Course Name:

Course Number:

Submitted To:

Submitted By:

Submission Date:
1 Objective
This experiment was done in the lab for understanding the working principle of a research
engine. The characteristic curves are drawn by the experimental data to check the performance
of the research engine and also found boost pressure correction which is also known as in
cylinder pressure pegging. Some experimental terms are also found that include IMEP, BMEP,
mechanical efficiency and as well as thermal efficiency to check the performance of the engine.
This experiment also include a detailed knowledge of the emission gases and also it also include
calculation of the composite emissions.

2 List of Equipment
The equipment used in the experiment is given below:
i. Single cylinder diesel engine with bore diameter 95mm, stroke 105mm, connecting rod
length 176mm and compression ratio 16.5:1.
ii. Fuel used in the test has the composition: C1H1.76, density 0.82 kg/L, LHV 42.9 MJ/kg.
iii. General electric DC Dynamometer (26G215).
iv. 0.1oCAcrankshaft encoder.
v. Volumetric fuel flow meter (ONO SOKKI).
vi. Intake and exhaust pressure regulators
vii. ROOTS volumetric air flow meter.
viii. LabVIEW 2010 and multifunction input and output card for signal command and
acquisition.
ix. Kistler In-cylinder pressure sensor and its amplifier.
x. Non-Dispersive Infrared Detectors (NDIR) for CO2 and CO measurement.
xi. Chemiluminescent Detectors (CLD) for NOx measurement.
xii. Flame Ionization Detectors (FID) for THC measurement.
xiii. Paramagnetic Oxygen Detector.
xiv. AVL Smoke meter for soot measurement.
xv. PC remote monitoring.
3 Engine Test Diagram
The test diagram of the research engine is shown below:

Figure 1: Test engine diagram

4 In-cylinder Pressure Analysis

Volume Calculation
The geometric relation of Volume and crank angle is given below:

[ 1
( l
V =V c 1 + ( r c −1 ) 1−cosθ+ −
2 a
l 2
√( )
a
−sin 2 ( θ ) )]
Here Vc is combustion chamber volume, rc is compression ratio, l is connecting rod length and a
is half stroke length.
The volume and crank diagram is shown in below figure:

Figure 2: V-θ diagram

4.1 Intake boost correction (in-cylinder pressure pegging)
The pressure is corrected using the formula given below:
p pegging= p raw + ( pboost − pmean ( ranging pressure ) )

Here praw is the measures pressure, pboost is the maximum intake pressure and pmean is the opeinig
valve mean pressure.
The corrected pressure diagram is shown below:

Figure 3: Pressure correction diagram

4.2 TDC correction

The TDC is corrected by using the equation below:
log ( p1 ) −log ( p 2 )=−γ ( log ( V 1) −log ( V 2 ) )

This expression derived from the polytropic index:

p V γ =constant
For correction, the data is used from 280o – 300o CA. The corrected table is given below:
Number of Shifted Crank Angle Heat Capacity Ratio
Corrections
1 -1 1.363
0 0 1.3777
2 1 1.365
4.3 P-θ diagram of firing condition
Now the curve drawn for corrected pressure and crank angle is shown below:

Figure 4: p-θ diagram

4.4 P-V diagram of firing condition

The calculated volume and corrected pressure is used to draw p-V diagram which is given
below:

Figure 5: p-v diagram

4.5 LogP - LogV diagram
Now the by using the log axes in the p-V diagram logP –logV curve is drawn:

Figure 6: log p - log v diagram

4.6 Engine Power

Engine power is calculated by the given formula:
Torque∗2 π∗RPM
P=
60∗1000
4.6.1 IMEP
Indicated mean effective pressure is calculated by using the given formula:
Work
IMEP=
displacement Volume
Here work of the cycle is calculated by using the following formula:
i=720
Work = ∑ ( pi + pi−1 )∗0.5∗(V i−V i−1 )
i=1

4.6.2 BMEP
Brake mean effective pressure is calculated by the given formula:
Torque∗2 π∗No . of cycles
BMEP=
displacement Volume
Here for 4-stroke engine, 2 number of cycles are used.
4.6.3 Mechanical Efficiency
Mechanical efficiency is the ratio of BMEP and IMEP.
BMEP
ηm =
IMEP
 4.7 Thermal Efficiency
Thermal efficiency of the cycle is calculated by the ratio power output to the fuel heat applied.
Power
ηth =
Fuel volumetric flow rate∗density∗LHV
The overall data for the calculations of the engine performance is given in the below table:
Table 1

Mode RPM Torqu Brake Power mair mfuel BMEP BSFC Work Thermal
e (kW) (g/s) (g/s) (bar) (g/kWh) (kJ) Efficiency
(Nm) (%)
Motoring 1200 18.5 2.32 11.6 - 2.93 - - -
2
A 1200 7.3 0.92 11.5 0.087 1.16 340.43 408 24.6
5
B 1200 -6.9 -0.87 11.4 0.21 -1.09 -868.97 557 9.6
C 1200 -22.2 -2.79 13.2 0.34 -3.52 -438.71 553.6 19.13

5 Engine exhaust emission analysis

The data table of emissions in ppm:
Table 2

m.fue Intake Oxygen Mean

Weightin m.air Intake CO2 CO2 NOx THC CO
Mode l CO2 Analyzer Value
g Factor O2 (%) High Low (ppm) (ppm) (ppm)
(g/s) (g/s) (%) (%) FSN
11.62 0.0006
Idling 0.3 - 0.068 20.86 0.1 -0.14 20.91 -0.21 0 0.001
8
Low 11.55
0.5 0.087 0.073 20.82 1.99 1.35 19.34 350 30 0.019 0.001
Load
High 13.2
0.2 0.34 0.073 20.88 6.25 5.63 12.79 1135 10 -0.0153 0.019
Load
1st of all the data which is measured in ppm is converted into g/s by using the equation:
molar mass of emission gas
mass flow rate of emission gas= ∗ ( volume conc . of emission gas )∗exhaust gas flow rate
molar mass of exhaust gas
For FSN conversion to g/s following equation is used:

Soot
( mgm )= 0.405∗4.95∗FSN∗exp
3
1
( 0.38 FSN )

Soot ( gs )= exhaust mass flow rate

exhaust gas density
∗Soot conc .
 The data table of emissions in g/s:
Table 3

RPM Load Power Mair Mfuel Mexh CO PM

Mode NOx (g/s) HC (g/s)
(Nm) (kW) (g/s) (g/s) (g/s) (g/s) (g/s)
Motorin 1200 18.5 2.32 11.62 -
11.62 3.87E-6 0 7.6E-9 4.75E-3
g
A 1200 7.3 0.92 11.55 0.087 11.637 5.9E-3 3.37E-4 2.1E-7 4.75E-3

B 1200 -6.9 -0.87 11.40 0.21 11.61 1.46E-2 2.25E-4 4.7E-8 1.4E-3

C 1200 -22.2 -2.79 13.2 0.34 13.54 1.9E-2 1.12E-4 2E-7 18.112

Now the mass flow rate (g/s) is converted into mass flow rate (g/kWh) by using:
g mass flow rate of emission gas∗3600
Mass Flow rate( )=
kWh Power
Then composite emissions is calculated through:
Eidling∗0.3+ Elow load∗0.5+ E highload∗0.2
Composite emissions=
Pidling∗0.3+ Plow load∗0.5+ Phighload∗0.2

The final data after all calculations is given below:

Table 4

Mode Power BSFC NOx CO HC PM

(kW) (g/kWh) (g/kWh) (g/kWh) (g/kWh) (g/kWh)
A 0.92 340.43 23.1 8.2E-4 0.529 7.37
B -0.87 -868.97 60.4 1.94E-4 0.88 5.8
C -2.79 -438.71 24.51 2.58E-4 0.1445 23370

Composite -0.359 -178.22 34.57 5.18E-4 0.557 4679.425