Me6412 Thermal Engineering Laboratory Manual - I

THERMAL ENGINEERING LABORATORY I 2015
ME6412
1. VALVE TIMING DIAGRAM OF FOUR STROKE

CYCLE PETROL ENGINE
Exp. No. :
Date:
Aim :
To draw the valve timing diagram of the given four stroke cycle petrol engine.
Apparatus Required :
1. Four stroke petrol engine
2. Measuring tape
3. Chalk
4. Piece of paper.
5. Polar Graph
Theory and Description :
The diagram which shows the position of crank of four stroke engine at the
beginning and at the end of suction, compression, expansion and exhaust of the engine
are called as valve timing diagram.
The extreme position of the piston at the bottom of the cylinder is called Bottom
Dead Centre [BDC]. In the case of horizontal engine, this is known as Outer Dead
Center(ODC). The extreme position of the piston at the top of the cylinder is called
Top Dead Centre (TDC). In the case of horizontal engine this is known as Inner Dead
Centre (IDC).
Ideal Engine:
In an ideal engine, the inlet valve opens at TDC and close at BDC. The exhaust
valve opens at BDC and close at TDC. The charge is ignited when the piston is at TDC at
the end of compression stroke. But in actual practice it will differ.
PREPARED BY C. BIBIN, AP/MECH, RMKCET
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Actual Engine:
Inlet valve opening and closing :
In an actual engine, the inlet valve begins to open few degrees before the piston
reaches the TDC during the exhaust stroke. This is necessary to ensure that the valve will
be fully open to allow the more amount of air fuel mixtures into the cylinder as soon as
the piston starts to move TDC during the suction stoke.
If the inlet valve is allowed to close at BDC, the cylinder would receive less
amount of air-fuel mixture than its capacity and the pressure of the mixture at the end of
suction stroke will be below, the atmosphere pressure. To avoid this, the inlet valve is
kept open for 400 to 500 rotation of the crank after the BDC for high speed engine and 200
to 250 for low speed engine.
Exhaust valve opening and closing :
Complete clearing of the burned gases from the cylinder is necessary to take in
more air-fuel mixtures into the cylinder and also to avoid the dilution of the fresh
mixture. To achieve this the exhaust valve is open at 250 to 450 before the piston reaches
the BDC during the power stroke.
In order to completely remove the burned products, the exhaust valve is remain
open for 50 to 100 after the TDC during the suction stroke.
For certain period both inlet valve and exhaust valve remains in open condition.
The crank angle for which the both the valves are open are called as over lapping. This
overlap must not be excessive enough to allow the burned gases to be checked into the
intake manifold or the fresh charge escape through the exhaust valve.
Ignition:
There is always a time between the spark and ignition of mixture. The ignition
starts some time after giving the spark, therefore it is necessary to produce the spark
before piston reaches the TDC to obtain proper combustion without losses. The angle
through which the spark is given earlier is known as Ignition Advantage or Angle of
Advance. It may ranges from 350to 400 before the piston reaches the TDC during the
compression stroke.
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Observation
1. Circumference of flywheel = ................. cm
Formula used:
1. Crank angle = Distance of flywheel
2. Time duration =
x 360
Circumference
of flywheel
Crank angle displacement

360 x Engine speed in sces
Tabulation
Sl.
No
Event
Position of crank w.r.to

Nearest Dead centre
IVO
Before TDC
IVC
After BDC
EVO
Before BDC
EVC
After TDC
IG
Before TDC
Model calculation:
Distance from
their respective
dead centres in
cm
Angle in
degrees
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Procedure:
1. Remove the cylinder head cover and identify the inlet valve exhaust valve and piston
of particular cylinder.
2. Mark the BDC and TDC position of flywheel. This is done by Rotating the crank in
the usual direction of rotation and observe the position of the fly wheel. When the
piston is moving downwards at which the piston, begins to move in opposite
direction. i.e from down to upward direction. Make the mark on the flywheel with
reference to fixed point on the body of the engine. That point is the BDC for that
cylinder. Measure the circumstance of the flywheel and mark the point from BDC at a
distance of half of the circumference. That point is TDC and is diametrically opposite
to the BDC.
3. Insert the paper in the tappet clearance of both inlet and exhaust valves.
4. Slowly rotate the crank until the paper in the tappet clearance of inlet valve is
gripped. Make the mark on fly wheel against fixed reference. This position represent
the inlet valve open (IVO). Measure the distance from TDC and tabulate the distance.
5. Rotate the crank further, till the paper is just free to move. Make the marking on the
flywheel against the fixed reference. This position represents the inlet valve close
(IVC). Measure the distance from BDC and tabulate the distance. Rotate the crank
further, till the paper in the tappet clearance of exhaust valve is gripped. Make the
marking on the flywheel against fixed reference. This position represents the exhaust
valve open (EVO). Measure the distance from BDC and tabulate.
6. Then convert the measured distances into angle in degrees
Result:
The valve timing diagram for the given four stroke Petrol engine was drawn.
Duration of suction stroke
= ....................
Duration of compression stroke
= ....................
Duration of expansion stroke
= ....................
Duration of exhaust stroke
= ....................
ME6412
2. VALVE TIMING DIAGRAM OF FOUR STROKE

CYCLE diesel ENGINE
Exp. No. :
Date:
Aim :
To draw the valve timing diagram of the given four stroke cycle diesel engine.
1. Four stroke diesel engine
2. Measuring tape
3. Chalk
4. Piece of paper.
5. Polar Graph
The diagram which shows the position of the crank of four stroke engine at the
beginning and at the end of suction, compression, expansion and exhaust of the
engine are called as valve timing diagram.
The extreme position of the piston at the bottom of the cylinder is called
Bottom Dead Centre [BDC]. In the case of horizontal engine, this is known as
Outer Dead Center(ODC). The extreme position of the piston at the top of the
cylinder is called Top Dead Centre (TDC). In the case of horizontal engine this is
known as Inner Dead Centre (IDC).
Ideal Engine:
In an ideal engine, the inlet valve opens at TDC and close at BDC. The exhaust
valve opens at BDC and close at TDC. The fuel is ignited when the piston is at TDC at
the end of compression stroke. But in actual practice it will differ.
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Actual Engine:
Inlet valve opening and closing :
In an actual engine, the inlet valve begins to open 50 to 200 before the piston
reaches the TDC during the exhaust stroke. This is necessary to ensure that the valve will
be fully open when the piston reaches the TDC. If the inlet valve is allowed to close at
BDC, the cylinder would receive less amount of air than its capacity and the pressure at
the end of suction will be below, the atmosphere pressure. To avoid this, the inlet valve is
kept open for 400 to 500 after the BDC.
Exhaust valve opening and closing :

Complete clearing of the burned gases from the cylinder is necessary to take in
more air into the cylinder. To achieve this the exhaust valve is open at 250 to 450 before
BDC and closes at 100 to 200 after the TDC. It is clear from the diagram, for certain
period both inlet valve and exhaust valve remains in open condition. The crank angles for
which the both valves are open are called as overlapping period. This overlapping is more
than the petrol engine.
Fuel valve opening and closing:

The fuel valve opens at 10 to 15 before TDC and closes at 15 to 20 after TDC.
This is because better evaporation and mixing fuel.
Procedure:
1. Remove the cylinder head cover and identify the inlet valve exhaust valve and
piston of particular cylinder.
2. Mark the BDC and TDC position of flywheel. This is done by Rotating the crank
in the usual direction of rotation and observe the position of the fly wheel. When
the piston is moving downwards at which the piston, begins to move in opposite
direction. i.e from down to upward direction. Make the mark on the flywheel with
reference to fixed point on the body of the engine. That point is the BDC for that
cylinder. Measure the circumstance of the flywheel and mark the point from BDC
at a distance of half of the circumference. That point is TDC and is diametrically
opposite to the BDC.
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Observation
1. Circumference of flywheel (X ) = ................. cm
Formula used:
2. Time duration =
x 360
Circumferenc e of flywheel

Tabulation:
S.No
Event

TDC or BDC
IVO
Before TDC
IVC
After BDC
EVO
Before BDC
EVC
After TDC
FVO
Before TDC
FVC
After TDC
Model calculation:
10
Distance from
their
respective
dead centres in
cm
Angle in
degrees
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3. Insert the paper in the tappet clearance of both inlet and exhaust valves.
4. Slowly rotate the crank until the paper in the tappet clearance of inlet valve is
gripped. Make the mark on fly wheel against fixed reference. This position
represent the inlet valve open (IVO). Measure the distance from TDC and tabulate
the distance.
5. Rotate the crank further, till the paper is just free to move. Make the marking on
the flywheel against the fixed reference. This position represent the inlet valve
close (IVC). Measure the distance from BDC and tabulate the distance.
6. Rotate the crank further, till the paper in the tappet clearance of exhaust valve is
gripped. Make the marking on the flywheel against fixed reference. This position
represents the exhaust valve open (EVO). Measure the distance from BDC and
tabulate it.
7. Rotate the crank further, till the paper in the tappet clearance of exhaust valve is
just free to move. Making the marking on the flywheel against fixed reference.
This position represents the exhaust valve close (EVC). Measure the distance
from TDC and tabulate it.
8. Then convert the measured distances into angle in degrees.
Result:
The valve timing diagram for the given four stroke Diesel engine was drawn.
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Duration of suction stroke
= ....................
Duration of compression stroke
= ....................
Duration of expansion stroke
= ....................
Duration of exhaust stroke
= ....................
Duration of valve overlap
= ....................
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3. port TIMING DIAGRAM OF two STROKE

CYCLE petrol ENGINE
Exp. No. :
Date:
Aim :
To draw the port timing diagram of the given two stroke cycle petrol engine.
1. Two stroke petrol engine

2. Measuring tape
3. Chalk
4. Polar Graph

In the case of two stroke cycle engines the inlet and exhaust valves are not
present. Instead, the slots are cut on the cylinder itself at different elevation and they are
called ports. There are three ports are present in the two stroke cycle engine.
1. Inlet port
2. Transfer port
3. Exhaust port
The diagram which shows the position of crank at which the above ports are open and
close are called as port timing diagram.
The extreme position of the piston at the bottom of the cylinder is called Bottom
Dead Center [BDC]. The extreme position of the piston at the top of the cylinder is
called Top Dead Centre [TDC].
In two stroke petrol engine the inlet port open when the piston moves from BDC
to TDC and is closed when the piston moves from TDC to BDC.
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Observation
1. Circumference of flywheel (X ) = ................. cm
Formula used:
2. Time duration =
x 360
Circumference
of flywheel

Tabulation:
S.No
Event
IPO

TDC or BDC
Before TDC
IPC
After TDC
EPO
Before BDC
EPC
After BDC
TPO
Before BDC
TPC
After BDC
Model calculation:
15
Distance in
cm
Angle in
degrees
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The transfer port is opened when the piston is moves from TDC to BDC and the
fuel enters into the cylinder through this transport from the crank case of the engine. The
transfer port is closed when piston moves from BDC to TDC. The transfer port opening
and closing are measured with respect to the BDC.
The exhaust port is opened, when the piston moves from TDC to BDC and is
closed when piston moves from BDC to TDC. The exhaust port opening ad closing are
measured with respect to the BDC.
The transfer port is opened when the piston is moves from TDC to BDC and the
fuel enters into the cylinder through this transport from the crank case of the engine. The
transfer port is closed when piston moves from BDC to TDC. The transfer port opening
and closing are measured with respect to the BDC.
The exhaust port is opened, when the piston moves from TDC to BDC and is
closed when piston moves from BDC to TDC. The exhaust port opening ad closing are
measured with respect to the BDC.
Procedure :
1. Remove the ports cover and identify the three ports.

2. Make the TDC and BDC position on the fly wheel. To mark this position follow
the same procedure as followed in valve timing diagram.
3. Rotate the flywheel slowly in usual direction (usually clockwise) and observe the
movement of the position.
4. When the piston moves from BDC to TDC observe when the bottom edge of the
piston just uncover the bottom end of the inlet port. This is the inlet port opening
(IPO) condition, make the mark on the fly wheel and measure the distance from
TDC.
5. When piston moves from TDC to BDC observe, when the bottom edge of piston
completely covers the inlet port. This is the inlet port closing (IPC) condition.
Make the mark on the flywheel and measure the distance from TBDC.
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6. When the piston moves from TDC to BDC, observe when the top edge of the
piston just uncover the exhaust port. This is the exhaust port opening [EPO]
condition. Make the mark on the flywheel and measure the distance from BDC.
7. When the piston moves from BDC to TDC, observe, when the piston completely
cover the exhaust port. This is the exhaust port closing condition [EPC]. Make the
mark on the flywheel and measure the distance from BDC.
8. When the piston moves from TDC to BDC, observe, when the top edge of the
piston just uncover the transfer port. This is the transfer port opening [TPO]
condition. Make the mark on the flywheel and measure the distance from BDC.
9. When the piston moves from BDC to TDC, observe, when the piston completely
covers the transfer port. This is the transfer port closing [TPC] condition. Make
the mark of the flywheel and measure the distance from BDC.
Note :
1. The inlet port opening distance and closing distance from TDC are equal.
2. The exhaust port opening distance and closing distance from BDC are equal.
3. The transfer port opening distance and closing distance from BDC are equal.
Result :
The port timing diagram for the given two stroke cycle petrol engine was drawn.
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4. ACTUAL INDICATOR DIAGRAM FOR A FOUR

STROKE CYCLE PETROL ENGINE
Exp. No. :
Date:
Aim :
To study the actual indicator diagram for a four stroke cycle petrol engine.
Actual indicator diagram for a four stroke cycle petrol engine:
The actual indicator diagram for a four stroke cycle petrol engine is shown. The
suction stroke is shown by the line 1-2, which lies below the atmospheric pressure line.
This pressure difference, which makes the fuel-air mixture to flow into the engine
cylinder. The inlet valve offers some resistance to the incoming charge. That is why, the
charge cannot enter suddenly into the engine cylinder. As a result of this, pressure inside
the cylinder remains somewhat below the atmospheric pressure during the suction stroke.
The compression stroke is shown by the line 2-3, which shows that the inlet valve closes
(lVC) a little beyond 2 (i.e. BDC). At the end of this stroke, there is an increase in the
pressure inside the engine cylinder. Shortly before the end of compression stroke (i.e.
TDC), the charge is ignited (lGN) with the help of spark plug as shown in the figure. The
sparking suddenly increases pressure and temperature of the products of combustion. But
the volume, practically, remains constant as shown by the line 3-4. The expansion stroke
is shown by the line 4-5, in which the exit valve opens (EVO) a little before 5 (i.e. BDC).
Now the burnt gases are exhausted into the atmosphere through the exit valve. The
exhaust stroke is shown by the line 5-1, which lies above the atmospheric pressure line. It
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is this pressure difference, which makes the burnt gases to flow out of the engine
cylinder. The exit valve offers some resistance to the outgoing burnt gases. That is why
the burnt gases cannot escape suddenly from the engine cylinder. As a result of this,
pressure inside the cylinder remains somewhat above the atmospheric pressure line
during the exhaust stroke
Result:
Thus the actual indicator diagram for a four stroke cycle petrol engine was
studied.
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5. ACTUAL INDICATOR DIAGRAM FOR A FOUR

STROKE CYCLE diesel ENGINE
Exp. No. :
Date:
Aim :
To study the actual indicator diagram for a four stroke cycle diesel engine.
Actual indicator diagram for a four stroke cycle diesel engine:
The actual indicator diagram for a four-stroke cycle diesel engine is shown. The
suction stroke is shown by the line 1-2 which lies below the atmospheric pressure line.
This pressure difference, which makes the fresh air to flow into the engine cylinder. The
inlet valve offers some resistance to the incoming air. That is why, the air cannot enter
suddenly into the engine cylinder. As a result of this pressure inside the cylinder remains
somewhat below the atmospheric pressure during the suction stroke. The compression
stroke is shown by the line 2-3, which shows that the inlet valves closes (IVC) a little
beyond 2 (i.e. BDC).At the end of this stroke, there is an increase of pressure inside the
engine cylinder. Shortly before the end of compression stroke (i.e. TDC), fuel valve
opens (FVO) and the fuel is injected into the engine cylinder. The fuel is ignited. Actual
indicator diagram for a by high temperature of the compressed air. The ignition suddenly
increases volume and temperature of the products of combustion. But the pressure,
practically, remains constant as shown by the line 3-4. The expansion stroke is shown by
the line 4-5, in which the exit valve opens a little before 5 (i.e. BDC). Now the burnt
gases are exhausted into the atmosphere through the exhaust valve. The exhaust stroke is
shown by the line 5-1, which lies above the atmospheric pressure line. It is this pressure
difference, which makes the burnt gases to flow out of the engine cylinder. The exhaust
valve offers some resistance to the outgoing burnt gases. That is why, the burnt gases
cannot (escape suddenly from the engine cylinder). As a result of this, pressure inside the
cylinder remains somewhat above the atmospheric pressure during the exhaust stroke.
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Result:
Thus the actual indicator diagram for a four stroke cycle diesel engine was
studied.
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6. ACTUAL INDICATOR DIAGRAM FOR A two

STROKE CYCLE petrol ENGINE
Exp. No. :
Date:
Aim :
To study the actual indicator diagram for a two stroke cycle petrol engine.
Actual Indicator Diagram For A Two Stroke Cycle Petrol Engine:
The actual indicator diagram for a two-stroke cycle petrol engine is shown in
suction is shown by the line 1-2-3, i.e. from the instant transfer port opens (TPO) and
transfer port closes (TPC). We know that during the suction stage, the exhaust port is also
open. In the first half of suction stage, the volume of fuel-air mixture and burnt gases
increases. This happens as the piston moves from I to 2 (i.e. BDC). In the second half of
the suction stage, the volume of charge and burnt gases decreases. This happens as the
piston moves upwards from 2 to 3. A little beyond 3, the exhaust port closes (EPC) at 4.
Now the charge inside the engine cylinder is compressed which is shown by the line 4-5.
At the end of the compression, there is an increase in the pressure inside the engine
cylinder. Shortly before the end of compression (i.e. TDC) the charge is ignited (IGN)
with the help of spark plug. The sparking suddenly increases pressure and temperature of
the products of combustion. But the volume, practically, remains constant as shown by
the line 5-6. The expansion is shown by the line 6-7. Now the exhaust port opens (EPO)
at 7, and the burnt gases are exhausted into the atmosphere through the exhaust port. It
reduces the pressure. As the piston is moving towards BDC, therefore volume of burnt
gases increases from 7 to 1. At 1, the transfer port opens (TPO) and the suction starts.
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Result:
Thus the actual indicator diagram for a two stroke cycle petrol engine was
studied.
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7. ACTUAL INDICATOR DIAGRAM FOR A two

STROKE CYCLE diesel ENGINE
Exp. No. :
Date:
Aim :
To study the actual indicator diagram for a two stroke cycle diesel engine.
Actual Indicator Diagram For A Two Stroke Cycle Diesel Engine:
The actual indicator diagram for a two-stroke cycle diesel engine is shown. The
suction is shown by the line: 1-2-3 i.e. from the instant transfer port opens (TPO) and
transfer port closes (TPC). We know that during the suction stage, the exhaust port is also
open. In the first half of suction stage, the volume: of air and burnt gases increases. This
happens as :the piston moves from 1-2 (i.e. BDC). In the second half of the suction stage,
the volume of air and burnt gases decreases. This happens as the piston moves upwards
from 2-3. A little beyond 3, the exhaust port closes (EPC) at 4. Now the air inside the
engine cylinder is compressed which is shown by the line 4-5. At the end of compression,
there is an increase in the pressure inside the engine cylinder. Shortly before the end of
compression (i. e. TDC), fuel valve opens (FVO) and the fuel is injected into the engine
cylinder. The fuel is ignited by high temperature of the compressed air. The ignition
suddenly increases volume and temperature of the products of combustion. But the
pressure, practically, remains constant as shown by the line 5-6. The expansion IS shown
by the line 6-7, Now the exhaust port opens (EPO) at 7 and the burnt gases are exhausted
into the atmosphere through the exhaust port. It reduces the pressure. As the piston is
moving towards BDC, therefore volume of burnt gases increases from 7 to 1. At 1, the
transfer port opens (TPO) and the suction starts.
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Result:
Thus the actual indicator diagram for a two stroke cycle diesel engine was
studied.
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8. PERFORMANCE TEST ON FOUR STROKE

SINGLE CYLINDER AIR COOLED DIESEL ENGINE
Exp. No. :
Date:
Aim :
The experiment is conducted to
a. To study and understand the performance characteristics of the engine.
b. To draw Performance curves.
Apparatus Required:
1. Single cylinder Diesel Engine
2. Tachometers
3. Stop watch
4. Temperature indicators
Theory:
A machine, which uses heat energy obtained from combustion of fuel and
converts it into mechanical energy, is known as a Heat Engine. They are classified as
External and Internal Combustion Engine. In an External Combustion Engine,
combustion takes place outside the cylinder and the heat generated from the combustion
of the fuel is transferred to the working fluid which is then expanded to develop the
power. An Internal Combustion Engine is one where combustion of the fuel takes place
inside the cylinder and converts heat energy into mechanical energy. IC engines may be
classified based on the working cycle, thermodynamic cycle, speed, fuel, cooling, method
of ignition, mounting of engine cylinder and application.
Diesel Engine is an internal combustion engine, which uses heavy oil or diesel oil
as a fuel and operates on two or four stroke. In a 4-stroke Diesel engine, the working
cycle takes place in two revolutions of the crankshaft or 4 strokes of the piston. In this
engine, pure air is sucked to the engine and the fuel is injected with the combustion
taking place at the end of the compression stroke. The power developed and the
performance of the engine depends on the condition of operation. So it is necessary to test
an engine for different conditions based on the requirement.
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Specification:
Engine:
Make
: Kirloskar
Number of cylinder
:1
Bore
: 87.5 mm
Stroke
: 80 mm
Cubic capacity
: 0.662 litres
Compression Ratio
: 17.5:1
Power
: 4.41 Kw
Cooling Type
: Air cooled
Fuel
: Diesel
Calorific Value of fuel
: 44800 KJ/Kg
Density of fuel
:..Kg/m3
Type
: Rope Brake
Diameter of brake drum
: 300 mm
Range
: 0-25 Kg
Load Indicator
: Dial gauge
Diameter of the Rope
: .mm
Load:
CC Tube:
Range
: 0-100 CC
Material
: Glass
Air Drum:
Size
: 400 X 400 X 400 mm
Inlet Diameter
: 10 mm
Outlet Diameter
: 25.4 mm
Thermocouple:
29
Type
:K
Range
: Alumel / Chromal
Material
: 2000C
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Manometer:
Range
: 0 240 mm
Manometer Liquid
: Mercury
Temperature Indicator
Type
: Digital
Channel
:1
Thermocouple
:K
Input
: 230 V / 50 Hz
Formula Used:
1.Effective Brake Radius R =
Dd
.............m
2
Where
D- Brake wheel diameter in metres
d - Rope diameter in metres
2.Torque T = W R.......N.m
Where
W - Effective Brake Load in Newtons
R - Effective Brake Radius in metres
3.Brake Power BP =
2NT
..............KW
60 X 1000
Where
N - Engine Speed in rpm
T - Torque in Nm
10 X 10 6 X
..........Kg / s
4.Total fuel consumption TFC (m f ) =
t
Where
- Density of fuel in Kg/m3

t- Time taken for 10 cc of fuel consumption in seconds.
5.Indicated Power = BP+FP ...............Kw

Where
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BP - Brake Power in Kilowatts.

FP - Frictional Power in Kilowatts.(by Willan's line Method)
6.Mechanical Efficiency mech =
BP
100%
IP
Where
IP - Indicated Power in Kilowatts.
7.Heat Supplied Qs =
mf
3600
CV..............Kw
Where
mf - Mass of fuel consumed in Kg/s
CV - Calorific Value of fuel in KJ/Kg = 44800 KJ/Kg
8.Indicated thermal Efficiency IT =
IP
100%
Qs
Where
Qs - Heat Supplied in Kilowatts.
9.Brake thermal Efficiency BT =
BP
100%
Qs
Where
10.Brake Specific Fuel Consumption BSFC =
mf
BP
X 3600..........Kg / KW .hr
Where
11.Indicated Specific Fuel Consumption ISFC =
Where
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mf
IP
X 3600..........Kg / KW .hr
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Procedure:
1. Before starting the engine check the fuel supply and lubricating oil level.
2. Check the water supply
3. Crank the engine by hand lever and start
4. Allow the engine to reach steady state condition
5. Supply water to brake drum and adjust the flow
6. At no load condition note down the following readings
Time taken for 10cc of fuel consumption
Load indicated on dial gauge
Speed of the engine using tachometer.
7. Apply the load, then note down the mentioned.
8. Repeat the procedure at different load conditions
9. Calculate the performance of an engine.
10. Repeat the experiment for different loads and note down the above readings.
11. After the completion release the load and then switch of the engine.
12. Allow the water to flow for few minutes and then turn it off.
Precautions:
1. Do not run the engine if supply voltage is less than 180V
2. Do not run the engine without the supply of water.
3. Supply water free from dust to prevent blockage in rotameters, engine head and
calorimeter.
4. Note that the range for water supply provided is an approximate standard values,
however the user may select the operating range to his convenience not less than 3 & 2
LPM for engine and calorimeter respectively.
5. Do not forget to give electrical earth and neutral connections correctly.
6. It is recommended to run the engine at 1500 rpm otherwise the rotating parts and
bearing of engine may run out.
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Graph:
The following graphs are drawn by taking Brake power on X-axis and other
variable parameters on Y-axis.
Brake power Vs Total fuel consumption
Brake power Vs Specific fuel consumption
Brake power Vs Brake thermal efficiency
Brake power Vs Indicated thermal efficiency
Brake power Vs Mechanical efficiency
Result:
The performance of a given engine was tested and mechanical efficiency was
found and graphs are drawn
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9. Heat balance test on SINGLE CYLINDER

AIR COOLED DIESEL ENGINE
Aim:To conduct a heat balance test and prepare heat balance sheet on Single-Cylinder
Diesel Engine.
Apparatus Required:
1.
2.
3.
4.
5.
6.
7.
Given IC engine with loading arrangement

Measuring tape or Thread and scale
Tachometer
Stop watch
Bucket
Spring balance
Temperature indicator
Theory:-
The thermal energy produced by the combustion of fuel in an engine is not

completely utilized for the production of the mechanical power. The thermal efficiency of
I. C. Engines is about 33 %. Of the available heat energy in the fuel, about 1/3 is lost
through the exhaust system, and 1/3 is absorbed and dissipated by the cooling system. It
is the purpose of heat balance sheet to know the heat energy distribution, that is, how and
where the input energy from the fuel is distributed.
The heat balance sheet of an I. C. Engine includes the following heat
distributions:
a. Heat energy available from the fuel brunt.
b. Heat energy equivalent to output brake power.
c. Heat energy lost to engine cooling water.
d. Heat energy carried away by the exhaust gases.
e. Unaccounted heat energy loss.
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Formula Used:
Dd
.............m
2
Where
Where
3.Brake Power BP =
2NT
..............KW
60 X 1000
Where
T - Torque in Nm
4.Total fuel consumption TFC (m f ) =
10 X 10 6 X
..........Kg / s
t
Where
- Density of fuel in Kg/m3

t- Time taken for 10 cc of fuel consumption in seconds.
5.Heat energy available from the fuel brunt, Qs =
mf
3600
CV..............Kw
Where
mf - Mass of fuel consumed in Kg/s
CV - Calorific Value of fuel in KJ/Kg
6.Heat energy equivalent to output brake power, QBP = BP x 3600
7.Heat carried away by the exhaust gases (Qg )= mg CPg (Tg TR )
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KJ/hr
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mg
ma
mf
Cpg
Tg
TR

= mass of the exhaust gases in kg/s
= mass of air consumed in kg/s
= mass of fuel consumed in kg/s
= Specific heat of exhaust gases
= 1.005 KJ/kgK
= Temperature of exhaust gases in C
= Room temperature in C
8.Mass of the exhaust gases (mg) = ma + mf . kg/s

9.Mass of air supplied ma = Qa . a ..............Kg / s
Where
Qa- Volume of air supplied in m3/s
a Density of air in kg/m3
10.Pressure Head H a =
Hw
X m ..........m
Where
Hw- Difference in manometer reading
a Density of air in kg/m3 = 1.164 Kg/m3
m Density of water in kg/m3 = 13000 Kg/m3
11.Volume of air consumed Qa = Cd
a1 .a2
a1 a2
2
2gH a ........m 3 / s
Where
a1 - Cross sectional area of pipe in m2
a2 - Cross sectional area of Orifice in m2
g Acceleration due to gravity in m/s2
12.
Cross sectional area of pipe a1 =
d1 ...................... m2
Where
d1 Diameter of pipe in metres = 25.4 mm
13.
Cross sectional area of Orifice a2 =
d 2 ...................... m2
Where
d2 Diameter of Orifice in metres = 10 mm
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14.Heat energy carried away by the exhaust gases, QEG = mg x Cpg (tg ta) Kw
15.Unaccounted heat energy loss, QUnaccounted = Qs { QBP + QEG } KJ/hr
ta = Ambient Temperature
Procedure:
1. From the name plate details, calculate the maximum load that can be applied
on the given engine.
2. Check the engine for fuel availability , lubricant and cooling water connection
3. Release the load on engine completely and start the engine with no load
condition. Allow the engine to run for few minute to attain the rated speed
4. Adjust the cooling water flow and maintain steady flow of water.
5. Apply the load, from no load to required load slowly. At required load slowly.
At required load note the following.
i)
Load on the engine
ii)
Speed of the engine in Rpm
iii)
Time taken for 10 cc of fuel consumption
iv)
Manometer readings
v)
Temperature of cooling water at engine inlet and engine outlet in

C
vi)
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Procedure:-
1.
Before starting the engine check the fuel supply, lubrication oil, and availability
of cooling water.
2.
Set the dynamometer to zero load and run the engine till it attain the working
temperature and steady state condition.

3.
Note down the fuel consumption rate, Engine cooling water flow rate, inlet and
outlet temperature of the engine cooling water, Exhaust gases cooling water flow rate,
Air flow rate, and Air inlet temperature.
4.
Set the dynamometer to 20 % of the full load, till it attains the steady state
condition. Note down the fuel consumption rate, Exhaust gases flow rate, Air flow rate,
and Air inlet temperature.
5.
Repeat the experiment at 40 %, 60 %, and 80 % of the full load at constant speed.
6.
Disengage the dynamometer and stop the engine.
7.
Do the necessary calculation and prepare the heat balance sheet.
Result:-
The heat balance test was completed and heat balance sheet was drawn.
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10. load test, performance test and

Heat balance test on SINGLE CYLINDER
AIR COOLED DIESEL ENGINE using data
acquisition system
Ex. No:
Date:
Aim:
To conduct load test, performance test and heat balance test on four stroke single
cylinder air cooled diesel engine using data acquisition system.
Apparatus Required:
1. Engine with load

2. Computer with data acquisition
3. Data acquisition system cable
Specification:
Engine:
47
Make
: Kirloskar
Number of cylinder
:1
Bore
: 87.5 mm
Stroke
: 80 mm
Cubic capacity
: 0.662 litres
Compression Ratio
: 17.5:1
Power
: 4.41 Kw
Cooling Type
: Air cooled
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Fuel
: Diesel
Calorific Value of fuel
: 44800 KJ/Kg
Density of fuel
:..Kg/m3
Type
: Rope Brake
Diameter of brake drum
: 300 mm
Range
: 0-25 Kg
Load Indicator
: Dial gauge
Diameter of the Rope
: .mm
Load:
CC Tube:
Range
: 0-100 CC
Material
: Glass
Air Drum:
Size
: 400 X 400 X 400 mm
Inlet Diameter
: 10 mm
Outlet Diameter
: 25.4 mm
Thermocouple:
Type
:K
Range
: Alumel / Chromal
Material
: 2000C
Manometer:
Range
: 0 240 mm
Manometer Liquid
: Mercury
Temperature Indicator
48
Type
: Digital
Channel
:1
Thermocouple
:K
Input
: 230 V / 50 Hz
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Procedure:
1. Before the start of the engine, check the fuel supply electrical supply and
lubricating oil level
2. Crank the engine by hand lever and start.
4. Switch on the data acquisition system.
5. Open data acquisition software on computer
6. Now click connect icon on the main window then click start icon.
7. Values will display on main window
8. Close the fuel tank value now engine take fuel from cc tube.
9. When fuel level decreases beyond high level sensor timer in the window starts.
10. When fuel level decreases beyond low level sensor time stops.
11. Each time when reading taken wait until the fuel consumption clock stops.
12. At no load condition after timer stopper takes the reading by clicking read icon
13. After reading taken open the fuel tank value to fill the fuel in cc tube.
14. When fuel level reaches high level sensor timer in window reset.
15. Now click start icon to read the values in engine.
16. Apply load on engine.
17. Wait till fuel consumption clock stops.
18. Now read the values displayed on the computer by clicking read.
19. Repeat the procedure at different load condition.
20. Now click the calculation icon. A new window will open in that window enter
radius of arm and click show.
21. Click graph icon a new window will appear
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Graph:
Result:
Thus load test, performance test and heat balance are done on four stroke single
cylinder air cooled diesel engine using data acquisition system.
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Heat balance test on three CYLINDER
water cooled petrol ENGINE using data
acquisition system
Ex. No:
Date:
Aim:
To conduct load test, performance test and heat balance test on four stroke three
cylinder water cooled petrol engine using data acquisition system.
Apparatus Required:
1. Engine with load
Procedure:
1. 1. Before the start of the engine, check the fuel supply electrical supply and
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Graph:
Result:
Thus load test, performance test and heat balance are done on three cylinder water
cooled petrol engine using data acquisition system.
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Heat balance test on single CYLINDER
water cooled diesel ENGINE using data
acquisition system
Ex. No:
Date:
Aim:
cylinder water cooled diesel engine using data acquisition system.
Apparatus Required:
1. Engine with load
Procedure:
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Graph:
Result:
cylinder water cooled diesel engine using data acquisition system.
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Heat balance test on single CYLINDER
air cooled petrol ENGINE using data
acquisition system
Ex. No:
Date:
Aim:
cylinder air cooled petrol engine using data acquisition system.
Apparatus Required:
1. Engine with load
Procedure:
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Graph:
Result:
cylinder air cooled petrol engine using data acquisition system.
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10. MORSE TEST ON four stroke three

CYLINDER PETROL ENGINE
Ex. No:
Date:
Aim:
To conduct mores test on given multi cylinder petrol engine in order to determine
the indicated power developed in the each cylinder of the engine and to determine the
mechanical efficiency.
Apparatus Required:
1. Multi cylinder petrol engine with ignition cut off arrangement

2. Loading arrangements
3. Tachometer
Theory and Description:

For slow speed engine the indicated power is directly calculated from the
indicator diagram. But in modern high speed engines, it is difficult to obtain accurate
indicator diagram due to inertia forces, and therefore, this method cannot be applied. In
such cases the mores test can be used to measure the indicated power and mechanical
efficiency of multi cylinder engines. The engines test is carried out as follows. The
engine is run at maximum load at certain speed. The B.P is then measured when all
cylinders are working.
Then one cylinder is made in operative by cutting off the ignition to that cylinder.
As a result of this the speed of the engine will decrease. Therefore, the load on the engine
is reduced so that the engine speed is restored to its initial value. The assumption made
on the test is that frictional power is depends on the speed and not upon the load on the
engine.
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Formula used:
Dd
.............m
2
Where
Where
3.Brake Power BP =
2NT
..............KW
60 X 1000
Where
T - Torque in Nm
4. Indicated Power ( IP ) of each Cylinders:
IP1 = ( BP BP1)
KW
IP2 = ( BP BP2)
KW
IP3 = ( BP BP3)
KW
5.Total IP of the Engine, IP = ( IP1 + IP2 + IP3) KW

6.Mechanical Efficiency, mech = BP / IP
Observation and Tabulation:
(1) Brake power B.P =........... KW
(2) Rated Speed N =...........Rpm
(3) Type of loading : =...........
(4) Radius of brake drum : R =........... m
(5) Radius of Rope r = =........... m
(6) Number of cylinders =
Note: The speed should be same for all readings
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Procedure:
1. From the name plate details, determine the maximum load that can be given to the
engine
2. Check the engine for fuel availability, lubricant and cooling water connections.
3. Release the load completely on the engine and start the engine in no load
conditions and allow the engine to run for few minutes to attain the rated speed.
4. Apply the load and increase the load up to maximum load. (All four cylinders
should be in working). Now note the load on the engine and speed of the engine
say the speed is N rpm
5. Cut-off the ignition of first cylinder, Now the speed of engine decreased. Reduce
the load on the engine and bring the speed of the engine to N rpm. Now note the
load on the engine.
6. Bring the all three cylinders are in working conditions and cut off the 2nd and 3rd
cylinder in turn and adjust the load to maintain same N rpm and note the load .
Result:
Morse test was conducted on given petrol engine and indicated power developed
in each cylinder is determined and mechanical efficiency is also determined.
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15. DETERMINATION OF FLASH AND FIRE POINT

Exp. No. :
Date:
Aim :
To determine the flash and fire point temperatures of the given sample of
lubricating oil using pensky martens apparatus.
Apparatus Required:
1. Pensky-martens apparatus
2. Electric heater
3. Thermometer
4. Bunsen Burner
Principle:
Flash point is the lowest temperature at which the lubricating oil gives off enough
vapors that ignite for a moment when tiny flame is brought near it.
Fire point is the lowest temperature at which the vapors of the oil burn
continuously for at least five seconds when a tiny flame is brought near it.
Significance:
Flash and fire points are used to indicate
Fire hazard of petroleum products and evaporation loses under high

temperature loses
It gives us the idea about the maximum temperature below which the oil can
be used
It is used as the means of identification of specific lubricating oil
For detection of contamination in the given lubricating oil
Description of Pensky Martens apparatus:

It is used to determine the flash point of the lubricating oils, fuel oils, solvents,
solvent containing material and suspension of solids. It consists of three parts
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a) Oil Cup
Material- Brass
Height 5.5cm
Diameter-5cm
Lid of the cup is provided with four openings of standard sizes, first opening is for
stirrer, second is for admission of air, third is for thermometer and fourth is for
introducing test flame
b) Shutter
At the top of the cup shutter is provided. By moving the shutter, opening in the lid
opens and flame is dipped in to this opening, bringing the flame over the oil surface. As
the test flame is introduced in the opening, it get extinguished, but when the test flame is
returned to its original position, it is automatically lightened by the pilot burner
c) Stove
It consists of
1. Air bath,
2. Top plate on which the flange of the cup rest
Procedure:
1. Clean and dry all parts of the apparatus with the help of suitable solvent e.g. CCl4,
ether, petroleum spirit
or benzene and dry it to remove any traces of solvent.
2. Fill the oil cup with the test oil up to the mark.
3. Fix the lids on the top through which are inserted a thermometer and a stirrer. Ensure
that the flame exposure device is fixed on the top.
4. Light the test flame and adjust it to about 4 mm in diameter.
5. Heat apparatus as temp. of oil increases by 5 to 60
per min. as stirrer is continuously rotated.
6. At every 10 C rise of temp. Introduce test flame into the oil vapor. This is done by
operating the shutter. On moving knob of shutter, test flame is lowered in oil vapors
through opening.
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Tabulation:
S.No
95
Temperature of oil
in 0C
Flash point temp
fire point temp
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7. When test flame causes a distinct flame in interior cup, note temp. which represent the
flash point
8. Further heat the oil at the rate of 10C/ min. and continue applying the test flame as
before.
9. The temperature at which the vapors of the oil give a clear and distinct blue flash for
five seconds is recorded as the fire point of the oil.
Precautions:
1. The apparatus should be thoroughly dried. There should be no trace of moisture inside
the cup.
2. The thermometer bulb should dip into the oil.
3. While applying the test flame, stirring should be continued.
4. Fill the sample of the lubricating oil up to the mark. There should be no oil on the outer
part of the cup.
5. Avoid breathing over the surface of the oil.
Before starting the experiment
1. Ensure that the cup is clean from unwanted makes
2. Carbon deposits to be removed completely.
After starting
1. Ensure that there is no air bubble in the cup.
2. Care should be taken that the operator does not breath near the cup.
When stopping
1. Hot fuel should be carefully transferred from the cup to the breaker before
stopping.
2. Ensure that the flame and Bunsen burner.
3. Ensure that the workplace and apparatus are clean.
Result:
The flash and fire point temperatures of the given sample of oil was determined
by using pensky-martens apparatus.
The flash point temperature of the given sample of oil is 0C
The fire point temperature of the given sample of oil is 0C
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16. SIMPLE VERTICAL BOILER

Exp. No. :
Date:
Aim: To study about the construction, working and application of simple vertical boiler.
Construction: Figure shows the simplest form of an internally fired vertical fire-tube boiler. It
does not require heavy foundation and requires very small floor area.
Cylindrical shell:
The shell is vertical and it attached to the bottom of the furnace. Greater portion
of the shell is full of water which surrounds the furnace also. Remaining portion is steam
space. The shell may be of about 1.25 meters diameter and 2.0 meters height.
Cross-tubes:
One or more cross tubes are either riveted or flanged to the furnace to increase the
heating surface and to improve the water circulation.
Furnace (or fire box):
Combustion of coal takes place in the furnace (fire box).
Grate:
It is placed at the bottom of fire box and coal is fed on it for burning.
Fire door:
Coal is fed to the grate through the fire door.
Chimney (or stack):
The chimney (stack) passes from the top of the firebox through the top of the
shell.
Manhole:
It is provided on the top of the shell to enable a man to enter into it and inspect
and repair the boiler from inside it. It is also, meant for cleaning the interior of the boiler
shell and exterior of the combustion chamber and stack (chimney).
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Hand holes:
These are provided in the shell opposite to the ends of each cross tube for
cleaning the cross tube.
Ash pit:
It is provide for collecting the ash deposit, which can be removed away at
intervals.
Theory:
The fuel (coal) is fed into the grate through the fire hole and is burnt. The ash pit
placed below the grate collect the ashes of the burning fuel. The combustion gas flows
from the furnace, passes around the cross tubes and escapes to the atmosphere through
the chimney. Water goes by natural circulation due to convection currents, from the
lower end of the cross tube and comes out from the higher end. The working pressure of
the simple vertical boiler does not exceed 70 N/cm2.
Working of simple vertical boiler:

In a simple vertical boiler fuel is added through the fire hake into the grate which
burn there to produce the hot gases. Fuel when converted into ash is collected into the ash
pit. Hot gases rise above and pass their heat to the water in the cross box and go out of
the boiler through the chimney. Water heats up and steam production starts. Steam which
produce as a result of water heating is collected at the steam space of the boiler. Steam is
collected until a certain pressure is attained and then steam is passed out for use like
running turbine or engine.
Application of simple vertical boiler:

Simple vertical boiler have may application is railway locomotives for example
railway steam engine Simple vertical boiler are used in the road vehicles like steam
wagon (steam lorry or steam wagon) Simple vertical boiler have a very famous
application that steam tractor There are number of boats specially smaller one which
uses the simple vertical boiler to power the engine In some parts of the world simple
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vertical boiler are used in steam donkeys Simple vertical boilers are also used in the
steam cranes and steam shovels.
Advantages of simple vertical boiler:
low initial cost because of lesser parts
Low maintenance cost
Simple working
Easy to install and replace
Occupy small space on ground
Simple vertical boiler have water level tolerance
Disadvantages of simple vertical boiler:
Vertical design limits its working in many places Because of the limited grate
area steam production is limited Impurities settle down at the bottom thus prevent water
from heating Boiler tubes must be kept short to minimise height. As a result, much of the
available heat is lost through the chimney, as it has too little time to heat the tubes.
Result:
Thus the construction, working and application of simple vertical boiler was
studied.
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17. COCHRAN BOILER

Exp. No. :
Date:
Aim: To study about the construction, working and application of cochran boiler.
Theory: Cochran boiler is a vertical, multitubular, internally fired, fired, fire tube boiler. It
is a low pressure, medium capacity boiler. The maximum capacity of cochran boiler is
about 4000 kg of steam per hour and the maximum pressure of steam produced is about
10 bat. It mainly consists of a cylindrical shell with hemispherical crown, fire box, grate,
combustion chamber, smoke box and chimney for connecting pressure gauge, water
gauge, safety valve, steam stop value, fusible plug.
The boiler is filled with water to the specified level using a feed pump. The feed
check valve permits the feed water to entire into the boiler, but does not allow water to
flow back. Coal is fed into the grate through the fire hole and burnt. Ash formed is
collected in the provided below the grate and is removed. The hot gases from the firebox
pass through the flue pipe to the combustion chamber. From the combustion chamber the
hot gases pass through the horizontal flue tubes to smoke box. The gases from the smoke
box are discharged to the atmosphere through the chimney. Smoke box is provided with a
door for cleaning the flue tubes and smoke box. The hot gases while passing through the
flue tubes transfer heat to the water which is already heated by the fire box. The water
gets converted into steam and accumulates in the steam space at the top of the shell. This
steam is taken to the steam supply pipe through the steam stop valve.
Working:
The fuel is burnt on the grate and ash is collected and disposed of from ash pit.
The gases of combustion produced by burning of fuel enter the combustion chamber
through the flue tube and strike against fire brick lining which directs them to pass
through number of horizontal tubes, being surrounded by water. After which the gases
escape to the atmosphere through smoke box and chimney.
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Construction:
Cochran boiler consists of a cylindrical shell with a dome shaped top where the
space is provided for steam. The furnace is one piece construction and is seamless. Its
crown has a hemispherical shape and thus provides maximum volume of space.
Characteristics:
1.
Vertical Boiler
2.
Multi tube Boiler
3.
straight tube Boiler
4.
low pressure Boiler
5.
Coal fired Boiler
6.
Single tube Boiler
7.
Natural draft Boiler
8.
Natural circulation Boiler
9.
Stationary Boiler
10.
internally fired Boiler
11.
Water tube Boiler
Advantages:
The minimum floor area is required.
Cost of construction is low.
It can be moved and stet up take it to different location.
Boiler has self contained furnace. No brick work setting is necessary.
Any type of flue can be used.
Disadvantages:
Steam raising capacity is less due to vertical design.
Difficult in cleaning and inspection due to vertical design.
The capacity and pressure are limited.
The boiler requires high head room.
Result:
Thus the construction, working and application of Cochran boiler was studied.
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18. BABCOCK-WILCOX BOILER

Exp. No. :
Date:
Aim:
To study about the construction, working and application of Babcock-Wilcox
boiler
Theory:
Evaporating the water at appropriate temperatures and pressures in boilers does
the generation of steam. A boiler is defined as a set of units, combined together
consisting of an apparatus for producing and recovering heat by igniting certain fuel,
together with arrangement for transferring heat so as to make it available to water, which
could be heated and vaporized to steam form. One of the important types of boilers is
Babcock-Wilcox boiler.
Observation:
In thermal powerhouses, Babcock Wilcox boilers do generation of steam in large
quantities.
The boiler consists essentially of three parts.
1. A number of inclined water tubes: They extend all over the furnace. Water circulates
through them and is heated.
2. A horizontal stream and water drum: Here steam separate from the water which is
kept circulating through the tubes and drum.
3. Combustion chambers: The whole of space where water tubes are laid is divided into
three separate chambers, connected to each other so that hot gases pass from one to the
other and give out heat in each chamber gradually. Thus the first chamber is the hottest
and the last one is at the lowest temperature. The Water tubes 76.2 to 109 mm in diameter
are connected with each other and with the drum by vertical passages at each end called
headers. Tubes are inclined in such a way that they slope down towards the back. The
rear header is called the down-take header and the front header is called the uptake
header has been represented in the fig as DC and VH respectively.
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Whole of the assembly of tubes is hung along with the drum in a room made of
masonry work, lined with fire bricks. This room is divided into three compartments A, B,
and C as shown in fig, so that first of all, the hot gases rise in A and go down in B, again
rises up in C, and then the led to the chimney through the smoke chamber C.
A mud collector M is attached to the rear and lowest point of the boiler into which the
sediment i.e. suspended impurities of water are collected due to gravity, during its
passage through the down take header.
Below the front uptake header is situated the grate of the furnace, either
automatically or manually fired depending upon the size of the boiler. The direction of
hot gases is maintained upwards by the baffles L. In the steam and water drum the steam
is separated from the water and the remaining water travels to the back end of the drum
and descends through the down take header where it is subjected to the action of fire of
which the temperature goes on increasing towards the uptake header. Then it enters the
drum where the separation occurs and similar process continuous further.
For the purpose of super heating the stream addition sets of tubes of U-shape
fixed horizontally, are fitted in the chamber between the water tubes and the drum. The
steam passes from the steam face of the drum downwards into the super heater entering at
its upper part, and spreads towards the bottom .Finally the steam enters the water box W,
at the bottom in a super heated condition from where it is taken out through the outlet
pipes.
The boiler is fitted with the usual mountings like main stop valve M, safety valve
S, and feed valve F, and pressure gauge P. Main stop valve is used to regulate flow of
steam from the boiler, to steam pipe or from one steam one steam pipe to other.
The function of safety valve is used to safe guard the boiler from the hazard of pressures
higher than the design value. They automatically discharge steam from the boiler if inside
pressure exceeds design-specified limit.
Feed check valve is used to control the supply of water to the boiler and to
prevent the escaping of water from boiler due to high pressure inside. Pressure gauge is
an instrument, which record the inside pressure of the boiler.
When steam is raised from a cold boiler, an arrangement is provided for flooding
the super heater. By this arrangement the super heater is filled with the water up to the
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level. Any steam is formed while the super heater is flooded is delivered to the drum
ultimately when it is raised to the working pressure. Now the water is drained off from
the super heater through the cock provided for this purpose, and then steam is let in for
super heating purposes.
Result:
Thus the construction, working and application of Babcock Wilcox boiler was
studied.
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19. LANCASHIRE BOILER

Exp. No. :
Date:
Aim:
To study about the construction, working and application of Lancashire boiler.
Theory:
Evaporating the water at appropriate temperatures and pressures in boilers does

the generation of system. A boiler is defined as a set of units, combined together
consisting of an apparatus for producing and recovering heat by igniting certain fuel,
together with arrangement for transferring heat so as to make it available to water, which
could be heated and vaporized to steam form. One of the important types of boilers is
Lancashire boiler.
Observation:
Lancashire boiler has two large diameter tubes called flues, through which the hot
gases pass. The water filled in the main shell is heated from within around the flues and
also from bottom and sides of the shell, with the help of other masonry ducts constructed
in the boiler as described below.
The main boiler shell is of about 1.85 to 2.75 m in diameter and about 8 m long.
Two large tubes of 75 to 105 cm diameter pass from end to end through this shell. These
are called flues. Each flue is proved with a fire door and a grate on the front end. The
shell is placed in a placed in a masonry structure which forms the external flues through
which, also, hot gases pass and thus the boiler shell also forms a part of the heating
surface.
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SS is the boiler shell enclosing the main flue tubes. SF are the side flues running
along the length of the shell and BF is the bottom flue. Side and bottom flues are the
ducts, which are provided in masonry itself. The draught in this boiler is produced by
chimney. The hot gases starting from the grate travel all along the flues tubes; and thus
transmits heat through the surface of the flues. On reaching at the back end of the boiler
they go down through a passage, they heat water through the lower portion of the main
water shell. On reaching again at front end they bifurcate to the side flues and travel in
the forward direction till finally they reach in the smoke chamber from where they pass
onto chimney. During passage through the side flues also they provide heat to the water
through a part of the main shell. Thus it will be seen that sufficient amount of area is
provided as heating surface by the flue tubes and by a large portion of the shell operating
the dampers L placed at the exit of the flues may regulate the flow of the gases. Suitable
firebricks line the flues. The boiler is equipped with suitable firebricks line the flues. The
boiler is equipped with suitable mountings and accessories.
There is a special advantage possessed by such types of boilers. The products of
combustion are carried through the bottom flues only after they have passed through the
main flue tubes, hence the hottest portion does not lie in the bottom of the boiler, where
the sediment contained in water as impurities is likely to fall. Therefore there are less
chances of unduly heating the plates at the bottom due to these sediments.
Result:
Thus the construction, working and application of Lancashire boiler was studied.
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20. La Mont boiler

Exp. No. :
Date:
Aim: To study about the construction, working advantages and disadvantages of La

Mont boiler
Construction: La Mont boiler is vertical boiler. It has two types of evaporator namely convective
evaporator and radiant evaporator. Radiant evaporator are mounted as near as
possible to the combustion chamber. The economizer is also used in La Mont boiler
to heat the feed water from flue gases. This heated water passed to evaporating drum.
At the top of the boiler air preheater is installed to heat the air which is required for
combustion in combustion chamber.
Working: The feed water from hot well is supplied to a storage and separating drum through
the economizer. The most of the sensible heat is supplied to the feed water passing
through the economizer. A centrifugal pump circulates the water equal to 8 to 10
times the weight of steam evaporated. This water is circulated through the evaporator
tubes and part of the water evaporated is separated in the separator drum. The large
quantity of water circulated prevents the tubes from being overheated.
The centrifugal pump delivers the feed water to the headers at pressure of 2.5
bars above the drum pressure. The distribution header distributes the water through
the nozzle into the evaporator. The steam separated in the boiler is further passed
through the superheater and then supplied to the turbine.
The air drawn by the blower is preheated in the air preheater by the flue gases
before these are discharged through the chimney. The heated air from air preheater is
supplied to the combustion chamber and it improves the combustion efficiency.
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Advantages:-
1. The boiler can generate steam up to a pressure of 150 bars and the generation
rate of steam ranges from 30000 to 45000 kg per hour.
2. Starting of Lamont boiler is quick.
Disadvantages:-
1. Bubbles are formed at the inner face of heating tube. Because of which it
reduces the heat transfer rate.
Result:
Thus the construction, working advantages and disadvantages of La Mont boiler
was studied.
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21. Benson boiler

Exp. No. :
Date:
Aim: To study about the construction, working advantages and disadvantages of

Benson boiler.
Construction: Benson boiler is also vertical boiler. It has two types of evaporators viz.
Convective evaporator and radiant evaporator. Radiant evaporator are mounted as
near as possible to the combustion chamber. The economizer is also used in Benson
boiler to heat the feed water from flue gases. This heated water passed to evaporating
drum. At the top of the boiler air preheater is installed to heat the air which is required
for combustion in combustion chamber.
Working: The main difficulty of Lamont boiler is the formation of bubbles at the
inner side of heating tubes which reduces the heat flow and steam generation as it
offers high thermal resistance than water film. Benson argued in 1922 that if the
boiler pressure was raised to critical pressure (225 bars) the steam and water have the
sane density and therefore the danger of bubble formation can be easily eliminated.
The arrangement of boiler is as shown below. The water as passed through
the economizer into the radiant evaporator where most of the water is converted into
the steam. The remaining water is evaporated in the convective evaporator absorbing
the heat from hot gases by convection. The saturated high pressure steam (at 225 bar)
is further passed through the super heater as shown.
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Advantages:1. As the generation of steam is carried out in the evaporating tubes at pressure
higher than critical pressure it doesnt require any evaporating drum.
2. The boiler can be started in short time in 10 to 15 minutes only.
3. Benson boiler is lighter in weight with high generation rate of steam.
4. Due to absence of the evaporating drum the total weight is 20% less than other
boilers.
5. The superheater of the Benson boiler is the integral part of forced circulation
system therefore no special starting arrangement for superheater is required.
6. The cost of the boiler is reduces as there is no evaporating drum.
7. Bubble formation is eliminated in Benson boiler which is critical problem in
Lamont boiler.
Disadvantages:1. The evaporation process will leave small deposits during conversion of water
into steam due to which it requires frequent cleaning. To obviate this problem,
the water softening plant is require.
2. Tubes are likely to be overheated in case of water flow is insufficient.
Result:
Thus the construction, working advantages and disadvantages of Benson boiler
was studied.
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ME6412
22. Loeffler boiler

Exp. No. :
Date:
Aim: To study about the construction, working and advantages of Loeffler boiler.
Construction: -
Components in Loeffler boiler are air pre heater, evaporating drum radiant
and convective evaporator feed pump etc. in Loeffler boiler H.P. and L.P. boilers are
added with steam circulating pump. The economizer is used to heat the incoming
water from feed pump. Steam circulating pump draws superheated steam from
evaporating drum.
Working: The major difficulty in Lamont boiler is the deposition of salt and
sediment on the inner surface of the water tubes. This difficulty was solved in
Loeffler boiler by preventing the flow of water into the boiler tubes. Most of the
steam is generated outside from the feed water using part of the superheated steam
coming out from the boiler. The arrangement is shown in the following diagram.
The pressure feed pump draws the water through the economizer and
delivers it into the evaporator drum as shown. About 35% f the steam coming out
from the superheater is supplied to the H.P. steam turbine. The steam coming out
from H.P. turbine is passed through reheater before supplying to L.P. turbine. The
amount of heat generated in the evaporator drum is equal to the steam tapped (65%)
from the superheater. The nozzles which distribute the superheated steam throughout
the water into the evaporator drum are of special design and avoid priming and noise.
This boiler can carry higher salts concentration than any other type.
117
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118
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Advantages:1. Loeffler boiler can carry higher salt concentration than any other type of
boiler.
2. Since evaporating tubes of Loeffler boiler carries only superheated steam
there is no salt deposition so it is suitable for marine applications.
3. Boiler is compact in design.
Result:
Thus the construction, working and advantages of Loeffler boiler was studied.
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23. Schmidth-Hartmann boiler

Exp. No. :
Date:
Aim: To study about the construction, working, disadvantages and advantages of

Schmidth-Hartmann boiler.
Construction: Schmidth-Hartmann boiler consists of air preheater to heat the
surrounding air which is required for combustion chamber. It also consist steam
drum, superheater, and feed pump. Feed water preheater, primary separator is also
used in this boiler. In Schmidth-Hartmann boiler there are two circuits one uses
distilled water and other uses impure water.
Working: The Schmidth-Hartmann boiler is different from other boiler because in
this boiler distilled water is used for generation of the high pressure steam which is
recalculated without any wastage in the circuit. This high pressure steam is utilized
for generation of low pressure steam from impure water.
Distilled water from water drum enters into the primary evaporating tubes
by natural circulation. Steam at 95-100 bar pressure is generated in the evaporating
tubes with the help of hot flue gases circulated over the tubes from combustion
chamber. This steam enters via primary separator into the tubes submerged in impure
water of the evaporator or steam drum. The exchange of heat between high pressure
steam and impure water allows the water to be converted into steam at a pressure of
55-60 bar which is further passed into superheater for superheating purposes. The
superheated stem is finally supplied to the steam turbine. The condensate of high
pressure steam collected from the drum passes through the feed water preheater
where it heat the low pressure feed water up to its saturation temperature. The low
pressure (L.P.) feed water is pumped into preheater with the help of feed pump.
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ME6412
Advantages:1. It can use impure water for generation of steam.

2. As it can use impure water there is no requirement of water softening plant
ultimately reduces cost.
3. Any deposits in the evaporator drum due to impure water can easily brushed
off by removing the submerged tube from the drum or by blowing off the
water.
4. Wide fluctuations of load are easily taken by this boiler without undue
priming or abnormal increase in the primary pressure due to high thermal and
water capacity of the boiler.
Disadvantages:1. Due to deposits in the evaporator drum because of impure water plant has
to stop frequently for cleaning.
2. Evaporating drum is used which increase the bulkiness of plant with cost.
Result:
Thus the construction, working, disadvantages and advantages of SchmidthHartmann boiler was studied.
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24.Velox boiler
Exp. No. :
Date:
Aim: To study about the construction, working, disadvantages and advantages of Velox
boiler.
Construction: In Velox boiler pressurized combustion is used so axial flow compressor
is used which is ran by gas turbine. The combustion chamber and evaporating tubes
are arranged in such a way that the hot products from combustion chamber are
directly passed to annulus of evaporating tubes. Steam separator is arranged
tangential to evaporating tubes. Hot flue gases are used for running gas turbine, for
economizer, and for superheater.
Working: As we know heat transfer rate is much higher in sonic velocity than that of
the subsonic velocity. Same concept is utilized in the design of Velox boiler in order
to reduce the surface area hence the size of evaporating tubes.
The salient feature of the Velox boiler is pressurized combustion. Air
drawn from surroundings by axial flow compressor is compressed up to 2.5 to 3 bar
pressure. Compressed air at above sonic velocity and the fuel are injected into the
vertical combustion chamber. The hot products of combustion at high velocity are
passed into the annulus of the concentric evaporating tubes. These hot gases transfer
heat to feed water flowing inside the concentric evaporative tubes. Hot gases
circulated about 10 to 20 times that of feed water circulation. The wet steam
generated in the evaporative tubes is passed to a steam separator in tangential
direction. It forms the vortex in the separator and due to centrifugal action moisture
content of steam is separated. This separated water is pumped back into feed water
line. The dry steam separated is passed through the superheater tubes where it is
superheated with the help of hot flue gases collected from evaporating tubes.
122
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The hot gases discharged from the superheater are expanded in gas
turbine. The power developed by the turbine is used to drive the compressor. The exhaust
of the gas turbine is used to heat the feed water in the economizer before these are
discharged to the surroundings through the chimney.
Advantages:1. Velox boiler is compact.
2. Very high combustion rates are possible as 35 to 45 million kJ per cu. m. of
combustion chamber volume.
3. Low excess air is required as the pressurized air is used and the problem of
draught is simplified.
Disadvantages:1. It can only operate on liquid or gaseous fuels.
Result:
Thus the construction, working, disadvantages and advantages of Velox boiler
was studied.
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25. Supercharged boiler

Exp. No. :
Date:
Aim: To study about the construction, working, disadvantages and advantages

of supercharged boiler.
Construction: In supercharged boiler there are two feed pumps one for feed water and
one for boiler drum. Gas turbine supplied the used flue gases to economizer to heat
the feed water. This gas turbine also run compressor. Compressor supplies
compressed air to combustion chamber.
Working: Combustion in supercharged boiler carried by pressurized combustion

process at 5-6 bars. The heated feed water from economizer and also from boiler
drum are mixed and supplied to the evaporating tubes where it is converted into wet
steam and further heating is carried out in evaporating tube and the steam is
discharged in the boiler drum. Almost dry steam from the drum is superheated in the
superheater before it is supplied to the steam turbine. The high pressure exhaust gases
from the boiler are used to run a gas turbine. The power developed by gas turbine is
used turbine is used to run the compressor and other auxiliaries. Turbine exhaust
gases are used to heat the feed water in the economizer and finally these are
exhausted to surrounding through the chimney.
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ME6412
Advantages:-
1. The heat transfer surface required is hardly 30 to 25% of the heat transfer
surface of a conventional boiler due to very high overall heat transfer
coefficient.
2. A supercharged boiler of 150 tons/hr. generating capacity can be brought to
full steam pressure within 25 minutes.
3. These boilers are constructed to generate steam up to 2 lakh kg/hr. up to a
pressure of 180 bars.
Disadvantages:1. The only disadvantage of this boiler is tightness of high pressure gas passage
is essential.
Result:
Thus the construction, working, disadvantages and advantages of supercharged
boiler was studied.
126

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THERMAL ENGINEERING LABORATORY I 2015

1. VALVE TIMING DIAGRAM OF FOUR STROKE

Theory and Description :

PREPARED BY C. BIBIN, AP/MECH, RMKCET

THERMAL ENGINEERING LABORATORY I 2015

PREPARED BY C. BIBIN, AP/MECH, RMKCET

THERMAL ENGINEERING LABORATORY I 2015

PREPARED BY C. BIBIN, AP/MECH, RMKCET

THERMAL ENGINEERING LABORATORY I 2015

Crank angle displacement

Position of crank w.r.to

PREPARED BY C. BIBIN, AP/MECH, RMKCET

THERMAL ENGINEERING LABORATORY I 2015

PREPARED BY C. BIBIN, AP/MECH, RMKCET

THERMAL ENGINEERING LABORATORY I 2015

Duration of suction stroke

Duration of compression stroke

Duration of expansion stroke

Duration of exhaust stroke

PREPARED BY C. BIBIN, AP/MECH, RMKCET

THERMAL ENGINEERING LABORATORY I 2015

2. VALVE TIMING DIAGRAM OF FOUR STROKE

Theory and Description :

PREPARED BY C. BIBIN, AP/MECH, RMKCET

THERMAL ENGINEERING LABORATORY I 2015

PREPARED BY C. BIBIN, AP/MECH, RMKCET

THERMAL ENGINEERING LABORATORY I 2015

Exhaust valve opening and closing :

Fuel valve opening and closing:

PREPARED BY C. BIBIN, AP/MECH, RMKCET

THERMAL ENGINEERING LABORATORY I 2015

Crank angle displacement

Position of crank w.r.to

PREPARED BY C. BIBIN, AP/MECH, RMKCET

THERMAL ENGINEERING LABORATORY I 2015

PREPARED BY C. BIBIN, AP/MECH, RMKCET

THERMAL ENGINEERING LABORATORY I 2015

Duration of suction stroke

Duration of compression stroke

Duration of expansion stroke

Duration of exhaust stroke

Duration of valve overlap

PREPARED BY C. BIBIN, AP/MECH, RMKCET

THERMAL ENGINEERING LABORATORY I 2015

3. port TIMING DIAGRAM OF two STROKE

1. Two stroke petrol engine

Theory and Description :

PREPARED BY C. BIBIN, AP/MECH, RMKCET

THERMAL ENGINEERING LABORATORY I 2015

PREPARED BY C. BIBIN, AP/MECH, RMKCET

THERMAL ENGINEERING LABORATORY I 2015

Crank angle displacement

Position of crank w.r.to

PREPARED BY C. BIBIN, AP/MECH, RMKCET

THERMAL ENGINEERING LABORATORY I 2015

1. Remove the ports cover and identify the three ports.

PREPARED BY C. BIBIN, AP/MECH, RMKCET

THERMAL ENGINEERING LABORATORY I 2015

PREPARED BY C. BIBIN, AP/MECH, RMKCET

THERMAL ENGINEERING LABORATORY I 2015

PREPARED BY C. BIBIN, AP/MECH, RMKCET

THERMAL ENGINEERING LABORATORY I 2015