Cylinder Head Design

Cylinder head is the top of the internal combustion engine ports, it

contained inlet valve, exhaust valve, ignition system, and injection system if it
used, It faced thermal and mechanical stress, that make it the important part
in the engine when we design.

1-1 Cylinder head ports:

Cylinder head had many ports that must be designed carefully, and
the main ports that used:

1-1-1 Inlet valve:

Inlet valve was the port which responsible for made the fresh charge
interred to the cylinder, to began the combustion in the suction stroke, and the
cycle completed to take power from the engine.

The design and the angle of inlet valve must be calculated, because it was the
main causes for the turbulence of the fresh charge, that make the mixing be
good, and the combustion be complete to take a high power and low emission.

Most of inlet valves had affixed angle to made the charge be inter the
cylinder, and this angle can made turbulence for the charge.

1-1-2 Exhaust valve:

Exhaust valve was the port which responsible for exits the exhaust gases
after burned in the exhaust stroke, and takes it out of the cylinder in exhaust
stroke.

1-1-3 Ignition source:

Ignition source was the port responsible for begin the combustion in the
end of the compression stroke, to burn the charge and gain the power from the
expansion stroke, the ignition source was always spark plug worked
electrically, to give the start point for the combustion.

1-1-4 Injector:
Injector was the port responsible for pump the fuel in the cylinder, to mix
with air in the combustion chamber, there was a lot of types of injector such an
one port and multi port, the injection place was changed such as direct in the
combustion chamber, and indirect in the inlet manifold.
1-2 Cylinder head in the project:-
To reach the shape of current cylinder head, there were many steps been
crossed, from the first meeting in the project to taken the accept for the design.

Firstly, the task was to read about cylinder head, and its ports , this was
take a lot of time to reading and understanding it, but this things were
overcome.

Then, the task was to design cylinder head had inlet port, outlet port, and
ignition source, the design was simple and finished speedy from our reading,
the inlet and exhaust valve was beside or touch the side, and the ignition
source in the middle of the cylinder head (see fig.1).

fig.1 simple cylinder head with inlet, exhaust port, and spark plug

The next task was to make injection place, to be possible to make direct
injection any time need that, this task was little difficult as the place of injector
was unknown, because the fuel from the injector might cooling the spark plug,
and not been able to make the combustion began, but by asking doctor and
reading a lot of research, it was easy to do that and the injection port was near
middle but not near the spark plug (see fig.2).
 fig.2 cylinder head witg adding injection port

The next task was to make inlet and exhaust valves and manifolds were
variable angles, this thing were very difficult, as no internal combustion engine
had this thing, and no previous knowledge about this, by taking a lot of time,
and a lot of thinking, and fault designs, the accepted design was invented, the
design was based on ball and socket, I.e. made sphere hollow in cylinder head
and the socket was the inlet and exhaust manifold (see fig.3).

But there is problem, that in the compression stroke some of the inlet
charge will escape, and we cannot make variable inlet and exhaust angle,
because when the manifold move a little angle ,the valve will not be correct
close with the cylinder head base , and some charge escape, but the solution
was standby by making the manifold and valve move together not the manifold
move individual (see fig.4).

Finally, the task was make the injection port was variable inlet angle , and
this was easy that making it similar to the inlet valve, but with some
modification, and finishing it quickly but the next task was that it can rotate
maximum angle, this was little hard and take a lot of woke to put the finished
design and take the accepted on it (see fig.4).

So the finished work was new cylinder head that had a special ports such
as :
1-ignition source in the middle of cylinder head .
2-inlet valve that had various intake manifold angle reach to 40 – 45 °.
3-exhaust valve that had various exhaust manifold angle reach to 40 - 45 °.
4-injection port that could had various angle reach to 270 °.
Cooling of engine was very important to the engine, specially cylinder
head that it faced a high thermal load in the compression stroke and the firing
time, so cooling was important for cylinder head to make cylinder head hot but
steady to did not damage, but in this project, this engine was for experiment
that no cooling was need.

In the project there was no cooling, bet there was heating, thing might be
different and abnormal, but when seeing it carefully finding that was important
to do that, to make the engine steady state and the measurement that take
near the correct when the engine woke, and the impossibility to measurement
was founded.

1-3 Material Selection:-

Cylinder head material was very important, where cylinder head faced a
very large amount of thermal and mechanical stresses across the cycle,
especially in four-stroke engine, mechanical load appeared strongly in
compression stroke, where piston was move up and compress the fresh
charge (air and fuel in spark ignition engine, or air only in compression ignition
engine), from stroke volume to low space which known as clearance volume,
and it cause high mechanical stress that might cause to damage cylinder
head, and destroy the engine.

When the compression stroke near to reach the t.d.c. (top dead center),
the ignition signal was given from spark plug, and combustion began, this
process generated a high amount of energy, that make the piston move down
to b.d.c. (bottom dead center), and take a required power from engine, but in
the combustion time and expansion stroke, cylinder head and any part in
engine faced a thermal stress, that could made a crakes in specially cylinder
head, and damage engine also.

So, when designing cylinder head, stresses on it must be calculated , and

the important thing in the cylinder head design was material selection, which if
material was good, engine was in safe, else, engine was destroyed.

In our project, there were 3 types of material could be use, every one of
them had special properties, and must select one of them, the selection was
the required in the design, and whish was sustained thermal and mechanical
stresses, and could be good heat transfer to cool engine speedy, or –in our
project- heating engine speedy, cylinder head material might be one used in
our project were shown in table1.1.
 Properties Brass Steel Iron
AISI 1020 Gray cast iron
Modulus of elasticity 100 200 66.178
E GPa
Poisson ratio 0.33 0.29 0.27
ɣ
Shear modulus 37 77 50
J GPa
Thermal expansion 1.8-5 1.5-5 1.2-5
Α
density 0.0085 0.0079 0.0072
ρ g\mm3
Thermal conductivity 110 47 45
(K) w\m.K
Specific heat 390 420 510
C J/Kg.K
Tension stress 478.413 420.507 151.658
σt N/mm2
Yield stress 239.6 351.571 572.165
σy N/mm2

Table( 1.1) comparison between cylinder head metal

Our selection was Gray Cast Iron for the reasons:

Density = 0.0073 grams per cubic millimeter

Mass = 20925.33 grams = 20.925 Kg

Volume = 2899120.63 mm3

Surface area = 489452.91 mm2

Center of mass: (millimeters)

X = -27.62 mm

Y = -10.10 mm

Z = 30.71 mm

Principal axes of inertia and principal moments of inertia: (grams * square

millimeters (gm.mm2))

Taken at the center of mass.

Ix = (1.00, 0.00, -0.00) Px = 119826377.69

Iy = (-0.00, 0.00, -1.00) Py = 194832457.65

Iz = (-0.00, 1.00, 0.00) Pz = 242165515.93

 Moments of inertia: (grams * square millimeters (gm.mm2))

Taken at the center of mass and aligned with the output coordinate
system.

Lxx = 119827903.85 Lxy = 426223.95 Lxz = -55311.48

Lyx = 426223.95 Lyy = 242163900.00 Lyz = -78926.07

Lzx = -55311.48 Lzy = -78926.07 Lzz = 194832547.41

Moments of inertia: (grams * square millimeters (gm.mm2))

Taken at the output coordinate system.

Ixx = 141700957.68 Ixy = 6265648.78 Ixz = -17803749.80

Iyx = 6265648.78 Iyy = 277861054.74 Iyz = -6572479.15

Izx = -17803749.80 Izy = -6572479.15 Izz = 212929544.27

1-4 Parameter of design:-

Usually, a separate cylinder head or cover was provided with most of the engines.
It was, usually, made of box type section of considerable depth to accommodate ports
for air and gas passages, inlet valve, exhaust valve and spark plug (in case of petrol
engines) or atomizer at the centre of the cover (in case of diesel engines).
The cylinder head might be approximately taken as a flat circular plate whose
thickness (th) may be determined from the following relation:
𝐶.𝑃
th= 𝐷√ 𝜎𝑐
Where
D=cylinder bore in mm
P=maximum pressure inside the cylinder in N/mm2
σc=Allowable circumferential stress in MPa or N/mm2. It
may be taken as 30 to 50 MPa, and
C=Constant whose value was taken as 0.1
The studs or bolts were screwed up tightly along with a metal gasket or asbestos
packing to provide a leak proof joint between the cylinder and cylinder head. The
tightness of the joint also depended upon the pitch of the bolts or studs, which should
lied between 19√d to 28.5 √d. The pitch circle diameter (Dp) was usually taken as D
+ 3d. The studs or bolts were designed as the followed:
𝜋 𝜋
∗ 𝐷2. 𝑃 = ns∗ 4 ∗ (𝑑 c)2σt
4
Where
D=cylinder bore in mm
P=maximum pressure in N/mm2
 ns=number of studs . it might be taken 0.01D+4 to 0.02D+4
dc=core or minor diameter, i.e. diameter at the root of the
thread in mm
σt=allowable tensile stress for the material of stud or bolts in
MPa or N/mm2 . It might be taken as 35 to 70 MPa.
The valves used in internal combustion engines were of the following three types;
1- Poppet or mushroom valve
2- Sleeve valve
3- Rotary valve
Out of these three valves, poppet valve, as shown in Fig. 5, was very frequently
used. It consisted of head, face and stem. The head and face of the valve was
separated by a small margin, to avoid sharp edge of the valve and also to provide
provision for the regrinding of the face. The face angle generally varied from 30° to
45°. The lower part of the stem was provided with a groove in which spring retainer
lock is installed.
Since both the inlet and exhaust valves were subjected to high temperatures of
1930°C to 2200°C during the power stroke, therefore, it was necessary that the
material of the valves should withstand these temperatures. Thus the material of the
valves must have good heat conduction, heat resistance, corrosion resistance, wear
resistance and shock resistance. It might be noted that the temperature at the inlet
valve was less as compared to exhaust valve. Thus, the inlet valve was generally made
of nickel chromium alloy steel and the exhaust valve (which was subjected to very
high temperature of exhaust gases) was made from silchrome steel which was a
special alloy of silicon and chromium.
In designing a valve, it was required to determine the following dimensions:
(a) size of the valve port
let ap=area of the port
vp=mean velocity of gas flowing through the port
a = Area of the piston, and
v = Mean velocity of the piston.
Knowing that
ap.vp = a.v
𝑎.𝑣
ap= 𝑣𝑝
The mean velocity of the gas (vp) may be taken from the following table1.2.

Type of engine Mean velocity of the gas (vp) m/s

Inlet valve Exhaust valve
Low speed 33 – 40 40 – 50
High speed 80 – 90 90 – 100
Table (1.2) :mean velocity of the gas vp
Sometimes, inlet port is made 20 to 40 percent larger than exhaust port for better
cylinder charging.
1-4-1 Design of cylinder head in the project:
Given data:
Pmax=60 bar, N=1800 – 3600 rpm, d= 80 mm.

The design:
Thickness of cylinder head
 𝐶.𝑃
th= 𝐷√ 𝜎𝑐

0.1∗6
=80√ 42
thickness of cylinder head was th =9.56 let 10 mm

Size of studs of cylinder head

Let
d= Nominal diameter of the stud in mm,
dc = Core diameter of the stud in mm. It is usually taken as 0.84 d.
σt = Tensile stress for the material of the stud which is usually nickel steel.
ns = Number of studs.
knowing that the force acting on the cylinder head (or on the studs)
π π
=4D2.P = 4*(80)2*6 = 30 159.29 N (i)
The number of studs (ns ) were usually taken between
0.01D+4 = 0.01*80+4 = 4.8 say 5 studs
To 0.02 D+4 = 0.02*80+4 = 5.6 say 6 studs

Let take the number of studs were n= 6 studs

Knowing that resisting force offered by all the studs

π π
ns*4*(dc)2*σt = 6*4*(0.84d)2*65 = 216.129 d2 N (ii)
(Taking σt = 65MPa = 65 N/mm2)
From equation (i) and (ii),
d2 = 30 159.29/216.129= 139.54
 d = 11.8 let 12 mm
The pitch circle diameter of the studs (Dp) was taken D + 3d
 Dp = 80 + 3 × 12 =116 mm.
knowing that pitch of the studs
π ∗ Dp π ∗ 116
= = 60.7 mm
ns 6
knowing that for a leak-proof joint, the pitch of the studs should lie between 19
√d to 28.5 √d ,
Where d was the nominal diameter of the stud.
 Minimum pitch of the studs
= 19 √d = 19 √12 = 65.8 mm
and maximum pitch of the studs
= 28.5 √d = 28.5 √12=98.7 mm
Since the pitch of the studs obtained above (i.e. 60.7 mm) lied within 65.8 mm
and 98.7 mm, therefore, size of the stud (d) calculated above was satisfactory.

The stud diameter was d = 12 mm

Inlet and exhaust port diameter

For minimum speed (1800 rpm)
vp = 2lst*n/60 = 2*0.09*1800/60
=5.4 m/s
(Where lst= 9 cm)
 π
a.v
(80)2 ∗5.4
4
ap = vp = = 301.59 mm2
90
(Taking vp = 90 for high speed from table 1.2)

Inlet port diameter was

dp = 80 mm
For exhaust port diameter
de =0.6 – 0.8 dp = 0.8*80
de = 64 mm
For maximum speed (3600 rpm)
vp = 2lst*n/60 = 2*0.09*3600/60
=10.8 m/s
(Where lst= 9 cm)
π
a.v (80)2∗10.8
4
ap = = = 603.18 mm2
vp 90
(Taking Vp = 90 for high speed from table 1.2)
Inlet port diameter was
dp = 113.137 let114 mm
For exhaust port diameter
de =0.6 – 0.8 dp = 0.8*113.137
de = 90.5 let 92 mm
In the project, taking diameter of inlet and exhaust valves were same, so
Inlet port diameter was di = 80 mm
Exhaust port diameter was de = 80 mm

din = 0.36-0.42 D not by calculation above