Mechanical Engg Lab2 Midterm Module 4 Diesel Engine

COLLEGE OF ENGINEERING, ARCHITECTURE, AND TECHNOLOGY
Subject: Quantitative Management

Topic: Introduction to Operations Research/LP (Graphical Method)
Lecturer: Engr. Ma. Estrella Natalie B. Pineda
MECHANICAL ENGINEERING
LABORATORY 2
(MEET 324L)
0700-1000H MON/THURS
1030-1330H MON/THURS
Prof. Rene D. Rubio PhD, PME
MEET 324L ME LABORATORY 2

Lecturer: Engr. Ma.Experiment No.4
Estrella Natalie B. Pineda
Measurement of Power Using Diesel Engine
Objective:
1. To determine the brake horsepower using a Diesel engine.
2. To know the principle involved in the operation of Diesel engine.
Equipment/Apparatus:
- Diesel engine with prony brake attached
- Tachometer
Theory:
A diesel engine is a type of internal combustion engine that
is similar to the gasoline engine but requires no electrical ignition
system or carburetor. It was invented by Rudolf Diesel, a German
engineer, who obtained a patent for the design in 1892. Diesels
employ high compression ratio to elevate the compressed air
temperature sufficiently to ignite a low grade fuel that is injected into
the cylinder.

Components of diesels are usually heavier than those of gasoline
engines because of the additional structural strength needed to
obtain the higher compression ratio and power output.
Diesel engines employ a system of fuel injection to spray the fuel
into the cylinder after the air has been compressed by the piston.
This mixture burns the expanding gases push the piston down and
thus supply power. The timing of this fuel injection is just as critical
as is the spark that ignites the fuel in the gasoline engine.
Therefore, the injection mechanisms are mechanically linked to the
crankshaft. Since each cylinder takes in and compresses a fixed
amount of air, the power of the engine is varied by the amount of
fuel injected. The timing, as well as the duration and pressure of
fuel injection is designed so that the maximum useful energy is
obtained from the fuel for a particular range of speed, power,
acceleration, or other working conditions.

Diesel engines burn fuel oils, which require less refining and are
cheaper than higher-grade fuel such as petrol. During the
combustion process, the stored chemical energy in the fuel is
converted to thermal, or heat energy. In order for the compresses
air inside the cylinders to ignite the fuel, it must have a certain
temperature. The degree to which the temperature of the air rises
depends on the amount of work done by the piston in compressing
it. This work is measured in terms of the ratio between the volume
of uncompressed air and the volume of the air after it is
compressed. The compression ratio necessary to ignite the fuel
depends on the size of the engine’s cylinders.
Diesel engines have a high thermal efficiency, or ability to
convert the stored chemical energy in the fuel into cheaper than
petrol, and then can perform heavy work under highly overloaded
conditions. This is why they are favored for heavy duty work.

In the four-cycle of diesel engines, a cycle begins with the intake
stroke when the piston moves down and draws air into the cylinder.
The piston rises and compresses the air. During the compression
stroke, the air temperature rises to about 480°C. When fuel is
injected into the cylinder, it mixes with the hot air and burns
explosively. Gases produced by this combustion push the piston
down for the power stroke. During the exhaust stroke, the piston
moves up and forces the burned gases out of the cylinder.
In a four-stroke engine, each piston moves down, up, down
and up to complete a cycle. The first down stroke draws air into the
cylinder. The fires upstroke compresses the air. The second down
stroke is the power stroke. The second upstroke exhausts the gases
produced by combustion. A four stroke engine requires exhaust and
air-intake valves.

Four-stroke Cycle Diesel Engine

It is also known as compression ignition engine
because the ignition takes place due to the heat
produced in the engine cylinder at the end of
compression stroke. The four strokes of a diesel engine
sucking pure air are described below:
1. Suction stroke – In this stroke, the inlet valve opens
and pure air is sucked into the cylinder as the piston
moves downwards from the TDC. It continues till the
piston reaches its BDC as shown in Fig.

Four-stroke Cycle Diesel Engine

2. Compression stroke – In this stroke, both the valves
are closed and the air is compressed as the piston
move upwards from BDC to TDC. As a result of
compression, pressure and temperature of the air
increases considerably. This completes one revolution
of the crank shaft. The compression stroke is shown in
Fig.

Figure 1 – DE Operation Graphics


Diesel Engine Operation
A Diesel engines operation sequence is as follows:
Stroke 1 (intake) – only air enters cylinder.
Stroke 2 (compression) – air is compressed to
high extent, raising temperature.
Stroke 3 (power) – diesel is injected, high air
temperature ignites diesel.
Stroke 4 (exhaust) – burnt gases are expelled
from the engine.

Figure 2 - Operation Difference

Direct vs Indirect Injection


Comparison of Petrol and Diesel Engines

Petrol Engines
1. A petrol engine draws a mixture of petrol and
air during suction stroke.
2. The carburetor is employed to mix air and petrol in
the required proportion and to supply it to the
engine during suction stroke.
3. Pressure at the end of compression is about 10
bar.
4. The charge (i.e. petrol and air mixture) is ignited
with the help of spark plug.


Diesel Engines
A diesel engine draws only air during suction stroke.
The injector or atomiser is employed to inject the fuel
at the end of combustion stroke.
Pressure at the end of compression is about 35 bar.
The fuel is injected in the form of fine spray. The
temperature of the compressed air is sufficiently high
to ignite the fuel.

Petrol Engines Diesel
Engines

Petrol Engines Diesel
Engines

Performance Testing of Internal Combustion

Engines

Performance Testing of Internal
Combustion Engines
Brake power and torque
• Mechanical efficiency
• Fuel--‐air ratio
• Volumetric efficiency
• Specific power output
• Specific fuel consumption
• Thermal efficiency
• Exhaust smoke and emissions
• Effective pressure

Dynamometer

Figure 3 – Schematics of a
typical dynamometer

Procedure:
1. Start the engine and allow it to run for a few minutes.
2. Using hand tachometer, record the speed of the shaft
(where prony brake is attached).
3. Pull the handle attached to the prony brake until the engine
stops then record the brake load in the scale.
4. Slightly increase the speed of the engine and repeat steps 2
and 3 for five trials.
5. Calculate the power developed by the engine for each run
by the equation below
Bhp = 2nNT Where: N = angular speed in rev/min
. T = torque in ft-lb

Figure 4 – Prony Break Dynamometer


Tabulation of Data (Preliminary Data Sheet)
Type of Engine _____________________:

Examine construction of dynamometer and sketch arrangement.
For each speed calculate foot-pounds per minute corresponding to
readings of dynamometer and plot curve with these as abscissas
and foot-pounds by brake as ordinate. Plot also curve for each
speed of reading of dynamometer as abscissas and brake load in
pounds as ordinates. Discuss the result of the graph.
Tabulation of Data (Final Data Sheet):

RESEARCH INFORMATION
LABORATORY EXPERIMENT
Ref.:https://www.studocu.com/row/document/national-
university-of-sciences-and-technology/mechanics-of-
materials/diesel-engine-lab-report/13618146
Figure 5 –
Experimental
Set-Up for
Diesel Engine
Performance
Test
Procedure:
1. Make sure that engine is connected to the power
supply.
2. Release the “EMERGENCY STOP” button. Button
makes a clicking sound when released out of place.
3. Turn on the master switch.
4. Connect the air hose and exhaust hose, making
sure that outlet of hose lies outdoors.
5. Make sure that the fuel lie in the level tube is at
adequate level
6. Close the fuel drain valve of the measuring tube.
7. Turn on the “IGNITION” switch
8. Set the speed of the regulator to “START”
Procedure:
9. Set the speed motor (asynchronous) to approximately
5 using the adjustable knob.
10. Set the torque to a maximum value of 10 through the
torque adjusting knob.
11. Press the “IGNITION” button, this will start the test
apparatus.
12. Press the green “Starter/Brake” button to turn on the
motor (asynchronous).
13. Once the engine has started, slowly decrease the speed
until the torque indicated on the torque meter is
approximately 0.
14. Run the engine at idle speed for about 5 minutes to warm
the engine apparatus.
Procedure:
15. Top up the fuel using top up button.
16. Make sure that the engine is warm enough before starting
the experiment.
17. Record the following readings:
 Engine speed (RPM)
 Torque (N/m)
 Inlet air temperature (K)
 Exhaust gases temperature (K)
 Time for 1 cm of fuel consumption (s
18. Alter the speed of engine and repeat the above Procedure.
Engine speed can be altered using engine rack
Procedure:
19. Now, reduce speed of the engine o about 50% using the
regulator.
20. Turn on the “IGNITION” switch on the test stand; in order
to stop the engine.
21. Drain the excess fuel back into the tank by opening the valve at
the bottom.
22. Use master switch to turn off the test stand.
23. Set the speed regulator on the engine to the “STOP”
position.
Methodology
Three sets of readings were obtained (containing five
different engine speeds) by following the experimental
procedure given above. And the respective Torque, exhaust
air temperature and fuel consumption were noted in tabular
form as follow:
Methodology
Sample Calculations
Sample Calculations
Results
The following quantities were calculated from the
experimental data Table 2 – Calculated Data
Results
The following quantities were calculated from the
experimental data
Results
The graphs below show relationship of Engine speed
with Engine Power, Specific Fuel Consumption, Torque,
Exhaust Temperature and Thermal Efficiency, respectively.
All the experimental values and calculated values are arranged in
ascending order before graph plottin
Figure 6 –Engine Power vs

engine Speed Graph
Results
Figure 7 – Specific Fuel Consumption vs Engine speed

Graph
Results
Figure 8 – Torque vs Engine speed Graph
Results
Figure 8 – Thermal Efficiency vs Engine speed Graph
DISCUSSION:
 The air-standard Diesel cycle is an ideal cycle that
assumes heat addition occurs during a constant-pressure
process that starts with the piston at top dead centre.
Thermal efficiency of a Diesel engine increases with an
increase in the compression ratio; the fuel mixture is
sufficiently compressed thereby increasing the thermal
efficiency, so that less fuel is required to produce the
same amount of energy.
 A diesel engine "consumes" fuel and air and expels an
equal amount of exhaust gas. Ideally, all the input heat
should transform into work, but the frictional losses due to
discrepancies in the cylinder geometry lead to wastage of
heat; some heat is absorbed into steel cylinder and hence
the environment. Moreover, it is impossible for the heat
engine to do cyclic work without rejecting any heat
DISCUSSION:
 Diesel cycle operates with a higher compression ratio
than the Otto cycle; air is compressed and there is no risk
of auto-ignition of the fuel. For a given compression ratio
the Otto cycle has higher efficiency. As the Diesel engine
can be operated to higher compression ratio, the engine
can actually have higher efficiency than an Otto cycle.
Moreover, both cycles operate at compression ratios that
might be feasible in practice.
 The compression ratio of diesel cycle is generally higher
than the otto cycle (i.e. 11:1 to 22:1) This leads to an
overall higher efficiency Although thermal efficiency is
somehow lower but diesel engines are becoming more
popular as they provide much higher mechanical power at
constant pace to run heavy automobiles i.e. ships, rail,
trucks etc
CONCLUSION:
Diesel engines are characteristically used for heavy
automobile applications and instances wherehigher power
is required at lower engine speeds. Therefore, quality of
fuel has huge role inoptimal functioning f the diesel engine.
Moreover, the fuel injection system in the CI engine is
expensive part, and a poor-quality fuel could seriously harm
the engines power output. Cleaning filter at regular intervals
also plays a vital role in performance of the diesel engine.
For diesel vehicles, specific filters have been included to
lessen emissions. Furthermore, it is advised to keep the
RPM of the engine at moderate values, and it also helps
protect the gearbox from vibrations. Operating at higher
RPM would give desired power output but only at the
cost of Engine Health. These are some of the
CONCLUSION:
For diesel vehicles, specific filters have been included to

lessen emissions. Furthermore, it is advised to keep the
RPM of the engine at moderate values, and it also helps
protect the gearbox from vibrations. Operating at higher
RPM would give desired power output but only at the
cost of Engine Health. These are some of the
measures to ensure optimal functioning of the diesel
engine.

Mechanical Engg Lab2 Midterm Module 4 Diesel Engine

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

Mechanical Engg Lab2 Midterm Module 4 Diesel Engine

Uploaded by

Copyright:

Available Formats

COLLEGE OF ENGINEERING, ARCHITECTURE, AND TECHNOLOGY

Subject: Quantitative Management

MEET 324L ME LABORATORY 2

MEET 324L ME LABORATORY 2

MEET 324L ME LABORATORY 2

MEET 324L ME LABORATORY 2

MEET 324L ME LABORATORY 2

Four-stroke Cycle Diesel Engine

MEET 324L ME LABORATORY 2

Four-stroke Cycle Diesel Engine

MEET 324L ME LABORATORY 2

Figure 1 – DE Operation Graphics

MEET 324L ME LABORATORY 2

MEET 324L ME LABORATORY 2

MEET 324L ME LABORATORY 2

Direct vs Indirect Injection

MEET 324L ME LABORATORY 2

Comparison of Petrol and Diesel Engines

MEET 324L ME LABORATORY 2

Comparison of Petrol and Diesel Engines

MEET 324L ME LABORATORY 2

MEET 324L ME LABORATORY 2

MEET 324L ME LABORATORY 2

Performance Testing of Internal Combustion

MEET 324L ME LABORATORY 2

MEET 324L ME LABORATORY 2

MEET 324L ME LABORATORY 2

MEET 324L ME LABORATORY 2

MEET 324L ME LABORATORY 2

Figure 4 – Prony Break Dynamometer

MEET 324L ME LABORATORY 2

MEET 324L ME LABORATORY 2

Tabulation of Data (Final Data Sheet):

Figure 6 –Engine Power vs

Figure 7 – Specific Fuel Consumption vs Engine speed

For diesel vehicles, specific filters have been included to

You might also like