You are on page 1of 38

Design of a Small Sized Internal Combustion Engine with

Carbon piston and Ceramic Cylinder Liner

31 July 2013

Submitted by:
Shashank Sakleshpur Nagaraja
Department of Mechanical Engineering
National Institute of Technology Karnataka
Mangalore, India
This is a report compiled about my work on Design of Small Sized Internal Combustion Engine with Carbon Piston and Ceramic Liner during my summer internship at University of Applied Sciences, Merseburg, Germany from 17/05/2013 to
03/08/2013 under guidance of Prof. Horst Herbert Krause.

Contents
1 Abstract

2 Introduction

3 Thermal Calculations of the engine

3.1

Preliminary Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

3.2

Calculation of Lower Heating Value (Hu ) . . . . . . . . . . . . . . . . . .

3.3

Assumption of Compression Ratio () and Excess Air Factor () . . . . .

3.4

Theoretical Air Requirement (lo and Lo ) . . . . . . . . . . . . . . . . . .

3.5

Mass of Combustible Mixture (M1 ) . . . . . . . . . . . . . . . . . . . . .

3.6

Quantity of Combustion Products . . . . . . . . . . . . . . . . . . . . . .

10

4 Analysis of actual cycle

12

4.1

Ambient conditions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

12

4.2

Residual Conditions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

12

4.3

Intake Process . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

12

4.3.1

Fresh Charge Pre-Heating Temperature (T ) . . . . . . . . . . .

12

4.3.2

Density of Air-Fuel Mixture (o ) . . . . . . . . . . . . . . . . . . .

12

4.3.3

Pressure losses during the Intake Process (pa ) . . . . . . . . . .

12

4.3.4

Pressure at the end of induction (pa ) . . . . . . . . . . . . . . . .

13

4.3.5

The coefficient of Residual Gas (r ) . . . . . . . . . . . . . . . . .

13

4.3.6

Temperature at the end of induction (Ta ) . . . . . . . . . . . . . .

13

4.3.7

Volumetric Efficiency (v ) . . . . . . . . . . . . . . . . . . . . . .

14

Compression Process . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

14

4.4.1

Polytropic coefficient of Compression (n1 ) . . . . . . . . . . . . .

14

4.4.2

Pressure (pc ) and Temperature (Tc ) at the end of Compression . .

14

Combustion Process . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

15

4.5.1

15

4.4

4.5

Coefficient of Molecular Modification () . . . . . . . . . . . . . .

4.5.2

Heat losses due incomplete combustion (Hu ) . . . . . . . . . . .

15

4.5.3

Coefficient of heat utilization (z ) . . . . . . . . . . . . . . . . . .

15

4.5.4

Maximum Temperature (Tz ) and Pressure (pz ) of Combustion . .

15

4.6

Expansion and Exhaust Process . . . . . . . . . . . . . . . . . . . . . . .

16

4.7

Indicated Parameters of the working cycle . . . . . . . . . . . . . . . . .

16

4.7.1

Mean Indicated Pressure (pi ) . . . . . . . . . . . . . . . . . . . .

16

4.7.2

Indicated Power (Ni ) . . . . . . . . . . . . . . . . . . . . . . . . .

17

4.7.3

Indicated efficiency (i ) . . . . . . . . . . . . . . . . . . . . . . . .

17

4.7.4

Indicated Specific Fuel Consumption (gi )

. . . . . . . . . . . . .

17

Engine Performance Figures . . . . . . . . . . . . . . . . . . . . . . . . .

18

4.8.1

Pressure Losses (pm ) . . . . . . . . . . . . . . . . . . . . . . . . .

18

4.8.2

Effective Pressure (pe ) and Effective Power (Ne )

. . . . . . . . .

18

4.8.3

Mechanical Efficiency (m ) . . . . . . . . . . . . . . . . . . . . . .

19

4.8.4

Effective Specific Fuel Consumption (ge ) . . . . . . . . . . . . . .

19

4.8

5 Design of Mechanical Parts


5.1

20

Design of Connecting Rod . . . . . . . . . . . . . . . . . . . . . . . . . .

20

5.1.1

Preliminary Data . . . . . . . . . . . . . . . . . . . . . . . . . . .

20

5.1.2

Force (W ) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

20

5.1.3

Material . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

20

5.1.4

Geometry of the Section . . . . . . . . . . . . . . . . . . . . . . .

21

5.1.5

Drawing of the connecting rod . . . . . . . . . . . . . . . . . . . .

21

5.1.6

Static Analysis . . . . . . . . . . . . . . . . . . . . . . . . . . . .

22

6 Drawing of the parts

24

7 Conclusions

28

8 Future work

28

9 References

29
3

Acknowledgements
The author is grateful to Prof. Dr. Horst Herbert Krause, team members Hugo Arrunategui, Febin Raju, Kareem Moukalled, Nezabravka Tsvetkova and other staff members of the Faculty of Engineering and Natural Sciences, Hochschule Merseburg, Germany
for their support and co-operation during the project period. The author would also like
to thank German Academic Exchange Service (DAAD) and International Association
for Exchange of Students for Technical Experience (IAESTE) for the financial assistance
and National Institute of Technology Karnataka (NITK), Surathkal for permitting to
undertake a research intership at Hochschule Merseburg.

Abstract

The Dwindling crude oil reserves and the long lead times in creating these fuels have
brought in the fear of fuel crisis in the near future. The known worldwide reserves of
petroleum are about 1000 billion barrels and these petroleum reserves are predicted to
be consumed in about 30 years . Emissions of Green house gases by automobiles is one
of the other major problems being faced by the world today. These problems have led
to a debate on increasing the thermal efficiency of the engine thus reducing the fuel
consumption and also decreasing the exhaust emissions.
The present study investigates the use of Carbon piston and Ceramic Cylinder Liner
in a four stroke, single cylinder, spark ignited Internal Combustion Engine. There is a
reduction in friction between the liner and the piston due to low coefficient of friction
and similar thermal coefficient of expansion between these materials and also due to the
absence of piston rings . This also eliminates the necessity of cooling and lubrication.
Ultimately there is decrease in frictional power thus increasing the mechanical efficiency
of the engine.

Introduction

Internal combustion engines are the primary power sources for transport vehicles, marine
ships, construction equipment, and agricultural machineries, among others. Engines consume extremely large amounts of fuel to produce power and emit poisonous or harmful
exhaust gases, which include Carbon monoxide(CO), Unburned Hydrocarbons (HC), Oxides of Nitrogen (NOx ), particulate matter (PM), and Carbon di oxide (CO2 ). Over the
past two decades, worldwide research in the engine and automotive industries has been
dedicated to obtain higher fuel efficiency and lower emissions as well as the development
of renewable alternative fuels due to the crisis of fossil fuels
Improving energy utilization while minimizing all types of pollutants has became a key
scientific target in the field of internal combustion engines. Moreover, because of rising
concerns about the greenhouse effect over the past few years, several governments and
organizations have introduced strict legislative standards of fuel economy. Recently, legislation regarding O2 emissions from passenger cars was officially published in the form
of Regulation (EC) No 443/2009 of the European Parliament and the Council of 23
April 2009, setting emissions performance standards for new passenger cars as part of
the Communitys integrated approach to the reduction of CO2 emissions from vehicles.
The fleet average that must be achieved by all cars registered in the EU is 130 g/km
in 2012 [1]. The existing emission reduction technologies like use of three way catalysts,
Selective Catalytic Reduction (SCR) and Nitrogen Storage Catalyst(NSC) have resulted
in decrease of few pollutants. However CO2 , a green house gas which is a product of
complete combustion can be reduced only by decreasing the amount of fuel burnt which
implies that the thermal efficiency of engines has to be improved significantly
The research presently is focussed on the technologies that can improve the efficiency
of the engine. Homogeneous Charge Compressed Ignition (HCCI) combustion has been
considered a promising alternative combustion mode for SI and DICI engines since the
end of the 1990s to increase efficiency of the engine [2]. However procedure to control

this type of combustion is not completely establised. So another method to increase the
efficiency of the engine is to decrease the losses in the engine. New composites which
have low coefficient of friction are used to make the engine parts.
The present study aims at increasing the thermal and mechanical efficiency by reducing
friction using carbon piston and ceramic cylider liner which have similar thermal coefficient of expansion and low coefficient of friction. This also eliminates the need of cooling
and lubrication system.

Thermal Calculations of the engine

Thermal calculation were carried out based on the procedure followed by Kolchin and
Demidov. [3]

3.1

Preliminary Data

Stroke Length(S) : 40 mm
Bore(D) : 32 mm
Compression Ratio(): 11.95
Maximum Power @ 6000 rpm

3.2

Calculation of Lower Heating Value (Hu )

One of the important characteristics of the fuel. This value is dependent on the chemical
composition of the fuel. The chemical composition of the fuel used will be:
Density

0.775 g/cc

Composition
Carbon(C)

83 %

Hydrogen(H)

14 %

Oxygen(O)

3%

Water Vapour(W)

0%

All other elements are assumed to be zero


The lower heating value of the fuel was calculated using Mendeleevs formula shown in
equation (1)

Hu = 33.91C + 125.60H 10.89O 2.51(9H + W )


The lower heating value was found out to be 37.5 MJ/kg

(1)

3.3

Assumption of Compression Ratio () and Excess Air Factor ()

The compression ratio of the engine was assumed to be 11.95. This assumption was based
on the fact that we need achieve higher compression ratio for better efficiency.
The Excess Air Factor was assumed to be 0.9 as the working cycle of the engine is based
on Otto cycle.

3.4

Theoretical Air Requirement (lo and Lo )

Complete combustion of a mass or a volume unit of fuel requires a certain amount of air
termed as the theoretical air requirement and is determined by the ultimate composition
of fuel.
For liquid fuels, theoretical air requirement is given by equation (2) and equation (3)

lo =

1 8
( C + 8H O)
0.23 3

(2)

Lo =

1 C
H
O
( +
)
0.21 12
4
32

(3)

The theoretical air requirement was found to be 14.363 kg of air/ kg of fuel and 0.492
kmol of air/ kg of fuel .

3.5

Mass of Combustible Mixture (M1 )

Mass of Combustible Mixture(fresh charge) in an SI engine is given by equation (4)

M1 = Lo +

1
mf

where mf is molecular mass of the fuel vapours in kg/kmol


The mass of combustible mixture was found to be 0.451 kmol/kg

(4)

3.6

Quantity of Combustion Products

When fuel combustion is incomplete ( < 1) the combustion products represent a mixture
of carbon monoxide (CO), carbon dioxide (CO2 ), water vapour (H2 O), free hydrogen (H),
and nitrogen (N). The amount of individual components of incomplete combustion of a
liquid fuel is given by equations (5),(6),(7),(8) ,(9) and (10):

Constant, K =

mass of H2
= 0.45
mass of CO

(5)

(1 )
Lo
1+K

(6)

mass of CO(MCO ) = 0.42

mass of CO2 (MCO2 ) =

C
MCO
12

mass of H2 (MH2 ) = KMCO

mass of H2 O(MH2 O ) =

H
MH2
2

mass of N2 (MN 2 ) = 0.79Lo

(7)

(8)

(9)

(10)

The quantity of carbon monoxide (CO), carbon dioxide (CO2 ), water vapour (H2 O), free
hydrogen (H), and nitrogen (N) were found to be 0.014 kmol/kg, 0.055 kmol/kg, 0.063

10

kmol/kg, 0.006 kmol/kg and 0.349 kmol/kg respectively in the combustion products
theoretically.
The total quantity of combustion products(M2 ) was equal to 0.4887 kmol/kg.
The fractional volume change during combustion is evaluated in terms of the value of the
molecular change coefficient of combustible mixture (o ), which represents the ratio of the
number of moles of the combustion products to the number of moles of the combustible
mixture. The value of o is given by equation (11)

o =

M1
M2

(11)

The value of o was found to be 1.08 which was in the acceptable range for liquid fuels.

11

4
4.1

Analysis of actual cycle


Ambient conditions

The ambient pressure (po ) and temperature(To )were assumed to be 1 atm and 298 K
respectively.

4.2

Residual Conditions

Based on previous studies, the residual pressure(pr ) and the residual temperature(Tr )
were found to be 1.25 atm and 900 K respectively.

4.3
4.3.1

Intake Process
Fresh Charge Pre-Heating Temperature (T )

During the cylinder filling process the temperature of a fresh charge somewhat increases
due to hot parts of the engine. The value of preheating (T ) is dependent on the arrangement and construction of the intake manifold, cooling system, use of a special preheater,
engine speed and supercharging. Increased temperature improves fuel evaporation, but
decreases the charge density, thus affecting the engine volumetric efficiency, These two
factors in opposition resulting from an increase in the reheating temperature must be
taken into account in defining the value of T . In the case of Otto Engines without
pre-heater, the value of T is 20o C.
4.3.2

Density of Air-Fuel Mixture (o )

The density of Air-Fuel Mixture (o ) during the intake process is considered to be almost
same as the density of air in ambient conditions and the value is assumed to be 1.17
kg/m3 .
4.3.3

Pressure losses during the Intake Process (pa )

Pressure losses pa , due to resistance in the intake system and charge velocity fading in
the cylinder may be determined with certain assumption by Bernoullis equation shown
12

in equation (12):
2
/2)o 106
pa = ( 2 + in )(in

(12)

where is the coefficient of charge velocity fading in the cylinder cross-sectional area
in question; in is the coefficient of intake system resistance referred to the narrowest
cross-sectional area of the system; in is the mean charge velocity at the narrowest crosssectional area of the intake system.
The values for ( 2 + in ), in are 3 and 94.5 m/s respectively.
4.3.4

Pressure at the end of induction (pa )

The pressure at the end of induction (MPa) is the main factor determining the amount
of working medium trapped in the engine cylinder. It is given by equation (13):

pa = po pa
4.3.5

(13)

The coefficient of Residual Gas (r )

The value of the coefficient of residual gases r , is characteristic of how the cylinder is
cleaned of combustion products. With an increase in r , the fresh charge entering the
engine cylinder during the induction stroke decreases. In four-stroke engines the value
of r , is dependent on the compression ratio, parameters of the working medium at the
end of induction and speed. With an increase in the compression ratio  and residual
gas temperature Tr , r the value of decreases, while with an increase in the pressure of
residual gases, pr and the speed n , it increases. The value of r is 5.0035 %.
4.3.6

Temperature at the end of induction (Ta )

The value of Ta , is mainly dependent on the temperature of working medium, coefficient


of residual gases, charge preheating and to a less degree on the temperature of residual
gases. The value of Ta is calculated as 345.7 K.

13

4.3.7

Volumetric Efficiency (v )

The most important value characteristic of the induction process is the volumetric efficiency which is defined as the ratio of the actual mass of fresh mixture that passes into
the cylinder in one induction stroke to that mass of mixture which would fill the stroke
volume, provided the temperature and pressure in it are equal to the temperature and
pressure of the medium at ambient conditions. The volumetric efficiency for four stroke
SI engines without supercharging is given by equation (14)

v =

To
1 1
(ch Pa s Pr )
To + T  1 Po

(14)

where ch is coefficient for charge-up and is equal to 1 and s is coefficient for scavenging
and is equal to 1.05.
The value for volumetric efficiency was found to be 0.7985.

4.4

Compression Process

Fig 1: Compression Process in Pressure-Volume Diagram


During compression process in the engine cylinder the temperature and pressure of the
working medium increase, and this provides reliable ignition and effective fuel combustion.
14

The process of compression is shown in Fig. (1)


4.4.1

Polytropic coefficient of Compression (n1 )

The polytropic coefficient of compression was assumed to be equal to 1.34.


4.4.2

Pressure (pc ) and Temperature (Tc ) at the end of Compression

The compression process is assumed to be adiabatic and the values of pc and Tc are
calculated to be 2.342 MPa and 803.610 K respectively.

4.5

Combustion Process

Fig 2: Combustion Process in Pressure-Volume Diagram


The combustion process is the principal process of the engine working cycle during which
the heat produced by fuel combustion is utilized to enhance the internal energy of the
working medium and to perform mechanical work.The process of combustion is shown in
Fig. (2)

15

4.5.1

Coefficient of Molecular Modification ()

The coefficient of Molecular modification is dependent on M1 , M2 and r . The value of


is found to 1.0799.
4.5.2

Heat losses due incomplete combustion (Hu )

Heat losses due to incomplete combustion for 1 kg of fuel in kJ/kg is given by equation
(15)
Hu = 114(1 )Lo

(15)

The value of Hu is found to be 5.603 kJ/kg.


4.5.3

Coefficient of heat utilization (z )

The coefficient z , stands for the fraction of lower heat of combustion utilized to increase
the internal energy of gas and to accomplish the work. It is equal to 0.95.
4.5.4

Maximum Temperature (Tz ) and Pressure (pz ) of Combustion

The maximum temperature and pressure of combustion was calculated to be 2700.586 K


and 8.501 MPa.

4.6

Expansion and Exhaust Process

16

Fig 3: Expansion Process in Pressure-Volume Diagram


The process of expansion is shown in Fig. (3).Assuming the mean value of polytropic
coefficient(n2 ) to be 1.28 and the expansion process to be adiabatic, we have the Pressure(pb )
and temperature(Tb ) at the end of expansion process to be 0.355 MPa and 1348.32 K.

4.7

Indicated Parameters of the working cycle

The working cycle of an internal-combustion engine is evaluated in terms of mean indicated pressure, indicated power and indicated efficiency.
4.7.1

Mean Indicated Pressure (pi )

The theoretical mean indicated pressure in Pa for an Otto Engine is given by equation
(16)
p0i = (

1
1
1
pc
)[
(1 n2 1 )
(1 n1 1 )]
 1 n2 1

n1 1


(16)

where is the ratio of the maximum pressure of cycle to the pressure at end of compression.
The theoretical mean effective pressure of the present engine was estimated to be 1.03
MPa.
However there is decrease from theoretical mean indicated pressure in the actual cycle
which is evaluated by the coefficient of diagram rounding-off, denoted by r which is
equal to 0.94 in case of Otto Engines.
So the actual indicated mean effective pressure denoted by pi is equal to product of theoretical mean indicated pressure and coefficient of diagram rounding-off and is equal to
0.968 MPa.
4.7.2

Indicated Power (Ni )

The indicated power of an engine, Ni , is the work performed by gases inside the cylinders
in unit time.

17

For a four stroke, single cylinder engine Ni in kW is given by equation (17):

Ni = pi Vh n/120

(17)

where Vh is the stroke volume(in m3 ) and n is the no of rotations per minute(in rpm).
The value of indicated power was found to be 1.58 kW at 6000 rpm.
4.7.3

Indicated efficiency (i )

Indicated thermal efficiency is the work done by fuel combustion inside a cylinder over a
given time interval divided by the total heat content of the fuel supplied to the cylinder
during that time. It is a unitless quantity given by equation (18):

i =

pi lo
Hu o v 103

(18)

The value of i was found to be 35.7 %


4.7.4

Indicated Specific Fuel Consumption (gi )

Indicated specific fuel consumption is a type of comparison ratio which looks at engines
fuel efficiency in terms of how much fuel the car uses versus how much indicated power
it produces. The formula for calculating the indicated specific fuel consumption is fuel
consumption divided by indicated power, and often the results are expressed in kilogram
per kilowatt hour. Indicated specific fuel consumption in g/kWh is given by equation
(19):
gi =

3600
Hu i

(19)

The value of gi is calculated to be 268.7 g/kWh

4.8

Engine Performance Figures

The actual parameters in the engine are slightly different from the indicated parameters
because some amount of useful work is utilized to overcome various mechanical resistances

18

and also some energy is lost as pumping losses. Hence it is required to calculate different
losses and find out the effective power of the engine.
4.8.1

Pressure Losses (pm )

Power losses occuring in order to overcome the mechanical resistances are initially expressed in terms of mean pressure losses (pm ) which is dependent on the mean piston
speed (Vpm ).The pressure loss is given in MPa by equation (20):

pm = 0.034 + 0.0113Vmp

(20)

The value of Vmp in m/s is given by equation (21):

Vm p = Sn/30

(21)

where S is the stroke length in m.


The value of Vmp and pm were 8 m/s and 0.1244 MPa respectively.
4.8.2

Effective Pressure (pe ) and Effective Power (Ne )

Effective pressure is the pressure available after overcoming the mechanical losses. It is
given in MPa by equation (22):
pe = pi pm

(22)

Effective power at 6000 rpm in kW is given by equation (23):

Ne = pe Vh n/120

(23)

The value of pe and Ne were found to be 0.8436 MPa and 1.357 kW at 6000 rpm.
4.8.3

Mechanical Efficiency (m )

Mechanical Efficiency is ratio of effective power to indicated power at a given rpm. In


this case, m was found to be 87.15 %.
19

4.8.4

Effective Specific Fuel Consumption (ge )

Effective specific fuel consumption is ratio of indicated specific fuel consumption to mechanical efficiency and is given in g/kWh by equation (24)

ge =

gi
m

The value of ge was found out to be 308.42 g/kWh.

20

(24)

Design of Mechanical Parts

After the stage of thermal calculations, the next stage would be to design different parts
of the engine considering the forces which different parts had to withstand. Since the
effective pressure was calculated to be approximately about 8.5 MPa, it was decided that
we design the parts for 10 MPa with a factor of safety of at least 3.

5.1

Design of Connecting Rod

In a reciprocating piston engine, the connecting rod or conrod connects the piston to
the crank or crankshaft. Together with the crank, they form a simple mechanism that
converts reciprocating motion into rotating motion.
5.1.1

Preliminary Data

Length of connecting rod(l): 84.48 mm


Thickness of connecting rod(t): 12 mm
Maximum Gas pressure(Pmax ): 10 MPa
5.1.2

Force (W )

Force acting on the connecting rod in N is given by equation (25)

W =

5.1.3

D2
Pmax
4

(25)

Material

The material chosen was AISI 1212 having an ultimate strength(u ) of 540 MPa. Factor
of Safety(F OS) of 4.5 was chosen.Therefore the design stress(d ) in MPa is given by
equation (26):
d =

u
F OS

The value of d was found to be 120 MPa.

21

(26)

5.1.4

Geometry of the Section

Geometry of cross-section was chosen to be rectangular as it is easy to manufacture.


Since thickness and force acting on the connecting rod is known, the width in mm of the
rectangular cross section is calculated by equation (27)

W =

d area of cross section


1 + (4/25000) radius ofl gyration

Using this formula the width was found to be 12.5 mm.


5.1.5

Drawing of the connecting rod

The drawing of connecting rod is shown in Fig. (4)

22

(27)

18

+0,021
12
-0

5
R5

B
84,48

B
t=12mm

8,75

R1
0

19,5+0,021
-0

27

Itemref Qty:1

Material: AISI 1212

Designed by
SHASHANK

Checked by
Approved by - date
PROF.KRAUSE 04/07/13

Article No./Reference
File name
FILENAME

Date
03/07/13

Scale
1:1

CON_ROD

SHASHANK

DRAWING_NUMBER

Edition Sheet
EDITION SHEET

Fig. 4: Drawing of Connecting Rod

23

5.1.6

Static Analysis

Using this cross-section a static analysis using ANSYS Static Stuctural Module was carried out for validating the design. The material used AISI 1212 is not pre defined in ANSYS. Hence it was defined using its mechanical properties obtained from finite element
studies by Amaral et al [4]. Hexahedral elements were used as the mechanical component
was simple in structure as suggested by studies by Wang et al[5].The component had 5744
elements with an average orthogonal quality of 0.966.The meshed component is shown
in Fig. (5). Boundary conditions were similar to previous studies by Sudershn Kumar et
al [6]. The crank end of the connecting rod was fixed and pressure equal to maximum
gas pressure calculated from theory was applied at the gudgeon pin end. The boundary
conditions are shown in Fig. (6). This component is solved for Equivalent (von Mises)
stress and total deformation.. Default convergence criteria i.e the residuals must be less
than 0.1 % of applied load was used. The results of analysis is shown in Fig. (7) and
Fig. (8):

24

Fig. 5: Meshed Connecting Rod

Fig. 6: Boundary Conditions

25

Fig. 7: Total Deformation shown by the connecting rod

Fig. 8: Equivalent (von Mises) stress shown by the connecting rod

26

Drawing of the parts

The other necessary parts of the engine were modified to resolve the conflicts occuring
during the movement of the piston. Easier manufacturing was also given importance.
AutoCAD and CATIA were used to create the following CAD models shown in Fig. (9)
to Fig. (17)

27

58

100

26

44

100

36

1
5

45

10

7
2

11

Material: Aluminium

80

File name
FILENAME

Scale
1:1

Article No./Reference
Date
25/07/13

CRANKCASE

Edition Sheet
EDITION 1/1

Fig. 9: Crank case

28

0
5

M6

55

Itemref Qty:1

Checked by
Approved by - date
PROF.KRAUSE 25/07/13

DRAWING_NUMBER

Designed by
KAREEM

SHASHANK_KAREEM
C

42

39

4
3
2
1

SignatureChecked
Date
RevNo Revision note

RevNo Revision note

Date

SignatureChecked
Passma Abmae

32H7

+ 0.025
- 0.000

C
104,5

32H7
44

Itemref qty: 1

Ceramic

Designed by
SHASHANK

Checked by
Approved by - date
PROF.KRAUSE 24/07/13

Article No./Reference
File name
FILENAME

Date
18.6.13

Scale
1:1

CYLINDER_LINER

SHASHANK

DRAWING_NUMBER

Edition Sheet
EDITION 1/1

Fig. 10: Cylinder Liner

29

62
1 x 45

14

M8

42
14

12

sw

R1

Itemref Qty: 1

Material: Carbon Steel (C-25)

Designed by
HUGO

Checked by
Approved by - date
PROF.KRAUSE 10/07/13

Article No./Reference
File name
FILENAME

Date
08-07-2013

Scale
2:1

CRANK_PIN

FEBIN_HUGO_KAREEM_NEZABRAVKA_SHASHANK

DRAWING_NUMBER

Edition Sheet
EDITION 1/1

Fig. 11: Crank Pin

30

RevNo Revision note

Date

SignatureChecked

12
9.5

45

5
8

11

6
.6

13
35

44
55
31

C
31

55

D
10

10

A-A

Itemref Qty: 1

Material: Aluminium

Designed by
PROF.KRAUSE

Checked by
Approved by - date
PROF.KRAUSE 27/07/13

Article No./Reference
File name
FILENAME

Date
19/07/2013

Scale
1:1

CYLINDER_HEAD

FEBIN_HUGO_KAREEM_NEZABRAVKA_SHASHANK

DRAWING_NUMBER

Edition Sheet
EDITION 1/1

Fig. 12: Cylinder Head

31

RevNo Revision note

Date

SignatureChecked

16
11,73
5,86

22,4

B
1

16,22

8,11

R3

M 2:1

C
53

59

10

62

46

D
28

0
32
-0,025

32
1 7.

Itemref Qty:1

Material: Carbon

Designed by
PROF.KRAUSE

Checked by
Approved by - date
PROF.KRAUSE 10/07/13

Article No./Reference
File name
PISTON_37

Date
03/07/2013

Scale
1:1

PISTON

FEBIN_HUGO_KAREEM_NEZABRAVKA_SHASHANK

DRAWING_NUMBER

Edition Sheet
EDITION 1/1

Fig. 13: Piston

32

RevNo Revision note

Date

SignatureChecked

25
18

12.75

A-A

Itemref Qty:1

Material : SPring Steel

Designed by
SHASHANK

Checked by
Approved by - date
PROF.KRAUSE 24/07/13

Article No./Reference
File name
FILENAME

Date
23.07.2013

Scale
1:2

LOCKNUT

SHASHANK

DRAWING_NUMBER

Edition Sheet
EDITION 1/1

Fig. 14: Locknut

33

+0.025

42H7

0.000

45

40

60

48

B
15
58
70

C
17

13

A-A

15

28

38

42H7

43
5

Itemref Qty:1

Materail: Aluminium

Designed by
SHASHANK

Checked by
Approved by - date
PROF.KRAUSE 11/07/13

FEBIN_HUGO_KAREEM_NEZABRAVKA_SHASHANK

Article No./Reference
File name
FILENAME

Date
09/07/2013

Scale
1:1

CRANK_SHAFT_COVER
DRAWING_NUMBER

Edition Sheet
EDITION 1/1

Fig. 15: Crank Shaft Cover

34

0
6

58

20

40

15

M14

12

78

88

Itemref Qty :1

Material: SAE 4340

Designed by
PROF.KRAUSE

Checked by
Approved by - date
PROF.KRAUSE 11/07/2013

Article No./Reference
File name
FILENAME

Date
10/07/2013

Scale
1:1

CRANK_SHAFT

FEBIN_HUGO_KAREEM_NEZABRAVKA_SHASHANK

DRAWING_NUMBER

Edition Sheet
EDITION 1/1

Fig. 16: Crank Shaft

35

RevNo Revision note

Date

SignatureChecked

10

9.5

34

B
30

R2

C
45

2,4

R4

35

12

Itemref Quantity Steel ANSI 1212

Designed by
KAREEM

Article No./Reference

Checked by
Approved by - date
PROF.KRAUSE 20/07/13

File name
FILENAME

Date
18/07/2013

Scale
2:1

VALVE_DISK
HUGO_FEBIN_SHASHANK_KAREEM_NEZABRAVKA

DRAWING_NUMBER

Edition Sheet
EDITION 1/1

Fig. 17: Valve Disc

36

Conclusions
1. The use of carbon piston and ceramic cylinder liner reduced friction drastically.
2. The need for cooling and lubrication was eliminated.
Thus the use of carbon piston and ceramic cylinder liner was found to be beneficial.

Future work

The next step in the process will be to manufacture the remaining parts and assemble. The engine test bench with a data acquision system will be set up and testing
for performance and emissions will be carried out. The performance characteristics will
be compared with the commercially available engines and optimised to obtain higher
efficiency.

37

References
1. Yao, Mingfa, Zhaolei Zheng, and Haifeng Liu. Progress and recent trends in homogeneous charge compression ignition (HCCI) engines. Progress in Energy and
Combustion Science 35.5 (2009): 398-437.

2. L
u, Xingcai, Yuchun Hou, Linlin Zu, and Zhen Huang. Experimental study on the
auto-ignition and combustion characteristics in the homogeneous charge compression ignition (HCCI) combustion operation with ethanol-heptane blend fuels by port
injection. Fuel 85, no. 17 (2006): 2622-2631.

3. Kolchin, Albert Ivanovich, and Veniamin Pavlovich Demidov. Design of automotive


engines. Mir Publishers, 1984.

4. Amaral, Nicholas, Joseph J. Rencis, and Yiming Kevin Rong. Development of a finite element analysis tool for fixture design integrity verification and optimisation.
The International Journal of Advanced Manufacturing Technology 25.5-6 (2005):
409-419.

5. Wang, Erke, Thomas Nelson, and Rainer Rauch. Back to elements-tetrahedra vs.
hexahedra. 2004 International ANSYS Conference Proceedings. 2004.

6. Kumar, K. Sudershn, Dr Tirupathi Reddy, and Syed Altaf Hussain. Modeling


and Analysis of Two Wheeler Connecting Rod. International Journal of Modern
Engineering Research 2.5 (2012).

38

You might also like