Engine Lab Report

Motor Lab Report Diesel Engine Load/N |Fuel Time/s |dH/mmH2O |Speed/r. p. m |Temp/? |Air utilization/kg/H |Fuel utilization/kg/H |Air-fuel proportion |Power/kw |Efficiency/% | |40 |121. 6 |17. 5 |3018 |26. 6 |130. 16 |2. 47 |52. 7 |4. 5 |0. 019 | |80 |94. 72 |17. 5 |3009 |26. 7 |130. 14 |3. 17 |41. 05 |8. 97 |0. 059 | |125 |72. 76 |17 |3009 |26. 8 |128. 25 |4. 12 |31. 13 |14. 02 |0. 111 | |171 |56. 95 |17 |3000 |26. 9 |128. 23 |5. 72 |24. 33 |19. 12 |0. 161 | |212 |46. 06 |16. 5 |3006 |27. 1 |126. 28 |6. 51 |19. 40 |23. 6 |0. 202 | |232 |41. 20 |17 |3010 |27. 2 |128. 16 |7. 28 |17. 60 |26. 03 |0. 216 | Petrol Engine Load/N |Fuel Time/s |dH/mmH2O |Speed/r. p. m |Temp/? |Air utilization/kg/H |Fuel utilization/kg/H |Air-fuel proportion |Power/kw |Efficiency/% | |40 |285 |2 |3000 |26. 8 | 42. 50 | 3. 19 | 13. 32 | 4. 47 |0. 014 | |109 |191 |7 |3000 |27. 4 | 79. 44 | 4. 77 | 6. 65 |12. 19 |0. 072 | |160 |8 |2950 |28. 2 | 84. 81 | 5. 69 | 14. 91 |17. 60 |0. 125 | |248 |110. 5 |14 |3000 |28 . 2 | 112. | 8. 24 | 13. 62 |27. 74 |0. 215 | |313 |93. 56 |20 |3000 |28. 3 | 145. 4 | 9. 73 | 14. 94 |35. 01 |0. 290 | |374 |71. 81 |27 |3000 |28. 4 | 168. 9 | 12. 68 | 13. 32 |41. 83 |0. 317 | [pic] Fig 1 [pic] Fig 2 From Fig 1, we realize that air-fuel proportion of the petroleum motor isn't changing much as the brake power increments, anyway for the diesel motor, the air-fuel proportion drops as the force increments. This is on the grounds that the choke which is arranged noticeable all around admission channel of the petroleum engine.For the petroleum motor, the burning happens in the entire chamber, so the air-fuel proportion ought to be kept up to ensure the ignition to occur quickly enough constantly. The choke will modify the air-fuel proportion. For the diesel motor, the burning happens around singular beads of the fuel splash, in this manner the yield is identified with the measure of fuel infused, and the wind current isn't controlled. Fig 2 shows that the effectiveness increments with the force for the two motors, anyway the diesel motor arrives at higher proficiency than the petroleum engine.This is on the grounds that, for the diesel motor, the contribution of the fuel is as fuel splash. The pressure of the fuel and air is maintained a strategic distance from. This will make the most extreme chamber volume to least bigger, and prompts higher proficiency. In this way, the petroleum motor ought to be utilized in light vehicles since it is lighter than the diesel motor and it can arrive at higher force than the diesel motor which produces higher speed of the vehicles. What's more, the diesel motor ought to be utilized for the overwhelming vehicles, since it has higher productivity. The substantial vehicles need to accomplish more work, so the proficiency is progressively essential to them. Motor Lab Report Motor Lab Report Diesel Engine Load/N |Fuel Time/s |dH/mmH2O |Speed/r. p. m |Temp/? |Air utilization/kg/H |Fuel utilization/kg/H |Air-fuel proportion |Power/kw |Efficiency/% | |40 |121. 6 |17. 5 |3018 |26. 6 |130. 16 |2. 47 |52. 7 |4. 5 |0. 019 | |80 |94. 72 |17. 5 |3009 |26. 7 |130. 14 |3. 17 |41. 05 |8. 97 |0. 059 | |125 |72. 76 |17 |3009 |26. 8 |128. 25 |4. 12 |31. 13 |14. 02 |0. 111 | |171 |56. 95 |17 |3000 |26. 9 |128. 23 |5. 72 |24. 33 |19. 12 |0. 161 | |212 |46. 06 |16. 5 |3006 |27. 1 |126. 28 |6. 51 |19. 40 |23. 6 |0. 202 | |232 |41. 20 |17 |3010 |27. 2 |128. 16 |7. 28 |17. 60 |26. 03 |0. 216 | Petrol Engine Load/N |Fuel Time/s |dH/mmH2O |Speed/r. p. m |Temp/? |Air utilization/kg/H |Fuel utilization/kg/H |Air-fuel proportion |Power/kw |Efficiency/% | |40 |285 |2 |3000 |26. 8 | 42. 50 | 3. 19 | 13. 32 | 4. 47 |0. 014 | |109 |191 |7 |3000 |27. 4 | 79. 44 | 4. 77 | 6. 65 |12. 19 |0. 072 | |160 |8 |2950 |28. 2 | 84. 81 | 5. 69 | 14. 91 |17. 60 |0. 125 | |248 |110. 5 |14 |3000 |28 . 2 | 112. | 8. 24 | 13. 62 |27. 74 |0. 215 | |313 |93. 56 |20 |3000 |28. 3 | 145. 4 | 9. 73 | 14. 94 |35. 01 |0. 290 | |374 |71. 81 |27 |3000 |28. 4 | 168. 9 | 12. 68 | 13. 32 |41. 83 |0. 317 | [pic] Fig 1 [pic] Fig 2 From Fig 1, we realize that air-fuel proportion of the petroleum motor isn't changing much as the brake power increments, anyway for the diesel motor, the air-fuel proportion drops as the force increments. This is on the grounds that the choke which is arranged noticeable all around consumption channel of the petroleum engine.For the petroleum motor, the ignition happens in the entire chamber, so the air-fuel proportion ought to be kept up to ensure the burning to occur quickly enough constantly. The choke will alter the air-fuel proportion. For the diesel motor, the burning happens around singular beads of the fuel splash, along these lines the yield is identified with the measure of fuel infused, and the wind stream isn't controlled. Fig 2 shows that the productivit y increments with the force for the two motors, anyway the diesel motor arrives at higher proficiency than the petroleum engine.This is on the grounds that, for the diesel motor, the contribution of the fuel is as fuel shower. The pressure of the fuel and air is maintained a strategic distance from. This will make the most extreme chamber volume to least bigger, and prompts higher productivity. In this way, the petroleum motor ought to be utilized in light vehicles since it is lighter than the diesel motor and it can arrive at higher force than the diesel motor which produces higher speed of the vehicles. Also, the diesel motor ought to be utilized for the overwhelming vehicles, since it has higher proficiency. The substantial vehicles need to accomplish more work, so the productivity is increasingly critical to them.