2016-17 Eee

ANNAMALAI
UNIVERSITY
DEPARTMENT OF MECHANICAL ENGINEERING

FACULTY OF ENGINEERING AND TECHNOLOGY
III SEM B.E

ELECTRICAL AND ELECTRONICS ENGINEERING
LABORATORY INSTRUCTION MANUAL CUM OBSERVATION

NOTEBOOK
NAME
: ___________________________
ROLL No
: ____________________________
SUBJECT
: ____________________________
ANNAMALAI
UNIVERSITY
DEPARTMENT OF MECHANICAL ENGINEERING
III SEM. BE EEE 2016-2017
MECHANICAL ENGINEERING LABORATORY
LIST OF EXPERIMENTS
PAGE NO
1. Study and valve timing on Anil 10 HP Engine.
10
2. Study and port timing on Petter 3 HP Engine.
16
3. A) Study of Loco & Cochran boilers.
19
B) Study of Greenbat turbine and condenser
23
4. Performance test on Experimental central air conditioning plant.
31
5. Performance test on Refrigeration Trainer.
43
6. Study &Volumetric Efficiency test on Kaeser air compressor test rig.
53
7. Study and valve timing on Field marshal 8HP Engine.
61
8. Load test on Kirloskar AV I Engine (Double arm type).
64
9. Load test on PSG 5 HP Engine.
75
10. Load test on Batliboi Engine.
82
REFERENCES :
1. EXTRAPOLATION METHOD
73
2. GENERAL SHAPE CHARACTERISTIC CURVE
74
VENUE:
1. I C Engines Laboratory annex [For experiments 1 and 2]
2. Steam Laboratory [ For experiment 3]
3. R&A/C Laboratory [ For experiments 4 and 5]
4. I C Engines laboratory Main[For experiments 6 to 10]
GIVEN :
Calorific value of Diesel
Specific Gravity of Diesel
Density of water
: 42,000 kJ/kg.
: 0.835
: 1000 kg/m3
2
Instructions to the students

1.
Be regular and be punctual to classes
2.
Come in proper uniform stipulated
3.
Ensure safety to your body organs and laboratory equipment
SAFETY FIRST DUTY NEXT

4.
Read in advance the contents of the instruction manual pertaining to the

experiment due and come prepared. Understand the related basic principles.
5.
Maintain separate observation and record note books for each laboratory
portion of the course wherever justified.
6.
Though you work in a batch to conduct experiment, equip yourself to do

independently. This will benefit you at the time of tests and university
examinations.
7.
Independently do the calculations and sketching. If there is difficulty, consult your

batch mate, classmate, teacher(s) and Laboratory in-charge.
Do not attempt to simply copy down from others. You may fulfill the formalities
but you stand to loose learning and understanding
8.
Obtain the signature of teacher (s) in the laboratory observation note book and
record note book then and there during class hours (with in a week subsequent to
experimentation).This will relieve the teacher (s) from giving reminder.
9.
Help to maintain neatness in the laboratory.
10.
Students are advised to retain the bonafide record notebook till they successfully
complete the laboratory course.
CONTENTS
Sl No
Date
Name of the Experiment
Staff Signature
CONTENTS
Sl No
Date
Name of the Experiment
Staff Signature
STUDY AND VALVE TIMING ON FOUR STROKE IC ENGINES
Aim:To determine the valve timings/settings of a four stroke IC engine and to draw
the valve timing diagram.
Valve timing Diagram:Valve timing diagram is the graphical form of representing the timings (instants) in
terms of the corresponding crank positions at which the inlet and exhaust valves open
and close. The crank positions and the sequences are described with reference to the
nearest dead center.
Purpose:At the time of every overhauling and repairing, the engine parts are dismantled and
reassembled. After such reassembling, the valve timings are to be verified with the
manufacturers recommendations, i.e, the original settings, and adjusted using the valve
tappet if required. The valve timings are also to be periodically verified with original
settings because of the wear and tear of the elements of the valve mechanism.
Procedure:Identification of valves:The engine cylinder head cover is removed to facilitate the observation of valves, valve
mechanisms and their workings in case of multi cylinder engine. Incase of single cylinder
engine the rocker arm box cover is removed. The engine crank shaft is manually turned
in the correct direction (clockwise from the cranking end) and the functioning of valves is
noted. Both inlet and exhaust valves will be in simultaneous operation at a particular
period. This period represents the overlapping between two cycles (the suction process
of later cycle overlapping with the exhaust process of the current cycle.) The valve which
closes during this period is the exhaust valve while that opens is the inlet valve.
Rotating member for markings:A circular member (flywheel /pulley/brake drum) mounted on the crankshaft
is used for making the markings related to the various events (IVO,IVC,EVO & EVC)
with reference to the nearest dead center IDC/ODC for horizontal engine or TDC/BDC for
vertical engine.
The circumference of the circular member used will be useful in
determining the various crank angles.
A pointer or an indicator fixed on the engine frame serves as the reference against
which all the markings are made on the rim of the circular member.
Dead Centers:When the engine runs, the piston reciprocates between two extremities of the stroke.
These extreme positions are called as dead centers, the velocity of reciprocation being zero
at these instants. The crank positions corresponding to the dead center positions of the
piston are termed TDC/ BDC or IDC /ODC positions.
The crank is turned manually and the marking is made on the rim of the circular
member when the piston is at a definite position (piston bottom coincides with the bottom
of the cylinder) during its downward journey. On further rotation of the crank, the piston
moves down, reaches the BDC position and reverses its direction to move up. During the
upward journey the piston will reach the same definite position at which a marking was
done earlier on the rim of the circular member. Now another marking is done on the rim
of the circular member. Mid point of the two markings (on the shorter arc length) is the
BDC marking on the rim. TDC marking is made diametrically opposite to the BDC
marking.
At the commencement of valve just moving away from its seat due to the actuation by
cam through push rod, the valve is said to have opened. When the valve has completed
the movement against its seat by spring action, it is said to have closed.
When the crank is turned, the instant at which a piece of paper inserted in-between the
valve stem and tappet/rocker arm is just gripped is the valve opening. IVO and EVO
markings are made on the circular member corresponding to the openings of the inlet and
exhaust valves.
Similarly the instant at which the paper just looses the grip in between the valve stem
and tappet/rocker arm is the valve closing. IVC and EVC markings are made on the
circular member.
The distances of the IVO,IVC,EVO & EVC markings on the circular member, from
the nearest dead center are measured.[Fuel injection timing can also be noted by noting
down the starting and ending of fuel injection through nozzle( i.e., fuel injector)]
The observed diagram is drawn using the dimension details of markings on the circular
member and the direction of rotation of the flywheel. The circle, drawn of any convenient
radius, represents the circular member (flywheel/pulley/brake drum).
Inferring from the observed diagram, the events, their sequences and timings in
relation to the nearest dead center are tabulated as shown. The arc lengths are expressed
as crank angles in the last column of the table.
The valve timing diagram is drawn using the details (event, sequence and crank angle)
in the table.
Model
OBSERVED DIAGRAM
X4
X1
X3
X2
Observation tabulation:-
Sl.
No.
Events
IVO
IVC
EVO
EVC
Sequence of
Operation
Circumference of flywheel =
............cm.
Distance from the nearest
Crank angle
in degrees
dead center x in cms
360
Crank angle, = / /
Procedure for drawing V.T.D.

Draw a vertical line to represent the line of stroke.
Mark a point 1 on it. Draw a semi-circle of any convenient
radius taking point 1 as center to its RHS of the vertical line
from a to b. Then mark another point 2 little above the
point 1 on the vertical line (say 5 to 10 mm). Then
draw another semi-circle from b to c taking 2 as center
on the LHS of the vertical line. Similarly draw semi-circles
from c to d on the RHS taking 1 as center and from d
to e on the LHS taking 2 as center. Then extend the arcs
to the desired length from a as well as from e.
e
c
a
2
1
b
Then locate all the events on the circular arcs as per

d
the tabulation . Join these points with the center of the circle
(Take point 1 as center) by radial lines. This radial line represents the crank positions
corresponding to the events.
Model
VALVE TIMING DIAGRAM
1 4
S Suction
C Compression
P Power
E Exhaust
Result:
The angle through which the inlet valve remains open
:
The angle through which the Exhaust valve remains open :
The angle of overlap
:
----------------------------------------------------------------------------------------------
Note: In the place of 1 , 2 , 3 & 4 , the actual values of the crank angles in degrees are to be substituted
Expt.No :
Date:
STUDY AND VALVE TIMING ON ANIL 10 HP ENGINE

Aim:To study and determine the valve timings/settings on Anil 10 HP engine and to
draw the valve timing diagram.
Requirements: Measuring tape
A circular member attached to crank shaft
A reference point
Specifications:Type
Fuel used
Power
Speed
Bore
Stroke
Type of Cooling
Valve mechanism
OBSERVED DIAGRAM
10
Observation tabulation:Circumference of flywheel =

Sl.
No.
Events
IVO
IVC
EVO
EVC
Sequence of
Operation

dead centre x in cms
cm.
Crank angle
in degrees
SPECIMEN CALCULATIONS:
1 =
2 =
3 =
4 =
Circumference
Circumference
Circumference
Circumference
of the flywheel / pulley / brake drum
11
RESULT:
The experiment was conducted and the Valve Timing Diagram for Anil 10 HP
engine was drawn. From the valve timing diagram the following values are obtained
Crank angle for which the Inlet Valve remains open( 1 +180+ 2 )
Crank angle for which the Exhaust valve remains open( 3 +180+ 4 )
Angle of over lap ( 1 + 4 )
=
12
General Instruction and procedure for
STUDY AND PORT TIMING ON TWO STROKE IC ENGINES

Aim :
To determine the port timings of Two stroke IC engines and to draw the port
timing diagram.
Ports:
The ports in a two stroke engine are small openings in the cylinder walls
diametrically opposite to each other. The piston reciprocating inside the cylinder uncovers
(opens) and covers (closes) the ports, thus performing the function of valves in 4 - stroke
engines. The exhaust port lies slightly above the inlet (transfer) port. Hence during the
ascending of the piston in a vertical engine, the closing of exhaust port precedes the
closing of transfer port. Similarly in the descending of the piston, the exhaust port is
uncovered first and then the inlet (transfer) port. The above said facts help in identifying
the inlet and exhaust ports.
Procedure:
Dead centers:
On removal of the cylinder head, the piston top can be visualised. Rotation of the
flywheel makes the piston reciprocate. Make a mark on the flywheel against the fixed
pointer corresponding to a specific position of the piston in its upward stroke. On further
rotation of the flywheel piston reaches the TDC position (maximum height) and
reverses its direction of motion down wards. The position at which a mark was made
earlier during upward stroke will be reached again during the downward stroke. Now
make a mark on the flywheel. The mid point of the markings is the TDC point on the
flywheel. As the direct location of TDC point requires visual judgment and is difficult,
the procedure mentioned is suggested. The BDC point is marked in the flywheel
diametrically opposite to TDC point. A port is said to open when the piston just starts
uncovering it. It is said to close only when piston has totally covered it
After marking the dead center positions on the flywheel, markings are made
corresponding to the opening and closing of the inlet and exhaust ports.
Observed diagram:
A circle of any convenient radius is drawn to represent the flywheel.
The
markings made on the flywheel are also shown in the circle and the distance of them from
the nearest dead center are marked. When the sense of rotation of the flywheel is added,
the observed diagram becomes complete.
13
The details of the observed diagram ie. the crank positions (angle and sequence)
in relation to the nearest dead center, corresponding to the opening and closing of the
inlet and exhaust valves are tabulated. The respective crank angles are calculated from the
arc lengths in observed diagram.
Model
OBSERVED DIAGRAM
TDC
EPC
EPO
IPO
IPC
X1
X2
X3
X4
BDC
Observation tabulation:Sl.
No.
Events
IPO
IPC
EPO
EPC
Crank angle, =
Sequence of
Operation
Circumference
Circumference of flywheel = ............cm.

Crank angle
in degrees
14
Port Timing Diagram:

The port timing diagram is drawn using the inferences from the table. The crank
angles, the sequences in relation to the nearest dead center position of the crank and
the required direction of travel of the observer along the circular diagram are furnished
in the port timing diagram.
Model
PORT TIMING DIAGRAM
2
4
1
3
Result:
The angle through which the inlet port remains open
The angle through which the Exhaust port remains open
:
:
_______________________________________________________________
Note: In the place of 1 , 2 , 3 & 4 , the actual values of the crank angles in degrees are to be substitute.
15
Expt. No :
Date:
STUDY AND PORT TIMING ON PETTER 3 HP ENGINE

Aim :
To study and determine the port timings of Petter 3 HP engine and to draw the port
timing diagram.
A reference point
Specifications:Type
Fuel used
Power
Speed
Bore
Stroke
Type of Cooling
:
OBSERVED DIAGRAM
16
Observation tabulation:Sl.
No.
Events
IPO
IPC
EPO
EPC
Sequence of
Operation
Circumference of flywheel =
cm.
Crank angle
in degrees
SPECIMEN CALCULATIONS
1 =
2 =
3 =
4 =
Circumference
Circumference
Circumference
Circumference
17
PORT TIMING DIAGRAM
RESULT:
The experiment was conducted and the Port Timing Diagram for the Petter 3 HP
engine was drawn
Crank angle for which the Inlet port remains open ( 1 + 2 )
Crank angle for which the Exhaust port remains open

18
Expt.No :
Date:
A. STUDY OF LOCO &COCHRAN BOILERS
Aim: To study the loco type and Cochran boilers

i) LOCO BOILER
SPECIFICATIONS:
Type
Working pressure
Evaporating capacity
Area of heating surface
Grate area
Diameter of boiler shell
Length of the boiler
Number of tubes
Diameter of the tube
Diameter of chimney
Height of the chimney
: Horizontal, Fire tube

: 8.2 bar
: 800 kg/hr
: 31.9 m2
: 0.88 m2
: 1.14 m
: 4.12 m
: 56
: 63.5 mm
: 457 mm
: 8.2 m
Description:
This boiler is stationary, horizontal, fire tube, loco type boiler. This has a plain
grating surface and is provided with gusset stays to prevent the bulging of end plates.
The water is fed initially to the boiler by means of a pump and when the boiler is in
operation an injector operated by steam is used to suck the water into the boiler. Water
is drawn by the suction effect produced by the steam jet provided near the water pipe.
Mud if any in the water is collected at the bottom. Four hand holes are provided for
removing the mud. Grate is composed of number of iron bars with a gap of about 10 mm
between them.
The draught is a natural one. Since the hot air is lighter than the atmospheric air,
the hot flue gases rise to the atmosphere. The draught can be controlled by adjusting a
butterfly valve provided at the chimney bottom. The water level is indicated by a pair of
water level indicators positioned in the front side. The water level should not fall below
the marks made on the indicator. A pressure gauge and a Rams bottom safety valve are
mounted on the top of the boiler.
A manhole is provided to inspect and clean the interior surface of the boiler. A
blow- off cock is provided at the bottom for cleaning purposes. There is a fire door to
feed the coal to the furnace. A damper is provided below the grate to control natural
draught. The boiler is provided with a fusible plug to protect the boiler from overheating
19
due to fall in water level. It is fitted over the crown of the furnace and is exposed to the
flames.
LOCO TYPE BOILER
The boiler has an anti-priming pipe to separate water particles from the out coming
steam. Steam always contains some amount of water particles. The water having much
higher specific gravity than the steam tends to fall back as steam ascends. The higher the
steam rises in the steam space, lesser is the water particles suspended in it.
20
ii) COCHRAN BOILER

Specifications:
Type
Working pressure
Evaporating capacity
Area of heating surface
Grate area
Diameter of boiler shell
Number of tubes
Diameter of tube (outer)
Thickness of tube
Length of tube
Height of boiler
Stay tube diameter (outer)
: Vertical, Fire tube, Oil fired

: 6.9 bar
: 436 kg/hr
: 9.28 m2
: 0.905 m2
: 1.37 m
: 65
: 63.5 mm
: 4 mm
: 0.895 m
: 3.28 m
: 63.5 mm
Construction:
There are various designs of vertical multi tubular boiler, of which COCHRAN is
one. Usually the crown of this boiler is made hemispherical in shape, which for a given
amount of material in weight, gives the maximum space for steam.
The hot gases from the fire box pass through the short flue pipe into the
combustion chamber lined with fire bricks. The gases then flow through a set of fire
tubes into the chimney.
A spring loaded safety valve is provided at the top, the blow-off cock at the
bottom and the pressure gauge with siphon and the water level indicator at the side. The
boiler is provided with a manhole and a hand hole.
The boiler effects economy in operation. The large steam and water spaces
prevent priming. The heating surface is also invariably large as compared to other types
of smoke tube boilers.
Fusible Plug:
It is a simple device to prevent overheating due to low water level. It is fitted on
the top of the crown box. When the water level falls below the plug, the core melts and
drops down, allowing the steam to enter the furnace and put down the fire.
Burner:
Liquid fuel possesses a superior heating value. The main principle is to atomize
the oil through some means and spraying the atomized liquid in to the burners. The
major requirements for this are oil fuel, installation of an arrangement for lightening it
21
up, to preheat the oil, if necessary, both suction and discharge filters, and air
distributors. The burners generally used may be of three types.
(i) Pressure type (ii) Steam atomizing (iii) Air pressure type.
Pressure Type
The oil is drawn from the oil tank and is supplied through a horizontal or vertical
fuel pump. The oil may be pre-heated to rise its temperature up to the flash point and
the burner receives it from the discharge of an oil filter. The oil is atomized by the
tangential slots of burner and is thrown on the furnace.
Steam Type
In an atomized steam type fuel burner, the steam and oil enter the burner
through different passage shown in figure. The high velocity steam imparts a whirling
motion to atomized fuel and the mixture is carried by the air draught.
Air Pressure Type
The principle is the same as that of a steam type system. The only difference is
supply of oil mixture with air, to the burners by blower. It is to be noted that oil should
be of low viscosity when it comes to the burner.
Oil Burner
COCHRAN BOILER
Oil Burner atomization

22
B. STUDY OF GREENBAT TURBINE AND CONDENSOR

(I) GREENBAT TURBINE
Aim: To study the Greenbat turbine with geared turbo generator set.
Specifications:
Turbine:
Power
: 7.46 kW (10 H.P)
Generator speed (or reduced turbine speed)
: 2400 rpm
Steam pressure
: 3.5 kg/cm2 (3.4 bar)
No. of nozzles
: 5
Generator:
Power
: 6.5 kW.
Voltage
: 220 Volts.
Current
: 29.5 Amps.
Loading Arrangement
: Electrical resistance type.
Description:
This is a single stage simple impulse turbine having the rotating element actuated
by the impact of steam passing through the blades at a relatively high velocity. The
whole of expansion of the steam from admission pressure to the back pressure take
place in the nozzles. The heat drop is converted into the Kinetic energy. The whole of
the kinetic energy of the steam is absorbed in the single row of moving blades.
V t = V cos
Where,
Vt
Velocity of blade.
Absolute velocity of steam from nozzle.
Nozzle angle
The rotor of this turbine runs at 24,000 rpm. It is made of forged, heat treated,
nickel chrome steel having one row of stainless steel blades made with a bulb shank
fitted in slots drilled in the rim of the wheel. The turbine wheel is mounted on a flexible
shaft supported between self aligning bearings. The shaft is made of heat treated Nickel
chrome. Molybdenum steel upon which pinion is cut. A gear meshing with this pinion
gives the reduced speed of 2400 rpm. to the output shaft to which it is attached.
23
At the bearing, glands are provided on the rotor to prevent leakage of steam.
When the steam next to a gland is exhaust steam on its way to the condenser, there is no
tendency for steam to escape past the gland into the atmosphere, but there will be a
leakage of air inwards, as is the case here. To prevent this air leaking in, the gland is
supplied with steam pressure above the atmosphere which expands through the
labyrinth packing to the condenser.
This turbine is a condensing turbine. Condensing turbine means condenser is
attached to the exhaust of the turbine. The condensing turbine increases its power
output compared with the non condensing type.
Governing Mechanism:
The object of governing is to maintain the speed of a turbine sensibly constant
irrespective of load. The turbine is fitted with 5 nozzles to achieve part load efficiency.
Any nozzle is designed for a particular maximum discharge. Under part load conditions
the turbine work either
1. With the same isentropic total enthalpy drop of steam whose quantity is
reduced
or
2. With a lesser isentropic total enthalpy drop of same quantity of steam,
The turbine is fitted with a constant speed governor. The governor shaft is
coaxial with the out put shaft. The flying outwards or inwards of two spring loaded
weights due to speed change of the turbine by a system of levers actuate a double beat
throttle valve which controls the admission pressure according to the requirement. The
reduction in the load on the turbine manifests itself as increase in speed of the
turbine shaft, which causes the governor weight to fly outwards and this motion is
communicated to the throttle valve which reduces the passage of steam i.e., the inlet
pressure is decreased by throttling.
Lubrication and Cooling:
The question of lubrication is very important to the satisfactory operation
of all machines. All shafts are lubricated by oil supplied by a gear type pump
driven by a counter shaft from the reduction gear. The oil which has lubricated and
cooled all the bearings and reduction gear will be hot. Therefore it is passed through a
oil collect where it is cooled by circulating water. The oil pump supplies oil to the
bearings and gearing at a pressure of 0.352 bar.
Loading Devices:
The output shaft of the turbine is coupled to the armature of a DC generator. The
generator is loaded by a rheostat. There is provision to measure the current and voltage
and hence the output of the generator.
24
(II)STEAM CONDENSER (SURFACE)

SPECIFICATIONS:
Outer diameter of the condenser tube [Do] = 0.0158 m
Length of condenser tube [Lo]
= 0.826 m
Number of tube [Zo]
= 82
OBJECT OF CONDENSING EXHAUST STEAM:
In any heat engine the amount of work done per unit weight of working fluid
depends on the range of temperature of that fluid in the engine. Efficiency is greater
when the range is greater. In other words if the extent of the expansion of the fluid
cannot be used over again and hence it has to be discharged to the atmosphere and the
atmospheric pressure fixes the lower limit of expansion. When steam is the working
fluid, it may be returned to the boiler in the form of liquid and used over again. This can
be done most conveniently and most economically by pumping water rather than steam
into the boiler.
ELEMENTS OF CONDENSING PLANT:
For the purpose of maintaining vacuum during condensation and removal of the
exhaust steam the principal requirements are
1. A condenser in which steam is condensed.
2. Supply of cooling water.
3. A pump to circulate the cooling water.
4. A pump called the air pump for removing the condensed steam and air.
5. A tank for collecting the condensed steam discharged by the air pump.
DESCRIPTION OF THE CONDENSER:
The surface condenser consists of:
1. A horizontal shell of circular cross section.
2. Flat tube plates bolted on to ends of the shell to support the tubes.
3. Water boxes open to the tubes and surrounding them the water box at one end has a
horizontal partition about half way up. The other box has only one compartment.
4. A large number of tubes extending between the tube plates and providing
communication between the water boxes.
5. A large opening in the top of the shell to admit steam to the condenser.
6. A small opening at the bottom of the shell to lead the condensate.
Cooling water is pumped into the water compartment at front end which it
passes through the lower nest of tubes to the water compartment at the other end. It
then returns through the upper nest of tubes to the upper water compartment which
then leads through the outlet at top. The steam enters the shell by the opening at the
25
top of the shell and passing over the tube it is condensed and leaves through the opening
at the bottom.
Thermometer pockets are provided to facilitate the measurement of
temperatures of the cooling water at inlet and outlet and the incoming steam and
condensate. A flow meter is fixed in the cooling water line so that the cooling water flow
rate may be determined.
The air pump which creates vacuum as well as removes the condensate from
the condenser is driven by electric motor through a V-belt drive. The motor is
mounted on trunnions so that its output which is also the input to the air pump may be
determined.
AIR PUMP
The main function of an air pump is to maintain a vacuum in the condenser as
nearly as possible, corresponding to exhaust steam temperature. This is done by
removing uncondensable air from the condenser. Another common, but not the
essential function of the pump, is to remove both air and condensate from the
condenser.
The air pump, which extracts both the condensate and air, is called a wet air
pump. But a pump which extracts only moist air is known as dry air pump. The air pumps
may be of reciprocating type or rotary type.
EDWARD'S AIR PUMP:
It is a wet air pump of the reciprocating type. The Edwards air pump consists of
delivery head valves as shown in figure. These valves are placed in the cover which is the
top of the barrel lever. The reciprocating piston of the pump is flat on its upper surface
and conical at the bottom as shown. The pump lever has a ring of ports around its lower
end for the whole circumference this communicates with condenser.
When piston is at the top of the barrel, the condensate and air from the
condenser are collected in the conical portion. In lower part of the barrel, through the
ports on the downward stroke of the piston, the vacuum is produced above it since the
head valves are closed and sealed by water. The piston uncovers the ports. When it
moves downwards, the mixture of condensate, vapour and air rushes into the space
above the piston. This mixture is compressed, when the piston goes to the top and
raises the pressure slightly above the atmospheric pressure. The head valves are now
open, which allow the mixture to pass on the weir to the hot well, which is at
atmospheric pressure. A relief valve is placed in the base of the cylinder to release the
pressure.
RESULT:
26
27
TWO PASS CROSS FLOW SURFACE CONDENSOR

28
29
EDWARDS AIR PUMP
30
Expt No :
Date :
EXPERIMENTAL CENTRAL AIR CONDITIONING PLANT
Aim:
1. To study the various parts and their purposes in the plant.
2. To conduct the Performance Test on the Air-conditioning system
Description:
This plant consists of three circuits.
1. Cooling water circuit.
2. Refrigerent circuit.
3. Air circuit.
Cooling Water Circuit:
The water from the bottom tank of the cooling tower is pumped to the condenser by
means of condenser pump. It removes the heat from the refrigerant and gets heated and then
goes to the top of the cooling tower and the water is sprayed from the top with help of
sprayers. The heated water gets cooled and collected at the bottom tank. The cycle is repeated.
Refrigerant Circuit:
The R-22 vapour is compressed in the compressor and then sent to the condenser
where it gets cooled and the liquid R-22 goes to the cooling coil through a thermo static
expansion valve (Th. N). The liquid R 22 removes the heat from the air to be conditioned
and the R-22 vapour to the compressor for the next cycle of operation.
Air circuit:
The air from the A/C room and from the atmosphere is sucked and passes through
a pre heater and then through an Air Filter by the vacuum created by the blower . There is a
damper to regulate the air flow drawn into the blower. On its way, the conditioned air is
humidified with the help of a humidifying sprayer . The humidifying sprayer sprays water
which is pumped by means of humidifying pump . The pump draws water from the sump.
The water is collected at the bottom in a tray after spraying and the collected water is sent
to the sump.
The conditioned air is circulated through duct by blower and passes through a
reheater , enters the room to be conditioned. The duct through which the conditioned air
flows is lagged by thermocole to prevent heat transfer from the surroundings.
31
The various controls employed in the plant:

Dual pressure control, High & Low pressure cut out:
Low pressure cut out stops the compressor when the pressure falls below 0.3445 bar
and there by allowing non-condensable gas to enter the system and also prevents oil from
carried away to the coil. The high pressure control is set to 20 bar and stops the
compressor when the head pressure reaches 20 bar .
Humidistat:
Humidistat is set for 55% RH and this controls the humidity. This controls puts the
humidity pump or heater in the room with reference to the meeting on the humidistat.
Thermostat :
This controls the room temp. in the A.C. room around 25 0C When the temp falls
below this point this de-energise on the solenoid coil and the supply of refrigerant to the
coil
is out. The compressor pumps down and this low pressure cut out trips the
compressor.
Heating thermostat:
The heating thermostat switches the pre-heater on during winter when the room
temp is below 25 0C This setting can be altered as per our requirements.
Compressor details:
1. Specification:
Number of Cylinders
Displacement / Revolution
Oil Capacity
Service Valve
Suction Valve
Discharge Valve
Number of Belts
Belt Section
Maximum Motor HP
Lubrication System
Fly Wheel Diameter
Total Height
:
:
:
:
:
:
:
:
:
:
:
:
Total Length (With flywheel) :

Total Width
:
Total Weight (Without flywheel):
2
245.5 cm3
2 litres
Brass Weld-in Line
1 1/8 "
7/8"
2
B Section
7.5
Splash Type
210 mm
382 mm
350 mm
335 mm
49.5 Kg
32
Total Weight (With flywheel):

2. Capacity
53.0 Kg
3.5 Tonnes for SST( Suction Saturation Temperature) 4.4 C, Condensing

Temperature at 48.8 C and Motor RPM 1200.
Refrigerant used:
R-22 Monochlorodifluoromethane ( CHClF 2 )
Suction temp.
Capacity
4.4 C
10.5 kJ/sec
Condenser Details:
1. Specifications:
Type : Shell & Tube Water Cooled
Diameter of Condenser:
:
Length of Condenser
:
Number of tubes
:
Condenser
15 cm
90 cm
24
2. Standard Ratings:
1) Water quantity of 45 litres/min.
2) Water entering temp. 28 C
3) Water leaving temp. 33 C
4) Condensing temp.
48.8 C
33
EXPERIMENTAL AIR CONDITIONING PLANT OPERATING INSTRUCTIONS

Precautions:
1. Check whether the cooling tower basin is with water.
2. Check up whether there is water in the sump of the humidification pump.
The temperature of humidification water should be around 30C
3. Check up whether refrigerant service valves in the compressor are open
(This will be the normal condition)
4. Open the liquid outlet valve of the condenser fully (This will be normal case)
5. Check up for electrical supply in three phases.
6. Check the belt tension in the motor - compressor and motor - blower
7. Check the settings in the automatic controls.[Relative humidity in humidistat
and dry bulb temperature in cooling thermostat]
FOR SUMMER OPERATION
Starting:
Follow this order given below
Switch on the Power supply.
Switch on the condenser cooling water pumpset and check for the water flow
through all the nozzles in the cooling tower.
Start the blower-motor [Note that there are-two main switches]
Switch on the solenoid valve switch and High and Low pressure compressor cut-out
switch.
Switch on the humidification pumpset and reheater and leave it for automatic
selective operation.
Switch on Immersion heater if sump water is very low i.e. below 25 C.
Switch on the preheater for operation only during winter season for winter air
conditioning.
Stoping:
Switch off the reheater, humidification pump and immersion heater.

Switch off the Solenoid valve.
Wait for five minutes and switch off the condenser pump
Switch off the blower
Switch off the Power supply.
34
FOR WINTER OPERATION

1.
2.
3.
4.
Starting:
Pump down the system and close the liquid valve, suction and discharge service
valves.
Start the blower.
Start on the humidification pump.
Switch on the preheater and reheater and allow it for automatic operation.
Stopping:
1. Switch off the heater switches and humidification pump

2. Switch off the blower.
3. Switch off the Power supply.
PUMPING DOWN THE SYSTEM
If the plant is to be kept for long time pumping down is to to be done.
o Close the liquid valve completely.

o Run the plant till low pressure cut-out stops the compressor.
o Close the discharge service valve first and then suction service valve in the
compressor.
Re-setting:
1)
2)
3)
4)
5)
Open the compressor discharge service valve completely

Open the liquid line valve completely
Suction valve to be opened half-turn.
Start the plant following the systematic starting procedure.
Gradually the suction valve is to be opened completely.
DEFINITION:
Air-conditioning is the simultaneous control
Purity and motion of air.
of
temperature, Relative Humitity,
TEMPERATURE OF AIR:
In air conditioning, the control of temperature means the
maintenance of any
desired temperature within an enclosed space even though the temperature of the outside
air is above or below
the desired room temperature. This is accomplished either by the
addition or removal of heat from the enclosed space as and when demanded. It may be
noted that a human being feels comfortable
when the air is at 21C with 56% relative
humidity.
35
HUMIDITY OF AIR:
The control of humidity of air means the increasing or decreasing of moisture
contents of air during summer or winter respectively in order to produce comfortable
and healthy conditions. The control of humidity is not only necessary for human comfort
but it also increases the efficiency of workers. In general, for summer air conditioning, the
relative humidity should no be less than 60% whereas for winter air conditioning it should
not be more than 40%.
PURITY OF AIR:
It is an important factor for the comfort of a human body. It has been noticed that
people do not feel comfortable when breathing contaminated air, even if it is within
acceptable
temperature and humidity ranges. It is thus obvious that proper filtration,
cleaning and purification of air is essential to keep it free from dust and other impurities.
MOTION OF AIR:
The motiion or circulatiion of air is another important factor which should be
controlled, in order to keep constant temperature throughout the conditioned space. It is,
therefore, necessary that there should be equi-distribution of air throughout the space to
be air conditioned.
Classification of Air Conditioning systems
The air conditioning systems may be broadly classified as follows:
1. According to the purpose:
(a) Comfort air conditioning system, and
(b) Industrial air conditioning system
2. According to season of the year
(a) Winter air conditioning system,
(b) Summer air conditioning system, and
(c) Year-round air conditioning system.
3. According to the arrangement of equipment
(a) Unitary air conditioning system,
(b) Split air conditioning systme
(c) Central air conditioning system
36
a) UNITARY AIR CONDITIONING SYSTEM

Unitary systems are tailor-made, self-contained air conditioning and refrigeration units
for HVAC [Heating,Ventilating and Air conditioning] purpose.
They can be classified as
(i) Room Air Conditioner (or Window Air Conditioner)
(ii) Package Air conditioning system
(i) Room Air Conditioner:
Room air conditioners are available in capacities of 0.5 to 3 tons . These units are
fitted with flush window sills, projecting out of the room supported on brackets. The cost
of such air conditioners for large premises is 150% to 200% of central type of air
conditioning equipment for equal effect, but room air conditioners, have advantage of
better flexibility in meeting the partial loads and maintenance. These require very few
structural modifications or provisions and no ducting is required. One ton of air-conditioner
is able to look after 18.5 m2 of area, with ceiling height of 3 m.
Room air conditioner consists of a hermetically sealed compressor driven by
suction cooled motor and direct expansion evaporator over which hot air from outside is
allowed to flow by suction created by centrifugal blower. The evaporator is in form
of copper tubing with corrugated aluminium fins. Condenser is a forced convection air
cooled, chassis mounted type.. They are provided with easy slide or rotary type control for
positive exhaust and fresh air adjustment.
Room air conditioners do not have any humidity control but fairly maintain it around
65% R.H.
(ii) Packaged airconditioning system (Indoor application):
It is defined as a self-contained unit primarily for floor mounting purposed, designed
to provide free delivery of conditioned air to and enclosed space. It includes a prime
source of refrigeration for cooling and dehumidification and means for
circulation and
cleaning of air, with or without external air distribution ducting. It may also include
means for heating, humidifying or ventilating air. The condenser may be water cooled or air
cooled.
These are custom-made, total air conditioning units for medium size areas like
offices, show rooms, restaurants, hotels, beauty-parlours, hospital wings, electronic data
procesing (Computer) rooms and multi-storeyed houses. They can be with in-built
condensers-air or water cooled type or may have remote air cooled condenser also.
These units utilize semi-sealed compressors upto 7.5 tons and open type beyond it.
Both condensers and evaporators are open coil type with 3 rows and copper tubes with
aluminium fins.
37
They don't have any precise humidity control normally but can Split Air-Conditioning
System: The Air conditioning System is split into two sections, called the Indoor Unit
and the Outdoor Unit. The units are connected by a small diameter copper piping,
which can be concealed within the wall, below the floor or above the false ceiling.
THE OUTDOOR UNIT
The Outdoor Unit housing the compressor, which is heart of the Air-conditioning
System can be kept upto 30 feet away from the cooling area. This can be kept in your
balcony, bathroom, garden, terrace or anywhere else to suit your convenience. Since the
compressor and the condenser are kept outside, the noise level in the cooling area is reduced
appreciably.
THE INDOOR UNIT
The Indoor Unit is a sleek model, comprising of the cooling coil and a fan, whose
only function is to regulate the uniform cool air distribution inside the air-conditioned area.
It has a washable filter which can be taken out and cleaned easily.
ADVANTAGES OF THE SPLIT SYSTEM
1) No window or wall opening required.
2) Makes no noise, while giving you comfort and convenience.
3) As convenient as central air-conditioning and as flecible as room air conditioners
CAPACITY:
The split Air conditioning systems are available in three cooling capacities of 1, 1.5
and 2 Tons of Refrigeration.
CENTRAL STATION AIR-CONDITIONING SYSTEM:
In a central station air-conditioning system, all the components of the system are
grouped together in one central room and conditioned air is distributed from the central
room to the required places through extensive duct work. The central air- conditioning
system is generally used for the load above 25 tons of refrigeration and 2500 m3/min. of
conditioned air. The unitary system can be more economically used for low capacity (below
25 tons) units.
The central plants require the following components and all the components are assembled
on the site.
1) Cooling and Dehumidifying coils.
2) Heating coils.
3) Blower with motor.
4) Spray for cooling, dehumidifying or washing.
5) Air-cleaning equipments
6) Control Device
The central system serves different rooms through extensive duct work with individual
control. The system may use one of the following methods to supply the conditioned air.
38
(a) Air is conditioned in the central conditioned room and is supplied to the required
rooms with controlled air discharge in each room.
(b) The water is chilled in the central conditioned room and is supplied to the required
rooms with individual flow control.
(c) Individual evaporators in each room with thermostatic flow control or direct
expansion system.
Advantages:
The capital cost and running cost are less per unit of refrigeration.
It can be located away from the air-conditioned places which is useful and less costly.
Noise and vibration troubles are less to the people leaving in air-conditioned places
as the air conditioning plant is far away from the air conditioned places.
Better accessibility for maintenance.
The Central Air Conditioning System works on vapour compression cycle. The p-h
and T-s diagram of a vapour compression cycle is given below.
T-s Diagram:
p- h Diagram:
2
3
2a
PRESSURE
T
E
M
P
(T)
11
ENTROPY
ENTHALPY
Process 1 to 2 ----------- Compression

Process 2 to 3 ----------- Condensation
Process 3 to 4 ----------- Expansion
Process 4 to 1 ----------- Evaporation
39
EXPERIMENTAL AIR CONDITIONING PLANT.

Observations:
1. Dry Bulb and Wet Bulb temperatures before the cooling coil - S 1
2. Dry Bulb and Wet Bulb temperatures after the cooling coil-
3. Area of outlet grill in Airconditioned room - A 1 =

4. Velocity of air using anemometer at
S2
[0.91 x 0.15 m2 ]
A1 = V1 =
m/sec
5. Quantity of water circulated through the condensor Q=
lit/min
6. Temperature of cooling water at inlet and outlet of condenser

t 1 C and t 2 C respectively.
7. Dry Bulb & Wet Bulb temperature of air entering the
Air-Conditioned room - S 3
8. Dry Bulb & Wet Bulb temperatture of air in Air-conditioned
room - S 4
9. Ambient air Dry Bulb & Wet Bulb temperatures -
S5
10.Time for 10 revolutions of Compressor

Energy Meter reading Meter constant -
40
CALCULATIONS:
From Psychrometric chart,
1. Enthalpy of air before cooling coil corr. to S 1 -
A kJ/kg
Enthalpy of air after cooling coil corr. to S 2 -
B KJ/kg
Mass of Air flow through coil - (M a ) =
Volume of Air (V a ) in kg/sec

-----------------------------------------Sp. Volume (v a )
Volume of air(V a ) = Average Velocity of air at outlet grill Area of grill ----m3/sec
Sp. volume from Psychrometric chart corr. to S 3 --- m3/kg
Capacity of the plant
(C) =
2. Net Refrigerating effect =
3. Input to the compressor =
Ma [ A - B ]
-----------------------3.5
Tons of refrigeration.
M a [ A - B ] KJ/sec
10 3600
m
Meter Cons tan t t
kW
Assume( m ) Motor efficiency = 0.9.

t = time taken for 10 revolutions in seconds.
4.Actual C.O.P. of Refrigerating Plant
= Net Refrigerating effect in kW (or) kJ / sec
--------------------------------Act. work of compression in kW
5.Actual heat removed by condenser = Q x Cp w x [ t 2 - t 1 ] kJ/min
= Refrigerating effect plus actual work of
compressor minus losses from the compressor
41
42
Expt No :
Date :
REFRIGERATION TRAINER (With Fault Simulator)
Aim:
To study the various parts of vapour compression cycle refrigeration trainer and
conduct a performance analysis on the same.
Description:
Vapour compression cycle is widely used refrigeration cycle. The main object of
the trainer is to demonstrate refrigeration system with basic components and necessary
controls. The practical working is demonstrated in the system and considerable amount
of the theoretical analysis and performance can be studied.
The trainer consists of components of a refrigeration system viz., Hermetically
sealed compressor, evaporator, condenser, capillary tube. The condenser is air- cooled
type for which a condenser fan and motor has been provided Evaporator is shell and
coil type which is housed in a thermally insulated calorimeter. Calorimeter is provided
with an electric heater, which can be used for heating the water initially to a desired
temperature.
In addition to capillary tube a thermostatic expansion valve is also provided. We
have to select either a capillary tube or thermostatic expansion valve at a time using a
toggle.
A temperature indicator with Six point selector switch has been provided to get
the various temperatures of R134a viz., before & after compressor & after expansion
and water temperature.
Special gauges have been provided for indicating R134a pressures at abovementioned points except for flow meter water.
An energy meter has been provided that indicates the energy consumption of
compressor. An additional energy meter has been provided to indicate the energy
consumption of water heater.
The students are advised to find out the saturation temperatures of R134a after
knowing the pressures at various points and based on the saturation temperatures study
the working of refrigeration considering the cycle based on
a) Reversed Carnot cycle
b) Simple vapor compression cycle
The interested students can also study the saturation temperature against the
actual temperatures obtained during the experimentation and thus study the actual cycle
of refrigeration system
43
Specifications
1. COMPRESSOR: Hermetically sealed compressor
2. Air cooled condenser
3. Expansion valve
a) Capillary tube
b) Thermostatic Expansion valve
4. Evaporator
5. Rotameter : For liquid refrigerant flow rate
6. Refrigerant : R134a
7. Energy meters for power measurement of compressor & the fans and heater
8. Pressure gauges 4 Nos. (Two for H.P & Two for L.P)
9. Temperature Indicator
10. Solenoid valves
11. H.P/L.P cut out
12. Ammeter
13. Voltmeter
14. Thermostat
FUNCTION AND SELECTION OF SYSTEM COMPONENTS
The construction and working of the different refrigeration components are explained
below
1. Compressor
Compressor is the most important component of the system. The Compressor
raises the pressure of the incoming vapor from the evaporator to a higher pressure,
according to the requirement.
Different types of Compressors are
a)
b)
c)
d)
Reciprocating Compressor
Rotary Compressor
Screw Compressor
Centrifugal Compressor
The selection of the type of compressor depends upon the usage. Usually domestic
refrigerators are installed with reciprocating compressors.
2. Condensers
The function of a condenser is to remove heat from the superheated highpressure refrigerant vapor and to condense the vapor into a sub-cooled high-pressure
refrigerant liquid. This is accomplished by passing a cooling medium which picks-up
heat from the refrigerant flowing through the condenser. The cooling medium is
generally either air or water.
44
Applications
Domestic refrigerator
(Low temp)
Condenser type
Condensing temp
Static cooled
Highest
Commercial / Window A/c
Fan cooled
Medium
Large systems 5 ton
Water cooled
Least
However, the actual condensing temperature depends on

1.
2.
3.
4.
Heat transfer area

Heat transfer coefficient
Quantity of cooling medium flowing through it.
Temperature of the cooling medium
3. Evaporators
The function of Evaporator is to remove heat from water and to maintain it at
any desired temperature. Various types of construction of the Evaporator used in
Refrigeration systems include.
a.
b.
c.
d.
e.
Finned Tube Evaporator Coil, blowing air on it

Bare Tube soldered/ clamped to the tank
Bare Tube dipped in the liquid to be cooled
Tube in tube type
Shell and coil type
The choice of particular construction depends on the type of appliance.

However, in every case the heat capacity depends on three factors viz. Temperature
difference between the load and the refrigerant, heat transfer co-efficient and area of
heat transfer.
A Vapor Compression Refrigeration system is usually so operated that the
temperature of refrigerant leaving the Evaporator is almost equal to the refrigerant
entering to compressor. In other words almost the entire tube area is utilized for
evaporation of the refrigerant.
4. Expansion Devices
An expansion device is a link between condenser and evaporator. As the highpressure sub cooled refrigerant liquid from the condenser passes through the expansion
device its pressure and temperature are reduced and the refrigerant mostly will be in
liquid stage.
The desired operating pressures of the system determine the pressure drop
across the expansion device. Once this is fixed, the size of expansion device has to be
so adjusted that it will allow the required refrigerant mass flow (determined by
compressor capacity) at the required pressure drop.
45
Expansion devices are of many types and are selected as per the requirement.
Condition
Types of Expansion valve
Constant evaporator pressure
Automatic
High variable in cooling load
Thermostatic
Hermetic compressors almost invariably are used with capillary tubes though a
few of them might also be used with Thermostatic Expansion Valves
A. Capillary Tube:
Capillary Tube is the simplest and cheapest form of expansion device. It does not
include any moving part hence no maintenance is required. Capillary tube is supposed
to be a single point operation device in the sense that the best control is achieved only at
a given set of operating parameters
For the selection of capillary many theoretical methods have been developed but these
methods are highly complicated and require computations. So, even today the capillary
selection is still an art and is left to the human judgment and repeated trials. One can
select the bore of the capillary tube and can conduct the trials by cut & try methods and
arrive at the suitable capillary length.
Experience shows that a large bore and large length Capillary gives a more stable
operation under varying ambient temperatures. It should be preferred rather than a small
bore, small length Capillary
i) More restriction (lower bore and /or higher length) makes liquid to back-up in the
condenser increasing the discharge pressure and decreasing the backpressure. If one is
charging the system by observing backpressure. It will be overcharged further
increasing head pressure. This will also increase pressure equalization time and
restarting trouble can be expected.
ii) Less restriction than desired (larger bore and/or lower length) will increase the
backpressure and decrease the discharge pressure, which is in desirable .Under varying
loads the Capillary tube does not function satisfactorily. For example, at lower loads
than designed value Capillary tube may overfeed the evaporator causing liquid to return
to compressor. Under higher loads than designed the Capillary tube starves the
evaporator, causing excessive return gas superheat. Hence for large variation in cooling
loads, it is not suitable.
B. Thermostatic Expansion valve:
Thermostatic Expansion valve controls the mass flow rate of Refrigerant by sensing
evaporator outlet temperature. Thus the valve is sensitive to the cooling load. If the load
is more, the degrees of superheat increases. To maintain the degree superheat to preset
level more liquid is fed to the evaporator. When the load is low, valve closes and less
liquid quantity is fed.
Selection of thermostatic Expansion valves is done on the basis of refrigerant used
& capacity
46
5. H.P. / L.P Cut Out:

A high pressure cut out often-called pressure-limiting device is a safety
device, which stops the compressor before head pressure goes to excessively high
values. The cut out is connected to high-pressure side of the system. It opens the circuit
on rising pressure and closes on dropping pressure. Some H.P cut outs have inter locks
which when the circuit once opens, must be manually reset to close the circuit. The L.P
cutout does the same function as the H.P cutout. It is connected to the low side of the
system and opens the circuit when the low side pressure decreases the pressure value.
6. Thermostat:
In any refrigerant plant, a particular temperature is required to be
maintained to perform a particular job. A common method of controlling the
temperature is starting and stopping of the compressor, but the use of simple
temperature control is known as Thermostat. The refrigerant or a volatile fluid is in
the control bulb. Vapor evaporated from this fluid exerts its vapour pressure in the
flexible metallic bellows. Bellows movement is opposed by a spring. An increase in
temperature of the liquid in the bulb increases the pressure in the bellows and causes the
movement against the spring. The movement trips a toggle switch, which closes an
electric contact to complete an electric circuit. A drop in temperature will open the
contact
7. Liquid line drier filter:
Liquid line drier filter is provided to absorb and retain residual moisture
in the system. It also filters and retains foreign particles such as copper burr, dirt, dust
etc. this protects the expansion device from getting blocked due to ice(moisture) or
other particles. It also protects the compressor from damage due to metal burr of
dust/dirt etc.
8. Suction line accumulator:
It prevents liquid refrigerant to entering the compressor under low load
conditions.
T-S Diagram:
P-H Diagram:
2
T
3
E
M
P
(T)
P
2a
2
3
2a
R
E
S
(P )
4
4
ENTROPY
1
ENTHALPY(H)
47
A vapour compression cycle with dry saturated vapor before

compression and super heated vapour after compression is shown on T-s and p-H
diagram in fig.
1. Compression Process:
The vapour refrigerant at low pressure P 1 and temperature T is
compressed isentropic ally to pressure of P 2 and temperature T 2 . the vertical line 1-2 in
T-s diagram and the line 1-2 on pH diagram represents the compression process
2. Condensation Process:
The high pressure and temperature vapour refrigerant from the compressor is
passed through a condenser. When it is completely condenses at constant pressure P 2
and temperature T 2 . In this cycle the cooling of superheated vapour will take place in
two stages. Firstly it will be condensed to dry saturated stage at constant pressure
(shown by 2-2 A) and secondly it will be condensed at constant temperature (as shown
by 2a-3)
3. Expansion Process:
The liquid refrigerant at pressure P 3 =P 2 and temp T 3 = T 2a is expanded by
throttling process through the expansion valve to a low pressure P 4 =P 1 and
Temperature T 4 =T 1 as shown by the curve on T-s diagram and by the vertical line 3-4
on p-H diagram
4.Evaporation Process:
The liquid vapour mixture of the refrigerant at pressure P 4 =P 1 and temperature
T 4 =T 1 is evaporated and changed into vapour refrigerant at constant pressure and
temperature as shown by the horizontal line 4-1 on T-s and p-H diagrams. During
evaporation the liquid vapour refrigerant absorbs its latent heat of vaporization from the
medium (air, water or brine), which is to be cooled. The heat, which is absorbed by the
refrigerant, is called the Refrigerating Effect. The process of vaporization continues up
to point 1, which is the starting point and thus the cycle, is completed.
Precaution: (Very Important)
See whether all valves in the running circuit are opened (normally this is in open
position)
Procedure:
1 Switch ON the mains.
2 Switch ON the fan motors and then compressor motor
3 Allow the plant to run to reach steady state conditions. Take reading for every 10
minutes to know the steady state.
4. Observe the readings in compressor motor energy meter. Refrigerant flow
meter, Pressure Gauges & Thermometers and record it in a tabular form.
5. Switch OFF the plant after experiment is over by switching OFF the compressor
motor first. Allow the fan motors to run for 10 minutes and then switch OFF.
6. Draw a flow diagram of the plant indicating the names of different parts
48
Observation Table:
Mass of water = 40 Kg ( OR AS MEASURED )
Compressor Energy Meter Constant = 600 Rev/Kw-hr
Pressures in
PSIG
Temperature in C
Time
T1 T2 T3 T4 T5
P1
P2
P3
P4
Time for 10
Refrigerant revolutions of
Flow Rate compressor
Energy Meter
in lit/hr
t in sec
CALCULATION:
1
2
Find refrigerating effect

Find Theoretical & Experimental C.O.P
Specimen Calculation:
Pressure Gauge Readings:
P 1 =Pressure of the refrigerant before Compression
P 2 =Pressure of the refrigerant after Compression & before Condenser
P 3 =Pressure of the refrigerant before the expansion
P 4 =Pressure of the refrigerant after expansion
Temperature Indicator Reading:
T 1 = Temperature of refrigerant before compression
T 2 = Temperature of refrigerant after compression
T 3 = Temperature of refrigerant before Evaporation
T 4 = Temperature of refrigerant after Evaporation
I.
To find C.O.P [ Carnot ]

C.O.P.carnot =
TL
TH TL
49
Where
T L = Lower temperature to be maintained in the evaporator
in absolute units (K)
T H = Higher temperature to be maintained in the condenser
in absolute units (K)
To find
TL:
Take the average of P 1 & P 4 (in bar abs.) and find the corresponding
saturation temperature from P-h chart for R134a
Note: To convert Pressure in PSIG to Bar multiply by 0.07 and add 1.013 to get bar
(abs)
To find
TH:
Take the average of P 2 & P 3 (in bar abs) and find the corresponding saturation
temperature from P-h chart for R134a
II. To find C.O.P
(Theoretical)
Enthalpy is to be found out from the P-h diagram

C.O.P. theoretical
h1 h4
h2
h1
Where
h 1 = Enthalpy Corresponding to Pressure P 1 and refrigerant
entering temperature at T 1 C
h 2 = Enthalpy Corresponding to Pressure P 2 and refrigerant leaving
temperature at T 2 C
h 4 = h 3 = Enthalpy Corresponding to Pressure P 3 and
refrigerant temperature after condensing at T 3 C
III. To find C.O.P (Actual)
Re frigerating effect
C.O.P. ( Actual )
Time
Workdone( Input to Compressor )
Re frigerating effect
time
= mw Cpw
T
t
Where
m w = mass of water in kg
Cp w = Specific heat of water = 4.186 kJ/ kg K
50
T = temperature drop in the water in K

t = time duration for temp. drop in seconds.
Work Done = Energy consumed by the compressor motor to be found out from the
Energy meter
=
10 3600
kW
t X
Where
X = Energy meter constant = 600 rev/kW-hr
t = Time taken in sec for 10 revolutions of Compressor energy meter
reading
Therefore
C.O.P.
( Actual )
mw
Cpw
Work done
IV To find relative C.O.P

Relative C.O.P
= Actual C.O.P / Theoretical C.O.P
Result Tabulation: The results obtained are furnished in the table below.
Carnot
Theoretical
Actual
Relative
C.O.P.
51
52
Date :
Expt. No :
STUDY &VOLUMETRIC EFFICIENCY TEST ON KAESER AIR COMPRESSOR

Study on Kaeser Air compressor
Introduction:-
Air Compressors are used to raise the pressure of air with the minimum expenditure of
energy. An air-compressor sucks the air from the atmosphere, compresses it and delivers the
same under high pressure to a storage tank.
Since the compression of air requires some work to be done on it, some form of prime
mover must drive a compressor.
The compressed air is used for many purposes such as for operating pneumatic drills,
rivets, road drills, paint spraying, air motors and in starting and supercharging of I.C. Engines
etc. It is also utilized in the operation of lifts, rams, pumps and a variety of other devices. In
heavy vehicle automobile, compressed air is also used for power brakes.
Air Compressors are classified into:
a) Reciprocating air compressors
b) Rotary air compressors.
Classification of Reciprocating Air Compressor:

(i) Single acting compressor,
(ii) Double acting compressor,
(iii) Single stage compressor,
(iv) Multi stage compressor
Single acting reciprocating compressor: In single acting compressor the air is compressed in
the cylinder on one side of the piston only.
Double acting compressor: In double acting compressor the air is compressed on both sides of
the piston.
Single stage compressor: In single stage compressor, the air is compressed in a single cylinder.
Multi stage compressor: In multistage compressor, the air is compressed in two or more
cylinders. Multi stage compression is done to achieve high pressure ratio. In a compressor
when compression ratio exceeds 5, generally multistage compression is adopted.
The
following arrangements are generally in practice for reciprocating compressors.
No. of stages
Delivery press
One
up to 5 bars
Two
5 to 35 bar
Three
35 to 85 bar
Four
above 85 bars
According to pressure range the compressors are also classified as:
Fans
: Pressure ratio is 1 to 1.1
Blowers
: Pressure ratio is 1.1 to 4.0
53
Compressors : Pressure ratio is above 4

In this experiment the compressor given for study is Kaeser air compressor, which is a
single acting, two stage, air cooled reciprocating air compressor. The specifications of the
compressor is given under volumetric efficiency test.
Some Important parts and its functions
Low pressure cylinder: Air is compressed from atmospheric
pressure in L.P. Cylinder.
pressure
to intermediate
High Pressure Cylinder: Air is compressed from intermediate pressure to delivery pressure in
H.P Cylinder.
Inter Cooler: Air is cooled in between the two compression stages at constant pressure.
After Cooler: Air is cooled after the compression is over to accommodate more air in the
receiver tank.
Air Filter: It filters dust particles from the air. Otherwise the dust particles will adhere the
inner surface of the cylinder and thereby increases the friction between the cylinder and piston.
Due to this more power loss, wear and tear will be taking place.
Orifice Meter: It is used to measure the actual flow of air for compression by measuring
pressure difference across the orifice using manometer.
Air Stabilising Tank: During suction stroke, the air from atmosphere is sent into the LP cylinder.
During compression, air is sent to HP cylinder through inter cooler. The flow of air in the pipe
line from atmosphere to the LP cylinder is not uniform (i.e. intermittent) due to the suction of
the air taking place in the alternative strokes. To measure the flow rate of air, the flow must be
uniform across the orifice. Otherwise the manometer reading will fluctuate. Hence an air
stabilising tank is introduced between orifice meter and LP cylinder. This stabilises the flow of
air between the air filter and stabilising tank. While connecting the pipe line and the
stabilisingtank,see, that these are connected in diametrically opposite. However, air stabilising
tank, is fitted only in the experimental air compressors to measure the flow rate of air.
Safety Valves: It releases the air when the pressure of air exceeds the desired limit.
Pressure Cut off Switch: It is a device used todisconnectthe electrical circuit, when the
pressure of air in the receiver tank reaches the desired pressure. This disconnects the circuit of
no volt coil in the Star-Delta Starter; thereby it switches off the motor.
Prime mover and Dynamometer:The prime mover used for the compressor is a trunnion type
electrical motor. This motor itself is acting as dynamometer to measure the input power of the
compressor.
54
The schematic diagram of Kaeser air compressor is shown below
55
Work done on P-V diagram of compressor:

D
Fig.2 P-V diagram for Single stage air compressor.

The P-V diagram of a single stage reciprocating air compressor with zero clearance is shown
in Fig.2 The air is sucked in from the atmosphere during the suction stroke AB at pressure
Pa(i.e. at atmospheric pressure). At the end of suction stroke the air is compressed
polytropically during the part of its return stroke (process BC). During compression stroke
the pressure and temperature of air increases and volume decreases. This happens until the
pressure P d (delivery pressure) in the cylinder is sufficient to force open the delivery valve
at C after which no more compression takes place. The delivery occurs during the remainder
of the return stroke CD. The work done on the air per stage is area ABCDA. In the case of air
compressors, the inlet and outlet valves are operated by pressure difference only. Not by any
external means.
Fig.3 P-V diagram for two stage air compressor with inter cooling.
The air is sucked in LP cylinder during the suction stroke at intake pressure Pa and
Temperature Ta.
After compression in the first stage from B to E it is delivered to the
intercooler, at a constant pressure Pi. The air is cooled in an intercooler, at a constant pressure
Pi before passing it to second stage. The process of inter cooling is represented by the line EF.
The air from the intercooler is then directed to the second stage ofcompression FG to the
delivery pressure P d . Then the air delivered to the receiver tank at constant pressure P d . This
process is represented by GD in the P-V diagram. The shaded area CEFGC shows the amount of
work saved due to two stage compression with intercooling per cycle.
56
Volumetric efficiency test
Aim: To determine the volumetric efficiency of the low pressure cylinder of Kaeser Air
Compressor at NTP condition.
Specifications:
Type
Speed
Type of cooling
Bore
L.P. cylinder
H.P. cylinder
Stroke
Maximum pressure :
Motor output
Free air delivered :
Precautions:
1. Before starting the experiment, the air which is already compressed if any in the reservoir
is released out so that initial gauge pressure in compressor reservoir is zero.
2. The initial load on the motor while starting should be avoided by opening the valves
provided at the top of the L.P. and H.P. cylinders.
3. The pin is inserted on the torque arm hole to prevent jerk while starting.
Procedure:
1. The motor is started using the automatic star-delta starter by pressing the green color
button.
2. The valves provided at the top of the LP and HP cylinders, water drain cock and the air
outlet valves are closed after speed of the motor has increased to the rated speed. The
increase in pressure of air in the receiver tank is indicated by the pressure gauge.
3. The pressure of air is maintained constant to the desired value [say 2 kgf /cm2] by
adjusting the opening of the compressed air outlet valve. [by trial and error method]
4. The following observations are to be made by keeping reservoir pressure constant.
[ 2 kgf /cm2]
a) Speed (N) ;
b) Manometer reading (hw) (Pressure difference across orifice)
57
5. The same observations are to be made for the other reservoir pressures [4, 6, 8, 10, 12 kgf
/cm2.]
6. Then the motor is switched off by pressing the red color button of the starter after
opening the valves provided at the top of LP and HP cylinders.
Observations:
Room Temperature [T a ] :--------- oC
Orifice dia. [d o ] :---------- mm.
Receiver pressure (P 3 )
kg f /cm2
Bar
(gauge)
(abs.)
Sl. No
Manometer reading(h w ) in mm
L
R
(left arm)
(right arm)
L+R
Speed
N
Rpm
Note:1 kg f /cm2 (gauge) = (1 x 0.981) + 1.013 bar[Absolute]

Specimen calculations: (For gauge pressure =--------- kg/cm2)
1. Density of air ( a ) 3 =
Where
1.013 x 105
287 (273+
P a = Atmospheric pressure, 1.013 x 105N/m2
R a = Universal Gas constant, 287 J/kgK

T a = Room Temperature in Kelvin
2. Pressure head in terms of air (h a ), m
a h a = w hw
=
where
1000
w = density of water = 1000 kg/m3

h w = head of water in m
58
3. Velocity of air through orifice, (V a ), m/sec. = 2

4. Area of orifice, (m2) = (A o ) =
0 2
4
where d o = dia of orifice= 18 mm = 0.018 m
5. Volume flow rate of air at inlet condition (Q a ), (m3/sec) = C d x A o x V a

Where C d = Coefficient of discharge of orifice = 0.6
6. Vol.of air compressed at NTP (Normal Temp. and Press.),( m3/sec.)

273
Q a at NTP =
7. Theoretical Volume of air, m3 /sec Q th = 4

where
L = Stroke length of LP cylinder in m
N = Speed in rpm
D = Diameter of LP Cylinder in m
60
8. Volumetric efficiency of the L.P. Cylinder, % =
x100
59
Result Tabulation:
Sl..No.
Receiver Pressure
P 3 , (bar) (abs.)
Q a at NTP
m3/s
Q th
m3/s
Vol.
%
2
3
4
5
6
Result:
The experiment was conducted and the volumetric efficiency of the LP Cylinder of Kaeser Air Compressor at NTP condition
was determined at various receiver pressures.

Graph
A graph between receiver pressure(P 3 ) and Volumetric efficiency( vol ) is to be drawn .
60
Expt.No :
Date:
STUDY AND VALVE TIMING ON FIELDMARSHAL 8HP ENGINE

Note : Basic procedure for valve timing on page No 6
Aim:To study and determine the valve timings/settings on Field marshal 8HP engine and to
draw the valve timing diagram.
A reference point
Specifications:Type
Fuel used
Power
Speed
Bore
Stroke
Type of Cooling
Valve mechanism
:
OBSERVED DIAGRAM
61
Observation tabulation:Circumference of flywheel =

Sl.
No.
Events
IVO
IVC
EVO
EVC
Sequence of
Operation
Distance from the nearest dead

centre x in cms
cm.
Crank angle
in degrees
SPECIMEN CALCULATIONS:
1 =
2 =
3 =
4 =
Circumference
Circumference
Circumference
Circumference
62
RESULT:
The experiment was conducted and the Valve Timing Diagram for Field marshal 8HP
engine was drawn. From the valve timing diagram the following values are obtained
Crank angle for which the Inlet Valve remains open( 1 +180+ 2 )
Crank angle for which the Exhaust valve remains open( 3 +180+ 4 )
Angle of over lap ( 1 + 4 )
=
63
Expt.No:
Aim:
Date:
LOAD TEST ON KIRLOSKAR AV-I(Double arm) ENGINE
To conduct a load test on Kirloskar AV-I engine by running the engine at different loads
at 1500 rpm and to find the economic load. Also determine the load characteristics of the
engine and generator.
Instruments required:
Swing field [DC] generator/motor type dynamometer,
AC-DC converter with starting device [panel board],
Bank of electrical resistances to apply load,
Tachogenerator with speed indicator to measure the speed of the engine,
Stop-watch to note the time for a definite volume of fuel consumption.
Specifications:
Type
No. of strokes per cycle
Type of cooling
Fuel used
Speed
Power
Bore
Stroke
Preliminary calculations:
While conducting load test the speed is retained constant and the load is varied (viz, no
load, light load, medium load & full load). Normally six equi-distributed loads are chosen in the
range from no load to full load. Preliminary calculations are made to determine the net tension
(T 1 -T 2 ) or a tangential force (W) needed at the dynamometer to effect the desired power
output (Load).
In this test setup the engine is coupled to a swing field DC shunt-wound
generator/motor type dynamometer. There are provisions to measure both the electrical
output of the generator and the mechanical output of the engine. When the electrical
resistances are included in the output circuit, the generator and hence the engine gets loaded.
The generator swings about the trunnion and force required to keep the torque arm horizontal
is the measure of engine output.
64
The net tension (T 1 -T 2 ) corresponding to the rated power output is calculated using the
expression for brake power. Then the values of net tension for other part load outputs
(0%,20%,40%,60%,80%) are calculated and tabulated in the observation table.
We know that
Brake power
Where,
(BP) = Torque x Angular Velocity

2 N
BP
=(T 1 T 2 ) R e 60
BP
= Brake Power in kilowatts
(T 1 - T 2 ) = Load or net tensions in Newton

N
= Speed of the engine in rpm
Re
= Torque arm length
{Torque arm length = Half of the distance between the center lines of the spring balances. This has to be
measured from the dynamometer spring balances}
Hence R e =
The equation to find BP is: BP in kW =
Hence (T 1 - T 2 ) =
B.P x 60 x 1000
2 Re N
2 R e N(T 1 T 2 )
60 x 1000
in Newton's
The value for B.P and N are to be taken from the specifications of the engine.
The value obtained for (T 1 - T 2 ) from the above equation is the full load of the engine in
Newton.
(T 1 - T 2 ) = ---------------------------------------------- =
(T 1 - T 2 ) =
(T 1 - T 2 )=
in N
N
(1 2 )
9.81
in kg f
65
Precautions:a) Ensure that the electrical main switches (one in the panel board intended for running
the DC machine as a motor to find friction power and the other in the resistance load bank
intended for loading the DC machine as generator during load test) are in OFF position.
b) Electrical starter has to be in OFF position.
c) Speed regulator knob shall be set for minimum position.
Procedure:
1. After evaluating the loads to be applied on the engine, check the fuel level in fuel tank, flow
of cooling water to the engine, level of lubricant in the sump as indicated by the dipstick and
no-load on the engine as indicated by the loading device etc.
The DC machine coupled to the engine is run as a generator and the applied load is varied by
altering the load resistances.
Engine
Generator
Load
2. After observing all the precautions, the engine has to be started.

Starting Procedure:i.
ii.
iii.
iv.
The decompression lever located at the rocker box is turned to the vertical
upward
position. [Decompression On]
The starting handle is inserted on the cam shaft
The cam shaft is manually rotated faster in clockwise direction.
After the engine shaft has gained sufficient momentum, the decompression lever is
brought to the horizontal position [Decompression Off]. Then the engine gets started.
3.Allow the engine to run for 5 to 10 minutes to attain steady condition at its rated speed of
1500 rpm.
4. Now, load the engine approximately to 20 % of full-load by switching on the load mains and
suitable electrical resistances.
5. The speed of the engine is to be maintained at 1500 rpm. The generator output voltage is
also to be maintained at 220 V by adjusting the field rheostat.
6. The actual spring balance readings are noted after the generator torque arm to its horizontal
position by adjusting the hand wheels located above the spring balance
7. Note the time for 10 cc of fuel consumption twice at this load and average the values.
66
8. Ammeter reading is also to be noted for the same load.

9. In the same way, maintain the speed at rated value and note the time for 10cc of fuel
consumption at 40 %, 60 %, 80 % of full load, full load and at no load.
10. After taking all the readings, the engine is switched off at no load by pulling the control rod
of the fuel injection pump.
Observations:-
Sl.
No.
%of
load
Speed to be maintained: ________rpm

Cal. Load
(T 1 -T 2 )
App. load
(T 1 -T 2 )
Voltmeter
reading
in
Ammeter
reading
in
Time taken for 10 cc

of fuel consumption
in sec.
1
R
2
R
Note: At the beginning of the experiment, the conditions of viscous friction will be more than that at steady
running. Hence observation at no load if made at the beginning will result in arriving of incorrect higher fuel
consumption value. In order to overcome this error observations at no load are to be made at the end of the
experiment
Specimen calculations: (For % of load)

1. Fuel Consumption [FC], kg/hr
= Vol. flow rate, cc/s x density of fuel, kg/cc x 3600 s/hr.

10
=
t ave
FC =
x Sp. gravity of diesel x density of water in kg/cc x 3600

10
x 0.835 x 1000 x 106 x 3600 = _____________kg/hr

67
2. Brake Power [BP], (kW) =
2 R e N(T 1 T 2 )
60 x 1000
(1 2 ) "N"
BP =
x 1500 (
2x
)
=
60 x 1000
3. Specific Fuel Consumption [SFC], (kg/kW-hr) =

SFC = --------------- =
FC
BP
kg/kW-hr
4. Frictional Power [Fr. P], kW

To be obtained from the graph of BP Vs FC by extrapolation method. Frictional power is assumed to be constant at all loads.
F r .P
5. Indicated Power [IP], (kW) = BP+ Fr.P

IP
68
Brake power
6. Mechanical Efficiency = Indicated

Mech =
power
x 100
7. Fuel Power [Fu.p] (or) Heat Input, (kW)
FC ,
Fu P =
8. Brake Thermal Efficiency = fuel

Bth
BP
power
9. Indicated Thermal Efficiency = Fuel

Ith =
IP
kg
kJ
xC .V,( )
hr
kg
3600
kJ
[C.V of Diesel 42,000(kg )]
x100
power
x100
69
10.Brake Mean Effective Pressure [BMEP],(bar) =

=
BPx 10 3 x60
10 5 x L x A x N x n
BP x 60
100 L A N n
in bar
N = Number of power strokes per minute.
For 4 stroke engine N' = ;
A = Area of bore(m2)=
2
4
For 2 stroke engine N' = N; n = Number of cylinders
(d = Dia of bore in m)= .m2;
L = Length of stroke,m
BMEP =
11. Indicated Mean Effective Pressure [IMEP] (bar) =

IMEP =
IPx 60
100LA N n
70
12. Torque, Nm = (T 1 - T 2 ) x R e
Torque =
Vx I
13. Generator power output, (kW) = 1000

=
1000
Generator power output
14. Generator efficiency, (%) = BrakePower
kW
of the engine
gen =
x100
Draw the following Graphs:

1.
BP Vs SFC,
B.Th. efficiency,
2.
BP Vs I.Th.efficiency,
Mech. efficiency,
IMEP,
BMEP ,
Torque and
Generator Efficiency.
71
RESULT TABULATION
l.
No.
B.P
F.C
/
SFC
/.
Fu.P
I.P
I.Th.
B.Th.
Mech.
%
BMEP
IMEP
Torque
Generator
Efficiency
%
Result:
The Load test on KIRLOSKAR AV I Engine was conducted at different load condition, the economic load of engine was found at
___________rpm is ________kW - and the corresponding performance characteristic curve were also drawn.
72
Extrapolation (or) Willans line method:

Extrapolation (or) Willans line method:
This is a method of determining the friction power and hence the indicated power of C.I
engine. It is based on the fact that at part loads the combustion is completed within the engine
cylinder. Hence at a given speed the rate of fuel consumption bears a linear relationship with
power output/torque.
A plot therefore of rate of fuel consumption versus power output/torque at a
particular speed will be a straight line in the light load region. This straight line is Willans line.
The amount of negative power output/torque obtained by extrapolation of the plot at zero rate
of fuel consumption represents the frictional power (power required to over come friction) of
the engine at the specified speed.
BP Vs. FC
(Extrapolation Method)
2
1.8
1.6
1.4
1.2
1
0.8
0.6
0.4
0.2
0
-
1.5
-1
-0.5
Friction Power
0.5
1.5
2.5
3.5
BP in kW
The rapid increase in the slope of Willans line at high load denotes a reduction in
combustion efficiency as more and more fuel is pumped in to the given volume of air.
Since petrol engine is throttled to maintain a high fuel/air ratio with load,
combustion is not complete with in the cylinder. In this case a plot of power output versus rate
fuel consumption does not yield a straight line. Hence extrapolation is difficult and not suitable
for use with petrol engines.
Note: Finding friction power in this method directly depends on the flow rate of fuel consumed. It has to be noted
that any fuel leak in the fuel line will result in incorrect frictional power.
73
The general shape of characteristics curve are shown For reference
ECONOMIC LOAD CURVE
74
Expt.No :
Aim:
Date:
LOAD TEST ON PSG 5 HP ENGINE
To conduct a load test on PSG 5 HP engine by running the engine at different loads at
610 rpm and to find the economic load. Also to determine the load characteristics of the
engine.
Friction brake to indicate the load,
Digital tachometer to measure the speed of the engine,
Specifications:
Type
Type of cooling
Fuel used
Speed
Power
Bore
Stroke
Procedure:
1. After evaluating the full-load of the engine in f with the help of specifications given, check
the fuel level in fuel tank, flow of cooling water to the engine, level of lubricant in the sump as
indicated by the dipstick, and no-load on the engine as indicated by the loading device etc.,
before starting the engine.
R
2. Start the engine by cranking and allow it to run for 5 to 10 minutes to attain steady condition
at its speed of 610 rpm. Allow the cooling water for the brake drum in order to cool it while
applying loads.
3. Now, load the engine to 20 % of full-load. Then check for its speed and note down the actual
load on the engine.
5. In the same way, maintain the speed at its rated value and note the time for 10cc of fuel
consumption at 40 %, 60 %, 80 % of full load, full load and at no load. After taking no load
reading the engine is stopped by engaging the fuel cut off lever.
75
The loading device attached to this Engine is Mechanical Brake drum type.
We know that ,
Brake power (BP)
= Torque x Angular Velocity
BP
Where,
=(T 1 T 2 ) R e
BP
60
= Brake Power in kilowatts
(T 1 - T 2 )
N
2 N
= Load or net tensions in Newton

= Speed of the engine in rpm
t
R e = Effective radius of brake drum in meters = (R +2 )
(Where R is the radius of the brake drum , obtained from its circumference and
t is the thickness of the belt = 8 mm = 0.008 m)
Circumference of the brake drum, 2R =

(To be obtained from Engine brake drum)
R=
Hence R e =
The equation to find BP is: BP in kW =
Hence (T 1 - T 2 ) =
2 R e N(T 1 T 2 )
60 x 1000
B.P x 60 x 1000
2 Re N
in Newton's
The value for B.P and N are to be taken from the specifications of the engine.
The value obtained for (T 1 - T 2 ) from the above equation is the full load of the engine in
Newton.
(T 1 - T 2 ) =
(T 1 - T 2 ) =
N
(1 2 )
9.81
in kg f
76
Observations:-
Sl.
No
%of
load
Speed to be maintained :__________ rpm

Calculated load
(T 1 -T 2 )
N
kg f
Applied load
(T 1 -T 2 )
kg f
N
Time taken for 10cc of fuel

consumption in sec
t1
t2
t ave
Note: At the beginning of the experiment, the conditions of viscous friction will be more from that at steady
experiments.
Specimen Calculations: (For % of load)


10
=
t ave
FC =

10
x 0.835 x 1000 x 106 x 3600 = ________________ kg/hr
2. Brake Power [BP], (kW) =

(1 2 ) "N"
= .
BP =
2x
xN(
2 R e N(T 1 T 2 )
60 x 1000
60 x 1000
=
77

SFC = --------------- =
FC
BP
kg/kW-hr

F r .P

IP
Brake power

Mech =
power

Fu P =
x 100
FC ,
kg
kJ
xC .V,( )
hr
kg
3600
kJ
78

Bth
BP
power

Ith =
x100
IP
power
x100

=
BPx 10 3 x60
BP x 60
100 L A N n
in bar
2
4
BMEP =
79

IMEP =
IPx 60
100LA N n
12. Torque, Nm = (T 1 - T 2 ) x R e
Torque =

1.
BP Vs SFC,
B.Th. efficiency,
2.
Mech. efficiency,
IMEP,
BMEP and
Torque .
80
RESULT TABULATION
Sl No
Appl.load
BP
FC
SFC
Fu.P
IP
BMEP
IMEP
Torque
3
4
5
Result :
The Load test on PSG 5HP Engine was conducted at different load condition, the economic load of engine was found at
___________rpm is ________kW
and the corresponding performance characteristic curve were also drawn.
81
Expt.No :
Date:
LOAD TEST ON BATLIBOI ENGINE

Aim:
To conduct a load test on BATLIBOI engine by running the engine at different loads at
1500 rpm and to find the economic load. Also determine the load characteristics of the engine.
Tachometer to measure the speed of the engine
Specifications:
Type
Type of cooling
Fuel used
Speed
Power
Bore
Stroke
Procedure:
1. After evaluating the full-load of the engine in kg f with the help of specifications given, check
the fuel level in fuel tank, level of lubricant in the sump as indicated by the dipstick, and noload on the engine as indicated by the loading device etc, before starting the engine.
2. Start the engine by cranking and allow it to run for 5 to 10 minutes to attain steady condition
at its rated speed of 1500 rpm.
3. Now, load the engine to 20 % of full-load. Then check and adjust for its rated speed and note
down the actual load on the engine.
82
5. In the same way, maintain the speed at rated value and note the time for 10cc of fuel
consumption at 40 %, 60 %, 80 % of full load,full load and at no load. After taking no load
reading at last the engine is stopped by engaging the fuel cut off lever.
Note: At the beginning of the experiment, the conditions of viscous friction will be more from
that at steady running. Hence observation at no load if made at the beginning will result in
arriving of incorrect higher fuel consumption value.
In order to overcome this error
observations at no load are to be made at the end of the experiments.
Full-load can be estimated by using the following equation.
BP rated =
Where,
BP rated
W max
N
C
- Brake power in kW
- Maximum load applied on the hydraulic dynamometer in Newton
- Speed in rpm.
- dynamometer constant [29323.3]
W max =
83
Observations:-
Sl.
No
%of
load
Speed to be maintained ___________rpm

Calculated load
(T 1 -T 2 )
N
kg f
Applied load
(T 1 -T 2 )
kg f
Time taken for 10cc of fuel

consumption in sec
t1
t2
t ave
1
2
3
4
5
6
Note: At the beginning of the experiment, the conditions of viscous friction will be more than that at steady
experiment
Specimen calculations: (For % of load)

10
=
t ave
FC =

10
x 0.835 x 1000 x 106 x 3600 = _____________kg/hr
84
2.Brake Power (BP) =

SFC = --------------- =
FC
BP
kg/kW-hr

F r .P

IP
Brake power

Mech =
power
x 100
85
FC ,
Fu P =

Bth
BP
power

Ith =
kg
kJ
xC .V,( )
hr
kg
3600
kJ
x100
IP
power
x100

=
BPx 10 3 x60
BP x 60
100 L A N n
in bar
2
4
BMEP =
86

IMEP =
IPx 60
100LA N n
12. Torque, Nm = (T 1 - T 2 ) x R e
Torque =

1.
BP Vs SFC,
B.Th. efficiency,
2.
Mech. efficiency,
IMEP,
BMEP ,
Torque
87
RESULT TABULATION
Sl No
Appl.load
BP
FC
SFC
Fu.P
IP
BMEP
IMEP
Torque
3
4
5
Result :
The Load test on BATLIBOI Engine was conducted at different load condition, the economic load of engine was found at
___________rpm is ________kW
and the corresponding performance characteristic curve were also drawn.
88
89

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ANNAMALAI

DEPARTMENT OF MECHANICAL ENGINEERING

III SEM B.E

LABORATORY INSTRUCTION MANUAL CUM OBSERVATION

1. Study and valve timing on Anil 10 HP Engine.

2. Study and port timing on Petter 3 HP Engine.

3. A) Study of Loco & Cochran boilers.

B) Study of Greenbat turbine and condenser

4. Performance test on Experimental central air conditioning plant.

5. Performance test on Refrigeration Trainer.

6. Study &Volumetric Efficiency test on Kaeser air compressor test rig.

7. Study and valve timing on Field marshal 8HP Engine.

8. Load test on Kirloskar AV I Engine (Double arm type).

9. Load test on PSG 5 HP Engine.

10. Load test on Batliboi Engine.

2. GENERAL SHAPE CHARACTERISTIC CURVE

Instructions to the students

Be regular and be punctual to classes

Come in proper uniform stipulated

Ensure safety to your body organs and laboratory equipment

SAFETY FIRST DUTY NEXT

Read in advance the contents of the instruction manual pertaining to the

Though you work in a batch to conduct experiment, equip yourself to do

Independently do the calculations and sketching. If there is difficulty, consult your

Help to maintain neatness in the laboratory.

Name of the Experiment

Name of the Experiment

STUDY AND VALVE TIMING ON FOUR STROKE IC ENGINES

Procedure for drawing V.T.D.

Then locate all the events on the circular arcs as per

VALVE TIMING DIAGRAM

STUDY AND VALVE TIMING ON ANIL 10 HP ENGINE

Observation tabulation:Circumference of flywheel =

Distance from the nearest

of the flywheel / pulley / brake drum

of the flywheel / pulley / brake drum

of the flywheel / pulley / brake drum

of the flywheel / pulley / brake drum

VALVE TIMING DIAGRAM

Angle of over lap ( 1 + 4 )

General Instruction and procedure for

STUDY AND PORT TIMING ON TWO STROKE IC ENGINES

Circumference of flywheel = ............cm.

of the flywheel / pulley / brake drum

Port Timing Diagram:

PORT TIMING DIAGRAM

STUDY AND PORT TIMING ON PETTER 3 HP ENGINE

of the flywheel / pulley / brake drum

of the flywheel / pulley / brake drum

of the flywheel / pulley / brake drum

of the flywheel / pulley / brake drum

PORT TIMING DIAGRAM

Crank angle for which the Exhaust port remains open

Aim: To study the loco type and Cochran boilers

: Horizontal, Fire tube

LOCO TYPE BOILER

ii) COCHRAN BOILER

: Vertical, Fire tube, Oil fired

Oil Burner atomization

B. STUDY OF GREENBAT TURBINE AND CONDENSOR

: 7.46 kW (10 H.P)

Generator speed (or reduced turbine speed)

: 3.5 kg/cm2 (3.4 bar)