ANNA UNIVERSITY: CHENNAI

REGULATION 2013

ME6412 THERMAL ENGINEERING LABORATORY –I

OBJECTIVES:
 To study the value timing P-v diagram and performance of IC Engines
 To Study the characteristics of fuels/Lubricates used in IC Engines
 To study the Performance of steam generator/ turbine

LIST OF EXPERIMENTS

A. I.C. ENGINE LAB 30

1. Valve Timing and Port Timing diagrams.

2. Actual p-v diagrams of IC engines.
3. Performance Test on 4 –stroke Diesel Engine.
4. Heat Balance Test on 4 –stroke Diesel Engine.
5. Morse Test on Multi-cylinder Petrol Engine.
6. Retardation Test on a Diesel Engine.
7. Determination of Flash Point and Fire Point of various fuels / lubricants.

B. STEAM LAB 15
1. Study on Steam Generators and Turbines.
2. Performance and Energy Balance Test on a Steam Generator.
3. Performance and Energy Balance Test on Steam Turbine.

TOTAL: 45 PERIODS
 INDEX
SIGNATURE
EXP.
DATE NAME OF THE EXPERIMENT OF THE REMARKS
NO
STAFF

DETERMINATION OF FLASH AND FIRE

01 POINTS FOR GIVEN OIL USING OPEN CUP
APPARATUS

PORT TIMING DIAGRAM FOR TWO

02
STROKE PETROL ENGINE

VALVE TIMING DIAGRAM FOR FOUR

03
STROKE DIESEL ENGINE

ACTUAL P-v DIAGRAM FOR FOUR

04
STROKE DIESEL ENGINE

ACTUAL P-v DIAGRAM FOR TWO

05
STROKE PETROL ENGINE

PERFOMANCE TEST ON FOUR STROKE

06
SINGLE CYLINDER DIESEL ENGINE

HEAT BALANCE SHEET TEST ON SINGLE

07 CYLINDER DIESEL ENGINE

MORSE TEST ON MULTI CYLINDER

08 PETROL ENGINE
 ENGINE & WORKING PRINCIPLES

A heat engine is a machine, which converts heat energy into mechanical energy.
The combustion of fuel such as coal, petrol, and diesel generates heat. This heat is
supplied to a working substance at high temperature. By the expansion of this
substance in suitable machines, heat energy is converted into useful work.

Heat engines can be further divided into two types:

(i) External combustion and
(ii) Internal combustion.

In a steam engine the combustion of fuel takes place outside the engine and the
steam thus formed is used to run the engine. Thus, it is known as external combustion
engine.
In the case of internal combustion engine, the combustion of fuel takes place
inside the engine cylinder itself.

Types of Heat Engines:

Heat Engine

External Combustion Internal Combustion

Steam Engine
Reciprocating Wankel Rotary Gas
Turbine

CI Engine SI Engine

Two Stroke Four Stroke Two Stroke Four Stroke

Spark Ignition (Carburetor Type) IC Engine

In this engine liquid fuel is atomized, vaporized and mixed with air in correct
proportion before being taken to the engine cylinder through the intake manifolds. The
ignition of the mixture is caused by an electric spark and is known as spark ignition.
Compression Ignition (Diesel Type) IC Engine

In this only the liquid fuel is injected in the cylinder under high pressure.
Constructional Features of IC Engine:

The cross section of IC engine is shown in Fig. 1. A brief description of these

parts is given below.

Fig. 1 Cross-section of a diesel engine

Cylinder:

The cylinder of an IC engine constitutes the basic and supporting portion of the
engine power unit. Its major function is to provide space in which the piston can
operate to draw in the fuel mixture or air (depending upon spark ignition or
compression ignition), compress it, allow it to expand and thus generate power. The
cylinder is usually made of high-grade cast iron. In some cases, to give greater strength
and wear resistance with less weight, chromium, nickel and molybdenum are added to
the cast iron.
Piston:

The piston of an engine is the first part to begin movement and to transmit
power to the crankshaft as a result of the pressure and energy generated by the
combustion of the fuel. The piston is closed at one end and open on the other end to
permit direct attachment of the connecting rod and its free action.

The materials used for pistons are grey cast iron, cast steel and aluminum alloy.
However, the modern trend is to use only aluminum alloy pistons in the tractor engine.
Piston Rings:
These are made of cast iron on account of their ability to retain bearing qualities
and elasticity indefinitely. The primary function of the piston rings is to retain
compression and at the same time reduce the cylinder wall and piston wall contact area
to a minimum, thus reducing friction losses and excessive wear.
Compression rings are usually plain one-piece rings and are always placed in the
grooves nearest the piston head. Oil rings are grooved or slotted and are located either
in the lowest groove above the piston pin or in a groove near the piston skirt. Their
function is to control the distribution of the lubricating oil to the cylinder and piston
surface in order to prevent unnecessary or excessive oil consumption ion.
Piston Pin:
The connecting rod is connected to the piston through the piston pin. It is made
of case hardened alloy steel with precision finish. There are three different methods to
connect the piston to the connecting rod.
Connecting Rod:
This is the connection between the piston and crankshaft. The end connecting the
piston is known as small end and the other end is known as big end. The big end has
two halves of a bearing bolted together. The connecting rod is made of drop forged
steel and the section is of the I-beam type.

Crankshaft:

This is connected to the piston through the connecting rod and converts the linear
motion of the piston into the rotational motion of the flywheel. The journals of the
crankshaft are supported on main bearings, housed in the crankcase. Counter-weights
and the flywheel bolted to the crankshaft help in the smooth running of the engine.
Engine Bearings:
The crankshaft and camshaft are supported on anti-friction bearings. These
bearings must be capable of withstanding high speed, heavy load and high
temperatures. Normally, cadmium, silver or copper lead is coated on a steel back to
give the above characteristics. For single cylinder vertical/horizontal engines, the
present trend is to use ball bearings in place of main bearings of the thin shell type.
Valves:
To allow the air to enter into the cylinder or the exhaust, gases to escape from the
cylinder, valves are provided, known as inlet and exhaust valves respectively. The
valves are mounted either on the cylinder head or on the cylinder block.
Camshaft:
The valves are operated by the action of the camshaft, which has separate cams
for the inlet, and exhaust valves. The cam lifts the valve against the pressure of the
spring and as soon as it changes position the spring closes the valve. The cam gets
drive through either the gear or sprocket and chain system from the crankshaft. It
rotates at half the speed of the camshaft.
Flywheel:
This is usually made of cast iron and its primary function is to maintain uniform
engine speed by carrying the crankshaft through the intervals when it is not receiving
power from a piston. The size of the flywheel varies with the number of cylinders and
the type and size of the engine. It also helps in balancing rotating masses.

PRINCIPLES OF OPERATION OF IC ENGINES:

FOUR-STROKE CYCLE DIESEL ENGINE

In four-stroke cycle engines there are four strokes completing two revolutions of
the crankshaft. These are respectively, the suction, compression, power and exhaust
strokes. In Fig. 3, the piston is shown descending on its suction stroke. Only pure air is
drawn into the cylinder during this stroke through the inlet valve, whereas, the exhaust
valve is closed. These valves can be operated by the cam, push rod and rocker arm.
The next stroke is the compression stroke in which the piston moves up with both the
valves remaining closed.
 The air, which has been drawn into the cylinder during the suction stroke, is
progressively com-pressed as the piston ascends. The compression ratio usually varies
from 14:1 to 22:1.

During the fuel injection period, the piston reaches the end of its compression
stroke and commences to return on its third consecutive stroke, viz., power stroke.
During this stroke the hot products of combustion consisting chiefly of carbon dioxide,
together with the nitrogen left from the compressed air expand, thus forcing the piston
downward. This is only the working stroke of the cylinder.
TWO-STROKE CYCLE DIESEL ENGINE:
The cycle of the four-stroke of the piston (the suction, compression, power and
exhaust strokes) is completed only in two strokes in the case of a two-stroke engine.
The air is drawn into the crankcase due to the suction created by the upward stroke of
the piston.
 On the down stroke of the piston it is compressed in the crankcase, The
compression pressure is usually very low, being just sufficient to enable the air to flow
into the cylinder through the transfer port when the piston reaches near the bottom of
its down stroke.

FOUR-STROKE SPARK IGNITION ENGINE

In this gasoline is mixed with air, broken up into a mist and partially vaporized
in a carburetor (Fig. 5). The mixture is then sucked into the cylinder. There it is
compressed by the upward movement of the piston and is ignited by an electric spark.
When the mixture is burned, the resulting heat causes the gases to expand. The
expanding gases exert a pressure on the piston (power stroke). The exhaust gases
escape in the next upward movement of the piston. The strokes are similar to those
discussed under four-stroke diesel engines. The various temperatures and pressures are
shown in Fig. 6. The compression ratio varies from 4:1 to 8:1 and the air-fuel mixture
from 10:1 to 20:1.
 Fig.5. Principle of operation of four-stroke petrol engine

TWO-STROKE CYCLE PETROL ENGINE

The two-cycle carburetor type engine makes use of an airtight crankcase
for partially compressing the air-fuel mixture (Fig. 6). As the piston travels down, the
mixture previously drawn into the crankcase is partially compressed. As the piston
nears the bottom of the stroke, it uncovers the exhaust and intake ports. The exhaust
flows out, reducing the pressure in the cylinder. When the pressure in the combustion
chamber is lower than the pressure in the crankcase through the port openings to the
combustion chamber, the incoming mixture is deflected upward by a baffle on the
piston. As the piston moves up, it compresses the mixture above and draws into the
crankcase below a new air-fuel mixture.
 Fig. 6 Principle of operation of two stroke petrol engine

The, two-stroke cycle engine can be easily identified by the air-fuel mixture
valve attached to the crankcase and the exhaust Port located at the bottom of the
cylinder.
EX. NO : 1
DATE :
DETERMINATION OF FLASH AND FIRE POINTS FOR GIVEN OIL
USING OPEN CUP APPARATUS

AIM:

To determine the flash and fire point of the given oil using open cup apparatus

APPRATUS REQUIRED:

 Open Cup flash point apparatus

 Thermometer

PROCEDURE:

1. The fuel under examination is filled up to the mark in the oil cup and then heated by heating

the water bath by burner.

2. Stirrer is worked between tests at a rate of about 1 to 2 revolution per seconds.

3. Heat is applied so as the raise the oil temperature by about 5°C per minutes.

4. At every 10°C raise of temperature flame is introduced for a moment by working the shuffle.

5. The temperature at which a testing flash a combination of a weak sound and light appears is

noted and is the flash points.

6. The heating is continued thereafter and the test flame is applied as before.

7. When the oil ignites and continued to burn for a at least 5 seconds the temperature reading is

noted and is five points.

TABULATION: (FLASH AND FIRE POINTS)

GIVEN FUEL = SAE 20-40W

OBSERVED OBSERVED FIRE

TEMPERATURE
SERIAL NO FLASH POINT POINT
(°C)
(YES/NO) (YES/NO)

01

02

03

04

05

06

07

RESULT:

Thus the flash and fire point of the given oil is found out experimentally

Flash point =………………………………………………

Fire point =………………………………………………

EX. NO : 2
DATE :
PORT TIMING DIAGRAM FOR TWO STROKE PETROL ENGINE
AIM:

To draw the port timing diagram for the given two stroke diesel engine

APPRATUS REQUIRED:

1. Measuring tape

FORMULA USED:

1 .REQUIRED ANGLE = (Distance X 360°) / (Circumference of the Flywheel)

o DISTANCE = Distance of the port opening or closing position marked on flywheel

with respect to their dead centre.
o CIRCUMFERENCE OF THE FLYWHEEL = 62 cm

PROCEDURE:

1. First the TDC and BDC of the engine are found correctly by rotating the flywheel and
the positions are marked on flywheel.
2. Now the circumference of the flywheel is found by using the measuring tape.
3. The flywheel is rotated and the point at which the transfer port starts opening is found
out it is position is marked in the flywheel.
4. Similarly position at which it closes is also found out.
5. The distance are measured by using thread with respect to their dead centre and in to
angles.
6. The same procedure is respected for the exhaust port also.
 TABULATION :( PORT TIMING DIAGRAM FOR TWO STROKE PETROL ENGINE)

DISTANCE FROM THEIR

PORT OPENING PERIOD
EVENTS RESPECTIVE DEAD
IN ‘DEGREES’
CENTRE IN ‘CM’

Exhaust Port Open [EPO]

Exhaust Port Close [EPC]

Transfer Port Open [TPO]

Transfer Port Close [TPC]

RESULT:

Thus the port timing diagram for the given two stroke petrol engine found out and it is drawn

Transfer Port Open at ___________ degree

Transfer Port Close at _____________ degree

Exhaust Port Open at _____________ degree

Exhaust Port Close at _____________ degree

 EX. NO : 3

DATE :
VALVE TIMING DIAGRAM FOR FOUR STROKE DIESEL ENGINE
AIM:

To draw the valve timing diagram for the given four stroke diesel engine.

APPRATUS REQUIRED:

1. Measuring tape

FORMULA USED:

1. REQUIRED ANGLE = (Distance X 360°) / (Circumference of the Flywheel)

o DISTANCE = Distance of the valve opening or closing position marked on flywheel

with respect to their dead centre
o CIRCUMFERENCE OF THE FLYWHEEL = 124cm

PROCEDURE:

1. First the TDC and BDC of the engine are found correctly by rotating the flywheel and the
positions are marked on flywheel.
2. Now the circumference of the flywheel is found by using the measuring tape.
3. The flywheel is rotated and the point at which the inlet valve starts opening is found out it
is position is marked in the flywheel.
4. Similarly position at which it closes is also found out.
5. The distance are measured by using thread with respect to their dead centre and in to
angles.
6. The same procedure is respected for the exhaust valve also.
TABULATION :( VALVE TIMING DIAGRAM)

DISTANCE FROM THEIR

EVENTS VALVE OPENING
RESPECTIVE DEAD
PERIOD IN ‘DEGREES’
CENTRE IN ‘CM’

Inlet Valve Open [IVO]

Inlet Valve Close [IVC]

Exhaust Valve Open [EVO]

Exhaust Valve Close [EVC]

RESULT:

Thus the valve timing diagram for the given four stroke diesel engine found out and it is drawn

Inlet Valve Open at ___________ degree

Inlet Valve close at ___________ degree

Exhaust Valve Open at ___________ degree

Exhaust Valve Close at ___________ degree

EX. NO : 4
DATE :
ACTUAL P-v DIAGRAM OF TWO STROKE PETROL ENGINE

AIM:

To diagram the Actual PV diagram for the given two stroke petrol engine.

APPRATUS REQUIRED:

1. Measuring tape

FORMULA USED:

1 .REQUIRED ANGLE = (Distance X 360°) / (Circumference of the Flywheel)

o DISTANCE = Distance of the port opening or closing position marked on flywheel

with respect to their dead centre.
o CIRCUMFERENCE OF THE FLYWHEEL = 62 cm

PROCEDURE:

1. First the TDC and BDC of the engine are found correctly by rotating the flywheel and
the positions are marked on flywheel.
2. Now the circumference of the flywheel is found by using the measuring tape.
3. The piston moves upward stroke at the time air and fuel mixture gases in compressed
and the at the same time fresh air and fuel mixture enters the crank chamber.
4. The piston is moving downwards due to expansion of the gases and the burnt exhaust
gases escape through exhaust port.
5. The transfer port then is uncovered immediately and the compressed charge from the
crank chamber.
6. The piston the again starts moving from BDC to TDC. Thus the cycle is repeated.
TABULATION: (ACTUAL P-v DIAGRAM OF TWO STROKE PETROL ENGINE)

EVENTS DISTANCE FROM THEIR

PORT OPENING PERIOD
RESPECTIVE DEAD
IN ‘DEGREES’
CENTRE IN ‘CM’

Exhaust Port Open [EPO]

Exhaust Port Close [EPC]

Transfer Port Open [TPO]

Transfer Port Close [TPC]

Model P-v diagram:

RESULT:

Thus the actual P-v diagram for given two stroke petrol engine is drawn.
EX. NO : 5
DATE :
ACTUAL P-v DIAGRAM OF FOUR STROKE DIESEL ENGINE

AIM:

To diagram the Actual P-v diagram for the given four stroke Diesel engine.

APPRATUS REQUIRED:

1. Measuring tape
2. Chalk piece

FORMULA USED:
1. REQUIRED ANGLE = (Distance X 360°) / (Circumference of the Flywheel)
o DISTANCE = Distance of the valve opening or closing position marked on flywheel
with respect to their dead centre
o CIRCUMFERENCE OF THE FLYWHEEL = 124cm

PROCEDURE:

1. Valves are opened and closed by cam mechanism.

2. Valves will balances on its seat are closed abrupt.
3. Opening or closed of valves spread over a certain crank angle
4. Inlet valve open before Top Dead Center (approx).
5. Inlet valve close before Bottom Dead Center (approx) to take advantage of rapidly moving
gases.
6. Ignition occurs before Top Dead Center (approx).This to allow the time delay between the spark
and commencement of combustion.
7. Exhaust valve open at Bottom Dead Center (approx), else pressure will rise enormously and the
work required expecting the gas will increase.
8. Exhaust valve close at Top Dead Center (approx) this is to increases the volumetric efficiency.
 TABULATION :( ACTUAL P-v DIAGRAM OF FOUR STROKE DIESEL ENGINE)

DISTANCE FROM THEIR

EVENTS VALVE OPENING PERIOD
RESPECTIVE DEAD
IN ‘DEGREES’
CENTRE IN ‘CM’

Inlet Valve Open [IVO]

Inlet Valve Close [IVC]

Exhaust Valve Open [EVO]

Exhaust Valve Close [EVC]

Model P-v diagram:

RESULT:

Thus the actual P-v diagram for given four stroke diesel engine is drawn.
EX. NO : 6
DATE :
PERFORMANCE TEST OF FOUR STROKE SINGLE CYLINDER DIESEL
ENGINE
AIM

To find the load characteristics of four stroke single cylinder diesel engine

APPRATUS REQUIRED:

1. Stop watch.

2. Dead weights

FORMULA USED:

1. BRAKE POWER:

П
BP = ‘KW’

Where,

N=Engine speed in rpm

T=Torque = W*Re
Re = Brake drum radius =0.16m
W= Net load in N = ((W1-W2)*9.81)

2. TOTAL FUEL CONSUMPTION:

T.F.C= ×specific gravity ×

Where,
‘kg/hr’
Tf = Time taken to consume 10cc of fuel in seconds
CC = Amount of fuel consumption measured in cc
Specific gravity=0.86 for diesel
3. SPECIFIC FUEL CONSUMPTION:

S.F.C= ‘kg/kw-hr’

4. FRICTIONAL POWER:

F.P= 35% to 40% of brake power

5. INDICATED POWER:

I.P= Brake power (BP) + Friction power (FP) ‘kw’

6. MECHANICAL EFFICIENCY:

ηmech= ×100 %

7. INDICATED THERMAL EFFICIENCY:

η IT = × 100 %

Where,
CV = Calorific Value of fuel in kJ/kg- 42,000 KJ/Kg for Diesel.
TFC = Total fuel consumption in kg/hr
8. BRAKE THERMAL EFFICIENCY:

η IT = × 100 %
PROCEDURE:
1. The fuel in first filled in the tank.
2. Then the cooling arrangements are made.
3. Before starting the engine the break drum circumference is noted.
4. Before starting check and assure that there is no load on the weight.
5. Now the engine is started and the time taken for 10cc of fuel consumption is noted with
help of a stop watch. This reading corresponds to load condition.
6. Now place weight in the weight hanger and the above mentioned readings. The spring
balance reading is also noted down.
7. The above procedure is repeated for various loads the readings are tabulated.
8. The calculations are done and various graphs are plotted.

GRAPHS:

1. BP VS T.F.C

2. BP VS S.F.C

3. BP VS ηmech

4. BP VS η IT

5. BP VS η BT
 TABULATION: (PERFORMANCE TEST OF FOUR STROKE SINGLE CYLINDER DIESEL ENGINE)

Frictional S.F.C Brake Indicated Mechanical

Time taken for Brake Indicated
Dead Rope Net load power T.F.C thermal thermal efficiency
S. 10cc of fuel power power
weight weight efficiency efficiency
NO consumption Kg/kw-
(W1) ( W2) (W1-W2+1.5) KW Kg/hr
(Tf) KW KW hr ηBT ηIT ηmech

3
 ww
w.E
asy
En
gin
eer
ing
.ne
t
RESULT:

Thus the load test on four stroke single cylinder diesel engine is performed and its load

characteristics are obtained.

EX. NO : 7
DATE :
HEAT BALANCE SHEET TEST ON FOUR STROKE SINGLE CYLINDER
DIESEL ENGINE
AIM:

To conduct a test on single cylinder diesel engine and draw the heat balance sheet at various
load.

APPRATUS REQUIRED:

1. Stop watch
2. Dead weights

FORMULA USED:

1. HEAT SUPPLIED TO ENGINE:

Qs= (TFC *CV)

Where,

TFC = Total fuel consumption kg/min

CV = Calorific value of fuel =43000 kJ/kg

2. TOTAL FUEL CONSUMPTION

T.F.C= ×specific gravity × ‘kg/hr’

Where,

Tf = Time taken to consume 10cc of fuel in seconds

CC = Amount of fuel consumption measured in ‘cc’
Specific gravity for diesel =0.86

3. HEAT EQUIVALENT TO BREAK POWER

QBP= B.P×60 ‘KJ/min’

 4. HEAT CARRIED AWAY BY THE COOLING WATER (QW)

Qw = Mw*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 ‘K’
Two = Temperature of cooling water at outlet in ‘K’

5. MASS OF AIR ENTERING THE CYLINDER

Ma=cd×A×√ (2g×hw×ρw×ρa)
Where,

Cd = co-efficient of discharge of orifice meter=0.67

A = area of orifice meter in m2 = Do=25mm,
ρw = density of water in kg/m3=1000
ρa = density of air kg/m3 =1.23

6. MECHANICAL EFFICIENCY:

Mg= Ma+Mf
Where,
Ma = mass of air consumed per minute
Mf = mass of fuel consumed per minute
Mf = TFC=Total fuel consumption kg/min

7. HEAT CARRIED AWAY BY THE EXHAAUST GAS (Qg):

Qg=Mg×Cpg (Te-Twi)
Where,
Mg = Mass of the exhaust air in kg/min
Cpg = Specific heat of exhaust gas=1.005 kJ/kg.k
Te = Temperature of exhaust gas in ‘K’
 Twi = Room temperature in ‘K’
 8. UNACCOUNTED HEAT LOSSES:

Qun=Qs-(QBP+Qg+Qw) ‘kJ/min’

PROCEDURE:
1. From the name plate details, calculate the maximum load chat can be applied on the given
engine.
2. Check the engine 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. Apply the load from no load to required load slowly .at required load note the following.
5. Load on the engine.
6. Speed of the engine in rpm.
7. Time taken for 10cc of fuel consumption.
8. Manometer reading.
9. Temperature of cooling water at engine inlet and outlet in K.
10. Time taken for collection of cooling water.
11. Room temperature and exhaust gases temperature.
 TABULATION: 1 (HEAT BALANCE SHEET TEST ON FOUR STROKE SINGLE CYLINDER DIESEL ENGINE)

Loading Manometer reading in ‘m’

Time taken for Time for 5 Water
Water outlet Exhaust gas
S. 10 cc fuel liter water inlet
temperature temperature
NO consumption collection temperature
Rope °C °C
Dead
weight
Net load
H1 H2 H=H1-H2
’sec’ ’sec’ °C
weight (w1-w2+1.5)
W2
W1

3
TABULATION: 2 (HEAT BALANCE SHEET TEST ON FOUR STROKE SINGLE CYLINDER DIESEL ENGINE)

Credits Debits
Sl. no Particulars % Sl. no Particulars %
KJ/min KJ/min

ww 1 Heat equivalent to brake

power(QBP)

w.E 2. Heat carried away by cooling

water (Qw)

1
Heat supplied to
the engine(Qs) asy 3
En Heat carried away by
exhaust gas (Qg)

4
gi nee
Unaccounted heat losses

rin
TOTAL TOTAL
g .ne
t
RESULT:

Thus the load test on four stroke single cylinder diesel engine and draw the heat balance sheet at
various load.
EX. NO : 8
DATE :
MORSE TEST ON MULTI CYLINDER PETROL ENGINE
AIM:

To find the frictional power and mechanical efficiency of the four stroke multi cylinder petrol

engine by Morse test.

APPRATUS REQUIRED:

1. Tachometer.

FORMULA USED:

1. TOTAL BRAKE POWER (BP) = BP1+ BP2+ BP3+ BP4

a) ALL CYLINDERS ARE WORKING CONDITION:

П
BRAKE POWER (BP1234) = ‘KW’

Where,

N=Engine speed in rpm for all cylinder working

T=Torque = W*Re
Re = Brake drum radius in cm
W= dead weight in kg

b) First cylinder was cut-off and remaining are in working

П
BRAKE POWER (BP234) = ‘KW’

Where,

N=Engine speed in rpm for first cylinder cut-off and remaining are working

 First cylinder brake power (BP1) = BP1234-BP234 ‘kW’

ii. Second cylinder was cut-off and remaining are in working

П
BRAKE POWER (BP134) = ‘KW’

Where,

N=Engine speed in rpm for Second cylinder cut-off and remaining are working

 Second cylinder brake power (BP2) = BP1234-BP134 ‘kW’

iii. Third cylinder was cut-off and remaining are in working

П
BRAKE POWER (BP124) = ‘KW’

Where,

N=Engine speed in rpm for Third cylinder cut-off and remaining are working

 Third cylinder brake power (BP3) = BP1234-BP124 ‘kW’

iv. Fourth cylinder was cut-off and remaining are in working

П
BRAKE POWER (BP123) = ‘KW’

Where,

N=Engine speed in rpm for Fourth cylinder cut-off and remaining are working

 Fourth cylinder brake power (BP4) = BP1234-BP123 ‘kW’

2. FRICTIONAL POWER:

 30 % of Brake power (For petrol engine)

3. INDICATED POWER:

I.P= B.P+ F.P ‘kw’

4. MECHANICAL EFFICIENCY:

ηmech = × ‘KW’

PROCEDURE:
1. Calculate maximum speed in rpm.
2. Check the engine for no load coolant supply.
3. Connect the battery terminals.
4. Ensure on position of 4 switches to spark plug.
5. Apply gradually speed is adjust throttle.
6. Now down the speed and load.
7. Connect the first spark plug and disconnect the seconds plug.
8. Repeat the same for remaining cylinder.
9. Remove load and run engine for two minutes switch off the engine and coolant close
supply.
TABULATION: (ORSE TEST ON MULTI CYLINDER PETROL ENGINE)

SPEED ON THE ENGINE

SL RPM LOAD ON
BRAKE INDICATED FRICTIONAL MECHANICAL
.NO All Cut off Cut Cut off Cut off THE
POWER POWER POWER EFFICIENCY
ENGINE
cylinder 1 off 2 3 4
RESULT:

The frictional power and mechanical efficiency of the four stroke petrol engine are found out by
conducting Morse test.