SATHYABAMA UNIVERSITY

JEPPIAAR NAGAR,
CHENNAI - 600 119.
DEPARTMENT OF MECHANICAL
ENGINEERING
IV SEMESTER PART TIME MECHANICAL
ENGINEERING
CODE: 615PT450 - IC ENGINES LAB
LIST OF EXPERIMENTS:
I.PERFORMANCE TEST ON CONSTANT
SPEED ENGINE
2. PERFORMANCE TEST ON
RECIPROCATING AIR COMPRESSOR
3. VALVE TIMING DIAGRAM
4. PORT TIMING DIAGRAM
5. OPTIMUM COOLING TEST
5.Frictional power by retardation test
PERFORMANCE TEST ON CONSTANT SPEED ENGINE
DETERMINATION OF FRICTION POWER BY PERFORMANCE TEST
AIM:
To conduct a performance test on a constant speed engine and to find the mechanical
efficiency using negative horse power method.
INTRODUCTION:
The experiment is conducted on a diesel engine of the following specifications.
make: COMET
type: vertical Automatic governing
loading: mechanical brake
brake power: 3.7 KW
rated speed: 1500 RPM
bore : 8 cM
stroke : 11 CM
Radius of the brake drum : 16.75 cm
The energy supplied to the engine is by way of burning the fuel. The thermal energy
generated is known as the calorific value of the fuel. A part of this energy alone get
converted in to mechanical power of the piston movement, k...iOwn as indicated
power[IP].A -tittlerunount of 1P is used to overcome the frictional losses of the engine
known as frictional power [FP}, and the remaining is delivered as the useful power output
of the engine known.as Bra,ke power[BPJ.
PROCEDURE:
1. From the pf \,!ngine? calcu,late the ,effective load that can be
applied' to thebrake drum at the rated constant:speed. :
2. Check Fuel supply, Cooling water supply, and the lubricating oil level.
3. Ensure there is no load on the engine, start the engine and bring it to the rated speed.
-
4 Allow cooling water to'the brake drum and load the engine and note down the time taken
for 20cc of fuel consumption for different loads.
5. At the end of the experiment the engine is stopped by operating the fuel cut offlever.
TO FIND THE FRICTIONAL POWER [FP]
A curve is drawn between TFC on Y axis and BP on X axis. A tangent is drawn to the
curve and extended to meet the X axis. The negative distance from the origin is FP. The FP
varies with speed. Since the experiment is done at a constant speed,FP is constant for all
loads.
OBSERVATIONS:
The following observations are made at each Load (1/4,112,3/4 of maximum load &Full
load)
1. Effective load on the brake drum WI in Kg
2. Spring balance reading W2in Kg
3. Net load =(WI+1 *,.W2) in Kg"
Where *=weight ofbanger in Kg( 1)
4. Time taken for 20cc of fuel consumption in sec
The following calculations are made from the above set of observations for Each particular
load.
1. Torque applied on the Engine T = (Wl+I-W2)x9.81xR Nm.
WhereR=(brake drwn radius incm+l *)XI0-2
Where *=Diameter of rope in cm
2. Brake power( B.P) = 2n NT
--------- KW
60xl000
3. Total fuel consmnption (TFC) = 20 3600
---- x SP . gravity ofdieselx------- kg/hr
t 1000
SP.gravity of diese1 = 0.83
4.. Specific fuel consumption( SFC)= TFC
. - ------ kg/kw-hr.
BP
5.Find out Friction power through graph FP in KW
-.. 6. I n d i 9 ~ t e d power IP ip. KW = (BP+FP)
7. Mechanical efficiency BP
---- x 100
IP
8. Heat input by fuel to the engine in one second
(HI) TFC
------ x C.V in KW
60x 60 Where C.V = calorific value of fuel 43,000 kj/kg
9. Brake thonnal efficiency B.P
---- x 100
H.I
10. Indicated thennal efficiency I.P
--- x 100
H.I
11. Indicated Mean Effective pressure
IMEP l.P x n x 60xK
------------- in KN/m2
AxLxN
Where
LP inKw
n := 2 for 4 stroke Engine
n=1for 2 stroke Engine
K= No of cylinder
. (A) Area of pistan =1t *d2/4 where d= 8 xl 0-2 I
L == Length of stroke =11 x1.0-.2
N = Engine running speed 1500rpm
f
J2.Brake.MeariEffective pressure BMEP= B.Pxnx60xK
-------------- in KN/m2
AxLxN
Where
B.P-in Kw
I
The above observations and calculation parameters are Put in a proper Tabular column
TABULAR COLU1v1N
S.N
OF'm:L
CON'SllMP'fJ;QN
IN(Sec)
HAN(}ER'
(WI) IN LQAIO
(Kg)
T.F.C
IN
(KgIht) .
llmech
RESULT:
The following graphs are drawn
1. B.PVs TFC
2. Bp Vs SFC
3. Bp V s Mech. e ~ c i e n c y
4. BpVsBTE
5. BP Vs ITE
-
.
.
PERFORMANCE TEST ON RECIPROCATING AIR COMPRESSOR
To conduct a test 'on 2 stage Air compressor and to determine the volumetric eficiency
and isothermal efficiency at various delivery pressures.
DESCRIPTION:
Two- stage Air compressor is a reciprocating type( driven by a A.cMotor prime mover)
through a belt. The test rig consists of a base on which the tank (air reservoir) is mounted.
The . outlet of the air compressor is connected to the reservoir. The te?:Wfrature and
pressure of the air compressed is indicated by a temperature and pressilie gauge. A
pressure switch is provided for additional safety. A manometer is provided for measuring
pressure difference across the orifice. The input to the motor is recorded by energy meter.
PROCEDURE
1. The outlet valve is closed. .
2. The manometer connections are checked. TJ::le manometer is filled with water up to the
half leveL
3. The compressor is switched on.
4. The tank pressure gauge is read for particular pressure and at that noted pressure the
outlet valve is opened slowly adjusted so that the pressure is maintained constant
The following readings are note down
rpm of the motor and compressor
the manometer reading ..
The time for 5 revolutions of the energy meter disc
Repeat the experiment for various delivery
TABULAR COLUMN
CALCULATIONS:
Density of air at RTP pa(RTP) = pa(NTP)*273/(273+room temp inOc)
where pa(NTP) is Densi,ty of air at normal temperature and pressure. =1.293kglm
3
Air Head (H) h*pw/(pa[RTPJ) .
pw Density =1000kglm
3
Theoretical Volume (Vt) (1t/4)*d
2
*L * (N/60)
d=diameter of the IP cylinder(87.51111p)
L = stroke length(SOtnm) .
N = Compressor speed in RPM =500
Actual Volume(Va) = Cd '" a *(2*g*H)1!2 .
Cd = co-efficient of discharge(O.6) '.
a = Area ofthe orifice = (1tI4)*(0.0l j2
Volumetric Efficiency (Actual volumelTheoritical volume)* 100
No; of revolutions * 3600 *O.S
Actual work input = ----------------------------------
Time'" E.M.C
Energy meter constant(E.M.C)=75 ;No. of revolutions=:::'5
Isothermal work input =Pa * Va *loger
Pa = atmospheric pressure in KN/m
2
(101.325)
Va = actual air flow into the compressor in in
3
/sec (Actual volume)
Pa +(pgauge ofreservoir*0.9S066)
r ----------------------------------------
. Pa
Pa=Atmospheric pressure in N/m2,
Pgauge ofteservoir in kglcm
2
Isothermal Efficiency = (Isothermal work! Actual work) * 100
GR-APHS:
1. Delivery pressure vs Isothermal Efficiency
. 2.Delivery pressure vsVolumetti.c Efficiency
. -. '.- .
'.
VALVE TIMING DIAGRAM - 4 STROKE DIESEL ENGINE
INTRODUCTION
The experiment is conducted on a reduced scaled model of a 4 stroke vertical diesel
engine. The experiment aims to represent the sequence of operations of
the inlet valve, exhaust valve and the fuel injection with respect to the crank angle of the
engine. Thus valve timing is the regulation of the points in the thennodynamic cycle of the
engine at which valves are set to .open and close.
The ideal, theoretical, sequence of operation for a 4 stroke C.I engine is as follows.
1. Suction Stroke
The inlet valve opens and air alone is inducted in to the cylinder as the piston moves
down from the top dead centre (mC) towards the bottom dead centre (BDC). The exhaust
valve is kept closed through out the process.
2. CompressionStroke
The inlet and exhaust valves are kept closed and the pisJon moves up from the BDS
towards the TDC, thereby compressing the air, according to the compression ratio of the
engine. Compression ratio (C.R) is the ratio of the maximum cylinder volume to the
minimum cylinder volume in a tbennodynamic cycle of the engine. In .C.l engine (eg.
diesel engine) the compression ratio is in between 12:1 to 22:1.
3. Expansion stroke or' w.orkingstroke or power stroke
Both valves remain closed during this stroke. The pistori'is at the TDe. Fuel ih1ection
in to thecylinder starts at the beginning of the 'expansion stroke. Due to the high
compression ratio, the temperature at the end of the compression stroke is sufficient to
ignite the fuel which comes through the fuel injector;
A rapid explosion takes just after the ignition of the fuel. Expansion of the hot gases
follows, pushing the piston down toBDC. It is in this stroke that the useful work is
obtained from the engine.
4. Exhaust stroke
The exhaust valve remain open and the inlet valve remain closed in this stroke. The
piston moves up from the BDS towards the mc, pushing off the expanded hot gases out
of the cylinder through the exhaust valve,
After the completion of the exhaust stroke, the cycle repeats.
The energy from the power stroke is stored in the fly wheel, which in tum energizes the
piston for the other 3 strokes.
Theoretical valve timing details :
1. IV0 at TDC during the start of suction stroke
2. IVC at BDC during the start of compression stroke
3. FI at IDC during the start of the expansion stroke
4. EVO at BDC during the start of the exhaust stroke
5. EV C at TDC during the completion of the exhaust stroke.
The actual valve timing details are different from the theoretical one for the following
reasons.
1.
The valves are opened and closed by some mechanisms whose good design induces
gradual opening and closing at them.
2. Dynamic factor
The air flow IN and the gas flow OUT involves gas dynamic effects which induces a
gradual opening and closing
Typical actual valve timing details of a 4 stroke diesel engine is as follows
1. IV0 15 deg before TDC during the end of the exhaust stroke
2.IVC 25 deg after BDC during beginning of the compression stroke
3. FIS 15 deg before TDC during the end of the compression stroke
4. EVO 35 deg before BDC during the end of the power stroke
5.EVC 12 deg after TDC during the beginning of the suction stroke
IVO - Inlet Valve Opens
IVC :. Inlet Valve Closes
EVO - Exhaust Valve Opens
EV C - Exhaust V alve
FIS - Fuel Injection Starts
--PROCEDURE:
The flywheel of the rno'del is rotated-till the-piston reachesthe'BDC. The lower most
portion of the flywheel and the corresponding portion o(the base of the model is properly
marked with a chalk piece. The total length of the circumference of the flywheel outer rim
is measured by a thread. This length 'C' corresponds to 360 of flywheel rotation. The
flywheel is rotated till piston reaches TDC and then the rim is marked. The flywheel is then
taken back to the BDe for suction stroke anqthe point at the IVC is marked on
the rim of the flywheel. Similarly the flywheel is rotated through an the 3 remaining strokes
and the valve openings, closings and fuel injection are properly marked on the flywheel
rim. The collected details are then depicted through the valve timing diagram.
TABULAR COLUMN:
Valve DIstance Angte""CD1'Stancel Circumference- of
POsiU(}lil

I !
PORT TIMING DIAGRAM OF 2 STROKE PETROL ENGINE
INTRODUCTION:
The experiment is conducted in a reduced scaled model of a 2 stroke vertical petrol
engine. The aim is to represent diagrammatically the sequence of operation ofthe inlet port,
exhaust port, transfer port, and the' spark timing with respect to the crank angle of the
engme.
In 2 stroke engines, the thermodynamic cycle is completed in 2 strokes of the piston
through one revolution of the crank or flywheel
The ideal theoretical sequence of operation for a 2 stroke S.I engine (eg. petrol
engine of the crank case - scavenger type) is as follows.
1. Compression stroke
Piston starts moving up from the BDC towards the IDC compressing the charge of
petrol and air, in the combUstion chamber. During the compression stroke as the piston
moves up from BDC the pressure of fresh charge in the crank case decreases and after
some further upward movement of the piston, the inlet port gets uncovered by the piston.
Thus the fresh charge from the carburetor rushes in to the crank case. At the end of the
compression stroke spark gets produced at the spark plug electrode. Thus igniting the
charge for an explosion and the consequent expansion of the gases pushing down the piston
in the power stroke.
II. Power stroke
Piston travels down from the TDC towards the BDC. First the exhaust port gets
uncover by the piston and the expanded gases pushDUT of the cylinder. Consequently the
transfer port gets uncovered by the piston, and thus fresh charge gets in to the combustion
chamber portion of the cylinder.
In the power stroke the. powerful downward motion of the piston produces the power
. output from the engine; Also the fresh chargeenters the combustio;n chamber space through
transfer port since the pressure in the crank case increases during the downward motion of
the piston.
The flywheel of the model is rotated till the piston reaches the BDC. The lower most
portion of the flywheel and the corresponding portion of the base is properly marked. The
total'length of the Circumference of the flywheel outer rim is measured as Ie' corresponding
to 360 degree of flywheel rotation. The flywheel is rotated till the piston reaches TDC for
compression stroke.
The following points at the cycle are marked on the flywheel rim.
1. Inlet Port Opens -(IPO)fresh charge enter into the crankcase from carburetor
2. Exhaust Port Closes - (EPC) after the full closing of the exhaust port and transfer port,
compression of the charge begins.
3. Transfer port closes - (TPC)
4. (TDC) - when the reaches TDC spark ignition happens, accompanied by the explosion
the piston.
The flywheel is rotated till the piston travels down the TDCtowards the BDC denoting the
power stroke.
The following points are marked on the flywheel rim.
1. Exhaust Port Opens- EPO
2. Inlet Port Closes IPC
3. Transfer Port Opens TPO
Fresh charge enters the combustion chamber space due to the pressurizing in the crankcase
by the downward motion of the piston.
Typical actual port timing details of a 2 stroke engine is as follows.
1. EPC - during start of the compression stroke -70 degree After BDC - piston upward
motion.
2. TPC - 60 degree After BDC - piston upward motion.
3: IPO - 130 degree after BDC piston upward motion.
4. SI - 'Spark ignition 20 degree Before mc.
S. TDC - end of compression stroke .
.. , &. IPC, 50 degree after TDC.
7. EPO -70 degree before BDC - expanded gases start pushing out of the cylinder.
8. TPO - 60 degree before BDC - fresh start entering the combustion chamber
'space;" , ,
'''The collected details ate then depicted through proper port timing diagram
TABLUR COLUMN.
Port IDis!anGe Angle
Positiml. (em)
Angle = Distance measured
*360
Circumference of flywheel