ICE Lab Manual

8/15/2019 ICE Lab Manual

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INTERNAL COMBUSTION ENGINE ANDAUTOMOBILE LAB

MECHANICAL ENGINEERING DEPARTMENT, SHIV NADAR UNIVERSITY

EXPERIMENT NO: 01AIM:

• Study a given single cylinder four stroke C.I. engine test rig.

• Measuring the performance of the engine at constant speed

• Obtaining the bmep Vs bsfc, bmep Vs eciency and bmep Vs ehaust gastemperature curves for the engine

• !ra"ing #illiam$s line and obtaining frictional po"er and mechanicaleciency.

EQUIPMENTS REQUIRED%

Single cylinder &' stroke diesel engine ()I*+OS)*- est *ig "ith lternator,+aod /anel, Stop #atch etc.

ENGINE SPECIFICATIONS& DATA:0ngine ype % Single cylinder 1our stroke !iesel engineMake % )irloskar

Model % V23ore !ia % 45.6 mmStroke +ength % 227 mmCapacity % 882.6 cc/o"er % 5.6 9./.

or:ue % ;.<8 kg.m = 2677 rpmCompression *atio % 25.6%2

*/M % 2677





Cd % 7.8;Ori>ce !ia % ;6 mm

PROCEDURE:

2. l"ays check the oil level in the engine before starting and make sure

that sucient oil is present in the engine.;. Check for all connections. hey should be proper.?. Clear all restriction.

&. Check for fuel level.6. Check "ater level in the manometer.8. Check the load pannel.5. )eep the decompression lever in operating position.4. Crank the engine manually using crank handle.<. !o"n the decompression lever, "hen @y"heel attained the enough

momentum and remove handle.

27.0ngine is started no". *ecord all the observations as mentioned in the

table given

belo".

22.*epeat and record all observation appro. 6 times.





MEASUREMENTS:

S.NO

.

RPM MANOMETER

READING

(H1 - H2)

LOAD BRAKE

POWER (BP in KW)

TIME in

(S)(For 1 !" FUEL )

TEMPERATURE

EHAUST

(°#)$OLTAGE ($) #URRENT (I)

1.

2.

%.

&.

'.





CALCULATIONS:

#e kno" that,

2. 3rake po"er (3/- A V I A )#

;. otal 1uel Consumption(1C- A

#here is in second

Speci>c gravity of fuel BBBBBBBBBBB

1C A )DS

?. 3*)0 S/0CI1IC 1E0+ COFSEM/IOF (3S1C-

3S1C A

#here 1C in )gD9r

(1inal *eading G Initialreading-

Sp. ravity

ime 2777

C C (ml-

Sp.ravity

ime 2777

1C ?877 )gD)".9r.

3/





and 3/ in )"

&. 3*)0 90*M+ 011ICI0FCH

A

#here 3/ in )"

and 1C in )gDSec

6. 3rake Mean 0ective /ressure (bmep-

3M0/ A

#here, 3M0/ Gin FDmm;

+ A Stroke +ength in metres

A Cross sectional area in m;

A (d A dia of bore in m- AJJJJ.m

;

3/ 277

1C CV

3/ 87 + n

Kd;

&





n A F for ; Stroke engine */M

A FD; for & stroke engine */M

F is engine */M.

AIRT FUEL RATIO:

8. Mass of air (Ma- A L pa

L A Cd ;gha

#here Cd A 7.8;

A rea of Ori>ce Meter m;

g A <.42

!ia of Ori>ce A ;6 mm

9a A

9" A 92 ' 9;

#here p" A !ensity of "ater A 2777

9" A Manometer *eading (mtrs-

/a A !ensity of air A 2.254

Mass of air (Ma- A L pa

p" 9" mpa





EXPERIMENT NO: 02

AIM:

Study of a multi cylinder four stroke S.I. engine.

• Measure the performance of the engine at constant speed.

• /erforming Morse test on the engine and obtaining frictional po"er andmechanicaleciency at that speed.


1our cylinder four stroke petrol engine (Maruti #agon *- "ith 9ydraulic!ynamometer, +oad /anel, Stop #atch etc.

ENGINE SPECIFICATIONS:0ngine ype% 1our cylinder 1our stroke M/1I petrol engine (Maruti #agon *-

ype % !O9C M/1I3ore % 5; mmStroke % 82 mmCapacity % <<8 cc/o"er % 84 /S = 8;77 rpm

or:ue % <7 Fm = ?677 rpmCompression *atio % <.&%2

Cd % 7.8;





Ori>ce !ia % ;6 mm

PROCEDURE:


that sucient oil is present in the engine.;. Check for all mechanical and electrical connections. hey should be

proper.?. Check battery connection.&. Check for fuel level.6. Check "ater supply connection for engine and dynomometer.8. Check the load pannel.5. S"itch on the ignition s"itch and crank the engine.4. 0ngine is started no".#ait for some time till the temperature of the

engine stabilie.

<. pply load at constant speed and records all the observations.

27. 1or morse test cut the one cylinder by discharging one spark plug.*epeat for all other

cylinder.

22.*ecord all the observations as mentioned in the table given belo"

and repeat





eperiment at least 6 time.

MEASUREMENTS:

S.NO. RPM MANOMETER

READING

( H1 - H2 )

LOAD

(W in KG)

TIME

in (S)

(For ' !" FUEL)

BRAKE POWER

(KW)

TEMPERATURE

EHAUST

(°#)

WORKING

#LINDER

1. ALL

2.2%&

%.1%&

&.12&

'. 12%





CALCULATIONS:

#e kno" that,

2. 3rake po"er (3/- A

;. otal 1uel Consumption (1C- A

ime2777

#here is in second


# F;777

(1inal *eading G Initial

reading-

Sp. ravity





1C A )DS ime 2777


3S1C A

#here 1C in )gD9r

and 3/ in )"

&. 3*)0 90*M+ 011ICI0FCH

A

C C (ml- Sp. ravity

1C ?877 )gD)".9r.

3/

3/ 277

1C CV





#here 3/ in )"

and 1C in )gDSec


(bmep- A

#here,

+ A Stroke +ength in m

A rea of bore (m;-

A (d A dia of bore in m- AJJJJ.m;

F A */M (F A Fumber of po"er strokes per minute-

3/ 87277 + F

n

Kd;

&





1or & stroke engine F AFD;

1or ; stroke engine F A F

n A Fumber of cylinders

MORSE TEST:

In!"#$% P'%( )IP* + %#" C-.!n%(:

IP1 / )BPT BP2, , * / 33333 45

IP2 / )BPT BP1, , * / 33333 45

IP / )BPT BP1, 2, * / 33333 45

IP / )BPT BP1, 2, * / 33333 45





T$#. IP + $% En6!n%:

IPT / )IP1 7 IP2 7 IP 7 IP* / 3333 45

Mechanical 0ciency (89%"- A

AIRT FUEL RATIO:

8. Mass of air (Ma- A L pa

L A Cd ;gha

#here Cd

A 7.8;

A rea of Ori>ce Meter M;

g A <.42

!ia of Ori>ce A ;6 mm

BPIP

p" 9" mpa

INTERNAL COMBUSTION ENGINE AND





9a A

9" A 92 ' 9;

#here

p" A !ensity of "ater A 2777

9" A Manometer *eading (mtrs-

/a A !ensity of air A 2.254

Mass of air (Ma- A L pa


• Study the given si cylinders four stroke diesel engine cut model.

• Measure the performance characteristics of the four cylinder four strokeC.I. engine test rig at constant speed.

• !ra"ing #illiam$s line and obtaining frictional po"er at constant speed,and mechanical eciency at constant speed.


1our cylinder &' stroke diesel engine (Make % - est *ig "ith 9ydraulic!ynamometer, +oad /anel, Stop #atch etc.

ENGINE SPECIFICATIONS:

0ngine ype % 1our cylinder 1our stroke !iesel engine (-






H/0 % SO9C3ore % 8<.< mmStroke % 4; mm

Capacity % 2?<8 cc/o"er % 57 /S at &777 rpm or:ue % 2&7 Fm = ?777 rpmCompression *atio % 25.?%2Cd % 7.8;Ori>ce !ia % ;6 mm

PROCEDURE:


that sucient oil is present in the engine.;. Check for all mechanical and electrical connections. hey should be

proper.

?. Check battery connection.&. Check for fuel level.6. Check "ater supply connection for engine and dynomometer.8. Check the load pannel.5. S"itch on the preheater of engine upto ; minutes.4. Crank the 0ngine no".






<. 0ngine is started no".#ait for some time till the temperature of the

engine stabilie.

27. pply load at constant speed and records all the observations. 22. *ecord all the observations as mentioned in the table given belo"

and repeat

eperiment at least 6 time.

MEASUREMENTS:

S.NO. RPM MANOMETER READING

( H1 - H2 )

LOAD

(W in KG)

BRAKE

POWER

(KW)

TIME IN (S)

(For 1 !" FUEL )

TEMPERATURE

E*HAUST (°#)

1.

2.






%.

&.

'.

CALCULATIONS:

#e kno" that,

2. 3rake po"er (3/- A# F

;777






;. otal 1uel Consumption (1C- A

ime2777

#here is in second


1C A )DS ime 2777


3S1C A

A


reading-

Sp. ravity

C C (ml- Sp. ravity

1C ?877 )gD)".9r.

3/






#here 1C in )gD9r

and 3/ in )"

&. 3*)0 90*M+ 011ICI0FCH

A

A

#here

3/ in )"

and 1C in )gDSec

6. 3rake Mean 0ective /ressure (bemp-

(bmep- A

3/ 277

1C CV

3/ 87277 +Fn






#here,


A rea of bore(m;-






EXPERIMENT NO: 0

AIM:

Kd;

&






Study the single cylinder four stroke SI engine and measure the performanceof the engine at constant speed.


Single cylinder &' stroke SI engine (3E++0- est *ig "ith 0lectric lternator,+aod /anel, Stop #atch etc.

ENGINE SPECIFICATIONS:Make % 3ullet, Single cylinder 1our stroke /etrol 0ngine

ype % O9V

Speed % <77 G ;677 */M "ith ccelerator Control3ore % 7.75?mStroke +ength % 7.744<mCapacity % 2&4<cc/o"er % 24 39/ = 68;6 rpm

or:ue % ;.5& kg.m = ;456 rpmCompression *atio % 5.;6%2

Cd % 7.8;Ori>ce !ia % ;6 mm

PROCEDURE:







that sucient oil is present in the engine.;. Check for all connections. hey should be proper.

?. Clear all restriction.&.Check for fuel level.6. Check "ater level in the manometer.8.Check the load pannel.5. Start the engine no".4. 0ngine is started no".

<. pply the load. *ecord all the observations as mentioned in the table

given belo".

27. *epeat the eperiment at various load atleast 6 time and record all the

observations.

MEASUREMENTS:

S.NO. RPM MANOMETER LOAD BRAKE TIME TEMPERATURE






READING

( H1 - H2 )

POWER

(BP in KW)

in (S)

(For 1 !" FUEL )

E*HAUST (°#)$OLTAGE

($)

#URRENT

(I)

1.

2.

%.

&.

'.






CALCULATIONS:

#e kno" that,

2. 3rake po"er (3/- A V I A

;. otal 1uel Consumption (1C - A

#here is in second


1C A )DS

A

)#


reading- Sp. ravity

ime 2777

C C (ml-

Sp. ravity

ime 2777







3S1C A

A

#here 1C in )gD9r

and 3/ in )"

&. 3*)0 90*M+ 011ICI0FCH

A

A

#here 3/ in )"and 1C in )gDSec

1C ?877 )gD)".9r.

3/

3/ 277 1C CV







(bmep- A

#here,


A rea of bore(m;-





3/ 87277 + F

n

Kd;

&








• Study the single cylinder four stroke Variable compression ratio CI engineand measure the performance of the engine "ith constant speed atdierent compression ratio.


Single cylinder &' stroke diesel engine ()I*+OS)*- est *ig "ith 0ddy current!ynamometer, +oad /anel, Stop #atch etc.

ENGINE SPECIFICATIONS:

0ngine ype % Single cylinder 1our stroke !iesel engineMake % )irloskar3ore % 45.6 mmStroke +ength % 227 mmCapacity % 2&4<cc/o"er % ?8 9./. at &777 rpm

or:ue % 4.6 kg.m at ;;67 rpm






Compression *atio % Vary from 22 to 28Cd % 7.8;Ori>ce !ia % ;6 mm

PROCEDURE:


that sucient oil is present in the engine.

;. Check for all connections. hey should be proper.?. Clear all restriction.&. Check for fuel level.6. Check "ater level in the manometer.8. Check the load pannel.5. )eep the decompression lever in operating position.4. Crank the engine manually using crank handle.

<. !o"n the decompression lever, "hen @y"heel attained the enoughmomentum and remove handle. 0ngine is started no".

27. *ecord all the observations as mentioned in the table given belo" at

initial C*.

22. Fo" stop the engine and adNust its compression ratioo as per the C*

Chart. nd again






start the engine and repeat all observation.

2;. *epeat and record all observation atleast & dierent compression

ratio.

MEASUREMENTS:

S.NO

.

RPM MANOMETER

READING

( H1 - H2 )

#OMPRESSION

RATIO

LOAD

In

(KG)

BRAKE POWER

(BP in KW)

TIME

in (S)

(For 1 !" FUEL)

TEMPERATURE

E*HAUST

(°#)

1. 1'

2.1%

%.12

&.









1C A )DS ime 2777

? 3*)0 S/0CI1IC 1E0+ COFSEM/IOF (3S1C-

3S1C A

#here 1C in )gD9r

and 3/ in )"

& 3*)0 90*M+ 011ICI0FCH

A

C C (ml- Sp. ravity

1C ?877 )gD)".9r.

3/

3/ 277

1C CV






#here 3/ in )"

and 1C in )gDSec

6 3rake Mean 0ective /ressure (bmep-

(bmep- A

#here,


A rea of bore (m;-

A (d A !ia of bore in m- AJJJJ.m;

3/ 87277 +Fn

Kd;

&










EXPERIMENT NO: ;AIM:

Study the given engine and obtain the valve timing diagram and valve lift

pro>le as function of crank angles "ith reference to !C.


Single cylinder &' stroke diesel engine ()I*+OS)*-, Magnetic stand, !ialauge Indicator "ith epansion rod arrangement, Crank angle measuringscale. araph /aper etc.






THEORETICAL VALVE TIMING DIAGRAM

he eact moment at "hich the inlet and outlet valve opens and closes "ith

reference to the position of piston and crank sho"n diagrammatically is kno"nas Valve iming !iagram. he timing is epressed in terms of degrees of crankrotation.

SUCTION STRO4E:Inlet valve is open. /iston moves from the op !ead Centre(!C- to 3ottom!ead Centre(3!C-. ir'fuel mi is sucked in by negative pressure in cylinder.

COMPRESSION STRO4E:Inlet and outlet valves closed. /iston moves up"ards from 3!C to !C. ir'fuelmiture is compressed.

EXPANSION<PO5ER STRO4E:

Inlet and outlet remains closed here also. /iston moves from do"n from !Cto 3!C. his happens as a result of ignition of the miture inside the cylinder.Ignition is started by spark plugDself ignition.

EXHAUTSTRO4E:0haust valve opens. /iston moves up from 3!C to !C.0haust gases are pushed out of the engine.

ACTUAL VALVE TIMING DIAGRAM:






he ctual Valve iming !iagram has slight variations "ith respect to the

heoretical Valve iming !iagram. he variations are made in order to

maimie the engine performance.

OPENING ANDCLOSING OF INLET VALVE:

he inlet valve is made to open 2; degree to 26 degree before the piston

reaches the op !ead Center (!C- during Suction Stroke and is allo"ed to

close only after ?7degree to 87degree after the piston reaches and leaves the

3!C in the beginning of compression stroke.

OPENING ANDCLOSING OFEXHAUST VALVE:

he ehaust valve is made to open ?7degree to 67 degree before the 3!C in

the ehaust stroke and allo"ed to close only after ;7 to ?7 degree the

beginning of the suction stroke.

TABLE:

S.F 1+H#900 IF)0 V+V0 09ES V+V0






O. +

*OIO

F

O/0F C+OS0 O/0F C+OS0

VALVE LIFT:

IF)0 V+V0 % JJJJJJ mm

09ES V+V0 % JJJJJJ. mm




AUTOMOBILE LABMECHANICAL ENGINEERING DEPARTMENT, SHIV NADAR UNIVERSITY









EXPERIMENT NO: =AIM:

Study the dismantled Maruit engine and study its dierent parts e.g. CrankShaft, Cam Shaft, Connecting *od, +ubricating oil pump, "ater pump, intakemanifold, ehaust manifold. 0plain each in brief. !ra" neat and cleandiagram of the given parts and list dierent parts and assemble the sameengine.


Maruti 0ngine, ool )it, /lastic ary

INTRODUCTION:

9eat engine is a device, "hich converts the chemical energy of a fuel into

thermal energy and uses this energy to produce mechanical "ork.

If fuel is burnt in a colsed vessel and due this thermal energy impact on thepiston to do useful mechanical "ok, the heat engine "hich converts thischemical and thermal energy into usefuel mechanical "ork is kno"n as I.C.0ngine.




CRAN4 PIN


CRAN4SHAFT

AIN

OIL

GROVE

CRANKSHAFT

FLANGE

GEAR

SHAF

T

CRANK PIN

CRANK AR /WEB





Crank shaft is a jig jag type structure. It is manufactured by forging process. Steel alloy is used to

manufacture a high strength crankshaft. A crankshaft contains two or more centrally – located

vccoaxial main journals and one more offset cylindrical crankpin. ain journals are supported by

engine block having journals bearing fittings. !he crankpin and main journals are suitably drilled





for lubricant. Crankshaft receives reciprocating motion of the piston and converts it into rotary

motion.

CAM SHAFT

A

camshaft

is

long straight shaft. It contains lobes usually known as cam" main journals and thrust collar

bearing. Chilled cast iron or billet steel is used for its manufacturing. Camshaft actuate intake and





exhaust valve. It gets drive from crankshaft by means of gear" timing belt or timing chain. In diesel

engine it gives drive to fuel pump. Speed of the camshaft is half of the crankshaft.

CONNECTING ROD )CONROD*

Connecting rod connects the piston to the cranshafts. It is fastened to the piston at its small end" by

a piston pin known as gudgeon pin. #hile other end i.e. big end with the cranshft. Con rod

COF *O! SM++

COF *O! 3ES9IF

I '

COF *O! 3O+

COF *O!

30*IF COF *O!

*O!





transmits all the thrust develop on the piston to crankshaft by means of push or pull of the piston.

It is forged to form $ near small end and an I near big end. !itanium and aluminium are two

popular materials used in the construction of connecting rods" especially for performance vehicles.

%or heavy load without bending" breaking or twisting a forged steel is considered .

LUBRICATING OIL

PUMP





&arious type of lubricating pump is available e.g. gear pumps" trochoid pumps" vane pump and

plunger types pumps etc. In maruti car engine sun planetry 'gear within gear( type gear pump is

commomly used. It has one drive gear and other driven. )rive gear and driven gear is placed

inside pump casing. Circumference of the driven gear and casing cavity has only allowance to fit

within and it dosen*t allow lube oil to escape through the clearnce. At the inlet" a pipe with stainer

is attached to it. !his pipe remains dip into oil in the oil pan. )rive gear is mounted on crankshaft.

As the crankshaft rotate at high rpm" drive gear also rotate at the same speed and hence drivengear. )ue to high rpm rotation of the both gear results in vaccum at the inlet of the pump. !hus

lube oil through stainer pipe sucks into the pump. !his lube oil traped in between the clearnce of

the both gears teeth and have sprinkled action near the outlet of the pump. %rom the

outlet of the pump oil under pressure enter into the oil gallery and from oil gallery to various

moving parts of the engine.

5ATER PUMP





A water pump is a belt driven device

which transfers water from the radiator

to the engine" thereby helping to keep it

cool. Impeller and hub carrying flangefor water pulley is mounted on the

same same shaft. Impeller is placed

inside the casing with proper sealing

arrangement. A water pump gets belt

drive from the fan belt of the radiator

fan. +ngine runs" the fan belt" turning

the axle at the center of the

waterpump.!he pump operates on

cenrifugal force. In the center hollow of

the pump is the axle on the inside of the

pump" connected to a series of vanes"

which turn along with the axle. !his

turning motion creates suction" pulling water from the radiator. !he water reaches the pump and isthrown against the exterior walls of the pump by the power of the vanes which are generating the

centrifugal force. As the water circles against the outer wall" it presses down a drain" which sends

the water into the engine block. %rom there it passes into the cylinder heads" and drains back into

the radiator for the process to repeatitself.





INTA4E MANIFOLD AND EXHAUST

MANIFOLD

INTA4E





An inlet manifold or intake manifold is the part of an engine that supplies the fuel,air mixture to

the cylinders. !he primary function of the intake manifold is to evenly distribute the combustion

mixture 'or just air in a direct injection engine( to each intake port in the cylinder head's(. +ven

distribution is important to optimi-e the efficiency and performance of the engine. It may also

serve as a mount for the carburetor" throttle body" fuel injectors and other components of the

engine.





An exhaust manifold collects the exhaust gases from multiple cylinders into one pipe. +xhaust

manifolds are generally simple cast iron or stainless steel units which collect engine exhaust frommultiple cylinders and deliver it to the exhaust pipe.

EXPERIMENT NO: >

EXHAUST

INTERNAL COMBUSTION ENGINE ANDO O

http://en.wikipedia.org/wiki/Cast_iron

http://en.wikipedia.org/wiki/Cast_iron




AIM:

Study the fuel pump and inNector of a single cylinder &' stroke diesel enine.0plain the "orking of fuel pump and inNector "it diagram.


1uel /ump of single cylinder &' stroke diesel engine ()I*+OS)*-, InNector, ool

kit

CONSTRCTION AND 5OR4ING OF ?ER4 PUMP

Nerk type pump consists of a barrel and plunger. t the top of barrel adelivery valve is placed. his delivery has a relief valve and delivery valveseat. *elief valve retains its position at delivery valve seat "ith the help of a

spring tension. hus no fuel is delivered to pressure pipe "hen engine is atrest. Inside the barrel, plunger is placed. /lunger carry helical grove "hichhelps in controlling of fuel supply./lunger al"ays remain at bottom position"ith help of plunger spring and is locked in bottom position by a plunger lock.

he "hole assembly is placed inside the pump body and is suitably >ed bythe botttom plate and lock.





5OR4ING:

1uel from fuel tank, enter into pump at very lo" pressure. he fuel goes tobarrel through feed hole. 1uel inside the barrel pumped up by the plunger. heplunger is al"ays at bottom position and reciprocate inside the barrel. /lungerpump get drive from the camshaft of the engine. #hen cam hit the plunger atthe bottom, plunger moves up"ard. hus, fuel inside the barrel

pushed up "ith a Nerk due to up"ard movement of plunger and developed fuelpressure. his pressure is so high that fuel inside the barrel, lifts the relief

valve against the spring pressure.

9ence fuel is delivered to deliver pipe holder. s the fuel is delivered, pressuredropped and relief again closes the delivery valve opening "ith help of springaction. 1rom delivery pipe holder, fuel is transfered to pressure pipe.

herefore, fuel in the pressure pipe is delivered to inNector.

CONSTRCTION AND 5OR4ING OF INECTOR<ATOMISER

In an inNector, nole is held by the nole body holder. he nole carry anole valve called needle vale valve. t the top end of needle valve, spindleis placed in such a manner that spindle "ith help of pressuried spring, keep





the nole in clsed position. /ressure at needle is adNusted through thepressure adNusting scre". leak o line is also provided. he function of leako line is to returned back the etra fuel to fuel tank.

5OR4ING :

1uel under pressure entered into the inNector. 1rom inlet, it moves underpressure to nole through indicated fuel line. Fole is in closed position. hisis done due to action of spindle. he spindle under tension eerted pressure

on needle valve because of spring action. Spring presure is adNusted "ith thehelp of presure adNusting sre", it is mounted at the top of spring. #e kno"high pressure is re:uired for better atomisation of fuel. his pressure may ashigh as ;67 bar or more. he spring tension is adNusted to this desire pressure.Feedle valve bears this pressure and keep closes nole hole at thementioned pressure. 1uel under pressure keeps its supply from the pumpcontinuously. hus pressure gradually increases inside the fuel line. #hen

pressure of the fuel inside the fuel ine reaches to its desire pressure, it lifts theneedle

valve. hen fuel escape through a tiny hole provided in the nole and sprayinto the combustion chamber in atomised form. s the pressure drop, springagain pushes the needle valve do"n"ard through spindle and closes thenole.













EXPERIMENT NO: @AIM:

Study the spark ignition system of S.I. 0ngine and eplain its "orking "ithdiagram


2;V 3attery, Ignition S"itch, Ignition Coil, !istributorDC3, andSpark /lug

INDTRODUCTION:

A igniton coil is made up of primary and secondary coil.!he coil constructed with a special laminated

iron core. Around this central core" secondary winding of many thousands of turns of very fine copper is

wound. !his fine wire is covered by by a thin coating of high temperature insulating varnish. ne end of

the secondary winding is connected to the high tension terminal and other is connected to the primary

circuit wire within the coil.

/rimary winding of the coil is wrapped around the secondary coil winding. +ach end is connected to a

primary circuit terminal on the coil. /rimary winding are also insulated. !he primary winding is made up

of thick wire of copper and has very less number of turns as compared to secondary winding.





As per the circuit diagram primary terminal of the coil is connected to positive end of the battery through

ignition switch. #hile the other end of primary is connected with ground of the circuit. !hrough other

end condensor of contact breaker 'C0( is connected. ne end of Secondary coil is

connected with primary circuit of the coiland other with high tension terminal. Spark plug is connected

with this high tension terminal through wire. C0 is fixed inside the distributor and is operated by a cam.!his cam gets drive from camshaft of the engine and timed with engine compression.

5OR4ING OF SPAR4 IGNITION SYSTEM

At closed point" when ignition switch is turned on" the current flows through primary windings of the coil

to ground. #hen a current flows through a wire " a magnetic field is built up around the conductor. Since

primary coils have several hundred turns of wire windings" a strong magnetic field is produced. !his

magnetic field surrounds the secondary coil as well as primary coil. If C0 is open 1uickly then there is

1uick and clean interrution of current flow on its way to ground after passing through the coil. !his

results in collapse of magnetic field into the laminated iron core.





2uick collapse in manetic field through the primary winding cause increase in voltage of primary

windings due to self induction. As the magnetic filed collapse" it passes through the secondary winding"

producing a tiny current in each turn. !he secondary windings possess thousand of turns of wire" sincethey are in series" the voltage of each turn of wire is multiplied by the number of turns. $ence high

voltage is developed in secodary winding and this voltage is feed to spark plug. Spark plug thus ionised

this high voltage.

SPAR4 IGNITION SYSTEM










Fame various type of ear 3o. Study and eplain synchromesh type gearbo, turbocharger and clutch in automobile.


Cut Section of synchromesh gear bo, cut section of turbocharger, Clutch

INDTRODUCTION:

ear bo, turbocharger and clutch are the accessories of the engine. It helpsin smooth running of the engine or vehicle. ear bo minimise the re:uiredtor:ue and transfer the mechanical po"er to rear ale from the engine atdesire speed.

urbocharger is used to enhance the eeciency of the engine.

Clutch helps in tranmitting po"er of the engine to main shaft and disengagefrom engine "hen re:uired.

GEAR BOX

gearbo is a collection of mechanical components that deliver maimum

po"er from an engine by managing a series of gear ratios that in turn operate

transmission. hese components include% a gear selector, fork, collar, dog

teeth and a gear set.





G%#( S%.%"$(

his is a hand'operated device that allo"s a driver to choose a gear that

creates a match bet"een engine revolutions per minute (*/M- and a

particular gear ratio

F(

he fort is a connecting device that accepts for"ard and back"ard movement

bet"een the gear selector and the fork by use of a horiontal rod.

C..#(

lso kno"n as a Pdog ring,P the collar is a rotating component that slides

across a horiontal shaft connected to the carQs dierential. he purpose of the

collar is to positively engage a selected gear.

!og eeth

hese are etruded features around the collar that create a connection

bet"een collar and gear by inserting them into holes around a gear. #hen the

collarDgear combination is secured, the system creates po"er synchroniation

bet"een the engine, transmission, dierential and the >nal drive.





G%#( S%$

gear set is a collection of rotating components that engage an

engineDtransmission combination to produce a desired */M.

3asically there are three dierent types of gear bo. hey are %

2. Manual ransmission

(a- Sliding mesh or Crash mesh gear bo

(b- Constant mesh gear bo

(c- Synchromesh gear bo

;. /lanetary or 0picyclic gear bo

?.utomatic transmission

(a- 9ydraulic gear bo





(b- or:ue convertor gear bo

SYNCHROMESH GEAR BOX

In asynchromesh gear bo, primary shaft have an integral gears and al"ays incontact "ith the counter gear. Synchronising unit and sliding sleeve. Sleeveslide over spline of main shaft of the gear bo. Synchromesh unit is used totransmit po"er only in ?rd to top gear. ears on main shat have free rotationand hence does not tranfer any po"er till they engage by sleeve orsynchronising unit.

+ay shaft carry counter gear, >rst, second third and fourth gear arrangement.

5OR4ING

/rimary gear is >ed on primary shaft (Clutch shaft-. /rimary gear is made anintegral part of clutch shaft./rimary gear al"ays remains engaged "ith thecounter gear of the lay shaft. #hen engine shaft rotates, counter shaft rotatesas the primary gear of clutch shaft is inmesh "ith counter gear. It means aslong as the engine remain in running position, countershaft keeps on revolving(ecept "ithout pressing clutch pedal-. ll the po"er available on primaryshaft is transferred to lay shaftDcounter shaft through counter gear. In line "iththe clutch shaft there is another shaft called main shaft having gear of >rst,





second,third and forth gear speed. he speed gear mounted on main shaft hasfree rotation on main shaft and only "ork "hen engage through either bysleeve or synchromesh unit. #hen driver shift the gear using gear selector of desired gear arrangenet, it pushes the fork to push sleeve or synchromesh

unit to the selected gear. !oing this sleeve or synchronising unit slide overspline of main shaft and engaged "ith the selected gear. Fo" po"er oncounter shaft matched "ith gear arrangment and desire speed is available onmain shaft. 1rom main shaft,po"er is transferred to propeller shaft and frompropeller shaft to rear ale.

GEAR BOXSHFC9*OFIRIF

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MIF S91/*IM*H


AUTOMOBILE LAB



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TURBOCHARGER

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TURBOCHARGER

!urbocharger is a n accessory use to increase the efficiency of engine. A turbocharger consist of turbine

blade and impeller. 0othe impeller and turbine mounted on a same shaft. A turbocharger received power

from waist exhaust. !he turbine blades of the turbocharger is mounted on the exhaust manifold while

impeller is connected with the intake manifold. +xhaust of the engine run the turbine at very high speed

upto344444 rpm. !hus turbocharger extracts wasted kinematic and thermal energy from the high

temperature exhaust gas flow and produces power to drive impeller ,compressor. Since the power a

piston engine can produce is directly dependent upon the mass of air it can ingest" the purpose of forced

induction is to increase the inlet manifold pressure and density so as to make the cylinders ingest a

greater mass of air during each intake stroke. $ence it helps to enhance the efficiency of the engine





CLUTCH!he main function of the clutch is to engage and disengage the power of the engine from the gear box.

Documents

ICE Lab Manual