ANURAG PORTE - 17ME10010

IC Engines Lab Report

Lab-1 : Performance Measurement of the Engine

Objective:
To measure the performance of the engine

∙ Brake thermal efficiency (ƞth)

∙ Brake specific fuel consumption (BSFC)

Equipment:
∙ Four stroke, four cylinder, water cooled SI engine (EECO Engine, Maruti),
∙ Dynamometer (Hydraulic dynamometer),
(http://www.academia.edu/4784086/Dynamometry_and_Testing_of_Internal_Combustion_Engines_Seminar)
∙ Tachometer (for speed measurement),
∙ Stop watch,
∙ Gravimetric fuel consumption meter

Theory:

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Brake thermal efficiency (ƞth) =
tohe
Output = Brake power measured by the dynamometer

Input = Fuel energy = fuel flow rate x calorific value of the fuel

th o h t
ƞeຘ

Thus, to measure the brake thermal efficiency, we need to measure fuel flow rate and brake power at a given engine
speed and load.

Calorific value of the fuel (gasoline) will be taken from literature.

h h the ຘ
Brake specific fuel consumption (BSFC) =
th o h t
Experimental Set-up:

Methodology:

 Before start the engine, check the safety like cooling water supply, fuel supply system, battery connection,
lubrication oil level, all nut and bolts
 Start the engine and wait for some time at idling speed to warm up the engine
 Increase the throttle opening so that you can achieve the desired engine speed at which experiment needs to be
done (1450 rpm)
 Increase load on the engine through dynamometer (3 kg)
 Speed of the engine will decrease, thus increase the throttle opening to maintain the speed 1450 rpm
 Wait for 2 min then measure the fuel flow rate using gravimetric fuel consumption meter.
 In this way, one of the operating condition (1450 rpm and 3 kg load) will be set up.
 Once measurement is done then increase the engine load, 5 kg.
 Engine speed will decrease therefore, maintain the constant speed, 1450 rpm, by increasing throttle opening
 In this way, gradually increase the load till 13 kg load and maintain the constant speed and measure the fuel
consumption and smoke opacity at each engine operating points.
Observation Data:

Sl. Engine speed Engine Fuel consumption Smoke Brake Power BSFC Thermal
(KW) Efficiency
No. (rpm) load (kg) (kg/h) opacity (%)
(%)

1 1450 3 1.368 0.64 2.1634 0.632337 0.1459784076

2 1450 5 1.579 0.9 3.6056 0.437921 0.2107857943
3 1450 7 1.887 2.38 5.0479 0.373816 0.2469332681
4 1450 9 2.186 3.23 6.4902 0.336815 0.2740601028
5 1450 11 2.499 4.7 7.9325 0.315034 0.2930082802
6 1450 13 2.927 13.22 9.3747 0.312222 0.2956474206

 Dynamometer constant = 1500

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Engine power = BHP
㷟th e t t ehte

 Calorific value of fuel = 39000 kJ/Kg

 Fuel density = 0.84 gm/cc

1) Show the sample calculation for one sample data and calculate engine power, BSFC, and brake thermal efficiency?

For sample 2:

Engine Power = (5 x 1450x 0.7457)/ (1500) = 3.604 kW

BSFC = Fuel consumption/ Brake Power = 0.4380

Brake Thermal Efficiency = Brake Power / Input Power = 0.2106

2) Draw the curve for:

Thermal efficiency Vs Brake power
BSFC Vs Brake power

Fuel consumption Vs Brake power

Smoke opacity Vs Brake power

Discussion:

 Brake thermal efficiency increases with increase in load because of friction and disperative losses reducing
with increase in load due to higher vapourisation of fuel at high temperatures of combustion at high loads. At
high temperature, better air fuel mixture occurs decreasing losses during combustion
 BSFC decreases with increase in load because brake power increases at higher loads. At higher loads, the
throttle is open more widely causing more fuel injection, but it is compensated by higher brake power.
 Engine power tends to decrease at higher loads. Therefore, more fuel is injected to maintain constant speed.
 Smoke opacity is the degree to which smoke blocks the light. At higher loads, more fuel is injected, resulting in
higher temperature of combustion chamber and more NOx concentration in exhaust, which leads to higher
smoke opacity.
Lab-2 : Combustion Characterization
Objective:
 Effect of spark timing on the engine power output
 In-cylinder pressure variation measurement
 Instantaneous and cumulative heat release calculation

Equipment:
 Four stroke, single cylinder, water cooled research engine (there is a flexibility to change the
compression ratio, air-fuel ratio, spark timing)
 Lambda sensor
 Alternative current dynamometer
 Open engine control unit (ECU)
 In-cylinder pressure measurement (piezoelectric pressure sensor installed in the cylinder head)
 Shaft encoder installed on the crank shaft to measure the crank angle (piston position)
 Data-acquisition system, software, and Computer

Experimental procedure:
 Start the engine in the motoring condition (engine is driven by the dynamometer)
 Increase the engine speed, 1000 rpm, with the help of AC dynamometer
 Activate the spark and fuel injection system using ECU
 Increase the pulse width of injector slowly, continuously measure the lambda
 Set the lambda = 1, thus engine will run at the stoichiometric air-fuel ratio
 Don’t change the value of pulse width of injector
 At this condition, engine will run at 1000 rpm and some load
 Now, vary the spark timing and at each spark timing measure the torque output and pressure inside
the combustion chamber with respect to crank angle
Instantaneous heat release calculation:
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o
⿏ ⿏ ⿏
P = in-cylinder pressure
Ɵ = crank angle degree
q= instantaneous heat release
V= cylinder volume
Ƴ = specific heat ratio
Experimental set-up:

Engine Details:
Bore diameter: 87.5 mm
Stroke length: 110 mm
Connecting Rod length: 234 mm
Compression Ratio: 9:1

Observation data:
Sl. No. Spark Timing (0CA BTDC) Torque (N-m)
1 0 19.1
2 5 20.1
3 10 21.2
4 15 21.6
5 20 21.8
6 25 21.6
7 30 21.4
8 35 20.4

In-cylinder pressure Vs Crank angle data for each spark timing is attached.
Plots
1) Engine Power variation with spark timing, Find the optimum spark timing.

2) In-cylinder pressure Vs Crank angle for each spark timing

3) Calculate variation of cylinder volume with crank angle ?

4) Log of in-cylinder pressure Vs log of cylinder volume, calculate ratio of specific heat ?
5) Instantaneous heat release variation with crank angle for each spark timing

Calculations:
Results and Discussion
 Max Power Output: From the graph of Power vs Spark Ignition degree CA , it is shown that the power
increases from 0 degree spark ignition CA to 20 deg spark ignition CA and decreases thereafter respectively
with the given data. So, The Optimum Spark Crank Angle is therefore 20 deg CA BTDC for max. power output.
Power(W) = Torque(N-m) x Angular velocity(in radian)
 In-cylinder pressure vs Crank Angle: The trend for in-cylinder pressure increases with crank angle and
attained a maximum value before eventually decreasing. But maximum value of in-pressure increases from
around 10 bar at 0 deg CA BTDC to around 31 bar for 35 deg CA BTDC.( relative to spark time).
 Cylinder Volume vs Crank Angle:
Cylinder volume = ( Area of piston[A] x position of piston head from TDC[ẟ] ) + Clearance volume
From the graphs, it is somewhat sinusoidal, which is acceptable as the piston undergoes a periodic motion
where its position depends on crank angle.
Position from TDC[ẟ] = (l+r) -{ rcos(A) + sqrt(l2-r2sin2(A)) }
Where, l = connecting rod length
r = radius of crank wheel
A = crank angle
 Log(P) vs Log(V): The pressure initially decreases from near atmospheric pressure to some extent as the
piston comes down to suck (air + fuel) mixture. Then, compression stroke increases the pressure
tremendously. After that spark ignited to causes the combustion inside the cylinder, pressure increases to a
higher value and then drops rapidly as power stroke takes place or expansion takes place. Here we can a great
deviation in max. Pressure at BTDC for different spark timing and it has negative slope just after pressure
reaches maximum, that is the power stroke, whose line slope is - γ (gamma = Cp/Cv). As this is an adiabatic
process, P x V γ = constant.
log(P) = -γ x log(V) + constant
 Instantaneous heat release variation with crank angle: The heat variation surges rapidly after TDC (0 deg
CA). This is because combustion takes place and a lot of heat energy is absorbed by combustion gases thus
increasing gas internal energy, resulting in the spike in the graph. As the crank angle increases the max. heat
release decrease respectively to the graph shown.
At around 180 deg crank angle we have negative maximum heat loss caused by hot gases releasing energy to
surroundings after the power stroke and just before exhaust stroke. However this is less than the peak due to
combustion energy.
The hot gases are thrown out in the exhaust stroke and we reach the initial value.

Conclusions
In conclusion, it obtained that ignition timing can be used as an alternative way for predicting the performance
of internal combustion engines. Also engine speed and throttle position were all found to significantly influence
performance in this engine.

In this report, the best results were obtained at 20°BTDC for 1000RPM. Also engine speed and throttle position were all
found to significantly influence performance in this engine. Volumetric efficiency, BMEP have increased with rising ignition
timing.