1. Energy Systems for Surface Transport-2
P M V Subbarao
Professor
Mechanical Engineering Department
I I T Delhi
More Options for road Transport!!!

2. Evolution of Otto’s Engine
In 1876 Otto built an internal-combustion engine utilizing the four-stroke cycle (four strokes of the piston for each ignition).
Because of its reliability, its efficiency, and its relative quietness, Otto’s engine was an immediate success.
More than 30,000 of them were built during the next 10 years.
In 1893, the Benz Velo became the world's first inexpensive, mass-produced car.
12000 unites were produced.
0.7 hp and 958cc!!!

3. The Historical Event in Automobiles
The Mercedes 35 HP (German: Mercedes 35 PS) was a radical early car model designed in 1901.
Engine volume: 5,918CC.
The racecar was of a disappointing performance by multiple technical complications and enduring just for few laps.
Inclusion of radiator for engine cooling.
The three-horsepower, curved-dash Oldsmobile surpassed the steam Locomobile as America’s best-selling car in 1902, when 2,750 of them were sold.

4. Road Steam Disappeared in Second Decade of 20th Century
Petrol lorries were starting to show better efficiency and could be purchased cheaply as war surplus.
On a busy route a 3-ton petrol lorry could save about £100 per month compared to its steam equivalent, in spite of restrictive speed limits, and relatively high fuel prices and maintenance costs.
Road steam disappeared through becoming uneconomical to operate.

5. Four Cylinder Inline12 hp SI engine
The Shocking News
The shocking news on 17th December 1903.
Four Cylinder Inline12 hp SI engine

6. SI Engine for Propulsion
Radial SI Engine

7. Thermo-chemical Feasibility of Ignition
Saturation line
Upper Flame Limit
Vapour Pressure in Air
Piloted Ignition Region
Lower Flame Limit
Mixture Temperature

8. Engine Damage From Severe Knock
Damage to the engine is caused by a combination of high temperature and high pressure.
Piston
Piston crown
Cylinder head gasket
Aluminum cylinder head

9. Thermo-chemical Feasibility of Ignition
Saturation line
Upper Flame Limit
Vapour Pressure in Air
Piloted Ignition Region
Automatic Ignition Temperature
Hot Surface Ignition Region
Lower Flame Limit
Mixture Temperature

10. Design Constraints: Flammability Characteristics
Rich Mixture
Stoichiometric Line
Spontaneous Ignition
Flammable mist
Flammable Vapour
Inflammable mist
Flash Point
Lean Mixture Line
Burning Impossible
Mixture Temperature

11. Execution of Internal Combustion : Thermo-chemical Feasibility
An Irrational Behaviour of SI Engine

12. Critical Compression Ratio
Formula Name Critical r
CH4 Methane 12.6
C3H8 Propane 12.2
C8H18 Isooctane

13. Irrationality of Otto’s Model
Fuel/Air
Mixture
Compression
Stroke

14. Flame Quenching at Wall

15. Live with A Promising Irrational Engine Model????
Advanced Cities
Generation of
photochemical smog
Artificial Horses
Eye and respiratory irritation in humans
Epinasty, chlorosis, curling, leaf abscission and growth retardation in plans

16. Inflammability of Fuels

17. Rudolf Christian Karl Diesel
Diesel published a treatise entitled, Theory and Construction of a Rational Heat-engine to Replace the Steam Engine and Combustion Engines Known Today.
This formed the basis for his work on and invention of, the diesel engine.
In his engine, fuel was injected at the end of compression and the fuel was ignited by the high temperature resulting from compression.

18. A Brief History of the Diesel’s Engine
Diesel built the first diesel engine at the Augsburg Maschinenfabrik .
Rudolph Diesel, filed a patent application
The single cylinder engine was used to power stationary machinery.
It weighed five tonnes and produced 20 hp at 172 rpm!
The engine operated at 26.2% efficiency, a very significant improvement on the 20% achieved by the best gasoline engines of the time.

19. Displacement Work Devices : Compression (Self) Ignition Engine
Intake
Stroke
Combustion
Products
Exhaust
Stroke
Power
Stroke
Fuel Injection
Air
Compression
Stroke

20. Active Part of the Innovation : Ideal Diesel Cycle
Qin
Const pressure
heat addition
Process BC
Qout
Const volume
heat rejection
Process
Air
Compression
Process
Expansion
Process

21. Air-Standard Diesel cycle
Process 1 2 Isentropic compression
Process 2  3 Constant pressure heat addition
Process 3  4 Isentropic expansion
Process 4  1 Constant volume heat rejection
Qin
Qout v2 TC v1 BC
Cut-off ratio:

22. First Law Analysis of Air Standard Diesel Cycle
Net cycle work
Cycle thermal efficiency:

23. Thermal Efficiency of Diesel Engine
rc=1
rc=2
Typical CI Engines
15 < r < 20
rc=3
When rc (= v3/v2)1 the Diesel cycle efficiency approaches the efficiency of the Otto cycle

24. Structure of Efficient Diesel Cycle
Higher efficiency is obtained by adding less heat per cycle, Qin,
 run engine at higher speed to get the same power.

25. Multi Cylinder Diesel Engines
1922 Benz introduces a 2-cylinder, 30 hp 800 rpm tractor engine.
1924 Benz introduces a 4-cylinder, 50 hp 1000 rpm truck engine.
Peugeot introduces the 404 Diesel followed by the 504 Diesel and the 204 Diesel, the first diesel-powered compact car

26. Important Accessories for CI Engine

27. Schematic of Spray Dynamics in Diesel Engine

28. Development of Injection Pressure & Injection System in CI Engines

29. The Latest News
The world’s biggest engine is the Wärtsilä-Sulzer RTA96.
It’s the largest internal combustion engine ever built by man.
Wärtsilä-Sulzer RTA96-C is a 14-cylinder, turbocharged diesel engine that was specially designed to power the Emma Maersk which is owned by the Danish Maersk.
Wärtsilä-Sulzer RTA96, the world’s biggest engine, has a weight of 2.3 million kilogrammes.
For the marine application that has a 2.5 m stroke, the engine speed is limited to 102 rpm.

30. Wärtsilä-Sulzer RTA96 : The world’s biggest engine

31. Economies of Scale in Sea Transportation
Maersk Lines have done the world proud by providing cheap sea transportation that is costing cents instead of a dollar per every kg weight.
They are able to do this by using economies of scale in sea transportation.
It is getting cheaper to ship goods from USA to China and from China to USA.
It has now become cheaper to transport goods from China to a US port than to transport the same goods from a US port to the final destination inland of US by a truck.

32. 20th century Developments in I.C. Engines

33. Type of Fuel Vs Combustion Strategy
Highly volatile with High self Ignition Temperature: Spark Ignition. Ignition after thorough mixing of air and fuel.
It’s a Baby Care combustion.
Less Volatile with low self Ignition Temperature: Compression Ignition , Almost simultaneous mixing & Ignition.
It’s a Teen Care combustion.

34. Need for Fuel Injection in SI Engine
One of the main factors to achieve near complete combustion and better engine performance is the generation of a homogenous mixture of air and fuel in the cylinder.
The most of fuel should evaporate in the ports and mix with the inlet air.
Formation a liquid fuel layers at the port and the cylinder walls should be minimized.
The better solution is injection of fuel even in in the inlet port of gasoline (SI) vehicles using MPFI system.

35. Carburetted SI Engines
SI Religion Engines
Carburetted SI Engines
High Specific Power
Cleaner exhaust compared to Diesel
Low Fuel Economy  Throttling, quantity governed
MPFI Engines
High Specific Power
Fuel economy better than carbureted  Quality governing, no throttling
High HC emissions during transient operation
Limited improvement at part load
DISI Engines
High power at full load  Homogeneous charge, high CR, high vol.
High Fuel economy  Distinctly stratified charge, avoidance of throttling losses, quality governing
Lower HC compared to MPFI

36. CI Religion in I.C. Engines
Diesel Engines
 High CR
 No throttling , quality governed,
 High fuel economy at part load
Low specific power  Low grade fuel, heterogeneous combustion  Turbo-charging – not useful for small engines
High NOx and Smoke

37. 1980s : Diesel Engine Menace
What Menace?
NOx
Respiratory problems.
Ground ozone and PM formation.
Acid rain.
Visibility and haze.
Nutrient pollution.
Soot
PM PM10 contributors.
Chronic respiratory issues.
Change in blood chemistry.
Increased coronary blockade.
Interferes with protein synthesis
Soot-NOx Nexus-”Diesel Dilemma” is the looming evil at the tail pipe of a dieselized global economy.

38. Diesel Engine Menace Why Menace?
Stratified charge and φ-T in-cylinder distribution.
Stoichiometric zones: High AFT-NOx in post flame.
Rich zone: High PAH- Soot.
Lean zone: Poor combustion- High CO and UBHC

39. Common Rail Diesel Injection System
The Common Rail Diesel Injection System delivers a more controlled quantity of atomised fuel, which leads to better fuel economy; a reduction in exhaust emissions; and a significant decrease in engine noise during operation.

40. Religious I.C. Engines The Right Engine
High power at full load  Homogeneous charge, high CR, high vol.
High Fuel economy  Distinctly stratified charge, avoidance of throttling losses, quality governing
Lower HC..

41. Our True Secular Engine
Source 1
Source 2
Source 3
8L Tank compatible with gasoline
8L Tank compatible with Alcohols
Biogas from source at 8-10bar pressure
Alcohol compatible Filter and fuel pump
Filter and fuel pump
Alcohol injector
PRV to regulate injector upstream pressure:0.5-1bar with 0.5 bar resolution
Gas
injector
Gasoline injector
PRV to regulate injector upstream pressure:1-3bar with 0.5bar resolution
PRV to regulate injector upstream pressure:1-3bar with 0.5bar resolution
Common
PFI ECU
Trigger source from encoder or target wheel
Pulse width modulation from PC to control quantity and timing
Battery or AC to DC adapter power ECU

42. Development of New Hardware
Intake manifold
thermocouple
Heating element
PFI
Pre-PFI thermocouple
Rheostat regulator with temperature cut-off switch

43. Eco-friendly Nature of our Secular Engine

44. Eco-friendly Nature of our Secular Engine

45. Fuel Economy of Our Secular Engine

46. Onsite Low Irreversibility Prime Movers
Combustion Engines
Battery Electric
Fuel
Transmission
Engine
Battery
Transmission
Motor/ Generator

47. Energy Loss : Urban Driving : 3000 CC Engine Vehicle
Standby 8%
Aero 3%
Fuel Tank
100%
16%
13%
Engine
Driveline
Rolling 4%
Braking 6%
Driveline
Losses 3%
Engine Loss
76%
POWERTRAIN
VEHICLE-Related

48. Energy Loss : City Driving – Electric Vehicle
Aero
29%
Batteries
100%
90%
76%
Motor
Driveline
Rolling
35%
Braking
11%
Driveline
Losses
14%
Motor Loss
10%
POWERTRAIN
VEHICLE-Related

49. Mine to Wheel Efficiency
Mine-to-Tank
Tank-to-Wheels
31%
23%
Generation
33%
Transmission
94%
Plug-to-Wheels
76%
31%
76%
= 23%
Refining
82%
Transmission
98%
Pump-to-Wheels
16%
13%
80%
80%
16%
= 13%

50. Another Major Suitability Characteristic of Resource to Vehicle
Diesel

51. Options of Converter Couples
A hybrid vehicle is driven a couple of Prime Movers.
A hybrid vehicle with an electrical power train as one the couple is called an HEV.
A gasoline (or diesel) I.C. engine system –electric motor system.
Hydrogen fuel cell–electric motor system.
Chemical battery–electric motor system, etc.

52. Decomposition of Urban Drive Power

53. Conceptual Hybrid Scheme

54. Analysis of Series Hybrid Electric Drive Trains
Unidirectional
Energy source
Bidirectional
Energy source

55. Analysis of Parallel Hybrid Electric Drive Trains

56. Need for Better Hybrid Prime Mover
Need for High power density is still an unsolved problem in HEVs.
Hybrid systems for heavy duty vehicles which are associated with high braking power.
More number of charging/discharging cycles.
Can withstand high rates of energy flow through the system during accelerations/decelerations.
Do not require batteries, many of the environmental concerns associated with battery manufacture and disposal are eliminated.
Have shorter payback time. The worst the conditions (frequent stops and go), the faster are the payback.
An electric hybrid can recover about 30 percent of the energy created during braking only.