THERMAL ENGINEERING LABORATORY

LABORATORY MANUAL

June 2012

DEPARTMENT OF MECHANICAL ENGINEERING

PSG COLLEGE OF TECHNOLOGY

ISO 9001 Certified Institution
Established in 1951 (A unit of PSG & Sons Charities)
PEELAMEDU, COIMBATORE – 641 004.
 12M511 Thermal Engineering Laboratory

List of Experiments

Page No
S.No EXPERIMENT DETAILS

1 Experimental study on valve timing diagram in 4 – stroke engine cut section 1

2 Experimental study on port timing diagram in 2 – stroke engine cut section 3

3 Performance test on constant speed 4 – stroke diesel engine 5

4 Variable speed test on multi – cylinder engine 8

5 Heat balance on 4 – stroke diesel engine 10

6 Performance test on constant speed single cylinder petrol engine 14

7 Performance test on high pressure two stage reciprocating air compressor 17

8 Performance test of boilers - Study 20

9 IC engine performance evaluation using PC interface 30

10 Experiment of heating, ventilation and air conditioning unit 32

11 Experiment on refrigeration tutor 34

Reference

1. Laboratory Manual prepared by Department of Mechanical Engineering, PSGCT

EX.NO: 1 VALVE TIMING DIAGRAM ON DPF DIESEL ENGINE
DATE:

AIM:
To study and draw the valve timing diagram for the DPF vertical diesel engine

APPARATUS REQUIRED:
Scale, Thread, Sprit level, Pro-circle/compass, Oil-can.

DPF vertical diesel engine.

PROCEDURE:
A chalk mark is made insider the cylinder wall near the top. The flywheel is
rotated in the correct direction, when the top of the piston reached the chalk mark, a
mark is made on the flywheel against the fixed reference on the engine from the
flywheel is rotated in the same direction and when the piston reverse and reaches the
same reference, another mark is made on the flywheel is located directly opposite to
TDC. A chalk mark is made near the bolt of the cylinder wall and the procedure is
repeated to check BDC.

The closing and opening of the valves are determined by inserting a thin paper between
valve and the arm. If the inserted paper held tight, that means the valve first opens and
vice-versa. The injector beginning and closing are noted. When the fuel bubble first
rises and cease to rise in the fuel pump delivery. By this method IVO, IVC, EVO and
EVC positions are marked on the flywheel against the fixed mark.

The circumference of the flywheel is measured. The linear distance of the point marked
on the flywheel is measured with respect to the nearest and centre. The angular
dispersion compare to the nearest is calculated for all the operations. The readings are
tabulated. The valve timing diagram is drawn using the observation.
DPF vertical diesel engine
Observation
Circumference of the flywheel= cm

Reference to
Nearest Dead Distance Angle (θ)
Operation
Before After centre (cm) degree

IVO
IVC
EVO
EVC
FIB
FIE

360° * X (cm)
Angle θ = ----------------------------------------------
Circumference of flywheel (cm)

X = Distance marked on flywheel in cm

Θ = angle

Model Valve Timing Diagram

INFERENCE

RESULT
EX.NO: 2 PORT TIMING DIAGRAM ON PETROL ENGINE
DATE

AIM:
To draw the port timing diagram for Rajoot petrol engine

APPARATUS REQUIRED:

Scale, Chalk, Oilcan, Pro-circle/Compass

PROCEDURE:
A chalk mark is made inside the cylinder wall near the top. The flywheel is
rotated in the correct direction. When the top of the piston reaches the chalk mark, a
mark is made on the flywheel against the fixed reference on the engine frame. The
flywheel is rotated in the same direction and when the piston reverses and reaches the
same another mark is made on the flywheel against the reference.

The centre point between these marks on the flywheel is the top dead centre.
The bottom dead centre on the flywheel is located directly opposite to TDC. A chalk
mark is made near the bottom of the cylinder wall and the procedure is repeated to
check the BDC.

When the piston just uncovers and covers the ports (while the flywheel is rotated
slowly) marks are made accordingly on the flywheel against the fixed reference on the
engine frame. Spark ignition is noted when the contact breaker in the primary circuit just
breaks contact. The EPO, EPC, TPO, TPC, CPO, CPC and SI position are marked on
the flywheel.

Circumference of the flywheel is measured. The linear distance of the point

marked on the flywheel is measured with respect to nearest dead centre. The angular
displacement corresponding to the linear distance is calculated for all operations. The
readings are tabulated. The port timing diagram is drawn using the operation.

Here the ignition (spark) is timed to occur early. Theoretically spark should occur
at TDC. This is done to avoid explosion knock. Produce spark earlier gives sufficient
time for the fuel to burn completely.
Rajoot petrol engine

Observation
Circumference of the flywheel= cm

Reference to Nearest Dead

centre Distance Angle (θ)
Operation
Before After (cm) degree
TPO
TPC
EPO
EPC
CPO
CPC
SI

360° * X (cm)
Angle θ = ----------------------------------------------
Circumference of flywheel (cm)

X = Distance marked on flywheel in cm

Θ = angle

Model Port Timing diagram

INFERENCE

RESULT
EX.NO:3 CONSTANT SPEED LOAD TEST ON SINGLE CYLINDER DIESEL ENGINE
DATE:

AIM:
To conduct a constant speed load test on the diesel engine and to determine the
total fuel consumption, specific fuel consumption, brake thermal efficiency, indicated
thermal efficiency and mechanical efficiency of the engine.

PRECAUTIONS:
1. The engine should be supplied with cooling water
2. Starting and stopping the engine should be without load on the brake drum.
3. Keep your hands and legs away from exhaust pipe to prevent burns.

NAME PLATE DETAILS

PSG IC ENGINE

KW = ROPE DIA =
RPM = DRUM DIA =
BORE = SP.GRAVITY =
STROKE = CALORIFIC VALUE =

PROCEDURE:

The maximum load is calculated for the engine from the rated power and the
given specifications. The engine is started using the crank fever after taking the
necessary precautions. The engine is made to run for five minutes at the rated speed of
1500 rpm, under no load condition. Speed of the engine is varied by regulating the fuel
pump rack. The load is added to the pan fitted to the brake drum and the spring balance
reading is noted. The loading is done so that the net load is equal to maximum load of
the engine at the constant rated speed of 1500 rpm. Now the fuel consumption is
measured by taking the time for 15cc of diesel in the burette using the stop watch. The
experiment is repeated for 80%, 60%, 40%, 20% maximum load and minimum load
conditions for the constant speed of 1500 rpm.
Table:
Sl. Details Notations Units Trial
No 1 2 3 4 5
Load on pan W1 Kgf
1
2 Spring balance reading W2 Kgf
3 Net load (W1-W2) Kgf
4 Time taken for 15cc of t s
fuel
5 Total fuel consumption TFC Kg/hr
6 Brake power BP kW
7 Specific fuel consumption SFC Kg/kW hr
8 Indicated power Ip kW
9 Fuel power FP kW
10 Mechanical efficiency ηm %
11 Indicated thermal ηit %
efficiency
12 Brake thermal efficiency ηbt %

FORMULA:
X*sp.gravity*3600
(i) Total fuel consumption TFC = ------------------------ Kg/hr
T*1000

X=15cc of fuel
T = Time taken for 15cc of fuel consumption
Sp.gravity=0.8275
2πNT
(ii) Brake power, BP = ----------------------- kw
60000

T = Load (m) * Re
M = Load on Engine, N

D+d
Effective brake radius Re =---------------- m
2

Engine Speed N = 1500 rpm

(iii) Specific fuel consumption, SFC = TFC/BP kg/kw-hr

(iv) Indicated power, IP = Brake power + Friction power
[from TFC & BP graph]
 TFC* calorific value of fuel
(v) Fuel power, FP = ---------------------------------------- kw
3600

Calorific value of diesel = 10800 * 4.18 kJ/kg

BP
(vi) Mechanical efficiency, ηmech = ----------- *100
IP

BP
(vii) Brake thermal efficiency, ηbt = ----------- *100
FP

IP
(viii) Indicated thermal efficiency, ηmech = ----------- *100
FP

FRICTION POWER CALCULATION:

A graphical method (willan’s line method) is used to estimate the friction power
developed by the engine. A graph taking brake power in X-axis and TFC on Y-axis is
drawn. The line meeting the negative X-axis is taken as friction power. (Note:
Approximately 30% of the brake power developed is used to overcome friction)

GRAPHS:
% Rated Brake power Vs Specific fuel consumption
% Rated Brake power Vs Brake thermal efficiency
% Rated Brake power Vs Indicated thermal efficiency
% Rated Brake power Vs Mechanical thermal efficiency

INFERENCE:

RESULT:
EXNO:4 VARIABLE SPEED TEST ON MULTICYLINDER PETROL ENGINE
DATE:

AIM:
To conduct a variable speed load test on multi cylinder petrol engine and to find
the total fuel consumption, Brake power and brake thermal efficiency of the engine.

APPARATUS REQUIRED:
Petrol engine with hydraulic dynamometer, 0 to 100 and 0 to 500°c thermometer
or corresponding thermocouple, stopwatch, bucket, tachometer and Electronic weighing
machine.

PRECAUTIONS:
 Lubricating level should be checked.
 Cooling water should be supplied to engine and dynamometer.
 Water is to be supplied to the dynamometer and water pressure is to be
0.5 kg/cm2

PROCEDURE:
The engine is started without load on the dynamometer. By regulating the
accelerator knob, the engine is set to run at particular speed. The hydraulic
dynamometer is loaded. At a particular value the speed of the engine drops. It is
therefore understood that the corresponding torque is the maximum load the engine can
take at that particular speed. The various reading for fuel consumption measurement
are taken. The engine is set at next speed (i.e. 200 rpm less or more). The procedure is
repeated for five or six speeds and the readings are tabulated.

FORMULA USED:

X* Sp.gravity *3600
Total fuel consumption, TFC = -----------------------------
T * 1000

TFC * Calorific value of petrol

Fuel power, FP = ----------------------------------------
3600

Calorific value of Petrol = 44412 kJ/kg

W *N
Brake power, B.P. = ------------ kW
k
Where,
N = speed rpm
 K = Dynamometer Constant
W = Net load Kg
B.P
Brake speed thermal efficiency = ---------- * 100
F.P

Table:
Sl.No Particulars units Trial 1 Trial 2 Trial 3 Trial 4 Trial 5
1 Speed rpm 1200 1400 1600 1800 2000
2 Load N
3 Manometer deflection mm
4 Time taken for 10 cc of fuel sec
consumption
5 Inlet air temperature °C
6 Exhaust gas temperature °C
7 Inlet Water temperature °C
8 Outlet Water temperature °C
9 Torque NM
10 Brake power kW
11 Total fuel consumption Kg/hr
12 Fuel power kW
13 Air consumption M3/hr
14 Specific fuel consumption Kg/kW-hr
15 Air/Fuel ratio -
16 Brake Thermal efficiency %

GRAPH DRAWN:

Speed Vs Brake power

Speed Vs TFC
Speed Vs Torque

INFERENCE:

RESULT:
EXNO: 5 MORSE TEST ON MULTI CYLINDER PETROL ENGINE
DATE:

AIM:
To conduct a morse test on multi cylinder petrol engine and to find out the
indicated power, friction power and their variation with respect to various load/speed
conditions.

APPARATUS REQUIRD:
Petrol engine with hydraulic dynamometer, Stop watch, Bucket, Scale,
Tachometer.

PRECAUTIONS:
 Lubricating oil level should be checked.
 Cooling water should supplied to engine and dynamometer.
 Water is to be supplied to the dynamometer and water pressure is to be
0.5 kg/cm2

PROCEDURE:
The test provides a simple, rapid and fairly accurate method of determining the
mechanical efficiency of a multi-cylinder petrol engine with hydraulic dynamometer by
means of rendering each cylinder inoperative, in turn, as for instance, by short circuiting
the spark plug in spark ignition engine or fuel cut off in MPFI engine.

The necessary precautions are done. Arm length is measured by using the meter
scale. The engine is made to run at a required speed. The maximum load is calculated
based on the specification of the engine. The dynamometer is loaded to a particular
value of speed and torque when all cylinder are fired. When one of the spark plug is
short circuit or fuel is cutoff, there will be a reduction of speed and by decreasing the
torque, the rated constant speed is maintained.

When the engine is running steadily, one of the spark plug is short-circuit or fuel is
cutoff, with the help of the Morse test arrangement. The torque indicator gives a value,
which is lower than value obtained, when all cylinders were firing. The difference in the
indicated power, after shorts circuiting is noted. This procedure is repeated for different
load conditions and the various parameters like fuel consumption, speed, torque are
noted. The time taken for the fuel consumption is noted by using the stop clock, or
directly from the load cell.
TABULATION:

Trails
Notatio All Cylinder Cylinder Cylinder
S.No Details Units
n cylinder 1 cutoff 2 cutoff 3 cutoff
firing
1 Load W Kg
2 Time taken for
X cc of fuel t S
consumption
3 Torque T Nm
4 Total fuel
TFC Kg/hr
consumption
5 Fuel power FP kW
6 Brake power BP kW
7 Indicated
IP kW
power
8 Mechanical
ηmech %
efficiency
9 Specific fuel
SFC Kg/kw-hr
consumption

FORMULA:
B.P. * 60000
1. W net = ----------------------- kg
2π * N * R * 9.81
Where,
B.P. = Brake power kw
N = Speed rpm
R = Arm Length m

2. Torque, T = W net * R*9.81, Nm

Where,
W net = Net load kg
R = Arm length ‘m’

W*N
3. Brake power B.P. = ------------ kW
k
Where,
N = speed rpm
K = Dynamometer Constant
W = Net load Kg
4. Indicated power (I.P)n = (B.P)n – (F.P)
 For ‘n’ cylinders
For ‘1’ cylinder (I.P)n – (I.P)n-1 = (B.P)n – (B.P)n-1
(I.P)1 = (B.P)1

X*Specific gravity*3600
5. Total fuel consumption (TFC) = --------------------------------- kg/hr
t * 1000
where,
X = cc
T = Time taken for cc of the fuel combustion
Specific gravity = 0.75

TFC * Calorific value of Petrol

6. Fuel power (FP) = ---------------------------------------- kW
3600
Where,
Calorific value of petrol = 44412, kJ/kg

B.P
7. Mechanical efficiency = --------- * 100 %
I.P
Where,
B.P = Brake power
I.P = Indicated power

MODEL CALCULATION:

B.P – All cylinder firing = kW

B.P – cylinder 1 cutoff = kW
B.P – cylinder 2 cutoff = kW
B.P – cylinder 3 cutoff = kW

Indicated power of cylinder. 1 : I.P1 = B.P with all cylinder firing – B.P with cylinder 2 & 3 firing
Indicated power of cylinder. 2 : I.P2 = B.P with all cylinder firing – B.P with cylinder 1 & 3 firing
Indicated power of cylinder. 3 : I.P3 = B.P with all cylinder firing – B.P with cylinder 1 & 2 firing

I.P = I.P1 + I.P2 + I.P3

Friction power = B.P – I.P = kW

INFERENCE:

RESULT:
Thus a morse test is conducted on multi cylinder petrol engine, Mechanical efficiency
and friction power are calculated.
EXNO: 6 HEAT BALANCE TEST ON 4 – STROKE DIESEL ENGINE
DATE:

AIM:
To conduct a heat balance test on multi cylinder diesel engine at constant speed
and to find the heat equivalent loss in Brake power, cooling water, Exhaust gases and
unaccounted losses.

APPARATUS REQUIRED:
PSG Engine with hydraulic dynamometer, 0 to 100 and 0 to 500˚C thermometer
or corresponding thermocouple, stopwatch, bucket, tachometer and spring balance.

PRECAUTIONS:

(i) Lubricating oil level should be checked

(ii) Cooling water should be supplied.
(iii) Water is to be supplied to the dynamometer and water pressure is to be
0.5 kg/cm2.

PROCEDURE:
The engine is started without load on the dynamometer. By regulating the
accelerating knob, the engine is set to run at constant speed. The maximum load
corresponding to the speed is applied on the hydraulic dynamometer by rotating the
wheel in counter clockwise direction. The arrow mark pointer in the dynamometer
coincides with the reference point for the correct loading of the engine. The engine is
set to run at constant speed in accordance with the load on the dynamometer by
regulating the accelerator knob. Then the fuel consumption is measured by using the
stopwatch in the burette. Manometer deflection, cooling water outlet temperature are
noted. The experiment is repeated for 75%, 50% and 25% of the maximum load and for
no load condition.

Table:

SN Trials
Observation Details Notation Units
o. 1 2 3 4 5
1 Mass on Pan Kg
2 Spring Balance Readings Kg
3 Net mass on the engine Kg
4 Inlet water temperature T1 ˚C
5 Outlet water temperature T2 ˚C
6 Inlet air temperature T3 ˚C
7 (Outlet) Exhaust gas temperature T4 ˚C
8 Rate of flow of cooling water Mw Kg/sec
9 Time for 20cc of fuel consumption sec
10 Brake power BP Kw
11 Total fuel consumed Kg/hr
12 Mass flow of exhaust gas Mex Kg/sec
13 Fuel Power FP kJ/sec
14 Heat input to brake power kJ/sec
15 Heat input to cooing water kJ/sec
16 Heat input to Exhaust gas kJ/sec
17 % Heat input to Brake power
18 % Heat input to cooling water
19 % Heat input to exhaust gas
20 % Heat unaccounted

OBSERVSATION:

Engine speed =
Cooling water mass flow rate =
Cooling water inlet temperature =
Atmospheric temperature =

FORMULA:

X* Sp.gravity *3600
Total fuel consumption, TFC = -----------------------------
T * 1000

TFC* calorific value of fuel

Fuel power, FP = ---------------------------------------- kw
3600

Calorific value of diesel = 10800 * 4.18 kJ/kg

W *N
Brake power, B.P. = ------------ kW
k
Where,
N = speed rpm
K = Dynamometer Constant
W = Net load Kg

cd * π* d2 *(2 g ha)1/2 * 3600

Mass flow of air ma =-------------------------------------- kJ/kg
4

Where
Cd = coefficient of discharge for the orifice = 0.62
d = diameter of the nozzle = 40mm
 ha = Head of air column = hw *ρw
-------
Ρa
hw = Manometer delection ‘m’ of water column
Ρw = Density of water = 1000 kg/m3
Ρa = Density of air kg/m3

ma
Air fuel ratio A/F = -----------
Mf

Mass flow rate of exhaust gases = ma + TFC kg/hr

mw * Cp * (tw0 – tw1)
Heat lost to cooling water HLCW = ------------------------------- kw
60
Where,
mw = cooling water flow rate kg/min
Cp = Specific heat capacity of water = 4186 kJ/kg
tw0 = Cooling water outlet temperature ˚C
tw1 = Cooling water inlet temperature ˚C

mw*Cpg* (tgo – ta)

Heat lost to Exhaust gases HLEG = ---------------------------- kw
3600

Where,
mg = Mass flow rate of exhaust gases kg/hr
Cpg = Specific heat capacity of exhaust gases.
tgo = Exhaust gas outlet temperature ˚C
ta = Atmospheric temperature ˚C

Unaccounted heat losses = FP – (BP+HLCW+HLEG)

BP
% Heat supplied to BP = ------- * 100
FP

HLCW
% Heat lost in cooling water = -------------- * 100
FP

UL
% Heat unaccounted = ---------- * 100
FP
HEAT BALANCE CHART:

% of maximum load Vs % of load supplied to BP

% of maximum load Vs % Heat lost in cooling water
% of maximum load Vs % Heat lost to exhaust gases.
% of maximum load Vs % Heat unaccounted

INFERENCE:

RESULT:
EXNO: 7 CONSTANT SPEED LOAD TEST ON SINGLE CYLINDER 4 STROKE
ENGINE [PETROL]
DATE:

AIM:
To conduct a load test on single cylinder 4 stroke petrol engine and to study its
performance under various loads.

Engine Specifications:
Make : Greaves Bore : 70 mm
Storke : 66.7 mm Capacity : 256 cc.
RPM : 3000 Output : 2.2 kw
Calorific value of fuel: 444000 kJ/kg Specific gravity : 0.78

PROCEDURE:
Open the 3 way cock so that fuel flows to engine. Keep the load minimum. Start
the engine using rope and regulate the accelerator provision in engine to reach rated
speed. Now slowly load the water rheostat by immersing plunger in water. Note down
the speed, voltmeter and ammeter readings. Repeat for other loads.

SINGLE CYLINDER PETROL ENGINE

Trials
Sno Particulars
1 2 3 4 5
1 Engine Speed (rpm)
2 Voltage (volts)
3 Current (amps)
4 Time taken for 10cc of fuel
consumption
5 Input power (kw)
6 Generated power (kw)
7 Engine output (kw)
8 Thermal efficiency
9 TFC (kg/hr)
10 Air fuel ratio
11 Indicated power (kw)
12 Indicated thermal efficiency
13 Mechanical efficiency
14 SFC (kw/kg-hr)
FORMULA:

I*v 1
1. Engine output power P = ---------- * ------------------
1000 Gen. efficiency
Generator efficiency = 0.80

2. Fuel consumption

X Specific gravity of fuel

TFC = ---------- * ---------------------------------- * 3600
t 1000
X = Amount of fuel in cc.
t = Time taken for 100cc of fuel consumption in sec

TFC
3. Input power = ------------ * Calorific value of fuel
3600

Efficiency output power

4. Thermal efficiency = ----------------------------------------
Input power

BP
5. Mechanical Efficiency = ---------- * 100
IP

TFC
6. SFC = ------------ kg/kw-hr
BP

FRICTION POWER CALCULATION:

A graphical method (willan’s line method) is used to estimate the friction power
developed by the engine. A graph taking brake power in X-axis and TFC on Y-axis is
drawn. The line meeting the negative X-axis is taken as friction power. (Note:
approximately 30% of the brake power developed is used to overcome friction)
GRAPHS

Current Vs Generated power

Current Vs Thermal efficiency
Current Vs Air fuel ratio
Brake power Vs Total fuel consumption
Brake power Vs Specific fuel Consumption

INFERENCE

RESULT
 EXNO:9 PERFORMANCE TEST ON HIGH PRESSURE TWO STAGE
AIR COMPRESSOR
DATE:

AIM:
To find the actual discharge, volumetric efficiency and input power for the two
stage reciprocating high pressure air compressor

APPARATUS REQUIRED
Air compressor with manometer, energy meters arrangement, tachometer

PRECAUTION
(1) The lubricating oil level is checked in the compressor.
(2) The transformer is checked for proper setting.
(3) The compressor receiver is drained to remove the condensed water.

PROCEDURE:
The compressor is started, delivery pressure is maintained by regulating the
control valve fitted in the delivery pipe. After attaining the steady delivery pressure,
various readings are noted as listed in the table. The experiment is repeated for five
different delivery pressure setting. For each settings 15 to 20 minutes time interval is
allowed to attain steady state conditions.

Table:

Trails
S.No Details Notation Units
1 2 3 4 5
1 Delivery pressure Pd Kg/cm2
2 Suction pressure Ps Cm of H2O
3 Suction pressure Ps Kg/cm2
4 Temperature at compressor inlet Ts ˚C
5 Temperature at nozzle inlet T1 ˚C
6 Manometer deflection hw cm
7 Compressor speed N rpm
8 Wattmeter reading (W1+W2)*40 W Watt
9 Theoretical Discharge Qt m3/hr
10 Ammeter reading A Amp
11 Actual discharge Qa m3/hr
12 Free air delivery FAD m3/hr
13 Volumetric efficiency ηv %
14 Compressor input power P Kw
15 Specific power consumption SPC Kw/m3-hr
FORMULA:

Actual discharge

Qa = cd * π* d2 *(2 g ha)1/2 * 3600

------ m3/hr
4

Where
Cd = coefficient of discharge of nozzle = 0.95
d = diameter of the nozzle = 10mm; 16mm
ha = Head of air column = hw *ρw
-------
Ρa
hw = Manometer delection ‘m’ of water column
Ρw = Density of water = 1000 kg/m3
Ρa = Density of air kg/m3

Free air delivered

Qa*Pd*Ts
FAD = -------------------- m3/hr
Ps * T1
Where
Pa = Atmospheric pressure
Ps = Suction pressure
Ts = Air filter temperature
T1 = Nozzle inlet temperature

Theoretical Discharge

Π*D2*L*N
Qt =----------------------- * 60 m3/hr
4

Where
D = Compressor cylinder diameter = 100mm
L = Compressor cylinder stroke = 85 mm
N = Compressor speed rpm

Compressor input power

40 * (W 1+W 2)
P = ------------------------ Kw
1000
 FAD
% Volumetric efficiency = ------------ * 100
Qt

P
Specific power consumption = ------------
FAD

GRAPHS
Delivery pressure Vs Free air delivery
Delivery pressure Vs Compressor input power
Delivery pressure Vs % volume efficiency
Delivery pressure Vs Specific power consumption

INFERENCE

RESULT
 EXNO:10 EXPERIMENT OF HEATING, VENTILATION AND AIR CONDITIONING UNIT
Date:

AIM:
To determine the coefficient of performance (COP) of air conditioning system in
full fresh air mode.

AIR DAMPER POSITION

Air Inlet damper Open 100%

Air Outlet damper Open 100%
Air circulation damper Closed 100%

EXPERIMENTAL PROCEDURE:

1. Check the supply of trainer as per installation procedure (A & B) and if you
find the trainer satisfactory, then carry out this experiment.
2. Keep the status of air damper positions as shown above.
3. Switch on mains supply and compressor supply.
4. Wait for 10 min approximately.
5. By using selector switch on temperature indicator, note the temperature T1,
T2, T3, T4, T5, T6, T7 in the observation table. Note the pressure of gas in
the circuit by nothing P1, P2, P3, P4 pressures in the observation table (ref.
observation table). Note these readings at an interval of every 5 min till you
get fairly constant pressures of the consecutive readings.
6. Switch off the compressor. Wait for 5 min.
7. Switch off all other switches and main switch.
8. Calculate the COP as per the procedure of calculations given below

Table:

T1 T2 T3 T4 T5 T6 T7 P1 P2 P3 P4
Sno.
˚c ˚c ˚c ˚c ˚c ˚c ˚c psi psi psi psi
1
2
3
4
5
Air Inlet DBT =
WBT =

Air outlet DBT =

WBT =

Ma = Velocity of air * area of cross section of air inlet

PROCEDURE FOR CALCULATION:

T1’
1. COP (Rev. Carnot) = ------------------
T2’ – T1’

Convert the pressure in psi to pressure in Bar (Absolute)

14.8 psi = 1atm

Absolute pressure P1’ = (P1/14.8) + 1

By taking P1’ from the chart find the corresponding value of T 1’

T1’ = Saturation temperature at suction pressure

Refer table (Saturated properties of refrigerant in liquid and vapour form)

Similarly find P2’ and T2’

T2’ = Saturation temperature at condenser pressure.

h1 – h3
2. COP (Theoretical) = ----------------
h2 – h1

Where
h1 = enthalpy (for gas) of refrigerant at temperature T 1
h2 = enthalpy (for gas) of refrigerant at temperature T 2
h3 = enthalpy (for liquid) of refrigerant at temperature T 3
(Since H3 = H4)

INFERENCE

RESULT
EXNO:11 EXPERIMENT ON REFRIGERATION TUTOR
DATE:

AIM:
To conduct a performance test on a refrigerator test rig with R134a (non CFC)
refrigerant to determine the coefficient of performance (COP)

DESCRIPTION:

A refrigerator consists of a compressor connected by suitable pipe lines to a

condenser, a capillary tube and an evaporator. Refrigerant (R134A) in vapour state from
the evaporator is compressed in the compressor and sent to the condenser. Here, it
condenses into liquid and it is then throttled. Due to throttling, temperature of the
refrigerant drops and the cold refrigerant passes through the evaporator absorbing heat
from the object to be cooled. The refrigerant is then returned to the compressor and the
cycle is completed.

The test rig consists of a hermetically sealed compressor. The compressed

refrigerant from the compressor is sent to an air cooled condenser and the condensate
in liquid form is sent to the expansion valve/capillary tube for throttling. Due to throttling,
temperature of the refrigerant falls and the cold refrigerant absorbs heat from the water
in the evaporator tank. The refrigerant is then returned to the compressor.

A suitable filter is fitted in the refrigerant line from condenser to evaporator. A

thermocouple is provide to measure the temperature of the water in the evaporator tank.
An energy meter is provided to measure the energy input to the compressor. Suitable
pressure gauges are provided at the compressor inlet – low pressure (evaporator
outlet), condenser inlet (compressor outlet), condenser outlet – high pressure (before
throttling) and evaporator outlet (after throttling) to study the refrigeration cycle
operating between the two pressures. A thermostat is provided for cutting off the power
to compressor when the water temperature reaches a set value. A voltmeter and an
ammeter are provided to monitor the inlet power supply. A voltage stabilizer is provided
for the protection of compressor. Provisions are provided in the refrigerant pipe lines for
charging the test rig with additional refrigerant if necessary. Additional 4 no’s of
thermocouples are fitted at the condenser and evaporator inlet and outlet for studying
the temperature at the 4 points in the refrigeration cycle.

EXPERIMENTAL PROCEDURE

1. Fill up the evaporator tank with a know quantity of water (say 8 – 10 litres)

2. Switch on the compressor

 3. After about 5 minutes (after steady state had set in) note the initial energy
meter reading and water temperature in the evaporator.

4. After a known period of time, say 30 minutes note down the energy meter
reading and water temperature. Before noting the water temperature,
physically stir the water to ensure that the temperature is uniform in the water
tank.

5. Calculate the COP

Note:

1. Since COP depends upon the evaporator temperature and condenser

temperature, the calculated COP (which is an average value) will be different
for varying evaporator, condenser and water temperatures.

2. Refrigerant pressures from the pressure gauges and temperature from the
thermocouples can be used to study the vapour pressure at various points in
the refrigerant cycle and prepare a enthalpy pressure diagram.

WARNING:

1. When the compressor turns off (by the thermostat) or is switched off
manually, do not turn on the power immediately. Allow a few minutes for the
pressure in the compressor inlet and outlet to equalize. The time delay
provided in the voltage stabilizer is for this purpose only. Immediate starting
will cause undue load on the compressor and may even lead to burn out.

Test Results:

1. Quantity of water in evaporator tank W = Kg

2. Time taken for the experiment t = hr
3. Initial temperature of water T0 = ˚C
4. Final temperature of water Tf = ˚C
5. Initial energy meter reading E0 = kW hr
6. Final energy meter reading Ef = kW hr
7. Refrigerant effect = W (T0 – Tf) Kcal
8. Work input = (Ef – E0) KW
= (Ef – E0) * 860.4 K cal
9. Actual COP = W (T0 – Tf)/(( Ef – E0) * 860.4)

Temperature Measurement:

Condenser inlet temperature = ˚C

Condenser outlet temperature = ˚C
Evaporator inlet temperature = ˚C
Evaporator outlet temperature = ˚C
Pressure Measurement:

Condenser pressure (High pressure) = psig = bars

Evaporator inlet pressure (after throttling) = psig = bars
Evaporator outlet pressure (Compressor inlet) = psig = bars

From P-h diagram for R134a –

State 1 – Compressor inlet/evaporator outlet

P1 = bars
T1 = ˚C
h1 = KJ/kg

State 2 – Compressor outlet

P2 = bars
T2 = ˚C
h2 = KJ/kg

State 3 – Evaporator inlet (before throttling)

P3 = bars
T3 = ˚C
h3 = KJ/kg

State 4 – Evaporator inlet (after throttling)

P3 = bars
h3 =h4 = KJ/kg

Theoretical COP = (h1 – h4)/(h2 – h1)

Relative COP = COP Actual / COP Theoretical

INFERENCE:

RESULT:
EXNO: 8 IC ENGINE PERFORMANCE EVALUATION USING PC INTERFACE
DATE:

AIM:
To find the performance of computerized VCR engine and study about various
sensors interface with LabVIEW software.

STUDY:
 Pressure Sensor
 Crank angle Encoder
 Fuel flow Sensor
 Temperature Sensor
 Eddy current dynamometer – Load cell
 How all this interfaced with LabVIEW – DAQ card.

SNO. Speed Max Extra Total Time for TFC Brake Brake Fuel Torque
rpm Load Load Load 15cc of fuel Kg/hr power thermal power NM
Kg Kg Kg consumption Kw efficiency kW

1
2
3
4
5
6

MPFI-PETROL ENGINE TESTING

Sl.No Particulars units Trial 1 Trial 2 Trial 3 Trial 4 Trial 5

1 Speed rpm 1200 1400 1600 1800 2000
2 Load N
3 Manometer deflection mm
4 Time taken for 10 cc of fuel sec
consumption
5 Inlet air temperature °C
6 Exhaust gas temperature °C
7 Inlet Water temperature °C
8 Outlet Water temperature °C
9 Torque NM
10 Brake power kW
11 Total fuel consumption Kg/hr
12 Fuel power kW
13 Air consumption M3/hr
14 Specific fuel consumption Kg/kW-hr
15 Air/Fuel ratio -
16 Brake Thermal efficiency %

SNO. Speed Max Extra Total Time for TFC Brake Brake Fuel Torque
rpm Load Load Load 15cc of fuel Kg/hr power thermal power NM
Kg Kg Kg consumption Kw efficiency kW

1
2
3
4
5
6