DEPARTMENT OF MECHANICAL ENGINEERING

PROJECT ON:-

DESIGN OF AN IC ENGINE

GUIDED BY: - MR JOHNSON B LAKRA, ASSISTANT PROFESSOR, VSSUT BURLA

SUBMITTED BY:-

SR NAME ROLL NUMBER

NO
1 SHUBHANKAR SINHA 1602090094
2 SIDDHIVINAYAK RAUT 1602090095
3 RASHMI RANJAN PATTANAIK 1602070072
4 SHRABAN KUMAR SAHANI 1602070096
5 ASRIBADBUDHI RAY 1602110012

1
INTRODUCTION:-
We almost take our Internal Combustion Engines for granted don’t we? All
we do is buy our vehicles, hop in and drive around. There is, however, a
history of development to know about. The compact, well-toned, powerful
and surprisingly quiet engine that seems to be purr under your vehicles
hood just wasn’t the tame beast it seems to be now. It was loud, it used to
roar and it used to be rather bulky. In fact, one of the very first engines that
had been conceived wasn’t even like the engine we know so well of today.
An internal combustion engine is defined as an engine in which the
chemical energy of the fuel is released inside the engine and used directly
for mechanical work, as opposed to an external combustion engine in
which a separate combustor is used to burn the fuel.
The internal combustion engine was conceived and developed in the late
1800s. It has had a significant impact on society, and is considered one of
the most significant inventions of the last century. The internal combustion
engine has been the foundation for the successful development of many
commercial technologies. For example, consider how this type of engine
has transformed the transportation industry, allowing the invention and
improvement of automobiles, trucks, airplanes and trains.
Internal combustion engines can deliver power in the range from 0.01 kW
to 20x103 kW, depending on their displacement. The complete in the
market place with electric motors, gas turbines and steam engines. The
major applications are in the vehicle (automobile and truck), railroad,
marine, aircraft, home use and stationary areas. The vast majority of
internal combustion engines are produced for vehicular applications,
requiring a power output on the order of 102 kW.
Next to that internal combustion engines have become the dominant prime
mover technology in several areas. For example, in 1900 most
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 automobiles were steam or electrically powered, but by 1900 most
automobiles were powered by gasoline engines. As of year 2000, in the
United States alone there are about 200 million motor vehicles powered
by internal combustion engines. In 1900, steam engine were used to
power ships and railroad locomotives; today two- and four-stoke diesel

engine are used. Prior to 1950, aircraft relied almost exclusively on the
pistons engines. Today gas turbines are the power plant used in large
planes, and piston engines continue to dominate the market in small
planes. The adoption and continued use of the internal combustion engine
in different application areas has resulted from its relatively low cost,
favorable power to weight ratio, high efficiency, and relatively simple and
robust operating characteristics.
The components of a reciprocating internal combustion engine, block,
piston, valves, crankshaft and connecting rod have remained basically
unchanged since the late 1800s. The main differences between a modern
day engine and one built 100 years ago are the thermal efficiency and the
emission level. For many years, internal combustion engine research was
aimed at improving thermal efficiency and reducing noise and vibration.
As a consequence, the thermal efficiency has increased from about 10%
to values as high as 50%. Since 1970, with recognition of the importance
of air quality, there has also been a great deal of work devoted to reducing
emissions from engines. Currently, emission control requirements are one
of the major factors in the design and operation of internal combustion
engines.

3
AIM OF THE EXPERIMENT:-
The aim of this project is to introduce to the interesting world of
internal combustion engines and to describe what actually Internal
Combustion Engine is. What are its main components and structure?
How the engine indeed operates. Also to design a real engine, having
into account all necessary calculations concerning with kinematics,
dynamics and strength calculation of basic details. Another purpose of
the project is to define the proper materials for each part. Next to that we
will make 3D design models on solidworks and animation of working
Internal Combustion Engine.

4
HISTORY AND EVOLUTION OF ENGINE:-
A brief outline of the history of the internal combustion engine includes the
following highlights:
 1680 - Dutch physicist, Christian Huygens designed (but never built)
an internal combustion engine that was to be fueled with gunpowder.
 1807 - Francois Isaac de Rivaz of Switzerland invented an internal
combustion engine that used a mixture of hydrogen and oxygen for
fuel. Rivaz designed a car for his engine - the first internal
combustion powered automobile. However, his was a very
unsuccessful design.
 1824 - English engineer, Samuel Brown adapted an old Newcomen
steam engine to burn gas, and he used it to briefly power a vehicle
up Shooter's Hill in London.
 1858 - Belgian-born engineer, Jean Joseph Étienne Lenoir invented
and patented (1860) a double-acting, electric spark-ignition internal
combustion engine fueled by coal gas. In 1863, Lenoir attached an
improved engine (using petroleum and a primitive carburetor) to a
three-wheeled wagon that managed to complete an historic fifty-mile
road trip
 1862 - Alphonse Beau de Rochas, a French civil engineer, patented
but did not build a four-stroke engine (French patent #52,593,
January 16, 1862).
 1864 - Austrian engineer, Siegfried Marcus, built a one-cylinder
engine with a crude carburetor, and attached his engine to a cart for
a rocky 500-foot drive. Several years later, Marcus designed a
vehicle that briefly ran at 10 mph that a few historians have
considered as the forerunner of the modern automobile by being the
world's first gasoline-powered vehicle
 1873 - George Brayton, an American engineer, developed an
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 unsuccessful two-stroke kerosene engine (it used two external
pumping cylinders). However, it was considered the first safe and
practical oil engine.
 1866 - German engineers, Eugen Langen and Nikolaus August Otto
improved on Lenoir's and de Rochas' designs and invented a more
efficient gas engine.
 1876 - Nikolaus August Otto invented and later patented a
successful four- stroke engine, known as the "Otto cycle".

 1876 - The first successful two-stroke engine was invented by Sir

Dougald Clerk.
 1883 - French engineer, Edouard Delamare-Debouteville, built a
single- cylinder four-stroke engine that ran on stove gas. It is not
certain if he did indeed build a car, however, Delamare-
Debouteville's designs were very advanced for the time - ahead of
both Daimler and Benz in some ways at least on paper.
 1885 - Gottlieb Daimler invented what is often recognized as the
prototype of the modern gas engine - with a vertical cylinder, and
with gasoline injected through a carburetor Reitwagen" (Riding
Carriage) with this engine and a year later built the world's first four-
wheeled motor vehicle.
 1886 - On January 29, Karl Benz received the first patent (DRP No.
37435) for a gas-fueled car.
 1889 - Daimler built an improved four-stroke engine with mushroom-
shaped valves and two V-slant cylinders.
 1890 - Wilhelm Maybach built the first four-cylinder, four-stroke engine.
 (patented in 1887). Daimler first built a two-wheeled vehicle the "

6
TYPES OF ENGINES:-
There are two major cycles used in internal combustion engines: Otto and Diesel.
The Otto cycle is named after Nikolaus Otto (1832 – 1891) who developed a four-
stroke engine in 1876. It is also called a spark ignition (SI) engine, since a spark
is needed to ignite the fuel-air mixture. The Diesel cycle engine is also called a
compression ignition (CI) engine, since the fuel will auto-ignite when injected into
the combustion chamber. The Otto and Diesel cycles operate on either a four- or
two- stoke cycle.
Since the invention of the internal combustion engine many pistons-cylinder
geometries have been designed. The choice of given arrangement depends on a
number of factors and constraints, such as engine balancing and available
volume:

 in line
 horizontally opposed
 radial
 V

INLINE :-
The inline-four engine or straight-four engine is an internal combustion engine
with all four cylinders mounted in a straight line, or plane along the crankcase.
The single bank of cylinders may be oriented in either a vertical or an inclined
plane with all the pistons driving a common crankshaft. Where it is inclined, it
is sometimes called a slant-four. In a specification chart or when an
abbreviation is used, an inline-four engine is listed either as I4 or L4.

The inline-four layout is in perfect primary balance and confers a degree of

mechanical simplicity which makes it popular for economy cars. However,
despite its simplicity, it suffers from a secondary imbalance which causes minor

7
vibrations in smaller engines. These vibrations become worse as engine size
and power increase, so the more powerful engines used in larger cars generally
are more complex designs with more than four cylinders.

HORIZONTALLY OPPOSED :-
A horizontally opposed engine is an engine in which the two cylinder heads are
on opposite side of the crankshaft, resulting in a flat profile. Subaru and Porsche
are two automakers that use horizontally opposed engine in their vehicles.
Horizontally opposed engines offer a low centre of gravity and thereby may a
drive configuration with better stability and control. They are also wider than other
engine configurations, presenting complications with the fitment of the engine
within the engine bay of a front-engine car. This kind of engine is wide spread in
the aircraft production.

Typically, the layout has cylinders arranged in two banks on the either side of the
single crankshaft and is generally known as boxer.

Boxers got their name because each pair of piston moves simultaneously in and
out, rather than alternately, like boxers showing they are ready by clashing their
8
gloved fists against each other before a fight. Boxer engines of up to eight
cylinders have proved highly successful in automobiles and up to six in
motorcycles and continue to be popular for the light aircrafts engine.

RADIAL ENGINE:-
The radial engine is a reciprocating type internal combustion engine
configuration in which the cylinders point outward from a central crankshaft like
the spokes on a wheel. This configuration was very commonly used in large
aircraft engines before most large aircraft started using turbine engines.

In a radial engine, the pistons are connected to the crankshaft with a master-
and- articulating-rod assembly. One piston has a master rod with a direct
attachment to the crankshaft. The remaining pistons pin their connecting rods`
attachment to rings around the edge of the master rod. Four-stroke radials
always have an odd number cylinders per row, so that a consistent every-other-
piston firing order can be maintained, providing smooth operation. This achieved
by the engine talking two revolution of the crankshaft to complete the four
stokes (intake, compression, power, exhaust), which means the firing order is
1,3,5,2,4 and back to cylinder 1 again. This means that there is always a two-
piston gap between the piston on its power stroke and the next piston on fire
(piston compression). If an even number of cylinders was uses, the firing order

9
would be something similar to 1,3,5,2,4,6 which leaves a three- piston gap
between firing piston on the first crank shaft revolution and only one- piston gap
on the second. This leads to an uneven firing order within the engine, and is not
ideal.

V ENGINE:-
V engine or Vee engine is a common configuration for an internal combustion
engine. The cylinders and pistons are aligned in two separate planes or “banks”,
is that they appear to be in a “V” when viewed along the axis of the crankshaft.
The Vee configuration generally reduces the overall engine length, height and
weight compared to the equivalent inline configuration.

Various cylinder bank angles of Vee are used in different engines depending on
the number of the cylinders; there may be angles that work better than others for
stability. Very narrow angles of V combine some of the advantages of the straight
and V engine.

The most common of V engines is V6. It is an engine with six cylinders mounted
on the crankcase in two banks of three cylinders, usually set at either a right angle
or an accurate angle to each other, with all six pistons driving a common
crankshaft. It is second common engine configuration in modern cars after the
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inline-four.

11
PROBLEM STATEMENT:-
Design an IC 4 stroke single cylinder engine for HERO SPLENDER PRO using
the data given:-

Engine Type Air-cooled, 4-stroke single cylinder

OHC
Displacement 97.2 cc
Max. Power 5.66 KW ,@ 5000 rpm
Max. Torque 7.130 N-m @ 2500 rpm
Compression Ratio 9.9 : 1
Starting Kick Start / Self Start
Ignition DC - Digital CDI
Bore 50 mm
Stroke 49 mm

12
PISTON:-

THEORETICAL CALCULATION FOR PISTON

Torque:-
We know that p=5.6 kw
5.6×e3=2×3.14×7500×T / 60
T=7.130 Nm
Diameter of piston:
πr2h = cc
Cylinder area = displacement
We know that displacement so to find diameter of piston

13
3.14×r2×0.049=97×E-5 m3
r = radius Diameter
D=2xr
D = 2*0.025 m =0.05m=50mm
Cylinder inside pressure:
Pressure = force/area (F/A)
Force =power/velocity (P/V) We know that power
Velocity =2LN/60=2 0.049*5000/60= 8.16M/S
Force =5.6e3/8.16 = 686.274N
P = F/A
Area = πr2 = 3.14 (0.025)2 = 1.934E-3 M2
P=686.27/1.934E-3 =0.34953Mpa (minimum)
Maximum pressure =15 (Pmin )
Pmax =15 0.34953 =5.24Mpa
Max pressure = 5.24 Mpa

14
THE PROCEDURE FOR PISTON DESIGNS CONSISTS OF THE FOLLOWING
STEPS:

1) Thickness of piston head

Where
P= maximum pressure in N/mm²
D= cylinder bore/outside diameter of the piston in mm.
σt = permissible tensile stress for the material of the piston.
tH = 4.01mm

1) Radial thickness of ring ( t1)

Where,
D = cylinder bore in mm

Pw= pressure of fuel on cylinder wall in N/mm². Its value

is limited from 0.042N/mm². to 0.0667 N/mm² For
present material, σt is 152.2Mpa
t1 =1.812mm

2) Axial thickness of ring (t2)

The thickness of the rings may be taken as t2 =0.7t1 to t1

15
 t2=1.66mm

3) Top land thickness (b1)

The width of the top land varies fromb1= tH to 1.2 tH

b1=1.2 x 4.01

b1 =4.81mm

4) Thickness of other land (b2)

b2= 0.75 t2 to t2
b2= 0.75 x 1.66

b2= 1.242mm

5) Maximum thickness of barrel (t3)

b = t1+0.4
b = 1.812+0.4
b= 2.212
t3= 0.03 D + 2.212+ 4.5mm
t3 = 8.212mm

6) Open end of the barrel thickness ( T open )

At the open end the thickness is taken as T open = (0.20 to0.30Tp)
T open = 0.25 8.212 =2.053
T open = 2.053mm

7) Gap between the rings (TL)

T L= 0.055 × D
T L =2.75 mm
Second ring = 0.04 D =0.04x 50 = 2.00mm

16
 8) Depth of ring groove (Dr)

Dr = t1 + 0.4
Dr = 1.812 +0.4
Dr = 2.212 mm

9) Length of piston
Lp = Lps + 3× t1 + 3 ×Dr
Here Lps is taken nearly as 0.5 of the piston diameter (0.5D)
LPs =0.5D =0.5 50 = 25
LPs = 25
LP = 25 + 3× 1.812 + 3 ×2.212
LP = 37.072mm

10)Piston pin diameter

Pdo = 0.3D to 0.45D
Pdo = 0.32x 50

PARAMETERS CALCULATED VALUES

Piston length 37.072
mm
Piston diameter 50mm
Piston hole external diameter 16mm
Piston hole internal diameter 12mm
Piston axial thickness 1.63mm
Piston radial thickness 1.812m
m
Depth of ring groove 2.212m
m
Gap between the rings 2.75mm
Top land thickness 4.01mm
Piston top end thickness 4.81mm
Piston open end thickness 2.053m
m
Pdo = 16mm Pdi = 12mm

17
CAD MODEL AND ANSYS ANALYSIS:-
3D VIEW:-

SIDE VIEWS:-

18
19
CONNECTING ROD:-
GIVEN DETAILS:-

Density of petrol= 737.22 kg/m3

Temperature= 60 F = 288.855 K
Comp. ratio= 9.9:1
Bore diameter= 50 mm
Stroke length= 49mm

Mass (m) = Density * Volume = (737.22 * 10^-9 ) * (97.2 *10^+3) = 0.0716kg

Mol.wt of petrol = 114.228 g/mol

From gas equation,

PV= mRT
R= 8.314/114228 = 72.26

P= (0.0716*72.26*288.85)/(97.22*10^3) = 0.0154 mPa = 15.37 MPa

Design Calculation of the Existing Connecting Rod:-

Width of the section=5t

Height of the section=4t
Area= ((3t*t) +2*(4t*t)) =11t^2
MOI about x-axis (Ixx)= ( 4t (5t)3 − 3t(3t)3 ) /12 )= 419/12 t 4
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MOI about y-axis( Iyy) = (( 2 ∗ 1)/12) ∗ t ∗ (4t)3 − ((1/12) ∗ (3t) ∗ (t)3 ) )= 131/12 t 4
Ixx/Iyy = 3.2
Length of connecting rod= 2*(stroke) = 98 mm

A
Buckling Load(Wb) = σc ∗ ( L 2
) =37663 N
(1 + a∗( ) )
kxx

Where, σc = 415 MPa

Kxx= Ixx/A = 1.78t
A= σc / (π^2 * E) = 0.002
E= 407 GPa

Solving the equation:- 4565t 4 – 37663t 2 – 81639.46= 0

t=3.2mm
Width of the section (B)=5t= 12.8 mm
Height of the section (H)=4t = 16 mm
Area(A) = 11t 2 = 11*3.2*3.2 = 112.64 mm2
Height at the big end (crank end)= H2 =1.1H to 1.25H = 1.1 *16 = 17.6mm
Height at the small end(piston end) = H1 = 0.9H – 0.75H = 0.9 * 16 = 12mm
Stroke Length(l) =49 mm
Diameter of piston(D) = 57 mm
P= 15.37 N/mm2
stroke length
R= = 49mm/ 2 = 24.5 mm ( Radius of crank)
2
P ∗ π∗ (D)2 π
Max. Force on piston due to pressure (Fg)= = 15.37 ∗ (50)2 =
4 4

30178.924 N
Max. Angular speed (Wmax) = (2πNmax)/60 = 2π(7500)/ 60 = 785.4 rad/s
Ratio of length of connecting rod to the radius of crank (N)= l/r = 98/24.5 = 4
1
Max. inertia force of reciprocating parts(Fi) = m ∗ (ωmax)2 ∗ r ∗ (1 + ) =
N

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0.0716 *(785.4)^2 * (0.0245)* (1 + ¼) =1352.63 N
Fg
Inner diameter of small end (d1) = (Pb1 = (30178.924)/(12.5 * 1.5d1) = 40.12
∗ l1)

mm
Where, Design bearing pressure for small end (pb1)= 12.5 to 15.4 N/mm^2
Length of piston pin( l1) =(1.5 to 2) d1
Outer diameter of small end = d1 +2tb + 2tm = (40.12 + 2 (2) + 2(5) ) mm = 54.12
mm
Where, tb (thickness of bush) = 2 to 5 mm
tm (marginal thickness) = 5 to 15 mm
Inner diameter of big end (d2) = Fg/ (Pb2 * l2) = 49.14 mm (taking l2 =1.0 d2)
Normally , Fim = Fi at Ꝋ= 0 deg.
1
Root diameter of the bolt = ((2 ∗ Fim)/(π ∗ σt))2 = 3.9 mm where σt = σy/ FOS
Outer diameter of big end = d2 + 2tb + 2tm +2db = 49.14 + 2(2) + 2(4.668) + 2(5)
= 72.476 mm
Where, db = nominal diameter of bolt = 1.2* 3.89 = 4.668 mm

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 SL.NO PARAMETERS
1 THICKNESS OF CONNECTING ROD(t) =3.2 mm
2 WIDTH OF SECTION (B=4t) = 12.8 mm
3 HEIGHT OF SECTION(H=5t) = 16mm
4 HEIGHT OF BIG END (1.1 to 1.125H) = 17.6 mm
5 HEIGHT OF SMALL END (0.9 H to 0.75 H) = 12 mm
6 INNER DIAMETER OF SMALL END = 40.12 mm
7 OUTER DIAMETER OF SMALL END =54.12 mm
8 INNER DIAMETER OF BIG END = 49.14 mm
9 OUTER DIAMETER OF BIG END =72.476 mm

23
CAD MODEL AND ANSYS ANALYSIS:-

24
25
DESIGN OF CRANKSHAFT:-
A. Design of crankshaft when the crank is at an angle of maximum
bending Moment.

At this position of the crank, the maximum gas pressure on the piston will transmit
maximum force on the crankpin in the plane of the crank causing only bending of the
shaft. The crankpin as well as ends of the crankshaft will be only subjected to bending
moment. Thus, when the crank is at the dead center, the bending moment on the
shaft is maximum and the twisting moment is zero.
Let, D = Piston diameter or cylinder bore in mm, p = Maximum intensity of pressure
on the piston in N/mm2
The thrust in the connecting rod will be equal to the gas load on the piston ). We
know that gas load on the piston,
Fp = (π/4) D2 x Pmax

Fp = 10.289 x 103 N

Distance between two bearings is given by,

b = 2D = 2x50 = 100mm
b1 = b2 = b/2 = 50mm

Due to this piston gas load (FP) acting horizontally, there will be two horizontal
reactions H1 and H2 at bearings 1 and 2 respectively, such that
H1 = H2 = Fp/2 = 5.1445 kN

B. Design of Crankpin.
Let, dc = Diameter of crankpin
lc = Diameter of crankpin
σb = Allowable bending stress for the crankpin
= 90 N/mm2
Bending moment at the center of the crankpin,
Mb = H1 x b2 = 257.225 kN-mm
Mb = (π/32) x dc 3 x σb
dc = 30.76 mm

The length of the crankpin is given by,

lc = Fp / (dc x pb ) = 33.45 mm
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 pb = Permissible bearing pressure = 10 N/mm2 ( Assuming )

C. Design of left hand Crank web

The crank web is designed for eccentric loading. There will be two stresses acting
on the crank web, one is direct compressive stress and the other is bending stress
due to piston gas load (Fp).

Let, w = Width of crank web

t = Thickness of crank web
The width of crank web (w) is taken as
w = 1.125dc + 12.7 mm
= 47.305 mm
t = 0.28 x D
= 14 mm

We know that maximum bending moment on the crank web,

M = H1 (b2 – lc/2 – t/2) = 135172 N-mm

And Section Modulus is,

Z = (w x t2)/6 = 1545.3 mm3

Bending stress bending stress induced in the crank web is,

σb = M/Z = 87.47 N/mm2

Here, induced bending stress is less than the allowable bending stress which is (σb
2
= 90 N/mm ). Hence the design is safe.

D. Design of right hand crank web:

The dimensions of the right hand crank web (i.e. thickness and width) are made
equal to left hand crank web from the balancing point of view.

E. Design of shaft

Let, ds = Diameter of shaft in mm.

We know that bending moment on shaft is,
BM = Fp x c
Where, c = clearance = 30 mm (assuming)
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 = 308.67 kN-mm
And twisting moment on shaft is,
TM = Fp x r
Where, r = Offset of Crankpin = stroke/2 = 24.5 mm
= 252.08 kN-mm
Equivalent moment on shaft is given by,
√(𝐁𝐌𝟐 +𝐓𝐌𝟐 )= 398.5 kN-mm

Now, we know that

𝛑 𝟑
𝐝 𝛔𝐭 = 398.5
𝟑𝟐

Hence, shaft diameter

ds = 35.33 mm

RESULTS:
Diameter of crank pin 30.76 mm
Length of crankpin 33.45 mm
Width of crank web 47.305 mm
Thickness of crank web 14 mm
Diameter of shaft 35.33 mm

28
CAD MODEL AND ANALYSIS:-

29
CAD MODEL AND ANALYSIS OF OTHER
COMPONENTS OF ENGINE:-
CAMSHAFT:-

30
GUDGEON PIN:-

31
 ACKNOWLEDGEMENT:-
The authors are very much grateful to mechanical Engineering department, VSSUT
BURLA, for giving some of the valuable suggestions for the design and analysis of
the project with a proper guidance for completion of the project. We would also like
to thank our Vice Chancellor for having equipment in college which helped in
completion of project.

REFERENCES:-
[1] Afzal, A. and A. Fatemi, 2004. "A comparative study of fatigue behavior and life
predictions of forged steel and PM connecting rods". SAE Technical Paper
[2] Chen, N., L. Han, W. Zhang and X. Hao, 2006 "Enhancing Mechanical
Properties and Avoiding Cracks by Simulation of Quenching Connecting Rod".
Material Letters, 61: 3021-3024.
[3] El – Sayed, M.E.M. and E.H. Lund, 1990. “Structural optimization with fatigue
life constraints,” Engineering Fracture Mechanics, 37(6): 1149-1156.
[4] Jahed Motlagh, H.M. Nouban and M.H. Ashraghi, 2003. "Finite Element
ANSYS". University of Tehran Publication, PP: 990.
[5] Khanali, M., 2006. "Stress analysis of frontal axle of JD 955 combines". M.Sc.
Thesis. Thran University, 124.
[6] Repgen, B., 1998. “Optimized Connecting Rods to Enable Higher Engine
Performance and Cost Reduction,” SAE Technical Paper Series, Paper No. 980882.
BOOKS :-
1. Machine design by R.S. KHURMI, J.K GUPTA.
2. Design of Machine Elements by V.P. BHANDARI.
3. Design data by Machine Design by S.Md. Jalaludeen

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