UNIVERSITY OF THE EAST

CALOOCAN

COLLEGE ENGINEERING
Experiment No. 9:

Measurement of Torque and Power of the Diesel Engine

Name of Student:
Francisco, Rome John S.
Name of Professor:
Engr. Edwin Bautista

Date of Performance:
October 7, 2014
Date of Submission:
October 14, 2014

EXPERIMENT NO. 9: MEASUREMENT OF TORQUE AND POWER OF THE DIESEL

ENGINE
OBJECTIVES:
1. To measure the power of the diesel engine.
2. To obtain the performance data of the diesel engine.
3. To know the importance of knowing the torque and power of the diesel
engine.
THEORY:
Measurement of Torque and Power Output:
Engine torque T, is measured directly using a dynamometer coupled to the
engine output shaft. The range of small engines uses a hydraulic dynamometer.
The power output is calculated from the torque by multiplying by the angular
velocity in radians per second. Because the dynamometer acts as a brake on the
engine, the power at the output shaft is referred to as the Brake Power.
PB =

2 N
T
60

APPARATUS AND EQUIPMENT:

Barometer, thermometer, weights (3.5 kg), diesel engine and engine test bed.
PROCEDURES:
It is assumed that an area of the laboratory has been equipped with a bench (1),
water supply (2), drain (3), exhaust system (4) and an electrical power point (5) as
directed in Installation Instructions.
1. Place the engine to be tested and the TD115 Hydraulic Dynamometer on the
bench. To prevent the transmission of vibration to the TD114 Instrumentation
Unit, it is recommended that the TD114 Instrumentation Unit is mounted in a
separate bench from the engine and TD115 Hydraulic Dynamometer. The
TD114 Instrumentation Unit must be mounted higher than the small engine
and the TD115 Hydraulic Dynamometer.
2. NOTE:
To ensure the TD 114 Instrumentation Unit functions accurately, the lower
32ml bulb on the Instrumentation Unit must be higher than the reservoir on
the carburetor.
3. Connect the engine to the exhaust system (4).

4. Connect the engine air intake to the Instrumentation Unit Airbox using as
short a length of flexible pipe (6) as practicable.
5. Connect the torque transducer, tachometer optical head and exhaust
thermocouple to the correct inputs on the Instrumentation Unit (A, B, and C).
If in doubt, refer to Section 2.8 for details of the electrical sockets used.
6. Connect the water supply (2) to the inlet of the needle valve mounted on the
engine bed.
7. Push a length of flexible PVC pipe (not supplied) onto the drain pipe and
ensure that the end discharges into a drain or collection tank and that it is not
submerged when the water is flowing.
8. Fill the damper with oil if necessary.
9. Place a thermometer in the drain to measure the temperature of the water
discharged from the dynamometer.
10. Ensure that nobody is smoking. No Smoking signs should be displayed in a
prominent position.
11. If the engine under test requires different fuel from that in the tank, flush out
the fuel system as described in Section 2.5. Fill the tank with the correct type
of fuel. Refer to engine manufacturers instruction if in doubt.
12. Check that the engine sump is filled with the correct Zero and Span controls
as detailed in Section 2.3.
13. Switch on the Instrumentation Unit. Set the Zero and Span controls as
detailed in Section 2.3.
14. Adjust the scale on the airflow manometer to read zero.
15. Turn On the water supply to the dynamometer. Adjust the needle valve so that
the maximum flow of water is obtained. This ensures that the dynamometer
seals are lubricated.
16. Now reduce the flow of water to a trickle so that the load on the engine is not
too great when starting.
17. Remove all tools weights and obstructions from around the engine to enable
access to all controls.
18. Clear the area of personnel not involved in the test.
19. Check that you know how to stop the engine in an emergency. Locate the
ignition switch or Stop/Run lever. Fuel taps should be turned off.
TABULATED DATA:
Experimental Data

Manufacturers Data

Speed (rpm)

Torque (Nm)

Speed (rpm)

Torque (Nm)

2000
2500
3000
3500

10.4
10.5
10.4
10.6

2000
2500
3000
3500

9
10.1
10.7
11

4000

10.3

4000

10.2

Table 1.1: Data from the experiment

SKETCHES AND DRAWINGS:

Figure 1.1: Diesel engine (left) front and back (right)

The diesel engine (also known as a compression-ignition engine) is an internal

combustion engine that uses the heat of compression to initiate ignition and burn the
fuel that has been injected into the combustion chamber. This contrasts with sparkignition engines such as a petrol engine (gasoline engine) or gas engine (using a
gaseous fuel as opposed to gasoline), which use a spark plug to ignite an air-fuel
mixture.
The diesel engine has the highest thermal efficiency of any standard internal or
external combustion engine due to its very high compression ratio and inherent lean
burn which facilitates unburnt gasses to scavenge waste heat. A small efficiency loss is
also avoided at valve overlap since unburnt fuel is not present until TDC. Low-speed
diesel engines (as used in ships and other applications where overall engine weight is
relatively unimportant) can have a thermal efficiency that exceeds 50%.

Figure 1.2: Engine Test Bed

An apparatus used in carrying out quality-control and acceptance tests on an

object. A test stand has a table or platform with fixtures for rapid mounting and securing
of the test object. There are also testing and measuring instruments on the stand, as
well as connections for supplying electric power, compressed air, water, steam, oil, and
fuel, depending on the object and the program of tests.
Stands used in testing heavy assemblies and machines are also equipped with
turning and hoisting devices. Readings from the testing and measuring instruments are
taken visually or are registered by recorders. In assembly-line and automated

production, semiautomatic or automatic test stands are positioned at certain points on

the production line.

Figure 1.3: Weights

Weights of various masses used to determine the mass of bodies by weighing. A

set of weights can determine the mass of a body whose weight does not exceed the
total weight of the weights in the set.

Figure 1.4: Barometer

An aneroid barometer measures the distortion of an evacuated, sealed elastic

capsule inside with change in atmospheric pressure. The aneroid barometer consists of
a barometer capsule, a spring to prevent the barometer capsule from being crushed by
the atmospheric pressure, and gears and levers that intensify and transmit small
amount of variations (Beckerath, Eberlein, Julien, Kersten, & Kreutzer, 1998).

Figure 1.5: Thermocouple thermometer

Thermocouples are made of two dissimilar metals, joined to produce a voltage

when the measured temperature deviates from the reference temperature. The
selection of the two metals determines the thermocouples application temperature,
measuring environment, required service life, accuracy, and cost.

REPORT:
1. Plot the torque curves (x-axis rpm, y-axis torque) for both experimental data
and manufactures data.
2. Complete the value of power at each rpm using:
2 Tn
P=
; watt
60
3. Plot the power curves (x-axis rpm, y-axis power) for both experimental and
manufacturers data.
4. Compute the percent torque error at each rpm.
T T ex
%error=
X 100
T
where:
T : manufacturers data
Tex : torque reading from experiment
T Tex : use absolute value
5. Explain why errors exist?
ANSWERS TO REPORT:
1.

Torque Curves
10.65
10.6
10.55
10.5
10.45
Torque (Nm)

10.4
10.35
10.3
10.25
10.2
10.15
1500

2000

2500

3000

3500

4000

4500

4000

4500

Speed (rpm)

Table 1.2: Torque to Speed (Experimental Data)

Torque Curves
12
10
8
Torque (Nm)

6
4
2
0
1500

2000

2500

3000

3500

Speed (rpm)

Table 1.3: Torque to Speed (Manufacturers Data)

2.

P=

2 Tn
; watt
60

P=

2 (9)(2000)
=1884.96
60

2 (10.1)(2500)
=2644.17
60

2 (10.7)(3000)
=3361.50
60

P=

2 (10.4 )(3000)
=3267.26
60

P=

2 (10.6)(3500)
=3885.10
60

P=

2 (10.3)(4000)
=4314.45
60

2 (4000)(10.2)
P=
=4272.57
60

2 ( 10.5 ) ( 2500 )
=2748.89
60

2 (11)(3500)
P=
=4031.71
60

P=

P=

2 (10.4 )(2000)
=2178.17
60

P=

P=

3.

Power Curves
5000
4500
4000
3500
3000
Power

2500
2000
1500
1000
500
0
1500

2000

2500

3000

3500

4000

4500

4000

4500

Speed (rpm)

Table 1.4: Power to Speed (Experimental Data)

Power Curves
4500
4000
3500
3000
2500
Power

2000
1500
1000
500
0
1500

2000

2500

3000

3500

Speed (rpm)

Table 1.5: Power to Speed (Manufacturers Data)

4.

%error=

T T ex
X 100
T

Trial 1:

%error=

910.4 X 100 ; %error=15.56

9

Trial 2:

%error=

T T ex
X 100
T

10.110.5 X 100 ; %error =3.96

10.1

T T ex
X 100
T

Trial 3:

%error=

T T ex
X 100
T

10.710.4 X 100 ;%error =2.8

10.7

Trial 4:

%error=

1110.6 X 100 ; %error =3.64

11

T T ex
X 100
T

Trial 5:

%error=

T T ex
X 100
T

10.210.3 X 100 ; %error =0.98

10.2


5.

Technically change in pressure and temperature affects the

engines performance therefore if change in the atmosphere occurs there is a big
possibility that there will be an error in getting the torque and power of the
engine. Difference in the atmosphere and temperature likely affects the
performance and condition of the engine

DISCUSSION:

Just like gasoline engines, diesel engines are, in principle, energy

converters that convert chemically bound fuel energy into mechanical energy (effective
work) by supplying the heat released by combustion in an engine to a thermodynamic
cycle. The technical system of a diesel engine is also part of a widely networked
global system defined by the concepts of resources and environmental pollution. A
view based purely on energy and economics aimed at minimizing the losses SEV fails
to satisfy present day demands specified by the ecological imperative according to
which energy and material must always be converted with maximum efficiency while
minimally polluting the environment (Mollenhauer & Tschoeke, 2010).


Engine performance parameters are power, torque and specific fuel
consumption. Brake torque is normally measured with a dynamometer; the engine is
mounted on a test bed and the shaft is connected to the dynamometer rotor. The rotor is
coupled electromagnetically, hydraulically or by mechanical friction to a stator, which is
supported in low friction bearings. Torque exerted on the stator with the rotor turning is
measured by balancing the stator with weights, springs or pneumatic means
(Sorusbay).

In this experiment we calibrated again the engine test bed. It started with
operating the diesel engine and after that we are teached by our professor how to
calibrate the diesel engine. The idea is to adjust the Zero control until the torque meter
reads zero and to adjust the span control to give a torque reading of 8.6 Nm. It is
important to calibrate it correctly so that the reading will be correct. Mr. Rafael Matola
again is the one calibrated the system and successfully he did fast as he could just like
in experiment 8.

After that we started to ignite the engine and put the load of 3.5 kg in the
lever arm. The speed in each trial should be adjusted through the speed lever of the
engine. Adjusting the speed is difficult because it can make the engine stop, so we do it
carefully. The first speed is 2000 rpm, with 500 interval and until we reach 4000 rpm.
We get the torque in every trials and compare it to the manufacturers data.

Given constant pressure (which seems accurate), the temperature of the

air is inversely proportional to the number of air molecules. So colder air means more
molecules, and more air molecules means more energy released in each combustion
cycle. A drop from 30 C to 0 C is roughly a 10% drop measured in Kelvin, which
suggests 10% more energy for each combustion cycle.

Cooler temperatures will also make your various lubricants more viscous
and thick. Proper engine oil shouldn't be affected by this at such mild temperatures
listed in your query, but can be affected when things drop below -30 centigrade. Oils are
engineered nowadays to have the same viscosity within a wide range of temperatures.
The real losses come from places that are lubricated with grease, like wheel bearings.
These warm up relatively quickly though.
CONCLUSION:

The applications of the engines vary according to its efficiency, and the
required working conditions. For example, certain applications require the use of two
stroke engines rather than four stroke engines. Technically change in pressure and
temperature affects the engines performance therefore if change in the atmosphere
occurs there is a big possibility that there will be an error in getting the torque and power
of the engine. We successfully perform the calibration of the diesel engine and obtain its
torque and power.

REFERENCES:

Beckerath, A. v., Eberlein, A., Julien, H., Kersten, P., & Kreutzer, J. (1998). Pressure and
Temperature Measurement. Lawrenceville: WIKA Instrument Corporation.
Mollenhauer, K., & Tschoeke, H. (2010). Handbook of Diesel Engines. New York:
Springer.
Sorusbay, C. (n.d.). Internal Combustion Engines: Engine Characteristics. Istanbul:
Istanbul Technical University.