.

DEPARTMENT OF MECHANICAL ENGINEERING

CENTRIFUGAL AIR BLOWER TEST RIG

OBJECTIVE:
To conduct a performance test on an air blower & to determine the overall
efficiency.

BLOWER SPECIFICATION:

TYPe Centrifugal type

Motor 3HP Induction motor
Speed (max) 2800 rpm
TYPe of impellers : a) Backward curved
b) Radial
c) Forward curved

Venturi.meter specification:
Entry diameter 120mm
Throat diameter 60mm

DESCRIPTION:

The Blower is a single stage centrifugal type. The air is sucked from atmosphere
frOJJl suction side. The slightly compressed air passes through the spiral case, before
it comes out through the outlet.

Blowers are used to discharge higher volumes of air at low pressures. These are used
in blast furnaces, cupolas, mines, air conditioning plants, etc., The three types of
impellers namely:
a) Backward curved,
b) Radial &
c) Forward curved.

The blower consists of an impeller fabricated to the shapes .The vanes of the impeller
is pressed out of sheet metal & riveted to the two shrouds thus fonning into a unique
unit. The other impellers are also fabricated in the same fashion & are easily
mountable on the shaft. The casing is made of cast iron. The whole contour is Yo lute
shape. The smooth contour helps in reducing eddy cun-ent losses along the path. The

59 I

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I DE PARTM ENT OF MECHANICAL ENGIN [ f HING

~asi n g is designed in such :1 way tha1 i1 can be scp ara1cd to facilitate m ou nting or
mterchan ging orimpeller~ .
th
T he s ha ft is coupled to an induction mo1o r with the help of a belt & hav ing e
facility to change three diffcrcn1 speeds with the help of a stepped _cone pulley. The
mput power of the m o tor can be measured by an energy m eter prov ided on the panel.

The n ow of ai r at inlet & o utl et arc measured by the manomet ers connecte d to pi tot
tube. The whole probe can be actuated by the screw mechanis m . This render to draw
profile o f the velocity a lo ng the diameter of the pipe.

Th ~ Pit ot tube is used to fi nd o ut the d ynami c & static pressure @ s uction and
deli v c1y s ide, venturi meter is used to find out the quantity of air flow rate, wi th the
h elp of water m anometer.

PROCE DURE:

l. Connect the mains.

2. Sta11 the motor using DO L starter.

3. N ow a djust the gate va lve for desired flow .

4. Note d own the manomet er readings.

5. N ote d own th e speed of the motor by RPM indicator.

6. Measure the input p ower consume d by .the motor using energy meter
With resp ect to the rime.

7. Nore down the correspo nding readings as expla ined above at various s tages
/ p os ition of gate va lve.

8. R epeat the above procedur e for three different speeds and also for three different
impeller s .

9. The overall efficien cy increase::. w ith th e increase in ourput. At low o utput the
efficienc y is small since the head caus ing the flow of air & volume of air is les.s
con s iderable.
60 I I I , J t

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 DEPARTMEN
T OF MECHANICAL ENGINEERING

!ABDLAR COLUMN:
SL Position Pitot tubel Venturi meter Energy Speed ' N'
no of valve (D) meter RPM
mm mm readings for
hl h2 hstalic= hl h2 hHg=h l -h2 n revolutions
hl-h2
1 Full
closed
2 1/4open

3 1/2open

4 3/4open

5 full open
I
J

I
SL no Blower input Hstatic Volume flow rate Blower output · Blower
kW (Q) ·m3/see kW Efficiency I
Tl overall

61 I , r, .1 I

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- DEPARTMENT OF MECHANICAL ENGINEERING

FORMULA:
1. Inpu t to blow er

Input to blower- Motor input X T/motor

Input to blow er= n x 3600 x T}motor kW
tx Erne

Where, n = no. of revolutions of Energy meter.

T = time taken in seconds, for n no. of revolutio
ns of
the Energy meter
Erne = Energy meter constant= ~00 rev/kW hr
TJ motor= 0.8
2. Static Hea d developed due to air (Pitot tube
):

.Hstatic = hstatic x 8w m of air

1000 8a
Where, hs1a1ic = manometer-1 reading from Pitot tube (At Exit
) in mm
8w = density of water = 1000 kg/m3
8a = density of air= 1.125 kg/ m3

3. Volu me flow RATE:

Q = Cd x K x ✓2 g Hf m3/sec

Where, Cd= Coefficient of discharge ofVenturimet

er = 0.92
K = Ai xA,
✓A/ -A2 2
A1 = Area at entry of Venturimeter 7t x di2 m2
4
= 7t X 0.122
4
=0.011 m2

62 I T h t· r rn , 1 I e 11 G i n , l' r in G Ia b

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: .,,
',:_. . . . . . .
t t, ' \
 DEPARTMENT OF M ECHANICAL ENGINEERING

' A2 == Area at convergence of Ve

nturi meter

4
=
7C x_
_
4
7[
dJ2

X 0.062

2
= 0.0028 m
2
ity= 9.81 m /sec
g == Acceleration due to grav

l!!fu- x _Q!:!g m of air

Hr = Pressure head =
1000 oa
Where, r)
locity head in mm read from manometer-2(Venturimete
hHg == ve

(OP)
4. Ou tp ut of the blower:
x O x Hsta . . . . kw
Blower output in KW = Wa
1000
Where, 3 = oa x g = 1.125 x 9.81x ~
Wa =s f.W t. of air in kN/m3
Q = volume flow rate in m
/sec
Hsi atic = Static pressu
re head in m of air @ outlet

e blower:
5. Overall Efficiency of th
%
1lovera11 = output of the blower * I 00
Input to blower

Sample Graph

1
Effic ienc y

D,scharg E-

63 I

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DEPARTMENT OF MECHANICAL ENGINEERING

PERFORMANCE TEST ON TWIN CYLINDER DIESEL

ENGINE TEST RIG

11\"TRODUCTION :
v
The prime movers using petroleum products as the source of energy are
being increasingly important in the modem world. It is needless to say that the
countless number of examples of these prime movers are being used right from
household captive power to hauling of aircrafts. The prime movers using petroleum
products fall into two categories, viz., Reciprocating & Rotary (Turbines) Engines.

The Reciprocating engines are commonly used ones, further divided into
Diesel, Petrol, Paraffin, Kerosene, Gas driven ones. While the rest are discussed
elsewhere in standard text books, the Diesel engine which is of our present concern
fall into the category of compression ignition prime mover which produces maximum
power for minimum range as compared to any other reciprocating Prime movers.

The understanding of Speed Vs Load, Diesel Consumption Vs Load per

Unit Time ( Specific Fuel Consumption= SFC ) and Efficiency is important from
application point of view to get the maximum benefit at minimum cost. The foll O\\ing
paragraphs deal with the engine and the test.

✓ OBJECT:

To conduct performance test on Twin cylinder Four stroke Di("Sel En1rine

and to draw the following graphs. -

1. B.P. Vs T.F.C.
2. Mechanical Efficiency Vs BP
3. B.P. Vs Brake Them1al Efficiency
4. B.P Vs S.F.C

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 DEPARTMENT OF MECHANICAL ENGINEERING

- DESCRIPTION:

The Test Rig consists of Two-C ylinder. Four-S troke Diesel Engme
( Water cooled ) to be tc~sted for pcrfon mmce is connec ted to Rop~ Brake
Drum
with Spring Balanc e ( Mechanical Dynamomcter). The arrang ement 1s made
for the
follow ing measur ements of the set-up:

I. The Rate of Fuel Consumption is measur ed by using the Burette reading

agains t the known time.

2. The differe nt mechanical loadings are achiev ed by operat ing the

spring balanc e of rope brake dynam ometer in steps.

3. The mecha nical energy is measur ed by spring balanc e and radius of

brake drum.

4. The engine speed (RPM) is measur ed by electro nic digital counte r.

5. Tempe rature at differe nt points is measur ed by electro nic digital

Tempe rature indicat or with thermocouple .

The whole instrumentation is mounte d on a self-co ntained unit ready for

operati on.

,/'EN GINE SPECIFICATIONS:

* TYPE 2-Cylin der. 4-Stro ke Diesel

Engine
(water cooled ). compr ession
Ignitio n

* MAKE Kirlosk ar.

* RATE D POWE R OUTP UT 14 HP. 1500 RP}.t.

* BORE DIAM ETER 'D' 87.5mm

THERI\-\Al ENGINEE Fm,:~ L~o : ~

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 I
DEPA.Rr,AEPfT OF f
v1ECHANICAL HIGltlEEPIIIG

* STR OKE LEN GTH 'L,

110m m
* COA 1PR ESS ION RAT IO
17.5 : I
* STA RTI NG
By Han d Cran king .
* DIA OF ORI FIC E
22m m.
- - -O PER A TIO !'\:

I. Che ck the dies el in the diesel tank .

2. Allo w wate r to flow through the engine.

3. Allo w dies el, start the engine by using hand cran

king.
4. The engi ne is set to the rated speed.

5. App ly load from the sprin g balance of dyna mom

eter.
6. Allo w som e time so that the spee d stabilizes .

7. Now take dow n the spring balance readings .

8. Put tank valv e into burette position and note dow

n the time taken for particub:r
quan tity of fuel cons ume d by the engine.

9. Rep eat the proc edure (4) to (8) for different load
s.
10. Tab ulate the read ings as shown in the enclosed
sheet.
11. Afte r the expe rime nt is over, keep the diesel cont
rol \·alve at mair u posi uoo.

12. Stop the wate r flow by operating the valve.

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 DEPARTMENT OF
MECHANICAL ENGINEERING

LIST O F F O R M U
LAE
1. BRAKE POWER
(BP),

BP - --------------------
------------
60 00 0 kW

W he re ,
N = R PM of E ng in
e
r = ra di us of br
ak e dr um =0.15m.
F = in K gf re ad
fr om Sp ri ng B al an
ce
2. T O TA L F U E L C
ONSUMPTION (T
FC):
Pi pe tte R ea di ng x
pp x 36 00
T FC = --------------
----------------------
t X 1000 -- K g / hr.
W he re ,
Po = de ns ity of D ie se l=
0.83 gm /c c
36 00 = C on ve rs
io n fr om se c to hr
10 00 = C on ve rs io
n fr om gm to kg
3. SP E C IF IC F U E L
CONSUMPTION
(SFC):
T .F .C .
S.F. C .= -- -- -- -- -
K g/ kW - H r
B .P

4. IN D IC A T E D P O
W E R (IP):
IP = (B P + FP )
kW W he re ,
FP is ob ta in ed fr om
W ill ia m s lin e D ia gr am
(T FC V /s B P)

TH ER MA L ENGI
NEERING LA B I
30

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DEPARTMENT
OF MECHANICAL ENGIN
EERING

5.
'M EC HA NI CA L EF FI CI
EN CY : (t\ m)

BP
11m - --------- X 100%
IP
7.
HE AT IN PU T (HI):

T. F. C.
HI - --- --- --- --- --- - x Cv kW
60 x6 0
W he re Cv is th e calorific
va lue of the fuel=45220KJ
/Kg
8. BR AK E TH ER M AL EF
FICIENCY ( Tlb thc mi) :
B. P
1"l
• lbth cmi = ------- X 1QQ
HI

THE RM AL ENGINEERI
NG lAB I 3 l

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DEPARTMENT OF MECHANICAL ENGINEERING

Maximum Load
F= BP rated *60000 ------------------ Kg
2nN*9.81 *r

TABLE CALCULA TION

Spring
balance Time taken Brake
Speed Total f uel Specific fuel Heat
reading for 10cc of power Brake
SL in RPM consumption .
Frictional Indicated Mechanical
consumption input Thermal
or Load fuel In Power Power Efficiency
NO. of in in in Efficiency
in Kg consumptio n. kW
ENGINE Kg/hr. Kg/kW hr. KW

N Fl F2 t BP TFC SFC HI FP IP 11 Btherm l'lmKh

RPM Kg Kg Sec kW Kg/hr Kg/kWhr kW kW kW % %
1
2
3
4
5
6

32 IT h e r m a I e n gine e r ing Iab

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OEP<\RlMt:N1 or ~\(CH>\NICAL [NGINL[I\ING

S_>..'.\fi>l.E GRA PH

TFC

SFC

BP -...

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DEPARTMENT OF MECHANICAL ENGINEERING

VALVE TIMING DIAGRAM

OBJECTIVE:

To Draw The Valve Timing Diagram Of The

Given Four Stroke Sing le
Cy_linder Diesel Engine.

APP ARATUS REQUIRED:

l . Four stroke cycle diesel engine

2. Measuring tape

3. Chalk

4. Piece of paper

THEORY AND DESCRIPTION:

The diagram which shows the :;;vsition of cran

k of four stroke cycle engiDe
at the beginning and at the end of suction, com
pression , expansion, and exhaust 0f
the engine are called as Valve Timing Diagram
.
The extreme position of the bottom of the cylin
der is called "Bottom Dead Centre"
[BDC].IN the case of hori zontal engine, this
is known as "Outer Dead Centre"
[ODC]. The position of the piston at the top
of the cylinder is called "Top Dead
Centre" [TDC].In case of horizontal engine thi
s is known as "Inn er Dead Centre"
[TDC]. 1:!:i::::a,se 0-f-horizontal-eng:;;e thi!J :Gkno~'n
as "inr.'!r c~~ Ct1~~ ·· t=-::----.1
In an ideal engine, the inlet valv e opens at TDC
and closes nt BDC. The exhaust
valve opens at BDC and closes at TDC . The fuel
is injec ted into the cylinder when
the piston is at TDC and at the end of compres
sion stro ke But in actu al prm: tice it
will differ.
Inlet Valve opening and closing:
In an actual engine, the inlet valv e begins to ope
n S°C to 20 °C before tht' p;::,h)n
reaches the TDC during the end of exhaust stro
ke. ')'his is neces!iary tr1 l'tbu1 ·e that
57 I I I ,. r 11\ ,I I t· 11 t II t· , , , , il I J t.,

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DEPARTMENT OF MECHANICAL ENGINEERING

th
the valve will be fully open when the piston reaches the TDC. If e inl~t valve is
allowed to close at BDC, the cylinder would receive less amount of air than its
capacity and the pressure at the end of suction will be below the atmospheric
pressure. To avoid this inlet valve is kept open for 25° to 40°after BDC.

Exhaust valve opening and closing

ComJ'l~te. clearing of. the burned g.ases fr~m the cylinder ~s necessary to0 take in
more air mto ·the cylmder. To achieve this exhaust valve 1s opens at 35 to 45°
before BDC and closes at 10° to 20° after the TCC. It is clear from the diagram, for
certain. period both inlet valve and exhaust valve remains in open condition. The
cranks angles for which the both valves are open are called as overlapping period.
This overlapping is more than the petrol engine.

Fuel valve opening and closing:

The fuel valve opens at 10° to 1.5 °before TDC and closes at 15° to 20 ° after TDC.
This is because better evaporation and mixing fuel.

PROCEDURE:

inlet valve, exl1aust valve and

1.· Removef the· cylinder. head cover and identify the
piston o particular cylmder.
2. Mark the BDC and TDC position of flywheel
This. .is done by rotating the crank
. in usual directi~n of ro . tat'1011 and observe the
is moving downwards at which • the
position
· • when. the. piston
b of· the fly wheel,
piston egms to move m opposite .direction. I·e· fro m down to upward d1rect10n. . .
Make th e mark on the fl yw heel with reference to fi d ·
engine. That point is the BDC for that cylinder M ixe . pomt ?n the body of the
point is TDC and i~diamet1.ically opposite to the B;~~ur e the Circumference. That
3. Insert the paper m the tappet. clearance of both ·1111et and exhaust valves
4. Slowly rotate the crank until the paper in th t .
gripped .make the mark on fly wheel . e appet clearance of inlet valve 1~
. against fixed r fi . •·
represent the mlet valve open (IYO). Measur th ct·st e erence. Tl11S pos1t1on
the di stance. e e ' ance from TDC and tabulate

58 II h ,. I Ill .
·'
I
P ng
.
1 11 P l 1 , , 11 t~
I
i
1 l)

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DEPARTMENT OF MECHANICAL ENGINEERING

5 - Rotate the crank further, till the paper is just free to move.
Make the marking on
th e flywheel against the fixed reference. This position represents the
inlet valve
close (IVC). Measure the distance from BDC and tabulate the distance.
6. _Rotate the crank fwther, till the paper in the tappet clearance of exhau_st val~~ is
gnpped. l\!Iake the marking on the flywheel against fixed reference. This position
represents the exhaust valve open (EVO). Measure the distance from BDC a nd
tabulate.
7. Then conve1t the measured distances into angle in degrees

RESULT:

The valve timing diagram for the given four stroke Diesel engine was drawn.

59 I 1 II ,. 1 111 d I " n t: 1 n ~ ,. 1 ,
,
1 ... l " b

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~ D WOOD APPARATVS FOR MEASURING THE VISCOSITY OF OJ

OBJCTIVE
To detern1ine the viscosity of given oil ·using redwood visco1neter at differen t
te1nperatures

DESCRIPTION OF THE APPARATUS:-

Redwood visco1neter consists of a copper cylinder oil cup and has an a gate jet
1.62 ffiln dia1neter and 101TI1J1 length. The upper end of the jet is hollowe d intc
concave depression which pennits the oil flow being stopped or started by mea:
of a ball valve at the end of the wire. At the lower end of the oil cup, the oil
surrounded by a water jacket containing an electric heater and a stirring device.
the viscosity of the oil is to be detennined above 90oC, a suitable bath may t
used. Two thenn01neters are provided in the setup, one to measure the temperatUI
of oil in the cup and the other to 111easure the te1~perature of the water bath. Th
instrument is supported on a conical stand.
PRffl'CI
t .
PLE,.
Kinema tic viscosity (v)
6
=[0.26R -179/R] x 10 for 34 <R<l00
6
=[0.247R- (50/R)] x10 for 100<R<2 00

Where R is the ti1ne for collecting 50 cc of oil fron1 redwood v·1scon1eter

74 I 1 hc rm d
·
. g l ab
. ,n
I t' , , g ,· ,1 c cr

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) EPI\RTM FNT OF ME
·CHI\NICI\L ~NGINEEHING

D~•trnmic viscosit)I

==Kinematic viscosity x dcnsity 11!1

=v" p
PROCEDURE:-

:,) Prep:m~ th e apparatus as explained above.

b) T~ find the Specific gravity of the oil weigh the empty measuring jar before
stnrtmg. the experiment and note dovm the reading.

c) Heat and dry the oilcup. Heat the viscometer bath to a few degrees above the
desired test temperatur e.

d) Pour the prepared sample into the oil tlu-ough a filter of metal gauge. Adjust the
temperatu re of tl1e bath until the sample in the cup is maintained at thj test
temperatu re, stirring the bath. ·.~•
e) Stir the sample during the preliminary period e.g. by means of the ball vain,
closing the bottom of the actual determination. When the temperature of the
sample has become quite steady at the degired valve; adjust the liquid level may
allowing the sample to flow out until the surface of the sample touches the filling
point.
f) Place the oil cup, and swing the oil cup thermometer towards the closed end of
the curved slot in the cover.
g) Place the clean, dry, stand 50 ml. flasks (measuring jar) centrally below the j et.
Lift the ball valve and simultaneously start time recorder. Suspend the valve from
the clip supporting the oil cup thermometer by means of the hook in the wire stem.

h) Stop the time recorder at th~ instant the_ sample reaches the graduation mark o f
the flask and note the final readmg of the 01I cup thermometer.

i) Repeat the above procedure at various temperature.

7 ~i I I Ii , • , 11, ., 1 , , 11 , •, 1 , 1 -~ I J u

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DEPARTMENT OF MECHANICAL ENG
INEERING

MO DEL GRAPHS

~!~
0..

._E
Q)

,,. ·1--_ _,;..._ _ _ __ _.

Redwood seconds Kinematic Viscosity Abs olut e Vis cos ity

TA BU LA R CO LUM N:-

Tim e
for Kine mati c Dyn ami c
50cc Density of oil
SI Visc osity Visc osity
Temp. Mass ofoi l of oil
No. of oil including flask
I
R p V µ I
cc gm sec Kg/m 3 m2/sec Ns/m 2
I
I

I
I

SAM PLE CA LCU LAT ION :-

76 I 1h • I II .. I
"1 t \ ~' ' 1 t* '-' I I ,

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DEPARTMENT OF MECHANICAL ENGINEERING

Density = (Mass/ Volume)

Kinematic viscosity of oil== AR- (BIR)
Where R is the redwood seconds
Where, A= 0.26 x 10-6 m2
B= 172 x 10-6

Dynru.nic Viscosity -Kinematic viscosity x density

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