ICE LAB MANUAL

Lab Experiments

DECEMBER 21, 2018

UNIVERSITY OF ENGINEERING AND TECHNOLOGY
LAHORE
Experiment No. 1

Objective: To draw the valve timing diagram of a 4-stroke Petrol engine

1.1 Appratus required

 Petrol Engine Model
 Measuring Tape
 Scale
 Thread

1.2 Formula
𝐷∗360
Required Angle = 𝐶𝑖𝑟𝑐𝑢𝑚𝑓𝑒𝑟𝑒𝑛𝑐𝑒 𝑜𝑓 𝑎 𝑓𝑙𝑦𝑤ℎ𝑒𝑒𝑙

D is the valve opening and closing position marked on the flywheel with respect to their dead
center.

Fuel valve opening and closing: The fuel valve opens at 10° to 15 °before TDC and closes at 15°
to 20 ° after TDC. This is because better evaporation and mixing fuel. The extreme position of
the bottom of the cylinder is called “Bottom Dead Centre” [BDC].IN the case of horizontal
engine, this is known as “Outer Dead Centre” [ODC]. The position of the piston at the top of the
cylinder is called “Top Dead Centre” [TDC].In case of horizontal engine this is known as “Inner
Dead Centre” [TDC]. In case of horizontal engine this is known as “inner dead center “[IDC].
Suction or inlet valve opens slightly before top dead center in vertical engine (or inner dead
center in horizontal engines) so that the charge is not restricted at the dead center position. The
valve continues to be opened.

Well beyond the bottom dead center or outer dead center in horizontal engines to admit more
charge due to high velocity at charge in the inlet manifold. The charge air from atmosphere
enters the cylinder due to suction stroke. The angle between inlet valve opening and closing
gives the suction process in crank angles in degrees. Exhaust valve opens considerably before the
end of the working stroke that is before bottom dead center. This no doubt reduces the power
output from the engine.
1.3. Procedure
1. First the TDC and BDC of the engine are found
correctly by means of rotating the flywheel and
the position marked on the flywheel.
2. After that, the circumference of the flywheel is
being found by the measuring tape.
3. The flywheel rotated and the point at which the
inlet valve start opening is found , and its position
is being marked on the flywheel.
4. Meanwhile, the closed position is noted.
5. The distances are usually marked by using the
thread with respect to their dead centers and are converted into angles.
6. The same procedure is repeated for exhaust valve too.

1.4 Table:
Observations and Calculations.

Event Distance from dead center Valve position

inch Degree
Inlet valve open 0.5 6.42

Inlet valve close 1.96 21.4

Exhaust valve open 5.326 57

Exhaust valve close 7.4 80

1.5 Diagram

1.6 PRECAUTIONS:-
1. The apparatus should be air tight.
2. The eudiometer tube of the apparatus should be well flushed with the flue gas sample before
performing the experiment.

3. The brine solution in the aspirator bottle should be saturated, as it may absorb some
constituents of the gas sample and thereby cause error.

1.7 Comments

 As the piston is forced out on the outstroke by the

expanding gases, it has been found necessary to open the exhaust valve before the piston
reaches the end of the stroke.
 It is done at 10to 250in advance of TDC position.
 Greater part of the burnt gases reduces the amount of work to be done by the piston on its
return stroke.
 Performance curves are plotted and they are similar to the standard performance Curves.
Experiment No. 2
To draw the valve timing diagram of a 4-stroke Diesel engine

2.1. Apparatus required

 Diesel Engine Model
 Measuring Tape
 Scale
 Thread

2.2. Formula
𝐷∗360
Required Angle = 𝐶𝑖𝑟𝑐𝑢𝑚𝑓𝑒𝑟𝑒𝑛𝑐𝑒 𝑜𝑓 𝑎 𝑓𝑙𝑦𝑤ℎ𝑒𝑒𝑙

D is the valve opening and closing position marked on the flywheel with respect to their dead
center.

2.3. Procedure

1) Fix a plate on the body of the Engine touching the flywheel.

2) Mark the positions of the both the dead centers on the flywheel with the
reference to the fixed plate. TDC and BDC in case of vertical Engines, IDC
and ODC in case of horizontal Engines.
3) Mark on the flywheel when the inlet and exhaust valves open and close as the
flywheel is rotated slowly.
4) Measure the valves (Tappet) Clearance.
5) Mark the spark ignition timing in case of petrol Engine and fuel injection
timing in case of Diesel Engine.
6) Measure the angles of the various events and plot the valve timing diagram.

2.4. Table
Observations and Calculations.

Event Distance from dead center Valve position

inch degree
Inlet valve open 4.9 21.35

Inlet valve close 11.5 50.12

Exhaust valve open 10 43.53

Exhaust valve close 19 82.8

2.5. Diagram

PRECAUTIONS:
1. Before stating the engine check all the systems such as cooling , lubrication and fuel system

2. Ensure oil level is maintained in the engine up to recommended level always. Never run the
engine with insufficient oil.

3. Never run the engine with insufficient engine cooling water and exhaust gas calorimeter
cooling water.
4. For stopping the engine, load on the engine should be removed.

Comments:
 Performance curves are plotted and they are similar to the standard performance Curves.
Experiment No. 3

To investigate performance characteristics of four stroke diesel engine using engine test bed

5.1 Apparatus Required:

 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.

Figure 1: 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.

Operating Modes of IC Engines

IC engines may operate on a 4 stroke cycle or a 2 stroke cycle. In a 4 stroke cycle the piston has
to go through 4 strokes in order to complete the above mentioned cyclic thermodynamic processes.
In the 2 stroke cycle the piston goes through only 2 strokes to complete the cycle. This seems to
make the 2 stroke cycle more advantageous. However, if the engine speed is high then the gas
exchange processes are not as efficient as in the 4 stroke cycle engines and so the 2 stroke cycle is
applied more to marine type slow and large CI engines and to light SI engines used on motorcycles
and lawn mowers, etc. (since there won't be any need for the valves and valve mechanisms).

On the other hand there are 2 stroke cycle CI engines in the power range of 200-500 kW and
operating at speeds of up to approximately 2000 rpm. In the two stroke engine, the inlet and
exhaust valves are eliminated by using the piston to cover and uncover ‘ports’ or passages in the
cylinder and crankcase.

Beginning the cycle with the piston about the half-way through its compression stroke, all three
ports are covered. The upward movement of the piston compresses a fresh charge of mixture in
the combustion chamber. At the same time the pressure in the crankcase is reduced below
atmospheric pressure. Near the top of the stroke the lower edge of the piston uncovers the inlet
port, allowing the pressure of the atmosphere to fill the crankcase of the engine with fresh mixture
from the carburetor.

The mixture in the combustion chamber is ignited in the same way as in the four stroke engine
near the top of the stroke. The high pressure of the burned gases drives the piston down the
cylinder. Just below TDC the piston covers the inlet port, and further downward movement
compresses the mixture in the crankcase. Near the bottom of the stroke the top edge of the piston
uncovers the exhaust port, allowing the burned gases to flow out of the cylinder under their own
pressure. Slightly further down, the piston uncovers the transfer port and the compressed mixture
in the crankcase flows into the cylinder above the piston. The shaped piston deflects the mixture
upwards, preventing it flowing straight across the cylinder and out through the exhaust port. Some
engines use shaped transfer ports instead of a deflecting piston. As the piston rise on its next stroke
the transfer and exhaust ports are covered and cycles of operations begins again.
 Operation of IC Engines
Spark Ignition Engines Spark ignition engines are mainly used in automotive vehicles such as
automobiles and motorcycles. These engines cannot be very big in size because of auto ignition
(abnormal combustion) problems of flame propagated combustion of premixed mixtures. They
induce a mixture of air and fuel during the induction process and then compress the induced charge
to a pressure of approximately 12-15 atmospheres and a temperature of 500-600 K during the
compression process and towards the end of the compression process the hot and compressed 5
mixture is ignited by a spark produced by the electrical ignition system of the engine across the
points of spark plug situated in the cylinder (10-20 degrees before TDC). Then the pressure and
temperature of the gas inside the cylinder rapidly rise to a maximum of approximately 70-80
atmospheres and a temperature of 2400-2600 K during the combustion process.

A flame, starting at the spark plug location, sweeps across the combustion chamber (volume
between the cylinder head and piston top) at mean speeds which may reach 10-20 m/s, such that
the movement of the piston towards TDC and away from TDC is negligibly low as this happens.
Therefore for most practical calculations this type of combustion process is considered to happen
at constant volume. The products of combustion then push the piston away from TDC and the
expansion of these gases during the expansion process goes on until the piston nearly arrives at
BDC.

At about 40-50 degrees crank angles away from BDC the exhaust valve is opened by the valve
mechanism which is synchronized to the motion of the crankshaft through the camshaft. Even
though the piston continues to travel towards BDC the pressure inside the cylinder rapidly
decreases from about 4 atmospheres when the exhaust valve opens to about 1.1 to 1.25
atmospheres, as the gases rush out of the exhaust valve into the exhaust port and from there into
the exhaust manifold and exhaust pipe. The piston then returns towards TDC and starts pushing
out the remaining gases out forcefully during the exhaust process.

This motion of the piston requires outside work which will be supplied by one of the other pistons
(which will be going through the expansion process) or in the case of a single cylinder engine it
will be supplied by the flywheel. Towards the end of the exhaust process the inlet valve opens and
mixture of air and fuel vapor enters the cylinder even though there will still be some exhaust gases
going out of the exhaust valve which will normally be closed after TDC. This overlapping of the
inlet and exhaust valves occurs for almost all IC engines. How many degrees crank angle this
overlap should be depends on the engine type and operating speed. Inertia effects on the gases is
important in determining the valve timing of IC engines and this timing is usually done by testing
the performance of the engine in order to arrive at optimum values.

Compression Ignition Engines

Compression ignition engines have a much broader field of application. It's possible to produce
approximately 2000 kW per cylinder as well as 0.2 kW per cylinder with this type of engine. Since
they can operate at much higher powers than SI engines they are more suitable for commercial
applications. These engines induce only air (except the dual fuel engines) during the induction
process.

For naturally aspirated engines, the air is compressed to approximately 40 atmospheres and 900 K
during the compression process. Liquid fuel is injected into the cylinder towards the end of
compression (10-20 degrees before TDC) and the fuel spray atomizes into small droplets,
evaporates and mixes with hot air, forms pockets of local combustible mixtures and then auto
ignites after having gone through a series of preliminary (slow rate) reactions in these pockets.
Once combustion starts, the remaining fuel rapidly evaporates and enters the combustion reaction.
During all this the injection of fuel is still continuing.
After the initially fast spontaneous burning of the fuel which entered first 6 into the combustion
chamber the continued injection of fuel results in a diffusive type of burning, since this fuel has to
diffuse through the products of combustion in order to meet with the oxygen molecules. This kind
of combustion of course takes more time than the flame propagation in SI engines. Therefore CI
engines cannot normally operate as fast as SI engines. On the other hand they can have cylinder
bores up to approximately one meter whereas SI engine cylinder bores are normally limited to 0.15
m The expansion and exhaust processes of 4 stroke cycle CI engines are exactly the same as in 4
stroke cycle SI engines.

Testing of IC Engines
In real life, vehicles always operate against a resistance. This resistance may be made of rolling
friction, slope, air and inertia resistance. The dynamometer loading simulates the total of these
resistances. Therefore the steady state performance of IC engines is tested on dynamometers. The
dynamic testing of engines mounted on vehicles is done on chassis dynamometers. The
dynamometers used for engine testing may be hydraulic or electrical.

Hydraulic Dynamometers
Basically there are two types of hydraulic dynamometers; friction and agitator types. The basic
working principle of the dynamometer is that the coupling force arises from the change in
momentum of water as it is transported from the rotor vanes and back. The engine power is
absorbed by the water which circulates through the dynamometer.

Electric Dynamometers
This is essentially an electric generator used for loading the engine. The output of the generator
must be measured by electric instruments and corrected in magnitude for generator efficiency.
Since the generator efficiencies depend on loading, speed and temperature, the results obtained
will not be very precise. However the generator may be cradled and the torque exerted by the stator
frame may directly be measured. This torque arises from the magnetic coupling between the
armature and stator and is equal to the engine brake torque. DC or AC type electric generators of
may be used in these dynamometers. AC type electric dynamometers have better dynamic response
characteristics and are used in cycle simulation tests.
 Figure 3: Output Panel
Figure 2: Cooling Water Flow rate

Inlet manifold

Fuel tank

Engine head

Motor
Inlet air hose

Figure 4: Fuel tank and miscellaneous Figure 5: Engine Components

 Exhaust pipe

Cylinder arrangement
Fuel injector

Battery

Figure 6: Engine Components Figure 7: manometer

5.4 Procedure
 At first, engine is being attached with the engine bed at both ends.
 Sensors and pressure gauges should be in good condition.
 Initiate the engine and record temperatures from bed sensors
 Record engine speed, dynamometer load and governor position
 Pressure gauges are used to measure Exhaust gas pressure and lube oil pressure.
 Suction air pressure difference is measured by manometer on engine bed
 suction air pressure should be 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

5.5 Observation and Calculation

Properties of fluids
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

Calculations:

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

Gs= Weight of flow of intake air (kg/s)

α= 0.822
ε= Co-efficient of incompressible fluid to compressible fluid
𝑃1−𝑃2
Relation of 𝑌 = 𝑃2

d= Inner diameter

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 vapour 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)
 3600: 1 𝑘𝑊 = 3600 𝑘𝐽/𝑘𝑔
3600 − 𝑃
ɳ𝑒 = ∗ 100
𝑄𝑓
𝑃˳
ɳ𝑒 = ∗ 100
𝐿𝑓
P˳=shaft output (kW)
10. output power and torque

𝑇 = 𝑊𝐿
2 ∗ 𝜋 ∗ 𝑊 ∗ 𝐿 ∗ 𝑁𝑝
𝑃=
60 ∗ 1000
Measured parameters
Fuel Consumption

Fuel Consumption

Inlet Temperature

Lube Oil Pressure

Suction Air Diff.

Fuel Measuring
Governor Level

Cooling Water

Cooling Water

Cooling Water
Dynamometer

Engine Speed

Temperature

Temperature

Temperature
Temperature
Exhaust Gas

Exhaust Gas
Suction Air

Suction Air
Serial No.

Lube Oil
Pressure

Pressure

Pressure
Position

outlet
Load

Time

Flow
Rate

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 Pa ºC
1 4 157 1017 24.8 100.9 70 30 50 2.16 200 278 215 28.3 44.2 0.6 44
2 8 314 1306 25.3 100.9 70 30 24 4.5 200 262 215 28.2 43.1 0.6 44
3 4 408 2002 25.9 101.3 200 30 13.1 8.26 1300 477 200 28.8 58.1 0.65 63

Calculated parameters
Brake Specific Fuel

Thermal Efficiency
Air Flow Rate

Consumption
Saturation
Pressure

Torque

Power
Serial No.

A/F

Ps Gs tg1 Ps bsfc Η
Pa Kg/sec Nm kPa Pa %
1 3.31338 0.0213 40.432 44.981 4788 0.397 20.61
2 3.2281 0.0213 19.391 89.961 12297 0.322 25.41
3 3.3412 0.036 17.831 116.89 24494 0.2969 27.56
5.7 Specimen Calculation

Y=(p1-p2)/p2=0.000686

5.8 PRECAUTION:
The following precautions should be taken during the experiment:

 Before starting engine, grease cups and lubricating oil should be checked.

 It should be checked that air is not present in the pump.

 Do not tamper with any of engine settings without proper knowledge.

5.9 Comments
The diesel engine operates at high engine efficiency unlike for gasoline and steam engines.
Unlike gasoline engines, the diesel engine has no spark plug. It is the heat of the compressed air
that ignites the fuel in a diesel engine. The diesel engine uses a four stroke cycle.

The four strokes are first, the intake stroke, second, the compression stroke, third, the
combustion stroke, lastly, the exhaust stroke. Based from the data obtained the mechanical
efficiency is directly proportional to thermal efficiency.
Experiment No. 4

To draw the heat balance sheet of 4-stroke diesel engine using engine test bed

6.1 Apparatus Required:

Engine Test bed
Four Stroke Diesel Engine
Stop Watch
Diesel as fuel
Compression Ignition Engine

6.2 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.

6.3 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.

6.4 Mathematical expressions

Energy lost in exhaust gas

𝑄𝑔 = 𝐺𝑔 ∗ 𝐶𝑝𝑔 ∗ (𝑡𝑔2 − 𝑡𝑔1)

Cpg = Specific heat of exhaust gas at constant pressure of combustion gas
tg2 = temperature of exhaust combustion at the outlet
tg1 = temperature of inlet air
Gg = Gas specific weight of inlet air
𝑄𝑔
ɳ𝑔 = ∗ 100
𝑄𝑓
Loss in cooling water

𝑄𝑤 = 𝐺𝑤 ∗ 𝐶𝑝𝑤 ∗ (𝑡𝑤2 − 𝑡𝑤1)

Cpw = specific heat of water at standard conditions
Gw = mass flow rate of water
tw2 = outlet water temperature from the radiator
tw1 = inlet water temperature from the radiator
𝑄𝑤
ɳ𝑤 = ∗ 100
𝑄𝑓
Brake thermal efficiency
kJ
Qf = H. F. r ( )
hr
Lf = (H. F. r)/3600

3600: 1 kW = 3600 kJ/kg

3600 − P
ɳe = ∗ 100
Qf
P˳
ɳe = ∗ 100
Lf
 6.5 Observations and Calculations
Table 6.1: Calculated parameters
Weight Energy
Pw Equvi. Loss in Energy loss loss in Brake
Equivalent Fuel rate of lost in Friction
Fuel Exhaust in cooling cooling thermal
consumption Exhaust Exhaust Loss
consumption gas water water effi.
gas gas
Qf Lf Gg Qg ɳg Qw ɳw ɳe ɳf
kg/h*103 W g/s kJ/hr*103 % kJ/hr*103 % % %
83635 23.232 21.9 5.91 25.44 3.988 17.17 20.609 36.781
174240 48.4 22.4 5.62 11.61 3.737 7.72 25.407 55.263
319951 88.875 38 18.85 21.21 6.836 7.69 27.56 43.54
125090 34.747 41 6.88 19,8 10.967 31.56 15.379 33.261
192353 53.431 36.8 8.07 15,1 9.613 17.99 22.224 44.686

6.7 Pie charts

Heat Balance Sheet for ____ RPM

Loss in Ex
gas
a%
loss in cooling
water
b%

Brake thermal effi.

Friction Loss c%
d%

loss in cooling water Brake thermal effi. Friction Loss Loss in Ex gas
6.8 Comments
The balancing of the heat balance sheet confirms the theory throughout the practical. We see that
the heat supplied by fuel is equal to the heat consumed in various forms.
Experiment no 4
To investigate performance characteristics of four stroke petrol engine using engine test bed

7.1 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.

7.2 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.

7.3 Observation and Calculation

Table 7.1a: 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 7.1b: 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 Output max 54.43W
7.4 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
 Table 7.2a: Measured parameters

Fuel Consumption

Fuel Consumption

Inlet Temperature

Oil Pressure
Suction Air Diff.

Fuel Measuring
Governor Level

Cooling Water

Cooling Water

Cooling Water
Dynamometer

Engine Speed

Temperature

Temperature

Temperature

Temperature
Exhaust Gas

Exhaust Gas
Suction Air

Suction Air
Serial No.

Lube Oil
Pressure

Pressure

Pressure
Position

outlet
Load

Time

Flow
Rate

Lube
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 Pa ºC
1 30 85 1600 23 100.93 35 30 21.78 4.95 430 150 27.3 44.2 0.6 26
2 30 72 1800 23.3 100.93 40 30 20.85 5.17 465 150 27.4 43.1 0.6 32
3 30 60 2000 23.3 100.93 40 30 21.64 4.99 491 150 27.4 58.1 0.65 37
4 30 50 2200 23.4 100.93 40 30 20.12 5.37 535 150 27.4 68.9 0.65 41
5
6
Table 7.2a: Calculated parameters

Brake Specific Fuel

Thermal Efficiency
Air Flow Rate

Consumption
Saturation
Pressure

Torque

Power
Serial No.

A/F

Ps Gs tg1 Ps bsfc Η
Pa Kg/sec ºC kPa Pa %
1 2.7945 0.01342 13.53 4.078 4.078 0.875 8.86
2 2.8322 0.01434 13.84 3.886 3.886 0.959 8.08
3 2.8511 0.01434 14.37 3.598 3.598 0.998 7.77
4 2.8699 0.01434 14.33 3.299 1.172 1.172 6.62
5
6

7.5 Specimen Calculations

Y=(P1-P2)/P2=0.00035
7.6 Plots

 Graph of RPM vs various Temperature

 Graph showing RPM vs Bsfc
 Graph showing RPM vs Torque
 Graph showing RPM vs Brake Thermal efficiency

7.7 Comments
 Exhaust Gas and Lube Oil Pressure increases as the dynamometer load increases
 Actual air fuel ratio is not in accordance with Theoretical air fuel ratio.
Experiment No. 5
To draw the heat balance sheet of four petrol engine using engine test bed

8.1 Theory:

8.2 Procedure:
 Fill the calibrated gauge with petrol fuel
 Set the rpm at specific level
 Note the values of required parameters
 Turn the stop watch and find the time for 10ml of fuel consumption
 Repeat the same procedure for higher values of rpm

8.3 Observation and Calculation:

Table 8.1a: Specifications and conditions
1. Diameter of air nozzle 48mm 7. Atmospheric Pressure 100.93 kPa
2. Stroke 82mm 8. Density of air 1.2 kg/m3
3. Bore 89mm 9.
4. Swept volume 1487 ml 10.
5. Calorific Value 46050 kJ 11.
6. Torque arm 0.2865 m
Table 8.1b: 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 Output max 54.43 kW
 8.4 Observations and calculations
Table 8.2: Measured parameters
Wt. rate Energy Energy
Equivalent Pw Equvi. Loss in Loss in Brake
of lost in loss in Friction
Fuel Fuel Exhaust cooling thermal
Exhaust Exhaust cooling Loss
consumption consumption gas water effi.
gas gas water
Qf Lf Gg Qg ɳg Qw ɳw ɳe ɳf
kg/h*103 W g/s kJ/hr*10 3
% kJ/hr*103 % % %

8.5 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 vapour 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
Mathematical expressions
11. Energy lost in exhaust gas

𝑄𝑔 = 𝐺𝑔 ∗ 𝐶𝑝𝑔 ∗ (𝑡𝑔2 − 𝑡𝑔1)

Cpg = Specific heat of exhaust gas at constant pressure of combustion gas
tg2 = temperature of exhaust combustion at the outlet
tg1 = temperature of inlet air
Gg = Gas specific weight of inlet air
𝑄𝑔
ɳ𝑔 = ∗ 100
𝑄𝑓
12. Loss in cooling water

𝑄𝑤 = 𝐺𝑤 ∗ 𝐶𝑝𝑤 ∗ (𝑡𝑤2 − 𝑡𝑤1)

Cpw = specific heat of water at standard conditions
Gw = mass flow rate of water
tw2 = outlet water temperature from the radiator
tw1 = inlet water temperature from the radiator
𝑄𝑤
ɳ𝑤 = ∗ 100
𝑄𝑓
13. Brake thermal efficiency
kJ
Qf = H. F. r ( )
hr
Lf = (H. F. r)/3600

3600: 1 kW = 3600 kJ/kg

3600 − P
ɳe = ∗ 100
Qf
P˳
ɳe = ∗ 100
Lf

8.7 Pie charts

 Heat Balance Sheet for ____ RPM

loss in cooling
water Brake
a% thermal effi.
b%

Loss in Ex gas
d%

Friction Loss
c%

loss in cooling water Brake thermal effi. Friction Loss Loss in Ex gas

8.8 Comments:

Based on experimental results the following conclusion are made

1. The speed of engine increases with load because of enriching air intake by oxygen &. Specific
fuel consumption is reduce at different load sped condition.

2. Brake power and brake thermal efficiency satisfactorily increase at varying speed and load
condition as compare to normal combustion process.

3. lastly according to the heat balance sheet of before and after introducing oxygen in the intake
air the utilization of heat in the brake power satisfactorily increased also heat loss in the exhaust
gases is reduced so this is the major achievement of this research work.