DEPARTMENT OF MECHANICAL ENGINEERING, HITK

HERITAGE INSTITUTE OF TECHNOLOGY

(Accredited by NAAC, Approved by AICTE New Delhi, Affiliated to MAKAUT)

Chowbaga Rd, Anandapur, Mundapara, Kolkata, West Bengal 700107

DEPARTMENT OF MECHANICAL ENGINEERING

LAB MANUAL

MECH 3261 - IC ENGINE LABORATORY

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DEPARTMENT OF MECHANICAL ENGINEERING, HITK

VISION OF THE INSTITUTE

To prepare dynamic and caring citizens to meet the challenges of global society while
retaining their traditional values

MISSION OF THE INSTITUTE

 To prepare students with strong foundation in their disciplines and other areas of learning

 To provide an environment for critical and innovative thinking, and to encourage life-long learning

 To develop entrepreneurial and professional skills

 To promote research & developmental activities and interaction with industry

 To inculcate leadership qualities for serving the society

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DEPARTMENT OF MECHANICAL ENGINEERING, HITK

ABOUT THE DEPARTMENT

Established in:2001(As a degree awarding department;2011)

Course offered: B.Tech MechanicalEngineering

Approved by AICTE New Delhi and Accredited byNAAC.

Affiliated to the Maulana Abdul Kalam Azad University Of Technology (MAKAUT)

DEPARTMENT VISION

To prepare innovative and dynamic mechanical engineers who will contribute to national and
international development while retaining their professional ethics.

DEPARTMENT MISSION

 To prepare mechanical engineers with sound knowledge and ability to apply it.

 To prepare an environment for free exchange of ideas between teachers and students.

 To support and foster inquisitiveness in the mind of students and help them acquire the skill of
lifelong learning.

 To inculcate qualities of team work, leadership, professional ethics and safety practices amongst
students.

PROGRAMME EDUCATIONAL OBJECTIVES(PEOS)

The students graduating from the B.Tech (Mechanical Engineering) programme of Heritage Institute of
Technology about 5/7 years will

1. Prove themselves to be successful professionals in different industries in both private and

public sectors in India/abroad.
2. Acquire higher educational qualifications in India & abroad and successfully apply their
knowledge in teaching and research.
3. Exhibit qualities of team work, leadership and entrepreneurship.

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DEPARTMENT OF MECHANICAL ENGINEERING, HITK

PROGRAM OUTCOMES (POS)

Engineering Graduates will be able to:

PO 1. Engineering knowledge: Apply the knowledge of mathematics, science, engineering

fundamentals, and an engineering specialization to the solution of complex engineering
problems.

PO 2. Problem analysis: Identify, formulate, review research literature, and analyze complex
engineering problems reaching substantiated conclusions using first principles of mathematics,
natural sciences, and engineering sciences.

PO 3. Design/development of solutions: Design solutions for complex engineering problems

and design system components or processes that meet the specified needs with appropriate
consideration for the public health and safety, and the cultural, societal, and environmental
considerations.

PO 4. Conduct investigations of complex problems: Use research-based knowledge and

research methods including design of experiments, analysis and interpretation of data, and
synthesis of the information to provide valid conclusions.

PO 5. Modern tool usage: Create, select, and apply appropriate techniques, resources, and
modern engineering and IT tools including prediction and modeling to complex engineering
activities with an understanding of the limitations.

PO 6. The engineer and society: Apply reasoning informed by the contextual knowledge to
assess societal, health, safety, legal and cultural issues and the consequent responsibilities
relevant to the professional engineering practice.

PO 7. Environment and sustainability: Understand the impact of the professional engineering

solutions in societal and environmental contexts, and demonstrate the knowledge of, and need
for sustainable development.

PO 8. Ethics: Apply ethical principles and commit to professional ethics and responsibilities and
norms of the engineering practice.

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DEPARTMENT OF MECHANICAL ENGINEERING, HITK

PO 9. Individual and team work: Function effectively as an individual, and as a member or

leader in diverse teams, and in multidisciplinary settings.

PO 10. Communication: Communicate effectively on complex engineering activities with the

engineering community and with society at large, such as, being able to comprehend and write
effective reports and design documentation, make effective presentations, and give and receive
clear instructions.

PO 11. Project management and finance: Demonstrate knowledge and understanding of the
engineering and management principles and apply these to one’s own work, as a member and
leader in a team, to manage projects and in multidisciplinary environments.

PO 12. Life-long learning: Recognize the need for, and have the preparation and ability to
engage in independent and life-long learning in the broadest context of technologicalchange.

PROGRAM SPECIFIC OUTCOMES (PSOS)

PSO 1: Design mechanical product and system: Apply the knowledge of relevant fields of
mechanical engineering to design products and systems.

PSO 2: Manufacturing products: Select suitable materials, processes and parameters for
manufacturing quality products at competitive costs.

PSO 3: Total productivity management: Undertake activities concerning maintainability

and quality of processes and equipment.

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DEPARTMENT OF MECHANICAL ENGINEERING, HITK

COURSE OUTCOME

CO 1 Describe the working principles of 2/4-stroke SI/CI engines through models (L2).

CO 2 Define and calculate the calorific value of a fuel by Bomb calorimeter (L1).

CO 3 Explain the implication of opening and closing of valves on engine performance through the
valve timing diagram (L2).
CO 4 Analyze the performance( , , , , , . ) of CI/SI Engines through various
experiments using various dynamometer arrangements (L4).
CO 5 Analyze flue gas composition by the ORSAT apparatus (L4).

CO 6 List the different components of the MPFI (multipoint fuel injection) system through a model
(L1).

CO vs. POS AND PSOS MAPPING

PO PO PO PO PO PO PO PO PO PO PO PO PSO PSO PS
CO
1 2 3 4 5 6 7 8 9 10 11 12 1 2 O3

MECH 3261.1 1 - - - - - - - - 1 - 1 - - -

MECH 3261.2 1 - - - - - - - 1 1 - 1 - - -

MECH 3261.3 1 - - - - - 1 - 1 1 - 1 - - -

MECH 3261.4 1 - - - - - - - 1 1 - 1 - - -

MECH 3261.5 1 - - - - - 1 - 1 1 - 1 - - -

MECH 3261.6 1 - - - - - 1 - - 1 - 1 - - -

Note: H-Highly correlated = 3, M-Medium correlated = 2, L-Less correlated = 1

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DEPARTMENT OF MECHANICAL ENGINEERING, HITK

PREPARATION FOR THE LABORATORY SESSION: GENERAL

INSTRUCTIONS TO STUDENTS

1. Read carefully and understand the description of the experiment in the lab manual.
You may go to the lab at an earlier date to look at the experimental facility and
understand it better. Consult the appropriate references to be completely familiar with the
concepts and hardware.

2. Make sure that your observation for previous week experiment is evaluatedby the
faculty member and your have transferred all the contents to your record before
entering to the lab/workshop.

3. At the beginning of the class, if the faculty or instructor find that’s a student is not
adequately prepared, they will be marked as absent and not be allowed to perform the
experiment.

4. Bring necessary material needed (writing materials, graphs, calculators, etc.) to

perform the required preliminary analysis. It is a good idea to do sample calculations and as
much of the analysis as possible during the session. Faculty help will be available. Errors in the
procedure may thus be easily detected and rectified.

5. Please actively participate in class and don’t hesitate to ask questions. Please utilize
the teaching assistants fully. To encourage you to be prepared and to read the lab
manual before coming to the laboratory, unannounced questions may be asked at any time
during the lab.

6. Carelessness in personal conduct or in handling equipment may result in serious

injury to the individual or the equipment. Do not run near moving
machinery/equipment. Always be on the alert for strange sounds. Guard against entangling
clothes in moving parts of machinery.

7. Students must follow proper dress code inside the laboratory. To protect clothing
from dirt, wear a lab coat. Long hair should be tied back. Shoes covering the whole foot will
have to be worn.

8. In performing the experiments, please proceed carefully to minimize any water

spills, especially on the electric circuits and wire.

9. Maintain silence, order and discipline inside the lab. Don’t use c e l l p h o n e inside
the laboratory.

10. Any injury no matter how small must be reported to the instructor immediately.

11. Check with faculty members one week before the experiment to make sure that you
have the handout for that experiment and all the apparatus.

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DEPARTMENT OF MECHANICAL ENGINEERING, HITK

AFTER THE LABORATORYSESSION

1. Clean up your work area.

2. Check with technician before you leave.

3. Make sure you understand what kind of report is to be prepared and due submission
of record is next lab class.

4. Do sample calculations and some preliminary work to verify that the experiment was
successful

MAKE-UPS AND LATE WORK

Students must participate in all laboratory exercises as scheduled. They must obtain permission
from the faculty member for absence, which would be granted only under justifiable
circumstances. In such an event, a student must make arrangements for a make-up laboratory,
which will be scheduled when the time is available after completing one cycle. Late submission
will be awarded less mark for record and internals and zero in worst cases.

LABORATORYPOLICIES
1. Food, beverages &mobile phones are not allowed in the laboratory at anyt ime.

2. Do not sit or place anything on instrument benches.

3. Organizing laboratory experiments requires the help of laboratory technicians

and staff. Be punctual.

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DEPARTMENT OF MECHANICAL ENGINEERING, HITK

SYLLABUS

Course Name : IC ENGINE LAB

Course Code: MECH 3261
Contact Hours L T P Total Credit points
per week: 0 0 2 2 1

Course Outcomes:
At the end of the course, a student will be able to
1. Describe the working principles of 2/4-stroke SI/CI engines through models (L2).
2. Define and calculate the calorific value of a fuel by Bomb calorimeter (L1).
3. Explain the implication of opening and closing of valves on engine performance through the valve
timing diagram (L2).
4. Analyze the performance of CI/SI Engines through various experiments using various dynamometer
arrangements (L4).
5. Analyze flue gas composition by the ORSAT apparatus (L4).
6. List the different components of the MPFI (multipoint fuel injection) system through a model (L1).

Sl. No. List of Experiments Contact

Hrs.
Expt. 1 Familiarization with different components of an I C Engine. 3
Expt. 2 Determination of calorific value of a fuel by Bomb calorimeter. 3
Expt. 3 Study of valve timing diagram of a Petrol Engine. 3
Expt. 4 Performance Test of a C I Engine using electric dynamometer. 3
Expt. 5 Performance Test of a multi-cylinder S I Engine by Morse Test. 3
Expt. 6 Flue gas analysis by ORSAT apparatus. 3
Expt. 7 Use of catalytic converter and its effect on flue gas of a CI Engine (Analysis to be done 3
by ORSAT apparatus).
Expt. 8 Study of MPFI (multipoint fuel injection system). 3
(Demonstration only)
Viva-voce

N B: At least 6 experiments are to be performed.

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DEPARTMENT OF MECHANICAL ENGINEERING, HITK

EXP PAGE NO
EXPERIMENT NAME
NO

1 Familiarization with different components of an I C Engine.

2 Determination of calorific value of a fuel by Bomb calorimeter.

3 Study of valve timing diagram of a Petrol Engine.

4 Performance Test of a C I Engine using electric dynamometer.

Performance Test of a multi-cylinder S I Engine by Morse

5 Test.

Flue gas analysis by ORSAT apparatus.

6

Use of catalytic converter and its effect on flue gas of a CI Engine

7
(Analysis to be done by ORSAT apparatus).

Study of MPFI (multipoint fuel injection system).

8
(Demonstration only)

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Familiarization with different
components
Of
an I .C. Engine

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 Experiment No. 1
Name of Experiment: Familiarization with different components of an I.C. Engine.

Location: CME116

AIM:-To determine the working principle of 2stoke&4stoke S.I/C.I ENGINES and identify
the different important parts of an engine.
THEORY:- Our study models are a) 4 stoke S.I. Engine
b) 4 stoke C.I. Engine
c) 2 stoke S.I. Engine

a) 4 Stoke Engine:-
In a 4- stroke engine, the cycles of operations is completed in 4- strokes.
1. Suction or Intake Stroke: -The intake valves are open as a result of the cam lobe
pressing down on the valve stem. The piston moves downward increasing the volume of the
combustion chamber and allowing air to enter in the case of a CI engine or an air fuel mix in
the case of SI engines that do not use direct injection. The air or air-fuel mixture is called
the charge in any case.
2. Compression Stroke:- In this stroke, both valves are closed and the piston moves
upward reducing the combustion chamber volume which reaches its minimum when the
piston is at TDC. The piston performs work on the charge as it is being compressed; as a
result its pressure, temperature and density increase; an approximation to this behavior is
provided by the ideal gas law. Just before the piston reaches TDC, ignition begins. In the
case of a SI engine, the spark plug receives a high voltage pulse that generates the spark
which gives it its name and ignites the charge. In the case of a CI engine the fuel injector
quickly injects fuel into the combustion chamber as a spray; the fuel ignites due to the high
temperature.
3. Expansion/Power Stroke:-The pressure of the combustion gases pushes the piston
downward, generating more work than it required to compress the charge. Complementary
to the compression stroke, the combustion gases expand and as a result their temperature,
pressure and density decreases. When the piston is near to BDC the exhaust valve opens.

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The combustion gases expand irreversibly due to the leftover pressure—in excess of back
pressure, the gauge pressure on the exhaust port—; this is called the blowdown.

4. Exhaust Stroke:-During the upward motion of the piston, the exhaust valve is open and
inlet valve is closed. The piston moves in cylinder pushing out the burnt gases through the
exhaust valve. As the piston reaches TDC, again the inlet valve opens and fresh charge is
taken in during next downward movement of the piston and the cycle is repeated. The intake
valve may open before the exhaust valve closes to allow better scavenging. Thus, for one
complete cycle of engine, there is only one power stroke while crank shaft makes 2
revolutions.

4 Stroke S.I. Engine

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 4 Stroke C.I. Engine

2 Stroke S.I. Engine:-

Down Stroke:-
First the piston is moved downside from TDC to BDC to let the fresh air enter into the
combustion chamber. The fresh air-fuel mixture gets into the combustion chamber through
crankcase. Crankshaft rotation – 180°

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Up Stroke:-
Here happens all the magic. The piston is pushed up from BDC to TDC. The fuel-air
mixture gets compressed & spark plug ignites the mixture. As the mixture gets expanded,
the piston moves down. During up stroke, the inlet port is opened. While this inlet port is
opened, the mixture gets sucked inside the crankcase. When the mixture is pushed up into
the combustion chamber during the previous up stroke, a partial vacuum is created as no
mixture is left behind in the crankcase. This mixture is ready to go into the combustion
chamber during down stroke but remains in the crankcase until the piston goes up till
TDC. Crankshaft rotation – 360°
Two strokes get completed along with one power cycle.

From the 2nd down stroke onwards the exhaust gases get expelled out from one side while
a fresh mixture enters into the combustion chamber simultaneously due to partial vacuum
created in the combustion chamber after removal of exhaust gases. This is the beauty of the
engine. Both things happen at the same time which makes it a 2 stroke engine.

The above Figure shows another variant of the 2 stroke engine in which the inlet & outlet
ports on the same side. Here, there is no need to open inlet ports intermediately. The
cylinder head is designed such that the exhaust port is closed during combustion & opens
after combustion. The piston itself closes & opens the port accordingly. The process remains
the same; difference here is just the design.

You might have observed a protrusion on the surface of piston. This design helps the
exhaust gases to flow through exhaust port easily giving it a direction.

As the crankcase is sucking air-fuel mixture continuously, it is practically impossible to

lubricate the piston & connecting rod. Therefore the fuel has to be mixed with oil or
lubricant (2%-5%) in 2 stroke engine.

Study questions:

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1) What is the main difference between an S.I. engine & C.I. engine?
2) Why spark plug is not used in C.I. engines?
3) Why carburetor is necessary for petrol engines?
4) What is the function of piston rings?
5) What are the disadvantages of a 2-stroke engine?
6) What is Gudgeon pin?
7) Describe & draw the figure: connecting rod, piston, crank shaft, cam shaft, rocker arm.
8) Also denote which materials will be suitable for above components.
9) Draw typical sectional diagram of a 4-Stroke S.I. Engine showing various components.
10) Draw typical sectional diagram of a 2-Stroke Engine showing various components.

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Determination of calorific value of a fuel
by
Bomb calorimeter

Page 17
 Heritage Institute of Technology

Experiment No. 2

Name of Experiment:-Determination of calorific value of a fuel by Bomb calorimeter.

1) INTRODUCTION :
A Bomb Calorimeter will measure the amount of heat generated when matter is burnt in a sealed
chamber (Bomb) in an atmosphere of pure oxygen gas.

The TESTMASTER’S ISOTHERMAL BOMB CALORIMETER provides a simple, inexpensive yet

accurate method for determination of heat of combustion, calorific value & the sulphur content of solid &
liquid fuels. The outfit supplied is complete for analysis as per methods recommended by the Indian
Standards Institution (IS : 1359 – 1959), British Standards Institution (BS 1016 : Part : 5 : 1967) & the
Institution of Petroleum (IP 12/63T). Each part of the outfit has been finished & tested according to the
specifications laid down by these Institutions.

2) PRINCIPLE OF OPERATION :
The amount of heat produced by burning the sample must be equal to the amount of heat absorbed by
calorimeter assembly, a knowledge of the water equivalent of the calorimeter assembly & of rise in
temperature enables one to calculate the heat of combustion of the sample. If

W=Water equivalent of the calorimeter assembly in calories per degree centigrade.

T=Rise in temperature (registered by a Sensitive thermometer) in degrees centigrade.

H=Heat of combustion of material in calories per gram.

M=Mass of sample burnt in grams.

Then WT=HM

H can be calculated easily since W, T & M are known.

3) DEFINATIONS & UNITS :

 Heritage Institute of Technology

Calorimetric measurement involve the use of various temperature & energy units. In order to avoid errors &
confusion in the interpretation of these data, their relationships should be well understood.

4) TEMPERATURE: May be measured in either Fahrenheit or centigrade degrees. A temperature

change of 10C corresponds to a change of 1. 80F

5) TIME: is customarily measure in minutes & seconds.

6) MASS: is expressed in grams.

7) DESCRIPTION: Essentially the apparatus consists of the following parts :-

BOMB:
The Bomb consists of the three parts viz. Bomb Body, Lid & the closing Nut.

The upper side of the lid is also provided with a small hook to lifting it & a Schrader valve for filling oxygen
in the Bomb. The Schrader valve is provided with a metallic cap.

EACH BOMB IS TESTED FOR ITS PERFORMANCE AS PER THE REQUIREMENTS.

 Heritage Institute of Technology

WATER JACKET :
It is doubled walled, highly polished for minimum radiative losses. The top of the jacket has a small hole
through which water is added. This hole also supports the thermometer for measuring temperature inside
this jacket. This jacket is also provided with a bakelite lid &a stirrer, hole for sensor of digital Beckman
thermometer & connector for ignition circuit.

STIRRER UNIT:
It consists of a motor with shaft. The motor unit is kept at sufficient distance from the calorimeter
vessel to eliminate radiative heating. The electric supply for the stirrer motor is obtained through the
terminals provided in the electrical unit of the firing box.

CALORIMETER VESSEL: is brightly polished outside.

BOMB FIRING UNIT WITH DIGITAL DIFFERENTIAL BECKMAN THERMOMETER:

The firing unit is operated on A.C. main (230V, 50Hx). It consists of two parts viz. the Electrical Box
& digital Beckman thermometer. The Electrical Box is provided with terminals for the stirrer unit,
firing circuit for the Bomb Fuse Wire on back panel & front panel fitted with MAIN indication lamp,
firing indication lamp & push switch, on/off switch for MAIN & STIRRER & digital differential
Beckman thermometer fitted with sensor & wire.

PRESSURE GAUGE WITH FITTINGS & CONTROL VALVE FOR OXYGEN FILLING :
A pressure gauge is supplied for measurement of pressure of Oxygen in the Bomb. Normally the
Oxygen is filled in the Bomb at a pressure of 25 – 30 atm.

GAS RELEASE VALVE :

It is used to remove the excess of Oxygen. It is screwed on the Schrader valve provided on the lid of
the Bomb. The knob should be turned down to release excess of Oxygen Gas out of the Bomb.

PELLET PRESS:
The Pellet Press is used to make tablet of powdered samples or coal by compressing in the hand
pellets press.

CRUCIBLE:
The stainless steel crucible is offered as standards with instrument.
 Heritage Institute of Technology

(Platinum crucible also can be offered as optional accessories, at extra cost – if demanded).

IGNITION WIRE:
Nichrome wire is provided (platinum wire can be offered as optional accessories, at extra cost – if
demanded).

ALSO PROVIDED COTTON THREAD, HANDLE FOR LIFTING BOMB

OPTIONAL (AT EXTRA COST)

Standard samples can also be provided

BENZOIC ACID :
It is almost commonly used as standard reagent. It burns easily & completely & can be compressed
into pellets.
NB: Oxygen gas required for above experiment. Hence must arrange locally from your end.
OPERATING PROCEDURE FOR TESTMASTER’S BOMB CALORIMETER:

1) Weigh the crucible.

2) Then accurately weight in the crucible about 1 gm. Of sample (if considered
desirably, the sample may be compressed into a cylindrical pallet before weighing).

3) Connect a piece of firing wire (nichrome wire) tautly across the terminals of the
bomb lid, and place crucible with sample in the crucible holder. Then tie a piece of
cotton thread to the firing wire & arrange the ends of the cotton, so that they touch
the sample.

4) Put 1 ml of distilled water in the bomb. Assemble the bomb and charge it slowly
with oxygen (industrial grade) to a pressure of 30 atm. without displacing the
original air.

5) Pour 2½ litre distilled water in the calorimeter vessel to cover the flat upper
surface of the bomb cap. This quantity of water should be the same within 1 gm as
that used in determining the mean effective heat capacity.

6) Pour sufficient distilled water in the water jacket.

7) Transfer the calorimeter vessel to the water jacket, lower the bomb into the
calorimeter vessel & check that the bomb is gas tight. If gas escapes from the bomb
discard the test.

8) Connect the red & black jack pin into the bomb head from the firing unit.

9) Sensor of digital differential thermometer put on the proper position of Bakelite

lid.

10) Put rubber belt from motor pulley to stirrer pulley (if provided) or direct drive
stirrer. Motor plug connect on the proper position of firing unit.

11) Total assembly is over. Now on the main switch of firing box, showing the indicator
lamps are glowing & then put on the stirrer switch. Keep the stirring arrangement
in continuous operation throughout the determination. Use a constant rate of the
stirring.

12) After 5 minutes note the actual temp. on the digital display of thermometer that is
preliminary period (T1 ) or you may set the ‘zero’ by screw / knob of digital
differential thermometer (regular process in every experiment). Then close the
circuit momentarily to fire the charge by push switch of the firing unit
(immediately goes off big red neon indicator) & note the temp. rise after every 30
sec. till temp. will be approx constant. Temperature will be approx. constant after
10-12 minutes of firing. Note down the final temperature on digital display. This is
the chief period (T2).

13) The experiment is complete. ‘Off’ the main switch. Now remove the bomb from the
calorimeter vessel, release the pressure of bomb & dismantle the bomb. Examine
the bomb interior & discard the test, if unburnt sample or sooty deposits are found.
Then calculate the calorific value of the sample.

CALCULATION:-

Calorific value = Water equivalent x Rising temperature (T2-T1) - 45 cal.

Where, T1 = initial temp. (Preliminary period)
T2 = final temp. (Chief period)

Note : i) Calorific value of Benzoic acid = 6321.6 cal/ g.

 ii) Water equivalent (mean effective heat capacity in cal / deg. C) in g provided by

us with each instrument.

DEFINITION:
The water equivalent is the weight of water which is equivalent in effective heat
capacity to the entire system (Calorimeter vessel containing a specified weight of
water, calorimeterbomb charge with Oxygen, fuel & water thermometer & stirrer).
Since the specific heat of water is 1.000 0.002 cal/g0 in the range 10* to 40*C,
the water equivalent is approximately equal to the effective heat capacity (cal/0C) the
factor that is determined experimentally. Since the true water equivalent is not
required & is never evaluated, it is the effective heat capacity which should be
considered. The effective heat capacity is the heat required to effect unit temp. rise in
the system under the conditions of a calorimeter determination. The effective heat
has temperature dependence since the specific heat of the constituent parts of the
system varies with temp. 250C has been chosen as the reference temp, because of its
use in the thermochemical calculations & because the specific heat of water in the
range 250 to 400C is constant within ~0. 0002 Cal/g0C.

NB. All safeguards to be taken to avoid accidental injuries while working with the set
up.
 Questions:

1) What is H.C.V & L.C.V?

2) What are the types of calorimeter?

3) Bomb calorimeter is used for measuring the H.C.V/L.C.V?

4) What does it mean by water equivalent of the instrument?

5) Describe the bomb of the calorimeter?

6) Why water jacket is provided around the bomb?

7) What is the measure taken in order to avoid a radiative heat loss during the experiment?

8) Why nichrome wire is used as firing wire?

9) What is the purpose of the wick?

10) Briefly describe how is the water equivalent of instrument determined by using
benzoic acid as the fuel?
Study of valve timing diagram
of a
Petrol Engine
 Experiment No. 3

Name of Experiment: Study of valve timing diagram of a Petrol Engine.

AIM: To determine the angular position of crank rotation at the time of opening and closing
of suction/exhaust valves and hence to show it diagrammatically.

THEORY:
In a 4- stroke engine, the cycles of operations is completed in 4- strokes.
1. Suction or Intake Stroke:-
In starts at, when the piston is at top dead centre and about to move downwards. The
inlet valve is open at that time and exhaust valve is closed due to suction created by the
motion of the piston towards the bottom dead centre, the charge containing air –fuel mixture
is drawn into the cylinder. When the piston reaches BDC the suction stroke ends and inlet
valve is closed.
2. Compression Stroke:-
The charge taken into the cylinder during suction stroke is compressed by return
stroke of piston. During this stroke both the valves are closed. The mixture which fills the
entire cylinder volume is now compressed into the clearance volume. At the end, the
mixture is ignited with the help of electrode of spark plug. During the burning process the
chemical energy of fuel is converted to heat energy. The pressure is increased in the end due
to heat release.
3. Expansion/Power Stroke:-
The burnt gases escape out and the exhaust valve opens but inlet valve remaining
closed the piston moves from BDC to TDC and sweeps the burnt gases out at almost
atmospheric pressure. The exhaust valve gets closed at the end of this stroke. Thus, for one
complete cycle of engine, there is only one power stroke while crank shaft makes 2
revolutions.
4. Exhaust Stroke:-
During the upward motion of the piston, the exhaust valve is open and inlet valve is
closed. The piston moves up in cylinder pushing out the burnet gases through the exhaust
valve. As the piston reaches the TDC, again the inlet valve opens and fresh charge is taken
in during next downward movement of the piston and the cycle is repeated.
In our ideal understanding theoretically suction valve opens at the starting of suction
stroke when the piston is at TDC. But actually inlet valve opens at the end of exhaust stroke
and before the suction stroke.

Inlet valve is opened some time before the start of suction stroke because,-
1. For the maximum packing effect of air –fuel mixture as much possible.
2. It also helps to throughout the burn gases from the clearance space as much
possible. It prevents the scavenging.
Theoretically exhaust valve opens at the starting of exhaust stroke, and closes at the
end of exhaust stroke. But actually exhaust valve opens at the end of the power
stroke, and closes at the starting time of suction stroke. Exhaust valve opens before
because to throughout the burn gases fully, and exhaust valve closes some after the
exhaust stroke because at the clearance space some burn gases remains their after the
exhaust stroke. So to remove this gases , we opens at the same time inlet valves and
for fraction of time both the valves are open at that time fresh charge comes from the
inlet valve and give some pressure to throughout the gases from the clearance space.
It prevents scavenging.

PROCEDURE:
Crank the engine by hand clock wish several times to identify the different stroke by
noting down valve movements. Towards the end of the exhaust stroke, observe when the
suction valve starts opening. Note down the angular position from the fly wheel (where
angles are marked).
Similarly, towards the end of the suction stroke and at the beginning of the
comparison stroke observe when the suction valve closes completely. Note down the
angular position.
At the end of the compression stroke, combustion occurs with the help of a spark
plug. It is not possible to note down this in our model setup.
 At the end of the power stroke, before the piston reaches the BDC and when the
exhaust valve opens, note down the angular position.
After that, at the end of the exhaust stroke when the piston moves again from the
TDC for suction, the exhaust valve closes. Note down the angular position from the fly
wheel angular chart.
Now draw the valve timing diagram according to these readings.

Observations:
Sl. Valve Position Angle ‘θ’ in degrees
No.

1.
2.
3.
4.
5.
6.

RESULT:

Valve Timing diagram is drawn

Valve timing diagram of diesel engine
Questions:
1) What is the difference between actual and theoretical valve timing diagram?

2) Why inlet valve opens some degree before TDC (at the last moment of exhaust stroke
and before starting the suction stroke)?

3) Why exhaust valve opens some degree before BDC (at the last stage of power stroke
and before starting the exhaust stroke)?

4) Why valve timing diagram is so important for engine design?

5) Is it possible or not that Inlet valve and exhaust valve are both open at the same
time? If it is possible then when does it happens? Please find out the overlapping
angle from the diagram when both the valves are opened?
 Performance Test of a C.I. Engine
Using
Electric (Eddy Current) Dynamometer
 EXPERIMENT NO: 4
NAME OF EXPERIMENT:-Performance Test of a C .I. Engine using electric (eddy
current) dynamometer.
OBJECTIVE:-
 TO STUDY THE SINGLE CYLINDER FOUR STROKE DIESEL ENGINE
&ITS CARACTERISTICS.

AIM:-
TO CONDUCT PERFORMANCE TEST ON THE ENGINE AND TO
 Brake Horse Power(BHP)
 Fuel Consumption
 Specific fuel consumption(SFC)
 Brake Thermal Efficiency
 Heat equivalent to BHP
 Heat Carried away by Engine jacket
 Air Consumption
 Swept Volume
 Volumetric efficiency

INTRODUCTION:-
A Diesel engine is almost the same as a petrol engine but it burns a different type of fuel.
Diesel is names after its inventor Rudolf Diesel, a German who first developed this type of
fuel in the early 1900’s.Diesel engines have mainly been used in lorries and buses because
of their increased power and their reliability. They tend to be noisy and smelly compared to
a petrol engine but are more economical to run.
In a diesel engine the compression stroke only compresses air and not fuel. On the ignition
stroke the air is compressed to a very high pressure and this generates enormous heat which
then ignites the fuel that is injected into the combustion chamber at that precise moment of
maximum pressure. There is no need for a spark plug in a diesel engine. The compressed air
is hot enough to cause the fuel to explode. This is because a diesel engine has a far higher
“Compression Ratio “than does a petrol engine.
THEORY:-
THE FOUR STROKE CYCLE:-
The ‘stroke’ is simply when the piston moves either all the way up or all the way down
inside the cylinder. As you might guess, in the 4-stroke engine each of the four strokes
accomplishes something different. So, let’s have a look at the four strokes and see what
happens.
SUCTION:-
The first stroke is called suction. This is when only air is drawn into the cylinder by the
piston going down and producing suction. As the piston travels down the cylinder it creates
a vacuum above it and the air is drawn into the cylinder in the empty space left by the
piston. The piston starts at the top, the camshaft turns and pushes on the tappets which
causes the intake valve to open(on the left)’and the piston moves down to let the engine take
in a full of air. This is also sometimes called the intake stroke.
COMPRESSION:-
Compression is the second of the four strokes. This is the stage when the air is compressed
and forced into the top of the cylinder ready for ignition by the spark plug. The camshaft has
turned, pushed the tappets, which have in turn allowed the inlet valve to return to closed
position. The piston moves back up and compresses this air. Compressing the mixture
makes the explosion more powerful. As the valves are both closed, the cylinder is sealed
and the mixture can’t escape.
IGNITION/POWER/EXPANSION:-
As the piston reaches the top of the compression stroke, the fuel injector ‘injects’ the fuel
into the cylinder. At that time compressed air is already reached at the temperature which is
the self ignition temperature of diesel fuel and ignites the highly compressed air fuel
mixture. The piston is then forced back down the cylinder by the resulting explosion;
turning the crankshaft and generating the propulsion for the engine, which makes the
machine, go along the road.
EXHAUST:-
This is when the exhaust gases (after the fuel is burnt)are forced out of the engine. Once the
piston hits the bottom of its stroke, the exhaust valve opens (on the right).the piston travels
back up inside the cylinder and this time it ‘pushes’ the exhaust gases out through the
exhaust valve. Now the engine is ready for the next cycle, so it intakes another charge of air
and gas. And we are back to the intake stroke. This cycle of the four separate strokes keeps
going on and on until we turn the ignition off
DESCRIPTION:-

Single Cylinder Four Stroke Diesel Engine test rig with Electrical Brake Dynamometer
loading arrangement mainly consists of:-
1) A single cylinder four stroke diesel engine
2) A electrical resistance loading arrangement
3) A panel board arrangement
4) A fuel input measuring arrangement
5) Air intake measuring arrangement
6) An arrangement for measuring the heat carried away by cooling water
7) An arrangement for measuring the heat carried away by exhaust gases and a brief
description and particulars on this rig is given below:-

SINGLE CYLINDER DIESEL ENGINE:-

Single cylinder four stroke water cooled diesel engine is selected for experimental purpose.
The specification for the engine is as follows:
Engine: 1cylinder 4 stroke, vertical, water cooled
H.P: 5HP@1500 RPM
Bore diameter: 95mm
Stroke length: 110 mm
LOADING ARRANGEMENT:-
The engine is coupled with electrical alternator with resistance loading arrangement. Digital
voltmeter and digital ammeter is provided.
PANEL BOARD ARRANGEMENT:-
The units fitted on the panel board are:-
a) Digital RPM meter
b) Digital temperature meter with selector switch
c) A pilot lamp indicator, on/off switch and fuse
FUEL INPUT MEASURING ARRANGEMENT: - Consists of self-mounting type tank
of about 10 litters capacity suitable mounted on a stand. The stand fixed on the air tank, fuel
goes from the reservoir to fuel filter through a 50ml burette facilitates the measurement of
the fuel consumption for a definite period of time with the help of a stopwatch.
AIR INPUT MEASURING ARRANGEMENT: -It consists of an air tank fitted on orifice
plate with orifice dia. 20mm and a differential manometer to measure the rate of flow of air
sucked by the engine. The co-efficient of discharge of orifice is about 0.64
ARRANGEMENT FOR MEASURING THE HEAT CARRIED AWAY BY
COOLING WATER:-
Suitable piping system is fitted to the engine for circulating the cooling water for the engine.
Digital temperature indicator is provided to measure the inlet and outlet temperature of
cooling water. For measuring the rate of flow of cooling water one rotameter is provided.
With these entire arrangements one can find the heat carried away by cooling water.
ARRANGEMENT FOR MEASURING THE HEAT CARRIED AWAY BY
EXHAUST GASES:-
It consists of exhaust gas calorimeter to measure the heat carried away by exhaust gases.
Exhaust gas calorimeter consists a central tube and an outer jacket. Exhaust gases passes
through central tube and water is circulated in outer jacket to get the maximum temperature
difference of exhaust gases at inlet and outlet of calorimeter. The volume of water
circulation is measured with the help of measuring cylinder and stop watch. Thermometers
are provided to get the inlet and outlet temperature of exhaust gases and water circulated.
UTILITIES REQUIRED:-
 Diesel 10 liters
 Water supply continues for engine & exhaust calorimeter cooling
 200w electric bulb (10 numbers )and 100w electric bulb (10 numbers)

EXPERIMENTAL PROCEDURE:-
1) Fill engine oil in the oil sump of the engine. It should be in between the marks
provided on the oil dipstick. If oil level is reduced, add clean oil (SAE-40) to the
crankcase by opening the cover, provided at the side of the engine.
2) Fill the diesel in diesel tank.
3) Fill the manometer fluid i.e. water, up to half of the height of manometer.
 4) Fill the burette with diesel by opening the valve provided at the lower side of burette.
Close the valve after filling the burette.
5) Supply the diesel to the engine by opening the valves provided in the fuel supply
line.
6) Open continuous cold water supply to the engine jacket and exhaust calorimeter.
7) Switch on the digital display board.
8) Start the engine with starting handle by manual cranking and let it run for 5 minutes
under no load condition.
9) When engine start running smoothly, firstly put some load on the engine with
resistance loading (switch on the bulbs of 200w or 100w which are connected to the
panel board through the alternator of the engine).
10) Run the engine for 2 minutes so that it can stabilize.
11) Note down the reading of volts, amp and RPM with the help of voltmeter, ammeter
and RPM meter.
12) For measuring fuel consumption closes the diesel supply valve provided on right
side of the burette so that fuel flows from burette. Note down the time to consume 10
or 20 ml of diesel.
13) Now open the fuel supply valve until refill the burette.
14) After refilling the burette close the burette valve and continue the diesel supply.
15) Note down the reading of manometer to calculate the air intake by the engine.
16) Note down the temperature of inlet and outlet of the water circulating through the
engine jacket from digital temperature indicator.
17) Measure the flow rate of water from water rotameter.
18) Note down the temperature of inlet and outlet of exhaust gases & water circulating
through the calorimeter.
19) Repeat the experiment for different load.
20) When the experiment is over reduce the load on engine and stop the engine.
21) Then close the fuel and cooling water supply to the engine.

STANDARD DATA:
D = Bore of engine =95mm=0.095m
L = Stroke of engine=110mm=0.110m
d0 = Diameter of orifice=20mm=0.02m
ao = Cross sectional area of orifice=3.142x10-4m2
cd = Co-efficient of discharge=0.64
ρa = Density of air =1.293kg/m3
ρm = Density of manometer fluid (water) = 1000kg/m3
g = acceleration due to gravity = 9.81m/sec2
s= specific heat of water = 4.18kJ/kg oC
CV = calorific value of diesel = 42630 kJ/kg
Specific gravity of diesel = 0.78gm/cc
1 HP = 746 watts
FORMULAE:
×
1. Brake horse power (BHP) = kW

2.Fuelconsumption (WF)= × × 3600 kg/hr

3.Specific fuel consumption (SF)= × Kg/BHP hr

4. Air consumption=Quantity of air sucked through orifice

3
Quantity of air sucked through orifice (Qa) = C a 0 2 m /sec

H = h× [ρw/ρa-1]
ρw =Density of water at room temperature
ρa = Density of air at room temperature
= 1.239(ρa) ×273/ (273+Ta) kg/m3
×
5. Heat supplied by fuel (HF)= KJ/min
× ×
6. Heat Equivalent to BHP (Hbp) = KJ/min
( )
7. Brake thermal efficiency (ƞb) = ( )
× 100 %

8. Heat Balance sheet

 Heat carried away by engine jacket cooling water(HCW)
HCW = Mwa × S (T2-T1) Kcal/min
Where,
Mwa=mass of cooling water supplied jacket of engine (kg/min)
= water in LPM × 1/1000 × ρw kg/min
T1=temperature of water at inlet of the engine
T2=temperature of water at outlet of the engine

 Heat carried away by exhaust gases (Heg)

Heg = Meg × Seg (T4-Ta) Kcal/min
Where,
Meg=mass of exhaust gases (kg/min)
= WF+Qa
T4=temperature Exhaust gases at inlet of the calorimeter
Ta=Ambient Temperature
Seg = Specific heat of Exhaust gases (Kcal/kgoC)
From the Heat balance of the calorimeter
Heat given by the Exhaust gases in calorimeter=Heat gained by water

Meg × Seg (T4-T5) = Mwa × S (T3-T1)

× ( )
Meg × Seg = ( )

Where,
Mwa = mass of cooling water circulating in calorimeter (kg/min)
= water in LPM × 1/1000 × ρw kg/min
T1=temperature of water at inlet of the calorimeter/engine.
T3=temperature of water at outlet of the calorimeter
T4=temperature Exhaust gases at inlet of the calorimeter
T5=temperature Exhaust gases at outlet of the calorimeter
Heat lost in radiation and unaccounted losses (Hun)
HUN=HF-(Hbp+HCW+Heg) Kcal/min
9. Swept volume =п/4× D2×L× (cycles/s) × no. of cylinder

= п/4× D2×L× ×
×1 m3/s
( )
10. Volumetric efficiency =
× 100%
 Sl.No Load RPM Air Flow Manometer ƞ ƞvol
Reading
Left Right Diff.

Sl.No Volume flow rate of fuel ρdiesel Mass of CV of Load ƞbthe

fuel(kg/se fuel
e)
Initial Final Rate(ml
reading reading(ml) /see)
NOMENCLATURE:
D=bore of Engine
L=Stroke of Engine
N=No.of RPM
X=Volume of fuel consumed (ml) (1ml=1cm3)
WF=Mass of fuel supplied
t=time taken for x (see)
CV=calorific value of Diesel
H=Total pressure head (m)
h=Manometer difference (m) (h=h1-h2)
ao=Cross sectional area of orifice
Cd=co-efficient of discharge
ρw=Density of manometer fluid(water)
ρa=Density of air at 00C
Ta=Ambient temperature 00C

PRECAUTIONS & MAINTENANCE INSTRUCTIONS:-

1. Always check the oil level in the engine before starting and make sure that sufficient oil is
present in the engine.
2. Change this oil as engine completes 100 hours of total running.
3. Open cold water supply to the engine before starting.
4. Fuel tank and fuel line should cleaned and free from foreign particles.
5. If the engine heats up, check the water supply to the engine jacket.
6. If still engine does not start, check the fuel and fuel supply line. If air
found in pipeline, remove it.
7. If diesel tank was empty before filling the diesel, remove air trapped in fuel line by
opening the vent screw provided at the right side, top of the fuel pump.
Questions:
1. What is meant by volumetric efficiency of an IC engine?
2. How does volumetric efficiency change with various other parameters?
3. What kin d of speed governor is used in the diesel engine of the experiment setup?
4. How is the air flow rate measured in the experiment?
5. What is the function of anemometer?
6. What are the different heads of “heat” used in the heat balance experiment?
7. How are the loading given to the engine?
8. What is mechanical efficiency?
9. What are indicated thermal efficiency, brake thermal efficiency, air standard efficiency
and relative efficiency?
Performance Test of a Multi-Cylinder
S.I. Engine by Morse method
 Experiment No. 5

Name of Experiment: Performance Test of a Multi-

Cylinder S.I. Engine by Morse method (WITH ROPE BRAKE
DYNAMOMETER).

AIM:

To find the indicated power (IP) on Multi-cylinder Petrol Engine by

Morse test.

Apparatus: Multi-cylinder Petrol Engine Test Rig with Rope Brake Dynamometer, Stop
Watch, Hand Gloves and Digital Tachometer

Theory: The purpose of Morse Test is to obtain the approximate indicated power of a multi-
Cylinder petrol engine. It consists of running the engine against a dynamometer at a
particular speed, cutting out the firing of each cylinder in turn and noting the fall in BP each
time while maintaining the speed constant. When one cylinder is cut off, power developed is
reduced and speed of engine decreases.
According to the load on the dynamometer is adjusted so as to restore the engine
speed. This is done to maintain FP constant, which is considered to be independent of the
load and proportional to the engine speed. The observed difference in BP between all
cylinders firing and with one cylinder cut off is the IP of the cut off cylinder. Summation of
IPs of all the cylinders would then give the total IP of the engine under test.
Multiple Cylinders:

The vast majority of internal combustion engines use more than one cylinder. This is
entirely a question of efficiency. The limitation of the Otto Cycle is that it only provides
power to turn the crankshaft a quarter of the time. The logical solution is to have four
cylinders with pistons turning the crankshaft so at any time there is always one cylinder in
the power stroke and the crankshaft is turned at a fairly even rate. An even more powerful
method is to use extra cylinders at intermediate points in the cycle so that one power stroke
starts before the previous one has finished.

DESCRIPTION:

Four cylinder four stroke petrol engine test rig with Rope Brake Dynamometer loading arrangement
mainly consists of:-

1. A four cylinder four stroke petrol engine

2. A Rope Brake Dynamometer Loading arrangement
3. A panel board arrangement
4. A fuel input measuring arrangement
5. Air intake measuring arrangement
6. An arrangement for measuring the heat carried away by cooling water
7. An arrangement for measuring the heat carried away by exhaust gases and a brief
description and particulars on this test rig is given below:-

MULTI CYLINDER PETROL ENGINE:

A medium capacity four cylinder four stroke water cooled petrol engine is selected for
experimental purpose. The specification for the engine is as follows:

Engine : 4 Cylinder 4 stroke water cooled

Bore diameter : 68.5 mm
Stroke : 72mm
Compression ratio : 8.7:1
The engine is complete with self starter, dynamo, lubricating-oil filter, distributor, ignition
coil, exhaust silencer etc.

 LOADING ARRANGEMENT:

1) Rope Brake Dynamometer: A rope brake dynamometer consists of one or more ropes
wrapped around the flywheel of an engine whose power is to be measured. The rope is
spaced evenly across the width of the rim by flywheel. The two ends of the rope are
connected upward side of the flywheel with two spring balances. The rotation of flywheel
produces frictional force and the rope tightens. Consequently a force is induced in the
spring balance.

Let,

D = Diameter of the brake drum

d = rope diameter.

So the effective radius of the brake R = (D+d)/2

L1= Load on the tight side of the rope brake dynamometer

L2= Load on the slack side of the rope brake dynamometer

Brake load or net load = (L1-L2) in Newton.

Braking torque (T) = (L1-L2) x R in N-m.

Braking power =2πnT/60 in N-m/s.

= 2πn (L1-L2) R/ (60x1000) in KW…….. ………..(i)
PANEL BOARD ARRANGEMENT:

The units fitted on the panel board are:-

a) An ignition and starting switch to the ignition circuit and to start the engine.
b) A pilot lamp indicator for ignition.
c) A high voltage knife switch assembly for cutting of Morse test with the four
individual knife switches each cylinder can be cut off.
d) Throttle valve control mechanism to control the position of the throttle in relation to
the speed and load on the engine.

FUEL INPUT MEASURING ARRANGEMENT:

Consists of self-mounting type tank of about 10 litters capacity suitably mounted on a stand.
The stand fixed on the air tank, fuel goes from the reservoir to fuel filter through a 50 ml
burette. The burette facilitates the measurement of the fuel consumption for a definite period
of time with the help of a stopwatch.

AIR INTAKE MEASURING ARRANGEMENT:

The arrangement consists of an air tank fitted on orifice plate with orifice diameter 20 mm
and a differential manometer to measure the rate of flow of air sucked by the engine. The
co-efficient of discharge of orifice is about 0.64.

ARRANGEMENT FOR MEASURING THE HEAT CARRIED AWAY BY COOLING

WATER:

Suitable piping system is fitted to the engine for circulating the cooling water for the engine.
Thermometers are provided to measure the inlet and outlet temperature of cooling water.
For measuring the rate of flow of cooling meter is provided. With these entire arrangements
one can find the heat carried away by cooling water.

ARRANGEMENT FOR MEASURING THE HEAT CARRIED AWAY BY EXHAUST

GASES:

It consists of exhaust gas calorimeter to measure the heat carried away by exhaust gases.
The exhaust gas calorimeter consists of a central tube and an outer jacket. Exhaust gases
passes through central tube and water is circulated in outer jacket to get the maximum
temperature difference of exhaust gases at inlet and outlet of calorimeter. The valve of water
circulation is measured with the help of measuring cylinder and stopwatch. Thermometers
are provided to get the inlet and outlet temperature of exhausts gases and water circulated.

UTILITIES REQUIRED:

 Petrol 10 liters
 Water supply continues for engine & exhaust calorimeter cooling

STANDARD DATA:

D = Bore of Engine = 68.5 mm = 0.0685 m

L = Stroke of Engine = 72 mm = 0.072 m
d0 = Diameter of Orifice = 20 mm = 0.02 m
a0= Cross sectional area of orifice = 3.142 x 10-4 m2

Cd = Co-efficient of Discharge = 0.64

ρa = Density of Air = 1.293 kg/m3

ρm = Density of manometer fluid (Water)= 1000 kg/m3

g = Acceleration due to gravity = 9.81 m/sec2
cP = Specific heat of water = 0.998 Kcal/kg0C
CV = Calorific value of Petrol = 10650 Kcal/kg
Specific gravity of Petrol = 0.69gm/cc
1 HP = 746 watts

CALCULATION Formula:

i) When cutting off any cylinder Brake Power can be calculated from the formula no. (i),
which is mentioned earlier in the description of Rope Brake Dynamometer.

Ii) Indicated Power (IP) of each Cylinder:

 IP1 = (BHPT – BHP2,3,4) KW

IP2 = (BHPT – BHP1,3,4) KW

IP3 = (BHPT – BHP1,2,4) KW

IP4 = (BHPT – BHP1,2,3) KW

iii) The Total IP of the engine is

IPT = (IP1+IP2+IP3+IP4) KW

iv) Mechanical efficiency, = ⁄

PROCEDURE:-

1. Before starting the engine the fuel supply, lubrication oil and availability of cooling
water.

2. Set the dynamometer to zero load setting.

3. Run the engine till it attains the working temperature and steady state condition. Adjust
the dynamometer load to obtain the desired engine speed. Record this engine speed and the
dynamometer reading for BP calculation.

4. Now cut off one cylinder. Short circuiting its spark plug can do this.

5. Reduce the dynamometer load so restore the engine speed as at step 3. Record the
dynamometer reading for BP calculation.

6. Connect the cut off cylinder and run the engine on all cylinders for a short time. This is
necessary for the steady state conditions.

7. Repeat steps 4, 5, and 6 for other remaining cylinders turn by turn and record the
dynamometer readings for each cylinder.
8. Bring the dynamometer load to zero, disengage the dynamometer and stop the engine.

9. Do the necessary calculations.

OBSERVATION TABLE (MORSE TEST):

SL.No Cut Off Cylinders Dynamometer Brake I.P. of the cut
Cylinder No. working reading(kg) power(KW) off cylinder
1. 1-2-3-4 BPT =
2. 2-3-4 BP2,3,4 = IP1=
3. 1-3-4 BP1,3,4 = IP2=
4. 1-2-4 BP1,2,4 = IP3=
5. 1-2-3 BP1,2,3 = IP4=
IPT=

PRECAUTIONS & MAINTENANCE INSTRUCTIONS:

1. Always check the oil level in the engine before starting and make sure that sufficient
oil is present in the engine.
2. Change this oil as engine completes 100 hours of total running.
3. Open cold water supply to the engine before starting.
4. Fuel tank and fuel line should cleaned and free from foreign particles.
5. The Morse test should be carried out only after the engine running condition are
stabilized at the required BHP.
6. When a cylinder is cut off adjust the speed and load of the engine quickly because
large time laps might result in the change in the working condition of the engine.
7. Do not attempt to cut off two cylinders simultaneously, since it can develop severe
engine vibration.
8. If the engine heats up, check the water supply to the engine jacket.
9. If engine does not start and the battery indicator not glow, check the battery if
discharged, charge it.
 10. If still engine does not start, check the fuel and fuel supply line. If air found in
pipeline, remove it.
11. On applying load if the voltmeter and ampere meter do not display and value check
the connection and rheostat.

Questions:

1) What is the purpose of conducting Morse test?

2) What is rope brake dynamometer and how it works?
3) Why Morse test is not suitable for single cylinder?
Flue gas analysis

by

ORSAT apparatus
 Experiment No. 6

Theory:-

The ORSAT apparatus (shown below) unit generally consists of a polished wooden case having
a sliding front and back, weighting from 7 kg to 8 kg. It
It consists of a leveling bottle of 240 ml
capacity connected to a burette by means of rubber tubing.

Figure: The Orsat Flue Gas Analysis Apparatus

The burette is surrounded by a jacket tube containing cold water. The upper portion of the
burette is connected by a short piece of rubber tubing to a stopcock manifold having five
stopcocks and a T-bore & a stopcock. Each side of stopcock is connected by a thick rubber tube
to a U-shaped absorption pipette. The fifth pipette which is used as a displacement vessel is
connected by a stopcock via a palladium asbestos tube.
Each absorption pipette is filled with a proper absorbent. The first tube nearest to the burette
contains Potassium Hydroxide (KOH) solution, the second contains alkaline pyrogallol and the
third contains ammoniacal cuprous chloride. The KOH solution is used to absorb CO2 gas, the
pyrogallol solution absorbs O2 gas and the ammoniacal cuprous chloride absorbs CO gas. It is
important to fill the pipette with reagents in the order mentioned because alkaline pyrogallol can
absorb both O2& CO2 while ammoniacal cuprous chloride can absorb O2, CO2 & CO.
The leveling bottle is filled with about 200 ml of a 10% solution of sodium chloride which is
acidulated with 1ml of 1:1 hydrochloric acid and colored by the addition of a few drops of
methyl orange.

Chemicals Required For Orsat Apparatus:

a) Caustic Potash Palette (L.R Grade)

b) Pyrogallic Acid (L.R Grade)
c) Cuprous Chloride (L.R Grade)
d) 25% Ammonia Soln. (L.R Grade)
e) Ammonium Chloride (L.R Grade)
f) Distilled Water
Procedure for Preparing the Chemicals for the Orsat Apparatus

a) Caustic Potash Solution:

 0.5 kg of Caustic Potash pellets are measured and poured into a 500 ml
beaker.
 500 ml distilled water is poured in the beaker.
 Until a transparent solution is formed stir the mixture.
 The solution is stored in a cork-sealed bottle.

b) Alkaline Pyrogallol:

 50 grams of Caustic Potash pellets are measured and poured in a 250 ml

beaker.
 To this 100 ml distilled water is poured and the mixture is stirred well until
a transparent solution is formed.
 15 grams of pyrogallic acid is taken in a 100 ml beaker.
 To this 30 ml distilled water is added and the mixture is stirred until a black
coloured solution is formed.
 The two solutions have to be mixed just before pouring into the absorption
pipette.

c) Ammoniacal Cuprous Chloride solution:

  7 gram of ammonium chloride is taken in a 500 ml beaker.
 To this 80 ml distilled water is added to form a colourless solution.
 23 grams of pure cuprous chloride is added to this solution.
 Now 15 ml of 25% solution of ammonia is slowly added to this solution.
 This solution is allowed to stand with occasional shaking.
 This process is repeated until a blue solution with a faint smell of ammonia
is obtained.
 If the cuprous chloride does not dissolve completely add a small amount of
ammonia.
 If the smell of ammonia in the solution is strong add 1 gram more cuprous
chloride.
 Store the solution in a well stopper bottle.

To Find Emission Characteristics in Orsat Apparatus

a. The burette is completely filled with water up to 100 ml mark by raising the leveling bottle.
The pinch cock is closed.

b. A sample of exhaust gas in a rubber bladder is collected from the SI engine when the load is
applied on the engine for each type of blended fuels which does not use catalytic converter.

c. The gas sample bulb is converted with the burette through the T bore end stopcock and the
gas is taken in the burette by lowering the leveling bottle and opening the pinch cock slowly.

d. The level is adjusted in such a way that the burette contains exactly 100 ml of the gas when
the level of water in the leveling bottle and the burette are kept at the same height. Then the
T-bore end stopcock is closed.

e. Now the side stopcock of the KOH absorption bulb is opened and the gas is allowed from
burette through it by raising the leveling bottle. Passing the gas back and forth is repeated
until the gas volume of burette is constant

f. The rise of level in the burette will give the percentage volume of CO2 which has been
absorbed by KOH.
g. The stopcock of the KOH bulb is closed and the remaining gases is passed in the same way,
one by one through the pyrogallol and cuprous chloride solutions and the corresponding
change in levels is noted.

Precautions & Sources of errors:

List down all the possible sources of error.

Questions:

1) Name the three different chemicals used in the orsat apparatus and their functions?

2) Why is the order of use of the chemicals important?

3) How is the sample of engine exhaust gas collected?

4) How is the quantity of exhaust gas, admitted to the apparatus, measured?

5) How is the absorbed quantity of (any of co2, co, o2) gas measured?

6) How is the mixing of the exhaust gas with the chemicals ensured?
Use of catalytic converters and its effect on
flue gas of an I C Engine
Experiment No. 7

Name of the Experiment: Use of catalytic converters and its effect on flue gas of an I C Engine

AIM: To Compare emissions from A CI Engine WITH and WITHOUT a Catalytic Converter.

THEORY:
A catalytic converter is a vehicle emissions control device that converts
toxic pollutants in exhaust gas to less toxic pollutants, by catalyzing a redox
reaction (oxidation or reduction). Catalytic converters are used in internal combustion
engines fuelled by either petrol (gasoline) or diesel—including lean burn engines.
The first widespread introduction of catalytic converters was in the United
States automobile market. Manufacturers of 1975 model year equipped gasoline-powered
vehicles with catalytic converters to comply with the U.S. Environmental Protection
Agency's stricter regulation of exhaust emissions. These “two-way” converters
combined carbon monoxide (CO) with unburned hydrocarbons (HC) to produce carbon
dioxide (CO2) and water (H2O). In 1981, two-way catalytic converters were obsolete by
“three-way” converters that also reduce oxides of nitrogen (NOx); however, two-way
converters are still used for lean burn engines.
Although catalytic converters are most commonly applied to exhaust systems in
automobiles, they are also used on electrical generators, forklifts, mining
equipment, trucks, buses, locomotives, motorcycles, airplanes. They are also used on some
wood stoves to control emissions. This is usually in response to government regulation,
either through direct environmental regulation or through health and safety regulations.

How does it work?

A catalytic converter is a very simple device using the basic redox reactions in chemistry to help
reduce the pollutants a car creates. It converts around 98% of the harmful fumes produced by a
car engine into less harmful gases. It is composed of a metal housing that has a ceramic
honeycomb-type interior with insulating layers. This honeycomb interior has thin wall channels
that are coated with a coat of aluminum oxide. This is very porous and increases the surface area,
which allows for more reactions to take place. This is where the precious metals are located.
These metals include platinum, rhodium, and palladium. No more than 4-9 grams of these
precious metals are used in a single converter. The converter utilizes simple oxidation and
reduction reactions to convert toxic fumes into gases that are not nearly as harmful to the
environment. Recall that oxidation is the loss of electrons and that reduction is the gaining of
electrons. These precious metals listed earlier promote the transfer of electrons and in turn the
conversion of toxic fumes.

PROCEDURE:
The Test setup consists of a diesel engine whose the exhaust pipe is bifurcated into two
channels (tubes). One of the pipes is fitted with a 3-way catalytic converter while the other is not.
There are arrangements to keep one channel closed while the other is open with the help
of suitable valves.

 Keep both the channels open so that exhaust gas can find exit through both the
routes.
 Now start the engine and run at some load.
 Gradually close the valves of channel 1 (with catalytic converter).
 Collect a sample of exhaust gas through the open channel 2 in a bladder and mark it
appropriately.
 Now gradually open the valves of channel 1 and gradually close the valves of
channel 2.
 Collect a sample of exhaust gas through the open channel 1 in a bladder and mark it
appropriately.
 Carry out ORSAT analyses for both the samples and compare.
Questions:-

1)What is Three-way catalytic converter?

2)What is the basic difference between catalytic converter and orsat apparatus?

3)What is the basic working principle of catalytic converter?

STUDY OF MPFI SYSTEM
 Experiment No. 8

Name of the Experiment: STUDY OF MPFI SYSTEM

AIM: To understand an MPFI system in a 4-stroke SI engine with the help of a model.

THEORY:

Prior to the MPFI system, vehicles used carburetors with a chamber to mix the fuel and air
injected into each cylinder. The problems associated with a carburettor are:

 a non uniform supply of charge to different cylinders and fuel-air mixture

 supply of fuel-air ratio of not required quality

Multi-point fuel injection (MPFI), also called port injection, uses intake runners, which are
essentially small tubes that connect from the intake manifold to the combustion chambers. Each
fuel injector connects to an individual runner and injects fuel into the engine, which allows for
accurate fuel distribution. This type of fuel injection is found on most vehicles in use today.

The computer that controls the MPFI system is constantly monitoring sensors to calculate how
much fuel is required, which allows the engine to be more efficient and use less fuel. The
system's computer also remembers an operator's driving habits to ensure there is enough power
when a driver usually needs it. This is usually done by sensing the amount of pressure applied to
the gas pedal by the driver.

Different Injection systems include:

i. Manifold injection
ii. Port injection
iii. Direct injection

Description of the model:

This is an actual working model of fuel supply system of a MPFI petrol engine. The parts are
given below:
1. Fuel Tank
2. Fuel Filter
3. Motorized Fuel Pump
4. Pressure Gauge
5. Fuel Rail
6. Fuel Injectors
7. ECU
8. Igniter& Ignition Coil
9. Distributor
10. Spark Plugs
11. Power Supply
12. Fuel Gauge & Control Panel

This model helps the student to understand about the parts & working of MPFI system. It is
specially designed for demonstration purposes. The model will be supplied with key card & very
interesting literature regarding working.

Fuel Supply System Petrol MPFI Type (Actual Working Model) Multi Point Fuel Injection
Questions:

1) What is the advantage of M.P.F.I system over carburetor system?

2) What are the basic categories of different M.P.F.I system?

3) What is the function of E.C.U?