International Journal of Scientific & Engineering Research, Volume 4, Issue 12, December-2013 1329

ISSN 2229-5518

Experimental Analysis and Modeling of Four Stroke Engine with Nanosized Copper Coated Catalytic Converter

Mukesh Thakur, Dr. N.K. Saikhedkar

Abstract - This paper basically deals with behavioural modeling and simulation of a four stroke engine including a prepared model of catalytic converter. The modeling can be very helpful to analyse the mathematical nature of the process of exhaust emission reduction through catalytic converter and predict the results by simulation. The basic idea of behavioral modeling starts from analyzing the practical behavior of four stroke engine and designed catalytic convertor and then approximating obtained behavior in terms of mathematical equations. These obtained equations actually represent behavior of concern system. Once mathematical equations are obtained, next stage is to implementation of these equations in Simulink platform. The last processes is the validation check by the simulation of developed model.

Index Terms – Modeling, nano-particles, pollution control, simulation

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1 INTRODUCTION

HE environmental concern originated by automobile sources is due to the fact that the majority of engines em- ploy combustion of fuels derived from crude oil as a
gine, the exhaust pipe can be connected to a nano-coated cata- lytic converter which will reduce the concenteration of exhaust emissions being emitted to the atmosphere. The properties

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source of energy. Burning of hydrocarbon (HC) ideally leads
to the formation of water and carbon dioxide; however, due to
improper combustion control and the high temperatures
reached in the combustion chamber, the exhaust contains sig-
nificant amounts of pollutants which need to be transformed
into harmless compounds. In this paper, the control strategies
and achievements in automotive pollution control using nano-
particles are discussed. Nanotechnology has assumed a very
important role today mainly because of its utility and applica-
tion area. No field is untouched by nanotechnology [2]. The
increasing demand for a quality poduct in the market has
forced the industries to move from macro to micro to nano level. Every aspect of the product is analyzed in detail [3]. In the automotive industry, nanotechnology applications are manifold. They reach from power train, light-weight construc-
tion, energy conversion, pollution sensing and reduction, inte- rior cooling, wear reduction, driving dynamics, surveillance control, up to recycle potential and much more [4].
Additionally, visions of ‘‘nano in cars’’ reach from contribu- tions for carbon di-oxide free engines, safe driving, quiet cars, self-healing body and windscreens, up to a mood-depending choice of color and a self-forming car body. All this will meet the present society trends and customer demands for im- proved ecology, safety and comfort, often summarized by the term sustainability. Due to their large number, the automo- biles are the major source of pollution. Various improvements in the engine design have been made to prevent the exhaust emission level but they prove to be insufficient. So, an alterna- tive and effective approach is highly recommended [5-6]. Alt- hough a two stroke spark ignition engine is compact and light weight as compared to a four stroke engine but it produces a higher level of exhaust emissions than a four stroke spark igni- tion engine. Instead of chnging the complete design of the en-
and structure of nanomaterials are very effective in reducing
the exhaust emissions primarily due to their small size and
high reactivity [7-8].
Thakur and Saikhedkar presented a comprehensive review on
the recent trends in application of nano-technology in automo-
tive pollution control was covered. First, the essential aspects
of environmental problems due to automotive industry were
discussed and then the application of nanotechnology towards
the prevention and control of these problems were suggested
in detail [9]. The utility of the nano-particles towards automo-
bile pollution control was explained in detail. The nano-
particle coating on the catalytic converter of automobiles can be very helpful in the reduction of pollutant concentration and thus reduce the pollution level in atmosphere [10]. Amongst main metals like Au, Ag, Pd, Pt, towards which nanotechnol-
ogy research is directed, copper and copper based compounds are the most important. The metallic Copper plays a signifi- cant role in modern electronics circuits due to its excellent electrical conductivity and low cost nanoparticles [11]. Thakur and Saikhedkar analysed the post pollution control method in two-wheeler automobiles using nano-particle as a catalyst was proposed. A study on nano-particle reveals that the ratio of surface area of nano-particle to the volume of the nano- particle is inversely proportional to the radius of the nano- particle. So, on decreasing the radius, this ratio is increased leading to an increased rate of reaction and the concentration of the pollutants is decreased [12]. It involves the use of cop- per nano-particle which is cheaper than the platinum, palladi- um and rhodium nano-particles used in automobiles [13]. A microprocessor based analyzer was used for measurement of CO and HC emissions [14]. To control the exhaust emissions from two stroke single cylinder spark ignition petrol engine having copper nano-particles coated on copper sieve as cata- lytic converter was used by Thakur and Saikhedkar. AVL-422

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Gas analyzer was used for the measurement and comparison for CO and unburned hydrocarbon in the exhaust of the en- gine at various speeds and loads [15]. The conversion efficien- cy of a catalytic converter mounted on a vehicle with spark ignition engine was evaluated under steady operating condi- tions [16]. Three way converters have been compared to un- derstand the influence of the substrate on the exhaust gas con- versions for many operating conditions of vehicle (Silva and Costa, 2008). Various tests conducted on four stroke engine reveal that the copper coated engine showed a better perfor- mance than a normal engine [17]. On using copper powder, the catalytic efficiency was found to increase as the size of the powder decreased [18]. A nano catalytic converter was de- signed and manufactured to reduce the pollution in the envi- ronment [19]. Nano-coatings can be used to reduce surface roughness of engine components and to act as protective coat- ing against wear of components [20]. Experiments were con- ducted to improve the engine performance and reduce the emissions of HC and CO from vehicle. Thakur and Saikhedkar made some alterations and modifications so as to increase the retention period of exhaust gases to provide more time for its oxidation and thereby to reduce harmful emissions. In the present work, practical behavior of four stroke engine and designed catalytic convertor was analysed and then approxi-
mation of obtained behavior in terms of mathematical equa-
In this method, copper nanoparticles were suspended in to an Ethylene glycol and ultrasonically blended for two hours to get an uniform suspension. Then, this suspension was dropped uniformly over porous assembly surface and dried in an oven at 200°C for two hours after oven drying of first layer, another layer of copper nanoparticles was coated by repeating the dropping procedure and it was dried again at 200°C for two hours. As obtained copper nanoparticle coated porous assembly was then subjected to heat treatment.
3. Heat treatment of copper nanoparticle coated porous as- sembly: - The heat treatment was carried out by heating the copper nanoparticle coated layer at 800°C for 10 minutes and maintaining inert atmosphere in a furnace. The inert atmos- phere was maintained by purgeing 99.9 % pure nitrogen gas before and during entire heat treatment process. As obtained copper nanoparticles coated plate were then washed with dis- tilled water to remove any loose particle and impurity.
This section basically deals with the behavioral modeling and simulation of four stroke engine with developed catalytic con- vertor. The basic idea of behavioral modeling starts from ana- lyzing the practical behavior of four stroke engine and de- signed catalytic convertor and then approximating obtained behavior in terms of mathematical equations. These obtained equations actually represent behavior of concern system. Once
mathematical equations are obtained, next stage is to imple-

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tions was done before simulating it [21].

2 PROCEDURE

2.1 Copper Nano-particle coating (Drop Casting

Method)

Drop casting method was used to coat copper nano-particle. Since, the method is very simple and no waste is generated. Cut section model of porous assembly as shown in figure 7 was coated with copper nano-particle in the following man- ner:
1. Etchening of assembly: - The assembly was ethched by us- ing by a method suggested before [ ]. In this method, a mix- ture of 10 wt % FeCl3 , 10 wt % HCl and 5 wt % HNO3 was used as etchant. The etchant was then spread over the assem- bly surface and kept at stand for 15 minutes and then washed copiously with hot distilled water.
2. Drop casting of copper nanoparticles: - Copper nanoparti- cles were coated on roughened surface by drop casting meth- od. Similar method was adopted before for deposition of pol- ymer nanofilm and semiconductor thin film [ ]. With certain modifications in these litratures, it was incorporated in our coating method.

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• Mukesh Thakur is currently working as Reader in Rungta College of Engineer- ing and Technology, Raipur, Chhattisgarh, India.

PH-09826457134. E-mail: mukeshrit77@mail.com

• Dr. N.K. Saikhedkar is currently working as Director and Professor in RIT, Raipur, Chhattisgarh, PH-09826156500. E-mail: nksaikhedkar1@gmail.com

mentation of these equations in Simulink platform. The last
processes is the validation check by the simulation of devel-
oped model.

2.2 Behavioral Modeling of Four Stroke Engine

This subsection presents the complete behavioral modeling of four stroke engine. The engine specifications are as follows: Four stroke engine (4S)
RPM: 3 HP FUEL: PETROL
NUMBER OF CYLINDERS: SINGLE BORE: 70 mm
STROKE LENGTH: 70 mm
These three important parameters are basically independent variable for modeling, and it is difficult to address simultane- ously. However among these three on can be assume constant, so for modeling of four stroke in this paper horse power of engine is taken as constant, this leads the reduction of one in- dependent variable from the list.
Now following steps provide complete idea of behavioral modeling of four stroke engine.

Step 1. Define the behavior of four stroke engine in terms of input and output variables. For modeling, the input variables are:

i. Speed of engine in RPM.
ii. Applicable load during running condition.
Similarly the output variables for our work are
i. CO in percentage.
ii. HC in PPM.

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Table 1: Practical data of load, CO and HC

1.4

1.2

0.8

0.6

0.4

0.2

0 0.5 1 1.5

Load

Figure 1. Load versus CO graph

1200

1000

800

IJSE600 R

Step 2. From table 1, it is clear that there are four different

speed conditions and each speed value consists of four differ-
ent load conditions. So for proper behavioral analysis of four
stroke engine, we have to analyze the complete behavior in
four parts, i.e., Based on different speed conditions. Hence, the complete modeling is also divided in four parts.

Step 3. Modeling of four stroke engine for speed of 1500 rpm

Table 2 shows the behavior of engine for 1500 RPM.

400

200

0 0.5 1 1.5

Load

Figure 2. Load versus HC graph
After using above graph, mathematical equations for CO and
HC can be obtained as
𝐶𝐶 = −2.1333𝑥3 + 5.6 𝑥2 − 4.0667𝑥 + 1.89 (1)
𝐻𝐶 = −2.1333𝑥3
+ 5600 𝑥2
− 4066𝑥 + 1698 (2)
Now by dividing the modeling in four parts actually provides reduction of second independent variable, and hence for mod- eling now we have only one independent variable and two dependent output variables. Figure (1) and (2) shows plot of CO and HC with respect to Load values for fixed speed 1500 rpm.

Step 4. Similarly we can obtain equations for CO and HC for speed of 1800, 2000 and 2200 rpm.

The equations obtained are as follows:
i. For Speed = 1800 rpm.
𝐶𝐶 = −2.1333𝑥3 + 5.6 𝑥2 − 4.0667𝑥 + 1.69 (3)
𝐻𝐶 = −2.1333𝑥3 + 2400 𝑥2 − 2166𝑥 + 1298 (4)

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ii. For Speed = 2000 rpm.
𝐶𝐶 = −4.2667𝑥3 + 8.8 𝑥2 − 5.1333𝑥 + 1.59 (5)
𝐻𝐶 = −1.066𝑥3 + 2800 𝑥2 − 2033.3𝑥 + 1148 (6)
iii. For Speed = 2200 rpm.
𝐶𝐶 = −2.1333𝑥3 + 5.6 𝑥2 − 4.0667𝑥 + 1.99 (7)
𝐻𝐶 = −2666.7𝑥3 + 6800 𝑥2 − 4933.3𝑥 + 1948 (8)

Step 5. Development of complete model including all four models

Step1. Behavior analysis: table 3 and table 4, shows the practi- cal behavior of physically designed catalytic convertor. Figure

5 and 6 shows corresponding plots.

IJSETable 3. CRomparision of COWOCC and COWCC

Figure 3. Complete model of Four stroke engine

2.3 Behavioral Modeling of Catalytic Converter

In this subsection we provide behavioral modeling of physi- cally designed catalytic convertor for getting reduction in amount of CO and HC obtained from four stroke engine with the help of nano material. Fundamental steps are same as we have discussed in earlier subsection.
Table 4. Comparision of HCWOCC and HCWCC

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0.7

0.6

0.5

0.4

0.3

0.2

0.1

0 0.5 1 1.5

COWOCC

Figure 5. COWOCC versus COWCC

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0 2 4 6 8 10 12 14

HCWOCC

Figure 6. HCWOCC versus HCWCC

Step 2. Generation Of mathematical equations: with the help of figure (5) and (6) obtained equations for reduced concemteration of CO and HC are:

𝐶𝐶𝐶𝐶𝐶 = 65.705𝐶𝐶5 − 350.66𝐶𝐶4 + 736.8𝐶𝐶3 −
760.84 𝐶𝐶2 + 386.2𝐶𝐶 − 76.826 (9)
𝐻𝐶𝐶𝐶𝐶 = 0.0114𝐻𝐶 4 − 0.3188𝐻𝐶 3 + 2.981 𝐻𝐶2 −
9.1532𝐻𝐶 + 4.5 (10)

2.4 Analysis of Engine Alone

For the proper analysis of developed engine model, compara- tive evaluated values for the four stroke engine are shown in table 5.

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Speed

In RPM

Load CO in % HC in PPM

Practical Simulation Percentage

Error in %

Practical Simulation Percentage

Error in %

0.25 1.2 1.19 0.83 1000 998 0.20

1500

0.5 1 0.99 1.00 800 798 0.25

0.75 1.1 1.09 0.91 900 898 0.22

1 1.3 1.29 0.77 1100 1098 0.18

0.25 1 0.99 1.00 900 898 0.22

1800

0.5 0.8 0.79 1.25 750 748 0.27

0.75 0.9IJ0.89

S1.11 E800 R798 0.25

1 1.1 1.09 0.91 1000 998 0.20

0.25 0.8 0.79 1.25 800 798 0.25

2000

0.5 0.7 0.69 1.43 700 698 0.29

0.75 0.9 0.89 1.11 750 748 0.27

1 1 0.99 1.00 850 848 0.24

0.25 1.3 1.29 0.77 1100 1098 0.18

2200

0.5 1.1 1.09 0.91 850 848 0.24

0.75 1.2 1.19 0.83 950 948 0.21

1 1.4 1.39 0.71 1150 1148 0.17

Table 5. Comparitive evaluated values

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From table 5, it is clearly observable, that the maximum per- centage error obtained for CO is 1.43% and for HC is 0.29%, which are very small and hence the developed behavioral simulation model of four stroke engine is the exact replica of practical four stroke engine considered for this work.

2.5 Analysis of Complete Engine with Catalytic

Convertor

For the proper analysis of developed Catalytic Convertor model, comparative evaluated values for the Catalytic Conver- tor are shown in table 6.

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Table 6. Comparision performance table
From table 6, it is clearly observable, that the maximum per- centage error obtained for CO is 9.76% and for HC is 9.52%,

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which are very small and hence the developed behavioral simulation model of complete engine with catalytic convertor is the exact replica of practical complete four stroke engine with catalytic convertor considered for this work.

3 RESULTS AND DISCUSSION

The majority of the environmental pollution is due to the two- wheeler automobiles due to their large number. There are two methods of control of pollution namely; pre-pollution control and post pollution control. Many environmentalists are inter- ested in using precious metal nanoparticles as exhaust filters, both for vehicles and for power plants. In vehicles, particular- ly those that are diesel-powered, the nanoparticles have been shown to be effective in oxidizing harmful hydrocarbon com- pounds that are released in their exhaust, thereby reducing their negative impact on the atmosphere. Platinum, gold and palladium are the most commonly used when it comes to die- sel filtering. There are two methods of control of pollution namely, pre-pollution control and post pollution control. This paper is based on the post pollution control method in two- wheeler automobiles using nano-particle as a catalyst. A study on nano-particle reveals that the ratio of surface area of nano-
particle to the volume of the nano-particle is inversely propor-

REFERENCES

[1] Gilmour P S, Ziesenis A, Morrison E R, Vickers M A, Drost E M, Ford I, 2004, “Pulmonary and systemic effects of short term inhalation ex- posure to ultrafine carbon black particles”, Toxicological Applica- tions Pharmacology, 195, pp. 35–44.

[2] M. V., Twigg, 2006, “Roles of catalytic oxidation in control of vehicle exhaust emissions”, Catalysis Today, 117(4), pp. 407-418.

[3] Kishore K., Krishna M.V.S., 2008, “Performance of Copper Coated Spark Ignition Engine with Methanol Bended Gasoline with Catalytic Converter”, Journal of Scientific and Industrial Research, 67, pp.543-

548.

[4] Thakur Mukesh, Saikhedkar, N.K., 2012, “Recent trends in applica- tion of nano-technology to automotive pollution control”, Interna- tional Science Congress.

[5] Thakur Mukesh, Saikhedkar, N.K., October 2012, “Role of metal nano-particles for automobile pollution control”, International Jour- nal of Engineering Research and Applications, 2(5), pp. 1947-1952.

[6] Feldheim D. L., Foss C. A., 2004, “Metal Nanoparticles: Synthesis, Characterization and Applications”, Appl. Phys. A Mater. Sci. Pro- cess. 78, pp.73.

[7] Schaper A. K, Hou H., Greiner A.,Schneider R., Philips F., 2004, “One Pot Synthesis of Copper Nanoparticles at Room Temperature and its Catalytic Activity”, Appl. Phys. A Mater. Sci. Process. , 78, pp.73.

[8] Pergolese B, Muniz-Miranda M. , Bigotto A., 2004, “SERS: a versatile tool in Chemical and Biochemical diagnostics”, J. Phys. Chem.,110

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tional to the radius of the nano-particle. So, on decreasing the
radius, this ratio is increased leading to an increased rate of
reaction and the concentration of the pollutants is decreased.

4 CONCLUSION

The proposed method is very effective in the prevention of environmental pollution contributed from two-wheeler auto- mobiles. It involves the use of copper nano-particle which is cheaper than the platinum, palladium and rhodium nano- particles used in automobiles. To achieve this objective, an innovative design of catalytic converter for two-wheeler au- tomobiles is proposed using nano-particle as a catalyst. The converter uses two different types of catalyst, reduction and oxidation catalyst. In the present work, the experimentation has been done for a four stroke engine with and without cata- lytic converter and the results clearly reveals that the emission level can be reduced by the use of catalytic converter. This paper basically deals with modeling and simulation of a com- plete system which includes a four stroke engine including a prepared model of catalytic converter. The modeling can be very helpful to predict the mathematical nature of the process of exhaust emission reduction through catalytic converter and predict the results by simulation. The variation in the results of the practical and simulation is very small. This shows that the considered system is identical to the desired system as shown by modeling and simulation.

ACKNOWLEDGMENT

The authors wish to thank Rungta College of Engineering and
Technology, Raipur for their support.

(92), pp.41.

[9] Thakur Mukesh, Saikhedkar, N.K., Sharma, Shilpa, 2013, “Rapid Control of Exhaust Emissions and Enhancement of Retention Time in the Catalytic Converter Using Nanosized Copper Metal Spray for Spark Ignition Engine”, Priyanka Research Journal, 3(1), pp. 1-10.

[10] Recent trends in application of nano-technology to automotive pollu- tion control”, International Science Congress.

[11] Flytzanis C. J., 2005, “Nonlinear optics in Mesoscopic Composite materials”, Physics B, 38 , pp.661.

[12] Thakur Mukesh, Saikhedkar, N.K., October 2012, “Atomic Activity of

Nano-particles for vehicular pollution control”, Abhinav Journal,

1(11), pp. 32-38.

[13] M. SAMIM, N. K. KAUSHIK, A. MAITRA, 2007, “Effect of Size of Copper Nanoparticles on its Catalytic Behaviour in Ullman Reac- tion”, Bull. Mater. Sci., 30 (5), pp.535-540.

[14] Huynh W., U, Dittmer J., Libby William C., Whiting, G. L , Alvisatos A .Paul , 2003, “Shape control and applications of nanocrystals”, Adv. Funct. Mater., 13, pp.73.

[15] Thakur Mukesh, Saikhedkar, N.K., 2013, “Rapid Control of Exhaust Emissions and Enhancement of Retention Time for Four Stroke En- gine Using Nano-sized Copper Metal Spray”, International Journal of Science, Engineering and Research, 4(1).

[16] Sharma R. K., Sharma P., Maitra A. N., 2003, “Metal nanoparticles

with high catalytic activity in degradation of methyl orange: An elec- tron relay effect”, J. Colloid. Sci. 265, pp.134.

[17] Feldheim D. L., Foss C. A., 2004, “Metal Nanoparticles: Synthesis, Characterization and Applications”, Appl. Phys. A Mater. Sci. Pro- cess. 78, pp.73.

[18] Schaper A. K, Hou H., Greiner A.,Schneider R., Philips F., 2004, “One Pot Synthesis of Copper Nanoparticles at Room Temperature and its Catalytic Activity”, Appl. Phys. A Mater. Sci. Process. , 78, pp.73.

[19] Pergolese B, Muniz-Miranda M. , Bigotto A., 2004, “SERS: a versatile tool in Chemical and Biochemical diagnostics”, J. Phys. Chem.,110 (92), pp.41.

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[20] S. Prabhu, B.K. Vinayagam, International Journal of Nanotechnology and Applications, 3,1, 17-28 (2009)

[21] Thakur Mukesh, Saikhedkar, N.K., Sharma, Shilpa, 2013, “Rapid

Control of Exhaust Emissions and Enhancement of Retention Time in

the Catalytic Converter Using Nanosized Copper Metal Spray for

Spark Ignition Engine”, Priyanka Research Journal, 3(1), pp. 1-10.

IJFigure 7SCut section modEel of Porous AsseRmbly

1.8

1.6

1.4

1.2

0.8

0.6

0.4

0.2

Variation of CO with Load at 1500 rpm

CO %WoCC(4S) CO % WCC(4S)

0 0.25 0.5 0.75 1

Load

Figure 8 Variation of CO with load at 1500 rpm

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1.8

1.6

1.4

1.2

0.8

0.6

0.4

0.2

Variation of CO with Load at 1800 rpm

CO %WoCC(4S) CO % WCC(4S)

0 0.25 0.5 0.75 1

Load

IJFigurSe 9 Variation of CEO with load at 18R00 rpm

Variation of CO with Load at 2000 rpm

1.8

1.6

1.4

1.2

0.8

0.6

0.4

0.2

0 0.25 0.5 0.75 1

Load

CO %WoCC(4S) CO % WCC(4S)

Figure 10 Variation of CO with load at 2000 rpm

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1.8

1.6

1.4

1.2

0.8

0.6

0.4

0.2

Variation of CO with Load at 2200 rpm

CO %WoCC(4S) CO % WCC(4S)

0 0.25 0.5 0.75 1

Load

Figure 11 Variation of CO with load at 2200 rpm

Variation of HC with Load at 1500 rpm

1300

1200

1100

1000

900

800

700

600

500

400

300

200

0 0.25 0.5 0.75 1

Load

HC PPM WoCC(4S) HC PPM WCC(4S)

Figure 12 Variation of HC with load at 1500 rpm

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1300

1200

1100

1000

900

800

700

600

500

400

300

200

Variation of HC with Load at 1800 rpm

HC PPM WoCC(4S) HC PPM WCC(4S)

0 0.25 0.5 0.75 1

Load

Figure 13 Variation of HC with load at 1800 rpm

Variation of HC with Load at 2000 rpm

1300

1200

1100

1000

900

800

700

600

500

400

300

200

0 0.25 0.5 0.75 1

Load

HC PPM WoCC(4S) HC PPM WCC(4S)

Figure 14 Variation of HC with load at 2000 rpm

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1300

1200

1100

1000

900

800

700

600

500

400

300

200

Variation of HC with Load at 2200 rpm

HC PPM WoCC(4S) HC PPM WCC(4S)

0 0.25 0.5 0.75 1

Load

IJFigure 1S5 Variation of HCEwith load at 220R0 rpm