ENGINE FOR PROPELLER CAR

AIM: Propeller based Formula Car using Gasoline Direct Injection Engine.

OBJECTIVE:

a) To construct a Model of Propeller Car with free wheel at the front and two wheel sat the rear.

b) To fit a gasoline direct injection engine with propeller blades at the front to get maximum air thrust.

OVERVIEW:

The project Propeller car will work on the priciple of laws of motion. The propeller blade at the front of vehicle will force the car to move forward as the air will flow at the back. (refer air propeller car/aircraft). The engine will operate with the hand start motion and to be fuelled with a specfied fuel as given below.

The CAR will comprises a geared motor of say 100 rmp 12V Dc connected with the sterring control wheel. This will change the direction and is controlled with an RF remote control. The rear wheel sare free to drive with propeller car force. Another gear motor of same specification as in front wheel will operate the braking mechanism as paddel brake and it is also operated via RF remote.

Thus when you start the engine and place the car on surface, the car will move forward and the RF remote for steering wheel will cahge its direction for left and right. If someone need to create a sudden brake, the another RF control key can be acivated for that to make sheo brake.

PROPELLER CAR

Instructions

Connect the tank to the engine using a transparent fuel tube. The level of fuel should be equal to the fuel intake when the tank is in filled position. The tank sizes for the DIESEL ENGINES are as follows:

1. 5C.C.----45 to 50 CC 2. 5C.C.----70 to 75CC 3. 2C.C----90 to 95C.C.

. Fill up the fuel tank & connect the tube to the approximate fuel setting of the engine’s first start, open two & a half turn right from the closed position. Now choke the engine by putting the finger over the air intake & rotate the propeller 2-3 times. Adjust the compression setting screw such that when the propeller is flicked a jerk is felt on fingers; out if the jerk is too high then set the compression low by unscrewing the compression setting screw. When the engine fire, it is not necessary that it will keep running. The propeller may oscillate or he engine may start reverse this means compression is higher, then it is needed to turn the compression screw back. In this case it is also possible that there is some excess fuel in the engine, to remove the same turn back the compression setting screw & flick hard several times. While starting the engine, the compression setting screw is sent back from its actual running position, so when the engine misfires or run unevenly after start, screw the compression setting screw until the engine fires evenly. If the sound of the engine further changes to as a damped sound that means the engine is over compressed, the compression setting screw should be turned back until engine sounds evenly. If the engine did not speed up & the exhaust is too oily that means fuel setting is rich, the time the fuel needle should be closed down until engine runs to maximum R.P.M. On the other if the engine runs with the short bursts only, this means engine needs more fuel & fuel needle should be opened until a smooth running is achieved.

Weather mounting the engine on a test bench or a model, the engine should be firmly mounted. A loose mounting may cause hazards & a power loss during running due to heavy vibration. FUEL: The fuel mixture recommended by us for all our diesel engines is as follows: 40% Paraffin Oil (Kerosene)

30% Anesthetic or Solvent Either 27-30% Castor Oil 2-3% lgnition improvers like Amyl Nitrate can be used.

The commercially available fuels can also be used. For some applications like racing some fuel mixture may be found better then the recommended, but in that case please check that the oil content, for a new engine should be not less there 30% & for a used engine it should not go below 25%. The fuel lower oil content is not recommended as it lowers engine life. However 30% is enough for the good running of the engine, adding more oil will not provide benefit.

MAINTENANCE: These engine do no require any internal maintenance if instructions are followed. The three screws on the cylinder head of the engine should be checked & tightened (if required) occasionally, but the care should be taken that these screws are not over tightened. If by chance your engine meet a crash landing which makes your engine burry in loose soil or sand then take it to an expert for proper cleaning unless you feel that you can thoroughly clean it using kerosene or diesel for further running. After every hazard landing always check the pitch & balance of your propeller. These engines never needs decarbonising, the carbon produced in ingine is self thrown out of the engine with the exha during running. *Maximum at standard conditions & fuel.

RUNNING INSTRUCTIONS: Before leaving our workshop each of the ENGINE is test run upto 12000 R.P.M. at least for five minutes, these engines do not need any running in & are ready to be fitted on a model.

For test running of the engine without model, never hold the engine itself in a vice, it can distant the engine’s crankcase. Use an engine test bench for it screw the engine tight to the piece of wood & then hold piece very firmly in vice.

Choose the appropriate propeller from the chart & fit to the engine so that the piston travel upwards, closing the exhaust ports & began to compress the gas there, at that position the upper end of propeller should be showing TWO ‘O’ CLOCK. This will help in flicking from right to left (i.e. in anticlockwise direction). Touching the propeller near hub flick the propeller hard, a hard flick is necessary for a good start. Meanwhile you can use your left hand to choke the engine by placing left hand over the air intake & turn the propeller.

Gasoline direct injectionGasoline direct injection or GDi is a variant of fuel injection employed in modern two- and four- stroke petrol engines. The gasoline is highly pressurised, and injected via a common rail fuel line directly into the combustion chamber of each cylinder, as opposed to conventional multi point fuel injection that happens in the intake tract, or cylinder port. GDi enables stratified charge (ultra lean burn) combustion for improved fuel efficiency and emission levels at low load.

Theory of operation

The major advantages of a GDi engine are increased fuel efficiency and high power output. This is achieved by the precise control over amount of fuel and injection timings which are varied according to the load conditions. In addition, there are no throttling losses when compared to a conventional fuel injected or carbureted engine, which greatly improves efficiency in engines without a throttle plate.

The engine management system continually chooses among three combustion modes: ultra lean burn, stoichiometric, and full power output. Each mode is characterized by the air-fuel ratio. The stoichiometric air-fuel ratio for petrol (gasoline) is 14.7 to 1 by weight, but ultra lean mode can involve ratios as high as 65 to 1. These leaner mixtures, much leaner than in a conventional engine, reduce fuel consumption.

Ultra lean mode is used for light-load running conditions, when little or no acceleration is required. The fuel is not injected at the intake stroke but rather at the latter stages of the compression stroke, so that the small amount of air-fuel mixture is optimally placed near the spark plug. This stratified charge is surrounded by mostly air which keeps the fuel away from the cylinder walls for lowest emissions. The combustion takes place in a toroidal cavity on the piston's surface. This technique enables the use of ultra-lean mixtures impossible with carburetors or conventional fuel injection.

Stoichiometric mode is used for moderate load conditions. Fuel is injected during the intake stroke, creating a homogeneous fuel-air mixture in the cylinder. From the stoichiometric ratio, an optimum burn results in clean exhaust readily further cleaned by the catalytic converter.

full power mode is used for rapid acceleration and heavy loads (as when climbing a hill). The air-fuel mixture is homogeneous and the ratio is slightly richer than stoichiometric, which helps prevent pinging. The fuel is injected during the intake stroke.

Direct injection may also be accompanied by other engine technologies such as variable valve timing and tuned or variable length intake manifolding. Water injection or (more

commonly) exhaust gas recirculation can help reduce the high NOx emissions that result from burning ultra lean mixtures.

History

The first direct injection system was developed by Bosch, and was introduced by Goliath and Gutbrod in 1952. The 1955 Mercedes-Benz 300SL, the first sports car to use fuel injection, used direct injection. The Bosch fuel injectors were placed into the bores on the cylinder wall used by the spark plugs in other Mercedes-Benz six-cylinder engines (the spark plugs were relocated to the cylinder head). Later, more mainstream applications of fuel injection favoured less expensive indirect injection methods.

During the late 1970's, the Ford Motor Company developed a stratified-charge engine they called "ProCo" (programmed combustion),[1][2] utilizing a unique high pressure pump and direct injectors. One hundred Crown Victoria cars were built at Ford's Atlanta Assembly in Hapeville, Georgia utilizing a ProCo V8 engine. The project was canceled for several reasons; electronic controls, a key element, were in their infancy; pump and injector costs were extremely high; and lean combustion produced nitrogen oxides in excess of near future EPA limits. Also, the three way catalytic converter was proven to be a more cost effective solution.

It was not until 1996 that gasoline direct injection reappeared in the automotive market. Mitsubishi Motors was the first with a GDI engine in the Japanese market Galant/Legnum's 4G93 1.8 L straight-4,[3] which it subsequently brought to Europe in 1997 in the Mitsubishi Carisma,[4] although Europe's high-sulphur fuel led to emissions problems, and fuel efficiency was less than expected.[5] It also developed the first six cylinder GDI powerplant, the 6G74 3.5 L V6, in 1997.[6] Mitsubishi applied this technology widely, producing over one million GDI engines in four families by 2001,[7]

PSA Peugeot Citroën and Hyundai Motors both licensed Mitsubishi's GDI technology in 1999, the latter using the first GDI V8.[8][9] DaimlerChrysler produced a special engine for 2000, offered only in markets with low sulphur fuel.[citation needed]

Although other companies have since developed gasoline direct injection engines, GDI (with an uppercase final "I") remains a registered trademark of Mitsubishi Motors.[10]

Toyota introduced direct injection engine D4 (Toyota AZ engine) in 2000 Toyota Avensis. Toyota's 2GR-FSE V6 uses a combination of direct and indirect injection. It uses two injectors per cylinder, a traditional port injector and a new direct injector.

Later GDi engines have been tuned and marketed for their high performance. Volkswagen/Audi introduced their GDi engine in 2001, under the product name Fuel Stratified Injection (FSI), the technology adapted from Audi's Le Mans prototype racecar.

Alfa Romeo introduced their first direct injection engine JTS in 2002, and today the technology is used on almost every Alfa Romeo engine.

BMW introduced GDi V12 BMW N73 engine in 2003. This initial BMW system used low-pressure injectors and could not enter lean-burn mode, but the company introduced its second-generation High Precision Injection system on the updated N52 straight-6 in 2006. This system surpasses many others with a wider envelope of lean-burn time, increasing overall efficiency.[11] PSA is cooperating with BMW on a new line of engines which will make its first appearance in the 2007 MINI Cooper S.

General Motors had planned to produce a full range of GDi engines by 2002, but so far only two such engines have been introduced — in 2004, a version of the 2.2 L Ecotec used by the Opel Vectra and in 2005, a 2.0 L Ecotec with VVT technology for the Pontiac Solstice GXP, the Vauxhall GT, the Opel Speedster, and the Saturn Sky Red Line. The forthcoming 2008 Cadillac CTS and Cadillac STS will also be available GDi 3.6 L LLT engine due out in the fall of 2007.

In 2004 Isuzu Motors produced the first GDi engine sold in a mainstream American vehicle. Standard on the 2004 Axiom and optional on the 2004 Rodeo. Isuzu claimed the benefit of GDi is that the vaporizing fuel has a cooling effect, allowing a higher compression ratio (10.3 to 1 versus 9.1 to 1) that boosts output by 20 horsepower (15 kW) and that 0-to-60 times drop from 8.9 to just 7.5 seconds, with the quarter-mile being cut from 16.5 seconds to 15.8 ticks.[12]

Mazda uses their own version of direct injection in the Mazdaspeed 6 / Mazda 6 MPS, the CX-7 sport-ute, and the new Mazdaspeed 3. It is referred to as Direct Injection Spark Ignition.

In two-stroke engines

The benefits of direct injection are even more pronounced in two-stroke engines, because it eliminates much of the pollution they cause. In conventional two-strokes, the exhaust and intake ports are both open at the same time, at the bottom of the piston stroke. A large portion of the fuel/air mixture entering the cylinder from the crankcase through the intake ports goes directly out, unburned, through the exhaust port. With direct injection, only air comes from the crankcase, and fuel is not injected until the piston rises and all ports are closed.

Two types of GDI are used in two-strokes: low-pressure air-assisted, and high pressure. The former, developed by Orbital Engine Corporation of Australia (now Orbital Corporation) injects a mixture of fuel and compressed air into the combustion chamber. When the air expands it atomizes the fuel into 8-micrometre droplets, very small relative to the 20 to 30-micrometre fuel droplets in other direct injection systems. The Orbital system is used in motor scooters manufactured by Aprilia, Piaggio, Peugeot and Kymco, in outboard motors manufactured by Mercury and Tohatsu, and in personal watercraft manufactured by Bombardier.

In the early 1990s, Ficht GmbH of Kirchseeon, Germany developed a high-pressure direct injector for use with two stroke engines. This injector was unique in that it did not

require a high pressure pump but was still capable of generating enough pressure to inject into a closed combustion chamber. Outboard Marine Corporation (OMC) licensed the technology in 1995 and introduced it on a production outboard engine in 1996.[13][14] OMC purchased a controlling interest in Ficht in 1998.[15] Beset by extensive warranty claims for its Ficht outboards, OMC declared bankruptcy in December of 2000 and the engine manufacturing portion and brands (Evinrude Outboard Motors and Johnson Outboards), including the Ficht technology, were purchased by Bombardier in 2001.[16], [17]

Evinrude introduced the E-Tech system, an improvement to the Ficht fuel injection, in 2003, based on U.S. patent 6,398,511. In 2004, Evinrude received the EPA Clean Air Excellence Award for their outboards utilizing the E-Tech system.[18]

Yamaha also has a high-pressure direct injection system for two-stroke outboards. It differs from the Ficht/E-Tech and Orbital direct injection systems because it uses a separate, belt driven, high pressure, mechanical fuel pump to generate the pressure necessary for injection in a closed chamber. This is similar to most current 4-stroke automotive designs.

EnviroFit, a non-profit corporation sponsored by Colorado State University, has developed direct injection retrofit kits for two-stroke motorcycles in a project to reduce air pollution in Southeast Asia, using technology developed by Orbital Corporation of Australia.[19] The World Health Organization says air pollution in Southeast Asia and the Pacific causes 537,000 premature deaths each year. The 100-million two-stroke taxis and motorcycles in that part of the world are a major cause.[20] [21]

Alternative Fuel By ERIC PETERSPosted: 2006-04-11 11:47:54

At the dawn of the automobile age, gasoline was the up-and-coming "alternative fuel" -- vying with electric batteries and steam power. Gas ultimately won out, of course. But now that we're running out of distilled dinosaur juice -- or at the very least, getting sick of being at the mercy of OPEC -- a variety of 21st century alternatives to gasoline are

entering the pipeline (so to speak).

Alternative Fuel Poll

E85/ethanolEssentially, alcohol created from vegetable matter and mixed with gasoline or used undiluted and "straight up." E85 is the commercial name for the mix that is currently available at a growing number of gas stations around the country. It is 85 percent ethanol and 15 percent gasoline. GM and Ford both offer E85 compatible new cars and trucks designed to safely use this fuel (they can also run on regular gas).

The advantages of ethanol/E85 include lower emissions of unburned hydrocarbons (which form the precursors of smog) and the potential for a significant reduction in U.S. dependence on non-renewable, petroleum-based fuels. Also, most vehicles can be set up to operate on E85/ethanol at relatively low cost and there is no loss of performance or power. Ethanol fuel also degrades quickly in water and therefore presents a much lower risk to the environment than an oil or gasoline spill. (See http://www.e85fuel.com/index.php to learn more about E85 and ethanol fuels.)

Biodiesel

Vegetable oil can cook your fries as well as power the vehicle that gets you to the drive-thru. An interesting historical fact is that diesel engines were originally designed to run on vegetable oil, not petroleum-based diesel fuel. Engines can still run on vegetable oil and help keep the air cleaner and reduce our country's dependence on the oil cartels by doing so. Biodiesel is not the same as raw vegetable oil (though that can be run in diesel engines, too). It is, however, made from raw vegetable oil. Its chief advantage over raw vegetable oil is that it can be used in any compression-ignition (diesel) engine with little or no modification necessary. The use of raw vegetable oil in diesels requires pre-heaters and other fuel system upgrades. Biodiesel is also less toxic than table salt -- and degrades as fast as sugar. (See www.biodiesel.org for more information about biodiesel fuels.)

PROPELLER CAR

Bottom View

Rear Wheel Gear Motor (DC)

Front Wheel

TOP VIEW

FUEL ENGINE TANK

RFRFRFRFRR

TO MOTOR