Design and Analysis of Ic Engine Enginevalves Using Ansys
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Mean Value Modelling of a Poppet Valve EGR-System
Mean value modelling of a poppet valve EGR-system Master’s thesis performed in Vehicular Systems by Claes Ericson Reg nr: LiTH-ISY-EX-3543-2004 14th June 2004 Mean value modelling of a poppet valve EGR-system Master’s thesis performed in Vehicular Systems, Dept. of Electrical Engineering at Linkopings¨ universitet by Claes Ericson Reg nr: LiTH-ISY-EX-3543-2004 Supervisor: Jesper Ritzen,´ M.Sc. Scania CV AB Mattias Nyberg, Ph.D. Scania CV AB Johan Wahlstrom,¨ M.Sc. Linkopings¨ universitet Examiner: Associate Professor Lars Eriksson Linkopings¨ universitet Linkoping,¨ 14th June 2004 Avdelning, Institution Datum Division, Department Date Vehicular Systems, Dept. of Electrical Engineering 14th June 2004 581 83 Linkoping¨ Sprak˚ Rapporttyp ISBN Language Report category — ¤ Svenska/Swedish ¤ Licentiatavhandling ISRN ¤ Engelska/English ££ ¤ Examensarbete LITH-ISY-EX-3543-2004 ¤ C-uppsats Serietitel och serienummer ISSN ¤ D-uppsats Title of series, numbering — ¤ ¤ Ovrig¨ rapport ¤ URL for¨ elektronisk version http://www.vehicular.isy.liu.se http://www.ep.liu.se/exjobb/isy/2004/3543/ Titel Medelvardesmodellering¨ av EGR-system med tallriksventil Title Mean value modelling of a poppet valve EGR-system Forfattare¨ Claes Ericson Author Sammanfattning Abstract Because of new emission and on board diagnostics legislations, heavy truck manufacturers are facing new challenges when it comes to improving the en- gines and the control software. Accurate and real time executable engine models are essential in this work. One successful way of lowering the NOx emissions is to use Exhaust Gas Recirculation (EGR). The objective of this thesis is to create a mean value model for Scania’s next generation EGR system consisting of a poppet valve and a two stage cooler. -
Poppet Valve
POPPET VALVE A poppet valve is a valve consisting of a hole, usually round or oval, and a tapered plug, usually a disk shape on the end of a shaft also called a valve stem. The shaft guides the plug portion by sliding through a valve guide. In most applications a pressure differential helps to seal the valve and in some applications also open it. Other types Presta and Schrader valves used on tires are examples of poppet valves. The Presta valve has no spring and relies on a pressure differential for opening and closing while being inflated. Uses Poppet valves are used in most piston engines to open and close the intake and exhaust ports. Poppet valves are also used in many industrial process from controlling the flow of rocket fuel to controlling the flow of milk[[1]]. The poppet valve was also used in a limited fashion in steam engines, particularly steam locomotives. Most steam locomotives used slide valves or piston valves, but these designs, although mechanically simpler and very rugged, were significantly less efficient than the poppet valve. A number of designs of locomotive poppet valve system were tried, the most popular being the Italian Caprotti valve gear[[2]], the British Caprotti valve gear[[3]] (an improvement of the Italian one), the German Lentz rotary-cam valve gear, and two American versions by Franklin, their oscillating-cam valve gear and rotary-cam valve gear. They were used with some success, but they were less ruggedly reliable than traditional valve gear and did not see widespread adoption. In internal combustion engine poppet valve The valve is usually a flat disk of metal with a long rod known as the valve stem out one end. -
History of a Forgotten Engine Alex Cannella, News Editor
POWER PLAY History of a Forgotten Engine Alex Cannella, News Editor In 2017, there’s more variety to be found un- der the hood of a car than ever. Electric, hybrid and internal combustion engines all sit next to a range of trans- mission types, creating an ever-increasingly complex evolu- tionary web of technology choices for what we put into our automobiles. But every evolutionary tree has a few dead end branches that ended up never going anywhere. One such branch has an interesting and somewhat storied history, but it’s a history that’s been largely forgotten outside of columns describing quirky engineering marvels like this one. The sleeve-valve engine was an invention that came at the turn of the 20th century and saw scattered use between its inception and World War II. But afterwards, it fell into obscurity, outpaced (By Andy Dingley (scanner) - Scan from The Autocar (Ninth edition, circa 1919) Autocar Handbook, London: Iliffe & Sons., pp. p. 38,fig. 21, Public Domain, by the poppet valves we use in engines today that, ironically, https://commons.wikimedia.org/w/index.php?curid=8771152) it was initially developed to replace. Back when the sleeve-valve engine was first developed, through the economic downturn, and by the time the econ- the poppet valves in internal combustion engines were ex- omy was looking up again, poppet valve engines had caught tremely noisy contraptions, a concern that likely sounds fa- up to the sleeve-valve and were quickly becoming just as miliar to anyone in the automotive industry today. Charles quiet and efficient. -
Engine Block Materials and Its Production Processes
ENGINE BLOCK MATERIALS AND ITS PRODUCTION PROCESSES 2.2 THE CAST IRON MONOLITHIC BLOCK The widespread use of cast iron monolithic block is as a result of its low cost and its formidability. This type of block normally comes as the integral type where the engine cylinder and the upper crankcase are joined together as one. The iron used for this block is the gray cast iron having a pearlite-microstructure. The iron is called gray cast iron because its fracture has a gray appearance. Ferrite in the microstructure of the bore wall should be avoided because too much soft ferrite tends to cause scratching, thus increasing blow-by. The production of cast iron blocks using a steel die is rear because its lifecycle is shortened as a result of the repeated heat cycles caused by the molten iron. Sand casting is the method widely used in the production of cast iron blocks. This involves making the mould for the cast iron block with sand. The preparation of sand and the bonding are a critical and very often rate-controlling step. Permanent patterns are used to make sand molds. Usually, an automated molding machine installs the patterns and prepares many molds in the same shape. Molten metal is poured immediately into the mold, giving this process very high productivity. After solidification, the mold is destroyed and the inner sand is shaken out of the block. The sand is then reusable. The bonding of sand is done using two main methods: (i) the green sand mold and (ii) the dry sand mold. -
Methods for Heat Analysis and Temperature Field Analysis of the Insulated Diesel
DOE/NASA/0342-1 NASA CR-174783 19950008390 Methods for Heat Analysis and Temperature Field Analysis of the Insulated Diesel Phase I Progress Report Thomas Morel, Paul N. Blumberg, Edward F. Fort, and Rifat Keribar Integral Technologies Incorporated August 1984 Prepared for NATIONAL AERONAUTICSAND SPACEADMIN ISTRATION Lewis Research Center Under Grant DEN 3-342 1[__ _SPf for ! _i _,:_<,:x._ U.S. DEPARTMENT OF ENERGY L&NGLEY RESEARCHCENTER: Conservationand RenewableEnergy LIBRARYN. ASA Office of Vehicle and Engine R&D .AM__TO_".V,RG,_,_ DISCLAIMER This report was prepared as an account of work sponsored by an agency of the United States Government. Neither the United States Government nor any agency thereof, nor any of their employees, makes any warranty, express or implied, or assumes any legal liability or responsibility for the accuracy, completeness, or usefulness of any information, apparatus, product, or process disclosed, or represents that its use would not infringe privately owned rights. Reference herein to any specific commercial product, process, or service by trade name, trademark, manufacturer, or otherwise, does not necessarily constitute or imply its endorsement, recommendation, or favoring by the United States Government or any agency thereof. The views and opinions of authors expressed herein do not necessarily state or reflect those of the United States Government or any agency thereof. Printed in the United States of America Available from National Technical Information Service U.S. Department of Commerce 5285 Port Royal Road Springfield, VA 22161 NTIS price codes1 Printed copy: A12 Microfiche copy: A01 1Codes are used for pricing all publications. -
Miniature Free-Piston Homogeneous Charge Compression Ignition Engine
Chemical Engineering Science 57 (2002) 4161–4171 www.elsevier.com/locate/ces Miniature free-piston homogeneous charge compression ignition engine-compressor concept—Part I: performance estimation and design considerations unique to small dimensions H. T. Aichlmayr, D. B. Kittelson, M. R. Zachariah ∗ Departments of Mechanical Engineering and Chemistry, The University of Minnesota, 111 Church St. SE, Minneapolis, MN 55455, USA Received 18 September 2001; received in revised form 7 February 2002; accepted 18 April 2002 Abstract Research and development activities pertaining to the development of a 10 W, homogeneous charge compression ignition free-piston engine-compressor are presented. Emphasis is placed upon the miniature engine concept and design rationale. Also, a crankcase-scavenged, two-stroke engine performance estimation method (slider-crank piston motion) is developed and used to explore the in;uence of engine operating conditions and geometric parameters on power density and establish plausible design conditions. The minimization of small-scale e=ects such as enhanced heat transfer, is also explored. ? 2002 Published by Elsevier Science Ltd. Keywords: Two-stroke engine; Free-piston engine; Homogeneous charge compression ignition; Microchemical; Performance estimation; Micro-power generation 1. Introduction exist: Enhance batteries or develop miniature energy conver- sion devices. Only modest gains may be expected from the This paper is the ÿrst in a two-part series that presents re- former, consequently the latter is being vigorously pursued sults of recent small-scale engine research and development (Peterson, 2001). In particular, miniature engine-generators e=orts conducted at the University of Minnesota. Speciÿ- (Epstein et al., 1997; Yang et al. 1999; Allen et al., 2001; cally, it introduces the miniature free-piston homogeneous Fernandez-Pello, Liepmann, & Pisano, 2001) are considered charge compression ignition (HCCI) engine-compressor especially promising. -
Some Science of Balance © Tony Foale 2007
Some science of balance © Tony Foale 2007. Readers who started riding before the 1970s, will easily remember the incredible vibration that we used to have to suffer, particularly with British single and twin cylinder machines. In addition to that, we also had to endure quite severe vibration from road shocks generally because of poor suspension. However, with the advent of the Japanese multi-cylinder machines, Lanchester balance shafts and the drive towards better suspension, today we can enjoy a much greater freedom from annoying vibration. In this article, we will only consider the vibration caused by the engine. This vibration has two basic sources, the least severe of which stems from the irregular torque output of reciprocating internal combustion engines. However, the biggest problem is due to the inability to balance inertia forces due to the piston motion in certain types of engine configuration. There can be two sources of mechanical imbalance, they are; rotating and reciprocating. Rotating balance Any rotating object can produce nett rotating forces if not properly balanced. Typical items of concern to us, would be the clutch assembly, alternators, flywheels and crankshaft. These out of balance forces are due to asymmetrical mass distribution about the rotating axis of the object in question. The clutch, alternators and any external flywheels can be fully balanced. However, due to the needs of reciprocating balance, certain configurations of engine, rarely allow us to achieve perfect rotating balance of the crankshaft, single cylinder engines, for example. There are two aspects of rotating balance which need to be considered. These are usually termed static and dynamic. -
Firing Order of 4 Cylinder Engine Pdf
Firing order of 4 cylinder engine pdf Continue IT Stock Free/Polka Dot/Getty Images Building the performance of a four-cylinder engine is much more difficult than building a six- or eight-cylinder engine due to displacement. Larger engines simply transmit more air through the engine, leading to high pure horsepower and torque, thus saying: No substitute to move. However, it is still possible to get decent results with a four-cylinder engine with many techniques used in the motorsport industry. Install a blank and a full catback exhaust system to allow the engine to breathe more freely. The exhaust reserve is very restrictive on four-cylinder engines, and a lot of horsepower can easily be released simply by installing a larger diameter exhaust system. Replace the intake tube and filter with a cold air intake. The system of receiving air in the warehouse is very restrictive; It is designed to limit the amount of noise you hear under the hood. The cold air intake will re-route the intake hose to the front bumper, where colder, denser air will be directed towards the engine. Dense air ultimately means more air in the engine and more power. Install aftermarket camshafts in the engine. Stock consumption and exhaust camshafts are designed for high miles per gallon figure, not for performance, which limits power and torque. After- sales camshafts allow valves to stay open for a longer period of time, allowing more air to enter the engine to increase power. Install high compression pistons in the engine if you plan to keep a naturally aspirated engine. -
Review of Advancement in Variable Valve Actuation of Internal Combustion Engines
applied sciences Review Review of Advancement in Variable Valve Actuation of Internal Combustion Engines Zheng Lou 1,* and Guoming Zhu 2 1 LGD Technology, LLC, 11200 Fellows Creek Drive, Plymouth, MI 48170, USA 2 Mechanical Engineering, Michigan State University, East Lansing, MI 48824, USA; [email protected] * Correspondence: [email protected] Received: 16 December 2019; Accepted: 22 January 2020; Published: 11 February 2020 Abstract: The increasing concerns of air pollution and energy usage led to the electrification of the vehicle powertrain system in recent years. On the other hand, internal combustion engines were the dominant vehicle power source for more than a century, and they will continue to be used in most vehicles for decades to come; thus, it is necessary to employ advanced technologies to replace traditional mechanical systems with mechatronic systems to meet the ever-increasing demand of continuously improving engine efficiency with reduced emissions, where engine intake and the exhaust valve system represent key subsystems that affect the engine combustion efficiency and emissions. This paper reviews variable engine valve systems, including hydraulic and electrical variable valve timing systems, hydraulic multistep lift systems, continuously variable lift and timing valve systems, lost-motion systems, and electro-magnetic, electro-hydraulic, and electro-pneumatic variable valve actuation systems. Keywords: engine valve systems; continuously variable valve systems; engine valve system control; combustion optimization 1. Introduction With growing concerns on energy security and global warming, there are global efforts to develop more efficient vehicles with lower regulated emissions, including hybrid electrical vehicles, electrical vehicles, and fuel cell vehicles. Hybrid electrical vehicles became a significant part of vehicle production because of their overall efficiency, and they still pose a significant cost penalty, resulting in a stagnant market penetration of 3.2% and 2.7% in 2013 and 2018, respectively, in the United States (US), for example [1]. -
DIY Balancing
DIY balancing. I hope that the main articles on the theory behind engine balance have removed the mystic which often surrounds this subject. In fact there is no reason why anyone, with enough mechanical aptitude to assemble an engine, cannot achieve good results with some home grown balancing on certain types of engine. The only equipment necessary being a set of scales and a means of crankshaft support that allows for free low friction rotation. Traditionally, the scales were the balance beam type most often seen in chemistry lessons at school. However, modern electronic scales with digital readout have largely replaced those. Scales with a maximum capacity of 1 kg. and resolution of 1g. will do very well for most motorcycle engine balancing. Generally, one of three methods of supporting the crankshaft is used. 1. Parallel rails. 2. Overlapping rollers. 3. Centres – either in a dedicated holding stand or in a lathe. Parallel rails are illustrated in fig.1. Although simple to make, their alignment is critical. They must be parallel and horizontal in both lateral and longitudinal directions to a high standard. Those shown use a circular profile but best results are obtained with the working surface hardened and ground to a blunt knife edge shape to reduce friction. Rails should only be used with crankshafts that have identical main shaft diameters on each side, otherwise the crank will want to follow a curved path and some extra friction will be introduced. Fig. 1. Using parallel rails to check balance. In this case the rails are circular in section, the inset shows an alternative cross sectional shape preferred by the author, to reduce friction. -
Section 02 - Block Basics
Block Basics – Section 2 Section 02 - Block Basics 2.0 Small Block 330 & 350 Block Key Differences. The key differences between the 330 and 350 are the 350’s larger bore and the Generation 1 Cast Iron Small Block V-8 Facts 330’s forged crank. General. In 1964 Olds replaced their small block 215 V8 with 1964 – 1966 Valve Lifter Angle. All 1964–1966 blocks used a a cast iron block of completely new design. The 330 V-8 different valve lifter angle of attack on the cam (45). Thus shared none of its engine block architecture with that of the 1964–1966 330 blocks CANNOT USE 1967 AND LATER 215 V-8 and the 225 V-6 sourced from Buick. The engine CAMS. All 1964–1966 cams WILL NOT WORK in 1967 and was no longer aluminum, but cast iron, as weight became later blocks. Later blocks used a 39 lifter angle. Blocks with less of a factor with the engine going into both the larger a “1” or “1A” cast up near the oil filler tube used the 45 lifter mid-sized F-85s, Cutlasses and the full-size Jetstars angle and should be avoided, if possible. introduced in that year. The engine was designed as a replacement for the 215, but was cast iron and enlarged in Early 330 Rocker Arms. The first run of 330 blocks was anticipation of the growth in size of the mid-size cars, where equipped with rocker arms similar to the previous 394 block it was to be primarily used and as the workhorse for the that traces its heritage back to 1949. -
Engine Cylinder Head Installation
Engine Cylinder Head Installation Important: Install the cylinder head without the camshafts. 1. Install the engine cylinder head to the engine block. 2. Install the AIR pump bolt and fir tree fastener from the back of the cylinder head. Refer to Service Bulletin 06-06-04-016A for further information. 3. Install new cylinder head bolts and tighten the bolts. Refer to Cylinder Head Replacement in SI. Camshaft Holding Tool Caution: The camshaft holding tools must be installed on the camshafts to prevent camshaft rotation. When performing service to the valve train and/or timing components, valve spring pressure can cause the camshafts to rotate unexpectedly and can cause personal injury. Important: Before installing the camshafts, refer to Camshafts Cleaning and Inspection in SI. 4. Install the camshafts with the flats up using the J 44221 - Camshaft Holding Tool. Refer to Camshaft Installation in SI. Notice: Tension must be always kept on the intake side of the timing chain to properly keep the engine in time. If the chain is loose the timing will be off, which may cause internal engine damage or set DTC P0017. Fastener Notice: Use the correct fastener in the correct location. Replacement fasteners must be the correct part number for that application. Fasteners requiring replacement or fasteners requiring the use of thread locking compound or sealant are identified in the service procedure. Do not use paints, lubricants, or corrosion inhibitors on fasteners or fastener joint surfaces unless specified. These coatings affect fastener torque and joint clamping force and may damage the fastener. Use the correct tightening sequence and specifications when installing fasteners in order to avoid damage to parts and systems.