ENGINE TEST SET UP - Apex Innovations TEST SET UP 3 CYLINDR, 4 STROKE, ... range 0-50 Kg Fuel flow...

21-01-2014 Im230H.docx

ENGINE TEST SET UP

3 CYLINDR, 4 STROKE, PETROL

Instruction manual

Contents

1 Description

2 Specifications

3 Installation requirements

4 Installation Commissioning

5 Troubleshooting

6 Components used

7 Packing slip

8 Warranty

9 Theory

10 Experiments

11 Components‟ manuals

APEX INNOVATIONS

Product Code 230H

Apex Innovations

21-01-2014 Im230H.docx

The setup consists of three

cylinder, four stroke, Petrol

(MPFI) engine connected to

Hydraulic type dynamometer

for loading. It is provided with

necessary instruments for

combustion pressure and

crank-angle measurements.

These signals are interfaced to

computer through engine

indicator for PPV diagrams.

Provision is also made for

interfacing airflow, fuel flow,

temperatures and load

measurement. The set up has

stand-alone panel box

consisting of air box, fuel

tank, manometer, fuel

measuring unit, transmitters

for air and fuel flow

measurements, process

indicator, load indicator and

engine indicator. Rotameters

are provided for cooling water

and calorimeter water flow measurement.

The setup enables study of 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 and heat balance. Labview

based Engine Performance Analysis software

package “Enginesoft” is provided for on line

performance evaluation.

ENGINEDYNAMOMETER

Product Engine test setup 3 cylinder, 4 stroke, Petrol

(Computerized)

Product code 230H

Engine Make Maruti, Model Maruti 800, Type 3 Cylinder, 4

Stroke, Petrol (MPFI), water cooled, Power 27.6Kw at

5000 rpm, Torque 59 NM at 2500rpm,stroke 72 mm,

bore 66.5mm, 796 cc,CR 9.2

Dynamometer Type Hydraulic

Propeller shaft With universal joints

Air box M S fabricated with orifice meter and manometer

(Orifice dia 35 mm)

Fuel tank Capacity 15 lit with glass fuel metering column

Calorimeter Type Pipe in pipe

Piezo sensor 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.

Digital milivoltmeter Range 0-200mV, panel mounted

Temperature sensor Type RTD, PT100 and Thermocouple, Type K

Specifications

Description

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Temperature

transmitter

Type two wire, Input RTD PT100, Range 0–100 Deg C,

Output 4–20 mA and Type two wire, Input

Thermocouple, Range 0–1200 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 0-500 mm WC

Air flow transmitter Presure transmitter, Range (-) 250 mm WC

Software “Enginesoft” Engine performance analysis software

Rotameter Engine cooling 100-1000 LPH; Calorimeter 25-250 LPH

Pump Type Monoblock

Overall dimensions W 2000 x D 2750 x H 1750 mm

Shipping details

Gross volume 3.30m3, Gross weight 745kg, Net weight 640kg

Electric supply

Provide 230 +/- 10 VAC, 50 Hz, single

phase electric supply with proper

earthing. (Neutral – Earth voltage less

than 5 VAC) 5A, three pin socket with switch (2

Nos.)

Water supply

Continuous, clean and soft water

supply @ 4000 LPH, at 10 m. head.

Provide tap with 1.25” BSP size

connection

Computer

IBM compatible with standard

configuration (with free PCI slot on

motherboard)

Space

3500Lx4000Wx2000H in mm

Drain

Provide suitable drain arrangement

(Drain pipe 65 NB/2.5” size)

Exhaust

Provide suitable exhaust arrangement

(Exhaust pipe 32 NB/1.25” size)

Foundation

As per foundation drawing

Fuel, oil

Petrol @10 liter

Oil @ 3.5 lit. (20W40)

Installation requirements

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INSTALLATION

Unpack the box(es) received and ensure that all material is received as per

packing slip (provided in instruction manual). In case of short supply or breakage

contact Apex Innovations / your supplier for further actions.

Install engine test set up assembly on the foundation.

Keep panel box structure near foundation (Refer foundation drawing )

Fit the panel box assembly on the panel box structure and fit following parts

o Piezo powering unit

o Digital voltmeter

o Load indicator

Keep the Dashboard panel between engine and panel box. Fit the following units

and connect to engine:

o Battery

o Gauges

o Throttle unit

Complete the piping work as follows:

o Exhaust: Engine to calorimeter

o Water: Dynamometer inlet, outlet, Engine cooling inlet, outlet, Calorimeter

water inlet outlet and drain pipe.

o Air: Air box to engine

o Fuel: Fuel measuring unit to engine

Fit the following parts

o Piezo adaptor assembly on engine head with water cooling piping.

o Pressure gauge on dynamometer inlet pipe.

o Temperature sensors

o Crank angle sensor on dynamometer (non driving end)

o Load cell to dynamometer.

Complete the wiring work as follows:

o Crank angle sensor to Piezo powering unit

o Piezo sensor to Piezo powering unit

o Load cell to Load indicator

o Temperature sensors to engine panel

o USB cable from Data acquisition device to computer “USB” port

COMMISSIONING

Fill lubrication oil in the engine and fuel in the fuel tank.

Remove air from fuel line connecting fuel measuring unit to fuel transmitter.

Lower jack bolts under dynamometer for free movement.

Provide electric supply to panel box

o Adjust crank angle sensor for TDC matching.

o Confirm all temperatures are correctly displayed on process indicator

o Confirm load signal displayed on process indicator

Fill water in the manometer up to “0” mark level.

Keep dynamometer loading at minimum.

Load the NI-USB driver on the computer from Driver CD.

Installation Commissioning

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Connect USB cable from Data acquisition device to computer.

Load “Enginesoft” software package on the same computer.

Ensure water circulation through engine, calorimeter and dynamometer and piezo

adaptor. Start the Engine.

Check engine operation at various loads and ensure respective signals on

computer.

Precautions

Use clean and filtered water; any suspended particle may clog the piping.

Piezo Sensor Handling:

o Ensure cooling water circulation for combustion pressure sensor.

o Diaphragm of the sensor is delicate part. Avoid scratches or hammering on

it.

o A long sleeve is provided inside the piezo adapter. This sleeve is protecting

the surface of the diaphragm. While removing sensor from the adapter this

sleeve may come out with the sensor and fell down or lose during handling.

Status of the sensor is indicated on the engine indicator.

o Damages to the electronic parts of the sensor or loose connection are

indicated as "open" or "short" status on piezo powering unit.

Circulate dynamometer and piezo sensor cooling water for some time after

shutting down the engine.

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Note: For component specific problems refer components‟ manual

Problems Possible causes / remedies

Engine does not start Switch on electric supply to the engine panel, pump

Insufficient fuel

Air trapped in fuel line

Engine EARTH cable

Dynamometer does

not load the engine

Check water flow

Check water pressure

Bottom side support bolt check

Faulty air flow Air hose leakage at connections with air-box and

with engine.

Faulty fuel flow Improper closing of fuel cock.

Air trap in pressure signal line to fuel transmitter

Software does not

work

Faulty or wrong USB port

Virus in computer

Loose connections

Faulty indicated

power

TDC setting disturbed. Readjust TDC setting.

Improper configuration data

Faulty pressure crank

angle diagram

Improper earthing

Wrong reference pressure setting in configuration

file. Adjust the value such that suction stroke

pressure just matches the zero line.

If peak pressure is not at the TDC, TDC setting

disturbed, readjust

If peak pressure shifts randomly with respect to

TDC, coupling of crank angle sensor may be loose

Faulty speed

indication

Broken coupling of crank angle sensor

Incorrect

temperature

indication

Check the connection between thermocouple and

temperature indicator/transmitter. Note that yellow

cable of thermocouple is positive and red is

negative.

Open or damaged temperature sensor

Improper load

indication

Excessively raised jack bolts of the dynamometer.

TDC Setting

The TDC indicator provided on the engine indicator enables matching of index

pulse of crank angle sensor with TDC(Top Dead Centre) of the cylinder. Take

the piston to its TDC position (match mark provided on the engine

fan/pulley/flywheel).

Loosen the screws of clamping flange of engine crank angle sensor.

Slowly rotate the crank angle sensor body till the TDC indicator lamp glows.

At this position clamp the flange screws to fix the crank angle sensor at this position.

Troubleshooting

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Components Details Engine Make Maruti, Model Maruti 800, Type 3 Cylinder, 4

Stroke, Petrol (MPFI), water cooled, Power 27.6Kw

at 5000 rpm, Torque 59 NM at 2500rpm,stroke 72

mm, bore 66.5mm, 796 cc,CR 9.2

Dynamometer Make Techno mech, Model TM50, Type Hydraulic Propeller shaft Make Hindustan Hardy Spicer, Model 1260, Type A Manometer Make Apex, Model MX-104, Range 100-0-100 mm,

Type U tube, Conn. 1/4`` BSP hose back side,

Mounting panel Fuel measuring unit Make Apex, Glass, Model:FF0.090 Piezo sensor Make PCB Piezotronics, Model HSM111A22, Range

5000 psi, Diaphragm stainless steel type & hermetic

sealed White coaxial teflon

cable Make PCB piezotronics, Model 002C20, Length 20 ft,

Connections one end BNC plug and other end 10-32

micro Crank angle sensor Make Kubler-Germany Model 8.3700.1321.0360 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 Make-Apex, 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,

SS316, Connection 1/4"BSP(M) adjustable

compression fitting Temperature

transmitter

Make Wika, model T19.10.3K0-4NK-Z, Input

Thermocouple (type K), output 4-20mA, supply

24VDC, Calibration: 0-1200deg.C.

Temperature

transmitter

Make Wika, Model T19.10.1PO-1 Input RTD(Pt100),

output 4-20mA, supply 24VDC, Calibration: 0-100C

Load sensor Make Sensotronics Sanmar Ltd., Model 60001,Type S

beam, Universal, Capacity 0-50 kg Load indicator Make ABUS, 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 0-500 mm H2O, Output linear Air flow transmitter Make WIKA, Model SL-1-A-MQA-ND-ZA4Z-ZZZ,

output 4-20 mA, supply 10-30 Vdc, conn. Range (-

)25 - 0 mbar. Rotameter Make Eureka Model PG 5, Range 25-250 lph,

Components used

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Connection ¾” BSP vertical, screwed, Packing

neoprene Rotameter Make Eureka, Model PG 9, Range 100-1000 lph,

Connection 1” BSP vertical, screwed, Packing

neoprene Pump Pump make Kirloskar, Model KDS-1 540, Head 20m.,

HP 1.0, Single phase, Size 25x25 Type Centrifugal

monoblock Battery Make Exide, Model EM 35R (MF), 12 V DC Contact relay Make Leone, Model P40FC – 2C, Supply – 240V AC,

AC240V – 5900 ohms, Contact 30A, 250VAC

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Total no. of boxes: 10, Volume: 2.54 m3, Gross weight: 710 kg. Net wt. 534

kg Case

No.1/10

Engine Set up Assembly

Size W1700xD800xH1200 mm; Volume:1.63m3

Gross weight: 475kg

Net weight: 475kg

1 Engine test setup assembly Engine +

Dynamometer + Base frame

1 No.

Box

No.2/10

Engine panel box


Gross weight: 78kg

Net weight: 50kg

1 Engine panel box assembly

Transmitter panel, Fuel pipe, Fuel DP

transmitter, Air transmitter, NI USB 6210,

power supply and wiring, Manometer with PU

tube.

1 No.

Box

No.3/10

Engine panel box structure


Gross weight: 56kg

Net weight: 31kg

1 Engine panel box structure assembly

Rotameters with piping (2)

Dynamometer loading unit clamp (1)

1 No.

Box

No.4/10

Calorimeter


Gross weight: 45kg

Net weight: 22kg

1 Calorimeter assembly 1 No.

Box

No.5/10

Exhaust pipe


Gross weight: 17kg

Net weight: 9kg

1 Exhaust pipe 1 No.

Box

No.6/10

Pump

Size W525xD325xH425mm; Volume:0.07m3

Gross weight: 42kg

Net weight: 23kg

1 Pump 1 No.

Box

No.7/10

Battery


Gross weight: 25kg

Net weight: 17kg

1 Battery 1 No.

Box

No.8/10

Dash board panel


Gross weight: 32kg

Net weight: 20kg

1 Dash board panel with support structure 1 No.

2 Fuel throttle body with cable 1 No.

Box

No.9/10

Engine wiring


Gross weight: 30kg

Net weight: 12kg

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 Wiring set 1 No.

7 Load cell with nut bolt 1 No.

8 Crank angle sensor 1 No.

9 Temperature sensor 5 Nos.

10 Piezo sensor 1No/2Nos.

11 Piezo adaptor 1 No.

12 Low noise cable 1No/2Nos.

13 Data acquisition device and driver CD 1 No.

Packing slip

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14 Apex Enginesoft DVD CD 1 No.

15 Set of loose nut bolts 1 No.

16 Tool kit 1 No.

17 Fuel caps(2), Teflon tape(2) & Gasket shellac(1) 1 No.

18 Set of instruction manuals consisting of:

Instruction manual CD (Apex)

DP transmitter

Dynamometer

Calibration sheets for load cell and Piezo sensor

1 No.

Box

No.10/1

0

Engine piping

Size W1250xD450xH350mm; Volume: 0.20m3

Gross weight: 60kg

Net weight: 25kg

1 Piping set (14 pieces)

Engine water inlet and outlet, Dynamometer

water inlet and outlet, Calorimeter water inlet

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)

1 No.

2 Water supply pipe 1.25” hose 1 No.

3 Load cell bracket 1 set

4 Fuel measuring unit 2Nos (one spare) 1 No.

5 Wiring channel set 1 No.

6 Engine air connection pipe 1 No.

7 Fuel filter assembly 1 No.

8 Exhaust extension pipe with socket and bend 1 No.

9 Pump bracket 1 No.

10 Air box connection 1 No.

11 Calorimeter exhaust outlet flange 1 No.

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Dispatch abroad Total no. of boxes: 9, Volume: 3.30 m3, Gross weight: 755kg. Net wt. 626kg

Box

No.1/9

Size W1080xD550xH600 mm; Volume:0.36m3 Gross weight: 77kg

Net weight: 58kg

1 Engine panel box assembly

Transmitter panel, Fuel pipe, Fuel DP

transmitter, Air transmitter, NI USB 6210,

power supply and wiring, Manometer with PU

tube.

1 No.

Box

No.2/9


Net weight: 36kg

1 Structure assembly consisting of

Rotameters with piping (2)

1 No.

Box

No.3/9


Net weight: 19kg

1 Calorimeter assembly 1 No.

Box

No.4/9

Size W1000xD275xH350 mm; Volume: 0.10m3 Gross weight: 17kg

Net weight: 11kg

1 Exhaust pipe 1 No.

Box

No.5/9


Net weight: 35kg

1 Pump 1 No.

Box

No.6/9

Size W590xD475xH400 mm; Vol:0.11m3 Gross weight: 25kg

Net weight: 19kg

1 Dash board panel box assembly with support

structure

1 No.

2 Fuel pump with fuel tank 1 No.

3 M800 ECU 1 No.

4 Fuel throttle unit with inner outer cable 1 No.

Box

No.7/9


Net weight: 18kg

1 Piezo powering unit (Ax409) 1 No.

2 Load indicator (SV 8series) 1 No.

3 Digital voltmeter (SMP35) 1 No.

4 Pressure gauge 1 No.

5 Wiring set 1 No.

6 Load cell with nut bolt 1 No.

7 Crank angle sensor 1 No.

8 Temperature sensor 5 Nos.

9 Piezo sensor 1 No.

10 Low noise cable 1 No.

11 Data acquisition device and driver CD 1 No.

12 Set of loose nut bolts 1 No.

13 Sensors (Wiring set consisting of Temp sensor

5 nos, supply cable and piezo cable)

14 Spanner set and Tool kit

15 Fuel caps(2), Teflon tape(2) & Gasket

shellac(1)

16 Dash board wiring 1 No.

17 Set of instruction manuals consisting of:

consisting of Instruction manual CD (Apex),

1 No.

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National Instrumentation driver CD(2),

Spare computer cable (for NI USB 6210),

DP transmitter manual, Dynamometer manual,

Piezo sensor manual, Pump manual,

Calibration sheets for load cell and piezo sensor

Box

No.8/9

Size W1340xD525xH450 mm; Volume: 0.32m3 Gross weight: 58kg

Net weight: 45kg

1 Piping set (14 pieces)

Engine water inlet and outlet, Dynamometer

water inlet and outlet, Calorimeter water inlet

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)set

1 No.

2 Water supply pipe 1.25” hose 1 No.

3 Pump support bracket 1 No

4 Fuel measuring unit (Spare) 2 Nos.

5 Wiring channel set 1 No.

6 Engine air connection pipe 1 No.

7 Funnel for fuel fill 1 No.

8 Exhaust extension pipe, Bend and socket 1 No.

9 Calorimeter exhaust outlet flange 1 No.

10 Air box connection 1 No.

11 Fuel filter assembly 1 No.

Case

No.9/9

Size W1875xD840xH1090 mm; Volume:1.72m3 Gross weight:431kg

Net weight: 385kg

1 Engine test setup assembly

(Engine M800, Hydraulic dynamometer, Starter,

Piezo socket, Igniter, Ignition coil, Battery,

Base frame)

1 No.

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This product is warranted for a period of 12 months from the date of supply against

manufacturing defects. You shall inform us in writing any defect in the system

noticed during the warranty period. On receipt of your written notice, Apex at its

option either repairs or replaces the product if proved to be defective as stated

above. You shall not return any part of the system to us before receiving our

confirmation to this effect.

The foregoing warranty shall not apply to defects resulting from:

Buyer/ User shall not have subjected the system to unauthorized alterations/

additions/ modifications.

Unauthorized use of external software/ interfacing.

Unauthorized maintenance by third party not authorized by Apex.

Improper site utilities and/or maintenance.

We do not take any responsibility for accidental injuries caused while working with

the set up.

Apex Innovations Pvt. Ltd. E9/1, MIDC, Kupwad, Sangli-416436 (Maharashtra) India

Telefax:0233-2644098, 2644398

Email: [email protected] Web: www.apexinnovations.co.in

Warranty

mailto:[email protected]

http://www.apexinnovations.co.in/

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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). 24/ DA

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 (VS): 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

is the swept volume of the engine. LDLAVs

24/

Clearance volume (VC): 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. cs VVV

Compression ratio (CR): The numerical value of the cylinder volume divided

by the numerical value of clearance volume. cVVCR /

Theory

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Bore D

Crankshaft

Crankcase

Crank

Crank pin

Connecting rod

Cylinder

Bottom dead center B.D.C.

Piston

Gudgeon or wrist pin

Top dead center T.D.C.

Intake or suction manifold

Suction valve

Exhaust manifold

Exhaust valve

Cylinder head

Stroke volume.Vs

Clearance volume.Vc

Cylinder volume’V’

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 1800 of crankshaft

rotation and hence a cycle consists of 7200 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,

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.

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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 spring-

loaded 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 blowdown 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 (ηt): Indicated thermal efficiency is the ratio of

energy in the indicated power to the fuel energy.

FuelEnergyowerIndicatedPt /

100)/()/(

3600)((%)

KgKJalueCalorificVHrKgFuelFlow

KWowerIndicatedPt

Brake thermal efficiency (ηbth): 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.

FuelEnergyBrakePowerbth /

100)/()/(

3600)((%)

KgKJalueCalorificVHrKgFuelFlow

KWBrakePowerbth

Mechanical efficiency (ηm): Mechanical efficiency is the ratio of brake horse power

(delivered power) to the indicated horsepower (power provided to the piston).

owerIndicatedPBrakePowerm /

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)

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Indicated thermal efficiency = B/A

Brake thermal efficiency = C/A

Mechanical efficiency = C/B

Volumetric efficiency (ηv): 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

ηv (%) = --------------------------------------------------------------------------

mass of flow of air to fill swept volume at atmospheric conditions

10060)/(/)()(4/

)/((%)

332

mKgAirDenNoofCylnRPMNmLD

HrKgAirFlowv

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.

3600/24/)/( 2 dendendenwaterd AAWhgDCHrKgAitFlow

Where Cd = Coefficient of discharge of orifice

D = Orifice diameter in m

g = Acceleration due to gravity (m/s2) = 9.81 m/s2

h = Differential head across orifice (m of water)

Wden = Water density (kg/m3) =@1000 kg/m3

Wair = Air density at working condition (kg/m3) = p/RT

Where

p= Atmospheric pressure in kgf/m2 (1 Standard atm. = 1.0332X104 kgf/m2)

R= Gas constant = 29.27 kgf.m/kg0k

T= Atmospheric temperature in 0k

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

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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.

Power in kW = (Pm LAN/n 100)/60 in bar

where Pm = mean effective pressure

L = length of the stroke in m

A = area of the piston in m2

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).

100)/(

60)()(

NoOfCylnNAL

KWBrakePowerbarBMEP

100)/(

60)()(

NoOfCylnNAL

KWowerIndicatedPbarIMEP

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.

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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.

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:

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The figure shows crank-slider mechanism. The piston pin position is given by

coscos lrx

From figure sinsin lr and recalling 2sin1cos

22

sin1cos lrrlrx

The binomial theorem can be used to expand the square root term:

...sin)/(81sin)/(2

11/cos 4422 lrlrrlrx ….1

The powers of sin can be expressed as equivalent multiple angles:

2cos2/12/1sin2

4cos8/12cos2/18/3sin 4 …….2

Substituting the results from equation 2 in to equation 1 gives

...4cos8/12cos2/18/3)/(812cos2/12/1)/(2

11/cos 42 lrlrrlrx

The geometry of the engine is such that 2/ lr is invariably less than 0.1, in which

case it is acceptable to neglect the 4/ lr terms, as inspection of above equation

shows that these terms will be at least an order of magnitude smaller than 2/ lr

terms.

The approximate position of piston pin end is thus:

2cos2/12/1)/(2

11/cos 2 lrrlrx

Where r =crankshaft throw and l = connecting rod length.

Calculate x using above equation; then )( xrl shall give distance traversed by

piston from its top most position at any angle

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.

For three cylinder engine the calculations are as follows:

a) When Cylinder no. 1 is in motoring:

Output BP = Indicated power of Cylinder no. 2 + IP of cylinder no. 3 – Frictional

power of cyl 1 – FP of cyl2 – FP of cyl 3

BP1 = IP2+IP3-FP1-FP2-FP3

BP1 = IP2+IP3-FP ------------I

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Where BP1 is Brake power when cyl no1 is cut off, FP is total frictional power for all 3

cylinders.

Similarly

BP2= IP1+IP3-FP--------------II

and BP3 = IP1+IP2-FP--------------III

b) When all working

BP = IP1+IP2+IP3 – FP

BP=IP1 + (IP2+IP3 – FP)

BP = IP1 + BP1 (from eqn I)

IP1 = BP - BP1 --------------------IV

similarly

IP2 = BP - BP2 --------------------V

IP3 = BP - BP3 --------------------VI

Add IP1, IP2 and IP3 to get total IP

Then IP – BP = FP

And mech eff = BP/IP

VCR Engines The standard available engines (with fixed compression ratio) can be modified by

providing additional variable combustion space. This is done by welding a long hollow

sleeve with internal threads to the engine head. A threaded plug is inserted in the

sleeve to vary the combustion chamber volume. With this method the compression

ratio can be changed within designed range.

Calculations

Brake power (kw):

100060

2

x

NTBP

60000

)(2 WxRN

60000

)81.9(785.0 xArmlengthWxxRPMx

6075x

TxNBHP

Brake mean effective pressure (bar):

100)/(4/

602 xNoOfCylxnNxLxxD

BPxBMEP

n = 2 for 4 stroke

n = 1 for 2 stroke

Indicated power (kw) :From PV diagram

X scale (volume) 1cm = ..m3

Y scale (pressure) 1cm = ..bar

Area of PV diagram = ..cm2

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100000)(// orYscalefactorXscalefactagramAreaofPVdiNmcylcycleworkdone

100060

)/(//

NoOfCylnNcylcycleworkdoneIP

Indicated mean effective pressure (bar):

100)/(4/

602 xNoOfCylxnNxLxxD

IPxIMEP

Frictional power (kw):

BPIPFP

BHPIHPFHP

FHPIHPBHP

Brake specific fuel consumption (Kg/kwh):

BP

hrkgFuelflowInBSFC

/

Brake Thermal Efficiency (%):

CalValhrKgFuelFlowIn

BPBThEff

/

1003600

FuelHP

BHPOR

MechEffIThEffBThEff

100

Indicated Thermal Efficiency (%):

CalValhrKgFuelFlowIn

IPIThEff

/

1003600

MechEff

BThEffIThEff

100

Mechanical Efficiency (%):

IP

BPMechEff

100

Air flow (Kg/hr):

AdenAdenWdenghdCdAirFlow 3600)/(24/ 2

Volumetric Efficiency (%):

lAirFlowTheoretica

AirFlowVolEff

100

AdenNoOfCylnNStrokeD

AirFlow

60)/(4/

1002

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Air fuel ratio:

FuelFlow

AirFlowFA /

Heat Balance (KJ/h):

a) CalValFuelFlowedbyFuelHeatSuppli

b) 3600 BPulWorklentToUsefHeatEquiva

edByFuelHeatSuppli

ulWorklentToUsefHeatEquivaulWorkInlentToUsefHeatEquiva

100%

C) )12(3 TTWCFateretCoolingWHeatInJack P

edByFuelHeatSuppli

ateretCoolingWHeatInJackaterInetCoolingWHeatInJack

100%

d) Heat in Exhaust (Calculate CPex value):

kKgKJTTFF

TTWCFexC P

P

0/..)65()21(

)34(4

Where,

Cpex Specific heat of exhaust gas kJ/kg0K

Cpw Specific heat of water kJ/kg0K

F1 Fuel consumption kg/hr

F2 Air consumption kg/hr

F4 Calorimeter water flow kg/hr

T3 Calorimeter water inlet temperature 0K

T4 Calorimeter water outlet temperature 0K

T5 Exhaust gas to calorimeter inlet temp. 0K

T6 Exhaust gas from calorimeter outlet temp. 0K

)5()21()/( TambTexCFFhKJustHeatInExha P

edByFuelHeatSuppli

ustHeatInExhaustHeatInExha

100%

e) Heat to radiation and unaccounted (%)

(%)}(%)

(%){(%)100(

ustHeatToExhaateretCoolingWHeatInJack

ulWorklentToUsefHeatEquivaedByFuelHeatSuppli

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1 Study of engine performance (Manual mode) Object

To study the performance of 3 cylinder, 4 stroke, Petrol engine connected to

Hydraulic dynamometer in manual mode

Procedure

Ensure cooling water circulation for Hydraulic dynamometer, piezo sensor,

engine cooling and calorimeter.

Start the set up and run the engine at no load for 4-5 minutes.

Gradually increase throttle to full open condition and load the engine

simultaneously maintaining engine speed at @ 5000 RPM.

Wait for steady state (for @ 3 minutes) and collect the reading as per

Observations provided in “Cal230H” worksheet in “Engine.xls”.

Gradually increase the load to decrease the speed in steps of @500 RPM up to

@ 2000 RPM and repeat the observations.

Fill up the observations in “Cal230H” worksheet to get the results and

performance plots.

Experiments

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2 Study of engine performance (Computerized mode) Object

To study the performance of 3 cylinder, 4 stroke, Petrol engine connected to

Hydraulic dynamometer in computerized mode.

Procedure

Ensure cooling water circulation for Hydraulic dynamometer, piezo sensor,

engine cooling and calorimeter.


Switch on the computer and run “EnginesoftLV”. Confirm that the

EnginesoftLV configuration data is as given below.

Gradually increase throttle to full open condition and load the engine

simultaneously maintaining engine speed at @ 5000 RPM.

Wait for steady state (for @ 3 minutes) and log the data in the

“EnginesoftLV”.

Gradually increase the load to decrease the speed in steps of @500 RPM up to

@ 2000 rpm maximum and repeat the data logging for each observation.

View the results and performance plots in “EnginesoftLV”.

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3 Study of morse test Object

To study morse test

Procedure

Ensure cooling water circulation for Hydraulic dynamometer, engine and

calorimeter.


Gradually increase the load on the engine by hydraulic dynamometer load /

unload wheel.

Increase the engine throttle to any desired position and simultaneously load

the engine to obtain desired speed for which frictional power is to be

calculated.

Wait for few minutes till steady state is achieved. Note Engine speed and

load.

Cut off the fuel supply of cylinder no. 1 by pushing the push button "Cyl1"

from Morse test panel. The engine speed shall decrease. Now decrease the

load on dynamometer and bring back engine speed to the original.

Wait for steady state (for @ 3 minutes) and collect the reading

Repeat the same for "Cyl2" and "Cyl3".

Fill up the readings is the Observations provided inl “Cal230H” worksheet in

“Engine.xls”.

Gradually decrease the load and throttle and Stop the engine.

Enginesoft Configuration data Set up constants:

No of PO cycles : 1

Cylinder pressure plot ref : 2010

Fuel read time : 60 sec

Fuel factor : 0.096 kg/Volt

Orifice diameter : 35 mm

Dynamometer arm length : 200 mm

Engine and set up details:

Engine power : 27.6 Kw

Engine max speed : 5000 RPM

Cylinder bore : 66.5mm

Stroke length : 72.0mm

Connecting rod length : 114 mm

Compression ratio : 9.2:1

Compression type : FCR

Stoke type : Four

No. of cylinders : Three

Speed type : Variable

Cooling type : Water

Dynamometer type : Hydraulic

Indicator used type : Cylinder pressure

Data acquisition device : USB-6210

Calorimeter used : Pipe in pipe

Theoretical constants:

Fuel density : 740 kg/m^3

Calorific value : 44000 kJ/kg

Orifice coefficient of discharge : 0.60

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Sp heat of exhaust gas : 1.00 kJ/kg-K

Max sp heat of exhaust gas : 1.25 kJ/kg-K

Min sp heat of exhaust gas : 1.00 kJ/kg-K

Specific heat of water : 4.186 kJ/kg-K

Water density : 1000 kg/m^3

Ambient temperature : 300C

Sensor range

Exhaust gas temp. trans. (Engine) : 0-1200 C

Air flow transmitter : (-)250 - 0 mm WC

Fuel flow DP transmitter : 0-500 mm WC

Load cell : 0-50 kg

Sensor signal range (input for interface) : 1-5 V

Cylinder pressure transducer : 0-345.5 bar

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Refer separate instruction manual supplied with software CD

Software

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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

which the buoyancy forces and the weight are balanced. The vertical position of the

float as indicated by scale is a measurement of the instantaneous flow rate.

Technical specifications Model PG-1 to 21

Make Eureka Industrial Equipments

Pvt. Ltd.

Flow Rate Max. 4000 to 40000 Lph

Packing/Gaskets Neoprene

Measuring tube Borosilicate glass

Float 316SS

Cover Glass

Accuracy +/-2% full flow

Range ability 10:1

Scale length 175-200mm.

Max. Temp. 2000C

Connection 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.

Edge

Fig.1

The upper edge 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 provided 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.

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

Components‟ manuals

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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 Check

Leakage on glands Replace gland packing

Showing high/low flow rate than

expected

Consult manufacturers

Showing correct reading initially but

starts showing high reading after

few days

Replace float

Incase of gases, check also leakage

Showing correct reading initially but

starts showing high reading after

some months.

Clean the rotameter by suitable solvent or

soft brush

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.

Manufacturer’s address If you need any additional details, spares or service support for this unit you may

directly communicate to the manufacturer / Dealer / Indian Supplier.

Eureka Industrial Equipments Pvt. Ltd.

17/20, Royal Chambers,

Paud Road, Pune – 411 038.

Email: [email protected]

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Air flow transmitter

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WIKA Instruments Ltd.

Garmany.

Web: www.wika.de

Wika Instruments India Pvt. Ltd.

Plot No. 40, GatNo. 94+100, high Cliff Ind.

Estate, Village Kesnand,

Pune 412207

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Load cell

Introduction

Load cell are suitable use for static & dynamic

weighing, bin/hopper weighing, force measurement,

scales and electro-mechanical conversion kit.

Constructed body of special high alloy steel. Approved

for group I, IIA, IIB, & IIC applications and meets

temperature class T4.

Technical specifications

Make Sensortronics

Model 60001

Type „S‟ Beam, Universal

Capacity 0 – 50Kg

Mounting thread M10 x 1.25mm

Full scale output (mV/V) 3.00

Tolerance on output (FSO) +/-0.25%

Zero balance (FSO) +/-0.1mV/V

Non-linearity (FSO) <+/-0.025%

Hysteresis (FSO) <+/-0.020%

Non-repeatability <+/-0.010%

Creep (FSO) in 30 min <+/-0.020%

Operating temperature range -200C to +700C

Rated excitation 10V AC/DC

Maximum excitation 15V AC/DC

Bridge resistance 350 Ohms (Nominal)

Insulation resistance >1000 Meg ohm @ 50VDC

Span / 0C (of load) +/-0.001%

Zero / 0C (of FSO) +/-0.002%

Combined error (FSO) <+/-0.025%

Safe overload (FSO) 150%

Ultimate overload (FSO) 300%

Protection class IP 67

Overall dimensions 51 L x 20 W x 76 H mm

Weight 380 gm



Sensortronics Sanmar Ltd.

38/2A, Old Mahabalipuram Road,

Perungudi, Chennai – 600 096.

E-mail: [email protected]


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Encoder Technical specifications Make Kubeler

Model 8.3700.1321.0360

Supply voltage 5-30VDC

Output Push pull (AA,BB,OO)

PPR 360

Outlet Cable type axial

Encoder Diameter Dia. 37,

Shaft size Dia.6mm x length12mm

Weight 120 gm

Manufacturer’s address If you need any additional details, spares or service

support for this unit you may directly communicate to the manufacturer / Dealer /

Indian Supplier. Kuebler – Germany

Indian supplier:

Rajdeep Automation Pvt. Ltd.

Survey No. 143, 3rd floor,

Sinhgad Road, Vadgaon Dhayari,

Pune – 411 041.

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Piezo sensor Introduction These miniature sensor series are intended for general purpose pressure

measurements. Models HSM111A22 and M108A02 are designed for applications

where acceleration compensation is not required.

Other applications for these sensors include the monitoring of pulsating pneumatic

and hydraulic pressures in R & D and industrial applications.

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 Hydraulic pressure transducer

With built in amplifier

Make PCB Piezotronics, INC.

Model M108A02

Range, FS (5V output) 10000 psi

Useful range (10V output) 20000 psi

Maximum pressure 50000 psi

Resolution 0.4 psi

Sensitivity 0.5 mV/psi

Resonant frequency 300 kHz

Rise time 2 s

Discharge time constant 1000 s

Linearity (zero based BSL) 2 %

Output impedance 100 ohms

Acceleration sensitivity 0.01 psi/g

Temperature coefficient 0.03 %/0F

Temperature range -100 to +250 0F

Vibration 2000 g peak

Shock 20000 g peak

Sealing Hermetic welded

Excitation (Constant current) 2 to 20 mA

Voltage to current regulator +18 to 28 VDC

Sensing geometry Compression

Sensing element Quartz

Housing material C-300

Diaphragm C-300

Electrical connector 10-32 coaxial jack

Mounting thread M10 x 0.1pitch

Weight 12 gm

Cable model 002C20 white coaxial cable

Technical specifications Sensor name Dynamic pressure transducer

With built in amplifier

Make PCB Piezotronics, INC.

Model M111A22

Range, FS (5V output) 5000 psi

Useful range (10V output) 10000 psi

Maximum pressure 15000 psi

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Resolution 0.1 psi

Sensitivity 1 mV/psi

Resonant frequency 400 kHz

Rise time 2 s

Discharge time constant 500 s

Low frequency response (-5%) 0.001 Hz

Linearity (Best straight line) 2 %

Output polarity Positive

Output impedance 100 ohms

Output bias 8-14 volt

Acceleration sensitivity 0.002 psi/g

Temperature coefficient 0.03 %/0F

Temperature range -100 to +275 0F

Flash temperature 3000 0F

Vibration / Shock 2000 / 20000 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

Electric connector 10-32 coaxial jack

Mounting thread M7 x 0.75 pitch

Weight (with clamp nut) 6 gm

Cable model 002C20 white coaxial cable

Principle of operation 1. Hydraulic pressure transducer: Unlike conventional diaphragm type sensors,

the 108A is pressure sensitive over the entire frontal area. For this reason, extra

care should be exercised to avoid bottoming in mounting hole when recessed

mounted and especially when mounting into existing mounting ports. A torque

wrench should be used to monitor the mounting torque valve when installing the

series 108A.

Mounting in existing recessed ports: Before installing the sensor in previously

used mounting ports, clean off residue from previous tests. This can be

accomplished by hand reaming the required size reamer. During prolonged testing,

should waveform distortion occur, Remove sensor and remove reside.

Flash Temperature Effects: The ceramic coating on the diaphragm of these

sensors should render the flash thermal effect insignificant in most cases,

especially when recessed mounted. However, if more protection from flash thermal

effects is required with the recessed mount, the passage can be filled with silicone

grease (DC-4 or equivalent). Several layers of black vinyl electrical tape directly on

the diaphragm have proven effective in many cases. Flash temperature effects are

usually longer term and will show up as baseline shift long after the event to be

measured has passed. For flush mount installations, a silicone rubber coating

approximately 0.010” thick can be effective. General electric RTV type 106 silicone

rubbers are recommended.

2. 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

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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.

Switch power on and observe reading of bias monitoring voltmeter on front panel

of power unit.

Flash Temperature Protection

Where flash temperatures such as those generated by combustion processes are

present, it may be necessary to thermally insulate the diaphragm to minimize

spurious signals generated by these effects.

Common black vinyl electrical tape has been found to be an effective insulating

material in many cases. One or more layers may be used across the end of the

diaphragm without affecting response or sensitivity.

A silicone rubber coating approximately 0.010 inches thick has also been proven

effective in many applications. General electric RTV type 106 silicone rubbers are

recommended.

Low Frequency Response

The discharge time constant of the sensor.

If AC – coupled at the power unit, the coupling time constant.

Depending upon the sensor‟s built-in discharge time constant, repetitive output

signals slowly or rapidly move toward a stable condition where the average signal

level corresponds to a zero voltage position.

In this position, the area contained by the signal above zero is equalized with the

area below zero. Such output signal behavior is typical of an AC-coupled system.

Since the signal output from the sensor is inherently AC coupled, any static

pressure influence applied to the unit will decay away according to the nature of

the system‟s discharge time constant.

Troubleshooting Problem Check

No signal Remove sensor and clean by dampened cloth

Sensor damaged or ceases to

operate

Return the equipment to company for repair

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.



PCB Piezotronics, Inc. Indian supplier:

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3425 Walden Avenue,

Depew, New York 14043-2495.

E-mail: [email protected]

Web: www.pcb.com

Structural soluction (India) Pvt. Ltd.


http://www.pcb.com/

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Differential Pressure Transmitter Introduction

The model EJA110A pressure transmitter measures the flow rates

and the pressure of the liquids, gases, and steam, and also liquid

levels.

Technical specifications Model EJA110A-DMS5A-92NN

Make Yokogawa

Output signal 4 – 20mA DC with digital

communication (Linear)

Measurement span 1 to 100kPa (100 to 10000mmH2O)

Calibration range 0 – 200, 0 – 500 mmH2O

Wetted parts material Body – SCS14A, Capsule – SUS316L

Process connections without process connector (1/4BSP body connection)

Bolts and nuts material SCM 435

Installation Horizontal impulse piping left side high pressure

Electrical connection 1/2NPT female

Cover „O‟ rings Buna-N

Supply 10 to 24VDC

Process temperature limit -40 to 120 0C

Housing Weather proof

Weight 3.9Kg



Yokogawa Electrical Corporation

2-9-32, Nakacho,

Musashino-shi,

Tokyo, 180-8750, Japan.

Indian supplier:

Yokogawa Blue Star Ltd.

40/4 Lavelle Road,

Bangalore – 560 001.

ENGINE TEST SET UP - Apex Innovations TEST SET UP 3 CYLINDR, 4 STROKE, ... range 0-50 Kg Fuel flow...

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