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Air Gap Piston Design and Analysis
Air Gap Piston Design and Analysis
CHAPTER-01
1.1 INTRODUTION
It is well known fact that about 30% of the energy supplied is lost through the
coolant and the 30% is wasted through friction and other losses, thus leaving only about
30% of energy utilization for useful purposes. In view of the above, the major thrust in
engine research during the last two decades has been on the development of low heat
rejection engines. The Low Heat Rejection (LHR) engine has been given considerable
attention recently as engine builders struggle to find remaining avenues to improve
economy and lower emissions. The concept of air gap insulated piston has been explored
by providing 2mm air gap within the piston by using bolted type piston. The bolted air
gap insulated piston provides complete sealing of air gap necessary for continued
insulation. The design evolved provides high insulation combining adequate durability.
In order to provide high insulation and reliability, proper designing of the air gap piston
has to be ensured. The pistons with 2 mm thickness of air gap are designed with two
different materials. The invar alloy 36 insulation provides betterment in fuel
consumption at normal operating condition than a conventional piston engine and also
the delay period tends to reduce the emissions levels of Hydrocarbons and carbon
monoxide. The combustion rate is increased because of insulation and hence there is
reduced vibration and noise level.
absorbing the piston and some other purpose. Approximately one third of the
total fuel energy was converted into useful work and two third has been
lost. By providing insulation on the piston surface the heat loss through the
piston can be reduced. Since the piston is made up of aluminum pistons,
with high thermal conductivity the heat from the piston can be reduced
by applying
thermal barrier
conductivity
is
less
coatings like
ceramics
whose
thermal
Page 1
in the cylinder.
temperatures
which
1.3TYPES OF PISTON :
1.3.1Internal combustion engine Pistons
Page 2
engine
pistons
are single-acting.
During World
War
II,
the
US
submarine Pompano was fitted with a prototype of the infamously unreliable H.O.R. doubleacting two-stroke diesel engine. Although compact, for use in a cramped submarine, this
design of engine was not repeated.
1.3.1.1Trunk pistons
Trunk pistons are long relative to their diameter. They act both as a piston and
cylindrical crosshead. As the connecting rod is angled for much of its rotation, there is also a
side force that reacts along the side of the piston against the cylinder wall. A longer piston
helps to support this.
Trunk pistons have been a common design of piston since the early days of the reciprocating
internal combustion engine. They were used for both petrol and diesel engines, although high
speed engines have now adopted the lighter weight slipper piston.
A characteristic of most trunk pistons, particularly for diesel engines, is that they have a
groove for an oil ring below the gudgeon pin, in addition to the rings between the gudgeon
pin and crown.
The name 'trunk piston' derives from the 'trunk engine', an early design of marine steam
engine. To make these more compact, they avoided the steam engine's usual piston rod with
separate crosshead and were instead the first engine design to place the gudgeon pin directly
within the piston. Otherwise these trunk engine pistons bore little resemblance to the trunk
piston; they were extremely large diameter and double-acting. Their 'trunk' was a narrow
cylinder mounted in the centre of the piston.
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1.3.1.3Slipper pistons
Page 4
1.3.1.4Deflector pistons
Page 5
Fig 6 : Early (c. 1830) piston for a beam engine. The piston seal is made by turns of wrapped
rope.
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Bore
80mm
Stroke
110mm
BHP
Compression Ratio
16.5: 1
Radius of Dynamometer
215mm
Efficiency of dynamometer
0.8
Type of Loading
DC generator loading
Orifice Diameter
2cm
Co-efficient of Discharge
0.6
1500rpm
Fuel Used
Diesel
Calorific Value
10500 kcal/kg
Specific Gravity
0.836
Piston Material
Aluminum
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1.5.2Valves
All four-stroke internal combustion engines employ valves to control the admittance of fuel
and air into the combustion chamber. Two-stroke engines use ports in the cylinder bore,
covered and uncovered by the piston, though there have been variations such as exhaust
valves.
1.5.2.1 Piston engine valves
In piston engines, the valves are grouped into 'inlet valves' which admit the entrance of fuel
and air and 'outlet valves' which allow the exhaust gases to escape. Each valve opens once per
cycle and the ones that are subject to extreme accelerations are held closed by springs that are
typically opened by rods running on a camshaft rotating with the engines' crankshaft.
1.5.2.2 Control valves
Continuous combustion enginesas well as piston enginesusually have valves that open
and close to admit the fuel and/or air at the startup and shutdown. Some valves feather to
adjust the flow to control power or engine speed as well.
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1.5.5 Piston
A piston is a component of reciprocating engines. It is located in a cylinder and is made gastight by piston rings. Its purpose is to transfer force from expanding gas in the cylinder to
the crankshaft via a piston rod and/or connecting rod. In two-stroke engines the piston also
acts as a valve by covering and uncovering ports in the cylinder wall.
1.5.7 Crankshaft
Most reciprocating internal combustion engines end up turning a shaft. This means that the
linear motion of a piston must be converted into rotation. This is typically achieved by a
crankshaft.
1.5.8 Flywheels
The flywheel is a disk or wheel attached to the crank, forming an inertial mass that stores
rotational energy. In engines with only a single cylinder the flywheel is essential to carry
energy over from the power stroke into a subsequent compression stroke. Flywheels are
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of
older
cars
use
simple
steel
heat
shielding
to
reduce thermal
radiation and convection. It is now most common for modern cars are to use aluminium heat
shielding which has a lower density, can be easily formed and does not corrode in the same
way as steel. Higher performance vehicles are beginning to use ceramic heat shielding as this
can withstand far higher temperatures as well as further reductions in heat transfer.
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CHAPTER 2
2.1 LITERATURE SUMMARY AND WORK :
To Understand the scope of the project , the literature survey is a must . Here in this
project we had used the piston of KIRLOSKAR DIESEL ENGINEThe literature survey for
this project is as follows .
2.1.1 INTRODUCTION
component
of reciprocating
engines,
compressors and pneumatic cylinders, among other similar mechanisms. It is the moving
component that is contained by a cylinder and is made gas-tight by piston rings. In an engine,
its purpose is to transfer force from expanding gas in the cylinder to the crankshaft via
a piston rod and/orconnecting rod. In a pump, the function is reversed and force is transferred
from the crankshaft to the piston for the purpose of compressing or ejecting the fluid in the
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Thermal fatigue occurs when an engine is consistently operated under full heavy load
followed by light load. The constant drastic changes in combustion temperature eventually
results in thermal cracks of the piston crown.
Piston skirt cracking is usually a result of constant excessive loading of the engine and high
mileage fatigue or in some cases faulty piston design. The manufacturer usually corrects the
later by supplying a superseded part.
Incorrect fitting of pistons to rods can cause stress fractures, which develop into serious skirt
cracking early in the life of a repaired engine. Piston skirt cracking is not a common engine
fault and is almost totally eliminated out of modern piston design
Cracked ringlands are usually caused in detonation or pre-ignition. Detonation causes
excessive combustion temperature and pressure. By design the ring lands are one of the
weaker positions on a piston and can crack under this type of stress. The land can completely
crack away in sections. Rings will also crack under these conditions.
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7. Design Analysis and Optimization of Internal Combustion Engine Piston using CAE
tool ANSYS by authors Aditya Kumar Gupta, Vinay Kumar Tripathi published on
November 2014 .
Page 16
CHAPTER-03
3.1 INTRODUCTION ABOUT INVAR MATERIAL :
Invar, also known generically as FeNi36 (64FeNi in the US), is a nickel
iron alloy notable for its uniquely low coefficient of thermal expansion (CTE or ). The
name Invar comes from the word invariable, referring to its relative lack of expansion or
contraction with temperature change. It was invented in 1896 by Swiss physicist Charles
douard Guillaume. He received the Nobel Prize in Physics in 1920 for this discovery, which
enabled improvements in scientific instruments.
Like other nickel/iron compositions, Invar is a solid solution; that is, it is a single-phase alloy,
consisting of around 36% nickel and 64% iron.
Common grades of Invar have a coefficient of thermal expansion (denoted , and measured
between 20 C and 100 C) of about 1.2 106 K1 (1.2 ppm/C), while ordinary steels have
values of around 1115 ppm. Extra-pure grades (<0.1% Co) can readily produce values as
low as 0.620.65 ppm/C. Some formulations display negative thermal expansion (NTE)
characteristics. Though it displays high dimensional stability over a range of temperatures, it
does have a propensity tocreep.
Fig 9 : The coefficient of thermal expansion of nickel/iron alloys is plotted here against the
nickel percentage (on a mass basis) in the alloy. The sharp minimum occurs at the Invar ratio
of 36% Ni.
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3.1.1 APPLICATIONS :
Invar is used where high dimensional stability is required, such as precision instruments,
clocks,
seismic
creep
gauges,
in
motors,
3.1.2 VARIATIONS :
There are variations of the original Invar material that have slightly different coefficient of
thermal expansion such as:
Inovco, which is Fe33Ni4.5Co and has an of 0.55 ppm/C (from 20100 C).
FeNi42 (for example NILO alloy 42), which has a nickel content of 42% and
5.3 ppm/C, is widely used as lead frame material for electronic components, integrated
circuits, etc.
FeNiCo alloysnamed Kovar or Dilver Pthat have the same expansion behaviour
as borosilicate glass, and because of that are used for optical parts in a wide range of
temperatures and applications, such as satellites.
Page 18
Page 19
lb/cu in
0.291
8.05
Specific Gravity
Curie Temp
Melting Point
Electrical Resistivity
Thermal Conductivity
Specific Heat
Thermal Expansion
535
279
2600
1427
Micro-ohm-cm
84
Micro-ohm-cm
495
W/cm C
0.10
BTU-in/sq. ft-hr-
72.6
Cal/g- C
0.123
BTU/lbm- F
0.123
4.9
8.9
75
MPa
518
Ksi
40
MPa
276
Elongation
% in 2 in.
34
Rockwell
HRB 80
Modulus of Elasticity
Mpsi
20.5
kMPa
141
Tensile Strength
Yield Strength
Page 20
Bal
Nominal Nickel
36
Nominal Cobalt
0.5
Carbon
0.05
Silicon
0.40
Sulfur
0.015
Chromium
0.25
Degree C
30-100
0.8 - 1.6
30-450
8.5 - 9.2
30-150
--
30-475
--
30-200
1.3 - 2.1
30-500
9.7
30-250
--
30-525
--
30-300
4.92
30-550
--
30-325
--
30-600
11.4
30-350
6.2 - 7.0
30-700
12.7
30-375
--
30-800
13.5
30-400
7.8
30-900
13.9
30-425
--
30-1000
--
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CHAPTER-04
4.1 AIR GAP PISTON :
Air gap insulated pistons are generally used in diesel engines to keep the combustion
chamber at optimum high temperature. The air gap in between piston crown and piston body
has low thermal conductivity. Due to this, the temperature in the piston crown is high, when
compared to conventional piston. Due to this surface temperature of the combustion chamber
is very high, the air inducted into the combustion chamber is rapidly exposed to high
temperature and it is more than the conventional piston. When the air is inducted to the
combustion chamber its temperature is raised because of the average temperature of the
combustion chamber is raised. Due to this the fuel which is injected in to the combustion
chamber attains the self ignition temperature quickly and so the combustion occurs smoothly.
The pressure rise in the uncontrolled combustion is very less and the maximum temperature
of the cycle is comparatively less. The complete burning of fuel occurs smoothly in the
controlled phase. K. Kumarasekaran et al 1 made a novel design of an air gap insulated piston
has been proposed which is expected to give a larger life compared to the existing designs.
The new composite piston is made of a crown piece which is fitted to the base of a piston
through a gasket by an interference fitting and locked by oral shaped riveted radially
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4.2 Some of the merits by using air gap insulated piston are:
4.2.1 Reduction of Delay Period: Due to the average temperature in combustion chamber
increases, the air temperature which is inducted into the chamber also increases which helps
the fuel to attain self ignition temperature quickly and mixes with air readily and atomized
easily.
4.2.2 Reducing the Emission: As we know that if the delay period is lowered, the complete
combustion occurs smoothly which results in reduction of emission.. The overall combustion
is dominated by the controlled phase for combustion. The premixed combustion resulting
from the shorter delay period, lower the CO, HC and SMOKE emission and even reduces the
particulate emissions.
4.2.3 Reduction in Noise level: It is clear that the overall combustion is dominated by the
controlled phase of combustion. So the abnormal pressure rise due to uncontrolled
combustion is minimized and the knocking is reduced. This helps engine to run smoothly
without noise.
4.2.4 Fuels with higher viscosity can be used: The air inducted during the suction stroke is
exposed to the walls of the combustion chamber. This raises the air temperature that helps the
atomization and mixing fuels. So, the fuels with high viscosity can also be used.
4.2.5 Increase in thermal efficiency: The conduction through the piston is desirably
reduced. This increases the thermal efficiency of the cycle.
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4.3.1 Foundry
The foundry is the beginning of the piston. At the foundry the die is prepared by heating it to
operating temperature for approximately one hour. This process allows the die to readily
accept the molten material when it is poured.
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Fig 14 : RUNNER
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4.4.5 Grinding
This process involves the final size being machined on the piston. The grinder machines the
skirt of the piston only and in the majority of cases is cam ground. Cam grinding ensures the
piston will "grow" evenly in the bore of the engine. A perfectly round piston will expand
unevenly during use because of the uneven placement of material in the casting (gudgeon pin
bosses and ribbing used for strenghtening).
Fig 18 : Grinding
4.4.6 Reaming :
The final machining process for the piston is that of reaming. This process involves the piston
being placed in a bath of oil and reamed at different sizes to reach the final size required.
Since the pin boring process is only rough it is necessary to ream the pin bore a number of
times to achieve the surface finish and size required. Reaming is not a fast process and is only
partially automated (there are automatic feeds on the reaming machines). Tolerances
achieved on the finished reamed surface is 0.4Ra.
Fig 19 : Reaming
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CHAPTER-05
5.1 INTRODUCTION TO PRO-ENGINEER WILDFIRE 5.0
PTC Creo, formerly known as Pro/ENGINEER, is a 3D CAD/CAM/CAE featurebased,associative solid modeling software. It is one of a suite of 10 collaborative applications
that provide solid modeling, assembly modelling, 2D orthographic views, finite element
analysis, direct and parametric modeling , subdivisional and NURBS surfacing , and NC and
tooling for mechanical designers.
Creo Elements/Parametric compete directly with Solidworks, CATIA, and NX/Solid Edge. It
was created by Parametric Technology Corporation (PTC) and was the first of its kind to
market. The application runs on Microsoft Windows.
The UNIX version was discontinued after 4.0,[2] except x86 64 UNIX on Solaris.[3]The name
changed to Creo 1.0 after Pro/ENGINEER Wildfire 5.0 (rebranded PTC Creo
Elements/Pro),[4] took place on October 28, 2010, which coincided with PTCs announcement
of Creo, a new design software application suite. Creo Elements/Pro will be discontinued
after version 2 in favor of the Creo design suite.
Creo
Elements/Pro
(formerly
integrated
3D
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A number of concept design tools that provide up-front Industrial Design concepts can then
be used in the downstream process of engineering the product. These range from conceptual
Industrial design sketches, reverse engineering with point cloud data and comprehensive freeform surface.
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Step 4: Select the front plane and click okay in the direction window (menu manager)
Step 5: Now select default in the sketch view (menu manager)
Step 6: Take reference line on the plane using line (reference) command
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Step 10: Then second end of the arc line draw a line with 15mm.
Step 11: Then the extra line will be trim by trim option
Step 12: Draw line 15mm and divide 3mm slots for piston rings.
Step 13: Then select line option draw16mm a line from end of the piston ring slot
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Step 16 : At end of this line draw a slot of 5mm for spring ring.
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Step 20 :The wall thickness 10mm select the extrude option ,reveled with 80mm dia.
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slots
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CHAPTER-06
6.1 INTRODUCTION TO ANSYS 14.0
ANSYS is general-purpose finite element analysis (FEA) software package. Finite
Element Analysis is a numerical method of deconstructing a complex system into very small
pieces (of user-designated size) called elements. The software implements equations that
govern the behavior of these elements and solves them all creating a comprehensive
explanation of how the system acts as a whole. These results then can be presented in
tabulated, or graphical forms. This type of analysis is typically used for the design and
optimization of a system far too complex to analyze by hand. Systems that may fit into this
category are too complex due to their geometry, scale, or governing equations.
ANSYS is the standard FEA teaching tool within the Mechanical Engineering
Department at many colleges. ANSYS is also used in Civil and Electrical Engineering, as
well as the Physics and Chemistry departments.
ANSYS provides a cost-effective way to explore the performance of products or
processes in a virtual environment. This type of product development is termed virtual
prototyping.
With virtual prototyping techniques, users can iterate various scenarios to optimize
the product long before the manufacturing is started. This enables a reduction in the level of
risk, and in the cost of ineffective designs. The multifaceted nature of ANSYS also provides a
means to ensure that users are able to see the effect of a design on the whole behavior of the
product, be it electromagnetic, thermal, mechanical etc.
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Steam Turbines
Wind Turbines
Water Turbines
Turbo-pumps
Disc drives
A harmonic analysis can be used to verify whether or not a machine design will
successfully overcome resonance, fatigue and other harmful effects of forced vibrations.
Transient Dynamic Analyses Used to determine the response of a structure to
arbitrarily time varying loads. All nonlinearities mentioned under Static Analysis above are
allowed.
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6.3.2 Thermal
ANSYS is capable of both steady state and transient analysis of any solid with
thermal boundary conditions.
Steady-state thermal analyses calculate the effects of steady thermal loads on a system
or component. Users often perform a steady-state analysis before doing a transient thermal
analysis, to help establish initial conditions. A steady-state analysis also can be the last step
of a transient thermal analysis; performed after all transient effects have diminished. ANSYS
can be used to determine temperatures, thermal gradients, heat flow rates and heat fluxes in
an object that are caused by thermal loads that do not vary over time. Such loads include the
following:
Convection
Radiation
or nonlinear, with material properties that depend on temperature. The thermal properties of
most material vary with temperature. This temperature dependency being appreciable, the
analysis becomes nonlinear. Radiation boundary conditions also make the analysis nonlinear.
Transient calculations are time dependent and ANSYS can both solve distribution as well as
create video for time incremental displays of models.
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similar devices.
Geophysical exploration.
Within ANSYS, an acoustic analysis usually involves modeling a fluid medium and
the surrounding structure. Characteristics in question include pressure distribution in the fluid
at different frequencies, pressure gradient, particle velocity, the sound pressure level, as well
as scattering, diffraction, transmission, radiation, attenuation and dispersion of acoustic
waves. A coupled acoustic analysis takes the fluid-structure interaction into account. An
uncoupled acoustic analysis models only the fluid and ignores any fluid-structure interaction.
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Add
Solid
Ok
Clear
Step 3: Material Prop. material models Structural linear elastic Isenttropic
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Ok
Step 4: meshing mesh tool global set element
Step 5: Pick all close
Step 6: Loads Define loads apply Thermal On Areas
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CHAPTER-07
RESULT AND DISCUSSIONS
The chapter discusses the results of air gap piston for invar alloy 36 material.
Static analysis of air gap piston was performed using ANSYS 14.0 analysis software by
considering the pre-determined condition (necessary boundary condition and loads) to
achieve the results.
From the static analysis, DOF, stress intensity ,mechanical strain intensity ,vonmisses stress
are obtained .the contour plots obtained from ANSYS software are shown in last chapter . the
experimental and theoretical results are within the analytical result limits.
Analytical results
For piston
Stresses
Stress intensity
Degree of freedom
Vonmisses stress
Mechanical strain intensity
Table .6 analytical result for piston
For air gap piston
Stresses
Stress intensity
Degree of freedom
Vonmisses stress
Mechanical strain intensity
Table .7 analytical result for air gap piston
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CHAPTER-08
CONCLUSION
8.1CONCLUSION
From the analysis of air gap piston the following conclusion are drawn
From the results of static analysis, it was observed that the material used in
manufacturing of air gap piston is observed to be better in case of stress intensity and
mechanical strain intensity then compared to normal piston .
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REFERENCES
[1] P.N. Shrirao, and A.N. Pawar, Performance Evaluation of Turbocharged Single Cylinder
Diesel Engine with Mullite as Thermal
Barrier Coating International Journal of Industrial Engineering and Technology. ISSN
0974-3146 Volume 2, Number 1 (2010), pp.
259269.
[2] N. Janardhan, M.V.S. Murali Krishna, P.Ushasri and P.V.K. Murthy4, Potential Of A
Medium Grade Low Heat Rejection Diesel
Engine With Crude Jatropha Oil, International Journal of Automotive Engineering and
Technologies, Vol. 1, Issue 2, pp. 16 31,
2012.
[3] 3.T. Ratna Reddy, M. V. S. Murali Krishna, Ch. Kesava Reddy and P. V. K. Murthy.,
Performance Evaluation of a Low Heat
Rejection Diesel Engine with Mohr Oil based Biodiesel, British Journal of Applied Science
& Technology 2(2): 179-198, 2012.
[4] Ekrem Buyukkaya, Tahsin Engin, Muhammet Cerit, Effects of thermal barrier coating
on gas emissions and performance of a LHR
engine with different injection timings and valve adjustments, Energy Conversion and
Management 47 (2006) 12981310
[5] Murthy P.V.K, Murali Krishna M.V.S., Sitarama Raju A, Vara Prasad C.M.Srinivasulu
N.V. Performance Evaluation of Low Heat
Rejection Diesel Engine with Pure Diesel, International Journal Of Applied Engineering
Research, Dindigul Volume 1, No 3, 2010.[6] K. Rama Mohan, C. M. Vara Parasad, M. V. S.
Murali Krishna, Performance of a Low Heat Rejection Diesel Engine With Air Gap
Insulated Piston, Journal of Engineering for Gas Turbines and Power, JULY 1999, Vol. 121 /
539.
[7] Automotive Hand Book. 5th edition, Mico Bosch, SAE International 2000.
[8] Heat and Mass Transfer Data Book, C.P. Kothandaraman & S. Subramanyan, 6th edition,
New Age International Publishers, 2007.
[9] Internal Combustion Engines, K.K. Ramalingam, SCI Tech Publications (India) Pvt. Ltd.,
[10] Ali Sanli, Ahmet N Ozsezen, Ibrahim Kilicaslan., The influence on engine speed and
load on the heat transfer between gases and in cylinder walls at fired and motored conditions
of an IDI diesel engine, Applied thermal engineering 28, 2008.
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