IMPLEMENTATION OF A CATALYTIC CONVERTOR ON AN OVERHAULED SINGLE CYLINDER FOUR STROKE PETROL ENGINE

PROJECT REPORT

Submitted in partial fulfillment of the requirements of the award for the Degree of Bachelor of Technology in Mechanical Engineering to the University of Kerala

By BIJITH VIJAYAN MUHAMMED ASHARAF H. ROBIN JOSEPH ZAHID HAMEED

DEPARTMENT OF MECHANICAL ENGINEERING COLLEGE OF ENGINEERING

THIRUVANANTHAPURAM 16

March 2010
1

DEPARTMENT OF MECHANICAL ENGINEERING COLLEGE OF ENGINEERING THIRUVANANTHAPURAM 16

CERTIFICATE

This is to certify that the Project report entitled OVERHAULING OF SINGLE

CYLINDER FOUR STROKE PETROL ENGINE AND ADDITION OF A CATALYTIC CONVERTOR, submitted by BIJITH VIJAYAN, MUHAMMED ASHARAF H., ROBIN JOSEPH and ZAHID HAMEED, to the University of Kerala
in partial fulfilment of the requirements for the award of the Degree of Bachelor of Technology in Mechanical Engineering is a bonafide record of the work carried out by them under my guidance and supervision. The contents of this work in full or in parts have not been submitted to any other institute or university for the award of any degree or diploma.

K.K.NANU Professor Department of Mechanical Engineering

PROF. E.ABDUL RASHEED Head of Department. Mechanical Engineering

ACKNOWLEDGEMENT

We take this opportunity to express our sincere gratitude and profound obligation to Prof. K.K.Nanu, Department of Mechanical Engineering, College of Engineering Trivandrum for his helpful suggestions and overall guidance through this project. We are obliged to thank Prof.E.Abdul Rasheed, Head of Department, Department of Mechanical Engineering, College of Engineering Trivandrum for the help and encouragement. We extend our sincere thanks to Lecturer B.P.Ranjith, 1st grade instructor of Internal Combustion Engines Lab, also to Mr. K.S. Suresh Kumar, Staff, Internal Combustion Engines Lab and all other staffs of Internal Combustion Engines Lab for their immense guide and help throughout the project. We also express our thanks to Mr. Arun, student of University College Kariyavattom and Prof. Shibli, University College, Kariyavattom for helping us in designing of the catalytic converter.

BIJITH VIJAYAN (S8 M1) MUHAMMED ASHARAF H. (S8M2) ZAHID HAMEED (S8 M2) ROBIN JOSEPH (S8 M2)

ABSTRACT

Almost all automobiles in the world are emitting a huge amount of exhaust gases to the atmosphere every day. These exhaust gas contains harmful substances like carbon monoxide, oxides of nitrogen, hydrocarbons, and other toxic substances. If these substances go on increasing they will cause several diseases like blood circulatory problem, lung diseases, bronchitis, blood cancer, etc. Also they may cause different environmental problems like acid rain, green house effect, etc. So the emission of these substances should be controlled as far as possible. In this project we made a small effort for reducing the emission of CO from the exhaust of automobiles by implementing a catalytic convertor at the engine outlet. A catalytic convertor is a device incorporated into the exhaust system of an automobile that reduces the amount of pollutants in the automobile's exhaust gases. The catalytic convertor consists of a cylinder inside which a catalyst (Cr2O3 coated on MnO2 for our project) is put. When the CO in the exhaust gas flows across the catalyst, it will be turned to CO2. Since the engine selected was not in working condition, we first overhauled the engine and we did the CO reduction test.

CONTENTS
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Page no 1. Introduction
1

2. Overhauling the engine

2.1 Problems found during observation 2.2 About the test rig 2.3 Engine operation in four stroke cycle 2.4 Various systems of the engine 2.5 Carburetor 2.6 Description of parts of the engine cylinder
3. Repair and maintenance of engine 4. Performance study

2 2 2 3 5 7

18 19 19 19 20 21 22 22 23 26 26

4.1 Load test of four stroke petrol engine test rig 4.2 Specification 4.3 Theory 4.4 precautions 4.5 procedure 4.6 observation 4.7 sample calculation 5 Implementation of catalytic convertor 5.2 What exactly is a catalytic converter?

5.2 Construction of a catalytic convertor 26 5.3 Components of a catalytic convertor 28 5.4 Composition of exhaust 28 5.5 Reactions in a converter 29 5.6 Types of catalytic convertor 29 5.7 Testing the exhaust of 4 stroke petrol engine with catalytic convertor 32 5.8 T science behind catalytic converters 32 5.9 Environmental impact 33
6

Conclusion References

35 36

List of Figures

page no

Fig. 2.1 Fig. 2.2 Fig. 2.3 Fig. 2.4 Fig. 2.5 Fig. 2.6 Fig. 2.7 Fig. 2.8 Fig. 5.1 Fig. 5.2 Fig. 5.3 Fig. 5.4 Fig. 5.5

engine operation carburetor Cylinder block Crank case Cylinder Head InletValve and Exhaust Valve Connecting Rod and Crank shaft Flywheel a catalytic convertor (outside view)
Metal-core converter Ceramic-core converter

4 7 12 12 13 14 16 17 26 27 28 30 31

Two-way catalytic convertor Three-way catalytic convertor

List of Tables

page no

Table 4.1 Table 5.1

23 29

CHAPTER-1 INTRODUCTION INTRODUCTION

The by-products of the operation of the gasoline engine include carbon monoxide, oxides of nitrogen, and hydrocarbons (unburned fuel compounds), each of which is a pollutant. To control the air pollution resulting from these emissions, governments establish quality standards and perform inspections to insure that the standards are met. Standards have become progressively more stringent, and the equipment necessary to meet them has become more complex. The CO produced by combustion in the IC engines is very harmful since it reduces the oxygen carrying capacity of blood. We found that the single cylinder 4 stoke petrol engine coupled with a dc generator in the heat engine laboratory at College of Engineering Thiruvanathapuram is fit for our project. In order to implement our catalytic convertor to the engine it is to be overhauled first since it is not working now. By doing overhauling the worn out parts can be replaced and the machine performance can be kept at par with the specifications. The dc generator is loaded by means of a resistive load bank. Hence it was decided to do our project in two steps. Firstly overhauling the engine and secondly fitting the CO reducing apparatus. The apparatus consists of a metal cylinder inside which a catalytic converter ie Cr2O3 coated on MnO2 is put. The exhaust gas is passed through the cylinder containing the catalytic converter. Here the appropriate reaction is taken place to convert CO to CO2

CHAPTER -2 OVERHAULING THE ENGINE

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2.1 PROBLEMS FOUND DURING OBSERVATION

1 The alignment of the engine and generator was not done properly 2 The speed of the cannot be maintained at rated rpm 3 Over heat in the exhaust manifold when started 4 Loading system was not working properly 5 The performance of the engine was poor

On Diagnosing the following observations were made 1 The love joy coupling is used only on low rpm shafts since the rpm is high, it should be replaced 2 The generator should be serviced 3 The governing mechanism of the engine was not working properly and hence the speed variation was occurring 4 The different systems of air and fuel were not good in condition 5 The head gasket was in burn out 6 The carburetor is not in good condition since it should be serviced 7 The exhaust manifold pipes are rusted 8 The loading switches are burn out

On analyzing the observations we made we have gone through the systems which need repair and maintenance or replacement.

2.2 ABOUT THE TEST RIG

The test rig consist of engine, generator, control panel, burette, ammeter, voltmeter, electric rheostat, manometer, air box and coupling 2.2.1 Engine
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The engine is a single cylinder four stroke petrol engine. The engine is coupled to a dc generator by means of a coupling 2.2.2 DC generator The dc generator is used to load the engine; it is loaded by means of resistive load bank.
2.2.3 MS base frame

The engine and dc generator are mounted on a solid ms base frame which is in turn mounted on a foundation in the foreground the set is vibration less. 2.2.4 Burette Fuel measurement is done using burette mounted vertically to the front side the fuel is supplied to the engine through the burette. Fuel consumption is measured for a particular time by measuring initial and final readings in the burette scale 2.2.5 Manometer Air flow is measured using an air box. The inlet of the air suction box consists of orifice housed in the orifice between the flanges Pressure difference across the orifice is read on the manometer. 2.2.6 Digital indicators The digital indicators for voltage and current are provided on the front panel i.e. DC voltmeter and DC Ammeter. Voltage is controlled initially using the variable resistance in the field winding if the dc generator.

2.3 ENGINE OPERATION IN FOUR STROKE CYCLE

In most engines a single cycle of operation (intake, compression, power and exhaust) takes place over four-strokes of a piston, made in two engine revolutions. When an engine has more than one cylinder the cycles are evenly staggered for smooth operation, but each cylinder will go through a full cycle in any two engine revolutions.

Intake Valve Exhaust Valve

Fig. 2.1 engine operation[6]

1. Suction Stroke During suction stroke the inlet valve is open and the exhaust valve is closed. The piston connected with the connecting rod moves downward thereby sucking the new charge through inlet valve from the air cleaner. During this stroke the pressure inside the cylinder remains below atmospheric pressure which depends upon the speed of the engine. 2. Compression stroke During this stroke both the valves are in closed position. The piston moves upwards by the movement of the flywheel thereby compressing the charge into the combustion head of the cylinder. The compression ratio is the ratio of the total volume and the clearance volume of the cylinder. The compression ratio in diesel engines is in the range of 17:1 to 19:1. 3. Expansion Stroke During this stroke both the valves are in closed position. Just before the end of the compression stroke fuel injection takes place thereby raising the temperature and pressure inside the cylinder. The explosion is completed while the piston is in rest or just to move downwards, thereby expanding the hot gases and moving the piston downwards. This movement of the piston turns the crankshaft. 4. Exhaust Stroke 2.4 VARIOUS SYSTEMS OF THE ENGINE The various systems of the engine are: 1. Fuel system 2. Cooling system 3. Loading system 4. Lubrication system 5. Inlet and exhaust system
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6. Governing system 7. Ignition system

2.4.1 Fuel System Fuel system consists of fuel tank, fuel filter and carburetor Fuel is stored in an over head tank fuel flows from the tank to the carburetor by gravity, on the way there is a three way valve from there connection to the burette and carburetor is given 2.4.2 Cooling system Air cooling is used in the Enfield engine. The basic principle involved in this method is to have current air flowing continuously over the heated metal surface. From where the heat is to be removed the heat dissipated depends upon the following factors. 1. Surface area of metal in contact with air. 2. Mass flow rate of air 3. Temperature difference between the heated surface and air. 4. Conductivity of metal 2.4.3 Lubrication System The engine cannot run smoothly for more than a few minutes without lubricating oil. The main objectives of lubrication are; 1. To reduce friction between moving parts 2. To reduce wear of the moving parts 3. To provide a cooling effect 4. To provide a cushioning effect 5. To provide a cleaning and sealing action Splash system was employed for the engines of motor cycles it is one of the cheapest methods of engine lubrication. A scoop is made in the lowest part of the connecting rod and the oil is stored in the oil trough it being pumped there from the crankcase oil sump when the engine runs the scoop causes the oil to splash on the cylinder walls each time it passes through its B.D.C
11

position. This effect the lubrication of the engine walls gudgeon pin main crankshaft bearings big and bearing etc. 2.4.4 Governing system The function of the governing system is to maintain a desired engine speed (at the rated rpm) irrespective of changes in load. A governor accomplishes this by controlling the amount of fuel admitted. 2.4.5 Ignition system Electronic ignition is used in this engine. In the electronic ignition system a timer is employed in the distributor instead of contact breaker. This timer may be a pulse generator which triggers the ignition module also called ignition control unit. This control unit primarily consists of transistor circuit whose base current is triggered off and on by the timer which results in the stopping and starting of the primary current. Other than this the electronic ignition works similar to the convectional electrical point type system.

2.5 CARBURETTOR It is the most critical and important component in the fuel system of petrol engine. The function of the carburetor is to supply a combustible mixture of fuel and air in correct proportions during all conditions of engine working. Its function can be summed up as follows: a) It atomizes and vaporizes petrol, b) It mixes petrol and air in correct proportions, c) It supplies fuel air mixture to the engine d) It controls the supply of fuel air mixture under all conditions of engine operation such as temperature, speed and load.

12

Fig. 2.2 carburetor[7] 2.5.1 Principle of working The working of carburetor resembles with that of a simple mosquito oil spray gun. In order to understand the working of carburetor, let us first of all understand the working of mosquito oil spray gun. The spray gun consists of two parts: the air pump and the oil tank fitted with a small nozzle. The pumped air passes over the mouth of small nozzle, one end of which is immersed in oil tank, nozzle being keeping the same level of oil as that in the tank. The passing stream of air over the mouth of the nozzle containing oil, takes along with oil particles which are split up and evaporated as air spreads them over, forming spray. Thus the spray provided by the oil spray gun is a mixture of oil and air.

The carburetor works in the same way to form a mixture of fuel and air. Instead of a separate pump, the piston in the cylinder acts as a pump and creates suction during its downward movement. During suction stroke, a pressure difference between the pressure inside the cylinder and outside the carburetor is caused due to suction. Due to this pressure difference, air from the atmosphere rushes through the air cleaner into the carburetor mixing chamber where it passes over the mouth of fuel loaded nozzle placed in the venture. This puzzle is connected with the float

13

chamber on the other end. The float chamber acts as small fuel tank. As air goes in the fuel is drawn out of the nozzle which is split up and surrounded by air forming fuel air mixture.

Ventury system

In order to have an even flow of fuel from the nozzle, venture system is adopted in the carburetor which works on the following principle:

"If the pressure is decreased, the velocity increases and if the velocity is decreased, pressure increases".

A venture or constriction which keeps fewer diameters at the centre and more at the ends, is provided in the carburetor mixing chamber to increase suction within the carburetor. The outlet of the fuel nozzle is placed in the venture due to which fuel is drawn out of the nozzle and mixes with the passing air forming fuel air mixture. The difference between the pressure affecting at fuel nozzle in the venture and the pressure on the surface of fuel in the carburetor float chamber causes the float of fuel. More the pressure difference more the velocity of the fluid. Pressure and velocity can be affected by altering the diameters of the venture tube through which the fluid passes.

2.5.2 Simple plain tube carburetor

A simple carburetor consists of the following two main parts: a) Float chamber containing float, needle, valve, metering jet and metering rod. b) Mixing chamber containing main nozzle, throttle and choke valves.

a) Float Chamber

14

It is a small tank or bowl incorporated in the carburetor in which the flow of fuel from the line is regulated by means of float controlled needle valve.

b) Mixing Chamber It is along barrel attached to the float chamber, which contains venture. The outlet of main nozzle opens at an angle in the venture. It contains two butterfly type valves, one fitted in the air horn or upper part of the barrel, known as choke valve and the other installed in the carburetor outlet known as throttle valve.

The choke valve controls the flow of air into the mixing chamber and the throttle valve controls the flow of fuel air mixture from the carburetor to the engine. Working The main nozzle keeps the same level of fuel as contained in the float chamber since one end of the nozzle is connected with the float chamber. This is upon the principle (fiaC (the liquids keep equal level). When engine intake valve is open during the suction stroke, the carburetor barrel is in line with the cylinder. Downward movement of the piston creates suction or vacuum in the cylinder. Suction leads to pressure difference between the cylinder and outside the carburetor. Air from atmosphere rushes into the carburetor through the air cleaner. The passing in air sweeps over the mouth of fuel nozzle placed in the venture due to which fuel is split up into fine particles and mixed with air resulting in fuel air mixture. The flow of fuel air mixture from the carburetor to the engine is controlled by the throttle valve which is operated by the accelerator.

During cold starting, choke valve is closed through a choke cable. Closing of the choke valve causes greater pressure difference due to which more fuel flows out of the nozzle resulting in rich mixture.

2.5.3 Carburetor service

15

To remove the carburetor from the engine first of all, remove the air cleaner and disconnect the throttle and choke linkages. Next disconnect the vacuum advance unit and any other connections that may be there. After that loosen the flange nuts and remove the carburetor gently. Dismantle the carburetor and clean each and every component in petrol. Detailed inspection of each part is then done and the faulty ones are replaced, after which the carburetor is reassembled and the flange bolts tightened. Remake the different connections in the order reverse to that done for removing. Most important precaution is that the jets should never be cleaned with wires etc. Rather they should first be cleaned with petrol and then with a blast of air. Secondly, you must work with clean hands, otherwise while assembling; the dirt from your hands will again go into the carburetor. Further, it must be remembered that any adjustments to the carburetor should only be done once it is first ascertained that the other components of the fuel systems are working alright; otherwise the engine performance will not improve.

Adjustments The procedure to make various adjustments differs in case of individual carburetor models. However, the common adjustments and their procedures may be outlined as given below: 1. Idle adjustment There is an idle adjustment screw provided in the carburetor. Screwing in the same decreases the idle port area and hence decreases the engine speed. The screw is adjusted till the engine runs smoothly at required speed. Generally this is done by screwing-in completely and then opening back by one or two turns. Another method for idle adjustment, which is precise, involves attaching a vacuum gauge to the inlet manifold and adjusting the idle screw till maximum vacuum is obtained on the gauge. 2. Throttle adjustment On releasing the accelerator pedal throttle valve should be completely closed, while on pressing pedal fully, it should be in full open position. This may be checked and if not found correct, the linkage may be adjusted, as provided for in the manufacturer's manual. 3. Other adjustments

16

Apart from the idle and throttle adjustments, the other adjustments which are provided in some carburetors are for accelerating-pump, metering rod, floats etc. They may be performed as laid down in the manual. 2.6 DESCRIPTION OF PARTS OF THE ENGINE CYLINDER The cylinder is round-hollow tube, closed off at one end and open at the other end. It is the stationary part of the engine; all other parts move in one way or other. The cylinder in the automobile engine is part of basic frame work known as the cylinder block. The block, usually made of iron or aluminum, contains four or more cylinders. The cylinder is the place where fuel is burnt and power is developed. There is a sleeve in the inside of the cylinder bore. The cylinder is made up of cast iron. A small amount of chromium is alloyed to it. This possesses a slightly high tensile strength.

2.6.1 Cylinder block

Fig 2.3 Cylinder block[8] Cylinder block holds together the cylinder and above which the cylinder head. The water jacket is made in the cylinder block. Material used for cylinder block is cast iron. The cylinder block is the foundation of the engine. Everything else is put inside of or attached to the block. The oil pan is made to fit on the bottom of the block. It holds a reservoir of lubricating oil to lubricate

17

the engine. The oil pump for this engine is attached to the bottom of the block. The pick up pipe extends into the reservoir of lubricating oil in the oil pan. Most cylinder blocks are cast in piece from gray iron or iron mixed with other metals such as nickel or chromium. These added metals give the cylinder block greater resistance against wear as well as greater strength. The cylinder block is a complicated casting. It must have the larger holes for cylinder bores and also water jacket and cooling passages. 2.6.2 Crank Case

Fig. 2.4 Crank case[9]

Crank case is a container which holds the crank shaft and necessary gear derives for the cam shaft, lubricating oil pump and to hold the lubricant. The cylinder block is fastened to the crank case by means of screws. It is made of mild steel. At the bottom the crank case, there is an opening with a plug to drain the engine oil when it is necessary.

2.6.3 Cylinder Head

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Fig. 2.5 Cylinder Head[10]

It retains the compression by enclosing one end of the cylinder and carries the valves and injectors. The cylinder head is bolted to the cylinder block with a gasket in between. The cylinder head also is of cast iron.

The cylinder encloses one end of the engine cylinders and forms the upper part of the combustion chambers. The piston head and piston rings form the lower end. The cylinder is cast in one piece from gray cast iron, iron alloy or aluminum alloy. Most cylinder heads are of cast iron. The cylinder head includes water jackets and passages from the valve port to the openings in the manifolds.

The cylinder head forms the top of the combustion chamber. Some engine heads have additional features that helps promote good combustion. The diesel engine ignites the fuel in the combustion chamber by the heat of the compression. As the air is compressed in to the combustion chamber, the air becomes very hot. When the fuel is sprayed in, it is ignited by this high temperature. In cold weather, the cold head and cylinder block may take heat away so fast that the air does not get hot enough to ignite the fuel. Then plugs are needed.

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2.6.4 Inlet Valve and Exhaust Valve The operation of the internal combustion engine necessitates the admission to the trapping in and the exhausting of the working medium from the engine cylinder all of which is accomplished with valves and valves mechanism.

The valve mechanism consists of a crankshaft, cams(usually integrated with crankshaft), and tappets and springs (also push rod and rocker arms for over head valves). The entire mechanism is an elastic system which will deflects when subjected to the various forces applied during operation.
Inlet Valve Exhaust Valve

Fig. 2.6 Inlet Valve and Exhaust Valve[11]

The inlet valve is mounted on the cylinder head. The inlet valve consists of valve, valve guide and spring. The valve is actuated by an eccentric cam which is attached to the cam shaft. The cam shaft rotates at half the speed of the engine. As the cam shaft rotates, the cam lifts the push rod which is connected to rocker arm arrangement, which opens the valve. When the valve is opened, the spring gets compressed. When the spring expands, the valve closes. The piston is round piece of aluminum designed so that it will fit into a cylinder very snugly, yet be able to slide up and down with some freedom. The piston is commonly flat or domed shaped at one and open at other end. It is a large hollow piece in which a steel pin running from side to side in the piston, allows for the attachment of the connecting rod. When the piston moves within the cylinder, until it reaches the upper limit of its travel, the space remaining is known as combustion chamber.
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There are three or five rings in a cylinder, which are fixed in a groove so that the system can be airtight. Suppose a three ring piston. Here, the upper two rings are compression rings and the last one is oil ring. Piston transmits the power to the crank shaft which is developed by the burning of fuel. The piston is generally made of aluminum alloys. The piston has grooves for compression ring and oil ring. Oil ring scrape the oil from the cylinder wall and return it through slots to the piston ring grooves. In mounting piston rings on piston, the joints should be staggered to prevent the compression from having a direct path to leak by the piston skirt.

2.6.5 Connecting Rod Connecting rod is the connecting part between piston and crankshaft. It converts the reciprocating motion of the piston to the continuously rotating crank during expansion or power stroke, and thus transmits power from piston to the crankshaft. It usually has a small end and a large end. The large end is attached to the connecting rod journals of the crankshaft by means of babbit (split type) bearings. The split type bearing is installed between the crank pin and the rod and rod cap. To provide connecting rod big end bearing lubrication, oil travels the following path. The oil pump sends oil to oil lines or galleries in the cylinder blocks. From these oil lines, the oil moves to the main bearings. From the main bearings, oil travels through oil passages drilled in the crankshaft. Finally the oil moves through the connecting rod bearing oil holes on to the bearing surfaces.

The small end of the connecting rod is fitted to the piston by means of a gudgeon pin which is made of steel. The pin passes through the bearing surfaces in both then piston and the connecting rod. The most common method of connecting piston with connecting rod is to press fit the pin to the connecting rod.

The connecting rod itself is made from steel forged into an I-beam shape. This method of manufacture and shape give it the strength which it needs to transmit all the downward
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force from the piston to the crankshaft. The connecting rod must be very strong and as light a possible. The connecting rod carries the power thrust from piston to the crank pin. At the same time the rod is eccentric or off-center motion. To minimize vibration and bearing loads the rod must be light in weight.

Fig.2.7 Connecting Rod and Crank Shaft[12]

2.6.6 Crank Shaft The crank shaft, together with connecting rod, converts the power delivered to the piston by the burning of fuel, from the reciprocating motion to a rotary motion. The job of Crank Shaft is to turn up and down motion to rotary motion. This is the basic operation of most automotive engines in use today. The material used for crank shaft is generally chromium steel with high tensile strength of about 90kg per mm2. The crank shaft is made by the forgoing process. In which heating and the hammering is done to convert the steel or cast rod or bar into crank shaft shape. In small engines it can also be made by casting. The crank shaft must be strong to take the downward push of the piston during the power stroke without excessive twisting. In addition, the crankshaft must be carefully balanced to

22

eliminate undue vibration resulting from the weight of the offset cranks. To provide balance, crankshafts have counter weights opposite the cranks. Crankshafts have drilled oil passages through which the oil flows from the main to the connecting rod bearings. Many V-6 engines have splayed (spread out) crank pins. As applied to the crank pin, it means they are split in to two parts. Each rod has its own crank pins. Rear end of the crankshaft has the flywheel attached to it. From end of the crankshaft have three devices attached to it. These are the sprocket or gear that drives the camshaft, the vibration damper and drive belt pulleys. 2.6.7 Flywheel

Fig.2.8 Flywheel[13]

Flywheel takes care of the fluctuations or cyclic variations in speed. It stores energy in power stroke and releases energy for the working of other strokes. The flywheel is mounted on the crankshaft.

CHAPTER - 3 REPAIR AND MAINTENANCE OF ENGINE

The engine is dismantled as per the manufactures procedure and removed all the engine components like piston, piston rings, cylinder, crankshaft, connecting rod, sparkplug, valves, valve guide, carburet or etc. Cleaning and inspection of all the parts is done.. The head gasket is found to be worn out and it is replaced. The carbon deposits in the head and cylinder is
23

removed .the spark plug is replaced and the engine is reassembled. After assembling, oil is filled up to the required level. Carburettor is dismantled and all the components like float, needle valve, tickler etc are cleaned by compressed air float and needle valve found defective and replaced. Then the carburetor is reassembled and fitted to the engine. The engine and generator alignment is found defective so the love joy coupling is replacing by tire coupler which is used in high rpm engines. The air chamber is dismantled & cleaned by kerosene and compressed air and reassembled and fitted to the system. The exhaust pipe is found to be damaged due to corrosion and replaced. Exhaust calorimeter is dismantled, cleaned and refitted to the system. . Cleaned all the components as per the manufactures procedure and then fitted to the system and assembled the recoil system.

CHAPTER - 4 PERFORMANCE STUDY

4.1 LOAD TEST OF FOUR STROKE PETROL ENGINE TEST RIG. The following parameters were determined (i)Total fuel consumption (TFC) in kg/hr.
24

(ii)Brake power (BP) in kW (iii)Indicated power (IP) in kW (iv)Specific fuel consumption (SFC) in kg/ Kw - hr . ( v) Brake thermal efficiency ( BTE ) in % ( vi) Indicated thermal efficiency (ITE) in %. ( vii) Brake mean effective pressure ( BMEP) in N/m (viii) Mechanical efficiency in % 4.2 SPECIFICATIONS

Rated Power Lubricating oil Fuel Bore dia Stroke length Cooling medium DC Generator [Benlec-Indial Volt KW Am Rpm Extn.-Type 3. 3.6

2.5KW SAE 40 Petrol 0.067m 0.07m air 220

3000 Compound

4.3 THEORY

4.3.1 Fuel Consumption Fuel consumption is calculated in kg/hr. If t is the time for 10cc fuel consumption in seconds at any load Then TFC is given by

25

TFC = 1 0 x p x 3600 kg/hr. t x 1000 where p= density of petrol 0.81 g/cc 4.3.2 Brake power Brake power is the maximum load that can be applied on the engine at rated speed by using dc generator.

BP= (V x I) / (generator efficiency) say 90% 4.3.3Specific Fuel Consumption The specific fuel consumption SFC is the ratio between TFC and BP and is given by SFC= TFC/BP in kg/ hr-Kw

4.3.4Indicated Power Indicated power of the engine at any load is calculated using the relation. IP- BP 4- FP kW where FP (frictional power) = 1/3 of rated power 4.3.5 Mechanical Efficiency It is the ratio of the BP to IP. i.e mechanical efficiency is given by ME = (BP x 100)/IP% 4.3.6 Brake Thermal Efficiency It is the ratio of brake power to the equivalent of the fuel supplied during the same interval of time BTE = BP x 100 x 3600 / TFC x Cv %

Where Cv = calorific value of the petrol (42000 kj/kg)

4.3.7 Indicated Thermal Efficiency

26

It is the ratio of indicated power to the heat equivalent of the fuel supplied during the same interval of time . ITE = IP x 3600 x 100 / TFC x Cv %

4.3.8 Brake Mean Effective Pressure BMEP is the mean pressure required to meet the load, if no losses are involved which gives the indication of the load on the engine, and is given by BMEP= BP x 6 0 x 2 /LANK k N / m 2

Where L = stroke length in m. A = area of cross section of the cylinder in m2 N = Speed in rpm (4 stroke = N/2) K = No of cylinders

4.4 PRECAUTIONS
Do not let the rpm of the engine exceed 3150rpm under any condition. Normal operation should be 3000 rpm. Do not remove load suddenly. This will result in sudden increase in the rpm of the engine and will damage generator and may cause accident, use pure petrol as fuel. Do not let the exhaust temperature exceed 200degree Celsius in any cause Do not let voltage exceed 230 v dc and current should not exceed 8amp at 220 v dc

4.5 PROCEDURE
Before carrying out the experiment read PRECAUTION very carefully. This is very essential for better results as well as personnel safety and instrument safety. 1. Switch on the power supply 'Mains" to the rig.
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2. Switch on individual switches for voltmeter& ammeter 3. Fill the burette petrol 4. Take the throttle to minimum and start the engine with recoil starter engine is started for a longer time. 5. Increase rpm gradually up to 3000 rpm. Do not exceed limit of 3150 rpm to avoid permanent damage to the generator. Note the voltage. It should be 220v at 3000rpm, no load. 6. Put the switches for loading the generator to off position for no load readings. 7. Adjust the throttle to get the engine sped of 3000 rpm by using the rheostat. Adjust the voltage to 220volts dc. Once the voltage is adjusted to 220 volts do not disturb the rheostat throughout the experiment. 8. Let the engine stabilize for 2-3 minutes and take different readings as per observation table given. 9. Increase load on the generator using the switches (200w step for each switch) and adjust the engine speed to 3000 rpm. Let the engine stabilize for 2-3 minutes and take the different readings. 10. Gradually reduce the throttle and also the load simultaneously till the amp-meter shows 0 reading. Let the engine run on idle condition for 2-3 minutes and use engine off push button to switch off the engine.
WARNING

During experiment if at any stage the exhaust temperature exceed 200 C.

4.6 OBSERVATION

SI No.

Curr Voltag Time for 10 cc fuel Manomet TFC ent (amp ) e consumption er Reading )

BP

SFC whr

Ip

Mech Brea Indicat BMEP k mal ency ed al ncy (kN/m:) ncy % Ther Therm Effici Efficie

(Kg/hr (KW) Kg/K (Kw) Efficie

28

V 1 2 3 4 5 6 0 0.83 1.69 2.6 3.4 4.3 220 219 220 220 219 219

T1 31 30 27.5 24.5 24 23

T2 31 31 28 24.5 24 24

Tm 31 30.5

HI 8 8

H2 9 9 0.940 0 00 0.833 1.034 1.246 1.471 1.66 1.873 0 19.4 33.1 43.4 49.8 55.5 0 1.80 3.37 4.59 5.83 7.18 7.59 9.27 10.17 10.59 11.71 12.94 0 32.59 67.62 103.45 134.10 168.65

0.956 0.201 4.75 1.05 1.19 0.413 2.54 0.638 1.86

27.75 7.9 9.1 24.5 7.8 9.2 24 7.6 9.3

1.215 0.827 1.47 1.24 1.04 1.19

23.5 7.5 9.4

Table 4.1

4.7 SAMPLE CALCULATION (Set No: 4)

Time for 10 cc fuel consumption T Sec Ti = 24.5sec T2 - 24.5 Sec Tm = 24.5Sec 4.7.1 Brake Power (B.P) B.P Where V I = 220 = 2.6 amp = VxI Gen Efficiency (90%)

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B.P

220 x 2.6 = -------------0.9 x 1000

= 0.638 KW

4.7.2 Total fuel Consumption (T.F.C) V = x T p x 3600 ------------- Kg/hr 1000

TFC

V=10cc,

=0.81 (petrol)

T.F.C

1 0 x 0.81 x 3600 ----------------= 1.19 Kg/hr 24.5 x 1000

4.7.3 Frictional Power (F.P) F.P = 1/3 rated power = 1/3 x 2.5 = 0.833 KW

4.7.4 Specific fuel Consumption (S.F.C)

S.F.C= TFC/BP

Kg/Kw hr

S.F.C = 1.19/0.638 = 1.86 Kg/Kw hr

4.7.5 Indicated Power (IP) IP = BP + FP KW = 0.638 +0.833 = 1.471 KW 4.7.6 Mechanical Efficiency (M.E) M.E = [BP/IP] x 100%

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= [0.638/1.471] x 100 =43.4% 4.7.7 Brake Thermal Efficiency (B.T.E) B.T.E = [BP/TFC] x 3600 x 100% = [0.638/1.19] x 3600 x100 = 4.59% Cv of Petrol =42000KJ/Kg 4.7.8 Indicated Thermal Efficiency It is the ratio of indicated power to the heat equivalent of the fuel supplied during the same interval of time.

ITE = IP x 3600 x 100 / TFC x Cv

=1.471 x 3600

x 100 /1.19 x42000

=10.59 % 4.7.9 Brake Mean Effective Pressure (B.M.E.P)

B.M.E.P

= BP x 60 x 2/ LANK

KN /m2

Where L Stroke length in m A N B.M.E.P Area of the piston in m Speed in rpm (for 4 stroke = N/2) =0.638x 60x 2/0.07x 3.14 x 0.0672x 3000x 4 KN /m2 =103.45 KN/m2

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CHAPTER 5 -

IMPLEMENTATION OF CATALYTIC CONVERTOR

5.1 PREPARATION PROCEDURE FOR THE CATALYST

The Mn02.CO304 mixed oxide catalyst supported on zeolite molecule sieves were prepared adept department of chemistry , university of kerala by Dr S.M.D.Shibily and his research student Mr.Arun P S. The catalyst material were prepared from their processor material CO(NO3)2.6H2O (98.5% Merck) Mn(NO3)2.4H20(99% Merck).Appropriate amount of the processor material were weighed accurately and dissolved in suitable amount of iso-propanol. Mix the two solutions and add this solution in to pretreated zeolite (Merck). The beaker is placed in a water bath at a temperature of 80oC and allowed to evaporate. Stir the solution well, till all iso-propanol were evaporated. Then substance present in the beaker is transformed is a clean silica crucible and placed in air oven for 1 hour at 250oC.After it is placed in a furnace at 650oC for 2 hours. After 2 hours the substance is taken out and allowed to cool, then placed in air tight bottles in desicator..

5.2 WHAT EXACTLY IS A CATALYTIC CONVERTER?

A catalytic converter is a device used to reduce the toxicity of emissions from an internal combustion engine. First widely introduced on series-production automobiles in the U.S. market for the 1975 model year to comply with tightening EPA regulations on auto exhaust, catalytic converters are still most commonly used in motor vehicle exhaust systems. Catalytic converters are also used on generator sets, forklifts, mining equipment, trucks, buses, trains, and other engineequipped machines. A catalytic converter provides an environment for a chemical reaction wherein toxic combustion by-products are converted to less-toxic substances.
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The catalytic converter was one of the greatest emission control inventions in the history of monitoring carbon and greenhouse gas emissions. It starts in the engine, but the catalytic converter is the last stop for exhaust gases and the last chance to launder that nasty air before it shoots into the atmosphere, and our noses. 5.3 CONSTRUCTION OF A CATALYTIC CONVERTOR

Fig 5.1 a catalytic convertor (outside view) [1] A catalytic converter consists of an insulated chamber containing a porous bed, or substrate, coated with catalytic material through which hot exhaust gas must pass before being discharged into the air.

Fig 5.2 Metal-core converter [2]

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Fig 5.3 Ceramic-core converter [3] The catalyst is one of a variety of metal oxides, usually platinum or palladium, which are heated by exhaust gas to about 500 C (900 F, 737 K). At this temperature unburned hydrocarbons and carbon monoxide are further oxidized, while oxides of nitrogen are chemically reduced in a second chamber with a different catalyst. Problems with catalysts involve their intolerance for leaded fuels (lead- free gasoline must be used otherwise the beads in the catalytic converter will become coated with lead and cease to function properly) and the need to prevent overheating. However because of the conversion of carbon monoxide to carbon dioxide it therefore causes an increase in greenhouse gases and in the process of removing toxic gases to less non-toxic gases it causes an increase in the greenhouse effect.

5.4 COMPONENTS OF A CATALYTIC CONVERTOR

The catalytic converter consists of several components:
1. The core, or substrate. The core is often a ceramic honeycomb in modern catalytic

converters, but stainless steel foil honeycombs are used, too. The honey-comb surface increases the amount of surface area available to support the catalyst, and therefore is often called a "catalyst support". The ceramic substrate was invented by Rodney Bagley, Irwin Lachman and Ronald Lewis at Corning Glass, for which they were inducted into the National Inventors Hall of Fame in 2002.
2. The washcoat. A washcoat is used to make converters more efficient, often as a mixture of

silica and alumina. The washcoat, when added to the core, forms a rough, irregular surface,
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which has a far greater surface area than the flat core surfaces do, which then gives the converter core a larger surface area, and therefore more places for active precious metal sites. The catalyst is added to the washcoat (in suspension) before being applied to the core.
3. The catalyst itself is most often a precious metal. Platinum is the most active catalyst and is

widely used. It is not suitable for all applications, however, because of unwanted additional reactions and/or cost. Palladium and rhodium are two other precious metals used. Platinum and rhodium are used as a reduction catalyst, while platinum and palladium are used as an oxidization catalyst. Cerium, iron, manganese and nickel are also used, although each has its own limitations.

5.5 COMPOSITION OF EXHAUST

The composition of various components in the exhaust gases in different driving modes are as follows

Table 5.1

5.6 REACTIONS IN A CONVERTER

HC + O2 CO2 + H2O 2CO+O 2CO 2NON +O

this reaction is oxidization of the hydrocarbon. this reaction is oxidization of Carbon monoxide. this reaction is reduction of Nitrogen oxide.

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By using both a reducing and oxidizing catalytic converter, we can lower the activation energy for the HC, CO and NO so that they more quickly react to form less noxious products . The reactions that occur in the catalytic converter are due to a catalyst. The catalyst is in a separate phase to the reactants is said to be heterogeneous, or contact catalyst. Contact catalysts are materials with the capability of adsorbing molecules of gases or liquids onto their surfaces.

5.7 TYPES OF CATALYTIC CONVERTOR

5.6.1 Two-way catalytic convertor A two-way catalytic converter has two simultaneous tasks:
1. Oxidation of carbon monoxide to carbon dioxide: 2CO + O2 2CO2 2. Oxidation of unburnt hydrocarbons (unburnt and partially-burnt fuel) to carbon dioxide and

water: CxH2x+2 + [(3x+1)/2] O2 xCO2 + (x+1) H2O (a combustion reaction)

Fig. 5.4 Two-way catalytic convertor[4] This type of catalytic converter is widely used on diesel engines to reduce hydrocarbon and carbon monoxide emissions. They were also used on spark ignition (gasoline) engines in USA
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market automobiles through 1981, when the two-way converter's inability to control NOx led to its supersession by three-way converters. 5.6.3 Three-way catalytic convertor Since 1981, three-way catalytic converters have been used in vehicle emission control systems in North America and many other countries on road going vehicles. A three-way catalytic converter has three simultaneous tasks:
1. Reduction of nitrogen oxides to nitrogen and oxygen: 2NOx xO2 + N2 2. Oxidation of carbon monoxide to carbon dioxide: 2CO + O2 2CO2 3. Oxidation of unburnt hydrocarbons (HC) to carbon dioxide and water: CxH2x+2 +

[(3x+1)/2]O2 xCO2 + (x+1)H2O

Fig. 5.5 Three-way catalytic convertor[5] These three reactions occur most efficiently when the catalytic converter receives exhaust from an engine running slightly above the stoichiometric point. This is between 14.6 and 14.8 parts air to 1 part fuel, by weight, for gasoline. The ratio for LPG, natural gas and ethanol fuels is slightly different, requiring modified fuel system settings when using those fuels. Generally,
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engines fitted with 3-way catalytic converters are equipped with a computerized closed-loop feedback fuel injection system employing one or more oxygen sensors, though early in the deployment of 3-way converters, carburetors equipped for feedback mixture control were used. While a 3-way catalyst can be used in an open-loop system, NOx reduction efficiency is low. Within a narrow fuel/air ratio band surrounding stoichiometry, conversion of all three pollutants is nearly complete. However, outside of that band, conversion efficiency falls off very rapidly. When there is more oxygen than required, then the system is said to be running lean, and the system is in oxidizing condition. In that case, the converter's two oxidizing reactions (oxidation of CO and hydrocarbons) are favoured, at the expense of the reducing reaction. When there is excessive fuel, then the engine is running rich. The reduction of NOx is favoured, at the expense of CO and HC oxidation. 5.8 TESTING THE EXHAUST OF 4 STROKE PETROL ENGINE WITH CATALYTIC CONVERTOR For the testing of the reduction of CO in our overhauled 4 stroke petrol engine the catalyst we used is Cr2O3 coated on MnO2. This is then made in a cylinder and this cylinder is placed in the path of the exhaust. Both ends of the cylinder are given perforation for the easy entry and exit of the exhaust. Initially i.e. without fitting the apparatus, the amount of CO in the exhaust was found to be 4.8 %. After fitting the apparatus the amount of CO is found to be reduced to 2.9 % i.e. a reduction of about 40 %. When the engine is loaded by means of resistance loading, it is found that the amount of CO produced increased i.e. is up to 5.2 % and a decrease of about 42% of the gas is observed when tested with the catalytic convertor. This experiment shows the use of a catalytic convertor for the reduction of CO in automobile engines.

5.9 THE SCIENCE BEHIND CATALYTIC CONVERTERS Once the catalytic converter reaches its operating temperature (known as "light off temperature" and usually between 400 and 600 degrees Fahrenheit) the catalyst compound coating the inner ceramics start to convert the three regulated harmful emissions into less harmful emissions. The three harmful emissions regulated by the EPA are Carbon monoxide (CO), Hydrocarbons (or VOCs for Volatile Organic Compounds), and Nitrogen compounds (NOx).
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Carbon monoxide: Most of the used air leaving your engine is Carbon dioxide or CO2. But since combustion isn't always perfect or complete, some of the Carbon molecules only pick up one oxygen molecule to create carbon monoxide, a deadly, odorless gas. The catalytic converter creates a reaction between the CO and its surrounding air particles to create CO2 and H2O (water). Hydrocarbons: A Hydrocarbon is any compound made of Carbon and Hydrogen that can be burned. Hydrocarbon emissions cover a range of harmful emissions, but they are all made up of unburned Carbon and Hydrogen. Hydrocarbons are harmful when breathed and contribute greatly to smog build up in urban areas. NOx: Nitrogen compounds referred to as NOx have caused many an emissions test failure. NOx emissions are basically Nitrogen molecules that have combined with Oxygen and escape the engine unburned. NOx emissions cause smog and acid rain. The compounds coating the inner structure of the cat literally strip, ram together, and otherwise muscle these emissions into less harmful gases and water, leaving the stuff that comes out of your tailpipe in much better shape.

5.10ENVIRONMENTAL IMPACT Catalytic converters have proven to be reliable and effective in reducing noxious tailpipe emissions. However, they may have some adverse environmental impacts in use:

The requirement for a rich burn engine to run at the stoichiometric point means it uses more fuel than a "lean burn" engine running at a mixture of 20:1 or less. This increases the amount of fossil fuel consumed and the carbon dioxide emissions of the vehicle. However, NOx control on lean burn engines is problematic.

Although catalytic converters are effective at removing hydrocarbons and other harmful emissions, most of exhaust gas leaving the engine through a catalytic converter is carbon dioxide (CO2), one of the greenhouse gases indicated by the Intergovernmental Panel on Climate Change (IPCC) to be a "most likely" cause of global warming. Additionally, the U.S. Environmental Protection Agency (EPA) has stated catalytic converters are a
39

significant and growing cause of global warming, due to their release of nitrous oxide (N2O), a greenhouse gas over 300 times more potent than carbon dioxide.

Catalytic converter production requires palladium and/or platinum; part of the world supply of these precious metals is produced near the Russian city of Norilsk, where the industry (among others) has caused Norilsk to be added to Time Magazine's list of most polluted places.

CHAPTER 6- CONCLUSION

CONCLUSION

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Service and maintenance work is done in the engine and dc generator and necessary modification for doing the load test and catalytic conversion test. The apparatus for reducing CO is fitted to the exhaust of the overhauled single cylinder 4 stroke petrol engine. It has been observed that engine can be loaded up to 5 loads and the catalytic conversion test is done in no load and loading condition. At no load the reduction of CO is found to be about 40 % and at loading condition the reduction is changed to 42 %. The love joy coupling which couples the engine shaft & generator shaft was replaced by tire coupler. Since the engine rpm is high (3000 rpm) love joy couplings cannot be used because it is generally fitted to low rpm shafts. Rated BP is 2.5 kW, but the maximum BP obtained during experiment is 1.04kW because the load applied is only 5 since the machine is older more older more additional load cannot be applied. .

REFERENCES
1. Automobile Engineering Volume 1 - Kirpal Singh 2. Automobile Engineering Volume 2 - Kirpal Singh

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3. Methods For Monitoring And Diagnosing The Efficiency Of Catalytic Converters - Marios sideris 4. www.wikipedia.com 5. High performance mno2 catalysts for carbon monoxide oxidation -N.D.Ivanova,S.V.ivanova,E.I.Boldyrev,G.V.Sokolskii and I.S.Makeeva, April2002,Ukaraine 6. The Catalytic Converter -Samuel George figures 1. 2. 3. 4. 5. www.wired.com/autopia/2008/02/as-platinum-soa/ www.answers.com/topic/catalytic-converter explorer.cekli.com/document/catalytic-converter www.quickhonda.net/exhaust.htm(7) www.quickhonda.net/exhaust.htm(8) 6. www.allstar.fiu.edu/aero/flight62.htm
7. elescooterparts.com/.../carb/Carburetors.html 8. www.motorera.com/dictionary/cy.htm 9. www.gyfootwear.co.uk/gy_hobbies_greeves.htm

10. engine.en.alibaba.com/product/10155594-101055... 11. www.rbracing-rsr.com/lsr21/flhtsleds.html 12. www.cpsc.gov/cpscpub/prerel/prhtml09/09142.html 13. www.weaksauceparts.com/store/search.php?mode=...

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