Ex No: 1 VALVE TIMING DIAGRAM OF FOUR STROKE DIESEL ENGINE

Date:

Aim:
To draw the valve timing diagram of the given four stroke diesel engine.

Apparatus Required:
1. Four stroke diesel engine
2. Measuring tape
3. Chalk
4. Piece of paper

Theory and Description:

The diagram which shows the position of crank of four stroke cycle engine at the
beginning and at the end of suction, compression, expansion, and exhaust of the engine are
called as Valve Timing Diagram. The extreme position of the bottom of the cylinder is
called “Bottom Dead Centre” [BDC]. In the case of horizontal engine, this is known as
“Outer Dead Centre” [ODC]. The position of the piston at the top of the cylinder is called
“Top Dead Centre” [TDC].In case of horizontal engine this is known as “Inner Dead
Centre” [TDC]. In case of horizontal engine this is known as “inner dead centre” [IDC]. In
an ideal engine, the inlet valve opens at TDC and closes at BDC. The exhaust valve opens
at BDC and closes at TDC. The fuel is injected into the cylinder when the piston is at TDC
and at the end of compression stroke. But in actual practice it will differ.
Inlet Valve opening and closing:
In an actual engine, the inlet valve begins to open 10° - 20° before the piston reaches the
TDC during the end of exhaust stroke. This is necessary to ensure that the valve will be
fully open when the piston reaches the TDC. If the inlet valve is allowed to close 25° - 40°
after BDC, the cylinder would receive less amount of air than its capacity and the pressure
at the end of suction will be below the atmospheric pressure.
Exhaust valve opening and closing:
Complete clearing of the burned gases from the cylinder is necessary to take in more air
into the cylinder. To achieve this the exhaust valve is opens at 35° to 50° before BDC and
closes at 10° to 15° after the TDC. It is clear from the diagram, for certain period both inlet
valve and exhaust valve remains in open condition. The crank angles for which the both
valves are open are called as overlapping period. This overlapping is more than the petrol
engine.
Fuel valve opening and closing:
The fuel valve opens at 10° to 15 °before TDC and closes at 15° to 20 ° after TDC. This is
because better evaporation and mixing fuel.

Formula Used:
360
𝜃=𝑙 ×
𝑋

θ – Crank angle
l – Measured distance from the dead center
X = Circumference of the flywheel.

Experimental Procedure:
1. Remove the cylinder head cover and identify the inlet valve, exhaust valve and
piston of particular cylinder.
2. Mark the BDC and TDC position of flywheel. This is done by rotating the crank in
usual direction of rotation and observe the position of the fly wheel, when the piston
is moving downwards at which the piston begins to move in opposite direction. i.e
from down to upward direction . Make the mark on the flywheel with reference to
fixed point on the body of the engine. That point is the BDC for that cylinder
.Measure the circumference. That point is TDC and is diametrically opposite to the
BDC.
 3. Insert the paper in the tappet clearance of both inlet and exhaust valves.
4. Slowly rotate the crank until the paper in the tappet clearance of inlet valve is
gripped .make the mark on fly wheel against fixed reference. This position represent
the inlet valve open (IVO). Measure the distance from TDC and tabulate the
distance.
5. Rotate the crank further, till the paper is just free to move. Make the marking on the
flywheel against the fixed reference. This position represent the inlet valve close
(IVC). Measure the distance from BDC and tabulate the distance.
6. Rotate the crank further, till the paper in the tappet clearance of exhaust valve is
gripped. Make the marking on the flywheel against fixed reference. This position
represents the exhaust valve open (EVO). Measure the distance from BDC and
tabulate.
7. Then convert the measured distances into angle in degrees.
8. Draw the valve timing diagram according to the measured angles and mark the angle
between event and corresponding dead center.

Observation and Tabulation:

Circumference of the flywheel, X = cm.

Position of Crank Distance (l) Angle (θ) in

S.No Event
w.r.t TDC or BDC in cm degrees
1 Inlet Valve Opening Before TDC
2 Inlet Valve Closing After BDC
3 Exhaust Valve Opening Before BDC
4 Exhaust Valve Closing After TDC
Model Calculation:

Figure 1: Valve Timing Diagram

Result:
Thus the valve timing diagram for the given four stroke diesel engine was drawn.
Ex No: 2 PORT TIMING DIAGRAM OF TWO STROKE PETROL ENGINE
Date:

Aim:
To draw the port timing diagram of the given two stroke petrol engine.

Apparatus Required:
1. Two stroke petrol engine
2. Measuring tape
3. Chalk
4. Piece of paper

Formula Used:
360
𝜃=𝑙 ×
𝑋

θ – Crank angle
l – Measured distance from the dead center
X = Circumference of the flywheel.

Theory and Description:

In the case of two stroke cycle engines the inlet and exhaust valves are not present.
Instead, the slots are cut on the cylinder itself at different elevation and they are called
ports. There are three ports are present in the two stroke cycle engine. 1. Inlet port, 2.
Transfer port, 3. Exhaust port. The diagram which shows the position of crank at which the
above ports are open and close are called as port timing diagram. The extreme position of
the piston at the bottom of the cylinder is called “Bottom Dead Center” [BDC]. The
extreme position of the piston at the top of the cylinder is called “Top Dead Centre” [TDC].
 In two stroke petrol engine the inlet port open when the piston moves from BDC to
TDC and is closed when the piston moves from TDC to BDC. The angle between the inlet
port opening and closing is 100 degrees.
The transfer port is opened when the piston is moves from TDC to BDC and the
fuel enters into the cylinder through this transfer port from the crank case of the engine.
The transfer port is closed when piston moves from BDC to TDC. The transfer port opening
and closing are measured with respect to the BDC. The angle between the transfer port
opening and closing is 90 degrees.
The exhaust port is opened, when the piston moves from TDC to BDC and is closed
when piston moves from BDC to TDC. The exhaust port opening and closing are measured
with respect to the BDC. The angle between the exhaust port opening and closing is 120
degrees.

Experimental Procedure:
1. Remove the ports cover and identify the three ports.
2. Make the TDC and BDC position on the fly wheel. To mark this position follow
the same procedure as followed in valve timing diagram.
3. Rotate the flywheel slowly in usual direction (usually clockwise) and observe
the movement of the position. When the piston moves from BDC to TDC
observe when the bottom edge of the piston just uncover the bottom end of the
inlet port. This is the inlet port opening (IPO) condition, make the mark on the
fly wheel and measure the distance from TDC.
4. When piston moves from TDC to BDC observe, when the bottom edge of piston
completely covers the inlet port. This is the inlet port closing (IPC) condition.
Make the mark on the flywheel and measure the distance from TBDC.
5. When the piston moves from TDC to BDC, observe when the top edge of the
piston just uncover the exhaust port. This is the exhaust port opening [EPO]
condition. Make the mark on the flywheel and measure the distance from BDC.
 6. When the piston moves from BDC to TDC, observe, when the piston completely
cover the exhaust port. This is the exhaust port closing condition [EPC]. Make
the mark on the flywheel and measure the distance from BDC.
7. When the piston moves from TDC to BDC, observe, when the top edge of the
piston just uncover the transfer port. This is the transfer port opening [TPO]
condition. Make the mark on the flywheel and measure the distance from BDC.
8. When the piston moves from BDC to TDC, observe, when the piston completely
covers the transfer port. This is the transfer port closing [TPC] condition. Make
the mark of the flywheel and measure the distance from BDC.
9. Draw the port timing diagram according to the measured angles and mark the
angle between event and corresponding dead center.

Note:
1. The inlet port opening distance and closing distance from TDC are equal.
2. The exhaust port opening distance and closing distance from BDC are equal.
3. The transfer port opening distance and closing distance from BDC are equal.

Observation and Tabulation:

Circumference of the flywheel, X = cm.

Position of Crank Distance (l) Angle (θ) in

S.No Event
w.r.t TDC or BDC in cm degrees
1 Inlet Port Opening Before TDC
2 Inlet Port Closing After TDC
3 Exhaust Port Opening Before BDC
4 Exhaust Port Closing After BDC
5 Transfer Port Opening Before BDC
6 Transfer Port Closing After BDC
Model Calculation:

Figure 1: Port Timing Diagram

Result:
Thus the port timing diagram for the given two stroke cycle petrol engine was
drawn.
Ex No: 3 EFFECTIVENESS OF PARALLEL FLOW HEAT EXCHANGER
Date:

Aim:
To find the overall heat transfer co-efficient and the effectiveness in parallel flow
heat exchanger.

Apparatus Required:
1. Heat Exchanger Apparatus
2. Temperature indicator
3. Thermocouple
4. Stopwatch
5. Water heater

Figure 1. Parallel flow heat exchanger

Specification:
Inner copper tube
Inner diameter, d1 = 0.012m
Outer diameter, d2 = 0.015m
 Outer GI tube
Inner diameter, d3 = 0.04m

Formula Used:

Heat transfer rate, Q  UALMTD

Where,
𝑄ℎ + 𝑄𝑐
𝑄=
2

Qh  mh .C ph Thi  Tho  , W

Qc  mc .C pc Tci  Tco  , W
mh – Mass of hot water, kg
Cph – Specific heat of hot water = 4.186 kJ/kgK
mc – Mass of cold water, kg
Cpc – Specific heat of cold water = 4.186 kJ/kgK

Mass flow rate, m:

Volume of water: 1 litre = 1 x 10-3 m3
1 x 10-3 m3 for measured time in seconds.
For 1 second = 1 x 10-3 m3 / measured time in secs, m3 /s.
m = ρ / above value, kg/s
Q
Overall heat transfer co-efficient, U  W/m2K
A.(LMTD )

A – Outer area of inner copper tube = d 2 L = 0.025 m2

LMTD – Logarithmic Mean Temperature difference
Ti  T0
LMTD ( P ) 
 T 
ln i 
 T0 
 ΔTi = Thi - Tci
ΔTo = Tho - Tco
Thi – Hot water inlet temperature, K
Tci – Cold water inlet temperature, K
Tho – Hot water outlet temperature, K
Tco – Cold water outlet temperature, K

3. Effectiveness of heat transfer, 

The effectiveness (ϵ) of a heat exchanger is defined as the ratio of the actual heat transfer
to the maximum possible heat transfer.
𝐴𝑐𝑡𝑢𝑎𝑙 ℎ𝑒𝑎𝑡 𝑡𝑟𝑎𝑛𝑠𝑓𝑒𝑟
 =
𝑀𝑎𝑥𝑖𝑚𝑢𝑚 𝑝𝑜𝑠𝑠𝑖𝑏𝑙𝑒 ℎ𝑒𝑎𝑡 𝑡𝑟𝑎𝑛𝑠𝑓𝑒𝑟
Actual heat transfer, Q = mh Cph (Thi − Tho) = mc Cpc (Tco − Tci)
where,
mh . Cph = Ch = hot fluid capacity rate and mc. Cpc = Cc = Cold fluid capacity rate

Maximum possible heat transfer, Qmax = Ch (Thi − Tci) or = Cc (Thi − Tci)

Qmax is the minimum of these two values i. e. Qmax = Cmin (Thi − Tci)

C h Thi  Th0 

C min Thi  Tci 

Experimental Procedure:
1. Connect water supply at the back of the unit. The inlet water flows through the geyser
and inner pipe of the heat exchanger and flows out.
2. Also the inlet water flows through the annulus gap of the heat exchanger and flows out.
3. For parallel flow open valve V2, V4 and V5.
4. Control the hot water flow approximately 2lit./min and cold water flow approximately
5 lit./min.
5. Switch ON the geyser. Allow the temperature to reach steady state.
6. Note temperature T1 and T2 (hot water inlet and outlet temperature respectively) in the
table.
7. Under parallel flow condition T3 is the cold water inlet temperature and T4 is the cold
water outlet temperature. Note the temperature T3 and T4 in the table.
8. Note the time for 1 litre flow of hot and cold water and calculate the mass flow rate by
using the given formula.

Tabulation:

Hot water Cold water

Time taken for Time taken for
temperature, oC temperature, oC
1 lit. of hot 1 lit. of cold
S No Inlet, Outlet, Inlet, Outlet,
water flow Water flow
Thi Tho Tci Tco
(sec) (sec)
T1 T2 T3 T4

Model Calculation:
Result:
Thus the test on parallel flow heat exchanger is performed and the overall heat transfer
co-efficient and the effectiveness of the heat exchanger are determined.
Ex No: 4 EFFECTIVENESS OF COUNTER FLOW HEAT EXCHANGER
Date:

Aim:
To find the overall heat transfer co-efficient and the effectiveness in counter flow
heat exchanger.

Apparatus Required:
1. Heat Exchanger Apparatus
2. Temperature indicator
3. Thermocouple
4. Stopwatch
5. Water heater

Figure 1. Counter flow heat exchanger

Specification:
Inner copper tube
Inner diameter, d1 = 0.012m
Outer diameter, d2 = 0.015m
 Outer GI tube
Inner diameter, d3 = 0.04m

Formula Used:

Heat transfer rate, Q  UALMTD 

Where,
𝑄ℎ + 𝑄𝑐
𝑄=
2

Qh  mh .C ph Thi  Tho  , W

Qc  mc .C pc Tci  Tco  , W
mh – Mass of hot water, kg
Cph – Specific heat of hot water = 4.186 kJ/kgK
mc – Mass of cold water, kg
Cpc – Specific heat of cold water = 4.186 kJ/kgK

Mass flow rate, m in kg/s:

Volume of water: 1 litre = 1 x 10-3 m3
1 x 10-3 m3 for measured time in seconds.
For 1 second = 1 x 10-3 m3 / measured time in secs, m3 /s.
m = ρ / above value, kg/s
Q
Overall heat transfer co-efficient, U  , W/m2K
A.(LMTD )

A – Outer area of inner copper tube = d 2 L = 0.025 m2

LMTD – Logarithmic Mean Temperature difference
Ti  T0
LMTD( C ) 
 T 
ln i 
 T0 
 ΔTi = Thi – Tco
ΔTo = Tho – Tci
Thi – Hot water inlet temperature, K
Tci – Cold water inlet temperature, K
Tho – Hot water outlet temperature, K
Tco – Cold water outlet temperature, K

3. Effectiveness of heat transfer, 

The effectiveness (ϵ) of a heat exchanger is defined as the ratio of the actual heat transfer
to the maximum possible heat transfer.
𝐴𝑐𝑡𝑢𝑎𝑙 ℎ𝑒𝑎𝑡 𝑡𝑟𝑎𝑛𝑠𝑓𝑒𝑟
 =
𝑀𝑎𝑥𝑖𝑚𝑢𝑚 𝑝𝑜𝑠𝑠𝑖𝑏𝑙𝑒 ℎ𝑒𝑎𝑡 𝑡𝑟𝑎𝑛𝑠𝑓𝑒𝑟
Actual heat transfer, Q = mh Cph (Thi − Tho) = mc Cpc (Tco − Tci)
where,
mh . Cph = Ch = hot fluid capacity rate mc . Cpc = Cc = Cold fluid capacity rate

Maximum possible heat transfer, Qmax = Ch (Thi − Tci) or = Cc (Thi − Tci)

Qmax is the minimum of these two values i. e. Qmax = Cmin (Thi − Tci)

C c Tco  Tci 

C min Thi  Tci 

Experimental Procedure:
1. Connect water supply at the back of the unit. The inlet water flows through the geyser
and inner pipe of the heat exchanger and flows out.
2. Also the inlet water flows through the annulus gap of the heat exchanger and flows out.
3. For parallel flow open valve V3, V1 and V5.
4. Control the hot water flow approximately 2lit./min and cold water flow approximately
5 lit./min.
5. Switch ON the geyser. Allow the temperature to reach steady state.
6. Note temperature T1 and T2 (hot water inlet and outlet temperature respectively) in the
table.
7. Under counter flow condition T4 is the cold water inlet temperature T3 is the cold water
outlet temperature. Note the temperatures T3 andT4 in the table.
8. Note the time for 1 litre flow of hot and cold water and calculate the mass flow rate by
using the given formula.

Tabulation:

Hot water Cold water

Time taken for Time taken for
temperature, oC temperature, oC
1 lit. of hot 1 lit. of cold
S No Inlet, Outlet, Inlet, Outlet,
water flow Water flow
Thi Tho Tci Tco
(sec) (sec)
T1 T2 T3 T4

Model Calculation:
Result:
Thus the test on counter flow heat exchanger is performed and the overall heat transfer
co-efficient and the effectiveness of the heat exchanger are determined.
Ex No: 5 DETERMINATION OF HEATING VALUE OF FUEL
Date:

Aim:
To determine the heating value (Calorific Value) of given fuel using Bomb Calorimeter.

Apparatus required:
1. Fuel sample for ignition,
2. Ignition source,
3. Thermometer,
4. Bomb calorimeter.

Introduction:
The calorific value is the measurement of heat or energy produced, and is measured
either as gross calorific value or net calorific value. The difference being the latent heat of
condensation of the water vapour produced during the combustion process. The calorific
value or the heat value of a solid, liquid or gaseous fuel is defined as the number of heat
units developed by the complete combustion of unit mass or unit normal volume of a given
fuel. It may be expressed as kJ/kg or kJ/normal m3. Sometimes it is also expressed by the
name calorific power.
In combustion work the term calorific intensity is used which means the maximum
temperature attained in a given combustion. For gaseous fuels the calorific value is
expressed as kJ/m3 measured at STP. If during the cooling process to room temperature
none of the water vapour formed by the combustion of fuel is condensed, we shall abstract
from the products of combustion an amount of heat less than the higher heat value by the
quantity of heat carried away by the uncondensed vapour. This smaller heat value is called
the lower or net heat value of the fuel.
Theory:
The results obtained by combustion with oxygen at high pressure are correct and therefore
they are used for determining the calorific value of solid and liquid fuels. When a solid or
liquid fuel is burnt, the energy release due to combustion of the fuel is measured in an
isothermal constant volume reaction performed in a special combustion chamber known as
a bomb. The energy release, when a gaseous fuel is burned, is measured in an isothermal
constant pressure reaction.

Figure 1 : Schematic of the Bomb Calorimeter Apparatus

If a fuel is burnt at constant volume the energy evolved will all go into the stock of
internal energy of the products of combustion produced, since no external work is done.
The calorific value in this case is, therefore, sometimes called the internal energy of
combustion or the internal energy of reaction. If, however, a fuel is burnt at constant
pressure then the calorific value will be modified as a function of whether there is an
increase in volume, the volume remains the same or if there is a volumetric contraction
after combustion. In this case the calorific value will be decreased. If there is no change of
volume, the calorific value of the fuel remains unchanged. If there is a volume contraction
then the calorific value is increased by an amount equal to the contraction work. If either
case, however, the process being at constant pressure will mean that the energy liberated
due to combustion of the fuel will appear a change of enthalpy. The calorific value in this
case is, therefore, sometimes called the enthalpy of combustion or the enthalpy of reaction.

Precautions:
1. Do not put a sample in the bomb that will react explosively or which weighs more
than 1.5 grams.
2. Do not overcharge the bomb with oxygen. The initial charge should not exceed 40
atm (519 psig). The usual charging pressure is 30 atm.
3. Make sure the bomb is completely submerged and electrodes attached before firing.
4. Stand clear of the bomb during firing and do not handle the bomb until the water
temperature reaches steady state.
5. When opening the top of the calorimeter, be sure to first pick up the lever that moves
the thermometer, stirrer, and thermistor out of the bucket. Make sure the site glasses
are removed before opening or closing the top of the calorimeter.
6. Do not move the knob on the control panel. It has been preset and should not be
adjusted. Also, do not adjust the control valves in the back of the calorimeter as this
may cause the calorimeter to overflow.

Procedure:
1. A cover and cap screws at the bottom of the bomb are made perfectly gas tight by
means of a spanner. The top has a valve for the introduction of oxygen. The bottom
cover is provided with insulated firing plug and platinum nickel supports for the
crucible and magnesium wire. The crucible is made of silica and quartz.
2. The bomb is placed in a water container in which a known quantity of water is taken.
3. Surrounding this water container is a water jacket. An air space is left between the
water container and the water jacket. An outer cover is also provided which encloses
the water container and through this cover suitable stirring arrangement passes
through for stirring the water. Besides, a hole is provided for a thermometer which
can read up to 1/100 Kelvin. Terminals are provided for electrical connections at
the bottom.
4. A known quantity of the fuel is taken and a pellet is formed from it. It is placed in
the crucible and fusible wire surrounds this pellet. The bomb cover is screwed in
position and oxygen at a high pressure is admitted into the bomb until the pressure
on the gauge indicates 25 to 30 atmospheres. The screw valve is closed and the
bomb is disconnected from the tube supplying oxygen and also from the pressure
gauge.
5. The bomb is then connected to the electric wires. A known mass of water is poured
in the container. The cover is now placed in position and an interval of about 10
minutes is allowed for the equalization of temperature of the bomb and the water
container.
6. During the interval stirring is carried out continuously and the temperature readings
are taken at regular intervals and when the indicated temperature is constant the fuel
is ignited. The combustion is very rapid, and the heat generated is transferred from
the wall of the bomb to the water.
7. The stirring of the water is continued at the uniform rate and the temperature of
water is recorded at regular intervals. The temperature will rise initially and reach a
maximum value and then begins to fall gradually due to cooling losses of the
instrument. By noting this decrease in temperature the rate of cooling can be
obtained.
Calculation:
Let C be the calorific value of fuel in calories,
M be the water taken in gm,
m be the water equivalent of the container in gm,
θ °C be the corrected rise in temperature of the water and container and
x be the mass of fuel burnt in gm.

Then,
Heat given by the fuel = x × C
Heat taken by the water = θ (M + m) Cp,
where Cp is the specific heat of water.

By equating the above two heat quantities, assuming that there is no loss during the
transfer of heat, we get –

x × C = θ (M + m) C𝑝
θ (M + m) C𝑝
Calorific Value, C =
x

Or
Heat received by the circulating water per minute
Calorific Value of the fuel =
Volume of the gas used per minute

In order to find out the water equivalent (m) of the bomb and the calorimeter, chemical
compounds of known calorific values are taken.
Determine the calorific value of fuel having hydrogen content of 14%. The following
data were obtained:
Mass of fuel 0.579 gm;
Mass of water 1400 gm;
Water equivalent of calorimeter 500 gm;
Rise in temperature of water 2.912 °C;
Cooling correction 0.058 °C;
Mass of cotton used in igniting the fuel 0.005 gm;
Calorific value of cotton is 16750 J/gm.
Find the higher and lower calorific values of the fuel,
Specific heat of water may be taken as 4.1868 J/gm-K.

Solution:
Corrected temperature rise = 2.912 + 0.058 = 2.97 °C.

Heat received by water = m Cp θ

m = mass of water and water equivalent of calorimeter
= mw + mc = 1400 + 500 = 1900 gm
Cp = Specific heat of water,
θ = Rise in temperature.

Heat received by water,

Qw = 1900 x 2.97 x 4.1868 = 23626 J.

Therefore,
Heat given out by combustion of cotton = 0.005 x 16750 = 83.75 J.
Heat given out by combustion of liquid fuel = 23626 – 83.75 = 23542 J.
Higher Calorific Value:
If C be the higher calorific value of fuel, then heat generated by the combustion of fuel,
Qf = 0.579 x C
23542 = 0.579 x C
C = 23542 / 0.579 = 40660 J / gm or KJ / kg.

Steam formed during combustion of 1 kg of fuel = 0.14 x 9 = 1.26 kg.

Lower Calorific Value = 40660 – [1.26 x 2442] = 37583 J / gm or 37583 KJ / kg.

Result:
Thus the heating value of the given fuel was determined using Bomb Calorimeter.
The Higher Calorific Value of the given fuel is 40660 J / gm.
The Lower Calorific Value of the given fuel is 37583 J / gm.
Ex No: 6 PERFORMANCE TEST ON 4-STROKE SINGLE CYLINDER
DIESEL ENGINE (ELECTRICAL LOADING)
Date:

Aim:
To conduct performance test on 4-stroke single cylinder diesel engine and to study the
various performance parameters of the engine.

Apparatus Required:
1. 4-stroke single cylinder diesel engine test rig with electrical loading
2. Stop watch.

Formula Used:
1. Brake Power, BP = V × I kW
Where,
V is the Voltmeter reading in volts
I is the Ammeter reading in amps.

2. Torque,
We also know that, Brake Power, BP = [2 π N T] / 60
So, T = [BP × 60] / [2 π N] KN-m

3. Total Fuel Consumption,

TFC = [V / t] × [ρ / 1000] × 3600 kg/hr
Where,
V = Volume of the fuel consumed = 10 cc
t = Time for 10cc fuel consumption in Sec.
ρ = Density of the diesel = 0.8409 kg/litre.

4. Specific Fuel Consumption, SFC = TFC / BP kg/kWhr

 5. Indicated Power, IP = BP – FP kW

Where,
FP = Friction Power [Found from Willans line graph method, i.e, the graph
drawn between BP taken in x-axis and TFC taken in y-axis].

6. Mechanical efficiency, ηmech = [BP / IP] x 100

Tabulation:

Load
Time for
Brake Specific Fuel Mechanical
Speed, Volt consuming Torque, Total Fuel Indicated
S. Power, Consumption, Efficiency,
N in meter Ammeter 10cc of T in consumption, Power, IP
No BP in SFC in kg/kW
rpm reading reading, I fuel, t in
kW
kN-m TFC in kg/hr
hr
in kW ηmech
V, in in amps sec.
volts

1. No load No load

2.

3.

4.

5.

Experimental Procedure:

1. Hand crank and start the engine.

2. For the no load condition, note down the speed, ammeter, voltmeter readings from
the respective digital indicators.
 3. Open the fuel flow valve located on the control panel and measure the time taken
for the 10 cc drop of the fuel using the stop watch and close the fuel flow valve.
4. For the load condition, increase the electrical load by rotating switch knob and
note down the speed, ammeter, and voltmeter readings from the respective digital
indicators.
5. Repeat the procedure for different loading conditions to conduct the load test.
6. Stop the engine.

Result:
Thus the performance test on 4-stroke single cylinder diesel engine was performed.
Ex No: 7 DETERMINATION OF THERMAL CONDUCTIVITY OF
COMPOSITE WALL
Date:

Aim:
To determine the overall heat transfer coefficient of the composite wall and compare the
same with that calculated from the equation.

Apparatus Required:
1. Composite Wall Heat transfer test rig.

Description of the apparatus:

The apparatus consists of three slabs made of mild steel, asbestos and brass having same
thickness. The three slabs are clamped on both the sides using bolts and nuts. On one side
of the composite wall a heater is provided .The heater input can be varied using a
dimmerstat. Thermocouples area embedded at three different places in each section to find
out the average temperature. On the outside of the wall, cooling water jacket is provided
which takes away the heat conducted through the slabs. The mass flow rate of the water
and its raise in temperature can be determined.

Formula:
The heat conducted through the composite wall is given by
𝐴 (𝑇1 − 𝑇2 )
𝑄=
𝐿1 𝐿 𝐿
+ 2+ 3
𝐾1 𝐾2 𝐾3
where
Q = Rate of heat conducted in W and is calculated using the expression.
Q = U A ∆T
A = Area of heat flow in m2
∆T = Overall temperature difference in 0C
U = Overall heat transfer coefficient in W/ m2 K.
1
𝑈=
𝐿1 𝐿 𝐿
+ 2+ 3
𝐾1 𝐾2 𝐾3
where L1, L2, L3 are the thickness of the three layers and K1, K2, K3 are the thermal
conductivity of the three layers .

Specifications:
Diameter of the composite wall, D = 150 mm
Thickness of the slab, L = 06 mm
Thermal conductivity of steel, K1 = 45 W/m-K
Thermal conductivity of asbestos, K2 = 0.1662 W/m-K
Thermal conductivity of brass, K3 = 100 W/m-K

Procedure:
1. Connect the equipment to the power supply.
2. Adjust the power input to the required value.
3. Allow sufficient time to attain steady state.
4. Note down all the temperature by operating the knob.
5. Measure water flow rate and its raise in temperature.
6. Repeat the experiment for different heat input.

Observation Table:
Temperature Measurements in Water
Heater Input
0
C Temperature
Water
Ammeter Voltmeter
S.No V I in Flow Rate
Reading, Reading, Hot End Cold End Inlet Outlet
Watts in cc/min
in amps in volts
I V VI T1 T2 T3 T4 T5 T6 T7 T8
Results:
Thus the thermal conductivity of the composite wall is determined and found to be
_________W.