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UNIVERSITY OF THE EAST

CALOOCAN

COLLEGE ENGINEERING
Experiment No. 8:

Learning the Operation & Calibration of the Diesel Engine


Test Bed
Name of Student:
Francisco, Rome John S.
Name of Professor:
Engr. Edwin Bautista

Date of Performance:
October 2, 2014
Date of Submission:
October 7, 2014

EXPERIMENT NO. 8: LEARNING THE OPERATION & CALIBRATION OF THE


DIESEL ENGINE TEST BED
OBJECTIVES:
1. To be able to familiarize the operation of the Diesel Engine Test Bed.

2. To be able to learn how to calibrate the Diesel Engine Test Bed.


3. To be able to know the importance of a calibrating the Diesel Engine Test
Bed.
THEORY:
The basic test rig for each engine consists of the engine, Hydraulic
Dynamometer and Instrumentation Unit.
INSTRUMENTATION UNITS
The instrumentation unit is designed to stand beside the engine under test. In
addition to housing the instruments necessary for measuring the engine performance, it
contains the fuel system and the air box/viscous flow meter used to measure the
consumption of air.
MEASUREMENT OF SPEED
Engine speed is measured electronically by a pulse counting system. An optical
head mounted on the dynamometer chassis contains an infrared transmitter and
receiver. A rotating disc with radial slots is situated between the optical source and
sensor. As the engine and slotted disc rotate the beam is interrupted. The resulting
pulse train is electronically processes to provide readout of engine speed.
HYDRAULIC DYNAMOMETER
The engine torque is measured by hydraulic dynamometer and transmitted to a
torque meter located on the instrumentation unit.
APPARATUS AND EQUIPMENT:
Diesel engine, Weights (3.5 kg) and engine test bed.

PROCEDURES:
Calibrating the Torque Meter of the Engine Test Bed
Before each engine test:
The torque meter must be zeroed and calibrated before use. To do this:
1. Set span control to its maximum clockwise position.
2. Shake or rock the engine vigorously to overcome the static friction of the
bearing seals. Vibration does this automatically when the engine is running.
3. Adjust the Zero control until the torque meter reads zero.
4. Check that the Zero control is accurate by shaking the engine again.
5. Hang a load of 3.5 kg on the calibration arm (J) of the TD115.
6. Shake the engine until the torque meter reading settles down to a constant
value.
7. Adjust the span control to give a torque reading of 8.6 Nm.
8. Remove the calibration load and repeat Steps (2) to (8) until satisfied that the
Zero and Span settings are correct.
SKETCHES AND DRAWINGS:

Figure 1.1: Diesel engine (left) front and back (right)

The diesel engine (also known as a compression-ignition engine) is an internal


combustion engine that uses the heat of compression to initiate ignition and burn the
fuel that has been injected into the combustion chamber. This contrasts with sparkignition engines such as a petrol engine (gasoline engine) or gas engine (using a
gaseous fuel as opposed to gasoline), which use a spark plug to ignite an air-fuel
mixture.
The diesel engine has the highest thermal efficiency of any standard internal or
external combustion engine due to its very high compression ratio and inherent lean
burn which facilitates unburnt gasses to scavenge waste heat. A small efficiency loss is
also avoided at valve overlap since unburnt fuel is not present until TDC. Low-speed
diesel engines (as used in ships and other applications where overall engine weight is
relatively unimportant) can have a thermal efficiency that exceeds 50%.

Figure 1.2: Engine Test Bed

An apparatus used in carrying out quality-control and acceptance tests on an


object. A test stand has a table or platform with fixtures for rapid mounting and securing
of the test object. There are also testing and measuring instruments on the stand, as
well as connections for supplying electric power, compressed air, water, steam, oil, and
fuel, depending on the object and the program of tests.
Stands used in testing heavy assemblies and machines are also equipped with
turning and hoisting devices. Readings from the testing and measuring instruments are
taken visually or are registered by recorders. In assembly-line and automated
production, semiautomatic or automatic test stands are positioned at certain points on
the production line. Here, the mounting and removal of test objects, the making of
connections, and the recording of readings must all be done within a rigidly specified
period of time.

Figure 1.3: Weights

Weights of various masses used to determine the mass of bodies by weighing. A


set of weights can determine the mass of a body whose weight does not exceed the
total weight of the weights in the set.

REPORT:
1. Explain the principles of a 4 - stroke diesel engine operation?
2. How do you control the power of a diesel engine?
3. Discuss the fuel injection system of a diesel engine.
4. What are the four things that the fuel injection system of any diesel engine
must do?
ANSWERS TO REPORT:
1.
An engine that completes one cycle with four strokes of the piston, or two
revolutions of the crankshaft is called a four-cycle diesel engine (Bennett, 2009).
Intake Stroke
Clean air is drawn into the cylinder as the piston descends from its topdead-center. At this time, the intake valve opens slightly before the piston
reaches its top-dead-center in order to facilitate the intake of air. It remains open
for a while even after the piston has passed its bottom-dead-center and has
started ascending again.
Compression Stroke
After the piston moves past its bottom-dead-center and starts to ascend,
the intake valve closes, causing the air that was drawn into the cylinder to
become compressed with the ascent of the piston. Because a diesel engine
creates combustion by igniting the injected fuel with the heat of the compressed
air, the compressive pressure is much higher than in a gasoline engine. Even
when the engine speed is low, such as during starting, there is a compressive
pressure of approximately 20 to 30 kg/cm2, and the compressive temperature
reaches 400 to 550 C.
Combustion Stroke
Near the end of the compression stroke, fuel is injected in a spray form by
a nozzle that is provided in the cylinder head. The compressive heat causes the
mixture to self-ignite, resulting in a sudden combustion and the expansion of the
combustion gas pushes the piston down.
Exhaust Stroke
Slightly before the piston reaches its bottom-dead-center in the
combustion stroke, the exhaust valve opens, and the resulting difference in
pressures starts the discharge of the exhaust gas. Then, as the piston ascends

from the bottom-dead-center, the exhaust gas is pushed out of the cylinder. As
described thus far, the engine effects the four strokes of intake, compression,
combustion, and exhaust while the piston moves in the cylinder from its topdead-center to bottom-dead-center, or vice-versa

2.
A residue is that which is left over after part is taken away. The term
carbon residue is used throughout this test method to designate the
carbonaceous residue formed during evaporation and pyrolysis of the material.
The residue is not composed entirely of carbon, but is a coke which can be
further changed by pyrolysis. The term carbon residue is continued in this test
method only in deference to its wide common usage .
3.
The performance of diesel engines is heavily influenced by their injection
system design. In fact, the most notable advances achieved in diesel engines
resulted directly from superior fuel injection system designs. While the main
purpose of the system is to deliver fuel to the cylinders of a diesel engine, it is
how that fuel is delivered that makes the difference in engine performance,
emissions, and noise characteristics.
Unlike its spark-ignited engine counterpart, the diesel fuel injection system
delivers fuel under extremely high injection pressures. This implies that the
system component designs and materials should be selected to withstand higher
stresses in order to perform for extended durations that match the engines
durability targets. Greater manufacturing precision and tight tolerances are also
required for the system to function efficiently. In addition to expensive materials
and manufacturing costs, diesel injection systems are characterized by more
intricate control requirements. All these features add up to a system whose cost
may represent as much as 30% of the total cost of the engine (Breitbach, 2002).
The main purpose of the fuel injection system is to deliver fuel into the
cylinders of an engine. In order for the engine to effectively make use of this fuel:
1. Fuel must be injected at the proper time, that is, the injection timing
must be controlled and
2. The correct amount of fuel must be delivered to meet power
requirement, that is, injection metering must be controlled.
4.
In a diesel engine, fuel must be injected into the air that is highly
compressed in the combustion chamber. This requires a pump to pressurize the
fuel to a high pressure (Breitbach, 2002). The actual system consists of the
following components:
a. Fuel injection pump: Pressurizes fuel to a high pressure and pumps it to
the injection nozzle.
b. Injection nozzle: Injects fuel into the cylinder.
c. Feed pump: Located inside the fuel injection pump, it draws fuel from
the fuel tank.

d. Fuel filter: Filters the fuel. Also, there are some that contain a fuel
sedimenter at the bottom of the filter to separate the moisture in the fuel.
e. High pressure pipe: Delivers fuel to the injection nozzle. Steel pipe is
used to sustain high pressure.
A portion of the fuel that is delivered to the nozzle lubricates the sliding
part of the nozzle and returns to the fuel tank via the overflow pipe.
Metering-Accurate metering, or measuring, of fuel means that for a given
engine speed, setting, and load, the same quantity of fuel must be delivered to
each cylinder just before each power stroke of the engine. If this does not
happen, engine speed will be erratic and the horsepower output of the engine will
not be uniform. Smooth engine operation and even distribution of the load
between cylinders requires that the same amount (volume) of fuel is delivered to
a particular cylinder each time it fires, and that equal volumes of fuel are
delivered to all cylinders of the engine.
Injecting-The fuel system on the engine must control the rate of injection
which, in turn, determines the rate of combustion. The rate of fuel injection at the
start must be low enough so that excessive fuel does not accumulate in the
cylinder during the first phase (physical) of injection delay (before combustion
begins). Injection should then proceed at such a rate that the rise in pressure in
the combustion chamber is not too great. However, the rate of fuel injection must
be such that the fuel is introduced as rapidly as possible to obtain complete
burning of the fuel-air mixture. An incorrect rate of injection affects engine
operation in the same way as improper timing.
Timing-Correct timing is vital to ensure that complete combustion takes
place and that maximum energy is obtained from the fuel. When fuel is injected
too early in the cycle, ignition may be delayed because the temperature of the air
charge in the cylinder is not high enough. On the other hand, late injection results
in rough, noisy operation of the engine. Noisy engine operation occurs when the
engine cannot convert as much energy from the fuel into the horsepower
required to move the load. Late injection permits some fuel to be wasted by
wetting of the cylinder walls and piston crown. This condition, of course, results in
poor fuel economy, higher than normal exhaust gas temperatures, and smoky
exhaust.
Atomizing- Shortly before the top of the compression stroke, at a point
controlled by the mechanical injection timing arrangement, one or more jets of
fuel are introduced into the combustion chamber. The fuel droplets absorb heat
from the compressed air swirling around the combustion chamber. This process
is necessary because it causes the liquid fuel to vaporize so it can burn. The
duration of the second phase (chemical) of ignition delay is controlled by the
design (shape) of the combustion chamber, fuel and air inlet temperatures,
degree of atomization of the fuel, and the quality of the fuel.

DISCUSSION:
Just like gasoline engines, diesel engines are, in principle, energy converters that
convert chemically bound fuel energy into mechanical energy (effective work) by
supplying the heat released by combustion in an engine to a thermodynamic cycle. The
technical system of a diesel engine is also part of a widely networked global system
defined by the concepts of resources and environmental pollution. A view based
purely on energy and economics aimed at minimizing the losses SEV fails to satisfy
present day demands specified by the ecological imperative according to which energy
and material must always be converted with maximum efficiency while minimally
polluting the environment (Mollenhauer & Tschoeke, 2010).
Unlike a gasoline engine, a diesel engine does not require an ignition system
because in a diesel engine the fuel is injected into the cylinder as the piston comes to
the top of its compression stroke. When fuel is injected, it vaporizes and ignites due to
the heat created by the compression of the air in the cylinder. Diesel engines are not
self-speed-limiting because the oxygen entering the engine is always the maximum
amount. Therefore, the engine speed is limited by the amount of fuel injected to the
engine cylinders. Therefore, the engine always has sufficient oxygen to burn and the
engine will attempt to accelerate to meet the new fuel injection rate.
An engine is defined as the machine that converts the chemical energy liberated
through combustion of a certain fuel, into a mechanical energy that is used to derive a
certain vehicle. The definition highlights two important facts about the engines. First, an
engine is a machine, hence a mechanism exists. This mechanism can vary, and thus we
can have more than one mechanism of operation. The two most famous mechanism of
actions are the two-stroke and four-stroke engines. As clear from its name, the only
difference exists in the so-called stroke. This leads to different design considerations,
and accordingly leads to distinguishable efficiency for each kind.

The experiment is started with operating the diesel engine and after that
we are teached by our professor how to calibrate the diesel engine. The idea is to adjust
the Zero control until the torque meter reads zero and to adjust the span control to give
a torque reading of 8.6 Nm. It is important to calibrate it correctly so that the reading will
be correct. Mr. Rafael Matola is the one calibrated the system and successfully he did
fast as he could.

CONCLUSION:
The applications of the engines vary according to its efficiency, and the required
working conditions. For example, certain applications require the use of two stroke
engines rather than four stroke engines. On the other side, some vehicles has diesel
operated engines including passengers cars as well. Still, there are other types of
engines other than the diesel types, which were all invented a years ago. From the new
types, compressed natural gas engines appears as one of the most promising engines;
because of being an engine based on an environmentally friendly fuel. We successfully
perform the calibration of the diesel engine.
REFERENCES:
Bennett, S. (2009). Modern Diesel Technology: Diesel Engines. New York: Cengage Learning.
Breitbach, H. (2002). Fuel Injection Systems Overview. United Kingdom: Delphi Corporation.
Mollenhauer, K., & Tschoeke, H. (2010). Handbook of Diesel Engines. New York: Springer.

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