113

Parametric modelling of internal combustion engine

systems for design optimization
V H Mucino, W G Wang, and J E Smith
Department of Mechanical and Aerospace Engineering, West Virginia University, Morgantown, U S A

In this paper, the development of a general approach is presented, aimed at the parametric design modelling qf internal combustion
engine systems. This approach allows optimization procedures to be applied which yield optimum characteristics of the engine in terms
of single- or multi-performance criteria and under specific requirements of speed and power.

NOTATION yield strength

polynomial coefficients output torques on output shaft 1 and
bore shaft 2
positive constant WT total weight
trammel pin diameter w
X
tangential load on gear teeth
design variables
gear diameter
tooth flank Y Lewis Y factor
loads on teeth of gear 1 and gear 2 Greek symbols
inequality constraint functions lower and upper limit of design vari-
El E"
tooth width ables
equality constraint functions r compression ratio
specific heat ratios penalty parameter
Ym
surface finish factor
load type factor
9, 8, e angular displacement, velocity, and
acceleration
size factor duration of combustion
reliability factor point of ignition
stress concentration factor allowable stress on gear tooth
velocity factor bending stress on pins
bending stress concentration factors gear pressure angle
torsion stress concentration factors modified objective function
trammel pin length, connecting rod shear stress on pins
length of S-C mechanism
M shape factor, bending moment at pin
gear teeth number 1 INTRODUCTION
N,
P gear crown, (gear circular pitch) First, all the geometric parameters and functional ratios
P* dimensionless pressure that characterize each component of the engine system
P diametral pitch of gear are identified and their functional relationship estab-
loads on pistons lished. Then, the system performance variables are
heat in the cylinder established as measures of the system's response and
Q* dimensionless heat in the cylinder related to operational requirements of the system. An
Y crank radius for slider crank mecha- objective or multi-objective function is postulated which
nism is to be optimized under the presence of several types of
Rax, Ray trammel pin forces at pin a in x, y constraints, mainly those relating to the constitutive
directions relationships of the dynamic system (dynamic equations
trammel pin forces at pin b in x, y of motion), those related to design functional con-
directions straints (standardized elements) and finally those related
reaction forces at output gear 1 centre to the material's failure criteria (strength con-
of rotations in x, y directions siderations).
reaction forces at output gear 1 centre An actual application is presented for the case of an
of rotations in x, y directions unconventional engine. The results are presented in the
reaction forces at slider bearings form of non-dimensional solution maps which describe
stroke the normalized relationship of some of the key param-
endurance limit eters and characteristics of the engine system with
endurance limit respect to the main functional ratios and operational
safety factor requirements of speed and power.
The MS wus received on 9 August 1989 und wus uccepted for publication on 9 The design of internal combustion engines encom-
M a y 1990. passes a wide variety of interdisciplinary areas con-
DO2189 @ IMechE 1990 0954-4070/90$2.00 + .05 Proc Instn Mech Engrs Vol 204

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114
cerned with several aspects, mechanisms and
phenomena within the confines of the overall engine
system. Some of these aspects, for example, include
combustion, friction, lubrication, heat transfer, vibra-
tion, noise, reliability, pollution control, etc.
In the most general case, the design exercise is one in
which the main object is to improve upon an already
existing design configuration, or one in which the aim is
to scale up or down a particular model for different
operational requirements, for instance power to weight
ratio, fuel consumption economy, reliability and others.
However, when the objective of the design exercise is to
develop a rational procedure to determine the ‘best’
parametric configuration of an engine system, and yet
fulfil the operational requirements within a wide range
of applications, and under a wide set of functional con-
straints, a very special, powerful and unconventional
approach is needed to achieve such a goal.
In this paper, an approach is presented which inte-
grates the dynamic model of the engine mechanism, the
thermodynamic cycle occurring in the combustion
chamber, the strength requirements of the materials to
be used and the design rules applicable to all the key
components of the system. The aim is to produce a set
of configuration parameters, which in turn yield an
engine performance that satisfies the optimum design
criteria while keeping the functional constraints
unviolated.
In searching for an optimum configuration, opti-
mization techniques have been contemplated by various
engine designers and researchers, however, it is often the
case that the main criteria is the optimization of a
multi-objective function which may include ratios such
as power-weight, power-volume, fuel efficiency, etc.
Some of these objective functions may even be conflic-
tive in nature and pose ‘trade-off or ‘compromise’
design situations that can be formulated in terms of
multi-objective functions.
Despite the significance of the engine system opti-
mization problem, a limited number of publications
have come to light dealing with design optimization of
some particular components of a given engine system.
For instance, several publications deal with the opti-
mization of a connecting-rod shape (1, 2) while main-
taining the bearing centre lengths constant. Other
authors have addressed the shape optimization of
piston profiles while keeping the bore dimension con-
stant (3,4). While these works have merit in the way the
optimization problem and its solution were formulated,
a broader systems approach to the overall system opti-
mization has not been brought forward, in which the
main characteristics and features of the system vary
according to the performance rendered by the system.
For instance, consider an engine system in which the
bore, stroke, connecting-rod length, crankshaft and
bearing dimensions are used as the design parameters
which need be determined so that the power-weight
ratio is optimized (maximized). In this case, shape opti-
mization is needed for piston, connecting rod, crank-
shaft etc. but the key dimensions (stroke length, bore
etc.) are not fixed, they actually depend on the opti-
mized value of the objective function being sought.
The approach presented here is general in nature, and
can be applied to a wide variety of engine systems and
mechanisms. In this paper however, the focus is placed
Part D. Journal of Automobile Engineering
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V H MUCINO, W G WANG AND J E SMITH
on an unconventional engine based on a novel sinus-
oidal motion conversion mechanism called the ‘Stiller-
Smith engine’ (5).
Several studies have come to light which document
this mechanism. Some of the aspects covered include
the three-dimensional kinematics of the mechanism
(6, 7), rigid body dynamics of the mechanism in internal
combustion (IC) engine environments (8, 9), thermo-
dynamic cycle and pressure variations for sinusoidal
piston motion (10, ll), three-dimensional balancing
characteristics of multi-bank engine arrangements
(12, 13), vibrations of the elastic members (14, 15), stress
distributions and critical areas and loads on the system
gears (16, 17), applications of advanced composite
materials for enhanced performance (18, 19), friction
losses and hydrodynamic lubrication (20, 21) and other
related topics (22, 23). These have been thoroughly
developed, documented and integrated to enable a
rational design approach which takes into account the
knowledge base thus far collected from existing liter-
ature on the subject.
While the emphasis is placed on the Stiller-Smith
engine, the application of the methods presented here
are equally suited for conventional engines.
2 ENGINE SYSTEM PARAMETRIC
CHARACTERIZATION
To illustrate the parametric optimization procedure, it
is assumed that the operational requirements are:
power, speed and the maximum cylinder pressure
(associated with the percentage of turbocharged pres-
sure in the engine cycle). The functional constraints are
represented by the kinematic relationships (6, 7),
describing the relative motion of the elements in the
mechanism (some of these functional relationships take
the form of inequality equations) and also, the dynamic
model of the system which describes the physical behav-
iour of the system in the time space (9).
Two important functional dimensionless ratios are
defined as stroke-bore (SIB) and stroke-trammel-gear-
diameter (Sill) which in turn become the key design
ratios from which other important parameters are
determined. A similar consideration could be made for
conventional slider-crank mechanisms by considering
the ratios SIB and crank radius to connecting-rod
length (RIL).
The most important kinematic characteristics of the
mechanism can be summarized by describing the
motion at the various key points of the mechanism.
Table 1 provides some of these descriptions in reference
to the mechanism configuration of Fig. 1.
The geometric characterizations together with the
definition of loads and boundary conditions (derived
from the operational requirements) and the mass dis-
tribution of the elements of the system allow the formu-
lation of a dynamic model (9) in which the response
variables are the reaction forces acting on each of the
components of the system. These reaction forces allow
the proper definition of design parameters which in turn
are to be used in calculating some general ‘system mea-
sures’ such as weight, volume, power-weight ratio etc.
The relationship between the operational require-
ments, the functional constraints, the system response,
@ IMechE 1990
 PARAMETRIC MODELLING OF 1c ENGINE SYSTEMS FOR DESIGN OPTIMIZATION 115

Table 1 Points of interest and associated motion of Stiller-Smith mechanism

Trajectory
Points Identification type Direction Amplitude
1 Pin 1 Linear Reciprocating S
R Pin 2 Linear Reciprocating S
M Instantaneous tooth contact point Circular CCW si2
G Centre of trammel gear Circular CCW Sj2
C Centre of output gear Circular CCW SJ2
J Instantaneous centre of rotation of trammel gear Circular CCW S
K Tooth path of trammel gear Ellipse CW X*
H Tooth path of output gear Circular CCW Yt
-
Note.$:S = stroke, D = gear pitch diameter, CW = clockwise, CCW = counter clockwise.
X' = the major axis of elliptical path is (D + S/Zj, the minor axis IS (0+ S/2).
Yt = the diameter of each tooth path will be different and its range is from ( D - S/2) to (I> + S/2).

the system's parameters and the performance measures

is shown in the form of a block diagram in Fig. 2.

3 THE TRADE-OFF BASED DESIGN

For a given engine displacement, there exists an infinite
number of combinations of SjS and S / D which satisfy
the volumetric displacement of the engine. From the
total weight standpoint, however, there are perhaps only
a limited number of combinations that render lower
total weights. Thus, a computer algorithm can be
implemented that considers the adjustment of the
dimensional synthesis of the mechanism for various
combinations of SIB and SID and then computes the
design parameters for each component (diameter, thick-
nesses, widths, lengths etc.) to aid in the search for an
optimum configuration.
Evidently, in order to reduce dimensions of various
components, a synthesis is sought that minimizes the
internal loads on the components. Following this cri-
terion, and making reference to the overall engine con-
U figuration, requires the reduction of bore diameter at
-
Fig. 1 Basic configurations of the Stiller-Smith
mechanism and loci of points of interest
engine
- the expense of increasing the stroke dimension. This is
done n; order to maintain the volumetric displacement

Loads and boundary

I Operational requirements condition size
Horse power requirements
Speed of operation (app'ication
2 or 4 stroke cycle OPTIMUM DESIGN
% of turhocharge
I PROBLEM
Ohjective function
Minimum weight
Minimum size
Functional constraints Unequality daximum power-weight NO
Standard gear parameters (AGMA STD.) constraints Maximum reliahilily
+ Kinematic relationships (SS-Mech. ) 1
Constraints

\
Overall size envelope iapplication dependent)
Others Uneiuality constraint I
Equality constraint Design cost function
Dcsign parameters Performance power-weight ratio
measurer Puwcr volume ratio reached'
Failure criteria Geometric
Ratios Torquc \peed maximum
Strength (material1 Unequality Othcri
Fatigue (application dependent) conStraintS Response variables
---t Stability (parameter and
material dependent)
Backlash (AGMA STD)
Displacements
Velocities
Acceleration
Performance I YES I
Others Stresser
Strain?
measure,
I +
Systems performance
Constitutive models Dirplacements
Static. stress-strain displacements
Dynamic. acceleration, velocity. displacement
Material: elastic hcha\8iour
I Acceleration
'Torque out I
Geometry. inerlial distribution of mass
Loads and BC: from operational requirenientr
Response variables Efficiency
Losses
J
Fig. 2 Stiller-Smith engine design-causality block diagram for optimum system design
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116 V H MUCINO, W G WANG AND J E SMITH

Fig. 3 Detailed system configuration for a Stiller-Smith engine with two

output shafts

Table 2 Advantages and disadvantages of increasing or decreasing the stroke, bore and gear
diameters
Independent parameter control
Increase stroke length
Increase bore
Increase gear diameter
Resulting advantages Associated disadvantages
Bore size is reduced Connecting rods are larger
Load on piston is less Gears are larger
Loads on gears are less Engine is wider and higher
Gear width is less
Stroke can be reduced Larger piston loads
Connecting rods are smaller Larger loads on gear
Reduction of engine width and height Gear width increases
Larger pins are required
Engine length increases
Reduced teeth loads Larger connecting rod length
Reduced gear width Increased engine width and height
Reduced engine length

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 PARAMETRIC MODELLING OF TC ENGINE SYSTEMS FOR DESIGN OPTIMIZATION
required by the power-speed demand. In addition, the
gear pitch diameter can be made large enough to reduce
further the magnitude of loads acting on the gear teeth.
These two criteria may render relatively low internal
loads among the various elements of the engine but at
the expense of making some parts large enough to sacri-
fice the compactness and also weight of the engine.
Conversely, when the bore diameter is increased in
order to shorten the stroke length, this results in shorter
piston rods but the total load on the pistons increases
as a consequence of augmenting the bore size. In addi-
tion, the pitch diameter of the gears can be made small
enough to further reduce the length of the piston rods,
but this is done at the expense of increasing the total
maximum load at the gear teeth in contact. The result
of these two effects combined may lead to a very robust
and heavy design.
It is obvious that the aspect ratios SIB and S / D play a
very important role in finding an optimum configu-
ration for a given volumetric displacement of the
engine.
Summarizing the last two conditions and making ref-
erence to Fig. 3, the advantages and shortcomings of
relatively large or small values for stroke, bore and gear
diameter are compiled in Table 2.
4 GENERAL PROCEDURE FOR SIZING THE
ENGINE SYSTEM
The general procedure used to synthesize the basic
dimensions of the engine system is based on the deter-
mination of the combined dynamic loads due to inertia
Structure parameters
from main program
Fig. 4 Block diagram of the algorithm for the mechanism dynamics, which
yields the internal reaction loads
0 IMechE 1990
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117
forces and those transmitted by the pistons through the
connecting rods (or piston rods) as the pressure varies
through the thermodynamic cycle.
The procedure is iterative in nature and requires an
initial and relatively arbitrary dimensioning of some of
the key parameters of the system, which are derived
from the operational requirements of the engine. These
parameters include the stroke S, cylinder bore B, and in
the case of the Stiller-Smith engine, the diameter of the
trammel gear D. (For a conventional engine the con-
necting rod length would be the equivalent parameter.)
Other somewhat less important but necessary param-
eters can be determined which include gear width h,
trammel pin diameter d and length I, diametral pitch p
etc.
The gear parameters 4, D and p must satisfy two fea-
sibility requirements: one is that the number of teeth on
the gear must obviously be integer but also that they
match standard sizes provided by the American Gear
Manufacturers' Association (AGMA) standard practice.
The design procedure requires a search for the
optimum combination of stroke S , bore B and gear dia-
meter D which satisfy the engine displaced volume
requirements and such that weight and overall size are
minimized. This procedure is described in a stepwise
manner as follows:
Step 2 Select an 'appropriate' set of stroke-bore
ratio (SIB) and stroke-gear-diameter ratio
(S/D) which satisfy the operational require-
ments, namely cubic inch displacement.
Step 2 Assume some basic arbitrary dimensions for
b [RI = [Dl-'{[FI - u (sign) [ R , l ]
I Normalize [RI
I
CkJ
Return
Proc Instn Mech Engrs Vol 204
118 V H MUCINO, W G WANG A N D J E SMITH
h
e
d
v1
0 - 8
c
I
m
4 0 .c
-E:
A
I
m
i 0 .c
a
4
m
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 PARAMETRIC MODELLING OF 1C ENGINE SYSTEMS FOR DESIGN OPTIMIZATION 119

gear width h, pin diameter d, pin length 1 and strength and the failure criteria used (applied
tooth pressure angle 4. failure theory and safety factor used).
Step 3 Calculate the distributed mass of the trammel Step 6 Redefine the mass distribution of the
gear assembly based on the volumetric dis- assembly to recalculate the dynamic loads
tribution of the part. affected by an updated inertial distribution.
Step 4 Compute the dynamic loads on each element
of the assembly combining the effects of pres- Tn the previous two steps, some automated design
sure loads on the piston and the resulting decisions are made, namely one which limits the
inertia forces for the rated speed of operation minimum number of teeth on the gear (making this no
(rjmin). This step involves the application of less than 22) and a second one which limits the width-
the dynamic algorithm which is illustrated in diameter ratio of the gears (avoiding designs with
the flowchart diagram of Fig. 4. extremely long gears or extremely wide).
Step 5 Recalculate the basic dimensions based on
Iterations are made varying the SIB and S / D ratios so
as to satisfy both the displaced volume of the engine
dynamic loads (just calculated), material
and the standard gear diameter pitch and number of
teeth. The ‘best’ combination of SIB and S / D ratios is
[sTARrj that which makes the overall size and weight a
+
lirpul operational requlremenls. h.p , rlillln
minimum without violating any constraints.
The iteration process is completed when no further
t changes in the dimensions of the engine components are
\ Call thcrndynamic routine. get m e p , P 6
i required to recalculate the dynamic loads on the system.
The overall iterative process is further illustrated
through the flowchart diagram shown in Fig. 5.
The iterative procedure described above includes
several subroutines aimed at computing the specific
dimensions of the various components of the mecha-
Dn I<mp I nism. The following sections describe some of the key
o v ~ SIB
r range
SIB - 0.6 10 ! 6 . clep 0 1 subroutines.

icrement 1 D<I i h p 2
JISIB 1 over SlL) range
5 DYNAMIC LOADING SUBROUTINE
+ R.
! Calciilate rtrokc S bore

i
gear diameter 1) j I The calculation of the dynamic loading on each com-
ponent of the mechanism is based on the simultaneous
Call dynamic model routine, get all forces and moments
+ 1 I solution of the equations of dynamic equilibrium for
each element of the system. These equations incorporate
Call r ~ u u n rGEAR lur gear design 1 J
the inertia loads using the DAlembert principle and can
h be arranged as a matrix in equation (1) which is shown
on page 118 opposite.
The derivation of this matrix equation has been
YES described in detail elsewhere (8, 9) and need not be
From tnulinc GEAK. per 5landard gcar reported here. The terms in the unknown vector rep-
parameter, P. D. N . FY, W<,
resent the loads acting on each of the components of the
i system and also contain the delivered output torques on
For mndard U and given SiD, S / R
cumpule w i s e d S. 8. CID. and uutput h.p the output shafts T, and T 2 . The terms on the right-
t hand side vector contain elements derived from the
Cdll rnuline ROD gci L , A , W ,
loads acting on the pistons P,, P , , P , and P,, elements

-
related to the mass inertia distribution (Mij) and ele-
- Fnrce\
Moments
Call routine PISTON, geth, r . W
ments derived from the shaft’s attitude angle and its
- Momenl\
Forcer
Call rnuiine PIN. get L,. .4,,”, W derivatives in time (0, 4 and s).
The pressure versus angle curve which characterizes
Call routine SHAFT, get I . , . A , . w ,
I1 the thermodynamic cycle is approximated by means of
Call rnutine HOUSING. gct L , . bL,h. Wt the following function (9, 10):

P* = [(2+ r-1
I) - cos 01
-k

Y tS x -dQ* __
d6
2 ( r-1
+1 ) - cos 8I(’-” do]

Fig. 5 General program block diagram for the design syn-

thesis of a Stiller--Smith engine in a parametric
fashion
@ IMechE 1990 Proc Insto Mech Engrs Vol 204
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120 V H MUCINO, W G WANG A N D J E SMITH

The term dQ*/d8 is the dimensionless heat release rate 0 40

and is described by a single Wiebe function 0 30

d9 = 6.9(g)(A4 +
dQ* l)iyr 0 20
0 10
000
-0 10
x e~p[-6.9(~)~"] (3) -0 20
-0 30
Figures 6 to 8 show the variation of loads on the gear -0 40
teeth in contact (normalized with respect to maximum 0 90 180 270 360 450 540 630 720
piston load), also on the trammel gear pins and the Angle
output shaft support. Basically, each of the reaction I_

loads (forces and moments) solved in the dynamic deg

model can be plotted against time or angle of shaft rota- 0.40
0.30
0.20
0.12 0.10
0.10 0.00
-0.10
0.08
-0.20
0.06 -0.30
0.04 -0.40
0 90 180 270 360 450 540 630 720
0.02
Angle
--
0.00
deg
0 90 180 2 ) 360 450 540 630 720
Fig. 8 Normalized loads acting on the output gear bearing
Angle
___ supports in the X axis and Y axis direction
deg
Fig. 6 Loads acting on the gear teeth in contact throughout
a full engine cycle, normalized with respect to the 6 STRENGTH-DESIGN SYNTHESIS OF
maximum piston load COMPONENTS
The dimensions of the various components of the
mechanism are determined by strength constraints
imposed by the materials to be used. For each iteration
of the design procedure some dimensions remain
unchanged, such as the stroke, the bore and the gear
pitch diameter. Other dimensions are calculated based
on standard design practices including fatigue consider-
ations. The following examples illustrate the design of
some of the key components of the mechanism.

6.1 Gear design subroutine

For gear design, four major parameters are of interest:
pitch diameter, diametral pitch (such that an integer
0 90 180 270 360 450 540 630 720
number of teeth results), pressure angle and flank width.
Angle
__ Other parameters of interest, but dependent on the ones
deg just mentioned include, for example, depth of teeth,
thickness of the Webb. The main design criteria include
the following:
(a) failure in bending (tooth breakage) is prevented,
(b) no profile undercutting is allowed,
(c) no pitting (surface fatigue failure) is to occur; and
(d) no scoring (temperature lubricant failure).
This criteria require the Y factor or 'Lewis form factor'
to be used in the design stress formula for gears given
by:
0 90 180 270 360 450 540 630 720
Angle
__ (4)
deg
Fig. 7 Normalized loads acting on the trammel gear pins in Another factor called the 'J' or 'geometry factor' is a
X axis and Y axis direction refined version of the Lewis Y factor and has been
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 PARAMETRIC MODELLING OF 1C ENGINE SYSTEMS FOR DESIGN OPTIMlZATION 121

obtained through extensive finite element refined 6.2 Trammel gear pin dimension
models developed by Mitchiner and Mabie (24). k, rep-
The dimensions of the trammel pins are calculated
resents the velocity factor which takes into account the
based on standard engineering formulas in which
velocity requirements and the manufacturing quality
bending and shear stresses are considered together with
recommended for the corresponding range of operation.
their fluctuation for fatigue considerations. The com-
The maximum tangential load for this application
bined bending and shear stress must be such that the
is found from the dynamic tooth contact loading shown
following equation is satisfied :
in Fig. 6. The tooth flank width F recommended by the
AGMA standard practices is such that the following ”
constraints apply:
3p Q F Q 5 p (5) where CT, is the bending stress of the pin and term,,z: is
where p is the circular pitch and is related to the gear the direct shear stress on the pin. S, and n are the yield
diameter D, diametral pitch P and tooth number N , by strength of the material and the safety factor respec-
the following two relations: tively. Equation (7) can be expressed in terms of the pin
diameter sought as:
(6)

The point to emphasize here is that the synthesis of

the gear dimensions becomes an iterative procedure in
which the requirements of keeping an integer number of
teeth, using standardized pitch and keeping the gear
width within the constraints of equation (5) are to be
satisfied. The subroutine is illustrated in the form of a
flowchart in Fig. 9. The volume and thus the weight of
the gear is directly associated to the pitch diameter,
flank width and the weight density of the material used.
Subroutine GEAR
(for gear design)
where ktb and k,, are the stress concentration factors in
bending and torsion respectively. Taking the limit and
substituting the load terms obtained from the dynamic
subroutine, on equation (8), a non-linear equation
results that can be reduced to an expression of the type:
a0d6 + aid4 + a2 = 0 (9)
Fatigue considerations are integrated by noting that
there are maximum and minimum loads obtained from
the dynamics subroutine, shown in Fig. 4. A mean and
alternating value for the stresses is obtained using equa-
tion (7) for the corresponding loads. The failure criteria
used for the design of the trammel pins are provided by
the Goodman fatigue diagram in which the ‘modified

I
~
Given design standard data:
Lewis form factor Y
diametral pitch series

i
1
I
I
endurance strength’ of the material in use is given by
s, = k, k , k, k ,
Where the modifying factors k , , k,, k, and k, take
r--- ~

Calculate allowable stress on gear teeth od

I into account the surface finish, the load type, the size
factor and the reliability factor, while S: represents the
I endurance strength of the material for reversed bending.
It The Goodman diagram finds the limiting alternating
For standard number of teeth and standard pitch stress from which the diameter can be obtained by
calculate D = Y/pitch I solving an equation similar to equation (9) but which
incorporates the fatigue strength of the part. The formu-
i lae required for the design of these trammel pins have
been put together in a subroutine which is integrated
Calculate pitch line velocity
transmitter maximum teeth load
into the overall design process.
velocity factor
circular pitch p 6.3 Other component subroutines
compute gear face width FY
All the components of the engine system are likewise
designed based on the loads extracted from the
dynamics subroutine, the materials strength constraints
and the dimensions determined in the synthesis of the
basic engine characteristics (stroke, bore and gear
diameter).
YES The various subroutines are simply shown as blocks
in the flowchart of Fig. 6 and include the following:
Connecting rod
Piston
r+Return Output shaft
Counterweights (if needed)*
Fig. 9 Design synthesis block diagram for the gears of the * It has been shown that some configuratlons do not requlre counterweights
system (25)

@ IMechE 1990 Proc Instn Mech Engrs Vol 204

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I22
Bearing supports
Housing
Each of these subroutines also yields the weight of each
of the components which are then added up to yield
their contribution to the total engine weight.
7 OPTIMlZATION PROCEDURE
The optimization procedure involves the determination
of a set of parameters called ‘design variables’, which
optimize (minimize or maximize) certain design func-
tions or ‘objective functions’ and which do not violate
any of the system constraints. Generally, there are two
types of system constraints as follows: functional con-
straints (inequality), which limit the design variables to
specific value ranges, using either absolute values or
aspect ratios. Another example of this type of constraint
is the failure criterion which applies to the systems
response or performance through ‘state variables’,
which must stay below certain limits. Constraints of a
second type (equality) are derived from the mechanistic
models including the constitutive static or dynamic
equations, which in turn describe the mechanical behav-
iour of the system. Generally, these are also known as
equality constraints and take the form of equations of
equilibrium.
For the case presented in this study, the objective
function sought to minimize is the overall weight of the
system, which depends on the geometry of all the ele-
ments of the mechanisms. The key design variables are
formulated in terms of the stroke-bore and stroke-gear-
diameter ratios, from which specific values of bore,
stroke, gear diameter and all the remaining geometric
parameters of the system are derived to satisfy the volu-
metric displacement requirements.
The objective function to be minimized (the total
weight) is comprised by the individual component
weights and can be expressed as :
L
min W,(S/B, SID, X ) = K ( S f B , S/D, X )
i=l
where X is the vector of design parameters which define
the geometry of all the components of the engine
system.
The constraint equations are mainly derived from the
fact that the gear design algorithm uses only standard
gear dimensions as provided by the AGMA standard
design practices, making the diametral pitch, pitch dia-
meter, pressure angle, the number of teeth and the gear
width fall within very specific values.
Additional constraints are derived from the stroke-
bore and stroke-gear-diameter ranges which are con-
sidered reasonable for this particular application.
Finally, strength requirements and limitations of the
materials being used are incorporated in the system by
means of stress to strength relationships which guar-
antee safe performance by means of dynamic safety
factors.
The constraints can be grouped into two categories,
equality constraints (derived from mechanistic models)
and inequality constraints, which are imposed by the
design and failure criteria used. Symbolically the con-
-
Part D: Journal of Automobile Eneineerine -
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V H MUCMO, W G WANG AND J E SMITH
stants are expressed ar:
Gi(S/B, S/D, x) 2 0 j = 1, 2 ... m
(inequality constraints) (12)
H,(S/B, S/D, X) =0 k = 1, 2 . . . n
(equality constraints) (I 3)
and
ctL < (S/B, S/D, x) < CI, (range constraints) (14)
A direct optimization method cannot be applied to
the overall problem due to the fact that the resulting
equations contain discrete parameters and some of the
constraints cannot be explicitly expressed in terms of
the design parameters.
The resulting equations become non-linear and dis-
crete in nature and an indirect, exterior penalty function
method is needed to transform the constrained problem
into a sequence of unconstrained problems.
The approach required to solve this type of opti-
mization problem is quite involved and is the subject of
a companion paper (26), thus need not be treated here.
However, the outcome of such procedure contains the
optimum parametric configuration of the system in
question.
In what follows a specific example is illustrated and
results are presented for an actual preliminary design.
8 DESIGN CONFIGURATION OF AN
EIGHT-CYLINDER STILLERSMITH ENGINE
An engine configuration for this application is shown in
Fig. 10, which corresponds to an eight-cylinder engine
and is designed for a horsepower of 280 h.p. at a rated
speed of 3500 r/min with a mean effective pressure of
120 Ibf/in2. The corresponding cubic inch displacement
of the engine is 528 in3.
For these requirements, the algorithm described in
the flowchart of Fig. 5 renders a solution map which
shows the variations of total engine weight with respect
to the stroke-bore ratio and the stroke-gear-diameter
(11) ratio (Fig. 11).
Any point in that solution map satisfies the oper-
ational requirements, but certain combinations of SIB
* Connecting rod
,Trammel gear
Piston
‘Output shaft
Counterweight
b”
Fig. 10 Eight-cylinder configuration for the Stiller-Smith
engine
0 IMechE 1990
 PARAMETRIC MODELLING OF IC ENGINE SYSTEMS FOR DESIGN OPTIMIZATION 123

Table 3 Eight-cylinder Stiller-Smith engine characteristics

M
.-
1. Cycles 4
29 2026.67
2. Number of cylinders 8
.-s 3. Maximum h.p. at r/min 209 kW (280 h.p.)at 3500 r/min
2
w
1253.33 4. Maximum b.m.e.p. 958 kPa (1 39 Ibf/in2) at 2800 r/rnin
480.00 5. B.m.e.p.at maximum h.p. 827 kPa (120 Ibflin’) at 3500 r/rnin
1.3 6. Peak pressure 9798 kPa (1421 Ibf/in2)
7. Maximum rated speed 3500 r/min
1.38 8. Maximum torque 660 N m (487 ft Ibfl at 2800 rimin
9. S / B ratio 0.84
10. Stroke 9.9 cm (3.9 in)
11. Bore 11.8 cm (4.64in)
12. S / D ratio 0.94
Fig. 11 Engine weight versus SIB and S / D for a Stiller- 13. Trammel gear diameter 10.5 cm (4.15 in)
Smith engine with 280 h.p. and 3500 r/min 14. Displacement 8652 cm3 (528 in3)
15. Weight 5053 N (1 136 Ib) w/o accessories
16. Dimensions:
and S / D and the corresponding design parameters length 97.8 cm (38.5 in)
width 97.8 cm (38.5 in)
render a minimum weight. thickness (height) 53.3 cm (21 in)
The optimization algorithm shown in Fig. 2 and
described in reference (26) determines the optimum con-
figuration which is feasible and the results for this appli-
cation are given in Table 3 and correspond to one point 2376 44
of the overall solution map,
Figures 12 and 13 are the corresponding solution 61
1707 88
maps for the weight of the trammel gear and connec-
tions for this application. A similar plot can be pro-
duced for each element and it can be shown that the 81 1039 32
combination of parameters that produces the total
minimum weight is not necessarily the same as that 370 76
4 00.00
which produces the minimum weight for each part.
Different operational requirements would produce
Load Speed
variations on the dimensions of each element and a ~

h.p. r/min

Fig. 14 Stiller-Smith engine weight versus load (h.p.) and

speed (rjmin)

general minimum weight distribution for various oper-

ating ranges of power and speed is shown in the form of
a solution map in Fig. 14 for which the mean effective
pressure and the overall engine configuration are kept
1.45
unchanged.

9 CONCLUSIONS
In the practice of design of mechanical systems, many
Fig. 12 Weight distribution of a gear element as a function aspects need to be considered. The utilization of para-
of the SIB and S/D ratios for a Stiller-Smith engme metric approaches to modelling allows the formulation
with 280 h.p. and 3500 r/min of both heuristic and analytical procedures to be formu-
lated which integrate all those aspects of interest in the
design of a particular system.
81
3
16.69 1 In this paper, the basic design configuration of a
Stiller-Smith (SS) engine was described in terms of a set
of parameters and aspect ratios which uniquely and
completely define the basic system’s configuration.
These parameters in turn are utilized to express both
the ‘objective function’ or design function as well as the
functional and performance constraints imposed by the
material’s strength and both static and dynamic stabil-
ity requirements.
The integration of all of these relationships lends
50
itself particularly well for the formulation of the opti-
mization problem, whose solution yields the specific
values of those key parameters which, for the particular
Fig. 13 Weight distribution of a connecting rod as a function case of the SS engine system, render a minimum overall
of the SIB and S / D ratios for a Stiller-Smith engine weight without violating any of the stability and
with 280 h.p. and 3500 r/min strength constraints.
0 IMechE 1990 Proc Instn Mech Engrs Vol 204
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124 V H MUCINO, W G WANG A N D J E SMITH
While several parameters may influence the optimum
solution significantly, for the case presented here, the
strokebore and stroke-gear-diameter are indeed the
dominant or more important parametric ratios for the
optimization of the engine design. This is in a way
equivalent to the fact that in conventional engines, the
strokebore ratio and the stroke-connecting-rod-length
ratio have a significant influence in the overall design
and performance of the engine in question.
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@ IMechE 1990