Coventry University

Recorded Data

207 MAE Dynamometer Investigation and Engine Test Poster

Group members: Kee Chong Teo (5406849) Akoni Washington (5430073)

Engine
Speed, N

Date: 22/02/2016

Objective: To investigate the operation of an engine dynamometer and execute an engine performance test.

(rev/min)

Engine
Speed, N
(rev/s)

Calculated Data

Brake
Torque,

b
(Nm)

Fuel
Mass
Flow
Rate
(kg/h)

Fuel Mass
Flow Rate
(kg/s)

Fuel
Mass
Flow
Rate,

m f

Brake Power,

Brake Power,

(W)

(kW)

W b

W b

bsfc (g/kWh)

bmep (Pa)

bmep (bar)

Brake
Thermal
Efficiency,

th
(Ratio)

Brake
Thermal
Efficiency,

th

(%)

1000

16.66666667

180.7

5.19

0.001441667

(g/h)
5190

18922.85975

18.92285975

274.2714404

1041625.3

10.4162531

0.302435094

30.24350936

1200

20

252.8

7.95

0.002208333

7950

31767.78491

31.76778491

250.2535201

1457237.8

14.5723784

0.331461107

33.14611068

1400

23.33333333

327.8

11.4

0.003166667

11400

48057.99002

48.05799002

237.2134164

1889567.1

18.895671

0.349682198

34.96821976

1600

26.66666667

390.3

15.01

0.004169444

15010

65395.39268

65.39539268

229.5268732

2249841.5

22.4984149

0.36139258

36.13925795

1800

30

429.5

18.03

0.005008333

18030

80958.84268

80.95884268

222.7057527

2475805.6

24.7580559

0.372461455

37.24614553

2000

33.33333333

414.6

18.67

0.005186111

18670

86833.62095

86.83362095

215.0088848

2389916.2

23.8991617

0.385794796

38.57947956

2200

36.66666667

416.7

20.82

0.005783333

20820

96000.78831

96.00078831

216.8732191

2402021.4

24.0202139

0.38247834

38.24783396

2400

40

412.5

22.7

0.006305556

22700

103672.5576

103.6725576

218.9586187

2377811

23.7781095

0.37883555

37.88355501

2600

43.33333333

406.8

24.62

0.006838889

24620

110759.9906

110.7599906

222.2824313

2344953.9

23.4495393

0.373170782

37.31707822

2800

46.66666667

400.2

26.4

0.007333333

26400

117344.7688

117.3447688

224.9780733

2306909

23.0690895

0.368699525

36.86995249

3000

50

391.6

28.15

0.007819444

28150

123024.7683

123.0247683

228.8157124

2257335.2

22.573352

0.36251579

36.25157901

3200

53.33333333

376.1

29.36

0.008155556

29360

126032.3197

126.0323197

232.9561185

2167987.2

21.6798715

0.356072677

35.60726771

Calculations:

Where
2

Four Main Sensors:

1. Torque sensor: To monitor the angular displacement of the permanent magnet in the transmission shaft and record the rotational
potency dimension to get the torque.
2. Tacho-generator The transmission shaft drives the induction coil to rotate and produce induced current. The voltage produced is
directly proportional to the rotating speed. By monitoring the voltage meter, the engine speed is obtained.
3. Air mass flow meter During compression stroke, the density of air will change, therefore Coriolis Flow meter is used.
4. Fuel mass flow meter an inertial flow meter which measure mass flow rate of a fluid travelling through a tube.

bmep (bar) and Brake Thermal Efficiency (%) against Engine Speed (rev/min)
30

50

25

40

20

Useful equations:

V d = ( 0.0425 ) ( 0.096 ) 4=0.00218 m

QLHV = 43.4 MJ/kg
nR = 2

bmep (bar)

15
10

30

bmep (bar)

Brake Thermal Efficiency (%)

20

Brake Thermal
Efficiency (%)

10

Engine Speed (rev/min)

Brake Power (kW) and bsfc (g/kWh) agains t Engine Speed (rev/min)

Brake Power (kW)

Theory:
Dynamometer is a measuring device for force, torque or power. This device applies a measured load to the engine while its running in order
to create a real world driving simulation of the vehicle on the road. By applying known loads to an engine, it allows the torque produced at
the crankshaft to be measured at different engine speed. To gain the max torque the engine can produce, the engine is operated at full load
performance (where the engine intakes the max amount of air and fuel at each engine speed). Once it gets to the point where the load
applied prevents the engine speed from increasing above a given speed, this gives the maximum effort the engine can provide at that speed.
To create the loading, the dynamometer actually applies brake to the engine, hence the term brake dynamometer. Dynamometers come in
various designs to cater for different needs. When checking the power and the torque outputs of new engines, manufacturers use a version
that mounts the engine on a frame or chassis. The crankshaft and flywheel are connected directly to the dynamometer device that applies the
load.

140
120
100
80
60
40
20
0

300
250
200
150
100 bsfc (g/kWh)
50

Brake Power (kW)

bsfc (g/kWh)

0
2000
0 4000

Engine S peed (rev/min)

Graphs:
Analysis:
Internal combustion engine is a machine that generates mechanical power from the chemical energy of the fuel by burning or oxidising it
inside the engine (Heywood, 1998). The most commonly known types of engines are reciprocating engines. They can be 2-stroke, 4 stroke
or 6-stroke. The most commonly used one are two-stroke and four-stroke engine. In two-stroke engines, there are two strokes which
complete 1 power cycle of the piston during only one crankshaft revolution. In contrast to 2-stroke engines, four stroke engines there are
four separate strokes which are Intake, Compression, Combustion, and Exhaust.

Engine Type
Otto cycle Naturally aspirated
Otto cycle turbocharged
Diesel-Naturally aspirated
Diesel-Turbocharged

Model
R20 A3
EA 888
Common
DW 12C

BSFC (g/kWh)
270
245
250
231.15

BMEP (Bar)
7.1-10.1
8.5-13.5
6.1-9.1
21.13

Thermal efficiency, %
24-32
30-42
25-30
36.04

Conclusion:
Turbocharged engine has higher compression ratio and BMEP. Turbo charged engine saves more fuel than naturally aspirated engine by
higher-efficiency air-fuel mixture. They are more economical and environmental-friendly as there are less nitrides in the exhaust gas. Turbos
provide bigger torque at the same engine speed to improve performances. Naturally aspirated engine acceleration graph is smoother,
however it produces more carbon dioxide, nitrogen oxide.