ENGINE TEST BED

INTRODUCTION This Engine Test Bed is a self-contained compact unit designed for easy installation and bench mounting. The test set is supplied with a diesel engine and a petrol engine which is a single cylinder, four-stroke; spark ignited and air-cooled. The engine and dynamometer are carried on a solid base plate resiliently mounted. Included within the framework are the fuel system, which incorporates a fuel tanks and valves, and the air induction system. The instrumentation and control panel are mounted on the front frame. The engines are supplied with proper adaptors for measuring of temperature at exhaust and lubrication oil tank.

ENGINE TEST BED

GENERAL DESCRIPTION
1 ! "

&

1. . !. ".

'xhaust (ipe *uel +oad ,ell *uel Tank Inclined Tube -anometer

#. $. %. &.

)ynamometer )iesel 'ngine (etrol 'ngine .esistive +oad

ENGINE TEST BED

EXPERIMENTAL CAPABILITIES 'ngine performance curve at full and partial load 'ngine efficiency and fuel consumption variation with speed and load )etermination of the following engine parameters at different speed/ 'ngine tor0ue 1rake power 2olumetric fuel consumption 3pecific fuel consumption 4ir flow rate 4ir-to-fuel ratio 2olumetric efficiency 1rake mean effective pressure 51-'(6

ENGINE TEST BED

SPECIFICATIONS The Engines There are two types of engine for this 'ngine Test 1ed e0uipment, which may be easily interchanged each other to enable the characteristics of different engine types to be compared/ Single cylinder !"r#str!$e g%s!line engine &s'%r$ ignited(

ENGINE TEST BED

ENGINE TEST BED

Single cylinder !"r#str!$e diesel engine &c!)'ressi!n ignited(

ENGINE TEST BED

Engine Test Bed S'eci ic%ti!ns *+ Air inlet Ori ice )o )i / ! inch / 1.# inch

,+ F"el T%n$s ,apacity / 1 +iter *uel temperature range / 7 8 779, 5TT 6 :eighing balance / 17kg -+ Air inlet ! Engines d / 1.11# inch

ENGINE TEST BED

INSTALLATION AND COMMISIONING Inst%ll%ti!n Pr!ced"res 1. Install the engine test bed at a well ventilated place as the engines produce harmful exhaust gases during the engine testing. ;therwise, appropriate ventilation fan and ducting should be installed to discharge the exhaust gasses. The engine test bed and the control panel must be placed at a rigid and leveled floor that has ade0uate strength to support its complete weight. Inspect the e0uipment and make sure that there is no physical damage before the installation. ,onnect the 1-phase 5 7- "724,<#7=>6 power supply. ,heck all screws and mounting on the engine Test 1ed. -ake sure that they are all properly tighten and secured. ,onnect the power supply and sensors cable from the engine test bed to the control panel. +ocate all temperature sensors 5TT1 until TT"6 and make sure that there all are in place. The unit is now ready for testing.

. !. ". #. $. %. &.

C!))issi!ning Pr!ced"res 1. Install the 'ngine Test 1ed as described earlier. . (ush the reset button of the 'arth +eakage ,ircuit 1reaker 5'+,16 inside the control panel after the main power supply is switched on. The '+,1 should be kicked off, indicating that the '+,1 is functioning properly. If not, have a trained wireman to inspect the trainer for any electrical leakage. The '+,1 should be tested at least once a month. !. .emove the mechanical guard at the engine coupling and install any of the engines supplied. .emember to secure all hexagon screws on the coupling properly and replace the mechanical guard. ". ,onnect the air intake hose and the exhaust hose. ,onnect the fuel tank to the engine and fill the fuel tank with appropriate automotive fuel. Then hang the fuel tank on the under-hook of the weighing balance and open the fuel supply valve on the fuel tank. #. ,heck that all temperature sensors 5TT1 until TT"6 are in place and sensor?s wires are connected properly. ,onnect the connecting wires of the temperature sensors. $. -ake sure that all switches on the control panel are off. 3witch on the main power supply followed by the main switch on the panel. %. 4ll the indicators should lit-up when the main switch is turn on. &. ,heck the temperature readings on the front panel, TT1 until TT". The temperature readings should close to the surrounding temperature. @. The excitation current in ,AB is an individual power source and not to be controlled by ,AB power switch. Turn C;DE at the C'xciting ,urrentE. 4fter

ENGINE TEST BED

turning C;**E, the excitation current will be cut and the indicator will be switched off. 17. 3tart the engine and set the engine, and in this condition no resistive load should be applied. 4fter five minutes of idle running of engine apply load upto marks. Dow switch on excitation switch and change the excitation from excitation control. 11. Dow apply different loads to the engine and observe that the power and tor0ue readings will change accordingly. 1 . The unit is now ready for use.

ENGINE TEST BED

SUMMAR. OF T/EOR. The Intern%l C!)0"sti!n Engines 4n internal combustion engine can be defined as an engine in which the chemical energy of the fuel is released inside the engine and used directly for mechanical work, as opposed to an external combustion engine, where a separate combustor is used to burn the fuel. Internal combustion engines can deliver power in the range from 7.71 B: to 7 x 17 ! k:, depending on their displacement. These compete in the market place with electric motors, gas turbines and steam engines. The maFor applications are in the vehicle 5automobile and truck6, railroad, marine, aircraft, home use and stationary areas. The vast maFority of internal combustion engines are produced for vehicular applications, re0uiring a power output on the order at 17 B:. The adoption and continued use of the internal combustion engine in different applications areas has resulted from its relatively low cost, favorable power, to weight ratio, high efficiency and relatively simple and robust operating characteristics. F!"r#str!$e Cycle 4s shown in a p-v diagram 5*igure 6 and a four-stroke spark ignition cycle 5*igure !6, the individual strokes are given under the headings below/ *+ Ind"cti!n str!$e &*#,( The air-plus-fuel charge is induced into the cylinder as the piston moves from Gtop dead center? 5tdc6 to Gbottom dead center? 5bdc6. The pressure in the cylinder is reduced to a value between the atmospheric pressure due to the movement of the piston and air flows through the induction system because of this pressure difference. ;n its way to the cylinder the air passes through the carburetor in which the metered amount of petrol is added to the air. Dominally the inlet valve closes at point , but in fact, this does not occur until the piston has moved part of the way along the return stroke.

,+ C!)'ressi!n str!$e &,#-( :ith both valves closed the charge is compressed by the piston. 4t the tdc position the charge occupies the volume above the piston, which is called the clearance volume and consists mainly of the volume of the combustion chamber. The spark occurs at a point such as 3, which is before tdc. The combustion process occurs mainly at almost constant volume and there is a large increase in pressure and temperature of the charge during this process. -+ P!1er str!$e &-#2(

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ENGINE TEST BED

The hot high-pressure gas expands, resulting from combustion of the fuel-air mixture, pushing the piston down the cylinder. 2+ E3h%"st str!$e &2#*( The returning piston clears the swept volume of exhaust gas and the pressure during this stroke is slightly higher than the atmospheric pressure.

3 1

'

Figure 2: p-v diagram for a spark ignition engine

Intake Spark plug Cylinder Piston Crankshaft

Intake Intake port Exhaust port

Compression Exhaust

Power

Exhaust

Figure 3: 4 four-stroke spark ignition cycle

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ENGINE TEST BED

Diesel Cycle 4s shown in a four-stroke )iesel cycle 5*igure "6, these four cycles has the following se0uence/ 1. 4n intake stroke that draws inlet air past the intake valve into the cylinder. . 4 compression stroke that raises the air temperature above the autoignition temperature of the fuel. Dear the end of the compression stroke, the diesel fuel is sprayed into the cylinder. !. 'vaporation, mixing, ignition and combustion at the diesel fuel during the later stages of the compression stroke and the first part of the expansion stroke. ". 4n 'xhaust stroke that pushes out the burned gases post the exhaust valve.

irflow

Piston travel Intake

Compression

Squish Full compression Combustion

Figure 4: )iesel cycle intake, compression and combustion process

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ENGINE TEST BED

The Criteri% ! Per !r)%nce The performance of the internal combustion engine is characteri>ed with several geometric and thermodynamic parameters. *or any one cylinder, the crankshaft, connecting rod, piston and head assembly can be represented by the mechanism shown in *igure $ below/
b tdc

Piston bdc

Connecting rod

Crankshaft

Figure 5: The slider crank model of piston-cylinder geometry

1elow are the following geometric parameters/ b l a s H H H H H bore 5m6 connecting rod length 5m6 crank radius 5m6 stroke 5m6 crank angle 5degree6

The crank radius is one-half of the strokes. The top dead center 5tdc6 of an engine refers to the crankshaft being in a position such that H 7o. The volume in this position is minimum and is often called the clearance volume, 2 c. 1ottom dead center 5bdc6 refers to the crankshaft being at H 1&7o. The volume is maximum, 21 in this position.

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ENGINE TEST BED

F"el Fl!1 R%te4 The mass flow rate of fuel could be determined by recording the initial weight m i6 and final weight 5mb6 reading in a specific time interval 5t6 *uel ,onsumption H where,
m i H initial weight of fuel 5g6 m f H final weight of fuel 5g6

m i m f t

H time 5s6

Air Int%$e R%te4 4ir flow rate could be determined by multiplying the cross sectional area of air inlet pipe with air velocity.

d
!

"

x v

where,
d H Intake pipe diameter 5m6

H Intake air velocity 5m<s6

NOTE5 *or velocity measurement use the following link

htt'566111+e "nd%+c!)6 !r)"l%e6 l"ids6c%lc7!ri ice7 l!1)eter+c )8c%lc

or use 1ernoulli?s e0uation to find out velocity Dis'l%ce)ent 9!l")e4 &9d( The displacement volume is the difference between the maximum and the minimum volume. *or a single cylinder,
Vd =V# Vc

b " sn

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ENGINE TEST BED

where, 21 2c b s n H H H H H maximum volume at bottom dead center clearance volume 5the volume in this position is minimum6 bore stroke number of cylinder 5n H 16

Br%$e '!1er4 &:0( The brake power is the rate at which work is done. This is the measured output of the engine. The engine is connected to a ), generator, which can be looked in such a way that the tor0ue exerted by the engine can be measured. The tor0ue is obtained by reading off a net load, * at a known radius, r, from the axis of rotation and hence the tor0ue, T is given as follows/ TH*xr The brake power and tor0ue are related by
W b = T

N T
$7

where, H engine fre0uency 5rad<s6 D H rotational speed of the crankshaft 5rpm6 Br%$e Me%n E ecti;e Press"re4 &BMEP( The mean effective pressure 5mep6 is the work done per unit displacement volume. The brake mean effective pressure 5bmep6 is the external shaft work per unit volume done by the engine. The bmep and tor0ue can be related as/
bmep = !T 5for four-stroke engine6 Vd " T = 5for two-stroke engine6 Vd

In terms of power, the bmep is given as follows/

bmep = "W b 5for four-stroke engine6 Vd N

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ENGINE TEST BED

Wb 5for two-stroke engine6 Vd N

kPa kW cycle = & rev min cycle m min $%s rev

3ince the four-stroke engine has two revolutions per cycle compared with the twostroke engine, which has only one revolution per cycle. Note :
bmep = "Wb 5for four-stroke engine6 AsNn Wb = 5for two-stroke engine6 AsNn

where, 4 H 2d H area of piston H

! b"

b sn 5refer e0uation 516 where n H 16

"

S'eci ic "el c!ns")'ti!n4 &s c( The specific fuel consumption 5sfc6 is the ratio between the mass flow rate of fuel consumed and the unit power output.
sfc = f m W b

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ENGINE TEST BED

9!l")etric e iciency4 ; *or internal combustion engines, the volumetric efficiency is define as the ratio of the actual mass of air drawn in during the suction stroke to the mass of air which would fill the swept volume of the cylinder at atmospheric pressure and temperature.

= V

Va Vs

where,
Va H Intake mass flow rate of air 5kg<s6 2s H -ass of air which would fill the swept volume of the cylinder at

atmospheric pressure and temperature 5kg<s6 per unit time

Air6F"el r%ti!4 A6F 4ir<*uel ratio is defined as the air flow rate divided by the fuel flow rate,
A m = a f F m

:here,
a =mass flowrate of air m a =mass flowrate of fuel m

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ENGINE TEST BED

GENERAL OPERATING PRECAUTIONS 1. )o not load the engine to its maximum tor0ue. Dote/ .efer to engine performance curves for maximum tor0ue value. . *irst add some resistive load to the engine and then excite it. Note: )o not run the engine above !777 .(!. The excitation current is increased by revolving the regulator clockwise and is decreased by rotating it anticlockwise. ". 1efore shutting down the engine rotate the excitation current regulator anticlockwise to its extreme extent. Then turn off excitation current switch. Dullify the resistive load and then turn off engine after ! to " minutes. #. 3witch off the main switch followed by the main power supply.

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ENGINE TEST BED

GENERAL ENGINE OPERATION Single cylinder !"r#str!$e g%s!line engine &s'%r$ ignited( St%rting 1. ,heck the lubricant level regularly and make sure that it is always filled with sufficient level of lubricant. . *ill the fuel tank with fuel. Ise unleaded automotive gasoline only. !. Turn the 3T;( 3:IT,= clockwise to the position C1E ". ;pen the fuel supply valve on the fuel tank. #. 3et the speed control lever 1<! of the way towards the high speed position. $. ,lose the choke lever. If the engine is warm or the ambient temperature is high, close the choke lever half-way, or keep it fully opened. %. (ull the starter handle slowly until resistance is felt. This is the CcompressionE point. .eturn the handle to its original position and pull it swiftly. )o not pull out the rope all the way. &. 4fter starting the engine, do not release starter handle. .eturn it to its original position while holding the handle. @. 4fter starting the engine, gradually open choke by turning the choke lever and finally keep it fully opened. )o not fully open the choke lever immediately when the engine is cold or the ambient temperature is low, because the engine may stop. 17. 4fter the engine starts, set the speed control lever to the low speed position 5+6 and warm it up without load for a few minutes. 11. Aradually move the speed control lever toward the high speed position 5=6 and set to the re0uired engine speed. :henever high speed operation is not re0uired, slow the engine down 5idle6 by moving the speed control lever to save fuel and to extend engine life. St!''ing 1. 3et the speed control lever in the low speed position and allow the engine to run at low speed for 1 minute before stopping. . Turn the 3T;( 3:IT,= counterclockwise to the position C7E. !. ,lose the fuel valve at the fuel tank. ". (ull the starter handle slowly until resistance is felt then return the handle to its original position. This will prevent condensation of moist in the engine.

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ENGINE TEST BED

Single cylinder !"r#str!$e diesel engine &c!)'ressi!n ignited( St%rting 1. ,heck the lubricant level regularly and make sure that it is always filled with sufficient level of lubricant. . *ill the fuel tank with fuel. Ise automotive diesel only. !. 3et the speed control lever at the 3T4.T position 5=IA= 3('')6. ". (ull the recoil starter knob slowly and when you feel resistance, return its original position. #. (ull the starter knob swiftly with both hands. 1e sure to pull the recoil starter knob forcibly. )o not pull out the rope all the way. $. 4fter the engine started, let it warm up without load for a few minutes. %. Aradually move the speed control lever and set it at the re0uired engine speed. &. :henever high speed operation is not re0uired, slow the engine down 5idle6 by moving the speed control lever to save the fuel and extend the engine life. St!''ing 1. 3et the speed control lever in the low speed position and allow the engine to run at condition without load for # minutes before stopping. . (ush the stop lever down until the engine stops.

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ENGINE TEST BED

EXPERIMENTAL PROCEDURES Deter)in%ti!n ! Engine Per !r)%nce C"r;es Obje ti!e": To determine the engine performance at full throttled condition and to prepare the engine performance curve #ro e$ure": 1. Install the test engine on the engine test bed and run the engine. . Increase the engine throttle gradually; at the same time load the engine in step to obtain a full throttle condition. Note: Increasing the load will slow down the engine speed. !. Then, gradually increase the load to obtain the engine outputs at different speed. ". .ecord the speed, power and tor0ue for each load condition. #. .epeat the experiment by using the other engine test set. %e"u&t": S'eed &RPM( T!r<"e &N)( P!1er &$:( Br%$e P!1er &$:(

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ENGINE TEST BED

'()&*"i": 1. ,alculate the followings for each load condition/ a. 'lectrical (ower ;utput b. 1rake (ower ;utput . (lot the following graphs/ a. 'ngine 'lectrical (ower against 'ngine 3peed b. 'ngine Tor0ue against 'ngine 3peed

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ENGINE TEST BED

Deter)in%ti!n ! Engine Per !r)%nces %t P%rti%l L!%d C!nditi!n Obje ti!e": To determine the engine performance at partial throttled as well as partial load condition #ro e$ure": 1. Install the test engine on the engine test bed and run the engine. . Increase the engine throttle gradually to a speed of approximately &77 8 !777 .(- at no load condition. Note: Increasing the load will slow down the engine speed. !. Then, gradually increase the load to obtain the engine parameters at different load conditions. ". .ecord the speed, power, tor0ue, temperatures, air velocity at air intake and fuel consumption for each operating condition. #. The test may be repeated at various combination of operating conditions. $. (lease repeat the testing by using the other engine test set. '()&*"i": 1. ,alculate the followings for each operating condition a. 1rake (ower ;utput b. *uel *low c. 4ir Intake *low d. 3pecific *uel ,onsumption e. 4ir to *uel .atio f. 2olumetric 'fficiency g. 1rake -ean 'ffective (ressure 51-'(6 . (lot the following graphs/ a. 'ngine (ower against 'ngine 3peed at (artial load b. 'ngine Tor0ue against 'ngine 3peed at partial load

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ENGINE TEST BED

%e"u&t": Air Int%$e 9 &)6s( Air Te)'4 TT* &degC( E3h%"st te)'4 TT, &deg C( F"el Te)'4 TT&degC( Oil Te)'4 TT 2 &degC( Initi%l F"el : &g( Fin%l F"el : &g(

S'eed &RPM(

P!1er &$:(

T!r<"e &N)(

Ti)e &s(

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ENGINE TEST BED

E=UIPMENT MAINTENANCE R!"tine M%inten%nce Pr!ced"res5 1. . !. ". #. :ipe off any oil spillage on the unit immediately. 4lways check that all indicators are functioning. 4lways check that the dynamometer and the instruments are working properly. ,lean up the air filter regularly. 4lways check that the screws on the load cell are tighten, otherwise tighten with bare hand only. $. 4lways check the mountings and check sure that there are secured properly. Peri!dic M%inten%nce Pr!ced"res5 1. Inspect the motor and bearing for noise and vibration every month to determine any failure. .e-lubricate the bearing once a year and change the bearing if necessary. . ,arbon brusher and the collectors are wear parts of the motor, therefore these parts should be check at intervals. (lease refer to the manufacturer manual for more maintenance details. !. ,hange engine oil according to the following suggestion intervals. ,hange oil more fre0uently if the engines are operated under extreme condition. (lease refer to the manufacturer manuals for more details on the engine maintenance. a. 3ingle cylinder two-stroke gasoline engine 8 every 77 =rs<monthly b. 3ingle cylinder four-stroke gasoline engine 8 every 177 =rs<monthly c. 3ingle cylinder four-stroke diesel engine 8 every 177 =rs<monthly

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ENGINE TEST BED

SAFET. PRECAUTIONS 1. The unit must be operated under the supervision of trained personnel. . 4ll operating instructions supplied with the unit must be read and understood before attempting to operate the unit. !. Dever inhale exhaust gasses. They contain carbon monoxide, a colorless and odorless and extremely dangerous gas which can cause unconsciousness or death. ". Dever operate the engine in a poorly ventilated area. #. Beep exhaust pipe free of foreign obFects. $. :hen filling up the fuel tank, make sure that the engine is stop. %. If fuel is spilt, wipe it away immediately and wait until the fuel has dried before starting the engine. &. ,arefully check fuel hoses and Foints for looseness and fuel leakage. @. ,heck bolts and nuts regularly. Tighten if found any.

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ENGINE TEST BED

REFERENCES ,engal, J.4., 1oles, -.4.. CThermodynamics an 'ngineering 4pproach, ! rd 'ditionE. -cAraw-=ill. 1@@&. Koel, .., C1asic 'ngineering Thermodynamics, # th 'ditionE. +ongman. 1@@%.

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