Department of Mechanical Engineering RCPIT, Shirpur (2011-12)

CHAPTER-1

INTRODUCTION
A broad power band and smooth operation are assured as the new V-12 produces 295 horsepower and the torque output is rated at 450 Nm. The compact, high performance engine radiates a balanced functional design. In addition to the impressive visual appearance , the new V-12 maintains a power-to-weight ratio of 1.77 lbs/hp. From the beginning of development, fuel economy and emission control were assigned high priorities, resulting in a combination of V-12 performance with economical operation and low emissions. Additional technological refinements include individual cylinder bank

management, precise electronic throttle operation and hot wire air flow sensing. Maintenance has been reduced with the employment of self-adjusting valves and drive belts. The engine is equipped with a powerful 2.2kW gear reduction starter motor which provides easy starting at all temperatures. Smooth running is enhanced with the use of small, lightweight pistons which limit the oscillating mass. Further, the strong dropforged crankshaft with twelve counterweights and the unitized engine/transmission assembly reduce vibration and resonance. It is exemplifies quiet operation resulting from the use of self-adjusting valves, more precise internal clearances, optimized timing chain tensioning and a silent oil pump. These noise reduction features combine with unique laminated metal/fiber/metal cylinder head covers and oil pan which act as sound barriers.[1]

[figure-1 V12 engine]

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CHAPTER-2

CLSSIFICATION OF ENGINE

[figure-2 classification of engine]

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CHAPTER-3

COMPONENTS OF V12 ENGINE

3.1-Crankcase

The lightweight aluminum crankcase is manufactured hyper eutectically. That is to say, special measures are employed during the formation, casting and cooling which promote torsional resistance and dimensional stability. The crankcase is symmetrical and can be machined to accept the starter motor on either side to accommodate market demands of left- or right-hand drive. The cylinder banks are arranged in a 60V configuration witha constant cylinder center-to-center distance of 91 mm. Cooling is achieved with horizontal coolant flow. The cast iron main bearing caps, which are heat treated, arefastened to the crankcase with four bolts. Two are attached parallel to the vertical axis and two parallel to the cylinder axis. This patented configuration promotes bottom end,

` [Figure-3.1.1 crankcase]

stability and strength. During crankcase formation, a concentration of silicon crystals is maintained in the cylinder bore areas. Special cylinder wall treatment and honing produces a wear resistant silicon surface that, in combination with metal-coated pistons, provides minimal wear and long life.[1]

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[figure-3.1.2 crankcase]

3.2-Crankshaft

The drop forged steel crankshaft has excellent torsion resistant qualities and is supported in seven main bearings. Connecting rod journals are spaced 1200 apart with two counterweights per journal. The axial thrust bearing is now located at the No. 7 bearing position for improved vibration damping. Similar to the design, all bearing shells are triple layered.

[figure-3.2 crankshaft]

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3.3-Connecting rod & piston

The main bearing shells conform to the triple classification. The connecting rods are made of drop forged steel and are similar to type. The center to center distance is135mm, however, unlike the big end is machined asymmetrically. The special machining allows two rods to run on one journal,

[figure-3.3 connecting rod & piston]

thus there is an "installed direction" requirement. The connecting rod bearing shells conform to the double classification. Vibration is held to a minimum with short 60 ignition intervals and the use of low mass, light alloy pistons. The pistons have a 0.1mm ferrous coating which provides a highly compatible operating surface for use in aluminum/silicon cylinders. The combustion chamber bowl is located eccentrically to concentrate the air/fuel charge central to the spark plug.

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3.4-Piston

[figure-3.4 piston]

Correct wrist pin off-set is maintained with the use of different pistons for each cylinder bank. The top and intermediate rings are compression rings having plain and tapered faces respectively. The oil control ring has a rubber-lined spring with a bevelled face for good oil control.[1]

3.5-Cylinder heads

Cylinder heads are manufactured of die cast aluminum an dare identical for both banks. Cylinder head gaskets in various thicknesses are available so that combustion chamber volume uniformity can be maintained.

[figure-3.5 cylinder head]

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3.6-Valve arrangement

The intake and exhaust valves are arranged in a 14 V-configuration and operated by overhead camshafts which are supported in seven bearing journals each. Camshaft lubrication is pressure fed at the journals and with overhead oil pipes providing spray oil to the camshaft.

[figure-3.6 valve arrangement]

This valve arrangement in conjunction with the piston bowl forms a compact combustion chamber with excellent cylinder filling and evacuating characteristics.[3]

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3.7-Primary and secondary balance Historically, engine designers have spoken of primary balance and secondary balance. They are so called because they refer to vibration at the first and second harmonic of the crank's rotational frequency, respectively. These excitations can produce both couples and forces. Higher order harmonics also exist but, as the orders increase, the magnitudes decrease, thus orders higher than the second are typically neglected. The source of the higher orders is in the motion equation for a slider-crank mechanism, which forms the basis for common reciprocating piston engines. Evaluation of the motion equation reveals an infinite sinusoidal series, meaning there is actually no limit to the balancing orders. 3.7.1-Primary balance It is the balance achieved by compensating for the eccentricities of the masses in the rotating system, including the connecting rods. At the design stage primary balance is improved by considering and adjusting the eccentricity of each mass along the crankshaft. In theory, any conventional engine design can be balanced perfectly for primary balance. Once the engine is built primary balance is controlled by adding or removing mass to or from the crankshaft, typically at each end, at the required radius and angle, which varies both due to design and manufacturing tolerances.

3.7.2-Secondary balance

Secondary balance can include compensating (or being unable to compensate) for: The kinetic energy of the pistons. The non-sinusoidal motion of the pistons. The motion of the connecting rods. The sideways motion of balance shaft weights. The second of these is the main consideration for secondary balance. There are two main control mechanisms for secondary balancematching the phasing of pistons along the crank, so that their second order contributions cancel and the use of Lanchester balance shafts, which run at twice engine speed and so can provide a counteracting force. No widely used engine configuration is perfectly balanced for secondary excitation. However, by adopting particular definitions for secondary balance,

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particular configurations can be correctly claimed to be reasonably balanced in these restricted senses. In particular, the straight six, the flat six and the V12 configurations offer exceptional inherent mechanical balance. Boxer eights with an appropriate configuration can eliminate all primary and secondary balance problems, without the use of balancing shafts. Vibrations not normally included in either primary or secondary balance include the uneven firing patterns inherent in some configurations. The above definitions exclude the dynamic effects due to flexure of the crankshaft and block and ignores the loads in the bearings, which are one of the main considerations when designing a crankshaft.[1]

3.8-Valve arrangement (for spring) Low valve mass and dual valve springs insure reliable opening and closing between the short ignition periods. Due to the offset of the cylinder heads,

3.8.1-Camshafts

[figure-3.8.1 camshafts]

The camshafts are of unequal length. The longer shaft is used in the left cylinder head.

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3.8.2-Self-adjusting valve clearance system

[figure-3.8.2.1 self-adjusting valve clearance system]

1. Ball pin type hydraulic tappet 2. Cast rocker arm 3. Thrust guide pad The operation of the self-adjusting valve clearance system is based on engine oil pressure hydraulics. Clearances are taken up as oil pressure enters the hydraulic tappet through the oil feed bore and internal one-way valve. The hydraulic pressure acts on the adjusting piston which is displaced to reduce any non specified clearance.[2]

[figure-3.8.2.2 self-adjusting valve clearance system]

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The operation of the self-adjusting valve clearance system is based on engine oil pressure hydraulics. Clearances are taken up as oil pressure enters the hydraulic tappet through the oil feed bore (arrow) and internal one-way valve. The hydraulic pressure acts on the adjusting piston which is displaced to reduce any non specified clearance. 1 Bleeder bore 2 Oil supply chamber 3 Oil supply bore 4 Piston 5 Body 6 Ball valve 7 Tappet pressure chamber 8 Return spring

[figure-3.8.2.3 self-adjusting valve clearance system]

Engine start-up and shut-down present thermal changes that require compensation. The hydraulic tappet reacts to these thermally caused dimension changes by bleeding tappet pressure back into the supply chamber when necessary. The hydraulic tappet is biased in the "clearance reduce" phase with the help of an internal return spring. Replacement hydraulic tappets are supplied with full oil supply chambers, therefore, proper functioning after installation is assured. Specific procedures must be followed concerning hydraulic tappet spare parts storage, or oil leakage will occur. Please follow instructions on tappet package.[4]

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[figure-3.8.2.4 self-adjusting valve clearance system]

3.9-Fuel injectors The fuel injectors are mounted in the inlet flanges to produce pressurised fuel supply.

[figure-3.9 fuel injector]

The twin camshafts are driven with a single row chain which operates in conjunction with low noise plastic guide tubes and tensioning rails. The camshaft drive chain lash is controlled with an automatic hydraulic tensioner.[5]
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3.10-Cylinder banks

[figure-3.10 cylinder banks]

The individual cylinder banks receive precisely balanced air charge delivery from two symmetrical intake plenums which have equal length ram intake runners. The fuel injectors are mounted in the inlet flanges.

3.11-Elastic sealing

[figure-3.11 Elastic sealing]

Elastic sealing plates are used to attach the plenum assemblies to the cylinder heads. This feature acts as a sound barrier and limits vibration to the electronic throttle valve assemblies.

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3.12-Intake plenum chamber

[figure-3.12 intake plenum chamber] Each intake plenum chamber is equipped with a fast acting, electronic throttle valve assembly.

3.13-flow sensors

[figure-3.13 flow sensor]

Hot wire air flow sensors are used in conjunction with Digital Motor Electronics for measurement of physical air mass. Precise and rapid load sensing allows improved adaptation to changing engine operating conditions. The crankcase ventilation system vents crankcase vapors direct to the intake plenum to prevent oil mist contamination.After

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engine shutdown, the air flow sensing wire is superheated to vaporize any contaminants which may have adhered during the previous engine operating period.

3.14-Ignition distributor and high tension cables

[figure-3.14 ignition distributor and high tension cables]

Each cylinder bank has it's own secondary ignition distributor and high tension cables. All secondary wiring is routed and protected in a special plastic conduit developed for this purpose.

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3.15-Oil pump

[figure-3.15 oil pump]

The oil pump is an Eaton Rotary type of tandem design. The front segment is the primary pump which provides high pressure lubrication for all internal engine components. The rear segment operates as a scavenger pump insuring an adequate oil supply for the primary pump under all operating on ditions. The scavenger pump draws oil from the rear of the crankcase via a snorkel tube and delivers the oil to the primary pump pickup.

3.16-Oil filter

[figure-3.16 oil filter]

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The easy access oil filter is mounted on the left inner fender. Features include large diameter hoses to insure ample oil flow and an anti-drain back valve. Thermostatic oil cooler control is located in the lower section. At a temperature threshold of 95C, engine oil is directed to the external oil cooler for additional heat dissipation. Correct hydraulic tappet operation requires engine oil which is free of all air bubbles. A special oil deflector located in the oil pan, defoams the oil and limits splash oil precipitation.

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CHAPTER-4

SUPPLY CIRCUIT

4.1-Schematic diagram of oil circuit

[figure-4.1 Schematic diagram of oil circuit]

1. Oil pan 2. Oil intake, primary oil pump 3. Primary oil pump with relief valve (4 bar, activation via filtered oil pressure) 4. Oil filter (filter cartridge bypass valve-2.2 bar, one-way check valve, oil pressure switch, oil cooler valve-activated at 95 C) 5. Filtered oil, main gallery 6. Crankshaft main bearings 7. Connecting rod bearings 8. Piston pins (oil spray) 9. Cylinder wall surfaces (oil spray) 10. Oil feed bores in crankcase (cylinders 1 - 6 and 7 - 12) 11. Oil feed bores in cylinder heads 12. Oil gallery 13. Oil spray pipes for cam lobe lubrication 14. Camshaft bearings 15. Hydraulic tappets
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16. Timing chain lubrication (oil splash) 17. Rocker arm thrust (guide) pads (oil splash) 18. Oil supply for hydraulically-damped chain tensioner 19. Oil drain bore 20. Oil intake, snorkel 21. Oil pump, scavenger

4.2-Cooling system

[figure-4.2.1 cooling system]

Cooling system flow to the radiator is regulated with an 800 C thermostat. A ball type valve (arrow) in the thermostat plate allows air bubble bleeding following cooling system service.

[figure-4.2.2 cooling system]

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1. Radiator 2. Return 3. Feed 4. Thermostat 5. Water Pump 6. Right Cylinder Head 7. Left Cylinder Head 8. Connecting Pipe 9. Expansion Tank 10. Heater Core 11. Auxiliary Water Pump

4.3- V- type drive belts

[figure-4.3.1 v-type drive belts]

All accessory component rotary drive is accomplished with two poly-V type drive belts. Once correctly installed the belts are self-adjusting with automatic hydraulic tensioners (arrow) and thus are maintenance-free.

Component Drive Distribution: Belt #1: Water pump, cooling fan and air conditioner compressor Belt #2: Alternator, hydraulic fluid pump

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[figure-4.3.2 v-type drive belts] A special lock sensor control unit monitors the A/C compressor speed in relationship to engine RPM. In the unlikely event of A/C compressor seizure, the lock sensor system will immediately de-energize the compressor clutch, thus insuring uninterrupted water pump/fan operation. The four exhaust down pipes of the exhaust assembly are mounted with spring loaded ball flanges (arrows). This arrangement insures positive sealing and tends to release any trapped stress.

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CHAPTER-5 TECHNICAL INFORMATION

5.1-Engine power and torque curves

[figure-5.1 Schematic diagram of oil circuit]

5.2-Technical data

Design - V, twelve cylinders Displacement 4987.5 cc Stroke 75 mm Bore 84 mm Power 295 hp/220 kW at engine speed 5200 rpm Max. torque 450 Nm at engine speed 4100 rpm Max. permissible engine speed 6000 40 rpm Constant engine speed 5900 rpm Compression ratio 8.8 to 1 Combustion chamber volume53.3 cc Compression pressure 10 to 12 bar Piston running clearance 0.01 to 0.034 mm Valve diameter Intake valve 42 mm Exhaust valve 35 mm
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Department of Mechanical Engineering RCPIT, Shirpur (2011-12)

Valve clearance self-adjusting, hydraulic Oil pressure 4 bar Oil volume 6.5 ltr. (+1 ltr. for oil filter and 1 ltr. for oil cooler) Ignition Digital Motor Electronics, 30 kV system Firing order 1-7-5-11-3-9-6-12-2-8-4-10 Distributor 2 high tension distributors Spark plugs F8 LCR Electrode gap 0.7 0.1 mmCO level Max. 0.7 0.5% by volume Idle speed 700 rpm Fuel injection- with hot wire air flow sensors[6]

5.3-Four stroke engine cycle diagram

[5.3.1-P-V Diagram]

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[5.3.2-T-S Diagram]

5.4-Advantages
Doubling the firing frequency and smoothen power delivery. Engine speed is high. Engine torque is high. Vibration is less.

5.5-Disadvantages
High cost. Heavy in weight. Big in size there for more space is required. Average is less. Complicated in design.

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5.6-Application

This engine is use in only high speed super cars and luxurious cars like,

Aston Martin One-77 Audi Q7 Ferrari 340/342/375/375 BMW 750i/750iL/760i/760Li Jaguar XJR15 Lamborghini 350GT McLaren F1 Mercedes-Benz CLK GT Rolls-Royce etc...

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CHAPTER-6

CONCLUSION
Theoretically the best balanced configuration for practical use. It is simply a duplication of inline-6 (therefore achieve the same perfect balance), with corresponding cylinders in both banks joined at the same crank pins. V12 is better than inline-6 just because it has more cylinders, thus doubling the firing frequency and smoothen power delivery.

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