(##)turbo charger for two wheeler

7/25/2019 (##)Turbo Charger for Two Wheeler

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TURBO CHARGER FOR TWO WHEELER

Submitted in partial fulfillment of the requirement for the award of degree of

DIPLOMA

IN

MECHANICAL ENGINEERING

BY

Under the guidance of -----------------------------

2004-2005

DEPARTMENT OF MECHANICAL ENGINEERING

CERTIFICATE


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Register !"#er$ %%%%%%%%%%%%%%%%%%%%%%%%%

This is to certify that the project report titled TURBOCHARGER s!"itted !y the follo#i$% stde$ts for thea#ard of the de%ree of !achelor of e$%i$eeri$% is recordof !o$a&de #or' carried ot !y the"(

Do$e !y

Mr. / Ms_______________________________

I &'rti'( )!(*(("et +) t,e re!ire"et )+r t,e '.'r/ +)/egree i

Diplo"a i$ "echa$ical E$%i$eeri$%Dri$% the )ear *+,,-.+,,/0

11111111111111111 111111111111111Head of Depart"e$tGide

C+i"#'t+re 4151D'te$

2!"itted for the $i3ersity e4a"i$atio$ held o$11111111111

11111111111111111 1111111111111111I$ter$al E4a"i$er E4ter$alE4a"i$er


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AC3NOWLEDGEMENT---------------------------------------------------------------------------------


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AC3NOWLEDGEMENT

At this pleasi$% "o"e$t of ha3i$% sccessflly

co"pleted or project5 #e #ish to co$3ey or

si$cere tha$'s a$d %ratitde to the "a$a%e"e$t

of or colle%e a$d or !elo3ed chair"a$

.. #ho pro3ided

all the facilities to s(

6e #old li'e to e4press or si$cere tha$'s to

or pri$cipal for

for#ardi$% s to do or project a$d o7eri$%

ade8ate dratio$ i$ co"pleti$% or project(

6e are also %ratefl to the Head of

Depart"e$t Prof( (( for

her co$strcti3e s%%estio$s 9 e$cora%e"e$t

dri$% or project(

6ith deep se$se of %ratitde5 #e e4te$d or

ear$est 9 si$cere tha$'s to or %ide

((5 Depart"e$t

of EEE for her 'i$d %ida$ce 9 e$cora%e"e$t

dri$% this project(


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6e also e4press or i$de!t tha$'s to or

TEACHING a$d NON TEACHING sta7s of

MECHANICAL ENGINEERING DEPARTMENT5

(*COLLEGE NAME0(

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TURBO CHARGER FOR TWOWHEELER

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CONTENT---------------------------------------------------------------------------------

CONTENTS

!"NO#$E!%E&ENT

SYNOPSIS

1. INTRODUCTION

2. TURBO CHARGER

3. I.G ENGINE

4. BEARING WITH BEARING CAP

5. SPROCKET WITH CHAIN DRIVE

6. TURBINE WITH BLOWER ARRANGEMENT

. WORKING PRINCIPLE

!. DESIGN AND DRAWINGS

". LIST O# MATERIAL

1$. COST ESTIMATION

11. ADVANTAGES

12. APPLICATIONS AND DISADVANTAGES

13.CONCLUSION


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BIBLIOGRAPHY

PHOTOGRAPHY


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YNOPI---------------------------------------------------------------------------------

SYNOPSIS

The progre'' of automobile' for tran'portation ha' been intimatel( a''ociated with

the progre'' of ci)ili*ation+ The automobile of toda( i' the re'ult of the

accumulation of man( (ear' of pioneering re'earch and de)elopment+

n attempt ha' been made in thi' pro,ect the e.hau't ga' i' u'ed to rotate the

turbine with blower arrangement+ E.hau't ga' i' u'ed to rotate the blower and thi' air i'

gi)en to the ignition input 'uppl(+ Our fore mo't aim in 'electing thi' pro,ect i' to u'e

efficienc( turbo charging+ /t i' al'o good with regard to economical con'ideration' and

engine efficienc(+


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INTRODUCTION---------------------------------------------------------------------------------------

CHAPTER 1

INTRODUCTION

The output of the engine e.hau't ga' i' gi)en to the input of the turbine blade'0 'o

that the pre''uri*ed air produced+ Thi' power0 the alternate power mu't be much more

con)enient in a)ailabilit( and u'age+ The ne.t important rea'on for the 'earch of

effecti)e0 unadulterated power are to 'a)e the 'urrounding en)ironment' including men0

machine and material of both the e.i'ting and the ne.t forth generation from pollution0

the cau'e for man( harmful happening' and to reach the 'aturation point+

The mo't talented power again't the natural re'ource i' 'uppo'ed to be the electric

and 'olar energie' that be't 'uit the automobile'+ The unadulterated *ero emi''ion

electrical and 'olar power0 i' the onl( ea'il( attainable alternate 'ource+ 1ence we


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decided to incorporate the 'olar power in the field of automobile0 the concept of man(

&ulti National Companie' 2&NC3 and to get relie)ed from the incorrigible air pollution+

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TURBO CHARGER---------------------------------------------------------------------------------------

CHAPTER 2

TURBO CHARGER

W%&' () '*+,-/%&+0(0

Turbo-charging0 'impl(0 i' a method of increa'ing the output of the engine without

increa'ing it' 'i*e+ The ba'ic principle wa' 'imple and wa' alread( being u'ed in big

die'el engine'+ European car ma4er' in'talled 'mall turbine' turned b( the e.hau't ga'e'

of the 'ame engine+ Thi' turbine compre''ed the air that went on to the combu'tion

chamber0 thu' en'uring a bigger e.plo'ion and an incremental boo't in power+ The fuel-

in,ection '('tem0 on it' part0 made 'ure that onl( a definite quantit( of fuel went into the

combu'tion chamber+

W%&' '% '*+,-/%&+0+ -)


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#hat the turbo-charger wa' doe' i' that it 'impl( increa'e' the )olumetric efficienc( of

the engine+ To gi)e (ou an e.ample5 a 60788 cc engine that produced0 'a(0 98 bhp when it

wa' normall( a'pirated0 benefited at time' with a 68- to :8-per cent power boo't

depending on the 4ind of turbo-charger u'ed+ Normall(0 the manufacturer would ha)e had

to re'ort to a bigger di'placement in the engine0 or de'ign and de)elop an all-new engine

to get more power from the 'ame unit+

I'+-*/'(-

; wa' the fir't to u'e turbo-charging in a production pa''enger car when the(

launched the :88: in 6+ The car wa' brilliantl( pac4aged too and pa)ed the wa( for a

'impl( magnificent ?Turbo Era? in the automoti)e world+ Swedi'h giant Saab too4 it' cue

from thi' and it' en'uing


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&odern turbo-die'el engine' al'o ma4e u'e of a temperature-'en'iti)e0 motor-

dri)en fan which boo't' airflow at low engine 'peed' or when the inta4e air temperature

i' high+

Though there are die'el engine' that ?earn? a turbo-charger mid-wa( through their

life0 the u'ual practice i' to de'ign and de)elop an engine with a turbo-charger in mind+

Then0 a' and when a turbo-charged model i' added to the 'table0 the engine can adapt to it

without an( additional 'trengthening and cooling of engine part'+ well-engineered0

turbo-charged die'el engine offer' better fuel efficienc( 2at time' b( 67 per cent30 better

o)erall performance 2better torque and high-end power30 reduced noi'e 2compared to

normall( a'pirated die'el engine'3 and minimum engine maintenance 2owing to better

combu'tion of die'el fuel3+

Turbo loo'e' 'team &ultiple )al)e' and double-o)erhead cam'haft de'ign'

de)eloped rea'onable performance without the complication of turbo-charging0 and the'e

method' were politicall( correct too 'ince the( con'umed le'' fuel+ Con'equentl( toda(

there are onl( a few petrol-powered road car' that 'till u'e turbo-charger' for enhanced

performance+


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Computer' 'oon 'tarted pla(ing an e)en bigger role in car'+ Engine management

'('tem' lin4ed to fuel-in,ection '('tem' meant getting more out of the engine wa' e)en

ea'ier+ @or e.ample0 one can bu( chip' that can boo't power b( 688 bhp for 'ome

Aapane'e car'0 'uch a' the Ni''an S4(line+ &oreo)er0 on-road 'peed' were being

re'tricted all o)er the world+

Though mo't of the 'port' car' toda( are capable of doing more0 the( are re'tricted

electronicall( not to e.ceed :78 4mph e)en in autobahn-ble''ed %erman(+

Turbo-charging lo't it' edge toward' the end of the ?B8' and toda( thi' technolog( i' u'ed

onl( in 'elect performance car'+ or'che0 for e.ample0 i' all 'et to build a turbo-charged

)er'ion of it' all-new 0788 cc non-turbo30 the( perform a' well0 if not better0 than the turbo car' of the earl(

?B8'+

So0 there are no full 'top' in technolog(+ #hile road car' and e)en 'port' and

racing car' are going in for more efficient engine'0 better metallurg( and wilder-than-e)er


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electronic' to get their engine' to perform at an optimum le)el without 'acrificing the

performance edge0 turbo-charger' 'till continue to 'er)e the 'ame purpo'e the( were

in)ented for+++ albeit more 'o with die'el engine'+

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IC ENGINE---------------------------------------------------------------------------------------

CHAPTER 3

I.C ENGINE


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/nternal combu'tion engine' are tho'e heat engine' that burn their fuel in'ide the

engine c(linder+ /n internal combu'tion engine the chemical energ( 'tored in their

operation+ The heat energ( i' con)erted in to mechanical energ( b( the e.pan'ion

of ga'e' again't the pi'ton attached to the cran4'haft that can rotate+

4.1 PETROL ENGINE

The engine which gi)e' power to propel the automobile )ehicle i' a petrol burning

internal combu'tion engine+ etrol i' a liquid fuel and i' called b( the name

ga'oline in merica+ The abilit( of petrol to furni'h power re't' on the two ba'ic

principle'

;urning or combu'tion' alwa(' accompli'hed b( the production of heat+

#hen a ga' i' heated0 it e.pand'+ /f the )olume remain' con'tant0 the pre''ure

ri'e' according to CharleD' law+

4.2 WORKING

There are onl( two 'tro4e' in)ol)ed namel( the compre''ion 'tro4e and the power

'tro4e0 the( are u'uall( called a' upward 'tro4e and downward 'tro4e re'pecti)el(+

4.2.1 UPWARD STROKE


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!uring thi' 'tro4e0 the pi'ton mo)e' from bottom dead center to top dead center0

compre''ing the charge-air petrol mi.ture in combu'tion chamber of the c(linder0

at the time the inlet port i' unco)ered and the e.hau't0 tran'fer port' are co)ered+

The compre''ed charge i' ignited in the combu'tion chamber b( a 'par4 gi)en b(

'par4 plug+

4.2.2 DOWNWARD STROKE

The charge i' ignited the hot ga'e' compre'' the pi'ton mo)e' downward'0 during

thi' 'tro4e the inlet port i' co)ered b( the pi'ton and the new charge i' compre''ed

in the cran4ca'e0 further downward mo)ement of the pi'ton unco)er' fir't e.hau't

port and then tran'fer port and hence the e.hau't 'tart' through the e.hau't port+

' 'oon a' the tran'fer port open the charge through it i' forced in to the c(linder0

the c(cle i' then repeated+

4.3 ENGINE TERMINOLOGY

The engine terminologie' are detailed below0

4.3.1 CYLINDER


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/t i' a c(lindrical )e''el or 'pace in which the pi'ton ma4e' a reciprocating

motion+

4.3.2 PISTON

/t i' a c(lindrical component fitted to the c(linder which tran'mit' the bore of

e.plo'ion to the cran4'haft+

4.3.3 COMBUSTION CHAMBER

/t i' the 'pace e.po'ed in the upper part of the c(linder where the combu'tion of

fuel ta4e' place+

4.3.4 CONNECTING ROD

/t inter connect' the pi'ton and the cran4'haft and tran'mit' the reciprocating

motion of the pi'ton into the rotar( motion of cran4'haft+

4.3.5 CRACKSHA#T

/t i' a 'olid 'haft from which the power i' tran'mitted to the clutch+

4.3.6 CAM SHA#T


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/t i' dri)e b( the cran4'haft through timing gear' and it i' u'ed to control the

opening and clo'ing of two )al)e'+

4.3..1CAM

The'e are made a' internal part of the cam'haft and are de'igned in 'uch a wa( to

open the )al)e' at the current timing+

4.3..2PISTON RINGS

/t pro)ide' a tight 'eal between the pi'ton and c(linder wall and pre)enting

lea4age of combu'tion ga'e'+

4.3..3GUDGEON PIN

/t form' a lin4 between the 'mall end of the connecting rod and the pi'ton+

4.3..4INLET

The pipe which connect' the inta4e '('tem to the inlet )al)e of the engine end

through which air or air fuel mi.ture i' drawn in to the c(linder+

4.3..5EHAUST MANI#OLD


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The pipe which connect' the e.hau't '('tem to the e.hau't )al)e of the engine

through which the product of combu'tion e'cape in to the atmo'phere+

4.3..6INLET AND EHAUST VALVE

The( are pro)ided on either on the c(linder head or on the 'ide of the c(linder and

regulating the charge coming in to the c(linder and for di'charging the product of

combu'tion from the c(linder+

4.3..#LYWHEEL

/t i' a hea)( 'teel wheel attached to the rear end of the cran4 'haft+ /t ab'orb'

energ( when the engine 'peed i' high and gi)e' bac4 when the engine 'peed i'

low+

4.4 NOMENCLATURE

Thi' refer' to the po'ition of the cran4 'haft when the pi'ton i' in it 'lowe't

po'ition+

4.4.1 BORE78

!iameter of the engine c(linder i' refer' to a' the bore+


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4.4.2 STROKE7)8

!i'tance tra)eled b( the pi'ton in mo)ing from T!C to the pi'ton in mo)ing from

T!C to the ;!C+

4.4.3 CLEARANCE VOLUME 7V8

The )olume of c(linder abo)e the pi'ton when it i' in the T!C po'ition+

4.4.4 SWEPT VOLUME 7V8

The 'wept )olume of the entire c(linder

d F ' N

#here0

' ------- Swept olume

N --------- Number of c(linder

4.4.5 COMPRESSION RATIO 7R8

/t i' the ratio of the total c(linder )olume when the pi'ton i' at ;!C to the

clearance )olume+

4.5 ENGINE SPECI#ICATION


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T(pe of fuel u'ed 5 etrol

Cooling '('tem 5 ir cooled

Number of c(linder 5 Single

Number of 'tro4e 5 Two Stro4e

rrangement 5 ertical

Cubic capacit( 5 688 cc

S9&+: I0('(- E0(

'par4 ignition 2S/3 engine run' on an Otto c(cleGmo't ga'oline engine' run on

a modified Otto c(cle+ Thi' c(cle u'e' a homogeneou' air-fuel mi.ture which i'

combined prior to entering the combu'tion chamber+ Once in the combu'tion chamber0

the mi.ture i' compre''ed0 and then ignited u'ing a 'par4 plug 2'par4 ignition3+ The S/

engine i' controlled b( limiting the amount of air allowed into the engine+ Thi' i'

accompli'hed through the u'e of a throttling )al)e placed on the air inta4e 2carburetor or

throttle bod(3+ &it'ubi'hi i' wor4ing on the de)elopment of a certain t(pe of S/ engine

called the ga'oline direct in,ection engine+


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A;&'&0)

centur( of de)elopment and refinement - @or the la't centur( the S/ engine ha'

been de)eloped and u'ed widel( in automobile'+ Continual de)elopment of thi'

technolog( ha' produced an engine that ea'il( meet' emi''ion' and fuel econom(

'tandard'+ #ith current computer control' and reformulated ga'oline0 toda(?' engine' are

much more efficient and le'' polluting than tho'e built :8 (ear' ago+

$ow co't - The S/ engine i' the lowe't co't engine becau'e of the huge )olume

currentl( produced+

D()&;&'&0)

The S/ engine ha' a few wea4ne''e' that ha)e not been 'ignificant problem' in the

pa't0 but ma( become problem' in the future+

!ifficult( in meeting future emi''ion' and fuel econom( 'tandard' at a rea'onable

co't - Technolog( ha' progre''ed and will enable the S/ engine to meet current 'tandard'0

but a' requirement' become tougher to meet0 the a''ociated engine co't will continue to

ri'e+

Throttling lo'' lower' the efficienc( - To control an S/ engine0 the air allowed into

the engine i' re'tricted u'ing a throttling plate+ The engine i' con'tantl( fighting to draw

air pa't the throttle0 which e.pend' energ(+


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@riction lo'' due to man( mo)ing part' - The S/ engine i' )er( comple. and ha'

man( mo)ing part'+ The lo''e' through bearing friction and 'liding friction further reduce

the efficienc( of the engine+

$imited compre''ion ratio lower' efficienc( - ;ecau'e the fuel i' alread( mi.ed

with the air during compre''ion0 it will auto-ignite 2unde'irable in a ga'oline engine3 if

the compre''ion ratio i' too high+ The compre''ion ratio of the engine i' limited b( the

octane rating of the engine+

E


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The die'el engine emi''ion' are primaril( nitrogen o.ide' 2NO.3 and particulate

matter 2&3+ NO. i' produced becau'e the engine i' operated with a lean air-to-fuel

mi.ture+ The high compre''ion ratio of a die'el engine 2required becau'e of compre''ion

ignition3 create' much higher pre''ure and temperature in the combu'tion c(linder+ Thi'

lean mi.ture and high temperature cau'e the higher le)el of NO .production+ t high

engine load'0 where more fuel i' in,ected0 'ome of the fuel burn' incompletel( leading to

the blac4 'mo4e 2&3 characteri'tic of a die'el engine+

The fuel cell produce' a little water a' emi''ion' when operating on pure h(drogen+ Other

t(pe' of fuel cell' ha)e reformer' that con)ert methane to h(drogen0 then u'e the

h(drogen+ The reformer produce' 'ome emi''ion' in the con)er'ion proce''0 but o)erall

emi''ion le)el' are low+


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BEARING WITH BEARING CAP---------------------------------------------------------------------------------------


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CHAPTER 4

BEARING WITH BEARING CAP

The bearing' are pre''ed 'moothl( to fit into the 'haft' becau'e if hammered the

bearing ma( de)elop crac4'+ ;earing i' made upon 'teel material and bearing cap i' mild

'teel+

/NTHO!UCT/ON

B&== & +-==+ ,&+(0) &+ *) ?(=> ( ()'+* &'+ & =-0 9+(- -+)&+/% & ;=-99. H-?;+ )*/% ,&+(0) /&-' , *)

(()/+( - '% =-&) & -9+&'(0 /-('(-). I

&('(- '% ,&+(0


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&8 T',--:)

,8 M&*&/'*++)

C&'&=-0) T',--:) &+ /==' )-*+/)F %-?;+ '%> ' '- , -;+=>

'&(= & &(


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C-)'+*/'(- & T>9) - B&== B&+(0)

ball bearing u'uall( con'i't' of four part'5 an inner ring0 an outer ring0 the ball'

and the cage or 'eparator+

To increa'e the contact area and permit larger load' to be carried0 the ball' run in

cur)ilinear groo)e' in the ring'+ The radiu' of the groo)e i' 'lightl( larger than the radiu'

of the ball0 and a )er( 'light amount of radial pla( mu't be pro)ided+ The bearing i' thu'

permitted to ad,u't it'elf to 'mall amount' of angular mi'alignment between the

a''embled 'haft and mounting+ The 'eparator 4eep' the ball' e)enl( 'paced and pre)ent'

them from touching each other on the 'ide' where their relati)e )elocitie' are the greate't+

;all bearing' are made in a wide )ariet( of t(pe' and 'i*e'+ Single-row radial bearing'

are made in four 'erie'0 e.tra light0 light0 medium0 and hea)(0 for each bore0 a' illu'trated

in @ig+ 6->2a30 2b30 and 2c3+

100 Series 200 Series 300 Series Axial Thrust Angular Contact Self-aligning

B&+(0 #(0. 13 T>9) - B&== B&+(0)

The hea)( 'erie' of bearing' i' de'ignated b( I88+ &o't0 but not all0

manufacturer' u'e a numbering '('tem 'o de)i'ed that if the la't two digit' are multiplied

b( 70 the re'ult will be the bore in millimeter'+


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The digit in the third place from the right indicate' the 'erie' number+ Thu'0

bearing >8= 'ignifie' a medium-'erie' bearing of >7-mm bore+ @or additional digit'0

which ma( be pre'ent in the catalog number of a bearing0 refer to manufacturerD' detail'+

Some ma4er' li't deep groo)e bearing' and bearing' with two row' of ball'+ @or

bearing de'ignation' of Jualit( ;earing' K

Component' 2J;C30 'ee 'pecial page' de)oted to thi'

purpo'e+ The radial bearing i' able to carr( a

con'iderable amount of a.ial thru't+ 1owe)er0 when

the load i' directed entirel( along the a.i'0 the thru't t(pe of bearing 'hould be u'ed+ The

angular contact bearing will ta4e care of both radial and a.ial load'+ The 'elf-aligning

ball bearing will ta4e care of large amount' of angular mi'alignment+ n increa'e

in radial capacit( ma( be 'ecured b( u'ing ring' with deep groo)e'0 or b( emplo(ing a

double-row radial bearing+ Hadial bearing' are di)ided into two general cla''e'0

depending on the method of a''embl(+ The'e are the Conrad0 or nonfilling-notch t(pe0

and the ma.imum0 or filling-notch t(pe+ /n the Conrad bearing0 the ball' are placed

between the ring' a' 'hown in @ig+ 6-I2a3+ Then the( are e)enl( 'paced and the 'eparator

i' ri)eted in place+ /n the ma.imum-t(pe bearing0 the ball' are a 2a3 2b3 2c3 2d3 2e3 2f3

688 Serie' E.tra $ight :88 Serie' $ight >88 Serie' &edium .ial Thru't ;earing

ngular Contact ;earing Self-aligning ;earing @ig+ 6-> T(pe' of ;all ;earing' @ig+ 6-I

&ethod' of ''embl( for ;all ;earing' 2a3 Conrad or non-filling notch t(pe 2b3

&a.imum or filling notch t(pe


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PROC3ET WITH CHAIN DRI7E---------------------------------------------------------------------------------------


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CHAPTER 5

SPROCKET AND CHAIN DRIVE

Thi' i' a c(cle chain 'proc4et+ The chain 'proc4et i' coupled with another

generator 'haft+ The chain con)ert' rotational power to pulling power0 or pulling power to

rotational power0 b( engaging with the 'proc4et+

The 'proc4et loo4' li4e a gear but differ' in three important wa('5

6+ Sproc4et' ha)e man( engaging teeth gear' u'uall( ha)e onl( one or two+

:+ The teeth of a gear touch and 'lip again't each other there i' ba'icall( no 'lippage in a

'proc4et+

>+ The 'hape of the teeth i' different in gear' and 'proc4et'+

@igure T(pe' of Sproc4et'

E0&0


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lthough chain' are 'ometime' pu'hed and pulled at either end b( c(linder'0

chain' are u'uall( dri)en b( wrapping them on 'proc4et'+ /n the following 'ection0 we

e.plain the relation between 'proc4et' and chain' when power i' tran'mitted b(

'proc4et'+

6+ B&/: ')(-

@ir't0 let u' e.plain the relation'hip between flat belt' and pulle('+ @igure :+7

'how' a rendition of a flat belt dri)e+ The circle at the top i' a pulle(0 and the belt hang'

down from each 'ide+ #hen the pulle( i' fi.ed and the left 'ide of the belt i' loaded with

ten'ion 2T830 the force needed to pull the belt down to the right 'ide will be5

T6 F T8 > eLu

@or e.ample0 T8 F 688 N5 the coefficient of friction between the belt and pulle(0 L

F 8+> the wrap angle u F M 26B83+

T6 F T8 > :+799 F :79+9 N

/n brief0 when (ou u'e a flat belt in thi' 'ituation0 (ou can get :79+9 N of dri)e

power onl( when there i' 688 N of bac4 ten'ion+

@or element' without teeth 'uch a' flat belt' or rope'0 the wa( to get more dri)e

power i' to increa'e the coefficient of friction or wrapping angle+ /f a 'ub'tance0 li4e


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grea'e or oil0 which decrea'e' the coefficient of friction0 get' onto the contact 'urface0 the

belt cannot deli)er the required ten'ion+

/n the chain?' ca'e0 'proc4et teeth hold the chain roller+ /f the 'proc4et tooth

configuration i' 'quare0 a' in @igure :+90 the direction of the tooth?' reacti)e force i'

oppo'ite the chain?' ten'ion0 and onl( one tooth will recei)e all the chain?' ten'ion+

Therefore0 the chain will wor4 without bac4 ten'ion+

@igure @lat ;elt !ri)e


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Figure Simplified Roller/Tooth Forces

;ut actuall(0 'proc4et teeth need 'ome inclination 'o that the teeth can engage and

'lip off of the roller+ The balance' of force' that e.i't around the roller are 'hown in

@igure :+=0 and it i' ea'( to calculate the required bac4 ten'ion+

Figure The Balance of Forces Around the Roller


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@or e.ample0 a''ume a coefficient of friction L F 80 and (ou can calculate the bac4

ten'ion 2T43 that i' needed at 'proc4et tooth number 4 with thi' formula5

T4 F T8 > 'in 4-6 'in2 :b3 #here5

T4F bac4 ten'ion at tooth 4

T8 F chain ten'ion

F 'proc4et minimum pre''ure angle 6= 9IPN2Q3

N F number of teeth

:b F 'proc4et tooth angle 2>98PN3

4 F the number of engaged teeth 2angle of wrap > NP>983 round down to the neare't

whole number to be 'afe

;( thi' formula0 if the chain i' wrapped halfwa( around the 'proc4et0 the bac4

ten'ion at 'proc4et tooth number 'i. i' onl( 8++7 of the allowable

ten'ion a' the bac4 ten'ion 2@3+ Thi' i' 'hown in below @igure :+B+ Therefore0 our :7= N

force will require :7=P>+7 F => N of bac4 ten'ion+

;oth toothed belt' and chain' engage b( mean' of teeth0 but chain?' bac4 ten'ion i'

onl( 6P=7 that of toothed belt'+


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Figure 2.8 Back Tension on a Toothed Belt

C%&( ?&+ & *


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The chain?' wear elongation limit )arie' according to the number of 'proc4et teeth

and their 'hape0 a' 'hown in @igure :+66+ Upon calculation0 we 'ee that 'proc4et' with

large number' of teeth are )er( limited in 'tretch percentage+ Smaller 'proc4et' are

limited b( other harmful effect'0 'uch a' high )ibration and decrea'ing 'trength

therefore0 in the ca'e of le'' than 98 teeth0 the 'tretch limit ratio i' limited to 6+7 percent

2in tran'mi''ion chain3+

Figure 2.9 Sprocket Tooth Shape and Positions of ngagement


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Figure 2.!" The ngagement Bet#een a Sprocket and

an longated $hain

/n con)e(or chain'0 in which the number of wor4ing teeth in 'proc4et' i' le'' than

tran'mi''ion chain'0 the 'tretch ratio i' limited to : percent+ $arge pitch con)e(or chain'

u'e a 'traight line in place of cur)e ; in the 'proc4et tooth face+

Figure 2.!! longation %ersus the &um'er of Sprocket Teeth


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chain i' a reliable machine component0 which tran'mit' power b( mean' of ten'ile

force'0 and i' u'ed primaril( for power tran'mi''ion and con)e(ance '('tem'+ The

function and u'e' of chain are 'imilar to a belt+ There are man( 4ind' of chain+ /t i'

con)enient to 'ort t(pe' of chain b( either material of compo'ition or method of

con'truction+

#e can 'ort chain' into fi)e t(pe'5

Ca't iron chain+

Ca't 'teel chain+

@orged chain+

Steel chain+

la'tic chain+

!emand for the fir't three chain t(pe' i' now decrea'ing the( are onl( u'ed in

'ome 'pecial 'ituation'+ @or e.ample0 ca't iron chain i' part of water-treatment

equipment forged chain i' u'ed in o)erhead con)e(or' for automobile factorie'+

/n thi' boo40 we are going to focu' on the latter two5 R'teel chain0R e'peciall( the

t(pe called Rroller chain0R which ma4e' up the large't 'hare of chain' being produced0

and Rpla'tic chain+R @or the mo't part0 we will refer to Rroller chainR 'impl( a' Rchain+R


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NOTE5 Holler chain i' a chain that ha' an inner plate0 outer plate0 pin0 bu'hing0 and roller+

/n the following 'ection of thi' boo40 we will 'ort chain' according to their u'e'0

which can be broadl( di)ided into 'i. t(pe'5

6+ ower tran'mi''ion chain+

:+ Small pitch con)e(or chain+

>+ reci'ion con)e(or chain+

I+ Top chain+

7+ @ree flow chain+

9+ $arge pitch con)e(or chain+

The fir't one i' u'ed for power tran'mi''ion the other fi)e are u'ed for

con)e(ance+ /n the pplication' 'ection of thi' boo40 we will de'cribe the u'e' and

feature' of each chain t(pe b( following the abo)e cla''ification+

/n the following 'ection0 we will e.plain the compo'ition of power tran'mi''ion

chain0 'mall pitch chain0 and large pitch con)e(or chain+ ;ecau'e there are 'pecial


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feature' in the compo'ition of preci'ion con)e(or chain0 top chain0 and free flow chain0

chec4' the appropriate page' in the pplication' 'ection about the'e feature'+

B&)(/ S'+*/'*+ - P-?+ T+&)


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Thi' i' the ordinar( t(pe of connecting lin4+ The pin and lin4 plate are 'lip fit in

the connecting lin4 for ea'e of a''embl(+ Thi' t(pe of connecting lin4 i' :8 percent lower

in fatigue 'trength than the chain it'elf+ There are al'o 'ome 'pecial connecting lin4'

which ha)e the 'ame 'trength a' the chain it'elf+ 2See @igure 6+:3

T&9 #(' C-/'(0 L(:

/n thi' lin40 the pin and the tap fit connecting lin4 plate are pre'' fit+ /t ha' fatigue

'trength almo't equal to that of the chain it'elf+ 2See @igure 6+:3

O)' L(:

n off'et lin4 i' u'ed when an odd

number of chain lin4' i' required+

/t i' >7 percent lower in fatigue

'trength than the chain it'elf+ The

pin and two plate' are 'lip fit+

There i' al'o a two-pitch off'et

lin4 a)ailable that ha' fatigue 'trength a' great a' the chain it'elf+ 2See @igure 6+>3

Figure !.2 Standard $onnecting (ink )top*

and Tap Fit $onnecting (ink )'ottom


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Figure !.+ ,ffset (ink


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TURBINE WITH BLOWERARRANGEMENT

---------------------------------------------------------------------------------------

CHAPTER 6

TURBINE WITH BLOWER ARRANGEMENT

M&( C-


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1. N-@@=

The e.hau't pipe i' ,ointed to the 6 pipe and thi' end i' 'haped to 'harp to act a' a

no**le+ Thi' pipe i' pro)ided with a bend near the turbine+

Thi' i' done to accommodate regulating needle+ The pipe at the end i' pro)ided

with guide cro'' to en'ure parallel flow+ The no**le i' made of mild 'teel for 'mall

wheel' and of ca't 'teel for large turbine'+

2. R*+ ?('% B=&)

Normall( the runner wheel' are mild 'teel in one piece with the blade' and

bo'' of 'pecial 'teel+ The blade i' the mo't important part of thi' pro,ect+ /t 'ub,ected to

ero'ion due to impact of 'and( air or chemicall( un'uitable ga'+ !epending upon head0

'tre''e' and qualit( of ga' it i' made of mild 'teel0 ca't 'teel or 'tainle'' 'teel+ Ca't iron i'

generall( a)oided0 e.cept for )er( 'mall runner'0 due to it' un'ati'factor( welding

characteri'tic+

3. C&)(0

The ca'ing of a turbine ha' to carr( hou'ing for the bearing and it ha' al'o

to 'upport the no**le and pipe bend+ /t i' reinforced at thi' point to with'tand reaction of

,et+ /t i' made of ca't iron and i' generall( made in two part' 'o that erection and

a''embling i' ea'(+ The upper portion 'hould fit tightl( to pre)ent the air leading to


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runner and the lower portion ha' to be wide enough to pre)ent the water from reaching

the runner again+

;$O#EH

The fan 2impeller3 rotate' in'ide the 'hell+ The 'hell i' 'o de'igned that the air i'

ru'hed out forcel(+ The blower con'i't' of two main part'+ The( are

Ca'ing

/mpeller ;lade'2@an3

The turbine i' directl( coupled with /mpeller blade' through bearing'+ The ga' i'

u'ed to 'tri4e the turbine and the blower i' rotated 'o that the air i' ru'hed out force+


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WOR3ING PRINCIPLE---------------------------------------------------------------------------------------

CHAPTER

WORKING PRINCIPLE

The progre'' of automobile' for tran'portation ha' been intimatel( a''ociated with

the progre'' of ci)ili*ation+ The automobile of toda( i' the re'ult of the

accumulation of man( (ear' of pioneering re'earch and de)elopment+

The output of the engine e.hau't ga' i' gi)en to the input of the turbine blade'0 'o

that the pre''uri*ed air produced+ Thi' pre''uri*ed air i' gi)en to the carburetor inta4e air

'('tem+ The efficienc( of the engine i' impro)ed b( u'ing thi' t(pe of turbo charging+

Thi' power0 the alternate power mu't be much more con)enient in a)ailabilit( and u'age+

The ne.t important rea'on for the 'earch of effecti)e0 unadulterated power are to 'a)e the

'urrounding en)ironment' including men0 machine and material of both the e.i'ting and

the ne.t forth generation from pollution0 the cau'e for man( harmful happening' and to

reach the 'aturation point+


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DEIGN AND DRAWING---------------------------------------------------------------------------------------

CHAPTER !

DESIGN AND DRAWINGS

1. DESIGN O# BALL BEARING

;earing No+ 9:8:

Outer !iameter of ;earing 2!3 F >7 mm

Thic4ne'' of ;earing 2;3 F 6: mm

/nner !iameter of the ;earing 2d3 F 67 mm

r: F Corner radii on 'haft and hou'ing

r: F 6 2@rom de'ign data boo43

&a.imum Speed F 6I0888 rpm 2@rom de'ign data boo43

&ean !iameter 2dm3 F 2! d3 P :

F 2>7 673 P :


56/85

dm F :7 mm

WAHL STRESS #ACTOR

"' F IC 6 8+97

IC I C

F 2I :+>3 -6 8+97

2I :+> 3-I :+>

"' F 6+B7

2. ENGINE DESIGN CALCULATIONS

DESIGN AND ANYLSIS ON TEMPERATURE DISTRIBUTION #OR TWO

STROKE ENGINE COMPONENT USING #INITE ELEMENT METHOD

SPECI#ICATION O# #OUR STROKE PETROL ENGINE

T(pe 5 four 'tro4e'

Cooling S('tem 5 ir Cooled

;orePStro4e 5 78 . 78 mm

i'ton !i'placement 5


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CALCULATION

Compre''ion ratio F 2Swept olume Clearance olume3P Clearance olume

1ere0

Compre''ion ratio F 9+956

;9+9 F 26I "AP"g mole "+

T: F >8>


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1ere0

!en'it( of air at >8>6I . >8>WP:7>+:B . 68=>

: F >B66>I+6 m:

$et re''ure e.erted b( the fuel i' @

@ F 2N@H T3P

!en'it( of petrol F B88 "gPm?

;@ F 2&@3P2B88 . ::+I3V . B+>6I . >8>WP2:7>+:B . 68=>

@ F 777+8: m@

Therefore Total pre''ure in'ide the c(linder

T F : @

F 6+86>:7 . 688 "NPm

;>B66>I+6 m: 777+8: m@F 6+86>:7 . 688 ------------------------- 263


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C&=/*=&'(- - &(+ *= +&'(-

Carbon F B9X

1(drogen F 6IX

#e 4now that0

6"g of carbon require' BP> "g of o.(gen for the complete combu'tion+

6"g of carbon 'ulphur require' 6 "g of O.igen for it' complete combu'tion+

2@rom 1eat ower Engineering-;ala'undrrum3

Therefore0

The total o.(gen require' for complete combu'tion of 6 "g of fuel

F 2BP>c3 2>1@3 SV "g

$ittle of o.(gen ma( alread( pre'ent in the fuel0 then the total o.(gen required for

complete combu'tion of "g of fuel

F 2BP>c3 2B1@3 S V - O@W "g

' air contain' :>X b( weight of O.(gen for obtain of o.(gen amount of air

required F 688P:> "g

;&inimum air required for complete combu'tion of 6 "g of fuel


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F 2688P:>3 2BP>c3 1@ SV - O@W "g

So for petrol 6"g of fuel require' F 2688P:>3 2BP>c3 . 8+B9 2B . 8+6I3 V W

F 6I+BI "g of air

;ir fuel ratio F m:Pm@ F 6I+BIP6

F 6I+BI

;m: F 6I+BI m@-------------------------- 2:3

Sub'titute 2:3 in 263

6+86>:7 . 688 F >+B66>I 26I+BI m@3 777+8: m@

;m@ F 6+=+=>6 . 68="gP'ec

C&=/*=&'(- - /&=-+((/ ;&=*

;( !elongD' formula0

1igher Calorific alue F >>B88 C 6II888 1@ >B88 . 8+B93 26II888 . 8+6I3 8


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1C F I


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263 ercentage of o.(gen pre'ent in 6 "g of air i' :>X

ercentage of o.(gen pre'ent in total ma''

F 28+:> . :+97 . 68=3P2:+B:


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C) F m'i C)i

F 28+=:6:7 . 8+=I73 28+:67I . 8+97>3

28+87III . 8+7IB93 2B+B9 . 68=?. 68+6>>>3

F 8+B "AP"g+"

2ll C)i0 Cpi )alue' of corre'ponding component' are ta4en from cler4' table3

n @or the mi.ture F 2CpPC)3

F 6+66P8+B

n F 6+>B

P+))*+ & ':7 . 688 bar

F 6+86>:7 bar

T: F >88> "

@P: F 2r3=

#here0

: F 6+86>:7 bar

r F 9+9

n F 6+>B


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;@ F 6>+98> "

;T@ F 9:8+9B "

>

P 4

2

1

V

1eat Supplied b( the fuel per c(cle

J F &C)

F 6+=< . 68=. I9676+8B

J F 8+B:97 "APC(cle

8+B:97 F &C) 2T- T@3


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T%(/:)) - 9()'-

The thic4ne'' of the pi'ton head i' calculated from flat-plate theor(

#here0

t F ! 2>P69 . Pf3Y

1ere0

- &a.imum combu'tion pre''ure F 688 bar

f - ermi''ible 'tre'' in ten'ion F >I+99 NPmm

i'ton material i' aluminium allo(+

;t F 8+878 2>P69 . 688P>I+99 . 68>P683Y . 6888

F 6: mm

N* compre''ion ring' and 6 oil ring'

T%(/:)) - '% +(0


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Thic4ne'' of the ring F !P>:

F 78P>:

F 6+79:7 mm

W('% - '% +(0

#idth of the ring F !P:8

F :+7 mm

The di'tance of the fir't ring from top of the pi'ton equal'

F 8+6 . !

F 7 mm

#idth of the pi'ton land' between ring'

F 8+=7 . width of ring F 6+B=7 mm

L0'% - '% 9()'-

$ength of the pi'ton F 6+9:7 . !

$ength of the pi'ton F B6+:7 mm

$ength of the pi'ton '4irt F Total length !i'tance of fir't ring from top of

The fir't ring 2No+ of landing between ring' .

#idth of land3 2No+ of compre''ion ring .

#idth of ring3


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F B6+:7 7 : . 6+B=7 > . :+7

F 97 mm

O'%+ 9&+&>+7 mm

Thic4ne'' of the pi'ton wall' at open end' F Y . 6:

F 9 mm

The bearing area pro)ided b( pi'ton '4irt F 97 . 78

F >:78 mm


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70/85


71/85


72/85


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C,'&ter---------------------------------------------------------------------------------------

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LIT OF MATERIAL--------------------------------------------------------------------------------------


74/85

CHAPTER"

LIST O# MATERIALS

S=. N-.PARTS

'>. M&'+(&=

i+ @rame Stand 6 &ild Steel

ii+ Turbine 6 &+S

iii+ ;lower 6 la'tic

i)+ ;earing with ;earing Cap 6 &+S)+ Engine 6 =7 Cc

)i Chain with Sproc4et 6 &+S

)iii+ Connecting Tube 6 meter la'tic

i.+ ;olt and Nut - &+S

. #heel rrangement 6 -

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---------------------------------------------------------------------------------------

COT ETIMATION---------------------------------------------------------------------------------------

CHAPTER1$

COST ESTIMATION


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1. MATERIAL COST

S=. N-.PARTS

'>. M&'+(&= A


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TOTAL COST

Total co't F &aterial Co't $abour co't O)erhead Charge'

F

F

Total co't for thi' pro,ect F

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C,'&ter-11-------------------------------------------------------------------------------------


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---------------------------------------------------------------------------------------

AD7ANTAGE---------------------------------------------------------------------------------------

CHAPTER11

ADVANTAGES

Efficienc( of the )ehicle i' impro)ed


79/85

Small modification i' done in the )ehicle

@uel con'umption i' le'' when compared to ordinar( )ehicle

$e'' pollution

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---------------------------------------------------------------------------------------

APPLICATION ANDDIAD7ANTAGE

---------------------------------------------------------------------------------------

CHAPTER11

APPLICATIONS AND DISADVANTAGES

APPLICATIONS


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utomobile application

DISADVANTAGES

6+ dditional co't i' required

:+ dditional 'pace i' required to in'tall thi' arrangement in )ehicle'

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C,'&ter-16-------------------------------------------------------------------------------------


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---------------------------------------------------------------------------------------

CONCLUION---------------------------------------------------------------------------------------

CHAPTER 13

CONCLUSION


83/85

Thi' pro,ect i' an attempt to reduce our dependenc( on foreign oil and reduce the

tailpipe emi''ion from automobile' and thi' wa' an attempt to de'ign and

implement thi' new technolog( that will dri)e u' into the future+

U'e of production turbo charger will reduce 'mog-forming pollutant' o)er the

current national a)erage+ The fir't h(brid on the mar4et will cut emi''ion' of

global-warming pollutant' b( a third to a half and later mode' ma( cut emi''ion'

b( e)en more+


84/85

---------------------------------------------------------------------------------------

BIBLIOGRAPHY---------------------------------------------------------------------------------------

BIBLIOGRAPHY


85/85

UTO&O;/$E EN%%+ - N+& %%H#$

S+"+"TH/ K SONS

!NCES /N UTO&O;/$E EN%%+ - S+SU;H&N/&

$$/E! U;$/S1EHS $T!+

T1EOHZ K EH@OH&NCE O@ - A+;+%UT

E$ECTH/C$ &C1/NES S+"+"TH/ K SONS

H/NC/$ES O@ E$ECTH/C$

EN%/NEEH/N% N! E$ECTHON/CS - +"+&ET1T

CYBER RE#ERANCE

???.;()(-0(+./-

(##)turbo charger for two wheeler

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