4 STROKE, 4 CYLINDER PETROL ENGINE TEST RIG

WITH HYDRAULIC DYNAMOMETER

INSTRUCTION MANUAL FOR

4 STROKE, 4 CYLINDER,
MPFI PETROL ENGINE TEST
RIG
YEAR OF MANUFACTURE – JAN 2009

Manufacturer: -
ACCURATE TEST EQUIPMENTS & ENGINEERS
Plot No. C-49, M.I.D.C. Shiroli Area,
Kolhapur – 416 122
Maharashtra State, India
Tele-fax: - +912302468883
Web-site: - [Link]
E-mails: -
info@[Link], vpghatge@[Link]

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 4 STROKE, 4 CYLINDER PETROL ENGINE TEST RIG
WITH HYDRAULIC DYNAMOMETER

FORWARD
The information in this manual is intended as a general guide to the installation, maintenance
and operation of the 4 Cylinder, 4 Stroke Petrol Engine Test Rig withHydraulic Dynamometer.

In order to ensure best results from the equipment, installation and subsequent maintenance
should be done carefully.

Modifications to improve the equipment are done from time to time and therefore the description
in this book is to be considered subject to alterations without notice.

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 4 STROKE, 4 CYLINDER PETROL ENGINE TEST RIG
WITH HYDRAULIC DYNAMOMETER

GENERAL INFORMATION
The manual guides the user in handling, operating and maintaining the Test Rig, which will
result in satisfactory performance for longer life.

LIFTING THE EQUIPMENT

The 4 Cylinder, 4 Stroke Petrol engine test rig is Heavy to handle. It should be handled with the
help of a crane or with help of Tripod and Chain Pulley Block of 1 Ton Capacity.

ERECTION AND LEVELLING

The test rig can give satisfactory performance only if it is put on a well-dried foundation made
according to foundation plan. (Refer Foundation Plan Drawing).
A good foundation will damp the vibrations produced by the engine and steady readings can be
obtained. In this Test Rig, the channel frame on which the Engine and Dynamometer are fitted
is required to be put on a good foundation. Level of the Dynamometer should be checked by
keeping level bottle on base plate of the Dynamometer.

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 4 STROKE, 4 CYLINDER PETROL ENGINE TEST RIG
WITH HYDRAULIC DYNAMOMETER

VARIOUS MECHANICAL & ELECTRICAL CONNECTIONS

1) Water Supply Connections –
a) Dynamometer: - Water from pump is first supplied to the Dynamometer. Size of
pipe to be used at inlet is ¾” BSP. A Gate valve is required at the inlet to the
Dynamometer. After the Gate valve, a ¾”BSP Strainer & 0 – 7 Kg/Cm2 Pressure
Gauge should be provided before water enters the Dynamometer. The outlet of
Dynamometer is 1 ½” BSP and should be directed to the Main water Tank.
b) Exhaust Gas Calorimeter: - Water in exhaust gas calorimeter flows opposite to
the flow of Exhaust gases. Hence the inlet connection is provided at the bottom
side of exhaust gas calorimeter, from where the exhaust gases come out of the
calorimeter. The water should be supplied thro’ a Glass Tube Rotameter provided
with the equipment. The water outlet of Rotameter should be connected to inlet of
calorimeter as shown in Figure.
c) Engine Cooling: - The system used for Engine Cooling is open system. No
Radiator is required. The water outlet of calorimeter is connected to the water inlet
of Engine thro’ a Rubber Hose. Thus the water outlet temperature from the
calorimeter is the Water inlet temperature to the engine. The Cooling water flow
rate is same for both calorimeter and engine and is indicated by the Glass Tube
Rotameter installed in line with water inlet to calorimeter.
d) Rotameter: - The Rotameter is provided to indicate rate of flow of water directly in
Litres per Hour. The Rotameter is to be handled carefully and is to be installed in
the line of water inlet to calorimeter as per the installation Instructions for Rotameter
Attached in APPENDIX at the end of the manual. The Rotameter should be aligned
vertically straight.

2) Fuel Consumption Measuring System: -

a) A fuel tank of 10 Litre Capacity is mounted on frame for Orifice-meter above the
engine. A Nozzle valve of ¼” B.S.P. size is fitted on the outlet connection
b) The pipette should be fitted in the housing provided on the Sheet metal Board
c) This Board is to be mounted on the wall such that, the top volume marking on
pipette is at a height approximately 50 mm below the Bottom of the Petrol Tank.
This Board should be mounted Near to the Engine.
d) Just below the pipette, a Fuel Junction is provided.
e) The pipette supplied is of 25 C.C. + 25 C.C. capacity.
f) A Stop Watch is supplied of accuracy 1/10th of a second.
g) When the time is to be noted for fuel consumption, shut the ball valve provided
below the junction and note the time between two consecutive markings on the
pipette by means of stop watch provided and then again open the valve
.

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 4 STROKE, 4 CYLINDER PETROL ENGINE TEST RIG
WITH HYDRAULIC DYNAMOMETER

3) Orifice-meter & U Tube Manometer: -

A ¼” B.S.P. cock is provided on the Orifice meter. A Flexible Rubber hose is to be connected
between this end and Bent End of Glass U Tube Provided. The glass tube is to filled halfway
with clean water (if possible distilled).

4) Electrical connections to the Engine: -

A 15-Plate, 12 V D.C., 75 AH battery is REQUIRED for Starting the Engine. Keep it fully
charged and get it checked for proper gravity.
One Starter wire is connected to the starter and this is to be connected to ‘+’ ve (RED) Terminal
on the battery.
The other wire is connected to the Channel Frame (Earth) is to be connected to the ‘-’ ve
(Green) terminal on the battery. Besides that a Key Starter Switch, Ignition Lamp and
Lubrication oil Pressure Indicator Lamp are fitted on the Panel Board.

5) Digital Temperature Indicator: -

a) This is provided to be used along-with Exhaust Gas Calorimeter arrangement for
carrying out Heat Balance Sheet Experiments.
b) A Six point Indicator is mounted on the Panel Board. Connectors are provided on
backside of the Instrument for connecting thermocouple wires. The colour code for
connection is to be observed as per Sticker on the instrument for Cr-Al
thermocouples.
c) The sequence is to followed as per the details given below in the manual.
d) The sensing probe is of Compression fitting type. Adjust the tip of Sensor in the
Measurement Zone and then tighten the Clamp nut so make a water-tight or Gas
tight connection.
e) The 2 Nos. 9” long thermocouples are to be used to measure exhaust Gas
temperatures at inlet and outlet of Exhaust Gas Calorimeter.
f) The thermocouples are connected at the following points –
i. Water inlet to calorimeter
ii. Water outlet from Calorimeter / water inlet to engine
iii. Water outlet from engine
iv. Exhaust Gas inlet to calorimeter
v. Exhaust Gas outlet from calorimeter
vi. Exhaust Gas outlet from Engine

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 4 STROKE, 4 CYLINDER PETROL ENGINE TEST RIG
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Orifice Meter
for Air Flow

Fuel
Tank U-tube Manometer

Digital Multi-point
Temperature
Indicator
Fuel Flow
Measurement
Hydraulic
Dynamometer

MPFI CARD
Box

MORSE TEST
ARRANGEMENT

Engine Coupling and Cardan

Shaft Guard
Temp. Sensors

Exhaust Gas Calorimeter

4 CYLINDER, 4 STROKE MPFI PETROL ENGINE TEST RIG

WITH HYDRAULIC DYNAMOMETER

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 4 STROKE, 4 CYLINDER PETROL ENGINE TEST RIG
WITH HYDRAULIC DYNAMOMETER

Lubrication: -
Lubrication is required at the following parts –
1) Engine
2) Propeller Shaft
3) Dynamometer
In case of engine, check and ensure that level of oil in engine sump is in between Maximum and
Minimum Level markings of the dipstick. For checking this, stop the engine and pull out the
dipstick. Clean the dipstick with a clean piece of cloth or paper and then insert it up to the
stopper. Then again remove it to observe the oil level. If the level is Low, then fill the oil
(SAE20W40) by opening lid of vent pipe on Engine Head Cover.

In case of propeller shaft, the shaft is pre lubricated. In future, it the Propeller Shaft Cross, starts
to make noise, lubricate it thro grease nipples provided by good quality bearing grease.

In case of Dynamometer, follow instructions in the manual for Dynamometer.

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 4 STROKE, 4 CYLINDER PETROL ENGINE TEST RIG
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STARTING: -
Primary Checks: -
Before starting the experiments on the test rig, following points should be checked –
i. Various mechanical and electrical connections are done for the engine,
Dynamometer, Exhaust Gas Calorimeter, Panel, thermocouple connections, and of
all other accessories of the Test Rig.
ii. The oil level in engine is well above the minimum marking.
iii. Water supply to Dynamometer, to Exhaust Gas Calorimeter and Engine is started
at required pressure and flow rates.
iv. Oil Level in Air Cleaner (In case of wetted type only) is up to the marking provided.
*****
v. The fuel tank is full with Petrol.
vi. All the foundation bolts of Base Frame, the Dynamometer Base and Engine support
brackets are fully tightened.
vii. All the bolts of propeller shaft (at Both ends) are fully tightened.
viii. Cables for Starter Motor are properly connected to battery lugs. Ensure that there is
no loose connection.
ix. Air in Petrol pipeline is completely removed.
x. Ensure that the throttle / accelerator is in idling position.

*****In case of the Isuzu Petrol Engine, Air Cleaner is of Dry Element Type. So, oil should
not be filled up in the Air Cleaner.

CAUTION: - The Engine / Dynamometer should not be operated in absence

of proper lubrication

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 4 STROKE, 4 CYLINDER PETROL ENGINE TEST RIG
WITH HYDRAULIC DYNAMOMETER

OPERATION: -
At the time of starting the engine, insert the ignition key in proper position. Rotate it clockwise
once. On doing this, the RED INDICATORS on the engine panel should glow. Also the
Electronic Fuel Pump will start working. If this is OK, then proceed to start the engine, else
trouble shoot the cause of the problem.

Crank the Engine by using the ignition key. Intermittently raise the throttle till the engine runs
smoothly.

If all systems of engine are working properly, the engine starts.

Check that the Lub. Oil Pressure Gauge shows proper oil pressure and also the Ampere-meter
needle should deflect in + ve direction to indicate the Charging. In case only Charging Lamp is
provided, then it should diminish once the engine is started.

Let the engine run for 10 to 15 minutes at idling speed of approx 800 rpm to 1000 rpm.
Adjust the water flow rate such that the engine operates at normal working temperature. For this
observe the Reading of water outlet from engine on the temperature indicator.

Decide the loading sequence. The torque / load to be applied to the engine can be calculated by
using the formula –
Power in KW = ( 2πNT / 60,000)
Where
T = Torque indicated on Digital torque Indicator in N-m
N = Dynamometer Speed in RPM
When Power & RPM are known from the engine Characteristic, Maximum Torque at that
Particular speed can be obtained.

Now, slowly raise the engine to the Speed at which the Trials are to be conducted. Let it run for
5 minutes at this condition. Note all the readings in the table for the Minimum Load of the
Dynamometer. The temperature readings should be noted after all other readings as the same
are stabilized with time.
Then increase the throttle to increase the speed to 200 to 300 RPM more than the Testing
speed and gradually load the engine by turning the Loading Wheel of Dynamometer in anti-
clockwise direction. The torque will increase and speed starts reducing. Adjust the throttle and
load in such a way as to obtain desired Torque & speed. Note all the reading.
Repeat the Procedure for various Part loads and at load corresponding to full torque at that
RPM.

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 4 STROKE, 4 CYLINDER PETROL ENGINE TEST RIG
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For noting the Fuel Consumption timing, shut the ball valve to close fuel supply from tank. Note
the reading for time between the markings on pipette. Remember to open the valve immediately
after reading had been observed, otherwise the engine will stop due to lack of fuel.

Tabulate the readings & Perform the Calculations.

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 4 STROKE, 4 CYLINDER PETROL ENGINE TEST RIG
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MORSE TEST: -
In this method, the cylinders of the Engines are cut off one at a time, so as to make it Non-
Firing.
So, the Cut cylinder does not develop any power, but only consumes mechanical friction and
pumping work.
The reduction in work by one cylinder results in DROP IN POWER DEVELOPED & THIS IS
THE FRICTION POWER for that cylinder at that particular speed.

Summing up the Friction power of each cylinder, we can get the total friction power for the
engine at a particular speed.

Adding this to BHP at that speed with all cylinders firing will give the IHP at that speed.
The division BHP / IHP give the mechanical efficiency of the engine at the particular speed.

The procedure is as follows –

1. Load the engine to its full load capacity at a particular speed, say ‘N‘ RPM and lock the
throttle controller at this position by means of wing nut provided.
Note the load as BP
2. Cut off Cylinder number 1. by cutting off the spark plug by means of a Knife switch
indicated as 1 on the Morse Test Arrangement.
This will result in reduction in power developed and hence reduction in Torque & speed
is indicated. Keeping the throttle position locked, decrease the load on prime-mover by
gradually turning the load knob in anticlockwise direction, till the speed of ‘N’ RPM is
reached again.
Note the load in this condition as BP-1
3. Follow same procedure for cylinders 2,3 & 4 and note down respective loads as BP-2,
BP-3, & BP-4 respectively.
4. Now, friction power for cylinder number 1 is FP1 = (BP) – (BP-1)
Similarly, friction power for cylinder number 2 is FP2 = (BP) – (BP-2)
friction power for cylinder number 3 is FP3 = (BP) – (BP-3)
friction power for cylinder number 4 is FP4 = (BP) – (BP-4)

5. So, Indicated power = Brake power + Friction Power

IP = (BP) + (FP1+FP2+FP3+FP4)

6. Mechanical efficiency = BP / IP.

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 4 STROKE, 4 CYLINDER PETROL ENGINE TEST RIG
WITH HYDRAULIC DYNAMOMETER

OBSERVATION TABLE FOR ENGINE TESTING

Sr. Section Symbol Unit Initial 1/4th 1/2 3/4 Full

No. Load Load Load Load Load
1 Dynamometer Section
Dynamometer Constant C 2000 2000 2000 2000 2000
Load Indicated on Spring W Kg
Balance
Speed of Engine (RPM) N RPM

2 Fuel Consumption Measuring Section

Specific Gravity of Fuel ρ
Calorific Value of Fuel c
Time Required for 100 C.C. t
Fuel Consumption

3 Exhaust Gas Calorimeter Section

Water Inlet temperature to Twic
Calorimeter
Water Outlet temperature Twoc
from Calorimeter
Exhaust Gas outlet Tgoe
Temperature From Engine
Exhaust Gas inlet Tgic
Temperature to Calorimeter
Exhaust Gas outlet Tgoc
Temperature From
Calorimeter
Rate of water Flow Mw

4 Engine Cooling Water Section

Water Inlet Temperature to Twoc
Engine
Water Outlet Temperature Twoe
from Engine

5 Orifice Meter Section

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 4 STROKE, 4 CYLINDER PETROL ENGINE TEST RIG
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Pressure Difference on U- h mm
tube manometer
Size of Orifice d mm
Atmospheric Temperature T ºC
Atmospheric Pressure p

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 4 STROKE, 4 CYLINDER PETROL ENGINE TEST RIG
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Formulae & Important Data For Calculations

1) POWER & TORQUE
Torque = (W x 0.3581 x 9.81)
Brake Power output in Kw
= {(2 x Π x N x T) / 60,000}
= {(N x T)/9549.3} Kw

Else, BHP = (W x N) / 2000

2) HEAT SUPPLIED BY FUEL

Time required by 100 c.c. of fuel = ‘T’ Sec.

Fuel Consumed per minute = 60/T x 100 c.c. / Min

As Specific gravity = ‘ρ’ gm/c.c.

Fuel/min by weight (Wfuel) = 60 / T x 100 x ρ gm/min

Calorific Value of Fuel (cf) = ‘X’ KJ / Kg – (say)

Heat Supplied by Fuel / min = [{(60 / T) x 100 x ρ} /1000] x X

= ____________ Kcal/min

3) HEAT CARRIED AWAY BY EXHAUST GASES

Mg = mass of gas
Cpg = Specific heat of gas
Mw = mass of water flowing thro’ calorimeter per minute.

Now,
Mg x Cpg (Tgic – Tgoc) = Mw x Cpw x (Twoc – Twic)

Mg x Cpg = {Mw x Cpw x (Twoc – Twic)}/ (Tgic – Tgoc)

Heat carried away by exhaust gases

= Mg x Cpg x (Tgoe – Room Temperature)

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 4 STROKE, 4 CYLINDER PETROL ENGINE TEST RIG
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HEAT BALANCE SHEET AT FULL LOAD ON MINUTE BASIS

a) Heat supplied by fuel = ‘Q’ KJ/min

b) Heat equivalent of BHP = ‘Q b ’ KJ/min

c) Heat carried away by cooling water

= Mw x Cpw x (Twoc - Twic)
= ‘Qw’ KJ/min

d) Heat carried away by exhaust gases

Mg = mass of gas
Cpg = Specific heat of gas
Mw = mass of water flowing thro’ calorimeter per minute.
Now,

Mg x Cpg (Tgic – Tgoc) = Mw x Cpw x (Twoc – Twic)

Mg x Cpg = {Mw x Cpw x (Twoc – Twic)}/ (Tgic – Tgoc)

Heat carried away by exhaust gases

= Mg x Cpg x (Tgoe – Room Temperature)
= ‘Q g’ KJ/min

e) Heat Unaccounted = Q – (Q b + Q w + Q g)

Sr. Particulars KJ/min Percentage %

No.
1 Heat supplied by fuel 100
2 Heat equivalent of BHP
3 Heat carried away by cooling water
4 Heat carried away by exhaust gases
5 Heat Unaccounted

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 4 STROKE, 4 CYLINDER PETROL ENGINE TEST RIG
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AIR FLOW CALCULATIONS

PxV=mxRxT
p1 x v1 = m x R x T1
p1 = 10 4 x 1 Kg/m 3
v1 = 1 m3
R = 29.27 Kg-m / Kg
T1 = ____ ° K

m = (10 4 x 1 ) x ( 29.27 x T1 ) = ____ kg/ m 3

hair
= Head of air equivalent to water level of manometer.
= (hw x mw) / m

Qair
= Rate of flow of air
= {A x C d x √ (2 x g x hair)} m3 / minute

Wair
=Weight of air per minute
= Qair x m Kg/minute
= Qair x m x 1000 gm/minute

Air Fuel Ratio

= Wair / Wfuel

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 4 STROKE, 4 CYLINDER PETROL ENGINE TEST RIG
WITH HYDRAULIC DYNAMOMETER

• Heat equivalent of BHP = BHP x 60 KJ/min

• Heat equivalent of IHP = IHP x 60 KJ/min

• EFFICIENCIES
Mechanical Efficiency = BHP / IHP x 100 = _____ %

Brake Thermal Efficiency

= (Heat Equivalent of BHP) / (Heat Supplied per min)
= ____ %

Indicated Thermal Efficiency

= (Heat Equivalent of BHP) / (Heat Supplied per min)
= _____%

• Specific Fuel Consumption at Various Loads (gm/BHP-Hr)

1/4 load – {(60/T) x (100 / 1000) x ρ x 60} ÷ BHP at ¼ Load

1/2 load – {(60/T) x (100 / 1000) x ρ x 60} ÷ BHP at ½ Load

3/4 load – {(60/T) x (100 / 1000) x ρ x 60} ÷ BHP at ¾ Load

Full load – {(60/T) x (100 / 1000) x ρ x 60} ÷ BHP at Full Load

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 4 STROKE, 4 CYLINDER PETROL ENGINE TEST RIG
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APPENDIX-1
Test Rig Data: -
1) Diameter of Orifice Plate = 1.50”= 38.1 mm
2) Cd: - 0.5978
3) Temperature Sensors used: - Chrome-Alumel
4) Rotameter end connection - ¾” BSP
5) Specific Gravity of petrol: -0.73 gm/cc
6) Calorific value of petrol: - 47,300 KJ / Kg OR 10,800 Kcal/kg

Dynamometer Data: -
1) Main Bearings – 6308 SKF – 2 Nos.
2) Trunion Bearings – 1211 ZKL
3) Lubricant to be used – Wheel Bearing Grease
4) Calibration Arm: Lever Arm = 1:1
5) Lever Arm Centre = 358.1 mm

Engine Data: -
1) ISUZU Petrol- Carburettor
Mfg. – Hindustan Motors Ltd
Type – 4 Stroke, 4 Cylinder, Water Cooled, Petrol Engine
Rated Power - 71 bhp @ 4800 rpm
Rated Torque - 13.7 kgm @ 2250 rpm
Cubic Capacity: – 1817 C.C.
Compression Ratio: - 8.5:1
Bore: - 84 mm
Stroke: - 82 mm
Firing Order: - 1 – 3 – 4 – 2
Note: - The Rated Torque and Power are actually obtained by applying correction
factors to the values obtained by testing at proper temperatures obtained for
engine water jacket temperature and lubrication oil temperature.

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 4 STROKE, 4 CYLINDER PETROL ENGINE TEST RIG
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Formulae & Important Data for Calculations

1) POWER
Brake Power output in Kw
= {(2 x Π x N x T) / 60,000}
= {(N x T)/9549.3} Kw

Brake Power output in BHP = (Power in Kw)/0.7355

2) HEAT SUPPLIED BY FUEL

Time required by 100 c.c. of fuel = ‘T’ Sec.

Fuel Consumed per minute = 60/T x 100 c.c. / Min

As Specific gravity = ‘ρ’ gm/c.c.

Fuel/min by weight (Wfuel)= 60 / T x 100 x ρ gm/min

Calorific Value of Fuel (cf) = ‘X’ KJ / Kg – (say)

Heat Supplied by Fuel / min = [{(60 / T) x 100 x ρ} /1000] x X

= ____________ KJ/min

3) HEAT CARRIED AWAY BY EXHAUST GASES

Mg = mass of gas
Cpg = Specific heat of gas
Mw = mass of water flowing thro’ calorimeter per minute.

Now,
Mg x Cpg (Tgic – Tgoc) = Mw x Cpw x (Twoc – Twic)

Mg x Cpg = {Mw x Cpw x (Twoc – Twic)}/ (Tgic – Tgoc) - This is Mg x Cpg value that is to be
further used in calculations

Heat carried away by exhaust gases

= Mg x Cpg x (Tgoe – Room Temperature)

Note: -
Specific Gravity of Gasoline ρ = 0.72 to 0.74
Calorific Value for Gasoline = 11,300 Kcal/Kg = 47,300 KJ/Kg

Specific Gravity of Diesel ρ = 0.84 to 0.86

Calorific Value for Diesel = 10,700 Kcal/Kg = 44,800 KJ/Kg

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 4 STROKE, 4 CYLINDER PETROL ENGINE TEST RIG
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HEAT BALANCE SHEET AT FULL LOAD ON MINUTE BASIS

f) Heat supplied by fuel = ‘Q’ KJ/min

g) Heat equivalent of BHP = ‘Q b ’ KJ/min

h) Heat carried away by cooling water

= Mw x Cpw x (Twoc - Twic)
= ‘Qw’ KJ/min

i) Heat carried away by exhaust gases

Mg = mass of gas
Cpg = Specific heat of gas
Mw = mass of water flowing thro’ calorimeter per minute.

Now,

Mg x Cpg (Tgic – Tgoc) = Mw x Cpw x (Twoc – Twic)

Mg x Cpg = {Mw x Cpw x (Twoc – Twic)}/ (Tgic – Tgoc)

Heat carried away by exhaust gases

= Mg x Cpg x (Tgoe – Room Temperature)
= ‘Q g’ KJ/min

j) Heat Unaccounted = Q – (Q b + Q w + Q g)

Sr. Particulars Kcal/min Percentage %

No.
1 Heat supplied by fuel 100
2 Heat equivalent of BHP
3 Heat carried away by cooling water
4 Heat carried away by exhaust gases
5 Heat Unaccounted

***Note
Cpw = 4184 KJ/Kg-K = 1000 Kcal/Kg-K

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 4 STROKE, 4 CYLINDER PETROL ENGINE TEST RIG
WITH HYDRAULIC DYNAMOMETER

AIR FLOW CALCULATIONS

PxV=mxRxT
p1 x v1 = m x R x T1
p1 = 10 4 x 1 Kg/m 3
v1 = 1 m3
R = 29.27 Kg-m / Kg
T1 = ____ ° K

m = (10 4 x 1 ) x ( 29.27 x T1 ) = ____ kg/ m 3

hair
= Head of air equivalent to water level of manometer.
= (hw x mw) / m

Qair
= Rate of flow of air
= {A x C d x √ (2 x g x hair)} m3 / minute

Wair
=Weight of air per minute
= Qair x m Kg/minute
= Qair x m x 1000 gm/minute

Air Fuel Ratio

= Wair / Wfuel

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 4 STROKE, 4 CYLINDER PETROL ENGINE TEST RIG
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• Heat equivalent of BHP = BHP x 4500 / 427 KJ/min

• Heat equivalent of IHP = IHP x 4500 / 427 KJ/min

• EFFICIENCIES
Mechanical Efficiency = BHP / IHP x 100 = _____ %

Brake Thermal Efficiency

= (Heat Equivalent of BHP) / (Heat Supplied per min)
= ____ %

Indicated Thermal Efficiency

= (Heat Equivalent of BHP) / (Heat Supplied per min)
= _____%

• Specific Fuel Consumption at Various Loads (gm/BHP-Hr)

1/4 load – {(60/T) x (100 / 1000) x ρ x 60} ÷ BHP at ¼ Load

1/2 load – {(60/T) x (100 / 1000) x ρ x 60} ÷ BHP at ½ Load

3/4 load – {(60/T) x (100 / 1000) x ρ x 60} ÷ BHP at ¾ Load

Full load – {(60/T) x (100 / 1000) x ρ x 60} ÷ BHP at Full Load

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 4 STROKE, 4 CYLINDER PETROL ENGINE TEST RIG
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General Information on Calorific Values

The calorific value of a fuel is the quantity of heat produced by its combustion - at constant
pressure and under a conditions known as " normal " of temperature and pressure (i.e. to 0oC
and under a pressure of 1,013 mbar).

The combustion of a fuel product generates water vapor. Certain techniques are used to
recover the quantity of heat contained in this water vapor by condensing it.

The Higher Calorific Value (or Gross Calorific Value - GCV) supposes that the water of
combustion is entirely condensed and that the heat contained in the water vapor is recovered.

The Lower Calorific Value (or Net Calorific Value - NCV) supposes that the products of
combustion contains the water vapor. The heat contained in the water vapor is not recovered.

The heating value or calorific value of a substance, usually a fuel or food, is the amount of
heat released during the combustion of a specified amount of it. The calorific value is a
characteristic for each substance. It is measured in units of energy per unit of the substance,
usually mass, such as: kcal/kg, kJ/kg, J/mol, Btu/m³. Heating value is commonly determined by
use of a bomb calorimeter.

The quantity known as higher heating value (or gross calorific value or gross energy) is
determined by bringing all the products of combustion back to the original pre-combustion
temperature, and in particular condensing any vapour produced. The quantity known as lower
heating value (or net calorific value) is determined by subtracting the heat of vaporization of the
water produced by combustion from the higher heating value.

Most applications which burn fuel produce water vapour which is not used, and thus wasting its
heat content. In such applications, the lower heating value is the applicable measure. This is
particularly relevant for natural gas, whose high hydrogen content produces much water. The
gross calorific value is relevant for gas burnt in condensing boilers which condense the water
vapour produced by combustion, recovering heat which would otherwise be wasted.

Higher heating values of some fuels

Higher heating value Higher heating value

of some common fuels[1] of less common fuels[1]
Fuel MJ/kg BTU/lb kJ/mol Fuel MJ/kg BTU/lb kJ/mol
Hydrogen 141.8 61,100 286 Methanol 22.7 9800 726
Methane 55.5 23,900 783 Ethanol 29.7 12,800 1300
Ethane 51.9 22,400 1570 Propanol 33.6 14,500 2020
Propane 50.35 21,700 2220 Acetylene 49.9 21,500 1300
Butane 49.5 20,900 2875 Benzene 41.8 18,000 3270
Gasoline 47.3 20,400 Ammonia 22.5 9690 382
Paraffin 46 19,900 16,300 Hydrazine 19.4 8370 622
Diesel 44.8 19,300 Hexamine 30.0 12,900 4200
Coal 15–27 8000–14,000 200–350 Carbon 32.8 14,100 393.5
Wood 15 6500 300
Peat 6–15 2500–6500

PAGE NO. 23
 4 STROKE, 4 CYLINDER PETROL ENGINE TEST RIG
WITH HYDRAULIC DYNAMOMETER

Properties of Water

Water

Water is the base of all life, and

an abundant compound on the earth's surface.
Information and properties
Systematic name water
aqua, dihydrogen monoxide,
Alternative names
hydrogen hydroxide, (more)
Molecular formula H2O
InChI InChI=1/H2O/h1H2
Molar mass 18.0153 g/mol
0.998 g/cm³ (liquid at 20 °C)
Density and phase
0.92 g/cm³ (solid)
Melting point 0 °C (273.15 K) (32 °F)
Boiling point 100 °C (373.15 K) (212 °F)
Specific heat capacity 4.184 J/(g·K) (liquid at 20 °C)
Supplementary data page

PAGE NO. 24
 4 STROKE, 4 CYLINDER PETROL ENGINE TEST RIG
WITH HYDRAULIC DYNAMOMETER

Information on Densities of Common Elements Related to Engines

Temperature
Specific Gravity
Product
SG 1)
o o
F C

68 20 0.789
Alcohol - ethyl (grain) C2H5OH
104 40 0.772

68 20 0.804
Alcohol - propyl
32 0 0.817

Automotive crankcase oils

60 15.6 0.88-0.94
SAE-5W/10W/20W/30W/40W/50W

Automotive gear oils

60 15.6 0.88-0.94
SAE-75W/80W/85W/90W/140W/150W

60 15.6 0.79
Crude oil 48o API
130 54.4 0.76

60 15.6 0.825
Crude oil 40o API
130 54.4 0.805

60 15.6 0.847
Crude oil 35.6o API
130 54.4 0.824

60 15.6 0.832
Crude oil 32.6o API
130 54.4 0.84

60 15.6 0.843
Crude oil Salt creek
130 54.4 0.82

Diesel Fuel Oil 2D/3D/4D/5D 60 15.6 0.81 - 0.96

Fuel oils 1/2/3/5A/5B/6 60 15.6 0.82-0.95

Gas oils 60 15.6 0.89

Gasoline a 60 15.6 0.74

PAGE NO. 25
 4 STROKE, 4 CYLINDER PETROL ENGINE TEST RIG
WITH HYDRAULIC DYNAMOMETER

Gasoline b 60 15.6 0.72

Gasoline c 60 15.6 0.68

Kerosene 60 15.6 0.78-0.82

Jet fuel 60 15.6 0.82

60 15.6 0.722
Nonane-n
68 20 0.718

Octane-n 60 15.6 0.707

Water. fresh 1

Water. sea 36 oF 1.02

1)
Based on water at 60oF and SG = 1

PAGE NO. 26
 INSTRUCTION MANUAL FOR
ATE-60 ‘S’
HYDRAULIC DYNAMOMETER
VERSION 1.1
YEAR OF MANUFACTURE – JAN 2009

Manufacturer: -
ACCURATE TEST EQUIPMENTS & ENGINEERS
Plot No. C-49, M.I.D.C. Shiroli Area,
Kolhapur – 416 122
Maharashtra State, India
Tele-fax: - +912302468883
Web-site: - [Link]
E-mails: -
info@[Link]
vpghatge@[Link]
 ATE-16 / ATE-60 HYDRAULIC DYNAMOMETER

Introduction
Dynamometer is an instrument used for the measurement of Torque on a rotation shaft. They
are mainly classified into four categories according to their functional requirements.
1) ABSORPTION DYNAMOMETER
This dynamometer absorbs power and simultaneously measures the torque of the
prime - mover.
2) MOTORING DYNAMOMETER
This dynamometer produces power and measures the torque required to drive the
driven machine.
3) ABSORPTION & MOTORING DYNAMOMETER
This dynamometer is a combination of motoring and absorption type dynamometer in a
single machine.
4) TRANSMISSION DYNAMOMETER
This dynamometer is connected between the prime mover and the driven machine. It
does not absorb or produce any power but measures only the torque transmitted by the
prime mover to the driven machine.

Absorption type dynamometers are further classified according to the medium used as:
a) Hydraulic or Water Brake Dynamometer
b) Electrical Dynamometer
c) Air – Brake Dynamometer
d) Eddy – Current Brake Dynamometer
ATE’ make Hydraulic Dynamometers are Absorption type dynamometers designed for better
accuracy and reliability.

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Basic Principle:
During the year 1876/77, the eminent Civil Engineer William Froude invented the hydraulic
Dynamometer under a contract from the British Admiralty for testing Marine Diesel Engines. He
demonstrated clearly that the torque input into a dynamometer must always be equal to the
torque reaction on the Casing due to the operation of Newton’s 3rd Law of Motion; that Action
Equals Reaction as applied to a rotating shaft, which is braked by water or by any other means.
This law can not be violated by any modifications in constructional methods, rotor or stator
dimensions, blade shapes and angles, clearances, fluid properties, etc or by any operating
conditions such as speed, load, water temperature, steam generation etc.

APPLICATION OF THE BASIC PRINCIPAL

The dynamometer is fed with water under pressure. When the torridal space is filled with water
and the impellar is rotated by the prime – mover, a torridal flow is established outward in the
impellar and inward in the stator, which acts as a STALLED TURBINE. Due to the change in
momentum experienced by the water in passing from rotating impellar to the stator blade-ring,
the torque impressed on the water by the impellar is transferred to the stator. This torque tries to
revolve the cradled power absorption unit in the same direction of the impellar.
The lever arm attached to the Stator Casing is linked to the Weigh – Bridge. It prevents the
rotation of the power absorption unit and transmits the load to the load meter.

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Construction
‘ATE’ make Water Brake Dynamometer consists of the following systems.
1) Basic power absorption system.
2) Torque weighing mechanism.
The basic power absorption unit consists of an Impellar keyed to the main shaft. The main shaft
is mounted on rolling contact bearings housed in the stator casings.
Stator Blade – Rings are fitted in the stator casings, each on one side of the impellar with
sufficient clearance to operate Sluice gates between the impellar and bladerings.
Sluice Gates form the adjustable sliding partition between the impellar and the bladerings. The
to and fro motion of the Sluice gates is obtained by simple nut and screw mechanism, chain
sprocket arrangement and loading wheels.
The impellar and stator bladerings are provided with an annular half torous facing each other
and fitted with radial blades.
The Stator-Rotor assembly is supported on self-aligned ball bearings so that it is free to swivel
about the rotor axis.
Pipes are provided to supply and take out the water from the stator casing.
The torque transmitted to the stator casing tries to revolve the power absorption unit in the same
direction of the impellar. The lever attached to the Stator Casing is linked to the weighing
mechanism to measure the torque.

TORQUE WEIGH BRIDGE:

Following types of torque weighing mechanisms can be supplied for the dynamometer.

1) Dead Weight Type:

This is the simplest type of weighbridge. It consists of weight hung at the end of the lever
fixed to the power absorption unit and a set of weights to be added as per required load.

2) Spring Balance Type With Balancing Mechanism:

In this type, the lever arm is brought to horizontal by means of hand wheel or lever
provided, before taking the reading on the dial of the Spring Balance.

3) Self Indicating Mechanism:

Reading on the dial is directly noted without any manual adjustment.
Indicating meters can be any of the following types –
a) Spring Balance
b) Dual Pendulum Mechanism
c) Electric Strain Gauge Type Load Cell with Servo Indicator of Digital Indicator.
d) Pneumatic Load Cell with Pressure indicator.

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DETAIL CONSTRUCTION:
The Water Brake Dynamometer is basically divided into
1) Power absorption unit &
2) Torque indicating mechanism

1) Power Absorption Unit: - The Power Absorption Unit can be further sub-divided into
a) Rotor Assembly
b) Stator Assembly
c) Load Changing Mechanism
d) Foundation Group
e) Damper Group
Construction of above sub-groups is given in the following paragraphs.

ROTOR ASSEMBLY: (Please Refer Fig. No. 1)

The rotor assembly consists of a Main Shaft on which an impellar is keyed in a fixed position
exactly at the center. There are impellar sleeves on both sides of the impellar, which are press
fitted on the shaft. These sleeves protect the shaft portion from rusting as the portion of shaft
covered by the sleeves is always exposed to water.
Coupling can be fitted on either side of the shaft. The whole assembly is Dynamically Balanced.

STATOR GROUP: (Please Refer Fig. No. 2)

The Stator Group mainly consists of Stator Casings, Stator Bladerings, Main Glands, Extension
Shaft, a Water inlet connection bracket, a Flange for water outlet etc.
The stator casing is split at the center. There is Gasket packing in between the split casings and
the Two Casings are tightened together with the help of number of bolts around the periphery.
Stator Bladerings are fitted in each stator casing with the help of studs and nuts. Thus the
reaction on the Stator rings is transmitted to the Stator Casings.
In order to prevent leakage from the casings, Main Glands are provided which press the Gland
Rope Against the shaft. The gland rope is filled in form of rings in the annular gap between the
Stator Casing and the Impellar Shaft. In order to get correct pressure on the shafts, long studs
are provided. The Main Gland is guided on the studs and at the same time pressure on gland
rope can be increased or decreased with the help of nuts.
Extension Shaft if fitted at the smaller face of the Stator Casing. Self-aligning bearings are
pressed on each extension shaft. This helps for getting smooth swiveling action of the Stator
Assembly.
The water inlet bracket supplies water to both casings. Water coming from water inlet pipe is
divided into two passages. Each passage is connected to each casing with help of studs. The

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position of this water inlet bracket is at the center of the casing. A gunmetal cock is fitted to
water outlet flange to control the flow of water if required.

LOAD CHANGING MECHANISM: (Please Refer Fig. No. 3)

The load changing mechanism mainly consists of Sluice Gates, Sluice Gate Operating (SGO)
shafts, Sleeves on SGO Shafts, Chain & Sprocket arrangement etc.
Sluice Gates are split vertically into two semicircular halves. The two gates move to & fro with
the help of two SGO shafts. Each SGO Shaft if fitted at the center of the sluice gate. One SGO
shaft is with R.H. Square Threads & other is with L.H. Square Threads.
One end of SGO shaft is fitted to the sluice gate and the other end comes out of the Stator
Casing. The Sleeve having inside square threading, similar to the SGO shaft is fitted on the
SGO shaft. The sleeve is in turn fitted in the Driving Bar Bracket, which is supported on the
studs, which are fitted in the stator casing.
One Driving Bar Bracket is on the front side and other is on backside of the dynamometer.
The top end of Driving Bar Bracket has a Gunmetal bush. Driving Bar passes thro’ the
Gunmetal bush.
Both the ends of Driving Bar have key-ways, on which is fitted a Driving Sprocket, a Driving
wheel etc.
The Driven Sprocket is keyed to the sleeve on SGO shaft. An Idler sprocket is fit on a M.S. strip
on guide made on the Driving Bar Bracket. The idler sprocket runs freely on a stud that has
threading at the free end. A wing nut is provided to lock the idler sprocket.
When the Driving Wheel is rotated as per the Direction Arrow ‘LOAD’, the Driving sprocket
rotates the sleeve on SGO shaft. The sleeve rotates in the Driving Bar Bracket only. Hence the
SGO shaft moves in and out. When the Driving Wheel is rotated in the Direction as per the
direction arrow ‘LOAD’, the SGO shaft comes out of the stator casing and when it is rotated in
opposite direction, the SGO shaft moves inside the stator casing. As the SGO shaft is fitted to
each sluice gate, the Sluice gates slide to and fro on the Brass Guide way provide inside the
stator casing.
The motion of the chain and sprocket is thro’ the Idler Sprocket. If the wing nut is tightened, the
Idler Sprocket gets Jammed and the chain motion is restricted. Hence complete mechanism is
locked. When a particular load is applied by moving the sluice gates, the wing nut is tightened
and the mechanism is locked till next change in load. The Area at which SGO shaft comes out
of the Stator Casing is sealed with the help of a gland rope and G.M. gland. If there is leakage,
tighten equally the nuts provided on the gland to stop leakage.

FOUNDATION GROUP: (Please Refer Fig. No. 4)

The main part of the foundation group is the base plate on which complete power absorption
unit is mounted, with the help of two bearing housings. The bearing housing fits on the bearings
of the Extension Shaft. The bottom portion of the bearing housing is fixed tightly to the base

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plate with the help of bolts & spring washers. The base plate is Cast Iron & is very sturdy. The
bottom and top faces of base plate are machined accurately. Four number of foundation holes
are provided in four corners. The top face of the Base Plate is useful for checking the level of
the Dynamometer as it’s machined carefully.
The water inlet bracket and water outlet funnel are fitted to the base plate with the help of studs
and nuts. The water inlet bracket receives water from pump or tank and this water is guided to
the stator casing with the help of a G.I. Pipe and a Rubber hose. The water coming out of the
casing falls in the Funnel thro’ a water outlet G.I. pipe. A threaded flange is provided at the
outlet from the Funnel form which water can be drained back to the tank or water outlet channel.
There is a provision on the base plate for fitting the Weigh Bridge stand or Bracket for the Load
Cell. Also there is provision for fitting Bottom Bracket of the Damper Group.

DAMPER GROUP: (Please Refer Fig. No. 5)

The Damper group mainly consists of a Damper Cylinder, a Piston, a Piston Rod, a Sleeve & a
Nut for adjustment of damping etc. The Damper Cylinder is made of cast iron., with a U shape
fork at the bottom. Plugs are provided for filling in and draining the oil. A cylinder cover closes
the top face of the cylinder. The cylinder cover guides the piston rod, which carries a piston at
its bottom end. The piston moves up and down in the cylinder as per the motion of the stator
casing. The oil used in the cylinder is SAE30 or SAE40 or equivalent. It should not be too thin or
too thick.
The top end of the piston rod is connected to a fork which in turn is connected to the top bracket
thro’ a pin. The top bracket is connected to the Stator casing. A self-aligned bearing is fixed in
the top bracket. The pin passes thro’ the bearing. As the Stator Casing Swivels, the top bracket
also swivels, thus causing up & down motion of the piston & piston rod. The piston to is
connected with holes, which connect the oil on either sides of the piston. With the help of nut
and sleeve on the piston rod, the holes on the Piston rod can be opened or closed, partly or
completely, thus causing variable resistance to the oil flow from one side of the piston to the
other side. In this way the unnecessary fluctuation of the casing are damped.
The bottom end of the damper cylinder is connected to the Bottom Bracket thro’ a pin & bearing.
This is the fixed end of the damper assembly.

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2) TORQUE INDICATING MECHANISM: (Please Refer Fig. No. 6)

The Torque indicating mechanism mainly consists of a Weigh Bridge Stand, a Spring Balance, a
Lever Arm, a Balance Weight, an Indicating Arrow, a Hand-wheel & Screw-shaft assembly etc.
The Weighbridge stand is fabricated out of M.S. angle and it supports the complete mechanism.
It is connected to the base plate with the help of bolts. The Lever Arm is connected to the Stator
Casing. The Free end of the Lever Arm has a reamed hole, accurately marked and reamed at a
distance of 358.1 mm from the Center of the Stator Casing.
The Lever arm is connected to the spring balance at the top end and to the Balance Weight at
the Bottom end. The above connections are thro’ pins and connection plates. There is an Arrow
Pin fitted in the Reamed hole of the Lever Arm. This arrow pin coincides with the center height
of the stator casing. Thus, in the initial starting condition the Arrow Pin should coincide
with the Fixed Pointer & the pointer on the Spring Balance should read ZERO. The
connection of the Lever Arm to the Spring Balance is thro’ a spring which acts as a Flexible
Connection.
Due to the balance weight, the Spring Balance is put under tension. When the dynamometer is
under operation reaction comes in the upward direction when the load is increased. Thus the
tension on the balance is reduced slowly and the pointer moves in the anticlockwise direction
from 0 Kg. to full reading.
When the dynamometer is under operation the stator casing deflects from its horizontal
condition and the Arrow Pin of the lever arm moves upwards or downwards w. r .t. the fixed
pointer. To bring the Arrow Pin to match the fixed pointer, a wheel and screw shaft assembly is
provided on the top of the Weight Bridge stand. As the wheel is rotated, the guided screw shaft
moves upwards or downwards. This is necessary at the time of taking readings on the dial of
the spring balance.
The accuracy of the dynamometer is nothing but the accuracy of the weighbridge. Hence it is
necessary always to check the position of the fixed pointer. For ATE-60 ‘ S’ model, the center
height above the base plate is 220.0 mm.

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LIFTING THE DYNAMOMETER:

The lifting of ATE water brake dynamometer should be done carefully. Lifting is necessary when
putting the Dynamometer on the foundation.
The chain can be passed thro’ the side pockets of the base plate and the Dynamometer can be
lifted by a chain pulley block. When chain-pulley block facility is not available and it is necessary
to lift the dynamometers by hands, then long Tommy bars can be passed through chain and the
dynamometer can be lifted by using suitable number of men.
The approximate weight of ATE-160 ‘S’ is 700 Kg.

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ERECTION & LEVELLING:

The Dynamometer gives satisfactory performance only if it is put on a well-dried foundation
made according to the foundation plan. A good foundation will damp the vibrations produced by
the engine and steady readings can be obtained.
The height of foundation should be such that the operator need not bend for operating the
driving wheel of Load Changing Mechanism. In general, height of foundation above ground level
should be 12” to 15”. The depth of foundation below the ground level depends on the soil
condition. If the soil is soft, a depth of about 6 Feet is recommended. There should be brickwork
at the sides of the pit. Then at the bottom, pieces of stones of medium size are to be filled up to
1 ½ ‘ to 2 ‘. Rest of the pit is to be filled as per usual procedure of the foundation. In case of
herd soil, a depth of about 1’ to 1 ½’ is sufficient below the ground level. Sufficient setting time
should be allowed for getting properly hard foundation. Foundation bolts should be of 5/8 ” BSW
size of length 12” to 15” with cross piece of bar at the bottom. Either hollow pits of 4” x 4” are
provided at the place of the foundation bolts or the dynamometer is supported from all sides in
position before filling the concrete.
After the foundation block is ready, dynamometer is to be leveled on the block before tightening
of the foundation bolts. Machined surface is available on the top face of the base for purpose of
leveling. A good leveling reduces vibrations & increases bearing life of the dynamometer.

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WATER SUPPLY:
Satisfactory working of the Water Brake Dynamometer depends upon the water supply
condition.
Water used should be clean. Chemically, it should be ‘SOFT’, as the use of ‘HARD’ water
results in deposition of salts in the water passages and on the components which come in direct
contact with water i.e. the Impellar, Bladerings, Sluice Gates etc. A Strainer should be used at
the point of entry of water to the Dynamometer. After the strainer, a Pressure Gauge should be
mounted to indicate water supply pressure. Water supply at correct and steady pressure results
in most satisfactory performance of the dynamometer. Recommended water supply pressures
are given in the following table.
Model of Water pressure at Inlet
Dynamometer 1 Kg/Cm2 or 10 m 1.75 Kg/Cm2 or 1.75 m 2.75 Kg/Cm2 or 27.5m
Head Head Head
RPM Range RPM Range RPM Range
ATE - 16 0 – 4500 4501 – 6500 6501 – 10,000
ATE – 60 0 – 3500 3501 – 5500 5501 – 7500
ATE – 160 0 – 3000 3001 – 4500 4501 – 6000
ATE – 305 0 – 2500 2501 – 3500 3501 – 5000

*** While selecting the suitable pressure for water supply, consider the maximum speed of the
prime mover to be tested on the dynamometer and maintain the same pressure even if the
testing is carried out at lower speed.

TYPES OF WATER CIRCULATING SYSTEM:

1) Overhead Tank System:
Overhead tanks with sufficient Head and Capacity are used for water circulation. The
advantage of overhead tank system is that one can get steady pressure and constant flow.
The water discharged from the dynamometer is again lifted to the tank with help of a pump.
In this case, the total cost of the system is more as compared to that of Underground Tan
System.

2) Underground Tank System:

In this case, an Underground tank of sufficient capacity is constructed. The water is
supplied to the Dynamometer with the help of a centrifugal pump of such specification as to
give sufficient pressure and flow rate. The water discharged from the Dynamometer is
directed to the tank thro’ open or closed channels.

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SIZE OF THE WATER TANK:

Water in the Water Brake Dynamometer is used to absorb the power of the prime- mover and at
the same time it carries away the heat, which is produced due to conversion of Mechanical
Energy into Heat Energy. The rate of flow of water determines the temperature difference
between the inlet water and the outgoing water. The maximum outlet water temperature
recommended is 65 o C. Temperature higher than 65 o C results in cavitation of Impellar and
other parts. Therefore, following points should be considered while selecting the size of the
water tank.
1) H.P. of prime mover to be tested.
2) Period of Testing
3) Testing cycle of each prime mover.
From the above data, one can calculate the total amount of heat generated as each B.H.P.
absorbed generates heat equivalent to 632 Kcal/hr. A table is given for guidance showing rate
of flow of water and temperature rise between inlet and outlet of Dynamometer.
Temperature Rise o C. 10 20 30 40 50 60
Liter / bhp / hr 60 32 21 17 12 10

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LUBRICATION:
Lubrication is necessary for smooth working of running parts of the Dynamometer. The following
points should be noted: -
1) Main Shaft Bearings: Grease cups are provided for main bearing lubrication. The main
shaft is supported on [Link] bearings. Two Grease cups with top surfaces painted
red contain grease. Use good quality bearing grease packed in company’s tin. If the
dynamometer is run daily, screw on two turns. Avoide excessive Greasing otherwise
bearings will become hot.
2) Chain & Sprocket Assembely:Apply good quality of grease every week for proper
working.
3) Hand wheel & Screw Assembly of Indicator Group: Oil lubrication every 15 days. Use
machine oil SAE.40No.

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STARTING:
Following points should be checked before connecting the Dynamometer to the prime
mover.
1) ATE Water Brake Dynamometer are unidirectional in operation .The direction in which
the power is absorbed is shown by an Arrow on side housing. Ensure that the direction
of rotation of the prime mover matches with the direction of Dynamometer rotation.
2) Coupling to the prime mover:-
Following methods are used in practice for coupling the Dynamometer to the prime
mover: -

(Keyway are provided on the Dynamometer Shaft on both sides. The flange coupling
supplied along with the dynamometer can be suitably fitted on either side).
a) The flange coupling of the Dynamometer can be directly coupled with the flange
coupling of the prime mover. In this case the alignment of the couplings
required to be done very accurately.
b) Flexible coupling can be used in between the dynamometer & the prime mover.
This method is generally used for electric Motor testing.
c) A propeller shaft is used in between the Dynamometer &the prime mover. This
method allows slight misalignment &gives vibration free performance. This
method is mostly used for testing various types of Engines.

3) Start the water supply . Check the pressure indicated on the pressure gauge, is as per
requirement. Also check weather the needle of the pressure gauge fluctuates or remain
steady. If it fluctuates find out the cause & remove it.

Then check weather there is leakage from the Dynamometer at the joint or from the casting
or from any other points. Please note that the leakage is allowed only at the place of the
main glands. Main glands are in contact with the gland rope. The water from casing
chamber passes through the gland rope & come out from Main Glands. Here water act as a
coolant for the gland rope. Hence drop-by-drop leakage must be maintained at main gland.
This is done by verring pressure of the main gland on the gland rope, with help of nuts
provided on main gland supporting studs. It is necessary to observe that the tightening or
loosening of the nuts should be equal, otherwise the main gland will rub on one side of the
main shaft & get excessively heated. There may be possibility of leakage from Glands on
[Link]. The leakage can be stopped by tightening the nuts on Glands, equally.
Ensure that the water coming out of the Dynamometer drains freely from the funnel. The
outlet cock should be in fully open condition.

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4) Check that the sluice gates are in fully closed condition. This can be checked by revolving
the load-adjusting wheel in clockwise directing till it stops moving.

5) Consider the Arrow pin on the lever arm with the fixed pointer by moving the hand wheel,
which is at the top of the weight Bridge frame.

5) Ensure that the nut provided for adjusting damping is at top position i.e. at minimum
damping position.

6) Now after checking all above points see that the pointer of the Spring Balance reads
ZERO. Oscillate the stator casing slightly &check that the pointer comes to the same
position. If the pointer dose not read zero & if the error is small then adjust the error by
removing pointer then adjusting the position of the pointer.

7) Check that the bolts of bearing housing weight bridge stand and foundation bolts of the
base plate are tight.

8) After checking all above points, connect the Dynamometer to the prime mover.

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OPERATION

Before starting the test, it is necessary to ensure that bolts of couplings between the
Dynamometer and the prime mover are fully tightened. It is recommended to use a Wire
Mesh Guard on the coupling from safety point of view.
It is necessary to prepare the Test Cycle of the prime mover e.g. If you want to test
an [Link], time for various part loads and full load should be fixed. Also taking into
consideration the full load and corresponding RPM, the load to be put by Dynamometer
should be calculated by using following formula:

B.H.P.= WN T – Load Indicated in Kg on Spring Balance

2000 N - R.P.M.

Now start the prime mover. Let it run for 10 to 15 minutes at minimum load. Please
note that even if the loading wheel of the Dynamometer is not operated. Some load is
indicated on the Spring Balance Dial. This is the minimum load due to bearing friction and
Gland Rope Friction. It will gradually decreased after some days as Gland Rope Forms a
seat on the sleve.

After initial running of 10 to 15 minutes, increase the load on the prime mover by
turning the Driving wheel anticlockwise direction. Turn the wheel till predetermined loads is
indicated on the spring balance. Before noting the reading balance the Dynamometer
casing by turning the hand wheel on weight Bridge Stands as to match the pointed pin of
the Lever Arm with the fixed pointer on Weight Bridge Stand. Turn the wing nut so as to lock
the Idler sprocket. This will prevent the Driving Wheel from turning due to vibration or some
other reason. This procedure is repeated for each load. Please note that the operator
should note whether all the systems of Dynamometer are working properly, leakage from
main gland is optimum. Bearing heating is normal, Main Gland heating is normal etc. Also at
the time of operating the Driving wheel it is necessary to check that the wing Nut is
loosened first otherwise the wheel will not rotate.
After the testing is complete, remove the load on the prime mover by turning the
S.G.O. shaft Driving wheel in clockwise direction till it stops to rotate. Stop the prime mover.
Then stop the water supply to the dynamometer. Operate the weight Bridge Hand Wheel to
match the pointers.
If the dynamometer is expected to remain idle for number of days then drain out
the water from the Dynamometer by operating the drain cock provided.

PAGE NO.15
ACCURATE TEST EQUIPMENTS & ENGINEERS, INDIA
 ATE-16 / ATE-60 HYDRAULIC DYNAMOMETER

CALCULATION OF BRAKE HORSE POWER

Following formula is given for calculating B.H.P.

BHP= W* N where W=Load Indicated on Spring Balance in Kg

2000
N=R.P.M.
2000 is a constant
In the above case W is read on the spring balance. R.P.M. are to be checked with
the help of good quality of Tachometer.
The constant 2000 depends on the lever arm length which is torque are length in case of
dynamometer. In case of A.T.E. 16 / 60 model the Lever arm length is 358.10 mm.

PAGE NO.16
ACCURATE TEST EQUIPMENTS & ENGINEERS, INDIA
FAULT DIAGNOSIS CHART

SR. FAULT POSSIBLE CAUSE ACTION TO BE TAKEN

NO.

1 Dynamometer Vibrates 1 Faulty Foundation 1 Foundation should be as per instructions

given
2 Foundation Bolts Loose 2 Tighten foundation bolts
3 Bearing Housing Bolts Loose 3 Tighten Bearing Housing bolts
4 Bolts of Universal Joint Loose 4 Tighten bolts of Universal Joint
5 Misalignment of Prime-mover and 5 Check alignment of Prime-mover and the
Dynamometer Dynamometer
6 Main Bearings worn out 6 Replace Main Bearings
7 Trunion Bearings worn out 7 Replace Trunion Bearings
8 Flange coupling fitment on Dynamometer 8 Replace
Shaft Loose

2 Main Bearing Temperature increasing 1 Misalignment of Casing 1 Check that Location Pins are in proper
above normal place
Tighten all casing bolts
2 Excessive Greasing / Inadequate 2 Use grease in proper quantity as per
Greasing instructions

3 Cheap Quality Grease 3 Use only Grease Recommended in the

manual or Equivalent
4 Worn out bearings 4 If bearings are worn out then replace
them in pair

3 Dynamometer body temperature more 1 Inadequate water supply to dynamometer 1 Ensure water supply is as per
than normal instructions given in the manual
2 Water passages blocked or deposits 2 Cleaning of water passages necessary
inside cooling passages

-: 60 :-
SR. FAULT POSSIBLE CAUSE ACTION TO BE TAKEN
NO.
4 Fluctuations of Load Indicator Reading 1 Water supply at fluctuating pressure 1 Ensure water supply at constant
pressure and at a sufficient flow rate
2 Chocking of water line 2 Clean the water line
3 Quantity of water supplied fluctuates 3 Clean the strainer

-: 61 :-