Thermal Engineering Lab Manual

Swami Keshvanand Institute of Technology, Management & Gramothan,
Ramnagaria, Jagatpura, Jaipur-302017, INDIA

Approved by AICTE, Ministry of HRD, Government of India
Recognized by UGC under Section 2(f) of the UGC Act, 1956
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E-mail: info@skit.ac.in Web: www.skit.ac.in
Lab Manual
on
Thermal Engineeing Lab - I (6ME4-24)

Programme: B. Tech. Mechanical Engineering
Semester: VI
Session: 2021-22
Mr. Arun Beniwal

Assistant Professor
Department of Mechanical Engineering
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Contents
S. No. Item Page No.
Institute vision, mission, quality policy
Departmental vision, mission, quality policy
University syllabus
PEOs and POs for ME graduates
POs applicable to the lab course
Course outcomes
Relation between POs and COs
List of lab sessions
Course planning table
Write-up of lab sessions

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Vision of Institute
To promote higher learning in advanced technology and industrial research to make our country a
global player.
Mission of Institute
To promote quality education, training and research in the field of engineering by establishing
eﬀective interface with industry and to encourage faculty to undertake industry sponsored projects for
students.
Department of Mechanical Engineering
Departmental Vision
To become a nationally visible mechanical engineering department with excellence in teaching-

learning, research and development, entrepreneurship and industry outreach activities.
Departmental Mission
M1. To provide facilities and environment conducive to high quality education and research and
development in the field of mechanical engineering.
M2. To inculcate technical, professional and communication skills in students, staﬀ and faculty
members.
M3. To instil innovative skills, critical thinking, leadership & teamwork in students through various
teaching-learning activities and industry linkages.
M4. To inculcate strong ethical qualities in the students and faculty
for realizing lifelong learning and serving the society and nation at large.
Program Educational Objectives (PEOs)
B. Tech. Mechanical Engineering program at SKIT will produce graduates who will be:
Suitable for employment, venturing own business enterprise or pursuing higher studies.
Capable mechanical engineers with the requisite knowledge, skills and attitudes.
Responsible citizens, competent leaders, good team workers, good human beings and ethical engineers.
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Departmental Quality Policy
Department would pursue quality in all its endeavors like:
 Teaching-learning processes,
 Examinations,
 Extra and co-curricular activities,
 Industry-institution interaction,
 Continuing education, and
 Consultancy
Departmental Core Values
 Professional integrity
 Hard-work
 Self-discipline
 Positive work culture
 Strict adherence to all safety protocols
 Empathy towards others.
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Syllabus
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Prerequisite
 Student should have the knowledge of basics of internal combustion

engine.
Text/Reference Books
1. Internal Combustion Engines by Ganesan V
2. IC Engine Fundamentals by John Heywood
3. IC Engines by Mathur M L & Sharma R P
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Time Table
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Programme: B.Tech. (Mechanical Engineering)

Semester: VI
Course Name (Course Code): THERMAL ENGINEERING LAB-1 (6ME4-24)
Course Outcomes
After completion of this course, students will be able to –
Identify and explain the different parts of petrol and diesel engines, and
C6ME4-24.1
draw the valve timing diagrams.
Explain and differentiate various types of boilers and selection of required

C6ME4-24.2
mounting and accessories.
Demonstrate the working of steering, braking and transmission systems of

C6ME4-24.3
an automobile and discuss the latest developments.
Name of Faculty: Name of Faculty:

(Signature) (Signature)
Verified by Course Coordinator
Signature
(Name: ……………….)
Verified by Verification and Validation Committee, DPAQIC
Signature
(Name: ………………..)
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COURSE: THERMAL ENGINEERING LAB-1 (6ME4-24)
CO-PO/PSO Mapping: Formulation and Justification
The CO-PO/PSO mapping is based on the correlation of course outcome (CO) with Program
Outcome Indicators. These indicators are the breakup statements of broad Program Outcome
statement.
The correlation is calculated as number of correlated indicators of a PO/PSO mapped with CO
divided by total indicators of a PO/PSO. The calculated value represents the correlation level
between a CO & PO/PSO. Detailed formulation and mathematical representation can be seen
below in equation 1:
Input: COi: The ith course outcome of the course

POj: The jth Program Outcome
Ijk: The kth indicator of the jth Program Outcome
 (Ijk, COi): level of CO-PO mapping
=1, if, 0< <0.33
=2, if, 0.33≥<0.66
=3, if, 0.66 ≥< 1
𝑐𝑜𝑢𝑛𝑡( 𝜆(𝐼𝑗𝑘 , 𝐶𝑂𝑖 ))

𝛼 (𝐼𝑗𝑘 , 𝐶𝑂𝑖 ) =
𝑐𝑜𝑢𝑛𝑡 (𝐼𝑘 , 𝑃𝑂𝑗 )
: Degree of correlation
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CO-PO/PSO Mapping
Programme: B.Tech. (Mechanical Engineering)
Semester: VI
Course Name (Course Code): THERMAL ENGINEERING LAB-1 (6ME4-24)
PO PO PO PO PO PO PO PO PO PO PO PO PSO PSO
COs
1 2 3 4 5 6 7 8 9 10 11 12 1 2
C6ME4-24.1 - - - - - - - - 3 1 - - - 3
C6ME4-24.2 - 1 - - - - - - 3 - - - - 3
C6ME4-24.3 - - - - - - - - 3 1 - - - 3
C6ME4-24 - .33 - - - - - - 3 .66 - - - 3
Name of Faculty Name of Faculty

(Signature) (Signature)
Verified by Course Coordinator Verified by Verification and

Validation Committee, DPAQIC
Signature Signature
(Name: …………………..) (Name: …………………....)
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List of Experiments
S.No. Title of Experiment
1 To draw lab layout of the Thermal Engineering Lab
2 Study of 4-stroke petrol and diesel engines
3 Study of 2-stroke petrol and diesel engines
4 (i)Differentiate between 4-stroke and 2-stroke IC engines.

(ii)Differentiate between petrol and diesel engines.
5 To draw valve timing diagram for a single cylinder diesel engine
6 Study of various type of boilers
7 Study of different mountings and accessories for boilers
8 Study of steering system and measurement of steering geometry
9 Study of braking system
10 Study of transmission system
11 Prepare the comparison chart of different cars on the basis of engine, transmission, braking
and safety devises
12 Prepare charts of BS4 and BS6 emission and safety norms
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Course planning table

Applicable Applicable Assessment and
S.No. Experiments
POs COs Evaluation
To draw lab layout of the Thermal -

1 - -
Engineering Lab
Study of 4-stroke petrol and diesel PO9, PO10,  Lab record

2 CO1
engines PSO2  Viva voce
Study of 2-stroke petrol and diesel PO9, PO10,  Lab record

3 CO1
engines PSO2  Viva voce
(i)Differentiate between 4-stroke and 2- PO9, PO10,  Lab record

4 stroke IC engines.
PSO2
CO1  Viva voce
(ii)Differentiate between petrol and
diesel engines.
To draw valve timing diagram for a PO9, PO10,  Lab record
5 CO1
single cylinder diesel engine PSO2  Viva voce
Study of various type of boilers PO2, PO9,  Lab record

6 CO2
PSO2  Viva voce
Study of different mountings and PO2, PO9,  Lab record

7 CO2
accessories for boilers PSO2  Viva voce
Study of steering system and PO9, PO10,  Lab record

8 CO3
measurement of steering geometry PSO2  Viva voce
Study of braking system PO9, PO10,  Lab record

9 CO3
PSO2  Viva voce
Study of transmission system PO9, PO10,  Lab record

10 CO3
PSO2  Viva voce
Prepare the comparison chart of PO9, PO10,  Lab record

11 different cars on the basis of engine,
PSO2
CO1  Viva voce
transmission, braking
and safety devises
Prepare charts of BS4 and BS6 emission PO9, PO10,  Lab record
12 CO1
and safety norms PSO2  Viva voce
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Lab Record Index

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EXPERIMENT NO. 1
AIM: Draw the layout of the Thermal Engineering Lab.

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EXPERIMENT NO. 2
AIM: Study of working of four stroke petrol engine and four stroke diesel engine
APPARATUS: Cut sections and models of 4-stroke petrol and 4-stroke diesel engine.
THEORY:
1. Diesel Engine is a compression ignition engine whereas petrol engine is a spark

ignition engine.
2. In both engines the chemical energy of fuel transformed into thermal energy and
then thermal energy into mechanical energy at output shaft.
3. In petrol engines, a mixture of air and fuel is sucked by the engines during
suction stroke. Previously in old engines this mixing of air and fuel has being
done by the carburetors. But now a day’s carburetors are not being used in petrol
vehicles.
4. M.P.F.I (multi-port fuel injection) system is being used, in which petrol is
injected in intake manifold or individual port during the suction stroke. This
M.P.F.I system gives greater thermal efficiency and more fuel average in terms
of kilometers/liter.
5. In petrol engines ignition takes place due to a spark produced by the spark plug.
6. In diesel engines only air is sucked, compressed and then fuel is injected in the
cylinder. The ignition takes place on account of high temperature of the
compressed air in cylinder.
7. In a four stroke engine, the cycle of four processes is completed in 4 strokes of
piston or 2 revolution of crank shaft. Each stroke consists of 180° & hence the
fuel cycle consists of 720° of crank rotation.
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Working Cycle Petrol Engine (Otto Cycle):
Fig. 2.1 Working cycle of 4 stroke petrol engine
The 4-Strokes are: -
 Suction or Intake Stroke: - At starting, when the piston is at top dead centre &
about to move downwards. The inlet valve is open at that time and exhaust valve
is closed due to suction created by the motion of the piston towards the bottom
dead centre, the charge containing air fuel mixture is drawn into the cylinder.
When the piston reaches BDC the suction stroke ends and inlet valve is closed.
 Compression Stroke: - The charge taken into the cylinder during suction stroke
is compressed by return stroke of piston. During this stroke both the valves are
closed. The mixture which fills the entire cylinder volume is now compressed
into the clearance volume. At the end, the mixture is ignited with the help of
electrode of spark plug. During the burning process the chemical energy of fuel
is converted to heat energy. The pressure is increased in the end due to heat
release.
 Expansion Stroke: - The burnt gases escape out and the exhaust valve opens
but inlet valve remaining closed the piston moves from BDC to TDC and sweeps
the burnt gases out at almost atmospheric pressure. The exhaust valve gets closed
at the end of this stroke. Thus, for one complete cycle of engine, there is only
one power stroke while crank shaft makes 2 revolutions.
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 Exhaust Stroke: - During the upward motion of the piston, the exhaust valve is
open and inlet valve is closed. The piston moves up in cylinder pushing out the
burnt gases through the exhaust valve. As the piston reaches the TDC, again the
inlet valve opens and fresh charge is taken in during next downward movement
of the piston and the cycle is repeated.
Fig:2.2. 4-strokes of a cycle in petrol engine
Construction Details for Engine: -
Fig. 2.3 Constructional details of 4-stroke petrol engine

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1. Cylinder: - In it the piston does a reciprocating motion.

2. Piston: - It is a cylindrical component fitted into the cylinder forming the moving
boundary of the combustion system. It fits into cylinder.
3. Piston rings-Pistons are fitted with three piston rings. Top two piston rings are
compression rings and the third one is oil ring. Big engines even use 4 piston
rings. Top 2 compression rings, third is oil ring and fourth is oil scrapper ring.
4. Combustion Chamber: - The space enclosed in the upper part of the cylinder,
by the head and the piston top during the combustion process.
5. Inlet/ Outlet valves: -There are two types of valves, inlet valve and exhaust
valve. They are provided in the head of the engine to regulate the charge coming
in and out of cylinder.
6. Fuel Injector: - In engines fitted with M.P.F.I system, fuel injectors are fitted
in each cylinder to spray the fuel inside the cylinder.
7. Spark plug- Spark plug is fitted in the side of the head in each cylinder to
produce the sparks
8. Connecting Rod: - It connects crank shaft and the piston.
9. Fly Wheel: - The net torque imparted to the crankshaft during one complete
cycle of operation of the engine fluctuates. In order to achieve uniform torque,
a heavy mass of great moment of inertia is attached to the outer end of the
crankshaft & this is called fly wheel.
10.Crank Shaft-It is fitted in the cylinder block having main journal bearings. All
connecting rods are fitted to this crankshaft with the help of big end bearings.
11.Cam Shaft-It is also fitted in the engine block. This rotates between bushes.
12.Oil Chamber-It is fitted to the bottom of the engine block and contains
lubricating oil. The oil pump and oil filter is also fitted in the oil chamber.
13.Distributor Assembly-It is fitted in the engine block. It contains one rotating
cam, contact breaker point and condenser. The cam shaft of the distributor is
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rotated by the main cam shaft. It has one distributor cap, having high tension
wires and distributes the current to the spark plugs.
Fig. 2.4 Cut Section of 4-stroke 4-cylinder petrol engine (Thermal Lab, SKIT Jaipur)
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Fig. 2.5 Model of 4 stroke petrol engine (Thermal Lab, SKIT Jaipur)
Working Cycle Diesel Engine (Diesel Cycle):
Fig. 2.6 Working cycle of 4 stroke diesel engine

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Four process in four stroke in diesel engine: -

 Suction: - During suction stroke, air is inducted through inlet valve.
 Compression: - The air is compressed into the clearance volume.
 Expansion: - Fuel injection starts nearly at the end of the compression stroke.
The rate of injection is such that the combustion maintains the pressure constant
in spite of piston movements on its expansion stroke. After injection of fuel, the
combustion starts and expansion stroke takes place.
 Exhaust: - The piston traveling from BDC to TDC pushes out the burnt products
of combustion out of cylinder.
Fig. 2.7 : 4-strokes of a cycle in diesel engine

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Fig.2.8 Cut Section of 4-stroke 4-cylinder petrol engine (Thermal Lab, SKIT Jaipur)
RESULT:
The study of working of four stroke petrol engine and four stroke diesel engine with
the help of cut section models is done.
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EXPERIMENT NO. 3
AIM: Study of working of two stroke petrol and two stroke diesel engine.
APPARATUS: Model of 2-Stroke Diesel and Petrol Engine.
THEORY: Working cycle of two-stroke petrol engine (Otto Cycle)
Fig. 3.1 Working cycle of 4 stroke petrol engine
In two stroke engines all the 4 functions, suction, compression, power and exhaust are
completed in two strokes only. It means they are completed in one complete revolution
of crank shaft. Suction and Compression stroke take place simultaneously whereas
Power and Exhaust stroke also take place together.
1. As shown in the figs. 2.2 and 2.3 in the two stroke, there are no inlet and
exhaust valves. Instead, there are three ports (openings in the cylinder
block), one for the transfer of the fuel, second for the exhaust. Third one is
a valve from which suction of the fuel takes place. It is provided in the
upper part of the cylinder chamber.
2. In the petrol two stroke ignition takes place with the help of spark plug.
This type of engines is used mostly in two wheelers.
3. Combustion in the two stroke diesel engines, takes place due to the of high
temperature after compression. The two stroke diesel engines are used in
marines and power plant.
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Fig. 3.2 Two strokes of a cycle in petrol engine
Fig. 3.3 Two strokes of a cycle in petrol engine

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Fig. 3.4 Cut Section of 2-stroke single cylinder petrol engine (Thermal Lab,
SKIT Jaipur)
Compression Stroke: After completing its downward travel when the piston starts
moving up from BDC to TDC, it closes the inlet and exhaust ports. Trapped air
pressure rises very high as such the temperature also rises very high. When the piston
reaches near TDC, diesel is sprayed in fine atomized form to the highly compressed
air. As the temperature is very high above the ignition temperature of the diesel, the
self-ignition takes place.
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Fig. 3.5 Two strokes of a cycle in diesel engine
Power Stroke: As stated above due to the spraying of atomized diesel in highly
compressed air, there is spontaneous combustion and gases expand rapidly, causing
piston to travel from TDC to BDC giving power stroke. When the piston reaches near
BDC, the exhaust gases escape out through exhaust port uncovered by the piston. In
the meantime, the inlet port also opens causing air is to enter to the top of the cylinder.
This air helps in sweeping out exhaust gases. The sweeping out of the exhaust gases
with the help of fresh charge is called scavenging.
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Fig.3.6 Cut Section model of 2-stroke diesel engine (Thermal Lab, SKIT Jaipur)
RESULT:
The Study of working of two stroke petrol engine and four stroke diesel engine with
the help of cut section models is done.
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EXPERIMENT NO. 4
AIM: (i) Differentiate between 4-stroke and 2-stroke IC engines.

(ii) Differentiate between SI (petrol) and CI (diesel) engines.
THEORY:
Difference between 4-stroke and 2-stroke IC engines :
S. 4-Stroke Engine 2-Stroke Engine

No.
It has one power stroke for every two It has one power stroke for each
1.
revolutions of the crankshaft. revolution of the crankshaft.
A heavy flywheel is required and the A lighter flywheel is required and the
engine runs unbalanced because turning engine runs balanced because turning
2. moment on the crankshaft is not even moment is more even due to one power
due to one power stroke for every two stroke for each revolution of the
revolutions of the crankshaft. crankshaft.
3. Engine is heavy in Weight. Engine is lighter in weight.
Engine design is complicated due to the Engine design is simple due to the
4.
valve mechanism. absence of valve mechanism.
5. It is costlier. Less cost than 4 stroke engine.
6. Less mechanical efficiency due to more More mechanical efficiency due to less
friction in many parts. friction on a few parts.
More output due to full fresh charge Less output due to mixing of fresh
7.
intake and full burnt gas exhaust. charge with the hot burnt gases.
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Engine runs hotter. It means that the

The engine runs cooler. It means that
8. engine temperature is higher as
Temperature runs on lower temperatures.
compared with two stroke engines.
The engine may be air-cooled or water-

9. The engine is air-cooled.
cooled.
More fuel consumption and a small

Less fuel consumption and complete
10. amount of fresh charge is mixed with
burning of fuel.
exhaust gases.
11. The engine requires more space. The engine requires less space.
12. Complicated lubricating system. Simple lubricating system.
13. Less noise is created by the engine. More noise is created by the engine.
The engine consists of an inlet and The engine consists of inlet and exhaust
14.
exhaust valve. ports.
15. More thermal efficiency. Less thermal efficiency.
16. It consumes less lubricating oil. It consumes more lubricating oil.
17. Less wear and tear of moving parts. More wear and tear of moving parts.
Used in mopeds,
18. Used in cars, buses, trucks, etc.
scooters, motorcycles etc.
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Difference between SI (Petrol) and CI (Diesel) engine:
S. SI Engine CI Engine
No.
(Spark Ignition Engine) (Compression Ignition Engine)
1 Heat is added at constant Heat is added at constant

volume. pressure
2 It uses petrol as a fuel. It uses diesel as a fuel.
3 Air fuel mixture is Air alone compressed in

compressed in combustion combustion chamber.
chamber.
4 High voltage is needed for High pressure is needed for

spark generation. diesel injection
5 Compression ratio is low. Compression ratio is very high.
6 Thermal Efficiency is low Thermal Efficiency is High.

due to lower compression
ratio.
7 Engines are lighter in weight. Rigid and heavy in weight.
8 Charge is homogeneous Charge is heterogeneous

during the combustion during the combustion
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EXPERIMENT NO. 5
AIM:- To study and draw the valve timings diagram Four-Stroke, Single-Cylinder
Diesel Engine.
APPARATUS USED :- Four-Stroke, Single-Cylinder Diesel Engine Test Rig,

Sprit Level, Marking Pencil, and Device for measuring crank angle.
THEORY :-
In four- stroke S. I. Engine the opening and closing of the valves, and the ignition
of the air fuel mixture do not take place exactly at the dead centre positions. The
valve open slightly earlier and close after their respective dead centre positions.
The ignition also occurs prior, to the mixture is fully compressed, and the piston
reaches the top dead centre position. Similarly in a C. I. Engine both the valves do
not open and close exactly at dead centre positions, rather operate at some degree
on either side in terms of the crank angles from the dead centre positions. The
injection of the fuel is also timed to occur earlier.
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PROCEDURE:-
1) Fix a plate on the body of the Engine touching the flywheel.
2) Mark the positions of the both the dead centers on the flywheel with the reference
to the fixed plate. TDC and BDC in case of vertical Engines, IDC and ODC in case
of horizontal Engines.
3) Mark on the flywheel when the inlet and exhaust valves open and close as the
flywheel is rotated slowly.
4) Measure the valves (Tappet) Clearance.
5) Mark the spark ignition timing in case of petrol Engine and fuel injection timing in
case of Diesel Engine.
6) Measure the angles of the various events and plot the valve timing diagram.
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OBSERVATIONS TABLE :-
CALCULATIONS:-
RESULT:- Based on final calculation valve timing diagram is drawn and compare
with the standard valve timing diagram.
Viva Questions
1. Define valve timing in four stroke petrol engine?
2. What is overlapping?
3. What is inlet valve?
4. What is exhaust valve?
5. What do you mean by ignition?
6. What are the various types of ignition systems that are commonly used?
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EXPERIMENT NO. 6
AIM: Study of various types of Boilers.
Apparatus: Models of boilers
THEORY:
 Introduction to Boiler:
A steam generator or boiler is usually a closed vessel made of steel or masonry

used to generate the steam at required temperature and pressure. The heat produced by
the combustion of fuel (solid, liquid or gaseous) is transfer to the water and water is
converting into steam. The steam produced may be supplied:
 To an external combustion engine, i.e. steam engines and turbines.

 At low pressures for industrial process work in cotton mills, sugar factories,
breweries, etc. and
 For producing hot water which can be used for heating installations at much lower
pressures.
 Definition of a Boiler:
Boiler is defined as a closed metallic vessel in which the water is heated beyond the
boiling state, by the application of heat liberated by the combustion of fuels to convert
it into steam.
According to American Society of Mechanical Engineers (A.S.M.E.) a 'steam

generating unit' is defined as:
"A combination of apparatus for producing, furnishing or recovering heat together

with the apparatus for transferring the heat so made available to the fluid being heated
and vapourised".
 Function of a Boiler:
The function of a boiler is to supply the steam at the required constant pressure with
its quality either dry, or as nearly as dry, or superheated. The steam can be supplied
from the boiler at a constant pressure by maintaining the steam generation rate and
the steam flow rate equal.
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 Classification of Boilers:
The boilers may be classified as follows:
1. According to the axis of the shell-
 Horizontal- If the axis of the boiler is horizontal; the boiler is called as

horizontal.
 Vertical - If the axis is vertical, it is called vertical boiler.
 Inclined- if the axis is inclined it is known as inclined boiler.
The parts of a horizontal boiler can be inspected and repaired easily but it occupies
more space. The vertical boiler occupies less floor area.
2. According to the Content in the Tube –
 Fire tube Boiler- In the fire tube boilers, the hot gases are inside the tubes and
the water surrounds the tubes. The heat is conducted through the walls of the
tubes from the hot gases to the surrounding water.
Examples: Cochran, Lancashire and Locomotive boilers, Simple vertical etc.
 Water tube Boiler- In the water tube boilers, the water is inside the tubes and
hot gases surround them.
Examples: Babcock and Wilcox, Stirling, Yarrow boiler etc.

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Fig 6.1: Fire tube and water tube boiler
3. According to the position of furnace -
 Externally fired - The boiler is known as externally fired if the fire is outside
the shell. Water tube steam boilers are always externally fired
Examples: Babcock and Wilcox boiler, Stirling boiler etc.
 Internally fired - In case of internally fired boilers, the furnace is located inside
the boiler shell. Most of the fire tube steam boilers are internally fired.
Examples: Cochran, Lancashire boiler, Locomotive, Simple vertical boiler..
4. According to the method of circulation-
 Forced circulation -In forced circulation type of boilers, the circulation of

water is done by a forced pump.
Examples: Velox, Lamont, Benson boiler etc.
 Natural circulation- In natural circulation type of boilers, circulation of water

in the boiler takes place due to natural convention currents produced by the
application of heat. Examples: Lancashire, Babcock and Wilcox boiler etc.
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5. According to the pressure-
 Higher pressure boiler- The boilers which produce steam at pressures of 80 bar
and above are called high pressure boilers.
Examples: Babcock and Wilcox, Velox, Lamont, Benson boilers.
 Low pressure boilers - The boilers which produce steam at pressure below 80
bar are called low pressure boilers.
Examples: Cochran, Cornish, Lancashire and Locomotive boilers.
6. Stationary and Mobile-
 Stationary boilers- are used for power plant-steam, for central station utility
power plants, for plant process steam etc.
Examples: Babcock and Wilcox, Cochran, Cornish, Lancashire boilers.
 Mobile boilers or portable boilers- include locomotive type, and other small
units and marine boiler.
7. According to the number of tubes-
 Single tube and multi tube boilers - The fire tube boilers are classified as single
tube and multi tube boilers, depending upon whether the fire tube is one or more
than one.
 Boiler Terms:
 Shell: The shell of a boiler consists of one or more steel plates bent into a cylindrical
form and riveted or welded together. The shell ends are closed with the end plates.
 Setting: The primary function of setting is to confine heat to the boiler and form a
passage for gases. It is made of brickwork and may form the wall of the furnace and
the combustion chamber. It also provides support in some types of boilers (e.g.,
Lancashire boilers),
 Grate: It is the platf6rm in the furnace upon which fuel is burnt and it is made of
cast4ron bars. The bars are so arranged that air may pass on to the fuel for
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combustion, The area of the grate on which the fire rests in a coal or wood fired
boiler is called grate surface.
 Furnace: It is a chamber formed by the space above the grate and below the boiler
shell, in which combustion takes place. It is also called a fire-box.
 Water space and steam space: The volume of the shell that Is occupied by the
water is termed water space while the entire shell volume less the water and tubes
(if any) space is called steam space.
 Water level: The level at which water stands in the boiler is called water level. The
space above the water level is called steam space.
 Foaming: Formation of steam bubbles on the surface of boiler water due to high
surface tension of the water.
 Scale: A deposit of medium to extreme hardness occurring on water heating

surfaces of a boiler because of an undesirable condition in the boiler water.
 Blowing off: The removal of the mud and other impurities of water from the lowest
part of the boiler (where they usually settle) is termed as 'blowing off. This is
accomplished with the help of a blow off cock or valve.
 Lagging: Blocks of asbestos or magnesia insulation wrapped on the outside of a

boiler shell or steam piping.
 Refractory: A heat insulation material, such as firebrick or plastic fire clay, used
for such purposes as lining combustion chambers.
 Working of Locomotive Boiler –
A locomotive boiler is a fire tube, internally fixed, horizontally, multi tubular boiler.
It is mainly employed in locomotives through it may also be used as a stationary
boiler. The hot gasses which are generated due to burning of the coal are deflected
by an arch of a fire bricks, so that walls of the fire box may be heated properly. In
the locomotive-type boiler, fuel is burnt in a firebox to produce hot combustion
gases. The firebox is surrounded by a cooling jacket of water connected to the long,
cylindrical boiler shell. The hot gases are directed along a series of fire tubes, or
flues, that penetrate the boiler and heat the water thereby generating saturated
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(“wet”) steam. In the locomotive boiler, the saturated steam is very often passed
into a superheater, back through the larger flues at the top of the boiler, to dry the
steam and heat it to superheated steam.
Fig 6.2 (a): Locomotives boiler
Fig 6.2 (b): Model of Locomotives boiler in thermal lab, SKIT
Draught for fire tube boilers, particularly in marine applications, is usually provided
by a tall partial vacuum. Modern industrial boilers use fans to provide forced or
induced draught of the boiler. Locomotive-type boilers are also used in traction
engines, steam rollers, portable engines and some other steam road vehicles. The
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inherent strength of the boiler means it is used as the basis for the vehicle: all the
other components, including the wheels, are mounted on brackets attached to the
boiler. It is rare to find super-heaters designed into this type of boiler, and they are
generally much smaller (and simpler) than railway locomotive types.
 Salient features of locomotive boilers:
 It is portable and can be easily transported.

 It is capable of meeting sudden and fluctuating demands of steam.
 It is a cost-effective boiler.
 It has a high steam generation rate.
 It is compact in size and its operation is easy.
 Working of Babcock & Wilcox Boilers–
Babcock and Wilcox boiler with longitudinal drum. It consists of a drum connected
to a series of front end and rear end header by short riser tubes. To these headers
are connected a series of inclined water tubes of solid drawn mild steel. The angle
of inclination of the water tubes to the horizontal is about 15° or more. Coal is fed
to the grate through the fire door and is burnt.
Fig 6.3 (a): Babcock & Wilcox Boilers

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Fig 6.3 (b): Model of Babcock & Wilcox Boilers, Thermal Lab, SKIT
Flow of flue gases: The hot flue gases rise upward and pass across the left-side
portion of the water tubes. The baffles deflect the flue gases and hence the flue gases
travel in the zig-zag manner (i.e., the hot gases are deflected by the baffles to move
in the upward direction, then downward and again in the upward direction) over the
water tubes and along the superheater. The flue gases finally escape to atmosphere
through chimney.
Water circulation: That portion of water tubes which is just above the furnace is
heated comparatively at a higher temperature than the rest of it. Water, its density
being decreased, rises into the drum through the uptake-header. Here the steam and
water are separated in the drum. Steam being lighter is collected in the upper part
of the drum. The water from the drum comes down through the down –comer into
the water tubes. A continuous circulation of water from the drum to the water tubes
and water tubes to the drum is thus maintained. The circulation of water is
maintained by convective currents and is known as “natural circulation”.
A damper is fitted as shown to regulate the flue gas outlet and hence the draught.
The boiler is fitted with necessary mountings. Pressure gauge and water level
indicator are mounted on the boiler at its left end. Steam safety valve and stop valve
are mounted on the top of the drum. Blow-off cock is provided for the periodical
removed of mud and sediments collected in the mud box.
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 Salient features of Babcock and Wilcox Boiler:
 Its overall efficiency is higher than a fire tube boiler.

 The defective tubes can be replaced easily.
 All the components are accessible for inspection even during the operation.
 The draught loss is minimum compared with other boiler.
 Steam generation capacity and operating pressure are high compared with
other boilers.
 The boiler rests over a steel structure independent of brick work so that the
boiler may expand or contract freely.
 The water tubes are kept inclined at an angle of 10 to 15 degree to promote
water circulation.
Similarly, the following boilers can be discussed for their water & steam circuit,
coal & gas circuit and for other salient features.
Fig: 6.4: Benson Boiler

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Fig. 6.5: Lamont Boiler
Fig: 6.6: Model of Loeffler Boiler, Thermal Lab, SKIT

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Fig. 6.7: Model of Valox Boiler, Thermal Lab, SKIT, Jaipur
RESULT:
Study of different boilers done and discussed various features.

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EXPERIMENT NO. 7
AIM: : Study of different mountings and accessories for boilers.
APPARATUS: Physical Model of different mountings and accessories for boilers
THEORY:
The various boiler mountings and accessories that are used in steam boilers are water
level indicator, pressure gauge, safety valves, stop valve; blow off Valve, feed check
valve, fusible plug, air pre-heater, super heater, economiser and feed pump. The boiler
mounting and accessories are used in steam boilers for its proper, efficient and
satisfactory working. In this article, we will discuss the functions of each of them.
Fig. 7.1 : Different mountings and accessories for Babcock and Wilcox boiler
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Boiler Mountings
Boiler mountings are equipments those essentially required to operate the boiler i.e.
without those boiler would not be operative. Following are the equipments installed
on the boilers for successful operation.
1. Water Level Indicator

It is fitted in front of the boiler and generally present two in number. It is used to
indicate the water level inside the boiler. It shows the instantaneous level of water
that is present inside the steam boiler which is necessary for its proper working.
Figure 7.2: Water level indicator
2. Pressure gauge
It is also present in front of the boiler. It is used to measure the pressure of the
steam inside the boiler. The pressure gauges generally used are of Bourden type.
Figure 7.3: Bourdon tube pressure gauge

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3. Safety Valves
Safety valves are attached to the steam boiler chest. It is used to prevent explosion
due to excessive internal pressure. When the internal pressure inside the boiler
exceeds its working pressures than the safety valves blow off the steam and
maintains the internal pressure. Generally two safety valves are present on a boiler.
Figure 7.4: Steam Safety Valves
4. Stop Valve (Steam Stop Valve)
It is usually fitted on the highest part of the boiler with the help of a flange. The
main function of the stop valve is (i) to control the flow of steam from the boiler to
the main steam pipe. (ii) to completely shut off the steam supply when required.
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Figure 7.5: Steam Stop Valve
5. Blow Off Valve

It is fitted at the bottom of the boiler drum. The functions of blow-off Valve is (i)
to empty the boiler whenever required. (ii) to discharge the scale, mud and
sediments which gets collected at the bottom of the boiler.
Figure 7.6: Blow off cock

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6. Feed Check Valve

It is non-return valve and fitted to a screwed spindle to regulate the lift. It is fitted
to the shell slightly below the normal water level of the boiler. A boiler must
have its spindle lifted before the pump is started. It regulates the supply of water
which is pumped into the boiler by feed pump.
Figure 7.7: Feed check valve

7. Fusible Plug
It is fitted to the crown plate of the furnace or firebox. Its function is to extinguish
fire in the furnace when the water level in the boiler falls to an unsafe limit. This
avoids the explosion that may take place because of the overheating of the furnace
plate.
Figure 7.8: Fusible Plug

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Boiler accessories
Boiler accessories are the integral parts of the boiler. They are used in the boiler to
improve its efficiency. However, without these a boiler can be operative but
performance would be improved with these.
1. Air preheater
It is used to recover heat from the exhaust gases. It is installed between the
economiser and the chimney.
Figure 7.9: Air preheater

2. Superheater
It is placed in the path of hot flue gases from the furnace. A superheater is an
important accessory used in the boiler. Its main function is to increase the
temperature of saturated steam without raising its pressure.
Figure 7.10: Superheater

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3. Economiser
It is used to heat the feedwater by the utilization of heat from the hot fuel gases
before it leaves the chimney. An economiser improves the economy of the steam
boilers.
Figure 7.11: Boiler Economizer

4. Feed pump
It is used to deliver water to the boiler. It maintains the desired level of water in
the boiler.
Figure 7.12: Boiler Feed Pump (Centrifugal type)
Result : Study of boiler mountings and accessories has been done.

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EXPERIMENT NO. 8
AIM: Demonstration of steering system and measurement of steering geometry angles

and their impact on vehicle performance
APPARATUS: Physical Model of steering system
THEORY: The basic function of the steering system is to allow the driver to safely
and precisely steer the vehicle. Beyond this, the steering system also provides a way to
reduce driver effort by making the act of steering the vehicle easier. When you rotate
the steering wheel, the car responds. A group of parts called the steering system,
transmits the movement of the steering wheel down the steering shaft to move the
wheels left and right – although car wheels don't turn at the same angle.
Types of Steering Systems:
Steering Systems/Mechanism
Manual Power
Rack & Worm &

Hydraulic Electric
Pinion Roller
There are mainly two types of steering systems or mechanism;
1. Pitman-arm steering gear system:

Steering linkage using pitman arms are shown in figure-1. The Pitman arm is a
steering component in an automobile or truck. The pitman arm shaft is attached to
the steering box by a spline and nut. As the driver turns the steering wheel, the
steering box mechanism moves the steering linkages via the pitman arm shaft
either left or right, depending on the direction in which the steering wheel is
turned. The steering box provides the change of angle at 90° to the steering linkage.
The idler arm is attached to the chassis and is positioned parallel to the pitman arm.
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The track rod connects the pitman arm shaft to the idler arm shaft. In this way any
movement in the pitman arm shaft is directly applied to the idler arm shaft.
Fig-8.1 : Pitman-Arm Front Steering System
2. Rack & Pinion Steering gear system : A rack and pinion (shown in figure-2) is a
type of linear drive that includes a circular gear (the pinion) that meshes with a
linear gear (the rack) and converts rotary motion into linear motion. When the
pinion is rotated, the rack is driven linearly. When you drive the rack linearly,
the pinion is driven into rotation.
Fig-8.2 : Rack & Pinion Steering System

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Steering Geometry: The term "steering geometry" (also known as "front-end

geometry") refers to the angular relationship between suspension and steering
parts, front wheels, and the road surface. Because alignment deals with angles and
affects steering, the method of describing alignment measurements is called
steering geometry.
According to Ackerman’s steering mechanism, At any angle of steering, the center

point of all the circular path traced by all the wheels will coincide at a common
point.
There are five main steering geometry angles : Camber , Caster ,Toe, Steering axis
inclination and Toe-in & out on turns. All these are discussed below;
a) FRONT SUSPENSION HEIGHT- This is the distance from some specific point on
the body, frame or suspension to the ground. If suspension is not correct it can
affect the angles in the suspension system.
b) CAMBER:
The angle between the centre line of the tyre to the vertical line when viewed
from the front of the vehicle is known as Camber. It is approximately 1º to 2º.
So, Camber is the tilting in or out of the front wheels from the vertical when
viewed form the front of the vehicle. If the top of the wheels tilts out , it has
positive chamber and if the top of the wheel tilts in it has negative angle.
Vertical
Fig – 8.3 : Camber angle

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Importance of Camber Angle –

 At the time of turning, camber angle ensures the ease of steering.
 To reduce the tyre wear.
 To reduce the load acting on the king pin and the wheel bearing due to
weight of the vehicle.
c) CASTER:
The angle between the king pin centre line (or steering axis) and the vertical
axis, when viewed from the side of the vehicle, is called the Caster angle. Caster
angle is about 2º to 3º. Caster of the left-front wheel as viewed from the
driver’s seat. The view is from the inside so that the backward tilt of the steering
axis from the vertical can be seen. This backward tilt is called positive caster.
Importance of Caster Angle –

 Positive Caster provides directional stability.
 To prevent pulling of wheel on one side during braking
 To reduce the tyre vibration
Fig – 8.4 : Caster Angle

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d) STEERING AXIS INCLINATION (King Pin Inclination)- It is also called ball joint
inclination (modern name) on vehicle that have vertical & a line drawn through
the centers of the wall joints when viewed from the front of the vehicle. When
the vehicle is viewed from front, the angle between the inclination of the king
pin from the vertical axis is called the King pin Inclination. The inclination is
normally kept 7º to 8º. It is denoted by Sai symbol or SAI.
Included angle = Camber + SAI
Importance of Caster Angle –

 It gives good road holding on turnings.
 It reduces steering effort.
 It reduces the load acting on the wheel
bearing.
Fig – 8.5 : Steering Axis Inclination (King Pin Inclination or Ball Joint Inclination)
TOE or Tracking (Toe-in and Toe-out)- It is the amount in inches, millimeters or

degrees in which the front wheels point inward or outward. Toe is the measurement
of how much the wheels point in or out from the straight ahead position. Toe is set
with the vehicle standing still. Typically the front wheels of rear drive vehicle are given
slight toe in of about 1/8 inch (3mm).Its purpose is to stabilize steering & to prevent
side- slipping & successive wear of the tyres.
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Fig –8. 6 : Toe-in and Toe-out
e) TURNING RADIUS - It is sometimes called toe-out during turns and turning

angle. It is the difference between the two angles formed by the two front
wheels and the car during turn. Turning circle of a car is the diameter of the
circle described by the outside wheels when turning on full lock. A typical
turning radius of a car is 35.5 feet.
Fig – 8.7 : Turning Radius

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f) STEERING RATIO – Steering ratio refers to the ratio between the turn of the
steering wheel (in degrees) or handlebars and the turn of the wheels (in
degrees). Steering ratio is the angle need to turn the steering wheel for one 1
degree turn of the tyres.
Mathematically,
steering ratio = (angle turned by steering wheel)/(angle turn in steered tyres)
For example, if the steering wheel is turned 20° and the front tyres only turn
1°, that gives a steering ratio of 20:1. For modern cars steering ratio is between
12:1 to 20:1.
 A higher steering ratio means that the steering wheel is turned more to
get the wheels turning, but it will be easier to turn the steering wheel.
 A lower steering ratio means that the steering wheel is turned less to get
the wheels turning, but it will be harder to turn the steering wheel.
 Larger and heavier vehicles will often have a higher steering ratio, which
will make the steering wheel easier to turn. If a truck had a low steering
ratio, it would be very hard to turn the steering wheel.
 In normal and lighter cars, the wheels are easier to turn, so the steering
ratio doesn't have to be as high.
 In race cars the ratio is typically very low, because the vehicle must
respond to steering input much faster than in normal cars. The steering
wheel is therefore harder to turn.
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Fig – 8.8 : Steering Mechanism Model
RESULT:
The study and demonstration of steering system and measurement of steering geometry
angles and their impact on vehicle performance is done by actual physical model.
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EXPERIMENT NO. 9
AIM: Study of braking system with specific reference to types of braking system,
master cylinder, break shoes
APPARATUS: Physical Model of hydraulic braking system
THEORY:
Braking System: In an automobile vehicle, a braking system is an arrangement of

various linkages and components (brake lines or mechanical linkages, brake drum or
brake disc, master cylinder or fulcrums etc.) that are arranged in such a fashion that it
converts the vehicle’s kinetic energy into the heat energy which in turn stops or de-
accelerate the vehicle. The conversion of kinetic energy into heat energy is a function
of frictional force generated by the frictional contact between brake shoes and moving
drum or disc of a braking system.
CLASSIFICATION OF BRAKING SYSTEM : Braking systems are classified on

the basis of various needs and purposes of an automobile vehicle as;
A. On the basis of Power Source - The power source which carries the pedal force
applied by the driver on brake pedal to the final brake drum or brake disc in
order to de accelerate or stop the vehicle.
1. Mechanical braking system

a. Drum braking b. Disk braking c. Band braking
2. Hydraulic braking system

3. Air or pneumatic braking system
4. Vacuum braking system
5. Magnetic braking system
6. Electric braking system
B. On the Basis of Frictional Braking Contact - On the basis of the final friction
contact made between the rotating brake components (i.e. brake drum or disc
rotor) and the brake shoe
1. Internal expanding brakes (e.g.- drum brakes)

2. External contracting brakes (e.g. disc brakes)
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C. On the Basis of Application - On the basis of method of applying brakes
1. Foot or Service brakes 2. Hand or Parking brakes (Emergency brakes)
D. On the Basis of Brake Force Distribution –
1. Single acting brakes 2. Dual acting brakes
E. On the basis of method of operation –
1. Manual 2. Servo 3. Power operation
 Brakes are also classified as shown in figure given below :
Fig 9.1 – Classification of brakes
Detailed description of some important types of Braking Systems :
1. Mechanical Brakes : It is the type of braking system in which the brake force
applied by the driver on the brake pedal is transferred to the final brake drum or
disc rotor through the various mechanical linkages like cylindrical rods,
fulcrums, springs etc. In order to de accelerate or stop the vehicle.
 Mechanical brakes were used in various old automobile vehicles but they are
obsolete now days due to their less effectiveness.
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a.) Drum brakes - It is the type of brake system in which a drum which is the
housing of the brake shoes along with actuation mechanism is attached with the
wheel hub in such a fashion that the outer part of the drum rotates with the wheel
and inner part remains constant. When brakes are applied the actuating
mechanism (wheel cylinder or mechanical linkage.) causes the brake shoes to
expand due to which the outer frictional surface of the brake shoes makes
frictional contact with the rotating drum part which in turn stops or de accelerate
the vehicle.
 Drum brakes consist of a backing plate, brake shoes, brake drum, wheel
cylinder, return springs and an automatic or self-adjusting system
Fig 9.2 - Drum Brakes

b.) Disc Brakes –
It is the types of braking system in which instead of a drum assembly a disc rotor
attached to the hub of the wheel in such a fashion that it rotates with the wheel,
this disc rotor is clamped in between the caliper which is rigidly fixed with the
knuckle or upright of the vehicle. This caliper used is the housing of the brake
shoes along with the actuation mechanism (mechanical linkages or caliper
cylinder). When the brakes are applied the actuation mechanism contracts the
attached brake shoes which in turn makes the frictional contact with the rotating
disc rotor and causes the braking of the vehicle.
 The main components of a disk brake are the Brake, Pads, Rotor, Caliper
and Caliper Support.
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Fig 9.3 – Disc Brakes
2. Hydraulic Brakes : It is the type of braking system in which the brake force
applied by the driver on brake pedal is first converted into hydraulic pressure by
master cylinder than this hydraulic pressure from master cylinder is transferred
to the final brake drum or disc rotor through brake lines. When the driver release
the brake pedal, the piston in the master cylinder returns back to its original
position due to the return spring pressure. Its working is based on Pascal’s law.
 It consists of the following: Brake pedal or lever, Pushrod or actuating rod,

hydraulic lines, Rotor or brake disc or drum attached to wheel, Master cylinder
assembly (includes: Piston assembly is made up of one or two pistons, a return
spring, a series of gaskets or O-rings and fluid reservoir).
 Almost all the bikes and cars are equipped with the hydraulic braking system
due to it high effectiveness and high brake force generating capability.
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Fig 9.4 – Hydraulic Brakes
Master Cylinder : The Master Cylinder is the heart of the hydraulic brake system.
Construction :
It consists of two main chambers. The fluid reservoir which contains the fluid to supply
to the brake system, and the compression chamber in which the piston operates. The
reservoir supplies fluid to the brake system through two ports. The larger port is called
the filler or intake part and is connected to the hollow portion of the piston between the
primary and secondary cups which act as piston seals. The smaller port is called the
relief, bypass or compensating port which connects the reservoir directly with the
cylinder and lines when the piston is in the released position.
Working :
When the brake pedal is depressed, the master cylinder piston moves forward to force
the liquid under pressure into the system. The relief port is sealed out of the system.
The liquid pressure is conducted to the wheel cylinders, where it forces the wheel
cylinder pistons out wards. These pistons force the brake shoes out against the brake
drums. When brake pedal is released, the return spring quickly forces the master
cylinder piston back against the piston stop. Because the fluid in the lines returns rather
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slowly, a vacuum tends to form in the cylinder in front of the piston. This causes the
primary cup to collapse to allow the liquid to flow from the reservoir through the filter
port past the piston to fill the vacuum.
Fig 9.5 – Master Cylinder Cut Section View
Wheel Cylinder: Wheel cylinder is the second important part in the hydraulic brake
system.
Construction :
It consists of two pistons which can move in opposite directions by the fluid pressure.
It is rigidly mounted on the brake shield or backing plate. The boots protect the
cylinders from foreign substances. Bleeder valves are provided in the cylinder to permit
air and liquid to be pumped out of the system during of the bleeding operation . Piston
cup fits tightly in the cylinder against each piston and seal the mechanism against
leakage of the brake fluid. A Spring serves to hold the cups against the piston when the
pressure is decreased.
Working :
When the brakes are applied the brake fluid enters the cylinder from a brake line
connection inlet between the two pistons. It causes to force out the two pistons in
opposite directions. This motion is transmitted to the brake shoe. Directly or through
links force them against the brake drum, thus applying the brake.
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Fig 9.6 – Wheel Cylinder or Brake drum
3. Air or Pneumatic Brakes - It is the types of braking system in which

atmospheric air through compressors and valves is used to transmit brake pedal
force from brake pedal to the final drum or disc rotor. Air brakes are mainly used
in heavy vehicles like busses and trucks because hydraulic brakes fails to
transmit high brake force through greater distance and also pneumatic brakes
generates higher brake force than hydraulic brake which is the need of the heavy
vehicle. The chances of brake failure is less in case of pneumatic brakes as they
are usually equipped with a reserve air tank which comes in action when there
is a brake failure due to leakage in brake lines.
4. Vacuum Brakes - It is the conventional type of braking system in which

vacuum inside the brake lines causes brake pads to move which in turn finally
stops or de accelerate the vehicle. Vacuum brakes are cheaper than air brakes
but are less safe than air brakes.
5. Magnetic Brakes – In this types of braking system, the magnetic field generated
by permanent magnets is used to cause the braking of the vehicle. It works on
the principle that when we pass a magnet through a cooper tube, eddy current is
generated and the magnetic field generated by this eddy current provide
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magnetic braking. This is the friction less braking system thus there is less or no
wear and tear. This is the advanced technology in which no pressure is needed
to cause braking.
6. Electrical Brakes- It is type of braking used in electric vehicle in which braking

is produced using the electrical motors which is the main source of power in
electric vehicles , it is further divided into 3 types-
a. Plugging Brakes
b. Regenerative Braking
c. Dynamic or Rheostat Braking
Fig 9.7 – Physical Model of Hydraulic Braking System (In Thermal Lab, SKIT)
RESULT:
The study and demonstration of steering system and measurement of steering geometry
angles and their impact on vehicle performance is done by actual physical model.
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EXPERIMENT NO. 10
AIM: Study of transmission system including clutches, gear box assembly and
differential box.
APPARATUS: Physical Models of clutch, gear box assembly and differential box
THEORY:
Transmission system: The mechanism that transmits the power developed by the
engine of automobile to the engine to the driving wheels is called the transmission
system (or Power train). It is mainly composed of following for manual transmission
system – Clutch, Gear box, Propeller shaft, Universal joints, Rear axle, Differential,
Wheel, Tyres etc.
Functions of transmission system are :
1) To disconnect the engine from the road wheels when desired
2) To connect the engine to driving wheels without shock or jerk
3) To vary the leverage between the engine and the driving wheels
4) Enable the reduction in the engine speed.
5) To turn drive through a right angle
6) To make a provision such that the driving wheels may rotate at different speeds
while taking turns.
TYPES OF TRANSMISSION SYSTEM : The most common transmission systems

that have been used for the automotive industry are:
1. Manual Transmission: The first transmission invented was the manual

transmission system. The driver needs to disengage the clutch to disconnect the
power from the engine first, select the target gear, and engage the clutch again
to perform the gear change.
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2. Automatic Transmission: An automatic transmission uses a fluid-coupling

torque converter to replace the clutch to avoid engaging/disengaging clutch
during gear change. A completed gear set, called planetary gears, is used to
perform gear ratio change instead of selecting gear manually.
3. Semi-Automatic Transmission: A semi-automatic transmission tries to
combine the advantages of the manual and automatic transmission systems, but
avoid their disadvantages. However, the complicated design of the semi-
automatic transmission is still under development, and the price is not cheap.
4. Continuously Variable Transmission (CVT) : The continuously variable
transmission is a transmission in which the ratio of the rotational speeds of two
shafts, as the input shaft and output shaft of a vehicle or other machine, can be
varied continuously within a given range, providing an infinite number of
possible ratios. It provides even better fuel economy if the engine is constantly
made run at a single speed.
MANUAL TRANSMISSION SYSTEM : Manual transmissions also referred

as stick shift transmission or just ‘stick', 'straight drive', or standard transmission
because you need to use the transmission stick every time you change the gears.
To perform the gear shift, the transmission system must first be disengaged from
the engine. After the target gear is selected, the transmission and engine are
engaged with each other again to perform the power transmission. Manual
transmissions are characterized by gear ratios that are selectable by locking
selected gear pairs to the output shaft inside the transmission. The transmission
system delivers the engine power to wheels.
 The main components of manual transmission are discussed below:
a) Clutch
b) Gear box
c) U- joint
d) Shafts
e) Differential gear box

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Fig 10.1 – Manual Transmission System
CLUTCH :
A Clutch is a machine member used to connect the driving shaft to a driven shaft, so
that the driven shaft may be started or stopped at will, without stopping the driving
shaft. A clutch thus provides an interruptible connection between two rotating shafts.
Clutch is used to connect the engine and the gear box.
Working : The driving member of a clutch is the flywheel mounted on the crankshaft,
the driven member is the pressure plate mounted on the transmission shaft. Friction
surfaces (clutch plates) are between the two members (driving and driven). On the
engagement of the clutch, the engine is connected to the transmission (gear box) and
the power flows from the engine to the rear wheels through the transmission system.
When the clutch is disengaged by pressing a clutch pedal, the engine is disconnected
from the transmission and consequently the power does not flow to the rear wheels
while the engine is still running.
The clutch consists of the following parts :
Pressure Plate - It is accurately machined and presses the driven plate against the
flywheel.
Driven Plate - It is provided with annular facings and a spring-cushioned hub, i.e. with
springs and with two vibration damper rings. Its outer diameter is 184 mm.
Release Levers - Release levers are provided with every lever mounted on an eye bolt
locked on the cover by a nut and held in place by a retainment spring.
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Engagement springs - Six powerful springs force the pressure plate on driven plate.
Sliding sleeve with thrust bearing - The sleeve controlled by a fork lever may slide
until it presses with the thrust bearing on the release lever inner ends.
Cover - The cover which is of pressed sheet steel, is fixed to the flywheel by six screws.
Fig 10.2 - Classification of Clutch
Single Plate Clutch (multi spring or diaphragm spring ) - The clutch plate is made
of metal generally of steel and has a ring of friction lining on each side which has large
coefficient friction. The engine shaft supports a flywheel. A spring-loaded pressure
plate presses the clutch plate firmly against the flywheel when the clutch is engaged.
For the disengaged position, the springs press the cover attached to the flywheel. Thus
both the flywheel and the pressure plate rotate with the driving shaft. The movement
of the clutch pedal is the movement of the pressure plate through a thrust bearing. The
pressure plate pull by the release levers and the friction linings on the clutch plate is in
no contact with the pressure plate or the flywheel. The flywheel rotates without driving
the clutch plate and thus, the driven shaft. When we pressed off the foot from the pedal,
the pressure on the thrust bearing is released. As a result, the springs become free to
move the pressure plate to bring in contact with the clutch plate. The clutch plate slides
on the splined hub and is gripped between the pressure plate and the flywheel. The
friction between the linings on the clutch plate and the flywheel on one side and the
pressure plate on the other cause the clutch and hence the driven shaft to rotate.
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Fig 10.3 – Single Plate Clutch
Multi-Plate Clutch - In the multi-plate clutch, the number of frictional linings and the
metal plates is increased which increases the capacity of the clutch to transmit torque.
Friction rings have splined on outer boundary and engage with corresponding splines
on the flywheel. They are free to slide axially. The friction material thus rotates with
the flywheel and the engine shaft. The number of friction rings depends upon the torque
to be transmitted. The driven shaft also supports disc on the splines and them which
rotate with the driven shaft and can slide in the axial direction If the adding force on
the pedal is removed.
Fig 10.4 – Multi-Plate Clutch

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Cone Clutch - In a cone clutch the contact surfaces in the form of cones. In the
Engaged position, the friction surfaces of the two cones are in complete contact due to
spring pressure which will make in touch all the time. When the clutch is engaged.
Cone clutch is used in low-speed applications. It is also used in very specialist
transmissions in racing, rallying, or in extreme off-road vehicles. Cone clutches are
used in powerboats.
Fig 10.5 – Cone Clutch
Hydraulic Clutch – This type of clutch use fluid means the use of hydraulics to
transmit the torque. According to their design, this clutch is subdivided into two
types; Fluid Coupling & Torque Converter.
Fig 10.6 – Hydraulic Clutch System (left) and Fluid Coupling (right)
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GEAR BOX ASSEMBLY :
A device must be authorized to enable the engine crankshaft to revolve at a relatively

higher speed, while the wheels turn at a slower speed. This is surrounded by a metal
box called a gearbox. The Gearbox is the process of transmitting energy in a
mechanical engine to increase the output torque or to change the speed of a motor.
 Gearbox consists of following main parts and that are: Clutch Shaft, Counter Shaft,
Main Shaft, Bearings and Gears
Working - A gearbox consists of gears of varying sizes, because of the different

demands in times of the torque needed at the wheels depending upon the road, load,
and terrain, for example; climbing vehicles require higher torque than driving on a
straight road. The first gear is larger compared to the other gears, provides maximum
torque outcome while generating minimum speed. The gears vary size from first to the
last in decreasing ratio, thus it empowers varying combinations in pulling ability and
speed.
Types of Gearbox: There are two main types of Gearbox in an Automobile:
1. Manual transmission
a) Sliding mesh gear box b) Constant mesh gear box
c) Synchromesh gear box
2. Automatic transmission
a) Epicyclic gear box b) Hydraulic Torque Converter

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Sliding Mesh Gear Box -When the mainshaft is driven from the layshaft the gear
reduction is provided by the first pair of gears which are always in mesh and known as
the constant mesh gears. For changing the gear, the clutch is depressed and the gear
lever moved till the selector pinion on the main shaft engages with its mating gear on
the layshaft. When the vehicle is in first gear the smallest gear on the layshaft meshes
with the largest gear on the splined mainshaft, thereby producing maximum speed
reduction and a corresponding increased torque for starting on gradients and hill
climbing. In the second gear, the second or smaller gear on the mainshaft is in mesh
with the next larger gear on the layshaft. This produces less speed reduction and smaller
torque increase. In the third or top gear, the primary and main shafts revolve at the
same speed without any change in torque. The main shaft is driven through a dog clutch
in this gear. In reverse gear, the speed reduction is usually same as that in the first gear.
However, the direction of rotation of the main shaft is reversed by using an idler gear.
When in neutral, the primary shaft is in connection with the layshaft. As the layshaft is
not connected to the mainshaft, there is no power transmission to the wheels.
Fig 10.7 – Three speed Sliding Mesh Gear Box (in first gear)
Constant Mesh Gear Box – In the constant mesh gear box all the gears mesh with
each other, all the time and this gives a silent or quiet operation. Gear changing is made
easier by employing helical gears. The primary shaft which carries the clutch is splined
and carries a gear that meshes with the largest layshaft gear. The mainshaft has a
number of gears that mesh with the gears on the layshaft. However, these gears being
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on bushes or ball/roller bearings are free to move on the mainshaft without transmitting
any torque. All the gears on the layshaft are rigidly fixed with it. When the left-hand
dog clutch is made to slide to the left by means of the gearshift lever, it meshes with
the clutch gear and the top speed gear is obtained (Fig. 13.3). When the dog clutch
meshes with the second gear the second speed gear is obtained. Similarly by sliding
the right-hand dog clutch to the left and right, the first speed gear and reverse gear are
obtained respectively.
Fig 10.8 - Constant Mesh Gear Box
Synchromesh Gear Box - Synchromesh gear boxes use synchronomesh gear devices
which work on the principle that two gears to be engaged are first brought into
frictional contact which equalises their speed after which they are engaged readily and
smoothly. Two types of such devices are mostly used in vehicles, viz. pin type and
synchronizer ring type. This gear box is similar to the constant mesh gear box.
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Fig 10.9 - Constant Mesh Gear Box
Epicyclic Gear Box - The epicyclic gear box is also known as the sun and planet type
gear box or the planetary gear box (Fig. 10). It uses no sliding dogs or gears to engage
but different gear speeds are obtained by tightening the brake bands on the gear drums.
The sun gear which is at the centre remains in mesh with two or more planet
wheels or pinions held together by a planet carrier. Surrounding the whole unit is a ring
gear (also called annulus) whose inside teeth are also in mesh with the planets. If any
two members of the planetary system are locked up, the whole system (input and
output) turns as a unit at a 1:1 ratio. Changes in gear ratio are made by holding one of
the three components of the system and causing the others to rotate around it. A given
epicyclic train can provide six ratios, depending upon which member is held stationary
for reaction and which is used for input. Brake bands are used to hold the member.
Fig 10.10 - Epicyclic Gear Box or Planetry Gear box (Sun & Planet)
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PROPELLER SHAFT & UNIVERSAL JOINT :

Propeller Shaft - The propeller shaft is essentially a steel tube having forged steel
universal joints at each end. Its only function is to deliver the transmission output
torque to the differential input pinion. The shaft tube must be strong enough to transmit
the power. However, oversize design is avoided since it increases the chances of
imbalance, it is harder to straighten, tends to fan more air that may cause noise, requires
more room under the pan and is more expensive.
Fig 10.11 – Propeller Shaft or Drive Shaft

U Joint - When power is being transmitted from one shaft to the other while the shaft
axes are not co-linear but are intersecting, the coupling used is the universal joint. It
takes care of the angularity of the two axes. However, while the power is transmitted
the shaft speed of the driven shaft continuously varies even when the driving shaft is
rotating at constant speed. This constructional feature requires a pair of universal joints
and an intermediate shaft (propeller shaft in this case), while the driver shaft (gear box
output shaft) and the finally driven shaft (differential pinion shaft) are more or less
parallel.
Fig 10.12 – Universal Joint (U-Joint)

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DIFFERENTIAL GEAR BOX :
The differential is a system of gears that allows different drive wheels (the wheels to
which power is delivered from the engine) on the same axle to rotate at different
speeds, such as when the car is turning.
 There are three types of differential :
(a) Conventional, (b) Non-slip or self-locking, and (c) Double reduction
Working – When the vehicle moves in a straight line, the power comes from the
propeller shaft to the bevel pinion which drives the crown wheel. Then it is carried to
the differential cage in which a set of planet pinions and sun gears are located. From
the sun gear it is transmitted to the road wheels through-axle half shafts. In this case,
the crown wheel, differential cage, planet pinions, and sun gears all turn as a single
unit and there is no relative motion between the sun gear and planet pinion. The planet
pinions do not rotate about their own axis. The road wheels, half shafts, and sun wheels
offer the same resistance to being turned and the differential gearing does not therefore
operate. Both the road wheels turn at the same speed.
When the vehicle takes a turn, the inner wheel experiences resistance and tends to rotate
in the opposite direction. Due to this the planet pinions start rotating about their own
axis and around the sun gear and transmit more rotary motion to the outer side sun
gear. So that outer sun gear rotates faster than the inner sun gear. Therefore the outer
road wheel runs faster than the inner road wheel and covers a more distance.
Fig 10.13 – Differntial Gear Box Assembly

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 Some photos of physical models of different components of transmission system

as shown below;
Fig 10.14 – Physical Model of Clutch and Clutch Plate (In Thermal Lab, SKIT)
RESULT:
The study of transmission system including clutches, gear box assembly and
differential box is done by actual physical models.
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Experiment No. 11
AIM: Prepare the comparison chart of different cars on the basis of engine,
transmission, braking and safety devises.
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Experiment No. 12
AIM: Prepare charts of BS4 and BS6 emission and safety norms
APPARATUS: Charts
THEORY:
What is BS4 (BSIV)?
Before we understand about BS6 emission or BS6 compliant engine, let’s understand
the current BS4 (BSIV) emission norms, engine, performance, and its significance.
The BSES, which is the governing organization for emissions from all types of vehicles
in the country, introduced the first emission norms with the name ‘India 2000’ in the
year 2000. BS2 and BS3 were introduced in 2005 and 2010, while BS4 norms came
into effect in 2017 with stricter emission standards or norms. Among the regulations
set by the governing body, emission-related changes included tailpipe emissions,
Electronic Control Unit (ECU), ignition control, etc. The most visible change was the
AHO (Automatic Headlamp On), this is one of the norms under the BS4 which catered
to the safety aspect of the new emission standards.
What is BS6 (BSVI)?
The governing body, Bharat Stage Emission Standards (BSES), regulates the output of
pollutants from vehicles plying in the country. The Central Pollution Control Board
which falls under the Ministry of Environment, Forest and Climate Change sets the
standards to regulate emissions from vehicles in India. The first emission standard or
norm, introduced in the year 2000, was known as ‘India 2000’ and later, BS2 and BS3
were introduced in 2005 and 2010, respectively. While the first three
emission norms were introduced at regular intervals, BS4 was introduced in 2017, after
a gap of seven years. The BS6 emission standard is the sixth iteration of the emission
norm and comparatively, it’s a substantial leap in terms of reducing pollution compared
to the outgoing BS4. This is also because the BS5 (BSV) has been skipped in an effort
to move to better emission norms.
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Difference Between BS4 (BSIV) and BS6 (BSVI):
Both BSIV and BSVI are emission norms that set the maximum permissible levels for
pollutants emitting from a car or a two-wheeler exhaust. Compared to the BS4, BS6
emission standards are stricter. While manufacturers use this change to update their
vehicles with new features and safety standards, the biggest or the significant change
comes in the form of stricter permissible emission norms. The below table offers an
insight into the change in the permissible emission levels of BS6 vehicles compared to
BS4 vehicles.
Table : An insight into the change in the permissible emission levels of BS6 vehicles
compared to BS4 vehicles
Fuel Type Pollutant Gases BS6 (BSVI) BS4 (BSIV)
Petrol Passenger Nitrogen Oxide

<60mg> <80mg>
Vehicle (NOx) Limit
Particulate Matter
<4.5mg/km -
(PM) Limit
Diesel Passenger Nitrogen Oxide

<80mg> <250mg>
Vehicle (NOx) Limit
Particulate Matter
<4.5mg/km <25mg>
(PM) Limit
HC + NOx 170mg/km <300mg>
What are BSI, BSII, BSIII, BSIV and BSVI Emission Norms?
These are emission standards set by the governing body Bharat Safety Emission
Standard (BSEB) to regulate the output of pollutants from vehicles plying on the road.
The Central Pollution Control Board, under the Ministry of Environment and Forest
and Climate Change, sets the permissible pollution levels and timeline to implement
the same by vehicle manufacturers.
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The abbreviation of ‘BS’ is Bharat Stage and is suffixed with the iteration of the
particular emission norms. The Indian emissions standards are based on the lines of
European norms commonly known as EURO 2, EURO 3, and so on. The first
regulations with the moniker India 2000 were introduced in 2000, with the second
and third iteration introduced in 2001 and 2005 with the moniker BSII (BS2) and
BSIII (BS3), respectively.
The fourth iteration BSIV or BS4 was introduced in 2017 and the delay between the
introduction of BS3 and BS4 resulted in fast-tracking the BSVI or BS6 emission
instead of BSV or BS5 norms. Each of these emission norms has stricter emission
standards compared to its predecessors. The table below offers an insight into the
implementation timelines of the emission norms.
Table - An insight into the implementation timelines of the emission norms
Emission Standard Reference Year of Introduction
India 2000 EURO 1 2000
Bharat Stage II (BS2) EURO 2 2005
Bharat Stage III (BS3) EURO 3 2010
Bharat Stage IV (BS4) EURO 4 2017
Bharat Stage V (BS5) EURO 5 To be skipped
Bharat Stage VI (BS6) EURO 6 2020
Impact of BS6 on CNG Cars:

Vehicle manufacturers will have to make minor changes or modifications to their
diesel and petrol engines for the usage of CNG on BS6 vehicles. It’s only a matter of
time before manufacturers start offering CNG compliant BS6 engines in the country.
CNG powered BS6 cars or vehicles could be a stop-gap arrangement before the era of
electric and hybrid vehicles are sold in the country.
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How Do BS6 (BSVI) Diesel Engines Work?
The Selective Catalytic Reduction (SCR) unit converts nitrogen oxide (NOx) into
diatomic nitrogen and water (both are harmless products) with the help of a catalyst.
The SCR unit uses AdBlue or diesel exhaust fluid to reduce NOx emissions. This fluid
is made up of two parts – urea and deionized water. When exhaust gases come in
contact with the AdBlue fluid, urea is converted to ammonia and carbon dioxide and
in turn, the ammonia converts NOx into nitrogen and water vapour, thereby reducing
pollutants. The AdBlue will be filled in a 10-litre capacity tank in smaller passenger
vehicles. Currently, AdBlue is being sold by distributors at a premium rate; however,
with the rapid increase in sales of BS6 diesel engines, the cost of AdBlue is expected
to decline.
List of BS6 Cars Available in India 2019:
Ahead of the deadline of the implementation of BS6 compliant vehicles from 1 April
2020, several car and bike manufacturers have launched BS6 cars and bikes in India.
Below is the list of BS6 cars and two-wheeler currently available to buy:
BS6 Sedan Cars:

 Maruti Suzuki Dzire
 Hyundai Elantra
 Mercedes Benz E-Class
 Audi A6
BS6 Hatchback Cars:
 Maruti Suzuki Alto 800
 Maruti Suzuki S-Presso
 Hyundai Grand i10 Nios
 Maruti Suzuki Swift
 Maruti Suzuki Wagon R 1.2-litre
 Maruti Suzuki Baleno
 Toyota Glanza
BS6 MPV Cars:
 Maruti Suzuki Ertiga
 Maruti Suzuki XL6
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BS6 SUVs:
 Kia Seltos
 Jeep Compass
BS6 Crossover Cars:

 Maruti Suzuki XL6
 Maruti Suzuki S-Presso
List of BS6 Bikes/Two-Wheelers in India 2019:
Here is the list of BSVI bikes in India that has been launched much before the deadline
of 1 April 2020 :
 BS6 Scooters:
o Honda Activa 125
 BS6 Two-Wheelers:
o Hero Splendor iSmart 110
o Honda SP 125
o Yamaha FZ V 3.0
o Yamaha FZ S V 3.0
o Jawa Perak
Why are there no Light switch on BS4 Bikes?
All two-wheelers, including motorcycles and scooters that were manufactured from 1
April 2017 featured the Automatic Headlamp On (AHO). As the moniker suggests, all
two wheelers are required to have the headlights on at all times. In compliance with
the BS4 norms, all new two-wheelers will not have a light switch for the headlight,
since it needs to be always on. However, the pass and the low and high beam light
switch were kept untouched. The reason behind the introduction of AHO was keeping
both the rider’s and pedestrian’s safety. The light remains on during the day as well,
which makes it visible to passersby.
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FAQs About BS6 Vehicles:
What happens if you fill BS6 fuel in BS4 car?
You can fill BSVI fuel in BSIV cars or older models. Sulphur in fuel acts as a
lubricant inside the engine and burns efficiently. The BSVI fuel has lesser sulphur;
however, it contains additives which helps in the lubrication of the engine.
Can BS6 engine run on BS4 fuel? Does it meet the BS6 emission standards?
The emission from the tailpipe of a BS6 vehicle should match the BS6 norms and this
is possible only if BS6 fuel is filled in BS6 cars. While a BS6 car can run on BS4 fuel,
it may not comply with the BS6 norms.
Is BS6 fuel expensive compared to a BS4 fuel?
Prior to the nationwide rollout of BS6 fuel, it has been implemented in Delhi and the
NCR and the prices are not different between BS6 and BS4 fuel. However, this may
change once it’s implemented across the country due to input costs incurred by the Oil
Marketing Companies (OMCs) towards upgrading their facilities.
Can I convert my old car to meet BS6 emission norms on my own?

You can convert your old car to BS6 standards; however, it requires time and money.
Also, it’s illegal.
What’s next after BS6?
Currently, there are no new emission norms has been set by the governing body.
However, there may be a second version of the BS6 which will include Real Driving
Emissions (RDE) cycle. As per this law, the Automotive Research Association of India
(ARAI) will test new vehicles in real-world conditions to ascertain the level of
pollution. Currently, the test is done in a controlled environment.
What are CAFE norms?
The Central government has proposed to introduce Corporate Average Fuel Efficiency
(CAFE) in sync with the global auto industry. Under these norms, cars are expected to
be 30% fuel efficient from 2022 and by the end of 2021, it’s expected to be increased
by another 10%. Through CAFE norms, fuel efficiency will be decided on how many
litres does a vehicle consume while running 100kms.
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Why the skip from BS4 to BS6 and not BS5?
The first emission norm was introduced in 2000, while the second and third iteration
was introduced in 2005 and 2010. The BS4 was implemented in 2017, the big gap
prompted the government to skip BS5 and jump to BS6 in an effort to reduce pollution
in the country.
Do BS4 vehicles require a pollution certificate?
Yes, all vehicles plying on Indian roads require Pollution Under Control (PUC)
certificate as per the Motor Vehicle Act.
What will happen to BS4 vehicles after 2020?
No new BS4 vehicles will be manufactured or registered by the RTO after 1st April
2020 when the BS6 emission norms are implemented. However, existing BS4 vehicles
will be allowed to run on public roads. Currently, there is no deadline set for BS4
vehicles to stop playing on public roads.
What is the difference between a Euro 6 and a BS6 engine?
The emission limits for both the Euro 6 and BS6 engine are numerically equivalent,
although it could be slightly tweaked to Indian standards.
What is the difference between BS4 and BS6 car performance?
The BSVI engine is relatively cleaner than the BSIV engine leading to lower
combustion. Add new components to the exhaust system and it reduces the overall
performance of the car to a certain extent, although not that significant. That said,
vehicle manufacturers are developing engines which offer a balance between
performance, efficiency and emissions.
What is the difference between BS4 and BS6 cars fuel economy?
The difference between BSIV and BSVI cars’ fuel efficiency is minimal. The BS6
Maruti Dzire has an ARAI certified fuel efficiency of 21.21 km/l while the outgoing
BS4 Maruti Dzire returned a mileage of 22 km/l. A slight decline in mileage although
not significant.

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Swami Keshvanand Institute of Technology, Management & Gramothan,

Ramnagaria, Jagatpura, Jaipur-302017, INDIA

Thermal Engineeing Lab - I (6ME4-24)

Mr. Arun Beniwal

Institute vision, mission, quality policy

Departmental vision, mission, quality policy

PEOs and POs for ME graduates

POs applicable to the lab course

Relation between POs and COs

List of lab sessions

Course planning table

Write-up of lab sessions

Department of Mechanical Engineering

To become a nationally visible mechanical engineering department with excellence in teaching-

M4. To inculcate strong ethical qualities in the students and faculty

Program Educational Objectives (PEOs)

Departmental Quality Policy

Department would pursue quality in all its endeavors like:

Departmental Core Values

 Student should have the knowledge of basics of internal combustion

Programme: B.Tech. (Mechanical Engineering)

Explain and differentiate various types of boilers and selection of required

Demonstrate the working of steering, braking and transmission systems of

Name of Faculty: Name of Faculty:

Verified by Course Coordinator

Verified by Verification and Validation Committee, DPAQIC

COURSE: THERMAL ENGINEERING LAB-1 (6ME4-24)

CO-PO/PSO Mapping: Formulation and Justification

Input: COi: The ith course outcome of the course

=1, if, 0< <0.33

=2, if, 0.33≥<0.66

=3, if, 0.66 ≥< 1

𝑐𝑜𝑢𝑛𝑡( 𝜆(𝐼𝑗𝑘 , 𝐶𝑂𝑖 ))

C6ME4-24 - .33 - - - - - - 3 .66 - - - 3

Name of Faculty Name of Faculty

Verified by Course Coordinator Verified by Verification and

2 Study of 4-stroke petrol and diesel engines

3 Study of 2-stroke petrol and diesel engines

4 (i)Differentiate between 4-stroke and 2-stroke IC engines.

6 Study of various type of boilers

7 Study of different mountings and accessories for boilers

8 Study of steering system and measurement of steering geometry

9 Study of braking system

10 Study of transmission system

Course planning table

To draw lab layout of the Thermal -

Study of 4-stroke petrol and diesel PO9, PO10,  Lab record

Study of 2-stroke petrol and diesel PO9, PO10,  Lab record

(i)Differentiate between 4-stroke and 2- PO9, PO10,  Lab record

Study of various type of boilers PO2, PO9,  Lab record

Study of different mountings and PO2, PO9,  Lab record

Study of steering system and PO9, PO10,  Lab record

Study of braking system PO9, PO10,  Lab record

Study of transmission system PO9, PO10,  Lab record

Prepare the comparison chart of PO9, PO10,  Lab record

Lab Record Index

AIM: Draw the layout of the Thermal Engineering Lab.

1. Diesel Engine is a compression ignition engine whereas petrol engine is a spark

Working Cycle Petrol Engine (Otto Cycle):

Fig. 2.1 Working cycle of 4 stroke petrol engine

The 4-Strokes are: -

Fig:2.2. 4-strokes of a cycle in petrol engine

Construction Details for Engine: -