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Engine Design
General Considerations
The first step in designing a new engine is to choose the desired rated power output and rated speed. The load factor must be considered in choosing the speed. Load Factor = Average Power Output Maximum Power Output
General Considerations
For example, an automobile engine might produce its maximum power for a brief period while accelerating to 5000 rev/min when the car is passing another vehicle on a two-lane road, but might have a normal load factor of 0.3 while cruising at 2000 rev/min. Conversely, a tractor engine might run at 2000 rev/min with a load factor close to one for long periods of time while pulling an implement in a field.
Opening and closing of the valves Firing of the spark plugs in SI engines Start of fuel injection in diesel engines
Also, in a multi-cylinder engine, the cylinders must fire in the proper order
The firing order (FO) is simply the order in which the cylinders fire. In a two-cylinder, four-cycle engine, the firing order is 1-2, and the average firing interval is 360o. Because of the crankshaft arrangement, the firing intervals are not uniform.
Engine Balance
There are several sources of potential unbalance in an engine:
1. 2. 3. 4. 5.
Rotating masses Reciprocating masses Rotational speed fluctuations Resulting from torque pulses Crankshaft twist resulting from torque pulses
Piston-Crank Dynamics
Piston-crank kinematics affect engine balance and torque production. The piston movement as a function of crankshaft rotation is given by:
S L R =[1cos ]+ [1 1( sin)2 R R L
Where S = piston displacement from HDC, m R = crank throw radius, m = crankshaft position, radians, measured from HDC L = connecting rod length, m
= arccos[
L ( 1 + 1 + (8 R 2 / L 2 ) )] 4R
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Flywheel Design
The instantaneous torque is less than the average torque, Tave, during most of the cycle. The average torque output is equal to the average torque imposed by the load on the engine; when Tave is less than the load torque, the engine will stall unless a flywheel is used to supply part of the torque demand.
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The inertia calculated using the equation on the previous slide is the total inertia required to control the speed variation through each engine cycle. The clutch may contribute up to 40% of the required inertia, leaving 60% to be provided by the flywheel itself.
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