EXPERIMENT No - 1

Determination of Flash and Fire points using Able’s apparatus

Aim:
To determine flash and fire points of a lubricating oil by Able’s apparatus.

Apparatus:
Able’s flash and fire point set up, two thermometers, lighter, beaker.

ABLE’S APPARATUS
Theory:
Flash point is the minimum temperature to which it must be heated to give off sufficient vapour
to form an inflammable mixture with air.
The Fire point is the minimum temperature to which it must be heated so that vapour burns for at
least 5 seconds.
This test is of immense importance for illuminating and lubricating oils. This helps in detecting
the highly volatile constituents of the oils. If they are highly volatile at ordinary temperature, the issuing
vapour may cause fire hazards.

Description of the apparatus:

Able’s apparatus consists of the following essential parts.

Oil Cup:
This is a cylindrical vessel made of brass or gun metal open at the top and fitted on the outside
with a flat circular flange projecting at right angles.

Cover:
The cup is provided with a close fitting cover. The cover is provided with a thermometer socket,
trunions to support oil test lamp, a pair of guides in which a slide moves and a white bead.

Heating Vessel:
This consists of two flat bottomed cylindrical copper vessels placed coaxially, one inside the
other, and soldered at their tops. The space between the vessels is thus totally enclosed and is used as a
water jacket. When the oil cup is placed into the hole at the top of the vessel, it fits into it and leaves an
air bath and provided with a funnel for introducing water.
Procedure:

1
 The cup and its accessories are well cleaned and dried before the test is stared. Now the cup is
filled with oil up to the mark and covered with the lid. The cup is now set in the stove properly and the
thermometer inserted. Heating rate is maintained with the help of a rheostat at 5-6 0C per minute and
stirring rate at one / two revolutions per second.
Once the heating is started, the test flame is applied with help of small test sticks after each 1 0C
rise of temperature up to a temperature of 35 0C. Now the rheostat is adjusted so that heating rate is
maintained at 1-20C per minute and the test flame is applied after each 1 0C rise of temperature. The
application of the test flame is made by operating the slide. The temperature at which the flame
application causes a flash in the interior of the cup is recorded as flash point. The heating is further
continued and the temperature at which the vapour burn for at least 5 seconds is noted as fire point.

Observation Table:

Oil used:

S. No. Water Temp (0C) Flash Point (0C) Fire Point(0C)

Precautions:
1. Care is taken to see that the cup and its accessories are clean and dry.
2. The supply is switched off after ascertaining the fire point.

Result:
The Flash and Fire point of the given sample of oil comes out to be ----------------
and -------------------- respectively using Able’s flash and fire point apparatus.

Able’s apparatus
Sample Readings
Oil used Diesel
Flash point 500 c
Fire point 580 c

Viva Questions:

1. Define Flash point?

2. Define Fire point?
3. Why flash & fire points are high in open cup compared to closed cup?
4. What are the apparatuses used to determine flash and fire points?

2
 EXPERIMENT No - 2

Determination of Flash and Fire points using Pensky Marten’s apparatus

Aim:
To determine flash and fire points of a given fuel by Pensky Marten’s apparatus.

Apparatus:
Pensky Marten’s flash and fire point set up, two thermometers (0-360 0C).

PENSKY MARTENS FLASH POINT AND FIRE POINT APPARATUS

Theory:
Flash point is the minimum temperature to which it must be heated to give off sufficient vapour
to form an inflammable mixture with air.
The Fire point is the minimum temperature to which it must be heated so that vapour burn for
at least 5 seconds.
This test is of immense importance for illuminating and lubricating oils. This helps in detecting
the highly volatile constituents of the oils. If they are highly volatile at ordinary temperature, the issuing
vapour may cause fire hazards.

Description of the apparatus:

Pensky Marten’s apparatus consists of the following major parts.

Oil Cup:
It is cylindrical brass vessel, with a filling mask grooved, inside near the top. The inside of the cup
is of slightly larger diameter above the filling and is covered with a lid.

Stirrer:
It consists of a vertical steel shaft carrying two bladed brass propeller.

3
Cover:
It is made of brass having a rim projecting downward and fitting the outside of the cup closely.

Flame exposure device:

The lid is equipped with a brass shutter operating on the plane of the upper surface of the cover.
The shutter is so shaped and mounted on the lid that, when it is one position, the holes are completely
closed and when in the other, these orifices are completely opened.

Procedure:
The cup and its accessories are well cleaned and dried before the test is stared. Now the cup is
filled with oil up to the mark and covered with the lid. The cup is now set in the stove properly and the
thermometer inserted. Heating rate is maintained with the help of a rheostat at 5-6 0C per minute and
stirring rate at one / two revolutions per second.
Once the heating is starting, the test flame is applied with help of small test sticks after each 5 0C
rise of temperature up to a temperature of 40 0C. Now the rheostat is adjusted so that heating rate is
maintained at 1-20 C per minute and the test flame is applied after each 1 0C rise of temperature. The
application of the test flame is made by operating the shutter. The temperature at which the flame
application causes a flash in the interior of the cup is recorded as flash point. The heating is further
continued and the temperature at which the vapour burn for at least 5 seconds is noted as fire point.

Observation Table:

Oil used:
Open Cup Method:
0 0
S. No. Flash Point Temp, C Fire Point Temp, C
1

Closed Cup Method:

0 0
S. No. Flash Point Temp, C Fire Point Temp, C
1

Precautions:
1.Care is taken to see that the cup and its accessories are clean and dry.
2.The supply is switched off after attaining the fire point.
Result:
The Flash and Fire point of the given sample of oil comes out to be ----------------
and -------------------- respectively in open cup method using Pensky Marten’s flash and fire point
apparatus.
The Flash and Fire point of the given sample of oil comes out to be ----------------
and -------------------- respectively in closed cup method using Pensky Marten’s flash and fire point
apparatus.

4
Sample Readings:
Oil used Kerosene
Open cup Flash Point 630C
Fire Point 690C

Closed cup Flash Point 590C

Fire Point 670C
Viva Questions:

1.Define Flash point?

2. Define Fire point?
3. Why flash & fire points are high in open cup compared to closed cup?
4. What are the apparatuses used to determine flash and fire points

5
 EXPERIMENT - 3

STUDY OF VISCOSITY OF LUBRICATING OIL WITH SAYBOLT’S

VISCOMETER

Aim:
To determine the kinematic and absolute viscosities of the given oil sample using Saybolt’s
viscometer at various temperatures.

Apparatus:
Saybolt Viscometer, Thermometers -2 nos, Stop watch, measuring flask 60cc, spirit level, oil SAE
40.

SAYBOLT VISCOMETER
Theory:
Viscosity is the property of a homogeneous fluid, which causes it to offer frictional resistance to
motion. Viscosity may be expressed as dynamic and kinematic viscosities.
Dynamic viscosity is the tangential force on unit area of either of the two parallel planes at unit
distance apart when the space between the planes is filled with the fluid and one of the planes relatively
to the other with unit velocity in its own plane. Kinematic viscosity is the absolute viscosity over density.

Description of the apparatus:

The Saybolt’s viscometer consists of a cylindrical oil cup, the base of which is prolonged as a
tube in which jet is screwed with its bore at the axis of the cup. The bottom of the cup is concave
internally to allow complete discharge of liquid with which it is to be filled. An immersion heater is fitted
to the side of the bath, which is connected to the mains through an auto-transformer for temperature
control. Stirring of the bath is effected by means of a cylinder surrounding the oil cup, which is provided
with vanes. A flat shield is fixed to upper edge of the cylinder. This provides a means for attaching an
insulating handle for rotating the stirrer and a support for bath temperature. A thermometer support is

6
provided to support the oil cup thermometer.

Procedure:
The oil cup is cleaned and dried. The given oil is poured into it until it overflows. the
temperature of oil in the bath and water are noted. A clean and dry flask is placed below the jet hole
and then the hole cap is removed. The time taken for collecting 60ml of the oil is noted using stop
watch. The temperature of the oil is now increased in steps and viscosity is found at each temperature.

Observations:
oil used: SAE 40
A=0.033 and B=0.4
S. No Oil Temp Time taken to collect Density K.V. A.V.
0
( C) 60cc, (in sec.) (gm/cc) (Stokes) (poise)

1. 50 0.870

2. 55 0.8675

3. 60 0.865

4 65 0.8625

Kinematic Viscosity = (At – B/t) stokes.

Absolute Viscosity = (Kinematic Viscosity) * (Density)
Graphs:

1. A graph is drawn between absolute viscosity and temperature.

2. A graph is drawn between kinematic viscosity and temperature.

Precautions:
1. Cup should be clean and dry.
2. Cork is tightly fitted and held at high temperature.

Result:
The kinematic and absolute viscosities of given sample of oil using Saybolt’s viscometer in stokes
and in poise respectively are found at different temperatures and graphs are plotted between
1. KV Vs Oil Temperature and 2. AV Vs Oil Temperature. As the temperature increases, the
viscosity of oil decreases.

7
Sample Calculations
A= 0.033, B = 0.4
Oil used= SAE40
Temperature T = 500C
Time t = 85.75sec
Density = 0.870 g/cc
Kinematic Viscosity = A*t – B/t
= 0.033(85.75) – (0.4) / (85.75)
= 2.825stokes
Absolute Viscosity = Kinematic viscosity * density
= 2.825 * 0.870
= 3.247 poise
Viva Questions:
 What lubricant used in Say Bolt’s Viscometer?
 Why the oil is not heated directly in the Viscometers?
 What is the use of Stirrer in viscometer?
 What is the difference between Say bolt’s and Redwood Viscometer?

8
 EXPERIMENT - 4

Study of Viscosity of Lubricating oil with Redwood Viscometer – I

Aim:
To determine the kinematic and absolute viscosities of the given sample of oil using Redwood
Viscometer – I
Apparatus:
Redwood Viscometer – I, Thermometers -2, Stop watch, 50cc flask

Fig. REDWOOD VISCOMETER

Theory:
Viscosity is the property of a homogeneous fluid, which causes it to offer frictional resistance to
motion. Viscosity may be expressed as dynamic and kinematic viscosities.
Dynamic viscosity is the tangential force on unit area of either of the two parallel planes at unit
distance apart when the space between the planes is filled with the fluid and one of the planes relatively
to the other with unit velocity in its own plane. Kinematic viscosity is the absolute viscosity over density.

Description of the apparatus:

The viscometer consists of an oil cup made of brass. The upper end of the cup is open while the
bottom of the cup is concave internally, to allow complete drainage of liquid with which it may be filled.
The jet is having a diameter of 1.62mm and length of 10mm. The jet constructed of a gate is provided
with a concave depression, which can be covered with a ball – valve for starting or stopping the flow of
oil. The cup is surrounded with a cylindrical heating bath, the contents of which can be heated by an
electrically heated coil placed in it. The bath is provided with a tap for emptying it. Stirring of bath is
effected by means of a cylinder surrounding the oil cup, provided with 4 vanes the upper and lower
portions of which are turned in opposite directions. The apparatus is elevated on legs or tripods stand so
that a receiving flask can be placed beneath the jet to catch oil and measure the oil flowing from the
tube. The flask is of special tube. The flask is of special type, graduated with a 50ml mark on the neck
and with a flaring mouth. The tripod stand has leveling screws at the bottom and the thermometer is
suspended in the oil by means of a spring clip sliding on the vertical rod fixed on the top of the cup. The
cover of the cup has provisions for the insertion of thermometer and the ball – valve projects outside
the cover through a hole. Another thermometer measures the temperature of the bath.

9
Procedure:
The apparatus is cleaned and then leveled by screws provided for this purpose. When making
the viscosity determination, the bath is heated to a few degrees above the desired test temperature.
The test sample is poured in to the oil cup and heated uniformly. When the temperature of the oil
become steady at the desired temperature, the liquid level is adjusted by allowing the sample to flow,
until the surface of the sample touches the filling mark. The oil cup is covered and thermometer is
inserted. The flask is placed centrally below the jet properly. The ball valve is lifted and stop watch
started simultaneously. The valve is not removed completely, but kept immersed in the oil by supporting
it by the hook provided for the purpose. The receiving flask is located so that the oil strikes the flared
mouth and does not drop not directly into the opening, which would cause foaming. The stop watch is
stopped when the level of the oil reaches 50ml mark in the neck of the flask.
The time elapsed in seconds is recorded as Redwood viscosity at the test temperature, observed
before the flow was started. Following this procedure, the viscosities are determined at various other
temperatures.

Observations:

S. No Oil Temp Time taken to Density K.V. A.V.

(0C) collect 50cc,in (Gm/cc) (Stokes) ( poise)
sec.
1. 50 0.870
2. 55 0.8675
3. 60 0.865
4 65 0.8625

Type of oil used: SAE 40, A=0.0175, B=0.5

Kinematic Viscosity = At – B/t , Absolute Viscosity = Kinematic viscosity * density
Graphs:
1. A graph is drawn between absolute viscosity and temperature (oil temp. on x – axis and absolute
viscosity on y – axis.)
2. A graph is drawn between kinematic viscosity and temperature (oil temp. on x – axis and
kinematic viscosity on y – axis.)
Precautions:
1. Cup should be clean and dry.
2. Stirring is to be done continuously to maintain temperature of the bath.
Result:
The kinematic and absolute viscosities of given sample of oil using Redwood Viscometer I in
stokes and in poise respectively are found at different temperatures and graphs are plotted between KV
Vs Oil Temperature and AV Vs Oil Temperature. As the temperature increases, the viscosity of oil
decreases.
Sample Calculations:
A=0.0175 B=0.5, Oil used= SAE40, Temperature T = 50 0c, Time t = 152.54sec, Density ρ = 0.87
gm/cc
Kinematic Viscosity = A*t – B/t = 0.0175(152.54) – (0.5) / (152.54) = 2.666stokes
Absolute Viscosity = Kinematic viscosity * density = 2.666 * 0.87 = 3.0645 poise

10
Viva Questions:
1. Define Absolute viscosity?
2. Define kinematic viscosity?
3. What are the units for Absolute viscosity?
4. What are the units for Kinematic viscosity?
5. How do you determine the viscosity of a lubricant?
6. What is the effect of temperature on the viscosity of the oil?
7. Which viscometer is used to determine the viscosity of the thin lubricating oil?
8. What type of lubricant oil is used in Redwood Viscometer-I?
9. Why the oil is not heated directly in the Viscometers?
10.What is the use of Stirrer in viscometer

11
 EXPERIMENT - 5

Study of Viscosity of Lubricating oil with Redwood Viscometer – II

Aim:
To determine the kinematic and absolute viscosities of the given sample of oil using Redwood
Viscometer – II

Apparatus:
Redwood Viscometer – II, Thermometers -2, Stop watch, 50cc flask.

REDWOOD VISCOMETER

Theory:
Viscosity is the property of a homogeneous fluid, which causes it to offer frictional resistance to
motion. Viscosity may be expressed as dynamic and kinematic viscosities.
Dynamic viscosity is the tangential force on unit area of either of the two parallel planes at unit
distance apart when the space between the planes is filled with the fluid and one of the planes relatively
to the other with unit velocity in its own plane. Kinematic viscosity is the absolute viscosity over density.

Description of the apparatus:

The viscometer consists of a cylindrical vessel made of brass. The upper end of the cup is open
while the bottom of the cup is concave internally, to allow complete drainage of liquid with which it may
be filled.
The base of the cup has a tapering central hole in which the jet is fitted. The jet is having a diameter of
3.8mm and a length of 50mm.
The cup is surrounded with a cylindrical heating bath, the contents of which can be heated by an
electrically heated coil placed in it. The bath is provided with a tap for emptying it. Stirring of the bath is
affected by means of a cylinder surrounding the oil cup, provided with four vanes, the upper and lower
portions of which are turned in opposite directions.

12
Procedure:
The apparatus is prepared by cleaning it and then leveling by the screws provided for this
purpose. When making the viscosity determination, the bath is heated to a few degrees above the
desired test temperatures. The test sample is poured into the oil cup and the temperature. When the
temperature of the sample has become steady at the desired value, the liquid level is adjusted by
allowing the sample to flow, until the surface of the sample touches the filling mark. The oil cup is
covered and the thermometer is inserted. The clean, dry, standard 50ml flask is placed centrally below
the jet properly. The ball valve is lifted and the stopwatch is started immediately. The receiving flask is
located so that the oil strikes the flared mouth and does not drop directly into the opening which would
cause foaming.
The time elapsed in seconds is recorded as Redwood Viscometer at the test temperature.
Observations:
Type of oil used: SAE 90, A=0.075 B=0.4
S. No Oil Temp Time taken Density K.V. A.V.
(0C) in sec. (gm/cc) (Stokes) ( poise)
1. 50 0.885
2. 55 0.8825
3. 60 0.880
4 65 0.8775

KV= (At – B/t) stokes., AV=KV *density

Graphs:

1. A graph is drawn between absolute viscosity and temperature (oil temp. on x – axis and absolute
viscosity on y – axis.)
2. A graph is drawn between kinematic viscosity and temperature (oil temp. on x – axis and
kinematic
viscosity on y – axis.)
Precautions:
1. Cup should be clean and dry.
2. Stirring is to be done continuously to maintain temperature of the bath.

Result:
The kinematic and absolute viscosities of given sample of oil using Redwood Viscometer II in
stokes and in poise respectively are found at different temperatures and graphs are plotted between
1. KV Vs Oil Temperature and
2. AV Vs Oil Temperature. As the temperature increases, the viscosity of oil decreases.

Sample Calculations

A=0.75 B=0.4, Oil used= SAE90, Temperature T = 50 0c, Time t = 49.56sec, Density ρ = 0.885
gm/cc
Kinematic Viscosity = A*t – B/t
= 0.75(49.56) – (0.4) / (49.56)
= 3.708stokes

13
Absolute Viscosity = Kinematic viscosity * density
= 3.708 * 0.885 = 4.189 poise
Viva Questions:

1. Define Absolute viscosity?

2. Define kinematic viscosity?
3. What are the units for Absolute viscosity?
4. What are the units for Kinematic viscosity?
5. How do you determine the viscosity of a lubricant?
6. What is the effect of temperature on the viscosity of the oil?
7. Which viscometer is used to determine the viscosity of the thin lubricating oil?
8. What type of lubricant oil is used in Redwood Viscometer II?
9. Why the oil is not heated directly in the Viscometers?
10. What is the use of Stirrer in viscometer?

14
 Experiment No. 6

VALVE TIMING DIAGRAM

AIM: To conduct valve timing test on a four stroke single cylinder diesel engine to find out the suction,
compression, expansion, exhaust and valve overlap periods, to draw the port timing diagram, and
explain the reasons of deviation from the theoretical timings.

Specifications:

Brake power of the engine = 3.5kW

Rated speed = 1500rpm

Theory:

Though theoretically the valves are supposed to open and close only at dead centers, there
is a large deviation in actual practice. The deviation is because of the following two factors:

Mechanical factors:
The poppet valves of the reciprocating engines are opened and closed by cam mechanism. The
clearance between the cam and the poppet and valve must be slowly taken up and valve slowly lifted at
first if noise and wear is to be avoided. For the same reason, the valve cannot be closed abruptly else it
will become bounced on its seat. Thus the valve opening and closing periods are spread over a
considerable number of crank shaft degrees. As a result, the opening of the valve must commence
ahead of the time at which it is fully opened (i.e. before dead center). The same reasoning applied for
closing time and the valve must close after dead centers.

Dynamic factors:
Besides mechanical factors of opening and closing the valves the actual valve timing is set, taking into
consideration the dynamic effects of gas flow.

Intake valve timing:

Intake valve timing has a bearing on the actual quantity of air sucked during the suction stroke i.e. it
affects the volumetric efficiency. For a variable speed engine, the chosen intake valve setting is a
compromise between the best setting for low and high speeds. There is a limit to the high speed for
advantage of ram effect. At very high speeds, the effects of fluid friction may be more than offset, the
advantage of ram effect and the charge for cylinder per cycle falls off.

Exhaust valve timing:

The exhaust valve is set to open before BDC. If the exhaust valve does not start to open until BDC, the
pressures in the cylinder would be above atmospheric pressure, the overall effect of opening the valve
prior to the time, the piston reaches BDC, result in overall gain in output. The closing time of the exhaust
valve offsets the volumetric efficiency. The period when both the intake and exhaust valves are open, at
the same time, is called valve overlap this overlap should not be excessive, it allows the burned gases to
be sucked into the intake manifold or the fresh charge to escape through exhaust valve.

15
Procedure:

1. The circumference of the wheel is measured with the help of scale and thread.
2. By turning the fly wheel, various events are marked on the fly wheel they are:

Top dead center (TDC)

Inlet valve opening (IVO)
Inlet valve closing (IVC)
Exhaust valve opening (EVO)
Exhaust valve closing (EVC)
Bottom dead center (BDC)

TDC: The fly wheel is slowly rotated and the point where the piston reaches the top most position in
the cylinder is marked on the flywheel as top dead center.

IVO: The fly wheel is slowly rotated with the help of handle. The piston moves in the cylinder. There are
push rods which operate with the help of a cam. These rods aid in opening and closing of valves through
spring loaded mechanisms. The inlet valve opens before TDC position when the push rod tightens. This is
marked as IVO.

BDC: The fly wheel is further rotated. BDC is taken as the point when the piston reaches bottom most
point in the cylinder.

IVC: The fly wheel is further rotated. The push rod then passes through the phase in which it loosens
from tight position. The point is marked as IVC.

EVO: The exhaust valve opening and closing are determined in the same way as that of inlet
valve.

Precautions:

1. The valve opening is to be taken as the point where it begins to open.

2. The valve closure is taken as the point where valve closes completely.
3. The flywheel is to be rotated in proper direction.

Result:

The following are found out Valve timing diagram is drawn and the direction of flywheel rotation is
shown.
Suction period = 180 0 +θ1+θ2
Compression period = 1800 -θ2
Expansion period = 1800 -θ3
Exhaust period = 180 0 +θ3+θ4
Valve overlap = θ 1+θ4

16
Discussion on the result obtained:

Observations: Circumference of the fly wheel = ………in cm = l cm

Sl. No. Event Distance from the nearest Angular distance in degrees
Dead center in cm.
1 Inlet valve opening l1 θ1=
Before BDC
2 Inlet valve closing l2 θ2=
After BDC
3 Exhaust valve opening l3 θ3=
Before BDC
4 Exhaust valve closing l4 θ4=
After TDC
5 Valve overlap θ1+θ4=

Model Calculations:

Circumference =3600
i.e. l = 360o
Therefore, θ1 = (360 * l1 / l )0

Suction period = 180 0 +θ1+θ2

Compression period = 1800 -θ2
Expansion period = 180 0 -θ3
Exhaust period = 180 0 +θ3+θ4
Valve overlap = θ1+θ4

Viva Questions
1. Explain the principle of working of a 4-stroke S.I engine with a neat sketch?
2. What is valve overlap?
3. How many degrees the crankshaft rotates during one cycle in a 2-stroke engine?
4. How many degrees the crankshaft rotates during one cycle in a 4-stroke engine?
5. Draw the valve-timing diagram for a 4-stroke diesel engine?

17
 EXPERIMENT No. 7

PORT TIMING DIAGRAM

AIM: To conduct the port timing diagram test on a cut section model of a single cylinder two strike
petrol engine to find out the suction, compression, expansion and exhaust periods, and to draw the port
timing diagram.

Instrumentation:

Engine cut section model, thread, chock piece and steel rule.

Specifications:
Engine type = SI engine
Cycle of operation = 2 stroke
Model = cut section model

Theory: Ignition and expansion takes place in the usual way. In a two stroke engine, the cycle is
completed in two strokes i.e. one revolution of crank shaft as against two revolutions of a four stroke
cycle. The difference between two stroke and four stroke engine is, in the method of filling cylinder with
fresh charge and removing the burnt gases from the cylinder. In a four stroke engine, these operations
are performed by the engine piston during suction and exhaust strokes respectively.

In a two-stroke engine, suction is accomplished by air compression in crank. The induction of

compressed air removes the products of combustion, through exhaust port. Therefore, no
piston strokes are required for these two operations. Only two piston strokes are required to
complete the cycle, one for compression of fresh charge and the other for power stroke. The air
or charge is sucked through spring loaded inlet valves when the pressure in the crankcases
reduces due to upward motion of the piston during compression stroke. After the compression
pressed. Near the end of the expansion stroke piston uncovers the exhaust ports and the
cylinder pressure drops to atmospheric values as the combustion products leave the cylinder.

Further motion of the piston uncovers the transfer port, permitting the slightly compressed air
or mixture in the crankcase to enter the engine cylinder. The top of the piston usually has a
projection to deflect the fresh air to sweep up to the top of the cylinder, before flowing to the
exhaust ports. This serves the double purpose of scavenging the upper part of the cylinder of
combustion products and preventing the fresh charge from flowing directly to the exhaust
ports. The same objective can be achieved without piston deflector by proper sloping of the
transfer port. During the upward motion of the piston from BDC, the transfer and exhaust ports
close, compression of charge begins and cycle is repeated (Draw figures)

18
Procedure:
The cycle of operation proceeds as suction, compression, power and exhaust strokes takes place in
series.
(1) Initially the circumference of the flywheel is measured. A pointer is attached above the flywheel
such that it coincides with B.D.C marked on the flywheel at the starting of the engine. This
pointer is used for marking specific points. The duration of each stroke theoretically is 90 0, but
since the actual span varies, the port timings are to be individually measured.
(2) The flywheel is rotated. The instant at which inlet port starts to open is determined and
corresponding point is marked on flywheel. This when converted to degrees gives IPO.
(3) The position when the piston completely closes the inlet port is marked as IPC.
(4) The points EPO and EPC corresponding to exhaust port opening and exhaust port closing are
marked similar to that of IPO and IPC.
(5) The position when the transfer port opens and closes is marked as TPO and TPC.

Precautions:

(1) The ports opening are to be taken as the point when it just begins to open.
(2) The ports closure is taken as the point where the port closes completely.
(3) The flywheel is to be rotated in proper direction.

Result:
The following are found out and port timing diagram is drawn and flywheel rotation is shown.
Suction period = θ4+θ5 =
Compression period = 180- θ6 =
Expansion period = 180 - θ3 =
Exhaust period = θ 3 + θ6 =

Discussion on the result:

Observations: circumference of the fly wheel = ………cm = l cm

Sl. No. Event Distance from the nearest Angular distance in degrees
dead centre in cm.
1 Inlet port opening l1 θ1=
before TDC
2 Inlet port closing l2 θ2=
after TDC
3 Exhaust port opening l3 θ3=
before BDC
4 Transfer port opening l4 θ4 =
Before BDC
5 Transfer port closing l5 θ5 =
after BDC
6 Exhaust port closing l6 θ6=
after BDC
7 Spark timing l7 θ7=

19
Model Calculations:

Circumference = = l cm = 3600
i.e. l = 360o
Therefore, θ1 = (360 * l1 / l )0

Suction period = θ 4+θ5 =

Compression period =180- θ6 =
Expansion period =180 - θ 3 =
Exhaust period = θ3 + θ6 =

Questions
1. Through which port the charge from crankcase enters into the combustion chamber?
2. Draw the port-timing diagram for a petrol engine?
3. Why 2-stroke engines are more pollutants?
4. Why 2-stroke engines less efficient?
5. In a spark ignition engine, the spark is issued at the instant of …….
a) Contact breaker points closed b) Contact breaker points opened
c) No need of breaker point opening/closing
6. A ……….in the primary circuit of the ignition system, prevents the arcing across the contact breaker
points.
a) HT coil b) Cam c) Switch d) condenser

20
 EXPERIMENT NO. 8

I.C. ENGINES PERFORMANCE TEST (4 -S DIESEL ENGINES)

AIM: To conduct a performance test on the four stroke twin cylinder diesel engine.

DESCRIPTION: The A.C. generator is fixed to the Engine shaft and is mounted on a M.S. Channel Frame.
Panel board is used to fix burette with 3-way cock, digital RPM indicator and “U” tube manometer.

INSTRUMENTATION:

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

2. Digital temperature indicator to measure various temperatures.
3. Differential manometer to measure quantity of air sucked into cylinder.
4. Burette with manifold to measure the rate of fuel consumed during test.
5. Digital Voltmeter 0-500 V with selector switch.
6. Digital Ammeter 0-20 A with selector switch.

ENGINE SPECIFICATIONS:

MAKE : KIRLOSKAR
BHP : 10 HP
SPEED : 1500 RPM
NO. OF CYLINDER : TWO
COMPRESSION RATIO : 17.5: 1
BORE : 87.5 mm
STROKE : 110 mm
ORIFICE DIAMETER : 20 mm
TYPE OF IGNITION : COMPRESSION IGNITION
METHOD OF STARTING : CRANK START
METHOD OF COOLING : WATER COOLED
METHOD OF LOADING : AC GENERATOR

TO DETERMINE THE FOLLOWING:

Brake Power : BP
Specific fuel consumption : Sfc
Actual volume : Vs

21
Brake thermal efficiency : bth
Swept volume : Vs
Volumetric efficiency : v
LOADING SYSTEM:

The engine Test Rig is directly coupled to an AC Generator 3 Phase, 7.5kW, 50 Hz. Which in turn is
loading by resistance load bank. The load can be varied in steps of ¼, ½, ¾, and full load by operating the
rotary switches provided in the Load bank panel.

Between voltage each phase & Neutral BP =  3 VI cos Φ

Where, v = Voltage across two phase

I = Current in each phase
Φ = Power factor = 0.8

FUEL MEASUREMENT

The fuel supplied from the main fuel tank through a measuring burette with 3 way manifold system. To
measure the fuel consumption of the engine fill the burette by opening the cock measure the time taken
to consume X cc of fuel.

AIR INTAKE MEASUREMENT:

The suction side of the engine is connected to an Air tank. The atmospheric air is drawn into the engine
cylinder through the air tank. The manometer is provided to measure the pressure drop across an orifice
provided in the intake pipe of the Air tank. This pressure drop is used to calculate the volume of air
drawn into the cylinder. (Orifice diameter is 20 mm)

LUBRICATION:

The engine is lubricated by mechanical lubrication.

Lubricating oil recommended – SAE – 40 OR Equivalent.

THERMOCOUPLE DETAILS:

T1 = INLET WATER TEMPERATURE OF ENGINE JACKET & CALORIMETER.

T2 = OUTLET WATER TEMPERATURE OF ENGINE JACKET.
T3 = TEMPERATURE OF WATER OUTLET FROM CALORIMETER.
T4 = TEMPERATURE OF EXHAUST GAS INLET TO CALORIMETER.
T5 = TEMPERAUTRE OF EXHAUST GAS OUTLET FROM CALORIMETER.
T6 = AMBIENT TEMPERATURE.

22
PROCEDURE:

1. Connect the panel instrumentation input power line at 230v 50hz, single-phase power source.
2. Connect the inlet and outlet water connection to the engine and calorimeter.
3. Fill fuel into the fuel tank mounted on the panel frame.
4. Check the lubricating oil in the engine sump with the help of dipstick provided.
5. Open the fuel cock provided under the Burette and ensures no air trapped in the fuel line
connecting fuel tank and engine.
6. De-compress the engine by decompression lever provided on the top of the engine head. (Lift the
lever for decompression)
7. Crank the engine slowly with the help of handle provided and ascertains proper flow of fuel into
the pump and in turn through the nozzle into the engine cylinder. Increase cranking rate and pull
the compression lever down, now the engine start. Allow then engine to run and stabilize at
approximately 1500 RPM. (The engine is a constant speed engine, fitted with centrifugal
governor).
8. Now load the engine by operating the rotary switches on the resistance load bank, in steps of ¼,
½, ¾ & full load.
9. Note down the required parameters, indicated on the panel instruments on each load step.
a.Speed of the engine from digital RPM indicator.
b.Voltage & current from voltmeter & ammeter respectively,
c. Fuel consumption from burette.
d.Quantity of airflow from manometer.
e.Different temperatures from Temperature indicator.

10. Turn off the fuel knob provided on the panel after the test.

RESULT: The Performance Test was conducted on four stroke twin cylinder diesel engine.

PERFORMANCE TEST:

1. BRAKE POWER:

BP =  3 VI cos Φ

Where, v = Voltage across two phase

I = Current in each phase
Φ = Power factor = 0.8

2. MASS OF FUEL CONSUMED

23
 X x 0.82 x 3600
Mfc = Kg/hr
1000 x T

Where, X = burette reading in cc

0.82 = density of diesel in gram/cc
T = Time taken in seconds.

3. BRAKE THERMAL EFFICIENCY

BP X 3600 X 100
bth = ………….%
mfc X cv

Where, CV = calorific value of diesel = 42,500 KJ/kg.

BP = Brake Power in KW

4. Willan’s Method :

Draw graph Of B.P vs MFC

B P : X-axis
MFC : Y- axis

Determine Frictional Power using willan’s Line method i.e. Draw a graph BP vs Mfc and extend the
line obtained to intersect negative X axis. The intercept on negative X axis is the Frictional Power (FP).

5.Indicated Power :

IP = BP + FP

6.Indicated Thermal efficiency

IP X 3600 X 100
ith = %
mfc X cv

Where, CV = calorific value of diesel = 42,500 KJ/kg.

IP = Indicated Power in KW

7. Mechanical efficiency:
BP
ηmech = X 100 ……………….. %
IP

Where, BP = Brake Power in kW

IP = Indicated power in kW.

24
 TABULAR COLUMN:

S. No. RPM Current (I) Voltage (V ) Time taken for

10 cc of fuel in
RY YB BR
sec
R Y B

PERFORMANCE

S. No BP Mfc FP IP ηbth ith ηmech

PERFORMANCE TEST ON FOUR-STROKE TWIN CYLINDER

DIESEL ENGINE
OBSERVATIONS:

Time taken for 10

S.No. RPM Current (I) cc of fuel in sec Voltage (v)

1 1550 1.8 26 435

2 1530 2.15 23 429

3 1510 4.38 19 429

4 1500 6.75 13 435

5 1500 8.34 11 437

CALCULATIONS:

25
 S.No. BP In Kw Mf c In Kg/hr bth (%)

1 1.356 0.5676 20.23

2 1.597 0.6417 21.08

3 3.2542 0.7768 35.48

4 5.0499 1.1353 37.68

5 6.2972 1.3418 39.75

Viva Questions
1. What is the formula for Indicated power of a 4-stroke engine?
2. What is the formula for Indicated thermal efficiency?
3. What is the formula for Heat carried away by exhaust gases?
4. What is the purpose of exhaust gas calorimeter?
5. In heat balance sheet, heat unaccounted for is calculated by
6. The power developed inside the engine cylinder by burning of the fuel is………..
7. Mean effective pressure: (area of the indicator diagram / length of the indicator diagram) * spring
constant: True/False
8. Mean effective pressure = …………
9.Swept volume formula:
10.Actual volume of air sucked in the cylinder is given by
11.In a four stroke cycle S.I. engine the camshaft runs at_____________

12.The following is an S.I. engine____________ [ ]

a) Diesel engine b) petrol engine
c) Gas engine d) none of the above

13.The following is C.I. engine [ ]

a) Diesel engine b) petrol engine
c) Gas engine d) none of the above

14.In a four stroke cycle petrol engine , during suction stroke [ ]

a) Only air is sucked in b) only petrol is sucked in

26
c) Mixture of petrol and air is sucked in d) none of the above

15. In a four stroke cycle diesel engine , during suction stroke _____ [ ]
a) Only air is sucked in b) only fuel is sucked in
b) Mixture of fuel and air is sucked in d) None of the above

16.Flywheel in I.C. Engines is made of

17.Firing order of 3-cylinder engine is

18.the thermal efficiency of petrol engine as compared to diesel engine is__

19. Carburetor is used for

20. Fuel injector is used in

EXPERIMENT NO. 9

27
 I.C. Engines Performance Test on 4-S, Petrol Engines

Aim: To conduct performance test on 4 stroke single cylinder petrol engine.

INSTRUMENTATION:

Digital RPM indicator to measure the speed of the engine.

Digital temperature indicator to measure various temperatures.

Differential manometer to measure quantity of air sucked into cylinder.

Burette with manifold to measure the rate of fuel consumed during test.

ENGINE SPECIFICATION:

ENGINE : YAMAHA

BHP : 3 HP

RPM : 3000 RPM

FUEL : PETROL

No OF CYLINDERS : SINGLE

BORE : 70 mm

STROKE LENGTH : 66.7 mm

STARTING : ROPE & PULLEY STARTING

WORKING CYCLE : FOUR STROKE

METHOD OF COOLING : AIR COOLED

METHOD OF IGNITION : SPARK IGNITION

ORIFICE DIA. : 20 mm

COMPRESSION RATIO : 4.67

SPARK PLUG : MICO W 160Z2

CARBURATOR : YAMAHA 1320

GOVERNOR SYSTEM : MECHANICAL GOVERNOR

28
TYPE : SELF EXCITED, DC SHUNT GENERATOR

POWER : 1.5 KW
SPEED : 3000 RPM

RATED VOLTAGE : 220 v DC

(Max. Speed to run as dc motor: 2600 RPM)

RESISTANCE LAMP BANK SPECIFICATION:

RATING : 2.5 kW, 1Φ (single phase)

VARIATION : In 10 steps, by dc switches.

COOLING : Air cooled

OBSERVATIONS:

Indicated Power : IP

Brake power : BP

Brake thermal efficiency : ŋbth

Indicated thermal efficiency : ŋith

Mechanical efficiency : ŋmech

Frictional power : FP

DESCRIPTION:

This engine is a four stroke single cylinder, air – cooled, spark ignition type petrol engine. It is coupled to
a loading system which is in this case is a DC GENERATOR, having a resistive lamp bank which will take
load with the help of dc switches and also providing motoring test facility to find out frictional power of
the engine.

FUEL MEASUREMENT:

The fuel is supplied to the engine from the main fuel tank through a graduated measuring fuel engine
(Burette) with 3 – way cock. To measure the fuel consumption of the engine, fill the burette by opening
the cock. By starting a stop clock, measure the time taken to consume X cc of fuel by the engine.

AIR INTAKE MEASUREMENT:

The suction side of the engine is connected to an Air tank. The atmospheric air is drawn into the engine
cylinder through the air tank. The manometer is provided to measure the pressure drop across an orifice

29
provided in the intake pipe of the Air tank. This pressure drop is used to calculate the volume of air
drawn into the cylinder. (Orifice diameter is 20 mm)

LUBRICATION:

The engine is lubricated by mechanical lubrication.

Lubricating oil recommended – SAE – 40 OR Equivalent.

TEMPERATURE MEASUREMENT:

A digital temperature indicator with selector switch is provided on the panel to read the temperature in
degree centigrade, directly sensed by respective thermocouples located at different places on the test
rig.

THERMOCOUPLE DETAILS

T1 = INLET WATER TEMPERATURE OF ENGINE JACKET & CALORIMETER.

T2 = OUTLET WATER TEMPERATURE OF ENGINE JACKET.
T3 = TEMPERATURE OF WATER OUTLET FROM CALORIMETER.
T4 = TEMPERATURE OF EXHAUST GAS INLET TO CALORIMETER.
T5 = TEMPERAUTRE OF EXHAUST GAS OUTLET FROM CALORIMETER.
T6 = AMBIENT TEMPERATURE.

LOADING SYSTEM:

The engine shaft is directly coupled to the DC Generator which can be loaded by resistive lamp bank.
The load can be varied by switching ON the load bank. The load can be varied by switching ON the load
bank switches for various loads.

PROCEDURE:

1. Connect the instrumentation power input plug to a 230v, 50 Hz AC single phase AC supply. Now all
the digital meters namely, RPM indicator, temperature indicator display the respective readings.
2.Fill up the petrol to the fuel tank mounted behind the panel.
3.Check the lubricating oil level in the oil sump with the dipstick provided.
4.Start the engine with the help of rope and pulley arrangement.
5.Allow the engine to stabilize the speed i.e. 2800 RPM by adjusting the accelerator knob.
6.Keep the change-over switch in the generator direction.
7.Apply ¼ load (1.9 Amps).
8.Notedown all the required parameters mentioned below.
a. Speed of the engine in RPM.
b. load from ammeter in amps.
c. Burette reading in cc.
d. Manometer reading in mm.
e. Time take for consumption of Xcc petrol.
f. Exhaust gas temperature in degree C.
9. Load the engine step by step with the use of dc switches provided on the load bank such as,

30
1/2 load = 3.2 A / 3.8 A
3/4 load = 4.7 A / 5.7 A
Full load = 6.3 A / 7.6 A

10. Note down all required readings.

ENGINE PERFORMANCE:

1. BRAKE POWER
VI
BP = Kw.
1000 x ηg

Where, V = DC voltage in volts.

I = DC current in amps.
ηg = efficiency of generator = 85%

2. MASS OF FUEL CONSUMED.

X x 0.72 x 3600
M fc = ……… kg/hr
1000 x T

Where, X = burette reading in cc

0.72 = density of petrol in gram / cc
T = time taken in seconds.

3. SPECIFIC FUEL CONSUMPTION.

Mfc
Sfc = Kg/kw hr
BP
4. BRAKE THERMAL OR OVER ALL EFFICIENCY

BP X 3600 X 100
ηbth = %
Mfc X cv

Where, cv = calorific value of petrol = 43500 kJ / kg.

BP = Brake Power in kW.

5. INDICATED THERMAL EFFICIENCY:

IP X 3600 X 100
ηith = %
Mfc X cv

6. MECHANICAL EFFICIENCY :

31
 BP x 100
ηmech = ………..%
IP

Where, BP = Brake Power in kW.

IP = Indicated power in kW.
OBSERVATIONS:

S.No. Voltage ( V) Current (I) Time taken for 10 cc Speed(rpm)

of fuel in sec

CALCULATIONS :

S. No. BP In Kw Mf c In Kg/hr bth ( % )

PERFORMANCE TEST ON FOUR-STROKE SINGLE

32
 CYLINDER PETROL ENGINE
OBSERVATIONS:

S.No. Voltage ( V) Current (I) Time taken for 10 Speed(rpm)

cc of fuel in sec

1 230 1 28 2890

2 220 3 21 2960

3 200 4.7 20 2760

4 190 6.3 18 2660

5 190 7.1 17 2660

6 180 8 16 2570

CALCULATIONS:

S.No. BP In Kw Mf c In Kg/hr bth ( % )

1 0.27058 0.462 4.838

2 0.7764 0.617 10.413

3 1.10588 0.698 14.123

4 1.4082 0.72 16.186

5 1.5870 0.762 17.235

6 1.6941 0.81 17.3056

VIVA QUESTIONS

1. S I engine fuels are rated by [ ]

a. Octane number b.cetane number c.both a and b d. none
2. C I engine fuels are rated by [ ]

33
 a. Octane number b.cetane number c.both a and b d. none

3. Octane number of Iso octane is [ ]

a. 0 b. 25 c. 50 d.100
4. . Octane number of n-heptane is [ ]
a. 0 b. 25 c. 50 d.100
5. . Cetane number of cetane is [ ]
a. 0 b. 25 c. 50 d.100
6. . Cetane number of  methyl napthalene is [ ]
a. 0 b. 25 c. 50 d.100
7. C I engine fuels are rated by [ ]
a. Octane number b.cetane number c.both a and b d. none
8.The knocking tendency in S I engine reduces with incresing. [ ]
a.compression ratio b. wall temperature c. engine speed d.none
9.The self ignition temperature of diesel compared to petrol is [ ]
a. higher b. lower c.same d. none
10.Ignition of charge by heated cylinder walls is known as [ ]
a. Pre ignition b.Knocking c. Ignition lag d. none
11. Stages of combustion in S.I.Engines are__________________

12. Stages of combustion in C.I.Engines are__________________

Define the following

13.Octane number

14. Cetane number

15. Detonation

16. Swirl

17. Squish

18. Tumble

19. Name different types of Combustion Chambers in S.I. Engines

20. Name different types of Combustion Chambers in C.I. Engines

34
 EXPERIMENT NO.10

Evaluation of Engine friction by conducting Morse on 4-S Multi cylinder

Petrol Engine
AIM: To determine Frictional power of four stroke three-cylinder petrol engine.

INSTRUMENTATION:

1. Digital RPM Indicator to measure the speed of the engine.

2. Digital temperature indicator to measure various temperatures.
3. Differential manometer to measure quantity of air sucked into cylinder.
4. Burette with manifold to measure the rate of fuel consumed during test.

ENGINE SPECIFICATION:

ENGINE : MARUTHI 800 ENGINE

BHP : 10 H.P
RPM : 1500 RPM
FUEL : PETROL
No OF CYLINDERS : THREE
BORE : 70 mm
STROKE LENGTH : 66 mm
STARTING : SELF START
WORKING CYCLE : FOUR STROKE
METHOD OF COOLING : WATER COOLED
METHOD OF IGNITION : SPARK IGNITION
DESCRIPTION:

The MARUTI 800 engine is a four stroke three cylinder, water – cooled, spark ignition type petrol engine.
It is coupled to a loading system which is in this case is a HYDRAULIC DYNAMOMETER.

FUEL MEASUREMENT:

The fuel is supplied to engine from the main fuel tank through a graduated measuring fuel gauge
(Burette) with 3 – way cock. To measure the fuel consumption of the engine, fill the burette by opening
the cock. By starting a stop clock, measure the time taken consume X cc of fuel by the engine.

AIR INTAKE MEASUREMENT:

The suction of the engine is connected to an Air tank. The atmospheric air is drawn into the engine

35
cylinder through the air tank. The manometer is provided to measure the pressure drop across an orifice
provided in the intake pipe of the Air tank. This pressure drop is used to calculate the volume of air
drawn into the cylinder. (Orifice diameter is 20 mm)

LUBRICATION:-

The engine is lubricated by mechanical lubrication.

Lubricating oil recommended – SAE – 40 OR Equivalent.

TEMPERATURE MEASUREMENT:

A digital temperature indicator with selector switch is provided on the panel to read the temperature in
degree centigrade, directly sensed by respective thermocouples located at different places on the test
rig.

ROTAMETER :

A rotameter is provided at the inlet of engine jacket to measure the quantity of water allowed into the
engine jacket. Valves are provided to regulate the flow rate of water flowing and that can be directly
read on the rotameter in cc/sec.

LOADING SYSTEM:

The engine shaft is directly coupled to the hydraulic dynamometer and is loaded by varying the quantity
of water allowed into the dynamometer at constant pressure head. By operating the gate valve provided
on the inlet line of the dynamometer, we can vary the load. The outlet will be connected to a valve to be
adjusted depending upon the load conditions.

PROCEDURE :

1. Run the engine at 1500 RPM & load it to 10 H.P. Morse test can be conducted by disconnecting the
power of the individual cylinder one by one with the use of knife switches provided on the panel.
2. Cut off one cylinder, then the engine speed will drop. Bring back the speed of the engine to 1500
RPM by reducing the load and measuring the power developed.
3. Repeat the above procedure by cutting off cylinders 2 & 3. (At a time only one cylinder should be cut
off)
4. Calculate the BP with 3 cylinders, which is 10 H.P. at 1500 RPM.

5. Calculate BP at 1500 RPM with one cylinder cut off (with remaining two cylinders on). The difference
will give IP of one cylinder i.e., cut off cylinder. Similarly, calculate the IP of the remaining two
cylinders. Then the total IP of the engine can be calculated by adding the IP of the individual
cylinder.
6. To find out FP of the engine, deduct total BP from total IP.

36
RESULT : Indicated power and Frictional power of the given engine is determined.

Running Cylinder nos. Cut – off cylinder no. Load in kg RPM BP of running
cylinder

TEST:

WxN
BP = = …………… KW.
C

Where, W = Spring balance reading in kg.

N = Speed of the engine in RPM.
C = constant = 2000

IP1 = BP (total) - BP 2 & 3

IP2 = BP (total) - BP 1 & 2
IP3 = BP (total) - BP 1 & 3

IP(total) = IP1 + IP2 + IP3

Therefore,
Frictional Power, FP = IP (total) - BP (total)

37
 OBSERVATIONS &CALCULATIONS:

S. No. Running Cut off Load in kg RPM BP of IP of cut off

cylinder no. cylinder no. Running cylinder
Cylinder

1 3 0 8 1680 6.6 9.8695

2 2 1 4.1 1680 3.3825 3.1275

3 2 2 4.4 1680 3.63 2.97

4 2 3 3.9 1680 3.2175 3.382

IPtotal = IP1 + IP2+IP3

= 3.1275+2.97+ 3.382

= 9.8695 kW

FP = IPtotal - BPtotal

= 9.8695 – 6.6

= 3.2695 kW

Viva Questions

1. Can Morse test be conducted on a single cylinder engine?

2. What is the purpose of conducting the Morse test?
3. What are the precautions to be taken during conducting Morse test?
4. Define mechanical efficiency.
5. Define Indicated Power.
6. Define Brake Power.
7. Define brake thermal efficiency.
8. Define indicated thermal efficiency
9. How frictional power is determined in multi cylinder engines.
10. What is the function of carburetor?

38
 EXPERIMENT NO. 11

Retardation test on 4- S diesel engine

AIM:

Determination of frictional power of an engine by retardation through additional flywheel method.

DESCRIPTION

The mechanical brake drum is fixed to the engine flywheel and the engine mounted on the M.S. channel
chassis and further mounted on anti vibro mounts. A separate panel board is used to fix burette with 3-
way cock, digital temperature indicator & rpm indicator, temperature selector switch, “U” tube
manometer.

SPECIFICATION:

ENGINE : FOUR STROKE SINGLE CYLINDER

BHP : 5 HP
SPEED : 1500 rpm
FUEL : DIESEL
No OF CYLINDERS : SINGLE
BORE DIA : 80 mm
STROKE LENGTH : 110 mm
STARTING : CRANKI NG
WORKING CYCLE : FOUR STROKE
METHOD OF COOLING : WATER COOLED
METHOD OF IGNITION : COMPRESSION IGNITION
INSTRUMENTATION :

1. Digital speed indicator to measure the speed of the engine.

2. Digital temperature indicator to measure various temperatures.
3. Differential manometer to measure quantity of air sucked into cylinder.
4. Burette with manifold to measure the rate of fuel consumed.
LOADING SYSTEM:

The brake drum is directly coupled to the engine flywheel and a rope brake is wounded around the
drum, Top end of the rope is connected to a spring balance and bottom end of the rope is connected to
a weight platform. The load to the engine can be varied by adding slotted weights provided on to the
platform. (Please see that the weight platform is above the base, while the engine is loaded; to do so,

39
use the hand wheel provided on the loading frame).

AIR INTAKE MEASUREMENT:

The suction side of the engine is connected to an Air tank. The atmospheric air is drawn into the engine
cylinder through the air tank. The manometer is provided to measure the pressure drop across an orifice
provided in the intake pipe of the Air tank. This pressure drop is used to calculate the volume of air
drawn into the cylinder. (Orifice diameter is 20 mm)

FUEL MEASUREMENT:

The fuel is supplied to the engine from the main fuel tank through a graduated measuring fuel gauge
(Burette).

LUBRICATION:

The engine is lubricated by mechanical lubrication.

Lubricating oil recommended – SAE – 40 OR Equivalent.

PROCEDURE:

1. Start the engine and allow it to stabilize rated speed. (1500 rpm).
2. Remove the brake load by removing the dead weight of the dead weight and rope to keep the speed
at 1500 rpm.
3. Cut off the fuel supply completely by pressing the rack of the fuel pump to stop position.
4. Note down the time taken in second (t1) for the speed to come down from 1500 to 1400 rpm.
5. Now declutch the additional flywheel even while the engine running. Repeat the steps 2 to 4 and
note down the time (t2) for the engine to come down from 1500 to 1400 rpm.

In both cases, the engine speed comes down only due to frictional power of the engine. From these, we
can observe that the time t1 is greater than t2 because of inertia of the additional flywheel.

The frictional power of the engine can be calculated by using following formula:

1. Mass moment of inertia of additional flywheel.

If ……………. kg – m/sec2
=
g

But, If = W x r2 ……………. Kg. m2

40
 Where, W = weight of the additional flywheel in kg = 40 kg.
r = radius of the additional flywheel in meter.

2. Angular deceleration.

2 Π (N1 - N2)
a. with additional flywheel, Ad 1 = rad/sec 2
60 t1

2Π (N1 – N2)
b. without additional flywheel, Ad 2 = rad/sec 2
60 t2

where, N1 = Initial speed of the engine (1500 rpm)

N2 = Final speed of the engine (1400 rpm)
t1 = Time taken for the speed to come down from 1500 to 1400 RPM with
flywheel.
t2 = Time taken for the speed to come down from 1500 to 1400 RPM
without flywheel.

There fore,

Frictional torque = mass moment of inertia x angular deceleration

i.e. Tf = If x Ad1

To find frictional power,

2 Π NTf
FP =
60

N1 + N2
where, N = average speed =
2

Tf = Frictional torque.

41
TABULAR COLUMN (For retardation test):

S. Load (Kg) t1 t2 Angular deceleration Speed range Friction Frictio

No. (sec) (sec) (rad/sec2) (rpm) al nal
Torque Power
(kg.m)
With Without
flywheel flywheel

SAMPLE OBSERVATIONS &CALCULATIONS:

Angular deceleration
S.No. Load in kg T1(sec) T2(sec) (rad/sec2) Speed Frictional
range Torque
(rpm) (kg.m)
With Without
flywheel flywheel

1 5 10 9 15.7 17.45 1500 12.81

2 7 11 8 14.279 19.63 1500 11.679

3 8 13 6 12.08 26.179 1500 9.88

42
 EXPERIMENT NO.12

MOTORING TEST

OBJECTIVE:

To measure the FP of the given Four stroke single cylinder petrol engine by MOTORING TEST.

INSTRUMENTATION:

Digital RPM indicator to measure the speed of the engine.

Digital temperature indicator to measure various temperatures.

Differential manometer to measure quantity of air sucked into cylinder.

Burette with manifold to measure the rate of fuel consumed during test.

ENGINE SPECIFICATION:

ENGINE : YAMAHA

BHP : 3 HP

RPM : 3000 RPM

FUEL : PETROL

No OF CYLINDERS : SINGLE

BORE : 70 mm

STROKE LENGTH : 66.7 mm

STARTING : ROPE & PULLEY STARTING

WORKING CYCLE : FOUR STROKE

METHOD OF COOLING : AIR COOLED

METHOD OF IGNITION : SPARK IGNITION

ORIFICE DIA. : 20 mm

COMPRESSION RATIO : 4.67

43
SPARK PLUG : MICO W 160Z2

CARBURATOR : YAMAHA 1320

GOVERNOR SYSTEM : MECHANICAL GOVERNOR

TYPE : SELF EXCITED, DC SHUNT GENERATOR

POWER : 1.5 KW
SPEED : 3000 RPM

RATED VOLTAGE : 220 v DC

(Max. speed to run as dc motor : 2600 RPM)

RESISTANCE LAMP BANK SPECIFICATION:

RATING : 2.5 Kw, 1Φ (single phase)

VARIATION : In 10 steps, by dc switches.

COOLING : Air cooled

DESCRIPTION:

This engine is a four stroke single cylinder, air – cooled, spark ignition type petrol engine. It is coupled to
a loading system which is in this case is a DC GENERATOR, having a resistive lamp bank which will take
load with the help of dc switches and also providing motoring test facility to find out frictional power of
the engine.

FUEL MEASUREMENT:

The fuel is supplied to the engine from the main fuel tank through a graduated measuring fuel engine
(Burette) with 3 – way cock. To measure the fuel consumption of the engine, fill the burette by opening
the cock. By starting a stop clock, measure the time taken to consume X cc of fuel by the engine.

AIR INTAKE MEASUREMENT:

The suction side of the engine is connected to an Air tank. The atmospheric air is drawn into the engine
cylinder through the air tank. The manometer is provided to measure the pressure drop across an orifice
provided in the intake pipe of the Air tank. This pressure drop is used to calculate the volume of air
drawn into the cylinder. (Orifice diameter is 20 mm)

44
LUBRICATION:

The engine is lubricated by mechanical lubrication.

Lubricating oil recommended – SAE – 40 OR Equivalent.

TEMPERATURE MEASUREMENT:

A digital temperature indicator with selector switch is provided on the panel to read the temperature in
degree centigrade, directly sensed by respective thermocouples located at different places on the test
rig.

LOADING SYSTEM:

The engine shaft is directly coupled to the DC Generator which can be loaded by resistive lamp bank.
The load can be varied by switching ON the load bank. The load can be varied by switching ON the load
bank switches for various loads.

PROCEDURE:

1. To conduct the motoring test, first connect the rectifier to the panel board.
2. Remove the spark plug connection from the engine & switch off the ignition switch.
3. Keep the change – over switch in the motoring direction.
4. Now slowly increase the power using Variac provided in the rectifier circuit.
5. Increase the speed up to 2800 RPM and note down the armature current and voltage.
6.Now slowly decrease the power and turn the change – over switch to OFF condition.

RESULT:

FRICTIONAL POWER OF THE ENGINE:

FP (ENGINE) = FP (TOTAL) - FP (MOTAR)

Where, FP (MOTAR) = No load generator losses.

FP(TOTAL) = Total frictional power.

V x I
= ……………. kW.
1000 x η

There fore, FP = ………….. …KW

45
 S.NO SPEED VOLTAGE CURRENT FRICTIONAL
POWER

SAMPLE OBSERVATIONS &CALCULATIONS:

S.No Voltage ( V ) Current ( I ) Frictional Power

1 156 3.5 0.64

2 183 4 0.86

3 220 4.5 1.16

4 234 4.75 1.3

5 266 5.06 1.58

46
 EXPERIMENT NO. 13

I.C. ENGINES HEAT BALANCE

AIM : To prepare heat balance sheet on twin cylinder diesel engine.

DESCRIPTION : The A.C. generator is fixed to the Engine shaft and is mounted on a M.S. Channel Frame.
Panel board is used to fix burette with 3 way cock, digital RPM indicator and “U” tube manometer.

INSTRUMENTATION:

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

2. Digital temperature indicator to measure various temperatures.
3. Differential manometer to measure quantity of air sucked into cylinder.
4. Burette with manifold to measure the rate of fuel consumed during test.
5. Digital Voltmeter 0-500 V with selector switch.
6. Digital Ammeter 0-20 A with selector switch.

ENGINE SPECIFICATION:

MAKE : KIRLOSKAR
BHP : 10 HP
SPEED : 1500 RPM
NO. OF CYLINDER : TWO
COMPRESSION RATIO : 17.5 : 1
BORE : 87.5 mm
STROKE : 110 mm
ORIFICE DIAMETER : 20 mm
TYPE OF IGNITION : COMPRESSION IGNITION
METHOD OF STARTING : CRANK START
METHOD OF COOLING : WATER COOLED
METHOD OF LOADING : AC GENERATOR
LOADING SYSTEM:

The engine Test Rig is directly coupled to an AC Generator 3 Phase, 7.5 Kw, 50 Hz. Which inturn is
loading by resistance load bank. The load can be varied in steps of ¼, ½, ¾, and full load by operating the
rotary switches provided in the Load bank panel.

47
Between voltage each phase & Neutral BP =  3 VI cos Φ

Where, v = Voltage across two phase

I = Current in each phase
Φ = Power factor = 0.8

FUEL MEASUREMENT

The fuel supplied from the main fuel tank through a measuring burette with 3 way manifold system. To
measure the fuel consumption of the engine fill the burette by opening the cock measure the time taken
to consume X cc of fuel.

AIR INTAKE MEASUREMENT:

The suction side of the engine is connected to an Air tank. The atmospheric air is drawn into the engine
cylinder through the air tank. The manometer is provided to measure the pressure drop across an orifice
provided in the intake pipe of the Air tank. This pressure drop is used to calculate the volume of air
drawn into the cylinder. (Orifice diameter is 20 mm)

LUBRICATION:

The engine is lubricated by mechanical lubrication.

Lubricating oil recommended – SAE – 40 OR Equivalent.

THERMOCOUPLE DETAILS:

T1 = INLET WATER TEMPERATURE OF ENGINE JACKET & CALORIMETER.

T2 = OUTLET WATER TEMPERATURE OF ENGINE JACKET.
T3 = TEMPERATURE OF WATER OUTLET FROM CALORIMETER.
T4 = TEMPERATURE OF EXHAUST GAS INLET TO CALORIMETER.
T5 = TEMPERAUTRE OF EXHAUST GAS OUTLET FROM CALORIMETER.
T6 = AMBIENT TEMPERATURE.
PROCEDURE:

1. Connect the panel instrumentation input power line at 230v 50hz, single phase power source.
2. Connect the inlet and outlet water connection to the engine and calorimeter.
3. Fill fuel into the fuel tank mounted on the panel frame.
4. Check the lubricating oil in the engine sump with the help of dip stick provided.
5. Open the fuel cock provided under the Burette and ensures no air trapped in the fuel line
connecting fuel tank and engine.
6. De-compress the engine by decompression lever provided on the top of the engine head. (Lift
the lever for decompression)

48
 7. Crank the engine slowly with the help of handle provided and ascertains proper flow of fuel into
the pump and in turn through the nozzle into the engine cylinder. Increase cranking rate and
pull the compression lever down, now the engine start. Allow then engine to run and stabilize at
approximately 1500 RPM. (The engine is a constant speed engine, fitted with centrifugal
governor).
8. Now load the engine by operating the rotary switches on the resistance load bank, in steps of ¼,
½, ¾ & full load.
9. Note down the required parameters, indicated on the panel instruments on each load step.

a) Speed of the engine from digital RPM indicator.

b) Voltage & current from voltmeter & ammeter respectively,
c) Fuel consumption from burette.
d) Quantity of airflow from manometer.
e) Different temperatures from Temperature indicator.

10. Turn off the fuel knob provided on the panel after the test.
11. Prepare heat balance sheet at any one load on the engine.

OBSERVATIONS:
Voltage = V =
Current = I =
Brake Power = BP =  3 VI cos Φ =

T1 = Inlet water temperature of engine jacket & calorimeter.

T2 = Outlet water temperature of engine jacket.
T3 = Temperature of water outlet from calorimeter.
T4 = Temperature of exhaust gas inlet to calorimeter.
T5 = Temperature of exhaust gas outlet from calorimeter.
T6 =Ambient temperature

MFC = mass of fuel consumed in kg/hr

X x 0.82 x 3600
= Kg/hr
1000 x T

Where, X = burette reading in cc

0.82= density of diesel in gram/cc

49
 T = Time taken in seconds.

CV = Calorific value of fuel (diesel) = 42500 kJ/Kg

ACTUAL VOLUME OF AIR SUCKED IN TO THE CYLINDER:

Va = Cd x A x  2gH x 3600 m3/hr

h w
Where, H = X …………. meter of water.
1000 a

A = area of orifice =  d2 / 4
H = manometer reading in mm

w = density of water = 1000 kg/m 3

Cd = co – efficient of discharge = 0.62

Va = Cd x A x  2gh x 3600

CALCULATIONS:

01. Heat Input = H = MFC x CV KJ/hr.

02. Heat equivalent to BP = H1 = BP X 3600 kJ/hr

03. Determine Frictional Power using willan’s Line method i.e. Draw a graph BP vs Mfc
And extend the line obtained to intersect negative X axis. The intercept on negative X axis
is the Frictional Power (FP).
Heat equivalent to FP = H2 = FP X 3600 kJ/hr

04. Heat carried away by exhaust gas = H3

H3 = (Mass of fuel + Mass of Air) x (Specific heat of gas) x Temperature difference

= [mf + Va a] (Cpg) (T4 - T6) kJ/kg

Where T4 is are exhaust gas inlet temperature to calorimeter and T6 is ambient

temperature in deg. centigrade.

a = Density of Air = 1.193 kg/m3

mf =mass of fuel consumed in kg/hr
ma = Mass of air = Volume of air x Density of air =V a a
Cpg = Specific heat of gas = 0.92 kJ/kg k

05. Heat carried away by calorimeter water

50
 H4 = (mass of water passed through calorimeter) x (Specific heat of water) x temperature
difference).
H4 = Mw x Cp. x (T3 – T1)

Where T1 and T3 are water inlet and outlet temperatures of the calorimeter respectively.

Mw = mass of water = calorimeter rotameter reading in cc/sec.

CC x Density of water in gm/cc X 3600

= Kg/hr
Sec 100

Where density of water = 1 gm/c.c [i.e. 1000 kg/m 3]

06. Heat carried away engine jacket cooling water.

H5 = (mass of water passed through engine jacket) x (Specific heat of water) x

temperature Difference.

H5 = mw x Cp x (T2 – T1)
Where T1 and T2 are water inlet and outlet to the engine jacket respectively.

07. Heat unaccounted

H6 = H - (H1 + H2 + H3 + H4 + H5)

SL. RPM Current (I) Time Voltage (V )

NO. taken for
RY YB BR
10 cc of
R Y B
fuel in sec

51
 BP In kW Mf In kg/hr

TEMPERATURES:

T0 T1 T2 T3 T4 T5 T6

52
 EXPERIMENT NO. 14

I.C.Engines A/F Ratio and Volumetric Efficiency determination

AIM : To determine A/F Ratio and Volumetric Efficiency on the four stroke twin cylinder diesel engine

DESCRIPTION: The A.C. generator is fixed to the Engine shaft and is mounted on a M.S. Channel Frame.
Panel board is used to fix burette with 3-way cock, digital RPM indicator and “U” tube manometer.

INSTRUMENTATION:

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

2. Digital temperature indicator to measure various temperatures.
3. Differential manometer to measure quantity of air sucked into cylinder.
4. Burette with manifold to measure the rate of fuel consumed during test.
5. Digital Voltmeter 0-500 V with selector switch.
6. Digital Ammeter 0-20 A with selector switch.

ENGINE SPECIFICATIONS:

MAKE : KIRLOSKAR
BHP : 10 HP
SPEED : 1500 RPM
NO. OF CYLINDER : TWO
COMPRESSION RATIO : 17.5 : 1
BORE : 87.5 mm
STROKE : 110 mm
ORIFICE DIAMETER : 20 mm
TYPE OF IGNITION : COMPRESSION IGNITION
METHOD OF STARTING : CRANK START
METHOD OF COOLING : WATER COOLED
METHOD OF LOADING : AC GENERATOR

TO DETERMINE THE FOLLOWING:

Brake Power : BP
Specific fuel consumption : Sfc

53
Actual volume : Vs
Brake thermal efficiency : bth
Swept volume : Vs
Volumetric efficiency : v

LOADING SYSTEM:

The engine Test Rig is directly coupled to an AC Generator 3 Phase, 7.5kW, 50 Hz. Which in turn is
loading by resistance load bank. The load can be varied in steps of ¼, ½, ¾, and full load by operating the
rotary switches provided in the Load bank panel.

Between voltage each phase & Neutral BP =  3 VI cos Φ

Where, v = Voltage across two phase

I = Current in each phase
Φ = Power factor = 0.8

FUEL MEASUREMENT

The fuel supplied from the main fuel tank through a measuring burette with 3 way manifold system. To
measure the fuel consumption of the engine fill the burette by opening the cock measure the time taken
to consume X cc of fuel.

AIR INTAKE MEASUREMENT:

The suction side of the engine is connected to an Air tank. The atmospheric air is drawn into the engine
cylinder through the air tank. The manometer is provided to measure the pressure drop across an orifice
provided in the intake pipe of the Air tank. This pressure drop is used to calculate the volume of air
drawn into the cylinder. (Orifice diameter is 20 mm)

LUBRICATION:

The engine is lubricated by mechanical lubrication.

Lubricating oil recommended – SAE – 40 OR Equivalent.

THERMOCOUPLE DETAILS:

T1 = Inlet water temperature of engine jacket & calorimeter.

T2 = Outlet water temperature of engine jacket.
T3 = Temperature of water outlet from calorimeter.
T4 = Temperature of exhaust gas inlet to calorimeter.
T5 = Temperautre of exhaust gas outlet from calorimeter.
T6 = Ambient temperature.

54
 PROCEDURE:

1. Connect the panel instrumentation input power line at 230v 50hz, single-phase power source.
2. Connect the inlet and outlet water connection to the engine and calorimeter.
3. Fill fuel into the fuel tank mounted on the panel frame.
4. Check the lubricating oil in the engine sump with the help of dipstick provided.
5. Open the fuel cock provided under the Burette and ensures no air trapped in the fuel line
connecting fuel tank and engine.
6. De-compress the engine by decompression lever provided on the top of the engine head. (Lift
the lever for decompression)
7. Crank the engine slowly with the help of handle provided and ascertains proper flow of fuel into
the pump and in turn through the nozzle into the engine cylinder. Increase cranking rate and
pull the compression lever down, now the engine start. Allow then engine to run and stabilize at
approximately 1500 RPM. (The engine is a constant speed engine, fitted with centrifugal
governor).
8. Now load the engine by operating the rotary switches on the resistance load bank, in steps of ¼,
½, ¾ & full load.
9. Note down the required parameters, indicated on the panel instruments on each load step.

a. Speed of the engine from digital RPM indicator.

b. Voltage & current from voltmeter & ammeter respectively,
c. Fuel consumption from burette.
d. Quantity of airflow from manometer.
e. Different temperatures from Temperature indicator.

10. Turn off the fuel knob provided on the panel after the test.

CALCULATIONS:

1. MASS OF FUEL CONSUMED:

X x 0.82 x 3600
M fc = kg/ hr
1000 x T

Where, X = burette reading in cc

0.82 = density of diesel in gram / cc
T = time taken in seconds.

55
2. SPECIFIC FUEL CONSUMPTION:

mfc
Sfc = ………… kg/kW hr
BP

3. ACTUAL VOLUME OF AIR SUCKED IN TO THE CYLINDER:

Va = Cd x A x  2gH x 3600 m3/hr

h w
Where, H = X …………. meter of water.
1001 a
2
A = area of orifice =  d / 4
H = manometer reading in mm

w = density of water = 1000 kg/m 3

Cd = co – efficient of discharge = 0.62

Va = Cd x A x  2gh x 3600

4.Mass of air actually consumed by the cylinder :

Ma = Va a

5. Air Fuel Ratio :

Ma/Mf =

6. SWEPT VOLUME :

 d2
VS = L (N/2) 60
4
Where, d = dia of bore = 80 mm
L = length of stroke = 110 mm
N = Speed of the engine in rpm

7. VOLUMETRIC EFFICIENCY :

VA
ηv = X 100 …………. %
VS

56
 EXPERIMENT NO.15

STUDY OF LANCASHIRE BOILER

AIM: To study Lancashire boiler.

Theory: Evaporating the water at appropriate temperatures and pressures in boilers does the
generation of system. A boiler is defined as a set of units, combined together consisting of an apparatus
for producing and recovering heat by igniting certain fuel, together with arrangement for transferring
heat so as to make it available to water, which could be heated and vaporized to steam form. One of the
important types of boilers is Lancashire boiler.

Observation: Lancashire boiler has two large diameter tubes called flues, through which the hot gases
pass. The water filled in the main shell is heated from within around the flues and also from bottom and
sides of the shell, with the help of other masonry ducts constructed in the boiler as described below.
The main boiler shell is of about 1.85 to 2.75 m in diameter and about 8 m long. Two large tubes
of 75 to 105 cm diameter pass from end to end through this shell. These are called flues. Each flue is
proved with a fire door and a grate on the front end. The shell is placed in a placed in a masonry
structure which forms the external flues through which, also, hot gases pass and thus the boiler shell
also forms a part of the heating surface. The whole arrangement of the brickwork and placing of boiler
shell and flues is as shown in fig.
SS is the boiler shell enclosing the main flue tubes. SF are the side flues running along the length
of the shell and BF is the bottom flue. Side and bottom flues are the ducts, which are provided in
masonry it self.
The draught in this boiler is produced by chimney. The hot gases starting from the grate
travel all along the flues tubes; and thus transmits heat through the surface of the flues. On
reaching at the back end of the boiler they go down through a passage, they heat water
through the lower portion of the main water shell. On reaching again at front end they
bifurcate to the side flues and travel in the forward direction till finally they reach in the smoke
chamber from where they pass onto chimney.
During passage through the side flues also they provide heat to the water through a part of the
main shell. Thus it will be seen that sufficient amount of area is provided as heating surface by the flue
tubes and by a large portion of the shell
Operating the dampers L placed at the exit of the flues may regulate the flow of the gases.

57
Suitable firebricks line the flues. The boiler is equipped with suitable firebricks line the flues. The boiler is
equipped with suitable mountings and accessories.
There is a special advantage possessed by such types of boilers. The products of combustion
are carried through the bottom flues only after they have passed through the main flue tubes, hence the
hottest portion does not lie in the bottom of the boiler, where the sediment contained in water as
impurities is likely to fall. Therefore there are less chances of unduly heating the plates at the bottom
due to these sediments.

Result: The Lancashire boiler is studied.

58
 EXPERIMENT NO.16

STUDY OF BABCOCK-WILCOX BOILER

Aim: To study Babcock-Wilcox boiler.

Theory: Evaporating the water at appropriate temperatures and pressures in boilers does the
generation of steam. A boiler is defined as a set of units, combined together consisting of an apparatus
for producing and recovering heat by igniting certain fuel, together with arrangement for transferring
heat so as to make it available to water, which could be heated and vaporized to steam form. One of the
important types of boilers is Babcock-Wilcox boiler.

Observation: In thermal powerhouses, Babcock Wilcox boilers do generation of steam in large

quantities.
The boiler consists essentially of three parts.
1.A number of inclined water tubes: They extend all over the furnace. Water circulates through them
and is heated.
2. A horizontal stream and water drum: Here steam separate from the water which is kept circulating
through the tubes and drum.
3. Combustion chambers: The whole of space where water tubes are laid is divided into three separate
chambers, connected to each other so that hot gases pass from one to the other and give out heat in
each chamber gradually. Thus the first chamber is the hottest and the last one is at the lowest
temperature. All of these constituents have been shown as in fig.
The Water tubes 76.2 to 109 mm in diameter are connected with each other and with the drum by
vertical passages at each end called headers. Tubes are inclined in such a way that they slope down
towards the back. The rear header is called the down-take header and the front header is called the
uptake header has been represented in the fig as DC and VH respectively.

Whole of the assembly of tubes is hung along with the drum in a room made of masonry
work,lined with fire bricks. This room is divided into three compartments A,B,and C as shown in fig,so
that first of all, the hot gases rise in A and go down inn B,again rises up in C, and then the led to the
chimney through the smoke chamber C.
A mud collector M is attached to the rear and lowest point of the boiler into which the sediment

59
i.e. suspended impurities of water are collected due to gravity, during its passage through the down take
header.
Below the front uptake header is situated the greate of the furnace ,either automatically or
manually fired depending upon the size of the boiler. The direction of hot gases is maintained upwards
by the baffles L.
In the steam and water drum the steam is separated from the water and the remaining
water travels to the back end of the drum and descends through the down take header where it
is subjected to the action of fire of which the temperature goes on increasing towards the
uptake header.Then it enters the drum where the separation occurs and similar process
continuous further.
For the purpose of super heating the stream addition sets of tubes of U-shape fixed
horizontally,are fitted in the chamber between the water tubes and the drum. The steam passes from
the steam face of the drum downwards into the super heater entering at its upper part, and spreads
towards the bottom .Finally the steam enters the water box W, at the bottom in a super heated
condition from where it is taken out through the outlet pipes.
The boiler is fitted with the usual mountings like main stop valve M, safety valve S, and feed
valve F, and preesure gauge P.
Main stop valve is used to regulate flow of steam from the boiler, to steam pipe or from one
steam one steam pipe to other.
The function of safety valve is used to safe guard the boiler from the hazard of pressures
higher than the design value. They automatically discharge steam from the boiler if inside
pressure exceeds design-specified limit.
Feed check valve is used to control the supply of water to the boiler and to prevent the
escaping of water from boiler due to high pressure inside.
Pressure gauge is an instrument, which record the inside pressure of the boiler.
When steam is raised from a cold boiler, an arrangement is provided for flooding the super
heater. By this arrangement the super heater is filled with the water up to the level. Any steam is
formed while the super heater is flooded is delivered to the drum ultimately when it is raised to the
working pressure. Now the water is drained off from the super heater through the cock provided for this
purpose, and then steam is let in for super heating purposes.

60
Result: The Babcock – Wilcox boiler is studied.

VIVA QUESTIONS
1. The function of fusible plug in a boiler is to
a) Control pressure b) control water level
c) Extinguish fire d) generate steam [ ]

2. In case of locomotive boiler, the draught is produced by

a) Chimney b) steam jet c) fan d) blower [ ]

3.Which one of the following is a modern high-pressure boiler?

a) La Mont boiler b) Babcock & Wilcox boiler
c) Cochran boiler d) simple vertical boiler [ ]

4. The cycle efficiency of a modern thermal power plant is approximately

a) 29% b) 60% c) 80% d) 44% [ ]

5. The draught, which a chimney produces, is

a) Induced draught b) natural draught c) forced draught d) none [ ]

6.The artificial draught is produced by

a) Induced fan b) forced fan c) induced and forced fan d)all [ ]

7. For the induced draught, the fan is located

a) Near bottom of chimney b) near bottom of furnace
c) At the top of chimneyd) anywhere permissible. [ ]

8. The efficiency of chimney is approximately

a) 80% b) 40% c) 20% d) 0.25% [ ]

9. The pressure at the furnace is minimum in case of

a) Forced draught b) induced draught
c) Balanced draught d) natural draught [ ]

10. For the same draught produced, the power of induced draught fan compared to forced draught fan
is
a) less b) more c)same d) not predictable [ ]

61