Moris Minnor Car Engine- Final Report

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MORSE TEST ON A

MORRIS MINOR ENGINE

ME 406 Mechanical Engineering Project 2

Semester 7: January 2012

JENIFER A.C (E/07/160)

PRINTHAN A. (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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1. 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 Date: .../.../..

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Name of candidate

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Signature of candidate

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Name of candidate

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Signature of candidate

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Name of candidate

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Countersigned by:

Signature of supervisor Date: .../.../..

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Name of supervisor

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2. 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 springconnected 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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3. LIST OF CONTENTS

Contents page no

Declaration 1

Abstract 2

List of contents 3

Notations 4

Introduction

Overview 5

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

ConstructionRegulation 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 weightsSluice gear

Lubricants

Results 22

Discussion 30

Acknowledgment 32

References 33

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4. 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 inoperativeone 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.

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Fig 0 2: Morris minor car engine in the lab

Fig 01: 1956-1971 MORRIS Minor 1000


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When the Morse test is carried out

(i) The break power should be measured as soon as possible after making

cylinder inoperative.

(ii) 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 = I B

Mechanical efficiency

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Mech = B / I x 100

SET- UP SPECIFICATIONS

Cylinder bore 64.60 mm

Stroke length 83.72 mm

Bore/stroke ratio 0.77

Coolant Water

Compression ratio 8.50:1

Cylinders Inline

Displacement 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 axisas 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, onwhich 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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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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Fig 0 3: Process


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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 andsufficient 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 well-

known 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 torestrict 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 thetreatment 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 onehalf- 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 fallto 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, counter-

shaft 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 48.7 PS (48 bhp) (35.8 kW) @ 5100 rpm

Specific output Net 43.7 bhp/litre, 0.72 bhp/cu in

Maximum torque Net 81.0 Nm (60 ftlb) (8.3 kgm) @ 2500 rpm

bmep 927 kPa (134.5 psi)

Specific torque 73.77 Nm/litre

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Final report ME 406

DISCUSSION

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Final report ME 406

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.

Documents

Moris Minnor Car Engine- Final Report