Mechanical Design of Engine Parts

P M V Subbarao
Professor
Mechanical Engineering Department

Design for Survival …

MOST EXOTIC NEED OF HUMANS :Mobile Power :
Animal Driven Vehicles

2
 An Exclusive Thermodynamic Characteristic of
Humans
Life on Earth

The humans are extra-somatic heterotrophs.

Motive Power is An important Extra-somatic Need
Autotrophs Heterotrophs
Human Evolution due to Mobility
 Evolution of Intelligent Species : Artificial Horse
World's first inexpensive car : In
Benz Velo, 1893 0.7 hp & 20
km/hr.
14 liters per 100 kilometers. 

World’s most fuel efficient car :

Volkswagen's diesel-hybrid
XL1, 2013, 75 hp & 306 km/hr.
1.0 liter per 100 kilometers
Busy Roads in 21st century
 A Faraday Future FF 91 electric car

FF91 is displayed on stage during an unveiling event at CES in Las

Vegas, Nevada January 3, 2017. REUTERS/Steve Marcus
Prius : Toyoto Hybrid vehicle
The Type of Prime Mover for Light Vehicle Sales in
Two Decades
Future Targets for Fuel Economy of LCVs
Major Components of A Multi Cylinder Engine

Connecting rod
 Characteristics of Real Engine at Maximum Fuel
Consumption
Control System of A
Conventional I.C. Engine Vtotal
r
Vclearance

12
The Ultimate Characteristic of Sustainable Creation
 Engine Geometric Ratios

Engine Compression Ratio

Cylinder Bore-to-Stroke Ratio

Bore B
RBS  
Stroke Length 2a

Kinematic Rod Ratio

Connecting Rod Length l
R 
Crank Radius a
Heat Loss Vs RBS
Frictional Loss Vs Geometry & Speed of Engine
Trending of Current Engines: Bore/Stroke Ratio

Bore – to –Stroke Ratio

 Extreme Limits of RBS

• The extremes to this relationship is the inertial forces

origination from the piston motion.
• To achieve high power density, the engine must operate at
a high engine speed (up to 18,000 rpm for the Formula 1
engine), which leads to high inertial forces that must be
limited by using a large bore-to-stroke ratio.
• For applications that demand high efficiency, a small bore-
to-stroke ratio is necessary and, again because of the
inertial forces of the piston, requires a slower engine speed
and lower power density.
• For the marine application that has a 2.5 m stroke, the
engine speed is limited to 102 rpm.
 Kinematic Rod Ratio

Connecting Rod Length l

R 
Crank Radius a
Effect of Rod Ratio on ISFC : PI Engine
Effect of Rod Ratio on Heat Balance : PI Engine
Effect of Rod Ratio on Heat Balance
Indicative Specific Fuel Consumption
Piston Displacement & Speed

s   a cos   l  a sin 

2 2 2

L  2a

Instantaneous Piston Displacement:

2
L L
s   cos   l 2  sin 2 
2 4
 Piston Speed during High Load Conditions
2
L L
s   cos   l  sin 
2 2

2 4
• For a four stroke engine:
• For Piston moves
upward.
• For Piston moves
downward.
• The speed of the piston

ds ds d
Vp   
dt d dt
ds ds 2N
Vp   
dt d 60
 LN  cos  
Vp  sin    1
60  R  sin 
2 2

 Rod Ratio Vs Piston Speed
• Short Rod is slower at BDC range and faster at TDC range.
• Long Rod is faster at BDC range and slower at TDC range.

LN  cos  
Vp  sin    1
60  R  sin 
2 2

 Role of Thermofluids on Engine Geometry

• Thermodynamic performance decides the compression

ratio.
• Heat transfer and combustion mechanism decide the
bore-to-stroke ratio.
• Fuel economy and safety decide rod ratio.
• These geometric ratios are to be taken as input to
Mechanical Design of Engine parts.
• What is next major information required for design?
The Ultimate Goal of Thermodynamic Modelling
Cold Period of Operation Hot Period of Operation
Combustion Generated Pressure-Crank Angle Diagram
In-cylinder Processes in a Diesel Engine
In-cylinder Processes in Next generation HCCI-DI Engine
Engine Cylinder – Piston system
/injector
 Cylinder & Cylinder Liner

• Function: To retain the working fluid & guide the Piston.

 Stress in Cylinder
• Design of cylinder involves determination of wall thickness.
• The forces: Force due to Gas Pressures & Side thrust.
• Types of stresses generated: Longitudinal Stress,
Circumferential Stress & Bending Stress due to side thrust.

 c ,app
Net Longitudinal Stress  l ,net   l ,app 
m

Net Circumferential Stress   l ,app

c , net   c , app 
m

B2  p B p
 l ,app  2  c ,app 
D0  B 2 2t
 Design of Cylinder
• The thickness (t) of cylinder wall is determined by thin cylinder
formula.
p B
t  Allowance for Reboring
2 c , permissible

• Industry practice: The thickness (t) of cylinder wall is determined

by an empirical formula.

t  0.045B  1.6mm
 Empirical Relations of Liner design

• Liners are designed using empirical relations.

t dry liner  0.03B  0.035B

Thickness of water jacket wall

tWJ  wall  0.032 B  1.6mm

Thickness of water space : 10mm for a bores below 75mm.

For bores greater than 75mm.
tWJ  wall  0.08B  6.5mm
The Piston
 Design Considerations

• In designing a piston for I.C. engine, the following points should

be taken into consideration :
• Strength to withstand the high gas pressure and inertia forces.
• Minimum mass to minimise the inertia forces.
• Form an effective gas and oil sealing of the cylinder.
• Provide sufficient bearing area to prevent undue wear.
• disperse the heat of combustion quickly to the cylinder walls.
• High speed reciprocation without noise.
• Rigid construction to withstand thermal and mechanical
distortion.
• support for the piston pin.
 Design of Piston Head
• The piston head or crown is designed keeping in view the
following two main considerations, i.e.
• Adequate strength to withstand the straining action due to pressure
of explosion inside the engine cylinder.
• Dissipate the heat of combustion to the cylinder walls as quickly
as possible.
• Simplification of Geometry & Loading
• The top of the piston may be considered as a flat, fixed on the
cylindrical portion of the piston crown.
• subjected to uniformly distributed load of maximum intensity of
gas pressure.
• The thickness of the piston top (head) based on the straining
action due to fluid pressure is given by
3p B
t piston  head 
16 permtens
Geometry of Connecting Rod
Beam Cross-Section for connecting rod

H-Beam
I-Beam
 Load Modeling Equations
• Connecting rod load modeling considers
• the static force applied by the piston which results from the
combustion pressure, and
• the dynamic load due to the linear oscillation of the piston mass.
• Oscillating inertial force of the conrod is neglected in first
approximation.
Loading equation: Compressive Force

The compressive force aligned to conrod

axis:

pmax Apiston
Fcomp 
cos
Loading equation: Tensile Force

The tensile force aligned to conrod axis

Ftraction  m piston spiston

s   a cos   l 2  a 2 sin 2 

 Loading equation: Bending Force

• Force due to inertia of the connecting rod or inertia bending

forces.
• Consider a connecting rod PC and a crank OC rotating with
uniform angular velocity ω rad / s.
• Draw the Klien’s acceleration diagram to find the acceleration of
various points on the connecting rod.

The inertia force acting on each point will

be as follows:
Inertia force at C = m × ω2 × CO
Intertia force at D = m × ω2 × dO
Intertia force at E = m × ω2 × eO, and so
on.
 Inertia Bending Forces

• The perpendicular (or transverse) components produces bending

action (also called whipping action) and the stress induced in the
connecting rod is called whipping stress.
• Resultant inertia force: m
FI   2r
2
2 FI l
Maximum bending moment M max 
9 3
 Design of Connecting rod

• In designing a connecting rod, the following dimensions are

required to be determined :
• Dimensions of cross-section of the connecting rod,
• Dimensions of the crankpin at the big end and the piston pin at
the small end,
• Size of bolts for securing the big end cap, and
• Thickness of the big end cap.
 cross-section of the connecting rod

• The connecting rod is considered like both ends hinged

for buckling about X-axis
• and both ends fixed for buckling about Y-axis.
• A connecting rod should be equally strong in buckling
about both the axes.
• Use Rankine’s formula
 Bending Loads

• Buckling Load about X-axis:

• Buckling Load about Y-axis:

A = Cross-sectional area of the connecting rod,

l = Length of the connecting rod,
σc = Compressive yield stress,
Ixx and Iyy = Moment of inertia of the section about X-axis and Y-axis
respectively, and
kxx and kyy = Radius of gyration of the section about X-axis and Y-axis
respectively.
Crank Shaft
 Design Concepts for Crank Shaft

• The crank shaft is designed considering two positions of the

crank:
• When Crank is at Dead centre (Maximum Bending Moment).
• When Crank is at angle where Twisting Moment is maximum.
 When Crank is at dead centre

• Stepwise procedure:
• Draw a Free Body Diagram of the Crankshaft with various
horizontal and vertical forces.
• Calculate the piston force.
• Industry assumptions while calculation of forces in FBD.
• Find all the horizontal & vertical reactions
 When the crank is at an angle of maximum twisting
moment

• The twisting moment on the crankshaft will be maximum

when the tangential force on the crank (FT) is maximum.
• The maximum value of tangential force lies when the crank is
at angle 30º to 40º for constant pressure combustion engines
(i.e. diesel engines).
• When the crank is at angle at which the twisting moment is
maximum, the shaft is subjected to twisting moment from
energy stored by flywheel.
• The above design parameters can be cross checked for the
factor of safety while designing by considering the crankshaft
at an angle of maximum twisting moment.
 Design Procedure for Crankshaft
• The following procedure is adopted for designing a crankshaft.
• Find the magnitude of the various loads on the crankshaft.
• Determine the distances between the supports and their position
with respect to the loads.
• For the sake of safety, the shaft is considered to be supported at the
centres of the bearings and all the forces and reactions to be acting
at these points.
• The distances between the supports depend on the length of the
bearings, which in turn depend on the diameter of the shaft because
of the allowable bearing pressures.
• The thickness of the cheeks or webs is assumed to be from 0.4 ds to
0.6 ds, where ds is the diameter of the shaft..
• Now calculate the distances between the supports.
• Assuming the allowable bending and shear stresses, determine the
main dimensions of the crankshaft.
Design of Central Crankshaft
Hierarchical causes and modes of crankshaft
failure
Crankshaft reliability improvement strategy