Piston Rod Guide a Safe, Easy-To-Use Tool Designed to Assist in the Re- Contents List: Moval and Installation of Pistons and Rod Assemblies

Total Page:16

File Type:pdf, Size:1020Kb

Piston Rod Guide a Safe, Easy-To-Use Tool Designed to Assist in the Re- Contents List: Moval and Installation of Pistons and Rod Assemblies Piston Rod Guide A safe, easy-to-use tool designed to assist in the re- Contents List: moval and installation of pistons and rod assemblies. 1 - Rod Guide Rod guide has two sets of quick change adapters 2 Sets - Quick Change Adapters that snap in and out of prong ends. Constructed of durable high quality plastic to pro- tect from metal to metal contact. Prevents damage to crankshafts and piston cylinder walls by protect- ing exposed piston rod bolts, and at the same time, safely guides piston rods during removal and instal- lation. TO REMOVE PISTON: 1. Remove nuts from piston rod bolts. 2. Place small adapters into prong ends and onto rod bolt ends. 3. Tap base of tool with palm of hand or hammer to break loose rod cap union. 4. Remove bottom rod cap and small adapters. 5. Place prong ends of tool onto piston rod bolts and push on base to remove piston rod ends through cylinder bore. TO INSTALL PISTON: 1. Spread prongs of tool over crankshaft and push up through cylinder bore and onto piston rod bolts. 2. Apply piston ring compressor and start piston into cylinder bore. 3. Tool may be removed when piston rod properly seals onto crankshaft. This guide tool provides user with a "GO" or "NO GO" feature. If rod angle isn't correct during removal and installation of piston, the tool will not allow you to continue with out making adjustments to correct crankshaft angle by turning crankshaft. This helps prevent damage to crankshaft and cylinder walls caused by misalignment. Related Component (Sold Separately): ALL96481 4.5" Rod Guide Tool Extensions, 1-Pair Allstar Performance 8300 Lane Dr., Watervliet, MI 49098 Phone: (269) 463-8000 Fax: (800) 772-2618 www.allstarperformance.com Form 1048 Page 1 of 1 Rev. 020708.
Recommended publications
  • MACHINES OR ENGINES, in GENERAL OR of POSITIVE-DISPLACEMENT TYPE, Eg STEAM ENGINES
    F01B MACHINES OR ENGINES, IN GENERAL OR OF POSITIVE-DISPLACEMENT TYPE, e.g. STEAM ENGINES (of rotary-piston or oscillating-piston type F01C; of non-positive-displacement type F01D; internal-combustion aspects of reciprocating-piston engines F02B57/00, F02B59/00; crankshafts, crossheads, connecting-rods F16C; flywheels F16F; gearings for interconverting rotary motion and reciprocating motion in general F16H; pistons, piston rods, cylinders, for engines in general F16J) Definition statement This subclass/group covers: Machines or engines, in general or of positive-displacement type References relevant to classification in this subclass This subclass/group does not cover: Rotary-piston or oscillating-piston F01C type Non-positive-displacement type F01D Informative references Attention is drawn to the following places, which may be of interest for search: Internal combustion engines F02B Internal combustion aspects of F02B 57/00; F02B 59/00 reciprocating piston engines Crankshafts, crossheads, F16C connecting-rods Flywheels F16F Gearings for interconverting rotary F16H motion and reciprocating motion in general Pistons, piston rods, cylinders for F16J engines in general 1 Cyclically operating valves for F01L machines or engines Lubrication of machines or engines in F01M general Steam engine plants F01K Glossary of terms In this subclass/group, the following terms (or expressions) are used with the meaning indicated: In patent documents the following abbreviations are often used: Engine a device for continuously converting fluid energy into mechanical power, Thus, this term includes, for example, steam piston engines or steam turbines, per se, or internal-combustion piston engines, but it excludes single-stroke devices. Machine a device which could equally be an engine and a pump, and not a device which is restricted to an engine or one which is restricted to a pump.
    [Show full text]
  • Assessing Steam Locomotive Dynamics and Running Safety by Computer Simulation
    TRANSPORT PROBLEMS 2015 PROBLEMY TRANSPORTU Volume 10 Special Edition steam locomotive; balancing; reciprocating; hammer blow; rolling stock and track interaction Dāvis BUŠS Institute of Transportation, Riga Technical University Indriķa iela 8a, Rīga, LV-1004, Latvia Corresponding author. E-mail: [email protected] ASSESSING STEAM LOCOMOTIVE DYNAMICS AND RUNNING SAFETY BY COMPUTER SIMULATION Summary. Steam locomotives are preserved on heritage railways and also occasionally used on mainline heritage trips, but since they are only partially balanced reciprocating piston engines, damage is made to the railway track by dynamic impact, also known as hammer blow. While causing a faster deterioration to the track on heritage railways, the steam locomotive may also cause deterioration to busy mainline tracks or tracks used by high speed trains. This raises the question whether heritage operations on mainline can be done safely and without influencing the operation of the railways. If the details of the dynamic interaction of the steam locomotive's components are examined with computerised calculations they show differences with the previous theories as the smaller components cannot be disregarded in some vibration modes. A particular narrow gauge steam locomotive Gr-319 was analyzed and it was found, that the locomotive exhibits large dynamic forces on the track, much larger than those given by design data, and the safety of the ride is impaired. Large unbalanced vibrations were found, affecting not only the fatigue resistance of the locomotive, but also influencing the crew and passengers in the train consist. Developed model and simulations were used to check several possible parameter variations of the locomotive, but the problems were found to be in the original design such that no serious improvements can be done in the space available for the running gear and therefore the running speed of the locomotive should be limited to reduce its impact upon the track.
    [Show full text]
  • [Thesis Title Goes Here]
    DETAILED STUDY OF THE TRANSIENT ROD PNEUMATIC SYSTEM ON THE ANNULAR CORE RESEARCH REACTOR A Thesis Presented to The Academic Faculty by Brandon M. Fehr In Partial Fulfillment of the Requirements for the Degree Master of Science in Nuclear Engineering in the School of Nuclear and Radiological Engineering and Medical Physics Program, George W. Woodruff School of Mechanical Engineering Georgia Institute of Technology May 2016 COPYRIGHT © 2016 BY BRANDON M. FEHR iv DETAILED STUDY OF THE TRANSIENT ROD PNEUMATIC SYSTEM ON THE ANNULAR CORE RESEARCH REACTOR Approved by: Dr. Farzad Rahnema, Advisor Mr. Michael Black School of Nuclear and Radiological R&D S&E Mechanical Engineering Engineering Sandia National Laboratories Georgia Institute of Technology Dr. Tristan Utschig School of Nuclear and Radiological Engineering Georgia Institute of Technology Dr. Bojan Petrovic School of Nuclear and Radiological Engineering Georgia Institute of Technology Date Approved: April 11, 2016 v ACKNOWLEDGEMENTS I would like to give the utmost appreciation to my colleagues at Sandia National Laboratories for their support, with special thanks to Michael Black, James Arnold, and Paul Helmick for their technical guidance. I would also like to thank Dulce Barrera and Elliott Pelfrey for their encouragement and support, and Bennett Lee for his help with proofreading and formatting. Special thanks to Dr. Farzad Rahnema for his guidance and contract support, as well as, Dr. Bojan Petrovic and Dr. Tris Utschig for serving on my committee. Lastly, I would like to thank my parents for their support and encouragement during the whole journey. This research was funded by Weapons Science & Technology (WS&T), Readiness in Technical Base and Facilities (RTBF).
    [Show full text]
  • I Lecture Note
    Machine Dynamics – I Lecture Note By Er. Debasish Tripathy ( Assist. Prof. Mechanical Engineering Department, VSSUT, Burla, Orissa,India) Syllabus: Module – I 1. Mechanisms: Basic Kinematic concepts & definitions, mechanisms, link, kinematic pair, degrees of freedom, kinematic chain, degrees of freedom for plane mechanism, Gruebler’s equation, inversion of mechanism, four bar chain & their inversions, single slider crank chain, double slider crank chain & their inversion.(8) Module – II 2. Kinematics analysis: Determination of velocity using graphical and analytical techniques, instantaneous center method, relative velocity method, Kennedy theorem, velocity in four bar mechanism, slider crank mechanism, acceleration diagram for a slider crank mechanism, Klein’s construction method, rubbing velocity at pin joint, coriolli’s component of acceleration & it’s applications. (12) Module – III 3. Inertia force in reciprocating parts: Velocity & acceleration of connecting rod by analytical method, piston effort, force acting along connecting rod, crank effort, turning moment on crank shaft, dynamically equivalent system, compound pendulum, correction couple, friction, pivot & collar friction, friction circle, friction axis. (6) 4. Friction clutches: Transmission of power by single plate, multiple & cone clutches, belt drive, initial tension, Effect of centrifugal tension on power transmission, maximum power transmission(4). Module – IV 5. Brakes & Dynamometers: Classification of brakes, analysis of simple block, band & internal expanding shoe brakes, braking of a vehicle, absorbing & transmission dynamometers, prony brakes, rope brakes, band brake dynamometer, belt transmission dynamometer & torsion dynamometer.(7) 6. Gear trains: Simple trains, compound trains, reverted train & epicyclic train. (3) Text Book: Theory of machines, by S.S Ratan, THM Mechanism and Machines Mechanism: If a number of bodies are assembled in such a way that the motion of one causes constrained and predictable motion to the others, it is known as a mechanism.
    [Show full text]
  • WSA Engineering Branch Training 3
    59 RECIPROCATING STEAM ENGINES Reciprocating type main engines have been used to propel This is accomplished by the guide and slipper shown in the ships, since Robert Fulton first installed one in the Clermont in drawing. 1810. The Clermont's engine was a small single cylinder affair which turned paddle wheels on the side of the ship. The boiler was only able to supply steam to the engine at a few pounds pressure. Since that time the reciprocating engine has been gradually developed into a much larger and more powerful engine of several cylinders, some having been built as large as 12,000 horsepower. Turbine type main engines being much smaller and more powerful were rapidly replacing reciprocating engines, when the present emergency made it necessary to return to the installation of reciprocating engines in a large portion of the new ships due to the great demand for turbines. It is one of the most durable and reliable type engines, providing it has proper care and lubrication. Its principle of operation consists essentially of a cylinder in which a close fitting piston is pushed back and forth or up and down according to the position of the cylinder. If steam is admitted to the top of the cylinder, it will expand and push the piston ahead of it to the bottom. Then if steam is admitted to the bottom of the cylinder it will push the piston back up. This continual back and forth movement of the piston is called reciprocating motion, hence the name, reciprocating engine. To turn the propeller the motion must be changed to a rotary one.
    [Show full text]
  • Design, Specification and Tolerancing of Micrometer-Tolerance Assemblies
    5 AlllQM 5flT7DS m NISTIR 5615 Design, Specification and Tolerancing of Micrometer-Tolerance Assemblies Dennis A. Swyt U.S. DEPARTMENT OF COMMERCE Technology Administration National Institute of Standards and Technology Precision Engineering Division Gaithersburg, MD 20899 QC 100 MIST .056 NO. 561 1995 Design, Specification and Toierancing of Micrometer-Tolerance Assemblies Dennis A. Swyt U.S. DEPARTMENT OF COMMERCE Technology Administration National Institute of Standards and Technology Precision Engineering Division Gaithersburg, MD 20899 March 1995 U.S. DEPARTMENT OF COMMERCE Ronald H. Brown, Secretary TECHNOLOGY ADMINISTRATION Mary L. Good, Under Secretary for Technology NATIONAL INSTITUTE OF STANDARDS AND TECHNOLOGY Arati Prabhakar, Director ACKNOWLEDGEMENTS This is to thank those in industry who have provided me ideas and information, including Bill Brockett, Al Nelson, Al Sabroff, Jim Salsbury, and Barry Woods and those at NIST who provided ideas and helped me shape the material, especially Clayton Teague, Ted Hopp, Kari Harper, and Janet Land. - • I •' m'. r -p. .r# , i ', ,„y ,>r!^"/;'.?.5S>i?€^S ''• "'’ -Wife ^ ; "" Sl .--4 ^ . 'W^SBil '* '^'1, '.' * ® - ,•' "’ ',*^C ,. ,.••' ,i;^ MjSB - ' ' ' ,.2^'"' / ' li ,2* ( ' . .:•!' ‘ • •;A ’iifc Design, Specification, and Tolerancing of Micrometer-Tolerance Assemblies Dennis A. Swyt National Institute of Standards and Technology Introduction Increasing numbers of economically important products manufactured by U.S. companies are comprised of assemblies of component parts which have macroscopic dimensions and microscopic tolerances. The dimensions of these parts range from a few millimeters to a few hundred millimeters in size. The tolerances on those dimensions are of the order of micrometers. Such micrometer-tolerance assemblies include not only electronic products and hybrid electronic-mechanical products, but purely mechanical devices as well.
    [Show full text]
  • Chapter 1 Introduction
    Department of Electrical Engineering Solenoid Control Motor Techno Engine Chapter 1 Introduction 1.1 Motivation IC Engine, one of the greatest inventions of mankind, is one of the most important elements in our life today. It’s most important application being in automobiles, trains, and aero planes. Our lifestyle today cannot exist without a way to commutate. IC engines make use of gasoline and diesel. The population is in the rising trend; this means more the number of individuals, more the requirement of automobiles to commute. Every year there are around 50 million automobiles being manufactured all over the world. This situation is very grim. With this rise in use of fossil fuels, there arises a need to switch to alternative sources of fuel, to drive our engines. But the challenge is to develop machines which have much higher efficiencies than what we make use today. The most versatile form of energy that is widely used is electricity. Electric motors are replacing existing IC engines rapidly. But the storage of electricity holds a drawback, as a large amount of energy cannot be stored. This demands our machines to possess higher efficiencies, consuming lesser energy and producing more output. With this rising need of switching to alternative fuels, and alternative sources of energy, magnetism shows a bright spot in the current scenario. Magnetism is a phenomenon which exists in our body, our earth as well as our universe. The virtual concept of black holes has been said to be related to strong magnetic fields. The tremendous energy within a black hole pulls matter inside it to nowhere.
    [Show full text]
  • Introduction: a Manufacturing People
    1 Introduction: a manufacturing people ‘It will be seen that a manufacturing people is not so happy as a rural population, and this is the foretaste of becoming the “Workshop of the World”.’ Sir James Graham to Edward Herbert, 2nd Earl of Powis, 31 August 1842 ‘From this foul drain the greatest stream of human industry flows out to fertilise the whole world. From this filthy sewer pure gold flows. Here humanity attains its most complete development and its most brutish; here civilisation works its miracles, and civilised man is turned back almost into a savage.’ Alexis de Tocqueville on Manchester, 1835 ritain’s national census of 1851 reveals that just over one half of the economically active B population were employed in manufacturing (including mining and construction), while fewer than a quarter now worked the land. The making of textiles alone employed well over a million men and women. The number of factories, mines, metal-working complexes, mills and workshops had all multiplied, while technological innovations had vastly increased the number of, and improved the capabilities of, the various machines that were housed in them. Production and exports were growing, and the economic and social consequences of industrial development could be felt throughout the British Isles. The British had become ‘a manufacturing people’. These developments had not happened overnight, although many of the most momentous had taken place within living memory. By the 1850s commentators were already describing Dictionary, indeed, there is no definition whatever this momentous shift as an ‘industrial revolution’. relating to this type of phenomenon. Is it, therefore, The phrase obviously struck a chord, and is now really a help or a hindrance to rely on it to describe deeply ingrained.
    [Show full text]
  • S.S. Badger Engines and Boilers
    S.S. BADGER ENGINES AND BOILERS Historic Mechanical Engineering Landmark Ludington, Michigan September 7, 1996 The American Society of Mechanical Engineers THE HISTORY AND HERITAGE PROGRAM OF ASME The ASME History and Heritage Recognition Program began in September 1971. To implement and achieve its goals, ASME formed a History and Heritage Committee, composed of mechanical engineers, historians of technology, and the Curator Emeritus of Mechanical and Civil Engineering at the Smithsonian Institution. The Committee provides a public service by examining, noting, recording, and acknowledging mechanical engineering achievements of particular significance. The History and Heritage Committee is part of the ASME Council on Public Affairs and Board on Public Information. For further information, please contact Public Information, the American Society of Mechanical Engineers, 345 East 47th Street, New York, NY 10017- 2392, 212-705-7740, fax 212-705-7143. An ASME landmark represents a progressive step in the evolution of mechanical engineering. Site designations note an event of development of clear historical importance to mechanical engineers. Collections mark the contributions of several objects with special significance to the historical development of mechanical engineering. The ASME Historic Mechanical Engineering Recognition Program illuminates our technological heritage and serves to encourage the preservation of the physical remains of historically important works. It provides an annotated roster for engineers, students, educators, historians, and travelers, and helps establish persistent reminders of where we have been and where we are going along the divergent paths of discovery. HISTORIC MECHANICAL ENGINEERING LANDMARK S.S. BADGER ENGINES AND BOILERS 1952 THE TWO 3,500-HP STEEPLE COMPOUND UNAFLOW STEAM ENGINES POWERING THE S.S.
    [Show full text]
  • By the Numbers Compressor Performance
    June 15 2016 By The Numbers Compressor Performance 1 PROPRIETARY Compressor Performance Report Without an accurate TDC, the report information has no value! 2 PROPRIETARY Compressor Performance Report Capacity is the average of the calculated flow rate at both suction and discharge conditions. This number is a good indicator of the actual capacity only when the cylinder is healthy and all collected data is IHP accuracy is not accurate. dependent on the IHP/MMSCFD is cylinder health; however, the geometry, IHP/calculated average capacity TDC accuracy, and sensor linearity must be accurate. 3 PROPRIETARY Compressor Indicated Horsepower . The horsepower measured at the compressor piston face with an indicating device (e.g.: 100 IHP) . Includes all thermodynamic losses . Thermodynamic losses are equal to the indicated horsepower minus the theoretical horsepower . Thermodynamic or compression efficiency equals the theoretical or gas horsepower divided by the compressor indicated horsepower 4 PROPRIETARY Indicated Horsepower . The horsepower measured at the power piston face with an indicating device . Includes all thermodynamic losses • PLAN/33,000 • P = IMEP • L = STROKE in FEET • A = AREA • N = RPM • 33,000 ft-lb/minute = 1 Horsepower 5 PROPRIETARY 6 PROPRIETARY 7 PROPRIETARY Compressor & Power Master Rods Rotation not needed Piston or Crosshead Master Rod Setup Requires: 1. Con Rod Length (in inches) Stroke (in) 2. Stroke (in inches) 8 PROPRIETARY Formulas Force = Pressure * Area Work = Force * Distance (stroke) Power = Work/Time Compressor Cylinder Horsepower Relationships Brake Horsepower = Indicated Horsepower + Friction Horsepower Brake Horsepower = Indicated Horsepower / Compressor Mechanical Efficiency Friction Horsepower Ring / Liner Friction Wrist Pin / Bushing Friction Connecting Rod Bearing / Crankshaft Friction 9 PROPRIETARY Compressor Performance Report These are the average calculated capacities for each stage.
    [Show full text]
  • Numerical Analysis of the Forces on the Components of a Direct Diesel Engine
    applied sciences Article Numerical Analysis of the Forces on the Components of a Direct Diesel Engine Dung Viet Nguyen and Vinh Nguyen Duy * Modelling and Simulation Institute—Viettel Research and Development Institute, 100000 Hanoi, Vietnam; [email protected] * Correspondence: [email protected]; Tel.: +84-985-814-118 Received: 16 April 2018; Accepted: 8 May 2018; Published: 11 May 2018 Abstract: This research introduces a method to model the operation of internal combustion engines in order to analyze the forces on the rod, crankshaft, and piston of the test engine. To complete this research, an experiment was conducted to measure the in-cylinder pressure profile. In addition, this research also modelled the friction forces caused by the piston and piston-ring movements inside the cylinder for calculating the net forces experienced by the test engine. The results showed that the net forces change according to the crank angle and reach a maximum value near the top dead center. Consequently, we needed to concentrate on analyzing the stress of the crankshaft, rod, and piston at these positions. The research results are the foundation for optimizing the design of these components and provide a method for extending the operating lifetime of internal combustion engines in real operating experiments. Keywords: internal combustion engine; mechanical stress; fine element method; friction force; in-cylinder pressure 1. Introduction In the operation of internal combustion engines, the rod, crankshaft, and piston play crucial roles as they are considered the heart of engines. However, these components always operate in critical operating conditions, such as under very high thermal and mechanical stresses [1–5].
    [Show full text]
  • FEA of a Lab-Scale IC Engine Connecting Rod
    Proceedings of the 2nd African International Conference on Industrial Engineering and Operations Management Harare, Zimbabwe, December 7-10, 2020 FEA of a Lab-Scale IC Engine Connecting Rod Daramy Vandi Von Kallon Department of Mechanical Engineering Technology University of Johannesburg Johannesburg, South Africa [email protected] Bai Kamara Department of Mechanical Engineering Technology University of Johannesburg Johannesburg, South Africa. [email protected] Abstract Torsional vibration is a special form of vibrations that usually describes torsional deformation motion of rotating shafts that transmit torque to other components. The crankshaft of an Internal Combustion (IC) engine is connected to the engine cylinder piston via the connecting rods. Connecting rods are highly dynamically loaded components used for thrust transmission in combustion engines. This paper investigates the effect of torsional vibration of the IC Engine connecting rod. Simulations were carried out using Autodesk inventor using the Raleigh model. Keywords: Torsional vibration, crankshaft, IC engine, connecting rod and simulation. I. Introduction Rotating shafts may experience different kinds of deformations resulting to induced vibrations from radial loads, axial loads, and torque loads. Torsional vibration arising from torque loads may induce torsional deformation motion of rotating shafts in an internal combustion (IC) engine. The causes of torsional vibration in connecting rods are in themselves caused by the crankshaft torsional vibrations arising from elastic deformations of the crankshaft body and the periodic effect of torque on the crankshaft. Hence the IC Engine Connecting Rod torsional vibration can be considered an elastic torsional deformation caused by the periodic excitation torques on the crankshaft during engine operations. Several problems associated with torsional vibration includes crankshaft failure, flywheel bolt failure, bearing bush pitting, increasing knock noises of timing gear, decreasing engine power and sometimes damage to the connecting rod.
    [Show full text]