SERVICE SOLUTIONS For Engine setups The document provides solutions to the different problems faced by customers during use of engine setups manufactured by Apex Innovations Contents in the document subject to change without notice APEX INNOVATIONS PVT. LTD. E9/1, MIDC, Kupwad, Sangli - 416436 (MS) IndiaTelefax: +91233 2644098/2644398 Email: support@apexinnovations.co.inweb: www.apexinnovations.co.in
Know your engine setup serial number Before referring to service solutions know the serial number of the engine setup. The serial number is not marked on the engine set up. Refer document Engine customers to find out Engine setup serial number. Date of purchase or router name shall be helpful for quickly knowing the sr no. Following table indicate development history and is helpful to know the hardware, software received by you for computerized engine set ups. Eng setup sr RPM Indication Data acq Software remarks no E01-E71 AX-104 PCL-207 Windows/DOS Signal range 0-5V based E72-E99 AX104 + AX408 PCI-1050 Windows based Signal range 0-5V E100-E130 AX104 PCI-1050 Windows based Signal range 1-5V E131-E202 PPU(AX409) NI USB-6210 Labview based Software with two NI CDs E203 E377 PPU(AX409) NI USB-6210 Labview based Software with activation key E378 onwards PPU(AX409) NI USB-6210 Labview based Software Not activation key Software installation procedures 1 Computerised engine setups using PCI-1050 add on card as data acquisition device Computerised engine setups with Sr. Nos E72 thru E130 use PCI-1050 as add on card. This card is fitted in PCI slot of the computer CPU and has a 62 pin connection from Engine panel. Another cable is connected to serial port of the computer CPU from Engine indicator (speed indicator). The software installation procedure is described in EngineSoft installation PCI1050 2 Computerised engine setups using NI-USB 6210 as data acquisition device Computerised engine setups with Sr. Nos. E131 thru E202 use NI USB-6210 as data acquisition device. This device is fitted in the engine panel and connected to USB port of the computer. The software is with two NI Cds. The software installation procedure is described in EngineSoft installation USB6210(1) 3 Computerised engine setups using NI-USB 6210 as data acquisition device Computerised engine setups with Sr. Nos. E203 onwards use NI USB-6210 as data acquisition device. This device is fitted in the engine panel and connected to USB port of the computer. The software is on single DVD with no separate NI Cds. The software installation procedure is described in EngineSoft installation USB6210(2) Understanding the installed software Computerised engine setups with Sr. Nos. E203 onwards: If the software is already installed and if you are interested to know the operational details refer ICEngineSoft 8.5 V Training Communication error with engine setups using NI-USB 6210 as DAQ Computerised engine setups with Sr. Nos. E131 onwards: If the software shows communication error refer page 13 thr 22 in EngineSoft installation USB6210(1)
Air flow reading negative or incorrect with computerised engine setups Computerised engine setups SrNos E178 thr E200: Refer Scaling for Air flow reading Conducting test runs with computerised engine setups 1 Procedure for conducting test run on Single cylinder Diesel engine (Engine sr Nos. E131 onwards) is described in Conducting test run TV1 2 Procedure for conducting test run on Multi cylinder engine setups is described in Conducting test run M800 Load indicator calibration Generally Load indication works well and does not need reprogramming unless it is disturbed inadvertently. Refer Load indicator calibration Compression ratio adjustment for single cylinder VCR Engine setup 1 For adjustment of compression ratio: Refer Compression ratio adjustment 2 The calculations pertaining to the tilt of liner block are also described in Compression ratio adjustment Q1: Can we increase the CR of the engine to 20:1 in Diesel mode? Ans: The volume of cavity in the piston top is 34 CC. We can reduce the clearance volume by inserting/fixing a clamp plate in the piston top cavity. However, note that the basic engine design is for 17.5 CR. Engine theory and performance calculations 1 For theoretical aspects refer Engine theory and calculations 2 For the formulae used in engine performance calculations refer page nos 9 thr11 from Engine theory and calculations Frequently asked questions A)Computerised fuel measurement Q1: Is the fuel measurement done on volumetric basis? How the effect of fuel density and temperature is accounted? While using different fuels is it necessary to configure fuel density? Ans: The fuel flow is measured using Hydrostatic head principle. The pressure transmitter is fitted at the bottom of the fuel metering pipe. The voltage output signal of the transmitter is proportional to weight of the fuel column i.e.( *g*h*a) where is fuel density, g gravitational acceleration, h is the height of the fuel column above the transmitter and A is the cross sectional area of the fuel pipe. The fuel factor is the amount fuel (in kg) to be taken out from the fuel metering pipe per unit change in the transmitter output voltage (Kg/V). The software measures difference in transmitter outputs in known interval and converts it in to fuel flow rate by multiplying it by fuel factor. Since the fuel factor takes in to account the fuel density we can use different fuels without changing the fuel factor Q2: What are probable reasons for not getting correct fuel flow values? Ans: Following precautions are needed for getting correct fuel flow values 1 There should be no air bubble entrapped in the line connected between fuel transmitter and fuel metering burette. This may happen if the fuel burette becomes completely empty, or the set up is started after long interval with no fuel in the burette. Remove the air by loosening air vent on the transmitter. Also ensure that this line is clean. 2 Fuel flow factor configuration in software: Check value of Fuel measuring burette inside diameter or fuel flow factor value in configuration settings.
Fuel measuring burette Fuel factor Kg/V Outside dia (mm) Inside dia (mm) To be used up to engine sr nos E130 16 12.4 0.012 38 33.9 0.09 3 The fuel reading is intermittent type and shall be displayed only after data logging. Hence initially, before data logging, when all other parameters are displayed correctly, fuel flow and other related parameters are not displayed. 4 While logging the data the fuel cock needs to shift to Measuring position. This message is displayed on the computer screen. After completion of data logging the fuel cock should then be shifted to Tank position. Any mistakes in this sequence leads to wrong fuel reading.
B) Engine basics Q1. Kirloskar TV1 engine: The speed of the engine can vary or not? (Presently it is constant speed engine) Ans: The engine is constant speed type (@ 1500 RPM). The speed is controlled by governor. If you want to run the engine at different speeds (variable speed mode)the FI pump needs to be disconnected from the governor and separate arrangement should be made for varying the fuel quantity of FI pump. This has to be done manually. Note that for safety reasons the engine speed should not exceed 1800 RPM. Q2. Kirloskar TV1 engine: We need information about Engine combustion chamber geometry, Injector location in cylinder, Intake and exhaust valve diameter and their location in cylinder and top land distance. Ans: 1)Engine combustion chamber geometry: Piston bowl Hemisphere Dia 52 mm (refer photograph below), Surface Flat, Bore 87.5 mm, stroke 110 mm, Clearance: Calculate from CR 2) Injector location in cylinder and injector tip distance from cylinder head surface, Fuel injector : mico 9430031258E LIC Bosch 79I, Dia of nozzle 9.2 mm, Length of nozzle 17 mm, Angle of Injector: 15 degree with axis of piston motion (Vertical) You can remove injector by removing two bolts and high pressure diesel pipe for more details. Attached photograph (head hole) shows position of injector hole which is in between the two valves. The injector protrudes in the bowl by 1 mm 3) Intake and exhaust valve: Valve diameter34 mm, Location see photo, Seat dia 30.6 mm angle 45 0 4) Top land distance (depth of first compression ring) 14 mm, Clearance between piston and cylinder: 0.5mm 5) Consolidated information S.No Engine dimensions required Remarks 1 Bore 87.5 mm 2 Stroke 110 mm 3 Connecting rod length 234 mm 4 Clearance volume/length 40.1 CC at CR17.5:1 5 Cylinder head curvature Flat 6 Valve angles 45 degrees 7 Inlet & Exhaust Valve dimensions 34 mm, seat diameter 30.6 mm 8 Piston bowl shape Hemispherical 9 Piston bowl dimensions Diameter 52 mm 10 Material and thickness Cast Aluminium, thk 5 mm 11 Cylinder Liner dimensions ID 87.6 mm, OD 102 mm, length 204 mm, mtl CI 12 Inlet Valve timings IVO 4.5 o BTDC,IVC 35.5 o ATDC 13 exhaust Valve timings EVO 35.5 o BBDC,EVC 4.5 o ATDC
14 Injection duration Depends on engine load 15 Injection timing Starts 23 o BTDC 16 Fuel injection pressure and range @270 bar at full load Q3. Kirloskar TV1 engine: VCR engine set up 1. Is this a direct injection engine? What are the specifics about the fueling system (i.e. pump-line-nozzle or common rail)? 2. Describe the VCR mechanism in details for the engine used. Does cam timing change with compression ratio as in some VCR designs? 3. Are the fuel injection timings verified with a fuel injector needle lift sensor? Ans: 1 This is direct injection engine. The fuelling system is pump-line-nozzle 2 VCR mechanism: The liner block is floating and it is tilted over the crankcase to change the clearance volume. It does not change the cam timing. 3 We measure the Diesel line pressure and assume that max line pressure is the point of injection. We have not verified the timings with needle lift sensor
C) Pressure crank-angle diagram Q1: IP calculation in one cycle is basically the pdv work integrated over the cycle. But how it is taking care of the valve timing? Ans: Work per cycle is integral of p.dv and only depends on the p-v trace. Hence it is independent of valve timings. Even for gas turbine cycles, (Joule cycle, where there are no valves at all - rotary compressor and turbine are there, it is calculated like that only.) Also for an ideal Otto or Diesel cycle there are no valves at all. Work is a quantity which is solely governed by pressure - volume relationship and is ignorant of valves or ports. We meddle with the valve timings only to improve the filling of cylinder and reducing the effort to release the exhaust, both of which are automatically reflected in the p-v trace