MORSE TEST ON A MORRIS MINOR ENGINE

ME 406 Mechanical Engineering Project 2 Semester 7: January 2012

JENIFER A.C PRINTHAN A.

(E/07/160) (E/07/266)

RANJITHKUMAR G.(E/07/283)

Supervised by: Dr. W. P. D. FERNANDO

This Report is submitted for completion of the course ME 308 which is offered for the Degree of bachelor of the Science of Engineering (B.Sc. Eng) of the University of Peradeniya

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DECLARATION We declare that this dissertation does not incorporate, without acknowledgement, any

material previously submitted for a Degree or Diploma in any university and to the best of my knowledge and belief, it does not contain any material previously published or written by another person or ourselves except where due reference is made in the text. I also hereby give consent for our dissertation, if accepted, to be made available for photocopying and for interlibrary and for the title and summary to be made available to outside organizations. Signature of candidate ---------------------------Name of candidate ---------------------------Signature of candidate ---------------------------Name of candidate ---------------------------Signature of candidate ---------------------------Name of candidate ---------------------------Countersigned by: Signature of supervisor ----------------------------Name of supervisor ----------------------------Date: .../.../.. Date: .../.../..

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ABSTRACT

The main purpose of this project is to conduct a lab session for the subject Automobile Engineering (ME 508) with computer aided facilities. The following work has been done in an effort to find the optimal design which will give a solution which is effective and cheaper to provide a lab session. So before starting to do a design we have to repair the engine, to repair the engine we allocated about ten weeks of time. Using the knowledge we had and ideas we got, our task is to get a solution which will be effective and cheaper than other methods. According to that we went for the method to install a spring at the bottom of the platform of the balance which is more effective and cheaper. The initial optimization was done with the goal of minimizing the overall weight of the hoist. Manufacturing operations to fabricate the engine hoist are discussed, and a model of hoist is fabricated using available materials. There are situations where a metal piece of same geometry is made in large scale. The connecting arm of the dynamometer provides movement according to the torque produced by the engine. By the movement created the platform will move. The spring connected to the platform will elongate according to the movement of the platform. A steel rod which was connected with the spring and the potentiometer will get a movement. By the movement of the steel rod the potentiometer will get the particular resistance and which will provide relevant voltage to the micro controller. The controller detects the voltage and then provide to the computer which will give the readings and after that provides the relevant graphs of Break power versus Torque, Indicated Power versus Torque, Break Power versus Indicated Power. To satisfy the requirements the design should have the following features. Efficient Cheap Easy to handle Reduction of human effort Durability All these factors were considered in designing part and mechanisms which comparatively satisfy these factors were selected for the application.

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LIST OF CONTENTS page no 1 2 3 4 5

Contents Declaration Abstract List of contents Notations Introduction Overview What is Morse test? Objectives Theory Equation Set- up specifications Problems encountered in our project Problem with Engine Problem with Dynamometer Torque measurement Froude hydraulic dynamometer Construction Regulation of power General arrangement of froude dynamometer, type d.p.x Foundations Water supply glands test shop practice Cradle Cardan shafts Process Engine controls Exhaust gases Jacket cooling Oil temperatures Running-in Overdriving Working instructions
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Static balance General care and maintenance Water supply Bearing Removal of bearing Fitting bearings Shaft glands Draining Dashpot Balance gear Tachometer Balance weights Sluice gear Lubricants Results Discussion Acknowledgment References 22 30 32 33

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NOTATIONS

Notation

Description

Unit

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INTRODUCTION Overview These are the best Minors for those who want one to drive as well as show. The larger A-series engines finally provided power to match the cars handling, more so after September 1962 when a 1098cc engine replaced the 948. Larger front brakes were added at the same time. The 1000s are easily distinguished by their curved one-piece windscreen and larger rear window. What is Morse Test? The indicated power and the mechanical efficiency of a multi-cylinder auto engine are found out in a very short time by this test. During the test the engine is run at a constant speed and at same throttle opening. First the break power of the engine with all cylinders operative is measured by means of dynamometer. Next, the break power of the engine is measured with each cylinder rendered inoperative one by one by shorting the spark plug in case of petrol engine or by cutting off the fuel supply in case of diesel engine. When any cylinder is rendered inoperative, the speed abruptly goes down. Before taking any reading, the initial speed must be restored by adjusting the load. It is assumed that the friction power of the inoperative cylinder remains the same as it were when the cylinder was operative. Fig 01: 1956-1971 MORRIS Minor 1000

Fig 02: Morris minor car engine in the lab

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When the Morse test is carried out (i) (ii) The break power should be measured as soon as possible after making cylinder inoperative. The dynamometer load should be adjusted soon to bring the speed to its constant value for the test; otherwise the engine may race. In order to indicate power, break power and r\m a series of tests should be conducted at predetermined engine speeds because break power varies with load and speed. To perform the Morse test on the given multi cylinder petrol engine and to find the indicated power and mechanical efficiency at given load. Objectives Brake Power Indicated Power Friction power Torque Mechanical Efficiency of the Engine Theory When all cylinders are operative, the brake power (B) is measured by means of dynamo meter. When cylinder number I is inoperative, the brake power (B1) is measured. As well as, when 2nd, 3rd and 4th cylinder are inoperative, Brake power B2, B3 and B4 are measured. EQUATION B - B 1 = I1 B - B 2 = I2 B - B 3 = I3 B - B 4 = I4 Total indicated Power I = I1 + I 2 +I 3 + I 4 Total frictional power F=IB Mechanical efficiency

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Mech

= B / I x 100

SET- UP SPECIFICATIONS Cylinder bore Stroke length Bore/stroke ratio Coolant Compression ratio Cylinders Displacement 64.60 mm 83.72 mm 0.77 Water 8.50:1 Inline 1.1 litre (67.004 cu in)

PROBLEMS ENCOUNTERED IN OUR PROJECT Problem with Engine Carburetor has been damaged. The throttle valve of the carburetor is not properly working according to the accelerator. This is lead not to give proper air supply to the carburetor according to the acceleration. This is due to the corrosion inside the throttle rotator and precipitation of dusts on it. After cleaning the throttle parts of the carburetor the corrosion and the precipitated dusts were removed. Then the Throttle valve worked properly according to the accelerator. The idle needle inside the carburetor is not providing fuel supply. This is lead to the shortage of fuel supply to the carburetor at the initial conditions of the starting of the engine. The idle needle inside the carburetor is having a small bend on it. As the needle is thin it is not easy to rebuild the same needle so the needle is changed. After changing the needle the fuel supply is good. Plugs have been some damaged. The sparking is not done by the spark plugs. The sparking points of all the sparks were having the precipitation of carbon particles on it. The carbon particles which were precipitated on the sparking points were removed using sand papers. Then the plugs produced sparks. The adequate current supply to the plugs was not properly done. This is because the terminal of the wire which provides current to the spark plugs was corroded.
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This is lead to the shortage of current supply to the spark plugs. The terminals of the wire which connects to the spark plugs were cleaned and connected. Then the current supply to the spark plugs was good. Water flow was interrupted in the radiator system. The water flow to cool the system is not properly done. This is due to the leaks at the inlet and outlet of the radiator system. As the pipe lines had leaks at many point the cool water lining pipes were totally changed. After the changing of the pipe lining system the water flow was done properly.

Current distribution problems The Current supply for sparking was not done properly. Distributor cap inside the distributor had some defects on it which lead to the lack of current supply. As the distributor cap is broken it have to be replaced than repairing. After replacing the distributor cap the supply of the current is good.

Firing order problem The first spark plug was not providing adequate current even after the distribution problem was solved. This is because no proper fixing of terminals inside the distributor cap. The firing order to the vehicle is 1,3,4,2. When the first cylinder was not working properly the engine balance is disturbed. After the terminal was fixed the engine balance is reduced by this the vibration was reduced.

Problem with Dynamometer Water flow problem The water flow through the dynamometer was not happened, by this the dynamometer didnt gave readings. The water flow was not done because of the interruption inside the pipe by the gathering of the particles. By the gathering of the particles the pressure which was created inside the dynamometer was not created. By this the reading was not shown by the dynamometer.

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TORQUE MEASUREMENT Torque Measurement in essence is a very simple mechanical process, in its most basic meaning it is a measure of the force being used in turning (or attempting to turn) something. Torque measurement can be used in a number of different applications and for different requirements. Here, our principle activity is providing Rotary Torque Measurement solutions. Froude hydraulic Dynamometer Installing spring gauge with Potentiometer FROUDE HYDRAULIC DYNAMOMETER Construction On the opposite page appears a typical cross-sectional drawing through the Froude D.P.X. Type Dynamometer. The main shaft is carried by bearings fixed in the casing (not in external supports). The casing in turn is carried by anti-friction trunnions, so that it is free to swivel about the same axis as the main shaft. When on test, the engine is directly coupled to the main shaft transmitting the power to a rotor revolving inside the casing, through which water is circulated to provide the hydraulic resistance and simultaneously to carry away the heat developed by destruction of power. In each face of the rotor are formed pockets of semi-elliptical cross-section divided one from another by means of oblique vanes. The internal faces of the casing are provided with liners which are pocketed in the same way. Thus, the pockets in rotors and liners together form elliptical receptacles round which the water courses at high speed. When in action the rotor discharges water at high speed from its periphery into the pockets formed in the casing liners, by which it is then returned at disminished speed into the rotor at a point near the shaft. The resistance offered by the water to motion of the rotor re-acts upon the casing, which tends to turn on its anti-friction roller supports. This tendency is counteracted by means of lever arm terminating in a weighing device which measures the torque. From the above description it will be seen that the forces resisting rotation of the Dynamometer shaft may be divided into three main clauses:
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The hydraulic resistance created by the rotor The friction of the shaft bearings, which are usually of the ball type The friction of the glands It will be noticed that every one of those forces reacts upon the casing, which being free to swivel upon anti-friction trunnions transmits the whole of the forces to the weighing apparatus. Thus, every force resisting rotation of the engine shaft is caused to re-act upon the weighing apparatus. This ensures scientific accuracy. Regulation of power Referring to the diagram on page 2, it will be noticed that between the rotor and the casing liners are interposed thin metal sluice gates, which can be advanced or withdrawn by means of a single hand-wheel. If these sluice gates be moved towards the main shaft they will cut off communication between the rotor and a number of cups in the casing liners, with the result of diminishing the effective resistance of the Dynamometer, and vice versa. This method of adjusting the load to suit the capacity of the engine can be operated while the Dynamometer is running, so that in a short space of time a power curve can be obtained over a wide range of speed. GENERAL ARRANGEMENT OF FROUDE DYNAMOMETER, TYPE D.P.X Spring Balance Tachometer Water Inlet Water Outlets Dashpot Load Control Hand-wheel Balance Weights Foundations The machine should be securely bolted to substantial foundation s; this assists steady running and the elimination of vibration. Means should be provided to connect the dynamometer to the engine and to carry the latter in correct alignment. If necessary, starting arrangements should be installed, and the necessary piping should be provided for petrol and water supplies

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Water supply The quantity of water required to carry away the heat generated by the destruction of power can be calculated with a close approach to precision. Each brake horse power absorbed generates 2,545 B.T.U. per hour, or 42.4 B.T.U. per minute, nearly all of which passes into the cooling water. The quantity of water supplied to the dynamometer should be sufficient to give an outlet temperature not exceeding 140F higher temperature than this, while they would not affect the safe and accurate working of the dynamometer, tend to decrease the working life. Consequently if the dynamometer is fed with water from the mains, and assuming and inlet temperature of about 50 F a minimum allowance is three gallons of water per B.H.P per hour the pipe lines ,however ,should be designed to pass four gallons per B.H.P. per hour without un due loss of pressure. If the dynamometer is fed from a water cooler larger pipe lines will be required, on which we shall be pleased to advise. The minimum water inlet pressure, measured at the dynamometer inlet while the full quantity of water is passing, is shown by the following table; a working pressure should remain unaltered even when the dynamometer is running at lower speeds Glands The degree of tightness of the glands does not in the least affect the accuracy of the Dynamometer; all the power absorbed by the glands is duly registered on the weighing apparatus. It is however desirable to run the Dynamometer, especially if used at high speed, with the glands slackened off so that shaft revolves as freely as possible, and the glands should always be sufficiently slack to allow an occasional slight drop of water running. The drain holes or pipes from the compartment underneath the gland should be kept clear and water should not be allowed to accumulate, otherwise it may enter the bearing housing. Test shop practice For the benefit of the newcomers to this branch of engineering and as suggestions to others, we make the following notes upon the arrangements of testing plat and testing procedure which have been gathered in the course of our experience. The test shop should have sufficient ventilation to carry away fumes; light, warmth for cold weather, runways or other means of transporting engines to and from the test bed, fuel supply, lubricating oil storage, water supply, drains and exhaust gas disposal and silencing system. In addition, since the usual engine starting devices are sometimes unusable, provision should be made for starting the engine, as for example by installation of Heenan electric
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Connected to the dynamometer shaft. Other accessories and instruments, gauges, etc may be required, according to the purpose of the tests. Cradle The cradle for supporting the engine should be of rigid design, adequately bolted to suitable foundations in correct alignment with the Dynamometer. In cases where there is variety of engines to be tested it is convenient to use an adjustable type of cradle of which we can supply several models. Whatever system is adopted for coupling the engine to the Dynamometer, the shafts of both units should be closely aligned. Cardan shafts Our Dynamometer shaft is not designed to withstand heavy bending moments, which can be caused by the use of heavy couplings or by mis-alignment between Dynamometer and engines. For this reason flexible couplings should be used of the lightest possible construction and in perfect dynamic balance, preferably consisting of carden shafts with two universal joints and of a design which prevents whirling. We have special cardan shafts available to suit all D.P.X type Dynamometer. If a single flexible joint is used instead of a cardan shaft it should not be fitted with a centering device, and the design should be such as to maintain dynamic balance while running. In the absence of a cardan shaft, alignment between engines and Dynamometer must be carried out with exactitude. Cardan shafts or flexible couplings should be mounted in such a way as to avoid overhang from the bearings of the Dynamometer shaft. Heavy adopters should not be used; in cases where such connections are necessary they should be of the smallest possible diameter. In case of doubt as to the permissibility of individual arrangements, do not hesitate to consult us. And shaft, such as a starting shaft, coupled to the Dynamometer should be supported in it its own independent bearings, and a flexible joint should be used to connect it to the Dynamometer. It is inadvisable to support such a shaft by an outer bearing while relying solely upon the Dynamometer bearing at the inner end; in such cases misalignment may be present to an extent which while not preventing the outer bearing from running cool, will impose a heavy bending moment on the Dynamometer shaft.

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PROCESS

Fig 03: Process

EnEngine controls The throttle and ignition levers should be arranged in a convenient position as near as possible to the load controlling hand wheel of the Dynamometer, and of a type which permits instantly shutting down the engine in an emergency. In addition, an ignition switch should be permanently attached to the cradle. We can supply special tachometers which automatically shut down the engine at a predetermined but adjustable over speed. Exhaust Gases Exhaust gases should be led to a disposal system preferably fitted with silencer which may consist of pit outside the test shop with a take-off such as vertical discharge pipe. As there is possibility of unburned vapour collecting in the exhaust system it is usual to cover the pit

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with a hinged cover (inaccessible to passers-by) which will lift and relieve pressure in the event of explosion. Every reasonable precaution should be taken to prevent the exhaust fumes from permeating the test shop, where their presence will affect the health of the personnel and the B.H.P of the engine. The size of the piping through the exhaust system should be adequate to avoid restriction, back pressure being a frequent cause of loss of engine power. Jacket cooling It is a great convenience usually to minimize the warming up period, and to this end a small mixing tank is commonly fixed at a height of a few feet above each engine. To this tank is connected to a rising pipe carrying the hot water from the engine jackets and a return pipe from tank to engine ; the system can be applied to engines with pump or thermo-syphon circulation as desired . An overflow pipe should be fixed near the hot water inlet tank, a cold water supply pipe (controlled by a hand valve conveniently situated) should discharge visibly into the tank at a point near the return pipe to the engine and remote from the overflow. In order to avoid waste when dismantling engines, the return pipe to the jackets should be fitted with as isolating valve. In cases where the amount of power developed in the test shop is considerable or tests are continuous, an installation of a Heenan cooler, capable of continuously re-cooling the water heated by both engine and Dynamometer, rapidly pays for itself. Under working conditions the temperature of the water leaving the engine jackets should be maintained within the limits recommended by the makers of the engine. We shall be pleased to provide diagrams illustrating standard cooling layouts on request. Oil Temperatures The power output and efficiency of internal combustion engines are affected by the grade, viscosity and temperature of the lubricating oil. It must not be assumed that the engine of an automobile for instance, capable of running long periods under heavy loads upon the road, can be subjected to long-continued tests upon the test bench unless suitable provision is made for maintaining satisfactory temperatures of oil, circulating water and exhaust system. As a rule the amount of heat to be extracted from the lubricating oil is not too great and can be dealt with by water sprays applied to the crankcase or by a small forced draught fan blowing over the same surface; in the latter case a branch can usually be taken from the fan discharge to the exhaust manifold.

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For safety a thermometer should be inserted in the oil and the temperature kept within reasonable limits; overheating is likely to result in seizure of pistons or bearings, or at least a considerable diminution of effective engine power. The cooling of the crankcase oil, etc., should of course not to be carried to such lengths as to cause the engine to work in conditions more favourable than it will experience in service. Running-in Engines which are new or freshly overhauled are best run-in by external power before being permitted to fire. The running-in procedure has been studied by us and is suitably performed by running-in motors, in which we specialize, capable of bedding down the piston rings, bearing, etc., more scientifically and adequately than by running-in under the engines own power. In the absence of such preparation the greatest care should be exercised and sufficient time spent in running the engine only at the lightest loads and speeds before gradually opening up the throttle. Overdriving Road conditions seldom call for full throttle at high speed for long periods, and many automobile engines capable of giving good results in practical road usage cannot be relied upon to withstand full throttle and top speed upon the test bench for more than a few minutes continuously. The skill of the tester is called into play in judging how long it is safe and desirable to carry out test bed trials and to shut down or reduce the load at the first sign of engine trouble. Loss of H.P many causes can account for failure of an engine to develop the expected power and one of the prime purposes of the Dynamometer test is to measure with precision the actual output of an engine, the performance of witch cannot accurately be known in the absence of such a test. Some causes which we have observed in the course of our experience include starvation of carburetor, wrong mixture, wrong ignition setting, pre-ignition, unsuitable sparking plugs, incorrect adjustment of ignition make-and-brake, burnt contact points, distortion of value seating, value bounce, incorrect tappet clearance, loss of compression when hot, overheated oil, and back pressure due to small diameters and sharp bends in exhaust piping. Other causes wellknown to the test shop present themselves and can generally be traced by a process of elimination.

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WORKING INSTRUCTIONS Static balance Before starting a test, the Dynamometer should be checked to make sure that the static balance is correct. The procedure is as follows: 1. Uncouple Dynamometer from engine 2. Regulate the valves so that water is passing through the Dynamometer as under normal condition. See Starting Up 3. Free dashpot by releasing lower spiral nut. 4. Remove all loose balance weights from the hanger bolt beneath spring balance, leaving the fixed static weight in place. 5. Adjust the hand-wheel on balance frame so that the am centres are horizontal: this is facilitated by a small pointer. 6. Set the pointer on spring balance to register zero. To facilitate the adjustment of small discrepancies the pointer is slotted and fitted with a set screw. The Dynamometer is then ready for work, and can be recouped to engine after the latter has been carefully aligned with the Dynamometer shaft. 7. To ensure that the spring balance is carrying the whole weight of the static weight, etc after the above processes have been carried out the balance arm should be lifted and depressed by hand. The pointer should settle down to zero, and it should be possible to move the pointer a few degrees to the minus side of the zero mark without casing stiffness or binding. 8. Push down into the catch the lower spiral nut of the dashpot. (Make final adjustment when running by adjusting the upper spiral nut. Spring balance In case where the spring balance does not register sufficient load to test the more powerful engine, extra balance weight are supplied for increasing the load on the balance arm. These are marked with figures representing the correct weight which must be added to the load registered on the spring balance. The some represent the weight W Starting up
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Open inlet valve fully and outlet valve very slightly. It is advisable in most in most cases to start up with a light load and this may be accomplished by screwing the sluice gates and far in to the machine as they will go the engine may now be stated. All valves in the piping between the source water supply and dynamometer inlet must be fully opened. Regulation of load Open the sluice gates by means of the hand wheel, simultaneous operating the engine throttle, until the desired load and speed are optioned. Adjust the outlet valve to pass sufficient water to keep the temperature at a reasonable is general figure g main water. When running at very light load with the sluice gates fully closed a further reduction in load may be obtained by opening the outlet valve and gradually closing the water inlet valve. This applies to open flow machines and the inlet valve should not be closed sufficiently to restrict the flow of water entirely. If the machine is of the close flow type the outlet should be temporarily by passed to drain if any such low load condition are required which necessitate partly closing the inlet valve. Position of arm A hand wheel is provided on top of the balance frame to adjust the height of the balance arm; this should always be set to the horizontal when taking B.H.P readings. Calculation of B.H.P The length of the balance arm is such that a very convenient formula is used for calculating the B.H.P If W = Net weight lifted by the dynamometer N = Speed in revolutions per minute K = A constant, value of which is stamped on the name plate. Then B.H.P=W*N/K Testing A plate is fixed on the balance frame of the dynamometer distinguishing, for the purpose of testing between the anti - clockwise and clockwise direction of rotation. Anti- clockwise and clockwise direction of rotations refers to a view on the dynamometer shaft end with the dynamometer spring balance on the right hand side. A plate is

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fixed to the dynamometer indicating these rotations which also correspond to the marking of two scales on the spring balance dial. To test engines driving dynamometer in an anti-clockwise direction 1. Set spring balance to correct static reading, as explained under static balance. 2. Couple p the engine and proceed to run tests, the dynamometer being adjusted as explained under regulation of load. 3. If the engine is capable of pulling more than the greatest load indicate by the spring balance, suspend beneath the latter one or more of the loose weight. 4. Add the amount of the loose weight to the reading indicated in red figure by the spring balance. The sum then response the net weight W. lift by dynamometer. To test engines driving dynamometer in an CLOCKWISE direction 1. Set the dynamometer to the correct static reading as explained under static balance 2. Upon the hunger bold which is attached to the counter arm suspends the special lose weight marked Counter weight . The pointer of the spring balance should then indicate zero, after the balance arm has been brought a horizontal position by mean of the height adjusting gear. 3. Couple to the engine and proceed to run tests, the dynamometer being adjusted as explained under regulation of load. 4. If the engine is capable of pulling more than the greatest load indicate by the spring balance, suspend upon the counter arm one or more of the loose weights. 5. Add the amount of the loose weight to the reading indicated in white figure by the spring balance. The sum then response the net weight W. lift by dynamometer.

GENERAL CARE AND MAINTENANCE Water supply The attention of dynamometer users is drawn to the following points which have a great influence on the durability of the Dynamometer power absorbing elements: 1. Cleanliness of circulating water. 2. Maintenance of pH value between certain limits.

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It is imperative that the circulating water Which passes through the Dynamometer and the cooling plant should be free from abrasives such as sand, gravel, concrete chips and dusted .,etc. which are liable to be present on any site where building operation ,road making , etc . may have been in progress. The life of the power absorbing elements will be increased by periodic attention to the circulating water, including the following: 1. In the case of a new installation, before starting up the Dynamometer the entire system should be thoroughly scraped as far as possible and flushed out with circulating water, replaced twice before it is admitted to the Dynamometer 2. The make-up water supply to the cooling plant should be entirely free of abrasives and should be treated suitably to raise its pH value to between 8 and 8.4 3. The whole of the circulating water should be tested at frequent intervals and the treatment regulated to maintain the pH value within the above-mentioned limits. 4. In order to economise in the use of Soda Ash and like additives users at one site have found that a small quantity of Borax (4 parts) and Boric Acid (1 Part) dissolved together in a bucket is capable of raising the pH value effectively. In their case they add about 25lb of the mixture to each cooler whenever replacing with fresh water and about half this quantity once weekly. 5. Once monthly each cooler should be drained and the tank scraped far of sediment and finally flushed with clean water. On refilling the system the pH value should be raised to approximately 8.4 in readiness for the ensuing months run, during which the pH value should not be allowed to fall below 8.0 6. The use of the fine strainers in the inlet tank of the water coolers notably helps to extract harmful mechanical impurities from the water and these should be examined and cleaned regularly. 7. The water outlet valve on the Dynamometer should be adjusted so that when working on full load the water leaves the Dynamometer at 1500F. Or lower; the inlet valve should, of course, remain fully open. 8. Once every twelve months the interior of the cooler casing and screen frames should be scraped and painted with Bitumastic paint. Bearing Grease all parts at least once week, and more frequently if the machine is much used. It is highly important never to let any water or moisture reach the bearing. On this account the

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quality of the grease should be selected with care; a suitable quality of grease is recommended on the last page of this Instruction Book. Do not pack the grease very tightly or overheating may result. The housings should not be more than three-fourths full of grease. Removal of Bearing 1. Do not remove bearings from the shaft unless absolutely necessary. 2. If removed, the bearings must be washed out thoroughly with clean petrol before replacing. 3. To withdraw a shaft bearing, remove the shaft locknut and use the withdrawal screws provided at the rear of the bearing housings, in the larger sizes of Dynamometers. In the smaller sizes, Learning must be withdrawn by separating the casings and lifting one half- casing, at the same time lightly tapping the shaft end. 4. Do not strike any part of a ball or roller bearing with a hammer. Fitting bearings 1. The inner race must be a tapping fit on the shaft. If too tight, damage would result from expansion of the race, and if slack, as an ordinary hand-push fit the bearing would turn on the shaft. 2. The shoulder against which the bearing would rest must be perfectly square and free from bruises 3. To fit a bearing , the use of a tube to pass over the shaft is most suitable , but the alternative of a flat- ended chisel of sot material and tapping round the bearing close to the surface of the shaft, avoiding too much of a zigzag motion would be suitable. 4. The outer race requires being snug hand-push fit in the housing. 5. When fitting the inner or outer race, see that the parts are first lubricated with a little oil. When fitting a pulley, coupling or pinion, support the extreme end of the shaft to relieve the bearing of shock due to the hammer action. Shaft glands Care should be taken that these are kept reasonably watertight without causing undue friction. The glands should be repacked when necessary with packing of the same make as that recommended by us. If the packing is only slightly worn, it may be sufficient merely to insert one fresh ring. Should the gland leak too severely after continual use however, it is advisable to
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remove the packing completely and replace with fresh rings. If this is done, the new packing should be cut into exact lengths just sufficient to wrap round the shaft so that the ends butt together. The new rings should be placed in the gland with the joints in adjacent rings spaced 180 apart. After inserting each ring, push it into the gland space as far as possible and give the shaft one complete turn before inserting the next ring. After repacking, turn the gland in carefully at a low speed, taking up when necessary by means of the adjusting nuts. The dynamometer should never be run without water as this has an injurious effect on the packing. Draining A pipe of sample dimensions and free from sharp bends should be led from the dynamometer out let to the nearest drain, sump, or hot well. This pipe should have a gradual fall to prevent the outlet overflowing the funnel. A connection should be led from the dynamometer bedplate to the nearest drain to carry away gland leakages and drainage water. Water should be drained out of the casing at the completion of the test, in order to prevent corrosion; this is of importance in severe weather, to avoid freezing. Opening the air cock will facilitate draining. Dashpot This should be filled with good quality machine oil. It is important to ensure that the dashpot is completely filled and all air ejected. The damping effect may be increased or diminished by adjusting the upper spiral nut which is locked in position by a flat spring. Whatever, the position of this upper spiral nut the dashpot by-pass can be completely uncovered by releasing the lower spiral nut. The oil in the dashpot should not be allowed to become thick or gummy and should be changed as often as necessary. The dashpot should always be kept full with good quality light machine oil, see last page. Balance gear The link gear in this part of the Dynamometer should be periodically oiled and protected against rust, especially in pin joints. Whenever setting up for a test carefully examines the joints to see that binding does not take place. At the completion of a test the spring balance should be relieved of load, by removing lose weights and operating the hard-wheel above the balance

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frame so that the whole effect of the static weight is taken by the lower balance arm stops, and the spring balance pointer indicates its maximum. Tachometer The pinion on the end of the tachometer drive shank should be examined for wear once monthly by unscrewing the shank from the casing. Before unscrewing shank uncouple the tachometer driving spring and remove tachometer from support bracket. Fill and screw down the grease cup lubricator frequently. Finest clock oil only should be sparingly used for lubricating the internal working parts of the tachometer; ordinary machine oil should never be used as it tends to gum up the mechanism. This does not refer to the gears on the Dynamometer shaft which drive the tachometer spindle, for which good quality grease should be used, see last page. Balance weights Keep these in a clean un-chipped condition and occasionally check for accuracy. Sluice gear Maintain glands satisfactorily. Occasionally lubricate with oil the screwed sluice rods, countershaft and their respective bushes. Grease gear wheels. Lubricants Alternative grades of lubricant, together with intervals between applications, are recommended on the last page of this Instruction book. RESULTS The results of the design are shown as figures in the following pages.

Maximum power Net Specific output Net Maximum torque Net bmep Specific torque

48.7 PS (48 bhp) (35.8 kW) @ 5100 rpm 43.7 bhp/litre, 0.72 bhp/cu in 81.0 Nm (60 ftlb) (8.3 kgm) @ 2500 rpm 927 kPa (134.5 psi) 73.77 Nm/litre

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DISCUSSION

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ACKNOWLEDGMENT

We wish to express my gratitude to Dr. W. P. D. Fernando, Department of Mechanical Engineering, Faculty of engineering, University of Peradeniya, for his excellent supervision and guidance in relation to my project a success. And Im deeply grateful to Mr. M.M.K. Srisena, the workshop engineer and Mr. P.B.D. Dhunukeydeniya and mechanic who helped us to repair the engine in thermo laboratory. And we are thankful to Mr. Braine and mechanical staff in thermo laboratory.

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Final report

ME 406

REFERENCES Waldemar Karwowski, Gavriel Salvendy, Ergonomics in manufacturing, Engineering & management press, 1998. Joseph Edward Shigley, Charles R. Michele, Mechanical Engineering design, fifth edition, Mc Graw Hill, 1989. Tool engineering and design, Charles Wick, et.al, Tool and Manufacturing Engineers hand book, forming, volume 2, fourth edition, Society of Manufacturing Engineers, 1984. The metal stamping process, Reference manual, 2003.

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