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CHAPTER 4

VARIABLE COMPRESSION RATIO ENGINE

WITH DATA ACQUISITION SYSTEM

4.1 GENERAL

The variable compression ratio engine was developed by Legion

brothers, Bangalore, India. This chapter briefly discusses the experimental set
up with data acquisition system, engine specifications, eddy current
dynamometer, various sensors used for this experiment, measurement of air
flow, measurement of fuel flow, measurement of water flow, engine speed,
measurement of temperature, measurement of cylinder pressure and
measurement of exhaust gas emissions.

4.2 EXPERIMENTAL SETUP

The schematic diagram of the experimental setup of variable

compression ratio engine is shown in Figure 4.1. The photographic view of
the experimental setup is shown in Figure 4.2. The experiments are conducted
on a four-stroke, naturally aspirated, water cooled, single cylinder variable
compression ratio multi fuel engine. Details of the engine specifications are
shown in Table 4.1. An air cooled eddy current dynamometer has been
directly coupled to the engine output shaft using a tyre coupling. The engine
and air cooled eddy current dynamometer are coupled using a tyre coupling
while the output shaft of the dynamometer is fixed to a strain gauge type load
cell for measuring the load applied to the engine. The specifications of the
eddy current dynamometer are shown in Table 4.2. Accuracy of the
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measurements and percentage of uncertainties are given in Table 4.3. Engine

Test Express software (V5.76) is used in this system and the data collected
during the experiments are stored in an excel file which is transferred into
significant numerical information by using DASTEP (Version 8) device and
stored in the computer. The photographic view of the VCR set up in the
engine and eddy current dynamometer is shown in Figures 4.33 and 4.4.

Figure 4.1 Schematic diagram of the experimental setup

se

Figure 4.2 Photographic view of VCR engine experimental setup

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Table 4.1 Specifications of the variable compression ratio engine

Make Legion brothers

Compression Ratio Variable from 5:1 to 22:1
Number of cylinders Single
Method of cooling Water Cooled
Spark timing Variable from 0-70deg
Fuel Multi-fuel
BHP 3 to 5 Hp
Speed 1400 to 1500 rpm
Bore 80mm
Stroke 110mm
Type of ignition Compression Ignition
Method of loading Eddy Current Dynamometer
Method of starting Manual Crank Start
Lubrication Forced
K type – Chromel and Alumel
Temperature Sensor
type thermocouples

Table 4.2 Specifications of eddy current dynamometer

Type PowerMag
Cooling Air
Load measurement method Strain gauge
Maximum speed 3000 rpm
BHP 5HP
Coupling type Direct
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Table 4.3 Accuracy of the measurements and uncertainties of results

Percentage
Sl.No Parameter/Instrument Range Accuracy
Uncertainties
1 Engine speed 1400-1600 rpm ± 2 rpm ±1.0
2 Temperature 0-800oC ±1 oC ±0.1
3 Pressure 0-100bar ±0.5bar ±0.1
4 Load 0-100kg ±0.1kg ±0.2
5 Fuel measurement - ±0.2cm3 ±1.5
6 Manometer - ±1mm ±1.0
7 Crank angle encoder - ±1o ±0.2
8 NOX 0-12000 ppm ±15 ppm ±0.2
9 HC 0-15000ppm ±1 ppm ±0.2
10 CO 0-10% ±0.01 ±0.1

Figure 4.3 Photographic view of VCR lever

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Eddy current
Dynamometer

Figure 4.4 Photographic view of Eddy current dynamometer setup

4.3 MEASUREMENT OF AIR FLOW AND FUEL FLOW

Various pressure sensors are used to measure the pressure

difference between orifice plates. The differential pressure sensor provides a
proportional voltage output with respect to difference in pressure. Signal
3
conditioning is standalone for each sensor. The range of air flow is 0-99m
0 /hr.
Fuel consumption is measured using optical sensors. These optical sensors
detect any liquid and give output signals. The system consists of a burette
fitted with two optical sensors, one at the top and the other at the bottom. The
time taken for fuel consumption for a fixed volume is calculated. The range of
fuel flow is 0-99
99 kg/hr.

4.4 MEASUREMENT OF ENGINE SPEED

A non contact type PNP sensor is used to measure the engine

speed. A PNP sensor gives a pulse output for each revolution of the crank
shaft.
ft. The frequency of the pulse is converted into voltage output and
connected to the computer. The range of the sensor is 0-9999
0 9999 rpm.
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4.5 MEASUREMENT OF WATER FLOW

An acrylic body rota meter is used to measure water flow with a range
40-400 LPH for engine cooling and 10-100 LPH for calorimeter cooling.

4.6 MEASUREMENT OF LOAD

Torque is measured using a load cell transducer. The transducer is a

strain gauge base. The output of the load cell is connected to the load cell
transmitter. The output of the load cell transmitter is connected to the USM
port through the interface card.

4.7 MEASUREMENT OF TEMPERATURE

A shell tube gas to liquid heat exchanger is used as calorimeter for

conducting the heat balance. The measurement of temperature at different
points in calorimeter is shown in Table 4.4. K type sensors are used for the
measurement of temperatures at various points in the calorimeter. The
photographic view of the calorimeter is shown in Figure 4.5.

Table 4.4 Location of sensors in calorimeter

Signal
Range
Type o conditioning / Location
( C)
transmitter
K 0-300 Inlet water temperature in calorimeter
K 0-300 Outlet water temperature in calorimeter
K 0-1500 Inlet exhaust gas temperature in calorimeter
K 0-1500 Standalone Outlet exhaust gas temperature in calorimeter
K 0-300 Inlet water temperature to the engine cylinder
Outlet water temperature from the engine
K 0-300
cylinder
K 0-300 Ambient temperature
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Calorimeter

Figure 4.5 Photographic view of the calorimeter setup

4.8 MEASUREMENT OF CYLINDER PRESSURE

The combustion pressure sensor is mounted on the cylinder head.

Optimized piezoelectric sensor with sensitivity of ± 0.5% is used for
continuous monitoring of combustion pressure. The crank angle encoder
consists of 14 analog inputs (12-16 bits depending on speed) with a rotational
speed of maximum 12000min-1 using 9416-12 pin connector. The
specifications of crank angle encoder are given in Table 4.5. The sensor used
for measurement of cylinder pressure is very precise and an optimized
piezoelectric sensor (Type KISTLER 6613CA) is used for continuous
measurement of cylinder pressure of the engine. The photographic view of the
sensor is given in Figure 4.6. The sensor is connected to the charge amplifier
with a robust integrated high temperature Viton cable. Good linearity and
long term stability ensure reliable and repeatable measurements over a long
period of time. The technical specifications of the sensor are given in
Table 4.6.
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Figure 4.6 Pressure sensor

sensor type KISTLER 6613CA

Table 4.5 Technical specifications of the crank angle encoder

General specifications
Pulse count (ppr) 360
Electrical specifications
Operating voltage 5V DC ±5%
No load current supply Max 70mA
Output
Output type Pulse
Operating current Max.per channel20mA
Output frequency Max.200MHz
Rise time 100ns
Connection
Connector Type 9416, 12-pin,
pin, type 9416L, 12-pin
12
Ambient conditions
Operating temperature 253 to 333K
Storage temperature 233 to 343K
Mechanical Specifications
Rotational speed Max 12000min-1
Moment of Inertia ≤ 25gcm2
Starting torque ≤ 1.5Ncm
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Table 4.6 Technical specifications of the sensor

Pressure range 0-100bar

Type Piezoelectric
Cooling Air cooled
Calibration at 200oC 0-100bar
Sensitivity (±0.5%) 25mv/bar
Frequency range 0016-20000Hz
Linearity ±1%FSO
Shock 2000g
Operating temperature range 240oC max
Sensitivity shift ±2,5% (200±150oC)
±1% (200±50oC)
Supply voltage 7to32 VDC
Supply current 6mA
Mounting torque of sensor 15Nm

4.9 DATA ACQUISITION SYSTEM

Windows based software is used for data measurement, auto zoom

graphs and digital display of data in the system. Further, it stores indefinite
number of graphs with facilities to export data to an excel sheet. This system
can calculate P-θ diagram, mass fraction burned angle, heat release rate and
combustion pressure and store them in an excel file. The calorific value and
viscosity are measured by bomb calorimeter and redwood viscometer
respectively. K type sensors with a range of 0-300oC and 0-1500oC are used
to measure the gas temperature at various points in calorimeter. All the
measured parameters from the sensor are connected to the computer.
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4.10 MEASUREMENT OF EMISSION

A MN model, MARS portable gas analyzer used for measuring the

exhaust gas emissions is shown in Figure 4.7. Specifications of the exhaust gas
analyzer are given in Table 4.7. The probe of the analyzer is inserted into the
exhaust pipe of the engine before taking the measurements.

Figure 4.7 Photographic view of the exhaust gas analyzer

After the engine achieves steady state condition, the exhaust

emissions are measured. Nitrogen oxides, carbon monoxide and hydrocarbon
are measured for different blends of methyl ester of cottonseed oil with
standard diesel and analysis is done for different compression ratios. In this
analyzer, the zero setting function sets the sensor to zero using span gas. The
smoke density is measured by AVL smoke meter. The computerized data
acquisition system collects the data that is used to analyze engine
performance, combustion characteristics and emission of exhaust gases.
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Table 4.7 Specifications of the exhaust gas analyzer

Gas measured Measuring range Resolution

CO 0 – 10 % Volume 0.01%

HC 0 – 15000 ppm 1 ppm

O2 0 – 25 % Volume 0.01%

NOx 0 – 10000 ppm 1 ppm

The following Table 4.8 contains the emission standards for the
Euro emission standards for heavy duty diesel engines. In this smoke emission
is given in m-1.

Table 4.8 Euro union emission standards for heavy duty diesel engines,
g/kWh

Exhaust gas emissions

Tier
CO HC NOX Smoke
Euro I 4.5 1.1 8.0 -
Euro II 4.0 1.1 7.0 -
Euro III 2.1 0.66 5.0 0.8
Euro IV 1.5 0.46 3.5 0.5
Euro V 1.5 0.46 2.0 0.5
Euro VI 1.5 0.13 0.4 -

4.11 EXPERIMENTAL METHODOLOGY

The present study is carried out to analyse the effect of higher

compression ratios and biodiesel on the engine performance, combustion and
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emission characteristics of COME as a biodiesel in a VCR engine. The

various phases of work adopted to analyse the VCR engine are

a) By fuelling the engine with base line diesel fuel

b) By fuelling the engine with COME-diesel blends

c) By fuelling the engine with COME-diesel-ethanol blends

d) By varying the CR at maximum load

e) By varying the load at fixed maximum CR

The following experiments are carried out to meet out the objective

a) To conduct the experiment using COME as a fuel and

compare the result with neat diesel

b) To conduct the experiment by using biodiesel for various

blend proportions B15, B30, B45, B60, B75, B90 and B100
respectively

c) To conduct the experiment by varying the load with various

blend proportions of COME diesel blends (B15, B30, B45,
B60, B75, B90 and B100) at fixed maximum CR 22:1

d) To conduct the experiment by varying the CR (18:1 to 22:1)

with various blend proportions of COME diesel blends (B15,
B30, B45, B60, B75, B90 and B100) at fixed maximum load

e) To conduct the experiments by varying the CR at maximum

load conditions and by varying the blend proportions at
maximum CR using COME-diesel-ethanol blends.

The above experimental investigations are carried out in the VCR

engine setup with that five trails have been made for every test run.
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4.12 SUMMARY

The VCR engine with detailed experimental setup, various sensors

used for the measurements, the role of data acquisition system and exhaust
gas analyser is discussed in this chapter. Using the setup, experiments are
conducted to study the performance, combustion and emission characteristics
of the VCR engine for all fuels tested.