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# FOUR CYLINDER FOUR STROKE

## PETROL ENGINE TEST RIG

With Eddy Current Dynamometer

(TD-103BH2)
FOUR CYLINDER FOUR STROKE PETROL ENGINE TEST RIG
(WITH EDDY CURRENT DYNAMOMETER AND MORSE TEST ARRANGEMENT)

1. OBJECTIVE:

To study the Multi cylinder four stroke petrol engine & its characteristics.
AIM:

To determine:

## 2.10 Heat balance sheet

3. INTRODUCTION:

The most commonly used source of power for motor vehicles, introduced by the German
engineers Gottlieb Daimler and Karl Benz in 1885. The petrol engine is a complex piece
of machinery made up of about 150 moving parts. It is a reciprocating piston engine, in
which a number of pistons move up and down in cylinders. A mixture of petrol and air is
introduced to the space above the pistons and ignited. The gases produced forces the
pistons down, generating power. The engine-operating cycle is repeated after every four
strokes (upward or downward movement) of the piston, this being known as the four-
stroke cycle. The motion of the pistons rotates a crankshaft, at the end of which a heavy
flywheel is connected. From the flywheel the power is transferred to the vehicle's driving
wheels via the transmission system of clutch, gearbox, and final drive.

4. THEORY:
THE FOUR STROKE CYCLE

The 'stroke' is simply when the piston moves either all the way up or all the way
down inside the cylinder. As you might guess, in the four-stroke engine each of
the four strokes accomplishes something different. Therefore, let's have a look at
the four strokes and see what happens:

SUCTION

The first stroke is called Suction. This is when the fuel and air mixture is drawn
into the cylinder by the piston going down and producing suction. As the piston
travels down the cylinder it creates a vacuum above it and the fuel mixture is
drawn into the cylinder in the empty space left by the piston The piston starts at
the top, the camshaft turns and pushes the tappets which causes the intake valve
to open and the piston moves down to let the engine take in a cylinder full of air
and fuel. This is also sometimes called the intake stroke.

COMPRESSION

Compression is the second of the four strokes. This is the stage when the fuel
and air mixture is compressed and forced into the top of the cylinder ready for
ignition. The camshaft has turned, pushed the tappets, which has in turn allowed
the inlet valve to return to the closed position. The piston moves back up and
compresses this fuel/air mixture. Compressing the mixture makes the explosion
more powerful. As the valves are both closed, the cylinder is sealed and the
mixture can't escape.

IGNITION

As the piston reaches the top of the compression stroke, the spark plug 'fires' and
ignites the highly compressed fuel and air mixture. The piston is then forced back
down the cylinder by the resulting explosion, turning the crankshaft and
generating the propulsion for the engine that makes the vehicle to go along the
EXHAUST

This is when the exhaust gases (after the fuel is burnt) are forced out of the
engine. Once the piston hits the bottom of its stroke, the exhaust valve opens.
The piston travels back up inside the cylinder and this time it 'pushes' the exhaust
gasses out through the now open exhaust vent. Now the engine is ready for the
next cycle, so it intakes another charge of air and gas. And we are back to the
intake stroke.

MULTIPLE CYLINDERS

The vast majority of internal combustion engines used more than one cylinder.
This is entirely a question of efficiency. The limitation of the Otto Cycle is that it
only provides power to turn the crankshaft a quarter of the time. The logical
solution is to have four cylinders with pistons turning the crankshaft so at any
time there is always one cylinder in the power stroke and the crankshaft is turned
at a fairly even rate. An even more powerful method is to use extra cylinders at
intermediate points in the cycle so that one power stroke starts before the
previous one has finished

DESCRIPTION:

Four Cylinders, Four Stroke, Petrol Engine Test Rig with Eddy Current Dynamometer

## 3. Air intake measuring arrangement.

4. Arrangement for measuring the heat carried away by cooling water from engine
jacket.

## It consists of a stator on which are fitted a number of electromagnets and a rotor

disc made of copper or steel and coupled to the output shaft of the engine. When
the rotor rotates, eddy currents are produced in the stator due the magnetic flux
set up by the passes of field current in the electromagnets. These eddy currents
oppose the rotor motion, thus loading the engine.

## Consists of self-mounting type fuel tank of suitable capacity mounted on a stand.

The stand fixed on the air tank, fuel goes from the reservoir to fuel filter through a
burette. The burette facilitates the measurement of the fuel consumption for a
definite period of time with the help of a stopwatch.

## AIR INTAKE MEASURING ARRRANGEMENT:

Consists of an air tank having on orifice plate with orifice and a manometer to
measure the flow rate of air sucked by the engine.

A R R A N G E M E N T F O R M E AS U R I N G T H E H E AT C AR R I E D AW AY B Y C O O L I N G

## WATER FROM ENGINE JACKET:

Suitable piping system is fitted to the engine for circulating the cooling water for
the engine. Thermocouples are provided to measure the inlet and outlet
temperature of cooling water. For measuring the rate of flow of cooling water, a
water meter is provided. With these entire arrangements one can find the heat
carried away by cooling water.

A R R A N G E M E N T F O R M E AS U R I N G T H E H E A T C A R R I E D A W A Y B Y E X H A U S T

GASES:

## It consists of exhaust gas calorimeter to measure the heat carried away by

exhaust gases. Exhaust gas calorimeter consists of a central tube and an outer
jacket. Exhaust gases passes through central tube and water is circulated in
outer jacket to get the maximum Temperature difference of exhaust gases at inlet
and outlet of calorimeter. The volume of water circulation is measured with the
help of water meter. Thermocouples are provided to get the inlet and outlet
temperature of exhaust gases and water circulated.
P AN E L BO ARD ARRAN G E M E N T:

## a) An ignition and starting switch to switch on the ignition circuit and to

start the engine.

## b) A Pilot lamp indicator for ignition.

c) A high voltage knife switches assembly for cutting of each cylinder for
Morse Test. With the help of the four individual knife switches each
cylinder can be cut off.

## d) Throttle valve control mechanism to control the position of the throttle in

relation to the speed of the engine.

6. UTILITIES REQUIRED:

6.1 Electricity supply; Single phase, 220VAC, 50 Hz, 5-15 Amp. Combined socke
with earth connection

6.2 Water Supply continuous @ 10 LPM at 1 Bar for engine & exhaust ga
calorimeter cooling.

## 6.7 Exhaust Emission.

7. EXPERIMENTAL PROCEDURE:

7. 1 S T A R TIN G P RO C E D U RE :

## 7.1.1 Close all the valves from V1 to V7.

7.1.2 Fill oil in the oil sump of engine. It should be in between the marks
provided on the oil dipstick. If oil level is reduced, add clean oil (SAE-
40) to the crank case by opening the cover of valve provided, at top of
engine.
7.1.3 Fill the petrol in petrol tank.
7.1.4 Fill the manometer with water up to half of its height.

7.1.5 Fill the burette with petrol by opening the valve V6, V5, V3 provided.

7.1.6 Supply the fuel to the engine by opening the valves V4.

## 7.1.8 Connect water supply to the engine.

7.1.9 Connect the pipes from engine water outlet, calorimeter water outlet to
drain.

## 7.1.13 Note down the reading of sensor T3/T4.

7.1.14 Adjust the load to zero with help of control panel button of eddy current
dynamometer.

## 7.1.15 Check the Knife switch, all should be in 'ON' position.

7.1.16 Start the engine by rotating ignition key and let it run for 5 minutes at no

## 7.1.22 Note down the temperatures by D.T.I.

7.1.23 Close the valve V5 and note down the time to consume 10-20 ml of petrol
by stop watch.

## 7.1.24 Open the valve V5.

7.1.25 Measure the flow rate of water through engine jacket with help of water
meter and stop watch for engine cooling.
7.1.26 Measure the flow rate of water through calorimeter with the help of water
meter and stop watch for calorimeter cooling.

## 7.1.27 For morse test cut 'OFF' the first cylinder.

7.1.28 Now set the RPM to previous values before cutting cylinder by reducing
load on the engine (by accelerator).

## 'ON' the first cylinder.

7.1.32 Set the RPM to the original valve (before cutting 1st cylinder) by increasing

## 7.1.33 Repeat the experiment for remaining 3 cylinders (one at a time).

7.1.34 Repeat the experiment for different load.

## 7.2.1 When the experiment is over remove load on engine by dynamometer.

7.2.2 Stop the engine.

## 7.2.3 Close the fuel supply by valve V4.

7.2.4 Close the cooling water supply to the engine and calorimeter after 10
minutes.

## 8. OBSERVATION & CALCULATION:

8.1 DATA:
Acceleration due to gravity g = 9.81 m/sec2
Calorific value of fuel Cv = 44650 kJ/kg
Co-efficient of discharge for orifice Cd = 0.64

## Specific heat of water Cp = 4.186 kJ/kg C

Density of air pa = 1.21 kg/m3
Density of water p, = 1000 kg/m3

## Density of fuel pf = 720 kg/m3

Diameter of orifice do = 0.027 m
Diameter of piston D = 0.084 m
Stoke length of piston L = 0.082 m
Number of cylinder Nc =4
Number of cycles n =2
Mean Effective Radius Re = 0.210 m

## 8.2.a OBSERVATION TABLE:

Ta =
C (Reading of sensor T3 / T4 before starting engine)

S.No.
N (RPM)
hi (cm)
h2 (cm)
W (kg)
x (m1)
t (sec)
Ti (C)
T2 (C)
T3 (C)

T4 (C)

T6 (C)

T6 (C)

VE (Itrs)
tE (sec)
Vc (Itrs)
tc (sec)

## 8.2.b OBSERVATION TABLE (MORSE TEST):

S.No.

W..1 (kg)
NA (RPM)
W-2 (kg)
N.2 (RPM)
W.3 (kg)
14.3 (RPM)

W-4 (kg)
NLet (RPM)

8.3 CALCULATIONS:

T = W xg x R e ( N - n )

2x7TxNxT
BP = ________ (kW)
60 x 1000

W = x x Pf
(kg/sec) f

t 106

' BP

Hf Wf x Cv (kW)

71BT = BP
x 100 (%) Hf

VE * PW

MEW
t E 103 (kg/sec)

Mcw Vc Pw
( k g / s ec )
tc 103

r-t ( T 3 T 4 )

## H un = H f BP + ( Hexh + HECW) (kW)

x ao\12gH (m3 /sec)

77-xD2xLxNxN
c (m3/sec)
vs 4x60xn

1
7vol _____ x 100 (%)
Qa
vs

MORSE TEST:

## T_1 = (WI ) x g x Re (N-m)

2 x iz - x N i x T ,
BP = _________________ (kW)
I
60 x 1000

1P1 = BP BP,

## When Cutting Off Second Cylinder

T = (W ) x g x Re (N-m)

2 x x N -2 X T -2 ( kW)
=
60 x 1000

1P2 = BP BP2

## When Cutting Off Third Cylinder

T_3 = x g x Re (N-m)

BP = 2 x 7 r x N - 3 _ _ xT-3 (kW)
,

60 x 1000

1P3 = BP BP,

## When Cutting Off Fourth Cylinder

T4 = (W 4) x g x Re (N-m)
2 X 1 X N
-4 xT-4 (kW )
BP 4
60 x 1000

1P4 - BP B P4

## IP = IP1 +1P2 +/P3 + 1P4

BP
__ * 100 (%)
mech.
IP

P
17 = LHf *100 (%) IT

9. NOMENCLATURE:

## ao Area of orifice m2 Calculated

BP Brake power kW Calculated
Cd Co-efficient of discharge for orifice Given
Co Specific heat of water kJ/kg C Given
Cv Calorific value of fuel kJ/kg Given
D Diameter of piston m Given
do Diameter of orifice m Given
g Acceleration due to gravity m/sec2 Given
H Head causing flow of air through orifice m Calculated
Hccw Heat carried by water from calorimeter kW Calculated
HEcw Heat carried out by water from engine cooling kW Calculated
jacket

## Hexh Heat carried out by exhaust gases kW Calculated

Hf Heat supplied by the fuel kW Calculated
Hun Heat lost in radiation or uncounted heat kW Calculated
h1, h2 Manometer readings of high and low level cm Measured
respectively

## IP Indicated Power kW Calculated

IPi Indicated Power after cutting first cylinder kW Calculated
IP2 Indicated Power after cutting second cylinder kW Calculated
IP3 Indicated Power after cutting third cylinder kW Calculated
IP4 Indicated Power after cutting fourth cylinder kW Calculated
L Stoke length of piston m Given
mow Mass of water entering calorimeter kg/sec Calculated
MEW Mass of the entering the engine cooling jacket per kg/sec Calculated
sec
N Revolutions per minute RPM Measured
N_1 Revolutions per minute after cutting first cylinder RPM Measured
N_2 Revolutions per minute after cutting second RPM Measured
cylinder
N..3 Revolutions per minute after cutting third cylinder RPM Measured
N_4 Revolutions per minute after cutting fourth cylinder RPM Measured
Nc Number of cylinder Given
n Number of cycles Given
Qa Air consumption m3 /sec Calculated
Re Mean effective radius m Given
T Torque N-m Calculated
T1 Temperature of water at Inlet of engine C Measured
T_1 Torque after cutting first cylinder N-m Calculated
T2 Temperature of water at Outlet of engine C Measured
1_2
-
Torque after cutting second cylinder N-m Calculated
T3 Temperature of exhaust gases at inlet of C Measured
calorimeter
T_3 Torque after cutting third cylinder N-m Calculated
T4 Temperature of exhaust gases at outlet of C Measured
calorimeter

## T_4 Torque after cutting fourth cylinder N-m Calculated

T5 Temperature of water at Inlet of calorimeter C Measured
T6 Temperature of water at Outlet of calorimeter C Measured
Ta Ambient air temperature C Measured
t Time taken to consume x ml of fuel sec Measured
t, Time for VC sec Measured
tE Time for VE sec Measured
Vc Volume of water flows through calorimeter Ltrs Measured
VE Volume of water flows through engine Ltrs Measured
Vs Swept Volume m3/sec Calculated
W Dial balance weight kg Measured

## W-1 Dial balance weight after cutting first cylinder kg Measured

W-2 Dial balance weight after cutting second cylinder kg Measured
W3 Dial balance weight after cutting third cylinder kg Measured

## W-4 Dial balance weight after cutting fourth cylinder kg Measured

Wf Fuel consumption kg/sec Calculated

## WSf Specific fuel consumption kg/kW-sec Calculated

x Volume of fuel consumed ml Measured

## Pa Density of air kg/m3 Given

pw Density of water kg/m3 Given

## nmech Mechanical efficiency % Calculated

rivoi. Volumetric efficiency % Calculated
pf Density of petrol kg/m3 Given

10. P R E C AU TI O N & M AI N TE N AN C E I N S TR U C TI O N S :

10.1 Change engine oil after every 100 hours of total running or 6 months whichever is
earlier.

## 10.2 Open cold water supply to the engine before starting.

10.3 Fuel tank and fuel line should be clean and free from foreign particles.

10.4 The Morse test should be carried out only after the engine running conditions are
stabilized at the required BHP.

10.5 When a cylinder is cut off adjust the speed and load of the engine quickly
because large time laps might result in the change in the working conditions of
the engine.

10.6 Do not attempt to cut off two cylinders simultaneously, since it can develop
severe engine vibration.

11. TROUBLESHOOTING:
If the engine heats up, check the water supply to the engine jacket.

11.2 If engine does not start and the battery indicator not glow, check the battery if
Discharged, charge it.