EXPERIMENTAL ANALYSIS OF THERMAL BARRIER COATING ON DIESEL ENGINE PERFORMANCE PRESENTED BY,...

EXPERIMENTAL ANALYSIS EXPERIMENTAL ANALYSIS OF THERMAL BARRIER OF THERMAL BARRIER

COATINGCOATINGON DIESEL ENGINE ON DIESEL ENGINE

PERFORMANCEPERFORMANCE

PRESENTED BY,M.V.KRISHNAMOORTHY

PREFINAL YEARMECHANICAL ENGINEERING,

VCET,MADURAI.

INTRODUCTION Normally Mechanical energy of Actual Engine< Ideal Engine. Due to irreversible losses like heat lost in cooling medium. Thermal barrier coating on piston crown,

valve heads and cylinder head causes 5-6% decrease in SFC, 4-5% increase in brake thermal efficiency and 8-9% increase in mechanical efficiency .

This is proved from our experiment results.

COATING PROCESS SURFACE PREPARATION. a) VAPOUR DEGREASING. Cleanliness and Roughness. Solvents dissolve the contaminant Coating must be adherent to the

surface.

THERMAL SPRAYING METHODS:

WIRE FLAME SPRAYING. • Temperature maintained with in

2600-3100 C.• Velocity of the particle 90-100m/s. PLASMA ARC SPRAYING.• Plasma arc gun to produce plasma.• Plasma conduct current 2000A dc

and voltage 30 to 80V.

COATING & MATERIAL PROPERTIES

Higher density & Higher bond strength.

Plasma arc torches for spraying refractory materials.

Low thermal conductivity, high specific heat and high thermal strength.

Yttria stabilized Zirconia Co efficient of thermal expansion should

be same order of magnitude as base structures.

At cyclic temperature variation, coating materials adhere to metallic surface without interface stress.

Maximum test life time correlates with non-equilibrium, non transformable tetragonal phase.

Profound influence such as porosity, micro crack distribution are imparted.

MODE OF FAILURE MECHANISMS

Oxidizing environment. Thermal expansion

mismatch between ceramic and metallic layers.

Actual failure occur within ceramic layer.

NO ENGINE DATA SPECIFICATIONS

1. TYPE KIRLOSKAR ENGINE

2. CYLINDER SINGLE

3. STROKE FOUR

4. SPEED 3000rpm

5. BORE DIAMETER 68mm

6. STROKE LENGTH 76mm

7. BHP 4.5

8. COMPRESSION RATIO

18:1

9. CAPACITY 553CC

MODE OF TEST GENERAL PRINCIPLES: Constant speed throughout the

entire load, with sufficient number of runs.

No data be taken until load, speed temperature have been

stabilized.

WITHOUT COATINGWITHOUT COATING

S.NO VOLTAGE (V)

CURRENT (A)

TIME FOR 10 CC FUEL(sec)

1. 220 2 53.5

2. 210 6 43

3. 210 10 37

4. 210 14 23

WITHOUT COATINGWITHOUT COATINGNO BRAKE

POWER KW

SFC Kg/KWhr

TFC

Kg/hr

BRAKE THERMAL EFFICIENCY %

MECHANICAL EFFICIENCY %

1. 0.491 0.98 0.57 7% 11%

2. 1.41 0.51 0.71 16.3% 26.2%

3. 2.35 0.35 0.82 23.5% 37.2%

4. 3.29 0.40 1.32 20.4% 47.8%

WITH COATINGWITH COATING

SNO VOLTAGE (V)

CURRENT (A)

TIME FOR 10 CC FUEL(sec)

1. 220 2 74

2. 210 6 57.5

3. 210 10 45

4. 210 14 36

WITH COATINGWITH COATINGNO BRAKE

POWER KW

SFC Kg/KWhr

TFC

Kg/hr

BREAK THERMAL EFFICIENCY %

MECHANICAL EFFICIENCY %

1. 0.491 0.83 0.41 8% 15%

2. 1.41 0.38 0.53 22% 24%

3. 2.35 0.30 0.68 29% 47%

4. 3.29 0.24 0.84 35% 56%

CALCULATIONSCALCULATIONS

• BRAKE POWER:• BP = (VI COSФ) / Transmission efficiency. (kW)• WITH & WITHOUT COATING• BP = (210*6*0.95) / 0.85.• BP=1.41Kw• SFC = TFC / BP .kg / kW hr• WITHOUT COATING• SFC=0.71/1.41.• SFC=0.51 kg / kW hr• WITH COATING• SFC=0.53/1.41• SFC=0.38 kg / kW hr

• T.F.C:• T.F.C = (10*3600*S.G) / (t*1000).(kg/hr)• WITHOUT COATING• TFC = (10*3600*0.845) / (43*1000).• TFC = 0.707 Kg/hr.• WITH COATING• T F C = (10*3600*0.845 / (57.5*1000).• TFC = 0.53 Kg/hr. • BRAKE THERMAL EFFICIENCY• BTE = (BP*100) / (Mf*C.V).• Mf =T.F.C / 3600.• WITHOUT COATING• BTE = (1.41*100) / (1.96*4.4).• BTE = 16.3%• WITH COATING• BTE = (1.41*100) / (1.47*4.4). • BTE = 21.79%

GRAPH: All specific fuel consumption are based

on observed brake horsepower . Brake power Vs Total fuel consumption. Brake power Vs Specific fuel

consumption. Brake power Vs Mechanical Efficiency. Brake power Vs Brake Efficiency.

PRACTICAL BENEFITS:

DECREASE IN FUEL CONSUMPTION: The heat dissipated to the medium

influences the fuel cost. Ceramic coating insulates the

combustion zone components. Thermal energy, normally lost in the

cooling medium and exhaust gas, is converted to useful power using turbo machinery.

EXHAUST EMISSION CONTROL:

Time between start of fuel injection and its ignition, is reduced and there is large drop in the height of combustion spikes.

As a result unburned hydrocarbon emissions, more complete oxidation of soot, and reduced exhaust smoke.

CONCLUSION

Problem solving technology. Improve product and performance,

reduce maintenance time, cost, save energy and reduce production cost.

Improvements in the performance, fuel versatility, operating life and maintenance requirements of medium.

REFERENCES 1. Wong.T.Y.Scott, G.C, and Ripple,

E.D, 1993, “Diesel Engine scuffing: A preliminary investigation”.

2. John.B.Heywood, 1998, Internal Combustion Engine Fundamentals

3. Motor India, “High Efficiency Diesel Engine with Ceramic components”, Manual1986.