IC ENGINE

CEP (COMPLEX ENGINEERING PROBLEM)

Submitted on December 05, 2022

Submitted in the fulfillment of the requirement of the PEC

By

1. M. Zahid Dildar (2K19-ME-05)

2. M. Saad Khan (2K19 –ME-08)
3. Saleem-ur-Rehman (2K19-ME-25)
4. Usama Arif ( 2K19-ME-39)
5. Ahmad Raza (2K19-ME-40)

Under the guidance of

ENGR. Mirza Zohaib

Department of Mechanical engineering &technology, Multan

 1 “IMPROVING THE EFFICIENCY AND ENVIRONMENTAL
IMPACT OF INTERNAL COMBUSTION ENGINES USING AN
ENGINE DOWNSIZING APPROACH”

1.1 OBJECTIVE:
The objective is to discuss the performance, test conditions, and emissions concerning standard
naturally aspirated engines. Also compared various methodologies used for downsizing rather than
turbocharging and how they help in overcoming the issues with turbocharging like low boost and turbo
lag. Also, the comparisons of various methodologies like Exhaust Gas Recirculation, Water Injection,
coupling of a small compressor, etc. are discussed.

1.2 INTRODUCTION:
With the various stringent emission norms and fuel save strategies applied to the current IC engines, the
world is moving towards the least Carbon, NOx, and HC emissions standards to lower ozone layer
depletion and other similar issues related to it. Now to tackle this many strategies can be implemented,
some of them are like switching to electricity but switching to electricity is impossible in a shorter
duration of time. So, the most significant strategy to bring about emission restriction is engine
downsizing, and we will be emphasizing more on the topic of downsizing an engine based on the
research conducted by different researchers around the world in different fields. Downsizing is the
concept of reducing the displacement of engines to make them efficient and emit fewer emissions while
retaining their power. So, these various studies were considered which make a significant impact on
engine downsizing in the field of fuel, Forced Induction, Exhaust treatments, high-pressure injection
systems, and optimization of engine parts. There are a few techniques that make a maximum impact on
the point of downsizing.

1.3 DOWNSIZING METHODS:

1.3.1 Alternate Fuels

Fuels that can decrease the knocking factor can be used to enhance engine compression ratio and can
increase the ignition advance angle concerning the crank angle can increase the power output and bio-
fuels and alcohols can reduce the emissions released into the atmosphere.
1.3.2 Forced Induction
Turbochargers and superchargers are used in this technique to compress more air into the combustion
chamber to burn more fuel and increase the power output. Hybrid turbochargers are also used to
increase the efficiency of the engines by using energy from exhaust gases.

1.3.3 Engine design & Construction

Decreasing the weight of the engine piston by up to 15% by using selective laser sintering (SLS) which is
a 3D printing method to reduce the difference between Indicated power and brake power which
increases output, this increase in output can be used to decrease in engine size. Decreasing the weight
which acts on the bearing of the crankshaft can also increase output.

1.3.4 Direct Injection systems & Exhaust treatments

Customary answers for forestall pinging like fuel improvement or low compression ratio increment fuel
use. One of the huge challenges with downsized motors is the rise in pinging tendency, predominantly
under high burden low speed conditions because of expanded chamber pressures and temperatures.
This outcome in end-gas to auto-touch off before the fire shows up at the charge, achieving high-
pressure waves - pinging. The expression "knock" portrays the sound coming about because of the
unconstrained ignition of the unburned air-fuel blend in front of the progressing turbulent flame front.
The unburned blend is compacted by the extension of the consumed gases created in the turbulent
flame spreading from the spark plug outwards. Research on ignition pinging has shown that pinging can
be abstained from by hindering the spark timing. There are various issues alongside like high knocking,
richer fuel mixtures, less engine efficiency, turbo lag, and less boost at low speeds, etc. which can be
solved by various implementations and improvements on downsized engines like water injection with
fuel injection, exhaust gas recirculation, coupling of a supercharger less flow rate compressor, etc.

1.4 EXPERIMENTAL INVESTIGATION ON AN SI ENGINE WITH 87 AKI E0

GASOLINE AS FUEL IN PRECISE STRUCTURE USING THESE DOWNSIZING
METHODS:

1.4.1 Alternate Fuels

One of the ideas was to test different fuels in one engine configuration and so, this study consists of an
experimental investigation on an SI engine with 87 AKI E0 gasoline as fuel in precise structure and
intermediary alcohol fuel mixture with “24%iso-butanol-fuel (IB24) and 30%ethanol-gas (E30)”. A
solitary chamber motor has been used with two compression ratios, 9.2:1 - 11.85:1 respectively. The
engine was combined with using pressurized water-operated valves, research facility air consumption,
and was capable of EGR remotely. All fuels were worked to full-stack conditions in stoichiometric
proportion or λ=1, utilizing both 0% and 15% outer cooled EGR. “Higher octane number bio-fuels better
utilize higher pressure proportions with high stoichiometric force capacity and ethanol (E30)
empowered multiplying of stochiometric force ability with the 11.85:1 pressure proportion when
contrasted with 87 AKI, up to 20 bar IMEP at stoichiometric proportion or λ=1 with 15% EGR, and 18.5
bar with 0% EGR which was utilized to furnish thermodynamic points of interest with all energizes.” The
outcomes portray that E30 may additionally diminish the cutting back and down-speeding of motors by
accomplishing all the lower speed force, even with high-pressure proportions, likewise mid-level alcohol
gas mixes to motor and vehicle streamlining can lessen vehicle fuel utilization and exhaust CO2
emanations. Secondly, replacing fossil fuels with bio-fuels like RON-95, RON-102, E85, and E22 has the
potential to significantly reduce exhaust CO2 emissions. Gasoline is a combination of hydrocarbons and
supplanting a huge level of it with a solitary bio-segment can along these lines sway certain actual
properties of the fuel, similar to, changes to the calorific worth, refining bend and possibly the octane
rating impacts ignition conduct.

1.4.2 Forced Induction

One of the thoughts for turbo-charging is exploring the possibility of engine downsizing and parametric
studies related to this procedure. Experimental information and Extrapolations of information utilized
for making a bend to fit and to rough motor, transmission, and vehicle exhibitions. A turbocharger
configuration is advanced to consider both blower range and turbocharger productivity under low speed
and high force conditions. This reduces turbocharger inertia directly reducing turbo lag. The engine was
rated with 200kWrated engine power, and 230g/kW-hr. BSFC with a vehicle of gross weight 1650kg.
Normally suctioned engines have a normal estimation of the power density of around 50 kW/l which
gives a motor uprooting of 4.0 liters. Also, different other displacements were used for the comparison
test like 3.2 l, 2.4 l, and 1.6 l, which gives a downsizing percentage of, 0%, 20%, 40%, and 60%
respectively, bringing down the number of cylinders from 8 to 4. For the test, a base heap of 500 W was
utilized for each speed. As the pattern focus on 1650 kg, vehicle fuel usage over the cycle is found to be
12.6 l/100 km. Likewise, the estimation of vehicle fuel use was duplicated for all the leftover engines and
turbocharged separately to reestablish appraised power and the full heap of the first objective base
qualities. New turbocharging innovation comprising a consecutive equal stream blower design called
"Successive Turbocharging" can be recommended which can convey the necessary low-speed torque
and high-speed performance and also higher fuel efficiency than naturally aspirated engines. Hence, due
to a reduction in throttle losses, 40% downsizing yields a deduction of 23% in fuel utilization while an 8-
10% reduction by fuel cut-off in idling and a 38% reduction for 60% downsized engines. Secondly, review
the actual use of a smaller engine in place of a higher displacement stock Naturally Aspirated engine.
The engine was coupled in an average size vehicle as a cutting-back idea, expecting to upgrade the fuel
execution while maintaining stock engine performance characteristics. The stock engine used was a 3.3 l
V6 engine while the intended engine is a 2.0l to be turbocharged and the engine was altered to go with
the 4~12MPa direct injection framework with the multi-opening injectors and intake and exhaust with
variable valve timing camshafts (VVT). The turbocharger was kept regarding the engine with the goal
that the particular power was accomplished over 85kW/l while the most extreme torque should reach
2000 rpm. The intended fuel used for this purpose was pump gas or gasoline. The fuel efficiency of the
vehicle with 2.0 L turbocharged engine, was enhanced due to the deduced friction and pumping wastes
w.r.t to, V6 3.3L engine. Likewise, the effect of the transmission gear proportion on the maneuverability
and mileage in the cutting-back idea was researched. These showed promising and better fuel efficiency
than the base stock engine.

1.4.3 Injection and Exhaust Treatment:

One of the ideas is that, in some cases, the Fixed Geometry Turbocharger may not ready to give any lift
pressure in any event, during uniform state conditions, and pinnacle torque generally. Streamlining of
the boosting framework and use of the most recent air consumption way needed to incorporate the
electric supercharger, and utilizing the Water Charge Air Cooler framework. For the engine, a 1.0 L 3-
chamber turbo GDI engine was considered. A 3.3 kW electric supercharger was utilized to reason
turbocharger slack in just as to give some level of torque recuperation to the standard engine. Higher
engine power was achieved with the electric supercharger’s help so more energy is delivered as looked
at that in the FGT turbine, augmenting its low-speed activity zone. Overall Cycle CO2 decrease could be
42-52%. Furthermore, utilizing a hybrid turbocharger helps in hiking pressure in increasing speed to
evade turbo slack, likewise, it won't have any effect on electricity. On the off chance that the pointed
boosting pressure is more noteworthy than the encompassing “pressure and the current boosting
pressure in the vehicle on quickening, at that point, the turbocharger performs in maneuvering mode to
aid in boosting.
1.4.4 Engine Component Redesigning Optimization:
One of the ideas is to optimize the engine piston by changing the piston bowl shape and introducing
piston surface cooling channels and ring groove cooling channels. Due to these modifications, break
power is increased by decreased friction between the cylinder wall and piston rings and also by
decreasing heat transfer to ring grooves by introducing groove cooling channels. Mixture formation is
improved by an increase in free spray penetration length is increased by 25%. Decreased weight of
piston by introducing truss and stiffening members and eliminating material. High material density can
be achieved by approximately 99.5% compared with traditional designing and manufacturing processes.
Secondly, another similar but significantly effective way is to re-designing the piston and decrease
weight. These can be achieved by topology optimization and introducing holes into grooves. Holes were
provided on piston grooves, both, to avoid pressure drop and to create controlled turbulence, which
bypasses air backward which in turn reduces leak in pressure. By decreasing the weight using topology,
disruptive mass and inertia decrease are achieved.

1.5 DIFFERENT STRATEGIES AND METHODOLOGIES CAN BE IMPLEMENTED

USING THESE METHODS:

From the above study, we learned about the different strategies and methodologies that can be
implemented to make this happen, such as,

 Higher octane bio-fuels like Ethanol (E30) better use higher pressure proportions with less fatty
stoichiometric torque capacity even up to doubling it, also improving low-end torque while still
having lower exhaust emissions.
 Adding water in the intake port on steady charge cooling in the burning chamber builds the
ignition effectiveness and decreases brake explicit fuel utilization.
 Methanol in iso-octane increases anti-knock properties because of its lower force of compound
responses, the communication between the pressure wave and the fire front was reduced by
lower heat discharge rate and in-chamber temperature.
 Engines fuelled by neat n-butanol experience higher torque and proficiency than those got with
pure fuel because alcohol has more modest warming qualities, thus diminishing brake-specific
fuel utilization, so Biofuels will lessen the general CO2 discharge.
 Butanol provides higher anti-knock properties which allow for higher advance of the ignition
timing in SI engines, prompting more productive ignition. In the part of fuel oxidation rate, the
fuel/air ratio is the overwhelming component as opposed to fuel type sometimes.
 Brake Specific Fuel Consumption (BSFC) increases for B10 as compared with gasoline, CO, CO2,
and UHC outflows decline significantly for mixed fills when contrasted with slick gasoline due to
improved ignition, since n-butanol has additional oxygen, permitting partial decrease of the CO
and UHC through the arrangement of CO2.
 Comparing two engines, a small capacity turbocharged engine and a larger naturally aspirated
engine, testing the smaller engine at 1500 rpm and 4000 rpm and up to 6000 rpm for the larger,
the resultant BSFC show that Down-sizing gives a decline, Single camshaft with concentric axes
(SOHC) for admission and fumes flaps (VVT) gives an abatement, Optimized burning chamber
configuration gives a lessening, Homogeneous DI gives a diminishing. A slenderer stoichiometric
proportion in Stratified Direct Injection blend arrangement gives a lessening and the
temperature-controlled cooled EGR framework gives a further decrease. These all add up to the
total gain as a whole to the total reduction in BSFC.
 With the help of Water Port injection advancing spark timing accelerates the rate of combustion
(50 % burn point) and shortens its durations (0-10 % and 0-90 % burn points) which leads to
higher peak in-cylinder pressure without the possibility of occurrence of knock by this engine
thermal efficiency can be increased and fuel consumption can be reduced. Increased levels of
downsizing might be difficult to achieve due to the higher in-cylinder pressure requirement.
Decreasing the number of cylinders might offset increased levels of friction. The likely reduced
torque response of the engine would need to be addressed by an enhanced charging system
and perhaps increased levels of hybridization. Significant CO2 emission reduction can be
achieved by RON-95 and E-85 respectively. So, from the above, we can conclude that by the
mixed combination of these ideas we can achieve the downsizing of the engine to meet our
common goal of reducing carbon emissions and extracting the same or more performance for
the same or lower amount of fuel used in it.
 The exhaust gas reuses produce a decrease in performance and an expansion in specific fuel
utilization regarding the unadulterated air–fuel taking care of keeping unvaried the engine
control boundaries. Simultaneously, the charge dilution prompts a solid decrease of both the
consumed gas temperature and the intensity of knock. Utilizing EGR, a similar torque level given
 by the undiluted charge can be gotten by closing the gap in volumetric efficiency by methods for
higher turbocharging proportions.
 Lightweight pistons and crankshafts using 3D printing and their topology optimization can
reduce the weight of moving components thus reducing the overall weight of the engine closing
the difference between indicated power and brake power thus increasing output while
downsizing engines. Providing coolant vents in pistons using 3D printing can reduce the transfer
of temperature to piston rings thus engine temperature can be controlled while downsizing.