Industrial Training Report

ESCORTS LIMITED

COMPANY BACKGROUND

Farmtrac is part of the industry conglomerate, Escorts Limited from India, which offers diversified products and services such as manufacturing of tractors, construction and material handling equipment and automotive components. While Escorts pioneered tractor manufacturing in India, prior to the mid-nineties, under a joint venture with the Ford Motor Company, it also independently manufactured a line of tractors based on Fords technology. Today the company has the single largest tractor manufacturing facility in the world with annual production capacity exceeding 1, 00,000 tractors. Its acquisition of US-based Long Mfg. N.C.Inc. (Now FNA) paved the way for the company to develop and market the Farmtrac line of tractors for US market.

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Industrial Training Report

ESCORTS LIMITED

Submitted By: Neeraj Agrawal

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Industrial Training Report

ESCORTS LIMITED

Internal Combustion Engines

The internal combustion engine does away with the need for an external heat source. Fuel is burned within the engine to provide the heat that does the useful work. Generally these engines use fossil fuels which are particularly concentrated forms of energy. We will look at the two most common types: The petrol engine which uses the Otto Cycle; The diesel engine.

The Otto Cycle

The four-stroke Otto cycle is shown in the diagram:

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Industrial Training Report

ESCORTS LIMITED

The indicator diagram for the Otto cycle is like this:

Let's look at the cycle and link it to the indicator diagram: 1. The induction stroke takes place at A. Although in theory the pressure should be the same as atmospheric, in practice it's rather lower. The amount of petrol air mixture taken in can be increased by use of a supercharger. 2. A to B is the compression stroke. Both valves are closed. The compression is adiabatic, and no heat enters or leaves the cylinder. 3. Ignition occurs at C. The gases resulting from the ignition expand adiabatically, leading to the power stroke. 4. D to A the gas is cooled instantaneously. 5. At A the exhaust stroke occurs and the gases are removed at constant pressure to the atmosphere. 6. Strange as it may seem, the piston does half a revolution at A. Actually it's slightly in practice, as the valve timing is more complex.

In practice the thermodynamics of a petrol engine are more complex: Fuel burns during the cycle, so the number of moles is not constant. The cycle takes place very quickly, so there is swirling of the gases. The kinetic energy of gases is not taken into account in these indicator diagrams.
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ESCORTS LIMITED

There are considerable temperature gradients, so we cannot deal with the gas as if it were constant temperature. Ignition takes a finite time, and takes time to propagate through the fuel-air mix. Therefore pressures will vary within the gas.

The efficiency of a petrol engine can be increased by increasing the compression ratio. However the heating of the gases can ignite the petrol prematurely. This pre-ignition is known as knocking or pinking. It can do a lot of damage to the engine.

Diesel Cycle
The Diesel cycle differs from the Otto cycle in that the induction stroke takes in only air. The air is compressed quite a lot so that it gets hot. The fuel is injected into the hot air, and ignites. This produces the power stroke.

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Industrial Training Report

ESCORTS LIMITED

The indicator diagram is quite different to that of a petrol engine:

Let's now look what happens in the indicator diagram: 1. The induction stroke takes air in ideally at constant volume, pressure at temperature. 2. The compression stroke takes place from A to B. The air is compressed adiabatically to about 1/20 of its original volume. It gets hot. 3. From B to C fuel is injected in atomised form. It burns steadily so that the pressure on the piston is constant. 4. From C to D the power stroke moves the piston down as adiabatic expansion takes place. 5. D to A cooling and exhaust occurs.

The diesel engine has a higher thermal efficiency than the petrol engine. However it does have the disadvantage in that it is heavier. Also the size of engine for a given power tends to be bigger. They also tend to be noisier and incomplete combustion makes for considerable pollution. However diesels have been made lighter and more refined for luxury cars. Experiments with diesels for aircraft have been hugely successful. Jet A1 fuel (paraffin) costs 30 p a litre compared with Avgas (unleaded aviation petrol) at 90 p a litre.

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COMPONENTS OF IC ENGINE
Cylinder head

General: The cylinder head is the structure bolted to the top of the cylinder block. The design varies according to engine type. In all cases, it serves as a mount for the valve train, intake manifold and exhaust manifold. Valve Cover: The valve cover is designed to protect the valve train components, contain spray from valve lubricant, and prevent toxic gases from escaping into the atmosphere (toxic gases are drawn out of the valve cover and placed back into the combustion cycle.) Cylinder Head Construction The cylinder head (2) is usually made of cast iron or aluminium. It is bolted to the deck (3) of the cylinder block, forming a tight seal for the combustion chamber. Channels (6) allow coolant to carry away heat from areas of high temperature. Mounting points for the spark plug (7) and valve train assembly are integral parts of the cylinder head's design, as are the intake ports (5) and exhaust ports (4).
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Industrial Training Report

ESCORTS LIMITED

Cylinder block

General: The engine's bottom end is where all the work is done. Expanding combustion gases apply pressure to the pistons, forcing them downward, which results in crankshaft rotation. The cylinder block is the main bottom end structure. Pistons ride up and down in cylinder sleeves that are fitted in the cylinder bores. The pistons are attached to the crankshaft by connecting rods.

The cylinder block, also called engine block, is the main bottom end structure. Iron or aluminium is normally used for its construction. Nickel may be added to the iron to increase strength and wear. Aluminium blocks weigh less and are better at dissipating heat. Core plugs also called freeze plugs, seal holes left in the block after casting. The plugs prevent the leakage of coolant from the water jackets.

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Piston

Most common engines have 4, 6, or 8 pistons which move up and down in the cylinders. On the upper side of the piston is what is called the combustion chamber where the fuel and air mix before ignited. On the other side is the crankcase which is full of oil. Pistons have rings which serve to keep the oil out of the combustion chamber and the fuel and air out of the oil. Pistons are made from lightweight aluminium alloy and are designed to float in the cylinder without contacting the cylinder walls. They float on a thin layer of oil which is below the rings. If the rings fail, oil can leak into the combustion chamber and you will see grey smoke coming from the exhaust. If the rings wear or you lose oil to the engine, the pistons can score the cylinder walls damaging the engine and requiring a rebuild.

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ESCORTS LIMITED

Crankshaft

The crankshaft is connected to the pistons via a connecting rod. As the piston moves up and down in the cylinder it rotates the crankshaft and converts the straight line motion into rotary motion.

Valve Train
The valve train consists of valves, rocker arms, pushrods, lifters, and the cam shaft. The valve train's only job is that of a traffic cop. It lets air and fuel in and out of the engine at the proper time. The timing is controlled by the camshaft which is synchronized to the crankshaft by a chain or belt.

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ESCORTS LIMITED

Now that we have a general overview of the parts involved let's talk about what happens during the normal operation of your engine. Most automotive engine today is 4-stroke (or 4-cycle) engines, meaning they have four distinct events which make up the cycle. A 4-stroke engine takes two complete crankshaft revolutions to complete the cycle. Below are the 4 complete parts of the 4-stroke cycle.

* Intake stroke: The camshaft opens the intake valve and the piston moves down the cylinder. This creates vacuum and sucks in air and fuel into the combustion chamber above the piston.

* Compression stroke: As the piston starts moving back up the cylinder the intake valve closes and seals off the combustion chamber. The causes the air and fuel to compress.

* Power stroke: As the fuel is compressed and the piston nears the top of the cylinder the spark plug fires and ignites the fuel and air. This explosion pushes the piston back down the cylinder and drives the crankshaft.

* Exhaust stroke: After the piston reaches the bottom of the cylinder, the exhaust valve opens and the gasses left over from the fuel and air are sent out to the exhaust system.

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OBSERVATION & KNOWLEDGE GAIN

Pistons: Remember I talked about the rings which seal the combustion chamber from the crankcase. The rings over time tend to wear out. When they wear they allow the fuel and air to enter into the oil and dilute it. This dilution reduces the oils ability to lubricate your engine and can cause premature wear. Also if the rings wear down they can allow oil from the crankcase to enter the combustion chambers. This will result in oil being burned and exiting your tailpipe as greyish/white smoke. If your car spews greyish white smoke and it does not go stop in the first few minutes after start-up you might have warn rings. If the smoke goes away after start-up look to the valve train section.

Crankshaft: The crankshaft rides on bearings which can wear down over time. The bearings support the crankshaft and also the rods which connect the pistons to the crankshaft. A loud medium pitched knocking noise in the engine points to warn bearings most of the time. This is usually a costly repair and involves removing the crankshaft and either machining the surface where the bearings ride, or replacing the entire crankshaft. To prevent this type of problem, use a high quality oil, change your oil at suggested intervals (3 months or 3000 miles is a safe number) and always maintain your oil level between oil changes. Many times it is more economical to buy a replacement engine, than to have your engine rebuilt when you have a crankshaft bearing failure. Your mechanic can give you a better idea of costs involved.
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Valve Train: Remember the oil smoke problem mentioned above in the piston sections. If your car only smokes greyish/white smoke at start-up you may have leaking valve seals. Valve seals keep oil from above the valve from leaking into the combustion chamber. When they wear, they can allow oil to seep into the combustion chamber and collect there until your start the engine again. You generally do not get oil leaking past the valve seals while the engine is running since the seals expand with the heat of the engine and plug the leak. Another common problem is the timing chain or belt will slip or even break causing the camshaft to stop rotating. Remember the camshaft tells the valves when to open and if it stops spinning then the valves stop opening and (broken belt or chain) and the crankshaft kept spinning they would crash into the piston. (Thats the interference) This crash tends to do bad things to an engine, breaking valve, bending pushrods, and even cracking pistons. This is why most manufacturers recommend changing the timing chain or belt every 60,000 miles. Timing belts dry out, stretch and deteriorate over time so even if you do not have 60,000 miles on the car think about changing the belt after it's 6 years old. If you are wondering if your engine is an interference engine, you can check with Gates, who makes timing belts and has a PDF file which will tell you if your engine is an interference engine and the recommended service interval.

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Industrial Training Report

ESCORTS LIMITED

Preventive Maintenance
* Change your oil regularly and use the recommend weight of oil. Check your owners manual or under the hood for the correct oil to be used. * Give your engine a chance to warm up before driving if possible. Doing this will let the oil get into all parts of the engine before you put a load on the engine. This is even more critical in cooler temperatures when the oil is cold and sluggish. * Change your timing belt or chain at your manufacturer's recommended interval. * Avoid "snake oil" additives advertised on late night TV. Regular oil changes and good maintenance habits will keep your engine running it's best. * If you have a turbo-charged engine, give the engine a minute or two to cool down before turning it off. This cool down period allows oil to circulate and cool down the bearings in the turbo. If you shut off the engine immediately after hard driving, the oil can gum up around the hot bearings and create problems down the road.

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