It’s been 4 months since I did a rejig of my storage server, installing a new 16-port SATA HBA to support the disk drives. I mentioned the factory fan the card came with in my previous post, and I didn’t have many hopes of it surviving long.
Heatsink
The heatsink card has barely had enough time to accumulate any grime from the air & the fan has already failed!
There’s no temperature sensing or fan speed sensing on this card, so a failure here could go unnoticed, and under load without a fan the heatsink becomes hot enough to cause burns. (There are a total of 5 large ICs underneath it). This would probably cause the HBA to overheat & fail rather quickly, especially when under a high I/O load, with no warning. In my case, the bearings in the fan failed, so the familiar noise of a knackered sleeve bearing fan alerted me to problems.
Replacement Fan
A replacement 80mm Delta fan has been attached to the heatsink in place of the dead fan, and this is plugged into a motherboard fan header, allowing sensing of the fan speed. The much greater airflow over the heatsink has dramatically reduced running temperatures. The original fan probably had it’s bearings cooked by the heat from the card as it’s airflow capability was minimal.
Fan Rear
Here’s the old fan removed from the heatsink. The back label, usally the place where I’d expect to find some specifications has nothing but a red circle. This really is the cheapest crap that the manufacturer could have fitted, and considering this HBA isn’t exactly cheap, I’d expect better.
Bearings
Peeling off the back label reveals the back of the bearing housing, with the plastic retaining clip. There’s some sign of heat damage here, the oil has turned into gum, all the lighter fractions having evaporated off.
Rotor
The shaft doesn’t show any significant damage, but since the phosphor bronze bearing is softer, there is some dirt in here which is probably a mix of degraded oil & bearing material.
Stator & Bearing
There’s more gunge around the other end of the bearing & it’s been worn enough that side play can be felt with the shaft. In ~3000 hours running this fan is totally useless.
With some recent upgrades to the boat’s heating system, the hot water circulation pumps we’ve been using are becoming far too small for the job. After the original Johnson Marine circulation pump died of old age (the brushes wore down so far the springs ate the commutator) some time ago, it was replaced with a Pierburg WUP1 circulation pump from a BMW. (As we’re moored next to a BMW garage, these are easily obtainable & much cheaper than the marine pumps).
WUP1 Cutaway
These are also brushless, where as the standard Johnson ones are brushed PM motors – the result here is a much longer working life, due to fewer moving parts.
The rated flow & pressure on these pumps is pretty pathetic, at 13L/min at 0.1bar head pressure. As the boat’s heating system is plumbed in 15mm pipe instead of 22mm this low pressure doesn’t translate to a decent flow rate. Turns out it’s pretty difficult to shove lots of water through ~110ft of 15mm pipe ;). Oddly enough, the very low flow rate of the system was never a problem for the “high output” back boiler on the stove – I suspect the “high output” specification is a bit optimistic.
This issue was recently made worse with the addition of a Webasto Thermo Top C 5kW diesel-fired water heater, which does have it’s own circulation pump but the system flow rate was still far too low to allow the heater to operate properly. The result was a rapidly cycling heater as it couldn’t dump the generated hot water into the rest of the system fast enough.
The easiest solution to the problem here is a larger pump with a higher head pressure capability. (The more difficult route would be completely re-piping the system in 22mm to lower the flow resistance). Luckily Pierburg produce a few pumps in the range that would fit the job.
Pierburg CWA-50
Here’s the next size up from the original WUP1 pump, the CWA50. These are rated at a much more sensible 25L/min at 0.6bar head pressure. It’s physically a bit larger, but the connector sizes are the same, which makes the install onto the existing hoses easier. (For those that are interested, the hose connectors used on BMW vehicles for the cooling system components are NormaQuick PS3 type. These snap into place with an O-Ring & are retained by a spring clip).
The CWA50 draws considerably more power than the WUP1 (4.5A vs 1.5A), and are controllable with a PWM signal on the connector, but I haven’t used this feature. The PWM pin is simply tied to the positive supply to keep the pump running at maximum speed.
Once this pump was installed the head pressure immediately increased on the gauge from the 1 bar static pressure to 1.5 bar, indicating the pump is running at about it’s highest efficiency point. The higher water flow has so far kept the Webasto happy, there will be more to come with further improvements!
CWA-50 Pump Teardown
CWA50 Cutaway
Above is a cutaway drawing of the new pump. These have a drilling through the shaft allows water to pass from the high pressure outlet fitting, through the internals of the pump & returns through the shaft to the inlet. This keeps the bearings cool & lubricated. The control & power drive circuitry for the 3-phase brushless motor is attached to the back & uses the water flowing through the rotor chamber as a heatsink. Overall these are very well made pumps.
Impeller
Here’s the impeller of the pump, which is very small considering the amount of power this unit has. The return port for the lubricating water can be seen in the centre of the impeller face.
3-Phase Driver
Inside the back of the pump is the control module. The main microcontroller is hiding under the plastic frame which holds the large power chokes & the main filter electrolytic.
In a word, no they aren’t any good. As usual, cheap doesn’t equal good, and in this case the cheapo clones are a total waste of money. Read on for the details!
I’ve been looking into using a cheap Chinese clone Honda GX35 engine to drive an automotive alternator as a portable battery charging & power unit. These engines are available very cheaply on eBay, aimed at the mini-bike/go-kart market.
For those not in the know, the Honda GX25/35 4-strokes are strimmer-type engines that traditionally were always of 2-stroke construction. Honda worked out how to have a wet-sump engine without the need to keep the engine always in the “upright” position. They do not require mixing of oil into the fuel for lubrication as 2-strokes do, so should be much cleaner running.
So far I’ve had two of these cheap engines, as the first one died after only 4 hours run time, having entirely lost compression. At the time the engine was idling, no load, having been started from cold only a few minutes before. Having checked the valve clearances to make sure a valve wasn’t being held partially open, I deduced that the cause was broken piston rings. This engine was replaced by the seller, so I didn’t get a chance to pull it to bits to find out, but I decided to do a full teardown on the replacement to see where the cloners have cut corners.
Oil Return Hose
I’ve already stripped off the ancillary components: exhaust, carburettor, fuel tank, cowlings, as these parts are standard to any strimmer engine. The large black hose here is the oil return feed back to the rocker cover from the crankcase. The oiling system in these engines is rather clever. The main engine block is made of light alloy, probably some permutation of Aluminium. There is much flashing left behind between the cylinder fins from the die-casting process, and not a single engine manufacturer’s logo anywhere. (From what I’ve read, the genuine Honda ones have their logo on the side of the crankcase).
Rocker Box
Here’s the top of the engine with valves, rockers & camshaft. All the valve gear up here, minus the valves themselves & springs, are manufactured from sintered steel, there are no proper “bearings”, the steel shafts just run in the aluminium castings. The cam gear is of plastic, with the sintered steel cam pressed into place. The cam also has the bearing surface for the pin that the whole assembly rotates on. The timing belt runs in the oil & is supposed to last the life of the engine, and while I’d believe that in the original Honda, I certainly wouldn’t in this engine. The black grommet is the opening of the oil return gallery.
Cam
Here’s the cam on the back of the plastic pulley. A single cam is used for both intake & exhaust valves for space & simplicity.
Intake Valve Stem Seal
Just visible under the intake valve spring is a simple stem seal, to hopefully prevent oil being sucked down the valve guide into the cylinder by intake vacuum. Running these cheap engines proves this seal to be ineffective, as they blow about as much blue oil smoke as a 2-stroke when they’re started cold. 😉
Starter Side
The starter side is where the oil sump is located on these engines, along with the dipstick.
Flywheel Side
The flywheel end of the engine is the usual fare for small engines. Ignition is provided by a magneto, with a magnet in the flywheel. This is no different from the 2-stroke versions. As these ignitions fire on every revolution of the crankshaft, the spark plug fires both on compression, igniting the fuel for normal operation, and again into the exhaust stroke, where the spark is wasted.
One thing I have noticed about these engines is an almost total lack of cooling air coming through the cowling over the cylinder cooling fins. Plenty was flowing over the exhaust silencer side, I believe bad housing design would be what causes this problem. A lack of cooling certainly wouldn’t help engine longevity!
Engine “Sump”
Separating the bottom of the engine was a little difficult, as there is a significant bead of sealant used instead of a gasket. Inside the sump of the engine are a pair of paddles, which stir up the oil into a mist. As the piston moves in the cylinder, it acts as a pump, creating alternating pulses of pressure & vacuum in the crankcase. Oil mist flows through a drilling in the crank from the sump, into the crankcase where it (hopefully) lubricates the bearings & the cylinder wall. Incidentally, the only main bearings are on the crankcase – the far end of the shaft that carries the oil paddles & timing belt is just flapping in the breeze, the only support being the oil seal in the outer housing. The crank itself isn’t hardened – a file easily removes metal from all parts that I could get at. The big end journal pin might be, but these cranks are pressed together so I can’t access that part.
Lubrication Gallery
The oil mist feeds into the crankcase through this hollow section of shaft, there’s a drilling next to the timing belt pulley to connect the two spaces together.
Lower Crankcase
The lower crankcase is just a simple die casting, there’s a check valve at the bottom under the crankshaft to transfer oil to the rocker cover, through the rubber tube on the outside of the engine. After the oil reaches the rocker box, it condenses & returns to the sump via the timing belt cavity.
Piston Crown
Removing the crankshaft from the engine block gives me a look at the piston. The factory couldn’t even be arsed to machine the crown, it’s still got the rough finish from the hot-forging press. This bad finish will pick up much carbon from combustion, and would probably cause detonation once enough had accumulated to become incandescent in the heat of combustion. Only the centre is machined, just enough for them to stamp a number on.
Cylinder Bore
A look up the cylinder bore shows the valves in the cylinder head. These engines, like their 2-stroke cousins have a single casting instead of a separate block & head, so getting at the valves is a little more of a pain. The cylinder bore itself is a cast-in iron liner and it’s totally smooth – like a mirror finish. There’s not a single sign of a crosshatch pattern from honing. If the first engine that died on me was the same – I’d be surprised if it wasn’t, this could easily cause ring breakage. The usual crosshatch pattern the cylinder hone produces holds oil, to better help lubricate the piston & rings. Without sufficient lubrication, the rings will overheat & expand far enough to close the end gap. Once this happens they will break.
Engine Valves
Finally, here’s the valves with their springs removed from the cylinder. These are the smallest poppet valves I’ve ever seen, a British penny is provided for scale.
In all, these engines share many components with the older 2-stroke versions. The basic crankshaft & connecting rod setup is the same as I’ve seen in many old 2-strokes previous, the addition of the rather ingenious oiling system by Honda is what makes these tiny 4-strokes possible. I definitely won’t be trusting these very cheap copies in any of my projects, reliability is questionable at the least. The apparent lack of cooling air flow over the cylinder from the flywheel fan is concerning, along with the corner-cutting on the cylinder finishing process & piston crown, presumably to reduce factory costs.
We’re now on the final leg of the jobs to be done on the boat! Above is the new prop & shaft, supplied to us by Crowther Marine over in Royton. To fit our current stern tube & gland, the shaft is the same diamter at 1-3/8″. Unfortunately no 4-blade props were available, so I had to go for a 17×11 left-hand, but with a much larger blade area than the old one.
Propellers
Here’s the old prop on the right, with the new one on the left, amazing how different 1 inch of diameter actually looks. The opposite hand of the new prop makes no difference in our case, as I can simply switch the hoses to the hydraulic motor on the shaft to make everything reverse direction.
Stripper
Above is the solution to my problem of no weed hatch – a Stripper Rope Cutter from Ambassador Marine. This device has some seriously viciously sharp cutting teeth to help clear any fouling from the prop in operation. Only time will tell if it’s effective at allowing me to stay out of the canal manually removing the crap!
Cutless Bearing
We finally got the bearing mount finished, by S Brown Engineering in Stockport. This is made from Stainless steel to stop the bearing corroding in place & becoming a real arse to replace. Set screws are fitted to make sure the bearing doesn’t move in service.
Attached to the side of the bearing housing is the fixed blade mounting for the Stripper Rope Cutter.
Bearing Test Fit
Above is everything fitted to the shaft for a test before the gear went into it’s home in the stern tube. The Stripper mounts behind the prop, clamped to the shaft. The 3 moving blades move against the fixed blade like a mechanised pair of scissors.
Bearing Strut Welding
10mm steel plate has been used to make the strut for the bearing tube, welded together. In the case of the joint between the stainless tube & the carbon steel strut, special welding rods were needed, at the price of £2 a rod! Using mild steel rods to weld stainless could result in cracking of the welds. Not a good thing on a prop shaft support bearing.
Sand Blasted Hull
Most of the old tube has been cut away to make room for the new bearings, and the bottom of the hull has been sand-blasted ready for welding.
Running Gear Mounted
The bearing mount is welded to the hull, the Stripper & the prop are fitted to the end of the shaft. There’s 1.5″ of clearance from the blade tips to the hull plating. The rudder has about an inch of clearance to the end of the shaft.
Rudder Fence
To help keep the prop wash down, directing more of the force into moving the vessel rather than creating a nice rooster tail, a pair of plates has been welded onto the rudder. These also provide a handy step should someone fall in ;).
It’s that time again, so the boat is out of the water for it’s 3-yearly maintenance. Some things over the past few months have been bugging me, namely a pronounced vibration in the running gear while underway. (Issue was easy to spot here!).
10-Ton Jack
nb Tanya Louise being a very odd vessel, she has quite a significant keel, so once the dock was drained, some manual jacking was required to get her level on the blocks. Without this extra work there is such a pronounced heel that it’s impossible to do anything on board.
Chocks
On the opposite side, wooded blocks are placed for the bottom of the hull to rest against. Jacking up a 58-ft 25-ton boat by hand onto some timbers was nerve-wracking to say the very least!
The bottom of the hull has already been jet-washed to remove 3-year’s worth of slime, weed growth & the old blacking. First job is to get a fresh coat of paint on.
Running Gear
Looking under the hull shows the reason for the high level of vibration – the prop shaft has actually *worn through* the bearing & stern tube, to the extent that there’s not much left of the assembly! The only thing holding the shaft in place at this stage is the stuffing box inside the boat & the shaft coupling to the hydraulic motor.
, stern tube,
A replacement standard-issue Cutless bearing will be fitted, after the remains of the old tube are cut back to make room. To facilitate mounting the bearing, a custom stainless P bracket is being made at a local engineers, for me to weld onto the bottom of the hull.
(Surprised we didn’t lose the shaft, lucky that I kept pestering to get her out of the water!).
In the process of going through the boat mechanically, ready for this year’s cruising season, some damage was discovered on the face of the main hydraulic propulsion pump that drives the propeller.
Face Damage
Here’s the front face of the pump, with it’s drive shaft. The circular ridge isn’t supposed to be there, it’s meant to be completely flat.
The central hub of the Centaflex coupling managed to loosen itself on the shaft (they’re pretty badly designed), and when the steel hub moved backward, it ground a very nice recess into the cast iron pump housing.
This managed to get deep enough where it compromised the circlip groove that holds both the oil seal & the mainshaft thrust bearing in place.
Spacer Ring
To save a considerable amount of cash (replacing the entire base casting of the pump would be hideously expensive), a 6mm ring was machined from steel, to hold the seal in place.
The face of the pump was then drilled & tapped for M5 screws.
Plate Fitted
Above, the repair plate has been fitted, with the spacer ring sandwiched between it & the oil seal, securing everything in place.
Having a replaceable wear plate screwed to the front of the pump also allows for easy future repair if the coupling moves again.
For a while I’ve wondered how these pancake type (AKA “Shaftless”) vibration motors operate, so I figured I’d mutilate one to find out.
Pancake Vibration Motor
These vibrators are found in all kinds of mobile devices as a haptic feedback device, unlike older versions, which were just micro-sized DC motors with an offset weight attached to the shaft, these don’t have any visible moving parts.
Cover Removed
These devices are crimped together, so some gentle attack with a pair of snips was required to get the top cover off.
It turns out these are still a standard rotary DC motor, in this case specifically designed for the purpose. The rotor itself is the offset weight, just visible under the steel half-moon shaped section are the armature coils.
Weighted Rotor
The armature lifts off the centre shaft, the coils can clearly be seen peeking out from under the counterweight.
Commutator
The underside of the armature reveals the commutator, which in this device is just etched onto the PCB substrate, the connections to the pair of coils can be seen either side of the commutator segments.
Brushes
The base of the motor holds the brushes in the centre, the outer ring is the stationary permanent magnet. These brushes are absolutely tiny, the whole motor is no more than 6mm in diameter.
Time to get on with the job now the parts have arrived! Above is the new coupling hub, as can be seen compared to the old one that I previously posted about, this one has it’s full complement of splines.
Rubber Element
The hub bolts into the centre of this rubber coupling, which itself locates on pins attached to the engine’s flywheel. This part wasn’t damaged so it’s being reused with the new hub.
Hub Installed
Here’s the hub installed on the input shaft of the main hydraulic pump stack, the pair of holes on the side of the hub are for the grub screws that secure the coupling on the splines. These screws coming loose are what destroyed the old coupling.
Flywheel
Here’s the engine flywheel, where the rubber coupling normally sits. The mounting pins have been greased ready to accept the rest of the coupling.
Doughnut
Here’s the rubber element mounted on the pins – there’s nothing holding it there in normal operation apart from the mating side of the coupling with the pump.
Unfortunately the weather here in Manchester has prevented us from getting any further – more t0 come when the rain stops!
As I have posted about before, the main propulsion system onboard the boat is all hydraulic. To get the drive from the flywheel of the engine to the hydraulic pump stack, a custom drive plate was machined by Centa Transmissions over in Yorkshire, and a Centaflex A coupling was fitted to this.
Centaflex A Coupling
This coupling is a big rubber doughnut, bolted to a centre hub of steel. The steel hub is splined onto the input shaft of the hydraulic pump stack.
Pump Stack
The problem we’ve had is that to prevent the coupling from riding along the splines in operation, a pair of giant grub screws are provided in the side of the centre steel boss, that compress the splines to lock the device in place. These screws are a nightmare to get tightened down (the engineer from Centa who originally came to survey the system said we’d probably shear some tools off trying).
Because of this, the grub screws have loosened over the last 350-odd hours of running & this has had the effect of totally destroying the splines in the hub.
Spline Remains
Here’s the backside of the centre boss, with what remains of the splines, the figure-8 shaped gap on the right is where the securing grub screws deform the steel to lock the coupling into place.
No More Splines
Here’s the other side of the coupling, showing the damage. The splines have effectively been totally removed, as if I’d gone in there with a boring bar on the lathe. Luckily this part isn’t too expensive to replace, and no damage was done to the input shaft of the hydraulic pump stack (Mega ££££). Quite luckily, this damage got to the point of failure while running the engine on the mooring, so it didn’t leave us stranded somewhere without motive power.
Earlier today, one of my neighbours put their dishwasher out for the scrap man. After asking if I could appropriate it in the interest of recycling the Ham Way™, I was told it wasn’t draining. The engineer called out to fix it had claimed it was beyond economical repair.
A quick test showed that indeed the drain pump wasn’t operating correctly – very poor pumping capacity & a horrid grinding noise.
Drain Pump
Here is the drain pump on the bottom of the machine. Strangely for a dishwasher, everything underneath is very clean & free from corrosion.
Pump Rotor
On removing the securing screw & unlatching the pump from it’s bayonet mount, the impeller instantly tried to make a break for freedom – it has come off the splines of the rotor shaft.
In the past I’ve tried to remove these rotors manually – and totally destroyed the pump in the process. They are usually so well secure that replacement is the only option. This particular one must have vibrated off the shaft somehow.
This repair was easy – removing the rotor from the main pump body & gently drifting the impeller back onto the splines.
Repaired Pump
Here the pump is reassembled & ready for reinstallation.
On test the pump sounds normal, & works as expected.
This is the internals of a motorised valve for central heating systems. Here the top is removed showing the motor & microswitch.
Left side of the valve, showing the gearing under the motor, & the valve body under the powerhead.
Right side of the valve, showing the sprung mechanism of the valve quadrant.
Here the motor has been removed from the powerhead, showing the microswitch & the sprung quadrant gear. This spring keeps the valve closed until the motor is energized. The motor remains energized to hold the valve open.
Here the valve body has been opened showing the internal components. The rubber valve rotates on the shaft, blocking the lower port of the valve when in operation.
The motor’s protective cap has been removed here showing the rotor. This is a synchronous motor, of a special type for use in motorised valves. As the windings need to be continuously energized to hold the valve open, it is designed not to burn out under this load. 240v AC 50Hz, 5RPM.
Here we have a Dremel MultiPro rotary tool, a main powered 125W 33,000RPM bit of kit.
Motor Assembly
Here the field & controller assembly is removed from the casing.
Armature
Here is the armature, which rotates at up to 33,000RPM. The brushes rise against the commutator on the left, next to the bearing, the cooling fan is on the right hand side on the power output shaft, the chuck attaches at the far right end of the shaft.
Speed Controller & Brush Box
Here is the speed controller unit, inside is an SCR phase angle speed controller, to vary the speed of the motor from 10,000RPM to the full rated speed of 33,000RPM.
Mains Filter
This is the mains filter on the input to the unit, stops stray RF from the motor being radiated down the mains cable.
This is a HP PhotoSmart 375 portable photo printer. With built in card reader, screen & PictBridge.
Top of the printer showing the UI Buttons & Screen.
Front
Front of the unit, card reader slots at the top, Pictbridge USB connector at top left. Paper out slot at bottom. Cartridge door is on the right.
Cartridge Door
Here the cartridge door is open. Takes HP 95 Tri-Colour Inkjet Cartridge.
Battery Compartment
Battery compartment on the bottom of the unit. A Li-Ion battery pack can be installed here for mobile photo printing.
Bottom Label
Specifications label.
USB + Power
Power adaptor & USB connection for PC use.
Paper Tray
Rear door opened. Showing the paper feed tray.
Paper Feeder
Rear door has been removed in this shot. Paper feed roller & platen roller can be seen here.
Rear Cover Paper Feeder
Paper holder attached to rear door.
Top Cover
Bottom of the top cover, with connections for the buttons & LCD panel.
Main PCB
This is the main PCB of the unit. Controls all aspects of the printer. CPU in center, card reader sockets are along bottom edge. various support circuitry surrounds the CPU.
Rear
Rear shell has been removed here. Showing the main frame & the carriage drive motor on the left.
Carriage Drive
Closeup of the carriage drive motor & timing belt system. All the motors in this printer are DC servo motors, not steppers.
Main Drive Motor
Main drive motor, feeds paper, drives rollers, operates cleaning mechanism for the inkjets.
Shaft Encoder
Mainshaft encoder. Main drive motor is bottom right hand side with timing belt drive.
CPU
Closeup of the CPU. This is a Phillips ARM chip, unknown spec.
Card Reader Sockets
Detail of the card reader sockets, this unit takes all current types of Flash memory card.
HP 95 Tri-color Inkjet Print Cartridge
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