Practical Exercises Manual

PRACTICAL EXERCISES MANUAL
Unit ref.: TBMC12 Date: June 2016 Pg: 1 / 162
TABLE OF CONTENTS
7 PRACTICAL EXERCISES MANUAL ............................................................................... 2
7.1 DESCRIPTION OF THE EQUIPMENT ...................................................................................... 2
7.1.1 Introduction ................................................................................................................................................ 2
7.1.2 Description of the unit ................................................................................................................................ 3
7.1.3 Description of the process ........................................................................................................................ 10
7.1.4 Practical possibilities ................................................................................................................................ 12
7.1.5 Specifications ........................................................................................................................................... 13
7.1.6 Dimensions and weights ........................................................................................................................... 17
7.1.7 Required services...................................................................................................................................... 18
7.2 THEORY ........................................................................................................................................ 19
7.2.1 Introduction .............................................................................................................................................. 19
7.2.2 Characteristic curves of an internal combustion alternative engine ......................................................... 20
7.2.3 Alternative internal combustion engines test bench ................................................................................. 22
7.2.4 Main variables considered for the calculations with alternative internal combustion engines ................. 23
7.2.5 Definition of the concepts and formulas ................................................................................................... 25
7.3 OPERATION ................................................................................................................................. 34
7.3.1 Procedure prior to the practical exercises ................................................................................................. 34
7.3.2 Use of the software ................................................................................................................................... 36
7.3.3 Operation .................................................................................................................................................. 39
7.4 MAIN INSTRUCTIONS, WARNINGS AND PRECAUTIONS ............................................... 44
7.4.1 Maintenance of the test bench .................................................................................................................. 46
7.5 LABORATORY PRACTICAL EXERCISES ............................................................................. 48
7.5.1 Practical exercise 1: Determination of the characteristic curves of an alternative internal combustion
engine for different intake degrees .......................................................................................................... 48
7.5.2 Practical exercise 2: Determination of the efficiency, specific consumption and ratio of an alternative
internal combustion engine ..................................................................................................................... 53
7.5.3 Practical exercise 3: Determination of the volumetric efficiency of the engine and the average effective
pressure ................................................................................................................................................... 59
7.5.4 Practical exercise 4: Study of the effect of the compression ratio on the performance and power of an
engine ...................................................................................................................................................... 64
7.6 ANNEXES ...................................................................................................................................... 68
7.6.1 Annex 1: Coupling the TM-12 engines to the TBMC12 bench ................................................................ 68
7.6.2 Annex 2: TM12-1, water-cooled single-cylinder engine, with variable compression .............................. 82
7.6.3 Annex 3: TM12-2, two-cylinders air cooled petrol engine ..................................................................... 160
7.6.4 Annex 4: Reference values for fuels ....................................................................................................... 162
7 PRACTICAL EXERCISES MANUAL
7.1 DESCRIPTION OF THE EQUIPMENT
7.1.1 Introduction
An internal combustion engine is a machine that transforms, after a
combustion process, the chemical energy of the fuel-air mix into mechanic energy. In
the combustion, the energy contained in the fuel is released by its ignition and later
oxidation inside the engine.
The importance of this type of engines is due to a series of advantages facing
another type of propellers:
- Operation range, due to the high calorific power of the fuels.
- Wide range of powers.
- Great quantity of constructive possibilities.
Referred to internal combustion alternative engines, we can differentiate,

according to the way in which the setting up is produced, between:
- Otto cycle, setting up by ignition.
- Diesel cycle, setting up by compression.
The engines test bench is a machine to which the internal combustion engine
is coupled and, from this setting up, we can obtain its features.
There are different norms referred to the tests execution procedure and to the
calculations to obtain different characteristics. The main objective of the engine test
is obtaining its characteristic curves, where the torque and power versus the
revolutions are measured.
7.1.2 Description of the unit
7-2
7-1
8 23
21
9
2
13 11
6
13
11 12
10
15
22
5-2
5-1
16
18
26
17-1
17-2
24
23
25
1. TM12: alternative internal combustion engine.
2. AFR-1: electromagnetic eddy currents brake.
3. Var: voltage/frequency variator.
4. CJ: Cardan joint.
5. FC: fuel connections.
5-1: petrol connection.
5-2: diesel oil connection.
6. DC: fuel tank.
7. C-1/C-2: flowmeter to measure the flow of fuel of the engine.
7-1: C-1 petrol flowmeter.
7-2: C-2 diesel oil flowmeter.
8. SAV: anti-damping supports. Their function is to damp the intensity of the

vibrations the engine and motor transmit to the frame.
9. SF-1: load cell, it measures the force exerted on the arm of the brake in order
to calculate the torque.
10. F: air filter, it filters the intake air to prevent foreign particles from entering
the engine.
11. AV-1: actuator arm controlled by the interface. It is used to pull the cable of
the accelerator.
12. H: hook of the accelerator. It is a device that allows the linear actuator to pull
the cable that opens the engine fuel intake.
13. BS: supporting structure with bearings that support the electromagnetic brake.
14. SV-1: velocity sensor to measure the velocity to which the engine rotates.
15. ST-1: temperature sensor to measure the air temperature at the intake.
16. ST-2: temperature sensor to measure the exhaust gases temperature.
17. ST-3: temperature sensor to measure the fuel temperature.
17.1 Petrol temperature.
17.2 Diesel oil temperature.
18. ES: exhaust silencer.
19. ST-5: temperature sensor to measure the room temperature.
20. SP-1: room pressure sensor.
21. SU: rigid connection between the frame of the TM12 engine and the frame of
the TBMC12 unit.
22. SC-1: flowmeter to measure the air flow at the intake.
23. GMP: manual pump for priming the diesel oil circuit.
24. AB-1: petrol pump.
25. PF: filter for the petrol.
26. SC-2: flowmeter to measure the exhaust gases flow.

7.1.3 Description of the process
The unit consists of the following main parts:
1. Internal combustion engine
It is the subject of study of this unit. Different engines according to the type of
combustion can be studied:
- SI engines or spark ignition engines.
- CI engines or compression ignition engines.
2. Braking unit
The element of the unit that offers load torque is an eddy current
electromagnetic brake. It is supplied by a variator that allows to control the supply
voltage and to vary its torque characteristics. The brake is coupled to the shaft of the
combustion engine by a double Cardan joint that transfers torque and power.
The power from the combustion is transformed into mechanical energy in the
engine. This energy is transferred through the coupling to the electromagnetic brake,
which transforms it in electromagnetic energy, which is finally transformed into heat
by Joule effect and dissipated to the atmosphere.
3. Air intake system
It allows the intake of fresh air in the engine. It contains the oxygen required to
generate the combustion.
4. System to remove the exhaust gases
It removes from the engine the substances generated during the combustion
and reduces the noise inherent to the gases flow.
5. Fuel supply system
It carries the required fuel to the internal combustion engine. It allows to

control the amount of fuel transferred.
6. Cooling system of the engine
It carries out the cooling required for the correct operation of the engine. A
forced water current removes the heat generated in the engine and transfers it to the
atmosphere in a radiator.
7. Start system
The engine includes its own electric starter motor that makes its operation
possible.
8. Instrumentation
There are several sensors that provide us measurements of the variables under
study.
7.1.4 Practical possibilities
- Practical exercise 1: Determination of the characteristic curves of an alternative

internal combustion engine for different intake degrees.
- Practical exercise 2: Determination of the efficiency, specific consumption and

ratio of an alternative internal combustion engine.
- Practical exercise 3: Determination of the volumetric efficiency of the engine and

the average effective pressure.
- Practical exercise 4: Study of the effect of the compression ratio on the

performance and power of an engine (TM3-03 or TM12-01 engine required).
OTHER PRACTICAL POSSIBILITIES:
- Familiarization with four strokes petrol and diesel engines.
- Comparison of the features of SI and CI engines.
- Comparison between single cylinder engines and two cylinders engines.
- Comparison between water-cooled and air-cooled engines.
- Study of cooling in alternative internal combustion engines (it requires the TM12-
01 engine).
- Analysis of the exhaust gases of an internal combustion engine (it requires the
TBMC-AGE accessory). Recommended for petrol engines.
- Analysis of an internal combustion engine exhaust gases opacity. Recommended

for diesel engines.
- Calculation of the heat contained in an internal combustion engine exhaust gases

(it requires the TBMC-CG accessory).
7.1.5 Specifications
Braking unit mounted on a frame made of stainless steel profiles painted with
epoxy. It is supported on vibration damping legs adjustable in height.
- AFR-1: electromagnetic eddy currents brake.
Maximum power: 11 kW.
- SV-1: velocity sensor to measure the velocity to which the engine rotates.
Slot optical sensor, ranged 0 to 6000 rpm.
- ST1, ST2, ST3, ST4, ST5, ST6, ST7: J type thermocouples.
- SC-1, SC-2: orifice plate type flowmeters for gases.
- LC: tension and compression load cell.
Range: 0-100 kg.
- SC-3/SC-4: flowmeter(s) to measure the flow of fuel of the engine.
- Range: 5-45 mL/min (Diesel)
20-160 mL/min (Petrol)
- SP-1: room pressure sensor.

- Fuel tank: approximate volume 3 liters.
7.1.5.1 TM-12, alternative internal combustion engine powered up 11 kW
The engines are supplied with their own frame with wheels to facilitate
their mobility and exchange.
7.1.5.1.1 TM12-1, water-cooled single-cylinder engine, with variable

compression
Type of engine Spark ignition/Compression ignition
Fuel Petrol/Diesel oil
No. of cylinders 1
No. of strokes 4
Type of air intake Naturally aspirated
Type of cooling Water
Starter Electric
Compression ratio Variable
Maximum torque ~30 N·m
Maximum power 5.8 kW/1800rpm CR=18:1
5.7 kW/1860 rpm CR=8:1
Cylinder bore 87.5 mm
Stroke 110 mm
7.1.5.1.2 TM12-2, two-cylinder, air cooled, petrol engine
Type of engine Spark ignition
Fuel Petrol
No. of cylinders 2
No. of strokes 4
Type of cooling Air
Starter Electric
Compression ratio 8.5:1
Maximum torque 49.9/2400
Maximum power 16.8 kW/3600rpm
Cylinder bore 80
Stroke 67
7.1.5.1.3 TM12-3, two-cylinder, air cooled, diesel engine
Type of engine Compression ignition
Fuel Diesel oil
No. of cylinders 2
No. of strokes 4
Type of cooling Air
Starter Electric
Compression ratio 19:1
Maximum torque 42 N·m
Maximum power 14 kW
Cylinder bore 85 mm
Stroke 75 mm
7.1.6 Dimensions and weights
TBMC12
 Dimensions:
- Height: 1200 mm.
- Width: 1000 mm
- Depth: 1000 mm
 Volume: 1.2 m3
 Weight: 500 Kg
TM12-01
 Dimensions:
- Height: 1700 mm.
- Width: 1400 mm
- Depth: 1000 mm
 Volume: 2.38 m3
 Weight: 500 Kg
7.1.7 Required services
- 400 VAC three-phase power supply.
- Tap water supply (only for the TM12-01 engine).
- Suitable fuel for the engine.
- Suitable oil for the engine.

7.2 THEORY
7.2.1 Introduction
An internal combustion engine is a machine that transforms the chemical

energy of the mix fuel-air into mechanic energy by means of a combustion process.
In the case of an internal combustion engine that carries out the work by
means of linear displacement of a piston, the engine is called alternative.
The evolution of the fluid in the internal combustion engines includes the
following stages: fuel mix admission in the cylinder, mix compression, combustion
and expansion and the last exhaust stage.
Between the internal combustion alternative engines, we can have several
important classifications:
According to the way the mixture is ignited:
- Compression ignition engine.
- Spark ignition engine.
The engines can be classified according to their work cycle:
- Two strokes: It requires two piston strokes to carry out a complete

thermodynamic cycle.
- Four strokes: It requires four piston strokes to carry out a complete

thermodynamic cycle.
Another classification would be according to the engine refrigeration type:
- Refrigeration by air: the cylinder blades are directly refrigerated by

means of a fan.
- Refrigeration by liquid: it carries out the refrigeration in an indirect

way by means of a liquid at which the engine gives up the heat.
We can classify the engines according to the cylinders number that they have,
as well as according to their disposition respect of the crankshaft.
7.2.2 Characteristic curves of an internal combustion alternative engine
Power and torque curves:
The most representative curves of an engine are those of power and engine
torque at full load. These curves are obtained by testing the engine in the conditions
of maximum opening of the regulator element of engine load.
The power curve grows in a progressive way almost constant until reaching
its maximum value, after which it quickly decreases. The torque curve is not so
pronounced, although it is concave. The maximum torque is at smaller rpm number.
Both maximum values are representative of the internal combustion engine.
Furthermore, the previous curves are generally accompanied by the

representation of the specific consumption curve.
Sometimes, the engine test is completed by obtaining the power and torque
curves at partial loads.
Characteristic curves of constant load degree:
To obtain the constant load degree characteristic curves in the test bench, the
regulator element of engine load is fixed (zipper of the engines of ignition by
compression CI and butterfly valve in the engines of induced ignition SI) at the
position that is desired to test and, acting on the resistant load regulation of the brake,
all of the admissible regimes field is gradually swept.
Corrected power:
Each Norm defines the reference atmospheric state to determine the engine
power.
If the test is carried out in conditions that are different from the reference
state ones in natural aspiration engines, the measured power value must be multiplied
by the correction factor k which the Norm indicates.
In Spain, the UNE 10059 “Determination of the engine power” norm is used,
which corresponds to the International Norm ISO 2534:1998 and DIN 70020.
7.2.3 Alternative internal combustion engines test bench
Combustion engines are designed to face multiple conditions and operations,

so, it is necessary to know the engine behavior, what is technically known as the
engine features.
The most important parameters taken into account in connection with the
engine features are the torque, power and fuel consumption according to the number
of revolutions.
The dynamometric brakes are the responsible of creating a resistant torque,

which provides the load to the engine. In different test revolution regimes, the engine
load is changed according to what it is able to move.
There are several types of brakes based on different principles:
- Friction brake or Prony.
- Hydraulic brakes.
- Electric brakes.
- Direct current brakes.
- Alternate current brakes.
- Foucault current brakes.

7.2.4 Main variables considered for the calculations with alternative internal
combustion engines
: rotation speed
: motor torque
: power
̇ : volumetric flow of air
̇ : mass flow of air
̇ : volumetric consumption of fuel
̇ : consumption (or mass flow of fuel)
: diameter of the piston
: stroke
: number of cylinders
: unit cylinder capacity
: total cylinder capacity
: volume of the combustion chamber
: compression ratio
: efficiency
: mean effective pressure
: volumetric efficiency
: specific consumption of the engine
absolute air-fuel ratio
stoichiometric air-fuel ratio
relative air-fuel ratio

7.2.5 Definition of the concepts and formulas
7.2.5.1 Motor torque
Torque exerted by the engine on its shaft. In an engine bench it can be

calculated as:
Where:
- : motor torque in (N·m)
- : force measured by the load cell (N)
- b: lever arm of the load cell with respect to the drive shaft (m)
7.2.5.2 Power
Mechanical power given by the engine in its shaft. It can be calculated as:
With:
- n in rpm
- M in N·m
- N in W
7.2.5.3 Volumetric flow of air ̇
Volume of air taken in by the engine per unit of time.
7.2.5.4 Mass flow of air ̇
Mass of air taken in by the engine per unit of time.
̇ ̇
With:
- ̇ in
- in
- ̇ in
Where refers to the density of the air taken in. Remember that will
depend on pressure and temperature. From the ideal gases equation it is
obtained that:
With:
- : pressure in atm
- temperature in K
- ideal gases constant R=

- in
- is the molar mass of air. epends on the degree of humidity, but

can be taken as average value.
7.2.5.5 Volumetric consumption of fuel ̇
Volume of fuel consumed by the engine per unit of time.
7.2.5.6 Consumption (or mass flow of fuel) ̇
Mass of fuel consumed by the engine per unit of time.
̇ ̇
Where refers to the density of the fuel.
- ̇ in
- in
- ̇ in
7.2.5.7 Stroke
Length travelled by the piston between the top dead center (TDC) and the
bottom dead center (BDC).
7.2.5.8 Unit cylinder capacity
Volume swept by the piston of a cylinder between the BDC and the TDC.
- in cm
- in cm
- in (c.c.)
7.2.5.9 Total cylinder capacity
Volume swept by the total of pistons of a motor between the BDC and the
TDC.
With: , in the same units.

7.2.5.10 Volume of the combustion chamber
Volume left by the piston of a cylinder above when it is at the TDC, that is
to say, the volume of the chamber where the combustion is generated.
7.2.5.11 Compression ratio
Ratio between the volume of the pistons above when located at the BDC
and the volume left above at the TDC.
With and in the same units.
7.2.5.12 Efficiency
Ratio between the energy extracted from the fuel and the maximum energy
that could be extracted.
With:
- in kW
- in
- ̇ in
7.2.5.13 Mean effective pressure
Mean pressure given in the combustion chamber corrected with the

mechanical efficiency of the engine.
- For four stroke engines:
( )
- For two stroke engines:
( )
With:
- in W
- in rpm
- in
- in Pa
7.2.5.14 Volumetric efficiency
Ratio between the volumetric flow taken in by the engine and the
maximum flow it could take in at reference conditions. This concept is usually
employed only associated to four stroke engines.
For a naturally aspirated engine the reference conditions will be the room
conditions and its expression will be:
̇
( )
Where refers to the air density at reference conditions.
With:
- ̇ in
- in rpm
- in
- in
7.2.5.15 Specific consumption of the engine
It is a measurement of the engine efficiency. It measures the relation

between the mechanical power generated and the fuel consumption.
̇
With:
- ̇ in
- in
- in g/kWh
7.2.5.16 Absolute air-fuel ratio
It measures the ratio between the mass consumption of fuel and the mass
consumption of air of the engine.
̇
̇
With ̇ and ̇ in the same units.
Sometimes an alternative concept is employed: the air-fuel ratio.
̇
̇
7.2.5.17 Stoichiometric air-fuel ratio
It is the theoretical relation between the burnt fuel mass and the theoretical
air mass required to burn the fuel according to the stoichiometry of the reaction.
̇
( )
̇
7.2.5.18 Relative air-fuel ratio
It is the relation between the absolute air-fuel ratio and the stoichiometric
air-fuel ratio. It is used to measure how close the ratio is from the stoichiometric
conditions.
7.3 OPERATION
7.3.1 Procedure prior to the practical exercises
Recommendation: in order to obtain correct data the engine must be warm

before starting a practical exercise. It the engine is cold, it must be started manually
and leave it work until it gets warm. The procedure to start the engine manually is
explained in the ANNEXES.
IMPORTANT: when starting the engine manually, warm it up with the

interface switched off.
IMPORTANT: the engine must be always stopped before switching on the

interface and software.
1) Read section 7.4 (Main instructions, warnings and precautions) before starting the
practical exercises.
2) Check that there is enough oil in the combustion engine.
3) Check that the suitable tank for the engine under study has enough fuel.
4) Check that the air inlet is clean and nothing blocks it.
5) Prepare the combustion engine for the start:
- Open the valves in the pertinent engine fuel line according to the fuel that the
engine uses.
- Check that the flow meter needle valve is open.
6) It the engine is water cooled (TM12-01), check that it is connected to the tap
water supply, the valves are open and there is enough flow of water for the engine
(check the connections in the annex referred to the engine).
7.3.2 Use of the software
The screen below will be shown when the SCADA TBMC software is run:
7.3.2.1 Control of the unit
To control the unit the user must act on the accelerator (AV-1) and the brake
(AFR-1). It will be always done through the screen of the software. To be able to
activate the accelerator and brake buttons the START button must be pressed before.
(NOTE: when the system is in STOP the user cannot control the accelerator and
the brake).
7.3.2.2 Control of the fuel intake (accelerator)
Observe the part of the screen where AV-1 is indicated. This actuator allows to
activate the accelerator of the combustion engine by opening or closing the intake:
Opening of the fuel intake (to accelerate): the lever you can see in the box
must be to the left (Acel position). Every time you want to open the intake one
more step, press the button RUN. You can leave the button RUN pressed for a
continuous opening.
Closing of the fuel intake (to brake): the lever you can see in the box must be
to the right (Dec position). Every time you want to close the intake one more
step, press the button RUN. You can leave the button RUN pressed for a
continuous closing.
The minimum and maximum values for the opening of the intake are indicated
at the bottom of the box. When the maximum value is reached, the indicator MAX
will turn on and the intake cannot be opened more. Similarly, when the indicator
MIN turns on, the intake will be completely closed and, therefore, the engine will be
at minimum fuel admission.
NOTE: when the TM12-01 engine works in CI mode it regulates the fuel
intake by itself, therefore it does not control it via software.
7.3.2.3 Control of the brake
To operate the brake, go to the part of the screen where AFR-1 is indicated.
To increase the braking action, press the arrow upwards. To decrease the
braking action, press the arrow downwards. A relative intensity within a 0-100 scale
appears in the box. It is the intensity at which the brake is being operated, 0 means
that the brake is not acting at all 100 means that the brake is acting at its maximum
capacity. Alternatively, we can control the action over the brake by dragging the
green bar of the screen upwards or downwards.
7.3.3 Operation
7.3.3.1 Starting a practical exercise
Refer to the start procedure in the annex that corresponds to the engine
employed.
7.3.3.2 Data collection
1) When the engine has been started, operate the accelerator (AV-1) until the
intake degree reaches the desired value and wait until the velocity is stable
around a new value.
2) Push the SIGNAL VS SIGNAL tab. In the box named SENSOR PLOT,
choose the pair of data that we want to visualize in the screen.
3) Push the button Take Point to register data at that point. All computerized
values of the unit, not only the ones selected, will be recorded.
4) Increase the action of the brake up to the desired degree operating on AFR-1.
That increase depends on the amount of points the user wants to take. A small
increment if we want to obtain a lot of points or a big increment if we just want
to obtain a few points.
5) Wait until the system is balanced and the velocity is stable again to a new
value. Push Take Point again to record data in the new operation point.
6) Repeat steps 5) and 6) as many times as points you want to obtain. To perform
all the practical exercises you wish, you may obtain a group of operation
points for a fixed intake degree. Therefore, do not operate the accelerator of
the engine (AV-1) during these steps.
7) Once the maximum point of the brake action is reached, close the intake
completely, operating the accelerator. Check that the engine stops.
8) Push the button STOP to stop the unit and visualize data.
7.3.3.3 Saving results
7.3.3.3.1 Saving data
To save data and analyze them afterwards push the button Save Data. Data will
be saved in .xy format. The file saved can be opened with a spreadsheet viewer/editor
to visualize data registered and be able to work with them.
7.3.3.3.2 Saving a plot
To save a plot in image format, first select the pair of values you want to
visualize in the plot and then push Print Plot.
7.3.3.4 Stop of the unit
Follow these steps:
1. Stop the engine as it is explained in the annex related to it (the

engine can be stopped via software or manually in case of
emergency).
2. Push STOP in the software screen.

7.4 MAIN INSTRUCTIONS, WARNINGS AND PRECAUTIONS
Before starting a practical exercise with the TBMC75 unit, the following
conditions must be fulfilled:
 The TBMC12 operation must be always supervised by a trained

professional who has read this manual.
 Take into account that fumes dangerous for our health are expelled
through the exhaust. When working with the unit, locate it outdoors or
in a place with ventilation enough to remove such fumes. Not following
this instruction entails danger of suffocation or poisoning.
 Close all the doors of the unit (and put all the protection covers) and
keep them close while the unit is working.
 IMPORTANT: do not increase the intake opening AV-1 without

increasing AFR-1 at the same time in the suitable proportion since the
engine could experience jerk with the subsequent risk for people and for
the unit itself.
 Do not touch the engine and exhaust ducts when the engine is working
(or it was working not long ago) since they work at high temperatures
and may cause burns. When the engine is stopped the user must wait till
the exhaust ducts and the engine itself cool down before touching them.
 Do not touch elements that may be conduct electrical voltage.
 Do not start the unit without coupling the engine and the braking unit
(refer to the coupling procedure in the annexes).
 Read the entire manual carefully before operating the unit.

 Read the engine instructions carefully. They can be found in the

corresponding annex.
 Verify that the work place where the TBMC12 is located is clean, dry
and free from liquid and gaseous substances.
 It is very important to use the suitable Individual Protection Equipment

before starting the TBMC12 unit.
 It is required to have a fire extinguisher of CO2 nearby.
 Petrol is highly flammable and its vapors can explode if they ignite.
Always store the petrol inside approved containers, in empty and well
ventilated rooms, away from sparks or flames.
 Do not fill the fuel tank with the engine in use or still hot, because if
some fuel is spilt and it touches the hot elements of the engine or comes
into contact with the ignition sparks, they can ignite. Do not start the
engine if there is fuel nearby.
7.4.1 Maintenance of the test bench
Before starting the engine, and making sure that it is cold, the following
checkups must be carried out:
- Check that the screws are tightened: engine support, fastening of the coupling
between engine and motor...
- Check the engine we are going to test by following the maintenance instructions
from the ANNEXES.
- Verify the correct state of the different components.
7.4.1.1 Oiling the support bearings of the TBMC12 unit
The bearings that support the brake of the TBMC12 unit must be periodically
lubricated with suitable oil. This is done through the grease nipple included in the
bearing.
7.4.1.2 Oiling the crossheads of the Cardan joint
The crossheads of the Cardan joint must be periodically lubricated with

suitable oil. This is done through the grease nipple included in the bearing.
7.5 LABORATORY PRACTICAL EXERCISES
7.5.1 Practical exercise 1: Determination of the characteristic curves of an

alternative internal combustion engine for different intake degrees
7.5.1.1 Objective
The objective of this practical exercise is to obtain the torque-velocity and

power-velocity characteristic curves of the combustion engine.
7.5.1.2 Required elements
The elements required to carry out the practical exercise will be:
- TBMC unit.
- Fuel and oil suitable for our engine (not supplied).
- Internal combustion engine (accessory).
7.5.1.3 Experimental procedure
1) Decide the number of points of the curves that will be taken depending on the
desired accuracy.
2) Record the readouts of the room conditions provided by the unit:
- Room temperature (ST-5)
- Room pressure (SP-1)
3) Follow the steps described in Data Collection in OPERATION section,

selecting the maximum intake (position MAX of actuator AV-1). Thus, the
curves of the engine at full intake are obtained (they are normally the ones
provided by the manufacturer).
4) Repeat the previous steps selecting a different intake degree in step 2). Save
data obtained with a different name to be able to visualize them afterwards.
7.5.1.4 Worksheet
Student: ________________ Year: __________
Engine employed Type of fuel
Full intake Intake degree B Intake degree C

n(rpm) M (N·m) N(kW) M (N·m) N(kW) M (N·m) N(kW)
Questions:
1. Plot and in function of velocity at full intake.
2. Compare the velocity at which the maximum torque and maximum power are
obtained. Which is higher?
3. Observing the curves obtained for the engine working at full intake:
- Record for the point where the maximum torque is given, the value of the
torque and the velocity at which it is obtained.
- Record for the point at which the maximum power is given, the value of the
power and the velocity at which it is obtained.
4. Calculate from the maximum power recorded in the previous point the value of
the maximum power of the engine, applying for that purpose the corresponding
correction factor:
Type of engine SI (Petrol) CI (Diesel oil)
Correction factor  99  T 
0,5
 99  T 
0, 7
K     K    
 ps  298   ps  298 
Where:
- T is the absolute temperature (in K) at the intake. The value of ST-1 must be
used, performing the corresponding change of units.
- ps is the atmospheric pressure for dry air measured in kPa, it is the

atmospheric pressure minus the steam pressure at the intake temperature.
: it is obtained from the room pressure sensor, performing the change to kPA.
: it is obtained by looking up in a table/chart the steam pressure at room

temperature.
5. Compare data recorded in the previous point with those provided by the
manufacturer (look up in Specifications section data provided for each engine).
6. Draw the torque and power curves for the different intake degrees employed.
7. Compare the curves obtained at different intake degrees and explain how the
torque curve and the power curve change with the intake degree.
7.5.2 Practical exercise 2: Determination of the efficiency, specific consumption

and ratio of an alternative internal combustion engine
7.5.2.1 Objective
The objective of this practical exercise is to represent the following parameters

of the engine in function of the velocity:
Efficiency
Specific consumption
Relative ratio
- TBMC unit.
- Internal combustion engine (accessory).
desired accuracy.
2) Follow the steps described in Data Collection in the OPERATION section

taking into account:
- To choose in the first step of the data collection process (7.3.4.2) the maximum
intake (position MAX of the AV-1 actuator).
- To record in a table the following data for each operation point:
a) ̇ : the flow of fuel consumed by the engine in mL/min
b) N: power in kW
c) n: velocity in rpm (SV-1)
d) ̇ : flow of air at the intake (SC-1)

7.5.2.4 Worksheet
Student: ________________ Year: __________
Engine employed Type of fuel Fuel density Stoichiometric ratio

(kg/m3) of the fuel
n(rpm) N ̇ ̇ ƞ gef ̇ ̇ F Fr
(kW) (mL/min) (g/h) (g/kWh) 3
(m /h) (g/h)
Questions:
1. Complete the table calculating the consumption ̇ values in g/s. For that
purpose, the density of the fuel employed must be consulted (refer to
ANNEXES).
̇ ̇

̇ in
in
̇ in
2. Complete the table calculating the values of the thermal engine efficiency. For
that purpose the lower calorific value of the fuel must be consulted (refer to
ANNEXES). Pay attention to the units, the efficiency must be dimensionless.
Where:
- in kW
- in
- ̇ in
3. Complete the table calculating the values of the specific consumption. This
variable is always expressed in g/kWh.
Where:
- ̇ in
- in
- in g/kWh
4. Complete the table calculating the values of the air mass flow at the intake: ̇
in g/h.
̇ ̇
Where:
- ̇ in
- in
- ̇ in
Where refers to the density of the air taken in. Remember that will depend
on pressure and temperature. From the ideal gases equation it is obtained that:
Where:
- : pressure in atm
- temperature in K
- constant of the ideal gases R=
- in
- : molar mass of air. depends on the degree of humidity, but we

can take as mean value.
5. Complete the table calculating the absolute ratio. The ratio is dimensionless, so
you must make sure that both mass flows are in the same units.
̇
̇
6. Complete the table calculating the relative ratio. You must consult the
stoichiometric ratio ( of the fuel in ANNEXES.
7. Plot in function of velocity the values of , and .
8. Explain the relation between the maximum efficiency point and the minimum
effective consumption point.
9. Explain the relation between the minimum effective consumption point and the
maximum torque point.
7.5.3 Practical exercise 3: Determination of the volumetric efficiency of the

engine and the average effective pressure
7.5.3.1 Objective
The objective of this practical exercise is to obtain and plot versus velocity:
o Volumetric efficiency
o Effective average pressure
- TBMC unit.
- Internal combustion engine (accessory)
desired accuracy.
2) Follow the steps described in Data Collection in the OPERATION section.

7.5.3.4 Worksheet
Student: _______________ Year: __________
Engine employed Type of fuel
n(rpm) N ̇ ̇
(kW) 3
(m /h) (g/h)
Questions:
1. Complete the table calculating the values of the mass flow at the intake: ̇ in
g/h.
̇ ̇
Where:
- ̇ in
- in
- ̇ in
Where refers to the density of the air taken in. Remember that depends
on pressure and temperature. From the ideal gases equation we have that:
Where:
- pressure in atm
- temperature in K
- constant of the ideal gases R=
- in
- : molar mass of the air. depends on the degree of humidity, but

can be taken as mean value.
2. Calculate the displacement of the engine.
- in cm
- in cm
- in (c.c.)
* Look up the values of and for each engine in the Specifications section.
3. Complete the table calculating the volumetric efficiency values.
̇
( )
Where refers to the density of air in the reference conditions.
Where:
- ̇ in
- in rpm
- in
- in
- Complete the table calculating the values of the average effective pressure.
For four stroke engines:
( )
For two stroke engines:
( )
Where:
- in W
- in rpm
- in
- in Pa
4. Plot and in function of velocity.

7.5.4 Practical exercise 4: Study of the effect of the compression ratio on the
performance and power of an engine
7.5.4.1 Objective
The objective of this practical exercise is to plot the torque, power and
performance curves in function of the speed for two different values of the
compression ratio of a spark ignition engine and to compare the results.
- TBMC unit.
- Internal combustion engine.
For TBMC3:
TM3-03, Air-cooled single-cylinder four-stroke petrol engine, with variable

compression.
For TBMC12:
TM12-1, Water-cooled single-cylinder engine, with variable compression.
1) Set the value of the compression ratio of the engine to a value suitable for
the mode (procedure and values indicated in the annex related to the
engine). Record the value of the compression ratio employed.
2) Follow the steps described in Data Collection in the OPERATION section

taking into account that you may:
• Select the maximum intake (position MAX of the actuator AV-1).
• Record in a chart for each operation point:
a) ̇ : the flow of fuel consumed by the engine in mL/min.
b) N: power in kW.
c) n: velocity in rpm (SV-1).
d) ̇ : air flow at the intake (SC-1).
3) Repeat the steps 2) and 3) for different values of the compression ratio
within the operation range suitable to the fuel.
7.5.4.4 Worksheet
Student: ___________________ Year: __________
n(rpm) N ̇ ̇ ƞ n(rpm) N ̇ ̇ ƞ
(kW) (g/h) (kW) (mL/min) (g/h)
(mL/min)
Questions:
1. Complete the charts calculating the consumption values in g/s. For that
purpose, refer to the density of the fuel employed in the ANNEXES.
̇ ̇
̇ in
in
̇ in
2. Complete the charts calculating the values of the thermal engine performance.
To that end, refer to the lower heating value of the fuel (refer to ANNEXES).
Pay attention to the units, the efficiency must be dimensionless.
Where:
- in kW
- in
- ̇ in
3. Plot power and performance versus velocity for different values of the
compression ratio.
4. Plot the efficiency of the engine in function of the compression ratio.

7.6 ANNEXES
7.6.1 Annex 1: Coupling the TM-12 engines to the TBMC12 bench
IMPORTANT: make sure that the engine is stopped, cold and electrically
disconnected.
Follow the steps below to couple a TM12 engine to the TBMC12 engine
bench:
1. Place the TM12 engine and the TBMC12 unit facing each other.
2. Check that the height of the front metal sheet of the TBMC12 unit coincides
with the reference marks in the TM12 frame. If the height is suitable skip to step
5. If the height is not correct proceed to adjust it.
3. Raise the TBMC12 unit slightly with a mechanical lift.
4. Adjust the height of the legs as it corresponds.

5. Check that the height has been correctly adjusted by verifying that you can
close the six fasteners that couple the TBMC12 unit with the TM12 engine.
6. Open the fasteners again before skipping to the next step.
7. Align the marks of the two halves of the Cardan joint.
8. Introduce the half with the ribbed end into the half with the hole to lodge it.
9. While one or two people lift slightly the Cardan joint so that it is introduced
straight, another person must push the frame of the TM12 engine towards the
TBMC12 unit.
10. Close the 6 fastenings (3 at each side) to couple the TBMC12 frame to the
TM12 engine frame.
11. With the corresponding clamp, attach the air intake flexible tube (yellow
tube) to the gases intake element located in the frame of the brake. Tighten the
coupling clamp thoroughly with a no. 10 open-end wrench.

12. Connect with the quick release fitting the exhaust of the TM12 to the stainless
steel flexible tube of the TMBC12, which will collect the exhaust gases. To
perform this connection, pull the movable part of the female connector while
it is introduced in the male connector at the outlet of the engine.
13. Connect the cable of the engine accelerator to the linear actuator hook of the
TBMC12 unit. For that purpose, introduce the cable through the guide.
NOTE: if the TM12-01 engine is set in CI mode, omit this step.


14. Connect the corresponding fuel circuit to the engine.


15. Open all the valves of the corresponding fuel circuit (do not forget to check
that the valve of the corresponding flowmeter is open).
7.6.2 Annex 2: TM12-1, water-cooled single-cylinder engine, with variable

compression
7.6.2.1 General description of the engine
10
11
2
4
9
3
6
17
18
5
12
13
14
15
16
1. Engine block
2. Cylinder head
3. Electric starter motor
4. Coupling to the starter motor
5. Emergency stop pushbutton in petrol mode
6. Inertia flywheel
7. Cooling water inlet to the engine
8. ST-7, temperature sensor for the cooling water inlet
9. Valve to open the cooling water inlet
10. Decompression lever
11. Compression ratio variator
12. Cooling water outlet from the engine
13. ST-6, temperature sensor for the cooling water outlet
14. Duct for the engine exhaust gases
15. Damping supports
16. ST-4, oil temperature sensor
17. Dipstick to measure the oil level
18. Case venting system

7.6.2.2 General operation
7.6.2.2.1 Required fuel
The engine can be configured to be used both with petrol and with diesel oil
(refer to the sections below to know how to change the operation mode).
IMPORTANT: depending on the fuel employed the compression ratio

range in which the engine can be used is different:
Fuel Compression ratio range
Petrol 6:1 – 9:1
Diesel oil 17.5:1 – 19.5:1
7.6.2.2.2 Required oil
Grade required SAE40 (depending on prevailing atmospheric temperature

10W40 or 20W40 can be used).
Quantity required: 3.5 L.
7.6.2.2.3 Oil level verification
Before using the engine always verify that there is enough oil level. For that
purpose, extract the dipstick and check that the oil reaches the level between the
maximum and minimum marks.
7.6.2.2.4 Cooling of the engine
The engine must be cooled with water. For that purpose it has a water inlet and
outlet. Connect the water inlet to the mains and pour the outlet water in an
appropriate place. A cooling flow between 100 and 200 liters/hour must be provided
to the engine whenever it is working.
IN
OUT
IN: cold water inlet to the engine. Connect to the tap water supply.
OUT: hot water outlet from the engine. Discharge in an appropriate place
according to the corresponding law.
IMPORTANT: the engine must be cooled whenever it is working. Check

that it is connected to a water supply and both the engine passage valve and the
installation valve are open.
7.6.2.2.5 Electrical connections
The TM12-01 engine must be connected to a three-phase power supply at

400V to provide the electric starter motor with the power required and to generate the
spark in SI mode. Use its three-phase connection.
Besides, both the starter motor and the spark must be controlled. To that end,
connect the terminal of the engine START ENGINE AND SPARK from the engine to
the interface of the TBMC12 unit.
7.6.2.3 Engine working in SI mode (petrol)
7.6.2.3.1 Parts of the engine working in SI mode (petrol)
2
1. Spark plug
2. Ignition distributor
3. Carburetor
4. Cable of the accelerator
5. Passage valve for the petrol

7.6.2.3.2 Start of the unit in SI mode
IMPORTANT: make sure that the unit is correctly configured to work in

petrol mode.

range at which the engine can be used is different:
Petrol 6:1 – 9:1
Diesel oil 17.5:1 – 19.5:1
1) Select the TM12-01 engine in petrol mode when opening the software.
2) Check that the petrol circuit valves are open (included the flowmeter valve).
3) Run the software and activate the actuator AV-1 to the maximum position as it
is explained in OPERATION.
4) Lift the lever of the decompression device as it is shown in the picture.
5) Push PRESS TO START ENGINE in the software (it is the button highlighted
in the picture below).
6) The pump will start to supply petrol from the tank to the carburetor
automatically and during a few seconds. The screen will be like the one below:
7) After those few seconds the starter motor will start. When the system has
gained some velocity, push down the lever of the decompression device. Then
the motor will be started.
8) Check that the combustion engine starts. After a few seconds the electric
starter motor will be decoupled and it will be automatically stopped.
NOTE: if the engine is too cold the starting process might be a bit difficult. In that
case, use the starter of the carburetor to facilitate the cold start.
For that purpose:
A) Just after step 4) lift the pushbutton of the starter in the carburetor.
B) Follow the other steps in the same way, pushing down the pushbutton of the
starter once the combustion engine is started.
7.6.2.3.3 Stopping the engine in SI mode
If the engine needs to be stopped when it is working in petrol mode, it can be

done via software or manually.
7.6.2.3.3.1 Stopping via software
Push the button PRESS TO STOP THE ENGINE in the software screen.
7.6.2.3.3.2 Manual stop
Press the emergency pushbutton in the engine to stop it.

7.6.2.4 Engine working in CI mode (diesel oil)
7.6.2.4.1 Parts of the engine working in CI mode (diesel oil)
1 3
2
3
4
7
5
1. Diesel oil injector
2. Diesel oil high pressure duct
3. Return from the injector to the filter
4. Diesel oil pump

5. Diesel oil filter
6. Diesel oil pump suction duct
7. Duct for the inlet of diesel oil into the filter
8. Duct for the inlet of air to the engine
7.6.2.4.2 Starting the unit in CI mode
IMPORTANT: make sure that the unit is correctly configured to work in

diesel mode.

range at which the engine can be used is different:
Petrol 6:1 – 9:1
Diesel oil 17.5:1 – 19.5:1
1. Select the TM12-01 engine in diesel oil mode when opening the software.
2. Check that the diesel oil circuit valves are open (included the flowmeter
valve).
3. Run the software.
4. Lift the lever of the decompression device.
5. Push PRESS TO START ENGINE in the software.

6. The starter motor will start, driving the combustion engine too. When some
velocity is gained push down the lever of the decompression device.
7. Check that the combustion engine starts. A few seconds later the electric
starter motor will be uncoupled and stopped automatically.
7.6.2.4.3 Stopping the engine in CI mode
If you need to stop the engine when working in diesel oil mode, push with your
hand the lever located at the front of the engine door indicated as DIESEL STOP.
7.6.2.4.4 Filling the diesel oil circuit and purging the air
If the user has switched the operating mode from SI to CI, please fill the diesel
oil circuit and purge the air inside before starting the engine.
7.6.2.4.4.1 Purging the air of the low pressure circuit
1. Make sure that the engine is stopped, cold and disconnected from the power
supply.
2. Make sure that the valve that allows the flow of diesel oil from the flowmeter
to the engine is open.
3. Make sure that the diesel oil flowmeter valve is open.

4. Fill the corresponding tank with diesel oil.
5. Loosen the purge plug of the pump with a screwdriver.
6. Tighten with your hand the priming manual pump several times till it starts
pouring fuel through the previously loosened plug. This means that the low
pressure circuit has been filled with diesel oil, expelling the air outside.
7. Close the purge plug of the pump with the screwdriver.

7.6.2.4.4.2 Purging the air from the high pressure circuit
After performing the low pressure circuit purge the engine might not be started
yet due to the presence of air in the high pressure circuit. Having the low pressure
circuit purged, try to start the engine as it is indicated in the Starting of the unit in CI
mode section. If it is not possible to start the engine, the high pressure circuit should
be purged.
To that end, follow these steps:
1. Loosen the nut that fastens the high pressure duct to the injector with a no.18
wrench.
IMPORTANT: do not remove the nut since diesel oil will flow through the
circuit at high pressure.
2. Follow the procedure indicated in the Starting the unit in CI mode section.
3. Wait till diesel oil starts to drip through the nut loosened in the step 1.
4. Tighten the nut.

5. Stop the engine following the procedure indicated in the Stopping the engine in
CI mode section.
7.6.2.5 Changing from CI mode to SI mode
Please follow the steps below to change the engine from diesel oil to petrol:
IMPORTANT: make sure that the engine is stopped, cold and disconnected
from the power supply.
1. Close the valve of the diesel oil circuit and disconnect the diesel oil circuit of
the TBMC12 unit.
2. Loosen the clamp of the flexible air intake hose with a no. 10 wrench.
3. Remove the flexible hose from the engine by pulling from it.
4. Remove from the filter the return duct coming from the diesel oil injector.
5. Loosen the connection of the high pressure tube with the diesel oil injector.
Use a no. 19 wrench.
6. Loosen the connection of the high pressure tube with the pump. Use a no. 17
wrench.
7. Remove the high pressure duct that connects the pump to the injector.
8. Loosen the nuts that fasten the diesel oil injector to the engine with a 1/4 BFW
(5/16 BFS) wrench.
9. Remove the diesel oil injector from the engine.

10. Put the spark plug in the lodge where the injector was located.
IMPORTANT: make sure that the sealing washer is located in the space
between the engine and the spark plug.
11. Use the same washers and nuts that fastened the diesel oil injector to the
engine to fasten the spark plug to it.

12. Connect the spark plug to the ignition distributor.

13. Disconnect from the filter the low pressure tube that carries the diesel oil to
the pump. Use a no. 13 wrench.
14. Put the protection cap of the filter using a no. 17 open-end wrench.
15. Loosen the nuts that fasten the diesel oil pump to the engine with a 1/4 BFW
(5/16 BFS) wrench.
16. Remove the pump from its support. Tighten the bellows with your hand to
remove it.
17. Remove the support joints for the diesel oil pump.
18. Put the cover in the diesel oil pump support and fix it with the nuts that
fastened the pump.
19. Put the carburetor in the air intake tube of the engine.

20. Fasten with your hand the knobs that fix the carburetor to the engine.
21. Connect the air intake flexible hose to the carburetor.

22. Fasten the clamp of the air intake flexible hose to the carburetor with a no. 10
wrench.
23. Connect the carburetor to the petrol circuit.

24. Connect the petrol duct from the TBMC12 unit to the engine.
25. Open the valves of the petrol circuit.

26. Connect the cable of the accelerator that leaves from the carburetor to the
hook of the linear actuator of the TBMC12 unit. For that purpose, first pass the
cable through the guide.


7.6.2.6 Changing from SI mode to CI mode
IMPORTANT: when the engine is configured in CI mode it will regulate

the fuel intake degree independently and, therefore, there will be no control
over the intake through the interface and the linear actuator (AV-1) will not be
operative.
Please follow the steps below to change the engine from petrol to diesel oil:
1. Make sure that the engine is stopped, cold and disconnected from the power
supply.
2. Close the valves of the petrol circuit.

3. Decouple the connections of the petrol circuit.


4. Loosen the clamp of the air intake flexible hose of the carburetor with a no. 10
wrench.
5. Remove the flexible hose of the carburetor.

6. Loosen the knobs that fasten the carburetor to the engine.

7. Remove the carburetor from the engine by pulling from it.

8. Remove the cover of the support for the diesel oil pump. The nuts must be
removed with the aid of a 1/4 BFW (5/16 BFS) wrench.
9. Put the gaskets on the support for the diesel oil pump.
10. Put the diesel oil pump on the gaskets. Press the bellows with your hand to
locate it.
11. Put and fasten the nuts that attach the diesel oil pump to the engine with a 1/4
BFW (5/16 BFS) wrench.
12. Remove the filter protection plug with a no. 17 open-end wrench.
13. Connect the low pressure tube that carries the diesel oil to the pump to the
filter. Tighten that connection with a no. 13 wrench.
14. Remove the nuts that fasten the spark plug to the engine with a 1/4 BFW (5/16
BFS) wrench.
15. Extract the spark plug.
16. Disconnect the spark plug from the ignition distributor pulling from its cable.
Remove the spark plug because it will not be necessary in CI mode.

17. Introduce the high pressure diesel oil injector in the same space where the
spark plug was located.
IMPORTANT: make sure that the sealing washer is located in its space
between the engine and the injector.
18.Use the same nuts and washers used to fasten the spark plug to couple the
injector to the engine.
19. Put the high pressure duct that connects the pump to the injector.
20. Tighten the connection of the high pressure tube with the pump using a no. 17
wrench.
21. Tighten the connection of the high pressure tube with the diesel oil injector
using a no. 19 wrench.
22. Connect the return tube from the diesel oil injector to the filter.

23. Connect the air intake flexible hose to the intake tube of the engine. Fasten the
connection clamp with a no. 10 wrench.
24. Connect the diesel oil duct from the TBMC12 unit to the engine.
25. Open the valve that corresponds to the diesel oil.
26. Proceed to fill the diesel oil circuit following the instructions from the Filling
the diesel oil circuit and purging the air section.
7.6.2.7 Changing the compression ratio of the engine
IMPORTANT: depending on the fuel employed the compression ratio range at

which the engine can be used is different:
Petrol 6:1 – 9:1
Diesel oil 17.5:1 – 19.5:1
Follow the steps below to change the compression ratio to the desired value:
1. Determine the height to be maintained from the reference pin in the table.
2. Release the M8 bolt on the guide clamp by means of the torque wrench
provided. Use a no. 6 Allen wrench.
3. Rotate the pinion gear clockwise to decrease the compression ratio and anti-
clockwise to increase the compression ratio. Use the ratchet wrench provided.
4. Adjust till the desired reference height is obtained. Check the dimension by
means of the depth micrometer provided.
5. Tighten the M8 bolt on the slit clamp over the guide pin to lock the position.
7.6.3 Annex 3: TM12-2, two-cylinders air cooled petrol engine
7.6.3.1 Required fuel
- Clean, fresh, unleaded gasoline.
- Octane rating of 87 (R+M)/2 or higher.
- Research Octane Number (RON) 90 octane
7.6.3.2 Required oil
High-quality detergent oils (including synthetic) of API (American

Petroleum Institute) service class SJ or higher are acceptable. Select viscosity based
on air temperature at time of operation as shown in table below.
7.6.3.3 Oil level verification
NOTE: To prevent extensive engine wear or damage, never run engine

with oil level below or above operating range indicator on dipstick.
Ensure engine is cool. Clean oil filling/dipstick areas of any debris.
1. Remove dipstick; wipe oil off.

a. Press-in cap: reinsert dipstick into tube; press completely down.
Or
b. Thread-on cap: reinsert dipstick into the tube; rest cap on tube, do not
thread cap onto tube.
2. Remove dipstick; check oil level. Level should be at top of indicator on

dipstick.
3. If oil is low on indicator, add oil up to top of indicator mark.
4. Reinstall dipstick and tighten securely.

7.6.4 Annex 4: Reference values for fuels
Reference average values for the fuels. The exact value will depend on the
specific fuel employed.
Fuel Diesel oil Petrol
Density (kg/m3) 832 750
LCV (lower calorific value) 10000 10500

(kcal/kg)
Stoichiometric ratio 1/14.5 1/14.6

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PRACTICAL EXERCISES MANUAL

Unit ref.: TBMC12 Date: June 2016 Pg: 1 / 162

Unit ref.: TBMC12 Date: June 2016 Pg: 2 / 162

7 PRACTICAL EXERCISES MANUAL

7.1 DESCRIPTION OF THE EQUIPMENT

Referred to internal combustion alternative engines, we can differentiate,

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7.1.2 Description of the unit

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Unit ref.: TBMC12 Date: June 2016 Pg: 5 / 162

Unit ref.: TBMC12 Date: June 2016 Pg: 6 / 162

Unit ref.: TBMC12 Date: June 2016 Pg: 7 / 162

Unit ref.: TBMC12 Date: June 2016 Pg: 8 / 162

1. TM12: alternative internal combustion engine.

2. AFR-1: electromagnetic eddy currents brake.

3. Var: voltage/frequency variator.

4. CJ: Cardan joint.

5. FC: fuel connections.

5-1: petrol connection.

5-2: diesel oil connection.

6. DC: fuel tank.

7. C-1/C-2: flowmeter to measure the flow of fuel of the engine.

7-1: C-1 petrol flowmeter.

7-2: C-2 diesel oil flowmeter.

8. SAV: anti-damping supports. Their function is to damp the intensity of the

Unit ref.: TBMC12 Date: June 2016 Pg: 9 / 162

the cable that opens the engine fuel intake.

16. ST-2: temperature sensor to measure the exhaust gases temperature.

17. ST-3: temperature sensor to measure the fuel temperature.

17.1 Petrol temperature.

17.2 Diesel oil temperature.

18. ES: exhaust silencer.

19. ST-5: temperature sensor to measure the room temperature.

20. SP-1: room pressure sensor.

22. SC-1: flowmeter to measure the air flow at the intake.

24. AB-1: petrol pump.

25. PF: filter for the petrol.

26. SC-2: flowmeter to measure the exhaust gases flow.

Unit ref.: TBMC12 Date: June 2016 Pg: 10 / 162

7.1.3 Description of the process

The unit consists of the following main parts:

1. Internal combustion engine

- SI engines or spark ignition engines.

- CI engines or compression ignition engines.

Unit ref.: TBMC12 Date: June 2016 Pg: 11 / 162

3. Air intake system

4. System to remove the exhaust gases

5. Fuel supply system

It carries the required fuel to the internal combustion engine. It allows to

6. Cooling system of the engine

Unit ref.: TBMC12 Date: June 2016 Pg: 12 / 162

7.1.4 Practical possibilities

- Practical exercise 1: Determination of the characteristic curves of an alternative

- Practical exercise 2: Determination of the efficiency, specific consumption and

- Practical exercise 3: Determination of the volumetric efficiency of the engine and

- Practical exercise 4: Study of the effect of the compression ratio on the

OTHER PRACTICAL POSSIBILITIES:

- Familiarization with four strokes petrol and diesel engines.

- Comparison of the features of SI and CI engines.