Documente Academic
Documente Profesional
Documente Cultură
for
the course of
ME F341
PRIME MOVERS & FLUID MACHINES
BY
Department of Mechanical Engineering
CONTENTS
Table of Contents
Description of laboratory
Page
No. of Pull
No.
Out Sheets
ii-iii
iv
1-3
4-7
8-10
11-12
13-15
16-18
19-21
22-24
25-29
30-37
38-48
NA
49-52
53-54
NA
55-61
NA
Exp. 3.To conduct a test on a single stage centrifugal pump at various speeds
to obtain the pump characteristics.
Exp. 4.To verify the fan laws using centrifugal pump
Exp. 5. To study the characteristics of a reciprocating pump at various head and
DESCRIPTION OF LABORATORY
Prime movers and fluid machines laboratory is a hands-on investigation of performance
characteristics of various prime movers such as IC engines and the turbines as well as of
other fluid machines such as pumps and compressors. All these equipments normally
have to operate over a range of different operating parameters and the performance of
these equipments over a range assumes significant importance.
To
provide
the
student
an
experience
in
engineering
measurement,
The brief focus of the experiments to be conducted in two laboratories is given below
ii
IC Engines Laboratory
The IC engines laboratory houses three different IC engines fitted with a different set
of instrumentation for measurement of operating parameters. An open circuit wind
tunnel is also installed, which may be used to generate laminar flow conditions for
various experiments.
Engine performance is more precisely defined by:
The maximum power (or the maximum torque) available at each speed within the
To evaluate the performance of an engine the following are the most important
characteristics.
x
Thermal efficiency
Mechanical efficiency
Volumetric efficiency
Specific emissions
iii
iv
First page must bear the title of the experiment, the student details and the dates of
conduct of the experiment and submission of the report separately.
Diagram
Apparatus used
Data used
Sample calculation
Procedure followed
Precautions
Discussion of results
EXPERIMENT NO. 1
AIM: TO STUDY THE CHARACTERISTICS OF A PELTON WHEEL
TURBINE
DIAGRAM
P2
P1
Venturimeter
Pelton
Turbine
Turbine
Casing
Spear
mechanism
Sump
Pump
EQUIPMENT USED
Pelton Turbine, which is an impulse turbine works by using water available at high
heads (pressure). All the available potential energy of water is converted into kinetic energy
by a nozzle arrangement. The water leaves the nozzle as a jet and strikes the buckets of the
Pelton wheel runner. These buckets are in the shape of double cups, joined at the middle
portion in a knife edge. The jet strikes the knife edge of the buckets with least resistance and
shock and glides along the path of the cup, deflecting through an angle of 160o to 170o. This
deflection of water causes a change in momentum of the water jet and hence an impulsive
force is supplied to the buckets. As a result, the runner attached to the buckets moves,
rotating the shaft. The specific speed of the Pelton wheel varies from 10 to 100.
In the test rig the Pelton wheel is supplied with water under high pressure by a
centrifugal pump. The water flows through a venturimeter to the Pelton wheel. A gate valve
is used to control the flow rate to the turbine. The venturimeter with pressure gauges
1
connected to it is used to determine the flow rate of water in the pipe. The nozzle opening
can be decreased or increased by operating the spear wheel at the entrance side of turbine.
The turbine is loaded by applying dead weights on the brake drum. This is done by
placing the weights on the weight hangar. The inlet head is read from the pressure gauge.
The speed of the turbine is measured with a tachometer.
EXPERIMENTAL PROCEDURE
1. Close the delivery gate valve completely and start the pump.
2. Add minimum load to the weight hanger of the brake drum say 1kg.
3. Open the gate valve while monitoring the inlet pressure to the turbine. Set it for the
design value of 3.0 kg/cm2
4. Open the cooling water valve for cooling the brake drum.
5. Measure the turbine rpm with tachometer.
6. Note the pressure gauge reading at the turbine inlet.
7. Note the orificemeter pressure gauge readings, P1 and P2.
8. Add additional weights and repeat the experiments for other loads.
9. For constant speed tests, the main valve has to be adjusted to reduce or increase the inlet
head to the turbine for varying loads.
CALCULATIONS
I. To determine discharge:
Venturimeter line pressure gauge readings = P1 kg/cm2
Venturimeter throat pressure gauge reading = P2 kg/cm2
Pressure difference,
Venturimeter equation,
= 10(P1-P2) m of water
Q
2
= Cd AB
= P kg/cm2
= 10P m of water
= 9.81 QH (kW)
= 0.20 m
Rope diameter
= 0.015 m
= 0.215 m
Hanger weight
Weight
= 1 kg
- To
= T1 kg
Spring Load
Resultant load - T
Speed of the turbine
9.8 DNT
kW
60000
= 0.00011 NT kW
Turbine Output
V.
= T2 kg
= (T1 - T2+ To) kg
= N RPM
Turbine efficiency
PRECAUTIONS
1. Always operate the turbine with a load. Since the runaway speed of the turbine is high,
running the turbine without any load will lead to excess vibrations and noise.
2. Provide cooling water for the brake drum when it is loaded. Absence of cooling water
will cause brake drum heating and even charring of the rope under extreme conditions.
Amount of cooling water must be controlled to avoid excessive spillage and splashing.
3. The motor is provided with DOL starter to trip under overload, low voltage, uneven phase
supply conditions. If the motor trips, check for voltage conditions. Also, do not run the
supply pump at fully open valve conditions as this is an overload condition for the pump.
GRAPHS TO BE PLOTTED
Operating Characteristics: verses Unit Power
Main Characteristics: verses Unit speed (N1); Unit Power verses Unit speed (N1)
EXPERIMENT NO. 2
AIM: TO STUDY THE CHARACTERISTICS OF A FRANCIS
TURBINE.
DIAGRAM
P2
P1
Venturimeter
Francis Turbine
Rope brake
dynamometer
Sump
Pump
Water under pressure from pump enters through the guide vanes into the runner.
While passing through the sprial casing and guide vanes, a portion of the pressure energy is
converted into velocity energy. Water thus enters the runner at a high velocity and as it
passes through the runner vanes, the remaining pressure energy is converted into kinetic
energy.
Due to the curvature of the vanes, the kinetic energy is transformed into the
mechanical energy i.e., the water head is converted into mechanical energy and hence the
runner rotates. The water from the runner is then discharged into the tailrace. The discharge
through the runner can be regulated also by operating the guide vanes.
The flow through the pipe line into the turbine is measured with the venturimeter
fitted in the pipe line. The venturimeter is provided with a set of pressure gauges. The net
pressure difference across the turbine inlet and outlet is measured with a pressure gauge and a
vacuum gauge.
= P1 kg/cm2
= P2 kg/cm2
= 10 (P1-P2) m of water
Pressure difference,
5
Cd AB2
Q
II. To determine inlet head of water:
Turbine Pressure gauge reading
Turbine vacuum gauge reading
Total Head
= 9.81 QH (kW)
V.
Turbine efficiency
= P kg/cm2
= V mm of Hg
= 10(P+V/760) m of water
= 0.20 m.
= 0.015 m.
= 0.215 m
= 1 kg
= T1 kg
= T2 kg
= (T1 - T2+ To) kg
= N RPM
3.14 DNT
=
kW
6120
= 0.00011 NT kW
= (Output Power/Input Power)x100 %
PRECAUTIONS
4. Always operate the turbine with a load. Since the runaway speed of the turbine is over
4000 rpm, running the turbine without any load will lead to excessive vibrations and
noise.
5. Provide cooling water for the brake drum when it is loaded. Absence of cooling water
will cause brake drum heating and even charring of the rope under extreme conditions.
Amount of cooling water must be controlled to avoid excessive spillage and splashing.
6
6. The motor is provided with DOL starter to trip under overload, low voltage and uneven
phase supply. If the motor trips, check for voltage conditions. Also, do not run the
supply pump at fully open valve conditions as this is an overload condition for the pump.
GRAPHS TO BE PLOTTED
Operating Characteristics: verses Unit Power
Main Characteristics: verses Unit speed (N1); Unit Power verses Unit speed (N1)
EXPERIMENT NO. 3
AIM: TO CONDUCT A TEST ON A SINGLE STAGE CENTRIFUGAL
PUMP AT VARIOUS SPEEDS TO OBTAIN THE PUMP
CHARACTERISTICS.
DIAGRAM
Energy meter
Motor
P
Collecting
tank
Centrifugal
Pump
Scale
Sump
EQUIPMENT USED
A Centrifugal Pump consists of an impeller rotating inside a casing. The impeller has
a number of curved vanes. Due to the centrifugal force developed by the rotation of the
impeller, water entering at the center flows outwards to the periphery. Here it is collected in
a gradually increasing passage in the casing known as a volute chamber. This chamber
converts a part of the velocity head (kinetic energy) of the water into pressure head (potential
energy). For higher heads, multistage centrifugal pumps having two or more impellers in
series will have to be used.
The test pump is a single stage centrifugal pump coupled to a 1 HP capacity single
phase AC motor by means of a cone pulley belt drive system.
An energymeter and a stop watch are provided to measure the input to the motor and a
collecting tank to measure the actual discharge. A pressure gauge and a vaccuum gauge are
fitted in the delivery and suction pipe lines to measure the pressure.
EXPERIMENTAL PROCEDURE
1. Loosen the V-belt by rotating the handwheel of the motor bed and position the V-belt in
the required groove of the pulley.
2. Prime the pump with water if required.
3. Close the delivery gate valve completely.
4. Start the motor and adjust the gate valve to required pressure and delivery.
5. Note the following readings
(a) The Pressure gauge reading, P kg/cm2
(b) The vaccuum gauge reading, V mm of Hg
(c) Time for 10 revolutions of energymeter disc, T secs
(d) Time for 10 cm rise in the collecting tank , t secs
(e) Pump speed in RPM
Take 3 or 4 sets of readings by varying the head from a maximum at shut off to a
minimum where gate valve is fully open. The experiment is repeated for other pump speeds.
OBSERVATIONS
(a)The Pressure gauge reading, P (kg/cm)
(b) The vacuum gauge reading, V (mm of Hg)
(c) Time for 10 revolutions of energymeter disc, T(s)
(d) Time for 10 cm rise in the collecting tank, t (s)
(e) Pump speed, N (RPM)
CALCULATIONS
1. Discharge:
Area of tank, A
= 0.5x 0.5 m2
Rise of level,
= h
Volume collected
= A h m3
Discharge, Q
= Volume/Time
2. Head:
Total Head, H
3. Output of the pump:
Output
= 9.81 Q H (kW)
= T (s)
Pump efficiency
PRECAUTIONS
1 Always keep the delivery valve closed before starting the pump.
2 Take care that the does not run dry.
3. Important: Since the centrifugal pump is not self priming, the pump must be filled with
water (priming) before starting. For this reason, water should not be allowed to drain and a
foot valve is provided.
GRAPHS TO BE PLOTTED
H verses Q
verses Q
verses H
10
EXPERIMENT NO. 4
AIM: TO VERIFY FAN LAWS USING CENTRIFUGAL PUMP.
Theory:
For any turbo-machinery, the variables of Discharge, Head and Power are related to the speed
through various relations as given below and these relations are called fan laws.
First Fan Law:
For a given machine, the discharge is directly proportional to speed of the machine
(pump/turbine/compressor etc.)
QN
This law can be theoretically verified from dimensionless number of Discharge coefficient
which is given as below.
Q
CQ =
ND 3
As CQ and D are constants for a given machine, so discharge (Q) is directly proportional to
speed (N).
Second Fan Law:
For a given machine, the head is directly proportional to the square of the speed of the
machine (pump/turbine/compressor etc.)
H N2
This law can be theoretically verified from dimensionless number of Head coefficient which
is given as below.
gH
CH = 2 2
N D
As CH, D and g are constants for a given machine, so head (H) is directly proportional to
speed squared (N2).
Third Fan Law:
For a given machine, the power is directly proportional to the cube of the speed of the
machine (pump/turbine/compressor etc.)
P N3
This law can be theoretically verified from dimensionless number of Power coefficient which
is given as below.
P
P
P
=
=
CP =
3
2 2
3
gHND
g ( N D ) ND
gN 3 D5
As CP, D, and g are constants for a given machine, so power (P) is directly proportional to
cube of speed (N3).
Verifications:
For first Fan law
Verify that the ratio (Q/N) will be almost constant. Also draw a graph between Q and N and
verify that it is almost a straight line.
11
12
EXPERIMENT NO. 5
AIM : TO STUDY THE CHARACTERISTICS OF A RECIPROCATING
PUMP AT VARIOUS HEAD AND DISCHARGE TO OBTAIN
THE PUMP CHARACTERISTICS.
DIAGRAM
Energy meter
Motor
P
Collecting
tank
Reciprocating
Pump
Scale
Sump
EQUIPMENT USED
The Reciprocating pump is a positive displacement type pump and consists of a
piston or a plunger working inside a cylinder. The cylinder has two valves, one allowing
water into the cylinder from the suction pipe and the other discharging water from the
cylinder into the delivery pipe.
Specification of the pump:
Type: Double acting single cylinder
(a) Piston Stroke
= 44.5 mm
= 38 mm
= 25 mm
= 18 mm
13
An energymeter and a stopwatch are provided to measure the input to the motor and a
collecting tank to measure the actual discharge. The pump is driven by the Motor. A set of
pressure gauge and vacuum gauges are provided along with the required pipe lines.
EXPERIMENTAL PROCEDURE
1. Select the required speed.
2. Open the gate valve in the delivery pipe fully.
3. Start the motor.
4. Throttle the gate valve to get the required head delivery pressure.
5. Note the following readings
(a) The Pressure gauge reading, P kg/cm2
(b) The vacuum gauge reading, V mm of Hg
(c) Time for 10 revolutions of energymeter disc, T (s)
(d) Time for 10 cm rise in the collecting tank, t (s)
6. Take atleast 3 - 4 sets of readings by varying the head.
CALCULATIONS
1. Discharge:
Area of tank, A
= 0.16 m2
Rise of level, R
= 0.1 m
Volume collected, AR
= 0.016 m3
Time taken
= t secs
Discharge, Q
= Volume/Time
= 0.016/t m3/sec
2. Head:
Total Head, H
3. Output of the pump:
Pump output
= (9.81 QH)
kW
= 750 revs/kW Hr
= T secs.
Pump input
0.8 3600 10
750 T
38.4
=
kW
T
15
EXPERIMENT NO. 6
AIM: TO STUDY THE PERFORMANCE OF A HYDRAULIC RAM.
DIAGRAM
Pressure Gauge
Supply tank
Flow regulating valve
0.6m
Air vessel
Waste water
valve
2.0m
Useful water at
high head
Scale
0.8m
Sump
16
EXPERIMENTAL PROCEDURE
The ram will require some back pressure to begin working Priming process.
1. Admit water into supply tank.
2. Initially the ram will have to be manually started several times to remove all the air.
Open the valve in the long inlet pipe to ram after water has reached a certain level in
the supply tank.
3. Open the ram outlet valve slightly to allow water and any air in the system to flow
out.
4. When the water from the supply tank flows out through the waste water valve, the
swing check inside this valve shuts. Manually push it open again use a rod to push
this as the swing check is inside the valve. This process of pushing the swing check
may have to be repeated several times until all the air is purged from the system and
pressure builds up in the ram.
5. Adjust the ram outlet valve to obtain the required water outlet pressure - delivery
pressure gauge reads about 1kg/sq.cm about 10m of water.
6. Keep the supply head constant by controlling suitably the inflow into the supply
reservoir - say 50-70 cm in the tank gauge glass scale.
7. Measure the total discharge in passing through ram by closing the inlet valve to the
supply tank and the time taken for the water level in the tank to fall a few cms (5cms
or 10cms). Wastewater WW can be calculated by subtracting the useful water from this
total discharge.
8. Note the useful water pumped per minute from the collecting tank at the high
pressure. This discharge is useful water WU.
CALCULATIONS
Supply tank cross-section = 0.5 m 0.5 m
Supply head = (2.6-0.8) =1.8 m of water
Delivery tank cross-section = 0.3 m 0.3 m
Delivery head = 10P m of water
Supply side water consumption rate,
0.5 0.5 water level fall in supply tank (in m) m3
WS =
s
time for water level fall
Useful water rate,
0.3 0.3 water rise in collecting tank (in m) m3
WU =
s
time for water rise
17
Supply head (in meters of water), HS = height of water surface in the supply tank above
waste water valve
Delivery head (in meters of water), Hd = pressure gauge reading (in meters of water).
There are two different definitions of efficiency used for a hydraulic ram
(a) D 'Abuissons' Efficiency =
WU H d
WS H S
WU (H d HS )
WS H S
1. During the start up operation i.e. while opening the waste valve, only adequate force
must be applied to to push the valve open.
2. The water level in the supply tank should be maintained in a small range to get
accurate results.
3. The flow regulating valve should be opened slowly and the readings must be taken
when the pressure gauge on the air vessel shows a steady state reading.
GRAPHS TO BE PLOTTED
Rankine verses Hd/Hs
Rankine verses WU
D Aubisson verses Hd/Hs
18
EXPERIMENT NO. 7
AIM: TO STUDY THE CHARACTERISTICS OF A GEAR PUMP AT
CONSTANT SPEED.
DIAGRAM
Motor
Energy meter
V
Gear
Pump
Collecting
tank
Scale
Sump
EQUIPMENT USED
The gear pump is a positive displacement type of pump and consists of a pair of
helical of spur gears meshed with each other and housed closely in a casing. One gear is
fitted with an external shaft that is coupled to an AC motor (1440 RPM). In the oval shaped
pump casing, the two involute curved double helical gear wheels are mounted on shafts.
These gears lock during rotation in the suction chamber and as they rotate, the liquid between
the pump casing and the space between the teeth is transferred to the delivery chamber.
The test pump is coupled to a 1 HP AC motor (220 Volts, single phase). A suitable
switch is provided. The pump sucks oil from a reservoir and delivers to a collecting tank,
that is provided with an overflow arrangement. The collected oil is transferred back to the
19
reservoir through a ball valve. Suitable pressure and vacuum gauges are fitted in the pipe
lines, to measure suction and delivery head. A modified gate valve is fitted in the delivery
side that prevents complete shut off. An energymter with a stop watch is provided to
measure the input power.
EXPERIMENTAL PROCDURE
1. Fill the supply tank with oil to the required height, say, three fourth of the tank.
2. Open the gate valve in the delivery pipe fully.
3. Start the motor. Oil flows in.
4. Throttle the gate valve to get the required head.
5. Note the following readings
(a) Pressure gauge and vaccuum gauge readings
(b) Time for 10 revolutions of energymeter disc, T secs
(c) Time for 10cm rise in collecting tank, t secs
Take 4 to 5 sets of readings by varying the delivery pressure.
CALCULATIONS
I. Discharge:
Time for 10cm. rise
= t (s)
= 0.3 x 0.3 m2
= 0.1m
Discharge ,
= Ah/t m3/s.
= 0.09/ t
= P kg/cm2
Vaccuum
= V mm of Hg
V
P+
10
760
=
m of oil
SGoil
Total Head, H
= 9.81(SG)QH (kW)
20
= 900 revolutions/kWh.
= T (s)
3600 10 0.8
=
kW
900T
=32/T kW
Where, 0.8 is the motor efficiency
V. Efficiency:
Pump efficiency
= (Output/Input) x 100%
PRECAUTION
1. While the pump is running, the delivery valve should not be closed completely for
prolonged periods
GRAPHS TO BE PLOTTED
H verses Q
verses Q
verses H
21
EXPERIMENT NO. 8
AIM: TO CONDUCT A PERFORMANCE TEST ON A TWO-STAGE AIR
COMPRESSOR AND DETERMINE ITS VOLUMETRIC EFFICIENCY AND
ISOTHERMAL EFFICIENCY.
DIAGRAM
Energy meter
Motor
Manometer
Air
Compressor
Air Box
Pressure
regulating
valve
High Pressure Storage Vessel
EQUIPMENT USED
The air compressor used is a two stage, reciprocating type air compressor. The air is sucked
from atmosphere and compressed in the first cylinder. The compressed air then passes
through an inter cooler into the second stage cylinder, where it is further compressed. The
compressed air then goes to a reservoir through a safety valve. This valve operates an
electrical switch that shuts off the motor when the pressure exceeds the set limit.
The test unit consists of an air chamber containing an orifice plate and a U-tube
manometer, the compressor and an induction motor.
22
Compressor Specification:
Dia of low pressure piston
= 80 mm
= 90 mm
EXPERIMENTAL PROCEDURE
1. Close the outlet valve.
2. Fill up the manometer with water upto the half level.
3. Start the compressor and observe the pressure developing slowly.
4. At the particular test pressure, the outlet valve is opened slowly and adjusted so that the
pressure in the tank is maintained constant.
5. Observe the following readings:
i. Time taken for 10 revolutions of energymeter disc
ii. Speed of the Compressor, N (R.P.M.)
iii. Manometer readings h1 and h2 (cm of water).
vi. Pressure gauge reading, P (kg./cm2).
CALCULATIONS
Volumetric Efficiency
Water head causing flow,
Where w
a
= Density of water
= Density of air
= 1000 kg/m3
= 1.162 kg/m3 (at 30 oC)
= C d A 2gH m 3 /sec
Vt
Where,
D2LN
460
m3/s
Volumetric efficiency
= (Va/Vt)x100%
Isothermal Efficiency
Energymeter constant, n
Time for 10 Rev
= 200 revolutions/kWh
= T (s)
Assuming the efficiency of motor and Belt transmission as 80% and 95%
(3600 10 0.8 0.95)
( 200 t)
136.8
=
kW
t
[Pressure in kPa]
Pa tm Va ln(C)
(136.8/t)
PRECAUTIONS
1. Check oil level in the compressor crank case.
2. The orifice should never be closed, lest the manometer liquid (water) will be sucked into
the tank.
3. At the end of the experiment the outlet valve at the air reservoir should be opened as the
compressor is to be started again at low pressure to prevent undue strain on the piston.
GRAPHS TO BE PLOTTED
Vol verses PDelivery
24
EXPERIMENT NO. 9
DIAGRAM
Orifice
meter
Air box
Magnetic
proximity
speed sensor
Air
Inlet
Engine
Fuel
measuring
unit
Hydraulic
dynamometer
Fuel
Inlet
Cooling
Water
Exhaust
Calorimeter
25
EQUIPMENT USED
1.
Engine
Make Greaves
Cooling Air-cooled
Power 3 HP
Bore 0.055 m
Stroke - 0.050 m
Fuel measurement
This is done by using pipette and a stopwatch. The pipette is made up of
(d)
Speed Measurement
The speed of the Engine is measured by a tachometer and it is displayed on the
Control Panel. The speed displayed is in RPM (Revolutions per
Minute).Alternately, speed can be measured by a non contact tachometer
provided.
26
3.
PROCEDURE
1. Ensure that sufficient fuel is present in the fuel tank.
2. Take fuel cock in Start position
3. Ensure that sufficient water flow is ready to be circulated to the dynamometer.
4. Ensure that the engine is not loaded.
5. Wrap the knotted end of the rope around the starting pulley in the clock-wise direction
and hold the knob portion of the rope. Pull slowly till the compression and give a brisk
pull to start the engine.
6. If required, give Choke. If choke is On, put it Off after the engine starts.
7
With the help of load scale, adjusting the water supply to the dynamometer and rotating
the loading wheel of the dynamometer, gradually load the engine in steps.
27
13 Gradually unload the engine by gradually reducing the wtare supply to the dynamometer.
Do not take the readings while unloading.
14 To stop the engine take the fuel cock in Stop position.
15 Obtain the important curves describing the characteristics of the engine.
0.736WN
kW
2000
If t is time for the consumption of entire fuel in pipette (sec) and the pipette volume is 15
ml
BSFC =
TFC
kg/s/kW
BP
28
Brake Thermal
BP
100 %
C v TFC
Volumetric Efficiency
2 gh
= 0.0002895 h m3 / s
where
Diameter of orifice, d = 11.78mm = 0.01178 m
Area of the cross-section of the orifice = A= 0.000109m2
Coefficient of discharge of orifice
, Cd= 0.60
H -H 1000
Height of equivalent air column, h = 1 2
1000 1.178
Theoretical consumption of air
QTh =
D 2 LN
2 4 60
Volumetric =
QAct
100 %
QTh
PRECAUTIONS:
Never wrap the rope around your hand while starting the engine.
Take away the rope from pulley once the engine starts.
29
EXPERIMENT NO. 10
AIM: TO CONDUCT THE PERFORMANCE TEST ON A SINGLE
CYLINDER FOUR STROKE DIESEL ENGINE RUNNING AT
CONSTANT SPEED AND TO MAKE ITS HEAT BALANCE
SHEET.
DIAGRAM
Cooling
Water
Orifice
meter
Air box
T5
Air
Inlet
T6
Band brake
dynamometer
Engine
Fuel
measuring
unit
Magnetic
proximity
speed sensor
Fuel
Inlet
Cooling
Water
T3
T4
T1
T2
Exhaust
Calorimeter
EQUIPMENT USED
1.
Engine
Type: Single Cylinder Four Stroke Diesel engine.
RPM: 1500
Power: 5 kW
Fuel: Diesel
Bore: 80mm
Stroke: 110 mm
30
2.
3.
Fuel measurement
This is done by using pipette. This instrument is placed on a panel. The fuel
tank is mounted on a panel. Fuel is supplied to the engine using a fuel line. Observe
the time required for 15ml amount of fuel consumption with the help of stopwatch. A
valve is used to fill the pipette and to allow the fuel to flow to the engine.
(b)
calorimeter. The calorimeter is mounted on a stand and supports. Exhaust gas enters
into the calorimeter through the calorimeter exhaust gas inlet. Heat is exchanged by
circulating water through a copper pipe in the calorimeter. Sensors mounted at various
positions measure the temperatures at that point.
(c)
Temperature measurement
The temperature at of different points is measured and displayed on
Speed Measurement
The speed of the Engine is measured by magnetic proximity based
tachometer and it is displayed on the Control Panel. The speed displayed is in RPM
(Revolutions per Minute).
31
(e)
Load Measurement
Spring balance is used to measure the load on the dynamometer.
(f)
The inlet of the air suction box consists of orifice housed in the orifice flanges.
Pressure difference across the orifice is read on the manometer. The outlet of the air
suction box goes to the engine through a flexible hose for air suction.
THEORY
The steady flow energy equation gives the relationship between these quantities, and is
usually expressed in kilowatts:
H1
= Ps + (H2 - H3) + Q1 + Q2
Where
H1 =
Ps =
32
H2 =
H3 =
Q1 =
Q2 =
PROCEDURE
4. Start the engine by cranking the shaft using the handle provided. Use decompressor lever
of the engine to crank the engine. Make sure that the engine is under no load condition.
Please follow the following procedure to start the engine.
a.
Lift the decompressor lever. Use the handle provided along with Engine to
crank the engine.
b.
Rotate the Engine shaft with the handle and turn the flywheel fast. When the
flywheel attains a good speed, push the decompressor lever down. The engine
will fire. Remove the handle immediately.
5. Give the water supply to the brake drum to avoid excessive heating of the band of the
loading arrangement.
6. Load the engine with the help of hand-wheel provided on the loading arrangement. Load
the engine gradually by rotating the hand-wheel clockwise. Load value is indicated on the
load indicator on the load scale.
33
7. Do not load/unload the engine to its maximum capacity suddenly. Increase the load
gradually.
8. Let the engine stabilize.
9. Take the readings as per observation table.
10. Gradually increase the load and let the engine stablise again
BP =
2 NR( S1 S 2 )
= 0.000157WN (kW )
60000
TFC =
t 1000
15 0.831 0.012465
TFC =
kg / s
=
t 1000
t
34
and
the pipette
Friction Power
The value can be obtained by extrapolation of TFC Vs BP graph (Willans Line). The
intercept on BP axis gives the amount of power spent against friction in kW.
Indicated Power
Indicated Power, Id P =BP +FP (kW)
H w (kJ/sec) =
m W2C p (T6 - T5 )
=0.0010097 h m3 / s
Where
Diameter of orifice, d = 0.022 m
1000
H -H
and H water = 2 1
100
where H1 and H 2 are manometer readings in cm
35
Alternately
Heat input
) - (Heat Converted to BP
% H unacc =
H unacc
x100%
H in
PRECAUTIONS
1. Check the cooling system of the engine. Do not run engine when there is no or improper
water supply for engine cooling.
36
2. Do not run engine without sufficient lubrication oil. Oil sump must have sufficient oil up
to the level. Fill up if necessary up to the level marked on the oil level indicator. Use
SAE30/SAE40 oil for engine.
3. Do not let engine speed exceed 1600 rpm under any condition. Normal operation should
be 1500 rpm. Do not let the exhaust temperature exceed 5000C.
4. While starting the engine, hold the lever until the engine starts and pull out
immediately after the engine has started. Otherwise, the engine may start in the
reverse direction and may lead to serious accidents.
5. Washing the engine with water is not advisable.
6. If you are not using the engine for long time, drain the fuel tank and all fuel pipes. Drain
water from the water tank.
7. Ensure that the engine is not loaded when starting.
8. After starting the engine gradually increase the load.
9. DO
NOT
USE
DECOMPRESSOR
LEVER
TO
STOP
ENGINE.
GRAPHS TO BE PLOTTED
Brake Th verses BP
TFC verses BP
BSFC verses BP
Heat balance graph
37
EXPERIMENT NO. 11
AIM: PC BASED PERFORMANCE ANALYSIS OF MARUTI ALTO 3
CYLINDER, 4 STROKE PETROL ENGINE.
DIAGRAM
Cooling
Water
Flow
meter
T5
Tambient
Fuel
measuring
unit
Anemometer
T6
Air
Inlet
Eddy Current
Dynamometer
Engine
MPFI
unit
Magnetic
proximity
speed sensor
Fuel
Inlet
Cooling
Water
Flow
meter
T3
T4
T1
T2
Calorimeter
EQUIPMENT USED
Engine
Maximum Output :- 47 PS @ 6200 rpm
38
Exhaust
Useful data:
Parameter
Value
0.074 m
0.0755 m
4.187 kJ/kg o C
0.85 kg/L
42000 kJ/kg o C
Density of air ()
1.17 kg/m3
Dynamometer
Water Cooled Eddy Current Dynamometer which make use of the principle of
electro-magnetic induction to develop torque and dissipate power has been installed
for loading the engine. A toothed rotor of high-permeability steel rotates with a fine
clearance between water-cooled steel loss plates. A magnetic field parallel to the
machine axis is generated by two annular coils and motion of the rotor gives rise to
changes in the distribution of magnetic flux in the loss plates.
This in turn gives rise to circulating eddy currents and the dissipation of power
in the form of electrical resistive losses. Energy is transferred in the form of heat to
cooling water circulating through passages in the loss plates, while some cooling is
achieved by the radial flow of air in the gaps between rotor and plates.
39
(a)
Fuel measurement
This is done by using gravimetric sensor. This instrument is placed on
a separate stand. The fuel tank is mounted inside the fuel sensor box. A
special design ensures almost nil transmission of vibration to the fuel sensor.
The amount of fuel consumed is determined by software/hardware by
deducting the final reading of fuel weight from initial reading of fuel weight
and dividing it by a fixed time interval.
(b)
(c)
(d)
Temperature measurement
The temperature at different points is measured using Platinum RTDs
and displayed on PC. The points are
i.
ii.
40
(e)
iii.
iv.
v.
vi.
vii.
Ambient temperature
Speed Measurement
The speed of an Engine measured by a Proximity magnetic sensor
and is directly displayed on PC.
(f)
Load Measurement
Load cell is mounted on the dynamometer to measure the load on the
engine.
(g)
(h)
THEORY
Fundamentals of Fuel Injection
MPFI stands for 'multi point (electronic) fuel injection'. This system injects fuel into
individual cylinders, based on commands from the on board engine management system
computer popularly known as the Engine Control Unit/ECU.
MPFI Systems can either be: a) Sequential i.e direct injection into individual
cylinders against their suction strokes, or b) Simultaneous i.e together
for all the four or whatever the number of cylinders, or c) Group i.e into Cylinder-Pairs.
These techniques result not only in better power balance amongst the cylinders but
also in higher output from each one of them, along with faster throttle response.
41
Of these variants of MPFI, 'Sequential' is the best from the above considerations of power
balance/output.
The Fuel Injectors are precision built Solenoid Valves, something like Washing
Machine Water inlet Valves. These have either single or multiple Orifices which spray
fuel into the Fuel inlet manifold of a Cylinder upon actuation, from a common Rail/Header
pressurised to around 3 bar, fed by a high pressure electrically drive fuel pump inside the
Petrol tank of the Car.
The on-board ECU primarily controls the Ignition Timing and quantity of fuel to be
injected. The latter is achieved by means of controlling the duration for which the Injector
solenoid valve coil is kept energized popularly known as the pulse-width.
In general, an ECU in turn is controlled by the data input from a set of SENSORS
located all over the Engine and its Auxiliaries. These detect the various operating states of
the Engine and the performance desired out of it. Such Sensors constantly monitor :
1) Ambient Temperature, 2) Engine Coolant Temp, 3) Exhaust/manifold temp., 4) Exhaust
O2 content, 5) Inlet manifold vacuum, 6) Throttle position, 7) Engine rpm, 8) Vehicle road
speed, 9) Crankshaft position, 10) Camshaft position, etc.
Based on a programmed interpretation of all this input data, the ECU gives the
various commands to the Engines fuel intake and spark ignition timing systems, to deliver
an overall satisfactory performance of the Engine from start to shut down, including
emission control.
PROCEDURE:
1. Start the data acquisition software by running the DAS.EXE file from the shortcut
provided on desktop.
2. Ensure that the communication cables are connected to serial ports of the PC correctly.
3. Fill petrol in the fuel tank.
42
4. Switch on the supply to the control panel and switch on the dynamometer controller.
Warm up time is 15 min. If any of annunciations LED glows, as soon as the unit is
switched on, press reset button. Annunciation should become off.
5. Ensure that sufficient water flow rate is maintained for engine, dynamometer and the
pressure sensor cooling arrangement.
6. Ensure that the engine is not loaded.
7. Ensure that the accelerator is at minimum position that is the engine is at idling speed.
8. Open the valve of the fuel supply to fill in fuel of required quantity.
9. Take the Engine Starter switch to position 1. Wait for 2 to 3 seconds. Take the switch to
Starter position momentarily. Once the engine starts, leave the switch, it comes back to
position 1
10. Let the engine run for 1 minute under no load conditions.
Repeat the above two steps to log the readings for the engine at different speeds while
ensuring that the engine does not get overloaded and sound abnormal.
17.
43
18.
Simultaneously, if required, gradually close the throttle and take the speed to idling
speed.
19.
20.
21.
22. Save the data acquisitioned before closing the program system.
23. To obtain the observations and calculations (Calculation table)Select "Analysis" on the
drop down menu. Go to "Calculations table" option and click on it.
24. To obtain the Heat balance (Heat balance table) Select "Analysis" on the drop down
menu. Go to "Heat balance table" option and click on it.
25. To obtain graphs, Select "Analysis" on the drop down menu. Go to "Graph" option and
click on it. Now an option window appears. Select the variable to be kept on X-asis first
and then the variable for Y-axis. Select the data of the experiment and refresh. The
selected graph appears on screen. If one of the values in the readings set is abnormal,
deselect that particular value when selecting data for obtaining a representative graph.
26. Take the graph and other required data for printing by print screen option and pasting it in
the paint software. Insert these printouts suitably in your report.
GRAPHS TO BE PLOTTED
Brake Th verses N
BSFC verses N
Heat balance chart
PRECAUTIONS
1. In case of emergency, press Mushroom switch marked Emergency OFF to shut the
engine off.
2. Check the cooling system of the engine and the dynamometer. Do not run engine when
there is no water supply for engine and the dynamometer cooling. Ensure that pressure
sensor water-cooling is "ON" before opening the valve at the pressure tapping.
44
3. Do not run engine without lubrication oil in `Lubrication oil pump'. Oil sump must have
sufficient oil up to the level. Fill up if necessary up to the level marked on the oil level
indicator. Use 15W40 oil for engine.
4. Do not let engine speed exceed 4000 rpm under any condition. Do not let the exhaust
temperature exceed 5000C.
5. Do not start the engine while it is loaded.
6. Always start engine with throttle at idle position.
7. Avoid loading the engine to its maximum capacity suddenly.
8. Do not let the engine oil temperature shoot up high.
9. While engine is loaded, if the power supply to the dynamometer controller fails, the
engine speed will increase to a dangerous level. To avoid this situation, provision is made
so that the engine shuts down as soon as there is no power to the control panel.
10. Engine will not start when power to a control Panel is Off.
11. When not in use, ensure that Measuring Cylinder of fuel measurement unit is empty.
Prolonged dead weight on the Measuring Cylinder can damage the sensor beyond
repair.
Important Points
(a). Engine will not start when power to control panel. is off
(b). operate/reset switch should be in operate mode
(c). if the digital indicator shows RPM as Zero or Low Value, take operate/reset switch
to operate mode.
(d) If any fault occur, visual annunciation is given and the dynamometer is unloaded. In such
a situation, switch OFF the engine, remove the fault. Press RESET button provided on the
Dynamometer controller panel. If the fault is rectified, the LED will not glow. You are
now ready to use the test rig again.
(e) If at any stage engine RPM indicated on the digital indicator and that on PC differ
substantially, do the following one by one and see if it match.
(i)Put off P-theta switch in Reset mode for 5 sec. and then back to Operate.
(ii)Press Reset button of Dynamometer controller
(iii)Switch off dynamometer controller using switch provided on it.
45
Some useful sample data and graphs from Data Acquisition System
46
47
48
EXPERIMENT NO. 12
AIM :
(i) TO PLOT PRESSURE DISTRIBUTION ON THE PROFILE OF
A CYLINDER PLACED IN THE LAMINAR FLOW OF AIR.
(ii) TO PLOT PRESSURE DISTRIBUTION ON THE PROFILE OF
NACA 0018 AIRFOIL PLACED IN THE LAMINAR FLOW OF
AIR BY POSITIONING IT AT VARIOUS VALUES OF THE
ANGLE OF INCIDENCE .
DIAGRAMS
EQUIPMENT USED
Open circuit wind tunnel can be used to study the pressure distribution and lift-drag
characteristics of airfoils, cylinder, etc. Reynolds number up to 2,500,000 per meter can be
achieved with this tunnel.
Description
The wind tunnel is of suction type with an axial flow fan driven by a variable speed
DC motor (see Figure 1). It consists of an entrance section with a bell mouth inlet containing
a flow straightener, screens, and a straw honeycomb. This section is followed by a 6.25:1
contraction section, the test section, a diffuser and the duct containing the axial flow fan. The
whole unit is supported on steel frames. The complete wind tunnel except the test section is
constructed of M.S. iron sheets for strength and rigidity. The test section is made of plywood
and has Plexiglas windows for visual observation of flow phenomena.
5. Multi-limbed manometer for measuring the static pressure distribution in the airfoil and
cylinder.
OPERATING PROCEDURE
Before the fan motor is turned on, the multi-limb manometer has to be prepared. The
following sections describe the initial steps to be followed in preparing the instruments.
Preparing the multi-limbed manometer: Connect the manometer limbs to the various
static pressure taps of the airfoil (or the cylinder) and fill the manometer reservoir with water.
Changing the incidence of the airfoil: The incidence angle is changed by loosening the
bolts and manually positioning the airfoil at the required incidence angle.
Starting the wind tunnel axial flow fan
1. The rectifier control panel is connected to a 440 volts three phase power supply using
suitable rating wire (5kW capacity).
2. Connect the DC motor with the control panel through the 4 wires- A, AA (armature wires)
and Z, ZZ (field coil wires) properly.
3. Ensure that the speed control knob is at minimum and turn on the main power
switch.
4. Press the motor start button and then turn the speed control knob slowly and smoothly
while monitoring the reading of ammeter to keep it well below 5A.
5. Obtain the required test section velocity which can be observed from the U-tube
manometer connected to the Pitot tube. It is advisable to limit the test section q to
about 5cm of water column. This will correspond to about 60% in the control panel
rheostat.
6. Obtain the reading of different manometers giving the pressure distribution across the
profile of the model being tested for a particular wind velocity
CALCULATIONS
1. To determine velocity from Pitot-tube Let the difference in manometer water level = q cm of water
Velocity V = 2gq( water /100air )
51
i.e.,
= 13.0
m/sec
= (P-Pref)/q
= Patm for airfoil
= P0deg - q for cylinder
Note: In multi-limb manometer, due to the position of scales higher numbers denote lower
pressures. Hence, scale readings are read as negative values.
PRECAUTIONS
52
EXPERIMENT NO. 13
AIM: TO DRAW THE VALVE TIMING DIAGRAM FOR THE GIVEN
CUT-SECTION MODEL OF A DIESEL ENGINE.
EQUIPMENT USED
Cut section models of the single cylinder diesel engine
(b) Exhaust valve: Find out the positions where the exhaust valve opens and closes. The
exhaust valve opens before BDC so that the high pressure burnt up gases are effectively
53
removed from the cylinder by their own expansion. But opening the exhaust valve earlier
reduces the pressure near the end of the power stroke and causes some loss of useful work on
this stroke.
The exhaust valve closes after TDC so that the incoming gases through the inlet valve
force the burnt gases at the top of the piston (clearance volume) to leave. This results in
increased volumetric efficiency.
TO LEARN MORE, FIND THE ANSWERS TO THE FOLLOWING QUESTIONS
1. What are the differences between 4-stroke and 2 - stroke engines and their relative merits
and demerits?
2. Compare S.I. engines with CI. Engines with reference to the following:
(a) Fuel used (b) Working cycle
(c) Method of ignition (d) Method of fuel supply
(e) Method of governing
54
EXPERIMENT NO. 14
AIM: STUDY THE CONSTRUCTIONAL FEATURES OF IC ENGINES
WITH THE HELP OF CUT-SECTION MODEL MULTICYLINDER PETROL ENGINE AND DIESEL ENGINE
EQUIPMENT USED:
Cut section models of the single cylinder diesel engine, Three cylinder petrol engine (Maruti
800).
55
IC engines can be classified as Petrol and Diesel engine depending on the fuel used.
Petrol engines are also called spark ignition since a spark introduced at the end of
compression stroke ignites the air-fuel mixture. Diesel engines are called Compression
ignition also as only air is taken in during intake stroke and compressed. Diesel is sprayed in
atomized form and the high temperature compressed air ignites the mixture. They may be air
cooled or water-coo1ed.
Loading devices like dynamometers are used to measure the engine power. The types
of dynamometers used are external friction type, D.C. generator type, magnetic and hydraulic
type.
Lubrication is done so that the moving parts move with ease and without metal-tometal contact. The main purpose of a lubricating system is to get oil to all the moving parts.
The basic types of lubrication systems available are force and splash type, ring and
centrifugal type, etc.
56
combustion. The life of the cylinder block is increased by using a liner, since the block does
not bear combustion pressure and temperature directly.
s
Functions of a Valve are:
1. To open and close the inlet and exhaust passages of the cylinder.
2. To dissipate heat, through its seat to the cylinder head.
Materials :
Inlet valve: Nickel steel alloy, stellite facing.
Exhaust valve: Silico-chrome alloy steel, sodium filled valves.
5. Piston :
A piston is of a cylindrical shape which reciprocates inside the cylinder bore. The main
functions of the pistons are:
to transmit the power developed by fuel combustion to the crankshaft through the
connecting rod
5. Piston Rings
5.1 Compression Rings
These rings effectively seal the compression pressure and the leakage of the
combustion gases. These are fitted in the top grooves. They also transfer heat from the
piston to the cylinder walls. These rings vary in their cross-section.
The following types of compression rings are used.
5.2 Oil Control Rings
The main purpose of an oil ring (2) is to scrape the excess oil from the liner and
drain it back to the oil sump during the downward movement of the piston. It prevents
the oil from reaching the combustion chamber. One or two oil control rings are used
in a piston. If two rings are used, one is fitted above and the other is fitted below the
gudgeon pin in the piston.
These rings exert enough pressure on the cylinder wall to scrape the oil film. To
keep the sealing and avoid metal-to- metal contact, a thin film of oil stays on the liner.
These rings are provided with drain holes or slots. These slots allow the scraped oil to
reach the oil sump through the piston holes.
Material: high grade cast iron.
6. Piston Pins :
The piston pin or gudgeon pin connects the piston with the connecting rod. It should
be strong enough to transmit power and withstand pressure of combustion. Piston pins are
made hollow to reduce inertia load due to the reciprocating motion.
Material: nickel/chromium alloy steel.
58
7. Connecting Rod :
It is fitted in between the piston and crankshaft. It converts the reciprocating motion
of the piston to the rotary motion in the crankshaft. It must be light and strong enough to
withstand stress and twisting forces.
ENGINE COOLING
From the viewpoint of converting heat into mechanical energy, it follows that if each
piston accomplished its power stroke starting at the temperature of combustion, such an
engine would in theory be highly efficient. To achieve this in practice, however, would
require unacceptably high operating temperatures with adverse effects on both engine
lubrication and materials. Excessively high operating temperatures would cause breakdown
of the lubricating oil films, resulting in undue wearing and possible seizure of the working
parts.
For these reasons the engine must be provided with a system of cooling, so that it can
be maintained at its most efficient practicable operating temperature. This generally means
that the temperature of the cylinder walls should not exceed about 250C, whereas the actual
temperature of the cylinder gases during combustion may reach ten times this figure.
Conversely, there is no merit in operating the engine too cool since this would reduce thermal
efficiency and therefore increase fuel consumption.
In practice, motor vehicle engines are designed either for indirect cooling by air
through the medium of water or, less commonly, for direct cooling by air. Expressed in
everyday language, these tow systems are known simply as water-cooling and air-cooling
respectively. Each system possesses certain advantages over the other.
Air Cooling
With air cooling, the engine structure is directly cooled by forcing air to flow over its
high-temperature surfaces. These finned to present a greater cooling surface area to the air. In
some non-motor-cycle applications air is forced to circulate by means of a powerful fan.
59
Advantages of air-cooling
1.
Warm-up of the engine is more rapid because heat is less readily transferred
from the engine metal to the air being circulated around it.
2.
The system is inherently more reliable because air cooling is immune to either
freezing or boiling of the coolant around the cylinder heads and cylinders, and
to the loss of coolant. It is also free from any build up of corrosive products
that can restrict coolant passages.
3.
Water Cooling
In water cooling system water is circulated through a water jacket, which surrounds
the heated parts like cylinder walls, combustion chamber, valve ports etc., of the engine. The
heated coolant losses heat in the radiator. Radiator fan assists the through flow of cooling air
for the heated coolant.
Advantages of water-cooling
1.
Cooling is more uniform because heat is transferred with greater rapidity from
the engine metal surfaces to water than it is to air.
2.
Cooling is more constant because the time taken for the water to rise through a
given temperature range is longer than that for the same mass of air.
Advantageous in maintaining a more nearly constant operating temperature.
3.
Interior heating for the vehicle is improved because outside air may be
directed through a heat exchanger.
Describe the working of a single jet carburetor and give its limitations. How these
limitations are taken care in actual carburetor.
2.
60
3.
Draw the diagram for an automotive vehicle transmission system and explain the
function of each component.
4.
What is the need for a lubrication system in an internal combustion engine and what
are the various kind of lubrication systems available in internal combustion engines.
61
Pull-Out
Sheets
N
(RPM)
cm2)
cm2)
N1
N
=
H
P2
(kg/
P1
(kg/
Unit
speed
Main characteristics
Operating characteristics
Sl
No.
( m3/s)
Q=
cm2)
P
(kg/
10P
H
=
(kW)
Input , IP
=9.81 QH
T1
T2
Load (kgf)
T0
T2+T0
T(kgf)
=T1-
EXPERIMENT NO. 1
AIM: TO STUDY THE CHARACTERISTICS OF A PELTON WHEEL TURBINE
0.00011NT
(kW)
Output, OP
=
OP
H 3/2
Unit
power
=
OP/IP
speed
N1
(RPM
)
N
=
H
Unit
Main characteristics
Operating characteristics
S No.
P2
(kg/
cm2)
P1
(kg/
cm2)
m /s
0.0174 (P-P
1 2)
Q=
V
(kg/
cm2
)
(kg/
cm2
)
P
=9.81 QH
(kW)
Input, IP
T1
T2
Load (kgf)
EXPERIMENT NO. 2
AIM: TO STUDY THE CHARACTERISTICS OF A FRANCIS TURBINE.
T0
=T1T2+T0
T(kgf)
T
(kW)
OP=
0.00011N
Output,
OP
= 3/2
H
power
Unit
=OP/
IP
Sl
No.
N
(RPM)
t (s)
Time
for
water
rise =
Q
= Ah/t
(m3/s)
P
(kg/
cm2)
V
(mm
of
Hg)
Output, OP
=9.81xQxH
(kW)
meter =
T (s)
Time
for 10
rev of
energy
Input , IP
= 28.8/T
(kW)
=OP/IP
x100
(%)
EXPERIMENT NO. 3
AIM: TO CONDUCT A TEST ON A SINGLE STAGE CENTRIFUGAL PUMP AT
VARIOUS SPEEDS TO OBTAIN THE PUMP CHARACTERISTICS.
1
2
S.No.
1
2
3
S.No.
S.No.
1
2
3
Ratio (P/N3)
Ratio (H/N2)
Ratio (Q/N)
EXPERIMENT NO. 4
Sl No.
P
(kg/cm2)
V
(mm
Hg)
of
Time for
water
level rise
in
collecting
tank
t (s)
H
10(P
+ V/760)
(m
of
water)
Time
in
seconds for
10 rev. of
energy
Input, IP
32/T (kW)
= OP/IP
EXPERIMENT NO. 5
AIM : TO STUDY THE CHARACTERISTICS OF A RECIPROCATING PUMP AT
VARIOUS
HEAD
AND
DISCHARGE
TO
OBTAIN
THE
PUMP
CHARACTERISTICS.
Sl No.
seconds
by h1 (m) in
(m /s)
seconds
by h2 (m) in
(m /s)
= 0.25h2/t2
= 0.09h1/t1
WS
Time, t2 for
WU
Supply Water
Time, t1 for
(m)
Head, HS
Supply side
in kg/cm
Pressure, P
Delivery side
EXPERIMENT NO. 6
water
m of
HD =10P
HD/ HS
D Aubisson
S No.
P
(kg/
cm2)
H=
V
V
10
(mm P+
u
760 0.83
of
(m of oil)
Hg)
Delivery Head
Time, t
for oil
level
rise by
h (m)
(s)
Input, IP
= 32/T
(kW)
=OP/IP
EXPERIMENT NO. 7
AIM: TO STUDY THE CHARACTERISTICS OF A GEAR PUMP AT
CONSTANT SPEED.
h2
h2
Manometeric
readings (cm)
Isothermal efficiency:
S No.
Time of 10
revolutions of
energy meter
disc, T (s)
S.No.
Actual
input
= 136.8/T
(kW)
Ideal Input
Compression
(in kW)
Ratio (C)
=(Pg+Patm)/Patm =(PatmVa lnC)
All entries in Patm in kPa
same units
Air intake, Va
Water head, Air head, H
h
=1/100(hw/a) = 0.0008623 h
(m of air)
=h1 h2
(m3/s)
(cm of water)
Actual Input
Ideal Input
iso
Compressor
Speed, N
(RPM)
Theoretical v
air intake, =
(Va/Vt)
Vt =
-6
7.5x 10 N
(m3/s)
Delivery
gauge pressure
Pg (kg/cm2)
EXPERIMENT NO. 8
AIM: TO CONDUCT A PERFORMANCE TEST ON A TWO-STAGE AIR COMPRESSOR AND
DETERMINE ITS VOLUMETRIC EFFICIENCY AND ISOTHERMAL EFFICIENCY.
THROTTLE.
S.No.
Time for 15
ml fuel
consumptio
n t (s)
TFC =
0.01275
t
(kg/s)
Fuel Consumption
Load,
W
(kgf)
Engine
Speed
N
(RPM)
0.736WN
(kW)
2000
BP=
Input,
IP=
TFC x
CV
(kW)
(ml/s/kW)
Brake
Specific.
Fuel Cons.
H1
H2
water)
(mm of
Reading
Manometric
Orifice
air head,
h (m of
air
column)
(m /s)
(m /s)
0.000000989N
3
Q Th
0.0002895 h
Qact =
=BP/IP
Brake Th
Qact
QTh
volumetric
AIM:
EXPERIMENT NO. 9
(kW)
% of Input
(kW)
% of Input
(kW)
% of
Input
(kW)
% of
Input
=BP/IP
thermal
Brake
=Id P/IP
indicated thermal
Ind
Power,
Id P =
FP+BP
(kW)
Total heat
input (kW)
Heat converted to BP
Vol
Fuel
Consumption
EXPERIMENT NO. 10
Cylinder
Aerofoil
Incidence angle = 0o
Aerofoil
Incidence angle =10o
Aerofoil
Incidence angle = -10o
V= 13 q
Air
velocity
x
Px
Cp
Px
Cp
Px
Cp
Px
Cp
Px
Cp
Px
Cp
--
--
--
--
--
--
atm
CP
Px
CP
Px Patm
for aerofoil & CP
q
10
11
12
Px ( P2 q)
for cylinder
q
(ii) TO PLOT PRESSURE DISTRIBUTION ON THE PROFILE OF NACA 0018 AIRFOIL PLACED IN
THE LAMINAR FLOW OF AIR BY POSITIONING IT AT VARIOUS VALUES OF THE ANGLE
OF INCIDENCE.
AIM :
EXPERIMENT NO. 12