LAB MANUAL

THERMAL ENGINEERING LAB MANUAL

III B.Tech I SEM

DEPARTMENT OF MECHANICAL ENGINEERING

To be a centre for excellence in preparing the graduates professionally committed,

intellectually adept and ethically balanced with high standards by imparting quality education

with international standards to excel in their career to meet the challenges of the modern

world and adapt to the technologically changing environment.

M1: To strive hard to produce technically trained human resources to serve the present and

future global needs by providing quality education.

M2: To provide value based training in technological advancements and employment

opportunities to students by strengthening institute’s interaction with industries.

M3: To disseminate knowledge of need based technical education, innovative learning and

research & development.

INSTITUTE VISION

INSTTUTE MISSION

To excel in preparing mechanical engineering graduates with core knowledge, advanced

skills and professional ethics in order to meet the ever changing industrial demands and social

needs.

M1: To provide the students with the best of knowledge by imparting quality education in

the area of Mechanical Engineering and allied fields.

M2: To facilitate the students by providing the interaction with Mechanical Engineering

related companies to be part of technological advancements which enhances employment

opportunities.

M3: To inculcate self learning abilities, leadership qualities and professional ethics among

the students to serve the society.

DEPARTMENT VISION

DEPARTMENT MISSION

PEO1: To

make the graduates who are equipped with technical knowledge and engineering skills

through the program to achieve a successful career in the field of mechanical engineering.

PEO2: To participate in ongoing developments of mechanical engineering to be strong with

the fundamentals and relate it with the present trends.

PEO3: To gain the practical knowledge through the program by identifying, formulating and

solving mechanical engineering related problems.

PROGRAM EDUCATIONAL OBJECTIVES

PO1: Engineering knowledge: Apply the knowledge of mathematics, science, engineering

Fundamentals and an engineering specialization to the solution of complex engineering

problems.

PO2: Problem analysis: Identify, formulate, review research literature, and analyze complex

Engineering problems reaching substantiated conclusions using first principles of

Mathematics, natural sciences, and engineering sciences

PO3: Design/development of solutions: Design solutions for complex engineering problems

and design system components or processes that meet the specified needs with appropriate

consideration for the public health and safety, and the cultural, societal, and environmental

considerations.

PO4: Conduct investigations of complex problems: Use research-based knowledge and

research methods including design of experiments, analysis and interpretation of data, and

synthesis of the information to provide valid conclusions

PO5: Modern tool usage: Create, select, and apply appropriate techniques, resources, and

modern engineering and IT tools including prediction and modeling to complex engineering

activities with an understanding of the limitations.

PO6: The engineer and society: Apply reasoning informed by the contextual knowledge to

assess societal, health, safety, legal and cultural issues and the consequent responsibilities

relevant to the professional engineering practice.

PO7: Environment and sustainability: Understand the impact of the professional

engineering solutions in societal and environmental contexts, and demonstrate the knowledge

of, and need for sustainable development.

Program Outcomes

PO8: Ethics: Apply ethical principles and commit to professional ethics and responsibilities

and norms of the engineering practice

PO9: Individual and team work: Function effectively as an individual, and as a member or

leader in diverse teams, and in multidisciplinary settings.

PO10: Communication: Communicate effectively on complex engineering activities with

the engineering community and with society at large, such as, being able to comprehend and

write effective reports and design documentation, make effective presentations, and give and

receive clear instructions.

PO11: Project management and finance: Demonstrate knowledge and understanding of

the Engineering and management principles and apply these to one’s own work, as a member

and leader in a team, to manage projects and in multidisciplinary Environments.

PO12: Life-long learning: Recognize the need for, and have the preparation and ability to

Engage in independent and life-long learning in the broadest context of technological

Change.

PSO1: Identify and analyze the real time engineering problems in Manufacturing, Design

and Thermal domains.

PSO2: Execute the work professionally as an employee in industries by applying

manufacturing and management practices.

PSO3: Gain the knowledge of latest advancements in Mechanical Engineering using

Computer Aided Design and Manufacturing.

COURSE OUTCOME

After completion of the course students will be able to

C206.1 Illustrate the viscosity of liquid lubricants.

C206.2 Understand the calorific values of solid and gaseous fuels.

C206.3 Analyse the flash and fire points of liquid fuels.

C206.4 Observe the carbon residue for fuels.

C206.5 Compare the depth penetration for different lubricants.

PROGRAM SPECIFIC OUTCOMES

CONTENTS

S. No. Name of The Experiment

1 I.C. ENGINES VALVE / PORT TIMING DIAGRAMS.

2 I.C. ENGINES PERFORMANCE TEST FOR 4 –STROKE SI

ENGINES.

3 I.C. ENGINES PERFORMANCE TEST FOR 2-STROKE SI

ENGINES.

4 ENGINE MORSE, RETARDATION, MOTORING TESTS.

5 I.C. ENGINES HEAT BALANCE –CI/SI ENGINES.

6 I.C ENGINES ECONOMICAL SPEED TESTS FOR FIXED LOAD

ON 4-S SI ENGINE.

7 I.C ENGINE EFFECT OF A/F RATIO IN A SI ENGINE.

8 PERFORMANCE TEST ON VARIABLE COMPRESSION RATIO

ENGINE.

9 IC ENGINE PERFORMANCE TEST ON A 4S CI

ENGINE AT CONSTANT SPEED.

10 VOLUMETRIC EFFICIENCY OF RECIPROCATING AIR-

COMPRESSOR UNIT.

11 DIS-ASSEMBLY / ASSEMBLY OF ENGINES.

12 STUDY OF BOILERS.

VARIABLE COMPRESSION RATIO ENGINE TEST RIG WITH DC

GENERATOR

Objective:

1. To demonstrate working of a variable compression ratio petrol engine.

2. To conduct performance test on the VCR engine under different compression ratio

from 2.5: 1 to 8: 1 & to draw the heat balance sheet.

Instrumentation:

1. Digital RPM Indicator to measure the speed of the engine.

2. Digital temperature indicator to measure various temperatures.

3. Differential manometer to measure quantity of air sucked into cylinder.

4. Burette with manifold to measure the rate of fuel consumed during test.

Engine specification:

ENGINE: GREAVES

BHP: 3HP

RPM: 3000 RPM

FUEL: PETROL

NO.OF CYLINDERS: SINGLE

BORE: 70 mm

STROKE LENGTH:66.7mm

STARTING: ROPE & SELF STARTING

WORKING CYCLE: FOUR STROKE

ENGINE COOLING:FORCED AIR COOLED

V C R HEAD COOLING: WATER COOLED

METHOD OF IGNITION: SPARK IGNITION

ORIFICE DIA: 20mm

COMPRESSION RATIO: 2.5:1 to 8:1

SPARK PLUG: MICO W 16022

CARBURATOR:GREAVES1320

GOVERNOR SYSTEM: MECHANICAL GOVERNOR

Dc generator specification:

TYPE: SELF EXCITED, DC COMPOUND, GENERATOR

POWER: 2.2KW

SPEED: 3000 RPM

RATED VOLTAGE: 220V DC

Resistance load bank specification:

RATING: 2.5Kw, 1∅ (single phase)

VARIATION: In 5 steps, by dc switches

COOLING: Air cooled

Observations:

Indicated power: IP

Brake power: BP

Specific fuel consumption: SFC

Actual Volume: Va

Brake thermal efficiency: bth

Indicated thermal efficiency: ith

Swept volume: Vs

Mechanical efficiency: mech

Volumetric efficiency: v

Frictional power: FP

Description

This engine is a four stroke single cylinder, air-cooled, spark ignition type petrol engine. It is

coupled to a loading system which is in this case is a DC GENERATOR, having a resistive

load bank which will take load with the help of dc switches and overhead cylinder head made

of cast iron is water cooled externally & has an is actuated by a screw rod mechanism to

change the clearance volume for also providing motoring test facility to find out frictional

power of the engine. The encounter piston above the original piston in the main engine. The

counter piston different compression ratios.

Air intake measurement:

The suction side of the engine is connected to an air tank .The atmospheric air is drawn into

the engine cylinder through the air tank. The manometer is provided to measure the pressure

drop across an orifice provided in the intake pipe of the Air tank the pressure drop is used to

calculate the volume of air drawn into the Cylinder.(orifice diameter is 20mm)

Fuel measurement:

The fuel is supplied to the engine from the main fuel tank through a graduated measuring fuel

gauge (Burette). By stopping the stop cock provided on the panel which stops the fuel to flow

from the tank, so that the fuel flows through the burette and the consumption can be

measured with respect to the time taken with the use of a stop watch.

Lubrication

The engine is lubricated by mechanical lubrication.

Lubricating oil recommended -SAE- 40 OR Equivalent.

Temperature measurement:

A digital temperature indicator with selector switch is provided on the panel to read the

temperature in degree centigrade, directly sensed by respective thermocouples located at

different places on the test rig

Thermocouple details

T1= water inlet temperature to calorimeter

T2= water outlet temperature from the calorimeter

T3=exhaust gas temperature. From engine inlet

T4=exhaust gas temperature from calorimeter outlet

Speed measurement:

A digital speed indicator is provided on the panel which will indicate the Speed of the engine

in terms of rpm with the help of a flux cut type sensor provided near the coupling.

Water flow measurement: Two rotameters are provided to measure the quantity of water flow, among them one is for

the engine auxiliary head and another one is for calorimeter. It has an acrylic body and has a

tapered bore graduated in terms of cc/sec.

Loading system:

The engine shaft is directly coupled to the DC Generator which can be loaded by

resistive load bank. The load can be varied by switching ON the

Load bank switches for various loads

Procedure:

1. Connect the instrumentation and DC supply power input plug to a 230v, 50 Hz AC

single phase AC supply. Now all the digital meters namely, RPM indicator,

temperature indicator, volt and ammeter display their respective readings

2. Connect the inlet & outlet water connections and allow sufficient quantity of water to

the engine auxiliary head and to the exhaust gas calorie meter.

3. Fill up the petrol to the fuel tank mounted side of the panel.

4. Check the lubricating oil level in the oil sump.

5. Start the engine & allow the engine to stabilize the speed i.e.2800 or 3000 RPM by

adjusting the accelerator. (With the help of motorized facility).

6. Keep the selector switch in the generator direction.

7. Apply 500Vw

8. Note down all the required parameters mentioned below.

a. Speed of the engine in RPM.

b. Load from ammeter in amps.

c. Voltage from voltmeter in volts

c. Fuel consumption from the fuel rate indicator

d. Quantity of airflow from the air rate indicator

e. Different temperatures from Temperature indicator

f. Spring Balance reading

9. Load the engine step by step with the use of dc switches provided on the load

bank keeping the speed constant such as

a. 1000W

b. 1500W

c. 2000W

Note down the corresponding readings at each loads

10. After taking all the readings remove the load by switching off the dc switches

one by one and also reduce the speed with help of accelerator arrangement

11. Now shut-off the fuel supply and after about 2 minutes switch off the engine by

using STOP switch.

12. Then after about 10-15 minutes shut-off water supply

13. Repeat the above procedure for different compression ratios.

14. To vary the compression ratio, rotate the indexing wheel to the required compression

ratio shown on the graduation scale

15. To change the compression ratio, switch off the engine and allow it to cool for some

time and then pull the lever at the rear end of the auxiliary head and then rotate the

indexing wheel and set the compression ratio to the required value with the use of a

graduated scale provided.

Engine performance test:

1. Brake power

BP=GEN

IV

1000 Kw

where, V=dc voltage in volts.

I =dc current in amps.

gen = Generator efficiency = 80%

2. Mass of fuel consumed.

mfc = T1000

3600 0.82X

Kg/ hr

Where, X = burette reading in cc

0.82 =density of diesel in gram / cc

T = time taken in seconds

3. Specific fuel consumption.

SFC=BP

mfc kg/kW hr

4. Swept volume

Vs= 6024

2

NLd

m

3/hr

Where d = diameter of bore = 70mm

L= length of stroke = 66.7mm

N=speed of the engine in RPM

5. Volumetric efficiency:

100Vs

av

V %

6.breake thermal efficiency:

cvmfc

BPbth

1003600 %

Where cv= calorific value of petrol = 43500kj/kg

BP = brake power in kw.

Tabular column for (performance test)

Sl. No. Load(w) V(volts) I(amps) N(rpm) H1 mm H2

mm T sec Rt1

Tabular column for (temperature)

SI. No. T1oC T2

oC T3

oC

Performance test results

Sl. No. load BP IP mfc sfc bth ith v mech

Objective:

To measure the FP of the given four stroke single cylinder petrol engine by MOTARING

TEST.

Procedure:

1. To conduct the motoring test, first connect the rectifier to the panel board

2. Remove the spark plug connection from the engine with the use of a switch provided

3. Keep the change-over switch in the motoring direction.

4. Slowly rotate the field excitation rheostat clock wise fully. Now slowly increase the

power using Variac provided in the rectifier circuit.

5. Increase the speed up to 2500 RPM and note down the armature current and

voltage.

6. Now slowly decrease the power on both rheostats to zero and turn the change-

over switch to OFF position.

Frictional power of the engine:

FP (ENGINE) =FP (TOTAL)-LOSSES IN MOTOR

Where, losses in motor= No load generator losses.

= 380 W=0.38 kW

=Total frictional power.

=1000

1 x VKW

There fore, FP........kW.

There fore

Indicated Power IP= BP + FP

Tabular Column: (For Motaring Test)

SL NO Speed in RPM

Armature Voltage

in volts.

Armature current

in amps.

MORSE TEST ON MULTI CYLINDER PETROL ENGINE

Aim:

To conduct Morse test on a multicylinder petrol engine and determine the indicated horse

power (IHP).

Objective:

The student will Be able to determine indicated horse power, brake horse power(BHP). and

frictional horse power (FHP).

Specifications:

Four stroke, four cylinders, water cooled Petrol engine.

Make: HM ISUZU

Bore: 84mm

Stroke: 82 mm

Capacity: 1500 CC

R.P.M: 1500 rpm

BHP: 10.0 HP 1500 rpm

Fuel: Petrol

Sp. Gr: 0.71

Engine output: W×N/ (2000×1.36) KW

Cal. Value: 10,300 Kcal/kg.

Equipment:

1. Engine — HM ISUZU four cylinder vertical petrol engine with provision to cut off

ignition to each cylinder

2. Hydraulic dynamometer coupled to the engine

3. Fuel flow meter

4. Cooling water arrangement for engine and dynamometer.

Procedure:

1. Check lubricating oil level, fuel level, cooling water system and the battery terminals

before starting.

2. Start the engine and allow to run for about 10 minutes at the rated speed to warm up

3. Load the engine at fall load and maintain the speed at rated rpm i.e., 1500 rpm by

adjusting the throttle and dynamometer loading wheel.

4. The engine to stabilize for a few minutes.

5. Cut-off ignition to cylinder no. I by lifting the respective switch.

6. Bring the engine again to the rated speed of 1500 rpm by reducing the load on

dynamometer. On no account throttle position should be changed. Note the

dynamometer reading

7. Restore ignition to cylinder 1 by closing the switch

8. Repeat the procedure for cylinder no's > 3, and 4. Note the dynamometer readings Col

each cylinder when they are cut-off.

9. From the data compute BHP of the engine and FHP and IHP of each cylinder.

Tabulation:

Speed at which trials are run 1500 rpm.

S.

No. condition Dynamometer load Power output

01 All cylinders working Kg A hp

02 1st cylinder cut-off Kg B hp

03 2nd

cylinder cut-off Kg C hp

04 3rd

cylinder cut-off Kg D hp

05 4th

cylinder cut-off kg E hp

Calculations:

BHP ---- WN/2000 (W - Dynamometer load Kg, N-speed rpm)

1 - IHP of 1st cylinder =A - B hp

2- IHP of 2nd cylinder = A - C hp

3 - IHP of 3rd cylinder = A - D hp

4 - IHP of 4th cylinder =A - E hp

Total IHP of Engine =1+2+3+4

Mechanical Efficiency = (Engine BHP / Engine HIP) x 100 %

Experiments may be repeated for various loads speeds.

S.NO PARTICULARS W kg N rpm ENGINE

OUTPUT KW

1 All cylinders working

2 1st cylinder cut-off

3 2nd

cylinder cut-off

4 3rd

cylinder cut-off

5 4th

cylinder cut-off

Input power of I St

cylinder (Indicated power) = KW

Input power of 2 nd

cylinder (indicated power) = KW

Input power of 3 rd

cylinder (Indicated power) = KW

Input power of 4 th

cylinder (Indicated power) = KW

Total Input Power = KW

Mechanical Efficiency = Engine output/Total input power

SINGLE CYLINDER 4STROKE PETROL ENGINE TEST RIG

WITH MECHANICAL BRAKE

Aim:

To conduct a load test on a single cylinder 4-stroke petrol engine and study its performance

under various loads.

Description:

The petrol engine is an air cooled, single cylinder, vertical, 4 stroke engine developing about

2.2 KW (3 HP) at 3000RPM. The engine is rope started.

The engine is coupled to a water cooled mechanical brake to absorb the power produced. The

consumption of fuel is measured by means of the burette and a stop watch.A three way cock

regulates the flow of petrol from the tank of the engine.

Specifications:

Four stroke, Single cylinder, Air cooled Engine PETROL ENGINE

Make Greaves (Enfield)

Bore: 70mm

Stroke: 66.7 mm

Capacity: 256 cc

R.P.M: 3000rpm

Output: 2.2 KW (3.0 HP)

Fuel: Petrol

Sp. Gr: 0.71

Cal.value: 10,300 Kcal/kg.

Experimental Procedure:

1. Open the three way cock, so that the fuel flows to the engine.

2. Keep the loading at the minimum.

3. Start the Engine.

4. Load the Engine, by adding weights on the brake drum.

5. Note the following readings:

a) Speed = N RPM.

b) Dead weight load on brake drum = W1 Kg

c) Spring balance reading = W2 Kg

d) Time for 1 Occ. of petrol consumption = t secs.

Repeat the experiments for various loading.

Note:

1. Ensure that the engine is filled with oil up to the recommended level.

2. Change oil as per the engine maintenance schedule

3. Follow all maintenance procedures as recommended by engine manufactures.

Calculations:

(a) Engine Output

(b) Diameter of the Brake Drum = 0.2m.

(c) Dia. of Rope = 0.015m.

(d) Equivalent dia = 0.215m.

(e) Dead weight = T1 kg

(f) Spring load = T2 kg

(g) Net load T = (Tl - T2) kg

(h) Engine output = (3.14x0.215xNxW)/ (102x60) KW

(i) = (0.00011 NW) KW

(j) Input power:

Time for 10cc. of fuel = t secs.

Fuel consumption per min. Q = (10/t) x60 cc/min

T.F.C. in Kg./min Wf = (QxSp.G0/1000 kg/min

= (Qx0.71/1000) kg/min

Heat input in K. Cal/min = T.F.C.xCal. Value

= T.F.C× 10,300 KCaI/min

Fuel HP (Input Power) = T.F.C.x10,300/10.54 HP

=T.F.C.x10,300/14.34 KW

=306.1/t KW

(1 HP = 10.54 Kcal/min; 1 KW = 14.34 Kcal/min)

(c).Brake Thermal Efficiency = Engine output/Input power.

1-Cylinder 4-Stroke Petrol Engine Wiih Mechanical Brke Test Rig

Engine make/model: greaves/MK25

Calculations:

Wt. of Hanger TO= 1.0 Kg

Brake drum dia = 0.2 m

Rope dia= 0.015 m

Engine output = 0, 00011 NT KW

Engine input = 306.1/t KW

Thermal efficiency = Output/Input x 100%

S.

No. PARTICULARS 01 02 03 04 05

1 Weight on hanger T1 Kg

2 Spring balance reading T2 Kg

3 Net load(T1-T2)+T0 T Kg

4 Engine speed N rpm

5 Engine output KW

6 Time for 10cc of fuel consumption

tsec

7 Engine input KW

8 Thermal efficiency %

Results:

Precautions:

ECONOMİCALSPEEDTEST (4-STROKE DIESEL ENGİNE)

Aim:

To conduct economical speed test on 4-Stroke diesel engine (Single cylinder)

Theory:

The Test Ring consists of Four-Stroke Diesel Engine, to be tested for performance, is

connected to Rope Brake Drum with Spring Balance (Mechanical Dynamometer) with

Exhaust Gas Calorimeter. The arrangement is made for the following measurements of the

Set-up

1. The Rate of Fuel Consumption is measured by using the pipette reading against the

known time.

2. Air Flow is measured by Manometer connected to Air Box

3. The different mechanical loading is achieved by operating the spring balance of

Dynamometer in steps.

4. The different mechanical energy is measured by spring balance and radius of brake

drum

5. The Engine Speed (RPM) is measured by electronic digital RPM Counter.

6. Temperature at different points is measured by electronic digital Temperature

Indicator.

7. Water Flow Rate through the engine & calorimeter is measured by Water meter

The whole instrumentation is mounted on a self-contained unit ready for table

operation.

Procedure:

1. Check the diesel in the diesel tank

2. Allow diesel, start the engine by using hand cranking.

3. The engine is set to the speed of 1500 RPM.

4. Apply load from the spring balance of dynamometer

5. Allow same time so that the speed stabilizes.

6. Now take down spring balance readings

7. Put tank valve in to pipette position and note down the time taken for particular quantity of

fuel consumed by the engine

8. Note down the temperature readings at different points.

9. Note down the water readings

10. Repeat the procedure (4) & (7) for different loads

11. Tabulate the readings as shown in the enclosed list.

12. After the experiment is over, keep the diesel control valve at mains position.

Observations:

Speed in

RPM

Spring balance Readings Fuel pipette readings Air flow Manometer

readings in of water

F1 in kg F2 in kg

In ml Time in

Secs.

Hl H2

Calculations

1. Fuel consumption in kg/hr

WF=Column (3a) of table readings / Column (3b) of table readings x 3.06

2. Engine output BHP"

BP=2 N (F1 -F2) r/4500 KW

Where, n- speed of engine in rpm

r- radius of brake drum in mts=0.185 mts

fl&f2- force indicated on spring balance in kgs

3. Specific fuel consumption (sfc): SFC=WF/BHP = kg/BHP.hr

4. Fuel HP (thermal horse power),

FHP= WF x CV x J/ 60 X 4500

Where, Cv= Calorific value of diesel 10000 K.Cal /Kg

J = Mechanical equivalent of heat-427 kg.m /K.Cal

5. Percentage thermal efficiency.

% th =BHP/ FHP x 100

6. AIR CONSUMPTION IN Kg/ Hr “Wa”

Wa =0.6 x A0 x Va x 1.29 x 60 x 60

where, Ao=Area of the orifice in m2 =

2

4d

where d= Dia. of the orifice in m=0.015 mt

Va =2

1

11000

2

ra

rwhg m

Where g=9.81 m/ sce2

hm = Manometer reading in mm (column 5)

w = Density of water 1000 Kg/ m3

a = Density of air 1.29 Kg/ m3

7. Air to fuel consumption ratio. Air to fuel consumption ratio =Wa/wf

Tabular column

Result:

Economical speed test on 4-Stroke diesel engine (Single cylinder) is conducted. From the

graph economical speed of engine is.........RPM@...........HP.

SL.NO engine

in

RPM

Air

consumed

Wa.Kg/Hr

Fuel

consumed

Wf.Kg/Hr

Air to

Fuel

ratio

wa/wf

Engine

Output

BHP

Specific fuel

consumption

SFC

Fuel

HP

FHP

brake

thermal

efficiency

HEAT BALANCE TEST ON SINGLE CYLINDER FOUR STROKE COMPRESSION

IGNITION ENGINE (KIRLOSKAR)

Aim:

To perform a heat balance test on the given single cylinder four stroke CI engine and to

prepare the heat balance sheet at various loads.

Apparatus Required:

1. C.I. Engine coupled with a dynamometer

2. Air tank with air flow meter

3. Burette for fuel flow measurement

4. Rotometer for water flow measurement

5. Stop watch.

6. Thermometers.

Brief theory of the experiment:

From the law of conservation of energy, the total energy entering the engine in various ways

in a given time must be equal to the energy leaving the engine during the same time,

neglecting other form energy such as the enthalpy of air and fuel. The energy input to the

engine is essentially the heat released in the engine cylinder by the combustion of the fuel.

The heat input is partly converted into useful work output, partly carried away by exhaust

gases, partly carried away by cooling water circulated and the direct radiation to the

surroundings. In a heat balance test all these values are calculated and converted to

percentage with respect to the input and are presented in a chart at various loads.

Experimental Setup:

The compact and simple engine test rig consisting of four stroke single cylinder water cooled,

constant speed diesel engine coupled to a rope brake dynamometer. The engine is started by

hand cranking using the handle by employing the decompression lever. Air from atmosphere

enters the inlet manifold through the air box. An orifice meter connected with an inclined

manometer is used for air flow measurement. A digital temperature indicator is used to

measure temperature of exhaust gas. A burette is connected with the fuel tank through a

control valve for fuel flow measurement. Provision is made to circulate water continuously

through the engine jacket. Rotometer is provided to measure the flow rate of cooling water

Thermometers are provided to measure the temperature of cooling water passing through the

jacket.

Starting the engine:

1. Keep the decompression lever in the vertical position

2. Insert the starting handle in the shaft and rotate

3. When the flywheel picks up speed bring the decompression lever into horizontal

position and remove the handle immediately

4. Now the engine will pick up.

Stopping the engine:

1. cut off the supply by keeping the fuel governor lever in the other extreme position.

(For Diesel Engine)

Procedure:

1. Start the engine at no load and allow idling for some time till the engine warm up

2.At no load condition, note down the readings as per the observation table.

3. Note down the time taken for 10ec of fuel consumption using stopwatch and fuel

measuring burette.

4. After taking the readings open the fuel line to fill burette and supply fuel to run the engine

from the fuel tank again.

5. Now load the engine gradually to the desired valve

6. Allow the engine to run at this load for some time in order to reach steady state condition.

7. Note down the readings as per the observation table

8. Repeat the experiment for different loads.

9. Release the load slowly and stop the engine.

Tabular column:

S.N

o

Engin

e sp

eed i

n r

pm

Fuel

consu

mpti

on

for

10 m

l in

sec

Air

flo

w r

eadin

g i

n

mm

of

wat

er

Ener

gy m

eter

read

ing t

ime

for

no.

of

revolu

tions

Alt

ernat

O

r

Volt

age

in v

olt

s

Alt

ernat

or

Curr

ent

in a

mps

tem

per

ature

Air

inle

t

T1

Wat

er

inle

t T

2

Wat

er

outl

et T

3

TT

TT

TT

T

TT

TT

TT

T

3

Exhau

st

gas

T4

Specimen calculations:

1. Total fuel consumption = X/ (Time x specific gravity of fuel) x3600/1000 kg/hr

Where X -Quantity of fuel consumed in cc

Time -time taken for 10cc of fuel consumption

Specific gravity of fuel-0.85 gm/cc.

2. Heat input = (TFC Calorific Value)/3600 Kw

3. B.P (Heat used for useful work output) =2πNT/60000 Kw

4. % of heat used for useful work output % Q = (BP/HI) X100

5. Heat loss through cooling water = Mw X CPw X (T2-T) Kw

Where Mw-mass flow rate of water kg/sec

m= quantity of water collected

T2-time taken for m litters of water collection

Cpw- Specific heat of water =4.18 Kj/Kg-K

T1- Inlet temperature of cooling water

T2-outlet temperature of cooling water

6. % of heat loss through cooling water = Q (cooling water)/Heat input x 100

7. Heat loss through exhaust gases=Mg ×CPg× (Tg-Ta) Kw

Where Mg = ma+ mf

8. Mass flow, rate of air, ma=Manometer (H) x 0.8826 10-3

x air (Kg/s)

Density of air = Patm/R xTatm air kg/m3 ρ

Where Patm- atmospheric pressure (N/m2)

R -Gas constant, 287 J/kg-K

Tatm= atmospheric temperature

Mass flow rate of fuel (mf) = TFC/3600 kg/sec

9. % of heat lost through exhaust gases = Q (exhaust gases)/ Heat input x100

10. Unaccounted heat losses = Heat input-[Q (BP) +Q (cw) +Q (eg)]

Precautions:

1. The engine should be checked for no load condition.

2. The cooling water inlet for engine should be opened.

3. The level of fuel in the fuel tank should be checked.

4. The lubrication oil level is to be checked before starting the engine.

Result:

The heat balance test is conducted in the given diesel engine to draw up the heat balance

sheet at various loads.

PORT TIMING DIAGRAM OF A TWO STROKE SPARK IGNITION ENGINE

Aim:

To draws the port timing diagram of a two stroke spark ignition engine

Apparatus Required:

1. A two stroke petrol engine

2. Measuring tape

3. Chalk.

Brief Theory of the Experiment:

The port timing diagram gives an idea about how various operations are taking place in an

engine cycle. The two stroke engines have inlet and transfer ports to transfer the combustible

air fuel mixture and an exhaust port to transfer exhaust gas after combustion. The sequence of

events such as opening and closing of ports are controlled by the movements of piston as it

moves from TDC to BDC and vice versa. As the cycle of operation is strokes, one power

stroke is obtained for every crankshaft revolution. Two operations are performed for each

stroke both above the piston (in the cylinder) and below the piston (crank case). When

compression is going on top side of the piston, the charge enters to the crank case through

inlet port. During the downward motion, power stroke takes place in the cylinder and at the

same time, charge in the crank case is compressed and taken to the cylinder through the

transfer port. During this period exhaust port is also opened and the fresh charge drives away

the exhaust which is known scavenging. As the timing plays major role in exhaust and

transfer of the charge, it is important to study the events in detail. The pictorial representation

of the timing enables us to know the duration and instants of opening and closing of all the

ports. Since one cycle is completed in one revolution ie.360 degrees of crank revolution,

various positions are shown in a single circle of suitable diagram.

Procedure:

1. Mark the direction of rotation of the flywheel. Always rotate only in clockwise

direction when viewing in front of the flywheel.

2. Mark the Bottom Dead Center (BDC) position on the flywheel with the reference

point when the piston reaches the lowermost position during rotation of the flywheel.

3. Mark the Top Dead Center (TDC) position on the flywheel with the reference point

when the Piston reaches the top most position during the rotation of flywheel

4. Mark the IPO, IPC, EPO, EPC, TPO, and TPC on the flywheel observing the

following conditions.

5. Inlet port open (IPO) when the bottom edge of the piston skirt just opens the lower

most part of the inlet port during its upward movement.

6. Inlet port close (IPC) when the bottom edge of the piston fully reaches the lower most

par of the inlet port during its downward movement

7. Transfer port open (TPO) when the top edge of the piston just open the top most part

of the Transfer port during its downward movement’

8. Transfer port close (TPC) when the top edge of the piston fully reaches the upper

most part of the transfer port during its upward movement

9. Exhaust port open (EPO) when the top edge of the piston just opens the top most part

of the exhaust port during its downward movement

10. Exhaust port close (EPC) when the top edge of the piston fully reaches the upper

most part of the exhaust port during its upward movement

11. Measure the circumferential distance of the above events either from TDC or from

BDC whichever is nearer and calculate their respective angles.

12. Draw a circle and mark the angles.

Formula:

Angle = 360

L =

X =

Where, L-Distance from nearest dead center in mm

X- Circumference of the Flywheel in mm.

Observation Table:

Result:

The given two-stroke petrol engine is studied and the Port timing diagram is drawn for the

present set of values.

Precautions

S.No Description Distance in mm Angle in degrees

1 IPO before TDC

2 IPC after TDC

3 EPO before BDC

4 EPC after BDC

5 TPO before BDC

6 TPC after BDC

VALVE TIMING DIAGRAM OF THE FOUR STROKE COMPRESSION IGNITION

ENGINE

Aim:

To draw the valve timing diagram of the four stroke compression ignition engine

Requirements:

I. Experimental engine

2. Measuring tape

3. Chalks.

Brief theory of the experiment:

The valve timing diagram gives an idea about how various operations are taking place in an

engine cycle. The four stroke diesel engines have inlet valve to supply air inside the cylinder

during suction stroke and an exhaust valve to transfer exhaust gas after combustion to the

atmosphere. The fuel is injected directly inside the cylinder with the help of a fuel injector

The sequence of events such as opening and closing of valves which are performed by cam

follower rocker arm mechanism in relation to the movements of the piston as it moves from

TDC to BDC and vice versa. As the cycle of operation is completed in four strokes, one

power stroke is obtained for every two revolution of the crankshaft. The suction compression,

power and exhaust processes are expected to complete in the respective individual strokes.

Valves do not open or close exactly at the two dead centres in order to transfer the intake

charge and the exhaust gas effectively. The timing is set in such a way that the inlet valve

opens before TDC and closes after BDC and the exhaust valve opens before BDC and closes

after TDC. Since one cycle is completed in two revolutions i.e 720 degrees of crank rotations.

Procedure:

1. Mark the direction of rotation of the flywheel. Always rotate only in clockwise direction

when viewing in front of the flywheel.

2. Mark the Bottom Dead Center (BDC) position on the flywheel with the reference point

the piston reaches the lowermost position during rotation of the flywheel.

3. Mark the Top Dead Center (TDC) position on the flywheel with the reference point when

the piston reaches the top most position during the rotation of flywheel

4. Identify the four strokes by the rotation of the flywheel and observe the movement of inlet

and exhaust valves

5. Mark the opening and closing events of the inlet and exhaust valves on the flywheel

6. Measure the circumferential distance of the above events either from TDC or from BDC

whichever is nearer and calculate their respective angles

7 Draw the valve timing diagram and indicate the valve opening and closing periods.

Observation table:

Formula:

Angle = 360

L =

X =

Where, L-Distance from nearest dead center in mm.

X- Circumference of the Flywheel in mm mts are shown by drawing spirals of suitable

S. No Description Distance in

mm Angle in degrees

1 IVO before TDC

2 IVC after TDC

3 EVO before BDC

4 EVC after BDC

diameters. As the timing plays major role in transfer of the charge, which reflects on the

engine performance, it is important to study these events in detail.

Result:

The given four stroke compression ignition engine is studied and the value timing diagram is

drawn for the present set of values.

MOTARING TEST

Objective:

To measure the FP of the given four stroke single cylinder petrol engine by MOTARING

TEST.

Procedure:

To conduct the motoring test, first connect the rectifier to the panel board.

1. Remove the spark plug connection from the engine.

2. Keep the change-over switch in the motoring direction

3. Now slowly increase the power using Variac provided in the rectifier circuit

4. Increase the voltage up to 220V and note down the armature current and voltage and

Speed.

5. Now slowly decrease the power on rheostats to zero and turn the change-over switch

to OFF position.

Frictional Power of the Engine:

FP(Engine)= FP(Total)-Losses in motor

Where, Losses in motor = No load generator losses.

= 380 W 0.38 Kw

FP (Total) = Total frictional power.

= VxI/1000 KW

There fore, FP = KW

Indicated power IP= BP+FP

Tabular Column: (For Motaring Test):

S.No SPEED IN RPM

RPM

ARMATURE

VOLTAGE

IN VOLTS

ARMATURE

CURRENT

IN AMPS

1

2

Result:

I.C ENGINE EFFECT OF A/F RATIO IN A SI ENGINE

Objective:

To determine the effect of AF ratio on S I Engine.

Introduction:

Test rig is with two stroke Petrol engine, coupled to Electrical dynamometer. Engine is air

cooled type, hence only load test can be conducted at a constant speed of 3000rpm. Test rig is

complete with base, air measurement, fuel measurement and temperature measurement

system. Thermocouple is employed to measure temperature digitally. Two stroke engines are

coupled with ports closing at inlet and exhaust. Hence when compared to four stroke engine,

it has low fuel efficiency because scavenging effect. But its construction and maintenance is

easy, and costs less.

Tabular column:

Procedure:

1. Fill up water in manometer to required level

2. Ensure petrol level in the fuel tank.

3. Ensure engine oil.

4. Put MCB of alternator to ON, switch of all load bank or bring alluminum conductor of

water loading rheostat above water level

5. Add water

6. Switch ON ignition

7. Fix accelerator at some setting

8. Now kick start the engine and when it pickups speed adjust at 3000 rpm

9. at this no load note down manometer, speed ,temperature, voltage current and time for

10cc of fuel consumption.

10. Repeat for different loads.

Calculations:

1. Area of Orifice A0 = π/4 do2 cm

2 (d0 s orifice diameter mm)

2.Manometer Head Ha = a

whh

21

m

Sl No Speeder

pm

Spring

balance Wkg

Manometer Reading Time for

10 cc fuel

collected,

t sec h1 cm h2 cm

Hw

= (h1-h2)

w =1000kg/m3

a =1.2kg/m3

hl and h2 in m

3. Mass flow rate of Air Ma in kg/hr

Ma= Ao x Cd x3600 x a × (2 x g x Ha)1/2

kg/hr

4. Total fuel consumption

TFC 10x3600x pf /t1 x1000 kg/hr

5. Brake Power BP in Kw

BP =v1/ng ×1000 kW

6. Specific fuel consumption: SFC in Kg/Kw-hr

SFC = TFC/BP

7. Air Fuel ratio: A/F

A/F Ma/TFC

Graphs: Plot curves of BP vs. TFC, SFC, A/F,

Precautions:

1. Do not allow speed above 3000 rpm

2. Don't increase load above 8 Amps

3. Don't run engine without engine oil

4. Mix petrol and 2T oil at 1 litter.

Lab Questions:

1. What is the working cycle of SI Engine?

2. What are the 4strokes of SI engines?

3. List out the performance parameters?

4. Indicate the different types of loads?

5. Differentiate SFC and TFC?

DISASSEMBLY AND ASSEMBLY OF AN ENGINE

Aim:

To study the procedure for dis-assembly and assembly of a petrol engine by making a

practical trail on it.

Introduction:

Due to use of engine continuously over period of time they may develop certain troubles.

Such as loss of efficiency noise irrational, fluctuations manufacturing of fuel pump injector.

As such there will be necessity of strip of all parts of the engine inspect then for visual detects

provide packing and scaling when ever required for this purpose Disassembling and

assembling of a petrol engine is done in a certain manner or correct sequence.

The main parts of any engine are,

Cylinder Block:

1. It forms the basic frame work of the engine.

2. It houses the engine cylinders.

3. Serves as bearing or support and guides the piston reciprocating in it.

4. Block contains passengers for circulation of cooling water and lubricating oil.

There are two types of rings

a) Compression ring

b) Oil control ring

Connecting rod:

it connect the piston with the crank shaft thus facilitative the transmission of power

combustion chamber to the crank shaft it also converts the reciprocating motion of the piston

into rotary motion of crank shaft.

Fly wheel:

The fly wheel absorbs the energy power source and gives out this energy the other 3-strokes

keeping the crank shaft rotating at uniform speed through out.

Cam shaft: A shaft is responsible for opening the value on addition the crank shaft operates.

Cylinder head:

1. The head is a mano block casting.

2. It contains spark plug notes and cooling water Sackets, value opening mechanism is

mounted.

3. Complete value opening mechanism is mounted on head.

Procedure:

The following proceeds to be followed while disassembling and assembling of a four stoke

cylinder petrol engine.

a) Study of the engine.

b) Plan the method for disassembling and keep the tools ready

c) Remove the rocker armies boxes.

d) Remove the rocker armies and screw's to displace the covering plate on cylinder head

e) Remove injector pipe end disconnect the injector

f) Remove both the exhaust and inlet

g) Remove the push rod cover

h) Remove the petrol tank

i) Remove fly wheel and fly wheel housing

j) Remove fuel pump and curb wetter

k) Remove the cylinder block

1) Remove connecting rod big ends and bearing

m) Remove side covers

n) Remove the cam shaft from the bearing.

o) Draw out all the lubricating oil from crank case

p) Remove the oil filter.

The following procedure is to be followed broadly in the gives sequence for assembling the

disassembled petrol engine.

1) After proper cleaning and checking of all parts assembling is carried out.

2) Position the piston along with rings to the small end of connecting rod, insert grudger pin

for fixing the piston to small end of the connecting rod.

3) Position the crankshaft into the bearing in the proper way.

4) Fix the side covers and tighten properly.

5) Position the cylinder block clad fix it in a proper way.

6) Fix the fuel pump and contributor.

7) Position the fly wheel housing and fix the fly wheel correctly.

8) Fix both the inlet and the exhaust manifold.

9) Place the cylinder head block properly and fix the nuts properly.

10) Position the rocker worn and fix then correctly.

11) Tighten all the blocks with the help of nuts to make the engine fit.

Precautions:

All the nuts and bolts removed during the disassembling should place carefully. While

dealing with rocker arms and crank shaft care must be taken. Use only the tools while

disassembling and assembling.

Result:

Thus the procedure of the ASSEMBLING & DISASSEMBLING of a four-stroke four-

cylinder Petrol engine studies and recorded.

STUDY OF BOILER

Aim:

To study the boiler, its classifications and its accessories.

Theory:

A boiler is an enclosed vessel that provides a means for combustion heat to be transferred

into water until it becomes heated water or steam. The hot water or steam under pressure is

then usable for transferring the heat to a process. Water is a useful and cheap medium for

transferring heat to a process. When water is boiled into steam its volume increases about

1,600 times, producing a force that is almost as explosive as gunpowder.

The process of heating a liquid until it reaches its gaseous state is called evaporation.

Boiler systems:

1. The boiler system comprises of feed water system, steam system and fuel system.

2. The feed water system provides water to the boiler and regulates it automatically to meet

the steam demand. Various valves provide access for maintenance and repair.

3. The steam system collects and controls the steam produced in the boiler. Steam is

directed through a piping system to the point of use. Throughout the system, steam

pressure is regulated using valves and checked with steam pressure gauges.

4. The fuel system includes all equipment used to provide fuel to generate the necessary

heat. The equipment required in the fuel system depends on the type of fuel used in the

system.

A typical boiler room schematic is shown in Figure 2.2

The water supplied to the boiler that is converted into steam is called feed water. The two

sources of feed water are: (1) Condensate or condensed steam returned from the processes and

(2) Makeup water (treated raw water) which must come from outside the Boiler room and plant

processes. For higher boiler efficiencies, the feed water is preheated by economizer, using the

waste heat in the flue gas.

Boiler types and classifications:

There are virtually infinite numbers of boiler designs but generally they fit into one of two

categories:

Fire tube or “fire in tube” boilers; contain gasses from a furnace pass and around which the

water to be converted to steam circulates.

Fire tube boilers, typically have a lower initial cost, are more fuel efficient and easier to

operate, but they are limited generally to capacities of 25 tons/hr and pressures of 17.5 kg/cm2.

Water tube or “water in tube” boilers reversed with in which water passing through the

tubes and the hot gasses passing outside the tubes (see figure 2.3).

These boilers can be of single- or multiple-drum type. These boilers can be built to any Steam

capacities and pressures, and have higher efficiencies than fire tube boilers.

Packaged Boiler: The packaged boiler is so called because it comes as a complete package.

Once delivered to site, it requires only the steam, water pipe work, fuel supply and electrical

connections to be made for it to become operational. Package boilers are generally of shell

type with fire tube design so as to achieve high heat transfer rates by both radiation and

convection.

Stoker Fired Boiler:

Stokers are classified according to the method of feeding fuel to the furnace and by the type

of grate. The main classifications are:

1. Chain-grate or travelling-grate stoker

2. Spreader stoker

Chain-Grate or Travelling-Grate Stoker Boiler

Coal is fed onto one end of a moving steel chain grate. As grate moves along the length of the

furnace, the coal burns before dropping off at the end as ash. Some degree of skill is required,

particularly when setting up the grate, air dampers and baffles, to ensure clean combustion

leaving minimum of unburnt carbon in the ash.

The coal-feed hopper runs along the entire coal-feed end of the furnace. A coal grate is used

to control the rate at which coal is fed into the furnace, and to control the thickness of the coal

bed and speed of the grate. Coal must be uniform in size, as large lumps will not burn out

completely by the time they reach the end of the grate. As the bed thickness decreases from

coal feed end to rear end, different amounts of air are required- more quantity at coal-feed

end and less at rear end (see Figure 2.5).

Spreader Stoker Boiler

Spreader stokers (see figure 2.6) utilize a combination of suspension burning and grate

burning. The coal is continually fed into the furnace above a burning bed of coal. The coal

fines are burned in suspension; the larger particles fall to the grate, where they are burned in a

thin, fast burning coal bed. This method of firing provides good flexibility to meet load

fluctuations, since ignition is almost instantaneous when firing rate is increased. Hence, the

spreader stoker is favored over other types of stokers in many industrial applications.

Pulverized Fuel Boiler

Most coal-fired power station boilers use pulverized coal, and many of the larger industrial

water-tube boilers also use this pulverized fuel. This technology is well developed, and there

are thousands of units around the world, accounting for well over 90% of coal-fired capacity.

The coal is ground (pulverized) to a fine powder, so that less than 2% is +300 micro meter

(μm)-75% is andbelow75 70microns, for a bituminous coal. It should be noted that too fine a

powder is wasteful of grinding mill power. On the other hand, too coarse a powder does not

burn completely in the combustion chamber and results in higher unburnt losses. The

pulverized coal is blown with part of the combustion air into the boiler plant through a series

of burner nozzles. Secondary and tertiary air may also be added. Combustion takes place at

temperatures from 1300-1700°C, depending largely on coal grade. Particle residence time in

the boiler is typically 2 to 5 seconds, and the particles must be small enough for complete

combustion to have taken place during this time. This system has many advantages such as

ability to fire varying quality of coal, quick responses to changes in load, use of high pre-heat

air temperatures etc.

One of the most popular systems for firing pulverized coal is the tangential firing using four

burners corner to corner to create a fireball at the center of the furnace (Fig 2.7)

FBC Boiler

When an evenly distributed air or gas is passed upward through a finely divided bed of solid

particles such as sand supported on a fine mesh, the particles are undisturbed at low velocity.

As air velocity is gradually increased, a stage is reached when the individual particles are

suspended in the air stream. Further, increase in velocity gives rise to bubble formation,

vigorous turbulence and rapid mixing and the bed is said to be fluidized.

If the sand in a fluidized state is heated to the ignition temperature of the coal and the coal is

injected continuously in to the bed, the coal will burn rapidly, and the bed attains a uniform

temperature due to effective mixing. Proper air distribution is vital for maintaining uniform

fluidisation across the bed. Ash is disposed by dry and wet ash disposal systems Fluidized

bed combustion has significant advantages over conventional firing systems and offers

multiple benefits namely fuel flexibility, reduced emission of noxious pollutants such as SOx

and NOx, compact boiler design and higher combustion efficiency.

Boiler Fittings and Accessories

• Safety valve: It is used to relieve pressure and prevent possible explosion of a boiler.

• Water level indicators: They show the operator the level of fluid in the boiler, also

known as a sight glass, water gauge or water column is provided.

• Bottom blow down valves: They provide a means for removing solid particulates that

condense and lie on the bottom of a boiler. As the name implies, this valve is usually located

directly on the bottom of the boiler, and is occasionally opened to use the pressure in the

boiler to push these particulates out.

• Continuous blow down valve: This allows a small quantity of water to escape

continuously. Its purpose is to prevent the water in the boiler becoming saturated with

dissolved salts. Saturation would lead to foaming and cause water droplets to be carried over

with the steam - a condition known as priming. Blow down is also often used to monitor the

chemistry of the boiler water.

• Flash Tank: High pressure blow down enters this vessel where the steam can 'flash' safely

and be used in a low-pressure system or be vented to atmosphere while the ambient pressures

blow down flows to drain.

• Automatic Blow down/Continuous Heat Recovery System: This system allows the

boiler to blow down only when makeup water is flowing to the boiler, thereby transferring

the maximum amount of heat possible from the blow down to the makeup water. No flash

tank is generally needed as the blow down discharged is close to the temperature of the

makeup water.

• Hand holes: They are steel plates installed in openings in "header" to allow for

inspections & installation of tubes and inspection of internal surfaces.

• Steam drum internals, A series of screen, scrubber & cans (cyclone separators).

• Low- water cut-off: It is a mechanical means (usually a float switch) that is used to turn

off the burner or shut off fuel to the boiler to prevent it from running once the water goes

below a certain point. If a boiler is "dry-fired" (burned without water in it) it can cause

rupture or catastrophic failure.

• Surface blow down line: It provides a means for removing foam or other lightweight non-

condensable substances that tend to float on top of the water inside the boiler.

• Circulating pump: It is designed to circulate water back to the boiler after it has expelled

some of its heat.

• Feed water check valve or clack valve: A non-return stop valve in the feed water line.

This may be fitted to the side of the boiler, just below the water level, or to the top of the

boiler.

• Top feed: A check valve (clack valve) in the feed water line, mounted on top of the boiler.

It is intended to reduce the nuisance of lime scale. It does not prevent lime scale formation

but causes the lime scale to be precipitated in a powdery form which is easily washed out of

the boiler.

• Desuperheater tubes or bundles: A series of tubes or bundles of tubes in the water drum

or the steam drum designed to cool superheated steam. Thus is to supply auxiliary equipment

that doesn't need, or may be damaged by, dry steam.

• Chemical injection line: A connection to add chemicals for controlling feed water pH.

Controlling Draft:

Most boilers now depend on mechanical draft equipment rather than natural draft. This is

because natural draft is subject to outside air conditions and temperature of flue gases leaving

the furnace, as well as the chimney height. All these factors make proper draft hard to attain

and therefore make mechanical draft equipment much more economical.

There are three types of mechanical draft:

Induced draft: This is obtained one of three ways, the first being the "stack effect" of a

heated chimney, in which the flue gas is less dense than the ambient air surrounding the

boiler. The denser column of ambient air forces combustion air into and through the boiler.

The second method is through use of a steam jet. The steam jet oriented in the direction of

flue gas flow induces flue gasses into the stack and allows for a greater flue gas velocity

increasing the overall draft in the furnace. This method was common on steam driven

locomotives which could not have tall chimneys. The third method is by simply using an

induced draft fan (ID fan) which removes flue gases from the furnace and forces the exhaust

gas up the stack. Almost all induced draft furnaces operate with a slightly negative pressure.

Forced draft: Draft is obtained by forcing air into the furnace by means of a fan (FD fan)

and ductwork. Air is often passed through an air heater; which, as the name suggests, heats

the air going into the furnace in order to increase the overall efficiency of the boiler. Dampers

are used to control the quantity of air admitted to the furnace. Forced draft furnaces usually

have a positive pressure.

Balanced draft: Balanced draft is obtained through use of both induced and forced draft.

This is more common with larger boilers where the flue gases have to travel a long distance

through many boiler passes. The induced draft fan works in conjunction with the forced draft

fan allowing the furnace pressure to be maintained slightly below atmospheric.

Boiler Efficiency:

Thermal efficiency of boiler is defined as the percentage of heat input that is effectively

utilized to generate steam. There are two methods of assessing boiler efficiency.

1. The Direct Method: Where the energy gain of the working fluid (water and steam) is

compared with the energy content of the boiler fuel.

2. The Indirect Method: Where the efficiency is the difference between the losses and the

energy input.

Result:

The types of boilers and its accessories are studied.

Review Questions:

1. What is the importance of draft in boilers?

2. Explain the principle of fire tube and water tube boilers?

3. Explain the principles of fluidized bed combustion and pulverized fuel combustion?

4. What is the difference between an economizer and an air pre heater?

5. Discuss the various types of heat losses in a boiler?

6. How do you measure boiler efficiency using direct method?

7. What do you understand by term evaporation ratio?

8. What is atomization of fuel oil in combustion?

9. Discuss automatic blow down control system?

10. What is the function of de-aerator in boiler?

TWO STRONE SINGIE CYLINDER PETROL ENGINE TEST RIG WITH DC

GENERATOR

Aim:

To conduct a performance test on two stroke single cylinder petrol engine

Instrumentation:

I Digital RPM Indicator to measure the speed of the engine.

2 Digital temperature indicators to measure various temperatures.

3. Differential manometer to measure quantity of air sucked into cylinder.

4 Burette with manifold to measure the rate of fuel consumed during test.

S Digital voltmeter to measure the voltage.

6 Digital ammeters to measure the current.

Engine Specification

ENGINE : BAJA

BHP : 2.5 HP

RPM : 2800RPM

FUEL : PETROL

No OF CYLINDERS : SINGLE

BORE : 56.7mm

STROKE LENGTH : 56.7mm

STARTING : KICK START

WORKING CYCLE : TWO STROKE

METHOD OF COOLING : AIR COOLED

MFTHOD OF IGNITION : SPARK IGNITION

ORIFICE : DIA20 mm

Dc Generator Specification

TYPE : SELF EXCITED, DC Compound generator

POWER : 2.2 kw

SPEED : 3000 RPM (max)

RATED VOLTAGE : 220v DC

Resistance Load Bank Specification

RATING : 2.5Kw, 10(single phase)

VARIATION : In 5 steps by dc switches

COOLING : Air cooled

Observations

Brake power : BP

Specific fuel consumption : SFC

Actual volume : Va

Brake thermal efficiency : bth

Swept volume : Vs

Volumetric efficiency : v

Description:

This engine is a two stroke single cylinder, air cooled, spark ignition type petrol engine. It is

coupled to a loading system which is in this case is a DC GENERATOR, having a resistance

load bank which will take load with the help of de switches.

Fuel Measurement:

The fuel supplied to the engine from the main fuel tank through a graduated measuring fuel

gauge (Burette). To measure the fuel consumption of the engine, fill the burette by opening

the cock. By starting a stop clock, measure the time taken to consume X cc of fuel by the

engine.

Air Intake Measurement:

The suction side of the engine is connected to an Air tank The atmospheric air is drawn into

the engine cylinder through the air tank The manometer is provided to measure the pressure

drop across an orifice provided in the intake pipe of the Air tank This pressure drop is used to

calculate the volume of air drawn into the cylinder (Orifice diameter is 20 mm).

Lubrication:

The engine is lubricated by mechanical lubrication

Lubricating oil recommended - SAE 40 OR Equivalent.

Temperature Measurement:

A digital temperature indicator with selector switch is provided on the panel to read the

temperature in degree centigrade, directly sensed by respective thermocouples located at

different places on the test rig.

T1 = AMBIENT TEMPERATURE

T2 = EXHAUST GAS OUTLET TEMPERATURE FROM ENGINE

Loading System:

The engine shaft is directly coupled to the DC Generator, which can be loaded by resistance

load bank. The load can be varied by switching ON the Load bank switches for various loads.

Procedure:

1.Connect the instrumentation power input plug to a 230v,50 Hz AC single phase AC supply

Now all the digital meters namely, RPM indicator, temperature indicator display the

respective readings

2 Fill up the petrol to the fuel tank mounted behind the panel

3. Start the engine with the help of kicker provided at the rear end of the Engine

4. Allow the engine to stabilize the speed ie, 2800 RPM by adjusting the accelerator knob

5. Apply 1/4 loads (500 W)

6. Note down all the required parameters mentioned below

A. Speed of the engine in RPM

B. Load from ammeter in amps

C Burette reading in cc

D. Manometer reading in mm

E. Time taken for consumption of Xcc petrol in seconds

F. Temperature in degree C

7.Load the engine step by step with the use of DC switches provided on the load bank panel.

8. Note down all required readings

Engine Performance Test:

1. Brake Power

BP = genX

VXI

1000-----------Kw

Where,

V = dc voltage in volts

I = dc current in amps

gen = Generator efficiency = 80 %

2. Mass Of Fuel Consumed

Mfc = xt

xXx

1000

360072.0 Kg/ h

Where,

X = burette reading in cc

0 72 = density of petrol in gram /cc

t = Time taken in seconds

3. Specific Fuel Consumption

SFC = BP

mfc kg/kW hr

4. Actual Volume Of Air Sucked In To The Cylinder.

Va = Cd x A gh2 X 3600 m3/hr

where

H-a

wX

h

1000 Meter of water.

A = area of orifice πd2/4

h = manometer reading in mm

δw = density of water -1000 kg/m3

δa = density of air; 1.193 kg/m3

Cd = co-efficient of discharge = 0.62

5. Swept Volume

Vs= 604

2XLXNX

d

where, d = dia of bore = 56.7 mm

L =length of stroke = 56.7 mm

N=Speed of the engine in RPM

6 Volumetric Efficiency

100XVs

VaV %

7. Brake Thermal Or Over All Efficiency:

mfcXCV

XBPXbth

1003600 %

Where

Cv = calorific value of petrol = 435000 kj/kg

BP = Brake power in Kw.

8. Mechanical Efficiency:

IP

BPXmech

100 %

Where

BP = Brake power in KW

IP = Indicated power in Kw.

Tabular Column: (For Performance Test):

S.No V in volts I in amps Speed in

RPM

Manometer

reading in mm

h1 h2

MOTARING TEST

Aim:

To measure the FP of the given four stroke single cylinder petrol engine by motoring test.

Procedure:

To conduct the motoring test, first connect the rectifier to the panel board

1.Remove the spark plug connection from the engine

2 .Keep the change-over switch in the motoring direction

3. Now slowly increase the power using Variac provided in the rectifier circuit

7 Now slowly decrease the power on rheostats to zero and turn the change-over switch to

OFF Position.

Frictional Power Of The Engine:

FP(Engine) = FP(total) –Losses in motor

Where, Losses in motor =No load generator losses

=380 w = 0.38 kw

FP (total) = Total frictional power = 1000

VXI Kw

There fore, FP = Kw

Indicated Power IP = BP+FP

Tabular Column:

Sl No Speed in RPM

RPM.

Armature

Voltage in volts Armature current in amps.

1 3042 263 4.4

AIR COMPRESSOR TEST RIG (TWO STAGES)

Aim:

To conduct a performance test on a two-stage air compressor and determine its volumetric

efficiency and isothermal efficiency.

Apparatus:

Two stage air compressor test rig.

Tachometer

Description:

The air compressor is two stages, reciprocating type. The air is sucked from atmosphere and

compressed in the first cylinder. The compressed air then passes through an inter cooler into

the second stage cylinder, where it is further compressed. The compressed air then goes to a

reservoir through a safety valve this valve operates an electrical switch that shucks of the

motor when the pressure exceeds the set limit.

The test unit consist of an air chamber containing an orifice plate and a U-tube manometer,

the Compressor and induction motor.

Compressor Specification:

Dia of low pressure piston = 70 mm

Dia of High Pressure Piston = 50 mm

Stroke = 90 mm

Experimental Procedure:

1. Close the outlet valve

2 Fill up the manometer with water up to the half level

3. Start the compressor and observe the pressure developing slowly

4 At the particular test pressure, the outlet valve is opened slowly and adjusted so that the

pressure in the tank is maintained constant.

Observe the following readings

i. Time token for 10 revolutions of energy meter disc

ii. Speed of the Compressor -Ne R PM

iii. Manometer readings h1 and h2 cm of Water

Vi.Pressure gauge reading P kg/cm

Calculations:

Volumetric Efficiency:

1 Water head causing flow △ h = (hl -h2) cm of water

Air head causing flow H = 100

a

wh

m of air

Where w = Density of water = 1000 kg/m3

a = Density of air = 1.162 kg/m3 (at 30 deg C)

Actual volume of air compressed VA = Cd ×A× hg2 m3/sec

= 0.00253 x h m3/sec

Where, Cd = Coefficient of discharge of orifice = 0.62

A = Orifice area. 0 000314 m2 (dia-20mm)

g =9.81 m/sec2

Theoretical volume of air Vt = (3.14xD2xL.xNc)/(4x60) cum/sec

Where, D= Diameter of Piston = 0.07

L =Stroke length = 0.09m

Nc= RPM of the compressor.

Volumetric efficiency= (Va/Vt) x100 %

Isothermal Efficiency:

Compressor Input:

Energy meter constant n = 200 revolutions/K WH

Time for 10 Rev = t sec

Input to motor = (3600 x 10)/(n x t) Kw

input power = (1.36X3600X10)/(n.t) hp

Efficiency of motor = 80% (assumed)

Output of Motor = Motor input x0.8

Belt transmission efficiency = 95% (assumed)

Compressor input = Input x 0.8x0.95 KW

Substituting the values

Compressor Input = (136.8/t) Kw.

Compression ratio = (Gauge press + At press)/At pres.

C = (P+1.03)/1.03

Compressor output = (Pa x Va x In C)/75 HP

(Pa x Va x in C)/(75x1.36) KW

Pa = atmospheric pressure = 10300 kg/sq m

Va= actual volume of air compressed m3/sec

Isothermal efficiency = Compressor output /Compressor input

Precautions:

1. Check oil level in the compressor crank case

2.The orifice should never be closed, lest the manometer liquid (water) will be sucked into

the tank.

3. At the end f the experiment the outlet valve at the air reservoir should be opened as the

compressor is to be started again at low pressure to prevent undue strain on the piston.

RETARDATION TEST ON FOUR STROKE SINGLE CYLINDER DIESEL ENGINE

Aim:

To determine the frictional power of a four stroke single cylinder diesel engine by

retardation through additional flywheel method.

Formulae used:

1. Mass moment of inertia of additional flywheel. If =W * r2 kg m2 =

Where, W = weight of the additional flywheel in kg. = 38 kg.

R = radius of the additional flywheel in m = 0.19 m

2. Angular deceleration.

a) With additional flywheel, Ad1 = 2π(N1- N2)/60T1 rad/sec2

b) Without additional flywheel, Ad2 = 2π(N1- N2)/60T2 rad/sec2

Where, N1 = Initial speed of the engine. (1500rpm)

N2 = Final speed of the engine. (1400rpm)

T1 = Time taken for the speed to come down from N1to N2 with

additional flywheel

T2 = Time taken for the speed to come down from N1to N2 without

additional flywheel and therefore,

3. Frictional Torque (Tf) = Mass moment of inertia * Angular deceleration Tf = If * Ad1

To find frictional power,

FP = 2πN Tf /60

Where, N = average speed = N1+ N2 / 2

Therefore, IP = BP + FP

Tabulation:

Sl.

No.

Weight of the

additional flywheel W

kg

Speed of

engine N

rpm

Time taken for speed

reduction

With flywheel

T1 sec

Without

flywheel

T2 sec

Figure:

Procedure:

1. Start the engine and allow it to stabilize the speed.

2. Cut-off the fuel supply completely by pressing the rack of the fuel pump to stop position.

3.Note down the time taken (T1) in seconds for the speed to come down from 1500 to

1400 rpm.

4. Now declutch the additional flywheel even while the engine is running. Repeat the steps 2

to 4 and note down the time (T2) for the engine to come down from 1500 to 1400 rpm.

In both the cases, the engine speed come down only due to frictional power of the

engine. From these, it is observed that the time T1 is greater than T2 because of inertia of the

additional fly wheel.

Result:

Thus, the frictional power of a four stroke single cylinder diesel has been determined by

retardation through additional flywheel method.

DIESEL ENGINE WITH ALTERNATOR TESTRIG

Aim:

To conduct a load test on a single cylinder diesel engine to study its performance under

various loads

Description:

The diesel Engine is coupled to an alternator through a flexible coupling. The alternator acts

as the loading device for the engine. A water rheostat is provided for absorbing the power

generated by the alternator. Separate cooling water lines fitted with temperature measuring

thermocouples are provided in the engine cooling water line. A fuel measuring system

consisting of a fuel tank mounted on a stand, burette, three way cocks and a stop watch is

provided. Air intake is measured using an air tank fitted with an orifice and a water

manometer.

Note: 1. Ensure oil level is maintained in the engine up to recommended level always. Never run

the engine with insufficient oil.

2 Never run the engine with insufficient engine cooling water and exhaust gas calorimeter

cooling water.

Specifications:

1-cylinder, 4-stroke diesel engine

Make : Kirloskar model JAVI

Bore : 85mm

Stroke : 80 mm

R.P.M :1500

B.H.P:5 HP (Single Cylinder): 3.7 KW

Compression Ratio : 18:1

Fuel : H.S.Diesel Oil

Sp. Gr : 0.8275

Calorific value : 10,833 K. Cal/Kg.

Generator output : AV/1000 KW

Engine output : Gen. Output/07

Generator efficiency assumed: 70%

Engine input : 375.1/t KW

Air tank orifice dia : 0.025 m

Thermal efficiency Output/Input x 100%:

Figure:

Experimental Procedure:

1. Check the fuel level

2 .Check Lubricating Oil Level

Caution: Never run engine without oil 3. Open the three way cock, so that the fuel flows to the engine

4. Supply the cooling water through inlet pipe

5. Start the engine by rotating the handle

6. Load the engine by operating the wheel of the water rheostat, so that the electrode is

immersed

7. Adjust the cooling water flow rate in the exhaust gas calorimeter (if provided)

8. Note the following readings

a. Engine speed = N RPM

b. Ammeter reading = A amps

c .Voltmeter reading = V volts

d. Time for 10cc of fuel consumption = t secs

e. Air tank manometer reading

Left column = h1m

Right column = h2 m

Difference Hm = h1-h2

f. Engine cooling water flow rate = We Kg/sec

g. Room temperature = T0 deg C

h. Cooling water flow rate = We

i Engine cooling inlet water temperature = T1 deg C

j. Engine cooling outlet water temperature = T2 deg C

k. Exhaust gas temperature = TE deg

For exhaust gas calorimeter, note the following additional readings:

l. Calorimeter inlet water temperature = T3 deg C

m. Calorimeter outlet water temperature = T4 deg C

n.Exhaust gas calorimeter inlet temperature = T5 deg C

n.Exhaust gas calorimeter outlet temperature = T6 deg C

p. Calorimeter cooling water flow rate = Wc Kg/se

Repeat the experiments for various loads.

Tabular column:

Calculations:

(a).Engine output (Brake HP):

Generator output = AV / (1000) KW

Generator Efficiency =80 % (assumed)

Generator Input or Engine output =AV /(1000x0 8) K W

=1.36xAV/800 HP

(b) Input (Fuel HP):

Time for 10cc of fuel = t secs

Fuel consumption = (10/t)x60 cc/min

TFC in kg /min Wf = Q × Sp Gr /1000

= Q × 0.833/1000

Heat Input in K Cal/min = T.F.C × Cal value

=T.F.C × 10,833K.Cal/min

Input Power=T.F.C × 10,833/10.54 HP

=T.F.C × 10,833/14.34 KW

(C) Brake Thermal Efficiency = Engine output/input power.

(d) Actual Air Intake:

Difference of manometer water column= Hm of water

Equivalent air column =H × rho water/rho air

(Say rho air= 1.16) = Hx1000/1.16

Ha = H ×862

Diameter of the orifice =0.025 m

Area of the orifice=a m2

Volume of air Va=Cd×a× (2g x Ha)0.5

(where Cd 0.62)

= 0.00135 Ha0.5

m3/sec

Wt.of air intake =Wa= 1.16×Va Kg/sec

(e)Theoretical Air Intake:

Dia of the piston =Dm =0085m

Stroke =Lm = 0.08m

Speed =N Rpm

volume of air=Vt = (3.14 x D2×L×N)/ (4×2×60) m

3 /sec

= 0.378/10-5

m3 /sec

Wt.of theoretical air intake = 1.16 ×Vt m3 /sec

(f)Volumetric Efficiency = (Va/Vt) x100 %

(g) Air fuel ratio = (Wt.of actual air intake/min)/ (wt. of fuel/min)

(h)Heat input in K.Cal/min = T.F.C×Cal.value k.cal/min

The Heat input (H.I.) is taken as 100%

(i)Work output = Brake Horse Power

Work output in K.Cal/min= (B H P x 10.54) k.cal/min

= (KW×14.34) K.cal/min

(1HP=10.54 K.cal/min,1KW=14.34 K.cal/min)

(g) Exhaust gas heat loss:

Volume of air intake/minute =V=Va×60 m3/min.

Weight of air minute =Wa =1.16 x V kg/min

Weight of fuel/minute =Wf = TFC Kg/min

Total weight of exhaust gas wg = Wa + Wf Kg/min.

Heat lost by exhaust gas =Heat gained by cooling water

Heat lost by exhaust gas = wg.Cg (T5-T6)

Heat gained by cooling water = Wc .Cc (T4-T3)

Here. Wg = Mass flow rate of exhaust gas kg/sec

= Wa + (T.F.C)/60

Cg = specific heat of exhaust gas

Wc = mass flow rate of cooling water kg/sec

Cc = specific heat of water = 1.0

Specific heat of exhaust gas Cg = Wc (T4-T3)/ (Wg (T5-T6))

Heat carried away by exhaust gas =Wg.Cg.(T5 – T0)

(k)Friction loss = Heat Input - (Work Output + Cooling loss + Exhaust gas loss)

(i) Cooling water heat loss = We.Cw (T2-T1) k.cal/sec

Cw = Specific heat of water = 1.0

We =Wt of cooling water in Kg/sec

Cooling water loss ratio = cooling loss/Heat Input

(m) Friction loss = Heat input-(Work output + Cooling loss +Exhaust gas Loss).

Precautions:

1. Check oil level in the compressor crank case

2.The orifice should never be closed, lest the manometer liquid (water) will be sucked into

the tank.

3. At the end f the experiment the outlet valve at the air reservoir should be opened as the

compressor is to be started again at low pressure to prevent undue strain on the piston.

Results:

MULTI CYLINDER PETROL ENGINE TEST RIG WITH

HYDRAULIC DYNAMOMETER

Aim:

To conduct a load test on a 4-cylinder, 4-strokc petrol engine and determine its efficiency

Description:

The test rig consists of a multi cylinder petrol engine coupled to a hydraulic dynamometer.

The engine is HM ISUZU brand and is a 4 cylinder, 4 stroke vertical engines developing 10

H.P.

At 1500RPM. This type of engine is best suited for automobiles, which operate at

varying speeds. The engine is fitted on a rigid bed and is coupled through a flexible coupling

to a hydraulic dynamometer that acts as the loading device. All the instruments are mounted

onasuitablepanelboard.

The cooling water pipe line is connected to a water supply line. Fuel consumption

is measured by means of the burette and a three way cock which regulates the fuel flow from

the tank to the engine. When the lever is pointing upwards, fuel flows directly from the tank

to the engine. When it is pointing sideways, fuel from the burette flows to the engine and by

measuring the time taken for 10cc of Fuel to flow from the burette, fuel consumption is

calculated

Air consumption is measured by using a MS tank, which is litter with a standard

orifice and a U-tube water manometer that Measures the pressure inside the tank

To conduct Morse test. an arrangement is provided to cut off the Ignition to each spark plug.

A multi channel digital temperature indicator is used to read the temperature of the exhaust

gas and cooling water inlet and outlet thermocouples. The thermo couples are fitted on wells

provided in the pipe lines

For test rigs provided with exhaust gas calorimeter, the exhaust gas pipe is connected

to a heat exchanger wherein, the gases are cooled by a cooling water line Separate

thermocouples are provided to measure the exhaust gas outlet temperature from the

calorimeter and the calorimeter cooling water inlet and outlet temperature. The engine test

rig's multi channel temperature indicator is provided with necessary additional channels.

A charged battery is used to start the engine.

Specifications:

Four stroke, Four cylinder, Water cooled Engine petrol engine

Make : HM ISUZU

Bore : 84mm

Stroke : 82 mm

Capacity : 1500 cc

R.P.M :1500 rpm

B.H.P : 10.0 HP 1500 rpm

Fuel : Petrol

Sp.gr :0.71

Cal. Value : 10,300 Kcal/kg

Theory:

The Morse test is conducted to determine the friction power of a multi cylinder engine

without elaborate equipment. The test consists of making inoperative, in turn each cylinder of

the engine and noting the reduction in brake power developed, with a S.I engine, each

cylinder is rendered inoperative by shorting the spark plug of the corresponding cylinder. It is

assumed that pumping and friction losses are the same when the cylinder is inoperative as

well as during firing, if the speed is maintained constant.

Thus for a four - cylinder engine:

I1 +I2 + I3+I4- F = Brake output of the engine when all the cylinders are working and let this

be B.

When No.1 cylinder is cut out Ii 0, but friction loss of this engine is still the same as F, if the

effects due to the non firing cycle are neglected.

I2 + I3+I4- F = B1...

Subtracting 2 from 1 we have

Similarly,

I 1 = B-B1

I 2 = B-B2

I 3 = B-B3

I 4 = B-B4

Indicated output of the engine is therefore

I = I1 +I2+ I3+ I4

And frictional loss FP= I- B

Calculation of Max. Load to be applied on the engine is calculated using the equation given

below.

Rated brake power = WN/C where rated brake power =10 hp

W = maximum load that can be applied on the engine

N = RPM, C = Dynamo meter constant = 2000.

Mechanical efficiency: It is defined as ratio of brake power to the indicated power.

Indicated power (P): The power developed inside the engine cylinder is called indicated

power.

S.No Dynamo

meter

Time for

10 cc

collection

Speed Engine

input

Engine

output

Volumetric

Efficiency

S.No Particular W. Kg N. Rpm Engine Output Kw

1 All cylinders working

2 1

st cylinder cut off

3 2nd cylinder cut off

4 3rd cylinder cut off

5 4h cylinder cut off

Figure:

Experimental Procedure:

1. Check fuel level.

2 check lubrication oil level

3. Open the three way cock so that fuel flows to the engine directly from the tank

4. Open the cooling water valves and ensure water flows through the engine.

5. Open the water line to the hydraulic dynamometer.

6. Keep the loading in the hydraulic dynamometer at minimum.

7. Start the engine.

8. Operate the throttle valve so that the engine picks up the speed to the required level. Say

1500 rpm.

9. Load engine with the hydraulic dynamometer - loading is achieved by turning the

handle in the direction marked. If sufficient load is not absorbed by the dynamometer the

required speed, the outlet valve in the dynamometer can be closed to increase the pressure (as

indicated by the pressure gauge) and hence the load.

10. When engine is loaded the speed will decrease. Hence open the throttle to increase

the speed.

11. When steady condition is reached, the cooling water temperatures are maintained at the

required level by adjusting the flow rate. Measure the flow rate.

12 Adjust the cooling water flow rate in the exhaust gas calorimeter lo achieve stead

state conditions.

Note the following reading:

1. Engine speed : N rpm

2. Hydraulic dynamometer reading : w kg

3. Air tank water manometer reading

Left column: hl

Right column: h2

Difference : hm (h1-h2)/100 m of water

4. Time for 10cc of fuel consumption : t sec

5. Engine cooling water flow rate : We kg/sec

6. Room temperature : T0 degree C

7. Cooling water flow rate : Wc kg/sec

8. Engine cooling inlet water temperature : T1 degree C

9. Engine cooling outlet water temperature : T2 degree C

10. Exhaust gas temperature : Te degree C

For exhaust gas calorimeter, note the following additional readings:

11. Calorimeter inlet water temperature = T3 degree C

12. Calorimeter outlet water temperature = T4 degree C

13. Exhaust gas calorimeter inlet temperature = T5 degree C

14. Exhaust gas calorimeter outlet temperature= T6 degree C

15. Calorimeter cooling water flow rate = Ww kg/sec

Repeat the experiment for various loads.

Morse test can be conducted by cutting off the ignition to a particular detailed instructions are

in the next section.

Calculations:

(a) Actual air flow measurement (Va)

Difference of water column m of water= hm of water

Equivalent air= air

waterhm

Where rho water =density of water

Rho air= density of air

Say rho air.16 kg/m3 (at R.T.P)

Height of air column = hm x 1000/1.16

= Hm of air

Diameter of the orifice (d) = 0.035m.

Area of the orifice (a) = 3.14xd2 /4 m

2 =0.962x10

-3 m

2

Actual volume of air/sec Va = Cd ×a× (2ghm)0.5

Where Cd=0.62

(b) Theoretical air intake (Vu)

Piston bore D =84mm

Piston stroke L =82mm

Speed = N RPM.

For a 4 cylinder engine

Volume of air Vt =604

214.3 2

NLD

Volumetric efficiency = 100t

a

V

V%

(c) l engine Output (Brake horse power-BHP)

Hydraulic dynamometer = WN/2000 HP

=36.12000

NWKW

(BHP 10.54 k.cal/min)

(d) Total Fuel consumption (TFC)

Time for 10CC of fuel consumption: T sec

Fuel consumption per min Q:

TFC in kg/min Wf= Q×sp.GR/1000

= Q×0.971/1000

(e) Brake thermal efficiency:

Heat Input in Kcal/Min = TFC x calorific value

Calorific Value of Petrol =10300 Kcal/Kg

Heat Input = TFCx10, 3000 Kcal/Kg

input power (Fuel HP) = TFC 10,300/10.54 HP

=TFCx10, 300/14.34 K W

Brake Thermal Efficiency = Engine output/Input power

(f) Heat carried away by cooling water:

For W Kg of water tine taken = t seconds

Cooling water/minute Wc =w×60/t

Heat carried away per minute =Wc.S.(T2-TI) Kcal/min

(Cooling water loss)

Where, S = Sp. heat of water 1 Kcal/kg

T2= Outlet temperature

T1= Inlet temperature

% of Cooling water loss= (Cooling water loss/Heat Input)x 100%

(g) Exhaust gas heat loss:

Volume of air intake/minute V = Va 60 m3/min

Weight of air/minute = Wa = 1.16 x V Kg/min

Weight of fuel/minute Wf =TFC Kg/min.

Total weight of exhaust Gas Wg = Wa+ Wf Kg/min

Heal loss by exhaust gas=WgCg(Te-T0)

T0 = Ambient room temperature

Cg = specific heat of exhaust gas=1.30

With Exhaust gas calorimeter (OPTIONAL):

heat lost by exhaust gas =heat gained by cooling water

heat lost by exhaust gas =Wg.Cg (T5-T6)

Heat gained by cooling water = Wg.Cg(T4-T3)

here, Wg =mass flow rate of exhaust gas kg/sec

= Wa + (TFC)/60

Cg =specific heat of exhaust gas

Ww= mass flow rate of cooling water kg/see

Cw= specific heat of water 1.0

specific heat of exhaust gas Cg =Ww(T4-T3)/(Wg(T5-T6))

Heat carried away by exhaust gas =Wg.Cg.(T5 - T0)

Percentage of Exhaust gas loss=Exhaust gas heal loss/ heat input×100 %

(h) Friction Loss = Heat Input - (BHP + cooling water loss+ exhaust gas loss)

(i) Air Fuel Ratio = Weight of air intake/Weight of fuel intake.

Preparations:

It is strongly recommended that the operator is familiar with the engine before it is started.

Before the engine is started. Check the lubricating oil level in the crank case and add oil if

required.

DRAW GRAPHS:

B.H.P Vs. Air Fuel Ratio

B.H.P vs. Various losses