Standard Operating Procedure for the Ruston Diesel Engine

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Standard Operating Procedure for the Ruston Diesel Engine | Manualzz

Standard Operating Procedure for the

Ruston Diesel Engine

Located in Rm. H-17 Head Hall

Prepared

19 th

May, 2010

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Table of Contents

1. Scope .................................................................................................................. 4

1.1 Objective ....................................................................................................... 4

1.2 Regulations ................................................................................................... 4

2.Apparatus Overview ........................................................................................... 4

3. Hazards evaluation and controls ........................................................................ 4

3.1 Diesel fuel ..................................................................................................... 4

3.2 Ventilation .................................................................................................... 5

3.3 Engine exhaust .............................................................................................. 5

3.4 Kinetic, Thermal & acoustic ......................................................................... 6

3.5 Electrical ....................................................................................................... 7

3.6 General concerns .......................................................................................... 7

4. Operation ............................................................................................................ 9

4.1 Qualified personnel....................................................................................... 9

4.2 Experiment preparation ................................................................................ 9

4.3 Lab instructions .......................................................................................... 12

4.4 Starting procedure....................................................................................... 18

4.4 Shutdown procedure ................................................................................... 19

5. Typical test ....................................................................................................... 20

Appendix A: Experiment field notes sheet .......................................................... 21

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H-17, Head Hall floor plan

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1. Scope

1.1 Objective

This standard operating procedure is intended to provide operating instructions and safety information for the Department of Mechanical Engineering’s Ruston Diesel

Engine Experiment located in H-17, Head Hall. This document is intended as a guideline and a supplement to proper training that must be provided by qualified personnel before the unit is operated .

1.2 Regulation

This document has been developed in accordance with the Environmental Health and Safety Office of the University of New Brunswick.

2. Apparatus Overview

The experimental apparatus consists of a Ruston single cylinder four stroke diesel engine, rated at 7.5 HP at 1500 rpm. It is coupled to a motor/generator set which provides a means to start the engine and a means to impart a load upon it by generating a power supply a light bulb bank. The equipment is instrumented with transducers that will be read manually, displayed digitally and acquire data via computer.

3. Hazard Evaluation and Controls

3.1 Diesel Fuel

The engine uses diesel as a fuel source. A small plastic (~3 liter) fuel tank is mounted at a level above the engine and provides fuel to the engine by gravity feed. It can be isolated by using the “fuel supply valve”. If any leaks or spills occur, isolate the tank by closing the valve. A quantity of absorbing material is available to contain any leaks or spills. This absorbing material is located along the west (windowed) wall. If the spill is of appreciable size contact the Environmental

Health and Safety office for disposal of contaminated absorbent.

Diesel fuel is considered flammable. Care should be taken when handling it. Keep it away from any ignition source. There are three fire extinguishers located in the

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room (to the right of the entrance door and on the north and south pillars). Lab attendants/instructors should familiarize themselves with their location and use of them.

3.1.1 Possible Fire Event

In the event of a fire, evacuate the room immediately. Pull the nearest fire alarm

(located outside room). Should you return to attempt to extinguish the fire, do not do so alone and make only one attempt. If unsuccessful leave immediately. If successful, stay at the scene and have someone alert Traffic and Security (ph. #

4830) and the EHS office (ph. # 5075).

3.2 Ventilation

Ventilation fans and ductwork is installed such that there shall be fresh air introduced into the room (via green duct) and ambient air exhausted from the room

(via teal duct) at all times that the room is occupied. These fans are controlled by wall switches locally (see fig. 1) but are on over-ride controls controlled by

Facilities Management (Physical Plant). If at any time the fresh air supply or room exhaust fans are not working contact F.M. immediately (ph # 4889). There is a household CO monitor mounted on the north pillar. Ensure that it is operational by observing the moving LCD display. If it is inactive notify the technician in charge.

3.3 Engine Exhaust

Before any internal combustion engine is operated, the exhaust extraction fan should be turned on via the switch behind the diesel engine (see figure 1). The start button should be depressed and its functionality confirmed by the sound of the fan starter engaging (ceiling mounted near SW corner of the room). Its operation can also be confirmed by the extraction of air through the “hood” over the Ford V-8 engine (NE corner of room). Do not operate any engine if the fan fails to start.

Notify the proper personnel such as the technician or faculty member. The exhaust fan should be left on for 3- 5 minutes after the engine has been shut down. If the fan should fail while the engine is running (as evident by smoke and fumes in the room) then shut down the engine, leave the room and contact the lab supervisor immediately.

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Figure 1.

3.4 Kinetic, Thermal and Acoustic

Care should be taken around the engine when it is operating. The large flywheels and shafts pose a moving hazard. No loose clothing or jewelry should be worn near the engine and long hair should be tied up so as to prevent entanglement.

The engine, its exhaust stack and possibly its cooling water can reach temperatures high enough to burn the skin. Care should be taken not to come into contact with these parts while the engine is running and after it has been shut down. The light bulb bank used as a generator load also produces appreciable heat.

The noise of the exhaust extraction fan and engine is loud enough that disposable earplugs are to be worn by students, instructors and all other room occupants.

Instructors are responsible for relaying this information onto all involved.

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3.5 Electrical

The instruments involved in this experiment are electrically supplied and the engine itself produces electricity via the generator coupled to it. Do not touch any electrical cable while they are energized. Examine the unit for frayed or bare wires regularly before it is operated.

3.6 General Concerns

If at any time during the engines startup, operation or shut down it should behave erratically different than normal then notify the technician or faculty member. This may include (but not limited to) strange noises, smoke, vibrations, elevated temperatures or leaks of any kind.

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Figure 2.

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4. Operation

4.1 Qualified personnel

The following text will provide a guideline for correct operation of the apparatus.

These instructions are used to augment the one on one instruction that has already been provided by trained personnel. Only after the individual has been trained and feels confident in with the engines startup, operation and shutdown procedures should they attempt to operate the engine using these notes.

Do not proceed if you are not properly trained or are unsure in any manner of the engines operation and safety concerns.

4.2 Experiment Preparation

~ Refer to figure 3.

- Ensure both the top and bottom fuel valves are open.

- Ensure the main fuel tank is full. Fill the tank with the container and funnel provided. Monitor the level as it increases visually through the tank cover or alternatively via the measuring burette in parallel with the tank (at the same head only when the valve is open). The fuel is obtained from the large storage tank outside via a spigot and valve connection near the floor on the west wall. Ensure the spigot and main valve is closed after each use.

- Note the fuel flow path. When the top valve is open the engine will consume fuel simultaneously from the main tank and burette. When it is closed the engine consumes fuel from the burette only.

- Ensure that the electronics have had one half hour to warm up prior to lab start.

- Start the cooling water flow by turning on the supply valve and adjusting he flow so as to not to exceed the top of the water supply head tank. Confirm that the cooling water is actually flowing through the engine by observing the outlet of the cooling water into the drain pan.

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- Ensure that the room ventilation is working, providing fresh are and exhausting ambient.

- Test that the engine exhaust fan is operating properly.

- It is essential that the battery powering the motor generator is fully charged and that there are spare fuses for the starting switch. Use the following starting procedure to see movement of the flywheel. This will confirm a good battery charge and a sound fuse. If it fails contact the technician in charge.

- Ensure there is ample space around the unit for up to 10 people to perform the experiment.

- See that there is a good supply of ear plugs. Let the technician know if they are low.

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Figure 3.

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4.3 Lab Instruction

4.3.1 Instructor Responsibilities

The lab instructor shall remain in the room while the experiment is in progress.

After the full group has assembled and before any explanation has begun the instructor should relay all safety precautions as outlined in section 3. Inform them that they must contact the instructor should any problems or concerns arise during the experiment. Make the group aware of the fire extinguisher locations.

4.3.2 Fuel Cut-off

The instructor must know where the fuel cut-off switch is located and how to operate it should the need arise to shut the engine down quickly. This information should be given to the students performing the test as well (see figure 4).

Figure 4.

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4.3.3 Data/Instrument Locations and Functions

Refer to the following figures for the necessary data collection points and instrument locations.

- Engine RPM.

- Dynamometer Load, lbs.

- Generator Load, Watts.

- Engine exhaust Temperature, °C.

- Engine exhaust gas analysis port, CO, O2, CO2.

- Cooling water Inlet/Outlet temperature, °C.

- Cooling water flow rate/ measuring flask, L/s.

- Fuel Volume Burette, mL.

- Combustion Air Differential Pressure, inches of water.

- Stopwatches.

The “RPM” reading is obtained by a shaft encoder mounted at the front of the engine. It also provides a pulse signal as the piston arrives at top dead center of the cylinder (TDC). This TDC signal is sent to a computer data acquisition (DAQ) system for later analysis. There will be some creep of the engine rpm. Keep a close eye on it and adjust the throttle slowly to maintain the desired speed.

The “dynamometer load” reading is provided by a load cell that senses the force at the end of a generator torque arm. The generator is mounted on a bearing cradle and its rotation is limited by the torque arm resting on the load cell. The value is read in pounds force. The dynamometer load value will fluctuate somewhat

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especially at lower loads because of the vibration of the generator. Monitor the reading closely and take the average in lbs.

The “Wattage” reading in Watts is a product of the generator produced volts and current that supplies the light bulb load bank. By adjusting the field control knob

CW the field voltage is increased and the wattage produced by the generator increases. Increased wattage production of the generator causes an increased load on the engine and will in turn decrease its speed. This in turns requires an increased throttle position to maintain the original rpm.

There is a piezoelectric pressure transducer ported to the top of the engine cylinder.

This provides a voltage relative to the internal cylinder pressure. It is feed as a voltage to a computer data acquisition system to be displayed as pressure (PSI) relative to the TDC signal (Pressure vs. Volume plot).

The engine exhaust temperature is acquired with a type J thermocouple mounted in the exhaust stack. It is displayed locally on a digital display in °C.

The engine cooling water inlet and outlet temperatures are obtained by glass thermometers in °C. The inlet is located in the cooling water flow head tank and the outlet is located in the water outlet line above the engine.

The cooling water flow rate is obtained by measuring the time for a given volume to be acquired with a flask and stopwatch (s/nmL). There are two water sources flowing to drain. One is the overflow from the cooling water head tank. The second is the actual flow through the engine. This outlet should be kept at a constant head (outlet hose level) and is the one that is timed (see figure 6.).

The air consumed by the engine for combustion is quantified by measuring the differential pressure across the air intake barrel nozzle. The barrel acts as a pulsation dampener as the engine goes through its cycles. The differential pressure is measured by a slant manometer mounted on the west wall. It has a small connection to the barrel inlet which is at a slight negative pressure. The other side is left at atmospheric pressure. The reading is given in inches of water (see figure

6.).

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The fuel consumed per unit time (mL/s) is obtained by closing the “fuel isolation valve”. This now has the engine consuming only what is contained in the fuel measuring burette. The vessel is graduated in 5 mL increments and should be near the top when beginning a test. To achieve this before a timed trial, open the valve and let the level in the burette rise to the same level in the main fuel tank.

The flue gas analysis port provides a means to insert a gas analyzer sampling tube.

To insert the tube, turn the handle parallel to the port tube. After the readings have reached steady state remove the tube and close the port. Typically CO, CO2 and

O2 are monitored.

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Figure 5.

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Figure 6.

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4.4 Starting Procedure

-Turn on the engine cooling water by opening the main water supply valve and adjusting the flow so that the water supply head tank maintains a constant level without overflowing. Ensure water is exiting the engine cooling line into drain.

-Turn on the engine exhaust fan via switch.

- Ensure engine exhaust gas analysis port is closed.

- Ensure bottom fuel supply valve is open and remains so.

- Ensure the throttle is turned clock-wise (CW) enough to expose at least 1 inch of thread through the center.

- Ensure the fuel cut-off lever is in the “running position “.

- Ensure that the sprag lever is in the “no compression position”.

- Depress the max throttle button firmly.

- Adjust the generator field adjust knob on the load controller to maximum.

- Give the front flywheel a strong push CW (as view from front) to give it some momentum.

- Immediately move the motor/generator switch lever to Motor and the engine will pick up speed. The generator/motor is now in motor mode acting as a starter to turn the engine over.

- As the rpm peak (5-10 seconds) pull the sprag lever off its resting post and it will spring forward to the “compression position”. The engine compression is now applied and the engine should “kick over” immediately and pick up speed.

- It is important to move the motor generator switch lever immediately to

“Generator” as soon as the engine fires and turn the field adjust knob to minimum.

If this is not done you run the risk of blowing the 30 amp slow-blow fuse as you will be charging the battery at a high rate of current. If this happens you must change the fuse before you are able to restart the engine.

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- As the engine picks up speed, monitor the RPM and adjust the throttle to reach the desired speed. (CW increases rpm, CCW decreases rpm). Make small incremental changes as the large mass flywheels give the system some lag.

- As the engine runs, monitor the outlet water temperature and increase the water flow rate if the temperature approaches 90°C.

4.5 Shutdown Procedure

Normal:

- Remove all electrical load by turning the generator field adjust control fully

CCW.

- Idle the engine by throttling back, CCW. Let the engine run for a minute at low speed.

- Push in “fuel cut-off/kill lever”.

- As engine comes to a stop move the sprag lever to the “no compression” position.

- Close both fuel supply valves.

- Let cooling water flow for 3-5 minutes after the engine has stopped.

- Turn off the engine exhaust fan 3-5 minutes after the engine has stopped.

- Turn off all power supplies and instruments.

Emergency:

- Push in fuel cut-off lever.

- Remove electrical load

- Then as above

- Notify the technician of any problems or abnormalities.

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5.0 Typical Tests

The actual test procedure will be outlined in the lab script as issued by the professor. The typical test however usually consists of 3-5 runs of different loads values at a constant rpm each lasting 10-15 minutes in duration. For each run of a specified load the speed would be kept constant. Successive loads would be increased via the field control knob to a specified setting, the speed checked and adjusted for via the throttle and the adjustment knob then tweaked again until the load level is achieved for the required speed. As the load increases it requires a greater throttle opening and therefore fuel consumption increases for each incremental load change. The other data values are taken at regular intervals for each load/run. The engine can produce ~3000 watts at 1200 rpm. A typical data sheet can be found in the appendix along with the experimental constants.

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Appendix ‘A’

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Nominal

Generator

Load ( KW)

Time

(Mins.)

Actual

Load

Water Temp

(°C)

(KW)

RPM Dyno

Load

(lbs.)

In Out

Fuel

(mL/Time)

Diff.

Nozzle

Press.

Stack

Temp.

° C

(Inches

H2O)

Cooling

Water

Flow

Gas Analysis

(Time/L)

CO O2 CO2 ppm % %

0 KW

1 KW

2 KW

0

5

10

15

0

5

10

15

0

5

22

2 KW

3 KW

10

15

0

5

10

15

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