An Experimental Study of Coolant on multi-cylinder SI Engine test rig A Case Study

Transcription

1 International Journal of Fluid and Thermal Engineering A Peer-reviewed journal IJFTE 05 (2016) An Experimental Study of Coolant on multi-cylinder SI Engine test rig A Case Study P. N. Patel 1*, N. K. Patel 2, A. S. Shah 3 1 Mechanical Engineering Department, Government Polytechnic, Valsad, Gujarat, India 2 DMechanical Engineering Department, Faculty of Technology & Engineering, The Maharaja Sayajiroa University of Baroda, Vadodara, Gujarat, India. 3 Mechanical Engineering Department, Dr. S & S S Ghandhy College of Engineering & Technology, Surat, Gujarat, India A B S T R A C T : Fuel Consumption plays an important role in automotive sector. About 30-50% friction loss in PRA system is reported from literature. This paper reports a set of experiments carried out at laboratory on developed multi cylinder engine test rig. In experiment the fabricated test rig of 800 cc multi cylinder internal combustion engine system with crank mechanism and without gear box is used. Crank shaft is coupled with induction motor to drive engine. A.C. motor with variable frequency drive is used to vary engine speed. The temperature at different locations is measured by RTD temperature sensors. Efforts are put to understand the effect of coolant by measuring temperature at various eight locations with speed from 600 rpm to 2400 rpm range. Also power consumption is measured. Performance comparison is evaluated with different coolants for one lubricant A D Publication. All rights reserved Keywords: Motorized multi cylinder Test Rig, PRA, Power consumption, Friction Loss 1. Introduction There are many parameters which reduce efficiency of Internal Combustion engine. Tribological application in design is important to reduce friction and wear through selection of lubricant and coolant. A radiator plays important role in engine performance. Engine has various moving parts. Coolant is pumped throughout the engine block with the help of radiator to absorb excess heat. There are various methods to measure piston ring assembly friction. In experiment multi cylinder motorized test rig is used for non-fired engine system of multi cylinder 800 cc engine. Also power consumption at different operating speeds is measured by running PRA system. 2. Test Rig Specifications The fabricated test rig of 800 cc multi cylinder internal combustion engine system with crank mechanism, piston cylinder head, and engine lubrication system, with engine cooling system, without gear box is used. Crank shaft is coupled with induction motor to drive the engine. A.C. motor with variable frequency drive (VFD) * Corresponding author patelpinky_2222@yahoo.com Journal access: Tel.: A D Publication. All rights reserved ID:IJFTE2016V02I Volume 2 Issue 2,June 2016

2 is used to vary the engine speed. The performance variation is measured in terms of power consumption through multifunctional wattmeter. Temperature (ºC) at different eight locations measured through RTD temperature sensors. Fig. 1 Block diagram of multi cylinder I.C. engine motorized test rig Table 1 Engine specifications Type 4 stroke Internal combustion engine No. of cylinders 3 Cylinder bore size Stroke length Piston displacement mm 72mm 796cc Compression ratio 8.7:1 Model number Max. applicable Motor output Table 2 AC Motor drive specifications VFD-XXXB 7.5 KW Rated output capacity (KVA) 13.4 Rated output current (A) Lubricant and Coolant Lubricating Oil - Shell Helix HX3 (20W50) Table 3 Location of Temperature Sensors Point Particular Point Particular T1 Bearing Temperature T5 Cylinder 1 (TDC) T2 Cylinder 1 (Center) T6 Cylinder 1 (BDC) T3 Cylinder 3 (Center) T7 Cylinder 3 (TDC) T4 Spark Plug T8 Cylinder 3 (BDC) Page 37

3 4. Experiment Procedure Table 4 Coolant Specifications No. Coolant Specification 1 Water Color colorless Easily available at low cost 2 Gulf e-cool Color Green Specific gravity kg/ltr Boiling point - 103º C ph at 30 vol % solution in water 8 Freezing point is -6º C 3 MFC antifreeze coolant Color Green High boiling point Excellent resistance to rust and corrosion 1 part of coolant in 3 part of dematerialized water The sequence of steps to conduct the experiment on multi cylinder I.C. Engine Test Rig is as follows: Select Lubricating oil and coolant. Check foundation of test rig. Check all electrical connection of test rig including VFD and watt meter etc. Switch on the power supply & set the frequency on VFD to required rpm. Now switch on the VFD, as soon as the VFD is on, the motor will start to operate engine. Initially the system is to be run for at least 5 to 10 minutes, so that the system get stabilize & the lubricating oil can reach properly up to the surface of piston ring & Cylinder liner. After getting the stable condition of the system, record the actual power consumed by the System, rpm of the system and also the temperature of different eight locations of an engine. Now for the next observation, change the frequency on VFD to change the rpm of the system and allow time to get stabilizes the system. Then further record the actual power consumed by the system, rpm of the system and also the temperature of different eight locations of an engine During changing the rpm, there is no need to switch off the power. Allow the system to reach steady state for measuring the power consumed for different revolution of the system. Then switch off the power supply & allow the system to come in rest condition. Now repeat the same procedure for measurement for other two coolants. 5. Results and Discussion The observations of power v/s engine speed under application of three test coolants are plotted in graphical way is shown below. From fig. 2, it is observed that minimum power consumed by Gulf e-cool as coolant, while maximum power is consumed by water as coolant. From fig. 3, it is observed that average minimum temp. is offered by Guli e- cool coolant and after 1500 rpm it will be better for engine. From fig 4, it is observed that water performed best till 1500 rpm and after that till 2100 rpm MFC performed best then for higher speed Gulf e- cool will be best among all. From fig.5, it is observed that water performed best up to 1500 rpm then Gulf e- Cool is good till 1800 rpm then MFC will be best for more than 2100 rpm. From fig.6, it is observed that Gulf e- cool is best till 2100 rpm then MFC will be good for higher speed. From fig.7, it is observed that Gulf e-cool is best for all speed while water is average as coolant for all speed. From fig.8, it is observed that Gulf e-cool is best till 2100 rpm then MFC will be best for higher speed. Page 38

4 5.1 Effect of coolant in Power Consumption Figure 2 Variation of power with speed for different coolant 5.2 Effect of coolant on temperature at 1 st cylinder center Figure 3 Variation of Temperature at Cylinder 1 Center with speed for different coolant 5.3 Effect of coolant on temperature at 3 rd cylinder center Figure 4 Variation of Temperature at Cylinder 3 center with speed for different coolant Page 39

5 5.4 Effect of coolant on temperature at 1 st cylinder TDC Figure 5 Variation of Temperature at Cylinder 1 at TDC with speed for different coolant 5.5 Effect of coolant on temperature at 1 st cylinder BDC Figure 6 Variation of Temperature at Cylinder 1 at BDC with speed for different coolant 5.6 Effect of coolant on temperature at 3 rd cylinder TDC Figure 7 Variation of Temperature at Cylinder 3 at TDC with speed for different coolant Page 40

6 5.7 Effect of coolant on temperature at 3 rd cylinder BDC Figure 8 Variation of Temperature at Cylinder 3 at BDC with speed for different coolant Gulf e- cool coolant offered best till 1800 rpm at all observed temperature in comparison to other lubricants, while water has offered highest temperature.mfc coolant is found better for higher speed. All coolants are available in market for common application. Thus the engine performance may vary due to use of different coolant. 5. Conclusion Following conclusions are made based on experimental results. Performance of engine can vary under different coolant application. Performance ranking of coolant are Gulf e-cool- MFC water are observed. Potential of Tribological solution is yet to be exploited. References [1] Mufti, R.A., Priest, M., Experimental Evaluation of Piston Assembly Friction under Motoredand Fired Conditions in a Gasoline Engine, ASME Journal of Tribology, Vol.127, October 2005, pp [2] Hamatake, Wakuri T., Soejima, M. And Kitahare, T., Piston Ring Friction in I.C. Engine, TribologyInternational, Vol.25, No.5, pp , [3] Hoshi, M., Reducing Friction Losses in Automobile Engines, Tribology International, Vol.17, No.4, August 1984, pp [4] Tateishi, Y., Tribological Issues in Reducing Piston Ring Friction Losses, Tribology International, Vol.27, [5] Wong, V. W. (Principal Investigator, MIT), Low Engine Friction Tribology for Advanced NaturalGas Reciprocating Engines, Advanced University Reciprocating Engine Program (AUREP), AnnualReview Meeting, July 12, 2005, Argonne, IL, pp [6] Bolander, N. W., Steenwyk B.D., Sadeghi F, and Gerber G. R., Lubrication Regime Transitions at thepiston Ring Cylinder Liner Interface, Journal of Engineering Tribology, Proc. ImechE Vol. 219,Part J, 2005, pp [7] Taylor, R. I., Lubricant, Tribology and Motorsport, Shell Globe Solutions (UK), , PP1-16 ASME Journal of Tribology, Vol.127, October 2005, pp [8] Atul S Shah, B M Sutaria, Dr. D V Bhatt, Experimental Study and Analysis Of Temperature Variation in Multicylinder Motorized Engine Test Rig Under Different Lubricants-A Case study, World Congress on Engineering,Vol II, July [9] H R Mistry, D V Bhatt, Study Of Tribological Parameters on SI Engine A Case Study, International Journal Of Advances in Engineering And Technology, July Page 41