Lab Session No.

01 2016-ME-189

Objective:
To determine The Brake power, Fuel Consumption, Specific Fuel Consumption and Air to Fuel
ratio of Stuart Diesel Engine.
Apparatus:

 Stuart Diesel Engine

 Tachometer
 Electrical Dynamometer
 Stopwatch
Consumables:

 Diesel Fuel
Accessories:
 DC Electrical Dynamometer
Stuart Diesel Engine Description:
 No. of strokes = 02
 No. of cylinders = 02
 Engine configuration = Vertical Type
 Maximum BHP = 12 hp
 Maximum Speed = 2000 rpm

Theory:
Engine: Any device which can convert heat energy of fuel into mechanical energy is known as
engine or heat engine. Engine is widely used in automobile industries or we can say that engine
is the heart of an automobile.
Basically, engine are classified into two types.

 External combustion (E.C.) Engine

 Internal Combustion (I.C.) Engine

1. External combustion (E.C.) Engine:

It is an engine in which combustion of fuel take place outside of the engine. In this type of
engine heat, which is generated by burning of fuel is use to convert the water or other low
boiling temperature fluid into steam. This high pressure steam used to rotate a turbine. In this
engine we can use all solid, liquid and gases fuel. These engines are generally used in driving
locomotive, ships, generation of electric power etc.
Advantages of E.C. Engine:

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 In these engines starting torque is generally high.

 Because of external combustion we can use cheaper fuels as well as solid fuel.

 They are more flexible compare to internal combustion engines.

2. Internal Combustion (I.C.) Engine:

It is an engine in which combustion of fuel take place inside the engine. When the fuel burns
inside the engine cylinder, it generates a high temperature and pressure. This high pressure
force is exerted on the which used to rotate the wheels of vehicle. In these engines we can use
only gases and high volatile fuel like petrol, diesel. These engines are generally used in
automobile industries, generation of electric power etc.

Advantages of I.C. Engine:

 It has overall high efficiency over E.C. engine.

 These engines are compact and required less space.

 Initial cost of I.C. engine is lower than E.C. engine.

 This engine easily starts in cold because of it uses high volatile fuel.

Types of IC Engine based on number of Strokes

Two Stroke Engine

In a two-stroke engine a piston moves one time up
and down inside the cylinder and complete one
crankshaft revolution during single time of fuel
burn. This type of engine has high torque compare
to four stroke engines.
These are generally used
in scooters, pumping sets
etc.

Four Stroke Engine.

In a four-stroke engine
piston moves two times
up and down inside the
cylinder and complete
two crankshaft
revolutions during single
time of fuel burn. This

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type of engines has high average compare to two stroke engine. These are generally used in
bikes, cars, truck etc.

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Types of Engine According to method of ignition

1. Compression ignition engine
 In these types of engines, there is no extra equipment to burn the fuel. In these engines
burning of fuel starts due to temperature rise during compression of air. So it is known
as compression ignition engine.

2. Spark ignition engine

 In these types of engines, ignition of fuel start by the spark, generate inside the cylinder
by some extra equipment. So it is known as spark ignition engine.

Difference between Diesel and Petrol Engine

 Theoretical Working cycle:

SI engines work on Otto cycle whereas CI engines work on Diesel cycle.

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 Fuel:
In SI engines highly, volatile fuels with high self-ignition temperatures (Gasoline). CI
engines use nonvolatile fuels whose self-ignition temperature is comparatively lower.
 Compression ratio:
Usually, 6 to 10 in case of SI and 16 to 20 in case of CI Engines.
 Intake Stroke:
Air-Fuel mixture is introduced in the cylinder through the intake valve during the
intake stroke in case of SI engines. This mixture is formed outside the cylinder
(Carburetor or MPFI). In CI engines, only air enters through the intake valve whereas
the fuel is injected by a fuel injector inside the cylinder.
 Weight:
SI engines are lower in weight compared to CI engines.

  Ignition system:
SI engines requires an ignition system in the form of spark plug, battery, ignition coils.
In CI engines the fuel auto-ignites due to the high temperatures achieved due to
higher compression ratio.
 Speed:
SI engines are high speed engines whereas CI engines are comparatively low speed
engines.
 Thermal efficiency:
CI engines have a higher thermal efficiency than SI engines.
 Torque and Power:
CI engines give high torque and power output as compared to SI engines.

CI Engines

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In the true diesel engine, only air is initially introduced into the combustion chamber.
The air is then compressed with a compression ratio typically between 15:1 and 23:1. This high
compression causes the temperature of the air to rise.
At about the top of the compression stroke, fuel is injected directly into the compressed air in
the combustion chamber. The fuel injector ensures that the fuel is broken down into small
droplets, and that the fuel is distributed evenly.
The heat of the compressed air vaporizes fuel from the surface of the droplets. The vapor is
then ignited by the heat from the compressed air in the combustion chamber, the droplets
continue to vaporize from their surfaces and burn, getting smaller, until all the fuel in the
droplets has been burnt.
Combustion occurs at a substantially constant pressure during the initial part of the power
stroke. The start of vaporization causes a delay before ignition and the characteristic diesel
knocking sound as the vapor reaches ignition temperature and causes an abrupt increase in
pressure above the piston (not shown on the P-V indicator diagram).
When combustion is complete the combustion gases expand as the piston descends further; the
high pressure in the cylinder drives the piston downward, supplying power to the crankshaft.
Diesel Cycle:
A P-V diagram for the ideal Diesel cycle; where is pressure and V the volume or the specific
volume if the process is placed on a unit mass basis. The ideal Diesel cycle follows the following
four distinct processes:

 Process 1 to 2 is isentropic compression of the fluid

 Process 2 to 3 is reversible constant pressure heating

 Process 3 to 4 is isentropic expansion

 Process 4 to 1 is reversible constant volume cooling

The Diesel engine is a heat engine: it converts heat into work.
 During the bottom isentropic processes, energy is
transferred into the system in the form of work, but
by definition (isentropic) no energy is transferred into
or out of the system in the form of heat.
 During the constant pressure (isobaric) process,
energy enters the system as heat.
 During the top isentropic processes (yellow), energy is
transferred out of the system in the form of,

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 but by definition (isentropic) no energy is transferred into or out of the system in the
form of heat.
 During the constant volume (isochoric) process, some of energy flows out of the system
as heat through the right depressurizing process .

Dynamometer: A dynamometer, or "dyno" for short, is a device for measuring force, moment of
force (torque), or power.

For example, the power produced by an engine, motor or other rotating prime mover can be
calculated by simultaneously measuring torque and rotational speed (rpm).

Tachometer: A tachometer is an instrument measuring the rotation speed of a shaft or disk, as

in a motor or other machine.

The device usually displays the revolutions per minute (RPM) on a calibrated analogue dial, but
digital displays are increasingly common.

Anemometer: Anemometers are simply devices that measure wind velocity or pressure

Engineers and physicists often use laser anemometers. This type of anemometer is used
in velocity experiments. Velocity is the measurement of the rate and direction of change in the
position of an object. Laser anemometers calculate the wind speed around cars, airplanes,
and spacecraft, for instance. Anemometers help engineers make these vehicles more
aerodynamic

Procedure:
 Start the engine using DC machine.
 Verify that air and water circuit are running.
 Determine the engine speed with help of Tachometer.
 Note the corresponding voltage and current with the help
of voltmeter and Ammeter.

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 Note the time for 25 ml fuel from fuel metering system by the help of stop watch.

Observation and Calculation:

Generator Efficiency = 85%
Swept volume per cylinder = 250 cc

Density of Diesel fuel = ρf

Diameter of Orifice = d =38.07 mm

Ambient pressure = Pa =1.01325 bar = 1.01325 × 105 N ⁄ m2

Ambient temperature = T a =17˚ C = 290.16 K

Where,
N = Engine speed
Break Power:
V = Voltage as read from electrical dynamometer
I = Current as read from electrical dynamometer
VI
BP = Brake power =
ηg

Fuel Consumption
t= Time for 25ml fuel
ρf × V
mf= Mass flow rate of fuel = f

Specific Fuel Consumption

mf
SFC = specific fuel consumption =
BP

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Air to Fuel Ratio

ma = Mass flow rate of air = A ×V a × ρ a

Where,
π
A = area of orifice = × d2
4
Where, d = diameter of orifice = 38.07 mm
Pa× R
ρa = Density of air =
Ta

Air to fuel ratio:

ma = Mass flow rate of air = A ×Va × ρ a

Where,
π
A= area of orifice = × d2
4
Where, diameter of orifice = 38.07 mm
Pa× R
ρ a = Density of air =
Ta

For Air:
R = Specific gas constant = 0.287 kJ/kgK
Ambient Pressure = Pa = 1.01325 bar = 1.101325× 105
Ambient Temperature = Ta = 17o C = 290.16K
Note:
The values of pressure and temperature depend on the laboratory conditions; however it is a
usual approximation to take density of air to be 1.2 kg/m 3

Va = Velocity of air = 0.2 ×

√ 2∆ P
ρa
Where,
ΔP = ∆ h × 0.249 kpa

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Where,
∆ h = inch of water from manometer

29.92 inch of Hg = 101.325 kpa

29.92 ᵡ 13.6 inch of water = 101325 pa
101325
1 inch of water = 29.92 ×13.6 =249 pa

Therefore, 1 inch of water = 249 pa

For example,
∆ h = 3 inch of water , the equivalent pressure would be :
∆ P = 3 ×249=0.747 kpa

A ma
=
F mf

Volumetric Efficiency:
Va
ƞ v=
Vs

Where,
ma
V a=
ρa

For a two-stroke engine:

Swept volume per second, Vs = Swept volume per cycle x no. of cycles x no. of cylinders
π 2
∗d ∗L∗N
4
V s= ∗n
60

Where,
π 2
Swept volume per cycle, ∗d ∗L=250 cc per cylinder
4
n = no. of cylinders, n = 2

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Finally, using the formula to evaluate the engine volumetric efficiency:

Va
ƞ v=
Vs

N N V I B.P t ḿf
SFC ∆ h ∆ P Va ḿ a A/ V́ a V́ s Ƞv T ȠTH
o. (x10 (x1 (x1 F (x1
-4
) 0-3) 0-3) 0-3) (x1
0-3)
- rpm vol am W se Kg/se Kg/w in pa m/s Kg/s - m3/se m3/se % Nm %
ts p c c s ec c c
1. 900 85 3 300 12 1.54 5.1 0. 149 3.15 4.3 27.9 3.58 7.5 47.7 3.183 4.28
6 6 6 3
2. 1000 10 3.5 432 12 1.62 3.75 0. 199 3.64 4.97 30.6 4.14 8.33 49.7 4.125 5.86
5 0 8 4 7
3. 1100 12 8 114 94 2.07 1.8 1. 249 4.07 5.56 26.8 4.63 9.167 50.5 9.97 12.19
2 8 0 4 5 1
4. 1200 15 10 176 81 2.40 1.4 1. 274 4.27 5.8 24.1 4.83 10 48.3 14.05 16.16
0 5 1 3 7

Brake power V/S Speed (rpm)

2000
1800
1600
1400
BRAKE POWER

1200
1000
800
600
400
200
0
800 850 900 950 1000 1050 1100 1150 1200 1250
speed rpm

Comments:
On x axis we have speed (rpm) and on y axis we have brake power. When the speed of the
engine is increasing the brake power is also increasing.

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Air to Fuel Ratio V/S Speed (rpm)

32

30

28
Air to Fuel Ratio

26

24

22

20
800 850 900 950 1000 1050 1100 1150 1200 1250
Speed Rpm

Comments:
On x axis we have speed (rpm) and on y axis we have air to fuel ratio. Initially when speed
increases air to fuel ratio also increase but when engine start to move at higher velocity air to
fuel ratio decreases.

Volumetric efficency V/S Speed (rpm)

51
50.5
Volumetric Efficency %

50
49.5
49
48.5
48
47.5
47
46.5
46
700 800 900 1000 1100 1200 1300
Speed rpm

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Comments:
On x axis we have speed (rpm) and on y axis we have volumetric Efficiency. Initially when engine
is started the volumetric efficiency increase as the speed of the engine increase to a certain
limit then volumetric efficiency decrease.

Torque V/S Speed (rpm)

16
14
12
Torque (Nm)

10
8
6
4
2
0
800 850 900 950 1000 1050 1100 1150 1200 1250
Speed rpm

Comments:
On x axis we have speed (rpm) and on y axis we have Torque. Initially when engine is started the
torque remain constant to a certain limit of speed. As the speed of the engine increase the
torque produced also increases.

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Thermal Efficency V/S Speed (rpm)

18
16
14
Thermal Efficency %

12
10
8
6
4
2
0
800 850 900 950 1000 1050 1100 1150 1200 1250
Speed rpm

Comments:
On x axis we have speed (rpm) and on y axis we have Thermal Efficiency. The thermal efficiency
linearly increases as the speed of the engine increases

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Specific Fuel Consumption v/s Speed (rpm)

6
specific Fuel Consumption (10^-3)

0
800 850 900 950 1000 1050 1100 1150 1200 1250
Speed Rpm

Comments:
On x axis we have speed (rpm) and on y axis we have Specific Fuel Consumption. The specific
fuel consumption decreases as the speed of the engine increases.

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