Internal Combustion Engines Lab

Objectives:
1. To determine the engine parameters like brake power, engine torque, specific fuel consumption
and brake thermal efficiency using diesel engine.
2. To draw the characteristic curves for the engine using above parameters at

a. At constant load and variable speed

b. At constant speed and variable load

Apparatus:
4-Stroke, Single cylinder diesel engine test bed, Stop watch, Electric dynamometer (generator)

Procedure:

a- Variable Speed Testing with Constant Load

1. Start the engine using self-starter provided on the engine.
2. Verify that air and water circuit are running, so that to avoid overheating of the engine.
3. Adjust the throttle setting to set the engine speed at some arbitrary starting value (e.g., 700
RPM)by looking at the tachometer installed on the engine.
4. At this engine speed, note the corresponding voltage and current readings from the voltmeter
and ammeter installed on the panel.
5. Measure time for 5/10 ml fuel used from the metering column using stop watch at this speed.
6. Now increase the engine speed using throttle to some higher value, say 900 RPM and note down
the previous data.
7. Repeat the process to take measurements at least 5-6 different rotational speeds.
8. Calculate b.p, toque, sfc and Pbmep and efficiency.

b- Constant Speed with Variable Load:

1. Fix the RPM to some desired value. Now turn ‘ON’the heaters one by one to increase the load on
the engine/generator.
2. As the load increases the engine speed will drop. Adjust the throttle to maintain the speed to
take set of values with different load values and at any particular speed.
3. Repeat the process to collect data for range of speeds with different loads.

Engine Data:
Length of Stroke = 127 mm Injection Timing = 17o BTDC
Bore Diameter = 91.4 mm Generator Output = 24 KVA
Max. Engine Power @ 1500 RPM = 37.3 kW Generator Efficiency = 85%
Max. Engine Torque @1400 RPM = 248 Nm

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Measurements:
Engine Rotational Speed (RPM):
The test bed has a tachometer on it, which is useful for making engine speed adjustments using throttle.
Note the RPM readings directly from tachometer once it is stabilized and it should be used for
calculations.

Mass Fuel Flow Rate:

The mass flow rate of fuel is calculated by noting the time taken for volume of fuel used during a specific
time internal and then multiplying it with fuel density. For 10 ml fuel;
mf = (10×10-6 ml ×ρfuel)/t [kg/sec]
Where;

1 ml=10-3 litres and 1000 litres=1 m3

So 1ml=10-6m3
t = time for 5 or 10 ml

Output Voltage and Current:

The generator coupled with engine generates electricity or electric power which can be calculated by
recording values of voltage and current on the display panel. Two sets of voltmeter and ammeter each
are available on the panel. It is recommended to note values from both the meters and take average
values for calculation.

Power = Vx I (kW)
Exhaust Gas Emissions:
The exhaust gas emissions analyzer has been installed separately on the engine. A small tube inserted
into the engine exhaust pipe take the exhaust gases to the analyzer which provide the values of exhaust
gases in digital display. The analyzer is capable of measuring CO, CO2, NOx, THCs (Total hydrocarbons),
and O2.

Calculations:

Measured values:

Engine speed (RPM)= 1100 Voltage: 192.5 V

Current:11.9 A Time taken for 10ml fuel: 27.31 Sec

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Use ηg= 84% for calculations

i. Fuel Consumption:
F.C=10/27.31= 366.166E-6Ltr/sec

ii. Electric power:

Pelec= VI= 192.5*11.9=2290.75 watt

iii. Brake power:

b.P= Pelec / ηg= 2290.75/0.84 = 2727.083 watt
iv. Torque
b.p =2πNT /60 [W]
T= (b.p*60)/ 2πN = (2727.083*60)/(2*3.14*1100)
= 23.686 Nm
v. The Brake Mean EffectivePressure (Pbmep)
Pbmep = (b.p x 60)/LANk [N/m2]
Where
A= πd2/4 = 0.006561
K=1 for single cylinder engine
L= length of stroke
Pbmep= (2727.083x 60)/(0.127 x 0.006561 x 1100)
= 178545.68 Pa
vi. Specific fuel consumption (S.F.C):
s.f.c = (mfx 3600)/b.p [kg/W-hr]
Where
mf=F.Cx specific gravity
= 0.410429E-3 x 0.860= 0.0003149kg/sec
s.f.c=(0.0003149 x 3600)/2727.083
=0.0004156 kg/W-hr
vii. Brake thermal efficiency:
ηbth= b.p/ (Qhvx mf)
Where
Qhv= 44800 kj/kg for Diesel
= 2727.083/ (44800E3 x 0.0003149)
=19.33 %

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 a- Variable Speed Testing with Constant Load:

Engin Output Output Time for Brake Fuel Specific Torque Brake Break
e Voltage of Curren 10 ml Power Consumpt Fuel Mean Thermal
Speed Generator t Fuel ion Consumpti T Effectiv Efficiency
Sr V Used b.p on e η
. N (Volts) I (kW) (ltr/s) (Nm) Pressur (%)
(RPM) (A) ‘t’ sfc e
(sec) (kg/kWh) Pbmep
(N/m2)
0.2784146 26.84994 202.30 18.35257
1
800 196 9.75 30.53 2.248 7 0.000124 38 3
0.2948317 26.03034 196.18 18.90183
2
900 198.5 10.5 28.83 2.452 7 0.00012 84 3
0.3343823 22.03128 166.04 15.67300
3
1000 179 10.95 25.42 2.305 7 0.000145 51 1
0.3112413 23.68764 178.54 19.33926
4
1100 192.5 11.9 27.31 2.727 0 0.000115 33 4
0.4104297 23.09924 174.25 16.06555
5
1200 196.5 12.55 20.71 2.901 4 0.000141 12 9
0.3968253 25.62001 193.09 19.96544
6
1300 215.5 13.75 21.42 2.486 9 0.000114 03 1

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 GRAPHS

Graph b/w N(rpm) & B.p(w)

4000

3500

3000

2500
B.p (W)

2000

1500

1000

500

0
800 900 1000 1100 1200 1300 1400
N (rpm)

Comments:

In this graph the B.P is increasing with increase in RPM th e main reason is;

1- A practical way of looking at it is that the power produced by an engine is limited by the amount
of air used in combustion. The faster an engine spins, the more air per unit time moves through
the engine, the more energy is released for that unit of time and hence the brake power
increases.

2-But at much higher RPM B.P may decrease because of the following reason;

3- At high RPM horsepower decreases largely because the exhaust valves begin to 'float' -- their return
springs can't reseal the cylinder before the next ignition occurs. Thus the expanding gases leak out
before they can apply full force to the top of the piston, and power is lost.

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 Graph b/w S.F.C & RPM
0.00016

0.00014

0.00012
SFC (kg/kw.hr)

0.0001

0.00008

0.00006

0.00004

0.00002

0
800 900 1000 1100 1200 1300 1400
N (rpm)

Comments:

1- At high engine speed the fuel combustion is improved due to better mixing of fuel and air.
2- The fluctuations i this graph are due to some unknown flaws in the apparatus we used to enshrine
the procedure.

3-The fuel consumption is mostly upto how you drive. If you are at high and overtaking too much
which needs sudden power necessity it consumes more fuel to run. If you are driving at almost constant
speed let's say 80-90 kmph then it is consuming little lesser fuel.

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 Graph b/w T & RPM
28

27

26

25
Torque
T (N.m)

24

23

22

21

20
800 900 1000 1100 1200 1300 1400

N (rpm)

Comments:
1-Generally the torque decreases with the increase in RPM the reason is that at higher RPM air-fuel
mixing is affected by improper mixing as well as the opening and closing of the valves may be improper
at higher RPM.
2- These factors reduce the volumetric efficiency and thereby the torque. However, the power continues
to increase as it is a product of speed and torque.
3-As engine speed increases, it becomes increasingly hard to completely fill the cylinders with air fuel
mix, and the mix does not have as long to burn, because the engine is turning faster. There is less time
available to exhaust the burnt gases.

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 GRAPH B/W SPEED & BRAKE THERMAL EFFICIENCY
22

20

18

16
ηBTH
(%)

14

12

10
700 800 900 1000 1100 1200 1300 1400
N(RPM)

comments:
in the graph the trend is not depicting a conceivable behaviour because of some inaccuracies but in
general this trend is is increasing to a utmost extent and then begins to decrease at much higher RPMs
the reason is that at higher RPM expansion ratio is decreased and the brake thermal or simply thermal
efficiency decreases.

At idle, the thermal efficiency is zero, since no usable work is being drawn from the engine. At low
speeds, gasoline engines suffer efficiency losses at small throttle openings from the high turbulence and
frictional (head) loss when the incoming air must fight its way around the nearly closed throttle; diesel
engines do not suffer this loss because the incoming air is not throttled. At high speeds, efficiency in both
types of engine is reduced by pumping and mechanical frictional losses, and the shorter period within
which combustion has to take place. Engine efficiency peaks in most applications at around 75% of rated
engine power, which is also the range of greatest engine torque.

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 GRAPH B/W BRAKE MEAN EFFECTIVE PRESSURE &
SPEED
230
210
190
170
150
130
Pbmep
(N/m2)

110
90
70
50
30
700 800 900 1000 1100 1200 1300 1400
N(RPM)

Comments:

As Pbmep=Tnc/vdN

1-According to this formula the mean effective pressure is inversely proportional to tha RPM so when the
RPM increases the mean effective pressure decreases.

2-At higher speeds the volume displaced/sec shall be greater so the brake mean effective pressure will
decrease as it is inversely proportional to the volume displaced in the cylinder.

3-If we see with respect to torque at higher RPMs torque decreases hence brake mean effective pressure
also decreases.

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