रा ीय ौ ोिगक सं थान पुद ु ेरी

NATIONAL INSTITUTE OF TECHNOLOGY

PUDUCHERRY
KARAIKAL – 609 609.

ME1110– THERMAL ENGINEERING

LABORATORY RECORD
Name:

Roll Number:

Year:

Semester:

DEPARTMENT OF MECHANICAL
ENGINEERING,
NATIONAL INSTITUTE OF TECHNOLOGY
PUDUCHERRY (NITPY), KARAIKAL
 BONAFIDE CERTIFICATE
This is to certify that these practical records of the course
“THERMAL ENGINEERING LABORATORY” with course code
ME1110 submitted for the partial fulfillment of the requirement
[Link]. III Semester Examination is an authentic and original work
carried out under my supervision. Detail of student is given below:

Name _______________________________________________

Register Number _____________________________________

Head of the Department Faculty-in-charge

Department of Mechanical Engineering Thermal Engineering Laboratory
Department of Mechanical Engineering

Submitted for the Practical Examination held on _________________

Internal Examiner External Examiner

 INDEX
S.
DATE TITLE PAGE
NO

Faculty-in-charge
Thermal Engineering Laboratory
Department of Mechanical Engineering
 AIR COMRESSOR TEST RIG
Ex. No:

Date:

AIM

To conduct a test on air compressor and to determine the volumetric efficiency and
overall efficiency.

APPARATUS REQUIRED

 Air reservoir 
 Air intake with an orifice 
 U tube manometer
 Compressor with pressure gauge
 Energy meter 
 Stopwatch 

SPECIFICATION

COMPRESSOR

 Capacity - 3HP

 Stage - TWO Stage

 Bore - LP- 70 mm, HP -50 mm

 Stroke - 85 mm

 Maximum pressure - 9 bar

 Tank Capacity - 200 ltr

MOTOR

 Motor capacity - 2 HP

 Speed - 1420 rpm

 Phase - 3 phase

 Voltage - 440 V
 PRECAUTIONS

1. Check oil level in the compressor crank case.

2. The orifice should never be closed, test the manometer liquid [water] will be sucked into the tank.

3. At the end of the experiment the outlet valve at the air reservoir should be opened as the
compressor is to be started again at low pressure to prevent undue strain on the piston.

PROCEDURE

1. Close the outlet valve.

2. Fill up the manometer with water up to the half level.
3. Start the compressor and observe the pressure developing slowly.
4. At the particular test pressure, the outlet valve is opened slowly and adjusted so that the pressure
in the tank is maintained constant.
5. Observe the following readings.
i. Speed of the compressor – Nc R.P.M.
ii. Manometer reading h1 and h2 mm of water.
iii. Pressure gauge reading P kg/cm2.

TABULATION

Discharge Time for 5 Manometer Actual Volumetric Input Output Overall

S. Pressure pulses reading volume efficiency power power efficiency
No. P t h1 h2 Va ηv Pin Pout ηo
kg/cm2 s mm mm m3/s % W W %
FORMULA USED
𝑉𝑎
Volumetric efficiency,𝜂 = 𝑉𝑡
× 100%

Actual volume of compressed air,𝑉 = 𝐶𝑑 × 𝐴 × 2 × 𝑔 × 𝐻 m3/s

𝐶 = Coefficient of discharge for orifice meter = 0.64 no unit

A=Area of orifice meterin m2
𝜋×𝐷2
𝐴= m2
4
D = diameter of the orifice = 0.01 m
g= Acceleration due to gravity = 9.81 m/s2
H= Air head inm
×
𝐻= m

ℎ = ℎ ~ℎ m
𝜌 = 1000kg/m3
𝜌 = 1.225kg/m3 at 30 °C
Theoretical volume of compressed air,𝑉 =3.041 x 10-3 m3/s

Output Power,𝑃 = 𝑃 × 𝑉 × 𝑔W
×
Input Power,𝑃 = kW
×
X = number of pulses in energy meter = 5
C = energy meter constant =
𝑃𝑜𝑢𝑡
Overall efficiency,𝜂 = 𝑃𝑖𝑛
× 100 %

RESULT

Thus, the test on the reciprocating compressor was done and respected efficiencies were found out.
 AIR BLOWER TEST RIG
Ex. No:

Date:

AIM

To conduct a test on Air Blower and to determine the Blower Efficiency.

APPARATUS REQUIRED

 Air blower
 Venturi meter
 U tube manometer
 Energy meter 
 Stopwatch 

SPECIFICATION

COMPRESSOR

 Capacity - 1HP

 Impeller - Forward vane, Backward vane, Radial Vane

MOTOR WITH VFD

 Motor capacity - 1 HP

 Speed - 1420 rpm

 Phase - 3 phase

 Voltage - 440 V

PROCEDURE

1. ON The main MCB.

2. Regulate the speed of the blower using VFD
3. Measure the Energy meter reading and U tube difference
4. Change the speed repeat the same procedure
5. Observe the following readings.
i. Manometer reading h1 and h2 mm of water.
ii. Energy Meter Reading
 TABULATION

Discharge Time for 5 Manometer Actual Input Output Overall

VFD
S. Pressure pulses reading volume power power efficiency
position
No. P t h1 h2 Va Pin Pout ηo
Hz kg/cm2 s mm mm m3/s W W %

FORMULA USED
𝑃𝑜𝑢𝑡
Overall efficiency,𝜂 = 𝑃𝑖𝑛
× 100 %
Output Power,𝑃 = 𝑃 × 𝑉 × 𝑔W
2×𝑔×𝐻
Actual volume of compressed air,𝑉 = 𝐶𝑑 × 𝐴1 × 𝐴2 × m3/s
𝐴21 −𝐴22

𝐶 = Coefficient of discharge for orifice meter = 0.9 no unit

A1=Area of venturi meter at inlet in m2
𝜋×𝐷21 2
𝐴 = m
4
D1 = diameter of the venturi meter at inlet = 0.152 m
A2=Area of venturi meter at throat in m2
𝜋×𝐷22 2
𝐴 = m
4
D2 = diameter of the venturi meter at inlet = 0.075 m
g= Acceleration due to gravity = 9.81 m/s2
H= Air head in m
×
𝐻= m

ℎ = ℎ ~ℎ m
𝜌 = 1000 kg/m3
𝜌 = 1.225kg/m3 at 30 °C
 ×
Input Power,𝑃 = kW
×
X = number of pulses in energy meter = 5
C = energy meter constant =
RESULT

Thus, the test on the Air Blower was done and respected efficiencies were found out.
 REDWOOD VISCOMETER
Ex. No:

Date:

AIM

To determine the viscosity of given lubrication oil by Redwood viscometer

APPARATUS REQUIRED

 Redwood viscometer
 Thermometer
 Lubricant oil
 Collecting flask
 Stopwatch 


PROCEDURE

1. The leveled oil cup is cleaned and ball valve rod is placed on the gate jet to close it.
2. Oil under test, free from any suspension and dust is filled in the cup up to the pointer level.
3. An empty conical flask is kept just below the jet.
4. Water is filled in the bath and side-tube is heated slowly with constant stirring of the bath.
5. When the oil is at the desired temperature, the ball valve is lifted and suspended from
thermometer bracket.
6. The time taken to collect 50 ml of oil in the flask is noted and the valve is immediately
closed to prevent any overflow of oil.
7. Similarly the above procedure is repeated for the oil at various temperatures and the
viscosity is found out.
8. Now a graph is drawn between the temperature and viscosity of oil.
TABULATION

Time taken
Temperature Kinematic Dynamic
for 50 ml Density
S. of oil Viscosity Viscosity
collection
No.
T t ρ ν μ
0
C s kg/m3 m2 /s Ns/m2

FORMULA USED
Density,𝜌 = 𝜌15 [1 − 𝛼(𝑇 − 15)]kg/m3
𝐵
Kinematic viscosity,𝜈 = 𝐴 × 𝑡 − 𝑡 × 10−6m2/s
Dynamic viscosity,𝜇 = 𝜌 × 𝜈Ns/m2
𝜌 = Density of the given oil at 15 0C= 770 kg /m3
α = 0.00036 a constant
T = Temperature of oil in 0C
A = 0.226 and B = 196 up to 380C
A = 0.2 and B = 135 above 380C
t = time taken to collect 50ml in seconds

RESULT

Thus the viscosity of the lubrication oil is found out using Redwood viscometer and the graphs are
drawn.
 DETERMINATION OF FLASH AND FIRE POINTS OF FUELS BY
USING CLEAVELAND APPARATUS
Ex. No:

Date:

AIM

To determine the flash and fire point of the given fuel.

APPARATUS REQUIRED

 Cleaveland apparatus
 Thermometer


PROCEDURE

1. The fuel under examination is filled up to the mark in the oil cup and then heated by heating
coiling controlled by dimmerstat.
2. Set the dimmerstat to 60 Volts.
3. At every 50C rise of temperature, flame is introduced for a moment by the match.
4. The temperature at which a distinct flash (a combination of a weak sound and light) appears
is noted and is the flash point.
5. The heating is continued thereafter and the test-flame is applied as before.
6. When the oil ignites and continues to burn for at least few seconds, the temperature reading is
noted and is the fire point.
TABULATION

Temperature of oil
S. No. Observation
T
0
C

RESULT

Thus, the flash and fire-point of the given fuel is found out experimentally.

Flash point: ________________

Fire point: ________________
 DETERMINATION OF CALORIFIC VALUE OF SOLID FUEL
USING BOMB CALORIMETER
Ex. No:

Date:

AIM

To determine the calorific value of Solid fuel using Bomb calorimeter.

APPARATUS REQUIRED

 Bomb CalorimeterSet
 Solidfuel
 Chronometer

PROCEDURE

1. Prepare the fuel sample by placing it in a crucible and weighing it on a balance. Ensure
that the weight of the fuel does not exceed 1.1g. Note down the weight of the fuel sample
(mf) and place the crucible containing the fuel gently in the loop holder. When starting
tests with new or unfamiliar materials, it is always best to use samples of less than 0.7 of
a gram, with the possibility of increasing the amount if a preliminary test indicates no
abnormal behaviour.
2. The bomb head has been pre-attached with a 10 cm long fuse wire between the two
electrodes. Bend the fuse wire down just above the liquid fuel sample. The wire must not
contact the fuel crucible. To attach the fuse to quick-grip electrodes, insert the ends of the
wire into the eyelet at the end of each stem and push the cap downward to pinch the wire
into place. No further threading or twisting isrequired.
3. It is not necessary to submerge the wire in a powdered sample. In fact, better combustions
will usually be obtained if the loop of the fuse is set slightly above the surface. When
using pelleted samples, bend the wire so that the loop bears against the top of the pellet
firmly enough to keep it from sliding against the side of the capsule.
4. Care must be taken no to disturb the sample when moving the bomb head from to the
calorimeter bomb. Check the sealing ring to be sure that it is in good condition and
moisten it with a bit of water so that it will slide freely into the body of the calorimeter
bomb, then slide the head into the bomb and push it down as far as it will go. Set the
 screw cap on the bomb and turn it down firmly by hand to a solid stop. When properly
closed, no threads on the bomb should be exposed.
5. Oxygen for the bomb can be drawn from a standard commercial oxygen cylinder.
Connect the regulator to the cylinder, keeping the 0-55 atm. in an upright position. The
pressure connection to the bomb is made with a slip connector on the oxygen hose which
slides over the gas inlet fitting on the bomb head. Slide the connector onto the inlet valve
body and push it down as far as it will go. Close the outlet valve on the bomb head; then
open or “crack” the oxygen tank valve not more than one-quarter turn. Open the filling
connection control valve slowly and watch the gage as the bomb pressure rises to the
desired filling pressure (30 atm.); then close the control valve. The bomb inlet check
valve will close automatically when the oxygen supply is shut off, leaving the bomb
filled to the highest pressure indicated on the 0-55 atm. Release the residual pressure in
the filling hose by pushing downward on the lever attached to the relief valve. The gage
should now return tozero.
6. Fill the calorimeter vessel by first taring the empty vessel; then add 3700 grams of water.
Note the exact mass of thewater.
7. Introduce the bomb calorimeter inside the calorimeter vessel. Handle the bomb carefully
during this operation so that the sample will not be disturbed.
8. Check the bomb for leaks before firing. If any gas leakage is indicated, no matter how
slight, DO NOT FIRE THE BOMB. Instead remove it from the water bath; release the
pressure and eliminate the leak before proceeding with combustion test.
9. Fill the jacket with water.
10. Put the cover on the jacket. Turn the stirrer by hand to be sure that it runs freely and start
the motor. Install the precision thermometer; this thermometer should be immersed in
water and not close to the bomb.
11. Let the stirrer run for at least 5 minutes to reach equilibrium before starting a measured
run.
12. The scanning of the temperature data is pre-set to be done once a minute. At the start of
the 5th minute, fire the charge by pressing the firing button on the control unit,
keepingthe circuit closed for about 5seconds.
13. The vessel temperature will start to rise within 20-30 seconds after firing. This rise will
be rapid during the first few minutes; then it will become slower as the temperature
approaches a stable maximum as shown by the typical rise curve shown in Figure.
Accurate time and temperature observations must be recorded to identify certain points
needed to calculate the calorific value of thesample.
14. Usually the temperature will reach a maximum; then it will drop very slowly. But this is
not always true since a low starting temperature may result in a slow continuous rise
without reaching a maximum. As stated above, the difference between successive
readings must be noted and the readings continued until the rate of the temperature
change becomes constant over a period of 5 minutes.
15. After the last temperature reading, stop the stirrer. Let the bomb stand in the calorimeter
vessel for at least 3 minutes. Then, remove the jacket cover and extract the bomb
calorimeter. Wipe the bomb with a clean towel.
16. Open the valve knob on the bomb head slightly to release all residual gas pressure before
attempting to remove the screw cap. This release should proceed slowly over a period of
not less than one minute to avoid entrainment losses. After all pressure has been released,
unscrew the cap; lift the head out of the cylinder. Do not twist the head during removal.
Pull it straight out to avoid sticking. Examine the interior of the bomb for soot or other
evidence of incomplete combustion. If such evidence is found, the test will have to be
discarded.
17. Remove all unburned pieces of fuse wire from the bombelectrodes.
18. On completion of experiment, wash all inner surfaces of the bomb and the combustion
crucible with a jet of distilled water and collect the washings. Keep the bomb set dry and
clean with some wiping tissue.
TABULATION

Time Thermometer
readings

minutes ºC

FORMULA USED

× × (∆ )
Calorific value of fuel𝐶𝑉 = kJ/kg

Where 𝑚 , mass of fuel in kg

𝑚 , mass of water in kg
𝐶 , Calorific content of calorimeter = 5.025 kJ/kg K
∆ 𝑇 , Temperature rise in K

RESULT

The calorific value of the fuel is ____________________ .

VALVE TIMING DIAGRAM OF FOUR STROKE PETROL ENGINE
Ex. No:

Date:

AIM

To determine the valve timing for a four stroke Petrol engine and draw the diagram.

APPARATUS REQUIRED

 Engine cut section

PROCEDURE

1. First identify the inlet and exhaust valves then rotate the flywheel such that the piston
reaches the top dead Centre with both the inlet and exhaust valves remain closed.
2. A measuring tape is fixed around the flywheel with 0 cm from the pointer. Now rotate
the flywheel, the piston moves downwards and the inlet valve opens where suction takes
place. Note the reading on the measuring tape.
3. Continue to rotate the flywheel, the piston then reaches bottom dead Centre, the inlet
valve closes after the piston travels a certain distance from the bottom dead Centre
which is the end of suction stroke. Note the reading.
4. Continue to rotate the wheel the piston moves upwards and reaches top dead Centre and
both the inlet and exhaust valves remain closed which is the end of compression stroke.
Note the reading. Now the compressed gas is ready for combustion. The power stroke or
expansion stroke then pushes the piston downwards from top dead Centre to bottom
dead Centre expanding the gases in the cylinder. During power stroke both the inlet and
exhaust valves remain closed.
5. When the piston reaches its bottom dead Centre the exhaust valve opens& as the piston
moves upwards and sends the exhaust gases through the exhaust valve and then it closes
when the piston reaches the top dead Centre which is the end of exhaust stroke. Then
again inlet valve opens as the piston moves downwards allowing suction to take place
and the cycle continues.
TABULATION

Arc length Angle

Valve
S. No. S θ
position
mm degree
TDC- Inlet
1
valve open
BDC-Inlet valve
2
close
BDC – Exhaust
3
valve open
TDC – Exhaust
4
valve close

FORMULA USED

Diameter of flywheel,𝐷 = m
×
Angle, 𝜃 =
( × )
°

RESULT

Thus, the valve timing is studied and the diagram is drawn.

PORT TIMING DIAGRAM OF TWO STROKE PETROL ENGINE
Ex. No:

Date:

AIM

To determine the port timing in a 2 stroke Petrol engine and draw the diagram.

APPARATUS REQUIRED

 Engine cut section

PROCEDURE

1. First identify the transfer port and exhaust port.

2. Bring the piston to top dead Centre, the gases are compressed in the cylinder
and at the same time fresh charge of air fuel mixture enters the crank chamber
through a valve.
3. Bring the piston downwards, the valve closes and the air fuel mixture gets
compressed in the crank chamber.
4. Before the piston reaches bottom dead Centre, the exhaust port opens then
shortly after that transfer port opens allowing the compressed air fuel mixture
into the cylinder. Note the reading.
5. After the piston moves upwards a certain distance from the bottom dead
Centre, the transfer port closes and then shortly after that the exhaust port
closes. Note the reading.
6. Compression takes place when both ports are closed. Suction occurs between
the opening and closing of transfer port. Exhaust occurs just before suction and
ends just after suction because the exhaust port remains open for a longer
angle.
7. The valve allowing air fuel mixture in the crank chamber opens before top
dead Centre and closes after top dead Centre.
8. Expansion takes place when the valves closes after top dead Centre.
9. Note the reading during the opening and closing of transfer and exhaust ports.
TABULATION

Arc length Angle

S. No. Port status S θ
mm degree
Transfer port
1
open
Transfer port
2
close
Exhaust port
3
open
Exhaust port
4
close

FORMULA USED

Diameter of flywheel, 𝐷 = m
×
Angle, 𝜃 =
( × )
°

RESULT

Thus, the port timing is studied and the diagram is drawn.

 PERFORMANCE TEST ON TWIN CYLINDER TURBOCHARGED
AUTOMOTIVE CRDI ENGINE TEST SETUP WITH OPEN ECU

Ex. No:

Date:
AIM
To carry out various performance tests on Twin cylinder turbocharged automotive CRDI engine
test setup with open ECU.

APPARATUS REQUIRED

 CRDi Engine – Diesel (2 Cyl., 4stroke)

 Open ECU –MCS1-i7
 ECU DataFile
 ECU Calibration Software
 Communication Cable
 WiringHarness
 Combustion AnalysisSystem
 Water Eddyy CurrentDynamometer
 Panel with necessary instrumentation
 Cardan Shaft with safetyguard
 Test Bed (includes engine and dynamometer mountings, fuel feed and storage system, air filter and
necessary water connections).

SCHEMATIC DIAGRAM
EXPERIMENTAL PROCEDURE
1. Prior to starting the engine and getting online with ECU software, clickonicon ondesktop.

2. Now, EngineScan user interface will be displayed on the computer screen as shownbelow.
User Interface-
Interface EngineScan

3. Select the folder location where the data logs will be saved. In case the user wants to add any tags in file
name for identification purpose, three name tag boxes are given. See fig below

Folder Location and name tag boxes.

4. Next, enter the number of cycles to be logged in ‘Cycles’ box in ‘Operate’ section at the lower right
5. Prior to start the experimentation on the engine, if the user wants to change the settings related to
experimentation,
imentation, click on the ‘Settings’ Tab:

User settings
6. Now, start the engine and click on green coloured ‘Run’ button in ‘Operate’ section at the lower right
corner of the software window. The button will turn red and ‘Stop’ will be displayed. Same button will
be used to stop thesoftware

Run/Stop button
7. Now, the live data from the engine will be displayed in the software. The parameters like engine
speed, load, P-θ, P-V, RPR, LogP vs. LogV, MFB, NHR, CHRR, MGT, Air Flow will become
visible. In order to measure fuelconsumption,

8. In order to start the fuel consumption measurement, click on ‘Measure’ button under ‘Fuel
Measurement’ section. Once the test starts, the button will turn red from green and display
‘Abort’. After the measurement is completed, all the data related to fuel measurement is displayed
under ‘Fuel Measurement’ section boxes. In case, the results are not satisfactory, all the readings can
be discarded using ‘Discard’ button. In case, the fuel measurement process is to be stopped in
between, click on ‘Abort’button.

Fuel Consumption Measure/Discard button

9. In order to save the data, click on ‘Save’ button under ‘Operate’ section. It will save the combustion
data for the cycles entered in the ‘Cycles’ box as a new file at the selected folder location. Also, it will
save the fuel consumption measurement results in a file named ‘Performance Report’. Every time the
data is saved, the combustion data will be saved in a new file, whereas the fuel data will be saved in the
same file in different row each time.
RESULT
Thus the performance tests on Twin cylinder turbocharged automotive CRDI engine
engin test setup with open
ECU is carried out.
 EXHAUST GAS ANALYSIS - CI ENGINE
Ex. No:

Date:

AIM:
To study the emission norms for CI engine pollutants (using exhaust gas analyzer).

PRIOR KNOWLEDGE:

Emissions from CI, their effect on human being and environment, methods to reduce emission.

Specifications of Exhaust Gas Analyzer

1. Name of the instrument………….

2. Make and ModelNo……………

3. Carbon Monoxide (CO%)measurement

Range ………………… to …………………..

4. Carbon Dioxide (CO2%)measurement

Range ………………… to …………………..

5. Hydro Carbon (HC)measurement

Range ………………… to …………………..

6. Nitrous Oxide (NOx)measurement

Range ………………… to …………………..
Procedure:

1. Connect the power supply cable and exhaust gas probe to theanalyzer.
2. Clamp the power supply cable to the vehicle battery. Switch on the analyzer and allow it to warm up for
15 minutes.

3. After warming up, calibration is automatically carried out and analyzer is ready for measurement.
4. Start the engine and let it warm up at its idlingspeed.
5. Exhaust gas nose pipe is connected to the pump of analyzer through which exhaust enters into the
machine foranalyze.

6. Insert exhaust gas probe (nozzle)

(nozzle) into the exhaust muffler tail pipe. Wait for few minutes.

7. Set CO and HC value to zero by using theknob.

8. Switch on the pump. Operate the gas selector switch and put it to CO and HCmode.
9. Note the readings of CO and HC. Take printout.
10. Switch off the machine and remove the pipe from the exhaust muffler of thevehicle.
11. Take additional readings byaccelerating.

RESULT
The engine emissions norms for BS-III
BS IV in India are studied for CI engine.
and BS-IV