62 CHAPTER - 5 EXPERIMENTAL SETUP In this chapter the selection of the engine, description of various engine components , the pollution

and smoke measuring equipment and the instrumentation used for recording various parameters like cylinder pressure, crank angle and TDC position, temperature, measurement of fuel consumed, air flow and cooling water flow etc, were discussed. The detailed planning of experiments to achieve the objective is described. 5.1 EXPERIMENTAL SETUP The schematic experimental setup is shown in fig.5.1. The engine components and the equipment used for measurements are shown in Plate 5.1. The main components of the system are given below. (1) Four -Stroke vertical water cooled diesel engine (Kirloskar make) (2) Eddy current Dynamometer (3) Fuel injection pump (4) Fuel Injection pressure measurement (5) Cylinder pressure measurement (6) Data acquisition system (7) Smoke meter (8) Five Gas, Exhaust gas analyzer. 5.1.1 Test engine The aim of the experiments is intended to benefit the agriculturist, most commonly and widely used Kirloskar make 5.2 kW,1500 rpm, single cylinder, vertical, water cooled, direct injection, CI engine is chosen for

63 conducting the experiments. This type of engine is familiar to the

agriculturists and any encouraging results derived from the present investigation can be implemented immediately by the farming community to gain the benefits. Specifications of the engine are given in Appendix -I and II. 5.1.2 Eddy Current Dynamometer It consists of a stator or housing supported on trunnion bearings

so that any tendency of the stator to rotate is read on fixed scale. Number of electromagnets is fitted on the stator and a rotor 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 and the induced flux tends to rotate the stator in the same direction as the shaft. 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 and a Load cell type strain gauge

(range 0-50 Kg) is used in the present set up. Loading of the Eddy current Dynamometer is done by regulating the current in electromagnets. 5.1.3 Fuel Injection Pump The fuel injection pump Shown in Plate 5.2 is manufactured by MICO BOSCH and comes with the engine as standard equipment. The fuel injection pump operated by the cam shaft and the fuel injection timing can be varied by adding/removing shims placed beneath the pump and pump mounting bracket. Removing all shims we can achieve 36 BTDC.

64 5.1.4 Fuel injection Pressure Measurement The fuel injection pressure is measured by hand operated Fuel Injection calibration test bench shown in Plate 5.3. By varying the spring tension in the fuel injector, the nozzle opening pressure can be varied. In this experimental set up a specially made high pressure pipe line to accommodate a Piezo sensor Make PCB Piezotronics, Model HSM111A22, Range 5000 psi, Diaphragm stainless steel type & hermetic sealed Piezo sensor is used to record the fuel injection pressure. Initially the pressure was adjusted for 205,220,240 and 260 bar on hand operated fuel and the different

injection calibration test bench and a template was prepared appropriate locations were marked to achieve the above said

injection pressures to avoid frequent removal of the injector from cylinder head to adjust the pressures repeatedly. After fixing the template on the fuel injector the pressures were cross checked by starting the engine and logging the data in to the excel sheet. This procedure was repeated several times to achieve the correct location for different pressures on the

template to continue the experimentation. 5.1.5 Cylinder pressure measurement In-cylinder pressure was measured with a flush mounted Piezo sensor Make PCB Piezotronics, Model HSM111A22, Range 5000 psi, Diaphragm stainless steel type & hermetic sealed Piezo sensor is used measurement. for accurate

The piezoelectric transducer produces a charge output,

which is proportional to the in-cylinder pressure (51, 55, 61, 62, and 77). This charge output was supplied to Cuadra make AX- 104 Model Engine Indicator. Since a piezoelectric transducer gives only changes in charge output proportional to pressure, it has to be corrected in order to get the

65 absolute pressure. For this, the average pressure at some point on the cycle is to be taken. In the present work the pressure in the cylinder when the piston was at suction BDC was used to correct the pressure measured by the transducer. The cylinder pressure at suction BDC was assumed to be equal to the mean intake manifold pressure. Intake manifold pressure was measured with a U-tube manometer.

5.1.6 Data Acquisition System For acquiring in cylinder pressure changes with respect to the crank angle, a high speed data acquisition system is required. This is used for analyzing the measured cylinder pressure data. The components of the

data acquisition system includes pressure pick up, charge amplifier, TDC position sensor, A/D card and a personal computer. The pressure signals are converted into digital form considering the transducer sensitivity and charge amplifier setting during

experimentation.

Transducers normally provide relative pressures.

Therefore, it is necessary to have means of determining the absolute pressure at some point in the cycle, which is to be taken as reference. The inlet manifold pressure is used as a reference pressure. The mean intake manifold pressure is usually an accurate indicator of the cylinder pressure when the piston is at the BDC. Hence the pressure trace is corrected on this basis to give the absolute pressure and reference plots are incorporated in the soft ware to obtain the mere exact pressure values. The cylinder pressure variation with respect to piston displacement in terms of pressure and crank angle is logged in to computer via data acquisition card in to an excel work sheet. Further to get the valuable

information from experimentation, the data is to be analyzed after

66 verifying whether the data is properly recorded or not. Therefore processing data is an important step in the experimental investigation. The large data which is collected during the experimentation has to be systematically processed as mentioned below. The cylinder pressure with respect to crank angle generally has large cycle to cycle variations and hence one such cycle data can not be used to represent the particular operating condition .Usually an average of 100 cycles of pressure crank angle data is chosen for quantitative analysis. The number of cycles to be averaged depends upon the An appropriate calibration factor is

repeatability of the pressure data.

calculated for conversion of the pressure in voltages to conventional unit. Now the calibration factor is applied to the average cycle and the relative pressures are calculated. These relative pressures are again calibrated

with the reference pressure, which is set equal to the cylinder pressure or the pressure in the intake manifold while the piston is at bottom dead center and the absolute pressure values for the average cycle is obtained. Now the pressure volume phasing can be easily done for the average cycle having the absolute pressure values. 20 cycles data was acquired Due to hardware limitations only analyzed during the entire

and

experimentation. 5.1.7 Smoke Meter AVL 437 C Smoke meter Shown in Plate no 5.4 is used to measure the smoke opacity of the present test engine (in the measurement chamber of a defined measurement length). The opacity is the extinction of light between light source and receiver. The engine exhaust gas is fed into a chamber with non-reflective inner surfaces. The effective length of the

67 light absorption track is determined depending on the type of the light source and the photocell employed in the instrument. The effective length is 0.430 0.0005m. Light scatter on the photocell from reflections or diffused light inside the chamber is reduced to a minimum by the use of matt black light traps. The light source is an incandescent bulb with a color temperature between 2800 K to 3250 K. The response time of the electrical circuit, specified as the time (between 0.9 and 1.1 seconds) within which the indicator reaches 90% of the full scale when a completely opaque plate is placed in front of the photocell. Specifications of the smoke meter are given in Appendix III. 5.1.8 Exhaust Gas Analyzer A 5G 10, Five gas analyzer (Planet Equipment, USA) as Shown in Plate no 5.5 is used to measure HC, CO, CO 2 , O2 and NOX emissions. A non-dispersive infrared measurement for HC, CO and CO 2 emissions while for NOX and O2 electrochemical measurement method is given in the exhaust analyzer. The measurement resolution of HC: 1ppm, CO: 0.01%, CO2: 0.01%, O2: 0.01%, NOX: 1ppm. When the probe is inserted into the exhaust pipe of the engine the exhaust gas is passed through a metal mesh screen to filter the soot and dust particles after which it is allowed to pass through a fine Fiber element which filters the entire gas for any foreign particles and also cold traps are provided to prevent moisture from entering the exhaust gas analyzer. After which the clean and cool sample gas enters the direct sensor measurement through filter arrangement

and the readings are displayed on the screen and saved. The emission measurements are carried out on dry basis. The 5G 10, five gas

exhaust gas analyzer specifications are given in Appendix IV.

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Fig.5.1 Layout of Experimental Setup with Instrumentation

FW Fly Wheel ECD Eddy Current Dynamometer CAE Crank Angle Encoder CA Charge Amplifier CPU & DAS Central Processing Unit & Data Acquisition System PP Pressure Pickup Transducer FMB Fuel Measuring Burette FT1 & FT2 Fuel Tanks FIP Fuel Injection Pump IMM Inlet Manifold Manometer EGC Exhaust Gas Calorimeter EGA Five Gas Exhaust Gas Analyzer SM Smoke Meter T1 Engine Inlet Water temperature T2 - Engine Outlet Water temperature T3 Inlet Cooling Water Temperature To the exhaust Gas Calorimeter T4 - Outlet Water Temperature of the exhaust Gas Calorimeter T5 Exhaust Gas Temperature before Calorimeter T6 - Exhaust Gas Temperature after Calorimeter

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Plate5.1. Photograph of Engine Setup

Plate5.2. Photograph of Fuel Injection Pump

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Plate5.3. Photograph of Fuel Injection Calibration test bench

Plate 5.4 Photograph of Smoke meter

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Plate 5.5 Photograph of Five Gas- Exhaust Gas Analyzer