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LIST OF EXPERIMENTS:
1.
2.
3.
4.
5.
6.
7.
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FIELD MARSHAL
Vertical Automatic Governing
Mechanical brake
4.476 KW
650 rpm
114.3 mm
139.7 mm
2 NT
KW
60 x1000
2.
3.
20
3600
x SP gravity of diesel x
kg/hr
t
1000
4.
5.
6.
7.
Mechanical efficiency =
8.
BP
x 100
IP
TFC
x C.V in KW
60 X 60
BP
H .I
x 100
I .P
H .I
10.
11.
x 100
I.P x n x 60 x K
inKN/m 2
Ax Lx N
Where
I.P in Kw
n = 2 for 4 stroke Engine
n=2
k=1
K = No of cylinder
(A) Area of piston
B.P x n x 60 x K
inKN/m 2
Ax Lx N
where
B.P in Kw
The above observations and calculation parameters are Put in a proper Tabular
Column.
TABULAR COLUMN
S.
No.
Load on Hanger
(W1) in (Kg)
Spring Balance
Load (W2) in
(Kg)
1.
2.
3.
4.
T.F.C
in
(Kg/hr
)
B.P
in
(Kw)
S.F.C in
(Kg/Kw
-hr)
I.P in
(Kw)
H.I
in
(Kw)
B.T
I.T
B.M.E.P
in
(KN/m2
)
I.M.E.P
in
(KN/m2
)
mech
GRAPHS:
The following graphs are drawn
1.
2.
Bp Vs SFC
3.
Bp Vs Mech. efficiency
4.
Bp Vs BTE
5.
BP Vs ITE
RESULT:
The performance of the constant speed Engine in determined.
Suction Stroke
The inlet valve opens and air alone is inducted in to the cylinder as the piston
moves down from the top dead centre (TDC) towards the bottom dead centre (BDC).
The exhaust valve is kept closed through out the process.
2.
Compression Stroke
The inlet and exhaust valves are kept closed and the piston moves up from the
BDC towards the TDC, thereby compressing the air, according to the compression
ratio of the engine. Compression ratio (C.R) is the ratio of the maximum cylinder
volume to the minimum cylinder volume in a thermodynamie cycle of the engine. In
C.I engine (eg, diesel engine) the compression ratio is in between 12:1 to 22:1.
3.
Both valves remain closed during this stroke. The piston is at the TDC. Fuel
injection in to the cylinder starts at the beginning of the expansion stroke. Due to the
high compression ratio, the temperature at the end of the compression stroke is
sufficient to ignite the fuel which comes through the fuel injector;
A rapid explosion takes just after the ignition of the fuel. Expansion of the hot
gases follows, pushing the piston down to BDC. It is in this stroke that the useful work
is obtained from the engine.
4.
Exhaust stroke
The exhaust valve remain open and the inlet valve remain closed in this stroke.
The piston moves up from the BDC towards the TDC, pushing off the expanded hot
gases out of the cylinder through the exhaust valve.
After the completion of the exhaust stroke, the cycle repeats.
The energy from the power stroke is stored in the fly wheel, which in turn
energizes the piston for the other 3 strokes. Theoretical valve timing details :
1.IVO at TDC during the start of suction stroke
2.IVC at BDC during the start of compression stroke
3.Fl at TDC during the start of the expansion stroke
4.EVO at BDC during the start of the exhaust stroke
5.EVC at TDC during the completion of the exhaust stroke
The actual valve timing details are different from the theoretical one for the
following reasons.
1.
Mechanical factor
The valves are opened and closed by some mechanisms whose good design
induces gradual opening and closing at them.
2.
Dynamic factor
The air flow IN and the gas flow OUT involves gas dynamic effects which
induces a gradual opening and closing of the valves.
Typical actual valve timing details of a 4 stroke diesel engine is as follows:
1.IVO 15 deg before TDC during the end of the exhaust stroke
2.IVC 25 deg after BDC during beginning of the compression stroke
3.FIS 15 deg before TDC during the end of the compression stroke
4.EVO 35 deg before BDC during the end of the power stroke
5.EVC 12 deg after TDC during the beginning of the suction stroke
IVO
IVC
EVO
EVC
FIS
PROCEDURE:
The flywheel of the model is rotated-till the piston, reaches the BDC. The
lower most portion of the fly wheel and the corresponding portion of the base of the
model is properly marked with a chalk piece. The total length of the circumference of
the flywheel outer rim is measured by a thread. This length 'C corresponds to 360 of
flywheel rotation. The flywheel is rotated till piston reaches TDC and then the rim is
marked. The flywheel is then taken back to the BDC for the suction stroke and the
point at which the IVC is marked on the rim of the flywheel. Similarly the flywheel is
rotated through all the 3 remaining strokes and the valve openings, closings and fuel
injection are properly marked on the flywheel rim. The collected details are then
depicted through the valve timing diagram.
TABULAR COLUMN
Valve Opening /
Closing Position
Distance (cm)
Compression stroke
Piston starts moving up from the BDC towards the TDC compressing the
charge of petrol and air, in the combustion chamber. During the compression stroke as
the piston moves up from BDC the pressure of fresh charge in the crank case
decreases and after some further upward movement of the piston, the inlet port gets
uncovered by the piston.
Thus the fresh charge from the carburetor rushes in to the crank case. At the
end of the compression stroke spark gets produced at the spark plug electrode. Thus
igniting the charge for an explosion and the consequent expansion of the gases
pushing down the piston in the power stroke.
2.
Power stroke
Piston travels down from the TDC towards the BDC. First the exhaust port gets
uncover, by the piston and the expanded gases push .OUT of the cylinder.
Consequently the transfer port gets uncovered by the piston, and thus fresh charge
gets in to the combustion chamber portion of the cylinder.
In the power stroke the powerful downward motion of the piston produces, the
power output from the engine; Also the fresh charge enters the combustion chamber
space through transfer port since the pressure in the crank case increases during the
downward motion of the piston.
The flywheel of the model is rotated till the piston reaches the BDC. The lower
most portion of the flywheel and the corresponding portion of the base is properly
marked. The total length of the circumference of the flywheel outer rim is measured
as 'C corresponding to 360 degree of flywheel rotation. The flywheel is rotated till the
piston reaches TDC for compression stroke.
The following points at the cycle are marked on the flywheel rim.
1. Inlet Port Opens -(IPO)fresh charge enter into the crankcase from carburetor
2. Exhaust Port Closes - (EPC) after the full closing of the exhaust port and transfer
port, compression of the charge begins.
3. Transfer port closes - (TPC)
4. (TDC) - when the reaches TDC spark ignition happens, accompanied by the explosion the
piston.
The flywheel is rotated till the piston travels down the TDC towards the BDC
denoting the power stroke.
The following points are marked on the flywheel rim.
1.
2.
3.
Fresh charge enters the combustion chamber space due to the pressurizing in the
crankcase by the downward motion of the piston.
Typical actual port timing details of a 2 stroke engine is as follows.
1.EPC - during start of the compression stroke -70 degree After BDC - piston upward
motion.
2.TPC - 60 degree After BDC - piston upward motion.
3.IPO - 130 degree after BDC piston upward motion.
4.SI - Spark ignition 20 degree Before TDC.
10
Distance (cm)
Angle
x 360
Circumference of flywheel = 62 cm
RESULT
The theoretical and experimental port timing diagram of the 2 stroke Petrol Engine
is drawn.
AIM
To find the optimum cooling water flow rate from the given diesel engine.
APPARATUS
Spring Balance, Measuring Jar, Stop watch.
SPECIFICATION
Make
Type
Loading
Power
Speed
Bore
Stroke
:
:
:
:
:
:
:
Comet
Vertical Automatic Engine
Mechanical Brake
3.7 KW
1500 rpm
8 cm
11 cm
Net Load on
Engine W1+W2-1
In kg
Time for
water
collected
LTRS/Sec
Time for
20cc of Fuel
consumptio
n in Seconds
Amount of
water
collected in
Kg/Hr
TFC
Kg/hr
1.
2.
3.
4.
5.
FORMULA USED
12
60 x 60
Kg/hr
t
20
3600
Kg/hr
x specific gravity of Diesel x
t
1000
RESULT
Thus the optimum cooling water flow rate for given 4 stroke Diesel Engine was
found out.
13
PROCEDURE:
1.
2.
3.
4.
5.
The experiment is repeated for various speeds that are lower than 1400 rpm.
TABULAR COLUMN
WITH SPARK PLUG
Sl. No.
Speed in RPM
V (Volts)
A (Amps)
F.P (Watts)
1.
2.
3.
14
4.
WITHOUT SPARK PLUG
Sl. No.
Speed in RPM
V (Volts)
A (Amps)
F.P (Watts)
1.
2.
3.
4.
RESULT:
The retardation test on the petrol engine was conducted and the frictional
powers to the engine at various speeds were determined.
15
ENGINE SPECIFICATIONS
Make
: Ruston
Cooling system
: Water
No. of cylinders
: one.
Loading
: Mechanical Brake
No. of stroke
: Four
Type
: Horizontal, Manual governing
Rated speed
: Variable
Brake power
: 3.7 KW
Bore
: 10.8 cm
Stroke
: 20cm
Radius of brake drum: 24 cm.
PROCEDURE:
1.Check fuel supply, cooling water supply, and lubrication oil level.
2.Open the fuel line and start the engine by cranking.
3.The experiment is conducted for the following loads. l)Zero
load 2) 1/4 load. 3) 1/2 load 4) 3/4 load 5) Full load.
16
OBSERVATIONS:
The following readings are taken for each loading of the engine.
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
12.
13.
14.
15.
A suitable tabular column is prepared for entering all the above observation
details and the following calculation parameters.
TABULAR COLUMN FOR AIR FLOW MEASUREMENT
S.
No.
Load
on
hanger
(w1) in
(kg)
Spring
balance
load
(w2) in
(kg)
Net load
(w1+1W2) in
(Kg)
Time for
20cc of fuel
consumption
in (sec)
Engine
Mass
Flow
rate
Kg/sec
(ml)
Engine
Exhaust gas
Temperature
o
C
Engine Jacket
water
Temperature
Manometer
Head in cm
Inlet
T7
Outlet
T2oC
H1
Outlet
T8
Inlet
T1oC
H2
17
Spring
balance
load
(w2) in
(kg)
Net
load
(w1+1
*-W2)
in (Kg)
Time
for 20cc
of fuel
consum
ption in
(sec)
Engine
Mass
Flow rate
Kg/sec
(ml)
Calorimeter
Water Flow
Rate Kg/s
m2
Engine Jacket
water
Temperature
Calorimeter
Exhaust Gas
Temperature
Out
let
T2oC
Inlet
T3oC
Inlet
T1oC
Out
let
T4oC
Calorimeter
Water
temperature
Inlet
T5oC
Outlet
T6oC
CALCULATION
1.
2.
Torque T in Nm
Brake power B.P = 2NT / 60000 Kw
3.
4.
5.
5.
6.
20
1
x Sp. Gravity x
x CV
t
1000
C.V = Calorific value of diesel = 43000 kJ/kg. SP. Gravity of diesel = 0.83
Hu = B.P KW
HW = ml x SP. heat of water x (T2-T1) KW
SP. heat of water = 4.187 kJ/kg K
H.I., H.U., H.W are same for both (air flow measurement gas calorimeter)
method
HW = ml x SP. heat of water x (T2-T1) KW
SP. heat of water = 4.187 kJ/kg K
H.I., H.U., H.W are same for both (air flow measurement gas calorimeter)
method
HEAT CARRIED AWAY OF EXHAUST GAS (HG) AIR FLOW
MEASUREMENT
Volume of air at R.T.P (Va) = A x Cd x 2 gH m/sec.
Area of the Orifice (A) =
2
d , where Diameter of the orifice (d) = 0.02m
4
18
( h2 h1 ) X 10 2 X w
Air Head (H) =
a
P x a
RT
Kg/sec.
20
1
x SP. gravity of diesel x
Kg/sec.
t
1000
19
H.I
Kw
H.U
%
Kw
H.W
%
Kw
This is a tabular column giving the heat distribution in KW and percentage heat
input for each particular loading of the engine.
HEAT CARRIED AWAY OF EXHAUST GAS (HG) (FOR EXHAUST GAS
CALORIMETER)
Heat carried away by calorimeter water = Heat lost by the exhaust gas m2 x
4.187 x (T6-T5) = Mass of exhaust gas x SP. heat of exhaust gas (T3-T4).
Mass of exhaust gas x SP. heat of exhaust gas = m2 x 4.187 x (T6-T5) /
(T3-T4).
(HG) calorimeter = Mass of exhaust gas x SP. heat of exhaust gas x (T8T7).
(HuN) calorimeter = HI (Hu + HW + (HG) calorimeter ) KW
HEAT BALANCE SHEET FOR GAS CALORIMETER
Load
(Kg)
H.I
Kw
H.U
%
Kw
H.W
%
Kw
(HG)
Calorimeter
Kw
%
HuN
Calorimeter
Kw
%
RESULT
A heat balance graph is drawn taking % of Heat distribution in Y-axis and %
load on X-axis showing the various heat distribution from the engine for both the
methods.
20
PROCEDURE:
Fill the fuel tank with Petrol. Provide water supply for engine cooling.
Open the 3 way cock, Ensure fuel supply reaching the carburetor. Check for any
loose wire connection. Close the Knife switches. Connect the battery terminals.
The earth terminal to be connected to the negative of the battery terminal.
Under no circumstances the terminals to be interchanged. Release all loads on
the drum.
Close the clutch and start the engine using the ignition key. Incase the engine is
not starting put on the choke and start the engine. Incase of any further problem
check the spark to the spark plug. The clockwise rotation of the accelerator
knob increases the speed of the engine. When the engine is running smoothly
release the clutch pedal.
21
Adjust the load on the brake drum by turning the screw rod in clockwise
direction to any desired value and lock. Open the cooling water for the drum.
Note the time for the fuel consumption from the burette by putting the 3-way
cock knob facing down for 10cc.
Repeat the procedure for other loads every time adjusting the accelerator
position to run the engine at 1500 rpm.
Calculation
Brake Power BP =
2NT
watts
60
22
to the same rpm as it was running with 4 cylinder functioning. Note the spring balance
readings, and calculate BP2.
Now BPl - BP2 gives the IP1 of that particular cylinder under test.
Repeat the experiment for the other cylinders and find IP2, IP3, and IP4.
IP1 + IP2 + IP3 + IP4 = IP of the engine.
Knowing the IP of the engine
The Mechanical efficiency = BP/ IP.
TABULAR COLUMN
Load
Spring
Balance
reading W1
Kg
Spring
Balance
reading W2
Kg
Speed N
RPM
BP KW
IP
KW
Mech.
Efficiency
%
4 Cylinder
1 Cyl. Cut
IInd Cyl. Cut
IIIrd Cyl. Cut
IVth Cyl. Cut
23
B.Th.Efficiency
= (BP*3600* 100) / TFC * CV)
MORSE Test
BP with 4 cylinder firing BP1
FIRST CYLINDER CUT
IP1 = BP-BP2(1) for the first cylinder cut
BP with 3 cylinder (First cylinder CUT) BP2(1)
IP1 = BP-BP2(1)
SECOND CYLINDER CUT
IP2 BP 2(2)
BP with 3 cylinder (IInd cylinder CUT) BP2(2)
IP2 = BP-BP2(2)
THIRD CYLINDER CUT
IP3 BP-BP2(3)
BP with 3 cylinder (IIIrd cylinder CUT) BP2(3)
IP3 = BP-BP2(3)
FOURTH CYLINDER CUT
IP4-BP-BP2(4)
BP with 3 cylinder (IVth cylinder CUT) BP2(4)
IP4 = BP-BP2(4)
IP= IP1 + IP2 + IP3 + IP4
IP
Mechanical Efficiency = BP/IP* 100%
RESULT
Morse test conducted in the given multi cylinder petrol engine.
24