1. MECHANICAL ENGINEERING,
EXPERIMENTAL ANALYSIS OF THERMAL BARRIER COATING ON DIESEL ENGINE PERFORMANCE
PRESENTED BY,
M.V.KRISHNAMOORTHY
PREFINAL YEAR
MECHANICAL ENGINEERING,
VCET,MADURAI.

2. INTRODUCTION Normally Mechanical energy of
Actual Engine< Ideal Engine.
Due to irreversible losses like heat lost
in cooling medium.
Thermal barrier coating on piston crown, valve heads and cylinder head causes 5-6% decrease in SFC, 4-5% increase in brake thermal efficiency and 8-9% increase in mechanical efficiency .
This is proved from our experiment results.

3. COATING PROCESS SURFACE PREPARATION. a) VAPOUR DEGREASING.
Cleanliness and Roughness.
Solvents dissolve the contaminant
Coating must be adherent to the surface.

4. THERMAL SPRAYING METHODS:
WIRE FLAME SPRAYING.
Temperature maintained with in C.
Velocity of the particle m/s.
PLASMA ARC SPRAYING.
Plasma arc gun to produce plasma.
Plasma conduct current 2000A dc and voltage 30 to 80V.

5. COATING & MATERIAL PROPERTIES
Higher density & Higher bond strength.
Plasma arc torches for spraying refractory materials.
Low thermal conductivity, high specific heat and high thermal strength.

6. Yttria stabilized Zirconia
Co efficient of thermal expansion should be same order of magnitude as base structures.
At cyclic temperature variation, coating materials adhere to metallic surface without interface stress.
Maximum test life time correlates with non-equilibrium, non transformable tetragonal phase.
Profound influence such as porosity, micro crack distribution are imparted.

7. MODE OF FAILURE MECHANISMS
Oxidizing environment.
Thermal expansion mismatch between ceramic and metallic layers.
Actual failure occur within ceramic layer.

8. NO
ENGINE DATA
SPECIFICATIONS 1.
TYPE
KIRLOSKAR ENGINE 2.
CYLINDER
SINGLE 3.
STROKE
FOUR 4.
SPEED
3000rpm 5.
BORE DIAMETER
68mm 6.
STROKE LENGTH
76mm 7.
BHP
4.5 8.
COMPRESSION RATIO
18:1 9.
CAPACITY
553CC

9. MODE OF TEST GENERAL PRINCIPLES:
Constant speed throughout the entire load, with sufficient number of runs.
No data be taken until load, speed
temperature have been stabilized.

10. WITHOUT COATING S.NO VOLTAGE (V) CURRENT (A) TIME FOR 10 CC FUEL(sec)1.
220 2
53.5 2.
210 6 43 3. 10 37 4. 14 23

11. WITHOUT COATING NO
BRAKE
POWER KW
SFC
Kg/KWhr
TFC
Kg/hr
BRAKE THERMAL EFFICIENCY %
MECHANICAL
EFFICIENCY 1.
0.491
0.98
0.57 7%
11% 2.
1.41
0.51
0.71
16.3%
26.2% 3.
2.35
0.35
0.82
23.5%
37.2% 4.
3.29
0.40
1.32
20.4%
47.8%

12. WITH COATING SNO VOLTAGE (V) CURRENT (A) TIME FOR 10 CC FUEL(sec) 1.
220 2 74 2.
210 6
57.5 3. 10 45 4. 14 36

13. WITH COATING NO
BRAKE
POWER KW
SFC
Kg/KWhr
TFC
Kg/hr
BREAK THERMAL EFFICIENCY %
MECHANICAL
EFFICIENCY 1.
0.491
0.83
0.41 8%
15% 2.
1.41
0.38
0.53
22%
24% 3.
2.35
0.30
0.68
29%
47% 4.
3.29
0.24
0.84
35%
56%

14. CALCULATIONS BRAKE POWER:
BP = (VI COSФ) / Transmission efficiency. (kW)
WITH & WITHOUT COATING
BP = (210*6*0.95) / 0.85.
BP=1.41Kw
SFC = TFC / BP .kg / kW hr
WITHOUT COATING
SFC=0.71/1.41.
SFC=0.51 kg / kW hr
WITH COATING
SFC=0.53/1.41
SFC=0.38 kg / kW hr

15. T.F.C:
T.F.C = (10*3600*S.G) / (t*1000).(kg/hr)
WITHOUT COATING
TFC = (10*3600*0.845) / (43*1000).
TFC = Kg/hr.
WITH COATING
T F C = (10*3600*0.845 / (57.5*1000).
TFC = 0.53 Kg/hr.
BRAKE THERMAL EFFICIENCY
BTE = (BP*100) / (Mf*C.V).
Mf =T.F.C / 3600.
BTE = (1.41*100) / (1.96*4.4).
BTE = 16.3%
BTE = (1.41*100) / (1.47*4.4).
BTE = 21.79%

16. GRAPH:
All specific fuel consumption are based on observed brake horsepower .
Brake power Vs Total fuel consumption.
Brake power Vs Specific fuel consumption.
Brake power Vs Mechanical Efficiency.
Brake power Vs Brake Efficiency.

21. PRACTICAL BENEFITS:
DECREASE IN FUEL CONSUMPTION:
The heat dissipated to the medium influences the fuel cost.
Ceramic coating insulates the combustion zone components.
Thermal energy, normally lost in the cooling medium and exhaust gas, is converted to useful power using turbo machinery.

22. EXHAUST EMISSION CONTROL:
Time between start of fuel injection and its ignition, is reduced and there is large drop in the height of combustion spikes.
As a result unburned hydrocarbon emissions, more complete oxidation of soot, and reduced exhaust smoke.

23. CONCLUSION Problem solving technology.
Improve product and performance, reduce maintenance time, cost, save energy and reduce production cost.
Improvements in the performance, fuel versatility, operating life and maintenance requirements of medium.

24. REFERENCES
1. Wong.T.Y.Scott, G.C, and Ripple, E.D, 1993, “Diesel Engine scuffing: A preliminary investigation”.
2. John.B.Heywood, 1998, Internal Combustion Engine Fundamentals
3. Motor India, “High Efficiency Diesel Engine with Ceramic components”, Manual1986.

25. THANK YOU