M2-MEng_Energetics & Propulsion

Sim Lab
LAB 2 – Diesel Engine Test Bench

Submitted by:
Sahana MARUTHI
Aamir Ul Islam
Bimal narayan k

Submitted to:
Vincent Berthome
Ernesto Mura

1
 1. Introduction
Investigating how different operational parameters affect a diesel engine's performance is the
goal of this experiment. Variable geometry turbine (VGT) settings, injection pressure, load,
and iso-power conditions are all applied to the engine while it is running on a test bench.
Examined parameters include air/fuel ratio, VG position, temperatures, NOx and particle
emissions, intake and turbine pressures, thermodynamic hp, thermodynamic efficiency, and
global efficiency. To comprehend the dynamic behaviour of the engine under various
circumstances, the experiment is carried out at various operating points, and the data collected
is analysed.
The characteristics of the fuel
 Density =830 kg/m³
 LHV=42.7 MJ/kg

Engine specifications:
 Length=80.5 mm
 Strokes=4
 Bore=76 mm

1.1. Objectives
 Evaluate experimentally a few aspects of an automotive turbocharge diesel engine
(Renault K9K Euro3, with common rail injection and variable geometry turbine)

 Use an engine test bench and an interface to communicate with the engine control unit

2
 2. Influence of Engine Load

Load(%) 100 75 50 25 No Load

Speed(rpm) 1600 1600 1600 1600 1600
Torque(Nm) 180 135 90 45 1
IMEP(bar) 15.5 12 8.1 5 1.1
IMEP_HP(bar) 16.2 12.4 8.5 5.2 1.4
IMEP_LP(bar) -0.6 -0.4 -0.3 -0.2 -0.2
Fuel Consumption(g/S) 1.741 1.318 0.907 0.537 0.186
TC Speed(rpm*1000) 152500 129353 105300 62350 41470
Cylinder intake Pressure(bar) 1811 1540 1323 1665 990
Compressor outlet T(C) 118 95 70.8 43.4 32
Cylinder intake
Temperature(C) 34.25 35.4 32.8 34.3 32
Turbine inlet T(C) 581.7 520.7 430 321 146
Air mass flow(mg/str) 640 555 490 385 350
Air/fuel ratio 1.31 1.52 1.9 2.93 7
VGT Position(%) 77 73 70 60 59.3
Injection P(bar) 1070 820 605 445 330
NOx(ppm) 1280 990 510 220 20
particles(#*1000/cm3) 32000 42000 33000 44000 25000
HP_thermo_efficiency 0.46488666 0.470042491 0.468211938 0.4837934 0.3760503
Thermodynamic efficiency 0.44479897 0.45487983 0.446178435 0.4651859 0.2954681
Global efficiency 0.40569015 0.401919506 0.389364137 0.3288206 0.0210964
combustion efficiency 1 1 1 1 1
BMEP(bar) 14.1371669 10.60287521 7.068583471 3.5342917 0.0785398
Mechanical Efficiency 0.91207529 0.883572934 0.872664626 0.7068583 0.0713998
Table 1

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 Thermodynamic efficiency, HP thermodynamic efficiency, Global efficiency vs Load.

0.6

0.5

Efficiency 0.4

0.3

0.2

0.1

0
0 50 100 150 200
Load(Torque)

HP_thermo_efficiency thermodynamic Global

Figure 1

At lower Load (less than 40Nm): the efficiency is lower at lower loads; this might be due to
certain factors as follows:
 Maintaining the ideal air to fuel ratio becomes more challenging at lower loads, leading
to incomplete combustion.
 Frictional losses remain relatively constant but the power output decreases.
The efficiency is almost constant at higher loads (load>70Nm(approx.)) and higher in
comparison to lower loads, indicating the efficient working of the engine, satisfying the
purpose for which it is built.

It is quite evident from the plots that the high-pressure loop thermodynamic efficiency has the
highest value in comparison to the thermodynamic and global efficiency due to the difference
of low-pressure loop efficiency. Also, the global efficiency has lower value as it takes into
account as well the mechanical and combustion efficiencies.

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100% Load(180Nm at 1600rpm)

Figure 2

75%Load(135Nm at 1600rpm)

Figure 3

5
50% Load (90Nm at 1600rpm)

Figure 4

25% Load (45Nm at 1600rpm)

Figure 5

6
No Load (1Nm)

Figure 6

Upon analysing the PV plots and cylinder pressure plots from 100% load to no load condition,
primarily the difference is quite clear from the enclosed area of the PV plots at higher loads
indicating different loads. The pressure in the cylinder becomes quite higher just after the
compression phase, which is evident upon observing the peaks of pressure plots in the cylinder
and also from PV plots.
At higher loads, the combustion pressure is quite higher (just after the compression phase)
which can be observed from the “peak of PV plot and Pressure in the cylinder plot”, which is
further harvested to attain the given load condition.
At no load condition, as there is negligible torque (1Nm ), the enclosed area of the PV plot is
very less in comparison to plots at higher loads and here upon observing the peaks of the plots,
the combustion pressure peak just after the compression pressure peak is less with respect to
the plots at higher loads.
Upon doing the efficiency calculations and at the same time analysing the plots, the calculations
are in agreement with the obtained plots, as; at higher loads there is higher efficiency.
It can be concluded that the load variations has a pivotal role in shaping the combustion
dynamics and engine performance.

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 2.1. Pressure variations with the load

Figure 7

As the load decreases from 100% to No Load, intake cylinder pressure also drops, hitting a
minimum at 25% load before slightly rising at No Load. This trend aligns with reduced air
mass flow and higher air/fuel ratios, indicating less air for combustion due to decreased load
demand, impacting cylinder pressure proportionately.
Because there is less exhaust energy, the intake turbine pressure steadily decreases as the load
lowers. In order to compensate for decreased air mass flow and maximise fuel-air mixing,
injection pressure decreases. With these adjustments, performance will be at its best under a
range of operating conditions by preserving combustion efficiency and power output
proportionate to load.
Because there is less residual gas in the cylinder at higher loads, IMEP_LP (bar) decreases
slightly with changes in load. The intake pressure rises with increasing load, which lowers the
number of trapped residuals. As a result, the effect of trapped gas on IMEP_LP is lessened, and
low-pressure indicated mean effective pressure somewhat decreases

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 2.2. Temperature variations with the load

Figure 8

Compressor Outlet Temperature (T) drops drastically from 118°C to 32°C as the load drops
from 100% to No Load because of decreased air mass flow and an increased air/fuel ratio.
Reduced load requires less air, so the compressor can handle less airflow, significantly
lowering the outlet temperature. lowering the outlet temperature.
Between 32 and 35°C, the cylinder intake temperature (C) stays comparatively constant when
the load drops from 100% to no load. The observed stability implies effective heat management
in the face of load fluctuations, potentially as a result of well-tuned engine systems that sustain
constant air-fuel ratios and sufficient cooling strategies.
As the load decreases from 100% to No Load, the Turbine Inlet Temperature (TIT) drops
significantly from 581.7°C to 146°C. This decline aligns with reduced air mass flow and
increased air/fuel ratio, causing lower exhaust temperatures due to decreased fuel combustion,
impacting turbine performance and TIT at lower loads.

2.3. TC speed variations with the load

Figure 9

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As the load decreases from 100% to no load, TC Speed (Turbine Speed) declines non-linearly
due to reduced torque demand, impacting the exhaust flow and energy available for the
turbocharger. Lower load lessens exhaust energy, dropping turbine speed logarithmically as it
aligns with reduced engine efficiency and exhaust volume, influencing the turbo's
rotational capacity.

2.4. Air flow variations with the load

Figure 10

As the load decreases from 100% to no load, the Air mass flow decreases due to reduced engine
demand. Lower load requires less air for combustion, altering the air/fuel ratio and affecting
efficiency. This decline reflects optimized air intake matching the decreasing power needs,
aligning with the load variations.

2.5. Air /Fuel ration variations with the load

Figure 11

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The Air/fuel ratio increases as load decreases. At higher loads, more fuel is injected to meet
power demands, creating a richer mixture. Lower loads require less fuel, leading to a leaner
mixture for efficient combustion, minimizing fuel consumption and emissions. This change
maintains performance while optimizing efficiency.

2.6. VGT variations with the load

Figure 12

As load decreases from 100% to No Load, VGT Position (%) shows a gradual decrease from
77% to 59.3%. This adjustment aims to maintain optimal air-fuel ratios for combustion.
Reduced load requires less air, prompting VGT adjustment to regulate air intake, ensuring
efficient combustion and performance across varying load conditions.

2.7. NOx variations with the load

NOx emissions decrease significantly as load reduces due to lower combustion temperatures
and reduced oxygen availability at lower loads. This limits nitrogen oxide formation in the
engine, correlating with decreased NOx(ppm) as load decreases.

Figure 13

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 2.8. Particles variations with the load

Figure 14

The particle emissions generally increase with decreasing load. This can be attributed to
reduced combustion efficiency at lower loads, causing incomplete fuel burn and higher
particulate formation. Lower temperatures and slower airflows also contribute, allowing more
particulate matter to accumulate in the engine, causing the observed increase.
3.Influence of Pressure Injection
Speed(rpm) 1600 1600 1600
Torque(Nm) 115 115 115
IMEP(bar) 10.7 10.3 10.1
IMEP_HP(bar) 11.1 10.7 10.4
IMEP_LP(bar) -0.4 -0.4 -0.3
Fuel Consumption(g/S) 1.144 1.144 1.144
TC Speed(rpm*1000) 117330 117460 117200
Cylinder intake Pressure(bar) 1429 1428 1427
Compressor outlet T(C) 79.7 79.7 79.8
Cylinder intake
Temperature(C) 33.4 33.2 33.62
Turbine inlet T(C) 473.2 485 502.5
Air mass flow(mg/str) 520 520 520
Air/fuel ratio 1.68 1.68 1.68
VGT Position(%) 72 72 72
Injection P(bar) 920 720 520
NOx(ppm) 0.1 0.1 0.2
particles(#*1000/cm3) 23000 38000 65000
HP_thermo_efficiency 0.4848 0.4673 0.4542
thermodynamic 0.4673 0.4498 0.4411
Global 0.3944 0.3944 0.3944
combustion efficiency 1 1 1
BMEP 9.0321 9.03207 9.03208
Mechanical Efficiency 0.8441 0.8769 0.8943
Table 2

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 1
0.9
0.8
Efficiency

0.7
0.6
0.5
0.4
0.3
400 500 600 700 800 900
Pressure(bar)

HP_thermo_efficiency thermodynamic
Global Mechanical Efficiency

Figure 15

It is quite evident from the plots that the injection pressure has a significant impact on the
performance of the engine. The efficiencies are higher at the higher injection pressure in
comparison to the lower injection pressures.

Injection Pressure=520 bar

Figure 16

13
Injection Pressure= 720 bar

Figure 17

Injection Pressure= 920 bar

Figure 18

Upon analysing the PV plots and pressure plots, it follows that the injection pressure plays an
important role in engine performance. And from the plots as well as calculations, it follows
that greater the injection pressure, greater is the combustion pressure peak.
Higher ignition pressure tend to augment engine thermal efficiency by fostering superior
combustion. Thereby converting a greater proportion of fuel into work output.

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In summary, the practical underscores the intricate relationship between injection pressure,
combustion dynamics and engine performance. While higher pressures positively impact
combustion efficiency and performance.

3.1.NOx variations with pressure injection

Figure 19

Injection pressure variations are directly correlated with variations in NOx (ppm). Because of
lower air-fuel mixing efficiency and higher combustion temperatures, higher loads (lower
pressure) result in increased NOx. Better mixing results from lower loads (higher pressure),
which in turn moderates’ combustion temperatures and reduces NOx emissions.
Overly high injection pressure can put engine parts under more strain, which can wear them
down or even damage them. Since strong materials are required, production costs might also
increase. Higher pressures can also make it more likely that NOx and particulate matter
emissions will increase, which will affect emissions compliance.

3.2. Particles variations with pressure injection

Figure 20

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Lower injection pressures result in more particles as the load drops. Because of insufficient
fuel atomization and air mixing at lower loads, reduced injection pressure has an adverse effect
on combustion efficiency, leading to more incomplete combustion, unburned fuel, and
increased particulate emissions.

3.3. Inlet turbine temperature variations with pressure injection

Figure 21

The temperature of the turbine inlet rises from 473.2°C to 502.5°C as the injection pressure
drops from 920 bar to 520 bar. Reduced injection pressure causes partial combustion, which
raises the exhaust temperature because there is more fuel in the mixture. It also raises the
temperature at the turbine inlet.

3.4. Air/Fuel ratio variations with pressure injection

Figure 22

the air/fuel ratio remains constant at 1.68 despite varying injection pressures. This consistent
ratio suggests a controlled fueling system maintaining a stable mixture despite changes in
injection pressure, likely due to compensation mechanisms within the engine's fuel
delivery system.

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3.5. VGT variations with pressure injection

Figure 23

The VGT (Variable Geometry Turbocharger) position remains constant at 72% despite varying
injection pressures (920, 720, 520 bar). The system likely maintains optimal air-fuel ratios,
relying on VGT to regulate air intake for efficient combustion, compensating for pressure
changes without VGT adjustments.

4. Influence of the variable geometry turbine

Speed(rpm) 1600 1600 1600

Torque(Nm) 113 118 115
IMEP(bar) 9.9 10.2 10.2
IMEP_HP(bar) 10.8 10.5 10.3
IMEP_LP(bar) -0.9 -0.3 -0.1
Fuel Consumption(g/S) 1.153 1.146 1.145
TC Speed(rpm*1000) 136110 111570 81520
Cylinder intake Pressure(bar) 1618 1378 1163
Compressor outlet T(C) 98.3 75.1 54
Cylinder intake
Temperature(C) 35.7 33.7 33
Turbine inlet T(C) 464.7 491.8 543.7
Air mass flow(mg/str) 577 505 425
Air/fuel ratio 1.85 1.63 1.38
VGT Position(%) 85 70 45
NOx(ppm) 700 0.6 850
particles(#*1000/cm3) 28000 47000 80000
HP_thermo_efficiency 0.46797784 0.45775756 0.449430542
thermodynamic 0.42897969 0.444678773 0.445067138
Global 0.38456509 0.404034188 0.39410603
combustion efficiency 1 1 1
BMEP 8.87499925 9.267698328 9.032078879
Mechanical Efficiency 0.89646457 0.908597875 0.885497929
Table 3

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 0.6

0.55

0.5

Efficiency 0.45

0.4

0.35

0.3
40 45 50 55 60 65 70 75 80 85 90
VGT Position(%)

HP_thermo_efficiency thermodynamic
Global Mechanical Efficiency

Figure 24

From the plot it is quite clear that; at lower values of VGT (i;e, when it is not fully opened ),
the efficiency is higher in comparison to the higher values. This behaviour can be attributed to
the following :
Increased Exhaust Back Pressure: Restricting the airflow with a higher VGT position creates
more resistance for the exhaust gases leaving the engine, which can lead to the higher back
pressure.
Reduced Air-to-fuel ratio: A higher VGT position can lead to the reduced air intake into the
engine cylinders.
Higher Exhaust Gas temperatures.
45% VGT at 1600rpm

Figure 25

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70% VGT at 1600 rpm

Figure 26

85% VGT at 1600 rpm

Figure 27

Upon analysis it becomes clear that at the lower value of VGT position, the combustion
pressure just after the compression pressure is higher as imminent from the peaks of the plots
which also agrees with the results of the calculations done.
Intake temperature exhibits a marginal rise with elevated VGT positions, contrasting with a
decrease in turbine and energy extraction by the turbine.
Air mass flow parameters show fluctuations with changing VGT positions, implying
adjustments in combustion characteristics and air intake under varying VGT settings.

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Emissions (NOx and particulate matter) show an increasing trend with VGT position shifts
from 45% to 85%, indicating the VGT’s influence on emissions.
The observed trend of escalating emissions with higher VGT positions implies a potential
compromise between efficiency and emissions control. It is plausible that the engine might not
operate at its peak efficiency due to the emissions regulations or other operational constraints,
possibly sacrificing some efficiency to meet regulatory standards.

4.1.Pressure variations with the VGT

Figure 28

As VGT position decreases from 85% to 45%, Cylinder Intake Pressure drops from 1618 to
1163 bar. This decrease aligns with reduced turbocharger speed, intake temperature, and air
mass flow due to VGT adjustments. Lower VGT position restricts exhaust flow, reducing
pressure build-up in the intake system.
The IMEP_LP(bar) variation is inversely proportional to the VGT Position(%). As the VGT
position decreases (from 85% to 45%), IMEP_LP(bar) gradually improves from negative
values towards equilibrium. This happens due to optimized airflow and increased air-fuel ratio,
enhancing combustion efficiency, hence reducing LP losses.

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 4.2. Temperature variations with the VGT

Figure 29

As the VGT position decreases from 85% to 45%, Turbine inlet temperature rises from 464.7°C
to 543.7°C. This increase is due to reduced VGT flow restriction, allowing more exhaust energy
to drive the turbine, raising temperature. Lower VGT positions enhance energy transfer,
elevating turbine inlet temperatures.

4.3.TC speed variations with the VGT

Figure 30

As VGT Position (%) decreases from 85% to 45%, TC Speed (rpm*1000) declines notably
from 136110 to 81520. This decrease aligns with VGT adjustment, altering exhaust flow
dynamics affecting turbine speed—lower VGT position restricts exhaust flow, reducing turbine
energy and subsequently TC speed.

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 4.4. Air mass flow rate variations with the VGT

Figure 31

As the VGT position decreases from 85% to 45%, air mass flow decreases from 577 mg/str to
425 mg/str. This decline aligns with VGT adjustments restricting exhaust flow, reducing
turbine efficiency, and limiting air intake, resulting in decreased air mass flow for combustion,
evident in the varying VGT positions

4.5. Air/Fuel ratio variations with the VGT

Figure 32

VGT position decreases (%), the air/fuel ratio tends to decrease. The reduction in VGT position
restricts air intake, leading to less air entering the cylinder while maintaining fuel flow,
resulting in a richer mixture and lowering the air/fuel ratio.

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 4.6. NOx variations with the VGT

Figure 33

As VGT position decreases from 85% to 45%, NOx emissions show an irregular trend. NOx
reduces drastically at 70% VGT position but rises significantly at 45%. This variance may
result from altered combustion dynamics, affecting air-fuel mixing and temperature
distribution, impacting NOx formation differently at varying VGT positions.

4.7. Particles variations with the VGT

Figure 34

As the VGT position decreases from 85% to 45%, particles increase substantially from 28,000
to 80,000. Lower VGT position restricts turbine exhaust flow, leading to incomplete
combustion and increased particulate matter due to inadequate mixing of fuel and air,
highlighting the direct correlation between VGT positioning and particle emission.

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 4.8.Why isn't the actual VGT position used by the engine the optimal one considering
the efficiency?
A number of variables, including engine load, speed, emissions laws and transient performance
requirements, can affect the best VGT position for efficiency. Because engine operations are
dynamic, actual VGT positioning aims to balance efficiency, emissions and power delivery
under a range of operating conditions. This balance may not always coincide with the single
most efficient setting.

5. Study Of Iso-Power Curve

Setting a target power of 10KW.
Observing the trend by changing rpm.

Speed(rpm) 4000 3000 2000 1000

Torque(Nm) 23.87 31.82 47.7 95.5
IMEP(bar) 4.5 4.9 5.8 8
IMEP_HP(bar) 5.6 5.9 6.1 8
IMEP_LP(bar) -1.1 -1 -0.3 0
Fuel Consumption(g/S) 1.072 0.938 0.775 0.641
Fuel Consumption(litr/100Km) 0.04288 0.03752 0.031 0.02564
TC Speed(rpm*1000) 126260 135750 84320 60925
Cylinder intake Pressure(bar) 1281 1461 1150 1105.9
Compressor outlet T(C) 70.4 83.1 48.9 48.6
Cylinder intake
Temperature(C) 35.03 36.12 31.02 32.3
Turbine inlet T(C) 322 312.1 362.5 467.8
Air mass flow(mg/str) 397 495 424 372
Air/fuel ratio 3.47 3.68 2.62 1.39
VGT Position(%) 55 70 57.5 80.3
Injection P(bar) 900 780 568 467
NOx(ppm) 105 70 178 880
particles(#*1000/cm3) 91000 67000 50000 103000
HP_thermo_efficiency 0.65247533 0.589225169 0.491551459 0.3897111
thermodynamic 0.52431053 0.489356496 0.467376797 0.3897111
Global 0.21843306 0.249585491 0.301889088 0.3653811
combustion efficiency 1 1 1 1
BMEP 1.87474542 2.499136956 3.746349239 7.5005525
Mechanical Efficiency 0.41661009 0.51002795 0.645922283 0.9375691
Table 4

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 1
0.9
0.8
0.7

Efficiency
0.6
0.5
0.4
0.3
0.2
0.1
0
0 1000 2000 3000 4000 5000
Speed(rpm)

HP_thermo_efficiency thermodynamic
Global Mechanical Efficiency

Figure 35

1000RPM

Figure 36

25
2000RPM

Figure 37

3000RPM

Figure 38

26
4000RPM

Figure 39

It is significant from the plot that mechanical efficiency is decreasing with increasing rpm,
which might be because of the following cases:
At higher rpm, internal friction within the engine components increases. This heightened
friction leads to more energy being lost as heat rather than being utilized for useful work, thus
lowering mechanical efficiency.
With higher rpms there’s an increase in the rate of heat dissipation throughout the engine. the
faster movement of engine parts causes greater heat dissipation through the engine.
Ther other factors might include as pumping losses, increased auxiliary system friction,
reduced time for effective combustion.
The decrease in mechanical efficiency becomes the major factor for the decrease in the global
efficiency in case of iso-power case.

From the plots, the combustion pressure phase is quite evident from the peak of the plots.

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 5.1.Fuel consumption variations with the Speed

1.2

1
fuel consumption(g/s)
0.8

0.6

0.4

0.2

0
0 1000 2000 3000 4000 5000
Speed(RPM)

Fuel consumption(g/sec)

Figure 40

Fuel consumption (Litr/100km) variations at the vehicle to run at 90km/h

Figure 41

As the engine speed decreases from 4000 to 1000 rpm, specific consumption improves due to
increased torque efficiency. At lower speeds, the engine operates more efficiently per unit of
fuel consumed, resulting in reduced fuel consumption per unit distance traveled (l/100km) due
to better combustion dynamics and optimized air-fuel ratios.

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 6. Conclusion
The completion of this lab experiment has provided a comprehensive understanding of the
dynamics and performance characteristics of a turbocharged diesel engine. The experiment
aimed to investigate the engine's behavior under varied operational parameters including load,
injection pressure, variable geometry turbine (VGT) settings, and iso-power conditions.
The data analysis revealed crucial insights into how these operational parameters influence
various engine parameters such as air/fuel ratio, temperatures, emissions (NOx and particles),
pressures, efficiencies (thermodynamic, high-pressure loop, low-pressure loop, global), torque,
fuel consumption, turbine speed, and efficiencies. These insights have been pivotal in
understanding the intricate relationships between these parameters and their impact on engine
performance.

Influence of Engine Load:

The experiment demonstrated that engine load plays a pivotal role in shaping combustion
dynamics and engine performance. Lower loads showed lower efficiency due to challenges in
maintaining ideal air-to-fuel ratios, while higher loads exhibited efficient operation with
increased cylinder pressure and heat release.

Influence of Injection Pressure:

Adjusting injection pressure significantly impacted combustion dynamics and engine
performance. Higher injection pressures resulted in increased combustion pressures, enhancing
thermal efficiency, while lower pressures showed reduced efficiency due to incomplete
combustion.

Influence of Variable Geometry Turbine (VGT):

The experiments highlighted the impact of VGT positions on engine parameters. Varying VGT
positions influenced combustion efficiency, airflow dynamics, emissions, and turbine
performance. Lower VGT positions were associated with higher efficiency but also led to
increased emissions.

Study of Iso-Power Curve:

Analysing the iso-power curve revealed the relationship between engine speed, torque,
efficiencies, and fuel consumption. Lower engine speeds exhibited higher torque efficiency
and lower fuel consumption, highlighting the engine's optimal efficiency at specific operational
conditions.

This lab. practical provided invaluable insights into the diesel engine's behavior under varying
conditions. It emphasized the intricate balance between load, injection pressure, VGT settings,
and engine performance. The data analysis facilitated a deeper understanding of the interplay
between these parameters, underscoring the need for a balanced approach to optimize engine
efficiency while meeting emissions regulations.
Overall, this experiment serves as a foundation for further exploration and development in
automotive engineering, focusing on enhancing engine performance, efficiency, and emissions
control. The knowledge gained from this analysis will contribute to future advancements aimed
at achieving more efficient and environmentally friendly diesel engines in practical
applications.

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