Tuesday, 12 August 2014
Friday, 16 May 2014
What is Detonation in Engine?
Detonation is the spontaneous combustion of the end-gas (remaining fuel/air mixture) in the chamber. It always occurs after normal combustion is initiated by the spark plug. The initial combustion at the spark plug is followed by a normal combustion burn. For some reason, likely heat and pressure, the end gas in the chamber spontaneously combusts. The key point here is that detonation occurs after you have initiated the normal combustion with the spark plug.Under normal conditions, the combusting air and fuel mixture inside the combustion chamber ignites in a controlled manner. The mixture is ignited by the spark, normally in the centre of the cylinder, and a flame front moves from the spark towards the outside of the cylinder in a controlled burn. Detonation, or engine knock, occurs simply when fuel pre-ignites before the piston reaches scheduled spark ignition. This means that a powerful explosion is trying to expand a cylinder chamber that is shrinking in size, attempting to reverse the direction of the piston and the engine. Causing sudden pressure changes in the cylinder (Up to 10x that normally experienced), and extreme temperature spikes that can be very damaging on engine pistons, rings, rods, gaskets, bearings, and even the cylinder heads.
Even the best engine components cannot withstand severe detonation for more than a few seconds at a time. More severe detonation obviously leads to more severe forms of engine damage. If there is enough heat and pressure in the combustion chamber, detonation can begin to occur before the spark plug even fires, which would normally initiate the combustion. Under these circumstances, known as "pre-ignition", the piston may be travelling up towards a wave of compressed, exploding gas. These are the worst kinds of detonation conditions, and can bend con-rods and destroy pistons.
Detonation causes three types of failure:
1. Mechanical damage (broken ring lands)
2. Abrasion (pitting of the piston crown)
3. Overheating (scuffed piston skirts due to excess heat input or high coolant
temperatures)
So what causes detonation?
Any of the following items can be factors that cause detonation:
Ignition Timing
Improper ignition timing is usually down to incorrect setup, rather than any system failure. This can be corrected by checking the static timing and maximum advance. Most modern forced induction vehicles have an electronic device known as a "knock sensor" that will control the ignition timing by retarding it if it detects any "knock".
Lean Air/Fuel ratio
A lean air/fuel mixture will promote detonation, because a lesser quantity of fuel, when vaporised, will absorb less heat. Thus a lean mixture increases heat, the root cause of detonation. For this reason, you will usually find that supercharged vehicles will, if anything tend to run a slightly rich Air/fuel mixture. In this way the extra fuel actually acts as a liquid intercooler.
Fuel Octane
A fuels Octane rating is a measure of its resistance to spontaneous combustion, or detonation. The greater the Octane the greater the resistance. In the UK, standard Unleaded fuel is rated at 95 Ron (Research Octane Number), Currently the highest Octane Rated Fuel available in the UK is Shell Optimax, this has an Octane rating of 98. (I am only using Optimax in the Lightweight.)
Exhaust gas back pressure
Any restriction or blockage in the Exhaust system will increase back pressure, this means that the hot exhaust gasses are kept in the combustion chamber for longer, thus increasing chamber temperature and increasing the likelihood of detonation.
Intercooler
If a supercharged system has been designed to operate with an intercooler, then anything that compromises the intercoolers efficiency will drastically lower the engines threshold to detonation.
Ambient heat
Very high boost, high performance supercharged systems tend to run close to the detonation threshold. These tend to be more susceptible to Ambient heat. On very hot days when the ambient temperature rises dramatically they can actually cross the threshold and the results can be disastrous.
So how do you get rid of detonation?
The two most common tricks (and easiest options) used by supercharger manufacturers and engine tuners looking to obtain maximum performance without detonation is 1. use higher octane fuel, and 2. retard the ignition timing.
Higher octane fuel burns more controllably and is not as likely to combust before the flame front. This is why racing engines use 100+ octane fuel. The ONLY benefit of racing fuel is that it moves you away from the detonation threshold, which allows you to be more aggressive with power producing factors - i.e. raise compression, advance timing, etc. So simply putting 100 octane fuel in a standard production car will not produce a racing car as it is just not tuned correctly to take advantage of the Octane rating.
Retarding the ignition timing will delay the timing of the spark, which also moves you away from your detonation threshold. Most popular "power programmers" or "chips" increase engine power by advancing the ignition timing, and requiring you to run a higher octane fuel to avoid detonation. These work great, except the advanced ignition timing is NOT compatible with most superchargers, unless you're happy to run 100 octane fuel. In fact, many supercharger systems include an "ignition boost retard" that retards the ignition timing when it senses boost from the supercharger.
Another way to avoid detonation is to cool the incoming air charge to lower the temperature inside the combustion chamber. On a supercharged application, this task can be handled by an intercooler/Charge cooler or by a water injection system (less common). The intercooler takes the incoming air charge and passes it over a series of air-cooled or water-cooled fins and ducts, thus cooling the air in the same way that a radiator cools your engine's coolant. Intercoolers are thus very popular in higher output supercharger systems, where detonation becomes more of a problem. A suitable intercooler allows you to run more boost and also allows you to eliminate the ignition boost retard, meaning you'll notice increased performance, and still experience no detonation.
Another way to lower the temperature of the combusting air and fuel is to run cooler heat range spark plugs. Many supercharger manufacturers will recommend cooler plugs for your supercharged engine.
Because a lean condition (fuel starvation) also contributes to detonation, it is important to make sure that the fuel system (pump, injectors, etc.) is capable of delivering the increased fuel requirements of the supercharged engine. Often, an otherwise perfectly tuned engine will experience detonation just because the fuelling system can't deliver enough fuel to the engine. Upgrading certain fuel components is sometimes necessary when supercharging an engine. More commonly the ECU that controls the Fuelling MAP needs to be upgraded. If you are installing a supercharger on an engine with other modifications, you need to make sure you consider the additional fuel requirements and compensate with larger injectors and / or a bigger fuel pump if required.
Conclusion
You should pay close attention to "knock" and pinging noises that come from your engine because they could indicate detonation inside the combustion chamber and should be dealt with immediately. If ignored it could prove to be a costly decision.
Although detonation can be potentially damaging to an engine, it is easily controlled once you understand the causes. With a little thought when implementing the chosen design there should be no reason for detonation to occur.
Difference between CI and SI engine .
1. In SI engines, a properly mixed air-fuel mixture is provided by an electrical spark. Whereas in CI engines high temperature caused by compressing the air is sufficient for ignition.Hence they are called CI engines.
2.The SI engine works on Otto cycle. WhereasThe CI engine works on Diesel cycle.
3. the fuel used in SI engine is Petrol that burns if left in air at a little bit temperature. It is very volatile. The fuel used in CI engine is Diesel that has less self-ignition tendency and is less volatile.
4. In SI engines, aromatics are most preferred fuels whereas in CI engines alkanes are preferred as fuels.
5. A fuel must pass through four criteria before it is used : (a) volatility, (b) anti-knock quality, (c) gum deposits, and (d) sulphur content. Except volatility, other three can be managed.
More volatility means less ignition temperature, which in turn implies that a lower compression ratio can be obtained(as is the case with SI engines). In CI engines, diesel is used that is less volatile than petrol. So an appreciably larger compression ratio can be obtained that yields more efficiency. So volatility of fuels does play a crucial role in determining the efficiency of the Internal Combustion engines.
3. The air-fuel mixture is homogeneous throughout in SI while in CI only air enters and in the cylinder mixture is heterogeneous.
4. In SI engine, properly mixed air-fuel mixture in carburettor enters the cylinder. But in CI engine, only air enters the cylinder.
5.In CI engines the compression ratio is higher, which produces high pressures inside the engine. Hence CI engines are heavier than SI engines.
6. Petrol or SI engines are lightweight, and the fuel is homogeneously burned, hence achieving very high speeds. CI engines are heavier and the fuel is burned heterogeneously, hence producing lower speeds.
7. In SI engine, the combustion chamber is smaller because there is no smoke. But in CI engine, due to smoke, combustion chamber has to be larger.
8. In SI engines, knocking is due to pre-ignition. It can result in detonation and can damage the engine altogether. But in CI engines, knocking is due to ignition delay, and hence it is least harmful.
9. The compression ratio is in the range of 6-10 in SI engines whereas in CI engines, it is about 12-20. Hence CI engines are considered efficient than the SI engines.
10.In the case of SI engines the lower compression ratio reduces their potential to achieve higher thermal efficiency. But in the case of CI engines the value of compression ratio is higher; hence these engines have the potential to achieve higher thermal efficiency.
Monday, 5 May 2014
Milling Machine (PPT)
•Used to produce one or more machined surfaces accurately on workpiece
–One or more rotary milling cutters
•Workpiece held on work table or holding device and brought into contact with cutter
•Vertical milling machine most common
•Horizontal milling machine handles operations normally performed by other tools.
Monday, 31 March 2014
What is Supercharger?
Superchargers are also called forced induction systems. An internal combustion engine works by drawing a mixture of air and fuel (the intake charge) into its cylinders, compressing that mixture and then burning it. The more air/fuel mixture that can be crammed into the cylinders for burn, the more power the engine produces. We can increase power in three basic ways:
1) By improving the engine’s ability to draw more air and fuel into the cylinders and expel its burned exhaust gases (its volumetric efficiency, or ‘breathing’)
2) By increasing the swept volume of the cylinders (the engine’s displacement), so you can fit more air and fuel into each cylinder.
3) By applying the force the intake charge into the cylinders under high pressure, squeezing more air and fuel into the available volume. Forcing air into the engine at higher than atmospheric pressure is called supercharging. A supercharger is a mechanical air compressor that pressurizes the air going into the engine. There are several types of compressor used for car and truck engines, most commonly Roots-type, centrifugal, and Lysholm compressors; each has pros and cons, but they have the same basic function.
Friday, 28 February 2014
Lathe Machine (PPT)
The basic engine lathe, which is one of the most widely used machine tools, is very versatile when used by a skilled machinist. However, it is not particularly efficient when many identical parts must be machined as rapidly as possible.
The standard engine lathe is not a high production machine, but it can be readily tooled up for many one-piece or short-run jobs.
It is also possible to modify the basic machine for many higher production applications.
The modern engine lathe provides a wide range of speeds and feeds which allow optimum settings for almost any operation.
There have been advances in headstock design to provide greater strength and rigidity.
PPT ON ABS
ANTILOCK BRAKING SYSTEM, which is commonly known as ABS is used as an antiskid device in a vehicle. It used to prevent skidding of wheels while
ABS was first developed for aircraft use in 1929 by the French automobile and aircraft pioeer, Gabriel Voisin.
download ppt on ABS
download ppt on ABS
PPT ON HOT WORKING PROCESS
Although basic concepts of many forming processes have remained largely unchanged throughout history, details and equipment have evolved considerably.
Hot-working processes provide means of producing a desired shape.At elevated temperatures, metals weaken and become more ductile.With continual re-crystallization, massive deformation take place without exhausting material plasticity.
PPT ON ROLLING PROCESS
Rolling is usually first process used to convert material into a finished wrought product.
Stock can be rolled into blooms, billets, slabs, or these shapes can be obtained directly from continuous casting.
A bloom has a square or rectangular cross section, with a thickness greater than 6 inches and a width no greater than twice the thickness.
Wednesday, 19 February 2014
Advantages and Disadvantages of Chain Drive over Belt or Rope Drive .
Following are the advantages and disadvantages of chain drive over belt or rope drive:
Advantages:-
1.As no slip takes place during chain drive, hence perfect velocity ratio is obtained.
2.Since the chains are made of metal, therefore they occupy less space in width than a belt or
rope drive.
3.It may be used for both long as well as short distances.
4.It gives a high transmission efficiency (upto 98 percent).
5.It gives less load on the shafts.
6.It has the ability to transmit motion to several shafts by one chain only.
7.It transmits more power than belts.
8.It permits high speed ratio of 8 to 10 in one step.
9.It can be operated under adverse temperature and atmospheric conditions.
Disadvantages:-
1.The production cost of chains is relatively high.
2.The chain drive needs accurate mounting and careful maintenance, particularly lubrication
and slack adjustment.
3.The chain drive has velocity fluctuations especially when unduly stretched.
components of automobile engine
1)Camshaft:
Camshaft is a type of rotating device or apparatus used in piston engines for propelling or operating poppet valves.
2.)Crankshaft:
Crankshaft is a device, which converts the up and down movement of the piston into rotatory motion.
3)Connecting Rod:
Connecting rods are made of metals, which are used, for joining a rotating wheel to a reciprocating shaft. More precisely, connecting rods also referred to as con rod are used for conjoining the piston to the crankshaft.
4.)Crank Case:
A crankcase is a metallic cover that holds together the crankshaft and its attachments. It is the largest cavity within an engine that protects the crankshaft, connecting rods and other components from foreign objects.
5.)Cylinder Heads:
Cylinder heads refers to a detachable plate, which is used for covering the closed end of a cylinder assembled in an automotive engine. It comprises of combustion chamber valve train and spark plugs.
6.)Engine Block:
An engine block is a metal casting that serves as a basic structure on which other engine parts are installed. A typical block contains bores for pistons, pumps or other devices to be attached to it.
7.)Piston:
Piston is a cylindrical plug which is used for moving up and down the cylinder according to the position of the crankshaft in its rotation.
Camshaft is a type of rotating device or apparatus used in piston engines for propelling or operating poppet valves.
2.)Crankshaft:
Crankshaft is a device, which converts the up and down movement of the piston into rotatory motion.
3)Connecting Rod:
Connecting rods are made of metals, which are used, for joining a rotating wheel to a reciprocating shaft. More precisely, connecting rods also referred to as con rod are used for conjoining the piston to the crankshaft.
4.)Crank Case:
A crankcase is a metallic cover that holds together the crankshaft and its attachments. It is the largest cavity within an engine that protects the crankshaft, connecting rods and other components from foreign objects.
5.)Cylinder Heads:
Cylinder heads refers to a detachable plate, which is used for covering the closed end of a cylinder assembled in an automotive engine. It comprises of combustion chamber valve train and spark plugs.
6.)Engine Block:
An engine block is a metal casting that serves as a basic structure on which other engine parts are installed. A typical block contains bores for pistons, pumps or other devices to be attached to it.
7.)Piston:
Piston is a cylindrical plug which is used for moving up and down the cylinder according to the position of the crankshaft in its rotation.
How Car starts ?
To make an engine start it must be turned at some speed, so that it sucks fuel and air into the cylinders, and compresses it.The powerful electric starter motor does the turning. Its shaft carries a small pinion (gear wheel) which engages with a large gear ring around the rim of the engine flywheel.
In a front-engine layout, the starter is mounted low down near the back of the engine.
The starter needs a heavy electric current, which it draws through thick wires from the battery. No ordinary hand-operated switch could switch it on: it needs a large switch to handle the high current.
The switch has to be turned on and off very quickly to avoid dangerous, damaging sparking. So a solenoid is used - an arrangement where a small switch turns on an electromagnet to complete the circuit.
The starter switch is usually worked by the ignition key. Turn the key beyond the 'ignition on' position to feed current to the solenoid.
The ignition switch has a return spring, so that as soon as you release the key it springs back and turns the starter switch off.
When the switch feeds current to the solenoid, the electromagnet attracts an iron rod.
The movement of the rod closes two heavy contacts, completing the circuit from the battery to the starter.
The rod also has a return spring -when the ignition switch stops feeding current to the solenoid, the contacts open and the starter motor stops.
The return springs are needed because the starter motor must not turn more than it has to in order to start the engine. The reason is partly that the starter uses a lot of electricity, which quickly runs down the battery.
Also, if the engine starts and the starter motor stays engaged, the engine will spin the starter so fast that it may be badly damaged.
The starter motor itself has a device, called a Bendix gear, which engages its pinion with the gear ring on the flywheel only while the starter is turning the engine. It disengages as soon as the engine picks up speed, and there are two ways by which it does so - the inertia system and the pre-engaged system.
The inertia starter relies on the inertia of the pinion - that is, its reluctance to begin to turn.
The pinion is not fixed rigidly to the motor shaft - it is threaded on to it, like a freely turning nut on a very coarse-thread bolt.
Imagine that you suddenly spin the bolt: the inertia of the nut keeps it from turning at once, so it shifts along the thread of the bolt.
When an inertia starter spins, the pinion moves along the thread of the motor shaft and engages with the flywheel gear ring.
It then reaches a stop at the end of the thread, begins to turn with the shaft and so turns the engine.
Once the engine starts, it spins the pinion faster than its own starter-motor shaft. The spinning action screws the pinion back down its thread and out of engagement.
The pinion returns so violently that there has to be a strong spring on the shaft to cushion its impact.
The violent engagement and disengagement of an inertia starter can cause heavy wear on the gear teeth. To overcome that problem the pre-engaged starter was introduced, which has a solenoid mounted on the motor.
There's more to a car starter system: As well as switching on the motor, the solenoid also slides the pinion along the shaft to engage it.
The shaft has straight splines rather than a Bendix thread, so that the pinion always turns with it.
The pinion is brought into contact with the toothed ring on the flywheel by a sliding fork. The fork is moved by a solenoid, which has two sets of contacts that close one after the other.
The first contact supplies a low current to the motor so that it turns slowly - just far enough to let the pinion teeth engage. Then the second contacts close, feeding the motor a high current to turn the engine.
The starter motor is saved from over-speeding when the engine starts by means of a freewheel clutch, like the freewheel of a bicycle. The return spring of the solenoid withdraws the pinion from engagement.
What is Detonation in Engine ?
Detonation is the spontaneous combustion of the end-gas (remaining fuel/air mixture) in the chamber. It always occurs after normal combustion is initiated by the spark plug. The initial combustion at the spark plug is followed by a normal combustion burn. For some reason, likely heat and pressure, the end gas in the chamber spontaneously combusts. The key point here is that detonation occurs after you have initiated the normal combustion with the spark plug. Under normal conditions, the combusting air and fuel mixture inside the combustion chamber ignites in a controlled manner. The mixture is ignited by the spark, normally in the centre of the cylinder, and a flame front moves from the spark towards the outside of the cylinder in a controlled burn. Detonation, or engine knock, occurs simply when fuel pre-ignites before the piston reaches scheduled spark ignition. This means that a powerful explosion is trying to expand a cylinder chamber that is shrinking in size, attempting to reverse the direction of the piston and the engine. Causing sudden pressure changes in the cylinder (Up to 10x that normally experienced), and extreme temperature spikes that can be very damaging on engine pistons, rings, rods, gaskets, bearings, and even the cylinder heads.
Even the best engine components cannot withstand severe detonation for more than a few seconds at a time. More severe detonation obviously leads to more severe forms of engine damage. If there is enough heat and pressure in the combustion chamber, detonation can begin to occur before the spark plug even fires, which would normally initiate the combustion. Under these circumstances, known as "pre-ignition", the piston may be travelling up towards a wave of compressed, exploding gas. These are the worst kinds of detonation conditions, and can bend con-rods and destroy pistons.
Detonation causes three types of failure:
1. Mechanical damage (broken ring lands)
2. Abrasion (pitting of the piston crown)
3. Overheating (scuffed piston skirts due to excess heat input or high coolant
temperatures)
So what causes detonation?
Any of the following items can be factors that cause detonation:
Ignition Timing
Improper ignition timing is usually down to incorrect setup, rather than any system failure. This can be corrected by checking the static timing and maximum advance. Most modern forced induction vehicles have an electronic device known as a "knock sensor" that will control the ignition timing by retarding it if it detects any "knock".
Lean Air/Fuel ratio
A lean air/fuel mixture will promote detonation, because a lesser quantity of fuel, when vaporised, will absorb less heat. Thus a lean mixture increases heat, the root cause of detonation. For this reason, you will usually find that supercharged vehicles will, if anything tend to run a slightly rich Air/fuel mixture. In this way the extra fuel actually acts as a liquid intercooler.
Fuel Octane
A fuels Octane rating is a measure of its resistance to spontaneous combustion, or detonation. The greater the Octane the greater the resistance. In the UK, standard Unleaded fuel is rated at 95 Ron (Research Octane Number), Currently the highest Octane Rated Fuel available in the UK is Shell Optimax, this has an Octane rating of 98. (I am only using Optimax in the Lightweight.)
Exhaust gas back pressure
Any restriction or blockage in the Exhaust system will increase back pressure, this means that the hot exhaust gasses are kept in the combustion chamber for longer, thus increasing chamber temperature and increasing the likelihood of detonation.
Intercooler
If a supercharged system has been designed to operate with an intercooler, then anything that compromises the intercoolers efficiency will drastically lower the engines threshold to detonation.
Ambient heat
Very high boost, high performance supercharged systems tend to run close to the detonation threshold. These tend to be more susceptible to Ambient heat. On very hot days when the ambient temperature rises dramatically they can actually cross the threshold and the results can be disastrous.
So how do you get rid of detonation?
The two most common tricks (and easiest options) used by supercharger manufacturers and engine tuners looking to obtain maximum performance without detonation is 1. use higher octane fuel, and 2. retard the ignition timing.
Higher octane fuel burns more controllably and is not as likely to combust before the flame front. This is why racing engines use 100+ octane fuel. The ONLY benefit of racing fuel is that it moves you away from the detonation threshold, which allows you to be more aggressive with power producing factors - i.e. raise compression, advance timing, etc. So simply putting 100 octane fuel in a standard production car will not produce a racing car as it is just not tuned correctly to take advantage of the Octane rating.
Retarding the ignition timing will delay the timing of the spark, which also moves you away from your detonation threshold. Most popular "power programmers" or "chips" increase engine power by advancing the ignition timing, and requiring you to run a higher octane fuel to avoid detonation. These work great, except the advanced ignition timing is NOT compatible with most superchargers, unless you're happy to run 100 octane fuel. In fact, many supercharger systems include an "ignition boost retard" that retards the ignition timing when it senses boost from the supercharger.
Another way to avoid detonation is to cool the incoming air charge to lower the temperature inside the combustion chamber. On a supercharged application, this task can be handled by an intercooler/Charge cooler or by a water injection system (less common). The intercooler takes the incoming air charge and passes it over a series of air-cooled or water-cooled fins and ducts, thus cooling the air in the same way that a radiator cools your engine's coolant. Intercoolers are thus very popular in higher output supercharger systems, where detonation becomes more of a problem. A suitable intercooler allows you to run more boost and also allows you to eliminate the ignition boost retard, meaning you'll notice increased performance, and still experience no detonation.
Another way to lower the temperature of the combusting air and fuel is to run cooler heat range spark plugs. Many supercharger manufacturers will recommend cooler plugs for your supercharged engine.
Because a lean condition (fuel starvation) also contributes to detonation, it is important to make sure that the fuel system (pump, injectors, etc.) is capable of delivering the increased fuel requirements of the supercharged engine. Often, an otherwise perfectly tuned engine will experience detonation just because the fuelling system can't deliver enough fuel to the engine. Upgrading certain fuel components is sometimes necessary when supercharging an engine. More commonly the ECU that controls the Fuelling MAP needs to be upgraded. If you are installing a supercharger on an engine with other modifications, you need to make sure you consider the additional fuel requirements and compensate with larger injectors and / or a bigger fuel pump if required.
Conclusion
You should pay close attention to "knock" and pinging noises that come from your engine because they could indicate detonation inside the combustion chamber and should be dealt with immediately. If ignored it could prove to be a costly decision.
Although detonation can be potentially damaging to an engine, it is easily controlled once you understand the causes. With a little thought when implementing the chosen design there should be no reason for detonation to occur.
Monday, 17 February 2014
Black is a good conductor of heat, meanwhile tires are made black, Why ?
Originally rubber tires are white, which is the natural color of rubber. In the early 1900s, Binney & Smith began selling their carbon black chemicals to Goodrich Tire Company,
as it was found that the use of carbon black in rubber manufacturing significantly increased certain desirable qualities for rubber meant to be turned into tires.
Carbon black works as a reinforcing filler in rubber, which increases the durability and strength of the rubber. Specifically, adding about 50% by weight of carbon black increases the road-wear abrasion of the produced tire by as much as 100 fold and improves the tensile strength of the tire by as much as 1008%. The tensile strength, for those who don’t know, is the amount of force needed to pull something to its breaking or bursting point.
Adding carbon black also helps conduct heat away from certain hot spots on the tire; specifically, in the tread and belt areas, which can get particularly hot at times while driving. This reduces thermal damage on the tire, which further extends its lifespan.
Carbon black itself is simply nearly pure elemental carbon in colloidal particle form. It is classically made by simply charring any organic material. Examples of this are Ivory Black, made by charring ivory or bones, and Lamp Black, made from the soot of oil lamps. Carbon black for industrial use today is typically produced as Furnace Black and Thermal Black. Furnace Black is produced using heavy aromatic oils. Thermal Black is produced using natural gas, generally methane, injected into a very hot furnace where, in the absence of much air, carbon black and hydrogen are produced.
Tuesday, 7 January 2014
What is the difference between "Industry" and "Factory" ?
The terms factory and industry are used interchangeably, but the meaning of these words are not the same. In fact, industry refers to the production of economic goods. These goods can be materials, products or services. A factory, on the other hand, is the actual location where the materials or products are produced or created.
INDUSTRY :-
Industry is the production of an economic good or service within an economy.Manufacturing industry became a key sector of production and labour in European and North American countries during the Industrial Revolution, upsetting previous mercantile and feudal economies. This occurred through many successive rapid advances in technology, such as the production of steel and coal. Following the Industrial Revolution, perhaps a third of the world's economic output is derived from manufacturing industries. Many developed countries and many developing/semi-developed countries (People's Republic of China, India etc.) depend significantly on industry. Industries, the countries they reside in, and the economies of those countries are interlinked in a complex web of interdependence.
FACTORY :-
A factory (previously manufactory) or manufacturing plant is an industrial site, usually consisting of buildings and machinery, or more commonly a complex having several buildings, where workers manufacture goods or operate machines processing one product into another.Factories may either make discrete products or some type of material continuously produced such as chemicals, pulp and paper, or refined oil products.
In short :-
1. ‘Industry’ is the production of economic goods and services while ‘factory’ is a place where goods are produced or manufactured.
2. Both are involved in the economic process but an industry is broader in scope while a factory is not.
