CHAPTER 10
10.1 INTRODUCTION
The thermal barrier crown coating is applied to the top of the piston
as shown in figure 10.1 and is designed to reflect heat into the combustion
chamber, thereby increasing exhaust gas velocity and greatly improving
scavenging potential. The 300 m thick coating can also assist in extending
piston life by decreasing the rate of thermal transfer (Pierz 1993).
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properties of mullite most critical for TBCs are a very low thermal
conductivity and a thermal expansion close to that of super alloys.The 100 m
thick mullite coating on 100 m nickel chrome ( NiCr) bond coat was
deposited on the top surface of the piston and the cylinder head of a two
stroke engine of a two wheeler. The engine with the coated piston and the
cylinder head was subjected to a preliminary performance evaluation on an
engine dynamometer. The fuel efficiency, brake specific fuel consumption
(BSFC) and hydrocarbon emission (HC) were measured and the performance
parameters were compared with those of standard combustion chamber
containing uncoated components. Six different sets of coated piston and
cylinder heads were used for the test. The engine was tested at different
speeds and load conditions. The compression and air fuel ratios were
maintained constant for all combinations. Engine performance tests were
performed at full throttle openings on a mechanical dynamometer, specially
designed and fabricated to handle lighter loads, applicable for a two stroke
petrol engine of a two wheeler. The carburetor was set to the richest condition
to prevent detonation from taking place.
10.3.1 Materials
10.3.1.1 Piston
properties. In the present study, pistons are made of cast aluminum A 356.0,
T6 treated, silicon and magnesium alloy with an Fe (iron) content of 0.1 %,
which will impart good strength. The ceramic coating on the piston improves
the thermal shock resistance, wear resistance, oxidation and corrosion
resistance of the piston, thus enhancing the operating life of the piston.
The top coat faces the hot combustion gases and hence should be a
thermal barrier.Mullite ceramic of 100 m + 50 m thickness is plasma
sprayed on the bond coat.
STROKE = 2
BORE = 46 mm
STROKE LENGTH = 42 mm
DISPLACEMENT = 69.9 cc
The various testing procedures are done between the coated and the
uncoated engine of same specification under similar conditions. These test
results helps us to compare the engine performance between the coated and
uncoated engines. Initially the air inlet of the carburetor is connected to a
surge tank setup. The manometer is connected to the surge tank which shows
the pressure difference. A 500 ml burette is filled with petrol through which
the fuel is supplied to the carburetor of the engine. The load is applied to the
engine using spring balance on the brake drum of the test rig setup.
Initially the engine is run at no load. The time taken for fuel
consumption of 10 ml is observed and tabulated. The pressure
difference in manometer is observed and tabulated as h1 , h2.
The load of 1kg is applied on the brake drum and again the
time taken for fuel consumption for 10ml, and the pressure
difference is tabulated.
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Figure 10.4 (a) Coated piston top view (b) Coated cylinder head
(c) Coated piston elevation
The test fixture was run in the laboratory for 100 hrs at varying
speeds and loads. The coated surface of the piston was examined for surface
defects and signs of spallation. The visual examination of the piston surface
revealed no significant defect of the coating surface or the interface. The
surface had a deposit of carbon as expected.
Brake horse power (BP) is the actual power delivered at the crank
shaft. It is obtained by deducting various power losses in the engine from the
indicated horse power. In other words, BP is the usable power produced by
the engine. (TFC)Total fuel consumed is the amount of fuel used by the
engine for one hour duration of running. The measured values are shown
graphically below in Figure 10.5.
(a)
(b)
Speed (rpm)
25 % 50 % 100 %
Torque
throttle throttle throttle
(Nm)
opening opening opening
0 1800 2000 2200
1 1730 1935 1922
2 1620 1620 1764
3 1421 1540 1630
Speed (rpm)
25 % 50 % 100 %
Torque
throttle throttle throttle
(Nm )
opening opening opening
0 1800 2000 2200
1 1789 1960 2185
2 1750 1940 2031
3 1735 1917 1995
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(a)
(b)
(c)
Figure 10.8 Comparison of torque vs speed characteristics of coated and
uncoated engines (a) 25 % throttle opening, (b) 50 %
throttle opening, (c) 100 % throttle opening
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Duration (minutes)
Speed
Temperature (C) 10 20 30 40 50
Head 82 86.2 94.6 104.2 104.2
Cylinder 83.2 89.8 94.6 98.8 98.8
Head 120.8 130 134.2 137.8 137.8
Cylinder 124.6 124.6 127.6 129.4 129.4
Duration (minutes)
Speed
Temperature (C) 10 20 30 40 50 60
Head 54.6 79.2 84.6 94.2 103.2 103.2
Cylinder 57.6 81.6 97.2 93 94.8 94.8
Head 103.2 110.4 113.4 118.8 122.4 122.4
Cylinder 97.2 102 106.8 110.4 118.8 118.8
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CO ( % vol ) HC ( ppm )
Speed
Uncoated Coated Uncoated Coated
(rpm )
Engine Engine Engine Engine
0 2.6 2 1250 900
500 2.65 2.05 1500 900
1000 2.7 2.1 1750 900
1500 2.75 2.25 2100 950
2000 2.8 3 2500 1000
2300 3.5 3.2 2900 900
(a)
(b)
Figure 10.11 (Continued)
The CO and HC emissions are lower for the various speeds in the
coated engines. A trend of significant improvement in the carbon monoxide
and hydrocarbon emissions is observed in the case of engine with coated
components compared to that of the standard engine. The reduced hydrocarbon is
seen to be more pronounced at higher engine speeds (> 1000 rpm) for the
engine with coated components.
The endurance test on road was completed for duration of 1000 kms
for various speed and loads and the coated components were visually
examined for any peel off of the coating and any other coating defects. On
visual examination, it was found that the coating was able to withstand the
temperature variations in actual use and found to be satisfactory.
10.5 CONCLUSION
4. Also, it is very clear that the coating has not deteriorated the
performance of the petrol engine. Coating has in fact
improved the emission characteristics of the engine which is
due to the better burning of the fuel thereby reducing the
amount of unburnt fuel, ie. hydrocarbon in the exhaust. The
CO and HC emissions were lower by 30% for the various
speeds in the coated engines.