Automotive Engineering
Automotive Engineering
Automotive Engineering
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Symposium on International Automotive Technology 2011
ENGINE SPECIFICATIONS
Brief engine specifications are shown in Table 1.
Technical Features
4 Valves/Cyl with central piezoelectric valve operated
injector
Third generation CRDI (> 1600 bar for Stage-1 and
>1800 bar for Stage-2) with multiphase injection
Variable Swirl
Powertrain designed for 200 bar peak firing pressures.
OHC valve train for controlled dynamics and NVH
CGI Material for cylinder head and block with optimum
jacket water volume
Fully balanced primary and secondary couple
Variable flow turbocharger (Stage 1), Turbo-compounding
(Two stage TC, Stage 2)
Multi-layer head gasket for better seal and bore
deformation control
After treatment devices for PM and NOx control
CAE optimization for bore deformation, NVH and
strength.
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Symposium on International Automotive Technology 2011
DESIGN PROCESS power, Torque, BSFC, A/F ratios etc. of the proposed engine.
Fig. 6 shows schematic mathematical simulation model with
Fig. 5 narrates the process followed in developing this engine. twin turbocharger [4-5].
Entire process began with layouting of cylinder head, engine 1D simulation model is developed for a 3 cylinder 75 kW/l
block and crankshaft. The major governing dimension for diesel engine incorporating twin turbocharger characteristics.
engine layout is the centre distance between cylinders which 1-D analysis also provided best estimated valve timing events
should be in the range of (1.2/1.25) * bore of engine. for giving best breathing efficiency. Intake system and valve
Centre distance of 100 mm is selected by considering future timings were optimized for maximizing air flow to get desired
Upgradation to accommodate 84 mm bore diameter. Air fuel ratios by considering EGR effects. Gas exchange
study was carried out to analyze instantaneous pressures in
intake port, cylinder and exhaust port vis-à-vis mass flow
rate through intake and exhaust ports, respectively, during
EVO to IVC. Fig. 7 shows results of transient simulation
for pressure and mass flow traces in ports for optimizing
valve timing events.
THERMODYNAMIC SIMULATION
1D Thermodynamic simulation software is used to predict the Figure 7. Pressure and Mass Flow Traces in Ports at
peak pressure built in the system and the performance viz Rated Power Condition
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Symposium on International Automotive Technology 2011
Fig. 8 shows prediction of peak cylinder pressures over crank of M14X1 are ensuring the gas tight interface between head
angle for entire cycle. and block with the help of MLS gasket.
Peak firing pressure of 200 bar is observed at Max torque
condition. Which became base for design of load bearing
components.
Manufacturing Aspect
Based on final port layout developed with 4 valve
Figure 8. Prdicted P-Theta Curve at Max Torque configuration and optimised cooling water jacket, prototype
Condition cylinder head is developed. Fig. 10 shows pictures of fully
machined cylinder head.
MECHANICAL DESIGN [1,2,3,6]
Cylinder Head
Cylinder Head design is a part of complicated configuration
whose construction and principal dimensions are dependent
on the size of inlet and exhaust valves, fuel injector
positioning and mounting, port layout and cooling jacket
requirements. Design of head is carried out within several Figure 10. Fully Machined Cylinder Head
design, assembly and manufacturing constraints such as
to maintain a specific cylinder centre distance, four valve In order to handle the gas loads corresponding to 200 bars,
layout, internal EGR passage, incorporation of various system cylinder head is developed using Compact Graphite Iron as
components, viz. manifolds, thermostat housing , cam carrier, a material. Fig. 11 shows a typical microstructure of CGI
glow plugs integrated with pressure transducer. which is mainly responsible to get very high UTS and
fatigue strength.
One direct and other helical port has been designed for inlet
and a simaged direct port for exhaust system. The developed
ports are optimized on flow test bench for swirl and flow
coefficients. Table 2 shows comparison of port performance.
Fig. 9 shows the final port layout for inlet and exhaust.
Due care and attention is given for water jacket core design,
thermostat position, and water transfer from cylinder heads,
and bottom deck thickness requirements. 6 bolts/ cylinder
Fig. 12 shows the pattern equipment and core boxes oil flow required for the complete lubrication circuit was
developed for casting purpose. Ten no of prototype castings calculated using lubrication analysis algorithm. The total oil
are developed and machined with desired accuracy. After flow is estimated and an oil pump is designed to satisfy the
pouring, castings were scanned completely and superimposed requirement.
with 3D model for dimensional and feature wise inspection.
Refer Fig. 13 for the same. Water jacket core is optimised with the help of CFD
simulation for flow, pressure and temperature distribution.
Total water flow is accounted for cooling of an additional
heat load required for oil and EGR cooler.
Block design is mainly governed by type of liner, timing Fig. 18 shows Encho meter setup for bore deformation
gear layout, position details of various drive accessories, measurement.
bearing support design, lubrication and water cooling circuit.
Fig. 19 shows deformed shape of liner generated by Encho
Adequate lubrication system is routed during layouting An meter study experimentally.
additional gallery is provided for piston cooling jet. Entire
lubrication circuit is optimized by simulating the flow It is observed that both predicted and measured bore
network in Flowmaster 1D simulation software and the total deformation values are in close agreement. Cumulative value
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Cranktrain
Crankshaft is designed with high strength micro alloy steel
material to withstand the high torque of 307 Nm at 2000
rpm corresponding to 200 bar peak firing pressure. Web
sections are designed for optimal bending and torsional
stiffness and further the crank train is tuned for its torsional
vibration characteristic with the use of tuned rubber Damper.
The crankshaft is designed and analyzed for its strength and
bearing performance. The crankpin and main bearings are
made with sputter coating in order to with stand minimum
oil film thickness 0.7m at crankpin. With use of steel having
high ultimate tensile and endurance strength, the strength
analysis of the crankshaft resulted in Maximum 335 MPa
combined (bending and torsion) stress at Main Journal with
Figure 24. Design of Piston Cooling Gallery, Cooling Jet minimum factor of safety 1.9 at crankpin, the maximum
& Simulated Temp Distribution combined stress observed is 266 MPa with minimum factor
of safety 2.3. The results produced below are generated at
Max torque condition (Refer Fig.27).
The piston is analyzed with both mechanical loading Figure 27. 3 Cylinder Engine Powertrain
and thermal loading and it is observed 3990C maximum
temperature at bowl rim with a maximum stress of 13.85MPa
at bowl edge. The contact pressure is observed as maximum Material of Crankshaft – Micro Alloy steel.
26.5 MPa at thrust side and 21.8 MPa at anti-thrust side of Ultimate Tensile Strength (UTS) – 1400 MPa
the piston (Refer Fig. 26).
Endurance Limit – 650 Mpa.
Design Summary
Torsional Vibration The timing chain drive system is installed on flywheel end
of the crankshaft to minimize transfer of torsional vibrations
The torsional vibrations of the engine are tuned in order to
to timing system. A comparison plot (Fig.30) showing the
reduce its effect on both auxiliary belt drive and also the
variation of 6th order (with rubber dampers) amplitude at
timing chain drive system. Torsional vibration analysis of 3
pulley and flywheel end is shown. Torsional vibrations and
Cylinder engine with primary and secondary balancer shaft
speed irregularities at low speeds of the engine are also
is performed to obtain order response and torsional Vibration
tuned in order to avoid the belt slippage and belt flapping
in the speed range 800 to 4200 rpm. The emphasis is always
improving the dynamic performance of the belt.
on to control torsional vibration amplitudes not to exceed
than 0.2 deg for individual orders. It can be seen that with
use of rubber damper 7.5th order resonance is suppressed
effectively (Fig. 28 and 29).
Valve Train
3-Cylidner High Performance engine’s valve train consists
of Twin Overhead Camshaft with HLA (Fig. 31). The valve
train is designed for a over speed of 6200 rpm. The drive for
the camshaft is taken from rear side of the engine through
chain [1-5,11,12].
Chain Drive
In order to drive OHV all possible options which includes
belts and chain drive are studied and analyzed.
other with two chain drive system driving cam shaft and Finalized layout is having following salient features:
FIP separately.
· Two separate chains are used:
· Fig. 35 shows single chain drive system.
One from driving sprocket (mounted on driven gear)
· In order to increase chain wrap angle at FIP, idler to the camshaft sprocket
sprocket is introduced.
Other from driving sprocket to the FIP sprocket
· Due to which, chain bending is very sharp and acute.
· Driving sprocket is made duplex. Minimum number of
· There were space constraints for mounting the idler teeth is selected in order to minimize the chordal action.
sprocket also on the block.
· Separate oil supply is provided to both the hydraulic
tensioner having different strokes.
Static Analysis
Static analysis of the chain drive system includes calculation
of chain pull, chain forces, tension at tight and slack side
and static factor of safety. Flowchart (Fig. 37) below shows
design procedure. Static factor of safety is well above the
desired limit.
Balancing
For a Three cylinder engine whose crankshaft have a phase
of 120 degrees, the total sum of unbalanced inertia forces
occurring in each cylinder will be counter balanced among
the remaining two cylinders (Ref. Fig. 38, 39 and 40).
However inertia forces generated at different locations axially
along the crankshaft, causes the primary and secondary
moment in a vertical plane. In case of 3 cylinder engine, the
Figure 36. Timing Chain Drive Layout Finalized status of inertia force and couple is given in below Table-3:
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Symposium on International Automotive Technology 2011
Primary Balancing
In our design single primary balancer shaft rotating with
the same speed of crankshaft but with opposite direction of
crankshaft is developed. To nullify horizontal couple induced
due to eccentric weight of balancer shaft, eccentric masses
on crank pulley and flywheel are added to cause opposite
scene couple in horizontal plane. Fig. 40 shows the effect
of primary balancer shaft on cancelling the induced primary
couple.
Figure 39. Balancing Layout
Secondary Balancing
Two secondary balancer shafts are designed with same
distance from vertical plane and rotate with twice the
speed of crankshaft in the direction opposite to each other.
Secondary balancer shafts are housed in bed frame which
is mounted bellow the crankcase. As already mentioned
above, secondary imbalanced couple is of lower amplitude
and impact on dynamic performance by these couple is
less. Any time secondary balancer shafts can be eliminated
and bed plate design shall be modified accordingly to gain
reduction in weight of the engine. Fig. 41 shows the effect of
secondary balancer shaft on cancelling the induced secondary
couple.
REFERENCES
1. Dogan San, et al., “The Development of the New Ford
Heavy Duty Truck Engine, ECOTORQ”, SAE Paper No.
Figure 46. After Treatment Device Layout 2004-01-2688, 2004
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Symposium on International Automotive Technology 2011
ACKNOWLEDGEMENT CONTACT
The Authors would like to thank The Director, Automotive Mr. S S Ramdasi
Research Association of India, Pune for his support and Assistant Director
granting permission to publish this paper. The Authors would PTE - ARAI
like to thank colleagues from Powertrain engineering, CAE Pune 411 038
and, Structural dynamics lab for their esteem co-operation [email protected]
during carrying out this work.
The Technical Paper Review Committee (TPRC) SIAT 2011 has approved this paper for publication. Positions and opinions advanced in this paper are those of the author(s) and not necessarily those of
This paper is reviewed by a minimum of three (3) subject experts and follows SAE guidelines. SIAT 2011. The author is solely responsible for the content of the paper.
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