DOUBLE ACTING MCE-5 ENGINE

PAPER SUBMITTED BY:

R.N.Rambalaji Saravana Sridar Pre-final year, mechanical engineering, Coimbatore Institute of Technology, Coimbatore.

PAPER CLUSTER :

ADVANCED IC ENGINES

DOUBLE ACTING MCE-5 ENGINE

R.N.Rambalaji, Saravana Sridar Pre-final year Mechanical Engineering Coimbatore Institute of Technology, Coimbatore
r.n.rambalaji@gmail.com saran.theprince@gmail.com Abstract In the present case scenario, the development of a new IC engine with high efficiency, high power, low emission levels, multi-fuel option with mass production capability is in high demand. Hybrid vehicles conform to the above said criteria. Unfortunately, refining a technology until it is affordable and performs well enough for the mass market takes a while, and we might not have electric cars for a few more years. In the meantime, we engineers are trying to squeeze more life out of ICEs. The double acting MCE-5 engine can produce high power with high efficiencies. The MCE-5 is an all-in-one engine block integrating both innovative components that transmit power from the piston to the crankshaft, and exclusive actuators, which permit controlling the engine Compression Ratio. . Based on the combination between a rod-crank mechanism and long-life gears, the MCE-5 is an all-in-one VCR technology integrating both power transmission and Compression Ratio control. Its conservative combustion chamber and its totally conventional and invariable piston kinematics allow making the most of knowhow related to combustion and performance control. The MCE-5 provides an individual, continuous and reactive Compression Ratio control to each cylinder of the engine. Its wide control range comprised between 7:1 and 20:1, permits serving all VCR strategies with no limitation. Thanks to its reasonable production costs and exclusive features, the MCE-5 could rapidly lead to a new generation of fuel efficient, powerful and attractive vehicles, while opening the way to crucial engine design strategies for the future. With double acting principle integration we get two power strokes for four strokes rather than a single power stroke in conventional IC engine

lot of flexibility that our conventional engine doesnt and double acting principle can be easily applied. II. WORKING PRINCIPLE OF A DOUBLE ACTING ENGINE The double acting engine works on the principle that both the sides of the piston are used to compress the charge alternatively and produce two power strokes in four strokes of the piston The principle is explained as below, A. INITIAL POSITION:

I. INTRODUCTION Its been more than two centuries earlier the first working IC engine was developed. Since then the IC engines have undergone numerous changes to improve its performance in terms of power and efficiency. Both power and efficiency can be improved by using the piston to compress the charge on both sides of the piston. Unfortunately our conventional engine does not have the flexibility to support double acting principle. With the development of advanced technologies, in the present scenario, there is every possibility of developing a double action IC engine. The MCE-5 technology provides a Let the piston be at its Top Dead Centre (TDC).

B. STROKE 1

During the first stroke the piston moves from TDC to BDC thus producing vacuum and thus makes the charge to fill in the upper part of the cylinder. C. STROKE 2

Now a spark is provided and the charge in the upper cylinder burns and pushes the piston downwards (power stroke), thus simultaneously compressing the charge in the lower part of the cylinder. E. STROKE 4:

Now during the second stroke, the piston moves from BDC to TDC, thus compressing the charge in the upper part of the cylinder. At the same time vacuum is created in the lower part of the cylinder as the piston moves from BDC to TDC and now charge enters the lower part of the cylinder i.e. the area under the piston D. STROKE 3

Now a spark is provided in the lower combustion chamber and now the piston is pushed above, thus enabling exhaust to take place simultaneously. And the process continues thus producing two power strokes for four stokes of the piston. This double acting principle can be successfully applied to our conventional engine but with few cons. A conventional double acting engine model is designed in CATIA and its kinematics were simulated. The results were that such an assembly

working is completely feasible. The model designed is shown in the fig below,

III. CHALLENGES MET BY CONVENTIONAL DOUBLE ACTING IC

ENGINES

` The benefits of having a variable compression ratio are that you can control much more precisely combustion and adjust the variable to get the best performance for each situation (acceleration, cruising, deceleration, etc). It becomes especially potent - in theory - when combined with other technologies like turbochargers, direct injection, variable valve timing and lift, etc., from a green point of view, this mean you could downsize an engine quite a bit while still getting enough power and achieving high thermal efficiency. It might even help with the use of (cellulosic) ethanol (which has different characteristics from gasoline), or to reduce emissions by optimizing combustion. This could bring fuel economy to 6.0 L/100 km while producing 50 hp more! And also imagine a small car that doesn't need 200+ hp. A 0.8-liter version (or whatever) could probably get very good MPG, possibly running on cellulosic ethanol made from agricultural waste. Variable Compression Ratio is not a revolution; VCR is only a major technical evolution, which could rapidly be as indispensable for SI engines as multiple Direct Injections for Diesel engines V. THE MCE-5 TECHNOLOGY Different VCR prototypes have confirmed the exceptional potential of VCR strategy, but they also revealed that

The three main cons that affected the conventional double acting IC engines is that Piston radial stress is very high At lower speeds of engine combustion in lower part of cylinder doesnt takes place At higher speeds, the design leads to high possibilities of detonations in the lower part of cylinder. These disadvantages that will hinder the development of a conventional double acting IC engine can be debugged by using Variable Compression Ratio-intelligent MCE-5 technology. IV. VCR-BRIEF INTRODUCTION Most of us are probably anxious to get rid of internal combustion engines (ICE) and move on to electric motors. But its a situation that is highly unlikely to happen in the next 20 years. So one has to find a technology that is high efficient but at affordable cost and environment friendly. One promising technique is the use of variable compression ratios In an internal combustion engine, the compression ratio tells you what the ratio is between the biggest and smallest volumes of the combustion chamber in the cylinder. The concept of modifying that ratio is very old (around the 1920s), but very few cars have actually used it.

designing VCR engines that respond to mass-production requirements is a tremendous technological challenge. In this context, next step is to identify and study a design that fulfils all indispensable features for a mass-produced engine in terms of functionalities, robustness, reliability and durability while presenting reasonable production costs. The engine that popped up fulfilling all these qualities is the MCE-5 intelligent engine. MCE-5 technology entirely revolutionizes the current working concept of our conventional IC engine. It throws away our conventional four bar mechanism, and integrates a new mechanism to achieve both friction losses reduction and implementation of VCR-i techniques.

VII.

STRATEGY OF MCE-5 TECHNOLOGY

General strategy of the MCE-5 technology: A)-Reduction of friction and pumping losses: a) High downsizing; b) High down speeding. * enabling the reduction of frictional losses by a factor of 2.2 and pumping losses by 7 VI. WORKING PRINCIPLE OF A MCE-5 ENGINE The conventional four bar mechanism is the main source of the piston radial stress that hinder the development of double acting engine. The piston radial stress and piston slap is completely removed by using a roller guided piston in MCE-5 technology Here the piston is made to reciprocate in the cylinder by a roller guide. The reciprocation motion is converted in to an oscillatory motion of a gear wheel, which is also attached to a control jack for compression ratio control. The oscillatory motion of the gear is converted in to rotary motion of crank by a short connecting rod. B) -Improvement of combustion-expansion effectiveness: a) All loads optimization of relation between: -Ignition Advance; - Compression Ratio; (CR for a wide range of (7:1 to18:1)

-EGR. D) -Additional features: a) Idle speed reduction; b) Cold starting pollutant emissions reduction; c) Maximum fuel flexibility (VCR) MCE-5 technology eliminates the need for compromise between BMEP and Compression Ratio. Fixed compression ratio calls for compromise. High BMEP (to serve downsizing + downspeeding) penalizes possible max Compression Ratio; High Compression Ratio (increased expansion efficiency) penalizes possible max BM

B. Piston Unconventional piston kinematics can lead to unexpected behaviours and defects related to internal aerodynamics and engine components noise emissions, durability, and mechanical efficiency. Taking this in to account the guided piston is an exclusive MCE-5 feature that radically simplifies piston design with features like; high compression ratio precision, conventional piston kinematics; low friction losses and high reliability are the critical features that will eliminate piston slap and radial stress, which have a direct impact on friction losses, blow by, noise emissions, wear and oil consumption

. MCE-5 technology thus combines the advantage of diesel and gasoline engines.

VIII.

MCE-5 TECHNOLOGY DESCRIPTION

A. Crankcase: The MCE-5 multi-cylinder crankcase is developed to implement all VCR strategies without limitations in order to derive maximum effectiveness without any associated risks. In addition, this crankcase maintains all the MCE-5 technologys potential to reduce friction losses and to increase the mechanical resistance and durability of engines, by providing a more robust structure.

The opportunity to reduce rings tension and resulting friction losses is mainly due to the fact that the MCE-5 roller-guided piston preserves bore cylindricity, this ensures a well distributed ring/cylinder pressure and an improved sealing and oil consumption control during the whole engine life.

C. Roller: The roller helps to guide the piston in a rack. As a result, torque on crankshaft no longer results from forces applied to the cylinder by the piston, but from forces applied to rollers.

F. Crank and rod:

The MCE-5 crank and rod offers another potential friction reduction source, due to the big-overlap and rigid MCE-5 crankshaft (its crank radius is reduced by half). Indeed, hydrodynamic bearings diameter could be reduced thanks to improved natural crankshaft rigidity

D. Gear wheel:
The gear wheel is an asymmetrical component with a complex shape. It comprises 4 high-loaded teeth subject to gas pressure and high inertia forces at Top Dead Centre (TDC), and 4 low-loaded teeth only subject to low inertia forces at BDC. The gear wheel also comprises rolling surfaces, which work together with those of the piston rack and of the control rack. In addition, the opening made inside the gear wheel to house the rod small-end has 2 axial rod-stop surfaces.

IX. COMPRESSION RATIO CONTROL TECHNIQUE In fact, the first factor for the hindrance of the development of double acting engine is removed by the roller guided piston. The next two cons of double acting conventional IC engine can only removed by applying VCR techniques. In a MCE-5 engine, the compression ratio is controlled by hydraulic jacks at present. With our current technological revolution, an ECU unit and sensors can replace the hydraulic jacks. A) ECU and its evolution: Engines are more sophisticated and efficient in 2008 than they were in the past but less so than they will be in the future. They are equipped with many sensors that send information to the engine control unit (ECU) indicating the position of the accelerator pedal, the intake airflow, and the oxygen content in the exhaust gases or even the engine speed. The ECU can thereby respond to the drivers torque demand, prepare an airfuel mixture with the proper proportions or obtain the highest efficiency from gas expansion. The ECU manages the operation of the engine via actuators that it controls electrically. These actuators are, for instance, used to regulate the opening of the throttle valve, the amount of fuel injected, the valve timing or the ignition timing. The ECU has tables that indicate the adjustments required for each actuator given the engines operating conditions.

Forging is taken as the mass-production technique for these gears. Depending on instantaneous tangential stress applied to their teeth, the MCE-5 spur gears present an efficiency that always remains between 99.2 and 99.7%. Thanks to their high efficiency, the MCE-5 spur gears guarantee an advantageous final friction losses balance to the entire engine block. E. Control jack: The control jack maintains a precise compression ratio control with hydraulic jacks or with a ECU unit.

The ECU also has logical functions that allow real-time calculation of certain values that are not in its tables. All modern engines today operate according to these principles. There is, however, an essential parameter over which the ECU has no control: the compression ratio. Yet, this parameter directly conditions engine efficiency, pollutant emissions and the engines torque and power performances. Compression ratio control has so far never been possible for lack of an appropriate technology. This shortcoming has led to increased fuel consumption, limited torque and power and less control over pollutant emissions. The fixed compression ratio represents a real technological lock on gasoline engines that MCE-5 is now opening by providing a variable compression ratio. This new actuator, which allows compression ratio control, drastically increases the performances and energy efficiency of gasoline engines.

When the engine operates at high speeds, the compression ratio is made less, so that detonation does not occur.

X. POWER AND TORQUE COMPARISON BETWEEN A 4 CYLINDER DMCE-5 ENGINE AND A V-6 Indicated power IP = (IMEP*A*L*n*100)/60 KW IP = Indicated power IMEP = Indicated mean effective pressure A = Area of the bore L = Stroke length n= number of cycles per minute Let us assume, Let IMEP be 10 bar, bore diameter be 10cm, stroke length be 12cm Speed of engine be 3500 rpm Let the piston bar diameter be one fifth of piston diameter. Power produced in the Upper power stroke = {(10)*( *(5*10^2)^2)*(12*10^-2)*3500*100}/60*2 =27.495 kW ~ 37 hp Power produced in Lower power stroke 2)*3500*100}/60 = {(10)*(*(4*10^-2)^2)*(12*10^=17.9 kW ~ 24 hp Indicated Power produced by the double acting engine = 37+24 = 61 hp Assuming the same values, Indicated Power produced by conventional Single cylinder 4s engine = {(10)*(*(5*10^2)^2)*(12*10^-2)*3500*100}/60*2 ~ 37 hp Increase in power produced with double acting principle per cylinder = 65% Let the MCE-5 double acting engine be a 4 cylinder, Hence indicated power produced by a 4 cylinder MCE-5 = 244 hp Frictional losses will account for 22% of the indicated power, With our VCR concept MCE-5 technology integration, we will have frictional losses less than that of the conventional IC engine. The frictional losses in the MCE-5 engine are around 8-12%. Let us assume it to be 13% with a worst case scenario For the DMCE-5 IC engine, Assuming the frictional losses to be 13%, Friction losses = 31.72 hp

B) Compression ratio control in double acting engine: There will be two knock sensor will be continuously monitoring the pressure and temperature in both the upper and lower combustion chamber and send signals to the ECU, thus aiding to achieve the optimal compression ratio. The CR sensor accurately points the position the control jack, thus providing precision compression ratio control. With the aid of the ECU unit it is possible to switch CR from 7:1 to18:1 in a mere 25-50 ms. Thus when the engine is at low speeds, the compression ratio in the lower chamber is made high and thus aiding the combustion in the lower chamber at low speeds.

Hence brake power produced by 4 cylinder DMCE-5 For conventional IC engine, Let the conventional engine be a V-6 Indicated power produced by V-6 Assuming frictional losses to be 22% Frictional losses Hence brake power produced by V-6 BP produced by 4 cylinder DMCE-5 engine BP produced by 6-cylinder 4s conventional engine

= 212.28 hp

=222 hp = 48.84 hp = 173.16 hp = 212.28 hp = 173.16 hp

We know, Torque produced = (BP*60000)/ (2*3.1428*N) Torque produced by a 4 cylinder = 432 Nm Torque produced by a V-6 = 352 Nm Increase in torque = 23%

All these results yield a single fact that DMCE-5 can replace much bigger engines but with comparable power and high efficiency. Also the given figures will be doubled if a turbo and direct injection is used with MCE-5 technology. Thus comparing the performances of DMCE-5 and a V-6 we find a 4-cyinder DMCE-5 producing more power and torque than a much bigger conventional V-6. XI. CONCLUSIONS Thus there is every possibility of developing such a high efficient, high power IC engine that is highly reliable and robust which can be mass produced. Future cars and automobiles require high efficient green technologies, with a door opened for multi-fuel usage. This DMCE-5 technology can provide all best possible solutions to our future cars, at affordable prices.