LAB MANUAL

Internal Combustion Engine

ME-411L
Submitted to:
Sir Muhammad Usman
Submitted by:
2016-ME-175
Mirza Ayan Arsal
Department of Mechanical Engineering
University of Engineering and Technology,
Lahore
 Lab Session 01
Objective:
To draw the valve timing diagram of a 4-Stroke petrol engine.

Apparatus:
 Petrol Engine Model
 Measuring tape
 Scale
 Thread

Related theory:

4-Stroke Engine:
4-Stroke Engine is that internal combustion engine which completes its cycle in one revolution of
crankshaft and piston completes four following strokes,
1. Intake stroke
2. Compression stroke
3. Expansion stroke
4. Exhaust stroke

Valve Timing Diagram:

The movement of the piston for TDC to BDC is provided with valve timing whether an engine is 2-
stroke or 4-stroke. The valve timing diagram shows the opening and closing of the inlet and
exhaust valve according to the 4 strokes of engines or we can simply say according to the two revolutions
of the crankshaft.

Formula:
𝐷 ×360
Required angle =
𝐶𝑖𝑟𝑐𝑢𝑚𝑓𝑒𝑟𝑒𝑛𝑐𝑒 𝑜𝑓 𝑎 𝑓𝑙𝑦𝑤ℎ𝑒𝑒𝑙
Where D is the valve opening and closing position marked on the flywheel with respect to their dead
center.

Procedure:
1) First, the TDC and BDC of the engine are found correctly by rotating the flywheel and the
position are marked on the flywheel.
2) Now the circumference of the flywheel is found by using the measuring tape.
3) The flywheel is rotated and the point at which the inlet valve start opening is found out,
and its position is marked on the
flywheel.
4) Similarly, the position at which it
closes is noted.
 5) The distances are marked by using the thread with respect to their dead centers and
converted into angles.
6) The same procedure is repeated for the exhaust valve also.

Observations and calculations:

Circumference of flywheel = 83.6cm
Event Distance from dead center Valve position
(cm) (degree)
Inlet valve open 0 (from TDC) 0
Inlet valve close 13.3 (From BDC) 57.27
Exhaust valve open 8 (From BDC) 34.45
Exhaust valve close 5.7 (From TDC) 25.545

Diagram

Valve timing diagram of a 4-Stroke petrol engine

Comments:
From the valve timing diagram of four stroke petrol engine, it can be observed that:

1. The inlet valve opens before the TDC in order to get the advantage of time
required to open the inlet valve. Normally, inlet valve opens 10° before TDC.
2. The inlet valve closes after BDC to get the advantage of the momentum of rapidly
moving gases towards the cylinder. Normally, inlet valve closes 20-40° after BDC.
3. The spark or ignition occurs before TDC because some time is required for
combustion of fuel. Normally, spark or ignition starts 20-40° before TDC.
4. The exhaust valve opens before BDC so that product gases can escape to the
atmosphere quickly. Normally, the exhaust valve opens 50° before BDC.
5. The exhaust valve closes after TDC in order to clear the clearance volume from
product gases. Normally, the exhaust valve closes 10° after TDC.
6. There is some variation in experimental results due to some type of error.
 Lab Session 02
Objective:
To draw the valve timing diagram of a 4-Stroke diesel engine.
Apparatus:
 Petrol Engine Model
 Measuring tape
 Scale
 Thread

Related theory:

4-Stroke Engine:
4-Stroke Engine is that internal combustion engine which completes its cycle in one revolution of
crankshaft and piston completes four following strokes,
1. Intake stroke
2. Compression stroke
3. Expansion stroke
4. Exhaust stroke

Valve Timing Diagram:

The movement of the piston for TDC to BDC is provided with valve timing whether an engine is 2-
stroke or 4-stroke. The valve timing diagram shows the opening and closing of the inlet and
exhaust valve according to the 4 strokes of engines or we can simply say according to the two revolutions
of the crankshaft.
Formula:
𝐷 ×360
Required angle = 𝐶𝑖𝑟𝑐𝑢𝑚𝑓𝑒𝑟𝑒𝑛𝑐𝑒 𝑜𝑓 𝑎 𝑓𝑙𝑦𝑤ℎ𝑒𝑒𝑙
Where D is valve opening and the closing position marked on the flywheel w.r.t. their dead center.
Procedure:
1) First, the TDC and BDC of the engine are found correctly by rotating the flywheel and the
position are marked on the flywheel.
2) Now the circumference of the flywheel is found by using the measuring tape.
3) The flywheel is rotated and the point at which the inlet valve start opening is found out,
and its position is marked on the flywheel.
4) Similarly, the position at which it closes is noted.
5) The distances are marked by using the thread with respect to their dead centers and
converted into angles.
6) The same procedure is repeated for the exhaust valve also.
Observations and calculations:
Circumference of flywheel = 84 cm
Event Distance from dead center Valve position
(cm) (degree)
Inlet valve open 0 (from TDC) 0
Inlet valve close 9 (From BDC) 39.03
Exhaust valve open 10.3 (From BDC) 44.67
Exhaust valve close 3.6 (From TDC) 15.61

Diagram

The valve timing diagram of a 4-Stroke diesel engine.

Comments:
From the valve timing diagram of four stroke diesel engine, it can be observed that:

1. The inlet valve opens before the TDC in order to get the advantage of time
required to open the inlet valve. Normally, the inlet valve opens up to 30° before
TDC.
2. The inlet valve closes after BDC to get the advantage of the momentum of gases
rapidly moving towards the cylinder. Normally, the inlet valve closes 50° after
BDC.
3. The fuel injection starts before TDC. Normally, the fuel injection starts about 15°
before TDC.
4. The exhaust valve opens before BDC so that product gases can escape to the
atmosphere quickly. Normally, the exhaust valve opens up to 45° before BDC.
5. The exhaust valve closes after TDC in order to clear the cylinder from product
gases.
Normally, the exhaust valve closes up to 30° after TDC.
6. There is some variation in experimental results due to some type of error.
 Lab Session 03
Objective:
To draw the valve left diagram of a 4-Stroke Petrol engine.
Apparatus:
 Petrol Engine Model
 Measuring tape
 Scale
 Thread
 Dial indicator

Related theory:

4-Stroke Engine:
4-Stroke Engine is that internal combustion engine which completes its cycle in one revolution of
crankshaft and piston completes four following strokes,
1. Intake stroke
2. Compression stroke
3. Expansion stroke
4. Exhaust stroke

Valve lift timing diagram:

It shows that when inlet valve of an engine is opened and closed. One theoretical valve lift timing
diagram is shown below.

Formula:
𝐷 ×360
Required angle = 𝐶𝑖𝑟𝑐𝑢𝑚𝑓𝑒𝑟𝑒𝑛𝑐𝑒 𝑜𝑓 𝑎 𝑓𝑙𝑦𝑤ℎ𝑒𝑒𝑙
Where D is the valve opening and closing position marked on the flywheel with respect to their dead
center.
Procedure:
1) First, the TDC and BDC of the engine are found correctly by rotating the flywheel and the
position are marked on the flywheel.
2) Now the circumference of the flywheel is found by using the measuring tape.
3) The flywheel is rotated and the point at which the inlet valve start opening is found out,
and its position is marked on the flywheel.
4) Similarly, the position at which it closes is noted.
5) The distances are marked by using the thread with respect to their dead centers and
converted into angles.
6) The same procedure is repeated for the exhaust valve also.
7) Then find the valve lift of the intake and exhaust valve by dial gauge.
 8) Place the dial gauge on the desired valve while the engine is running, the left will be
calculated by reading the valve shown in the dial gauge.

Observations and calculations:

It is obvious that the maximum valve lift will take place exactly between the two events i.e. valve opening
and valve closing.
Inlet valve opens (before TDC) = 0 in
Inlet valve closes (after BDC) = 5.236 in
Exhaust valve opens (before BDC) = 3.149 in
Exhaust valve closes (after TDC) = 2.244 in
Maximum valve lift of intake valve = 0.3446 in
Maximum valve lift of exhaust valve = 0.375 in
Diagram:

Comments:
1. Valve lift is controlled by the camshaft. It can be varied by modifying the camshaft
lobe.
2. When both the inlet and the exhaust valve are opened at the same time, it is called
overlapping and it normally occurs at the start and end of each cycle.
3. Variable valve lift is mainly used to enhance engine performance while variable
valve timing is used for emissions control.
4. Indicated thermal efficiency decreases with the increase in valve lift.
 Lab Session 04
Objective:
To draw the port timing diagram of a 2-Stroke Petrol engine.

Apparatus:
 2-Stroke Petrol Engine Model
 Measuring tape
 Scale
 Thread

Related theory:

Fixing the Dead Centers

For fixing up the dead center a chalk mark is made on the piston. The flywheel is rotated. When the chalk
mark coincides with the end of the cylinder, mark position on the flywheel and it represents TDC.
Now the flywheel is again rotated and the position at which the piston reaches the lowermost position is
noted on the flywheel and it represents the BDC.

Identification of Ports
The port which has more area and is nearer to TDC is the exhaust port and the other is the inlet port.

Direction of Rotation
As the port opening and closing are symmetrical about the dead center any arbitrary direction of rotation
may be selected.
Port diagram:
Two-stroke petrol engine completes its cycle in one revolution of crankshaft. One important thing is that
compression and suction take place simultaneously and similarly it is for power and exhaust strokes.
Formula:
𝐷 ×360
Required angle = 𝐶𝑖𝑟𝑐𝑢𝑚𝑓𝑒𝑟𝑒𝑛𝑐𝑒 𝑜𝑓 𝑎 𝑓𝑙𝑦𝑤ℎ𝑒𝑒𝑙
Where D is the valve opening and closing position marked on the flywheel with respect to their dead
center.
Procedure:
1) The flywheel is rotated in any arbitrary direction.
2) During the downward transverse position when it just uncovers a port it is marked as the
opening of the port on the flywheel.
3) The rotation is further continued until the piston covers the port during its upward travel.
4) A mark is made on the flywheel against the fixed mark. This gives the closing of the port.
5) The same procedure is repeated for the other ports also.

Observations and calculations:

Circumference of flywheel = 35.8cm
 Event Distance from dead center Valve position
Cm degree
IPO 4.8 (before TDC) 48.26

IPC 6.3 (after TDC) 63.35

EPO 8.6 (before BDC) 86.48

EPC 8.6 (after BDC) 86.48

TPO 6.6 (before BDC) 66.36

TPC 6.2 (after BDC) 62.34

Diagram

Port timing diagram of a 2-stroke petrol engine

Comments:
1. A well-tuned port timing will result in better performance of engine. If the engine
port timing is not set correctly, there is a chance of leaking of the fresh charge out
of the cylinder.
2. Presence of ports is a very easy way to distinguish between a two stroke engine
and a four stroke engine. Four stroke engines don’t have any port. But these ports
must be present in two stroke engines.
3. Normally, the induction port opens for 80° approximately, exhaust port opens for
120° approximately and transfer port opens for 100° approximately.
4. But experimentally, it was observed that inlet port opens for 83.78°, transfer port
opens for 103.91° and exhaust port opens for 151.86°. This variation is due to
some type of error.
 Lab Session 05
Objective:

To investigate performance characteristics of four stroke diesel engine using engine test
bed.
5.1 Apparatus:

 Engine Test bed

 Four Stroke Diesel Engine
 Stop Watch
 Diesel as fuel
 Compression Ignition Engine

5.2 CI Engines

The compression engine is an internal combustion engine that uses the heat of compression to
ignite a fuel charge. Mechanical ignition components used in gasoline engines, such as spark plugs,
coils, and distributor assemblies, are not required for ignition. Instead, as the piston in a diesel
engine cylinder moves upward on its compression stroke, it compresses the air in the cylinder. The
air temperature in the cylinder increases to the point that the diesel fuel ignites as it is injected into
the cylinder.
Ignition because compression raises the air temperature above the fuel’s ignition temperature,
combustion occurs instantly as the fuel is injected, eliminating the need for a mechanical ignition
system. This process is called compression ignition. The elimination of spark plugs, coils, ignition
wiring, distributors, and transistorized ignition controls is a major factor in the diesel’s simplicity
and maintenance economy. It also eliminates systems that are the cause of many performance
problems in gasoline engine.

Engine Working

5.3 Engine Test Bed

Laboratory testing of internal combustion engines is an important topic on many mechanical,

automotive and energy engineering and it is a vital part of the product development and quality
control processes within the automotive manufacturing industry. The larger units may be
customized with dynamometers for higher speeds and/or power outputs, modified for more exotic
fuel mixtures or designed specifically to meet Formula requirements. Large multi-cylinder units
can allow petrol and diesel engines to be exchanged easily by the end user and others have
permanently fixed engines.
 Output Panel
Cooling Water Flow rate

Inlet manifold

Fuel tank

Engine head

Motor
Inlet air hose

Fuel tank and miscellaneous Engine Components

 Exhaust pipe

Cylinder arrangement
Fuel injector

Battery

Engine Components manometer

Output Control Panel

Output Control Panel

 30 ml

50 ml

70 ml

Fuel Metering

5.4 Procedure

 Firstly, engine is attached with the engine bed

 Make sure that the sensors and pressure gauges of engine bed should be in working
condition
 Start the engine and measure temperatures from the engine bed sensors
 Measure engine speed, dynamometer load and governor position
 Exhaust gas pressure and lube oil pressure are measured by pressure gauges
 Suction air pressure difference is measured by manometer on engine bed
 Remember, suction air pressure is atmospheric
 Time is measured on stop watch for 30ml diesel fuel and from this fuel consumption rate
is calculated and flowmeter is used to calculate cooling water flow
 These values are used to calculate the different parameters like charge efficiency,
volumetric efficiency, specific fuel consumption, brake thermal efficiency, Air to fuel
ratio etc.
5.5 Observation and Calculation
Specifications and fluids properties

1. Diameter of air nozzle 51mm 7. Atmospheric Pressure 100.93 kPa

2. Stroke 92mm 8. Density of air 1.2 kg/m3
3. Bore 89mm 9. Density of diesel 880 kg/m3
4. Swept volume 2289 ml 10. Compression ratio 21.9
5. Calorific Value 44 MJ 11. Fuel Specific weight 0.85
6. Torque arm 0.2865 m
Specifications

Specifications
1 Engine Model TD23
2 No. of Cylinders 4
3 No. of cycles 4
4 Load Cell 98.7 N
5 Dynamo model EWS-150-L
6 Output max 44.13 kW
5.6 Formula of Calculation

1. Weight flow of air

𝜋
Gs = α * ε * 4 * 𝑑 2 * √2 ∗ 𝑃𝑎 (𝑃1 − 𝑃2) ∗ 103
𝑃𝑎−𝜑𝑃𝑠 273
Pa = PN * + 𝑃𝑤
101.3 273+𝜃
Where
Gs= Weight of flow of intake air (kg/s)
α= The flow coefficient for round nozzle through non-suction pipe (0.822)
ε= Co-efficient of incompressible fluid to compressible fluid
𝑃1−𝑃2
Relation of 𝑌 =
𝑃2
d= Inner diameter of round nozzle
Pa= sp. Wt of wet air, at room temp. of 0 ° C absolute pressure of Pa (kPa) and relative humidity
of φ
P1-P2= Differential pressure across round nozzle
Pn= Specific wt. of dry air at temp. of 0°C
Ps= Pressure of saturated water vapor at temp. of 0° C
2. Charging Efficiency
𝐺𝑠 ∗ 𝑎
ɳ𝑐 = ∗ 60 ∗ 100
𝜌˳ 𝑁 𝑉

ɳc= Charging Efficiency

Gs=Weight rate of air Intake
ρ˳= density of air at standard condition (temperature of 25°C and dry atmospheric pressure
99kPa)
a= (no. of cycle)/2
N= rotational speed of Engine crank shaft
V=piston swept Volume (m3 )
3. Volumetric Efficiency
𝐺𝑠 ∗ 𝑎
ɳ𝑣 =
𝜌𝑎 𝑁 𝑉
Where
ρa= Specific weight of air room temp of 0°C, absolute pressure of Pa (kPa) and relative humidity
φ
4. Air fuel ratio
𝐺𝑠
𝑅= ∗ 3600
𝐹∗𝑟
Where
R= Air fuel ratio
F=Fuel consumption (L/h)
r= specific weight of fuel (g/ml) at test temperature
5. Express air Factor
𝑅
𝜆=
𝑅˳
R= Air fuel ratio practical
R˳=Theoretical air fuel ratio
6. Fuel consumption and specific fuel consumption (F,g)
𝑏 3600
𝐹= ∗
𝑡 1000
𝐹
𝑔= ∗ 𝑟 ∗ 1000
𝑃˳
F: fuel consumption (L/h)
B: fuel consumption during t second (ml)
t: time interval during fuel consumption measurement (sec)
g: brake specific fuel consumption
P˳: shaft output
7. Weight rate of exhaust gas
𝐹 ∗ 𝑟 𝑘𝑔
𝐺𝑔 = 𝐺𝑠 + ( )
3600 sec
8. Fuel Energy Qf:
 𝑘𝐽
𝑄𝑓 = 𝐻. 𝐹. 𝑟 ( )
ℎ𝑟
9. Horse Power equivalent (Lf):

𝐿𝑓 = (𝐻. 𝐹. 𝑟)/3600
H: calorific value of fuel (44 MJ/kg for diesel)
F: fuel consumption (L/hr.)
r: specific weight of fuel at test temperature (g/ml)
Lf: horse power equivalent of fuel consumption (kW)
3600: 1 𝑘𝑊 = 3600 𝑘𝐽/𝑘𝑔
3600 − 𝑃
ɳ𝑒 = ∗ 100
𝑄𝑓
𝑃˳
ɳ𝑒 = ∗ 100
𝐿𝑓
P˳=shaft output (kW)
10. Engine output power and torque

𝑇 = 𝑊𝐿
2 ∗ 𝜋 ∗ 𝑊 ∗ 𝐿 ∗ 𝑁𝑝
𝑃=
60 ∗ 1000

Fig 14: Relation of Temperature, Saturation Pressure and Vapor Density

5.7 Observations & Calculations
 Measured parameters

Suction Air Pressure

Cooling Water Flow

Dynamometer Load

Cooling Water Inlet

outlet Temperature
Fuel Consumption

Fuel Consumption

Lube Oil Pressure

Suction Air Diff.

Fuel Measuring
Governor Level

Cooling Water
Engine Speed

Temperature

Temperature

Temperature

Temperature
Exhaust Gas

Exhaust Gas
Suction Air
Serial No.

Lube Oil
Pressure

Pressure
Position

Time

Rate
Sr.# THN W N tg1 PB P1-P2 b t f pg tg2 Gw tw1 tw2 pl tl
% N rpm ºC kPa kPa ml sec L/hr. kPa ºC L/hr. ºC ºC kPa ºC
1 2 220 854 28.5 100.93 0.02 30 51.3 2.105 0.1 183 200 27.5 39 0.480 34
2 8 400 1000 28.8 100.93 0.028 30 26.3 4.106 0.1 359 200 27.6 53.6 0.460 43
3 10 400 1100 29.1 100.93 0.037 30 23.6 4.568 0.1 400 200 27.6 68.8 0.420 52

Calculated parameters
Saturation Pressure

Brake Specific Fuel

Thermal Efficiency
Air Fuel Ratio
Air Flow Rate

Consumption
Brake Power

Volumetric
Efficiency
Torque
Serial No.

Ps Gs A/F T Ps BSFC Η V
kPa Kg/sec - Nm kW kg/kW.hr % %
1 3.892 0.011 22.831 63.03 5.634 0.329 25.763 61.017
2 3.982 0.013 13.839 114.6 11.995 0.301 28.12 61.699
3 4.028 0.015 14.292 114.6 13.194 0.305 27.8 64.513
5.8 Plots
27.5

27
THERMAL EFFICIENCY (%)

26.5

26

25.5

25

24.5
800 850 900 950 1000 1050 1100 1150
ENGINE SPEED (RPM)

RPM vs Thermal Efficiency of CI Engine

450

400

350
Exhaust Temperature (°C)

300

250

200

150

100

50

0
800 850 900 950 1000 1050 1100 1150
Engine Speed (rpm)

RPM vs Exhaust Temperature of CI Engine

 0.32

Specific Fuel Consumption (kg/kWh)

0.315

0.31

0.305

0.3

0.295

0.29

0.285
800 850 900 950 1000 1050 1100 1150
Engine Speed (rpm)

RPM vs SFC of CI Engine

75
70
Cooling Water Outlet

65
Temperature(°C)

60
55
50
45
40
35
30
800 850 900 950 1000 1050 1100 1150
Engine Speed (rpm)

RPM vs Cooling Water Outlet Temperature

Comments:
 Brake Thermal Efficiency: As the engine speed is increased, the brake thermal
efficiency increases because the brake power developed by the engine is increasing at
higher speed up to a certain level. The power developed should be higher at higher speed
as they have a direct relation up to a certain level after which it will decrease because of
the very high frictional losses.
 Water Outlet Temperature: As the engine speed increases, the water outlet temperature also
increases which indicates that at higher rpm, the friction also increases, and more heat is
developed, and the temperature is increased, so as a result more heat energy is transferred to
water.
 Brake Specific Fuel Consumption: The brake specific fuel consumption is decreasing with
increase in engine speed as shown in the graph because the power developed is increasing and
 less fuel is being consumed to produce more power as the speed reaches optimized conditions
after which it will start decreasing.
 Exhaust Gas Temperature: The exhaust gas temperature is increasing with the increase
in engine speed because the friction is high at high rpm so more heat is generated as a
result of which temperature is increased in the exhaust.
 Lab Session 06
Objective:

To investigate performance characteristics of four stroke petrol engine using engine test bed.

Theory

A petrol engine (known as a gasoline engine in North

America) is an internal combustion engine with
spark-ignition, designed to run on petrol (gasoline)
and similar volatile fuels. It differs from a diesel
engine in the method of mixing the fuel and air, and
in the fact that it uses spark plugs to initiate the
combustion process. In a diesel engine, only air is
compressed (and therefore heated), and the fuel is
injected into the now very hot air at the end of the
compression stroke, and self-ignites. In a petrol
engine, the fuel and air are usually pre-mixed before
compression (although some modern petrol engines
now use, cylinder-direct petrol injection).

1. The induction stroke, during which the combustible charge of air and fuel is taken into the
combustion chamber and cylinder, as a result of the partial vacuum or depression created by the
retreating piston.
2. The compression stroke, which serves to raise both the pressure and temperature of the
combustible charge as it is compressed into the lesser volume of the combustion chamber by the
advancing piston.
3. The power stroke, immediately preceding which the combustible charge is ignited by the
sparking plug and during which the gases expand and perform useful work on the retreating piston.
4. The exhaust stroke, during which the products of combustion are purged from the cylinder and
combustion chamber by the advancing piston, and discharged into the exhaust system.
It thus follows that one entire cycle of operations occupies two complete revolutions of the engine
crankshaft. Since energy is necessarily required to carry out the initial induction and compression
strokes of the engine piston before firing occurs, an electrical starter motor is used for beginning
cranking of the engine. Once the engine is running the energy required for performing subsequent
induction, compression and exhaust strokes is derived from the crankshaft and flywheel system,
by virtue of its kinetic energy of rotation. Kinetic energy is a term used to communicate the energy
possessed by a body due to its mass and motion. The theory of an engine flywheel is therefore to
act as a storage reservoir for rotational kinetic energy, so that it absorbs energy upon being speeded
up, and sends it when slowed down.
In the four-stroke cycle, the engine inlet and exhaust valves perform the functions of admitting the
combustible charge before its compression, and releasing the burnt gases after their expansion.
The opening and closing of the inlet and exhaust valves are not, in real practice, timed to coincide
exactly with the beginning and ending of the induction and exhaust strokes; nor is the spark timed
to occur exactly at the beginning of the power stroke. At a later stage the reasons for these
departures in valve and ignition timing from the fundamental four-stroke operating cycle will be
made clear.
Procedure

 Firstly, engine is attached with the engine bed

 Make sure that the sensors and pressure gauges of engine bed should be in working
condition
 Start the engine and measure temperatures from the engine bed sensors
 Measure engine speed, dynamometer load and governor position
 Exhaust gas pressure and lube oil pressure are measured by pressure gauges
 Suction air pressure difference is measured by manometer on engine bed.
 Remember, suction air pressure is atmospheric
 Time is measured on stop watch for 30ml diesel fuel and from this fuel consumption rate
is calculated and flowmeter is used to calculate cooling water flow
 These values are used to calculate the different parameters like charge efficiency,
volumetric efficiency, specific fuel consumption, brake thermal efficiency, Air to fuel
ratio etc.

Observation and Calculation

Table 1: Specifications and conditions

1. Diameter of air nozzle 48mm 6. Atmospheric Pressure 100.93 kPa

2. Stroke 82mm 7. Density of air 1.2 kg/m3
3. Bore 89mm
4. Swept volume 1487 ml
5. Torque arm 0.2865 m
Table 2: Specifications

Specifications
1 Engine Model A15
2 No. of Cylinders 4
3 No. of cycles 4
4 Load Cell 980.7 N
5 Dynamo model EWS-150-L
 6 Output max 54.43W

Formula of Calculation

1. Weight flow of air

𝜋
Gs = α * ε * 4 * 𝑑 2 * √2 ∗ 𝑃𝑎 (𝑃1 − 𝑃2) ∗ 103
𝑃𝑎−𝜑𝑃𝑠 273
Pa = PN * + 𝑃𝑤
101.3 273+𝜃
Where
Gs= Weight of flow of intake air (kg/s)
α= The flow coefficient for round nozzle through non-suction pipe (0.822)
ε= Co-efficient of incompressible fluid to compressible fluid
𝑃1−𝑃2
Relation of 𝑌 = 𝑃2
d= Inner diameter of round nozzle
Pa= sp. Wt of wet air, at room temp. of 0 ° C absolute pressure of Pa (kPa) and relative humidity
of φ
P1-P2= Differential pressure across round nozzle
Pn= Specific wt. of dry air at temp. of 0°C
Ps= Pressure of saturated water vapor at temp. of 0° C
2. Charging Efficiency
𝐺𝑠 ∗ 𝑎
ɳ𝑐 = ∗ 60 ∗ 100
𝜌˳ 𝑁 𝑉
ɳc= Charging Efficiency
Gs=Weight rate of air Intake
ρ˳= density of air at standard condition (temperature of 25°C and dry atmospheric pressure
99kPa)
a= (no. of cycle)/2
N= rotational speed of Engine crank shaft
V=piston swept Volume (m3 )
3. Volumetric Efficiency
𝐺𝑠 ∗ 𝑎
ɳ𝑣 =
𝜌𝑎 𝑁 𝑉
Where
ρa= Specific weight of air room temp of 0°C, absolute pressure of Pa (kPa) and relative humidity
φ
4. Air fuel ratio
𝐺𝑠
𝑅= ∗ 3600
𝐹∗𝑟
Where
R= Air fuel ratio
F=Fuel consumption (L/h)
r= specific weight of fuel (g/ml) at test temperature
5. Express air Factor
𝑅
𝜆=
𝑅˳
R= Air fuel ratio practical
R˳=Theoretical air fuel ratio
6. Fuel consumption and specific fuel consumption (F,g)
𝑏 3600
𝐹= ∗
𝑡 1000
𝐹
𝑔= ∗ 𝑟 ∗ 1000
𝑃˳
F: fuel consumption (L/h)
B: fuel consumption during t second (ml)
t: time interval during fuel consumption measurement (sec)
g: brake specific fuel consumption
P˳: shaft output
7. Weight rate of exhaust gas
𝐹 ∗ 𝑟 𝑘𝑔
𝐺𝑔 = 𝐺𝑠 + ( )
3600 sec
8. Fuel Energy Qf:
𝑘𝐽
𝑄𝑓 = 𝐻. 𝐹. 𝑟 ( )
ℎ𝑟
9. Horse Power equivalent (Lf):

𝐿𝑓 = (𝐻. 𝐹. 𝑟)/3600
H: calorific value of fuel (44 MJ/kg for diesel)
F: fuel consumption (L/hr)
r: specific weight of fuel at test temperature (g/ml)
Lf: horse power equivalent of fuel consumption (kW)
3600: 1 𝑘𝑊 = 3600 𝑘𝐽/𝑘𝑔
3600 − 𝑃
ɳ𝑒 = ∗ 100
𝑄𝑓
𝑃˳
ɳ𝑒 = ∗ 100
𝐿𝑓
P˳=shaft output (kW)
Observations & Calculations
 Observed parameters

Fuel Consumption Rate

Lube Oil Temperature

Exhaust Gas Pressure
Fuel Measuring Time

Cooling Water outlet

Suction Air Pressure

Cooling Water Flow

Dynamometer Load

Cooling Water Inlet

Fuel Consumption

Lube Oil Pressure

Suction Air Diff.
Governor Level

Engine Speed

Temperature

Temperature

Temperature

Temperature
Exhaust Gas
Suction Air
Serial No.

Pressure
Position

P1- b t f pg tg2 Gw tw1 tw2 pl tl

Sr# THN W N tg1 PB P2
% N rpm ºC kPa Pa ml sec l/hr Pa ºC l/hr ºC ºC MPa ºC
1 30 85 1600 23 100.93 35 30 21.78 4.96 200 48 150 27.3 44.2 0.6 26
2 30 72 1800 23.2 100.93 40 30 20.85 5.18 200 57 150 27.4 43.1 0.6 32
3 30 60 2000 23.3 100.9 40 30 21.64 5 1300 67 150 27.4 58.1 0.65 37
4 30 50 2200 23.4 100.9 40 30 20.12 5.37 1500 74 150 27.4 68.9 0.65 41

Calculated Parameters
Saturation Pressure

Brake Specific Fuel

Thermal Efficiency
Air Flow Rate

Consumption
Torque

Power
A/F
Serial No.

Ps Gs tg1 Ps bsfc Η
Pa Kg/sec Nm Watt Pa %
1 2.79 0.01342 13.53 24.35 4078.23 0.8754 8.86
2 2.83 0.01434 13.84 20.63 3886.32 0.9596 8.08
3 2.85 0.01434 14.36 17.19 3598.44 0.9986 7.77
4 2.87 0.01434 13.35 14.32 3298.57 1.1716 6.62

Plots
 Suction Air Temperature Exhaust Gas Temperature
Cooling Water Inlet Temperature Cooling Water outlet Temperature
80

70

60
Temperature

50

40

30

20

10

0
1500 1600 1700 1800 1900 2000 2100 2200 2300
Engine Speed (RPM)

Plot 1: RPM vs Various Temperatures of SI Engine

1.2

1.15

1.1

1.05
bsfc

0.95

0.9

0.85

0.8
1500 1600 1700 1800 1900 2000 2100 2200 2300
Engine Speed (RPM)

Plot 2: RPM vs BSFC of SI Engine

 26

24

22

20
Torque

18

16

14

12
1500 1600 1700 1800 1900 2000 2100 2200 2300
Engine Speed (RPM)

Plot 3: RPM vs Torque of SI Engine

9.5

9
Brake thermal efficiency

8.5

7.5

6.5

6
1500 1600 1700 1800 1900 2000 2100 2200 2300
Engine Speed (RPM)

Plot 4: RPM vs Brake Thermal Efficiency of SI Engine

Comments

 As the engine speed increases, more heat is generated in the engine. So, the temperature of
the combustion gases increases. Also, the cooling water exits the engine at higher
temperature at higher RPMs as it absorbs more heat. So, the cooling water exit temperature
and the exhaust gases temperatures increases with increase in the engine speed.
 Brake thermal efficiency decreases with increase in temperature due to more losses at
higher rpm.
 Brake specific fuel consumption increases with increase in the engine speed. At higher
RPMs, the fuel consumption also increases.
 Lab session: 07
Objective:
To investigate exhaust emission of 4-stroke petrol engine using engine test bed and exhaust analyser.
Apparatus:
 4-stroke petrol engine
 Test bed
 Exhaust gas analyser

Related Theory:
The gaseous nature of the fuel/air mixture in an LPG vehicle’s combustion chambers eliminates the cold-
start problems associated with liquid fuels. LPG defuses in air fuel mixing at lower inlet temperature
than is possible with either gasoline or diesel. This leads to easier starting, more reliable idling,
smoother acceleration and more complete and efficient burning with less unburned hydrocarbons
present in the exhaust. Also, because LPG enters an engine’s combustion chambers as a vapour, it does
not strip oil from cylinder walls or dilute the oil when the engine is cold. This helps to have a longer
service life and reduced maintenance costs of engine. Also helping in this regard is the fuel’s high
hydrogen-to-carbon ratio (C3H8), which enables propane-powered vehicles to have less carbon build-up
than gasoline and diesel-powered vehicles. LPG delivers roughly the same power, acceleration, and
cruising speed characteristics as gasoline. Its high octane rating means engine’s power output and fuel
efficiency can be increased beyond what would be possible with a gasoline engine without causing
Destructive Knocking. Such fine-tuning can help compensate for the fuel’s lower energy density. The
higher ignition temperature of gas compared with petroleum based fuel leads to reduced auto ignition
delays, less hazardous than any other petroleum based fuel and expected to produce less CO, NOx
emissions and may cause less ozone formation than gasoline and diesel engines.

Procedure:
1) Attach the engine with the engine bed
 2) It is essential to check that whether the all sensors and gauges are connected properly or
not
3) Run the engine and take the readings of temperature from the engine bed sensors
4) observe engine rpm, load and governor position
5) readings of lube oil pressure and Exhaust gas pressure are taken by pressure gauges
6) Readings of Suction air pressure change is taken by manometer
7) Note the time for the 30 ml fuel consumption
8) Calculate the mass flow rate
9) use these readings to compute the
10) Charge efficiency, volumetric efficiency, specific fuel consumption, brake thermal
efficiency, Air to fuel ratio etc.

Observations:
RPM HC NOx CO O2 AFR EGP LOB Rev Load FC
2000 2840 2.1 2870 0.46 51.45 0 0.37 2000 90 17.2
2500 2580 1.9 1673 0.61 51.15 0 0.39 2500 67 14.5
3000 2810 2.0 2423 0.62 48.40 0 0.4 3000 46 14.3
3500 3020 2.1 3007 0.69 45.27 0 0.405 3500 27 14.8
4000 3200 2.1 3178 0.68 43.95 0 0.4 4000 12 14.2
4500 2530 1.9 3068 0.60 52.47 0 0.41 4500 0 14.2

Conclusion:
In this exhaust emission test five types of emission are to be tested. These emissions are CO, CO2, HC,
O2, and NOx. These are five types of emission are test will be performed on four stroke SI engine. Engine
emitted CO emission in various speed, LPG system has been CO emission emitted less than petrol
system. The CO emission is reducing in LPG then Gasoline for same load and rpm in Direct injection.
Engine speed and load increases, so increasing percentage of CO in petrol system. As compare to
gasoline HC is low in LPG direct injection as load increase HC increases. In HC emission also more in
petrol system. Engine speed and load increases, so increasing percentage of HC in petrol system. HC
emitted percentage is high in petrol system because hydrogen and carbon contain in petrol (C8H18) is
high and low calorific value than LPG. Also petrol is in the liquid state and LPG is in gaseous state. The
CO2 emission of LPG is also lower than Gasoline for same load and rpm In-Direct injection. In CO2
emission in petrol system is always be more than LPG.

Comments:
Carbon contain is less and calorific value is more so LPG is emitted CO2 less than petrol. Engine speed
and load increases. NOx is slightly increases in LPG In-Direct injection. In The results regarding NOx also
indicate that NOx emission from LPG is higher than petrol. Combustion temperature is high in LPG
system NOx emission is high in LPG because CV of LPG higher than petrol. In NOx emission also more in
LPG system.
We can affirm that SDI system in motorcycle engine can help to improve air quality and reduce
greenhouse gas. To become a viable product, the SDI system should reduce CO2, as well as exhaust
pollution. This could be achieved with a method that allows switching between stratified mixture at low
load, and a homogeneous mixture at full load. This cannot be done in the current design. The SDI engine
could have better results with CO2 and exhaust emission if there were an increase in the stratification of
mixture. Liquefied petroleum gas (LPG) in gaseous phase could be an alternative fuel for an SDI system.
Previous research has observed that the brake-mean-effective pressure (BMEP) of gasoline is higher
than LPG, while LPG fuel consumption and emission, which includes CO, HC and CO2, are lower than
gasoline.
 Lab session: 08
Objective:
To investigate performance of Ethanol and Gasoline mixture using small Transparent Engine
Test Bed.
Apparatus:
• Engine setup
• Test bed with Dynamometer
• Stop Watch
• Air Compressor

Set up figures

Figure 1: Transparent engine cylinder

Figure 2: Engine test controls

Consumables

Gasoline fuel

Ethanol fuel

Procedure

1. Setup the apparatus.

2. Check the working of engine by starting it with dynamometer.

3. Turn on the air flow from cooling apparatus.

4. Fill the fuel tank with gasoline and ethanol mixture.

5. Set appropriate value of load on engine test bed.

6. Start the engine by pulling the thread.

7. Adjust the air fuel ratio by adjusting the valve.

8. Note the readings for torque, pressures, current and voltage.

9. Repeat the experiment by varying loads and speeds.

Observations and Calculations: -

The observed values are tabulated in the table given below.

Load, torque, cylinder pressure and Brake Power

Sr.No. Load Speed Torque Manifold Cylinder Voltage Current Brake

Pressure Pressure Power
% rpm Nm cm Hg Psi V A W

1 50 1000 0.22919 0 2 6 4 24

2 50 1500 0.222823 0 1.8 5 7 35

3 20 1700 0.235931 0 1.8 6 7 42

 4 20 2100 0.218276 0 2 6 8 48

Graphs

0.238
0.236

0.234
0.232
0.23
0.228
0.226

0.224
0.222
0.22
0.218
0.216
900 1100 1300 1500 1700 1900 2100 2300
Speed(N), RPM
 60

50

40

30

20

10

0
900 1100 1300 1500 1700 1900 2100 2300
Speed(N), RPM)

Comments
 From the above-mentioned-graphs, brake power increases with the increase of the speed.
 Bio diesel has comparatively less efficient as compared with the diesel of crude oil but is
less expensive as well as it is environment friendly.
 With the increase of the speed there is decreasing in the torque indicates the fact that after
1700 rpm there is an increase in the friction that cause torque to be decrease, in biodiesel
engine most of the power is used to reduce emissions.