IC-ENGINES LAB REPORT

HUSSN-E-YAZDAN
SUBMITTED TO: DR. USMAN GHANI
14-MCE-40 | 7TH SEMESTER |
 MOTIVATION

PAGE 1
 Experiment 1
Objective

To calculate the engine brake horse power and torque against engine speed.

Apparatus

 167 cc 4-stroke gasoline engine

 eddy-current Dynamometer

Experimental Setup:
A 167 cc 4-stroke gasoline engine is coupled with an eddy-current Dynamometer. A display show the rpms and torque
of the engine. The brake horse power of the engine is calculated by using a mathematical between the engine torque and
BHP.

Related theory
A dynamometer is a load device which is generally used for measuring the power output of an engine. Several kinds
of dynamometers are common, some of them being referred to as “breaks” or “break dynamometers”:

Eddy current dynamometers are electromagnetic load devices. The engine being tested spins a disk in the
dynamometer. Electrical current passes through coils surrounding the disk, and induce a magnetic resistance to the
motion of the disk. Varying the current varies the load on the engine. The dynamometer applies a resistance to the
rotation of the engine. If the dynamometer is connected to the engine’s output shaft it is referred to as an Engine
Dynamometer. When the dynamometer is connected to the vehicles drive wheels it is called a Chassis Dynamometer.
The force exerted on the dynamometer housing is resisted by a strain measuring device (for example a strain gage).

Dry Friction Break Dynamometers, hydraulic or water break dynamometers and eddy current dynamometers. Dry
friction dynamometers are the oldest kind, and consist of some sort of mechanical breaking device, often a belt or
frictional “shoe” which rubs a rotating hub or shaft. The hub or shaft is spun by the engine. Increasing tension in the
belt, or force of the shoe against the hub increases the load on the engine.

Hydraulic dynamometers are basically hydraulic pumps where the impeller is spun by the engine. Load on the engine
is varied by opening or closing a valve, which changes back pressure on the hydraulic pump.

EXPERIMENT SCHEMATIC

PAGE 2
Procedure
 Set the apparatus according to requirement.
 Start the petrol engine and set the throttle at wide open.
 Apply torque with the eddy current dynamometer.
 Check the values of torque and rpm from digital panel.
 Calculate brake power from formula P=2 x 3.14 NT/60
N=rpm T=torque

Observations and calculations:

Serial # RPM TORQUE BRAKE POWER

(Nm) P=2 x 3.14 NT/60
(Watts)
1
2
3
4
5
6

Conclusion

PAGE 3
 Experiment 2

OBJECTIVE

To Calculate the Engine Brake Horse Power and Torque at Constant Engine Speed and Varying Throttle percentage
(open).

Apparatus

 167 cc 4-stroke gasoline engine

 eddy-current Dynamometer

Experimental Setup
A 167 cc 4-stroke gasoline engine is coupled with an eddy-current Dynamometer. A display show the rpms and
torque of the engine. The brake horse power of the engine is calculated by using a mathematical between the engine
torque and BHP.

Related theory
A dynamometer is a load device which is generally used for measuring the power output of an engine. Several kinds
of dynamometers are common, some of them being referred to as “breaks” or “break dynamometers”:

Eddy current dynamometers are electromagnetic load devices. The engine being tested spins a disk in the
dynamometer. Electrical current passes through coils surrounding the disk, and induce a magnetic resistance to the
motion of the disk. Varying the current varies the load on the engine. The dynamometer applies a resistance to the
rotation of the engine. If the dynamometer is connected to the engine’s output shaft it is referred to as an Engine
Dynamometer. When the dynamometer is connected to the vehicles drive wheels it is called a Chassis Dynamometer.
The force exerted on the dynamometer housing is resisted by a strain measuring device (for example a strain gage).

Dry Friction Break Dynamometers, hydraulic or water break dynamometers and eddy current dynamometers. Dry
friction dynamometers are the oldest kind, and consist of some sort of mechanical breaking device, often a belt or
frictional “shoe” which rubs a rotating hub or shaft. The hub or shaft is spun by the engine. Increasing tension in the
belt, or force of the shoe against the hub increases the load on the engine.

Hydraulic dynamometers are basically hydraulic pumps where the impeller is spun by the engine. Load on the engine
is varied by opening or closing a valve, which changes back pressure on the hydraulic pump.

EXPERIMENT SCHEMATIC
PAGE 4
Procedure
 Set the apparatus according to requirement.
 Start the petrol engine and set the throttle at wide open.
 Set the engine rpms at a constant value and then vary the throttle.
 Apply torque with the eddy current dynamometer.
 Check the values of torque and rpm from digital panel.
 Calculate brake power from formula P=2 x 3.14 NT/60
N=rpm T=torque

Observations and calculations:

Serial # THROTTLE TORQUE BRAKE POWER KW
PERCENTAGE Nm P=2 x 3.14 NT/60
%
1
2
3
4
5
6

Conclusion

PAGE 5
 Experiment 3
Objective

To determine the BMEP of 4-stroke 169 cc Gasoline Engine at wide open throttle and varying rpms.

Apparatus

 167 cc 4-stroke gasoline engine

 eddy-current Dynamometer

Related theory

Brake Mean Effective Pressure (BMEP) is another effective yardstick for comparing the performance of an engine of
a given type to another of the same type, and for evaluating the reasonableness of performance claims or requirements.
BMEP is a value referring to the constant pressure which would have to exist in a cylinder during its power stroke to
produce the same horsepower at the flywheel, as actually exists. Pressure within the cylinder varies considerably. A
rough indication of that pressure is shown above. You see that the pressure acting on the piston varies considerably
during the power stroke. The mean or average pressure which would produce the same brake horsepower is the
BMEP.

• The higher the BMEP, the greater the torque per unit of displacement.

• BMEP can only be compared between 4-cycle engine to 4-cycle engine and 2-cycle engine to 2-cycle engine.

• BMEP gives a fair indication of mechanical stresses within the engine, but in no way is indicative of thermal
loads.

• A high BMEP engine will have better BHP/hr production (i.e. total amount of work performed) than its low
BMEP counterpart.

PAGE 6
 • Indicated mean effective pressure (IMEP) is the mean effective pressure calculated with indicated
power (work). This parameter does not take into account the efficiency of the engine.

Brake mean effective pressure (BMEP) is the mean effective pressure calculated from the
dynamometer power (torque). This is the actual output of the internal combustion engine, at
the crankshaft. Brake mean effective pressure takes into account the engine efficiency.

• Friction mean effective pressure (FMEP) is an indicator of the mean effective pressure of the engine
lost through friction and it’s the difference between indicated mean effective pressure and brake mean
effective pressure.

FMEP=IMEP−BMEP

Procedure
 Set the apparatus according to requirement.
 Start the petrol engine and set the throttle at wide open.
 Apply torque with the eddy current dynamometer.
 Check the values of torque and rpm from digital panel.
 Calculate brake power from formula P=2 x 3.14 NT/60
 Calculate the brake mean effective pressure by using following relation,
BMEP= BHP*r/N*n*swept volume
Where BHP=Brake horse power
r=no of revolutions per cycle
n=no of pistons
N= no of rpms
 Plot the BMEP against engine speed.

Observations and calculations

Engine speed (rpms) Brake horse power(watt) BMEP (Pascal)

PAGE 7
 PLOT: BMEP VS ENGINE SPEED

Conclusion

PAGE 8
 Experiment 4
Objective

To determine mass flowrate of fuel of a 4-stroke gasoline engine at a constant rpm and varying throttle percentage
(open).

Apparatus

 169 cc 4-stroke gasoline engine

 eddy-current Dynamometer
Experimental setup

A 167 cc 4-stroke gasoline engine is coupled with an eddy-current Dynamometer. A display show the rpms and torque
of the engine. The brake horse power of the engine is calculated by using a mathematical between the engine torque and
BHP. The fuel flowrate (Volume flowrate) is measured in a constant interval of time by a calibrated Storage flask, and
then the mass flowrate is measured using a mathematical relation.

Related Theory

The fuel consumption in an engine can be expressed as the volume and mass of fuel consumed by the engine during a
specified time. The fuel consumption by volume if fuel consumed by the engine is not a good choice, due to following
reasons.

1. Due to engine heat, vapour bubbles are formed in the fuel line. When the bubble grows the fuel volume
increases and the backflow of fuel takes place, some fuel flowmeters measures this backflow as if it was
forward flow. If the bubble collapse a forward flow of fuel takes place which is counted.
2. The needle valve in the float bowl of the carburetor opens and closes periodically allowing the fuel to surge
into the float bowl. This may cause a water-hammer type effect making the turbine type flowmeter to rotate
even the flow has stopped, thereby producing errors in the flow measurement.

Thus measuring fuel consumption in terms of mass of fuel consumed is a better choice. Most commonly a
gravimetric method is used in calculation of fuel consumption by weight. Another method for measuring the fuel
consumption is to measure the volume flowrate of fuel and the use a mathematical relation for mass flowrate
measurement.

Procedure

 Set the apparatus according to requirement.

 Start the petrol engine and set the throttle at wide open.
 Now vary the load on engine from eddy current dynamometer, as the load increases the rpms will
decrease so vary the throttle percentage to keep the rpms constant.
 In the same time measure the torque on engine and calculate the BHP.
 Note the fuel consumption (Volume flow rate) from the calibrated flask in constant interval of time.
 Use the relation to calculate the mass flowrate.

Mass flowrate =Density of fuel (volume flowrate)

PAGE 9
 Observations and calculations

SR NO THROTTLE % TORQUE BHP VOLUME MASS

FLOWRATE
(Nm) FLOWRATE
(cubic meter
per second)

Conclusion

PAGE 10
 Experiment 5
Objective

To determine mass flowrate of air in a 4-stroke gasoline engine at a constant rpm and varying throttle percentage
(open).

Apparatus

 167 cc 4-stroke gasoline engine

 eddy-current Dynamometer

Related Theory

The diet of an engine is air and fuel. To find out the performance of an engine accurate measurement of both
quantities is essential. In IC engines the satisfactory consumption of air is quiet difficult because of the pulsating flow
due to the cyclic nature of engine and because the air is a compressible fluid. Therefore the simple method for
calculating the simple method of using an orifice in the induction pipe is not satisfactory since the reading will be
pulsating and unreliable, this method can only be used if the pressure pulsation can be damped by some means.

Air Box Method

The usual method of damping out pulsation is to fit an air box of suitable volume (500 to 600 time the swept volume
of the engine in single cylinder engine) to an engine with an orifice in the side of the box remote from the engine. The
pressure difference across the orifice plate is measured by using a suitable manometer. This pressure drop across the
orifice plate is the measure of air flowrate. As the orifice does not throttle the air flow therefore the pressure drop
across it generally small and the flow can be modelled as incompressible and by using Bernoulli equation we can
derive the expression for mass flowrate of air as.

Procedure

 Start the engine and keep the rpm constant at 2300.

 Increase the load by eddy current dynamometer, as the load is increased the rpms are decreased, to keep the
rpms constant at 2300. Vary the throttle percentage.
 Measure the torque on engine and the manometer reading that shows the pressure head in terms of inch of
water.
 Calculate the mass flow rate of air by using the expression.
Mass flow rate = 0.65*A*sqrt (2hρ)

PAGE 11
 Observations and calculations

SR NO THROTTLE % TORQUE BHP PRESSURE MASS

HEAD FLOWRATE
(Nm)
OF AIR

PAGE 12