Laboratory Manual

for

Heat Engine & Unconventional fuels Lab

Department of Mechanical Engineering

Dr. B R Ambedkar NIT Jalandhar

Page 1 of 10
Experiment- 1: To measure the properties of the fuel
(a) Acid Number
(b) Viscosity of oils/ liquid fuels
(c) Density and specific gravity of oils/ liquid fuels

(a) To Determine the Acid Number of Oils/liquid fuels.

Apparatus:
Burette, pipette, conical flask, weighing machine etc.
Chemicals:
Isopropyl alcohol, 0.1N KOH solution, Phenolphthalein etc.
Theory:
Acid number is the measure of the amount of free acids (as fatty acids) in a substance (as an oil or
resin) usually expressed as number of milligrams of KOH required to neutralize the free acid present in one
gram of oil sample. In good lubricating oil acid value should be minimum, an increase in acid value should be
taken as an indicator of oxidation of oil which may lead to gum and sludge formation decides corrosion.
Procedure:
1) Weight approx. 0.5 gram of the sample in conical flask.
2) Add 50 ml of isopropyl alcohol in it.
3) Add 4-5 drops of phenolphthalein indicator in it and thoroughly mix the solution.
4) Titrate the solution with 0.1 N KOH solution till the color of solution is faint pink color.
Observation table:

Sample Weight of Burette Reading (ml) Volume of KOH used (ml)

Name sample (gm) Initial (I) Final (F) (I – F)

Calculations:
Acid Number is calculated as,

Result table:

S. No. Sample Name Acid Number (mg KOH/g)

Results:

Acid Number of the given sample is ____________ mg KOH/g.

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(b) To Determine the Kinematic viscosity of Oils/liquid fuels.
Apparatus:
Visco bath with temperature controller, viscometer capillary, stop watch etc.
Theory:

The viscosity of a fluid is a measure of its resistance to gradual deformation by shear stress or tensile stress.
Viscosity is a property of the fluid which opposes the relative motion between the two surfaces of the fluid in a
fluid that are moving at different velocities. The viscosity obtained from this instrument is typically reported as
kinematic viscosity. The kinematic viscosity can be defined as the viscosity of the fluid divided by its density

Where, ν is the kinematic viscosity in mm2/s, also known as cSt (centistokes)

µ is dynamic viscosity
ρ is density of fuel sample
Procedure:
1. Clean the viscometer tube using a suitable solvent.
2. Fill the viscometer tube with sample up to the required mark.
3. Place the viscometer tube into the holder and insert it inside the constant temperature bath.
4. Allow approximately 10 minutes for the sample to come to the bath temperature at 40°C.
5. Use suction pump to draw the sample above the indicated mark.
6. To measure the efflux time, allow the sample to flow freely down past mark and measured the time for
the sample to pass from the required marks.
Observation table:

S. No. Sample name Efflux time (sec)

Calculations:
Calculate the kinematic viscosity in centistokes of the sample by multiplying the efflux time in seconds by the
viscometer constant.
ν=Ct
Where, ν= kinematic viscosity, mm2 /s.
C= viscometer constant, mm2 /s2
t= flow time, s
Result table:

S. No. Sample Name Kinematic viscosity (cSt)

Page 3 of 10
Results:

Kinematic viscosity of the given sample is ____________ cSt.

(c) To determine density and specific gravity of oils/ liquid fuels.

Apparatus:
Bottles with suitable solvents for cleaning, Density meter.
Theory:
The density, or more precisely, the volumetric mass density, of a substance is its mass per unit volume. Density
meter involves the principal of U-tube oscillation as a technique to determine the density of liquids based on an
electronic measurement of the frequency of oscillation, from which the density value is calculated.
Procedure: -
1. Switch on the instrument and allow it to stand for attaining set temperature.
2. Take about 20 ml of sample in sample injector.
3. Inject the sample into the equipment.
4. The instrument will automatically measure the density.
5. After measuring the sample will be washed out with solvent.
Observation table:

S. No. Sample name Density Specific gravity

Results:

The density of sample is observed as ____________Kg/m3.

The specific gravity of sample is observed as ____________ Kg/m3.

Experiment 2
Page 4 of 10
 Aim: Study of Performance and Combustion characteristics on Single Cylinder DI engine.

Description: The setup consists of single cylinder, four stroke, Diesel engine connected to Eddy current
dynamometer for engine loading. The setup has independent panel box consist of manometer for air flow, fuel
tank, fuel measuring unit, digital speed indicator. Engine jacket cooling water inlet/outlet and calorimeter
inlet/outlet temperature is measured with thermocouples. Rotameters are provided for water flow measurement
of engine and calorimeter.

The setup enables study of engine for brake power, brake mean effective pressure (BMEP), brake thermal
efficiency, volumetric efficiency, specific fuel consumption, air fuel ratio and heat balance.

Procedure:

 Ensure cooling water circulation for eddy current dynamometer, engine and calorimeter.
 Start the set up and run the engine at no load for 4-5 minutes.
 Switch on the computer and run the “Enginesoft”.
Engine specifications:

Make Kirloskar, Model TV1, Type Single cylinder, 4 stroke Diesel, water
cooled, power 5.2 kW (7 BHP) at 1500 rpm, stroke 110 mm, bore 87.5 mm.
Engine
compression ratio 17.5:1, capacity 661 cc.

Eddy current
Dynamometer
With universal joints
Cardan shaft
M S fabricated with orifice meter and manometer
Air box
Capacity 15 lit with glass fuel metering column
Fuel tank
Type Pipe in pipe
Calorimeter
Thermocouple, Type K
Temperature sensor
Load cell, type strain gauge, range 0 50 Kg
Load sensor
Digital, Range 0 50 Kg, Supply 230VAC
Load indicator
Engine cooling 40 400 LPH; Calorimeter 10 100 LPH
Rotameter

Observation Table:

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 Coolin Coolin calorimete calorimete Exhaust Exhaust
g water g water r Inlet r Outlet gas to gas to
inlet outlet water temp water temp Calorimete Calorimete
temp to temp to r Inlet r Outlet
engine engine Temp Temp
spee load(kg C T1 T2 T3 T4 T5 T6 Air Fuel Water Water
d ) Ratio mmw cc/mi Flow Flow
c n of calorimete
Engin r
e lph
1500 2 17.5:
1
1500 4 17.5:
1
1500 8 17.5:
1
1500 12 17.5:
1
1500 16 17.5:
1
1500 20 17.5:
1

Calculations:

Air
Brake FP IP flow Fuel BSFC
Torque power (KW (kw (kg/h (kg/h Mech. (Kg/KWH Vol. A/F
(Nm) (kw) ) ) BMEP IMEP ) ) BTHE% ITHE% Eff % ) Eff. ratio

Formulae Used

1. Torque (Nm): Load (kg)* 9.81*Dynamometer Arm Length

2. Brake Power (kw):
3. Frictional Power (kw): IP-BP
4. IP:
5. BMEP (bar): ; k= no of cylinders, N = rpm
6. IMEP (bar): ; k= no of cylinders, N = rpm

Page 6 of 10
7. Air Flow (kg/hr):
8. Fuel Flow (kg/hr):
9.

where, BP = Brake power

= Mass flow rate of fuel, and

= Calorific value of fuel.

10.

where, IP = Indicated power,

= Mass flow rate of fuel, and

= Calorific value of fuel.

11.

where, BP = Brake power,

IP = Indicated power

12. Volumetric efficiency:

Where n= 1 for the two stroke engine and n= 2 for four stroke engine

D = Diameter of cylinder in m,

= Air density at working condition in kg/m3

N= Revolution per minute

n= No of strokes

Combustion Analysis

The various parameters to be study during combustion analysis are:

1) Cylinder pressure crank angle diagram
2) Rate of heat release
3) Ignition delay
4) Combustion duration
5) Peak pressure

1. Cylinder pressure crank angle diagram

The cylinder pressure characterizes the ability of the fuel to mix well with air and burn. In a compression-
ignition engine, the peak cylinder pressure depends on the burned fuel fraction during the premixed burning
phase. The premixed combustion phase is controlled by the ignition delay, spray envelops and the fuel–air
mixture formation during that delay. Therefore, the viscosity and volatility of the fuel have very important role
to increaseatomization rate and to improve air fuel mixing formation.

2. Rate of heat release

Heat release diagram is a quantitative description of timely burning of fuel in engine. It has a major effect on
cycle efficiency and maximum cylinder pressure. Because of the vaporization of the fuel during ignition delay, a
negative heat release is observed at the beginning and, after the combustion is initiated, it becomes positive.In
general, during the ignition delay, the fuel droplets spreadover a wide area around fresh air to form the fuel–air
mixture.Once the ignition delay is over, the premixed fuel–air mixture burns, releasing heat at a very rapid rate,

Page 7 of 10
after which diffusion combustion takes place. The heat release rate can be calculated by formula developed by
Krieger and Borman

Where,
Qn = Heat Release rate
λ = Specific heat ratio (usually its value from 1.3 to 1.35)
P= Instantaneous cylinder pressure
V= Instantaneous cylinder volume

3. Ignition delay
Ignition delay may be defined as the time lag between the commencement of diesel injection into the cylinder
and the point of first detectable rise in cylinder pressure due to exothermic energy release within the mixture. It
generally refers to the time difference between the start of injection and start of combustionin which each
droplet gets ready for combustion by being atomized, vaporized, mixed with air, ignited through auto ignition
and burned.

4. Combustion duration
The combustion duration was calculated based on the duration between the start of combustion and 90%
cumulative heat release.

5. Peak pressure
The cylinder pressure characterizes the ability of the fuel to mix well with air and burn. In a compression-
ignition engine, the peak cylinder pressure depends on the burned fuel fraction during the premixed burning
phase.

Experiment 3

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Study of Various sensors and actuators required for an open ECU based
CRDi engine

Sensors and Actuators used

Engine sensors in a vehicle are incorporated to provide the correct amount of fuel for all
operating conditions. A large number of input sensors are monitored by the engine control
unit. Today, sensor technology has become common in modern vehicles. Sensors enhance
safety of the people - both on board and on road, control vehicle emissions and make vehicles
more efficient. In this article, we will discuss different types of engine sensors used in
modern vehicles.

Accelerator pedal position sensor (APP)

The AAP sensor is also involved in converting the movement of the accelerator pedal into an
electronic signal, which then initiates the opening or closing of the throttle body. The
accelerator position information is transferred to the throttle actuator control (TAC) module
and the powertrain control module (PCM).

The PCM system receives and processes the electrical signals from the ACC sensors, along
with signals from the direct current (DC) motor, which sets the throttle plate through a
throttle cable. When the driver presses down on the accelerator pedal, the pressure rotates the
throttle plate inside the throttle body, which opens a passage inside this unit to allow for
airflow. As the air travels through the throttle passage to the intake manifold, it activates
airflow sensors that manipulate the engine control unit and forces fuel into the fluid injector
system.

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Mass Air Flow Sensor (MAF)

The MAF sensor (electric sensor) is an integral part of the engine system. It is controlled by a
computer. It is located in a plastic covering between the engine and the air filter. The purpose
of MAF is to calculate the amount of air intake by the engine, in terms of volume and density.
For measuring the volume and density of air, the sensor uses either a hot wire or a heated
filament. After the measurement, it sends a voltage signal to the computer. With this, the
computer can calculate the right amount of fuel needed to maintain the correct fuel mixture
for every operating condition. If there is any fault in the MAF sensor, it may result in rough
idle, stalling and poor fuel economy.

Throttle Position Sensor (TPS)

The Throttle Position Sensor (TPS) is a variable resistor attached or mounted on the throttle
body and is operated by moving along with the throttle shaft or spindle. The TPS changes the
resistances as the throttle opens and closes, and sends a voltage signal to the computer
showing the angle or position of the throttle. Thus, the TPS causes the Electronic Control
Unit (ECU) to use the data to measure the engine load, fuel delivery adjust timing,
acceleration, deceleration when the engine is idle or in wide open throttle, and then makes the
changes according to the operating conditions. Fuel rate is either increased or decreased to
achieve this.

Coolant Temperature Sensor (CTS)

The Coolant Temperature Sensor (CTS) is a temperature dependent variable resistor located
on the cylinder head or intake manifold. The CTS is an important sensor and the operating
strategy of the engine depends on the signal it sends. So, it is called the “master” sensor. The
CTS measures the internal temperature of the engine coolant. It also senses the changes in
temperature and sends a voltage signal to the Power train Control Module (PCM) for
determining whether the engine is cold or warming up, is at normal operating temperature or
is overheating.

Oxygen Sensor

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 The oxygen sensor is located on the exhaust manifold. This sensor monitors the amount of
unburned oxygen present in the exhaust. When the fuel mixture is rich, most of the oxygen is
exhausted during the combustion. So, only a little unburned oxygen will be left out in the
exhaust. Difference in the oxygen levels creates an electrical potential, which causes the
sensor to generate a voltage signal. This helps the ECU to check the quality of fuel mixture to
make the changes accordingly. The sensor output will be high if the fuel mixture is rich, and
the sensor output will be low if the fuel mixture is lean.

Manifold Absolute Pressure Sensor (MAP)

The MAP is a key sensor as it senses the engine load. It is mounted on the intake manifold. It
monitors the difference between the air pressure in the intake manifold and outside. This
sensor responds to the vacuum in the intake manifold and generates a voltage signal
accordingly. It then sends the signal to the PCM. The input of the sensor is used for adjusting
the fuel mixture and ignition timing, according to the changes. Engine Speed Sensor (ESS)
The ESS is a sensor attached to the crankshaft of the car's engine. It is different from vehicle
speed sensor. The ESS is used for monitoring the engine speed. In other words, it is meant for
assessing the speed at which the crankshaft spins. Voltage Sensor The voltage sensor
monitors the system voltage of the vehicle and reports it to PCM so that it can rise the idle
speed of the vehicle, if the voltage is dropping

Crank position sensor

A crank sensor is an electronic device used in an internal combustion engine, both petrol and
diesel, to monitor the position or rotational speed of the crankshaft. This information is used
by engine management systems to control the fuel injection or the ignition system timing and
other engine parameters. Before electronic crank sensors were available,
the distributor would have to be manually adjusted to a timing mark on petrol engines.
The crank sensor can be used in combination with a similar camshaft position sensor to
monitor the relationship between the pistons and valves in the engine, which is particularly
important in engines with variable valve timing. This method is also used to "synchronise"
a four stroke engine upon starting, allowing the management system to know when to inject
the fuel. It is also commonly used as the primary source for the measurement of engine speed
in revolutions per minute.
.

Cam position sensor

The engine control unit uses the camshaft sensor information to derive the current
combustion cycle and to control the timing of fuel injection and ignition. Camshaft sensors
are often exposed to extreme heat and can burn off, but can also be worn out. A faulty
camshaft sensor can result in an uneven idle, misfire and poor acceleration. In worst case, the
engine cannot be started. A very common sign of a faulty camshaft sensor is that the engine
will not start when it is hot, but starts fine when it cools down.

Boost Pressure actuator

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Boost pressure sensors are used in turbocharged engines to provide air pressure information
and air and fuel ratios in order to regulate engine performance. As a complex piece of
technology, a boost pressure sensor has been an impressive addition to engine technology.
Boost pressure sensors control the boost level produced in the intake manifold of a
turbocharged or supercharged engine. They affect the air pressure delivered to the pneumatic
and mechanical waste gate actuator.

The boost pressure sensor measures the absolute pressure before the throttle valve. The
engine control unit uses its signal to calculate a correction value for the boost pressure. By
detecting the amount of boost and air density in the car's intake manifold, the car's electronic
control unit or ECU can determine how much fuel is needed in the car's combustion chamber
so that the air-fuel mixture is at its best. Proper air-fuel mixture is
When the manifold pressure is low (high vacuum) sensor voltage output is 0.25-1.8V at the
ECM. When the intake manifold pressure is high due to turbo boost, sensor voltage output is
2.0-4.7V. Pressure range is between 10kPa and 350kPa. The sensor receives a 5V reference
from the ECM. Sensor ground is also provides by the ECM. The ECM uses boost pressure
combined with intake air temperature to determine the volume of air entering the engine.

Cylinder pressure Sensor

Combustion pressure measurement was a topic of interest for researchers since the advent of
reciprocating engines. The mechanical work produced by reciprocating engines results from
the action of gas pressure on the piston. The cylinder (combustion chamber) pressure is
directly related to engine power output and the fuel conversion efficiency. The data of
cylinder pressure development versus crank angle is used to calculate heat release rates and to
analyze the progress of combustion. In-Cylinder Pressure Measurement in Reciprocating
Engines process in the cycle. In engine development process, combustion diagnostics is
always used when the unexploited potential in comparison to thermodynamically possible
targets is determined during the measurement of fuel consumption, output, and emissions.
Thermodynamic combustion analysis by in-cylinder pressure measurement is a fixed element
in the development sequence of modern engines due to high-performance targets Currently,
most of the combustion parameter required for the industrial application can be derived from
cylinder pressure measurement.
The measurement of cylinder pressure in reciprocating engines poses one of the most
challenging tasks for instrument manufacturers. Pressure transducers not only need to be
compact and stable with the very fast response as well as good dynamic range, but these
characteristics must be realized and withstand explosive and intense transient thermal
conditions of the combustion chamber. High accuracy of cylinder pressure measurement is
required for combustion work and thermodynamic calculations such as determination of
IMEP, efficiency, and friction losses. Typically, high repeatability of cylinder pressure
measurement is required for engine calibration and component testing. Various types of
pressure transducers were used including variable resistance, variable inductance, balanced
disk type, and piezoelectric, with different levels of robustness and accuracy.

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The main structure of a cylinder pressure measurement system includes a piezoelectric
pressure sensor, measuring amplifier, measurement wiring, and data acquisition. Schematic
diagram of typical in-cylinder pressure measurement setup using piezoelectric transducer. In-
Cylinder Pressure Measurement in Reciprocating Engines system, real-time characteristics
calculator, system operation, and post-processing of data. The piezoelectric sensor is typically
installed either directly by a special boring in the engine cylinder or by special adapters in
existing borings, such as those for the spark plugs (SI engines) or glow plug (CI engines).
The functional principle of the piezoelectric pressure sensor is that a particular crystal creates
a charge under mechanical strain (deformation) and thus, it acts as an active measuring
element, where charge generated is proportional to the applied pressure.

Page 13 of 10
 Experiment-4
Utilization of Exhaust Gas Recirculation (EGR) for reduction of NOx emissions in compression ignition
engine.
APPARATUS:
 Single Cylinder, 4-stroke Compression Ignition Engine
 Emission analyzer
 EGR setup
THEORY:
Diesel engines function on lean mixture that is a high quantity of air is mixed with a low proportion of fuel. The
reason for high NOx is
1. High temperature
2. Excess Oxygen
3. Residence time
The reactions taking place during the formation of NOx are:
O+ N2 = NO + N
N + O2 = NO + O
N + OH = NO + H
NO can further react to form NO2 by various means:
NO + H2O = NO2 + H2
NO + O2 = NO2 + O
Hence in order to reduce the NOx formation inside the combustion chamber, one way is to reduce the
temperature and oxygen concentration in the combustion chamber. EGR is a technique in which excess oxygen
as well as high temperature is reduced.
Exhaust Gas Recirculation (EGR):

EGR is an effective technique to reduce NOx formation in the combustion chamber. The mixture
available for combustion consists of fuel, N2, Oxygen and water vapors. When a part of the exhaust gas is re-
circulated to the cylinder, it acts as diluent to the combustion mixture. It also reduces the O2 concentration in the
combustion chamber. Because of high specific heat of EGR, heat capacity of the intake charge upsurges, thus
decreasing the temperature rise for the same heat release in the combustion chamber.

Ignition delay, upsurged heat capacity and dilution of intake charge with inert gases are the three
popular explanations for the effect of EGR on NOx reduction. EGR causes an upsurge in ignition delay which is
equivalent as retarding the injection timing. The heat capacity hypothesis asserts that addition of exhaust gases
into the intake charge upsurges the heat capacity which lowers the peak combustion temperature. According to
the dilution theory, increasing amount of inert gases in the mixture reduces the adiabatic flame temperature thus
reducing NOx formation inside the chamber.

On using EGR, some of the O2 in the cylinder contents is replaced by CO2, and the local O2
concentration in the cylinder becomes lower. With the local O2 concentration reduced, a given amount of fuel
will have to diffuse over a wider area before sufficient O2 is encountered for a stoichiometric mixture to be
formed. Now, for a given amount of fuel, this larger region of stoichiometric mixture contains not only the
stoichiometric mixture but also an additional quantity of CO2, H2O and N2. The additional amount of these gases
absorbs energy released by combustion, leading to lower flame temperature and lower NOX generation.
Page 14 of 10
 The amount of EGR that is re-circulated should be efficiently managed; otherwise it would lead to
lower the efficiency of the engine.

APPARATUS DESCRIPTION:

Engine Specifications:

Make Kirlosker

Model TV1

Rated Brake Power (kW) 5.2 kW @ 1500 rpm

Number of Cylinder One

Bore × Stroke (mm) 87.5 mm × 110 mm

Compression Ratio 17.5:1

Connecting rod length 234 mm

Cooling System Water cooled

Compression Type FCR

Dynamometer Eddy current type, water cooled

Emission Analyser

All emissions like Carbon monoxide, Carbon dioxide, Un-Burnt Hydrocarbons, Nitrogen oxide and
unused oxygen are found in 5-gas emission analyzer. In this cable one end is connected to the inlet of the
analyzer and the other end is connected at the end of the exhaust gas outlet. The measuring method is based on
the principle of light absorption in the infrared region, known as "non-dispersive infrared absorption”. The
broadband infrared radiation produced by the light source passes through a chamber filled with gas, generally
methane or carbon dioxide. This gas absorbs radiation of a known wavelength and this absorption is a measure
of the concentration of the gas. There is a narrow bandwidth optical filter at the end of the chamber to remove

all other wavelengths before it is measured with a pyro-electric detector. For measurement of UBHC, CO, CO2,
and NOX, AVL, 4000 Di-Gas Analyzer was used.

Page 15 of 10
Smoke meter:

The measurement of Smoke is based on the principle of light absorption by particle. Photo electronic smoke
detection is based on the principle of optical detection. It is also known as the "scattered" light principle. An
alarm condition occurs when smoke particles enter the light path and a part of the light is "scattered" by
reflection and refraction onto a sensor. This type of detector is best for areas where dense smoke may occur, as
in ductwork. The equipment allows test on a continuous mode, average and peak levels. The measured operating
values are Smoke opacity (%). AVL 437 smoke meter consists of two identical tubes, a smoke type and clean air
tube. During smoke density measurements, a light source (halogen bulb) at one end of the smoke tube projects
light beam through smoke, which at the other end falls on a photoelectric cell.

EGR system:

A metal pipe is installed between the exhaust and intake pipe, to route the exhaust and intake flow,
where the hot gases were inducted into the succeeding cycles. The quantity of EGR can be regulated by a
control valve installed in the EGR loop. An EGR Mixer is provided in EGR loop to dampen the fluctuations of
the pulsating exhaust. An orifice is installed in the EGR loop to measure the flow rate of re-circulated exhaust
gas. To measure the intake Exhaust flow rate orifice meter is installed.

EGR percentage was calculated by using the following formula:

Where,

λ is given by AVL, = mass flow rate of air g/s, = mass flow rate of fuel g/s

Procedure:

1. Before starting the engine check the fuel supply, lubricating oil level, and availability of cooling water.

2. Ensure cooling water circulation for eddy current dynamometer, engine and calorimeter.

3. Set the dynamometer load to zero.

4. Start the set up and run the engine at no load for 4-5 minutes so that it attains the working temperature and
steady state condition.
5. Gradually increase the load on the engine by rotating dynamometer loading unit till the desired value.
6. Note down the readings as per the following observation table: -
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Speed, Load, Mano. Fuel flow Jacket Calorimeter Water Water Cal. Cal Ex. temp. Ex.
N W Deflection, h (Secs / water water (LPH) in (°C) out (°C) water in water engine temp.
(RPM) (kg) (mm) 10ml.) (LPH) T1 T2 (°C) T3 out (°C) (°C) T5 cal. (°C)
T4 T6

7. Install the AVL gas analyzer and smoke meter. The input to the gas analyzer is to be taken from the exhaust
port of the engine.
8. The readings of gas analyzer and smoke meter were noted in each case in the following table.
Smoke
λ CO CO2 O2 HC NOX
Opacity

9. Then run the engine with 5%, 10%, 15% EGR at various loads of the dynamometer and note down all the
readings again in each case.
10. Repeat the experiment for various loads.

11. After making all necessary observation, turn load again to zero gradually and stop the engine.

12. Do the necessary calculation to obtain the following results: -

BP BMEP BSFC BTh.eff. Air flow Fuel flow Vol eff A/F Heat Heat by Heat by Unaccounted
(kW) (BAR) kg/kWh (%) (kg/h) (kg/h) (%) Ratio Equi.of jacket exhaust (%)
work (%) cooling (%)
water (%)

13. After taking all the observations, plot the graphs to compare the performance characteristics and emission
characteristics of the engine with 0%, 5%, 10%, 15% EGR.
14. Repeat the same procedure for Cold EGR.
Perfomance Parameters and their Calculations:
1) Brake power (kW): Brake Power is the power which is available at the output shaft of the engine.

And Brake Horse Power (BHP),

2) Mean effective pressure (bar): Mean effective pressure is defined as a hypothetical pressure, which is
thought to be acting on the piston throughout the power stroke. Thus we can see that for a given engine the
power output can be measured in terms of mean effective pressure. If the mean effective pressure is based on
brake power it is called brake mean effective pressure (BMEP).

L = length of the stroke in m

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A = area of the piston in m2 = (D = Dia. of Piston)
N = Rotational speed of engine RPM (rev. per minute)
n= number of revolutions required to complete one engine cycle
n= 2 for 4 stroke
n= 1 for 2 stroke

3) Brake specific fuel consumption (kg/ kW-h):

4) Brake thermal efficiency (%): A measure of overall efficiency of the engine is given by the brake thermal
efficiency. Brake thermal efficiency is the ratio of energy in the brake power to the fuel energy.

Where,
Density of diesel = 830 kg/m3
Calorific value of diesel = 42000 kJ/kg
5) Air Flow (Kg/hr):

Where,
Orifice diameter, d = 48 mm
Cd = 0.6, g = 9.81 m/s2, h = differential head across orifice (m of water)
Density of Water, ρw= 1000 kg/m3
Density of air, ρa = 1.16 kg/m3
6) Volumetric Efficiency (%):

7) Fuel-air (F/A) or air-fuel (A/F) ratio: The relative proportions of the fuel and air in the engine are very
important from standpoint of combustion and efficiency of the engine. This is expressed either as the ratio of the
mass of the fuel to that of the air or vice versa.

A/F

8) Heat Balance (kJ/h):

a) Heat Supplied by fuel = Fuel flow × Cal. Val.
b) Heat equivalent to Useful Work = BP × 3600

c) Heat in Jacket Cooling water = F3×cpw×(T2-T1)

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d) Heat in Exhaust (%) =
Where,
Heat Exhaust (kJ/h): (F1+F2) × cpex × (T5 – Tamb)
and

e) Heat to radiation and unaccounted (%)

= Heat supplied by fuel (100%) – {(Heat equivalent to useful work (%) + Heat
jacket cooling water (%) + Heat to Exhaust (%))}

Experiment 5

Aim: Study of Performance and combustion characteristics of CRDI engine.

Description: The setup consists of 4-cylinder, 4-stroke, Diesel engine connected to Eddy current dynamometer
for engine loading. The setup has independent panel box consist of manometer for air flow, fuel tank, fuel
measuring unit, digital speed indicator. Engine jacket cooling water inlet/outlet and calorimeter inlet/outlet
temperature is measured with thermocouples. Rotameters are provided for water flow measurement of engine
and calorimeter.

The setup enables study of engine for brake power, brake mean effective pressure (BMEP), brake thermal
efficiency, volumetric efficiency, specific fuel consumption, air fuel ratio and heat balance. In addition to this
the facility of changing injection pressure, injection timing, and boost pressure is available in the setup.

Procedure:

1. Ensure cooling water circulation for eddy current dynamometer, engine (600 Lph) and calorimeter (200
Lph). The pressure of 0.5 bar is required at the outlet of the dynamometer.
2. Start the set up and run the engine at no load for 4-5 minutes.
3. Switch on the computer and run the “KC lab-soft” and MEDHAAVI open ECU software.

Engine Specifications:

S. Description Specification
No
1 No of Cylinders 04
2 Volume 1994cc
3 Bore * Stroke (mm) 84.45 *88.95
4 No of Valves/Cyl. 02
5 Compression ratio 17.5:1
6 Firing Order 1-3-4-2
7 Engine Oil 15W40, 5.5 Ltr
8 Cooling Water Cooled
9 Fuel Injection Common Rail Direct Injection
10 Injection Pressure 1400 bar (max.)
11 Turbocharger VGT- Variable Geometry
Turbocharger (ECU Controlled)
12 EGR Water cooled; ECU controlled
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 13 Injectors Piezo Technology
14 Torque/Power 260 Nm @ 1750-2500rpm, 90hp @
4000 rpm

Coolin Coolin calorimete calorimete Exhaust Exhaust

g water g water r Inlet r Outlet gas to gas to
inlet outlet water temp water temp Calorimete Calorimete
temp to temp to r Inlet r Outlet
engine engine Temp Temp
spee load(kg C T1 T2 T3 T4 T5 T6 Air Fuel Water Water
d ) Ratio mmw cc/mi Flow Flow
c n of calorimete
Engin r
e lph
1500 2 17.5:
1
1500 12 17.5:
1
1500 24 17.5:
1
1500 36 17.5:
1
1500 48 17.5:
1
1500 60 17.5:
1

Air
Brake FP IP flow Fuel BSFC
Torque power (KW (kw (kg/h (kg/h Mech. (Kg/KWH Vol. A/F
(Nm) (kw) ) ) BMEP IMEP ) ) BTHE% ITHE% Eff % ) Eff. ratio

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Use the following data for calculations.

Orifice Coefficient: 0.64

Arm Length of Dynamometer: 0.265 m

Density of water: 1000 (kg/m3)

Sp. Heat of water: 4.186 (kJ/kg-K)

Orifice diameter: 0.03 m

Molar mass of air: 28.962 (g/mol)

Universal gas Constant: 8314.3 (J/mol-K)

Refer, Experiment 2 for the all the calculations.

Experiment no 6

To calculate the Uncertainty analysis of engine parameters

Find the uncertainty of BP, BTE, BSFC,

For example

Uncertainty of the output parameters

1. Uncertainty of BTE= BSFC= BSEC=

2. Uncertainty of combustion parameters =

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 List of experiments in Heat engine and unconventional fuel Lab
Experiment 1: To measure the properties of the fuel
(a) Acid Number
(b) Viscosity of oils/ liquid fuels
(c) Density and specific gravity of oils/ liquid fuels

Experiment 2: Study of Performance and Combustion characteristics on Single Cylinder DI engine.

Experiment 3: Study of Various sensors and actuators required for an open ECU based CRDI engine.

Experiment 4: Utilization of Exhaust Gas Recirculation (EGR) for reduction of NOx emissions in
compression ignition engine.

Experiment 5: Study of Performance and combustion characteristics of multi-cylinder CRDI engine.

Experiment 6: To perform an Uncertainty analysis on engine performance and combustion parameters.

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