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BANGLADESH UNIVERSITY OF ENGINEERING & TECHNOLOGY

Course No.: ME 402

Course Title: INTERNAL COMBUSTION ENGINES SESSIONAL

Experiment No.: 3

Name of the Experiement:

(a) Performance Test of a High Speed Diesel Engine

(b) Study of a Gray Marine Diesel Engine

Date of Performance

18/04/2011

Name: Aashique Alam Rezwan

Student No.: 06 10 012

Date of Submission

2/05/2011

Section: “A” Group: A12

Dept: Mechanical Engineering

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Experiment No.: 3(a)

Name of the Experiment:

Performance Test of a High Speed Diesel Engine

Objectives:

The objectives of this experiment are as follows –

To test the performance of a High Speed Diesel Engine

To plot the performance curve of the High Speed Diesel Engine

o Bsfc vs. Dynamometer load at Lab Condition

o Bsfc vs. Dynamometer load at BS Condition

Equipment/Apparatus:

The followings are used in this experiment:

1. High Speed Diesel Engine [Specifications are followed to next page]

2. Dynamometer

Model: AN3e

Manufacturer: HOFMANN

Country of Origin: GERMANY

3. Hydrometer

4. Wet Bulb Thermometer

5. Thermometer

6. Barometer [mbar]

7. Psychometric Chart

8. Diesel [Fuel]

9. Graduated Burette

10. Stop Watch

11. Thermocouple

T-type

12. Electric Battery

12V Top Terminal Battery

13. Fuel & Water Tank

14. Connecting Shaft with SAE4 Flange

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Engine Specifications & Ambient Data:

Brand Name LISTER PETTER Lubrication Forced Date 18/04/11

Model TR1 Cooling Air Room Temp 31°C

Engine No. 10001738 Exhaust Silencer

Present

Wet Bulb

Temp

27°C

Country of

Make

ENGLAND Lub Oil

Filter

Present Dynamometer Hydraulic Type

Manufacturer LISTER PETTER Fuel Filter Present Dynamometer

HP

Rated Output 7.4 hp Air Cleaner Present Bsfc

(gm/bhp-hr)

172.36

Rated RPM 1500 Oil Pressure

Indicator

Absent Dry Bulb

Temp

31°C

No. of

Cylinders

Single Cylinder Coupling SAE4

Flange

Atm. Pressure 992 mbar

Lub Oil Used SAE 40 Starting 12V Electric Relative

Humidity

72%

Fuel Used Diesel Rotation Counter

Clockwise

Correction

Factors (as

per BS 5514)

α=0.986

Sp. Gr (SG) 0.839 β=1.00246

Engine Loading Plan:

Rated Power = 7.4 hp Rated Speed = 1500 rpm Rated Load = 5kg

Engine Performance Data:

Model: LISTER PETTER TR1 No. 10001738 hp: 7.4 RPM Control: Dynamometer

Dynamometer

Load W (kg)

Shaft

Revolution

N (rpm)

Fuel Consumption Lab Condition BS Condition Lub

Oil

Temp

T₁ (°C)

Exhaust

Gas

Temp

T₀ (°C)

Amount

Collected

V (ml)

Time of

Collection

t (sec)

Bhp

(hp)

Bsfc

(gm/bhp-

hr)

Bhp

(hp)

Bsfc

(gm/bhp-

hr)

3 1520 30 98 4.56 202.76 4.62 202.26 60° 244°

4 1525 30 84 6.1 176.84 6.186 176.4 74° 318°

5 1500 30 65 7.5 185.87 7.606 185.41 80° 376°

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Graph:

170

175

180

185

190

195

200

205

2 3 4 5 6

Bsf

c

(gm

/bh

p-h

r)

Load, W

(kg)

Bsfc - Dynamometer Load

(Lab Condition)

170

175

180

185

190

195

200

205

2 3 4 5 6

Bsf

c

(gm

/bh

p-h

r)

Load, W

(kg)

Bsfc - Dyanmometer Load

(BS Condition)

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Derating:

Rated (BS) Condition Lab Condition

Pr = 100 kPa Px = 99.2 kPa

Tr = 300°C Tx = 304°C

Φr = 0.6 Φx = 0.72

ηm = 0.8

BS 5514

References Formula/Relation/Coefficient Value

Annex-F φxPsx 3.24 kPa

Annex-E (Px – aφxPsx)/(Pr – aφrPsr) 0.9976

Annex-D (Tr/Tx)n, n = 0.75 0.99

Formula – 3 K = (Px – aφxPsx)/(Pr – aφrPsr) (Tr/Tx)n 0.9877

Annex – C β 1.00246

Annex – B α 0.986

Where,

φxPsx = Water Vapour Pressure (kPa)

φ = Relative Humidity (%)

(Px – aφxPsx)/(Pr – aφrPsr) = Dry Air Pressure Ratio

Px = Barometric Pressure

K = Indicated Power

β = Fuel Consumption Recalculation Factor

α = Power Adjustment Factor

x = Denotes Lab Condition (Subscript)

r = Denotes Rated BS Condition (Subscript)

ηm = Mechanical Efficiency

n = Exponent

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Assignments:

i. Check whether or not the dynamometer is compatible with the engine and locate the

operating point of the engine.

Ans:

The rated speed of the engine is 1500 RPM and rated horsepower is 7.4 HP. Form the

dynamometer performance curve, it has been found that the engine operating condition is

within the absorbing limit of the curve. So, the dynamometer is compatible for determining

the engine torque.

ii. Calculate engine power and bsfc at lab condition.

Ans:

Sample Calculation for Dynamometer Load = 5 kg

Shaft Revolution Speed, N = 1500 RPM

Power,

Brake Specific Fuel Consumption,

iii. Calculate derating co-efficient according to BS 5514 standard.

Ans:

From, Annex-C: For K = 0.9877 and ηm = 0.8

Fuel Consumption Recalculation Factor, β = 1.00246

From, Annex-B: For K = 0.9877 and ηm = 0.8

Power Adjustment Factor, α = 0.986

iv. Calculate engine power and bsfc at standard condition.

Ans:

For Standard Condition, and for Dynamometer Load = 5 kg,

Engine Power,

Brake Specific Fuel Consumption,

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v. Comment on exhaust temperature and engine speed levels compared to an SI engine.

Ans:

The exhaust gas temperature depends on the engine power. As the engine power increases the

exhaust gas temperature increases very rapidly. In our performance test, we have been

observed that the exhaust gas temperature increases about 60°C from one load to the next

load condition. Compared to an SI engine, the exhaust gas temperature is much higher in a CI

engine. A CI engine runs on higher compression ratio, thus the temperature of the gas is

become higher than an SI engine.

Discussion:

In this experiment, we have experimentally tested the performance of a high speed CI engine

and draw the performance curve of the engine. From the performance curve, drawn in the

experiment, it has been observed that the minimum horsepower occurred at the rated load

condition. As the load varies from the rated load, the horsepower required increases from

minimum. So, it can be concluded that the engine is running as per manufacturer

recommendations.

We have also observed that the lubricating oil temperature does not increase rapidly. This

indicates that the lubricating oil cooler is working well. This is also good for engine

operation.

As we perform the test in an ambient atmosphere, the derating is done to compare the result

with standard conditions. To convert the result in a standard condition, BS standard is

maintained.

The performance of the engine is quiet well using a flywheel mounted fan air cooler. There is

no sign of performance lack when the load is increased. Thus the engine can perform as it

required using this flywheel mounted fan air cooler.

The dynamometer used in this experiment is a water-brake hydraulic dynamometer. The feed

control is done by controlling the water supply. As the output of the torque converted into

Heat, it is necessary to carry the heat out, for the performance of the dynamometer. In a

water-brake dynamometer, the heat generated within the casing is carried out by the water

itself. It is an advantage for water-brake dynamometer. This type of dynamometer is also

suitable for rapid speed changes due to the low moment of inertia. Free of cavitation secures

the wear on rotor and casing. So the operation and maintenance cost is minimum.

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Experiment No.: 3(b)

Name of the Experiment:

Study of a Gray Marine Diesel Engine

Objectives:

The objectives of this experiment are as follows –

To study a Gray Marine Engine

To record the name plate data

To draw the schematic of –

o Cooling Water Circuit

o Lubricating Oil Circulating System

o Air Intake System

Name Plate Data:

GRAY MARINE DIESEL

Model: 64HN9

Engine No.: 151969

Mfg. by: Detroit Diesel Engine Division

General Motors Corporation.

Detroit, Michigan, USA.

Engine Specifications:

No. of Cylinder: 6

Cylinder Configuration: Inline

Bore: 4.25

Stroke: 5.00

Weight: 2850 lb

Valve Configuration: 2 valve per cylinder

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1. Cooling Water Circuit

2. Lubricating Oil Circulating System:

Fresh Water

Manifold Tank

Engine Water

Manifold

Oil In

Oil Out

Centrifugal Pump

(Fresh Water)

Oil

Cooler

Gear

Pump

Sea Water In

Sea Water Out

Heat Exchanger

To Bearings & Pistons

Oil Gallery

Diff. Pressure

by-pass Valve

Oil Cooler

Safety Valve

By-pass

Filter

By-pass

Filter

Inlet

Lub. Oil Pump

To Sump

~

~

~

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3. Air Intake System:

Discussion:

Gray was an important marine engine builder. It built gasoline engines ranging from one to

six cylinders in both gas and later diesel layouts which were used in pleasure and work boats.

The specified engine that we are studying was built for the US Navy-Bureau of Ships during

WWII for use on 50-Ft Tank Lighters.

In a marine engine, the cooling water required for engine cooling is quite different from a

typical diesel engine. The sea water available in abundant can’t be use due to the mineral

presents in the water. So, the sea water is required to demineralize before using into the

engine. This water is commonly known as Demi water. Here in this engine, we observed that

a separate fresh water tank is there for fresh water reserve. Sea water is only used in heat

exchanger. The cooling water is recirculate using a centrifugal pump, while a gear pump is

used to pump the sea water into the heat exchanger.

The lubricating oil circuit is almost same as a typical Diesel engine. The lubricating oil is

circulated using a pump to the Oil Gallery, through oil cooler. A pressure regulator is there to

for regulating pressure in the oil line.

Air intake system is also similar with a typical Diesel engine. Here a blower is used to push

the air to the cylinder head.

The study we performed in this experiment is very much necessary for a much wider

knowledge in marine diesel engine construction and operation. Besides, studying a historical

engine is very much interesting as well as pleasant as the history becomes alive again.

Blower Piston

with Hole Cylinder

Exhaust Manifold

Port Via

Piston

Holes

Atmosphere