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Table of Contents
ABSTRACT ...................................................................................................................................................... 3 OBJECTIVE AND MOTIVATIONS .................................................................................................................... 4 INTRODUCTION ............................................................................................................................................. 4 ENGINE DESCRIPTION ................................................................................................................................... 5 DESIGN OF PARTS.......................................................................................................................................... 6 ASSEMBLY ..................................................................................................................................................... 7 ANALYSIS (RESULT & DISCUSSION) ............................................................................................................... 9 COSMOS ANALYSIS OF PISTON ................................................................................................................. 9 COSMOS ANALYSIS OF VALVE ................................................................................................................. 13 STRESS ANALYSIS OF A CRANKSHAFT ..................................................................................................... 15 CONCLUSION ............................................................................................................................................... 21 REFERENCES ................................................................................................................................................ 21 LIST OF FIGURES .......................................................................................................................................... 21 LIST OF TABLES ............................................................................................................................................ 22

ABSTRACT
The following internal combustion engine is a four strokes and one cylinder engine with the specification of 6 hp with speed of 1500 rpm. The internal combustion engine was dissembled into parts and design each models using Solid Works 2008 version, every parts has been measured carefully by vernier calipers. Then each part carefully put into assembly to finish the modeling and assembly using Solid Works. Once the assembly is done the analysis is done using COSMOS Works in Solid Works. Three important cases have been studied those cases are as follows:

I. II. III.

FEA on Piston FEA on Valve FEA on Crankshaft

OBJECTIVE AND MOTIVATIONS

The Main objective of the following project is to model the mechanical parts of the four stroke engine and assemble it. Moreover, Finite element analysis study will be the second part of our objective. Thus, both modeling and FEA will be compared to theoretical results obtained from handbooks and external sources. The motivations behind doing this project are real. Although the project itself is very challenging, this is the first time within the last four years that we feel doing something really interesting and fascinating. Consequently, our passion for engineering including both a minute attention to complex details as well as a large vision of global implication convinced us to accept the project and learn as much as possible from it. Our motivations range from enquiries how this engine is made to how it functions and what are the results when FEA is applied to it.

INTRODUCTION
Some credit should be given to the first-stroke engine inventor. The first four-stroke combustion engine was invented Nicolaus August Otto in 1876. Nicolaus was born in June 1832 in Germany. He was a brilliant engineer interested in developing new technology. In 1876, based on the four-stroke concept, August Otto came up with engine that burns fuel directly inside the piston chamber. August Otto passed away in in the 26 of January 1891.

Figure 1 NICOLAUS AUGUST OTTO

ENGINE DESCRIPTION
In the following section, we present the engine main components or parts so that readers can have an overview of what these parts are and their location in the four-stroke combustion engine.

Figure 2 Main Part of a Four-stroke Engine

The inner energy inside the combustion is released partially as mechanical energy and the rest as heat. The engine operates with one cylinder and two valves (intake and exhaust). The given name of fourstroke engine is due to the fact that it operates in cycle that goes four strokes. The first stroke (intake) happens when the piston takes in the fuel mixture through the inlet valve and makes the piston down in the cylinder. In the second stroke (compression), the piston moves up and compresses the mixture (Fuel/air). The spark plug provokes ignition and presses the piston down again in the 3rd stroke. Finally, in the 3rd stroke, the exhaust gases are expels by the upward piston movement. The crank shaft rotates by mean of the up and down motion. Within two rotaions of the crank, the engine is operating only during a semirotaion. Therefore, It is very important and crucial for the engine to operate in a harmonic cyclic way.

DESIGN OF PARTS
The following section shows the main parts that are modeled. All the following are parts are designed using Solid Works. Basic features (extrusion, cut, and sweep) along with more advanced one enable us to model these parts. Class knowledge and online tutorial help a lot in modeling parts in a smart way like using symmetry. We also have to mention that few parts are itself assembly of many parts (pistoncylinder).

Figure 3 Crankshaft

Figure 4 camshaft

Figure 5 Piston-cylinder

ASSEMBLY
The engine studied here is a four-stroke engine. The four strokes refer to intake, compression, combustion (power) and exhaust strokes that occur during two crankshaft rotations per working cycle of the engine. Each stroke is an important step of the cycle as shown below.

a- Starting position, intake stroke, and compression stroke

b- Ignition of fuel, power stroke, and exhaust stroke

Figure 6 Four-Stroke Engine Cycles

Intake: During the intake stroke, the piston moves downward, drawing a fresh charge of vaporized fuel/air mixture. The intake valve which is drawn open by the vacuum is produced by the intake stroke. Compression: As the piston rises the valve is forced shut by the increased cylinder pressure. Flywheel momentum drives the piston upward, compressing the fuel/air mixture. Combustion (Power): At the top of the compression stroke the spark plug fires, igniting the compressed fuel. As the fuel burns it expands, driving the piston downward. Exhaust: At the bottom of the power stroke, the exhaust valve is opened by the cam/lifter mechanism. The upward stroke of the piston drives the exhausted fuel out of the cylinder. These simple four steps are continuously repeated, thus creating cycles that keep the crankshaft rotating. Coming back to our assembly, we have the parts, and assembling to describe the above principles has been harder than it seemed. When assembling the engine, we have made sure that all the parts combine to simulate the actual engine. We were also concerned about assembling so that the model works based on the same principle as the original element. Thus we were to add specifically introduce three interesting features for these results. Gear Mating: This works on the simple principle that two gears have to mesh in order to distribute rotation. The two gears, one on the camshaft and the second one on the crankshaft were precisely modeled to fit each other. When assembling, we have used the mechanical mate tab under Mate to create the mating. We were asked to select to the line of intersection to the teeth of both gears and enter a ratio. The teeth numbers are 26 on the crankshaft and 52 on the camshaft. Thus the ratio is of 1:2. Once done, the gear aligned perfectly and harmony in the rotation of one with respect to the other was established. Cam Mating: This concerns mating the cams on the shaft with the valve resting on them. The motion of the cams creates a rectilinear motion of the valve. As such, we went again to Mechanical mates and select this time Cam instead. We were asked to select all the faces of the cam and the follower. The

cam is defined this way to ensure that, as the camshaft rotates, all the surfaces of the cam are pushing against the valve (follower) and also, the valves are tangential to the cam at all time during the rotation. Linear Coupler Mating: This last category was included twice in the assembly to put the inlet valves and the outlet valves in accordance. This is a different type of mating in the sense that is an Advanced Mates. This simply aligns the valves according to the motion of one of the entities. The setup consists of arranging the elements such that they move linearly in the same or in the opposite direction. A ratio is also entered to determine how fast one object moves with respect to the other. The other parts were assembled using simple mating options. Also an important part to mention is that, we have assemble most part in the final assembly except the connecting rod, the cylinder and rings and the flywheel that were assemble separately. In assembling the parts, we have confronted many problems. After the design of each part, we have noticed that most parts do not fall in perfectly. By this I mean, most dimensions of the part were off but a large scale. We went back to the original pieces and re-measure for accurate results. After mainly hours painstakingly spent going back between drawing and assemblies, we finally came up with a satisfying assembly. We have learned that when it comes to solid modeling of a piece of machinery or any type of assemblies, working in group is more like working in a team. Every element of the team has own style of approaching the solid modeling process. In other words, everyone has own perspective of the same element. Additionally, slight discrepancies in a part may create larger errors in the full assembly. As such, we had to refine the parts to create harmony between each piece and smooth function of the entire assembly.

ANALYSIS (RESULT & DISCUSSION)

COSMOS ANALYSIS OF PISTON
The piston will be analyzed for forces applied on its top surface. As shown below the figure below a piston contains groves where rings line up.

Figure 7 Piston Head and components

The force that is applied to the pistons head is even distributed along the exposed surface area. Therefore the pressure on the piston is measured as the force per give unit area, in our case as pounds per square inch.

Figure 8 Piston force calculation

The diameter of the piston head is 2.55 inches, the pressure assumed is 125psi. Therefore Force=psi*area = = (2.55)2 2 125 = 638.3 lbs

Figure 9 The Piston force and restraint location.

In solidworks the force was applied on the top surface and the restraint was applied on the circular surface where the rod would have been inserted. The material that was applied was Steel. The resulting image was generated after creating a standard mesh.

Figure 10 The Piston von mis maximum stress

The maximum von mises stress that was generated was in the underside of the piston near an edge. The maximum stress was about 1400psi. However it is important to note the conditions in which a

piston will operate under. Solidworks assumes room temperature when running stress analysis, therefore one more load must be applied. The temperature of a combustion chamber can be as high as 3,600 F, this dramatically changes the chemical properties of materials. Upon running cosmos analysis on Aluminum and Steel they failed. However the a material that I used was Titanium and it did not fail as indicated in the figure below.

Figure 11 The stress color scale of the piston head.

After the temperature loading was applied the maximum von mises stress on the plate head reached a maximum of 240,000 psi, which is over 170 times more.

COSMOS ANALYSIS OF VALVE

For every piston there are two valves, one for the fuel and air intake and one for the exhaust. As noted in the figure below the values hit the sides of the cylinder wall when they are closed.

Figure 12 The valve positions

I have chosen the top of the valve to be the location of the force exerted by the chamber and the sides will be fully restrained as indicated in the figure below.

Figure 13 The forces and restraints on valve head

The temperature loading will reach a maximum temperature of 2500F and 500psi, using the dimensions of our design, the exerted force will be 476lbs on the exhaust valve.

Figure 14 Temperature and Pressure Loading on Valve

Using titanium as our material, the resultant von mises stress will reach a maximum of 94,000 psi. This figure is very close to the maximum yield strength of 150,000 psi for titanium.

Figure 15 Von Mises stress of Titanium pin

Heat resistant materials play an important role in engine design. The temperatures of the chamber can reach a temperature of 3600F and will soften the materials dramatically. Therefore FEA analysis will play and important role in the selection of materials. Pistons and valves are made by aluminum and steel generally, however these materials are coated with tin or chrome in order to resist the intense heat and these materials will then be able to withstand the resultant load.

STRESS ANALYSIS OF A CRANKSHAFT

Crankshaft is the most important part of the 4-stroke engines that is connected to the gear; piston and the motor due to these components crankshaft always remain under stresses. In determining stresses on the crankshaft the torque is required to determine that will be delivered from the motor directly. In order for calculating the applied torque on the crankshaft the power output for a given 4-stroke one cylinder engine is found to be 6-hp (horse power) and the suggested speed of the motor is found to be as 1500, 5000 and 6000 rpm (revolution per minute). Therefore the handbook suggested the formula to determine the torque as follows: ( ) = 63000 () ( 1) () 6 = 252 1500

= 63000

Crankshaft Material Alloy Steel

Loading Type Torque

Table 1 Material, Loading & Restraint

Restraint Type Immovable

The material has chosen to be alloy steel due to its higher elastic modulus and the reason that immovable type of restraint has preferred over the fixed because immovable restraint will only allow rotator motion but no translation. The stress can still be determined though if the fixed restraint is applied but that will allow any type of motion neither translational nor rotational. Engine Power Output (hp) 6 Crankshaft Speed (rpm) 1500
Table 2 Output, Speed & Number of Cylinder

Number of Cylinder 1

Figure 16 applied load (torque) and restraint on a crankshaft

The same above loading and restraining condition has been used that is given in figure-11, for all the FEA-cases studied for the crankshaft. The applied torque has been produced by the piston due to the 4stroke process. However, the required applied load can be determined from the equation-1 given above. The loading is a normal torque and the restraint are immovable so it does not apply the translational motion only rotational will be applied.

Figure 17 Von Mises stress of crankshaft using normal method

Method p-Adaptive

Starting p-order 2

Maximum p-order 3

Maximum no. of loops 3

Table 3 Shows p-Adaptive options

Figure 18 Von Mises stress of crankshaft using p-method

In order to determine the stresses in crankshaft the important step is to reduce the features such as fillets and chamfers with few unnecessary extrusions, which will allow applying the required torque easily. Thus the maximum Von Mises stress for a given crankshaft at 252 lb-in was found to be 6460 psi, which is within the known yield strength that is 90000 psi. Similarly using the p-adaptive method the maximum Von Mises stress for a given crankshaft at 252 lb-in was found to be 6390 psi, which is within the known yield strength that is 90000 psi.

Figure 19 Applied load (torque), restraint (immovable) & temperature on crankshaft

For the comparison purposes the temperature has added to the crankshaft the above figure 14 shows not only the load and restraint on the crankshaft, but also the uniform distribution of an approximate temperature of 200 oF. The reason temperature has been applied to the crankshaft because due to the 4-stroke process the piston not only applied the load as torque on the crankshaft the temperature also applied due to the combustion occurs at the top of the combustion chamber. However the temperature at the top of the chamber will be higher, as the piston started moving downwards the temperature will start to decrease. Therefore at the very bottom end of the chamber the temperature has found to be approximately 200 oF and it must be applied to the crankshaft uniformly.

Figure 20 Von Mises stress of crankshaft with adding temperature using normal method

Method p-Adaptive

Starting p-order 2

Maximum p-order 3

Maximum no. of loops 3

Table 4 Shows p-Adaptive options

In both the p-adaptive analysis the reason maximum no. of loops and maximum p-orders have been dropped to 3 and 3 respectively from 5 and 4, so the analysis can run little faster than usual. On the other with maximum no. of loops and maximum p-order to be 4 and 5 respectively does give the better analysis but for such kind of complex model it always gets frozen and we end up mostly loosing data. Thus it has been decided to reduce the maximum no. of loops and maximum p-orders to be 3 and 3 respectively.

Figure 21 Von Mises stress of crankshaft with adding temperature using p-method

At 200 oF the maximum Von Mises stress of the crankshaft is found to be 30900 psi which is within the range of the material yield strength. Thus the crankshaft will not fail at the applied temperature. However, the maximum temperature the crankshaft may stand is about 338 oF. Similarly, using the padaptive method the maximum Von Mises stress found to be 59000 psi however, the material yield strength is 90000 psi. Thus it shows that the crankshaft can easily stand the stresses at the torque of 252 lb-in and 200 oF. However the deformation has been noticed on a large scale as compared to the normal Von Mises stresses but it is found under the material yield strength. Therefore it satisfies the failure condition ad material will not deform completely or in other words material will not break at the given specific condition. Condition Method Von Mises Stress (psi) Max. Min. 6460 0.000471 6390 0.000150 Yield strength (psi) 90000 90000

252 (lb-in) 252 (lb-in) & 200 oF

Normal Normal

Table 5 Max. & Min. Von Mises stress at given conditions

From the values given in table-5 when the condition is standard means only the torque has been applied to the crankshaft the maximum Von Mises stress has found to be approximately within 8% of the material yield strength. Similarly when the temperature has been applied beside including the same load the maximum Von Mises stress has found to be approximately within 7% of the material yield strength. Therefore it can easily be suggested that at the normal room temperature condition the following material (Alloy Steel) will not go through any deformation and failure will not occur.

Condition

Method

252 (lb-in) 252 (lb-in) & 200 oF

P-Adaptive method P-Adaptive method

Table 6 Max. & Min. Von Mises stress at given conditions

From the values given in table-6 when the condition is standard means only the torque has been applied to the crankshaft the maximum Von Mises stress has found to be approximately within 34% of the material yield strength. Similarly when the temperature has been applied besides including the same load the maximum Von Mises stress has found to be approximately within 66% of the material yield strength. Therefore it is easy to observe through the determined values that the material will deform a bit due to the temperature adding. However, it has been proven that deformation will not be much higher than the material yield strength. And it is the clear indication that even using p-method analysis will not fail at the condition given in above table-6 for the following material (Alloy Steel).

Von Mises Stress (psi) Max. Min. 30900 3.31 59000 0.185

Yield strength (psi) 90000 90000

CONCLUSION
In conclusion the stress in crankshaft as been determined using COSMOS Works with applying normal method and p-adaptive method. Also for the comparison purposes the temperature has been applied to see if any changes occur during the study. It has been observed that the stress increases as the temperature applies to the crankshaft drastically. However, stress has found to be increasing at the calculate torque and the approximated temperature it still find within the material yield strength range. This is the indication that the following crankshaft material will not fail at that particular torque and temperature.

REFERENCES
1. Hicks Tyler G, Standard Handbook of Engineering Calculations, Mechanical Engineering, Engine Piston Speed, Torque, Displacement, and Compression Ratio, Internal Combustion Engines, Pg#3-271-272, McGraw-Hill, Inc. 0-07-028734-1 (ISBN), TA151H52 (CCNY Catalog#). 2. Roth, Alfred C., Small Gas Engines, The Goodheart-Willcox Company, Inc. 2004.

LIST OF FIGURES
Figure 1 NICOLAUS AUGUST OTTO ............................................................................................................... 4 Figure 2 Main Part of a Four-stroke Engine .................................................................................................. 5 Figure 3 Crankshaft Figure 4 camshaft ................................ 6 Figure 5 Piston-cylinder ................................................................................................................................ 7 Figure 6 Four-Stroke Engine Cycles .............................................................................................................. 8 Figure 7 Piston Head and components ....................................................................................................... 10

Figure 8 Piston force calculation ................................................................................................................. 10 Figure 9 The Piston force and restraint location. ....................................................................................... 11 Figure 10 The Piston von mis maximum stress ........................................................................................... 11 Figure 11 The stress color scale of the piston head. ................................................................................... 12 Figure 12 The valve positions...................................................................................................................... 13 Figure 13 The forces and restraints on valve head ..................................................................................... 13 Figure 14 Temperature and Pressure Loading on Valve ............................................................................. 14 Figure 15 Von Mises stress of Titanium pin ................................................................................................ 15 Figure 16 applied load (torque) and restraint on a crankshaft ................................................................... 16 Figure 17 Von Mises stress of crankshaft using normal method ................................................................ 17 Figure 18 Von Mises stress of crankshaft using p-method ......................................................................... 17 Figure 19 Applied load (torque), restraint (immovable) & temperature on crankshaft ............................ 18 Figure 20 Von Mises stress of crankshaft with adding temperature using normal method ...................... 19 Figure 21 Von Mises stress of crankshaft with adding temperature using p-method ............................... 20

LIST OF TABLES
Table 1 Material, Loading & Restraint ........................................................................................................ 16 Table 2 Output, Speed & Number of Cylinder ............................................................................................ 16 Table 3 Shows p-Adaptive options.............................................................................................................. 17 Table 4 Shows p-Adaptive options.............................................................................................................. 19 Table 5 Max. & Min. Von Mises stress at given conditions ........................................................................ 20 Table 6 Max. & Min. Von Mises stress at given conditions ........................................................................ 21