Mechanical Engineering Applied-Thermodynamics Testing-Of-Ic-Engines Notes
Mechanical Engineering Applied-Thermodynamics Testing-Of-Ic-Engines Notes
Mechanical Engineering Applied-Thermodynamics Testing-Of-Ic-Engines Notes
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CHAPTER 8
Testing of I.C.Engines
1.1. Introduction: - The basic task in the design and development of I.C.Engines is to
reduce the cost of production and improve the efficiency and power output. In order to
achieve the above task, the engineer has to compare the engine developed by him with
other engines in terms of its output and efficiency. Hence he has to test the engine and
make measurements of relevant parameters that reflect the performance of the engine. In
general the nature and number of tests to be carried out depend on a large number of
factors. In this chapter only certain basic as well as important measurements and tests are
described.
(x) Noise
1.3.1. Measurement of Friction Power:- Friction power includes the frictional losses
and the pumping losses. During suction and exhaust strokes the piston must move against
a gaseous pressure and power required to do this is called the “pumping losses”. The
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friction loss is made up of the energy loss due to friction between the piston and cylinder
walls, piston rings and cylinder walls, and between the crank shaft and camshaft and their
bearings, as well as by the loss incurred by driving the essential accessories, such as
water pump, ignition unit etc.
1.3.1.1. Willan’s Line Method:- This method is also known as fuel rate extrapolation
method. In this method a graph of fuel consumption (vertical axis) versus brake power
(horizontal axis) is drawn and it is extrapolated on the negative axis of brake power (see
Fig. 1).The intercept of the negative axis is taken as the friction power of the engine at
1.0
Fuel 0.8
consumption
(g/s) 0.8
0.6
0.4
0.2
5 10 15 20 25
Brake power (kW)
Friction Power
that speed. As shown in the figure, in most of the power range the relation between the
fuel consumption and brake power is linear when speed of the engine is held constant and
this permits extrapolation. Further when the engine does not develop power, i.e. brake
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power = 0, it consumes a certain amount of fuel. This energy in the fuel would have been
spent in overcoming the friction. Hence the extrapolated negative intercept of the
horizontal axis will be the work representing the combined losses due to friction,
pumping and as a whole is termed as the frictional loss of the engine. This method of
measuring friction power will hold good only for a particular speed and is applicable
mainly for compression ignition engines.
The main draw back of this method is the long distance to be extrapolated
from data between 5 and 40 % load towards the zero line of the fuel input. The
directional margin of error is rather wide because the graph is not exactly linear.
1.3.1.2.From the Measurement of Indicated Power and Brake Power:- This is an ideal
method by which friction power is obtained by computing the difference between the
indicated power and brake power. The indicated power is obtained from an indicator
diagram and brake power is obtained by a brake dynamometer. This method requires
elaborate equipment to obtain accurate indicator diagrams at high speeds.
1.3.1.3.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.
In this test, the engine is first run at the required speed and the brake
power is measured. Next, one cylinder is cut off by short circuiting the spark plug if it is a
petrol engine or by cutting of the fuel supply if it is a diesel engine. Since one of the
cylinders is cut of from producing power, the speed of the engine will change. The engine
speed is brought to its original value by reducing the load on the engine. This will ensure
that the frictional power is the same.
k
We can write ipj = Bt + Ft ………………………………………..(1)
j=1
where ipj is the indicated power produced by j th cylinder, k is the number of cylinders,
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Bt is the total brake power when all the cylinders are producing power and Ft is the total
frictional power for the entire engine.
If the first cylinder is cut – off, then it will not produce any power, but it will have
frictional losses. Then
k
we can write ipj = B1 - Ft………………………………………..(2)
j=2
Subtracting Eq. (2) from Eq. (1) we have the indicated power of the cut off cylinder. Thus
ip1 = Bt – B1 ………………………………………..(3).
Similarly we can find the indicated power of all the cylinders, viz., ip2, ip3, …..ipk. Then
the total indicated power is calculated as
k
(ip)total = ipj ……………………………………….(4)
j=1
Ft = (ip)total – Bt ……………………………………(5)
The procedure is illustrated by some examples worked out at the end of the chapter.
The power developed in the cylinder is known as Indicated Horse Power and is designated
as IP.
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The areas, the positive loop and negative loop, are measured with the help of a planimeter
and let these be Ap and An cm2 respectively, the net positive area is (Ap – An). Let the actual
length of the diagram as measured be L cm, then the average height of the net posiive area
is given by
h=(Ap-An)/L in centimetre
The height multiplied by spring-strength (or spring number) gives the indicated mean
effective pressure of the cycle.
Imep=(Ap-An)*S/L …..(6)
Where S is spring scale and it is defined as a force per unit area required to compress the
spring through a height of one centimeter (N/m2/cm).
Generally the area of negative loop An is negligible compared with the positive loop and it
cannot be easily measured especially when it is taken with the spring used for taking
positive loop. Special light springs are used to obtain the negative loop. When two
different springs are used for taking the p-v diagram of positive and negative loop, then the
net indicated mean effective pressure is given by
Pm=Ap*Sp/L-An*Sn/L ..…(7)
Where Sp = Spring strength used for taking p-v diagram of positive loop, (N/m2 per cm)
Sn = Spring strength used for taking p-v diagram of negative loop, (N/m2 per cm)
Ap = Area in Cm2 of positive loop taken with spring of strength Sp
An = Area in Cm2 of positive loop taken with spring of strength Sn
Sometimes spring strength is also noted as spring constant.
The IP developed by the engine is given by
IP=PmLAn/L …..(8)
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(a) Prony Brake. The arrangement of the braking system is shown in Figure 3. It
consists of brake shoes made of wood and these are clamped on to the rim of the
brake wheel by means of the bolts. The pressure on the rim is adjusted with the
help of nut and springs as shown in Fig 2. A load bar extends from top of the brake
and a load carrier is attached to the end of the load bar. Weight kept on this load
carrier is balanced by the torque reaction in the shoes. The load arm is kept
horizontal to keep the arm length constant.
Figure.3
The energy supplied by engine to the brake is eventually dissipated as heat. Therefore,
most of the brakes are provided with a means of supply of cooling water to the inside rim of
the brake drum.
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The prony brake is inexpensive, simple in operation and easy to construct. It is, therefore,
used extensively for testing of low speed engines. At high speeds, grabbing and chattering
of the band occur and lead to difficulty in maintaining constant load. The main
disadvantage of the prony brake is its constant torque at any one band pressure and
therefore its inability to compensate for varying conditions.
In the hydraulic dynamometer, as the arm length (R) is fixed, the factor [2 R/(60x1000)] is
constant and its value is generally given on the name plate of the dynamometer by the
manufacturer and is known as brake or dynamometer constant. Then the BP measured by
the dynamometer is given by
B.P = WN …..(10)
K
Where W = Weight measured on the dynamometer, N
K = Dynamometer constant (60*1000/2*pi*R)
and N = RPM of the engine.
The arm length ‘R’ is selected in such a way that K is a whole number.
These dynamometers are directly coupled with the engine shaft.
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equal and opposite to the torque exerted on the armature, which is driven by the engine
which is shown in
Figure 5.
Figure.5
The electric dynamometer can also used as a motor to start and drive, the engine at various
speeds.
There are other types of dynamometers like eddy current dynamometer, fan brake and
transmission dynamometers used for measurement of large power output.
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Figure.6
The power output of eddy-current dynamometer is given by the equation where C is eddy-
current dynamometer constant.
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Figure.7
The choice of dynamometer depends on the use for which the machine is purchased. An
electric dynamometer is preferred as it can operate as motor used for pumping or generator
for testing the engine. Also, engine friction power can also be measured by operating the
dynamometer in the motoring mode.
An eddy-current or hydraulic dynamometer may be used because of low initial coast and an
ability to operate at high speeds. The armature of the electric dynamometer is large and
heavy compared with eddy-current dynamometer and requires strong coupling between
dynometer and engine.
This method is used in multi-cylinder engines to measure I.P with out the use of indicator.
The BP of the engine is measured by cutting off each cylinder in turn. If the engine
consists of 4-cylinders, then the BP of the engine should be measured four times cutting
each cylinder turn by turn. This is applicable to petrol as well as for diesel engines. The
cylinder of a petrol engine is made inoperative by “shorting” the spark plug whereas in case
of diesel engine, fuel supply is cut-off to the required cylinder.
If there are ‘n’ cylinders in an engine and all are working, then
(B.P)n = (I.P)n – (F.P)n …..(11)
Where F.P is the frictional power per cylinder.
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If one cylinder is inoperative then the power developed by that cylinder (IP) is lost and the
speed of the engine will fall as the load on the engine remains the same. The engine speed
can be resorted to its original value by reducing the load on the engine by keeping throttle
position same. This is necessary to maintain the FP constant, because it is assumed that
the FP is independent of load and depends only on speed of the engine.
The method is commonly used in the laboratory for measuring the consumption of air is
known as ‘Orifice Chamber Method’. The arrangement of the system is shown in Figure 8.
Due to the suction of engine, there is pressure depression in the chamber which causes the
flow through orifice for obtaining a steady flow, the volume of chamber should be
sufficiently large compared with the swept volume of the cylinder; generally 500 to 600
times the swept volume. A rubber diaphragm is provided to further reduce the pressure
pulsations.
It is assumed that the intermittent suction of the engine will not affect the air pressure in the
air box as the volume of the box is sufficiently large, and pressure in the box remains
constant.
The pressure different causing the flow through the orifice is measured with the help of a
water monometer. The pressure difference should be limited to 10cm of water to make the
compressibility effect negligible. Let
Ao = Area orfice in m2.; hw = Head of water in cm causing the flow.
Cd = Coefficient of discharge for orifice. ; d = Diameter of orifice in cm.
ρa = Density of air in kg/m3 under atmospheric conditions.
Head in terms of meters of air is given by
hw h ρ h 1000 10hw
H. ρa = ρw ; ∴ H = w ⋅ w = w × = m of air
100 100 ρ a 100 ρ a ρa
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10hw hw
va = A0 v ⋅ C d ⋅ 2 g = 14.01 ⋅ A0 ⋅ C d cu. m/Sec
ρa ρa
hw
840.428 A0 ⋅ C d m3/ min
ρa
hw
14.01A0 ⋅ C d
ρa
= Actual volume of air taken in as measure =
πD 2 N
⋅L n
4 60
Displacement volume
Where N is RPM of the engine and n is number of cylinders. D & L are diameter and stroke
of each cylinder.
p a × 10 5
ρa =
287 × Ta
Where Pa is the atmospheric pressure in bar and Ta is the atmospheric temperature in K.
The measurement of air consumption by the orifice chamber method is used for:
(a) The determination of the actual A : F ratio of the engine at running condition.
(b) The weight of exhaust gases produced, and
(c) The volumetric efficiency of the engine at the running condition.
The mass of air supplied per kg of fuel used can also be calculated by using the following
formula if the volumetric analysis of the exhaust gases is known.
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N ×C
ma / Kg of fuel = …(14)
33(C1 + C 2 )
Where N = Percentage of nitrogen by volume in exhaust gases.
C1 = Percentage of carbon dioxide by volume in exhaust gases.
C2 = Percentage of carbon monoxide by volume in exhaust gases.
C = Percentage of carbon in fuel by weight.
N ×C
If C2 = 0 then; ma = …(15)
33 ⋅ C1
Two glass vessels of 100cc and 200cc capacity are connected in between the engine and
main fuel tank through two, three-way cocks. When one is supplying the fuel to the engine,
the other is being filled. The time for the consumption of 100 or 200cc fuel is measured
with the help of stop watch.
A small glass tube is attached to the main fuel tank as shown in figure. When fuel rate is to
be measured, the valve is closed so that fuel is consumed from the burette. The time for a
known value of fuel consumption can be measured and fuel consumption rate can be
calculated.
The heat carried away by cooling water is generally measured by measuring the water flow
rate through the cooling jacket and the rise in temperatures of the water during the flow
through the engine.
The inlet and out let temperatures of the water are measured by the thermometers inserting
in the pockets provided at inlet to and outlet from the engine. The quantity of water
flowing is measured by collecting the water in a bucket for a specified period or directly
with the help of flow meter in case of large engine. The heat carried away by cooling water
is given by
The mass of air supplied per kg of fuel used can be calculated by using the equation if the
exhaust analysis is made
ma = NXC
33 (C1 + C2)
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And heat carried away by the exhaust gas per kg of fuel supplied can be calculated as
Qg = (ma +1) Cpg (Tge – Ta) kJ/kg of fuel ….(16)
Where (ma + 1) = mass of exhaust gases formed per kg of fuel supplied to engine
Cpg = Specific heat of exhaust gases
Tge = Temperature of exhaust gases coming out from the engine oC.
Ta = Ambient temperature oC or engine room temperature.
The temperature of the exhaust gases is measured with the help of suitable thermometer or
thermocouple.
Another method used for measuring the heat carried away by exhaust gases is to measure
the fuel supplied per minute and also to measure the air supplied per minute with the help
of air box method. The addition of fuel and air mass will be equal to the mass of exhaust
gases.
And exhaust gas calorimeter is commonly used in the laboratory for the measurement of
heat carried by exhaust gases.
The exhaust gas calorimeter is a simple heat exchanger in which, part of the heat of the
exhaust gases is transferred to the circulating water. This calorimeter helps to determine
the mass of exhaust gases coming out of the engine.
Figure.8
The exhaust gases from the engine exhaust are passed through the exhaust gas calorimeter
by closing the valve B and opening the valve A. The hot gases are cooled by the water flow
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rate is adjusted with the help of valve of ‘C’ to give a measurable temperature rise to water
circulated.
If it is assumed that the calorimeter is well insulated, there is no heat loss except by heat
transfer from the exhaust gases to the circulating water, then
Heat lost by exhaust gases = Heat gained by circulating water.
Therefore mg , Cpg (Tgi – Tgo) = mw. Cpw (Two – Twi)
Where Tgi = The temperature of the exhaust gases entering the calorimeter, oC
Tgo = The temperature of the exhaust gases leaving the calorimeter, oC
Twi = The temperature of water entering the calorimeter, oC
Two = The temperature of water leaving the calorimeter, oC
mw = Mass of water circulated through the exhaust gas calorimeter, generally
measured.
mg = Mass of exhaust gases (unknown)
Cpg = specific heat of exhaust gases.
Cpw = Specific heat of water.
C pw Two − Twi
∴ mg = mw …(17)
C pg Tgi − Tgo
As all the quantities on the RHS are known the gas flow rate can be determined.
Then the heat carried away by the exhaust gases is given by
Qg = mg Cpg. (Tge – Ta) ….(18)
Where Tge = Temperature of exhaust gases just leaving the engine exhaust valve, oC
Ta = Ambient temperature, oC
Usually valve connections are provided as shown in figure so that the exhaust gases are
exhausted to the atmosphere during normal operation by closing the valve A and opening
the valve B. Only when the apparatus is to be used, the valve A is opened and valve B is
closed so that the gases pass through the calorimeter.
A heat balance sheet is an account of heat supplied and heat utilized in various ways in the
system. Necessary information concerning the performance of the engine is obtained from
the heat balance.
The heat balance is generally done on second basis or minute basis or hour basis.
The heat supplied to the engine is only in the form of fuel-heat and that is given by
Qs = mf X CV
Where mf is the mass of fuel supplied per minute or per sec. and CV is the lower calorific
value of the fuel.
The various ways in which heat is used up in the system is given by
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The results of the above calculations are tabulated in a table and this table is known as
“Heat Balance Sheet”. It is generally practice to represent the heat distribution as
percentage of heat supplied. This is also tabulated in the same heat balance sheet.
Heat input per minute kcal (kj) % Heat expenditure per kcal (kj) %
minute
Heat supplied by the Qs 100% (a) Heat in BP. -- --
combustion fuel (b) Heat carried by
jacket cooling -- --
water
(c) Heat Carried by
exhaust gases -- --
(d) Heat
unaccounted for -- --
= Qs – (a + b +
c)
Total Qs 100% 100%
A sample tabulation which is known as a heat balance sheet for particular load condition is
shown below:
NOTE: The heat in frictional FP (IP – BP) should not be included separately in heat
balance sheet because the heat of FP (frictional heat) will be dissipated in the cooling water,
exhaust gases and radiation and convection. Since each of these heat quantities are
separately measured and heat in FP is a hidden part of these quantities; the separate
inclusion would mean that it has been included twice.
The arrangement either for measuring the air or measuring the mass of exhaust gas is
sufficient to find the heat carried away by exhaust gases. In some cases, both arrangements
are used for cross-checking. Heat carried away by exhaust gases is calculated with the help
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of volumetric analysis of the exhaust gases provided the fraction of carbon in the fuel used
is known.
1.12 . Indicated Specific Fuel Consumption: This is defined as the mass of fuel
consumption per hour in order to produce an indicated power of one kilo watt.
.
3600 m
Thus, indicated specific fuel consumption = isfc = --------------- kg/kWh …..(13)
ip
1.13.Brake Specific fuel consumption:- This defined as the mass of fuel consumed per
hour,
in order to develop a brake power of one kilowatt.
.
3600 m
Thus, brake specific fuel consumption = bsfc = --------------- kg/kWh ……..(14)
bp
1.14. Thermal Efficiency : There are two definitions of thermal efficiency as applied
to IC engines. One is based on indicated power and the other on brake power.The one
based on indicated power is called as ‘indicated thermal efficiency”, and the one based
on brake power is known as “brake thermal efficiency”.
Indicated thermal efficiency is defined as the ratio of indicated power to the energy
available due to combustion of the fuel.
Indicated Power in kW
Thus ith = -------------------------------------------------------------------------------------
(Mass flow rate of fuel in kg/s) x (Calorific value of fuel in kJ/kg )
ip
Or ith = --------------- ………………………………………………..(15)
m x CV
Similarly brake thermal efficiency is defined as the ratio of brake power to energy
available due to combustion of the fuel.
bp
Or bth = --------------- ………………………………………………..(16)
m x CV
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bp
1.16. Volumetric efficiency: Volumetric efficiency is the ratio of the actual mass of air
drawn into the cylinder during a given period of time to the theoretical mass which
should have been drawn in during the same interval of time based on the total piston
displacement, and the pressure and temperature of the surrounding atmosphere.
Vactual
Thus v = ----------------- …………………………(18)
Vth
where n is the number of intake strokes per minute and Vs is the stroke volume of the
piston.
2. Illustrative examples:
Example 1:- The following observations have been made from the test of a four
cylinder, two – stroke petrol engine. Diameter of the cylinder = 10 cm; stroke = 15 cm;
speed = 1600 rpm; Area of indicator diagram = 5.5 cm2; Length of the indicator
diagram = 55 mm; spring constant = 3.5 bar/cm; Determine the indicated power of the
engine.
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a ks
Solution: Indicated mean effective pressure = pim = ---------------
ld
5.5 x 3.5
or pim = -------------- = 3.5 bar = 3.5 x 10 5 N / m2
5.5
= 43.98 kW
Example 2:- A gasoline engine (petrol engine) working on Otto cycle consumes 8 litres
of petrol per hour and develops 25 kW. The specific gravity of petrol is 0.75 and its
calorific value is 44,000 kJ/kg. Determine the indicated thermal efficiency of the engine
To find: ith ;
ys . 8 x 10 3 x 0.75
Solution: Mass of fuel consumed = m = ----- = --------------------- = 1.67 x 10 − 3 kg/s.
1000 t 1000 x 3600
ip 25
Indicated thermal efficiency = ith = -------------- = ----------------------------
m CV 1.67 x 10 − 3x 44000
= 0.3402 = 34.02 %.
Example 2.3:- The bore and stroke of a water cooled, vertical, single-cylinder, four
stroke diesel engine are 80 mm and 110 mm respectively.The torque is 23.5 N-
m.Calculate the brake mean effective pressure.
What would be the mean effective pressure and torque if the engine rating is 4 kW at
1500 rpm?
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Solution: (i) Relation between brake power (bp) and brake mean effective pressure
(bmep) is given by
2 NT (bmep)LAn
bp = ------------ = ---------------
60,000 60,000
16T 16 x 23.5
= ------------- = ---------------- = 5.34 x 10 5 N / m2 = 5.34 bar
d2 L 0.08 2 x 0.11
60,000 bp 60,000 x 4
bmep = -------------- = -------------------------------------------
LAn 0.110 x ( /4) x 0.08 2 x (1500 / 2)
60,000 bp 60,000 x 4
Also bp = 2 NT / 60,000 or T = ---------------- = -------------------- = 25.46 N – m.
2 N 2 x x 1500
Example 4:-Find the air fuel ratio of a four stroke, single cylinder, air cooled engine
with fuel consumption time for 10 cc is 20.4 s and air consumption time for 0.1 m3is 16.3
s. The load is 7 N at the speed of 3000 rpm. Find also the brake specific fuel
consumption in kg/kWh and brake thermal efficiency.Assume the density of air as 1.175
kg/m3 and specific gravity of the fuel to be 0.7. The lower heating value of the fuel is 43
MJ/kg and the dynamometer constant is 5000.
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ma 7.21 x 10 − 3
Air fuel ratio = --------- = ------------------- = 21
mf 0.343 x 10 − 3
7 x 3000
(ii) Brake power = bp = WN / C = ------------- = 4.2 kW
5000
bp 4.2
(iii) bith = --------------- = ----------------------------------- = 0.2848 = 28.48 %.
mf CV 0.343 x 10 −3 x 43 x 10 3
Example 2.5:- A six cylinder, gasoline engine operates on the four stroke cycle. The bore
of each cylinder is 80 mm and the stroke is 100 mm. The clearance volume in each
cylinder is 70 cc. At a speed of 4000 rpm and the fuel consumption is 20 kg/h. The torque
developed is 150 N-m. Calculate (i) the brake power, (ii) the brake mean effective
pressure, (iii) brake thermal efficiency if the calorific value of the fuel is 43000 kJ/kg and
(iv) the relative efficiency if the ideal cycle for the engine is Otto cycle.
= 62.8 kW
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Vs + Vc 502.65 + 70
Compression Ratio of the engine = Rc = ------------ = --------------------- = 8.18
Vc 70
–1
Air standard efficiency of Otto cycle = Otto = 1 – (1/ Rc )
1
= 1 − ---------------------- = 0.568 = 56.8 %
8.18 0.4
Hence Relative efficiency = Relative = bth / Otto = 0.263 / 0.568 = 0.463 = 46.3 %.
Example 2.6:- An eight cylinder, four stroke engine of 9 cm bore, 8 cm stroke and with a
compression ratio of 7 is tested at 4500 rpm on a dynamometer which has 54 cm arm.
During a 10 minute test, the dynamometer scale beam reading was 42 kg and the engine
consumed 4.4 kg of gasoline having a calorific value of 44,000 kJ/kg. Air at 27 C and 1
bar was supplied to the carburetor at a rate of 6 kg/min. Find (i) the brake power, (ii) the
brake mean effective pressure, (iii) the brake specific fuel consumption, (iv) the brake
specific air consumption, (v) volumetric efficiency , (vi) the brake thermal efficiency and
(vii) the air fuel ratio.
Solution:
2 NT 2 NWR 2 x x 4500 x (42 x 9.81) x 0.54
(i) bp = ----------- = ------------ = --------------------------------------------
60,000 60,000 60,000
= 104.8 kW
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.
(iii) mass of fuel consumed per unit time = mf = mf / t = 4.4 x 60 / 10 kg/h
= 26.4 kg/h
.
mf 26.4
Brake specific fuel consumption = bsfc = ----------- = ------------- = 0.252 kg / kWh
bp 104.8
.
ma 6 x 60
(iv) brake specific air consumption = bsac = ------------- = ------------------
bp 104.8
= 3.435 kg / kWh
bp 104.8
(v) bth = --.-------------- = ----------------------------- = 0.325 = 32.5 %.
mf CV (26.4 / 3600) x 44,000
.
(vi) Stroke volume per unit time = Vs = ( d2/4) L n K
= 9.16 m3 / min.
.
ma Ra Ta
. 6 x 286 x 300
Volume flow rate of air per minute = Va = ------------- = --------------------
pa 1 x 10 5
= 5.17 m3 / min
. .
Volumetric efficiency = v = Va / Vs = 5.17 / 9.16 = 0.5644 = 56.44 %.
. .
(vii) Air fuel ratio = ma / mf = 6 /(4.4 / 10) = 13.64
Example 2.7:- A gasoline engine working on four- stroke develops a brake power of 20.9
kW. A Morse test was conducted on this engine and the brake power (kW) obtained when
each cylinder was made inoperative by short circuiting the spark plug are 14.9, 14.3,
14.8 and 14.5 respectively. The test was conducted at constant speed. Find the indicated
power, mechanical efficiency and brake mean effective pressure when all the cylinders
are firing. The bore of the engine is 75mm and the stroke is 90 mm. The engine is running
at 3000 rpm.
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Solution:
(i) (ip)total = ip1 + ip2 + ip3 + ip4 = (Bt – B1) + (Bt – B2) + (Bt – B3) + (Bt – B4)
= 25.1 Kw
Bt 20.9
(ii) mech = ------------- = --------- = 0.833 = 83.3 %
(ip)total 25.1
Example 2.8:- The following observations were recorded during a trail of a four –
stroke, single cylinder oil engine.
Duration of trial = 30 min ; oil consumed = 4 litres ; calorific value of oil = 43 MJ/kg ;
specific gravity of fuel = 0.8 ; average area of the indicator diagram = 8.5 cm2; length of
the indicator diagram = 8.5 cm; Indicator spring constant = 5.5 bar/cm; brake load =
150 kg; spring balance reading = 20 kg; effective brake wheel diameter = 1.5 m ; speed
= 200 rpm ; cylinder diameter = 30 cm ; stroke = 45 cm ; jacket cooling water = 10
kg/min ; temperature rise of cooling water = 36 C. Calculate (i) indicated power, (ii)
brake power, (iii) mechanical efficiency, (iv) brake specific fuel consumption, (v)
indicated thermal efficiency, and (vi) heat carried away by cooling water.
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Given:- t = 30 min ; y = 4000 cc; CV = 43 x10 3 kJ/kg; s = 0.8 ; area of the diagram = a =
8.5 cm2; length of the diagram = ld = 8.5 cm ; indicator spring constant = ks = 5.5 bar /
cm; W = 150 x 9.81 N ; Brake radius = R = 1.5 / 2 = 0.75 m; N = 200 rpm ; d = 0.3 m ;
.
L = 0.45 m ; mw = 10 kg/min ; Tw = 36 C; Spring Balance Reading = S = 20 x 9.81 N
.
To find:- (i) ip ; (ii) bp ; (iii) mech ; (iv) bsfc ; (v) ith ; (vi) Qw
Solution:
a 8.5
(i) pim = ------- ks = ----------- x 5.5 = 5.5 bar = 5.5 x 105 N/m2
ld 8.5
pim L A n K 5.5 x 10 5 x 0.45 x ( / 4) x 0.32 x (200 / 2) x 1
ip = ------------------- = ------------------------------------------------------------
60,000 60,000
= 29.16 kW
= 20.03 kW
. ys 4000 x 0.8
(iv) Mass of fuel consumed per hour = mf = ------------- x 60 = ------------------ x 60
1000 t 1000 x 30
= 6.4 kg / h.
. 6.4
bsfc = mf / bp = ------------- = 0.3195 kg/kWh
20.03
ip 29.16
(v) ith = ---.--------- = -------------------------------- = 0.3814 = 38.14 %.
mf CV (6.4 / 3600) x 43 x 10 3
. .
(vi) Qw = m Cp Tw = (10 / 60) x 4.2 x 36 = 25.2 kW
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Example 2.9:- A four stroke gas engine has a cylinder diameter of 25 cm and stroke 45
cm. The effective diameter of the brake is 1.6 m.The observations made in a test of the
engine were as follows.
Duration of test = 40 min; Total number of revolutions = 8080 ; Total number of
explosions = 3230; Net load on the brake = 80 kg ; mean effective pressure = 5.8 bar;
Volume of gas used = 7.5 m3; Pressure of gas indicated in meter = 136 mm of water
(gauge); Atmospheric temperature = 17 C; Calorific value of gas = 19 MJ/ m3 at NTP;
Temperature rise of cooling water = 45 C; Cooling water supplied = 180 kg.
Draw up a heat balance sheet and find the indicated thermal efficiency and brake
thermal efficiency. Assume atmospheric pressure to be 760 mm of mercury.
Solution:
pim L A n K 5.8 x 10 5 x ( / 4) x 0.252 x 0.45 x 80.75
(i) ip = ------------------ = ----------------------------------------------------
60,000 60,000
= 17.25 kW.
= 13.28 kW
Pressure of gas supplied = p = patm + pgauge = 760 + 136 / 13.6 = 770 mm of mercury
. .
Volume of gas supplied as measured at NTP = VNTP = V (TNTP / T)(p / pNTP)
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. .
Heat supplied by fuel = Qf = VNTP (CV)NTP = 0.17875 x 19 x 103 = 3396.25 kJ/min
Hence heat loss due to fiction, pumping etc. = 3.97 x 60 = 238.2 kJ/min
Heat lost in exhaust, radiation etc (by difference) = 3396.25 – (896.4 + 796.4 + 238.2)
= 1465.15 kJ/min
5 Heat unaccounted
(by difference) 1465.15 43.2
Example 2.10:- A test on a two-stroke engine gave the following results at full load.
Speed = 350 rpm; Net brake load = 65 kg ; mean effective pressure = 3 bar ; Fuel
consumption = 4 kg/h ; Jacket cooling water flow rate = 500 kg/h ; jacket water
temperature at inlet = 20 C ; jacket water temperature at outlet = 40 C ; Test room
temperature = 20 C ; Temperature of exhaust gases = 400 C; Air used per kg of fuel =
32 kg ; cylinder diameter = 22 cm ;stroke = 28 cm; effective brake diameter = 1 m ;
Calorific value of fuel = 43 MJ/kg ; Mean specific heat of exhaust gases = 1 kJ/kg –K.
Find indicated power, brake power and draw up a heat balance for the test in kW and in
percentage.
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= 18.63 kW.
= 11.68 kW.
.
(iii) Heat supplied in kW = mf CV = (4 / 3600) x 43,000
= 47.8 kW
.
Heat lost to cooling water = mw (Cp)w [Two – Twi]
= 11.7 kW.
. .
Heat lost in exhaust gases = (ma + mf) (Cp)eg [Teg – Tatm]
(32 + 1 ) x 4
= --------------- x 1.0 x [400 – 20]
3600
= 13.9 kW
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Unaccounted heat
(by difference) 10.52 22.0
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