U18PCAU5L2 - Engine Testing Emission Measurement Lab

LAB MANUAL

B.Tech II Year

DEPARTMENT OF AUTOMOBILE ENGINEERING

BHARATH INSTITUTE OF HIGHER EDUCATION AND RESEARCH

173, AGARAM MAIN ROAD, SELAIYUR, CHENNAI - 600073

CONTENTS

S. No. Name of The Experiment

1 Study of hydraulic, electrical and eddy current dynamometers

2 Valve timing and port timing diagrams

3 Performance and emission test on two wheeler SI engine

4 Performance and emission test on automotive multi-cylinder SI engine

5 Performance and emission test on automotive multi-cylinder CI engine

6 Retardation test on I.C. Engines.

7 Heat balance test on automotive multi-cylinder SI engine

8 Heat balance test on automotive multi-cylinder CI engine

9 Morse test on multi-cylinder SI engine

10 Flash, Fire and Pour Point Measurement of a fuel

11 Motoring test for indicated power

EXP NO: 01 TO STUDY THE VARIOUS TYPES OF DYNAMOMETERS.

APPARATUS USED: - Models of dynamometer.

THEORY:- The dynamometer is a device used to measure the torque being exerted along a rotating

shaft so as to determine the shaft power.

Dynamometers are generally classified into:

1) Absorption dynamometers (i.e. Prony brakes, hydraulic or fluid friction brakes, fan brake

and eddy current dynamometers)

2) Transmission dynamometers (i.e. Torsion and belt dynamometers, and strain gauge

dynamometer)

3) Driving dynamometers (i.e. Electric cradled dynamometer)

FLUID FRICTION (HYDRAULIC DYNAMOMETER):- A hydraulic dynamometer uses fluid-

friction rather than friction for dissipating the input energy. The unit consists essentially of two

elements namely a rotating disk and a stationary casing. The rotating disk is keyed to the driving

shaft of the prime-mover and it revolves inside the stationary casing. When the brake is operating,

the water follows a helical path in the chamber. Vortices and eddy-currents are set-up in the water

and these tend to turn the dynamometer casing in the direction of rotation of the engine shaft. This

tendency is resisted by the brake arm and balance system that measure the torque.

Brake power = W*N/k,

Where W is weight as lever arm, N is speed in revolutions per minute and k is dynamometer

constant.

Approximate speed limit = 10,000rpm Usual power limit = 20,000kW

BEVIS GIBSON FLASH LIGHT TORSION DYNAMOMETER: - This torsion dynamometer

is based on the fact that for a given shaft, the torque transmitted is directly proportional to the angle

of twist. This twist is measured and the corresponding torque estimated the relation:

T = Ip* C*θ / l

Where Ip = πd4/32 = polar moment of inertia of a shaft of diameter d

θ = twist in radians over length l of the shaft C = modulus of rigidity of shaft material

APPLICATIONS:-

i) For torque measurement.

ii) For power measurement.

EXP NO 02: 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.

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

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

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.

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:

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

Result:

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

present set of values.

Precautions

EXP NO: 03 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

2gh

Engine Performance Test:

1. Brake Power

BP =

VXI

-----------Kw

Where,

1000 X�g

V = dc voltage in volts

I = dc current in amps

�g = Generator efficiency = 80 %

2. Mass Of Fuel Consumed

Where,

Mfc = Xx0.72x360

0

1000xt

Kg/ h

X = burette reading in cc

0 72 = density of petrol in gram /cc

t = Time taken in seconds

3. Specific Fuel Consumption

SFC = mfc

kg/kW hr BP

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

where

Va = Cd x A X 3600 m3/hr

H- h

1000

X �

�a

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= � 2

XLXNX60 4 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

� Va

X100 % V Vs

7. Brake Thermal Or Over All Efficiency:

�bth BPX 3600 X100

%

mfcXCV

Where

Cv = calorific value of petrol = 435000 kj/kg

BP = Brake power in Kw.

8. Mechanical Efficiency:

Where

�m

ch

BPX100

%

IP

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

EXP NO 04: SINGLE CYLINDER 4 STROKE 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:

EXP NO 05: 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

.No

En

gin

e sp

eed i

n r

pm

Fu

el c

on

sum

pti

on

for

10

ml

in s

ec

Air

flo

w r

ead

ing

in

mm

of

wat

er

En

erg

y m

eter

read

ing t

ime

for

no.

of

rev

olu

tio

ns

Alt

ern

at O

r

Vo

ltag

e in

vo

lts

Alt

ern

at o

r

Cu

rren

t in

am

ps

tem

per

atu

re

Air

in

let

T1

Wat

er

inle

t T

2

Wat

er

ou

tlet

T3

Ex

hau

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 10-3x 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.

EXP NO: 06 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

Tabulation:

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

Therefore, IP = BP + FP

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.

EXP NO: 07 TO CONDUCT HEAT BALANCE ON S I ENGINE.

INTRODUCTION:

The Test Rig is multi cylinder petrol engine coupled to a hydraulic brake and complete with all

measurement systems, auto electrical panel , self- starter assembly, Morse test setup, battery etc.,

Engine is with 4 cylinder water cooled radiator is provided. Engine cooling is done by through

continuous flowing water.

Specifications:

1. Engine coupled to hydraulic brake

2. Clutch arrangement

3. Morse test setup

4. Stand, Panel with all measurements

5. Air tank, fuel tank

6. Auto electrical with battery

DESCRIPTION OF THE APPARATUS:

Engine: Either PREMIERE / AMBASSODAR four cylinder four stroke water

cooled automotive (reclaim) spark ignited with all accessories.

Make : PREMIERE

Speed : max 5000rpm

Power : 23 HP at max speed

No of cylinders : FOUR

Firing order : 1-3-4-2

Cylinder bore : 73mm

Stroke length : 70mm

Spark plug gap : 0.64mm

Other components include battery, starter motor, alternator/DC dynamo, ignition switch,

solenoid, cables, accelerator assembly, radiator, valves etc.

HYDRAULIC BRAKE:

It is a reaction type hydraulic dynamometer; a stator body can swing in its axis, depending upon the torque

on the shaft. The shaft is extended at both ends and supported between two bearings. Rotor is coupled at

one end to the engine shaft. Water is allowed inside through stator and flows inside pockets of rotor and

comes out of rotor. Any closure of valve or any restriction of flowing water, created breaking effect

on the shaft, and which is reflected in opposition force of stator. Stator while reacting to proportional

force pulls a spring balance, which is calibrated in kgs. Controlling all three valves enables to

increase or decrease the load on the engine.

CLUTCH ARRANGEMENT:

A long lever with locking facility is provided. It helps to either couple engine to hydraulic

brake or decouple both. Initially for no load do not couple these two and after increasing

engine speed slowly engage same. Do not allow any water to dynamometer when engine

is started. This is no load reading.

Observations:

1. Orifice diameter d0 =25mm

2. Density of waterρw =1000kg/m3

3. Density of air ρa =1.2kg/m3

4. Density of Petrol ρf =0.7kg/lit

5. Acceleration due to gravity g =9.81m/sec2

6. Torque on length R =0.3mt

7. Calorific value of Petrol Cv =43,210kJ/kg

8. Cd of orificeCd = 0.62

9. Cylinder bore D =73mm

10.Stroke length L =70mm

OPERATING DYNAMOMETER:

1. Inlet water Valveno1 (V1)-If knob is rotated clockwise LOAD is reduced, that means

water entry is reduced.

2. If this V1 if rotated anti clock wise LOAD increased, here water is allowed into

dynamometer-MORE the water into dynamometer MORE is LOAD.

3. Drain V2 if opened completely then load is reduced, if closed by rotating clockwise

then LOAD is increased.

4. Overflow valve No.3 (V3)-if closed then Load is increased, If opened then LOAD is

reduced.

5. In this manner load has to be increased or decreased.

TABULAR COLUMN:

Sl.

No.

Speed,r

pm

Spring

balance

Wkg

Manometer Reading Time for 10 cc of fuel

collected, t sec h1 cm h2 cm hw = (h1~h2)

Temperature measurement:

Sl.

no

T1 room temp 0C T2 inlet water

0C

T3 outlet water

0C

T4 exhaust gases

0C

CALCULATIONS:

1. Area of Orifice A0 = d02 cm2( d0 is orifice diameter = 25mm=0.025m)

2. Head of Air Ha = ( in mts; ρw=1000kg/cm3

ρa=1.2kg/ cm3, h1 and h2 in mts

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

Ma= A0 x Cd x3600 x ρa x kg/hr

4. Total fuel consumption TFC : in kg/hr TFC =

5. Brake Power BP in Kw

a. With hydraulic brake dynamometer ( reaction type)

b. BP= [ 2 x π x 9.81 x N x W x R]/60,000 kW

Where R= Load arm length = 0.3mts

W= load shown on spring balance,kg N=

speed in rpm

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

1. SFC = TFC/BP

7. Air Fuel ratio : A/F

A/F = Ma/TFC

8. Brake Thermal efficiency

ηbth = [BP/TFC x CV] x 100%,

Hat Balac Sht Calculatios i MINUTES basis:

A. Credit side:

Heat Input: Hi

Hi= kJ/min

B. Debit Side:

a. Heat converted into useful work Hb Hb =

BP x 60 kJ/min

b. Heat carried away by engine cooling water Hw

Hw = x60kJ/min

c. 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.

d. Un accountable losses:

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

HEAT BALANCE SHEET:

Credit Side (Input) Debit Side(Out Put)

Sl. No. Particulars Heat, Kj/Min % Sl. No. Particulars Heat, Kj/Min %

Hi Hb

Hw

He

Hu

Total: 100 100

EXP NO: 08 HEAT BALANCE TEST ON DIESEL 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.

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.

DESCRIPTION OF THE APPARATUS:

a. Electrical Loading (Water cooled)

1. The equipment consists of KIRLOSKAR Diesel Engine (Crank

started) of 5hp (3.7kW) capacity and is Water cooled.

2. The Engine is coupled to a same capacity DC alternator with

resistance heaters to dissipate the energy.

3. Thermocouples are provided at appropriate positions and are read

by a digital temperature indicator with channel selector to select

the position.

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

measurement of water flow rate to the engine and calorimeter

respectively.

5. Engine Speed and the load applied at various conditions is

determined by a Digital RPM Indicator and spring balance reading.

6. 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.

7. A volumetric flask with a fuel distributor is provided for

measurement and directing the fuel to the engine respectively.

EXPERIMENTATION:

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.

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 diesel consumption

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.

TABULAR COLUMN:

Sl.

No.

Speed

, rpm

Spring

balance

W kg

Manometer Reading Time for

10 cc of fuel

collected, t

sec

Voltmet

er

reading

Ammete r

reading h1

cm

h2

cm

hw =

(h1~h2)

CALCULATIONS:

1. Mass of fuel consumed, mf

Mf= (Xcc x Specific gravity of the fuel) 1000 x t kg/sec

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

BP=(Vx I)/1000KW

Where,

V= Voltmeter reading in volts I=

Ammeter reading in Amps

Tabular column for temperatures

SNO T1 T2 T3 T4 T5 T6

Hat Balac Sht Calculatios:

C. Credit side:

Heat Input: Hi

Hi= kJ/min

D. Debit Side:

e. Heat converted into useful work Hb

Hb = BP x 60 kJ/min

f. Heat carried away by engine cooling water Hw

Hw = x60kJ/min

g. 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.

h. Un accountable losses:

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

HEAT BALANCE SHEET:

PRE LAB QUESTIONS:

1.What are the 4strokes of CI engines?

2.What is the working cycle of CI Engine?

3.List out the performance parameters?

4.Indicate the different types of

loads?

5.Differentiate SFC and TFC?

6.Describe different heat losses in CI engines?

POST LAB QUESTIONS:

1.Dfifferentiate brake power and indicated power?

2.Define brake thermal efficiency?

3. Explain the heat balancing of Diesel engine?

Credit Side (Input) Debit Side(Out Put)

Sl. No. Particulars Heat, Kj/Min % Sl. No. Particulars Heat, Kj/Min %

Hi Hb

Hw

He

Hu

Total: 100 100

EXP NO 09: 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:

o

EXP NO 10: 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:

Sl No

Speeder

pm

Spring

balance Wkg

Manometer Reading Time for

10 cc fuel

collected,

t sec

h1 cm

h2 cm Hw

= (h1-h2)

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 d 2 cm2 (d0

s orifice diameter mm)

2. Manometer Head Ha = h h2

m

a

1

a

=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 × (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?

EXP NO: 11 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 =

There fore, FP = Kw

Indicated Power

IP = BP+FP

Tabular Column:

VXI Kw

1000

Sl No Speed in RPM

RPM. Armature

Voltage in volts Armature current in amps.

1 3042 263 4.4