International Journal of Research and Innovation on Science, Engineering and Technology (IJRISET)

International Journal of Research and Innovation in

Thermal Engineering (IJRITE)
EXPERIMENTAL ANALYSIS ON COMPRESSION IGNITION ENGINE BY USING
CONVERGENT INTAKE MANIFOLD
A Vijayakrishna1, D Jawaharalal2.
1 Research Scholar, Department of Mechanical Engineering, St. Ann's College of Engineering & Technology, Chirala, Andhra Pradesh, India.
2 Associate Professor, Department of Mechanical Engineering, St. Ann's College of Engineering & Technology, Chirala, Andhra Pradesh, India.

Abstract
Demand for petroleum product is increasing day by day however the resources are fairly limited. There is increasing in
environmental pollution specially emissionsfrom the automobile engines exhaust, in the same time every one looking for
new technology which reduces fuel consumptions and high efficiency with low emissions and eco-friendly. These types
of technology have high demand in present and future. Therefore to overcome such issues a convergent inlet manifold
is used to evaluate the efficiency and emission characteristics of the engine.
In this technology velocity of air entering into the engine cylinder is high and maximum amount is induced. In CI engine
at the time of combustion the atomization and distribution of fuel mainly depends on the swirling action of air.. By using
this type of manifold we can increase the swirling motion of air.
The main aim of this thesis work isto implement above said technology we can reduce fuel consumption, knocking and
detonation effect and also reduce the exhaust pollutants. With this experimentmanufacturers can increase thermal efficiency by providing stoichiometric ratio of air fuel mixture and also they can decrease specific fuel consumption.
A four stroke compression ignition engine with power 5 H.P and rated speed1500 rpm is selected for the present work
to investigate the performance characteristics. The Performance characteristics are calculated and compared to normal
manifold with convergent manifold.
Finally conclude that by using convergent manifold gives better results when compared to normal manifold.
*Corresponding Author:
A Vijayakrishna,
Research Scholar,Department of Mechanical Engineering, St. Ann's College of Engineering & Technology,
Chirala, Andhra Pradesh, India.
Email: avk301@gmail.com
Year of publication: 2016
Review Type: peer reviewed
Volume: III, Issue : I
Citation:A Vijayakrishna, Research Scholar "Experimental Analysis on Compression Ignition Engine By
Using Convergent Intake Manifold" International Journal of Research and Innovation in Thermal Engineering
(IJRITE),3.1(2016):112-122.
INTRODUCTION
Thermal energy or heat energy is one of the form of energy. Thermal energy is usually obtained from combustion
of chemicals it means converting chemical energy to thermal energy. Engine is a device which converts one form of
energy in to another form of energy. In an energy conversion process the conversion efficiency plays a crucial role
and it determines the efficient use of the supplied energy.
A engine that converts chemical energy of fuel into thermal energy is known as heat engine.

MAINCOMPONENTS OF ENGINE AND NOMENCLATURE:

Heat engine are highly complex machines they are hundreds of components which have to perform their functions properly to produce output. Before discussing the
working principle of this complex machine a brief description of the main engine components and the nomenclature associated with as engine are more appropriate and
are given below.
Cylinder: The cylinder of an IC engine constitutes the basic and supporting portion of the engine power unit. Its
major function is to provide space in which the piston
can operate to draw in the fuel mixture or air (depending
upon spark ignition or compression ignition), compress it,
allow it to expand and thus generate power. The cylinder
is usually made of high-grade cast iron. In some cases,
to give greater strength and wear resistance with less
weight, chromium, nickel and molybdenum are added to
the cast iron.
Piston: The piston of an engine is the first part to begin
movement and to transmit power to the crankshaft as a
result of the pressure and energy generated by the combustion of the fuel. The piston is closed at one end and
open on the other end to permit direct attachment of the
connecting rod and its free action. The materials used for
pistons are grey cast iron, cast steel and aluminum alloy.
However, the modern trend is to use only aluminum alloy
pistons in the tractor engine.
Piston Rings: These are made of cast iron on account
of their ability to retain bearing qualities and elasticity
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indefinitely. The primary function of the piston rings is

to retain compression and at the same time reduce the
cylinder wall and piston wall contact area to a minimum,
thus reducing friction losses and excessive wear. The
other important functions of piston rings are the control
of the lubricating oil, cylinder lubrication, and transmission of heat away from the piston and from the cylinder
walls. Piston rings are classed as compression rings and
oil rings depending on their function and location on the
piston.
Compression rings are usually plain one-piece rings and
are always placed in the grooves nearest the piston head.
Oil rings are grooved or slotted and are located either in
the lowest groove above the piston pin or in a groove near
the piston skirt. Their function is to control the distribution of the lubricating oil to the cylinder and piston
surface in order to prevent unnecessary or excessive oil
consumption ion.
Piston Pin: The connecting rod is connected to the piston
through the piston pin. It is made of case hardened alloy
steel with precision finish. There are three different methods to connect the piston to the connecting rod.
Connecting Rod: This is the connection between the
piston and crankshaft. The end connecting the piston is
known as small end and the other end is known as big
end. The big end has two halves of a bearing bolted together. The connecting rod is made of drop forged steel
and the section is of the I-beam type.
Crankshaft: This is connected to the piston through the
connecting rod and converts the linear motion of the piston into the rotational motion of the flywheel. The journals of the crankshaft are supported on main bearings,
housed in the crankcase. Counter-weights and the flywheel bolted to the crankshaft help in the smooth running of the engine.
Engine Bearings: The crankshaft and camshaft are supported on anti-friction bearings. These bearings must be
capable of withstanding high speed, heavy load and high
temperatures. Normally, cadmium, silver or copper lead
is coated on a steel back to give the above characteristics.
For single cylinder vertical/horizontal engines, the present trend is to use ball bearings in place of main bearings of the thin shell type.
Valves: To allow the air to enter into the cylinder or the
exhaust, gases to escape from the cylinder, valves are
provided, known as inlet and exhaust valves respectively.
The valves are mounted either on the cylinder head or on
the cylinder block.
Camshaft: The valves are operated by the action of the
camshaft, which has separate cams for the inlet, and exhaust valves. The cam lifts the valve against the pressure
of the spring and as soon as it changes position the spring
closes the valve. The cam gets drive through either the
gear or sprocket and chain system from the crankshaft. It
rotates at half the speed of the camshaft.
Flywheel: speed by carrying the crankshaft through the
intervals when it is not receiving power from a piston. The
size of the flywheel varies with the number of cylinders
and the type and size of the engine. It also helps in balancing rotating masses.

Materials used for engine parts:

S. No.

Name of the Parts

Materials of Construction

1.

Cylinder head

Cast iron, Cast Aluminium

2.

Cylinder liner

Cast steel, Cast iron

3.

Engine block

Cast iron, Cast aluminum,

Welded steel

4.

Piston

Cast iron, Aluminium alloy

5.

Piston pin

Forged steel, Casehardened steel.

6.

Connecting rod

Forged steel. Aluminium

alloy.

7.

Piston rings

Cast iron, Pressed steel

alloy.

8.

Connecting rod bearings

Bronze, White metal.

9.

Main bearings

White metal, Steel backed

Babbitt base.

10.

Crankshaft

Forged steel, Cast steel

11.

Camshaft

Forged steel, Cast iron,

cast steel,

12.

Timing gears

Cast iron, Fiber, Steel

forging.

13.

Push rods

Forged steel.

14.

Engine valves

Forged steel, Steel, alloy.

15.

Valve springs

Carbon spring steel.

16.

Manifolds

Cast iron, Cast aluminium.

17.

Crankcase

Cast iron, Welded steel

18.

Flywheel

Cast iron.

19.

Studs and bolts

Carbon steel.

20.

Gaskets

Cork, Copper, Asbestos.

WORKING OF FOUR STROKE COMPRESSION IGNITION ENGINE:

A four-stroke engine (also known as four cycles) is an internal combustion (IC) engine in which the piston completes four different strokes while revolving a crankshaft.
A stroke refers to the full travel of the piston along the
cylinder, in either direction. The four separate strokes are
termed:
1. Suction stroke or Intake stroke: With the movement
of the piston from T.D.C. to B.D.C. during this stroke, the
inlet valve opens and the air at atmospheric pressure is
drawn inside the engine cylinder. In this stroke the intake
valve must be in the open position while the piston pulls
an air into the cylinder by producing vacuum pressure
into the cylinder through its downward motion.
2. Compression stroke: This stroke begins at B.D.C, or
just at the end of the suction stroke. The air drawn at
atmospheric pressure during the suction stroke is compressed to high pressure and temperature as the piston
moves from B.D.C. to T.D.C. Both the inlet and exhaust
valves do not open during any part of this stroke
3. Expansion stroke or Power stroke: This is the start
of the second revolution of the four stroke cycle. At this
point the crankshaft has completed a full 360 degree revolutionAs the piston starts moving from T.D.C to B.D.C,
the quantity of fuel is injected into the hot compressed
air in fine sprays by the fuel injector and it (fuel) starts
burning at constant pressure. The fuel is injected at the
end of compression stroke but in actual practice the ignition of the fuel starts before the end of the compression

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International Journal of Research and Innovation on Science, Engineering and Technology (IJRISET)

stroke. The hot gases of the cylinder expand adiabaticallyThis stroke produces mechanical work from the engine
to turn the crankshaft.
4. Exhaust stroke:. The piston moves from the B.D.C. to
T.D.C. and the exhaust gases escape to the atmosphere
through the exhaust valve. When the piston reaches the
T.D.C. the exhaust valve closes and the cycle is completed.

it then enters the intake manifold before travelling down

the intake manifold runner(s) into the engine during the
induction stroke where it is mixed with gasoline either
at the bottom of the runner (where the gasoline can be
used to help cool the intake valve) or directly in the cylinder. The air is then compressed on the next stroke (compression or squeeze stroke), followed by the power stroke
where the air/fuel mixture is ignited and burned. The air
and combustion by-products are then expelled from the
engine on the exhaust stroke where it will travel down the
exhaust manifold, or header, through the exhaust piping
and muffler and back to the atmosphere [2].

Working Principle of 4-Stroke C.I Engine

In automobile racing, several rule committees overseeing

the class, such as Formula SAE, develop rules to provide
a safe environment, as well as a more level playing field.
With Formula SAE, many of the rules are intended to
challenge the designers to provide a solution, from test or
analysis, to a particularly challenging issue. One rule that
is often imposed is a restriction on the air intake diameter. The purpose of this is to limit the amount of power the
engine can produce, to reduce the speed of the vehicle,
and bring the power to more comparable levels across the
class for more equal competition. With the restricted air
intake rule, it becomes the design engineers job to maximize performance, while adhering to these rules. This is a
challenging issue due to the conflicting compromises that
must be made when designing a manifold and a problem that covers multiple engineering disciplines such as
fluids, thermal, materials, and manufacturing. A deeper
challenge comes from the very limited references available
to use in the design, and the majority of what is available
is either not for a restricted engine, is too application specific, or too condition specific such as Blairs articles on a
restricted engine where the engine speed is well above the
typical operating range [1]. The use of traditional hand
calculations becomes less insightful to the solution, because these equations all operate under the assumption
of unlimited mass air flow. Therefore, experimentation
must be done to validate the analytical solution, as well
as provide deeper insight into intake design on a restricted engine. The results from the experiments, and modern
design and analysis tools, can be used to help the design
engineer maximize engine volumetric efficiency (VE), and
therefore performance. This work is centered on Formula
SAE 7 requirements, but the theory would hold valid for
any internal combustion engine intake manifold design
where intake restriction is required. Before beginning, it
is useful to know and understand overall engine basics,
and its role in automobile racing. The air cycle of an engine officially begins at the intake, which is most often filtered to prevent debris from entering. After the air intake,
is the throttle body, which controls the amount of air allowed to enter the engine, as controlled by the accelerator, or gas pedal. In Formula SAE, and several other sanctioning bodies, the air restrictor must be downstream of
the throttle body, in this case 20mm for gasoline powered
engines. Once the air has passed through the restrictor,

Air flow through an engine

The entirety of the air cycle will affect the volumetric efficiency of the engine. How the air travels, before it enters
the engine and after it leaves the engine, has a large impact
on how well that engine performs. In the racing world, engine performance is not always about peak power or peak
torque. In road racing, especially in the restricted classes,
having a long flat torque curve is more important than
just a peak torque. This is because a flat torque curve will
provide consistent driver feedback. A driver needs predictable, preferably immediate, engine response at any
engine speed and any throttle position. That being said, in
FSAE, it is the engine design engineers job to focus on a
broad torque curve, which is directly related to volumetric
efficiency, not just a peak number.
NOZZLE INTRODUCTION
Anozzle (fromnose,meaning'smallspout')isa tube of varyingcross-sectionalarea (usually axisymmetric)aimingatin
creasingthespeedofanoutflow,andcontrollingitsdirectiona
ndshape. Nozzleflowalwaysgeneratesforcesassociatedtothechangeinflowmomentum, as we can feel by hand- holding a hose and opening the tap. In the simplest case of a
rocket nozzle, relative motion is created by ejecting mass
from a chamber backwards through the nozzle, with their
action forces acting mainly on the opposite chamber wall,
with a small contribution from nozzle walls. As important
as the propeller is to shaft-engine propulsions, so it is
the nozzle to jet propulsion, since it is in the nozzle that
thermal energy (or any other kind of high-pressure energy
source) transforms into kinetic energy of the exhaust, and
its associated linearmomentum producingthrust.
ANALYSIS OF GAS FLOW IN DE LAVAL.NOZZLES.
The analysis of gas flow through de Laval nozzles involves
a number of concepts and assumptions:
1 For simplicity, the gas is assumed to be an ideal gas.
The gas flow is isentropic (i.e., at constant entropy). As a
result the flow is reversible (frictionless and no dissipative
losses), and adiabatic (i.e., there is no heat gained or lost).
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International Journal of Research and Innovation on Science, Engineering and Technology (IJRISET)

2 The gas flow is constant (i.e., steady) during the period

of the propellant burn.
3 The gas flow is along a straight line from gas inlet to
exhaust gas exit (i.e., along the nozzle's axis of symmetry)
4 The gas flow behavior is compressible since the flow is
at very high velocities (Mach number > 0.3).
OBJECTIVE OF THE WORK
The main objective of the work is to compare the performance test on single cylinder 4 stroke diesel engine by
using convergent divergent inlet manifold and compared
with the normal manifold. Experiments are conducted by
using both types of manifold are results are discussed.
SCOPE OF THE PROJECT
Managing the supply of air to the combustion chamber
is an important process to ensure consistent and reliable
performance of modern diesel engines. Air management
encompasses all aspects that affect the quantity, composition, temperature, pressure, bulk motion and cleanliness of the combustion air at the start of the heat release
period.Comparison is made before and after the insertion
of nozzle at the inlet manifold, so that there may be an increase in thermal efficiency, decrease in specific fuel consumption and also considerable decrease in environmental effecting gases that are releasing from the CI engines
which leads to better environment.
LITERATURE REVIEW
The geometry of the nozzle in an injector plays an important role in controlling diesel spray atomization and
combustion. Several nozzle parameters such as the nozzle hole diameter, the length-to-diameter ratio, and the
roundness of the nozzle inlet will affect fuel atomization
characteristics and combustion [3, 4]. The importance of
the nozzle flow and its effects on spray atomization were
discussed by Bergwerk [5]. Internal flow phenomena such
as the velocity distribution inside the nozzle, turbulence,
and cavitation inside the nozzle can determine the disturbance level in the liquid jet at the nozzle exit initial disturbances will affect the liquid breakup, penetration, spray
evaporation, and eventually ignition and combustion. piston in a diesel engine togeth Figure 2.1 Fuel injector and
diesel spray in a diesel engine. Nozzles with large diameters are less efficient in atomizing fuel sprays compared
to those with smaller diameters. However, small nozzles
require which could reduce combustion efficiency can reduce the injection duration of small diameter nozzles by
increasing the injection velocity. The nozzle size will influence the fuel performance and emissions [9] hole diameter
on PM formation in diesel engine environments. Nozzles
with different diameters were tested in a constant volume
reduced as the nozzle diameter was reduced. Numerical
modeling using detailed also revealed that PM formation
can be closely related to the lift 10 nozzle can determine
the disturbance level in the liquid jet at the nozzle exit
initial disturbances will affect the liquid breakup, penetration, spray evaporation, and eventually ignition and
combustion. Figure 2.1 depicts a typical combustion together with a high speed image of diesel spray. Figure 2.1
Fuel injector and diesel spray in a diesel engine. Nozzles
with large diameters are less efficient in atomizing fuel
sprays compared to those with smaller diameters. However, small nozzles require a longer injection duration
which could reduce combustion efficiency [8]. High injection pressures (150 can reduce the injection duration

of small diameter nozzles by increasing the injection The

nozzle size will influence the fuelair mixing process and
therefore engine [9]. Pickett and Siebers [16] investigated
the effects formation in diesel engine environments. Nozzles with different diameters were tested in a constant volume chamber. It was found that PM reduced as the nozzle
diameter was reduced. Numerical modeling using detailed
formation can be closely related to the liftoff length of
the diesel nozzle can determine the disturbance level in
the liquid jet at the nozzle exit [6, 7]. These initial disturbances will affect the liquid breakup, penetration, spray
evaporation, and combustion chamber and a Figure 2.1
Fuel injector and diesel spray in a diesel engine. Nozzles
with large diameters are less efficient in atomizing fuel
sprays compared to a longer injection duration ures (150
200 MPa) can reduce the injection duration of small diameter nozzles by increasing the injection air mixing process and therefore engine investigated the effects of nozzle formation in diesel engine environments. Nozzles with
different formation can be reduced as the nozzle diameter
was reduced. Numerical modeling using detailed chemistry off length of the diesel 11 sprays [10]. Meanwhile, the
PMNOx tradeoff can be overcome by using high exhaust
gas recirculation (EGR) to achieve low temperature combustion. Another important characteristic of a nozzle is
the variation in the nozzle cross sectional area along its
length. This geometrical characteristic can be defined by
the conicity of the nozzle which is also called Kfactor,
K 100 fig. (2.1) where Di is the inlet diameter, Do outlet
diameter, and L the length of the nozzle. Various studies have showed that the variation in the nozzle geometry
can produce different fuel spray characteristics [3, 4, 11,
and 12]. Nurick [13] investigated the effect of nozzle inlet
geometry on the nozzle flow. It was found that cavitation
can be prevented by using a roundedge inlet nozzle with
the ratio of inlet radius to nozzle diameter (R/D) larger
than 0.14. Benajes et al. [14] conducted an experimental study to analyze the influence of different orifice geometries (conical and cylindrical) on the injection rate of
a commonrail fuel injection system. It was found that
the discharge coefficient was higher in the conical nozzle than that in the cylindrical nozzle. In addition, the
flow in the cylindrical nozzle collapsed at high injection
pressures due to cavitation that was not observed in the
conical nozzle. Literature on the effects of nozzle conicity
on spray related issues such as cavitation and injection
velocity is limited. Desantes et al. [15] tested three injector nozzles with different conicity( K = 0.2, 0, 1.1) for
cavitation under different injection pressures and ambient pressures. Fuel flow rates and momentum fluxes at
the nozzle exit were measured. The injection pressure was
varied between 2 and 160 MPa. 12 It was found that, as
Kfactor increased, the tendency towards cavitation was
reduced [15]. Cavitation was not evident for K=1.1. The
mass flow rate can be reduced due to cavitation at high
injection pressures. The momentum flux did not change
as the Kfactor of the nozzle changed, i.e., cavitation did
not influence the momentum flux. Hence, the exit velocity
was increased to compensate the reduced mass flow rate
due to cavitation.
A diesel engine (also known as a compression-ignition engine) is one type of heat engine which comes under the
category of internal combustion(I.C) engines uses the heat
of compression to initiate ignition for burning the fuel injected into the combustion chamber during the final stage
of compression. The diesel engine has the highest thermal
efficiency of any regular internal or external combustion
engine due to its very high compression ratio [17].

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In Direct injection diesel engines fuel is injected directly

onto the compressed air and gets mixed depending upon
the motion of the air in the chamber. Air is directed into
the cylinder through the inlet manifold and this air flow
is one of the important factors controlling the combustion
process. It governs the fuel-air mixing and burning rates
in diesel engines. Air enters the combustion chamber of
an I.C engine through the intake manifold with high velocity. Then the kinetic energy of the fluid results in turbulence and causes rapid mixing of fuel and air, if the fuel
is injected directly into the cylinder [18]. The increased
turbulence causes better cooling of the cylinder surfaces
thereby reducing the heat loss to the surroundings. The
heat from the cylinder walls gets absorbed by the air supplied during suction and used for reducing the delay period thereby increasing the thermal efficiency of the engine.
1A diesel engine (also known as a compression-ignition
engine) is an internal combustion engine that uses the
heat of compression to initiate ignition to burn the fuel
that has been injected into the combustion chamber.
The diesel engine has the highest thermal efficiency of
any regular internal or external combustion engine due
to its very high compression ratio. Low-speed diesel engines (as used in ships and other applications where overall engine weight is relatively unimportant) can have a
thermal efficiency that exceeds 50%. Diesel engines are
manufactured in two-stroke and four-stroke versions.
They were originally used as a more efficient replacement
for stationary steam engines. Since the 1910s they have
been used in submarines and ships. Use in locomotives,
trucks, heavy equipment and electric generating plants
followed later. In the 1930s, they slowly began to be used
in a few automobiles. Since the 1970s, the use of diesel
engines in larger on road and off-road vehicles in the USA
increased. As of 2007, about 50% of all new car sales in
Europe are diesel.
Now a days, many common rail and unit injection systems already employ new injectors using stacked piezoelectric wafers in lieu of a solenoid, giving finer control of
the injection event [19]. Variable geometry turbochargers
have flexible vanes, which move and let more air into the
engine depending on load. This technology increases both
performance and fuel economy. Boost lag is reduced as
turbo impeller inertia is compensated for. Accelerometer
pilot control (APC) uses an accelerometer to provide feedback on the engine's level of noise and vibration and thus
instruct the ECU to inject the minimum amount of fuel
that will produce quiet combustion and still provide the
required power (especially while idling). The next generation of common rail diesels is expected to use variable injection geometry, which allows the amount of fuel injected
to be varied over a wider range (Mohan raj etal, 2009),
and variable valve timing (see Mitsubishi's4N13 diesel

engine) similar to that on petrol engines. Particularly in

the United States, coming tougher emissions regulations
present a considerable challenge to diesel engine manufacturers. Ford's HyTrans Project has developed a system
which starts the ignition in 400 ms, saving a significant
amount of fuel on city routes, and there are other methods to achieve even more efficient combustion, such as
homogeneous charge compression ignition, being studied. Japanese and Swedish vehicle manufacturers are
also developing diesel engines that run on dimethyl ether
(DME) [17] some recent diesel engine models utilize a copper alloy heat exchanger technology to take advantage of
benefits in terms of thermal performance, heat transfer
efficiency, strength/durability, corrosion resistance, and
reduced emissions from higher operating temperatures.
[19] Selected a four stroke compression ignition engine
with power 9 H.P and rated speed 1500 rpm to investigate
the performance characteristics. The swirl motion of the
air is an important parameter in optimizing the performance of the engine. In order to increase the air velocity in the inlet manifold a convergent-divergent nozzle is
used. The rise in velocity with the use of nozzle generates
turbulence at the exit of the manifold which facilitates for
better combustion of injected fuel. The Performance characteristics were calculated with nozzle and without nozzle
in the inlet manifold and compared [19].
METHODOLOGY
DEFINITION OF ENGINE:
An Engine is a device which transforms are converts one
form of energy into another form. However, while transforming energy from one form to another, the efficiency of
conversion plays an important role. Normally, most of the
engines convert thermal energy into mechanical work and
therefore they are called heat engines.
Energy Conversion:
Energy conversion are energy transfer is the process of
changing one form of energy into another form of energy. Initially animals were trained to help and afterwards
the wind and the running stream were harnessed. But,
the great step was taken in which direction when man
learned the art of energy conversion from one form to another. The machine which does this job of energy conversion from one form to anotherof energyis called engine.
Definition of Heat Engine:
Heat engine is a device which transforms the chemical
energy of a fuel into thermal energy and utilizes this thermal energy to perform useful work. Thus, thermal energy
is converted into mechanical energy in a heat engine.
Heat engines can be broadly classified in to two types:
1. Internal Combustion Engines (IC Engines)
2. External Combustion Engines (EC Engines)
Classification and Some Basic Details of Heat Engine:
Engines whether internal combustion or external combustion are of two types.
(1)
(2)

Rotary Engines
Reciprocating Engines

A detailed classification of Heat Engine is given as follows.

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International Journal of Research and Innovation on Science, Engineering and Technology (IJRISET)

In consisted of a vertical cylinder having a sliding fit type

of piston explosion of a charge Explosion of a charge of
gun power in the cylinder drove the piston on its upward
stroke and the return stroke was caused by atmosphere
pressure acting on the piston and arising from the drop
of pressure in the cylinder as the gaseous products of the
explosion began to cool. The useful power was produced
on the down ward stroke of the piston and by an arrangement of ropes a loaded platform with four men on if into
the air. This engine worked with single explosive change
but it was not found possible to produce means for delivering the sequence of charges necessary for continuous
operation and controlling the rate of explosion. The difficulties prevented the development of the early concept of
an internal combustion engine.

Classification of Heat Engine

The widely used ones are the reciprocating internal combustion engine, the gas turbine and the steam turbine.
The reciprocating internal combustion engine has some
advantages over the steam turbine due to the absence of
heat exchanger in the passage of the working fluid. This
results in a considerable mechanical simplicity and improved efficiency of the internal combustion engine.
Another advantage of the reciprocating internal combustion engine over the other two types is that all his components work at an average temperature which is much
below the maximum temperature of the working fluid in
the cycle.
Further, in internal combustion engine, higher thermal
efficiency can be obtained with moderate maximum working pressure of the fluid in the cycle, and therefore, the
weight to power ratio is less than that of the stream turbine plant.
The main dis-advantages of this type of engine is the
problem of vibration caused by the reciprocating components. Also it is not possible to use a variety of fuels in
these engines. Only liquid or galleons fuels of given specification can be efficiently used. These fuels are relatively
more expensive
Historical Development:
The earliest internal combustion engine can be credited
to famous Dutch physicist Christian Huygens in the year
1680 Huygens engine employing gunpowder is shown if
figure.

Though many attempts to build internal combustion engines were made during the period 1820 to 1860 to utilize
coal gas, the next important development was the manufacture of a non-compression combustion gas engine by a
Frenchmen Lenoir in 1860. The Lenoir engine was essentially similar to a double acting stream engine in which
steam was replaced by the gas formed by the combustion
of the charge of air-gas mixture. The charge was induced
during first part of stroke and was ignited by an electric
spark. This caused rise in pressure and the products
of combustion did work on the piston for the remainder
of the stroke. On the return stroke the gasses were discharged from the cylinder. The return stroke was caused
by the energy stored during power stroke in a large flywheel. Though efficiency of Lenoirs was low because of
low expansion ratio, it was better than the efficiency of
small steam engine of those times.
All the Engines developed until 1860s provided combustion of the charge at about atmosphere pressure. In 1862,
a Frenchman Bean De Rochas wrote a paper describing
the fundamental principles for efficient operation of a piston combustion engine, which were demonstrated in a
practical engine by Otto, a German engineer. This laid
the foundation of the four stroke cylinder engine which
is used till today. The operations involved in four stroke
engine are
Stroke 1: Ignition of the charge during the outward stroke
of the piston called Suction stroke.
Stroke 2: Compression of the charge during the inward
stroke of the piston is called Compression stroke.
Stroke 3: Ignition of the charge at inward dead center,
followed by expansion during the next outward stroke of
the piston called power or expansion stroke.
Stroke 4: Exhaust during the next inward stroke of the
piston called Exhaust Stroke.
As Otto demonstrated Rochas principle in his practical
engine, thus the working cycle is named as Otto cycle.
Ottos engine can be said to have ended the period of pioneering and founded the combustion engine technology.

Huygens Engine Employing Gunpowder

Later in 1892 Rudolf Diesel developed Diesel Engine.

This engine is used throughout the world to denote compression ignition oil engines, with airless fuel injection.
This very important concept of compression ignition can
be credited to Rudolf Diesel, a German engineer. In 1892
he proposed compression on of air alone until a sufficiently high temperature was attained to ignite the fuel which
was to be injected at the end of the compression stroke.
In his first experiments he tried to inject coal dust into a
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International Journal of Research and Innovation on Science, Engineering and Technology (IJRISET)

cylinder containing air that had already been highly compressed. This mixture suddenly exploded then he switch
over to liquid fuel and achieved success after four years
of hard work. The early engines employed a compression
pressure of about 28 bar, liquid fuel, and high pressure
injection. The early engines attained a thermal efficiency
of 26.2 percent.

flange is prepared.
6.SKETCH

The slow speed diesel engines follow diesel cycle of operation, but the high speed diesel engine has a combustion
process that lies between that of the Otto engine and the
slow speed diesel engine.
Preparation of convergent nozzle

7. REVOLVE

Convergent manifold

The manifold is fixed in a 3-jaw chuck lathe machine to

perform drilling operation, in order to drill a hole at the
center of required diameter. Next taper boring operation
is performed on already drilled hole from one end by using boring tool.

8. SWEPT CUT

All the operations like facing, drilling and boring is performed by using same setup.
Preparation of convergent nozzle Flange

Convergent manifold material and Properties

In this experiment Mild Steel material is chosen and their
properties are tabulated below.

Preparation of Convergent manifold flange

By using four jaw chuck facing is performed on a flange, four jaw
chuck is used in order to grip properly.

Design and fabrication of Convergent Manifold

1.The material considered for the preparation of Convergent manifold is mild steel.
2.It is prepared with the help of 4 jaw chuck Lathe machine.
3.The first step in the preparation is drilling for the raw
material with the required diameter.
4.Then taper boring is performed from one end.
5.With proper dimensions of the experimental set-up a

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International Journal of Research and Innovation on Science, Engineering and Technology (IJRISET)

Advantages of raw material used

1. Black mild steel is produced by a hot rolling process,
and may have a scaly, rough surface. It is not precise in
its dimensions, straightness or flatness.
2. Suitable machining allowances should therefore be
added when ordering.
It does not contain any additions for enhancing mechanical or machining properties.
3. Bright drawn mild steel is an improved quality material, free of scale, and has been cold worked (drawn or
rolled) to size. It is produced to close dimensionaltolerances. Straightness and flatness are better than black steel.
It is more suitable for repetition precision machining.
4. Bright drawn steel has more consistent hardness, and
increased tensile strength.
Bright steel can also be obtained in precision turned or
ground form if desired.
EXPERIMENTAL SETUP & PROCEDURES

Diesel engine Photo with convergent manifold

Experimental Procedure
Before starting the engine, the fuel injector is separated
from the fuel system. it is clamped on the fuel injection
pressure tested and operates the tester pump. Observe
the pressure reading from the dial. At which the injector
starts spraying. In order to achieve the required pressure
by adjusting the screw provided at the top of the injector

Introduction

This procedure is repeated for obtaining the various required pressures.

The details of the experimental set up are presented in

this chapter the alternations made to the instrumentation
are also described .The experimental setup is fabricated
to fulfill the objective of the present work. The various
components of the experimental set up including modification are presented in this chapter.

As first said, diesel alone is allowed to run the engine for

about 30 min, so that it gets warmed up and steady running conditions are attained. Before starting the engine,
the lubricating oil level in the engine is checked and it is
also ensured that all moving and rotating parts are lubricated.
The various steps involved in the setting of the experiments are explained below

Diesel engine Photo with normal manifold

Experimental set up

1. The Experiments were carried out after installation of

the engine
2. The injection pressure is set at 200 bar for the entire
test.
3. Precautions were taken, before starting the experiment.
4. Always the engine was started with no load condition
5. The engine was started at no load condition and allowed to work for at least 10 minutes to stabilize.
6. The readings such as fuel consumption, spring balance
reading, cooling water flow rate, manometer reading etc.,
were taken as per the observation table.
7 After completion of test, the load on the engine was
completely relieved and then the engine was stopped.
8. The results were calculated as follows.

The experimental set up consists of engine, an alternator,

top load system, fuel tank along with immersion heater,
exhaust gas measuring digital device and manometer.
Engine:
The engine which is supplied by M/s Kirloskar Company.
The engine is single cylinder vertical type four stroke, Aircoo1ed, compression ignition engine. The engine is selfgoverned type whose specifications are given in Appendix
1.is used in the present work.

Experiment pictures

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International Journal of Research and Innovation on Science, Engineering and Technology (IJRISET)

Reasons for selecting the engine

The above engine is one of the extensively used engines
in industrial sector in India. This engine can with stand
the peak pressures encountered because of its original
high compression ratio. Further, the necessary modifications on the cylinder head and piston crown can be easily
carried out in this type of engine. Hence this engine is
selected for the present project work.

9.ALTERNATIVE FUEL TANK

10.BURETTE
11.THREE WAY VALVE
12.CONTROL PANEL
Instructions:
1. Measurement of brake power:

The engine is coupled to a generated type electrical dynamometer which is provided for loading the engine.

The power developed by the engine is measured by using electrical dynamometer. The pump is run by using
the power developed by the engine. The total power is obtained by adding pump power to the product of voltage
and current.

Fuel injection pump

2. Measurement of fuel:

The pump is driven by consuming some part of the power

produced by the engine; it will provide the required pressure to the injector. The pump is BOSCH fuel injection
pump.

The fuel flow is measured by volume through a burette

tube which is fixed between fuel tank and fuel pump. A
T-joint prepared and one side of it is connected to the fuel
measuring tube. The remaining two sides of the joints are
connected to the fuel tank and the fuel pump respectively.
Fuel flow is measured by nothing the time taken for 10cc
of fuel consumption by stop watch.

Dynamometer

Fuel injector (BOSCH)

A cross sectional view of a typical BOSCH fuel injector
The injector assembly consists of

3. Measurement of air flow:

i. A needed valve
ii. A compression spring
iii. A nozzle
iv. An injector body

Air flow is measured by using a viscous flow air meter. A

paper element filter is an integral part of the meter .The
meter consists of an orifice, the pressure drop across the
orifice is measured by manometer, is ensured that there
are no leakages in the connecting tubing.

U-tube manometer

4. Load on engine:

The one of end of the U-tube manometer is connected to

the orifice of the air tank and the other end is exposed to
the atmosphere, the manometer liquid used is water.

Initially fuel tank and auxiliary fuel tanks are filled with
right amount of required fuel. The instruments such as
NOx meter and CO/HC analyzer are connected to the exhaust pipe. The engine is started and allowed to run for
20 minutes to attain steady state condition.

Digital thermometer
It consists of a temperature sensing element connected to
the electronic digital display which is operated by battery.

5. Measurement of emissions:
Engine emissions are measured by using exhaust gas analyzer. 6. Measurement of exhaust gas temperature:
The temperature of exhaust gas is measured by using
digital electronic devices. It gives the exhaust gas temperature directly.
Experimental Procedure
Before starting the engine, the lubricating oil level in the
engine is checked and it is also ensured that all moving
and rotating parts are lubricated.
While starting the engine, the fuel tank is filled in required
fuel proportions up to its capacity. The engine is allowed
to run for 20 min, for steady state conditions, before load
is performed.

Schematic diagram of experimental setup

Various Parts of Experimental Setup

1. KIRLOSKAR ENGINE
2. ALTERNATOR
3. DIESEL TANK
4.AIR FILTER
5.THREE WAY VALVE
6.EXHAUST PIPE
7.PROBE
8.EXHAUST GAS ANALYSER

Open the cooling water valves and ensure water flows

through the engine. Start the engine and allow running
on no load conditions for few minutes. Connect gas analyzer at exhaust point to analyze emissions levels at different loads.
Load theengine by adding weights upon the brake drum
hanger and take the required observations for performance analysis. Perform same procedure for different
loads and record such observation required.

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International Journal of Research and Innovation on Science, Engineering and Technology (IJRISET)

After completion the experiment at full load condition wait

some time and replace the normal manifold with convergent type manifold and conduct same procedure from no
load to full load and record observations.
Observation table for normal manifold
S.
NO

LOAD
W1

W2

TIME
FOR10CC
FUE CONSUMP
TION

H=h1-h2
H1

H2

EXHAUST
TEMP

SPEED

Performance test Results on convergent manifold at

1500 rpm

Kg

Kg

Sec

Mm

mm

RPM

106.2

47

89

1500

2.5

1.5

84.97

48

98

1500

2.0

75.69

46

105

1500

7.5

3.0

66.50

47

114

1500

10

4.5

60.62

47

120

1500

12.5

54.51

46

127

1500

Observation table for convergent manifold

S.
NO

LOAD

TIME
FOR10CC
FUE CONSUMP
TION

H=h1-h2
H1

H2

3. BSFC decreases
4. Brake thermal efficiency Increases
5. Indicated thermal efficiency Increases from 0Kg to
6.5Kg and slightly decreases from 7.5Kg
6. Load increases and Mechanical efficiency also increases from 0Kg to 6 Kg but whereas from 7.5Kg slightly decreases.
7. Brake thermal efficiency Increases from 0Kg to 4.5 Kg
and slightly decreases from 6Kg to 7.5 kg

EXHAUST
TEMP

SPEED

S.
NO
1

LOAD

SPEED

TIME

BP

MFC

SFC

Kg

rpm

Sec

KW

Kg/hr

Kg/KW
hr

1500

135.12

0.2184

1.5

1500

85.28

0.776

0.3416

0.446

1500

78

1.553

0.3780

0.2436

4.5

1500

68.28

2.329

0.4323

0.1855

1500

63.26

3.106

0.4664

0.1501

7.5

1500

57.12

3.883

0.5168

0.1330

S.
NO

vol

Bth

A/F
RATIO

IP

ith

mech

W1

W2

KW

Kg

Kg

Sec

Mm

mm

RPM

74.63

78.6

2.45

95.1

135.12

-5

60

85

1500

73.4

30.152

62.97

3.226

78.9

24.05

2.5

1.5

85.28

-4

59

95

1500

74.63

34.7

58.5

4.003

89.5

38.79

2.0

78

-5

104

104

1500

74.63

45.64

51.21

4.779

93.6

48.73

7.5

3.0

68.28

-6

114

114

1500

72.94

51.69

46.35

5.29

96.2

53.74

10

4.5

63.26

-4

128

128

1500

73.4

55.159

42.17

5.81

95.3

57.83

12.5

57.12

-5

140

140

1500

RESULTS AND DISCUSSION

Performance test Results on normal manifold at 1500
rpm
S.
NO

LOAD

SPEED

TIME

BP

MFC

SFC

Kg

rpm

Sec

KW

Kg/hr

Kg/KW
hr

1500

86.12

0.342

1.5

1500

84.97

0.776

0.347

0.4476

1500

75.69

1.553

0.390

0.2511

4.5

1500

66.50

2.329

0.443

0.1905

1500

60.62

3.106

0.486

0.1567

7.5

1500

54.5

3.883

0.541

0.1390

S.
NO

vol

Bth

A/F
RATIO

IP

ith

mech

KW

59.9

51.93

2.8

94.8

59.9

18.92

51.23

3.57

87.2

21.7

57.8

33.72

43.98

4.35

94.5

35.67

59.9

44.45

40.09

5.12

97.8

45.4

59.2

49.53

36.11

5.6

97.4

50.39

57.84

52.63

31.67

6.16

96.3

54.69

The above table observation are given below

1. Load increases and brake power also increases.
2. Load increases and Indicted power also increases.

The above table observation are given below

1. Load increases and brake power also increases.
2. Load increases and Indicted power also increases.
3. BSFC decreases
4. Brake thermal efficiency Increases
5. Indicated thermal efficiency Increases from 0Kg to
6.5Kg and slightly decreases from 7.5Kg
6. Load increases and Mechanical efficiency also increases from 0Kg to 6 Kg but where as from 7.5Kg slightly decreases.
7. Brake thermal efficiency Increases from 0Kg to 4.5 Kg
and slightly decreases from 6Kg to 7.5 kg
CONCLUSION
The Performance characteristics of an engine with normal
intake manifold and convergent nozzle type intakemanifold were compared in the present work. Speed is constant and load varies from 0 to 7.5 kg
1. The result for the variations in the specific fuel consumption (SFC) is presented. For all the fuels the SFC
falls with increasing load.Comparison to normal manifold
specific fuel consumption is slightly decreases in convergent manifold.
2. Brake thermal efficiency gives an idea of the output
generated by the engine with respect to heat supplied in
the form of fuel. For all the fuels the brake thermal efficiency increases with load. Comparison to normal manifold values slightly increases in convergent manifold.

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International Journal of Research and Innovation on Science, Engineering and Technology (IJRISET)

3. The variation of volumetric efficiency with different

loads and constant speed is increase in convergent manifold compare to normal manifold.Volumetric efficiency is
a measure of success with which the air supply, and thus
the charge, is inducted in to the engine. It indicates the
breathing capacity of the engine.
4. The variation of exhaust gas temperature is occur due
to with different loads for various test fuels. It is observed
that the exhaust gas temperature increases with load
because more fuel is burnt at higher loads to meet the
power requirement. It is also observed that the exhaust
temperature increases at all loads. This may be due to
the oxygen content is improves combustion and thus may
increase the exhaust gas temperature.
5. Mechanical efficiency indicates how good an engine is
inverting the indicated power to useful power. The mechanical efficiency of normal manifold is less than convergent manifold for the pure diesel at full load. Because
higher fuel injection pressures increases the decrease of
atomization. The fitness of atomization reduces ignition
lag.

[11] He, L. and F. Ruiz, Effect of Cavitation on Flow and

Turbulence in Plain Orifices for High-Speed Atomization.
Atomization and Sprays. 5: p. 569-584.
[12] Knox-Kelecy, A.L. and P.V. Farrell, Internal Flow in a
Scale Model of a Diesel Fuel Injector nozzle, in SAE Paper.
1992. p. 922308.
[13]Nurick, W.H., Orifice Cavitation and Its Effects on
Spray Mixing. J. Fluids Eng, 1976. 98: p.681-687.
[14]Benajes, J., et al., Analysis of Influence of Diesel Nozzle Geometry in the Injection Rate Characteristic. J. Fluids Eng., 2004. 126: p. 63-71.138
[15]Desantes, J., et al., Experimental characterization of
outflow for different diesel nozzle geometries, in SAE Paper. 2005. p. 2005-01-2120.
[16] Pickett, L.M. and D.L. Siebers, Non-Sooting, Low
Flame Temperature Mixing-Controlled DI Diesel Combustion, in SAE Paper. 2004. p. 2004-01-1399.

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AUTHORS

[4] Su, T.F., et al., Effects of Injection Pressure and Nozzle Geometry on Spray SMD and D.I.Diesel Emissions, in
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A Vijayakrishna,
Research Scholar,
Department of Mechanical Engineering,
St. Ann's College of Engineering & Technology,
Chirala, Andhra Pradesh, India.

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D Jawaharalal.
Associate Professor,
Department of Mechanical Engineering,
St. Ann's College of Engineering & Technology,
Chirala, Andhra Pradesh, India.

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