AT6711

STUDY OF HYDRAULIC, ELECTRICAL AND EDDY CURRENT
DYNAMOMETERS
Ex.No:
Date:
AIM:
To study about the construction and working principle of different types of dynamometers.
INTRODUCTION:
Dynamometers are used to measure torque and power over the engine
operating ranges of speed and load. They do this by using various methods to absorb the
energy output of the engine, all of which eventually end up as heat. Some dynamometers
absorb energy in a mechanical friction brake (prony brake).
TYPES OF DYNAMOMETERS:
a) Absorption Type:
They measure and absorb the power output of engine to which they coupled.
b) Transmission Type
Other Types:
1.
2.
3.
4.
5.
6.
7.
Engine dynamometer
Chassis dynamometer
Prony brake
Rope brake
Hydraulic dynamometer
Eddy current dynamometer
Fan dynamometer
EDDY CURRENT DYNAMOMETER

Eddy-current brake dynamometers are ideal for applications requiring high
speeds and also when operating in the middle to high power range. Eddy-current
brakes provide increasing torque as the speed increases, reaching peak torque at rated
speed. The dynamometers have low inertia as a result of small rotor diameter. Brake
cooling is provided by a water circulation system, which passes inside the stator to
dissipate heat generated by the braking power.
The water cooling in this dynamometer provides high continuous power ratings
(max.140KW).The eddy current brake dynamometers have accuracy ratings of 0.3%
to 0.5% full scale, depending on size and system configuration. Additional options
include: high-speed version, speed pick-up, mechanical rotor blocking device and
vertical mounting.
Figure1.1 Cross section of eddy current dynamometer

REGULATED COOLER AND HEAT EXCHANGER:
Eddy-current and power dynamometer brakes are cooled by a water circuit.
The water/air exchanger allows the energy of the closed-loop cooling circuit to
dissipate. The circulation pump works permanently in order to maintain the
temperature of the water in the tank.
The temperature detector permanently measures and displays the
temperature of the water at the output in order to regulate it. In an effort to reduce
the noise level, the regulator has two fan speeds that can be used depending on the
demand for cooling.
An alarm triggers if the water temperature exceeds pre-determined values. The
dynamometer controller switches off the power to the dynamometer brake when it
reaches the alarm threshold
HYDRAULIC DYNAMOMETER
Hydraulic dynamometer shown in figure, works on the principle of dissipating
the power in fluid friction rather than in dry friction.
In principle its construction is similar to that of a fluid flywheel.
It consists of an inner rotating member impeller coupled to the output shaft

of the engine. This impeller rotates in a casing filled with fluid.
This outer casing, due to the centrifugal force developed, tends to revolve
with the impeller, but is resisted by a torque arm supporting the balance
weight.
Figure1.2 Cross section of hydraulic dynamometer
Thefrictionalforcesbetweentheimpellerandthefluidaremeasuredbythespringbalancefittedonthecasing.
The heat developed due to dissipation of power is carried away by a

continuous supply of the working fluid, usually water.
The output can be controlled by regulating the sluice gates which can be
moved in and out to partially or wholly obstruct the flow of water between
impeller, and the casing.
ELECTRIC DYNAMOMETER
DC Dynamometer
Fundamentally, a DC dynamometer is a DC motor aka DC machine. For the
purpose of engine testing, a DC machines convened in to dynamometer by simply
mounting it for the measurement of torque.
DC dynamometer is a machine to test the mechanical power of the unit
under testing. A standard DC dynamometer comprises of a DC motor, a gearbox, a
rotational speed sensor, a base frame, and an in-line torque sensor, for example,
HBM torque testing ring, which is connected to the machine using the flange joint.
It also comprises of a control unit of the DC dynamometer. The working principle
is to convert the DC from the DC generator into the AC through the DC convert
system.
Figure 1.3 Cross section of DC dynamometer

The electrical dynamometer like DC machine fundamentally is a
generator.Itcanchangetestingunit'smechanicalenergytoelectricity.Asmentionedabove, the DC
dynamometer consists of DC motor, armature, excitation's control unit, load circuit, and torque
and speed measuring sensors.
Advantages
Motor sand absorbs
Fast response
Air cooled (no water required)
Line regenerative.
Disadvantages
High cost(dynamometer and power amplifier)
High inertia
Requires high amperage electrical smite
AC DYNAMOMETER
An AC dynamometer is simply AC motor or AC machine mounted in turn on for the
ease of measurement of torque. Both AC and DC machines can be directly coupled to test
specimen under testing with the help of transmission-type torque transducer.
Figure1.4 Cross section of an AC dynamometer
APPLICATIONS OF DYNAMOMETER:
Some of the applications of a dynamometer are:
1. A dynamometer can be used to simulate the operating conditions of a motor application.
2. The motors response to torque loading or speed change commands under load can be
studied and recorded.
3. A motors suitability for a particular application can be determined.
4. Dynamometers can be used in motor repair or rewind shops to test for the effectiveness
of repair.
5. Motor control research Production line testing.
RESULT:
Thus the construction and working principle of different types of dynamometers were studied
10
VALVE TIMING DIAGRAM OF FOUR STOKE DIESEL ENGINE

Ex No:
Date:
AIM:
To draw the valve timing diagram of the given four stroke cycle diesel engine.
APPARATUS REQUIRED:
1.
2.
3.
4.
Four stroke cycle diesel engine

Measuring tape
Chalk
Piece of paper
Theory and Description:

The diagram which shows the position of crank of four stroke cycle 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 bottom of the cylinder is called Bottom Dead Centre
[BDC].IN the case of horizontal engine, this is known as Outer Dead Centre [ODC]. The
position
of the piston at the top of the cylinder is called Top Dead Centre [TDC].In case
of horizontal engine this is known as Inner Dead Centre [TDC]. In case of horizontal engine
this is known asinner dead centre [IDC]
In an ideal engine, the inlet valve opens at TDC and closes at BDC. The exhaust valve opens at
BDC and closes at TDC. The fuel is injected into the cylinder when the piston is at TDC and at
the end of compression stroke but in actual practice it will differ.
Inlet Valve opening and closing:
In an actual engine, the inlet valve begins to open 5 to 20 before the piston reaches the
TDC during the end of 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 atmospheric pressure. To avoid this inlet valve is kept open for 25 to
40after 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 exhaust valve is opens at 35 to 45 before BDC and closes at
10 to 20 after the TCC. It is clear from the diagram, for certain period both inlet valve and
exhaust valve remains in open condition. The 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.
11
12
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 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 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 Diesel engine was drawn.
13
14
PORT TIMING DIAGRAM OF TWO STROKE CYCLE PERTROL ENGINE

Ex. No:
Date:
AIM:
To draw the port timing diagram of given two stroke cycle petrol engine.
APPARATUS REQUIRED:
1. Two stroke petrol engine
2. Measuring tape
3. Chalk
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 centre[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.
The transfer port is opened when the piston is moved 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 and closing are measured
with respect to the BDC.
PROCEDURE:
1. Remove the ports cover and identify the three ports.
2. Mark the TDC and BDC position of 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 piston
15
16
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 flywheel and measure the distance from TDC
5. When piston moves from TDC to BDC observe when the bottom edge of the 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 TDC.
6. When the piston moves from TDC to BDC, observe, when the top edge of the piston just
un cover 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 on the
flywheel and measure the distance from BDC.
Note:
1.
2.
3.
The inlet port opening distance and closing distance from TDC are equal.
The exhaust port opening distance and closing distance from BDC are equal.
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.
17
18
PERFORMANCE AND EMISSION TEST ON TWO WHEELER

SI ENGINE
Ex.No:
Date:
AIM:
To conduct a performance and emission test on a two wheeler spark ignition engine.
SPECIFICATIONS:
Make
:HONDA
Engine type
: 4stroke
BHP
:3BHP
Compression ratio
:10.9
Number of cylinders
:1
Type of ignition
: Spark ignition.
Method of loading
: Eddy current dynamometer
Method of starting
: Manual cranking
Method of cooling
:Air cooling.
APPARATUS REQUIRED:
1. Digitaltemperatureindicatortomeasuredifferenttemperaturessensedbyrespectiv
ethermocouples.
2. Digital RPM indicator to measure the speed of the engine.
3. Manometer to measure the quantity of air drawn into the engine cylinder.
4. Burette to measure the rate of fuel consumed.
5. Gas analyzer to measure the exhaust gas pollution levels.
6. Smoke meter to measure the intensity of smoke.
PROCEDURE:
1.
Connect the panel instrumentation input power line to a230V50kzsinglephase power

source.
2.
Fill gasoline fuel into the fuel tank mounted on the panel frame.
3.
Check the lubricating oil in the engine sump with the help of dip stick provided.
19
TABULATION:
Time
S.NO
Load
Speed
Emissionlevels
Taken For
Manometer
10cc Fuel
Reading
CO
Consumption
FRICTIONPOWER(FP)
SL.NO
SFC
in
Kg/kw
hr
TFC
In
Kg / hr
Brake
power
in
KW
Indicated
power
in
KW
20
CO2
HC
NOX
SMOKE
KW(from graph)
Brake
thermal
efficiency
in
%
Indicated
thermal
efficiency
in
%
Mechanical
efficiency
in
%
4.
Open the fuel cock provided under the fuel tank and ensures that no air is trapped in the
fuel line connecting fuel tank engine.
5.
As certain proper flow of water to engine and colorimeter through rotameter.
6.
Crank the engine slowly, with the help of handle provided and as certain proper flow of
fuel of fuel into the pump and intern through the nozzle into the engine cylinder.
7.
Load the engine by varying the amps in the eddy current dynamometer panel
8.
Record the following parameters indicated on the panel instruments on each load step.
a) Speed of the engine from RPM indicator.
b) Rate of fuel from burette.
c) Quantity of air sucked into the engine cylinder from manometer.
9.
TemperaturesTC1toTC3fromthetemperatureindicatorbyturningtheselectorswitchtorespecti
veposition.
10.
Record the following gas emission levels by inserting the emission testing probe of five
gas analyzer.
a) Carbon monoxide
b) Carbon dioxide
c) nitrogen oxides
d) un burned Hydrocarbon
11.
Record the intensity of smoke by inserting the sampling tube of smoke meter into the
engine exhaust.
12.
To stop the engine after the experiment is over push/pull the governor lever towards the
engine cranking side.
13.
With the above parameters recorded at each step load the valves are calculated for
obtaining the efficiency.
FORMULA USED:
Brake Power BP in kW =
volt x amp
Total fuel consumption TFC = (10/t ) X (0.85 / 1000) in kg/s

Specific Fuel Consumption SFC in= ( T F C / B P ) 3600 kg/kW h
Indicated PowerIP in kW=BP+FP
Brake thermal efficiency = BP*100/ (TFC*CV)
Indicated thermal efficiency = IP*100/ (TFC*CV)
Mechanical efficiency =BP*100 /*IP
21
22
GRAPH:
The following graphs has to be drawn
1.
2.
3.
4.
5.
B.P Vs TFC
B.P Vs SFC
B.P Vs mech
B.P Vs B.T
B.P Vs I.T
RESULT:
Thus the performance and emission characteristics of given two wheeler engine were studied
and same has been drawn in graph
23
24
PERFORMANCE AND EMISSION TEST ON AUTOMOTIVE MULTI-CYLINDER

SI ENGINE
Ex.No:
Date:
AIM:
To conduct a performance and emission test on the multi-cylinder four stroke water
cooled SI engine.
SPECIFICATIONS:
Make
Type
BHP
Compression ratio
Orifice diameter
Type of ignition
Method of loading
Method of starting
Method of cooling
: ISUZU
: 4stroke
: 75HP
: 10.3
: 26mm
: Spark ignition.
: Rope brake dynamometer
: Starter motor.
: Water cooled.
APPARATUS REQUIRED:
1. Digital temperature indicator to measure different temperatures sensed by respective
thermocouples.
PROCEDURE:
1.
Connect the panel instrumentation input power line to a230V50kz singlephase power
source.
2.
Fill gasoline fuel into the fuel tank mounted on the panel frame.
25
TABULATION:
TIME
S.N
O
LOAD SPEED
EMISSIONLEVELS
TAKEN FOR
MANOMETER
10CC FUEL
READING
CO
CONSUMPTION
FRICTIONPOWER(FP)
SL.NO
SFC
in
Kg/kw
hr
TFC
In
Kg / hr
Brake
power
in
KW
Indicated
power
in
KW
26
CO2
HC
NOX
SMOKE
KW(fromgraph)
Brake
thermal
efficiency
in
%
Indicated
thermal
efficiency
in
%
Mechanical
efficiency
in
%
3.
4.
fuel line connecting fuel tank engine.
5.
6.
7.
8.
9.
TemperaturesTC1toTC3fromthetemperatureindicatorbyturningtheselectorswitchtorespecti
veposition.
10.
gas analyzer.
d) Carbon monoxide
e) Carbon dioxide
f) nitrogen oxides
a) un burned Hydrocarbon
11.
engine exhaust
12.
Vary the loads and take more readings.
13.
Stop the engine after the experiment is over.
14.
With the above parameters recorded at each step load, the valves are calculated for
FORMULA USED:
Brake Power BP in kW =
2NT /60

Indicated Power IP in kW=BP+FP
Mechanical efficiency BP*100 /*IP
27
28
GRAPH:
1.
2.
3.
4.
5.
B.P Vs TFC
B.P Vs SFC
B.P Vs mech
B.P Vs B.T
B.P Vs I.T
RESULT:
Thus the performance and emission characteristics of given engine were studied and
same has been drawn in graph
29
30
PERFORMANCE AND EMISSION TEST ON AUTOMOTIVE

MULTI-CYLINDER CI ENGINE
Ex No:
Date:
AIM:
To conduct a performance and emission test on the multi-cylinder four stroke water
cooled CI engine.
SPECIFICATIONS:
Make
Type
BHP
No of cylinders
Compression ratio
Type of ignition
Method of loading
Method of starting
Method of cooling
: Kirlosker
: 4 stroke
: 48HP
:4
: 17.9
: Compression ignition.
: Manual cranking
: Water cooled.
APPARATUS REQUIRED:
1. Digital temperature indicator to measure different temperatures sensed by respective
thermocouples.
PROCEDURE:
1.
2.
3.
4.
Connect the panel instrumentation input power line to a230V50kz singlephase power
source.
Fill gasoline fuel into the fuel tank mounted on the panel frame
fuel line connecting fuel tank engine
31
TABULATION:
TIME
S.N
O
LOAD SPEED
EMISSIONLEVELS
TAKEN FOR
MANOMETER
10CC FUEL
READING
CO
CONSUMPTION
FRICTIONPOWER(FP)
SL.NO
SFC
in
Kg/kw
hr
TFC
In
Kg / hr
Brake
power
in
KW
Indicated
power
in
KW
32
CO2
HC
NOX
SMOKE
KW(fromgraph)
Brake
thermal
efficiency
in
%
Indicated
thermal
efficiency
in
%
Mechanical
efficiency
in
%
5.
6.
7.
8.
9.
TemperaturesTC1toTC3from the temperature indicators by turning the selector switch to

respective position.
10.
gas
analyzer.
d) Carbon monoxide
e) Carbon dioxide
f) nitrogen oxides
g) un burned Hydrocarbon
11.
engine exhaust
12.
Vary the loads and take more readings.
13.
Stop the engine after the experiment is over.
14.
With the above parameters recorded at each step load, the valves are calculated for
FORMULA USED:
Brake Power
BP in kW =
2NT/60

Indicated Power IP in kW=BP+FP
Mechanical efficiency BP*100 /*IP
33
34
GRAPH:
1.
2.
3.
4.
5.
B.P Vs TFC
B.P Vs SFC
B.P Vs mech
B.P Vs B.T
B.P Vs I.T
RESULT:
Thus the performance and emission characteristics of given engine were studied and same
has been drawn in graph
35
36
RETARDATION TEST
Ex.No:
Date:
AIM
To conduct the retardation test on an engine to determine the frictional power of the
engine.
SPECIFICATIONS:
Make
Type
BHP
No of cylinders
Compression ratio
Type of ignition
Method of loading
Method of starting
Method of cooling
: Kirlosker
: 4 stroke
: 48HP
:1
: 18.6
: Manual cranking
: Water cooled.
APPARATUSREQUIRED:
Single cylinder diesel engine.
Tachometer.
Stopwatch.
FORMULA USED:
1=2(N1N2)/T1x60
Where,
T1=Time taken in sec.
N1= Load speed.
N2= half of rated speed.
I2= MR2.
I1= I22/(1-2)
2=0.19mm
DESCRIPTION:
Checkthefollowinglubricatingairandincrankcaseandalsothediesellevelinthefueltank.
Insert the supply cooling water to engine.
37
OBSERVATION:
Drop in
Time taken for fall in
speed
speed at no load (t2)
in rpm
Seconds
38
Time taken for

fall of speed at
50% load t3 in
Seconds
See that engine is on at no load while starting.
Use the decomposition lever while starting the engine by hard cranking.
Note down the reading only achieving steady condition.
PROCEDURE:
1. Start the engine by hand cranking with DC compressor level processing the exhaust value.
2. Take out head crank; recast the decompression lever pickup the speed.
Allowtheenginereturnatnoloadforabout2to3minuteupendactionsteadystateconditionatratteds
peed
3. Adjust the rate of cooling water.
4. By pulling the control ever cut off the diesel supply to engine simultaneously start the stop
watch.
5. Record the time for crankshaft speed reduces of half the rated speed and note down time.
6. Repeat the experiment for 40%, 60% of loads tabulated the observations.
CALCULATION
Torque->moment of inertia X angular acceleration.
Let W be angular velocity and dw/dt be the angular acceleration.
T=t.dw/dt
T=MK^2xdw/dt
t=MK^2.
dw=T/(MK^2dt).
Now integrating between W1and W2for time t1and t2.

W2-W1=T/MK^2(T2-T1)
Let, if T be the frictional torque and TA be the load torque .At no load torque is frictional
torque at load the torque is Tl and Tf.
W0-W1=T/
The angular velocity
W0 is that at say 100rpm the time for same range as load
W0-W1=T/K^2(t3-0)
(Tf+Tl)(t3)=Tf x t2
t2/t3=(Tl+Tf)/Tf=1+Tl/T
fTl/Tf=t2/t3-1=t239
40
t3/t3Tf=Tlx(t3/t2-t3)
Tl is the load torque which can be measured from loading t2 and t3 are observed values from
the above Tf can be calculated and there by frictional power can be calculated.
RESULT:
Thus the retardation test on given IC Engine were conducted and the FP was determined.
FP = _________KW.
41
42
HEAT BALANCE TEST ON AUTOMOTIVE MULTI-CYLINDER

SI ENGINE
Ex.No:
Date:
AIM:
To conduct a heat balance test for the four stroke SI engine and to draw the heat
balance sheet.
SPECIFICATIONS:
Make
: ISUZU
Type
: 4stroke
BHP
Compression ratio
: 75HP
: 10.3
No of cylinders
Orifice diameter
Type of ignition
Method of loading
Method of starting
Method of cooling
:4
: 26mm
: Spark ignition.
: Starter motor.
: Water cooled.
APPARATUS REQUIRED:
1. Digital
temperature
respective
indicator
to
measure
different
temperatures
sensed
by
thermocouples.

5. Stop Watch
A heat balance sheet is an account of heat supplied and heat utilized in various ways in
the system. Necessary information concerning the performance of the engine is obtained
from the heat balance sheet. The heat balance sheet is generally done on second basis or
minute basis or hour basis.
The engine should equip with suitable loading arrangement to measure the brake power of
the engine. Provisions are also made to measure the amount of air intake. Amount of fuel
consumed, temperature of cooling water at inlet and outlet of the engine amount of cooling
water circulated and temperature of exhaust gases.
43
44
The heat supplied to the engine is only in the form of fuel heat and is equal to.
Qs
= mf x C.V
Where,
mf = mass of fuel used in kg/min
C.V = Calorific value of fuel in KJ /kg
The various ways in which the heat is utilized are

1. Heat equivalent to brake power of the engine.
2. Heat carried away by the cooling water
3. Heat carried away by the exhaust gases
4. Unaccounted heat losses.
FORMULAE USED:
Heat equivalent to B.P:
The brake power in KW is converted into KJ/min
QB.P = B.P x 60 = _________ KJ/min
Heat carried away by the cooling water: (Qw)
Qw = mw x Cpw(Two Twi ) in KJ/min
Where,
mw = mass of cooling water circulated in kg/min
Cpw
= Specific heat of cooling water = 4.186 KJ/kg K
Twi
= Temperature of cooling water at inlet in C
Two = Temperature of cooling water at outlet of the engine in C
Heat carried away by the exhaust gases: (Qg)
Qg
= mg Cpg (Tg TR )
mg
= mass of the exhaust gases in kg/min (mg= ma+ mf )
ma
= mass of air consumed in kg/min
mf
= mass of fuel consumed in kg/min (TFC)
Cpg
= Specific heat of exhaust gases = 1.005 KJ/kg K
Tg
= Temperature of exhaust gases in C
TR
= Room temperature in C
ma
= a x A ox Cd x 2gha
ha
= ( w x hw) / a in m
hw
= manometer reading in m
Ao
= (do2/4) do= dia of orifice meter in m
Cd
= 0.64
a
= Density of air =1.145 Kg/m3
Unaccounted heat losses :
Qun
= Qs - (QB.P + Qw + Qg ) in KJ / min
45
46
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)
Time taken for collection of 5 lit or 10 lit of cooling water
vii)
Room temperature and temperature of exhaust gases
RESULT:
The test was conducted on the given IC engine and the heat balance sheet was
prepared for the particular load.
Heat Balance Sheet:
S No
Credits
Particulars
KJ/min
Qs
QBP
Qw
Qg
Qun
Debits
%
Total
47
KJ/min
48
HEAT BALANCE TEST ON AUTOMOTIVE MULTI-CYLINDER

CI ENGINE
Ex.No:
Date:
AIM:
To conduct a heat balance test for the four stroke CI engine and to draw the heat
balance sheet.
SPECIFICATIONS:
Make
Type
BHP
No of cylinders
Compression ratio
Type of ignition
Method of loading
Method of starting
Method of cooling
: Kirlosker
: 4 stroke
: 48HP
:4
: 17.9
: Manual cranking
: Water cooled.
APPARATUS REQUIRED:
1.
2.
3.
4.
5.
Digital temperature indicator to measure different temperatures sensed by

respective thermocouples.
Digital RPM indicator to measure the speed of the engine.
Manometer to measure the quantity of air drawn into the engine cylinder.
Burette to measure the rate of fuel consumed.
Stop watch

A heat balance sheet is an account of heat supplied and heat utilized in various ways in
the system. Necessary information concerning the performance of the engine is obtained from the
heat balance sheet. The heat balance sheet is generally done on second basis or minute basis or
hour basis.
The engine should equip with suitable loading arrangement to measure the brake power
of the engine. Provisions are also made to measure the amount of air intake. Amount of fuel
consumed, temperature of cooling water at inlet and outlet of the engine amount of cooling
water circulated and temperature of exhaust gases.
49
50
The heat supplied to the engine is only in the form of fuel heat and is equal to.
Qs = mf x C.V
Where,
mf = mass of fuel used in kg/min
C.V = Calorific value of fuel in KJ /kg
The various ways in which the heat is utilized are
1. Heat equivalent to brake power of the engine.
2. Heat carried away by the cooling water
3. Heat carried away by the exhaust gases
4. Unaccounted heat losses.
FORMULAE USED:
Heat equivalent to B.P:
The brake power in KW is converted into KJ/min
QB.P = B.P x 60 = _________ KJ/min
Heat carried away by the cooling water: (Qw)
Qw = mw x Cpw(Two Twi ) in KJ/min
Where,
mw = mass of cooling water circulated in kg/min
Cpw
= Specific heat of cooling water = 4.186 KJ/kg K
Twi
= Temperature of cooling water at inlet in C
Two = Temperature of cooling water at outlet of the engine in C
Heat carried away by the exhaust gases: (Qg)
Qg
= mg Cpg (Tg TR )
mg
= mass of the exhaust gases in kg/min (mg= ma+ mf )
ma
= mass of air consumed in kg/min
mf
= mass of fuel consumed in kg/min (TFC)
Cpg
= Specific heat of exhaust gases = 1.005 KJ/kg K
Tg
= Temperature of exhaust gases in C
TR
= Room temperature in C
ma
= a x A ox Cd x 2gha
ha
= ( w x hw) / a in m
hw
= manometer reading in m
Ao
= (do2/4) do= dia of orifice meter in m
Cd
= 0.64
a
= Density of air =1.145 Kg/m3
Unaccounted heat losses :
Qun
= Qs - (QB.P + Qw + Qg ) in KJ / min
51
52
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)
Time taken for collection of 5 lit or 10 lit of cooling water
vii)
Room temperature and temperature of exhaust gases
RESULT:
The test was conducted on the given IC engine and the heat balance sheet was
prepared for the particular load.
Heat Balance Sheet:
S No
Credits
Particulars
KJ/min
Qs
QBP
Qw
Qg
Qun
Debits
%
Total
53
KJ/min
54
MORSE TEST ON MULTI 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.
SPECIFICATIONS:
Make
Type
BHP
Compression ratio
No of cylinders
Orifice diameter
Type of ignition
Method of loading
Method of starting
Method of cooling
: ISUZU
: 4stroke
: 75HP
: 10.3
:4
: 26mm
: Spark ignition.
: Starter motor.
: Water cooled.
APPARATUS REQUIRED:
1.
2.
3.
4.
Multi cylinder petrol engine with ignition cut off arrangement

Loading arrangements
Stop watch
Tachometer

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.
Definitions:
Break power: (BP)
The useful power available at the crank shaft of the engine is called brake power
of the engine. The brake power of the engine are determined by
1. Rope brake dynamometer.
T = W Re
W = net load
Re = effective radius of the brake drum
55
Observation and Tabulation:

Brake power B.P =........... KW
Rated Speed N =...........Rpm
Type of loading : =...........
Radius of brake drum : R =........... m
Radius of Rope r = =........... m
Number of cylinders = 4
Load
S No
Conditions
W1
kg
All cylinders are

working
First
cylinder
was cut off and
remaining are in
working
Second cylinder
was cut off and
remaining are in
working
Third cylinder
was cut off and
remaining are in
working
Fourth cylinder
was cut off and
remaining are in
working
Speed
W1 W2 Net load Rpm
kg
W in N
W2
kg
Note: The speed should be same for all readings
56
BP
KW
2. Prony brake dynamometer

T = WL
W = Load
L = Distance at which the load is applied
3. Hydraulic dynamometer
B.P = WN
C
W = Load
N = Speed in RPM
C = Dynamometer constant
Indicated power: (IP)
The power actually developed inside the engine cylinder due to the combustion of the
fuel are called indicated power .
IP = FP + BP ; FP = Frictional power
Frictional power (FP)
The power loss due to friction between the moving parts is called as frictional power.
Mechanical efficiency: (mech)
It is defined as the ratio of Brake power to indicated power.
Mech
B.P x 100
I.P
PROCEDURE:
1. From the name plate details, determine the maximum load that can be given to the engine
For example: B.P = 12.5 kw , N = 2000 rpm
B.P =
T =
T =
_2NT__
60 x 1000
60 x 1000 x 12.5 = 59.68 N-m
2 x 2000
W.Re Say Re = 0.4m
... W = T = 59.68 =149.2N
Re
0.4
~
150 N
Maximum load that can be given to the engine was 75%

w = 75 x
100
Max net load = 112.5
10
150 = 112.5N
11.25kg
57
58
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 four cylinders are in working conditions and cut off the 2 nd , 3rd and 4th
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.
59
60
P- AND P-V DIAGRAMS FOR IC ENGINE WITH PIEZO-ELECTRIC PICK UP,

CHARGE AMPLIFIER, ANGLE ENCODER AND PC
Ex.No:
Date:
AIM:
To generate the p- and p-v diagrams for the various operating conditions of an engine
with the help of combustion analyzer setup.
SPECIFICATIONS:
Make
Type
BHP
Compression ratio
No of cylinders
Orifice diameter
Type of ignition
Method of loading
Method of starting
Method of cooling
: ISUZU
: 4stroke
: 75HP
: 10.3
:4
: 26mm
: Spark ignition.
: Starter motor.
: Water cooled.
APPARATUS REQUIRED:
1. Combustion analyzer setup with piezo electric pickup, charge amplifier, angle encoder,
pressure sensor and PC.
PROCEDURE:
1. Connect the pressure sensor, crank angle encoder, charge amplifier with the combustion
analyzer.
2. Turn on the PC and check the connections with engine.
3. Run the combustion software and set the engine input parameters.
4. Check the cooling water circulation in the pressure sensor, if the sensor is water cooled
type.
5. Connect the panel instrumentation input power line to a 230v 50 Hz single phase power
source.
6. Fill diesel fuel into the fuel tank mounted on the panel frame.
7. Turn on the cooling water circulation if the engine is water cooling type.
8. Check the lubricating oil in the engine sump with the help of dipstick provided.
9. Open the fuel cock provided under the fuel tank and ensures that no air is trapped in the
fuel line connecting fuel tank and engine.
10. Compress the engine by decompression lever provided on the top of the engine head (lift
the lever for decompression).
11. Crank the engine slowly with the help of handle provided, and ascertain proper flow of
fuel into the pump and in turn through the nozzle into the engine cylinder.
61
62
12. New load the engine by placing the necessary deadweights on the weighing hanger, to
load the engine in steps of , , and full loads. Allow the engine to stabilize on every
load change.
13. Run the combustion software and save the combustion graphs.
14. Change the load and take another reading.
15. To stop the engine after the experiment is over push (pull the governor lever towards the
engine cranking side).
16. Turn off the PC after completion of the experiment.
GRAPH:
The following graphs has been drawn between
(i)
The crank angle () and Pressure (P) developed in the engine.
(ii)
Pressure(P) and Volume (V) of the cylinder using PC systems
RESULT:
Thus the P and P V diagram of an engine has been studied and same has been
plotted in the graph with the help of PC systems.
63
64
EXPERIMENTS BEYOND SYLLABUS
65
66
RETARDATION TESTON TWO WHEELER SI ENGINE

Ex.No:
Date:
AIM
To conduct the retardation test on an engine to determine the frictional power of the
engine.
SPECIFICATIONS:
Make
:HONDA
Engine type
: 4stroke
BHP
:3BHP
Compression ratio
:10.9
Number of cylinders
:1
Type of ignition
: Spark ignition.
Method of loading
: Eddy current dynamometer
Method of starting
: Manual cranking
Method of cooling
:Air cooling.
APPARATUSREQUIRED:
Single cylinder diesel engine.
Tachometer.
Stopwatch.
FORMULA USED:
1=2(N1N2)/T1x60
Where,
T1=Time taken in sec.
N1= Load speed.
N2= half of rated speed.
I2= MR2.
I1= I22/(1-2)
2=0.19mm
DESCRIPTION:
Checkthefollowinglubricatingairandincrankcaseandalsothediesellevelinthefueltank.
Insert the supply cooling water to engine.

67
OBSERVATION:
Drop in
Time taken for fall in
speed
speed at no load (t2)
in rpm
Seconds
68
Time taken for

fall of speed at
50% load t3 in
Seconds
See that engine is on at no load while starting.
Use the decomposition lever while starting the engine by hard cranking.
Note down the reading only achieving steady condition.
PROCEDURE:
7. Start the engine by hand cranking with DC compressor level processing the exhaust value.
8. Take out head crank; recast the decompression lever pickup the speed.
Allowtheenginereturnatnoloadforabout2to3minuteupendactionsteadystateconditionatratteds
peed
9. Adjust the rate of cooling water.
10. By pulling the control ever cut off the diesel supply to engine simultaneously start the stop
watch.
11. Record the time for crankshaft speed reduces of half the rated speed and note down time.
12. Repeat the experiment for 40%, 60% of loads tabulated the observations.
CALCULATION
Torque->moment of inertia X angular acceleration.
Let W be angular velocity and dw/dt be the angular acceleration.
T=t.dw/dt
T=MK^2xdw/dt
t=MK^2.
dw=T/(MK^2dt).
Now integrating between W1and W2for time t1and t2.

W2-W1=T/MK^2(T2-T1)
Let, if T be the frictional torque and TA be the load torque .At no load torque is frictional
torque at load the torque is Tl and Tf.
W0-W1=T/
The angular velocity
W0 is that at say 100rpm the time for same range as load
W0-W1=T/K^2(t3-0)
(Tf+Tl)(t3)=Tf x t2
t2/t3=(Tl+Tf)/Tf=1+Tl/T
fTl/Tf=t2/t3-1=t2-
69
70
t3/t3Tf=Tlx(t3/t2-t3)
Tl is the load torque which can be measured from loading t2 and t3 are observed values from
the above Tf can be calculated and there by frictional power can be calculated.
RESULT:
Thus the retardation test on given IC Engine were conducted and the FP was determined.
FP = _________KW.
71
72
STUDY OF EMISSION MEASURING INSTRUMENTS

Ex.No:
Date:
AIM:
To study abount the working principles of different types of measuring instuments and
gas analyzers.
INTRODUCTION:
The emission regulations specify the type, principle of operation used and generic
construction of the exhaust gas analyzers which can be employed for emission certification of
vehicles and engines. The type of analyzers used for measurement of different exhaust gas
constituents.
CO, CO2
HC
NOx
---- NDIR (Non-dispersive infrared)

---- FID (Flame Ionization detector)
---- CLD (Chemiluminescence detector)
NDIR ANALYZERS
Beer-Lambert's Law is used for operation of NDIR analyzers by measuring the degree of
absorption of infrared (IR) radiations when they pass through a column of gas. The fraction of
incident radiations
absorbed is given by,
I/I0=(1 ek c d )
where
I= Radiation energy absorbed
I0 = Incident radiation energy
k = characteristic absorption constant for the gas, m2 /g mol
c = concentration of the gas, g mol/m3
d = length of the gas column, m
As the absorption of IR radiations is measured only in a narrow range of wavelengths (not the
entire range of wavelength of IR radiations) which has specifically a high absorbance for the
particular gas, the technique is called as Non-dispersive infra-red'. For example carbon
monoxide has a strong absorbance in the wavelength band of 4.5-5 m.
The analyzer measures differential in absorption of energy from two columns of gas; (i) the gas to
be analyzed in the sample cell' and (ii) a gas of fixed composition like N2 contained in the
reference cell which is free of the gas of interest and relatively non-absorbing in the infrared
region.
The infrared beam from a single source is usually split into two beams of the same intensity, one
each for the sample and reference cells. The detector is divided in two compartments separated by
a flexible diaphragm; one section
receives transmitted IR energy from the sample cell and the other from the reference cell.
The detector is filled with the gas of interest, so that the energy transmitted to the detector is fully
absorbed.
The flexible diaphragm of the detector senses the differential pressure between the two sections
of the detector caused by the difference in the amount of transmitted IR energy absorbed.
73
Schematic of an NDIR analyzer for measurement of

CO and CO2 concentration.
74
The deflection in the diaphragm is used to generate an electrical signal that determines the
concentration of the gaseous species of interest. A rotating interrupter in the path of IR beam is
put to generate AC signal output that can be amplified.
NDIR analyzers enable accurate measurements of CO and CO2 in the exhaust gases.
NDIR instruments are seldom used for measurement of hydrocarbons except in the garage type
analyzers as the IR the IR wavelength range that is specific to the saturated hydrocarbons and
vice versa. absorbance to different hydrocarbons varies substantially.
The unsaturated hydrocarbons are primarily responsible for photochemical smog but they do not
have an adequate absorption in Sensitivity and response of NDIR to the exhaust HC is typically
only half of the probable true value. NO absorbs only weekly in the infrared region. Moreover,
CO, CO2 and water vapours interfere seriously; hence NDIR analyzers are also not used for NO
measurement.
FLAME IONIZATION DETECTOR (FID)
Pure hydrogen-air flames are practically ion-free but on introduction of even little amount of
hydrocarbons the flame causes considerable ionization and becomes electrically conducting. The
ionization current is proportional to the number of carbon atoms present in the hydrocarbon
molecules.
Thus, FID is effectively a carbon atom counter e.g., one molecule of propane generates three
times the response generated by one molecule of methane.
The measurement of HC by FID is expressed as parts per million of methane i.e. as ppmC 1 i.e.,
ppm of hydrocarbon containing equivalent of one carbon atom. The HC concentration is
commonly written as ppmC. HC concentration measured as ppm propane (C3 ) is to be multiplied
by a factor of 3 to convert it to ppmC.
All classes of hydrocarbons i.e., paraffin, olefins, aromatics, etc. show practically the same
response to FID. Oxygenates, e.g. aldehydes and alcohols however, have a somewhat lower
response.
FID essentially consists of a hydrogen-air burner and an ion collector assembly as shown in Fig.
Sample gas is introduced with hydrogen in the burner assembly and the mixture is burned in a
diffusion flame.
An electric potential is applied between the collector plates that makes the ionization current to
flow and generate signal proportional to HC concentration in the sample gas. This current is
amplified and the output signal is measured.
A well-designed burner will generate ionization current that is linearly proportion to hydrocarbon
content over a dynamic range of almost 1 to 10 6
The commercial FID analyzers have the most sensitive range set at about 0-50 ppmC and the
maximum range reaching 0-100,000 ppmC.
Hydrogen is mixed with helium in ratio of 40:60 to decrease flame temperature that increases
flame stability.
The FID analyzer is calibrated with propane or methane mixtures in nitrogen. For the
measurement of hydrocarbons in diesel exhaust, sampling line and FID are heated to a
temperature of 191 11C to minimize condensation of heavy hydrocarbons present in the diesel
exhaust in the sampling system.
75
FID for HC measurement.
76
Presently, the emission standards are specified in terms of non-methane hydrocarbons. Methane
content of HC emissions is determined by one of the following methods:
Gas chromatographic (GC) method or
Non-methane cutter (NMC) method
In the GC method, sample is injected into GC column which separates the sample into two parts:
(i) CH 4 -air-CO, and
ii) NMHC CO2 H2O.
A molecular sieve column separates methane from air and CO before passing it to FID.
Thus methane content is measured that is deducted from the total hydrocarbon content.
In the NMC method, all hydrocarbons except CH4 are oxidized to CO CO2 and water on a
catalyst, so that when the gas sample is passed through NMC only CH4 is detected by HFID.
The NMC cutter is calibrated for catalytic effect on CH4 and higher hydrocarbon (ethane)
mixtures in presence of water vapours with values typical of exhaust gas at or above 600 K.
The sample can be alternatively passed through NMC or bypasses the NMC. In this manner, the
total HC and methane alone present in the exhaust gas sample are determined
NO and ozone (O3 ) react a small fraction (about 10% at 26.7 C) of excited NO2* molecules is
produced as per the following reactions:
As the excited molecules of NO2. * decay to ground state, light in the wavelength region 0.6-3.0
m is emitted. The quantity of excited NO2 produced is fixed at a given reaction temperature and
the intensity of light produced during decay of excited NO2. is proportional to the concentration of
NO in the sample.
A schematic diagram of the chemiluminescence NOxanalyzer is shown in Fig
The sample containing NO flows to a reactor where it reacts with ozone produced from oxygen in
ozonator' .In the reactor NO is converted to NO2. A photomultiplier tube detects the light emitted
by the excited NO2.
The signal is then amplified and fed to recorder or indicating equipment. For the measurement of
nitrogen oxides (NOx ), NO2in the sample is first converted to NO by heating in a NO2. - to-NO
converter prior to its introduction into the reactor.
At 315 C, about 90 percent of NO2 is converted to NO2.The total concentration of NOx in the
sample is thus, measured as NO. When the sample is introduced in the reactor bypassing the NO2
- to- NO converter, concentration of NO alone is determined.
The difference between the two measurements provides the concentration of NO2in the sample.
The response of the instrument is linear with NO concentration. The technique is very sensitive
and can detect up to 10-3 ppm of NOx.
The output signal is proportional to the product of sample flow rate and NO concentration. As the
method is flow ensitive an accurate flow control is necessary. The calibration and operation are
done at the same flow rate and reactor temperature.
77
Schematic and flow diagram of a c hemiluminescence NOx

analyzer.
Schematic of a sampling type light

extinction smokemeter
78
SMOKE METERS
In the filtration type smokemeters like Bosch smokemeter a fixed volume of the exhaust
gas is drawn through a white filter paper of specified quality. The density of smoke stain obtained
on the filter paper is evaluated using a reflectance meter which gives the measure of smoke
density of diesel exhaust gas.
Now, mostly light extinction/absorption smokemeters based on Beer-Lambert Law are used. The
light extinction type smokemeters are more commonly called as opacimeters' as these provide a
more realistic measurement of the visible smoke emissions from diesel engines.
Both the sampling type and full flow type opacimeters are in use. The construction requirements,
installation and operational details of opacimeters are described in the relevant international
standards. A sampling type smokemeter is shown schematically in Fig.
An incandescent lamp with a colour temperature in the range of 2 800 K to 3 250 K or a green
light emitting diode (LED) with a spectral peak between 550 nm and 570 nm is used as light
source.
The transmitted light is received on a photocell or a photo diode (with filter if necessary). When
the light source is an incandescent lamp, the receiver should have maximum response in the range
550 nm to 570 nm wavelength as is for the human eye.
When light from a source is transmitted through a certain path length of the exhaust gas, smoke
opacity is the fraction of light that is absorbed in the exhaust gas column and does not reach the
light detector of smoke meter. The absolute smoke density is given by the absorption coefficient,
ks which has units of m -1 and is given by:
where L is length of smoke column in meter through which light from the source is made to pass,
I0 isthe intensity of incident light, I is the transmitted light falling on the smokemeter receiver.
In the full flow type smokemetersm, the light source and detector are placed directly across the
exhaust gas stream usually at the end of exhaust pipe. In this case, path length of smoke
measurement varies with the cross sectional size of the exhaust gas stream or tail pipe. Hence,
conversion charts of the measured value to the absolute smoke density, ks for different exhaust
pipe diameter or path lengths are made available for the full flow smoke meters.
CONSTANT VOLUME SAMPLER (CVS)
When emissions are to be measured from a vehicle being run on a driving cycle sampling
of the representative gas is very critical. Constant Volume Sampling (CVS) is used in European,
US and other tests to make it possible that a representative sample of the exhaust gas is withdrawn
for measurement of the gaseous emissions.
A Constant Volume Sampling (CVS) system is shown schematically in Fig. In the CVS system;
The entire exhaust gas from the vehicle is diluted with the filtered room air. An air to exhaust
gas dilution ratio of about 10:1 is used. The dilution with air lowers partial pressure of unburned
hydrocarbons and water, and prevents their condensation in the sampling line.
The diluted exhaust gas is drawn by a constant volume pump system employing either a positive
displacement pump (PDP) or a critical flow venturi (CFV) and a blower. A PDP capacity of about
79
Constant volume sampling (CVS) unit using critical flow

venturi (CFV-CVS ) for measurement of mass of the exhaust
emission.
80
10 to 12 m3/min of air flow provides sufficient dilution for most passenger cars The volume flow
rate of the diluted exhaust (exhaust gas + air) is maintained constant throughout the test.
Before the diluted exhaust gas enters the CFV or PDP, its temperature is controlled within the
5 C of the average gas temperature during the test by a heat exchanger.
From the diluted gas a small sample is continuously withdrawn and collected in evacuated Teflon
bags. This process integrates the concentration of the pollutants over the entire driving schedule.
A small part of the dilution air is sampled simultaneously and collected in a separate bag to
correct for any background concentration of pollutant present in the dilution air.
The sample bags are analyzed after the test is completed.
The mass of individual pollutants is determined from its measured concentration in the sample
bag, its density and the total volume flow rate of the diluted exhaust during the test through CVS.
PARTICULATE EMISSION MEASUREMENT
For measurement of particulate emissions, the gas is diluted with air in a dilution tunnel
and, a sample is continuously collected from the diluted gas and filtered to collect particulate
matter. The mass of the collected PM is measured to determine specific PM emissions in terms of
g/km or g/kWh.
The dilution tunnels are of two types
Partial flow, and
Full flow dilution tunnel
PARTIAL FLOW DILUTION TUNNEL

In the partial-flow system, only a small part of the exhaust stream is diluted. To withdraw
a true
representative of the exhaust gas the following systems have been developed;
Isokinetic sampling systems
Flow controlled systems with concentration measurement, and
Flow controlled systems with flow measurement
In an isokinetic system, the gas velocity in the sampling tube which leads the sampled exhaust
gas to dilution tunnel is kept same in magnitude as the velocity of the bulk exhaust gas stream. In
this way, an undisturbed and uniform exhaust gas sample flow at the inlet of sampling probe is
obtained. An isokinetic system is shown schematically in Fig. Raw exhaust gas is transferred
from the exhaust pipe to the dilution tunnel (DT) through isokinetic sampling probe (ISP) and the
transfer tube.
The differential pressure of the exhaust gas between exhaust pipe and inlet to the probe is
measured with a pressure transducer.
The signal is fed to a flow controller that controls the suction blower and, a differential pressure
of zero at the tip of probe is maintained. Under these conditions, exhaust gas velocities in the
exhaust pipe and probe are identical and the flow through isokinetic probe is a constant fraction
of the exhaust flow. The sampling rate can be obtained by the ratio of cross sectional areas of
probe and the exhaust pipe. The dilution airflow rate is measured with the flow meter.
81
Partial flow dilution systems with

isokinetic sampling probe.
Full flow dilution tunnels for measurement of

particulate emissions
82
The dilution ratio is calculated from the dilution air flow rate and exhaust sample to total exhaust
flow ratio.
FULL FLOW DILUTION TUNNEL
In the full flow system, entire exhaust of the engine/vehicle is diluted with the filtered room air.
The full flow system is quite large in size and expensive. A full-flow double dilution tunnel is
shown schematically in Fig.
For small engines/vehicles only the primary dilution tunnel is used. For the large engines to
provide the desired dilution ratio, the gas is diluted again in the secondary dilution tunnel.
The sample is withdrawn for measurements from the secondary dilution tunnel in the large
engines. The dilution ratio is maintained around 10:1.
The temperature of the diluted exhaust gases at the primary filter is maintained at 325 K or less
by a heat exchanger. The flow rate of diluted gas is kept constant during the test by a CVS system.
After thorough mixing of exhaust and air in the dilution tunnel, a constant flow rate sample is
extracted that is filtered through a Teflon coated glass fibre filter.
The mass of particulate is determined by weighing the particulate mass collected on the filter.
A reference filter is used to determine the particulate mass in the dilution air for correction of PM
measurement for the background PM.
The filter papers are conditioned before and after filtration to prevent condensation of any
moisture or deposition of foreign particulate matter from atmosphere.
With the full flow dilution tunnel and CVS system, gaseous pollutants are also measured
simultaneously with particulates
RESULT:
Thus the working principles of different types of emission measuring instruments were studied
83

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STUDY OF HYDRAULIC, ELECTRICAL AND EDDY CURRENT

EDDY CURRENT DYNAMOMETER

Figure1.1 Cross section of eddy current dynamometer

In principle its construction is similar to that of a fluid flywheel.

It consists of an inner rotating member impeller coupled to the output shaft

Figure1.2 Cross section of hydraulic dynamometer

The heat developed due to dissipation of power is carried away by a

Figure 1.3 Cross section of DC dynamometer

Figure1.4 Cross section of an AC dynamometer

VALVE TIMING DIAGRAM OF FOUR STOKE DIESEL ENGINE

Four stroke cycle diesel engine

Theory and Description:

PORT TIMING DIAGRAM OF TWO STROKE CYCLE PERTROL ENGINE

PERFORMANCE AND EMISSION TEST ON TWO WHEELER

: Eddy current dynamometer

Connect the panel instrumentation input power line to a230V50kzsinglephase power

As certain proper flow of water to engine and colorimeter through rotameter.

Total fuel consumption TFC = (10/t ) X (0.85 / 1000) in kg/s

PERFORMANCE AND EMISSION TEST ON AUTOMOTIVE MULTI-CYLINDER

As certain proper flow of water to engine and colorimeter through rotameter.

Vary the loads and take more readings.

Stop the engine after the experiment is over.

Total fuel consumption TFC = (10/t ) X (0.85 / 1000) in kg/s

PERFORMANCE AND EMISSION TEST ON AUTOMOTIVE

As certain proper flow of water to engine and colorimeter through rotameter.

TemperaturesTC1toTC3from the temperature indicators by turning the selector switch to

Vary the loads and take more readings.

Stop the engine after the experiment is over.

Total fuel consumption TFC = (10/t ) X (0.85 / 1000) in kg/s

Single cylinder diesel engine.

Insert the supply cooling water to engine.

Time taken for fall in

speed at no load (t2)

Time taken for

See that engine is on at no load while starting.

Note down the reading only achieving steady condition.

Now integrating between W1and W2for time t1and t2.

HEAT BALANCE TEST ON AUTOMOTIVE MULTI-CYLINDER

2. Digital RPM indicator to measure the speed of the engine.

The various ways in which the heat is utilized are

HEAT BALANCE TEST ON AUTOMOTIVE MULTI-CYLINDER

Digital temperature indicator to measure different temperatures sensed by

Theory and Description:

MORSE TEST ON MULTI CYLINDER PETROL ENGINE

Multi cylinder petrol engine with ignition cut off arrangement

Theory and Description:

Observation and Tabulation:

All cylinders are

Note: The speed should be same for all readings

2. Prony brake dynamometer

Maximum load that can be given to the engine was 75%

P- AND P-V DIAGRAMS FOR IC ENGINE WITH PIEZO-ELECTRIC PICK UP,

The crank angle () and Pressure (P) developed in the engine.

Pressure(P) and Volume (V) of the cylinder using PC systems

EXPERIMENTS BEYOND SYLLABUS

RETARDATION TESTON TWO WHEELER SI ENGINE

: Eddy current dynamometer

Single cylinder diesel engine.

Insert the supply cooling water to engine.

Time taken for fall in

speed at no load (t2)

Time taken for

See that engine is on at no load while starting.