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ICE Complex Engineering Problem Mercedes-Benz M 274 4-Cylinder Engine

Mahmood-ul-Hasnain

Technical Report · July 2020

DOI: 10.13140/RG.2.2.18402.40647

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 ICE Complex Engineering Problem

Mercedes-Benz M 274 4-Cylinder Engine

By

Mohammad Waleed

Muhammad Farhan Saleem

Muhammad Farooq

Mahmood-ul-Hasnain

Muhammad Usman Haider

Thesis submitted to the Faculty of Engineering at PIEAS in partial

fulfillment of requirements for the Degree of B.S. Mechanical Engineering

Department of Mechanical Engineering

Pakistan Institute of Engineering & Applied Sciences

Nilore, Islamabad, Pakistan

July, 2020
“ALLAH DOES NOT BURDEN A SOUL
BEYOND THAT IT CAN BEAR”
Surah Baqarah | Verse 286

ii
 Department of Mechanical Engineering,
Pakistan Institute of Engineering and Applied Sciences (PIEAS)
Nilore. Islamabad 45650, Pakistan

Declaration of Originality
We hereby declare that the work contained in this thesis and the intellectual content of
this thesis are the product of our own work. This thesis has not been previously
published in any form nor does it contain any verbatim of the published resources which
could be treated as an infringement of the international copyright law.

We also declare that we do understand the terms ‘copyright’ and ‘plagiarism’, and that
in case of any copyright violation or plagiarism found in this work, we will be held fully
responsible for the consequences of any such violation.

Muhammad Farhan Saleem

Mohammad Waleed

Muhammad Farooq

Mehmood-ul-Hasnain

Muhammad Usman Haider

December 27, 2020.

Pakistan Institute of Engineering and

Applied Sciences (PIEAS)

iii
 Dedication

This research and thesis report is wholeheartedly dedicated to the ALLAH

ALMIGHTY, for steering us, providing the strength of mind, protection, and
capabilities, and for giving us a healthful life.

Secondly, this work is dedicated to our loved parents and instructors who have been
our source of inspiration and gave us power when we were at the notion of giving up,
and continually offered their ethical, non-secular, emotional, and financial guide. This
thesis is also dedicated to our brothers, sisters, family, mentors, friends, and classmates
who shared their phrases of advice and encouragement to finish this report.

Mohammad Waleed

Muhammad Farhan Saleem

Muhammad Farooq

Mahmood-ul-Hasnain

Muhammad Usman Haider

iv
 Acknowledgement
We would first like to thank Mr. Mazhar Iqbal, of the Department of Mechanical
Engineering at Pakistan Institute of Engineering and Applied Sciences (PIEAS). Our
teacher always guided and supported us at every step of our project, and due to his
immense support, we aced this milestone of our career.

Finally, we ought to explicit our very profound gratitude to our parents and to our
friends for providing us with unfailing help and continuous encouragement throughout
our years of examining and through the procedure of getting to know and scripting this
record. This accomplishment could not have been possible without them.

Mohammad Waleed

Muhammad Farooq

Muhammad Farhan Saleem

Mahmood-ul-Hasnain

Muhammad Usman Haider

v
 Table of Contents
Chapter 1. Introduction ............................................................................................................... 1

1.1 Special Features of the M 274. .............................................................................................. 1

1.2 Working Principle of M274 Engine........................................................................................ 2

1.2.1 Intake Stroke................................................................................................................ 2

1.2.2 Compression Stroke ..................................................................................................... 2

1.2.3 Power Stroke ............................................................................................................... 2

1.2.4 Exhaust ........................................................................................................................ 3

1.3 Advantages of M274.............................................................................................................. 3

1.4 Challenges of M274 .............................................................................................................. 4

Chapter 2. Engine Design............................................................................................................. 5

2.1 Engine Views ........................................................................................................................ 5

2.1.1 Front View................................................................................................................... 5

2.1.2 Rear View.................................................................................................................... 6

2.1.3 Right View .................................................................................................................. 6

2.1.4 Left View .................................................................................................................... 8

2.1.5 Top View..................................................................................................................... 8

2.1.6 Bottom View ............................................................................................................... 9

2.2 Data Comparison with Predecessor Engine ......................................................................... 10

2.3 Torque vs power curve of M274........................................................................................... 11

2.4 Mechanical Components ..................................................................................................... 12

2.4.1 Crankcase .................................................................................................................. 12

2.4.2 Ventilation ................................................................................................................. 13

2.4.3 Oil pan....................................................................................................................... 14

2.4.4 Crank Assembly......................................................................................................... 14

2.4.5 Cylinder head............................................................................................................. 15

2.4.6 Belt drive ................................................................................................................... 15

2.4.7 Chain drive and camshaft adjustment.......................................................................... 15

vi
 2.5 Combustion......................................................................................................................... 16

2.5.1 Air supply .................................................................................................................. 16

2.5.2 Vacuum system.......................................................................................................... 16

2.5.3 Charging .................................................................................................................... 17

2.5.4 Fuel Injection system ................................................................................................. 17

2.5.5 Fuel supply system..................................................................................................... 20

2.5.6 Exhaust treatment system ........................................................................................... 20

2.6 Cooling and lubrication ...................................................................................................... 20

2.6.1 Engine cooling ........................................................................................................... 21

2.6.2 Engine lubrication ...................................................................................................... 21

2.7 Electrical and Electronic systems ........................................................................................ 22

2.7.1 Engine control............................................................................................................ 22

2.7.2 Ignition system .......................................................................................................... 23

Chapter 3. Design Calculations .................................................................................................. 25

3.1 Input and Output design Parameters Calculations ............................................................... 26

3.2 Material Selection ............................................................................................................... 29

3.2.1 Crank Case ................................................................................................................ 29

3.2.2 Oil Pan ...................................................................................................................... 30

3.2.3 Cylinder Head ............................................................................................................ 30

Conclusions ..................................................................................................................................... 31

References ....................................................................................................................................... 32

vii
 List of Figures
Figure 1-1 Schematic diagram of M 274 Engine .................................................... 2

Figure 1-2 Working principle of M 274 Engine...................................................... 3

Figure 2-1 View of engine from front ..................................................................... 5

Figure 2-2 View of engine from rear ....................................................................... 6

Figure 2-3 View of engine from right ...................................................................... 7

Figure 2-4 View of engine from left ........................................................................ 8

Figure 2-5 View of engine from top ........................................................................ 9

Figure 2-6 View of engine from bottom ................................................................ 10

Figure 2-7 Torque vs Power curve of M-274 Engine............................................ 12

Figure 2-8 Crankcase Assembly of M 274 Engine ................................................ 13

Figure 2-9 Crankshaft Assembly of M 274 Engine .............................................. 14

Figure 2-10 Working of Direct Fuel Injection ...................................................... 18

Figure 3-1 Tree diagram of Design Process .......................................................... 26

viii
 List of Tables
Table 2-1 Comparison of M-274 Engine with its Predecessor ............................. 10

Table 3-1 Design Parameters Calculations ........................................................... 29

ix
 Abstract
In this complex engineering problem, we studied a Mercedes Benz M 274 Engine.
These engines are the new inline Mercedes Benz class cars and are the most innovative
and unique to its competitors. We started with a selection of the engine which is the
most innovative in the field of the Internal Combustion Engines field. We completely
studied its working principle and the other components accompanying this engine such
as sensors, electrical controllers, fuel injection procedures, etc. The detailed analysis of
the engine is provided in the report in great detail.

Some of the engine characteristic features include fast action piezo injectors for
multiple fuel injection, advanced camshaft adjusters, die-casted aluminum crankcase,
and EU5 emission as well. Although there exist some drawbacks for example costly
engines, and timing chains sticking under critical frost conditions. The torque force in
the torque-rpm- power graph peaks in the range of 1200 – 4000 RPM, which means
that the vehicle has a steady torque for a wide range of rpm. The peak power however
is only obtained at near 5000 RPM. Direct fuel injection, multi-spark ignition, and some
other features make M274 one of the reliable, efficient, and long-lasting engines
Mercedes ever produced.

The design calculations performed by considering the different design parameters

unveiled a new way to look into that engine. The fuel mass per stroke is obtained as
0.000033 kg, which depicts that the M274 engine is very fuel-efficient despite being
robust. Keeping these things in mind, the crankcase is made of aluminum by die-casting
technique. Similarly, the cylinder head is made of high-strength aluminum alloy,
minimizing weight but keeping in view the strength, reliability, and longevity of the
engine.

x
 Chapter 1. Introduction

The comfort, the premium upholstery, the plush carpeting, polished wood trim, sleek
styling, LED mood lighting, an awesome array of information and entertainment
options; even the scent signals that this vehicle is special. If you demand the finer things
in life your automobile should be a Mercedes-Benz. Therefore, we have chosen the
Mercedes-Benz M 274 4-Cylinder Engine. Here are the special and salient features of
Mercedes Benz M 274 engine that makes it unique to its competitors.

1.1 Special Features of the M 274.

The following are the salient features of the M274 Engine of Mercedes-Benz.

i. Gasoline direct injection with piezo injectors of the latest generation for the
spray-guided Mercedes-Benz combustion system
ii. Fast action piezo injectors for multiple fuel injection
iii. Combination of direct injection with turbocharging
iv. Boost pressure control via vacuum
v. Advanced camshaft adjusters for optimized engine timing
vi. Further developed regulation and optimization of oil and cooling circuit with a
regulated engine oil pump and coolant pump
vii. ECO start/stop function with starter-assisted direct starting
viii. Demand-controlled multi-spark ignition
ix. Crankcase made of diecast aluminum
x. Fulfillment of EU 5 emissions standard with potential to fulfill future standards.

Besides these features the Mercedes has always been most innovative in its design of
engine. The Mercedes M274 engine is also one milestone in the line of those
accomplishments. The schematic diagram is Mercedes Benz M 274 engine is shown in
Figure 1-1.

1
 Figure 1-1 Schematic diagram of M 274 Engine

1.2 Working Principle of M274 Engine

A four-stroke engine (also known as a four-cycle) is an internal combustion engine in
which the piston performs four different strokes of a single thermodynamic cycle. A
stroke refers to the total movement of the piston around the cylinder, in any direction.
The four different strokes are referred to as:

1.2.1 Intake Stroke

This piston stroke starts at the top of the dead center. The piston comes down from the
top of the cylinder to the bottom of the cylinder, raising the volume of the cylinder. A
mixture of fuel and air is pushed into the cylinder by ambient (or higher) pressure
through the intake port.

1.2.2 Compression Stroke

With both the intake and the exhaust valve closed, the piston returns to the top of the
engine compressing the air or fuel-air mixture into the cylinder head.

1.2.3 Power Stroke

This is the beginning of the second cycle movement. If the piston is close to the Top
Dead Centre (TDC), the compressed air-fuel mixture in the gasoline engine is ignited
by a spark plug in the gasoline engines or ignited by the heat produced by the

2
compression in the engine. The resulting compressed fuel-air mixture compression
pressure pushes the piston back down to the Bottom Dead Core (BDC).

1.2.4 Exhaust
In the exhaust stroke, the piston returns to the top dead center again, while the exhaust
valve is open. This action expels the fuel-air mixture through the exhaust valve (s) [1].

The schematic diagram of working principle of 4-cylinder M 274 Mercedes Benz

engine is shown in Figure 1-2. All the four strokes and the injection of fuel is shown in
step wise manner is shown here.

Figure 1-2 Working principle of M 274 Engine

1.3 Advantages of M274

Some of the advantages of M274 engine are listed below

1) Twin Scroll turbocharger

2) High torque
3) Economic
4) High efficiency enhancing system
5) Piezo fuel injectors

3
One important feature added in 2012 to the 1.6L M270 4-cyl. was an efficiency
enhancing system called Camtronic the basic concept is valve stroke switching in
conjunction with fast camshaft positioners, which makes it possible to drive a large
share of the engine load with optimum fuel consumption with a small cam while almost
completely de-throttled.

1.4 Challenges of M274

Despite of all the luxuries, and advantages offer, there exist some of the challenges
which existed in M274 engine. Some of the challenges that M274 engine faced are
listed below

1) Timing Chain sticking: Timing chains sometimes get stuck in the frost
conditions where temperature is below -30oC. This leads to difficulties in
starting the engine at extreme conditions.
2) Costly: Cost has always been a great issue for the luxurious and high-
performance engines and M274 is no exception.

4
 Chapter 2. Engine Design

The engine is a power generator. It transforms the potential energy of the fuel to heat
energy and then to rotary motion. The car engine that generates power also works on
its own power. Overall, manufacturers identify the engines according to their different
designs, constructions, and applications. In this chapter we will discuss some of the
major engine design specifications of M274.

2.1 Engine Views

In this section we will describe all the major engine views and the respective
components that accompanying the engine. Exploring engine and its components from
different views gives deep insight into the components used, their placement and other
engine attributes as well [2].

2.1.1 Front View

The front view of Mercedes M274 engine is depicted in Figure 2-1. Different important
components of the engine such as alternator (A9) , air filter housing (1) can be seen and
observed in this view of the engine.

Figure 2-1 View of engine from front

1 Air filter housing

50/3 Noise damper
A9 Refrigerant compressor
B17/12 Charge air temperature sensor upstream of throttle Valve

5
 B28/6 Pressure sensor upstream of throttle valve
G2 Alternator
R39/2 Wide open throttle operation Vent line heater element
Y101 Bypass air switch over Valve

2.1.2 Rear View

The rear view of Mercedes M274 engine is depicted in Figure 2-2. Despite of its
gorgeous look different noticeable components, actuators and accessories like high
pressure pump (19) , sensors and valves are present in rear side of the engine.

Figure 2-2 View of engine from rear

11 Vacuum pump
19 High-pressure pump
B28/5 Pressure sensor downstream of air filter
Y94 Quantity control Valve

2.1.3 Right View

The right side of the Mercedes M274 engine as shown in Figure 2-3 contains some of
very important components of the engine. Ignition coils for four cylinders, catalytic
converter, crankshaft hall sensor (B70) etc. are shown in this view. The Hall sensor can
be used to determine the power of the magnetic field. For automotive applications, the
sensor is mounted next to or opposite to a permanent magnet. The magnetic field is

6
disturbed when a metal object moves through the sensor. The electronic sensor converts
the magnetic field to a digital signal by pulling the voltage from the ECU to the ground,
depending on the magnetic field power.

The item that disrupts the magnetic field is often a metal disk or ring with a hole pattern
on the end of the crankshaft. The hole pattern is evident in the crankshaft sensor signal
when the crankshaft rotates. The strength of the signal depends on the number of holes
in the disk and how quickly the crankshaft is spinning. The direction of the engine can
be calculated by a combination of a camshaft and a crankshaft signal. That’s how
crankshaft hall sensor works.

Figure 2-3 View of engine from right

158 Three-way catalytic Converter

B70 Crankshaft Hall sensor (with rotation direction detection)
G3/1 Oxygen sensor downstream of catalytic Converter
G3/2 Oxygen sensor upstream of catalytic Converter
T1/1 Cylinder 1 ignition coil
T1/2 Cylinder 2 ignition coil
T1/3 Cylinder 3 ignition coil
T1/4 Cylinder 4 ignition coil

7
2.1.4 Left View
When viewing the engine from the left side as shown in Figure 2-4, we can clearly see
the temperature sensors of the engine [3]. These sensors are the major component of
the engine. Throttle valve actuators are also there. These sensors are the thing that make
this engine great and unique.

Figure 2-4 View of engine from left

A16/1 Rear knock sensor

A16/4 Front knock sensor
B11/4 Coolant temperature sensor
B28/6 Pressure sensor upstream of throttle Valve
M1 Starter
M16/6 Throttle Valve actuator
R48 Coolant thermostat heating element
Partial load operation crankcase Ventilation system
Y58/2
Valve

2.1.5 Top View

The top view is the richest view of the engine. The schematic diagram is shown here in
Figure 2-5. All the components of the engine are shown in this view. The turbochargers,
pressure controllers fuel injectors, all the major parts and their respective position are
shown in this view.

8
 Figure 2-5 View of engine from top

50 Turbocharger
50/2 Boost pressure control flap vacuum unit
B4/25 Fuel pressure and temperature sensor
B6/15 Intake camshaft Hall sensor
B6/16 Exhaust camshaft Hall sensor
Charge air temperature sensor downstream of throttle
B17/13
Valve
B28/7 Pressure sensor downstream of throttle Valve
N3/10 ME-SFI [ME] control unit (motor electronics)
Y31/5 Boost pressure control pressure transducer
Y49/1 Intake camshaft solenoid
Y49/2 Exhaust camshaft solenoid
Y76/1 Cylinder 1 fuel injector
Y76/2 Cylinder 2 fuel injector
Y76/3 Cylinder 3 fuel injector
Y76/4 Cylinder 4 fuel injector
Y133 Coolant pump Switchover Valve

2.1.6 Bottom View

The bottom view of M274 engine as in Figure 2-6 shows that the engine is excellently
covered and protected from any unwanted dust, water splashes or something else. While
the oil level switch and engine oil valves are placed in bottom section of the engine as
in typical internal combustion engine.

9
 Figure 2-6 View of engine from bottom

S43 Oil Level check switch

Y130 Engine oil pump Valve

2.2 Data Comparison with Predecessor Engine

The C180 M-274 engine is a very reliable engine and is used in most of the cars used
in today’s world. The table below shows the comparison of M274 engine with one of
his successful predecessor M271 evo engine [4]. Significant increase in compression
ratio of the engine leading to increased rpm of the engine is evident. The detailed
comparison is shown in the Table 2-1.

Table 2-1 Comparison of M-274 Engine with its Predecessor

C 180 CGI C 180

Design Specifications
As of 09/2009 As of 06/2012
Engine designation M 271 EVO M 274
Engine model designation 271.82 274.91
Displacement cm3 1796 1595
Rated output kW 115 at 5000rpm 115 at 5300rpm

10
 250 250
Rated torque Nm at rpm
1600 – 4300 1250 – 4000
Compression ratio e 9.8: 1 10.3: 1
Emissions standard EU 5
Engine configuration /
Inline 4
No. of cylinders
Valves 4
Air supply Turbocharger with charge air cooling
Via boost
Boost pressure control Via vacuum
pressure
Boost pressure bar 1.2 1.1
Bore mm 82 83
Stroke mm 85 73.7
Cylinder spacing mm 90
Connecting rod length mm 143.5 152.2
Injection Direct injection (DI)

2.3 Torque vs power curve of M274

Torque is a vital aspect of producing power from a car engine, since it reflects a load
that the engine can bear to produce a certain amount of power to rotate the engine on
its axis. The force is measured in Newton per meter of rotation around one point.
Multiply this torque force (in N-m.) by the rotational speed of the axis per minute
(RPM) and you get the power output of the engine. This is what determines how quickly
a car can accelerate at various speeds and is critical for high-performance cars.

This graph Figure 2-7 illustrates how torque and horsepower are related to each other,
with the torque shown vertically and the RPM shown horizontally. The torque force in
the graph peaks in the range of 1200 – 4000 RPM, which means that the vehicle has a
steady torque for wide range of rpm. The peak power however is only obtained at near
5000 RPM.

11
 Figure 2-7 Torque vs Power curve of M-274 Engine

2.4 Mechanical Components

Now, the detail of mechanical components used in the M 274 engine will be described
here.

2.4.1 Crankcase
The crankcase of engine M 274 is made of die cast aluminum and is manufactured with
an open deck design is shown in Figure 2-8. It is highly rigid due to multiple cross struts
and longitudinal struts. The crankshaft bearing caps and cylinder liners are made of cast
iron.

12
 Figure 2-8 Crankcase Assembly of M 274 Engine

1 Crankcase
2 Timing case COVER
3 Crankshaft bearing cap
4 Oil filter
5 Baffle
6 Crankshaft bearing cap bolts
30 Engine oil pump

2.4.2 Ventilation
Ventilation of engine 274 is carried out by an oil separator, a partial load ventilation
system and a wide-open throttle ventilation system. The crankcase is vented via the line
from the air intake pipe. During partial load operation, ventilation takes place from the
oil separator to the charge air distributor. During wide open throttle operation,
ventilation takes place from the oil separator to the air intake pipe [5].

There is a heater element in the wide-open throttle vent line which prevents the
crankcase ventilation system from freezing up. The blow-by gases are removed via the
oil separator vent line from the oil filler neck to the oil separator. The vent line is
connected to the oil separator via a port in the crankcase.

13
2.4.3 Oil pan
The oil pan is made of die cast aluminum, which gives it a high level of rigidity. The
ribbing on the oil pan is designed to reduce noise emissions. On engine 274, the oil
dipstick guide tube is located at the rear on the left. The oil level check switch is located
at the rear of the oil pan.

The engine is supplied with oil by a regulated engine oil pump, which is driven by the
crankshaft via a toothed chain. The engine oil pressure is regulated via the engine oil
pump valve. This is switched by the ME- SFI [ME] control unit based on a
characteristics map and according to demand [2].

2.4.4 Crank Assembly

The depressions on the cast pistons are adapted to the combustion system and the
location of the fuel injectors. In comparison to the predecessor engine M 271 EVO, the
stroke has been shortened from 85 mm to 73.7 mm and the connecting rod length has
thus been increased by 8.7 mm. The assembly diagram is shown in Figure 2-9.

The diameter of the pistons has been increased by 1 mm. Thanks to a new piston design,
the weight has been maintained despite the larger pistons. The crankshaft is hollow cast
to reduce its weight and is equipped with four counterweights.

Figure 2-9 Crankshaft Assembly of M 274 Engine

14
 1 Pistons
2 Counterweights
3 Crankshaft

2.4.5 Cylinder head

The cylinder head consists of a high-strength aluminum alloy. The specially designed
intake ports generate the required charge movement in the combustion chamber.

Each cylinder has four valves. The valves are controlled via two camshafts. Two hold-
down devices are installed for each camshaft.

The design of the gas cycle and the charge movement of engine 274 have the following
effects:

➢ High torque over a wide rpm range

➢ Low fuel consumption
➢ Low exhaust emissions

Furthermore, the cylinder head is designed in such a way as to generate sufficiently

high turbulence, which further improves the combustion process.

2.4.6 Belt drive

The coolant pump, the alternator and the refrigerant compressor are driven by the belt
drive via the crank- shaft belt pulley. The drive system consists of a low-maintenance
poly- V-belt which is tensioned via an automatic belt tensioner with tensioner pulley.

2.4.7 Chain drive and camshaft adjustment

The camshafts are driven by the crankshaft via a toothed chain. The chain drive includes
two guide rails and one tensioning rail. The rails have a fully non- contact mounting on
the timing case cover. This significantly reduces noise. The engine oil pump is driven
by the crankshaft via a second toothed chain.

15
The camshaft adjustment system can adjust the intake camshaft up to 30 °CKA
(crankshaft angle) towards "Advanced" and the exhaust camshaft up to 40 °CKA
towards "Retarded". In this way the valve overlap in the gas cycle can be varied within
broad limits. This optimizes the engine torque curve, reduces fuel consumption and
improves exhaust characteristics.

To adjust the camshaft, the intake camshaft solenoid and exhaust camshaft solenoid are
actuated by the ME-SFI [ME] control unit with a pulse-width modulated signal at 150
Hz. The actuation is dependent on a characteristics map in the partial load and wide-
open throttle range and allows continuous adjustment of the camshafts according to the
duty cycle of the PWM signals [6].

The position of the intake camshaft is recorded by the intake camshaft Hall sensor and
the position of the exhaust camshaft is recorded by the exhaust camshaft Hall sensor
and this information is supplied to the ME-SFI [ME] control unit in the form of a
voltage signal.

2.5 Combustion
Main components of combustion will be discussed here:

2.5.1 Air supply

One of the main aims of the air supply system is to keep the resistance of the flow paths
as low as possible and to provide favorable flow conditions under all possible
circumstances.

The air ducting in the air filter housing has been designed to keep the flow resistances
to a minimum. The intake manifold has a double shell design.

2.5.2 Vacuum system

The vacuum pump produces a vacuum to supply the vacuum system. This is stored in
the vacuum reservoir and is used to supply all connected consumers.

The corresponding vacuum units are actuated electro pneumatically to control the boost
pressure and the coolant pump. The radiator shutters actuator is connected to the
vacuum pump by a distribution system.

16
2.5.3 Charging
The volumetric efficiency of the cylinders is improved as a result of charging. This
increases engine torque and engine power. The ME-SFI [ME] control unit calculates
the corresponding fuel quantity for the increased air mass. The pressure in the
turbocharger is controlled via a boost pressure control flap and an air recirculation
function.

A noise damper reduces the boost pressure fluctuations and pulsing noises. The main
component of the charging system is a single-stage turbocharger which can withstand
temperatures of 1050 °C. This is welded to the exhaust manifold at the exhaust side of
the engine in the form of a module [7].

The turbocharger draws in fresh air via the air filter at the compressor inlet and guides
it via the compressor outlet into the charge air pipe upstream of the charge air cooler.
Due to the high rotational speed of the compressor wheel and the resulting high
volumetric flow rate, the air in the charge air pipe is compressed to a boost pressure of
max. 1.1 bar. The charge air flows to the charge air cooler via a charge air-line. This
then cools the compressed, heated charge air and guides it via a charge air-line to the
charge air manifold.

2.5.4 Fuel Injection system

Fuel is a food for internal combustion engine. There exist four major types of fuel
injection systems:

➢ Single-point or throttle body injection

➢ Port or multipoint fuel injection
➢ Sequential fuel injection
➢ Direct injection

2.5.4.1 Fuel injection in M274 engine

In M 274 engine direct injection integrates fuel delivery technology that optimizes
gasoline engines and helps them to burn more fuel more effectively. This in turn boosts
the fuel savings of the engine and increases its performance.

17
2.5.4.2 Working of Direct Fuel Injection

The direct injection engine has separate air and gasoline manifolds. Engines use these
two areas for effective operation, and direct injection technology divides them into an
air intake manifold and a fuel engine.

Instead of splitting fuel and air into two separate intakes, normal injection engines mix
it and compress it with a piston. The gas and air are premixed in an exhaust manifold
just below the engine cylinder. This mixture is then ignited by a spark, resulting in an
explosion that pushes the piston down and generates power that is then sent to the
engine

Figure 2-10 Working of Direct Fuel Injection

The biggest difference between conventional injection and direct injection engines is
that, instead of pre-mixing fuel and air, the two are separated by a direct injection
engine.

2.5.4.3 Advantages of Direct Injection

Engines that use the direct injection process would have greater control over fuel
consumption. The technology uses a computer to track the precise amount of fuel that
needs to be pumped into your engine and where precisely that needs to do in order to
achieve maximum performance. The injector is located at the optimal point in your
engine, leading to an ideal fuel spray pattern that separates the gas into tiny droplets.
These tiny droplets are burnt and can produce more power and less toxic fuel emissions.

2.5.4.4 Disadvantages of Direct Injection

The direct injection engine is more advanced than the normal injection engine. This
leads to complicated maintenance and costly installations. As the additional
components of the direct injection engine boost fuel consumption at considerably
higher pressures than standard injection engines, they must be able to handle the

18
pressure and the added heat. This adds to a need for more costly, specialized parts and
installation.

Although direct injection engines can be a little costly and complicated, there is no
doubt that this technology benefits both the vehicles in it and the world. Since there are
major positive benefits from the use of direct injection technology in automotive
engines, it is bound to be used eventually in more and more vehicles.

2.5.4.5 Direct injection

A high-pressure pump (simplex plunger pump) with integrated quantity control valve
is used to generate the high pressure.

The fuel is transported via a high-pressure rail to the fuel injectors, which are centrally
located and inject the fuel into the combustion chamber. The newly developed high-
pressure injectors with piezo actuator modules are capable of delivering up to five
highly accurate injections per cycle [8].

2.5.4.6 Fuel injectors

The fuel injectors spray a calculated quantity of finely atomized fuel into the
combustion chamber of the associated cylinder at a certain point in time. A coupler
module inside the fuel injector ensures that the nozzle module and the piezo actuator
module have zero clearance in the longitudinal direction. The fuel injectors are designed
without a fuel return. The fuel feed line is sealed at the high-pressure end in the rail by
a sealing unit consisting of an O ring and anti-extrusion rings. The seal between the fuel
injector and the cylinder head is provided by a Teflon ring [8].

The fuel injectors operate extremely rapidly and can inject even the smallest fuel
quantities. Due to the high fuel pressure of 130 bar to 200 bar, the externally opening
nozzle provides a stable hollow cone- shaped jet under all operating conditions. The
ME-SFI [ME] control unit generates the operating voltage of 140 V to 210 V for the
fuel injectors via an integrated output stage and actuates the fuel injectors with a ground
signal. The lift of the nozzle needle is approx. 35 µm.

The piezo actuator module provides a capacitive load for the ME-SFI [ME] control unit.
When opened, a current of approx. 8 A flows for a few microseconds. To open and
close, the ME-SFI [ME] control unit reverses the polarity. The short switching times of

19
the piezo injectors allow multiple injections with short pauses during a single
combustion cycle.

2.5.5 Fuel supply system

The fuel supply system provides sufficient quantities of filtered fuel at sufficient
pressure to the high-pressure pump under all operating conditions. The high- pressure
pump then pumps the fuel to the fuel injectors.

2.5.6 Exhaust treatment system

The task of the exhaust treatment system is to reduce exhaust emissions:

➢ Nitrogen oxides (NOx)

➢ Hydrocarbon (HC)
➢ Carbon monoxide (CO)

To do so, the catalytic converter, for example, must be quickly brought up to operating
temperature so that exhaust emissions during cold starting are reduced

The exhaust system consists of:

➢ Catalytic converter
➢ Decoupling element
➢ Front muffler
➢ Center muffler
➢ Rear muffler

With the help of this exhaust system, the EU 5 emissions standard required for the start
of series production is fulfilled. The design takes into account the possibility of
fulfilling the EU 6 emissions standard. The decoupling element reduces the
transmission of vibrations from the engine to the exhaust system.

2.6 Cooling and lubrication

Despite the tremendous improvement in simple internal combustion engines, about 70
per cent of the fuel energy is converted to heat. As it is not dissipated into the
atmosphere on its own, a cooling mechanism is used for this reason.

20
Several functions of the cooling system used to cool the engine include cooling the
engine to prevent it from overheating by transmitting heat to the air. This helps to
prevent unnecessary wear and tear at high temperatures, auto-ignition due to hot
cylinders, which can lead to failure of the piston/cylinder. It can also contain thermal
stresses that are not ideal for the engine itself. Lubricant is also used to decrease the
wear and tear of the engine parts i.e., gears, cams and other components.

2.6.1 Engine cooling

Following two engine cooling systems are used in the M274 engine.

2.6.1.1 Cooling circuit

Engine cooling takes place via a crossflow cooling system. This ensures that each
cylinder is supplied uniformly with coolant. In contrast to longitudinal flow cooling,
this prevents a temperature gradient between the cylinders under high loads.

An electronically controlled thermostat enables a map-controlled warm-up process.

This control system makes rapid warming of the combustion chambers possible during
the warm-up phase. In the process, the coolant temperatures are actively influenced by
the ME-SFI [ME] control unit depending on the driving style and ambient.

2.6.1.2 Coolant thermostat

The coolant thermostat regulates the coolant temperature in a range of 98 °C to 108 °C

for the thermal management system depending on the engine load. The heating element
is actuated at the ground end by the ME-SFI [ME] control unit. As of approx. 108 °C,
the coolant thermostat is always fully open irrespective of the control settings.

In order to minimize pressure losses, the coolant thermostat is equipped with a rotary
ball valve to control the volumetric flow rates.

2.6.2 Engine lubrication

Regulated engine oil pump is used to lubricate the engine. The engine oil pressure is
regulated via the valve on the engine oil pump. The ME-SFI [ME] control unit actuates
the engine oil pump valve. This allows the oil pressure to be adjusted according to
demand from 3.9 bar to 1.7 bar. The engine oil supply in the oil circuit of the engine is
thus optimally matched to the respective requirements. This also reduces the operating
energy input of the engine oil pump and, as a consequence, the power loss of the engine.

21
As soon as the minimum engine oil level is reached, this is recorded by the oil level
check switch in the oil pan and transmitted to the ME-SFI [ME] control unit [2].

The engine oil pressure reported back via the control channel is modulated at the pilot
control valve and acts on the set collar against the force of the control spring opposite.
The position of the set collar produces eccentricity relative to the rotational axis of the
rotor, whereby the delivery rate increases as the eccentricity increases [9].

2.7 Electrical and Electronic systems

Automotive electronics are electronic devices used in cars, including engine control,
ignition, radio, car appliances, telematics, in-car entertainment systems, and others.
Ignition, engine and transmission electronics are also used in trucks, motorcycles, off-
road vehicles and other internal combustion engines such as forklifts, tractors and
excavators. Related components for the operation of the appropriate electrical systems
can also be used in hybrid vehicles and electric cars.

Electronic devices have become an increasingly significant part of the cost of vehicles.
Future autonomous cars will rely on powerful computer systems, a variety of sensors,
networking and satellite navigation, all of which will require electronics [10].

2.7.1 Engine control

Newly developed Motor electronics (ME-SFI [ME]) control unit are used to control the
engine. This is attached to the intake side of the air filter housing in order to make use
of the cooling effect of the intake air. The ME-SFI [ME] control unit combines
electrically with the sensors and actuators of engine 274 to form the engine control
system.

The engine control system reads in sensor data directly and, via the CAN network,
indirectly and actuates the respective actuators. The engine control system is based on
a single- processor concept with a separate control monitor and operates at a clock
frequency of 150 MHz

The most important features of the engine control system are:

➢ Cylinder-selective, adaptive knock control

➢ Torque control

22
 ➢ Lambda control
➢ Control of direct injection fuel injectors
➢ Oil temperature model
➢ Control of throttle valve actuator
➢ Crankshaft sensor with rotation direction detection

The following systems and functions are controlled and coordinated by the ME-SFI
[ME] control unit according to the input signals:

➢ Ignition system
➢ Fuel supply
➢ High-pressure gasoline injection
➢ Electronic accelerator
➢ Diagnosis and fault storage
➢ ECO start/stop function engine control system
➢ Drive authorization system and immobilizer
➢ Stepless camshaft adjustment for intake and exhaust
➢ Boost pressure control
➢ Torque interface to ESP, transmission, and air conditioning
➢ Alternator interface
➢ Thermal management for shortening warm-up phase
➢ Exhaust treatment
➢ Control of engine oil pump

2.7.2 Ignition system

The ignition coils are plugged directly onto the spark plugs with short ignition lines
known as "boots". They provide sufficient ignition energy for the respective cylinder
in all operating conditions.

The ME-SFI [ME] control unit actuates the ignition coil with a 5 V signal [2]. At the
firing point, this interrupts the primary circuit at the ground end. This creates arcing in
the air gap between the center and ground electrode of the spark plug. The ignition
angles are determined by the ME-SFI [ME] control unit according to a characteristics

23
map on the basis of the input signals. The following are the two operating modes of
Ignition oil system.

2.7.2.1 Single spark – Single spark ignition

In this operating mode the ignition coil is charged, and an ignition spark is generated
once in each ignition cycle. New combustion methods increase the demands on the
ignition system. In supercharged engines the ignition coil must deliver a higher
secondary voltage so that an ignition spark can be produced. In order to reliably ignite
the mixture, high-energy ignition coils are used which provide a long spark duration.

2.7.2.2 Multi spark – Multiple spark ignition

In contrast to the single-spark mode, several sparks are used in multi-spark operation.
A multi-spark ignition cycle begins in the same way as a single-spark cycle. The
ignition coil is initially charged to a desired target primary current. At the firing point
the charging current is shut off, producing an ignition spark. In multi-spark mode, the
ignition coil is not fully discharged, but is recharged in the interim so that it can again
provide enough energy for the sparks.

The secondary current, which is directly dependent on the charge level of the ignition
coil, is measured in the ignition coil. If it drops below the secondary current threshold,
the ignition coil electronics reopen the output stage allowing the charging current to
flow again. The level of the primary current is also monitored. When the primary
current threshold is reached, the output stage closes the primary circuit and high voltage
is generated once more. This causes another ignition spark to be produced. Subsequent
sparks are also generated in the same way.

24
 Chapter 3. Design Calculations

By designing we mean charting out a plan for fulfilling a specific need or solve a
specific problem. Whenever we talk about design, first thing that we ponder about is
what’s the requirement or need. Design is a highly sequential, iterative and recursive
process. It is also a decision-making process. Decisions sometimes are to be made with
too little information, infrequently with just the right volume of information, or with an
excess of partially contrary information. Decisions are occasionally made tentatively,
with the right reserved to Introduction to Mechanical Engineering Design 5 adjust as
more becomes known. The point is that the engineering designer has to be personally
comfortable with a decision-making, problem-solving role.

Designing is a coordination-intensive action in which both words and photographs are

used and written, and oral forms are employed. Engineers have to communicate
effectively and work with people of many disciplines. These are important skills, and
an engineer’s success depends on them. A designer’s personal resources of
creativeness, communicative ability, and problem-solving skill are intertwined with the
knowledge of technology and first principles. Engineering tools (such as mathematics,
statistics, computers, graphics, and languages) are combined to produce a plan that,
when carried out, produces a product that is functional, safe, reliable, competitive,
usable, manufacturable, and marketable, regardless of who builds it or who uses it.

As stated, earlier identification of need is the foremost step to start a design process.
So, recognizing your need is also a creative and brain riddling task. It’s because needs
are sometimes vague and irrevocable. So, a need also needs to be a genuine need not a
wild castle in air.

Here is tree diagram shown in Figure 3-1 of how a design process works. This tree
diagram shows the complete steps used in a design process. One can see that the design
process is an iterative phenomenon. Each step is referred multiple times to come to a
better solution.

25
 Figure 3-1 Tree diagram of Design Process

3.1 Input and Output design Parameters Calculations

Following equations from literature have been used to calculate various engine design
parameters

The ratio of cylinder volume V at any crank angle to clearance volume is given by:

𝑽 𝟏
= 𝟏 + ∗ ( 𝒓𝒄 − 𝟏)[𝑹 + 𝟏 − 𝒄𝒐𝒔𝜽 − (√𝑹𝟐 − 𝒔𝒊𝒏𝟐 𝜽)] 3-1
𝑽𝒄 𝟐

Where

rc = compression ratio

R = r/a

The formula for displaced volume is given as follows:

𝝅
𝑽𝒅 = ( ) ∗ 𝑩𝟐 𝑺 3-2
𝟒

Where B = bore, S = stroke

26
The formula for average piston speed is given as below:

̅̅̅̅
𝑼𝒑 = 𝟐𝑺𝑵 3-3

Where S = stroke length, N is the rpm.

The formula for instantaneous speed of the piston is given by:

𝝅 𝒄𝒐𝒔𝜽
𝑼𝒑 = 𝟐𝑺𝑵 ∗ ( ) 𝒔𝒊𝒏𝜽 ∗ [𝟏 + ] 3-4
𝟐 √(𝑹𝟐 − 𝒔𝒊𝒏𝟐 𝜽)

Where S= stroke length, N is the rpm, θ is crank angle

The formula for brake means effective power is given below:

𝟒𝝅𝝉
𝒃𝒆𝒎𝒑 = 3-5
𝑽𝒅

Where τ is torque, Vd is displaced volume

The very important engine parameter that is brake power is given below:

𝑾̇ 𝒃 = 𝟐𝝅𝑵𝝉 3-6

Where N = number of revolutions, τ is torque

The piston face area of all pistons is given by formula:

𝝅
𝑨𝒑 = ( ) ∗ 𝑩𝟐 3-7
𝟒
Where B = bore length

The formula for swept volume by the piston is given by

𝑽𝒅
𝑺𝑽 = 3-8
𝑾̇ 𝒃

Where Wb is brake power and Vd is displaced volume.

27
The mass of fuel is described by the formula

𝒎𝒂
𝒎𝒇 = 3-9
𝑨𝑭
Where ma = mass of air, AF = air fuel mixture ratio

The formula for brake specific fuel consumption is given by:

𝒎̇ 𝒇
𝒃𝒔𝒇𝒄 = 3-10
𝑾̇ 𝒃

Where mf = mass rate of fuel, Wb is brake work.

The ratio R is given by:

𝒓
𝑹= 3-11
𝒂
Where r = connecting rod length & a = crank offset

The parameter a is given by:

𝑺
𝒂= 3-12
𝟐
Where S= stroke length

The crank angle is given by:

𝒂
𝜽 = 𝒕𝒂𝒏−𝟏 ( ) 3-13
𝒓

The detailed design parameters’ calculation is shown in Table 3-1. Every parameters
calculation and source are shown here along with their detailed values obtained in the
calculations.

28
 Table 3-1 Design Parameters Calculations

Engine Parameters Calculated

From literature (fuel used
Heating value of fuel 45 MJ/kg
diesel)
Air-fuel ratio 15 From literature
mass of fuel 0.000033kg Calculated using equation 3-9
bsfc 363 gm/kW-hr Calculated using equation 3-10
Specific volume of engine 0.01382 L/kW Calculated using equation 3-8
bemp 1969 kPa Calculated using equation 3-5
Ap 0.005 m^2 Calculated using equation 3-7
bore 83 mm Literature
stroke 73.7 mm Literature
Vd 1595 cm^3 Calculated using equation 3-2
Vc 171.5 cm^3 Calculated using equation 3-1
Compression ratio 10.3 Literature
crank-offset 36.85 Calculated using equation 3-10
R 4.13 Calculated using equation 3-11
Average piston speed 13.02 m/s Calculated using equation 3-3
Instantaneous piston speed 5.6 m/s Calculated using equation 3-4
Crank angle 13 degree Calculated using equation 3-13
Connecting rod length 152.2 mm Literature
Mass of air in 0.0005 kg Assumed

3.2 Material Selection

In this section we will provide the material used by the engine parts. We will also be
discussing the detail of the reason behind the selection of the material and also its
limitations use.

3.2.1 Crank Case

As the crank and related assembly bears a high temperature and pressure so it needs a
strong material for its manufacturing. Aluminum die cast is used for manufacturing of
the crank case as this material is highly rigid due to multiple cross struts formed as a

29
result of open deck design. Crank bearing caps and cylinder liners are made up of cast
iron.

3.2.2 Oil Pan

The oil pan is made of die cast aluminum, which gives it a high level of rigidity. The
ribbing on the oil pan is designed to reduce noise emissions. On engine 274, the oil
dipstick guide tube is located at the rear on the left.

3.2.3 Cylinder Head

The cylinder head consists of a high strength aluminum alloy. The specially designed
intake ports generate the required charge movement in the combustion chamber. Each
cylinder has four valves. The valves are controlled via two camshafts. Two hold-down
devices are installed for each camshaft.

30
 Conclusions

In this perplexing engineering, we considered a Mercedes Benz M 274 Engine. These

engines are the new inline Mercedes Benz class vehicles and are the most inventive and
one of a kind to its rivals. We began with a choice of the engine which is the most
imaginative in the field of the Internal Combustion Engines field. We totally
contemplated its working rule and different parts going with this engine, for example,
sensors, electrical controllers, fuel infusion methodology, and so forth The definite
examination of the engine is given in the report in extraordinary detail.

The engine trademark highlights the inclusion of quick activity piezo injectors for
multiple fuel injection, advanced camshaft adjusters, die-casted aluminum crankcase,
and EU5 emission. Despite the fact that there exist a few disadvantages for instance
expensive engines, and timing chains staying under basic ice conditions. The force
power in the force rpm-power chart tops in the scope of 1200 – 4000 RPM, which
implies that the vehicle has a consistent force for a wide scope of rpm. The peak power
anyway is just gotten at almost 5000 RPM. Direct fuel infusion, multi-flash start, and
some different highlights make M274 one of the solid, effective, and dependable
engines Mercedes ever delivered.

The design calculations performed by considering the diverse design parameters

disclosed another approach to investigate that engine. The fuel mass per stroke is gotten
as 0.000033 kg, which portrays that the M274 engine is very fuel-proficient and thus,
can legitimize its cost. Remembering these things, the crankcase is made of the
aluminum by die-casting technique. Likewise, the cylinder head is made of high-
strength aluminum composite, limiting weight yet keeping in view the strength,
unwavering quality, and life span of the engine.

31
 References

[1] O. Story and O. Ain, “FOUR-CYLINDER GASOLINE ENGINES FROM

MERCEDES-BENZ,” pp. 4–11.

[2] S. Manual, “Introduction of the New Inline Engine Generation 4-Cylinder M 274
Introduction into Service Manual Introduction of the New Inline Engine
Generation,” 2012.

[3] D. E. V. Pment and G. A. S. O. Engines, “De Velo Pment G a S Oline Engines

the New Mercedes-Benz 3 . 0-L V6 Di Gasoline Engine With Twin Turbo,” pp.
18–24, 2013.

[4] T. Gödecke, C. Schildhauer, F. Weinert, and A. Frick, “The Plug-in Hybrid

Powertrain for Compact Cars from Mercedes-Benz,” MTZ Worldw., vol. 80, no.
11, pp. 32–39, 2019, doi: 10.1007/s38313-019-0118-9.

[5] A. Nimsiriwangso et al., “6-STROKE ENGINE : THERMODYNAMIC

MODELLING AND DESIGN FOR TESTING,” vol. 26, no. 2, 2019, doi:
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[6] G. Vent, C. Enderle, N. Merdes, F. Kreitmann, and R. Weller, “The new 2 . 0l

turbo engine from the Mercedes- Benz 4-cylinder engine family,” pp. 1–23,
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[7] P. R. Chitragar, K. V Shivaprasad, V. Nayak, P. Bedar, and G. N. Kumar, “An

experimental study on combustion and emission analysis of four cylinder 4-
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[8] S. Petreanu and W. Virginia, “Conceptual analysis of a four -stroke linear engine
CONCEPTUAL ANALYSIS OF A FOUR-STROKE LINEAR Department of
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[9] A. Dabrowski, M. Glogowski, and P. Kubiak, “IMPROVING THE

EFFICIENCY OF FOUR-STROKE ENGINE WITH USE OF THE
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 EXAMINATION,” vol. 17, no. 4, pp. 581–590, 2016, doi: 10.1007/s12239.

[10] D. Guida and A. Ruggiero, “A FOUR STROKE,” no. January, 2016.

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