IC ENGINE LAB REPORT -1

Submitted by: Vivek D.S (ME12B1044) & Srimaya Padhi (ME12B1043)

Batch 2
Experiment date : 08-01-15

INTRODUCTION
An internal combustion engine (ICE) is an engine where the combustion of a fuel
occurs with an oxidizer (usually air) in a combustion chamber that is an integral part
of the working fluid flow circuit. In an internal combustion engine the expansion of
the high-temperature and high-pressure gases produced by combustion apply direct
force to some component of the engine. The force is applied typically to pistons,
turbine blades, or a nozzle. This force moves the component over a distance,
transforming chemical energy into useful mechanical energy. The first commercially
successful internal combustion engine was created by tienne Lenoir around 1859
The term internal combustion engine usually refers to an engine in which
combustion is intermittent, such as the more familiar four-stroke and two-stroke
piston engines, along with variants, such as the six-stroke piston engine and the
Wankel rotary engine. A second class of internal combustion engines use continuous
combustion: gas turbines, jet engines and most rocket engines, each of which are
internal combustion engines on the same principle as previously described.Firearms
are also a form of internal combustion engine

EXPERIMENTAL SETUP
Engine Details :
ICEngine set up under test is Research Diesel having power 3.50 kW @ 1500
rpm which is 1 Cylinder, Four stroke , Constant Speed, Water Cooled, Diesel
Engine, with Cylinder Bore 87.50(mm), Stroke Length 110.00(mm),
Connecting Rod length 234.00(mm), Compression Ratio 17.50, Swept volume
661.45 (cc)
Combustion Parameters :
Specific Gas Const (kJ/kgK) : 1.00, Air Density (kg/m^3) : 1.17, Adiabatic
Index : 1.41, Polytrophic Index : 1.28, Number Of Cycles : 10, Cylinder
Pressure Referance : 4, Smoothing 2, TDC Reference : 0

Performance Parameters :
Orifice Diameter (mm) : 20.00, Orifice Coeff. Of Discharge : 0.60,
Dynamometer Arm Legnth (mm) : 185, Fuel Pipe dia (mm) : 12.40, Ambient
Temp. (Deg C) : 27, Pulses Per revolution : 360, Fuel Type : Diesel, Fuel
Density (Kg/m^3) : 830, Calorific Value Of Fuel (kj/kg) : 42000

RESULTS AND OBSERVATIONS

Q1:
The following results and plots were obtained for the given engine specifications for
the loads 0 through 10 kgs at approximate intervals of 2. Further the experimental
results were verified numerically using the standard text book formulae and the
numeric data provided by the software. For easy comparison both were plotted on
the same graph and the tables have been omitted.

It is evident form the experimental data that as the load increases the indicated
power also increases in a linear fashion. Theoretically ,

Plugging in the appropriate values the numerical values for IP were calculated and
has been plotted below

Load vs Indicated Power

3.5
3
2.5
2
Indicated
(Measured)
Indcated Power
(kW) Power
1.5

Indicated Power (Calculated)

1
0.5
0
0

10

12

Load (kg)

Load vs Break Power

4
3.5
3
2.5
2
Break Power
(measured)
Break Power (kW)

Break Power (calculated)

1.5
1
0.5
0

Load (kg)

10

12

T =Load Armlength
Arm length = 185 mm

Load vs Torque
25
20
15
Torque (measured)

Torque (Nm)

Torque (calculated)

10
5
0

Load (kg)

10

12

Load vs IMEP
4.5
4
3.5
3
2.5

IMEP (bar)

IMEP (measured)

IMEP (calculated)

1.5
1
0.5
0

10

12

Load (kg)

Load vs SFC
45
40
35
30
25
SFC (measured)
Specific Fuel Consumption
(kg/kWh)

SFC (calculated)

20
15
10
5
0

Load (kg)

10

12

Q2:
For obtaining the Indicated Pressure the load value is chosen to be 10 kg and
from the perfomance report for the same load the following graphs for P-V graph
and P graphs have been obtained. These graphs have been compared against
the graphs obtained from the numerical data provided

Pressure vs Crank Angle

70
60
50
40

Pressure (bar)

30
20
10
0
-10

100

200

300

400

500

Crank angle(degree)

600

700

800

Pressure - Volume
70
60
50
40

Pressure (bar)

30
20
10
0
-10

100

200

300

400

500

600

700

800

Cylinder volume (cc)

From the P V graph for the load 10kg we have obtained the value for Indicated
Power to be 3.3 kWh where as the measured value being 2.87 kWh. This change in
the assessed value is about 13% error. The reasons for such a change might be the
inaccuracies in instrumentation or the errors in numerical integration

Q3:
It can be observed form the above plotted graphs that as the value of the
load increase there is an almost linear increase in the values of the Indicated Power,
Brake Power, Torque and Indicated Mean Effective Pressure. This observation is in
agreement with the day to day observation of the increase in engine behavior under
heavy loads
This observation can be explained on the basis of the understanding that as
the load on the engine increases it directly calls for a required increase in the shaft
work of the engine. An increase in the shaft work can only be attained by increasing
the amount of fuel being burned in the engine. Hence as the amount of fuel being
burned is increased with the increase in load then more chemical energy is being
converted into heat energy and subsequently into work. Hence there is a direct
increase in the IP and BP values of the engine as they only differ by frictional loses
which are not necessarily dependent on the engine load
The same explanation also holds good for the increase in the value of the
engine torque. Torque in the engine is directly proportional to the load on the engine
as

T =Load Armlength
Hence the increase in the load linearly increase the torque. Now an increase in
torque means increased shaft wok and hence this effects cascades with previous
mentioned increase in IP and BP

In the given study as the RPM of the engine being constant the indicated
Mean effective pressure IMEP is proportional only to the variations in Indicated
power IP . Hence as the IP increases IMEP also increases.

Q4:
The following graph shows that for the given operating conditions the overall
equivalence ratio for the diesel engine remains in the lean regions only and do not
go to the rich regions. It is also known that the diesel engines usually operate under
lean conditions.

This lean overall extreme lean equivalence ratio of the diesel engine do not
necessarily mean that the engine is not burning sufficient fuel. The net intake
though being lean, there are pockets of high fuel concentration formed when the
fuel is being injected into the cylinders. It is these fairly stoichiometric or rich
regions that gets properly ignited under high pressure . These ignited flame fronts
expand and burns the rest of the fuel that is distributed throughout the combustion
chamber. Hence although diesel engines have a lean nature overall it gets proper
ignition for the fuel distribution within the cylinder.

Equvalnce ratio
0.6
0.5
0.4

Equivalence

0.3
0.2
0.1
0

Load(kg)

10

12