Determination of Performance Characteristics of Four Stroke Diesel Engine

I. Aim:
1) To determine the characteristics curves for speed vs torque and speed vs brake power at full load
(100% open of speed regulator) and partial load (50 to 100% open of speed regulator) for CT 100.22 4-
stroke Diesel engine,
2) To determine the characteristics curves for brake power vs specific fuel consumption at full load
(100% open of speed regulator) and partial load (50 to 100% open of speed regulator) of the engine,
3) To determine the brake thermal efficiency, mechanical efficiency, volumetric efficiency, relative
efficiency and equivalence ratio at full load and partial loads of the engine.

II. Apparatus:
1. CT110 Test stand for single cylinder engines, 7.5 kW
2. CT100.22 Four stroke diesel engine
1) Technical data for CT110:
(1) Power Supply 400 V, 3 Phase 50 Hz,
(2) Dimensions LxWxH: 1480 x 850 x 1880 mm,
(3) Weight: approx. 245 kg,
(4) Asynchronous Motor: Max. Output Power: 7.5 kW, Nominal Speed: 2900 rpm,
(5) Frequency Converter: Output Power: 7.5 kW,
(6) Power Return Unit: Output Power: 13.0 kW,
(7) Fuel Pump: 12 V, Qmax: 130 L/h,
(8) Measuring Ranges:
Speed Measurement: 0 to 9999 rpm, Torque Measurement: 0 to 50 Nm,
Air Consumption Measurement: 0 to 560 l/min,
Engine Intake Pressure Measurement: 0 to -1 bar,
Ambient Temperature Measurement: 0 to 100 °C,
Fuel Temperature Measurement: 0 to 100 °C,
Cooling Water Temperature Measurement: 0 to 100 °C,
Exhaust Gas Temperature Measurement: 0 to 1000 °C,
(9) Fuel Measuring Tube: Measuring Tube Inside Ø: 24 mm, Bypass Inside Ø: 9 mm,
(10) Density of Fuel: Diesel fuel= 830 kg/m3

Technical data for CT100.22:

(1) Dimensions Length x Width x Height: 370 mm x 330 mm x 450 mm,
(2) Weight approx. 35 kg,
(3) Motor: Air-cooled single cylinder 4-stroke Diesel Engine, Company: Hatz, Type: 1B30-2, Fuel for
CT 100.22: Diesel
(4) Bore: 80 mm,
(5) Stroke: 69 mm,
(6) Crank length: 34.5 mm, Rod length 114.5 mm
(7) Output power at 3500 rpm: 5.5 kW,
(8) Oil capacity 1.1 L,
(9) Stop solenoid 12 V,
(10) Compression ratio 22 : 1,
(11) Temperature sensor exhaust gas Measurement range 0 to 1000 °C
III. CT110 test stand for single cylinder engine 7.5 kW:
1) Introduction: The CT 110 Test Stand is used for experiments on combustion engines, focusing on air
and fuel consumption, load behavior, and engine speed measurements. It is intended for training and
experimental purposes.

2) Description of the unit: The unit consists of a mobile laboratory trolley with a base plate and vibration
attenuators for engine mounting. Fuel tanks are provided, and there is a measuring tube for fuel
consumption measurements. Combustion air is filtered and passed through a quietening vessel with a
measuring orifice. Electronic sensors measure various temperatures (ambient, fuel, exhaust). Displays
and control panel show data for air consumption, engine intake pressure, torque, speed, and
temperature. Various switches and valves control engine operation, ignition, and fuel filling. Sensors
measure parameters like intake and exhaust temperature, cooling water temperature, and more.

a) Unit layout: The unit layout includes various components such as 1) Fuel tank with pump, 2) Mobile
laboratory trolley, 3) Vibration attenuator, 4) Damping mass, 5) Air filter, 6) Quietening vessel, 7) Air
measurement temperature sensor, 8) Exhaust pipe, 9) Air hose, 10) Base plate, 11) Exhaust pipe to
engine, 12) Vacuum measuring hose, 13) Coupling guard, 14) Display and control panel, 15) Fuel line
connection, 16) Mounting, 17) Fuel measuring tube, 18) Return line connection (diesel), 19) Transport
protection, 20) Asynchronous motor, 21) Force sensor (torque), 22) USB-connection, 22) Fuel drain
valve, 23) Fuel filling valve, 24) Fuel pump button, 25) Intake vacuum, 26) Air consumption, 27) Inlet
and outlet coolant temperature display, 28) Temperature display with changeover switch for air, fuel
and exhaust gas, 29) Torque display and adjusting knob, 30) Speed display, and adjusting knob, 31)
Electric motor on/off (Starter/ Brake), 32) Ignition on/ off, 33) Coolant pump on/ off switch, 34)
Master switch, 35) EMERGENCY STOP button, 36) two sockets to connect additional devices, 38)
connection for the ignition voltage, 39) connection for the vacuum hose, 40) 12V connection for the
coolant pump, 41) inlet temperature, 42) outlet temperature of cooling water, 43) exhaust gas
temperature.

Fig. 1: CT110 unit setup

 Fig. 2: Displays and controls Fig. 3: Fuel feed Fig. 4: Connections and controls

b) Setting up the CT110 Test Stand: The unit requires a 400V power connection. The fuel tanks need
to be filled.

c) Inserting and connecting the engine: Engine is mounted on the base plate and connected to the
dynamometric brake. Supply lines and connectors on the engines are connected to the test stand.
Hoses for intake pressure measurement, exhaust, and air supply are connected.

d) Measurements under load: The test stand is used to measure torque, speed, temperatures, and
consumption of combustion air and fuel. The operation of the engine depends on the positions of
speed and torque adjusting knobs. Air consumption is measured using a quietening vessel and a
measuring orifice. Fuel consumption is measured using a measuring tube and stopwatch. Speed is
measured using an inductive proximity switch.

e) Maintenance: The test stand is relatively low-maintenance. Regular checks of bolts are
recommended due to engine vibrations. The air filter element should be cleaned periodically.

f) Software: The equipment can be connected to software for data acquisition and measurement.
Users can select measuring intervals and perform fuel consumption measurements with the software.
The software provides various measurements and calculations, including mechanical power, specific
fuel consumption, and efficiency.

IV. CT100.22 four stroke diesel engine:

1) Introduction: The 4-Stroke Diesel Engine CT 100.22 is part of an equipment series that facilitates
investigations and experiments on combustion engines. The experimental module contains a Diesel
engine with a power output of approx. 5,5kW. During the experiments, full and partial load characteristic
curves can be recorded, amongst other items. To perform the experiments, the engine is placed in the CT
110 Test Stand for Small Combustion Engines. The CT 100.22 engine is suitable for laboratory
experiments in technical colleges and universities. The unit is to be used only for teaching purposes.

2) Unit Description
a) Unit Layout: The unit layout includes various components such as 1) Base plate, 2) Crankcase, 3) Stop
solenoid, 4) Air hose connection, 5) Cover, 6) Exhaust hose connection, 7) Exhaust temperature sensor,
8) Exhaust muffler, 9) Drive shaft, 10) Oil drain plug, 11) Flywheel cover, 12) Recoil starter, 13) Return
pipe, 14) Fuel pipe, 15) Stop solenoid 12V connection, 16) Exhaust temperature sensor connection, 17)
Oil filler, 18) Speed regulator

Fig. 5: 100.22 Layout, Front View Fig. 6: CT 100.22 Layout, Side View

b) Installation and Connection: The engine should be aligned with the braking device on the test stand,
and fixing bolts should be tightened. Fuel and return pipes should be connected to the CT 110 test stand,
and other connections should be inserted as required. Air and exhaust hoses should be connected to the
engine.

c) Starting the Engine:

i) Preparations: Connect to the mains electricity. Check that the EMERGENCY STOP (A) is released. To
release, pull the button until it clicks into place. Turn on the master switch (B). All connections between
the engine and the test stand must be set up. The air hose and exhaust hose must be connected, and the
outlet of the exhaust hose must be outdoors. Make sure that the safety cover for the coupling is bolted
to the test stand base plate. Check the engine oil level. Before starting the engine, the fuel line to the
engine and the measuring tube on the CT 110 test stand must be filled. The fuel valve for draining the
measuring tube must be closed. The engine stop solenoid must be released by operating the "Ignition"
switch on the CT 110 test stand. The speed regulator (2) must be set to "Start" ("Start" = full load).

ii) Starting: Set the speed adjusting knob (D) for the asynchronous motor to approx. "5". Set the torque
adjusting knob (F) to a maximum torque of "10". Turn on the ignition with the push button (E). Turn on
the asynchronous motor by pressing the "Starter/Brake" button (C) (green) on the CT 110 test stand.
When the C engine starts up, turn off the asynchronous motor with the "Starter/Brake" (C) (red) button.
The C engine now runs at idle speed. When the engine is warm, turn choke to position RUN. Allow the
engine to warm up without load for approx. 5 minutes. Top up fuel using the button (G).
 Fig. 7: Controls Fig. 8: Speed regulator

iii) Operating the Engine: Once the engine has been started, it should be left to warm up for a while prior
to the start of the experiments. Full and partial load characteristic curves are to be recorded on the
engine. Fig. 9 shows the area in which the engine can be operated continuously.

Fig. 9: Output Power Curve, Continuous Operation

iv) Shutting Down the Engine: Disengage the engine on the CT 110. To do this, set the torque to approx.
"0" on the CT 110 and then turn off the electric motor with the "Starter/ Brake" button or simply turn off
the electric motor with the "Starter/Brake" button. Reduce the speed of the C engine, i.e. operate the
speed regulator on the combustion engine in such a way that the speed is approx. 50% of the maximum
speed. Operate stop solenoid, i.e. operate "Ignition" switch (Fig. 7, E) on the CT 110 test stand (engine
stops). Drain excess fuel back into the tank by opening the valve (Fig. 7, position E) as described in the CT
110 instructions. Finally, the engine test stand can be turned off with the master switch. Set speed
regulator on the engine to the "Stop" position.

d) Maintenance:
The engine is operated with Diesel fuel. Regularly check the fuel pipes for leaks. Change the engine oil
after a running-in phase of around 5 operating hours and replace it with the recommended single-grade
oil (SAE 30). Continue changing the oil approximately every 100 operating hours. Check the oil level on
the dipstick to ensure it is within the marked area.
V. Theory:
1) General characteristic curves:
curves The characteristic of an engine is the result of the measured values
determined on a test rig at various speeds for output P, torque Md and specific fuel consumption be.
Entering these measured values on a diagram in relation to the speeds results in the char
characteristic curves
of the engine created by the curve of the measured points. A distinction is made between full load and
partial load curves.

4-Stroke Compression Ignition Engine

Fig. 10: Full Load Curves of a 4

2) Full load characteristic curves: The engine, standard in all its parts, is braked on a test rig at operating
temperature and with fully activated injection pump using a braking device. "Full load" is defined as the
stress that an engine can overcome without a reduction in speed. In this case the largest possible
quantity of fuel is made available. The values determined over the entire speed range under different
loads are the basis for the curve progression of torque, output and specific fuel consumption.

3) Partial load characteristic curves:

cu Because an engine in daily use is rarely under full load,
measurements under partial load are just as important. Several measurements are carried out at
constant speed and under various loads of the engine. The availability of a sufficient amount of data
makes it possible to establish performance characteristics for the engine, for example, using the partial
load curves.

VI. Experiments:
1) Full load characteristic curves: To record the output power curve related to the full load characteristic
maximum amount of fuel as in Fig.8.
curves, with the engine running the speed regulator is set to the maximum Fig.
Using the dynamometer on the CT 110 test stand, the engine is then loaded by turning the speed
potentiometer to maximum. By reducing the speed set on the potentiometer in steps, torque values are
displayed on the CT 110 test stand from which the out put power curve can be drawn up.
output u

Table 1: Plotting a full load characteristic curve

Load Speed Torque Time in seconds for V= Velocity pL= Intake TL= Temp. of
(RPM) (N-m) consumption of 1 cm of of intake air pressure, intake air, oC
fuel in measuring tube air, m/s mbar
3000
100% 2500
open of 2000
speed 1500
regulator 1000
500
2) Partial load characteristic curves: The fuel consumption measurement was performed at a speed of
2500 rpm. To record the fuel consumption curve, the engine speed is adjusted using the speed
potentiometer on the CT 110 test stand whilst the engine load is 0 (torque display at 0). The load on the
engine is then increased in evenly spaced steps using the speed regulator (Fig. 8) on the engine whilst
the speed is maintained constant, i.e. the speed is readjusted on the test stand. Measured values for the
fuel consumption are recorded; the consumption is measured at the measuring tube on the test stand
using a stopwatch. For each value set for the torque, the time that it takes until the liquid level drops
from one mark to the next is measured on the stopwatch (1cm drop on the scale corresponds to 5.1 cm3
fuel consumed).

Table 2: Plotting the partial load (50 to 100% open of speed regulator) characteristic curve
Load Speed Torque Time in seconds for V= Velocity pL= Intake air TL= Temp. of
(RPM) (N-m) consumption of 1 cm of of intake air, pressure, intake air, oC
fuel in measuring tube m/s mbar
50 to 2500
100% 2500
open of 2500
speed 2500
regulator 2500
2500

3) Determination of Power loss (or) Friction Power: The combustion engine can be rotated without
ignition and fuel supply using the asynchronous motor. The negative torque values that are then
displayed on the CT 110 test stand reflect the frictional torque of the engine MR. From this, it is possible
to calculate the power loss Ploss of the engine at different speeds.

Different speeds (n), rpm Respective Torque (MB), N-m Power loss (or) friction power, kW
𝟏 𝟏
=𝒏 × 𝑴𝑩 × ×
𝟔𝟎 𝟏𝟎𝟎𝟎
500
1000
1500
2000
2500
3000

VII. Formulae:
Brake Power:
𝐵𝑟𝑎𝑘𝑖𝑛𝑔 𝑃𝑜𝑤𝑒𝑟, 𝑃 = 2 × 𝜋 × 𝑀 × 𝑛 × × , 𝑘𝑊
Where, MB= Braking Torque, N-m and n= Engine speed, rpm.

Specific fuel consumption:

𝑚 𝑉 × 10 × 𝜌
𝑉𝑜𝑙𝑢𝑚𝑒 𝑓𝑙𝑜𝑤 𝑟𝑎𝑡𝑒 𝑜𝑓 𝑓𝑢𝑒𝑙 𝑐𝑜𝑛𝑠𝑢𝑚𝑝𝑡𝑖𝑜𝑛, 𝐵̇ = = × 3600, 𝑘𝑔/ℎ𝑟
𝑡 𝑡
Where, V=5.1 cm3 for 1 cm height of fuel in measuring tube, 𝜌 = 830 𝑘𝑔/𝑚 , t in seconds.
 𝐵̇ 𝑘𝑔
𝑆𝑝𝑒𝑐𝑖𝑓𝑖𝑐 𝑓𝑢𝑒𝑙 𝑐𝑜𝑛𝑠𝑢𝑚𝑝𝑡𝑖𝑜𝑛, 𝑏 = ,
𝑃 𝑘𝑊 − ℎ𝑟
Where, 𝐵̇ in kg/hr and PB in kW.

Thermal efficiency:
𝑃 × 3600
𝑇ℎ𝑒𝑟𝑚𝑎𝑙 𝐸𝑓𝑓𝑖𝑐𝑖𝑒𝑛𝑐𝑦 (𝑜𝑟)𝐵𝑟𝑎𝑘𝑒 𝑇ℎ𝑒𝑟𝑚𝑎𝑙 𝐸𝑓𝑓𝑖𝑐𝑖𝑒𝑛𝑐𝑦, 𝜂 = × 100
𝐵̇ × 𝐻
Where, Hu is in kJ/kg, Hu= 43,000 kJ/kg for diesel fuel

Mechanical efficiency:
𝑏𝑝 𝑏𝑝
𝑀𝑒𝑐ℎ𝑎𝑛𝑖𝑐𝑎𝑙 𝐸𝑓𝑓𝑖𝑐𝑖𝑒𝑛𝑐𝑦, 𝜂 = =
𝑖𝑝 𝑏𝑝 + 𝑓𝑝

Volumetric efficiency:
𝑉̇ 𝑚̇
𝑉𝑜𝑙𝑢𝑚𝑒𝑡𝑟𝑖𝑐 𝑒𝑓𝑓𝑖𝑐𝑖𝑒𝑛𝑐𝑦, 𝜂 = =
𝑉̇ 𝑚̇
𝜋 2 −6 𝑚3
𝐴𝑐𝑡𝑢𝑎𝑙 𝑣𝑜𝑙𝑢𝑚𝑒 𝑓𝑙𝑜𝑤 𝑟𝑎𝑡𝑒 𝑜𝑓 𝑎𝑖𝑟, 𝑉̇ = × 𝑑 × 10 × 𝑉 × 60,
4 𝑚𝑖𝑛
𝜋 2 −9 𝑚3
𝑀𝑎𝑥𝑖𝑚𝑢𝑚 𝑣𝑜𝑙𝑢𝑚𝑒 𝑓𝑙𝑜𝑤 𝑟𝑎𝑡𝑒 𝑜𝑓 𝑎𝑖𝑟, 𝑉̇ = × 𝐷 × 𝐿 × 10 × 𝑛 × 0.5,
4 𝑚𝑖𝑛
𝑇 𝑝
𝐴𝑐𝑡𝑢𝑎𝑙 𝑚𝑎𝑠𝑠 𝑓𝑙𝑜𝑤 𝑟𝑎𝑡𝑒 𝑜𝑓 𝑎𝑖𝑟, 𝑚̇ = 𝑉̇ × 𝜌 × 60 = 𝑉̇ × 𝜌 × × × 60, 𝑘𝑔/ℎ𝑟
273 + 𝑇 𝑝
𝑀𝑎𝑥𝑖𝑚𝑢𝑚 𝑚𝑎𝑠𝑠 𝑓𝑙𝑜𝑤 𝑟𝑎𝑡𝑒 𝑜𝑓 𝑎𝑖𝑟, 𝑚̇ = 𝑉̇ × 𝜌 × 60, 𝑘𝑔/ℎ𝑟

Where, d=diameter of orifice=20.6 mm, V= velocity of flow in m/s, D= diameter of cylinder=80 mm,
L=stroke of the piston= 69 mm, n= speed in rpm, 0.5 is the factor for four stroke engine, 𝜌= Atmospheric
density at To in kg/m3 (=1.275kg/m³)= Air density at the pressure and temperature of the surrounding air in
kg/m3, To= Reference temperature in Kelvin=273 K, TL= Temperature intake air in oC, pL= Intake air
pressure in mbar, po= Reference pressure in mbar.

Equivalence ratio:
̇
𝐴𝑐𝑡𝑢𝑎𝑙 𝑎𝑖𝑟 − 𝑓𝑢𝑒𝑙 𝑟𝑎𝑡𝑖𝑜 𝐿 ̇
𝐸𝑞𝑢𝑖𝑣𝑎𝑙𝑒𝑛𝑐𝑒 𝑟𝑎𝑡𝑖𝑜, 𝜆 = = =
𝑆𝑡𝑜𝑖𝑐ℎ𝑖𝑜𝑚𝑒𝑡𝑟𝑖𝑐 𝑎𝑖𝑟 − 𝑓𝑢𝑒𝑙 𝑟𝑎𝑡𝑖𝑜 𝐿 𝐿
Where, L= actual air-fuel ratio, Lmin= Minimum required intake air for fuel combustion, kg air/ kg fuel,
Lmin= 14.5 kg air/ kg fuel for diesel fuel.

Air-standard efficiency:
1
𝐴𝑖𝑟 𝑠𝑡𝑎𝑛𝑑𝑟𝑎𝑑 𝑡ℎ𝑒𝑟𝑚𝑎𝑙 𝑒𝑓𝑓𝑖𝑐𝑖𝑒𝑛𝑐𝑦, 𝜂 = 1−
𝑟
Where, 𝑟 = = = compression ratio, 𝛾 = =1.4= ratio of specific heats.

Relative efficiency:
𝜂
𝑅𝑒𝑙𝑎𝑡𝑖𝑣𝑒 𝑒𝑓𝑓𝑖𝑐𝑖𝑒𝑛𝑐𝑦, 𝜂 =
𝜂
VIII. Calculations:
IX. Maintenance and Safety Precautions:
 Engine and Base Plate: Do not disconnect the engine from the base plate; always replace them together.
Precise alignment is essential to prevent damage, especially at high speeds.
 Coupling Guard: Before conducting experiments, ensure the coupling guard is securely bolted to the test
stand base plate.
 Measurements under Load: When performing measurements under load, ensure the electric motor
(Starter/Brake) is turned on for combustion engines.
 Rotating Shafts: Avoid reaching into rotating shafts, as it can result in severe injuries. Always fit the cover
before starting the engine and never reach under it.
 Hot Surfaces: The motor housing can become hot during and after operation, causing burns. Do not touch
it until it cools down. Place a warning sign and keep it up after shutting down the motor.
 Risk of Explosion/Detonation: Avoid naked flames or smoking when handling flammable fuels, as it can
cause severe injury. Set up warning signs to prohibit smoking.
 Electric Shocks: Be cautious when opening the control cabinet, as it can result in electric shocks.
Disconnect from the mains supply before opening, and only allow qualified electricians to perform work
on it.
 Burns and Crushing: When replacing motors, switch off the unit, disconnect it from the mains, and fit the
cover before starting up to prevent burns and crushing injuries.
 Eye Protection: When handling fuel, wear protective goggles to prevent fuel spray from getting into your
eyes. If it does, rinse your eyes immediately and seek medical attention.
 Motor Noise: The motor noise during operation can damage hearing. Wear appropriate ear protection to
safeguard your hearing.
 Fuel Leaks: Avoid fuel leaks by wiping up spilled fuel immediately or absorbing it with a suitable medium.
Regularly check for fuel leaks.
 Specific Fuel Consumption: Note that specific fuel consumption is very high at idle speed.
 Negative Torque: Be aware of negative torque at engine speeds greater than 3000 rpm due to the speed
controller limiting the engine's speed.
 Carbon Monoxide: Exhaust gases contain carbon monoxide, which is an odorless poison that can be fatal.
Never operate the engine without an exhaust hose connected, and ensure the outlet of the exhaust hose
is outdoors.
 Diesel Smell: Do not start the engine if diesel has been spilled or if there is a strong smell of diesel.
Ventilate the room, remove any spilled diesel, and check fuel pipes for leaks.
 Regulator Adjustments: Do not make changes to regulator springs, rods, or other parts to increase the
speed.
 Flywheel Cover: With the engine in operation, the flywheel cover is essential for cooling. Never remove it,
as it can cause the engine to overheat.
 Operating and Storage: Ensure the operating and storage location is free of dirt and moisture, level, and
provides a secure base. Keep it frost-free.
 Precise Coupling Alignment: To prevent damage, especially at high speeds, ensure precise alignment of
the halves of the coupling.
 Power Supply: Before connecting to the electrical supply, ensure it corresponds to the specifications on
the unit's rating plate.
X. Results:
1) Determination of characteristics curves for speed vs torque and speed vs brake power at full load
(100% open of speed regulator) and partial load (50 to 100% open of speed regulator) for CT 100.22 4-
stroke diesel engine

Speed Vs Torque and Brake Power Curves at full load (100% open of speed regulator) and partial load (50 to 100% open
of speed regulator)

Fig. 14: Characteristic curves for speed vs torque and speed vs brake power for a CT 100.22 4-stroke diesel engine.

2) Determination of characteristics curves for brake power vs specific fuel consumption at full load
(100% open of speed regulator) and partial load (50 to 100% open of speed regulator) for CT 100.22 4-
stroke diesel engine

Braking Power vs specific fuel consumption curves for full (100% open of speed regulator) and partial load (50 to 100%
open of speed regulator)

Fig. 15: Characteristic curves for brake power vs specific fuel consumption for a CT 100.22 4-stroke diesel engine.
3) Determination of brake thermal efficiency, mechanical efficiency, volumetric efficiency, relative efficiency and equivalence ratio of the
engine at full load and partial load of the engine

Load Speed Torque Braking Specific Brake Frictio Mechanic Actual Maximum Volumetri Relati Equiva
(RPM) (N-m) power fuel Thermal n al volume volume c ve lence
(kW) consum Efficiency Power Efficiency flow rate flow rate efficiency efficie ratio
ption (kW) of air of air ncy
(kg/kW- (m3/min) (m3/min)
hr)
100% 3000
open 2500
of 2000
speed 1500
regula 1000
tor 500
50 to 2500
100% 2500
open 2500
of 2500
speed 2500
regula 2500
tor