MAPÚA UNIVERSITY

SCHOOL OF MECHANICAL AND MANUFACTURING ENGINEERING

EXPERIMENT NO. 1
CENTRIFUGAL PUMP

3
NAME: CATAPANG, JAMIEL S. Date of Performance: March 12, 2021
ME152L-2 – C2 Date of Submission: March 12, 2021
STUDENT No. - 2016142388

Engr. Teodulo A. Valle

Instructor

GRADE
 TABLE OF CONTENTS

OBJECTIVES 1
THEORY AND PRINCIPLE 1
LIST OF APPARATUS 4
PROCEDURES 6
SET-UP OF APPARATUS 8
FINAL DATA SHEET 13
SAMPLE COMPUTATION 14
TEST DATA ANALYSIS 21
QUESTIONS AND ANSWERS/PROBLEMS WITH SOLUTIONS 22
CONCLUSION 25
REFERENCES 26

i
OBJECTIVES:
1. To learn the basic characteristics and operation.
2. To determine the dynamic head, water power, pump brake power, output capacity as well
as the pump efficiency at different speeds.
THEORY AND PRINCIPLE:
In general, a pump is utilized for the purpose of raising the pressure of the liquid (i.e. fluid)
or inducing its flow. Predominantly, there is the most common type of pump known as the
centrifugal pump. A centrifugal pump is in the category of “dynamic pumps.” Its working principle
includes a force known as “centrifugal force.” Through applying centrifugal force, the centrifugal
pump will have the ability to impart the energy needed for the liquid. Take note that the centrifugal
force was developed through the impeller’s rotation, which has several vanes (or blades)
(“Centrifugal Pump Working Principle,” 2020).
Centrifugal pumps have been the most common type of pump to be utilized in most of the
industries around the world. According to the same source, the working stages of the basic
centrifugal pump theory are shown below by figures (in order).
 Lastly, in determining the pump capacity, total dynamic head, water power, pump brake
power, pump efficiency and the overall efficiency, one can utilize the following equations:
For the pump capacity:
𝑉𝐻2𝑂 = 𝐴𝐻

𝑉𝐻2𝑂
𝑄=
𝑇𝑟𝑖𝑎𝑙 𝐷𝑢𝑟𝑎𝑡𝑖𝑜𝑛
Where:

𝐴 − 𝐴𝑟𝑒𝑎 𝑜𝑓 𝑡ℎ𝑒 𝑤𝑎𝑡𝑒𝑟 𝑡𝑎𝑛𝑘; 𝐻 − 𝐻𝑒𝑖𝑔ℎ𝑡 𝑜𝑓 𝑤𝑎𝑡𝑒𝑟; 𝑄 − 𝑃𝑢𝑚𝑝 𝑐𝑎𝑝𝑎𝑐𝑖𝑡𝑦

For the total dynamic head:

𝑄
𝑣𝑑 =
𝐴
𝑃𝑑 𝑉𝑑2
𝐻𝑑 = + + 𝑍𝑑 + ℎ𝑓𝑑
𝛿 2𝑔

𝑃𝑠 𝑉𝑠2
𝐻𝑠 = + + 𝑍𝑠 + ℎ𝑓𝑠
𝛿 2𝑔

𝑇𝐷𝐻 = 𝐻𝑑 − 𝐻𝑠

Where:

𝑣𝑑 − 𝑉𝑒𝑙𝑜𝑐𝑖𝑡𝑦 𝑜𝑓 𝑤𝑎𝑡𝑒𝑟; 𝐻𝑑 − 𝐷𝑦𝑛𝑎𝑚𝑖𝑐 𝑑𝑖𝑠𝑐ℎ𝑎𝑟𝑔𝑒 ℎ𝑒𝑎𝑑; 𝐻𝑠 − 𝐷𝑦𝑛𝑎𝑚𝑖𝑐 𝑠𝑢𝑐𝑡𝑖𝑜𝑛 ℎ𝑒𝑎𝑑;

𝑇𝐷𝐻 − 𝑇𝑜𝑡𝑎𝑙 𝑑𝑦𝑛𝑎𝑚𝑖𝑐 ℎ𝑒𝑎𝑑; 𝛿 − 𝑤𝑎𝑡𝑒𝑟 𝑑𝑒𝑛𝑠𝑖𝑡𝑦; 𝑃 − 𝐷𝑖𝑠𝑐ℎ𝑎𝑟𝑔𝑒 𝑝𝑟𝑒𝑠𝑠𝑢𝑟𝑒

For the power input, water power, and brake power:

𝑃𝐼 = √3𝐸𝐼𝑐𝑜𝑠𝜃
𝑊𝑃 = 𝑄 × 𝛿 × 𝑇𝐷𝐻 × 𝑆. 𝐺.
𝐵𝐻𝑃 = 𝑛𝑚 𝑛𝑡 𝑃𝑖𝑛
Where:

𝑃𝐼 − 𝑃𝑜𝑤𝑒𝑟 𝑖𝑛𝑝𝑢𝑡; 𝑊𝑃 − 𝑊𝑎𝑡𝑒𝑟 𝑝𝑜𝑤𝑒𝑟; 𝐵𝐻𝑃 − 𝐵𝑟𝑎𝑘𝑒 𝑝𝑜𝑤𝑒𝑟;

𝐼 − 𝐿𝑖𝑛𝑒 𝑐𝑢𝑟𝑟𝑒𝑛𝑡; 𝑆. 𝐺. −𝑆𝑝𝑒𝑐𝑖𝑓𝑖𝑐 𝑔𝑟𝑎𝑣𝑖𝑡𝑦; 𝑛𝑚 − 𝑀𝑜𝑡𝑜𝑟 𝑒𝑓𝑓𝑖𝑐𝑖𝑒𝑛𝑐𝑦;

𝑛𝑡 − 𝑇𝑟𝑎𝑛𝑠𝑚𝑖𝑠𝑠𝑖𝑜𝑛 𝑒𝑓𝑓𝑖𝑐𝑖𝑒𝑛𝑐𝑦
For the pump efficiency, and overall efficiency:
𝑊𝑃
𝑛𝑝 = × 100%
𝐵𝐻𝑃
𝑊𝑃
𝑛𝑜 = × 100%
𝑃𝐼

LIST OF APPARATUS
1. Centrifugal Pump

2. Amprobe
3. Stopwatch

4. Pressure Gauge

5. Tachometer
 6. Steel Tanks

7. Steel Tape

PROCEDURES
1. Fill up the suction tank with water from the main supply and measure the height of the
water level.
2. Set the belt and pulley at high speed arrangement.
3. Set the initial water level in the elevated discharge tank at zero reading thru glass gauge.
4. Set the duration of the trial as one minute.
5. With the discharge valve fully open, start the pump by switching the power on as trial 1.
6. Before the end of the duration, measure the electric current leading to the motor using the
amprobe and the speed of the pump using the tachometer and record them.
7. After the end of the trial, switch the motor power off.
8. Determine the change of the water level in the discharge tank through glass gauge.
9. For the next trial, throttle the discharge valve to partly close to vary the discharge pressure.
10. Repeat procedure #1, #3 to #8.
11. For the succeeding trials, vary the speed of the motor as indicated in the data sheet and
repeat the above procedure.
12. Compute all the necessary requirements needed to complete the data sheet.
SET-UP OF APPARATUS

Figure 1. Set-up of the experiment.

Figure 2. Diagram for the process.

 Figure 3. Start button.

Figure 4. Data gathering.

Figure 5. Set-up of water supply.

Figure 6. Glass gauge.

Figure 7. Measuring the line current through utilizing amprobe.

Figure 8. Applying tachometer in measuring the pump speed.

Figure 9. Determination of the motor RPM.
FINAL DATA SHEET (TABLE OF DATA)

Discharge Pump Speed Line Current Water Height

Trial
Pressure (psi) (rpm) (amp) (in)
1 (H) FO 29 1730 17.57 17 ½”
2 (H) PC 33 1767 16.65 13”
3 (M) FO 22 1528 11.03 14 ¾”
4 (M) PC 24 1535 10.70 12 1/8”
5 (L) FO 15 1242 9.30 12”
6 (L) PC 16 1246 9.13 10”

Pump Water
Dynamic Power Pump Pump eff Overall
Capacity Power
Head (ft) Input (Hp) BHP Hp) (%) Eff (%)
(gpm) (Hp)
92.46 70.19 7.18 1.64 5.49 29.87 22.84
68.68 77.47 6.80 1.34 5.20 25.77 19.71
77.93 52.76 4.51 1.04 3.45 30.14 23.06
64.06 56.36 4.37 0.91 3.34 27.25 20.82
63.40 35.54 3.80 0.57 2.91 19.59 15.00
52.83 37.22 3.73 0.50 2.85 17.54 13.40
SAMPLE COMPUTATION
𝐴𝑑𝑑𝑖𝑡𝑖𝑜𝑛𝑎𝑙 𝐺𝑖𝑣𝑒𝑛:
1 𝑚𝑒𝑡𝑒𝑟 × 1.22 𝑚𝑒𝑡𝑒𝑟 (1 𝑚𝑒𝑡𝑒𝑟 𝑑𝑖𝑎𝑚𝑒𝑡𝑒𝑟 × 4 𝑓𝑒𝑒𝑡 ℎ𝑒𝑖𝑔ℎ𝑡 ) 𝑠𝑡𝑒𝑒𝑙 𝑡𝑎𝑛𝑘
𝑇𝑎𝑛𝑘 𝐶𝑎𝑙𝑖𝑏𝑟𝑎𝑡𝑖𝑜𝑛: 1" = 20 𝑘𝑔 = 20 𝐿 ; 𝑍𝑑 = 34 𝑖𝑛
3 − 𝑝ℎ𝑎𝑠𝑒 𝑚𝑜𝑡𝑜𝑟 (𝑃𝑜𝑤𝑒𝑟 𝐹𝑎𝑐𝑡𝑜𝑟, 𝑃. 𝐹. = 0.8)
𝑀𝑜𝑡𝑜𝑟 𝑒𝑓𝑓𝑖𝑐𝑖𝑒𝑛𝑐𝑦, 𝜂𝑚 = 85% = 0.85; 𝑇𝑟𝑎𝑛𝑠𝑚𝑖𝑠𝑠𝑖𝑜𝑛 𝑒𝑓𝑓𝑖𝑐𝑖𝑒𝑛𝑐𝑦, 𝜂𝑡 = 90% = 0.90
𝑆𝑢𝑐𝑡𝑖𝑜𝑛 𝑝𝑖𝑝𝑒 = 2 𝑖𝑛 𝑑𝑖𝑎𝑚𝑒𝑡𝑒𝑟; 𝐷𝑖𝑠𝑐ℎ𝑎𝑟𝑔𝑒 𝑝𝑖𝑝𝑒 = 1.5 𝑖𝑛 𝑑𝑖𝑎𝑚𝑒𝑡𝑒𝑟
𝑻𝒓𝒊𝒂𝒍 𝟏: (𝑯)𝑭𝑶
∗ 𝑃𝑢𝑚𝑝 𝐶𝑎𝑝𝑎𝑐𝑖𝑡𝑦 (𝑔𝑝𝑚),
1 20 𝐿 1 𝑔𝑎𝑙 1
𝑄 = (17 𝑖𝑛) ( )( )( ) → 𝑸 = 𝟗𝟐. 𝟒𝟔 𝒈𝒑𝒎
2 1 𝑖𝑛 3.7854 𝐿 1 𝑚𝑖𝑛
1 𝐿 1 𝑚3 1 𝑚𝑖𝑛
𝑄 (17 2 × 20 𝑚𝑖𝑛) (1000 𝐿) ( 60 𝑠 ) 𝑚 3.28 𝑓𝑡 𝒇𝒕
𝑣𝐷 = = = 5.11 ( ) → 𝒗𝑫 = 𝟏𝟔. 𝟕𝟕
𝐴 𝜋 1 𝑓𝑡 1𝑚 2 𝑠 1 𝑚𝑖𝑛 𝒔
(1.5 𝑖𝑛 × 12 𝑖𝑛 3.28 𝑓𝑡 )
×
4
∗ 𝑇𝑜𝑡𝑎𝑙 𝐷𝑦𝑛𝑎𝑚𝑖𝑐 𝐻𝑒𝑎𝑑 (𝑓𝑡),
𝑃𝑑 𝑉𝑑2
𝐻𝑑 = + + 𝑍𝑑 + ℎ𝑓𝑑
𝛿 2𝑔
𝑙𝑏𝑓 12 𝑖𝑛 2 𝑓𝑡 2
29 2 ( ) (16.77 ) 1 𝑓𝑡
𝑖𝑛 1 𝑓𝑡 𝑠
𝐻𝑑 = + + 34 ( ) → 𝑯𝒅 = 𝟕𝟒. 𝟏𝟗 𝒇𝒕
𝑙𝑏𝑓 𝑓𝑡 12 𝑖𝑛
62.34 3 2 (32.2 𝑠 )
𝑓𝑡

𝑉𝑠2
𝐻𝑠 = 𝛿 + + 𝑍𝑠 + ℎ𝑓𝑠 = 0 + 0 + 4 𝑓𝑡 + 0 → 𝑯𝒔 = 𝟒 𝒇𝒕
2𝑔

𝑇𝐷𝐻 = 𝐻𝑑 − 𝐻𝑠 = 74.19 𝑓𝑡 − 4 𝑓𝑡 → 𝑻𝑫𝑯 = 𝟕𝟎. 𝟏𝟗 𝒇𝒕

∗ 𝑃𝑜𝑤𝑒𝑟 𝐼𝑛𝑝𝑢𝑡 (𝐻𝑃),

1 𝐻𝑃
𝑃𝐼 = √3𝐸𝐼𝑐𝑜𝑠𝜃 = √3(220 𝑉)(17.57 𝐴)(0.8) ( ) → 𝑷𝑰 = 𝟕. 𝟏𝟖 𝑯𝑷
746 𝑊
∗ 𝑊𝑎𝑡𝑒𝑟 𝐻𝑜𝑟𝑠𝑒𝑝𝑜𝑤𝑒𝑟 (𝐻𝑃),
𝑔𝑎𝑙 1 𝑓𝑡 3 𝑙𝑏𝑓
(92.46 )( ) (70.19 𝑓𝑡) (62.34 3 )
𝑚𝑖𝑛 7.481 𝑔𝑎𝑙 𝑓𝑡
𝑊𝑃 = 𝑄 × 𝛿 × 𝑇𝐷𝐻 × 𝑆. 𝐺. =
𝑙𝑏𝑓 − 𝑓𝑡
33000 1 𝑚𝑖𝑛 − 𝐻𝑃
 𝑾𝑷 = 𝟏. 𝟔𝟒 𝑯𝑷
∗ 𝑃𝑢𝑚𝑝 𝐵𝑟𝑎𝑘𝑒 𝐻𝑜𝑟𝑠𝑒𝑝𝑜𝑤𝑒𝑟 (𝐻𝑃),
𝐵𝐻𝑃 = 𝑛𝑚 × 𝑛𝑡 × 𝑃𝑖𝑛 = (0.85)(0.9)(7.18 𝐻𝑃) → 𝑩𝑯𝑷 = 𝟓. 𝟒𝟗 𝑯𝑷

∗ 𝑃𝑢𝑚𝑝 𝑒𝑓𝑓𝑖𝑐𝑖𝑒𝑛𝑐𝑦 (𝑛𝑝 ),

𝑊𝑃 1.64 𝐻𝑃
𝑛𝑝 = × 100 % = × 100 % → 𝒏𝒑 = 𝟐𝟗. 𝟖𝟕 %
𝐵𝐻𝑃 5.49 𝐻𝑃
∗ 𝑂𝑣𝑒𝑟𝑎𝑙𝑙 𝑒𝑓𝑓𝑖𝑐𝑖𝑒𝑛𝑐𝑦 (𝑛𝑂𝐴 ),
𝑊𝑃 1.64 𝐻𝑃
𝑛𝑂𝐴 = × 100 % = × 100 % → 𝒏𝑶𝑨 = 𝟐𝟐. 𝟖𝟒 %
𝑃𝐼 7.18 𝐻𝑃
𝑻𝒓𝒊𝒂𝒍 𝟐: (𝑯)𝑷𝑪
∗ 𝑃𝑢𝑚𝑝 𝐶𝑎𝑝𝑎𝑐𝑖𝑡𝑦 (𝑔𝑝𝑚),
20 𝐿 1 𝑔𝑎𝑙 1
𝑄 = (13 𝑖𝑛 ) ( )( )( ) → 𝑸 = 𝟔𝟖. 𝟔𝟖 𝒈𝒑𝒎
1 𝑖𝑛 3.7854 𝐿 1 𝑚𝑖𝑛
𝐿 1 𝑚3 1 𝑚𝑖𝑛
𝑄 (13 × 20 𝑚𝑖𝑛) (1000 𝐿) ( 60 𝑠 ) 𝑚 3.28 𝑓𝑡 𝒇𝒕
𝑣𝐷 = = = 3.80 ( ) → 𝒗𝑫 = 𝟏𝟐. 𝟒𝟔
𝐴 𝜋 1 𝑓𝑡 1𝑚 2 𝑠 1 𝑚𝑖𝑛 𝒔
(1.5 𝑖𝑛 × 12 𝑖𝑛 3.28 𝑓𝑡 )
×
4
∗ 𝑇𝑜𝑡𝑎𝑙 𝐷𝑦𝑛𝑎𝑚𝑖𝑐 𝐻𝑒𝑎𝑑 (𝑓𝑡),
𝑃𝑑 𝑉𝑑2
𝐻𝑑 = + + 𝑍𝑑 + ℎ𝑓𝑑
𝛿 2𝑔
𝑙𝑏𝑓 12 𝑖𝑛 2 𝑓𝑡 2
33 2 ( ) (12.46 ) 1 𝑓𝑡
𝑖𝑛 1 𝑓𝑡 𝑠
𝐻𝑑 = + + 34 ( ) → 𝑯𝒅 = 𝟖𝟏. 𝟒𝟕 𝒇𝒕
𝑙𝑏𝑓 𝑓𝑡 12 𝑖𝑛
62.34 3 2 (32.2 𝑠 )
𝑓𝑡

𝑉𝑠2
𝐻𝑠 = 𝛿 + + 𝑍𝑠 + ℎ𝑓𝑠 = 0 + 0 + 4 𝑓𝑡 + 0 → 𝑯𝒔 = 𝟒 𝒇𝒕
2𝑔

𝑇𝐷𝐻 = 𝐻𝑑 − 𝐻𝑠 = 81.47 𝑓𝑡 − 4 𝑓𝑡 → 𝑻𝑫𝑯 = 𝟕𝟕. 𝟒𝟕 𝒇𝒕

∗ 𝑃𝑜𝑤𝑒𝑟 𝐼𝑛𝑝𝑢𝑡 (𝐻𝑃),

1 𝐻𝑃
𝑃𝐼 = √3𝐸𝐼𝑐𝑜𝑠𝜃 = √3(220 𝑉)(16.65 𝐴)(0.8) ( ) → 𝑷𝑰 = 𝟔. 𝟖𝟎 𝑯𝑷
746 𝑊
∗ 𝑊𝑎𝑡𝑒𝑟 𝐻𝑜𝑟𝑠𝑒𝑝𝑜𝑤𝑒𝑟 (𝐻𝑃),
𝑔𝑎𝑙 1 𝑓𝑡 3 𝑙𝑏𝑓
(68.68 )( ) (77.47 𝑓𝑡) (62.34 3 )
𝑚𝑖𝑛 7.481 𝑔𝑎𝑙 𝑓𝑡
𝑊𝑃 = 𝑄 × 𝛿 × 𝑇𝐷𝐻 × 𝑆. 𝐺. =
𝑙𝑏𝑓 − 𝑓𝑡
33000 1 𝑚𝑖𝑛 − 𝐻𝑃

𝑾𝑷 = 𝟏. 𝟑𝟒 𝑯𝑷
∗ 𝑃𝑢𝑚𝑝 𝐵𝑟𝑎𝑘𝑒 𝐻𝑜𝑟𝑠𝑒𝑝𝑜𝑤𝑒𝑟 (𝐻𝑃),
𝐵𝐻𝑃 = 𝑛𝑚 × 𝑛𝑡 × 𝑃𝑖𝑛 = (0.85)(0.9)(6.80 𝐻𝑃) → 𝑩𝑯𝑷 = 𝟓. 𝟐𝟎 𝑯𝑷

∗ 𝑃𝑢𝑚𝑝 𝑒𝑓𝑓𝑖𝑐𝑖𝑒𝑛𝑐𝑦 (𝑛𝑝 ),

𝑊𝑃 1.34 𝐻𝑃
𝑛𝑝 = × 100 % = × 100 % → 𝒏𝒑 = 𝟐𝟓. 𝟕𝟕 %
𝐵𝐻𝑃 5.20 𝐻𝑃
∗ 𝑂𝑣𝑒𝑟𝑎𝑙𝑙 𝑒𝑓𝑓𝑖𝑐𝑖𝑒𝑛𝑐𝑦 (𝑛𝑂𝐴 ),
𝑊𝑃 1.34 𝐻𝑃
𝑛𝑂𝐴 = × 100 % = × 100 % → 𝒏𝑶𝑨 = 𝟏𝟗. 𝟕𝟏 %
𝑃𝐼 6.80 𝐻𝑃
𝑻𝒓𝒊𝒂𝒍 𝟑: (𝑴)𝑭𝑶
∗ 𝑃𝑢𝑚𝑝 𝐶𝑎𝑝𝑎𝑐𝑖𝑡𝑦 (𝑔𝑝𝑚),
3 20 𝐿 1 𝑔𝑎𝑙 1
𝑄 = (14 𝑖𝑛 ) ( )( )( ) → 𝑸 = 𝟕𝟕. 𝟗𝟑 𝒈𝒑𝒎
4 1 𝑖𝑛 3.7854 𝐿 1 𝑚𝑖𝑛
3 𝐿 1 𝑚3 1 𝑚𝑖𝑛
𝑄 (14 4 × 20 𝑚𝑖𝑛) (1000 𝐿) ( 60 𝑠 ) 𝑚 3.28 𝑓𝑡 𝒇𝒕
𝑣𝐷 = = = 4.31 ( ) → 𝒗𝑫 = 𝟏𝟒. 𝟏𝟒
𝐴 𝜋 1 𝑓𝑡 1𝑚 2 𝑠 1 𝑚𝑖𝑛 𝒔
4 (1.5 𝑖𝑛 × 12 𝑖𝑛 × 3.28 𝑓𝑡 )
∗ 𝑇𝑜𝑡𝑎𝑙 𝐷𝑦𝑛𝑎𝑚𝑖𝑐 𝐻𝑒𝑎𝑑 (𝑓𝑡),
𝑃𝑑 𝑉𝑑2
𝐻𝑑 = + + 𝑍𝑑 + ℎ𝑓𝑑
𝛿 2𝑔
𝑙𝑏𝑓 12 𝑖𝑛 2 𝑓𝑡 2
22 ( ) (14.14 ) 1 𝑓𝑡
𝑖𝑛2 1 𝑓𝑡 𝑠
𝐻𝑑 = + + 34 ( ) → 𝑯𝒅 = 𝟓𝟔. 𝟕𝟔 𝒇𝒕
𝑙𝑏𝑓 𝑓𝑡 12 𝑖𝑛
62.34 3 2 (32.2 𝑠 )
𝑓𝑡

𝑉𝑠2
𝐻𝑠 = 𝛿 + + 𝑍𝑠 + ℎ𝑓𝑠 = 0 + 0 + 4 𝑓𝑡 + 0 → 𝑯𝒔 = 𝟒 𝒇𝒕
2𝑔

𝑇𝐷𝐻 = 𝐻𝑑 − 𝐻𝑠 = 56.76 𝑓𝑡 − 4 𝑓𝑡 → 𝑻𝑫𝑯 = 𝟓𝟐. 𝟕𝟔 𝒇𝒕

∗ 𝑃𝑜𝑤𝑒𝑟 𝐼𝑛𝑝𝑢𝑡 (𝐻𝑃),

 1 𝐻𝑃
𝑃𝐼 = √3𝐸𝐼𝑐𝑜𝑠𝜃 = √3(220 𝑉)(11.03 𝐴)(0.8) ( ) → 𝑷𝑰 = 𝟒. 𝟓𝟏 𝑯𝑷
746 𝑊
∗ 𝑊𝑎𝑡𝑒𝑟 𝐻𝑜𝑟𝑠𝑒𝑝𝑜𝑤𝑒𝑟 (𝐻𝑃),
𝑔𝑎𝑙 1 𝑓𝑡 3 𝑙𝑏𝑓
(77.93 )( ) (52.76 𝑓𝑡) (62.34 3 )
𝑚𝑖𝑛 7.481 𝑔𝑎𝑙 𝑓𝑡
𝑊𝑃 = 𝑄 × 𝛿 × 𝑇𝐷𝐻 × 𝑆. 𝐺. =
𝑙𝑏𝑓 − 𝑓𝑡
33000 1 𝑚𝑖𝑛 − 𝐻𝑃

𝑾𝑷 = 𝟏. 𝟎𝟒 𝑯𝑷
∗ 𝑃𝑢𝑚𝑝 𝐵𝑟𝑎𝑘𝑒 𝐻𝑜𝑟𝑠𝑒𝑝𝑜𝑤𝑒𝑟 (𝐻𝑃),
𝐵𝐻𝑃 = 𝑛𝑚 × 𝑛𝑡 × 𝑃𝑖𝑛 = (0.85)(0.9)(4.51 𝐻𝑃) → 𝑩𝑯𝑷 = 𝟑. 𝟒𝟓 𝑯𝑷

∗ 𝑃𝑢𝑚𝑝 𝑒𝑓𝑓𝑖𝑐𝑖𝑒𝑛𝑐𝑦 (𝑛𝑝 ),

𝑊𝑃 1.04 𝐻𝑃
𝑛𝑝 = × 100 % = × 100 % → 𝒏𝒑 = 𝟑𝟎. 𝟏𝟒 %
𝐵𝐻𝑃 3.45 𝐻𝑃
∗ 𝑂𝑣𝑒𝑟𝑎𝑙𝑙 𝑒𝑓𝑓𝑖𝑐𝑖𝑒𝑛𝑐𝑦 (𝑛𝑂𝐴 ),
𝑊𝑃 1.04 𝐻𝑃
𝑛𝑂𝐴 = × 100 % = × 100 % → 𝒏𝑶𝑨 = 𝟐𝟑. 𝟎𝟔 %
𝑃𝐼 4.51 𝐻𝑃
𝑻𝒓𝒊𝒂𝒍 𝟒: (𝑴)𝑷𝑪
∗ 𝑃𝑢𝑚𝑝 𝐶𝑎𝑝𝑎𝑐𝑖𝑡𝑦 (𝑔𝑝𝑚),
1 20 𝐿 1 𝑔𝑎𝑙 1
𝑄 = (12 𝑖𝑛 ) ( )( )( ) → 𝑸 = 𝟔𝟒. 𝟎𝟔 𝒈𝒑𝒎
8 1 𝑖𝑛 3.7854 𝐿 1 𝑚𝑖𝑛
1 𝐿 1 𝑚3 1 𝑚𝑖𝑛
𝑄 (12 8 × 20 𝑚𝑖𝑛) (1000 𝐿) ( 60 𝑠 ) 𝑚 3.28 𝑓𝑡 𝒇𝒕
𝑣𝐷 = = = 3.54 ( ) → 𝒗𝑫 = 𝟏𝟏. 𝟔𝟏
𝐴 𝜋 1 𝑓𝑡 1𝑚 2 𝑠 1 𝑚𝑖𝑛 𝒔
(1.5 𝑖𝑛 × 12 𝑖𝑛 3.28 𝑓𝑡 )
×
4
∗ 𝑇𝑜𝑡𝑎𝑙 𝐷𝑦𝑛𝑎𝑚𝑖𝑐 𝐻𝑒𝑎𝑑 (𝑓𝑡),
𝑃𝑑 𝑉𝑑2
𝐻𝑑 = + + 𝑍𝑑 + ℎ𝑓𝑑
𝛿 2𝑔
𝑙𝑏𝑓 12 𝑖𝑛 2 𝑓𝑡 2
24 2 ( ) (11.61 ) 1 𝑓𝑡
𝑖𝑛 1 𝑓𝑡 𝑠
𝐻𝑑 = + + 34 ( ) → 𝑯𝒅 = 𝟔𝟎. 𝟑𝟔 𝒇𝒕
𝑙𝑏𝑓 𝑓𝑡 12 𝑖𝑛
62.34 3 2 (32.2 )
𝑓𝑡 𝑠

𝑉𝑠2
𝐻𝑠 = 𝛿 + + 𝑍𝑠 + ℎ𝑓𝑠 = 0 + 0 + 4 𝑓𝑡 + 0 → 𝑯𝒔 = 𝟒 𝒇𝒕
2𝑔
 𝑇𝐷𝐻 = 𝐻𝑑 − 𝐻𝑠 = 60.36 𝑓𝑡 − 4 𝑓𝑡 → 𝑻𝑫𝑯 = 𝟓𝟔. 𝟑𝟔 𝒇𝒕

∗ 𝑃𝑜𝑤𝑒𝑟 𝐼𝑛𝑝𝑢𝑡 (𝐻𝑃),

1 𝐻𝑃
𝑃𝐼 = √3𝐸𝐼𝑐𝑜𝑠𝜃 = √3(220 𝑉)(10.70 𝐴)(0.8) ( ) → 𝑷𝑰 = 𝟒. 𝟑𝟕 𝑯𝑷
746 𝑊
∗ 𝑊𝑎𝑡𝑒𝑟 𝐻𝑜𝑟𝑠𝑒𝑝𝑜𝑤𝑒𝑟 (𝐻𝑃),
𝑔𝑎𝑙 1 𝑓𝑡 3 𝑙𝑏𝑓
(64.06 )( ) (56.36 𝑓𝑡) (62.34 3 )
𝑚𝑖𝑛 7.481 𝑔𝑎𝑙 𝑓𝑡
𝑊𝑃 = 𝑄 × 𝛿 × 𝑇𝐷𝐻 × 𝑆. 𝐺. =
𝑙𝑏𝑓 − 𝑓𝑡
33000 1 𝑚𝑖𝑛 − 𝐻𝑃

𝑾𝑷 = 𝟎. 𝟗𝟏 𝑯𝑷
∗ 𝑃𝑢𝑚𝑝 𝐵𝑟𝑎𝑘𝑒 𝐻𝑜𝑟𝑠𝑒𝑝𝑜𝑤𝑒𝑟 (𝐻𝑃),
𝐵𝐻𝑃 = 𝑛𝑚 × 𝑛𝑡 × 𝑃𝑖𝑛 = (0.85)(0.9)(4.37 𝐻𝑃) → 𝑩𝑯𝑷 = 𝟑. 𝟑𝟒 𝑯𝑷

∗ 𝑃𝑢𝑚𝑝 𝑒𝑓𝑓𝑖𝑐𝑖𝑒𝑛𝑐𝑦 (𝑛𝑝 ),

𝑊𝑃 0.91 𝐻𝑃
𝑛𝑝 = × 100 % = × 100 % → 𝒏𝒑 = 𝟐𝟕. 𝟐𝟓 %
𝐵𝐻𝑃 3.34 𝐻𝑃
∗ 𝑂𝑣𝑒𝑟𝑎𝑙𝑙 𝑒𝑓𝑓𝑖𝑐𝑖𝑒𝑛𝑐𝑦 (𝑛𝑂𝐴 ),
𝑊𝑃 0.91 𝐻𝑃
𝑛𝑂𝐴 = × 100 % = × 100 % → 𝒏𝑶𝑨 = 𝟐𝟎. 𝟖𝟐 %
𝑃𝐼 4.37 𝐻𝑃
𝑻𝒓𝒊𝒂𝒍 𝟓: (𝑳)𝑭𝑶
∗ 𝑃𝑢𝑚𝑝 𝐶𝑎𝑝𝑎𝑐𝑖𝑡𝑦 (𝑔𝑝𝑚),
20 𝐿 1 𝑔𝑎𝑙 1
𝑄 = (12 𝑖𝑛 ) ( )( )( ) → 𝑸 = 𝟔𝟑. 𝟒𝟎 𝒈𝒑𝒎
1 𝑖𝑛 3.7854 𝐿 1 𝑚𝑖𝑛
𝐿 1 𝑚3 1 𝑚𝑖𝑛
𝑄 (12 × 20 𝑚𝑖𝑛) (1000 𝐿) ( 60 𝑠 ) 𝑚 3.28 𝑓𝑡 𝒇𝒕
𝑣𝐷 = = = 3.51 ( ) → 𝒗𝑫 = 𝟏𝟏. 𝟓𝟏
𝐴 𝜋 1 𝑓𝑡 1𝑚 2 𝑠 1 𝑚𝑖𝑛 𝒔
(1.5 𝑖𝑛 × 12 𝑖𝑛 3.28 𝑓𝑡 )
×
4
∗ 𝑇𝑜𝑡𝑎𝑙 𝐷𝑦𝑛𝑎𝑚𝑖𝑐 𝐻𝑒𝑎𝑑 (𝑓𝑡),
𝑃𝑑 𝑉𝑑2
𝐻𝑑 = + + 𝑍𝑑 + ℎ𝑓𝑑
𝛿 2𝑔
𝑙𝑏𝑓 12 𝑖𝑛 2 𝑓𝑡 2
15 2 ( ) (11.51 ) 1 𝑓𝑡
𝑖𝑛 1 𝑓𝑡 𝑠
𝐻𝑑 = + + 34 ( ) → 𝑯𝒅 = 𝟑𝟗. 𝟓𝟒 𝒇𝒕
𝑙𝑏𝑓 𝑓𝑡 12 𝑖𝑛
62.34 3 2 (32.2 𝑠 )
𝑓𝑡
 𝑉𝑠2
𝐻𝑠 = 𝛿 + + 𝑍𝑠 + ℎ𝑓𝑠 = 0 + 0 + 4 𝑓𝑡 + 0 → 𝑯𝒔 = 𝟒 𝒇𝒕
2𝑔

𝑇𝐷𝐻 = 𝐻𝑑 − 𝐻𝑠 = 39.54 𝑓𝑡 − 4 𝑓𝑡 → 𝑻𝑫𝑯 = 𝟑𝟓. 𝟓𝟒 𝒇𝒕

∗ 𝑃𝑜𝑤𝑒𝑟 𝐼𝑛𝑝𝑢𝑡 (𝐻𝑃),

1 𝐻𝑃
𝑃𝐼 = √3𝐸𝐼𝑐𝑜𝑠𝜃 = √3(220 𝑉)(9.30 𝐴)(0.8) ( ) → 𝑷𝑰 = 𝟑. 𝟖𝟎 𝑯𝑷
746 𝑊
∗ 𝑊𝑎𝑡𝑒𝑟 𝐻𝑜𝑟𝑠𝑒𝑝𝑜𝑤𝑒𝑟 (𝐻𝑃),
𝑔𝑎𝑙 1 𝑓𝑡 3 𝑙𝑏𝑓
(63.40 )( ) (35.54 𝑓𝑡) (62.34 3 )
𝑚𝑖𝑛 7.481 𝑔𝑎𝑙 𝑓𝑡
𝑊𝑃 = 𝑄 × 𝛿 × 𝑇𝐷𝐻 × 𝑆. 𝐺. =
𝑙𝑏𝑓 − 𝑓𝑡
33000 1 𝑚𝑖𝑛 − 𝐻𝑃

𝑾𝑷 = 𝟎. 𝟓𝟕 𝑯𝑷
∗ 𝑃𝑢𝑚𝑝 𝐵𝑟𝑎𝑘𝑒 𝐻𝑜𝑟𝑠𝑒𝑝𝑜𝑤𝑒𝑟 (𝐻𝑃),
𝐵𝐻𝑃 = 𝑛𝑚 × 𝑛𝑡 × 𝑃𝑖𝑛 = (0.85)(0.9)(3.80 𝐻𝑃) → 𝑩𝑯𝑷 = 𝟐. 𝟗𝟏 𝑯𝑷

∗ 𝑃𝑢𝑚𝑝 𝑒𝑓𝑓𝑖𝑐𝑖𝑒𝑛𝑐𝑦 (𝑛𝑝 ),

𝑊𝑃 0.57 𝐻𝑃
𝑛𝑝 = × 100 % = × 100 % → 𝒏𝒑 = 𝟏𝟗. 𝟓𝟗 %
𝐵𝐻𝑃 2.91 𝐻𝑃
∗ 𝑂𝑣𝑒𝑟𝑎𝑙𝑙 𝑒𝑓𝑓𝑖𝑐𝑖𝑒𝑛𝑐𝑦 (𝑛𝑂𝐴 ),
𝑊𝑃 0.57 𝐻𝑃
𝑛𝑂𝐴 = × 100 % = × 100 % → 𝒏𝑶𝑨 = 𝟏𝟓. 𝟎𝟎 %
𝑃𝐼 3.80 𝐻𝑃
𝑻𝒓𝒊𝒂𝒍 𝟔: (𝑳)𝑷𝑪
∗ 𝑃𝑢𝑚𝑝 𝐶𝑎𝑝𝑎𝑐𝑖𝑡𝑦 (𝑔𝑝𝑚),
20 𝐿 1 𝑔𝑎𝑙 1
𝑄 = (10 𝑖𝑛 ) ( )( )( ) → 𝑸 = 𝟓𝟐. 𝟖𝟑 𝒈𝒑𝒎
1 𝑖𝑛 3.7854 𝐿 1 𝑚𝑖𝑛
𝐿 1 𝑚3 1 𝑚𝑖𝑛
𝑄 (10 × 20 𝑚𝑖𝑛) (1000 𝐿) ( 60 𝑠 ) 𝑚 3.28 𝑓𝑡 𝒇𝒕
𝑣𝐷 = = = 2.92 ( ) → 𝒗𝑫 = 𝟗. 𝟓𝟖
𝐴 𝜋 1 𝑓𝑡 1𝑚 2 𝑠 1 𝑚𝑖𝑛 𝒔
4 (1.5 𝑖𝑛 × 12 𝑖𝑛 × 3.28 𝑓𝑡 )
∗ 𝑇𝑜𝑡𝑎𝑙 𝐷𝑦𝑛𝑎𝑚𝑖𝑐 𝐻𝑒𝑎𝑑 (𝑓𝑡),
𝑃𝑑 𝑉𝑑2
𝐻𝑑 = + + 𝑍𝑑 + ℎ𝑓𝑑
𝛿 2𝑔
 𝑙𝑏𝑓 12 𝑖𝑛 2 𝑓𝑡 2
16 ( ) (9.58 ) 1 𝑓𝑡
𝑖𝑛2 1 𝑓𝑡 𝑠
𝐻𝑑 = + + 34 ( ) → 𝑯𝒅 = 𝟒𝟏. 𝟐𝟐 𝒇𝒕
𝑙𝑏𝑓 𝑓𝑡 12 𝑖𝑛
62.34 3 2 (32.2 )
𝑓𝑡 𝑠

𝑉𝑠2
𝐻𝑠 = 𝛿 + + 𝑍𝑠 + ℎ𝑓𝑠 = 0 + 0 + 4 𝑓𝑡 + 0 → 𝑯𝒔 = 𝟒 𝒇𝒕
2𝑔

𝑇𝐷𝐻 = 𝐻𝑑 − 𝐻𝑠 = 41.22 𝑓𝑡 − 4 𝑓𝑡 → 𝑻𝑫𝑯 = 𝟑𝟕. 𝟐𝟐 𝒇𝒕

∗ 𝑃𝑜𝑤𝑒𝑟 𝐼𝑛𝑝𝑢𝑡 (𝐻𝑃),

1 𝐻𝑃
𝑃𝐼 = √3𝐸𝐼𝑐𝑜𝑠𝜃 = √3(220 𝑉)(9.13 𝐴)(0.8) ( ) → 𝑷𝑰 = 𝟑. 𝟕𝟑 𝑯𝑷
746 𝑊
∗ 𝑊𝑎𝑡𝑒𝑟 𝐻𝑜𝑟𝑠𝑒𝑝𝑜𝑤𝑒𝑟 (𝐻𝑃),
𝑔𝑎𝑙 1 𝑓𝑡 3 𝑙𝑏𝑓
(52.83 )( ) (37.22 𝑓𝑡) (62.34 3 )
𝑚𝑖𝑛 7.481 𝑔𝑎𝑙 𝑓𝑡
𝑊𝑃 = 𝑄 × 𝛿 × 𝑇𝐷𝐻 × 𝑆. 𝐺. =
𝑙𝑏𝑓 − 𝑓𝑡
33000 1 𝑚𝑖𝑛 − 𝐻𝑃

𝑾𝑷 = 𝟎. 𝟓𝟎 𝑯𝑷
∗ 𝑃𝑢𝑚𝑝 𝐵𝑟𝑎𝑘𝑒 𝐻𝑜𝑟𝑠𝑒𝑝𝑜𝑤𝑒𝑟 (𝐻𝑃),
𝐵𝐻𝑃 = 𝑛𝑚 × 𝑛𝑡 × 𝑃𝑖𝑛 = (0.85)(0.9)(3.73 𝐻𝑃) → 𝑩𝑯𝑷 = 𝟐. 𝟖𝟓 𝑯𝑷

∗ 𝑃𝑢𝑚𝑝 𝑒𝑓𝑓𝑖𝑐𝑖𝑒𝑛𝑐𝑦 (𝑛𝑝 ),

𝑊𝑃 0.50 𝐻𝑃
𝑛𝑝 = × 100 % = × 100 % → 𝒏𝒑 = 𝟏𝟕. 𝟓𝟒 %
𝐵𝐻𝑃 2.85 𝐻𝑃
∗ 𝑂𝑣𝑒𝑟𝑎𝑙𝑙 𝑒𝑓𝑓𝑖𝑐𝑖𝑒𝑛𝑐𝑦 (𝑛𝑂𝐴 ),
𝑊𝑃 0.50 𝐻𝑃
𝑛𝑂𝐴 = × 100 % = × 100 % → 𝒏𝑶𝑨 = 𝟏𝟑. 𝟒𝟎 %
𝑃𝐼 3.73 𝐻𝑃
TEST DATA ANALYSIS
In this experiment, 6 tests were done in order to conduct the experiment and to accomplish
the two main objectives: (1) to learn the basic characteristics and operation; and (2) to determine
the dynamic head, water power, pump brake power, output capacity as well as the pump efficiency
at different speeds. Additionally, in each of the trials, the discharge pressure (in psi), the speed of
the pump (in RPM), the line current (in amperes), the height of the water (in inch) were given and
initially measured. All of these parameters were needed to complete the final data sheet and
calculate the remaining columns, which are mentioned in the second objective.
Moreover, for the purpose of solving each empty column (i.e. parameter), specified
formulas were provided by the instructor. Firstly, the formula, 𝑉𝐻2𝑂 = 𝐴𝐻, was utilized for
calculating the volume of the water, which will then be divided by the duration for pump capacity
calculation. Secondly, the total dynamic head (TDH) will be computed through the use of the
𝑃𝑑 𝑉2
𝑑 𝑠 𝑉2
formula, 𝑇𝐷𝐻 = 𝐻𝑑 − 𝐻𝑠 , wherein 𝐻𝑑 = + 2𝑔 + 𝑍𝑑 + ℎ𝑓𝑑 and 𝐻𝑠 = 𝛿 + 2𝑔 + 𝑍𝑠 + ℎ𝑓𝑠 .
𝛿

Moreover, the power input had been solved by means of 𝑃𝐼 = √3𝐸𝐼𝑐𝑜𝑠𝜃. As for the water power
and pump brake power, the formulas utilized were 𝑊𝑃 = 𝑄 × 𝛿 × 𝑇𝐷𝐻 × 𝑆. 𝐺. and 𝐵𝐻𝑃 =
𝑛𝑚 × 𝑛𝑡 × 𝑃𝑖𝑛 , respectively. Lastly, for the pump efficiency (i.e. np) and overall efficiency (i.e.
𝑊𝑃 𝑊𝑃
nOA), the used formulas were 𝑛𝑝 = 𝐵𝐻𝑃 × 100 % and 𝑛𝑂𝐴 = × 100 %.
𝑃𝐼

Based on the gathered data, it was observed that the pump capacity, power input, water
horsepower, and pump brake horsepower had increased when there was a higher speed or an
increase in speed; hence, having direct relationships. Lastly, the remaining solved parameters
mentioned above and the efficiencies were observed to be greater when the valve was fully opened
for every trial compared to the ones that were partially closed.
QUESTIONS AND ANSWERS/PROBLEMS WITH SOLUTIONS

1. What is a positive displacement pump?

A positive displacement pump (PDP) is a pump that works through the means of
capturing a moving substance (or fluid) in a cavity and then discharges a fixed or specified quantity
of fluid. In some terms, this pump moves a fluid by means of enclosing a fixed volume in a repeated
manner and moving it in a mechanical way through the system. The action of pumping can be
driven by screws, gears, pistons, plungers, diaphragms, vanes or rollers.

2. What are the differences between the centrifugal pump and the positive displacement pump in
terms of their factors?
3. What are the following types of a positive displacement pump?
The following types of a positive displacement pump are:

4. Considering a water height of 18 inches and a tank calibration of 1" = 20 𝑘𝑔 = 20 𝐿, what

would be its pump capacity in gpm?
𝐺𝑖𝑣𝑒𝑛:
𝐻 = 18 𝑖𝑛
𝑇𝑎𝑛𝑘 𝑐𝑎𝑙𝑖𝑏𝑟𝑎𝑡𝑖𝑜𝑛: 1" = 20 𝑘𝑔 = 20 𝐿
𝑆𝑜𝑙𝑢𝑡𝑖𝑜𝑛:
20 𝐿 1 𝑔𝑎𝑙 1
𝑄 = (18 𝑖𝑛 ) ( )( )( )
1 𝑖𝑛 3.7854 𝐿 1 𝑚𝑖𝑛
𝑸 = 𝟗𝟓. 𝟏𝟎 𝒈𝒑𝒎
5. Considering the pump capacity from item no. 4, a total dynamic head (TDH) of 71 ft, a current
line of 19 A, solve for its power input (PI), water horsepower (WP), pump brake horsepower (BHP)
in hp. Assume a power factor (p.f.) of 0.8, motor efficiency (nm) of 85% and transmission
efficiency (nt) of 90%.
𝐺𝑖𝑣𝑒𝑛:
𝑄 = 95.10 𝑔𝑝𝑚
𝑇𝐷𝐻 = 71 𝑓𝑡
𝐼 = 19 𝐴
𝑆𝑜𝑙𝑢𝑡𝑖𝑜𝑛:
∗ 𝑃𝑜𝑤𝑒𝑟 𝐼𝑛𝑝𝑢𝑡 (𝐻𝑃),
1 𝐻𝑃
𝑃𝐼 = √3𝐸𝐼𝑐𝑜𝑠𝜃 = √3(220 𝑉)(19 𝐴)(0.8) ( ) → 𝑷𝑰 = 𝟕. 𝟕𝟔 𝑯𝑷
746 𝑊
∗ 𝑊𝑎𝑡𝑒𝑟 𝐻𝑜𝑟𝑠𝑒𝑝𝑜𝑤𝑒𝑟 (𝐻𝑃),
𝑔𝑎𝑙 1 𝑓𝑡 3 𝑙𝑏𝑓
(95.10 )( ) (71 𝑓𝑡) (62.34 3 )
𝑚𝑖𝑛 7.481 𝑔𝑎𝑙 𝑓𝑡
𝑊𝑃 = 𝑄 × 𝛿 × 𝑇𝐷𝐻 × 𝑆. 𝐺. =
𝑙𝑏𝑓 − 𝑓𝑡
33000 1 𝑚𝑖𝑛 − 𝐻𝑃

𝑾𝑷 = 𝟏. 𝟕𝟏 𝑯𝑷
∗ 𝑃𝑢𝑚𝑝 𝐵𝑟𝑎𝑘𝑒 𝐻𝑜𝑟𝑠𝑒𝑝𝑜𝑤𝑒𝑟 (𝐻𝑃),
𝐵𝐻𝑃 = 𝑛𝑚 × 𝑛𝑡 × 𝑃𝑖𝑛 = (0.85)(0.9)(7.76 𝐻𝑃) → 𝑩𝑯𝑷 = 𝟓. 𝟗𝟒 𝑯𝑷

6. What would be the pump efficiency (np) and the overall efficiency (nOA) of the computed
parameters in item no. 5?
∗ 𝑃𝑢𝑚𝑝 𝑒𝑓𝑓𝑖𝑐𝑖𝑒𝑛𝑐𝑦 (𝑛𝑝 ),
𝑊𝑃 1.71 𝐻𝑃
𝑛𝑝 = × 100 % = × 100 % → 𝒏𝒑 = 𝟐𝟖. 𝟕𝟗 %
𝐵𝐻𝑃 5.94 𝐻𝑃
∗ 𝑂𝑣𝑒𝑟𝑎𝑙𝑙 𝑒𝑓𝑓𝑖𝑐𝑖𝑒𝑛𝑐𝑦 (𝑛𝑂𝐴 ),
𝑊𝑃 1.71 𝐻𝑃
𝑛𝑂𝐴 = × 100 % = × 100 % → 𝒏𝑶𝑨 = 𝟐𝟐. 𝟎𝟒 %
𝑃𝐼 7.76 𝐻𝑃
CONCLUSION
In conclusion, the objectives of the experiment were accomplished by the researcher. The
researcher was able to learn the basic characteristics and operation with regard to utilizing the
centrifugal pump. Also, he was able to calculate and determine the remaining variables needed to
complete the requirements for the experiment (i.e. pump capacity, the total dynamic head, water
horsepower, pump brake power, pump efficiency, and overall efficiency). With the guidance and
formulas provided by the instructor, the data gathering went smoothly. As what the gathered data
imply, since there were an increase in the pump capacity, power input, water horsepower, and
pump brake horsepower when there was a higher speed or an increase in speed (in RPM), it can
be concluded that there was a direct relationship that was occurring within each other.
To summarize the results from all the calculations carried out, the overall efficiencies for
every trial calculated were 22.84 %, 19.71 %, 23.06 %, 20.82 %, 15.00 %, and 13.40 %,
accordingly.
REFERENCES

*Mechanical Engineering Laboratory 2 Manual

Centrifugal Pump Working Principle. (2020). Retrieved from
[Link]
Mishra, P. (2017, September 7). What is Positive Displacement Pump - Definition, Types and
Working? Retrieved from [Link]
[Link]
Positive Displacement vs Centrifugal Pumps. (n.d.). Retrieved from
[Link]
Useful information on positive displacement pumps. (2021). Retrieved from [Link]
[Link]/resources/useful-info/positive-displacement-pumps#
 MAPÚA UNIVERSITY
SCHOOL OF MECHANICAL AND MANUFACTURING ENGINEERING

EXPERIMENT NO. 3
SERIES AND PARALLEL

3
NAME: CATAPANG, JAMIEL S. Date of Performance: March 26, 2021
ME152L-2 – C2 Date of Submission: March 26, 2021
STUDENT No. - 2016142388

Engr. Teodulo A. Valle

Instructor

GRADE
 TABLE OF CONTENTS

OBJECTIVES 1
THEORY AND PRINCIPLE 1
LIST OF APPARATUS 4
PROCEDURES 4
SET-UP OF APPARATUS 6
FINAL DATA SHEET 9
SAMPLE COMPUTATION 10
TEST DATA ANALYSIS 13
QUESTIONS AND ANSWERS/PROBLEMS WITH SOLUTIONS 14
CONCLUSION 17
REFERENCES 18

i
OBJECTIVES:
3. To familiarize the pump configurations such as singly, series, and parallel
4. To understand the principle and operation
5. To obtain the performance data determining flow rate as well as efficiency
THEORY AND PRINCIPLE:
According to the ME Laboratory Manual of Mapua, centrifugal pumps apply centrifugal
force for the purpose of lifting liquids utilized from lower to higher elevation. Illustrated in the
figures below is how the centrifugal pumps operate with its basic principle. It is stated here that
pumps can be connected and arranged in series and parallel operations in order to achieve
additional flow rate capacity or head.

Moreover, considering an analysis of aPumps can becan

cylindrical arranged and connected
with vanes A and C. in serialmounted
It was or parallel to provide ad
flow rate capacity.
on a shaft which has a pulley that was rotating the can at a high speed manner. With this, a
centrifugal force will act on the water in order to press or squeeze the water outward to the can’s
Pumps can be arranged and connected in serial or parallel to provide additional hea
walls. This even will cause the water to push outward in a very sharp manner. Since it has no
capability of moving beyond the walls of the can, the pressure acting on it will force the water to
move upward. This will in effect cause an overflow. On the other hand, the water near the
cylindrical can’s center will be drawn downward.
Furthermore, from the Mapua ME laboratory manual, the kinetic energy that is generating
whilst the water is spilling over the top (i.e. which has an occurring high velocity) will be wasted,
unless there will be an arrangement done for catching the water being spilled and an additional
supply of water will then be provided (i.e. see figure abovementioned). Note that the high velocity
occurrence here is equal to that of the rim speed.
 To differentiate the series pump configurations and parallel pump configurations, here is
an illustration, diagram, and graph shown in the figure below provided by the alchemy academy
(2018).

Lastly, in determining the pump configurations of the singly, series, and parallel and
obtaining the needed performance data, one can utilize the following equations shown below:
For the discharge flow:
𝑄 = 0.31ℎ𝑜2.5 √2𝑔
ℎ𝑜 = ℎ𝑣 + 0.00085
Where:
𝑄 − 𝐷𝑖𝑠𝑐ℎ𝑎𝑟𝑔𝑒 𝑓𝑙𝑜𝑤; ℎ𝑜 − 𝑡𝑜𝑡𝑎𝑙 𝑣 − 𝑛𝑜𝑡𝑐ℎ ℎ𝑒𝑎𝑑 𝑟𝑒𝑎𝑑𝑖𝑛𝑔;

ℎ𝑣 − 𝑣 − 𝑛𝑜𝑡𝑐ℎ ℎ𝑒𝑎𝑑 𝑟𝑒𝑎𝑑𝑖𝑛𝑔; 𝑔 − 𝑔𝑟𝑎𝑣𝑖𝑡𝑦

For the manometric head:
𝐻𝑀 = (𝐻𝑑 − 𝐻𝑠 ) + 1.17 × 105 𝑄 2
Where:
𝐻𝑀 − 𝑀𝑎𝑛𝑜𝑚𝑒𝑡𝑟𝑖𝑐 ℎ𝑒𝑎𝑑; 𝐻𝑠 − 𝑠𝑢𝑐𝑡𝑖𝑜𝑛 ℎ𝑒𝑎𝑑;

𝐻𝑑 − 𝑑𝑖𝑠𝑐ℎ𝑎𝑟𝑔𝑒 ℎ𝑒𝑎𝑑
For the brake power:
2𝜋
𝐵𝑃𝑖𝑛 = ( ) × (𝑁) × (𝑀𝑇 ) × (𝐿)
60 𝑠
Where:
𝐵𝑃𝑖𝑛 − 𝐵𝑟𝑎𝑘𝑒 𝑝𝑜𝑤𝑒𝑟; 𝑁 − 𝑇𝑎𝑐ℎ𝑜𝑚𝑒𝑡𝑒𝑟 𝑟𝑒𝑎𝑑𝑖𝑛𝑔; 𝑀𝑇 − 𝑀𝑎𝑠𝑠 𝑡𝑜𝑟𝑞𝑢𝑒; 𝐿 − 𝐿𝑒𝑛𝑔𝑡ℎ 𝑜𝑓 𝑎𝑟𝑚
For the water power:
𝑊𝑃𝑜𝑢𝑡 = 𝑄 × 𝛿 × 𝐻𝑀
Where:
𝑊𝑃𝑜𝑢𝑡 − 𝑊𝑎𝑡𝑒𝑟 𝑝𝑜𝑤𝑒𝑟; 𝛿 − 𝑤𝑒𝑖𝑔ℎ𝑡 𝑑𝑒𝑛𝑠𝑖𝑡𝑦 𝑜𝑓 𝑤𝑎𝑡𝑒𝑟

For the efficiency:

𝑊𝑃
𝑛= × 100%
𝐵𝑃
For the efficiency of series

𝐻𝑀(𝐴) + 𝐻𝑀(𝐵)
𝑛𝑠𝑒𝑟𝑖𝑒𝑠 = [ ]
𝐻𝑀(𝐴) 𝐻𝑀(𝐵)
( ) ( )
𝑛𝐴 + 𝑛𝐵
For the efficiency of parallel

𝑄𝑇
𝑛𝑝𝑎𝑟𝑎𝑙𝑙𝑒𝑙 = [ ]
𝑄𝐴 𝑄𝐵
( 𝑛 ) + (𝑛 )
𝐴 𝐵

Where:
𝐻𝑀(𝐴) − 𝑇𝑜𝑡𝑎𝑙 𝑚𝑎𝑛𝑜𝑚𝑒𝑡𝑟𝑖𝑐 ℎ𝑒𝑎𝑑 𝑜𝑓 𝑝𝑢𝑚𝑝 𝐴; 𝐻𝑀(𝐴) − 𝑇𝑜𝑡𝑎𝑙 𝑚𝑎𝑛𝑜𝑚𝑒𝑡𝑟𝑖𝑐 ℎ𝑒𝑎𝑑 𝑜𝑓 𝑝𝑢𝑚𝑝 𝐵

𝑄𝐴 − 𝐷𝑖𝑠𝑐ℎ𝑎𝑟𝑔𝑒 𝑓𝑙𝑜𝑤 𝑜𝑓 𝑝𝑢𝑚𝑝 𝐴; 𝑄𝐵 − 𝐷𝑖𝑠𝑐ℎ𝑎𝑟𝑔𝑒 𝑓𝑙𝑜𝑤 𝑜𝑓 𝑝𝑢𝑚𝑝 𝐵;

𝑄𝑇 − 𝑇𝑜𝑡𝑎𝑙 𝑑𝑖𝑠𝑐ℎ𝑎𝑟𝑔𝑒 𝑓𝑙𝑜𝑤

𝑛𝐴 − 𝐸𝑓𝑓𝑖𝑐𝑖𝑒𝑛𝑐𝑦 𝑜𝑓 𝑝𝑢𝑚𝑝 𝐴; 𝑛𝐵 − 𝐸𝑓𝑓𝑖𝑐𝑖𝑒𝑛𝑐𝑦 𝑜𝑓 𝑝𝑢𝑚𝑝 𝐵

LIST OF APPARATUS
8. Series/Parallel Test Rig

9. Set of Counterweights

PROCEDURES
Single Pump Connection:
1. Manipulate the valves and make a simple pump connection.
2. Make use of the pump A first.
3. Adjust the Vernier hook gauge and set speed to zero reading.
4. Switch on the motor and set the speed to 1400 rpm.
5. Put the needed weights to torque arm until it is balanced.
6. Let the pump run until the water level stabilizes.
7. Re-adjust the Vernier hook gauge and record the caliper reading.
8. Record the suction and discharge gauges.
9. Repeat the same procedure for Pump B.
Series Pump Connection:
1. Manipulate the valves to have a series pump connection.
2. Switch on the motor and set the speed to 1400 rpm.
3. Put the needed weights to balance the motor.
4. Let the pump run until the water level stabilizes.
5. Record the suction and discharge gauges.
Parallel Pump Connection:
1. Manipulate the valves to have a parallel pump connection.
2. Switch on the motor and set the speed to 1400rpm.
3. Put the needed weights to balance the motor.
4. Let the pump run until the water level stabilizes.
5. Adjust the Vernier hook gauge and record the caliper reading.
6. Record the suction and discharge gauges.
SET-UP OF APPARATUS

SETUP OF APPARATUS
Figure 1. Series/Parallel pump test rig.

Figure 2. Whole drawing/diagram of the set-up.

Figure 3. Torque counterweight

Figure 4. Tachometer
Figure 5. Vernier hook gauge.

Figure 6. V-notch.
FINAL DATA SHEET (TABLE OF DATA)
Using length of arm (L) = 0.25 m
Table 1 (At 1400 rpm)
Pump A:
N hv Q HS(A) HD(A) HM (A) MT Pin Pout nPA
(rpm) (mm) (m3/s) (m) (m) (m) (gm) (W) (W) (%)
1400 62 1.3598×10-3 -1.5 0.9 2.6163 783 281.5318 34.9005 12.3966

Pump B:
N hv Q HS(B) HD(B) HM(B) MT Pin Pout nPB
(rpm) (mm) (m3/s) (m) (m) (m) (gm) (W) (W) (%)
1400 65 1.5279×10-3 -2 0.5 2.7731 883 317.4873 41.5652 13.0919

Series:
N Q HS(A) HD(A) HM(A) HS(B) HD(B) HM(B) nS
(rpm) (m3/s) (m) (m) (m) (m) (m) (m) (%)
1400 1.3598×10-3 -1.9 0.2 2.3163 -1.5 0.2 1.9163 12.7020

Parallel:
N hv QT QA QB nP
(rpm) (mm) (m3/s) (m3/s) (m3/s) (%)
1400 68 1.7079×10-3 1.3598×10-3 1.5279×10-3 7.5438
SAMPLE COMPUTATION
𝑭𝒐𝒓 𝑷𝒖𝒎𝒑 𝑨:
∗ 𝐷𝑖𝑠𝑐ℎ𝑎𝑟𝑔𝑒 𝐹𝑙𝑜𝑤,
1𝑚
ℎ𝑜 = ℎ𝑣 + 0.00085 𝑚 = 62 𝑚𝑚 × + 0.00085 𝑚 → 𝒉𝒐 = 𝟎. 𝟎𝟔𝟐𝟖𝟓 𝒎
1000 𝑚𝑚
𝑚 𝒎𝟑
𝑄 = 0.31ℎ𝑜2.5 √2𝑔 = 0.31(0.06285 𝑚)2.5 √2(9.81) → 𝑸𝑨 = 𝟏. 𝟑𝟓𝟗𝟖 × 𝟏𝟎 −𝟑
𝑠2 𝒔
∗ 𝑀𝑎𝑛𝑜𝑚𝑒𝑡𝑟𝑖𝑐 𝐻𝑒𝑎𝑑,
𝑚3 2
𝐻𝑀(𝐴) = (𝐻𝑑 − 𝐻𝑠 ) + 1.17 × 105 𝑄 2 = [0.9 − (−1.5)] 𝑚 + 1.17 × 105 (1.3598 × 10−3 )
𝑠
𝑯𝑴(𝑨) = 𝟐. 𝟔𝟏𝟔𝟑 𝒎
∗ 𝐵𝑟𝑎𝑘𝑒 𝑃𝑜𝑤𝑒𝑟,
2𝜋
𝐵𝑃𝑖𝑛 = ( ) × (𝑁) × (𝑀𝑇 ) × (𝐿)
60𝑠
2𝜋 𝑟𝑒𝑣 1 𝑘𝑔 𝑚
𝐵𝑃𝑖𝑛 = ( ) × (1400 ) × (783 𝑔𝑚 ) × (0.25 𝑚) × (9.81 2 )
60 𝑠 𝑚𝑖𝑛 1000 𝑔𝑚 𝑠
𝑩𝑷𝒊𝒏 = 𝟐𝟖𝟏. 𝟓𝟑𝟏𝟖 𝑾
∗ 𝑊𝑎𝑡𝑒𝑟 𝑃𝑜𝑤𝑒𝑟,

−3
𝑚3 𝑁
𝑊𝑃𝑜𝑢𝑡 = 𝑄 × 𝛿 × 𝐻𝑀 = (1.3598 × 10 ) × (9810 3 ) × (2.6163 𝑚)
𝑠 𝑚
𝑾𝑷𝒐𝒖𝒕 = 𝟑𝟒. 𝟗𝟎𝟎𝟓 𝑾
∗ 𝐸𝑓𝑓𝑖𝑐𝑖𝑒𝑛𝑐𝑦,
𝑊𝑃 34.9005 𝑊
𝑛𝑃𝐴 = × 100 % = × 100 % → 𝒏𝑷𝑨 = 𝟏𝟐. 𝟑𝟗𝟔𝟔 %
𝐵𝑃 281.5318 𝑊
𝑭𝒐𝒓 𝑷𝒖𝒎𝒑 𝑩:
∗ 𝐷𝑖𝑠𝑐ℎ𝑎𝑟𝑔𝑒 𝐹𝑙𝑜𝑤,
1𝑚
ℎ𝑜 = ℎ𝑣 + 0.00085 𝑚 = 65 𝑚𝑚 × + 0.00085 𝑚 → 𝒉𝒐 = 𝟎. 𝟎𝟔𝟓𝟖𝟓 𝒎
1000 𝑚𝑚
𝑚 𝒎𝟑
𝑄 = 0.31ℎ𝑜2.5 √2𝑔 = 0.31(0.06585 𝑚)2.5 √2(9.81) → 𝑸𝑨 = 𝟏. 𝟓𝟐𝟕𝟗 × 𝟏𝟎 −𝟑
𝑠2 𝒔
∗ 𝑀𝑎𝑛𝑜𝑚𝑒𝑡𝑟𝑖𝑐 𝐻𝑒𝑎𝑑,
𝑚3 2
𝐻𝑀(𝐵) = (𝐻𝑑 − 𝐻𝑠 ) + 1.17 × 105 𝑄 2 = [0.5 − (−2)] 𝑚 + 1.17 × 105 (1.5279 × 10−3 )
𝑠
𝑯𝑴(𝑩) = 𝟐. 𝟕𝟕𝟑𝟏 𝒎
∗ 𝐵𝑟𝑎𝑘𝑒 𝑃𝑜𝑤𝑒𝑟,
2𝜋
𝐵𝑃𝑖𝑛 = ( ) × (𝑁) × (𝑀𝑇 ) × (𝐿)
60𝑠
2𝜋 𝑟𝑒𝑣 1 𝑘𝑔 𝑚
𝐵𝑃𝑖𝑛 = ( ) × (1400 ) × (883 𝑔𝑚 ) × (0.25 𝑚) × (9.81 2 )
60 𝑠 𝑚𝑖𝑛 1000 𝑔𝑚 𝑠
𝑩𝑷𝒊𝒏 = 𝟑𝟏𝟕. 𝟒𝟖𝟕𝟑 𝑾
∗ 𝑊𝑎𝑡𝑒𝑟 𝑃𝑜𝑤𝑒𝑟,
𝑚3 𝑁
𝑊𝑃𝑜𝑢𝑡 = 𝑄 × 𝛿 × 𝐻𝑀 = (1.5279 × 10−3 ) × (9810 3 ) × (2.7731 𝑚)
𝑠 𝑚
𝑾𝑷𝒐𝒖𝒕 = 𝟒𝟏. 𝟓𝟔𝟓𝟐 𝑾
∗ 𝐸𝑓𝑓𝑖𝑐𝑖𝑒𝑛𝑐𝑦,
𝑊𝑃 41.5652 𝑊
𝑛𝑃𝐵 = × 100 % = × 100 % → 𝒏𝑷𝑨 = 𝟏𝟑. 𝟎𝟗𝟏𝟗 %
𝐵𝑃 317.4873 𝑊
𝑭𝒐𝒓 𝑺𝒆𝒓𝒊𝒆𝒔:
∗ 𝑀𝑎𝑛𝑜𝑚𝑒𝑡𝑟𝑖𝑐 𝐻𝑒𝑎𝑑,
𝑚3 2
𝐻𝑀(𝐴) = (𝐻𝑑 − 𝐻𝑠 ) + 1.17 × 105 𝑄 2 = [0.2 − (−1.9)] 𝑚 + 1.17 × 105 (1.3598 × 10−3 )
𝑠
𝑯𝑴(𝑨) = 𝟐. 𝟑𝟏𝟔𝟑 𝒎

𝑚3 2
𝐻𝑀(𝐵) = (𝐻𝑑 − 𝐻𝑠 ) + 1.17 × 105 𝑄 2 = [0.2 − (−1.5)] 𝑚 + 1.17 × 105 (1.3598 × 10−3 )
𝑠
𝑯𝑴(𝑩) = 𝟏. 𝟗𝟏𝟔𝟑 𝒎
∗ 𝐸𝑓𝑓𝑖𝑐𝑖𝑒𝑛𝑐𝑦 𝑜𝑓 𝑆𝑒𝑟𝑖𝑒𝑠,

𝐻𝑀(𝐴) + 𝐻𝑀(𝐵) 2.3163 𝑚 + 1.9163 𝑚

𝑛𝑠𝑒𝑟𝑖𝑒𝑠 = [ ]=[ ] → 𝒏𝒔𝒆𝒓𝒊𝒆𝒔 = 𝟏𝟐. 𝟕𝟎𝟐𝟎 %
𝐻𝑀(𝐴) 𝐻𝑀(𝐵) 2.3163 𝑚 1.9163 𝑚
( ) ( ) ( ) + ( )
𝑛𝑃𝐴 + 𝑛𝑃𝐵 12.3966 % 13.0919 %
Parallel:
∗ 𝐷𝑖𝑠𝑐ℎ𝑎𝑟𝑔𝑒 𝐹𝑙𝑜𝑤,
1𝑚
ℎ𝑜 = ℎ𝑣 + 0.00085 = 68 𝑚𝑚 × + 0.00085 𝑚 → 𝒉𝒐 = 𝟎. 𝟎𝟔𝟖𝟖𝟓 𝒎
1000 𝑚𝑚
𝑚 𝒎𝟑
𝑄𝑇 = 0.31ℎ𝑜2.5 √2𝑔 = 0.31(0.06885 𝑚) 2.5 √2(9.81)
→ 𝑸𝑻 = 𝟏. 𝟕𝟎𝟕𝟗 × 𝟏𝟎 −𝟑
𝑠2 𝒔
∗ 𝐸𝑓𝑓𝑖𝑐𝑖𝑒𝑛𝑐𝑦 𝑖𝑛 𝑃𝑎𝑟𝑎𝑙𝑙𝑒𝑙,

3
−3 𝑚
𝑄𝑇 1.7079 × 10
𝑛𝑝𝑎𝑟𝑎𝑙𝑙𝑒𝑙 =[ ]= 𝑠
𝑄𝐴 𝑄𝐵 𝑚 3 𝑚3
(𝑛 ) + (𝑛 ) 1.3598 × 10−3 𝑠 1.5279 × 10−3 𝑠
𝑃𝐴 𝑃𝐵 ( )+( )
12.3966 % 13.0919 %
[ ]
𝒏𝒑𝒂𝒓𝒂𝒍𝒍𝒆𝒍 = 𝟕. 𝟓𝟒𝟑𝟖 %
TEST DATA ANALYSIS
In this experiment, pump configurations, such as singly, series, and parallel were tackled.
In the previous courses the students have taken before, pumps are considered machines or
mechanisms that have a purpose of increasing the pressure of the specified fluid utilized to move
it from one point to another. Moreover, four different sets of data were acquired in order to
complete the necessary tests and processes. These sets are, namely, pump A, pump B, series, and
parallel.
Furthermore, in order to solve the remaining parameters for each set, formulas provided by
the instructor were applied and utilized. For both pump A and pump B, the discharge flow was
computed through the formula 𝑄 = 0.31ℎ𝑜2.5 √2𝑔. But, to acquire, first, the parameter or the total
v-notch, ho, the equation to be used is ℎ𝑜 = ℎ𝑣 + 0.00085. With this, the manometric head of both
pumps A and B can now be solved by applying the formula: 𝐻𝑀 = (𝐻𝑑 − 𝐻𝑠 ) + 1.17 × 105 𝑄 2 .
Additionally, the brake power input and water power were calculated through utilizing the
2𝜋
formulas, 𝐵𝑃𝑖𝑛 = (60𝑠) × (𝑁) × (𝑀𝑇 ) × (𝐿) and 𝑊𝑃𝑜𝑢𝑡 = 𝑄 × 𝛿 × 𝐻𝑀 , accordingly. These

power formulas were needed for the efficiency to be computed, which as a formula of 𝑛𝑃 =
𝑊𝑃
× 100 %. Lastly, the series and parallel pump connections’ efficiencies were then solve using
𝐵𝑃

𝐻𝑀(𝐴) +𝐻𝑀(𝐵) 𝑄𝑇
the equations, 𝑛𝑠𝑒𝑟𝑖𝑒𝑠 = [ 𝐻𝑀(𝐴) 𝐻𝑀(𝐵) ] and 𝑛𝑝𝑎𝑟𝑎𝑙𝑙𝑒𝑙 = [ 𝑄𝐴 𝑄 ], respectively.
( )+( ) ( )+( 𝐵 )
𝑛𝑃𝐴 𝑛𝑃𝐵 𝑛𝑃𝐴 𝑛𝑃𝐵
QUESTIONS AND ANSWERS/PROBLEMS WITH SOLUTIONS

1. List down some of the advantages of series pumping.

Sage (2016) stated that some of the benefits of series pumping configuration are the
following:

2. What are the effects of the shape of system characteristics on pump selection?
According to Carpenter (2018), the effects on pump selection with regard to shape of
system characteristics are:

3. How to identify if cavitation occurred in pumps? How to prevent it from happening?

The “Rotech Pumps & Systems Inc.” organization has provided some tips and knowledge
in order to know if cavitation happened in pumps being used in industries. They have also provided
a list on how to prevent it from occurring. These are the following:
 How to Identify Cavitation?

How to Prevent?

4. Given a pump having a v-notch head reading (hv) of 81 mm, what will be its discharge flow?
Use gravity of 9.81 m/s2.
𝐺𝑖𝑣𝑒𝑛:
𝑚
ℎ𝑣 = 80 𝑚𝑚; 𝑔 = 9.81
𝑠2
𝑆𝑜𝑙𝑢𝑡𝑖𝑜𝑛:
1𝑚
ℎ𝑜 = ℎ𝑣 + 0.00085 𝑚 = 81 𝑚𝑚 × + 0.00085 𝑚 → ℎ𝑜 = 0.08185 𝑚
1000 𝑚𝑚
𝑚 𝒎𝟑
𝑄 = 0.31ℎ𝑜2.5 √2𝑔 = 0.31(0.08185 𝑚)2.5√2(9.81) → 𝑸 = 𝟐. 𝟔𝟑𝟏𝟖 × 𝟏𝟎 −𝟑
𝑠2 𝒔
5. The pump from item no. 4 has a dynamic discharge head (Hd) of 1.7 meters and a dynamic
suction head (Hs) of -2.2 meters. Using the solved discharge flow from item no. 4, what will be its
manometric head?
𝐺𝑖𝑣𝑒𝑛:
𝑚3
𝑄 = 2.6318 × 10−3 ; 𝐻𝑑 = 1.7 𝑚; 𝐻𝑠 = −2.2 𝑚
𝑠
𝑆𝑜𝑙𝑢𝑡𝑖𝑜𝑛:

5 2 5 −3
𝑚3 2
𝐻𝑀 = (𝐻𝑑 − 𝐻𝑠 ) + 1.17 × 10 𝑄 = [1.7 − (−2.2)] 𝑚 + 1.17 × 10 (2.6318 × 10 )
𝑠
𝑯𝑴(𝑨) = 𝟒. 𝟕𝟏𝟎𝟒 𝒎
CONCLUSION
In conclusion, the following three objectives of the experiment were accomplished
successfully by the researcher. Firstly, the student was able to familiarize himself on the singly,
series, and parallel pump configuration. Secondly, he was able to learn and comprehend the
operation and principle behind such experiment. Lastly, he was able to gather and obtain the
needed performance data required to complete the four different tables of data. Predominantly, he
was able to calculate and determine the flow rate and the efficiency of the pump configurations.
Moreover, based on the gathered data, it can be concluded that the pump A had a lesser
efficiency compared to pump B. One reason is that the meeting point of mixture is relatively small
for the fluid to properly flow. To summarize the results from four different sets of data, the
efficiencies calculated for pump A, pump B, pump in series, and pump in parallel were 12.3966
%, 13.0919 %, 12.7020 %, and 7.5438 %, accordingly.
REFERENCES

*Mechanical Engineering Laboratory 2 Manual

Rotech Pumps & Systems Inc. (2015, June 23). All You Need to Know About Cavitation in
Centrifugal Pumps. Retrieved from [Link]
to-know-about-cavitation-in-centrifugal-pumps-49721694
Sage, J. (2016, July 6). Benefits of Pumping in Series with Centrifugal Pumps. Retrieved from
[Link]
(2018, July 15). Retrieved March 26, 2021, from
[Link]
(2018). Retrieved March 25, 2021, from [Link]
 MAPÚA UNIVERSITY
SCHOOL OF MECHANICAL AND MANUFACTURING ENGINEERING

EXPERIMENT NO. 6
DIESEL ENGINE

3
NAME: CATAPANG, JAMIEL S. Date of Performance: April 30, 2021
ME152L-2 – C2 Date of Submission: April 30, 2021
STUDENT No. - 2016142388

Engr. Teodulo A. Valle

Instructor

GRADE
 TABLE OF CONTENTS

OBJECTIVES 1
THEORY AND PRINCIPLE 1
LIST OF APPARATUS 4
PROCEDURES 5
SET-UP OF APPARATUS 6
FINAL DATA SHEET 7
SAMPLE COMPUTATION 8
TEST DATA ANALYSIS 13
QUESTIONS AND ANSWERS/PROBLEMS WITH SOLUTIONS 14
CONCLUSION 16
REFERENCES 17

i
OBJECTIVES:
6. To know the basic principle and operation.
7. To know the different parts and functions.
8. To calculate the different parameters when subjected to varying load and speed.
THEORY AND PRINCIPLE:
According to Jääskeläinen & Khair (2021), diesel engines, built by Dr. Rudolf Diesel in
the late 1800s, are the most energy effective of all the internal combustion engines currently in
use. This high productivity leads to low greenhouse gas emissions and strong fuel economy.
Durability, reliability, and fuel protection are other diesel characteristics that rival energy
conversion machines lack. On the other hand, noise, low real power performance, NOx and PM
emissions, and high cost are all disadvantages of diesel engines. The figure below shows the inside
parts and components of a diesel engine.

To elaborate on its operation, the fuel is frequently pumped into the engine cylinder at the
end of the compression stroke, a few crank angle degrees before top dead middle, in diesel engines.
Liquid fuel is typically pumped at high velocity into narrow orifices or nozzles in the injector tip
as one or more jets. It disintegrates into tiny droplets and enters the combustion chamber. In
addition, the atomized fuel absorbs heat from the hot compressed air surrounding it, vaporizes, and
blends with the high-temperature, high-pressure air. If the piston approaches top dead center
(TDC), the temperature of the mixture (mostly air) exceeds the ignition temperature of the fuel.
After the ignition delay time, some premixed fuel and air ignite quickly. The start of combustion
(as well as the end of the ignition delay period) is indicated by a sudden rise in cylinder pressure

1
as the fuel-air mixture burns. The unburned part of the charge is compressed and heated by the
increased friction caused by premixed combustion, which reduces the time it takes to ignite. At
the same time, it speeds up the rate of evaporation of the remaining gasoline. Until all of the
pumped fuel has combusted, atomization, vaporization, fuel vapor-air mixing, and combustion
begin (Jääskeläinen & Khair, 2020).
Furthermore, from the same source, the average air-fuel ratio of diesel combustion is very
low. Peak torque conditions also have the lowest overall air-fuel ratio. The air-fuel ratio at peak
torque is normally held above 25:1, way above the stoichiometric (chemically correct) equivalence
ratio of around 14.4:1. At idle, the air-fuel ratio in turbocharged diesel engines can reach 160:1.
As a result, once the fuel has combusted, extra air in the cylinder begins to blend with burning and
already burnt gases during the combustion and expansion phases. Excess air, as well as combustion
materials, are expelled when the exhaust valve is opened, which explains why diesel exhaust is
oxidizing. The overall air-fuel ratio is lean, despite the fact that combustion happens after
vaporized fuel mixes with air, forming a locally rich but combustible mixture and reaching the
correct ignition temperature. To put it another way, most of the air injected into a diesel engine’s
chamber is compressed and heated but never burns. Excess air aids in the oxidation of gaseous
hydrocarbons and carbon monoxide, lowering their quantities in the exhaust gas to very low levels.
The figure below shows a sample diagram for an ideal diesel cycle.

2
 Lastly, in determining and calculating the different parameters and variables for the
operations on a diesel engine when subjected to varying load and speed, one can utilize the
following equations shown below:
For Fuel Consumption:
𝑚𝑓 = 𝜌𝑉𝑟
Where:
𝑚𝑓 − 𝑀𝑎𝑠𝑠 𝑜𝑓 𝑓𝑢𝑒𝑙 𝑐𝑜𝑛𝑠𝑢𝑚𝑒𝑑; 𝜌 − 𝐹𝑢𝑒𝑙 𝑑𝑒𝑛𝑠𝑖𝑡𝑦
For Heat of Combustion:
𝑄𝐴 = 𝑚𝑓 𝐶𝑣
Where:
𝐶𝑣 − 𝐹𝑢𝑒𝑙 𝑐𝑎𝑙𝑜𝑟𝑖𝑐 𝑣𝑎𝑙𝑢𝑒
For Inlet Air Enthalpy:
𝐻𝐴 = 𝑚𝑎 𝐶𝑝 𝑇𝐴
Where:
𝑚𝑎 − 𝐴𝑖𝑟 𝑚𝑎𝑠𝑠 𝑓𝑙𝑜𝑤 𝑟𝑎𝑡𝑒; 𝐶𝑝 − 𝐴𝑖𝑟 𝑠𝑝𝑒𝑐𝑖𝑓𝑖𝑐 ℎ𝑒𝑎𝑡; 𝑇𝐴 − 𝐴𝑚𝑏𝑖𝑒𝑛𝑡 𝑎𝑖𝑟 𝑡𝑒𝑚𝑝𝑒𝑟𝑎𝑡𝑢𝑟𝑒
For Mechanical Brake Power:
𝐵𝑃 = 2𝜋𝑛𝑇 = 2𝜋𝐹𝑅𝑛
Where:
𝐹 − 𝑁𝑒𝑡 𝑙𝑜𝑎𝑑; 𝑅 − 𝐿𝑒𝑣𝑒𝑟 𝑎𝑟𝑚−; 𝑛 − 𝑟𝑜𝑡𝑎𝑡𝑖𝑣𝑒 𝑠𝑝𝑒𝑒𝑑; 𝑇 − 𝑡𝑜𝑟𝑞𝑢𝑒
For Air-Fuel Ratio:
𝐴 𝑚𝑎
=
𝐹 𝑚𝑓
For Thermal Efficiency:
𝐵𝑃
𝑒= × 100 %
𝑄𝐴
Where:
𝐵𝑃 − 𝐵𝑟𝑒𝑎𝑘 𝑝𝑜𝑤𝑒𝑟; 𝑄𝐴 − 𝐻𝑒𝑎𝑡 𝑜𝑓 𝑐𝑜𝑚𝑏𝑢𝑠𝑡𝑖𝑜𝑛

For Volume Displaced:

𝑉𝑑 = 𝐴𝐿𝑁
Where:

3
 𝐴 − 𝐴𝑟𝑒𝑎 𝑜𝑓 𝑐𝑦𝑙𝑖𝑛𝑑𝑒𝑟; 𝐿 − 𝐿𝑒𝑛𝑔𝑡ℎ 𝑜𝑓 𝑠𝑡𝑟𝑜𝑘𝑒; 𝑁 − 𝑝𝑜𝑤𝑒𝑟 𝑐𝑦𝑐𝑙𝑒
For Actual Volume:
𝑚𝑎 𝑅𝑎 𝑇𝑎
𝑉𝑎 =
𝑃𝑎
Where:
𝑃𝑎 − 𝐴𝑚𝑏𝑖𝑒𝑛𝑡 𝑎𝑖𝑟 𝑝𝑟𝑒𝑠𝑠𝑢𝑟𝑒; 𝑇𝑎 − 𝐴𝑚𝑏𝑖𝑒𝑛𝑡 𝑎𝑖𝑟 𝑡𝑒𝑚𝑝𝑒𝑟𝑎𝑡𝑢𝑟𝑒; 𝑅𝑎 − 𝐶𝑜𝑛𝑠𝑡𝑎𝑛𝑡
For Volumetric Efficiency:
𝑉𝑎
𝜂𝑉 = × 100 %
𝑉𝑑
Where:
𝑉𝑎 − 𝐴𝑐𝑡𝑢𝑎𝑙 𝑣𝑜𝑙𝑢𝑚𝑒; 𝑉𝑑 − 𝑉𝑜𝑙𝑢𝑚𝑒 𝑑𝑖𝑠𝑝𝑙𝑎𝑐𝑒𝑑
For Brake Mean Effective Pressure:
𝐵𝑃
𝐵𝑀𝐸𝑃 =
𝑉𝑑
For Specific Fuel Consumption:
𝑚𝑓
𝑆𝐹𝐶 =
𝐵𝑃
LIST OF APPARATUS
1. Diesel Engine

4
2. Engine Analyzer

PROCEDURES
1. Connect all the wires, tubes, and pipes from the engine analyzer to the respective parts of
the engine test bed.
2. Make sure that they are connected properly and no leakages and bubbles are present.
3. Prime the machine first before starting.
4. Start the engine.
5. Adjust the speed by throttling the fuel inlet until it reaches stability.
6. Record the data from the computer when the engine had settled down to a steady output
such as speed, torque, exhaust temperature, and air and fuel consumption.
7. The fuel tap beneath the pipette was operated so that the engine took its fuel from the
pipette.
8. The fuel consumption was for 8mL markings.
9. The tap was then turned again so that the pipette could fill once again.
10. The temperature of the water flowing out of the dynamometer was observed to be less than
80°C. In the event that the temperature has exceeded, the water flow must be increased to
cool the dynamometer bearing seals.

5
SET-UP OF APPARATUS

Figure 2. Labeled set-up of the whole experiment.

Figure 2. Diesel engine utilized (Single Cylinder)

6
 FINAL DATA SHEET (TABLE OF DATA)

Air
Fuel Air Box Ambient Mass
Fuel Fuel Ambient Air Exhaust Gas Orifice Engine Number
Calorific Diff. Air Flow Torque
Consumption Density Temperature Temperature Diameter Speed Capacity of
3
Value Pressure Pressure Rate
(mL/min) (kg/m ) (°C) (°C) (mm) (cc) Cycles
(MJ/kg) (Pa) (mbar) (x10-3
kg/s)
1) 12.5 740 43.8 24.8 219 1 1008 18.50 0.25 10.6 1959 200 4

2) 10.1 740 43.8 24.5 282 1 1008 18.50 0.25 10.5 2476 200 4

3) 9.9 740 43.8 24.6 298 1 1008 18.50 0.25 10.4 1816 200 4

Fuel Heat of Inlet Air Specific Fuel Thermal Volumetric

Power A/F Ratio BMEP
Consumption Combustion Enthalpy Consumption Efficiency Efficiency
(W) (kgair/kgfuel) (bar)
(kg/s) (W) (W) (kg/kW-hr) (%) (%)
0.00015 6570 74.90 2174.55 1.67 0.2483 33.10 6.49 6.66
0.00012 5256 74.82 2722.50 2.08 0.1587 51.80 5.14 6.60
0.00012 5256 74.85 1977.78 2.08 0.2184 37.63 7.00 6.53

7
SAMPLE COMPUTATION
𝑻𝒓𝒊𝒂𝒍 𝟏
∗ 𝑭𝒐𝒓 𝒕𝒉𝒆 𝑭𝒖𝒆𝒍 𝑪𝒐𝒏𝒔𝒖𝒎𝒑𝒕𝒊𝒐𝒏 (𝒎𝒇 ),
𝑘𝑔 𝑚𝐿 1 𝑚3 1 𝑚𝑖𝑛 𝒌𝒈𝒇
𝑚𝑓 = 𝜌𝑉𝑟 = (740 3 ) (12.5 )( )( ) → 𝒎𝒇 = 𝟎. 𝟎𝟎𝟎𝟏𝟓
𝑚 𝑚𝑖𝑛 1000000 𝑚𝐿 60 𝑠 𝒔
∗ 𝑭𝒐𝒓 𝒕𝒉𝒆 𝑯𝒆𝒂𝒕 𝒐𝒇 𝑪𝒐𝒎𝒃𝒖𝒔𝒕𝒊𝒐𝒏(𝑸𝑨 ),
𝑀𝑊
𝑘𝑔𝑓 𝑀𝐽 1 𝑠 1000000 𝑊
= 𝑚𝑓 𝐶𝑉 = 0.00015 (43.8 ) ( )( ) → 𝑸𝑨 = 𝟔𝟓𝟕𝟎 𝑾
𝑠 𝑘𝑔 1 𝑀𝐽 1 𝑀𝑊

∗ 𝑭𝒐𝒓 𝒕𝒉𝒆 𝑰𝒏𝒍𝒆𝒕 𝑨𝒊𝒓 𝑬𝒏𝒕𝒉𝒂𝒍𝒑𝒚 (𝑯𝑨),

𝑘𝑔𝑎 𝑘𝐽 1000 𝑊
𝐻𝐴 = 𝑚𝑎 𝐶𝑝 𝑇𝐴 = (0.25 × 10−3 ) (1.006 ) (24.8 + 273)𝐾 ( )
𝑠 𝑘𝑔 − 𝐾 1 𝑘𝑊
𝑯𝑨 = 𝟕𝟒. 𝟗𝟎 𝑾
∗ 𝑭𝒐𝒓 𝒕𝒉𝒆 𝑴𝒆𝒄𝒉𝒂𝒏𝒊𝒄𝒂𝒍 𝑩𝒓𝒂𝒌𝒆 𝑷𝒐𝒘𝒆𝒓 (𝑩𝑷),
2𝜋𝑟𝑎𝑑 𝑟𝑒𝑣 1 𝑚𝑖𝑛
𝐵𝑃 = 2𝜋𝑛𝑇 = 2𝜋𝐹𝑅𝑛 = (1959 ) (10.6 𝑁 − 𝑚) ( ) → 𝑩𝑷 = 𝟐𝟏𝟕𝟒. 𝟓𝟓 𝑾
𝑟𝑒𝑣 𝑚𝑖𝑛 60 𝑠
𝑨
∗ 𝑭𝒐𝒓 𝒕𝒉𝒆 𝑨𝒊𝒓 − 𝑭𝒖𝒆𝒍 𝑹𝒂𝒕𝒊𝒐 ( ),
𝑭
−3 𝑘𝑔𝑎
𝐴 𝑚𝑎 0.25 × 10 𝑠 → 𝑨 = 𝟏. 𝟔𝟕 𝒌𝒈 − 𝒂𝒊𝒓
= =
𝐹 𝑚𝑓 𝑘𝑔𝑓 𝑭 𝒌𝒈 − 𝒇𝒖𝒆𝒍
0.00015 𝑠

∗ 𝑭𝒐𝒓 𝒕𝒉𝒆 𝑺𝒑𝒆𝒄𝒊𝒇𝒊𝒄 𝑭𝒖𝒆𝒍 𝑪𝒐𝒏𝒔𝒖𝒎𝒑𝒕𝒊𝒐𝒏 (𝑺𝑭𝑪),

𝑘𝑔 3600 𝑠
𝑚𝑓 0.00015 𝑠 ( ) 𝒌𝒈
𝑆𝐹𝐶 = = 1 ℎ𝑟 → 𝑺𝑭𝑪 = 𝟎. 𝟐𝟒𝟖𝟑
𝐵𝑃 2174.55 𝑊 ( 1 𝑘𝑊 ) 𝒌𝑾 − 𝒉𝒓
1000 𝑊
∗ 𝑭𝒐𝒓 𝒕𝒉𝒆 𝑻𝒉𝒆𝒓𝒎𝒂𝒍 𝑬𝒇𝒇𝒊𝒄𝒊𝒆𝒏𝒄𝒚 (𝒆),
𝐵𝑃 2174.55 𝑊
𝑒= = × 100 % → 𝒆 = 𝟑𝟑. 𝟏𝟎 %
𝑄𝐴 6570 𝑊
∗ 𝑭𝒐𝒓 𝒕𝒉𝒆 𝑽𝒐𝒍𝒖𝒎𝒆 𝑫𝒊𝒔𝒑𝒍𝒂𝒄𝒆𝒅 (𝑽𝒅 ),
1 𝑐𝑚 3 𝑟𝑒𝑣 1 𝑚𝑖𝑛 1 𝒎𝟑
𝑉𝑑 = 𝐴𝐿𝑁 = (200 𝑐𝑚3 ) ( ) (1959 )( ) ( ) → 𝑽𝒅 = 𝟎. 𝟎𝟎𝟑𝟐𝟔𝟓
100 𝑐𝑚 𝑚𝑖𝑛 60 𝑠 2 𝒔

1
∗ 𝑭𝒐𝒓 𝒕𝒉𝒆 𝑨𝒄𝒕𝒖𝒂𝒍 𝑽𝒐𝒍𝒖𝒎𝒆 (𝑽𝒂 ),
−3 𝑘𝑔𝑎 𝑘𝑁 − 𝑚
𝑚𝑎 𝑅𝑎 𝑇𝑎 (0.25 × 10 ) (0.287 ) (24.8 + 273)𝐾
𝑠 𝑘𝑔 − 𝐾
𝑉𝑎 = =
𝑃𝑎 𝑘𝑁
1 2
(1008 𝑚𝑏𝑎𝑟) ( 𝑚 )
10 𝑚𝑏𝑎𝑟

𝒎𝟑
𝑽𝒂 = 𝟎. 𝟎𝟎𝟎𝟐𝟏𝟐
𝒔
∗ 𝑭𝒐𝒓 𝒕𝒉𝒆 𝑽𝒐𝒍𝒖𝒎𝒆𝒕𝒓𝒊𝒄 𝑬𝒇𝒇𝒊𝒄𝒊𝒆𝒏𝒄𝒚 (𝜼𝑽 ),
𝑚3
𝑉𝑎 0.000212
𝜂𝑉 = × 100 = 𝑠 × 100 % → 𝜼 = 𝟔. 𝟒𝟗 %
𝑽
𝑉𝑑 𝑚3
0.003265 𝑠

∗ 𝑭𝒐𝒓 𝒕𝒉𝒆 𝑩𝒓𝒂𝒌𝒆 𝑴𝒆𝒂𝒏 𝑬𝒇𝒇𝒆𝒄𝒕𝒊𝒗𝒆 𝑷𝒓𝒆𝒔𝒔𝒖𝒓𝒆 (𝑩𝑴𝑬𝑷),

𝐵𝑃 2174.55 𝑊 1 𝑏𝑎𝑟
𝐵𝑀𝐸𝑃 = = 3 ( ) → 𝑩𝑴𝑬𝑷 = 𝟔. 𝟔𝟔 𝒃𝒂𝒓
𝑉𝑑 𝑚 100000 𝑃𝑎
0.003265 𝑠

𝑻𝒓𝒊𝒂𝒍 𝟐
∗ 𝑭𝒐𝒓 𝒕𝒉𝒆 𝑭𝒖𝒆𝒍 𝑪𝒐𝒏𝒔𝒖𝒎𝒑𝒕𝒊𝒐𝒏 (𝒎𝒇 ),
𝑘𝑔 𝑚𝐿 1 𝑚3 1 𝑚𝑖𝑛 𝒌𝒈𝒇
𝑚𝑓 = 𝜌𝑉𝑟 = (740 3
) (10.1 ) ( )( ) → 𝒎𝒇 = 𝟎. 𝟎𝟎𝟎𝟏𝟐
𝑚 𝑚𝑖𝑛 1000000 𝑚𝐿 60 𝑠 𝒔
∗ 𝑭𝒐𝒓 𝒕𝒉𝒆 𝑯𝒆𝒂𝒕 𝒐𝒇 𝑪𝒐𝒎𝒃𝒖𝒔𝒕𝒊𝒐𝒏(𝑸𝑨 ),
𝑀𝑊
𝑘𝑔𝑓 𝑀𝐽 1 𝑠 1000000 𝑊
𝑄𝐴 = 𝑚𝑓 𝐶𝑉 = 0.00012 (43.8 ) ( )( ) → 𝑸𝑨 = 𝟓𝟐𝟓𝟔 𝑾
𝑠 𝑘𝑔 1 𝑀𝐽 1 𝑀𝑊

∗ 𝑭𝒐𝒓 𝒕𝒉𝒆 𝑰𝒏𝒍𝒆𝒕 𝑨𝒊𝒓 𝑬𝒏𝒕𝒉𝒂𝒍𝒑𝒚 (𝑯𝑨),

𝑘𝑔𝑎 𝑘𝐽 1000 𝑊
𝐻𝐴 = 𝑚𝑎 𝐶𝑝 𝑇𝐴 = (0.25 × 10−3 ) (1.006 ) (24.5 + 273)𝐾 ( )
𝑠 𝑘𝑔 − 𝐾 1 𝑘𝑊
𝑯𝑨 = 𝟕𝟒. 𝟖𝟐 𝑾
∗ 𝑭𝒐𝒓 𝒕𝒉𝒆 𝑴𝒆𝒄𝒉𝒂𝒏𝒊𝒄𝒂𝒍 𝑩𝒓𝒂𝒌𝒆 𝑷𝒐𝒘𝒆𝒓 (𝑩𝑷),
2𝜋𝑟𝑎𝑑 𝑟𝑒𝑣 1 𝑚𝑖𝑛
𝐵𝑃 = 2𝜋𝑛𝑇 = 2𝜋𝐹𝑅𝑛 = (2476 ) (10.5 𝑁 − 𝑚) ( ) → 𝑩𝑷 = 𝟐𝟕𝟐𝟐. 𝟓𝟎 𝑾
𝑟𝑒𝑣 𝑚𝑖𝑛 60 𝑠

2
 𝑨
∗ 𝑭𝒐𝒓 𝒕𝒉𝒆 𝑨𝒊𝒓 − 𝑭𝒖𝒆𝒍 𝑹𝒂𝒕𝒊𝒐 ( ),
𝑭
−3 𝑘𝑔𝑎
𝐴 𝑚𝑎 0.25 × 10 𝑠 → 𝑨 = 𝟐. 𝟎𝟖 𝒌𝒈 − 𝒂𝒊𝒓
= =
𝐹 𝑚𝑓 𝑘𝑔𝑓 𝑭 𝒌𝒈 − 𝒇𝒖𝒆𝒍
0.00012 𝑠

∗ 𝑭𝒐𝒓 𝒕𝒉𝒆 𝑺𝒑𝒆𝒄𝒊𝒇𝒊𝒄 𝑭𝒖𝒆𝒍 𝑪𝒐𝒏𝒔𝒖𝒎𝒑𝒕𝒊𝒐𝒏 (𝑺𝑭𝑪),

𝑘𝑔 3600 𝑠
𝑚𝑓 0.00012 𝑠 ( ) 𝒌𝒈
𝑆𝐹𝐶 = = 1 ℎ𝑟 → 𝑺𝑭𝑪 = 𝟎. 𝟏𝟓𝟖𝟕
𝐵𝑃 2722.50 𝑊 ( 1 𝑘𝑊 ) 𝒌𝑾 − 𝒉𝒓
1000 𝑊
∗ 𝑭𝒐𝒓 𝒕𝒉𝒆 𝑻𝒉𝒆𝒓𝒎𝒂𝒍 𝑬𝒇𝒇𝒊𝒄𝒊𝒆𝒏𝒄𝒚 (𝒆),
𝐵𝑃 2722.50 𝑊
𝑒= = × 100 % → 𝒆 = 𝟓𝟏. 𝟖𝟎 %
𝑄𝐴 5256 𝑊
∗ 𝑭𝒐𝒓 𝒕𝒉𝒆 𝑽𝒐𝒍𝒖𝒎𝒆 𝑫𝒊𝒔𝒑𝒍𝒂𝒄𝒆𝒅 (𝑽𝒅 ),

3)
1 𝑐𝑚 3 𝑟𝑒𝑣 1 𝑚𝑖𝑛 1 𝒎𝟑
𝑉𝑑 = 𝐴𝐿𝑁 = (200 𝑐𝑚 ( ) (2476 )( ) ( ) → 𝑽𝒅 = 𝟎. 𝟎𝟎𝟒𝟏𝟐𝟕
100 𝑐𝑚 𝑚𝑖𝑛 60 𝑠 2 𝒔
∗ 𝑭𝒐𝒓 𝒕𝒉𝒆 𝑨𝒄𝒕𝒖𝒂𝒍 𝑽𝒐𝒍𝒖𝒎𝒆 (𝑽𝒂 ),
−3 𝑘𝑔𝑎 𝑘𝑁 − 𝑚
𝑚𝑎 𝑅𝑎 𝑇𝑎 (0.25 × 10 ) (0.287 ) (24.5 + 273)𝐾
𝑠 𝑘𝑔 − 𝐾
𝑉𝑎 = =
𝑃𝑎 𝑘𝑁
1 2
(1008 𝑚𝑏𝑎𝑟) ( 𝑚 )
10 𝑚𝑏𝑎𝑟

𝒎𝟑
𝑽𝒂 = 𝟎. 𝟎𝟎𝟎𝟐𝟏𝟐
𝒔
∗ 𝑭𝒐𝒓 𝒕𝒉𝒆 𝑽𝒐𝒍𝒖𝒎𝒆𝒕𝒓𝒊𝒄 𝑬𝒇𝒇𝒊𝒄𝒊𝒆𝒏𝒄𝒚 (𝜼𝑽 ),
𝑚3
𝑉𝑎 0.000212 𝑠
𝜂𝑉 = × 100 = × 100 % → 𝜼𝑽 = 𝟓. 𝟏𝟒 %
𝑉𝑑 𝑚3
0.004127 𝑠

∗ 𝑭𝒐𝒓 𝒕𝒉𝒆 𝑩𝒓𝒂𝒌𝒆 𝑴𝒆𝒂𝒏 𝑬𝒇𝒇𝒆𝒄𝒕𝒊𝒗𝒆 𝑷𝒓𝒆𝒔𝒔𝒖𝒓𝒆 (𝑩𝑴𝑬𝑷),

𝐵𝑃 2722.50 𝑊 1 𝑏𝑎𝑟
𝐵𝑀𝐸𝑃 = = ( ) → 𝑩𝑴𝑬𝑷 = 𝟔. 𝟔𝟎 𝒃𝒂𝒓
𝑉𝑑 𝑚3 100000 𝑃𝑎
0.004127 𝑠

3
𝑻𝒓𝒊𝒂𝒍 𝟑
∗ 𝑭𝒐𝒓 𝒕𝒉𝒆 𝑭𝒖𝒆𝒍 𝑪𝒐𝒏𝒔𝒖𝒎𝒑𝒕𝒊𝒐𝒏 (𝒎𝒇 ),
𝑘𝑔 𝑚𝐿 1 𝑚3 1 𝑚𝑖𝑛 𝒌𝒈𝒇
𝑚𝑓 = 𝜌𝑉𝑟 = (740 3 ) (9.9 )( )( ) → 𝒎𝒇 = 𝟎. 𝟎𝟎𝟎𝟏𝟐
𝑚 𝑚𝑖𝑛 1000000 𝑚𝐿 60 𝑠 𝒔
∗ 𝑭𝒐𝒓 𝒕𝒉𝒆 𝑯𝒆𝒂𝒕 𝒐𝒇 𝑪𝒐𝒎𝒃𝒖𝒔𝒕𝒊𝒐𝒏(𝑸𝑨 ),
𝑀𝑊
𝑘𝑔𝑓 𝑀𝐽 1 𝑠 1000000 𝑊
𝑄𝐴 = 𝑚𝑓 𝐶𝑉 = 0.00012 (43.8 ) ( )( ) → 𝑸𝑨 = 𝟓𝟐𝟓𝟔 𝑾
𝑠 𝑘𝑔 1 𝑀𝐽 1 𝑀𝑊

∗ 𝑭𝒐𝒓 𝒕𝒉𝒆 𝑰𝒏𝒍𝒆𝒕 𝑨𝒊𝒓 𝑬𝒏𝒕𝒉𝒂𝒍𝒑𝒚 (𝑯𝑨),

𝑘𝑔𝑎 𝑘𝐽 1000 𝑊
𝐻𝐴 = 𝑚𝑎 𝐶𝑝 𝑇𝐴 = (0.25 × 10−3 ) (1.006 ) (24.6 + 273)𝐾 ( )
𝑠 𝑘𝑔 − 𝐾 1 𝑘𝑊
𝑯𝑨 = 𝟕𝟒. 𝟖𝟓 𝑾
∗ 𝑭𝒐𝒓 𝒕𝒉𝒆 𝑴𝒆𝒄𝒉𝒂𝒏𝒊𝒄𝒂𝒍 𝑩𝒓𝒂𝒌𝒆 𝑷𝒐𝒘𝒆𝒓 (𝑩𝑷),
2𝜋𝑟𝑎𝑑 𝑟𝑒𝑣 1 𝑚𝑖𝑛
𝐵𝑃 = 2𝜋𝑛𝑇 = 2𝜋𝐹𝑅𝑛 = (1816 ) (10.4 𝑁 − 𝑚) ( ) → 𝑩𝑷 = 𝟏𝟗𝟕𝟕. 𝟕𝟖 𝑾
𝑟𝑒𝑣 𝑚𝑖𝑛 60 𝑠
𝑨
∗ 𝑭𝒐𝒓 𝒕𝒉𝒆 𝑨𝒊𝒓 − 𝑭𝒖𝒆𝒍 𝑹𝒂𝒕𝒊𝒐 ( ),
𝑭
−3 𝑘𝑔𝑎
𝐴 𝑚𝑎 0.25 × 10 𝑠 → 𝑨 = 𝟐. 𝟎𝟖 𝒌𝒈 − 𝒂𝒊𝒓
= =
𝐹 𝑚𝑓 𝑘𝑔𝑓 𝑭 𝒌𝒈 − 𝒇𝒖𝒆𝒍
0.00012 𝑠

∗ 𝑭𝒐𝒓 𝒕𝒉𝒆 𝑺𝒑𝒆𝒄𝒊𝒇𝒊𝒄 𝑭𝒖𝒆𝒍 𝑪𝒐𝒏𝒔𝒖𝒎𝒑𝒕𝒊𝒐𝒏 (𝑺𝑭𝑪),

𝑘𝑔 3600 𝑠
𝑚𝑓 0.00012 ( ) 𝒌𝒈
𝑆𝐹𝐶 = = 𝑠 1 ℎ𝑟 → 𝑺𝑭𝑪 = 𝟎. 𝟐𝟏𝟖𝟒
𝐵𝑃 1977.78 𝑊 ( 1 𝑘𝑊 ) 𝒌𝑾 − 𝒉𝒓
1000 𝑊
∗ 𝑭𝒐𝒓 𝒕𝒉𝒆 𝑻𝒉𝒆𝒓𝒎𝒂𝒍 𝑬𝒇𝒇𝒊𝒄𝒊𝒆𝒏𝒄𝒚 (𝒆),
𝐵𝑃 1977.78 𝑊
𝑒= = × 100 % → 𝒆 = 𝟑𝟕. 𝟔𝟑 %
𝑄𝐴 5256 𝑊
∗ 𝑭𝒐𝒓 𝒕𝒉𝒆 𝑽𝒐𝒍𝒖𝒎𝒆 𝑫𝒊𝒔𝒑𝒍𝒂𝒄𝒆𝒅 (𝑽𝒅 ),
1 𝑐𝑚 3 𝑟𝑒𝑣 1 𝑚𝑖𝑛 1 𝒎𝟑
𝑉𝑑 = 𝐴𝐿𝑁 = (200 𝑐𝑚3 ) ( ) (1816 )( ) ( ) → 𝑽𝒅 = 𝟎. 𝟎𝟎𝟑𝟎𝟐𝟕
100 𝑐𝑚 𝑚𝑖𝑛 60 𝑠 2 𝒔

4
∗ 𝑭𝒐𝒓 𝒕𝒉𝒆 𝑨𝒄𝒕𝒖𝒂𝒍 𝑽𝒐𝒍𝒖𝒎𝒆 (𝑽𝒂 ),
−3 𝑘𝑔𝑎 𝑘𝑁 − 𝑚
𝑚𝑎 𝑅𝑎 𝑇𝑎 (0.25 × 10 ) (0.287 ) (24.6 + 273)𝐾
𝑠 𝑘𝑔 − 𝐾
𝑉𝑎 = =
𝑃𝑎 𝑘𝑁
1 2
(1008 𝑚𝑏𝑎𝑟) ( 𝑚 )
10 𝑚𝑏𝑎𝑟

𝒎𝟑
𝑽𝒂 = 𝟎. 𝟎𝟎𝟎𝟐𝟏𝟐
𝒔
∗ 𝑭𝒐𝒓 𝒕𝒉𝒆 𝑽𝒐𝒍𝒖𝒎𝒆𝒕𝒓𝒊𝒄 𝑬𝒇𝒇𝒊𝒄𝒊𝒆𝒏𝒄𝒚 (𝜼𝑽 ),
𝑚3
𝑉𝑎 0.000212
𝜂𝑉 = × 100 = 𝑠 × 100 % → 𝜼 = 𝟕. 𝟎𝟎 %
𝑽
𝑉𝑑 𝑚3
0.003027 𝑠

∗ 𝑭𝒐𝒓 𝒕𝒉𝒆 𝑩𝒓𝒂𝒌𝒆 𝑴𝒆𝒂𝒏 𝑬𝒇𝒇𝒆𝒄𝒕𝒊𝒗𝒆 𝑷𝒓𝒆𝒔𝒔𝒖𝒓𝒆 (𝑩𝑴𝑬𝑷),

𝐵𝑃 1977.78 𝑊 1 𝑏𝑎𝑟
𝐵𝑀𝐸𝑃 = = 3 ( ) → 𝑩𝑴𝑬𝑷 = 𝟔. 𝟓𝟑 𝒃𝒂𝒓
𝑉𝑑 𝑚 100000 𝑃𝑎
0.003027 𝑠

5
TEST DATA ANALYSIS
In this experiment, it was predominantly on the topic of internal combustion engines or the
diesel engines. Three total trials were required and were assigned by the instructor to each of the
students. For this report, the professor has given him trial 1, trial 2, and trial 3, respectively. The
initial data for each trial were volume fuel consumption (mL/min), fuel density (kg/m3), fuel
caloric value (MJ/kg), ambient air temperature (°C), exhaust gas temperature (°C), air box
differential pressure (Pa), ambient air pressure (mbar), orifice diameter (mm), air mass flow rate
(x10-3 kg/s), torque (N – m), and speed (rpm). These were the needed parameters for the purpose
of obtaining the remaining variables, such as the fuel consumption (kg/s), heat of combustion (W),
inlet air enthalpy (W), power (W), air-fuel ratio (A/F ratio), specific fuel consumption (kg/kW-hr),
thermal efficiency (%), volumetric efficiency (%), and break mean effective pressure (BMEP).
Furthermore, in order to complete and find the requirements to gather data for each test,
the student initially solved the fuel consumption (i.e. mass flow rate of fuel) with the use of the
equation, 𝑚𝑓 = 𝜌𝑉𝑟 . Secondly, he was able to obtain the heat of combustion (i.e. heat added)
through the formula, 𝑄𝐴 = 𝑚𝑓 𝐶𝑣 . Moreover, since there is the air mass flow rate and ambient air
temperature, the inlet air enthalpy was solved by utilizing the equation, 𝐻𝐴 = 𝑚𝑎 𝐶𝑝 𝑇𝐴 . Here, it
𝑘𝐽
must be noted that the specific heat of air (Cp) that was used was 1.006 𝑘𝑔−𝐾. The mechanical

break power will then be obtained through the use of formula, 𝐵𝑃 = 2𝜋𝑛𝑇 = 2𝜋𝐹𝑅𝑛. In addition,
since the volume fuel consumption was already converted into a unit of fuel flow rate(kg/s),
together with the air mass flow rate, the air – fuel ratio (A/F ratio) was able to be attained by means
𝐴 𝑚
of dividing them with each other (i.e. = 𝑚𝑎). Afterward, the specific fuel consumption was
𝐹 𝑓

𝑚𝑓
solved through the equation, 𝑆𝐹𝐶 = . The thermal efficiency and volumetric efficiency were
𝐵𝑃
𝐵𝑃 𝑉
then calculated with the use of the equations, 𝑒 = 𝑄 × 100 % and 𝜂𝑉 = 𝑉𝑎 × 100 %,
𝐴 𝑑

respectively. Note on this part that the actual volume and volume displacement must both be
𝑚𝑎 𝑅𝑎 𝑇𝑎
obtained, first, by the formulas, 𝑉 𝑑 = 𝐴𝐿𝑁 and 𝑉𝑎 = . Lastly, the brake mean effective
𝑃𝑎
𝐵𝑃
pressure was computed using the equation, 𝐵𝑀𝐸𝑃 = .
𝑉𝑑

6
QUESTIONS AND ANSWERS/PROBLEMS WITH SOLUTIONS

1. How do diesel engines start?

An electric motor is used to start diesel engines, which initiates the compression-ignition
cycle. Diesel engines, on the other hand, are difficult to start while cold because compressing the
air would not result in a temperature hot enough to ignite the fuel. Manufacturers use glow plugs
to solve the issue. They are small electric heaters that are turned on a few seconds before attempting
to start the vehicle. They are operated by the car’s batteries (“How a diesel engine works,” n.d.).

2. What are some of the differences between a gasoline engine and a diesel engine?
According to Belzer (n.d.), the key differences between gasoline engines and diesel engines
are as follows:

3. List down the operations of a diesel engine.

In accord to the diesel plant lecture 1 discussed, the following operations are:
a) Suction stroke: Pure air gets sucked in by the piston sliding downward.
b) Compression stroke: The piston compresses the air and uses thereby work,
performed by the crankshaft.
c) Power stroke: In the upper dead-center, the air is maximum compressed: Pressure
and Temperature are very high. Now the injection pump injects heavy fuel in the

7
 hot air. Due to the high temperature the fuel gets ignited immediately (auto
ignition). The piston gets pressed downward and performs work to the crankshaft.
d) Exhaust stroke: The burned exhaust gases are ejected out of the cylinder through
the exit valve by the piston sliding upward again.

4. What are the main components of a diesel engine?

The main components of a diesel engine are:
a) Engine Air Intake System
b) Engine Fuel System
c) Engine Exhaust System
d) Engine Cooling System

5. Considering a fuel consumption of 7.9 mL/min, what will be its fuel mass flow rate value in
kg/s? Assume a fuel density of 740 kg/m3.
𝐺𝑖𝑣𝑒𝑛:
𝑚𝐿 𝑘𝑔
𝑉𝑟 = 7.9 ; 𝜌 = 740 3 ; 𝑚𝑓 =?
𝑚𝑖𝑛 𝑚
𝑆𝑜𝑙𝑢𝑡𝑖𝑜𝑛:
𝑘𝑔 𝑚𝐿 1 𝑚3 1 𝑚𝑖𝑛 𝒌𝒈𝒇
𝑚𝑓 = 𝜌𝑉𝑟 = (740 3
) (7.9 ) ( )( ) → 𝒎𝒇 = 𝟎. 𝟎𝟎𝟎𝟎𝟗𝟕
𝑚 𝑚𝑖𝑛 1000000 𝑚𝐿 60 𝑠 𝒔

6. With an air mass flow rate of 0.88×10-3 kg/s, what will be the air-fuel ratio accumulated? Use
the fuel mass flow rate solved in item no. 5.
𝐺𝑖𝑣𝑒𝑛:
𝑘𝑔 𝑘𝑔𝑓 𝐴
𝑚𝑎 = 0.88 × 10−3 ; 𝑚𝑓 = 0.000097 ; =?
𝑠 𝑠 𝐹
𝑆𝑜𝑙𝑢𝑡𝑖𝑜𝑛:
−3 𝑘𝑔𝑎
𝐴 𝑚𝑎 0.88 × 10 𝑠 → 𝑨 = 𝟗. 𝟎𝟕 𝒌𝒈 − 𝒂𝒊𝒓
= =
𝐹 𝑚𝑓 𝑘𝑔𝑓 𝑭 𝒌𝒈 − 𝒇𝒖𝒆𝒍
0.000097 𝑠

8
CONCLUSION
In conclusion, the experiment’s objectives were successfully accomplished by the student.
Firstly, he was able to know more about the basic fundamentals and principles on how a diesel
engine operates. Secondly, he was able to attain more knowledge about the different components,
parts and functions of a diesel engine. Lastly, through the utilization of the initial data given and
the gathering of the remaining variables from the data sheet, the researcher was able to calculate
the different parameters when subjected to varying load and speed.
Moreover, in comprehending the principles with regard of how diesel engines work, it can
be concluded that the student was able to somehow apply his previous knowledge learned from
previous subjects, which also addressed and taught the utilized and required parameters (e.g. P-V
Diagram, T-S Diagram, air-fuel ratio, mechanical brake power, fuel consumption, air mass flow
rate, and etc.). Moreover, it was concluded in this experiment that a 4-stroke cycle diesel engine
was assumed and utilized in order to accumulate the table of data. Lastly, to summarize the results,
the accumulated thermal efficiencies, volumetric efficiencies, and brake mean effective pressure
from trial 1 to 3 were 33.10 %, 6.49 %, and 6.66 bar, 51.80 %, 5.14 %, and 6.60 bar, 37.63 %,
7.00 %, and 6.53 bar, accordingly.

9
REFERENCES

*Mechanical Engineering Laboratory 2 Manual

Belzer, J. (n.d.). Gas vs. Diesel. Retrieved from [Link]
[Link]
How a diesel engine works. (n.d.). Retrieved from [Link]
diesel-engine-works
Jääskeläinen, H., & Khair, M. K. (2020, May). Combustion in Diesel Engines. Retrieved from
[Link]
Jääskeläinen, H., & Khair, M. K. (2021, March). Diesel Engines. Retrieved from
[Link]

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