Lab Report

Internal Combustion Engine Lab
pg. 1
Table of Contents
Experiment No. 5.............................................................................................................................4

To draw the port timing diagram of a 2-stroke engine....................................................................4
5.1. Materials Required:...........................................................................................................4
5.2. Fixing the Dead Centers:...................................................................................................4
5.3. Identification of Ports:......................................................................................................4
5.4. Direction of Rotation:.......................................................................................................4
5.5. Formula:............................................................................................................................4
5.6. Procedure:.........................................................................................................................5
5.7. Table:................................................................................................................................5
5.8. Diagram:............................................................................................................................6
5.9. Comments:........................................................................................................................6
Experiment No. 6.............................................................................................................................8
To investigate performance of Ethanol and Gasoline mixture using small Transparent Engine
Test Bed...........................................................................................................................................8
6.1. Apparatus:.............................................................................................................................8
6.2. Set up:...................................................................................................................................8
6.3. Consumables:........................................................................................................................9
6.4. Procedure:.............................................................................................................................9
6.5. Observations and Calculations:............................................................................................9
6.6. Graphs:................................................................................................................................10
6.7. Comments:..........................................................................................................................10
Experiment No. 8...........................................................................................................................12
To investigate performance characteristics of four stroke diesel engine using engine test Bed. . .12
8.1. Apparatus:...........................................................................................................................12
8.2. Theory:................................................................................................................................12
CI Engines.....................................................................................................................................12
Engine Test Bed.............................................................................................................................13
8.3. Procedure:...........................................................................................................................17
8.4. Observation and Calculation...............................................................................................17
8.5. Formulas for Calculations:.................................................................................................17
pg. 2
8.6. Specimen Calculation For Reading#1:...............................................................................20

8.7. Plots:...................................................................................................................................23
8.8. Comments:..........................................................................................................................24
Experiment No. 9...........................................................................................................................25
To investigate performance characteristics of four stroke petrol engine using engine test bed....25
9.1. Apparatus:...........................................................................................................................25
9.2. Procedure:...........................................................................................................................25
9.3. Observation and Calculations:............................................................................................25
9.4. Formulae for Calculations..................................................................................................26
9.5. Specimen Calculations:......................................................................................................29
9.6. Plots:...................................................................................................................................32
9.7. Comments:..........................................................................................................................33
pg. 3
Experiment No. 5
To draw the port timing diagram of a 2-stroke engine
5.1. Materials Required:

 2-Stroke Petrol engine model
 Measuring Tape
 Scale
 Thread
5.2. Fixing the Dead Centers:

For fixing up the dead centers 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 lower most
position is noted on flywheel, and it represents the BDC.
5.3. 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.
5.4. Direction of Rotation:

As the port opening and closing are symmetrical about the dead center any arbitrary direction of
rotation may be selected.
5.5. 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.
pg. 4
5.6. 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.
5.7. Table:
Circumference = 9.89"
Distance Angle
Event Position w.r.t Dead Centers
(Inches) (Degree)
IPO TDC 0.59 21.5
IPC TDC 0.59 21.5
EPO BDC 1.024 37.27
EPC BDC 1.033 37.6
TPO BDC 0.512 18.64
TPC BDC 0.512 18.64
pg. 5
5.8. Diagram:
5.9. Comments:
 In 2-stroke cycle engine there is no separate exhaust stroke and one cycle is completed in
one crankshaft rotation and gas exchange has to take place when piston is near BDC. This
is done by scavenging process in which simultaneous purging of exhaust gasses from the
foregoing cycle and filling of the cylinder with fresh air fuel mixture for new cycle take
place.
 There are three basic types of scavenging for 2-stroke engine and they are cross, uniflow
and loop flow.
Cross Flow Scavenging: Transfer port (inlet) and exhaust port are on the opposite side
of the cylinder.
Loop Scavenging: Inlet ad exhaust port are on the same side of the engine cylinder.
pg. 6
Uniflow Scavenging: Both fresh air fuel charge and exhaust gas move in a same
direction. Fresh air come in from the lower side of the cylinder, and pushes out exhaust
gasses through the exit port located at the top of the cylinder.
 In this experiment we observed cross scavenging in which fresh charge from intake port
(on right side) pushes away the exhaust gasses from cylinder through exhaust port (on left
side). It provide good scavenging at low speed and with part throttle.
 To guarantee proper scavenging, the two-stroke engines must be fitted with some kind of
intake air compression and the ports/valves must open concurrently for sufficient time.
 Port timing is reasonably significant to resourcefully control the fresh charge escape from
cylinder, and improve the scavenging process. The intake port orientation based on a
datum line will slightly effect scavenge efficiency compared with the port timing and
exhaust back pressure.
pg. 7
Experiment No. 6
To investigate performance of Ethanol and Gasoline mixture using

small Transparent Engine Test Bed
6.1. Apparatus:
 Engine setup
 Test bed with Dynamometer
 Stopwatch
 Air Compressor
6.2. Set up:
Figure 6.1: Transparent engine cylinder
pg. 8
Figure 6.2: Engine test controls
6.3. Consumables:
 Gasoline fuel
 Ethanol fuel
6.4. 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.
6.5. Observations and Calculations:

Table 6.1: Observed values of speed, cylinder pressure and Brake Power
Speed Cylinder Pressure Voltage Current Brake Power

Sr.
No. (rpm) (psi) (V) (A) (W)
1 1000 58 1.1 1.5 1.65
2 1100 68 1.6 2.5 4
3 1200 90 2.7 3.5 9.45
4 1220 75 2.5 3.5 8.75
5 1300 75 3.5 4 14
6 1400 47.5 3.6 4.5 16.2
7 1500 38 4 5 20
pg. 9
8 160 42 3.5 4.5 15.75
6.6. Graphs:
Brake Power vs. Engine Speed

25
20
Brake Power (W)
15
10
0
900 1000 1100 1200 1300 1400 1500 1600 1700
Speed (RPM)
Cylinder Pressure vs. Speed

110
90
Cylinder Pressure (P)
70
50
30
10
950 1050 1150 1250 1350 1450 1550 1650 1750
Speed (RPM)
6.7. Comments:
 Adverse effects of consuming traditional fuels in engines on climate change and global
warning have shaped a scenario of a struggle to come up with an alternate suitable fuel
which is more friendly and unharmful to the environment. Alcohol fuels seems useful to
pg. 10
be mixed with engine fuels for the purpose. In the present work, ethanol is mixed with
gasoline fuel.
 Brake power increases with the increase in engine speed for pure gasoline fuel and for
ethanol-gasoline blend. The rise in brake power in case of ethanol-gasoline blend is high
as the blended ethanol provide a lean mixture to improve air-fuel equivalence ratio to a
greater value and will cause burning near to being stoichiometric. Thus better combustion
is obtained and high value of brake power output.
 Results showed that power, brake specific fuel consumption and brake thermal efficiency
improved with the addition of ethanol in gasoline fuel because adding ethanol increases
fuels energy content.
 Conversely, ethanol was found to have adverse result on the volumetric efficiency.
Besides, ethanol addition in gasoline reduces harmful exhaust gasses.
 Usually cylinder pressure is plotted against crank angle but here we plotted it against
engine speed and the graph shows an irregular trend in which cylinder pressure increase
its increasing speed upto 1200 RPM and later it decreases. Reason behind it is change in
volumetric efficiency and more friction at higher engine speed.
 Practically results demonstrate that the peak pressure of cylinder increase with the engine
speed until 3000 rpm and decreased afterwards but in this experiment we are working on
an engine bed so it make sense that the results are not of practical approach.
 This graph shows an opposite trend to the graph drawn for engine running on gasoline
fuel.
pg. 11
Experiment No. 8
To investigate performance characteristics of four stroke diesel
engine using engine test Bed
8.1. Apparatus:
 Engine Test bed
 Four Stroke Diesel Engine (Compression Ignition Engine)
 Stopwatch
 Diesel as fuel
8.2. Theory:
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 occurs 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.
pg. 12
Figure 1: Engine Working
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.
Exh
aust
pipe
Cylinder
arrangeme Fuel pg. 13
nt injector
Figure 3: Output Panel
Figure 1: Cooling Water Flow rate
Figure 8: Output Control Panel Figure 9: Output Control Panel
30 ml
50
ml
70 ml
Figure 10: Fuel Metering Figure 11: Engine Model
Cool. water inlet cool. water outlet exhaust temp lube oil
temp
Inlet presssure gauge

Figure 13: Output Panel
pg. 14
8.3. Procedure:
1. Firstly, engine is attached with the engine bed
2. Make sure that the sensors and pressure gauges of engine bed should be in working condition
3. Start the engine and measure temperatures from
Figure 12: Output Variables
the engine bed sensors
4. Measure engine speed, dynamometer load and governor position
5. Exhaust gas pressure and lube oil pressure are measured by pressure gauges
6. Suction air pressure difference is measured by manometer on engine bed
7. Remember, suction air pressure is atmospheric
8. Time is measured on stopwatch for a specific quantity of diesel fuel e.g., 30 ml. Then, fuel
consumption rate is calculated, and flowmeter is used to calculate cooling water flow
9. 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.
8.4. Observation and Calculation

Table 8.1a: Specifications and fluid properties
1. Diameter of air nozzle 51 mm 6. Torque arm 0.2865 m
2. Stroke 92 mm 7. Atmospheric Pressure 101.325 kPa
3. Bore 89 mm 8. Density of diesel 880 kg/m3
4. Swept volume 2289 ml 9. Compression ratio 21.9
5. Calorific Value 45.5 MJ/kg 10. Fuel Specific weight 0.85
Table 8.1b: 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
8.5. Formulas for Calculations:

1. Weight flow of air
pg. 15
α∗ε∗π 2
Gs =
4 √
∗d ∗ 2∗ρa ( P 1−P2 )∗10 3
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 [1.000]
d: Inner diameter of round nozzle
ρa: specific weight of wet air at room temperature of 25 °C, absolute pressure of P a (kPa) and
relative humidity of φ [1.1568 kg/m3]
P1-P2: Differential pressure across round nozzle
2. Charging Efficiency
Gs∗a
ɳ c= ∗60
ρ˳N V
Where,
ɳc: Charging Efficiency
ρ˳: density of air at standard conditions (temperature of 0°C and dry atmospheric pressure 100
kPa) [1.2754 kg/m3]
a: no. of cycles after which a stroke repeats [2]
N: rotational speed of engine crank shaft
V: piston swept volume (m3)
3. Volumetric Efficiency
G s∗a
ɳv =
ρa N V
4. Air fuel ratio

Gs
R= ∗3600
F∗r
Where,
R = Air fuel ratio in practical conditions
F = Fuel consumption rate (L/h)
pg. 16
r = specific weight of fuel (g/ml) at test temperature [0.85]

5. Express air Factor
R
λ=
R˳
Where,
λ : Express air Factor
R˳: Theoretical air fuel ratio

6. Engine output power and torque
T =WL
2∗π∗W ∗L∗N
P=
60∗1000
7. Fuel consumption rate (F) and specific fuel consumption (g)

b
∗3600
t
F=
1000
F
g= ∗r∗1000
P˳
t: time interval during fuel consumption measurement (sec)

g: brake specific fuel consumption
P˳: shaft output
8. Weight rate of exhaust gas
F∗r kg
Gg =G s + ( )
3600 sec
9. Fuel Energy and Horsepower equivalent
Qf =H∗F∗r ( kJhr )
H∗F∗r
Lf = (kW )
3600
Where,
H: calorific value of fuel [45.5 MJ/kg for diesel]
pg. 17
F: fuel consumption (L/hr.)

r: specific weight of fuel at test temperature (g/ml)
Lf: horsepower equivalent of fuel consumption (kW)
10. Brake Thermal Efficiency
P˳
ɳ e= ∗100
Lf
Table 8.2a: Measured parameters

Air
Level
Fuel Consumption
Suction Air Diff.
Gas
Gas
Water
Oil
Measuring
Cooling Water Inlet

Suction Air Pressure
Dynamometer Load
outlet Temperature
Cooling Water Flow
Fuel Consumption
Lube Oil Pressure

Engine Speed
Temperature
Temperature
Temperature
Temperature
Serial No.
Governor
Pressure
Pressure
Position
Exhaust
Exhaust
Cooling
Suction
Time
Lube
Rate
Fuel
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 Pa ºC
1 40 322 1100 30.1 101 0.05 30 23 4.7 0.5 414 120 29.9 47.7 0.5 57
2 0.05 5.4 0.5
40 324 1300 30 101 30 20. 448 120 29.9 55.1 0.52 58
7
3 40 329 1500 28.6 101 0.05 30 16.13 6.7 1 492 120 29.9 64.9 0.55 63
4 40 323 1700 30.3 101 0.05 30 14.62 7.4 1 520 120 30 69 0.57 66
5 40 317 1900 30.6 101 0.05 30 12.91 8.4 1.2 548 120 30 72.4 0.6 69
6 40 326 2100 30.8 101 0.05 30 10.75 10 1.5 558 120 30 75.8 0.62 72
Table 8.2b: Calculated parameters

Sr. Air Flow Air Fuel ratio Torque Power Brake Specific Fuel Thermal
No. Rate A/F T (Nm) Po (kW) Consumption Efficiency
Gs (kg/s) Bsfc (g/kWh) ɳe (%)
1 0.018 16.28 92.25 10.62 1352.81 21.05
2 0.018 14.16 92.83 12.63 1308.26 21.77
3 0.018 11.42 94.26 14.80 1384.49 20.57
4 0.018 10.35 92.54 16.46 1372.82 20.75
5 0.018 9.14 90.82 18.06 1417.34 20.09
6 0.018 7.61 93.40 20.53 1497.50 19.02
8.6. Specimen Calculation For Reading#1:
pg. 18
Weight flow of air:
α∗ε∗π 2
Gs =
4 √
∗d ∗ 2∗ρ a ( P1−P 2)∗103
0.822∗1∗3.14
Gs = ∗0.0512∗ √2∗1.1568 ( 0.05 )∗103
4
Gs =0.018 kg /s
Charging Efficiency:
0.018∗2
ɳc= ∗60
1.2754∗1100∗2289
−4
ɳ c =6.726 × 10
A/F Ratio:
0.018
R= ∗3600
0.85∗4.695
R=16.24
Volumetric Efficiency:
0.018∗2
ɳv =
1.1568∗1100∗2289
−5
ɳ v =1.24 ×10
Express air Factor:
R
λ=
R˳
16.24
λ=
14.7
λ=1.105
Engine output power and torque:
T =WL
pg. 19
T =322∗0.2865
T =92.253 Nm
2∗3.14∗322∗.2865∗1100
P=
60∗1000
P=10.63 kW
Fuel consumption rate (F) and specific fuel consumption (g):
30
∗3600
23
F=
1000
F=4.695 l/hr
4.695
g= ∗0.85∗1000
10.6214
g=375.72
Weight rate of exhaust gas:
F∗r kg
Gg =G s + ( )
3600 sec
4.695∗0.85
Gg =0.018+
3600
Gg =0.0192 kg/ s
Fuel Energy and Horsepower equivalent:
Qf =45.5∗4.695∗0.85
Qf =181.58 kJ /hr
pg. 20
181.58
Lf = (kW )
3600
Lf =0.0504 kW
Brake Thermal Efficiency:
P˳
ɳ e= ∗100
Lf
10.6214
ɳ e= ∗100
0.0504
ɳ e =21.07 %
8.7. Plots:
 Graph showing rpm vs Torque
Torque vs. RPM

95
94
93
Torque
92
91
90
89
1000 1200 1400 1600 1800 2000 2200
RPM
 Graph showing rpm vs Bsfc
pg. 21
Brake Specific Fuel Consumption vs. Engine Speed

1550
1500
1450
1400
BSFC
1350
1300
1250
1200
1000 1200 1400 1600 1800 2000 2200
RPM
 Graph showing rpm vs Brake Thermal efficiency
Thermal Efficiency vs. Enine Speed

22
21.5
21
20.5
20
η
19.5
19
18.5
18
17.5
1000 1200 1400 1600 1800 2000 2200
RPM
8.8. Comments:
 Both torque and RPM describes engine’s output in some capacity while torque is
measured and speed RPM is calculated. Torque and RPM graph depicts a varying trend
in which torque increases with engine speed and later it decreases.
pg. 22
 At high RPM, torque decreases mainly due to intake and exhaust flow restriction. Due to
higher engine speed, the cylinder cannot be filled with sufficient air and it has to work
harder, in turn more fuel is used increasing the brake specific fuel consumption.
 High number of revolutions per minute engage more fuel burnt in the same time period
and additional power produced. Running at low RPM associate higher torque and
consequently lower horsepower, however making higher RPM power generates less
torque and higher top horsepower.
 Volumetric Efficiency drops as the engine can't operate any faster at higher speed and
this causes mechanical efficiency to decrease at higher RPM, due to augmented frictional
resistance. This further causes torque to reduce at the output.
 Graphs are compatible with actual trends owing to appropriate and tactful working
conditions and attendant’s attentiveness.
pg. 23
Experiment No. 9
To investigate performance characteristics of four stroke petrol

engine using engine test bed
9.1. Apparatus:
 Engine Test bed
 Four Stroke Spark Ignition Engine
 Stopwatch
 Petrol as fuel
9.2. Procedure:
1. Firstly, engine is attached with the engine bed.
2. Make sure that the sensors and pressure gauges of engine bed should be in working
condition.
3. Start the engine and measure temperatures from the engine bed sensors
4. Measure engine speed, dynamometer load and governor position
5. Exhaust gas pressure and lube oil pressure are measured by pressure gauges
6. Suction air pressure difference is measured by manometer on engine bed.
7. Remember, suction air pressure is atmospheric
8. Time is measured on stopwatch for a specific quantity of gasoline fuel e.g. 30 ml. Then,
fuel consumption rate is calculated, and flowmeter is used to calculate cooling water flow
9. 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.
9.3. Observation and Calculations:

Table 9.1a: Specifications and conditions
1. Diameter of Air Nozzle 48 mm 4. Swept Volume 1487 ml
2. Stroke 82 mm 5. Torque Arm 0.2865 m
3. Bore 89 mm 6. Atmospheric Pressure 101.325 kPa
pg. 24
Table 9.1b: 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 Max Output 54.43 W
9.4. Formulae for Calculations

1. Weight flow of air
α∗ε∗π 2
Gs =
4 √
∗d ∗ 2∗ρa ( P 1−P2 )∗10 3
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 [1.000]
d: Inner diameter of round nozzle
ρa: specific weight of wet air at room temperature of 25 °C, absolute pressure of P a (kPa) and
relative humidity of φ [1.1568 kg/m3]
P1-P2: Differential pressure across round nozzle
2. Charging Efficiency
Gs∗a
ɳ c= ∗60
ρ˳N V
Where,
ɳc: Charging Efficiency
ρ˳: density of air at standard conditions (temperature of 0 °C and dry atmospheric pressure 100
kPa) [1.2754 kg/m3]
pg. 25
a: no. of cycles after which a stroke repeats [2]

N: rotational speed of engine crank shaft
V: piston swept volume (m3)
3. Volumetric Efficiency
Gs∗a
ɳv = ∗60
ρa N V
4. Air fuel ratio

Gs
R= ∗3600
F∗r
Where,
R = Air fuel ratio in practical conditions
F = Fuel consumption rate (L/h)
r = specific weight of fuel (g/ml) at test temperature [0.75]
5. Express air Factor
R
λ=
R˳
Where,
λ : Express air Factor
R˳: Theoretical air fuel ratio

6. Engine output power and torque
T =WL
2∗π∗W ∗L∗N
P=
60∗1000
7. Fuel consumption rate (F) and specific fuel consumption (g)

b
∗3600
t
F=
1000
F
g= ∗r∗1000
P˳
t: time interval during fuel consumption measurement (sec)

g: brake specific fuel consumption
pg. 26
P˳: shaft output

8. Weight rate of exhaust gas
F∗r kg
Gg =G s + ( )
3600 sec
9. Fuel Energy and Horsepower equivalent

H∗F∗r
Lf = (kW )
3600
Where,
H: calorific value of fuel [45.8 MJ/kg for petrol]
F: fuel consumption (L/hr.)
r: specific weight of fuel at test temperature (g/ml)
Lf: horsepower equivalent of fuel consumption (kW)
10. Brake Thermal Efficiency
P˳
ɳ e= ∗100
Lf
Table 9.2a: Measured parameters
Inlet
Cooling Water outlet

Exhaust Gas Temperature
Suction Air Diff. Pressure
Suction Air Temperature
Governor Level Position
Fuel Consumption Rate
Lube Oil Temperature

Exhaust Gas Pressure
Fuel Measuring Time
Suction Air Pressure
Dynamometer Load
Cooling Water Flow

Fuel Consumption
Water
Lube Oil Pressure

Engine Speed
Temperature
Temperature
Serial No.
Cooling
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 Pa ºC
1 40 125 1100 25.0 101.325 0.050 30 25.0 1.200 0.5 46 120 28.9 45.4 0.25 46
0
2 40 116 1300 25.0 101.325 0.050 30 20.8 1.437 0.5 42 120 29.0 49.8 0.30 48
8
3 40 112 1500 25.0 101.325 0.050 30 19.8 1.513 0.5 45 120 29.0 51.4 0.35 49
3
4 40 107 1700 25.0 101.325 0.050 30 18.9 1.585 0.5 48 120 29.0 52.9 0.40 50
3
pg. 27
5 40 98 1900 25.0 101.325 0.050 30 17.4 1.716 0.5 53 120 29.0 54.5 0.40 52
8
6 40 90 2100 25.0 101.325 0.050 30 16.5 1.811 0.5 56 120 29.0 56.5 0.40 54
7
Table 9.2b: Calculated parameters

Sr. Air Flow Air Fuel ratio Torque Power Brake Specific Fuel Thermal
No. Rate A/F T (Nm) Po (kW) Consumption Efficiency
Gs (kg/s) Bsfc (g/kWh) ɳe (%)
1 0.018 20.06 35.8 4.12 2828.86 10.002

2 0.018 16.75 33.2 4.52 3088.32 9.16
3 0.018 15.91 32.1 5.04 2918.92 9.69
4 0.018 15.19 30.6 5.45 2824.04 10.02
5 0.018 14.02 28.1 5.58 2987.67 9.47
6 0.018 13.29 25.8 5.67 3105.06 9.11
9.5. Specimen Calculations:
Weight flow of air:
α∗ε∗π 2
Gs =
4 √
∗d ∗ 2∗ρ a ( P1−P 2)∗10
3
0.822∗1∗3.14
∗0.051 ∗ √2∗1.1568 ( 0.05 )∗10
2 3
Gs =
4
Gs =0.018 kg /s
Charging Efficiency:
Gs∗a
ɳ c= ∗60
ρ˳N V
0.018∗2
ɳc= ∗60
1.2754∗1100∗1487
pg. 28
−3
ɳ c =1.035 ×10
A/F Ratio:
Gs
R= ∗3600
F∗r
0.018
R= ∗3600
0.75∗4.32
R=20
Volumetric Efficiency:
G s∗a
ɳv = ∗60
ρa N V
0.018∗2∗60
ɳv =
1.1568∗1100∗1487
ɳ v =1.142×10−3
Express air Factor:
R
λ=
R˳
20
λ=
14.5
λ=1.38
Engine output power and torque:
T =WL
T =125∗0.2865
T =35.8 Nm
And
pg. 29
2∗π∗W ∗L∗N
P=
60∗1000
2∗3.14∗125∗.2865∗1100
P=
60∗1000
P=4.123 kW
Fuel consumption rate (F) and specific fuel consumption (g):
b
∗3600
t
F=
1000
30
∗3600
25
F=
1000
F=4.32 l /hr
F
g= ∗r∗1000
P˳
4.32
g= ∗0.75∗1000
4.123
g=785.83 kg/hr N
Weight rate of exhaust gas:
F∗r kg
Gg =G s + ( )
3600 sec
4.32∗0.75
Gg =0.018+
3600
Gg =0.0189 kg /s
Fuel Energy and Horsepower equivalent:
Q f =45.8∗4.32∗0.75
pg. 30
Qf =148.4 kJ /hr
148.4
Lf = (kW )
3600
Lf =0.04122 W =41.22 kW
Brake Thermal Efficiency:
P˳
ɳ e= ∗100
Lf
4.123
ɳe= ∗100
41.22
ɳ e =10 %
9.6. Plots:
 Graph showing rpm vs Torque
Torque vs. Engine Speed

37
35
33
31
Torque
29
27
25
23
1000 1200 1400 1600 1800 2000 2200
RPM
 Graph showing rpm vs Bsfc
pg. 31
Brake Specific Fuel Consumption vs. Engine

Speed
3150
3100
3050
3000
2950
BSFC
2900
2850
2800
2750
2700
2650
1000 1200 1400 1600 1800 2000 2200
RPM
 Graph showing rpm vs Brake Thermal efficiency
Thermal Efficiency vs. Engine Speed

10.2
10
9.8
9.6
9.4
η
9.2
9
8.8
8.6
1000 1200 1400 1600 1800 2000 2200
RPM
9.7. Comments:
 Torque and engine speed for petrol engine has the same trend as for the IC engine as the
torque increases with engine speed initially and at higher RPM it decreases. In this
experiment we do not observe the initial rise in torque with speed and the reason behind
that is the load input provided at the start i.e. 125N at 1100 RPM and later the load is
reduced with increasing RPM.
 In actual maximum torque is attained at quite high engine speed and then it start
decreasing which isn’t observed here.
pg. 32
 Brake specific fuel consumption should be low at lower engine speed and increases at
high engine speed but in this experiment it shows an irregular initial trend owing to the
high load application at start i.e. 125N. For rest, actual relationship of Bsfc with rpm for
petrol engine is similar to the given graph.
 Petrol engine consume more fuel as compared with IC engine due to driving too fast,
accelerating quickly, and stopping suddenly. All these actions lead to high fuel
consumption.
 Graphs for petrol engine are more asymmetrical than IC engine.
 Graph of thermal efficiency vs. rpm is mirror of Bsfc’s graph which prove the inverse
relation between them.
 It can be observed that the thermal efficiency of a diesel engine is higher than petrol
engine and this is due to the fact that diesel has higher compression resistance because it
is denser than petrol and diesel engines are designed with higher compression ratios. An
engine with higher compression ratio have greater the thermal efficiency.
pg. 33

Lab Report

Uploaded by

Document Information

Original Description:

Original Title

Copyright

Available Formats

Share this document

Share or Embed Document

Sharing Options

Did you find this document useful?

Is this content inappropriate?

Copyright:

Available Formats

Lab Report

Uploaded by

Copyright:

Available Formats

Internal Combustion Engine Lab

Experiment No. 5.............................................................................................................................4

8.6. Specimen Calculation For Reading#1:...............................................................................20

To draw the port timing diagram of a 2-stroke engine

5.1. Materials Required:

5.2. Fixing the Dead Centers:

5.3. Identification of Ports:

5.4. Direction of Rotation:

IPO TDC 0.59 21.5

IPC TDC 0.59 21.5

EPO BDC 1.024 37.27

EPC BDC 1.033 37.6

TPO BDC 0.512 18.64

TPC BDC 0.512 18.64

To investigate performance of Ethanol and Gasoline mixture using

6.2. Set up:

Figure 6.1: Transparent engine cylinder

Figure 6.2: Engine test controls

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.

6.5. Observations and Calculations:

Speed Cylinder Pressure Voltage Current Brake Power

1 1000 58 1.1 1.5 1.65

2 1100 68 1.6 2.5 4

3 1200 90 2.7 3.5 9.45

4 1220 75 2.5 3.5 8.75

8 160 42 3.5 4.5 15.75

Brake Power vs. Engine Speed

Cylinder Pressure vs. Speed

Figure 1: Engine Working

Engine Test Bed

Figure 8: Output Control Panel Figure 9: Output Control Panel

Figure 10: Fuel Metering Figure 11: Engine Model

Inlet presssure gauge

8.4. Observation and Calculation

Table 8.1b: Specifications

8.5. Formulas for Calculations:

4. Air fuel ratio

r = specific weight of fuel (g/ml) at test temperature [0.85]

R˳: Theoretical air fuel ratio

7. Fuel consumption rate (F) and specific fuel consumption (g)

t: time interval during fuel consumption measurement (sec)

9. Fuel Energy and Horsepower equivalent

F: fuel consumption (L/hr.)

Table 8.2a: Measured parameters

Cooling Water Inlet

Lube Oil Pressure

Sr# THN W N tg1 PB P1-P2 b t F Pg tg2 Gw tw1 tw2 Pl tl

Table 8.2b: Calculated parameters

8.6. Specimen Calculation For Reading#1:

Weight flow of air:

Express air Factor:

Engine output power and torque:

Fuel consumption rate (F) and specific fuel consumption (g):

Weight rate of exhaust gas:

Fuel Energy and Horsepower equivalent: