Professional Documents
Culture Documents
Tesis
Tesis
Tesis
TABLE OF CONTENTS
TABLE OF CONTENTS...............................................................................................................................1
ACKNOWLEDGEMENT.............................................................................................................................3
ABSTRACT....................................................................................................................................................4
NOMENCLATURE.......................................................................................................................................5
CHAPTER ONE.............................................................................................................................................8
INTRODUCTION..........................................................................................................................................8
1.1 ENGINE MAINTENANCE..........................................................................................................................8
1.2 MAINTENANCE EXPERIENCE IN ETHIOPIA..............................................................................................8
1.3 BRIEF PROBLEMS ENCOUNTERED DURING MAINTENANCE...................................................................10
1.4 MOTIVATION........................................................................................................................................10
1.5 OBJECTIVE OF THE PROJECT.................................................................................................................11
1.6 PROJECT SPECIFICATION.......................................................................................................................11
CHAPTER TWO..........................................................................................................................................12
BACKGROUND AND JUSTIFICATION.................................................................................................12
2.1TECHNOLOGY IN ETHIOPIA...................................................................................................................12
2.2 ENGINES IN ETHIOPIA...........................................................................................................................12
CHAPTER THREE......................................................................................................................................13
LITERATURE REVIEW............................................................................................................................13
3.1 ENGINE.................................................................................................................................................13
3.2 VEHICLE ENGINE..................................................................................................................................13
3.3 CLASSIFICATION OF AN ENGINE...........................................................................................................14
3.4 MAINTENANCE OF ENGINES.................................................................................................................15
3.5 ENGINE STANDS...................................................................................................................................16
3.5.1 Types of engine stands.................................................................................................................16
3.6 WORM GEARING...................................................................................................................................18
3.7 BEARINGS.............................................................................................................................................18
3.7.1. Thrust bearings...........................................................................................................................19
3.7.2. Tapered bearings........................................................................................................................20
3.8 SEALINGS.............................................................................................................................................20
3.9 GASKETS..............................................................................................................................................21
3.10 RETAINING RINGS...............................................................................................................................21
3.11 WASHERS...........................................................................................................................................21
3.12 LUBRICATION.....................................................................................................................................22
3.13 WELDED JOINTS.................................................................................................................................22
CHAPTER FOUR........................................................................................................................................25
DESIGN ANALYSIS....................................................................................................................................25
4.1 ALTERNATIVES (DESIGN CONCEPTS)...................................................................................................25
4.2. DESIGN MATRIX..................................................................................................................................25
4.3 DESIGN OF HANDLE..............................................................................................................................26
4.4 DESIGN OF CRANK LEVER ARM............................................................................................................27
4.5 DESIGN OF JOURNAL............................................................................................................................29
4.6 DESIGN OF GEAR BOX.........................................................................................................................29
ACKNOWLEDGEMENT
Firstly, great thanks go toward our advisor Mr. Solomon G. who had helped us a lot
with his knowledge and material from the beginning to the end. Then, we would like to
thank all persons who helped us in this project towards the partial fulfillment of B.Sc.
degree in mechanical engineering. It is special to thank the staff members of the
department of mechanical engineering Mr. Ftwi, Mr. Tesfalidet, Mr. Endalkachew and
members of SUR CONSTRUCTION PLC; Mr. Legesse, Mr. Babar, Mr. Eyob, Mr.
Getachew since their kindness and cooperating spirit made us to step forward in this
project. Lastly great thanks go towards our advisor Mr. Solomon G. who had helped us a
lot with his knowledge and material. At last thank you all friends who helped us by
giving suggestions and ideas.
ABSTRACT
This report presents a final year project pertaining to the design of an engine stand
for an inline type engines to avoid maintenance deficiencies of inline engines (Model
1924) and improve the maintenance standard time which helps the workers to perform
efficiently.
Maintenance is the major part for existence of machines. Since the society wants to
have a good maintenance for his machines, it is a duty of an engineering society to read
these needs. The design of an engine stand can be one solution to ease the maintenance
systems. Specifically, in challenging difficulties of maintaining an engine, so far many
ways are turned to hold the engines. But it is a troublesome and costly to perform such a
heavy engines.
The objective of the project is to reveal and get reduce such hardships to a certain
level. This can be done by applying ways of the engineering techniques relating with the
problem and the situations present. Using construction materials, mechanical components
and other simple components can achieve all the necessities.
NOMENCLATURE
Lc Length of crank lever
lh length of handle
Mmax maximum bending moment
I moment of inertia
sb permissible bending stress
Z section modulus
dh diameter of handle
B width of lever near the boss
t thickness of lever arm
Te equivalent twisting moment
(Te) w equivalent twisting moment on worm shaft
(sb) in induced bending stress
max maximum shear stress
Ds diameter of journal
Pa applied force
d1 diameter of bolts for flange
C load rating
L rated life
w width of key
l length of key
Density
R reaction
Fe equivalent radial force
db diameter of bolt
sy yield strength
Ds diameter of input shaft
po permissible input power
X center distance (meters)
V.R velocity ratio
T torque to be transmitted
N input shaft speed
P input power
su ultimate strength
l lead angle
lN normal lead
l axial lead
n number of start
Tw number of threads on the worm
pa axial pitch
m module
Dw pitch circular diameter of worm
Ta number of teeth on worm gear
Lw length of threaded portion on worm
h depth of tooth
a addendum
pc circular pitch
Dow outer diameter of worm
sc contact stress
sa allowable static stress
Dg pitch diameter of worm gear
k lead stress factor
ww maximum load for wear
Qv heat generated
h efficiency of worm gearing
Vr rubbing velocity
µ Coefficient of friction
1 angle of friction
Dog Outer diameter of worm gear
Dt thread diameter
b face width
Nw speed of worm
Ng speed of worm gear
To out put torque
wt tangential load on gear
v pitch line (peripheral) velocity of worm gear
cv velocity factor
y tooth form factor
wd dynamic load
se endurance strength
Ws static load
Apro projected area of worm
Ag projected area of worm gear
A total projected area of worm and worm gear
Qd heat dissipating capacity
Tgear torque acting on worm gear
Tworm torque acting on worm shaft
Wa axial load on gear
Wr radial or separating force on worm gear
T maximum temperature change
kh average heating coefficient
Mworm resultant bending moment on worm shaft
Shear stress
F.S factor of safety
dw diameter of worm shaft
x 2 center distance between worm gear shaft bearing
M gear resultant bending moment on worm gear shaft
dg diameter of worm gear shaft
CHAPTER ONE
INTRODUCTION
1.1 Engine maintenance
During the operational life of mechanical systems maintenance costs constitute
a major portion of total expenses. Reciprocating engines are no exception. Accordingly,
an adequate maintenance program can reduce these costs over the life time of a system.
In recent years predictive maintenance programs have been implemented worldwide,
replacing older maintenance philosophies and realizing the task of reducing maintenance
costs. In heavy industry, where maintenance costs can represent 40% of the overall
production costs, the application of a predictive maintenance program can reduce these
costs by more than 50%. In contrast to run-to-failure and preventive maintenance
approaches, which are commonly implemented for reciprocating engines, predictive
maintenance is a condition-driven program .Ref [2].
o Keep the use of engine cleaners to a minimum. Parts cleaning should not be
done in the bilge or over open ground. It should be done in a container or
parts washer where the dirty fluids can be collected and recycled.
o Keep fuel tanks full during winter storage to reduce condensation buildup.
Lack of engine maintenance is one of the most often reason for a car to break
down. Here is a visual example, which shows two engines, one is poorly maintained and
the other is well maintained figure 1.1, which shows poorly maintained engine which is
due to engine oil hasn't been changed for a long time. This engine has relatively low
mileage and already needs serious and costly repair than the engine in figure 1.2, which
is maintained properly.
The vast majority of engine damage results from the failure to maintain the cooling
system.
The result of lack of maintenance of engine cooling system is as shown in figure 1.3, that
is, it will corrode and inhibits cooling transfer and result in chronic overheating.
There are so many problems encountered during maintenance in Ethiopia but the
most common and major ones are:
1.4 Motivation
During our official visit to SUR CONSTRUCTION in the previous semester as an
aid for the course IC engines, we have seen the maintenance department. In this
department, the major task done is engine overhauling for different engines (from small
vehicles to earth moving machineries). Here the engines overhauled are v-shape engines
and inline engines. As we observed, the maintenance of v-shape engines is somewhat
easy due to the presence of engine stands for v-shape engines.
But, there is a difficulty of maintaining inline engines due to the absence of inline engine
stands, so we are interested to design an engine stand for engines which are mostly
overhauled (engine model OM355, machine model 1924, Mercedes Benz).
CHAPTER TWO
CHAPTER THREE
LITERATURE REVIEW
3.1 Engine
Engine is a machine designed for the conversion of energy into useful mechanical
motion. The principal characteristic of an engine is its capacity to deliver appreciable
mechanical power. An engine is usually a machine that consumes a fuel, as differentiated
from an electric machine that produces mechanical power without altering the
composition of matter. It is heavy in weight and has complex structures and parts.
Vehicle engines are actually simple but ingenious in design. Almost all Vehicle
engines today are four-stroke engines. This means that there are four stages on how an
engine transforms gasoline into mechanical energy. These stages are the intake,
compression, combustion and exhaust.
3.7 Bearings
Bearings permit smooth, low-friction movement between two surfaces. The
movement can be either rotary (a shaft rotating with in a mount) or linear (one surface
moving along another).
Bearings can employ either a sliding or a rolling action. Bearings based on rolling
action are called rolling-element bearings. Those based on sliding action are called plain
bearings. Plain bearings are bearings that work by sliding action with or without
lubricant. [Ref 11, pp716]
Rolling contact bearings use balls and rollers to exploit the small coefficients of
friction when herd bodies roll on each other. The balls and rollers are kept separated and
equally spaced by a separator (cage or retainer).
Permissible speeds are influenced by bearing size, properties, lubrication detail,
and operating temperatures. The speed varies inversely with mean bearing diameter.
Some of the guidelines for selecting bearings which are valid more often than not
are as follows:
Ball bearings are less expensive choice in the smaller sizes and under lighter
loads; where as roller bearings are less expensive for larger sizes and heavier
loads.
Roller bearings are more satisfactory under shock or impact loading than ball
bearings.
Ball-thrust bearings are for pure thrust loading only. At high speeds a deep groove
or angular contact ball bearing usually will be a better choice, even for pure thrust
loads.
Self aligning ball bearings and cylindrical roller bearings have very low friction
coefficients.
Although rolling contact bearings are “standardized” and easily selected from
vendor catalogs, these are instances of cooperative development by customer and
vendor involving special materials, hollow elements, distorted race ways, and
novel applications.
[Ref 4]
Because they can not support radial loads, ball thrust bearings must be used together with
radial bearings.
Thrust bearings can be one directional grooved-race bearing having grooved
races very similar to those in radial bearings or two directional, grooved-race bearings
consist of two stationary races, one rotating race, and two ball components.
[REF.9 pp720]
3.8 Sealings
Seal rings of the O-ring are used as both static and dynamic seals. Static seals
serve the same purpose as gaskets; that is they provide a seal between two members that
are not intended to undergo relative motion. Dynamic seals, however are used where
rotating or reciprocating motion is intended to anchor.
The size of O-rings is designated by the cross sectional diameter and the nominal
inside diameter (ID). [REF.4 pp 17.1]
Figure 3.9 Standard shape of groove for seal rings. [Ref 4, PP17.1]
O-rings have been used successfully on rotating shafts when they are
installed under compression by using a smaller-then-normal groove diameter in
the housing. Satisfactory life can then be obtained at shaft speeds up to 3.8m/s and
seated pressures up to 1.38N/mm2.
3.9 Gaskets
A gasket is a material or combination of materials clamped between two
separable members of a mechanical joint. Its function is to affect a seal between
the members (flanges) and maintain the seal for a prolonged period. [Ref 4, pp
26.1]
Gaskets fabricated from compressible materials should be as thin as possible. The
gasket should be no thicker than is necessary if it is to confirm to the unevenness of the
mating flanges. [Ref 4, pp 26.7]
Some advantages of thin gaskets over thick gaskets are:
i. Reduced creep relaxation and subsequent torque loss,
ii. Less distortion of mating flanges,
iii. Higher resistance to blow out,
iv. Fewer voids through which sealing media can enter and so less permeability.
v. Lower thickness tolerances.
vi. Better heat transfer.
3.11 Washers
Plain washers are flat and circular and are used on bolts and screws. They are
applied under the nut, under the head or both. Plain washers can also be made square or
triangular and are sometimes beveled for use on an inclined surface. [Ref 4, pp 22.26-
22.27]
3.12 Lubrication
Any process by which the friction in a moving contact is reduced may be
described as lubrication.
The two main factors in selecting the type of lubricant are the speed and the load.
If the speed is high, then the amount of frictional heating tends to be high, and low
viscosity lubricants will give lower viscous friction and better heat transfer. If the loads
are high, then viscosity lubricants will tend to be expelled from the contact. [Ref 4, pp
25.2]
Typical operating viscosity ranges are given as follows:
Lubricant Viscosity range, CST
Clocks and instrument oils 5-20
Motor oils 10-50
Roller bearing oils 10-300
Plain bearing oils 20-1500
Medium speed gear oils 50-150
Hypoid gear oils 50-600
Worm gear oils 200-1000
[Ref 4, pp 25.7]
Lap joint
Figure 3.11 Joint and weld joint.
The fillet weld requiring no groove preparation is one of the most commonly used
welds. Corner welds are also widely used in machine design.
The size the weld should always be designed with reference to the size of the
thinner member. The joint can not be made any stronger by using the thicker member for
the weld size, and much more weld metal will be required as shown in the following
figures:
Vs
Bad Good
Figure 3.12 Comparisons of weld types.
Edge preparation
Edge preparations are mainly used in order to minimize any burn through
tendency. Among preparations providing a root face, J and U preparations are the
commonly used ones. Sometimes a bevel preparation with a back up strip may be used
instead of J or U groove.
CHAPTER FOUR
DESIGN ANALYSIS
4.1 Alternatives (Design concepts)
Design concept 1: a flexible engine stand in which the engine is attached by using friction
and consisting of a spur gear box.
Design concept 2: an engine stand in which the engine is attached by using bolts and
consisting of a worm gear box.
As we can see from the design matrix table, the total comparison value shows as
design concept two is more reasonable and advantageous than design concept
one .therefore the design of inline engine stand will be based on design concept two.
I=1/12*bt3
And assume that b=t;
I =1/12*t4
We know that the centroid of the cross section is t/2.therefore from the bending stress
b =M/I*y
the thickness will be;
t3=6M/b
t=20mm and b=20mm
b =M/Z
The thickness will be;
t=15mm and B=30mm
Now let us check the lever arm for induced bending and shear stress. The bending
moment on the lever arm near the boss (assuming that the length of the arm extends up to
the center of the shaft) is given by
Ma= Pa *Lc
Ma=40kN-mm
Section modules
Z=1/6*t*B3
Z=2250mm3
Therefore, the induced bending stress
b= M/Z
b =34.7Mpa
Thus considering the bending stress the induced bending stress is with in the safe limits
We know that the twisting moment is;
T=2/3* Pa* lh
T=20kN-mm
Since our section side is square
=9/2t3*T
= 22.5Mpa
Therefore, this induced shear stress is also with in the safe limit
Now let us check the cross section of lever arm for maximum shear stress
We know that the maximum principal stress;
bmax =1/2*[ b + √ (b2 + 4*2) ]
bmax =46.4MPa
And the maximum shear stress;
max =1/2* √ (b2 + 4*2)
max =28.6Mpa
Therefore the design of crank lever arm is with in the safe limits in both conditions.
Po=3650* X1.7
V.R+5
Thus, Po =19.3kW
Then, check our input power:
P=2ΠNT/60
P=20.94W
Therefore, our assumed input power is less than the permissible input power.
Thus our assumption is with in the safe range.
Material selection:
The worm is mostly made of steel (low and medium carbon or low alloyed) and
also worm are made of gray cast iron with an ultimate stress of 180Mpa. The
material selected for the worm is carbon and alloy steel (1020 HR) having a
mechanical property of
σy = 42kpsi=290MPa
σu = 66kpsi=457MPa.
Analysis
Now, in order to make X/lN minimum
Cot3λ=V.R
λ=25
It is known that
X/l N=1/2Π (1/sin λ +V.R/cos λ)
l N =181.5mm.
And axial lead (la) is
la= l N /cos λ =212mm
From table 5, we find that for velocity ratio of 5, the number of starts of threads
on the worm (n) will be,
n=Tw=6.
Therefore axial pitch of threads on the worm will be,
Pa= la /n=35mm
And the module will be;
m=Pa/Π=11.25mm,
Thus from standard table; m=12mm.
The axial pitch of the threads on the worm (Pa) using the standard module will be,
Pa =m * Π =38mm.
The axial lead of the threads on the worm (lw);
lw = Pa *n=212mm.
And the normal lead of the threads on the worm (lN) will be;
lN = lw cos λ =182mm.
It is known that the center distance is given by;
X = l N /2Π (1/sin λ +V.R/cos λ)
X =395mm
Now from the equation tan λ =lw/ Π Dw;
DW=lw / Π tan λ =113mm.
Since the velocity ratio is 5 and the worm has sextuple thread (that is,
n=Tw=6).therefore the number of teeth on the worm gear (TG) will be,
TG=5*6=30.
From table 6, we find that the face length of the worm or the length of threaded
portion is (LW)
LW=Pc*(4.5+0.02*Tw) =Pa*(4.5+0.02Tw), since Pc=Pa.
LW =175mm.
This length should be increased by 25 to 30mm for the feed marks produced.
Therefore let us take LW=200mm.
We know that the depth of tooth; (from table 6)
h=0.623Pc=24mm.
The addendum
a=0.286Pc=11mm.
And therefore the outside diameter of worm (Dow) will be
Dow=DW+2a=135mm.
BHN=150
σo =83MPa
σu =83MPa
Analysis
Now, we know that the pitch circle diameter of the worm gear (DG) is;
DG=m*TG=360mm.
From table 7, we find that outside diameter of worm gear (dog) is;
DOG=DG+0.8903Pc=394mm.
Throat diameter (DT)
DT=DG+0.572Pc=382mm
And face width (b),
b= 5Pc+5mm=87mm
Now let’s check the designed worm gear from the standpoint of tangential load, dynamic
load, and static load or endurance strength, wear load and heat dissipation.
a) check for the tangential load
We know that the velocity ratio of the drive (V.R)
V.R=NW/NG
NG=NW/V.R=2rpm
Therefore the output torque transmitted (To);
To=60P/2 NG=100Nm
And the tangential load acting on the gear (WT);
WT=2*To/DG=556N
We know that pitch line or peripheral velocity of worm gear ()
=DGNG/60=0.04m/s
Velocity factor (Cv);
CV=6/ (6+) =0.99
And tooth form factor for 20 in volute teeth(y);
y=0.154-0.912/TG=0.1236
Since the worm gear is made of cast iron, taking the allowable static stress for
cast iron, σo =83MPa.
Also it is known that the equivalent twisting moment (Tew) can be given as
Tew= pdw3/16 =49355Nmm
And the shear stress by taking factor of safety =5
Thus =y/2*F.S= 28.96MPa.
Therefore, substituting t in Tew, dw = 40mm.
Now let us check the maximum shear stress induced
We know that the actual shear stress
=16Tew / pdw3 =3.93MPa
And direct compressive stress on the shaft due to axial force (c) will be
c = 4WA/pdw2= 0.367MPa
Therefore the maximum shear stress (tmax),
tmax =1/2 (c2+42)0.5 =3.9MPa
Since the maximum shear stress induced is less than 28.96, therefore the design of the
worm shaft is safe.
Since our material is cast iron the shear stress is based on the allowable stress by taking
factor of safety =10.
=all/F.S= 8.26MPa
Therefore, substituting in the equation of Teg and solving for dG,
dG3 =16 Teg/p
dG =34mm
Take dG=50mm for more safety.
N.B; Because of the engine load the torque should be multiplied as large as possible.
Now let us check the maximum shear stress induced:
The actual stress () is given as
= 16Teg /pdG3=2.6MPa
And the direct compressive stress on the shaft due to the axial force is given as
σco =axial force/ (pdG2/4) =234.3kPa
Therefore the maximum shear stress will be
max =1/2*(σco2 +42 )0.5=5.2MPa.
Since the maximum shear stress induced is less than the allowable shear stress 83MPa,
the design of the worm gear is safe.
But the torque transmitted is the torque transmitted from the shaft.
Therefore, T=20N-m
And c=/f .s taking f .s =2
c=30MPa
Assume service factor =1.5 [Ref. 4]
Tmax= f .s*T
Tmax =30N-m
Now let us check the induced shear stress for hub material;
c= Tmax*(16/)*D/ (D4-d4)
c=0.163MPa
Since the induced shear stress is less than the permissible value (30MPa)the design of
hub is safe
Since the induced shear stress is less than the permissible shear stress, the design of key
considering shearing strength is safe.
Considering the crushing strength
k = (2*Tmax)/ (l*h/2* d)
k =7.1MPa
Since the crushing stress is less than the permissible stress the design of key considering
crushing stress is safe.
The life of the bearing is 10years at 8hours per day. Therefore the life of the bearing in
the revolution;
L10=25040hr*60min/hr*10rev/min
L10=15*106 rev
Assume WA/ Fe =0.5 and e=0.44
Now let us calculate the ratio WA/Wr =0.36
Thus from table 10, the value of
x=1 and y =0
And the rotational factor for bearings whose inner race rotates
v=1
Therefore the equivalent radial load;
Fe=Wr=834N
From table, the service factor for ball bearing of uniform and steady load
Ks=1
Therefore the bearing should be selected for Fe=834N
And from the dynamic load factor
C= Fe*L(1/a) where a=3 for ball bearing
C=2.06kN
Then from table let us select the bearing number of 200 which has the following basic
capacities
Fe=2.24kN and C=4kN
Now let us check the assumed ratio
WA/ Fe=0.37
Again from table the service factor for ball bearing of uniform and steady load
Ks=1
Therefore Fe=4088N
Therefore the bearing should be selected for Fe=4088N
And from the dynamic load factor
C= Fe*L (1/a) where a=3 for ball bearing
C=10KN
Then from table, let us select bearing number 304 which has the following capacities
C=12.5Kn and Fe=7.65Kn
Now let us check the assumed ratio
WA/ Fe=0.23
Therefore from table, the value of x and y is 0.56 and 1.2 respectively
Thus the equivalent load will be
Fe=2240N
Therefore the dynamic load rating will be
C= Fe*L (1/a) where a=3 for ball bearing
C=5.6KN
Thus from table 3 the bearings dimension for the load rated (C=6.07Kn from table)
Bore diameter=12mm
Outer diameter=32mm
Width=10mm
Fillet radius=0.6mm
Shoulder diameter =ds=14.5mm and dh=28mm.
The radial or separating force on the worm (Wr) =radial or separating force on the worm
gear
Wr= WA*tan
Wr=304N
Wgear=*v*g
Since the gear is made of cast iron the density is 7250kg/m3
Wgear=190N
Thus taking moment at a
Ma=0;
Rb= (Wgear-Wr)*260)/180
Rb=-165N
This implies that the direction of force at b is in the opposite direction
And Fy =0;
Ra = Wgear- Wr- Rb
Ra =51N
For horizontal loads
Width=23.812mm
Maximum housing fillet radius =3.3mm
Bearing width=30.162mm
W/4
B=175mm
H=10mm
It is known that the deflection can be given as
d= WL3/3EI
But, I=BH3/12=15mm4 and E=210GPa
Therefore d=0.032mm. From these we conclude that the plate can withstand the engine
load, since the deflection is very small as compared to the engine load.
P1=1492s
ӯ=72.8mm
and the second moment of area
I=b*h3/12
I= 362951mm4
Since the tension occurred at the top and compression at the bottom
yc= ӯ=72.8mm
yt=152- ӯ=79.2mm
and the moment carrying capacity considering tensile strength
=fper*I/ yt Since fper=29.5MPa
=124kN-mm
And the maximum moment on the beam is 1500*pe
pe *1500=124*103
pe=83KN
Therefore since the load carrying capacity of the beam is 83kN and our applied load is
2KN, the beam can withstand the load without deflection.
=8.84MPa.
Since the shear stress induced in the pin is with in permissible limits, therefore the design
is safe.
Since the end is forked end, the thickness of each eye (t) will be
t=l/2= 10.5mm.
In order to reduce wear, chilled phosphor bronze bushes of 3mm thickness are provided
in the eye.
Inner diameter of each eye= d+ 2*3=18mm.
And the outer diameter of the eye, (D) will be
D=2*d1=40mm.
Now let us check the induced bending stress in the pin. The pin is neither simply
supported nor not rigidly fixed at the ends.
The material for the bolt is mild steel having a mechanical property of y =345MPa since
the material is ductile and the yield point is clearly defined. Thus
d =working stress or design stress= y /F.S = 86.25MPa.
(Taking factor of safety 4)
Assuming l1=the distance from end to the center of the bolt=25mm
L =load acting distance from margin=50mm
l2=the distance from the same end to the other side bolt=75mm
We know that the direct tensile load carried by each bolt (Wtlmax) =875N
And the load in a bolt per unit distance
=W.L/2(l12+l22) =0.028kN/mm
We know that the maximum tensile load on bolt is
Wtlmax=dc2y /4
Dc=4mm.
Since the core diameter of the engine bolt is 10mm, the bolt can withstand all the engine
loads and the effective length of the nut is equal to the normal diameter of the bolt. And
there is also a 2mm washer between the engine and the engine bolt.
N.B
All the remaining bolts except flange bolts have a core diameter of 5mm.
And then weld at each joint and a plate (support for the gripper) is weld on the inner side
of the base frame to the inside only. Then the two angle irons having 80mm length weld
to have a rectangular cross section and 100mm length of angle iron will be weld on top of
the welded angle iron of 80mm length. And the rectangular cross section will be weld on
the plate. With the same procedure for making a base frame the two side frames will be
made again. After these the two reinforcement links (80*10mm) will be weld on each
side of the two side frames and a circular plate will be weld on the reinforcement links
and counter bore of 10mm diameter. Then the structural steel channels will be cut at a
length of 2292mm and two angle irons (50*5) will be weld on each side of both channels.
Then make a key way for the flange coupling and a groove for the circlips on
each distance provided by the design and put the two tapered bearings each of 180mm
centroidal distance and put spacers of 5mm thickness between them. Put circlips on the
side of a bearing which doesn’t have a spacer and then put the housing on it. Then after
couple the flange to the shaft using a key and put a seal between the casing and the
flange. On the opposite side put the cover plate on the shaft and again put a seal between
them. Then fasten the cover and the housing using a bolt. Put a key on the shaft for the
worm gear and insert the worm gear on it and then put a circlips at the end of the worm
gear. Then hold all the assemblies of the housing, plate cover, worm gear and fasten with
the circular plate which is welded on the reinforcement link using the six bolts. Again
with the same procedure except that the worm gear and the shaft remain end with in the
casing, assembly on the other side will be done. And here the ball bearing will be
assembled on the bearing housing and the worm shaft will be put on it. And then a cover
will be put.
Then put a thrust bearing under the channel in one side for the two channels
for the front wheels which rotate in every direction and fasten the fixed rare wheels to the
channel with out thrust bearing. And then put a screw having a crabber on the channel for
fixing the stand to the ground. At last put the whole assembly of the bearing, shaft, and
housing to the angle iron which is already welded on the channel on both sides.
CHAPTER FIVE
FUTURE WORK
This stand can be modified to fit for engine test, which is done after
overhauling, by applying vibration damping systems.
This stand can be modified as universal inline engine for all inline
engines overhauled in SUR CONSTRUCTION
CONCLUSION
In this project, the design of an engine stand for inline type engines, we conclude
that there are a number of engineering problems encountered in a certain engineering
institution. Major problem among is maintenance problem. We conclude that design of an
engine stand can be one solution for the maintenance problems.
RECOMMENDATION
From the general design analysis and results we get, we recommend that: whenever
there is a design of an engine stand, use a large factor of safety since the engine load is
high; when ever there is a requirement of large speed reduction use worm gears, a
universal engine stand can be made( for different engines); always work by locking the
worm gear; always lubricate the worm gear; always position the wheels fixed during
working period and also we recommend that if this engine stand is manufactured, it will
largely decrease the maintenance time of the engine.
LIST OF TABLES
Table 1. (Material properties)
50 2.00 45.8 64.5 5.1 6.9 2.5 73.3 47.0 2.15 4.5 38.00
N.B For diameter 48 code number EXT 0480
For diameter 50 code number EXT 0500
Table 3 (Dimensions and load ratings for single row 0.2 series Deep groove and Angular
Table 5 (Number of starts to be used on the worm for different velocity ratios)
Velocity 36 and 12 to 36 8 to 12 6 to 12 4 to 10
ratio(V.R) above
Number of starts
or threads on the Single Double Triple Quadruple Sextuple
worm(n= Tw)
REFERENCES
1. F.Beer - E.Russel Johnston, Mechanics of materials, Metric Edition, Mc Graw-
Hill, 1992, Singapore.
2. Internet
3. J.E Shigley- Ch.R.Mischke, Mechanical Engineering Design, Mc Graw-Hill
international Edition, 1989, Singapore.
4. J.E Shigley- Ch.R.Mischke, standard handbook of machine design, second
edition, Mc Graw-Hill, 1996, New York
5. J.M. Dominguez- M.G/Sellasie, Teaching Material on Machine Design, Mekelle
University, 2003, Mekelle
6. M.F. SPOTTS- T.E. SHOUP-L.E.HORNBERGER, Design of machine elements,
Eighth edition, PEARSON Prentice Hall, 2004
7. P.N. RAO, Manufacturing Technology, Second Edition, Tata Mc Graw-Hill, 1998
New Delhi
8. R.Juvinal - K. Marshek, Fundamentals of Machine Components Design, Third
Edition, John Wiley and Sons, 2000, New York.
9. R.S Khurmi-J.K. Gupta, A Text Book Of Machine design .
10. S S Bhavikatti, Strength of Materials, Second Revised Edition, Vikas Publishing
House, 2003, New Delhi.