

aluminum is a soft metal, and grit accumulation in the combustion chamber carves grooves

into the piston. These grooves are an ideal place for the compressed fuel/air mixture toescape into the crankcase.
http://performancetrends.com/Definitions/Detonation.htmhttp://performancetrends.com/Definitions/Detonation.htm


12/17

Figure 2:-Effect of blow by on piston

3. Worn Rings

Researchers at the Helsinki University of Technology ran extensive studies of

piston rings and concluded that worn rings are a source of blow by. What happens is the

constant scraping of rings back and forth in the cylinder eventually wears them down, and

their sealing capabilities fail. Blow by happens in front of the ring, but the gases also"sneak" around the backside of the ring when the sidewalls become worn.

4. PCV Valve

The Positive Crankcase Ventilation valve is designed to vent excess pressure out

of engine and valve cover areas. PCV valves have to be periodically serviced and replaced,

or they will become blocked. If PCV valve quits functioning, pressure is building up in

engine with no way to escape. When enough pressure builds up, it may force oil and airout in the form of blow-by.

5. Pressure

The bottom line on engine blow-by is that it is caused by pressure. Any time

more pressure builds up inside engine or valve areas than it can release, the pressure is

forced through the weakest point of engine and causes blow-by


13/17

6. Air intake system

The air intake system is also one of the main factors affecting the rate of blow

by. Though it will not affect the blow by effect. When atmospheric air is suck into the air

cleaner, if dust particle are not remove from air then dust enters into the cylinder. It will

make surface uneven. Hence the gap between cylinder and piston ring will increase and

blow by will occur.

Figure-3 Effect of dust on cylinder wall

Importance of breather system

We know that an internal combustion engine produces gases that enter the

crankcase via leakage past the piston rings. This gas flow can be considerable (up to 100

liters per minute in a normally aspirated engine).

If left unchecked, this would cause a buildup of pressure in the crankcase, the

result of which would be oil being pushed past the shaft seals at the front and rear of the

crankshaft. Also, since the cylinder head and cam cover are linked to the crank case by oil

drain galleries which allow lubrication oil from the valve train to return to the oil pan

under gravity, this pressure can also pressurize the cylinder head and push oil past the

camshaft seals. In extreme cases, the pressure can rise to a point where it is sufficient to

push these seals out of their housings.

The section deals with the system that prevents this from happening the closed

breather system.

The obvious solution to pressure build up in the crank case is simply to

incorporate an atmospheric vent into the cam cover, and up until about 1960 this is exactlywhat was done the so-called open breather system. Unfortunately for the environment,

blow-by gases contain a proportion of unburned fuel, oil and combustion products, which

would get dumped into the atmosphere. As soon as legislation to govern vehicle emissions

started to come into play, the open breather systems days were numbered.


14/17

Thus the closed breather system was born. The hose that was previously routed

to atmosphere was connected to the engines air intake so that the engine effectively

ingested its own blow-by gases and all that they contained.

Over the years, the closed breather system has evolved into a complex part of

the modern-day engine.

A simple closed breather system:

In any breather system the crankcase (where the blow-by gases are created) is

linked to the cam cover via either a chimney cast into the crankcase and cylinder head, or

an external pipe. This chimney has two functions: Firstly, it allows blow-by gases to leave

the crankcase to equalize pressure in the top and bottom of the engine. Secondly, it gives

any oil that may be being carried along with the gas time to drop out and return to the oil

pan under gravity. Note that depending upon the dimensions of the chimney, the velocity

of the blow-by gases can be quite high. For this reason, it is bad practice to use a cylinder

head oil drain as a blow-by chimney, as the oil and gas moving in opposite directions can

interfere with each othermore on this later.

Once the blow-by gas has made its way up into the cam cover, it needs to be fed

back into the intake system. The obvious way to do this is to link the cam cover to the

intake plenum with a small pipe. In this way, the vacuum in the plenum will draw the

gases off and maintain the crankcase at slightly below atmospheric pressure. In practice

things are not quite so simple.

At low engine loads, the throttle plate will be almost fully closed, leading to a

low pressure in the plenum. This is ideal for drawing the blow-by gases out of the cam

cover. However, at high engine speeds and low loads (i.e. on the overrun this vacuum can

be very highto high in fact for the purposes of just maintaining the crankcase at slightly

below atmospheric pressure. The solution is to introduce a restriction (typically about 1 to

2mm in diameter) into the link pipe between cam cover and plenum to limit this vacuum.

Figure 3: Low blow-by / low load breather flow.


15/17

Conversely, at high engine loads, the throttle plate will be almost fully open and

so the plenum will be at almost atmospheric pressure no good for a vacuum source.

Therefore, a second connection off the cam cover is used which uses the pressure drop

across the air filter as a vacuum source.

Figure 4: High blow-by / low load breather flow.

This is the essence of the closed breather system a restricted connection into

the plenum which creates a vacuum under part throttle, and a second connection upstream

of the throttle plate which creates a vacuum at wide open throttle (WOT). These two

connections are referred to by various names, but we will call them the part-throttlebreather and the WOT breather.


16/17

EXPECTED OUTCOME

Breather systems equalize the crank case pressure created by blow by, andmaintain the crankcase at slightly below atmospheric pressure to ensure that blow-

by gases and oil cannot enter the atmosphere.

Blow-by gases contain oil mist, which in excess, can get carried over into theintake system.

Oil separation is required in the breather system to remove carry over oil andprevent it from re-entering the engine.

There are three main types of oil separator: Volumes, labyrinths and centrifuges.

Separated oil can be either returned to the oil pan or held in a catch can.

The designs of oil separators and oil catch cans are necessarily different,principally in the location of the entry and exit pipes.

The other main reason of blow by is dust particles. The amount of dust particlescan be reduced by using oil bath type air cleaner.


17/17

OTHER DESCRIPTION (IF ANY)

REFERENCES

Breather system by Written by Digsy for Vortex-Power.co.uk andMKIVSupra.net

Automobile Engineering by R.B.Gupta Satya Prakashan, New Delhi.

http://www.ehow.com/list_5939480_causes-exhaust-blow_by.html

http://www.bobistheoilguy.com/blowby.html

http://performancetrends.com/Definitions/Blow-By.html
http://www.ehow.com/list_5939480_causes-exhaust-blow_by.htmlhttp://www.bobistheoilguy.com/blowby.htmlhttp://www.bobistheoilguy.com/blowby.htmlhttp://www.ehow.com/list_5939480_causes-exhaust-blow_by.html

Documents

7th Project Report