An Investigation on the Performance of a Direct Injection Diesel Engine using Esterified Oils (Biodiesels) as Fuel

Chapter 3

Experimental Test Rig

An experimental test rig is developed to undertake the thermal performance
evaluation and emission characteristics evaluation of a variable compression ratio
compression ignition engine fuelled with Karanja biodiesel and its blends with Diesel oil.
The experimental test rig is suitably developed to conduct various test runs under
different working conditions to evaluate the thermal performance and emission
constituents of a bio-diesel run engine in comparison with that of a conventional diesel
operated engine. This chapter is organized in two sections. Section 3.1 describes the
hardware used in the main experimental test rig. Various measurement systems
incorporating sensors and instruments are described in Section 3.2.

3.1 Description of Experimental Test Rig

The experimental test rig consists of a variable compression ratio compression ignition
engine, eddy current dynamometer as loading system, fuel supply system for both Diesel
oil oil supply and biodiesel supply, water cooling system, lubrication system and various
sensors and instruments integrated with computerized data acquisition system for online
measurement of load, air and fuel flow rate, instantaneous cylinder pressure, injection
pressure, position of crank angle, exhaust emissions and smoke opacity. Plate 3.1 is the
photographic image of the experimental setup used in the laboratory to conduct the
present study and Figure. 3.1 represents the schematic representation of the experimental
test setup. Table 3.1 gives the technical specifications of different components used in
the test rig. The setup enables the evaluation of thermal performance and emission
constituents of the VCR engine. The thermal performance parameters include brake
power, brake mean effective pressure, brake thermal efficiency, volumetric efficiency,
brake specific fuel consumption, exhaust gas temperature, heat equivalent of brake
power and heat equivalent of exhaust gas. Commercially available labview based Engine
Performance Analysis software package EnginesoftLV is used for on line performance
evaluation. The exhaust emissions of the engine are analysed using an exhaust gas
analyser. The constituents of the exhaust gas measured are CO (% and ppm), CO2 (%), ,

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O2 (%), HC (ppm), NOx (ppm) and SOx (ppm). The smoke intensity is measured in terms
of Hartridge Smoke Unit (HSU in %) /K(the light absorption coefficient (m-1).

Table 3.1 Technical Specifications of Experimental Test Rig

Engine

Type - single cylinder, four stroke Diesel, water cooled,

rated power 3.5 kW at 1500 rpm, stroke 110 mm, bore
87.5 mm. 661 cc, CR 17.5, Modified to VCR engine
CR range 12 to 18

Dynamometer

Type eddy current, water cooled, with loading unit

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-Cuadra, Model AX-409.

Temperature sensor

Type RTD, PT100 and Thermocouple, Type K

Temperature transmitter

Type two wire, Input RTD PT100, Range 0100 Deg

C, Output 420 mA and Type two wire, Input
Thermocouple, Range 01200 Deg C, Output 420 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

Pressure transmitter, Range (-) 250 mm WC

Software

EnginesoftLV Engine performance analysis software

Rotameter

Engine cooling 40-400 LPH; Calorimeter 25-250 LPH

Exhaust gas analyzer

Make Indus Scientific, Five gas analyzer

Smoke meter

Make Indus Scientific, Range 0 to 100% HSU

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Plate 3.1 Experimental Test Rig

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Figure. 3.1 Schematic Diagram of Experimental Test Rig

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3.1.1 Variable Compression Ratio (VCR) Diesel Engine

The variable compression ratio (VCR) diesel engine used to conduct the
experiments is a single cylinder, four stroke, water cooled, direct injection engine. The
technical specifications of the engine are given in Table 3.2. The engine is mounted on a
stationary frame with a suitable cooling system. The lubricating system is inbuilt in the
engine. Two different photographic images of the engine are given in Plates 3.2 and 3.3.

Table 3.2 Technical Specifications of VCR Diesel Engine

Make & Model

Kirloskar Oil Engine, TV1

Type

Four stroke, Water cooled, Diesel

Number of cylinder

One

Bore and Stroke

87.5 mm and 110 mm

Combustion principle

Compression ignition

Cubic capacity

0.661 litres

Compression ratio

17.5 :1 (modified to work at 12, 13, 14, 15, 16,

17.5 and 18 compression ratios)

Peak cylinder pressure

77.5 kg/cm2

Direction of rotation

Clockwise

Maximum speed

2000 rpm

Minimum idle speed

750 rpm

Minimum operating speed

1200 rpm

Fuel injection timing for standard

230 BTDC

engine
Valve clearances at inlet and exhaust

0.18 mm and 0.20 mm

Bumping clearance

0.046-0.052

Lubricating system

Force feed system

Power rating
1. Continuous

7/1500 hp/rpm

2. Intermittent

7.7/1500 hp/rpm

Brake mean effective pressure at 1500

6.35 kg/cm2

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rpm
Lubricating oil pump

Gear type

Lubricating oil pump delivery

6.50 lit/min

Sump capacity

2.70 litres

Lubricating oil sump

1.5% normally exceed of fuel

Connecting rod length

234 mm

Overall dimensions

617L 504W 877H

Weight

160 kgs

3.1.2 Compression Ratio Setting

The engine with fixed compression ratio can be modified by providing additional
variable combustion space. There are different arrangements by which this can be
achieved. Tilting cylinder block method is one of the arrangements which can be used to
vary the combustion space volume. A photographic image of the tilting cylinder block
installed on the engine cylinder is given in Plate 3.4. The engine is made to operate as a
variable compression ratio (VCR) engine by providing a tilting block arrangement to
suitably change the compression ratio (CR) to the desired value in the given range
without stopping the engine and without altering the combustion chamber geometry.
The tilting cylinder block arrangement consists of a tilting block with six allen
bolts, a compression ratio adjuster with lock nut and compression ratio indicator. For
setting a chosen compression ratio, the allen bolts are to be slightly loosened (refer Plate
3.5). Then, the lock nut on the adjuster is to be loosened and the adjuster is to be rotated
to set a chosen compression ratio by referring to the compression ratio indicator and to
be locked using lock nut. Finally all the allen bolts are to be tightened gently. The
compression ratios considered for conducting the experiments are 14, 15, 16, 17, 17.5
and 18. Due to rough running of the engine and greater vibration, the compression ratio
below 14 is not set though there is a provision to set the CR value up to 12.
The basic principle of the tilting cylinder block assembly is as shown in Figure
3.2 and Plate 3.5. When the CR is to be reduced the block is tilted so that the clearance
volume increases and swept volume remains a constant (indicated by red colour in the
Figure 3.2).

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Plate 3.2 Variable Compression Ratio Diesel Engine

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Plate 3.3 Rear View of the Engine

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Figure 3.2 Principle of Tilting Cylinder Block Assembly

Plate 3.4 Tilting Cylinder Block Arrangement

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Plate 3.5 Compression Ratio Setting

3.1.3 Fuel Injection Pump

The fuel injection pump manufactured by MICO BOSCH is used for injecting
Diesel oil or bio-diesel in to the VCR engine (Plate 3.6). The fuel injection pump is
operated by the cam shaft and the fuel injection timing can be varied by adding/removing
shims placed beneath the pump and pump mounting bracket.

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Plate 3.6 Fuel Injection Pump

3.2 Measurement Systems

Various measurement systems used to capture the experimental data used in the
test rig are load measurement system, fuel injection pressure measurement system,
cylinder pressure measurement system, emission measurement system and data
acquisition system.

3.2.1 Load Measurement System

The experimental study is conducted at various loads and hence an accurate and
reliable load measuring system is a must. The load measuring system of this
experimental test rig consists of a dynamometer of eddy current type, a load cell of strain
gauge type and a loading unit. The load is applied by supplying current to the
dynamometer using a loading unit. The load applied to the engine is measured by a load
cell. The dynamometer, load cell and loading unit are discussed in the following
paragraphs.

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A dynamometer is a device which is used for measuring force, torque or power

produced by an engine. It can also be used to apply load or torque on the engine. The
dynamometer used in this study is an eddy current type with a water cooling system. The
eddy current dynamometers provide an advantage of quicker rate of load change for
rapid load setting. The VCR diesel engine is directly coupled to the eddy current
dynamometer with a loading unit using which desired loads up to 12kg can be applied.
The load measurement is made using a strain gauge load cell and the speed measurement
is done using a shaft mounted on a crank angle sensor. Plate 3.7 shows the image of the
eddy current dynamometer used in this study. Plate 3.8 depicts the assembly of the eddy
current dynamometer and the engine. The technical specifications of the dynamometer
are given in Table 3.3.
The eddy current dynamometer unit basically comprises of a rotor, shaft,
bearings, casing and bed plate. The rotor is mounted on the shaft which runs in the
bearings. The bearings rotate within the casing supported in ball bearing trunnions which
form a part of the bed plate of the machine. Inside the casing, there are two field coils
connected in series. When a direct current is supplied to these coils using a loading unit,
a magnetic field is created in the casing across the air gap on either side of the rotor. The
details of the loading unit are given later in this section.

Plate 3.7 Eddy Current Dynamometer

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Plate 3.8 Assembly of Eddy Current Dynamometer and Engine

Table 3.3 Technical Specifications of Eddy Current Dynamometer
Model

AG-10

Make

SAJ Test Plant Pvt. Ltd

End flanges both side

Carbon shaft model 1260 type A

Water inlet

1.6bar

Minimum kPa
Pressure lbf/in

160
2

23

Air gap mm

0.77/0.63

Torque Nm

11.5

Hot coil voltage max

60

Continuous current amps

Cold resistance ohms

9.8

Speed max.

10000 rpm

Load

3.5 kg

Bolt size

M121.75

Weight

130 kg

Arm Length mm

185

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When the rotor turns in this magnetic field, eddy current gets induced creating a
braking effect between the rotor and the casing. The rotational torque exerted on the
casing is measured by a strain gauge load cell incorporated in the restraining linkage
between the casing and the dynamometer. To prevent over heating of the dynamometer,
cooling water is circulated with the help of a water pump through the cooling passages of
the casing. Water passes from the inlet to the casing through a flexible connection
permitting movement of the casing.
Water passes through loss (Grooved) plates in the casing positioned on either side
of the rotor and absorbs the heat generated. Heated water discharges from the casing
through a flexible connection to an outlet flange on the bed plate. Different components
connected to the eddy current dynamometer are shown in Plate 3.9.

Plate 3.9 Components Connected to the Eddy Current Dynamometer

A load cell is a transducer that is used to convert a mechanical signal (force) into
an analogous electrical signal. This conversion of the signals from the mechanical to
electrical is indirect and happens in two stages. A mechanical arrangement is provided
due to which the force being applied deforms a strain gauge. The strain gauge consisting
of an electrical wire measures the deformation (strain) as an electrical signal, because the
strain changes the effective electrical resistance of the wire. A load cell usually consists
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of four strain gauges in a Wheatstone bridge configuration. The electrical signal output is
typically in the order of a few millivolts and requires amplification by an instrumentation
amplifier before it can be used. The output of the transducer is plugged into an algorithm
to calculate the force applied to the transducer. A photographic image of the load cell
used and its technical specifications are given in Plate 3.10 and Table 3.4 respectively.

Plate 3.10 Load Cell

Table 3.4 Technical Specifications of the Load Cell Used

Make

Sensotronics

Model

60001

Type

S Beam Universal

Capacity

0 50 kg

Mounting thread

M10 1.25 mm

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%

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Operating temperature range

-20 0C to +70 0C

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
The loading unit consists of a dimmerstat to control the magnitude of the direct

current flowing into the dynamometer and a switch to ON/OFF the loading unit. The
current is supplied into the loading unit through the main power supply. The loading unit
used in this experimental test rig is of make Apex, Model AX-155 and constant speed
type. The load values used to conduct the experiment are 0kg, 3kg, 6kg, 9kg and 12kg
which correspond to the torque values of 0Nm, 5Nm, 10Nm, 15Nm and 20Nm
respectively. The loading unit used in this experiment is shown in Plate 3.11. The
assembly of the same into the engine panel box can be seen in Plate 3.12.

Plate 3.11 Dynamometer Loading Unit

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Plate 3.12 Engine Panel Box

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The schematic diagram of the dimmerstat used in the loading unit is given in
Figure. 3.3. Figure. 3.4 shows the circuit diagram of dimmerstat. It consists of a high
conductivity insulated copper wire wound over an insulated toroidal core made of
magnetic material. The free ends of the wire are marked A and C in Figure 3.4. A carbon
brush (marked E) traverses over this coil. The carbon brush attached to a manually
rotating handle makes contact with different number of turns. The number of turns
between E & C, can be varied from zero to a maximum of total number of turns between
A & C. Therefore the load applied to the engine which is proportional to output voltage
can be varied smoothly from zero to the value of the input voltage simply by rotating the
handle in the clockwise direction.

Figure 3.3 Schematic Diagram of the Loading Dimmerstat

Figure 3.4 Circuit Diagram of the Loading Dimmerstat

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3.2.2 Fuel Injection Pressure Measurement System

Fuel injection system is a system for admitting the fuel into an internal
combustion engine. Fuel injection pressure (also called as fuel inline pressure) is the
pressure at which fuel is injected into the engine cylinder. In the present experimental
study, a Piezo Sensor, Make PCB Piezotronics, Model HSM111A22, Range 5000 psi
(345 bar), is used to record the fuel injection pressure (Refer Plate 3.13). The technical
details of this sensor are given in Table 3.5. The sensor consists of a diaphragm made of
stainless steel and of hermetically sealed type. The sensor is installed in a specially made
high pressure pipe line. The location of fuel injection pressure sensor is indicated as No.
1 in Plate 3.14. Initially the default value of pressure is 210 bar. During experimentation
it is adjusted approximately for about 150bar, 200bar and 250bar. The injection pressure
is changed by adjusting the fuel injector spring tension which is carried out by tightening
or loosening the nut for higher or lower injection pressures respectively (Refer Plate
3.14). The nut is tightened by rotating it clockwise and loosened by rotating it
anticlockwise.

Plate 3.13 Piezosensor

Table 3.5 Technical details of Injection pressure sensor
Make
Model
Serial No
Description
Type
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PCB Piezotronics
SM111A22
15345
Pressure Sensor
ICP
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Sensitivity
Linearity
Uncertainity
Bias

1.001 mV/PSI
0.4 % FS
+/- 1%
10.67 V DC

Plate 3.14 The Nut Adjustment for Setting Injection Pressure

The piezosensor is interfaced with a data acquisition system (discussed later in
the chapter) so that the pressure is displayed on the computer screen. The data
acquisition system reads the pressure signals from the sensor and sends it to the
computer which is installed with commercial software (Enginesoft LV). The software
displays the value of pressure in bar on the monitor.

3.2.3 Cylinder Pressure Measurement System

The cylinder pressure is measured using a Piezo sensor of Make PCB
Piezotronics, Model HSM111A22, Range 5000 psi (345 bar), and diaphragm stainless
steel & hermetically sealed type, by mounting it on the cylinder head. The piezo sensor is
mounted on engine head. Its location is indicated as No. 2 in the Plate 3.15. The
piezoelectric transducer produces a charge output, which is proportional to the incylinder pressure. This charge output is supplied to a piezo powering unit which is of
Make Cuadra AX- 104 Model.
The piezo sensor consists of a quartz crystal. One end of the sensor is exposed to
the cylinder pressure through the diaphragm. As the pressure inside the cylinder
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increases the crystal is compressed. Since the piezoelectric crystals have a tendency to
generate electric charge when deformed, the sensor generates electric charge
proportional to the pressure. The charge generated is smaller in magnitude and difficult
to measure. Hence a charge amplifier is incorporated in the sensor to produce an output
voltage proportional to the charge.

Plate 3.15 Location of Pressure Sensors

3.2.4 Data Acquisition System

For acquiring in-cylinder pressure changes with respect to the crank angle, a high
speed data acquisition system is required. Plate 3.16 shows the circuit where different
sensors are interfaced to the system. This is used for analyzing the measured cylinder
pressure and injection pressure data. The pressure signals from the pressure sensors are
converted into digital form

considering the transducer sensitivity and the charge

amplifier setting during experimentation. Transducers normally provide relative

pressures. Therefore, it is necessary to have means of determining the absolute pressure
at some point in the cycle, which is to be taken as reference.

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The inlet manifold pressure is used as a reference pressure. The mean intake
manifold pressure is usually an accurate indicator of the cylinder pressure when the
piston is at the Bottom Dead Center (BDC). The cylinder pressure variation with respect
to piston displacement in terms of pressure and crank angle is logged into the computer
via a data acquisition system. Further to get the valuable information from
experimentation, the data is to be analyzed after verifying whether the data is properly
recorded or not. Therefore processing of data is an important step in the experimental
investigation. The large data which is collected during the experimentation has to be
systematically processed as discussed in the following paragraph.

Plate 3.16 Sensors Interface Circuit

The cylinder pressure and injection pressure with respect to crank angle generally
has large cycle to cycle variations and hence one such cycle data cannot be used to
represent the particular operating condition. Usually an average of 100 cycles of pressure
vs crank angle data is chosen for quantitative analysis. The number of cycles to be
averaged depends upon the repeatability of the pressure data. An appropriate calibration
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factor is calculated for conversion of the pressure signals in voltages to the conventional
unit. Now the calibration factor is applied to the average cycle and the relative pressures
are calculated. These relative pressures are again calibrated with the reference pressure,
which is set equal to the pressure in the intake manifold while the piston is at bottom
dead center and the absolute pressure values for the average cycle are obtained. Now the
pressure volume phasing can be easily done for the average cycle having the absolute
pressure values. The experimental data captured is given in Appendix III and sample
calculations are given in Appendix IV.

3.2.5 Emission Measurement System

The emission measurement system is used to measure the constituents of exhaust gas and
its opacity (smoke number). This system consists of an exhaust gas analyzer and a smoke
meter. The exhaust gas analyzer measures the exhaust gas constituents of Carbon dioxide
(CO2), Carbon monoxide (CO), Oxides of nitrogen (NOx), Unburnt Hydrocarbons (HC),
Oxygen (O2) and Oxides of sulphur (SOx). The smoke meter is used to measure the
intensity of exhaust smoke and it is measured in terms of Hartrigde Smoke Unit (%) and
light absorption coefficient (K expressed in m-1). A photographic image of the assembly
of the emission measurement systems used in the experiment is given in Plate 3.17. The
range, data resolution and accuracy of the exhaust measurement systems are given in
Table 3.6. The calibration certificate of exhaust gas analyser and smoke meter are given
in Appendix V.
Table 3.6 Range, Resolution and Accuracy of Exhaust Measurement Systems
Gas

Range

Data Resolution

Accuracy

CO

0-15.00%,

0.01%,

+ 0.06%,

0-4000ppm

1ppm

+ 5%

CO2

0-20.00%

0.01%

+ 0.5%

HC

0-30000 ppm

0.01%

+ 12 ppm

O2

0-25.00%

1 ppm

+ 0.1%

NOx

0-5000 ppm

1 ppm

+ 3 ppm

SOx

0-5000 ppm

1 ppm

+ 5%

Smoke

0-100% HSU

0.1%

+ 0.1%

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3.2.5.1 Exhaust Gas Analyzer

An instrument used to analyze the chemical composition of the exhaust gas
released by a reciprocating engine is called exhaust gas analyzer. An image of the
exhaust gas analyzer used in this study is given in Plate 3.18. The analyser (Model
PEA205) is of make INDUS Scientific Pvt Ltd, Bengaluru. The instrument measures the
concentrations of Carbon monoxide (CO in % & ppm), Carbon Dioxide (CO2) and
Oxygen (O2) in percentage, Hydrocarbons (HC), Nitric Oxide (NOx) and Oxides of
Sulphur (SOx) in ppm in the engine exhaust gas. The technical specifications of the
exhaust gas analyser are given in the Table 3.7.
Table 3.7 Technical Specifications of Exhaust Gas Analyzer
Gases Measured

Carbon Monoxide, Hydrocarbon, Carbon dioxide, Oxygen, NO x and SOx

Principle

Non-Dispersive Infrared Sensors for CO, CO2, HC and Electrochemical

sensors for O2, NOx and SOx

Data Resolution,
Accuracy, Range

Given in Table 3.6

Startup Time

< 2 minutes from power ON. Full accuracy in 3 minutes

Auto Zero

Every 24 minutes with automatic fresh air intake

Gas Flow Rate

500 1000 ml per minute

Sample Handling System

S.S. Probe, PU Tubing with easily detachable connectors, water separator cum
filter, disposable particulate fine filter.

Operating conditions

Temperature : 5 to 45 0C
Pressure : 813 to 1060mbar
Humidity: 0-90%

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Plate 3.17 Assembly of Emission Measurement Systems

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Plate 3.18 Exhaust Gas Analyzer

The analyzer uses the principle of Non-Dispersive Infra Red (NDIR) for
measurement as shown in Figure. 3.5. In this technique, an infrared light is passed
through the exhaust gas. Most molecules of gas can absorb the infrared light, causing it
to bend, stretch or twist. The amount of infrared light absorbed by the gas molecules is
proportional to their concentration in the exhaust gas. This method of detection does not
cause ionization of gas molecules because the energy of the photons is not high enough.
The source of infrared light is an incandescent bulb. The type of molecule absorbing the
light depends on the wavelength of light absorbed by the molecule.
CO, HC & CO2 are sensed measured by NDIR principle while O2 ,NOx, SOx use
Electro Chemical(EC) sensors, for their measurement.

Figure. 3.5 Principle of Non-Dispersive Infra Red Technique

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When the probe is inserted into the exhaust pipe (Plate 3.19) of the engine the
exhaust gas is passed through a metal mesh screen. The screen filters the soot and dust
particles after which it is allowed to pass through a fine fibre element which filters the
entire gas for any foreign particles. After this, the clean and cool sample gas enters the
direct sensor measurement through a filter arrangement and the readings are displayed on
the screen and are recorded. The emission measurements are carried out on dry basis.

Plate 3.19 Measurement of Exhaust Gas Constituents

3.2.5.2 Smoke Meter
Photographic image of the Smoke Meter (Automotive Exhaust Monitor) given in
Plate 3.20 is of make INDUS Scientific Pvt Ltd, Bengaluru. The smoke meter is used for
measuring the opacity of the exhaust gas from the engine. The instrument measures the
smoke opacity in terms of Hartridge smoke unit (HSU) which is measured in % and in
terms of light absorption coefficient K (1/m).
The exhaust monitor consists of a smoke chamber which contains the smoke
column through which the smoke from exhaust pipe of the engine is passed and smoke
density is measured. The gas to be measured is fed into the smoke chamber. The gas
enters the smoke column at its center. The smoke column is a tube, which has a light
source and a detector placed at one end. The opacity of smoke is directly proportional to
the attenuation of light between a light source and a detector. The technical details of
Smoke Meter are given in Table 3.8.

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Plate 3.20 Smoke Meter

Table 3.8 Technical Details of the Smoke Meter

Principle of Operation

Attenuation of light beam

Geometry

Folded Hartridge Geometry

Measurement

Smoke density in Hartridge smoke units (HSU) &

K (m-1)

Range

0 to 100% in HSU, 0.01 m-1 in K

Resolution

Given in Table 3.6

Time Constant

Physical 0.4 second, Electrical 1m second

Temperature Sensor

RTD (PT-100) or Thermocouple

Light Source

LED, Green Spectrum (567 nm)

Detector

Photocell

Probe

A steel probe with synthetic rubber connecting hose

Warmup Time

20 minutes

Operating Temperature

5 to 50 0C

Measuring Temperature

80 0C

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The working of smoke meter based on the principle of folded geometry is

illustrated in Figure. 3.6. The light source is a green LED, marked as S. The light beam
from S falls on a partially coated mirror PM, gets reflected to the right and passes
through the smoke column in the pipe P. The beam hits a mirror M located at the end
of the smoke column and gets reflected in the opposite direction. The beam passes
through the lens L for the second time to get focused on the detector D after transiting
the partially coated mirror. The net result of this beam folding is that the beam travels
through the smoke column twice, thus making the traversed length twice the length of
the smoke column.

A heater is placed around the smoke pipe in order to raise the temperature of the
smoke. This will prevent condensation of smoke inside the smoke column. A centrifugal
fan is mounted at the either end of smoke column to drive out the smoke after
measurement. The smoke opacity is measured by inserting the probe of the smoke meter
in the exhaust pipe of the engine (Refer Plate 3.21).

Figure 3.6 Principle of Folded Geometry

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Plate 3.21 Measurement of Exhaust Smoke

3.2.6 Commercial Software - EnginesoftLV
Labview based Engine Performance Analysis software package Enginesoft LV
is used for the on line performance evaluation. Plate 3.22 gives an image of a typical
menu during interface with Enginesoft LV. EngineSoftLV can serve most of the engine
testing application needs including monitoring, reporting, data entry, data logging. The
software evaluates power, efficiencies, fuel consumption and heat release. It is
configurable as per engine set up. Various graphs are obtained at different operating
conditions. While on line testing of the engine is in RUN mode necessary signals are
scanned, stored and presented in the form of graphs. Stored data file is accessed to view
the data graphical and tabular formats. The results and graphs can be printed. The data in
excel format can be used for further analysis.

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Plate 3.22 Interface of EnginesoftLV

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