1

LABORATORY MANUAL

I.C.ENGINES
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LIST OF EXPERIMENTS

Sr. Name of Experiments Page Remark

No. No
1 To perform a constant speed-variable load test on single 3-6
cylinder Four-stroke diesel engine test rig and draw engine
performance curves: (i) LOAD,FC, BMEP, BSFC, Vs BP
(ii) Volumetric efficiency, Brake thermal efficiency,
Mechanical efficiency Vs BP
2 To prepare heat balance sheet on single cylinder 4-stroke 7-10
diesel engine
3 To determine Volumetric efficiency and Isothermal 11-14
efficiency of an air compressor

4 To Study the different types of CARBURETORS 15-

5 To perform a constant speed-variable load test on 3- cylinder 16-19
Four-stroke petrol engine test rig and draw engine
performance curves: (i) LOAD,FC, BMEP, BSFC, Vs BP
(ii) Volumetric efficiency, Brake thermal efficiency,
Mechanical efficiency Vs BP
6 To determine frictional power by Morse- test 20-
7 Assignment No.-1
8 Assignment No.-2
9 Assignment No.-3
10 Class Test-1
11 Class Test-2
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EXPERIMENT NO:- 01
AIM: - To perform a constant speed-variable load test on single cylinder Four-stroke diesel
engine test rig and draw engine performance curves: (i) LOAD,FC, BMEP, BSFC, Vs BP (ii)
Volumetric efficiency, Brake thermal efficiency, Mechanical efficiency Vs BP

APPARATUS USED:- Four-Stroke Single cylinder (constant speed) Diesel Engine Test rig.

INTRODUCTION:- Diesel engine is a compression ignition engine. The vast majority of

modern heavy road vehicles like trucks and buses, ships, long distance trains, large scale portable
generators and most forms and mining vehicles have diesel engine. For some application,
engines are required to run at constant speed. For example, electric generators must operate at
fixed speed in order to maintain fixed voltage out puts at variable loads

ENGINE TEST RIG SPECIFICATION:-

Engine: Kirloskar Model TV1, Type single cylinder, 4-stroke Diesel, water cooled, power 5.2
kw (7 BHP) at 1500 rpm, stroke 110 mm, bore 87.5 mm, compression ratio 17.5 : 1 capacity
661cc

Dynamometer: Type eddy current dynamometer arm length 185 mm

Orifice (for air flow measurement): Orifice dia 20 mm, coefficient of discharge 0.6

Fuel (diesel): Calorific value 42000 kJ/kg, density 830 kg/m3

PROCEDURE:-

Check the fuel supply and lubrication oil.

Ensure cooling water circulation for eddy current dynamometer, engine and calorimeter
Start set up and run the engine at no load for rotating 4-5 minutes
The testing is carried out at a constant .The governor of the engine will adjust the engine
speed (rpm) to nearly the rated rpm of the engine.
Gradually increase the load on the engine by rotating dynamometer loading unit.
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Wait for steady state (for approximate 3 minutes) and collect the reading as per
observation table
Gradually increase the load

FORMULAE USED:-

1. Brake torque, T = 9.81 W R Nm

Where W is load (kg) R is dynamometer arm length (0.185)
2. Brake power, BP = 2 N T/60000 KW
Where N is rpm and T is torque in Nm
3. Fuel consumption ( FC), mf = 10 ml fuel is 3600/ t kg/h
Where fuel is fuel density in kg/m , t time taken in sec for 10 ml fuel flow.
3

2 g hw w
4. Air flow rate, ma = Cd /4 d2 a 3600 kg/h
a
Where Cd is coefficient of discharge for orifice , d is dia of orifice, hw is manometer
deflection, w density of water, a density of air.
Water density is approximately 1000 kg/m3 and Air density assuming at ambient temp
300c
1.0132 105
a = = 1.17 kg/m3
287 (273+30)

( )
5. Volumetric efficiency, v =

100 %
a


Where Vs is swept volume ( D2 L ) of each cylinder in , D and L are bore and
4
stroke respectively, N is rpm, n =2 for 4-s engine and k is number of cylinders
6. Air-Fuel ratio, A/F = ma / mf
7. Friction power, FP: A graph connecting fuel flow rate (Y-axis) and brake power (X-
axis) at constant speed is drawn and is extrapolated on the negative axis of brake power.
The intercept of negative axis is taken as Friction power of engine at that speed. This
method is known as Willans line method.
8. Indicated power, IP = BP + FP
60
9. Brake mean effective pressure, BMEP = bar
100

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mf (kg/h)
10. Brake specific fuel consumption, BSFC= kg/kwh
()

mf (kg/h)
11. Indicated specific fuel consumption, ISFC = kg/kwh
()

3600 100
12. Brake thermal efficiency, bth = kg kJ %
mf ( ) CV ( )
h kg

3600 100
13. Indicated thermal efficiency, ith = kg kJ %
mf ( ) CV ( )
h kg

14. Mechanical efficiency, mech = 100

OBSERVATION TABLE:-

Speed Load Manometer deflection Fuel flow

(RPM) (kg) (mm) (sec/10ml)

CALCULATION:-

RESULT TABLE:-

Air Fuel BP BMEP BSFC B.Th IP Mech. Vol. A/F

Flow Flow (kw) (bar) (kg/kwh) Eff. (kw) Eff. Eff. ratio
(kg/h) (kg/h) (%) (%) (%)
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GRAPHS:-

LOAD Vs BP
FC Vs BP
BMEP Vs BP
BSFC Vs speed
Vol. Efficiency Vs BP
Brake thermal efficiency the Vs BP
Mechanical efficiency Vs BP
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EXPERIMENT NO:- 02

AIM:- To prepare heat balance sheet on single cylinder 4-stroke diesel engine
APPRATUS USED:- Four-Stroke Single cylinder (constant speed) Diesel Engine Test rig.

INTRODUCTION:- The thermal energy produced by combustion of fuel in an engine is not

completely utilized for the production of mechanical power. The thermal efficiency of an I.C.
engine is about 33% of available heat energy in the fuel, about 1/3 is lost through exhaust
system, 1/3 is absorbed and dissipated by cooling system. It is the purpose of heat balance sheet
to know hest 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 distribution

Heat energy available from fuel burnt.

Heat energy equivalent to output brake power.
Heat energy Lost to engine cooling water.
Heat energy carried out by exhaust gases
Uncounted heat energy loss

PROCEDURE:-

Before starting the engine check the fuel supply, lubrication of oil and availability of
cooling water
Set a dynamometer to zero load and run the engine till it attained working temp and
steady state condition.
Note down the fuel consumption rate, engine cooling water flow rate, inlet and out let
temp of engine cooling water, exhaust gases floe rate , air flow rate, air inlet temp.
Set a dynamometer to 20% full load till it attain steady state condition. Note down the
fuel consumption rate, engine cooling water flow rate, inlet and out let temp of engine
cooling water, exhaust gases floe rate , air flow rate, air inlet temp.
Repeat the procedure at 40%, 60% 80% of full load at constant speed.
Disengage the dynamometer and stop the engine
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Do the necessary calculation and draw the heat balance sheet

ENGINE SPECIFICATION:-

Engine rpm, N = 1500

No of cylinder = Single

Cylinder diameter, = 88 mm

Stroke length, = 110 mm

Dynamometer arm length. = 185 mm

Calorific value of fuel, C.V. = 42000 kJ/kg

Specific heat of water, Cpw = 4.187 kJ/kgk

Specific heat of exhaust gases, Cpg = 2.2 kJ/kgk

Gas constant, R = 0.287

Ambient temperature, ta = 300c

Atmospheric pressure, pa = 1.01325 bar

Orifice diameter, d = 20 mm

Coefficient of discharge Cd = 0.6

Density of fuel (diesel), f = 810 to 910 kg/m3

Density of water, w = 1000 kg/m3

FORMULAE USED:-

Heat balance:

Heat supplied by fuel, Qf = mf CV kJ/h

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Heat equivalent to useful work, Qbp = BP 3600 kJ/h

Qbp (%) = Qbp 100 / Qf
Heat carried away by engine jacket cooling water, Qw = mew Cpw (T2 T1) kJ/h
Qw (%) = Qw 100 / Qf
Heat carried away by exhaust gases, Qg = (mf + ma ) Cpg (T4 Tamb) kJ/h
Qg (%) = Qg 100 / Qf
Where, mew is engine jacket cooling water flow rate (kg/h), Cpw & Cpg are specific heat of
water and exhaust gases (kJ/kgK) respectively, specific heat of water is 4.186 kJ/kgK,
Water mass floe rate (kg/h) is volume flow rate of water (LPH) multiplied by density
(1000 kg/m3 or 1 kg/lph)
Specific heat of exhaust gases can be obtained from heat balance in calorimeter,

mcw Cpw (T2 T1)

Cpg =(mf + ma ) (T4 T5 )
Where, mcw is calorimeter cooling water flow rate ( kJ/h )
T1= water inlet temp. (common to both engine jacket and calorimeter)
T2 = engine jacket water outlet temp.
T3 = calorimeter water outlet temp.
T4 = calorimeter exhaust gas inlet temp.
T5 = calorimeter exhaust gas outlet temp.
Heat loss due to radiation and unaccounted, Qru = Qf Qbp Qw Qg

OBSERVATION TABLE:-

Speed Load Mano Time Jacket Calori Water Water Cal Ex.temp Ex. Temp
rpm kg Deflecti For Water Meter In 0c out water engine calorimeter
on 10ml LPH LPH 0 out 0 0
T1 c c c
mm 0
T2 c T4 T5
T3
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RESULT TABLE:- Heat balance sheet

Cpg of Heat equi Heat by Heat by Heat

Ex gas Qw KW Qg KW Qru KW of work Jacket Exhaust unaccounted
kJ/kgK Cooling gas
Qbp % Water
Qw % Qg % Qru %
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EXPERIMENT NO:- 02

AIM:-To determine Volumetric efficiency and Isothermal efficiency of an air

compressors.
APPRATUS USED:- Single stage, air cooled, single acting reciprocating air compressor Test rig.

INTRODUCTION:- The high pressure air is required for many application,e.g. for operating
pneumatic tool or gauges, for injection of fuel in diesel engine and has wide application in
industry as well as in commercial equipments, air operated controlling equipments etc. A large
numbers of compressors are used in chemical industry like fertilizers plant.

A machine which takes air in during suction stroke at low pressure and compresses it to
high pressure and in a piston-cylinder arrangement is known as reciprocating air compressor.
During the downward motion of piston, the pressure inside the cylinder falls below the
atmospheric pressure and the inlet valve is opened to the pressure difference. The air is taken
inside the cylinder until the piston reaches at BDC. As the piston starts moving down inlet valve
closed and pressure starts increasing continuously until the pressure inside the cylinder is above
the the pressure of delivery side which is connected to the receiver. Then the delivery valve
opens an air is delivered during remaining upward motion of piston to the receiver. The high
pressure air left in clearance space expands as piston starts moving downward and pressure of air
falls until it is just below the atm pressure. The inlet valve opens as the pressure inside the
cylinder falls below the atm pressure and air from outside is taken in and cycle is repeated.

PROCEDURE;-

Before switching on the compressor check oil level at sight glass. If the it is below the
red mark then fill oil up to the mark.
Fill water in the manometer up to half level.
Ensure that there is no leakage at pipe fitting
The orifice should not be obstructed or closed, otherwise water filled in the manometer
will be sucked in the air suction tank.
The reservoir cum air tank should be empty before starting the compressor so as to run it
on no load condition.
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Do not exceed 10 kg/cm2 receiver pressure.

Take the different reading as mention in observation table.
After completion of experiment drain out water at receiver tank.

OBSERVATION TABLE:-

Sr. Speed of compressor Delivery pressure Manometer difference

No. N (rpm) kg/cm2

SPECIFICATION:-

Diameter of cylinder - 110 mm

Stroke length of cylinder 120 mm
Energy meter constant 3200
Delivery pressure 7 kg/cm2
Maximum working pressure 9 kg/cm2
Orifice diameter 12.5 mm
Coefficient of discharge 0.69

CALCULATIONS:-

1. Volumetric efficiency = 100

Where,

V1 = Actual volume at NTP = Va

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Where,

Tn = Normal temperature = 2730 K

Tr = Room Temperature

= 2730 K + T1 (say T1 = 300c)

Va = Volume of air sucked in at Tr

= Cd A m3/sec

Where,

A = Area of orifice = /4 d2

H = Air head in meters

= h w / a

Where,

h = h1 h2 = Net positive difference in the two limbs of manometer

w = Density of water

=1000 kg/ m3

a = Density of air at rated temp and pressure

= 1.16 kg/ m3

Vs = Swept volume of compressor

= /4 d2 L N/ 60 m3 / sec

2. Isothermal efficiency = 100

Where,
Isothermal Work = Pa Va
Where,
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Pa = Atmospheric pressure = 1.01 N/ m2

Va = Volume of air sucked at room temp
= Compression ratio
+
=

Actual work supplied =
1000 W

Where,
Ne = No. of impulses of energymeter
Tc = Time required for 10 impulses
EMC = energymeter constant = 3200

RESULT: 1) Volumetric efficiency---------------- and

2) Isothermal efficiency----------------------
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EXPERIMENT NO:- 04

AIM:- To Study the different type of carburetors

INTRODUCTION:-

PRINCIPLE OF CARBORETION:

TYPES OF CARBURETORS:

CONCLUSION:
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EXPERIMENT NO:- 05

AIM: To perform a constant speed variable load test on 3-cylinder,4-stroke petrol

engine test rig and draw engine performance curves.

APPARATUS USED: Three-cylinder, four-stroke petrol engine test rig and stop
watch

INTRODUTION: Petrol engine (spark ignited) run at higher speed than diesel
engine due to their lighter piston, connecting rod and crankshaft (a design
efficiency made possible by lower compression ratio) and due to petrol burning
faster than diesel. However the compression ratio of petrol engine give lower
efficiency than diesel engine. Petrol engine have many application including motor
cars, motor cycles, motor boats and small engines such as lawn movers and
portable engine generators.

ENGINE TEST RIG SPECIFICATION:

Engine: Model Maruti 800, Type 3-cylinder,4-stroke petrol engine, water cooled,
power 27.6 KW at 5000 rpm, Torque 59 Nm, at 2500 rpm, stroke 72 mm, bore
66.5 mm

Dynamometer: Type hydraulic dynamometer arm length 200 mm

Orifice (for air flow measurement): orifice diameter 35 mm, coefficient of

discharge 0.6

Fuel (petrol): C.V. 44000 KJ/kg, density 740 kg/m3

PROCEDURE:
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1. Check fuel supply and lubrication oil.

2. Ensure cooling water circulation for hydraulic dynamometer, engine and calorimeter.
3. Start the set up and run the engine at no load for 4-5 minutes.
4. The test is carried out at constant speed. Slowly increase the dynameter load to particular
value and slowly adjust the throttle to obtained the desired engine speed.wait for steady
state and collect the reading as per observation table
5. Gradually increase the load to new value and increase the throttle opening to maintain
speed constant. Collect the reading once the steady state reached.
6. Repeat above step till the load reaches the maximum value

FORMULA USED:

1. Brake torque, T = 9.81 W R Nm

Where W is load (kg) R is dynamometer arm length (0.185)
2. Brake power, BP = 2 N T/60000 KW
Where N is rpm and T is torque in Nm
3. Fuel consumption ( FC), mf = 10 ml fuel is 3600/ t kg/h
Where fuel is fuel density in kg/m , t time taken in sec for 10 ml fuel flow.
3

2 g hw w
4. Air flow rate, ma = Cd /4 d2 a 3600 kg/h
a
Where Cd is coefficient of discharge for orifice , d is dia of orifice, hw is manometer
deflection, w density of water, a density of air.
Water density is approximately 1000 kg/m3 and Air density assuming at ambient temp
300c
1.0132 105
a = = 1.17 kg/m3
287 (273+30)

( )
5. Volumetric efficiency, v =

100 %
a


Where Vs is swept volume ( D2 L ) of each cylinder in , D and L are bore and
4
stroke respectively, N is rpm, n =2 for 4-s engine and k is number of cylinders
6. Air-Fuel ratio, A/F = ma / mf
7. Friction power, FP: A graph connecting fuel flow rate (Y-axis) and brake power (X-
axis) at constant speed is drawn and is extrapolated on the negative axis of brake power.
The intercept of negative axis is taken as Friction power of engine at that speed. This
method is known as Willans line method.
8. Indicated power, IP = BP + FP
60
9. Brake mean effective pressure, BMEP = bar
100

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mf (kg/h)
10. Brake specific fuel consumption, BSFC= kg/kwh
()

mf (kg/h)
11. Indicated specific fuel consumption, ISFC = kg/kwh
()

3600 100
12. Brake thermal efficiency, bth = kg kJ %
mf ( ) CV ( )
h kg

3600 100
13. Indicated thermal efficiency, ith = kg kJ %
mf ( ) CV ( )
h kg

14. Mechanical efficiency, mech = 100

OBSERVATION TABLE:-

Speed Load Manometer deflection Fuel flow

(RPM) (kg) (mm) (sec/10ml)

CALCULATION:-

RESULT TABLE:-

Air Fuel BP BMEP BSFC B.Th IP Mech. Vol. A/F

Flow Flow (kw) (bar) (kg/kwh) Eff. (kw) Eff. Eff. ratio
(kg/h) (kg/h) (%) (%) (%)
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GRAPHS:-

LOAD Vs BP
FC Vs BP
BMEP Vs BP
BSFC Vs speed
Vol. Efficiency Vs BP
Brake thermal efficiency the Vs BP
Mechanical efficiency Vs BP
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EXPERIMENT NO:- 06
AIM: - To Determine the frictional power by MORSE TEST

APPARATUS USED: Three-cylinder, four-stroke petrol engine test rig and stop
watch
INTRODUCTION:

The purpose of the Morse Test is to obtain the approximate indicated power of multycylinder
engine. The test consists of making inoperative, in turn, each cylinder of the engine and noting
the reduction in Brake power (BP) developed. The engine is first run at the required speed by
adjusting the throttle and output (BP) is measured. Keeping the throttle opening in the same
position, one cylinder is cut out by short circuiting the spark plug. Under this condition, all other
cylinder will motor the cur out cylinder and speed and output drop. The engine speed is brought
to its original value by reducing a load. This will ensure that the frictional power (considered to
be proportional to the engine speed and independent of the load) is the same while brake power
of the engine will be with one cylinder less. The observed difference in BP between all cylinder
firing and with one cylinder cut off is the IP of the cut off cylinder. The total IP developed by
engine will then be equal to the summation of IPs of all cylinders. The frictional power (FP) of
the engine will be the difference between total IP and total BP (with all cylinder) firing

PROCEDURE:

1. Once the engine is running at the desired speed, record this speed and load for brake
power (BP) calculation. Keep the throttle opening constant throughout this test.
2. Keeping the throttle opening constant, cut-off cylinder 1, engine speed decreases Reduce
the dynamometer load so as to bring the speed to its original value. Record the load for
BP calculation
3. Connect the cut out cylinder and run thr engine on all cylinder for short time this is
necessary for steady state condition.
4. Repeat the step 2 and 3 for the cylinder2 and cylinder3.
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5. Gradually close the throttle, decrease the load to zero and stop the engine

MORSE TEST OBSERVATION:

OBSERVVATION RESULTS
Cut-off Speed Load (kg) Brake Power Indicated power
cylinder (RPM) (Kw) (Kw)
No.
1 BP 23 = IP 1 = BP - BP 23
2 BP 13 = IP 2 = BP - BP 13
3 BP 12 = IP 3 = BP - BP 12
All working BP = IP = IP 1 + IP 2 + IP 3
Friction Power = IP BP =
Mechanical Efficiency =

RESILT: Friction Power -----------------------

Mechanical Efficiency --------------------