Professional Documents
Culture Documents
A PROJECT PRESENTED TO
THE DEPARTMENT OF MECHANICAL ENGINEERING
BATH UNIVERSITY, BATH
IN PARTIAL FULFILMENT
OF THE REQUIREMENTS FOR AN MEng DEGREE IN MECHANICAL
ENGINEERING
WISDOM PATRICK ENANG
MAY, 2010
SUMMARY
It is in response to the growing need for the cultivation of more rice to feed the growing population
of rice eaters in Indonesia, that this project has been under taken. Considering the fact that the
manufacture of this machine is meant to be carried out in rural areas of Indonesia, some key
constraints like availability of materials, costs and availability of manufacturing techniques have
deeply been taken in to consideration at every phase of this project.
In furtherance of the power train feasibility studies, this detailed technical design has been carried
out. This technical design aims to make a final engine selection needed to power the rice
transplanting machine. In addition an engine carrier design was also under taken so as to address
the problems associated with direct engine mountings, such as need for height adjustability of
engines, and the need for easy adaptation of different engines in to the rice trans-planter. While
undertaking this design, all the engine power train interfaces were identified and well defined, also
all the necessary interface requirements were also identified and addressed accordingly.
In the end of the of this detailed design, the chosen engine is a Briggs and Stratton 3.5HP Model
series (91252-1049) engine with a 6:1 inbuilt gear box. This decision was arrived at, after vetting
that this engine was capable of meeting both the end user machine requirement specifications, and
their engine requirements specifications. The engine carrier design in the end was vetted to have
exceeded end user requirements. Possible power train risks were identified and possible preventive
and curative measures were equally provided. During the power train risk analysis it was noted that
no serious risk existed between in the engine carrier design. The only possible risk was over heat,
which is more to do with the engine. Engine carrier alternative design was also provided.
ACKNOLEDGEMENTS
Wisdom Enang, May 2010. (Power train technical design) – Rice trans-planter design project. The
author expresses his in depth appreciation to God, His parents, the members of the group 8,
Business Design Project 2010, and their supervisors, Supervisor (Graham Outram and Rod Veazey),
for their moral and technical support in the execution of this work.
Table of Contents
SUMMARY ....................................................................................................................................... 3
ACKNOLEDGEMENTS .............................................................................................................................. 4
INTRODUCTION ..................................................................................................................................... 10
INTRODUCTION ..................................................................................................................................... 24
CONCLUSIONS ....................................................................................................................................... 49
REFERENCES .......................................................................................................................................... 50
Appendix 4: Power/ Torque Estimations assuming the machine is used as a rice Trans-planter ........ 55
Appendix 5: Power/ Torque Estimations assuming the machine is used as a Road Vehicle ................ 56
Appendix 9: - Detailed Evaluation of the Performance characteristics of 4 Briggs and Stratton Engines
Analysed for suitability in this design ................................................................................................... 63
Appendix 17 - Bolt Torque Limit Calculation Reference: (NORD LOCK bolt security system) .............. 95
Appendix 21 - Risk and Reliability analysis of the engine and the engine carrier assembly .............. 102
LIST OF FIGURES
Figure 3 - Performance characteristics of engine while the machine is operating as a rice trans-
planter ................................................................................................................................................... 18
Figure 5 - Performance characteristics of engine while the machine is operating as a road vehicle... 21
LIST OF TABLES
.............................................................................................................................................................. 67
INTRODUCTION
Due to the rising need for improved rice yields, and reduction in rice farming labour time, this
project has been undertaken to provide a rice transplanting machine in rural areas of developing
countries, like Indonesia. In order to promote rural enterprise in Indonesia, the entire manufacturing
processes of the machine have been fashioned such that they could be performed in rural areas of
Indonesia. This thus puts constraints on the manufacturing processes, and materials prescribed for
the entire product manufacture.
As part of the overall project, a power train technical design has been carried out. This technical
design was carried out in order to investigate viable engine options that could power the rice trans-
planting machine. In order to facilitate this choice, investigations were carried out in to the quantity
of available 4 stroke engines and 2 stroke engines, as well the manufacturing brands responsible for
this availability. End user engine requirements and the machine power requirements were also laid
out, upon which all considered engines, were analysed.
In the end of this investigation, the most available engine brands were vetted for technical suitability
in this design. The final engine selection was made based on which engine best met the overall
product, and end user requirements of the design, at the least possible cost. Alternative uses of the
chosen engine, was also given.
In order to address the problems associated with direct mounting of engines to the main machine
frame, and to create room for easy adjustability of engine position (modularity), an engine carrier
design was also undertaken. The engine carrier manufacturing and materials selection constraints
were also identified and well dealt with.
The different interfaces between the power train and other sub systems of the machine design were
identified and particular emphasis was laid on their interface requirements. Design analysis was
carried out which showed that the designed engine carrier exceeds the product requirement
specifications, as well as the end user requirements.
Manufacturing guide and an overall cost and weight estimations was also carried out to ensure that
the engine carrier was able to meet the design cost and weight constraints, stated in the end user
requirement specifications. Risk analysis was also carried out on the entire power train, which
proved that engine carrier was very reliable. Design alternatives were equally specified along side
with their manufacturing implications in Indonesia.
The extraordinary increase in mobile power requirement in machines, cars and scooters has greatly
contributed to the development and spread of different brands of engines in Indonesia. Currently
there are 9 main engine manufacturers that are based there. These manufacturers include, Kubota,
Yamaha, Kohler, Kymco, Kanzen, APP-KTM, Honda, Kawasaki, and Suzuki. Besides these
manufacturers, other non Indonesia based companies like Briggs and Stratton, Techumeh, have
gained a very great reputation for being one of the highest suppliers of Engines to Indonesia for the
past 30 years.
Over the last 2 decades there have been an entirely new complex posed to both the major engine
manufacturers based in Indonesia and around the world. This problem was associated with the
demand for a small internal combustion engine, of low weight, smaller space requirement, and
specific high output during continuous operations. A comprehensive survey in to these
manufacturers led to the discovery that every one of them reacted to this problem, by introducing
the 4 stroke gasoline engine, which was aimed at replacing the 2 stroke gasoline engine with a more
pleasant user interface and higher fuel efficiency.
Ever since the introduction of the 4 stroke gasoline engine, there have been massive controversies
as to which engine was a better value for money in various automobile applications. In order to
address this controversy a technical investigation, detailed in the ‘’power train’’ technical feasibility
report was carried out. This study however led to the discovery that in terms of technical properties,
the 2 stroke engine, offered a higher torque value at low speeds, when compared to a 4 stroke
engine of the same size.
In order to fully confirm the viability of the 2 stroke gasoline engine in this design, it is important to
examine its availability in the environment that we are concerned with (Indonesia) so as to decide,
whether or not it could be adopted in to the rice trans-planter design. Figure 1 has been drawn, so
as to facilitate this analysis. With reference to this figure, in 2008, there was about 4,000,000 2
stroke gasoline engines and about 9,000,000 4 stroke engines in circulation in Indonesia. Although
these figures were obtained 2 years back, but there wouldn’t be a massive difference between then
and now. An inference from Figure 1, leads to the understanding that even up till now, 4 strokes
engines are quickly replacing the 2 stroke gasoline engines in Indonesia. Furthermore, most of the
engine producing companies supplying to Indonesia, have all stopped the production of 2 stroke
engines, due to its high level of noise and high carbon emission. This discontinuation simply implies
that in the next 20 year all 2 strokes gasoline engines will completely be faced out. Based on these
facts the 4 stroke engines will further considered for a final engine selection for this design.
Having certified the availability 4 stroke engines in Indonesia, a selection is needed to be made in
terms of engine type and brand for our design. In order for this selection to be made, the end user,
statutory and technical requirements of the engine detailed in Appendix 7 was composed. These
requirements were composed based on the End user requirement specification detailed in Appendix
1 and the Power and Torque values derived from the estimations detailed in Appendix 4 and 5.
Having identified all the requirements expected of the engine as detailed in Appendix 7, these
requirements will then be incorporated in to the final engine type selection, and the engine type
that closely meets all the stipulated requirements will be selected.
ENGINE SELECTION
Background Literature
Variegated motorisation demands in Indonesia and other parts of the world, has led to various
developments of different types of 4 stroke engines all round Indonesia and the world. Although
undertaken differently by different engine producing companies, the new developments were aimed
to fill in the gap, since existing engines at that point in time, wasn’t able to meet motorization
requirements any more.
As a result of these developments the following classifications of engines have been achieved under
the 4 stroke cc classification:
Considering the Torque (5.2Nm) and the Power Requirement (3.2HP) of the engine required, a 150cc
stroke 4stroke engine needs to be sort after for this design.
Although this will offer a lot of speed than what is required, but a gearing mechanism will be needed
to bring down the output speed to 32rpm, which is what is required for the machine to function as a
rice trans-planter as well as 160rpm, which is what is needed for the machine to function as a road
vehicle.
In order to make a choice of what classification of a 4 stroke engine to make use of in this design,
Appendix 8 has been put together so as to make a comparison, of the performance characteristics of
the various classifications, against the stipulated engine requirements in Appendix 7
Due to the torque (5.2Nm) and power requirement (3.2HP) of the engine needed, a 150cc 4 stroke
engine has been considered, and the comparison in Appendix 8 is made based on this choice. In
order to averagely specify the technical properties of the different types of 4 stroke engines
considered in Appendix 8, mean values of their engine properties have been assumed. This also
compensates for the fact that different 150 cc 4 stroke engine manufacturers design their engines
differently.
At the end of the performance characteristics analysis detailed in Appendix 8, it was found that the
general purpose engine (lawn mower engine), will more closely meet all the engine requirements
stipulated, as compared to the scooter engines. Having decided that an all purpose 150 cc engines
will well suit our design, there is a need for the selection to be narrowed to a particular model and
then model.
Briggs and Stratton currently command an unrivalled reputation world wide as the World Largest
producers of air-cooled gasoline engines for outdoor equipments. Besides this, they also earn their
reputation as the world most reputable air – cooled engine suppliers. Currently most of their engines
are being patronize in items like, stand by generators, pressure washers, snow throwers, lawn and
garden equipments, blowers and vacuums worldwide. In Indonesia alone, Briggs and Stratton
supplies about 65% of the air cooled gasoline engines used on outboard equipments. Many
Indonesian based outdoor machine manufacturers like CV. ASA, karangtina , JOHELD PRIMATECH, PT
LARIS JAYA, and many more do outsource their engines from Briggs and Stratton. For example, In
2008 Briggs and Stratton were responsible about 6 million 4 stroke engines supplies to Indonesia,
which more than doubled the total value of 9 million 4 stroke engines that were in circulation at that
point in time. Based on the grounds of availability and reliability a 150 cc Briggs and Stratton Engine
will be considered an appropriate choice for this design.
Having chosen Briggs and Stratton as a reliable and available 4 stroke engine brand In Indonesia, a
final model choice is needed to be made amongst their range of 4 stroke engines. This choice is
going to be made based on the following factors:
(1) Cost
(2) Torque - Speed characteristics
(3) Power - Speed characteristics
(4) Easy ability of speed reduction from engine output speed to required speed for the machine
to function both as a rice trans-planter and a road vehicle.
There are more than 100 different Briggs and Stratton 4 stroke engine model currently in circulation.
However in order to specify a suitable model for this design a comparison will be made between 3
models, that closely match the Technical requirements of the machine.
Weight 40Kg
The Technical Requirements stated above specifies that the highest Torque needed from the
machine is 5.2 HP and the highest power needed from the engine is 3.2 HP. The Briggs and Stratton
engine choice must be able to provide these technical requirements at the least possible cost. In
addition to these major criteria, weight, size, service life, durability and performance will be
considered.
Analysis of Results
Appendix 9 provides a detailed summary of the Torque – Speed and the Power – Speed
characteristic of each of the 4 brands of Briggs and Stratton engine considered. From the analysis
detailed in Appendix 9 – Table 1 it could be inferred that technically all the 4 considered engines
could be adapted in to the machine design. However the final choice factor will now be based on
price and ease ability of speed reduction to required transplanting or road vehicle speed. On the
basics of affordability the two cheaper engine options for further considerations are (Briggs and
Stratton – 91252 – 1049 with 6:1 gear box) and (Briggs and Stratton- 91252 – 1049). Amongst these
two engines, a final selection will be made at the end of the speed reduction technique analysis.
In order to carry out the speed reduction analysis detailed in Appendix 10, an output engine speed
valued of 333.33 RPM was assumed for the 3.5 HP 91252-1049 Briggs and Stratton series and 2000
RPM for the 3.5HP 91200-1005 Briggs and Stratton engine.
Table 2 in Appendix 10 has been drawn out to make a comparison of all the 4 speed reduction
configurations considered as detailed in Appendix 10. In these configurations 2 different engines of
the same model series are used to draw a comparative literature on their overall suitability in this
design. Table 2 aims to facilitate this comparison and ultimately the choice of a final engine model.
Having analysed all 4 speed reduction configurations, configuration 2 was decided as the most
suitable choice for this design. This configuration as detailed in Appendix 10 comprises of a Briggs
and Stratton 3.5HP Model series (91252-1049) with a 6:1 inbuilt gear box, which ultimately is the
final engine choice for our design. An extract of the Briggs and Stratton product manual for the
chosen engine, is detailed in Appendix 11. This extract is aimed at giving an overview of the different
features of the engine as well as provides maintenance and operational advices about the engine. A
pictorial overview of the chosen speed reduction configuration is shown below in Figure 2.
Figure 3 below shows the performance characteristics of the chosen engine, when the machine is
operating as a rice trans-planter. The shaded portion shows the operating Torque and Power range
of the engine under the machine use as a rice trans-planter. Using the configuration in Figure 2, the
speed of the rice trans-planter is reduced to a range of (1.98MPH – 3.39MPH).
Figure 3 - Performance characteristics of engine while the machine is operating as a rice trans-
planter
In accordance with the machine’s specification requirement, the machine is required to function
both primarily as a rice trans-planter travelling at 2MPH, and in addition as a road vehicle travelling
at a speed of 10 MHP (capable of going up the hill of 10% gradient). However, the chosen speed
reduction configuration detailed in Figure 2 does only provide the speed range of 2 MPH to 3.4 MPH.
This speed range however satisfies the speed needed for the machine to operate as a rice trans-
planter, but not the 10MPH needed for the machine to operate as a road vehicle (going up the hill of
10% gradient). This thus implies that with this particular configuration the machine cannot be driven
up the hill, otherwise it will stall.
Recommendations to changes needed in order to transform the machine from a rice trans-planter
to a road vehicle
Rice transplanting is done 17 days a week, which implies that the machine will only be required to
function as a rice trans-planter for these 17 days, in which case the configuration in Figure 2 is used.
However, for the rest of the 348 days, the machine could be used as a transport vehicle. In order for
the machine to function as a vehicle, some changes are needed to be done on to the speed
reduction configuration used for rice transplanting. Since, the chosen rice transplanting
configuration (Detailed in Figure 2) does not have any adjustable gears, the only way of changing the
machine from a rice trans-planter operating at 2MPH at least to a vehicle operating at 9.41 MPH, at
least, is for the lay shaft to be flipped around. When this is done the ratio of the lay shaft output
sprocket to axle input sprocket becomes 1 (48:48) as shown in Figure 4. In order words the speed
step down occurs only between the engine output shaft sprocket and the lay shat input sprocket
(10:22). This then saves the cost of buying different sprockets. (PLEASE REFER TO THE DRIVE TRAIN
TECHNICAL REPORT) FOR SPECIFICATION OF SPLIT CHAIN USED TO LINK THE ENGINE SPROCKET TO
THE LAY SHAFT SPROCKET)
With this configuration the speed range expected of the machine as a road vehicle is (9.41 MPH – 16
MPH). With this sort of speed range the machine could easily go up a 10% gradient hill without
stalling or sleeping downhill.
Figure 5 below represents the Torque and Power range of the engine, while the machine is
operating as a road vehicle. As detailed in Figure 4, the best way of changing the machine speed
range of (1.98MPH – 3.39MPH), which is used for rice transplanting, to the speed range of
(9.41MPH – 16MPH) which is needed for the machine to operate as a road vehicle, is by flipping the
lay shaft around. By doing this a 1:1 speed ratio is created between the lay shaft sprocket and the
drive wheel sprocket. That way through a slight adjustment in lay shaft orientation, 1 engine can be
used for both powering the machine as a rice trans-planter and as a road vehicle.
Figure 5 - Performance characteristics of engine while the machine is operating as a road vehicle
(1) Big air box capacity, which improves filter access and ensure rapid cooling of engine.
(2) Integral fuel tank, which makes the engine compact.
(3) Integral gear box which makes further speed reduction easier to achieve without any further
expenses.
(4) Great power to speed ratio.
(5) Ability to be converted easily to a generator to supply electricity to rural homes, and ability
to be used directly to power a Lawn mower without any changes(Please Refer to Appendix
12) for directives on how to adapt the engine to become a generator
(6) Economical in terms of fuel consumption
(7) Clean engine emissions
INTRODUCTION
The orientation of the engine on the rice trans-planter is very important if optimum power and
torque must be transferred from the engine to the drive train. Although an engine have been
specified for this design, it is important to note that there are a variety of engines that meet the
technical requirement specifications of the rice trans-planting machine and can equally be used as
engine alternatives. However the main concern is that engines of similar technical specifications may
differ in orientations of its output shaft. In order to make sure that the centre line of the engine’s
output shaft always aligns with that of the lay shaft, there is need for some form of engine mount
adjustability. In the wake of this concern, an adjustable engine carrier will be designed and
incorporated between the engine and main carrier interface.
All machine elements usually operate within an overall structure such as casings, carriage or frames.
This is usually to hold these elements in place, so it could perform its task. One of the most
considered factors for the design of any carrier is usually the cost and aesthetic considerations.
However the functional and end user requirements expected of the carrier included:
(1) Rigidity – Resistance to torsion and bending on the engine carrier when the engine is
operating.
(2) Service Access – Access for users to easily detach engine
(3) Safe and Secure
(4) Weight – Not more than 10 kg in total
(5) Corrosion resistant and environmentally safe
(6) Size – Large enough to accommodate all engine sub systems
(7) Assembly considerations – Able to permit interface between engine and drive train as well
as interface between the carrier and the main machine frame
(8) Life – Long cycle life
(9) Strength – Strong enough to with stand all possible loadings under the operation with failing
(10)Ergonomics – Low centre of gravity and light
Considering the fact that this design is aimed to take place in Indonesia, there are some constraints
as to what manufacturing materials and processes could be carried out. Other constraints include
cost ergonomics, environmental impact and maintenance.
ULTIMATE TENSILE
448 MPa
STREGTH
ELONGATION % 36 %
REDUCTION OF AREA 59 %
Manufacturing Capability:
The fact that the manufacture of the engine carrier, is to be done in rural areas of Indonesia, puts
great constraints, on what processes are available for this manufacture and at what cost. A detailed
breakdown of the relevant manufacturing processes and related costs in Indonesia are shown
below.
Costs
As part of a non profit project, the cost of the engine carrier manufacture must be kept to a
minimum, in order to enable its price fit very well in to the target sale price of the machine aimed at
$250 USD (Appendix 2). This sale price in no way reflects the overall production costs. In order to
facilitate the production of this machine, Charity grants and government subsidies, will play a major
role, as rice serves as the main food for more than 70% of the rural population in Indonesia.
Modularity
The engine carrier design must be able to allow for easy height and length adjustments in order to
suit different shaft configurations. The engine carrier should also be able to accommodate other
sorts of engines. With the height adjustments available, the required height, the height of any
replacement engine used could be set.
Maintenance
Considering the fact that steel metal will be used for this design, regular painting of the engine
carrier with oil paint will be important, so as to serve as a protective covering to shield the carrier
from rusting, considering that the rice trans-planter will be used in humid conditions.
To further advance the Engine carrier design, technical constraints such as deflection allowance,
Allowable stress and weight of the required carrier must be well defined, so as to ensure that the
engine carrier does conform to the end user requirement, as well as the overall product design
specification.
Deflection
One typical requirement for an engine carrier is for it to be able to limit deflection due to bending
when the engine is operating. That way, the centre line of the engine output shaft is always aligned
with the centre line of the lay shaft. As a design guide, the engine carrier will allow no deflections
under loading up to 150kg. 150kg has been estimated to be more than enough weight to make up
for additional fuel tanks, or any other attachments, that may be mounted on the carrier.
Allowable Stress
In order to enable the engine carrier have a great distribution of compressive and tensile stress due to
different loading conditions, a material selection of steel have been decided upon, which will make sure
the allowable stress of the engine carrier is 10 times or more than the maximum stress the engine carrier
is expected to operate in on daily basis.
Weight
In order to enable the engine carrier to be carried by a small Asian woman of 55kg, the carrier weight
must not exceed 10kg.
Weight ˂ 10klg
Deflection = 0
A deflection calculation detailed in Appendix 14, was carried out on the base plate of the engine
carrier model shown above. In the end of the calculation it was found that up to an applied load of
150kg, the engine carrier will not deflect. This result was further confirmed using an FEA of the
engine carrier base plate. From the FEA it was inferred that under the exaggerated load value of
150kg, the base of the engine carrier doesn’t deflect, and the max stress the engine carrier
experiences under this load is 8.7Mpa, which is way lower than the yield stress of the manufacturing
material of the Engine carrier which is 346Mpa.
Having ascertained the suitability of the carrier in terms of deflection, the engine carrier assembly
test calculations detailed in Appendix 15 was carried out. These calculations were aimed at
providing information about the safe load and failure load about the engine carrier, as well as vet its
overall suitability and reliability in this design. In the end of these calculations, the following key
values about the Engine carrier were found. These values will be ultimately be incorporated in to the
final solution specification.
The above derived values shows that under a 1500N speculated maximum load, the carrier structure
will not deflect, and provided the applied load, is not up to 19771N, the structure will not deform
permanently. The failure load value gives more than a 300% safety margin, when compared to the
estimated maximum load of 1500N speculated for the engine carrier. Using FEA, it was estimated
the maximum stress, the structure will expect to have under the 1500N loading will be 8.7Mpa.
However the assembly calculations has led to the inference that the Maximum allowable stress of
the engine carrier is 49.4Mpa, which in fact gives more than a 300% safety margin on the carrier
design. This thus confirms that this engine carrier has been able to exceed the end user
requirements.
As detailed in Appendix 16, a calculation was done in order to ascertain the type of bolts to be used
for the engine carrier assembly, considering the target load of 1500N. In the end of this analysis the
bolts specified in the table below will be used for the engine carrier assembly. 16 of these bolts,
costing a total of $4.8 in Indonesia will be required for the overall engine carrier assembly. As
detailed in Appendix 17, the bolts will be torque to a value of 31.0Nm.
Performance
Engine 3.5 Hp 4 stroke Engine
Price $125
Starting Method: Chord pull
Speed 300 rpm - 600 rpm
Key Features Integral fuel, and oil tan, Intergral gear box
Technical
Maximum Allowable stress 49.4Mpa
Tension to cause permanent 19771N
deformation
Stress to cause ultimate failure 237.3Mpa
Tension to cause ultimate failure 94903N
Maintance Interval Repaint Once a year
Features
Engine Carrier Height adjustability: up to 300 mm
Product life 8 years
Possibility of Alternative configurations, for easy
machine weight distribution and manoeuvre
Additional Features: ability
Operational conditions
Temperature Range: (-10 )degrees to 40 degrees
Humidity: 20-100% relative humidity
Engine specification
Keys
Engine carrier specification
From manufacturing processes investigation carried out in Appendix 18, V Bending, has been
selected as a viable bending process for the engine carrier manufacture.
In order to keep the overall machine cost to the barest minimum, very basic materials and
manufacturing techniques have been selected for the engine carrier design. Materials prices are
evaluated per kilogram in Indonesia. The material used for both engine carrier parts is steel which is
estimated at $1.03/kg. As shown in the table below, the entire manufacturing and material cost of
the engine carrier has estimated at just about $10.03, which is considerably cheap.
COST OF 16 (M10X12)
$4.80
BOLTS
Deflection At the end of the engine carrier design, it was simulated using solid edge to check it
manner of deflection under safe load of up to 1.5KN. As detailed in Appendix 14, the engine carrier
plate has demonstrated a good anti deflection characteristic under the value of 1.5KN, which thus
means that the ‘’Deflection requirement specification’’, has fully been met.
Strength Using Solid edge, the design was also simulated to check the maximum possible stress that
could be experienced in the model, under the 1.5kN speculated load. In the end of this simulation as
detailed in Appendix 14 it was found that the maximum possible stress that may exist in the engine
carrier under the prescribe safe load of 1.5KN will be 8.7 Mpa, which is 24 times less than the
calculated failure stress of the Assembly (237.3 Mpa) (please refer to Appendix 15 for details of this
calculations)
Weight and Ergonomics According to performance specification of the engine carrier, the total
weight of the carrier is not allowed to exceed 10kg, so as to make it easy for a small Asian lady of
55kg to carry. Having taken this in to great consideration, the total engine chassis weight is 7.3kg.
In order to fully create a good appreciation of the engine carrier in the minds of our end users, the
design must be evaluated against the end user requirements, so as to make sure that most or all of
the end user requirements are met by the design.
Safety: The use of an engine carrier, as supposed to direct engine mounting, makes it possible for
the engine to taken off even when it is hot, without the fear of wounds and burns.
Comfort ability: The attachment of the engine carrier, also makes it possible for engine height
adjustments, in order to achieve an even weight distribution on the machine, thus preventing the
machine for feeling top heavy or tipping over while in use. This will help prevent injury to the users.
Able to withstand a lot of operational conditions, without failure: In order to make sure the engine
carrier is able to withstand a load of 1.5KN without deflecting, or failing a steel material with yield
strength of 346 Mpa have been chosen for the carrier manufacture. Having incorporated this
material in to the final design, An FEA analysis was done, which proved that the maximum stress
possible in the carrier under the speculated load of 1.5KN is 8.7Mpa. This stress is however far less
than the yield stress of the manufacturing material. Considering the fact that the rice trans-planter
will be used in different weather conditions, a protective paint will applied to the engine carrier
frame during its manufacture, so as to prevent it from rusting, due to high humidity and contact with
water from rain, or the paddy fields.
Maintenance: The entire assembly of the engine carrier is done using bolts, which makes it possible
for any faulty part of the assembly to be removed for repair or replacement should the need arise.
Especially if the engine carrier rust, it could be taken off the main machine frame and repainted
separately which will be cheaper than repainting the entire frame.
Socio Economic and Political requirements: The entire carrier will be made using recyclable
materials (Steel), which means that at the end of the working life of the engine carrier, it could
safely be disposed off under the already set Indonesian government recycling plan. The use of basic
manufacturing materials and techniques, keeps the price of the engine carrier low, and thus the
overall cost of the rice transplanting machine. The length and height adjustability of the engine
carrier makes it possible for it to suit a variety of engines, without the need for a purchase of
another engine carrier.
Materials and Manufacture: In order to make sure the engine carrier could easily be produced by
the end user, steel has been chosen as the manufacturing material. Steel is widely available in
Indonesia, and at a cheap cost of 1.03 per kg. In terms of manufacturing processes, the engine
carrier could be manufacturing through cutting, filling, V bending and drilling, which are all cheap,
available and harmless technological processes already in use presently in rural areas of Indonesia.
Having produced a fully working design for the engine carrier detailed in (Figure 6), and also chosen
an engine to power the rice transplanting machine, the interfaces between the power train
subassembly and the other parts of the machine must be defined. There are 3 interfaces between
the engine power train and the machine. Interface 1, is between the engine and the drive train,
Interface 2 is between the engine on its carrier and the main machine frame and interface 3 is
between the engine throttle control and the machine user controls.
NOTE – SOME MODIFICATIONS HAVE BEEN MADE TO THE ORIGINALLY DESIGNED ENGINE CARRIER
DURING THE OVERALL MACHINE ASSEMBLY
Interface Requirement
The main requirement for this interface is a sprocket and a chain on the engine shaft. A combination
of both creates a simple and effective power and torque transfer to the lay shaft, and then to the
wheels, planting and feeding mechanism. (PLEASE REFER TO DRIVE TRAIN TECHNICAL DESIGN
PROJECT FOR MORE DETAILS ON POWER TRANSFER TO FEEDING AND PLANTING MECHANISM).
Sprocket Selection
With reference to the chosen speed reduction technique detailed in Figure 2, a 48 tooth sprocket
has been specified as needed for the input sprocket of the lay shaft and the axle sprocket. A 22
tooth sprocket is also needed for the output sprocket of the lay shaft. The engine will make use of a
10 tooth sprocket.
With reference to the RBL sprocket catalogue extract contained in Appendix 19, the values detailed
below were obtained for the engine shaft sprocket. (PLEASE REFER TO DRIVE TRAIN TECHNICAL
PROJECT FOR SPECIFICATION OF OTHER SPROCKETS, AND DRIVE TRAIN)
Outer Outer
No. of Diameter Diameter Pitch Pitch Length Length
teeth – OD - OD (Inches) (mm) (Inches) (mm)
(Inches) (mm)
One overriding concern in the drive train interface is the risk of a jam or a chain slack, which may
result in damage to the engine shaft and or the drive train, which will be very expensive to replace.
However in order to address this problem, a grub screw of size (M5X8), made of steel has been
incorporated in to the interface between the engine shaft and the engine sprocket. That way should
there be a jam or a chain slag the grub screw will get more stressed than the shaft. Detailed analysis
of this have been carried out and confirmed in Appendix 20.
Should the jam or chain slag get more serious the grub screw then reaches it failure stress and fails
by shearing, that way the engine shaft is protected from damaging.
The second interface is between the power train assembly and the main machine frame. This
interface is very vital, when considering the comfort ability of the end user. Engines in general give
off a lot of vibrations and as such the mountings between the engine carrier and the main frame
must, be done using an anti vibration mounting rubber in between the mounting bolts. That way,
the vibrating effect of the engine is reduce from affecting the user. The engine carrier is then bolted
to the main machine frame, using the bolt specified below with a nut, and bolted to a torque value
of 31Nm.
The chosen Engine for this design which is a Briggs and Stratton 3.5 HP Model Engine Series 91252 –
1049 (with a 6:1 gear box), has its speed control throttle on its main engine body. However for easy
throttle manoeuvre ability of the engine by the User, a hand throttle bar has been connected from
the engine to the main machine handle bar as shown in the picture below. This makes it possible for
the machine user to accelerate or decelerate the engine, easily without having to always reach back
to the engine which is quite far from the handle. While positioning this throttle control bar on the
machine, ergonomics have been taken in to considerations; such the throttle bar is wide enough to
accommodate the ergonomic needs of a variety of engine users.
(1) Modularity: Whilst still maintaining the same engine mounting interface, the engine carrier can
be adjusted in terms of height so as accommodate different types of engines, with different
orientation of output shaft. This could be achieved using the spare bolt sluts on the side arms of
the engine carrier. Through height adjustment, the output shaft of the alternative engines can
easily be arranged in the required position, with no need for adjustment of drive train
components, which could be very complex. This engine carrier also gives room for engine
horizontal adjustment, along the carrier base plate. This is to ensure that the sprocket on the
engine is always aligned with the input sprocket on the lay shaft. The engine carrier also
provides an addition space where extra fuel tanks and engine attachments could be mounted,
should such the need arise.
Although for easy manoeuvre ability, a low centre of gravity is required between the engine and
carrier assembly, but in some occasions there may be a need for the engine carrier to be
remounted as shown in Figure 7 below, such that entire centre of gravity of the whole engine-
carrier assembly is raised up.
(2) Portability: The engine carrier consists of 3 main parts, which could be taken apart when the
carrier is not in use. The fact that the engine carrier could be broken down in to 3 parts, makes it
easier to carry around.
(3) Weight Distribution: The engine carrier allows for a variety of engine orientations and height
adjustments. This makes it possible for the engine height to be adjusted such that a good weight
distribution is achieved on the machine. Having a good weight distribution creates stability of
the machine while in the use and also makes the manoeuvrability of machine very easy.
However when adjusting the engine height care must be taken so the engine doesn’t get soaked
up in the paddy fields which could be as deep as 0.5 meters.
(4) Easy Maintenance: Over a long period of steel exposure to the atmosphere, rusting is bound to
set in. Having a separate engine carrier makes it possible and easy for the engine carrier to
either be painted separately to prevent rusting, or replaced, following the onset of a potential
defect.
(5) Resistance to Vibrations and Damping: Considering the fact that the engine is capable of
generating a lot of vibrations, there is need for an interface between the engine and the main
machine chassis. The engine carrier however acts as this interface, which takes up most of the
Initial engine vibrations, thus reducing the vibration taken by the rice transplanting machine and
its user. That way, the machine is more comfortable for the operator to use, and the possibility
of premature failure of welded joints in the main machine chassis is avoided.
Shown in figure 8 below, is an engine carrier design alternative. This design alternative works very
similar to the viable design option. However the drilled holes in the main designed carrier side bar
have in this case been replaced with 2 slots on the carrier side arm. Considering the fact that slut
cutting and milling are highly technical and expensive manufacturing process, making this engine
carrier in rural areas of developing countries may not be easy, never the less it is still possible.
Detailed in Appendix 21, is a long table containing risks, reliability and failure analysis of the engine,
the engine carrier, and the entire power train. This table was composed in order to throw more light
on the high risk areas of the entire power train sub assembly and its interfaces with other sections of
the machine. Potential preventive and curative solutions are also given in Appendix 21 to counter
these risks in order to maintain a safe and reliable power train sub assembly. At the end of this
analysis it was found that the greatest source of risk with regards the engine is over heat. It was also
found that the greatest risk associated with the engine power train sub assembly is non alignment of
the engine sprocket with the drive train, which may be due to manufacturing fault. On the overall
the risk priority numbers indicates that the engine carrier design is very reliable.
CONCLUSIONS
In the summary of this technical design, a Briggs and Stratton 3.5HP Model series (91252-1049)
engine with a 6:1 inbuilt gear box was chosen as a viable engine for this design. This engine was
vetted to have met all end user engine requirements. Besides this engine’s suitability for use in the
rice trans-planter, it could also easily be used on lawn mowers and can also be easily converted to
become a generator to provide electricity to the rural homes in Indonesia.
In order to address most of the problems associated with direct engine mounting, a detachable
engine carrier was designed to create an interface between the trans-planting machine, and the
engine. Advantages of this include, reduction of vibration effect on machine and end user, as well as
height and length adjust abilities of different engines. This design have been tested and proved to
exceed both the product specifications, and the requirement specifications of the end user. An
alternative engine carrier design which will equally exceed the product specifications and
requirement specifications of the end user, have also been provided.
REFERENCES
Thee Kian Wie (February, 2006). ‘’Technology and Indonesia’s Industrial Competiveness’’
R.S Khurmi, J.K.Gupta, ‘’ A text book of Machine Design’’ (2005). Eurasia Publishing House (PVT.) LTD.
Timothy J. Cyders. ‘’Design of a Human – Powered Utility Vehicle for Developing Communities’’
(2008,Novermber).
Performance of manually operated paddy trans-planter, (18 May 1998). University of Putra Malaysia
Press ISSN-0128-7680
Simon badocock ‘’Chassis design and integration technical feasibility study’’ (2010), University of
Bath.
Features
M Storage space onboard the device in order to store spares and valuables
M Method to lock, secure or disable the device to prevent theft
Core device must be portable to allow for transportation using private
H vehicles 03/03/2010
M Core device must be compact to allow for storage within users home 03/03/2010
H Ability to accept a variety of rice types and seedling sizes
H Suitable for safe operation by an average sized woman of Asian origin
H Ergonomically suitable or adjustable for a broad range of users
H Operated and transported by one person
Safety
Guards employed to protect users from hot surfaces and exposed
M mechanisms
H Weight of core device limited to 30kg to enable lifting by two small women
Operational conditions
H Temperature range of operation of 0-45 degrees centigrade
H Humidity Range of operation of 20-100% relative humidity
M Ability to operate in mud and water up to 0.5m deep
M Robust enough to operate after a 360 degree roll
Performance
Engine: 3.5Hp 4 Stroke Engine
Starting Method: Pull Chord
3.3kph (during off-road planting operation)
16kph (maximum speed on-road)
Speed:
NOTE: requires additional seat and trailer unit for on-road duty
conversion
0.05 – 0.0625 hectares per hour planting rate (single planting
Performance: module)
Dimensions
Weight: 90kg inc. all liquids (during off-road planting operation)
100kg inc. all liquids (during on-road configuration)
Load carrying
Capacity: 100kg (during on-road configuration)
200kg not inc. operator (road configuration at maximum load
Total Kerb Weight: capacity)
Width: 800mm
Height: 1500mm
2500mm (main tractor unit including 1500mm handlebar length)
Length: 3000mm (off-road planting configuration)
3500mm (on-road configuration)
Features
User Control Height: Adjustable (1000mm – 1500mm)
Planting Depth: Adjustable (20mm – 50mm)
Planting Width: 300mm
Planting Pitch: Adjustable (150mm – 300mm)
Additional Features: Ability to accept a variety of rice types and seedling sizes
Operational conditions
Temperature Range: 0-45 degrees centigrade
Humidity: 20-100% relative humidity
Fording Depth: 500mm
Gradient: +/- 10% Maximum
Modula design is key to achieving this with different modules being designed
to
for different operational conditions.
Performance
Maximum transplanting speed of 3.3kph 12/03/2010
Maximum road speed of 16kph 12/03/2010
Maximum Weight limit of 90kg (transplanting walk-behind configuration) 12/03/2010
Maximum carrying load of 100kg (road going configuration) 12/03/2010
Maximum kerb weight including user and cargo of 250kg 12/03/2010
Appendix 4: Power/ Torque Estimations assuming the machine is used as a rice Trans-
planter
Planting and
Coefficient Drive Total
CdA Wheel x 3 Driver Vehicle Feeder
of friction Efficiency (Mass)
Mechanism
(Cd x m²) (no unit) (%) (kg each) (kg) (kg) (kg) (kg)
Power
Human
Needed to
Wind Temp ± Pressure Slope ± Acceleration Velocity power
run the
Limit
vehicle
Engine
Linear Angular
Safety Factor Output shaft Torque
velocity Velocity
radius
Appendix 5: Power/ Torque Estimations assuming the machine is used as a Road Vehicle
Vehicle
Planting and
Coefficient Drive Total
CdA Wheel x 3 Driver Vehicle Feeder
of friction Efficiency (Mass)
Mechanism
(Cd x m²) (no unit) (%) (kg each) (kg) (kg) (kg) (kg)
Power
Needed to
Wind Temp ± Pressure Slope ± Acceleration Velocity
run the
vehicle
Engine
Linear Angular
Safety Factor Output shaft Torque
velocity Velocity
radius
Technical Assumption
2 MPH speed required for the machine to run as a planting machine
Calculations:
2MPH is 0.894m/s
Radius of driving wheel is 0.265
Circumference of wheel is 1.665m
Rotating Speed for the Machine to operate as a rice trans-planter = 0.89/1.665 = 0.53 RPS
Or 32 RPM
Technical Assumption
15 MPH speed required for the machine to run as a planting machine
Calculations:
10MPH is 4.4704m/s
Radius of driving wheel is 0.265
Circumference of wheel is 1.665m
Rotating Speed for the Machine to operate as a rice trans-planter = 2.685rps or 161.15 RPM
Thus a rotational speed of 32 rpm at the wheel for the machine to operate a rice transplanting
machine running at 2 MPH, and 161.15 RPM in order to operate as a road vehicle running at
161.15 MP
Economic Factors
retraining needed
Simple to repair
Strategic Factors
Variation of speeds to suit different road profiles e.g. up hills, flat lands, down
temperatures in Indonesia)
Variation of assemblies
Torque Characteristics
Power Requirements
Speed Requirements
32 (Appendix 6) rpm output speed needed for the machine to function as a rice
trans-planter
160 (Appendix 6) rpm output speed needed for the machine to function as a road
vehicle
TECHNICAL REQUIREMENTS
All purpose
Criteria Specifications Engines - (Lawn Comments Scooter Engines Comments
Mower Engines)
(1800 -3600)
Speed 32 -160 rpm (2500 - 8000) rpm ˅ rpm ˅
STATUTORY REQUIREMENTS
All purpose
Scooter
Criteria Specifications Engines - (Lawn Comments Comments
Mower Engines)
Engines
Economic Factors
All purpose
Scooter
Criteria Specifications Engines - (Lawn Comments Comments
Mower Engines)
Engines
Resistant to dust
and humidity
Very Resistant Very Resistant ˅ Very Resistant ˅
Adaptability to
different types of Easy Easy ˅ Easy ˅
Lubricants
Complexity of
Repair
Simple Simple ˅ Simple ˅
Fuel 20 - 40 20 - 40
consumption
30 miles/ Gallon
miles/gallon
˅ miles/gallon
˅
Strategic Factors
More than
Service life 3000hrs
3000hrs
˅ More than 3000hrs ˅
Ability to start at
low speed values
Very Very able to ˅ Very able to ˅
V - Means
Keys suitable
X - Means not
suitable
TOP FEATURES
Briggs and Stratton 3.5 HP Model Series 91252 – 1049 (with gear box)
TOP FEATURES
TOP FEATURES
TOP FAETURES
Table 1 below shows a detailed comparison of all the technical characteristics of the 4 Briggs and
Power 1.7HP
Range 2HP - 1.7 - - 1.9HP - 3.2HP -
required 3.5HP 3.5Hp Suitable 3.5HP Suitable 4HP Suitable 4.6HP Suitable
Torque 2.8Nm 5.7Nm 5.7Nm
range - 5.2 - - 7.80Nm 8.0Nm -
required Nm 6.7Nm Suitable 6.7Nm Suitable - 8.7Nm Suitable 11.5Nm Suitable
Speed 32 - 300 - 1800 - 1800- 1800 -
range 160 600 Not too 3600 Too 3600 Too 3600
required rpm rpm high rpm High rpm High rpm
Required Too Too
cost $240 $125 Suitable $120 Suitable $320 high $350 High
Selected Engines
Detailed pictures of the different speed step down configurations are contained in figures 2-5, Please
note that on these figure (U.L) stands for lower limit and (U.P) – stands for upper limit.
Configuration 1
Configuration 1 – Speed Reduction using Briggs and Stratton 91200-1005 series with 2 lay shafts
Configuration 2
Configuration 2 – Speed Reduction using Briggs and Stratton 91252-1049 series with 1 lay shaft
Configuration 3
Configuration 3 - Speed Reduction using Briggs and Stratton 91200-1005 series with 1 lay shaft and
an External gear box
Configuration 4
Configuration 4 - Speed Reduction using Briggs and Stratton 91200-1005 series with 1 lay shaft
Engine Name: Briggs and Stratton 3.5HP Model series (91252-1049) WITH 6:1 speed reduction gear
box.
Specifications
ENGINE SPECIFICATIONS
TUNE UP SPECIFICATIONS
Altitude 3.5% decrease in engine power for every 300 meters height above sea level
(7) Muffler
(11) Carburettor
Pre-Use Requirements
Guide lines:
Oil Recommendations
High quality detergent oil ‘’SAE 30’’, without adding any special additives and choose
viscosities using the SAE viscosity chart detailed below.
SAE 30 oil if used below 4 degree Celsius will result in hard starting and possible engine bore
damage as a result of inadequate lubrication.
Addition of Fuel:
(1) Fill fuel tank outdoors or in well ventilated area away from sparks, and open flames
(2) In the event fuel spills wait until it evaporates before starting
(3) When refuelling, turn the engine off and let the engine cool at least 2 minutes before
removing the gas cap.
(4) Remove the cap and then fill the tank to approximately ½ inch below the lowest portion
of the fill opening to allow for fuel expansion.
(5) Replace the cap before staring the engine.
Fuel Recommendations
Clean fresh, regular gasoline with a minimum of 77 Octane. Fuel quantity should be used up within
30 days of purchase. Avoid using fuels with methanol as well as fuels formed from gasoline mixed
with oil.
Engine Starting
The following procedures detailed below should be taken to start the engine
Note:
(*) Change oil after first 5 to 8 hours of first used, then every 50 hours or every season.
Change oil every 25 hours when operating in high conditions.
(**) Clean more often under dusty conditions and replace air cleaner parts if very dirty.
Guide Lines:
After every 100 hours of engine use, it is recommended that the air cooling system be cleaned.
Cleaning of Debris
It is important for the engine to be kept clean, so as to reduce the risk overheating, and ignition of
accumulated debris. Parts that needs daily cleaning includes Finger guard, Linkage, springs, Controls,
Muffler and Spark Arrester.
Sometimes there may be need for adjustment of the engine idle speed so as to enable it to be
adapted for different uses, or make the engine run smoothly. The factory idle speed has been set to
292 rpm. However if any speed reduction is required, the following steps could be followed in order
to achieve this.
(1) To adjust the idle speed, start the engine and warm up for about 5 minutes
(2) Then with the engine running, place equipment throttle control in slow position
(3) Rotate the carburettor lever against the throttle stop and hold it while adjusting the idle
speed screw to the desired value.
Engine Storage
When the engine is not in use and needs to be stored over 30 days, then the fuel needs to be
drained so as to prevent gum from forming in the fuel system or any essential carburettor parts. It is
also important to clean engine parts before storage and when storing, it must be in a dry area that is
spark free.
(A) As already explained, one great advantage of this engine is its ability for it to be utilized for
other purposes. One of this uses is converting it in to a generator, so as to supply electricity
to rural homes, when the transplanting machine is not in use. In order to achieve this, the
following steps are could be taken.
(1) Remove the engine and its carrier from the machine by losing the M10 bolts
attaching the engine – carrier assembly to the machine.
(2) Mount an alternator on to the engine carrier and connect it to the engine
(3) Attach a motor pulley to the engine
(4) Place the attachment belt between the fan blade and the pulley attached
(5) Wire the motor to the alternator and then to an external battery to get it working
(6) Test the alternator, and make necessary adjustments to stop any rattling.
(B) Besides converting it to a generator, it could be used directly on a lawn mower without any
further change.
In order to suit the above stated material requirements of the end user, the engine carrier must be
manufactured using a material that is cheap, strong and light.
In order to achieve this, a merit index was inputted in to the CES EDU pack software. The merit
index was created in the form M = E1/3/ρ which could be written as Log E = 3 Log ρ + Log M. The
defined merit index, used in the CES EDU pack as shown below, makes sure all selected materials
have very high Strength to weight ratio. In order to finally narrow the material results down, a price
constraint of £1.5/kg, was also put in to the CES EDU pack constraints section. The final material was
then selected amongst the remaining list on the basics of availability.
ULTIMATE TENSILE
448 MPa
STREGTH
ELONGATION % 36 %
REDUCTION OF AREA 59 %
In order to undertake the bending analysis and make the carrier safe for loads up to 150kg without
deflecting, the following assumptions have been made:
Properties of plate:
Length = 0.6m, breadth = 0.2, thickness = 0.003m
Deflection Calculations
The figure below represents a set of graphs computed, considering a point centre load of 1500N. The
total engine weight without fuel is 36kg (360N), but the 1500N load, has just been exaggerated to
accommodate all approximations, and assumptions made, as well as make up for any future change
in engine to a heavier option or addition of a bigger fuel tank on to the engine carrier.
Inferring from the figure above, the exaggerated load value of (1500N) gives a 0 deflection,
which is exactly what the engine carrier needs in order to make sure that the output shaft of the
engine always aligns with the lay shaft. In confirmation of this Bending analysis, an FEA analysis
has been done as shown below. These analyses have equally been done, considering a total safe
load of 1.5KN, which makes up for the weight of any additional component or a heavier engine
that may be used in future. From the FEA it could be inferred that under the speculated load of
(1.5KN) the plates will experience no deflections, and very little stresses. This thus agree very
much to the calculations carried out in the Bending analysis, which implies that in terms of
sustainability and durability, the designed engine carrier has met the required engine carrier
design specifications, as well as the ultimate end user requirements.
Having ascertained in the bending analysis that the specified top plate of the assembly
configuration, is fully capable of carrying a more than 5 times the 36kg estimate as weight of the
engine, there is need to ascertain the strength of the entire assembly from which the maximum
weight to cause deformation and failure can be specified and incorporated in to the design safety
warnings.
In order to make this analysis the calculations, detailed below were made.
LIMITATIONS TO ANALYSIS
1. Material applicability - the methods and factors are considered to be valid for clips and fittings
made from homogenous alloys for which FTY > 0.65 FTU and material maximum elongation >= 4%.
2. A normal washed is used under the nut.
3. These limits to geometric ratios apply: 0 ≤ tf/tc ≤ 5.0 and 2.0 ≤ e/(tc + tf) ≤ 15.0.
4. The clip bend radius should not be less than 1.5tc (thickness of base of angle clip)
EQUATIONS INVOLVED
For maximum elastic load, or load for zero permanent deformation in the angle:
PFU
PA ( FAS ) [N/mm] Eq'n 4
W
e b 1
n
Note: Eq'n 4 is based on tests conducted on assemblies having one or two fasteners per side where
there is no doubt as to how much of the load was resisted by each.
CALCULATIONS
MS = 2PA / f PT - 1 = 13081%
MS = 2PA / f PT - 1 = 46879%
16 (M10X12) bolts are needed for the overall assembly and at an individual cost of $0.3; the total
cost of all the needed M10 bolts will be $4.8.
Appendix 17 - Bolt Torque Limit Calculation Reference: (NORD LOCK bolt security
system)
Bending is a manufacturing process by which metal can be formed by plastically deforming the
material thus changing its shape. By so doing the material is stress beyond its yield strength but well
below its Ultimate tensile strength. In this process little or no change is notice on the material
surface, as it usually involves deformation about one axis only.
In bending the variety of shapes are formed using a set of standard die or bench brakes. The press
brakes used usually range from 20 to 200 tons so as to accommodate metal stocks form 1m to 4.5m
Air Bending:
This is a type of bending process in which the punch touches the work piece and the work piece does
not touch the lower cavity. In this sort of bending as the punch is released the work piece springs
back giving the material a slight bend. The amount of spring back, is however dependent on the
material, and its thickness. The inner radius of the bend is usually exactly the same radius on the
punch. Although in this sort of bending the forces required is quite slow, but accurate control of the
punch stroke is however necessary to obtain the desired bend angle.
Air Bending
Bottoming:
Bottoming is a bending process where the punch and the work piece touches on the die. This thus
creates a controlled angle of 90 degrees bend with very little spring back effect. In the Bottoming
bending process a heavier punch than that of the air bending is required in order to form the
material.
Bottoming
V Bending:
In V bending, the clearance between the punch and the dies is usually constant (equal to the
thickness of the sheet formed. It is widely used with little or no specialist knowledge needed.
V Bending
Wiping die bending is otherwise known as flanging, where one edge of the metal sheet is bent to 90
degrees while the other end is restrained by the material itself and by a force from the blank holder
and pad. The bend radius in this sort of process is determined by the radius of the edge of the die.
Table 3 below shows a comparison of all the available bending methods available in Indonesia that
are applicable to this design. Having considered the factors shown on the table below, V bending
was chosen as the most viable method that should be incorporated in to the engine carrier
manufacturing processes.
Weight
Punch Spring back Level of
Max of Total
Method Score force Score effect Score angle Score Availability Score
Score Punch Score
required experienced control
needed
Air
5 Low 4 Low 4 Very high 2 Low 2 Medium 2 19
Bending
Wiping
5 High 2 High 2 High 2 High 4 Medium 2 17
Bending
High Best
Keys Low values
values Bending
Required
required Method
ɽ max = (TxR)/J
J = πD4/32
J = 5 x10-9 m4
ɽ max = (5.2x0.0075)/5x10-9
ɽ max = (MxR)/I
I= πD4/64
J = 3.067 x10-11 m4
ɽ max = (5.2x0.0025)/3.067x10-11
CONCLUSIONS
Under the normal working conditions of the engine at a 6.8Nm torque, the grub screw takes up
more shear stresses (425Mpa), than the engine shaft experiences Torsional stress (7.8 Mpa), this
means that should there be a jam in the drive train, the grub screw is going to fail first due to shear
stress, thus preserving the engine shaft from failure due to Torsional stress.
Appendix 21 - Risk and Reliability analysis of the engine and the engine carrier assembly
Detailed below is the risk, reliability and failure analysis for the entire engine and the entire engine
carrier assembly. From this analysis, engine over heat is the biggest concern.
Potential Potential
OCC
RPN
SEV
DET
Part and Potential Risk Prevention
# Effect(s) of Cause(s)/Mechanism(s)
Function Mode Plan
Risk of Failure
Set choke to
open/run position
Engine fuel flood leading to
and then place a
4 10 Fire out break on exposure 10 2 200
throttle in Fast
to heat
and crank engine
until its starts
When contained
Machine contact with with fuel, keep
5 10 furnaces, stoves and 10 machine out of 2 200
heaters flame inducing
substances
Potential Potential
OCC
RPN
SEV
DET
Part and Potential Risk Prevention
# Effect(s) of Cause(s)/Mechanism(s)
Function Mode Plan
Risk of Failure
When stopping
the engine, move
throttle control to
Choking Carburettor to stop
9 10 8 slow, and the to 1 80
Engine
stop, then push
the stop switch to
off
Fuelling should be
10 10 Using Pressurized Fuels 9 done outdoors in 1 90
ventilated area
11
13
Potential Potential
OCC
RPN
SEV
DET
Part and Potential Risk Prevention
# Effect(s) of Cause(s)/Mechanism(s)
Function Mode Plan
Risk of Failure
(1) Operate
14 10 8 equipment with 2 160
guards in place
18
20
Engine, Power
Wash hands after
and Torque Health birth defects, and Exhaust gases and engine
21 10 10 every use of the 1 100
transmission to Complications cancer chemicals
engine
drive train
22
Potential Potential
OCC
RPN
SEV
DET
Part and Potential Risk Prevention
# Effect(s) of Cause(s)/Mechanism(s)
Function Mode Plan
Risk of Failure
Use Specified
23 5 (1) Using wrong fuel 7 1 35
fuels
Engine, Power
and Torque Use specified oil
Hard start Engine damage
transmission to (2) refilling or adding oil at and refill oil at
24 drive train 5 8 1 40
wrong temperature recommended
temperatures
25
When fuelling
engine, look out
28 6 (1) Fuel tank Leakage 7 for cracks on the 1 42
Engine, Power tank and any
and Torque leakage
Engine out of fuel Engine damage
transmission to
drive train
Use bigger engine
29 6 (2) Fuel tank very small 7 1 42
tank if necessary
Potential Potential
OCC
RPN
SEV
DET
Part and Potential Risk Prevention
# Effect(s) of Cause(s)/Mechanism(s)
Function Mode Plan
Risk of Failure
Clean regularly to
(1) Deposit of dirt on the avoid dirt on
30 6 6 3 108
moving engine parts rotating engine
Engine, Power
parts
and Torque
Over heating Engine damage
transmission to
Allow engines to
drive train
(2) Operating of engine cool if too hot and
31 6 7 1 42
indoors use engines out
door at all times
32
Lots of losses in
chain Adjust engine
Engine shaft not
transmission or height, using the
33 aligning with Lay 5 Machine assembly fault 5 7 175
break down of adjustable engine
shaft
chain chassis design
transmission
36
Paint Engine
carrier upon
manufacture, and
repaint, when the
Crack initiation, previous pain
None painting of Engine
which may lead begins to wear to
37 Rusting 7 carrier, before exposing it to 4 1 28
to stress due to prevent direct
damp weather conditions
cyclic loading exposure of the
engine carrier
Engine and material to direct
Engine carrier atmospheric
assembly, conditions
Creates an
interface Make sure engine
between the nut and bolts are
Engine Falling off
engine and the Uncontrolled tightened to
frame, or unable
main machine engine vibrations, specified Torque
to transmit torque
38 frame and inefficient 3 Loosen nuts` 4 limit before the 6 72
and power
torque and power machine is used,
efficiently to drive
transmission and chain worn
train
out bolts should
need be
Avoid loading
Over loading of Engine Engine carrier up
Ultimate Failure
39 Engine damage 6 carrier beyond the Ultimate 2 to the estimated 4 48
of Engine chassis
failure load failure load of
95KN
40