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Objective
This experiment was conducted in the laboratory to grasp a research engine's operating theory.
The characteristic curves are drawn by the experimental data to test the research engine 's output
and also find a correction of the boost pressure which is also known as in cylinder pressure
pegging. There are also some experimental terms which include IMEP, BMEP, mechanical
efficiency and thermal efficiency to test engine performance. This experiment also involves a
detailed knowledge of the emission gasses and also the composite emission measurement.

List of Equipment
The instruments used in the experiment are set out below:
i. Single cylinder diesel engine with bore diameter 95mm, stroke 105mm, connecting rod
length 176mm and compression ratio 16.5:1.
ii. Fuel used in the test has the composition: C1H1.76, density 0.82 kg/L, LHV 42.9 MJ/kg.
iii. General electric DC Dynamometer (26G215).
iv. 0.1oCAcrankshaft encoder.
v. Volumetric fuel flow meter (ONO SOKKI).
vi. Intake and exhaust pressure regulators
vii. ROOTS volumetric air flow meter.
viii. LabVIEW 2010 and multifunction input and output card for signal command and
acquisition.
ix. Kistler In-cylinder pressure sensor and its amplifier.
x. Non-Dispersive Infrared Detectors (NDIR) for CO2 and CO measurement.
xi. Chemiluminescent Detectors (CLD) for NOx measurement.
xii. Flame Ionization Detectors (FID) for THC measurement.
xiii. Paramagnetic Oxygen Detector.
xiv. AVL Smoke meter for soot measurement.
xv. PC remote monitoring.
Engine Test Diagram
The test diagram of the research engine is shown below:

Figure 1: Test engine diagram

In-cylinder Pressure Analysis

Volume Calculation
The geometric relation of Volume and crank angle is given below:

1 l l 2
√
V = Vc [1 + (rc − 1) (1 − cosθ + − ( ) − sin2 (θ))]
2 a a

Here Vc is combustion chamber volume, rc is compression ratio, l is connecting rod length and a is
half stroke length.
The volume and crank diagram is shown in below figure:

Figure 2: v-θ diagram

Intake boost correction (in-cylinder pressure pegging)
The pressure is corrected using the formula given below:

ppegging = praw + (pboost − pmean (ranging pressure))

Here praw is the measures pressure, pboost is the maximum intake pressure and pmean is the opeinig
valve mean pressure.
The corrected pressure diagram is shown below:

Figure 3: Pressure correction diagram

TDC correction
The TDC is corrected by using the equation below:
log(p1 ) − log(p2 ) = −γ(log(V1 ) − log(V2 ))
This expression derived from the polytropic index:
pV γ = constant
For correction, the data is used from 280o – 300o CA. The corrected table is given below:
Number of Shifted Crank Angle Heat Capacity Ratio
Corrections
1 -1 1.364
0 0 1.377
2 1 1.365
P-θ diagram of firing condition
Now the curve drawn for corrected pressure and crank angle is shown below:

Figure 4: p-θ diagram

P-V diagram of firing condition

The calculated volume and corrected pressure is used to draw p-V diagram which is given below:

Figure 5: p-v diagram

LogP - LogV diagram
Now the by using the log axes in the p-V diagram logP –logV curve is drawn:

Figure 6: log p- log v diagram

Engine Power
Engine power is calculated by the given formula:
Torque ∗ 2π ∗ RPM
P=
60 ∗ 1000
IMEP
Indicated mean effective pressure is calculated by using the given formula:
Work
IMEP =
displacement Volume
Here work of the cycle is calculated by using the following formula:
i=720

Work = ∑ (pi + pi−1 ) ∗ 0.5 ∗ (Vi − Vi−1 )

i=1

BMEP
Brake mean effective pressure is calculated by the given formula:
Torque ∗ 2π ∗ No. of cycles
BMEP =
displacement Volume
Here for 4-stroke engine, 2 number of cycles are used.
Mechanical Efficiency
Mechanical efficiency is the ratio of BMEP and IMEP.
BMEP
ηm =
IMEP
 Thermal Efficiency
Thermal efficiency of the cycle is calculated by the ratio power output to the fuel heat applied.
Power
ηth =
Fuel volumetric flow rate ∗ density ∗ LHV
The overall data for the calculations of the engine performance is given in the below table:
Table 1
Mode RPM Torque Brake Power mair mfuel BMEP BSFC Work Thermal
(Nm) (kW) (g/s) (g/s) (bar) (g/kWh) (kJ) Efficiency
(%)
Motoring 1200 18.5 2.32 11.62 - 2.93 - - -
A 1200 7.3 0.92 11.55 0.087 1.16 340.43 3.83 24.6
B 1200 -6.9 -0.87 11.4 0.21 -1.09 -868.97 5.21 9.6
C 1200 -22.2 -2.79 13.2 0.34 -3.52 -438.71 6.77 19.13

Engine exhaust emission analysis

The data table of emissions in ppm:
Table 2

m.air m.fuel Intake Oxygen Mean

Weighting Intake CO2 CO2 NOx THC CO
Mode CO2 Analyzer Value
Factor (g/s) (g/s) O2 (%) High Low (ppm) (ppm) (ppm)
(%) (%) FSN
Idling 0.3 11.62 - 0.068 20.86 0.1 -0.14 20.91 -0.21 0 0.00068 0.001
Low 11.55
0.5 0.087 0.073 20.82 1.99 1.35 19.34 350 30 0.019 0.001
Load
High 13.2
0.2 0.34 0.073 20.88 6.25 5.63 12.79 1135 10 -0.0153 0.019
Load
1st of all the data which is measured in ppm is converted into g/s by using the equation:
molar mass of emission gas
mass flow rate of emission gas = ∗ (volume conc. of emission gas) ∗ exhaust gas flow rate
molar mass of exhaust gas

For FSN conversion to g/s following equation is used:

mg 1
Soot ( 3
)=
m 0.405 ∗ 4.95 ∗ FSN ∗ exp(0.38FSN)
g exhaust mass flow rate
Soot ( ) = ∗ Soot conc.
s exhaust gas density
 The data table of emissions in g/s:
Table 3
RPM Load Power Mair Mfuel Mexh CO PM
Mode NOx (g/s) HC (g/s)
(Nm) (kW) (g/s) (g/s) (g/s) (g/s) (g/s)
Motoring 1200 18.5 2.32 11.62 - 11.62 3.87E-6 0 7.6E-9 4.75E-3

A 1200 7.3 0.92 11.55 0.087 11.637 5.9E-3 3.37E-4 2.1E-7 4.75E-3

B 1200 -6.9 -0.87 11.40 0.21 11.61 1.46E-2 2.25E-4 4.7E-8 1.4E-3

C 1200 -22.2 -2.79 13.2 0.34 13.54 1.9E-2 1.12E-4 2E-7 18.112

Now the mass flow rate (g/s) is converted into mass flow rate (g/kWh) by using:
g mass flow rate of emission gas ∗ 3600
Mass Flow rate( )=
kWh Power
Then composite emissions is calculated through:
Eidling ∗ 0.3 + Elow load ∗ 0.5 + Ehigh load ∗ 0.2
Composite emissions =
Pidling ∗ 0.3 + Plow load ∗ 0.5 + Phigh load ∗ 0.2

The final data after all calculations is given below:

Table 4
Mode Power BSFC NOx CO HC PM
(kW) (g/kWh) (g/kWh) (g/kWh) (g/kWh) (g/kWh)
A 0.92 340.43 23.1 8.2E-4 0.529 7.37
B -0.87 -868.97 60.4 1.94E-4 0.88 5.8
C -2.79 -438.71 24.51 2.58E-4 0.1445 23370

Composite -0.359 -178.22 34.57 5.18E-4 0.557 4679.425