Engine design challenge AUTO-1032 2010

VEHICLE POWER TRAIN AUTO 1032-

ENGINE DESIGN CHALLENGE

DR .LUCIEN KOOPMANS
THOMAS ROGERS

N.ANAND KIRAN
S3223883
RMIT UNIVERSITY ANAND KIRAN .N
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 Engine design challenge AUTO-1032 2010

CONTENTS

 ABSTRACT

 INTRODUCTION

 DESIGN JUSTIFICATIONS

 ENGINE LAYOUT

 CONCLUSIONS

 REFERENCES

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 Engine design challenge AUTO-1032 2010
ABSTRACT

The automotive industry is considered to be the booming industry from nineteenth century.
Radical changes in this sector can be noticed in everyday life. Most importantly designing an
engine plays a prominent role in development of a vehicle. From technological point of view
even though many engine manufacture companies are producing many reliable engines we
can still notice few limitations in terms of fuel consumption and performance. Although
many well known companies has manufactured engines which are either performance
engines or fuel efficient engines. The main motto of FUTURE ENGINES PVT LTD is to
develop an engine model with good fuel efficiency, high performance engine’s and most
importantly cost effective.

INTRODUCTION:

Perhaps the invention of engine or introducing the concept itself is considered as the most
scientific achievement in human history. In general, engine can be defined as a machine that
converts chemical energy of the fuel in the combustion chamber into mechanical energy that
is use to drive vehicles. As the time advances rapid development in automotive industry can
be noticed.

Automakers are keen in developing engines with high power, fuel efficient and with reduced
emissions these became the driving factor in the modern era. This is because of growing
pollution in atmosphere, depletion of fossil fuels and tough legislative norms laid by the
government. The concept of fuel saving has gained high importance in the present situation
,so automakers are concentrating on various new concepts like engine downsizing ,adding
superchargers or turbochargers for a smaller engine and achieving the performance of high
power engine with less fuel.

The fact is that automotive manufacturers are looking for alternate instead of the
conventional I.C. engines. Recently the usage of bio-fuels came into existence. HYBRID and
ELECTRICAL vehicles can be considered as the best alternative for conventional I.C
engines, these vehicles are very environment friendly. So manufactures are running parallel
which has both I.C. engine as well as the HYBRID/ELECTRIC engine in order to reduce the
emissions and to provide better fuel consumption.

Keep the latest trends in the automotive industry in mind ,our company has decided to design
a powerful engine with low fuel consumption ,compact ,light weight and most importantly
cost effective. We choose to use a naturally aspirated 4 cylinder engine to reach the targets
set by the manufacturers. With proper tuning of intake and exhaust, and with high
dimensional accuracy in modelling a engine components we are quite confident in achieving
the desired output.

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 Engine design challenge AUTO-1032 2010
DESIGN TARGETS SPECIFICATIONS BY MANUFACTURER

SOURCE: FROM THE AUTO MANUFACTURERS

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 Engine design challenge AUTO-1032 2010
ENGINE DESIGN METHODLOGY

To meet the design targets laid by the company. We choose LOTUS ENGINE
SIMULATION software is best approach to design an engine model because the software is
very user friendly, not a time consuming process to develop a model when compared to
remaining softwares, very cost effective (license cost is much low) and most importantly high
accuracy in the end results.

COMPANY ENGINE DESIGN SPECIFICATIONS AND JUSTIFICATIONS

ENGINE MODEL FE4

CYLINDER LAYOUT IN LINE 4 CYCLINDER

BORE*STROKE (mm) 86.5*85

DISPLACEMENT(L) 2 LT

COMPRESSION RATIO 14

FUEL SUPPLY PORT INJECTION

MEAN PISTON SPEED (m/s) 20

SPEED RANGE 1000-7000 rpm

JUSTIFICATIONS OF CHOSING THE VARIOUS DESIGN ATTRIBUTES FOR

THE ENGINE MODEL:

1. BORE / STROKE RATIO: In this engine model we have chosen an oversquare

engine which has larger valves in head cylinder, lower frictional losses (due to
reduced distance travelled during each engine rotation) and lower crank stress (due to
the lower peak piston speed relative to engine speed). Because of these characteristics
these engines are tuned to develop peak torque at relative speed and higher power at
relative speeds.[1]

BORE /STROKE = 86.5/85=1.017 (B/S= 0.8 to 1.2 for small and medium sized engines). [2]

2. CONNECTING ROD: depending upon the formula

Connecting rod length = S*(1.8-2) = 85*2=170
3. COMPRESSION RATIO: In our design we decided to use compression ratio to be
14:1, assuming that the engine has no effects with knocking (knocking is not
considered in this engine model). With higher compression with 14:1, few paper
reveal that better fuel conversion efficiency and volumetric efficiency is possible to
achieve, which results in improvement of fuel consumption.
4. INTAKE RUNNER LENGTH: Is a part that supplies air/fuel mixture in to the
cylinder evenly. The purpose of the runner is to take advantage of the Helmholtz

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 Engine design challenge AUTO-1032 2010
resonance property of air. In this engine model we chose to reduce the runner length
by 250mm from the plenum to the intake port because it is quite beneficial to have air
intake as fast as possible into the cylinders. By doing this we can increase the
turbulence and mixes with fuel and air better.[3] we choose to have intake pipe
diameter of 38 mm, to allow more amount air into the intake port. The intake port
diameter is chosen to be 37 mm because small diameter creates a pressure difference
(venturi effect) that effectively pumps the air into the cylinder.
5. INTAKE PLENUM VOLUME: The intake plenum volume was chosen to be 3.5
litres, my understanding is that by having adequate volume for intake plenum, the
waves moves in ,lower their intensity by the time they reach the port of cylinder next
in firing sequence.
6. EXHAUST DIAMETER: The exhaust diameter has is very crucial because of the
effects of back pressure. Too much of back pressure has an adverse effect on the
engine performance as it restricts the flow rate of exhaust gases at higher RPM. In
order to overcome that we introduced the exhaust diameter to be more (i.e. 40mm)
which reduces the flow velocity and also assists in scavenging of exhaust gases and
allows that fresh into the combustion chamber for the next stroke. We have chosen to
have the same pipe diameter (40mm) throughout the exhaust because in order to
reduce the pressure variations.
7. EXHAUST CATALYST: In this model we introduced a catalyst with a volume of 3
litres thinking that sufficient space would be helpful in reducing the emissions.
8. VALVE LIFT :
INTAKE VALVE LIFT: Intake valve lift is 8 which is derived by using a formula
LIFT = (IVO +IVC+180)/2= (15+60+180)/2=127.5mm
DEPENDING ON THE VALVE DURATION = LIFT /16=127.5/16= 7.967mm (8 app.)
Similarly exhaust valve lift =7.810 mm.

VALVE TIMING DISPLAY:

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 Engine design challenge AUTO-1032 2010
The valve timing display is considered to be the crucial in determining the engine
performance. Our engine valve display is given below.

VALVE TIMING AND OVERLAPPING EFFECTS:

The reasons for choosing various valve timing and overlapping effects are explained below

VALVE
EFFECT ON ENGINE
OPEN/ TIMING REASON
PERFORMANCE
CLOSING

AT 15˚ THE CYLINDER PRESSURE AT THIS POINT THE ENGINE

INLET VALVE
BEFORE DOESNOT DROP EARLY IN THE PERFORMANCE IS
OPENING
TDC INTAKE SROKE INSENSITIVE

MORE VALVE TIME SO THAT

AT 60˚ PRINCIPAL FACTOR FOR
INLET VALVE MORE CYLINDER PRESSURE CAN
AFTER DETERMINING VOLUMETRIC
CLOSING BE ACHIEVED THAN MANIFOLD
BDC EFFICENCY
PRESSURE AT BDC.

AT 45˚
EXHAUST
BEFORE PROPER BLOW DOWN IS POSSIBLE TIMING OF EVO EEFECTS
VALVE
FOR EXPELLING EXHAUST GASES THE CYCLE EFFICENCY
OPENING BDC

AT 25˚
EXHAUST HIGH POWER AT LOW SPEED
AFTER PRESSURE DOES NOT EFFECT THE
VALVE TORQUE AND IDLE
EXHAUST STROKE
CLOSING COMBUSTION QUALITY
TDC

SOURCE: JOHN B.HEYWOOD.INTERNAL COMBUSTION ENGINE FUNDAMENTALS.

ENGINE DESIGN LAYOUT:

By using all design attributes we could design the engine in lotus .engine model is shown
below.

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 Engine design challenge AUTO-1032 2010

Source: engine model, LOTUS SIMULATION SOFTWARE.

RESULTS:

Finally, we obtain graphs for torque vs. engine speed, power vs. engine speed, BSFC and
BMEP.

When we observe the torque curve with respect to the engine speed there is a gradual increase
in the torque. The graph shows that the peak torque is obtained at 4500 rpm which is 189.8
Nm. After the peak torque their subsequent downfall in torque when the engine reaches
maximum speed at 7500 rpm.

Similarly, when we consider the graph of power there is a significant increase with respect to
speed until it reaches the peak power at 6500 rpm which is 104.45KW and after the peak
power we can a notice a slight decrease in the power.

When a graph is plotted for B.S.F.C (g/KWHR), we can observe a slight increase in these
values at higher speeds. The average fuel consumption is very low thereby we can state that
the engine is fuel efficient.

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 Engine design challenge AUTO-1032 2010

VOLUMETRIC
TORQUE(NM
SPEED(RPM) POWER(KW) B.M.EP(BAR) B.S.F.C(G/KW/HR) EFFECINCY
)
(%)

1000 16.75 160 10.16 230.58 77.7

1500 25.83 164.46 10.44 230.57 79.8

2000 34.77 166 10.54 231.29 80.8

2500 44.89 171.45 10.88 232.87 84.1

3000 54.12 172.28 10.94 234.99 85.2

3500 64.15 175.03 11.11 237.39 87.5

4000 76.57 182.79 11.6 240.32 92.5

4500 89.44 189.8 12.05 243.1 97.1

5000 97.55 186.32 11.83 247.99 97.3

5500 102.4 177.8 11.29 255.84 95.7

6000 103.81 165.21 10.49 262.44 91.2

6500 104.08 152.91 9.71 272.93 87.9

RMIT UNIVERSITY ANAND KIRAN .N

7000 97.89 133.53 8.48 288.53 81.1
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CONCLUSION:

We proudly say that FUTURE ENGINE PVT LTD has developed an engine which is fuel
efficient and powerful this can be determined from the graphs and value obtained. Therefore
it has reached all the optimum valves that are essentially required. Our company is successful
in designing an engine which is cost effective, reliable and most importantly simple to design.
We could successfully achieve all the targets that are 171NM AT 2500RPM, 189.8 NM AT
4500RPM, and 104.08 KW AT 6500 RPM laid by the manufacturers with a naturally
aspirated engine.

REFERNCES:

 JOHN, H. B., Ed. (1988). internal combustion engine fundamentals.

 Jehad A.A yamin , M. H. D. (2003). "Performance simulation of a four stroke engine
with variable stroke length and compression ratio." applied energy 77: 447-463.
 Ceviz, M. A. (2007). "Intake plenum volume and its influence on the engine
performance, cyclic variability and emissions." Energy conversion and management
48: 961-966.
 Prabhakaran Naganthan and Adrian martin, A. p., Australia Case study using
PISDYN of the effect on piston performance of using longer connecting rod.
 from http://www.custom-car.us/exhaust/default.aspx.
 -Haggar, D. s. e. (1999). Internal combustion engine.
 "Designing the cylinder head and valve train." from
http://www.metalstop.com/technical/eng-calc.shtml.
 http://auto.howstuffworks.com/question517.htm

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