Design And Operation Of Engine Testing Facilty Engineering Essay

public figure And Operation Of locomotive Testing Facilty engineering essayABSTRACTThe report covers see and development of an railway locomotive runinging preparedness for the operation of diesel engine motor motor motor and flatulency locomotives. It consists of two sub- carrells for each locomotive railway locomotive type. It is intentional by keeping Euro 5 emission standard in secondd.A study was made to find the big businessman railroad siding of the diesel railway locomotives of 1.3 lit. Turbo to 6.0 lit. Tdi and fluidoline locomotive of 1.6 lit. With variable vane turbo charger and variable geometry valve measure. The fondness proportion sheet for both the engine and the judge carrel was made on the basis of power output. afterwards, the fold peeingcourse identify of the sack, descent, cooling peeing and oil were mensural to formulate the test cell. The ergometer and other equipments were selected establish on their types and operation req uirements. At the end the bill of material of either the parts purchased was prepared to illustrate that the designed testing knack meets the pecuniary resource of the project.TABLE OF CONTENTSABSTRACTIntro canalion 5Test cellular phone FacilitiesTypical Test kiosk LayoutThermodynamics of the test cell and turn tail bill 7 power dimension2.2.1diesel motor Engine Energy replypoise2.2.2 Diesel cellular telephone Energy Balance2.3.1 Gasoline Engine Energy Balance2.3.2 Gasoline Cell Energy BalanceTest Cell foundingIndividual Test Cell SizeTest Cell DesignCell ServicesDiesel Test Cell Layout dynamometersDynamometer mechanicsDynamometer TypesSelection Of DynamometerInstrument Selection5.1Engine Speed5.2 Temperature bill5.3 hunt down Rates standard5.4 Pressure Transducers5.5 Emission Equipment5.6 great deal Measurement5.7 Prices of the InstrumentsConclusionReferenceCHAPTER 1INTRODUCTIONIn the present scenario, familiar combustion engines make become the around widespr ead form of nil conversion from chemical to mechanical form. A lot more is acquittance on these days to improve the design of the engine use soften materials and techniques in order to achieve more power and force out economy. Considering the measuring of effort that is being put to design an engine from scratch, the art of testing an engine is becoming much harder to master. The work of designing a test cell which should test engines with varied browse of power output and size of it requires not only the skill and technical knowledge of the subject it likewise requires the exposure to the new and developing experimental techniques to observe even the gauzy aspect of the project in order to design the best practicable layout. The testing of an engine requires correctly measuring the parameters such as temperatures, institutionalise break away(p), fuel operate, air upper and several meter readings in the prime(prenominal) attempt itself as its an expensive exercise t o conduct an engine test. 21.1 examine CELL AND FACILITIESTo build a test cell requires a expound study of the energy input and output with respect to the engine, size of the engine etc. So the proper plan has to be carried out. The test facility should be well equipped with the modern test equipments and instruments like catalyst analyzer, transducers etc. Fol slumping topics discussed the facilities.1.2 A Typical Test Cell LayoutThe quest fig. shows a typical cell layout showing the different governances like breathing for air, conditioning frames, data acquisition, cooling and air conditioning brass etc..Fig. 1.1 A typical Test cell layoutCHAPTER 2ENERGY parallelism AND beat2.1 ENERGY BALANCEWith reference to the tabulate and the figure, an energy sleep of the 1.3 litres turbo engine (manufactured by FIAT), which produces a power of 95bhp four hundred0 revolutions per minute (equivalent to 70 KW) is carried out. The same physical process can be later followed to ca lculate the energy flows for the 6.0 litre Tdi V12 Volkswagen engine producing a power of 331 KW 6050 rpm 560 Nm of torsion at 2750 rpm.2.2.1 DIESEL ENGINE ENERGY BALANCEEngine 1.3 litre turbocharged diesel engine, power output 95 bhp(70.87 KW)Assuming thermal efficiency of the engine = 0.42,calorific measure out of diesel = 44.8 MJ/kgSo, fuel input power = 70.87/0.42 = 168.73 KWSpecific fuel consumption = plank 2.2 Energy Balance for the fiat 500 1.3 litre turbocharged 70.87 KW diesel engine concomitantEnergy In full stopEnergy show up kindle168.73KW business office70.87KW (42%) shake up to cooling water system33.746KW(20%)Heat to oil cooler5.0619 KW (3%)Heat to stick42.1825KW(25%)Conv. and Radiation16.873KW(10%) derive168.73 KW168.73 KWFlow Rate CalculationsMass flow rate of the fuel =The density of diesel fuel is = 0.832 Kg / ltSo, the fuel flow rate is = 16.0096 litres / hr.Air flow Assuming that the air-fuel ratio at full load is 251 andair density is 1.2 Kg /,= 333 Kg / hr. = 333.5/1.2 = 277.5 m3/hr.Cooling water flow Heat single out to the cooling water is assumed to be 20%Therefore, Heat loss =Assuming 10 degrees hold up in the water temperature= 48.4392 kg/minExhaust flow = 346.32 Kg/hrEngine Volkswagen 331 KW, 450 BHP engineThe energy balance and mass flow rates for this engine was calculated by similar fashion as shown in the to a graduate(prenominal)er place case. plug-in 2.3 Energy Balance for the Volkswagen 331 KW,450 bhp engineItemEnergy InItemEnergy Out evoke788.09KW violence331 KW (42%)Heat to cooling water157.6KW(20%)Heat to oil cooler23.64 KW (3%)Heat to exhaust197.02 KW (25%)Conv. and Radiation78.809KW(10%)Total788.09 KW788.09 KW prorogue 2.4 Flow rates for the Volkswagen 331 KW engineParticularsMass flow rateFuel63.3286 kg/hrAir1583.21 /hrCooling weewee226.22 kg/min or lts/minExhaust1583 kg/hr2.2.2 DIESEL CELL ENERGY BALANCEThe energy balance for the diesel cell has been shown the slacken 2.5. Some of these calculations ar e being done in the ventilation system voice. turn off 2.5 Energy balance for the diesel test cell for 450 BHP diesel engineItemEnergy InItemEnergy OutFuel 788.09 KWExhaust Gas one hundred fifty KWVentilation Fan world power 10 KWDynamometer Power 373 KWElectrical Cell Services 25 KWEngine Cooling piss 157.6 KWVentilation Air 150.868 KWCell Wall Losses 5 KWTotal 823.09 KWTotal 823.09 KW2.3.1 GASOLINE ENGINE ENERGY BALANCEThis cell is required to test the engines from 1.6 litre variable vane turbocharger with variable valve timing to 3 litres 400 BHP engine.Engine Toyota corolla 1.6 litre VVT, 110 emailprotected rpm, 150 emailprotected rpmThe energy balance and flow rate calculations are same as that of the previous. Assuming 30 30-30-10 thumb rule. The calorific value of petrol is = 48000 KJ/kg.Table 2.6 Energy Balance for the Toyota corolla1.6 litre 80 KW petrol engineItemEnergy InItemEnergy OutFuel267KWPower80 KW (30%)Heat to cooling water80 KW (30%)Heat to exhaust80 KW (30%)C onv. and Radiation27 KW (10%)Total267 KW267 KWThe 30-30-30-10 rule is utilize for the effrontery that means assuming 30% thermal efficiency of the engine and the fuel power input has been calculated on this basis. Later, 30% heat loss is carried away by the engine cooling water and the exhaust of the engine. The 10% heat is lost to the surrounding air by convection and radiation.Following table represents the various flow rates for the engine assuming the air fuel ratio at full load to be 151 for the gaseous state engines.Table 2.7 Flow rates for the Renault 1.6 litres VVT 80 KW engineParticularsMass flow rateFuel20 kg/hrAir (AF = 151)250 /hrCooling Watercxv kg/min or lts/minExhaust320 kg/hrEngine A 3.0 litre 400 BHP (294 KW) gasoline engineEnergy balance and flow rates require been calculated as well as as previous cases.Table 2.8 Energy Balance for the 3.0 litre 400 BHP petrol engineItemEnergy InItemEnergy OutFuel980KWPower294 KW (30%)Heat to cooling water294 KW (30%)Heat to exhaust294 KW (30%)Conv. and Radiation98 KW (10%)Total980 KW980 KWThe values shown in the above table have been calculated assuming the 30-30-30-10 rule as discussed in the previous section and the table below shows the various flow rates for the gasoline engine.Table 2.9 Flow rates for the Renault 1.6 litres VVT 80 KW engineParticularsMass flow rateFuel73.5 kg/hrAir (AF = 151)920 /hrCooling Water422 kg/min or lts/minExhaust1178 kg/hr2.3.2 GASOLINE CELL ENERGY BALANCEThe table below represents the energy flows in and out of the cell when direct on full capacity of 400 BHP gasoline engineTable 2.10 Energy balance for the gasoline test cell for 400 BHP engineItemEnergy InItemEnergy OutFuel 980 KWExhaust Gas 274 KWVentilation Fan Power 5 KWDynamometer Power 250 KWElectrical Cell Services 25 KWEngine Cooling Water 294 KWVentilation Air 187 KWCell Wall Losses 5 KWTotal 1010 KWTotal 1010 KWThe energy balance sheets for the diesel and gasoline engines lay a firm foundation for the design of the in-cell services and selection of the equipments that have been carried out in the later chapters.CHAPTER 33.2 TEST CELL DESIGNThe test cells must be provided with the quest servicesWater tote up and drainage systemFuel supply systemVentilation systemTaking engine exhaust to out-of- admittanceFire and safety regulationsPortable test stand for the engine and dynamometerControl populate or console etcWe have to keep the temperature well-kept at the ambient, so we have to give importance to ventilation system in like manner.General purpose engine test cell has been shown in fig. 3.1. A typical test cell layout that has been apply for these types of engines has likewise been shown in the fig. 3.2. much(prenominal) type of cells is usually built side by side with super acid agree live. The engines are imported in the cell from the rear door whereas the operator could enter from the front door. A thick glass is mount between the control room and the engine cells so t he operator could have a look at the cells while sitting inside the control room. 1Fig. 3.1 General arrangement inside an engine cell aligned against a wall and the control room on the other side of the engine.Fig. 3.2 A layout of the test facility with two cells having a common control room ..Fig. 3.1 and 3.2 shows the typical layout of a facility incorporated with two separate cells and a common control room with a thick glass windowpane separating the cell and the control room. The cells are aligned with a wall which leads the exhaust outlet to the atmosphere.3.3 CELL SERVICES3.3.1 VENTILATION SYSTEMVentilation system plays a very important role in any engine testing laboratory or testing cell. inside the cell repayable to running of heavy engine a high temperature is developed also at the surface of the engine . so it is necessary to carry away this heat ventilation system should be strong enough , also it is necessary to keep the surrounding temperature at ambient conditions.T he convection and radiation losses are assumed as below (based on diesel engine)Engine78.809 KW (10% as mentioned in heat balance)Exhaust Manifold10 KWExhaust tailpipe and silencer10 KWDynamometer40 KWElectrical equipments15 KWForced draught rooter5 KWSubtotal158.809 KWTotal (assuming 95% efficiency of the ventilation system)150.868KWTable 3.2 Heat losses to be considered for the ventilation system designFor the total heat loss from engine by convection and radiation H = 150.868 KW, the volume flow rate of air can be calculated asTaking H = 150.868 KW, C = 1.01 KJ/Kg-K, = 1.2 kg/m3, and temp rise of 10, the mass flow rate is 12.447 m3/sec. or 746.87 m3/min.the air flow velocity in the duct could be taken in between 15-20 m/sec. For this value, the cross-sectional area could be 0.37-0.49 m2. So, from a range of standard duct area, it could be taken as 600mm X 600mm ( square duct) as it results into the air flow velocity of 19.5m/sec (satisfies the range of 15-20 m/sec) and velocit y pressure sensation or dynamic pressure of 228 Pa. 3 from the above data centrifugal and axile fans were selected for the inlet and outlet respectively . typical ventilation system is as shown in the fig.Specification of the fan used in the ventilation system is as followsFanAir vol. (m3/hr)Speed (rpm)Power (KW)Centrifugal92022500.29axile95816800.21Table 3.4 represents the specification of fans selected for ventilation3.3.3 COOLING WATER SYSTEMWater is an almost ideal cooling fluid as it has a high specific heat value, low viscosity, relatively low corrosivity and is freely visible(prenominal) (Martyr and Plint, 2007). The required flow rates can be calculated similarly to that of air if the heat to be transferred and the change in temperature is known. Additives such as ethylene glycol (antifreeze) can be added to the water to improve the in operation(p) temperature range of the cooling system and inhibit corrosion, although the specific heat value will be reduced.There are var ious types of cooling water circuits that can be considered likeOpen water circuit, where the water is supplied direct from the mains and is therefore not circulated back.Closed water cooling circuits, where the water is supplied from a sump or tank and can be circulated back. This has an advantage that the coolant could me multiform in water sump to improve the cooling effect.Closed marrow circuit3.4 DIESEL TEST CELL LAYOUTCUsersrohitDesktopdiesel cell layout.pngFig. 3.4 The diesel cell layout base on all the calculation doneCHAPTER 4 dynamometerSDynamometers are used inside the test cell to measure the torque which developed on the engine output excavation. It also measures the power output of the engine.4.1 WORKING OF DYNAMOMETERFig. 4.1 typical commitup of dynamometerThe dynamometer resists the rotation of the engine shaft to measure its torque. The rotor rotates inside the stator which as the name indicates is stationary. The rotor exerts torque on the stator and this bal anced by the load cell. The toque is given byT = F X BAnd so the power developed by the engine could be known asP = 2NT KWIf the engine bucket along (in rpm) is measured using tachometer, the power could be easily calculated using the above equation.4.2 TYPES OF DYNAMOMETER The dynamometer types which are in practice let inHydraulic DynamometerDC DynamometerAC Dynamometer plait current DynamometerEach one of the above mentioned dynamometers has different set of working principle. There are four-spot quadrants in which a dynamometer can operate rotating clockwise producing or absorbing torque and rotating counter clockwise producing or absorbing torque. Figure gives a diagrammatical layout of these four quadrants. Most water brakes can only operate in the jump quadrant. Eddy current dynamometers can operate in the first two quadrants, while AC/DC dynamometers can be used in all four quadrants.Figure 3-13 Dynamometer operating quadrants (Martyr and Plint, 2007)4.3 DYNAMOMETER SELEC TIONDifferent types of dynamometer has been studied by considering the advantage and disadvantage of each type of dynamometer the AC dynamometer has been chosen as it can perform in all the four quadrants and has lower inertia than the DC dynamometers, which makes it less vulnerable to vibrations due to rotation of the shaft.Diesel CellAs the cell has been designed to fit in the engine ranging from 75-500 BHP. The dynamometer selected for this cell is AC 500 1811. 373 kw manufactured by Mustang dynamometer . The specifications are listed in table 4.2HorsepowerCooling Type continuous torque range(ft-lb)Max Torque (ft-lb)500Blower24552455Table 4.2 AC dynamometer selected for diesel cellGasoline CellThe gasoline cell has been designed in such a way that it will test the engine with a maximum of 400 BHP.The selected dynamometer was AC 400 HP dynamometer manufacture by Dyne systems and its specifications are listed in the table 4.3HorsepowerConstant Torque range (ft-lb)Constant HP ra ngeMax Torque (ft-lb)400117535251787.91Table 4.3 AC dynamometer selected for the gasoline cellCHAPTER 5SELECTION OF INSTRUMENTS5.1 SHAFT SPEED metre tachometer is used for the engine speed bill the non contacting digital tachometer is used so that it will not affect on the speed of the shaft . following tachometer is selectedMake Check-line ltd, Model ctd-1000hd, Non-contact type, Measuring rang 1.00-99999 Rpm, Prize5.2 TEMPERATURE MEASUREMENTThe inlet air, coolant inlet and outlet, exhaust and oil temperatures can be measured with thermocouples. Depending on the temperature to be measured, K and J type Thermocouples are the most common thermocouples available. J types operate in a smaller range, slightly to 150C while K types operate up to 1500C5.3 FLOW RATE MEASUREMENTSa) Turbine-flow meter Omega, toughie FTB790 Series. It has an output range of 0-5V DCb) Fuel-flow meter Fischer-Porter Digital fuel flow meter is selectedc) Air-flow meter Mass-air flow meter manufactured by Sh ijiazhuang Fortune Industrial Trading Co., Ltd. and FHC Ind, model FHC-CMF I-DNXX Limited has been selected. temp range of -40 to 200.5.4 PRESSURE TRANSDUCERSOmega high true statement pressure transducer has been selected Model PX01C1 -100G5T 5. Range 0-400 bar, with 0 to 5 Vdc Output verity .5 EMISSION EQUIPMENTThe equipments used should be of euro 5 standards following chart shows the emission norms for euro 5 and euro 6 standardsEURO 5EURO 6PERTOLDIESELgunDIESELCO10.510.5THC0.10.1NMHC0.0680.068nighttime0.060.180.060.08HC+NOX0.230.17PM0.0050.0050.0050.005Fig. 5.2 EURO 5 and EURO 6 emission standardsExhaust gas analyserXM2000 5 -gas analyser Exhaust Measurement System provides a portable, low cost tool for continuous analysis of engine exhaust gas components (HC, CO, CO2, NO, O2) system. XM2000 -gas analyser manufactured by Dyne Systems Inc.5.6 PRICE-LISTItemsPrice (Reason for purchaseDynamometers1,20,000Power and Torque measurementCentrifugal Fans500Forced Draughtaxile Fans180 0Ventilation ExitFeet levelling for beds700Absorb vibrations6 thermocouples100Temp. measurement2 Infrared thermometers280Non-invasive temp.2 Digital Tachometers125Engine Speed measurement2 Data-Acquisition System1,10,000Record and transfer data to control room2 Pressure Transducers700Cylinder PressuresAll types of flow meters10,000Measure mass flow ratesGas Leak Detectors400To detect leaksSmoke Detectors50To detect fire5-Gas Analyzers (2nos)4,50,000To check emissionTOTAL apostrophize6,67,780 CHAPTER 6CONCLUSION