Tuesday, October 17, 2017

SPARK IGNITION ENGINE

SPARK IGNITION ENGINE

In spark ignition (SI) engines, petrol or gasoline is used as fuel, while in compression ignition (CI) engines, diesel is used as fuel. Petrol engines are lightweight and achieve higher speed. Diesel engines, on the other hand, are heavy engines and achieve lesser speeds. Other differences below:
The most prominent difference between Spark Ignition (SI) and Compression Ignition (CI) engines is the type of fuel used in each. In SI engines petrol or gasoline is used as fuel, hence these engines are also called petrol engines. In CI engines diesel is used as fuel, hence they are also called diesel engines.

Here are some other major differences between the SI and CI engines:

1) Type of cycle used: In the case of SI engines, the Otto cycle is used. In this cycle, addition of heat or fuel combustion occurs at a constant volume. The basis of working of CI engines is the Diesel cycle. In this cycle the addition of heat or fuel combustion occurs at a constant pressure.

2) Introduction of fuel in the engine: In the case of SI engines, during the piston's suction stroke, a mixture of air and fuel is injected from cylinder head portion of the cylinder. The air-fuel mixture is injected via the carburetor that controls the quantity and the quality of the injected mixture. In the case of CI engines, fuel is injected into the combustion chamber towards the end of the compression stroke. The fuel starts burning instantly due to the high pressure. To inject diesel in SI engines, a fuel pump and injector are required. In CI engines, the quantity of fuel to be injected is controlled but the quantity of air to be injected is not controlled.

3) Ignition of fuel: By nature petrol is a highly volatile liquid, but its self-ignition temperature is high. Hence for the combustion of this fuel a spark is necessary to initiate its burning process. To generate this spark in SI engines, the spark plug is placed in the cylinder head of the engine. The voltage is provided to the spark plug either from the battery or from the magneto. With diesel, the self-ignition temperature is comparatively lower. When diesel fuel is compressed to high pressures, its temperature also increases beyond the self-ignition temperature of the fuel. Hence in the case of CI engines, the ignition of fuel occurs due to compression of the air-fuel mixture and there is no need for spark plugs.

4) Compression ratio for the fuel: In the case of SI engines, the compression ratio of the fuel is in the range of 6 to 10 depending on the size of the engine and the power to be produced. In CI engines, the compression ratio for air is 16 to 20. The high compression ratio of air creates high temperatures, which ensures the diesel fuel can self-ignite.

5) Weight of the engines: In CI engines the compression ratio is higher, which produces high pressures inside the engine. Hence CI engines are heavier than SI engines.

6) Speed achieved by the engine: Petrol or SI engines are lightweight, and the fuel is homogeneously burned, hence achieving very high speeds. CI engines are heavier and the fuel is burned heterogeneously, hence producing lower speeds.

7) Thermal efficiency of the engine: In the case of CI engines the value of compression ratio is higher; hence these engines have the potential to achieve higher thermal efficiency. In the case of SI engines the lower compression ratio reduces their potential to achieve higher thermal efficiency.


Friday, July 28, 2017

STRENGTH OF MATERIAL BASICS-01


In materials science, the strength of a material is its ability to withstand an applied load without failure. A load applied to a mechanical member will induce internal forces within the member called stresses when those forces are expressed on a unit basis. The stresses acting on the material cause deformation of the material in various manner. Deformation of the material is called strain when those deformations too are placed on a unit basis. The applied loads may be axial (tensile or compressive), or shear. The stresses and strains that develop within a mechanical member must be calculated in order to assess the load capacity of that member. This requires a complete description of the geometry of the member, its constraints, and the loads applied to the member and the properties of the material of which the member is composed. With a complete description of the loading and the geometry of the member, the state of stress and of state of strain at any point within the member can be calculated. Once the state of stress and strain within the member is known, the strength (load carrying capacity) of that member, its deformations (stiffness qualities), and its stability (ability to maintain its original configuration) can be calculated. The calculated stresses may then be compared to some measure of the strength of the member such as its material yield or ultimate strength. The calculated deflection of the member may be compared to a deflection criteria that is based on the member's use. The calculated buckling load of the member may be compared to the applied load. The calculated stiffness and mass distribution of the member may be used to calculate the member's dynamic response and then compared to the acoustic environment in which it will be used.
Material strength refers to the point on the engineering stress–strain curve (yield stress) beyond which the material experiences deformations that will not be completely reversed upon removal of the loading and as a result the member will have a permanent deflection. The ultimate strength refers to the point on the engineering stress–strain curve corresponding to the stress that produces fracture.
The following are basic definitions and equations used to calculate the strength of materials.


Stress (normal)
Stress is the ratio of applied load to the cross-sectional area of an element in tension and is expressed in pounds per square inch (psi) or kg/mm2.


Load

L
Stress, σ
=


=




Area

A
Strain (normal)
A measure of the deformation of the material that is dimensionless.

change in length

Δ L
Strain, ε
=


=



original length

L





Stress Strain Curve
Stress Strain Curve

Proportional limit is the point on a stress-strain curve at which it begins to deviate from the straight-line relationship between stress and strain. See accompanying figure at (1 & 2).
Elastic limit is the maximum stress to which a specimen may be subjected and still return to its original length upon release of the load. A material is said to be stressed within the elastic region when the working stress does not exceed the elastic limit, and to be stressed in the plastic region when the working stress does exceed the elastic limit. The elastic limit for steel is for all practical purposes the same as its proportional limit. See accompanying figure at (1, 2).
Yield point is a point on the stress-strain curve at which there is a sudden increase in strain without a corresponding increase in stress. Not all materials have a yield point. See accompanying figure at (1).
Yield strength, Sy, is the maximum stress that can be applied without permanent deformation of the test specimen. This is the value of the stress at the elastic limit for materials for which there is an elastic limit. Because of the difficulty in determining the elastic limit, and because many materials do not have an elastic region, yield strength is often determined by the offset method as illustrated by the accompanying figure at (3). Yield strength in such a case is the stress value on the stress-strain curve corresponding to a definite amount of permanent set or strain, usually 0.1 or 0.2 per cent of the original dimension.


Modulus of elasticity
Metal deformation is proportional to the imposed loads over a range of loads.
Since stress is proportional to load and strain is proportional to deformation, this implies that stress is proportional to strain. Hooke's Law is the statement of that proportionality.
Stress

σ



=


=
E
Strain

ε

The constant, E, is the modulus of elasticity, Young's modulus or the tensile modulus and is the material's stiffness. Young's modulus is in terms of 106 psi or 103 kg/mm2. If a material obeys Hooke's Law it is elastic. The modulus is insensitive to a material's temper. Normal force is directly dependent upon the elastic modulus.


Proportional limit
The greatest stress at which a material is capable of sustaining the applied load without deviating from the proportionality of stress to strain. Expressed in psi (kg/mm2).


Ultimate strength (tensile)
The maximum stress a material withstands when subjected to an applied load. Dividing the load at failure by the original cross sectional area determines the value.


Elastic limit
The point on the stress-strain curve beyond which the material permanently deforms after removing the load.


Yield strength
Point at which material exceeds the elastic limit and will not return to its origin shape or length if the stress is removed. This value is determined by evaluating a stress-strain diagram produced during a tensile test.


Poisson's ratio
The ratio of the lateral to longitudinal strain is Poisson's ratio for a given material.

lateral strain
µ
=



longitudinal strain





Poisson's ratio is a dimensionless constant used for stress and deflection analysis of structures such as beams, plates, shells and rotating discs.
Aluminium
0.334
Nickel silver
0.322
Beryllium copper
0.285
Phosphor bronze
0.349
Brass
0.340
Rubber
0.500
Cast iron, grey
0.211
Steel, cast
0.265
Copper
0.340
high carbon
0.295
Inconel
0.290
mild
0.303
Lead
0.431
nickel
0.291
Magnesium
0.350
Wrought iron
0.278
Monel metal
0.320
Zinc
0.331


Bending stress
When bending a piece of metal, one surface of the material stretches in tension while the opposite surface compresses. It follows that there is a line or region of zero stress between the two surfaces, called the neutral axis. Make the following assumptions in simple bending theory:
  1. The beam is initially straight, unstressed and symmetric
  2. The material of the beam is linearly elastic, homogeneous and isotropic.
  3. The proportional limit is not exceeded.
  4. Young's modulus for the material is the same in tension and compression
  5. All deflections are small, so that planar cross-sections remain planar before and after bending.
Using classical beam formulas and section properties, the following relationship can be derived:

3PL
Bending stress, σb
=



2wt2





PL3
Bending or flexural modulus, Eb
=



4wt3y




Where:
P
=
normal force

l
=
beam length

w
=
beam width

t
=
beam thickness

y
=
deflection at load point
The reported flexural modulus is usually the initial modulus from the stress-strain curve in tension.
The maximum stress occurs at the surface of the beam farthest from the neutral surface (axis) and is:

Mc

M
Max surface stress, σmax
=


=



I

Z






Where:
M
=
bending moment

c
=
distance from neutral axis to outer surface where max stress occurs

I
=
moment of inertia

Z
=
I/c = section modulus
For a rectangular cantilever beam with a concentrated load at one end, the maximum surface stress is given by:

3dEt
σmax
=



2l2



The methods to reduce maximum stress are to keep the strain energy in the beam constant while changing the beam profile. Additional beam profiles are trapezoidal, tapered and torsion.
Where:
d
=
deflection of the beam at the load

E
=
Modulus of Elasticity

t
=
beam thickness

l
=
beam length


Yielding
Yielding occurs when the design stress exceeds the material yield strength. Design stress is typically maximum surface stress (simple loading) or Von Mises stress (complex loading conditions). The Von Mises yield criterion states that yielding occurs when the Von Mises stress, sigmanuexceeds the yield strength in tension. Often, Finite Element Analysis stress results use Von Mises stresses.
Safety factor is a function of design stress and yield strength. The following equation denotes safety factor, fs.

YS
fs
=



DS



Where YS is the Yield Strength and DS is the Design Stress

SPARK IGNITION ENGINE