2 CYLIND APEX. Contents. 1 Description 2 Specifications. 9 Theory. Im238. Page 1

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1 ENGINE TEST SET UP 2 CYLIND DR, 4 STROKE, DIESEL Product Code 238 Instruction manual Contents 1 Description 2 Specifications 3 Installation requirements 4 Installation Commissioning 5 Troubleshooting 6 Components used 7 Packing slip 8 Warranty 9 Theory 10 Experiments 11 Components manuals APEX INNOVATIONS Im238 Page 1

2 Description The setup consists of two cylinder, four stroke, Diesel engine connected to eddy current type dynamometer for loading. It is provided with necessary instruments for combustion pressure and crank-angle measurements. These signals are interfaced to computer through engine indicator for Pθ PV diagrams. Provision is also made for interfacing airflow, fuel flow, temperatures and load measurement. The set up has stand-alone panel box consisting of air box, fuel tank, manometer, fuel measuring unit, transmitters for air and fuel flow measurements, process indicator, load indicator and engine indicator. Rotameters are provided for cooling water and calorimeter water flow measurement. The setup enables study of engine performance for brake power, indicated power, frictional power, BMEP, IMEP, brake thermal efficiency, indicated thermal efficiency, Mechanical efficiency, volumetric efficiency, specific fuel consumption, A/F ratio and heat balance. Labview based Engine Performance Analysis software package Enginesoft is provided for on line performance evaluation. DYNAMOMETER ENGINE Specifications Product Engine test setup 2 cylinder, 4 stroke, Diesel (Computerized) Product code 238 Engine Make Mahindra, Model Maxximo, Type 2 Cylinder, 4 Stroke, Diesel CRDI with ECU, water cooled, Power 18.4Kw at 3600 rpm, Torque 55 NM at 2500rpm,stroke 83 mm, bore 84mm, 909 cc,cr 18.5 Dynamometer Type eddy current, water cooled, with loading unit Propeller shaft With universal joints Air box M S fabricated with orifice meter and manometer (Orifice dia 35 mm) Fuel tank Capacity 15 lit with glass fuel metering column Calorimeter Type Pipe in pipe Piezo sensor Range 5000 PSI, with low noise cable Crank angle sensor Resolution 1 Deg, Speed 5500 RPM with TDC pulse. Data acquisition device NI USB-6210, 16-bit, 250kS/s. Piezo powering unit Make-Cuadra, Model AX-409. Digital milivoltmeter Range 0-200mV, panel mounted Temperature sensor Type RTD, PT100 and Thermocouple, Type K Im238 Page 2

3 Temperature transmitter Type two wire, Input RTD PT100, Range Deg C, Output 4 20 ma and Type two wire, Input Thermocouple, Range Deg C, Output 4 20 ma Load indicator Digital, Range 0-50 Kg, Supply 230VAC Load sensor Load cell, type strain gauge, range 0-50 Kg Fuel flow transmitter DP transmitter, Range mm WC Air flow transmitter Presure transmitter, Range (-) 250 mm WC Software Enginesoft Engine performance analysis software Rotameter Engine cooling LPH; Calorimeter LPH Pump Type self priming Overall dimensions W 2000 x D 2750 x H 1750 mm Shipping details Gross volume 2.74m 3, Gross weight 855kg, Net weight 695kg Im238 Page 3

4 Installation requirements Electric supply Provide 230 +/- 10 VAC, 50 Hz, single phase electric supply with proper earthing. (Neutral Earth voltage less than 5 VAC) 5A, three pin socket with switch (2 Nos.) Water supply Continuous, clean and soft water 4000 LPH, at 10 m. head. Provide tap with 1 BSP size connection Computer IBM compatible with standard configuration (with free PCI slot on motherboard) Space 3500Lx4000Wx2000H in mm Drain Provide suitable drain arrangement (Drain pipe 65 NB/2.5 size) Exhaust Provide suitable exhaust arrangement (Exhaust pipe 32 NB/1.25 size) Foundation As per foundation drawing Fuel, oil liter 3.5 lit. (15W40) Im238 Page 4

5 Installation Commissioning INSTALLATION Unpack the box(es) received and ensure that all material is received as per packing slip (provided in instruction manual). In case of short supply or breakage contact Apex Innovations / your supplier for further actions. Install engine test set up assembly on the foundation. Keep panel box structure near foundation (Refer foundation drawing ) Fit the panel box assembly on the panel box structure and fit following parts o Piezo powering unit o Loading unit o Digital voltmeter o Load indicator Keep the Dashboard panel between engine and panel box. Fit the following units and connect to engine: o Battery o Gauges o Throttle unit Complete the piping work as follows: o Exhaust: Engine to calorimeter o Water: Dynamometer inlet, outlet, Engine cooling inlet, outlet, Calorimeter water inlet outlet and drain pipe. o Air: Air box to engine o Fuel: Fuel measuring unit to engine Fit the following parts o Piezo adaptor assembly on engine head with water cooling piping. o Pressure gauge on dynamometer inlet pipe. o Temperature sensors o Crank angle sensor on dynamometer (non driving end) o Load cell to dynamometer. Complete the wiring work as follows: o Crank angle sensor to Piezo powering unit o Piezo sensor to Piezo powering unit o Load cell to Load indicator o Temperature sensors to engine panel o DLU unit to Dynamometer o USB cable from Data acquisition device to computer USB port COMMISSIONING Fill lubrication oil in the engine and fuel in the fuel tank. Remove air from fuel line connecting fuel measuring unit to fuel transmitter. Lower jack bolts under dynamometer for free movement. Provide electric supply to panel box o Adjust crank angle sensor for TDC matching. o Confirm all temperatures are correctly displayed on process indicator o Confirm load signal displayed on process indicator Fill water in the manometer up to 0 mark level Im238 Page 5

6 Keep Load knob on loading unit is at minimum position. Load the NI-USB driver on the computer from Driver CD. Connect USB cable from Data acquisition device to computer. Load Enginesoft software package on the same computer. Ensure water circulation through engine, calorimeter and dynamometer and piezo adaptor. Start the Engine. Check engine operation at various loads and ensure respective signals on computer. Precautions Use clean and filtered water; any suspended particle may clog the piping. Piezo Sensor Handling: o Ensure cooling water circulation for combustion pressure sensor. o Diaphragm of the sensor is delicate part. Avoid scratches or hammering on it. o A long sleeve is provided inside the piezo adapter. This sleeve is protecting the surface of the diaphragm. While removing sensor from the adapter this sleeve may come out with the sensor and fell down or lose during handling. Status of the sensor is indicated on the engine indicator. o Damages to the electronic parts of the sensor or loose connection are indicated as "open" or "short" status on piezo powering unit. Circulate dynamometer and piezo sensor cooling water for some time after shutting down the engine Im238 Page 6

7 Troubleshooting Note: For component specific problems refer components manual Problems Possible causes / remedies Engine does not start Switch on electric supply to the engine panel, pump Insufficient fuel Air trapped in fuel line Dynamometer does Faulty wiring not load the engine No DC voltage at the outlet of dynamometer loading unit Faulty air flow Air hose leakage at connections with air-box and with engine. Faulty fuel flow Improper closing of fuel cock. Air trap in pressure signal line to fuel transmitter Software does not work Faulty indicated power Faulty pressure crank angle diagram Faulty speed indication Incorrect temperature indication Improper load indication Faulty or wrong USB port Virus in computer Loose connections TDC setting disturbed. Readjust TDC setting. Improper configuration data Improper earthing Wrong reference pressure setting in configuration file. Adjust the value such that suction stroke pressure just matches the zero line. If peak pressure is not at the TDC, TDC setting disturbed, readjust If peak pressure shifts randomly with respect to TDC, coupling of crank angle sensor may be loose Broken coupling of crank angle sensor Check the connection between thermocouple and temperature indicator/transmitter. Note that yellow cable of thermocouple is positive and red is negative. Open or damaged temperature sensor Excessively raised jack bolts of the dynamometer. TDC Setting The TDC indicator provided on the engine indicator enables matching of index pulse of crank angle sensor with TDC(Top Dead Centre) of the cylinder. Take the piston to its TDC position (match mark provided on the engine fan/pulley/flywheel). Loosen the screws of clamping flange of engine crank angle sensor. Slowly rotate the crank angle sensor body till the TDC indicator lamp glows. At this position clamp the flange screws to fix the crank angle sensor at this position Im238 Page 7

8 Components used Components Details Engine Make Mahindra, Model Maxximo, Type 2 Cylinder, 4 Stroke, Diesel CRDI with ECU, water cooled, Power 18.4Kw at 3600 rpm, Torque 55 NM at 2500rpm,stroke 83 mm, bore 84mm, 909 cc,cr 18.5 Dynamometer Make Saj test plant Pvt. Ltd., Model ED2, Type Eddy current Dynamometer Loading Make Cuadra, Model AX-153, Type veriable speed, unit Supply 230V AC. Propeller shaft Make Hindustan Hardy Spicer, Model 1260, Type A Manometer Make Apex, Model MX-104, Range mm, Type U tube, Conn. 1/4`` BSP hose back side, Mounting panel Fuel measuring unit Make Apex, Glass, Model:FF0.090 Piezo sensor Make PCB Piezotronics, Model SM111A22, Range 5000 psi, Diaphragm stainless steel type & hermetic sealed White coaxial teflon Make PCB piezotronics, Model 002C20, Length 20 ft, cable Connections one end BNC plug and other end micro Crank angle sensor Make Kubler-Germany Model Dia: 37mm Shaft Size: Size 6mmxLength 12.5mm, Supply Voltage 5-30V DC, Output Push Pull (AA,BB,OO), PPR: 360, Outlet cable type axial with flange 37 mm to 58 mm Data acquisition device NI USB-6210 Bus Powered M Series, Piezo powering unit Make-Cuadra, Model AX-409. Temperature sensor Make Radix Type K, Ungrounded, Sheath Dia.6mmX110mmL, SS316, Connection 1/4"BSP (M) adjustable compression fitting Temperature sensor Make Radix, Type Pt100, Sheath Dia.6mmX110mmL, SS316, Connection 1/4"BSP(M) adjustable compression fitting Temperature transmitter Temperature transmitter Load sensor Load indicator Power supply Digital voltmeter Make Wika, model T K0-4NK-Z, Input Thermocouple (type K), output 4-20mA, supply 24VDC, Calibration: deg.C. Make Wika, Model T PO-1 Input RTD(Pt100), output 4-20mA, supply 24VDC, Calibration: C Make Sensotronics Sanmar Ltd., Model 60001,Type S beam, Universal, Capacity 0-50 kg Make ABUS, model SV8 series, retransmission output 4-20 ma Make Meanwell, model S-15-24, O/P 24 V, 0.7 A Make Meco, 3.1/2 digit LED display, range 0-20 VDC, supply 230VAC, model SMP35 Fuel flow transmitter Make Yokogawa, Model EJA110-EMS-5A-92NN, Calibration range mm H2O, Output linear Air flow transmitter Make WIKA, Model SL-1-A-MQA-ND-ZA4Z-ZZZ, Im238 Page 8

9 output 4-20 ma, supply Vdc, conn. Range (- )25-0 mbar. Rotameter Make Eureka Model PG 5, Range lph, Connection ¾ BSP vertical, screwed, Packing neoprene Rotameter Make Eureka, Model PG 6, Range lph, Connection 1 BSP vertical, screwed, Packing neoprene Pump Pump make Kirloskar, Model Mini18S, HP 0.5, Single phase, Size 25x25 Type Self priming Battery Make Exide, Model EMI35R MF, 12V 35AH DC Contact relay Make Leone, Model P40FC 2C, Supply 240V AC, AC240V 5900 ohms, Contact 30A, 250VAC Im238 Page 9

10 Packing slip Total boxes: 10, Volume: 2.74 m 3, Gross weight: 855 kg. Net wt. 694 kg Box No.1/10 Engine Set up Assembly Size W1700xD800xH1200 mm; Volume:1.63m3 Gross weight: 475kg Net weight: 475kg 1 Engine test setup assembly Engine + 1 No. Dynamometer + Base frame Box No.2/10 Engine panel box Size W990xD475xH500 mm; Volume:0.24m 3 Gross weight: 78kg Net weight: 50kg 1 Engine panel box assembly 1 No. Transmitter panel, Fuel pipe, Fuel DP transmitter, Air transmitter, NI USB 6210, power supply and wiring, Manometer with PU tube. Box No.3/10 Engine panel box structure Size W800xD475xH500 mm; Volume:0.19m 3 Gross weight: 56kg Net weight: 31kg 1 Engine panel box structure assembly 1 No. Rotameters with piping (2) Dynamometer loading unit clamp (1) Box No.4/10 Calorimeter Size W650xD275xH325 mm; Volume:0.06m 3 Gross weight: 45kg Net weight: 22kg 1 Calorimeter assembly 1 No. Box No.5/10 Exhaust pipe Size W1100xD750xH325 mm; Volume:0.27m 3 Gross weight: 40kg Net weight: 26kg 1 Exhaust pipe 1 No. Box No.6/10 Pump Size W300xD225xH300 mm; Volume:0.02m 3 Gross weight: 14kg Net weight: 7kg 1 Pump 1 No. Box No.7/10 Battery Size W150xD225xH250 mm; Volume:0.01m 3 Gross weight: 25kg Net weight: 17kg 1 Battery 1 No. Box No.8/10 Dash board panel Size W500xD400xH300 mm; Volume:0.06m 3 Gross weight: 32kg Net weight: 20kg 1 Dash board panel with support structure 1 No. 2 Fuel throttle body with cable 1 No. Box No.9/10 Engine wiring Size W500xD400xH300 mm; Volume:0.06m 3 Gross weight: 30kg Net weight: 12kg 1 Piezo powering unit 1 No. 2 Load indicator 1 No. 3 Digital voltmeter 1 No. 4 Dynamometer loading unit 1 No. 5 Pressure gauge 1 No. 6 Wiring set 1 No. 7 Load cell with nut bolt 1 No. 8 Crank angle sensor 1 No. 9 Temperature sensor 5 Nos. 10 Piezo sensor 1No/2Nos. 11 Piezo adaptor 1 No. 12 Low noise cable 1No/2Nos. 13 Data acquisition device and driver CD 1 No. 14 Apex Enginesoft DVD CD 1 No Im238 Page 10

11 15 Set of loose nut bolts 1 No. 16 Tool kit 1 No. 17 Fuel caps(2), Teflon tape(2) & Gasket shellac(1) 1 No. 18 Set of instruction manuals consisting of: Instruction manual CD (Apex) DP transmitter Dynamometer Calibration sheets for load cell and Piezo sensor 1 No. Box No.10/1 0 Engine piping Size W1250xD450xH350mm; Volume: 0.20m 3 1 Piping set (14 pieces) Engine water inlet and outlet, Dynamometer water inlet and outlet, Calorimeter water inlet 1 No. and outlet, Air hose pipe, Pump suction connection with strainer, Pump outlet, Engine water inlet and outlet hose, Water supply hose pipe, Drain pipe (3 components) 2 Water supply pipe 1 hose 1 No. 3 Load cell bracket 1 set 4 Fuel measuring unit 2Nos (one spare) 1 No. 5 Wiring channel set 1 No. 6 Engine air connection pipe 1 No. 7 Fuel filter assembly 1 No. 8 Exhaust extension pipe with socket and bend 1 No. 9 Pump bracket 1 No. 10 Air box connection 1 No. 11 Calorimeter exhaust outlet flange 1 No. Gross weight: 60kg Net weight: 25kg Im238 Page 11

12 Warranty This product is warranted for a period of 12 months from the date of supply against manufacturing defects. You shall inform us in writing any defect in the system noticed during the warranty period. On receipt of your written notice, Apex at its option either repairs or replaces the product if proved to be defective as stated above. You shall not return any part of the system to us before receiving our confirmation to this effect. The foregoing warranty shall not apply to defects resulting from: Buyer/ User shall not have subjected the system to unauthorized alterations/ additions/ modifications. Unauthorized use of external software/ interfacing. Unauthorized maintenance by third party not authorized by Apex. Improper site utilities and/or maintenance. We do not take any responsibility for accidental injuries caused while working with the set up. Apex Innovations Pvt. Ltd. E9/1, MIDC, Kupwad, Sangli (Maharashtra) India Telefax: , support@apexinnovations.co.in Web: Im238 Page 12

13 Theory TERMINOLOGY Engine Cylinder diameter (bore) (D): The nominal inner diameter of the working cylinder. Piston area (A): The area of a circle of diameter equal to engine 2 cylinder diameter (bore). A = π / 4 D Engine Stroke length (L): The nominal distance through which a working piston moves between two successive reversals of its direction of motion. Dead center: The position of the working piston and the moving parts, which are mechanically connected to it at the moment when the direction of the piston motion is reversed (at either end point of the stroke). Bottom dead center (BDC): Dead center when the piston is nearest to the crankshaft. Sometimes it is also called outer dead center (ODC). Top dead center (TDC): Dead center when the position is farthest from the crankshaft. Sometimes it is also called inner dead center (IDC). Swept volume (V S ): The nominal volume generated by the working piston when travelling from one dead center to next one, calculated as the product of piston area and stroke. The capacity described by engine manufacturers in cc 2 is the swept volume of the engine. V s = A L = π / 4 D L Clearance volume (V C ): The nominal volume of the space on the combustion side of the piston at top dead center. Cylinder volume: The sum of swept volume and clearance volume. V = V s + Vc Compression ratio (CR): The numerical value of the cylinder volume divided by the numerical value of clearance volume. CR = V / V c Im238 Page 13

14 Bore D Cylinder head Suction valve Intake or suction manifold Exhaust valve Exhaust manifold Top dead center T.D.C. Clearance volume.vc Piston Gudgeon or wrist pin Bottom dead center B.D.C. Cylinder volume V Stroke volume.vs Cylinder Connecting rod Crankcase Crankshaft Crank pin Crank Important positions and volumes in reciprocating engine Four stroke cycle engine In four-stroke cycle engine, the cycle of operation is completed in four strokes of the piston or two revolutions of the crankshaft. Each stroke consists of of crankshaft rotation and hence a cycle consists of of crankshaft rotation. The series of operation of an ideal four-stroke engine are as follows: 1. Suction or Induction stroke: The inlet valve is open, and the piston travels down the cylinder, drawing in a charge of air. In the case of a spark ignition engine the fuel is usually pre-mixed with the air. 2. Compression stroke: Both valves are closed, and the piston travels up the cylinder. As the piston approaches top dead centre (TDC), ignition occurs. In the case of compression ignition engines, the fuel is injected towards the end of compression stroke. 3. Expansion or Power or Working stroke: Combustion propagates throughout the charge, raising the pressure and temperature, and forcing the piston down. At the end of the power stroke the exhaust valve opens, and the irreversible expansion of the exhaust gases is termed blow-down. 4. Exhaust stroke: The exhaust valve remains open, and as the piston travels up the cylinder the remaining gases are expelled. At the end of the exhaust stroke, when the exhaust valve closes some exhaust gas residuals will be left; these will dilute the next charge. Two stroke cycle engine In two stroke engines the cycle is completed in two strokes of piston i.e. one revolution of the crankshaft as against two revolutions of four stroke cycle engine. The two-stroke cycle eliminates the separate induction and exhaust strokes Im238 Page 14

15 1. Compression stroke: The piston travels up the cylinder, so compressing the trapped charge. If the fuel is not pre-mixed, the fuel is injected towards the end of the compression stroke; ignition should again occur before TDC. Simultaneously under side of the piston is drawing in a charge through a springloaded non-return inlet valve. 2. Power stroke: The burning mixture raises the temperature and pressure in the cylinder, and forces the piston down. The downward motion of the piston also compresses the charge in the crankcase. As the piston approaches the end of its stroke the exhaust port is uncovered and blowdown occurs. When the piston is at BDC the transfer port is also uncovered, and the compressed charge in the crankcase expands into the cylinder. Some of the remaining exhaust gases are displaced by the fresh charge; because of the flow mechanism this is called loop scavenging'. As the piston travels up the cylinder, the piston closes the first transfer port, and then the exhaust port is closed. Performance of I.C.Engines Indicated thermal efficiency (η t ): Indicated thermal efficiency is the ratio of energy in the indicated power to the fuel energy. η = IndicatedPower FuelEnergy t / IndicatedPower( KW ) 3600 η t (%) = 100 FuelFlow( Kg / Hr) CalorificValue( KJ / Kg) Brake thermal efficiency (η bth ): A measure of overall efficiency of the engine is given by the brake thermal efficiency. Brake thermal efficiency is the ratio of energy in the brake power to the fuel energy. η = BrakePower FuelEnergy η bth bth / BrakePower( KW ) 3600 (%) = 100 FuelFlow( Kg / Hr) CalorificValue( KJ / Kg) Mechanical efficiency (η m ): Mechanical efficiency is the ratio of brake horse power (delivered power) to the indicated horsepower (power provided to the piston). η m = BrakePower / IndicatedPower and Frictional power = Indicated power Brake power Following figure gives diagrammatic representation of various efficiencies, Energy lost in exhaust, coolant, and radiation Energy in fuel (A) IP (B) BP (C) Energy lost in friction, pumping etc Im238 Page 15

16 Indicated thermal efficiency = B/A Brake thermal efficiency = C/A Mechanical efficiency = C/B Volumetric efficiency (η v ): The engine output is limited by the maximum amount of air that can be taken in during the suction stroke, because only a certain amount of fuel can be burned effectively with a given quantity of air. Volumetric efficiency is an indication of the breathing ability of the engine and is defined as the ratio of the air actually induced at ambient conditions to the swept volume of the engine. In practice the engine does not induce a complete cylinder full of air on each stroke, and it is convenient to define volumetric efficiency as: Mass of air consumed η v (%) = mass of flow of air to fill swept volume at atmospheric conditions AirFlow( Kg / Hr) η v (%) = 3 3 π / 4 D L( m ) N( RPM ) / n NoofCyl AirDen( Kg / m ) 60 2 Where n= 1 for 2 stroke engine and n= 2 for 4 stroke engine. Air flow: For air consumption measurement air box with orifice is used. 2 AitFlow( Kg / Hr) = Cd π / 4 D 2g hwater Wden / Aden Aden 3600 Where C d = Coefficient of discharge of orifice D = Orifice diameter in m g = Acceleration due to gravity (m/s 2 ) = 9.81 m/s 2 h = Differential head across orifice (m of water) W den = Water density (kg/m 3 ) =@1000 kg/m 3 W air = Air density at working condition (kg/m 3 ) = p/rt Where p= Atmospheric pressure in kgf/m 2 (1 Standard atm. = X10 4 kgf/m 2 ) R= Gas constant = kgf.m/kg 0 k T= Atmospheric temperature in 0 k Specific fuel consumption (SFC): Brake specific fuel consumption and indicated specific fuel consumption, abbreviated BSFC and ISFC, are the fuel consumptions on the basis of Brake power and Indicated power respectively. Fuel-air (F/A) or air-fuel (A/F) ratio: The relative proportions of the fuel and air in the engine are very important from standpoint of combustion and efficiency of the engine. This is expressed either as the ratio of the mass of the fuel to that of the air or vice versa. Calorific value or Heating value or Heat of combustion: It is the energy released per unit quantity of the fuel, when the combustible is burned and the products of combustion are cooled back to the initial temperature of combustible mixture. The heating value so obtained is called the higher or gross calorific value of the fuel. The lower or net calorific value is the heat released when water in the products of combustion is not condensed and remains in the vapour form. Power and Mechanical efficiency: Power is defined as rate of doing work and equal to the product of force and linear velocity or the product of torque and Im238 Page 16

17 angular velocity. Thus, the measurement of power involves the measurement of force (or torque) as well as speed. The power developed by an engine at the output shaft is called brake power and is given by Power = NT/60,000 in kw where T= torque in Nm = WR W = 9.81 * Net mass applied in kg. R= Radius in m N is speed in RPM Mean effective pressure and torque: Mean effective pressure is defined as a hypothetical pressure, which is thought to be acting on the piston throughout the power stroke. Power in kw = (P m LAN/n 100)/60 in bar where P m = mean effective pressure L = length of the stroke in m A = area of the piston in m 2 N = Rotational speed of engine RPM n= number of revolutions required to complete one engine cycle n= 1 (for two stroke engine) n= 2 (for four stroke engine) Thus we can see that for a given engine the power output can be measured in terms of mean effective pressure. If the mean effective pressure is based on brake power it is called brake mean effective pressure (BMEP) and if based on indicated power it is called indicated mean effective pressure (IMEP). BrakePower( KW ) 60 BMEP ( bar) = L A ( N / n) NoOfCyl 100 IndicatedPower( KW ) 60 IMEP ( bar) = L A ( N / n) NoOfCyl 100 Similarly, the friction means effective pressure (FMEP) can be defined as FMEP= IMEP BMEP Basic measurements The basic measurements, which usually should be undertaken to evaluate the performance of an engine on almost all tests, are the following: 1 Measurement of speed Following different speed measuring devices are used for speed measurement. 1 Photoelectric/Inductive proximity pickup with speed indicator 2 Rotary encoder 2 Measurement of fuel consumption I) Volumetric method: The fuel consumed by an engine is measured by determining the volume flow of the fuel in a given time interval and multiplying it by the specific gravity of fuel. Generally a glass burette having graduations in ml is used for volume flow measurement. Time taken by the engine to consume this volume is measured by stopwatch. II) Gravimetric method: In this method the time to consume a given weight of the fuel is measured. Differential pressure transmitters working on hydrostatic head principles can used for fuel consumption measurement. 3 Measurement of air consumption Air box method: In IC engines, as the air flow is pulsating, for satisfactory measurement of air consumption an air box of suitable volume is fitted with orifice Im238 Page 17

18 The air box is used for damping out the pulsations. The differential pressure across the orifice is measured by manometer and pressure transmitter. 4 Measurement of brake power Measurement of BP involves determination of the torque and angular speed of the engine output shaft. This torque-measuring device is called a dynamometer. The dynamometers used are of following types: I) Rope brake dynamometer: It consists of a number of turns of rope wound around the rotating drum attached to the output shaft. One side of the rope is connected to a spring balance and the other to a loading device. The power is absorbed in friction between the rope and the drum. The drum therefore requires cooling. Brake power = DN (W-S)/60,000 in kw where D is the brake drum diameter, W is the weight and S is the spring scale reading. II) Hydraulic dynamometer: Hydraulic dynamometer works on the principal of dissipating the power in fluid friction. It consists of an inner rotating member or impeller coupled to output shaft of the engine. This impeller rotates in a casing, due to the centrifugal force developed, tends to revolve with impeller, but is resisted by torque arm supporting the balance weight. The frictional forces between the impeller and the fluid are measured by the spring-balance fitted on the casing. Heat developed due to dissipation of power is carried away by a continuous supply of the working fluid usually water. The output (power absorbed) can be controlled by varying the quantity of water circulating in the vortex of the rotor and stator elements. This is achieved by a moving sluice gate in the dynamometer casing. III) Eddy current dynamometer: It consists of a stator on which are fitted a number of electromagnets and a rotor disc and 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. 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. Regulating the current in electromagnets controls the load. Note: While using with variable speed engines sometimes in certain speed zone the dynamometer operating line are nearly parallel with engine operating lines which result in poor stability. 5 Measurement of indicated power There are two methods of finding the IHP of an engine. I) Indicator diagram: A dynamic pressure sensor (piezo sensor) is fitted in the cylinder head to sense combustion pressure. A rotary encoder is fitted on the engine shaft for crank angle signal. Both signals are simultaneously scanned by an engine indicator (electronic unit) and communicated to computer. The software in the computer draws pressure crank-angle and pressure volume plots and computes indicated power of the engine. Conversion of pressure crank-angle plot to pressure volume plot: Im238 Page 18

19 The figure shows crank-slider mechanism. The piston pin position is given by x = r cosθ + l cosφ 2 From figure r sinθ = l sinφ and recalling cosφ = 1 sin φ x = r cosθ + l r { 1 ( r l) 2 sin 2 θ} The binomial theorem can be used to expand the square root term: { [ x = r cosθ + l / r 1 ( r / l) sin θ 1 8( r / l) sin θ +...]}.1 2 The powers of sin θ can be expressed as equivalent multiple angles: sin 2 θ = 1/ 2 1/ 2cos 2θ sin 4 θ = 3/8 1/ 2cos2θ + 1/ 8cos4θ.2 Substituting the results from equation 2 in to equation 1 gives x = r cosθ + l / r 1 ( r / l) ( 1/ 2 1/ 2cos 2θ ) 1 8( r / l) ( 3/ 8 1/ 2cos 2θ + 1/ 8cos 4θ ) { [ ]} The geometry of the engine is such that ( r / l) 2 case it is acceptable to neglect the ( r / l) 4 shows that these terms will be at least an order of magnitude smaller than ( r / l) 2 is invariably less than 0.1, in which terms, as inspection of above equation terms. The approximate position of piston pin end is thus: { θ [ 1 2 x = r cos + l / r 1 ( r / l) ( 1/ 2 1/ 2cos 2θ )]} 2 Where r =crankshaft throw and l = connecting rod length. Calculate x using above equation; then ( l + r x) shall give distance traversed by piston from its top most position at any angle θ II) Morse test: It is applicable to multi-cylinder engines. The engine is run at desired speed and output is noted. Then combustion in one of the cylinders is stopped by short circuiting spark plug or by cutting off the fuel supply. Under this condition other cylinders motor this cylinder. The output is measured after adjusting load on the engine to keep speed constant at original value. The difference in output is measure of the indicated power of cut-out cylinder. Thus for each cylinder indicated power is obtained to find out total indicated power. For three cylinder engine the calculations are as follows: a) When Cylinder no. 1 is in motoring: Output BP = Indicated power of Cylinder no. 2 + IP of cylinder no. 3 Frictional power of cyl 1 FP of cyl2 FP of cyl 3 BP1 = IP2+IP3-FP1-FP2-FP3 BP1 = IP2+IP3-FP I Im238 Page 19

20 Where BP1 is Brake power when cyl no1 is cut off, FP is total frictional power for all 3 cylinders. Similarly BP2= IP1+IP3-FP II and BP3 = IP1+IP2-FP III b) When all working BP = IP1+IP2+IP3 FP BP=IP1 + (IP2+IP3 FP) BP = IP1 + BP1 (from eqn I) IP1 = BP - BP IV similarly IP2 = BP - BP V IP3 = BP - BP VI Add IP1, IP2 and IP3 to get total IP Then IP BP = FP And mech eff = BP/IP VCR Engines The standard available engines (with fixed compression ratio) can be modified by providing additional variable combustion space. This is done by welding a long hollow sleeve with internal threads to the engine head. A threaded plug is inserted in the sleeve to vary the combustion chamber volume. With this method the compression ratio can be changed within designed range. Calculations Brake power (kw): 2πNT BP = 60x1000 2πN ( WxR) = xRPMx( Wx9.81) xarmlength = TxN BHP = 75x60 Brake mean effective pressure (bar): BPx60 BMEP = π 2 / 4xD xlx( N / n) xnoofcylx100 n = 2 for 4 stroke n = 1 for 2 stroke Indicated power (kw) :From PV diagram X scale (volume) 1cm =..m 3 Y scale (pressure) 1cm =..bar Area of PV diagram =..cm Im238 Page 20

21 workdone / cycle / cyl( Nm) = AreaofPVdiagram Xscalefactor Yscalefactor workdone / cycle / cyl ( N / n) NoOfCyl IP = Indicated mean effective pressure (bar): IPx60 IMEP = π 2 / 4xD xlx( N / n) xnoofcylx100 Frictional power (kw): FP = IP BP FHP = IHP BHP BHP = IHP FHP Brake specific fuel consumption (Kg/kwh): FuelflowInkg / hr BSFC = BP Brake Thermal Efficiency (%): BThEff = BP FuelFlowInKg / hr CalVal BThEff = IThEff MechEff 100 OR BHP FuelHP Indicated Thermal Efficiency (%): IP IThEff = FuelFlowInKg / hr CalVal BThEff 100 IThEff = MechEff Mechanical Efficiency (%): BP 100 MechEff = IP Air flow (Kg/hr): 2 AirFlow = Cd π / 4 d 2gh ( Wden / Aden ) 3600 Aden Volumetric Efficiency (%): VolEff AirFlow 100 = TheoreticalAirFlow = π / 4 D 2 AirFlow 100 Stroke ( N / n) 60 NoOfCyl Aden Im238 Page 21

22 Air fuel ratio: A / F = AirFlow FuelFlow Heat Balance (KJ/h): a) HeatSuppli edbyfuel = FuelFlow CalVal b) HeatEquiva lenttousefulwork = BP 3600 HeatEquivalentToUsefulWork 100 HeatEquivalentToUsefulWorkIn% = HeatSuppliedByFuel C) HeatInJacketCoolingWater = F3 CPW ( T 2 T1) HeatInJacketCoolingWaterIn% = HeatInJacketCoolingWater 100 HeatSuppliedByFuel d) Heat in Exhaust (Calculate C P ex value): F 4 C PW ( T 4 T3) 0 C Pex =.. KJ / Kg k ( F1+ F 2) ( T5 T 6) Where, C p ex Specific heat of exhaust gas kj/kg 0 K C pw Specific heat of water kj/kg 0 K F1 Fuel consumption kg/hr F2 Air consumption kg/hr F4 Calorimeter water flow kg/hr T3 Calorimeter water inlet temperature 0 K T4 Calorimeter water outlet temperature 0 K T5 Exhaust gas to calorimeter inlet temp. 0 K T6 Exhaust gas from calorimeter outlet temp. 0 K HeatInExhaust( KJ / h) = ( F1+ F 2) C Pex ( T 5 Tamb) HeatInExhaust 100 HeatInExhaust% = HeatSuppliedByFuel e) Heat to radiation and unaccounted (%) = HeatSuppliedByFuel(100%) {( HeatEquivalentToUsefulWork(%) + HeatInJacketCoolingWater(%) + HeatToExhaust(%)} Im238 Page 22

23 Experiments 1 Study of engine performance (Manual mode) Object To study the performance of 2 cylinder, 4 stroke, Diesel engine connected to eddy current dynamometer in manual mode Procedure Ensure cooling water circulation for eddy current dynamometer, piezo sensor, engine cooling and calorimeter. Start the set up and run the engine at no load for 4-5 minutes. Gradually increase throttle to full open condition and load the engine simultaneously maintaining engine speed 3600 RPM. Wait for steady state 3 minutes) and collect the reading as per Observations provided in Cal238 worksheet in Engine.xls. Gradually increase the load to decrease the speed in steps RPM up 2000 RPM and repeat the observations. Fill up the observations in Cal238 worksheet to get the results and performance plots Im238 Page 23

24 2 Study of engine performance (Computerized mode) Object To study the performance of 2 cylinder, 4 stroke, Diesel engine connected to eddy current dynamometer in computerized mode. Procedure Ensure cooling water circulation for eddy current dynamometer, piezo sensor, engine cooling and calorimeter. Start the set up and run the engine at no load for 4-5 minutes. Switch on the computer and run Enginesoft. Confirm that the Enginesoft configuration data is as given below. Gradually increase throttle to full open condition and load the engine simultaneously maintaining engine speed 3600 RPM. Wait for steady state 3 minutes) and log the data in the Enginesoft. Gradually increase the load to decrease the speed in steps RPM up 2000 rpm maximum and repeat the data logging for each observation. View the results and performance plots in Enginesoft Im238 Page 24

25 Enginesoft Configuration data Set up constants: No of PO cycles : 1 Fuel read time : 60 sec Fuel factor : kg/volt Orifice diameter : 35 mm Dynamometer arm length : 210 mm Engine and set up details: Engine power : 18.4 Kw Engine max speed : 3600 RPM Cylinder bore : 83 mm Stroke length : 84 mm Connecting rod length : 141 mm Compression ratio : 18.5:1 Compression type : FCR Stoke type : Four No. of cylinders : Two Speed type : Variable Cooling type : Water Dynamometer type : Eddy current Indicator used type : Cylinder pressure Data acquisition device : USB-6210 Calorimeter used : Pipe in pipe Theoretical constants: Fuel density : 830 kg/m^3 Calorific value : kj/kg Orifice coefficient of discharge : 0.60 Sp heat of exhaust gas : 1.00 kj/kg-k Max sp heat of exhaust gas : 1.25 kj/kg-k Min sp heat of exhaust gas : 1.00 kj/kg-k Specific heat of water : kj/kg-k Water density : 1000 kg/m^3 Ambient temperature : 30 0 C Sensor range Exhaust gas temp. trans. (Engine) : C Air flow transmitter : (-)250-0 mm WC Fuel flow DP transmitter : mm WC Load cell : 0-50 kg Sensor signal range (input for interface) : 1-5 V Cylinder pressure transducer : bar Im238 Page 25

26 Software Refer separate instruction manual supplied with software CD Im238 Page 26

27 Apex Innovations Components manuals Rotameter (PG series) Rotameter works on the principle of variable area. Float is free to move up & down in a tapered measuring glass tube. Upward flow causes the float to take up a position in whichh the buoyancy forces and the weight are balanced. The vertical position of the float as indicatedd by scale is a measurement of the instantaneous flow rate. Technical specifications Model PG-1 to 21 Make Eureka Industrial Equipments Pvt. Ltd. Flow Rate Max to Lph Packing/Gasketss Neoprene Measuring tube Borosilicate glass Float 316SS Cover Glass Accuracy +/-2% full flow Range ability 10:1 Scale length mm. Max. Temp C Connection Flanged and Threaded, Vertical Principle of operation The rotameter valves must be opened slowly and carefully to adjust the desired flow rate. A sudden jumping of the float, whichh may cause damage to the measuring tube, must be avoided. Fig.1 Edge The upper edgee of the float as shown in fig. 1 indicates the rate of flow. For alignment a line marked R. P. is provided on the scale which should coincide with the red line providedd on measuring tube at the bottom. Maintenancee When the measuring tube and float become dirty it is necessary to remove the tube and clean it with a soft brush, trichloroethylene or compressed air. Dismantling of the measuring tube Shut off the flow. Remove the front and rear covers. Unscrew the gland adjusting screws, and push the gland upwards incase of bottom gland and downwards incase of top gland. Then remove the glass by turning it to Im238 Page 27

28 and fro. Care should be taken, not to drop down the glands. Float or float retainers. The indicating edge of the float should not be damaged. Fitting of the measuring tube Normally the old gland packing is replaced by new ones while fitting back the measuring tube. Put the glands first in their position and then put the packing on the tube. Insert the tube in its place. Push the glands downwards and upwards respectively and fix them with the gland adjusting screws. Tighten the gland adjusting screws evenly till the gap between the gland and the bottom plate is approximately 1mm. In case, after putting the loflometer into operation, still there is leakage, then tighten the gland adjusting screw till the leakage stops. Fix the scale, considering the remark given in the test report. Fix the front and rear covers. Troubleshooting Problem Check Leakage on glands Replace gland packing Showing high/low flow rate than Consult manufacturers expected Showing correct reading initially but starts showing high reading after few days Showing correct reading initially but starts showing high reading after some months. Fluctuation of float Frequent breakage of glass tube Replace float Incase of gases, check also leakage Clean the rotameter by suitable solvent or soft brush Maintain operating pressure as mentioned in test report. Use loflometer to accommodate correct flow rate. Maintain operating pressure below pressure rating of the tube. Check piping layout. Manufacturer s address If you need any additional details, spares or service support for this unit you may directly communicate to the manufacturer / Dealer / Indian Supplier. Eureka Industrial Equipments Pvt. Ltd. 17/20, Royal Chambers, Paud Road, Pune eureka.equip@gems.vsnl.net.in Im238 Page 28

29 Air flow transmitter Im238 Page 29

30 Im238 Page 30

31 Manufacturer s address If you need any additional details, spares or service support for this unit you may directly communicate to the manufacturer / Dealer / Indian Supplier. WIKA Instruments Ltd. Garmany. Web: Wika Instruments India Pvt. Ltd. Plot No. 40, GatNo , high Cliff Ind. Estate, Village Kesnand, Pune Im238 Page 31

32 Apex Innovations Load cell Introduction Load cell are suitable use for static & dynamic weighing, bin/hopper weighing, force measurement, scales and electro-mechanical conversion kit. Constructed body of special high alloy steel. Approved for group I, IIA, IIB, & IIC applications and meets temperature class T4. Technical specifications Make Sensortronics Model Type S Beam, Universal Capacity 0 50Kg Mounting thread M10 x 1.25mmm Full scale outputt (mv/v) 3.00 Tolerance on output (FSO) +/-0.25% Zero balance (FSO) +/-0.1mV/V Non-linearity (FSO) <+ /-0.025% Hysteresis (FSO) <+ /-0.020% Non-repeatability <+ /-0.010% Creep (FSO) in 30 min <+ /-0.020% Operating temperature range C to C Rated excitation 10V AC/DC Maximum excitation 15V AC/DC Bridge resistancee 350 Ohms (Nominal) Insulation resistance >1000 Meg 50VDC Span / 0 C (of load) +/-0.001% Zero / 0 C (of FSO) +/-0.002% Combined error (FSO) <+ /-0.025% Safe overload (FSO) 150% Ultimate overload (FSO) 300% Protection class IP 67 Overall dimensions 51 L x 20 W x 76 H mm Weight 380 gm Manufacturer s address If you need any additional details, spares or service support for this unit you may directly communicate to the manufacturer / Dealer / Indian Supplier. Sensortronics Sanmar Ltd. 38/2A, Old Mahabalipuram Road, Perungudi, Chennai KBS@SANMARGROUP.com Im238 Page 32

33 Apex Innovations Encoder Technical specifications Make Kubeler Model Supply voltage 5-30VDC Output Push pull (AA,BB,OO) PPR 360 Outlet Cable type axial Encoder Diameter Dia. 37, Shaft size Dia.6mm x length12mm Weight 120 gm Manufacturer s addresss If you need any additional details, spares or service support for this unit you may directly communicate to the manufacturer / Dealer / Indian Supplier. Kuebler Germany Indian supplier: Rajdeep Automation Pvt. Ltd. Survey No. 143, 3 rd floor, Sinhgad Road, Vadgaon Dhayari, Pune Im238 Page 33

34 Piezo sensor Introduction These miniature sensor series are intended for general purpose pressure measurements. Models HSM111A22 and M108A02 are designed for applications where acceleration compensation is not required. Other applications for these sensors include the monitoring of pulsating pneumatic and hydraulic pressures in R & D and industrial applications. This versatile transducer series is designed for dynamic measurement of compression, combustion, explosion, pulsation, cavitations, blast, pneumatic, hydraulic, fluidic and other such pressures. Technical specifications Sensor name Hydraulic pressure transducer With built in amplifier Make PCB Piezotronics, INC. Model M108A02 Range, FS (5V output) psi Useful range (10V output) psi Maximum pressure psi Resolution 0.4 psi Sensitivity 0.5 mv/psi Resonant frequency 300 khz Rise time 2 µs Discharge time constant 1000 s Linearity (zero based BSL) 2 % Output impedance 100 ohms Acceleration sensitivity 0.01 psi/g Temperature coefficient 0.03 %/ 0 F Temperature range -100 to F Vibration 2000 g peak Shock g peak Sealing Hermetic welded Excitation (Constant current) 2 to 20 ma Voltage to current regulator +18 to 28 VDC Sensing geometry Compression Sensing element Quartz Housing material C-300 Diaphragm C-300 Electrical connector coaxial jack Mounting thread M10 x 0.1pitch Weight 12 gm Cable model 002C20 white coaxial cable Technical specifications Sensor name Make Model Range, FS (5V output) Useful range (10V output) Maximum pressure Dynamic pressure transducer With built in amplifier PCB Piezotronics, INC. M111A psi psi psi Im238 Page 34

35 Resolution 0.1 psi Sensitivity 1 mv/psi Resonant frequency 400 khz Rise time 2 µs Discharge time constant 500 s Low frequency response (-5%) Hz Linearity (Best straight line) 2 % Output polarity Positive Output impedance 100 ohms Output bias 8-14 volt Acceleration sensitivity psi/g Temperature coefficient 0.03 %/ 0 F Temperature range -100 to F Flash temperature F Vibration / Shock 2000 / g peak Ground isolation No (2) Excitation (Constant current) 2 to 20 ma Voltage to current regulator +18 to 28 VDC Sensing geometry Compression Sensing element Quartz Housing material 17.4 SS Diaphragm Invar Sealing Welded hermetic Electric connector coaxial jack Mounting thread M7 x 0.75 pitch Weight (with clamp nut) 6 gm Cable model 002C20 white coaxial cable Principle of operation 1. Hydraulic pressure transducer: Unlike conventional diaphragm type sensors, the 108A is pressure sensitive over the entire frontal area. For this reason, extra care should be exercised to avoid bottoming in mounting hole when recessed mounted and especially when mounting into existing mounting ports. A torque wrench should be used to monitor the mounting torque valve when installing the series 108A. Mounting in existing recessed ports: Before installing the sensor in previously used mounting ports, clean off residue from previous tests. This can be accomplished by hand reaming the required size reamer. During prolonged testing, should waveform distortion occur, Remove sensor and remove reside. Flash Temperature Effects: The ceramic coating on the diaphragm of these sensors should render the flash thermal effect insignificant in most cases, especially when recessed mounted. However, if more protection from flash thermal effects is required with the recessed mount, the passage can be filled with silicone grease (DC-4 or equivalent). Several layers of black vinyl electrical tape directly on the diaphragm have proven effective in many cases. Flash temperature effects are usually longer term and will show up as baseline shift long after the event to be measured has passed. For flush mount installations, a silicone rubber coating approximately thick can be effective. General electric RTV type 106 silicone rubbers are recommended. 2. Dynamic pressure transducer: It is necessary only to supply the sensor with a 2 to 20 ma constant current at +20 to +30 VDC through a current regulating diode or equivalent circuit. Most of the signal conditioners manufactured by PCB Im238 Page 35

36 have adjustable current features allowing a choice of input currents from 2 to 20 ma. In general, for lowest noise (best resolution), choose the lower current ranges. When driving long cables (to several thousand feet), use the higher current, up to 20 ma maximum. Switch power on and observe reading of bias monitoring voltmeter on front panel of power unit. Flash Temperature Protection Where flash temperatures such as those generated by combustion processes are present, it may be necessary to thermally insulate the diaphragm to minimize spurious signals generated by these effects. Common black vinyl electrical tape has been found to be an effective insulating material in many cases. One or more layers may be used across the end of the diaphragm without affecting response or sensitivity. A silicone rubber coating approximately inches thick has also been proven effective in many applications. General electric RTV type 106 silicone rubbers are recommended. Low Frequency Response The discharge time constant of the sensor. If AC coupled at the power unit, the coupling time constant. Depending upon the sensor s built-in discharge time constant, repetitive output signals slowly or rapidly move toward a stable condition where the average signal level corresponds to a zero voltage position. In this position, the area contained by the signal above zero is equalized with the area below zero. Such output signal behavior is typical of an AC-coupled system. Since the signal output from the sensor is inherently AC coupled, any static pressure influence applied to the unit will decay away according to the nature of the system s discharge time constant. Troubleshooting Problem Check No signal Remove sensor and clean by dampened cloth Sensor damaged or ceases to Return the equipment to company for repair operate Calibration 1. Piezoelectric sensors are dynamic devices, but static calibration techniques can be employed if discharge time constants are sufficiently long. Generally, static calibration methods are not employed when testing sensors with a discharge time constant that is less than several hundred seconds. 2. Direct couple the sensor to the DVM readout using a T-connector from the Xducer jack or use the model 484B in the calibrate mode. 3. Apply pressure with a dead weight tester and take reading quickly. Release pressure after each calibration point. 4. For shorter TC series, rapid step functions of pressure are generated by a pneumatic pressure pulse calibrator or dead weight tester and readout is by recorder or storage oscilloscope. Manufacturer s address If you need any additional details, spares or service support for this unit you may directly communicate to the manufacturer / Dealer / Indian Supplier. PCB Piezotronics, Inc. Indian supplier: Im238 Page 36

37 3425 Walden Avenue, Depew, New York Web: Structural soluction (India) Pvt. Ltd Im238 Page 37

38 Eddy Current Dynamometer Introduction The AG Series eddy current dynamometers designed for the testing of engines up to 400kW (536bhp) and may be used with various control systems. The dynamometer is bi-directional. The shaft mounted finger type rotor runs in a dry gap. A closed circuit type cooling system permits for a sump. Dynamometer load measurement is from a strain gauge load cell and speed measurement is from a shaft mounted sixty tooth wheel and magnetic pulse pick up. Technical specifications Model AG10 Make Saj Test Plant Pvt. Ltd. End flanges both side Cardon shaft model 1260 type A Water inlet 1.6bar Minimum kpa 160 Pressure lbf/in 2 23 Air gap mm 0.77/0.63 Torque Nm 11.5 Hot coil voltage max. 60 Continuous current amps 5.0 Cold resistance ohms 9.8 Speed max rpm Load 3.5kg Bolt size M12 x 1.75 Weight 130kg Technical specifications Model AG20 Make Saj Test Plant Pvt. Ltd. End flanges both side Cardon shaft model 1260 type A Water inlet 1.6bar Minimum kpa 160 Pressure lbf/in 2 23 Air gap mm 0.88/0.72 Torque Nm 11.5 Hot coil voltage max. 60 Continuous current amps 5.0 Cold resistance ohms 9.8 Speed max rpm Load 5.0Kg Bolt size M12 x 1.75 Weight 220Kg Technical specifications Model AG80 Make Saj Test Plant Pvt. Ltd. End flanges both side Cardon shaft model 1260 type A Water inlet 1.0bar Minimum kpa 100 Pressure lbf/in Air gap mm 1.047/0.855 Torque Nm 11.5 Hot coil voltage max. 75 Continuous current amps Im238 Page 38

39 Cold resistance ohms 12.8 Speed max. 9000rpm Load 40kg Bolt size M16 x 2.00 Weight 330kg Principle of operation 1. The dynamometer unit comprises basically a rotor mounted on a shaft running in bearings which rotates within a casing supported in ball bearing trunnions which form part of the bed plate of the machine. 2. Secured in the casing are two field coils connected in series. When these coils are supplied with a direct current (DC) a magnetic field is created in the casing across the air gap at either side of the rotor. When the rotor turns in this magnetic field, eddy currents are induced creating a breaking effect between the rotor and casing. The rotational torque exerted on the casing is measured by a strain gauge load cell incorporated in the restraining linkage between the casing and dynamometer bed plate. 3. To prevent overheating of the dynamometer a water supply pressurized to minimum indicated in specification is connected to a flanged inlet on the bed plate. Water passes from the inlet to the casing via a flexible connection; permitting movement of the casing. Water passes through loss (Grooved) plates in the casing positioned either side of the rotor and absorbs the heat generated. 4. Heated water discharges from the casing through a flexible connection to an outlet flange on the bed plate. An orifice plate is fitted at the bed plate outlet and a DIFFERENTIAL pressure switch is connected to water passages either side of the plate. The switch detects a COOLANT FLOW and will function with a free discharge or under back pressure. Troubleshooting Problem Check Calibration of dynamometer not coming Remove the obstruction for the free in accuracy limit movement of casing Calibrate the weights from authorized source. Maintain constant water flow Clean & lubricate properly with grease Bearings clean & refit properly Load cell link tighten properly Clean & refit trunnion bearings Vibrations to dynamometer Dynamometer foundation bolts tighten properly Arrest engine vibrations Abnormal noise Cardon shaft cover secure properly Align guard properly Replace rotor if warped Replace main bearing Loss plate temperature high Check correct water flow De-scale with suitable solution Clear off water passages Bearing temperature high Grease with proper brand Remove excess grease & avoid over grease Use specified grease and do not mix Im238 Page 39

40 two types of grease Clear the drain Replace the bearings Replace shaft & coupling Dynamometer not rotating Replace bearings Replace rotor / loss plates after checking Water leakages at various locations Replace casing o rings Loss plates bolts tighten properly Replace loss plate o rings Casing plugs tighten properly Replace pipe o rings Pressure switch connection tighten properly Calibration 1. It is important to note that the torque applied during calibration is: Nm = applied weight (kg) x g x arm length (m) S.I. units Lbf.ft = applied weight (ibf) x arm length (ft) Imperial units Kg.m = applied weight (kg) x arm length (m) MKS units 2. Switch on the mains electrical supply to the control equipment at least 30 minutes before starting the calibration procedure. 3. Turn on the water supply and allow water to flow through the dynamometer at normal operating pressure. 4. With no load applied to the dynamometer ensure that the load indicator on the control unit reads ZERO if necessary adjust the control equipment until ZERO is indicated. Operation 1. New dynamometers are run in before delivery to ensure that all components run smoothly and grease is evently distributed within the shaft bearings. 2. The dynamometer has been calibrated the power developed by the engine on test may be calculated using the following formula: Torque( Nm) xspeed( Radians / sec.) Power (kw) = ins. I. units 1000 Torque( lbfft) xspeed( Radians / sec.) Power (hp) = in. imperialunits The dynamometer will be calibrated in either Imperial or S.I. units or MKS as specified. WN Power = k Where N = Shaft speed in rev/min W = Torque (Indicated on torque indicator) K = Constant dependant on units of power and torque Manufacturer s address If you need any additional details, spares or service support for this unit you may directly communicate to the manufacturer / Dealer / Indian Supplier. Saj Test Plant Pvt. Ltd , Mundhwa, Pune Cantonment, Pune Im238 Page 40

41 Im238 Page 41

42 Differential Pressure Transmitter Introduction The model EJA110A pressure transmitter measures the flow rates and the pressure of the liquids, gases, and steam, and also liquid levels. Technical specifications Model EJA110A-DMS5A-92NN Make Yokogawa Output signal 4 20mA DC with digital communication (Linear) Measurement span 1 to 100kPa (100 to 10000mmH 2 O) Calibration range 0 200, mmh 2 O Wetted parts material Body SCS14A, Capsule SUS316L Process connections without process connector (1/4BSP body connection) Bolts and nuts material SCM 435 Installation Horizontal impulse piping left side high pressure Electrical connection 1/2NPT female Cover O rings Buna-N Supply 10 to 24VDC Process temperature limit -40 to C Housing Weather proof Weight 3.9Kg Manufacturer s address If you need any additional details, spares or service support for this unit you may directly communicate to the manufacturer / Dealer / Indian Supplier. Yokogawa Electrical Corporation , Nakacho, Musashino-shi, Tokyo, , Japan. Indian supplier: Yokogawa Blue Star Ltd. 40/4 Lavelle Road, Bangalore Im238 Page 42