NATURE OF PLASTIC DEFORMATION

NATURE OF PLASTIC DEFORMATION

The change of any dimension or shape of an object under the action of external forces is generally considered as a deformation.

When external forces are applied on an object, then the deformation along the direction of the applied force is called longitudinal deformation where as any deformation along its transverse directions are called as lateral deformations.

When external forces are applied in an object, the object will be deformed first. Due to this deformation crystal structure is also deformed and thus creating an unbalanced internal resisting force, which neutralizes the external force and a condition of equilibrium is achieved as deformation stopped.

When the deformation per unit length is small, the material shows a remarkable ability to recover its original shape and size as the external forces are removed.

Hence, as the external force is withdrawn, the deformation will be vanished.

This type of deformation is called elastic deformation and this property of the material is known as Elasticity.

During the elastic phase of deformation, no permanent change in crystal structure happens, but as the magnitude of the applied force increases, resistance due to the change or distortion of the crystal structure becomes insufficient and as a result crystal dislocation occurs.

Plastic deformation is the deformation which is permanent and beyond the elastic range of the material. Very often, metals are worked by plastic deformation because of the beneficial effect that is imparted to the mechanical properties by it.

The necessary deformation in a metal can be achieved by application of large amount of mechanical force only or by heating the metal and then applying a small force.

The deformation of metals which is caused by the displacement of the atoms is achieved by one or both of the processes called slip and twinning. These two are the prominent  mechanisms  of  plastic  deformation,  namely  slip  and  twinning.

SLIP AND TWINNING

Slip is the prominent mechanism of plastic  deformation in metals. It involves sliding of blocks of crystal over one other along definite  crystallographic planes, called slip planes.

It is analogous to a deck of cards when it is pushed from one end. Slip occurs when shear stress  applied exceeds a critical value. 

During  slip  each  atom  usually  moves  same  integral  number  of  atomic  distances  along  the  slip  plane  producing a  step  but  the  orientation  of  the  crystal remains the same.

 Generally  slip  plane  is  the  plane  of  greatest  atomic  density, and  the  slip  direction  is  the   close  packed  direction  within  the  slip  plane.

Twining : Portion  of  crystal  takes  up  an  orientation  that  is  related  to  the  orientation  of  the  rest  of  the  untwined  lattice  in  a  definite, symmetrical  way.

The  twinned  portion  of  the  crystal  is  a  mirror  image  of  the  parent  crystal.

The plane of symmetry is called twinning plane.

The  important role of twinning in plastic deformation is that it causes changes in plane orientation so that further slip can occur.

On the macroscopic scale when plastic deformation occurs, the metal appears to flow in the solid state along specific directions which are dependent on the type of processing and the direction of applied force.

The crystals or grains of the metal get elongated in the direction of metal flow. This flow of metal can be seen under microscope after polishing and suitable etching of the metal surface. These visible lines are called as “fibre flow lines".

Since the grains are elongated in the direction of flow, they would be able to offer more resistance to stresses acting across them. As a result, the mechanically worked metals called wrought products would be able to achieve better mechanical strength in specific orientation, that of the flow direction.

Since it is possible to control these flow lines in any specific direction by careful manipulation of the applied fibres. It is possible to achieve optimum mechanical properties.

The metal of course, would be weak along the flow lines. The wastage of material in metal working processes is either negligible or very small and the production rate is in general very high. These two factors give rise to the economy in production.

HOT WORKING AND COLD WORKING

The metal working processes are traditionally divided into hot working and cold working processes.

The division is on the basis of the amount of heating applied to the metal before applying the mechanical force. Those processes, working above the recrystallisation temperature, are termed as hot working processes whereas those below are termed as cold working processes.

Under the action of heat and the force, when the atoms reach a certain higher energy level, the new crystals start forming which is termed as recrystallisation.

Recrystallisation destroys the old grain structure deformed by the mechanical working, and entirely new crystals which are strain free are formed.

The grains in fact start nucleating at the points of severest deformation.

Recrystallisation temperature as defined by American Society of Metals is "the approximate minimum temperature at which complete recrystallisation of a cold worked metal occurs within a specified time".

The recrystallisation temperature is generally between one-third to half the melting point of most of the metals. The recrystallisation temperature also depends on the amount of cold work a material has already received. Higher the cold work, lower would be the recrystallisation temperature as shown in Fig. given below.

Though cold work affects the recrystallisation temperature to a great extent, there are other variables which also affect the recrystallisation temperature

In hot working, the process may be carried above the recrystallisation temperature with or without actual heating.

For example, for lead and tin the recrystallisation temperature is below the room temperature and hence working of these metals at room temperature is always hot working. Similarly for steels, the recrystallisation temperature is of the order of 1000^oC, and therefore working below that temperature is still cold working only.

In hot working, the temperature at which the working is completed is important since any extra heat left after working will aid in the grain growth, thus giving poor mechanical properties.

The effect of temperature of completion of hot working is profound. A simple heating where the grain start growing after the metal crosses the recrystallisation temperature. But, if it is cooled without any hot working, the final grain size would be larger than the grain size in the initial stage of heating.

Again, after heating, if the metal is worked before cooling the result is the reduction in size. It is due to the process of recrystallisation, that new grain will be started to form and the final grain size is reduced. This phenomena rises due to working of metal at recrystallisation, that gives rise to a large number of nucleation sites for the new crystals to form.

But if the hot working is completed much above the recrystallisation temperature the grain size start increasing and finally may end up with coarse grain size.

This increase the size of the grains occurs by a process of coalescence of adjoining grains and is a function of time and temperature.

This is not generally desirable. If the hot working is completed just above the recrystallisation temperature, then the resultant grain size would be fine. The same is schematically shown for hot rolling operation.

ASSUMPTIONS CONSIDERED IN ANALYZING AIR STANDARD CYCLE:

AIR STANDARD CYCLE:

• In true sense, internal combustion engines in which combustion of fuels occurs inside the engine cylinder can not be defined as cyclic heat engines. The temperature generated during combustion is very high so that engines must be water cooled to prevent the damage of the engine due to thermal shock. The working fluid here is a mixture of air and fuel that undergoes permanent chemical changes due to combustion and the products of combustions must be exhausted and driven out of the cylinder so that fresh charges can be admitted. Therefore, it does not complete a full thermodynamic cycle.
• The engine cycle analysis is an important tool in the design and study of
• Internal Combustion Engines. 
•  A thermodynamic cycle is defined as a series of processes through which the working fluid progresses and ultimately return to the original state. 
•  Although the thermodynamic cycles are closed cycles and actual engine 
• A real thermodynamic analysis of such an engine quite complex. Hence, we simplified the operation of an I.C. Engine by introducing somewhat idealized version of a real thermodynamic processes occur inside an IC Engine, and this idealized thermodynamic cycles are called "Air standard cycle." In an air standard cycle, a certain mass of a perfect gas like air operates in a complete thermodynamic cycle, where heat is added and rejected reversibly with external heat reservoirs, and all the processes in the cycle are reversible. Air is assumed to behave like a perfect gas, and like a perfect gas, its specific heats are assumed to be constant (although they are certain functions of temperature). These air standard cycles are conceived in such a manner that they may correspond to the operations of internal combustion engines.
•  Although, there are numerous such air standard cycles, the important of them are

a) Otto Cycle (used for petrol engine)

b) Diesel Cycle (used for diesel engine)

c) Mixed, limited pressure or Dual Cycle (used for hot spot engine)

d) Stirling Cycle

e) Ericsson Cycle

To make the analysis simpler, certain assumptions are made during the analysis of air standard cycle. They are as following,

• i) The working substance is a perfect gas obeying the gas equation pV = mRT.
• ii) The working fluid is a fixed mass of air either contained in a closed system or flowing at a constant rate round a closed cycle.
• iii) The physical constants of the working fluid will be those of air.
• iv) The working medium has constant specific heats.
• v) The working media doesn't undergo any chemical change throughout the cycle.

OTTO CYCLE:

The Otto cycle is a thermodynamic cycle used in gasoline (petrol) engines to convert the chemical energy stored in fuel into useful work. It is a four-stroke cycle, consisting of four processes: intake, compression, combustion, and exhaust.

During the intake stroke, the fuel-air mixture is drawn into the engine cylinder as the piston moves downward. During the compression stroke, the mixture is compressed by the upward motion of the piston, which raises the temperature and pressure of the mixture. Near the end of the compression stroke, the spark plug ignites the mixture, causing a rapid combustion that generates a high-pressure wave that drives the piston downward, producing power. This is the power stroke. Finally, during the exhaust stroke, the spent gases are expelled from the cylinder as the piston moves upward.

The Otto cycle is an idealized model of the engine, assuming that the combustion occurs instantaneously and that there are no losses due to friction, heat transfer, or other factors. In practice, real engines operate less efficiently than the idealized model, due to these losses.

The Otto cycle is named after its inventor, Nikolaus Otto, a German engineer who patented the four-stroke engine in 1876. The cycle is widely used in modern gasoline engines, which have been refined and optimized over more than a century of development to achieve high levels of performance, efficiency, and reliability.

DIESEL CYCLE:

The Diesel cycle is a thermodynamic cycle used in diesel engines to convert the chemical energy stored in fuel into useful work. It is a four-stroke cycle, consisting of four processes: intake, compression, combustion, and exhaust.

During the intake stroke, air is drawn into the engine cylinder as the piston moves downward. During the compression stroke, the air is compressed by the upward motion of the piston, which raises the temperature and pressure of the air. Near the end of the compression stroke, fuel is injected into the cylinder, which ignites due to the high temperature and pressure of the air. The fuel-air mixture combusts, generating a high-pressure wave that drives the piston downward, producing power. This is the power stroke. Finally, during the exhaust stroke, the spent gases are expelled from the cylinder as the piston moves upward.

The Diesel cycle is similar to the Otto cycle but differs in that it does not rely on a spark plug to ignite the fuel. Instead, the fuel is injected directly into the cylinder and ignites due to the heat of the compressed air. This allows diesel engines to operate at a higher compression ratio than gasoline engines, which leads to higher efficiency and better fuel economy.

The Diesel cycle is named after Rudolf Diesel, a German inventor who patented the diesel engine in 1892. Diesel engines are widely used in a variety of applications, including cars, trucks, buses, ships, and generators. They are known for their efficiency, durability, and reliability.

Mixed, limited pressure or Dual Cycle (used for hot spot engine):

The Mixed or Dual Cycle is a thermodynamic cycle used in hot-spot engines, which are a type of internal combustion engine that combines elements of diesel and gasoline engines. The cycle is also sometimes referred to as the Limited Pressure cycle.

The Dual Cycle is a combination of the Otto and Diesel cycles. It uses the diesel combustion process, where fuel is injected directly into the cylinder and ignited by the heat of compressed air, but also includes a spark plug like in the Otto cycle. During the intake stroke, air is drawn into the cylinder, and during the compression stroke, the air is compressed to a higher pressure and temperature than in the Otto cycle. Fuel is injected into the cylinder, and the spark plug ignites the fuel-air mixture, creating a flame that spreads through the cylinder. The combustion of the fuel-air mixture produces high pressure and temperature, which drives the piston downward, producing power. Finally, during the exhaust stroke, the spent gases are expelled from the cylinder as the piston moves upward.

The Dual Cycle is designed to provide the advantages of both the diesel and gasoline engines, namely high efficiency and low emissions. It allows for a higher compression ratio than the Otto cycle, which leads to better fuel economy, while also reducing the emission of pollutants like nitrogen oxides (NOx) and particulate matter. The Dual Cycle is used in some specialized applications, such as large marine engines and certain military vehicles. However, it is not as widely used as the Otto and Diesel cycles in most everyday applications.

STERLING CYCLE:

The Stirling cycle is a thermodynamic cycle used in Stirling engines, which are a type of heat engine that converts heat energy into mechanical work. Unlike traditional internal combustion engines, Stirling engines operate on an external heat source, which can be supplied by any fuel source that can produce heat, such as wood, coal, or natural gas.

The Stirling cycle consists of four processes: heating, expansion, cooling, and compression. During the heating process, the working fluid (typically a gas such as helium or hydrogen) is heated by an external heat source, causing it to expand and drive a piston outward. During the expansion process, the expanding gas continues to drive the piston outward, producing mechanical work. During the cooling process, the working fluid is cooled by a heat sink (usually air or water), causing it to contract and pull the piston inward. Finally, during the compression process, the compressed gas is pushed back to the starting point, ready to begin the cycle again.

The Stirling cycle is designed to maximize efficiency by minimizing the losses associated with traditional internal combustion engines, such as friction and heat transfer. However, Stirling engines have a relatively low power-to-weight ratio and are less suitable for high-speed applications. They are typically used in specialized applications, such as in submarines, where quiet operation and long running times are important.

The Stirling engine was invented in the early 19th century by Robert Stirling, a Scottish clergyman, and engineer. Despite its potential benefits, the Stirling engine has not been widely adopted in mainstream applications due to its complexity and high cost compared to other types of engines. However, research and development continue to explore ways to improve the efficiency and practicality of Stirling engines.

SYLLABUS OF GATE 2013; MECHANICAL ENGINEERING

Syllabus for Mechanical Engineering (ME)

1) ENGINEERING MATHEMATICS

a) Linear Algebra : Matrix algebra, Systems of linear equations, Eigen values and eigen vectors.

b) Calculus : Functions of single variable, Limit, continuity and differentiability, Mean value theorems, Evaluation of definite and improper integrals, Partial derivatives, Total derivative, Maxima and minima, Gradient, Divergence and Curl, Vector identities, Directional derivatives, Line, Surface and Volume integrals,Stokes, Gauss and Green’s theorems.

c) Differential equations : First order equations (linear and nonlinear), Higher order linear differential equations with constant coefficients, Cauchy’s and Euler’s equations, Initial and boundary value problems, Laplace transforms, Solutions of one dimensional heat and wave equations and Laplace equation.

d) Complex variables : Analytic functions, Cauchy’s integral theorem, Taylor and Laurent series.

e) Probability and Statistics : Definitions of probability and sampling theorems, Conditional probability, Mean, median, mode and standard deviation, Random variables, Poisson,Normal and Binomial distributions.

f) Numerical Methods : Numerical solutions of linear and non-linear algebraic equations Integration bytrapezoidal and Simpson’s rule, single and multi-step methods for differential equations.


2) APPLIED MECHANICS AND DESIGN

a) Engineering Mechanics: Free body diagrams and equilibrium; trusses and frames; virtual work; kinematics and dynamics of particles and of rigid bodies in plane motion, including impulse and momentum (linear and angular) and energy formulations; impact.

b) Strength of Materials: Stress and strain, stress-strain relationship and elastic constants, Mohr’s circle for plane stress and plane strain, thin cylinders; shear force and bending moment diagrams; bending and shear stresses; deflection of beams; torsion of circular shafts; Euler’s theory of columns; strain energy methods; thermal stresses.

c) Theory of Machines: Displacement,velocity and acceleration analysis of plane mechanisms; dynamic analysis of slider-crank mechanism; gear trains; flywheels.

d) Vibrations: Free and forced vibration of single degree of freedom systems; effect of damping; vibration isolation; resonance, critical speeds of shafts.

e) Design: Design for static and dynamic loading; failure theories; fatigue strength and the S-N diagram; principles of the design of machine elements such as bolted, riveted and welded joints, shafts, spur gears, rolling and sliding contact bearings, brakes and clutches.


3) FLUID MECHANICS AND THERMAL SCIENCES

a) Fluid Mechanics: Fluid properties; fluid statics, manometry, buoyancy; control-volume analysis of mass, momentum and energy; fluid acceleration; differential equations of continuity and momentum; Bernoulli’s equation; viscous flow of incompressible fluids; boundary layer; elementary turbulent flow; flow through pipes,head losses in pipes, bends etc.

b) Heat-Transfer: Modes of heat transfer; one dimensional heat conduction, resistance concept, electrical analogy, unsteady heat conduction, fins; dimensionless parameters in free and forced convective heat transfer, various correlations for heat transfer in flow over flat plates and through pipes; thermal boundary layer; effect of turbulence; radiative heattransfer, black and grey surfaces, shape factors, network analysis; heat exchanger performance, LMTD and NTU methods.

c) Thermodynamics: Zeroth, First and Second laws of thermodynamics; thermodynamic system and processes; Carnot cycle.irreversibility and availability; behaviour of ideal andreal gases, properties of pure substances, calculation of work and heat in ideal processes; analysis of thermodynamic cycles related to energy conversion.

d) Applications: Power Engineering : Steam Tables, Rankine, Brayton cycles with regeneration and reheat. I.C. Engines : air-standard Otto, Diesel cycles.

e) Refrigeration and air-conditioning: Vapour refrigeration cycle, heat pumps, gas refrigeration, Reverse Brayton cycle;

f) Moist air: psychrometric chart, basic psychrometric processes.

g) Turbo-machinery: Pelton-wheel, Francis and Kaplan turbines— impulse and reaction principles, velocity diagrams.


4) MANUFACTURING AND INDUSTRIAL ENGINEERING

a) Engineering Materials: Structure and properties of engineering materials, heat treatment, stress-strain diagrams for engineering materials.

b) Metal Casting: Design of patterns, moulds and cores; solidification and cooling; riser and gating design, design considerations.

c) Forming: Plastic deformation and yield criteria; fundamentals of hot and cold working processes; load estimation for bulk (forging, rolling, extrusion, drawing) and sheet (shearing, deep drawing, bending) metal forming processes;principles of powder metallurgy.

d) Joining: Physics of welding, brazing and soldering; adhesive bonding; design considerations in welding.

e) Machining and Machine Tool Operations: Mechanics of machining, single and multi-point cutting tools, tool geometry and materials, tool life and wear; economics of machining; principlesof non-traditional machining processes; principles of work holding, principles of design of jigs and fixtures

f) Metrology and Inspection: Limits, fits and tolerances; linear and angular measurements; comparators; gauge design; interferometry; form and finish measurement; alignment and testing methods; tolerance analysis in manufacturing and assembly.

g) Computer Integrated Manufacturing: Basic concepts of CAD/CAM and their integration tools.

h) Production Planning and Control: Forecasting models, aggregate production planning, scheduling, materials requirement planning.

i) Inventory Control: Deterministic and probabilistic models; safety stock inventory control systems.

j) Operations Research: Linear programming, simplex and duplex method, transportation, assignment, network flow models, simple queuing models, PERT and CPM.

INTERNAL COMBUSTION ENGINE (IC ENGINE)

MECHANICAL ENGG : INTERNAL COMBUSTION ENGINE

fig: wankel engine

single cylinder IC engine

IC engine

Definition:

The internal combustion engine is an engine in which the combustion of a fuel occurs with an oxidizer (usually air) in a combustion chamber. In an internal combustion engine the expansion of the high temperature and pressure gases, which are produced by the combustion, directly applies force to a movable component of the engine, such as the pistons or turbine blades and by moving it over a distance, generate useful mechanical energy.

Combustion Type:

• Intermittent Combustion:

The term internal combustion engine usually refers to an engine in which combustion is intermittent, such as the more familiar four-stroke and two-stroke piston engines, along with variants, such as the Wankel rotary engine.

• Continuous Combustion:

A second class of internal combustion engines use continuous combustion: gas turbines, jet engines and most rocket engines, each of which are internal combustion engines on the same principle as previously described.

Uses and Applications:

Internal combustion engines are most commonly used for mobile propulsion in vehicles and portable machinery. In mobile equipment, internal combustion is advantageous since it can provide high power-to-weight ratios together with excellent fuel energy density. Generally using fossil fuel (mainly petroleum), these engines have appeared in transport in almost all vehicles (automobiles, trucks, motorcycles, boats, and in a wide variety of aircraft and locomotives).

Internal combustion engines appear in the form of gas turbines as well where a very high power is required, such as in jet aircraft, helicopters, and large ships. They are also frequently used for electric generators and by industry.

Combustion Mechanism:

All internal combustion engines depend on the exothermic chemical process of combustion: the reaction of a fuel, typically with oxygen from the air (though it is possible to inject nitrous oxide in order to do more of the same thing and gain a power boost). The combustion process typically results in the production of a great quantity of heat, as well as the production of steam and carbon dioxide and other chemicals at very high temperature; the temperature reached is determined by the chemical make up of the fuel and oxidisers.

Types of Fuels it uses:

The most common modern fuels are made up of hydrocarbons and are derived mostly from fossil fuels (petroleum). Fossil fuels include diesel fuel, gasoline and petroleum gas, and the rarer use of propane. Except for the fuel delivery components, most internal combustion engines that are designed for gasoline use can run on natural gas or liquefied petroleum gases without major modifications. Large diesels can run with air mixed with gases and a pilot diesel fuel ignition injection. Liquid and gaseous biofuels, such as ethanol and biodiesel (a form of diesel fuel that is produced from crops that yield triglycerides such as soybean oil), can also be used. Some engines with appropriate modifications can also run on hydrogen gas.

Comparison of IC Engine with Steam Engine:

a) Both IC engine and steam engine are basically heat engines used to convert heat energy into mechanical energy.

b) In IC engine, the combustion of fuel (liquid or gas) takes place inside the engine cylinder. Where as, in steam engine combustion occurs outside engine, in a boiler to raise the temperature which in turn is used in the heat engine.

c) The working temperature and pressure inside an IC engine are much higher than that of steam engine. It requires the design be robust and strong temperature and pressure resistant.

d) IC engines are mostly single acting while most of the steam engines are double acting. Hence, no need of stuffing box in IC engines.

e) IC engine produces high efficiency in the range of 35% to 40%, while steam engine can produce work with an efficiency in the range of 10% to 15%.

f) Compared to long starting procedure of a steam engine, an IC engine can be started instantenously.

Classification of IC engines:

IC engines can be classified on different characteristics basis.

a) Type of Ignition process: i) Spark Ignition or SI engine, ii) Compression Ignition or CI engine, iii) Hot spot ignition engine.	b) Type of Fuel used: i) Petrol/Gasoline engine, ii) Diesel engine, iii) Gas engine.	c) Number of Strokes per cycle: i) Four stroke engine, ii) Two stroke engine.
d) Type of Cooling system: i) Air cooled engine, ii) Water cooled engine, iii) Evaporative cooling engine.	e) Cycle of Operation: i) Otto cycle engine, ii) Diesel cycle engine, iii) Dual cycle engine.	f) Method of fuel injection: i) Carburettor engine, ii) Air injection engine, iii) Airless or solid injection engine.
g) Arrangement of Cylinders: i) Vertical engine, ii) Horizontal engine, iii) Radial engine, iv) V engine, v) Opposed cylinder engine, vi) Opposed piston engine.	h) Application fields: i) Stationary engine, ii) Automotive engine, iii) Marine engine, iv) Aircraft engine, v) Locomotive engine.	i) Valve Locations: i) Over-head valve engine, ii) Side valve engine.
j) Speed of the engine: i) Slow speed engine, ii) Medium speed engine, iii) High speed engine.	k) Method of Governing: i) Hit and Miss governed engine, ii) Qualitatively governed engine, iii) Quantatively governed engine.

TERMINOLOGY: IC ENGINE

BORE: The inside diameter of the cylinder is known as bore. It is always measured in mm. 

STROKE: The distance travelled by the piston from one of its dead center positions to the other dead center position. 

DEAD CENTERS: They correspond to the positions occupied by the piston at the end of its stroke where the center lines of the connecting rod and crank are in the same straight line. These conditions arise at two specific positions of the piston. At the start of the journey of stroke and at the end of the stroke are these two specific conditions, which are named as Top Dead Center (TDC) and Bottom Dead Center or BDC for vertical engines and IDC or Inner Dead Center and ODC or Outer Dead Center for horizontal engines. 

TDC: The top most position of the piston towards the cover end side of the cylinder of a vertical engine is called Top Dead Center or TDC. 

BDC: The lowest position of the piston towards the crank end side of the cylinder of a vertical engine is known as BDC. 

CRANK THROW/ CRANK RADIUS: The distance between the center of main shaft and center of crank pin is known as Crank Throw or Crank Radius. This distance will be equal to half the stroke length. 

PISTON DISPLACEMENT/ SWEPT VOLUME: It is the volume through which the piston sweeps for its one stroke. Swept Volume is represented by Vs and it is equal to cross-sectional area of the piston x stroke length. 

Vs = {(π x d²)/4} x stroke length (L)
∴ Vs = (π.d².L)/4
CLEARENCE VOLUME: It is the volume included between the piston and the cylinder head when it is at TDC (for vertical engines) or IDC (for horizonal engine). The piston can never enters this portion of the cylinder during its travel. Clearence volume (Vc) is generally expressed as percentage of the swept volume and is denoted by Vc. 

COMPRESSION RATIO: It is the ratio of the total cylinder volume to the clearance volume. If swept volume is (Vs) and clearance volume is (Vc) then total volume of the cylinder V = Vs + Vc and Compression Ratio will be equals to (Vs + Vc)/Vc. For petrol engine it varies from 5:1 to 9:1 and for diesel engines from 14 : 1 to 22 : 1. 

PISTON SPEED: It is the distance travelled by piston in one minute. If rpm of engine shaft is (N) and length of stroke is (L), then piston speed will be 2LN m/min. 

TERMINOLOGY:

(i) Internal combustion (IC): The internal combustion engine is an engine in which the combustion of a fuel occurs with an oxidizer (usually air) in a combustion chamber. In an internal combustion engine the expansion of the high temperature and pressure gases, which are produced by the combustion, directly applies force to a movable component of the engine, such as the pistons or turbine blades and by moving it over a distance, generate useful mechanical energy.

(ii) Spark Ignition(SI): An engine in which the combustion process in each cycle is started by use of a spark plug.

(iii) Compression Ignition(CI): An engine in which the combustion process starts when the air fuel mixture self ignites due to high temperature in the combustion chamber caused by the high compression. CI engines are often called diesel engines especially in the non technical community.

(iv) Top-Dead-Center (TDC): Position of the piston when it stops at the furthest point away from the crankshaft. Top because this position is at the top of most engines (not always) and dead because the piston stops at this point. Because in some engines top-dead-center is not at the top of the engine (e.g., horizontally opposed engines, radial engines, etc.,), some sources call this position Head-End-Dead-Center (HEDC). Some sources call this position Top-Center (TC). When an occurrence in a cycle happens before TDC, it is often abbreviated bTDC or bTC. When the occurrence happens after TDC or a TC. When the piston is at TDC, the volume in the cylinder is a minimum called the clearance volume.

(v) Bottom-Dead-Center (BDC): Position of the piston when it stops at the point closest to the crankshaft. Some sources call this Crank-End-Dead-Center(CEDC) because it is not always at the bottom of the engine. Some sources call this point Bottom-Center(BC). During an engine cycle things happen before Bottom-Dead-Center, bBDC or bBC, and after bottom-deadcenter, aBDC or aBC.

(vi) Direct Injection:Fuel injection into the main combustion chamber of an engine. Engines either have one main combustion chamber (open chamber) or a divided combustion chamber made up of a main chamber and a smaller connected secondary chamber.

(vii) Indirect injection: Fuel injection into the secondary chamber of an engine with a divided combustion chamber.

(viii) Displacement volume: Volume displaced by the piston as it travels through one stroke. Displacement cans b given for one cylinder or for the entire engine (one cylinder time’s number of cylinders). Some literature calls this swept volume.

(ix) Gasoline Direct Injection (GDI): Spark ignition engine with fuel injectors mounted in combustion chambers. Gasoline fuel is injected directly into cylinders during compression stroke.

(x) Homogeneous Charge Compression Ignition (HCCI): Compression-Ignition engine operating with a homogeneous airfuel charge instead of the diffusion combustion mixture normally used in CI engines.

(xi) Smart Engine: either computer controls that regulate operating characteristics such as air fuel ratio, ignition timing, valve timing, exhaust control, intake tuning, etc.Computer inputs come from electronic, mechanical, thermal and chemical sensors located throughout the engine. Computers in some automobiles are even programmed to adjust engine operation for things like valve water and combustion chamber deposit build up as the engine ages. In automobiles, the same computers are used to make smart cars by controlling the steering, brakes, exhaust system, suspension, seats, anti-theft systems, sound-endear analysis navigation entertainment systems, shifting, doors, noise, suppression, environment, comfort,etc.(o) Engine Management System: Computer and electronics used to control smart engines.

(xii) Wide- Open throttle (WOT): Engine operated with throttle valve fully open when maximum power and/or speed is desired.

(xiii) Ignition Delay (ID): Time interval between ignition initiation and the actual start of combustion.

(r) Air Fuel Ratio: Ratio of mass air to mass of fuel input into engine.

(xiv) Fuel-Air ratio: Ratio of mass of fuel to mass of air input into engine.

(xv) Brake Maximum torque: (BMT): Speed at which maximum torque occurs.

(xvi) Overhead Valve (OHV): Valves mounted in engine head.

(xvii) Overhead Cam (OHC): Camshaft mounted in engine head, giving more direct control of valves which are also mounted in engine head.

(xviii) Fuel Injection (FI):

MAIN ENGINE COMPONENTS:

The following is the list of major components found in most reciprocating internal combustion engines.

• Block: Body of engine containing the cylinders made of cast iron or aluminum. In many older engines the valves and the valve ports were contained in the block. The block of water cooled engines includes a water jacket cast around the cylinders. On air cooled engines the exterior surface of the block has cooling fins. 

• Camshaft: Rotating shaft used to push open valves at the proper time in the engine cycle either directly or through mechanical or hydraulic linkage (push rods, rocker arms, and tappets). Most modern automobile engines have one or more camshafts mounted in the engine head (Overhead cam). Older engines had camshafts in the crank case. Crankshafts are generally made of forget steel or cast iron and driven off the crankshaft by means of a belt or chain (Timing chain). To reduce weight, some cams are made from a hollow shaft with the cam lobes press-fit on. In four stroke cycle engines the camshaft rotates at half engine speed.

• Carburetor: Venturi flow device that meters the proper amount of fuel into the air flow by means of pressure
  differential. For many decades it was the basic fuel metering system on all automobile (and other) engines. It is still used on low cost small engines like lawn mowers but is uncommon on new automobiles.

• Catalytic converter: Chamber mounted in exhaust flow containing catalytical material that promotes reduction of emission by chemical reaction.

• Choke: Butterfly valve at carburetor intake, used to create rich fuel-air mixture in intake system for cold weather starting.

• Combustion chamber: The end of the cylinder between the head and the piston face where the combustion occurs. The size of the combustion chamber continuously changes from a minimum volume when the piston is at TDC to a maximum when the piston is at BDC. The term cylinder is sometimes synonymous with combustion chamber (e.g., the engine was firing on all cylinders). Some engines have open combustion chambers which consist of one chamber for each cylinder.

• Other engines have divided chambers which consist of dual chambers on each cylinder connected by an orifice passage.

• CRANK CASE: In IC Engine terminology, Crank Case is the housing of Crank Shaft. It is the largest cavity in engine and is fixed to cylinder. 
  
  
  
  
  

OCTANE AND CETANE NUMBERS

Self ignition temperature (SIT) of a fuel is the temperature at which the fuel ignites on its own without spark. If large amount of mixture in an engine cylinder auto ignites, there will be a rapid rise in pressure causing direct blow on engine structure accompanied by thudding sound. This causes vibrations in the engine. The phenomenon is called knocking.

If however, a small pocket of fuel-air mixture auto ignites, pressure waves are generated which travel with the speed of sound across the cylinder. These pressure waves are of such small duration that indicator diagram mechanism fails to record them. These waves interact within themselves and with the cylinder walls, creating characteristics ping sound. The phenomenon is called pinking.

The engine runs rough, overheats and loses efficiency due to knocking and pinking.

The processes of knocking and pinking are related to the nature of the fuel and relative merits of the fuel are decided on the basis of their anti-pinking and anti-knock property. The merit is measured by octane number such that a fuel of high octane number will be liable to less pink or knock as compared to a fuel of low octane number in the same engine. It is important to note that the same fuel will show same tendency to pink or knock in all engines.

Commonly used fuel in SI engines is a mixture of iso-octane and n-heptane. Iso-octane has minimum tendency to knock and this fuel is arbitrarily assigned an octane number of 100 (ON = 100) where as n-heptane has maximum knocking tendency with ON = 0. The octane number of a given fuel is percentage of iso-octane in the mixture of iso-octane and n-heptane. Thus a fuel other than mixture of iso-octane and n-heptane if assigned an ON of 80, it means, it will knock under standard operating condition similar to the mixture of 80% iso-octane and 20% n-heptane.

The tendency to knock in an engine increases with the increase in compression ratio. The highest compression upto which no knocking occurs in a given engine is called highest useful compression ratio (HUCR).

Certain chemical compounds when added to the fuel successfully suppress the knocking tendency. Tetra-ethyl lead [Pb(C₂ H₅)₄] also commonly called TEL and tetra-methyl lead [Pb(CH₃)₄] also referred to as TML are effective dopes in the automobile fuel to check knocking. They are called as anti-knocking agents. However, because of lead poisoning effects TEL and TML are not being used now-a-days. In stead, some organic auto knocking agents have been developed to check the undesirable effects like knocking.

In CI engine air alone is compressed to a compression ratio of 15 to 20 (commonly). The fuel is injected under a pressure of 120 to 210 bars about 20° to 35° before TDC. As the fuel in the engine starts to evaporate the pressure in the cylinder drops and it delays the ignition process by a small amount. The time between beginning of injection and the beginning of combustion is known as the delay period which consists of time for atomization, vapourization and mixing along with time of chemical reaction prior to auto-ignition. The combustion of fuel continues in the expansion and is called after burning. Increased delay period causes accumulation of atomized fuel in the combustion chamber and as the pressure and temperature continue to rise at one instant, the bulk of fuel auto-ignites. This would result in high forces on the structure of the engine causing vibration and rough running.

The CI engine fuel rating is based on ignition delay and is measured in terms of cetane number. Cetane fuel [C₁₆ H₃₄] has very low delay period and is arbitrarily assigned a cetane number of 100. Another fuel a α-methyl-napthalene [C₁₁ H₁₀] has poor ignition quality and is assigned zero cetane number. The volume percentage of cetane in a mixture of cetane and a-methyl naphthalene is the cetane number of the fuel that produces same delay period as the mixture under specified test conditions. Additives such as methyl nitrate, ethyl thio-nitrate and amyl nitrate increase cetane number of a fuel respectively by 13.5%, 10% and 9% if added to the extent of 0.5%.

MOCK CLASS TEST: THERMODYNAMICS Sub: Code: EME-303; Mahamaya Technical University

Time: 2 hrs                                                                                                   Maximum Marks: 50 

Attempt all the questions: 

SECTION A: 

1) Attempt the following questions:                                                                        (5 x 2 = 10) 

a) Define system, surroundings and universe. 

b) Distinguish between Heat pump and Refrigerator. 

c) What is Exergy and Anergy? 

d) Explain the law of degradation of energy. 

e) What is triple point of water? 

SECTION B: 

2) Attempt any three questions:                                                                               (3 x 5 = 15) 

a) Distinguish between macroscopic and microscopic approaches of thermodynamics. 

b) Discuss the neccessity of 2nd law of thermodynamics. 

c) 2 kg of a gas at 10 bar expands adiabatically and reversibly till its pressure drops to 5 bar. During the process 120 kJ of non-flow work is done by the system and the temperature drops from 377°C centigrade to 257°C. Calculate the value of the index of expansion and the characteristics gas constants. 

d) Steam at a pressure of 4 bar absolute and having dryness fraction 0.8, is heated at constant volume to a pressure of 8 bar absolute. Find the final temperature of the steam. Also, find the total heat absorbed by 1 kg of steam. 

e) 2 kg of air at NTP is heated at constant volume untill the pressure becomes 6 bar. Find the change of entropy of the system. 

SECTION C: 

Attempt part (a) or part (b) of the following questions                                                 (5 x 5 = 25) 

3) (a) Explain the thermodynamic equilibrium and quasi-static process. 

(b) Prove the equivalence of Kelvin-Planck statement and Clausius statement. 

4) (a) A steam turbine developing 110 kW is supplied steam at 17.5 bar with an internal energy of 2600 kJ/min, specific volume = 15.5 m³/kg and velocity of 275 m/s. Heat loss from the steam turbine  37.6 kJ/kg. Neglecting the changes in potential energy, determine the steam flow rate in kg/hr. 

(b) A reversible engine takes 2400 kJ/min from a reservoir at 750 K develops 400 kJ/min of work during cycle. The engine rejects heat at two reservoir at 650 K and 550 K. Find the heat rejected to each sink. 

5) (a) Explain the causes of internal and external irreversibility. 

(b) Explain the importance of Gibb's function and Gibb's free energy. 

6) (a) 5 kg steam at pressure 8 bar and temperature 300°C is adiabatically mixed with 4 kg steam at 6 bar and 250°C. Find the final condition of the mixture. Also find the change in entropy. 

(b) Hot steam is flowing through a perfectly adiabatic pipe. At point A the temperature of the steam is 250°C and pressure is 4 bar, while at the point B, its temperature is 275°C and pressure is 3.5 bar. Find the direction of the flow. 

7) (a) 5 kg of Oxygen is enclosed within a vessel of 0.05 m³ at a temperature 200°C, is being supplied 120 kJ of energy through heating. Find the final pressure and temperature. 

(b) One kg of an ideal gas is heated from 18.3°C to 93.4°C. Assuming R = 287 J/kg-K and  γ  = 1.18 for the gas. Find out (i) specific heats, (ii) change in internal energy, and (iii) change in enthalpy and entropy.

SMALL ENGINEERING COLLEGES OF GHAZIABAD: A BLEAK FUTURE

Economics says "When Supply is more than the Demand of a product, the Price falls." This is particularly true in the case of Technical Education in U.P. and perhaps upto some extent in the country itself.

Over the past few years the supply is outstripping the demand for Engineering and Management seats in the country. Just take the example of Uttar Pradesh, the most populous state of India is home to about 333 Engineering colleges which cumulatively offer a total seats of 1,15,379 in Engineering Education where as according to University datas the total number of students took admission in various engineering colleges after qualifying SEE amounts to mere 25,903. So, what happens to the vacant seats? And this year the figures are not going to be improved it seems.

This year a total 1,60,561 candidates had registered for the State Entrance Examination, out of whom, 1,29,924 have qualified. But, there are approximately 1.33 lakh B.Tech seats in the Engineering colleges affiliated to GBTU and MTU.

There are clearly a huge gap between the supply and demand of Engineering seats. In this situation, it has been believed that many small colleges will be bankrupt due to the lack of students. Many colleges have defered the salaries of the teachers and other employees due to the revenue crunch. It seems a grim scenario ahead for those colleges.

Due to the revenue crunch, promoters of small colleges are taking the refuge of cost cutting, and as a part of that they are trying to trim their faculty strength. Surely, this will affect the quality of the education as the each teacher will be over burdened and perhaps have to take five classes per day, where as the AICTE limits the load at best 18 classes per week. Also, most of the colleges don't follow the exact teacher students ratio of 1:20 prescribed by the apex body.

Many promoters are planning to opt out by selling their stakes in the colleges. The causes of their exits are the facts that running colleges in western U.P. is no longer a profitable business. They have cited that due to lack of students in taking admission, the colleges are no longer the chickens that lay gold eggs, which were in fact so just three years ago. So, why these colleges suddenly loss their values? What are the reasons behind these failures?

There are several reasons for the fall in numbers of students opting B.Tech courses. The most vital reason is the very high tution fees in colleges under MTU and GBTU compared to colleges in other states like Karnataka, Punjab and Rajasthan. Most of the colleges here charge more than 90,000.00 in the first year B.Tech where as colleges in other states charges below 60,000.00, even colleges in Punjab and West Bengal charge below 50 thousand and this is going to be a major factor.

The 2nd factor is the placement after the completion of the degree. Although many colleges claim tall, citing a long list of companies taking interest to place their students in very good packages, but reality always bites hard. The negative publicity by the ex students are also eating the pie here and there is no solution other than boosting the placement record by making a good relation with the HR of these companies by the respective college authorities.

The third most important factor is the sagging quality of the available faculty members. Many teachers although possess M.Tech degrees are not competent to impart quality education due to lack of depth of required knowledge as well as the essential communicating power required to be a good teacher. In some cases, due to over burdened schedule, a good teacher becomes unable to teach in the class. Just imagine the mental fatigue a teacher experienced while taking 5th or 6th class in a day when each class is of 55 min. duration.

A college has to show money to run the next three years during the visits from AICTE. So all the colleges have to show enough balance to pay the salaries of the employees for atleast three years, otherwise they won't get the permission to run the colleges, still some of them couldn't pay the salaries of the teachers and staffs. Why? Becouse they must have showed enough balances to acquire the clearences during the AICTE visits. Where does the money go? Vanished! Or siphoned off? There are several "skips" of the rules and regulations these college authorities used to practise.

QUESTIONS BANK 5 : FORCE AND FORCE SYSTEM

(I am going to publish a question bank for EME-102/EME-202 of 1st yr. MTU; Greater Noida. Some pages from the book .......Subhankar Karmakar)

 

QUESTIONS BANK 4 : FORCE AND FORCE SYSTEM

(I am going to publish a question bank for EME-102/EME-202 of 1st yr. MTU; Greater Noida. Some pages from the book .......Subhankar Karmakar)

QUESTIONS BANK 2: FORCE AND FORCE SYSTEM

(I am going to publish a question bank for EME-102/EME-202 of 1st yr. MTU; Greater Noida. Some pages from the book .......Subhankar Karmakar)

1)      Explain the principle of Super-position.

Ans: The principle of superposition states that “The effect of a force on a body does not change and remains same if we add or subtract any system which is in equilibrium.”

In the fig 4 a, a force P is applied at point A in a beam, where as in the fig 4 b, force P is applied at point A and a force system in equilibrium which is added at point B. Principle of super position says that both will produce the same effect.

2)      What is “Force-Couple system?”

Ans: When a force is required to transfer from a point A to point B, we can transfer the force directly without changing its magnitude and direction but along with the moment of force about point B.

As a result of parallel transfer a system is obtained which is always a combination of a force and a moment or couple. This system consists of a force and a couple at a point is known as Force-Couple system.

      In fig 5 a, a force P acts on a bar at point A, now at point B we introduce a system of forces  in equilibrium (fig 5 b), hence according to principle of superposition there is no change in effect of the original system. Now we can reduce the downward force P at point A and upward force P at point B as a couple of magnitude Pxd at point B (fig 5 c).

3) What do you understand by Equivalent force systems?

Ans: Two different force systems will be equivalent if they can be reduced to the same force-couple system at a given point. So, we can say that two force systems acting on the same rigid body will be equivalent if the sums of forces or resultant and sums of the moments about a point are equal.

4)      What is orthogonal or perpendicular resolution of a force?

Ans: The resolution of a force into two components which are mutually perpendicular to each other along X-axis and Y-axis is called orthogonal resolution of a force.

If a force F acts on an object at an angle θ with the positive X-axis, then its component along X-axis is F_x = Fcosθ, and that along Y-axis is F_y = Fsinθ

5) What is oblique or non-perpendicular resolution of a force?

Ans: When a force is required to be resolved in to two directions which are not perpendiculars to each other the resolution is called oblique or Non-perpendicular resolution of a force.

   
       F_OA = (P sin β)/ sin (α +β)

 F_OB = (P sin α)/ sin (α +β)