Documentos de Académico
Documentos de Profesional
Documentos de Cultura
R 2013
II YEAR IV SEMESTER
Prepared by
S.SATHEESH KUMAR.S, M.B.A., M.E., Ph.D.,
Assistant Professor in Mechanical Engineering
PROFESSIONAL GROUP OF INSTITUTIONS
PALLADAM 641 662
I.C.ENGINE LAB
STEAM LAB
1. Study on Steam Generators and Turbines.
2. Performance and Energy Balance Test on a Steam Generator.
3. Performance and Energy Balance Test on Steam Turbine.
Page No
1.
Determination of flash point and fire point using open cup apparatus.
2.
3.
4.
5.
14
6.
19
7.
22
8.
26
Model Calculations
II
AIM:
To find the flash point and fire point of given oil sample using open cup apparatus.
APPARATUS REQUIRED:
PROCEDURE:
1. First of all, oil cups cleared well.
2. The given lubricating oil, sample is poured inside the oil cup up to the mark level.
3. Thermometer is placed inside the oil cup such that the bulb of the thermometer doesnt
touch the surface of the oil cup.
4. The oil is heated continuously using heater. The fire is ignited on the surface of the oil by
using a stick or candle.
5. Fire is ignited inside the cup for every temperature rises. The temperature is noted at
which the surface of the layer (oil) catches fire suddenly and fire off. This temperature is
called flash point of the lubricating oil.
6. When the oil cup is continuously heated after the flash point the oil
catches fire
and burns continuously, the temperature at this point is called fire point of the lubricating
oil.
7. The procedure is repeated for various lubricating oil and readings were noted.
S.No
Sample oil
Flash Point
0
(Temperature in C)
Fire Point
0
(Temperature in C)
RESULT:
Thus the flash point and fire point of the given sample oils were found by open cup apparatus.
Flash point of
= ______C
Fire point of
= ______C
AIM:
To draw the valve timing diagram of the given four stroke diesel engine.
APPARATUS REQUIRED:
1. Chalk
2. Paper
3. String.
FORMULA:
1. To calculate the angle with respect to nearest dead center:
Angle =
360, degrees
60
, sec
360
We consider theoretically that, the valve open and close at the dead centers of the
piston. But, in actual practice they do not open and close instantaneously at dead centers.
They operate some degree before or after the dead centers. The ignition is timed to occur a
3
little before top dead center. The timings of these sequences of events such as inlet valve
opening, inlet valve closing, ignition, exhaust valve opening, exhaust valve closing can be
shown graphically in terms of crank angles from dead center positions. These diagrams are
known as valve timing diagrams.
The inlet valve is opened 10 to 25 in advance of top dead center position. The fresh
air is admitted into the cylinder till the inlet valve closes. The inlet valve is closed 25 to 50
after the bottom dead center. The compression of the air takes place. The fuel injection starts
5 to 10 before the top dead center, in the compression stroke. Fuel injection closes 15 to 25
after the top dead center in the working stroke. The pressure and temperature increases.
The exhaust valve is opened 30 to 50 before bottom dead center. The exhaust gases
are forced out of the engine cylinder till the exhaust valve closes. The exhaust valve is closed
10 to 15 after the top dead center. Even before exhaust valve closes, again the inlet valve is
opened 10 to 25 before the top dead center. The period between the inlet valve opening and
exhaust valve closing (the period at which both valves are in open position) is known as valve
overlap period. The angle between these two events is known as angle of overlap.
PROCEDURE:
Rotate the flywheel slowly, shaking the paper. We cannot shake the paper at
the particular point. Stop the rotation of flywheel in that position. Mark the
inlet valve opening (I.V.O) position on the flywheel towards reference needle.
Rotate the flywheel in its direction, slightly pulling the paper. Paper comes out
at a particular point. Stop the rotation of the flywheel in that position and mark
inlet valve close (I.V.C) position, towards the reference needle.
Similarly, insert the paper in the gap of rocker arm and exhaust valve head,
after the compression stroke movement of the piston is completed.
The same procedures of I.V.O. & I.V.C. are flowed to mark exhaust valve
opening position (E.V.O) & closing position (E.V.C).
Take the measurements in cm of valve opening and closing points from the
nearest dead center.
Note the measurements and note the positions of valves opening and closing
either before the nearest dead center or after the nearest dead center.
Then, using the above readings, valve timings and timing diagram are worked.
TABULATION:
S.No
Events
1.
IVO
2.
IVC
3.
EVO
4.
EVC
IVO
IVC
EVO
EVC
Observed Value
In cm
Angle in
degrees
RESULT:
Thus a valve timing diagram of the given four stroke diesel engine was drawn.
5
AIM:
To draw the port timing diagram of the given two stroke petrol engine.
APPARATUS REQUIRED:
1. Chalk
2. Paper
3. String.
FORMULA:
1. To calculate the angle with respect to nearest dead center:
Angle =
360, degrees
60
, sec
360
By rotating the flywheel in its direction continuously the motion of the piston
is continued. Now the transfer port is completely uncovered by the piston top
edge and the piston reaches the B.D.C, then closes the transfer port completely
during
its motion is towards T.D.C. stop rotation of the fly wheel at the particular
point and mark transfer port closing position (T.P.C) on the flywheel
Exhaust port opening & closing (E.P.O & E.P.C) points are marked as per the
same procedure adapted to the T.P.O & T.P.C.
Take the ports opening and closing points measurements in cm. From the
nearest dead center and note at which position the ports are opening or closing
either before or after with respect to nearest dead center.
Using the above datas port timing and timing diagram is worked.
TABULATION:
S.No
Events
1.
IPO
2.
IPC
3.
EPO
4.
EPC
5.
TPO
6.
TPC
Observed Value
(cm)
Angle in
degrees
RESULT:
Thus a port timing diagram of a two stroke petrol engine was drawn. The angles of opening
and closing of ports were found.
AIM:
To conduct a performance test on the four stroke diesel engine (Single cylinder) and to draw the
following graphs.
SPECIFICATION:
Engine
BHP
Speed
: 1500 rpm
Fuel
: diesel
Bore
: 80 mm
Stroke length
: 110 mm
Starting
: cranking
Working cycle
: four stroke
Method of cooling
: water cooled
Method of ignition
: compression ignition
Diameter of orifice
: 35 mm
9
: 0.83
Calorific value
THEORY:
The Test Ring consists of Four-Stroke Diesel Engine, to be tested for performance, is
connected to Rope Brake Drum with Spring Balace (Mechanical Dynamometer) with
Exhaust Gas Calorimeter. The arrangement is made for the following measurements of the
Set-up :
1) The Rate of Fuel Consumption is measured by using the pipette reading againt the
known time.
2) Air Flow is measured by Manometer connected to Air Box.
3) The different mechanical loading is achieved by operating the spring balance of
dynamometer in steps.
4) The different mechanical energy is measured by spring balance and radius of brake
drum.
5) The Engine Speed (RPM) is measured by electronic digital RPM Counter.
6) Temperature at different points is measured by electronic digital Temperature
Indicator.
The whole instrumentation is mounted on a self contained unit ready for table
operation.
PROCEDURE:
1. Check the diesel in the diesel tank.
2. Allow diesel, start the engine by using hand cranking.
3. The engine is set to the speed of 1500 RPM.
4. Apply load from the spring balance of dynamometer.
5. Allow some time so that the speed stabilizes.
6. Now take down spring balance readings.
7. Put tank valve in to pipette position and note down the time taken for particular quantity of fuel
consumed by the engine.
10
Weight
in spring
balance,
W2
kg
Net Weight
W=
(W1-W2) + W0
Speed
Manometer Reading
(N x 2)
(H)
kg
rpm
h1
h2
Time for 10
cc of fuel
consumption
H = h1-h2
TABULATION 2:
Sl.No
Brake
Power
kW
Total fuel
Specific fuel
Consumption consumption
Kg/min
Mechanical
Efficiency,
Brake
Thermal
Efficiency,
Volumetric
Efficiency,
bth
vol
Kg/min
FORMULAE:
1. Brake Power, BP =
2
60 1000
kW
.
1000
, kg/min
..
, kg/min
.
14.34
, kW
..
..
..
..
100, %
100, %
Va = cd a 2 , m3/sec
2
4
g = 9.81
Ha =
1 2
100
,m
2 (60)
4
, kg/sec
100 , %
.. 6
10
, bar
Where n = No of cylinders
L= Stroke length = 0.11 m
A = Area of the cylinder = 0.08 m2
N = Speed in rpm
k=
1
2
.. 6
10
, bar
GRAPHS:
RESULT:
Thus the performance test on single cylinder diesel engine with mechanical brake loading was
conducted
Brake power (BP)
Volumetric efficiency
(v)
AIM:
To perform a heat balance test on the given single cylinder four stroke C.I engine and to prepare the
heat balance sheet at various loads.
APPARATUS REQUIRED:
1. C.I. Engine coupled to a three-phase alternator with lamp load.
2. Air tank with air flow meter
3. Burette for fuel flow measurement
4. Manometer
5. Stop watch.
SPECIFICATION:
Engine
BHP
Speed
: 1500 rpm
Fuel
: diesel
Bore
: 80 mm
Stroke length
: 110 mm
Starting
: cranking
Working cycle
: four stroke
Method of cooling
: water cooled
Method of ignition
: compression ignition
Diameter of orifice
: 35 mm
Specific gravity
: 0.833 kg/sec
14
: 44000 kJ/kg
THEORY:
The Test Ring consists of Four-Stroke Diesel Engine, to be tested for performance, is
connected to Rope Brake Drum with Spring Balance (Mechanical Dynamometer) with
Exhaust Gas Calorimeter. The arrangement is made for the following measurements of the
Experimental Set-up:
1) The Rate of Fuel Consumption is measured by using the pipette reading against the
known time.
2) Air Flow is measured by Manometer connected to Air Box.
3) The different mechanical loading is achieved by operating the spring balance of
dynamometer in steps.
4) The different mechanical energy is measured by spring balance and radius of brake
drum.
5) The Engine Speed (RPM) is measured by electronic digital RPM Counter.
6) Temperature at different points is measured by electronic digital Temperature
Indicator.
7) Water Flow Rate through the engine & calorimeter is measured by Wattmeter.
PROCEDURE:
1. Check the diesel in the diesel tank.
2. Allow diesel, start the engine by using hand cranking.
3. The engine is set to the speed of 1500 RPM.
4. Apply load from the spring balance of dynamometer.
5. Allow some time so that the speed stabilizes.
6. Now take down spring balance readings.
7. Put tank valve in to pipette position and note down the time taken for particular quantity of
fuel consumed by the engine.
15
Sl.
No
Weight
on
Hanger,
W1
Weight
in spring
balance,
W2
kg
kg
Net
Weight
Speed
W=
(W1-W2)
+ W0
(N x 2)
kg
rpm
Manometer
Reading
Time for
10 cc of
fuel
Temperature
(H)
consumption,
t
h1
H=
h1-h2
h2
sec
T1
T2
T3
T4
T5
TABULATION 2:
Sl.
No
Load
kg
Total Fuel
Consumption,
Heat
Supply,
Brake
Power,
TFC
Qs
B.P.
Kg/sec
kW
kW
Frictio
nal
Power,
F.P.
kW
Heat
Carried
away
by
Cooling
water,
Qw
kW
Heat
Carried
away by
Exhaust
gases,
Qg
Unacco
unted
Heat
loss,
kW
kW
Heat
Carried
away by
Exhaust
gases,
Qg
Unacco
unted
Heat
loss,
Total
QU
kW
Sl.
No
Load
kg
Total Fuel
Consumption,
Heat
Supply,
Brake
Power,
TFC
Qs
B.P.
Kg/sec
Frictio
nal
Power,
F.P.
%
Heat
Carried
away
by
Cooling
water,
Qw
%
Total
QU
%
16
T6
2
60 1000
kW
.
1000
, kg/min
4. Heat Supply, Q s
= TFC C.V., kW
100, %
100, %
, kg/sec
17
Qg =
100, %
, kg/sec
mg =
Va = cd a 2 , m3/sec
2
4
g = 9.81
Ha =
1 2
100
,m
100 , %
Note: QFP = FP
9. Unaccounted Heat loss, QU
QU =
QU1 = QS [ Qg + QW + FP + BP ]
RESULT:
Thus the heat balance test on single cylinder diesel engine was conducted and the following
losses were found,
% of heat converted into useful work
QBP =
QW =
QFP =
QU =
18
AIM:
To find Frictional power of a single cylinder slow speed Diesel Engine using Retardation test
method with mechanical dynamometer as loading device.
APPARATUS REQUIRED:
1. Single cylinder slow speed diesel engine with rope brake dynamometer setup.
2. Digital tachometer
3. Stop watch
SPECIFICATIONS:
Make
- Kirloskar
Bore
- 114.3 mm
Stroke
- 139.7 mm
RPM
- 700
B.H.P
- 6 HP (4.4 kW)
Compression ratio
- 16:1
Fuel
- Diesel
Specific gravity
- 0.833 kg/sec
Calorific value
- 10,833 kCal/kg.
THEORY:
This test involves the method of retarding the engine by cutting the fuel supply. The engine is
made to run at no load and rated speed taking in to all usual precautions. When the engine is running
under steady operating conditions the supply of fuel is cut-off and simultaneously the time of fall in
speed by say 20%, 40%, 60%, 80% of the rated speed is recorded. The values are usually tabulated in
an appropriate table.
A graph connecting time for fall in speed (y-axis) at no load as well as 50% load conditions.
From the graph the time required to fall through the same range (say 100rpm) in both, no load and
load condition are found. Let t2 and t3 be the time of fall at no load and load conditions respectively.
The frictional torque and hence frictional power are calculated.
19
PROCEDURE:
Start the engine by rotating the handle.
Allow the engine to run for few minutes to attain rated speed.
Allow the cooling water in the brake drum and adjust it to avoid spilling.
Load the engine at the max.load note down the spring balance reading to calculate the
net load of the engine.
Measure the speed of the engine at no load condition.
The supply of fuel is cut-off using fuel cut-off lever and simultaneously the time of
fall in speed by say 20%, 40%, 60%, 80% of the rated speed is recorded.
Repeat the experiment at 50% load condition.
The values are tabulated and graph is plotted.
TABULATION:
S.No
Engine speed
(rpm)
Drop in
speed
(rpm)
700 600
100
700 500
200
700 400
300
700 300
400
700 200
500
Time for
Time for
fall of
fall of
speed no
speed 50%
load(sec)
load (sec)
20
FORMULAE:
1. Frictional Power, F.P.,
F.P. =
2
601000
kW
= T1 [
2
3 2
Where
RESULT:
The frictional power of a single cylinder slow speed diesel engine is -------------------kW.
21
AIM:
To conduct a Morse test on a multi cylinder petrol engine using hydraulic dynamometer and to
determine Brake Power, Indicated power, Frictional power and Mechanical efficiency of the engine.
INSTRUMENTS REQUIRED
1. Tachometer
2. Stop watch
3. Orifice meter along with manometer
THEORY:
Morse test is one of the methods of finding indicated power of one cylinder of a multi
cylinder I.C.Engine without an indicator. This test is done for estimating the indicated power of multi
cylinder I.C. engines. The engine, which is to be tested, is coupled to a brake (hydraulic
dynamometer) and the brake power is determined. Let this be equal to Brake power (B.P). The first
cylinder is now cut off. This is done by shorting out the spark plug of the first cylinder in the case of
petrol engine. In the case of diesel engine the fuel supply to the first cylinder is cut off. Since, the first
cylinder is cut off, the engine speed drops. Load is removed from the brake to restore original speed.
Under this condition brake power is determined. Let this be B.P1
Then the operation of first cylinder is introduced again. Then the second cylinder is cut off.
The engine speed is restored to the original value and again brake power is determined. Let this be
B.P2
The same procedure is adopted for each cylinder in turn and in each case brake power is
determined like B.P3 and B.P4
Let us consider a four-cylinder engine:
Let,
I.P1, I.P2, I.P3 & I.P4 are indicated powers of each cylinder.
F.P1, F.P2, F.P3 & F.P4 are frictional powers of each cylinder, if the all cylinders are working.
22
Now, when any one of the cylinders is cut out, the indicated power developed in the cylinder is cut
out. But, the friction and other losses of this particular cylinder still exist.
Hence, brake power with the first cylinder cut out,
B.P1 = I.P2+ I.P3 + I.P4 F.P1+ F.P2+ F.P3+ F.P4]
Subtracting 2 from 1,
B.P B.P1 = I.P1 = Indicated power of first cylinder.
Similarly,
The total indicated power developed I.P = I.P1+ I.P2+ I.P3 + I.P4
PRECAUTIONS:
Checks fuel level and open the three-way cock valve (vertical) so that, fuel flows to
the engine directly from the tank.
Check the lubricating oil level.
Open the engine cooling water inlet, outlet valves and ensure that water flows
through the engine.
Open the hydraulic dynamometer water line inlet, outlet valves and keep the pressure
0.4 Kg / cm2 in pressure dial gauge by tightening the outlet valve. So that, loading
will be easy in dynamometer.
Keep the loading in dynamometer at minimum by operating loading / unloading
wheel.
Disengage the hydraulic dynamometer from the engine, using clutch.
23
Start the engine using ignition key and allow running the engine for few minutes.
Engage the hydraulic dynamometer with the engine, using clutch.
Load the engine to its maximum capacity of load, using both the hydraulic
dynamometer loading / unloading wheel and the accelerator screw.
The speed of the engine should be maintained at 1500 rpm and should not be raised.
Now the first cylinder is cut off using cylinder cut off lever.
Now the speed of the engine and the load in dynamometer dial gauge will be less than
the previous settings.
Maintain the speed of the engine in 1500 rpm by unloading the dynamometer loading
/ unloading wheel.
Do not use the accelerator screw of the engine to adjust the speed. This is to be used
only for initial maximum load settings.
Note the load in dynamometer dial gauge in Kg, using this reading B.P (2, 3, and 4) is
found out.
Engage the first cylinder and cut off the second cylinder, maintain the speed at1500
rpm, then take the dial gauge reading in Kg.
The same procedure is adopted for all the cylinders.
Finally, stop the engine using ignition key after completely unloading the
dynamometer, disengaging the dynamometer from the engine and keeping the
accelerator throttle in minimum position.
TABULATION:
Sl
No
Working
cylinders
Cut-off
cylinder
All
2,3 &4
1,3 &4
1,2, &4
1,2, &3
Speed
(N),
Rpm
Load,
Kg
Brake
Power,
kW
Indicate
Power,
Friction
Power,
Mechanical
kW
kW
Efficiency,
Nil
24
2000
, HP
= X HP
=
Where, W
N
X
1.36
kW
= B.P B.P4
100 , %
RESULT:
Morse test was conducted in multi cylinder, four stroke petrol engines and the following were
determined:
1. Brake power of the engine
K.W
K.W
K.W
25
AIM:
To study the components and working principle of steam boiler and Steam turbine.
1. STEAM BOILER
1.1 INTRODUCTION
A boiler is an enclosed vessel that provides a means for combustion heat to be transferred to
water until it becomes heated water or steam. The hot water or steam under pressure is then usable for
transferring the heat to a process. Water is a useful and inexpensive medium for transferring heat to a
process. When water at atmospheric pressure is boiled into steam its volume increases about 1,600
times, producing a force that is almost as explosive as gunpowder. This causes the boiler to be
equipment that must be treated with utmost care.
The boiler system comprises of a feed water system, steam system and fuel system. The feed
water system provides water to the boiler and regulates it automatically to meet the steam demand.
Various valves provide access for maintenance and repair. The steam system collects and controls the
steam produced in the boiler. Steam is directed through a piping system to the point of use.
Throughout the system, steam pressure is regulated using valves and checked with steam pressure
gauges. The fuel system includes all equipment used to provide fuel to generate the necessary heat.
The equipment required in the fuel system depends on the type of fuel used in the system.
The water supplied to the boiler that is converted into steam is called feed water. The two
sources of feed water are:
(1) Condensate or condensed steam returned from the processes and
(2) Makeup water (treated raw water) which must come from outside the boiler room and plant
processes. For higher boiler efficiencies, an economizer preheats the feed water using the waste heat
in the flue gas.
26
28
Boilers are equipped with two categories of components: boiler mountings and boiler
accessories. Boiler mountings are the machine components that are mounted over the body of the
boiler itself for the safety of the boiler and for complete control of the process of steam generation.
Boiler accessories are those components which are installed either inside or outside the boiler to
increase the efficiency of the plant and to help in the proper working of the plant.
2. STEAM TURBINE
2.1 INTRODUCTION
The motive power in a steam turbine is obtained by the rate of change in momentum of a high
velocity jet of steam impinging on a curved blade which is free to rotate. The steam from the boiler is
expanded in a nozzle, resulting in the emission of a high velocity jet. This jet of steam impinges on
the moving vanes or blades, mounted on a shaft. Here it undergoes a change of direction of motion
which gives rise to a change in momentum and therefore a force. Steam turbines are mostly 'axial
29
30
31
RESULTS:
Thus the study of Steam Boiler and Steam Turbine were made.
32
MODEL CALCULATIONS