Bharati Vidyapeeth Kolhapur

I.C.Engine Lab Manual

Experiment no.:Title: - To study VCR engine test set up by manual mode and computerized
mode.
Performed date:-

Department of Mechanical Engineering

Page 1

Bharati Vidyapeeth Kolhapur

I.C.Engine Lab Manual

Description
The setup consists of single cylinder, four stroke, VCR (Variable Compression Ratio) Diesel
engine connected to eddy current type dynamometer for loading. The compression ratio can be
changed without stopping the engine and without altering the combustion chamber geometry
by specially designed tilting cylinder block arrangement. Setup is provided with necessary
instruments for combustion pressure and crank-angle measurements. These signals are
interfaced to computer through engine indicator for PPV diagrams. Provision is also made
for interfacing airflow, fuel flow, temperatures and load measurement. The set up has standalone panel box consisting of air box, two fuel tanks for duel fuel test, manometer, fuel
measuring unit, transmitters for air and fuel flow measurements, process indicator and engine
indicator. Rotameters are provided for cooling water and calorimeter water flow measurement.
The setup enables study of VCR engine performance for brake power, indicated power,
frictional power, BMEP, IMEP, brake thermal efficiency, indicated thermal efficiency,
Mechanical efficiency, volumetric efficiency, specific fuel consumption, A/F ratio and heat
balance. Labview based Engine Performance Analysis software package EnginesoftLV is
provided for on line performance evaluation.

Schematic arrangement

Department of Mechanical Engineering

Page 2

Bharati Vidyapeeth Kolhapur

I.C.Engine Lab Manual

Specifications
Product VCR Engine test setup 1 cylinder, 4 stroke, Diesel (Computerized)
Product code 234
Engine Make Kirloskar, Type 1 cylinder, 4 stroke Diesel, water cooled, power 5 kW at
1500 rpm, stroke 110 mm, bore 87.5 mm. 661 cc, CR 17.5, Modified to VCR engine
Compression Ratio range 12 to 18
Dynamometer Type eddy current, water cooled, with loading unit
Propeller shaft With universal joints
Air box M S fabricated with orifice meter and manometer
Fuel tank Capacity 15 lit with glass fuel metering column
Calorimeter Type Pipe in pipe
Piezo sensor Range 5000 PSI, with low noise cable
Crank angle sensor Resolution 1 Deg, Speed 5500 RPM with TDC pulse.
Data acquisition device NI USB-6210, 16-bit, 250kS/s.
Piezo powering unit Make-Cuadra, Model AX-409.
Digital milivoltmeter Range 0-200mV, panel mounted
Temperature sensor Type RTD, PT100 and Thermocouple, Type K
Temperature Type two wire, Input RTD PT100, Range 0100 Deg C, transmitter
Output 420 mA and Type two wire, Input Thermocouple, Range 01200 Deg C,
Output 420 mA
Load indicator Digital, Range 0-50 Kg, Supply 230VAC
Load sensor Load cell, type strain gauge, range 0-50 Kg
Fuel flow transmitter DP transmitter, Range 0-500 mm WC
Air flow transmitter Pressure transmitter, Range (-) 250 mm WC
Software EnginesoftLV Engine performance analysis software
Rotameter Engine cooling 40-400 LPH; Calorimeter 25-250 LPH
Pump Type Monoblock
Overall dimensions W 2000 x D 2500 x H 1500 mm
Optional Computerized Diesel injection pressure measurement
Shipping details
Gross volume 2.46m3, Gross weight 808kg, Net weight 528kg
Department of Mechanical Engineering

Page 3

Bharati Vidyapeeth Kolhapur

I.C.Engine Lab Manual

Installation requirements
Electric supply
Provide 230 +/- 10 VAC, 50 Hz, single phase electric supply with proper earthing.
(Neutral Earth voltage less than 5 VAC)
5A, three pin socket with switch (2 Nos.)
Water supply
Continuous, clean and soft water supply @ 1000 LPH, at 10 m. head. Provide valve with
1 BSP hose terminal connection
Computer
IBM compatible with standard configuration. Typical configuration as follows: CPU:
Pentium 300 GHz, RAM: Min. 512 MB, CD ROM drive, USB Port.
OS: Windows XP + SP2.
Monitor: Screen resolution 1280x1024.
Space
L3300 mm x W3200 mm x H1700 mm (Refer foundation drawings)
Drain
Provide suitable drain extension arrangement (Drain pipe 65 NB/2.5 size)
Exhaust
Provide suitable exhaust extension arrangement (Exhaust pipe 32 NB/1.25 size)
Foundation
Refer foundation drawings Foundation234(1) and Foundation234(2)
Fuel, oil
Diesel@10 lit.
Lubrication Oil @ 3.5 lit. (20W40)

Department of Mechanical Engineering

Page 4

Bharati Vidyapeeth Kolhapur

I.C.Engine Lab Manual

Experiments
1 Study of VCR engine performance in computerized mode
Object
To study the performance of 1 cylinder, 4 strokes, Diesel engine connected to eddy
current dynamometer in computerized mode.
Adjustment of the compression ratio

Slightly loosen the 6 nos. vertical Allen (socket headed) bolts provided on both
sides of the tilting cylinder block.

Loosen the lock nut of the Adjuster and rotate the Adjuster by using spanner for
tilting the cylinder block.

Adjust the desired compression ratio by referring the scale provided on the CR
indicator (near the Adjuster)

Tighten the lock nut of the Adjuster.

Gently tighten the vertical Allen bolts (6 nos.).

Procedure
Ensure that all the nut bolts of engine, dynamometer, propller shaft, base frame
are properly tightened.

Ensure that sufficient lubrication oil is present in the engine sump tank. This can
be checked by marking on the level stick

Ensure sufficient fuel in fuel tank. Remove air in fuel line, if any.

Switch on electric supply and ensure that PPU (Piezo powering unit), DLU
(Dynamometer loading unit), Load indicator and Voltmeter are switched on.

Start Computer and open "EngineSoftLV" (Double click "EngineSoftLV" icon on

the desktop) Select "Engine Model" open "Configure" in View. Check
configuration values & system constants with the values displayed on engine
setup panel. "Apply" the changes, if any. Click on "PO- PV Graphs" tab.

Start water pump. Adjust the flow rate of "Rotameter (Engine)" to 250-350 LPH
and "Rotameter (Calorimeter)" to 75-100 LPH by manipulating respective globe
valves provided at the rotameter inlet. Ensure that water is flowing through
dynamometer at a pressure of @ 0.5 to 1 Kg/cm2.

Keep the DLU knob at minimum position.

Change the Fuel cock position from "Measuring" to "Tank"

Department of Mechanical Engineering

Page 5

Bharati Vidyapeeth Kolhapur

I.C.Engine Lab Manual

Start the engine by hand cranking and allow it to run at idling condition for 4-5

minutes.
Click on "Scan Start" on the monitor

Ensure that Speed, Temperatures and Manometer reading are correctly displayed
on the PC. These readings should tally with those displayed on the engine panel.

Increase the load on the engine by rotating knob on the DLU and confirm the load
reading on the indicator and computer are same.

Adjust DLU knob and to set 0.5 kg load on Load Indicator. Wait for 3 mins.,
ensure that load is constant during this period. Change the Fuel cock position
from "Tank" to "Measuring". Click "Log on" on. The fuel metering is ON for
next 60 seconds. During first 30 seconds enter engine water flow, calorimeter
jacket cooling water flow in LPH (and compression ratio for VCR engine). Click
OK after recording fuel reading. Enter the file name under which the records to
be stored. The first reading data is now saved. Change the Fuel cock position
from "Measuring" to "Tank".

Adjust DLU knob and to set 3 kg load on Load Indicator. Wait for 3 mins., ensure
that load is constant during this period. Change the Fuel cock position from
"Tank" to "Measuring". Click "Log on" on. The fuel metering is ON for next 60
seconds. During first 30 seconds enter engine water flow, calorimeter jacket
cooling water flow in LPH (and compression ratio for VCR engine). Click OK
after recording fuel reading. The second reading data is now saved. Change the
Fuel cock position from "Measuring" to "Tank".

Repeat above step for various loads e.g. 6, 9,12,15,18 kg. (For VCR engine do
not exceed 12 Kg load.)

After finishing all the readings remove the load on the engine by DLU, Click
"Scan Stop" on PC.

Stop the engine by pressing engine stop lever. Allow the water to circulate for
about 5 minutes for engine cooling and then Stop the pump.

Click "File Open" on PC, Select the File under which the readings are stored and
click "OK". On all the screens the first reading (of 0.5kg) is shown. To view next
readings click "Next Data".

The results are displayed on all the three screens. For printing the results click
"Print" and select appropriate option.

Department of Mechanical Engineering

Page 6

Bharati Vidyapeeth Kolhapur

I.C.Engine Lab Manual

Click "File Close" after printing & checking. Click "Exit" and then Shut Down
the computer.

EnginesoftLV Configuration data

Setup constants (Default values)
1 Pulses per revolution: 360
2 No. of cycles: 10
3 Fuel pipe diameter (mm):12.40
4 Fuel measuring interval (sec):60
5 Fuel display bias: As reqd.
6 Orifice diameter (mm): 20
7 Dynamometer arm length (mm):185
8 Speed scanning interval (ms): 2000
9 Plot reference for cylinder pressure: as reqd
10 Plot reference for Diesel pressure: as reqd
Theoretical constants
1 Use default values: Yes
2 Fuel density (kg/m^3): 830
3 Calorific value of fuel (KJ/Kg): 42000
4 Orifice coef of discharge: 0.60
5 Sp heat of exhaust gas (Kj/Kj.K): 1.00
6 Max. sp. heat. Of Exhaust Gas (KJ/Kg.k): 1.25
7 Min sp. heat of exhaust gas (KJ/Kg.k): 1.00
8 Sp heat of water (KJ/Kg.K): 4.186
9 Air density Kg/m^3): As displayed
10 Ambient temperature (Deg C): Ambient temperature.
Graph X axis
Load (Kg) 0 to 20 kg
Plot details
Diesel plot : Yes or No

Department of Mechanical Engineering

Page 7

Bharati Vidyapeeth Kolhapur

I.C.Engine Lab Manual

2 Study of VCR engine performance (Manual mode)

Object
To study the performance of 1 cylinder, 4 stroke, Diesel engine connected to eddy
current dynamometer in manual mode
Adjustment of the compression ratio

Refer Expt no. 1 and adjust VCR for desired compression ratio.

Procedure
Ensure cooling water circulation for eddy current dynamometer and piezo sensor,
engine and calorimeter.

Start the set up and run the engine at no load for 4-5 minutes.

Gradually increase the load on the engine by rotating dynamometer loading unit.

Wait for steady state (for @ 3 minutes) and collect the reading as per
Observations provided in Cal234 worksheet in Engine.xls.

Gradually decrease the load.

Fill up the observations in Cal234 worksheet to get the results and performance
plots.

Department of Mechanical Engineering

Page 8

Bharati Vidyapeeth Kolhapur

I.C.Engine Lab Manual

3 Study of valve timing diagram

Object
To study valve timing diagram

Valve Timing Diagram

Engine Kirloskar (TV1) 1Cylinder, 4Stroke, Diesel

1 TDC 5

Compression

1 Inlet valve opens before TDC

2 Inlet valve closes after BDC
3 Fuel injection starts before TDC
5 Exhaust valve closes after TDC

4 Exhaust valve opens before BDC : 35.5

Exhaust

: 4.5
: 35.5 0
: 23 0
0

: 4.5

E
x

u
c

i
o

i
o

4
BDC

Procedure
Switch off the electric supply of the panel box
Open the cover on the engine head to see the rocker arms.
Lift up the decompression lever.
Note the TDC mark provided on the flywheel. (Also refer the valve timing diagram).
Slowly rotate the flywheel in clockwise direction looking from dynamometer side.
Identify inlet valve and exhaust valve rocker arms
Observe the movement of rocker arms and understand the valve opening and closing.
To observe fuel injection it is necessary to remove fuel injector.

Department of Mechanical Engineering

Page 9

Bharati Vidyapeeth Kolhapur

I.C.Engine Lab Manual

Performance of I.C. Engine

Indicated thermal efficiency (t): Indicated thermal efficiency is the ratio of energy in
the indicated power to the fuel energy.
t = IndicatedPower / FuelEnergy
IndicatedPower(KW ) 3600
t (%) =

100
FuelFlow(Kg / Hr) CalorificValue(KJ / Kg)

Brake thermal efficiency (bth): A measure of overall efficiency of the engine is given by
the brake thermal efficiency. Brake thermal efficiency is the ratio of energy in the brake
power to the fuel energy.
bth = BrakePower / FuelEnergy
BrakePower(KW ) 3600
bth (%) =

100
FuelFlow(Kg / Hr) CalorificValue(KJ / Kg)

Mechanical efficiency (m): Mechanical efficiency is the ratio of brake horse power
(delivered power) to the indicated horsepower (power provided to the piston).
m = BrakePower / IndicatedPower
and Frictional power = Indicated power Brake power
Following figure gives diagrammatic representation of various efficiencies,
Energy lost in exhaust, coolant, and radiation

Energy lost in friction, pumping etc.

Energy
IP
in fuel
(A
)

(B)
BP
(C)

Indicated thermal efficiency = B/A Brake

Thermal efficiency = C/A
Mechanical efficiency = C/B

Department of Mechanical Engineering

Page 10

Bharati Vidyapeeth Kolhapur

I.C.Engine Lab Manual

Volumetric efficiency (v): The engine output is limited by the maximum amount of air
that can be taken in during the suction stroke, because only a certain amount of fuel can
be burned effectively with a given quantity of air.
Volumetric efficiency is an indication of the breathing ability of the engine and is
defined as the ratio of the air actually induced at ambient conditions to the swept volume
of the engine. In practice the engine does not induce a complete cylinder full of air on
each stroke, and it is convenient to define volumetric efficiency as:
Mass of air consumed
v (%) = -------------------------------------------------------------------------mass of flow of air to fill swept volume at atmospheric conditions

AirFlow(Kg / Hr)
v (%) =

100
/ 4 D2 L(m3 ) N (RPM ) / n NoofCyl AirDen(Kg / m3 ) 60

Where n= 1 for 2 stroke engine and n= 2 for 4 stroke engine.

Air flow:
For air consumption measurement air box with orifice is used.
/ 4 D2

AitFlow(Kg / Hr) = C

2g h

W
wat
er

/A
de
n

A 3600
de
n

den

Where Cd = Coefficient of discharge of orifice D = Orifice diameter in m

g = Acceleration due to gravity (m/s2) = 9.81 m/s2 h = Differential head across orifice (m
of water) Wden = Water density (kg/m3) =@1000 kg/m3
Wair = Air density at working condition (kg/m3) = p/RT Where
p= Atmospheric pressure in kgf/m2 (1 Standard atm. = 1.0332X104 kgf/m2) R= Gas
constant = 29.27 kgf.m/kg0k
T= Atmospheric temperature in 0k
Specific fuel consumption (SFC): Brake specific fuel consumption and indicated specific
fuel consumption, abbreviated BSFC and ISFC, are the fuel consumptions on the basis
of Brake power and Indicated power respectively.
Fuel-air (F/A) or air-fuel (A/F) ratio: The relative proportions of the fuel and air in the
engine are very important from standpoint of combustion and efficiency of the engine.
This is expressed either as the ratio of the mass of the fuel to that of the air or vice
versa.
Department of Mechanical Engineering

Page 11

Bharati Vidyapeeth Kolhapur

I.C.Engine Lab Manual

Calorific value or Heating value or Heat of combustion: It is the energy released per
unit quantity of the fuel, when the combustible is burned and the products of
combustion are cooled back to the initial temperature of combustible mixture. The
heating value so obtained is called the higher or gross calorific value of the fuel. The
lower or net calorific value is the heat released when water in the products of
combustion is not condensed and remains in the vapour form.
Power and Mechanical efficiency: Power is defined as rate of doing work and equal to
the product of force and linear velocity or the product of torque and angular velocity.
Thus, the measurement of power involves the measurement of force (or torque) as
well as speed.
The power developed by an engine at the output shaft is called brake power and is
given by
Power = NT/60,000 in kW where T= torque in Nm = WR
W = 9.81 * Net mass applied in kg. R= Radius in m N is speed in RPM
Mean effective pressure and torque: Mean effective pressure is defined as a hypothetical
pressure, which is thought to be acting on the piston throughout the power stroke.
Power in kW = (Pm LAN/n 100)/60 in bar where Pm = mean effective pressure
L = length of the stroke in m A = area of the piston in m2
N = Rotational speed of engine RPM
n= number of revolutions required to complete one engine cycle n= 1 (for two stroke
engine)
n= 2 (for four stroke engine)
Thus we can see that for a given engine the power output can be measured in terms of
mean effective pressure. If the mean effective pressure is based on brake power it is
called brake mean effective pressure (BMEP) and if based on indicated power it is
called indicated mean effective pressure (IMEP).
BrakePower(KW ) 60
BMEP(bar) =

L A(N / n) NoOfCyl 100

IndicatedPower(KW ) 60
IMEP(bar) =
L A(N / n) NoOfCyl 100

Similarly, the friction means effective pressure (FMEP) can be defined as FMEP=
IMEP BMEP
Department of Mechanical Engineering

Page 12

Bharati Vidyapeeth Kolhapur

I.C.Engine Lab Manual

4 Measurement of brake power

Measurement of BP involves determination of the torque and angular speed of the engine
output shaft. This torque-measuring device is called a dynamometer.
The dynamometers used are of following types:
I) Rope brake dynamometer: It consists of a number of turns of rope wound around the
rotating drum attached to the output shaft. One side of the rope is connected to a spring
balance and the other to a loading device. The power is absorbed in friction between the
rope and the drum. The drum therefore requires cooling.
Brake power = DN (W-S)/60,000 in kW
Where D is the brake drum diameter, W is the weight and S is the spring scale reading.
II) Hydraulic dynamometer: Hydraulic dynamometer works on the principal of
dissipating the power in fluid friction. It consists of an inner rotating member or impeller
coupled to output shaft of the engine. This impeller rotates in a casing, due to the
centrifugal force developed, tends to revolve with impeller, but is resisted by torque arm
supporting the balance weight. The frictional forces between the impeller and the fluid are
measured by the spring-balance fitted on the casing. Heat developed due to dissipation of
power is carried away by a continuous supply of the working fluid usually water. The
output (power absorbed) can be controlled by varying the quantity of water circulating in
the vortex of the rotor and stator elements. This is achieved by a moving sluice gate in the
dynamometer casing.
III) Eddy current dynamometer: It consists of a stator on which are fitted a number of
electromagnets and a rotor disc and coupled to the output shaft of the engine. When rotor
rotates eddy currents are produced in the stator due to magnetic flux set up by the passage
of field current in the electromagnets. These eddy currents oppose the rotor motion, thus
loading the engine. These eddy currents are dissipated in producing heat so that this type
of dynamometer needs cooling arrangement. A moment arm measures the torque.
Regulating the current in electromagnets controls the load.
Note: While using with variable speed engines sometimes in certain speed zone the
dynamometer operating line are nearly parallel with engine operating lines which result in
poor stability.

Department of Mechanical Engineering

Page 13

Bharati Vidyapeeth Kolhapur

I.C.Engine Lab Manual

VCR Engine calculation:The standard available engines (with fixed compression ratio) can be modified by
providing additional variable combustion space. There are different arrangements by
which this can be achieved. Tilting cylinder block method is one of the arrangements
where the compression ratio can be changed without change is combustion geometry.
With this method the compression ratio can be changed within designed range without
stopping the engine.
Calculations

Brake power (kw):

BP = 2NT
60x1000

= 2N (WxR) 60000

= 0.785xRPMx(Wx9.81)xArmlength
60000
TxN

BHP =

75x60

Brake mean effective pressure (bar):

BPx60
BMEP
/
4xD2
=
n)xNoOfCylx100

xLx(N

n = 2 for 4 stroke n = 1 for 2 stroke

Indicated power (kw) :From PV diagram

..m3
X scale (volume) 1cm =
Y scale (pressure) 1cm =
..bar
Area of PV diagram
= ..cm2
workdone / cycle / cyl(Nm) = AreaofPVdiagram Xscalefactor Yscalefactor 100000
IP = workdone / cycle / cyl (N / n) NoOfCyl
60 1000

Indicated mean effective pressure (bar):

IPx60
IMEP = / 4xD2 xLx(N / n)xNoOfCylx100

Frictional power (kw):

FP = IP BP
FHP = IHP BHP
BHP = IHP FHP

Department of Mechanical Engineering

Page 14

Bharati Vidyapeeth Kolhapur

I.C.Engine Lab Manual

Brake specific fuel consumption (Kg/kwh):

BSFC = FuelflowInkg / hr
BP

Brake Thermal Efficiency (%):

BP 3600 100
BThEff =

FuelFlowInKg / hr CalVal
IThEff MechEff

BThEff =

BHP
OR

100

FuelHP

Indicated Thermal Efficiency (%):

IP 3600 100
IThEff =

FuelFlowInKg / hr CalVal
BThEff 100

IThEff =
MechEff

Mechanical Efficiency (%):

BP 100
MechEff =
IP

Air flow (Kg/hr):

AirFlow = Cd / 4 d 2 2gh (Wden / Aden) 3600 Aden

Volumetric Efficiency (%):

AirFlow 100
VolEff =
TheoreticalAirFlow
AirFlow 100
=

/ 4 D2 Stroke (N / n) 60 NoOfCyl Aden

Air fuel ratio:

A / F = FuelFlowAirFlow

Heat Balance (KJ/h):

a) HeatSuppliedbyFuel = FuelFlow CalVal
b) HeatEquivalentToUsefulWork = BP 3600
HeatEquivalentToUsefulWorkIn% = HeatEquivalentToUsefulWork 100 HeatSuppliedByFuel
C) HeatInJacketCoolingWater = F3CPW (T 2 T1)
HeatInJacketCoolingWaterIn% = HeatInJacketCoolingWater 100 HeatSuppliedByFuel
d) Heat in Exhaust (Calculate CPex value):
F 4 CPW (T 4 T 3)
..KJ / Kg 0 k

CP ex =
(F1 + F 2) (T 5 T 6)

Department of Mechanical Engineering

Page 15

Bharati Vidyapeeth Kolhapur

I.C.Engine Lab Manual

Where,
Specific heat of exhaust gas

kJ/kg0K

pw
F1

Specific heat of water

Fuel consumption

kJ/kg0K
kg/hr

F2

Air consumption

kg/hr

F4

Calorimeter water flow

kg/hr

T3

Calorimeter water inlet temperature

0K

T4

Calorimeter water outlet temperature

T5

Exhaust gas to calorimeter inlet temp.

0K

T6

Exhaust gas from calorimeter outlet temp.

Cpex
C

HeatInExhaust(KJ / h) = (F1 + F 2) CP ex (T 3 Tamb)

HeatInExhaust% = HeatInExhaust 100
HeatSuppliedByFuel
e) Heat to radiation and unaccounted (%)
= HeatSuppliedByFuel(100%) {(HeatEquivalentToUsefulWork(%) + HeatInJacketCoolingWater(%) +
HeatToExhaust(%)}

Department of Mechanical Engineering

Page 16

Bharati Vidyapeeth Kolhapur

I.C.Engine Lab Manual

Conclusion:-

Department of Mechanical Engineering

Page 17