Study fuel injection systems in SI and CI engines

Department of Mechanical Engg.
202048 IC-Engines
CUSROW WADIA INSTITUTE OF

TECHNOLOGY,
Pune-411001
Expt. No. :- 1
Expt. Name :- Study of Fuel Injection System

in
SI & CI Engine
Name :
Roll No. :
Branch : SE (Mechanical)
Date of Performance :
Date of Submission :
Examined By :
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Department of Mechanical Engg. 202048 IC-Engines
 Title:Study of fuel Injection System in SI&CI

Engine.
INTRODUCTION:
• In case of compression ignition engines only air is sucked during its suction
stroke.
• After compressing the air in the compression stroke, the fuel is injected
under high pressure of about 70 bar and above before the end of
compression stroke with help of fuel pump.
• The C.I. engines demand that the fuel injection system should be able
to atomize the fuel into fine particles, to inject the fuel at desired rate,
to provide the fuel as per the load and the speed on the engine, to
distribute fuel uniformly throughout the combustion chamber and the
injection system should start and terminate instantaneously.
• Therefore, the fuel injection system becomes the most vital component in
the working system.
• The performance of the engine i.e. power output, fuel economy , efficiency
etc. is vastly affected by the performance of the fuel injection system.
• In a C.I.Engine, Fuel is sucked from the tank by fuel feed pump and
delivered to the injection pump through filters. The injection pump delivers
the fuel into the cylinder through a nozzle. Nozzle is useful to spray the fuel
into the cylinder.
REQUIREMENTS OF A FUEL INJECTION SYSTEM:-
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The main requirements of a fuel injection system for compression ignition
engines are:
 Meter the correct quantity of fuel to be injected per cycle as per
the load and speed of the engine.
 Timing the injection of fuel correctly during the cycle so that
maximum power is obtained at minimum fuel consumption.
 The rate of the injection of fuel should be controlled such that it
results into desired heat release rate during the combustion process.
 It should atomize the fuel in fine particles.

 The spray pattern should be such that it results into rapid
mixing of fuel with air.
 To ensure the uniform distribution of fuel throughout the
combustion chamber.
 To ensure uniform distribution of metered fuel into each
cylinder of a multi-cylinder engine.
 The injection of fuel should start and terminate
instantaneously. It should avoid any dribbling of fuel droplets into cylinder.
TYPES OF A FUEL INJECTION SYSTEM:-

The injection system can be classified as:
• Air injection system.
• Solid injection system.
A} Air injection system:

Fuel is forced into the cylinder by means of compressed air. A source of a High-
pressure air is provided, which atomizes the fuel into fine particles for better mixing
with the air.
Advantages:
1. Better metering of the fuel. High mean effective pressure.
2. High viscosity fuels, which are less costly, can be effectively used.
Disadvantages:
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1. Requires an air compressor unit, which is bulky. Hence this system is
generally for stationary engines.
B} Solid injection system:

This system does not include compressor. Fuel is pumped independently into the
cylinder. Depending upon the construction, there are 3 types of Solid injection
systems as below-
1. Individual pump & nozzle system :
It includes independent high-pressure pump for each cylinder, which meters the
fuel depending upon the requirement and admits it into the cylinder. Another low-
pressure pump is provided, which transfers the fuel (at 3 bar pressure) from fuel
tank to the individual pump.
2. Unit Injector System :
3. Distributor system :
In this system fuel is compressed and metered by a single pump and send to the
distributor for injecting into the main cylinder.
4. Common rail system:
In this system a single high-pressure pump is used for compressing the fuel and
delivering it into a common rail. Fuel is then transferred to the metering element
provided at every cylinder to carry out the metering of the fuel.
Advantages:-
1) The system is simple and easy to use
2) It can control the fuel supply according to load and speed of
the engine.
3) It has only one pump needed for multi-cylinder engine.
Disadvantages:-
1) System needs accurate design and workmanship since the total
motion of the needle valve is very small.
2) There is a likelihood of developing leakage at the valve seat.
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3) Injection pressure used is in the range of 200 – 350 bar.
 FUEL FEED PUMP:

OBJECTIVES OF A FUEL PUMP:
1) To deliver accurately metered quantity of fuel.
2) High pressures in the range of 100 bar to 300 bar needed
depending upon the C.R. of engine to achieve required atomization of
fuel.
3) Fuel must be injected and terminated at correct timing.
TYPE OF INJECTION PUMP:

1) Jerk type injection pump e.g. Bosch fuel injection pump.
2) Distributor type injection pump.
In a plunger type fuel pump, plunger is actuated through a push rod from
camshaft .At the minimum lift position of cam the spring force on plunger creates a
suction which causes fuel flow from the main tank into the pump. When cam is
turned to its maximum
angle, plunger is lifted upward. At the same time inlet valve is closed and fuel is
forced through outlet valve. When operating pressure gets released plunger return
spring ceases to function resulting in varying of the pumping strike according to
quantity of fuel required by injection pump.
1. Bosch Fuel Injection Pump :-
• This pump is cam operated, spring return

plunger pump of constant stroke type.
• Its special features are effective method of
regulating the quantity of fuel to be delivered to cylinder. This is achieved by
means of helical groove cut on the plunger.
• Spill ports always remain full of fuel since it is
connected to the fuel line.
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• Each pump consists of a steel pump barrel in
which fits accurately a steel pump plunger.
• A spring loaded delivery valve is fitted at the
upper end of the barrel. Various positions of plunger are shown in fig.
• Fuel flows by gravity from a fuel pump in the
pump unit body. During the downward motion of the plunger, a partial
vacuum is created and as a result the fuel flows from the sump through the
intake port (a) into the barrel.
• The plunger moves vertically in its barrel with a
constant stroke. During the upward stroke of the plunger, it covers the intake
port and compresses the fuel which flows past the delivery valve.
• To enable the pump to vary the quantity of fuel
delivered, the plunger is provided with vertical channel called plunge helix
(b) extending from its top edge to an annular groove (c) at a short distance
down the plunger. This annular groove has its upper edge curved upwards
to a helical shape for almost half the plunger circumference.
• The rotation of the plunger controls the delivery
of fuel. If the plunger rotated slightly, the pressure is released earlier and the
total effective stroke of the plunger is reduced.
• When the pump chamber is always open to the
inlet port via the plunger helix. In this position there is no delivery of fuel and
the engine can be stopped.
2. Distributor pump:
This pump has only one pumping element and fuel is distributed into the cylinder by
rotor.
Fuel is drawn into central rotor passage from inlet port when pump plunger moves
away from each other. Whenever radial delivery passage in the rotor coincides with
delivery port for any cylinder the fuel is delivered to each cylinder in turn. The
advantage of distributor pump is that these are small in size and light in weight.
FUEL INJECTOR:
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A well-designed fuel injector ensures quick and complete combustion. By atomizing
fuel into very fine droplets, it increases surface area of fuel droplets resulting in
better mixing and subsequent combustion. Forcing the fuel through a small orifice
under high pressure does atomization.
The injector assembly consists of –
• Needle valve.
• Compression spring.
• Nozzle.
• Injector body.
When fuel is supplied through injection pump it exerts pressure to lift the nozzle
valve. Fuel is sprayed into combustion chamber in fine atomized particles. After
fuel from delivery pump gets exhausted, spring pressure pushes the nozzle back
on its seat. For proper lubrication of nozzle valve and its guide a small quantity of
fuel in allowed to leak through clearance between. The spring tension and hence
the valve opening pressure is controlled by adjusting the screw provided at the top.
NOZZLE:
Nozzle is a part of the fuel feed system through which fuel is admitted into the
combustion chamber. It should fulfill the following functions-
Atomization:-
Tit is the most important function since it is the first phase in obtaining proper
mixing of fuel & air in the combustion chamber.
Fuel distribution:-
Following factors affect the performance of the nozzle.
• Injection pressure- with higher injection pressure, better is dispersion and

penetration of fuel in to the entire cylinder.
• Air density in cylinder-If air density of compressed air is high then resistance
to movement of fuel is high and it will yield to better dispersion.
• Physical properties of fuel- Self-ignition temperature, vapor pressure and
viscosity are very important properties in the performance of the nozzle.
TYPES OF NOZZLES :-
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1) Pintle nozzle:
The stem of nozzle valve is extended to form a pin or pintle which protrudes
through the mouth of the nozzle, as shown in fig-A. The size & shape of pintle can
be varied according to the requirement. It provides a spray, operating at low
injection pressure of 8-10 MPa. The spray cone angle is generally 60 degrees.
Advantage of this is that it avoids weak injection & dribbling. It provides the carbon
deposition on the nozzle hole.
2) Multi hole nozzle:

It consists of number of nozzles bored in the tip of nozzle as shown in fig-B. The
numbers of holes vary from 4 to 18 with sizes 35 to 200 microns. The hole angles
vary from 20 degrees to 50 degrees. The pressure in these nozzles is
approximately 18 mpa. Their ability to distribute fuel properly even with lower air
motion available in open combustion chamber.
3) Single hole nozzle:

In the center of nozzle body. There is a single hole which is closed by the nozzle
valve as shown in fig-C. The size of hole usually of the order of 0.2mm. Injection
pressure is of order of 8-10MPa & spray cone angle is about 15 degrees.
Major advantage of this type of nozzle is that they tend to dribble. Besides, their
spray angle is too narrow to facilitate good mixing unless higher velocities are
used.
4) Pintaux Nozzle:
In this type of nozzle an auxiliary hole is drilled in nozzle body. A small amount of
fuel is injected through this additional hole in upstream direction slightly before
main injection. The needle valve does not lift fully at low speeds and most of the
fuel is injected through auxiliary hole. The main advantage of this type of nozzle is
better cold starting performance. Although its injection characteristics are poor than
multi hole nozzle.
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TECHNOLOGY,
Pune-411001
Expt. No. :- 2
Expt.Name :- Study of Electronic ignition

system
Name :
Roll No. :
Examined By :
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 Title: Study of Fuel Ignition System
IGNITION REQUIREMENTS:-
The basic ignition requirements can be listed as follows:-

0 It should have a source of electrical energy. A method of producing high voltage
from the source to produce a spark across the electrodes of the spark plug and yet limit
the current flow to increase the life of the spark plug. The usual requirements are between
8000V to 20000V depending upon the compression ratio and the operating condition of
the engine.
1 A system is necessary to supply high voltage to each spark plug ay the correct
timing in each cylinder engines. A distributor is used for this purpose.
2 An adjustment of the spark advance with variation of load on the engine and its
speed.
3 The intensity of the spark supplied should be sufficient to initiate combustion
between the specified limit because too high intensity may burn the electrodes and too
low intensity may not ignite the mixture properly to a certain flame.
TYPES OF IGNITION SYSTEMS:-
The main types used are:-

0 1. Battery coil ignition system
1 2. Magneto ignition system
2 3. Electronic ignition system.
3
A} Battery coil ignition system:
Most of the S.I engines use the battery coil ignition system of contact breaker type as
shown in the figure. The essential components of the battery coil ignition system are:
1. Battery.
2. Ignition coil with a ballast resistor.
3. Ignition switch.
4. Contact breaker.
5. Condenser.
6. Distributor.
7. Spark plug.
0 1. Battery:-
0 The required electrical energy for the functioning of the system is provided by a
battery of 6V or 12V. It acts as accumulator and it is charged by a dynamo driven by the
engine. Due to the electrochemical reaction, the battery is able to convert the chemical
energy into electrical energy. The battery must be mechanically strong to withstand the
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strains to which it is constantly subjected. Two types of batteries are used for the S.I.
engines, namely the lead acid batteries suitable for the light commercial vehicles and the
alkaline batteries suitable for the heavy duty vehicles. A lead acid battery consists of
number of cells connected in series. Each cell provides a potential of 2V when fully
charged. Fig shows how the six cells of a 12V battery are coupled together in series. For
their series connection, the positive of one cell is connected to the negative of the next cell
and so on.
1 2. Ignition coil with ballast resistor:-

2
The ignition coil consists of soft iron strips bounded together by an insulating material
which acts as a central core. The core has primary winding made of thick enameled
wire having 100 to 200 turns while the secondary winding is formed by the relatively
very thin insulated wire having about 20000 turns. This entire unit is assembled in the
sheet metal container and to form a neat compact unit. On the top of the coil assembly
is a heavily insulated terminal block which supports the three terminals. Two smaller
terminal blocks marked S.W.(switch wire) and C.B.(contact breaker) are coupled to
primary winding S.W. is connected to ignition switch and the C.B. is connected to
condenser and the cam as shown in the fig. The secondary winding is connected to
H.T. (high tension) central terminal to the central terminal of the distributor.
0 A ballast resistor is provided in series with the primary winding as shown in the
fig. (b), to regulate the primary current. It helps in preventing the damage to the spark
coil from over heating in case the engine is operating for a long period at low speeds
or I case the breaker remains in closed position.
1 The ballast resistor is made of iron. Its electrical resistance increase rapidly
after a certain temperature is reached.
2 Due to the additional resistance in the primary circuit it holds the primary current
down to safe value. However, during the cold starting period of the engine this resistor
is passed to allow more primary current to flow in the primary circuit.
3
3 3. Ignition switch:
4
0 Battery is connected to the primary winding of the ignition coil through an
ignition switch and ballast resistor. With the help of ignition switch the ignition system
can be turned on or off at will.
1
5 4. Contact breaker:
6
Contact breaker is a mechanical device for making and breaking the primary circuit of
the ignition coil as shown in the fig. It consists of a fixed metal point of hard metal
usually tungsten. This point bears against another metal contact point which is on a
spring loaded pivoted arm. Each contact point has circular flat face of 3mm diameter
each. When the contact points are closed, the electric current flows and when they are
open, the circuit is broken and the flow of current stops.
5. Condenser:
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It consists of sheets of metal foil separated by an insulating material (mica) placed face
to face. One sheet of metal foil is connected to condenser terminal next to the metal
case of the condenser and so on alternatively. The condenser terminal is connected to
one side of contact breaker and the casing to the other side of the contact breaker and
usually earthed so that the condenser remains parallel with the contact breaker.
6. Distributor:
The distributor includes the contact breaker points and the mechanism for
automatically advancing or retarding the spark accordance with the engine speed for
optimum power to be developed by the engine. The function of the distributor is to
distribute high tension
current to the individual spark plugs as the rotor presses it, the contact breaker
opens, in the correct sequence (firing order) at the correct time.
7. Condenser effect:
As the contact breaker points separate in the distributor flow of the current from the
battery through the primary winding of the coil is interrupted. Instantly the magnetic
field is begun to collapse and this collapse attempts to re-establish the current flow. If
the condenser is not provided, the current would be re-established which would
result into a heavy arc across the separating contact breaker points and the energy
of ignition coil will be consumed by the arc. This may burn the contact breaker points.
The condenser prevents the arching across the contact breaker points and prolongs
its life.
Functions of condenser are:-

1. To minimize arching and pitting of contact breaker points.
2. To intensify the spark.
Advantages of battery coil ignition system:
1. It is cheap.
2. It provides better spark at lower speeds.
3. Variation of ignition timing can be easily achieved without affecting
the spark intensity.
4. Maintenance cost is negligible except for battery.
5. It can be easily employed in cars and buses.
Disadvantages of battery coil ignition system:
1. It is heavier due to battery and occupies more space.

2. Provides weaker sparks as the speed of the engine increases since
the primary voltage decreases with the increase in speed.
3. The engine cannot be started if the battery is discharged.
4. Maintenance cost of the battery is high.
B} Magneto coil ignition system:-
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The magneto is a generator driven by the engine. In this system, the magneto
replaces all the components of the coil ignition system except the spark plug. A
magneto may either give low tension or high tension. Magneto when rotated at high
speed by the engine is capable of generating high voltages which is sufficient to
overcome the resistance of the air gap of the spark plug and therefore produces a
spark. The magneto consists of an armature built up of laminated soft iron plates and
wound with insulated copper wire and laminated soft iron pole pieces attached to
permanent magnets.
Types of magneto system:
0 In rotating magneto type, the armature is stationary and the magnet revolves.
The advantage of this system is that it is not subjected to centrifugal forces.
1 In rotating armature magneto type, the armature revolves between the poles
of the magnet. In the polar magneto type, both the armature and magneto are
stationary and he pole pieces rotate.
Components of the system:
0 An electrical generator with permanent field magnets rotating armature which

produces an alternating current. An induction coil with primary and secondary windings
being wound on the armature. A contact breaker to interrupt the generator primary
circuit and the condenser. A distributor to distribute high tension current to spark plugs.
1
Working:
The principle of the working of this system is similar to battery coil ignition system
explained earlier except that the magnetic field in the primary and secondary windings
is produced by a rotating permanent magnet in the armature. In this system, as the
magnet revolves rapid change of magnetic flux in the coil takes place. Magneto flux
varies from a positive maximum to negative maximum and back again. This rapid
variation of magnetic field induces a current in the primary winding of the coil. However
this rate of change of flux is no rapid enough to induce high voltage required for
sparking. Therefore for rapid breakdown of the magnetic flux, the breaker points and
the condenser are provided into the circuit as in the case of battery coil ignition
system. When the current in the primary circuit reaches its peak value, the contact
breaker points are opened by means of cam mounted on the magnet to the shaft. Now
the circuit operates in the same way as the battery coil ignition system.
Application of the magneto coil ignition system:
0 It is used in racing car and aero plane engines since the magneto provides a
stronger spark at high speeds. It is preferred in two wheelers because of its low weight
and low maintenance.
1
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Advantages:
1) Less maintenance
2) Light weight and occupies less space
3) Provides high intensity spark at high speed
4) System is reliable
Disadvantages:
1. Since wiring carries high voltage current, there is a strong possibility of leakage
which may cause misfiring in engine.
2. The system requires extensive wielding to prevent leakage of high voltage current.
3. At low speeds it develops poor quality of spark at the time of starting.
C} Electronic ignition system:-
Limitations of conventional ignition system:
1. Pitting of contact breaker points leads to time errors and consequently the loss of
power.
It results into frequent maintenance problems.
2. Bouncing of the moving arm of contact breaker points at high Speeds leading to
weaker
sparks.
3. Lower spark voltage at high speeds.
4. Lower mean time between failures.
5. Low quality ignition of lean & diluted mixture.
To overcome above difficulties of frequent maintenance of breaker contacts, loss of

power and efficiency, starting difficulties if battery is discharged etc the modern
automobiles use the following solid state devices for the ignition system.
These are as follows______
a) Transistorized assisted contact system (TAC)
b) Capacity discharge ignition system (CDI)
c) Transistorized Coil ignition system (TCI)
a) Transistorized assisted contact system (TAC):-

TAC system has now almost replaced the convectional battery ignition system for
automobile applications. This system has been found to offer decided advantages in
handling the increasing voltage required for high performance of the engines, longer
spark plug life, reduced wear, maintenance of the ignition system and high reliability.
0 Fig shows the schematic diagram of TAC system which retains the contact
breaker point of the conventional design. In this case the contact breaker points are
connected to base of the transistor which is further, connected to the primary circuit
through the contact breaker points, is reduced to approximately 1/10th the original
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value of a convectional system. In this system, the emitter (E) of the transistor is
connected to the ignition coil through ballast resistor (R1) and the collector (C) of the
battery. When the CB opens, the base circuit decays causing the normal induction
operation. However, the base circuit being much smaller as compared to the primary
current flow in the CB points considerably. It improves the life of CB points. The
current build up is faster as the inductance of primary coil is reduced.
Advantages:
1. High ignition voltage and a long duration of spark.

2. Reduced wear of CB points.
3. Consistency of spark voltage over the entire speed range.
4. Increase dwell and less contact bounce.
Disadvantages:
1. System requires the contact breaker points of the convectional system for timing
the spark. However, the wear of contact breaker points is reduced due to low breaker
current.
2. The maximum speed of engine is governed by the limitation of the contact breaker
mechanism.
b) Capacitor discharge ignition system (CDI):
The schematic diagram of a capacity discharge ignition (CDI) systems is shown in fig.
A battery of 6V usually connected to a transistorized DC to DC converter which is
designed to give high voltage in the range 250V to 350V from the battery. The
condenser is charged to this output voltage of the converter through the charging
resistance.
The resistance is so designed that it controls the required current in the silicon
controlled rectifier (SCR) and it also increases the damping in the spark plug. The
condenser is discharged when the SCR triggering device sends a pulse and produces
a high voltage in the secondary which subsequently jumps across the air gap between
the electrodes of the spark plug producing a spark.
c) Transistorized coil ignition system (TCI) :
In this system, the distributor points & the cam assembly of the conventional ignition
system are replaced by magnetic pulse generating system.
Fig shows the block circuit diagram of the system. When the spark is needed,
the pulse generator detects the distributor shaft position & sends electrical pulses to an
electronic control unit, which switches off the coil primary current. This induces high
voltage in the secondary windings, which is distributed to the spark plug as in the
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conventional ignition system. The ECU contains timing circuit so that it is charged
again.
Magnetic pulse generator:-
There are many types of the pulse generator which could triggered the ECU of the
ignition system. A magnetic pulse generator where a large shaped iron rotor, driven by
distributor shaft rotates, pass the stationary pole of the pick up coil, sends a high
voltage signal to ECU which stops the primary current, induces high current in the
secondary & produces spark.
As the rotor tooth moves away the air gap, reluctance is high & the
pick up coil voltage abruptly reverse & becomes zero. The signal goes to ECU which
makes primary current as again.
Comparison between battery coil and magneto ignition system:-
tery coil ignition system agneto coil ignition system
It provides high intensity of the It provides low intensity spark

spark at low speeds and low intensity at low speeds and high
of spark at high speeds of the engine. Intensity spark at high speeds.
It needs excessive maintenance of It does not need any

battery system. maintenance since the
battery is eliminated.
System is less reliable compared to System is more reliable

magneto system. compared to battery coil system.
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Cost of the system is low. Cost of the system is high.
System is heavier due to battery System is lighter in weight

weight and occupies more space. for this reason it is preferred to
aero-engines. It occupies less
space.
Variation of ignition timing can be Variation of ignition timing
achieved easily without affecting the cannot be achieved easily
spark intensity. without affecting the spark
intensity.

TECHNOLOGY,
Pune-411001
Expt. No. :- 3
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Expt. Name :-Study & Demonstration of

Exhaust
Gas Analyzer.
Name :
Roll No. :
Examined By :
 Title: Study &Demonstration of Exhaust

Gas Analyzer.
SMOKE:-
The smoke of the engine exhaust is visible indicator of combustion process in the
engine .Smoke is due to incomplete combustion .Smoke in diesel engine can be
divided in to three categories viz. blue, white, and black. Visible method of analysis
is used for qualifying the above three types of smokes. Smoke measurement can
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be broadly classified into two groups’ viz. comparison method and obscuration
method.
COMPARISON METHOD:-
Most ordinances regulating smoke emissions are based on estimation of density of

the smoke as it emerges from exhaust. Out of several available methods, one of
the most commonly used is Ringelmann Chart. The chart shows four shades of
gray as well as pure white and all black section. To overcome the difficulty of
reproducing various shades of gray. The intermediate shades are built from black
lines of various widths. The four intermediate charts are printed by the United
States Bureau of mines on single 70cm *25cm sheet. They can be reproduced as
follows:-
0. All white
1. Black lines 1 mm thick, 10 mm apart, leaving the white spaces 9 mm square.
2. Lines 2.3 mm thick, spaces 7.5 mm^2.
5. All black.
In the use, chart is set up at eye level in line with the stack at such distances
(10 mm or more) that the sections appear to the different degrees of uniform gray
shades. The appearance of smoke at the top of stack is matched against one of
the shades on card and reported as specific Ringelmann number ranging from 0
(no smoke) to 5 (dense black smoke). With practice, the observer can estimate
smoke density to half a number particularly in the numbers 2 to 4 range. Readings
below number 2 are subjected to considerable error.
OBSCURATION METHOD: -
It is basically divided into following methods-

1. Light extinction type,
2. Continuous filtering type &
3. Spot filtering.
1. Light Extinction Type:-
In this the intensity of light beam is reduced by smoke which is a measure of smoke
intensity. Schematically this method is shown in fig. A continuously taken exhaust
sample is passed through tube of about 45 cm length which light source at one end
and photocell at other end. The amount of light passed through this column is used
as an indication of smoke level or smoke density.
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The smoke level or smoke density is defined as the ratio of electrical output from
the photocell when the sample is passed through the column to electrical output
when clean air is passed through it.
The Hartridge Smoke meter is very commonly used instrument based on this
principle. Light from a source is passed through a standard length tube containing
exhaust gas sample from engine and at its other end the transmitted light is
measured by a suitable device. The fraction of the light transmitted through the
smoke, T and length of light path L….. are related by Beer Lambert law-
T = e-K a c Lt
Where, Kac = nAθ.
Kac is called optical absorption coefficient of obscuring matter per unit length, n
number of soot particles per unit volume, A the average projected area of each
particles and …… the specific absorbance per particle.
2. Continuous Filtering Type:-
In this method provision is made for continues reading and

observing transient conditions.
Measurement of smoke intensity is achieved by continuously passing
exhaust gas through a moving strip of filter paper and collecting particles. Van
brand smoke meter is popular instrument based on this principle.
It is also filter darkening type. The exhaust sample is passed at
constant rate through strip of filter paper moving at preset speed. A stain is
imparted to the paper.
The intensity of stain is measured by the amount of light which
passes through filter and is indication of smoke density of exhaust. In this smoke
meter the amount of light passing through filter is used to indicate smoke level
3. Spot Filtering Type: -
A smoke stain obtained by filtering a given quantity of exhaust gas through a

fixed filter paper is used for the measure of smoke intensity. Bosch smoke meter is
popular instrument based on this principle. In the recent modification of this type of
smoke meter, pneumatically separated sampling pump and a photoelectric unit are
used for measurement of smoke intensity on filter paper.

TECHNOLOGY,
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Pune-411001
Expt. No. :- 4
Expt. No. :- Assignment on Programming of

Air Standard Cycle.
Name :
Roll No. :
Examined By :
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 Title: Assignment on programming of Air

Standard Cycle.
#include<stdio.h>
#include<math.h>
#define cp 1.005
#define cv 0.718
#define ai 1.4
#define cgc 0.287
#define pi 3.142
void main()
{
char ch;
clrscr();
printf(“o for Otto cycle\n”);
printf(“d for Diesel cycle\n”);
printf(“u for Dual cycle\n”);
ch=getchar();
if(ch!’o’&&ch!=’d’&&ch!=’u’)
printf(“Sorry, you have typed wrong option\n”);
else
switch(ch)
{
case ‘o’:
otto();
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break;
case ‘d’:
diesel();
break;
case ‘u’:
dual();
break;
}
getch();
}
otto()
{float p1,t1,m,v1,v2,p2,t2,t3,p4,t4,pr,r;
float qs,qr,vs,wnet,eff,mep;
printf(“Enter value of initial pressure&temp in kpa&celcius
resp\n”);
scanf(“%f%f” ,&p1,&t1);
printf(“Enter value of compression ratio\n”);
scanf(“%f” ,&r);
printf(“Enter value of max. pressure in cycle kpa\n”);
scanf(“%f” ,&m);
t1=t1+273;
v1=m*cgc*t1/p1;
v2=v1/r;
vs=v1-v2;
Page -
p2=p1*pow(r,ai);
t2=t1*pow(r,(ai-1));
pr=p3/p2;
t3=pr*t2;
p4=(p3/pow(r,ai));
t4=pr*t1;
qs=m*cv*(t3-t2);
qr=m*cv(t4-t1);
wnet=qs-qr;
eff=wnet*100.0/qs;
mep=wnet/vs;
printf(“Heat supplied Qs=%6.2f kj\n”,qs);
printf(“Heat rejected Qr=%6.2f kj\n”,qr);
printf(“P1,T1=%7.2f kpa %7.2f K\n”,p1,t1);
printf(“Network Wnet=%6.2f kj\n”,wnet);
printf(“Efficiency of an Otto cycle in percent=%5.2f\n”,eff);
printf(“Mean effective pressure=%10.2f kpa\n”,mep);
}
diesel()
{float p1,t1,m,v1,v2,p2,t2,t3,p4,t4,co,k,ro,r;
Page -
printf(“Enter value of initial pressure&temp in kpa&celcius
resp\n”);
scanf(“%f%f”,&p1,&t1);
scanf(“%f”,&r);
printf(“Enter value of percent cutoff\n”);
scanf(“%f”,&co);
printf(“Enter value of mass flow rate in kg\n”);
scanf(“%f”,&m);
k=co/100.0;
ro=1+k*(r-1);
t1=t1+273;
v1=m*cgc*t1/p1;
v2=v1/r;
vs=v1-v2;
p2=p1*pow(r,ai);
p3=p2;
t3=ro*t2;
p4=(p3*pow((ro/r),ai);
t4=pow(ro,ai)*t1;
qs=m*cp*(t3-t2);
qr=m*cv(t4-t1)
wnet=qs-qr;
Page -
eff=wnet*100.0/qs;
mep=wnet/vs;
printf(“Heat supplied Qs=%6.2f kj\n”,qs);
printf(“Heat rejected Qr=%6.2f kj\n”,qr);

printf(“Network Wnet=%6.2f KJ\n”,wnet);
printf(“Efficiency of Diesel cycle in percent=%5.2f\n”,eff);
printf(“Mean effective pressure=%10.2f KPa\n”,mep);
}
dual()
{float p1,t1,m,v1,v2,pr,p2,t2,p3,t3,p4,t4,p5,t5,co,k,ro,r;
printf(“Enter value of initial pressure&temp in KPa & celcius
resp\n”);
scanf(“%f%f”,&p1,&t1);
scanf(“%f”,&r);
printf(“Enter value of maximum pressure in cycle \n”);
scanf(“%f”,&p3);
printf(“Enter value of percentage cutoff\n”);
scanf(“%f”,&co);
Page -
printf(“Enter value of mass flow rate in kg\n”);
scanf(“%f”,&m);
k=co/100.0;
ro=1+k*(r-1);
t1=t1+273;
v1=m*cgc*t1/p1;
v2=v1/r;
vs=v1-v2;
p2=p1*pow(r,ai);
pr=p3/p2;
t3=pr*t2;
p4=p3;
t4=ro*t3;
p5=p4*pow((ro/r),ai);
t5=pow((ro,ai)*pr*t1;
qs=((m*cv*(t3-t2))+( m*cp*(t4-t3)));
qr=m*cv(t5-t1)
wnet=qs-qr;
eff=wnet*100.0/qs;
mep=wnet/vs;
printf(“Heat supplied Qs=%6.2f KJ\n”,qs);
printf(“Heat rejected Qr=%6.2f KJ \n”,qr);
printf(“P1,T1=%7.2f KPa %7.2f K\n”,p1,t1);
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printf(“Network Wnet=%6.2f KJ\n”,wnet);
printf(“Efficiency of Dual cycle in percentage=%5.2f\n”,eff);
printf(“Mean effective pressure=%10.2f KPa\n”,mep);
}
o for Otto cycle

d for Diesel cycle
u for Dual cycle
o
Enter value of initial pressure and temp in KPa & celcius
respectively
100 27
Enter value of compression ratios
7
Enter value of maximum pressure in cycle in KPa
4666.6
Enter value of mass of air in Kg
1
Heat supplied Qs=966.86KJ
Heat rejected Qr=443.94KJ
P1,T1=100.00KPa 300.00K
Page -
P2,T2=1524.53KPa 653.37K
P3,T3=4666.60KPa 1999.97K
P4,T4=306.10KPa 918.30K
Net work Wnet=522.92KJ
Efficiency of an Otto cycle in percentage=54.08
Mean Effective pressure=708.56KPa
o for Otto cycle

d for Diesel cycle
u for Dual cycle
d
respectively
100 15
16
Enter value of percentage cutoff
6.72
Enter value of mass flow rate in Kg
1
Page -
P1,T1=100.00KPa 288.00K
P2,T2=4850.29KPa 873.05K
P3,T3=4850.29KPa 1753.09K
P4,T4=265.38KPa 764.30K
Mean Effective pressure=700.03KPa
o for Otto cycle

d for Diesel cycle
u for Dual cycle
u
respectively
100 50
16
Enter value of maximum pressure in cycle in KPa
7000
Enter value of percentage cutoff
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1.462
Enter value of mass flow rate in Kg
1
P1,T1=100.00KPa 323.00K
P2,T2=4850.29KPa 979.155K
P3,T3=7000.00KPa 1413.12K
P4,T4=7000.00KPa 1723.02K
P5,T5=190.50KPa 615.30K
Mean Effective pressue=475.41KPa
o for Otto cycle

d for Diesel cycle
u for Dual cycle
p
Sorry, you have typed wrong option.
Page -

TECHNOLOGY,
Pune-411001
Expt. No. :- 5
Page -
Expt. No. :- Trial on IC Engine to plot

Pθ diagram
Name :
Roll No. :
Examined By :
 Title: Trial On IC Engine to plot Pθ diagram.

INTRODUCTION:
Indicated power of an engine tells about the health of the engine and also
gives the indication regarding the conversion of chemical energy in the fuel into
heat energy. Indicated power is an important variable because it is the potential
output of the cycle. For obtaining indicated power the cycle pressure must be
determined as a function of cylinder volume. It may be rated that it is of no use to
determine pressure accurately unless volume or crank angle can be accurately
measured.
There are three different methods of measuring the indicated power.

1. Using indicated diagram
2. By adding two measured quantities viz. B.P. and F.P.
Page -
3. Morse test
Method Using The Indicator Diagram:
The device which measures the variation of pressure in the cylinder with
resped to stroke volume of the cylinder or crank angle over a part or whole cycleof
the engine is called indicator and the part of such information obtained is called
indicator diagram.
The typical indicator diagram is given fig. The area of the indicator diagram gives
the work done during the cycle. If the rectangle drawn such that its area is equal to
base of indicator diagram then the height pm of the rectangle is called as mean
effective pressure of the engine.
Work done per cycle = Area of indicator diagram.
= Area of equivalent rectangle
= Pm x Vs
= mean effective pressure Vs stroke volume
= Pm x piston area x stroke length
= Pm x A x L
Indicated power is obtained by
I.P. = Pm x A x L x nX
60
Where, n = no. of power stroke per cycle
= N for two stroke engine
= N/2 for 4 stroke engine
Mean effective pressure is calculated by

Pm = area of indicator diagram (m2) x spring index (KN/ m2) / base of index diagram
(m)
Indicator diagram is any intermediate record available in the account of total

liberated energy before it is measured at the o/p shaft. Thus an indicator diagram
gives a very good indication of the process of combustion and the associated
factors such as the rate of pressure loss occuring in the cycle is studied.
Pressure – volume (P-V) diagram and pressure-crank angle diagram (P-

  a re the two types of indicator diagrams that can be obtained from an engine.
Both these diagrams are mutually convertible.
Page -
Study Of P-θ Diagram Of Diesel Engine:

The combustion in a CI engine, is considered to be taking place in 4 stroke
as obtained in the indicator diagram. Fig. 2 it is divided into ignition delay period,
the period of rapid combustion, the period of controlled combustion and the period
of after burning.
1. Ignition Delay Period:-

The ignition delay period is called as the preparatory phase during which
some fuel has already been admitted but has not yet ignited.
The period counted from start of the engine, injection to the point where the
pressure line curve separated from the motoring curve indicated as start of the
combustion as shown in fig. 2.
The delay period in the CI engine exerts a very great influence on both
engine design and performances. It is of extreme importance because of its effect
on both combustion rate and knocking and also its influence on engine starting
ability and presence of smoke and exhaust.
The fuel does not ignite immediately upon injection into the combustion
chamber. There is definite period of inactivity between the time when first droplet of
fuel hits the hot air in the combustion chamber and the time it starts through the
actual burning phase. This period is known as ignition delay period. In fig. 3 the
delay period is shown on indicator diagram between two points a and b. point a
represents time of injection and point b represents time at which the pressure curve
caused by the combustion first separated from the motoring curve. The ignition
delay period can be divided into two parts, the physical delay and chemical delay.
Physical Delay:
Physical delay is in the time between the beginning of the injection and the
attainment of chemical reaction condition. During this period fuel is atomized,
mixed with air and raised for its self ignition temperature. This physical delay
depends on the type of fuel. For light fuel physical delay is small while for heavy
viscous fuel the physical delay is high. The physical delay is greatly reduced by
high injection pressure higher combustion chamber temperatures and high
turbulence to facilitates breakup of the jet and improving evaporation.
Chemical Delay:
During the chemical delay reactions start slowly and then accelerate until
ignition takes place. Generally the chemical delay is larger than the physical delay.
However it depends on the temperature of the surroundings and at high
temperatures the chemical
reactions are faster and physical delay becomes longer than the chemical delay. It
is clear that ignition in SI engine is essentially equivalent to the chemical delay for
the CI engines. In most CI engines ignition has shorter than the duration of
injection.
2. Period Of Rapid Combustion:
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The period of rapid combustion is also called as uncontrolled combustion is
that phase in which pressure rise is rapid. During the delay period, the droplets
have had time to spread over a wide area and fresh air is always available around
the droplets. Most of the fuel admitted would have evaporated and formed a
combustible mixture with air. By this time the pre-flame reaction would have also
been completed. The period of rapid combustion is counted from end of delay
period or the beginning of the combustion to the point of maximum pressure risen
the indicator diagram. The rate of heat release is maximum during this period. It
may be noted that pressure reached during the period of rapid combustion will
depend on the duration of the delay period (longer the delay the more rapid and
higher is the pressure rise, since more fuel would have accumulated in the cylinder
during delay period.
3. Period Of Controlled Combustion:

The rapid combustion period is followed by the third stage the controlled
combustion. The temperature and the pressure at the end and second stage are
already quite high. Hence the fuel droplets injected during second stage burns.
Faster with reduced ignition delay as soon as they find the necessary oxygen and
any further pressure is controlled combustion is assumed to end at maximum cycle
temperature.
4. Period Of After Burning:

Combustion does not cease with the end of injection process. The un-burnt
and partially burnt fuel particles left in the combustion chamber start burning as
soon as they come in contact with the oxygen. This process continues for a certain
duration called the after burning period. Usually this period starts from the point of
maximum cycle temperature and continues over a part of expansion stroke. Rate of
after burning depends on velocity of diffusion and turbulent mixing of un-burnt and
partially burnt with the air. The duration of the after burning phase may correspond
to 70-80 degrees of crank travel from TDC.
The P-θ diagram for the test set up diesel engine is shown in fig.
Page -
CUROW WADIA INSTITUTE O

FTECHNOLOGY,
Pune-411001
Expt. No. :- 6
Expt.Name :- Trial on Diesel Engine.
Name :
Roll No. :
Examined By :
Page -
 Title: Trial On Diesel Engine Test Rig.

Aim:-
Study and trial on diesel engine to determine energy balance and variable load
performance.
THEORY:
ENGINE PART DETAILS:
1. Crank-case and drain arrangement.

2. Crank-shaft, Crank-gear and flywheel.
3. Main bearing housing, intermediate bearing housing and lubrication oil
pumping.
4. Camshaft, fly gear wheel and push-rod.
5. Gear cover and gear cover plate.
6. Fuel pump bracket, filter casing, dipstick and inspection cover.
7. Lubrication oil, gear pump and starter.
8. Cylinder block and cylinder liners.
9. Cylinder head.
10. Connecting rod and piston.
11. Rocker bore and valve rocker levers.
12. Fulcrum bracket.
13. Fuel pump, nozzle and high pressure pipes.
14. Fuel filter and fuel pipes.
15. Fuel tanks and mountings.
16. Water inlet and manifolds.
17. Starting handle.
18. Types of couplings.
VARIOUS ENGINE SYSTEMS:
1. STARTING SYSTEM:
Internal combination engines are not self starting and needs to be rotated at
certain minimum speed for the engine to commence running by the fuel supply
system. The engines are normally cranked by electrical devices, but the DM20
engine i.e. cylinder engine is started by cranking manually by hand lever in the
clockwise direction.
2. STOPPING SYSTEM:
Page -
To stop the engine, cut-off the fuel supply and for that pull the fuel supply lever. Do
not stop the engine with help of the decompression levers.
3. FUEL SYSTEM:
The fuel system of diesel engine has to perform following functions:

i) Starting the fuel.
ii) Filtering and delivering fuel to engine cylinder.
i) Fuel injection in engine cylinder.
ii) Speed control of engine.
a) Fuel injecting system:
Its function is to meet proper quantity of fuel into engine cylinder at correct time
and at performed rate. The fuel injection system in this engine is solid injection of
common rail type.
b) Fuel filters:
The most commonly used primary filters for diesel engine is paper type. The fuel is
filtered before passing it into injection pump.
c) Fuel tank:
Used to store fuel of capacity of 11.5 liters.
d) Fuel injector:
Function is to meet or to inject fuel in the engine cylinder in an atomized form and
correct quantity.
4. LUBRICATION SYSTEM:
The lubrication system is one of the most important systems. The engine can’t run
smoothly for more than few minutes, without the lubrication oil. In DM20 model,
forced feed lubrication system is used. The type oil used is ‘k-oil’ DEO. The gear
type of oil pumps is used to circulate lubrication oil.
5. COOLING SYSTEM:
Method of engine cooling is the water cooling. In this, water is circulated through
water jackets around each of the combination chambers, cylinder, valve seats, and
valve system. The circulating water when passed through engine jacket takes the
heat of combustion.
6. GOVERNING SYSTEM:
A governor is necessary in case of diesel engine to control the fuel injected to

ensure optimum conditions of all speeds and loads, within range specified. The
mechanical type governor is used in DM20, when engine starts the weights takes
Page -
up to the position to maintain the stable idling speed. The acceleration pedal is
pressed against spring the weight moves inward and as weights are linked to
control rod, the fuel delivery is increased and hence engine speed is increased.
The increased engine speed causes pump camshaft to rotate faster, which moves
weights outward against the action of control spring. Thus it reduces fuel delivery
until correct balance is arrived at a particular engine operating condition.
TEST PROCEDURE:
The diesel engines are tested for the performance calculations. The testing
is performed at various loads, starting from ‘no load’ at various load conditions at
constant speed. The governor adjusts the engine speed constant to 1500 rpm at
engine. Initially, with no load on engine it is started by hand cranking. Observations
are taken at different loads by keeping speed constant.
PRECAUTOINS:
1. Check sufficient lubricating oil quantity before starting.

2. Never start engine before starting water supply to engine
3. Check for tightness of all fasteners.
SPECIFICATIONS:
1. Rated output power = 20 hp

2. Rated rpm = 1500 rpm
3. Stroke length = 116 mm
4. Bore diameter = 102 mm
5. Generator
6. Load bank( heaters)
7. Calorific value of fuel = 42000kJ/kg
8. Sp. Gravity of fuel = 0.84
9. Density of fuel = 840 kg/m3
10. Orifice diameter = 21.5 mm
11. Glass tube inner diameter = 20 mm
OBSERVATIONS:
Atmosphere temperature =
Atmosphere pressure =
Page -
OBSERVATION TABLE:
Observations Load on engine

1 2 3 4
I GENERATOR SECTION
1 Speed of engine(rpm)
Time required for 10 revolutions of

2
energy meter. (Sec)
II SPECIFIC FUELCONSUMPTION
Time for 5 cm drop of fuel
1
(sec)
Inlet temp. of cooling water (o c)
2
Of water jacket
Outlet temp. of cooling water (o c)
3
Of water jacket
Time for circulating 1 lit. of cooling
4
water through water jacket. (Sec)
III CALORIMETER SECTION

Temp. of exhaust gas entering
1
calorimeter (o c)
Temp. of exhaust gas leaving
2
calorimeter (o c)
Inlet temp. of water circulating
3
through calorimeter (o c)
Outlet temp. of water circulated
4
through calorimeter (o c)
Time for circulating 1 lit. of cooling
5
water through Calorimeter (Sec)
IV AIR BOX SECTION
Page -
Manometer level difference in mm of
1
water
SAMPLE CALCULATIONS:
1. Output power:
2. Break power:
3. Fuel consumption (kg/hrs) :
4. Fuel consumption:
5. Friction power:
6. Indicated power:
Page -
7. Heat input:
8. Mechanical efficiency:
9. Brake thermal efficiency:
10. Indicated thermal efficiency:
11. Brake specific fuel consumption (BSFC):
12. Volumetric Efficiency:
Page -
13. Heat Balance Sheet Calculations:-
1. Heat input
2. Brake power
3. Heat carried away by cooling water (Qw):
4. Heat carried away by exhaust gas (Qg):
Page -
5. Heat unaccounted:
6. Brake Torque:
Heat Balance Sheet:
Heat supplied Heat utilized

Particular kJ/min % Particular kJ/min %
Heat input 1 Heat accounted to B.P.
2 Heat accounted by
cooling water
3 Heat carried away by
exhaust gas
4 Heat unaccounted
Total Total
RESULT TABLE:
Sr Index 1 2 3 4
1 Brake power (kW)
2 Fuel consumption
(kg/hr)
3 Friction power (kW)
4 Indicated power (kW)
5 Heat input (kW)
6 Mechanical efficiency
(%)
7 Brake Thermal efficiency
(%)
Page -
8 Indicated thermal
efficiency (%)
9 BSFC (kg/kW-hr)
10 Brake torque (N-m)
11
Volumetric efficiency (%)

TECHNOLOGY,
Pune-411001
Expt. No. :- 7
Expt.Name :- Report on Visit to Automobile

Service Station.
Page -
Name :
Roll No. :
Examined By :
TITLE:- REPORT ON VISIT TO MARUTI SUZUKI SERVICE

CENTER
AIM:- To study of MPFI system & advance technology in automobile by visit to

service center.
NAME OF SERVICE CENTER:-
ACE Kudale Car pvt. Ltd,

Manjri Budruk Solapur Highway.
Pune 411028
(11Km from J.S.C.OE. Pune.)
DATE OF VISIT:-
SERVICE PROVIDED:-
Car servicing
Page -
Show room
Denting
Painting of car parts
Wheel alignment & balancing
Washing
REPORT ON VISIT:-
We were show a model of “WEGON-R” in which the MPFI system was

installed. The pressure of the fuel was 43PSI-47 PSI.
MPFI means multipoint fuel injection system in which every cylinder has
a separate fuel injector. “DAEWOO MATIZ” is the first vehicle equipped with MPFI
system in Indian automobile industry.
MPFI system has the following main components:-
1) A computer called ECU

2) A set of sensor to monitor ambient coolant & exhaust gas temp. exhaust
content, intake pressure, throttling poison, speed etc.
3) A solenoid injector :-
We have shown the following six basic type of sensor.
i. Intake air temp. sensor:-
It sense the temp of the intake air given through the MPFI
system.
ii. MAP [ Manifold absolute pressure sensor]
iii. Throttling poison sensor:-
It is basically a potentiometer & it sense the change in the
voltage.
iv. The types of sensors are as below,
(a) Ideal speed (chock) sensor.
(b) Fuel injector sensor
v. Camshaft position sensor :-

It is an integral part of the engine by removing the position of
camshaft; one can determine when to give the spark accurately.
It also works on principle of change in voltage.
vi. Crank shaft position sensor :-

It is provided for accurately working of CMP.
vii. Knock sensor :-

It helps to detect knocking. It is a self generating voltage
sensor up to 0.7V.
viii. Oxygen sensor :- It is made up of zirconium. It produces its own
voltage.
ix. ETC (Engine coolant temp.) sensor :-
Coolant is basically used over water to avoid corrosion of
engine parts.
Page -
DIA.
The above layout shows the power transmission from engine to the rear
axel through propeller shaft.
Here only Maruti Van – Omni has a propeller shaft to transmit power to
the rear axel. In this
1. The front wheel is connected by a half drive shaft.
2. The front wheel drive has two propellers.
3. The leaf spring drive has two main disadvantages that it absorbs a lot of
energy that comes from engine. This may reduce the performance.
4. A breather is provided in the differential gear box to avoid blockage.
As pressure increases the oil present gets vaporized which needs to be left
open to atmosphere to avoid any kind of blocking.
5. A catalytic converter is provided in the exhaust manifold to reduce pollution
as it catalyses CO, CO2 by giving one atom of oxygen.
6. A muffler is provided to absorb the noise. It has glass wool which absorb &
damp down the heat & sound.
Glasses of vehicle :-
a) The glass used as front of car is laminated. It consist of a white fluid

which holds the piece of glass if broken & prevents any harm to the
driver.
b) The hardened glass contains sodium (Na) which gives square edge
to the glass piece instead of pointed ones.
Welding :-
a) A mig welder was being used. It comprises of electric & gas

technique when acetylene is used. Temp. goes up to 1500-1800°C,
but when “w” gas is used temp. goes beyond 300°C.
b) A Cu wire is installed for welding process.
Painting of parts :-
1) There is a separate division provided for painting parts. For the safety
of painting filters are provided on the coiling.
2) The filters are made up of nylon fiber which absorbs the dust, hence
prevents health hazards to painter, such as lung cancer, asthma etc.
3) For drying up of the painted parts at a faster rate, heating system is
provided. It consist of heater which is at 300°C & supplies hot air up
to 60°C for quick drying.
4) In the painting process, first layer of clear coat is applied called
Lancer & second layer is applied for the shine.
Page -

TECHNOLOGY,
Pune-411001
Page -
Expt. No. :- 8
Expt.Name :- Trial on Multi-cylinder Petrol

Engine to conduct “Morse Test”.
Name :
Roll No. :
Examined By :
 Title: Trail on multi-cylinder Petrol Engine.

[Morse Test]
Page -
AIM: -
Trail on multi-cylinder petrol Engine. [Morse Test]
DESCRIPTION: -
This test is performed on multi-cylinder petrol or diesel engine to find indicated

power of the engine. This test cannot be performed on single cylinder engine.
Let us consider a four-cylinder petrol engine, when all the four cylinders are
working then the engine produces certain brake power. If one of the cylinders is
made non-firing by shorting or removing its spark plug then BP developed by non-
firing cylinder is zero. But its friction power is not zero and it is supplied by other 3
working cylinders. Thus Fp of engine working on 4 cylinders and on 3 cylinders is
the same. This is the basic assumption of the Morse test.
PROCEDURE: -
1) Start the given engine. Let us assume that it is a 4-stroke 4-cylinder petrol
engine. Load the engine so that it produces rated ‘BP’ at rated speed. Let
the value of BP be ‘b’.
2) Put the cylinder no.1 out of action by shorting its spark plug. Since engine is
working on only three cylinders and load is same, its speed will fall. Reduce
the load on engine so that its speed is a gained increased to the rated
speed. Let engine produces power ‘b1’ under these conditions.
3) Put cylinder no.1 back into action and short cylinder no.2. Repeat the same
procedure given in step 2. Let power produced by engine when cylinder 2 is
shorted be ‘b2’.
4) Repeat the procedure given above for cylinder 3 and 4 by one. Let power
produced by engine when cylinder 3 and 4 are shorted be ‘b3’ and ‘b4’.
5) Unload the engine and stop it.
CALCULATIONS: -
When the engine is working on all 4 cylinders, it produces rated bp = ‘b’

b = Total Ip of engine – Total Fp of engine
Page -
= (I1+I2+I3+I4) – (f1+f2+f3+f4) ----------------- (1)
Where,
I1, I2, I3, I4 are individual indicated powers of cylinders 1, 2, 3, 4,
respectively and f1, f2, f3, f4 are individual friction powers of cylinders 1, 2, 3, 4
respectively. Now, when the engine is working on cylinder 2, 3, and 4 and its bp is
b1.
b1 = (I2+I3+I4) – (f1+f2+f3+f4) ----------------- (2)
Since I1 = 0 and total Fp remains unchanged
Therefore substituting eq. (2) from (1)
b-b1 = I1, similarly,
b - b2 = I2,
b – b3 = I3,
b – b4 = I4.
Adding I1+I2+I3+I4 and we get total Ip.
Morse test is quick and simple. It requires no indicator to be installed on the engine
and the test can be performed on the existing set up without any modifications,
however results given by test are not accurate. This is because friction and
pumping losses while cylinder is not working are not the same as while it is
working. Thus the basic assumption made for the test is not correct.
The Morse test can be conducted on the diesel engine also. In that case
however the injector of the cylinder has to be disconnected and fuel supply should
be stopped to make cylinder non- working.
0 SPECIFICATIONS: -
Model : Petrol engine (Feat)
Maximum output : 33.5 Kw
Maximum torque : 71.1Nm at 4500 rpm
No. of cylinders :4
Bore diameter : 68mm.
Stroke length : 75mm.
Compression ratio : 78: 1.
Capacity : 1089cc
Firing order :1-3-4-2
Lubrication system : Pressure feed system

Cooling system : Water cooled with thermostat
Carburetor : Solex 1049.
Dynamometer : Hydraulic
Calorific value : 42500 Kj/Kg
Density of petrol : 760 Kg\m^3.
Dynamometer radius : 0.35 m
Coefficient of discharge : 0.64
Orifice diameter : 24 mm
Barometric pressure : 715 mm of Hg.
Page -
OBSERVATION: -
1) Engine speed =
2) Time for 50 cc of fuel consumption =
3) Manometer reading =
4) Dynamometer reading when all cylinder are working =
5) Dynamometer reading when first cylinder is kept inoperative =
6) Dynamometer reading when second cylinder is kept inoperative =
7) Dynamometer reading when third cylinder is kept inoperative =
8) Dynamometer reading when fourth cylinder is kept inoperative =
RESULTS: -
1. Total indicated power =
2. Total brake power =
3. Friction power =
4. Brake specific fuel consumption =
5. Mechanical efficiency =
6. Brake thermal efficiency =
7. Brake torque =
Page -

TECHNOLOGY,
Pune-411001
Expt. No. :- 9
Expt.Name :- Assignment on performance &

Testing of IC Engine.
Name :
Roll No. :
Examined By :
Page -

TECHNOLOGY,
Pune-411001
Expt. No. :- 10
Expt. No. :- Alternative fuels used for

IC Engine.
Name :
Roll No. :
Examined By :
Page -
 Title: Study of Alternative fuels for I.C

Engines.
INTRODUCTION:-
In the 21st century, crude oil& petroleum will become very scarce and costly to find
& produce. At the same time, there will be likely an increase in the number of
automobiles & other I.C. engines & there will be great demand for fuel in the
coming decades. Gasoline will become scarce & costly. Alternative fuel technology,
availability & use will become more common in the coming decades.
The most promising alternate fuels are the alcohols mainly methanol & ethanol,
natural gas, biogas & some vegetable oils. Another reason for motivating the
development of alternative fuels for I.C. engines is the concern over the emission
problems. Large number of automobiles is a major contribution to the air quantity &
quality gets polluted gets polluted of the world.
The third reason for alternate fuel development is the fact that a large
percentage of crude oil is imported from other countries & corers of rupees from the
budget gets used up for this causing trade deficit.
A} ALCOHOL:-
They are saturated compounds with a chain structure of general formula R-OH.
Here the radical R is the paraffin group attached to the hydroxyl radical –OH.
Alcohols are designated by the name of the radical e.g. ethanol or ethyl alcohol
[C2H2OH] is designated. Thus the name of the parent hydrocarbon is followed by
the suffix.
Also propyl alcohol C3H7OH called propanol etc. Alcohols are considered to
serve as a motor fuel either in a pure form as an alcohol-gasoline blend. The main
reason for advocating alcohol as a fuel is that it can be manufactured from farm
products or waste material, while gasoline is a natural source, which is rapidly
depleted.
Alcohol has the advantage of good antiknock characteristics (octane reading 92
& 89 for methanol & ethanol respectively). On the other hand, the cost of
manufacturing of fuel is prohibitively high when compared to petroleum where the
cost of manufacture was born by nature. If waste material is used the cost may be
cut down.
When gasoline & alcohol are blended together another difficulty arises because
alcohol will absorb water from the atmosphere & separate from gasoline. Since
alcohol requires different ratio of air & fuel than gasoline, this may lead to erotic
operation.
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Methanol can be produced from a wide range of abundantly available material
like lignite of coal, municipal solid waste & biogas-biomass. Ethanol is
manufactured from sugar or grains while S.I. engines can use alcohol with
minimum modification to their fuel delivery systems; the diesel engine has not been
good for alcohol.
ADVANTAGES OF ALCOHOL AS A FUEL:-
• It can be obtained from a number of sources, both natural & manufactured.

• It is high octane fuel with octane number over 100 & engines, using high octane
fuel run efficiently by using higher compression ratio.
• It produces less overall emissions as compared to gasoline.
• When it is burned, it produces more moles of exhaust which gives higher
pressure & more power of expansion per stroke.
• It has a high evaporation cooling which makes cooler intake process. This
increases the volumetric efficiency of the engine & reduces compression work.
• It has lower sulphur content.
DISADVANTAGES OF ALCOHOL AS A FUEL:-
• It has lower energy content & almost twice as much alcohol as gasoline must be
buried to give the same energy output to the engine. This leads to larger size of
tank. Double the storage capacity at service station twice the number of tanks &
pipe line will be required. Even with the lower energy content of alcohol power
for a given displacement would be same due to lower air-fuel ratio required by
alcohol as alcohol contains oxygen.
• More aldehydes in the exhaust which causes air pollution.
• Alcohol is more corrosive than gasoline on copper, brass, aluminum, rubber &
plastics. This puts some restrictions on the design & manufacturing of an
engine.
• Poor cold weather starting characteristics at temperature below 10°C often a
small amount of gasoline is added to alcohol fuel, which greatly improves cold
weather starting.
• Poor ignition characteristics in general.
• Alcohol has invisible fuel which is dangerous while handling fuel. Addition of fuel
to small amount of gasoline reduces the danger.
• Danger of inflammability on storage.
• The strong odor of alcohol is offensive. Headaches & dizziness is experienced
while refueling.
• Vapour lock in fuel line.
B} METHANOL:-
It is one of the promising fuels. Pure methanol & mixture of methanol & gasoline
in various percentages (The most common mixture of 85% methanol & 15%
Page -
gasoline) is found to be most satisfactory. Two fuel tanks to be pumped can be
passed to the engine
through the mixing chamber.
One problem with gasoline, methanol mixture is the tendency for methanol
mixture is the tendency for methanol to combine with any water percent.
When this happens, it separates from gasoline resulting in a new homogeneous
mixture. This causes engine to run erratically.
Methanol is obtained from many sources both fossil & renewable. These include
coal, petroleum, natural gas, wood landfills & even ocean. However, it requires
extensive manufacturing & processing which raises the price of fuel & requires
energy output, both make the proposal unattractive.
Emissions from the engine using methanol blended with gasoline are about the
same as those using gasoline. There is measurable decrease in HC & CO exhaust
emission but increase in NOX emission with higher percentage of methanol.
Methanol is not a good CI fuel due to high octane number, but its small amount of
diesel oil is used for ignition it can yield good results. This is very attractive for
countries where methanol can be obtained much cheaper than diesel oil.
C} ETHANOL:-
It has been used as automobile fuel for many years in many parts of the world.
Brazil is leading user where the early 1990, 4.5 million vehicles operated on alcohol
& it is
available at service stations in the United States mostly in the Midwest corn,
production state. Two mixture combination that are important are E85 (85%
ethanol) & E10
(gasoline). E85 has 15% gasoline, which eliminates cold starting etc. E10 reduces
the use of gasoline with no modification needed to the automobile engine.
Ethanol can be made from ethylene or from fermentation of grains & sugar
much of it is made from corn, sugar beets, sugarcanes & cellulose. Present cost of
ethanol is high due to manufacturing & processing required. However, very high
production would create a good fuel competition & high cost of both ethanol’s has
less HC emission.
D} HYDROGEN:-
It is another alternate fuel & many automobile companies & building prototypes
or modified engines which operate on hydrogen fuel.
ADVANTAGES OF HYDROGEN FUEL:-
• Fuel availability is better as different methods can be used for making it.
• Low emission, i.e. no CO or HC in exhaust. Most exhaust would be H2O & N2.
• Fuel leakage causes no pollution problem.
• High energy content per volume.
Page -
DISADVANTAGES OF HYDROGEN FUEL:-
• Heavy, bulky fuel storage required. It can be stored as liquid on compressed

gas. If stored as liquid requires high pressure at low temperature. This would
need a thermally super insulated fuel tank.
• Difficult to refuel.
• Poor volumetric efficiency.
• High present technology. Fuel cost is high.
• High NOX emission due to high flame temperature.
• Can deteriorate.
5. GASEOUS FUEL:-
Almost all gaseous fuels are either fossil fuels or by products of fossil fuels.
These fuels can be derived into three general groups including natural gases,
manufactured gases & by product fuel gases.
ADVANTAGES OVER OTHER FUEL TYPES:-
• The gas can be produced at one point & clean gas is distributed over wide area
through pipe lines.
• Combustion of gaseous fuels permits the exact control is in quantity, length of
flame & temperature.
• Remote control of combustion is possible.
• Smoke & Ash is eliminated.
• Cleanliness.
• Complete combustion without pollution is possible.
• Low grade fuels can be successively used for gasification recovering important
by products.
TYPICAL FUEL GASES:-
1. Natural Gas:- Methane natural gas is only true fossil gas & is usually trapped
beneath lime stones causing above petroleum reserves. Actually there are two
types of natural gas that produced from the decay of organic matter & that
which has been trapped deep in the earth’s crust. These latter gas sources are
called primordial natural gas source. Typical gas reservoirs pressure may run
as high as 35 to 70 MPa. Natural gas is composed of methane plus smaller
fraction of other gases. Natural gases have higher heating value of all fossil
fuels of 55,000 KJ/kg & 37,000 KJ/kg.
Natural gas is the easiest of the three fossil fuels to burn, it makes wall with air
& burns cleanly with little ash. Natural gas can be easily & cheaply transported
in pipelines & overseas gases is sometimes converted to liquid for liquefied
natural gas (LPG) at -12°C & shipped in cryogenic tankers to the energy
consuming nations. The only disadvantage associated with the use of natural
gas as a source of energy that it is difficult to store large quantities of energy in
the form of natural gas.
Page -
Nowadays compressed natural gas is being used more. The natural gas is
compressed up to 200 bar in the bottles & transported to the place of use. In
India, car & tanks are converted to use suitable modifications to use CNG.
ADVANTAGES OF NATURAL GAS AS A FUEL:-
• Octane number is 120, which make it very good SI engine fuel. Thus, engine
work on higher compression ratio.
• Low engine emissions.
• Fuels are fairly abundant world-wide. It can be made from coal.
DISADVANTAGES OF NATURAL GAS AS A FUEL:-
• Low energy density resulting in low engine performance.

• Low volumetric efficiency.
• Need for large pressurized storage tank thus, vehicles range up to 200 km.
• Inconsistent fuel properties.
• Refueling is a slow process.
• There are some safety concerns with pressurized storage tanks.
2. LPG: -
Manufactured fuel gas includes liquefied petroleum gas or LPG, water gas,
carbureted water gas, synthetic or substitute natural gas (SNG) & produced
gas.
A no. of other fuels, are produced as by product of some other process. These
include coke-oven gas, sewage gas & blast furnace gas.
LPG is sometimes called as refinery gas, is composed of the light distillate of
petroleum, primarily propane & butane. Because of the higher molecular weight
& resulting higher gas density, it has a higher volumetric heating value than
natural
gas. The fuel gas is usually stored & transported as a liquid under pressure
ranging from 0.4 to 2.0 MPa depending upon the atmospheric pressures &
temperatures.
3. Water Gas:-
It is manufactured fuel gas that is produced by an alternatively passing steam &
air through a bed of incandescent coke. The steam reacts with the hot coke in
the water
gas reaction to produce hydrogen & carbon monoxide gases with a very low
volumetric heating value oil vapors are some times added to the water gas to
improve the heating value of the gas. Then this is called carbureted gas.
4. Producer Gas: -
There are several gases that are called producer gas. The commonly used
known producer gas is produced by burning low grade coal with insufficient air
for complete combustion. Only enough temperature to drive off some of the
hydrogen & volatile matter & to oxidize some of the carbon monoxide. Producer
gas is being extensively used in the USSR & has been tried in US & in India
Page -
during Second World War, used for motor car as there was not enough petrol
available.
5. Coke-Oven Gas: -
It is an excellent fuel gas with high heating value. The gas is a by product of the
industry that supplied coke to the steel industry. The only problem with coke-
oven gas is its limited availability.
6. Blast Furnace gas: -

It is a low quantity fuel resulting from the steel industry. Although the gas had a
low heating value, the amount of gas generated is large in the operation of blast
furnace. Thus, it is economically feasible to recover & burn in large internal
combustion engines. It consists of nitrogen, carbon dioxide & carbon monoxide.
The CO is the only combustible gas in the mixture.
7. Sewage Gas: -
It has been used as a heating fuel in several cities. Currently most of the
interest in sewage gas involve in the utilization of animal & vegetable waste
(biomass). Particularly the waste from large cattle feed lots to generate the gas.
Sewage gas is almost pure methane, which is produced in the decay process.
8. Biomass Fuels: -
Attempts to use many other types of fuel have been tried throughout the history
of I.C. engines. Often this was done out of necessity or to promote financial
gain. At present a number of biomass fuels are being evaluated. These include
CI fuel oil made from wood, barely, soybeans, rapeseed & even fuel follow.
Unlike, coal oil and natural gas which has taken million of years to form source
because plant like renews & adds on to itself every year. It can be also
considered a form of solar energy. (except beet follow) as the latter is used
indirectly to grow the plants by photosynthesis. Biomass mainly includes wood
waste & bagasses plus other above mentioned.
All are highly dispersed & bulky & contain large amounts
of water, thus it is not economical to transport them overlong distance &
conversion into usable energy must take place close to the source. However
biomass can be converted into liquid or gaseous fuel. By making it feasible for
transport over long distances.
Terrestrial crop includes:-
• Sugar cane & sweet sorghum.

• Herbaceous crops which are non-woody plants that are easily converted into
liquid or gaseous fuels.
• Forest plant & other hand woods currently, studies are being carried out to
identify species that are suitable for short rotation growing etc.
Animal & human waste are a terrestrial crop from which methane for
combustion & ethylene (for plastic industry) can be produced while retaining the
fertilizer value of the manure.
Biomass conversion can take place by:-
Page -
• By direct combustion such as wood waste, bagasse.

• Thermo chemical conversion &
• Bio chemical conversion.
• Thermo chemical conversions include gasification & liquefaction. Bio chemical
includes an aerobic digestion & fermentation.
Page -

Study fuel injection systems in SI and CI engines

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Department of Mechanical Engg.

CUSROW WADIA INSTITUTE OF

Expt. Name :- Study of Fuel Injection System

 Title:Study of fuel Injection System in SI&CI

REQUIREMENTS OF A FUEL INJECTION SYSTEM:-

 It should atomize the fuel in fine particles.

TYPES OF A FUEL INJECTION SYSTEM:-

A} Air injection system:

B} Solid injection system:

2. Unit Injector System :

 FUEL FEED PUMP:

TYPE OF INJECTION PUMP:

1. Bosch Fuel Injection Pump :-

• This pump is cam operated, spring return

• Injection pressure- with higher injection pressure, better is dispersion and

2) Multi hole nozzle:

3) Single hole nozzle:

CUSROW WADIA INSTITUTE OF

Expt.Name :- Study of Electronic ignition

 Title: Study of Fuel Ignition System

The basic ignition requirements can be listed as follows:-

TYPES OF IGNITION SYSTEMS:-

The main types used are:-

1 2. Ignition coil with ballast resistor:-

Functions of condenser are:-

Advantages of battery coil ignition system:

Disadvantages of battery coil ignition system:

1. It is heavier due to battery and occupies more space.

B} Magneto coil ignition system:-

Types of magneto system:

Components of the system:

0 An electrical generator with permanent field magnets rotating armature which

Application of the magneto coil ignition system:

C} Electronic ignition system:-

Limitations of conventional ignition system:

To overcome above difficulties of frequent maintenance of breaker contacts, loss of

a) Transistorized assisted contact system (TAC):-

1. High ignition voltage and a long duration of spark.

b) Capacitor discharge ignition system (CDI):

c) Transistorized coil ignition system (TCI) :

Magnetic pulse generator:-

Comparison between battery coil and magneto ignition system:-

tery coil ignition system agneto coil ignition system

It provides high intensity of the It provides low intensity spark

It needs excessive maintenance of It does not need any

System is less reliable compared to System is more reliable

System is heavier due to battery System is lighter in weight

CUSROW WADIA INSTITUTE OF

Expt. Name :-Study & Demonstration of

 Title: Study &Demonstration of Exhaust

Most ordinances regulating smoke emissions are based on estimation of density of

It is basically divided into following methods-

1. Light Extinction Type:-

2. Continuous Filtering Type:-

In this method provision is made for continues reading and

3. Spot Filtering Type: -

A smoke stain obtained by filtering a given quantity of exhaust gas through a

CUSROW WADIA INSTITUTE OF

Expt. No. :- Assignment on Programming of

 Title: Assignment on programming of Air

printf(“P2,T2=%7.2f kpa %7.2f K\n”,p2,t2);

o for Otto cycle