Laboratory Manual

for
the course of

ME F341
PRIME MOVERS & FLUID MACHINES

BY

Department of Mechanical Engineering

Educational Development Division

Birla Institute of Technology & Science, Pilani-
KK Birla Goa Campus, Zuarinagar, GOA- 403 726
2014-2015
 CONTENTS

Page No. of Pull

Table of Contents
No. Out Sheets
Description of laboratory ii-iii
General guidelines and safety measures iv
Guidelines for submission of lab. Reports v
Exp. 1.To study the characteristics of a Pelton turbine. 1-3 1
Exp. 2.To study the characteristics of a Francis turbine. 4-7 1
Exp. 3.To conduct a test on a single stage centrifugal pump at various speeds
8-10 1
to obtain the pump characteristics.
Exp. 4.To verify the fan laws using centrifugal pump 11-12 1
Exp. 5. To study the characteristics of a reciprocating pump at various head and
13-15 1
discharge to obtain the pump characteristics.
Exp. 6.To study the performance of a hydraulic ram. 16-18 1
Exp. 7.To study the characteristics of a gear pump at constant speed. 19-21 1
Exp. 8.To conduct a performance test on a two-stage air compressor and
22-24 1
determine its volumetric efficiency and isothermal efficiency.
Exp. 9.To conduct performance test on a Greaves SCFS petrol engine running
25-29 1
at full throttle
Exp. 10. To conduct the performance test on a single cylinder four stroke
Diesel Engine running at constant speed and to prepare a heat balance 30-37 1
sheet.
Exp. 11. PC based performance analysis of Maruti Alto 3 cylinder, 4 stroke
38-48 NA
MPFI petrol engine.
Exp. 12. To plot pressure distribution on the profile of a Cylinder and the
49-52 1
profile of NACA 0018 airfoil, each placed in the laminar flow of air.
Exp. 13. To draw the valve timing diagram for the given cut-section model of a
53-54 NA
diesel engine.
Exp. 14. Study the constructional features of ic engines with the help of cut-
55-61 NA
section model multi-cylinder petrol engine and diesel engine
 DESCRIPTION OF LABORATORY

Prime movers and fluid machines laboratory is a hands-on investigation of performance

characteristics of various prime movers such as IC engines and the turbines as well as of
other fluid machines such as pumps and compressors. All these equipments normally
have to operate over a range of different operating parameters and the performance of
these equipments over a range assumes significant importance.
Objectives of the Laboratory component
x To supplement theory by enhancing the understanding of basic concepts of
mechanical power generation.
x To acquaint the student with various mechanical engineering equipments and
instrumentation and providing an opportunity to operate it.
x To provide the student an experience in engineering measurement,
experimentation and data interpretation.
x In addition, students get experience in technical communication in the form of
written laboratory reports
The brief focus of the experiments to be conducted in two laboratories is given below

Fluid Machines Laboratory

The laboratory has two hydraulic turbines, two positive displacement pumps, one
centrifugal pump, one hydraulic ram and a two stage reciprocating air compressor. In
almost all the fluid machines, the main characterictics that are important from practical
view point are mainly head under which it is operating (developing in case of a pump),
the discharge through it and the speed and the power developed (consumed in case of
pumps). In all the equipments, there are different means of measuring these important
parameters and a set of readings is taken to develop the graphs and the results may be
finally analysed.

ii
IC Engines Laboratory
The IC engines laboratory houses three different IC engines fitted with a different set
of instrumentation for measurement of operating parameters. An open circuit wind
tunnel is also installed, which may be used to generate laminar flow conditions for
various experiments.
Engine performance is more precisely defined by:
x The maximum power (or the maximum torque) available at each speed within the
useful engine operating range
x The range of speed and power over which engine operation is satisfactory
The following performance definitions are commonly used:
Maximum rated power: The highest power an engine is allowed to develop for short
periods of operation.
Normal rated power: The highest power an engine is allowed to develop in
continuous operation.
Rated speed: The crankshaft rotational speed at which rated power is developed.

To evaluate the performance of an engine the following are the most important
characteristics.
x Thermal efficiency
x Mechanical efficiency
x Indicated work per cycle
x Mean effective pressure
x Specific fuel consumption
x A/F & F/A ratio
x Volumetric efficiency
x Engine specific weight/volume
x Specific emissions

iii
 GENERAL GUIDELINES AND SAFETY MEASURES

1. Wearing of an apron is compulsory. Dress worn by students should not have

loose clothes.
2. Students must be wearing proper shoes while working in the laboratory.
3. It is expected that before coming to the laboratory, the students has gone through
the instruction sheet for the experiment to be performed.
4. All data/readings must be recorded on the pull out sheets given at the end of this
manual.
5. The students should bring calculators and graph papers with them while coming
to the laboratory so that the results of the experiments may be verified.
6. Each group will be held responsible for loss or breakage of equipment checked
out to it.
7. Many of the experiments involve heavy equipment and machinery. Therefore, it
is very important that the safety measures and precautions must be thoroughly
read and adhered to before starting the equipment.
8. At the end of the experiment, ensure that all the valves in the equipment used are
closed and the electric supplies are switched off.

iv
 GUIDELINES FOR SUBMISSION OF LAB. REPORTS

1. Report for each experiment will be due at the beginning of the next laboratory
class. Late submission will not be accepted.
2. Individual detailed lab report is to be submitted by each student for each
experiment.
3. Reports must be submitted on A4 size sheets only and must be suitably fixed in
the file.
4. A sample calculation for one of the readings taken has to be provided. If an
experiment is performed by a group, each group member must give the sample
calculation for a different reading.

Format for submission of Laboratory Reports

First page must bear the title of the experiment, the student details and the dates of
conduct of the experiment and submission of the report separately.

Left Hand Side Right Hand Side

(Pull out sheet) Aim of the experiment
Diagram Apparatus used
Data used Theory (in brief)
Sample calculation Procedure followed
Precautions
Discussion of results

v
 EXPERIMENT NO. 1
AIM: TO STUDY THE CHARACTERISTICS OF A PELTON WHEEL
TURBINE

DIAGRAM

P2
P1

Venturimeter Turbine
P Pelton Casing
Turbine
Spear
mechanism

Sump
Pump

PELTON TURBINE TEST RIG

EQUIPMENT USED

Pelton Turbine, which is an impulse turbine works by using water available at high
heads (pressure). All the available potential energy of water is converted into kinetic energy
by a nozzle arrangement. The water leaves the nozzle as a jet and strikes the buckets of the
Pelton wheel runner. These buckets are in the shape of double cups, joined at the middle
portion in a knife edge. The jet strikes the knife edge of the buckets with least resistance and
shock and glides along the path of the cup, deflecting through an angle of 160o to 170o. This
deflection of water causes a change in momentum of the water jet and hence an impulsive
force is supplied to the buckets. As a result, the runner attached to the buckets moves,
rotating the shaft. The specific speed of the Pelton wheel varies from 10 to 100.

In the test rig the Pelton wheel is supplied with water under high pressure by a
centrifugal pump. The water flows through a venturimeter to the Pelton wheel. A gate valve
is used to control the flow rate to the turbine. The venturimeter with pressure gauges

1
connected to it is used to determine the flow rate of water in the pipe. The nozzle opening
can be decreased or increased by operating the spear wheel at the entrance side of turbine.

The turbine is loaded by applying dead weights on the brake drum. This is done by
placing the weights on the weight hangar. The inlet head is read from the pressure gauge.
The speed of the turbine is measured with a tachometer.

EXPERIMENTAL PROCEDURE

1. Close the delivery gate valve completely and start the pump.
2. Add minimum load to the weight hanger of the brake drum – say 1kg.
3. Open the gate valve while monitoring the inlet pressure to the turbine. Set it for the
design value of 3.0 kg/cm2
4. Open the cooling water valve for cooling the brake drum.
5. Measure the turbine rpm with tachometer.
6. Note the pressure gauge reading at the turbine inlet.
7. Note the orificemeter pressure gauge readings, P1 and P2.
8. Add additional weights and repeat the experiments for other loads.
9. For constant speed tests, the main valve has to be adjusted to reduce or increase the inlet
head to the turbine for varying loads.

CALCULATIONS

I. To determine discharge:
Venturimeter line pressure gauge readings = P1 kg/cm2
Venturimeter throat pressure gauge reading = P2 kg/cm2
Pressure difference, = 10(P1-P2) m of water

2 19.62 × 10(P1 -P2 )

Venturimeter equation, Q = Cd AB
(1-B4 )

Where, Cd - Venturimeter discharge coefficient - 0.96 ; A - inlet area = π D 2 /4

Inlet diameter, D = 50mm; Throat diameter ratio, B = 0.6

Q= 0.01024 (P1 -P2 ) m3 /s

2
II. To determine Head:
Turbine Pressure gauge reading = P kg/cm2
Total Head , H = 10P m of water

III. Input to the turbine:

Input = 9.81 QH (kW)

IV. Turbine Output:

Brake drum diameter = 0.20 m
Rope diameter = 0.015 m
Equivalent drum diameter = 0.215 m
Hanger weight - To = 1 kg
Weight = T1 kg
Spring Load = T2 kg
Resultant load - T = (T1 - T2+ To) kg
Speed of the turbine = N RPM

9.8π DNT
Turbine Output = kW
60000
= 0.00011 NT kW
V. Turbine efficiency = Output / Input x 100
PRECAUTIONS
1. Always operate the turbine with a load. Since the runaway speed of the turbine is high,
running the turbine without any load will lead to excess vibrations and noise.
2. Provide cooling water for the brake drum when it is loaded. Absence of cooling water
will cause brake drum heating and even charring of the rope under extreme conditions.
Amount of cooling water must be controlled to avoid excessive spillage and splashing.
3. The motor is provided with DOL starter to trip under overload, low voltage, uneven phase
supply conditions. If the motor trips, check for voltage conditions. Also, do not run the
supply pump at fully open valve conditions as this is an overload condition for the pump.

GRAPHS TO BE PLOTTED

Operating Characteristics: η verses Unit Power

Main Characteristics: η verses Unit speed (N1); Unit Power verses Unit speed (N1)

3
 EXPERIMENT NO. 2

AIM: TO STUDY THE CHARACTERISTICS OF A FRANCIS

TURBINE.

DIAGRAM

P2
P1 P

Venturimeter
Francis Turbine

Rope brake
dynamometer
V

Sump
Pump

FRANCIS TURBINE TEST RIG

EQUIPMENT USED

Francis turbine is a reaction type hydraulic turbine, used in dams and reservoirs of
medium height to convert hydraulic energy into mechanical and electrical energy. Francis
turbine is a radial inward flow reaction turbine. This has the advantage of centrifugal forces
acting against the flow, thus reducing the tendency of the turbine to overspeed. Francis
turbines are best suited for medium heads. The specific speed ranges from 25 to 300.

The turbine test rig consists of a 1.0 kW (1.34 HP) turbine supplied with water from a
5 HP centrifugal pump through suitable pipelines, a gate valve, and a flow measuring
venturimeter. The turbine consists of a cast iron body with a volute casing and a gunmetal
runner consisting of two shrouds with aerofoil shaped curved vanes in between. The runner
is surrounded by a set of brass guide vanes. At the outlet, a draft tube is provided to increase
the net head across the turbine. The runner is attached to the output shaft with a brake drum
to absorb the energy produced.

4
 Water under pressure from pump enters through the guide vanes into the runner.
While passing through the sprial casing and guide vanes, a portion of the pressure energy is
converted into velocity energy. Water thus enters the runner at a high velocity and as it
passes through the runner vanes, the remaining pressure energy is converted into kinetic
energy. Due to the curvature of the vanes, the kinetic energy is transformed into the
mechanical energy i.e., the water head is converted into mechanical energy and hence the
runner rotates. The water from the runner is then discharged into the tailrace. The discharge
through the runner can be regulated also by operating the guide vanes.

The flow through the pipe line into the turbine is measured with the venturimeter
fitted in the pipe line. The venturimeter is provided with a set of pressure gauges. The net
pressure difference across the turbine inlet and outlet is measured with a pressure gauge and a
vacuum gauge. The turbine output torque is determined with a rope brake drum
dynamometer. A tachometer is used to measure the rpm.

EXPERIMENTAL PROCEDURE

1. Add minimum load to the weight hanger of the brake drum –1kg.
2. Close the main gate valve and start the pump.
3. Open the gate valve while monitoring the inlet pressure to the turbine. Set it for the
design value of 1.0 kg/cm2.
4. Open the cooling water valve for cooling the brake drum.
5. Measure the turbine rpm with tachometer.
6. Note the pressure gauge and vacuum gauge readings at the turbine inlet and outlet.
7. Note the venturimeter pressure gauge readings, P1 and P2.
8. Add additional weights and repeat the experiments for other loads.
9. For constant speed tests, the main valve has to be adjusted to reduce or increase the inlet
head to the turbine for varying loads.

CALCULATIONS

I. To determine discharge:
Venturimeter line pressure gauge reading = P1 kg/cm2
Venturimeter throat pressure gauge reading = P2 kg/cm2
Pressure difference, = 10 (P1-P2) m of water

5
 Venturimeter equation is given as
19.62 × 10 (P1 -P2 )
Q= Cd AB2
(1-B4 )

Where, venturimeter inlet dia D = 65mm ; throat dia ratio B = 0.6

Cd - venturimeter discharge coefficient = 0.98; A - inlet area = π D2 /4

Q = 0.0174 (P1 -P2 ) m3 /s

II. To determine inlet head of water:
Turbine Pressure gauge reading = P kg/cm2
Turbine vacuum gauge reading = V mm of Hg
Total Head H = 10(P+V/760) m of water

III. Input to the turbine:

Input Power = 9.81 QH (kW)

IV. Turbine Output:

Brake drum diameter = 0.20 m.
Rope diameter = 0.015 m.
Equivalent drum diameter = 0.215 m
Hanger weight - To = 1 kg
Weight = T1 kg
Spring Load = T2 kg
Resultant load - T = (T1 - T2+ To) kg
Speed of the turbine = N RPM
Output Power = 3.14 DNT
= kW
6120
= 0.00011 NT kW
V. Turbine efficiency = (Output Power/Input Power)x100 %

PRECAUTIONS
4. Always operate the turbine with a load. Since the runaway speed of the turbine is over
4000 rpm, running the turbine without any load will lead to excessive vibrations and
noise.
5. Provide cooling water for the brake drum when it is loaded. Absence of cooling water
will cause brake drum heating and even charring of the rope under extreme conditions.
Amount of cooling water must be controlled to avoid excessive spillage and splashing.

6
6. The motor is provided with DOL starter to trip under overload, low voltage and uneven
phase supply. If the motor trips, check for voltage conditions. Also, do not run the
supply pump at fully open valve conditions as this is an overload condition for the pump.

GRAPHS TO BE PLOTTED
Operating Characteristics: η verses Unit Power
Main Characteristics: η verses Unit speed (N1); Unit Power verses Unit speed (N1)

7
 EXPERIMENT NO. 3
AIM: TO CONDUCT A TEST ON A SINGLE STAGE CENTRIFUGAL
PUMP AT VARIOUS SPEEDS TO OBTAIN THE PUMP
CHARACTERISTICS.

DIAGRAM

Energy meter
Motor
P
V

Collecting Scale
Centrifugal tank
Pump

Sump

CENTRIFUGAL PUMP TEST RIG

EQUIPMENT USED

A Centrifugal Pump consists of an impeller rotating inside a casing. The impeller has
a number of curved vanes. Due to the centrifugal force developed by the rotation of the
impeller, water entering at the center flows outwards to the periphery. Here it is collected in
a gradually increasing passage in the casing known as a volute chamber. This chamber
converts a part of the velocity head (kinetic energy) of the water into pressure head (potential
energy). For higher heads, multistage centrifugal pumps having two or more impellers in
series will have to be used.

8
 The test pump is a single stage centrifugal pump coupled to a 1 HP capacity single
phase AC motor by means of a cone pulley belt drive system.
An energymeter and a stop watch are provided to measure the input to the motor and a
collecting tank to measure the actual discharge. A pressure gauge and a vaccuum gauge are
fitted in the delivery and suction pipe lines to measure the pressure.

EXPERIMENTAL PROCEDURE

1. Loosen the V-belt by rotating the handwheel of the motor bed and position the V-belt in
the required groove of the pulley.
2. Prime the pump with water if required.
3. Close the delivery gate valve completely.
4. Start the motor and adjust the gate valve to required pressure and delivery.
5. Note the following readings
(a) The Pressure gauge reading, P kg/cm2
(b) The vaccuum gauge reading, V mm of Hg
(c) Time for 10 revolutions of energymeter disc, T secs
(d) Time for 10 cm rise in the collecting tank , t secs
(e) Pump speed in RPM
Take 3 or 4 sets of readings by varying the head from a maximum at shut off to a
minimum where gate valve is fully open. The experiment is repeated for other pump speeds.

OBSERVATIONS
(a)The Pressure gauge reading, P (kg/cm)
(b) The vacuum gauge reading, V (mm of Hg)
(c) Time for 10 revolutions of energymeter disc, T(s)
(d) Time for 10 cm rise in the collecting tank, t (s)
(e) Pump speed, N (RPM)

CALCULATIONS

1. Discharge:
Area of tank, A = 0.5x 0.5 m2
Rise of level, = h m
Volume collected = A h m3
Time taken for a 10 cm rise = t (s)

9
 Discharge, Q = Volume/Time
2. Head:
Total Head, H =10 [P + V/760] m of water

3. Output of the pump:

Output = 9.81 Q H (kW)

4. Input of the Motor:

Energymeter constant, n = 1200 revs per kWh.
Time for 10 revolution = T (s)
Assuming motor and transmission efficiencies as 80% and 90% respectively.
Pump input 3600 ×10 × 0.8 × 0.9
=
1200 × T
21.6
= kW
T

5. Pump efficiency = Pump output/Pump input

PRECAUTIONS

1 Always keep the delivery valve closed before starting the pump.
2 Take care that the does not run dry.
3. Important: Since the centrifugal pump is not self priming, the pump must be filled with
water (priming) before starting. For this reason, water should not be allowed to drain and a
foot valve is provided.

GRAPHS TO BE PLOTTED
• H verses Q
• η verses Q
• η verses H

10
 EXPERIMENT NO. 4
AIM: TO VERIFY FAN LAWS USING CENTRIFUGAL PUMP.
Theory:
For any turbo-machinery, the variables of Discharge, Head and Power are related to the speed
through various relations as given below and these relations are called fan laws.

First Fan Law:

For a given machine, the discharge is directly proportional to speed of the machine
(pump/turbine/compressor etc.)
QαN
This law can be theoretically verified from dimensionless number of Discharge coefficient
which is given as below.
Q
CQ =
ND 3
As CQ and D are constants for a given machine, so discharge (Q) is directly proportional to
speed (N).

Second Fan Law:

For a given machine, the head is directly proportional to the square of the speed of the
machine (pump/turbine/compressor etc.)
H α N2
This law can be theoretically verified from dimensionless number of Head coefficient which
is given as below.
gH
CH = 2 2
N D
As CH, D and g are constants for a given machine, so head (H) is directly proportional to
speed squared (N2).
Third Fan Law:
For a given machine, the power is directly proportional to the cube of the speed of the
machine (pump/turbine/compressor etc.)
P α N3
This law can be theoretically verified from dimensionless number of Power coefficient which
is given as below.
P P P
CP = = =
ρ gHND 3
ρ g ( N D ) ND
2 2 3
ρ gN 3 D5
As CP, D, ρ and g are constants for a given machine, so power (P) is directly proportional to
cube of speed (N3).

Verifications:
For first Fan law
Verify that the ratio (Q/N) will be almost constant. Also draw a graph between Q and N and
verify that it is almost a straight line.

11
For Second Fan Law
Verify that the ratio (H/N2) will be almost constant. Also draw a graph between H and N2
and verify that it is almost a straight line.

For Third Fan Law

Verification:
Verify that the ratio (P/N3) will be almost constant. Also draw a graph between P and N3 and
verify that it is almost a straight line.

12
 EXPERIMENT NO. 5

AIM : TO STUDY THE CHARACTERISTICS OF A RECIPROCATING

PUMP AT VARIOUS HEAD AND DISCHARGE TO OBTAIN
THE PUMP CHARACTERISTICS.

DIAGRAM

Energy meter
Motor
P
V

Collecting Scale
Reciprocating tank
Pump

Sump

RECIPROCATING PUMP TEST RIG

EQUIPMENT USED

The Reciprocating pump is a positive displacement type pump and consists of a

piston or a plunger working inside a cylinder. The cylinder has two valves, one allowing
water into the cylinder from the suction pipe and the other discharging water from the
cylinder into the delivery pipe.
Specification of the pump:

Type: Double acting single cylinder

(a) Piston Stroke L = 44.5 mm
(b) Piston Diameter d = 38 mm
(c) Suction pipe diameter = 25 mm
(d) Delivery pipe diameter = 18 mm

13
 An energymeter and a stopwatch are provided to measure the input to the motor and a
collecting tank to measure the actual discharge. The pump is driven by the Motor. A set of
pressure gauge and vacuum gauges are provided along with the required pipe lines.

EXPERIMENTAL PROCEDURE
1. Select the required speed.
2. Open the gate valve in the delivery pipe fully.
3. Start the motor.
4. Throttle the gate valve to get the required head – delivery pressure.
5. Note the following readings
(a) The Pressure gauge reading, P kg/cm2
(b) The vacuum gauge reading, V mm of Hg
(c) Time for 10 revolutions of energymeter disc, T (s)
(d) Time for 10 cm rise in the collecting tank, t (s)
6. Take atleast 3 - 4 sets of readings by varying the head.
CALCULATIONS

1. Discharge:
Area of tank, A = 0.16 m2
Rise of level, R = 0.1 m
Volume collected, AR = 0.016 m3
Time taken = t secs
Discharge, Q = Volume/Time
= 0.016/t m3/sec
2. Head:
Total Head, H = 10(P + V/760) m of water

3. Output of the pump:

Pump output = (9.81 QH) kW

4. Input of the Pump:

Energymeter constant, N = 750 revs/kW Hr
Time for 10 revolution = T secs.
Assuming the efficiency of motor as 80%

14
 0.8 × 3600 × 10
Pump input =
750 × T
38.4
= kW
T
5. Efficiency of the Pump:

Pump efficiency = Pump output/Pump input

PRECAUTION: Never close the gate valve completely.

GRAPHS TO BE PLOTTED
• H verses Q
• η verses Q
• η verses H

15
 EXPERIMENT NO. 6

AIM: TO STUDY THE PERFORMANCE OF A HYDRAULIC RAM.

DIAGRAM

Pressure Gauge

Supply tank

0.6m Flow regulating valve

Useful water at
high head
Air vessel
Waste water
valve Scale

2.0m 0.8m

Sump

HYDRAULIC RAM TEST RIG

EQUIPMENT USED

Hydraulic Ram is a simple device working on the water hammer principle, which
enables the dynamic pressure of a large quantity of water flowing under a low head to lift a
small portion of water to a higher head. It consists of a supply pipe connected at its upper end
to the reservoir and at its lower end to the ram inlet. At the ram outlet, the waste water flows
out in the large opening and a small quantity of water at high pressure flows through the
smaller delivery valve.

16
EXPERIMENTAL PROCEDURE

The ram will require some back pressure to begin working – Priming process.
1. Admit water into supply tank.
2. Initially the ram will have to be manually started several times to remove all the air.
Open the valve in the long inlet pipe to ram after water has reached a certain level in
the supply tank.
3. Open the ram outlet valve slightly to allow water and any air in the system to flow
out.
4. When the water from the supply tank flows out through the waste water valve, the
swing check inside this valve shuts. Manually push it open again – use a rod to push
this as the swing check is inside the valve. This process of pushing the swing check
may have to be repeated several times until all the air is purged from the system and
pressure builds up in the ram.
5. Adjust the ram outlet valve to obtain the required water outlet pressure - delivery
pressure gauge reads about 1kg/sq.cm – about 10m of water.
6. Keep the supply head constant by controlling suitably the inflow into the supply
reservoir - say 50-70 cm in the tank gauge glass scale.
7. Measure the total discharge in passing through ram by closing the inlet valve to the
supply tank and the time taken for the water level in the tank to fall a few cms (5cms
or 10cms). Wastewater WW can be calculated by subtracting the useful water from this
total discharge.
8. Note the useful water pumped per minute from the collecting tank at the high
pressure. This discharge is useful water WU.

CALCULATIONS
Supply tank cross-section = 0.5 m × 0.5 m
Supply head = (2.6-0.8) =1.8 m of water
Delivery tank cross-section = 0.3 m × 0.3 m
Delivery head = 10P m of water
Supply side water consumption rate,
0.5 × 0.5 × water level fall in supply tank (in m) m3
WS =
time for water level fall s

Useful water rate,

0.3 × 0.3 × water rise in collecting tank (in m) m3
WU =
time for water rise s

17
Supply head (in meters of water), HS = height of water surface in the supply tank above
waste water valve
Delivery head (in meters of water), Hd = pressure gauge reading (in meters of water).
There are two different definitions of efficiency used for a hydraulic ram

WU H d
(a) D 'Abuissons' Efficiency =
WS H S

WU (H d − HS )
(b) Rankine Efficiency =
PRECAUTIONS WS H S
1. During the start up operation i.e. while opening the waste valve, only adequate force
must be applied to to push the valve open.
2. The water level in the supply tank should be maintained in a small range to get
accurate results.
3. The flow regulating valve should be opened slowly and the readings must be taken
when the pressure gauge on the air vessel shows a steady state reading.
GRAPHS TO BE PLOTTED
• ηRankine verses Hd/Hs
• ηRankine verses WU
• ηD’ Aubisson verses Hd/Hs

18
 EXPERIMENT NO. 7
AIM: TO STUDY THE CHARACTERISTICS OF A GEAR PUMP AT
CONSTANT SPEED.

DIAGRAM

Motor

Energy meter P
V

Gear Collecting Scale

Pump tank

Sump

GEAR PUMP TEST RIG

EQUIPMENT USED

The gear pump is a positive displacement type of pump and consists of a pair of
helical of spur gears meshed with each other and housed closely in a casing. One gear is
fitted with an external shaft that is coupled to an AC motor (1440 RPM). In the oval shaped
pump casing, the two involute curved double helical gear wheels are mounted on shafts.
These gears lock during rotation in the suction chamber and as they rotate, the liquid between
the pump casing and the space between the teeth is transferred to the delivery chamber.

The test pump is coupled to a 1 HP AC motor (220 Volts, single phase). A suitable
switch is provided. The pump sucks oil from a reservoir and delivers to a collecting tank,
that is provided with an overflow arrangement. The collected oil is transferred back to the

19
reservoir through a ball valve. Suitable pressure and vacuum gauges are fitted in the pipe
lines, to measure suction and delivery head. A modified gate valve is fitted in the delivery
side that prevents complete shut off. An energymter with a stop watch is provided to
measure the input power.

EXPERIMENTAL PROCDURE

1. Fill the supply tank with oil to the required height, say, three fourth of the tank.
2. Open the gate valve in the delivery pipe fully.
3. Start the motor. Oil flows in.
4. Throttle the gate valve to get the required head.
5. Note the following readings
(a) Pressure gauge and vaccuum gauge readings
(b) Time for 10 revolutions of energymeter disc, T secs
(c) Time for 10cm rise in collecting tank, t secs
Take 4 to 5 sets of readings by varying the delivery pressure.

CALCULATIONS

I. Discharge:
Time for 10cm. rise
Area of collecting tank ,
Rise in oil level,
Discharge ,
= t (s)
A = 0.3 x 0.3 m2
h = 0.1m
Q = Ah/t m3/s.
= 0.09/ t

II. Total delivery head:

Pressure = P kg/cm2
Vaccuum = V mm of Hg
 V 
 P+  × 10
 760 
Total Head, H = m of oil
SGoil

Specific Gravity, SG = 0.83 (for high speed diesel)

III. Output of the pump:

Output = 9.81(SG)QH (kW)

20
IV. Input to the pump:
Energymeter constant = 900 revolutions/kWh.
Time for 10 revolutions = T (s)
Input to the pump 3600 × 10 × 0.8
= kW
900T
=32/T kW
Where, 0.8 is the motor efficiency

V. Efficiency:
Pump efficiency = (Output/Input) x 100%

PRECAUTION
1. While the pump is running, the delivery valve should not be closed completely for
prolonged periods

GRAPHS TO BE PLOTTED
• H verses Q
• η verses Q
• η verses H

21
 EXPERIMENT NO. 8

AIM: TO CONDUCT A PERFORMANCE TEST ON A TWO-STAGE AIR

COMPRESSOR AND DETERMINE ITS VOLUMETRIC EFFICIENCY AND
ISOTHERMAL EFFICIENCY.

DIAGRAM

Energy meter

Motor

Manometer

Air
Compressor

Air Box
Pressure
regulating
valve
High Pressure Storage Vessel

AIR COMPRESSOR TEST RIG

EQUIPMENT USED

The air compressor used is a two stage, reciprocating type air compressor. The air is sucked
from atmosphere and compressed in the first cylinder. The compressed air then passes
through an inter cooler into the second stage cylinder, where it is further compressed. The
compressed air then goes to a reservoir through a safety valve. This valve operates an
electrical switch that shuts off the motor when the pressure exceeds the set limit.
The test unit consists of an air chamber containing an orifice plate and a U-tube
manometer, the compressor and an induction motor.

22
Compressor Specification:
Dia of low pressure piston = 80 mm
Dia of High Pressure Piston = 50 mm
Stroke = 90 mm

EXPERIMENTAL PROCEDURE

1. Close the outlet valve.

2. Fill up the manometer with water upto the half level.
3. Start the compressor and observe the pressure developing slowly.
4. At the particular test pressure, the outlet valve is opened slowly and adjusted so that the
pressure in the tank is maintained constant.
5. Observe the following readings:
i. Time taken for 10 revolutions of energymeter disc
ii. Speed of the Compressor, N (R.P.M.)
iii. Manometer readings h1 and h2 (cm of water).
vi. Pressure gauge reading, P (kg./cm2).

CALCULATIONS

Volumetric Efficiency
Water head causing flow, h = (h1 - h2) cm of water
hρ w
Air head causing flow, H = m of air
100ρ a

Where ρw = Density of water = 1000 kg/m3

ρa = Density of air = 1.162 kg/m3 (at 30 oC)

Actual volume of air compressed, Va = C d A 2gH m 3 /sec

Where, Cd = Coefficient of discharge of orifice = 0.62

A = Orifice area = 0.000314 m2 ( dia - 20mm)
g = 9.81 m/s2

⇒ Va = 0.0008623 H m 3 /s

23
 π D2LN
Theoretical volume of air, Vt = m3/s
4×60

Where, D = Diameter of Piston = 0.08

L = Stroke length = 0.09m
N= RPM of the compressor.

Volumetric efficiency = (Va/Vt)x100%

Isothermal Efficiency

Energymeter constant, n = 200 revolutions/kWh

Time for 10 Rev = T (s)
Assuming the efficiency of motor and Belt transmission as 80% and 95%
(3600 × 10 × 0.8 × 0.95)
Actual Compressor Input, compressor input =
( 200 t)
136.8
= kW
t
Isothermal or ideal input=Patm Va ln(C) [Pressure in kPa]
where, Compression Ratio (C) =(Pg +Patm )/Patm
Pa tm Va ln(C)
Isothermal Efficiency, ηiso =
(136.8/t)

PRECAUTIONS

1. Check oil level in the compressor crank case.

2. The orifice should never be closed, lest the manometer liquid (water) will be sucked into
the tank.
3. At the end of the experiment the outlet valve at the air reservoir should be opened as the
compressor is to be started again at low pressure to prevent undue strain on the piston.
GRAPHS TO BE PLOTTED
• ηVol verses PDelivery
• ηIso verses PDelivery

24
 EXPERIMENT NO. 9

AIM: TO CONDUCT PERFORMANCE TEST ON A GREAVES SCFS

PETROL ENGINE RUNNING AT FULL THROTTLE.

DIAGRAM

Orifice
meter

Air box Fins for air cooling Magnetic

Air proximity
Inlet speed sensor
Hydraulic
Engine
dynamometer
Fuel
measuring Fuel
unit Inlet

Cooling
Water

Exhaust

Calorimeter

25
EQUIPMENT USED
1. Engine

The engine is Single Cylinder Four Stroke Petrol Engine

Model – MK 12/2 Make – Greaves Cooling – Air-cooled
Power – 3 HP Bore – 0.055 m Stroke - 0.050 m
Calorific value of fuel used (Cv) = 42000 kJ/kg o C
Specific gravity of fuel = 0.85 kg/l
2. Instrumentation for measuring various inputs/outputs

All instrumentation is incorporated on a control panel. The various factors to be

measured as follows,
(a) Fuel measurement
This is done by using pipette and a stopwatch. The pipette is made up of
toughened glass. It is used to measure fuel consumption. The amount of fuel
consumption is determined by measuring the time required for the consumption of
Petrol volume in the pipette at each stage of the loading. When valve is open fuel
supply is fed to engine from fuel tank, when valve is closed fuel supply is fed to
engine from pipette.
(b) Air Flow measurement
Air flow is measured using an air box, orifice and manometer arrangement.
The inlet of the air suction box consists of orifice housed in the orifice flanges.
Pressure difference across the orifice is read on the manometer. The outlet of
the air suction box goes to the engine through a flexible hose for air suction.
(d) Speed Measurement
The speed of the Engine is measured by a tachometer and it is displayed on the
Control Panel. The speed displayed is in RPM (Revolutions per
Minute).Alternately, speed can be measured by a non contact tachometer
provided.

26
3. The hydraulic dynamometer
A hydraulic dynamometer consists of a rotating disc in a casing filled with water.
The power output from the engine is absorbed by water vortices generated in the
pockets between rotor and stator vanes as shown in the diagram. The resulting
drag applies a moment to the dynamometer housing which is measured by a
spring balance mounted at a fixed distance from the centerline of the
dynamometer. Absorbed power varies with rotational speed and with the mass of
water contained in the rotor chamber. With a fully filled rotor chamber, power
varies with the cube of speed. Power is modulated with the water inlet control
valve. A continuous flow of water through the dynamometer is required to provide
resistance to rotation and to remove the heat generated by the power absorption
process. Depending solely on absorbed power and allowable temperature rise,
typical water flow requirements is around 20 l/hr kW.

PROCEDURE

1. Ensure that sufficient fuel is present in the fuel tank.

2. Take fuel cock in Start position
3. Ensure that sufficient water flow is ready to be circulated to the dynamometer.
4. Ensure that the engine is not loaded.
5. Wrap the knotted end of the rope around the starting pulley in the clock-wise direction
and hold the knob portion of the rope. Pull slowly till the compression and give a brisk
pull to start the engine.
6. If required, give Choke. If choke is On, put it Off after the engine starts.
7 Let the engine stabilize.
8 Take the readings as per observation table under no load conditions.
9 With the help of load scale, adjusting the water supply to the dynamometer and rotating
the loading wheel of the dynamometer, gradually load the engine in steps.
10 Let the engine stabilize for each load value.
11 Take the readings as per observation table.
12 Repeat steps 9, 10 & 11 for different load.

27
13 Gradually unload the engine by gradually reducing the wtare supply to the dynamometer.
Do not take the readings while unloading.
14 To stop the engine take the fuel cock in Stop position.
15 Obtain the important curves describing the characteristics of the engine.

OBSERVATIONS AND CALCULATIONS:

Brake Power
If the Engine speed is N rpm and W is the load in kg
For given hydraulic dynamometer
0.736WN
Brake Power, BP = kW
2000
Total Fuel Consumption
If ‘t’ is time for the consumption of entire fuel in pipette (sec) and the pipette volume is 15
ml

Brake Specific Fuel consumption

TFC
BSFC = kg/s/kW
BP

Total Heat I/P rate

= TFC × CV = 42000 × TFC (kW)

28
 Brake Thermal Efficiency

BP
ηBrake Thermal = × 100 %
C v × TFC

Volumetric Efficiency

Actual Volume of air (measured by air box& orifice), Qact = Cd A 2 gh

(
= 0.0002895 h m3 / s )
where
Diameter of orifice, d = 11.78mm = 0.01178 m
Area of the cross-section of the orifice = A= 0.000109m2
Coefficient of discharge of orifice , Cd= 0.60

 H -H 1000 
Height of equivalent air column, h =  1 2 × 
 1000 1.178 
Theoretical consumption of air
π D 2 LN 3.14 × (0.055) 2 × (0.05) × N
QTh = = = 0.000000989 N (m3 / s )
2 × 4 × 60 2 × 4 × 60

QAct
ηVolumetric = ×100 %
QTh

RESULTS AND CONCLUSIONS

Plot the following graphs
1. Specific Fuel Consumption Vs Engine Speed
2. Brake thermal efficiency. Vs Engine Speed
3. Volumetric efficiency Vs Engine Speed

PRECAUTIONS:
• Avoid shutting off the engine under loaded condition.
• Never wrap the rope around your hand while starting the engine.
• Take away the rope from pulley once the engine starts.
• Never stop the engine by pulling the spark plug cap.

29
 EXPERIMENT NO. 10
AIM: TO CONDUCT THE PERFORMANCE TEST ON A SINGLE
CYLINDER FOUR STROKE DIESEL ENGINE RUNNING AT
CONSTANT SPEED AND TO MAKE ITS HEAT BALANCE
SHEET.

DIAGRAM

Cooling
Water

Orifice
meter

Air box Magnetic

T5 T6
Air proximity
Inlet speed sensor
Band brake
dynamometer
Engine
Fuel
measuring Fuel
unit Inlet

Cooling
Water

T3 T4

T1 T2
Exhaust

Calorimeter

EQUIPMENT USED
1. Engine

Type: Single Cylinder Four Stroke Diesel engine.

RPM: 1500 Power: 5 kW Fuel: Diesel
Lubricant Oil: SAE40 Bore: 80mm Stroke: 110 mm

30
2. Band Brake Dynamometer
A Band Brake Dynamometer is provided to load the engine with different torque
values.
3. Instrumentation for measuring various inputs/outputs

The various factors to be measured as follows:

(a) Fuel measurement
This is done by using pipette. This instrument is placed on a panel. The fuel
tank is mounted on a panel. Fuel is supplied to the engine using a fuel line. Observe
the time required for 15ml amount of fuel consumption with the help of stopwatch. A
valve is used to fill the pipette and to allow the fuel to flow to the engine.
(b) Exhaust gas heat loss measurement
Exhaust gases from the engine passes through the flexible hose to the
calorimeter. The calorimeter is mounted on a stand and supports. Exhaust gas enters
into the calorimeter through the calorimeter exhaust gas inlet. Heat is exchanged by
circulating water through a copper pipe in the calorimeter. Sensors mounted at various
positions measure the temperatures at that point.
(c) Temperature measurement
The temperature at of different points is measured and displayed on
temperature indicator on control panel. The points are,
T1 = Temperature of exhaust gas inlet to Calorimeter in 0C
T2 = Temperature of exhaust gas outlet from Calorimeter in 0C
T3 = Temperature of water inlet to Calorimeter in 0C
T4 = Temperature of water outlet from Calorimeter in 0C
T5 = Temperature of water inlet to Engine in 0C
T6 = Temperature of water outlet from Engine in 0C

(d) Speed Measurement

The speed of the Engine is measured by magnetic proximity based
tachometer and it is displayed on the Control Panel. The speed displayed is in RPM
(Revolutions per Minute).

31
 (e) Load Measurement
Spring balance is used to measure the load on the dynamometer.
(f) Air Flow measurement
Airflow is measured using an air box, orifice and manometer arrangement.
The inlet of the air suction box consists of orifice housed in the orifice flanges.
Pressure difference across the orifice is read on the manometer. The outlet of the air
suction box goes to the engine through a flexible hose for air suction.

THEORY

The energy balance of an internal combustion engine:

The distribution of energy in an internal combustion engine is best considered in
terms of the steady flow energy equation, combined with the concept of the control volume.
For considering total energy balance, energy entering & going out of the system has to be
taken into account in:
• fuel, with its associated heat of combustion
• air, consumed by the engine
• power developed by the engine
• exhaust gas
• heat to cooling water or air
• convection and radiation losses to the surroundings

The steady flow energy equation gives the relationship between these quantities, and is
usually expressed in kilowatts:

H1 = Ps + (H2 - H3) + Q1 + Q2

Where
H1 = combustion energy of fuel
Ps = power output of engine

32
 H2 = enthalpy of exhaust gas
H3 = enthalpy of inlet air
Q1 = heat to cooling water
Q2 = convection and radiation

PROCEDURE

Before actually starting the engine, make following settings.

1. Switch ON the ‘Mains’ power supply to the control panel.

2. Fill diesel in the fuel tank. Put ON the valve V1 mounted on the fuel consumption-
measuring unit, to fill the fuel in the pipette.
3. Start the water supply for engine cooling and calorimeter cooling. Ensure that the water
flow rate and pressure of the water supply is as required.

4. Start the engine by cranking the shaft using the handle provided. Use decompressor lever
of the engine to crank the engine. Make sure that the engine is under no load condition.
Please follow the following procedure to start the engine.
a. Lift the decompressor lever. Use the handle provided along with Engine to
crank the engine.

b. Rotate the Engine shaft with the handle and turn the flywheel fast. When the
flywheel attains a good speed, push the decompressor lever down. The engine
will fire. Remove the handle immediately.

5. Give the water supply to the brake drum to avoid excessive heating of the band of the
loading arrangement.
6. Load the engine with the help of hand-wheel provided on the loading arrangement. Load
the engine gradually by rotating the hand-wheel clockwise. Load value is indicated on the
load indicator on the load scale.

33
7. Do not load/unload the engine to its maximum capacity suddenly. Increase the load
gradually.
8. Let the engine stabilize.
9. Take the readings as per observation table.
10. Gradually increase the load and let the engine stablise again

11. Repeat steps 8, 9 & 10 for different load.

12. Unload the engine gradually by rotating the hand-wheel anticlockwise till the load scale
show the zero reading before stopping the engine.
13. Do not take the readings while unloading.
14. After completely unloading the engine press the stop lever provided on the fuel pump and
hold it in that position till the engine comes to stands till off.

OBSERVATIONS AND CALCULATIONS

Brake Power

2π NR( S1 − S 2 )
BP = = 0.000157WN (kW )
60000

Where, N is the engine speed in RPM, W is the load in kg and is equal to

difference between spring balance readings, S1 and S2.

Total Fuel Consumption

If (t) is time for the consumption of entire fuel in pipette (sec) and the pipette
volume is 15 ml

pipette volume × ρ fuel

TFC =
t × 1000
15 × 0.831 0.012465
TFC = = kg / s
t × 1000 t

34
 Brake Specific Fuel Consumption, bsfc
BSFC = TFC/BP (kg/s/kW)

Friction Power
The value can be obtained by extrapolation of TFC Vs BP graph (Willan’s Line). The
intercept on BP axis gives the amount of power spent against friction in kW.

Indicated Power
Indicated Power, Id P =BP +FP (kW)

Total Heat Input

Total Heat Input, Hin = TFC × C V = 44000 × TFC kW

Heat carried away by engine cooling water

Heat Carried Away by Engine cooling water = H w (kJ/sec)

H w (kJ/sec) = m W2C p (T6 - T5 )

Where, mw2= Cooling water flow rate of Engine (kg/sec)
Air Intake

(
Actual volume of air (measured by air box& orifice), Qact = Cd A 2 gh m3 / s )
Where (
=0.0010097 h m3 / s )
Diameter of orifice, d = 0.022 m

 1000 
Air head, h =  H water ×
 1.178 
H -H
and H water = 2 1
100
where H1 and H 2 are manometer readings in cm

35
Coefficient of discharge of orifice, Cd= 0.60

Heat Carried Away By Exhaust Gas

If cooling water flow rate through calorimeter = mw1 (kg/sec)

Heat carried away by the exhaust gases, Hexh

T - Tambiant
= 4.18 mw1 (T4 - T3 ) 1 (kJ/sec)
T1 - T2

Alternately

Heat carried away by the exhaust gases, Hexh

= Qact ρ air C p (T1 - Tambient ) (kJ/s)

Unaccounted Heat Loss

Unaccounted Heat Loss = ( Heat input ) - (Heat Converted to BP

+ Heat Carried by Exhaust +
Heat Carried by Engine Cooling Water)

%Unaccounted Heat Loss,

H unacc
% H unacc = x100%
H in

PRECAUTIONS
1. Check the cooling system of the engine. Do not run engine when there is no or improper
water supply for engine cooling.

36
2. Do not run engine without sufficient lubrication oil. Oil sump must have sufficient oil up
to the level. Fill up if necessary up to the level marked on the oil level indicator. Use
SAE30/SAE40 oil for engine.
3. Do not let engine speed exceed 1600 rpm under any condition. Normal operation should
be 1500 rpm. Do not let the exhaust temperature exceed 5000C.
4. While starting the engine, hold the lever until the engine starts and pull out
immediately after the engine has started. Otherwise, the engine may start in the
reverse direction and may lead to serious accidents.
5. Washing the engine with water is not advisable.
6. If you are not using the engine for long time, drain the fuel tank and all fuel pipes. Drain
water from the water tank.
7. Ensure that the engine is not loaded when starting.
8. After starting the engine gradually increase the load.
9. DO NOT USE DECOMPRESSOR LEVER TO STOP ENGINE.
DECOMPRESSOR LEVER IS USED ONLY TO START THE ENGINE AND
NOT TO STOP THE ENGINE.

GRAPHS TO BE PLOTTED
• ηBrake Th verses BP
• TFC verses BP
• BSFC verses BP
• Heat balance graph

37
 EXPERIMENT NO. 11
AIM: PC BASED PERFORMANCE ANALYSIS OF MARUTI ALTO 3
CYLINDER, 4 STROKE PETROL ENGINE.
DIAGRAM

Cooling
Water

Flow
meter
T5 T6 Magnetic
Air proximity
Tambient Inlet speed sensor
Anemometer Eddy Current
Dynamometer
Fuel Engine
measuring MPFI
unit unit Fuel
Inlet

Cooling
Water
Flow
meter
T3 T4

T1 T2
Exhaust

Calorimeter

EQUIPMENT USED

Engine
• Maximum Output :- 47 PS @ 6200 rpm
• Maximum Torque :- 62 Nm @ 3000 rpm
• Engine Capacity :- 796CC

38
Useful data:
Parameter Value
Cylinder diameter (D) 0.074 m
Cylinder Stroke (L) 0.0755 m
Specific heat of water (Cp) 4.187 kJ/kg o C
Specific gravity of fuel 0.85 kg/L
Calorific value of fuel used (Cv) 42000 kJ/kg o C
Density of air (ρ) 1.17 kg/m3

Dynamometer
Water Cooled Eddy Current Dynamometer which make use of the principle of
electro-magnetic induction to develop torque and dissipate power has been installed
for loading the engine. A toothed rotor of high-permeability steel rotates with a fine
clearance between water-cooled steel loss plates. A magnetic field parallel to the
machine axis is generated by two annular coils and motion of the rotor gives rise to
changes in the distribution of magnetic flux in the loss plates.

This in turn gives rise to circulating eddy currents and the dissipation of power
in the form of electrical resistive losses. Energy is transferred in the form of heat to
cooling water circulating through passages in the loss plates, while some cooling is
achieved by the radial flow of air in the gaps between rotor and plates.

Power is controlled by varying the current supplied to the annular exciting

coils, and very rapid load changes are possible.

39
Instrumentation for measuring various inputs/outputs

All the instrumentation incorporated is PC based as well as with local

indicators. The various factors to be measured as follows:

(a) Fuel measurement

This is done by using gravimetric sensor. This instrument is placed on
a separate stand. The fuel tank is mounted inside the fuel sensor box. A
special design ensures almost nil transmission of vibration to the fuel sensor.
The amount of fuel consumed is determined by software/hardware by
deducting the final reading of fuel weight from initial reading of fuel weight
and dividing it by a fixed time interval.

(b) Air Flow measurement

Airflow is measured using a vane type anemometer placed inline of
suction air.

(c) Exhaust gas heat loss measurement

Exhaust gases from the engine passes through the flexible hose to the
calorimeter. The calorimeter is mounted on a stand and supports. Exhaust gas
enters into the calorimeter through the calorimeter exhaust gas inlet. Heat is
exchanged by circulating water through a copper pipe in the calorimeter.
Sensors mounted at various position measures the temperatures at that point.

(d) Temperature measurement

The temperature at different points is measured using Platinum RTDs
and displayed on PC. The points are
i. Calorimeter exhaust gas inlet temperature
ii. Calorimeter exhaust gas outlet temperature

40
 iii. Calorimeter water inlet temperature
iv. Calorimeter water outlet temperature
v. Engine cooling water inlet temperature
vi. Engine cooling water outlet temperature
vii. Ambient temperature
(e) Speed Measurement
The speed of an Engine measured by a Proximity magnetic sensor
and is directly displayed on PC.

(f) Load Measurement

Load cell is mounted on the dynamometer to measure the load on the
engine.

(g) Calorimeter Water Flow-rate Transmitter

A Wheel type flow rate measuring device measures the flow rate to
the calorimeter used measuring the heat carried by exhaust gases.

(h) Data Acquisition software

Data acquisition software is provided to collect the data from various
points of the apparatus directly.

THEORY
Fundamentals of Fuel Injection
‘MPFI’ stands for 'multi point (electronic) fuel injection'. This system injects fuel into
individual cylinders, based on commands from the ‘on board engine management system
computer’ – popularly known as the Engine Control Unit/ECU.
MPFI Systems can either be: a) ‘Sequential’ i.e direct injection into individual
cylinders against their suction strokes, or b) ‘Simultaneous’ i.e together
for all the four or whatever the number of cylinders, or c) ‘Group’ i.e into Cylinder-Pairs.
These techniques result not only in better ‘power balance’ amongst the cylinders but
also in higher output from each one of them, along with faster throttle response.

41
Of these variants of MPFI, 'Sequential' is the best from the above considerations of power
balance/output.
The ‘Fuel Injectors’ are precision built ‘Solenoid Valves’, something like Washing
Machine Water inlet Valves. These have either single or multiple ‘Orifices’ which ‘spray’
fuel into the Fuel inlet manifold of a Cylinder upon actuation, from a common Rail/Header
pressurised to around 3 bar, fed by a high pressure electrically drive fuel pump inside the
Petrol tank of the Car.

The ‘on-board’ ECU primarily controls the Ignition Timing and quantity of fuel to be
injected. The latter is achieved by means of controlling the ‘duration’ for which the Injector
solenoid valve coil is kept energized – popularly known as the ‘pulse-width’.

In general, an ECU in turn is controlled by the ‘data input’ from a set of ‘SENSORS’
located all over the Engine and its Auxiliaries. These detect the various ‘operating states’ of
the Engine and the performance desired out of it. Such Sensors constantly monitor :
1) Ambient Temperature, 2) Engine Coolant Temp, 3) Exhaust/manifold temp., 4) Exhaust
‘O2’ content, 5) Inlet manifold vacuum, 6) Throttle position, 7) Engine rpm, 8) Vehicle road
speed, 9) Crankshaft position, 10) Camshaft position, etc.

Based on a ‘programmed’ interpretation of all this input data, the ECU gives the
various ‘commands’ to the Engine’s fuel intake and spark ignition timing systems, to deliver
an overall satisfactory performance of the Engine from start to shut down, including
‘emission control’.

PROCEDURE:

1. Start the data acquisition software by running the DAS.EXE file from the shortcut
provided on desktop.
2. Ensure that the communication cables are connected to serial ports of the PC correctly.
3. Fill petrol in the fuel tank.

42
4. Switch on the supply to the control panel and switch on the dynamometer controller.
Warm up time is 15 min. If any of annunciations LED glows, as soon as the unit is
switched on, press reset button. Annunciation should become off.
5. Ensure that sufficient water flow rate is maintained for engine, dynamometer and the
pressure sensor cooling arrangement.
6. Ensure that the engine is not loaded.
7. Ensure that the accelerator is at minimum position that is the engine is at idling speed.
8. Open the valve of the fuel supply to fill in fuel of required quantity.
9. Take the Engine Starter switch to position ‘1’. Wait for 2 to 3 seconds. Take the switch to
Starter position momentarily. Once the engine starts, leave the switch, it comes back to
position ‘1’
10. Let the engine run for 1 minute under no load conditions.

11. Note the readings as per the Observation Table.

12. Open the throttle gradually to bring increase speed to around 3000rpm.
13. While increasing the load on the engine, its speed may reduce. Use throttle to adjust the
speed. Also increase the load gradually to 1 kgf and speed to 2500 rpm.
14. To acquire fuel consumption reading, wait for the reading of ‘Fuel Consumption’ (on PC)
to change once. Press LOG ONCE button. Now the data is stored.
The hardware/software measures the difference in the fuel weight every 60 seconds
approximately. The TFC reading is ‘0’ for the first 60 seconds. It is updated every 60
seconds approximately. Hence it is important to wait and ensure that correct TFC reading
is displayed on the screen before logging the data. Note that the Fuel consumption
displayed refreshed every 60 seconds approximately.

15. To obtain the next set of reading, gradually increase the load while keeping the throttle
opening constant.
16. Repeat the above two steps to log the readings for the engine at different speeds while
ensuring that the engine does not get overloaded and sound abnormal.
17. After complete the test, gradually unload the engine.

43
18. Simultaneously, if required, gradually close the throttle and take the speed to idling
speed.
19. Take the Engine Starter switch to position ‘0’. The engine stops.
20. Switch Off the water supply after about 2 minutes.
21. Empty the ‘Measuring Cylinder’ of fuel measurement arrangement.
22. Save the data acquisitioned before closing the program system.
23. To obtain the observations and calculations (Calculation table)Select "Analysis" on the
drop down menu. Go to "Calculations table" option and click on it.
24. To obtain the Heat balance (Heat balance table) Select "Analysis" on the drop down
menu. Go to "Heat balance table" option and click on it.
25. To obtain graphs, Select "Analysis" on the drop down menu. Go to "Graph" option and
click on it. Now an option window appears. Select the variable to be kept on X-asis first
and then the variable for Y-axis. Select the data of the experiment and refresh. The
selected graph appears on screen. If one of the values in the readings set is abnormal,
deselect that particular value when selecting data for obtaining a representative graph.
26. Take the graph and other required data for printing by print screen option and pasting it in
the paint software. Insert these printouts suitably in your report.

GRAPHS TO BE PLOTTED
• ηBrake Th verses N
• BSFC verses N
• Heat balance chart

PRECAUTIONS

1. In case of emergency, press Mushroom switch marked “Emergency OFF” to shut the
engine off.
2. Check the cooling system of the engine and the dynamometer. Do not run engine when
there is no water supply for engine and the dynamometer cooling. Ensure that pressure
sensor water-cooling is "ON" before opening the valve at the pressure tapping.

44
3. Do not run engine without lubrication oil in `Lubrication oil pump'. Oil sump must have
sufficient oil up to the level. Fill up if necessary up to the level marked on the oil level
indicator. Use 15W40 oil for engine.
4. Do not let engine speed exceed 4000 rpm under any condition. Do not let the exhaust
temperature exceed 5000C.
5. Do not start the engine while it is loaded.
6. Always start engine with throttle at idle position.
7. Avoid loading the engine to its maximum capacity suddenly.
8. Do not let the engine oil temperature shoot up high.
9. While engine is loaded, if the power supply to the dynamometer controller fails, the
engine speed will increase to a dangerous level. To avoid this situation, provision is made
so that the engine shuts down as soon as there is no power to the control panel.
10. Engine will not start when power to a control Panel is ‘Off’.
11. When not in use, ensure that ‘Measuring Cylinder’ of fuel measurement unit is empty.
Prolonged ‘dead weight’ on the ‘Measuring Cylinder’ can damage the sensor beyond
repair.
Important Points
(a). Engine will not start when power to control panel. is off
(b). ‘operate/reset’ switch should be in operate mode
(c). if the digital indicator shows RPM as ‘Zero’ or ‘Low Value’, take ‘operate/reset’ switch
to ‘operate mode’.
(d) If any fault occur, visual annunciation is given and the dynamometer is unloaded. In such
a situation, switch OFF the engine, remove the fault. Press RESET button provided on the
Dynamometer controller panel. If the fault is rectified, the LED will not glow. You are
now ready to use the test rig again.
(e) If at any stage engine RPM indicated on the digital indicator and that on PC differ
substantially, do the following one by one and see if it match.
(i)Put off ‘P-theta’ switch in ‘Reset’ mode for 5 sec. and then back to ‘Operate’.
(ii)Press ‘Reset’ button of Dynamometer controller
(iii)Switch off dynamometer controller using switch provided on it.

45
Some useful sample data and graphs from Data Acquisition System

46
47
48
 EXPERIMENT NO. 12

AIM :

(i) TO PLOT PRESSURE DISTRIBUTION ON THE PROFILE OF

A CYLINDER PLACED IN THE LAMINAR FLOW OF AIR.

(ii) TO PLOT PRESSURE DISTRIBUTION ON THE PROFILE OF

NACA 0018 AIRFOIL PLACED IN THE LAMINAR FLOW OF
AIR BY POSITIONING IT AT VARIOUS VALUES OF THE
ANGLE OF INCIDENCE .

DIAGRAMS

Profile of the Cylinder

Profile of the airfoil

49
EQUIPMENT USED

Open circuit wind tunnel can be used to study the pressure distribution and lift-drag
characteristics of airfoils, cylinder, etc. Reynolds number up to 2,500,000 per meter can be
achieved with this tunnel.

Description

The wind tunnel is of suction type with an axial flow fan driven by a variable speed
DC motor (see Figure 1). It consists of an entrance section with a bell mouth inlet containing
a flow straightener, screens, and a straw honeycomb. This section is followed by a 6.25:1
contraction section, the test section, a diffuser and the duct containing the axial flow fan. The
whole unit is supported on steel frames. The complete wind tunnel except the test section is
constructed of M.S. iron sheets for strength and rigidity. The test section is made of plywood
and has Plexiglas windows for visual observation of flow phenomena. The control of the
DC motor is by a rectifier controlled variable speed drive.

Specifications

1. The total length of the wind tunnel is about 5.0m. The axial flow fan and the duct is 0.6m
long. The maximum height is about 2.0m.
2. Test section of 30cm x 30cm cross section and 100cm length with thick Plexiglas
window.
3. Axial flow fan with aluminium cast airfoil shaped blades driven by a 5.0kW DC motor
mounted outside the duct. The drive is through a belt pulley drive.
4. The test section velocity is varied by changing the DC motor speed.

Accessories

1. NACA 0018 airfoil (Axial chord - 16cm, span - 29cm) with pressure taps to determine the
pressure distribution (see Figure 2 for pressure tap location).

2. Cylinder (Diameter - 8.9cm, span - 25.8cm) with pressure taps to determine the pressure
distribution (see Figure 2 for pressure tap location).

3. Prandtl type pitot - static tube with traverse mechanism to measure the flow velocity in
test section.

4. U-tube manometer for use with pitot tube.

50
5. Multi-limbed manometer for measuring the static pressure distribution in the airfoil and
cylinder.

OPERATING PROCEDURE

Before the fan motor is turned on, the multi-limb manometer has to be prepared. The
following sections describe the initial steps to be followed in preparing the instruments.

Preparing the multi-limbed manometer: Connect the manometer limbs to the various
static pressure taps of the airfoil (or the cylinder) and fill the manometer reservoir with water.

Changing the incidence of the airfoil: The incidence angle is changed by loosening the
bolts and manually positioning the airfoil at the required incidence angle.

Starting the wind tunnel axial flow fan

1. The rectifier control panel is connected to a 440 volts three phase power supply using
suitable rating wire (5kW capacity).
2. Connect the DC motor with the control panel through the 4 wires- A, AA (armature wires)
and Z, ZZ (field coil wires) properly.
3. Ensure that the speed control knob is at minimum and turn on the main power
switch.
4. Press the motor start button and then turn the speed control knob slowly and smoothly
while monitoring the reading of ammeter to keep it well below 5A.

5. Obtain the required test section velocity which can be observed from the U-tube
manometer connected to the Pitot tube. It is advisable to limit the test section “q” to
about 5cm of water column. This will correspond to about 60% in the control panel
rheostat.

6. Obtain the reading of different manometers giving the pressure distribution across the
profile of the model being tested for a particular wind velocity

CALCULATIONS

1. To determine velocity from Pitot-tube -

Let the difference in manometer water level = q cm of water
Velocity V = 2gq( ρ water /100ρair )

51
 i.e., V = 13.0 q m/sec

2. Static Pressure coefficient Cp -

Cp = (P-Pref)/q
Here, Pref = Patm for airfoil
= P0deg - q for cylinder

Note: In multi-limb manometer, due to the position of scales higher numbers denote lower
pressures. Hence, scale readings are read as negative values.

PRECAUTIONS

1. DO NOT SWITCH ON THE STATOR/ARMATURE COIL SWITCHES WITHOUT

VERIFYING THAT THE VARIAC IS BROUGHT TO ZERO.

2. ALSO, DO NOT SWITCH OFF THE STATOR/ARMATURE COIL SWITCHES

WITHOUT BRINGING THE VARIAC TO ZERO.

3. Increase the speed of the motor gradually ensuring that the ammeter reading is
restricted up to 5A.

4. Do not operate the DC motor at very low inlet supply voltage (less than 350-360
Volts).

5. Limit the test section velocity head corresponding to about 5cm of water column.
This will correspond to about 60% in the control panel rheostat.

52
 EXPERIMENT NO. 13

AIM: TO DRAW THE VALVE TIMING DIAGRAM FOR THE GIVEN

CUT-SECTION MODEL OF A DIESEL ENGINE.

EQUIPMENT USED

Cut section models of the single cylinder diesel engine

PROCEDURE FOR DRAWING THE VALVE TIMING DIAGRAM:

First, identify and mark the positions TDC and BDC of the cylinder. Now mark the
same positions on the flywheel by averaging method. The experiment should be done with
respect to this cylinder only. Rotate the flywheel in the anticlockwise direction and go
through the four strokes.

(a) Inlet valve : Find out the exact positions where the inlet valve opens and closes.The inlet
valve opens before TDC. This is to ensure that the valve will be fully open and the fresh
charge starts to flow into the cylinder as soon as possible after TDC.

As the piston moves out in the suction stroke, the fresh charge is drawn in through the
inlet valve. When the piston reaches the BDC and starts to move in the compression stroke,
the inertia of the entering fresh charge tends to cause it to continue to move into the cylinder.
To take advantage of this, the inlet valve is closed after BDC so that maximum air is taken in.
Otherwise sufficient charge may not enter the cylinder due to the high speed of the piston,
which may result in partial combustion. This decreases the power output.

(b) Exhaust valve: Find out the positions where the exhaust valve opens and closes. The
exhaust valve opens before BDC so that the high pressure burnt up gases are effectively

53
removed from the cylinder by their own expansion. But opening the exhaust valve earlier
reduces the pressure near the end of the power stroke and causes some loss of useful work on
this stroke.

The exhaust valve closes after TDC so that the incoming gases through the inlet valve
force the burnt gases at the top of the piston (clearance volume) to leave. This results in
increased volumetric efficiency.

TO LEARN MORE, FIND THE ANSWERS TO THE FOLLOWING QUESTIONS

1. What are the differences between 4-stroke and 2 - stroke engines and their relative merits
and demerits?
2. Compare S.I. engines with CI. Engines with reference to the following:
(a) Fuel used (b) Working cycle
(c) Method of ignition (d) Method of fuel supply
(e) Method of governing

54
 EXPERIMENT NO. 14

AIM: STUDY THE CONSTRUCTIONAL FEATURES OF IC ENGINES

WITH THE HELP OF CUT-SECTION MODEL MULTI-
CYLINDER PETROL ENGINE AND DIESEL ENGINE
EQUIPMENT USED:
Cut section models of the single cylinder diesel engine, Three cylinder petrol engine (Maruti
800).

CONSTRUCTIONAL FEATURE OF IC ENGINES

Internal Combustion (IC) engines are widely used as prime movers for Vehicular
propulsion and electricity generators. These are called as IC engines because the fuel is burnt
inside the engine cylinder. In IC engines, chemical energy is converted to mechanical energy.
There are two basic types of IC engines the reciprocating type, which is very widely used and
the rotary type, like the Wankel engine.
IC engines are also classified as four stroke and two stroke engines based on the
number of strokes required to complete a cycle. In a four stroke engine, the charge is taken in
during the suction stroke as the piston moves in the cylinder. Compression stroke takes place
when the charge is compressed by the piston to occupy the clearance volume. Now ignition
takes place and the high pressure gases exert a force on the piston resulting in power stroke.
The expelling of burnt up gases takes place during exhaust stroke. Valves are used to let in
and let out gases.
In a two stroke engine (a cycle is completed in two strokes) the work of the Inlet end
exhaust is done by a separate pump or blower when the piston is at the end of its stroke. The
other two strokes remain the same, No valves are necessary in this type of engines.
Internal combustion engines may also be classified based on the number of cylinders
as well as their alignment. The multi cylinder engines help in reducing the amplitude of
fluctuations in single cylinder engines. This way the vibrations are less severe and the
dynamometer of smaller moment of inertia may be sufficient. Multi cylinder IC engines can
be either horizontal, vertical, “V” shaped or inline engines, based on the orientation of
cylinders.

55
 IC engines can be classified as Petrol and Diesel engine depending on the fuel used.
Petrol engines are also called spark ignition since a spark introduced at the end of
compression stroke ignites the air-fuel mixture. Diesel engines are called Compression
ignition also as only air is taken in during intake stroke and compressed. Diesel is sprayed in
atomized form and the high temperature compressed air ignites the mixture. They may be air
cooled or water-coo1ed.
Loading devices like dynamometers are used to measure the engine power. The types
of dynamometers used are external friction type, D.C. generator type, magnetic and hydraulic
type.
Lubrication is done so that the moving parts move with ease and without metal-to-
metal contact. The main purpose of a lubricating system is to get oil to all the moving parts.
The basic types of lubrication systems available are force and splash type, ring and
centrifugal type, etc.

VARIOUS PARTS OF AN IC ENGINE

Following are the main components of an engine.

1. Cylinder Block and Head:

Cylinder Block forms the base of the engine. The cylinder head is made of a single
casting. Cylinder Head is bolted on the top of the cylinder block. It has passages for oil and
water circulation. It accommodates valves, spark plugs/ injectors (in the case of diesel
engines) and heater plug. A combustion chamber is also provided in some cylinder heads. In
the case of the overhead valve system, the cylinder head supports the rocker shaft assembly.

The lower surface of the cylinder head is machined to the specified accuracy and gasket is
used in between the cylinder head and cylinder block to avoid leakage.
Material: Cast iron, aluminium alloy.

2. Liners:

A liner is a thin, cast iron, circular shell which is centrifugally cast. It contains
chromium for hardness. It protects the cylinder block from rapid wear and damage due to

56
combustion. The life of the cylinder block is increased by using a liner, since the block does
not bear combustion pressure and temperature directly.

Materials: nitrided steel, nitrided cast iron, chromium-coated alloy steel.

ϯ͘sĂůǀĞƐ͗
Functions of a Valve are:

1. To open and close the inlet and exhaust passages of the cylinder.

2. To dissipate heat, through its seat to the cylinder head.

Materials :

Inlet valve: Nickel steel alloy, stellite facing.

Exhaust valve: Silico-chrome alloy steel, sodium filled valves.

4. Valve Operating Mechanisms:

Two types of valve operating mechanism are used in engines. They are as follows.
• Side valve mechanism
• Overhead valve mechanism

5. Piston :
A piston is of a cylindrical shape which reciprocates inside the cylinder bore. The main
functions of the pistons are:

• to transmit the power developed by fuel combustion to the crankshaft through the
connecting rod

• to transfer the heat generated due to combustion to the cylinder wall.

A piston should be:

• able to withstand high temperature and pressure of combustion
• a good conductor of heat
• light enough to minimize the inertia load.

57
5. Piston Rings
5.1 Compression Rings

These rings effectively seal the compression pressure and the leakage of the
combustion gases. These are fitted in the top grooves. They also transfer heat from the
piston to the cylinder walls. These rings vary in their cross-section.

The following types of compression rings are used.

5.2 Oil Control Rings

The main purpose of an oil ring (2) is to scrape the excess oil from the liner and
drain it back to the oil sump during the downward movement of the piston. It prevents
the oil from reaching the combustion chamber. One or two oil control rings are used
in a piston. If two rings are used, one is fitted above and the other is fitted below the
gudgeon pin in the piston.

These rings exert enough pressure on the cylinder wall to scrape the oil film. To
keep the sealing and avoid metal-to- metal contact, a thin film of oil stays on the liner.
These rings are provided with drain holes or slots. These slots allow the scraped oil to
reach the oil sump through the piston holes.

Material: high grade cast iron.

6. Piston Pins :

The piston pin or gudgeon pin connects the piston with the connecting rod. It should
be strong enough to transmit power and withstand pressure of combustion. Piston pins are
made hollow to reduce inertia load due to the reciprocating motion.

Material: nickel/chromium alloy steel.

58
7. Connecting Rod :

It is fitted in between the piston and crankshaft. It converts the reciprocating motion
of the piston to the rotary motion in the crankshaft. It must be light and strong enough to
withstand stress and twisting forces.

ENGINE COOLING
From the viewpoint of converting heat into mechanical energy, it follows that if each
piston accomplished its power stroke starting at the temperature of combustion, such an
engine would in theory be highly efficient. To achieve this in practice, however, would
require unacceptably high operating temperatures with adverse effects on both engine
lubrication and materials. Excessively high operating temperatures would cause breakdown
of the lubricating oil films, resulting in undue wearing and possible seizure of the working
parts.
For these reasons the engine must be provided with a system of cooling, so that it can
be maintained at its most efficient practicable operating temperature. This generally means
that the temperature of the cylinder walls should not exceed about 250°C, whereas the actual
temperature of the cylinder gases during combustion may reach ten times this figure.
Conversely, there is no merit in operating the engine too cool since this would reduce thermal
efficiency and therefore increase fuel consumption.
In practice, motor vehicle engines are designed either for indirect cooling by air
through the medium of water or, less commonly, for direct cooling by air. Expressed in
everyday language, these tow systems are known simply as water-cooling and air-cooling
respectively. Each system possesses certain advantages over the other.
Air Cooling
With air cooling, the engine structure is directly cooled by forcing air to flow over its
high-temperature surfaces. These finned to present a greater cooling surface area to the air. In
some non-motor-cycle applications air is forced to circulate by means of a powerful fan.

59
Advantages of air-cooling
1. Warm-up of the engine is more rapid because heat is less readily transferred
from the engine metal to the air being circulated around it.
2. The system is inherently more reliable because air cooling is immune to either
freezing or boiling of the coolant around the cylinder heads and cylinders, and
to the loss of coolant. It is also free from any build up of corrosive products
that can restrict coolant passages.
3. Less maintenance is required in service because there is neither the
requirement to check the cooling medium for level and condition, nor the need
to inspect rubber connecting hoses for signs of leakage.
Water Cooling
In water cooling system water is circulated through a water jacket, which surrounds
the heated parts like cylinder walls, combustion chamber, valve ports etc., of the engine. The
heated coolant losses heat in the radiator. Radiator fan assists the through flow of cooling air
for the heated coolant.
Advantages of water-cooling
1. Cooling is more uniform because heat is transferred with greater rapidity from
the engine metal surfaces to water than it is to air.
2. Cooling is more constant because the time taken for the water to rise through a
given temperature range is longer than that for the same mass of air.
Advantageous in maintaining a more nearly constant operating temperature.
3. Interior heating for the vehicle is improved because outside air may be
directed through a heat exchanger.

TO LEARN MORE, FIND THE ANSWERS TO THE FOLLOWING QUESTIONS

1. Describe the working of a single jet carburetor and give its limitations. How these
limitations are taken care in actual carburetor.

2. Describe the working of fuel pump used in diesel engines.

60
3. Draw the diagram for an automotive vehicle transmission system and explain the
function of each component.

4. What is the need for a lubrication system in an internal combustion engine and what
are the various kind of lubrication systems available in internal combustion engines.

5. Discuss the innovations in the combustion chamber designs.

6. What is MPFI? Discuss its advantages over the conventional systems.

61
Pull-Out
Sheets
 EXPERIMENT NO. 1
AIM: TO STUDY THE CHARACTERISTICS OF A PELTON WHEEL TURBINE
Tabulation of observations and calculations

Sl N Unit P1 P2 Q= P H Input , IP Load (kgf) T(kgf) Output, OP Unit η=

No. (RPM) speed (kg/ (kg/ 0.01024 (P1 -P2 ) (kg/ = =9.81 QH =T1- = power OP/IP
N1 cm2) cm2) ( m3/s) cm2) 10P (kW) T1 T2 T0 T2+T0 0.00011NT OP
=
N (kW) H 3/2
=
H

Operating characteristics

Main characteristics
 EXPERIMENT NO. 2
AIM: TO STUDY THE CHARACTERISTICS OF A FRANCIS TURBINE.
Tabulation of observations and calculations
S No. N Unit P1 P2 Q= P V H= Input, IP Load (kgf) T(kgf) Output, Unit η
(RPM speed (kg/ (kg/ 0.0174 (P-P
1 2)
(kg/ (kg/ 10(P+V/760) =9.81 QH =T1- OP= power =OP/
) N1 cm2) cm2) 3 cm2 cm2 (m of water) (kW) T1 T2 T0 T2+T0 0.00011N OP IP
m /s = 3/2
N ) ) T H
=
H (kW)
Operating characteristics

Main characteristics
 EXPERIMENT NO. 3
AIM: TO CONDUCT A TEST ON A SINGLE STAGE CENTRIFUGAL PUMP AT
VARIOUS SPEEDS TO OBTAIN THE PUMP CHARACTERISTICS.
Tabulation of observations and calculations
Sl N Time Q P V H= Output, OP Time Input , IP ή=OP/IP
No. (RPM) for = Ah/t (kg/ (mm 10(P+V/760) =9.81xQxH for 10 = 28.8/T x100
water (m3/s) cm2) of (m of water) (kW) rev of (kW) (%)
rise = Hg) energy
t (s) meter =
T (s)
 EXPERIMENT NO. 4

AIM: TO VERIFY FAN LAWS USING CENTRIFUGAL PUMP.

Tabulation of Observations and calculations

For First fan Law

For H= constant
S.No. Speed (N) rpm Discharge (Q) m3/s Ratio (Q/N)
1
2
3

For Second Fan Law

For Q= constant
S.No. Speed (N) rpm N2 Head (H) Ratio (H/N2)
m of water
1
2
3

For Third Fan Law

For Q= constant
S.No. Speed (N) rpm N3 Power (P) Ratio (P/N3)

1
2
 EXPERIMENT NO. 5
AIM : TO STUDY THE CHARACTERISTICS OF A RECIPROCATING PUMP AT
VARIOUS HEAD AND DISCHARGE TO OBTAIN THE PUMP
CHARACTERISTICS.
Tabulation of observations and calculations
Sl No. P V H Time for Q= Ah/t Output, OP Time in Input, IP η
(kg/cm2) (mm of 10(P water (m3/s) (9.81 QH) seconds for 32/T (kW) = OP/IP
Hg) + V/760) level rise (kW) 10 rev. of
(m of in energy
water) collecting meter disc
tank
t (s)
 EXPERIMENT NO. 6

AIM: TO STUDY THE PERFORMANCE OF A HYDRAULIC RAM.

Tabulation of observations and calculations
Sl No. Useful water on delivery side Supply Water Supply side Delivery side HD/ HS ȘD’ Aubisson ȘR
Head, HS
Time, t1 for WU Time, t2 for WS (m) Pressure, P HD =10P
2
water level rise = 0.09h1/t1 water level fall = 0.25h2/t2 in kg/cm m of
3 3
by h1 (m) in (m /s) by h2 (m) in (m /s) water
seconds seconds
 EXPERIMENT NO. 7
AIM: TO STUDY THE CHARACTERISTICS OF A GEAR PUMP AT
CONSTANT SPEED.
Tabulation of observations and calculations
S No. Delivery Head Time, t Discharge Output, Time, T in Input, IP Ș
for oil Q = Ah/t OP seconds for 10 = 32/T =OP/IP
P V H=
level (m3/s) =8.14 QH rev. of energy (kW)
§ V · 10
(kg/ (mm ¨ P+ ¸u
© 760 ¹ 0.83 rise by (kW) meter disc
cm2) of
h (m)
Hg) (m of oil)
(s)
 EXPERIMENT NO. 8
AIM: TO CONDUCT A PERFORMANCE TEST ON A TWO-STAGE AIR COMPRESSOR AND
DETERMINE ITS VOLUMETRIC EFFICIENCY AND ISOTHERMAL EFFICIENCY.
Tabulation of observations and calculations
S.No. Manometeric Water head, Air head, H Air intake, Va Compressor Theoretical Șv Delivery
readings (cm) h =1/100(hȡw/ȡa) = 0.0008623 —h Speed, N air intake, = gauge pressure
h2 h2 =h1 – h2 (m of air) (m3/s) (RPM) Vt = (Va/Vt) Pg (kg/cm2)
-6
(cm of water) 7.5x 10 N
(m3/s)

Isothermal efficiency:
S No. Time of 10 Actual Compression Ideal Input Șiso
revolutions of input Ratio (C) (in kW) =
energy meter = 136.8/T =(Pg+Patm)/Patm =(PatmVa lnC) Actual Input
disc, T (s) (kW) All entries in Patm in kPa Ideal Input
same units
 EXPERIMENT NO. 9

AIM: TO CONDUCT PERFORMANCE TEST ON A GREAVES SCFS PETROL ENGINE RUNNING AT FULL
THROTTLE.

Tabulation of Observations and Calculations

S.No. Fuel Consumption Load, Engine BP= Input, Brake Manometric Orifice Qact = Q Th ȘBrake Th Șvolumetric
W Speed IP= Specific. air head,
0.736WN Reading 0.0002895 h 0.000000989N =BP/IP =
(kgf) N (kW) TFC x Fuel Cons. h (m of
2000 3
(RPM) CV (mm of air (m /s) 3
(m /s) Qact
(kW) (ml/s/kW) column)
water)
QTh
Time for 15 TFC = H1 H2
ml fuel 0.01275
consumptio t
n t (s) (kg/s)
 EXPERIMENT NO. 10
AIM: TO CONDUCT THE PERFORMANCE TEST ON A SINGLE CYLINDER FOUR STROKE
DIESEL ENGINE RUNNING AT CONSTANT SPEED AND TO MAKE ITS HEAT BALANCE SHEET.
Tabulation of Observations and Calculations
Fuel Load N BP= Input, IP= T1 T2 T3 T4 T5 T6 Manometeric Orifice Air intake Calorimete Engine BSFC ηVol
Consumption W= (RPM) 0.000157WN ( 44000 × TFC (OC) (OC) (OC) (OC) (OC) (OC) Reading air Qact= r cooling Cooling (kg/s/
( S1 − S2 ) kW) (kW) (cm of head, 0.0010097 h water flow water kW)
(kgf) water) h rate flow
(m) 3 mw1 rate
Time for 15 TFC= H1 H2 (m /s)
(kg/s) mw2
ml fuel 0.012465
(kg/s)
consumption t
t (s) (kg/s)

Heat balance sheet at different operating conditions For Indicated Power

Friction power, FP =_____kW
Total heat Heat converted to BP Heat carried by exhaust Heat carried away by Unaccounted heat loss Ind ηBrake ηindicated thermal
input (kW) gas cooling water Power, =Id P/IP
thermal
Id P = =BP/IP
FP+BP
(kW)
(kW) % of Input (kW) % of Input (kW) % of (kW) % of
Input Input
 EXPERIMENT NO. 12

AIM :

(i) TO PLOT PRESSURE DISTRIBUTION ON THE PROFILE OF A CYLINDER PLACED IN THE

LAMINAR FLOW OF AIR.

(ii) TO PLOT PRESSURE DISTRIBUTION ON THE PROFILE OF NACA 0018 AIRFOIL PLACED IN
THE LAMINAR FLOW OF AIR BY POSITIONING IT AT VARIOUS VALUES OF THE ANGLE
OF INCIDENCE.
Tabulation of observations and calculations
Pitot tube readings Air Px Local manometer reading (cm of water column)
(cm of water) velocity CP Static Pressure Coefficient (dimensionless)
h1 h2 q= V= 13 q Px  Patm Px  ( P2  q)
h1 - h2 CP for aerofoil & CP for cylinder
(m/s) q q
x atm 1 2 3 4 5 6 7 8 9 10 11 12
Aerofoil Px
Incidence angle = 0o Cp --
Aerofoil Px
Incidence angle =10o Cp --
Aerofoil Px
Incidence angle = -10o Cp --
Px
Cp --
Px
Cylinder
Cp --
Px
Cp --