vcr engine test set up - apex innovations pvt. ltd. · vcr engine test set up 1 cylindr, 4 stroke,...

VCR ENGINE TEST SET UP

1 CYLINDR, 4 STROKE, DIESEL

(Computerized)

Instruction manual

Contents

1 Description

2 Specifications

3 Installation requirements

4 Packing slip

5 Installation

6 Commissioning

7 Software

8 Troubleshooting

9 Theory

10 Experiments

11 Components used

12 components‟ manuals

13 Warranty

Product Code

234

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The setup consists of single cylinder, four stroke, VCR (Variable Compression Ratio)

Diesel engine connected to eddy current type dynamometer for loading. The

compression ratio can be changed without stopping the engine and without altering

the combustion chamber geometry by specially designed tilting cylinder block

arrangement. Setup is provided with necessary instruments for combustion pressure

and crank-angle measurements. These signals are interfaced to computer through

engine indicator for PPV diagrams. Provision is also made for interfacing airflow,

fuel flow, temperatures and load measurement. The set up has stand-alone panel

box consisting of air box, two fuel tanks for duel fuel test, manometer, fuel

measuring unit, transmitters for air and fuel flow measurements, process indicator

and engine indicator. Rotameters are provided for cooling water and calorimeter

water flow measurement.

The setup enables study of VCR engine performance for brake power, indicated

power, frictional power, BMEP, IMEP, brake thermal efficiency, indicated thermal

efficiency, Mechanical efficiency, volumetric efficiency, specific fuel consumption, A/F

ratio and heat balance. Labview based Engine Performance Analysis software

package “EnginesoftLV” is provided for on line performance evaluation.

A computerized Diesel injection pressure measurement is optionally provided.

Schematic arrangement

Description

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Product VCR Engine test setup 1 cylinder, 4 stroke, Diesel

(Computerized)

Product code 234

Engine Make Kirloskar, Type 1 cylinder, 4 stroke Diesel, water

cooled, power 3.5 kW at 1500 rpm, stroke 110 mm,

bore 87.5 mm. 661 cc, CR 17.5, Modified to VCR engine

CR range 12 to 18

Dynamometer Type eddy current, water cooled, with loading unit

Propeller shaft With universal joints

Air box M S fabricated with orifice meter and manometer

Fuel tank Capacity 15 lit with glass fuel metering column

Calorimeter Type Pipe in pipe

Piezo sensor Range 5000 PSI, with low noise cable

Crank angle sensor Resolution 1 Deg, Speed 5500 RPM with TDC pulse.

Data acquisition device NI USB-6210, 16-bit, 250kS/s.

Piezo powering unit Make-Cuadra, Model AX-409.

Digital milivoltmeter Range 0-200mV, panel mounted

Temperature sensor Type RTD, PT100 and Thermocouple, Type K

Temperature

transmitter

Type two wire, Input RTD PT100, Range 0–100 Deg C,

Output 4–20 mA and Type two wire, Input

Thermocouple, Range 0–1200 Deg C, Output 4–20 mA

Load indicator Digital, Range 0-50 Kg, Supply 230VAC

Load sensor Load cell, type strain gauge, range 0-50 Kg

Fuel flow transmitter DP transmitter, Range 0-500 mm WC

Air flow transmitter Pressure transmitter, Range (-) 250 mm WC

Software “EnginesoftLV” Engine performance analysis software

Rotameter Engine cooling 40-400 LPH; Calorimeter 25-250 LPH

Pump Type Monoblock

Overall dimensions W 2000 x D 2500 x H 1500 mm

Optional Computerized Diesel injection pressure measurement

Shipping details

Gross volume 2.46m3, Gross weight 808kg, Net weight 528kg

Specifications

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Electric supply

Provide 230 +/- 10 VAC, 50 Hz, single phase electric supply with proper earthing.

(Neutral – Earth voltage less than 5 VAC)

5A, three pin socket with switch (2 Nos.)

Water supply

Continuous, clean and soft water supply @ 1000 LPH, at 10 m. head. Provide valve

with 1” BSP hose terminal connection

Computer

IBM compatible with standard configuration. Typical configuration as follows:

CPU: Pentium 300 GHz, RAM: Min. 512 MB, CD ROM drive, USB Port.

OS: Windows XP + SP2.

Monitor: Screen resolution 1280x1024.

Space

L3300 mm x W3200 mm x H1700 mm (Refer foundation drawings)

Drain

Provide suitable drain extension arrangement (Drain pipe 65 NB/2.5” size)

Exhaust

Provide suitable exhaust extension arrangement (Exhaust pipe 32 NB/1.25” size)

Foundation

Refer foundation drawings Foundation234(1) and Foundation234(2)

Fuel, oil

Diesel@10 lit.

Lubrication Oil @ 3.5 lit. (20W40)

Installation requirements

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Total no. of boxes: 9, Volume: 2.02 m3, Gross weight: 744 kg. Net wt. 639 kg

Box

No.1/9

Engine set up assembly

Size W1600xD670xH1120 mm; Volume:1.20m3

Gross weight: 444kg

Net weight: 444kg

1 Engine test setup assembly Engine +

Dynamometer

1 No.

Box

No.2/9

Engine panel box


Gross weight: 75kg

Net weight: 52kg

1 Engine panel box assembly

Transmitter panel, Fuel pipe, Fuel DP

transmitter, Air transmitter, NI USB 6210, power

supply and wiring, Manometer with PU tube.

1 No.

Box

No.3/9

Engine panel box structure


Gross weight: 46kg

Net weight: 25kg

1 Structure assembly consisting of

Rotameters with piping (2)

Dynamometer loading unit clamp (1)

1 No.

Box

No.4/9

Calorimeter

Size W725xD250xH325 mm; Volume: 0.06m3

Gross weight: 28kg

Net weight: 15kg

1 Calorimeter 1 No.

2 Calorimeter support structure with pad 1 No.

Box

No.5/9

Exhaust pipe

Size W900xD200xH200 mm; Volume: 0.04m3

Gross weight: 16kg

Net weight: 10kg

1 Exhaust pipe 1 No.

Box

No.6/9

Pump


Gross weight: 14kg

Net weight: 7kg

1 Pump 1 No.

Box

No.7/9

Battery


Gross weight: 25kg

Net weight: 17kg

1 Battery 1 No.

Box

No.8/9

Engine piping

Size W1250xD450xH350mm; Volume: 0.20m3

Gross weight: 58Kg

Net weight: 41kg

1 Piping set (14 pieces)

Engine water inlet and outlet, Dynamometer

water inlet and outlet, Calorimeter water inlet

1 No.

Packing slip

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and outlet, Air hose pipe, Pump suction

connection with strainer, Pump outlet, Engine

water inlet and outlet hose, Water supply hose

pipe, Drain pipe (3 components)

2 Fuel Glass tube 2Nos (one spare) 1 No.

3 Funnel for fuel fill 1 No.

4 Wiring PVC channel set (4 pieces) 1 No.

5 Starting kick/Handle 1 No.

6 Exhaust extension pipe with socket 1 No.

7 Pump bracket 1 No.

8 Air box connection 1 No.

9 Calorimeter exhaust outlet flange 1 No.

Box

No.9/9

Engine wiring


Gross weight: 38kg

Net weight: 18kg

1 Piezo powering unit 1 No.

2 Load indicator 1 No.

3 Digital voltmeter 1 No.

4 Dynamometer loading unit 1 No.

5 Pressure gauge 1 No.

6 Wiring set 1 No.

7 Load cell with nut bolt 1 No.

8 Crank angle sensor 1 No.

9 Temperature sensors (5) 1 No.

10 Piezo sensor 1/2Nos.

11 Low noise cable 1/2Nos.

12 Data acquisition device and driver CD 1 No.

13 Apex Enginesoft DVD CD 1 No.

14 Set of loose nut bolts 1 No.

15 Tool kit 1 No.

16 Dash board box for Engine starter with charger 1 No.

17 Fuel caps(2), Teflon tape(2) & Gasket shellac(1) 1 No.

18 Set of instruction manuals consisting of:

Instruction manual CD (Apex)

DP transmitter

Dynamometer (AG10/TM15)

Sheet Kirloskar engine maint.

Sheet Calibration for Piezo sensor and load cell

1 No.

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Unpack the box(es) received and ensure that all material is received as per packing

slip. In case of short supply or breakage contact Apex Innovations / your supplier

for further actions.

Remove the packings, paper boxes, wrappers from the components.

Refer the various photographs below and note locations of different components.

Install Engine setup assembly on the foundation and tighten the foundation bolts.

Note that Crank angle sensor, and Load cell are fitted on the dynamometer and

Piezo sensor is fitted on the engine. The dynamometer body is clamped with its

base by locking flat which is to be removed. There are jack bolts below the

dynamometer which are raised upwards to restrict the swiveling motion. These

bolts to be lowered to allow free motion of the body of the dynamometer.

Keep Engine panel box structure near Engine setup assembly. Two rotameters are

fitted in the panel box structure. Inside the rotameters plastic rods are inserted to

arrest the movement of respective floats. These rods are to be removed. Note the

C type clamp provided for clamping the dynamometer loading unit.

Collect the Calorimeter and Calorimeter structure from Calorimeter box. Remove

calorimeter from the structure, reverse the structure and put it near engine. Fit

calorimeter over the structure.

Installation

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Collect the Engine Panel Box. It is fitted with Fuel pipe (Glass), Manometer, Fuel

DP transmitter, Air transmitter, Orifice for air metering, Transmitter panel(fitted

with Power supply and five Temperature transmitters ), NI-6210 USB interface

with cable for computer.

Check all terminal connections, component mounting and wiring screws

Fit the Engine panel box assembly on the Panel box structure with four bolts.

Collect Piezo powering unit (Ax409), Dynamometer loading unit (AX155), Load

indicator (PIC152), Digital voltmeter (SMP35) from “Engine wiring” box.

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Remove the covers of Piezo powering unit and Dynamometer loading unit and

confirm that all components inside are at proper location and tightly fitted. Remove

any packing material inside dynamometer loading unit. Confirm smooth working of

loading knob on its front. The cover of the dynamometer loading unit is to be fitted

after inserting the unit in the Engine panel support structure

Fit the Piezo powering unit (AX409) and put its clamps. Connect Electric supply

cables and a 9 pin connector at Output

Fit load indicator (PIC152) and put its clamps. Connect 8 wires at respective

terminals.

Fit Voltmeter (Meco) and put its clamps. Connect 4 wires at the back terminals.

Fit Dynamometer loading unit in the Engine panel structure after removing C

clamp. Fit its cover and then fit the C clamp.

Remove the Exhaust pipe packed in wooden box placed inside “Engine piping” box

and connect it between calorimeter exhaust inlet and engine exhaust outlet.

Connect Exhaust extension pipe at the outlet of calorimeter. Insert additional pipe

in between and take the exhaust out of the room. At the end put Exhaust muffler.

Remove Pump packed in wooden box placed inside “Engine piping”. Fit Pump

bracket to the Engine panel structure and fit pump on it.

Collect the piping pieces form “Engine piping box”. Clean the pipes internally to

remove any dust and particles. Complete the piping as follows:

o Assemble the PVC drain pipes (3 components) as per the marking done. Put

it between Engine panel and Engine set up assembly.

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o Connect Engine water inlet from engine cooling rotameter to water inlet on

engine body. Separate Engine water inlet hose pipe with clamps is provided

for connecting the engine side end of the pipe.

o Connect Engine water outlet. Connect Engine water outlet hose between the

outlet pipe and engine body. The Outlet pipe is to bolted on the base frame

and the water outlet drains in drain pipe.

o Fit Pump outlet at the delivery side of the pump. Connect Rotameter inlet

hose pipes to the pump outlet.

o Connect Dynamometer water inlet from Pump inlet to dynamometer.

o Connect Dynamometer water outlet from dynamometer to drain pipe.

o Connect Calorimeter inlet from rotameter to calorimeter.

o Connect Calorimeter water outlet to drain.

o Fit Strainer and hose nipple at the pump inlet and connect Water supply

hose pipe. Connect this hose pipe to site water supply.

o Fit Air box connection to air box and connect Air hose pipe from air box to

engine.

o The fuel pipe is put on engine and its one end is connected to fuel filter.

Connect the other end in the engine panel at the brass hose tee in the fuel

line. The fuel line is to be routed through the wiring channels.

Fit Pressure gauge on dynamometer inlet pipe.

Fit wiring PVC channel set.

Collect the wiring set from Sensors bag and fit 5 temp sensors at respective

places. (i) RTD T1/T3 at the inlet water at pump outlet. (ii) RTD T2 at the Engine

outlet water on the engine head. (iii) RTD T4 at the calorimeter water outlet. (iv)

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Thermocouple T5 at the Exhaust inlet of calorimeter and (v) Thermocouple T6 at

the exhaust outlet of calorimeter. Route the wiring from PVC wiring channels.

Collect Electric supply cable packed in packing (named as Sensors) and connect L

N E terminals to the transmitter panel at supply 230V. Connect its 3 pin (F)

connector to Dynamometer loading unit at Supply. Connect male 3 pin connector

to Elelctric supply available at the site. Route the cable through wiring channel.

Connect cable from Crank angle sensor, 4 pin round (F), to CA of Piezo powering

unit.

Connect cable from Load cell, 4 pin round (F), to Load on transmitter panel.

Remove black cap on piezo sensor and connect piezo cable to the sensor. Connect

other end of the piezo cable to Piezo powering unit at PZ1.

Connect dynamometer supply cable, 3 pin(M), to Output VDC of dynamometer

loading unit.

Take out USB cable from NIUSB 6210 from Engine Panel and connect to Computer.

The cable is short in length. A spare cable of extra length is also supplied.

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Remove top cover on the rocker box of the engine. Fill lubrication oil (SAE20W40

or equivalent) in the rocker box. About 3.5 lit oil is needed. To reach most of the

oil to oil sump, it is necessary to wait for about 5 minutes, after filling the oil.

Check the oil level by the dip stick provided in the crank case.

Two fuel tanks are provided on the top portion of the engine panel. You may fill

two different fuels, for testing the fuels. Fill Diesel in one of the fuel tanks or both

tanks. Use Fuel funnel for filling. Put fuel caps on the fuel tanks.

Open the Fuel cock at the outlet of the fuel tank in which Diesel is filled. Note the

Fuel in the glass fuel pipe. Remove complete air from the fuel pipe between Engine

panel and Engine setup.

Air removal from fuel DP: Remove air bubbles from the fuel line connecting to

Fuel DP transmitter. For removing the air loosen the Air vent on the fuel DP

transmitter and allow some fuel to come out from it and then tighten it gently.

Fill water in the manometer up to “0” mark level.

Ensure that Jack bolts under dynamometer are lowered for free movement of the

dynamometer body.

Switch on electric supply of the panel box and ensure that Piezo powering unit,

load indicator and voltmeter are ON.

TDC adjustment:

o Keep the Decompression lever on the rocker box in vertical position

and rotate the flywheel slowly in clockwise direction (Viewed from

dynamometer end) till the CA mark on the flywheel matches with the

reference pointer provided on the engine body. This rotation

movement should be unidirectional.

Commissioning

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o Check if the TDC light on the Piezo powering unit is lit. If not adjust the

crank angle sensor as follows:

o Loosen the four screws on the flange provided for clamping the

crankangle sensor on the mounting bracket.

o Ensure that crank angle sensor body is free to rotate about its axis.

Rotate the sensor body slowly till the TDC light on the piezo powering

unit glows. Ensure that the flywheel is adjusted for CA mark as

explained above.

o Clamp the four screws on the flange.

By using multipoint selector switch on the engine panel confirm that all voltage

values are properly displayed. Convert the voltage values in to respective

temperature reading using parameter chart pasted on the panel. The values

displayed should show around ambient temperatures.

Confirm the load value on the load indicator is zero. Rotate the dynamometer body

so that the nylon bush is pressing the load cell. Ensure that the load vlues on the

load indicator are changing.

Compression Ratio adjustment:

o Slightly loosen 6 Allen bolts provided for clamping the tilting block.

o Loosen the lock nut on the adjuster and rotate the adjuster so that the

compression ratio is set to “maximum”. Refer the marking on the CR

indicator.

o Lock the adjuster by the lock nut.

o Tighten all the 6 Allen bolts gently.

o You may measure and note the centre distance between two pivot pins

of the CR indicator. After changing the compression ratio the

difference () can be used to know new CR.

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Switch on the pump after providing electric supply to it and ensure water

circulation through engine, calorimeter and dynamometer.

Keep the Load knob on the dynamometer loading unit at minimum position.

Engine starting:

o Ensure that all foundation bolts, propeller shaft bolts and Allen bolts of

tilting block (of VCR arrangement) are properly tightened.

o Keep the Decompression lever (Decomp lever) in vertical position.

Ensure that Engine stop lever is free and can be pulled towards engine

cranking side for stopping the engine.

o For first start after installation, loosen the fuel inlet pipe to the injector

o Crank the engine slowly till fuel starts dribbling out from the loosened

nut. Then tighten the nut.

o Rotate the handle 5-6 rotations manually in clockwise direction (viewed

from engine side) by right hand. When the flywheel has gathered

sufficient momentum make the decompression lever horizontal by left

hand while cranking the engine and keep on cranking for additional 2-3

rotations.

o The handle will release automatically and come out, however do not

leave handle.

o Repeat above steps if it does not start at first instance. Engine starting

needs some practice. If engine does not start you may check valve

setting as explained below.

o To Stop the engine pull Engine stop lever.

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Keep water circulation on, Set @ 300 lph and 100 lph flow rates for engine cooling

and calorimeter respectively.

Start the engine and allow it to run for 5 minutes in idling condition. Confirm that

engine speed is displayed on Piezo powering unit.

Rotate the knob on dynamometer loading unit and gradually load the engine.

Ensure that the load on the load indicator gradually increases.

Load the engine up to 12 kg allow it to run for 5 minutes.

Ensure that voltages displayed for all 5 temperature sensors are logically correct.

Stop the engine after releasing the load.

Switch off the pump

For software installation on the computer proceed to Software section

Engine Valve setting:

This peocedure to be followed only if engine does not start or pressure crankangle

diagram shows some pressure values at the start of suction.)

Open the cover on the rocker box. Rotate the flywheel slowly and observe the

rocker movement. The cranking side rocker is for inlet air and flywheel side rocker

is for exhaust air. The “Engine fuel pump side end” of each rocker is pushed up by

the valve rods below. Due to this the front end (injector side end) goes down to

open the respective valves (Inlet/exhaust). For alternate rotation of flywheel at

TDC position, both rockers move simultaneously.

Adjust the TDC mark marked as T on the flywheel with the pointer. (Note there

are two marks one marked as CA and other as T. CA marking is to be used for

crankangle sensor adjustment for PO diagram). Ensure that when we bring the

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flywheel near these markings both rockers should move i.e. piston is at the start of

new cycle.

Refer the valve timing diagram on the engine panel. The Inlet valve should open

4.5 degree before TDC and exhaust valve should close 4.5 deg after TDC. Make a

marking of @ 16 mm (4.5 degree) on both sides of TDC mark.

Rotate the flywheel in anticlockwise direction for 60 degrees and slowly rotate in

clockwise direction up to the first mark before TDC (Here the inlet valve should

open. Exhaust valve is already in open position i.e. rocker is in operated position).

Adjust the Tappet clearance by using ring spanner no. 18 such that the clearance if

any is removed and rocker just starts opening the inlet valve.

Further rotate the flywheel in clockwise direction to next marking of 4.5 degrees

after TDC. At this position the exhaust valve should fully close. Adjust the tappet

clearance so that there is no clearance in exhaust rocker. (Note: The decomp lever

should be in horizontal position)

Ensure that inlet valve opens at 4.5 degree BTDC and exhaust valve closes 4.5

degree ATDC.

Programming of load indicator (PIC152N)

If the load indicator shows error in load indication or if the program is disturbed

inadvertently it may need reprogramming/recalibration. Follow following steps.

Refer Load indicator documents in components‟ manual and understand the

programming steps and key operations.

Wiring:

o The output voltage 24 VDC is available at terminal 17-ve (Black wire)

and 18 +ve (Red wire) is converted to 5 VDC and is connected load cell

o From load cell white wire is connected to terminal no. 4 as +ve input

mV and green wire at terminal no. 5 as -ve input mV.

Calibration: If recalibration is needed fit the load cell on flat platform from bottom

side. On top surface of the load cell fix a flat sheet for placing the which will hold

the weights up to 50 kg. (Capacity of load cell)

Programming of Level 0

(To enter or exit program mode press both arrow key together for 3 seconds)

1 Up Arrow :- Upward movement

2 Down Arrow :- Downward movement

3 Squre + Up arrow :- Increase value.

4 Squre + Down Arrow :- Decrease value.

Press both arrow keys together for 3 seconds. Indicator display shows "ID" and "0".

Press Square + Up/ Down key so that the indicator will display "LUL, 0 "

Press Up key select "INP"

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Press Square + Up key together select "AU".

Press Up key and set as follows

A] RESL (Resolution)----------------------------------- 0.1

B] FtC (Filter time constant)--------------------------1

C] dSCL (Display value scalling point Low-------0.0

D] ISCL (Input value scalling point Low)-----------1.10 (mV input from load cell when

the load is 0 kg.)

E] dSCH ( Display value scalling point high)-----50.0 (max range of load indicator)

F] ISCH ( Input value scalling point High)------------32.00 to 38.00 ( mV input from

load cell when the load is 50 kg.)

G] RSCL (Reverse scalling)----------------------------- NO

H] SPHL (Set point high Limit) ------------------------ 50

I ] SPLL (Set point Low Limit ---------------------------0.0

J] LOCY (Lck code) ---------------------------------------0

K] rst (Reset) -------------------------------------------------No

Programming of Level 3

Press both arrow keys together for 3 seconds. Indicator displays “ID" and "0".

Press Square + Up/ Down key so that the indicator displays "LUL, 3 "

Press Up key and set as follows

L] MANL (Manual) ------------------------------ Off

M] A - LO (Lower Limit) ------------------------0

N] A - HI ( Upper Limit)------------------------- 50 (max.capacity off load cell)

Precautions

Use clean and filtered water; any suspended particle may clog the piping.

Circulate dynamometer and engine cooling water for some time after shutting

down the engine.

Piezo Sensor Handling:

o While engine is running ensure cooling water circulation for combustion

pressure sensor / engine jacket.

o Diaphragm of the sensor is delicate part. Avoid scratches or hammering.

o A long sleeve is provided inside the hole drilled for piezo sensor. This sleeve

is protecting the surface of the diaphragm. While removing the sensor, this

sleeve may come out with the sensor and fall down or loose during handling.

o Status of the sensor is indicated on the Piezo powering unit. Damages to the

electronic parts of the sensor or loose connection are indicated as "open" or

"Short" status on Piezo powering unit.

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Computer requirement

CPU: Pentium 300 GHz, RAM: Min. 512 MB, CD ROM drive, USB Port.

OS: Windows XP + SP2.

Monitor: Screen resolution 1280x1024.

Refer separate instruction manual supplied with software CD

Software

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Note: 1 For component specific problems refer components‟ manual

2 For wiring problems refer drawing “Wiring234”.

Problems Possible causes / remedies

Engine does not start Insufficient fuel

Air trapped in fuel line: Remove fuel. To remove air

trapped in the fuel pipe connected to injector loosen

the nut near the injector and crank the engine.

Clogged injector: Remove injector and check the fuel

injection spray while engine is manually cranked.

Improper valve setting: The valve setting procedure

is described below.

Dynamometer does

not load the engine

Faulty/ loose wiring from dynamometer loading unit

to dynamometer

No DC voltage at the outlet of dynamometer loading

unit. Check DLU for loose connection

No free movement of dynamometer body due to

raised jack bolts below dynamometer body

Water inlet outlet hoses connecting dynamometer

body below the dynamometer may be very hard.

Faulty air flow Air hose leakage at connections between air box and

engine.

Faulty fuel flow Air trap in pressure signal line to fuel transmitter

Improper closing of fuel cock.

Software does not

work

Faulty or wrong USB port

Virus in computer

Loose connections, improper earthing

Faulty indicated

power

TDC setting disturbed. Readjust TDC setting(refer

commissioning).

Check configuration data

Faulty pressure crank

angle diagram

Improper earthing

Adjust Plot reference for cylinder pressure in setup

constants such that suction stroke pressure just

matches the zero line.

If peak pressure is just after TDC, TDC setting

disturbed, readjust

If peak pressure shifts randomly with respect to

Troubleshooting

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TDC, coupling of crank angle sensor may be loose

Faulty speed

indication

Broken coupling of crank angle sensor

Incorrect

temperature

indication

Check the connection between thermocouple, RTD,

transmitters, Digital voltmeter. Note that yellow

cable of thermocouple is positive and red is

negative.

Open or damaged temperature sensor

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Terminology

Engine Cylinder diameter (bore) (D): The nominal inner diameter of the

working cylinder.

Piston area (A): The area of a circle of diameter equal to engine

cylinder diameter (bore). 24/ DA

Engine Stroke length (L): The nominal distance through which a working

piston moves between two successive reversals of its direction of motion.

Dead center: The position of the working piston and the moving parts, which

are mechanically connected to it at the moment when the direction of the piston

motion is reversed (at either end point of the stroke).

Bottom dead center (BDC): Dead center when the piston is nearest to

the crankshaft. Sometimes it is also called outer dead center (ODC).

Top dead center (TDC): Dead center when the position is farthest from the

crankshaft. Sometimes it is also called inner dead center (IDC).

Swept volume (VS): The nominal volume generated by the working piston

when travelling from one dead center to next one, calculated as the product of

piston area and stroke. The capacity described by engine manufacturers in cc

is the swept volume of the engine. LDLAVs

24/

Clearance volume (VC): The nominal volume of the space on the combustion side

of the piston at top dead center.

Cylinder volume: The sum of swept volume and clearance volume. cs VVV

Compression ratio (CR): The numerical value of the cylinder volume divided

by the numerical value of clearance volume. cVVCR /

Theory

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Bore D

Crankshaft

Crankcase

Crank

Crank pin

Connecting rod

Cylinder

Bottom dead center B.D.C.

Piston

Gudgeon or wrist pin

Top dead center T.D.C.

Intake or suction manifold

Suction valve

Exhaust manifold

Exhaust valve

Cylinder head

Stroke volume.Vs

Clearance volume.Vc

Cylinder volume’V’

Important positions and volumes in reciprocating engine

Four stroke cycle engine

In four-stroke cycle engine, the cycle of operation is completed in four strokes of the

piston or two revolutions of the crankshaft. Each stroke consists of 1800 of crankshaft

rotation and hence a cycle consists of 7200 of crankshaft rotation. The series of

operation of an ideal four-stroke engine are as follows:

1. Suction or Induction stroke: The inlet valve is open, and the piston travels

down the cylinder, drawing in a charge of air. In the case of a spark ignition

engine the fuel is usually pre-mixed with the air.

2. Compression stroke: Both valves are closed, and the piston travels up the

cylinder. As the piston approaches top dead centre (TDC), ignition occurs. In the

case of compression ignition engines, the fuel is injected towards the end of

compression stroke.

3. Expansion or Power or Working stroke: Combustion propagates throughout

the charge, raising the pressure and temperature, and forcing the piston down. At

the end of the power stroke the exhaust valve opens, and the irreversible

expansion of the exhaust gases is termed „blow-down‟.

4. Exhaust stroke: The exhaust valve remains open, and as the piston travels up

the cylinder the remaining gases are expelled. At the end of the exhaust stroke,

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when the exhaust valve closes some exhaust gas residuals will be left; these will

dilute the next charge.

Two stroke cycle engine

In two stroke engines the cycle is completed in two strokes of piston i.e. one

revolution of the crankshaft as against two revolutions of four stroke cycle engine.

The two-stroke cycle eliminates the separate induction and exhaust strokes.

1. Compression stroke: The piston travels up the cylinder, so compressing the

trapped charge. If the fuel is not pre-mixed, the fuel is injected towards the end

of the compression stroke; ignition should again occur before TDC.

Simultaneously under side of the piston is drawing in a charge through a spring-

loaded non-return inlet valve.

2. Power stroke: The burning mixture raises the temperature and pressure in the

cylinder, and forces the piston down. The downward motion of the piston also

compresses the charge in the crankcase. As the piston approaches the end of its

stroke the exhaust port is uncovered and blowdown occurs. When the piston is at

BDC the transfer port is also uncovered, and the compressed charge in the

crankcase expands into the cylinder. Some of the remaining exhaust gases are

displaced by the fresh charge; because of the flow mechanism this is called „loop

scavenging'. As the piston travels up the cylinder, the piston closes the first

transfer port, and then the exhaust port is closed.

Performance of I.C.Engines

Indicated thermal efficiency (ηt): Indicated thermal efficiency is the ratio of

energy in the indicated power to the fuel energy.

FuelEnergyowerIndicatedPt /

100)/()/(

3600)((%)

KgKJalueCalorificVHrKgFuelFlow

KWowerIndicatedPt

Brake thermal efficiency (ηbth): A measure of overall efficiency of the engine

is given by the brake thermal efficiency. Brake thermal efficiency is the ratio of

energy in the brake power to the fuel energy.

FuelEnergyBrakePowerbth /

100)/()/(

3600)((%)

KgKJalueCalorificVHrKgFuelFlow

KWBrakePowerbth

Mechanical efficiency (ηm): Mechanical efficiency is the ratio of brake horse power

(delivered power) to the indicated horsepower (power provided to the piston).

owerIndicatedPBrakePowerm /

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and Frictional power = Indicated power – Brake power

Following figure gives diagrammatic representation of various efficiencies,

Indicated thermal efficiency = B/A

Brake thermal efficiency = C/A

Mechanical efficiency = C/B

Volumetric efficiency (ηv): The engine output is limited by the maximum

amount of air that can be taken in during the suction stroke, because only a

certain amount of fuel can be burned effectively with a given quantity of air.

Volumetric efficiency is an indication of the „breathing‟ ability of the engine and

is defined as the ratio of the air actually induced at ambient conditions to the

swept volume of the engine. In practice the engine does not induce a complete

cylinder full of air on each stroke, and it is convenient to define volumetric

efficiency as:

Mass of air consumed

ηv (%) = --------------------------------------------------------------------------

mass of flow of air to fill swept volume at atmospheric conditions

10060)/(/)()(4/

)/((%)

332

mKgAirDenNoofCylnRPMNmLD

HrKgAirFlowv

Where n= 1 for 2 stroke engine and n= 2 for 4 stroke engine.

Air flow:

For air consumption measurement air box with orifice is used.

Energy lost in exhaust, coolant, and radiation

Energy lost in friction, pumping etc.

Energy

in fuel

(A)

IP

(B)

BP

(C)

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3600/24/)/( 2 dendendenwaterd AAWhgDCHrKgAitFlow

Where Cd = Coefficient of discharge of orifice

D = Orifice diameter in m

g = Acceleration due to gravity (m/s2) = 9.81 m/s2

h = Differential head across orifice (m of water)

Wden = Water density (kg/m3) =@1000 kg/m3

Wair = Air density at working condition (kg/m3) = p/RT

Where

p= Atmospheric pressure in kgf/m2 (1 Standard atm. = 1.0332X104 kgf/m2)

R= Gas constant = 29.27 kgf.m/kg0k

T= Atmospheric temperature in 0k

Specific fuel consumption (SFC): Brake specific fuel consumption and indicated

specific fuel consumption, abbreviated BSFC and ISFC, are the fuel consumptions

on the basis of Brake power and Indicated power respectively.

Fuel-air (F/A) or air-fuel (A/F) ratio: The relative proportions of the fuel and air

in the engine are very important from standpoint of combustion and efficiency of

the engine. This is expressed either as the ratio of the mass of the fuel to that of

the air or vice versa.

Calorific value or Heating value or Heat of combustion: It is the energy

released per unit quantity of the fuel, when the combustible is burned and the

products of combustion are cooled back to the initial temperature of combustible

mixture. The heating value so obtained is called the higher or gross calorific value

of the fuel. The lower or net calorific value is the heat released when water in the

products of combustion is not condensed and remains in the vapour form.

Power and Mechanical efficiency: Power is defined as rate of doing work and

equal to the product of force and linear velocity or the product of torque and

angular velocity. Thus, the measurement of power involves the measurement of

force (or torque) as well as speed.

The power developed by an engine at the output shaft is called brake power and

is given by

Power = NT/60,000 in kW

where T= torque in Nm = WR

W = 9.81 * Net mass applied in kg. R= Radius in m

N is speed in RPM

Mean effective pressure and torque: Mean effective pressure is defined as a

hypothetical pressure, which is thought to be acting on the piston throughout the

power stroke.

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Power in kW = (Pm LAN/n 100)/60 in bar

where Pm = mean effective pressure

L = length of the stroke in m

A = area of the piston in m2

N = Rotational speed of engine RPM

n= number of revolutions required to complete one engine cycle

n= 1 (for two stroke engine)

n= 2 (for four stroke engine)

Thus we can see that for a given engine the power output can be measured in

terms of mean effective pressure. If the mean effective pressure is based on

brake power it is called brake mean effective pressure (BMEP) and if based on

indicated power it is called indicated mean effective pressure (IMEP).

100)/(

60)()(

NoOfCylnNAL

KWBrakePowerbarBMEP

100)/(

60)()(

NoOfCylnNAL

KWowerIndicatedPbarIMEP

Similarly, the friction means effective pressure (FMEP) can be defined as

FMEP= IMEP – BMEP

Basic measurements

The basic measurements, which usually should be undertaken to evaluate the

performance of an engine on almost all tests, are the following:

1 Measurement of speed

Following different speed measuring devices are used for speed measurement.

1 Photoelectric/Inductive proximity pickup with speed indicator

2 Rotary encoder

2 Measurement of fuel consumption

I) Volumetric method: The fuel consumed by an engine is measured by

determining the volume flow of the fuel in a given time interval and multiplying it by

the specific gravity of fuel. Generally a glass burette having graduations in ml is used

for volume flow measurement. Time taken by the engine to consume this volume is

measured by stopwatch.

II) Gravimetric method: In this method the time to consume a given weight of the

fuel is measured. Differential pressure transmitters working on hydrostatic head

principles can used for fuel consumption measurement.

3 Measurement of air consumption

Air box method: In IC engines, as the air flow is pulsating, for satisfactory

measurement of air consumption an air box of suitable volume is fitted with orifice.

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The air box is used for damping out the pulsations. The differential pressure across

the orifice is measured by manometer and pressure transmitter.

4 Measurement of brake power

Measurement of BP involves determination of the torque and angular speed of the

engine output shaft. This torque-measuring device is called a dynamometer.

The dynamometers used are of following types:

I) Rope brake dynamometer: It consists of a number of turns of rope wound

around the rotating drum attached to the output shaft. One side of the rope is

connected to a spring balance and the other to a loading device. The power is

absorbed in friction between the rope and the drum. The drum therefore requires

cooling.

Brake power = ∏DN (W-S)/60,000 in kW

where D is the brake drum diameter, W is the weight and S is the spring scale

reading.

II) Hydraulic dynamometer: Hydraulic dynamometer works on the principal of

dissipating the power in fluid friction. It consists of an inner rotating member or

impeller coupled to output shaft of the engine. This impeller rotates in a casing, due

to the centrifugal force developed, tends to revolve with impeller, but is resisted by

torque arm supporting the balance weight. The frictional forces between the impeller

and the fluid are measured by the spring-balance fitted on the casing. Heat

developed due to dissipation of power is carried away by a continuous supply of the

working fluid usually water. The output (power absorbed) can be controlled by

varying the quantity of water circulating in the vortex of the rotor and stator

elements. This is achieved by a moving sluice gate in the dynamometer casing.

III) Eddy current dynamometer: It consists of a stator on which are fitted a

number of electromagnets and a rotor disc and coupled to the output shaft of the

engine. When rotor rotates eddy currents are produced in the stator due to magnetic

flux set up by the passage of field current in the electromagnets. These eddy

currents oppose the rotor motion, thus loading the engine. These eddy currents are

dissipated in producing heat so that this type of dynamometer needs cooling

arrangement. A moment arm measures the torque. Regulating the current in

electromagnets controls the load.

Note: While using with variable speed engines sometimes in certain speed zone the

dynamometer operating line are nearly parallel with engine operating lines which

result in poor stability.

5 Measurement of indicated power

There are two methods of finding the IHP of an engine.

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I) Indicator diagram: A dynamic pressure sensor (piezo sensor) is fitted in the

cylinder head to sense combustion pressure. A rotary encoder is fitted on the engine

shaft for crank angle signal. Both signals are simultaneously scanned by an engine

indicator (electronic unit) and communicated to computer. The software in the

computer draws pressure crank-angle and pressure volume plots and computes

indicated power of the engine.

Conversion of pressure crank-angle plot to pressure volume plot:

The figure shows crank-slider mechanism. The piston pin position is given by

coscos lrx

From figure sinsin lr and recalling 2sin1cos

22

sin1cos lrrlrx

The binomial theorem can be used to expand the square root term:

...sin)/(81sin)/(2

11/cos 4422 lrlrrlrx ….1

The powers of sin can be expressed as equivalent multiple angles:

2cos2/12/1sin2

4cos8/12cos2/18/3sin 4 …….2

Substituting the results from equation 2 in to equation 1 gives

...4cos8/12cos2/18/3)/(812cos2/12/1)/(2

11/cos 42 lrlrrlrx

The geometry of the engine is such that 2/ lr is invariably less than 0.1, in which

case it is acceptable to neglect the 4/ lr terms, as inspection of above equation

shows that these terms will be at least an order of magnitude smaller than 2/ lr

terms.

The approximate position of piston pin end is thus:

2cos2/12/1)/(2

11/cos 2 lrrlrx

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Where r =crankshaft throw and l = connecting rod length.

Calculate x using above equation; then )( xrl shall give distance traversed by

piston from its top most position at any angle

II) Morse test: It is applicable to multi-cylinder engines. The engine is run at

desired speed and output is noted. Then combustion in one of the cylinders is

stopped by short circuiting spark plug or by cutting off the fuel supply. Under this

condition other cylinders “motor” this cylinder. The output is measured after

adjusting load on the engine to keep speed constant at original value. The difference

in output is measure of the indicated power of cut-out cylinder. Thus for each

cylinder indicated power is obtained to find out total indicated power.

VCR Engines

The standard available engines (with fixed compression ratio) can be modified by

providing additional variable combustion space. There are different arrangements by

which this can be achieved. Tilting cylinder block method is one of the arrangements

where the compression ratio can be changed without change is combustion

geometry. With this method the compression ratio can be changed within designed

range without stopping the engine.

Calculations

Brake power (kw):

100060

2

x

NTBP

60000

)(2 WxRN

60000

)81.9(785.0 xArmlengthWxxRPMx

6075x

TxNBHP

Brake mean effective pressure (bar):

100)/(4/

602 xNoOfCylxnNxLxxD

BPxBMEP

n = 2 for 4 stroke

n = 1 for 2 stroke

Indicated power (kw) :From PV diagram

X scale (volume) 1cm = ..m3

Y scale (pressure) 1cm = ..bar

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Area of PV diagram = ..cm2

100000)(// orYscalefactorXscalefactagramAreaofPVdiNmcylcycleworkdone

100060

)/(//

NoOfCylnNcylcycleworkdoneIP

Indicated mean effective pressure (bar):

100)/(4/

602 xNoOfCylxnNxLxxD

IPxIMEP

Frictional power (kw):

BPIPFP

BHPIHPFHP

FHPIHPBHP

Brake specific fuel consumption (Kg/kwh):

BP

hrkgFuelflowInBSFC

/

Brake Thermal Efficiency (%):

CalValhrKgFuelFlowIn

BPBThEff

/

1003600

FuelHP

BHPOR

MechEffIThEffBThEff

100

Indicated Thermal Efficiency (%):

CalValhrKgFuelFlowIn

IPIThEff

/

1003600

MechEff

BThEffIThEff

100

Mechanical Efficiency (%):

IP

BPMechEff

100

Air flow (Kg/hr):

AdenAdenWdenghdCdAirFlow 3600)/(24/ 2

Volumetric Efficiency (%):

lAirFlowTheoretica

AirFlowVolEff

100

AdenNoOfCylnNStrokeD

AirFlow

60)/(4/

1002

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Air fuel ratio:

FuelFlow

AirFlowFA /

Heat Balance (KJ/h):

a) CalValFuelFlowedbyFuelHeatSuppli

b) 3600 BPulWorklentToUsefHeatEquiva

edByFuelHeatSuppli

ulWorklentToUsefHeatEquivaulWorkInlentToUsefHeatEquiva

100%

C) )12(3 TTWCFateretCoolingWHeatInJack P

edByFuelHeatSuppli

ateretCoolingWHeatInJackaterInetCoolingWHeatInJack

100%

d) Heat in Exhaust (Calculate CPex value):

kKgKJTTFF

TTWCFexC P

P

0/..)65()21(

)34(4

Where,

Cpex Specific heat of exhaust gas kJ/kg0K

Cpw Specific heat of water kJ/kg0K

F1 Fuel consumption kg/hr

F2 Air consumption kg/hr

F4 Calorimeter water flow kg/hr

T3 Calorimeter water inlet temperature 0K

T4 Calorimeter water outlet temperature 0K

T5 Exhaust gas to calorimeter inlet temp. 0K

T6 Exhaust gas from calorimeter outlet temp. 0K

)5()21()/( TambTexCFFhKJustHeatInExha P

edByFuelHeatSuppli

ustHeatInExhaustHeatInExha

100%

e) Heat to radiation and unaccounted (%)

(%)}(%)

(%){(%)100(

ustHeatToExhaateretCoolingWHeatInJack

ulWorklentToUsefHeatEquivaedByFuelHeatSuppli

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1 Study of VCR engine performance (Computerized mode)

Object

To study the performance of 1 cylinder, 4 stroke, Diesel engine connected to eddy

current dynamometer in computerized mode.

Adjustment of the compression ratio

Slightly loosen the 6 nos. vertical Allen (socket headed) bolts provided on

both sides of the tilting cylinder block.

Loosen the lock nut of the Adjuster and rotate the Adjuster by using spanner

for tilting the cylinder block.

Adjust the desired compression ratio by referring the scale provided on the CR

indicator (near the Adjuster)

Tighten the lock nut of the Adjuster.

Gently tighten the vertical Allen bolts (6 nos.).

Procedure

Ensure that all the nut bolts of engine, dynamometer, propller shaft, base

frame are properly tightened.

Ensure that sufficient lubrication oil is present in the engine sump tank. This

can be checked by marking on the level stick

Ensure sufficient fuel in fuel tank. Remove air in fuel line, if any.

Switch on electric supply and ensure that PPU (Piezo powering unit), DLU

(Dynamometer loading unit), Load indicator and Voltmeter are switched on.

Start Computer and open "EngineSoftLV" (Double click "EngineSoftLV" icon on

the desktop) Select "Engine Model" open "Configure" in View. Check

configuration values & system constants with the values displayed on engine

setup panel. "Apply" the changes, if any. Click on "PO- PV Graphs" tab.

Start water pump. Adjust the flow rate of "Rotameter (Engine)" to 250-350

LPH and "Rotameter (Calorimeter)" to 75-100 LPH by manipulating respective

globe valves provided at the rotameter inlet. Ensure that water is flowing

through dynamometer at a pressure of @ 0.5 to 1 Kg/cm2.

Keep the DLU knob at minimum position.

Change the Fuel cock position from "Measuring" to "Tank"

Start the engine by hand cranking and allow it to run at idling condition for 4-

5 minutes.

Click on "Scan Start" on the monitor

Experiments

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Ensure that Speed, Temperatures and Manometer reading are correctly

displayed on the PC. These readings should tally with those displayed on the

engine panel.

Increase the load on the engine by rotating knob on the DLU and confirm the

load reading on the indicator and computer are same.

Adjust DLU knob and to set 0.5 kg load on Load Indicator. Wait for 3 mins.,

ensure that load is constant during this period. Change the Fuel cock position

from "Tank" to "Measuring". Click "Log on" on. The fuel metering is ON for

next 60 seconds. During first 30 seconds enter engine water flow, calorimeter

jacket cooling water flow in LPH (and compression ratio for VCR engine). Click

OK after recording fuel reading. Enter the file name under which the records

to be stored. The first reading data is now saved. Change the Fuel cock

position from "Measuring" to "Tank".

Adjust DLU knob and to set 3 kg load on Load Indicator. Wait for 3 mins.,

ensure that load is constant during this period. Change the Fuel cock position

from "Tank" to "Measuring". Click "Log on" on. The fuel metering is ON for

next 60 seconds. During first 30 seconds enter engine water flow, calorimeter

jacket cooling water flow in LPH (and compression ratio for VCR engine). Click

OK after recording fuel reading. The second reading data is now saved.

Change the Fuel cock position from "Measuring" to "Tank".

Repeat above step for various loads e.g. 6, 9,12,15,18 kg. (For VCR engine do

not exceed 12 Kg load.)

After finishing all the readings remove the load on the engine by DLU, Click

"Scan Stop" on PC.

Stop the engine by pressing engine stop lever. Allow the water to circulate for

about 5 minutes for engine cooling and then Stop the pump.

Click "File Open" on PC, Select the File under which the readings are stored

and click "OK". On all the screens the first reading (of 0.5kg) is shown. To

view next readings click "Next Data".

The results are displayed on all the three screens. For printing the results click

"Print" and select appropriate option.

Click "File Close" after printing & checking. Click "Exit" and then Shut Down

the computer.

EnginesoftLV Configuration data

Setup constants (Default values)

1 Pulses per revolution: 360

2 No. of cycles: 10

3 Fuel pipe diameter (mm):12.40

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4 Fuel measuring interval (sec):60

5 Fuel display bias: As reqd.

6 Orifice diameter (mm): 20

7 Dynamometer arm length (mm):185

8 Speed scanning interval (ms): 2000

9 Plot reference for cylinder pressure: as reqd

10 Plot reference for Diesel pressure: as reqd

Theoretical constants

1 Use default values: Yes

2 Fuel density (kg/m^3): 830

3 Calorific value of fuel (KJ/Kg): 42000

4 Orifice coef of discharge: 0.60

5 Sp heat of exhaust gas (Kj/Kj.K): 1.00

6 Max. sp. heat. Of Exhaust Gas (KJ/Kg.k): 1.25

7 Min sp. heat of exhaust gas (KJ/Kg.k): 1.00

8 Sp heat of water (KJ/Kg.K): 4.186

9 Air density Kg/m^3): As displayed

10 Ambient temperature (Deg C): Ambient temperature.

Graph X axis

Load (Kg) 0 to 20 kg

Plot details

Diesel plot : Yes or No

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2 Study of VCR engine performance (Manual mode)

Object

To study the performance of 1 cylinder, 4 stroke, Diesel engine connected to eddy

current dynamometer in manual mode


Refer Expt no. 1 and adjust VCR for desired compression ratio.

Procedure

Ensure cooling water circulation for eddy current dynamometer and piezo

sensor, engine and calorimeter.

Start the set up and run the engine at no load for 4-5 minutes.

Gradually increase the load on the engine by rotating dynamometer loading

unit.

Wait for steady state (for @ 3 minutes) and collect the reading as per

Observations provided in “Cal234” worksheet in “Engine.xls”.

Gradually decrease the load.

Fill up the observations in “Cal234” worksheet to get the results and

performance plots.

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3 Study of Pressure volume plot and indicated power

Object

To draw pressure–crank angle plot, pressure volume plot and calculate indicated

power of the engine.

Procedure

Run the engine set up at any load and store the observation in a data file or

use previously stored data file in “EnginesoftLV” for indicated power

calculation.

Export the data file in ms excel worksheet. The pressure crank angle and

volume data is available in excel.

Refer “IP_cal” worksheet in “Engine.xls”. The sample worksheet shows

pressure crank angle plot, pressure volume plot and indicated power

calculation. The worksheet is for single cylinder four stroke engine with 180

observations per revolution.

Copy the pressure readings from exported data file in to the IP

_cal worksheet at the respective crank angle.

Observe the Pressure crank angle diagram, pressure volume diagram and

indicated power value. (The calculations are explained in theory part).

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4 Maximum power test at different compression ratio

Object

To study the maximum power generated by VCR engine at various compression

ratios.


Adjust the compression ratio as explained in experiment no.1

Performance test

Ensure cooling water circulation for eddy current dynamometer and engine

and calorimeter.


Gradually increase the load on the engine by rotating knob on dynamometer

loading unit till the engine is fully loaded. (As load is increased further the

speed drops significantly.)

Note the reading as per Observations provided in “Cal234” worksheet in

“Engine.xls”.


Change the compression ratio for next observation and repeat above steps.

Fill up the observations in “Cal234” worksheet to get the results and

performance plots.

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5 BSFC and brake thermal efficiency test at different CR

Object

To study the BSFC and brake thermal efficiency of VCR engine at various

compression ratios.


Adjust the compression ratio as explained in experiment no.1

Performance test

Ensure cooling water circulation for eddy current dynamometer and engine

and calorimeter.


Gradually increase the load on the engine by rotating knob on dynamometer

loading unit to @80% of load (Refer experiment 3 for full load observed at

the set compression ratio).

Note the reading as per Observations provided in “Cal234” worksheet in

“Engine.xls”.


Change the compression ratio for next observation and repeat above steps.

Fill up the observations in “Cal234” worksheet to get the results and performance

plots.

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6 Study of valve timing diagram

Object

To study valve timing diagram

Procedure

Switch off the electric supply of the panel box

Open the cover on the engine head to see the rocker arms.

Lift up the decompression lever.

Note the TDC mark provided on the flywheel. (Also refer the valve timing

diagram).

Slowly rotate the flywheel in clockwise direction looking from dynamometer side.

Identify inlet valve and exhaust valve rocker arms

Observe the movement of rocker arms and understand the valve opening and

closing.

To observe fuel injection it is necessary to remove fuel injector.

TDC

BDC

Exh

au

st

Com

pre

ssio

n Exp

ansio

n

Indu

ctio

n

2 4

1 53

1 Inlet valve opensbefore TDC : 4.52 Inlet valve closes after BDC : 35.53 Fuel injection starts before TDC : 23

4 Exhaust valve opens before BDC : 35.5

5 Exhaust valve closes after TDC : 4.5

0

0

0

0

0

Valve Timing DiagramEngine Kirloskar (TV1) 1Cylinder, 4Stroke, Diesel

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Components Details

Engine Make Kirloskar, Type 1 cylinder, 4 stroke Diesel,

water cooled, Model TV1, stroke 110 mm, bore 87.5

mm. 661 cc, CR 17.5, Modified to VCR engine CR

range 12 to 18

Dynamometer Make Saj test plant Pvt. Ltd., Model AG10, Type

Eddy current

Dynamometer Loading

unit

Make Apex, Model AX-155. Type constant speed,

Supply 230V AC.

Propeller shaft Make Hindustan Hardy Spicer, Model 1260, Type A

Manometer Make Apex, Model MX-104, Range 100-0-100 mm,

Type U tube, Conn. 1/4`` BSP hose back side,

Mounting panel

Fuel measuring unit Make Apex, Glass, Model:FF0.012

Piezo sensor Make PCB Piezotronics, Model HSM111A22, Range

5000 psi, Diaphragm stainless steel type & hermetic

sealed

White coaxial teflon

cable

Make PCB piezotronics, Model 002C20, Length 20 ft,

Connections one end BNC plug and other end 10-32

micro

Crank angle sensor Make Kubler-Germany Model 8.3700.1321.0360 Dia:

37mm Shaft Size: Size 6mmxLength 12.5mm,

Supply Voltage 5-30V DC, Output Push Pull

(AA,BB,OO), PPR: 360, Outlet cable type axial with

flange 37 mm to 58 mm

Data acquisition device NI USB-6210 Bus Powered M Series,

Piezo powering unit Make-Cuadra, Model AX-409.

Temperature sensor Make Radix Type K, Ungrounded, Sheath

Dia.6mmX110mmL, SS316, Connection 1/4"BSP (M)

adjustable compression fitting

Temperature sensor Make Radix, Type Pt100, Sheath Dia.6mmX110mmL,

SS316, Connection 1/4"BSP(M) adjustable

compression fitting

Temperature transmitter Make Wika, model T19.10.3K0-4NK-Z, Input

Thermocouple (type K), output 4-20mA, supply

Components used

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24VDC, Calibration: 0-1200deg.C.

Temperature transmitter Make Wika, Model T19.10.1PO-1 Input RTD(Pt100),

output 4-20mA, supply 24VDC, Calibration: 0-100C

Load sensor Make Sensotronics Sanmar Ltd., Model 60001,Type

S beam, Universal, Capacity 0-50 kg

Load indicator Make Selectron, model PIC 152–B2, 85 to 270VAC,

retransmission output 4-20 mA

Power supply Make Meanwell, model S-15-24, O/P 24 V, 0.7 A

Digital voltmeter Make Meco, 3.1/2 digit LED display, range 0-20

VDC, supply 230VAC, model SMP35

Fuel flow transmitter Make Yokogawa, Model EJA110-EMS-5A-92NN,

Calibration range 0-500 mm H2O, Output linear

Air flow transmitter Range (-) 250 mm WC

Rotameter Make Eureka Model PG 5, Range 25-250 lph,

Connection ¾” BSP vertical, screwed, Packing

neoprene

Rotameter Make Eureka Model PG 6, Range 40-400 lph,

Connection ¾” BSP vertical, screwed, Packing

neoprene

Pump Make Kirloskar, Model Mini 18SM, HP 0.5, Size 1” x

1”, Single ph 230 V AC

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Rotameter (PG series)

Rotameter works on the principle of variable area. Float is

free to move up & down in a tapered measuring glass tube.

Upward flow causes the float to take up a position in which

the buoyancy forces and the weight are balanced. The

vertical position of the float as indicated by scale is a

measurement of the instantaneous flow rate.

Technical specifications

Model PG-1 to 21

Make Eureka

Flow Rate Max. 100 to 40000 Lph

Packing/Gaskets Neoprene

Measuring tube Borosilicate glass

Float 316SS

Cover Glass

Accuracy +/-2% full flow

Range ability 10:1

Scale length 175-200mm.

Max. Temp. 2000C

Connection Flanged and Threaded, Vertical

Principle of operation

The rotameter valves must be opened slowly and carefully to adjust the desired flow

rate. A sudden jumping of the float, which may cause damage to the measuring tube,

must be avoided.

Edge

Fig.1

The upper edge of the float as shown in fig. 1 indicates the rate of flow. For

alignment a line marked R.P. is provided on the scale which should coincide with the

red line provided on measuring tube at the bottom.

Components‟ manuals

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Maintenance

When the measuring tube and float become dirty it is necessary to remove the tube

and clean it with a soft brush, trichloroethylene or compressed air.

Dismantling of the measuring tube

Shut off the flow.

Remove the front and rear covers.

Unscrew the gland adjusting screws, and push the gland upwards incase of bottom

gland and downwards incase of top gland. Then remove the glass by turning it to

and fro. Care should be taken, not to drop down the glands. Float or float

retainers. The indicating edge of the float should not be damaged.

Fitting of the measuring tube

Normally the old gland packing is replaced by new ones while fitting back the

measuring tube.

Put the glands first in their position and then put the packing on the tube.

Insert the tube in its place.

Push the glands downwards and upwards respectively and fix them with the gland

adjusting screws.

Tighten the gland adjusting screws evenly till the gap between the gland and the

bottom plate is approximately 1mm. In case, after putting the loflometer into

operation, still there is leakage, then tighten the gland adjusting screw till the

leakage stops.

Fix the scale, considering the remark given in the test report.

Fix the front and rear covers.

Troubleshooting

Problem Check

Leakage on glands Replace gland packing

Showing high/low flow rate than

expected

Consult manufacturers

Showing correct reading initially but

starts showing high reading after

few days

Replace float

Incase of gases, check also leakage

Showing correct reading initially but

starts showing high reading after

some months.

Clean the rotameter by suitable solvent or

soft brush

Fluctuation of float Maintain operating pressure as mentioned

in test report.

Frequent breakage of glass tube Use loflometer to accommodate correct

flow rate.

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Maintain operating pressure below

pressure rating of the tube.

Check piping layout.

Manufacturer’s address

Eureka Industrial Equipments Pvt. Ltd.

17/20, Royal Chambers,

Paud Road, Pune – 411 038.

Email: [email protected]

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Pump (Self priming)

The centrifugal pumps designed for pumping water and many similar applications.

The pump & the motor are designed for continuous operations.


Model MINI-18SM

Make Kirloskar

Supply 230 VAC, Single phase

Total Head Max. 6-18 meter

Discharge 1650-720 Lph

Connection 20 x 20mm

Water seal Mechanical

Pump Unit CI.

Power Rating 0.18Kw/0.25hp

Type of Motor Capacitor starts and run

Insulation „B‟ class

Rating Continuous

Impeller H.T. Brass

Delivery casing Cast Iron

Motor Body Cast Iron

Shaft Carbon steel

Priming

The pump is of self priming model. It is only essential to fill about 300ml. of water

into the casing once during installation and shut the filler cap tightly. After switching

the pump on, during the first operation it will have to remove the air in the suction

pipe and will take min. 2 minutes before the water begins to flow. During consecutive

operations you will get water immediately on switching the pump.

Troubleshooting

Problem Check

Motor does not rotate Check power supply.

Remove fan cover and check free rotation of fan

along with shaft.(By hand)

Check supply voltage.

Replace condenser.

Capacity decreases after

the pump is running

satisfactorily.

The inlet of suction pipe should be at least 2” below

the water level.

Clean the pipe.

Reduce the total head.

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Check the pipe for leakage and correct it.

Change to the recommended size.

Pump over loaded. (Takes

more amps or fuse goes off)

Select suitable monoblock pump.

Reduce the total head.

Leaking mechanical seal. Lap the running faces or change seal.

Pump gets jammed Remove fan cover and rotate fan by hand.

Pump should run for a few minutes at least once in

two days.

Pump does not lift water Fill water till it flows continuously in air cock.

Check pipe for leakages. Use Teflon tape for joints.

Clean pipes and reduce the bends.

Change or re-fit the seal.

Tighten the air cock head: if damaged replace it.


Kirloskar Brothers Ltd.,

Ujjain Road, Opp. Railway Station,

Dewas – 455 001.

E-mail: [email protected]

mailto:[email protected]

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Engine


Model TV1

Make Kirloskar Oil Engines

Type Four stroke, Water

cooled, Diesel

No. of cylinder One

Bore 87.5 mm

Stroke 110 mm

Combustion principle Compression ignition

Cubic capacity 0.661 liters

Compression ratio 3 port 17.5:1

Peak pressure 77.5 kg/cm2

Direction of rotation Clockwise (Looking

from flywheel end side)

Max. speed 2000 rpm

Min. idle speed 750 rpm

Min. operating speed 1200 rpm

Fuel timing for std. engine 230 BTDC

Valve timing

Inlet opens BTDC 4.50

Inlet closes ABDC 35.50

Exhaust opens BBDC 35.50

Exhaust closes ATDC 4.50

Valve clearance Inlet 0.18 mm

Valve clearance Exhaust 0.20 mm

Bumping clearance 0.046” – 0.052”

Lubricating system Forced feed system

Power rating

1. Continuous 7/1500 hp/rpm

2. Intermittent 7.7/1500 hp/rpm

Brake mean effective

Pressure at 1500 rpm 6.35 kg/cm2

Lubricating oil pump Gear type

Lub. oil pump delivery 6.50 lit/min.

Sump capacity 2.70 liter

Lub. Oil consumption 1.5% normally exceed of fuel

Connecting rod length 234 mm

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Overall dimensions 617 L x 504 W x 877 H

Weight 160 kgs


Kirloskar Oil Engines Ltd.

Laxmanrao Kirloskar Road,

Khadki, Pune – 411 003.

Dealer:

Ashwini Enterprise

Kolhapur.

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Crank angle sensor


Make Kubler

Model 8.3700.1321.0360

Supply voltage 5-30VDC

Output Push pull (AA,BB,OO)

PPR 360

Outlet Cable type axial

Encoder Diameter Dia. 37,

Shaft size Dia.6mm x length12mm

Weight 120 gm


Kuebler – Germany

Indian supplier:

Rajdeep Automation Pvt. Ltd.

Survey No. 143, 3rd floor,

Sinhgad Road, Vadgaon Dhayari,

Pune – 411 041.

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Piezo sensor

Introduction

These miniature sensor series are intended for general purpose pressure

measurements. Models HSM111A22 and M108A02 are designed for applications

where acceleration compensation is not required.

This versatile transducer series is designed for dynamic measurement of

compression, combustion, explosion, pulsation, cavitations, blast, pneumatic,

hydraulic, fluidic and other such pressures.


Sensor name Dynamic pr. transducer With built in amplifier

Make PCB Piezotronics, INC.

Model M111A22

Range, FS (5V output) 5000 psi

Useful range (10V output) 10000 psi

Maximum pressure 15000 psi

Resolution 0.1 psi

Sensitivity 1 mV/psi

Resonant frequency 400 kHz

Rise time 2 s

Discharge time constant 500 s

Low frequency response (-5%) 0.001 Hz

Linearity (Best straight line) 2 %

Output polarity Positive

Output impedance 100 ohms

Output bias 8-14 volt

Acceleration sensitivity 0.002 psi/g

Temperature coefficient 0.03 %/0F

Temperature range -100 to +275 0F

Flash temperature 3000 0F

Vibration / Shock 2000 / 20000 g peak

Ground isolation No (2)

Excitation (Constant current) 2 to 20 mA

Voltage to current regulator +18 to 28 VDC

Sensing geometry Compression

Sensing element Quartz

Housing material 17.4 SS

Diaphragm Invar

Sealing Welded hermetic

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Electric connector 10-32 coaxial jack

Mounting thread M7 x 0.75 pitches

Weight (with clamp nut) 6 gm

Cable model 002C20 white coaxial cable


Dynamic pressure transducer: It is necessary only to supply the sensor with a 2

to 20 mA constant current at +20 to +30 VDC through a current – regulating

diode or equivalent circuit. Most of the signal conditioners manufactured by PCB

have adjustable current features allowing a choice of input currents from 2 to 20

mA. In general, for lowest noise (best resolution), choose the lower current

ranges. When driving long cables (to several thousand feet), use the higher

current, up to 20 mA maximum.

Troubleshooting

Problem Check

No signal Remove sensor and clean by dampened cloth

Sensor damaged or ceases to

operate

Return the equipment to company for repair

Calibration

1. Piezoelectric sensors are dynamic devices, but static calibration techniques

can be employed if discharge time constants are sufficiently long. Generally,

static calibration methods are not employed when testing sensors with a

discharge time constant that is less than several hundred seconds.

2. Direct couple the sensor to the DVM readout using a T-connector from the

“Xducer” jack or use the model 484B in the calibrate mode.

3. Apply pressure with a dead weight tester and take reading quickly. Release

pressure after each calibration point.

4. For shorter TC series, rapid step functions of pressure are generated by a

pneumatic pressure pulse calibrator or dead weight tester and readout is by

recorder or storage oscilloscope.


PCB Piezotronics, Inc.

3425 Walden Avenue,

Depew, New York 14043-2495.


Web: www.pcb.com

Indian supplier:

Structural solutions (India) Pvt. Ltd.


http://www.pcb.com/

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Eddy Current Dynamometer

Introduction

The AG Series eddy current dynamometers

designed for the testing of engines up to

400kW (536bhp) and may be used with

various control systems. The dynamometer

is bi-directional. The shaft mounted finger

type rotor runs in a dry gap. A closed

circuit type cooling system permits for a

sump.

Dynamometer load measurement is from a

strain gauge load cell and speed

measurement is from a shaft mounted

three hundred sixty PPR rotary encoder.

Technical specifications (AG10)

Model AG10

Make Saj Test Plant Pvt. Ltd.

End flanges both side Cardon shaft model 1260 type A

Water inlet 1.6bar

Minimum kPa 160

Pressure lbf/in2 23

Air gap mm 0.77/0.63

Torque Nm 11.5

Hot coil voltage max. 60

Continuous current amps 5.0

Cold resistance ohms 9.8

Speed max. 10000rpm

Load 3.5kg

Bolt size M12 x 1.75

Weight 130kg


1. The dynamometer unit comprises basically a rotor mounted on a shaft running in

bearings which rotates within a casing supported in ball bearing trunnions which form

part of the bed plate of the machine.

2. Secured in the casing are two field coils connected in series. When these coils are

supplied with a direct current (DC) a magnetic field is created in the casing across

the air gap at either side of the rotor. When the rotor turns in this magnetic field,

eddy currents are induced creating a breaking effect between the rotor and casing.

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The rotational torque exerted on the casing is measured by a strain gauge load cell

incorporated in the restraining linkage between the casing and dynamometer bed

plate.

3. To prevent overheating of the dynamometer a water supply pressurized to

minimum indicated in specification is connected to a flanged inlet on the bed plate.

Water passes from the inlet to the casing via a flexible connection; permitting

movement of the casing. Water passes through loss (Grooved) plates in the casing

positioned either side of the rotor and absorbs the heat generated.

4. Heated water discharges from the casing through a flexible connection to an outlet

flange on the bed plate.

Troubleshooting

Problem Check

Calibration of dynamometer not coming

in accuracy limit

Remove the obstruction for the free

movement of casing

Calibrate the weights from

authorized source.

Maintain constant water flow

Clean & lubricate properly with

grease

Bearings clean & refit properly

Load cell link tighten properly

Clean & refit trunnion bearings

Vibrations to dynamometer Dynamometer foundation bolts

tighten properly

Arrest engine vibrations

Abnormal noise Cardon shaft cover secure properly

Align guard properly

Replace rotor if warped

Replace main bearing

Loss plate temperature high Check correct water flow

De-scale with suitable solution

Clear off water passages

Bearing temperature high Grease with proper brand

Remove excess grease & avoid over

grease

Use specified grease and do not mix

two types of grease

Clear the drain

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Replace the bearings

Replace shaft & coupling

Dynamometer not rotating Replace bearings

Replace rotor / loss plates after

checking

Water leakages at various locations Replace casing „o‟ rings

Loss plates bolts tighten properly

Replace loss plate „o‟ rings

Casing plugs tighten properly

Replace pipe „o‟ rings

Operation

1. New dynamometers are run in before delivery to ensure that all components

run smoothly and grease is evently distributed within the shaft bearings.

2. The dynamometer has been calibrated the power developed by the engine on

test may be calculated using the following formula:

Power (kW) = unitsIinSRadiansxSpeedNmTorque

..1000

.)sec/()(

Power (hp) = itsimperialuninRadiansxSpeedlbfftTorque

.550

.)sec/()(

3. The dynamometer will be calibrated in either Imperial or S.I. units or MKS as

specified.

Power = k

WN

Where N = Shaft speed in rev/min

W = Torque (Indicated on torque indicator)

K = Constant dependant on units of power and torque


Saj Test Plant Pvt. Ltd.

72-76, Mundhwa, Pune Cantonment,

Pune – 411 036.

Email:[email protected]


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Load indicator

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Selectron process controls Pvt. Ltd.

E-121/120/113, Ansa Industrial Estate,

Saki Vihar Road, Andheri,

Mumbai – 400 072.


Web: www.selecindia.com

Delear:

mailto:[email protected].

http://www.selecindia.com/

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Load cell

Introduction

Load cell are suitable use for static & dynamic

weighing, bin/hopper weighing, force measurement,

scales and electro-mechanical conversion kit.

Constructed body of special high alloy steel.


Make Sensortronics

Model 60001

Type „S‟ Beam,Universal

Capacity 0 – 50Kg

Mounting thread M10 x 1.25mm

Full scale output (mV/V) 3.00

Tolerance on output (FSO) +/-0.25%

Zero balance (FSO) +/-0.1mV/V

Non-linearity (FSO) <+/-0.025%

Hysteresis (FSO) <+/-0.020%

Non-repeatability <+/-0.010%

Creep (FSO) in 30 min <+/-0.020%

Operating temperature range -200C to +700C

Rated excitation 10V AC/DC

Maximum excitation 15V AC/DC

Bridge resistance 350 Ohms (Nominal)

Insulation resistance >1000 Meg ohm @ 50VDC

Span / 0C (of load) +/-0.001%

Zero / 0C (of FSO) +/-0.002%

Combined error (FSO) <+/-0.025%

Safe overload (FSO) 150%

Ultimate overload (FSO) 300%

Protection class IP 67

Overall dimensions 51 L x 20 W x 76 H mm

Weight 380 gm


Sensortronics Sanmar Ltd.

38/2A, Old Mahabalipuram Road,

Perungudi, Chennai – 600 096.



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Air flow transmitter

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WIKA Instruments Ltd.

Garmany.

Web: www.wika.de

Wika Instruments India Pvt. Ltd.

Plot No. 40, GatNo. 94+100, high Cliff Ind.

Estate, Village Kesnand,

Pune 412207

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Differential Pressure Transmitter

Introduction

The model EJA110A pressure transmitter measures the flow rates and the pressure of

the liquids, gases, and steam, and also liquid levels.


Model EJA110A-DMS5A-92NN

Make Yokogawa

Output signal 4 – 20mA DC with digital communication (Linear)

Measurement span 1 to 100kPa (100 to 10000mmH2O)

Calibration range 0 – 200, 0 – 500 mmH2O

Wetted parts material Body – SCS14A, Capsule – SUS316L

Process connections without process connector (1/4BSP body connection)

Bolts and nuts material SCM 435

Installation Horizontal impulse piping left side high pressure

Electrical connection 1/2NPT female

Cover „O‟ rings Buna-N

Supply 10 to 24VDC

Process temperature limit -40 to 120 0C

Housing Weather proof

Weight 3.9Kg


Yokogawa Electrical Corporation

2-9-32, Nakacho,

Musashino-shi,

Tokyo, 180-8750, Japan.

Indian supplier:

Yokogawa India Ltd.

40/4 Lavelle Road,

Bangalore – 560 001.

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This product is warranted for a period of 12 months from the date of supply against

manufacturing defects. You shall inform us in writing any defect in the system

noticed during the warranty period. On receipt of your written notice, Apex at its

option either repairs or replaces the product if proved to be defective as stated

above. You shall not return any part of the system to us before receiving our

confirmation to this effect.

The foregoing warranty shall not apply to defects resulting from:

Buyer/ User shall not have subjected the system to unauthorized alterations/

additions/ modifications.

Unauthorized use of external software/ interfacing.

Unauthorized maintenance by third party not authorized by Apex.

Improper site utilities and/or maintenance.

We do not take any responsibility for accidental injuries caused while working with

the set up.

Apex Innovations Pvt. Ltd.

E9/1, MIDC, Kupwad, Sangli-416436 (Maharashtra) India

Telefax:0233-2644098, 2644398

Email: [email protected] Web: www.apexinnovations.co.in

Warranty

http://www.apexinno.com/

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