SINGLE-CYLINDER FOUR-STROKE PETROL ENGINE

WITH ELECTRICAL DYNAMOMETER

Aim : To conduct a performance testing on single cylinder four stroke petrol

engine.

Theory : The internal combustion engine is an engine in which the combustion

of a fuel occurs with an oxidizer in a combustion chamber. In an ICE the
expansion of the high temperature and pressure gases, which are produced by the
combustion , direct applies force to a movable component of the engine by moving
it over a distance , generate useful mechanical engineering.

All internal combustion engines depend on the exothermic chemical process of

combustion. The reaction of a fuel, typically with oxygen from the air. The
combustion process typically result in the production of a great quantity of heat, as
well as the production of steam and carbon dioxide and other chemical at very high
temperature, the temperature reached is determined by the chemical mack up of the
fuel and oxidizers.

The principle behind any reciprocating ice engine : if you put a tiny amount of a
high energy fuel in a small, enclosed space and ignite it ; an incredible amount of a
energy is released in the form of expanding gas.

 Classification of a I C Engines :-

Internal combustion engine may be classified as given below :

A. According to cycle of operation :

 Two- stroke engine
 Four- stroke engine

B. According to cycle of combustion :

 Otto cycle engine

 Diesel cycle engine
 Dual cycle engine

C. According to the fuel employed and the method of fuel supply to the engine
cylinder :

 Petrol engine
 Diesel engine
 Oil , Gas engine

D. According to the method of ignition :

 Spark ignition (S.I. ) engine
 Compression ignition (C.I.) engine

E. According to method of cooling the cylinder :

 Air cooled engine

 Water cooled engine
F. According to number of cylinders :

 Single- cylinder engine

 Multi- cylinder engine

 Different parts for I.C engines :

Cylinder , cylinder head, piston, piston rings, gudgeon pin, connecting road,
crank-shaft, engine bearing, crank case, flywheel, governor, cam shaft, valves
and valve operating mechanism.

 Parts for petrol engine only :

Spark plug, Carburetor, Fuel pump

 Parts for diesel engine only :

Fuel pump, Injector

 Four Stroke Petrol-Engine :

The Four-stroke cycles refers to its use in petrol engines, gas engines, light
oil engine and heavy oil engines in which the mixture of air fuel are drawn in
the engine cylinder. Since ignition in these engine is due to a Spark, there for
they are also called as a spark ignition engines.
a. Suction Stroke or Intake Stroke

In this stroke the inlet valve opens and proportionate fuel-air mixture is sucked
in the engine cylinder. Thus the piston moves from top dead centre (T.D.C) to
bottom dead centre (B.D.C). The Exhaust valve remains closed throughout the
stroke.

b. Compression Stroke

In this stroke both the inlet and exhaust valve remains closed during the stroke.
The piston moves towards (T.D.C) and compressed the enclosed fuel-air
mixture drawn. Just before the end of this stroke operating plug initiate a spark
which is ignites the mixture and the combustion takes place at a constant
pressure.

c. Power Stroke or Expansion Stroke

In this stroke both the inlet valve remain closed during the start of this stroke
but when the piston just reaches the B.D.C. the exhaust valves opens. When the
mixture is ignited by the spark plug the hot gases are produced which drive or
throws the piston from T.D.C to B.D.C and thus the work is obtained in this
stroke.

d. Exhaust Stroke

Exhaust Stroke is the last stroke of the cycle. Here the gas from which the work
has been collected becomes useless after the competition of the expansion
stroke and are made the escape through exhaust valve to atmosphere. This
removal of gas is accomplished during this stroke. The piston moves from
B.D.C to T.D.C. and the exhaust gases are driven out of the cylinder. This is
also called “Scavenging”
 Theoretical Diagram of P.V. of Petrol Engine

1.8 Working Principle of Electrical Dynamometer

Generators use an armature surrounded by a set of unmoving field coils, likes a

DC motor. The field coils are powered and the regulator controls current to the
fields to control the output of the generator. As the armature turns, electrical
current is induced in its windings.

One of the greatest advantages of generator was very clean electrical output,
since they produced pure DC. However, all the current had to travel through the
brushes and brush leads, this produced a lot of heat, and when the brushes
would pass over the bars in the commutator, small electrical arcs would be
produced, which shortened the life of brush. To counter this, the brushes were
made very hard, which more out the commutator faster. Because all current
travelled through the brushes, most generators had maximum output of 50
amps.
 Generator also needed a cut-out relay to disengage power to the generator when
not charging. This was done so that the generator would not pick up the power
and turns into a motor, burning out when not being spun by the engines.

𝑽 ×𝑰 𝟏
Brake Power (B.P.) = × (Kw)
𝟏𝟎𝟎𝟎 𝜼𝒈

Where,

1. V = Voltmeter Reading
2. I = Ammeter Readings
3. 𝜂𝑔 = Generator Efficiency = 65%

1.9 Exhaust Gas Calorimeter

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.

The arrangement of the exhaust gas calorimeter is shown in fig

 Exhaust Gas Calorimeter

The exhaust gases from the engines 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 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.
2.0 Test Rig Control panel

Burette For measuring the fuel consumption per unit time.

Manometer For measuring the air consumption.

Temperature Indicator For measuring the temperature at various locations.

2.1 Experimental Procedure

1. Before starting the engine check the fuel supply, lubrication oil, and availability
of cooling water.

2. Set the dynamometer to zero load and run the engine till it attain the working
temperature and steady state condition.

3. Note down the fuel consumption rate, Engine cooling water flow rate,inlet and
outlet temperature of the engine cooling water , Exhaust gases cooling water flow
rate, Air flow rate, and Air inlet temperature.

4. Set the dynamometer to 20% of the full load, till it attains the steady stste
condition. Note down the fuel consumption rate, Engine cooling water flow rate,
inlet and outlet temperature of the engine cooling water, Exhaust gases cooling
water flow rate, Air flow rate, and Air inlet temperature.

5. Repeat the experiment at 40%, 60%, and 80% of the full load at constant speed.

6. Disengage the dynamometer and stop the engine.

7. Do the necessary calculation and prepare the heat balance sheet.

Precautions

Do not start engine in loaded conditions

Do not stop engine in loaded condition

Engine should be run at least once a week

2.2 Observation

1. Specifie gravity of petrol 0.739 Kg / m3

2. Calorific value petrol 42000KJ/Kg

3. Diameter of orifice (d) 0.014 m

4. Coefficient of discharge of orificemeter (cd) 0.65

5. Density of Air at room Temperature (Pa) 1.2 Kg/m3

6. Specific heat of exhaust gas (CP g) 1.05 KJ/Kg – 0 K

7. Specific het of water (CP g) 4.184 KJ/Kg – 0K

8. Density of exhaust gas 1 Kg/ m3

9. Density of water (P w) 1000 Kg/ m3

10. Density of petrol (P a) 737.22 Kg/m3

2.3 Single Cylinder Four Strock Petrol Engine Specifications(HONDAGX160)
 Engine Type
 Bore x strock
 Displacement
 Net power output
 POT shaft Rotation
 Compression Ratio
 Lamp/charge coil options
 Carburettor
 Ignition system
 Starting System
 Lubrication System
 Governor system
 Air cleaner
 Oil Capacity
 Fuel Tank Capicity
 Fuel
 Dry Weight
Air-cooled 4-strock OHV
68 X 45 mm
163 cm3
4.8HP (3.6 kW)@3,6000rpm
counter clockwise (from POT shaft side)
9.0:1
25W , 50W / 1A , 3A, 7A –
Butterfly
Transistorized magneto
Recoil Starter
splash
Centerifugal Mechanical
Dual Element
0.61US qt. (0.58 L)
3.3 U.S .qts. (301 litters)
Unleaded 86 octane or higher
33 lbs. (15.1 Kg)
TABULAR COLUMN(PERFOMANCE TEST OF ENGINE):

Sr. Load Speed Manometer Time Temperatures Voltmeter

0
No (N) Difference required for C &
RPM (hw) mm 50 ml fuel Ammeter
consumption Readings
T1 T2 T3 T4 V I

1. Heater
1
2. Heater
2
3. Heater
3
4. Heater
4
5.
6.

 Flow of Water from exhaust gases calorimeter -……… (Kg/s)

(1Litter=0.98kg)

Thermocouple Locations

 T1= Exhaust Gas inlet Temp.

 T2= Exhaust Gas outlet Temp.
 T3= Water inlet Temp. to exhaust gas calorimeter
 T4= Water outlet Temp. From exhaust gas calorimeter
2.2 CALCULATION

1. Fuel consumption (Kg/s)

50ml ×10−6 × 𝜌
Fuel consumption (Mf) = (Kg/s)
𝑡

Where,

1. Ρ = Density of Petrol = 737.22 (Kg/m3)

2. Here, 1ml = 10-3 litters

1000 litters = 1 m3

So, 1 ml = 10-3 m3

3. t = time required for 50 ml fuel consumption (s)

2. Brake Power (Kw)

𝑉 ×𝐼 𝐼
Break Power (B.P.) = × (Kw)
1000 𝜂𝑔

Where,

4. V = Voltmeter Reading
5. I = Ammeter Reading
6. 𝜂𝑔 = Generator Efficiency = 65%

3. Break Thermal Efficiency (%)

𝐵.𝑃.
Break Thermal efficiency (𝜂𝐵𝑡ℎ ) = × 100 %
𝑀𝑓 ×𝐶.𝑉.
Where,

1. C.V. = Calorific value of Petrol = 42000(kJ/kg)

2. Mf = Fuel Consumption =……….. (Kg/s)
3. B.P. = Break Power = …………. (Kw)

4. Heat energy available from the fuel brunt (KJ/hr)

Qs = Mf × C.V. × 3600 (KJ/hr)

5. Heat energy equivalent to output break power (KJ/hr)

QB.P. = B.P. × 3600 (KJ/hr)

6. Heat energy lost to engine cooling water (KJ/hr)

QCW = mw × Cpw (t6-t5) × 3600 (KJ/hr)

Where
1. Mw = Mass of water (Kg/s)
2. Cpw = Specific Heat of water = 4.184 (KJ/Kg- 0K)
3. T4 = Outlet Temperature fro Exhaust gas calorimeter
= 0C + 273 =……… (K)
4. T3 = Inlet Temperature from exhaust gas calorimeter
= 0C + 273 =………. (K)
7. Heat energy carried away by the exhaust gases (KJ/hr)

QEG = mw × Cpw × (t4 – t3) ×3600 (KJ/hr)

Where,
1. mw = Mf + Mair (Fuel consumption + mass of air) (Kg/s)
2. Cpw = Specific heat of water = 4.184 (KJ/Kg – 0K)
3. 𝑡4 = Outlet Temperature from Exhaust gas Calorimeter
=0 C + 273 =……… (K)
4. 𝑡3 = Inlet temperature from Exhaust gas calorimeter
= 0C + 273 =………. (K)
8. Mass of Air (Kg/s)

Mair = Cd × Ao × √2𝑔ℎ𝑤 (𝜌𝑤 /𝜌𝑎 ) (Kg/m)

Where,
1. Cd = Coefficient of Orifice meter = 0.6
2. Ao = Area of Orifice meter = 1.539 × 10-4 (m2)
3. ℎ𝑤 = Manometer Difference =…………(m)
4. 𝜌𝑤 = Density of water = 1000 Kg/m3
5. 𝜌𝑎 = Density of Air = 1.2 Kg/m3

9. Unaccounted heat energy loss (KJ/hr)

𝑄𝑢𝑛𝑎𝑐𝑐𝑜𝑢𝑛𝑡𝑒𝑑 = Qs – {QBP + QCW + QEG} (KJ/hr)

2.7 Heat Balance Sheet

Heat KJ/hr % Heat Energy KJ/hr %

Energy Consumed
Supplied (Distribution)
Heat 100% a) Heat energy
Energy Equivalent to
available output break
from the power. (QBP)
fuel burnt b) Heat energy lost
(Qs) to engine
cooling water.
(QCW)
c) Heat energy
carried away by
exhaust gases.
(QEG)
d) Unaccounted
heat Energy
loss.
(𝑸𝐮𝐧𝐚𝐜𝐜𝐨𝐮𝐧𝐭𝐞𝐝 )
Total 100% Total