| | COLLEGE OF AGRICULTURAL ENGINEERING AND TECHNOLOGY, DR. P.D.K.Y. AKOLA Practical Manual Of FARM POWER [ FMP - 236 } Submitted To :- DR. S. H. THAKARE SIR Dept. of Farm Power and Machinery a a _ WI ~ Name :-SHAMRUKH HH. SHETKH Enrollment No. :-Lt-2440 Semester: ryr¢ Batch :- ‘gCERTIFICATE This is certified that Mr./MB. Shahrukh: H. sheikh, — Enrollment,No. :-_L4-240 -has completed the practicals in course no. FMP-236 (Farm Power) tv i Course Teacher | Date:- Vee be wu | We VieppRAO DESHMUKH KRISH! VIDYaPEe,,, a 1 Ato, ys ge OM [ Page no. | Remarks Stroke Engines. } Q2: | Dismantling & Assembling of Diesel Engine, _ | 03. To Study Valve System , Fl & FO valve timing 0. diagram. dese he 4. | To Study air cleaning system of IC Engine. 05. | To Study fuel system of IC Engine. . 06. | To Study physical Properties of oils & fuels, 07. 08. 09. ccae i ._|To Study cooling system of Tractor Engine. 3 | To Study lubrication of Tractor Engine. To Study diff. types of governors & methods | of governing. ie To Study Calculation on diff. Horse Power and Cylinder. : 0 Study Pressure specific Fuel Consumption : and Power Requirement and Efficiencies, — ‘ na] | 13. | To Study Ignition & Starting system OF | Tractor (Battery, Magneto , Spark plug) | | - | To Study Electrical systern of Tractor. | TT 7 TT Yo Vey ul det Oboe : Se fel ssp es IN o° ? > 3 PPD Pdd Ii " TP Pr Ly EXERCISE NO. 1 NAME: - Study of Principles and Working of ILC. Engine. OBJECTIVE: -To study principles and working of LC. engine. APPARATUS - Illustrative models of Two Stroke and Four Stroke Engines. ‘THEOR’ ILC. engine converts the reciprocating motion of piston into rotary motion of the ‘crankshaft by means of connecting rod. Mechanical cyele of I.C. engine can be completed intwo ways: e seaee Tr When the oycle is completed in two revolutions of the cranksha, tis called Four Stroke Cycle Engine. i 2. When the cycle is completed in one revolution of the crankshaft, Stroke Cycle Engine. FOUR STROKE CYCLE ENGINE: . In four stroke cycle engine, all events taking place inside the engine cylinder are completed in four strokes of piston. The engine has got valves for controlling of inlet of charge and outlet of exhaust gases. The opening and closing of valve is controlled by cams, fitted on crankshaft. The camshaft is driven-by crankshaft by means of suitable gears or chain. The camshaft runs half the speed of crankshaft. The events taking place in LC. engine are as follows: 1. Air or air-fuel mixture (charge) is taken in the cylinder. 2. The charge is connpressed in cylinder by piston, 3. Ifthe charge is only air, the fuel is injected at the end of compression. 4. The charge is ignited at a predetermined time under specified pressure inside the engine cylinder. 5. The power developed due to expansive foyces of gases inside the cylinder is transferred to the crankshaft through the connecting rod. 6, . Exhaust gases go out of cylinder at regular interval of time, The complete cycle covers all these events in systematic manner. The four strokes of engine are: 4 1. Suction stroke 2. Compression stroke 3. Power stroke 4, Exhaust stroke Suction stroke: - During suction stroke, only air or mixture of fuel-air is drawn inside the cylinder: The charge enters the engine through the inlet valve which remains open admission of charge. The exhaust valve remains closed during this stroke. The Pressure in engine cylinder is less than atmospheric pressure during this stroke. Compression stroke: - The chuge taken in eylinder is compressed by piston during this stroke, The entire charge:of the cylinder is’ compressed to a small volume Contained in clearance volume of cylinder, The ignition takes place due to high pressure= LD, Ne ee ee a fig {wo shoKe. ae erates. 9 AY suckin MPa r By Trem {ey pot O be havt got Spark, the gy K I ger > T YF AO njecrer ee aPOU? 4 OF 0.6? WO O O10. OG er * and temperature. If the mixture of air-fuel Is compressed in cylinder (a8 in case of S.1. engine) the mixture is ignited by spark plug. After ignition tremendous amount of heat is generated, causing very high pressure in the cylinder which pushes the piston backward for useful work, Both the valves are closed during this stroke. Power stroke + During the power stroke, the high pressure developed due to combustion of fuel causes’ the piston to be forced forward and backward at regular intervals, The connecting rod with the help of crankshaft transmits the power to the transmission system for useful work. Both valves are closed during this stroke. Exhaust stroke: « Exhaust gases go out through exhaust valve during this stroke. ‘All the burnt gases go out of engine and cylinder becomes ready to receive a fresh charge. ‘The inlet valve is closed and exhaust valve remains open during this stroke. ‘This it is found that out of four strokes, there is only one power stroke and three idle strokes. The power stroke supplies negessary momentum for useful work. Tw OKE E ENGINE: In such engines, the whole sequence of events is completed in two strokes of the piston and one complete revolution of crankshaft. There is no valve in this type of engine. Gas movement takes place through holes called ports in the cylinder. First stroke (Suction + Compression): When the piston moves up the cylinder, it covers two of the ports, the exhaust port and the transfer port, which are.normally almost ‘opposite to each other, This traps the charge of fresh mixture in the cylinder and further ‘upward movement of piston compresses this charge. Further upward movement of piston also uncovers the third port in the cylinder ~ suction port. More fresh mixture is drawn through: this port into crankcase. Just before the end of this stroke, the mixture in the cylinder is ignited asin the case of four stroke cycle. ‘Second stroke (Power + Exhaust): The rise in the pressure in cylinder caused by burning gases forces the piston to move down the cylinder. When the piston goes down, it covers and closes the suction port, trapping the mixture drawn in the crankcase during the previous stroke then compressing it. Also exhaust port and transfer ports are uncovered. This allows exhaust gases to go out. Also the fresh mixture under pressure is transferred into the cylinder through transfer port. When the piston is at the top of its stroke, it is said to be at the top dead centre (TDC). When the piston is at the bottom of its stroke, it is said to be at the Bottom dead centre (BDC). COMPARISON BETWEEN 4 STROKE AND 2 STROKE ENGINE 3 ~ Particulars Fstroke engine stroke engine fo. S 1. | Nobf powerstroke ‘One siroke for every two | One stroke forevery one : . revolutions of crankshaft | revolutions of crankshaft 2. | Power for same cylinder | Small Large (about 1.5 times of 4 volume a stroke) 3. Valve mechanism Present Ports are there instead of valvesAlen buva aa. | bs as a POMP PARADA AAODDTOR AHHH RHE HOBEEE nt ole l a eee eee ee ee ee cn tena Thoin | period Iajudion Shonts Aprox Siiooe second) CRANK ANCE ( DENK EY cylinder valve oO 2 tener Cylinder’ | hes gg) bel 0 Coucheon Vf bets SPS EN eG 25 BIN pity q cat ees ro} ff ed o> “@ a -@msho{ Hming yor = Ponsheft fig * Main Coroperont - et Te Longing | coatigg water ' I I t i 1 Cynder, | iq. pos” a CU walor iq onal + v e - cyWnder I we4. | Construction and cost Complicated, expensive | Simple, cheap 5. | Fuel consumption Little High (about 15% more) 6 Removal of exhaust gases Basy Difficult 7. | Durability ee oe . tability of operation ig $277 | Chanipabtic them High (with farge Low (with smail flywheel) flywheel) i Equipped with an Using fuel, mixed with 1s | ere independent oil circuit | lubricating oil 11, | Oil consumption Little Much : 12. | Carbon deposit inside ‘Not so much Much because of mixed fuel cylinder 13, | Airtightness ofcrankease | Unnecessary. yi of necews| Must be sealed 14, | Cooling” ‘Normal Chances of over-heating. 15.__| Self weight and size Heavy and large Light and small COMPARISON BETWEEN. ENGINE AND S.I. ENGINE S. Particulars CI Engine * ‘SI. Engine No. Diesel engine) (Petrol engine) 1. | Cycle Diesel cycle Cito cycle 2, Fuel = Diesel fuel Petrol / Kerosene 13. | Charge Only air is compressed in | Air fuel mixture is cylinder compressed in cylinder 4. | Fuel supply Fuel is injected into Air fuel mixture is combustion chamber _| prepared in the carburcior through fuel injection & supplied to engine pump. 5. | Ignition By heat of compression | By electrie sparks 6. | Thermal efficiency 321038% 25 10.32% 7. | Compression ratio Mil to 22:1 Sel to 8:1 &. Fuel consumption 160 to 200 g/np-hr 200 to 280 whp-hr ‘Compression pressure | 35 10.45 ke/em? 6 to 10 kg/em? 10, | Temperature About 500°C About 260°C : 41. ] Operating cost Low Comparatively highpivten PI. Pislen connediing > Valve sping , aod v a Tappet— Tiening aoy N \. Cre sho \ Camsho f E 7 Jo. Charting 6 pert Of a.¢ tnt fig Wereing Corgpererss of gee Bring a #, , , EXERCISE NO.2 NAME: + Dismantling & Assembling of Diesel engine and study different components of the engine OBJECTIVE: - To dismantle different paris of diesel engine, observe carefully & assemble the part again. APPARATUS: - A working model of diesel engine Diesel engine LC, engine are of two types- 1, Petro} engine (carburetor type, spark ignition engine) ; 2. Diesel engine (compression ignition engine) {+ Petrol engine (carburetor type, spark ignition engine) I the éngine i which iui {uel is atomized vaporized and mixed with dir in correct proportion before centering. into the engine eylindr. The fuel is ignited in the cylinder by an electric spark, 2. Diesel engine (compression ignition engine);. it is an engine designed to convert chemical energy of heavier fuel oil into mechanical energy, He injected uel te ignited b the heat of air which is compressed by the piston within the cylinder head. In this engine only air is sucked during suction stroke,” ' 1 Principle of diesel engine: In such engines only.air is drawn into the cylinder instead of mixture of air and fuel asin carburetor type engine. Compression of the air during the compressidh strpke makes the charge very hot. Towards the end of jected into the cylinder in atomized from which ignites. © in pressure which force the piston’ down. No ‘electrical ignition system is provided for sparking. ‘The basic elehnts. of diesel engine are same as spark ignition engine but has high’ compressi engines are called compression ignition engine because the ignit Place due to_heat.of compression. Diesel engine is equipped wi Pump and injector: The injectors protrude into the combust “engine, Special feature of diesel engine: 1, Engine has high compression ratio ranging from 14;1to 22:1~ 2, During, compression stroke, the engine attains high pressure ranging from 30 to 45 kg/cm? and high temperature of about 500°C. 3. At the end of the compression stroke, fuel is injected into the cylinder through injector (atomizers) at a very high pressure ranging from 120 to 200 kg/cm’, 4, Ignition takes place due to heat of compression only. 5. There is no external spark in diesel engine. 6. Diesel engine has better slogging or lugging ability i.e. it maintaining higher torque fora longer duration of time at a lower speed. Operation of diesel engine: For operation of diesel engine, the piston is placed inside the cylinder and it is attached to the crankshaft through the connecting rod. The piston is moved up and down in the cylinder. This ip ‘and down motion of the piston is changed into rotary motion of the crankshaft by the connecting rod. Flywheel is attached to. rear end of the crankshaft. This makes the shaft revolved uniformly when the engine is running. The cylinder is tightly closed at the top by cylinder head which hhouses inlet and exhaust valves. Inlet valve admits air into the cylinder and exhaust Valve allows the burnt gases to go out of the engine. The valves are held closed by valve spring and are made to open by means of rocker arms, which are operated by camshaft through valve liters and push rods. The camshaft and fue! injection pump shaft ae driven by the crankshaft through Bears. The fuel supplied by fuel injection pump is injected into the cylinder through fuel injector. Fuel is ignited by heat of compression and piston is forced back and the expanding gases. Thus cycle is repeated, Fuel injection pump: The fuel injection pump is the most important unit of diesel engine. It consists of barrel and a planer. A cam is there to raise the plunger and the plunger retum back by the tension of a spring. The plunger fits so tightly that it seals off ‘without a gasket at very high préssure. On the downward stroke of the plunger, the fuel centers from the suction chamber and fills the barrel, When the plunger ‘goes upward, the {uel is compressed until the top edge of the cylinder part of the plunger covers the potion, leading to the suction chamber, From there the fuel is forced out through the delivery valve and delivered to the Pipe going to nozzle. The amount of fuel is adjusted to suit the requirement by means of a governor which changes the angular postion ofthe plunge? in the barrel, Injector or atomize ‘ ‘The atomizer or the injector receives the fuel froin the fuel injection pump and sprays the fuel into the combustion chamber. The needle spindle of the atomieer ic spring loaded at the top with a spring load, the needle valve is lifted its seat and the cil is injected through the orifices.Care pernent— at Cc Ra “Jiening eons Vou G Vind. &haust hausing Nto Met ow ao ae ee EKER ST ETT FA aR LR Be Hs &oe DIFFERENT ENGINE COMPONENTS:- 1. Cylinder 2. Cylinder block Cylinder head Cylinder liner or sleeve Piston Piston ring Piston pin Connecting 9. Crankshatt 10, Flywhee! 11. Crankease 12. Camshaft 4 13, Timing gear 14, Inlet manifold 15. Exhaust manifold : 1, Cylinder: It is a part of the engine which confine’ the expanding gases and forms the combustion space. It is the basis part of the engine. It provides space in which piston ‘operates fo suck air or air-fuel mixture, The piston compression the charge and the gas is allowed to expand in the cylinder, transmitting power for useful work. Cylinders are usually made of high grade cast iron 2. Cylinder blocks I 8 the solid casting which includes the cylinder and water jackets (cooling fins inthe air cooted engines) 3. Cylinder head: It is a detachable portion of an engine which covers cylinder and includes the combustion chamber, spark plugs and valves. 4. Cylinder liner or sleeve: It is cylinder lining ether wet or dry which fs inserted inthe cylinder block in which the piston slides. Cylinder liners are fited in the cylinder bore and they are easly replaceable, The overhauling and repairing ofthe engines, fitted with liners is easy and economical. : Liners are classified as; (@)"Dry. liner makés metal to metal contact with the. cylinder block casting, (©) Wet liners come in contact withthe cooling water, whereas dry linets do not cone in contact withthe cooling water, SD 3: ~) s 3 3 3 3 2 > S, = Pr were 5. Piston- Itisa cylindrical part closed at one end which maintains a close sliding fit in the Engine cylinder, It is connecting tothe connecting rod by a piston pin, The force of he “expanding gases against the closed end ofthe piston, force the piston down inthe ender This causes the connecting rod to roate the crankshaft. Cast ion is chosen due te it'shighPiston, °: Piston © pislon pir Q) cy YK comne dd oo ave] wea Se OLE LTA EEE’compressive strength, low co-efficient of expansion, resistance to high temperature, ease of casting and low cast. Aluminium and iis alloys are preferred mainly due to its lightness. Head (Crown) of piston. Itisthetopofthe piston. aie {s that portion of the piston bellow the piston pin which is designed to absorb the side movements of the piston. 6. Piston ring. Itis a split expansion ring, placed on the groove of the piston. Piston rings are fitted in the grooves, made in the piston, They are usually made of cast iron or pressed, steel alloy. The funetions of the ring are as follows: i (@) It forms a gas tight combustion chamber for all positions of piston. (0) It reduces contact arca between cylinder wall and piston wall for preventing friction losses and excessive wear. (6) It controls the cylinder lubrication. (@) It transmits the heat away from the cylinder walls, Piston rings are of two types ; (a) Compression ring: compression rings are usually plain, single piece and are always placed in the grooves, nearest to the piston head. (b) Oil ring. Oil ring are grooved or slotted and are located either in lowest groove above the piston pin or in.a groove above the piston skirt. They control the distribution of lubrication oi in piston also.ol ring is provided with small holes through which excess oil returns back to the crankcase chamber. Ring clearance is the gap at the joint of the ring, measured when the ring is inside the cylinder. The gap is usually 1 mm per 200 mm diameter of the piston in heated condition, without which the ring can break or buckle. 7. Piston pin, tis alsa galled wrist pin or Gudgeon pin y Piston pin is used 10 join the gonnecting rod to the piston. It provides a flexible or hinge like connection between the piston and the connecting rod. Iti usually made of case hardened alloy steel, 8. Connecting rod, It. is special type of rod, one’ end of which is attached to the pistonand the other end tothe erankshaf. It transmits the power of combustion to the crankshaft and ‘makes it rotate cortinuously. It is usually made of drop forged steel. Its small end is fied with bronze bushing and big end is provided with bearings, spit into shells. 9. Crankshaft. It is the main shait of an engine which converts the.reciprocating motion Of the piston into rotary motion of the Aywheel, Usually the crankshaft is made of dop forged steel or cast steel, The space that supports the crankshaft in the cylinder block is called main joumal, whereas the part to which connedting rod is attached is known as crank journal. Crankshaft is provided with counter weight throughout its length to have Counter balance of the unit. Split shell bearings are mostly used as main bearings ofthe ‘crankshaft. Crankshaft is subjected to bending as well as twisting from the connecting rod end,aunt “Menifeted Fg. Posen | Trkake Mporpld kddd ddd € LAP Cd ooo’ ecaoddddd e TL Pu Te, Ty we 10, Flywheel, Fly wheel is made of cast ion, Its main functions are as follows: (2) It stores energy during power sroke and returns back the same energy during the idle strokes, providing an uniform rotary motion by virtue of its inertia ((b) Italso carries ring gear that meshes with the pinion of starting motor. (c) The rear surface.of the flywheel serves as one if the pressure surface for the clutch, plate, (@) Engine timing marks are usually stamped on the flywheel, which helps in adjusting the timing of the engine, (©) Sometime the flywheel serves the purpose ofa pulley for transmitting power. 11, Crankcase. The’ crankcase Is that part of the engine which supports and encloses the crankshaft and camshaft. It provides a reservoir for the lubricating and camshaft. It also serves as a mounting unit for the such accessories cis the oil putnp, ofl filter, generator, Starting’ motor and ignition éomponents. The upper portion of the crankcase is usually integral with cylinder block. The lower part of the crankcase is conimon! ly called oi pan and is usually made of cast iron or cast aluminum. 12, Camshaft. It is a shaft which raises and lowers the inlet and exhat time. Camshaft is driven by crankshaft by means of gears, of the camshaft is exactly half the speed of the crankshatt ir ‘operates the ignition timing mechanism, lubricatin incrankcase, parallel to the crankshaft, 13. Timing gear. Timipg gear is a combination of gears, one gear of which is mounted at one end of the camshaft and the othexygear on the end of the crankshaft. Cemshaft gear is bigger in size than that ofthe crankshaft gear and it has twice as many tecth as that of the crankshaft gear. For this gear is commonly called Half ti ime gear. Timing gear controls the ‘iming of ignition, timing of opening and closing of valves as well as ful injection timing. ust valves at proper chains or sprockets. The speed in four stroke engine. Camshaft 18 oil pump and fuel pump. It is mounted 14, Inlet manifold, It is that part of the engine throu; igh which air or air-fuel mixture enters into engine cylinder. Itis fitted by the of the cylinder head. 1S. Exhaust manifold Its that part of the engine through which exhaust gases go out of the engine cylinder. Iti eapable of withstanding high temperature of bumt gases, It iz fitted by the side of the cylinder head, Bloxe. EXPERIMENT NO: -3 SCAT ‘Name: - Determination of Valve system and'timing diagram. Uz Lor: ~ Title: To detesmate Valve system and valve timing diagram. rp . ‘Material required: - Cam, spring, Push rod, Guide, Rocker arm. x oe Type L- Head type 2 Overhead type a 2 ‘Theory: “A valve is a small mechanical device, used for opening and closing the passage leading to the engine oylinder, Inlet valve of an internal combustion engine allows air or air-fuel mixture to go into the combustion chamber. “L- Head ‘arrangement is used quite extensively on tractor engines and automobile engines. * J In ‘Over head ‘arrangement, the valve stem is surrounded by a removable guide and a spring which holds he valve tight in its seat. Valvehead- It is made of special alloy which can withstand high temperature and hammering action due to expanding gases. . Valve stem — It is a round steel rod attached with the valve head. Valve seat ~It is the place in the cylinder head whtere the valve head sits well. It may be made in cylinder head of in the engine block. Sometimes removable valve seats are also used Valve stem guide. It is a small guide, which fits into thé cylinder block. It is usually made of cast iron, In come eases, a reamed hole in the clock also serves as valve guide, 4 e€2eeece~ee ue ‘chanism consists of several Valve operating mechanism: - Valve operating m components such as: a) Crankshaft rear. b) Cam rear * 6) Camshaft Pash rod @) Tappet and ‘Rocker arm ‘The crankshaft gear opetates the cam gear which is fixed at one end 0 the camshaft. Consequently, camshaft, rotates and moves the tappet, which pushes the push rod in proper time, Thus push rod opens or closes the valves at predetermined intervals. The camshaft gear is double the Size of the crankshaft gear, so there is one revolution of ‘he camshaft for every twvo revolutions of the crankshaft. In case of four stroke engine. Crankshaft gear; - A gear fixed at the end of the crankshaft which meshes with the gear ofthe camshaft is called crankshaft gear. Cam gear: -.A gear fixed at the end of tl it eee AS f the camshaft to mesh with the crankshaft ‘Se yhwat vale J q pier ope aie od i ‘ K Nie ts aah |1g Vata AMINy decpemoy Joo Shc, 8 ere a U SO ec nea. cae ee EPP IID oo a a adQL C22: ‘Toppet: - Tappet is also called valve lifter, Tappet raises of lowers the valves. It receives motion from the cams, mounted on the camshaft. It opens of closes the valves at ptopér time. Itis usually made of hardened steel. Valve lifter guide: -It guides the tappet in motion. Rocker arm: - It is an arm used to change upward motion of push-rod to downward motion for opening an engine valve. It is a small rod, one end of which touches the end of the valve stem and the other end touches the upper end of the tappet ' for. es Tappet clearance: - It is the clearance between’ rocker arm and valve stem to enable the valves to sit properly. YALVE TIMING DIAGRAM . ‘A valve timing diagram is a diagram of crank rotation on which the time of ? opening closing of inlet valve, exhaust valve are shown. ‘Valve timing mechanism is concerned with relative closing and opening of valves and theit duration with respect to the cylinder position and the degree of crankshaft rotation, Top dead centre (TDC) is the instant when a piston is at the top of its stroke i.e. itis on the point of changing from upward to downward motion. Bottom dead centre (BDC) is the instant when 4 piston is at the bottom of its stroke i.e. it is on the point of changing from downward to upward motion. ‘Theoretically the intake valve should opext on top dead centre (TDC) and close at bottom dead ceitre (BDC), whereas the exhaust valve should open on boitom dead centre and close on top dead centre, but in actual practice these angles differ. Valve timing is a function of engine speed. The best valve timing for any given engine can be determined only by actual test, as it depends greatly ‘on the design of the intake and exhaust passage, For most of the average tractor engines of four strode cycle, the inlet valve opens about 5 before TDC and closes at about 30 after BDC, the exhaust valve opens about 40 before BDC and closes at about 5 after TDC. Firing order: - The sequence in-yhich the power stroke in each cylinder of an engine occurs is called firing order. Thé “arrangement of the crank pin on the crankshait and design of the camshaft both determine the firing order. For four cylinder engine the most commonly used firing orders are 1-2-4-3. For six cylinder engines, firing order may be 1-4-2-6-3-5 or 1-5-3-6-2-4, \94d- Firing interval (FI):- The interval between successive power strokes in different i fl © "OC \OCTE EES é *> =) ney eylinders of the engine is called firing interval and is determined as below. BS FL=: 720 (for four stroke engine) > Wo. of eylinder FL= __ 360 (for two stroke engine) No. of cylinder i FEPPPC PETES &F oMn hawerng TO aot Clearing elernees- fins dey Meret Ale Caney UF Pre honey ®UF PPP PPP PIPL PLETE SS DPD a8 ‘TITLE: - Study of air-cleaning system of IC engine. yy OBJECTIVES: - To study the tir-cleaning system, its different types ~ & parts 3 APPARATUS: - Working models of different types of air-cleaner. e ‘THEORY: - ul 9g Air Intake System :- This system allows fresh air to enter the engine. Its main parts a o- i) aircleaner > ‘supercharger ! ‘ . iit) intake manifold » iv) — intake ports id S ¥) . intake valve 7 “Air Cleaner: ~ >? ‘The cperating efficiency, good performance and durability of an engine depend ‘ (~ mainly upon its cleaner. It is a device which cleans and filters the air before ‘entering the combustion chamber of an engine. ag we An IC engine uses large quantities of air for combustion, the ratio being 14-15 Ib of ar for every 1b of fuel bursts. The Volume of the air used is about 10,000 galigal of Le fuel. Unfiltered air may contain millions of particles of abrasive dust and other matter 2: which could cause rapid wear. PS ‘The principle cause of wear in an engine is dust formation: The effect of dust wai mixed with lubricating oil is similar to.valve-grinding paste. The rapid wear of sleeves, we Pistons and valve seats are evidences of dust entering the engine, Sometimes, the air leaks < during compression in the chamber and mixed withthe oil. This dusty oil affects the eran and crankshaft bearings. 0: 3 There are many types of air cleaners but the types commonly used in tractors are: a) oil wetted mesh type : > 2) dry air type ©) wet type or oil bathaircleaners Re Oil wetted mesh air cleaner: Re It consists. of a copper mesh of nylon wire, wetted with oil to catch the dust particles from the air which are made to pass through it. This type, With dust quickly, thus, seriously affecting. the air flow throug! inefficient in removing the fine particles of dust from the air. ¢ however gets clogged th it and rendering it Drvair cleaner: « These type of air cleaners contain three main parts, and cleaning element. These are sealed into one unit. The from ihe pre-cleane®, passes through the cleaning clement and goes to the inter manifold. ‘The paper filter element is cleaned after 50-100 hours of service. ‘ Dry air cleaners ate mounted i) vertically in front of the tractor radiator ii) horizontally on the overhead engine, Vi. pre-cleaner, main housing air from the atmosphere enters EPP P POT Y EK EELETRA EEL ER TERETE ERATE x 3 ees fig. Oil beth Air Caney gubleb AirCOSC TCLCOCCCECLRMS LLY be s we 5s CPO oo Cer? n a» PP ec ‘This type of air cleaners are fitted in John Deer's 2020 and Richard Continental Crawler tractors. Advantages of the dry air cleaner :- 1, Easy to service, 2. Good performance in gradient and in rough fields. 3. More efficient at high speeds. 4. Straw and chaff cause less restriction to air passage, Wvantages of ir cleaner: 1. It is costlier to maintain than an oil bath because the filter elements require replacements very often. 2. Sometimes, dust particles enter the cylinder. Oil bath air cleaners :- fi | The main difference between a dry and oil bath cleaner is that in latter type, oil is used for cleaning air. This type of cleaner operates on the principle of having the air laden with dust enter the intake’ stack, pass down the inlet passage over the oil surface, where some of the cil is picked up, atomized and carried up into a separating screen, As ihe air passes through a screen ( filter ) mgst.of the remiaining dirt is attached to the oil ‘Wetted surfaces and drains back into the sump. ‘The air outlet is on the side through which the clean air enters the cylinders. In the bottom a removable cup is fitted for Convenient cleaning and servicing, ‘This cup has one level: mark. Oil bath air cleaners are always mounted vertically to the engine; thus the oil remains in the cup at the bottom of the cleaner: It is often mounted either in front of the radiator or by the side of the engine. This type of air cleaner is fitted in B-275 International, Escort, MF-1035, Hindustan and Zetor tractors. PRE-CLEANERS:- Tractors always work in dusty conditions. In order to prolong the engine life, pre-cleaners are fitted in the upper portion of the main cleaner. When the engine is running, the ait~4s drawn through the pre-cleaner to the inlet tube of the main cleaner. Here large dust particles ¢¥yremoved from the a ust parte wv ir stream, thus reducing much ofthe load onthe main cleaner, 7 ‘The pre-cleaner functions are bas vanes and baffles it gives a rotary m: particles to be thrown out due to centrfiy the cleaner. The servicin performance, SUPERCHARGERS:- ed on the centrifugal principle. By means of n to the air, thus causing the heavier dust ial force and the pre-cleaned air passing 19 8 of the air cleaner is an important factor in efficient engine INLET MANIFOLD:>) re ce ewer aU PL URE YE EEOVUEEC EEL ECE WS veers Rollor Tappa ‘Prassure Hand Printing ~ Chamber \ Device Prossure Valve Vig. 6.8 Double actiny fuel pump FP/KD (Courtesy MICO, Bang:lore)© . FRPP S RA yoF PELELLELL ae ee ee 2 oe —f 2 @ SEECEEDLES oF Ke wk Te oe IeledeUE -_ e Au venting Screw Adjusting tho PF. type Pump Fig. 6.12 PR. ‘ ‘ype injecti, engine (Courte 0D pump for si ‘sy MICO, B; Inspection window ingle cylinder ‘angalore)oe GPO IDE REULECETELTEEE ee PEoe ve CFC e Fig. 6.13 PE-pye injection pump for four cylinder engine (Courtesy MICO, Bangalore)= c 3 Ss 2 ¢ $ 2 £ 5 & Se 8 $ 8 Sees 2 #e g g Ss B = ei 8 3 3 2i 4i 45 G34 aa 4 —FVeL system OF SPARK Lon ETIoM enorme aa FLOAT NEEDLE VALVE ADSUSTING NeEDLe ‘ i a Simece ¢ 1 ; ——SimPle CARBURETOR win (pfavary FEED AND FLOAT cramed ateS SFKUUVTHKE injection commences is determined by the compression of the valve control spring, This can be adjusted manually by the setting serew. A very smalhportion of the fel eseapes past the upper partof the nozze valve, ensuring effective lubrication. ‘ ‘The main part ofan injector a_i) nozzle (i) cap nut, i) spindle, (iv) holder body, (v) compression spring, (vi) adjusting screw and nut or adjusting shims, (vit) leak off pipe and (viii) fuel inlet, SPARK IGNITION FUEL SUPPLY SYSTEM IN SPARK IGNITION ENGINE The fuel supply system of spark ignition engine co 1. Fuel tank 2, Sediment bowl 3. Fuel lift pump 4, Carburetor and 5. Fuel pipes. In some spark ignition engine, the fuel tank is placed above the level of the carburetor. The fuel flows from the fuel tank tothe carburetor under the action of gravity. There are one or two filers between the fuel tank and the carburetor. A ian:parent sediment bowl is also provided to hold the dust and dirt of the fuel. If the tank is below the level of the carburetor, a lift pump is provided in between the tank and the carburetor for forcing fuel fiom the tank to the carburetor of the engine. The fuel comes from the fuel tank to the sediment bow and then to the lift pump. From theré the fuel soes to the Carburetor through suitable pipe. From the carburetor, the fuel goes to the engine cinder through the inlet manifold of the engine. METHOD OF SUPPLYING FUEL TO THE JET OF THE CARBURETO: Ifthe fuel tank is above the carburetor, the fuel flows by gravity force to a float chamber which maintains constant head at the jet of the carburetor. If the nk is below the carburetor, there are tree methods of supplying fuel to the jet of the eniuncion (a) Suction method (b). Overflow method (©). Float valve’meth« (©) Svetion Method: - In this methog, there is check valve, provided in the fuel tank. ‘he check valve is connected to the needle valve through a pipe. It is mainly used on ingle cylinder engine operating constant load or speed. () Overflow Method: - A pump supplies fuel toa chamber equipped with an overflow pipe. It is used on stationary single eylinder engine, {0 Moat valve Method: ~ A diphragm pump is used to lift the fuel from the tank tothe float chamber, : CARBURETOR:- ‘The process of preparing an air-fuel engine is called carburetion and the device in which carburetor, lure away from the cylinders of an this process takes place is called Principle of carburetor: ‘The basic principle of all carburetor design is that when air flows over the nd ofa narrow tube or jet containing liquid, some quid is drawn ing the ait steam. The Quantity of liquid dravin into the ar stream increases asthe speed rate flow over the jet "ses and also the quantity is greater ifthe jet is made larger, When the fuel level rises to its valve back to is seat and cuts off he fuel flow. The veloci is increased by a constriction iMLxLMn VALVE FUEL TANK, | | fib [ ya} ene yauve AND. Check VaLve CARQURETOR VIEIH SUCTLON FEED vA NEEDLE VALVE (a ae Fue Le | 2 E | S Fue tet LE ae a cnoKe Furr Tank == Nreruen' ere _car@vkeqoR wii feep fuMP To fuer RESERVOLR suerson Vauve Pie R BOWL __DiafuRagm TYPE FueL pune ~ e rs e e Lo Cs + » ~~ 7. ei E = WOUE el mls ee e Sadededeu' A throttle butterfly valve provides an adjustable obstruction in the indu:tion pipe, I i used 1 control the low of alr-fuel mixture to the engine. A second butterfly valve called Choke is used to provide a richer mixture for the mixture for engine to st-rt to cold condition. Function of Carburetor := ‘The iain functions of the carburetor are : 1, To mix the air and fuel thoroughly 2. To atomize the fuel 3. To regulate the air-fuel ratio at different speeds and loads and 41. To supply correct amount of mixture at different speeds and loads. COMPONENTS OF CARBURETOR a ‘A carburetor consist of the following components: 1, Venturi tube :- It is provided to produce low pressure in the throat of the carburetor, 2. “oat chamber := Float chamber is a reservoir to maintain a constant level of the fuel in the carburetor. 3..‘Lirottle It is butterfly valve between the mixing chamber of the carburetor and the inlet manifold of the engine. 4 4. Choke i It isa device for restricting the air supply in the carburetor, 5. Diain jet :- It is a small opening of exact size through which fuel passes from the float cchaniber to the throat of the carburetor in form of spray. 6. (ling jet + It is a special ype of jet which supplies fuel at idling speed or tow speed of th engine, 7. Ci nptnsating jet':- This helps the mixture to maintain correct proportion of air-fuel at ditierent loads and speeds. 8. Economizer :-.1t is a device for regulating the fuel supply in the main jet. ME‘ HOD OF MOUNTING CARBURETOR ON ENGI} E :- On the basis of ways of mounting the carburetor on the ‘engine body, carbyetor may be divided into the two classes : 1. Do yndraft carburetor = Ieis mounted above the,ntake manifold of the engine, so thatthe air enters the upper part of Carburetor and the mittiure flows downwards into the manifold, 2. Updraft carburetor :- It is the mounted below or beside the engine block and the mixtice flows upward into the engine. ‘FUE! SYSTEM OF DIESEL ENGINE uel system of diesel engine consists ofthe following components, 1. Fuel tank 2. Fuel lift pump or feed pump 3. Fuel filter 4, Fuel injection pump ‘ High pressure pipe Over flow pipe ; . Fuel Injector (Injection nozzles) Fuel is drawn from the fuel tank by the Feed pump and force {0 the injection pump through Fuel filter. ‘The Injection pump supplies high pressure fuel to inje tion nozzles through delivery valves and high pressure Pipes. Fuel is injected into ince, pation chamber trough Injection nozzles.” The fuel that leaks a Rane inject'-» nozzles passes out through leakages pipe and retums to the fact tank through the over fv pipe. la,a ™“ ay =) xy eo SelJedtUE Use badbboded EXPERIMENT NO. :-7 TITLE :- Study of Properties of fuel and oil OBJECTIVE :- To study of properties of fuel and oil. ‘THEORY :- PROPERTIES OF FUEL In compression ignition engines, stroke. The air alone is compressed 8 perso i mn the temperature is about 600°C. oe oorporatsfctory cpertion, the diesel fuel must be suitable for the fuel valves, pumps and nozzles for which it is designed. For satisfctory operation, the diesel must satisfy the following requirements: 1. Itmust ignite readily and bum evenly. © © 2, Itshould have a low viscosity so that it can be atomized from the nozzle holes. 3, It must have some lubrication qualities to operate the valves and El pump the fuel is injected at the end of the compression f about 35 kg/cm? absolute and after parts. ' ; 4, It should have minimum foreign materials, otherwise, the engine parts may rapidly wear out. ‘The properties of the fuel have considerable influence on the performance and reliability of a diesel engine. The main properties of the fuel are discussed below. IGNITION ‘The ability of a diesel fuel to ignite by itself or self-ignite.under the conditions existing in an engine cylinder is called fuel ignition quality. A fuel which will self-ignite at a low temperature is constdered to be.af good ignition quality. Such fuels performs better in an engine, It enables easy starting, produces less smoke and reduces fuel knock. The ignition quality is expressed by an index called cetane number. The term cetane number is used to express the ignition quality of a particular fuel. The cetane number of 4 fuel is related to the percentage of cetane in a mixture of two hydrocarbons that has the same ignition quality as the fuel being tested. VOLATILITY :- The readiness with which a liquid changes to la vapour is know as volatility ofthe liquid. The vaporizing temperature of high speed diesel ol is higher than that of petrol. If all the fuel is not vaporized it will go to the crankcase oil. The rapid vaporizing of fuel helps to produce more power. In the case ofa diesel engine, volatility is indicated by the 901% dition tempers, The lover is tempera, the higher te vltlity of be iesel fuel CARBON RESIDUE :- ‘The carbon of an oil indicates its tendency to form carbon dey i i ;posits on the’ engine, Barts. Aer all volatile ater ina sample of oil hes been evaporated in he absence of air, what remains is the carbon residue, This carbon residue should not 2 0.25 % of the oil sample by weight. . i eee~ v Ss 3 8 S$ S 2 ee © SWI UWAW UU EUSIOLa PROPERTIES 0. LUBRICATING OIL, i) Viscosity :- es ge oe Primarily, viscosity is the most important characteristic of a lubricating oil. It refers to tendency o ‘oil o ress low. In-a bearing and journal, layers of oil adhere to the surface, These laye-s must movs or slip with respect to each other and the viscosity of il determines the ease ‘vith which slipping can takes place. We can divide this into two parts i) body and ii) fuidity, : Oil body pre sents the load from squeezing out the film of oil between the journal and bearing. This property cushions shock loads, maintains a good seal between the piston rings and cy!'nder walls and maintains an adequate oil film on the entire bearing surface under load, i é Fluidity refe-s to the flow of oil through the oif lines and its spread over the bearing surfaces. The Viscosi: of oil most suitable for a particular engine depends on a number of factors- the magnity ¢ of bearing and piston clearances, engine temperature, engize speed piston material, forrn and arrangement of piston rings, capacity of oil pump, et. all of which have an effec’ on the distribution and consumption of oil. Temperature nfluences viscosity: a higher temperature reduces. viscosity and vice versa, ii) Viscosity Index ‘The entire 01’ does not thin out or,becomes léss viscous at the same rate asthe rise: of temperature. To take account ofthis factor another means of rating oil called viscosity index is adopted. In ‘ts use every lubricant is given a number to indicate the rate at which itthins out asthe ter: »eratue rises or gets heavier as temperature falls. ‘The rate ofchange of viscosity between 10 and 100°C is used as a basis to calculate this valve. ‘The lower the rate of change, th higher the viscosity index, iit) SAE Number :- a In practice I. ricating oils usually are marketed by their SAE viscosity umber Iceommended by tle Society of Automotive Engineers, USA.” The. fllowing ‘ecommendations apy -ared in “ SAE 1945 Handbook” and the liable to revision, Some oil £6: panies employ the designation W (meaning winter) after SAE viscosity number to » 2note that the viscosity of the oil will be low enough at O'F for satisfactory starting in. severe winter. iv) Pour Point Depr_ sants :- it suffclently ow temperatures, some oils becomes so thick that they do not pour Gut at all, Certain a” tives can be Added to ihe oil which will depress or lone’ she temperature point at v--vhich the oil becomes too thick to result flow. These additives are called pour point depr. -sants, : . ¥) Resistance to Car! om Formation := Carbon format’ 1 can cause peor engine performance to it, Carbon may pac. in and around the piston rings, sroove. This prevents :.1¢ proper operation of the piston oor compression, exc” sive oil consumption and scorin, build up on the pisto:: head and in the cylinder head, and can also cause danage causing them to stick in the ring ring, This may result in blow-by, 8 Of cylinder walls, Carbon may Carbon may also form on theunderside of the piston to an extent such that heat transfer is hindered which can result in the overheating of the piston. vi) Oxidation Inhibitors When oil is heated to a fairly high temperature and then agitated so that considerable air is mixed with it, the oxygen in the air tends to combine with oil, thus oxidizing it. Since this is the treatment that the engine oil undergoes, some oil oxidation is bound to occur. AS the oil is oxidized, it breaks down forming various harmful substances, Oil chemists and oil refineries control the refining process and add certain chemicals known as oxidation inhibitors to help engine lubricating oils resist oxidation, ‘A) Regular Type : ‘This terin is used for motor oil which is generally suitable for use in IC engines under moderate operating conditions. B) Premium Type This is motor oil which has oxidation stability and bearing corrosion preventive properties necessary to make it generally suitable for use in IC engines which the operating conditions are serve. C) Heavy Duty Type :- This is motor oil having oxidation stability bearing corrosion preventive properties and detergent dispersant characteristics necessary to make it generally suitable for use in both high speed diesel and gasoline engines under heavy duty service conditions.FRR PLIF LEVI TOP OPPS DES YE N dos Raointen nb Abby (Ly TITS, PIS, dd ddd¢d ,22ecddedd 242 fodgddd EXPERIMENT.NO.8 TITLE. :- Study of cooling system of IC engine. OBJECTIVE:- To study cooling system of IC engines. THEORY :- NECESSITY OF COOLING SYSTEM ; t 2 ‘The cooling systems provided in the IC engine fr flowing ressons: 1. The temperature of the buming gases in the engine cylinder reaches up to 1500 to Bi C which is above the melting point of the material of the cylinder body and head af the engine. (Platinum, a metal which has one of the highest melting points, melts at 1750 C, iron at 1530 C and aluminium at 657.) Therefore, if the heat is not dissipated, it would result in the failure of the cylinder material. i A 2. Due to very high temperatures, the film of the lubricating oil will get oxidized, thus producing carbon deposits on the surface, Don 3. Due to overheating, large temperature differences may lead to a distortion of the engine components due to the thermal stresses set up. This makes it necessary for the temperature variation to kept to a minimum. - 4. Higher temperature also lower the volumetric efficiency of the engine. REQUIREMENTS OF EFFICIENT COOLING SYSTEM :- The two main requirements of an efficient cooling system are 1. It must be capable of removing only about 30 % of the heat generated in the combustion chamber, Too much removal of heat lower the thermal efficiency of the engine. ° 2. It should remove heat at a fast rat hen the engine is hot. During the startin 1g of the engine, the cooling should be very slow so that the different working parts reach operating temperatures in a short times. COOLING SYsTEI A system which controls the engine temperature is knowa as a Cooling System. There are tivo types of Cooling System: i) Air Cooling System, il) Water Cooling System. ) AIR COOLING systeM : In this type of cooling system, the heat which is conducted to the outer parts of the engine is radiated and conducted away by the stream of air which is obtained fiom the atmosphere. In order to have efficient cooling by means of air, the contact area is increased by providing fins around the cylinder and cylinder head, the hot spots of the engine. The fins are metalic ridges which are formed during the casting of the cylinder and cylinder head, ‘The amount of heat carried o| factors: i)The total area of the fin surfaces, ii)The velocity and amount of cooling air and HF by the sir cooling depends upon the following(—A PE — ———————— To va hector sis by poss volaue | | | eh ¢ Uosed “ | | Pop ‘@ oro eb 0-8 OO" OF 69 0907 7 YO & OO OOS, 3. Circulation stops asthe level of water falls below the top ofthe delivery pipe of the "radiator. For these reasons this system has below obsolete and is no more in use, tooling System :~ 2 ehia anetws Orbe eins principle as the thermo-syphone system. In this there is a hopper on a jacket containing water, which surrounds the engine cylinder. Ta this system, a8 soon as water starts boiling, itis replaced by cold water. An engine fitted with this system. cannot run for several hours without it being refilled with water. This system is not common, though the Krishi power tiller engine still uses it, 4) Pump Or Force Circulation Water Cooling System := : This system is similar in construction the thermo-syphone except that it makes use of a centrifugal pump to circulate the water throughout the water jackets and radiator. The water flows from the lower portion of the radiator to the water Jacket of the engine through the centrifugal pump. After the circulation water comes back to the ’ radiator, it loses its heat by the process of radiation. This system is employed in cars, Inicks, tractors, ete, PARTS OF Li OOLTI SYSTE] The main parts in the water cooling system are : i) Water Pump, i) Fan, iii) Radiator and Pressure Cap, iv) Fan Belt, ¥) Water Jacket, vi) Themostat Valve, vii) Temperature guage and viii) Hose Pipes. i) Water Pump := ‘This is a centrifugal type pump. It is centrally mounted at the front of the cylinder block and is usually driven by means of a belt. This type of pump consists of the following parts: (a) body or casing, (b). impeller (rotor), (c) shaft, (4) bearings or bush, (©) water pump seal (1) pulley. 2 ‘The bottom of the radiator is connected to the power is transmitted to the crankshaft: Seals of various design are incorporated in thé pump to prevent loss of coolant fom the system. Water pumps are often designed with a by-pass opening which permits the circulation of water within the cylinder block and Cylinder head only when the ‘engine iscold and the thermostatic valve is closed. The rate of circulation of the ii) Fan = : The fan is generally mounted on the vater pump pulle although on some engines it is attached directly to the crankshaft Trsenves Wo-pitooses in the ‘cooling system of the engine. ) Jedraws atmospheric ar through the radiator and thus increases the efficiency of the Fadiator in cooling hot water. (®) It throws Tresh air over the outer surface of the ‘engine, Conducted by the engine parts and thus increases the e system; suction side of the Pump. The pump spindle from a pulley mounted at the end of the Pump should not be less than 0.51/BHP/min, which takes away the heat {ficiency of the entire coolingii) Radiator > The purpose of the radiator is to cool down the water received fom the engine, ‘The radiator consists of three main parts: a) upper tank, b) lower tank and c) tubes Hot water from the upper tank, which comes from the engine, flows downwards through the tubes. The hest contained in the hot water is conducted to the copper fins provided around the tubes. ‘An overflows pipe, connected to the upper tank, permits excess water or stream to escape, There are three types of radiators: (a) Gilled tube radiator, (b) Tubular radiator and (©) Honey comb or Cellular radiator. (a) Gilled tube radiator :- This is out of the oldest type of radiator, although itis still in use. In this, water ows inside the tubes. Each tube has a larger number of annular rings or fins precoed fimly over its outside surface. () Tubular radiator :~ The only difference between a gilled tubes radiator and a tubularone is that in this quay here are no separate fins for individual tubes.’ The radiator vertical tubes poss through thin fine copper sheets which run horizontally (©) Honey comb or Cellular radiator :- The cellular radiator consists of a large number of individual air cells which are Suupunded by water. In this, the clogging of any passage affects only a sinall parts ofthe cooling surface. However, in the tubular radiator, if one tube becomes clogged, the cooling effect of the entire tube is lost. : iy) Thermostat Valve sg Iris a kind of check valve which opens and closes with the effect of temperature Its fitted in the water outlet of the engine, During the warm-up period, the thermostat is closed and the water pump circulates the Vater only’ throughout the cylinder block and cylinder head. When the nomal operating temperate is reached, the themsostae vee opens and allows hot waterto flow towards the radiator. Standard thermostats are designed to start opening at 70 to 75° C and then fally at 82°C. High teniperature thermostats, with permanent anti-freeze’ solutions ( Prestine, Zerex, etc) ‘start opening at 80 to 90" C and fully open at 92°C. ‘There are three types of thermostats : a) Bellow type, : b) Bimetallic type and : ~ c) Pellet type. a) Bellow Type :- 2 Flexible bellows are filled with aleohol or-ether. When the bellows is heated, the Xiquid vaporizes, creating.enough pressure to expand the bellows, When the anit c coeled, the gas condenses, The pressure reduces and the bellows collapse to lose the valve. mn b) Bimetallie Type Valve :- This consist of a bimetallic strip. The unequal expansion of two metallic strips causes the valve to open and allows the water to flow in the radiator.¢) Pellet Type Valve :- ‘A copper impregnated wax pellet expands when heated and contracts when cooled. The pellet is connected to the valve cooled. The pellet is connected to the valve through a piston, such that on expansion of the pellet, it opens the valve, A coil spring closes the valve when the pellet contracts. PRESSURE COOLING SYSTEM :- Tn the ease of the ordinary water cooling water cooling system where the cooling, water is subjected to atmospheric pressure, the water boils at 212° F. But when water is boiled in a closed radiator under high pressure, the boiling temperature of water increases. The higher water temperature gives more efficient engine performance and affords additional protection under high altitude and tropical conditions for long hard. driving periods. The pyessure-release valve is set to open at a pressure between 4 and 13 psi with this increase in pressure, the boiling temperature of water increases to 243° F ( at 4 psi boiling tap 225° F and 13 psi boiling temperature 243°F). Any increase in pressure is released by the pressure release valve to the atmosphere. On cooling, the vapours will condenses and a partial vaccum will be created which wil result in the collapse of the hoses and tubes. To overcome this problem the pressure release valve is associated with a vaccum valve which opens the radiator to the atmosphere.ou fie { SSy i” j eer PrPe epeeerergy as 444" SX ame OU drove awacee AN Fe tw 4 | ee phetan rough whan vega id d 4 nS —ectevem Swtehing Sha dawn) Lea =ecu uuruvevvuvvuvrv~ EXPERIMENT NO i: 9 TITLE,» Study the lubrication of tnctor engine ODJECTIVE := To stody the lubrication of actor engine THEORY, DEFINITION OF FRICTION « Priction i8 the resistance to motion between two bodies in contact with each ofher. ‘The resistance to motion increases with the load, area of contact and co-efficient of friction between the two surfaces. In tractor engine, the load between moving surfaces (in the beating) may be well above 1000 psi Under microscopic examination, all metats show rough surfaces regardless of how they have been polished. Ifthe bearing surfaces are allowed to rub against each other without lubrication, they will develop considerable fiction and heat resulting in excessive wear, This type of friction is termed solid friction, ‘The friction between the moving parts of an engine reduces placed between them so thatthe parts ride on the ‘The oil is shown in layers A to D. In this diagram, layer A adheres to the moving object (W) and moves at the samme velocity. Layer D adheres to a stationary object and is therefore, stationary. Thus, there must be relative motion between the layers of oil A and D. The resistance of the oil film to this splitting results in an intemal friction within the oil, termed fluid friction. ‘when a film of oil is Oil film instead of riding on each other. Ny The il layers act between a rotatin, seen that the journal takes an eccentric position is the result of the loading of j film is maintined by wedging action, ‘The oil is forced into the wedge, i shaft journal anda stationary bearing. [t i= position in the bearing when in operation. This journal W and the direction of rotation. The oil at the bottom by the pressure generated when it is carted from the wide space A and forced into the narrow space B atthe bot by the “otating journal to which it adheres. This i called hydrodynamic theory of hbsicaion ‘The lead, speed and body ofthe lubricant affect te thickinea3 ofthe oil flan between the bearing and the journal The higher the lod, he thinner the fm, te higher the speed the thicker the film and the heavier oil, the thicker the film, However;a heavier coil increases the friction and raises temperature. At higher temperatures the oil becomes: thin and ths again the fiction isreduced. Therefore, the we ofa heavier ol oien results in only raising the temperotre of the bearing, A lightet oil can be celled to ‘maintain anil film of satisfactory thickness which has sulfcient adhesiveness an film strength to provide satisfactory boundary lubrication when the engine is starting from ‘eat, I satisfactorily adheres tothe cylinder walls LaCure Gan at glbs —\ bawssings fete Oo Cdl»._ » Dd » ee SU a a OVO OM OF OY 09 G7 BF Ww o SUUUGYY TYPES OF oILs A) Regular Type This term is used for motor oil whit under moderate operating conditions, B) Premium Type :- i This is motor oil which has oxidation stabilit Properties necessary to make it generally suitable fo operating conditions are serve. C) Heavy Duty Type This is'motor oil hi properties and detergent di {or use in both high speed diesel and gasoline engines und. conditions, PES OF LUBRICATING SYSTEM :- Three Type of lubricating system are in given ') Splash, ii) Pressure feed and ii) Combination i) Splash System :- In this system the oil is splashed on to different ve ‘means of a scoop, dipper or crankwebs. Th beating caps. When it dips into the oil ate certain engi crankshaft webs. The main bearings, liners, ete. lubricated by this system, ii) Pressure Feed Systen In this system, a pump is provided to circulate moving parts. The oil pump delivers oil o the drilled holes to the main bearings, camshaft beari bearing. Some engines have passages in the rods the big end. "The liner is lubricating by the oil piston pin bearings. {ii) Combination of Splash and Pressure System :- In this system some of the ports are lubricated by Pressure, The lubrication system shows of different tra MAIN PARTS OF LUBRICATIN ‘The main parts of the lubr A) OIL SUMP OR OIL PAN :~ ich is generally suitable for use in IC engines ty and bearing corrosion preventive use in IC engines which the Y to make it generally suitable ler heavy duty service below. of splash and pressure, ‘orking parts of the engine by Scoop oF dippers are fitted to the big end very revolution, the oil gets splashed, In ines the oil is splashed by iy hat bearing, timing gears, piston, cylinder the lubricating ofl to the engine ain gallery from where it passes through ings and partially to the connecting rod ‘o supply the oil tothe piston pins from thrown off'from the connecting rod and y the splash and some by lors, ‘This is the lowest part of the engine which contains lubricating oil, It is made of Clor sheet metal.a wwe wr wos Sal UU UU ¥ ose : es Delivery Pipa. Dolivery'Valve tpye injection ‘engine’ (Courtesy Pump for four cylinder MICo, Bangalore)ia ~~. dade Ch hd EAMAAEEEE ES Sf Oe KAi ee a Be = odd. Lee. Toe 7 itt & 5 o e ee ee B) OIL PUMP:- A pump which supplies the oil 1 the moving parts of the engine is called an ci) pump. There are three types of oil pumps as described below. i) Gear Type :- ! This pump consist of « housing containing two spur gears, one fitted on the idle shaft and the other onthe main shaft which gts the dive from the camshaft or crankshaft. Inoperations, the two gears revolve in opposite direction. Oil is drawn between the teeth of the gears from pockets which cary oil from the inlet side of the pump to the outlet side where itis discharged. ‘There should be a backlash betwe: and radial clearance between the gear to 0.006 to 0.0010”. These clearances shou en gears teeth amounting to 0.004” to 0.006” the body of 0.002 to 0.0046” and end Hloat of ldbe checked by feeler gauges. his consists of two rors inner and outer, and fits in the oil pump body. When Ty_Pump shaft rotates, the inner rotor revolves with the outer rote in the pump body. The revolving rotor in the pump body. The revolvi Ke becomes filled with oil at the respectively. iif) Plunger Type Pump := This type of pump is used in station consists of a housing conta‘hing a sprin, ump oil and a check valve which prev ary Kirloskar oil Engines and motorcycles. It ig loaded plunger which moves up and down to eA} the drawn in oil from the flowback. crankcase, ‘These are of two types: ball and spring type and dise and spring pe. D) OIL FILTERS Carbon deposits, dust, dirt and metal rubbings get mixed with the crankcase oil and cause a series of defects in the engine. To minimize this il filters are provided on the engine. Oil circulates in the fi i i Llter which tops particle of foreign material through Permitting theo} sed: i) full Now type and ii) by pass type, 5) Full Flow Filter ==‘The fall flow filter is designed in a way such that the entire quantity of oll is forced to circulate through it before it enters the engine, A spring londed valve is usually associated in the filter asa protection against oil starvation in case the filter gets clogged ‘The fall flow filter includes the metallic unit which is further divided Into three categories; i) multi-plate edge type strainer, ii) wire gauge type and iti) wire bound strainer, Other types of full flow filters have elements of felt, cloth, paper element plasticized by immersion in a thermostatic plastic followed by oven backing, All these Elements are replaceable and should be changed after the recommended time period, ii) By Pass Filter := In this the supply lines from the pump are connected to permit only a part of the oil through the filter, the balance oil reaching directly to the engine parts. Over period of operation, all the oil in the crankcase passes through the filter. Since only a pat of the oil passes through the filter, the clogged filter has no effect on the working of the engine, The filter elements of different tractors are; i) felt or cartridge paper (MF-1035, B- 215, Ford), ii) metallic ( TL 30, Zotor 2011) and iii) centrifugal type ( Byelarus, Escort 2m). E) OIL PRESSURE GUAGE ; This is provided on the engine to know the oil pressure which gives a warning against low or high pressure. The following are the two types used on engines, ! 4) Pressure Expansion Type : ‘This is a Bourdon tube type gauge directly fitted on the filter head or main gallery. Somevof the tractors fitted with this type of pressure gauge are: MF-1035, B-275, Escort 37, U 500. ii) Electrie Operated : @ This type can be further classified as bimental-thermostat type and baluncing-coil type. A baloncing-coil type makes use of to separate units, the engine unit and indicating unit. The-engine unit consist of a variable resistance and a movable contact. that moves from one end ofthe resistance to the other in accordance with varying ol pressue against a diaphragm, The indicating unit is calibrated to read direetly in terms of kg/em? or psi. z ¥) OIL LEVEL DIPSTICK ;- ' : This is placed on the engine to check the oil level in the engine sump. The dipstick is marked to read as ‘full’, ‘half? and ‘danger. The oil level should be checked only when the tractor is on a leveled ground. * SRANKCASE VENTILATION ;- During of the lubricating oil in the engine crankcase with water and diesel is Jikely to occur unless some means are provided to prevent it. The water may be condensed from water vapour in the crankcase air when the engine is stopped and the , ‘crankcase is allowed to cool, Much of this water vapour may be a by-product of combustion inthe eylinder that ha leaked into the crankcase through the piston tings in the form afblow-by. fl ~~ Over enarererereaae A BL SOUE GU UOe Diesel also finds its way into the gump when the engine is cold or when the injector dribbles. If either the fuel or oil contains sulphur, surphuric acid may be formed by such dilution. This acid causes corrosion ofthe crankcase metals as does water, if cither or both are allowed to collect and remain in the crankease. Crankcase ventilation is employed to minimize this dilution. It involves the passing of a constant stream of air through the crankcase which picks up and carries away ‘most of the fuel vapour before they can condense and dilute the oil. The ventilation system may be open system or closed system. In the open type, a bent tube is connected to the crankcase extended in open air. The flow of air at the end of the tube creates a vaccum which draws the vapours from the crankcase. The sir is érawn into the crankcase through a breather cap which is fitted to the oil filler cap. Inthe closed system, the air enters through the oil filler cap ( breather, circulates tifough the crankcase and then passes away through a connecting tube into the intake manifold. From there it reaches the combustion chamber and then into the exhaust. :eMAueT VALVE = HEL_AMD _mS6S_GOVERNENG SYSTEM ShIPC CHEK EEKKKKK Kha Kd KOEXERCISE. NO. 10 SALACISE NO. 10 TILE:- Study of different types of governors and methods of OBJECTIVE:- To study different types of governors and methods of APPARATUS:- Models of different types of governors, THEORY:- governing, f governing, ii, protecting the engine and the attached equi speeds, when the load is reduced or removed, ipments against high PRINCIPLE OF GOVERNOR: ERINCIPLE OF GOVERNOR: Engine governor is used for automatically controlling the speed of, “pauating the intake of fuel or injection of fuel, so that engine speed is maintai desired level under all conditions of loading During operation, the load on the tractor e pen condition of ground, soil and attached implemen engine speed to change accordingly when the load o ‘an engine by at ngine frequently varies depending nts. These load variations cause the mn the engine speed may rise beyonce fine parts and increased fuel consumption. For better field performance, the Speed for implements and machines shoul} amount of air-fuel mixture or fuel delivered changes in the engine speed. Governor use: wriable speect ‘overnor and one used on stationary engine i CLASSIFICATION OF GOVERNING SYSTEM: Governing system is classified as: 1. Hitand miss system & 2. Throttle system: 1. Hit and miss system: The main Principle in this method is to keep alike at maximum intensity but to vary the number of explosions depending upon the power requirement, A detent or a latch io pr all explosions per unit time, vided on thecomemescnmmmsrh\\ \ CG EE W 4 4. —IMROTTLE _ GOVERNING __S* < THROTTLE BUTTE RELY Governor SPeave, CENTRE FUGAL —GQOVERMOR eo ne REED EE APES E LAE EEE EEE ET TTTresult, the speed falls. Thus it is found that explosions are missed intermittently but every charge is of norinal strength. This method is mostly used on gas engines. wee 2, Throttle system: In this system, the number of explosions are not teddy only intensity of explosion is changed. A suitable butterfly valve is provided in the i : passage between the inlet manifold andthe carburetor. Ifthe speed decreases the throttle remains wide open and more charge goes to the engine cylinder. When speed goes up, the throttle comes to nearly closed position and less charge goes inside the engine cylinder. . % Throttle system of governor can be divided into three types; a) Centrifugal governor b) Pneumatic governor c) Hydraulic governor a. Centrifugal governor: The main principle of centrifugal governor lies in the fact that when the weight rotates about a point, it tend to ‘ly away in tangential direction from the centre of rotation. If the weight is constrained by a linkage, it can be. made to operate a control lever, Cee de Centrifugal governor consist of: spring loaded centrifugal weights, sliding collar, spring, throttle valve and, connecting rod. The connecting rod controls the throttle valve, provided in air-fuel passage. The centrifugal weights may be cither mounted on the ‘engine crankshaft or on another shaft driven by the crankshaft. The sliding collar moves along the axis of the shaft, depending upon the speed of centrifugal weights. The distance between the weights is directly proportional to the centrifugal force and inversely proportional to the spring tension. At low. load, the engine speed tends to go high, the centrifugal weights tend to fly outward against spring tension, thereby closing the throttle valvé"and reducing the entry of the charge insidle the engine. Similarly at high loads, the speed tends to become slower, and centrifugal weights come closer due to spring tension, The contraction of the weight causes the throttle to open fully allowing more fuel to come in the engine cylinder to increase the speed of engine. Centrifugal governor is very common on tractors and stationary engines, POD OS Stee: PPP 7b Pneumatic, governors Pneumatic govemor is used on both carburetor engine and diesel engine. It consist of diaphragm, thrust lever, control rod, flexible tube, venture valves, control lever, pull button, accelerator pedal, In such governors, a pressure depression is created in Engine intake manifold, which causes the diaphragm to operalea lever connected to the control rod of the fuel injection pump in diesel engine of to the connecting ‘lever of th There are two chambers in diaphragm unit: (a which is connected to the atmos fe Gh USSU OE SF UF UPeSeee eee dv o d 3 3 y > 5 3 3. 5 ’ © Stuur UU Ure: is connected to the venturi unit, A leather diaphragm separates this compartments. Difference of pressure in the venturi tube is communicated to the diaphragm chamber to operate the spring Toxded diaphragm and pump control rod, There is a vacuum pipe which connects the air tight chamber on one side of the diaphragm and he venturi tube inthe intake manifold, There is butterfly valve at the throat of the venture, The butterfly valve is actuated by a throttle lever, When the throttle lever is operated, the butterfly valve is moved and a change is brought in the pressure at the venturi throat. This pressure change is transmitted to the diaphragm through vacuum pipe. The diaphragm either moves back against the spring or is moved outwards by the g spring. The movement of the diaphragm actuates the control rod of fuel injection pump or the throttle lever of the carburetor to increase or decrease the fuel supply, thus controlling the engine speed. This type of governor is popular on small engines. ©. Hydraulie governor: This govemor is based on the principle that change of pressure in one part of the system, produces an opposite change of much greater magnitude in another part. A pump is used ‘to deliver the oil from the fuel injection purnp into a chamber called Amplifier under pressure. Pressure drop depends upon the amount of oll Mowing “i.e. upon pump speed which is in tum dependent ‘upon engine speed, Movement of the piston against spring pressure moves the control rod to open postion, increasing'pump delivery. End thrust on the amplifier piston tends to open the amplifier valve, but is resisted by the control spring. Depression of the aceeleratoy compresses the spring and increases the load on the amplifier valve Which opens at a pressure tat depends upon the contiol positon, seclected:ty the drive, An idling vale is provided to give greser sensitivity under idling conditions when the rate of il flow ic low. This type of governor is not in common use for tractors and small stationary engines. GOVERNOR REGULATION: + The govemor is fitted on an engine for maintaining a constant speed, even then nla pion i speeds observed at fill load no load conditions, re possible to ‘eaulate the governor to maintain a higher or lower speed by changing the tension of the Sine The extent of regulation done, is expressed in terms ot percentage called Percentage regulation. This is also called speed droop. j 1BOOS 46464600CCC08 bs a , r - = - b bh = 2 a be bh Par eessee 4 } ‘ / 1 he oy R This phenomenon tends to give a flatter torque curve as compared to a spark ignition engine ie. the power in diesel engine decenses much slower than that of a petrol engine. In diesel engine, the torque is considerably high lower than rated speed. This behaviour of diese] engine is called slogging and Mugging ability. Thus, it is said that diesel engine slogs better than petrol engine. A tractor has a variable speed govemor for maintaining almost a constant speed at different loads. Generally, governor is so adjusted that maximum torque is obtained not at maximum BHP but at a some lower BHP. If there is a difference of 500 rpm between maximum torque and maximum BHP, it is said to be a good governor. Also if the difference is 100"pm between no load and maximum BHP, it sid to be a good govemor. From figure shows that maximum torque is at about 1400 rpm and maximum BEIP is at about 1900 rpm, thus there isa difference of a $00 rpm which is the indication of a good governor setting. The difference between no load and maximum BHP is also about 100 1pm, which is also an indication of a good governor. At high leads, the specific fuel consumption curved is almost flat. For economic cperations , the load on the tractor should be such that engine may work on the flat Portion of curve for larger duration of time . Care has to be taken that fuel consumption, load is reduced. From figure shows relationship between . There is one curve correspondi PreyPxample -O > caratalt The baie power ala ashore Go oyptineey, T-¢ oy, having fas owing ctimencion . , Yai) Cytindey bere cp) = 12mm | 5) ShoKe lengn cL) = 150 Mm, Ye) trankshaft s pesettn) = 1000 2ev) min » (d) Prickon pastes - 20KW 2) Mean ef ecive pressure (9) = Foo Pa Cleliv parcat ) , (Pp No-o} eydinder %= 4 > Folution —s ) Thi cated pawey Lip) Nw = EAS XL hy acheke cogind | dy 60 xI0! p» J where , 2 Prossuer P= PASCAL = wry . Ls tengtn af sheKe ymm K Az CSS Sechon on area > Mm 2 > T= Spesd, Aev [min He NYY cyMader ee ajeytader, » Up) Kw > Foo Koo Kl Ly x 1X KIOO0 Ky 60x 10Ie a 2 9 Vp = Was Kw ’ 9 Rake = Indi cara poser - Pole Power 9 Pawer = 42-4xr -20 KW 3 2 = 22-45 ew % ample @). catutate the brace parser o} a 2 tybinder 4 yhake. FO qule TC engine 1245En. TH mean eth chive presturs ws ~ Joo KPa \ spect >] ceank Sha} E ty }200 evaluhen pet min. oe mechanical © }Hdent wb). AoW > “> Boxe dJameter (Bp) = 170m" ’ 2 [se (tL) = [amen sp sinke ong " a——-- - oo meptt) = Feo ufa ; | sat -i205 484 Snir sok tyiedeor F727 1 7 ip (xo) = <4 E for few arene Z 7 piagoo-yvitt 2 toa b\F VID gpk tn 1200 RZ a Zz Broke pene 224 Kote -1-E) Ed Frsmpe Gf teen cinder four oom & S¥EK< length soem bes , 1 ¢ tore asvierie- Atuning a mehaniced cffdenay 4] 077 4 1Goder ee Lind choke eepre Fovin 7 a Aeeeiops V5 Kw te dicated pele? k mean eliecive prestus Gaven, D2 4- Tun > Fomm™m Lio on = loomm, broke power bp) =15 Ke Tz 163o tev) win Nerdy = B57. Yeu ip- BE -15 - 164 £ if o4y ee sp = PlAy xx bot jolt 2 =f% BS FAN00 og Gc KTS 41650 XU WD Geni’? 4 Ov FF 64s PKDYIGI-W- Jo pe tbux 109 farc oly ZI4Gw i ot Pedy 4d WeaPS . vas Mixampe @ A foot cytinder a smKe gos engint on a) Cydinde, clameler of w'eny, SEKE bere Fahey eg ~ Lichen Valurh es HSB, engine sped 240 40) My Svacan elective prrnus Fol Fa wo tdech ef ficiemes So Fs] NW catentate G)ip Wid bp MD compression esto dv Suscph Velum Net ye: : Ne 1) Diameter Op -2 S em = Wa rMM Qo i) Stoke bet yatio =)-¥. MD clearance Vatume = 45008 com> “B, WW) Speco = 2U9 aov] min ~ v) Mep= 400 kpa ‘“ vi) Nimech = 45°). wy Vi) Gytindet x = 4 N shoke Leb 8 xp =e Bx wD =4 SO mm ~~ \qcticaked pone a uP aabah ps = 400 y : Foe leo WN yD HISD x75 HU 0 VU aving a teen a] 22 Rg .dhe braice clyim usa &6 cmp long D> AL a certain seHing o} fuel purgp the engine Ban 1140 Fev] my Ss \ wo oss weldht on the bale scale showed 222 Ko, “> dind 1) red engl ti) Power f Au en gh, wi) Cen, shaft forgeWek wei 22 =200Ky Torque = 200 X06 Lao K9e™ > POXH? = tVt6 NED ; : \ 1 brake power bP) » We 209 mK e Pp rae where my sapeecy L Tote cyt tec = goo, 2Xbo Lo 3 Wak dene ty 42 Cyee] sec =a x 85D Koy m)y = 2166+ 66 Veg m)s = 2166. 66 RGIN-M)S = 21233-26 wath