student industrial work experience

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STUDENT INDUSTRIAL WORK EXPERIENCE

SCHEME

( S.I.W.E.S )REPORT AT

PORT HARCOURT

AUTHORIZED DEALER FOR

BY

OSHO OPEYEMI

DEPARTMENT OF MECHANICAL ENGINEERING

MATRICULATION NUMBER: U2006/3025324

SUBMITTED TO

THE S.I.W.E.S CO-ORDINATOR

UNIVERSITY OF PORT HARCOURT

PORT HARCOURT

JANUARY 2011


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DEDICATION

I dedicate this report to God Almighty, Family and Loved Ones.


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ACKNOWLEDGEMENT

I also feel indebted to the following people who played various

roles to impart their knowledge to me during my training.

To my colleagues, Elsy Ohaka, Mariam, Karen, and Obinna

Amaugo for their support, and creativity and availability in the

dirty job.

Mr. Sunday Adejugbe (Service Manager-Field), under his

supervision and tutelage I was able to grasp the basic rudiment of

Power systems and its application.

Mr. Isaac Arthur (Specialization Manager),

Engr. Owhoji Nyeche (CAT Specialist),

Engr. Ifot King Uwen (CAT Specialist, Supervisor),

Mr. Chimaobi Edom (Technician),

Mr. Adebowale Haastrup (Technician),

My Dad, who made me never to give up and let go even when the

job was tedious.


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CHAPTER ONE

INTRODUCTION

Despite dramatic changes and advances in Diesel Engines in

the last century, the most important factor in the operational

process is still effective MAINTENANCE.

HISTORY OF MANTRAC NIGERIA LTD

Mantrac Nigeria Limited (or the company) is the exclusive

dealer in caterpillar products in Nigeria. Its fully owned by Unatrac

International a subsidiary of Mansour group of companies based

in Egypt. Mantrac Nigeria Limited has operated in Nigeria since

1950 and it became a limited liability company on 14th March

1994.

Mantrac Nigeria Ltd provides machines for wide varied

applications in the infrastructural, agricultural, and mining

development sectors of Nigeria. Also, the company provides CAT

engines and generators for the oil sector and industrial users as

well as a complete range of lift trucks for material handling

requirements. All machines supplied are kept in working

conditions through the product support services of the company.


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We at Mantrac Nigeria Ltd undertake highly specialized repairs

and machine overhauls with continuous and significant

investment in up-to-date workshop equipment and service

tooling. Furthermore, we undertake used equipment and machine

rebuild activities. We have the facilities technology and adequate

tooling to take used machines and rebuild them to an as new

standard, with as new warranties, at competitive prices.

Health, Safety, and Environment: The subsidiaries in Nigeria

adhere strictly to the groups instructions on HSE as well as

federal and local regulations on environment matters.


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ORGANIZATIONAL CHART


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VARIOUS DEPARTMENTS AND FUNCTIONS

In Mantrac Nigeria Ltd, they are two departments which are:

Service Department

Sales Department

Service Department: This is also called the product support,

and is divided into various section and their operations.

Field Service: This involves troubleshooting, maintenance, repairs

of power systems at customers site.

Machine Section: This involves the troubleshooting,

maintenance, and repairs of heavy duty machines like tractors,

bulldozers, excavators, pay loaders, etc. both at customer site

and in the workshop.

Component Rebuild Centre (C.R.C): This is a section in the

workshop that specializes on all types of overhauling of engines.

Fluid Analysis/ Scheduled Oil Sample (S.O.S): The S.O.S program

is the CAT certified program of scheduled fluid analysis. Fluid

samples collected at routine intervals from all compartments are

analyzed to give you the means to look inside your equipment

and detect problems before they cause a loss of production.


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Within 24 hours the sample is analyzed and a report is generated

which can warn you of a variety of potential problems going on

inside your equipment.

Sales Department: This section deals with customers service,

and the sales of power system, heavy duty machines and

replaceable parts. This section is divided into power system sales,

heavy duty machine sales, and parts sales.

Power System Sales: This section ensure the marketing and

distribution sales of power system.

Machine Sales: This section ensure the marketing and distribution

sales of heavy duty machines.

Part sales department: This section work with the warehouse,

were replaceable parts are stored, which their job is to order parts

for demanding customers


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CHAPTER TWO

In this section, I understudy, experienced, and felt the heart

of a generator set, Diesel Engine. The author will highlight

about the working, repair, and maintenance of diesel engines.

Diesel Engines

A diesel engine is similar to the gasoline engine used in

most generators. Both engines are internal combustion

engines, meaning they burn the fuel-air mixture within the

cylinders. Both are reciprocating engines, being driven by

pistons moving laterally in the two directions. The majority of

their parts are similar. Although a diesel engines and gasoline

engines operate with similar component of a diesel engine,

when compared to a gasoline of equal horsepower, to heavier

due to stronger, heavier materials used to withstand the

greater dynamic forces from the higher combustion pressures

present in the diesel engine.

The greater combustion pressure is the result of the

higher compression ratio used by diesel engines. The


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compression ratio is a measure of how much the engine

compresses the gasses in the engine's cylinder. In a gasoline

engine the compression ratio (which controls the

compression temperature) is limited by the air-fuel mixture

entering the cylinders. The lower ignition temperature of

gasoline will cause it to ignite (burn) at a compression ratio of

less than 10:1. The average car has a 7:1 compression ratio.

In a diesel engine, compression ratios ranging from 14:1 to as

high as 24:1 are commonly used. The higher compression

ratios are possible because only air is compressed, and then

the fuel is injected. This is one of the factors that allow the

diesel engine to be so efficient. Compression ratio will be

discussed in greater detail later in this module. Another

difference between a gasoline engine and a diesel engine is

the manner in which engine speed is controlled. In any

engine, speed (or power) is a direct function of the amount of

fuel burned in the cylinders. Gasoline engines are self-speed-

limiting, due to the method the engine uses to control the

amount of air entering the engine. Engine speed is indirectly


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controlled by the butterfly valve in the carburetor. The

butterfly valve in a carburetor limits the amount of air

entering the engine. In a carburetor, the rate of air flow

dictates the amount of gasoline that will be mixed with the

air. Limiting the amount of air entering the engine limits the

amount of fuel entering the engine, and, therefore, limits the

speed of the engine. By limiting the amount of air entering

the engine, adding more fuel does not increase engine speed

beyond the point where the fuel burns 100% of the available

air (oxygen).

Diesel engines are not self-speed-limiting because the

air (oxygen) entering the engine is always the maximum

amount. Therefore, the engine speed is limited solely by the

amount of fuel injected into the engine cylinders. Therefore,

the engine always has sufficient oxygen to burn and the

engine will attempt to accelerate to meet the new fuel

injection rate. Because of this, a manual fuel control is not

possible because these engines, in an unloaded condition,

can accelerate at a rate of more than 2000 revolutions per


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second. Diesel engines require a speed limiter, commonly

called the governor, to control the amount of fuel being

injected into the engine. Unlike a gasoline engine, a diesel

engine does not require an ignition system because in a

diesel engine the fuel is injected into the cylinder as the

piston comes to the top of its compression stroke. When fuel

is injected, it vaporizes and ignites due to the heat created by

the compression of the air in the cylinder.

Figure 1.1: Caterpillar C-17.5 Diesel Generator.

HOW DOES DIESEL ENGINES WORK


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Think of an engine as a clock. Everything works in

synchronization to keep good time. In a diesel engine, all the

components work together to convert heat energy into

mechanical energy.

Combustion: this is the heating of air and fuel together to

produce combustion, which creates the force required to run

the engine. It occurs when the air-fuel mixture heats up

enough to ignite. It must burn quickly in a controlled fashion

to produce the most heat energy.

Air + fuel + heat=combustion

Compression: this is when air is compressed, it heats up. The

more you compress air, the hotter it gets. If its compressed

enough, it produces temperatures above the fuels ignition

temperature.

Working Principle

There are different types cycles in thermodynamics. Such as

Otto cycle, Carnot vapor cycle, Diesel cycle etc. Out of that

cycle diesel engine works on diesel cycle. This cycle is also

known as constant pressure cycle. Diesel engine is mostly


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employed in Stationary Power plants, Ships, Heavy Motor

Vehicles.

In Petrol Engine, the air-fuel mixture after being compressed

in the engine cylinder to a high pressure is ignited by an

electric spark from a spark plug. In diesel engine, diesel oil

and light and heavy oil used as fuel. This fuel is ignited by

being injected into the engine cylinder containing air

compressed to a very high pressure; the temperature of this

air is sufficiently high to ignite the fuel. That is why there is

no spark plug used in diesel engine. This high temperature

compressed air used in the form of very fine spray is injected

at a controlled rate so that the combustion of fuel proceeds

at constant pressure.

Diesel Engine is mainly worked on below strokes.

01) Suction Stroke:- In this stroke, the piston moves down

from the top dead centre. As a result, inlet valve opens and

air is drawn into the cylinder. After sufficient quantity of air

with pressure is drawn, suction valve closes at the end of the

stroke. The exhaust valve remains closed during this stroke.


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02) Compression Stroke:- In this stroke, piston moves up from

the bottom dead centre. During this stroke both inlet and

exhaust valve are closed. The air drawn into the cylinder

during suction stroke is entrapped inside the cylinder and

compressed due to upward movement of the piston. In diesel

engine, the compression ratio used is very high as a result,

the air is finally compressed to a very high pressure up-to 40

kilogram per centimeter square, at this pressure, and the

temperature of the air is reached to 1000 degree centigrade

which is enough to ignite the fuel.

03) Constant Pressure Stroke:- In this stroke, the fuel is

injected into the hot compressed air where it starts burning,

maintaining the pressure constant. When the piston moves to

its top dead centre, the supply of fuel is cut-off. It is to be

said that the fuel is injected at the end of compression stroke

and injection continues till the point of cut-off, but in actual

practice, the ignition starts before the end of compression

stroke to take care of ignition tag.


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04) Working or Power Stroke:- In this stroke, both inlet and

exhaust valve remain closed. The hot gases (which are

produced due to ignition of fuel during compression stroke)

and compressed air now expand adiabatically, in the cylinder

pushing the piston down and hence work is done. At the end

of stroke, the piston finally reaches the bottom dead centre.

05) Exhaust Stroke:- In this stroke, the piston again moves

upward. The exhaust valve opens, while inlet and fuel valve

are closed. A greater part of the burnt fuel gases escape due

to their own expansion. The upward movement of the piston

pushes the remaining gases out through the open exhaust

valve. Only a small quantity of exhaust gases stay in the

combustion chamber. At the end of exhaust stroke, the

exhaust valve closes and the cycle is thus completed.

As there is some resistance while operating in inlet and

exhaust valve and the some portion of burnt gases remains

inside the cylinder during the cycle, resulting the pumping

losses. This pumping loss are treated as negative work and


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therefore subtracted from actual work done during the cycle.

This will give us net work done from the cycle.

Figure 2: Four Stroke Diesel Cycle.

.

Diesel Fuel Injection

One big difference between a diesel engine and a gas engine

is in the injection process. Most generator engines use port

injection or a carburetor. A port injection system injects fuel

just prior to the intake stroke (outside the cylinder). A

carburetor mixes air and fuel long before the air enters the

cylinder. In an engine, therefore, all of the fuel is loaded into


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the cylinder during the intake stroke and then compressed.

The compression of the fuel/air mixture limits the

compression ratio of the engine -- if it compresses the air too

much, the fuel/air mixture spontaneously ignites and causes

knocking. Because it causes excessive heat, knocking can

damage the engine.

Diesel engines use direct fuel injection -- the diesel fuel is

injected directly into the cylinder.

The injector on a diesel engine is its most complex

component and has been the subject of a great deal of

experimentation -- in any particular engine, it may be located

in a variety of places. The injector has to be able to withstand

the temperature and pressure inside the cylinder and still

deliver the fuel in a fine mist. Getting the mist circulated in

the cylinder so that it is evenly distributed is also a problem,

so some diesel engines employ special induction valves, pre-

combustion chambers or other devices to swirl the air in the

combustion chamber or otherwise improve the ignition and

combustion process.


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Some diesel engines contain a glow plug. When a diesel

engine is cold, the compression process may not raise the air

to a high enough temperature to ignite the fuel. The glow

plug is an electrically heated wire (think of the hot wires you

see in a toaster) that heats the combustion chambers and

raises the air temperature when the engine is cold so that the

engine can start. According to Cley Brotherton, a Journeyman

heavy equipment technician:

All functions in a modern engine are controlled by the ECM

communicating with an elaborate set of sensors measuring

everything from R.P.M. to engine coolant and oil

temperatures and even engine position (i.e. T.D.C.). Glow

plugs are rarely used today on larger engines. The ECM

senses ambient air temperature and retards the timing of the

engine in cold weather so the injector sprays the fuel at a

later time. The air in the cylinder is compressed more,

creating more heat, which aids in starting.


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Smaller engines and engines that do not have such advanced

computer control use glow plugs to solve the cold-starting

problem.

Of course, mechanics aren't the only difference between

diesel engines and gasoline engines. There's also the issue of

the fuel itself.

Figure 3: Diesel Fuel Injection system

Common Rail

The Common Rail system also has a lift/transfer pump and a high

pressure pump. The high pressure pump pressurizes the fuel which is


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then sent to a rail connected to all injectors. Unlike the other systems,

the injectors are solenoids controlled by the ECU (Electronic Control

Unit). The ECU uses information from the vehicle sensors to control

when the injectors need to deliver the fuel.

Figure 4: Common Rail Fuel System.

Major Components of Diesel Engines

To understand how a diesel engine work. An understanding of

the components and how they work together is necessary.

Figure 5 provides a cross section of V-type diesel engine.


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Figure 5: V-type Diesel engine cross-sectioned.

Components of diesel engines are divided into stationary

parts and moving parts.

Stationary Parts: these are parts of an engine which include

cylinder block, cylinder liner, bore, cylinder block, crankcase

and the exhaust and inlet manifolds.


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Cylinder Block: The cylinder block, as shown in Figure 6, is

generally a single unit made from cast iron. In a liquid-cooled

diesel, the block also provides the structure and rigid frame

for the engine's cylinders, water coolant and oil passages,

and support for the crankshaft and camshaft bearings.

Figure 6: Caterpillar 3306 cylinder block.

Crankcase and Oil Pan: The crankcase is usually located on

the bottom of the cylinder block. The crankcase is defined as

the area around the crankshaft and crankshaft bearings. This

area encloses the rotating crankshaft and crankshaft counter

weights and directs returning oil into the oil pan. The oil pan


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is located at the bottom of the crankcase as shown in Figure

5. The oil pan collects and stores the engine's supply of

lubricating oil. Large diesel engines may have the oil pan

divided into several separate pans.

Cylinder Head and Valves: This provides the combustion

chamber for the engine cylinders. The cylinder bolted to the

top of the cylinder block to close the upper end of the

cylinder. A diesel engines cylinder heads perform several

functions. First, they provide the top seal for the cylinder bore

or sleeve. Second, they provide the structure holding exhaust

valves (and intake valves where applicable), the fuel injector,

and necessary linkages. A diesel engine's heads are

manufactured in one of two ways. In one method, each

cylinder has its own head casting, which is bolted to the

block. This method is used primarily on the larger diesel

engines. In the second method, which is used on smaller

engines, the engine's head is cast as one piece (multi-

cylinder head). Diesel engines have two methods of admitting

and exhausting gasses from the cylinder. They can use either


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ports or valves or a combination of both. Ports are slots in

cylinder walls located in the lower 1/3 of the bore. See Figure

5 for examples of intake ports, and note their relative

location with respect to the rest of the. When the piston

travels below the level of the ports, the ports are "opened"

and fresh air or exhaust gasses are able to enter or leave,

depending on the type of port. The ports are then "closed"

when the piston travels back above the level of the ports.

Valves (refer to figure 8) are mechanically opened and closed

to admit or exhaust the gasses as needed. The valves are

located in the head casting of the engine. The point at which

the valve seals against the head is called the valve seat. Most

medium-sized diesels have either intake ports or exhaust

valves or both intake and exhaust valves.


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(b)


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Figure 7: (a) Caterpillar 3600 series cylinder head and (b)

Engine Valve.

Exhaust Manifolds: An exhaust manifold is a system which is used

to vent exhaust gases away from an engine. The manifold

extends from the cylinders to the exhaust pipe, collecting and

moving exhaust away from the engine. Exhaust can be harmful to

inhale, making it very important to have a fully functional exhaust

manifold; because it can sometimes be difficult to detect an

exhaust leak, people may inhale exhaust gases without being

aware of it. When the pistons in the engine reach the exhaust

stroke, they push the exhaust fumes up into the exhaust

manifold. The manifold consists of a series of pipes which connect

to the cylinders and then consolidate in a central large pipe which

vents to the exhaust pipe. A series of gaskets are used to create

tight seals so that exhaust cannot escape from the cylinders. One

of the most common problems which can arise with an exhaust

manifold is damage to the gasket which acts as a seal. In this

case, the manifold needs to be unbolted so that the gasket can be

removed and replaced. Another issue which can commonly arise


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is rust, especially in salty environments. If rust eats through the

pipes of the manifold, they can start to leak exhaust fumes into

the engine compartment. In generators, these fumes can enter

the passenger compartment, making people sick.

Figure 8: Exhaust Manifold,

(courtesy: Caterpillar)

Moving Parts: The moving parts of an engine serve important

function, heat energy into mechanical energy. They further

convert motion into rotary motion. The principal moving parts are

the piston assembly, connecting rods, crankshaft assembly

(includes flywheel and vibration dampener), camshaft, valves,

and gear train.


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Piston Assembly: The piston transforms the energy of the

expanding gasses into mechanical energy. The piston rides in the

cylinder liner or sleeve as Shown in Figure 5. Pistons are

commonly made of aluminum or cast iron alloys. To prevent the

combustion gasses from bypassing the piston and to keep friction

to a minimum, each piston has several metal rings around it, as

illustrated by Figure 9.

Figure 9: Piston and piston rod

These rings function as the seal between the piston and the

cylinder wall and also act to reduce friction by minimizing the

contact area between the piston and the cylinder wall. The

rings are usually made of cast iron and coated with chrome

or molybdenum. Most diesel engine pistons have several


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rings, usually 2 to 5, with each ring performing a distinct

function. The top ring(s) acts primarily as the pressure seal.

The intermediate ring(s) acts as a wiper ring to remove and

control the amount of oil film on the cylinder walls. The

bottom ring(s) is an oiler ring and ensures that a supply of

lubricating oil is evenly deposited on the cylinder walls.

Connecting Rod: The connecting rod connects the piston to

the crankshaft. See Figure 5 for the location of the

connecting rods in an engine. The rods are made from drop-

forged, heat-treated steel to provide the required strength.

Each end of the rod is bored, with the smaller top bore

connecting to the piston pin (wrist pin) in the piston as shown

in Figure 9. The large bore end of the rod is split in half and

bolted to allow the rod to be attached to the crankshaft.

Some diesel engine connecting rods are drilled down the

center to allow oil to travel up from the crankshaft and into

the piston pin and piston for lubrication. A variation found in

V-type engines that affects the connecting rods is to position

the cylinders in the left and right banks directly opposite each


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other instead of staggered (most common configuration).

This arrangement requires that the connecting rods of two

opposing cylinders share the same main journal bearing on

the crankshaft. To allow this configuration, one of the

connecting rods must be split or forked around the other.

Figure 10: Connecting Rod

Crankshaft: The crankshaft transforms the linear motion of

the pistons into a rotational motion that is transmitted to the

load. Crankshafts are made of forged steel. The forged

crankshaft is machined to produce the crankshaft bearing

and connecting rod bearing surfaces. The rod bearings are

eccentric, or offset, from the center of the crankshaft as

illustrated in Figure 11. This offset converts the reciprocating


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(up and down) motion of the piston into the rotary motion of

the crankshaft. The amount of offset determines the stroke

(distance the piston travels) of the engine (discussed later).

The crankshaft does not ride directly on the cast iron block

crankshaft supports, but rides on special bearing material as

shown in Figure 11. The connecting rods also have bearings

inserted between the crankshaft and the connecting rods.

The bearing material is a soft alloy of metals that provides a

replaceable wear surface and prevents galling between two

similar metals (i.e., crankshaft and connecting rod). Each

bearing is split into halves to allow assembly of the engine.

The crankshaft is drilled with oil passages that allow the

engine to feed oil to each of the crankshaft bearings and

connection rod bearings and up into the connecting rod itself.

The crankshaft has large weights, called counter weights,

that balance the weight of the connecting rods. These

weights ensure an even (balance) force during the rotation of

the moving parts.


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Figure 11: Crankshaft.

Flywheel: The flywheel is located on one end of the

crankshaft and serves three purposes. First, through its

inertia, it reduces vibration by smoothing out the power

stroke as each cylinder fires. Second, it is the mounting

surface used to bolt the engine up to its load. Third, on some

diesels, the flywheel has gear teeth around its perimeter that

allow the starting motors to engage and crank the diesel.


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Figure 12: Flywheel

Camshaft: A camshaft is a long bar with egg-shaped eccentric

lobes, one lobe for each valve and fuel injector. Each lobe has a

follower as shown on Figure 13. As the camshaft is rotated, the

follower is forced up and down as it follows the profile of the cam

lobe. The followers are connected to the engine's valves and fuel

injectors through various types of linkages called pushrods and

rocker arms. The pushrods and rocker arms transfer the

reciprocating motion generated by the cam shaft lobes to the

valves and injectors, opening and closing them as needed. The

valves are maintained closed by springs.


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Figure 13: Camshafts of a D3406 engine.

As the valve is opened by the camshaft, it compresses the valve

spring. The energy stored in the valve spring is then used to close

the valve as the camshaft lobe rotates out from under the

follower. Because an engine experiences fairly large changes in

temperature (e.g., ambient to a normal running temperature of

about 190F), its components must be designed to allow for

thermal expansion. Therefore, the valves, valve pushrods, and

rocker arms must have some method of allowing for the

expansion. This is accomplished by the use of valve lash. Valve

lash is the term given to the "slop" or "give" in the valve train

before the cam actually starts to open the valve.

The camshaft is driven by the engine's crank shaft through a

series of gears called idler gears and timing gears. The gears


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allow the rotation of the camshaft to correspond or be in time

with, the rotation of the crank shaft and thereby allow the valve

opening, valve closing, and injection of fuel to be timed to occur

at precise intervals in the piston's travel. To increase the

flexibility in timing the valve opening, valve closing, and injection

of fuel, and to increase power or to reduce cost, an engine may

have one or more camshafts. Typically, in a medium to large V-

type engine, each bank will have one or more camshafts per

head. In the larger engines, the intake valves exhaust valves, and

fuel injectors may share a common camshaft or have independent

camshafts.

Depending on the type and make of the engine, the location of

the camshaft or shafts varies. The cam shaft (s) in an in-line

engine is usually found either in the head of the engine or in the

top of the block running down one side of the cylinder bank.

Figure 14 provides an example of an engine with the camshaft

located on the side of the engine. On small or mid-sized V-type

engines, the camshaft is usually located in the block at the center

of the "V" between the two banks of cylinders. In larger or multi-


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cam shafted V type engines, the camshafts are usually located in

the heads.

Figure 14: Diesel engine valve train.

Cylinder Liner: A cylinder liner is a cylindrical part to be fitted

into an engine block to form a cylinder. It is one of the most

important functional parts to make up the interior of an engine.

This is called Cylinder liner in Japan, but some countries (or

companies) call this Cylinder sleeve.


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Figure 15: CAT cylinder liner for D3512 engine.

CONDITION MONITORING

Conditioning monitoring is to provide information that will

keep machinery operating longer at least overall cost.

Monitoring is a useful predictive maintenance tool used to

avoid potential problems which may occur at later stage by

monitoring the health of the equipment.

Methods of Maintenance

There are three important ways to perform condition

maintenance.


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Preventive maintenance: This is a scheduled servicing

program. This involves the replacement of filters and change

of oil for effective output.

Predictive maintenance: This is a servicing program involves

minor faults detectable by troubleshooting and engine check-

up.

Reactive (breakdown) maintenance: This service program is a

beyond repair situation. The engine must be taken to the

workshop for overhauling.

CHAPTER 3

PROBLEMS ENCOUNTERED

I did not encounter any major problem but I must not fail to

mention at this point that months into the training program

most of my colleagues were to secure a place for attachment.

RELEVANCE OF EXPERIENCE TO FIELD OF STUDY


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This industrial training has really exposed me to lots things

and challenges. One major thing achieved is the ability to

fully participate in full overhauling of a diesel engine. I was

exposed to lots of tools, mechanical and electrical

components of a diesel engine, and detecting of faults in

engines.


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CHAPTER 4

WAYS OF IMPROVING THE PROGRAM

Students should be properly monitored to make sure that

their behavior does not go contrary to the rules and

regulations of the company.

That the SIWES management should work hand-in-hand or go

into partnership with the various companies in the country in

order to increase the number of students they admit during

their industrial training.

ADVICE FOR THE FUTURE PARTICIPANTS

They should try as much as they can to build relationship and

make contact in their company.

Trainees should be posted to their department/fields so that

they could learn and appreciate their course of study.

ADVICE FOR SIWES MAMANGERS


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SIWES on its own part should make available a general

format for all companies traines, so that they would all have

a uniform format.

SIWES should try to visit the trainees before the end of their

program in which ever industry these trainees may find

themselves.

Conclusion

The training has been valuable benefit to me. It has

presented a great opportunity for me to satisfy most of the

curiosities that characterized my inexperience status. The

period too has given me the opportunity to familiarize myself

with the cultures and workings of no less a company than

MANTRAC NIGERIA LTD.

I would therefore wish to commend the wisdom of

management and to sincerely thank them for the brilliant

decision to get me thoroughly trained in preparation for a

challenging career in future.

student industrial work experience

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