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Superchargers are basically compressors/blowers which takes air at normal ambient pressure &amp; compresses it and forcefully pushes it into...</p><div class="button-container"><a rel="nofollow" class="button reverse" href="//www.gunkrazy.com/supercharger-types-methods-and-working-principles/" aria-label="View Post: Supercharger | Types , Methods and Working Principles">View Post</a></div></div></div></article> <script type="application/ld+json">{"@context":"http:\/\/schema.org\/","@type":"BlogPosting","name":"Supercharger | Types , Methods and Working Principles","url":"\/\/www.gunkrazy.com\/supercharger-types-methods-and-working-principles\/","articleBody":"Supercharger | Types , Methods and Working Principles \r\nSuperchargers are basically compressors\/blowers which takes air at normal ambient pressure &amp; compresses it and forcefully pushes it into engine! Power to the compressor\/ blower is transmitted from engine via the belt drive.\r\n\r\nThe addition of extra amount of air-fuel mixture into the cylinder increases the mean effective pressure of the engine. An increment in MEP makes the engine produce more power. In this way, adding a compressor to the engine makes it more efficient.\r\n\r\nRead more :\u00a0Introduction to Supercharger- Types and Advantages Of Supercharger\r\n\r\n\r\n\r\nTYPES OF SUPERCHARGER\r\nThere are mainly two types of supercharger. The first one is known as positive displacement supercharger and other one is known as Dynamic supercharger. The basic difference between both of them is that the positive displacement supercharger maintains constant level of pressure at all engine speed whereas the dynamic supercharger delivers increasing pressure with increasing speed. This is basic fundamental difference between them. These superchargers further subdivided as given below.\r\n\r\nsupercharger\r\n1. POSITIVE DISPLACEMENT SUPERCHARGER:\r\nAs we discussed in early section that these superchargers deliver the same volume of charge at any engine speed or these superchargers are not depended on speed of the engine. The major types of positive displacement supercharger are root style and twin screw.\r\n\r\n1. Root style\r\n\r\nThis design has two specially designed rotors which rotate in opposite direction (one is clockwise and other is anticlockwise) to compress the air. According to the rotor design this supercharger is further subdivided into two type: Two lob rotor, three lob, four lob rotors etc. As the rotor rotate, they trap the air by these lobs coming from suction side or inlet port and forced it towards discharge side or outlet port. The amount of air compressed is independent on the engine speed and each time this supercharger compresses the same amount of air.\r\n\r\nAdvantages:\r\n\r\n \tSimple design\r\n \tBest suited with high speed engine\r\n\r\nDisadvantages:\r\n\r\n \tPulsing airflow at low speed.\r\n \tLess efficiency.\r\n \tHeavy in weight.\r\n \tCreate lots of heat due to friction.\r\n \tBack leakage at low speed.\r\n \tProvide same amount of air at both low and high RPM.\r\n\r\n2. Twin screw supercharger\r\n\r\nAs the name implies, this type of supercharger have two screws which rotate in different direction. One of the screw rotate clockwise and other one is anticlockwise direction. The working of this supercharger is same as root type. It also sucks air from one side and delivered it to outlet port. This device provide smother air flow comparatively root style.\r\n\r\nAdvantages:\r\n\r\n \tNo back leakage problem.\r\n \tProvide smother air flow.\r\n\r\nDisadvantages:\r\n\r\n \tHigh heat generation due to friction.\r\n \tNoisy in operation.\r\n\r\n3. Vane type supercharger\r\n\r\nA number of vanes are mounted on the drum of the supercharger. These vanes are pushed outwards via pre-compressed springs. This arrangement helps the vane to stay in contact with the inner surface of the body.\r\n\r\nNow due to eccentric rotation, the space between two vanes is more at the inlet &amp; less at the outlet. In this way, the quantity of air which enters at the inlet decreases it\u2019s volume on its way to outlet. A decrease in volume results in increment of pressure of air. Thus, the mixture obtained at the outlet is at higher pressure than at the inlet.\r\n2. DYNAMIC SUPERCHARGER:\r\nAs we discussed earlier, these type of supercharger gives increasing air pressure as increasing engine speed. The supercharging effect in this type is highly depended on the engine speed. It also subdivided into following types.\r\n\r\n1. Centrifugal Type\r\n\r\nAs the name implies this type uses centrifugal force to compress the air. The design of this supercharger is same as the centrifugal compressor. It has a impeller which is connected with the crankshaft with the help of belt drive. When the engine rotates, it makes rotate the impeller which sucks the air from one side. The centrifugal action acts on this air which increase its kinetic energy and delivery it to a diffuser. The air enter into the diffusion have high velocity at low pressure. The diffuser converts this high speed low pressure air to low speed high pressurized air. This high pressurized air then sent to the engine.\r\n\r\nAdvantages:\r\n\r\n \tIt is small in size.\r\n \tHigh efficiency.\r\n\r\nDisadvantages:\r\n\r\n \tThe amount of air is not fixed.\r\n\r\n\r\n\r\n\r\nMETHODS OF SUPERCHARGING\r\nThere are various other ways to force the air which doesn\u2019t need extra power unlike compressors. The 2 most widely applied are \u2013\r\n\r\n\u2022 Ram effect supercharging\u00a0\r\nHere, the inlet manifold is designed in such a way that the air gets automatically pushed into the cylinder. The air continuously tries into the cylinder but the intake valves open\/close several times a second ! Every time the valve closes, the air just rams into it. This generates a pressure wave which travels in the opposite direction until it hits the plenum &amp; gets reflected back.\r\n\r\nNow if the resonant frequency of the plenum &amp; engine matches, this pressure wave carries more air into the cylinder doing the work of a supercharger.\r\n\r\n\u2022 Under piston supercharging \u2013\r\nThis type of method is generally adopted in large marine engines. It utilizes the bottom side of the piston for compressing the air. With proper timing of valves, this system gives an adequate supply of compressed air, as there are 2 delivery strokes to each suction stroke of each stroke !\r\n\r\n\r\n\r\nADVANTAGES AND DISADVANTAGES OF SUPERCHARGER\r\nAdvantages of supercharging\r\n1. Higher power output\r\n2. Greater induction of charge mass\r\n3. Better atomization of fuel\r\n4. Better mixing of fuel and air\r\n5. Better scavenging products\r\n6. Better torque characteristics over whole range\r\n7. Quick acceleration of vehicle\r\n8. Complete and smooth combustion\r\n9. Even fuel with poor ignition quality can be used\r\n10. Improved cold starting\r\n11. Reduced exhaust smoke\r\n12. Reduced specific fuel consumption\r\n13. Increased mechanical efficiency\r\n14. Smooth operation and reduction in diesel knock tendency\r\n\r\nDisadvantages of supercharging\r\n\r\n1. Increased detonation tendency in SI engines\r\n2. Increased thermal stress\r\n3. Increased heat loss due to increased turbulence\r\n4. Increased gas loading\r\n5. Increased cooling requirements of the engine\r\n\r\n\r\n\r\nMore Resources \/articles\r\nAutomobile Engineering Projects List - Abstract , Report\r\nCAD Software | CAD Tutorials\r\nMechanical Subjectwise Basic Concept Notes ,Articles\r\nLatest seminar topic index - Report ,PPT Download\r\n\r\n\r\n\r\n&nbsp;","headline":"Supercharger | Types , Methods and Working Principles","author":{"@type":"Person","name":"Sachin Thorat","url":"\/\/www.gunkrazy.com\/"},"datePublished":"2019-04-30","mainEntityOfPage":"False","dateModified":"February 19, 2020","image":{"@type":"ImageObject","url":"\/\/www.gunkrazy.com\/wp-content\/uploads\/2019\/04\/supercharger-300x115.jpg","height":115,"width":300},"publisher":{"@context":"http:\/\/schema.org\/","@type":"Organization","name":"Learn Mechanical Engineering","logo":{"@type":"ImageObject","url":"\/\/www.gunkrazy.com\/wp-content\/uploads\/2020\/01\/learn-mech-logo-1-300x300.png","height":600,"width":60}}}</script> <article class="article-card horizontal "> <a href="//www.gunkrazy.com/helicopter-components-flying-and-controlling-principle/" rel="nofollow"><div class="image-container" style="background-image: url('//www.gunkrazy.com/wp-content/uploads/2019/04/helicopter-components-300x122.jpg')"></div><span class="sr-only">link to Helicopter : Components , Flying and Controlling Principle</span></a><div class="copy-container"><header><p><a style="color: #ff392e!important" href="//www.gunkrazy.com/helicopter-components-flying-and-controlling-principle/">Helicopter : Components , Flying and Controlling Principle</a></p></header><div class="excerpt"><p>Helicopter : Components , Flying and Controlling Principle
A helicopter is a type of aircraft that uses rotating, or spinning, wings called blades to fly. Unlike an airplane or glider, a helicopter...</p><div class="button-container"><a rel="nofollow" class="button reverse" href="//www.gunkrazy.com/helicopter-components-flying-and-controlling-principle/" aria-label="View Post: Helicopter : Components , Flying and Controlling Principle">View Post</a></div></div></div></article> <script type="application/ld+json">{"@context":"http:\/\/schema.org\/","@type":"BlogPosting","name":"Helicopter : Components , Flying and Controlling Principle","url":"\/\/www.gunkrazy.com\/helicopter-components-flying-and-controlling-principle\/","articleBody":"Helicopter : Components , Flying and Controlling Principle\r\nA helicopter is a type of aircraft that uses rotating, or spinning, wings called blades to fly. Unlike an airplane or glider, a helicopter has wings that move. Unlike a balloon, a helicopter is heavier than air and uses an engine to fly. A helicopter's rotating blades, or a rotor, allow it to do things an airplane cannot.\r\n\r\nIn order to fly, an object must have \"lift,\" a force moving it upward. Lift is usually made by wings. Wings create lift because of a relationship called the Bernoulli Principle. The Bernoulli Principle describes how the speed of air and the pressure in the air are related. When the speed goes up, the pressure goes down and the opposite is also true.\r\nWings are curved on top and flatter on the bottom. This shape is called an airfoil. That shape makes air flow over the top faster than under the bottom. As a result, there is less air pressure on top of the wing; this causes suction and makes the wing move up. A helicopter's rotor blades are wings and create lift. An airplane must fly fast to move enough air over its wings to provide lift. A helicopter moves air over its rotor by spinning its blades.\r\n\r\nhelicopter components\r\nROTARY WING TERMINOLOGY\r\nMost helicopters the engine turns a shaft that connects to an input quill on the transmission; the main rotor mast comes straight out of the top of the transmission and the tail rotor driveshaft connects to an output quill 90 degrees out from the mast.\r\n\r\n\u2022 Spinning the rotor which has an aero foil section causes lift, allowing the helicopter to rise vertically or hover.\r\n\r\n\u2022 Tilting the spinning rotor will cause flight in the direction of the tilt.\r\n\r\nThere are many terms associated with rotary wing flight and it is important for a student to become familiar with them to understand the mechanics of rotary wing flight.\r\nCOMPONENTS OF HELICOPTER\r\n1. Main rotor blade \u2013\u00a0\r\n\r\nThe main rotor blade performs the same function as an airplane's wings, providing lift as the blades rotate -- lift being one of the critical aerodynamic forces that keeps aircraft aloft. A pilot can affect lift by changing the rotor's revolutions per minute (rpm) or its angle of attack, which refers to the angle of the rotary wing in relation to the oncoming wind.\r\n\r\n2. Stabilizer \u2013\u00a0\r\n\r\nThe stabilizer bar sits above and across the main rotor blade. Its weight and rotation dampen unwanted vibrations in the main rotor, helping to stabilize the craft in all flight conditions. Arthur Young, the gent who designed the Bell 47 helicopter, is credited with inventing the stabilizer bar.\r\n\r\n3. Rotor mast \u2013\u00a0\r\n\r\nAlso known as the rotor shaft, the mast connects the transmission to the rotor assembly. The mast rotates the upper swash plate and the blades.\r\n\r\n4. Transmission \u2013\u00a0\r\n\r\nJust as it does in a motor vehicle, a helicopter's transmission transmits power from the engine to the main and tail rotors. The transmission's main gearbox steps down the speed of the main rotor so it doesn't rotate as rapidly as the engine shaft. A second gearbox does the same for the tail rotor, although the tail rotor, being much smaller, can rotate faster than the main rotor.\r\n\r\n5. Engine \u2013\u00a0\r\n\r\nThe engine generates power for the aircraft. Early helicopters relied on reciprocating gasoline engines, but modern helicopters use gas turbine engines like those found in commercial airliners.\r\n\r\n\r\n\r\nMAIN ROTOR SYSTEM\r\n1. Root: The inner end of the blade where the rotors connect to the blade grips.\r\n\r\n2. Blade Grips: Large attaching points where the rotor blade connects to the hub.\r\n\r\n3. Hub: Sits atop the mast, and connects the rotor blades to the control tubes.\r\n\r\n4. Mast: Rotating shaft from the transmission, which connects the rotor blades to the helicopter.\r\n\r\n5. Control Tubes: Push \\ Pull tubes that change the pitch of the rotor blades.\r\n\r\n6. Pitch Change Horn: The armature that converts control tube movement to blade pitch.\r\n\r\n7. Pitch: Increased or decreased angle of the rotor blades to raise, lower, or change the direction of the rotors thrust force.\r\n\r\n8. Jesus Nut: Is the singular nut that holds the hub onto the mast. (If it fails, the next person you\r\n\r\nSWASH PLATE\r\n\r\nThe swash plate assembly has two primary roles:\r\n\r\n1. Under the direction of the collective control, the swash plate assembly can change the angle of both blades simultaneously. Doing this increases or decreases the lift that the main rotor supplies to the vehicle, allowing the helicopter to gain or lose altitude.\r\n\r\n2. Under the direction of the cyclic control, the swash plate assembly can change the angle of the blades individually as they revolve. This allows the helicopter to move in any direction around a 360-degree circle, including forward, backward, left and right.\r\n\r\nThe swash plate assembly consists of two plates \u2013\u00a0\r\n1. the fixed and\u00a0\r\n2. the rotating swash plates\r\n\r\n* The rotating swash plate rotates with the drive shaft (green) and the rotor's blades (grey) because of the links (purple) that connect the rotating plate to the drive shaft.\r\n* The pitch control rods (orange) allow the rotating swash plate to change the pitch of the rotor blades.\r\n* The angle of the fixed swash plate is changed by the control rods (yellow) attached to the fixed swash plate.\r\n* The fixed plate's control rods are affected by the pilot's input to the cyclic and collective controls.\r\n* The fixed and rotating swash plates are connected with a set of bearings between the two plates. These bearings allow the rotating swash plate to spin on top of the fixed swash plate.\r\nCONTROLS SYSTEM\r\nHelicopters require a completely different method of control than airplanes and are much harder to master. Flying a helicopter requires constant concentration by the pilot and a near-continuous flow of minute control corrections.\r\nA conventional helicopter has its main rotor above the fuselage, just aft of the cockpit area, consisting of 2 or more rotor blades extending out from a central rotor head, or hub, assembly.\r\n\r\nA primary component is the swashplate located at the base of the rotor head. This swashplate consists of one non-revolving disc and one revolving disc mounted directly on top. The swashplate is connected to the cockpit control stick and lever and can be made to tilt in any direction, according to the cyclic stick movement made by the pilot, or moved up and down according to the collective lever movement.\r\n\r\nBut first, to explain how the main rotor blades are moved by the pilot to control the helicopter, we need to understand pitch angle...\r\n\r\n1. Rotor blade pitch angle.\r\n\r\nEach rotor blade has an airfoil profile just like that of an airplane wing, and as the blades rotate through the air they generate lift in exactly the same way as an airplane wing does.\r\n\r\nThe amount of lift generated is determined by the pitch angle (and speed) of each rotor blade as it moves through the air. Pitch angle is known as the Angle of Attack when the rotors are in motion.\r\n\r\nThis pitch angle of the blades is controlled in two ways - collectively and cyclically.\r\n\r\n2. Collective pitch control.\r\n\r\nThe collective control is made by moving a lever that rises up from the cockpit floor to the left of the pilot's seat, which in turn raises or lowers the swashplate on the main rotor shaft, without tilting it.\r\n\r\nThis lever only moves up and down and corresponds directly to the desired movement of the helicopter; lifting the lever will result in the helicopter rising while lowering it will cause the helicopter to sink. At the end of the collective lever is the throttle control, explained further down the page.\r\n\r\nAs the swashplate rises or falls in response to the collective lever movement made by the pilot, so it changes the pitch of all rotor blades at the same time and to the same degree. Because all blades are changing pitch together, or 'collectively', the change in lift remains constant throughout every full rotation of the blades. Therefore, there is no tendency for the helicopter to change its existing direction other than straight up or down.\r\n\r\nThe illustrations below show the effect of raising the collective lever on the swashplate and rotor blades. The connecting rods run from the swashplate to the leading edge of the rotor blades; as the plate rises or falls, so all blades are tilted exactly the same way and amount.\u00a0\r\nOf course, real rotor head systems are far more complicated than this picture shows, but the basics are the same.\r\n\r\n3. Cyclic pitch control.\r\n\r\nThe cyclic control is made by moving the control stick that rises up from the cockpit floor between the pilot's legs, and can be moved in all directions other than up and down.\r\nLike the collective control, these cyclic stick movements correspond to the directional movement of the helicopter; moving the cyclic stick forward makes the helicopter fly forwards while bringing the stick back slows the helicopter and even makes it fly backwards. Moving the stick to the left or right makes the helicopter roll in these directions.\r\n\r\nThe cyclic control works by tilting the swashplate and increasing the pitch angle of a rotor blade at a given point in the rotation, while decreasing the angle when the blade has moved through 180 degrees around the rotor disc.\r\nAs the pitch angle changes, so the lift generated by each blade changes and as a result the helicopter becomes 'unbalanced' and so tips towards whichever side is experiencing the lesser amount of lift.\r\n\r\nThe illustrations below show the effect of this cyclic control on the swashplate and rotor blades. As the swashplate is tilted, the opposing rods move in opposite directions. The position of the rods - and hence the pitch of the individual blades - is different at any given point of rotation, thus generating different amounts of lift around the rotor disc.\r\n\r\nTo understand cyclic control another way is to picture the aforementioned rotor disc, which is the imaginary circle above the helicopter created by the spinning blade tips, and to imagine a dinner plate sat flat on top of the cyclic stick. As the stick is leaned over in any direction, so the angle of the plate changes very slightly. This change of angle corresponds directly to what is happening to the rotor disc at the same time i.e. the side of the plate that is higher represents the side of the rotor disc generating more lift.\r\n\r\n4. Rotational (yaw) control.\r\n\r\nAt the very rear of the helicopter's tail boom is the tail rotor - a vertically mounted rotor consisting of two or more blades, similar to an airplane propeller. This tail rotor is used to control the yaw, or rotation, of the helicopter (i.e. which way the nose is pointing) and to explain this we first need to understand torque.\r\n\r\nTorque is a natural force caused by any turning object and in a helicopter it is caused by the engine turning the main rotor blades; when the blades are spinning then the natural reaction to that is for the fuselage of the helicopter to start spinning in the opposite direction to the rotors. If this torque isn't controlled, the helicopter would just spin round wildly out of control.\r\n\r\nSo to beat the reaction of the torque, the tail rotor is used and is connected by gears and a shaft to the main rotor so that it turns whenever the main rotor is spinning.\r\nAs the tail rotor spins it generates thrust in exactly the same way as an airplane propeller does, the difference being that the helicopter tail rotor thrust is perpendicular to the fuselage. This sideways push of air prevents the helicopter fuselage from trying to spin against the main rotor, and the pitch angle of the tail rotor blades can be changed by the pilot to control the amount of thrust produced.\r\n\r\nIncreasing the pitch angle of the tail rotor blades will increase the sideways thrust, which in turn will push the helicopter round in the same direction as the main rotor blades. Decreasing the pitch angle decreases the amount of sideways thrust and so the natural torque takes over, letting the helicopter rotate in the opposite direction to the main rotors.\u00a0\r\nThe pilot controls the pitch angle of the tail rotor blades by two pedals at his feet, in exactly the same way as rudder movement is controlled in an airplane.\r\n\r\nNOTAR (NO TAil Rotor) is an alternative method of yaw control on some helicopters.\r\nInstead of a tail rotor to generate sideways thrust, low pressure air (created by a large fan in front of the tail boom) is expelled from narrow slots at the rear (side) of the boom. The slots are opened and closed by the pilot's pedals in the same way as tail rotor pitch is controlled.\r\n\r\nThe amount of air expelled effects the air pressure around the tail boom and the boom is 'pulled or pushed' one direction or the other, in response to the varying pressure and the natural torque being generated by the spinning main rotors. A natural effect (known as the Coanda Effect) involving air movement in relation to solid objects helps make the sideways movement of the tail boom happen.\r\n\r\nNOTAR helicopters respond to yaw control in exactly the same way as tail rotor helicopters do and have a big safety advantage - tail rotors can be very hazardous while operating on or close to the ground, and in flight a failing tail rotor can easily result in a crash. In addition to that, NOTAR helis have a quieter operating noise level.\r\n\r\n5. Throttle control.\r\n\r\nThe throttle control is typically a 'twist-grip' on the end of the collective lever and is linked directly to the movement of the lever so that engine RPM is always correct at any given collective pitch setting. Because the cyclic and collective pitch control determines the movement of the helicopter, the engine RPM does not need to be adjusted like an airplane engine does. So during normal flying constant engine speed (RPM) is maintained and the pilot only needs to 'fine tune' the throttle settings when necessary.\r\n\r\nThere is, however, a direct correlation between engine power and yaw control in a helicopter - faster spinning main rotor blades generate more torque, so greater pitch is needed in the tail rotor blades to generate more thrust.\r\n\r\nIt's worth noting that each separate control of a helicopter is easy to understand and operate; the difficulty comes in using all controls together, where the co-ordination has to be perfect! Moving one control drastically effects the other controls and so they too have to be moved to compensate.\r\n\r\n\r\n\r\nMore Resources \/articles\r\nCAD \/ CAM Projects List - Abstract , Report Download\r\nCAD Software | CAD Tutorials\r\nMechanical Subjectwise Basic Concept Notes ,Articles\r\nNew Mechanical Projects 2020 ( All Projects Post Index List )\r\n\r\n\r\n\r\n&nbsp;","headline":"Helicopter : Components , Flying and Controlling Principle","author":{"@type":"Person","name":"Sachin Thorat","url":"\/\/www.gunkrazy.com\/"},"datePublished":"2019-04-30","mainEntityOfPage":"False","dateModified":"February 19, 2020","image":{"@type":"ImageObject","url":"\/\/www.gunkrazy.com\/wp-content\/uploads\/2019\/04\/helicopter-components-300x122.jpg","height":122,"width":300},"publisher":{"@context":"http:\/\/schema.org\/","@type":"Organization","name":"Learn Mechanical Engineering","logo":{"@type":"ImageObject","url":"\/\/www.gunkrazy.com\/wp-content\/uploads\/2020\/01\/learn-mech-logo-1-300x300.png","height":600,"width":60}}}</script> <article class="article-card horizontal "> <a href="//www.gunkrazy.com/diesel-cycle-processes/" rel="nofollow"><div class="image-container" style="background-image: url('//www.gunkrazy.com/wp-content/uploads/2019/04/diesel-cycle-300x227.jpg')"></div><span class="sr-only">link to What Is Diesel Cycle | What Are The Four Processes Of Diesel Cycle</span></a><div class="copy-container"><header><p><a style="color: #ff392e!important" href="//www.gunkrazy.com/diesel-cycle-processes/">What Is Diesel Cycle | What Are The Four Processes Of Diesel Cycle</a></p></header><div class="excerpt"><p>What Is Diesel Cycle? What Are The Four Processes Of Diesel Cycle
Diesel cycle is also called as constant pressure cycle. The diesel engine operates on this cycle. This cycle also contains four...</p><div class="button-container"><a rel="nofollow" class="button reverse" href="//www.gunkrazy.com/diesel-cycle-processes/" aria-label="View Post: What Is Diesel Cycle | What Are The Four Processes Of Diesel Cycle">View Post</a></div></div></div></article> <script type="application/ld+json">{"@context":"http:\/\/schema.org\/","@type":"BlogPosting","name":"What Is Diesel Cycle | What Are The Four Processes Of Diesel Cycle","url":"\/\/www.gunkrazy.com\/diesel-cycle-processes\/","articleBody":"What Is Diesel Cycle? What Are The Four Processes Of Diesel Cycle\r\nDiesel cycle is also called as constant pressure cycle. The diesel engine operates on this cycle. This cycle also contains four processes, out of which two processes are adiabatic, the third one is constant pressure process and forth process is constant volume process.Diesel cycle is an air-standard cycle (a combustion process), which is used to design mostly compression ignition engines. Generally, these engines are heavier than petrol engines.\r\n\r\ndiesel cycle\r\nProcesses In Diesel Cycle-\r\n1\u20132= Adiabatic compression\r\n2\u20133= Heat addition at constant pressure\r\n3\u20134= Adiabatic expansion\r\n4\u20131= Heat rejected at constant volume\r\nFollowing is the pressure vs volume graph for a diesel cycle.\r\n\r\nIsentropic Compression (Process 1\u20132)\r\n\r\n \tThis process is called isentropic as there is no heat transferred (adiabatic) to or from the system and it is a reversible process.\r\n \tThe gas inside the cylinder is compressed isentropically from a volume V1 to V2.\r\n \tThe ratio of V1 and V2 is referred to as the compression ratio.\r\n \tWork is done by the piston on gases (negative work Win), which means external work has to be done to compress the gases.\r\n \tThis process is characterized by the compression stroke of the 4-stroke cycle.\r\n\r\nIsobaric Heat Addition (Process 2\u20133)-\r\n\r\n \tIsobaric means that the process carried out at constant pressure.\r\n \tWith the pressure being constant, heat is added externally until volume V3 is reached.\r\n \tThe ratio of V3 and V2 is referred to as the cut-off ratio.\r\n \tHeat is added to the system (positive heat Qin), by combusting the air-fuel mixture.\r\n \tThis process is characterized by the initial part of the power stroke of the 4-stroke cycle, until volume has expanded to V3.\r\n\r\nIsentropic Expansion (Process 3\u20134)\r\n\r\n \tThis process is also isentropic.\r\n \tThe gas inside the cylinder expands from V3 to V4 which is equal to V1.\r\n \tThe ratio of V4 (or V1) and V3 is known as the expansion ratio.\r\n \tWork is done by the gases on the piston (positive work Wout), thus powering the engine by pushing the piston down.\r\n \tThis process is characterized by the final part of the power stroke of the 4-stroke cycle, until volume has expanded to V4.\r\n\r\nIsochoric Expansion (Process 4\u20131)\r\n\r\n \tIsobaric means that the process carried out at constant volume.\r\n \tWith the volume being constant, heat is removed until pressure comes down to p1.\r\n \tHeat is removed from the system (negative heat Qout), by flushing out the combusted gases.\r\n \tThis process is characterized by the exhaust and intake stroke of the 4-stroke cycle.\r\n\r\n\r\n\r\n\r\nMore Resources \/articles\r\nIC Engine Articles , Notes , Question and Answer\r\nAutomobile Engineering Parts and System Notes , Article\r\nMechanical Subjectwise Basic Concept Notes ,Articles\r\nAutomobile Engineering Projects List - Abstract , Report\r\n\r\n\r\n\r\n&nbsp;","headline":"What Is Diesel Cycle | What Are The Four Processes Of Diesel Cycle","author":{"@type":"Person","name":"Sachin Thorat","url":"\/\/www.gunkrazy.com\/"},"datePublished":"2019-04-29","mainEntityOfPage":"False","dateModified":"February 19, 2020","image":{"@type":"ImageObject","url":"\/\/www.gunkrazy.com\/wp-content\/uploads\/2019\/04\/diesel-cycle-300x227.jpg","height":227,"width":300},"publisher":{"@context":"http:\/\/schema.org\/","@type":"Organization","name":"Learn Mechanical Engineering","logo":{"@type":"ImageObject","url":"\/\/www.gunkrazy.com\/wp-content\/uploads\/2020\/01\/learn-mech-logo-1-300x300.png","height":600,"width":60}}}</script> <article class="article-card horizontal "> <a href="//www.gunkrazy.com/what-is-turbines-types-of-turbine-working/" rel="nofollow"><div class="image-container" style="background-image: url('//www.gunkrazy.com/wp-content/uploads/2019/04/steam-turbine-300x218.gif')"></div><span class="sr-only">link to What is Turbines  | Types of Turbine , Working</span></a><div class="copy-container"><header><p><a style="color: #ff392e!important" href="//www.gunkrazy.com/what-is-turbines-types-of-turbine-working/">What is Turbines  | Types of Turbine , Working</a></p></header><div class="excerpt"><p>What is Turbines | Types of Turbine , Working
What is turbine?
A turbine is a rotating part which converts kinetic energy of a working fluid into useful mechanical energy and/or electrical energy....</p><div class="button-container"><a rel="nofollow" class="button reverse" href="//www.gunkrazy.com/what-is-turbines-types-of-turbine-working/" aria-label="View Post: What is Turbines  | Types of Turbine , Working">View Post</a></div></div></div></article> <script type="application/ld+json">{"@context":"http:\/\/schema.org\/","@type":"BlogPosting","name":"What is Turbines  | Types of Turbine , Working","url":"\/\/www.gunkrazy.com\/what-is-turbines-types-of-turbine-working\/","articleBody":"What is Turbines | Types of Turbine , Working\r\nWhat is turbine?\r\nA turbine is a rotating part which converts kinetic energy of a working fluid into useful mechanical energy and\/or electrical energy. Simple, right? Well, nothing is simple when you go deeper. There are set of blades mounted on a rotor which helps in extracting energy from the moving fluid. The efficiency of turbines depend on the design of the blades. Different applications need different designs &amp; designing them isn\u2019t a layman\u2019s job.\r\n\r\nThe 4 types of turbines are-\r\n1. Water turbines\r\n2. Steam turbines\r\n3. Gas turbines &amp;\r\n4. Wind turbines\r\n1. WATER TURBINES\r\nThe turbines used in hydroelectric powerplants are water turbines which have water as their working fluid.\r\nFirst of all, millions of litres of water is collected in the dam. More the height of dam, more the pressure. The highly pressurized water is then made to flow via large pipe called as penstock.\r\n\r\nThe turbine is located at the end of penstock from where the pressurized water strike the blades of turbine at high velocity making it to rotate. This turbine is connected to a generator which generates electricity.\r\n\r\nThe shape of turbine blades depend upon the pressure &amp; velocity of water. Water turbines are classified into 2 types-\r\n1. Impulse type\r\n2. Reaction type\r\n\r\n1. Impulse type turbines\r\n\r\nImpulse turbines basically work on Newton\u2019s 2nd law. In impulse turbines, number of elliptical half sized buckets are fitted instead of blades on the rotor hub. When water strike the buckets at high speed, the rotor starts rotating. In short, the kinetic energy of water gets converted into rotational mechanical energy!\r\nThus, electricity is generated when one end of turbine shaft is connected to generator!\r\nExample \u2013 Pelton turbine\r\n\r\nRead more :\u00a0Introduction to Hydraulic (Water) Turbine -Working Of Impulse and Reaction Turbine\r\n\r\nwater - pelton wheel\r\n\r\n2. Reaction turbines\r\n\r\nThe turbine blades or the impeller blades are designed in such a way that a force is generated on one side when water flows through it just like an airfoil. The force produced by airfoil is responsible for lift of aeroplane. Similarly here, that force makes the blades rotate.\r\nExample \u2013 Kaplan turbine\r\n\r\nDifferent types of turbines have their own ideal operating conditions. For eg.\r\n\r\n\u2192 Pelton turbines are preferred where low discharge rate can be obtained &amp; high head(80-1600m) is available.\r\n\u2192 Kaplan turbines require high discharge rate along with low or medium head(2-70m).\r\n\u2192 Francis turbine work on medium flow rate &amp; medium head. Francis turbine is a combination of impulse &amp; reaction turbine. Francis turbines are most widely used turbines because they offer the highest efficiency &amp; could also work in wide range of operating conditions.\r\n\r\n1m head of water = 9810 Pa (100m of head is almost 7 times of atmospheric pressure)\r\n2.STEAM TURBINES\r\nAlso called as steam turbines, they are used in nuclear &amp; thermal powerplants where water is heated to form steam &amp; then flowed through turbines to produce electricity. Alike water turbines, steam turbines are also classified into impulse &amp; reaction types but the arrangement &amp; design is different. All the modern steam turbines are a combination of impulse &amp; reaction type.\r\n\r\nsteam turbine\r\n\r\nSteam turbines consist not only rotating blades called as rotor but also static blades called as stator. Rotors &amp; stators are placed alternately in order to extract most energy out of it. This method is called as compounding.\r\nAlso, if you observe, the moving buckets in impulse turbine are designed to get pushed by the steam. While the rotor blades in reaction turbine are aerofoiled shape, which lets itself generate reaction &amp; also let steam maintain its velocity !\r\n\r\nThe steam first flows through high pressure(H.P) turbine followed by intermediate pressure(I.P) turbine. Then again after reheating the steam, it is made to flow through low pressure(L.P) turbines(huge set of blades).\r\nThe reason behind increase in blade sizes from inner side to outer side is because steam expands while losing its pressure &amp; kinetic energy &amp; giving it to turbines.\r\n3. GAS TURBINES :-\r\nGas turbines in other words are internal combustion engines, which are not only used in powerplants for generating electricity but also for propelling airplanes &amp; helicopters. Gas turbines as a whole system has a axial compressor at the inlet. These are sets of rotating blades which suck huge amount of air &amp; compress it which also increases the temperature. This air is then supplied to the combustion chamber. Fuel is added into the combustion chamber &amp; ignitor ignites the fuel. Thus large amount of exhaust gases are produced which are made to flow through turbines.\r\n\r\nThe different types of gas turbines\/jet engines are \u2013\r\n1. Turbojet\r\n2. Turbofan\r\n3. Turbojet\r\n4. Turboshaft\r\n5. Ramjet\r\n\r\nThe above mentioned are open cycle gas turbines where the exhaust gases are let directly into atmosphere. The other type i.e. closed cycle gas turbines where the exhausted are reused again for reheating are used in powerplants.\r\n4. WIND TURBINES:-\r\nWind turbines are a boon to mankind- affordable, clean &amp; sustainable ! Some windfarms are so big that they could produce 50MW of power. Well, coming to working of wind turbines, the story remains same as other turbines. The rotor has 3 blades &amp; are designed in such a way that when wind flows straight through them, they start rotating. The only problem here is wind turbines rotate at a very low of RPM. The low RPM doesn\u2019t produce electricity of required frequency &amp; that is why we require a gearbox which increases the speed of shaft. The output shaft is then connected to the generator.\r\n\r\nThe 3 primary types of wind turbines are \u2013\r\n\r\n1. Horizontal-axis wind turbines (HAWT)\r\n2. Savonius vertical-axis wind turbine (Savonius VAWT)\r\n3. Darrieus vertical-axis wind turbine (Darrieus VAWT)\r\n\r\nHAWTs are much older &amp; common while VAWTs produce less power, are less efficient &amp; hence are not used commonly.\r\n\r\nWell, what\u2019s interesting is why do wind turbines have 3 blades ?\r\n\r\nAdding more number of blades increases torque which is not the need here. Increase in torque decreases the RPM which is undesirable. Also cost increases significantly.\r\nAlso lowering the number of blades to 2 leads to gyroscopic instability &amp; periodic stresses which makes it unsafe.\r\nHence, 3 blades makes wind turbines the most efficient in all terms.\r\n\r\nread more ;\u00a0Horizontal Aixs wind Turbine - Advantages and Disadvantages\r\n\r\n&nbsp;","headline":"What is Turbines  | Types of Turbine , Working","author":{"@type":"Person","name":"Sachin Thorat","url":"\/\/www.gunkrazy.com\/"},"datePublished":"2019-04-29","mainEntityOfPage":"False","dateModified":"February 19, 2020","image":{"@type":"ImageObject","url":"\/\/www.gunkrazy.com\/wp-content\/uploads\/2019\/04\/steam-turbine-300x218.gif","height":218,"width":300},"publisher":{"@context":"http:\/\/schema.org\/","@type":"Organization","name":"Learn Mechanical Engineering","logo":{"@type":"ImageObject","url":"\/\/www.gunkrazy.com\/wp-content\/uploads\/2020\/01\/learn-mech-logo-1-300x300.png","height":600,"width":60}}}</script> <article class="article-card horizontal "> <a href="//www.gunkrazy.com/centrifugal-compressor-diagram-parts-working-advantages/" rel="nofollow"><div class="image-container" style="background-image: url('//www.gunkrazy.com/wp-content/uploads/2019/04/centrifugal-compressor-parts-300x182.jpg')"></div><span class="sr-only">link to Centrifugal Compressor &#8211; Diagam, Parts, Working, Efficiency, Advantages</span></a><div class="copy-container"><header><p><a style="color: #ff392e!important" href="//www.gunkrazy.com/centrifugal-compressor-diagram-parts-working-advantages/">Centrifugal Compressor &#8211; Diagam, Parts, Working, Efficiency, Advantages</a></p></header><div class="excerpt"><p>Centrifugal Compressor 
Centrifugal Compressors
A centrifugal compressor is a radial flow rotodynamic fluid machine that uses mostly air as the working fluid and utilizes the mechanical energy...</p><div class="button-container"><a rel="nofollow" class="button reverse" href="//www.gunkrazy.com/centrifugal-compressor-diagram-parts-working-advantages/" aria-label="View Post: Centrifugal Compressor &#8211; Diagam, Parts, Working, Efficiency, Advantages">View Post</a></div></div></div></article> <script type="application/ld+json">{"@context":"http:\/\/schema.org\/","@type":"BlogPosting","name":"Centrifugal Compressor &#8211; Diagam, Parts, Working, Efficiency, Advantages","url":"\/\/www.gunkrazy.com\/centrifugal-compressor-diagram-parts-working-advantages\/","articleBody":"Centrifugal Compressor\u00a0\r\nCentrifugal Compressors\r\nA centrifugal compressor is a radial flow rotodynamic fluid machine that uses mostly air as the working fluid and utilizes the mechanical energy imparted to the machine from outside to increase the total internal energy of the fluid mainly in the form of increased static pressure head.\r\n\r\nDuring the second world war most of the gas turbine units used centrifugal compressors. Attention was focused on the simple turbojet units where low power-plant weight was of great importance. Since the war, however, the axial compressors have been developed to the point where it has an appreciably higher isentropic efficiency. Though centrifugal compressors are not that popular today, there is renewed interest in the centrifugal stage, used in conjunction with one or more axial stages, for small turbofan and turboprop aircraft engines.\r\n\r\nRead more; What are the Application Of Compressor\r\nCharacteristics Features of Centrifugal Compressors\r\na) It occupies a smaller length than an equivalent axial flow compressor.\r\nb) It has better resistance to foreign object damage.\r\nc) Because of the relatively short passage length, loss of performance due to buildup deposits on blade surfaces will not be as great as the axial flow compressors.\r\nd) It can work reasonably well in a contaminated atmosphere as compared to axial flow compressor.\r\ne) It has the ability to operate over a wide range of mass flow rates at any particular rotational speed.\r\nf) Its efficiency under the most favorable circumstances, are less than those of axial compressors designed for the same duty, by as much as 3 or 4 %.\r\ng) However, at very low mass flow the axial flow compressor efficiency drops, blading is small and the advantage appears to lie with the centrifugal compressor in its relative simplicity and cost.\r\n\r\ncentrifugal compressor\r\nCentrifugal Compressor Parts :\u00a0\r\nParts of centrifugal compressor and its function\r\n\r\nThe principal components of a centrifugal compressor are shown in Fig. and detail of each part is given below.\r\n1. Inlet casing with accelerating (converging) nozzle\r\n2. Inlet guide vanes (IGV)\r\n3. Impeller\r\n4. Diffuser\r\n5. Scroll or volute\r\n6. Inducer section\r\nCentrifugal Compressor Diagram :\u00a0\r\nCentrifugal compressor parts\r\n\r\n1. Inlet casing with accelerating nozzle\r\n\r\n \tThe function of the inlet casing is to accelerate the fluid from its initial condition to the entry of inlet guide vanes and to provide uniform velocity at the eye.\r\n \tThe inlet flange is axisymmetric and the inlet duct takes the form of a simple converging nozzle.\r\n \tThe outlet of the inlet casing is known as the impeller eye.\r\n\r\n2. Inlet guide vanes (IGV)\r\n\r\n \tThe function of inlet guide vanes is to direct the flow in the desired direction at the entry of the impeller.\r\n \tThe inlet guide vanes should be chosen so as to obtain a minimum relative Mach number at the eye tip.\r\n\r\n3. Impeller\r\n\r\n \tThe function of the impeller is to increase the energy level of fluid by whirling it outwards by increasing the angular momentum of the fluid. (Refer Fig.)\r\n \tBoth static pressure and velocity of fluid are increased in the impeller.\r\n \tThe impeller vanes help to transfer the energy from the impeller to the fluid.\r\n \tThe hub is the curved surface of revolution of the impeller A-B.\r\n \tThe shroud is the curved surface C-D forming the outer boundary to the flow of fluid.\r\n(Shrouding an impeller eliminate tip leakage losses but at the same time increases friction losses.)\r\n \tImpellers may be enclosed by having the shroud attached to the vane ends (called shrouded impellers) or unenclosed with a small clearance gap between the vane ends and the stationary wall.\r\n\r\n4. A diffuser consisting of a number of fixed diverging passages in which the air is decelerated with a consequent rise in static pressure.\r\n\r\nCentrifugal compressor\r\n\r\n5. Scroll or Volute\r\n\r\n \tThe air leaving the diffuser is collected in a spiral passage known as volute or scroll and the volute discharges the air through the delivery pipe.\r\n \tDifferent cross-sections are employed for the volute passage are rectangular, circular, and trapezoidal.\r\n\r\n6. Inducer section\r\n\r\n \tAt the entry to the impeller the relative flow has a velocity Vr1, at angle \u03b11 to the axis of rotation as shown in Fig.\r\n \tThis relative flow is turned into the axial direction by the inducer section or rotating guide vanes.\r\n \tThe inducer starts at the eye and usually finishes in the region where the flow is beginning to turn into the radial direction.\r\n\r\ninduced section in the impeller\r\nWorking Principle of Centrifugal Compressor : \r\nAir is sucked into the impeller eye and whirled outwards at high speed by the impeller disk. At any point in the flow of air through the impeller the centripetal acceleration is obtained by a pressure head so that the static pressure of the air increases from the eye to the tip of the impeller. The remainder of the static pressure rise is obtained in the diffuser, where the very high velocity of air leaving the impeller tip is reduced to almost the velocity with which the air enters the impeller eye.\r\n\r\nsingle entry and single outlet centrifugal compressor\r\n\r\nUsually, about half of the total pressure rise occurs in the impeller and the other half in the diffuser. Owing to the action of the vanes in carrying the air around with the impeller, there is a slightly higher static pressure on the forward side of the vane than on the trailing face. The air will thus tend to flow around the edge of the vanes in the clearing space between the impeller and the casing. This results in a loss of efficiency and the clearance must be kept as small as possible. Sometimes, a shroud attached to the blades as shown in Figure (d) may eliminate such a loss, but it is avoided because of increased disc friction loss and of manufacturing difficulties.\r\n\r\nThe straight and radial blades are usually employed to avoid any undesirable bending stress to be set up in the blades. The choice of radial blades also determines that the total pressure rise is divided equally between impeller and diffuser.\r\nPressure and velocity variation across a centrifugal compressor:\r\npressure and velocity variation across centrifugal compressor\r\n\r\n \tAir enters the compressor at a mean radius with a low-velocity V1, and atmospheric pressure P1 as shown in Fig. \r\n \t\u00a0It is then accelerated to a high-velocity V2, and pressure P2, depending upon the centrifugal action of the impeller.\r\n \tThe air now enters the diffuser where its velocity is reduced to some value V3, and pressure increases to P3.\r\n \tIn practice, about half of the total pressure rise per stage is achieved in the impeller and the remaining half in the diffuser.\r\n\r\nVelocity Diagram of Centrifugal Compressor\r\n\r\n \tThe velocity diagrams at the inlet and outlet of the impeller of a centrifugal compressor are shown in Fig. (a) and (b).\r\n \tIn the analysis of centrifugal compressor the following assumptions are made:\r\n(i) The flow phenomenon is steady and uniform throughout.\r\n(ii) There is no separation of flow.\r\n(iii) The flow through the impeller is frictionless.\r\n(iv) There are no shock waves occurring anywhere.\r\n\r\nThe following are the notations used in the analysis of a centrifugal compressor.\r\nLet\u2019s take;\r\n\u03b11 = Exit angle from the guide vanes at entrance = absolute angle at inlet\r\n\u03b21 = Inlet angle to the rotor or impeller\r\n\u03b22 = Outlet angle from the rotor or impeller\r\n\u03b12 = Inlet angle to the diffuser or the stator\r\nu1 = Mean blade velocity at inlet\r\nu2 = Mean blade velocity at exit\r\nV1 = Absolute velocity of air at inlet to the rotor\r\nV2 = Absolute velocity of air at the exit to the rotor\r\nVr1 = Relative velocity of air at inlet to the rotor blade l\r\nVr2 = Relative velocity of air at the exit to the rotor blade\r\nVw1 = Velocity of whirl at inlet (tangential component of absolute velocity 1 V )\r\nVw2 = Velocity of whirl at exit (tangential component of absolute velocity 2 V )\r\n\u00a0Vf1 = Velocity of flow at the inlet (Component of 1 V perpendicular to the plane of rotation)\r\nVf2 = Velocity of flow at exit (Component of 2 V perpendicular to the plane of Rotation).\r\nm = Mass flow rate, kg\/sec\r\n\r\n(i) If no pre-whirl, the air enters the impeller eye in an axial direction, \u03b11= 90 degree, Vf1= V1, Vw1= 0 and air will be leaving the impeller in the radial direction \u03b22= 90 degree, Vf2=Vr2 and\u00a0 Vw2 = Vu2\r\n\r\nvelocity triangle diagram for centrifugal compressor - when \u03b11= 90 degree, \u03b22= 90 degree\r\n\r\n(ii) If the air enters the impeller eye in an axial direction \u03b11= 90 degree \u00a0but air will not leaving the impeller in radial direction \u03b22 &lt; 90 degrees, Vr2 \u2260 Vf2, and Vw2 &lt;Vu2\r\n\r\nvelocity triangle diagram for centrifugal compressor\r\nCentrifugal Compressor Efficiency :\u00a0\r\nIsentropic Efficiency:\r\n\r\n \tThe compression process in a reciprocating compressor may approach isothermal compression due to slow speed, cooling of the cylinder, and interstage cooling.\r\n \tBut in centrifugal compressor; running at high speed, there is a lot of friction between molecules of air, between air and blade passages, eddies formation, and shocks at inlet and exit.\r\n \tThese factors cause the internal generation of heat and consequently the maximum temperature reached would be more than that for adiabatic compression.\r\n \tTherefore, the index of compression of uncooled rotary compression may be as high as 1.7 and the high value of compression index demands a large amount of compression work and this value may be reduced by surrounding the air passages with cold water jackets and by the use of intercoolers.\r\n \tBut it is generally impossible to provide sufficient cooling to bring the compression curve to the left of the isentropic line.\r\n \tIt is because of this reason that the criterion of thermodynamic efficiency of a reciprocating compressor is isothermal while that for rotary compressors is isentropic compression.\r\n \t\u201cIsentropic efficiency is defined as the ratio of isentropic work required to compress the air from P01, to P02 to the actual work required for the same pressure ratio.\u201d\r\n\r\nIsentropic Efficiency = Isentropic Compression Work \/Actual Compression Work\u00a0\r\n\r\nAdvantages of Centrifugal Compressor :\u00a0\r\na.) When compared to other compressors, it is relatively agile and easy to manufacture.\r\n\r\nb.) As this compressor does not require any special foundation it is highly energy-efficient and reliable.\r\n\r\nc.) They consist of a small number of rubbing parts and are absolutely oil-free in nature.\r\n\r\nd.) It generates a higher pressure ratio per stage than the axial flow compressor.\r\nDisadvantages of Centrifugal Compressor.\r\na.) They produce a limited amount of pressure and are not suitable for very high compression.\r\n\r\nb.) As they work at relatively high speed an enlightened or worldly mounting is required.\r\n\r\nc.) They are very sensitive towards problems such as stalling and choking.\r\nApplications of Centrifugal Compressor :\u00a0\r\n\r\n \tIn gas turbines and auxiliary power units.\r\n \tIn automotive engine and diesel engine turbochargers and superchargers.\r\n \tIn pipeline compressors of natural gas to move the gas from the production site to the consumer.\r\n \tIn oil refineries, natural gas processing, petrochemical, and chemical plants.\r\n \tAir-conditioning and refrigeration and HVAC: Centrifugal compressors quite often supply the compression in water chillers cycles.\r\n \tIn air separation plants to manufacture purified end product gases.\r\n \tIn oil field re-injection of high-pressure natural gas to improve oil recovery.\r\n \tLarge buildings with cooling loads in excess of 400 tons of refrigeration or 1,400 kW typically use water-cooled chillers with either centrifugal compressors or Turbocor compressors within the central plant cooling system.\r\n\r\nDifference between Centrifugal Compressor and Axial Flow Compressor :\u00a0\r\nComparison of Centrifugal and Axial flow compressor are as follows :\r\n\r\n\n\n\n\n\tSr. no. Centrifugal compressorAxial Flow Compressor\n\n\n\n\n\t1.Flow is perpendicular to the axis of the compressor.The flow of air is parallel to the axis of compressor.\n\n\n\t2.Low manufacturing and running costs.High manufacturing and running costs.\n\n\n\t3.Requires low starting torque.Requires high starting torque.\n\n\n\t4.Not suitable for multi-staging.Suitable for multi-staging.\n\n\n\t5.Requires a large frontal area for a given rate of flow.Requires less frontal area for a given rate of flow.\n\n\n\t6.Pressure ratio per stage is4:1.The pressure ratio is 1.1 to 1.2.\n\n\n\t7.Isentropic efficiency is 70%Isentropic efficiency is 80%.\n\n\n\t8.Used in supercharging I.C. engine and for refrigerants and industrial gases.Used universally with large gas turbines.\n\n\n\n\r\nDifference between Centrifugal Compressor and Reciprocating Compressor :\u00a0\r\n\n\n\n\n\tSr. noParametersReciprocating Compressor Centrifugal compressor \n\n\n\n\n\t1.BalancingA poorly balanced and vibration problem occurs.Better balanced; because no reciprocating part.\n\n\n\t2.Mechanical efficiencyLess efficiency due to more sliding and bearing membersMore due to less bearing members.\n\n\n\t3.Pressure ratioThe pressure ratio per stage is high about 5 to 8.The pressure ratio per stage is high about 3 to 4.5.\n\n\n\t4.Initial costHighLess\n\n\n\t5.Delivery pressureCapable to deliver high pressure.Capable to deliver medium pressure.\n\n\n\t6.CapacityHandles small volumeHandles large volume\n\n\n\t7.FlexibilityMore flexible with capacity and pressure range.No flexibility in capacity and pressure range.\n\n\n\t8.Compression efficiencyHigher at compression ratio above 2.Higher at compression ratio below 2.\n\n\n\t9.SpeedAdaptability to low-speed driveAdaptability to high-speed low maintenance cost drivers such as a turbine.\n\n\n\t10.Maintenance costHighLow\n\n\n\t11.SuitabilityFor low, medium, and high pressure and low and medium gas volumes.For low and medium pressure and large gas volumes.\n\n\n\n\r\n\r\n\r\n\r\nMore Resources \/articles\r\nThermal Engineering - Articles , Notes , Interview Q &amp; A\r\nFluid Mechanics - Notes , articles , Interview Que. &amp; Ans\r\nFluid Mechanics - Notes , articles , Interview Que. &amp; Ans\r\nMechanical Subjectwise Basic Concept Notes ,Articles\r\n\r\n\r\n\r\n&nbsp;","headline":"Centrifugal Compressor &#8211; Diagam, Parts, Working, Efficiency, Advantages","author":{"@type":"Person","name":"Sachin Thorat","url":"\/\/www.gunkrazy.com\/"},"datePublished":"2019-04-29","mainEntityOfPage":"False","dateModified":"May 22, 2020","image":{"@type":"ImageObject","url":"\/\/www.gunkrazy.com\/wp-content\/uploads\/2019\/04\/centrifugal-compressor-parts-300x182.jpg","height":182,"width":300},"publisher":{"@context":"http:\/\/schema.org\/","@type":"Organization","name":"Learn Mechanical Engineering","logo":{"@type":"ImageObject","url":"\/\/www.gunkrazy.com\/wp-content\/uploads\/2020\/01\/learn-mech-logo-1-300x300.png","height":600,"width":60}}}</script> <article class="article-card horizontal "> <a href="//www.gunkrazy.com/engine-lubrication-system-working-principle-types-and-components/" rel="nofollow"><div class="image-container" style="background-image: url('//www.gunkrazy.com/wp-content/uploads/2019/04/lubrication-system-300x251.jpg')"></div><span class="sr-only">link to Engine Lubrication System | Working Principle , Types and Components</span></a><div class="copy-container"><header><p><a style="color: #ff392e!important" href="//www.gunkrazy.com/engine-lubrication-system-working-principle-types-and-components/">Engine Lubrication System | Working Principle , Types and Components</a></p></header><div class="excerpt"><p>Engine Lubrication System | Working Principle , Types and Components 
When two metallic surfaces under direct contact move over each other, they create friction which generates heat. This causes...</p><div class="button-container"><a rel="nofollow" class="button reverse" href="//www.gunkrazy.com/engine-lubrication-system-working-principle-types-and-components/" aria-label="View Post: Engine Lubrication System | Working Principle , Types and Components">View Post</a></div></div></div></article> <script type="application/ld+json">{"@context":"http:\/\/schema.org\/","@type":"BlogPosting","name":"Engine Lubrication System | Working Principle , Types and Components","url":"\/\/www.gunkrazy.com\/engine-lubrication-system-working-principle-types-and-components\/","articleBody":"Engine Lubrication System | Working Principle , Types and Components \r\nWhen two metallic surfaces under direct contact move over each other, they create friction which generates heat. This causes excessive wear and tear of those moving parts. However, when a film of lubricating matter separates them from each other, they do not come in physical contact with each other. Thus, lubrication is a process that separates the moving parts by supplying a flow of a lubricating substance between them. The lubricant could be liquid, gas or solid. However, engine lubrication system mainly uses liquid lubricants.\r\n\r\n\r\n\r\nRead more :\r\nLubrication system used for IC engines\r\nWhat is Lubrication System | Function of lubrication\r\nImportance of Lubrication and Cooling Systems in an Engine\r\n\r\n\r\n\r\nWORKING PRINCIPLE\r\nThe engine lubrication system is to distribute oil to the moving parts to reduce friction between surfaces. Lubrication plays a key role in the life expectancy of an automotive engine . If the lubricating system fail, an engine would succumb to overheating and seizing very quickly. An oil pump is located on the bottom of the engine. The oil is pulled through a strainer, by the oil pump, removing larger contaminants from the mass of the fluid.\r\n\r\nlubrication system\r\n\r\nThe oil then forced through an oil filter under pressure to the main bearings and the oil pressure gauge. It is important to note that not all filters perform the same. A filter\u2019s ability to remove particles is dependent upon many factors, including the media material (pore size, surface area and depth of filter), the differential pressure across the media, and the flow rate across the media. From the main bearings, the oil passes into drilled passages in the crankshaft and the big-end bearings of the connecting rod.\r\n\r\nThe oil fling dispersed by the rotating crankshaft lubricates the cylinder walls and piston-pin bearings. The excess oil is scraped off by the scraper rings on the piston. The engine oil also lubricates camshaft bearings and the timing chain or gears on the camshaft drive. The excess oil in the system then drains back to the sump.\r\nIMPORTANCE OF ENGINE LUBRICATION SYSTEM:\r\n1. Minimizes power loss by reducing the friction between the moving parts.\r\n2. Reduces the wear and tear of the moving parts.\r\n3. Provides cooling effect to the hot engine parts.\r\n4. Provides cushioning effect against vibrations caused by the engine.\r\n5. Carries out the internal cleaning of the engine.\r\n6. Helps piston rings to seal against high-pressure gases in the cylinder.\r\n\r\n\r\n\r\nEngine lubrication system supplies the engine oil to the following parts:\r\n1. Crankshaft main bearings\r\n2. Big end bearings\r\n3. Piston pins and small end bushes\r\n4. Cylinder walls\r\n5. Piston rings\r\n6. Timing Gears\r\n7. Camshaft and bearings\r\n8. Valves\r\n9. Tappets and push-rods\r\n10. Oil pump parts\r\n11. Water pump bearings\r\n12. In-Line Fuel Injection Pump bearings\r\n13. Turbocharger bearings (if fitted)\r\n14. Vacuum pump bearings (if fitted)\r\n15. Air-compressor piston and bearings (in commercial vehicles for air-brake)\r\n\r\n\r\n\r\nTYPES OF ENGINE LUBRICATION SYSTEM:\r\nThere are mainly four types of lubrication systems used in automotive engines which are:\r\n1. Petroil System\r\n2. Splash System\r\n3. Pressure system\r\n4. Dry-Sump System\r\nCOMPONENTS OF ENGINE LUBRICATION SYSTEM:\r\n1. Oil Sump\r\n2. Engine oil filter\r\n3. Piston cooling nozzles\r\n4. Oil Pump\r\n5. The Oil Galleries\r\n6. Oil Cooler\r\n7. The Oil pressure indicator\/light\r\n\r\nOil Pan \/ Sump:\r\n\r\nAn Oil Pan \/ Sump is just a bowl-shaped reservoir. It stores the engine oil and then circulates it within the engine. Oil sump sits below the crankcase and stores the engine oil when the engine is not running. It is located at the bottom of the engine in order to collect and store the engine oil. The oil returns to the sump by pressure\/gravity when the engine is not in use.\r\n\r\nBad road conditions could cause damage to the Oil Pan \/ Sump. So, the manufacturers provide a stone guard\/sump guard underneath the sump. The sump guard absorbs the hit from the uneven road and protects the sump from any damage.\r\n\r\nOil Pump:\r\n\r\nAn Oil Pump is a device which helps to circulate the lubricant oil to all the moving parts inside the engine. These parts include crankshaft &amp; camshaft bearings as well as valve lifters. It is generally located at the bottom of the crankcase, close to the oil sump. The oil pump supplies the oil to oil filter which filters and sends it onward. The oil then reaches different moving parts of the engine through oil galleries.\r\n\r\nEven, small particles can choke the oil pump and galleries. If oil Pump gets blocked, then it can cause the severe damage to the engine or even complete seizure of the engine. To avoid it, the oil pump consists of a strainer and a by-pass valve. Hence, it is necessary to change the engine oil and filter at regular intervals as recommended by the manufacturers.\r\n\r\nOil Galleries:\r\n\r\nIn order to get better performance and longer engine life, it is essential that the engine oil quickly reaches the moving parts of the engine. For this purpose, manufacturers provide oil galleries within the engine. The Oil Galleries are nothing but series of interconnected passages which supply the oil to the remotest parts of the engine.\r\n\r\nOil galleries consist of big and small passages drilled inside the cylinder block. The bigger passages connect to the smaller passages and supply the engine oil upto the cylinder head and overhead camshafts. The oil galleries also supply the oil to the crankshaft, crankshaft bearings and camshaft bearings thru holes drilled in them as well as to valve lifters\/tappets.\r\n\r\nOil Cooler:\r\n\r\nThe Oil Cooler is a device which works just like a radiator. It cools down the engine oil which becomes very hot. Oil cooler transfers the heat from the engine oil to the engine coolant through its fins. Initially, manufacturers used the oil cooler only in the racing\/high-performance vehicles. However today, most vehicles use oil cooler system for better engine performance.\r\n\r\nOil cooler which helps to maintain the engine oil temperature also keeps its viscosity under control. Additionally, It retains the lubricant quality, prevents the engine from overheating and thereby saving it from wear and tear.\r\n\r\n\r\n\r\nMore Resources \/articles\r\nNew Mechanical Projects 2020 ( All Projects Post Index List )\r\nAutomobile Engineering Projects List - Abstract , Report\r\nAutomobile Engineering Parts and System Notes , Article\r\nAutomobile Trends , News articles , Notes\r\nMechanical Subjectwise Basic Concept Notes ,Articles\r\n\r\n\r\n\r\n&nbsp;","headline":"Engine Lubrication System | Working Principle , Types and Components","author":{"@type":"Person","name":"Sachin Thorat","url":"\/\/www.gunkrazy.com\/"},"datePublished":"2019-04-29","mainEntityOfPage":"False","dateModified":"February 19, 2020","image":{"@type":"ImageObject","url":"\/\/www.gunkrazy.com\/wp-content\/uploads\/2019\/04\/lubrication-system-300x251.jpg","height":251,"width":300},"publisher":{"@context":"http:\/\/schema.org\/","@type":"Organization","name":"Learn Mechanical Engineering","logo":{"@type":"ImageObject","url":"\/\/www.gunkrazy.com\/wp-content\/uploads\/2020\/01\/learn-mech-logo-1-300x300.png","height":600,"width":60}}}</script> <nav class="pagination-wrapper" aria-label="article pagination"> <a class="prev page-numbers" href="?page_num=59">&laquo; PREV</a> <a class="page-numbers" href="?page_num=1"><span class="screen-reader-text">Page </span>1</a> <span class="page-numbers dots">&hellip;</span> <a class="page-numbers" href="?page_num=58"><span class="screen-reader-text">Page </span>58</a> <a class="page-numbers" href="?page_num=59"><span class="screen-reader-text">Page </span>59</a> <span aria-current="page" class="page-numbers current"><span class="screen-reader-text">Page </span>60</span> <a class="page-numbers" href="?page_num=61"><span class="screen-reader-text">Page </span>61</a> <a class="page-numbers" href="?page_num=62"><span class="screen-reader-text">Page </span>62</a> <span class="page-numbers dots">&hellip;</span> <a class="page-numbers" href="?page_num=338"><span class="screen-reader-text">Page </span>338</a> <a class="next page-numbers" href="?page_num=61">NEXT &raquo;</a></nav></section></main><aside id="secondary" class="widget-area"><div class="about-wrapper"><h2 class="widget-title" style="background: #d693c6; color: #ff392e">About Us</h2><div class="about-image" style="background-image: url('//www.gunkrazy.com/wp-content/uploads/2020/03/Sachin-Thorat-300x300-min.png')"></div><p class="about-copy">LearnMech.Com is a Mechanical Project-oriented platform run by Sachin Thorat who is a B-Tech Graduate in Mechanical Engineering. 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