Project Report SEP4

Improvement of a 4 Stroke 50cc Engine
Students:
Andrius Gelzinis – 266113
Adam Mariusz Kuryla – 267892
Alexander Sfetcu - 266061
Supervisor:
Salwan Dihrab
34 514 characters
Mechanical engineering
4th semester
02.05.2019
i
Table of content
1 Executive summary ................................................................................................... vi
2 Introduction ................................................................................................................ 1
2.1 Background description ..................................................................................... 1
2.2 Purpose .............................................................................................................. 1
2.3 Problem statement............................................................................................. 1
2.4 Delimitations....................................................................................................... 2
2.5 Choice of models and methods ......................................................................... 2
2.6 Time schedule .................................................................................................... 4
3 Theory/literature survey............................................................................................. 5
3.1 General information ........................................................................................... 5
4 Methods ..................................................................................................................... 8
4.1 Thermodynamics ............................................................................................... 8
4.1.1 Otto cycle calculations .............................................................................. 10
4.1.2 Force acting at the piston during the power state .................................... 15
4.2 ANSYS Studies: ............................................................................................... 15
4.2.1 Type of the mesh in 3D ............................................................................ 15
4.2.2 Piston ........................................................................................................ 16
4.2.3 Connection rod ......................................................................................... 19
4.2.4 Optimization of rod.................................................................................... 27
4.2.5 Engine block ............................................................................................. 30
4.3 Economic calculations ..................................................................................... 37
4.3.1 Material cost reduction of the rod ............................................................. 37
4.3.2 Financial analysis ..................................................................................... 37
ii
5 Material properties ................................................................................................... 40
6 Manufacturing processes ........................................................................................ 41
7 Results/findings and Discussion ............................................................................. 44
7.1 Number of 50cc scooters in the Denmark ....................................................... 44
8 Risk assessment ..................................................................................................... 47
9 Conclusions ............................................................................................................. 48
10 References........................................................................................................... 49
Appendices ....................................................................................................................... 1
1 Thermodynamic properties ....................................................................................... 1
2 Force acting on the piston ......................................................................................... 5
3 Economic tables ........................................................................................................ 6
4 Comparison ............................................................................................................... 9
5 Drawings .................................................................................................................. 10
6 House of quality ....................................................................................................... 15
iii
List of figures and tables

Figure 1 Timetable ............................................................................................................ 4
Figure 2 Naming of parts in engine (EncyclopediaBritannica, 2007) .............................. 5
Figure 3 Example of the 50CC engine (FocusTechnologyLTD, 2019) ........................... 6
Figure 4 CAD visualization of actual studied engine ....................................................... 7
Figure 5 Diagram of four stroke engine (WiringLibraryDiagram, 2019) .......................... 8
Figure 6 Example of ideal Otto cycle (Chegg, 2019) ....................................................... 9
Figure 7 Data table for 50CC engine (AbsolutelyScooters, 2018) ................................ 10
Figure 8 Main dimensions of the engine ........................................................................ 11
Figure 9 The screenshot from EES 1............................................................................. 13
Figure 10 Ideal Otto cycle of the studied engine ........................................................... 14
Figure 11 Mesh type ....................................................................................................... 15
Figure 12 Boundary condition - piston ........................................................................... 16
Figure 13 Equivalent stresses- piston ............................................................................ 17
Figure 14 The highest spots of equivalent stresses ...................................................... 17
Figure 15 Fatique in the piston ....................................................................................... 18
Figure 16 Components of the main force....................................................................... 19
Figure 17 Boundary conditions – rod ............................................................................. 19
Figure 18 Equivalent stresses in rod .............................................................................. 20
Figure 19 The highest spots of equivalent stresses ...................................................... 21
Figure 20 Mesh convergence graph .............................................................................. 23
Figure 21 Normal stresses in the rod in 2D ................................................................... 23
Figure 22 Normal stress cross section........................................................................... 24
Figure 23 Representation of different types of stresses ................................................ 24
Figure 24 LNS graph ...................................................................................................... 26
Figure 25 Safety factor of normal stress before optimalization ..................................... 27
Figure 26 Safety factor of fatique stress before optimization ........................................ 27
Figure 27 Probe representation of safety factor of fatique stress.................................. 28
Figure 28 Safety factor for the normal stress after optimization .................................... 29
Figure 29 Probe representation of safety factor for fatique after optimization .............. 29
Figure 30 Probe presentation of safety factor for fatique after optimization ................. 30
Figure 31 Data about the temperature and its position.................................................. 31
iv
Figure 32 Data about convection in engine block .......................................................... 31

Figure 33 Data about heat flow in engine block............................................................. 32
Figure 34 Total heat flux of Aluminum A356 .................................................................. 33
Figure 35 Total heat flux of Aluminum A319 .................................................................. 33
Figure 36 Total heat flux of Gray Cast Iron .................................................................... 34
Figure 37 Equivalent stress in engine block .................................................................. 34
Figure 38 Change of YS of A356 under the influence of temperature (Qigui Wang,
2018) ............................................................................................................................... 35
Figure 39 Calculated saved money................................................................................ 37
Figure 40 CVP graph for engine block ........................................................................... 38
Figure 41 CVP graph for rod .......................................................................................... 39
Figure 42 CVP graph for piston ...................................................................................... 39
Figure 43 Example of 50CC engine block (Motorcycle-cylinder, 2019) ........................ 41
Figure 44 Example of connecting rod for 50CC (Ebay, 2019)....................................... 42
Figure 45 Example of piston for 50CC (Scooty, 2019) .................................................. 42
Figure 46 Estimated number of two wheelers on the road 2013 (Anon., 2015)............ 45
Figure 48 Car and Ptw usage per country (Anon., 2015) .............................................. 46
v
1 Executive summary
The main goal of the 4th semester project was to create a study and
improve selected parts of a GY6 50cc motor. The selected parts were piston,
connection rod and the engine block. During the study it was realized that the piston
cannot be improved. The connection rod was optimized by reducing the dimensions of
the part, in that way the weight of the part was decreased, and overall functionality
remained the same. The engine block was improved by changing the original material
to aluminium A356. In that way block became lighter and the quality of the heat
conductivity has increased as well. All the improvements were based on
thermodynamic, FEM and economical calculations. To conclude, it can be said that the
study was successful, and all of the requirements stated in the beginning of the project
were met.
vi
2 Introduction
There are a lot of existing engines on the market. Starting from small
displacement 2-stroke moped engines, up to big diesel engines used in the heavy
machinery. Our semester project group has chosen rather rare 50CC 4 stroke engine
because of its simplicity and greater efficiency than 2 strokes. After analyzing and
recalculating the following parts: piston, connection rod and engine block.
2.1 Background description

Nowadays, 4 stroke 50cc engines are used mainly in scooters.
Comparing to the same displacement but only 2 stroke, 4 stroke engines are more
efficient due to their full combustion process and provide higher torque output. On the
other hand, internal structure of 4 stroke engine is more complex and weights more,
thus they are not that common as 2 stroke 50CC.
2.2 Purpose
The purpose of this project is to analyze the piston, connection rod and
the engine block of the engine and make improvement.
2.3 Problem statement
The main problem is how to re-check and improve selected parts of an

already existing 50cc 4 stroke engine GY6.
1
2.4 Delimitations
Objects of study:
• We are not dealing with other than 3 selected parts: piston, connection rod and
engine block.
Marketing:
• We are not considering other market than Danish.
Technical:
• Otto cycle is based on thermodynamic conditions of air rather than the mixture
of air and petrol.
• Calculations are based on the ideal Otto cycle
Economic:
• Calculation based on the imaginary company
2.5 Choice of models and methods
what Why which which who when
Partial -- do we wish -- depth -- methods, -- in the -- is the

problem to should our models or group is deadline
study this study of the theories will the main and what
problem – problem we use responsi bl e is the
related to the have. person for estimated
purpose of the this work load
project point (hours)
ANSYS Simulation of Define the -knowledge Alex (and Alex:

study stresses and behaviour of from FEM, Adam) 35h
thermody nami c parts under Adam:
-ANSYS, 30 h
processes stresses and
thermody nami c
processes
Quality Creating Check if the -online Andrius Andrius;

control and FMEA, HoQ project is research 45h
business etc. charts and profitable and -knowledge
plan business plan well managed from
semester
courses
2
Project The group has To prepare the -all Adam (Alex Adam:
description to prepare presentation of knowledge and 50h
and project project the project from current Andrius) Alex:
report and prev. 40h
semesters Andrius:
40h
Software used:
AutoCAD (Inventor):
Produce 2D documentation and drawings with a comprehensive set of drawing, editing,
and annotation tools in order to understand our building conception.
MS EXCEL:
Organize our numeric data in workbooks and edit calculation of loads and
verification.
MS WORD:
Activity report and communication within the group.
MS POWER POINT:
Oral presentation.
Math Cad:
Calculations and organization of them.
ANSYS Workbench
Stress and thermodynamic research.
EES:
Thermodynamic properties.
3
2.6 Time schedule
Figure 1 Timetable
4
3 Theory/literature survey
3.1 General information
The objective of the project is the study of the 4 stroke petrol 50CC
engine (ignited by the spark plug), which is commonly used in scooters, small quads,
boats and in many other applications, since it is very small and weights not a lot, about
5.5 kg (Aluminium) (Honda, 2019). Recently most of engines are made of aluminium
(A356, A319), but also those made of cast iron may appear from time to time. Iron ones
can provide longer durability and wearing resistance for longer time but from the other
side they are also two times heavier than those made of aluminium
(NewEngineeringPractice, 2019). Sometimes one can be confused due to the fact, that
motor is called 50CC, but in specifications it has 49.5 CC. And that comes from the fact
that the name is simplified for marketing reasons.
Figure 2 Naming of parts in engine (EncyclopediaBritannica, 2007)
The durability of the 50CC engine is about 16000-24000 km (PMWriders,

2019), but of course the lifetime depends on the maintenance and the quality of a
product. Commonly engines are wearing out due to:
-wear of piston rings
-piston deformations
5
-crankshaft breaks
-problems with valves
-general wearing (ItStillRuns, 2019)
Figure 3 Example of the 50CC engine (FocusTechnologyLTD, 2019)
6
Figure 4 CAD visualization of actual studied engine
7
4 Methods
4.1 Thermodynamics
It is worth to explain some basic information about the cycle of a four-

stroke engine to understand further calculations.
Figure 5 Diagram of four stroke engine (WiringLib raryDiagram, 2019)
As it is shown at the picture above the cycle of the four-stroke engine is composed
from four basic states. At the intake state (a) the mixture of the fuel and the air (further
in calculus assumed only as the air for simplification) is drawn in. Then, the mixture is
compressed at the compression state (b) and quickly ignited by the spark plug at the
power state (c). At the end piston pushes out burned gases at the exhaust state (d).
While checking calculations it can be noticed that every state has assigned number to
make calculations more understood:
-intake state – 1
-compression state – 2
-power state – 3
-exhaust state – 4
What is more the cycle can be presented by the PV (pressure-volume) diagram, often
called ideal Otto cycle, as it shown at the example below.
8
Figure 6 Example of ideal Otto cycle (Chegg, 2019)
Between the point three and four and respectively between the point one
and two there is an adiabatic process which involves no heat exchange with
surroundings. Furthermore, between points one and four and respectively between two
and three isochoric process is appearing, since there is no change in volume. Of
course, in real life the cycle is more complex, but for simplification of calculations the
simplified version was considered.
9
4.1.1 Otto cycle calculations
At the beginning it must be mentioned what data about the engine were at
the beginning of calculations. After the research at the internet the manual for 50CC
was found, which contains all needed data (AbsolutelyScooters, 2018).
Figure 7 Data tab le for 50CC engine (Ab solutelyScooters, 2018)
After collecting data calculations were created in order to define the petrol
cycle of the engine and what was even more important the highest pressure acting at
the top of the piston during the ignition.
At the beginning the stroke magnitude and the compression ratio was
calculated. The stroke value was taken from the CAD model of the engine (GrabCad,
2015), where the stroke length (difference between the total up and down position of
the piston) is basically a doubled distance from the middle of the crankshaft to the
middle pin of the connection of the rod with the counterweight (21mm). Then the bore
size was measured in the Inventor (39mm). After having these values, the compression
10
could be calculated as a ratio of maximum volume (when piston is fully down) and
minimum volume (when piston is fully up).
Figure 8 Main dimensions of the engine
Since there was no data about the initial point, (intake state) it was
assumed that the temperature is going to be equal the room temperature (300 K). What
is more, the ratio of heat capacity k was assumed 1.4 (value for the temperature of
300K for the air from table A-2). (PropertyTablesAndCharts, 2019)
In the table with properties of the engine we can find the value of compression
pressure (compression state), which is equal to 215 PSI or about 1483 kPa. As we had
the value, we could find the pressure at the intake state, which was calculated by the
formula shown below (formula for adiabatic process).
𝑘−1
𝑃 𝑘
( 2) = 𝑟 𝑘−1
𝑃1
P2-Pressure at the compression state [Pa]
P1-Pressure at the intake state [Pa]
k-ratio of heat capacities
r-compression ratio
11
The similar formula was used to define the temperature at the compression state.
𝑇2
= 𝑟 𝑘−1
𝑇1
T2-Temperature at the compression state [K]
T1-Temperature at the intake state [K]
r-compression ratio
Then, there was the time to find the temperature and the pressure at the
power state. It was discovered that it can be found from the value of internal energy at
the power state, which in turn can be found while having the power of the engine at the
specified speed (data taken from the table with properties of 50CC, which is 2.2 HP at
8000 rpm). At the beginning the net power had to be calculated by the formula shown
below.
𝑊 ′ ∗ 𝑁 ∗ 𝑉1 ∗ 60
𝑊𝑛𝑒𝑡 =
𝑉𝑒𝑛𝑔𝑖𝑛𝑒 ∗ 𝑅𝑃𝑀
Wnet-w ork for one cycle [J]
W’-pow er of the motor at specified speed [W]
N-number of revolutions per cycle [rev/cycle]
V engine-volume of the engine 50CC [m3]
V 1-specific volume at the intake state (Apx 1, equation 5 ) [m2/kg]
RPM-the speed of motor at the given pow er [rpm]
Of course, formula shown up is composed from equations 4, 5, 6, 7 from the

Appendice 1.
Next, the efficiency of the cycle was calculated by the formula (Apx 1, equation 9):
1
η = 1−
𝑟 𝑘−1
η-efficiency
k-ratio of heat capacity
r-compression ratio
Then the heat that is distributed to the cycle could be easily defined with the help of the
formula (Apx 1, equation 9):
𝑊𝑛𝑒𝑡
𝑞𝑖𝑛 =
η
qin-heat in [J/kg]
η-efficiency
Wnet-w ork for one cycle [J]
12
After having “heat in” value, the magnitude of the internal energy for the power state
might be determined from (Apx 1, equation 10).
𝑞𝑖𝑛 = 𝑢3 − 𝑢2
qin-heat in [J/kg]
u2-internal energy at the compression state [J/kg]
u3-internal energy at the pow er state [J/kg]
However, before calculus the value of internal energy at the compression

state was found with the help of the Table A-17 (PropertyTablesAndCharts, 2019).
Then our U3 was used to determine the value of the temperature at the power state
with use of EES program.
Figure 9 The screenshot from EES 1
Next the pressure at the power state was found from the relation (Apx 1, equation 11)
shown below:
𝑃2 ∗ 𝑉2 𝑃3 ∗ 𝑉3
=
𝑇2 𝑇3
P2-pressure at the compression state [Pa]
P3-pressure at the pow er state [Pa]
T2-temperature at the compression state [K]
T3-temperature at the pow er state [K]
V 2-specific volume at the compression state [m3/kg]
V 3-specific volume at the pow er state [m3/kg]
Furthermore, the previous equation could be simplified since V2 equals V3. That is why,
our final form of equation will look like that:
𝑃2 𝑃3
=
𝑇2 𝑇3
13
In order to construct the cycle graph for our engine it was mandatory to
establish a pressure and a temperature at the exhaust state. They were determined
with the help of equations (Apx. 1, equation 12, 13):
𝑇4 1 𝑘−1
=( )
𝑇3 𝑟
T4-temperature at the exhaust state [K]
T3-temperature at the pow er state [K]
r-compression ratio
and
𝑘−1
𝑃 𝑘 1 𝑘−1
( 4) =( )
𝑃3 𝑟
P4-pressure at the exhaust state [Pa]
r-compression ratio
Gathering all data (pressures and volumes) at the end the ideal Otto cycle was created
for the studied 50CC engine which is shown below.
Figure 10 Ideal Otto cycle of the studied engine
14
4.1.2 Force acting at the piston during the power state
The force acting at the piston during the ignition, when there is the highest pressure
appearing in the cylinder could be easily found with the use of formula (Apx. 2,
equation 1) below:
𝑑𝑏𝑜𝑟𝑒2
𝐹𝑖𝑔𝑛𝑖𝑡𝑖𝑜𝑛 = 𝑃3 ∗ 𝜋 ∗
4
Fignition-force acting at the piston during the ignition (max force) [Pa]
dbore-bore diameter [m]
The force was needed for ANSYS analysis of chosen parts of the motor studied further.
4.2 ANSYS Studies:
4.2.1 Type of the mesh in 3D
Since the licence of the ANSYS does not allow to create the convergence
of all types of meshes in 3D the linear tetrahedron method was used to define the
mesh for the object.
Figure 11 Mesh type
15
4.2.2 Piston
Boundary conditions (Piston)
The force that originates from the ignition pressure is applied on the head
of piston. What is more, as the piston is moving up and down without friction on sides
in the cylinder (reduced friction due to constant lubrication from the oil) the frictionless
support was placed there. Another frictionless support is placed at the pin connection
between the rod and the piston (pin can move around the axis).
Figure 12 Boundary condition - piston
16
Equivalent stress analysis 3D

After creating the equivalent stress analysis, the maximum stress was
found, which is equal to the value of 20.323 MPa and is appearing nearby the
connection of the piston with the pin (shown at the picture).
Figure 13 Equivalent stresses- piston
Figure 14 The highest spots of equivalent stresses
17
Fatigue
As stresses acting on the piston are very small comparing to the yield
strength of the cast iron it was more convenient to define the average lifetime of the
part until it could be damaged upon the fatigue effect. That is why fatigue studies were
created (Goodman relation) and the result is shown below. At the end it was found that
the lifetime of the part is about 3 600 000 cycles of constant work.
Figure 15 Fatique in the piston
18
4.2.3 Connection rod
Boundary condition (Connection rod)

When the maximum force is applied on the piston the connection rod is
rotated by about 15 degrees to the vertical position. That is why our force is producing
two components as it is shown on the diagram.
Figure 16 Components of the main force
The force in ANSYS is applied at the connection between rod and pin connection with
piston. Worth to mention, it was assumed that calculations would be created under the
worst-case scenario when the rod is fully fixed around the crank shaft.
Figure 17 Boundary conditions – rod
19
Equivalent stress analysis 3D

After creating the equivalent stress analysis, the maximum stress was
found, which is equal to the value of 334.86 MPa and is appearing nearby the
connection hole with the crankshaft (shown at the picture).
Figure 18 Equivalent stresses in rod
20
Figure 19 The highest spots of equivalent stresses
Mesh convergence 2D
The graph displayed below shows the difference between different mesh
types regarding to the normal stress in the rod element. What is worth of mention, all
the mesh types were of the fine quality, since that we can noticed huge values of
elements. From the graph it can be seen, that the highest normal stress value is
provided by the Q4 method. It also can be seen that the difference in nominal stress
values is not significant within the Q4, Q8 and LST methods. CST method provided
the lowest values of nominal stresses according to the fact that it is least accurate
among all the types. The maximum difference between all the considered normal
stress values is 140.2 MPa.
21
CST from ANSYS
Q4 from ANSYS
LST from ANSYS
Q8 from ANSYS
22
Figure 20 Mesh convergence graph
Group considered the cross section shown at the Figure 22. It is visible
that the highest normal stress is at inner part of the hole of the rod and is decreasing
while going through the structure.
Figure 21 Normal stresses in the rod in 2D
23
Figure 22 Normal stress cross section
The more precise and more detailed values of the stress can be found at
the linearized normal stress table. The table contains membrane and bending stresses
with additional values of the peak and total stress. In the table the length was taken as
the point of reference and the same length is progressing through the table showing
different values at different points of the structure.
Figure 23 Representation of different types of stresses
24
X Y Z
Coordinate Coordinate Coordinate Membrane Bending Membrane+Ben. Peak Total
Length (mm) (mm) (mm) (mm) (MPa) (MPa) (MPa) (MPa) (MPa)
0 1.7712 79.005 0 16.591 80.76 97.351 58.123 155.47
0.11081 1.8457 78.923 0 16.591 77.395 93.986 49.211 143.2
0.22162 1.9202 78.841 0 16.591 74.03 90.621 40.934 131.56
0.33243 1.9947 78.759 0 16.591 70.665 87.256 33.338 120.59
0.44324 2.0692 78.677 0 16.591 67.3 83.891 26.462 110.35
0.55405 2.1437 78.595 0 16.591 63.935 80.526 20.207 100.73
0.66486 2.2181 78.513 0 16.591 60.57 77.161 14.51 91.671
0.77567 2.2926 78.431 0 16.591 57.205 73.796 9.376 83.172
0.88648 2.3671 78.349 0 16.591 53.84 70.431 4.7738 75.205
0.99729 2.4416 78.266 0 16.591 50.475 67.066 0.78255 67.849
1.1081 2.5161 78.184 0 16.591 47.11 63.701 -3.0329 60.668
1.2189 2.5906 78.102 0 16.591 43.745 60.336 -6.2519 54.084
1.3297 2.665 78.02 0 16.591 40.38 56.971 -9.1081 47.863
1.4405 2.7395 77.938 0 16.591 37.015 53.606 -11.691 41.915
1.5513 2.814 77.856 0 16.591 33.65 50.241 -13.876 36.365
1.6622 2.8885 77.774 0 16.591 30.285 46.876 -15.801 31.075
1.773 2.963 77.692 0 16.591 26.92 43.511 -17.358 26.153
1.8838 3.0375 77.61 0 16.591 23.555 40.146 -18.798 21.348
1.9946 3.112 77.528 0 16.591 20.19 36.781 -20.144 16.637
2.1054 3.1864 77.446 0 16.591 16.825 33.416 -20.894 12.522
2.2162 3.2609 77.364 0 16.591 13.46 30.051 -21.502 8.549
2.327 3.3354 77.282 0 16.591 10.095 26.686 -21.953 4.7327
2.4378 3.4099 77.2 0 16.591 6.73 23.321 -22.229 1.0922
2.5486 3.4844 77.118 0 16.591 3.365 19.956 -22.402 -2.4461
-2.63E-
2.6595 3.5589 77.036 0 16.591 14 16.591 -22.47 -5.8786
2.7703 3.6333 76.954 0 16.591 -3.365 13.226 -22.391 -9.1651
2.8811 3.7078 76.872 0 16.591 -6.73 9.861 -21.723 -11.862
2.9919 3.7823 76.79 0 16.591 -10.095 6.496 -21.009 -14.513
3.1027 3.8568 76.708 0 16.591 -13.46 3.131 -20.254 -17.123
3.2135 3.9313 76.626 0 16.591 -16.825 -0.23404 -19.681 -19.915
3.3243 4.0058 76.544 0 16.591 -20.19 -3.599 -18.433 -22.032
3.4351 4.0802 76.462 0 16.591 -23.555 -6.964 -17.038 -24.002
3.5459 4.1547 76.379 0 16.591 -26.92 -10.329 -15.454 -25.783
3.6567 4.2292 76.297 0 16.591 -30.285 -13.694 -13.594 -27.288
3.7676 4.3037 76.215 0 16.591 -33.65 -17.059 -11.683 -28.742
3.8784 4.3782 76.133 0 16.591 -37.015 -20.424 -9.2639 -29.688
3.9892 4.4527 76.051 0 16.591 -40.38 -23.789 -6.6144 -30.403
25
4.1 4.5271 75.969 0 16.591 -43.745 -27.154 -3.8308 -30.985

-
4.2108 4.6016 75.887 0 16.591 -47.11 -30.519 0.51017 -31.029
4.3216 4.6761 75.805 0 16.591 -50.475 -33.884 2.9771 -30.907
4.4324 4.7506 75.723 0 16.591 -53.84 -37.249 6.7739 -30.475
4.5432 4.8251 75.641 0 16.591 -57.205 -40.614 11.056 -29.558
4.654 4.8996 75.559 0 16.591 -60.57 -43.979 15.532 -28.448
4.7648 4.9741 75.477 0 16.591 -63.935 -47.344 20.425 -26.92
4.8757 5.0485 75.395 0 16.591 -67.3 -50.709 25.782 -24.927
4.9865 5.123 75.313 0 16.591 -70.665 -54.074 31.33 -22.744
5.0973 5.1975 75.231 0 16.591 -74.03 -57.439 37.398 -20.041
5.2081 5.272 75.149 0 16.591 -77.395 -60.804 43.899 -16.905
5.3189 5.3465 75.067 0 16.591 -80.76 -64.169 50.322 -13.847
In order to better visualize the data shown in the table the linearized normal stress at
the section graph was made.
Figure 24 LNS graph
26
4.2.4 Optimization of rod
Optimization studies of connection rod were based on the minimal safety

factor for the maximum equivalent stress (Apx. 4). After creating the simulation into the
ANSYS results shown below were extracted.
Figure 25 Safety factor of normal stress before optimalization
It can be noticed that the lowest safety factor exists at sides of the middle of the rod.
However, around connection holes with the pins it is equal around 15.
Figure 26 Safety factor of fatique stress before optimization
27
To make optimization more precise safety factor for fatigue was found. In this case
results are similar to those got from the previous study. The only difference is that the
safety factor is lower than one at the lower part of the middle part of connection rod.
Figure 27 Probe representation of safety factor of fatique stress
Around the connection with the piston the lowest value of the safety factor
is about 12.7. That is why, the decision was made to reduce the size of edges around
both rod-piston and rod-crankshaft connections in order to:
- Save some material
- Reduce weight
After reducing edges safety factor studies were repeated to check the difference and
make it sure that reduced areas would not drop the safety factor below 2.
28
Figure 28 Safety factor for the normal stress after optimization
Figure 29 Probe representation of safety factor for fatique after optimization
29
Figure 30 Probe presentation of safety factor for fatique after optimization
As it shown at pictures the value of the safety factor dropped significantly

and most of areas that used have green color have right now orange but still they are
not crossing the limit of 2.
4.2.5 Engine block
These studies were created in order to determine what material can be

the best choice for our engine block. In view of high stresses and temperatures
appearing in the cylinder during the ignition materials with high yield strength and good
thermal conductivity must be chosen. That is why, three types of materials commonly
used in manufacturing of blocks were considered while creating studies in the ANSYS
(NewEngineeringPractice, 2019):
-Aluminium A356
-Aluminium A319
-Grey cast iron
30
Boundary condition
Since there are no data the initial temperature and the pressure is taken
respectively 300 C and 4346 kPa as a surrounding or engine cylinder temperature.
Figure 31 Data ab out the temperature and its position
The heat going from rings is conducted through the walls of the blocks,
that is why it was convenient to set convection data in the ANSYS. The value of the film
coefficient was taken from data for 125CC, since there was no data about 50CC
(ModellinG, 2019). The initial temperature was set 22 C.
Figure 32 Data ab out convection in engine b lock
31
Since engine block is of the complex shape and it is hard to calculate it, it
was assumed that the magnitude of the heat flow would be equal 340 W, the same as
in 125CC engine. (ModellinG, 2019)
Figure 33 Data ab out heat flow in engine b lock
Heat flux of materials

After creating boundary conditions heat flux values for different materials
were calculated and compared. It can be noticed that the highest value is appearing in
the research of Aluminum A356 (4 *106 W/m 2) and the lowest in the grey cast iron (2.6
*106 W/m 2).
32
Figure 34 Total heat flux of Aluminum A356
Figure 35 Total heat flux of Aluminum A319
33
Figure 36 Total heat flux of Gray Cast Iron
Equivalent Stress
Except the huge temperature acting on the block there is also pressure
that creates stresses in the structure of cylinder block. That is why it was convenient to
check whether the value of the stress would not exceed the yield strength of the
material at the specific temperature.
Figure 37 Equivalent stress in engine b lock
34
After research it was discovered that aluminium alloys are more

susceptible for the change of temperature than cast iron. That is why, it had to be
determined whether both A356 and A319 would withstand the temperature of 300C
and the pressure of about 4.3 MPa at the same time. In this case graph with relation of
yield strength to the temperature for A356 was used. (yield strength for the A319 in the
temperature of 300 C is almost the same). It can be noticed on the graph shown below
that the yield strength of A356 at the temperature of 300C equals about 40 MPa, so it
means that our engine block would deform only elastically, because max stress acting
on the block is half smaller.
Figure 38 Change of YS of A356 under the influence of temperature (Qigui Wang, 2018)
35
Comparison of materials
As a further study the comparison between researched materials was
created to determine in which fields definite material is the best. Then gathered results
collected both in ANSYS and from internet were combined in the table shown below.
(IndexMundi, 2019)
Material Name Total Heat Flux Yield strength Average price Weight of Raw price of
[W/m^2] [MPa] per kg [$] the engine engine
block [kg]
Aluminum A356 4*10^6 195 2.533 0.4762 1.2
Aluminum A319 3.5*10^6 185 2.508 0.4976 1.248
Grey Cast Iron 2.6*10^6 276 1.42 1.2841 1.82
It can be noticed that A356 has the highest heat flux, way bigger than the value of cast
iron and slightly bigger than value of A319. However, from the other side A356 has
very small yield strength (only 2/3 of the yield strength of cast iron) and slightly bigger
than A319. At first glance, it can be seen that A356 cost way more than cast iron, but
from the other side engine block made of A356 weights less than one made of cast
iron, so it means that the price of the material needed for the production of engine
would be smaller by about 1/3 in the case of A356. Of course, the final price would be
elevated as a result of expensive finish operations for aluminium and can be at the end
higher than the price of a product from the cast iron.
Conclusion
After the brainstorm aluminium A356 was chosen since it weights half the
weight of the engine block made of iron and has very good heat flux. What is more
stresses are lower in the motor of that size than in the other bigger models for example
550CC. That is why, the yield strength of material does not have to be as high as yield
strength of cast iron. The cost of manufacturing is the biggest problem in this case,
since the price after finishing the product would be higher than the price of the product
made of iron. However, as the engine block is of small size the price would be still not
significantly higher than the price of manufacturing the block from iron.
36
4.3 Economic calculations
4.3.1 Material cost reduction of the rod
After the optimization of the rod it was defined that the mass of the rod
(0.105kg) was reduced to 0.1027kg. It might be a very small change, however,
considering the production number of units of 500 000 pcs per year it can mean a lot.
(Iron-Foundry, 2019)
Figure 39 Calculated saved money
As it can be seen at the figure above our saves would equal

approximately 1633 $ for one year of production of 500 000 units. One could say that it
is not a lot considering the fact, that normally the company is operating huge money
starting in millions. However, in perspective of time, every year savings could grow into
huge amount.
4.3.2 Financial analysis
To define the future profit and forecast of the potential company appropriate
calculus must to be done. First, variable cost of the producing each of parts (Apx 3,
Table A3) must be defined by the price of raw material (Apx 3, Table A1) and
manufacturing cost (Apx 3, Table A2). Then to get the total cost of the manufacturing
fixed cost (Apx 3, Table A4) including rent, salary and insurance were added to the
previously calculated variable cost. At the end the final cost of producing each of the
37
parts was defined by adding 1/3 of fixed cost (assumed that every product would cover
1/3 of total fixed cost) to the variable cost of every product (Apx 3, Table A5). It is worth
to mention that the fixed cost as well as variable were assumed, since there are not
enough data about them in media. While having the minimal price of producing every
part, the selling price (Apx 3, Table A6) could be stated by the research [(MaxiScoot,
2019), (AutoTech355, 2019), (Aliexpress, 2019)]. Since that point break-even point
(Apx 3, Table A7) was possible to be calculated with the used of formula shown below:
(𝐹𝑖𝑥𝑒𝑑 𝑐𝑜𝑠𝑡)
𝐵𝐸𝑃 =
(𝑆𝑎𝑙𝑒 𝑝𝑟𝑖𝑐𝑒) − (𝑉𝑎𝑟𝑖𝑎𝑏𝑙𝑒 𝑐𝑜𝑠𝑡)
Defined break-even point could establish the minimal number of sold parts per year for
the company to be reliable and profitable.
After having all needed data CVP graphs (break-even charts) could be created.
Diagram for engine block

250000000
200000000
150000000
Break even
48669
100000000
50000000
0
0 100000 200000 300000 400000 500000 600000
Figure 40 CVP graph for engine block
38
Diagram for rod

100000000
90000000
80000000
70000000
60000000 Break even
112929
50000000
40000000
30000000
20000000
10000000
0
0 100000 200000 300000 400000 500000 600000
Figure 41 CVP graph for rod
Diagram for piston

60000000
50000000
Break even
217732
40000000
30000000
20000000
10000000
0
0 100000 200000 300000 400000 500000 600000
Figure 42 CVP graph for piston
Furthermore, gross margin was calculated for every produced part and presented in
the table A8 from Apx 3 by the formula shown below:
𝐺𝑟𝑜𝑠𝑠 𝑝𝑟𝑜𝑓𝑖𝑡
𝐺𝑟𝑜𝑠𝑠 𝑀𝑎𝑟𝑔𝑖𝑛 [%] =
𝑅𝑒𝑣𝑒𝑛𝑢𝑒
39
Then the profit after Danish tax was calculated (Apx 3, Table A9) and the operating
margin defined with the help of formula:
𝑃𝑟𝑜𝑓𝑖𝑡 𝑏𝑒𝑓𝑜𝑟𝑒 𝑡𝑎𝑥
𝑂𝑝𝑒𝑟𝑎𝑡𝑖𝑛𝑔 𝑚𝑎𝑟𝑔𝑖𝑛 =
At the end of the Table A9 in appendix number three the overhead/sales ratio was
calculated by:
𝐹𝑖𝑥𝑒𝑑 𝑐𝑜𝑠𝑡
𝑂𝑣𝑒𝑟ℎ𝑒𝑎𝑑𝑆𝑎𝑙𝑒𝑠𝑅𝑎𝑡𝑖𝑜 =
5 Material properties
In the methods specified materials were chosen for selected parts
including engine block, connecting rod and piston. After the deep analysis (Methods-
Engine block) aluminium A356 was set for the engine block. For the rest of
components, it was decided to stay with the material defined by manufacturers existing
on the market (eq. (MaxiScoot, 2019)), which was gray cast iron. In that part of the
project selected materials are going to be compared in terms of mechanical properties.
Properties Gray cast iron Aluminum A356
Tensile Strength [MPa] 400 255
Young Modulus [GPa] 105 72.4
Fatigue Resistance 110 -
[MPa]
Heat Conductivity 48 151
Hardness [HB] 179-202 70-100
Density [g/cc] 7.2 2.67
(Guesser, 2001), (MatWeb, 2019)
Gray cast iron Aluminum A356
Pros -can withstand very huge stresses -lightweight
-not susceptible to deformation -high heat conductivity
-high melting point -rust resistant
-cheap -thermal conductivity
-easy to process especially grinding -easy cutting operations due to
-huge wear resistance softness
Cons -heavy due to huge density -expensive
-very low heat conductivity -susceptible to deformations
-susceptible to rust -complex for casting
-can withstand less stresses than
iron
-low wear resistance
40
6 Manufacturing processes
Manufacturing processes section is used to determine the proper way of
formation determined engine parts. Selected parts are engine block, rod and piston.
For each of them proper method must be used to produce stable, precise, safe and
cost-efficient wedge. It is worth to mention that some of values, especially for the time
of production were estimated based on experience, since there are not enough data
about the actual production.
Engine block:
Figure 43 Example of 50CC engine block (Motorcycle-cylinder, 2019)
During the investigation aluminium A356 was selected as the material

instead of stock grey cast iron, due to its light weight and heat conduction. At the
beginning the block is sand casted in the mold. After that procedure raw block is
finished (grinding, polishing).
41
Rod:
Figure 44 Example of connecting rod for 50CC (Ebay, 2019)
After precise ANSYS analysis, optimization on the rod was made.

Material for the rod is grey cast iron, therefore forging process is required. For
manufacturer, specific mold is required. Post forging processes such as grinding,
cutting are required at the end.
Piston:
Figure 45 Example of piston for 50CC (Scooty, 2019)
42
As a material, grey cast iron was used. Final piston form can be achieved
by forging operation of a pre-heated iron cylinder shaped block. After getting the shape
piston is then processed in the turning machine. Furthermore, holes from sides for the
oil for lubrication and pin holes are made by drilling. At the end the hole product is
finished in the turning machine and by grinding.
Manufacturing process Price per hour

Cutting 225DKK
Grinding/Polishing 225DKK for Iron, 300DKK for Aluminum
Drilling 225DKK for Iron, 300DKK for Aluminum
CNC Milling 200DKK
Forging 250DKK
Sand casting 250DKK
Additional costs Price

Aluminum A356 16.84DKK/kg (2.533 USD) (IndexMundi,
2019)
Aluminum A319 16.67DKK/kg (2.508 USD) (IndexMundi,
2019)
Grey cast iron 9.44DKK/kg (1.42 USD) (IndexMundi, 2019)
Mold for rod 5000DKK (Ningbo, 2019)
Mold for piston 10000DKK (Ningbo, 2019)
Engine block
Manufacturing process Required time
Sand casting 0.5h
Grinding 0.25h
Polishing 0.25h
Rod
Forging 0.25h
Cutting 0.1h
Grinding 0.1h
Polishing 0.1h
43
Piston
Cutting 0.05h
Forging 0.1h
Turning (CNC milling) 0.1h
Drilling 0.05h
Turning-finishing (CNC milling) 0.05h
7 Results/findings and Discussion
7.1 Number of 50cc scooters in the Denmark
As a part of the project it was decided to find out the number scooters and
mopeds that contain 50cc engines in Denmark. This was mainly done to check the
relativity of the project.
The findings showed that scooters and mopeds are becoming more
popular in Denmark. This is not surprising because using a scooter for daily commute
is cheaper than using a bus in the long run. Despite the increasing popularity, it is a
difficult task to determine the total number of scooters and mopeds being exploited in
the Denmark. What makes it difficult is the fact that until July 1 of 2006 it was not
necessary to register scooters or mopeds that do not exceed the speed of 30 km/h.
Because of that the total number of them can only be approximated. Using data from
the study which was made in 2013 by Federation of European motorcyclist association
it was determined that today there are approximately 80 000 scooters in Denmark.
Although the actual number of them used daily is considerably smaller and is
approximated to be around 60 000.
44
Figure 46 Estimated number of two wheelers on the road 2013 (Anon., 2015)
The collected data shows that even though the popularity of the mopeds
and scooters in Denmark is increasing the actual number of vehicles is considerably
small when compared to other European countries. It can be explained by the fact that
the weather conditions in Denmark are unfavorable to exploit the mopeds and scooters
daily. Because of that 73% of Danish motorcycle riders ride only in the summer.
Another important fact is that in the Denmark the ratio between cars and
motorcycles being used as the main mean of transportation is not as evenly distributed
as in other European countries.
45
Figure 47 Car and Ptw usage per country (Anon., 2015)
PTW- powered two-wheeler
Considering the data above it can be stated that Denmark is an unfavourable market to
sell motorcycles including small displacement scooters and mopeds.
46
8 Risk assessment
Risks Description Likelihood Severity Risk Identifiers Responsible
Scale: 1- Scale: mitigation
-5 1--5 e.g.
5 = high 5 = high Preventive-
risk risk -
&
Responsive
actions
Risk 1 Lack of time 3 2 We will Andrius Andrius

plan
everything
in time
schedule
and the
schedule
will be
followed.
Risk 2 Software problems 4 3 Our all Adam Adam

project is
done is MS
office and
Inventor, it
is
necessary
to save the
files all the
time.
Risk 3 Calculations 3 1 Remaking Adam Adam

problems/mistakes the
calculations
with
verification
of software
tools
Risk 4 Problem of 2 3 Setting the Alex Alex

completing the right time
reports schedule
and
following it
to smallest
detail.
Risk 5 Group conflicts 1 2 Spending Alex Alex

an extra
47
time with
groupmates
to know
them better
and avoid
conflicts.
9 Conclusions
Taking everything into consideration, it can be said that this project was a
success. To achieve such result a lot of time was spent on analysing the engine and its
functionality. In order to begin, the CAD model was needed. To model such a complex
design several weeks are required hence CAD was provided from grabcad.com.
Starting from ANSYS analyses on connection rod and piston. Optimization was made
in order to reduce weight and increase cost efficiency. To satisfy the final outcome,
calculations in Mathcad were made. Following stage was a thermodynamic analysis of
an engine block. As a result of an optimization material needed to manufacture such a
part was changed. The final part was the engineering economics and potential
placement on the market. To conclude eventual outcome of the study, all the
requirements were met and selected parts of the motor were re-designed and
optimized.
48
10 References
Maxiscoot, 2019. Maxiscoot. [Online]
Available at: https://www.maxiscoot.com/stage6-piston-50cc-streetrace-cast-iron-
minarelli-am6-s6-71ko01-1-3.html
NISO, 2010. Scientific and Technical Reports -, Baltimore: National Information
Standards Oganization.
VIA Engineering, in preparation. Confidential Student Reports, s.l.: s.n.
OPEN-SMART, 2019. DX.com. [Online]
Available at: https://www.dx.com/p/ps2-thumb-joystick-game-controller-sensor-module-
w-cable-pawel-2075243#.XAk7JsiKsl0
[Accessed 12 may 2019].
Ottobock, 2019. https://www.ottobock.co.th. [Online]
Available at: https://www.ottobock.co.th/neurorehabilitation/solutions/solutions-with-
solutionswithblockengine/start-m3-hemi/
[Accessed 11 5 2019].
PKN, 2019. http://sklep.pkn.pl/pn-en-12183-2014-07e.html. [Online].
Quickmedical, 2019. https://www.quickmedical.com. [Online]
Available at: https://www.quickmedical.com/graham-field-everest-and-jennings-traveler-
l4-thermodynamic.html
[Accessed 10 05 2019].
SFI-report, 2017. SFI. [Online]
Available at: https://www.sfi.dk/media/3003/faktaark-om-blockeen-beskaeftigelse-og-
uddannelse.pdf
[Accessed 3 May 2019].
SmartDrive, 2019. GMSrehab. [Online]
Available at: https://www.gmsrehab.com.au/product/smart-drive-mx2/
Spinlife, 2019. https://www.spinlife.com. [Online]
Available at: https://www.spinlife.com/Sunrise-/-Quickie-QRi-
rod/spec.cfm?productID=98215
[Accessed 5 05 2019].
49
Sunrisemedical, 2019. https://www.sunrisemedical.com. [Online]

Available at: https://www.sunrisemedical.com.au/piston/zipp
[Accessed 5 may 2019].
50
Appendices
An appendix includes data and supporting documents used by a writer to
develop the written work.
1 Thermodynamic pro
2 Force acting on the piston
3 Economic tables
4 Comparison
5 Drawings
6 House of quality
1
2.
1. Thermodynamic properties
It was assumed that data made for the 50CC for JL50QT-18 is closed enough to our model,
do then only dimensions were changed.

!

$ & ' ))**
"#
% (
!
Compression ratio:
"# **)

(equation nr 1)
Volume of engine:
+,+ -----) . !
* 0
/ -
1 2 Power at 8000rpm:
34 *-)
3 5 :
6
7879 ;!
< ---
<
PV diagram
Non-Commercial Use Only

PV diagram
The motor is examined in the

perfect petrol cycle.
=> *
=?
@ --
2
(Value assumed since we don't have
enough data)
(Table A-17)
A *-
=?
6B * . !
(Pressure 1 was found later since we have given the
pressure 2)
1->2
@ > H G I K96 J @> J L9? J

D E F C
2
@ (equation nr 2)
@>
2
HGI
OO
$ => ' H E F H G I K96 J =
M= N D C )-))-**
=? (equation nr 3)
% (
= )
=?
6> - P> ) 0
: 1 ;! (Table A-17)

3+Q < K96 J 3+Q
34 D * C -)
0 3+Q :
0
5 - 1 ;!
(equation nr 4)
6 / @ *
: . ;
= 1 !
(equation nr 5)
+,+ *- GR
1
6 (equation nr 6)
K96 J S+Q J L9? J

3+Q D S+Q C *-
0 (equation nr 7)
Work of cycle:
S+Q *
0
Efficiency:
T * U * -
GI
H (equation nr 8)
Heat in:
K96 J V J L9? J )
S+Q 0
T D C **-
V 1 ;!
: (equation nr 9)
V ** :

0
1 ;!
2->3
K96 J PW 0
V D PW U P> C --
1 (equation nr 10)
@W
2
=W D
=> C
=W D *-* **- *
@W @> (equation nr 11)
=W
=?
3->4

3->4
@ X $ * ' H G I K96 J @X
D
@W %M N( C *****)
2 (equation nr 12)
HGI
OO
$ =X ' H $ * ' H G I K96 J =X
MN D %M N( C *--*-)*)
=? (equation nr 13)
% =W (
=X *
=?
PX ) :
0
1 ;!
(Table A-17)
Cycle PV diagram:

2.Force acting on the piston

(equation 1)

3. Economic tables
Table A1: Price of material
Price of Price of
Type of Cost of material material for material for no
product Material type Weight per kg product of units
Engine block Aluminum A356 0.4762 16.84 8.019208 4009604
Rod Cast iron 0.10227 9.44 0.9654288 482714.4
Piston Cast Iron 0.19928 9.44 1.8812032 940601.6
Table A2: Manufacturing processes
Part name Process name Time needed Cost per h Total cost
Engine block Sand casting 0.5 250 125
Grinding 0.25 300 75
Polishing 0.25 300 75
Total 275
Total annual 137500000
Rod Forging 0.25 250 62.5
Cutting 0.1 225 22.5
Grinding 0.1 225 22.5
Polishing 0.1 225 22.5
Total 130
Piston Cutting 0.05 225 11.25
Forging 0.1 250 25
Turning 0.1 200 20
Drilling 0.05 225 11.25
Turning- finishing 0.05 200 10
Total 77.5
Table A3: Final variable cost
Type of product Unit variable cost Annual variable price

Engine block 283.019208 141509604
Rod 130.9654288 65482714.4
Piston 79.3812032 39690601.6
Total 493.36584 246682920
Table A4: Fixed cost
Fixed Cost Per month Per year

Insurance 985000
Salary (excl. Manufacturing) 1000000 12000000
Rent 7000000
Molds 15000
Total 20000000
Table A5: Total cost of producing
Overhead absorption rate 40

Type of procuct Cost per unit Annual price
Engine block 296.3525413 148176270.7
Rod 144.2987621 72149381.07
Piston 92.71453653 46357268.27
Total 533.36584 266682920
Table A6: Selling price and profit calculus
Type of
the Sale No of Variable Contribution Variable cost
product price units Revenue cost Fixed cost margin Profit per Unit
Engine
block 420 500000 210000000 141509604 6666666.667 68490396 61823729.33 283.019208
Rod 190 500000 95000000 65482714.4 6666666.667 29517285.6 22850618.93 130.9654288
Piston 110 500000 55000000 39690601.6 6666666.667 15309398.4 8642731.733 79.3812032
Table A7: Break-even points
Type of product Unit sold Revenue Fixed Cost Variable cost Total costs
Engine block 0 0 6666666.667 0 6666666.667
100000 42000000 6666666.667 28301920.8 34968587.47
200000 84000000 6666666.667 56603841.6 63270508.27
300000 126000000 6666666.667 84905762.4 91572429.07
500000 210000000 6666666.667 141509604 148176270.7
BE point: 48668.62404
Rod 0 0 6666666.667 0 6666666.667
100000 19000000 6666666.667 13096542.88 19763209.55
200000 38000000 6666666.667 26193085.76 32859752.43
300000 57000000 6666666.667 39289628.64 45956295.31
500000 95000000 6666666.667 65482714.4 72149381.07
BE point: 112928.1797
Piston 0 0 6666666.667 0 6666666.667
100000 11000000 6666666.667 7938120.32 14604786.99
200000 22000000 6666666.667 15876240.64 22542907.31
300000 33000000 6666666.667 23814360.96 30481027.63
500000 55000000 6666666.667 39690601.6 46357268.27
BE point: 217731.177
Table A8: Gross margin
Type of the product Gross profit Revenue Gross margin

Engine 123.6474587 420 29%
Rod 45.70123787 190 24%
Piston 17.28546347 110 16%
Total 186.63416 720 26%
Total for units 93317080 360000000 26%
Table A9: Financial statement
Revenue 360000000
Cost of sales -246682920
Gross profit 113317080
Less:administartion and
finance expenses -20000000
Profit before tax 93317080
Danish VAT tax - 25% -23329270
Profit after tax 69987810
Operating margin 26%
Overhead/sales 6%
4. Comparison
Difference between original and optimized connection rod
Optimized connection rod: Original connection rod:
In the optimized connection rod, the radius of the fillet was increased to 2 meaning that the material
was removed. Because of the removed material the weight of the connection rod was decreased by
0.023 grams. Despite the reduced weight the functionality of the rod maintained the same.
Optimized connection rod: Original connection rod:

Valve shaft mechanism
Spark plug used to ignite the fuel
Camshaft-valve connection C(2:1)
90
Piston Exhaust valve

Inlet valve Valve spring
A-A ( 1 : 1 )
Combustion chamber
Engine block
226.03
Cam lobe
Connecting rod
E(2:1)
61.09
R43
Camshaft
Crankshaft
118.93
68
106
Counterweight
Carburrater valve
Exhaust pipe
91.81
Camshaft gears
11
Additional material information for selected parts only:
Engine info: 49.5CC 4-stroke combustion engine
Engine block: Aluminium A356

Rod: Grey cast iron
Engine piston: Grey cast iron
149.7
VIA University
College SIZE TITLE
Layout
A1 ADDITIONAL TITLE 50cc Engine
DATE 14.05.2019 SCALE DRAWING NUMBER SHEET REV
DRAWN BY ALEXANDER SFETCU
APPROVED BY 1:1 a01
90
15
1.5
1.5
A 2.96 A
90
8
41
15
44 R5 R2
3.
5
R5
15
R4
21
34.5
A-A ( 1 : 1 )
2.25 5.5
9
6
11
6.75
88
41
1.25 Additional information :

Material used: Aluminium
10
A356
Finishing processes
3
12 44
required
VIA University Engine block

College SIZE TITLE
Engine block
A4 ADDITIONAL TITLE Block
APPROVED BY 1:1 b01
A-A ( 1 : 1 ) C-C ( 1 : 1 )
2.25 R70
R5
1.76 R0.25
8.1
12
34
2
30
0.25
1.1 3.62 18.5
75
D
D(1:1)
41
35
45
C
0.
3.75
R21.19
1
3
40,5
34
33,
7.5
23
A A
C
1
Additional information :
Selected material is grey cast iron

After forging to final shape, turning,
drilling, cutting and grinding is required
VIA University
College SIZE TITLE
Engine piston
A4 ADDITIONAL TITLE 50cc Piston
APPROVED BY 1:1 b02
B R2
13 A-A ( 1 )
A
13
R9.75
11.75
0.5
56.75
109.25
85
1.75
R1 6
R15
.5
18 R14.5
B(1) Additional information:

R2
Forged part from grey cat iron
Grinding, cutting and drilling
is required.
Comparing to non optimized

part, fillet radius was changed
VIA University
College SIZE TITLE
Connection rod
A4 ADDITIONAL TITLE Optimized
APPROVED BY 1 b03
45
29
28.5
13 A-A ( 1 : 1 )
5
19,
A
13
R1
1.
75
1.75
56.75
109.25
9
85
1.25
R15
.5
R16
28,5
5
18,
A 29
45
.35
0
Additional information :
Stock part with non optimized

geometry, differentiating with
champfer 45deg edges on both
circular ends of rod
VIA University
College SIZE TITLE
Connection rod
A4 ADDITIONAL TITLE Non-optimized
APPROVED BY 1:1 b04
6. House of quality

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Improvement of a 4 Stroke 50cc Engine

Improvement of a 4 Stroke 50cc Engine

1 Executive summary ................................................................................................... vi

2.1 Background description ..................................................................................... 1

2.2 Purpose .............................................................................................................. 1

2.3 Problem statement............................................................................................. 1

2.5 Choice of models and methods ......................................................................... 2

2.6 Time schedule .................................................................................................... 4

3.1 General information ........................................................................................... 5

4.1 Thermodynamics ............................................................................................... 8

4.1.1 Otto cycle calculations .............................................................................. 10

4.2 ANSYS Studies: ............................................................................................... 15

4.2.1 Type of the mesh in 3D ............................................................................ 15

4.2.2 Piston ........................................................................................................ 16

4.2.3 Connection rod ......................................................................................... 19

4.2.4 Optimization of rod.................................................................................... 27

4.2.5 Engine block ............................................................................................. 30

4.3 Economic calculations ..................................................................................... 37

4.3.1 Material cost reduction of the rod ............................................................. 37

4.3.2 Financial analysis ..................................................................................... 37

5 Material properties ................................................................................................... 40

6 Manufacturing processes ........................................................................................ 41

7 Results/findings and Discussion ............................................................................. 44

7.1 Number of 50cc scooters in the Denmark ....................................................... 44

8 Risk assessment ..................................................................................................... 47

1 Thermodynamic properties ....................................................................................... 1

2 Force acting on the piston ......................................................................................... 5

3 Economic tables ........................................................................................................ 6

6 House of quality ....................................................................................................... 15

List of figures and tables

Figure 32 Data about convection in engine block .......................................................... 31

2.1 Background description

2.3 Problem statement

The main problem is how to re-check and improve selected parts of an

2.5 Choice of models and methods

what Why which which who when

Partial -- do we wish -- depth -- methods, -- in the -- is the

ANSYS Simulation of Define the -knowledge Alex (and Alex:

Quality Creating Check if the -online Andrius Andrius;

2.6 Time schedule

3.1 General information

Figure 2 Naming of parts in engine (EncyclopediaBritannica, 2007)

The durability of the 50CC engine is about 16000-24000 km (PMWriders,

Figure 3 Example of the 50CC engine (FocusTechnologyLTD, 2019)

Figure 4 CAD visualization of actual studied engine

It is worth to explain some basic information about the cycle of a four-

Figure 5 Diagram of four stroke engine (WiringLib raryDiagram, 2019)

Figure 6 Example of ideal Otto cycle (Chegg, 2019)

4.1.1 Otto cycle calculations

Figure 7 Data tab le for 50CC engine (Ab solutelyScooters, 2018)

Figure 8 Main dimensions of the engine

Of course, formula shown up is composed from equations 4, 5, 6, 7 from the

However, before calculus the value of internal energy at the compression

Figure 9 The screenshot from EES 1

Figure 10 Ideal Otto cycle of the studied engine

4.1.2 Force acting at the piston during the power state

4.2 ANSYS Studies:

4.2.1 Type of the mesh in 3D

Figure 11 Mesh type

Boundary conditions (Piston)

Figure 12 Boundary condition - piston

Equivalent stress analysis 3D

Figure 13 Equivalent stresses- piston

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K96 J S+Q J L9? J

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