Engine Dynamics

MACHINE ELEMENTS
Course Code: ME 321
Course Units: 3 Units ( Lec.- 2 hours, Lab.- 3 hour)
Prerequisite: MECH 202 – Dynamics of Rigid Bodies

ENGR. FELIX PAUL C. RABAGO

Instructor
School of Engineering, Aurora State College of Technology

Engine Dynamics
School of Engineering, Aurora State College of Technology

Engine Dynamics

ENGINE DESIGN
The basic mechanism consists of a crank, a connecting rod
(coupler), and piston (slider). Since this figure depicts a muIti-
cylinder vee-eight engine configuration, there are four cranks
arranged on a crankshaft, and eight sets of connecting rods and
pistons, four in the left bank of cylinders and four in the right bank.
School of Engineering, Aurora State College of Technology

Engine Dynamics

The most usual arrangement is an inline engine with cylinders all in

a common plane. Three-, four-, five-, and six-cylinder inline engines
are in production the world over
Vee engines in four-, six-, eight-, ten-, and twelve-cylinder versions
are also in production, with vee six and vee eight being the most
popular vee configurations.
The geometric arrangements of the crankshaft and cylinders have a
significant effect on the dynamic condition of the engine.
School of Engineering, Aurora State College of Technology

Engine Dynamics

A schematic of the basic one-cylinder slider-crank mechanism and

the terminology for its principal parts are shown
School of Engineering, Aurora State College of Technology

Engine Dynamics

The crank torque that results is ultimately delivered to the drive

wheels of the vehicle through a transmission to propel the car,
motorcycle, or other device. The same slider-crank mechanism can
also be used "forward-driven," by motor-driving the crank and
taking the output energy from the piston end. It is then called a
piston pump and is used to compress air, pump gasoline and well
water, etc.
School of Engineering, Aurora State College of Technology

Engine Dynamics

In the internal combustion engine, it should be fairly obvious that at

most we can only expect energy to be delivered from the exploding
gases to the crank during the power stroke of the cycle. The piston
must return from bottom dead center (BDC) to top dead center
(TDC) on its own momentum before it can receive another push
from the next explosion. In fact, some rotational kinetic energy
must be stored in the crankshaft merely to carry it through the TDC
and BDC points as the moment arm for the gas force at those points
is zero. This is why an internal combustion engine must be "spun-
up" with a hand crank, pull rope, or starter motor to get it running.
School of Engineering, Aurora State College of Technology

Engine Dynamics

There are two common combustion cycles in use in internal

combustion engines, the Clerk two-stroke cycle and the Otto four-
stroke cycle, named after their nineteenth century inventors. The
four-stroke cycle is most common in automobile, truck, and
stationary gasoline engines. The two-stroke cycle is used in
motorcycles, outboard motors, chain saws, and other applications
where its better power-to-weight ratio outweighs its drawbacks of
higher pollution levels and poor fuel economy compared to the
four-stroke.
School of Engineering, Aurora State College of Technology

Engine Dynamics

FOUR-STROKE CYCLE: The Otto four-stroke cycle It takes four full

strokes of the piston to complete one Otto cycle. A piston stroke is
defined as its travel from TDC to BDC or the reverse. Thus there are
two strokes per 3600 crank revolution and it takes 7200 of
crankshaft rotation to complete one four-stroke cycle. This engine
requires at least two valves per cylinder, one for intake and one for
exhaust. For discussion, we can start the cycle at any point as it
repeats every two crank revolutions.
School of Engineering, Aurora State College of Technology

Engine Dynamics

the intake stroke which starts with the piston at TDC. A mixture of
fuel and air is drawn into the cylinder from the induction system
(the fuel injectors, or the carburetor and intake manifold) as the
piston descends to BDC, increasing the volume of the cylinder and
creating a slight negative pressure
During the compression stroke, all valves are closed and the gas is
compressed as the piston travels from BDC to TDC. Slightly before
TDC, a spark is ignited to explode the compressed gas. The pressure
from this explosion builds very quickly and pushes the piston down
from TDC to BDC during the power stroke
School of Engineering, Aurora State College of Technology

Engine Dynamics

the intake stroke which starts with the piston at TDC. A mixture of
fuel and air is drawn into the cylinder from the induction system
(the fuel injectors, or the carburetor and intake manifold) as the
piston descends to BDC, increasing the volume of the cylinder and
creating a slight negative pressure
During the compression stroke, all valves are closed and the gas is
compressed as the piston travels from BDC to TDC. Slightly before
TDC, a spark is ignited to explode the compressed gas. The pressure
from this explosion builds very quickly and pushes the piston down
from TDC to BDC during the power stroke
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Engine Dynamics

The exhaust valve is opened and the piston's exhaust stroke from
BDC to TDC pushes the spent gases out of the cylinder into the
exhaust manifold and thence to the catalytic converter for cleaning
before being dumped out the tailpipe. The cycle is then ready to
repeat with another intake stroke. The valves are opened and
closed at the right times in the cycle by a camshaft which is driven
in synchrony with the crankshaft by gears, chain, or toothed belt
drive. the gas pressure curve for one cycle. With a one cylinder Otto
cycle engine, power is delivered to the crankshaft, at most, 25% of
the time as there is only 1 power stroke per 2 revolutions.
School of Engineering, Aurora State College of Technology

Engine Dynamics
School of Engineering, Aurora State College of Technology

Engine Dynamics
School of Engineering, Aurora State College of Technology

Engine Dynamics
School of Engineering, Aurora State College of Technology

Engine Dynamics

TWO-STROKE CYCLE The Clerk two-stroke cycle .This engine does

not need any valves, though to increase its efficiency it is
sometimes provided with a passive (pressure differential operated)
one at the intake port. It does not have a camshaft or valve train or
cam drive gears to add weight and bulk to the engine. As its name
implies, it requires only two-strokes, or 3600 , to complete its cycle.
There is a passageway, called a transfer port, between the
combustion chamber above the piston and the crankcase below.
There is also an exhaust port in the side of the cylinder. The piston
acts to sequentially block or expose these ports as it moves up and
down. The crankcase is sealed and mounts the carburetor on it,
serving also as the intake manifold.
School of Engineering, Aurora State College of Technology

Engine Dynamics

Starting at TDC the two-stroke cycle proceeds as follows: The spark

plug ignites the fuel-air charge, compressed on the previous
revolution. The expansion of the burning gases drives the piston
down, delivering torque to the crankshaft. Partway down, the
piston uncovers the exhaust port, allowing the burnt (and also some
unburned) gases to begin to escape to the exhaust system.
School of Engineering, Aurora State College of Technology

Engine Dynamics

As the piston descends it compresses the charge of fuel-air mixture

in the sealed crankcase. The piston blocks the intake port
preventing blowback through the carburetor. As the piston clears
the transfer port in the cylinder wall, its downward motion pushes
the new fuel-air charge up through the transfer port to the
combustion chamber. The momentum of the exhaust gases leaving
the chamber on the other side helps pull in the new charge as well.
School of Engineering, Aurora State College of Technology

Engine Dynamics

The piston passes BDC and starts up, pushing out the remaining
exhaust gases. The exhaust port is closed by the piston as it
ascends, allowing compression of the new charge. As the piston
approaches TDC, it exposes the intake port, sucking a new charge of
air and fuel into the expanded crankcase from the carburetor.
Slightly before TDC, the spark is ignited and the cycle repeats as the
piston passes TDC.
School of Engineering, Aurora State College of Technology

Engine Dynamics

Clearly, this Clerk cycle is not as efficient as the Otto cycle in which
each event is more cleanly separated from the others. Here there is
much mixing of the various phases of the cycle. Unburned
hydrocarbons are exhausted in larger quantities. This accounts for
the poor fuel economy and dirty emissions of the Clerk engine.* It
is nevertheless popular in applications where low weight is
paramount.
School of Engineering, Aurora State College of Technology

Engine Dynamics
School of Engineering, Aurora State College of Technology

Engine Dynamics
School of Engineering, Aurora State College of Technology

Engine Dynamics

DIESEL CYCLE The diesel cycle can be either two-stroke or four-

stroke. It is a compression-ignition cycle. No spark is needed to
ignite the air-fuel mixture. The air is compressed in the cylinder by a
factor of about 14 to 15 (versus 8 to 10 in the spark engine), and a
low volatility fuel is injected into the cylinder just before TDC. The
heat of compression causes the explosion. Diesel engines are larger
and heavier than spark ignition engines for the same power output
because the higher pressures and forces at which they operate
require stronger, heavier parts. Two-stroke cycle Diesel engines are
quite common. Diesel fuel is a better lubricant than gasoline.
School of Engineering, Aurora State College of Technology

Engine Dynamics

DIESEL CYCLE The diesel cycle can be either two-stroke or four-

stroke. It is a compression-ignition cycle. No spark is needed to
ignite the air-fuel mixture. The air is compressed in the cylinder by a
factor of about 14 to 15 (versus 8 to 10 in the spark engine), and a
low volatility fuel is injected into the cylinder just before TDC. The
heat of compression causes the explosion. Diesel engines are larger
and heavier than spark ignition engines for the same power output
because the higher pressures and forces at which they operate
require stronger, heavier parts. Two-stroke cycle Diesel engines are
quite common. Diesel fuel is a better lubricant than gasoline.
School of Engineering, Aurora State College of Technology

Engine Dynamics