DEVELOPMENT FOR THE

IMPROVED EFFICIENCY
OF DIESEL ENGINE

BY:-
RITU RAJ GUPTA
SANJAY KUMAR
MD. ABID NASEEM
ANAND KUMAR
Content
INTRODUCTION
FACTORS LIMITING THE EFFICIENCY
METHODS FOR IMPROVING EFFICIENCY
BENEFITS
SUMMARY
CONCLUSION
REFERENCES
Introduction
 The diesel engine is an internal combustion engine. in
which ignition of the fuel which is injected into the combustion
chamber is caused by the elevated temperature of the air in the
cylinder due to adiabatic compression.
 It works on constant pressure cycle called diesel cycle.
 The efficiency of any engine is simply calculated from the energy
of the fuel supplied per unit time to do work and the output at
the shaft of the engine after subtracting all losses.
 The input power of the fuel can be obtained from the mass of
the fuel and its calorific value.
 Simply put efficiency is Output/Input. The average ICE has an
efficiency between 20 to 30%, which is very low.
Factors affecting the efficiency
• Heat losses during cooling of engine.
• Heat losses in exhaust gases.
• Friction loss
• Transmission efficiency losses. Losses in clutches and fluid couplings,
etc.
• Losses due to incomplete and imperfect combustion.
• Loss due to braking
• Losses due to viscosity of lubricating oil.
• Compression ratio.
• Imperfect valve timing
• Losses in driving cam shafts
• Energy consumed by auxiliaries like water
pumps and oil pumps
Implementation of new concepts

 We know that actual efficiency of existing marine diesel engine is 36-42%.But this
is not sufficient , according to our presentation further development can be
done to increase it by some extent.
 This is due to the fact that only a small portion of heat generated is converted
into useful work. The remaining heat becomes waste.
 Since in general,
Efficiency=output/input
 So, to increase efficiency, we will either increase output or reduce input.
1. By Increasing the Output-
A.
B.CONCEPT OF VARIABLE GEOMETRY TURBOCHARGER.
C.BY INCREASING MEAN PISTON SPEED.
 2. By Reducing the Input-
 A.HOMOGENEOUS AIR-FUEL MIXTURE CONCEPT
 B.AIR-HYDROGEN MIXTURE
VARIABLE GEOMETRY TURBOCHARGER

 Turbocharger is a device which uses exhaust gas of engine to compress the inlet
air.
 Problems with simple turbocharger
 High A/R ratio
Having high flow capacity and capable of high boost but this turbo lags at low
rpm.
 Low A/R ratio
Having low flow capacity and not suitable for high engine rpm.
 Variable Geometry Turbocharger has got vanes which are pivoted at a fixed point
with thw help of connecting link and there links are attached to the ring.
 As the ring rotates through some angle , vanes change the gap between them
accordingly.
 Rotation of ring is controlled by actuator.
 Now, at low rpm, as exhaust comes ,these vanes are squeezed in such a way that
area b/w them reduces and hence velocity of exhaust increases forcing the
turbine to spin providing adequate boost for the engine and vice-versa.
 Benefits-
Large boost over a large range of rpm.
 Demerits-
Balancing of vanes rotation due to soot
particles.
Methods to remove soot particles-
1. water washing
2. Dry washing
INCREASING MEAN PISTON SPEED
 In this concept , we will increase mean piston speed by changing the piston
shape, design and material .
 Mean piston speed is subjected to some limitations-
 Wear and tear problems, fluctuating thermal and mechanical stresses and
improper scavenging.
 Above limitations may be removed by-
1. Introducing rotating piston:- rotation of the piston is accomplished by using
a spring loaded pawl and ratchet. It will reduce wear and the risk of seizure as
in each stroke, the piston rotates ,it introduces new oil film in every portion
.Apart from this, piston rings also rotates with the piston, thus reducing local
thermal stress and overheating. It also provides less clearance between piston
and liner and thus reduces vibration.
d 2. By proper lubrication system-to overcome the problem of wear and
tear, excessive heating and improper functioning of the engine
components, proper lubrication should be provided for that we will use
“WHITE LITHIUM GREASE”, which is useful for metal to metal friction reduction.
It protects and lubricates even at high temperature.
 N.B: It does not damage plastic, glass, rubber and metal. It has good shear
stability and does not harden or soften even under high temperature.
 3. By introducing fin design-
 Using material with high thermal conductivity like copper, aluminium.
The fins provide additional surface area for air to pass over the cylinder and
absorb heat. Thus result in lowering of overheating. We can increase the
ratio of perimeter of the cross-sectional area of the fin; therefore the use of
thin, but closely spaced fin is preferred to that of the thick ones. Having
lower value of heat transfer coefficient. It is placed on the gas side.
Homogenous air-fuel mixture compression ignition
 In this concept, we will inject mixture of air and fuel in the cylinder instead of injecting
air and fuel separately.
 When this homogenous air-fuel mixture is compressed, more proper combustion takes
place.

 BENEFITS-
-Higher efficiency due to more proper combustion.
-No fuel injector is required.
-Low emission of N0x due to cooler combustion.
 Demerits-
-Homogenous mixture burns at a small range of temperature . If temp. is less than the
lower limits , it will affect ignition performance . If it is too high , cylinder will face
problems of knocking.
 METHODS TO OVERCOME THE PROBLEMS-
In the design stage of engine ,we will have to
consider compression ratio of the cylinder
and required temp range
Ensure controlled jacket cooling with the help
of temp and flow sensors so that the adequate
temperature range may be achieved.
AIR-HYDROGEN MIXTURE
 In this concept,we will use mixture of air and hydrogen for
efficient burning of (AIR+HYDROGEN+FUEL) mixture.
 Hydrogen is obtained from electrolysis of water.
 During suction stroke, compressed air is supplied by
turbocharger and hydrogen is supplied by electrolysis kit.
Both are compressed and then fuel is injected.
 CO and THC emissions can be decreased with slight
increase in CO2 emissions with addition of hydrogen.
 BENFITS-
 Mixture can easily be ignited i.e, minimal quantity of
energy is required to ignite it.
 WASTE HEAT RECOVERY
Working fluids with zero ozone depletion potential and low global warming
potential are used to recover waste heat from cylinder jacket water of large
marine diesel engines.
Thermodynamic analysis and a finite-temperature-difference heat-transfer
method are developed to evaluate the thermal efficiency, total heat-exchanger
area, objective parameter, and exergy destruction of the system.
.
 The optimal evaporation and condensation temperatures for
achieving the maximal objective parameter, the ratio of net
power output to the total heat-transfer area of heat
exchangers, of the system are investigated
 R600a performs the best in the optimal objective parameter
evaluation followed by R1234ze, R1234yf, R245fa, R245ca,
and R1233zd at evaporation temperatures ranging from 58 °C
to 68 °C and condensation temperatures ranging from 35 °C
to 45 °C.
CONCLUSION
Hence, it is concluded that the
efficiency of the IC engine can be
improved by reasonable extent with
proper implementations of above
mentioned methodology by our
presentation. These concepts can be
implemented on large scale. These all
above suggested ideas are
convenient, economically feasible
and eco-friendly.
REFERENCES
 Thermodynamics and steam engines by R Yadav
 Diesel Engines by A.J. Wharton Engineering
 Thermodynamics by P. K. Nag Internal Combustion Engines by M.L. Mathur and R.P.
Sharma
 https://ecen.com/content/eee7/motoref.htm
 https://mb-soft.com/public2/engine.html
 https://www.fueleconomy.gov/feg/tech_adv.shtml
 www.pw.utc.com
F
THANKING YOU

ANY QUESTION