Mini Project Report 23-02-2021
Mini Project Report 23-02-2021
REPORT ON
STUDY OF THE WORKING OF A
MULTI CYLINDER PETROL ENGINE
Submitted in partial fulfillment of the requirements
for the award of the degree
BACHELOR OF TECHNOLOGY IN
MECHANICAL ENGINEERING
SUBMITTED BY:
MOHAMMED AFFAN SIDDIQ (17081A0320)
MOHAMMED AZHAR TAHER KHAN (17081A0323)
MOHAMMED MOHID HASAN (17081A0330)
MOHAMMED NAVEED ISHAQ (17081A0334)
UNDER THE GUIDANCE OF
MIRZA SHOEB AHMED BAIG
Assistant Professor
Mechanical Department
CERTIFICATE
This is to certify that the project report entitled "STUDY OF THE WORKING OF A
MULTI CYLINDER PETROL ENGINE" is a Bonafide record of the work successfully
completed and submitted by,
Under the Supervision of Mr. MIRZA SHOEB AHMED BAIG (Assistant Professor),
for the requirement in partial fulfillment of requirements for the award of Bachelor of
Technology Degree in MECHANICAL ENGINEERING, by SHADAN COLLEGE OF
ENGINEERING AND TECHNOLOGY , Peerancheru, Campus during the academic year,
2020-2021.
__________________________ __________________________
________________________
EXTERNAL EXAMINER
DECLARATION
We hereby declare that the project work entitled " STUDY OF THE WORKING OF
A MULTICYLINDER PETROL ENGINE” submitted to Department of Mechanical
Engineering of Shadan College of Engineering and Technology, Peerancheru, affiliated
JNTU, Hyderabad in partial fulfillment of the requirement for the award of the degree
of Bachelor of technology in Mechanical Engineering, the work originally is done by
us. The results embodied this project have not been submitted in any university for a
degree and the results achieved are satisfactory .
The successful completion of this project involves many people and we are extremely
grateful to lecturers in Mechanical Engineering Department for their excellent guidance
right from selection of project and for encouragement throughout the completion of
project.
We derive great pleasure in expressing our sincere gratitude to Dr. NASEEB KHAN
Head of Mechanical Department for his timely suggestions which helped us to complete
this work successfully.
We express our sincere thanks to our guide Mr. MIRZA SHOEB AHMED BAIG
(Assistant Professor) the main source for helping in selecting our project. He also
suggested the suitable directions for our project. His guidance showed the path towards
being a successful completion of the project.
We would also like to thank Mr. SALMAN QADRI (Assistant Professor) for providing
the required assistance at the appropriate time. His arrangement of skilled technicians and
mechanics also played a major role in the smooth functioning of this work.
ABSTRACT
The aim of this project is to study the working and performance of a Four Stroke Petrol
engine. Petrol Engine works on the principle of Otto cycle which was introduced by
Nikolaus Otto who was a German engineer who successfully developed the compressed
charge internal combustion engine and led to the modern internal combustion engine in the
year 1876.
The purpose of Morse Test is to obtain the approximate Indicated Power of a Multi-cylinder
Engine. It consists of running the engine against a dynamometer at a particular speed,
cutting out the firing of each cylinder in turn and noting the fall in BP each time while
maintaining the speed constant. When one cylinder is cut off, power developed is reduced
and speed of engine falls. Accordingly, the load on the dynamometer is adjusted so as to
restore the engine speed. This is done to maintain FP constant, which is considered
independent of the load and proportional to the engine speed. The observed difference in
BP between all cylinders firing and with one cylinder cut off is the IP of the cut off cylinder.
Summation of IP of all the cylinders would then give the total IP of the engine under test.
• Completing the engine setup including the display unit with the corresponding sensors and its
connections.
Introduction ............................................................................................................. 2
History ...................................................................................................................... 2
Definition .................................................................................................................. 2
Internal combustion engines .................................................................................. 2
Classification of Internal Combustion Engines ..................................................... 3
Terminology used in IC engine.............................................................................. 5
Internal Combustion Engine Parts and their Functions ......................................... 7
Advantages of Internal Combustion Engines ...................................................... 12
Disadvantages of Internal Combustion Engines .................................................. 12
Spark Ignition Engine ........................................................................................... 12
Working Principle ................................................................................................ 12
Otto Cycle............................................................................................................. 13
Summary of Otto Cycle ....................................................................................... 15
Strokes in a 4- Stroke Petrol Engine .................................................................... 17
Valve Timing Diagram ........................................................................................ 18
Valve Timing Diagram for 4-Stroke Engine ........................................................ 18
Fuels Used ............................................................................................................ 20
Tuning..................................................................................................................... 20
Increasing Power and Efficiency ......................................................................... 21
Comparison of SI and CI Engine......................................................................... 23
Applications of 4-Stroke Petrol Engine ............................................................... 24
Engine Specifications ............................................................................................ 25
Morse Test .............................................................................................................. 27
Theory and Description ........................................................................................ 28
Apparatus ............................................................................................................. 30
Procedure.............................................................................................................. 33
Basic Formulas used to Calculate ........................................................................ 34
Result.................................................................................................................... 36
Conclusion .............................................................................................................. 36
References .............................................................................................................. 38
List of Tables
3 Engine Specifications 26
4 Morse Test 34
List of Figures
History:
The era of Heat engines started with the innovation of the revolutionary watt steam engines. As the
name suggests, it used pressured steam to drive the piston of the engine. This is an example of an
external combustion engine, an engine that generates energy and then transfers the energy to the
‘working fluid’ to do the work. In the case of the heat engine, the energy is generated through
combustion outside the cylinder and then the energy is transferred to water. The water converts into
steam, which under high pressure drives the engine.
The development of an internal combustion engine was about 50 years later, when it was first developed
and tested in France. It was based on the Carnot cycle, by the French engineer and physicist Carnot,
often regarded as the “father of thermodynamics”. Later the Otto cycle came into consideration, as it
was more efficient than the Carnot cycle. Karl Benz developed the first successful commercial
automobile and engines started to be commercially used. After this there were many advancements in
the engine structure and its mechanism, leading to the machine that we use today.
The most important thing to note about the advancements in Engine is that they were done so as to
increase the efficiency of the engine and also to make it more economical. This understanding was
crucial to my experience in the internship. As pointed out by my mentors, this is one thing that every
engine manufacturer runs after, as this is what makes its engine different from others.
Keeping this in mind as well, we will now move forward to learn the functioning of the various parts of
an engine, and also understand the terminologies.
1
Definition:
An Engine is a machine which transforms the chemical energy of fuel into thermal energy and uses this
thermal energy to produce mechanical work. An engine normally converts thermal energy into
mechanical work &thermal energy into mechanical work and therefore they are called heat engines.
Fig 1
2
Fig 2
3
3. According to the cycle of operation,
i) Two stroke cycle engine
ii) Four stroke cycle engine
4
Terminology used in IC engine:
Fig 3
3. Stroke (L)
The maximum distance travel by the piston in single direction is known as stroke. It is the distance
between top dead center and bottom dead center.
4. Bore (b)
The inner diameter of cylinder known as bore of cylinder.
5
5. Maximum or total volume of cylinder (Vtotal)
It is the volume of cylinder when the piston is at bottom dead center. Generally, it is measure in
centimeter cube (c.c.).
8. Compression ratio
The ratio of maximum volume to minimum volume of cylinder is known as the compression ratio. It is 8
to 12 for spark ignition engine and 12 to 24 for compression ignition engine.
9. Ignition delay
It is the time interval between the ignition start (spark plug start in S.I. engine and inject fuel in C.I.
engine) and the actual combustion starts.
6
Internal Combustion Engine Parts and their Functions:
Cylinder:
The cylinder of an IC engine constitutes the basic and supporting portion of the engine power unit. Its
major function is to provide space in which the piston can operate to draw in the fuel mixture or air
(depending upon spark ignition or compression ignition), compress it, allow it to expand and thus
generate power. The cylinder is usually made of high-grade cast iron. In some cases, to give greater
strength and wear resistance with less weight, chromium, nickel and molybdenum are added to the cast
iron.
Fig 4
Piston:
The piston of an engine is the first part to begin movement and to transmit power to the crankshaft as a
result of the pressure and energy generated by the combustion of the fuel. The piston is closed at one end
and open on the other end to permit direct attachment of the connecting rod and its free action. The
materials used for pistons are grey cast iron, cast steel and aluminum alloy. However, the modern trend
is to use only aluminum alloy pistons in the tractor.
7
Fig 5
Piston Rings:
These are made of cast iron on account of their ability to retain bearing qualities and elasticity
indefinitely. The primary function of the piston rings is to retain compression and at the same time
reduce the cylinder wall and piston wall contact area to a minimum, thus reducing friction losses and
excessive wear. The other important functions of piston rings are the control of the lubricating oil,
cylinder lubrication, and transmission of heat away from the piston and from the cylinder walls. Piston
rings are classed as compression rings and oil rings depending on their function and location on the
piston.
Fig 6
Piston Pin:
The connecting rod is connected to the piston through the piston pin. It is made of case hardened alloy
steel with precision finish. There are three different methods to connect the piston to the connecting rod.
8
Fig 7 Fig 8
Connecting Rod:
This is the connection between the piston and crankshaft. The end connecting the piston is known as
small end and the other end is known as big end. The big end has two halves of a bearing bolted
together. The connecting rod is made of drop forged steel and the section is of the I-beam type.
Fig 9
Crankshaft:
This is connected to the piston through the connecting rod and converts the linear motion of the piston
into the rotational motion of the flywheel. The journals of the crankshaft are supported on main
bearings, housed in the crankcase. Counter-weights and the flywheel bolted to the crankshaft help in the
smooth running of the engine.
9
Fig 10
Engine Bearings:
The crankshaft and camshaft are supported on anti-friction bearings. These bearings must be capable of
withstanding high speed, heavy load and high temperatures. Normally, cadmium, silver or copper lead is
coated on a steel back to give the above characteristics. For single cylinder vertical/horizontal engines,
the present trend is to use ball bearings in place of main bearings of the thin shell type.
Fig 11 Fig 12
Valves:
To allow the air to enter into the cylinder or the exhaust, gases to escape from the cylinder, valves are
provided, known as inlet and exhaust valves respectively. The valves are mounted on either on the
cylinder head or on the cylinder block.
10
Fig 13
Camshaft:
The valves are operated by the action of the camshaft, which has separate cams for the inlet, and exhaust
valves. The cam lifts the valve against the pressure of the spring and as soon as it changes position the
spring closes the valve. The cam gets drive through either the gear or sprocket and chain system from
the crankshaft. It rotates at half the speed of the camshaft.
Fig 14 Fig 15
Flywheel:
This is usually made of cast iron and its primary function is to maintain uniform engine speed by
carrying the crankshaft through the intervals when it is not receiving power from a piston The size of the
flywheel varies with the number of cylinders and the type and size of the engine. It also helps in
balancing rotating masses.
11
Advantages of Internal Combustion Engines:
2. Higher power output per unit weight because of absence of auxiliary units like boiler, condenser and
feed pump.
4. Higher brake thermal efficiency as only a small fraction of heat dissipated to cooling system.
1. I C engines cannot use solid fuels which are cheaper. Only liquid or gaseous fuel of given
specification can be efficiently used. These fuels are relatively more expensive.
2. I C engines have reciprocating parts and hence balancing of them is problem and they are also
susceptible to mechanical vibrations.
Working Principle:
Spark ignition engines work on Otto Cycle or constant volume cycle. It is known as a constant volume
Cycle because Constant volume heat addition (combustion) and heat rejection process (exhaust) takes
place at constant volume. An Otto cycle consists of two constant volume processes and two reversible
adiabatic processes or isentropic processes.
12
Otto Cycle:
An Otto cycle is an idealized thermodynamic cycle that describes the functioning of a typical spark
ignition piston engine. It is the thermodynamic cycle most commonly found in automobile engines.
The Otto cycle is a description of what happens to a mass of gas as it is subjected to changes of pressure,
temperature, volume, addition of heat, and removal of heat. The mass of gas that is subjected to those
changes is called the system. The system, in this case, is defined to be the fluid(gas) within the cylinder.
By describing the changes that take place within the system, it will also describe in inverse, the system's
effect on the environment.
Now, with the help of P-V and T-S diagram, we can easily understand all the process of Otto cycle.
Fig 16
13
Fig 17
This process involves the motion of piston from TDC to BDC. The air that is sucked into cylinder
during suction stroke undergoes reversible adiabatic (isentropic) compression. Since the air is
compressed, the pressure increases from P1 to P2, the volume decreases from V1 to V2, temperature
rises from T1 to T2, and entropy remains constant.
This process is an isochoric process i.e. the heat is added to the air at constant volume. The piston in this
process rest for a moment at TDC and during this time heat is added to the air through external source.
Due to the heat addition, the pressure increases from P2 to P3, pressure, volume remains constant (i.e.
V2=V3), temperature increases from T2 to T3 and entropy increases from S2 to S3.
14
3. Process 3-4: Isentropic Expansion:
In this process, the isentropic (reversible adiabatic) expansion of air takes place. The piston moves from
TDC to BDC. Power is obtained in this process which is used to do some work. Since this process
involves expansion of air, so the pressure decreases from P3 to P4, volume increases from V3 to V4,
temperature falls from T3 to T4 and entropy remains unchanged (i.e. S3=S4).
In this process, the piston rest for a moment at BDC and rejection of heat takes place at constant volume.
The pressure decreases from P4 to P1, Volume remains constant (i.e. V4=V1), temperature falls from T4
to T1.
When this cycle is used in four stroke petrol engine then two process increases, one is suction of air fuel
mixture inside the cylinder which takes place at constant atmospheric pressure and other one is exhaust
of gases out of the engine cylinder at constant atmospheric pressure. These two processes are not shown
in ideal Otto cycle that has been mentioned above.
V: Decreases from V1 To V2
T: Increases from T1 to T2
P: Increases from P1 to P2
1-2: Isentropic
1. Compression Compression of air. BDC to TDC S: Entropy remains constant (S1=S2)
T: Increases from T2 to T3
P: Increases from P2
2-3: Constant Heat is added in the to P3
Volume Heat form of spark and At TDC for a
2. Addition combustion occurs. moment S: Increases from S2 to S3
15
Position of
S.no Process Operation Piston Change in Parameter
V: Increases from V3 to V4
T: Decreases from T3 to T4
Expansion of air P: Decreases from P3 to P4
3-4: Isentropic takes place due to
3. Expansion heat addition. TDC to BDC S: Entropy remains constant (S3=S4)
T: Decreases from T4 to T1
4-1: Constant P: Decreases from P4 to P1
Volume Heat Heat is rejected to a At BDC for a
4. Rejection sink. moment S: Decreases from S4 to S1
Thermal Efficiency:
Thermal efficiency is the quotient of the net work from the system, to the heat added to system.
16
Strokes in a 4- Stroke Petrol Engine:
Fig 18
1. Intake Stroke:
This stroke of the piston begins at top dead center. The piston descends from the top of the cylinder to the
bottom of the cylinder, increasing the volume of the cylinder. A mixture of fuel and air is forced by
atmospheric (or greater) pressure into the cylinder through the inlet valve.
2. Compression Stroke:
With both inlet and exhaust valves closed, the piston returns to the top of the cylinder compressing the
air or fuel-air mixture into the cylinder head.
3. Power Stroke:
This is the start of the second revolution of the cycle. While the piston is close to Top Dead Centre
(TDC), the compressed air–fuel mixture in a Petrol engine is ignited, by a spark plug in Petrol engines,
or which ignites due to the heat generated by compression in a diesel engine. The resulting pressure
from the combustion of the compressed fuel-air mixture forces the piston back down toward Bottom
Dead Center (BDC).
17
4. Exhaust Stroke:
During the exhaust stroke, the piston once again returns to top dead center while the exhaust valve is
open. This action expels the spent fuel-air mixture through the exhaust valve(s).
Fig 19
18
Suction Stroke-
The engine cycle starts with this stroke, Inlet valve opens as the piston which is at TDC starts moving
towards BDC and the air-fuel mixture in case of petrol and fresh air in case of diesel engine starts
entering the cylinder, till the piston moves to BDC.
Compression Stroke-
After the suction stroke the piston again starts moving from BDC to TDC in order to compress the air-
fuel (petrol engine) and fresh air (diesel engine) which in turn raises the pressure inside the cylinder
which is essential for the combustion of the fuel.
The inlet valve closes during this operation to provide seizure of the chamber for the compression of the
fuel.
Expansion Stroke-
After compressing the fuel, the combustion of the fuel takes place which in turn pushes the piston
which is at TDC towards BDC in order to release the pressure developed by the combustion and output
is obtained.
Note – In petrol engine combustion takes place due to the spark produced by the spark plug. In petrol
engine the air and fuel charge enters the cylinder during suction stroke.
Exhaust Stroke-
After expansion stroke the piston which is at BDC starts moving towards TDC followed by the opening
of exhaust valve for the removal of the combustion residual. Exhaust valve closes after the piston
reaches TDC.
Fig 20
19
▪ In suction stroke of 4-stroke engine the inlet valve opens 10–20-degree advance to TDC for the proper
intake of air-fuel, which also provides cleaning of remaining combustion residuals in the combustion
chamber.
▪ When the piston reaches BDC the compression stroke starts and again the piston starts moving towards
TDC, the inlet valve closes 25-30 degree past the BDC during the compression stroke, which provides
complete seizure of the combustion chamber for the compression of air-fuel.
▪ During the compression stroke as the piston moves towards TDC, the combustion of fuel takes place 20-
35 degree before TDC which provides the proper combustion of fuel and proper propagation of flame.
▪ The expansion strokes start due to the combustion of fuel which in turn releases the pressure inside the
combustion chamber and provide rotation to the crankshaft, the piston moves from TDC to BDC during
expansion stroke which continuous 30-50 degree before BDC.
▪ The exhaust valve opens 30-50 degree before BDC which in turn starts the exhaust stroke and the
exhaust of the combustion residual takes place with movement of the piston from BDC to TDC which
continues till the 10-20 degree after the piston reaches TDC.
As we can see in the entire cycle of engine valves overlaps two times i.e. closing of both valves during
the compression stroke and opening of both valves during the exhaust stroke.
Fuels Used:
Spark-ignition engines are commonly referred to as "Gasoline Engine" in North America and "Petrol
Engine" in Britain and the rest of the world. However, these terms are not preferred, since spark-ignition
engines can (and increasingly are) run on fuels other than petrol, such as auto
gas (LPG), methanol, ethanol, bio-ethanol, compressed natural gas (CNG), hydrogen, and (in drag
racing) nitro methane.
Tuning:
Engine tuning is the adjustment or modification of the internal combustion engine or Engine Control
Unit (ECU) to yield optimal performance and increase the engine's power output, economy, or
durability.
Tune-ups may include the following:
20
Increasing Power and Efficiency:
The efficiency of an engine is defined as ratio of the useful work done to the heat provided.
The difference between the exhaust and intake pressures and temperatures means that some increase in
efficiency can be gained by use of a turbocharger, removing from the exhaust flow some part of the
remaining energy and transferring that to the intake flow to increase the intake pressure.
21
A gas turbine can extract useful work energy from the exhaust stream and that can then be used to
pressurize the intake air. The pressure and temperature of the exhausting gases would be reduced as they
expand through the gas turbine and that work is then applied to the intake gas stream, increasing its
pressure and temperature. The transfer of energy amounts to an efficiency improvement and the
resulting power density of the engine is also improved. The intake air is typically cooled so as to reduce
its volume as the work produced per stroke is a direct function of the amount of mass taken into the
cylinder; denser air will produce more work per cycle. Practically speaking the intake air mass
temperature must also be reduced to prevent premature ignition in a petrol fueled engine; hence,
an intercooler is used to remove some energy as heat and so reduce the intake temperature. Such a
scheme both increases the engine's efficiency and power.
The application of a supercharger driven by the crankshaft does increase the power output (power
density) but does not increase efficiency as it uses some of the net work produced by the engine to
pressurize the intake air and fails to extract otherwise wasted energy associated with the flow of exhaust
at high temperature and a pressure to the ambient.
If there is not enough oxygen for proper combustion, the fuel will not burn completely and will produce
less energy. An excessively rich fuel to air ratio will increase unburnt hydrocarbon pollutants from the
engine. If all of the oxygen is consumed because there is too much fuel, engine's power is reduced.
As combustion temperature tends to increase with leaner fuel air mixtures, unburnt hydrocarbon
pollutants must be balanced against higher levels of pollutants such as nitrogen oxides (NOx), which are
created at higher combustion temperatures. This is sometimes mitigated by introducing fuel upstream of
the combustion chamber to cool down the incoming air through evaporative cooling. This can increase
the total charge entering the cylinder (as cooler air will be denser), resulting in more power but also
higher levels of hydrocarbon pollutants and lower levels of nitrogen oxide pollutants. With direct
injection this effect is not as dramatic but it can cool down the combustion chamber enough to reduce
certain pollutants such as nitrogen oxides (NOx), while raising others such as partially decomposed
hydrocarbons.
22
(Table 2) Comparison of SI and CI Engine:
Load Control Throttle controls the quantity of fuel The quantity of fuel is regulated. Air
– air mixture introduced. quality is not controlled.
23
Ignition Requires an ignition system Self-ignition occurs due to
with spark plug in the high temperature f air
combustion chamber. Primary because of high compression.
voltage Is provided by either Ignition system and spark
a battery or a magneto. plug are not necessary.
Speed Due to light weight and also Due to heavy weight and also
due to homogeneous due to heterogeneous
combustion, they are high combustion, they are low
speed engines. speed engines.
24
lower emissions. For these reasons, 4-stroke engines are ideal in applications such as motorcycles,
ATVs/UTVs, marine motors and personal watercraft.
Fig 21
25
Engine In-Line Four cylinder
Bore 0.072 m
Stroke 0.061m
Capacity 993 cc
26
MORSE TEST
Thermodynamic tests are quite different from the commercial tests. They are carried out for the purpose
of comparing actual results with the theoretical or ideal performance. For such tests it is necessary to
measure losses in addition to the useful part of the energy, and also to draw up a heat balance account.
Such trials have been the direct cause of, and incentive to, the improvement in heat engines throughout
the period of their development. This interest created a demand for authentic records of engine
performance, which could only be satisfied by exhaustive trials carefully observed and calculated.
The measurements necessary to determine the mechanical and thermal efficiencies of the engine and to
draw up the heat balance account are:
(i) Indicated power (if possible);
(ii) Brake power;
(iii) Morse test for mechanical efficiency in case of multi-cylinder high speed engines;
(iv) Rate of fuel consumption and its calorific value;
(v) Rate of flow of cooling water and its rise of temperature, for calculating the heat carried away by jacket
cooling water;
(vi) Heat carried away by the exhaust gases - this is estimated either directly by exhaust gas calorimeter
or by measuring air consumption and temperature of the exhaust gases, and engine at room temperature.
The Morse test is available for multi-cylinder high speed engines, and is less open to objection
that it is the simple motoring test. The method of finding indicated power of one cylinder of a multi-
cylinder I.C engine without the use of a high-speed indicator is known as the Morse test. The engine is
first run under the required condition of load, speed, temperature, etc., and the brake power is measured
accurately. Each cylinder is then cut-out in turn; the brake load being rapidly adjusted in each case to bring
the engine speed back to the specified value at the given angle of advance and throttle settling.
The fundamental assumptions are that the friction and pumping power of the cut-out cylinder remains the
same after cutting out as they were when the cylinder is fully operative (developing power). This would
not be a correct assumption if it were not for the fact that it is possible to carry this test in a very short
span of time. It should only take a few seconds to cut out one cylinder and adjust the brake load to keep
the speed constant. Over this short period the assumption may be considered reasonable. After cutting out
one cylinder, the engine should be allowed to run on all cylinders for a short while, before cutting out the
next cylinder.
The purpose of Morse Test is to obtain the approximate Indicated Power of a Multi-cylinder Engine. It
consists of running the engine against a dynamometer at a particular speed, cutting out the firing of each
cylinder in turn and noting the fall in BP each time while maintaining the speed constant. When one
cylinder is cut off, power developed is reduced and speed of engine falls. If one cylinder is cut out (spark
27
plug lead is shorted) so that it develops no power, the engine speed will fall. The brake load should then
be reduced so that the engine speed increases again to the original given speed. The engine is now
developing power in three cylinders, whereas the friction power of all the four cylinders remains the same.
Accordingly, the load on the dynamometer is adjusted so as to restore the engine speed. This is done to
maintain FP constant, which is considered independent of the load and proportional to the engine speed.
The observed difference in BP between all cylinders firing and with one cylinder cut off is the IP of the
cut off cylinder. Summation of IP of all the cylinders would then give the total IP of the engine under test.
Another important point to note is the Morse Test can only be performed on Multi Cylinder Engines either
it be Spark Ignition Engine (Petrol Engine) or Compression Ignition Engine (Diesel Engine).
In the motoring test the engine is steadily operated at the rated speed of its own power and allowed
to remain under the given speed and the load condition for a sufficient period of time so that the
temperature of the engine components, lubricating oil and cooling water reaches at a steady state. The
ignition is cutoff and by suitable switching device the dynamometer is converted to run as a motor so as
to crank the engine at the same speed at which it was at previously operating at, the power supply is
measured which gives the frictional horse power.
This test is carried out on multi cylinder I.C engine. In this test, first engine is allowed to run at constant
speed and brake power of engine is measured when all cylinders are working and developing indicated
power. (Considering four cylinders)
28
I1+I2+I3+I4 = (BP)engine+(F1+F2+F3+F4)
Then the first cylinder is cut off by short circuiting spark plug in case S.I. engine (or cutting fuel supply
in case C.I. engine). This causes the speed to drop due to non-firing of first cylinder. It should be noted
that although first cylinder is not producing power still it is reciprocating so its frictional power must be
considered.
This speed is once again maintained to its original value by reducing load on the engine
By repeating the above procedure for remaining cylinders and calculate I.P. of the engine;
I1 = (BP)engine – (BP)2,3,4
I2 = (BP)engine – (BP)1,3,4
I3 = (BP)engine – (BP)1,2,4
I4 = (BP)engine – (BP)1,2,3
IP = I1+ I2+I3+I4
29
Frictional power of engine,
Thus, Morse test is used to calculate Indicated Power, Frictional Power and Mechanical efficiency by
assuming Frictional Power of each cylinder remains constant.
Apparatus:
The setup consists of four-cylinder, four stroke, petrol engine connected to dynamometer for engine
loading. The setup has stand-alone type independent panel box consisting of air box, fuel tank,
manometer, fuel measuring unit. Engine jacket cooling water inlet, outlet and calorimeter temperature is
displayed on temperature indicator. Flow meters are provided for cooling water and calorimeter flow
measurement. Provision is also made for conducting the Morse Test. Next, the brake power of the
engine is measured with each cylinder rendered inoperative
one by one by shorting the spark plug in case of petrol engine.
A dynamometer or "dyno" for short is a device for measuring force, torque, or power. For example, the
power produced by an engine, motor or other rotating prime mover can be calculated by simultaneously
measuring torque and rotational speed (RPM).
The rope brake as shown in Figure is another simple device for measuring Brake Power of an engine. 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.
Rope brake is cheap and easily constructed but not a very accurate method because of changes in the
friction coefficient of the rope with temperature. The Brake Power is given by,
30
Brake Power (B.P) = π DN (W − S)
Fig 22
3.) Thermocouples
There are many types of Thermocouples but the selection of the combination is driven by cost,
availability, convenience, melting point, chemical properties, stability, and output. Different types are
best suited for different applications. Each calibration has a different temperature range and
31
environment, although the maximum temperature varies with the diameter of the wire used in the
thermocouple. They are usually selected on the basis of the temperature range and sensitivity needed.
Here, for this specific Morse Test we will be using the "J Type Thermocouple".
Type J Thermocouple: Type J (iron–constantan) has a more restricted range (−40 °C to +750 °C)
than type K but higher sensitivity of about 50 µV/°C. The Curie point of the iron (770 °C) causes a
smooth change in the characteristic, which determines the upper temperature limit. Note, the
European/German Type L is a variant of the type J, with a different specification for the EMF output.
Fig 23
(Characteristic functions for thermocouples that reach intermediate temperatures, as covered by nickel-
alloy thermocouple types E, J, K, M, N, T.)
4.) Tachometer
The measurement of IC engine speed is done to count the number of revolutions in a given time which is
done by a Tachometer.
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Different types of Tachometers that is available:
(c) On the basis of measurement technique: Time based and frequency based
The time measurement device calculates speed by measuring the time interval between the incoming
pulses; whereas, the frequency measurement device calculates speed by measuring the frequency of the
incoming pulses. Time measuring tachometers are ideal for low-speed measurements and frequency
measuring tachometers are ideal for high-speed measurements.
(d) On the basis of working principle: Mechanical tachometers, electrical tachometers and contactless
electrical tachometers
Procedure:
1.) Check lubricating oil level, fuel level, cooling water system and the battery terminals before starting.
2.) Start the engine and allow it to run for about 10 minutes at the rated speed to warm up.
3.) Load the engine at fall load and maintain the speed at rated rpm i.e., 'N' rpm by adjusting the throttle
and dynamometer loading wheel.
5.) Cut-off ignition to the first cylinder by lifting the respective switch.
6.) Bring the engine again to the rated speed of 'N' rpm by reducing the load on dynamometer. On no
account throttle position should be changed. Note the dynamometer reading.
8.) Repeat the procedure for cylinder numbers 3, and 4. Note the dynamometer readings for each
cylinder when they are cut-off.
9.) From the data compute Brake Horse Power of the engine and Frictional Power and Indicated Power
of each cylinder.
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(Table 4) Morse Test on Multi Cylinder Petrol Engine:
S.NO RUNNING CYLINDER LOAD SPEED BP OF IP OF
CYLINDERS CUTOFF RUNNING CUTOFF
NOS. NOS. (KG) (RPM) CYLINDERS CYLINDER
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Basic Formulas used to Calculate:
The brake power of an IC Engine is the power available at the crankshaft. The brake power of an I.C.
engine is, usually, measured by means of a brake mechanism (Prony brake or rope brake).
𝑇𝑋2𝜋𝑁 𝑊𝑙𝑋2𝜋𝑁
=
60
= 60
watts
Where,
W = Dead load in Newton,
S = spring balance reading in Newton,
D = Diameter of the brake drum in meters,
d = Diameter of the rope in meters, and
N = Speed of the engine in r.p.m.
Note: The brake power (B.P.) of an engine is always less than the indicated power (I.P.) of an engine,
because some power is lost in overcoming the engine friction (known as frictional power).
Mathematically,
The indicated power of an IC engine is the power actually developed by the engine
cylinder. Mathematically,
100𝐾𝑃𝐿𝐴𝑛
𝐼. 𝑃 = 𝑘𝑊
60
Where,
K = Number of cylinders,
Pm = Actual mean effective pressure in bar (1 bar = 100 KN/m2),
L = Length of stroke in meters,
A = Area of the piston in m2,
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n = Number of working strokes per minute
Speed of the engine for two stroke cycle engines
Half the speed of the engine for four stroke cycle engines.
Mechanical Efficiency:
Result:
Morse test was conducted on petrol engine and indicated power developed in each cylinder is
determined and mechanical efficiency is also determined.
The main intention of carrying out the Morse test in an IC engine is to provide an easy method of
calculating the frictional losses. It provides a kind of top-down approach in calculating frictional losses
easily and helps calculate mechanical efficiency.
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Conclusion:
Morse Test is carried out on the engine which is an easy method for calculating the frictional losses,
brake power, indicated power, mechanical efficiency. The total break power of the engine is first
calculated using a dynamometer. This process is repeated with one cylinder cut off at each step. Thus,
the difference between total break power and break power of the remaining cylinders gives the indicated
power of the first cylinder, and so on. In this way, indicated power of all cylinders are calculated and
summed to obtain the indicated power of the engine. The process is repeated with one cylinder cut off at
each step
Once friction power is obtained, the mechanical efficiency of the engine can be calculated.
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REFERENCES:
https://www.grc.nasa.gov/www/k-12/airplane/ottoa.html
https://web.mit.edu/16.unified/www/FALL/thermodynamics/notes/node26.html
http://ijirt.org/master/publishedpaper/IJIRT148164_PAPER.pdf
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