Design of Automobile Testing Plant Including Absorption Dynamometer Citation Gerckens, Henry Bernhardt (1914) Design of Automobile Testing Plant Including Absorption Dynamometer. Bachelor's thesis, California Institute of Technology. doi:10.7907/rsfm-dz95. https://resolver.caltech.edu/CaltechTHESIS:06182024-180507564 Abstract No abstract. Item Type: Thesis (Bachelor's thesis) Subject Keywords: (Mechanical Engineering) Degree Grantor: California Institute of Technology Division: Engineering and Applied Science Major Option: Mechanical Engineering Thesis Availability: Public (worldwide access) Research Advisor(s): Unknown, Unknown Thesis Committee: None, None Defense Date: 1 January 1914 Record Number: CaltechTHESIS:06182024-180507564 Persistent URL: https://resolver.caltech.edu/CaltechTHESIS:06182024-180507564 DOI: 10.7907/rsfm-dz95 Default Usage Policy: No commercial reproduction, distribution, display or performance rights in this work are provided. ID Code: 16526 Collection: CaltechTHESIS Deposited By: Benjamin Perez Deposited On: 25 Jun 2024 17:10 Last Modified: 25 Jun 2024 17:11 Thesis Files PDF (Thesis) - Final Version See Usage Policy. 10MB PDF (Drawing No. 1 - Details for Alden Brake) - Supplemental Material See Usage Policy. 767kB PDF (Drawing No. 2 - Disk for Alden Brake) - Supplemental Material See Usage Policy. 933kB PDF (Drawing No. 3 - Ring for Alden Brake) - Supplemental Material See Usage Policy. 753kB PDF (Drawing No. 4 - Casing for Alden Brake) - Supplemental Material See Usage Policy. 1MB PDF (Drawing No. 5- Details for Alden Brake) - Supplemental Material See Usage Policy. 840kB PDF (Drawing No. 6 - Pedestal Bearing for Alden Brake) - Supplemental Material See Usage Policy. 1MB PDF (Drawing No. 7 - Base for Alden Brake) - Supplemental Material See Usage Policy. 1MB PDF (Drawing No. 8 - Assembly for Alden Brake) - Supplemental Material See Usage Policy. 1MB PDF (Drawing No. 9 - Details Auto Testing Plant) - Supplemental Material See Usage Policy. 599kB PDF (Drawing No. 10 - Details Auto Testing Plant) - Supplemental Material See Usage Policy. 773kB PDF (Drawing No. 11 - Draw Bar Frame Assembly Auto Testing Plant) - Supplemental Material See Usage Policy. 650kB PDF (Drawing No. 12 - Details Auto Testing Plant) - Supplemental Material See Usage Policy. 799kB PDF (Drawing No. 13 - Platform Assembly Auto Testing Plant) - Supplemental Material See Usage Policy. 1MB Repository Staff Only: item control page

--THESIS-Design of Automobile Testing Plant Including Absorption Dynamometer. by Henry Bernhardt Gerckens Class of Nineteen Hundr~d Fourteen. Department of Mechanical Eng ineering. Throop College of Technology. Pasadena, California. ~ 1914 - DESIGN OF AUTOMOBILE TESTING PLAN T INCLUDING ABSORPTION DYNAMOMETER Table of Contents. Chapter I. Introduction and Purpose. II II. Conditions Existing and Space Available. 11 III. Various Types of Brakes and the One Adopted. (1) Description of Brake Adopted. n IV. .Apparatus for Measuring Draw Bar Pull. 11 V. Platform and Power Transmitting Apparatus. II VI. Speed and Gasoline Measuring Apparatus. 11 VI I . Cone lus,i ans. 11 VI I I. Appendix. (1) Data and Formulae Used 1n Carrying Out Des·i gn. (2) List of Material. (3) Blue Print WoPking Drawings. H. B.. Gerckens. 1 Chapter I. - INTRODUCTION - With the present extensive application of the automobile to both our social and industrial welfare, and its promising future, more data and information might be available regarding the actual power developed in the various types of motors, and the maximum economy that can be attained from them. Various formulae have been used for determining the actual horse power obtainable having given the size of the motor, but considerable comment has been offered as to the correctness of these existing formulae. A very common method of testing an automobile 1s to take the car out on the road and see what it can do, and if a high speed 1s obtained the car is pronounced good. This method of tasting was used by the automobile manufacturers in the early stages of development but now where the daily output of some manufacturers runs as high as 1000 cars per dayi the pfoblem of giving each car a road test is a serious one; so other means had to be devised to test each engine in order to determine whether it was developing the maximum power allowed before ship1ng the car to the purchaser. Numerous methods have been adopted by the manufacturers in testing their cars an_d at present the so- 2 called electrical method seems to prevail. In one instance where the electrical method is used the rear end of the automobile is raised up from the ground and special rear wheels with pulleys put on in place of regular ones. These pulleys are belted to the pulleys on the generator shaft and the current generated 1s sent into the electric mains. This 1s one instance where the testing of automobiles can be used to serve two purposes in addition to the regular test, namely, supply electric energy for light and power purposes and utilize the hot water given off by the engines to heat the buildings. By reading the volt and ampere meters connected to each unit a quick and accurate determination can be made of the power which a particular car is making and developing, after the friction and windage losses have been once determined by previous experiment. Some manufacturers do not take the time to conduct such an elaborate test, but confine their tests to the engine) before placing it in the chassis. This 1s done by belting the engine to the generator and making a short test in order to determine if the engine developes the m1n1mum power allowable by the manufacturer. After a motor car has been tested by its manufacturer and placed on the market and used for a year or so, there is no means available at present which the average 1 3 motorist can ~ubmit his car to a short test to determine whether his engine is still developing its maximum power, or, whether the engine is in proper adjustment to give the best economy as well as th'e maximur:1 power . ... PURPOSE The purpose of this thesis is to offer a complete design with working drawings of an automobile testing plant, including absorption dynamometer for giving a quick and accurate test on any motor car or light motor truck. without disassembling the car. The plant is to be so designed that a car can be run on the testing platform and given a test without disturbing any parts of the automobile other t han to attach the necessary apparatus for measuring fuel consumed and for determining the speed of the car. To make the plant complete in its simplest form it must possess, (1) means for measuring the power developed, (2) method for absorbing the power developed, (3) a device for holding the car in position, (4) apparatus for measuring the draw bar pull, (5) means for measuring the amount of the fuel consumed and (6) means for comparing the speed of the pulleys and rear wheels in order to determine if a slip is present. The plant shall be simple in its operation as well as accurate and made as inexpensive as modern engineering practice will permit. 4 Chapter I I. - CONDITIONS EXISTING AND SPACE AVAILABLE The unit 1s to be designed to suit the conditions existing in the steam laboratory at Throop 8ollege of Technology. Owing to conge sted conditions in the labor- atory considerable thought was given to t he selection of a proper place for , the building of this Automobile Testing Plant. Several methods were suggested and worked out be- fore the final one was adopted. The first suggestion was to dig a pit outside of the building next to the north wall, but this form of construction while simple in structure necessitated the dig ging of a pit large enough to contain t wo pulley wheels, absorption dynamometer and scales; also to give room enough for one attendant. This construction does not require a platform for the automobile to run upon, other than a few boards placed over the pit preparatory to running the car into place, thus leaves t he car on t he ground level and not several feet in the air. This method had several good points, but the one objection was that the apparatus was out in the open, unprotected from the weat her and made a distasteful appearance for the north side of t he laboratory. So I work ed out another possible arrangement by placing the pit inside of the building and all owing t he front end of the 5 automobile to project outside. After making measurments I found that there was only one place available on the inside of the north wall, provided the partition between the machine shop and the laboratory was moved two feet westward. in addition to rearranging some plumbing for a nearby washstand this required digging a rather large pit and expense of concreting. With the above plans 1n mind I turned my attention to another part of the laboratory not much 1n use and found possibilities which looked favorable, because sufficient room was available and the means of access to the various measuring apparatuses were better. The idea of digging a pit was abandoned because this would necessitate a greater expense of tearing up the present reinforced concrete floor; in changing and rearranging the underground piping now used by the hydraulics department, and putting 1n a concrete pit, than that which would be occured 1n building a platform out of wood that could be taken apart and stored away some place when not in use. A large double window 1n the west wall of the laboratory makes it an easy matter with sli~ht alterations 0 to bring an automobile into the building for testing without making any extensive changes to the genePal outside appearance of the laboratory. After a thorough consideration I came to the con- 6 clusion that the space in the southwest corner of the laboratory with ample room and access through the window would be the ideal place for the testing plant; so this spot was selected and the platform made to suit the conditions existing there~ A weir three feet wide, two feet above the floor and three feet deep runs along the south and west walls; and as the portion running along the west wall has been of little use to the hydraulics department, it 1s to be removed, leaving the trough in the floor one foot deep and three feet wide, to be covered over with boards. The automobile will be run into the building so that when it is in position on the testing platform the rear end will be near the opening allowing the fumes from the exhaust to escape directly into the air outside. 7 Chapter III. - VAR.IOUS TYPi:3 OF BRAKES AND THE ONE ADOPTED .... Having definitely decided upon the location and style of plant to build the next question to decide was what method wo~ld be employed to absorb and measure the power developed by the automobile. The maximum power was taken as 70-horse power at a speed of 60 miles. per hour. One of the oldest and simplest methods in use today is the prony brake, which in its simplest form consists of a friction band placed around a pulley and cooled by a stream of water running on the band or wheel m carry away the heat generated by the friction; an arm projects out from the band and acts on a pair of scales so that the torque can be measured. This method was considered, and after carrying out some calculations found that it would take a pulley of large proportions to absorb the power efficiently without overheating the friction band, so I turned my attention to some other types of dynamometers. The electric method of absorbing and measuring the power developed was next taken under consideration. Due to the fact that electric gener a tors are ordinarily design~ ed for speeds of 1000 R. P. M. or higher, a generator capable of absorbing 70 H.P. at 650 a. P. ~. would call for an extraordinarily large one and of a special design. This means a greater proportionate cost for the generator as compared with a similar generator of hi gher speed. Real- 8 izing that the cost would be as high as compared to the other methods available, I turned my attention toward some cheaper method. Various types of hydraulic brakes and dynamometers we/ investigat ed in tlfs._ view of finding one that would / 1 not be too expensive to construct and would serve the purpose but none was found, for almost every type involved the design of buckets and blading which would lead one into complications in both design and construction. Therefore this type was abandoned. After considerable searching and investigation I finally decided on the type of brake invented by Geo. I. Alden, a dynamometer that is accurate, reliable, neat and simple in its operation. It has been thoroughly prov- ed by long use and includes a series of tests on the power developed by a locomotive. The Alden dynamometer in its simplest form consists of:- A smooth, circular, revolving cast iron disc with radial grooves. A disc keyed to the shaft which transmits the power to be absorbed. A non-revolvable housiijg has \J' its bearings upon the h_.~b of the revolving dish. A pair of thin copper plates fastened to the housing, one face of each copper plate being close and parallel to the sides of the revolving disc, the other face of each plate having back of it a chamber in the hausing•: A system of piping and connections by means of which oil 1S circulated 1 n 9 such a manner as to insure the perfect lubrication of the surfaces of the copper plates which are next to the revolving cast iron disc. A system of piping and con- nections by means of which water under pressure can be circulat ed t hrough the chambers between the copper plates and the housing. An arm of proper design fastened to the housing bears down on a pair of scales so that the power absorbed can be readily determinad. - OPERATION When the dynamometer 1s 1n use, the water flows through the chambers in the housing, and thus over the copper plates. It also by its pressure, tends to force the plates against the sides of the revolving disc. The pres- sure increases the friction between t he revolving disc and the copper plates, which being held by the housing, ofer a resistance to the rotation of the disc. This resist- ance is balanced by the weighing apparatus. The pressure of the water flowing through the chambers in the housing 1s regulated by t valve. The water flowing through the chambers of the housing performs the double function of supplying the pressure which cause the friction and of carrying off in the form of heat energy absorbed by that friction. The oil enters the chamber in which the disc revolves near the hub of the disc, and it is carried by centrifugal force along the grooves in the sides of t he disc out to its 10 periphery and completes its circuit through tubes external to the housing. In carrying out the design for the housing and disc, two discs were first decided upon and then the design was changed using only one disc. This was done so that the housing could be used 1n an old centrifugal pump frame formerly used .in the hydraulics laboratory. The design gave a coefficient of friction between the copper plates and disc of 5.42% at a speed of 250 R.P.M. and 70 H.P. as compared with 5.5% used by Alden in the design of his dynamometer. In carfying out the design of t his dynamometer prov1s1on was made throughout the design for overload capacity and ability to use the dynamometer for testing any engine which might be added to the laboratory in the near future up to 7:0 H.P. at a speed of 250 R.P.M. although the rnaximun load that will ever .be .developed hy a machine on the testing stand will rarely exceed 70 H.P. at 650 R.P.M. on the dynamometer shaft. Before determining the speed of the dynamometer shaft, the size of pulleys to transmit the power from the rear wheels of the automobile had to be determined. The size of automobile wheels varies from 30 inches to 37 inches 1n diameter, so two pulleys 32 inc hes in diameter were selected as about the proper size to suit all conditions. The designs and construction of these wheels will 11 be taken up in detail under Part V. Having decided upon the size pulleys to use, the speed of the dynamometer shaft was determined to be 650 R.P.M. as previously stated, and at a speed of 10 miles per hour the shaft will only rotate 65 R.P.M. and at proportionate revolutions for speeds in between. The diameter of the disk selected was 28 inches so that a safe peripheral speed would be obtained at the maximum speed of 650 R.P.M. with a sufficient factor of safety. This gives sufficient area for friction with the copper plates to enable the dynamometer to absorb 70 H.P. efficiently at 650 R.P.M. Considerable discussion arose regarding the amount of friction between the disk and copper plates with a film of ail between, but from previous desien and experiment the Alden type of brake gave very satisfactory results, producing sufficient friction to carry the loads placed upon them. From experiments performed in the fuel laboratory the fact was brought out that by increasing the pressure between two smooth surf.aces with an oil film between, did not increase the friction in direct proportion until a prassure was reached where the oil film was broken down. In this case two surfaces were used which were perfect, but in the case of the disk and copper plate surfaces 1n the above dynamometer it is a question whether such a per- 12 feet surface will be had. If not, the total friction produced will not remain constant during change in pressure, but will vary accordingly. The coefficient of friction betweed the disk and copper plates assumed is not more than the coefficient of friction one will find in ordinary journal bearings. The value assumed was .0542 at the maximum load and the value found in the average bearing is about .033. The capacity of the dynamometer approximately estimated will be from 2 to 12 H.P. per 100 R.P.M. The maximum horsepower that may be absorbed at a given speed by a dynamometer of given size, depends upon three factors, viz; the kind of oil used, the temperature at which the oil is maintained, and the water pressure by which the copper plates are held against the revolving disk. To carry the maximum load, the oil used should be heavy and of high viscosity, and a large quantity of cold water should be supplied so that the oil may be ke~t comparatively cool. The source of water supply should have a steady pressure up to 50 pounds per square inch. The data and formulae used, together with drawings of dynamometer assembled and details will be found in the appendix to this thesis. - DIRECTIONS FOR RUNNING DYNAil'fOMETER - When the dynamometer has been mounted on the shaft 13 make necessary connections far water and oil. into the oil cup Pour oil until the oil spaces are filled. Light oil may be used in starting the machine, but heavy cylinder oil 1s recommended when the maximum capacity of the dynamometer is required. Open wide the valve 1n the pipe through which the cooling water is discharged from the dynamometer. Open th~ valve which supplies the cooling water, so that water at low pressure, will be flowing through the dynamometer when the motor is started. the motor to be tested. Start Gradually throttle the inlet water until the scale beam balances, and maintain this condition throughout the test. 14 Chapter IV. - APPARATUS FOR MEASURING DRAW BAR PULL - When the car is under test on the platform, some means must be provided to hold the car in place or counterbalance the draw bar pull exerted by the automobile. This force varies inversely as the speed of the car and ranges 1n value from 450 pounds at 60 miles per hour with a 70 horsepower engine to 1500 pounds at 10 miles per hour with a 40 horsepower engine. If a car develops 70 horsepower at 10 miles per hour the draw bar pull will be 2600 pounds, but in the average car, few engines develop their maximum power at such a slow speed as 10 miles per hour. So the maximum draw bar pull was taken as 1500 pounds in designing the draw bar pull apparatus. The essentials of this apparatus are rigidity, accuracy, and ability to measure 1n the simplest manner possible, the draw bar pull exerted by the automobile. Various forms were considered, including the hydraulic cylinder using oil for the working substance and gages to record the pressure; the compression of a steel spring measuring the force by the amount of deflection produced, and the lever method of transferring the force to a pair of scales placed on the floor. The latter method was the one adopted because this form of construction as carried Qut in the design offered a means of holding the car in place on the stand and gave 15 a fairly accurate method for measuring the pull developed. The design for this apparatus consists of a right- angle frame section built up with I beams, pivoting at the corner on Hess Bright ball bearings securely fastened to the bearing plate. This bearing plate is fastened to a steel channel securely anchored in the concrete floor and braced with a one inch rod extending outside and anchored in the ground. To one end of this frame is fastened the removable arm fastened to the car by means of straps, while the other end will bear down transversely u.pon an I beam one end of which is pivoted while the other end bears down upon the scale platform placed out in front of the testing platform. This system of leversfor trans- mitting the force was the only method found that could be used to suil the conditions existing to do the work with a fair degree of accuracy. Further details of the design and construction of this apparatus will be found in the appendix. 16 Chapter V. - PLATFORM FOR THE AUTOMOBILE - Having decided, owing to conditions existing, to have the apparatus above the floor level, a suitable platform must be built to carry the automobile while undergoing a test. The height of this platform is deter- mined by two factors, the size of the pulleys used to transmit the power from the auto and the height of the dynamometer shaft from the floor. The minimum height allowable in this case was three feet, so this. was selected as the height to build the platform. The plat- form proper will be of two runways braced together; each runway consisting of a 4''xl0 11 timber on the top and a 2 11 x 12 11 plank on the bottom with 4flx6n and 2"x10 11 studs plaeed between as per drawing. These two units are thor- oughly braced and fastened together at the proper distance so that the center of one runway 1s parallel to the other at a distance of 56 inches, this being the standard motor car tread. All timber in this platform construction is to be surfaced ilin all sides and of No. 1 quality Oregon Pine. This form of ~onstruction will carry a load from 6000 to 9000 pounds safely. For dimensions, and list of material required see the appendix. - POWER TRANSMITTING APPARATUS - When the automobile is in place on the platform the 17 rear wheels will be directly over and restin g upon the 32"xl2"pulleys previously mentioned. These pulleys must be of such strength as to withstand the weight of the rear end of the 'automobile in addition to transmitting the power to th e dynamometer. The surface of t hese pulleys must be such as to correspond to the actual road surface as near as possible. After considereble research I decided on the pulleys as made by the Dodge Manufacturing Company, namely, with iron center and wooden rim. I wrote to the above firm for the cost of a pair of pulleys under loading as follows; weight of car (maximum) on two pulleys 4500 pounds, maximum speed of 650 R.P. M. corresponding to rim speed of one mile per minute and maximum power to be transmitted from rear wheels of automobile 70 horsepower at maximum speed. They referred me to Barron, Rickard & Mc Cone of Los Angeles, California, who are their sales agents there, and on inquiry they furnished me an esti mated cost for the two pulleys of approximately $30. 00 , this including the frei ght to the coast. After I inquired I decided to widen the face of the pulleys from 8 11 to 12 11 and this. will thereby add a slight additional cost. - SHAFT The size of s haft to adopt to carry the wei ght of t he pulleys with the automobi l e resting upon the m, and transmit the maximum power of 650 R.P. M. was mext decided 18 upon. The maximum bending and twisting moments were found, and applied 1n a formula given in J one's mac hine design. Allowing for a reasonable factor of safety the diameter of shaft obtained was 2 an~ 5/16 inches for shafting steel. appendix. The formula and data are given in the A flexible coupling is to be fastened on the shaft toward the dynamometer end and connected to the dynamometer shaft. - BEARI NGS FOR SHAFT Two bearings were selected for carrying t he shaft and pulleys, the pulleys to be placed on the shaft 56 inches apart from center to center and the bearings placed next to the pulleys on the inside mounted on wooden timber as shown in assembled drawing. The bearings selected are for a 2 and 5/16 inch shaft of the Standard Box Type, manufactured by Dodge Manufacturing Company and listed at $8.80 each less 50 and 10. 19 Chapter VI. - SPEED Ai"\JD GASOLINE MEASURING APPARATUS ... In order to determine the power the engine 1s developing it is necessary to know the rate of travel. Considerable difficulty was experienced in obtaining a device that was simple and self indicating. At first it was suggested to use the ordinary type of speedometer that is used on automobiles, but owing to the various sizes of wheels that are found on automobiles the spee~-~------- ome ter wi 11 be too expensive, be cause one comp lear ··se t of gears will have to be obtained for every size tire made. The size of automobile tires varies from 28 inches 1n diameter on the smaller cars up to 36 inches 1n diameter on the larger cars. Each size will require a complete set of gears in order to work on the same speedometer. This would add greatly to the cost of the plant and would not be as simple in operation as by using a tachometer and a revolution counter. Two tachometers can be used; one on the dynamometer shaft and the other on the rear axle of the automobile and the two readings compared to see if any slip occured and if so, what percentage. To determine the fuel economy ~twill be necessary to discount the carbureter from the fuel tank and to connect the carbureter to a vessel calibrated so that the ~,:;~ ,/ 20 amount of fuel consumed can be determined at a glance. A vessel with a glass gage calibrated to parts of a gallon is recommended, same to be connected to the carbureter by means of a rubber hose and suspended from some object not connected with the automobile so that the vibrations will not interfere with the accuracy of the readings taken from the gage glass. The power developed by the automobile can be calculated by two methods: by knowing the draw bar pull and speed, and by the amount of power absorbed by the dynamometer which can be calculated as follows: The lever arm on the dynamometer was made 31.512 inches long; now the downward force exerted at the end of this lever is measured by the scales, and determining the speed of the dynamometer shaft in R.P. M. the horsepower can be readily calculated by using the following formula. ✓ ,· H.P. - 2 Tr R F N 33000 X 12 R = Lever arm 1n inc he a. ~ H.P. 31.Ql2 x F N - 2nx$3000 12 X (1) H.P. = .0005 F N - '-T H -- R.P.M. F :: Force at end of arm 1n pounds. H.P.= Horsepower. The scales on the draw bar levers will read 39 x 42: 54 X 91 .3335 of the force actually exerted by the automobile and 1n order to get the correct value the scale reading must be multiplied by 1 or 3. .3335 Having determined the force 21 and speed of the car 1n miles per hour, the horsepower developed can be calculated by the formula (2) TTr, • p " :: 5280 x S x F S :: Speed in miles per hour. 33000 X 60 F :: Draw bar pull in pounds. The value obtained should check very close to that obtained 1n formula (1), the discrepancy being due to friction 1n the dynamometer shaft bearings and in the bearings on the pulley shaft. 22 Chapter VII. ... CONCLUSIONS.... I have incorporated in the following part all the data and formulae used in carrying out the design and drawings for the testing plant. The number of board feet and sizes of timber used to construct the platform are tabulated in this section together with the necessary number of bolts and screws to carry out the construction. 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H.P.=.aoo.s-rN /b--=,, = h. Z7 O,qT,,q /IIYO n:J/rMVL/1£ CoNT/NUeO ,.S)x:e. or ,s/?nrr c::17' bOO/f.'P.M. /'/0CC.S.sory Q//cY TO ?'"ran..S/77/T cqr/y C,,C/r. 70 H.P. o/rec;>r ena/ or C/~Tcrn0~/1/e C?.s.sun7ed ar 40t70 /~.s. [b ,,.,..,.6 ..,_ VM/ -t- M:] £)3_ GJ6G ✓ = B~nc//.-7.Y .r/t?/'~ ~ .s rre.s.:s = /0,tJOCJ = DeMQ'/,-7..f 070,,.-r, enT in. lbs . = Zll.5"(7..liJ ==18,000/~.A.. /'?,. = ?w✓~/'in:J mornenr ✓n./.bs. = /~9CJO )n. /b. 0 3 = t3,.:J 66 L~6 ~ /6'tJ.CJO /b'S/0011:.] ' -t- l.l.8000,t+ yr /OOCO ·o .3 = Jc '3, .S O =:: Z,86 //7, Prop<Pr/'"1on.s ,,e /46" ;-G/c:,.s cu,'o/Orcd' E /'4'oo /i,.s 01"ocv har ~ /'VI/ ~ i ___.,./,____l 1------ ---- - o..,_ f Force t:?T B I /?ead/'n,y a.,___l ....Soo/e.s -------;,►-I = .3%-:/:J; .E = .3330£ 0/7 .sco/e-s o:r B /S a~prox/n,e:n~~/_y £ //? /As. /n /b.s. 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Co. List Number l of Drawings Description Dynamometer shaft and key 2 " friction disk 3 " ring 4 It casing 5 It torque arm 6 It pedestal bearing 7 tf base 8 If. assembly 9 Bearing base plate 10 Fulcrum ball bearing 11 Draw bar frame assembly 12 13 It It details Testing plant assembly.  f Journal fintsh ” ~ 6.47" CLAMPING FRING 2- REQUIRED WIATEPUAL STEEL OR WL /0 3+ 2g" SAAT l-PEOUWIRLD MATERIAL S7TLEL S iP SY KEY /- PEOURED SIATERIAL STEEL > 3" LS iat ee Sea + as TS “N SS i \ ” 7 : | ! lo aN \ > SS) a} fi Xe { Se SF 24. an a BES . 7 NUT ANDO GOLT 18-PPEOWIRE OD SIATERIAL STEEL DRAWING NV? / DETHLSOEALDEN BRAKE THROOP COLLEGCL OF IECHNOLOGY Pasadena Califorria. Scale $=/" Qrawn by ( LiGerckerns Mraced by 11 AGerckers ENe pet Vik - Dec. 22,13. af ‘SS ™) \ " BSS“~ *) ney s/or for 2% & Hey vl ae Y U/ . -| bs" 6 fradtal orf Grooves on each side g “deep DRAWING N* 2 LYSK 0 ALDEN BRAKE THROOP COLLEGE OF TECHNOLOGY Fuarsaderzra CalVVoritnie. Scale $=/ ” QDec./5 43. Nore /-Reguired Sletertal Cast fron S-lleans finish Qraur by lt A Gerckens Traced 6y 118 Cerckers| OK. SEN. iL. Ws W/o 1 | s\ | \\ | Orv for ¥ ipipe 1-26 - 264 : LAE - 1 Y \. Dri 18-8f holes on 2E¢ “pol circle __ Gril 9- x “holes on 264 cja. circle lTwe-/80° apart DRAWING N*? 3 FING E ALDEN BRAKE NOTE | Af-Reguired . Ee Habevie? siiontoe fe | THROOP COLLEGE OF TECHNOLOGY Fears Finish _ . Pasadena Califorria. Scale $=/" ert. 16,14 Grawr by HE Serckens [raced by +, A Gerchers rill 18-¥ 7 / holes orp REZ” / ‘} cvrcre NOTE k-Preguired Materlal Cast rere Flrears Finish Bu shitg LYGSS OF LV O7ZE DRAWING N* 4 CASING SAL DEN BRAKE THROOP CALLEGE Of IECHNOLOGY Fasadera Califortia, Scale £=/" Nov 2613, Lraowr and raced by ML. Cerckens. @ ES SHOE /- freg. Materral CL 2 | Nu 13” si <- ff 3 x 154° I ~ Mears fin/sh. TT ee | | Vy] a ] | HT] ™| ee cmama i - , i . je afb 7 = MW te LG > — WE c ww iy - Driving #77 <2» 7 OPQUE /- Peguired | | Keg CAP SCREW — @- eg. s7ee/ Hardened sfee/ >. a ees te 3 ” | DOL 7- F-feg. a. G ea DRAWING N25 LETHLSEALDEN BRAKE THROOP COLLEGE OF IECHNOLOGY Pasadena California Scale $=/" feb. 3, /4 Qrawp by HOGerckens [raced by 114 Cercken, cg S 8S ‘ S 7 8 wo S @t § S| & kos Vy SX s 0 WS Fw Y | =] VRIG SS x m2 S N| N &: > Sk S] wala sv N g x] QV, a & 8 X| G UNIS FL 2 at QINS CYA 0) als x ap Se Se ee ere oot ae | f ih | y FLY | +4 | Le \ » Xx Re bala 8 NS : : | SENT BS a nee ae | \ ott bodily | Ni ! bhp ol »~ | | | me aoe ee eee ;) 3% 2 ! WO Van’ | l Rant i | \ Ni] os bt | S18 lagi. ob of Qe]. | ,™% | Li 1 (ZN 1 | a Sho ert | | tt San iB rt mS | eof fay | mack | | © . i | | J hy \ VW = N Tg wt _| Ve 3 | | a Ny * > a BASE FOR ALDEN BRAKE THPOOP. 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