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3-Engine Dynamic Properties
3-Engine Dynamic Properties
Scuola di Dottorato di Ricerca 2010 - Road vehicle and engine engineering science
The mass inertia properties of the piston-connecting rod-crankshaft assembly are a composite of
the rotating mass of the crankshaft about their axis and the reciprocating masses in the cylinder
direction.
The inertial properties of a single cylinder engine are determined by the piston mass,
exclusively oscillating mass, the crankshaft mass, exclusively rotating mass, and the
corresponding connecting-rod mass components, usually assumed to amount to 1/3 for rotating
and to 2/3 for oscillating mass.
The inertia force components are identified as inertial forces of the 1st, 2nd, 4th order,
depending upon their rotational frequencies, relative to engine speed: in general only the 1 st and 2ndorder components are significant.
In the case of multi-cylinder engines, free moments of inertia are present when all the complete
crankshaft assemblys inertial forces combine to generate a force couple at the crankshaft.
Scuola di Dottorato di Ricerca 2010 - Road vehicle and engine engineering science
Massa
alterna ma
d / dt
Force m a * acc FI FII
Il Motore comeof
sorgente
e rumore
The alternate motion
thedi vibrazioni
con rod
- crank system
Fig. 1.1
Scuola di Dottorato di Ricerca 2010 - Road vehicle and engine engineering science
Fgas = P * A
Ftot = Fgas + Frec
Fn = Ftot * sin
Te = Fn * x
Coppia
media
erogata
Gas pressure
Inertial effect
Resulting
pressure
Scuola di Dottorato di Ricerca 2010 - Road vehicle and engine engineering science
Fig. 1.3
max
min
min
Concetti generali
where
Fi = Inertia force [N]
MREC = Reciprocating mass (piston mass plus approximately 2/3 conrod mass)
= Crank angle (zero at top dead centre)
R = Crankshaft radius [m]
L = Conrod length [m]
Inertia force is obtained by multiplying the piston acceleration by the reciprocating mass and acts only
in the line of the cylinders.
Scuola di Dottorato di Ricerca 2010 - Road vehicle and engine engineering science
Scuola di Dottorato di Ricerca 2010 - Road vehicle and engine engineering science
Fig. 1.3
Torque resulting from piston motion alone for a single cylinder engine.
Scuola di Dottorato di Ricerca 2010 - Road vehicle and engine engineering science
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Torque resulting from gas pressure alone for a single cylinder engine.
Scuola di Dottorato di Ricerca 2010 - Road vehicle and engine engineering science
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The sum of the inertia and the gas torques is present at the flywheel and
has to be reacted by the engine structure
Scuola di Dottorato di Ricerca 2010 - Road vehicle and engine engineering science
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and is
15
Fr mr r 2
F ma r 2 cos
1
F ma r 2 cos 2
2
Scuola di Dottorato di Ricerca 2010 - Road vehicle and engine engineering science
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Fr mr r 2
F ma r 2 cos
1
F ma r 2 cos 2
2
Scuola di Dottorato di Ricerca 2010 - Road vehicle and engine engineering science
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500
1000
1500
2000
2500
3000
3500
4000
2Cil
3Cil
4Cil
5Cil
6Cil
8Cil
Scuola di Dottorato di Ricerca 2010 - Road vehicle and engine engineering science
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The Inline-four engine or Straight-four engine is an internal combustion engine with all four cylinders
mounted in a straight line, or plane along the crankcase.
For in-line four-cylinder engines the first and fourth crankthrows are therefore indexed on one side of the
crankshaft and the second and third throws on the other side. The firing order of these engines, numbering
from the front, may then be either 1-3-4-2 or 1-2-4-3 at 180 intervals.
The inline-four is not a fully balanced configuration. An even-firing inline-four engine is in primary balance
because the pistons are moving in pairs, and one pair of pistons is always moving up at the same time as
the other pair is moving down. However, piston acceleration and deceleration are greater in the top half of
the crankshaft rotation than in the bottom half, because the connecting rods are not infinitely long, resulting
in a non sinusoidal motion. As a result, two pistons are always accelerating faster in one direction, while the
other two are accelerating more slowly in the other direction, which leads to a secondary dynamic
imbalance that causes an up-and-down vibration at twice crankshaft speed. This imbalance is tolerable in
a small, low-displacement, low-power configuration, where alternate weight and stroke are moderate, but the
vibrations get worse with increasing size and power. Above 2.0 L, most modern inline-four engines now use
balance shafts to eliminate the second-order harmonic vibrations. In a system invented by Dr. Frederick W.
Lanchester in 1911, and popularized by Mitsubishi Motors in the 1970s, an inline-four engine uses two
balance shafts, rotating in opposite directions at twice the crankshaft's speed, to offset the differences in
piston speed.
Scuola di Dottorato di Ricerca 2010 - Road vehicle and engine engineering science
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SUBARU
New Diesel boxer engine
Scuola di Dottorato di Ricerca 2010 - Road vehicle and engine engineering science
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The straight-five engine or inline-five engine is an internal combustion engine with five
cylinders aligned in one row or plane, sharing a single engine block and crankcase.
A five-cylinder engine gets a power stroke every 144 degrees (720 5 = 144). Since
each power stroke lasts 180 degrees, this means that a power stroke is always in effect.
Because of uneven levels of torque during the expansion strokes divided among the five
cylinders, there is increased secondary-order vibrations. At higher engine speeds, there is
an uneven third-order vibration from the crankshaft which occurs every 144 degrees.
Because the power strokes have some overlap, a five-cylinder engine may run more
smoothly than a non-overlapping four-cylinder engine, but only at limited mid-range speeds
where second and third-order vibrations are lower.
In conclusion the main disadvantage is that a straight-five design has free moments
(vibrations) of the first and second order on the cylinder plane: the first one may be
balanced by a balance shaft, rotating in opposite directions at the crankshaft's speed, and
by proper weight (rotational component) on the crankshaft itself.
Firing order can be 1-2-4-5-3 or 1-5-4-3-2: with the last one the 2 order free moment is
lower while higher the first one.
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