2K11 ME508

MANUAL
FOR
ENERGY LABORATORY
5TH SEMESTER B.E. MECHANICAL

Name
USN
Batch
Academic Year

DEPARTMENT OF MECHANICAL ENGINEERING

UNIVERSITY VISVESVARAYA COLLEGE OF ENGINEERING
BANGALORE UNIVERSITY
K.R. CIRCLE, BANGALORE – 560 001
 UNIVERSITYVISVESVARAYA COLLEGE OF ENGINEERING
K. R. CIRCLE
BANGALORE-560001

CERTIFICATE

This is to certify that Smt/Sri ________________________________________

has satisfactorily completed the course of experiments in Practical Energy
Laboratory prescribed by the Bangalore University in the Laboratory of this
college in the year 20____-20____.

Date:
Signature of Teacher In Charge of Batch

Name of the Student: _____________________________

Register Number: _____________________________

Exam Center: _____________________________

Date of Practical Examination: _____________________________

 LIST OF CONTENTS

Experiment Name of The Experiment Page

Number Number

1. RED WOOD VISCOMETER 1

2. SAY- BOLT VISCOMETER 5
3. TORSIONAL VISCOMETER 9
4. FLASH AND FIRE POINT OPEN AND 13
CLOSED TYPE

5. PLANIMETER 17
6. BOY’S GAS CALORIMETER 20
7. VALVE TIMING DIAGRAM OF CAMPBELL 24
ENGINE

8. VILLER’S PETROL ENGINE 28

9. KIRLOSKAR DIESEL ENGINE 32
10. CAMPBELL DIESEL ENGINE 39

DEMONSTRATION EXPERIMENTS:

11. FUEL GAS ANALYSIS 45

12. CARBON CONTENT TEST 47

13. DEAN AND STARK APPARATUS 49

1|Page

EXPERIMENT NO.1
RED WOOD VISCOMETER

AIM: To determine the viscosity of given oil by using Red – Wood

viscometer.

APPARATUS: Red wood viscometer, given oil, stop watch,

thermometer.

FORMULAE USED: Kinematic viscosity is given by:

= [At - B/t] X 10-6 m2/s
Where A & B are constants.
A = 0.26 & B = 179 for 34 < t ≤ 100
A = 0.247 B = 50 for 100 < t ≤ 2000
Absolute viscosity, μ= x ρ Centi-poise
Density, ρ = mass / volume

PROCEDURE:
1. Level the instrument.
2. Clean the orifice and vessel.
3. Fill the oil up to the mark.
4. Note the temperature.
5. Run out 50cc of oil and note the time taken to run out 50cc of oil
in seconds.
2|Page

6. The readings are tabulated and graphs of v/s t and µ v/s t are
plotted.

Diagram:

Observation:
Weight of the empty beaker = ____g
Weight of the oil with beaker = ____g
Weight of oil = ____g
Volume of the oil collected = 50cc
Kinematic viscosity, =At – B/t Centi-stokes
Absolute viscosity, μ= x ρ Centi-poise
Where A = 0.26 & B = 179 for 34 < t ≤ 100
A = 0.247 B = 50 for 100 < t ≤ 2000
Density = mass / volume =______g/cc
3|Page

Tabular column:
Trial Temperature Time Kinematic Absolute viscosity
(in oC) (in sec) viscosity (in Centi-poise)
(in Centi-
stokes)

Calculation: =At – B/t

μ= xρ
4|Page

NOTE:
1.) Temperature of the test bath sample
< 900c for use of water bath
<1000c for use of oil bath
2.) Time taken in seconds to run out 50cc of oil is called “red wood
seconds”.
i.e., t = RWS

RESULT: The values are tabulated in the tabular column.

CONCLUSION: It can be observed that as temperature increases

viscosity of oil will decrease.
5|Page

EXPERIMENT NO.2
SAY – BOLT VISCOMETER

AIM: To determine the viscosity of given oil by using Say- bolt

viscometer at different temperatures.

APPRATUS: Say – bolt viscometer, thermometer, stop watch.

THEORY: The kinetic viscosity is the absolute viscosity divided by the

mass density.

FORMULAE USED:
Kinematic viscosity, = [At – B/t] x 10-6 m2/s
Where A = 0.22 & B = 180 for 34 < t ≤ 100
t = time of second for 60cc of oil in seconds.
Dynamic viscosity, μ = x ρ (Centi-poise)
Density, ρ= mass / volume

PROCEDURE:
1. Allow the 60cc of oil to flow out from the standard mark and
measure the time of run out in seconds. This time is called “say
– bolt universal seconds”.
2. The remaining part of the procedure is similar to redwood
viscometer.
3. Formulae used are similar to that of redwood viscometer.
6|Page

4. The readings are tabulated in the tabular column. The graphs of

v/s t and µ v/s t are plotted.

Diagram:

Observation:
Weight of the empty beaker =____g
Weight of the oil with beaker =____g
Weight of oil = ____g
Volume of the oil collected = 60cc
Kinematic viscosity, =At – B/t Centi-stokes
Absolute viscosity, μ= x ρ Centi-poise
A= 0.22 and B=180
Density = mass / volume =______g/cc
7|Page

Tabular column:
Trial Temperature Time Kinematic Absolute viscosity
(in oC) (in sec) viscosity (in Centi-poise)
(in Centi-
stokes)

Calculation: =At – B/t

=
μ= xρ
=
8|Page

RESULT: The Dynamic viscosity [µ] & Kinematic viscosity [ ] are

tabulated in tabular column.

Note: Say-bolt viscometer is suitable when the temperature of the test

sample is less than 900c.
9|Page

EXPERIMENT NO :03
TORSIONAL VISCOMETER

Aim : To determine the viscosity of the given oil by using Torsional

Viscometer.

APPARATUS: Torsional Viscometer, oil, wire of different diameters,

cylinders of different diameters.

PROCEDURE:

1. Fix the wire and the cylinder in the correct position.

2. Make the cylinder hang freely by leveling the instrument. The disc
should not touch the sides of the protractor or any other part of
the instrument
3. Keep the cylinder immersed in the oil.
4. The pointer on the disc should be adjusted to the 0.0 of the
protractor, in the freely hanging condition.
5. Give 360o swing in the anti-clockwise direction and arrest and
arrest the pointer.
6. Measure the temperature of the oil.
7. Release the pointer and measure the deflection o in excess of
360o
8. Select the proper curve from the graph, which corresponds to the
cylinder-wire combination.
9. Cylinder size is expressed in terms of diameter. Wire size is
expressed in terms of SWG, i.e., “Standard Wire Gauge”.
10. From the selected curve read the value of Redwood Sec.
Corresponding to in degrees.
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11. Finally the Kinematic Viscosity of given oil in centistrokes is

calculated by using the formula.
12. Repeat the above steps for different temperature.

Diagram:

Observation:

Oil used : SAE 80 Grade

Wire used : 30 Guage

For room temperature: 11/16th Inch cylinder is used to measure

‘γ’
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For higher temperature: 15/18th Inch cylinder is used to measure

‘γ’

Tabular column:

Sl Temp Size of Wire Circular scale RWS Kinematic

no of Cylinder gauge reading in ‘T’ viscosity in
Oil in degrees centi
o
c strokes

Calculations:

Kinematic viscosity (γ) = [At-B/t] centi stroke

Where, t= Redwood seconds

A&B are constants

A= 0.22, B= 180
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RESULT: The variation of viscosity with temperature is as shown in the

graph at room temperature to the higher temperature for a given oil
SAE 80 Grade.
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EXPERIMENT NO. 4
FLASH AND FIRE POINTS OF AN OIL

AIM: To find flash and fire point of light oil by Abel’s apparatus and
heavy oil using density marten’s apparatus.

APPARATUS: Abel’s apparatus for light oil, Penske-Martin’s apparatus

for heavy oil.

DEFINITION:
Flash point: it is the minimum temperature to which the oil has
to be heated until sufficient inflammable vapors are formed on the
surface of oil, which burns for a momentary flash when brought into
contact with a test flame.
Fire point: it is the lowest temperature of oil at which the oil
vapors will continue to burn when brought into contact with a test
flame, due to continuous supply of vapors from oil surface.
Details of ABEL’S apparatus:
1. Water bath is used.
2. Process of heating is slow due to air gap.
3. It is of closed type.
4. Fill oil up to tip of arrow.
5. Cup is not directly heated by burner due to air gap inside.
Details of PENSKY MARTIN’S apparatus:
1. It is of open type.
2. Fill oil up to the ring given in the cup.
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3. Air bath is used. The cup is not directly heated by the burner due
to air gap inside.

PROCEDURE:
1. Start heating oil from room temp.
2. Try for flash at intervals of 50c.
3. Note the lowest temperature at which flash occurs.
4. Continue the experiment & try for fire point by burning test
volume. Flame near oil surface at intervals.
5. Note the lowest temp at which oil vapors will continue to burn
immediately.

Diagram 1: Closed type

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Light oil: Kerosene

Temperature °C Result

Diagram 2: Open type

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Heavy oil: Diesel

Temperature °C Result

Note:
1. Light oil used - kerosene
2. Heavy oil used - diesel oil

RESULT: The Flash and Fire points of the given oils are as follows:
1.) Light oil: Kerosene.
Flash Point=
2.) Heavy oil: Diesel.
Flash Point=
Fire Point=
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EXPERIMENT NO.5
PLANIMETER

AIM: To calibrate the given planimeter and find area of irregular shape.

THEORY: MR →meter reading (area found by planimeter)

AR →actual reading (found by calculation)
Error = MR-AR
Correction = ± error

FORMULA:

% error = x 100

PROCEDURE:
1. Draw a number of geometrical plane figures of different shapes
and area of increasing magnitude.
2. Measure the area of each figure to find MR.
3. Find AR by calculation.
4. Find % error.
5. Plot % error v/s MR & AR v/s MR.
6. Find MR of irregular plane figure using planimeter.
7. From graph compare AR corresponding to MR.
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DIAGRAM:

Observations:
Scale = 1.1
Vernier position tracer bar= 33.4 for 100cm2
Area of 1 revolution of measuring wheel = 23.537cm2 for 100cm2

Tabular column:
Figure Actual Meter reading Actual %
area IR FR Difference area error
(AR)cm2 (MR)cm2
Square

Rectangle

Triangle

Irregular
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CALCULATIONS:

RESULT: The given planimeter was calibrated and the values are
tabulated and the graphs are plotted.
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EXPERIMENT NO. 6
BOY’S GAS CALORIMETER

AIM: To determine the calorific value of the given gaseous fuel using
Boy’s calorimeter.

FORMULA USED: The calorific value of the fuel,

60×m
= p( 2 − 1)
NTP ts
m = mass of fuel burnt, kg
ts = time of admission of gas
Cp= specific heat of water, kJ/kgK
T1 and T2= Initial and Final temperatures, K

THEORY: Calorific value of gaseous fuel is defined as the quantity of

heat liberated by the complete combustion of 1 m3 of fuel at NTP.

PROCEDURE:
1) Connect the gas burner to the source of the gas through an inlet
valve, pressure gauge and a rotometer.
2) Connect the circulating water inlet to the source of water.
3) Keep the inlet valve of water and gas closed before all
connections are made.
4) Fix the inlet and outlet thermometers for circulating water. Fix the
thermometer for measuring the supply temperature of the gas.
5) Allow water to flow through the coil first before lighting the gas to
prevent overheating of the coils.
6) Light the gas by opening the inlet valve on the supply line of the
gas. This should be done by keeping the gas lighter ready at the
burner first and then opening the inlet valve of the gas.
7) Adjust the gas flow such that sufficient flame appears.
8) Adjust the water flow such that sufficient temperature is reached
at the outlet.
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9) The gas and the water flow rates should be as minimum as

possible while satisfying the conditions mentioned in the above 2
steps.
10) Collect water in a jar for a given period of time after the outlet
temperature of water is satisfied.
11) Note the other readings of Vs, ts, Ps, inlet and outlet temperatures
(T1 and T2) of water.

DIAGRAM:

OBSERVATIONS:
1) Inlet temperature of water, T1 = __________℃
2) Outlet temperature of water, T2 = __________℃
3) Pressure of the gas, Ps = __________kg/cm2
4) Volume of gas, Vs= __________LPM
5) Volume of water collected = __________ml
6) Temperature of the gas at outlet, Tg=__________℃
 22 | P a g e

7) Specific heat of water, Cp= 4.18 kJ/kgK

8) N.T.P. pressure, Patm = 1.033 kg/cm2
9) Absolute pressure of the ga =Ps+Patm =_________ kg/cm2
10) N.T.P. temperature, TNTP= 273K
11) Time, ts= ______s

CALCULATIONS:

NTP = gas

TNTP ×Pgas×Vgas
VNTP =
gas× NTP× NTP

NTP = ______________ LPM

C ×VNTP 60×m
= p( 2 − 1)
ts

60×m
= p( 2 − 1) = _________________ kJ/m3
NTP ts
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RESULT: The calorific value of the given gaseous fuel was found to be
=_____________________________ kJ/m3
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EXPERIMENT NO. 7
VALVE TIMING DIAGRAM OF CAMPBELL ENGINE

AIM: To draw the Valve Timing Diagram for a 4-stroke diesel engine
(Campbell engine).

APPARATUS: 4-stroke diesel engine (Campbell engine), spirit level,

thread, scales etc.

THEORY: Valve timing diagram(VTD) is a pictorial representation of

the opening and closing of the two valves viz, inlet and outlet valves of a
4-stroke diesel engine. Theoretical valve opening and closing has to be
as follows:
a. Inlet valves should be opened at the beginning of the suction to
allow air to enter cylinder.
b. Both valves should be closed during compression and power
strokes.
c. Fuel injection should take place at the end of compression stroke.

d. Exhaust valve should be open at the beginning of exhaust stroke.

Practically these timing cannot be achieved due to inertia forces.

Further it is desired for supply and exhaust operations to take place
simultaneously, due to the fact that fresh incoming air forces the
exhaust gases out leading to complete exhaust of burnt gases. The
practical valve timing diagram hence differs from theoretical
one. The valve timing diagrams are constructed by taking IDC as
the reference point. When the piston moves from IDC to ODC, the
stroke is either suction or power stroke depending on the position
25 | P a g e

of the two valves. During the suction stroke, the inlet valve is
opened and the outlet valve is closed to facilitate the intake of air.

The inlet valve opens little earlier than IDC. Similarly the exhaust
valve opens little earlier than ODC after the expansion stoke.

TERMINOLOGIES:
IDC: Inner Dead Centre
ODC: Outer Dead Centre
IVO: Inlet Valve Open
IVC: Inlet valve Close
FVO: Fuel Valve Open
EVO: Exhaust Valve Open
EVC: Exhaust Valve Close

PROCEDURE:
1.) The exhaust valve is released using the lever. The piston is brought
to the IDC by rotating the crank. The trueness of the horizontal position
of the crank is checked with help of a spirit level. This position is
marked on the flywheel and taken as the reference.
2.) Likewise, rotate the crank through 180ο to bring the piston to ODC.
This position is marked on the flywheel.
3.) Continue rotating the crank in the CW direction until the cam and
follower arrangement for Inlet valve tightens up. This is the IVO
position.
4.)For further rotation, the cam arrangement for inlet valve loosens
again. This is the IVC position.
5.) Rotate the crank again to move back the piston to the IDC position
again. At some instant closely after IDC, the horizontal mark of the fuel
26 | P a g e

valve indicator coincides with the reference position. This is the FVO
position.
6.) Now pull down the lever and engage the cam arrangement for the
exhaust valve. Continue rotating the crank until when the cam
arrangement for exhaust valve tightens up. This is the EVO position.
Similarly, turn the crank further till the cam arrangement loosens again.
This is the EVC position.
7.) The circumferential distances of IVO, IVC, FVO, EVO and EVC
from the IDC is measured using a thread and scale. These distances are
converted to equivalent degrees, and thus the Valve Timing Diagram is
constructed.

TABULAR COLUMN:

SL.No Distance between Circumferential Degrees

distance(mm)
1 I.D.C – E.V.C
I.D.C – E.V.O
2
I.D.C – O.D.C
3
I.D.C – I.V.C
4
I.D.C – I.V.O
5
I.D.C – F.V.O
6
27 | P a g e

VALVE TIMING DIAGRAM:

Valve Timing Diagram obtained from the experiment:

RESULT: The Valve Timing Diagram for the 4-stroke

4 stroke Campbell Diesel
Engine is as shown in the figure.
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EXPERIMENT NO.8
VILLER’S ENGINE
(Four stroke petrol Engine)

AIM: To conduct a variable speed test on a 4 – stroke Viller’s petrol

engine.

APPARATUS: Viller’s 4 – stroke petrol engine, tachometer, loads and

stop watch.

THEORY: The working of 4 – stroke petrol engine is similar to that of

a diesel engine except for the following:
a. During suction air-petrol mixture is sucked into the cylinder.
b. There is no fuel injection in a 4-stroke petrol engine, instead a
spark plug is present. During the compression stroke the spark plug
ignites the air-fuel mixture thus causing its combustion.

PROCEDURE:
1. The petrol engine is started and it is made to run without load in
the initial stage.

2. Note down the speed and fuel consumption for a known time.

3. Apply the brake load and the above parameters are noted again.

4. Repeat the experiment for different values of brake loads and read
the values of speed and the fuel consumption. The readings are
tabulated and the characteristic curves for the engine are plotted..
29 | P a g e

FORMULA:

1. Brake power, BP = watts

Where N = speed of the engine, rpm
W = load on the engine, (newton)
R = Mean brake drum radius, m
2. Brake Thermal efficiency, η = (based on B.P)
.
mf = fuel consumption rate(kg/s)
C.V= Calorific value of fuel(kJ/kg)
3. Specific fuel consumption(SFC) = kg/kW-hour
.

DIAGRAM:

OBSERVATIONS:
Rated power of the engine = 3BHP = 2.2065 KW [ 1HP = 736 watts]
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Rated speed of the engine = 2000 rpm

Brake drum diameter = 200 mm
Rope diameter = 10 mm
Effective Radius R = 105 x 10-3 m
Density of oil = 750 kg / m3
Calorific value of the petrol = 42,000 kJ/kg

TABULAR COLUMN:

Spe Fuel Heat SFC

Ma Fuel ed
ss Loa consumption Suppli Suppli B.P Brake (kg/k
d (rp ed ed W-hr)
(kg in 30 sec(in m) (k Therma
) (N) cc) mf mf×C. W) l
V Efficie
Initi Fin Di × 10-4
(kJ/s) ncy
al al ff (kg/s)
η
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CALCULATION:

RESULT: The results of the experiment are tabulated in the tabular

column and the engine characteristic curves are plotted as shown by the
graphs.
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EXPERIMENT NO.9
KIRLOSKAR DIESEL ENGINE

AIM: To conduct a performance test on a 4-stroke Kirloskar diesel

engine.

APPARATUS: Tachometer, Kirloskar diesel engine, stop watch and

loads.

THEORY: The special feature of this engine is that cooling water

removes heat from the cylinder as well as the heat from the exhaust
gases passing through the exhaust calorimeter. The temperatures of
cooling water at the various inlet and outlet points and that of the
exhaust gases at the entry and the exit points of the calorimeter are
directly indicated on a digital display by means of electronic temperature
sensors. Air intake tank with manometer is provided to find the amount
of air withdrawn into the cylinder. The quantity of water supplied to
cylinder and calorimeter are measured using a measuring jar and stop
clock.
T1= Engine cooling water inlet temperature
T2= Engine cooling water outlet temperature.
T3= Calorimeter cooling water inlet temperature
T4= Calorimeter cooling water
T5= Exhaust gas inlet temperature
T6= Exhaust gas outlet temperature
33 | P a g e

PROCEDURE:
Full load capacity of the engine is calculated. The supply of the
cooling water and fuel is made available. Engine is started by rotating
the crankshaft manually. Loads are placed on rope wound on brake drum
and at each load the following readings are noted:
1. Speed of engine
2. Oil consumption
3. Temperature of exhaust gases (T5-T6)
4. Temperature of cooling water to cylinder as well as calorimeter.
5. Graphs based on performance are plotted and heat balanced sheet
is prepared.

FORMULA:
a. Energy supplied = Mf x C.V , KJ/sec
b. Brake power = , KJ/sec
.
c. Brake thermal efficiency = ,
d. SFC = Mass of fuel consumed /hr/B.P , KJ/ BP/hr
e. Heat carried away by cooling water
= mw Cpw (Tw2 – Tw1) , KJ/sec
f. Heat of air in terms of meter = ∫aHa , m/sec
Hence Ha = ∫whw/100 x ∫a
Velocity of air sucked = 2 , m/sec
Volume of air sucked = Cd x a x V ,m3/sec
g. Heat carried away by exhaust gases = gae + water
= MaCg (T6 –T0) + Mw Cp (T4 – T3)
h. Air : fuel ratio = Ma :Mf
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DIAGRAM:

OBSERVATIONS:
Rated rpm = 1500 rpm
Rated power = 3.7 KW
Brake drum diameter = 30 cm
Rope diameter = 10.00 mm
Specific gravity of diesel = 0.85
Calorific value of the diesel fuel = 42,000 KJ/kg
Cd = 0.62
Diameter of orifice =20 mm
Area = 3.14 x 10-4 m2

Effective radius of brake drum, r = = 0.155 m

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TABULAR COLUMN:

Trial no 1 2 3 4 5 6
Load in kg
Speed in rpm
Oil consumption for 30sec (mf x
10-6
Manometer reading in cm
Temperature of inlet T1
H2O cylinder outlet T2
Temperature of inlet T3
Calorimeter H2 outlet T4
Temperature of inlet T5
Exhaust gas outlet T6
Energy supplied in KW
B.P in KW
SFC kg /BP/hr
Heat carried by cylinderH2O
ηm%
A: F
Heat carried by exhaust gas
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Heat carried by H2O in

calorimeter
Total heat KJ/sec

Calculation:
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Heat balance sheet:

Heat supplied Heat rejected quantity %

(a)fuel (b)B.P = 0.123
consumption=10cc
35.7 (c)cylinder cooling
H2O – 0.819
(d)heat carried by
calorimeter
(i)gas = 0.241
(ii)H2O = 0.546
(e)Miscellaneous =33.97

Comments on Graphs:

a. S.F.C v/s B.P:

From the graph we can infer that S.F.C decreases as B.P
increases, so for economy, it is better to run engine at high speed
or B.P.
b. ηth v/s B.P:
From the graph, its seen that, engine gives more η at high B.P
so for good efficiency η, engine has to run at high B.P

RESULT: Test was conducted and readings are tabulated and graphs
are plotted as shown.
39 | P a g e

EXPERIMENT NO.10
CAMPBELL DIESEL ENGINE

AIM: To conduct a variable speed test on a 4-stroke diesel engine.

APPARATUS: 4 – stroke petrol engine(Campbell engine), tachometer,

loads and stop watch.

THEORY: The working cycle of the engine is completed in 4-stroke

and diesel oil is used as fuel therefore it is known as a 4-stroke diesel
engine.
1. Suction stroke: The piston moves from IDC to BDC, the inlet
valve opens and exhaust remains closed. Air is drawn into the
cylinder.

2. Compression stroke: During this stroke both inlet and exhaust

valves are closed. As the piston moves from B.D.C to I.D.C. the
pressure and temperature of air increases continuously. At the end
of this stroke the fuel is injected through the injector. The pressure
inside the cylinder is so high that fuel gets ignited without the
spark.
3. Expansion stroke: As combustion starts, the high pressure and
temperature gas pushes the piston downwards from the IDC to
BDC
4. Exhaust stroke: During this stroke, the exhaust valve opens, the
piston moves from BDC to IDC. All burnt gases are pushed out of
the cylinder by the piston. This is known as scavenging. The cycle
is repeated.
40 | P a g e

PROCEDURE:
1. Start the diesel engine. In the beginning it is made to operate under
no load and hence is allowed to attain the maximum speed.
2. After attaining steady temperature, note down the temperatures of
the incoming and outgoing cooling water (T1 & T2).
3. Note down the brake load, spring balance reading and fuel
consumption for a definite period of time.
4. Apply the brake load. Note down the speed and other readings.
5. Increase the load in steps and the experiment is carried out for 5
trials.

FORMULA:
1. To find brake power (B.P):
( )( )⁄
B.P = KW
Where N = speed of brake drum, rpm
Db= diameter of brake drum, m
d = dia of rope, m
W = brake load, N
S = Spring balance reading, N
2. To find frictional power:
A graph of fuel consumption v/s B.P is drawn. Graph is
extrapolated in backward direction to cut brake power axis line.
The reading gives power loss due to friction.
3. To calculate indicated power: I.P = B.P +F.P
4. Heat taken away by cooling water = Mw Cw (T2-T1), KW
Where Cw = specific heat of water, KJ /kg-k = 4.2KJ /Kg-k
Mw = mass flow rate of water , kg/sec
T1 = inlet temperature of water °C
T2 = outlet temperature of water °C
.
5. Mechanical efficiency ηmech =
.
41 | P a g e

.
6. Thermal efficiency ηthermal = (based on I.P)
.
.
ηthermal = (based on B.P)
.
7. Specific fuel consumption S.F.C
= X 3600, kg/kw-hr
.
Where mf = mass of fuel consumed per hour
( Multiplied by 3600)

8. Heat supplied to the engine = mf x C.V KJ/sec

OBSERVATIONS:
Rated power of the engine P = 18BHP = 18 x 746 = 13428 W
Rated speed N = 475 rpm
Brake speed diameter = 91.44 x 10-2 m
Rope diameter = 2 x 10-2m
× ×
Torque = T= = = 269.95 N – M
× ×

Maximum load on the engine = 60 kg

Specific gravity of the fuel used , s = 0.85 gm/cc
Calorific value of fuel used = 42 x 103 KJ/kg
Mass flow rate of cooling water = 1.5 gallons /min
. .
∴ = = 0.11365 kg /sec

Weight of hanger W = 1.35 kg

Stroke length = 30.48 x 10-2 m
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Bore diameter = 16.5 x 10-2 m

Effective radius Re = 0.4672 m

TABULAR COLUMN:

Trial no 1 2 3 4 5
Mass added W (kg)
Spring balance reading (s) (kg)
Speed N (rpm)
Fuel consumed initial
(C.C) final
For 30 seconds difference
Temperature outlet
Of cooling inlet
Water (°C) ΔT
Load n
Fuel supplied mf x 10-4 (kg/sec)
Brake power (watts)
Heat supplied (KW)
Brake thermal η (%)
Sp. Fuel consumption (kg/KW-hr)
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Calcultion:
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Heat balance sheet:

Mass Heat B.P Heat carried Heat

supplied (equivalent) by cooling unaccounted
water total total (KW)
Total (KW) Total (KW) % (KW) % %
%

RESULT: The experiment results are entered in the tabular column abd
the relevant engine performance graphs are plotted..
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EXPERIMENT NO. 11
FUEL GAS ANALYSIS (For demonstration only)

AIM: To analyse the products of combustion coming out of the exhaust

of an I.C engine or chimney of a boiler house.

APPARATUS: Orsat apparatus, exhaust of an I.C engine.

THEORY:
The apparatus is used to analyze the products of combustion
comi9ng out of the exhaust of I.C engine or chimney of boiler house.
The analysis gives an idea of combustion taking place. Since the
products come in contact with the water, this apparatus indicates the
composition of dry products of apparatus indicates.
The apparatus consists of 3D- flasks connected to a common
tube. One end of the common tube is connected to a three way cock,
opening to atmosphere i.e., opening to the sample of gas to be analysed,
other end of the common tube is connected to an endiometer i.e a
graduated flask graduated from 0 to 100 CC. this endiometer is
connected to an aspirator through a rubber tube.
The flask A contains sodium hydroxide or potassium hydroxide
to absorb CO2 in the sample of gas. The flask B contains pyrogallic acid
toabsorb oxygen only. The flask C contains cuprous soluction (CuSO4)
to absorb corban monoxide only.
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PROCEDURE:
Close the cocks of flask A,B, & C. open the three way cock to
atmosphere and air rise the aspirator bottle up, water flows through the
endiometer and drives away any air contained in the apparatus.
Now open air cock to the sample of gas to be analysed. Bring
the aspirator bottle down to a particular level. The suction created will
suck the sample gas to the endiometer (say 100 CC) close the three way
cock, open the cock of flask A rise the aspirator bottle up. This drives
the sample gas into flask A. KOH or NaOH in flask A absorbs CO2
content of sample gas. Bring the aspirator bottle down to original level.
The difference in readings in eudiometer shows the percentage CO2.
Repeat this process twice or thrice to get concurrent values of
percentage of CO2.
Now close the cock A and open the cock B rise the aspirator
bottle up. This drives the sample gas into flask B. The pyrogallic acid in
flask B absorbs oxygen content of sample gas. Bring the aspirator bottle
down to original level. The difference in readings in eudiometer shows
the percentage O2 in sample gas. Repeat this process to get concurrent
values of percentage of O2 in sample gas.
Now close the cock B and open the cock C rise the aspirator
bottle. This drives the sample gas into flask C. The cuprous solution in
flask C absorbs carbon monooxide in sample gas. Now bring down the
aspirator bottle to original level. The difference in readings in
eudiometer shows the percentage CO. Repeat this process to get
concurrent values of percentage of CO.
The percentage of nitrogen content in sample of gas found out as
% N2 = 100 – [%CO2 + %CO + %O2]

***
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EXPERIMENT NO. 12
CARBON CONTENT TEST ( For demonstration only)

AIM: Determination of carbon content in a lubricating oil.

DESCRIPTION OF THE APPARATUS:

Condrason’s apparatus consists of a crucible in which the given oil is
taken with some glass beads. This crucible is kept inside the skief Marie
inner cup. This cup in turn is placed in a sand bath which is contained in
a vessel made up of sheet iron. All crucibles are provided with
separator caves. The sand bath can be adjusted so that uniform heating
may be affected. All the three crucibles are mounted on a stand. There
is a thin chimney which covers all the crucible. The entire area can be
heated from underside by a special burner called mark type burner, by
which the rate of heat can be regulated. A desicator is providing along
with apparatus. This is used to cool the carbon residue of air after
evaporation before weighing it.

OBSERVATIONS:
Mass of crucible +glass beads =x gm (W1)

Mass of crucible +glass beads =y gm (W2)

Mass of oil = (y-x) gm or (W2-W1) gm

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Mass of crucible +glass beads + carbon residue = W3 gm

Mass of carbon residue = (W3-W1) gm

Percentage of carbon residue = ( W3-W1)/(W2-W1)

PROCEDURE:
The oil is taken in the crucible, two glass beads 0.1 inch dia are added.
The test is conducted on oil as follows. The oil is heated. The fumes
coming out are tested for ignition. After reaching the flash point, the
fumes stop catching fire. The crucible is taken out and kept in desicator
& cooled for several hours. Then the carbon residue is taken out,
weighed and percentage carbon content is found out by.
Percentage carbon = (W1-W2)/W1

***
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EXPERIMENT NO. 13
DETERMINATION OF MOISTURE CONTENT IN A LUBRICATION OIL
USING DEAN AND STARK APPARATUS (For demonstration only)

AIM: To find the percentage of moisture present in the given

lubricating oil.

APPARATUS: Dean and stark apparatus, lubricating oil.

DESCRIPTION OF APPARATUS:
The apparatus designed by Dean and stark is quick and simple
in construction. It consists of a long glass tube which is surrounding by a
glass jacket and an inlet tube at the bottom. Two rubber tubes, one
from the top connecting to the discharging end i.e, the ‘sink’ and the
other at the bottom for water inlet are connected. The water entering
from the bottom circulates in the jackets and leaves through the top
outlet.
A round bottom flask with a ribber stopper having two holes
is taken through one of these holes a thermometer is inserted. Through
the other holes a thermometer is inserted. Through the other hole a
narrow tube is introduced, the outer end of which ends in a short test
tube, like a receptacle with a tapered bottom graduated in CC. The
mouth of this graduated bottom receptacle is attached to the long tube
of glass which is surrounded by water jacket.
The whole apparatus is kept in place by an iron stand, the
flask rests on the wire stand and a Bunsen burner is kept beneath this
gauge.
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PROCEDURE:

The flask is rinsed with petrol and the tube is also cleaned.
50CC of S.A.E 40 oil is taken in the flask. To enhance the rate of
evaporation by making it thinner suitable quantity of petrol is added
(equal volume) 5CC of water is mixed and heated. Heating should be
done at constant temperature to avoid boiling. After some time water
evaporates and collects in the tube due to condensation in the long
tube.
This is heated until no addition of water is collected in the
test tube. The condensed water volume is noted. By this the moisture
content present in the oil is calculated.

***