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ABSTRACT

The final year project provided for us in ASHOK
LEYLAND, is in the engine assembly shop. This project
concerns with increasing engine output power,
compressor life and fuel efficiency.

Due to the continous running of air compressor in
engine. There is an undesirable loss in the engine output
power. Hence our objective is to find the solution for
saving the engine output power by effective usage of
compressor.




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PROFILE OF ASHOK LEYLAND
For over five decades, Hinduja Groups main flagship,
Ashok Leyland has been a major presence in India's Commercial
Vehicle industry. The Companys product range spans from 7.5
T GVW to 49T GTW in goods transport and from 19 seaters to
80 seaters in passenger transport, apart from a host of special
application vehicle and diesel engines.

Served by its own comprehensive R&D base, complemented by
collaborations with global technology leaders, Ashok Leyland
has established a tradition of technological leadership and a
strong reputation for product reliability. The history of the
Company has been punctuated by a number of technological
innovations, which have since become industry norms. It was
the first to introduce multi-axled trucks, full air brakes and a
host of innovations like the rear engine and articulated buses in
India. In 1997, the Company launched the countrys first CNG
bus. In 2002, the first Hybrid Electric Vehicle. In 2006, the first
common rail engine capable of complying with Bharat Stage IV
emission norms was launched and in 2008, it developed the

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country's first H-CNG engine. HYBUS, a CNG Hybrid Plug-in
bus, was developed in 2010.

With seven manufacturing locations at Chennai, Hosur
(three plants), Alwar, Bhandara and Pantnagar, the Company
has an annual production capacity of 1, 50, 000 vehicles. An
integrated chassis and bus assembly plant in Ras-al-Khaimah in
the Middle East is scheduled to commence production soon.
In 2009-10, the Companys turnover stood at Rs.
7,244.71crore with sales topping 63,926 vehicles. Ashok
Leyland has an unbroken track record of profitability since
inception.
AVIA Ashok Leyland Motors in Prague is the
Company's beach head in Europe which produces and markets
the famous D-Line series of trucks in Hungary, the UK, Ireland,
Spain and Slovakia in addition to the Czech Republic. In 2008,
the Company formed Albonair GMBH in Germany focusing on
development, production and sales of exhaust after-treatment
systems.

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Ashok Leyland vehicles are exported to over 20 countries
worldwide. Significant presence is still maintained in Sri Lanka,
Mauritius and the Middle East.
Ashok Leyland offers design and engineering services
under the brand name Defiance. Through Defiance
Technologies, it provides end-to-end solutions in the space of
design, development, prototyping, testing and validation. In the
US, Defiance Testing & Engineering delivers high-end testing
capabilities and along with Defiance Tech offers integrated
Engineering Manufacturing Enterprise (EME) solutions.
Its other associates companies include Automotive
Coaches & Components Limited (ACCL) which offers an
extensive range of fully-built vehicles including tippers, tip-
trailers, bulk pressure tankers and transit mixers, while Hinduja
Foundries Ltd. (HFL) has now emerged as India's largest
automotive jobbing foundry.
Committed to Total Quality Management, Ashok
Leyland is the country's first automotive manufacturer to obtain
the coveted ISO 9002 certification followed by the more
comprehensive ISO 9001:1994 certification, QS 9000 (1998)

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and ISO 14001(2001). Ashok Leyland is also the first
automobile company in India to receive the world-renowned TS
16949 Corporate Certification in 2006. These are major
milestones in the Company's TQM journey.
Making all this happen is a team of 13,000 who master
the ever-changing technologies and market environment, in a
culture of continuous learning. Employee participation is central
to the all-round gains in internal efficiencies the Company has
achieved as it evolves as a global player in Commercial
Vehicles.

JOINT VENTURES
To avail the advantages of diversification and reap the benefits
of entering profitable adjacencies, Ashok Leyland have forged a
series of 50:50 Joint Ventures with various global leaders.
1.Nissan
To fill a significant gap in their range, Ashok Leyland joined
hands with Nissan Motor Company, Japan, to develop and

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manufacture Light Commercial Vehicles, under both the Ashok
Leyland and Nissan brands, in the 2.5 to 7.5 tone segment. The
Joint Venture resides in three separate companies for Vehicle
Manufacturing, Power Train Manufacturing and Technology
Development. The first offering from this stable, the 2.5 tonne
DOST, has just hit the Indian market
2.Deere
With their Joint Venture with John Deere, USA, they aim to
seize the opportunities of the robustly growing construction
equipment sector with products like Backhoe Loaders, Four-
wheel-drive Loaders, Skid Steers and Excavators under both the
Ashok Leyland and John Deere brands
3.Automotive Infotronics
This is a Joint Venture with a German company to design,
develop and adapt infotronics products and services for
automotive customers and meet the requirements of their
vehicles .



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4.Ashley Alteams
Their Joint Venture with the Alteams Group, Finland is in the
business of producing High Pressure Die Casting (HPDC)
aluminum components pre-dominantly for telecommunications
and automotive sectors.
5.Green Mission
Much before emission regulations came, R&D
engineers in Ashok Leyland have been addressing the twin
concerns of fuel-efficiency and emissions. In 1997, when the
Company launched the country's first CNG bus, India became
one among a handful of countries to tame Compressed Natural
Gas to power commercial vehicles. The Company's CNG-run
bus is a non-polluting, eco-friendly signpost with a great
promise. Mumbai's BEST and the Delhi Transport Corporation
run Ashok Leyland's CNG buses. As on date, more than 2,500
of these CNG buses are on road. In 2002 yet another frontier
technology was conquered when the Company unveiled Indias
first Hybrid Electric Bus.

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The Companys all-India customer base is served through an
all-India sales and service network, supplemented by over 250
Service points. The parts operation, to ensure availability of
genuine spares to the customers, is supported by 15 warehouses.
A unique facet of after-market support to its customers is the
Ashok Leyland Driver Training Centre at Namakkal, in the
heartland of trucking in South India. Established in 1995, this
state-of-the-art school has comprehensive training facilities
including a 2.5-km driving range, and imparts wholesome
training to drivers for life on and off the road: scientific driving
techniques apart, the curriculum includes health care, AIDS
awareness and yoga. Special programs are also conducted for
drivers engaged in the transportation of hazardous goods. A
Driver Training Institute has been recently established at Burari
near Delhi as a joint venture with the Government of NCT of
Delhi.
INFRASTRUCTURE
The origin of Ashok Leyland can be traced to the urge for
self reliance, felt by independent India. Pandit Jawaharlal Nehru,
Indias first prime minister persuaded Mr. Raghunandan saran,

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an industrialist, to enter automotive manufacture. In 1948,
Ashok motors was set up in what was then madras, for the
assembly of Austin cars. The companys destiny and name
changed soon with equity participation by British Leyland and
Ashok Leyland commenced manufacture of commercial
vehicles in
Since then Ashok Leyland has been a major presence
in Indias commercial vehicle industry with a tradition of
technological leadership, achieved through tie-ups with
international technology leaders and through vigorous in-house
R&D.
SHOPS IN ENNORE PLANT:
The Ennore plant has been divided into seven shops and
one separate shop for heat treatment process. It is detail below.
SHOP 1:
In this shop, the chassis assembly, gear manufacturing
and gear box assembly works are processed.


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CHASSIS ASSEMBLY:
Chassis assembly is another divisional operation
processing here. For that, parts are coming from other shops the
parts such as frame, front axle, rear axle, engine, propeller shaft
and steering gear boxetc., the parts such as spring, exhaust
pipes, fuel tanks, radiators, tires are out sourced. After assembly
all the parts the fuel tanks in the chassis is filled by fuel. And
some parts of the joints is oiled and greased according to their
requirements. After this all the chassis are sent to PDI
department (pre delivery inspection department).
GEAR MANUFACTURING:
A separate division is made for gears manufacturing. Bevel
gears, pinion fears, Trunion gears are the gears manufacturing
here. These types of gears are the parts of the rear axle. Some of
the gears like timing gear. Spiral gear and power steering gears
are also manufactured here.
ZF GEAR BOX:
Here in shop 1 ZF gear box assembly is also done and the
required machining for the gears is done here itself, the

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components used for gear box are synchro pack, reverse idler,
synchro hub, input shaft, sliding sleeve, chamber consists of
booster and shock absorber, steering gear, fuel tank, engine
mounting, air and fuel piping, propeller shaft, ace link assembly,
exhaust piping, radiator, tyre mounting, oiling differential and
gear box, fuel indicator, front end structure and bumper.
SHOP 2:
This shop is known as engine shop. Because here the
entire engine requirement are fulfilled. The sub engine parts
such as camshaft, cylinder head, crankcase and connecting rod
are manufactured here each has separate division. The engines
are assembled in a separate division called engine assembly
shop. The process carried out in this shop is depicted with block
diagram later. It is a fully air- conditioned and built inside the
shop 2 only. Assembly of engine is done here.
SHOP 3:
Frame assembly and the fabrication of required materials
for assembling the frame are processed here. Plate cutting, hole

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punching and folding are the operations carried out in this
division.
Standard dies are used for folding the plate, an electric riveting
machine is used to rivet the cross members. And these cross
members and accessories are getting assembled in the assembly
section called frame assembly section. Hub with eight and ten
bolts are machine and steer lever machining is also done in shop
3.
SHOP 4:
Front and rear axles are assembled here, so this shop is
called by axle assembly shop. Special conveyors are used to
transfer the axles between the processing stages. The 2 types of
axles are processed in separate divisions. The front axles are
assembled in the separate divisions and the rear axles are
assembled in another division called rear assembly.
SHOP 5:
This shop manufactures cam shaft, crank shaft casing and
crank shaft for euro engines, where the process in manufacturing
the parts is similar to that of shop 2, the only difference is that

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all the process is done in CNC machines and automation for
loading and unloading using mechatronics system.
SHOP 6:
In this shop, engine assembly is done is for models like
HINO and NEPTUNE, these engines are produces according to
EURO III, EURO IV and EURO V emission norms. These are
the advanced models that are for protecting our envierionment.
Neptune engine is the indigenous design of Ashok Leyland
suitable for high load applications giving a power output of 320
hp.
SHOP 7:
In this shop is the most sophisticated shop, where all the
operations are done by fanuc robots, from loading to machining
to unloading all the processes are taken care by the robots. In
this shop the axle beam and crank shaft is machined.




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OTHER DEPARTMENTS AND SHOPS
The other departments and shops are
Heat Treatment
Metrology department
Tool Ware house
Tool Room
Standard Room, and three maintenance departments
Electrical Maintenance Department
Machine Tool Repair Department
Mechanical Maintenance









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COMPRESSOR

INRODUCTION
It was in the 17
th
century we found that air possess weight.
It was at the time air was stated as a compressible fluid.
Early documentations suggest that compressed air was used
in reed type wing instruments which later became the pipe
organ.
First air compressor was designed in U.S in the year 1865.

THEROY OF AIR COMPRSSOR
Air has weight and is weight over a confined area
determines the pressure at that area.
At sea level and under average temperature and moisture
conditions, a one square inch column of air extending up to the
uppermost limit of the atmosphere weights about 14.7 pounds.

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Consider a confined volume of fluid namely air. Its
molecules are widely distributed throughout the volume and are
widely separated to their size.
This results in certain pressure over the confined volume
When the molecules are actuated at high velocity they
collide with each other abruptly and hence create higher
pressure, this high pressure is called as compressed air.

PURPOSE OF AIR COMPRESSOR
Purpose of air compressor is to compress air from initial
pressure or suction pressure to a final or higher discharge
pressure.
Compression of air to adequate higher pressure is necessary to
perform operational functions
Transmission-move gas from place to place or from one part of
a process operation to another
Recovery- mixture of air remaining after separating condensable
component are compressed for further liquification.

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Air compression-conveying, for power tools, process
operations,.



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USES:
The air compressor seen by the public are used in 5 main
applications:
To supply a high pressure clean air to fill gas cylinders
To supply a moderate pressure clean air to supply air to a
submerged surface supplied diver
To supply a large amount of moderate pressure air to power
pneumatic tools
For filling tyres.
To produce large volumes of moderate pressure air for
macroscopic industrial processes (such as oxidation for
petroleum coking or cement plant bag house purge systems).






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WORKING PRINCIPLE OF COMPRESSOR

Individual air always travel at high speed, at normal
temperature they strike against the wall of an enclosing
vessel and produce what is known as pressure.
When heat is added, the molecules even travel faster, so
they hit the containing walls of the vessel harder and more
often. This shows up as greater pressure.
If the enclosing vessel is fitted with the piston so that the
gas can be squeezed in to a smaller volume, molecule travel
is restricted .The molecules hit the walls with greater
frequency results in increased pressure.
The moving piston also delivers energy to the molecules,
causing them to move with increased velocity
As with heating, this results in temperature increase.
Further, more all the molecules have been forced in to a
smaller space, which results in an increased number of
collisions on a unit area of wall. This, together with the
increased molecule velocity results in increased pressure.

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The compression of air to higher pressure can result in very
high temperature creating problems in compressor design.
All basic compressor elements, regardless of type, has
certain limiting operating conditions.
Basic elements are single stage, when a temperature
limitation is involved it becomes necessary to multistage
compression process.










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MAJOR DESIGN CLASSIFICATION

There are two major design classification of compressor
1. Positive displacement
2. Dynamic displacement

POSITIVE DISPLACEMENT
In the positive displacement compressor, successive
volumes of air are confined within a closed space and pressure is
increased by reducing the volume of space.
Two types of positive displacement compressors
1. Rotary compressor
2. Reciprocating compressor





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ROTARY COMPRESSOR
Rotary screw compressors work on the principle of air
filling the void between two helical mated screws and their
housing.
As the two helical screws are turned, the volume is reduced
resulting in an increase of air pressure.
Most rotary screw compressors inject oil in to the bearing
and compression area.

The reasons are for cooling, lubrication and creating a seal
between screws and the housing wall to reduce internal leakage.

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After the compression cycle, the oil and air must be
separated before the air can be used by the air system.

RECIPROCATING COMPRESSOR
Reciprocating or piston compressors are the most common
machines available on the market.
They are positive displacement compressors and can be
found in ranges from fractional to very high horsepower.
Positive displacement air compressors work by filling an
air chamber with air and then reducing the chambers volume.
Reciprocating compressors work in a very similar manner as
does as internal combustion engine but basically in a reverse
process
They have cylinders, pistons, crankshafts, valves and
housing blocks.

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RECIPROCATING COMPRESOR PRICNIPLE
ELEMENTS
However in automobile applications reciprocating
pumps are used. Reciprocating compressor uses automatic
spring loaded valves which open only when the proper
differential pressure exists across the valve.

Principle elements of a reciprocating compressor are
Cylinder, heads, pistons, inlet and discharge valves
Power transmitting parts such as crank shaft, cross
heads, con rods, fly wheel
Lubricating system.

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SCHEMATIC OF A RECIPROCATING COMPRESSOR

LAY OUT OF RECIPROCATING COMPRESSOR



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Operations:
Inlet valves open drawing in gas when the pressure in the
cylinder is slightly below the intake pressure.
During the compression stroke the inlet and discharge
valves are closed until the pressure in the cylinder is slightly
above the discharge pressure.
The discharge valves open and the gases flow out until the
discharge stroke is completed.
As the piston moves back in the expansion stroke, both the
inlet and discharge valves remain closed.
The gases trapped in the clearance space increase in
volume causing reduction in pressure.
When the pressure in the cylinder once again is slightly
below the inlet pressure, the inlet valves open drawing in gas the
compression cycle is repeated.




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DRYING AND DISTRIBUTION UNIT (DDU)
Drying and distribution unit (DDU) combines the function
of the Air dryer with an unloader valve, a purge tank and a
Quadruple System Protection Valve (QSPV).



Features
The special features of DDU are listed below
Air Drying Removes moisture completely from the
compressed air
Unloading Regulates system pressure by exhausting the air
delivered to the compressor, to the atmosphere when system

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pressure is increases; and allows re-charging of the system when
the system pressure reduces.
Safety Valve In case of any malfunctioning of the unloader
valve, it protects the compressor and system by blowing off the
excess pressure. This device is integrated with the unloader
valve mechanism.

Quadruple System Protection Valve (QSPV) This function
is integrated into the DDU, which protects the healthy circuits of
the air brake system, in case of failure in one of the circuits. The
non-return valves in this portion prevents back flow of stored
compressed air upstream.
Tyre inflator (Optional feature) This device helps for
inflation of the vehicle tyres.
Purge tank This tank which is integrated with the DDU stores
dry air for regeneration of the desiccant bed.



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Benefits
Eliminates need of separate purge tank and associated
pipeline, fittings and fasteners
Eliminates need of separate QSPV in the system.
Integration of purge tank and QSPV simplifies piping in
chassis and leads to the ease of fitment
Integrated mounting bracket provided on the DDU body
eliminates the need for a separate mounting bracket used
currently for air dryer fitment.

Application
Medium and heavy duty commercial vehicles
Buses and trailers







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INTRODUCTION ABOUT VALVES
The pneumatic energy is regulated and controlled by
pneumatic valves. Valves are sub-grouped as seat valves. Both
these types of constructions are frequently in pneumatic valves.

TYPES OF VALVES
Valves are divided into four major groups:
1. Direction control valves
2. Flow control vales
3. Pressure control valves
4. Non-grouped as seat valves
5. Sliding or spool valves

VALVES ACTUATION
Valves are actuated in various method
1. Manually operated
2. Mechanically operated

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3. Electrically operated
4. Pneumatically operated

PNEUMATIC CONTROLS
To control the to and fro motion of an pneumatic
cylinder, the air energy has to be regulated, controlled, and
reversed with the predetermined sequence in a pneumatic
system. Similarly, one may have to control the quantity of
pressure and flow rate to generate the desired level of force an d
speed of actuators and flow rate to generate the desired level of
force and speed of actuators. To achieve these function valves
are used. Valves are fluid power elements used for controlling
and regulating the working medium. The compressed air in the
case of a pneumatic system. Broadly valves are used to,

Start and stop pneumatic energy
Control the direction of flow of compressed air
To control the flow rate of compressed air and
Control the pressure rating of the compressed air

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There are various types of valves available in the family of
compressed air system, but according the their main functions
they may be divided into four broad groups
Directional control valves
Directional control check valves or non return valves
Flow control valves
Pressure control valves
According to their construction, valves may also be divided into
two groups

Seat type
Spool type







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INTRODUCTION TO SOLENOID
A solenoid is a coil wound into a tightly packed helix. In
physics, the term solenoid refers to a long, thin loop of wire
often wrapped around a metallic core, which produces a
magnetic field when an electric current is passed through it.
Solenoids are important because they can create controlled
magnetic fields and can be used a electromagnets. The term
solenoid refers specifically to a magnet designed to produce a
uniform magnetic field in a volume of space. The term solenoid
may also refer to a variety of transducer devices that convert
energy into liner motion. The term is also often used to refer a
solenoid valve, which is an integrated device containing an
electromechancial solenoid which actuates either a pneumatic or
hydraulic valve, or a solenoid switch, which is a specific type of
relay that internally uses an electromechanical solenoid to
operate an electrical switch for eg., an automobile starter
solenoid, or a linear solenoid, which is an electromechanical
solenoid.



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SOLENOID OPERATED VALVE
A solenoid valve is an electromechanical valve for use with
liquid or gas. The valves is controlled by an electric current
through a solenoid in the case of a two-port valve the flow is
switched on or off in the case of a there port valve, the outflow
is switched between the two outlet ports. Multiple solenoid
valves can be placed together on a manifold.
The solenoid converts electrical energy in to mechanical
energy which, in turn, open or closes the valve mechanically.

PRICIPLE OPERATION OF A SOLENOID
VALVE

A solenoid valves is an electromechancial valve for use
with liquid or gas. The valves is controlled by an electric current
through a solenoid. In this case of a two-port valve the flow is
switched on or off. In the case of a there port valves, the outflow
is switched between the two outlets ports. Multiple solenoid
valves can be placed together on a manifold.

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Solenoid valves are the most frequently used control elements in
fluids. Their tasks are to shut off, release, dose, distribute or mix
fluids. They are found in many applications areas. Solenoids
offer fast and safe switching, high reliability, long service life,
good medium compatibility of the materials used, low control
power and compact design.
Besides the plunger type actuator which is used most frequently,
pivoted-armature actuators and rocker actuators are also used.
A solenoid valves has two main parts. The solenoid and valve.
The solenoid converts electrical energy into mechanical energy
which, in turn, opens or closes the valve mechanically. A direct
acting valve has only a small flow circuit, shown within section
E of this diagram (this section is mentioned below as a pilot
valve). This diaphragm piloted valve multiplies this small flow
by using it to control the flow thought a much larger orifice.
Solenoid valves may use metal seals or rubber seals, and may
also have electrical interfaces to allow for easy control. A
spring may be used to hold the valve opened or closed while the
valves is not activated.

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The diagram to the right shows the design of a basic valve. At
the top figure is the valve in its closed state. The water under
pressure enters at A.B is an elastic diaphragm and above it is a
weak spring pushing it down. The function of this spring is
irrelevant for now as the valve would stay closed even without
it.
The diaphragm has a pinhole thorough its center which allows a
very small amount of water to flow through it. This water fills
the cavity C on the other side of the diaphragm so that pressure
is equal on both sides of the diaphragm.
While the pressure is the same on both sides of the diaphragm,
the force is greater on the upper side which forces the valve shut
against the incoming pressure. In the figure, the surface being
acted upon is greater on the upper side which results in greater
force. On the upper side the pressure is acting on the entire
surface of the diaphragm while on the lower side it is only acting
on the incoming pipe. This results in the valve being securely
shut to any flow and, the greater the input pressure, the greater
the shutting force will be.

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In the previous configuration the small conduit D was blocked
by a pin which is the armature of the solenoid E and which is
pushed down by a spring. If the solenoid is activated by drawing
the pin upwards via magnetic force from the solenoid current,
the water in chamber C will flow through this conduit D to the
output side of the valve. The pressure in chamber c will drop
and the incoming pressure will lift the diaphragm thus opening
the main valve. Water now flows directly from A to F.

When the solenoid is again deactivated and the conduit D is
closed again, the spring needs very little force to push the
diaphragm down again and the main valve closes. In practice
there is often no separate spring, the elastomer diaphragm is
moulded so that it functions as its own spring, preferring to be in
the closed shape.

From this explanation it can be seen that this type of valve relies
on a differential of pressure between input and output as the

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pressure at the input must always be greater than the pressure at
the output for it to work. Should the pressure at the output, for
any reason, rise above that of the input then the valve would
open regardless of the state of the solenoid and pilot valve.

WORKING OF SOLENOID OPERATED VALVE
Solenoids convert electric energy into linear motion.
A typical solenoid consists of a coil, armature, actuating
rod and spring.
The armature and rod are connected to the housing through
the spring and stay at the equilibrium point when the
solenoid is off.
When current flows through the coil, a magnetic force is
generated that pulls the armature downward.
When the current is cut off, the spring force pushes the
armature and rod back to their initial positions.


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A- Input side
B- Diaphragm
C- Pressure chamber
D- Pressure relief conduit
E- Solenoid
F- Output side
Therefore, solenoid typically respond faster than pneumatic
or hydraulic actuators.
Many solenoids are designed for simple on and off
applications, such as automobile started solenoid and door
locks.
Other solenoids are designed to offer precise control of the
rod position by regulating the amount of current in the coil.

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PROBLEM IDENTIFICATION
The air compressor is used in the vehicles. It is used to
compress the air. This compressed air is used in the braking
system of the vehicles. The compressor is connected to the
engine, because it is take the power from the engine to work.
The compressor is connected to the engine in fixed condition
through power transmission device. The gear is used as a power
transmission device. Whenever the engine is running, the
compressor is also working with it. The 8.25 bar pressure is
required in the air reservoir to actuate the braking system of the
vehicle. But the compressor had done its work in 3.5 minutes
after the starting of work. After achieving the 8.25 bar pressure
in fuel storage tank in 3.5 minutes the compressor working is not
required. Unfortunately, permanently fixed to the engine. It
takes the power continuously from the engine. In the time the
compressed air is delivered to atmospheric through drying and
distribution unit. It makes unwanted load to the engine. It causes
the power and fuel efficiency of the engine.



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ANALYSIS OF PROBLEM
The compressor makes the unwanted load to the engine.
The output of the compressor not utilized. It is delivered to the
engine. So the compressor work is not required in this time. So it
results unwanted load to the engine. It should be controlled to
improve the power and fuel efficiency of the engine.

SOLUTION OF THE PROBLEM
We cannot separate compressor form the engine. The
compressor in the engine runs along with the engine as it starts.
But the working of the compressor can be controlled. We know
that the compressor sucks the air form the atmosphere during the
suction stroke. Then the air compressed in the compression
stroke and delivered in the air reservoir.
The air reservoir required 8.25 bar of compressed air for the
braking system of the vehicle.

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The compressor in the engine compresses the air in the reservoir
within a few minutes, after that there is an unnecessary running
of compressor. This action can be passion to control.
Since the compressor work is not required to a certain level after
the engine starts. If we fix a solenoid valve in the compressor, it
regulates the pressure inside the air compressor. It acts as a
opening and closing of the air compressor.
When the air in the air reservoir reaches the required pressure of
8.25 bar there is an electrical signal passed in to the solenoid
valve by activating the diaphragm and spring in the distributor
and it formed the closed circuit between the inlet and outlet port
of compressor. So there is no air is compressed at the time of
valve open and so engine output power also saved.
If there is a pressure drop in the air reservoir then the contact set
to open and current is not passed to solenoid. The additional
valves is set to close by help of return spring and the
compression take place in the compressor then the compressed
air is passed in to air reservoir.


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OBJECTIVES:

To save the engine output power.
To reduce the unwanted load to the engine.
To increase the fuel efficiency of the engine.
To increase the life of the engine.














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CALCULATION

SPECIFICATION OF COMPRESSOR

Diameter of the cylinder, D = 80 mm
Stroke length, L = 32 mm
Initial pressure, P1 = 1.013 bar
Final pressure, P2 = 14 bar
Temperature of compressed air, T = 40 deg. Celsius
Speed, N = 2400 rpm

VOLUME OF THE COMPRESSOR
Volume, V V= Area x Length
Area, A A= (/4) x D
2

A= 0.0628 m
2

Area, A= 0.0628 m
2

Volume, V=0.0628 x 0.032 m
3
V= 0.002 m
3

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COMPRESSOR AT THE UNLOADING CONDITION

Work done, W= 2.3 p1v1 log (p2/p1)
In unloading conditions air is not compressed so final
pressure is approximately equal to zero.
W= 2.3x1.013x0.002xlog(0/1.013)
W= 0.0046 J
Power, P= (W x N)/60
P= (0.0046x10000)/60
P= 0.78kw

COMPRESSOR AT LOADING CONDITION
Work done, W=2.3 p1v1 log (p2/p1)
P2=14 bar
W=2.3x1.013x0.002xlog (14/1.01)
W=0.00468x1.1405
W=0.533J

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Power, P= (W x N)/60
P= (0.0533x2400)/60
P=2.13kw
POWER SAVED IN COMPRESSOR
Power saved = loaded power unloading power
Power saved = 2.13-0.78
Power saved = 1.35kw
ENGINE OUTPUT POWER
Power, P= (2 NT)/60
Where,
N= Speed in rpm
T= Torque in N-m
P=(2 x 2400 x 465)/60
P=116.86kw
Power developed by engine, P= 116.86kw
Power saved in the compressor, P= 1.35kw

49
CONCLUSION

Due to 1.35kw power saved in the compressor the load
acting the engine is reduced and 1.35kw is saved in the engine
by optimization of the compressor