Professional Documents
Culture Documents
Execution plan
Sl.No Activities Time in
Minutes
1. To study the question paper and to choose those to attempt 5
2. Part A 2 Minutes x 10 Questions 20
3. Part B 10 Minutes x 5 Questions 50
4. Part C 20 Minutes x 5 Questions 100
5. Quick revision & Winding up 5
Time : Three hours Maximum : 100 marks
PART A (10 x 2 marks = 20 marks)
(Answer ANY TEN Questions. Each question carries 2 marks)
1. Define cubic capacity of an engine?
2. Draw the PV diagram for otto and diesel cycle?
3. Define IHP,BHP and FHP?
4. What are the advantages of two stroke engines.
5. Draw the radial engine diagram.
6. What is rich and lean mixtures?
7. Mention the types of fuel nozzles / injectors ?
8. Write short notes on biodiesels
9. What is dual fuel engine ?
10. What is the firing order for 4 and 6 cyclinder engine ?
11. How supercharging improves power output ?
12. Write short notes on parasitic losses.
13. What is GDI system ?
14. Explain valve overlapping ?
15. Shortly explain Electric vehicles.
21. a) Briefly explain the operation of two stroke SI engine with neat diagram.
(or)
b) Explain briefly the different valve arrangements.
22. a) Draw and explain the working of a S.U. carburetor.
(or)
b) Draw and explain the solex carburetor used in cars.
23. a) Explain briefly the common rail diesel injection system.
(or)
b) What are disadvantages of biodiesel? what are the modification required for using biodiesel
in existing diesel engines?
24. a) Draw the swirl pool combustion and precombustion chamber and explain.
(or)
b) Indicate the different types of Hybrid vehicles.
25. a) Draw and explain the operation of Exhaust turbo charging.
(or)
b) Explain the performance testing of automotive engines .
KEY ANSWERS FOR QUESTIONS PICA30 ALTERNATIVE FUELS FOR I.C ENGINES
PART A (10 x 2 marks = 20 marks)
(Answer ANY TEN Questions. Each question carries 2 marks)
1. What is the significance of stroke bore ratio?
The distance between the two dead centers is known as stroke or piston travel. The
stroke is usually measured in mm. The piston completes its stroke during one half
revolution of the crankshaft axle (ie. 1800 crank travel). The diameter of the cylinder is
called bore, and is measured in mm. The bore, stroke and stroke bore ratio decide the
size of the engine. When the stroke is equal to bore, the engine is called a square
engine. An over square engine has a bore large than the stroke, then the bore to stroke
ratio will be greater than one. This is the most common engine design. A large bore
and short stroke allows for higher engine speeds as is needed in an automotive engine.
An under square engine has a stroke that is large than the bore. Then the bore to stroke
ratio will be less than one. Large industrial engines and tractor engines are sometime
under square because they operate at low rpm.
X Type Engine: The design is a variation of V type. It has four banks of cylinders
attached to a single crankshaft.
Radial Engine: Radial engine is one where more than two cylinders in each row are
equally spaced around the crankshaft. The radial arrangement of cylinders is most
commonly used in conventional aircooled aircraft engines where 3,5,7 or 9 cylinders
may be used in one bank and two to four banks of cylinders may be used. The odd
number of cylinders is employed from the point of view of balancing. Pistons of all the
cylinders are coupled to the same crankshaft.
3. Define equivalence ratio ,rich mixture and lean mixture?
If the air fuel ratio, supplied to an engine is greater than the theoretical air fuel ratio, then
the mixture is said to be lean mixture. On the other hand, if the air fuel ratio supplied to
an engine is less than the theoretical air fuel ratio, then the mixture is called rich mixture.
Equivalence ratio = Stoichiometric air fuel ratio / Actual air fuel ratio
When the mixture is rich, the equivalence ratio is greater than one. When the
mixture is lean, the equivalence ratio is less than one.
5. What is TBI?
Throttle Body Injection System
Figure illustrates the simplified sketch of throttle body injection system (Single
point injection). This throttle body is similar to the carburetor throttle body, with the
throttle valve controlling the amount of air entering the intake manifold.
An injector is placed slightly above the throat of the throttle body. The injector
sprays gasoline into the air in the intake manifold where the gasoline mixes with air. This
mixture then passes through the throttle valve and enters into the intake manifold.
As already mentioned, some of the recent automotive engines are equipped with gasoline
injection system, instead of a carburetion for one or more of the following reasons:
A short reach plug can be fitted of removed form the plug hole quickly. A long reach plug
gives better heat path between the plug body and the cylinder head. If the plug reach is
too long, the plug electrodes may protrude too much into the combustion space and may
be struck by the piston at TDC. On the other hand, if the plug reach short, the plug
electrodes may not extend far enough into the combustion chamber and combustion
efficiency may get reduced. In fact, the reach of the plug depends upon the construction
of the cylinder head.
Antifreeze solutions are added to and mixed with water to prevent freezing of water. A
good antifreeze material must mix readily with water, prevent freezing of the mixture at
the lowest temperatures encountered, and circulate freely. It should not damage the
cooking system by corrosive action or loose its antifreezing properties after extended
use. The most commonly used antifreeze materials are either alcohol (or alcohol base)
or ethylene glycol.
The alcohol base materials make only temporary antifreeze solutions, since they
evaporates at temperatures below the boiling point of water and thus are gradually lost.
Such materials require periodic additions to maintain an antifreeze solution of adequate
strength.
The ethylene glycol materials are the so called permanent type, since they remain as
liquid at the boiling point of water. Permanent type antifreeze materials must be used
with air conditioned cars because, in these, under the hood temperatures are higher.
The antifreeze materials with lower boiling points will soon boil away.
Antifreeze material are mixed with water in various proportions according to the
prevailing or expected ambient temperature. The lower the temperature, the higher is the
percentage of antifreeze material to be added.
This system is used where crankcase lubrication is not suitable. In two stroke
engine, as the charge is compressed in the crankcase, it is not possible to have be
lubricating oil in the sump. Hence, mist lubrication is adopted in practice. In such
engines, the lubricating oil is mixed with the fuel, the usual ratio being 3% to 6. The oil
and the fuel mixture is inducted through the carburetor. The fuel is vaporized and the oil
in the form of mist goes via the crankcase into the cylinder. The oil which strikes the
crankcase walls lubricates the main and connecting rod bearings, and the rest of the oil
lubricates the piston, piston rings and the cylinder.
The advantage of this system is its simplicity and low cost as it does not require an oil
pump, filter, etc. however, there are certain disadvantages which are enumerated below.
1. It causes heavy exhaust smoke due to burning of lubricating oil partially or fully and
also forms deposits on piston crown and exhaust ports which affect engine
efficiency.
2. Since the oil comes in close contact with acidic vapours produced during the
combustion process get contaminated and may result in the corrosion of bearing
surface.
3. This system calls for a through mixing for effective lubrication. This requires either
separate mixing prior to use or use of some additive to give the oil good mixing
characteristics.
4. During closed throttle operation as in the case of the vehicle moving down the hill,
the engine will suffer from insufficient lubrication as the supply of fuel is less. This is
an important limitation of this system.
In some of the modern engines, the lubricating oil is directly injected into the
carburetor and the quantity of oil is regulated. Thus the problem of oil deficiency is
eliminated to a very great extent. In this system the main bearings also receive oil from a
separate pump. For this purpose, they will be located outside the crankcase. With this
system, formation of deposits and corrosion of bearings are also eliminated.
11. What are the two lubrication systems with respect to the flow of lubricant?
Full flow and partial or by pass flow pressure system
The full flow system and the partial or bypass flow system can be seen in fig. The full
flow lubrication system is one in which the entire quantity of oil delivered by the pump is
forced through the oil filter before the oil reaches the various parts of the engine. It is the
most common and widely used type. The bypass lubrication system does not filter all of
the oil that enters the engine bearings. It filters some of the extra oil not needed by the
bearings.
Full flow Lubrication system and partial (or bypass) lubrication system
This characteristic of the oil is very important at low temperature operation since
it will affect the flow in the pressure line of the lubricating system. Pour point must be at
least 15F lower than the operating temperature to ensure maximum circulation. Even at
this temperature the oil may be quite viscous so that high power may be necessary for
starting.
Surface ignition may occur before the spark plug ignites the charge (preignition)
or after normal ignition ( post ignition). It may produce a single flame or many flames.
Surface ignition may result in knock if it occurs after the spark.
Part B (5 x 6 marks = 30 marks)
(Answer all question.Each question carries 6 marks.Answer must not exceed one page)
16. What is meant by firing order? Why firing order is important? Mention the firing order for
3,4,6 cyclinder engines.
Firing order applies to multi cylinder engines. Firing order refers to the sequence
in which the charge in the various cylinders of a multi cylinder engine is burnt. In this
order, the power impulses are produced and act on the crankshaft.
In the case of an in line engine, the firing order is so chosen to fire the charge in
the various cylinders, as far as possible, at the alternate ends of the crankshaft. This
enable the crankshaft to be stressed more or less uniformly along its length during two
revolutions of the crankshaft in a four stroke multicylinder engine. Arranging the firing
order as above reduces vibration and makes the engine to run smoothly. The firing order
used in four cylinder in line engines are 1-3-4.2 or 1-2-4-3. Two firing orders used in six
cylinder in line engines are 1-5-3-6-2-4 or 1-4-2-6-3-5. The firing order for 3 cylinder in
line engine is 1,2,3.
In the case of V engines, the firing order is so chosen: (1) To alternate the firing
between the ends of the crankshaft and the cylinder block on each bank. (2) To
distribute the forces around over the engine. (3) To avoid concentrating subsequent
explosions near one location of the crankshaft.
The T-head design shown is now obsolete. The side valve, or L-head design
was quite popular up to 1960. The most popular design today is the overhead valve
design, which is also called I-head or valve in head engine. A combination of side
valve design and overhead valve design is occasionally made to give a F-head. Here
the intake valve is located in the head (over head) while the exhaust valve is located in
the block (overhead).
Most modern cooling system embody a thermostatic device which prevents the wear in
the engine jackets from circulating through the radiator for cooling until its temperature
has reached to a value suitable for efficient engine operation.
Fig. (a) shows a schematic diagram of a thermostatically controlled cooling system. Also
shown is a typical car thermostat (fig. (b). The thermostat valve is fitted between the
engine and the wax. As the temperature increases, the wax melts and valve is opened to
allow coolant to go to the radiator. Under normal operating temperatures the valve
remain open. When the temperature falls, the valve is closed bypassing the water and,
thus, cooling is automatically ceased. Fig. shows the two positions of a typical
thermostat.
The main advantage of this system is that engine warms up quickly after starting.
How ever, if the engine becomes very hot there is no method to increased cooling
action. The only alternative is to stop the engine and let it cool
To increase the rate of cooling under such situations another arrangement, shown in fig.
(a), is used. In this system shutters are provided on the radiator. These shutters may be
closed or opened automatically by a thermostat. When shutters are opened more air is
allowed to flow and, thus, more cooling can be obtained.
As the rocker arm is moved by the eccentric, the diaphragm is pulled down
against the spring tension. This movement causes a partial vacuum in the pump
chamber. Because of the construction, the deliver valve remains closed while the suction
valve opens. This admits fuel into the pump chamber. At the maximum position of the
eccentric, the diaphragm reaches the end of its stroke. After this, further rotation of the
eccentric will release the rocker arm. Now the rocker arm will simply follow the eccentric
by the action of the return spring. The diaphragm spring will now push the diaphragm
upwards and force the fuel to flow out, opening the delivery valve into the delivery tube.
Now the suction valve remains closed. This action is repeated as the eccentric revolves.
The diesel engine is characterized by its low fuel consumption, and very low
emission of CO. When the fuel injection system is correctly adjusted, HC emission is
also low. However, NOX emission of diesel engines is high.
The simplest way of reducing the NOx emission of a diesel engine is by late
injection of the fuel into the combustion chamber. This method is effective but it
increases fuel consumption, exhaust gas temperature and on engines with direct
injection, also soot emission are increased.
More effective measures for the reduction NOx are water injection and exhaust
gas recirculation. Water injection is expensive. As additional tank must be provided for
water. At temperatures below 00 C, the water must be protected against freezing. In
addition to the fuel injection system, a rust proof water injection system is required.
Diesel engines, especially under part load conditions, operate with considerable
excess air. If part of the intake air is replaced by exhaust gas then the oxygen content in
the cylinder is reduced. This delays the oxidation of nitrogen in the intake air during
combustion. In addition, the specific heat of the exhaust gases is greater than that of air.
The combustion temperature is thus reduced by the application of exhaust gas
recirculation. This also delays the oxidation of the atmospheric nitrogen. Both
processes reduce the concentration of nitric oxide. Finally, an engine with exhaust gas
recirculation emits less exhaust gas than one without exhaust gas circulation. Thus
even if the concentration of toxic substances in the exhaust gas remains unchanged, the
emission of the toxic substances is reduced.
21. a) Derive an expression for the air standard efficiency of an otto cycle?
In the air standard Otto cycle, air is compressed adiabatically and reversibly from
1 to 2. Heat is added to the compressed air during the constant volume heating process
from 2 to 3. Adiabatic reversible expansion occurs from 3 to 4. The air is finally cooled
from 4 to 1. This process returns the air to the initial condition.
P1V1 P2 V2 P3 V3
Weight of fluid (w) =
RT1 RT2 RT3
P4 V4
RT4
Heat supplied, QA = w Cv (T3 T2)
Heat rejected, QR = w Cv (T4 T1)
P4 V4 P3 V3
Work done by the fluid =
(k 1)
P2 V2 P1V1
Work done on the fluid =
(k 1)
Work output per cycle = QA - QR
QA QR T T
Cycle efficiency = 1 4 1
QA T3 T2
P1V1 P2 V2
Therefore,
T1 T2
Also P1V1k = P2V2k
1k k
V1 P2 P V
Therefore, or 2 1
V2 P1 P1 V2
k k 1
T2 P2 V2 V1 V2 V1
T1 P1 V1 V2 V1 V2
k 1
T3 V4
Similarly
T4 V3
V1
Compression ratio, r
V2
V4
Expansion ratio r(in t his case)
V3
Therefore, T2 = T1 r k-1 and T3 = T4 r k-1
k 1
1
Efficiency 1 .
r
(or)
b) An engine working on the otto cycle has a compression ratio 8.5:1 . The temperature and
the pressure out the beginning of compression is 93c and 0.93 bar respectively.The
maximum pressure in the cycle is 38 bar. Determine the pressure and temperature at all
the points of the cycle and air standard efficiency.
SOLUTION:
rk = 8.5 = V1/V2
T1= 93c
= 93 + 273 = 366 kP
P1 = 0.93 bar
= (0.93 X 100) = 93kPa
P3 = 38 bar =( 38 X 100 )= 3800 kP
To find: p & T at all points of the cycle, air standard efficiency.
Adiabatic compression:
Pressure 1-2:
P2/P1 = (V1/V2)r ; P2 = P1(V1/V2)r = 8.5 1.4 X 39
P2 = 1860.67 kPa
T2/T1 = (P2/P1)((r-1)/r )= (1860.67/93)((1.4-1)/1.4)
T2 = 366(1860.67/93)(0.4/1.4) = 366(1767.67) (0.4/1.4)
= 366(1767.67)(0.285)
T2 = 861.44k
Pressure 2-3: Constant volume heat addition.
P3/P2 = T3/T2 = (3800 P3/1860.67) = (T3/861.44)
T3 = 3800 X 861.44/1860.67 = 1759.393 K
Pressure 3-4: Adiabatic expansion.
P3V3r = P4V4r ; P4 = P3V3r/V4r = P3(1/rk)r
V3=V2 , V4=V1 = .3800 X (1/8.5)r = 189.932 KPa
P4 = 189.932 KPa.
Pressure 4-1: Constant volume heat rejection.
P4/T4 = P1/T1 ; T4 = P4T1/P1
T4 = 189.93 X 366/93 = 747.474 K
air = Q1-Q2/Q1
Q1 = Mcv(T3-T2)
Q2 = Mcv(T4=T1)
Q1 = 0.718(1759.17-861.53)
= 644.50 kj/kg.
Q2 = 0.718(747.4-366)
= 273.8452.
air = (644.50 273.8452)/(644.50) X 100
air = 57.52.
Basic cycle Works on Otto cycle or constant volume heat Works on Diesel cycle or constant pressure heat
addition cycle. addition cycle.
Fuel Gasoline, a highly volatile fuel. Self ignition Diesel oil, a non volatile fuel. Self ignition
temperature is high. temperature is comparatively low.
Introduction of A gaseous mixture of fuel air is introduced Fuel is injected directly into the combustion chamber
during the suction stroke. A carburetor and an at high pressure at the end of the compression
fuel
ignition system are necessary. Modern stroke. A fuel pump and injector are necessary.
engines have gasoline injection.
Load control Throttle controls the quantity of fuel-air mixture The quantity of fuel is regulated. Air quantity is not
introduced. controlled.
Ignition Requires an ignition system with spark plug in Self-ignition occurs due to high temperature of air
the combustion chamber. Primary voltage is because of the high compression. Ignition system
provided by either a battery or a magneto. and spark plug are not necessary.
Compression 6 to 10. Upper limit is fixed by antiknock 16 to 20. Upper limit is limited by weight increase of
quality of the fuel. the engine.
ratio
Speed Due to light weight and also due to Due to heavy weight and also due to heterogeneous
homogeneous combustion, they are high combustion, they are low speed engines.
speed engines.
Thermal Because of the lower C Because of higher CR, the maximum value of
R, the maximum value of thermal efficiency thermal efficiency that can be obtained is higher.
efficiency
that can be obtained is lower.
Weight Lighter due to lower peak pressures. Heavier due to higher peak pressures.
(or)
b) Compare and tabulate the four stroke and two stroke engines in detail.
The widely used SU carburetor with a variable jet device is shown in figure. A
plunger or cylinder integral with the air disc is rigidly attached to the piston rod. The
piston rod slides in the guide cylinder at the center of the housing. When the piston rod
moves down to its lowest position, it closes the air passage or air orifice to the throttle
barrel. The air orifice or choke is the rectangular opening of constant width and variable
height formed below the plunger. The depression in the throttle chamber is
communicated through a hole and acts on the top portion of the air disc. The
atmospheric pressure is communicated through the vent hole and acts on the bottom
portion of the air disc. Because of the difference in pressures, the air disc rises from its
lowest position and thereby changes the height of the air orifice formed below the
plunger.
It can be seen that the depression necessary to maintain the disc and the
cylinder or plunger valve from falling to their lowest position is determined only by the
weight of the plunger, air disc and piston rod assembly and the top and bottom surface
areas of the air disc. As such, this depression is a constant one.
The position which the moving members take up, and therefore the choke area,
is such that this area, when subject to the foregoing constant depression is capable of
passing the charge demanded by the engine. Remember the charge demanded by the
engine is determined by the combination of throttle (valve) opening and the rate of
engine piston displacement.
A taper needle is rigidly attached to the bottom of the moving plunger. This
needle goes inside the fuel jet tube as shown in the figure. As the plunger moves up and
down, varying fuel jet is formed by the annular space between the jet tube and the taper
needle. By this arrangement, as the plunger moves up and down, the air flow area and
the fuel flow are altered.
Fig. SU Constant Vacuum Carburetor
When the needle is ground to the proper profile, the jet area will be correctly
related to the choke (air orifice) area for all positions of the moving plunger and thereby
ensures correct mixture (both in quality and quantity) flow to the engine. It should be
remembered that in general, the profile of the needle will not be a straight taper, and any
desired air fuel mixture relationship (ratio) can be obtained by a suitable choice of the
needle profile.
The clamping screw fixes the jet needle to the bottom of the plunger. The jet
needle can be rised or lowered to some extent in the hole within the plunger and
clamped. This also helps to vary the mixture strength.
Provision is also there for raising or lowering the jet tube relatively to the needle
by means of a lever (not shown in the figure). This lever can be operated from the
dashboard. By this means, the mixture can be weakened or enriched throughout the
operating range. The jet tube is usually lowered to ensure rich mixture supply which is
required for cold starting.
Light springs are used above the disc in some horizontal models, to compensate
for the lighter weight of the aluminium alloy used for the air disc assembly.
In some designs the piston rod is made hollow, and the dash pot damper device
is incorporated within it. The damper device checks the rise of the air disc on sudden
opening of the throttle. This delay results in enrichment of the mixture strength as in a
fixed choke carburetor.
(or)
b) Draw and explain a constant choke carburetor used in modern automobiles?
Solex Carburetors
The solex carburetor is famous for its case of starting, good performance and reliability.
It is made in various models and is used in many automobile engines. The solex carburetor as
shown in figure is a downdraught carburetor. This has the provision for the supply of richer
mixture required for starting and weaker mixture during cruising the vehicle. It consists of
various fuel circuits such as starting, idling or low speed operation, normal running, acceleration,
etc.
Figure gives the line sketch of a solex carburetor. It incorporates a device called bistarter
which is unique for this carburetor. This device is very useful for cold starting of the engine. The
various components and the circuits for air and fuel are explained below for various ranges of
operation.
Normal Running: A float (1) with a tapered needle valve at the top face of the float is
fixed in the float chamber. This tapered valve takes care of the level of fuel in the float chamber.
The main metering jet (2) supplies fuel and the air comes through the venturi (3). The fuel from
the main jet goes into the well of the air-bleed emulsion system. The emulsion tube has lateral
holes (4) as shown in the figure. Air correction jet (5), calibrates the air entering through it and
ensures automatically the correct-balance of air and fuel. The metered emulsion of fuel and air
is supplied through the spraying orifice or nozzles (6). These nozzles are drilled horizontally in
the vertical stand pipe in the middle of the choke tube or the venturi. The conventional butterfly
valve throttle valve is shown by (7).
Cold Starting and Warming: The uniqueness of solex carburetor is the incorporation of a
Bi-Starter or a progressive starter. The starter valve is in the form of a flat disc (8) with holes of
different sizes. These holes connect the starter gasoline jet (9) and, starter air jet sides, to the
passage which opens into a hole just below the throttle valve at (10). Smaller or bigger size
holes come opposite the passage depending upon the position of the starter lever (11). The
starter lever is operated by flexible cable from the dash board control. Initially, for starting richer
mixture is required and after the engine starts, the mixture has to be progressively leaned. In the
start position bigger holes are in operation. The throttle valve being in the closed position, whole
of the engine suction is applied to the starting passage (11), inducting gasoline from jet 9) and
air from jet (10). The jets and passages are so shaped that the mixture provided to the
carburetor I rich enough for starting.
Idling and Slow Running: From the well of the emulsion system a hole leads to the pilot
jet (13). During idling, the throttle is practically closed and therefore the suction created by the
engine on suction stroke gets communicated to the pilot jet(13). Fuel is inducted from there and
mixed with little quantity of air coming from the small pilot air-bleed orifice (14). This form an
emulsion which is sent down the vertical tube to below the throttle valve, but through the idling
volume control screw (15). The idle running adjustment is done by the idle adjustment screw
(15). The idling speed can be thus varied and set to a desired value.
In order to change over smoothly from the idle and low speed operation to the main jet
operation without a flat spot, there is a by-pass orifice (17) on the venturi side of the throttle
valve. As the throttle is opened, the suction at idle port (16) is reduced. But the suction pressure
is exerted at a slow speed opening (17). This off sets the reduction of suction at the idle port
(16). Thus flat spot is averted.
The constant pressure common rail system was developed by M/S. Vickers company.
The basic elements of BICERA common rail system and the CUMMINS PT common rail fuel
injection system can be seen in fig. This system consists of a high pressure pump which
distributes fuel to a common rail or header to which each injector is connected. A spring loaded
bypass valve on the header maintains a constant pressure or 330 to 530 kscm in the system
and returns all excess fuel to the supply tank.
The fuel injectors are operated mechanically. The metering and timing of fuel injection
are accomplished by the spray valve. The amount of fuel injected into the cylinders is controlled
by the lift of the needle valve in the injector. The duration of injection depends on the length of
time the valve is off its seat. The quantity of fuel injected depends on the duration, size and
number of holes in the nozzle tip and fuel pressure and air pressure in the cylinder.
The nozzles must therefore be closely matched to ensure equal distribution among the
cylinders. The common rail system tends to be self governing. That is if the speed falls, an
increased quantity of fuel is injected (since more time is now available). Remember, the supply
pressure is independent of engine speed.
25. a) Explain turbocharger with a neat sketch.
During engine operation, hot exhaust gases blow out through the exhaust valve
opening into the exhaust manifold. The exhaust manifold and the connecting tubing
route these gases into the turbine housing. As the gases pass through the turbine
housing, they strike on the fins or blades on the turbine wheel. When the engine load is
high enough, there is enough gas flow and this makes the turbine wheel to spin rapidly.
The turbine wheel is connected to the compressor wheel by the turboshaft. As such, the
compressor wheel rotates with the turbine. Compressor wheel rotation sucks air into the
compressor housing. Centrifugal force throws the air outward. This causes the air to
flow out of the turbocharger and into the engine cylinder under pressure.
In the case of turbocharging, there is a phenomena called turbolag. It refers to
the short delay period before the boost or manifold pressure increases. This is due to
the time the turbocharger assembly takes the exhaust gases to accelerate the turbine
and compressor wheel to speed up.
(or)
b) Draw and explain the working of a hybrid vehicle .
In a parallel hybrid system, figure the electronic power management system can be
employed to switch the drive from the batteries
Figure: In the series hybrid system, the motor drives the generator which powers the motor
that drives the wheels
The parallel hybrid drive is so called because, under appropriate conditions, both the engine
and the electric motor simultaneously drive the wheels alone, over to combined battery and
electric drive for acceleration or climbing hills. The diesel or gasoline engine can be stopped for
operation at light load, and automatically started again when either the batteries must be
recharged or the torque output has to be supplemented by either direct power form the
generator, or by power from both the batteries and generator or internal combustion engine, or
even from all three simultaneously.