Thermodynamics-II Lab

Two Stage
Reciprocating
Air
Compressor
Test Unit
Engine Test Bed
Two Stage Air
Combustion Lab
Compressor
UnitUnit
Test

Experiment no 1

Experiment no 1
Cut
Cut Model
Model
Four
Two Stroke
Stroke
Wankel Engine ExperimentMiniature
Diesel Steam
Petrol Engine
Engine
Objective Power Plant
Stools
To study Wankel Engine and its working.
CutWankel
Model
1.2 Apparatus FourEngine
Stroke
Cut section of Wankel engine. PetrolModel
Engine
Four Stroke
Diesel Engine
Thermal
Conductivity
Apparatus
Four Stroke
Petrol Engine
Co-efficient
of Linear
Expansion
Teacher Table
Apparatus
N
O
T
I
C Figure (1.1) Wankel Engine Cut Model
E Offices
B1.3 Wankel engine
O
A
R
D

1
2
Wankel engine is an Internal combustion engine unlike the piston cylinder arrangement. This
engine uses the eccentric rotor design which directly converts the pressure energy of gases
into rotatory motion. While in the piston-cylinder arrangement, the linear motion of the
piston is used to convert into rotatory motion of
crankshaft. Basically, in a simple way,
the rotor revolves in housings shaped
in a fat figure-of-eight .

1.4 Parts of a Wankel engine

Rotor: -  The rotor has three convex faces which
acts like a piston. The 3 corners of rotor form a seal
to the outside of the combustion chamber. It also has
internal gear teeth in the center on one side. This
allows the rotor to revolve around a fix shaft.
Housing: -  The housing is epitrochoid in
shape (roughly oval). The housing is cleverly
designed as the 3 tips or corners of the rotor always
stay in contact with the housing. The intake and
exhaust ports are located in the housing.
Inlet & exhaust ports :-  The
intake port lets fresh mixture enter into combustion chamber & the exhaust gases expel out
through outlet/exhaust port.
Spark plug :-  A spark plug delivers electric current to the combustion chamber which
ignites the air-fuel mixture leading to abrupt expansion of gas.
Output shaft :- The output shaft has eccentric lobes  mounted on it, which means they
are offset from
centerline of the shaft . The rotor is not in pure rotation, but we need these eccentric lobes
for pure rotation of the shaft.

1.5 Working

3
 Figure 1.2 Wankel Engine Processes

1.5.1 Intake
When a tip of the rotor passes the intake port, fresh mixture starts entering into the first
chamber. The chamber draws fresh air until the second apex reaches the intake port & closes
it. At the moment, fresh air-fuel mixture is sealed into first chamber & is being taken away
for combustion.
1.5.2 Compression
The chamber one (between corner 1 to corner 2) containing the fresh charge gets compressed
due to shape of the engine by the time it reaches to spark plug.
While this happens, a new mixture starts entering into the second chamber (between corner 2
to corner 3).
The four strokes of the engine with the corners numbered.
1.5.3 Combustion
When the spark plug ignites, the highly compressed mixture expands explosively. The
pressure of expansion pushes the rotor in forward direction. This happens until the first
corner passes through the exhaust port.
1.5.4 Exhaust
As the peak OR corner 1 passes exhaust port, the hot high-pressure combustion gases are free
to flow out of the port.
As the rotor continues to move, the volume of chamber goes on decreasing forcing the
remaining gases out of port. By the time the corner 2 closes the exhaust port, corner 1 passes
by the intake port repeating the cycle.
Figure 3 Wankel Engine Rotary in Details
While the first chamber is discharging gases,
the second chamber (between corner 2 to corner 3) is under compression .
Simultaneously, chamber 3(between corner 3 to corner 1) is drawing fresh mixture .
This is the beauty of the engine – the four sequences of the four-stroke cycle, which occur
consecutively in a piston engine, occur simultaneously in the Wankel engine, producing
power in a continuous stream.

4
1.6.a Advantages

1. Wankel engine has a very few moving parts; far less than 4 stroke piston engine. This
makes the design of the engine simpler & the engine reliable.
2. It is approximately 1/3rd of the size of the piston engines delivering same power
output.
3. Able to reach higher revolutions per minute than a piston engine.
4. Wankel engine weighs almost 1/3rd of the weight of the piston engines delivering
same power output. This leads to a higher power to weight ratio.

1.6.b Disadvantages

1. As each section has

temperature differences,
the material expansion of
housing is different at
different region.
Therefore, the rotor is
unable to completely
seal the chamber in
high temperature
region sometimes.
2. The combustion
is slow as the combustion chamber is long, thin, and moving. Hence, there might be a
possibility that the fresh charge discharges out without even burning.
3. As unburnt fuel is in the exhaust stream, emissions requirements are difficult to meet.

Experiment no 2

Engine Brake Power Experiment

Objective
To determine the brake power of petrol engine against torque and engine speed.

Apparatus
1. Experimental apparatus

5
 Figure 2.1 Experimental Apparatus for engine performance test

2.1 INTRODUCTION
Internal combustion engines (IC engines) are basically energy converters. They convert the
chemical energy of the fuel to mechanical energy.
There are 2 types of IC engines:
1. SPARK IGNITION ENGINES (SI engines).
2. COMPRESSION IGNITION ENGINES (CI engines).
All IC engines operate on a thermodynamic cycle which includes;
1. The induction of air or air/fuel mixture (charge).
2. The compression of the induced charge.
3. The combustion of the fuel in air towards the end of compression and during the beginning
of expansion.
4. The expansion of the products of combustion.
5. The exhaust of the products of combustion.
2.2 OPERATION OF IC ENGINES
2.3.1 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 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

6
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 speeds. 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.
2.3.2 COMPRESSION IGNITION ENGINES
Compression ignition engines have a much broader field of application. Its 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 autoignites 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
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.
2.4 TESTING OF IC ENGINES

7
In real life, vehicles always operate against a
resistance. This resistance may be made
of rolling friction, slope, air or inertia
resistance. The dynamometer loading
simulates the total of these resistances.
Therefore the steady state performance of IC
engines are tested on dynamometers. The
dynamic testing of engines mounted on
vehicles are done on chassis dynamometers. The dynamometers used for engine testing may
be hydraulic or electrical.
2.4.1 Hydraulic Dynamometers
Basically there are two types of hydraulic dynamometers; friction and agitator types. The
agitator type hydraulic dynamometer is used in our IC Engine Laboratories. 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.
2.4.2 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.
Eddy current dynamometers are also popular. They work on the principle of increasing
electromagnetic fields with load. The electro-magnetic energy increases the temperature of
the coil windings in the eddy current dynamometer. Therefore, the dynamometer has to be
cooled by a closed loop liquid-to-liquid plate type heat exchanger.

2.4.3 EXPERIMENTAL SET-UP

Figure 2.2 Experimental Set-up

8
 Table (2.1) Data Summary of Experiment

Torque Brake
Sr. No Engine speed (rpm)
Ft-lb Power, hp

brake power (hourse power)

25

20
Table (2.1) Calculation with Excel
engine speed torque Ft-lb torque Nm brake power (kwatt) brake power (hourse
15
rpm power)
1000
10
20 27 2.826 3.78684
1000 40 54 5.652 7.57368
1000
5 50 67.5 7.065 9.4671
1500 20 27 4.239 5.68026
1500
0 40 54 8.478 11.36052
engine 1000 1000 1000 1500 1500 1500 2000 2000 2000 2500 2500 2500
1500
speed 50 67.5 10.5975 14.20065
rpm
2000 20 27 5.652 7.57368

9
 2000 40 54 11.304 15.14736
2000 50 67.5 14.13 18.9342
2500 20 27 7.065 9.4671
2500 40 54 14.13 18.9342
2500 50 67.5 17.6625 23.66775

1.7 Experimental calculations of

1. Brake power

10
 1.8 Conclusion

Experiment no 3

Engine Brake Power Experiment

Objective
To determine the brake power of petrol engine against varying torque and constant engine
speed.

11
Apparatus
1. Experimental apparatus

Figure 3.1 Experimental Apparatus for engine performance test

3.1
INTRODUCTION
Internal combustion engines (IC
engines) are basically
energy converters. They convert
the chemical energy of the fuel to
mechanical energy.
There are 2 types of IC engines:
1. SPARK IGNITION ENGINES (SI engines).
2. COMPRESSION IGNITION ENGINES (CI engines).
All IC engines operate on a thermodynamic cycle which includes;
1. The induction of air or air/fuel mixture (charge).
2. The compression of the induced charge.
3. The combustion of the fuel in air towards the end of compression and during the beginning
of expansion.
4. The expansion of the products of combustion.
5. The exhaust of the products of combustion.
3.2 OPERATION OF IC ENGINES
3.3.1 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

12
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 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 speeds. 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.
3.3.2 COMPRESSION IGNITION ENGINES
Compression ignition engines have a much broader field of application. Its 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 autoignites 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

13
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.
3.4 TESTING OF IC ENGINES
In real life, vehicles always operate against a resistance. This resistance may be made of
rolling friction, slope, air or inertia resistance. The dynamometer loading simulates the total
of these resistances. Therefore the steady state performance of IC engines are tested on
dynamometers. The dynamic testing of engines mounted on vehicles are done on chassis
dynamometers. The dynamometers used for engine testing may be hydraulic or electrical.
3.4.1 Hydraulic Dynamometers
Basically there are two types of hydraulic dynamometers; friction and agitator types. The
agitator type hydraulic dynamometer is used in our IC Engine Laboratories. 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.
3.4.2 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.
Eddy current dynamometers are also popular. They work on the principle of increasing
electromagnetic fields with load. The electro-magnetic energy increases the temperature of
the coil windings in the eddy current dynamometer. Therefore, the dynamometer has to be
cooled by a closed loop liquid-to-liquid plate type heat exchanger.

3.4.3 EXPERIMENTAL SET-UP

14
 Figure 3.2 Experimental Set-up

Table (3.1) Data summary of the Experiment

Throttle Torque Engine speed Brake

Sr. No
%age Ft-lb (rpm) Power, hp

3.5 Experimental calculations of

1. Brake power

15
3.6 Conclusion

16
Experiment no 4

Brake Mean Effective Pressure Experiment

Objective
To determine the Brake Mean Effective Pressure of petrol engine at wide open throttle.

Apparatus
Small engine test bed apparatus using dynamo

Figure 4.1 Experimental Set-up

4.1 THEORY

Brake Mean Effective Pressure (BMEP) is another very effective yardstick for comparing
the performance of an engine of a given type to another of the same type, and for evaluating
the reasonableness of performance claims or requirements.
The definition of BMEP is: the average (mean) pressure which, if imposed on the pistons
uniformly from the top to the bottom of each power stroke, would produce the measured
(brake) power output.

Note that BMEP is purely theoretical and has nothing to do with actual cylinder pressures. It
is simply a tool to evaluate the efficiency of a given engine at producing torque from a given
displacement.

A torque output of 1.0 lb-ft per cubic inch of displacement in a 4-stroke engine equals a
BMEP of 150.8 psi. In a 2-stroke engine, that same 1.0 lb-ft of torque per cubic inch is a
BMEP of 75.4 psi.

By looking at equations, you can easily see that BMEP is simply the torque per cubic inch of
displacement, multiplied by a constant. In fact, many talented people in the engine design and
developing business currently use torque-per-cubic inch ("torque ratio") instead of BMEP,
thereby avoiding that tedious multiplication process.
(The discussion on the remainder of this page is with respect to four-stroke engines, but it
applies equally to two stroke engines if you simply substitute 75.4 everywhere you see 150.8)
If you know the torque and displacement of an engine, a very practical way to calculate
BMEP is:

17
B - Brake power in kW
r - Number of revolutions required for each power stroke (1 for 2 stroke engines;
2 for 4 stroke engines)
n - Number of piston
A - Cylinder Area (m2)
L - Stroke Length (m)
N–

Engine Speed in rev/sec.

4.2 PROCEDURE:
1. Prepare the required equipment for this experiment.
2. Observe Heat-Exchanger system; make sure all connection is tightened properly.
3. Switch on Pump and Fan of Heat Exchanger system.
4. Observe the Hydraulic Dynamometer tank, find the load control and set the load to minimum
load (fully counter-clockwise)
5. Start the engine and adjust the throttle to 1000 rpm, allow time to warm-up to normal
operating temperature.
6. Slowly increase the throttle setting while at the same time loading the engine by means of the
load control valve until 3000 rpm and 100 Nm.

18
7. Adjust load control to get variation of engine speed, at this stage hold-down the throttle
control. Gradually adjust the load control to get engine speed of 2800, 2600,2400, 2200 and
2000 rpm respectively. Record the rpm and torque reading on each step.

Note: This step must be done without interruption and the torque readings are taken
from high speed to the next lower speed. It is recommended to do this step within 2
minutes (about 15 seconds per reading)

8. Reduce the load and the speed simultaneously until the engine is idling smoothly.
9. After finishing the experiment, allow the engine to run at idle speed under no load conditions
for a few minutes to cool down the temperature.
10. Turn off the engine and all electrical systems o control panel.

Table (4.1) Data summary of the Experiment

Brake
Engine speed Power B.M.E.P
Sr. No Torque
(rpm) (Kilowatt) (MPa)
(Nm)

4.3 Calculations
19
4.4 Conclusion
20
 Experiment No 5
Engine Brake Power
Experiment

Objective
To determine the brake power
of petrol engine against
varying torque and constant
engine speed.

Apparatus
i. Dynamometer Engine test bed
ii. Diesel engine

Figure 5.1 Experimental Apparatus for engine performance test

5.1 Introduction
Internal combustion engines (IC engines) are basically energy converters. They convert the
chemical energy of the fuel to mechanical energy.
There are 2 types of IC engines:

21
1. Spark ignition engines (SI engines).
2. Compression Ignition Engines (CI engines).
All IC engines operate on a thermodynamic cycle which includes;
1. The induction of air or air/fuel mixture (charge).
2. The compression of the induced charge.
3. The combustion of the fuel in air towards the end of compression and during the beginning
of expansion.
4. The expansion of the products of combustion.
5. The exhaust of the products of combustion.

5.2 Operation of IC Engines

5.2.1 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 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.

22
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 speeds. 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.

5.2.2 Compression ignition engines

Compression ignition engines have a much broader field of application. Its 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 autoignites 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
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.
5.3 Testing of IC engines
In real life, vehicles always operate against a resistance. This resistance may be made of
rolling friction, slope, air or inertia resistance. The dynamometer loading simulates the total
of these resistances. Therefore the steady state performance of IC engines are tested on
dynamometers. The dynamic testing of engines mounted on vehicles are done on chassis
dynamometers. The dynamometers used for engine testing may be hydraulic or electrical.
5.3.1 Hydraulic Dynamometers
Basically there are two types of hydraulic dynamometers; friction and agitator types. The
agitator type hydraulic dynamometer is used in our IC Engine Laboratories. 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.
5.3.2 Electric Dynamometers

23
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.
Eddy current dynamometers are also popular. They work on the principle of increasing
electromagnetic fields with load. The electro-magnetic energy increases the temperature of
the coil windings in the eddy current dynamometer. Therefore, the dynamometer has to be
cooled by a closed loop liquid-to-liquid plate type heat exchanger.

5.4 EXPERIMENTAL SET-UP

Figure 5.2 Experimental Set-up

Table (5.1) Data summary of the Experiment

Throttle Torque Engine speed Brake

Sr. No
%age Ft-lb (rpm) Power, (watt)

24
 torque vs brake power Throttle vs Brake power
90
3.5
80
3 70
60
2.5
50
2 40
30
1.5
20

1 10
0
219.8 345.4 409.25 497.17 586.13 973.4
0.5

0
219.8 345.4 409.25 497.17 586.13 973.4

5.5 Calculations

25
5.6 Conclusion

26