FACULTY OF ENGINEERING AND TECHNOLOGY

DEPARTMENT OF MECHANICAL ENGINEERING

RECIPROCATING INTERNAL COMBASTION ENGINE

THERMODYNAMIC LAB 1

MMB417

KABO BUSANANG

201502946
Contents
OBJECTIVE ..................................................................................................................................................... 3
THEORY ......................................................................................................................................................... 3
EQUIPMENT .................................................................................................................................................. 4
PROCEDURE .................................................................................................................................................. 5
RESULTS ........................................................................................................................................................ 5
RESULTS ANALYSIS ........................................................................................................................................ 7
DISCUSSION................................................................................................................................................. 10
Conclusion: .................................................................................................................................................. 11
References: ................................................................................................................................................. 11
OBJECTIVE
The aim of this experiment is to investigate the performance characteristics of a Reciprocating Internal
combustion (RIC) Engine.

THEORY
An internal combustion engine is a work producing device that converts chemical energy into heat
followed by conversion into mechanical energy. Chemical energy contained in the fuel is released as heat
by burning the fuel inside the combustion chamber to produce gas at high temperature and pressure. The
high pressure gas acts to move the piston and other related mechanisms inside the engine to produce
mechanical work.

FIGURE 1
FIGURE 2(Four-Stroke Glow Engine)

EQUIPMENT
TD43F TecQuip variable compression engine Test Rig (Figure 2) is to be used. This equipment may use
either Diesel, Petrol or Propane (LP gas) for Students Practical, but can exceed the limit of the above
stated fuels for further comprehensive tests.

FIGURE 3;(TD 43 TechQuipment Engine Testing Rig)

PROCEDURE
The compression ratio was set at either 12, 14, or 16, these was the investigative parameters used
throughout the experiment. The engine was warm up and set to a maximum speed of 2500rpm at full
throttle. The reading at this speed were then taken. Dynamometer load was increased until the engine
speed was reduced to 2250, and readings were noted, dynamometer load was increased to achieve
reduction intervals of 250rpm till final speed of 1000rpm, noting reading at each interval. The procedure
was repeated for other ratios.

RESULTS
Table 1: Results for compression ratio of 12.

Test no. 1 2 3 4 5 6 7
Speed 1000 1250 1500 1750 2000 2250 2500
(rpm)
Brake Torque(Nm) 2 14 18 22 22 23 25
Power (kW) 0.5 3 3.5 4 3.5 3 2.5
Fuel Time for 8ml 19.37 22.54 22.53 24.81 30.96 32.75 31.80
(s)
Air Manometer 725 712.5 687.5 637.5 612.5 587.5 537.5
(mm H2O)
Cooling Flow (l/h) 16 16 16 16 16 16 16
water Inlet Temp 30 30 30 30 30 30 25
(°C)
Outlet Temp 55 45 50 50 50 45 50
(°C)
Exhaust temp (°C) 260 240 260 260 240 240 240

Table 2: Results for compression ratio of 14.

 Test no. 1 2 3 4 5 6 7
Speed 1000 1250 1500 1750 2000 2250 2500
(rpm)
Brake Torque(Nm) 28 29 31 33 32 30 29
Power (kW) 7 6.5 6.5 6 5 4 3
Fuel Time for 8ml 11.52 11.52 11.18 11.66 13.68 17.64 23.17
(s)
Air Manometer 762.5 737.5 712.5 662.5 625 575 512.5
(mm H2O)
Cooling Flow (l/h) 16 16 16 15.5 15.5 15.5 15.5
water Inlet Temp 30 30 30 30 35 35 35
(°C)
Outlet Temp 55 55 55 55 65 55 60
(°C)
Exhaust temp (°C) 240 300 320 340 340 320 300

Table 3: Results for compression ratio of 16.

Test no. 1 2 3 4 5 6 7
Speed (rpm) 1000 1250 1500 1750 2000 2250 2500
Brake Torque(Nm) 22 25 28 29 28 26 25
Power (kW) 5.5 6 6 5.5 4.5 3.5 2.5
Fuel Time for 8ml 14.04 14.34 14.30 14.49 14.96 17.16 23.05
(s)
Air Manometer 762.5 700 675 650 587.5 537.5 500
(mm H2O)
Cooling Flow (l/h) 15.5 15.5 15.5 15.5 15.5 15.5 15.5
water Inlet Temp 30 30 30 30 35 35 35
(°C)
Outlet Temp 50 50 55 55 50 60 55
(°C)
Exhaust temp (°C) 240 260 280 280 280 280 280
RESULTS ANALYSIS
EVALUATION/ANALYSIS
SAMPLE CALCULATIONS (USING TABLE 1 FOR r= 12)
Using results sets for column 1
FUEL MASS FLOW RATE
The mass of sample fuel used (m)= density of diesel x volume for the diesel
= 0.832Kg/L x 0.008L
= 0.006656 Kg
Mass flow rate (mf) = mass of fuel ÷ time for ml-h
= 0.006656 Kg ÷ (19.37 ÷ 3600)
= 1.237 kg/h
BRAKE SPECIFIC FUEL CONSUMPTION (BSFC) = mass flow rate ÷ brake power
= 1.237 x 103 g/h ÷ 0.5 KW
= 2474.09 g/KW-h

AIR FLOW RATIO

Conversion to Pascals = 725 ÷ 0.10197 Pa/mm
= 7109.9 Pa
Using the gas law to find the volume of the air
PV = nRT
Taking
n=1
Temperature (T) = 298 K
Volume = nRT ÷ P
287.1 x 298 ÷ 7109.9 = 12.03 m3
Air fuel ratio = volume of air ÷ volume of fuel
= 12.03 ÷ 0.008 = 1503.75
BRAKE THERMAL EFFICIENCY = (Brake power x 3600) ÷ (mass flow rate of fuel x calorific value)
= (0.5 x 3600) ÷ (1.237 x 39 000)
= 3.73 %
Torque Vs Engine Speed: The graph shows that the engine is not operated at zero speed due to problems
with raw torque variations during the cycle, lubrications and sealing combustion. However, engine speed
at 1500 rpm to 7250 rpm the raw torque is not changed, its remain constant. Consequently, engine speed
at 2000 rpm to 2500 rpm the raw torque is decreasing.

engine torque vs engine speed

30

25

20
Torque

15

10

0
0 500 1000 1500 2000 2500 3000
engine speed

Brake Power Vs Engine Speed: The below graph shows that engine speed 1000 rpm to 1750 rpm, the
raw power is increasing with increasing of engine speed but it is suddenly dropped at engine speed
1750rpm to 2500rpm.

Brake power vs speed of engine

4.5
4
3.5
3
brake power

2.5
2
1.5
1
0.5
0
0 500 1000 1500 2000 2500 3000
engine speed

SFC Vs Engine Speed: Specific Fuel Consumption is decreasing at engine speed 2000 rpm to 2250 rpm.
On the other hand if we observe from the graph the SFC is increasing at engine speed 2250rpm to 2500
rpm,
 specific fuel consuption vs engine speed
3000

2500

2000
B.S.P.C

1500

1000

500

0
0 500 1000 1500 2000 2500 3000
Engine speed

AFR Vs Engine Speed: The graph illustrates an engine Air Fuel Ratio is declining at engine speed 1000
rpm to 2500 rpm. At 1500 rpm, the AFR is 5.80:1 means for every one given mass of fuel, we have 5.80
times the mass in air. Although the concept of stoichiometric mixture...that is the point where, chemically,
there are exactly enough atoms of oxygen to burn 100% of the fuel.

Air fuel ratio vs engine speed

2500

2000
air fuel ratio

1500

1000

500

0
0 500 1000 1500 2000 2500 3000
engine speed

Exhaust Temperature Vs Engine Speed: The graph represents that the exhaust temperature increases
with engine speed, reaching a maximum of 260°C at the maximum engine speed 1520 rpm, and then it is
slightly dropped at speed 2250 rpm. However, the graph shows a maximum exhaust temperature 260
degC at 2500 rpm and a minimum exhaust temperature 240 degC at 1500 rpm.
 temp vs engine speed
265
260
255
temp

250
245
240
235
0 500 1000 1500 2000 2500 3000
engine speed

Brake Thermal Efficiency Vs Engine Speed: The graph shows that the thermal efficiency is increasing
until engine speed 1500 rpm. After that the thermal efficiency is started decreasing dramatically with
increasing engine speed. If we observe from graph the thermal efficiency is little bit increasing at engine
speed 2000rpm to 2250 rpm and then it is dropped by rising engine speed. Conversely, the maximum
brake thermal efficiency is 41.8% at engine speed 1500 rpm and minimum one is 3.73 at engine speed
2500 rpm.

brake thermal efficiency vs speed of engine

45
40
35
30
bake thermal efficiency

25
20
15
10
5
0
0 500 1000 1500 2000 2500 3000
speed of engine

DISCUSSION
1. The general conclusions drawn from the results of this work for Diesel Engine are as follows:
2. As the compression ratio of the engine is increased, BSFC decreases (improves). At the lower
sides of the compression ratios, the fuel consumption is high due to incomplete combustion of the
fuel.
3. 2500rpm
4. 2500rpm
5. It is achieved where there is maximum torque.
6. Morse Test:-This method can be used only for multi – cylinder IC engines. The Morse test
consists of obtaining indicated power of the engine without any elaborate equipment. The test
 consists of making, in turn, each cylinder of the engine inoperative and noting the reduction in
brake power developed. In a petrol engine (gasoline engine), each cylinder is rendered
inoperative by “shorting”the spark plug of the cylinder to be made inoperative. In a Diesel
engine, a particular cylinder is made inoperative by cutting off the supply of fuel. It is assumed
that pumping and friction are the same when the cylinder is inoperative as well as during firing.

Conclusion:
In this assignment I drew interest in internal combustion engine performance characteristics.
However, I also learnt the differences between air standard cycle efficiency and the brake thermal
efficiency and their relation with engine speed. On the other hand, this assignment also helps me
to think deepen in terms of heat losses in combustion chamber and so on.

References:
1. Heywood, J.B.(1988) Internal combustion engine fundamentals.USA: McGraw-hill Ltd.
2. Ellis, D.M. (2012) Thermofluids & Turbomachinary: IC engine performance characteristics [Pdf
handout]. LSBU, 19th March.
3. Workshop Manual, (2004) TD110-TD115 test bed and instrumentation for small engines. TQ
Education and Training Ltd.