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ENGINE
Instructed by :
Name :
Index No :
Practical No : 05
The principle behind the diesel engine is not as simple as it indicates. The
conversion into the practice was very problematic. Such high pressures and temperatures had
never been used before, and the first experimental engine, built 1893 together with the
Maschinenfabrik Augsburg (MAN) in Germany led to its destruction. Only a second engine,
built 1896, could convince the engineers and performed an efficiency of about 25 percent,
which was by far more than any other engine's performance at that time. But the engine was
not after Diesel's requires yet: The compression ratio was still low and the max. pressure
therefore small (about 30 bar), additionally a fuel injection was not yet possible. He had to
use an air-injection, a procedure, which required many very complicated, expensive and
heavy additional devices. This engine could become generally accepted only with many
difficulties, because of economic problems - fuel oil and petroleum were very expensive -
and disputes about patents delayed a successful introduction.
Procedure
• Open the inlet valve fully and the outer valve slightly (of the dynamometer).
• Make sure all the valves in the piping between the source of the water supply and the
dynamometer inlet are fully open.
• Loads may be regulated by opening the sluice gates by means of the hand-wheel and
simultaneously opening the engine throttle, until the desired load and speed obtained.
• Adjust the outlet valve to pass sufficient water to keep the temperature at a reasonable
figure.
• A hand-wheel is provided on top of the balance frame to adjust the height of the
balance arm. Make sure that this wheel is always set to the horizontal position when
taking B.H.P. readings.
Calculations
The brake power of the engine is
Here K is a constant and value of it equal to 4500 K = 4500. W is load in pounds and N is
speed in rpm.
Volume Inhaled =
Swept volume = 4*
Trial 1 2 3 4
volume inhaled
(m3/min) 0.01274567 0.01274567 0.01274567 0.01274567
volumetric
Efficiency 0.009829498 0.009829498 0.009829498 0.009829498
FUEL
CONSUMPTION
( kg/s) 0.009991
0.000349206 0.000463158 0.000571429 98
specific fuel
consumption (SFC)
kg/kWh 0 0.555789474 0.385714286 0.279365079
Indicate thermal
efficiency
HEAT BALANCING CHAT
Break power
(kW)
indicated powe IP
Calculation
Trial 1 2 3 4
volume
inhaled 0.0127456 0.0127456
(m3/min) 0.01274567 7 7 0.01274567
FUEL
CONSUMPTION 0.0004631 0.0005714 0.00069841
( kg/s) 0.000349206 58 29 3
specific fuel
consumption 0.5557894 0.3857142 0.27936507
(SFC) kg/kWh 0 74 86 9
Break power
(kW)
indicated powe IP
Discussion
Now we are going to have a look on the advantages of diesel engines over other internal
combustion engines.
• They burn less fuel than a petrol engine performing the same work, due to the
engine's higher temperature of combustion and greater expansion ratio. Gasoline
engines are typically 25 percent efficient while diesel engines can convert over 30
percent of the fuel energy into mechanical energy.
• They have no high-tension electrical ignition system to attend to, resulting in high
reliability and easy adaptation to damp environments. The absence of coils, spark plug
wires, etc., also eliminates a source of radio frequency emissions which can interfere
with navigation and communication equipment, which is especially important in
marine and aircraft applications.
• The life of a diesel engine is generally about twice as long as that of petrol engine due
to the increased strength of parts used, also because diesel fuel has better lubrication
properties than petrol.
• Diesel engines produce very little carbon monoxide as they burn the fuel in excess air
except at full load, at which point a full stochiometric quantity of fuel is injected per
cycle. However, they can produce black soot from their exhaust, consisting of
unburned carbon compounds. This is often caused by worn injectors, which do not
atomize the fuel sufficiently, or a faulty engine management system which allows
more fuel to be injected than can be burned with the available air. Other problems
associated with the exhaust gases (nitrogen oxides, sulfur oxides) can be mitigated
with further investment and equipment; some diesel cars now have catalytic
converters in the exhaust.
• For any given partial load the fuel efficiency (mass burned per energy produced) of a
diesel engine remains nearly constant, as opposed to petrol and turbine engines which
use proportionally more fuel with partial power outputs.
• With a diesel, boost pressure is limited only by the strength of the engine components,
not predestinations of the fuel charge as in petrol engines.
Moreover, due to the greater compression force required and the increased
weight of the stronger components, starting a diesel engine is a harder task. More torque is
required to push the engine through compression.
In an auto-ignition diesel engine, (no electrical sparking plug- the hot air of compression
lights the injected fuel) the Compression Ratio will customarily exceed 14:1. Ratios over 22:1
are common. The appropriate compression ratio depends on the design of the cylinder head.
The figure is usually between 14:1 and 16:1 for direct injection engines and between 18:1 and
23:1 for indirect injection engines.