Debremarkos University Institute of Technology: Multi Engine Stand

MULTI ENGINE STAND
DEBREMARKOS UNIVERSITY
INSTITUTE OF TECHNOLOGY
MECHANICAL ENGINEERING DEP’T
INTERNSHIP REPORT AND DESIGN OF MULTI ENGINE STAND IN
(BISHOFTU AUTOMOTIVE INDUSTRY )
Prepared by:
NAME ID NO
1- ADAFRIE DEMEWOZ………………TER/051/06
2- ZEBENE GETYE…………………….. TER/1165/06
3- ISRAEL HABTAMU…………………. TER//06
4- EDOSA SENBETA…………………… TER/387/06
5- FANAYE BELAY……………………. TER//06
ADVISER. TARIKU N. Msc

SUBMITION DATE16/02/2010
2010 EC.
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MULTI ENGINE STAND
Approval of Internship Report

We adafrie, zebene getye, edosa senbeta, Israel habtamu and fanaye belay students of Debre
Markos University College of technology and department of Mechanical engineering. This report
describes our four-month participation in BISHOFTU AUTHOMOTIVE INDUSTRY.
The empirical information of this report is based on our internship program and this report
involve some idea of our self-expression with regard to our observation of the company’s work
and all source materials and pictures used while compiling this report get fully acknowledge and
we approved this by our signature.
Approved by mentor:
Name Mr. TARIKU N.....…………… Signature……………. …….
Approved by students:
Name ADAFRIE DEMEWOZ….………………..………. Signature……………. ……
ZEBENE GETYE ……………………………. …..Signature ……………………
ISRAEL HABTAMU.……..…………….................Signature…………………...
EDOSA SENBETA ……………………….……. ..Signature……………………
FANAYE BELAY………………………………. ..Signature…………………….
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ACKNOWLEDGEMENT
We are grateful and would like to express our sincere gratitude and great thanks for our GOD to
help as keep from anything. We are using this opportunity to express our compliment and
adoration to our DEBRE MARKOS University and BISHOFTO AUTOMOTIVE INDUSTRY in
order to visit the industry and support through the visited time. We are thankful to advisor
TARIKU N. and BAI shop workers for this spirit guidance, invaluably constructive criticism and
friendly advice during the project work. We are sincerely grateful to advisor TARIKU for
sharing his truthful and illuminating views on a numbers of issues related to this project or
design. Special thanks to our mechanic HAILE for his supporting idea and completed our
manufacturing process.
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MULTI ENGINE STAND
ABSTRACT
In this project we have design an engine stand for a minimum of four vehicles engine stand that
are IVECO, POWER PLUS, FAW and SINOTRUCK. It contains the advantage and the
components or parts of engine stand. The main parts of engine stand are base, arm or (leg), shaft,
bolt or pin, gear box, wheel, belt, coupling and electrical motor each of them have its own
advantage or usage. This project is aimed to design engine stand to carry a maximum of 950kg
weight. We can also analysis geometrical value, force and stress analysis of each parts of stand
with its detail and assembly drawing. Our design is safe because we can consider proper material
selection, consideration of cost etc.
In this project theoretical and experimental study conducted on stand:

1- theoretical; it means we can analysis the mathematical and theory parts to use the previous
knowledge
2- experimental study; this means we can do also model to functional.
Specifications of materials selection become a priority in order to functional our model and safe
the design.
The specifications of the best design are the design which is good strength, manufactured from
local material and has a minimum deflection of the structure when subjected on the load.
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MULTI ENGINE STAND
NOMENCLATURE
ρ =density in Kg/m3
σ𝑦 = yield stress
𝑀𝐵 =bending moment
𝑅𝐴 =reaction force along A
𝑅𝐵 =reaction force along B
𝑊𝐾 =applied load= applied force
𝑊𝑇 =tangential applied load
σ𝑢 =ultimate stress
F.S=factor of safety
L=Effective length
K=Least value of radius of gyration
A=Area of the cross–section
𝑊=load applied
𝜎𝐶𝑟 =crushing stress
𝑑𝑐 =core diameter
𝜎𝑡 =tensile stress
𝑛=number of bolts
dp =peripheral diameter
𝜏𝑌 =yield shear stress
𝜏𝑎𝑙𝑙 =shear allowable
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Table of content page
Table 1. properties of stractural steel......................................................................................................... 31

Table 2. properties of plain carbon steel .................................................................................................... 32
Table 3. properties of milld steel ................................................................................................................ 32
Table 4. properties of cast iron ................................................................................................................... 33
Table 5. properties of cast steel.................................................................................................................. 34
Table 6. properties of stainless steel .......................................................................................................... 35
Table 7. manufacturing cost ....................................................................................................................... 67
Table of Figure page
Figure 1. CITY BUS ......................................................................................................................................... 2

Figure 2. BODY OF PICKUP ............................................................................................................................ 3
Figure 3.ZILLA ................................................................................................................................................ 3
Figure 4.PARTES OF AUTHOMOBILE AND HEAVY DUTY ............................................................................... 4
Figure 5. flxieble bush pin coupling . .......................................................................................................... 23
Figure 6. terms used in bevel gears ............................................................................................................ 25
Figure 7. Key................................................................................................................................................ 27
Figure 8. V-belt ............................................................................................................................................ 29
Figure 9. 3D Veiw of base ........................................................................................................................... 29
Figure 10 .2D and 3D view of plate ............................................................................................................. 36
Figure 11. 3D view of shaft ......................................................................................................................... 40
Figure 12. flange ........................................................................................................................................ 42
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Table of Contents
Approval of Internship Report ...................................................................................................................... II
ACKNOWLEDGEMENT ........................................................................................................................... III
ABSTRACT ................................................................................................................................................ IV
NOMENCLATURE........................................................................................................................................... V
Table of content ....................................................................................................................................... VI
Table of Figure ......................................................................................................................................... VI
PART ONE ................................................................................................................................................... 1
BACK GROUND OF THE INDUSTRY ..................................................................................................... 1
CHAPTER ONE ........................................................................................................................................... 1
1.History of Bishoftu Automotive Industry .............................................................................................. 1
1.1. Objectives of BAI .......................................................................................................................... 1
1.2 Organization Set Up Of BAI ........................................................................................................... 1
1.2 Main Products and Customer ......................................................................................................... 2
CHAPTER TWO .......................................................................................................................................... 5
2. Overall Internship Experience ............................................................................................................ 5
2.1. Engine & Power Train Production Factory .................................................................................. 5
2.2. Construction Machinery Production Factory ............................................................................... 8
2.3. Body & Frame Production Factory ............................................................................................. 9
2.4. Vehicle Production Factory ....................................................................................................... 11
2.5. Vehicles System Production Factory .......................................................................................... 12
CHAPTER THREE .......................................................................................................................................... 14
3.Over All Benefits Gained From The Internship .................................................................................... 14
3.1 Theoretical knowledge.................................................................................................................. 14
3.2 Practical Skills ................................................................................................................................ 15
3.3. Team Working Skills ..................................................................................................................... 16
3.4 Leadership Skills ............................................................................................................................ 16
3.5 Work Ethics ................................................................................................................................... 16
PART 2 ......................................................................................................................................................... 17
DESIGN OF MULTI ENGINE STAND .............................................................................................................. 17
CHAPTER 1. INTRODUCTION ....................................................................................................................... 17
1.1 BACKGROUND .............................................................................................................................. 17
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1.2. PROBLEM STATEMENT .............................................................................................................. 18

1.3. DESIGN SPECIFICATION ............................................................................................................ 18
1.4. OBJECTIVE OF THE PROJECT.................................................................................................... 19
1.4.1. GENERAL OBJECTIVE .......................................................................................................... 19
1.4.2. SPECIFIC OBJECTIVE ........................................................................................................... 19
1.5 SCOPE OF THE PROJECT .................................................................................................................... 19
CHAPTER 2 ............................................................................................................................................... 20
2. LITRATURE REVIEW ...................................................................................................................... 20
CHAPTER 3 ............................................................................................................................................... 21
3. GEOMETRIC ANALYSIS ................................................................................................................ 21
3.1 plate ............................................................................................................................................... 21
3.2. Shaft: ............................................................................................................................................ 21
3.3. Coupling....................................................................................................................................... 22
3.4 gear box:........................................................................................................................................ 23
3.5 Key ................................................................................................................................................ 27
3.6 belt: ............................................................................................................................................... 28
3.7 Base and Leg ................................................................................................................................. 29
3.8 Material selection .......................................................................................................................... 30
CHAPTER 4 ............................................................................................................................................... 36
4. FORCE AND STRESS ANALYSIS OF ENGINE STAND .............................................................. 36
4.1 Design of plate .............................................................................................................................. 36
4.2 Design of shaft .............................................................................................................................. 39
4.3 Design of flexible bush pin coupling ............................................................................................ 41
4.3.3 Design of bush ........................................................................................................................... 43
4.4 Design of gear box ........................................................................................................................ 45
4.4.3 Design of shaft of Bevel gear ..................................................................................................... 55
4.5 Design of base ............................................................................................................................... 56
Chapter 5 ..................................................................................................................................................... 65
5. Manufacturing process ........................................................................................................................ 65
CHAPTER 6 ............................................................................................................................................... 66
6. COST ANALYSIS.............................................................................................................................. 66
6.1 material cost ...................................................................................................................................... 66
6.2 manufacturing cost ............................................................................................................................ 67
6.3 labour cost ........................................................................................................................................ 67
CHAPTER 7 ............................................................................................................................................... 67
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7. ASSEMBLEY PROCEDURE ............................................................................................................ 67

CHAPTER 8 ............................................................................................................................................... 69
RESULT AND DISCUSION ..................................................................................................................... 69
CHAPTER 9 ............................................................................................................................................... 71
CONCLUSION and RECOMMENDATION ......................................................................................... 71
9.1 CONCLUSION ................................................................................................................................. 71
9.2 RECOMENDETION ........................................................................................................................ 72
Reference .................................................................................................................................................... 73
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PART ONE
BACK GROUND OF THE INDUSTRY
CHAPTER ONE
1.History of Bishoftu Automotive Industry

BAI is found on Debrezeit, special name of Arbashe. It’s about 37Km from Addis Ababa. It is
one of the Engineering Military complexes in Defence Industry Sector.
Project 40720 is first name of BAI. Project 40720 was originally design to render maintenance
service for tanks, armoured vehicles, military wheeled vehicles, artillery weapons, optical device,
small arms and communications and control equipment’s.
Implementation of the project began in Feb.1984 and was interrupted in May 1991 following the
fall of the Derge regime. A substantial magnitude of construction works of the complex has been
excited and some machineries and equipment installation has been carried out prior to the
interruption of activities.
1.1. Objectives of BAI

 To overhaul and medium repair of armoured and automotive materials.
 To overhaul medium and running repair of engineering materials.
 To overhaul and running repair of artillery materials, optic devices, tank guns,
stabilizers, panel equipment’s and small arms.
 To overhaul of communication means.
 To maintain radar stations, anti-air craft guns.
1.2 Organization Set Up Of BAI
The project is managed by a General Manager accountable to the Ministry of National Defence
and/or to the bored management and under it, there exist three line department and one staff unit
namely:-
1) Operation and Engineering Department

2) Procurement and supplier management department
3) Administration and finance management department
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MULTI ENGINE STAND
4) Quality control and inspection service

The operation and Engineering department further manages four line work units and two support
units under it:-
i. Armoured materials overhaul work shop

ii. Light trucks and automotive overhaul work shop
iii. Engine overhaul and mechanical work shop
iv. Artillery material overhaul work shop
v. Design and product development service
vi. Maintenance and utility service
At present, the industry by making good relationship with foreign countries especially with
Chinese automotive companies it changes most of the products including its name called BALI.
It also changes almost all workshops. Therefore the operation and Engineering department now
manages the following workshops and support units:-
a) Tank production factory

b) Engine and power train production factory
c) Construction machinery production factory
d) Vehicle system production factory
e) Heavy truck production factory
f) Body and frame production factory
g) Design and product development service
1.2 Main Products and Customer

Main Products
 Production of city Busses
Figure 1. CITY BUS

MULTI ENGINE STAND
 Production of construction machineries such as Dozers, Excavators, Rollers, Graders and

Dumper Truck
 Production of Pick up automobile
Figure 2. BODY OF PICKUP
 Tank and aremerd vehicles production factory
Figure 3.ZILLA
 Production of Heavy Trucks

 Production of different automobile and heavy trucks

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Figure 4.PARTES OF AUTHOMOBILE AND HEAVY DUTY
 Maintenance of engines and power trains
Main Costumers
 Different government and private organizations.

 Different Construction Company.
 Anbesa City Bus Company.
 Also Ministry of Defence is the main user of this industry.

MULTI ENGINE STAND
CHAPTER TWO
2. Overall Internship Experience

Within the four month of intern ship time I work in different workshops of BAI. Such as engine
and power train production factory, construction machinery production factory, body and frame
production factory, vehicles system production factory and vehicle production factory.
2.1. Engine & Power Train Production Factory

Engine and power train production factory mainly designed for:-
 Overhaul maintenance and test of engine used in armoured material vehicles

and testing of power supply units. I.e. Oral and tank engines and power supply
units.
 Also for manufacturing of easily produced parts.
But in addition to this it also gives a maintenance service for company’s vehicles and sometimes
private automobiles.
This factory has two shops. The first one is engine repair shop. This shop is used for overall
maintenance of engines only. And the second one is used for overall maintenance of power
supply units such as Differential, Gear Box, and Transfer Case. Now this shop also divided into
two and half part of the shop is used for production of Heavy truck vehicles.
2.1.1. Process Flow of Engine Repair Shop

In engine repair shop there are many tasks could be done. These tasks have their own steps.
These are disassembling, washing, inspection, maintenance and assembly.
Disassembling
In this stages engines disassembled into components and parts. All parts of engines will be
disassembled and small parts such as bolts, nuts, etc. put in a dish. Similarly crank shaft, piston
head, and other heavy parts will be hosted by the crane and sit on washing machine. There is no
different method or unique machine to disassembling process simply uses a number of wrenches.
Washing

MULTI ENGINE STAND
After disassembling, parts and components of engines will be washed. This washing machine
initially used steam to wash. But now it is not working and instead of steam it uses hot water.
Inspection
After parts have been washed, the next stage will be inspection. The first part of the inspection
process will be the visual inspection. Through this process we will recognize if there are any
problems like, crack and breakage on the engine housing and the other parts.
The parts that are inspected usually in the inspection room are the engine housing, the crank
shaft, the cam shaft, journal/shell bearing and the valves.
For the inspection of these parts we will use instrument like the micrometre, Varner calliper, and
magnetic stand with a dial, dial gage and bore gage.
During the inspection of the crank shaft housing first we will tighten the shafts of the case to the
right torque from the manual and then we turn it again to the right degree which we get from the
manual. Then we can measure the diameter of the hole either with bearing or without, using the
bore gage. We can measure the diameter of the cam shaft housing with the same way if it in case
and not overhead.
On the cam shaft and crank shaft there are two things that we must do; the first is we measure the
diameter of the journals and mid portion by using micrometre. The second inspection is
determining the bend of the rod. We do this by using magnetic stand.
Then after taking these tests we take the result and compare them with the allowable values of
manual. If the value is within range we can pass it as usable and if it is out of range it will be
either maintained or replaced.
Inspection of the valve will be accomplished by checking whether the valve gained is usable or
not and if the valve head fits with the engine head opening.
Maintenance
After the parts of engine (mainly the crank shaft, camshaft and engine cylinder) have been
inspected, if there is a faulty part it will have to be maintained to suitable value.

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There are different maintaining methods that will be used for different parts. For the cam shaft
parts will be either ground to suitable value, if it has been greater than the set value or it will be
filled by welding and ground to a suitable value, if it has been lower than the set value.
For the crank shaft also, the same procedure that has been used for the cam shaft will be used.
The grounding procedure will be done on a special type of lathe machine that has a suitable
mechanism for this purpose.
The crank shaft holder is also maintained by using a boring machine specially set for this
purpose. As for the cylinder lining, a new lining will be inserted into the old one and it will be
bored into a suitable value with a special boring machine.
Assembly
Unlike disassembling work group, the assembly section follows a set of procedures as set by
manufacturer on the manual.
Special tools may be used in assembly specific to the part that will be assembled. Most of these
tools are custom made to lessen the difficulty and reduce the time that the assembly process
causes.
But even with the special tools the assembly process is tiresome and time consuming. The main
cause to this problem is the engine time setting process. On the tank engine the engine time
seating process may take up to one or more days.
2.1.2. Process Flow of Power Supply Units Repair Shop

Similar to engine repair shop, this shop also have different flow process. Just like engine repair
shop, starting from disassembling process up to assembly. The only difference between the two
shops is the repair parts. I.e. in this shop instead of engines the shop repairs power supply units
such as differential, gear box and transfer case.
2.1.3. Work Task in This Shop

Within a month of working time in this shop I have done many tasks. But the main task is
studying the overall flow process and problems that affect the flow of the shop. And also I
participate in practical works. For example I work with the inspection group and me measure and
compare (cam shafts, crank shafts, piston head …) with the manual. In addition to this I also
participate in disassembling and assembling process.

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2.1.4. Challenges
There are many challenges that I have been facing during performing my tasks.
The first one is misunderstanding. This is the first problem that I faced in this shop. The workers
think us a general mechanic student and they assigned us a hard working area. That is hoisting
very heavy parts, disassembled parts, etc. Generally the first two and three weeks are very
difficult to me.
The other problems that I observe are highly affect the overall flow process of the shop. These
are:-
i. Layout of the shop

ii. Maintained automobile parking place
iii. Spar part supply
iv. Useless machines
The above main problems affect the flow process of the shop by losing time, crowded of
working place, decreasing life time of the crane, safety of the workers, etc.
2.2. Construction Machinery Production Factory

In construction machinery production factory mainly designed for production of all types of
construction machineries, such as Dozers, Excavators, Graders, Loaders, and Rollers. But now
the time they start producing of Dumper Trucks. In addition to this the shop also gives a
maintenance service for all construction machineries.
Each type of machineries can be produced in different shop. During the time I work in this
factory all those shops are stopped producing dozers, excavators, graders, loaders, and rollers.
This is because of lack of spare part supply. But by using the dozers production shop they start
producing new Italian construction machinery called Dumper trucks. The truck has two piston
engines and one double acting cylinder hydraulic steering system. It has also one double acting
cylinder for dumper system at the front of the truck. It is also a four wheel drive truck.
2.2.1. Overall Flow Process of Producing This Truck

To produce this truck it passes several stages. That is each parts of the truck are assembled
according to their order.

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The first step is assembly of tyres with the front and the rare axle. Then the chassis assembled
with the two legs (i.e. the front and the rare tyres). The next step is welding the front body of the
truck with chassis. After this all steering control system and dumper control system assembled in
the front body. Now the engine, oil tank and fuel tank assembled at the back of the front body in
chassis of the truck. And all types of oil and fuel cables are connected.
Then the cover of the engine and fuel tank is welded. This cover is also used for standing of the
driver chair. Next the propeller shafts connected the two legs with the transfer case. Finally
welding the back body of the truck and assembled all lighting systems.
2.2.2. Work Task In This Shop

In this shop my task is studying the overall flow process and problems that affect the flow
process of the shop. Similarly I participate in practical works. Tighten bolts and nuts and giving
different types of tools for workers. In general I assembled four trucks with them.
2.2.3. Challenges
This shop is full of problems. As I mentioned in the above this shop is mainly designed for
producing dozers. Because of this the shop is crowded by maintained dozers. And also there is
no crane for transporting parts, instead of this the use forks lift. Because of its crowdedness of
the shop it is difficult to transport parts easily so it decreases the production rate. Similarly they
use backward tools to produce these trucks. These also affect the quality of the trucks.
2.3. Body & Frame Production Factory

This factory mainly designed for production of different trucks body and frames. It has three
sops:-
a) New Production Shop

In this shop new body and frame of different trucks will be produced. For example this shop
produces an ambulance which is used for transport many wounded soldiers at a time. This
ambulance has more than eight beds.
Similarly this shop also produces city buses. They finished one sample and over 50 frames.
In addition to this, now a time this shop also produces different types of body. Such as the body
of heavy trucks that are assembled in BALI, Deeper body, Babay, Oval cabin, Damper, etc.

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b) Overhaul Shop
Body and frame of trucks that can be damaged by accident can be overhaul or maintained in this
shop. Simply in this shop gives a maintenance service for crashed body and frame of all types of
vehicles not a new design.
c) Integration Shop
This shop mainly designed for finishing process of body and frame of the vehicles. Such as
painting, assembly of chairs, assembly of mirrors, different types of lighting system, light and
different control systems etc. therefore body of the truck after finishing from the new production
and overhaul shop directly go to integration shop for the final stage.
2.3.1. Overall Flow Process Of Producing The Body Of Heavy Trucks

we left a few days in this shop and we saw how to produce the body of heavy trucks that are
produced in Heavy Trucks Production Factory. First the design room takes the overall drawing
of the chassis of the truck. Then by using this drawing they design the five part of the body that
feat the given dimension of the chassis.
This design is done by computer by using CATIA software. After this the drawing is print out
and moves to work shop. Next the floor part, the right side, the left side, the front and the rare
side of the body is produced respectively. Finally all four parts welded on the floor part of the
body and we get the final product.
Those processes pass different manufacturing methods. Such as bending and welding. Finally the
body go to the integration shop and the painting process is applied.
2.3.2. Work Task In This Shop

In this shop my task is studying the overall flow process and problems that affect the flow
process of the shop. Similarly we participate in design room during body design.
2.3.3. Challenges
In this shop we faced many problems. Initially the shop is very small and it is full when two
trucks are getting in and it is crowded. The shop is not well organized. Its bending machine is not
working because of this they bend the body of the heavy trucks in another industry.

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2.4. Vehicle Production Factory

This factory mainly designed for production of city buses (i.e. buses now the time we are looking
in Addis Ababa city called Bishoftu Bus). There are three shops:-
i. Body & Frame Shop
ii. Painting Shop
iii. Finishing Shop
2.4.1. Overall Flow Process Of Production Of Buses

In my intern ship time we work a few days in this shop and we saw the overall flow process of
production. The flow process starts in body and frame shop.
i. Body & Frame Shop

Almost all parts of the bus are assembled in this shop. This shop also divided into two rows. The
first step is starts in the first row which is welding different parts of the chassis. Then assemble
the axle with chassis and assemble all the tyres. The next stage is assembly of the main parts of
the bus i.e. engines, gear box, different cables, propeller shafts, and steering system. After this it
moves into the second rows and first the frame of the bus is welded on the chassis. Then the
sheet metal is welded into the frame. Finally we get the final body of the bus.
ii. Painting Shop

The finished body of the bus then go to the painting shop. This shop also has two rooms. In the
first room the first step is removing the rough surface of the body that caused by welding of sheet
metals with welding. If the body is quit smooth the next step is painting. Then the bus inters the
second room and the paint is drying within a few minutes. This room mainly design for drying of
paints. It uses a lot of light for drying paint.
iii. Finishing Shop

The final stage is completed in this shop. All the finishing process is done by this shop. The first
step is assembly of the door. Then AC system, speakers, light and the roof is assembled. Next
chairs of the bus are assembled. After this all types of mirrors take their position. Finally
different types of electrical systems assembled such as light, radio, gauges, etc.

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2.5. Vehicles System Production Factory

The vehicles system production factory is concerned with maintaining parts of armoured
and construction vehicles that are concerned with controlling the delivery of the needed work.
They might do this either by controlling the fuel that is desired to the engine of construction
machinery or by controlling the movement of the turret of tank machine.
2.5.1. Flow Process Of The Shop

The vehicles system production factory is organized by two main groups. These are:-
(i) Mechanical work group

1. Fuel systems
2. Radiator and Exhaust manifold
3. Steering system
(ii) Electrical work group
1. Hydraulic Booster
2. Stabilizer
3. DC motors
4. Wiring
1. Fuel Systems
In the fuel system work group the main parts that are mainly overhauled are oil pump and
injection pump.
The work flow in overhauling oil pump is, first it must be disassembled and each parts will be
washed so that there will be no impurity that will interfere with the process of inspection.
The oil pump uses gear pump and that will sustain heavy damage of corrosion are the gear
housing since there will be repeated interaction between the gears and the housing. Since the
pump works by trapping the oil between the gear teeth; if the housing is corroded, oil will leak
resulting in drop in pressure.
Therefore in the inspection, we will try to determine the variation of the values of the diameter of
the gear housing from the set value in the manual. We will also measure the tooth dimension by
using the tooth gauge.

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If the tooth is corroded, the only thing is performed in the factory is to replace the corroded tooth
by purchasing a new one. The housing can be maintained by using grinding or by filling with
weld and grinding.
Similar to the oil pump the work flow of the injection pump starts by disassembly and washing
the parts. In this work group both the in line and rotary injection pumps are overhauled.
The parts of the injection pump that fails most of the time is the injection nozzle. This might
occur either by accumulation of impurity at the opening or the failure of magnetic property of the
injection rod. Due to these problems, there will be a variation of pressure from the set value from
the manual.
To determine if the nozzle is faulty or not, we measure the pressure by using the pressure gauge,
or we can see if the fuel comes out as a stream or spray by mounting the nozzle on an injection
nozzle testing stand and by adjusting the pressure. If the fuel comes out as a stream rather than
vaporized from the nozzle is faulty.
2. Radiator & Exhaust Manifold

In radiator work group different types of vehicles radiators overhauled. The first step in this
process is washing dirt and debris out of the fins of the radiator. This is done by adding the
radiator into a sink which is full of water and blowing air across it. In this process soap is also
included. Therefore when the air blows in the water bubbles will form and wash away the dirt
accumulated.
Then the radiator again dipped in to a sink which is full of water and the air blower through the
inside of the radiator in order to determine where the piping may have been ripped.
After the faulty place is determined, the next step will be to reconditioning it using the welding
method. Then to determine the welding is efficient, again we dip the radiator into the water and
see there is any bubbles come out.
In exhaust manifold work group different pipes that are used for transfer of fluid to and from the
engine of vehicles overhauled. Failure in the pipe will occur by pricing due to the different
abrasive impurities or due to heat.

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Therefore the main types of maintenance that is done in this work group is either welding it to
fill the hole or replacing it by a new one if the pipe is to warm out to be reconditioned.
3. Steering System
The shop is comprised of different test stands such as test stand for driver wheel mechanism and
hydraulic booster, service break, hand break and power steering mechanism.
Hydraulic steering mechanism consists of pressurised fluid (oil or air), valves, regulators,
cylinder and piston mechanism, relay switch and rack and pinion mechanism.
2.6. Measures That Overcome The Above All Challenges
As we can see in each shop all shops have their own problems or challenges. To avoid such
problems I made a report about each shop overall problems that affect the flow process of the
shop and I present it for Design and product development service. And they accept it and also
they promise me they avoid those problems immediately. In addition to this I design an
Automobile Lifting Machine which is also solving the main problems of the construction
machinery production factory during production of Dumper Trucks.
CHAPTER THREE
3.Over All Benefits Gained From The Internship
Bishoftu Automotive Industry have so many factories and departments together working as one
which enables any one to acquire great knowledge working in each department. In this company
everything from the theoretical design stage up to production and overhauled is done.
3.1 Theoretical knowledge

BAI is a company that applies most of the theoretical teaching that we acquired at university,
like Mechatronics, Machine element, Thermodynamics, Machine design, Hydraulics and
Pneumatics. Because of these facts the company helped me by upgrading my theoretical
knowledge on this filled.
In engine and power train production factory we left more than one month. Within those times I
learned more things. we saw many types of engines four cylinder up to twelve cylinder engines.
From this we learn by increasing the number of cylinders we can also increases the power of the

MULTI ENGINE STAND
trucks. Also how it works the mechanism that are used to the transfer of power from the engine
to the hind legs.
we also see sensors that can be used for the smooth functioning of engine. For example
thermocouple (thermostat) is also used to control the temperature of water that is used for
cooling of the engine body. Also a smoke control valve can be used to detect the amount of
smoke that is expelled and increase of the fuel that reaches the cylinder or decrease it.
we also know the use and mechanisms of differential and transfer case. A differential is a device
usually but not necessarily employing gears, cables of transmitting torque and rotation through
three shafts. The purpose of differential is to allow the difference in rotational speed when
turning on curve for the outer and inner wheels.
Transfer case is unique to four wheel drive vehicles and is what directs power to both end
separate axles of the vehicles through two separate drive shafts. Power is directed from the
engine through the transfer case to either the rare wheels or both the rare and the front wheels
Vehicle system production factory, in this shop we learn about the mechanical and electrical
systems that control the different function of vehicles. For example we identified the two types
of injection pumps which are the inline and rotary injection pump. The electrical system which
controls the longitudinal and transverse movements of the turret. These systems incorporate
sensors, amplifiers, hydraulic boosters, etc.
Construction machinery production factory, in this shop we have been developed the things that
we learned in fluid power. In these vehicles the engine drives the hydraulic pump and the fluid
coming from the pump and drives the automatic transmission and other part of the vehicles. In
these vehicles there will be so many valves that controlled by levers in the old cars and solenoids
in the modern ones.
3.2 Practical Skills

In engine and power train production factory, we have gained the practical skills on how to
overhauled vehicles and find problems. Also we have learned the steps that should be taken to
overhaul an engine which are disassembly, inspection, maintenance and assembly. In each step
there are tools that are used specially made for the case and we have familiarized myself with
them.
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Vehicle system production factory, we have learned different systems of vehicles control the
execution of different outcomes like steering and movement of the turret. we have also learnt
how to recondition different damaged parts like the radiator. The most important knowledge we
acquired in this factory is how to recondition electrical systems and how to integrate them in the
mechanical systems.
3.3. Team Working Skills

BAI has nearly thousands of workers and these workers are appointed a task according to their
personal skills. Dividing the tasks and assigning it into different pupil is more suitable than
everyone trying to do one thing.
The most important part of communication skills is listening and being open minded.
The other main thing in interpersonal skills is the ability to accept criticism. One may see a
problem that the other sees. It just means that the two persons work together both sees one
problem in different angle. So before some major problems occur, we should be able to accept
criticism and be open minded.
3.4 Leadership Skills

It is the main skill that I acquired in the last internship time. Most of the taskforce at the industry
is technical staff. Only the leader of the taskforce is with some degree. One of the skills to a
leadership knows the task to be done. The other main skill of becoming a leader is accepting
ideas from the task force.
3.5 Work Ethics

Work Ethics and discipline is one of the major factors for the step to professionalism. Issues that
are related to work ethics like punctuality and performance are what make a company to blossom
into greatness or crumple to ashes. The workers in a company should be motivated to work.

MULTI ENGINE STAND
PART 2
DESIGN OF MULTI ENGINE STAND

CHAPTER 1. INTRODUCTION
1.1 BACKGROUND
Engine stand is as the name indicates it is a device which supports or holds the engine which is
intended to be assembled and disassembled. Engine stand is made the job Mach easier since it
hold it the engine on its support fittings, therefore the part of the engine are going to be free in
order to performed assembling and dis assembling process. In order to perform any operation on
the engine this stand should be easy to operate and multi-functional.
The heavy duty engine stand is prefect choice for anyone in an automotive industry. Our heavy
duty engine stand design is able stand be to maximum of 950kg. This stand easy to maintenance
it should rotate 360 degree gear box. We are used this stand four vehicle engines of IVECO,
SINOTRUCK, POWER PLUS AND FAW.

MULTI ENGINE STAND
1.2. PROBLEM STATEMENT

Since in BISHOFTU AUTOMOTIVE INDUSTRY there is aproplem of engine stand during
maitenance and assembly.Bishoftu authomotive enginering industry power train factory section
doing maintenance of many engines, gearbox and so on. The workers mainteine and assemble
engine on fixed table by expending high labour force and time.But,doing maintenance or
assembling of engines without simple stand is difficult to safety of servants and engines. But we
can reduce or solve this all proplem by design this project and doing functional model of multi
engine stand.
1.3. DESIGN SPECIFICATION

In this design the specification is;
 Maximum load ---------950kg

 It must four vehicles engine maintenance
 Maximum output speed-------10rpm

MULTI ENGINE STAND
1.4. OBJECTIVE OF THE PROJECT
1.4.1. GENERAL OBJECTIVE

The main objective of our project is design and manufacture multi engine stand for heavy duty
engines for four vehicles engine stand including IVECO, POWER PLUS, SINOTRUCK and
FAW for the maintenance and assembling. The engine stand carries a maximum of 950kg
weight.
1.4.2. SPECIFIC OBJECTIVE

The specific objective of this project is to design and manufactures some parts of multi engine
stand. This parts are Plate, gear box, shaft and shaft bearing, coupling , base, bolt and nut, leg or
arm and wheel by showing:
 analysis geometrical value

 force and stress analysis
 assembly procedure
 manufacturing process and
 part and assembly drawing. The parts are:
We also select some part of the stand from standard value thus parts are motor, belt, bolt and
bearing.
1.5 SCOPE OF THE PROJECT
The scope of this project is to design and manufacture multi engine stand. The design
includes material selection, mechanism design, dimensional analysis, power requirement,
strength analysis and force analysis, component selection, and 3D model.

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CHAPTER 2
2. LITRATURE REVIEW
Engine stand is as the name indicates it is a device which supports or holds the engine which is
intended to be assembled and disassembled. Research began with a review of existing engine
dyno stands. The first place that was explored was and & Sea’s website as that is where all of the
dyno components that were already in possession are from. Their stands utilize a three point
mounting system which has the desired effect of minimizing degrees of freedom [5].
The engine stand that currently exists has under gone several interactions of development over
the years as various graduate, and undergraduate students have attempted to build and refine a
running engine test stand. After working on this stand for several months, a decision was made
that a more appropriate allocation of time and funds would be to design and build a new stand.
The existing stand was not a complete waste as it provided the test equipment that was utilized in
the new stand, and provided insight into the design and operation of a test stand. They had used
this method to design and build the mounting structure for the engine bay components in their
series-hybrid vehicle.
The current engine stand was created in 2011 as a graduate project. The stand that was created
was designed to hold only one type of engine, a YANMAR turbo-diesel engine donated by John
Deere.
In this design the engine is hard-mounted to the stand, and the plates connect axially on shaft to
meet the engine because the stand was designed for this engine, it is able to fix the engine.
Our engine stand is differ from the previous by many things for example it is multi, it rotates 360
degree. And also it works by both manually and electrically.

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CHAPTER 3
3. GEOMETRIC ANALYSIS
First of all an engine is a device or a machine which transforms one form of energy into in to
another form. Most of engines convert thermal energy in to mechanical work. Those are many
type of engine depending on their geometrical shape. For example the shape of light vehicle and
heavy duty vehicle are different. Depending on vehicle the weight component and type of engine
are vary engine has crank shaft, engine block and engine head.
The heavy duty engine stand is prefect choice for anyone in an automotive industry. Our heavy
duty engine stand design is able stand be to minimum 905 kg. This stand easy to maintenance it
should rotate 360 degree gear box. We are used this stand for four engines, IVECO,
SINOTRUCK, FAW and power plus.
3.1 plate
Flat plate is a piece of metals which is used to carries the engine by mounting it on the shaft.
Since we design for multi engines stand, deciding the geometrical shape and strength of the plate
is the first criteria because most of engines have different shape. The main use of plate is to
mount the engine block on the stand during maintenance by means of bolt. When engines were
design, they have a hole on the block for the purpose of locking (incarceration) it on the stands
this project is to design stands for four engines. By considering the place for the site of plate on
these four engines, we conclude the shape of plate must be trapezoidal and also have a hole on it
to incarceration plate and engine by bolt.
3.2. Shaft:
A shaft is a rotating machine element which is used to transmit power from one place to another.
The power is delivered to the shaft by some tangential force and the resultant torque (or twisting
moment) set up within the shaft permits the power to be transferred to various machines linked
up to the shaft. In order to transfer the power from one shaft to another, the various members
such as pulleys, gears etc., are mounted on it. These members along with the forces exerted upon
them causes the shaft to bending. In other words, we may say that a shaft is used for the
transmission of torque and bending moment. The various members are mounted on the shaft by

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means of keys or splines. The shafts are usually cylindrical, but may be square or cross-shaped in
section. They are solid in cross-section but sometimes hollow shafts are also used.
The following two types of shafts are important from the subject point of view:
1. Transmission shafts. These shafts transmit power between the source and the machines
absorbing power. The counter shafts, line shafts, overhead shafts and all factory shafts are
transmission
shafts. Since these shafts carry machine parts such as pulleys, gears etc., therefore they are
subjected
to bending in addition to twisting.
2. Machine shafts. These shafts form an integral part of the machine itself. The crank shaft is
an example of machine shaft.
For our project we use transmission shaft in order to transfer power from the source (motor) to
the required load
3.3. Coupling
Coupling is termed a device used to make permanent or semi-permanent connection. It also used
to join two or more piece of shafts in order to have a greater length and strength of shaft.
A good shaft coupling should have the following requirements:
1. it should be easy to connect or disconnect
2. It should transmit the full power from one shaft to the other shaft without losses.
3. It should hold the shafts in perfect alignment.
4. It should reduce the transmission of shock loads from
one shaft to another shaft.
5. It should have no projecting parts.
In our design we select bushed pin flexible coupling a bushed-pin flexible coupling, is a
modification of the rigid type of flange coupling. The coupling bolts are known as pins. The
rubber or leather bushes are used over the pins. The two halves of the coupling are dissimilar in
construction. A clearance of 5 mm is left between the face of the two halves of the coupling.
There is no rigid connection between them and the drive takes place through the medium of the
compressible rubber or leather bushes.

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Figure 5. flxieble bush pin coupling .
Where, Outside diameter of hub, D = 2 d

Length of hub, L = 1.5 d
Pitch circle diameter of bolts, D1 = 3d
Outside diameter of flange,D2 = D1 + (D1 – D) = 2 D1 – D = 4 d
Thickness of flange, tf = 0.5 d
Shaft diameter, d
3.4 gear box:

Gear box is to provide a derive each often includes a range of selected intermediate gear rations
between the power unit and the final source of the derive whether it is to be used in an industrial,
marine or automotive applications. A gear box also known as gear case or gear head. It is a gear
or hydraulic system responsible transmitting mechanical power from prime mover in to some use
form of use full output.
In the gear box we can determine the dimension of
 Pinion and gear for the first stage

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 Shaft dimension for the input shaft and output shaft

 Key dimension for all gears and pinions
 Cover or gear box dimensions.
Generally for our design of engine stand the gear box we use is derived by single stage or one
stage mechanism to transmit the power. And also it has the following parts
 Bevel gear (gear and pinion)

 In put shaft
 Output shaft
 Key
 Housing(cover)
3.4.1 Bevel gear

The bevel gears are used for transmitting power at a constant velocity ratio between two shafts
whose axes intersect at a certain angle. The pitch surfaces for the bevel gear are frustums of
cones. The elements of both cones do not intersect at the point of shaft intersection.
Consequently, there may be pure rolling at only one point of contact and there must be tangential
sliding at all other points of contact. Therefore, these cones cannot be used as pitch surfaces
because it is impossible to have positive driving and sliding in the same direction at the same
time. We, thus, conclude that the elements of bevel gear pitch cones and shaft axes must intersect
at the same point.
Generally; Bevel gears have teeth formed on conical surfaces and are used mostly for
transmitting motion between intersecting shafts.

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Figure 6. terms used in bevel gears
A sectional view of two bevel gears in mesh is shown in fig. The following terms in
connection with bevel gears are important from the subject point of view:
1. Pitch cone. It is a cone containing the pitch elements of the teeth.

2. Cone Centre. It is the apex of the pitch cone. It may be defined as that point where the axes of
two mating gears intersect each other.
3. Pitch angle. It is the angle made by the pitch line with the axis of the shaft. It is denoted by
‘θP’.
4. Cone distance. It is the length of the pitch cone element. It is also called as a pitch cone
radius. It is denoted by ‘OP’. Mathematically, cone distance or pitch cone radius,
5. Addendum angle. It is the angle subtended by the addendum of the tooth at the cone Centre.
It is denoted by ‘α’ mathematically, addendum angle,

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Where a = Addendum, and OP = Cone distance.

6. Dedendum angle. It is the angle subtended by the dedendum of the tooth at the cone Centre.
It is denoted by ‘β’. Mathematically, dedendum angle,
Where d = Dedendum, and OP = Cone distance.

7. Face angle. It is the angle subtended by the face of the tooth at the cone Centre. It is denoted
by ‘φ’. The face angle is equal to the pitch angle plus addendum angle.
8. Root angle. It is the angle subtended by the root of the tooth at the cone Centre. It is denoted
by ‘θR’. It is equal to the pitch angle minus dedendum angle.
9. Back (or normal) cone. It is an imaginary cone, perpendicular to the pitch cone at the end of
the tooth.
10. Back cone distance. It is the length of the back cone. It is denoted by ‘RB’. It is also called
back cone radius.
11. Backing. It is the distance of the pitch point (P) from the back of the boss, parallel to the
pitch point of the gear. It is denoted by ‘B’.
12. Crown height. It is the distance of the Crown Point (C) from the cone Centre (O), parallel to
the axis of the gear. It is denoted by ‘HC’.
13. Mounting height. It is the distance of the back of the boss from the cone Centre. It is
denoted by ‘HM’.
14. Pitch diameter. It is the diameter of the largest pitch circle.
15. Outside or addendum cone diameter. It is the maximum diameter of the teeth of the gear.
It is equal to the diameter of the blank from which the gear can be cut. Mathematically, outside
diameter,

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16. Inside or dedendum cone diameter. The inside or the dedendum cone diameter is given by
The proportions for the bevel gears may be taken as follows:

1. Addendum, a = 1 m
2. Dedendum, d = 1.2 m
3. Clearance = 0.2 m
4. Working depth = 2 m
5. Thickness of tooth = 1.5708 m
where m is the module.
Note: Since the bevel gears are not interchangeable, therefore these are designed in pairs.
3.5 Key
A key is a piece of mild steel inserted between the shaft and hub or boss of the pulley to connect
these together in order to prevent relative motion between them. It is always inserted parallel to
the axis of the shaft. Keys are used as temporary fastenings and are subjected to considerable
crushing and shearing stresses. A keyway is a slot or recess in a shaft and hub of the pulley to
accommodate a key.
The following types of keys are important from the subject point of view:
1. Sunk keys, 2. Saddle keys, 3. Tangent keys,
4. Round keys, and 5. Splines.
In our project we use sunk key which is a rectangular sunk key the usual proportions
of this key are:
Width of key, w = d / 4; and thickness of key, t = 2w / 3 = d / 6
where d = Diameter of the shaft or diameter of the hole in the hub.
Figure 7. Key

MULTI ENGINE STAND
3.6 belt:
The belts or *ropes are used to transmit power from one shaft to another by means of
pulleys and wheels which rotate at the same speed or at different speeds.
The amount of power transmitted depends upon the following factors:
1. the velocity of the belt.
2. The tension under which the belt is placed on the pulleys.
3. The arc of contact between the belt and the smaller pulley.
4. The conditions under which the belt is used.
Though there are many types of belts used these days;

1. Flat belt: mostly used in the factories and workshops, where a moderate amount
of power is to be transmitted, from one pulley to another when the two pulleys
are not more than 8 meters apart.
2. V- belt: mostly used in the factories and workshops,
where a great amount of power is to be transmitted, from one pulley or wheel to
another, when the two pulleys or wheels
are very near to each other.
3. Circular belt or rope: mostly used in the
factories and workshops, where a great amount of power is to be transmitted,
from one pulley to
another, when the two pulleys are more than 8 meters apart.
The V-belts are made of fabric and cords molded in

rubber and covered with fabric and rubber. These belts are molded to a trapezoidal shape
and are made endless. These are particularly suitable for short drives. The included angle for the
V-belt is usually from 30° to 40°. The power is transmitted by the wedging.

MULTI ENGINE STAND
Figure 8. V-belt
3.7 Base and Leg

The main use of leg is to carry the engine, plate, bearing, shaft, and coupling and gear box. Four
legs are connected by welding to form a frame for the purpose of stands of shaft, shaft bearing,
coupling and gear box which are connected seriously. The base also carries all listed above and
the frame formed from legs and able to kept the balance. Both base and leg are formed from
column and row of metals which having high strength. The geometrical shape of them is shown
below.
The geometrical shape and dimension of the base is decided depending on the overall shape of
the engine.
Power plus engines have maximum mass as well as dimension. The base based on this engine to
reduce failures during maintenance.
Since the height and length of the engine are 600 and 1450mm respectively. Based on these the
geometrical shape of the base is as shown below
Figure 9. 3D Veiw of base

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3.8 Material selection

The knowledge of materials and their properties is of great significance for a design engineer.
The machine elements should be made of such a material which has properties suitable for the
conditions of operation. In addition to this, a design engineer must be familiar with the effects
which the manufacturing processes and heat treatment have on the properties of the materials.
The selection of a proper material, for engineering purposes, is one of the most difficult
problems for the designer. The best material is one which serves the desired objective at the
minimum cost. The actual selection of materials for particular design on the application of
physical properties, various characteristics of typical engineering materials, and various material
production processes.
The following factors should be considered while selecting the material:

1. Availability of the materials,
2. Suitability of the materials for the working conditions in service, and
3. the cost of the materials.
The important properties, which determine the utility of the material, are physical, chemical and
mechanical properties.
 Physical Properties of Metals The physical properties of the metals include luster, color,
size and shape, density, electric and thermal conductivity, and melting point.
 Mechanical Properties of Metals The mechanical properties of the metals are those which
are associated with the ability of the material to resist mechanical forces and load.
These mechanical properties of the metal include
 Strength
 stiffness
 Elasticity
 plasticity
 ductility
 brittleness
 malleability
 toughness

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 resilience
 creep
 Hardness.
3.8.1 Material selection for plate
For this project the plate is used to carried assembled or disassembled by means of bolt and nut
for mounting it on a shaft that have high strength to transmit the power from the source to the
plate and rotate it during maintenance. So in order to have satisfied design of plate, the material
should have fulfilled the following mechanical properties.
 High strength and toughness

 It should be hard
 It could Machinable and wieldable
 It should not have ductile
In case of the above properties the material that we select is structural steel
Material properties
Material Yield strength (MPa) ultimate strength (MPa)
is structural steel 345 450
Table 1. properties of stractural steel
3.8.2 Material selection of bolt and nut
The bolt is high torsional, shear stress and bending stress during carried high weight due to
gravity so the material selected for it must be;
 Good shear resistance

 Hardness
 Heat treatable
 Ductile
 Strength stiffness
Due to this reason the material we select plain carbon steel.

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Material properties
Material Yield strength (MPa) Tensile strength (MPa)
Plain carbon steel 270 465
Table 2. properties of plain carbon steel
3.8.3 Material selection of shaft
The shaft is subjected to a large amount of force to prevent it from bending and twisting or
torsion. It should have a small angle of twist to avoid shearing by torsion. The material used for
shafts should have the following properties;
1. It should have high strength.
2. It should have good machinability.
3. It should have low notch sensitivity factor.
4. It should have good heat treatment properties.
5. It should have high wear resistant properties.
Depending on these criteria we select mild steel.
Material properties
Mild steel 259 400-500
Table 3. properties of milld steel
3.8.4 Material selection of coupling

Coupling have many components, those are;
 Input shaft, flange and hub, pins (bolt), bush, key, output shaft.
The material used for each part is different depending on their purpose, structure, types…etc. we
select the material for shaft above.
3.8.4.1 Material selection for flange and hub
Flange and hub is subjected to shear stress, since the applied load is torsional load or torque.so
the material used for flange and hub must have the property of actability, Machine able, easy to

MULTI ENGINE STAND
fabricate. Resistance to wear and fracture has good tensile strength. Therefore to gate a better
design cast iron is more efficient from other material.
Material properties
Cast iron 130 200
Table 4. properties of cast iron
3.8.4.2 Material selection of key and pin
As we mansion above key is made of mild steel inserted between the shaft and hob or boss of the
pulley to connect those together in order to prevent relative motion between them. In our design
the material selection of key and pin is mild steel because of its;
 Machine able
 Corrosion resistance
 Availability of its standard size and hard.
Yield strength= 259mpa, ultimate strength= 400-500mpa
3.8.5 Material selection of gear box
As we mention above gear box have many parts. Now we select the materials for each part but
some parts like shaft and key, the materials are selected above.
3.8.5.1 Material selection for bevel gear.
The material used for the manufacture of gears depends upon the strength and service
conditions like wear, noise etc. The gears may be manufactured from metallic or non-
metallic materials. The metallic gears with cut teeth are commercially obtainable in cast
iron, steel and bronze.
The material used for the manufacturing of gears depending upon the strength service
conditions like wear, noise…etc. gear material selected based on;
 Brine hardness number(HB)

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 Tensile strength of material

 allowable static stress
 Condition/treatment
the cast steel is widely used for the manufacture of gears due to its good wearing
properties,
excellent machinability and ease of producing complicated shapes by casting method.
The steel gears usually heat treated in order to combine the toughness and tooth hardness
properly.
Material Condition Brine Min tensile Basic Basic

hardness strength surface bending
no(HB) stress stress
factor(SC) factor(Sb)
Cast steel Annelid 182min 620N/mm2 1.47 15.3
Table 5. properties of cast steel
3.8.5.2 Material selection of housing or cover
Since the geometrical shape of housing is complex, mostly it is manufactured or prepared by

casting process to get the required shape. For the housing or cover we select cast iron
because of cast iron housing
 Have good dumping properties

 Freedom from noise
 Good capability and machinability
 High corrosion resistance
3.8.6 Material selection for leg and base
The main use of leg is to carry the engine, plate, bearing, shaft, and coupling and gear box. Four
legs are connected by welding to form a frame for the purpose of stands of shaft, shaft bearing,
coupling and gear box which are connected seriously.

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The base also carries all listed above and the frame formed from legs. Both the leg and base are
more subjected to bending and crushing stress; so the material used must be have the following
mechanical properties
 Have high strength

 Machine able and wieldable
 It must be hardness
 Toughness
The Material which we select is stainless steel (grade 444).
Material properties
Materia Yield strength (MPa) tensile strength (MPa)
stainless steel (grade 444) 340 515
Table 6. properties of stainless steel

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CHAPTER 4
4. FORCE AND STRESS ANALYSIS OF ENGINE STAND

4.1 Design of plate
The geometrical shape of plate is described above and we can calculate all dimension of
plate depending on engine shape that mount on it.
Figure 10 .2D and 3D view of plate
Yield strength= 345MPa

Ultimate strength= 450MPa
Factor of safety= 3.5
The allowable or permissible shear stress of the material becomes.
 all= y/F.S

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=345MPa/3.5
=98.57MPa
From our specification mass of each engines are given which is IVECO=834kg, POWER
PLUS=905kg, FAW= 875kg from this we take the maximum mass of engine to design
stands of engine. So mass =905kg and add 45kg for allowance to get better design.
Therefore mass=905+45
=950kg
force(FE)=ma
=mg=950kg*9.81m/s2
=9319.5N=9.32KN
But during maintenance there are another force applied on the stands by the worker.so we add
some force to reduce failures on design. To add this force we take the maximum number of
persons could be four to maintain one engine. Averagely One person applies 140 N, so the that
the worker applies are, FP=140*4=560N
The total force (FT) applied on stand become
FT=FE+FP
=9319.5+560, N
=9879.5N
The plate that we use is the shape of trapezoidal but the hole to titter the engine is forms an
isosceles triangle.
An isosceles triangle is a triangle with at list two equal sides. The two equal sides have length b
and the other side length a. and also the two angle of the triangle being equal.

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the value of sides of tringle is given a=55, b=39 now let as calculate the geometric centroid of
the isosceles triangle first find h; from the above
h=(392-(552/4))1/2=27.7cm
area a=(55*27.7)/2=761.75cm2
the geometric centroid is y=h/3=27.7/3=9.23cm
now we can calculate the torque by taking the perpendicular distance from the centroid to the
point where force is applied.
T=Ft *r
From the isosless triangle the value of centroid (Y-) is calculated .now we can solve r which is
the perpendicular distance from the centroid up to the force applied (which is the engine & the
plate are titled)
The torque at point A T A =f*r 1

=9.88KN*r 1
=9.88KN*0.29M

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=2.865KN.M
The total torque at point B T B =f*r 2
T B =9.88KN*0.185M
=1.828KN.M
The torque at point C T C =F*r 3
Since r 1 =r 3, T C =t A =2.865KN.M
The force applied on each point is equal, but the perpendicular distance is vary, so
farther analysis we take the torque I.e. T=2865NM
The maximum power requirement to rate the engine on stand during maintenance is
calculated as
P=T* 2∏N/60
=2865*N.M*(2∏*10/60)
=3000.7N.M/S
=3K
The induced or design shear stress on the plate can be calculated as
Ind= f t /A Where , f t =total force applied on plate,
A= area of plate
A=A 1 +A 2 +A 3 +A Y
=[(68*10)+(30*25) + ((25*19)/2)*2] cm2
=1905cm2
=0.1905m2
ind= 9879N/0.1905M2*(M2/106mm2)
=0.052N/mm2
=0.052MPa
From the above calculation the induced sear stress in the plate is less than the
allowable shear stress of the material used for plate.
I.e. Ind < all, 0.052N/mm 2 <98.57N/mm 2 so the design of plate is safe.
4.2 Design of shaft

For the project generally we have the main shaft (which the plate is mounted), input
and output shaft for gear shaft for coupling but the dimension of the main shaft, and

MULTI ENGINE STAND
coupling shaft are the same. Analysis for input shaft and output shaft of gear box is
calculated later as used above the material used for shaft is mild steel.
The length of shaft between plate and coupling since the length and a cylindrical
bearing with length of 250mm for the purpose of supporting the shaft. The clearance
between plate and shaft bearing is better to be 200mm. the overall shaft length
between gear box and end of coupling is between shaft bearing and gear box.
Figure 11. 3D view of shaft
Length of shaft between plate and coupling.

=200+250+138=588mm
Length of shaft between couplings and gearbox
=130mm
When we design all dimension we consider the criteria
-plate for poisoning of parts
-cost of the material
-strength
Yield strength=250MPa
Ultimate strength=400-500MPa
Factor safety= 3.5
The allowable shear stress ( all ) of the material
all =σy/2F.S=250MPa/2*3.5
, =35.7MPa
We know torque transmitted by the shaft that is torque (T) = 2865N.M
Now we can calculate the diameter of the main shaft (which transmits the power to
the plate from the source).
The equation of torque T=∏d 3 all /16

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d 3 = 16T/∏
= [(16*2865N.M) / (∏*35.7N/mm 3 (10 6 mm 2 /m 2 ))] 1/3
=0.0742m, take d= 76mm
4.3 Design of flexible bush pin coupling
Figure11. flexible pin bush coupling
4.3.1 Design of flange and hub

We take factor of safety F.S=2.8
The allowable shear stress of the material become
Allowable shear stress=yield stress/2F.S=130MPa/2*2.8=23.2MPa
We know that the outer diameter of the hub,
D = 2 d = 2 × 76 = 152 mm
and length of hub, L = 1.5 d = 1.5 × 76 = 114 mm
Let us now check the induced shear stress for the hub material which is cast iron.
Considering the hub as a hollow shaft.
We know that the maximum torque transmitted
(T) max , 2865= (π/16)* τ c *((D 4 -d 4 )/D); τ c = (2865*16/3.14)*(152/ (152 4 -76 4 ))
=4.43Mpa
Since the induced shear stress for the hub material ( i.e. cast iron) is less than the
permissible value of 23.2 MPa, therefore the design of hub is safe.
Pitch circle diameter of bolts, D 1 = 3d

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=3*76=228mm
Outside diameter of flange, D 2 = D 1 + (D 1 – D) = 2 D 1 – D = 4 d
=4*76=304mm
The thickness of flange (tf) is taken as 0.5 d.
tf = 0.5 d
= 0.5 × 76 = 38 mm
Figure 12. flange
Let us now check the induced shear stress in the flange by considering the flange at
the junction of the hub in shear.
We know that the maximum torque transmitted (T) max,
2865= (ΠD2/2)* τ C *tf; from these
τ c = (2*2865) / (38*152 2 *3.14) =2.07Mpa
Since the induced shear stress in the flange of cast iron is less than 23.2 MPa,
therefore the design of flange is safe.
4.3.2 Design of pin
The material’s the same as key so the yield and ultimate strength. We can take
f.s=1.8
Τ all = σy/2F.S= 250MPa/2*1.8=69.4MPa
The diameter of pin can be calculated as;
d 1 = 0.5d/√n; where n= number of bolt (pin)

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From flexible type coupling number of bolt can be calculated as
n= (d/25) +3= (76/25) +3=3.04+3=6
So, d 1 = (0.5*76)/√6= 15.5=16mm
l T = 2d 1 =2*16=32mm
Lt=2d=2*16=32mm where lt=length of tread
Ld=t f + clearance=38+5m=43mm Ld=length of shunk
Lt=lt+ld=43+32=75mm Lt=total length of pin
We know the torque transmitted the coupling T=2865N.m. to calculate load w

distributed on the pine is
T=wn(D1/2) where D1=3d=3*76=228mm

Then the shear stress in the pin is
=Wn(D1/2) where, D1=3d=3*76=228mm
W=2T/∏D1
=2*2865000/6*228
=4188.6N=4.1886KN
Then =4W/∏d1
=4*4.1886/3.14*16 2
=20.83MPa
Since the pin and the rubber bush are not rigidly held in the left hand (flange have
large sized for bush) therefore the tangential load (w) at the angle portion will exert
bending action on the pine.
Shear stress of the pin < allowable shear stress
i.e. 20.83<69.4
Design is safe.
4.3.3 Design of bush

Now the other diameter of rubber bush is given by
Da=d1+2trubber+2tbrass+2tshunk

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=16+2*6+2*1.5+2*1=33mm
Torque transmitted by the coupling is given by
T=Wn(D1/2)
Force (W) is the product of area and intensity of pressure
Thus W=(d2*l)Pm, where Pm=pressure intensity
Combining the question we get

T=(d2*l)Pm*n(D1/2)
Pm=2T/d2lnD1=(2*2865*10 3 ) / (33mm*38mm*228mm)=3.34N/mm 2
The effective length of rubber bush is given by
t f =l=38mm
4.3.4 Design of key
Yield stress= 250MPa
Ultimate stress= 400MPa
Factor safety=F.S=2.6
allowable shear stress ( all )
all =σy/2*2.6=250/(2*2.6)= 48.07MPa

the width(w) and thickness of the sunk key is calculated by using the empirical
equations. W=d/4, where; d= diameter of the shaft
t= thickness of the key

. w= width of the key
w=76/4=19mm
t=d/6=76/6=12.7mm
The effective length of the key is given by
L=1.5d= 1.5*76= 114mm
Induced shear stress in =LW* *d/2
In =2T/Lwd

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= (2*2865N.M) / (114*19*76)
= 34.8MPa
Crush stress (σc) = 4T/Ltd
= (4*2865) / (114*12.7*76)
σc = 104.2 MPa
The induced shear stress is less than allowable shear stress

 in < all = 34.8MPa<48.07MPa
And crushing stress is less than yield stress
σc=σy=104.2MPa<250MPa
The design is safe
4.4 Design of gear box
4.4.1 Bevel Gear

since motor have high rotational speed, it is necessary reduce t his speed to rotate
the engine during maintenance so we use speed reduction mechanism. Therefore,
the pinion shaft is drive by the speed of motor for the safety of engine output speed
of the gear box must not be greater than 10 rpm. I.e nG=10 rpm as we ass ume above
vR=8
If a maximum size for the gearbox has been specified in the problem specification, a minimum
diametric pitch (maximum tooth size) can be estimated at this point by writing an expression for
gear box size in terms of gear diameters, and converting to numbers of teeth through the
diametric pitch. The overall height of the gearbox is
Y = d3 + 1/P + clearances + wall thicknesses.
Where the 1/P term accounts for the addendum height of the teeth on gears 3 that
extend beyond the pitch diameters. Substituting di = Ni/P gives
Y = N3/P + 1/P + clearances + wall thicknesses

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Solving this for P, we find

P = (N3 + 1)/(Y − clearances − wall thicknesses)
Estimate the minimum diametric pitch for overall gearbox height 16in.
Allow 1.5 in for clearances and wall thicknesses:
Pmin = (N3 + 1)/ (Y − clearances − wall thickness)
= (128+1)/ (16-1.5)
=8.87teeth/in
let us take p=9 teeth/in.
From the equation di = Ni/P, where N=no of teeth d=pitch diameter P= diametric
pitch
d2=N2/P =16/9=1.78in or 1.78*25.4=45.16mm
d3=N3/P=128/9=14.22in or 14.22*25.4=361.2mm
Shaft speed were previous determined
np=80rpm and nG=10rpm
The pitch line velocity and transmitted load for bevel gear
v23=∏dpnp= (∏*45.16mm*80rev)/60sec
=0.189m/s
Module (m) =D/N where D=pitch diameter, N= number offset
M=DP/NP=DG/NG
=45.16/16=361.2/1.28=2.8
M=3
Now we can calculate properties of bevel gear
1. Adendum; a=1m=3m
2. Dedendum, d=1.2m=1.2*3=3.6mm

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3. Clearance =0.2m=0.2*3=0.6mm
4. Working depth=2m=2*3=6mm
5. Thickness of tooth=1.5708m=1.5708*3=4.7mm
Determine of the pitch angle for bevel gear
When the angle between the shaft axes is 900
I.e. Өs=900. Then Өp1 and Өp2 calculated as
6.Өp1=tan-1(1/VR) =TAN-1(nG/nP)-tan-1(DP/DG)
=tan-1(1/8) =tan-1(10/80) =tan-1(45.16/361.2)
=7.130
7.Өp2=tan-1(V.R) =tan-1(DG/DP)
=tan-1(8)
=82.870
Consider a pair of bevel gears in mesh, as

shown in below.
Let θP1 = Pitch angle for the pinion,
θP2 = Pitch angle for the gear,
θS = Angle between the two shaft axes,
DP = Pitch diameter of the pinion,
DG = Pitch diameter of the gear, and
8. Cone distance or pitch cone radius (Өp)
Өp=ch radius/sin Өp= (Dp/2)/sinӨp1= (DG/2)/sinӨp2
= (45.16/2)/sin7.13= (361.2/2)/sin82.87
=181.9mm
9. Addendum angle (α)

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α=tan-1(a/op)
=tan-1(3/181.9) =0.9450
10. Dedendum angle (β)
Β=tan-1(d/op)
=tan-1(3.6/181.9)
=1.140
11. Outside or addendum cone diameter of pinion (Do)
Do=DP+2acosӨp1=45.16+2(3) cos7.13
12. Dedendum cone diameter of pinion
=DP-2dcosӨp2
=45.16-2*3.6cos7.13
=362mm
13. Addendum cone diameter of gear
=DG+2acosӨp2
=361.2-2*3cos82.870
=362mm
14 addendum cone diameter of gear
=361.2-2*3cos82.870
=360mm
Forces Acting on a Bevel Gear

∴ Tangential load on the pinion,
Ft=2T/Dp=2*358300/45.16
=15868N
∴ Allowable working stress,

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σw=140((280/ (280+v)) =140*280/ (280+189)

=83.58MPa
Figure13. force on mush bevel gear
Tangential force (FT)

FT=FNsinф where ф=200
From there
FN=FT/cosф=15868N/200=16886.4N
Radial force (FR)
FR=FNsinф
=16886.4*sin200
=5775.5N
These forces are considered to act at the mean radius (Rm). From the geometry of the Fig. above,
we find that; Rm= (L-b/2) sinф
= (182-26/2) sin7.13
=20.98mm
Now the radial force (FR) acting at the mean radius may be further resolved into two
components, FRH and FRV, in the axial and radial directions as shown in Fig. 30.5. Therefore
the
axial force acting on the pinion shaft,

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FRH=FRsinӨp1
=5775.5*sin7.130=716.86
And the radial force acting on the pinion shaft
FRV=FRcosӨp1
=5775.5*cos7.130
=5730.84
Strength of Bevel Gears
the strength of a bevel gear tooth is obtained in a similar way as discussed in the previous
articles. The modified form of the Lewis equation for the tangential tooth load is given as
follows:
to get the module we use this formula Ft= (σo× Cv) b.π m.y'((L-b)/L)), but we get the value of
module m=3 by using another method as shown above.
where σo= Allowable static stress,
σo =192Mpa
Cv= Velocity factor,
=3/(3 + v) , for teeth cut by form cutters,
=6/(6 + v) , for teeth generated with precision machines,
=6/(6+0.189)
=0.9695m/s
v = Peripheral speed in m / s,
b = Face width,
m = Module,
y' = Tooth form factor (or Lewis factor) for the equivalent number of teeth,
Tooth form factor for the pinion
y'p = 0.124 – (0.686/NEP)
Where NEP= formative number of teeth for pinion
= NPsec θP1
=16sec7.13
=16.13

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y'p=0.124-(0.686/16.13)
=0.082
and tooth form factor for the gear,
y'G = 0.124 – (0.686/NEG)
Where NEG= formative number of teeth for pinion
= NGsec θP2
=128sec82.87=1031.25
y'G=0.124-(0.686/1031.25)
=0.1233
L = Slant height of pitch cone (or cone distance),
= [(DG/2)2+ (DP/2)2]1/2
= [(361.2/2)2+ (45.16/2)2]
=182mm where; DG = Pitch diameter of the gear, and
DP = Pitch diameter of the pinion.
For satisfactory operation of the bevel gears, the face width should be from 6.3 m to 9.5 m,
where m is
the module. Where m=3
b=8.7m
=8.7*3
=26mm
The static tooth load or endurance strength of the tooth for bevel gears is given by
Fs=σe b.π m.y'((L-b)/L)),
The value of flexural endurance limit (σe) may be taken from Table 28.8, in spur gears.
For steel σe= 252Mpa
Fs=252*26*3.14*0.082((182-26)/182)
=1446N
The maximum or limiting load for wear for bevel gears is given by
Fw=DpbQK/cosθp1

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where DP, b, Q and K have usual meanings as discussed in spur gears except that Q is
based on formative or equivalent number of teeth, such that
Q= (2NEG)/ (NEG+NEP)
=2*1031/ (1031.25+16.13)
=1.97
Where K = 0.111, for 20° full depth involute system.
Now; Fw=45.16*26*1.97*0.111/cos7.13
=258.75N
Since the allowable static stress (σo) for both the pinion and gear is same (i.e. 192 MPa or
N/mm2) and y'p is less than y'p, therefore the pinion is weaker. Thus the design should be based
upon the pinion.
We know that the torque on the pinion,
T=60P/ (2πnp)
=60*3000/ (2*3.14*80)
=358.3Nm =358,300Nmm
Figure14. Gearbox housing

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4.4.2 Design of shaft for pinion

Find the tangential force (WT) acting at the mean radius (Rm) of the pinion. We know that
FT=T/RM, where T2=torque get on pinion
FT=358.3N.m/20.98mm =358.3N.m
FT=17078.17N
Find resultant bending moment on the pinion shaft as follows:

The bending moment due to FRH and FRV is given by
M1=FRV*overhanging-FRH*FM
=5730.84*120-716.86*20.98
=672725.6Nmm=672.726N.m
And bending moment due to FT,
M2=FT*overhanging
=15868N120mm
=1904160N.mm =1904.16N.m
∴ Resultant bending moment,
M= (M12+M22)1/2
= (672.7262+1904.162)
=2019.5N.m
Since the shaft is subjected to twisting moment (T) and resultant bending moment (M),
therefore equivalent twisting moment,
Te= (M2+T2)1/2
= (2019.52+358.32)1/2
= 2051N.m

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Now the diameter of the pinion shaft may be obtained by using the torsion equation. We
know that
Te=∏/16 dp3, from these
DP= (16Te/∏ ) 1/3
= ((16*2051*103N.mm)/ (∏*35.72N/mm2))1/3
dp=29mm
To calculate the length of pinion shaft
M=F*L; Lgs=M/F, where F=Ft/cosф=15868/cos200
Lgs=2019.5N.m/16886N F-16886.4N
Lgs=0.12m=120mm
Take Lgs=149mm
Tangential and radial load are equal for both pinion and gear. Tangential load on the gear or we
can calculate the torque applied on the output shaft
Ft=2T/DG=2*2865000N.mm/361.2mm
=15864N
Ft= FNcosф
FN=Ft/cos200=15864/cos200
FN=16882.1N
Radial force (FR)
FR=FNsinӨ
FR=16882.1*sin200=5774N
Rm= (L-b/2) sinӨp2= (182-26/2) sin82.87
Rm=167.7mm

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FRH=FRsinӨp2=5774sin82.87, FRH=5729.35N
FRV=FRcosӨP2=5774cos82.87, FRV=716.67N
From these we conclude FRH of pinion= FRV of gear and
FRV of pinion= FRH of gear
4.4.3 Design of shaft of Bevel gear

Find the tangential force (WT) acting at the mean radius (Rm) of the gear. We know that
FT=T/RM, T=torque act on the gear
FT= 2865000Nmm/167.7mm, FT=17084N
Find resultant bending moment on the gear shaft as follows:

The bending moment due to FRH and FRV is given by
M1=FRV*overhanging-FRH*RM=716.6*120-5729.3*167.7
M1=870703Nmm=870.70N.m
M2=FT*overhanging-FRH*RM=17084*120
M2=2050080Nmm=2050Nm
M= (M12+M22)1/2= (870.72+20502)
M=2226.97Nm
Te=∏ dG3/16
dGS= (16Te/∏ ) 1/3
dGS= ((16*3628.67*103)/ (3.14*35.72N/mm2))1/3
dGS=80.29mm
Now maximum bending moment calculated as
M=F*L, then
L=M/F, where F=normal acting on the teeth of the gear

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F=Ft/cosф=15864/cos200
F=16882N
LGS=2226.97Nm/16882N
LGS=0.132m=132m (these is the minimum length)
Take LGS=150mm
4.5 Design of base
Figure15. 2D view of base
To design the base first we calculate the force weight applied on it. To know the total weight
(load). We calculate the maximum weight of the engine stand can hold or caries above.
WT=Wt+ weight of parts
=Wt + W plate+ WSHAFT+ W COUPLING + W GEAR BOX
To find weight (load) of each parts we can use the following form; w=mg
To find mass, m=ρv, where ρ =density of material
V=AL=volume
Weight of plate (WPLATE)
Material used for plate is structural steel
Density (ρ) =7850kg/m3

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Area of plate is calculated above
Volume of plate = A*t
=0.1905m2*20mm
=0.00281mm3
Now m=ρv=7850m3*0.0028m3
M=21.9kg
Then Wplate=mg=21.9kg*9.81
=214.84N
Weight of shaft
The length of these shaft is from plate up to output flange of coupling. Material used is mild
steel.
A=∏d2= ∏*(76mm) 2 =18145.84mm2=0.01814584m2
m=ρv=7850kg/109mm3*10669753.92mm2=8.38kg
Then Wshaft=mg=8.3kg*9.81=81.4N
Weight of coupling
Coupling have many parts let us calculate mass of each part
Mcaupling=mflange+mbush+mkey+mpin
Vflange=A*t
V=2(∏*3042*38)-6(∏d2/4*tf) + ∏D2 (L-tf)-2(∏d2L/4)
=[(∏*3042*38)/4-6(∏*322*38)/4+∏*1522/4(114-38)]
v=6850173.66mm3
mflange= ρvflange=7874kg/109mm3*6850173.66mm3
=5.33kg

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Mass of key
Mkey= ρv
V=A*L=w*t*l=19mm*12.7*114=27508.2mm2
Mkey=7850kg/109mm3*27508.2mm3=0.216kg, since we have 2 key, Mkey=0.432kg
Mass of pin (bolt) and bush very small, we have 6 pin and bush.let us take the mass
approximately.
Mpand b=0.64kg
Total mass of the coupling become
Mt=5.33kg+0.432kg+0.64
=6.37kg
The load (weight) of coupling become
Wcoupling=m*g=6.37kg*9.81m/s2
=62.51N
Weight of shaft between coupling and gear box
V=A*L= ∏d2/4*L=∏*802*130/4=653451.27mm2
M=ρv=7850kg/109mm2*653451.27mm3
=5.13kg
Then Wshaft2=m*g=5.13kg*9.81m/s2
=50.32N
Weight (load) of gear box
Total mass of gear box calculated by
Mgear+Mpinion+Minput shaft+Moutput shaft+Mhousing

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Now let as calculate the mass of each parts from the equation of m=ρv
Minput shaft, material used mild steel, ρ=7850kg/m3
V=A*L=∏di2*L/4=7850kg/m3*515955.57mm3/109=0.86kg
Moutput shaft,
V=A*L=∏d02L/4=∏*802*150/4=753982.24mm2
Mo=7850kg/109mm3*753982.24mm3=3.5kg
Mhousing, material used cast iron, ρ=7850kg/m3. v=Ah, the shape of housing approximately the
same as cube.
V=WLH-Wlh=(406*170*406)-(394*158*394)
V=2931560mm2
M=7874kg/109mm3*4050536mm3
=8.5kg
The mass of gear and pinion also can be calculated by this manner. But let us take for both
Mp=2.1kg and Mg=7.5kg
Now M of gear box is
M g box =Mi + Mo + Mhousing + Mp + Mg=(0.86+3.5+8.5+2.1+7.5)kg
=22.46kg
Then Wgear box=22.46kg*9.81m/s2
=220.33N
Weight of leg
We have 4pieces as coulumn and 10 pieces of metal arm use as row to make discus above those
pieces of metals are RSH and have thickness (t)=3mm L=70mm heght of the four leg=435mm
(used as column) length of 6 arm=686mm used as row length of 4 arm=486mm(used as row)

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Now we can get mass and load
VL= (Wl-wl) 4h= (702-32)6*686=8510340mm3
Va1= (WH-wH) 6L= (702-32)6*68=13420904mm3
Va2= (702-32)4*486=9508104mm3
V=Vl+Va1+Va2=8510340+13420904+9508104=31439348mm3
Now Mleg and arm= ρv=7860*31439348/109=24.7kg
Wt=24.7kg*9.81m/s2=242.3N
4.5.1 The total weight (load) applied on the base

Wt= (9879.5+242.84+81.4+62.51+50.32+220.33+242.3) N=10751.2N
=10.7512KN
In our design calculate the force acting on the base the force (load) acting on the base beams is
under 2 pair of parallel and equal horizontal beam. 1 pair in the X axis.1 pair in the Z direction.
The free body diagram of beam AB and CD

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The free body diagram of beam AC and EF
4.5.2 Reaction on beam AB and CD
∑MF=0, RB*1500=2687.8-627.15
RB=627.15N
∑FY=0, RA+RB=2687.8
RA=2687.8-RB=2687.8-627.15
RA=2060.65N
Reaction in force on beam AC or EF
∑ME=0 1000RF=500*2687.5
RF=1343.9N

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∑FY=0 RE+RF=2687.8
RE=2687.8-1343.9N
RE=1343.9N
4.5.3 Bending moment on horizontal beam

Bending moment on beam AB
∑FY=0 Vx=2060.65
∑Mx=0 Mx=2060.65x
Mx=0=2060.65*0=0
Mx=350=2060.65*0.35
Mx=721.217Nm
At 350<x<150
∑FY==0 Vx+2687.8=2060.65
Vx=627.15N

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∑Mx=0 Mx+2687.8(x-350)-2060.65x=0
Mx=627.15x+940.73
Mx=350=-627.15*0.35+940.73
=0
Bending moment on bending AC or EF
At 0<x<500
∑FY=0 Vx-1343.9=0
Vx=1343.9N
∑Mx=0=1343.9*0=0
∑Mx=500 Mx-1343.9*0.5m=671.95Nm
At 500<x<1000
∑FY=0 Vx+2687.8-1343.9=0
Vx=1343.9N

MULTI ENGINE STAND
∑Mx=0 Mx+2687.8(x-500)-1343.9x=0
Mx=-1343.9x+1343.9
Mx=500=-1343.9*0.5+1343.9
Mx=671.95Nm
Mx=1000=-1343.9*1+1343.9=0
The maximum resultant moment on beam AB or ACD
Mmax=721.22
Σ=(Wt2/2)/A=5375.6N/105000mm2=0.052MPa
all=σy/F.S=340MPa/3.6
=94.4MPa
The maximum beam moment on AC and EF
Mmax=671.95Nm
σ=5375.6N/70000mm2
σ=0.076MPa
The design steel is less than allowable shear.i.e. σ< <all for box beam AB or CD and AC or
EF.
So the design of base is safe.

MULTI ENGINE STAND
Chapter 5
5. Manufacturing process
A manufacturing process is a designed procedure that results in physical or chemical change to
starting work material with the intention of increasing the value of that material. A
manufacturing process is carried out as a unit operation which means that it is a single step in the
sequence of steps required to transform the starting material in to final product. More than one
processing operation is usually required to transform the starting material in to the final form.
There are many process or operation in manufacturing process to manufacture the part of engine
stand. Those are casting, machining, grinding.
Casting; the starting material is heated sufficiently with high temperature to transform a liquid
(molten metal) or highly plastic semi fluid state often it converted to liquid (molten metal) we
poured in to the mold contains a cavity whose geometry is the same as that of produced part with
a clearance for reserve and final (finishing) operation. Then the molten metal cools solidified
with interval of time. After while we get the product that we required.
Machining; the most versatile and accurate of all manufacturing process in its capability to
produce a diversity of part geometries and geometric features each machining operation produce
a characteristics geometry due to two factors
1, the relative motions between the tool and the working part
2, the shape of the cutting tool.
The machining operation include turning, drilling, milling, boring, cutting …etc. machining
operation classifies by which shape is created as generating (the geometry of the work part is
determined by the feed trajectory of the cutting tool and forming the shape of the part is created
by the geometry of the cutting tool).
The process or operation performed to produce flange is cast process. First melt cast iron by high
temperature the pouring the molten metal in to the prepared mold (the mold have the same
structure or shape that of the flange that we required finally).with in an interval of time the

MULTI ENGINE STAND
molten metal solidified and cooling. Finally we extract the solidified metal from the mold and if
it is necessary. It can machined and ring to improve the surface finish and accuracy. Lastly
surface processing is performed. Surface processing is performed surface processing operation
include cleaning surface treatment coating and thin film deposition processes before these by
using machining process we drill the hole and make an internal tread on the flange. And make
slat on the hub for the key set.
CHAPTER 6
6. COST ANALYSIS
Cost is the main important item in the design conecideration. It can be calculated depend on
many other things and consider various things. The cost analysis is done for design of engine
stand by considering labor cost, material cost and manufacturing cost.
6.1 material cost

Now we can simply calculate the cost of each part by using the equesion;
Cost of part= mass of parts*cost of material/kg
We calculate The mass of each parts above at design of base to get total load applied on the base.
cost for plate=mass of plate*cost of steel/kg
=21.9kg*140birr/kg
=3066birr
Cost of shaft=8.38*150birr/kg
=1257birr
Cost of coupling=6.37kg*130birr/kg
=828.1birr
Cost of shaft2 = 5.13kg*150birr/kg
=666birr
Cost of gear box= 22.46kg*150birr/kg
=3369birr
Cost of leg and arm=34.7kg*140birr/kg
=4858birrr
Cost of base=56.7kg*140birr/kg

MULTI ENGINE STAND
=7938birr
And also cost of raw materials to do design take 200 birr.
Then the total material cost to design and manufacture become = 18,956 birr
6.2 manufacturing cost

During manufacturing processe of our project we apply machining. Like cutting, drilling,
milling and welding processe. The cost that we take for this processe are shown below
Manufacturing processe Cost (birr)
Cutting 140
Milling 131
Drilling 75
Welding 200
Total 546
Table 7. manufacturing cost
6.3 labour cost

It is the cost that the project take during design and manufacture. For example service cost
reach from our dorm to BAI and our total force cost that we expend during design and
manufacture.
So the total cost for this become= 7145 birr

Therfore the total cost that our project take 26,647 birr.
CHAPTER 7
7. ASSEMBLEY PROCEDURE
The assembly procedure of engine stand is as follows

MULTI ENGINE STAND
1, collect all the materials and the parts that are manufactured by using different operations.
2 assemble the parts that have many components by using different method the part that have
component are;
 gear box
 coupling
 base and frame
3 put the base on the leveled flour (ground)
4, now super impose the frame (made from the vertical leg and horizontal arm) on the base and
join by welding and bolt and nut.
5 put or sit the gear box housing at one end of the frame and hold it by bolt and nut. Insert the
input and output shaft in to the hole at the housing and then mount and mush the pinion and the
gear on input and output shaft respectively by key.
6 join or connect the shaft that found between gear boxes and coupling to the output shaft by
welding or another method.
7 mount the shaft bearing at another end of frame and hold it by bolt.
8 insert the shaft that found between coupling and plate. Pass through bearing.
9 mount the input and output flange of the coupling on both shaft by means of key and then join
these two flanges of coupling using pin (bolt) and nut.
10, feat a flange at another end of the shaft and then mount the plate on this flange using bolt
and nut.
11, fasten the wheel and the motor on the input shaft of the gear box and vertical leg of frame,
and then connect wheel and pulley which mounted on motor output shaft by v belt.
12 finally connect the electrical circuit and making electrical installation for switch, directional
control, and power source for motor.

MULTI ENGINE STAND
CHAPTER 8
RESULT AND DISCUSION
PARTS PARAMETER AND DISCUTION

RESULTS
PLATE Ft=9879.5N In our design process we
T=2865Nm identify dimension of
n=F.S=3.5 plate depending on engine
𝜏𝑎𝑙𝑙 =98.57Mpa size. Also calculate the
ind =0.052Mpa tangential force, torque,
and stress analysis.
SHAFT Length of shaft We determine the
 b/n coupling and dimension of shaft and
plat L1=588mm calculate the force, stress
 b/n coupling and which the engine applies.
gear L2=130mm We can also determine
𝜏𝑎𝑙𝑙 = 35.7𝑀𝑝𝑎 the diameter, length of
dshaft=76mm shaft
Flexible bush pin DH=152mm We use flexible bush pin

coupling LH=114mm coupling in order to
Tmax=4.43Mpa prevent transmission of
S.F=2.8 shock, absorbed vibration
Diameter of bolts and tolerate lateral,
=238mm angular misalignment.
dout of flange =304mm From this we solve or
determine the diameter,
length of coupling and
stress
Pin F.S=1.8 Shear stress of the pin

MULTI ENGINE STAND
𝜏𝑎𝑙𝑙 = 69.4𝑀𝑝𝑎 < allowable shear

dpin=16mm stress. We also
calculate the diameter
of pin.
Bush Pm=pressure intensity To reduce vibrational

=3.34N/mm 2 effect and noise,
length of rubber bush minimize friction. And
=38mm also determine
dimensional analysis,
stress and force analysis
Key all =48.07mpa We analysis stress like
Induced shear allowable and induced
stress in shear stress
=34.8mpa
Shaft for pinion Tangential force Find the tangential force,

FT=17078.17N Find resultant bending
bending moment due to moment on the pinion
FT, M=2019.5 Nm shaft, the shaft is
twisting moment (T) subjected to twisting
=2051Nm moment (T) and resultant
Radial force (FR) =5774N bending moment (M),
calculate the length of
pinion shaft, Tangential
and radial load are equal
for both pinion and gear
Shaft of bevel gear tangential force=17084N Find the tangential force
bending moment (WT) acting at the mean
=2226.97Nm radius (Rm) of the gear,
F=normal acting on the Find resultant bending

MULTI ENGINE STAND
teeth of the gear =16882N moment on the gear, and

minimum length =150mm also calculate maximum
bending moment.
Base force (load) acting on the To design the base first
base=Wt=10.7512KN we calculate the force
RA=2060.65N weight applied on it. Then
RB=627.15N we determine the reaction
maximum beam moment at point A and B, then
= Mmax=671.95Nm calculate the bending
design stress=0.076Mpa moment and analysis the
stress
Bevel gear np=80rpm Shaft speed were
nG=10rpm determined. The pitch line
Module (m) =3 velocity and transmitted
Addendum; a=3m load for bevel gear is
Dedendum, d=1.2m determine. We can
Tangential load=15868N calculate properties of
Allowable working stress bevel gear; like
=83.58MPa addendum, ddendum, and
model. Determine of the
pitch angle for bevel gear.
And also calculate force
and stress analysis.
CHAPTER 9
CONCLUSION and RECOMMENDATION
9.1 CONCLUSION
Generally in this four month we gain more knowledge especially when we see in terms of
improving our personal skills, we can easily see the difference between theory and practical

MULTI ENGINE STAND
work. When you do practical work, you can easily see each and individual thing so this make
better to improve my personal skills.
And when we see in terms of upgrading our theoretical knowledge, the knowledge that we know
in theory only is not enough but when you see the theory in practical, it is unforgettable so this
makes to upgrade your theoretical knowledge and when you look in terms of work ethics you
learn to be punctual and to work your work properly.
The activities done on each factory helps to see and to know different things because a lot of
activities are done in each day on each factory and we develop our software knowledge by
knowing software called cattie, solid work, this helps to do part, assembly.
This project computed multi engines stand could be used for further modeling and analysis. The
project to hold engines for maintenance maximum of 950kg. It modeled based on theoretical
analysis, force and stress analysis with proper material selection. The model of our project is
functional it rotates 3600 but not slide horizontally as well as vertically.
Numerical result based on dimension and parameters of model of the project were carried out.
Result of the numerical calculation indicates that the project is safe and it holds 950kg with-out
put speed of 10rpm. This functional model multi engine stand garently works long period
service.
9.2 RECOMENDETION;
The study made under this project has indicated promising result in both type of arrangement.
It’s recommended that future study should focus on the manufacture of this stand in case of slide
horizontally, up and down not only rotate.

MULTI ENGINE STAND
Reference
1.GOOGLE.
2.MOTT, R. L. (n.d.). MACHINE ELEMENT IN MECHANICAL DESIGN. 4th.
3.P.Groover, M. (n.d.). Fundamental of modern Manufacturing. 4th edition .
4.R. a. (n.d.). text book of machine design.
5.R.S. KHURMI, J. (2005). Text book of machine design. 1st.
6.SHIGLY’s. (1952). mechanical engineering design (8th ed.).

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MULTI ENGINE STAND

INTERNSHIP REPORT AND DESIGN OF MULTI ENGINE STAND IN

(BISHOFTU AUTOMOTIVE INDUSTRY )

ADVISER. TARIKU N. Msc

DEBREMARKOS UNIVERSITY Page I

Approval of Internship Report

DEBREMARKOS UNIVERSITY Page II

DEBREMARKOS UNIVERSITY Page III

In this project theoretical and experimental study conducted on stand:

DEBREMARKOS UNIVERSITY Page IV

𝑅𝐴 =reaction force along A

𝑅𝐵 =reaction force along B

𝑊𝐾 =applied load= applied force

𝑊𝑇 =tangential applied load

K=Least value of radius of gyration

A=Area of the cross–section

𝜎𝐶𝑟 =crushing stress

𝜏𝑌 =yield shear stress

𝜏𝑎𝑙𝑙 =shear allowable

DEBREMARKOS UNIVERSITY Page V

Table of content page

Table 1. properties of stractural steel......................................................................................................... 31

Table of Figure page

Figure 1. CITY BUS ......................................................................................................................................... 2

DEBREMARKOS UNIVERSITY Page VI

DEBREMARKOS UNIVERSITY Page VII

1.2. PROBLEM STATEMENT .............................................................................................................. 18

DEBREMARKOS UNIVERSITY Page VIII

7. ASSEMBLEY PROCEDURE ............................................................................................................ 67

DEBREMARKOS UNIVERSITY Page IX

1.History of Bishoftu Automotive Industry

1.1. Objectives of BAI

1.2 Organization Set Up Of BAI

1) Operation and Engineering Department

DEBREMARKOS UNIVERSITY Page 1

4) Quality control and inspection service

i. Armoured materials overhaul work shop

a) Tank production factory

1.2 Main Products and Customer

 Production of city Busses

Figure 1. CITY BUS

DEBREMARKOS UNIVERSITY Page 2

 Production of construction machineries such as Dozers, Excavators, Rollers, Graders and

Figure 2. BODY OF PICKUP

 Tank and aremerd vehicles production factory

 Production of Heavy Trucks

DEBREMARKOS UNIVERSITY Page 3

Figure 4.PARTES OF AUTHOMOBILE AND HEAVY DUTY

 Maintenance of engines and power trains

 Different government and private organizations.

DEBREMARKOS UNIVERSITY Page 4

2. Overall Internship Experience

2.1. Engine & Power Train Production Factory

 Overhaul maintenance and test of engine used in armoured material vehicles

2.1.1. Process Flow of Engine Repair Shop

DEBREMARKOS UNIVERSITY Page 5

DEBREMARKOS UNIVERSITY Page 6

2.1.2. Process Flow of Power Supply Units Repair Shop

2.1.3. Work Task in This Shop

DEBREMARKOS UNIVERSITY Page 7

i. Layout of the shop

2.2. Construction Machinery Production Factory

2.2.1. Overall Flow Process of Producing This Truck

DEBREMARKOS UNIVERSITY Page 8

2.2.2. Work Task In This Shop

2.3. Body & Frame Production Factory