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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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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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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.