RESEARCH ENGINE TEST SET UP

Transcription

1 RESEARCH ENGINE TEST SET UP 1 CYLINDR, 4 STROKE, MULTI-FUEL, VCR with Open ECU (Computerized) Product Code 240PE Instruction manual 1 Description 2 Specifications 3 Installation requirements 4 Packing slip Contents 5 Installation 6 Commissioning 7 Software 8 Troubleshooting 9 Theory 10 Components used 11 Components manuals 12 Warranty

2 Description The setup consists of single cylinder, four stroke, Multi-fuel, research engine connected to eddy current type dynamometer for loading. The operation mode of the engine can be changed from diesel to ECU Petrol or from ECU Petrol to Diesel mode by following some procedural steps. In both modes the compression ratio can be varied without stopping the engine and without altering the combustion chamber geometry by specially designed tilting cylinder block arrangement. In Diesel mode fuel injection point and pressure can be manipulated for research tests. In Petrol mode fuel injection time, fuel injection angle, ignition angle can be programmed with open ECU at each operating point based on RPM and throttle position. It helps in optimizing engine performance throughout its operating range. Air temp, coolant temp, Throttle position and trigger sensor are connected to Open ECU which control ignition coil, fuel injector, fuel pump and idle air. Set up is provided with necessary instruments for combustion pressure, Diesel line pressure and crank-angle measurements. These signals are interfaced with computer for pressure crank-angle diagrams. Instruments are provided to interface airflow, fuel flow, temperatures and load measurements. The set up has stand-alone panel box consisting of air box, two fuel tanks for duel fuel test, manometer, fuel measuring unit, transmitters for air and fuel flow measurements, process indicator and hardware interface. Rotameters are provided for cooling water and calorimeter water flow measurement. A battery, starter and battery charger is provided for engine electric start arrangement. The setup enables study of VCR 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, heat balance and combustion analysis. Labview based Engine Performance Analysis software package Enginesoft is provided for on line engine performance evaluation. PE3 series software package is provided for programming open ECU for petrol mode operation of the engine Im240PE Page 2

3 Schematic arrangement (Performance evaluation) Im240PE Page 3

4 Specifications Product Research Engine test setup 1 cylinder, 4 stroke, Multifuel VCR with open ECU for petrol mode (Computerized) Product code 240PE Engine Type 1 cylinder, 4 stroke, water cooled, stroke 110 mm, bore 87.5 mm. Capacity 661 cc. Diesel mode: Power 3.5 KW, Speed 1500 rpm, CR range 12:1-18:1. Injection variation:0-25 Deg BTDC ECU Petrol mode: Power rpm, Speed range rpm, CR range 6:1-10:1 Dynamometer Type eddy current, water cooled, with loading unit Propeller shaft With universal joints Air box M S fabricated with orifice meter and manometer Fuel tank Capacity 15 lit, Type: Duel compartment, with fuel metering pipe of glass Calorimeter Type Pipe in pipe Piezo sensor Combustion: Range 5000 PSI, with low noise cable Diesel line: 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-Apex, Model AX-409. Engine control unit PE3 series ECU, full build potted enclosure. Sensors for ECU Air temp, coolant temp, Throttle position and trigger. Engine Controlhardware Fuel injector, Fuel pump, ignition coil, idle air Digital voltmeter Range 0-20V, panel mounted Temperature sensor Type RTD, PT100 and Thermocouple, Type K 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 Pressure transmitter, Range (-) 250 mm WC Software Enginesoft Engine performance analysis software ECU software pemonitor & peviewer software Im240PE Page 4

5 Rotameter Engine cooling LPH; Calorimeter LPH Pump Type Monoblock Overall dimensions W 2000 x D 2500 x H 1500 mm Shipping details Gross volume 1.33m 3, Gross weight 796kg, Net weight 639kg Im240PE Page 5

6 Installation requirements Electric supply Provide 230 +/- 10 VAC, 50 Hz, single phase electric supply with proper earthing. (Neutral Earth voltage less than 5 VAC) Provide 5A, three pin socket with switch (2 Nos.) for engine set up Provide additional 5A, three pin sockets for computer and peripherals Water supply Continuous, clean and soft water 2000 LPH, at 10 m. head. Provide valve with 1 BSP hose terminal connection Computer With standard configuration. Typical configuration as follows: CPU: Pentium 300 GHz, RAM: Min. 2GB or higher, DVD ROM drive, USB Port. OS: Windows XP + SP3, Microsoft office2007. Monitor: Screen resolution 1280x1024. Space L3300 mm x W3200 mm x H1700 mm (Refer foundation drawings) Drain Provide suitable drain extension arrangement (Drain pipe 75 NB/2.5 PVC size) Exhaust Provide suitable exhaust extension arrangement (Exhaust pipe 32 NB/1.25 size) Foundation Refer foundation drawings Foundation 240(1) and Foundation 240(2) Fuel, oil Diesel@5 lit. Petrol@10 lit. Lubrication 3.5 lit. (20W40) Im240PE Page 6

7 Packing slip Total no. of boxes: 10, Volume: 2.08 m 3, Gross weight: 773 kg. Net wt. 642 kg Box No.1/10 Engine set up assembly Size W1600xD670xH1120 mm; Volume:1.20m 3 Gross weight: 444kg Net weight: 444kg 1 Engine test setup assembly Engine + 1 No. Dynamometer Box No.2/10 Engine panel box structure Size W800xD475xH500 mm; Volume:0.19m 3 Gross weight: 46kg Net weight: 25kg 1 Structure assembly consisting of 1 No. Rotameters with piping (2) Dynamometer loading unit clamp (1) Fuel distributor unit with cock (1) Box No.3/10 Engine panel box Size W990xD475xH500 mm; Volume:0.24m 3 Gross weight: 75kg Net weight: 52kg 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.4/10 Calorimeter Size W725xD250xH325 mm; Volume: 0.06m 3 Gross weight: 28kg Net weight: 15kg 1 Calorimeter 1 No. 2 Calorimeter support structure with pad 1 No. Box No.5/10 Exhaust pipe Size W900xD200xH200 mm; Volume: 0.04m 3 Gross weight: 16kg Net weight: 10kg 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: 19kg Net weight: 8kg 1 Battery 1 No. Box No.8/10 Dash board panel Size W500xD400xH300 mm; Volume:0.06m 3 Gross weight: 35kg Net weight: 20kg 1 Dash board panel box 1 No Im240PE Page 7

8 Battery charger (1) Petrol ECU(1) Wiring for petrol ECU Fuel throttle unit(1) Fuel tank with pump (1) Box No.9/10 Engine piping Size W1250xD450xH350mm; Volume: 0.20m 3 Gross weight: 58Kg Net weight: 41kg 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 Fuel Glass tube 2Nos (one spare) 1 No. 3 Funnel for fuel fill 1 No. 4 Wiring PVC channel set (4 pieces) 1 No. 5 Starting kick/handle 1 No. 6 Exhaust extension pipe with socket 1 No. 7 Pump bracket 1 No. 8 Air box connection 1 No. 9 Starter 1 No. 10 Calorimeter exhaust outlet flange 1 No. 11 Engine head for petrol with support and rod 1 No. Box No.10/10 Engine wiring Size W500xD400xH300 mm; Volume:0.06m 3 Gross weight: 38kg Net weight: 20kg 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 Load cell 1 No. 7 Piezo sensors 2 Nos. 8 Piezo cables 2 Nos. 9 Temp sensors (5) 1 No. 10 Encoder with flange, rubber and coupling 1 No. 11 Head packing, Spark plug each 2Nos 1 No Im240PE Page 8

9 12 Fuel piping with connection 1 No. 13 Air manifold with Fuel injector 1 NO. 14 Engine spanner set, Screw driver small, Spark plug spanner, VCR spanner 7/16, Allen key 8mm and Tool kit 1 No. 15 Fuel caps(2), Teflon tape(2) & Gasket shellac(1) 1 No. 16 Set of instruction manuals Instruction manual CD (Apex), NI driver CD (1) Enginesoft CD, PE3 Instruction manual CD, 1 No. Cable for NI USB 6210, DP transmitter, Dynamometer, Pump, Kirloskar engine maint. Calibration sheets for load cell and piezo sensor Im240PE Page 9

10 ECU Petrol: Reference documents PE3 user manual AN001_600F4i_Trigger-Sync h40 AN000_Determining_Trigger_and_Sync_Settings_2 PE3 Series Datasheet Im240PE Page 10

11 Installation Unpack the box(es) received and ensure that all material is received as per packing slip. In case of short supply or breakage contact Apex Innovations / your supplier for further actions. Remove the packing s, paper boxes and wrappers from the components. Refer the various photographs below and note locations of different components. Install Engine setup assembly on the foundation and tighten the foundation bolts. The dynamometer body is clamped with its base by locking flat which is to be removed. There are jack bolts below the dynamometer which are raised upwards to restrict the swiveling motion. These bolts to be lowered to allow free motion of the body of the dynamometer. Inside the Rotameters plastic rods are inserted to arrest the movement of respective floats. These rods are to be removed. Keep Engine panel box structure near Engine setup assembly. Note the C type clamp provided for clamping the dynamometer loading unit. Collect the Engine Panel Box. It is fitted with Fuel pipe (Glass), Manometer, Fuel DP transmitter, Air transmitter, Orifice for air metering, Transmitter panel (fitted with Power supply and five Temperature transmitters), NI-6210 USB interface with cable for computer. Check all terminal connections, component mounting and wiring screws Fit the Engine panel box assembly on the Panel box structure with three bolts. Fit the Dash board panel with support structure on the Panel box structure with four bolts. Collect Piezo powering unit (Ax409), Dynamometer loading unit (AX155), Load indicator (SV8 series) and Digital voltmeter (SMP35) from Engine wiring box Im240PE Page 11

12 Remove the covers of Piezo powering unit and Dynamometer loading unit and confirm that all components inside are at proper location and tightly fitted. Remove any packing material inside dynamometer loading unit. Confirm smooth working of loading knob on its front. The cover of the dynamometer loading unit is to be fitted after inserting the unit in the Engine panel support structure Fit the Piezo powering unit (AX409) and put its clamps. Connect Electric supply cables and a 9 pin connector at Output. Fit load indicator (SV8 SERIES) and put its clamps. Connect 4 wires at respective terminals. Fit Voltmeter (Meco) and put its clamps. Connect 4 wires at the back terminals. Fit Dynamometer loading unit in the Engine panel structure after removing C clamp. Fit its cover and then fit the C clamp. Remove the Exhaust pipe packed in wooden box placed inside Engine piping box and connect it between calorimeter exhaust inlet and engine exhaust outlet. Connect Exhaust extension pipe at the outlet of calorimeter. Insert additional pipe in between and take the exhaust out of the room. Collect the piping pieces form Engine piping box. Clean the pipes internally to remove any dust and particles. Complete the piping as per match marks as follows: o Connect Engine water inlet from engine cooling Rotameter to water inlet on engine body. o Connect Engine water outlet. Connect Engine water outlet hose between the outlet pipe and engine body. o Fit Strainer and hose nipple at the pump inlet and connect Water supply hose pipe. Connect this hose pipe to site water supply. o Fit Air box connection to air box and connect Air hose pipe from air box to engine. o The fuel pipe is put on engine and its one end is connected to fuel filter. Connect the other end in the engine panel at the brass hose tee in the fuel line. The fuel line is to be routed through the wiring channels. Fit wiring PVC channel set. Collect the wiring set from Sensors bag and fit 5 temp sensors at respective places. (i) RTD T1/T3 at the inlet water at pump outlet. (ii) RTD T2 at the Engine outlet water on the engine head. (iii) RTD T4 at the calorimeter water outlet. (iv) Thermocouple T5 at the Exhaust inlet of calorimeter and (v) Thermocouple T6 at the exhaust outlet of calorimeter. Route the wiring from PVC wiring channels. Collect Electric supply cable packed in packing (named as Sensors) and connect L N E terminals to the transmitter panel at supply 230V. Connect its 3 pin (F) Im240PE Page 12

13 connector to Dynamometer loading unit at Supply. Connect male 3 pin connector to Electric supply available at the site. Route the cable through wiring channel. Connect cable from Crank angle sensor, 4 pin round (F), to CA of Piezo powering unit. Connect cable from Load cell, 4 pin flat (F), to Load on transmitter panel. Remove black cap on Piezo sensor and connect Piezo cable to the sensor. Connect other end of the Piezo cable to Piezo powering unit at PZ1. Connect dynamometer supply cable, 3 pin (M), to Output VDC of dynamometer loading unit. Take out USB cable from NIUSB 6210 from Engine Panel and connect to Computer. The cable is short in length. A spare cable of extra length is also supplied. Fit dash board panel for ECU petrol on left side of the engine panel box by nut bolts. Fit fuel throttle unit, battery charger and ECU and wiring harness in the dashboard panel Im240PE Page 13

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15 Commissioning Remove top cover on the rocker box of the engine. Fill lubrication oil (SAE20W40 or equivalent) in the rocker box. About 3.5 lit oil is needed. To reach most of the oil to oil sump, it is necessary to wait for about 5 minutes, after filling the oil. Check the oil level by the dip stick provided in the crank case. Two fuel tanks are provided on the top portion of the engine panel. You may fill two different fuels, for testing the fuels. Fill Diesel in one of the fuel tanks and Petrol in other tanks as marked on the tanks. Use Fuel funnel for filling. Put fuel caps on the fuel tanks. Fuel tank with fuel pump fit on bottom structure pipe and fuel tank overflow pipe connect to petrol filling pipe. Open the Fuel cock at the outlet of the fuel tank in which Diesel is filled. Note the Fuel in the glass fuel pipe. Remove complete air from the fuel pipe between Engine panel and Engine setup. Air removal from fuel DP: Remove air bubbles from the fuel line connecting to Fuel DP transmitter. For removing the air loosen the Air vent on the fuel DP transmitter and allow some fuel to come out from it and then tighten it gently. Fill water in the manometer up to 0 mark level. Ensure that Jack bolts under dynamometer are lowered for free movement of the dynamometer body. Switch on electric supply of the panel box and ensure that Piezo powering unit, load indicator and voltmeter are ON. TDC adjustment: o Keep the Decompression lever on the rocker box in vertical position and rotate the flywheel slowly in clockwise direction (Viewed from dynamometer end) till the E (Encoder) mark on the flywheel matches Im240PE Page 15

16 with the reference pointer provided on the engine body. This rotation movement should be unidirectional. o Check if the TDC light on the Piezo powering unit is lit. If not adjust the crank angle sensor as follows: o Loosen the four screws on the flange provided for clamping the crankangle sensor on the mounting bracket. o Ensure that crank angle sensor body is free to rotate about its axis. Rotate the sensor body slowly till the TDC light on the Piezo powering unit glows. Ensure that the flywheel is adjusted to E (Encoder) mark as explained above. o Clamp the four screws on the flange. By using multipoint selector switch on the engine panel confirm that all voltage values are properly displayed. Convert the voltage values in to respective temperature reading using parameter chart pasted on the panel. The values displayed should show around ambient temperatures. Confirm the load value on the load indicator is zero. Rotate the dynamometer body so that the nylon bush is pressing the load cell. Ensure that the load values on the load indicator are changing. Compression Ratio adjustment: o Slightly loosen 6 Allen bolts provided for clamping the tilting block. o Loosen the lock nut on the adjuster and rotate the adjuster so that the compression ratio is set to maximum. Refer the marking on the CR indicator. o Lock the adjuster by the lock nut. o Tighten all the 6 Allen bolts gently Im240PE Page 16

17 o You may measure and note the centre distance between two pivot pins of the CR indicator. After changing the compression ratio the difference ( ) can be used to know new CR. Switch on the pump after providing electric supply to it and ensure water circulation through engine, calorimeter and dynamometer. Keep the Load knob on the dynamometer loading unit at minimum position. Engine starting (Diesel mode): o Ensure that all foundation bolts, propeller shaft bolts and Allen bolts of tilting block (of VCR arrangement) are properly tightened. o Ensure that Engine stop lever is free and can be pulled towards engine cranking side for stopping the engine. o For first start after installation, loosen the fuel inlet pipe to the injector. Crank the engine slowly (with Decompression lever in vertical position) till fuel starts dribbling out from the loosened nut. Then tighten the nut. o Ensure that Decompression lever (Decomp lever) is in horizontal position and CR is set 17.5 to 18. o Start the engine ignition switch so that the engine will be cranked by battery. o If engine does not start you may check valve setting as explained in Engine Valve setting Im240PE Page 17

18 Keep water circulation on, lph and 100 lph flow rates for engine cooling and calorimeter respectively. Start the engine and allow it to run for 5 minutes in idling condition. Confirm that engine speed is displayed on Piezo powering unit. Rotate the knob on dynamometer loading unit and gradually load the engine. Ensure that the load on the load indicator gradually increases. Load the engine up to 12 kg allow it to run for 5 minutes. Ensure that voltages displayed for all 5 temperature sensors are logically correct. Stop the engine after releasing the load. Ensure that engine is cooled before switching off the pump. For software installation on the computer proceed to Software section Engine Valve setting This procedure to be followed only if engine does not start or pressure crankangle diagram shows some pressure values at the start of suction.) Open the cover on the rocker box. Rotate the flywheel slowly and observe the rocker movement. The cranking side rocker is for inlet air and flywheel side rocker is for exhaust air. The Engine fuel pump side end of each rocker is pushed up by the valve rods below. Due to this the front end (injector side end) goes down to open the respective valves (Inlet/exhaust). For alternate rotation of flywheel at TDC position, both rockers move simultaneously. Adjust the TDC mark marked as T on the flywheel with the pointer. (Note there are two marks one marked as E and other as T. E marking is to be used for crankangle sensor adjustment for PO diagram). Ensure that when we bring the Im240PE Page 18

19 flywheel near these markings both rockers should move i.e. piston is at the start of new cycle. Refer the valve timing diagram on the engine panel. The Inlet valve should open 4.5 degree before TDC and exhaust valve should close 4.5 deg after TDC. Make a marking 16 mm (4.5 degree) on both sides of TDC mark. Rotate the flywheel in anticlockwise direction for 60 degrees and slowly rotate in clockwise direction up to the first mark before TDC (Here the inlet valve should open. Exhaust valve is already in open position i.e. rocker is in operated position). Adjust the Tappet clearance by using ring spanner no. 18 such that the clearance if any is removed and rocker just starts opening the inlet valve. Further rotate the flywheel in clockwise direction to next marking of 4.5 degrees after TDC. At this position the exhaust valve should fully close. Adjust the tappet clearance so that there is no clearance in exhaust rocker. (Note: The decomp lever should be in horizontal position) Ensure that inlet valve opens at 4.5 degree BTDC and exhaust valve closes 4.5 degree ATDC Im240PE Page 19

20 Diesel to Petrol Removing Diesel Head Disconnect the Battery connection positive and negative and put at safe position. Switch off and disconnect electric supply of engine panel Close the Fuel cock at the outlet of Diesel tank. Keep Fuel cock on engine panel in Tank position. At fuel junction bracket, open the drain cock and collect the Diesel from fuel measuring unit and fuel line. Disconnect the low noise cable from combustion chamber Piezo sensor. Disconnect the low noise cable from fuel line Piezo sensor, mark it for identification. Remove Piezo sensor from the engine head and keep it at secured and safe place. Disconnect the high pressure fuel pipe and overflow pipe connected to the injector. Connect these pipes to each other by inserting plastic pipe over high pressure metal pipe. Disconnect air duct pipe from engine head bend and remove CI bend. Remove exhaust connection from engine head Remove water outlet from engine head along-with water outlet temperature sensor. Loosen and remove 4 nuts which clamp engine head to the linear block. (Use 9/16 spanner) Remove push rods (2 nos.) Fitting Petrol Head Adjust the compression ratio to 10:1 on petrol scale. Use new head packing. Apply thin grease layer to head packing before use. Insert 2 push rods for Petrol operation. These push rods are longer in length when compared with those for Diesel operation. Remove the cover lid on the rocker box. Fit the head assembly (Engine head + air manifold + Throttle body) on liner block. Ensure that push rods are properly inserted in the engine head. Tighten the 4 nuts (Use 9/16W5 flat spanner). During tightening the nuts rotate the flywheel and ensure smooth movement of valve rods. Fit the cover lid Im240PE Page 20

21 Connect the Engine outlet water connection to the engine head (with outlet water sensor) Connect exhaust flange to the engine head. Connect the air duct pipe from air box to the throttle body inlet. Connect accelerator cable to throttle body. Fit the Piezo sensor in engine head and connect low noise cable to Piezo sensor. Remove spark cable from the spark plug at ignition coil and connect the cable to spark plug in the engine head. Connect the coolant temp sensor connector Im240PE Page 21

22 Connect Trigger sensor connector, Ignition coil connector and battery connector Keep Fuel cock on the engine panel at Tank position. Close Diesel and Petrol cocks at the fuel Junction bracket. Close the Diesel cock and open the Petrol cock at the fuel tank outlet. 50 ml petrol from drain cock and close the drain cock. Open the petrol cock at fuel junction bracket. After all other preliminary checkups start the engine. Trigger point adjustment Trigger point adjustment It is presumed that engine is set for Petrol operation. Take the decompression lever to vertical position. Rotate and adjust the flywheel to match the pointer with T mark. Ensure that the trigger sensor tip is aligned with centre line of first tooth on the trigger wheel. First tooth is measured after gap of two missing teeth in the direction of clockwise rotation of trigger wheel. For adjusting the trigger sensor loosen the clamp screws and rotate the bracket on which trigger sensor is fitted. Then clamp the bracket by tightening the clamp screws. Shift decompression lever to horizontal position and start the engine Im240PE Page 22

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24 Petrol to Diesel Removing Petrol Head Disconnect the Battery connection positive and negative and put at safe position. Switch off and disconnect electric supply of engine panel Close the Fuel cock at the outlet of Petrol tank. Keep Fuel cock on engine panel in tank position. At fuel junction bracket, open the drain cock and collect the petrol from fuel measuring unit and fuel line. Disconnect petrol pipe from Injector block and collect the petrol in that line from drain cock. Close the Petrol cock on the Fuel junction bracket. Open the Diesel cock of Diesel Fuel tank and 50 ml Diesel from drain cock. Close the cock on Diesel fuel tank and close the drain cock. Disconnect Spark plug and insert the Spark plug cable in a plug provided near ignition coil. (This plug is provided for supporting the plug cable) Disconnect the Piezo sensor and low noise cable. Remove Piezo sensor and keep it at secured and safe place. Disconnect air duct pipe from throttle body inlet. Disconnect Coolant temp connector, ignition coil connector, trigger connector and battery connector of the wiring harness. Remove exhaust connection from engine head (Use ¼ BSW spanner). Remove water outlet from engine head along-with temperature sensor (Use ¼ BSW spanner). Loosen and remove 4 nuts which clamp engine head to the liner block. (Use 9/16W5 flat spanner) and put the head assembly (Engine head + air manifold + Throttle body) on stand provided near the engine panel box Remove push rods and put in stand pipe (2 nos.) Fitting Diesel Head Check the condition of packing, if damaged use new head packing. Apply thin grease layer to head packing.. Inset push rods (2 Nos) for Diesel operation. These push rods are shorter in length when compared with those for petrol operation. Remove the cover lid on the rocker box. Fit the head on linear block. Ensure that push rods are properly inserted in the engine head. This operation needs two persons to ensure proper assembly of push rods. Tighten the 4 nuts (Use 9/16W5 flat spanner). During tightening the nuts rotate the flywheel and ensure smooth movement of valve rods. Fit the cover lid Im240PE Page 24

25 Connect the Engine outlet water connection to the engine head (with outlet water temperature sensor) Connect exhaust connection to the engine head. Connect the duct pipe from air box to the engine head. At the delivery of the fuel pump, the high pressure metal pipe is connected to plastic pipe. Disconnect this connection and connect the high pressure pipe to inlet of the fuel injector. Connect the plastic pipe to the overflow of the injector. Connect low noise cable of fuel line Piezo sensor. Fit the Piezo sensor (Use spanner size 6-7) and connect low noise cable to Piezo sensor. At fuel junction bracket, ensure that drain cock is closed. Petrol cock is closed and Diesel cock is open. Loosen the Vent plug on fuel pump. Ensure fuel cock on engine panel is in tank position. Open the Fuel cock at the outlet of Diesel tank Close the vent on fuel pump as the Diesel comes out. Ensure that the fuel injection is adjusted as described in Injection point adjustment to company setting. Ensure the CR is Hand cranks the engine to ensure smooth movement of the piston. After all other preliminary checkups start the engine. Injection point adjustment Injection point adjustment to company setting It is presumed that engine is set for Diesel operation and Diesel fuel is available at fuel pump. Remove the high pressure fuel pipe at the outlet of fuel pump. Take the decompression lever to vertical position. The company set injection point is marked F on the flywheel which 23 Degrees before TDC (@ 8 teeth on the flywheel). Rotate the flywheel (by hand) in clockwise direction and observe the fuel spillage from fuel pump. Note the spillage point on the flywheel. Note the difference between spillage point and company set injection point. Turn the injection point adjusting nut in one direction@ ¼ turn. Check the difference between Fuel spillage point and company set injection point. If the difference is reduced repeat the adjustment in same direction. If the difference is increased rotate the adjusting nut in opposite direction. Repeat the adjustment till the difference is reduced to minimum Im240PE Page 25

26 To start the engine with company set injection point, connect the high pressure fuel pipe to the injection pump and shift decompression lever to horizontal position. Injection point adjustment to desired point (On line adjustment) It is presumed that engine is running in Diesel mode and On-line Diesel injection plot is being displayed on the monitor using software. Note the injection point displayed on the monitor. It is the point where maximum Diesel line pressure occurs. Turn the injection point adjustment nut gradually and note its effect on Diesel injection plot. The Diesel injection plot shifts horizontally to retard/advance injection point depending upon the direction of rotation. Adjust the nut till desired injection point is obtained Im240PE Page 26

27 Following photograph shows position of relays and fuse box Im240PE Page 27

28 Precautions Use clean and filtered water; any suspended particle may clog the piping. Circulate dynamometer and engine cooling water for some time after shutting down the engine. Piezo Sensor Handling: o While engine is running ensure cooling water circulation for combustion pressure sensor / engine jacket. o Diaphragm of the sensor is delicate part. Avoid scratches or hammering. o A long sleeve is provided inside the hole drilled for Piezo sensor. This sleeve is protecting the surface of the diaphragm. While removing the sensor, this sleeve may come out with the sensor and fall down or loose during handling. o Status of the sensor is indicated on the Piezo powering unit. Damages to the electronic parts of the sensor or loose connection are indicated as "open" or "Short" status on Piezo powering unit Im240PE Page 28

29 Troubleshooting Note: 1 For component specific problems refer components manual 2 For wiring problems refer drawing Wiring234. Problems Possible causes / remedies Engine does not start Diesel mode: Decompression lever in vertical position. Make it horizontal Low Battery voltage: Recharge battery No fuel injected: Remove air from air vent on the fuel pump Clogged injector: Remove injector and check the fuel injection spray while engine is manually cranked. VCR setting low: Set VCR to Fuel injection point disturbed: Set to company setting Dynamometer loaded: Switch off dynamometer loading unit or adjust load to minimum Improper valve setting: The valve setting procedure is described below. Petrol mode Decompression lever in vertical position. Make it horizontal Low Battery voltage: Recharge battery Spark plug damaged/short VCR setting wrong : Set VCR to 10 Dynamometer loaded: Switch off dynamometer loading unit or adjust load to minimum Check trigger wheel setting Ensure working of fuel pump when ignition key is switched on Ensure Sensors and Outputs are connected to ECU Dynamometer does Faulty/ loose wiring from dynamometer loading unit not load the engine to dynamometer No DC voltage at the outlet of dynamometer loading unit. Check DLU for loose connection No free movement of dynamometer body due to raised jack bolts below dynamometer body Im240PE Page 29

30 Faulty air flow Faulty fuel flow Software does not work Faulty indicated power Faulty pressure crank angle diagram Faulty speed indication Incorrect temperature indication Water inlet outlet hoses connecting dynamometer body below the dynamometer may be very hard. Air hose leakage at connections between air box and engine. Air trap in pressure signal line to fuel transmitter Improper closing of fuel cock. Faulty or wrong USB port Virus in computer Loose connections, improper earthing TDC setting disturbed. Readjust TDC setting (refer commissioning). Check configuration data Improper earthing Adjust Plot reference for cylinder pressure in setup constants such that suction stroke pressure just matches the zero line. If peak pressure is just after 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, RTD, transmitters, Digital voltmeter. Note that yellow cable of thermocouple is positive and red is negative. Open or damaged temperature sensor Im240PE Page 30

31 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 cylinder diameter (bore). A = π / 4 D 2 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 + V Compression ratio (CR): The numerical value of the cylinder volume divided by the numerical value of clearance volume. CR = V / V c c Im240PE Page 31

32 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, Im240PE Page 32

33 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. 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 blow down 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 Im240PE Page 33

34 and Frictional power = Indicated power Brake power Following figure gives diagrammatic representation of various efficiencies, Energy lost in exhaust, coolant, and radiation Energy lost in friction, pumping etc. Energy in fuel (A) IP (B) BP (C) 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 ) 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 Im240PE Page 34

35 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 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 Im240PE Page 35

36 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). BMEP ( bar) = BrakePower( KW ) 60 L A ( N / n) NoOfCyl 100 IMEP ( bar) = IndicatedPower( KW ) 60 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 Im240PE Page 36

37 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 Im240PE Page 37

38 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: The figure shows crank-slider mechanism. The piston pin position is given by x = r cosθ + l cosφ From figure 2 r sinθ = l sinφ and recalling cosφ = 1 sin φ { 1 ( r l) 2 sin 2 } x = r cosθ + l r θ The binomial theorem can be used to expand the square root term: { [ cosθ + l / r 1 ( r / l) sin θ 1 8( r / l) sin +...]} x = r 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 [ ( r / l) ( 1/ 2 1/ 2cos 2θ ) 1 8( r / l) ( 3/ 8 1/ 2cos 2θ + 1/ 8cos 4 ) +...] { cosθ + l / r } x = r θ 2 The geometry of the engine is such that ( r / l) 2 is invariably less than 0.1, in which case it is acceptable to neglect the ( r / l) 4 terms, as inspection of above equation shows that these terms will be at least an order of magnitude smaller than ( r / l) 2 terms. The approximate position of piston pin end is thus: [ ( r / ) ( 1/ 2 1/ 2 cos )] { cosθ + l / r 2θ } x = r l Im240PE Page 38

39 Where r =crankshaft throw and l = connecting rod length. Calculate x using above equation; then ( l r x) piston from its top most position at any angle θ + shall give distance traversed by 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. VCR Engines The standard available engines (with fixed compression ratio) can be modified by providing additional variable combustion space. There are different arrangements by which this can be achieved. Tilting cylinder block method is one of the arrangements where the compression ratio can be changed without change is combustion geometry. With this method the compression ratio can be changed within designed range without stopping the engine. Calculations Brake power (kw): 2πNT BP = 60x1000 2πN ( WxR) = xRPMx( Wx9.81) xarmlength = TxN BHP = 75x60 Brake mean effective pressure (bar): n = 2 for 4 stroke n = 1 for 2 stroke BMEP = π / 4xD 2 BPx60 xlx( N / n) xnoofcylx100 Indicated power (kw) :From PV diagram X scale (volume) 1cm =..m 3 Y scale (pressure) 1cm =..bar Im240PE Page 39

40 Area of PV diagram =..cm 2 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 (%): BP BThEff = FuelFlowInKg / hr CalVal IThEff MechEff BHP BThEff = OR 100 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 (%): AirFlow 100 VolEff = TheoreticalAirFlow = π / 4 D 2 AirFlow 100 Stroke ( N / n) 60 NoOfCyl Aden Im240PE Page 40

41 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) HeatInJacketCoolingWater 100 HeatInJacketCoolingWaterIn% = HeatSuppliedByFuel d) Heat in Exhaust (Calculate C P ex value): F 4 CPW ( T 4 T3) 0 CPex =.. 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(%)} Im240PE Page 41

42 Components used Components Details Engine Make Kirloskar, Type 1 cylinder, 4 stroke Diesel, water cooled, Model TV1, stroke 110 mm, bore 87.5 mm. 661 cc, CR 18, Modified to VCR engine CR range 12 to 18 with additional head for petrol Dynamometer Make Saj test plant Pvt. Ltd., Model AG10, Type Eddy current Dynamometer Loading Make Apex, Model AX-155. Type constant 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:FF0.012 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 Engine control unit PE3 series ECU, full build potted enclosure. Throttle body Make Tata motors Model used in TATA Nano car Fuel injector Make Denso Model: Used with Maruti 800 car Fuel pump Make Denso Model: Used with Maruti 800 car 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 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, Im240PE Page 42

43 SS316, Connection 1/4"BSP(M) adjustable compression fitting Temperature transmitter Input Thermocouple (type K), output 4-20mA, supply 24VDC, Calibration: deg.C. Temperature transmitter Input RTD(Pt100), output 4-20mA, supply 24VDC, Calibration: C Load sensor Make Sensotronics Sanmar Ltd., Model 60001,Type S beam, Universal, Capacity 0-50 kg Load indicator Model SV8 SERIES, 85 to 270VAC, retransmission output 4-20 ma Power supply Make Meanwell, model S-15-24, O/P 24 V, 0.7 A Digital voltmeter 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 SL1, Range (-) 250 mm WC Rotameter Make Eureka Model PG 5, Range lph, Connection ¾ BSP vertical, screwed, Packing neoprene Rotameter Make Eureka Model PG 6, Range lph, Connection ¾ BSP vertical, screwed, Packing neoprene Pump Make Kirloskar, Model Mini 18SM, HP 0.5, Size 1 x 1, Single ph 230 V AC Im240PE Page 43

44 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 Flow Rate Max. Packing/Gasketss Measuring tube Float Cover Accuracy Range ability Scale length Max. Temp. Connection Eureka 100 to Lph Neoprene Borosilicate glass 316SS Glass +/-2% fulll flow 10: mm C 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, which 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. Maintenance 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 Im240PE Page 44

45 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 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 Leakage on glands Showing high/low flow rate than Check Replace gland packing Consult manufacturers expected Showing correct reading initially but starts showing high reading after Replace float Incase of gases, check also leakage few days Showing correct reading initially but starts showing high reading after Clean the rotameter by suitable solvent or soft brush some months. Fluctuation of float Maintain operating pressure as mentioned in test report. Frequent breakage of glass tube Use loflometer to accommodate correct flow rate. Maintain operating pressure below pressure rating of the tube. Check piping layout Im240PE Page 45

46 Manufacturer s address Eureka Industrial Equipments Pvt. Ltd. 17/20, Royal Chambers, Paud Road, Pune eureka.equip@gems.vsnl.net.in Im240PE Page 46

47 Pump (Self priming) The centrifugal pumps designed for pumping water and many similar applications. The pump & the motor are designed for continuous operations. Technical specifications Model MINI-18SM Make Supply Total Head Max. Discharge Connection Water seal Pump Unit Power Rating Type of Motor Insulation Rating Impeller Delivery casing Motor Body Shaft Kirloskar 230 VAC, Single phase 6-18 meter Lph 20 x 20mm Mechanical CI. 0.18Kw/0.25hp Capacitor starts and run B class Continuous H.T. Brass Cast Iron Cast Iron Carbon steel Priming The pump is of self priming model. It is only essential to fill about 300ml. of water into the casing once during installation and shut the filler cap tightly. After switching the pump on, during the first operation it will have to remove the air in the suction pipe and will take min. 2 minutes before the water begins to flow. During consecutive operations you will get water immediately on switching the pump. Troubleshooting Problem Motor does not rotate Check Check power supply. Remove fan cover and check free rotation of fan along with shaft.(by hand) Check supply voltage. Replace condenser. Capacity decreases after the pump is running satisfactorily. The inlet of suction pipe should be at least 2 below the water level. Clean the pipe. Reduce the total head Im240PE Page 47

48 Check the pipe for leakage and correct it. Change to the recommended size. Pump over loaded. (Takes Select suitable Monoblock pump. more amps or fuse goes off) Reduce the total head. Leaking mechanical seal. Lap the running faces or change seal. Pump gets jammed Remove fan cover and rotate fan by hand. Pump should run for a few minutes at least once in two days. Pump does not lift water Fill water till it flows continuously in air cock. Check pipe for leakages. Use Teflon tape for joints. Clean pipes and reduce the bends. Change or re-fit the seal. Tighten the air cock head: if damaged replace it. Manufacturer s address Kirloskar Brothers Ltd., Ujjain Road, Opp. Railway Station, Dewas mkt@dws.kbl.co.in Im240PE Page 48

49 Apex Innovations Engine Technical specifications Model TV1 Make Type Kirloskar Oil Engines Four stroke, Water cooled, Diesel No. of cylinder Bore Stroke Combustion principle Cubic capacity Compression ratio 3 port Peak pressure Direction of rotation One 87.5 mm 110 mm Compression ignition liters 17.5: kg/cm m 2 Clockwise (Looking from flywheel end side) Max. speed Min. idle speed Min. operating speed Fuel timing for std. engine 2000 rpm 750 rpm 1200 rpm 23 0 BTDC Valve timing Inlet opens BTDC Inlet closes ABDC Exhaust opens BBDC Exhaust closes ATDC Valve clearance Inlet Valve clearance Exhaust Bumping clearance Lubricating system 0.18 mm 0.20 mm Forced feed system Power rating 1. Continuous 2. Intermittent 7/1500 hp/rpm 7.7/1500 hp/rpm Brake mean effective Pressure at rpm Lubricating oil pump Lub. oil pump delivery Sump capacity Lub. Oil consumption Connecting rod length 6.35 kg/cm m 2 Gear type 6.50 lit/min liter 1.5% normally exceed of fuel 234 mm Im240PE Page 49

50 Overall dimensions Weight 617 L x 504 W x 877 H 130 kgs Manufacturer s address Kirloskar Oil Engines Ltd. Laxmanrao Kirloskar Road, Khadki, Pune Dealer: Ashwini Enterprise Kolhapur Im240PE Page 50

51 Apex Innovations Crank angle sensor Technical specifications Make Kubler Model Supply voltage Output PPR Outlet Cable type VDC Push pull (AA,BB, OO) 360 axial Encoder Diameter Dia. 37, Shaft size Weight Dia.6mm x length12mm 120 gm Manufacturer s address Kuebler Germany Indian supplier: Rajdeep Automation Pvt. Ltd. Survey No. 143, 3 rd floor, Sinhgad Road, Vadgaon Dhayari, Pune Im240PE Page 51

52 Piezo sensor Introduction These miniature sensor series are intended for general purpose pressure measurements. Models SM111A22 and M108A02 are designed for applications where acceleration compensation is not required. 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 Dynamic pr. transducer With built in amplifier Make PCB Piezotronics, INC. Model M111A22 Range, FS (5V output) 5000 psi Useful range (10V output) psi Maximum pressure psi 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 Im240PE Page 52

53 Electric connector Mounting thread Weight (with clamp nut) Cable model coaxial jack M7 x 0.75 pitches 6 gm 002C20 white coaxial cable Principle of operation 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 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. 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 PCB Piezotronics, Inc Walden Avenue, Indian supplier: Structural solutions (India) Pvt. Ltd. Depew, New York pressure@pcb.com Web: Im240PE Page 53

54 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 bidirectional. 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 three hundred sixty PPR rotary encoder. Technical specifications (AG10) 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 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, Im240PE Page 54

55 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. Troubleshooting Problem Calibration of dynamometer not coming in accuracy limit Check Remove the obstruction for the free 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 two types of grease Im240PE Page 55

56 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 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: Power (kw) = Torque( Nm) xspeed( Radians / sec.) ins. I. units 1000 Power (hp) = Torque( lbfft) xspeed( Radians / sec.) 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 Saj Test Plant Pvt. Ltd , Mundhwa, Pune Cantonment, Pune sajdyno@vsnl.com Im240PE Page 56

57 Apex Innovations Load cell Introduction Load cell are suitable use for static & dynamic weighing, bin/hopper weighing, force measurement, scales and electro-mec chanical conversion kit. Constructed body of special high alloy steel. Sensortronics S Beam,Universal 0 50Kg <+ /-0.025% <+ /-0.020% <+ /-0.010% <+ /-0.020% Operating temperature range C to C Rated excitation Maximum excitation Bridge resistancee Insulation resistance Span / 0 C (of load) Zero / 0 C (of FSO) Combined error (FSO) Safe overload (FSO) Ultimate overload (FSO) Protection class Overall dimensions Weight Technical specifications Make Model Type Capacity Mounting thread Full scale outputt (mv/v) Tolerance on output (FSO) Zero balance (FSO) Non-linearity (FSO) Hysteresis (FSO) Non-repeatability Creep (FSO) in 30 min M10 x 1.25mmm /-0.25% +/-0.1mV/V 10V AC/DC 15V AC/DC 350 Ohms (Nominal) >1000 Meg 50VDC +/-0.001% +/-0.002% <+ /-0.025% 150% 300% IP L x 20 W x 76 H mm 380 gm Manufacturer s address Sensortronics Sanmar Ltd. 38/2A, Old Mahabalipuram Road, Perungudi, Chennai KBS@SANMARGROUP.com Im240PE Page 57

58 Air flow transmitter Im240PE Page 58

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