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EXPERIMENT NO. 9A

Aim:To study the construction and working of 4- stroke petrol / diesel engine.

Theory:

A machine or device which derives heat from the combustion of fuel and converts part of this
energy into mechanical work is called a heat engine. Heat engines are broadly classified into
internal combustion engines [I.C. engines] and external combustion engines.

Petrol and diesel engines fall under the category of internal combustion engines as these are
reciprocating heat engines in which fuel mixed with correct amount of air is burnt inside a
cylinder. The gaseous products of combustion form the working substance which make the
piston move and produce mechanical work at the engine crankshaft. In contrast, the
combustion of fuel in external combustion engines (ex. Steam engines) is external.

Classification of I.C. Engines:

I.C. engines can be classified as follows:

1. According to the number of strokes required to complete a cycle:

(i) 2 stroke engine

(ii) 4 stroke engine

2. According to fuel used:

(i) Petrol engine

(ii) Diesel engine

(iii) Gas Engine

3. According to thermodynamic cycle of operation:

(i) Constant volume or Otto cycle

(ii) Constant Pressure or Diesel cycle

(iii) Mixed or Dual cycle

4. According to the ignition system used:

(i) Spark Ignition engine

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(ii) Compression Ignition Engine

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5. According to the number of cylinders:

(i) Single cylinder engine

(ii) Multi Cylinder engine

6. According to arrangement of cylinders:

(i) Vertical engine

(ii) Horizontal engine

(iii) In line engines

(iv) V engines

(v) Radial engine

7. According to the cooling system:

(i) Air cooled engine

(ii) Water cooled engine

8. According to the speed of the engine:

(i) Low Speed (below 400 rpm)

(ii) Medium Speed (400 to 900 rpm)

(iii) High Speed (above 900 rpm)

9. According to lubrication system:

(i) Splash Lubrication

(ii) Pressure Lubrication

10. According to field of application:

(i) Stationary engine

(ii) Mobile engine.

Four Stroke Petrol Engine:

The cycle of operation in a four stroke petrol engine is completed in two revolutions of
crank shaft or four strokes of piston. Stroke is defined as the distance traveled by the
piston from one of the dead centers to the other dead centre. It is also equal to two times
the crank radius. Hence in a four stroke engine work is obtained only during one stroke

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out of the four strokes of the piston required to complete one cycle. This engine works on
Otto or constant volume cycle.

1. Suction stroke: To start with the piston is at or very near T.D.C. and the inlet valve is
open and exhaust valve is closed. As the piston moves from T.D.C. to B.D.C.
rarefaction is formed in the cylinder which causes the charge to rush in and fill the
space vacated by the piston. The charge consists of a mixture of air and petrol
prepared by the carburetor. The admission of charge inside the engine cylinder
continues until the inlet valve closes at B.D.C.

2. Compression stroke: Both the valves are closed and the piston moves from B.D.C. to
T.D.C. The charge is compressed up to a compression ratio of 5:1 to 9:1 and pressure
and temperature at the end of compression are about 6 to 12 bar and 250º C to 300º C
respectively.

3. Working, Power or Expansion stroke: When the piston reaches T.D.C. position, or
just at the end of compression stroke, the charge is ignited by causing an electric spark
between the electrodes of a spark plug, which is located some where in the walls of
cylinder head. During combustion the chemical energy of fuel is released and there is
rise in temperature and pressure of gases. The temperature of gases increases to about
1800º C to 2000º C and the pressure reaches 30 to 40 bar. Up till now the volume of
gases formed however remains almost constant with both valves closed. Now the
combustion products expand and push the piston down the cylinder. The reciprocating
piston motion is converted into rotary motion of crankshaft by a connecting rod and
crank. During expansion the pressure drops due to increase in the volume of gases and
absorption of heat by cylinder walls.

4. Exhaust stroke: Theoretically exhaust valve opens at the end of working stroke when
the piston is at B.D.C. position. But actually exhaust valve begins to open when about
85 % of the working stroke is completed. A pressure of 4 to 5 bar at this instant forces
about 60 % of the burnt gases into the exhaust manifold at high speed. The remaining
burnt gases are cleared off the swept volume when the piston moves from B.D.C. to
T.D.C. During this stroke the pressure in side the cylinder is slightly above the
atmospheric value. Some of the burnt gases are however left in the clearance space.
The exhaust valve closes shortly after the piston reaches T.D.C. The inlet valve opens
slightly before the end of exhaust stroke and the cycle repeats.

Four Stroke Diesel Engine:

The cycle of operation in a four stroke diesel engine is completed in two revolutions of
crankshaft or four strokes of piston using diesel oil as fuel. This engine works on diesel
cycle.

1. Suction Stroke: Starting of engine is done by an electric motor or manually. In both

cases the energy is supplied to the engine. In this stroke the inlet valve opens and the

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outlet valve remains closed. Piston moves from T.D.C. to B.D.C. and in this way a
vacuum is created in the cylinder. This vacuum is filled by air alone and piston
reaches to B.D.C.

2. Compression Stroke: Both valves are closed. This time piston moves from B.D.C. to
T.D.C. Air is compressed in this stroke up to a compression ratio of 15:1 to 22:1 and a
very high temperature is produced due to high pressure. The high temperature is the
only cause of combustion of the fuel. The piston takes the power in this stroke from
the flywheel. During this stroke the pressure and temperature attain a high value of 40
to 60 bar and 600º C to 700º C.

3. Working Stroke: At the end of compression stroke or when the piston reaches the
T.D.C. position, a fine spray of diesel is injected in the cylinder through injector. The
fuel burns by the heat of compressed air and due to its burning the power is produced.
This power pushes the piston downward i.e. from T.D.C. to B.D.C. The excess energy
of the piston is stored in the flywheel of the engine, which is further used for the
remaining three strokes of the engine. The reciprocating motion of the piston is
converted into the rotary motion of the crankshaft by connecting rod and crank.
During expansion the pressure drops due to increase in volume of gases and
absorption of heat by cylinder walls.

4. Exhaust Stroke: The exhaust valve begins to open when about 85% of the working
stroke is completed. The force of piston coming from B.D.C. to T.D.C. forces the
burnt gases into the exhaust manifold. Some of the gases are forced out due to higher
pressure in the cylinder and the remaining gases are forced out by the piston. Some of
the burnt gases are however left inside the clearance space. The exhaust valve closes
shortly after T.D.C. The inlet valve opens slightly before the end of exhaust and in
this way the cycle repeats.

Comparison between petrol and diesel engine:

S. No. Criteria of comparison Petrol Engine Diesel Engine

1. Working cycle Otto Cycle Diesel cycle

2. Fuel used Petrol Diesel

3. Compression Ratio 5:1 to 9:1 14:1 to 22:1

4. Fuel Supply Carburetor is there Fuel injector is there

5. Ignition Spark plug is required Heat of compressed air

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6. Pressure & temperature Lesser due to lower CR Higher due to more
compression ratio

7. Weight & size Lighter & Smaller Heavier & Larger

8. Initial cost Lesser More expensive

9. Running cost More Less

10. Maintenance cost Frequent but costs less Rare but costlier

11. Thermal efficiency Lesser, about 25 to 35% More, about 40 to 50%

12. Starting effort Less cranking effort More effort required

due to higher CR

13. Chances of pre-ignition More chances No chances

14. Vibration & noise Less More

15. Field of application Light duty work Heavy duty work

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Fig. Four Stroke Petrol Engine

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Fig. Working of 4-stroke Petrol engine

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Fig. Four Stroke Diesel Engine

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Fig. Working of 4-stroke Diesel engine

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EXPERIMENT NO. 9B

Aim:To study the construction and working of 2- stroke petrol / diesel engine.

Theory:

In this engine the cycle is completed in 2- strokes of the piston or in one revolution of
crankshaft. The preparatory strokes (suction and exhaust) are combined with the working
strokes (compression and expansion). In 2- stroke engines, instead of valves ports are used
for suction and exhaust purposes. As the moving parts are less; mechanical efficiency is high.
But thermal efficiency of the engine is lower due to some charge escaping without burning,
through the exhaust port. Also, in 2 –stroke engines, as the power is available once in every
revolution of the crankshaft, flywheel required is less in weight and small in size.

Two Stroke Petrol Engine:

Fig. 2.1 shows a two stroke petrol engine. It has no valves but consists of inlet or induction
port (IP), exhaust port (EP), and a third port called the transfer port (TP). Referring to the fig.
2.1 (a) let the piston be nearing the completion of its compression stroke. The ignition starts
due the spark given by the spark plug and the piston is pushed down (fig. (b) and (c) )
performing the working strokes and in doing so the air fuel mixture already drawn from the
inlet port in the previous stroke is compressed to a pressure of about 1.4 bar. When about
4/5th of this stroke is completed the exhaust port (EP) is uncovered slightly and some of the
burning gases escape to the atmosphere. Immediately afterwards as the exhaust port is
uncovered by the further downward movement of the piston, the transfer port which is only
very slightly lower than exhaust port is also uncovered as shown in fig.(d) and a charge of
compressed fuel air mixture enters the cylinder and further pushes out the burnt gases out of
the exhaust port. The top of the piston is made of a particular shape that facilitates the
deflection of fresh charge upwards and thus avoids its escape along with the exhaust gases.
This process is known as scavenging.

After reaching the bottom dead center when the piston moves up, it first closes the inlet port,
then transfer port and then exhaust port. The charge of fuel which previously entered the
cylinder is now compressed. Simultaneously there is a fall of pressure in the crank case,
creating a partial vacuum. When the piston is nearing the upward movement, the inlet port
opens and a fresh charge of air fuel mixture from the carburetor enters the crank case. After
the ignition of the charge, the piston moves down for the power stroke and the cycle is
repeated as before.

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Two Stroke Diesel Engine:

In a two stroke cycle C.I. engine all the operations are exactly the same as those in S.I. engine
except that in this case only air is taken in instead of air fuel mixture and the fuel is injected
at the end of compression stroke, a fuel injector being fitted instead of a spark plug.

Applications of Internal Combustion Engines:

The main applications of I.C. engines are:

1. Four stroke petrol engine- light vehicles such as cars, jeeps, motor bikes, and small
generating sets etc.

2. Two stroke petrol engines- very light vehicles such as scooters, mopeds, three
wheelers and portable crop sprayers etc.

3. Four stroke diesel engine- diesel power plants, heavy vehicles such as trucks, buses,
road rollers, tractors, diesel locomotives and water pumps.

4. Two stroke diesel engine- mainly used in marine engines where lesser weight is the
main consideration.

Comparison between 2- stroke and 4- stroke cycle engine:

S. No. Criteria of 2- stroke cycle engine 4- stroke cycle engine

comparison

1. Power stroke One working stroke in each One working stroke in

cylinder per revolution of each cylinder per two
crankshaft revolutions of
crankshaft

2. Weight and size Lighter and compact for same Heavier and larger
power

3. Turning moment Even and more uniform Less uniform

4. Flywheel size Smaller Larger

5. Construction Simpler and easy to More complicated due

manufacture to valve mechanism

6. Moving parts Few in number More

7. Mechanical efficiency More due to lesser moving Lesser

parts

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8. Thermal efficiency Lesser because a part of air fuel More
mixture goes as waste with the
exhaust gases

9. Noise More Lesser

10. Wear and tear More due to smaller size for the Less
same power

11. Scavenging Required Most efficient

12. Fuel consumption More Less

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Fig. Two Stroke Petrol Engine

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Fig. Two Stroke Diesel Engine

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Experiment - 9C

AIM: To draw valve timing diagram of a petrol/diesel engine

Valve timing diagram for 4 stroke system

Theoretically it may be assumed that valve open and the spark (or injection of fuel) occurs at
the engine dead centre .However, in actual operation, the valve do not operate at dead centre
position but operate some degree on either side of the dead centre .The opening occurs earlier
and the exhaust continues even at later crank angle .The ignition is also timed is also timed to
also timed to occur in advance of the completion of compression stroke.

The timing of these events, referred in term of crank angle from dead centre position, is
represented on a valve timing diagram. The correct timing are of fundamental importance for
the efficient and successful running of the I.C engine.

1. Inlet valve : Due to inertia effect and the time required in attaining full opening, the
inlet valve is made to open somewhat earlier than TDC so that by the time the piston
reaches TDC, The valve is fully open .For an engine running at low speed and with
throttle opening , there is vacuum in the cylinder throughout the intake strike and on
the completion of the strike the cylinder is almost filled with charge at atmosphere
pressure .However, majority of I.C. engine run at tremendous speed .Consequently
during suction stroke the piston will reach the BDC Before the charge could get
enough time to enter the cylinder through the inlet valve passage. Moreover, there is
considerable resistance to flow of charge through the air cleaner .Inlet and ports .This
means that if the inlet valve is closed at BDC the cylinder would remain somewhat
less than the atmosphere.

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Consequently, in actual operation, inlet is kept open the cylinder pressure equals
atmospheric pressure. It may app. The inlet valve is open even during compression,
some of charge may be sent back to induction pipe. On the contrary, the kinetic
energy of the air fuel mixture (or air) produces the ramming effect which enables
more charge more than volume capacity of the combustion space.

The greater charge sucked in by opening the inlet valve before TDC, and closing it
40-45deg after BDC increase the potential output of the engine.

2Ignition (or injection): The TDC would be proper time to produce spark if the
charge could burn instantaneously. However, there is bag between the timing of spark
and that of actual ignition. for best result with regard to power and economy , and to
avoid explosion knock, the ignition of charge is timed to occur as early as the engine
as the engine permit . At higher speed the ignition timing is called ignition advance.

With too early ignition, the complete ignition may occur before the piston reaches the
TDC and this may back explosion. The back explosion will cause the engine to run in
the reversed direction of rotation.

In diesel engine, too, there is a brief interval of time for the fuel oil to mix with the
hot compressed air in cylinder and ignite. The injection of fuel is timed to occur about
10-15° before TDC, so that by the time the piston reach TDC the actual combustion of
fuel start.

3. Exhaust valve : The scavenging period (period available for discharge of bunt
gases) in increased by opening the exhaust valve in advance i.e. before BDC, and
closing it with delay, i.e. after TDC Earlier opening make it possible for the exhaust
gases to leave by virtue of their pressure being higher than the atmosphere . During
late closer, the kinetic energy of fresh charge is utilized to assist in the maximum
exhausting cylinder .The scavenging is being obtained is being obtained at the cost of
power from the expansion stroke. All the same a greater portion of the burnt gases is
exhaust and this reduces the amount of the work to be done by the piston on the return
stroke. The Valve timing diagrams for stroke petrol engine and diesel engine in
Figure. The valves of the angular positions quoted are only average one and
considerable difference exists with different engine. Further the timing area function
of the engine speed. When the engine is to run faster, the inlet valve is made to close.
The exhaust valve opens earlier and ignition occurs earlier.

It may be seen that for some part of the cycle near TDC both the valve are open and
this period is called overlap.

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Valve Timing Diagram for Diesel Engine

 The valve timing for actual engine is show in fig. For a typical diesel engine.
 The various strokes are modified for similar reasons as explained in case of
petrol engine.

Fuel injection timing:

 The fuel need to be injected few degree before TDC, for better evaporation
and mixing of fuel and air.
 The fuel valve is closed few degree after TDC, as show in fig.
 Valve timing have to be adjusted depending upon the speed of engine. Usual
timing are as follow:

Inlet valve open (IVO) – 10 to 25° before T.D.C

Inlet valve closed (IVC) - 25 to 50° before B.D.C

Fuel injection start (FVO) - 5 to 10° before T.D.C

Fuel injection stop (FVC) - 15 to 25° before T.D.C

Exhaust valve open (EVO) - 30 to 50° before B.D.C

Exhaust valve closed (EVC) - 10 to 15° before T.D.C

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Experiment No. 10

MORSE TEST ON
4 - CYLINDER 4 - STROKE PETROL
ENGINE

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MORSE TEST ON
4 - CYLINDER 4 - STROKE PETROL ENGINE

INTRODUCTION

A machine, which uses heat energy obtained from combustion of fuel and converts it into
mechanical energy, is known as a Heat Engine. They are classified as External and Internal
Combustion Engine. In an External Combustion Engine, combustion takes place outside the
cylinder and the heat generated from the combustion of the fuel is transferred to the working fluid
which is then expanded to develop the power. An Internal Combustion Engine is one where
combustion of the fuel takes place inside the cylinder and converts heat energy into mechanical
energy. IC engines may be classified based on the working cycle, thermodynamic cycle, speed,
fuel, cooling, method of ignition, mounting of engine cylinder and application.

AIM: Determine the brake power indicated power friction power and mechanical efficiency of a
multi slender petrol engine running at constant speed, most test.

APPARATUS:
A Hydraulic Dynamometer Loading

1. The equipment consists of a Brand new ISUZU (Ambassador) make Carburetor

Version Engine (Self started) of capacity 30kW at the charsy and 7.5kW at the crank
shaft.

2. The Engine is coupled to a Hydraulic Dynamometer for Loading purposes. The coupling
is done by an universal coupling in a bearing house.

3. Thermocouples are provided at appropriate positions and are read by a digital

temperature indicator with channel selector.

4. Rota meters of range 15LPM & 10LPM are used for direct measurement of water flow

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rate to the engine and calorimeter respectively.

5. The Engine Speed and the load applied at various conditions is determined by a Digital
RPM Indicator and Load cell arrangement.

6. A separate air box with orifice assembly is provided for regularizing and measuring the
flow rate of air. The pressure difference is measured by means of a Manometer.
7. A volumetric flask with a fuel distributor is provided for measurement and directing the
fuel to the engine respectively.

PROCEDURE:

1. Check the lubricating oil level.

2. Check the fuel level.
3. Check and Release the load on the dynamometer if loaded.
4. Check the necessary electrical connections and switch on the panel.

5. Provide the Battery Connections.

6. Allow cooling water to engine and calorimeter and set the flow to 6 & 3 LPM respectively.
7. Open the three-way cock so that fuel flows to the engine.
8. Start the engine using the starter key.
9. Set the speed of the engine. (Do not exceed 3000rpm)
10. Now slowly load the engine using the loading wheel of the dynamometer.
11. Set the engine speed to before rating.
12. Note the following readings.
(a) Engine Speed.
(b)Time taken for cc of petrol consumption
(c) Rotameter readings.
(d)Manometer readings, in ‘m’ of water &Temperatures
(e).Repeat the experiment for other loadings

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13.After the completion release the load (while doing so release the accelerator) and then switch of
the engine and the panel.

*Note:
1. Allow the water to flow for few minutes and then turn it off.

2. Allow water only to the calorimeter and not to the engine.

OBSERVATIONS:

Manometer Reading Time for 10 cc of

Sl. Speed, Load hw =
No. rpm Applied h1 h2 fuel collected, t sec
(h1~h2)

Sl. T1 T2 T3 T4 T5 T6
No.

Sl. Engine water Flow rate, calorimeter water flow rate,

No. LPM1
LPM2

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CALCULATIONS:

1 Mass of fuel consumed, mf

mf = Xcc x Specific gravity of fuel kg/sec

1000 x t

Where,
SG of Petrol is = 0.71
Xcc is the volume of fuel consumed = 10ml
t is time taken in seconds
2 Heat Input, HI

HI = mf x Calorific Value of Fuel, kW

Where,
Calorific Value of Petrol= 43120 kJ/kg
3 Output or Brake Power, BP

BP =W x N x 0.80 kW
2000
Where,

W = Load carried by the dynamometer

= Load indicator Reading in kg

N = Speed of the engine, rpm

4 Specific Fuel Consumption, SFC

SFC =Mf x 3600 kg/kW – hr
BP

5 Brake Thermal Efficiency, ηbth%

ηbth % = 3600 x 100

SFC x CV

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6 Mechanical Efficiency, ηmech%
ηmech % = BP x 100
IP

IP is calculated using the Morse test facility

7 Calculation of head of air, Ha

Ha = hw ρwater m
ρair
Where,
ρwater = 1000 Kg/m
ρair = 1.2 Kg/m @ R.T.P
hw is the head in water column in ‘m’ of water

8 Volumetric efficiency, ηvol% ηvol =Qa / Qth x 100

Qa = Actual volume of air taken = Cd a √ (2gHa)

Cd = Coefficient of discharge of orifice = 0.62

a = area at the orifice, = ∏ (0.025)2 /4
Ha = head in air column, m of air.

Qth = Theoretical volume of air taken

Qth = (∏/4) x D2 x L x N
60

D = Bore diameter of the engine = 0.084m

L = Length of the Stroke = 0.082m
N is speed of the engine in rpm.

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TABULATION:

Sl. Input Output SFC Brake Mechanical Volumetric

Power Power Thermal Efficiency efficiency
Efficiency
1
2
3
4
5

RESULT:
Graphs to be plotted:

1) SFC v/s BP
2) ηbth v/s BP
3) ηmech v/s BP
4) ηvol v/s BP

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PRECAUTIONS:
1. Do not run the engine if supply voltage is less than 180V
2. Do not run the engine without the supply of water.
3. Supply water free from dust to prevent blockage in rotameters, engine head and
calorimeter.
4. Note that the range for water supply provided is an approximate standard values, however
the user may select the operating range to his convenience not less than 3 & 2 LPM for
engine and calorimeter respectively.
5. Always set the accelerator knob to the minimum condition and start the engine.

6. Do not forget to give electrical earth and neutral connections correctly.

7. It is recommended to run the engine below 3000rpm otherwise the rotating parts and
bearing of dynamometer may run out.

TO DO MORSE TEST FOLLOW THE PROCEDURE BELOW:

1. Start the engine and set to one particular speed and note down the readings and calculate the
B.P of the engine for the particular load and speed.
st
2. Cut - off the 1 cylinder, now the speed reduces , so set the speed to
st
3. the before value by releasing the load and subtract the previous value to get the IP of 1
cylinder.
4. Now, repeat the step 2 for other cylinders.

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OBSERVATION:

Sl. Initial Final Load after cylinder cut – off

Speed st nd rd th
No. Load 1 Cyl 2 Cyl. 3 Cyl 4 Cyl
1.
2.
3.

CALCULATION:
1. Brake Power , BP

BP = W x N x 0.8 kW 2000

Where,
W= Load carried by the dynamometer
= Load indicator Reading in kg N = Speed of the engine, rpm
Note: Calculate BP for full load as well as cut-off loads

2.Indicated Power , BP
IP = IP1 + IP2 + IP3 + IP4 kW

Where,
IP1 = BP – BP1 IP2 = BP – BP2 IP3 = BP – BP3 IP4 = BP – BP4

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Experiment No. 11
EXPERIMENT NO-
11
Heat Balance
Sheet

AIM:- The experiment is conducted to

a) To study and understand the performance characteristics of the engine.
b) To draw Performance curves and compare with standards.
APPARATUS USED :-
1. 4-stroke 4-cylinder petrol engine.
2. Loading arrangements hydraulic dynamometer
3. Rota meter.

THEORY :-
For slow speed engine the indicated power is directly calculated from
the indicator diagram. But in modern high speed engines , it is difficult to
obtain accurate indicator diagram due to inertia forces , and therefore , this method
cannot be applied . In such cases the Morse test can be used to measure the
indicated power and mechanical efficiency of multi cylinder engines. The engines
test is carried out as follows. The engine is run at maximum load at certain speed.
The B.P. is then measured when all cylinders are working.

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Then one cylinder is made in operative by cutting off the ignition
to that cylinder. As a result of this the speed of the engine will decrease.
Therefore, the load o n the engine is reduced so that the engine speed is restored to
its initial value. The assumption made on the test is that frictional power is
depends on the speed and not upon the load on the engine.

Definitions:

Break power (BP):

The useful power available at the crank shaft of the engine is called brake
power of the engine. The brake power of the engine are determined by

1. Rope brake dynamometer.

T = WRe

W = net load
Re = effective radius of the brake drum

2. Prony brake dynamometer

T = WL
W = Load
L = Distance at which the load is applied

3. Hydraulic dynamometer

W = Load
N = Speed in RPM
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C = Dynamometer constant

4. Electrical dynamometer

Indicated power (I P):

The power actually developed inside the engine cylinder due to the
combustion of the fuel are called indicated power .
IP = FP + BP; FP = Frictional power

5.Frictional power (FP):

The power loss due to friction between the moving parts are called as frictional
power .

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6.Mechanical efficiency (ηmech):

7.Indicated Thermal Efficiency (ηith):

8.Brake Thermal Efficiency (ηbth):

PROCEDURE:-

1. Give the necessary electrical connections to the panel.

2. Check the lubricating oil level in the engine.

3. Check the fuel level in the tank.

4. Allow the water to flow to the engine and the calorimeter and adjust the flow
rate to 6lpm & 3lpm respectively.

5. Release the load if any on the dynamometer.

6. Open the three-way cock so that fuel flows to the engine.

7. Start the engine by cranking.

8. Allow to attain the steady state.

9. Load the engine by slowly tightening the yoke rod handle of the Rope
brake drum.

10. Note the following readings for particular condition,

a. Engine Speed

b. Time taken for cc of petrol consumption

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c. Rota meter reading.

d. Manometer readings, in cm of water &

e. Temperatures at different locations.

11. Repeat the experiment for different loads and note down the above
readings.

12. After the completion release the load and then switch of the engine.

13. Allow the water to flow for few minutes and then turn it off.

OBSERVATIONS TABLE :-
(1) Brake power B.P =...........KW
(2) Rated Speed N =..........Rpm
(3) Type of loading: =...........
(4) Radius of brake drum: R =...........‘m’
(5) Radius of Rope r = =...........‘m’
(6) Number of cylinders = 4
Sl. Time for 10cm Loading Speed BP(kW)
No. fuel consumption W1 W2 W1-W2 Net Load (RMP)
(kg) (kg) (kg) W (N)
1
2
3

Temperature Table:

Sl. No. T1 T2 T3 T4 T5 T6
1
2
3

Calculations:
1. Mass of fuel consumed,
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Mf= (Xcc x Specific gravity of the fuel) 1000 x t kg/sec

Where,
Sg of Petrol is = 0.739
Xcc is the volume of fuel consumed =
10ml t is time taken in seconds
2. Heat Input, HI
HI = Mf x Calorific Value of Fuel kW
Where, Calorific value of diesel =44000 kJ/kg
3. Output =Brake Power,

Heat Balance Sheet Calculations:

1.. Credit side:
Heat Input: Hi

2.. Debit Side:

3.Heat converted into useful work Hb
Hb = BP x 60 kJ/min
4.Heat carried away by engine cooling water Hw

5.Heat carried away by exhaust gases

He = [Me x Cpg x (T4-T1)] kJ/min
Me= mass flow rate of exhaust gas in Kg/min
Cpg= specific heat of exhaust gas 1.005kJ/KgK
Me= Ma+ TFC in Kg/hr.

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6.Un accountable losses:

Hu= [Hi]-{Hb+Hw+He} kJ/min

Assignment Questions
1. Differentiate SFC and TFC.
2. Describe different heat losses in SI engines.
3. Differentiate brake power and indicated power.
4. Explain the heat balancing of Diesel engine.

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Experiment No.12 (A)

I.C. Engine Performance Test Single Cylinder 4 Stroke

Diesel Engine
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INTRODUCTION

A machine, which uses heat energy obtained from combustion of fuel and converts it into
mechanical energy, is known as a Heat Engine. They are classified as External and Internal
Combustion Engine. In an External Combustion Engine, combustion takes place outside the
cylinder and the heat generated from the combustion of the fuel is transferred to the working fluid
which is then expanded to develop the power. An Internal Combustion Engine is one where
combustion of the fuel takes place inside the cylinder and converts heat energy into mechanical
energy. IC engines may be classified based on the working cycle, thermodynamic cycle, speed,
fuel, cooling, method of ignition, mounting of engine cylinder and application.

Diesel Engine is an internal combustion engine, which uses heavy oil or diesel oil as a fuel and
operates on two or four stroke. In a 4-stroke Diesel engine, the working cycle takes place in two
revolutions of the crankshaft or 4 strokes of the piston. In this engine, pure air is sucked to the
engine and the fuel is injected with the combustion taking place at the end of the compression
stroke. The power developed and the performance of the engine depends on the condition of
operation. So it is necessary to test an engine for different conditions based on the requirement.

AIM:Performance testing of a diesel engine from no load to full load (at constant speed) for a
single cylinder/ multi- cylinder engine in terms of brake power, indicated power, mechanical
efficiency and specific fuel consumption and to measure the smoke density. Also make the heat
balance sheet..

APPARATUS:

The test rig is built for loading mentioned below:

 Mechanical Loading (Water cooled)

1. The equipment consists of KIRLOSKAR Diesel Engine (Crank started) of 5hp (3.7kW)
capacity and is Water cooled. The Engine is coupled to a Rope Brake Drum Dynamometer
for loading purposes. Coupling is done by an extension shaft in a separate bearing house.
The dynamometer is connected to the spring load assembly for varying the load.
2. Thermocouples are provided at appropriate positions and are read by a digital temperature
indicator with channel selector to select the position.
3. Rota meters of range 15LPM & 10LPM are used for direct measurement of water flow rate
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to the engine and calorimeter respectively.
4. Engine Speed and the load applied at various conditions is determined by a Digital RPM
Indicator and spring balance reading.
5. A separate air box with orifice assembly is provided for regularizing and measuring the
flow rate of air. The pressure difference at the orifice is measured by means of
Manometer.

6. A volumetric flask with a fuel distributor is provided for measurement and directing
the fuel to the engine respectively

PROCEDURE:

1. Give the necessary electrical connections to the panel.

2. Check the lubricating oil level in the engine.
3. Check the fuel level in the tank.
4. Allow the water to flow to the engine and the calorimeter and adjust the flow rate to 6lpm
& 3lpm respectively.
5. Release the load if any on the dynamometer.
6. Open the three-way cock so that fuel flows to the engine.
7. Start the engine by cranking.
8. Allow to attain the steady state.
9. Load the engine by slowly tightening the yoke rod handle of the Rope brake drum.
10. Note the following readings for particular condition,
 Engine Speed
 Time taken for cc of diesel consumption
 Rotameter reading.
 Manometer readings, in cm of water &
 Temperatures at different locations.

11. Repeat the experiment for different loads and note down the above readings.
12. After the completion release the load and then switch of the engine.

13. Allow the water to flow for few minutes and then turn it off.
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OBSERVATIONS:

Sl. Speed, Load Applied Manometer Reading Time for

No. rpm 10cc of
hw = fuel collected, t
F1 F2 F= (F1~F2) h1 h2 sec
(h1-h2)

Sl. No. T1 T2 T3 T4 T5 T6

(
Sl. No. Engine water flow rate, LPM1 Calorimeter water flow rate,
LPM2

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CALCULATIONS:

1.Mass of fuel consumed, mf

mf = Xcc x Specific gravity of the fuel ( kg/sec)

1000 x t

Where,
SG of Diesel is = 0.827
Xcc is the volume of fuel consumed = 10ml t is time taken in seconds

2.Heat Input, HI

HI = mf x Calorific Value of Fuel, kW

Where,
Calorific Value of Diesel = 44631.96 KJ/Kg

3. Output or Brake Power, BP

Engine output
BP =2Π NT kW
60000

Where,
N = speed in rpm
T = F x r x 9.81 N-m

r = 0.15m

4. Specific Fuel Consumption, SFC

SFC =Mf x 3600 kg/kW – hr
BP
5.Brake Thermal Efficiency, ηbth%

ηbth% = 3600 x 100

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SFC x CV

6.Mechanical Efficiency, ηmech%

ηmech% =BP x 100

IP
Determine the IP = Indicated Power, using WILLAN’S LINE method and the procedure is as below:

1. Draw the Graph of Fuel consumption Vs Brake power

2. Extend the line obtained till it cuts the Brake power axis
3. The point where it cuts the brake power axis till the zero point will give the Power losses
(Friction Power loss)
With this the IP can be found using the relation:
IP = BP + FP

EXPERIMENT No. 12(b)

AIM: - To prepare heat balance sheet on Single-Cylinder Diesel Engine.

APPARATUS USED:- Single-Cylinder Diesel Engine (Constant Speed) Test, Rig, Stop Watch and Digital
Tachometer
THEORY:-
The thermal energy produced by the combustion of fuel in an engine is not completely utilized for the
production of the mechanical power. The thermal efficiency of I. C. Engines is about 33 %. Of the
available heat energy in the fuel, about 1/3 is lost through the exhaust system, and 1/3 is absorbed and
dissipated by the cooling system. It is the purpose of heat balance sheet to know the heat energy
distribution, that is, how and where the input energy from the fuel is is distributed.
The heat balance sheet of an I. C. Engine includes the following heat distributions:
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a. Heat energy available from the fuel brunt.
b. Heat energy equivalent to output brake power.
c. Heat energy lost to engine cooling water.
d. Heat energy carried away by the exhaust gases.
e. Unaccounted heat energy loss.
FORMULE USED:-
(i) Torque, T = 9.81 x W x R Effective N-m.
; Where R Effective = (D + d)/2 or (D + tBelt)/2 m, and W
(Load) = ( S1 - S2 ) Kg,
(ii) Brake Power, B P = (2πN T) / 60, 000 KW
; Where N = rpm, T = Torque N-m,
(iii) Fuel Consumption, m f = (50 ml x 10-6 x ρ Fuel) / (t) Kg/Sec
Here; 1 ml = 10-3liters, and 1000 litres = 1 m3
So 1 ml = 10-6m3
(iv)Heat energy available from the fuel brunt, Qs = mf x C. V. x 3600 KJ/hr
(v) Heat energy equivalent to output brake power, QBP = BP x 3600 KJ/hr
(vi) Heat energy lost to engine cooling water, QCW = mw x Cw (two - twi) x 3600 KJ/hr
(vii) Heat energy carried away by the exhaust gases, QEG = mfg x Cfg (tfg – tair) x 3600 KJ/hr
; Where mfg = (mf + mAir) Kg/Sec, and mAir = Cd Ao √2 g Δh ρ Air ρ Water Kg/ Sec
; Where Cd (Co-efficient of Discharge) = 0.6, ρ Air = ( Pa x 102) / ( R x Ta ) Kg/m3 Ao
(Area of Orifice) = (π do2)/ 4 m , P1 = 1.01325 Bar, R = 0.287 KJ/Kg . K,
Ta = (ta + 273) K, ta = Ambient Temperature in degree centigrade
(viii) Unaccounted heat energy loss, QUnaccounted = Qs – {QBP + QCW + QEG} KJ/hr

PROCEDURE:-
1. Before starting the engine check the fuel supply, lubrication oil, and availability of cooling water.
2. Set the dynamometer to zero load and run the engine till it attain the working temperature and
steady state condition.

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3. Note down the fuel consumption rate, Engine cooling water flow rate, inlet and outlet temperature
of the engine cooling water, Exhaust gases cooling water flow rate, Air flow rate, and Air inlet
temperature.
4. Set the dynamometer to 20 % of the full load, till it attains the steady state condition. Note down
the fuel consumption rate, Engine cooling water flow rate, inlet and outlet temperature of the engine
cooling water, Exhaust gases cooling water flow rate, Air flow rate, and Air inlet temperature.
5. Repeat the experiment at 40 %, 60 %, and 80 % of the full load at constant speed.
6. Disengage the dynamometer and stop the engine.
7. Do the necessary calculation and prepare the heat balance sheet.
OBSERVATIONS:-
Engine Speed, N = 1500 rpm
No. of Cylinders, n = Single
Calorific Value of Fuel, C.V. = 38,000 KJ/Kg
Specific Heat of Water, Cw = 4.187 KJ/Kg K
Specific Heat of Exhaust Flue Gases, Cfg = 2.1 KJ/Kg K
Gas Constant, R = 0.287 KJ/Kg K
Ambient Temperature, ta=
Atmospheric Pressure, Pa= 1.01325 Bar
Orifice Diameter, do = 25 x 10-3 m
Co-efficient of Discharge, Cd =0.6
Density of fuel (Diesel), ρ Fuel = 810 to 910 Kg/m3
Density of Water, ρWater = 1,000 Kg/m3
Brake Drum Diameter, D = 181.5 x 10-3 M
Rope Diameter, d = M
Or Belt thickness, t belt = 5.5 x 10-3M

OBSERVATIONS TABLE:-

S no Engine Dynamometer Time Engine Engine Exhaust Manometer

speed Spring balance taken Cooling Cooling Gas Reading,
for 50 Water Water Temp. Temperature, Δh (m)
ml Flow TFG

S1 S2 TWI TWO
( c) ( c)
1 1500
2 1500

3 1500
4 1500

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Result Table:

S no Engine speed Brake Fuel Air Flow Rate, Exhaust Gas

Power, BP Consumption, Mair (Kg/hr) Flow Rate,
(KW) mf (Kg/hr) Mfg
(Kg/hr)
1 1500
2 1500
3 1500
4 1500

Heat Balance sheet:

Heat Energy KJ/hr % age Heat Energy Consumed KJ/hr % age

Supplied (Distribution)
Heat energy (a) Heat energy equivalent
available to output brake power.
from the fuel
brunt
(b) Heat energy lost to
engine cooling water.

(c) Heat energy carried away

by the exhaust gases.

(d) Unaccounted heat

Energy Loss.
Total
Total 100 % 100 %

Results:

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PERFORMANCE TEST ON RECIPROCATING AIR COMPRESSOR

INTRODUCTION

A COMPRESSOR is a device, which sucks in air at atmospheric pressure & increases its pressure by
compressing it. If the air is compressed in a single cylinder it is called as a Single Stage Compressor.
If the air is compressed in two or more cylinders it is called as a Multi Stage Compressor.

In a Two Stage Compressor the air is sucked from atmosphere & compressed in the first cylinder
called the low-pressure cylinder. The compressed air then passes through an inter cooler where its
temperature is reduced. The air is then passed into the second cylinder where it is further
compressed. The air further goes to the air reservoir where it is stored.
AIM: The experiment is conducted at various pressures to
1. Determine the Volumetric efficiency.
2 Determine the Isothermal efficiency

APPARATUS:

1. Consists of Two Stage Reciprocating air compressor of 3hp capacity. The compressor
is fitted with similar capacity Motor as a driver and 160lt capacity reservoir tank.
2. Air tank with orifice plate assembly is provided to measure the volume of air taken
and is done using the Manometer provided.
3. Compressed air is stored in an air reservoir, which is provided with a pressure gauge
and automatic cut-off.
4. Necessary Pressure and Temperature tappings are made on the compressor for
making different measurements
5. Temperature is read using the Digital temperature indicator and speed by Digital
RPM indicator.

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PROCEDURE:

1. Check the necessary electrical connections and also for the direction of the motor.

2. Check the lubricating oil level in the compressor.

3. Start the compressor by switching on the motor.

4. The slow increase of the pressure inside the air reservoir in observed.

5. Maintain the required pressure by slowly operating the discharge valve (open/close). (Note
there may be slight variations in the pressure readings since it is a dynamic process and the
reservoir will be filled continuously till the cut-off.)
6. Now note down the following readings in the respective units,

 Speed of the compressor. Manometer readings.

 Delivery pressure. Temperatures.

 Energy meter reading.

7. Repeat the experiment for different delivery pressures.

8. Once the set of readings are taken switch of the compressor.

9. The air stored in the tank is discharged. Be careful while doing so, because the compressed
air passing through the small area also acts as a air jet which may damage you or your
surroundings.

10. Repeat the above two steps after every experiment.

OBSERVATIONS:

Time for ‘n’ Manometer meter reading in

Compressor Delivery revolutions ‘m’
Sl. Speed, N rpm Pressure, ‘P’ energy meter, ‘T’
No. kg/cm² sec h1 h2 HW
1
2
3
4
5

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CALCULATIONS:

1 Air head causing flow, ha

ha = hw ρwater m of air ρair

ρair
Where,
hw is Water column reading in m of water.
ρwater is density of the water = 1000 kg/m3

ρair is the density of the air = 1.293 kg/m3

2 Actual vol. of air compressed at RTP, Qa

Where, Qa = Cd a √ (2gha) m3/s

ha is air head causing the flow in m of air.

Cd = co efficient of discharge of orifice = 0.62
a = Area of orifice = (∏d)2 / 4
d = diameter of orifice = 0.02m

3.Theoritical volume of air compressed Qth,

Qth = (∏/4) x D2 x L x N m3/s

60

Where,
D is the diameter of the LP cylinder = 0.07m.
L is Stroke Length = 0.085m
N is speed of the compressor in rpm

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4.Input Power, IP

Input Power = 3600 x N x ηm, kW

KxT

Where,

N= No. of revolutions of energy meter

K = Energy meter constant revs/kW-hr
T = time for 5 rev. of energy meter in seconds
ηm = efficiency of belt transmission = 75%

5.Isothermal Work done, WD

WD = ρa x Qa ln r kW
Where,
ρair = is the density of the air = 1.293 kg/m3
Qa = Actual volume of air compressed.
r = Compression ratio

r = Delivery gauge pressure+Atmospheric pressure

Atmospheric pressure

Where Atmospheric pressure = 101.325 kPa

NOTE: To convert delivery pressure from kg/cm to kPa multiply by 98.1

6.Volumetric efficiency, ηvol

ηvol = Qa/Qth x 100

7.Isothermal efficiency, ηiso

ηiso = Isothermal work done x 100

IP

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TABULATIONS:

Sl Head of air ha, m Act.Vol.of Theo.Vol.of Isother mal work done IsoThermal Efficiency Volumetric Efficiency
. No compres sed air compresse d air kW
Qa mZ/s Qth, mZ/s ηiso, % , ηvol, %

1
2
3
4
5
6

PRECAUTIONS:

1. Do not run the blower if supply voltage is less than 380V

2. Check the direction of the motor, if the motor runs in opposite direction change the phase line
of the motor to run in appropriate direction.
3. Do not forget to give electrical earth and neutral connections correctly.

RESULT:

Volumetric efficiency, ηvol = ---------

Isothermal efficiency, ηiso = -----------

GRAPHS TO BE PLOTTED:0
1. Delivery Pressure vs. ηvol
2. Delivery Pressure vs. ηiso

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