De La Salle University – Dasmariñas

City of Dasmariñas, Cavite, Philippines

College of Engineering, Architecture, and Technology

Mechanical Engineering Program

MEET422L
MECHANICAL ENGINEERING LABORATORY 2

Experiment No. 4
MEASUREMENT OF POWER USING DIESEL ENGINE

Submitted By:
Group – 3
Santiago, Jake Polo L.
Sebastian, Carlomagno D.
Balderama, Carlo Z.
MEE - 42

Submitted To:
Engr. Rene Rubio

February 21, 2017

 TABLE OF CONTENTS

OBJECTIVES………………………………………………………………………………..3

PRINCIPLES / THEORY OF THE LABORATORY TEST RESEARCH……………..…..3

LABORATORY EQUIPMENTS USED……………………………………………………4

RESEARCH WORK / OBSERVATION...………………………………………………….6

CONCLUSIONS…………………………………………………………………………….7

PROBLEM SOLVING……………………………………………………………………....8

REFERENCES……………………………………………………………………….……..12
OBJECTIVES

 To determine the brake horsepower using Diesel Engine.

 To know the principle involved in operation of Diesel Engine.

THEORY

A diesel engine is a type of internal combustion engine that is similar to gasoline engine
but requires no electrical ignition system or carburetor. It was invented by Rudolf Diesel, a German
engineer, who obtained a patent for the design in 1892. Diesel employs high compression ratio to
elevate the compressed air temperature sufficiently to ignite a low-grade fuel that is injected into
the cylinder. Components of diesels are usually heavier than those of gasoline engines because of
the additional structural strength needed to obtain the higher compression ratio and power output.

Diesel engines employ system of fuel injection to spray fuel into the cylinder after the air
has been compressed by the piston. The mixture burns the expanding gases push the piston down
and thus supply power. The timing of this fuel injection just as critical as is the spark that ignites
the fuel in the gasoline engine. Therefore, the injection mechanisms are mechanically linked to the
crankshaft. Since each cylinder takes in the compresses a fixed amount of air, the power of the
engine is varied by the amount of fuel injected. This timing, as well as the duration and pressure
of fuel injection is designed so that the maximum useful energy is obtained from the fuel for a
particular range of speed, power, acceleration or other working conditions.

Diesel engines burn fuel oils, which require less refining and are cheaper than higher-grade
fuel such as petrol. During the combustion process, the stored chemical energy in the fuel is
converted to thermal, or heat energy. In order for the compresses air inside the cylinders to ignite
the fuel, it must have a certain temperature. The degree which temperature of air rises depends on
amount of work done by the piston in compressing it. This work measured in terms of ratio between
the volume of uncompressed air and the volume of the air after it is compressed. The compression
ratio necessary to ignite the fuel depends on the size of engine’s cylinders.

Diesel engines have a high thermal efficiency, or ability to convert the stored chemical
energy in the fuel into cheaper than petrol, and then can perform heavy work under highly
overloaded conditions. This is why they are favored for heavy duty work.
 In the four-cycle or diesel engines, a cycle begins with intake strokes when piston moves
down and draws air into the cylinder. The piston rises and compresses the air. During the
compression stroke, the air temperature rises to about 450 0C. When fuel is injected into the
cylinder, it mixes with the hot air and burns explosively. Gases produced by this combustion push
the piston down for the power stroke. During the exhaust stroke, the piston moves up and forces
the burned gases out of the cylinder.

In a four-stroke engine, each piston moves down, up, down and up to complete a cycle.
The first down stroke draws air into the cylinder. The fires upstroke compresses the air. The second
down stroke is the power stroke. The second upstroke exhaust the gases produced by combustion.
A four-stroke engine requires exhaust ad air-intake valves.
LABORATORY EQUIPMENTS AND MATERIALS USED

Table 1. Equipment’s used in the Experiment (see Figure 1)

QTY. UNIT EQUIPMENTS DESCRIPTION
1 pc Gasoline Engine It is an internal-combustion engines that
generate power by burning a volatile
liquid fuel (gasoline or a gasoline
mixture such as ethanol) with ignition
initiated by an electric spark.
1 pc Prony Brake Dynamometer It is a simple device invented by Gaspard
de Prony to measure the torque produced
by an engine.

a.) Diesel Engine b.) Prony Brake Dynamometer

c.) Tachometer
Figure 1. Equipment’s used in the Experiment
PROCEDURE

1. Start the engine and allow it to run for a few minutes.

2. Using hand tachometer, record the speed of the shaft (where pony brake is attached). (see
Figure 2)

Figure 2. Measuring the speed of the shaft by Tachometer

3. Pull the handle attached to the prony brake until the engine stops then record the brake load
in the scale. (see Figure 3)

Figure 3. Engine Shaft with Prony Brake Dynamometer attached

4. Slightly increase the speed of the engine and repeat 2 and 3 for five trials.
5. Calculate the power developed by the engine for each run by the equation below. (see Eq.1)

Working Equation: Bhp = 2nNT Eq.1

where: N = angular speed in rev/min

T = torque in ft-lb
OBSERVATION

The diesel engine is much heavier than the gasoline engine – this is because the higher
compression ratio produces higher stress on materials. In the diesel engine you will find thick
cylinders, heavy pistons, rods and valves. All this moving mass restricts the speed a diesel engine
can turn. A typical car diesel engine doesn’t turn faster than 4000rpm, while a gasoline engine
goes up to 7000rpm.

In controlling power of the diesel engine, the amount of air sucked into the cylinder is
always the same, invariable of the power level. However, the power is controlled by the amount
of the fuel that is injected into the cylinder. The advantage of it is that the final pressure of the air,
just before the fuel is injected, is always the same and so the injected fuel will find nice temperature
to burn even if the engine is running at low power level.

CONCLUSION

Engine performance is an indication of the degree of success of the engine performs its
assigned task. The performance of an engine is evaluated on the variables like indicated power,
brake power, brake specific fuel consumption, exhaust emissions, cooling of engines and
maintenance.

Diesel Cycle is the operating cycle of all diesel engines. Diesel Cycle are operating in much
higher compression levels than the gasoline engine reaching higher efficiency. In addition, the
diesel engine can use fuel that is not nearly as refined as the high-octane gasoline fuel, thus cheaper.

It can be concluded that the diesel engines are widely used in a variety of vehicles due to
their high fuel efficiency and low cost compared to other fuel engines like gasoline.

It also has the highest thermal efficiency or the engine efficiency of any practical internal
combustion engine due to its very high expansion ratio and inherent lean burn which enables heat
dissipation by the excess air.
Also, diesel engine is much more efficient and preferable as compared with gasoline engine
due to the following reasons. There is no sparking as the fuel auto-ignites. The absence of spark
plugs or spark wires lowers maintenance costs.
PROBLEM SOLVING

1. There are supplied 317 kJ/cycle to an ideal diesel engine operating on 227 grams of air. P1 =
97.91 kPaa, T1 = 48.9 0C. At the end of compression, P2 = 3930 kPaa. Draw the p-V and T-s
diagram and determine the following:

a.) Compression ratio d.) Work

b.) % clearance e.) Efficiency

c.) Cut-off ratio f.) Mean effective pressure

Solution:

Figure 3. p-V Diagram Figure 4. T-s Diagram

a.) Compression Ratio, RV b.) % Clearance, %C

Working Formula: RV = V1/V2 Working Formula: %C = (V2/V1) x 100%
%C = (1/r) x 100%
For a Diesel Engine, %C = (1/13.9767) x 100%
PVk = constant ; for air, k = 1.4
%C = 7.1548%
P1V1k = P2V2k
V1k/V2k = P2/P1
(V1/V2)k = P2/P1
therefore,
RVk = P2/P1
RV = (P2/P1)1/k
RV = (3,930 kPaa/97.91 kPaa)1/1.4
RV = 13.9767 : 1
c.) Cut-off Ratio, RC d.) Work, W
Working Formula: Rc = V3/V2 Working Formula: WNET = Qin – Qout
Qin = mΔh = mCp(T3 – T2) Qout = mΔu = Cv(T4 - T1) ; CvAIR = 0.834
(1-k)/k (1-k)/k
T1P1 = T2P2 ; Adiabatic kJ/kg-K
Compression Qout = Cv(T4 - T1)
T2 = T1[P1/P2](1-k)/k
T2 = [48.9+273]K[97.91kPa/3930kPa](1- T3V3k-1 = T4V4k-1 ; Adiabatic Expansion
1.4)/1.4 T4 = T3(V3/V4)k-1
rV = V1/V2 but V1 = V4
T2 = 924.45 K therefore,
Qin rv = V4/V2
T3 = mCp + T2 ; CpAIR = 1.121 kJ/kg-K
V4 = rVV2
317 kJ/cycle
T3 = kJ + 924.45 K
(.227 kg)(1.121
kg−K
) also,
rc = V3/V2
T3 = 2170.19 K V3 = rCV2
T3/V3 = T2/V2 ; Constant Pressure T4 = T3(rCV2/rVV2)k-1
Expansion T4 = T3(rC/rV)k-1
T3/T2 = V3/V2 T4 = 2170.19K(2.3475/13.9767)1.4-1
therefore, T4 = 1063.12 K
RC = T3/T2
RC = 2170.19K/924.45K therefore,
Qout = (0.227kg)(0.834kJ/kgK)(1063.12K-
RC = 2.3475 : 1 321.9K)
Qout = 140.33 kJ/cycle
WNET = 317 kJ/cycle – 140.33 kJ/cycle
WNET = 176.67 kJ/cycle

e.) Efficiency, Ƞ
W
Working Formula: η = (Q ) x 100%
IN

176.67 kJ/cycle
η=( ) x 100%
317 kJ/cycle
η = 55.73 %
f.) Mean Effective Pressure, PMEP PMEP = W/[V1 – (V1/rV)]
Working Formula: W = PMEPVS PMEP = W/[V1(1-{1/rV})]
PMEP = W/VS
P1V1 = mAIRRAIRT1
VS = V1 – V2 mAIR RAIR T1
V1 = P1
PMEP = W/[V1 – V2] kJ
(0.227 kg)(0.287 )(321.9 K)
PMEP= W/[V1 – V2] V1 = kg−K
97.91 kPa
rV = V1/V2
V2 = V1/rV V1 = 0.2142m3
PMEP = 176.67kJ/[0.2142m3(1-{1/13.9767})]
PMEP = 888.35 kPa

2. A four stroke cycle diesel engine with a compression ratio of 16:1 drives a 500 kw generator at
1200 rpm. The generator efficiency is 90%. At this condition the engine air fuel ratio is 20:1 and
the brake specific fuel consumption is 6.75 x 10-5 kg/kWs. The inlet air conditions are 90 kPaa and
35 0C. The engine volumetric efficiency is 85%. The stroke is 1.2 times the bore. For six cylinders,
determine:

a.) The bore and the stroke per cylinder c.) The total fuel consumption in kg/s

b.) The clearance volume per cylinder d.) The thermal efficiency if fuel is C12H26

Given:
Strokes = 4 P1 = 90 kPaa
rC = 16:1 T1 = 35 0C
PG = 1200 rpm eEV = 85%
eG = 90% S = 1.2bore
Air Fuel Ratio = 20:1 For Six Cylinders, nC = 6
mFUEL = 6.75 x 10-5 kg/kW-s
Solution:
a.) Bore and Stroke per cylinder hence,
𝑚𝐴𝐼𝑅 ρ = P/RT
Working Formula: eEV = 𝑁 ρAIR = P1/RAIRT1 ; RAIR = 0.28705 kJ/kg-K
𝑛𝐴𝑆𝜌𝐴𝐼𝑅
2
ρAIR= 90 kPaa/[(0.28705 kJ/kg-K)(35+273)K]
Solving for mAIR,
Air Fuel Ratio = 20:1 = mAIR/mFUEL ρAIR = 1.0180 kg/m3
20 = m°AIR/[6.75 x 10-5 kg/kW-s]
Substituting given and computed values,
m°AIR = 1.35 x 10-3 kg/kW-s 𝑚𝐴𝐼𝑅 𝜋
eEV = 𝑁 ; A = 4 b2 ; S = 1.2b
mAIR = m°AIR[POUT] 𝑛𝐴𝑆𝜌𝐴𝐼𝑅
2

mAIR
eG = POUT/PG eEV = π 2 N
n[ b ][1.2b]ρAIR
POUT = eG PG 4 2

POUT = (0.90)(500 kW) m

b3 = 0.15π(n)(e AIR)(ρ
EV AIR )(N)
POUT = 450 kW kg
0.6075
3 s
-3
mAIR = 1.35 x 10 kg/kW-s[450 kW] b= kg revo 2π 1min
0.15π(6)(0.85)(1.0180 3 )(1200 )( )( )
m min revo 60s

mAIR = 0.6075 kg/s , *problem 2.c answer b = 0.12549 m or

Solving for ρAIR, b = 125.49 mm
PV = mRT S = 1.2b
P/RT = m/V S = 1.2(125.49 mm)
but ρ = m/V S = 150.58 mm

b.) The Clearance Volume Per Cylinder VS = 1.8624 x 10-3 m3

𝑉𝑆 + 𝑉𝐶 1.8624 𝑥 10−3 𝑚3
Working Formula: rC = VC =
𝑉𝐶 16−1
VCrC = VS + VC
VC = 1.2416 x 10-4 m3
VCrC - VC = VS
VC(rC - 1) = VS
𝑉𝑆
VC = c.) The total fuel consumption in kg/s
𝑟𝐶 −1
From problem 2.a, mAIR is
Solving for VS,
𝜋 mAIR = 0.6075 kg/s
VS = 4 b2S
𝜋
VS = 4 (0.12549 m)2(0.15058 m)
d.) The thermal efficiency if fuel is C12H26

Answer: Since the formula for Thermal Efficiency is not for a Liquid. Then we know that C12H26
is a liquid. Therefore, thermal efficiency can’t be solved because liquids do not have specific
volume required for computing the thermal efficiency.

REFERENCES

 https://www.scribd.com/document/351989458/CI-Engine-Lab-Report
 https://www.britannica.com/technology/diesel-engine
 http://www.revision.co.zw/the-diesel-engine/#
 http://charming.awardspace.com/otto_diesel/otto_diesel.html