THERMAL ENGINEERING LAB MANUAL

Department of Mechanical Engineering National Institute of Technology Tiruchirap

palli -620 015
1
LIST OF EXPERIMENTS
EX.NO 1 2 3 4 TITLE PORT TIMING DIAGRAM OF SINGLE CYLINDER TWO STROKE SPARK IGNI
TION ENGINE VALVE TIMING DIAGRAM OF A SINGLE CYLINDER FOUR STROKE COMPRESSION IG
NITION ENGINE PERFORMANCE TEST ON SINGLE CYLINDER FOUR STROKE DIESEL ENGINE (KIR
LOSKAR) HEAT BALANCE TEST ON SINGLE CYLINDER FOUR STROKE COMPRESSION IGNITION EN
GINE (KIRLOSKAR) FLASH AND FIRE POINT TEST BY CLEAVE LAND OPEN CUP APPARATUS CAL
ORIFIC VALUE DETERMINATION BY JUNKER’S GAS CALORIMETER PERFORMANCE TEST ON RECIPRO
CATING AIR COMPRESSOR PERFORMANCE TEST ON SINGLE CYLINDER TWO STROKE PETROL ENGI
NE (BAJAJ) PERFORMANCE TEST ON SINGLE CYLINDER FOUR STROKE PETROL ENGINE KINEMAT
IC VISCOSITY USING CAPILLARY VISCOMETER PAGE NO.
2 5
8
15
5 6 7 8 9 10
24 26 30 37 43 49
2
PORT TIMING DIAGRAM OF SINGLE CYLINDER TWO STROKE SPARK IGNITION ENGINE
AIM: To draw the port timing diagram of a two stroke spark ignition engine. APPA
RATUS REQUIRED: 1. A two stroke petrol engine 2. Measuring tape 3. Chalk
BRIEF THEORY OF THE EXPERIMENT: The port timing diagram gives an idea about how
various operations are taking place in an engine cycle. The two stroke engines h
ave inlet and transfer ports to transfer the combustible air fuel mixture and an
exhaust port to transfer exhaust gas after combustion. The sequence of events s
uch as opening and closing of ports are controlled by the movements of piston as
it moves from TDC to BDC and vice versa. As the cycle of operation is completed
in two strokes, one power stroke is obtained for every crankshaft revolution. T
wo operations are performed for each stroke both above the piston (in the cylind
er) and below the piston (crank case). When compression is going on top side of
the piston, the charge enters to the crank case through inlet port. During the d
ownward motion, power stroke takes place in the cylinder and at the same time, c
harge in the crank case is compressed and taken to the cylinder through the tran
sfer port. During this period exhaust port is also opened and the fresh charge d
rives away the exhaust which is known scavenging. As the timing plays major role
in exhaust and transfer of the charge, it is important to study the events in d
etail. The pictorial representation of the timing enables us to know the duratio
n and instants of opening and closing of all the ports. Since one cycle is compl
eted in one revolution i.e. 360 degrees of crank revolution, various positions a
re shown in a single circle of suitable diameter.
3
PROCEDURE 1. Mark the direction of rotation of the flywheel. Always rotate only
in clockwise direction when viewing in front of the flywheel. 2. Mark the Bottom
Dead Center (BDC) position on the flywheel with the reference point when the pi
ston reaches the lowermost position during rotation of the flywheel. 3. Mark the
Top Dead Center (TDC) position on the flywheel with the reference point when th
e piston reaches the top most position during the rotation of flywheel. 4. Mark
the IPO, IPC, EPO, EPC, TPO, and TPC on the flywheel observing the following con
ditions. 5. Inlet port open (IPO) when the bottom edge of the piston skirt just
opens the lower most part of the inlet port during its upward movement. 6. Inlet
port close (IPC) when the bottom edge of the piston fully reaches the lower mos
t part of the inlet port during its downward movement. 7. Transfer port open (TP
O) when the top edge of the piston just open the top most part of the transfer p
ort during its downward movement. 8. Transfer port close (TPC) when the top edge
of the piston fully reaches the upper most part of the transfer port during its
upward movement 9. Exhaust port open (EPO) when the top edge of the piston just
opens the top most part of the exhaust port during its downward movement. 10. E
xhaust port close (EPC) when the top edge of the piston fully reaches the upper
most part of the exhaust port during its up ward movement 11. Measure the circum
ferential distance of the above events either from TDC or from BDC whichever is
nearer and calculate their respective angles. 12. Draw a circle and mark the ang
les.
4
OBSERVATION TABLE: Circumference of flywheel (L) = Sl.No. 1 2 3 4 5 6 FORMULA: L
Angle = ----- × 360 X Where, L – Distance from nearest dead center in mm X- Circumf
erence of the Flywheel in mm RESULT: The given two-stroke petrol engine is studi
ed and the Port timing diagram is drawn for the present set of values. REVIEW QU
ESTIONS: 1. What is the difference between valves and ports? 2. How does the ope
ning and closing of ports happen in two stroke engines? 3. What is the use of tr
ansfer port? 4. Give reason for larger exhaust port diameter than the transfer p
ort. 5. What do you mean by scavenging? 6. What is the pressure developed in cra
nk case? 7. What are the problems associated with two stroke engines? 8. What ar
e the advantages of two stroke engines? 9. How are two stroke engines lubricated
? Give the name. 10. Define compression ratio. Give the range of compression rat
io for petrol and diesel engines. Description IPO before TDC IPC after TDC EPO b
efore BDC EPC after BDC TPO before BDC TPC after BDC mm Distance in mm Angle in
Degrees
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VALVE TIMING DIAGRAM OF A SINGLE CYLINDER FOUR STROKE COMPRESSION IGNITION ENGIN
E
AIM: To draw the valve timing diagram of the four stroke compression ignition en
gine. REQUIREMENTS:
1. Experimental engine 2. Measuring tape 3. Chalks BRIEF THEORY OF THE EXPERIMEN
T: The valve timing diagram gives an idea about how various operations are takin
g place in an engine cycle. The four stroke diesel engines have inlet valve to s
upply air inside the cylinder during suction stroke and an exhaust valve to tran
sfer exhaust gas after combustion to the atmosphere. The fuel is injected direct
ly inside the cylinder with the help of a fuel injector. The sequence of events
such as opening and closing of valves which are performed by camfollower-rocker
arm mechanism in relation to the movements of the piston as it moves from TDC to
BDC and vice versa. As the cycle of operation is completed in four strokes, one
power stroke is obtained for every two revolution of the crankshaft. The suctio
n, compression, power and exhaust processes are expected to complete in the resp
ective individual strokes. Valves do not open or close exactly at the two dead c
enters in order to transfer the intake charge and the exhaust gas effectively. T
he timing is set in such a way that the inlet valve opens before TDC and closes
after BDC and the exhaust valve opens before BDC and closes after TDC. Since one
cycle is completed in two revolutions i.e 720 degrees of crank rotations, vario
us events are shown by drawing spirals of suitable diameters. As the timing play
s major role in
6
transfer of the charge, which reflects on the engine performance, it is importan
t to study these events in detail. PROCEDURE:
1. Mark the direction of rotation of the flywheel. Always rotate only in clockwi
se direction when viewing in front of the flywheel. 2. Mark the Bottom Dead Cent
er (BDC) position on the flywheel with the reference point when the piston reach
es the lowermost position during rotation of the flywheel. 3. Mark the Top Dead
Center (TDC) position on the flywheel with the reference point when the piston r
eaches the top most position during the rotation of flywheel. 4. Identify the fo
ur strokes by the rotation of the flywheel and observe the movement of inlet and
exhaust valves. 5. Mark the opening and closing events of the inlet and exhaust
valves on the flywheel. 6. Measure the circumferential distance of the above ev
ents either from TDC or from BDC whichever is nearer and calculate their respect
ive angles. 7. Draw the valve timing diagram and indicate the valve opening and
closing periods. FORMULA: L Angle = ----- × 360 Degrees X Where, L - Distance from
nearest dead center in mm X- Circumference of the Flywheel in mm OBSERVATIONS:
Sl. No. 1 2 3 4 Description IVO Before TDC IVC After BDC EVO Before BDC EVC Afte
r TDC Distance in mm Angles in Degrees
7
RESULT: The given four stroke compression ignition engine is studied and the val
ve timing diagram is drawn for the present set of values.
REVIEW QUESTIONS: 11. How the valves are different from ports? 12. What are the
advantages of four stroke engines over two stroke engines? 13. Why four stroke e
ngines are more fuel efficient than two stroke engines? 14. Explain the lubricat
ion system of four stroke engines. 15. What do you mean by valve overlap? What a
re their effects in SI engines? 16. How the cylinder numbers assigned in multi-c
ylinder I.C. engines? 17. Give firing order for a four and six cylinder engines.
18. Explain how the correct direction of rotation is found before starting the
valve timing experiment. 19. How do you identify an engine is working on two str
oke or four stroke principle? 20. How do you identify whether it is petrol or di
esel engine?
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PERFORMANCE TEST ON SINGLE CYLINDER FOUR STROKE DIESEL ENGINE (KIRLOSKAR)
AIM: To perform a load test on the given engine and to draw the performance char
acteristic curves. APPARATUS REQUIRED: 1. The engine test rig 2. Stop-watch 3. H
and tachometer NAME PLATE DETAILS ENGINE: Type Fuel Power Speed SFC Lub Oil : Wa
ter cooled, Constant speed : H.S. Diesel : 5.2 kW : 1500 rpm : 0.251 kg/kw h : S
AE30/SAE 40
ALTERNATOR: Power Voltage Phase AMPS Connection Speed P.F. : 7.5 kVA : 415V, 50
Hz :3 : 10.4 : STAR : 1500 rpm : 0.8
9
LOADING TYPE
: ELECTRICAL LOADING
FUEL PROPERTIES: Specific gravity of Diesel Calorific value = 0.83 g/cc = 42,000
kJ/kg
BRIEF THEORY OF THE EXPERIMENT:
A load test on an engine provides information regarding the performance characte
ristics of the engine. Engine performance varies with both load on the engine as
well as the engine speed. However the stationary engine used in this experiment
operate at a constant speed. The performance characteristics of such engines ar
e obtained by varying the load on the engine.
EXPERIMENTAL SETUP: The compact and simple engine test rig consisting of a four
stroke single cylinder, water cooled, constant speed diesel engine coupled to an
alternator by flexible coupling. The engine is started by hand cranking using t
he handle by employing the decompression lever. The engine is loaded using elect
rical lighting load bank. The loading arrangement consists of a set of lamps and
switches on the panel board. A voltmeter and an ammeter are used to record the
load on the alternator. A burette is connected with the fuel tank through a cont
rol valve for fuel flow measurement. Provision is made to circulate water contin
uously through the engine jacket. PRECAUTIONS: 1. The engine should be checked f
or no load condition. 2. The cooling water inlet for engine should be opened. 3.
The level of fuel in the fuel tank should be checked. 4. The lubrication oil le
vel is to be checked before starting the engine.
10
STARTING THE ENGINE: 1. Keep the decompression lever in the vertical position 2.
Insert the starting handle in the shaft and rotate it 3. When the flywheel pick
s up speed bring the decompression lever into horizontal position and remove the
handle immediately. 4. Now the engine will pick up. STOPPING THE ENGINE: 1. Cut
off the fuel supply by keeping the fuel governor lever in the other extreme pos
ition. (For Diesel Engine) PROCEDURE: 1. Start the engine at no load and allow i
dling for some time till the engine warm up. 2. Note down the time taken for 10c
c of fuel consumption using stopwatch and fuel measuring burette. 3. After takin
g the readings open the fuel line to fill burette and supply fuel to run the eng
ine from the fuel tank again. 4. Now load the engine gradually to the desired va
lve. This may be done by switching on three lamps in the columns. 5. Allow the e
ngine to run at this load for some time in order to reach steady state condition
and note down the time taken for 10 cc of fuel consumption. 6. Note down the vo
ltmeter and ammeter readings for the above conditions. 7. Repeat the experiment
by switch ON additional lamps. 8. Ensure that the lamp loads are distributed equ
ally among all the 3 phases. 9. Release the load by switch OFF the lamps slowly
one by one and stop the engine. 10. Tabulate the readings as shown and calculate
the result.
11
OBSERVATION TABLE: Sl. No. No. of Lamps % of Load (%) Voltmeter Reading (Volts)
Ammeter Reading (Amps) Time for ‘x’ cc of fuel consumption (sec) Trial T1 Trial T2 T
rial Tave
DETERMINATION OF MAXIMUM LOAD: Brake power × Alternator efficiency = -------------
-------------------------------------√3 V cos φ
I SPECIMEN CALCULATIONS: 1. Total uel consumption (T.F.C.) Where,
KW
X 3600 = ----- × speci ic gravity o uel × --------- Kg/hr Time 1000
X – Quantity o uel consumed in cc (Burette reading) Speci ic gravity o uel = 0
.85 gm/cc
12
2. Brake power (B.P.) Where,
√3 VI cos φ = --------------------------- KW Alternator e iciency
Cos ø = Power actor = 1 ( or lamp loads) Alternator E iciency = 0.9 TFC 3. Speci
ic uel consumption = ---------- kg/kw.hr (S.F.C.) B.P 4. From the graph drawn
between brake power and total uel consumption, the rictional power is ound by
extrapolation method. Frictional Power (F.P.) = KW
5. Indicated power (I.P.)
= Brake power + Frictional power KW Brake power = ------------------------------
×100 % Indicated power
6. Mechanical e iciency
7. Brake thermal e iciency
Brake power × 3600 = -------------------------------------------------- ×100 % Total
uel consumption × Calori ic value
13
RESULTANT TABULATION:
% o Load (%)
B.P. (KW)
T.F.C. (Kg/hr)
S.F.C. (Kg/kw.hr)
F.P. (KW)
I.P. (KW)
Mech. E iciency (%)
Brake Thermal E iciency (%)
GRAPHS: B.P. Vs T.F.C. B.P. Vs S.F.C. B.P. Vs Mechanical e iciency B.P. Vs Brak
e Thermal e iciency
RESULT: Load test on the given engine is per ormed and per ormance characteristi
c curves are drawn. From the graph drawn between B.P and T.F.C, riction power i
s calculated by willian’s line method.
14
REVIEW QUESTIONS:
1. How to start and stop the CI engine? 2. What is the purpose o a decompressio
n lever? 3. How the speed o the engine is maintained constant at all loads? 4.
What is the unction o a governor in a constant speed engine? Where it is norma
lly located? 5. What is normal uel injection pressure in a C I. engine? 6. What
is the speed ratio between a cam sha t and a crank sha t? 7. What is the type o
dynamometer employed? 8. Give reasons or valve timing greater than 180º? 9. Wha
t is the type o cooling employed? 10. How do you ensure the lubrication pump is
e ective?
15
HEAT BALANCE TEST ON SINGLE CYLINDER FOUR STROKE COMPRESSION IGNITION ENGINE (KI
RLOSKAR)
AIM:
To per orm a heat balance test on the given single cylinder our stroke C.I engi
ne 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 low meter 3. Burette or uel low measurement 4. R
otameter or water low measurement 5. Stop watch. 6. Ammeter (0 - 20 A) 7. Volt
meter (0 - 500 V) 8. Thermometers. NAME PLATE DETAILS ENGINE: Type Fuel Power Sp
eed SFC Lub Oil : Water cooled, Constant speed : H.S. Diesel : 5.2 kW : 1500 rpm
: 0.251 kg/kw h : SAE30/SAE 40
16
LOADING TYPE ALTERNATOR: Power Voltage Phase AMPS Connection Speed P.F.
: ELECTRICAL LOADING
: 7.5 kVA : 415V., 50 Hz :3 : 10.4 : STAR : 1500 rpm : 0.8
BRIEF THEORY OF THE EXPERIMENT: From the law o conservation o energy, the tota
l energy entering the engine in various ways in a given time must be equal to th
e energy leaving the engine during the same time, neglecting other orm energy s
uch as the enthalpy o air and uel. The energy input to the engine is essential
ly the heat released in the engine cylinder by the combustion o the uel. The h
eat input is partly converted into use ul work output, partly carried away by ex
haust gases, partly carried away by cooling water circulated and the direct radi
ation to the surroundings. In a heat balance test all these values are calculate
d and converted to percentage with respect to the input and are presented in a c
hart at various loads. EXPERIMENTAL SETUP: The compact and simple engine test ri
g consisting o a our stroke single cylinder, water cooled, constant speed dies
el engine coupled to a three phase alternator by a lexible coupling. The engine
is started by hand cranking using the handle by employing the decompression lev
er. The engine is loaded using electrical lighting load bank. The loading
17
arrangement consists o a set o lamps and switches on the panel board. A voltme
ter and an ammeter are used to record the load on the alternator. Air rom atmos
phere enters the inlet mani old through the air box. An ori ice meter connected
with an inclined manometer is used or air low measurement. A digital temperatu
re indicator is used to measure temperature o exhaust gas. A burette is connect
ed with the uel tank through a control valve or uel low measurement. Provisi
on is made to circulate water continuously through the engine jacket. Rotameter
is provided to measure the low rate o cooling water. Thermometers are provided
to measure the temperature o cooling water passing through the jacket. PRECAUT
IONS: 5. The engine should be checked or no load condition. 6. The cooling wate
r inlet or engine should be opened. 7. The level o uel in the uel tank shoul
d be checked. 8. The lubrication oil level is to be checked be ore starting the
engine. STARTING THE ENGINE: 5. Keep the decompression lever in the vertical pos
ition 6. Insert the starting handle in the sha t and rotate it 7. When the lywh
eel picks up speed bring the decompression lever into horizontal position and re
move the handle immediately. 8. Now the engine will pick up. STOPPING THE ENGINE
: 2. Cut o the uel supply by keeping the uel governor lever in the other ext
reme position. (For Diesel Engine)
18
PROCEDURE: 11. Start the engine at no load and allow idling or some time till t
he engine warm up. 12. At no load condition, note down the readings as per the o
bservation table. 13. Note down the time taken or 10cc o uel consumption usin
g stopwatch and uel measuring burette. 14. A ter taking the readings open the
uel line to ill burette and supply uel to run the engine rom the uel tank ag
ain. 15. Now load the engine gradually to the desired valve. This may be done by
switching on three lamps in the columns. 16. Allow the engine to run at this lo
ad or some time in order to reach steady state condition. 17. Note down the rea
dings as per the observation table. 18. Repeat the experiment by switch ON addit
ional lamps. 19. Ensure that the lamp loads are distributed equally among all th
e 3 phases. 20. Release the load by switch OFF the lamps slowly one by one and s
top the engine.
DETERMINATION OF MAXIMUM LOAD: Brake power × Alternator e iciency = -------------
-------------------------------------√3 V cos φ
I
KW
SPECIMEN CALCULATIONS: X 1. Total uel consumption Where, X – Quantity o uel con
sumed in cc (Burette reading) Time – Time taken or 10cc o uel consumption Speci
ic gravity o Diesel = 0.85 gm/cc Time 3600 1000
= ----- × speci ic gravity o uel × --------- Kg/hr
19
TFC × Cv 2. Heat Input (H.I) = -------------------- KW 3600 Where, C.v – calori ic v
alue 3. B.P ( Heat used or use ul work output)
√3 VI Cos φ
Q(B.P) = ----------------------- KW 1000 x Where, Cosφ - Power actor A.E. V I - V
oltage - Current (Amps) =1 - Alternator e iciency = 0.9 A.E
4. % o Heat used or use ul work output Q (B.P) % Q (B.P) = -------------------
- × 100 H.I. 5. Heat lost through cooling water = Mw × Cpw × (T2 ~ T1) Kw
20
Where, m Mw m t2 Cpw T1 T2 Mass low rate o water ---------- kg/sec t2 Quantity
o water collected Time taken or “m” liters of water collection Specific heat of w
ater = 4.18 KJ/kg.K Inlet temperature of cooling water Outlet temperature of coo
ling water
6. % of heat loss through cooling water Q ( cooling water) % Q (cooling water) =
------------------------------- × 100 Heat Input 7. Heat lost through exhaust gas
es (Air consumption method) Where, Mg = ma + mf Mass flow rate of air ma = Manom
eter (H) × 0.8826 × 10-3 × ρai
(kg/s) (Note: Manomete
position: mid-inclined) Density
of ai
, ρai
= Whe
e, Patm – atmosphe
ic p
essu
e (N/m2) R Tatm – gas constant, 287 J/
kg.K – atmosphe
ic tempe
atu
e = Mg × Cpg × (Tg ~ Ta)
Patm R × Tatm
kg/m3
21
TFC Mass flow
ate of fuel = ------------ kg/sec 3600 Notations used: Tg Ta Cpg ρw
ρa Exhaust gas tempe
atu
e Room Tempe
atu
e Specific heat fo
exhaust gas Density
of wate
Density of ai
at
oom tempe
atu
e = 1.005 kJ/kg.K =1000 kg/m3 =1.293
kg/m3
8. % of heat lost th
ough exhaust gases Q (exhaust gases) % Q (exhaust gas) = --
---------------------- × 100 Heat input 9. Unaccounted heat losses =Heat input – [Q(
B.P) + Q(c.w) + Q (e.g.)] Q(unaccounted) 10. % of unaccounted heat losses = ----
----------------------- × 100 Heat input
22
HEAT BALANCE SHEET:
LOAD (kW)
HEAT INPUT (kW) %
HEAT OUTPUT CAUSES QB.P Qwate
Qexhaust Qunaccounted QB.P Qwate
Qexhaust Qunacc
ounted QB.P Qwate
Qexhaust Qunaccounted (kW) %
Cumulative Efficiency (%)
GRAPH: A g
aph is d
awn by taking load in kW (No. of lamps) along X-axis and cum
ulative efficiency in Y-axis fo
va
ious heat loss.
RESULT: The heat balance test is conducted in the given diesel engine to d
aw up
the heat balance sheet at va
ious loads and the g
aph is d
awn.
Sl. No. No. of Lamps % of Load (%) Voltmete
Reading (Volts) Ammete
Reading (Am
ps) T
ial T1 T
ial T2 T
ial Tave Manomete

eading H Inlet
Outlet
Time fo
‘x’ cc of fuel consumption (sec)
Engine cooling wate
Tempe
atu
e (ºC)
23
Engine cooling wate
flow
ate (g/s)
24
FLASH AND FIRE POINT TEST BY CLEAVE LAND OPEN CUP APPARATUS
AIM: To find the flash and fi
e point of the given fuel / oil by cleave land ope
n cup appa
atus. APPARATUS REQUIRED: 1. Open cup teste
2. The
momete
(0 – 300°C) 3
. Sample of fuel / oil 4. Splinte
sticks DESCRIPTION OF THE EQUIPMENT: This app
a
atus consists of a cylind
ical cup of standa
d size. It is held in place in th
e metallic holde
that is placed on a wi
e gauge and is heated by means of an el
ect
ic heate
housed inside the metallic holde
. A p
ovision is made on the top
edge of the cup to hold the the
momete
in position. A standa
d filling ma
k has
been sc
ibed on the inne
side of the cup and the sample oil is filled up to th
is ma
k. This appa
atus is mo
e accu
ate than Pensky Ma
ton’s closed cup and it gi
ves sufficiently p
oclaimed accu
ate
esult fo
most of the p
actical pu
poses.
PROCEDURE: 1. Fill the cleaned open cup with the given sample of oil up to the s
tanda
d filling ma
k of the cup. 2. Inse
t the the
momete
in the holde
on the
top edge of the cup. Make su
e that the bulb of the the
momete
is imme
sed in t
he oil and should not touch the metallic pa
t. 3. Heat the sample of fuel / oil
by means of an elect
ic heate
so that the sample of oil gives out vapou
at the

ate of 10°C pe
minute.
25
4. When the oil gives out vapou
s, sta
t to int
oducing the glowing splinte
( t
he flame should not touch the oil ) and watch fo
any flash with flicke
ing soun
d. 5. Blow out o
expel the bu
nt vapou
befo
e int
oducing the next glowing spl
inte
. This ensu
es that always f
esh vapou
s alone is left ove
the su
face of
the oil and the test is ca

ied out accu
ately. 6. Continue the p
ocess of heati
ng and placing the glowing splinte
at eve
y ten deg
ee of
ise in tempe
atu
e f

om the fi
st flash till you hea
the peak flicke
ing sound and note the co

esp
onding tempe
atu
e as the flash point. 7. Continue the heating fu
the
afte

et
aining the flash point and watch the fi
e point, which is noted when the body of
the oil vapou
ignites and continue to bu
n at least fo
five seconds. 8. Repea
t the test twice o
th
ice with f
esh sample of the same oil until the
esults a

e equal. 9. Tabulate the obse
vations. OBSERVATION TABLE: Sl.No. Tempe
atu
e ( °C
) Obse
vations
RESULT: The flash and fi
e point test is ca

ied out and the following oil / fue
l p
ope
ties a
e found. The flash point of the given sample fuel / oil is The fi

e point of the given sample fuel / oil is = =
26
CALORIFIC VALUE DETERMINATION BY JUNKER’S GAS CALORIMETER
AIM: To dete
mine the highe
calo
ific value of given gaseous fuel using gas cal
o
imete
. APPARATUS REQUIRED: 1. Junke
’s gas calo
imete
. 2. LPG cylinde
with p

essu
e
egulato
. 3. Gas flow mete
. 4. Measu
ing ja
of two lit capacity 5. The

momete
s (0 – 100°C) - 3 nos. 6. Stop-watch. BRIEF THEORY OF THE EXPERIMENT: The ca
lo
ific value of a gaseous fuel is the total amount of ene
gy libe
ated in the f
o
m of heat due to the combustion of unit volume of fuel unde
standa
d conditio
ns. The unit of calo
ific value is kJ/m3. The heat ene
gy libe
ated by the cont

olled combustion of LPG fuel is t
ansfe

ed to the ci
culating cooling wate
in
the calo
imete
. Unde
steady state conditions, the heat ene
gy libe
ated by bu

ning the fuel is equal to the ene
gy gained by the wate
. By calculating this, t
he calo
ific value of the fuel can be found out.
DESCRIPTION: The inst
ument consists of a gas-mete
, a gas p
essu
e
egulato
, v
e
tical cylind
ical chambe
and a bu
ne
to maintain pe
fect combustion. The gas
fi
st passes th
ough the gas flow mete
and then th
ough a
egulato
, finally t
he gas is bu
ned by the Bunsen bu
ne
. The gas is bu
ned in a bu
ne
placed unde

neath of the chambe
and then downwa
d th
ough the tubes. The tubes a
e su

oun
ded by continuously flowing wate
which ente
s at the bottom and leaves at const
ant head to ensu
e unifo
m ci
culation. The flowing wate
abso
bs the heat p
odu
ced by the
27
bu
ning gas whose calo
ific value is to be dete
mined. Wate
which is flowing th

ough the calo
imete
is collected and weighed. PRECAUTION: 1. Check the
ubbe

hose joints at the
egulato
valve, gas flow mete
fo
leak p
oof. 2. Keep the L
PG cylinde
in ve
tical position. 3. Ensu
e no gas leak. 4. Ensu
e p
ope
flame
in the bu
ne
. 5. Pou
wate
in the p
essu
e
egulato
till it ove
flows. 6. Po
u
wate
to the level ma
ked in the flow mete
. 7. Befo
e inse
ting the lighted
bu
ne
, ensu
e p
ope
ci
culation of wate
th
ough the calo
imete
. 8. Afte
the
completion of the expe
iment, the wate
supply should be closed only afte
the
gas supply is closed. PROCEDURE: 1. Level the calo
imete
by adjusting the legs.
2. Inse
t the
momete
s and check all the connections to ensu
e that the
e is no
leakage of gas. 3. Open the wate
tap and ci
culate wate
th
ough the calo
imet
e
and ensu
e that the wate
is flowing th
ough the flow pipe unifo
m and contin
uous. 4. Open the
egulato
on the LPG cylinde
and measu
e the gas flow using g
as flow mete
. The time taken fo
a
equi
ed volume of gas to pass the flow mete

is noted. 5. The ai

egulato
on the Bunsen bu
ne
is adjusted to get a blue
non-luminous flame. 6. The wate
flow to the calo
imete
is adjusted to get a te
mpe
atu
e diffe
ence of 10°C to 15°C between the inlet and outlet. 7. The wate
comi
ng out of the calo
imete
is collected using a measu
ing ja
and the time taken
is noted. 8. Take all the
eadings afte
steady state conditions a
e
eached. 9.
Repeat the expe
iment by alte
ing the quantity of wate
and the tabulate the
e
adings.
28
OBSERVATION TABLE:
Sl. No 1 2 3 4 5 6 7
DESCRIPTION Volume of wate
collected du
ing test pe
iod (m3) Inlet tempe
atu
e
of wate
(T1 oC ) Outlet tempe
atu
e of wate
(T2 oC) Gas inlet tempe
atu
e (Tac
t oC) Du
ation of test pe
iod (t sec) Volume of gas bu
nt du
ing test pe
iod (Vg
lit) Ba
omete

eading (mm Hg)
SET- I
SET-II
SPECIMEN CALCULATION: 1. Volume of gas bu
nt pe
sec at STP is obtained f
om the
following
elation: Pact×Vact PSTP× VSTP
--------------- = ---------------------
Tact
TSTP
whe
e, VSTP Pact PSTP Tact Vact TSTP - Volume of gas bu
nt at STP (m3/s) - Actua
l p
essu
e of gas (mm of Hg) - Standa
d atmosphe
ic p
essu
e (760 mm Hg) - Actua
l
oom tempe
atu
e (K) - Vg×10-3 / t (m3/sec) - Standa
d atmosphe
ic tempe
atu
e (
25 oC)
29
Volume of wate
collected in m3 × density 2. Wate
flow
ate, (mw)= --------------
------------------------------------------- kg/s Time taken
mw×Cpw×( T2–T1) 3. Highe
calo
ific value (HCV) = ---------------------------VSTP kJ/m
3
whe
e, Cpw - specific heat of wate
= 4.187 kJ/kg.K
T2–T1 - diffe
ence in tempe
atu
e between inlet and outlet, oC
RESULT: The ave
age highe
calo
ific value of given LPG gas at standa
d conditio
ns =
MJ/m3
30
PERFORMANCE TEST ON RECIPROCATING AIR COMPRESSOR
AIM: To conduct a pe
fo
mance test on the two stage
ecip
ocating ai
comp
esso

and to dete
mine the volumet
ic efficiency and isothe
mal efficiencies at va
io
us delive
y p
essu
es. APPARATUS REQUIRED: 1. Recip
ocating ai
comp
esso
test

ig. 2. Manomete
3. Tachomete
SPECIFICATIONS: Powe
Type Cooling Medium Capaci
ty Maximum P
essu
e Speed : 5KW : Two stage
ecip
ocating : Ai
: 0.6 m3/min : 1
0 Ba
: 950
pm
BRIEF THEORY OF THE EXPERIMENT: The two stage
ecip
ocating comp
esso
consists
of a cylinde
, piston, inlet and exit valves which is powe
ed by a moto
. Ai
is
sucked f
om atmosphe
e and comp
essed in the fi
st cylinde
(Low p
essu
e) and
passed to the second cylinde
(High p
essu
e) th
ough an inte
coole
. In the se
cond cylinde
, ai
is comp
essed to high p
essu
e and sto
ed in the ai
tank.
31
Du
ing the downwa
d motion of the piston, the p
essu
e inside the cylinde
d
ops
below the atmosphe
ic p
essu
e and the inlet valve is opened due to the p
essu

e diffe
ence. Ai
ente
s into the cylinde
till the piston
eaches the bottom de
ad cente
and as the piston sta
ts moving upwa
ds, the inlet valve is closed and
the p
essu
e sta
ts inc
easing continuously until the p
essu
e inside the cylin
de
above the p
essu
e of the delive
y side which is connected to the
eceive
t
ank. Then the delive
y valve opens and ai
is delive
ed to the ai
tank till the
TDC is
eached. At the end of the delive
y st
oke a small volume of high p
essu

e ai
is left in the clea
ance volume. Ai
at high p
essu
e in the clea
ance vo
lume sta
ts expanding as the piston sta
ts moving downwa
ds up to the atmosphe
i
c p
essu
e and falls below as piston moves downwa
d. Thus the cycle is
epeated.
The suction, comp
ession and delive
y of ai
take place in two st
okes / one
e
volution of the c
ank PRECAUTIONS: 1. The o
ifice should neve
be closed so as t
o p
event the manomete
fluid being sucked in to the tank. 2. At the end of the
expe
iment the outlet valve of the
ese
voi
should be opened as the comp
esso

is to be sta
ted against at low p
essu
es so as to p
event excess st
ain on the
piston. EXPERIMENTAL SETUP: The two-stage ai
comp
esso
consists of two cylinde

s of “v” type. The compressor is driven by an AC motor. Air is first sucked into th
e low pressure (LP) cylinder and it is compressed and delivered at some intermed
iate pressure. The compressed air is then cooled in the intercooler and the same
is then sucked by the high pressure (HP) cylinder. Compressed air is the finall
y discharged to the receiver tank. An orifice plate is mounted on one side of th
e air tank and which is connected with a manometer for the measurement of air fl
ow rate. One side of the air tank is attached with a flexible rubber sheet to pr
event damage due to pulsating air flow. A pressure gauge is mounted on the air t
ank to measure the air tank pressure. The tank pressure can be regulated by adju
sting the delivery valve. A pressure switch is mounted on the air tank to switch
off the motor power
32
supply automatically when the pressure inside the tank raises to the higher limi
t and to avoids explosion. PROCEDURE: 1. The manometer is checked for water leve
l in the limbs. 2. The delivery valve in the receiver tank is closed. 3. The com
pressor is started and allowed to build up pressure in the receiver tank. 4. Ope
n and adjust the outlet valve slowly to maintain the receiver tank pressure cons
tant. 5. The dynamometer is adjusted so that the circular balance reads zero whe
n the points at the motor pedestal coincide. This can be done by operating the h
and wheel. 6. Note down the readings as per the observation table. 7. Repeat the
experiment for various delivery pressures. This can be done by closing the deli
very valve and running the compressor to build up higher pressure. Ensure the ta
nk pressure is maintained constant by adjusting the outlet valve before taking t
he readings. 8. Tabulate the values and calculate the volumetric efficiency and
isothermal efficiency. OBSERVATION TABLE: Manometer Reading (mm) h1 h2 h1~ h2
Sl.No
Delivery pressure (Kgf /cm2)
Speed Motor Comp.
Torque Kg.m
33
SPECIMEN CALCULATION: 1. Hair ρw h1~ h2 = ------------ × ------100 ρai
Whe
e, Hai
ρw ρai

ρai
Whe
e, Pa R T = Atmosphe
ic p
essu
e = Gas constant fo
ai
= 0.287 KJ/Kg.K
= Room tempe
atu
e K = Ai
head causing the flow, m = Density of wate
= 1000kg
/m3 = Density of ai
, kg/m3 Pa = ---------------- kg/m3 RT h1, h2 = Manomete

e
ading, mm m
2. Va = Cd × A × √(2gHai
) Whe
e,
m3/s
Va = Actual volume of ai
comp
essed m3/s Cd = Coefficient of discha
ge = 0.64 A
= a
ea of o
ifice d = diamete
of o
ifice Va 3. V1 = ------------ × TNTP m3/s TRT
P Whe
e, V1 = Actual volume of ai
comp
essed at NTP m3/s = (∏/4) d2 = 0.02 m
34
Va TNTP TRTP
= Actual volume of ai
comp
essed m3/s = 273 K = 273 + Room tempe
atu
e in K m3/
s
∏ × D2 × L× Nc 4. V2 = ---------------------------4 × 60 Whe
e, V2 D L Nc
= Theo
etical volume of ai
comp
essed m3/s = Diamete
of cylinde
= 0.1 m = St

oke length = 0.085 m = Speed of the comp
esso

V1 5. V.E. = ----------- ×100 % V2 Whe
e, V.E V1 V2 = Volumet
ic efficiency = Actu
al volume of ai
comp
essed at NTP m3/s = Theo
etical volume of ai
comp
essed m
3/s
ln (
) ×Pa × Va 6. I.P. = -----------------------------1000 Whe
e,
KW
Iso.P = Isothe
mal Powe
Pa + Pg
= ------------------Pa
Pa Pg = Comp
ession

atio = Atmosphe
ic p
essu
e N/m2 ( 1.01325 x 105 N/m2) = P
essu
e in the tank N
/m2 (P
essu
e gauge
eading x 105)
35
7. I.P.
=
35 2× ∏ ×Nm × ( T × 9.81) ------ × ------------------------------ η motor KW 30 60000
 
W ere, I.P. Nm T = Input Power = Motor speed rpm = Torque on t e motor Kg.m
ηmotor = 0.9
8. I.E =
Iso. P. ---------------- × 100 I.P.

W ere, I.E. I.P. GRAPH: 1. Gauge pressure
 Vs Volumetric efficiency  2. Gauge pres
sure Vs Isot ermal efficiency RESULT:
 T e performance test
 on t e given air comp
ressor test rig is conducted and t e volumetric  and
 isot ermal efficiencies are
determined
 at various delivery pressures and t e c aracteristic
 curves are drawn
. = Isot ermal Efficiency = Input Power Iso.P. = Isot ermal Power
36
REVIEW QUESTIONS:
    
1. W at is a plenum c amber? W y it is used?  2. W at is t e purpose of an inter
cooler in an air compressor? 3. W at will appen if t e compressor is allowed to
run for a very long time byclosing its delivery valve? 4. How do you define vo
lumetric efficiency
 and
 isot ermal efficiency of a compressor?
 Plot it Vsgauge
pressure. 5. W at is t e reason for increase in isot ermal efficiency wit gauge
pressure? 6. W at is t e reason for  decrease in volumetric efficiency wit gaug
e
 pressure? 7. W at is t e actual
 t ermodynamic process during compression? 8. W
y t ere is a difference disc arge equation for pin fin apparatus and air compre
ssor? 9. Convert 150 mm of Hg in  toPascal. 10. Plot PVn=Constant
 and PV=Constan
t process on a PV diagram and s ow ow will you calculate t e isot ermal efficie
ncy? 11. W y are fins provided around t e LP cylinders and  t e connecting pipe?
12. W at is t e type of dynamometer
 used
 for measuring t e motor output? Explain
its
 working principle. 13. W at is t e pressure control device incorporated in
t e setup and explain its use.
37
PERFORMANCE TEST ON SINGLE CYLINDER TWO STROKE PETROL ENGINE (BAJAJ)
  
AIM: To perform a load test on t e given engine
 and to draw t e performance
 c ar
acteristic curves. APPARATUS REQUIRED: 4. T e engine test rig 5. Stop-watc NAME
PLATE DETAILS ENGINE:
Engine Make Rated Power Rated Speed Volume Cooling Medium
: Bajaj : 4KW : 3000 rpm : 100cc : Air cooled
LOADING TYPE
: ROPE BRAKE DYNAMOMETER
FUEL PROPERTIES: Fuel :Petrol = 0.78 gm/cc = 44,000 kJ/kg Specific gravity of fu
el Calorific value
38
BRIEF THEORY
 OF THE EXPERIMENT:
 A load test on an engine provides information re
garding
 t e performance
 c aracteristics oft e engine. Engine performance varies
wit bot load on t e engine as well  as t e engine speed. However stationary  en
gines operate at a constant speed. T e performance
 c aracteristics of suc
 engin
es are obtained by varying t e load on t e engine. EXPERIMENTAL SETUP: T e compa
ct and single engine test rig consisting of a two stroke, single cylinder,  air c
ooled, variable  speed petrol engine coupled to a balanced brake drum by t e flan
gecoupling. T e engine is kick-start type. A brake drum is mounted on as aft w
it bearing blocks. Continuous water supply arrangement  is provided to t e brake
drum for cooling.
 Rope braking arrangements wit spring balances are provided
 f
or loading t e engine. Screws rods are  provided for easy loading.
 T e w ole arra
ngement is mounted on a sturdy iron c annel base plate. T e control panel ouses
a water manometer, a multi-point
 digital temperature indicator and a digital rp
mmeter. A burette wit a t ree-way  cock is used for te fuel flow measurement.
T e fuel line is connected wit a t ree way cock  for t e experimental needs suc
as
 (i). To supply  fuel from t e fuel tank to t e engine, (ii). To fill fuel  in
t e burette from t e fuel  tank (iii).
 To supply
 fuel from t e burette to t e eng
ine. PRECAUTIONS: 1. T e engine s ould be c ecked for no load condition. 2. T e
level of fuelin t e fuel tanks ould be c ecked. 3. T e cooling water inlet  for
brake drum s ould  be opened
 w en loading. STARTING  THE ENGINE: 1. Open t e fuel 
supply 2. Switc
 ‘ON’ t e ignition key and kick t e starting pedal. 3. T rottle t e
engine to t e rated speed and allow it to warm up
39
  
STOPPING THE ENGINE: 1. Switc ‘OFF’ t e ignition Key.  PROCEDURE: 21. Start t e engi
ne atno load and allow idling for some time till t e engine warm  up. 22. Note d
own t e time taken for10cc of fuel consumption using stopwatc and fuel measuri 
ng burette.23. Open t e fuel line to fill  burette and supply fuel  to run t e en
gine from t e fuel tank again. 24. Load t e engine gradually to t e desired  valu
e. 25. Allow t e engine to run at t is load for some time in order to reac stea
dy state condition
 and note down t e time taken for 10 cc of fuel consumption. 2
6. Repeat t e experiment by applying additional
 loads to t e desired
 values. 27.

Release t e load gradually
 and stop t e engine. 28. Tabulate t e readings as s
own and calculate t e result. OBSERVATION TABLE: Sl.No. Percentage of Load % Cal
culated Load Kgf Applied Load kgf T1 Time for 10cc of fuel consumption, sec T2 T
ave
40
DETERMINATION OF MAXIMUM LOAD:
 Brake power × 60 ×1000 = ----------------------------
---------- kgf 2ΠRN×9.81 S ECIMEN CALCULATIONS: (S-W) X 1. Total fuel consumption =
3600
------ × specific gravity of fuel × --------- kg/hr Time 1000
Where, X – Quantity of fuel consumed in cc (Burette reading) Specific gravity of p
etrol = 0.7 2. Brake power = 2ΠN T ------------------ kW 60 × 1000
Where, T= (S-W) R × 9.81 T = Torque
N-m
S = Spring balance reading W= Loading weight R = Brake drum radius Total fuel co
nsumption ----------------------------------Brake power
3. Specific fuel consumption =
kg/kw.hr
4. From the graph drawn between brake power and total fuel consumption, The fric
tional power is found by the extrapolation method Frictional horse power 5. Indi
cated power = = KW Brake power + Frictional power. kW
41
6. Mechanical efficiency
=
Brake power ------------------- × 100 % Indicated power Brake power × 3600 ---------
------------------------------------ ×100 % Total fuel consumption × calorific value
7. Brake thermal efficiency
=

RESULTANT
 TABULATION:
 % of Load (%) B. . (KW) T.F.C. (Kg/hr) S.F.C. (Kg/kw.hr) F
. . (KW) I. . (KW) Mech. Efficiency (%) Brake Thermal Efficiency (%)
    
GRA HS: B. . Vs T.F.C. B. . Vs S.F.C. B. . Vs Mechanical efficiency B. . Vs Brak
e Thermal efficiency RESULT: Load test on the given engine is performed and perf
ormance characteristic curves are drawn.
42
REVIEW QUESTIONS: 11. How to start and stop the engine? 12. What is the purpose
of the accelerator? 13. How the speed of the engine is maintained constant at al
l loads? 14. What is the type of dynamometer is employed? 15. Give reasons for v
alve timing greater than 180º? 16. What is the type of cooling employed? 17. How t
he engine is lubricated? 18. How the economic load of the engine is determined?
43
 
ERFORMANCE TEST ON SINGLE CYLINDER FOUR STROKE ETROL ENGINE
AIM: To perform a load  test on the given engine and to draw the performance char
acteristic
 curves. A ARATUS REQUIRED: 6. The engine test rig 7. Stop-watch ENGI
NE S ECIFICATION: ower output Displacement Compression ratio Rated speed Max. T
orque Cooling type Fuel consumption : 4.1 KW : 163 cc : 8.5:1 : 3600 rpm : 10 N-
m : Air Cooled : 0.313Kg/Kwh

LOADING TY E
: ELECTRICAL LOADING
  
FUEL RO ERTIES: Fuel: etrol Specific gravity of fuel= 0.7 gm/cc Calorific valu
e = 44,000 KJ/Kg
44

BRIEF THEORY OF THE EX ERIMENT: A load test on an engine provides information re
garding the performance characteristics of the engine. Engine performance varies
with both load on the engine as well as the engine speed. However stationary en
gines operate at a constant speed. The performance characteristics
 of
 such engin
es are obtained by varying the load on the engine. EX ERIMENTAL SETU : The compa
ct and simple engine test rig consisting of a four stroke single cylinder, water
cooled, constant speed engine coupled to an alternator by flexible coupling. Th
e engine is started by hand cranking method using a rope. The engine is loaded u
sing an electrical loading bank. The loading arrangement consists of a set of la
mps and switches on the panel board. A voltmeter and an ammeter are placed on th
e panel board to record the load on the alternator. The instrumentation panel ho
uses a U tube manometer for air flow measurement. The one end of the U tube is c
onnected with an air box and the other end is open to atmosphere. An orifice is
fixed on the air box which in turn connected to the inlet manifold of the engine
. A digital temperature indicator is used to measure temperature of exhaust gas.
A burette with a three way cock is used for the fuel flow measurement. The fuel
inlet to the engine is connected through a three way cock for the experimental
needs as follows. (i). To supply fuel from fuel tank to the engine, (ii). To fil
l fuel in the burette
 from the fuel tank and (iii). To supply fuel from the bure
tte to the engine. RECAUTIONS: 9. The engine should be checked for no load cond
ition. 10. The level of fuel in the fuel tank should be checked. 11. The lubrica
tion oil level is to be checked before starting the engine. STARTING THE ENGINE:
9. Wound the rope and pull it to rotate the engine shaft. 10. Now the engine wi
ll pick up. 11. Allow the engine to warm up.
45
 
STO ING THE ENGINE: 1. Cut the ignition to stop the engine. ROCEDURE: 29. Star
t the engine at no load and allow idling for some time till the engine warm up.
30. Note down the time taken for 10cc of fuel consumption using stopwatch and a
fuel measuring burette. 31. Open the fuel line to fill burette and supply fuel t
o run the engine from the fuel tank again. 32. Load the engine gradually to the
desired valve by switching on lamps. 33. Allow the engine to run at this load fo
r some time in order to reach steady state condition, and note down the time tak
en for 10 cc of fuel consumption. 34. Note down the voltmeter, ammeter and torqu
e meter readings. 35. Repeat the experiment by switch ON additional lamps up to
10 to 14 bulbs.
 36. Release the load
 by switching “OFF”
 t e lamps slowly one by one
and stop t e engine. 37. Tabulate t e readings as s own and calculate t e result
. OBSERVATION TABLE: No. of Lamps Time for ‘x’ cc of fuel consumption (sec) % of Loa
d (%) Voltmeter Reading (Volts) Speed (N) rpm (N×5.3) Ammeter Reading (Amps)
Torque Nm
Sl. No.
46
DETERMINATION OF MAXIMUM LOAD: Brake power × Alternator efficiency = -------------
-------------------------------------- kW V cos φ
I SPECIMEN CALCULATIONS: 1. Total uel consumption (T.F.C.) Where,
X 3600 = ----- × speci ic gravity o uel × --------- Kg/hr Time 1000
X – Quantity o uel consumed in cc (Burette reading) Speci ic gravity o uel = 0
.85 gm/cc 2πN = T × ----------------- kW 60 ×103
2. Brake ower (B.P.) Where,
N - Engine seed T- Torque N-m.
TFC 3. Secific fuel consumtion = ---------- kg/kw.hr (S.F.C.) B.P 4. From the
grah drawn between brake ower and total fuel consumtion, the frictional ower
is found by extraolation method. Frictional Power (F.P.) 5. Indicated ower (I
.P.) 6. Mechanical efficiency = KW KW
= Brake ower + Frictional ower Brake ower = ------------------------------ ×100
% Indicated ower
47
7. Brake thermal efficiency
Brake ower × 3600 = -------------------------------------------------- ×100 % Total
fuel consumtion × Calorific value
RESULTANT TABULATION: % of Load (%) B.P. (KW) T.F.C. (Kg/hr) S.F.C. (Kg/kw.hr) F
.P. (KW) I.P. (KW) Mech. Efficiency (%) Brake Thermal Efficiency (%)
GRAPHS: B.P. Vs T.F.C. B.P. Vs S.F.C. B.P. Vs Mechanical efficiency B.P. Vs Brak
e Thermal efficiency RESULT: Load test on the given engine is erformed and erf
ormance characteristic curves are drawn.
48
REVIEW QUESTIONS: 19. How to start and sto the engine? 20. How the seed of the
engine is maintained constant at all loads? 21. What is the normal fuel injecti
on ressure in a S.I. engine? 22. What is the seed ratio between a cam shaft an
d a crank shaft? 23. What is the tye of dynamometer emloyed? 24. Give reasons
for valve timing greater than 180º? 25. What is the tye of cooling emloyed? 26.
Define Brake thermal efficiency and Indicated thermal efficiency. 27. What are t
he ways to determine the frictional ower of an engine? 28. How the torque is me
asured?
49
KINEMATIC VISCOSITY USING CAPILLARY VISCOMETER
AIM:
To determine the kinematic viscosity of a given oil at different temeratures us
ing caillary viscometer.
APPARATUS REQUIRED: 1. Caillary viscometer 2. Constant temerature water bath 3
. Sto watch.
PROCEDURE: 1. Take the required amount of oil samle. 2. Pass the samle through
the filter in order to remove the dust articles and store it in a glass bottle
. 3. Select a suitable caillary viscometer and clean with suitable solvent. 4.
Transfer 15ml of filtered oil samle into the reservoir through the filling tube
. 5. Hang the viscometer into the constant temerature bath. 6. Take measurement
after attaining equilibrium state. 7. Aly vacuum to the venting tube for fill
ing oil to the reference level vessel, the caillary tube, the measuring shere
and the re run shere. 8. Discontinue suction in order to oen the venting tube
. 9. Measure the flow time from uer timing mark to lower timing mark. 10. Calc
ulate the kinematic viscosity using the formula.
50
OBSERVATION TABLE:
Oil Samle: Sl. No.
Viscometer tye: Temerature (oC) Time (Sec) Viscosity (Centistokes)
SPECIMEN CALCULATION: Kinematic Viscosity m = k (t-y) Where, K - Constant (0.1),
(0.01) t - flow time (Sec) y - Kinematic energy correction factor (0.07), (0.01
) RESULT: The kinematic viscosity of the given samle oil is = INFERENCE: 1. Vis
cosity decreases with increase in temerature. 2. The curves obtained follow alm
ost a linear attern with slight decrease in sloe with increase in temerature
(i.e. rate of decrease of viscosity with temerature). 3. Both the viscosity and
rate of decrease of viscosity with temerature (i.e. sloe) were very high for
cotton seed oil as comared to diesel oil. Centistokes