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compression and power strokes, a FORTRAN program was I. INLINE CRANKSHAFT ENGINE PERFORMANCE
developed and used with the following prior values Stroke = .046 mm, Bore = .076 mm
assuming a spark ignition engine: Length of connecting rod = 0.092 = b
r = 10, = 1.3 , s =-40o, b = 40o, n = 4, Q = 20 Crank arm = 0.023 mm = r
Table (1) and figure (1) summarize the results obtained Piston and part of connecting rod mass = 0.3 kg, = 0.5
after running the program Speed of the engine = 2500 rpm
Table 1: cylinder pressure Piston force balance:
Pressure Pressure
Crank Crank Now [4]:
(bar) (bar)
angle (deg) angle (deg)
-180 1.0001 0 61.0034 Fc =[ P*A - m*a Ff ] / cos (12)
-160 1.0405 20 57.6484
-140 1.1648 40 30.929 cos 2
a = r 2 cos + (13)
-120 1.4098 60 17.1119 2 *b / r
-100 1.861 80 10.6047 But:
-80 2.7133 100 7.3511
-60 4.4301 120 5.6201 Sin =r*sin/b (14)
-40 8.0837 140 4.6813
-20 18.6137 160 4.2134 Then
P * A m* a Ff
Fc = (15)
80 cos sin 1 (r sin / b )
70
60
By taking the reaction of Fc:
50 Fa = Fc *cos (16)
p/p1
40
Fa is the vertical component of Fc, which causes the
30 torque.
20
But
10
= 90 (+ ) (17)
0
0.1 0.1603 0.325 0.55 0.775 0.9397 1
v/v2 Then
Figure (1): P-V Diagram Resulting from the Program
Fa=Fc cos(90 (+ sin-1[r*sin/b])) (18)
The torque:
Fg
T = Fa * r (19)
[ ] ( )
3
a = r cos2 (r sin + d) r2 cos2 2 / b2 (r sin + d)
2 2
(23)
+
(r sin + d)r sin2 r2 cos2 2 [5]
(b2 (r sin +d)2 )
Fc
But:
b
Sin =(r*sin+d)/b (24)
Then
P * A m * a.
Fc = (25) Fa
2 * cos sin 1
((r sin + d ) / b )
By taking the reaction of Fc:
d
Fa = Fc *cos (26)
Then
[ ] (
-180 1.0001 -1370.93 0.0188 0.2734
)
3
a = r cos2 (r sin +d) r2 cos2 2 / b2 (r sin +d)
2 2
-160 1.0405 -1322.59 -4.9832 -74.3233
-140 1.1648 -1166.83 -9.6025 -142.843
+
(r sin +d)rsin2 r2 cos2 2 (33)
-120 1.4098 -882.173 -13.9532 -200.405
Fa is the vertical component of Fc, which causes the torque. Table (3): Twin Engine Performance
But Crank Pressur Accelerati Torque Thrust
angle e on (N.m) force
= 90 (- ) (37) (deg) (bar) (m/s2) (N)
VI. RESULTS
The torque and side thrust force for the three engines
arrangements calculated through the compression and
expansion strokes are presented in table 2, 3 and 4 below.
figures (5), (6) depict of the results:
0
-80
-60
-40
-20
20
40
60
80
-160
-140
-120
-100
0
0
0
0
0
-500
-18
10
12
14
16
0 61.0034 1793.334 -39.7915 1699.143
20 57.6484 1663.992 196.2128 341.5777
-1000
40 30.929 1362.393 205.6815 -407.872
60 17.1119 923.7077 149.7285 -465.116 Figure (6): Side Thrust Force
crankangComparison
le Between Inline,
80 10.6047 400.4283 103.4616 -372.064 Offset and Twin Crankshaft Engines
100 7.3511 -143.905 72.4165 -267.835
120 5.6201 -643.585 50.9774 -170.162 VII. DISCUSSION
140 4.6813 -1038.67 34.1266 -72.5778 1. Figure (5) shows the torque comparison between inline
160 4.2134 -1281.01 18.7574 30.9609 (conventional), offset and twin crankshaft engine.
The figure shows that the torque of twin crankshaft engine is
larger than the inline crankshaft engine. That can be
explained by looking to the crank angle , the angle between
the force Fa and extension of force Fc, and the cylinders
pressure.
From the figure, the maximum torque in twin crankshaft
400 Twin
t engine occurs when =20o and the cylinder pressure =
350 57.6484bar, = 56.3o, whereas, in case of inline crankshaft,
Inline in it occurs when =20, = 65.1o in,
300 That means in twin crankshaft engine the angle is smaller,
250 and that gives a higher torque, [ see (17), (18), (27), (28)].
Offset In other words the twin crankshaft engine uses the cylinder
200 pressure more efficiently than the inline crankshaft engine.
torque (N.m)
150 2. Figure (6) shows the side thrust force comparison between
the three engine arrangements.
100 In twin crankshaft case, there are two opposite forces, and
50 that makes the resultant of the side thrust force equals zero.
In offset crankshaft case, the side thrust force is smaller than
0 the inline crankshaft, due to reduction of the angle in
expansion stroke [See (20), (40)], unfortunately the torque is
0
0
0
0
-1 0
00
-1 0
-1 0
-1 0
80
0
0
0
0
20
40
60
0
-50
14
16
10
12
8
6
4
2
-8
-6
-4
-2
-1
Nomenclatures
A piston cross-section area
cv specific heat
Fa vertical component of Fc
Fc connecting rod force
Ff friction force
Fg gas pressure force
th side thrust force
m mass
n a parameter used to curve fit experimental data
p pressure
P cylinder pressure
Q heat addition
R gas constant
T temperature
V volume
x fraction of heat release
specific heat ratio
crank angle
b time scale of heat release
s start of heat release
the angle between the connecting rod and the line
joining the center of the crankshaft to the piston
the angle between the force Fa and extension of
force Fc
Friction factor
REFRENCES
[1] Feuling; James J Contra-rotating twin crankshaft internal
combustion engine. U.S paten 5,595.147 ,
[2] Colin R. Ferguson, Internal Combustion Engines-Applied
Thermosciences, John Wiley & Sons, 1986.
[3] www.engr.colostate. edu, slider crank model
[4] J. Hannah &R.C. Stephens, Mechanics of Machines,
Edward Arnold Ltd, 1984.
[5] Mike Rollins, What is The Speed of a Piston with an
offset crankshaft, Rollins@wfu.edu.