Performance Test on Multi Cylinder Four Stroke Diesel Engine

Akhil Jaiswal, Akhil Praveen, ASP Gautam, Amal Jyothis, Amit Kamboj, Anand Kumar B. Tech. Aerospace, Indian Institute of Space Science and Technology
AbstractA performance test was conducted on a four cylinder four stroke Maruti Swift CRDI diesel engine at different loads maintaining the constant rpm of 1500.. The main objective was to obtain the brake power and its dependence on other parameters i.e. TFC, SFC, brake efficiency, mechanical and volumetric efficiency. Indicated power was found as the area under the P-V diagram.Also a heat balance was applied to find out the unaccounted loss which came as to be .. Keywords- CRDI, TFC, SFC,BSFC, brake power, brake efficiency, mechanical efficiency, volumetric efficiency.

The four strokes refer to intake, compression, combustion (power) and exhaust strokes that occur during two crankshaft rotations per power cycle[2]. The cycle begins at Top Dead Centre (TDC), when the piston is farthest away from the axis of the crankshaft. A stroke refers to the full travel of the piston from Top Dead Centre (TDC) to Bottom Dead Centre (BDC).

I.

INTRODUCTION

A diesel engine (also known as a compression-ignition engine) is an internal combustion engine that uses the heat of compression to initiate ignition to burn the fuel that has been injected into the combustion chamber.A diesel engine is basically have four stroke reciprocating mechanism. The piston reciprocates in the cylinder between two fixed positions called the top dead center (TDC) the position of the piston when it forms the smallest volume in the cylinder and the bottom dead center (BDC) the position of the piston when it forms the largest volume in the cylinder. The distance between the TDC and the BDC is the largest distance that the piston can travel in one direction, and it is called the stroke length of the engine.

Figure 2 Diesel Cycle[1]

Intake-It is the process of filling the cylinder with the proper air-fuel mixture through the intake valve. Compression-the process of compressing the air-fuel mixture in the cylinder to make it more combustible. Exhaust- the process of releasing the exhaust out of the cylinder through the exhaust valve. Exhaust- the process of releasing the exhaust out of the cylinder through the exhaust valve.
Figure 1 Stroke Diesel

II.

EXPERIMENT

The experiment was done on a typical diesel engine test rig which used a maruti swift engine. The engine is mounted on a sturdy frame. The engine and dynamometer are coupled using standard coupling. A standard air tank is fitted with a differential pressure sensor for measuring the actual volume of air drawn into the cylinder. There are thermocouples to measure the temperature at various points. Rotameters are also provided for measuring the flow rates of calorimeter and engine water flow. There is attached set computer set up as shown in the figure through which we control measure all the measurable parameters so human error is reduced. Also it has software which records the engine properties at every half angle rotation and exporting into an excel sheet.

Figure 5 Set up

Figure 3 Set Up

Figure 6 Computer Control Panel

III.

PROCEDURE

Figure 4 Set up

The engine was started at no load and allowed idling for some time till the engine warm up. Then at no load condition measure the parameters such as RPM, fuel consumption rate were measured using stopwatch, pressure using the manometer, calorimeter water flow and cooling water flow rate using rotameter, temperatures from T1 to T6 using the digital thermocouple attached in the computer. Now keeping the RPM constant at 1500 we changed the load to measure again the above said parameters. Also for every load export the data into excel sheet which gives reading for pressure and volume data. IV. OBSERVATIONS TABLE 1

S. No

Load (kg)

Speed (rpm)

Time taken for 10cc fuel consumption (sec)

Manometer reading across orifice (cm ) h1 h2 1 1 1 2 4 7

Engine cooling water flow rate (ml/s) 66 62 62 60 58 56

Where, t P T Hence, TFC = 1.001357

= Time taken for 10 cc fuel consumption = Density of fuel in gm/cc (0.82 gm/cc) = 29.48 sec N 1 Vs D 2 xLx x xNo. of cylinders m3 /s 4 n 60

1 2 3 4 5 6

W 2.2 4 8 11 15.8 19

N 1499 1499 1499 1570 1590 1620

t 38.37 29.48 22.88 18.57 15.65 13.59

Brake specific fuel consumption BSFC

-12 -13 -12 -13 -15 -18

TFC kg/kWhr BP

TABLE 2

Engine Exhaust Exhaust gas Inlet cooling Calorimeter gas temp Calorimeter temp before water water water outlet after water flow calorimeter temp outlet temp calorimeter rate (C) (C) temp (C) (C) (ml/s) (C)

Air intake, V C xa x 2 gh w m3 /s a d 0 a Where, Cd = Coefficient of discharge orifice (0.62) ao = Area of orifice = A = d2/4 m2 D = Diameter of orifice H = Differential head across orifice in m w = Density of water in kg/m3 a = Density of air in kg/m3 P = Atmospheric Pressure in kg/m2 R = Gas Constant T = Ambient Temperature in K=36C Cd = 0.62 d = 30 mm h = 14 mm w = 1000 a = 1.12 P = 747 mm of Hg Hence, Va = 0.21466 m3/s Mass of air intake, ma ma =

T1 32 31 30 30 30 28 94 108 158 174 190 206

T2 57 62 79 90 99 110

T3 36 37 37 38 39 40

T4 49 51 53 57 60 64

T5 38 39 41 43 45 47

a xVa kg/s
0.245268

Frictional power, FP i) From PV diagram FP = Where, IP =

IP

IP-BP Indicated power in kW

N x number of cylinders n 60x1000

Workdone / cycle / cycle x

V.

EQUATIONS AND SAMPLE CALCULATIONS

For Reading #2[3]

Brake power, BP 2 NT kW 60x1000 WN kW C Where, N = Engine speed in rpm W = load on dynamometer in kg C = Dynamometer constant N =1499 rpm W =4 kg C = 2000 Hence BP= 1.6489 Total fuel consumption,

Work done/cycle/cycle = Area of p-v diagram x X scale factor x Y Scale factor in N-m N = Speed of engine in rpm n = no of revolutions for one cycle = 2 for four strokes Area = 0.001216246 IP = 6.077174
Aa

Air fuel ratio,

Air Flow Fuel Flow

ma mf

TFC

10x x3600 kg/hr tx1000

mf
ma mf = =

TFC kg/s 3600

0.245268 0.000278

Aa

881
V a Vs

Heat carried by exhaust gases,

Volumetric efficiency, vol

H g (m1 m2 )60xC pg x(T5 T3 ) kJ/min

0.718425 0.095218
Hg Hf

Hg % Hg

= =
%H g

D L D L N n Va Hence,

= = = = = = =

cylinder bore diameter in m Stroke length 69.6 mm 82 mm 1499 rpm 2 0.21466 m3/s

x100%

C pg

m2 xC pw x(T5 T3 ) (ma m f )60x(T1 T2 )

kJ/min

Heat unaccounted,

H u H f ( H b H c H g ) kJ/min

= 13.77746 Brake thermal efficiency BPx3600x100 b.th % TFCxCV = 23.84088 Mechanical efficiency IPx3600x100 l th % TFCxCV = 49.33214 Heat balance Heat supplied by fuel, Hf =

Where, Cpw = Specific heat of water in kJ/kg.K

m1 m2 Cpg T1 T2 T3 T4 T5 T6
Hu work % Hu

= = = = = = = = =
= = =

Hf

TFCxCV kJ/min 60

579.6906 kW/min

engine cooling water flow in kg/min Calorimeter water flow in kg/min Specific heat of exhaust gas in kJ/kgK Exhaust gas Temperature at inlet of calorimeter in K Exhaust gas Temperature at exit of calorimeter in K Inlet water temperature in K Engine cooling water outlet Temperature in K Calorimeter water outlet Temperature in K Ambient Temperature in K
754.5024-( 179.88+ 217.7621+ 0.718425) 356.1418 47.20222%

Heat equivalent to

H b BPx60 kJ/min
%H b Hb x100 % Hf

VI . GRAPHICAL PLOTS

Hb % Hb

= =

98.934 23.84088

Heat carried by cooling jacket,

H c m1xC pw x(T4 T3 ) kJ/min

%H c
Hc % Hc = =

Hc x100 % Hr
217.7621 28.86169

Graph 2 Willian Line Graph Graph 1

VII. RESULTS For the diesel engine tested the BP (brake power) comes out be 2.998 while the indicated power is 6.077174. Thus the frictional power is 3.079173772 which is calculated from the P-V graph. The mechanical efficiency comes out to be 49.33214%.The heat balanced is as indicated below. Heat Balance Sheet Heat Input kJ/min Heat Consumed kJ/min %

Heat equivalent to useful work Heat carried by cooling water 754.5024 Heat carried by exhaust gases Heat unaccounted

179.88 217.76 0.72 356.14

23.84088 28.86169 0.095218 47.20222

The power produced by the engine is indicated power (I.P.) which is not fully available for work.There are many losses occurring in the diesel engine. Some part is lost in overcoming the friction between mechanical parts thus accounting for frictional power. Besides, energy losses also account for available power reduction. Losses related to the pumping of air fuel and pushing of piston decreases efficiency to some extent. The mechanical efficiency is about 50% which is good enough for an engine. But this can be increased further if we analyze the heat balance chart. It clear from the chart that the major part of the heat energy generated is taken by the cooling water jet so that the engine remains at an optimum temperature. Also there is major portion that is unaccounted. There may be other reasons for efficiency lower than 100% e.g. incomplete combustion of fuel, additives and adulterants of fuel which may change its properties, heat losses to surrounding through radiation etc. Some measures can be adopted to improve the efficiency as changing all filters regularly, running the engine at optimum conditions, meaning low friction (modest engine speed) and low pumping work (air throttle more open). Keeping the filters changed at all service intervals will ensure optimum performance. We can also use high-performance filters to ensure your fluids and air are being filtered by a higher-quality paper, providing a less restricted flow. Upgrade the exhaust system to allow more exhaust to escape through the pipes. ACKNOWLEDGMENT We would like to acknowledge with appreciation the numerous and valuable persons whose contribution has been important in this project. We would like to thank our instructor Mr. Pradeep for his valuable help. We also thank our lab assistants for clearing our doubts. REFERENCES
[1] [2] [3] www.google.com/images http://en.wikipedia.org Lab Hand Out Thermal lab by Mr Pradeep, Assistant Professor Department of Aerospace Engineering , IIST

VIII. CONCLUSION

[4]

http://www.ehow.com/how_5602164_improve-diesel-engine-

performance.html

APPENDIX I Excel spreadsheet

Graph 3 Load 6.1

Graph 4 Load 2.2

Graph 7 load 18.2

Graph 5 Load 10.1

Graph 8 load 21.2

APPENDIX II Error Analysis

Graph 6 Load 13.2