FOUR CYLINDER FOUR STROKE

PETROL ENGINE TEST RIG

With rope brake Dynamometer

(TD-103BH2)
FOUR CYLINDER FOUR STROKE PETROL ENGINE TEST RIG

(WITH ROPE BRAKE DYNAMOMETER AND MORSE TEST ARRANGEMENT)

OBJECTIVE:

To study the Multi cylinder four stroke petrol engine & its characteristics.

AIM:

To determine:

Brake Power

Fuel consumption

Specific fuel consumption

Brake thermal efficiency

Indicated Power

Mechanical efficiency

Swept volume
Air consumption

Volumetric efficiency

Heat balance sheet

INTRODUCTION:

The most commonly used source of power for motor vehicles, introduced by the German engineers
Gottlieb Daimler and Karl Benz in 1885. The petrol engine is a complex piece of machinery made up
of about 150 moving parts. It is a reciprocating piston engine, in which a number of pistons move up
and down in cylinders. A mixture of petrol and air is introduced to the space above the pistons and
ignited. The gases produced forces the pistons down, generating power. The engine-operating cycle
is repeated after every four strokes (upward or downward movement) of the piston, this being known
as the four-stroke cycle. The motion of the pistons rotates a crankshaft, at the end of which a heavy
flywheel is connected. From the flywheel the power is transferred to the vehicle's driving
wheels via the transmission system of clutch, gearbox, and final drive.

THEORY:

THE FOUR STROKE CYCLE

The 'stroke' is simply when the piston moves either all the way up or all the way down inside
the cylinder. As you might guess, in the four-stroke engine each of the four strokes
accomplishes something different. Therefore, let's have a look at the four strokes and see
what happens:

SUCTION

The first stroke is called Suction. This is when the fuel and air mixture is drawn into the
cylinder by the piston going down and producing suction. As the piston travels down the
cylinder it creates a vacuum above it and the fuel mixture is drawn into the cylinder in the
empty space left by the piston The piston starts at the top, the camshaft turns and pushes the
tappets which causes the intake valve to open and the piston moves down to let the engine
take in a cylinder full of air and fuel. This is also sometimes called the intake stroke.

COMPRESSION

Compression is the second of the four strokes. This is the stage when the fuel and air mixture
is compressed and forced into the top of the cylinder ready for ignition. The camshaft has
turned, pushed the tappets, which has in turn allowed the inlet valve to return to the closed
position. The piston moves back up and compresses this fuel/air mixture. Compressing the
mixture makes the explosion more powerful. As the valves are both closed, the cylinder is
sealed and the mixture can't escape.

IGNITION
As the piston reaches the top of the compression stroke, the spark plug 'fires' and ignites the
highly compressed fuel and air mixture. The piston is then forced back down the cylinder by
the resulting explosion, turning the crankshaft and generating the propulsion for the engine
that makes the vehicle to go along the road.
EXHAUST

This is when the exhaust gases (after the fuel is burnt) are forced out of the engine.
Once the piston hits the bottom of its stroke, the exhaust valve opens. The piston
travels back up inside the cylinder and this time it 'pushes' the exhaust gasses out
through the now open exhaust vent. Now the engine is ready for the next cycle, so it
intakes another charge of air and gas. And we are back to the intake stroke.

MULTIPLE CYLINDERS

The vast majority of internal combustion engines used more than one cylinder. This is
entirely a question of efficiency. The limitation of the Otto Cycle is that it only
provides power to turn the crankshaft a quarter of the time. The logical solution is to
have four cylinders with pistons turning the crankshaft so at any time there is always
one cylinder in the power stroke and the crankshaft is turned at a fairly even rate. An
even more powerful method is to use extra cylinders at intermediate points in the
cycle so that one power stroke starts before the previous one has finished

DESCRIPTION:

Four Cylinders, Four Stroke, Petrol Engine Test Rig with Eddy Current Dynamometer
loading arrangement mainly consists of:

Loading Arrangement (rope brake dynamometer).

Fuel Input Measuring Arrangement,

Air intake measuring arrangement.

Arrangement for measuring the heat carried away by cooling water from engine
jacket.
Arrangement for measuring the heat carried away by exhaust gases.

Panel Board Arrangement.

A brief description and particulars on this test rig is given below:

FUEL INPUT MEASURING ARRANGEMENT:

Consists of self-mounting type fuel tank of suitable capacity mounted on a stand. The stand
fixed on the air tank, fuel goes from the reservoir to fuel filter through a burette. The burette
facilitates the measurement of the fuel consumption for a definite period of time with the help of
a stopwatch.

AIR INTAKE MEASURING ARRRANGEMENT:

Consists of an air tank having on orifice plate with orifice and a manometer to measure the flow
rate of air sucked by the engine.

AR R AN G EM E N T F O R M E AS U R IN G T H E H E AT C AR R I E D AW AY B Y CO OL IN G

WATER FROM ENGINE JACKET:

Suitable piping system is fitted to the engine for circulating the cooling water for the engine.
Thermocouples are provided to measure the inlet and outlet temperature of cooling water. For
measuring the rate of flow of cooling water, a water meter is provided. With these entire
arrangements one can find the heat carried away by cooling water.

AR R AN G EM E N T F O R M E AS U R IN G T H E H EA T C A R R IE D A W AY B Y E X HA US T

GASES:

It consists of exhaust gas calorimeter to measure the heat carried away by exhaust gases.
Exhaust gas calorimeter consists of a central tube and an outer jacket. Exhaust gases passes
through central tube and water is circulated in outer jacket to get the maximum Temperature
difference of exhaust gases at inlet and outlet of calorimeter. The volume of water circulation is
measured with the help of water meter. Thermocouples are provided to get the inlet and outlet
temperature of exhaust gases and water circulated.
PANEL BOARD ARRANGEMENT:

The units fitted on the Panel board are:

An ignition and starting switch to switch on the ignition circuit and to start the engine.

A Pilot lamp indicator for ignition.

A high voltage knife switches assembly for cutting of each cylinder for Morse Test. With
the help of the four individual knife switches each cylinder can be cut off.

Throttle valve control mechanism to control the position of the throttle in relation to the
speed of the engine.

6. UTILITIES REQUIRED:

Electricity supply; Single phase, 220VAC, 50 Hz, 5-15 Amp. Combined sock with earth
connection

Water Supply continuous @ 10 LPM at 1 Bar for engine & exhaust ga calorimeter cooling.

Floor Drain Required.

Petrol: 10 Ltrs.

Engine oil: Multi grade 20W40 4.5 Ltrs.

Floor Area Required: 3 m x 1.5 m.

Exhaust Emission.
7. EXPERIMENTAL PROCEDURE:

7. 1 STARTING PROCEDURE:

Close all the valves from V1 to V7.

Fill oil in the oil sump of engine. It should be in between the marks provided on the oil
dipstick. If oil level is reduced, add clean oil (SAE-
to the crank case by opening the
cover of valve provided, at top of
engine.
Fill the manometer with water up to half of its height.

Fill the burette with petrol by opening the valve V6, V5, V3 provided.

Supply the fuel to the engine by opening the valves V4.

Switch on the main supply to the panel.

Connect water supply to the engine.

Connect the pipes from engine water outlet, calorimeter water outlet to drain.

Open the valve V1 and V2.

Set a flow rate for engine cooling water by valve V1

Set a flow rate for calorimeter cooling water by valve V2

Note down the reading of sensor T3/T4.

Adjust the load to zero with help of control panel button of eddy current
dynamometer.

Check the Knife switch, all should be in 'ON' position.

Start the engine by rotating ignition key and let it run for 5 minutes at no load
condition.

Apply load on engine with help of dynamometer.

Wait for 10 minutes so that temperatures can stabilize.

Note the reading of dial balance.

Note the RPM.

Note down the manometer readings.

Note down the temperatures by D.T.I.

Close the valve V5 and note down the time to consume 10-20 ml of petrol by stop
watch.

Open the valve V5.

Measure the flow rate of water through engine jacket with help of water meter and
stop watch for engine cooling.
Measure the flow rate of water through calorimeter with the help of water meter and stop
watch for calorimeter cooling.

For morse test cut 'OFF' the first cylinder.

Now set the RPM to previous values before cutting cylinder by reducing load on the engine
(by accelerator).

Note down the RPM. 7.1.30

Note down the Load. 7.1.31 Now Cut

'ON' the first cylinder.

st
Set the RPM to the original valve (before cutting 1 cylinder) by increasing load on engine.

Repeat the experiment for remaining 3 cylinders (one at a time).

Repeat the experiment for different load.

Repeat the experiment for different RPM.

7.2 CLOSING PROCEDURE:

When the experiment is over remove load on engine by dynamometer.

Stop the engine.

Close the fuel supply by valve V4.

Close the cooling water supply to the engine and calorimeter after 10 minutes.
Open the valve V7 to drain the water from calorimeter.

8. OBSERVATION & CALCULATION:

8.1 DATA:

Acceleration due to gravity g

2
= 9.81 m/sec

Calorific value of fuel Cv

= 44650 kJ/kg

Co-efficient of discharge for orifice Cd

= 0.64

Specific heat of water Cp

= 4.186 kJ/kg C

Density of air pa
3
= 1.21 kg/m

Density of water p,
3
= 1000 kg/m
Density of fuel pf
= 720 kg/m3

Diameter of orifice do
= 0.027 m

Diameter of piston D
= 0.084 m

Stoke length of piston L

= 0.082 m

Number of cylinder Nc
=4

Number of cycles n
=2

Mean Effective Radius Re

= 0.210 m

8.2.a OBSERVATION TABLE:

Ta
=

C(
of sensor T3 / T4 before starting engine)
S.No.

N (RPM)

hi
(cm)
h2 (cm)

W (kg)
x (m1)

t (sec)

Ti (C)

T2 ( C)

T3 ( C)

T4 ( C)

T6 ( C)

T6 ( C)

VE (Itrs)
tE (sec)

Vc (Itrs)
tc (sec)

8.2.b OBSERVATION TABLE (MORSE TEST):

S.No.

W..1 (kg)

NA (RPM)
W-2 (kg)

N.2 (RPM)

W.3 (kg)

14.3 (RPM)

W-4 (kg)

NLet (RPM)

8.3 CALCULATIONS:

T=Wxgx R e (N - n)

2x7TxNxT

BP = ________ (kW) 60 x 1000

x Pf f
W= x (kg/sec)

6
t 10

Ws, =__ f (kg/kW-sec)

'BP
Hf Wf x Cv (kW)

BP
71BT = x 100 (%) Hf

V
E * PW

MEW
tE 103 (kg/sec)

H Ecw = MEw X Cp x (T2 T1) (kW)

Mcw
Pw
Vc (kg/sec)

tc

103

Ficcw = mcw X CB X (T6 T5) (kW)

Hein
H ccw

x (0T, T8) (kW)

r-t
( T 3
T 4 )

Hun
= Hf ( BP + Hexh + HECW) (kW)
x ao\12gH (m3 /sec)

77-xD2xLxNxN c (m3/sec)

vs
4x60xn

1
7vol _____ x 100 (%)

Qa vs

MORSE TEST:

When Cutting Off first Cylinder

T_1 = (WI ) x g x Re (N-m)

-
2 xiz xN i x T,

BP = _________________ (kW)

60 x 1000
I
1P1 = BP BP,

When Cutting Off Second Cylinder

T = (W ) x g x R e (N - m)

=
2 x x N- 2 X T- 2 (kW)

60 x 1000

1P2 = BP BP2

When Cutting Off Third Cylinder

T_3 =
x g x Re (N-m)
BP =

2 x 7r xN - 3 _ _ xT-3 (kW)

60 x 1000

1P3 = BP BP,

When Cutting Off Fourth Cylinder

T4 = (W 4) x g x Re (N-m)
 N
2X1X -4 xT- 4 (kW)

BP 4 60 x

1000

1P4 - BP B P4

IP = IP1 +1P2 +/P3

+ 1P4

BP
__ * 100 (%)

mech. IP

P
17 = LHf *100
(%) IT

9.
NOMENCLATURE:

Nom
Column Heading
Units
Type

ao
Area of orifice
m2
Calculated
BP
Brake power
kW
Calculated

Cd
Co-efficient of
discharge for orifice

Given

Co
Specific heat of
water
kJ/kg C
Given
Cv
Calorific value of
fuel
kJ/kg
Given

D
Diameter of piston
m
Given

do
Diameter of orifice
m
Given

g
Acceleration due to
gravity
m/sec2
Given
H
Head causing flow
of air through orifice
m
Calculated

Hccw
Heat carried by
water from
calorimeter
kW
Calculated

HEcw
Heat carried out by
water from engine
cooling
kW
Calculated

Jacket
Hexh
Heat carried out by
exhaust gases
kW
Calculated

Hf
Heat supplied by the
fuel
kW
Calculated

Hun
Heat lost in radiation
or uncounted heat
kW
Calculated
h1, h2
Manometer
readings of high
and low level
cm
Measured

respectively

IP
Indicated Power
kW
Calculated

IPi
Indicated Power
after cutting first
cylinder
kW
Calculated
IP2
Indicated Power
after cutting second
cylinder
kW
Calculated

IP3
Indicated Power
after cutting third
cylinder
kW
Calculated
IP4
Indicated Power after cutting fourth cylinder

kW
Calculated

L
Stoke length of piston
m
Given

mow
Mass of water entering calorimeter
kg/sec
Calculated
MEW
Mass of the entering the engine cooling jacket per
kg/sec
Calculated

sec

N
Revolutions per minute
RPM
Measured
N_1
Revolutions per minute after cutting first cylinder
RPM
Measured
N_2
Revolutions per minute after cutting second
RPM
Measured

cylinder

N..3
Revolutions per minute after cutting third cylinder
RPM
Measured
N_4
Revolutions per minute after cutting fourth cylinder
RPM
Measured

Nc
Number of cylinder

Given
n
Number of cycles

Given
Qa
Air consumption
3
m /sec
Calculated

Re
Mean effective radius
m
Given
T
Torque
N-m
Calculated

T1
Temperature of water at Inlet of engine
C
Measured

T_1
Torque after cutting first cylinder
N-m
Calculated
T2
Temperature of water at Outlet of engine
C
Measured

Torque after cutting second cylinder

N-m

1_2

Calculated
T3
Temperature of exhaust gases at inlet of
C
Measured

calorimeter

T_3
Torque after cutting third cylinder
N-m
Calculated
T4
Temperature of exhaust gases at outlet of
C
Measured

calorimeter

T_4
Torque after cutting fourth cylinder
N-m
Calculated
T5
Temperature of water at Inlet of calorimeter
C
Measured

T6
Temperature of water at Outlet of calorimeter
C
Measured
Ta
Ambient air temperature
C
Measured

t
Time taken to consume x ml of fuel
sec
Measured
t,
Time for VC
sec
Measured

tE
Time for VE
sec
Measured

Vc
Volume of water flows through calorimeter
Ltrs
Measured
VE
Volume of water flows through engine
Ltrs
Measured

Vs
Swept Volume
3
m /sec
Calculated
W
Dial balance weight
kg
Measured

W-1
Dial balance weight after cutting first cylinder
kg
Measured

W-2
Dial balance weight after cutting second cylinder
kg
Measured
W3
Dial balance weight after cutting third cylinder
kg
Measured

W-4
Dial balance weight after cutting fourth cylinder
kg
Measured

Wf
Fuel consumption
kg/sec
Calculated

WSf
Specific fuel consumption
kg/kW-sec
Calculated

x
Volume of fuel consumed
ml
Measured

Pa
Density of air
3
kg/m
Given
pw
Density of water
3
kg/m
Given

11B-r
Brake thermal efficiency
%
Calculated

nil-
Indicated thermal efficiency
%
Calculated

nmech
Mechanical efficiency
%
Calculated
rivoi.
Volumetric efficiency
%
Calculated

pf
Density of petrol
3
kg/m
Given
10 . PREC AUTION & M AINTEN ANCE INSTRUCTIONS:

Change engine oil after every 100 hours of total running or 6 months whichever is earlier.

Open cold water supply to the engine before starting.

Fuel tank and fuel line should be clean and free from foreign particles.

The Morse test should be carried out only after the engine running conditions are stabilized at the
required BHP.

When a cylinder is cut off adjust the speed and load of the engine quickly because large time laps might
result in the change in the working conditions of the engine.

10.6 Do not attempt to cut off two cylinders simultaneously, since it can develop severe engine vibration.

11 . T R O U B L E S H O O TI N G :

If the engine heats up, check the water supply to the engine jacket.

11.2 If engine does not start and the battery indicator not glow, check the battery if

Discharged, charge it.