1、- MIL-HDBK-208 28 9777970 0037773 4 W -7 DEPARTMENT OF THE ARMY TECHNICAL MANUAL DEPARTMENT OF THE NAVY PUBLICATION MARINE CORPS PUBLICATION A. P. D,- LIBRARY: MIL-HDBK-208 90 September 1958 TM 5-321 NAVEXOS P-2128 NAVMC 2542 . MILITARY HANDBOOK DESIGN APPLICATION HANDBOOK FOR MILITARY STAN DARD ENG
2、INE (MODEL iA08) AGO IUMA-Jan I Provided by IHSNot for ResaleNo reproduction or networking permitted without license from IHS-,-,-TM 5-321/NAVEXOS P-2128/NAVMC 2542 DEPARTMENTS OF THE ARMY AND THE NAVY WHINGTON 25, D. C., 15 December i959 TM 5-321/NAVEXOS P-2128/NAVMC 2542 is issued for the use of a
3、ll concerned. AQ 412.6 (6 Nov 6911 BY ORDER OF THE SECRETARIES-F THE ARMY AND THE NAVY : OFFICIAL : R. V. LEE, Major General, United States Army, The Adjutant General. L. L. LEMNITZER, General, United States Army, Chief of Staff. .- E. W. CLEXTON, Vice Admiral, United States Navy, OFFICIAL: Chief of
4、 Naval Material. G. R. DONAHO, Rear Admiral, United States Navy, . Assbtant Vice Chief of Naval Operations/ Director of Naval Admin aircraft reciprocating (piston) engine. -Lubricating oil, internal-combustion engine, subzero. tors and miscellaneous engines. iv AGO 3606A Provided by IHSNot for Resal
5、eNo reproduction or networking permitted without license from IHS-,-,-CONTENTS Rage iii iV vi viii 1 7 13 29 41 47 V Provided by IHSNot for ResaleNo reproduction or networking permitted without license from IHS-,-,- - MIL-HDBK-208 28 m 7777770 OOLBOOO b m Figure 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 1
6、6 17 18 19 20 21 22 23 24 26 26 27 28 29 30 vi ILLUSTRATIONS Page 2 2 4 6 6 9 10 11 14 15 16 16 16 17 1 19 19 20 21 22 22 23 24 26 26 31 31 33 33 33 AGO a5064 Provided by IHSNot for ResaleNo reproduction or networking permitted without license from IHS-,-,-MIL-HDBK-208 28 m 7777970 OOLBOOL 8 m ILLUS
7、TRATIONS-Continued Figure 31 32 33 34 36 36 37 38 39 40 41 42 43 44 46 46 47 48 iG0 3606A Page 33 33 33 34 34 36 35 36 37 38 39 39 43 43 43 44 46. 46 Provided by IHSNot for ResaleNo reproduction or networking permitted without license from IHS-,-,-MIL-HDBK-208 28 W 7977770 O018002 T TABLES Pase TABL
8、E I. GENERAL SPECIFICATIONS 2 II. ENGINE OPERATING TEMPERATURES _ _ _ _ _-_ _ 16 m. FUEL CHART _ _._I_ . - _ _ 18 rv. LUBRICANT CHART_-_.- 25 V. COUPLINGS _ - . - _ _ 34 JI. TEST INSTRUMENTATION _ _ 42 viii . AGO 3506A ? Provided by IHSNot for ResaleNo reproduction or networking permitted without li
9、cense from IHS-,-,-?4 SECTION I GEN ERAL SPEC I FICATIONS AGO SSOGA I Provided by IHSNot for ResaleNo reproduction or networking permitted without license from IHS-,-,-1 Choke lever 2 Carburetor 3 Relief valve, crankcase 4 High tension cable 6 Exhaust pipe 6 7 Rope starter pulley 8 Flywheel fan hous
10、ing 9 Engine name plate 10 Oil bath air cleaner Oil fill tube and gauge rod Figwe 1. Rope staytey end. 1 Crankcase breather line 2 Rocker arm cover 3 Governor control rod housing 4 Engine speed adjusting locknut 6 Accessory cap cover 6 Engine stop button 7 Fuel pump 8 Oil drain plug 9 Crankshaft ext
11、ension Figure 2. Drive end. AGO 36068 2 Provided by IHSNot for ResaleNo reproduction or networking permitted without license from IHS-,-,-m MIL-HDBK-208 28 = 7779770 OOL8005 5 = AGO 8606A r . Table 1. General Specifications-Continued d. Maximum speed change during 4-second surging period, percent _-
12、_-_ 6 a. Operation +i26 to -66 c. Starting w/o preheat +125 to -26 R Provided by IHSNot for ResaleNo reproduction or networking permitted without license from IHS-,-,-oooc ooec 009E OOtE OOZE 000E 0082 o o o o o o o o o OOOgz n o n q n o n o n. o 6 n ni N L L O O Ild El) 3flOOl lMOd3SSLIOH W8 I AGO
13、3606A . Provided by IHSNot for ResaleNo reproduction or networking permitted without license from IHS-,-,-D I U GO 36OGA Figure 4. Twcnsversc section. 5 Provided by IHSNot for ResaleNo reproduction or networking permitted without license from IHS-,-,-MIL-HDBK-208 28 = 7797770 OOLOO O W - -_ .- 6 Pro
14、vided by IHSNot for ResaleNo reproduction or networking permitted without license from IHS-,-,-MIL-HDBK-208 28 9999970 0018009 2 = ._ _ - . GO 36068 f- SECTION II POWER CHARACTERISTICS 7 Provided by IHSNot for ResaleNo reproduction or networking permitted without license from IHS-,-,-Introduction A
15、knowledge of the capability of an engine to deliver power over a given period of time under various operating conditions is essential in designing a successful engine installation. This capa- bility is usually determined from its “power characteristics.” This section is intended to give the reader a
16、 better understanding of the power characteristics of the engine. Power available from an engine is usually expressed in terms of maximum, intermittent, and continuous power, The distinction is as follows : I. Maximum power is that power the engine will produce at wide open throttle at any speed wit
17、hin ita operating speed range. Operation at this power rating for more than 5 minutes at any one time is - not recommended since the engine is operating under high stress and continued opera- tion at this level would undoubtedly result in engine failure. In addition, the governor becomes ineffective
18、 under wide open throttle operation. 2. Intermittent power is that power which the engine will produce at less than wide open throttle at any speed within its operating speed range for one hour or less of continuous operatioil. This power is generally 90 percent of the maximum power at sea level and
19、 60F. 3. Continuous power is that power which the engine will produce at less than wide open throttle position at any speed within its operating speed range for more than one hour of con- tinuous operation. For military use this power is 57 percent of the maximum power at sea level and 60F. Continuo
20、us power is always less than maximum power, the difference being called reserve power. This reserve power is provided in the engine to compensate for normal power losses (described later in the text) that occur during operation. Operating conditions for the end item or driven equipment generally wil
21、l determine the power rating at which the engine will be operated. For example, if long life and low maintenance a? prime objectives, the continuous power rating of the engine will be used. If long life and lob maintenance are not significant factors, then operation at a power rating closer to the m
22、aximum may be considerecFor practical reasons, the power rating used should never exceed the inter- mittent power rating. Power Available from the Engine The engine is designed to deliver 1.5 horsepower at 3600 revolutions per minute (rpm) for not less than 1500 hours when operating at any elevation
23、 up to 5000 feet. This does not mean that the engine will produce this power for 1500 hours without regular shutdowns for routine servicing and maintenance. It means that the engine has a useful life of 1500 hours of operation at this power rating and elevation before a major overhaul may be necessa
24、ry. This 1.5 horsepower rating is its continuous power rating for 1500 hours life, and, as such, represents 57 per cent of the maxi- mum power rating at sea level and 60F. If a life of less than 1500 hours is desired from this engine it can be operated at a higher continuous power rating than 1.5 ho
25、rsepower. Figure 6 shows the maximum, intermittent, and continuous power ratings of the engine together with torque and specific fuel consumption characteristics. The term “brake horsepower” is generally used to indicate the power available at the power-take-off shaft of the engine. Unless otherwise
26、 specified, the terms “horsepower” and “brake horsepower as used in this handbook are synony- mous. 1. All power and torque curves are corrected to standard conditions of sea level barometer and temperature of 60F. Torque and fuel consumption curves are at wide open throttle (WOT). 2. Production eng
27、ines, when shipped, will develop not less than 80 percent of the “maximum brake horsepower” shown. Production engines, after run-in to reduce friction to laboratory standards, will develop not less than 95 percent of the “maximum brake horsepower shown. 3. Engine power will decrease from the maximum
28、 brake horsepower approximately 3.5 per cent for each 1000 feet above sea level, and 1 percent for each 10F. above standard temperatw of 60 O F. AGO SOA 8 . . - Provided by IHSNot for ResaleNo reproduction or networking permitted without license from IHS-,-,-MIL-HDBK-208 28 7777770 001011 O U! 3.0-
29、2.5 e 8 2.0 1.6 n 4.0 1 -1 3.0 0.90 9 $ 0.80 f: 0.70 r: 2 Figure 6. Engine perf ormancs characteristics. Torque is the twisting force available at the power-takeoff shaft (crankshaft extension) of the engine to turn the driven member or end item. Good torque characteristics, particularly at low spee
30、ds, are an important measure of the ability of the engine to keep the driven member running under “shock” load conditions. The primary importance of a specific fuel consumption curve is the necessary information it provides for calculation of fuel tank capacities. Actual fuel consumption, of course,
31、 will vary with the load, speed, and carburetor setting and should be determined by test. The power output of any engine is affected by changes in barometric pressure and atmospheric temperature. To provide a common basis for comparison, “observed” horsepower values (obtained by actual test) are usu
32、ally corrected to reflect standard sea level conditions (a barometric pressure of 29.92 inches of mercury at an ambient temperature of 60F.). All of the horsepower values shown in figure 6 have been correcfed to reflect standard sea level conditions. The following formula can be used to correct “obs
33、erved” brake horsepower : Corrcted brake horsepower (bhp) = (Observed bhp) X - Where B = true barometer, inches of Mercury (Hg) . E = water vapor pressure, inches of Mercury (Hg) . T = intake air temperature, degrees F. 29.92 = standard dry air pressure, inches of Mercury (Hg) , at sea level. 520 =
34、absolute temperature at 60F. air temperature. 460 4- T 2992 B-E I 620 An understanding of “reserve” power, as it applies to the engine, is important in evaluating the power available from the engine. As previously stated, the engine is designed to deliver 1.5 horsepower at 3600 rpm for 1500 hours at
35、 any elevation up to 6000 feet. To enable the engine to deliver this much power at the end of that time and under these conditions, it was necessary to ?sign reserve power into the engine. The amount of reserve power needed was dependent upon -fe amount of power losses expected during operation. For
36、 the most part, these losses can be attributed to : 9 AGO 8606A Provided by IHSNot for ResaleNo reproduction or networking permitted without license from IHS-,-,-MIL-HDBK-208 28 m 7777970 OOLOL2 2 m _- Figure 7. Reserve power. 1. Combustion chamber deposit buildup. 2. Normal wear, 3. Altitude operat
37、ion. 4 High temperature operation. 6. Normal production (manufacturing) variations. Experience has shown that a certain percentage value can be assigned for each of these items. Figure 7 shows in bar graph form, the values assigned each of these items for the engine. The height of the bars above the
38、 design point (1.5 HP) represents the amount of reserve power in the engine. Understanding the reserve power built into the engine will enable the designer or engineer to obtain a more nearly perfect “match” between the power available from the engine and the power required to drive the end item. It
39、 is possible that some end items will not require such long life, or altitude or low temperature operation, and thus power at a higher level than 1.5 horsepower may be taken continuously out of the engine. A well designed installation will reflect an adequate balance between the power available from
40、 the engine and the power required to drive the end item of equipment. Power required to drive an end item is discussed in section IV. Factors Affecting Power Output Among the factors to consider in evaluating the power available from the engine is the power that will be absorbed by accessories not
41、basic to the engine itself. The power curves shown in figure 6 are for engines complete with all accessories (see sec. III, Part I). However, the use of an auxiliary power-takeoff pulley on the flywheel side of the engine or use of an electric starting system on the engine, or any other such accesso
42、ry, will reduce the net power available from the main power-takeoff shaft. The exact amount may have to be determined from actual test, if it cannot be calculated. Exhaust back pressure, if excessive, will also reduce the power output of an engine. This subject is discussed more thoroughly in sectio
43、n III but is one that should receive close attention if the engine is to perform satisfactorily. 10 AGO 3606A Provided by IHSNot for ResaleNo reproduction or networking permitted without license from IHS-,-,-MIL-HDBK-208 28 7977770 OOL8OL3 LI -I 1 Cylinder head cover 2 Cylinder head cover Finned cyl
44、inder head AGO SSOGA 4 Finned exhaust manifold 7 Flywheel fan 6 Finned cylinder barrel 8 Flywheel fan cover 6 Lower air duct 9 Cylinder head cover, rear Figure 8. Cooli?tg system components. L . . . . -_ -. 11 Provided by IHSNot for ResaleNo reproduction or networking permitted without license from
45、IHS-,-,-SECTION III MAJOR SYSTEMS AND ACCESSORIES :13 Provided by IHSNot for ResaleNo reproduction or networking permitted without license from IHS-,-,-MIL-HDBK-208 28 W 7777770 0018015 8 W Introduction Many of the problems resulting from an unsatisfactory engine installation can be traced to lack o
46、f consideration on the part of the designer of the role that the major systems and accessories of the engine play in the overall installation. Some of these require close attention as their neglect may adversely affect the performance of the engine and, therefore, the performance of the end item or
47、driven equipment. This section describes the major systems and accessories of the engine, It is divided into two parts: part I covers major systems of the engine, and part II covers acces- sories, In each is presented a general description of the major system and accessory item, the purpose it serve
48、s, and their limitations which affect the overall installation design. PART I Js * MAJOR SYSTEMS Cooling System The engine cooling system (fig. 8) disperses to the atmosphere the heat absorbed by the cylinder walls and head during operation. The engine uses an air-cooling system consisting of a centrifugal type blow
