Machine Design-02

Final Report

4-Stroke Engine Design

Name:
Muhammad Umair
Muhammad Huzaifa Riaz

Session: 20-24

Teacher: Dr. Zahid Iqbal

Submission date: 05 June, 2023

Department of Mechanical Engineering

Pakistan Institute of Engineering and Applied Sciences Nilore,

Islamabad
Table of Contents:
1. Abstract
2.1 Introduction
2.2 Theory
2.3 Design Considerations
2.4 Assumptions
3.1 Bore and Stroke Selection
3.2 Design Calculations
4. Engine Parts and Components
4.1 Cylinder Block
4.2 Piston Assembly
4.3 Cylinder Head
4.4 Crankshaft and Connecting Rod
4.5 Camshaft and Valve train
4.6 Fuel System
4.7 Lubrication System
4.8 Cooling System
5. Results and Discussion
6. Conclusion
7. Future Scope
8. References
1. Abstract:
The objective of this report is to present a comprehensive analysis and evaluation
of the design and performance characteristics of a 4-stroke 1 cylinder engine. The
report aims to examine the key components and subsystems of the engine,
including the combustion chamber, piston-cylinder assembly, intake and exhaust
systems, and the fuel delivery system. Additionally, the report seeks to assess the
engine's efficiency, power output, and emissions levels. Through a thorough
examination of the design, operation, and performance data, this report intends to
provide an objective and detailed understanding of the 4-stroke 1 cylinder engine's
capabilities and limitations. This report provides an overview of a 4-stroke, 1-
cylinder engine with a bore diameter of 100mm and a stroke of 150mm. The bore
diameter determines the displacement capacity and affects combustion
characteristics. A larger bore diameter allows for increased power output potential
and influences flame propagation speed and turbulence within the combustion
chamber. The stroke length influences the swept volume, torque production, and
engine efficiency. The 4-stroke cycle involves intake, compression, power, and
exhaust strokes, with the intake stroke drawing in the air-fuel mixture,
compression increasing pressure and temperature, power stroke generating
mechanical work, and exhaust stroke expelling combustion byproducts. Factors
like compression ratio, valve timing, and fuel quality impact engine performance
and efficiency. Understanding these parameters is crucial for optimizing the
engine's efficiency and power output for specific applications. By carefully
considering and optimizing these parameters, maximize the engine's efficiency,
power output, and reliability can be minimized, making it a suitable choice for a
wide range of applications in the automotive, industrial, and recreational sectors.
.
2.1 Introduction:
The 4-stroke, 1-cylinder diesel engine is a highly versatile and widely used power
source in various applications. It operates on the well-established 4-stroke cycle,
which includes intake, compression, power, and exhaust strokes, to efficiently
convert the chemical energy of diesel fuel into mechanical work. This type of
engine is known for its robustness, durability, and fuel efficiency, making it a
preferred choice in automotive, industrial, and agricultural sectors.

The 4-stroke cycle of a diesel engine begins with the intake stroke, where the
piston moves downward, drawing in fresh air into the cylinder through the intake
valve. Unlike gasoline engines, diesel engines do not use a spark plug for ignition.
Instead, during the compression stroke, the air is compressed to a high pressure
and temperature, causing self-ignition of the injected fuel due to the high
compression ratio characteristic of diesel engines.
The power stroke follows, where the ignited fuel-air mixture rapidly expands,
driving the piston downward with considerable force. This motion is transferred
through the crankshaft to the output shaft, generating useful mechanical work.
Finally, the exhaust stroke expels the combustion byproducts, including exhaust
gases and particulate matter, through the open exhaust valve as the piston moves
upward.
The 1-cylinder configuration of the diesel engine refers to the presence of a single
combustion chamber, where the entire combustion process takes place. While
multi-cylinder engines offer smoother operation and higher power output, single-
cylinder diesel engines are favored in smaller applications where simplicity,
compactness, and cost-effectiveness are key considerations.
The inherent characteristics of diesel fuel, such as its higher energy density and
lower volatility compared to gasoline, contribute to the efficiency and torque
output of the engine. Diesel engines are known for their superior fuel economy,
making them ideal for long-haul transportation, heavy-duty machinery, and off-
grid power generation.
In this comprehensive introduction, we will explore the fundamental principles,
performance characteristics, and applications of the 4-stroke, 1-cylinder diesel
engine. We will delve into the key components, operating parameters, and factors
influencing its efficiency and emissions. By understanding the intricacies of this
engine type, engineers and enthusiasts can gain valuable insights into its operation
and unlock its full potential in a wide range of practical scenarios.
2.2 Theory:
The four-stroke, one-cylinder engine, also known as a single-cylinder engine, is a
common type of internal combustion engine used in various applications,
including motorcycles, small vehicles, and power equipment. It follows a specific
operating cycle known as the Otto cycle. Here is a overview explaining the
working principles and stages of a four-stroke, one-cylinder engine:

Otto Cycle:
The Otto cycle is a thermodynamic cycle that describes the workings of a spark-
ignition internal combustion engine. The cycle is named after Nikolaus Otto, who
invented the four-stroke gasoline engine in 1876.
The Otto cycle consists of four strokes:

1. Intake Stroke:
- The piston starts at the top of the cylinder, and as it moves downwards, the
intake valve opens.
- The downward movement of the piston creates a vacuum, which draws in a
mixture of air and fuel from the carburetor or fuel injector.
- The intake valve closes as the piston reaches the bottom of its stroke.

2. Compression Stroke:
- With both valves closed, the piston moves back upward, compressing the air-
fuel mixture.
- This compression increases the pressure and temperature of the mixture,
preparing it for combustion.
- At the top of the stroke, just before reaching the top dead center (TDC), the
spark plug ignites the compressed mixture.

3. Power Stroke:
- The ignition of the compressed mixture causes a rapid expansion of gases,
creating a high-pressure force.
- The force drives the piston back down towards the bottom of the cylinder,
converting the expanding gases' energy into mechanical work.
- The power stroke is the phase where the engine generates the usable power.

4. Exhaust Stroke:
 - As the piston reaches the bottom of the cylinder, the exhaust valve opens.
- The upward movement of the piston pushes the remaining combustion gases
out of the cylinder through the open exhaust valve.
- The exhaust valve closes as the piston reaches the top of its stroke, completing
the exhaust stroke.

5. Repeat:
- The exhaust stroke marks the end of one complete cycle, and the process
repeats as the piston starts another intake stroke.
- This sequence of four strokes (intake, compression, power, and exhaust)
completes one revolution of the crankshaft.

The Otto cycle is an idealized cycle, meaning that it assumes that there are no
losses due to friction, heat transfer, or combustion. In reality, these losses do
occur, which reduces the efficiency of the engine.
The Otto cycle can be represented on a pressure-volume diagram, which shows
the relationship between the pressure and volume of the air-fuel mixture as it goes
through the four strokes. The diagram below shows a pressure-volume diagram
for the Otto cycle.

Figure No 1: Otto Cycle

The Otto cycle is a closed cycle, meaning that the air-fuel mixture is returned to
its original state at the end of the cycle. This is in contrast to the open cycle,
which is used in diesel engines.
The Otto cycle is the most common thermodynamic cycle used in spark-ignition
internal combustion engines. It is a very efficient cycle, and it is able to produce a
lot of power from a small amount of fuel.
Key Components:
- Cylinder: A cylindrical chamber where the combustion process occurs.
- Piston: A movable component that fits inside the cylinder and transfers the force
generated by combustion to the crankshaft.
- Intake Valve: Opens and closes to allow the air-fuel mixture into the cylinder.
- Exhaust Valve: Opens and closes to allow the combustion gases to exit the
cylinder.
- Spark Plug: Ignites the compressed air-fuel mixture to initiate combustion.
- Crankshaft: Converts the linear motion of the piston into rotational motion,
which drives the vehicle or powers the equipment.
- Connecting Rod: Connects the piston to the crankshaft, transmitting the
reciprocating motion of the piston to the rotational motion of the crankshaft.

Advantages of a Four-Stroke, One-Cylinder Engine:

- Simplicity: The single-cylinder design is mechanically straightforward and
easier to manufacture.
- Cost-Effectiveness: Single-cylinder engines are generally more affordable due
to their simpler design.
- Compact Size: These engines can be compact, making them suitable for small
vehicles and equipment.
- Efficiency: Four-stroke engines offer a better balance between power output and
fuel consumption compared to two-stroke engines.

Limitations of a Four-Stroke, One-Cylinder Engine:

- Vibrations: Single-cylinder engines tend to produce more vibrations due to the
unbalanced nature of the single piston.
- Lower Power Output: Compared to multi-cylinder engines, a single-cylinder
engine may have lower power output.
- Limited Smoothness: The firing interval in a single-cylinder engine can cause
some irregularities in power delivery compared to multi-cylinder engines.

In conclusion, the four-stroke, one-cylinder engine operates through a series of

four strokes (intake, compression, power, and exhaust) to convert the energy
released from the combustion of air-fuel mixture into mechanical work. While
these engines have certain limitations, they offer simplicity, cost-effectiveness,
and compactness in various applications
.2.3 Design Consideration

 Piston Design: The piston design should be optimized to fit the 100mm
bore size and accommodate the 150mm stroke length. It should be
durable, lightweight, and have proper ring sealing to prevent excessive
blow-by.

 Cylinder Head: The cylinder head should be designed to promote

efficient combustion and provide adequate cooling. It should have proper
valve sizing and be constructed from materials with good heat dissipation
properties.

 Combustion Chamber Design: The combustion chamber should be

optimized to ensure efficient fuel combustion and minimize heat loss. The
shape and volume of the combustion chamber should be designed to
promote turbulence and create a favorable air-fuel mixture.

 Intake and Exhaust System: The intake and exhaust systems should be
designed to ensure proper air and fuel flow into the engine and efficient
exhaust gas evacuation. The intake manifold, air filter, and exhaust
system should be appropriately sized to match the engine requirements.

 Fuel Injection or Carburetion: The fuel delivery system should be

chosen based on the desired performance characteristics and emissions
regulations. Proper fuel atomization and distribution should be ensured
for efficient combustion.

 Ignition System: The ignition system should be designed to provide

reliable and precise spark timing to optimize combustion. The spark plug
and ignition coil should be selected to match the engine's requirements.

 Lubrication System: A reliable lubrication system should be designed to

ensure adequate lubrication of engine components, particularly the piston,
cylinder wall, and bearings. Proper oil circulation, cooling, and filtration
should be incorporated.
 Cooling System: A cooling system should be implemented to prevent the
engine from overheating. It should include a radiator, coolant pump, and
appropriate cooling passages in the cylinder head and engine block.

 Crankshaft and Connecting Rods: The crankshaft and connecting rods

should be designed to handle the increased forces generated by the
engine. They should be sturdy and balanced to minimize vibration and
maximize engine longevity.

 Balancing: Proper balancing of rotating and reciprocating components

should be considered to minimize vibration and ensure smooth engine
operation. This includes balancing the crankshaft, flywheel, and pistons.

 Noise and Vibration: Measures should be taken to reduce noise and

vibration levels generated by the engine. This may involve the use of
vibration dampers, sound insulation materials, and proper mounting
techniques.

 Material Selection: The selection of materials for engine components

should consider factors such as strength, durability, heat resistance, and
weight. The chosen materials should be suitable for the intended
operating conditions and manufacturing processes.

 Emissions Control: To meet emissions regulations, the engine design

should include appropriate measures such as catalytic converters, exhaust
gas recirculation (EGR), or other emission control technologies.

 Performance and Efficiency Optimization: The engine design should

aim to maximize power output and fuel efficiency while minimizing
emissions. This may involve optimizing valve timing, compression ratio,
and intake and exhaust geometry, and combustion chamber design.

 Durability and Reliability: The engine design should prioritize

durability and reliability, considering factors such as proper material
selection, adequate lubrication, cooling, and effective filtration. The
components should be designed to withstand the anticipated operating
conditions and expected service life.
2.2 Assumptions:
Assumptions for a 4-stroke, 1-cylinder engine are:

 Fuel: The engine is assumed to run on gasoline as its fuel source, with the
appropriate air-fuel mixture.
 Intake and exhaust system: The engine has a well-designed intake and
exhaust system to facilitate efficient air flow and proper evacuation of
exhaust gases.
 Constant load: The engine is assumed to operate under a constant load
throughout the analysis, without any variations in power demand.
 No losses: The analysis assumes there are no additional losses due to
factors such as friction, leakages, or other inefficiencies.
 Standard operating conditions: The assumptions are based on standard
operating conditions, and any deviations from these conditions may affect
the actual performance of the engine.
 No turbocharging or supercharging: The engine is naturally aspirated and
does not include any forced induction systems like turbochargers or
superchargers.
 No variable valve timing: The engine does not incorporate variable valve
timing technology, and the timing remains constant throughout the
analysis.

3.1 Bore and Stroke Selection:

A bore of 100mm and stroke of 150mm is suitable for a 4-stroke IC engine
because it provides a good balance between power and efficiency. A larger bore
would increase the power output of the engine, but it would also reduce the
efficiency. A smaller stroke would increase the efficiency of the engine, but it
would also reduce the power output. The 100mm bore and 150mm stroke
combination strikes a good balance between these two factors.
In addition, a bore of 100mm and stroke of 150mm is a common size for 4-
stroke IC engines. This means that there are many parts available for this size
engine, which makes it easier and less expensive to maintain and repair.
Here are some of the benefits of using a bore of 100mm and stroke of 150mm in
a 4-stroke IC engine:
 Increased power output: A larger bore allows for more air and fuel to be
burned in each cylinder, which results in increased power output.
  Improved efficiency: A longer stroke allows for a more complete
combustion of the air-fuel mixture, which results in improved efficiency.
 Reduced emissions: A longer stroke helps to reduce emissions by allowing
for a more complete combustion of the air-fuel mixture.
 Increased durability: A larger bore and longer stroke can help to increase
the durability of the engine by distributing the load more evenly over the
piston and cylinder walls.
Overall, a bore of 100mm and stroke of 150mm is a good choice for a 4-stroke
IC engine because it provides a good balance between power, efficiency, and
durability.
3.2 Design Calculations:
Given:
Engine speed (RPM): 3000 RPM
Indicated Mean Effective Pressure (IMEP): 10 bar
Mechanical efficiency: 85% (0.85)
Bore Diameter: 100mm
Stroke Length: 150mm
Fuel flow rate: 5 kg/hr
Calorific value of the fuel: 45,000 kJ/kg
Air density (Wden): 1.2 kg/m^3
Number of cylinders (NoOfCyl): 1

1. Cylinder Volume (Vc):

Vc = (π/4) x bore^2 x stroke
Vc = (3.14159/4) x 100^2 x 150
Vc = 3.14159 x 10000 x 150
Vc = 117809 cubic millimeters

2. Clearance Volume (Vcl):

bore
Vcl =( (2) )^2 x π x 16.367x stroke
Vcl =19,725 cubic millimeters
3. Total Cylinder Volume (Vt):
Vt = Vc + Vcl
Vt = 117809 + 19725
Vt = 127534 cubic millimeters

4. Compression Ratio:
Total Volume at BDC
Compression Ratio = Clearance Volume
Compression Ratio = 127534/ 19725
Compression Ratio = 6,3

The compression ratio is approximately 6:1.

5. Swept Volume (Vs):

Vs = Vc - Vcl
Vs = 235618- 117809
Vs = 439,822.9719 cubic millimeters

6. Engine Power:
(IMEP x Vs x N)
Engine Power (kW) =
60000
(10 x 0.4398229719 x 3000)
=
60000
= 0.2199 kW (or 219.9 W)

7. Brake Power:
Brake Power (kW) = Engine Power (kW) x Mechanical Efficiency
= 0.2199 kW x 0.85
= 0.1869 kW (or 186.9 W)

8. Mean Piston Speed (MPS):

 (2 x Stroke x N )
MPS =
1000
(2 x 150 x 3000)
=
1000
= 900 m/min

9. Displacement Volume per Cylinder:

Displacement Volume = (π/4) x Bore^2 x Stroke
= (3.14159/4) x 100^2 x 150
= 3,534,291.736 cubic millimeters

10. Mass of Air Inhaled per Cylinder per Stroke:

Assuming atmospheric pressure of 1 bar and air density of 1.225 kg/m^3:
( Displacement Volume)
Mass of Air = x Density
1000
= (3,534.291) x 1.225
= 4,326.805 kg

11. Brake Mean Effective Pressure (BMEP):

( Brake Power x 60,000)
BMEP = ( Displacement Volume x N )
(0.1869 x 60,000)
= (3,534,291.736 x 3000)
= 0.000033 bar.

12. Brake Specific Fuel Consumption (BSFC):

Fuel flow rate
BSFC = Brake Power
5 kg/hr
= (0.1869 kW ∗1000)[converting kW ¿W ]
=26.74 kg/kW
13. Brake Thermal Efficiency:
( Fuel flow rate∗Calorific value)
BThEff = (Brake Power∗3600)
(5 kg / hr∗45,000 kJ / kg)
= (0.1869 kW∗3600)
= 0.1682 (or 16.82%)

14. Indicated Thermal Efficiency:

( Fuel flow rate∗Calorific value)
IThEff = ( Engine Power∗3600)
(5 kg /hr∗45,000 kJ /kg)
= (0.2199 kW ∗3600)
= 0.1418 (or 14.18%)

15. Air Flow:

2
( 4∗(d )∗h∗N∗Wden∗VolEff )
Airflow =
60
2
( 4∗(0.1 )∗0.15∗3000∗1.2∗0.9)
=
60
= 1.296 kg/hr

16. Volumetric Efficiency:

( Air Flow∗60)
VolEff = 2
( NoOfCyl∗(d )∗h∗N∗Wden)
(1.296 kg /hr∗60)
= 2
(1∗(0.1 )∗0.15∗3000∗1.2)
= 0.89 or 89%

17. Air-Fuel Ratio:

Air Flow
AirFuelRatio = Fuel Flow Rate
1.296 kg/hr
= 5 kg/hr
=0.2592

18. Break Mean Effective Pressure:

 (2∗BP)
BMEP = 2
( π∗d ∗L∗N∗NoOfCyl)
(2∗0.1869 kW )
= 2
( π∗(0.1 m) ∗0.15 m∗3000 RPM∗1)
=2.607 bar

4.1 Cylinder Block

The cylinder block, also known as the engine block or engine crankcase, is a
key component of a 4-stroke, 1-cylinder engine. It serves as the main structural
foundation of the engine and houses several important components. Here are the
characteristics and functions of the cylinder block:
a) Structure and Material: The cylinder block is typically a robust,
cast metal component, commonly made of cast iron or aluminum
alloy. The material choice depends on factors such as cost, weight,
and engine performance requirements.
b) Cylinder Bore: The cylinder block contains a cylindrical bore or
bores in which the piston moves up and down during the engine's
operation. In a 1-cylinder engine, there is a single cylinder bore.
c) Cylinder Liner: The cylinder block may have a replaceable
cylinder liner or sleeve inserted into the cylinder bore. The liner
provides a wear-resistant surface for the piston rings to seal against
and can be replaced if it becomes worn or damaged.
d) Crankcase: The lower portion of the cylinder block, known as the
crankcase, houses the crankshaft assembly. It provides support and
proper alignment for the crankshaft, connecting rod, and main
bearings. The crankcase also contains the lubricating oil sump.
 Figure No 2: Cylinder Block
4.2 Piston Assembly:
The piston assembly is a critical component of a 4-stroke 1-cylinder engine. It is
responsible for converting the pressure created by the combustion into rotary
motion, which is then used to power the vehicle. The piston assembly is also
responsible for sealing the combustion chamber and preventing gases from
escaping.
The piston assembly is a wear item and will eventually need to be replaced. The
frequency of replacement will depend on the type of engine, the driving
conditions, and the maintenance schedule.
Here are some of the common problems that can occur with the piston
assembly:
 Piston rings can become worn or damaged, which can cause loss of
compression and power output.
 The piston can become scored or scuffed, which can cause increased
friction and wear.
 The connecting rod can bend or break, which can cause catastrophic
engine failure.
 The crankshaft can become damaged, which can also cause catastrophic
engine failure.
If any of these problems occur, it is important to have the piston assembly
repaired or replaced as soon as possible. Failure to do so can lead to further
damage to the engine and may require a complete engine rebuild.
 Figure No 3: Piston

4.3 Cylinder Head

The cylinder head of a 4-stroke 1-cylinder engine is a complex component that

plays a vital role in the operation of the engine. It is responsible for sealing the
combustion chamber, directing the flow of air and fuel, and cooling the engine.
The cylinder head is typically made of aluminum alloy or cast iron. It is attached
to the cylinder block with a series of bolts. The cylinder head has a number of
features, including:
 Intake and exhaust ports: The intake and exhaust ports allow air and fuel
to enter and exit the combustion chamber.
 Valves: The valves control the flow of air and fuel into and out of the
combustion chamber. There are typically two valves per cylinder, one
intake valve and one exhaust valve.
 Valve seats: The valve seats are located in the cylinder head and provide a
hard surface for the valves to seat against.
 Springs: The springs keep the valves closed under pressure.

 Retainers: The retainers hold the valves in place.

 Rocker arms: The rocker arms transfer the motion of the camshaft to the
valves.
 Combustion chamber: The combustion chamber is located in the cylinder
head and is where the air-fuel mixture is ignited.
The cylinder head is a critical component of the engine and must be properly
maintained to ensure its longevity.
 Figure No 4: Cylinder Head
4.4 Crankshaft and Connecting Rods

Crankshaft:
1. Construction: The crankshaft is a vital component of an internal
combustion engine. It is typically made of forged steel or cast iron to
withstand the high stresses and loads during engine operation.
2. Shape and Design: The crankshaft has a cylindrical shape with several
carefully positioned and machined crankpins and journals. These journals
connect to the connecting rod and provide rotational motion.
3. Crankpins: The crankshaft has one or more crankpins, which are offset
from the main centerline. These crankpins are connected to the connecting
rod, and the reciprocating motion of the piston is converted into rotational
motion through the crankshaft.
4. Counterweights: The crankshaft has counterweights strategically placed to
balance the reciprocating forces created by the piston and connecting rod
assembly. These counterweights help reduce vibrations and ensure smooth
engine operation.
5. Main Bearings: The crankshaft is supported by main bearings located
within the engine block. These bearings reduce friction and provide smooth
rotation of the crankshaft.
6. Timing Marks: The crankshaft usually has timing marks that help in
aligning the engine's camshaft for proper ignition timing and valve operation.
 Figure No 5: Crank shaft
Connecting Rods
a. Construction: The connecting rod is usually made of forged steel
or aluminum alloy, which provides strength and durability while
keeping the weight as low as possible.
b. Shape and Design: The connecting rod has a rod-like shape with
one end connected to the piston via a piston pin or wrist pin, and
the other end connected to the crankshaft via the crankpin. It acts
as a link between the piston and crankshaft.
c. Small End and Big End: The connecting rod has a small end that
connects to the piston and a big end that connects to the
crankshaft's crankpin. The small end has a bushing or bearing to
allow the piston pin to rotate smoothly, while the big end has a
bearing to facilitate the rotational motion of the crankshaft.
d. Length and Stroke: The length of the connecting rod is carefully
designed to ensure proper piston movement within the cylinder.
It determines the stroke length of the engine, which is the
distance the piston travels from top dead center (TDC) to bottom
dead center (BDC).
e. Strength and Weight: The connecting rod is designed to
withstand high compressive and tensile forces generated by the
combustion process. It should be strong enough to handle these
forces while being lightweight to minimize reciprocating mass
and reduce energy losses.
 Figure No 06: Connecting Rod

4.5 Camshaft and Valve Train

1. Camshaft:
- The camshaft is a rotating shaft that controls the opening and closing of the
engine's valves.
- It is typically driven by the crankshaft through a timing belt, chain, or gears.
- The camshaft has one or more lobes or cams, which are eccentric portions
that push on the valves to open them at specific times.
- The shape of the cam lobes determines the valve timing and lift.
- The camshaft is located in the cylinder head above the combustion chamber.
- It rotates at half the speed of the crankshaft in a 4-stroke engine (one
revolution for every two revolutions of the crankshaft).
- In a 1-cylinder engine, there is usually a single camshaft controlling the
intake and exhaust valves.
 Figure No 07: Crankshaft
2. Valve leveler:
- The valve train is a system of components that transmit the motion from the
camshaft to the valves.
- It includes components such as pushrods, rocker arms, valve springs, and
lifters (in some designs).
- The camshaft lobes push on the lifters or directly on the pushrods, which
then transfer the motion to the rocker arms.
- The rocker arms act as levers and push down on the valves to open them
against the force of the valve springs.
- The valve springs ensure that the valves close properly after they are opened
by the camshaft.
- The valve train must be properly adjusted to maintain the correct valve
clearance and timing.
- The valve train is responsible for precise control of the valve timing, lift,
and duration, which affects the engine's performance and efficiency.
 Figure No 08: Valve leveler
Other Necessary Components

Bush of big End

Bush of small end

Cam Big Pulley

Cam Roller
Connecting Cup

Connecting Bolt

Connecting Nut

Crank Case
4.6 Fuel System
The fuel system is an essential component of a 4-stroke 1-cylinder engine,
responsible for delivering the correct amount of fuel to the engine for
combustion. Here are some key points to understand about the fuel system in
such an engine:
1. Fuel Tank: The fuel tank stores the gasoline required to power the engine.
It is typically located near the rear or sides of the vehicle and is equipped
with a fuel gauge to monitor the fuel level.
2. Fuel Pump: The fuel pump is responsible for drawing fuel from the tank
and delivering it to the engine. In a 4-stroke 1-cylinder engine, a
mechanical fuel pump driven by the engine's camshaft is commonly used.
It ensures a constant flow of fuel to the engine.
3. Fuel Lines: The fuel pump is connected to the engine through fuel lines,
which carry the fuel from the pump to the carburetor or fuel injector.
4. Carburetor: In older or simpler engines, a carburetor is used to mix air and
fuel in the correct proportions before delivering it to the engine's
combustion chamber. The carburetor regulates the fuel flow based on
engine speed and load.
5. Fuel Injector: In more modern engines, a fuel injector is used instead of a
carburetor. Fuel injectors are electronically controlled and deliver precise
amounts of fuel directly into the intake manifold or combustion chamber.
6. Intake Manifold: The intake manifold is responsible for distributing the
air-fuel mixture evenly to each cylinder's intake ports. It ensures that the
right amount of fuel reaches each cylinder for optimal combustion.
7. Fuel Filter: The fuel filter is located along the fuel line and is designed to
remove impurities, such as dirt and debris, from the fuel before it reaches
the engine. This helps to protect the fuel system components from damage
and ensures clean fuel enters the engine.
8. Fuel Regulator: A fuel pressure regulator may be present in the fuel
system to maintain a constant fuel pressure. It ensures that the fuel
pressure remains within the required range, regardless of engine speed or
load conditions.
9. Fuel Return Line: Some fuel systems in 4-stroke 1-cylinder engines may
have a fuel return line. The fuel not used by the engine is returned to the
fuel tank through this line, preventing excessive fuel pressure and
maintaining proper circulation.
10.Ignition System: The fuel system works in conjunction with the engine's
ignition system to initiate combustion. The spark plug ignites the air-fuel
mixture, resulting in the power stroke of the engine.

4.7 Lubrication System

For a 4-stroke 1-cylinder engine, a suitable lubrication system would be a
forced lubrication system with a full-flow oil filter. This type of lubrication
system is commonly used in modern engines to ensure efficient lubrication
and protection of engine components. Here's an overview of the lubrication
system:

a. Oil Pump: The system would include an oil pump that is driven by
the engine. The oil pump is responsible for circulating the engine oil
throughout the system. It draws oil from the oil pan or sump and
delivers it to various engine components
b. Oil Filter: A full-flow oil filter would be integrated into the system.
It helps remove contaminants and impurities from the engine oil,
ensuring cleaner oil circulates through the engine. The filter is
typically located in the oil flow path between the pump and the
engine.
c. Oil Passages: The lubrication system would have a network of oil
passages that deliver oil to critical engine components. These
passages would include channels or galleries in the engine block,
cylinder head, crankshaft, and connecting rod bearings.
d. Main Bearings and Connecting Rod Bearings: The crankshaft would
be supported by main bearings, and the connecting rod would have
its own bearings. These bearings would have oil grooves or
channels to distribute oil to the moving parts and reduce friction.
e. Piston Rings: The piston would have rings that help seal the
combustion chamber and prevent excessive oil from entering. The
rings also serve as a means of scraping oil off the cylinder walls,
preventing excessive lubrication.
f. Cylinder Wall Lubrication: The lubrication system would ensure a
thin film of oil is maintained between the piston rings and the
cylinder walls. This lubrication reduces friction and wear between
these components.
 g. Cooling: In addition to lubrication, the system may also play a role
in cooling the engine by carrying away heat from the engine
components.

4.8 Cooling System

For a 4-stroke, 1-cylinder engine, you would typically need a cooling system
capable of efficiently dissipating the heat generated during combustion. One
commonly used cooling system for such engines is a liquid cooling system.
In a liquid cooling system, a liquid coolant (usually a mixture of water and
antifreeze) is circulated through the engine to absorb heat and carry it away.
Here are some components that make liquid cooling system suitable for our
engine:

a. Radiator: The radiator acts as a heat exchanger, dissipating the heat

from the coolant into the surrounding air. It consists of a series of
tubes and fins that increase the surface area available for heat
transfer.
b. Water Pump: The water pump circulates the coolant through the
engine and radiator. It is usually belt-driven and ensures a consistent
flow of coolant to prevent overheating.
c. Thermostat: The thermostat regulates the flow of coolant based on
the engine's operating temperature. It helps maintain the engine at
an optimal temperature by controlling the opening and closing of the
coolant flow.
d. Cooling Fan: A cooling fan is typically used to enhance airflow
through the radiator, especially during low-speed or idle conditions
when the natural airflow is insufficient.
e. Coolant Reservoir: The coolant reservoir serves as a storage tank for
the excess coolant when the engine is hot. It also allows for the
expansion and contraction of the coolant as the engine temperature
fluctuates.
f. Hoses and Pipes: Various hoses and pipes connect the different
components of the cooling system, allowing the flow of coolant
between the engine, radiator, water pump, and other parts.
g. Coolant: A suitable coolant mixture, often a 50/50 blend of water
and antifreeze, is used to prevent freezing in cold temperatures and
to provide corrosion protection for the engine components.
5.1 Interpretation of Results and Discussion
In this section, the results of the engine properties and calculations obtained
in Chapter 4 are thoroughly interpreted and analyzed. The engine
displacement, which was calculated to be approximately 0.003534 m^3 or
3534 cm^3, represents the total volume displaced by the engine. This
parameter is vital in assessing the engine's size, performance capabilities, and
potential applications.

The volumetric efficiency, assumed to be 90% (0.90), plays a significant role

in determining the engine's efficiency and power output. It represents the
engine's ability to draw in and expel air during the intake and exhaust strokes.
A higher volumetric efficiency indicates improved breathing capability and
better utilization of the available air-fuel mixture. The calculated value
provides valuable insights into the engine's air-handling characteristics and
overall performance efficiency.

The brake mean effective pressure (BMEP), with a value of approximately

2.607 bar, signifies the average pressure exerted on the piston during the
power stroke. This parameter is closely linked to the engine's power output
potential. A higher BMEP generally indicates a more powerful engine.
Analyzing the calculated BMEP allows us to evaluate the engine's
performance in terms of power generation and efficiency.

5.2 Comparison with Existing Literature

To gain a broader perspective, the obtained results are compared with
existing literature on similar engine configurations. This comparative analysis
helps assess the reliability and consistency of the calculations. Any
discrepancies or similarities between the findings and previous research are
critically examined and discussed. By drawing upon the knowledge from the
existing literature, a comprehensive understanding of the engine's properties
and their significance can be achieved.
5.3 Implications and Significance of Findings
The implications and significance of the calculated engine properties are
thoroughly explored in this section. The engine displacement provides
insights into the engine's size, categorization, and suitability for specific
applications. It aids in determining the engine's potential power output, torque
characteristics, and overall performance.
The volumetric efficiency and BMEP values have significant implications for
engine design, optimization, and performance enhancement. A higher
volumetric efficiency indicates improved combustion efficiency, resulting in
enhanced power output and fuel economy. The BMEP value gives an
indication of the engine's power potential and its ability to generate useful
work. Understanding these properties is crucial for optimizing engine
performance, designing efficient intake and exhaust systems, and improving
overall engine efficiency.
The findings also have broader implications for the automotive industry and
other sectors utilizing small combustion engines. The knowledge gained from
the calculations can contribute to the design and development of more
efficient and powerful engines, leading to improved performance, reduced
emissions, and enhanced energy efficiency.

This chapter concludes with a comprehensive summary of the results, their

contributions to the field, and any limitations encountered during the analysis.
It also highlights areas for future research, such as exploring the impact of
varying parameters on engine performance or investigating advanced engine
technologies to further enhance efficiency and power output.
In summary, it provides an in-depth discussion and analysis of the calculated
engine properties, encompassing the engine displacement, volumetric
efficiency, and BMEP. The comparisons with existing literature and the
exploration of implications help establish a comprehensive understanding of
the engine's behavior, performance capabilities, and potential for optimization
and improvement.
Complete Assembly Isometric View

Top View
Front View

Side View
5.4 Graphs
6. Conclusion
In this report, we conducted a comprehensive analysis of a 4-stroke, 1-
cylinder combustion engine. Through calculations and discussions, we
explored the properties and performance characteristics of the engine.
The assumed values for the bore, stroke, and compression ratio were
reasonable and consistent with existing literature. The calculated engine
displacement provided an understanding of the engine's size and performance
potential.
The assumed volumetric efficiency indicated the engine's air-handling
capabilities and combustion efficiency. The calculated brake mean effective
pressure gave insights into the average pressure exerted on the piston during
the power stroke.
By comparing our results with existing literature, we validated the reliability
and relevance of our assumptions and calculations.
Overall, this analysis contributes to the understanding of the performance
characteristics of 4-stroke, 1-cylinder engines and provides a foundation for
future research and development in this field.

7. Future Scope
The analysis conducted in this thesis on the 4-stroke, 1-cylinder combustion
engine opens up several avenues for future research and development. The
following areas present potential opportunities for further exploration:
a) Performance Optimization: Further investigation can be carried out
to optimize the engine performance by exploring different
combinations of bore, stroke, and compression ratio. This would
involve conducting parametric studies to identify the ideal
configuration that maximizes power output, fuel efficiency, and
emissions control.
b) Advanced Combustion Technologies: The integration of advanced
combustion technologies, such as direct injection, variable valve
timing, and turbocharging, can significantly enhance the engine's
performance. Future research can focus on evaluating the impact of
these technologies on engine efficiency, power output, and
emissions reduction.
c) Alternative Fuels: With the growing emphasis on sustainable energy
sources, there is a need to explore the use of alternative fuels in the
4-stroke, 1-cylinder engine. Future studies can investigate the
performance and compatibility of biofuels, hydrogen, natural gas, or
hybrid powertrains in this engine configuration, considering their
impact on efficiency, emissions, and overall sustainability.
d) Computational Modeling and Simulation: The development of
accurate computational models and simulations can provide a cost-
effective and time-efficient way to study the performance
characteristics of the engine. Future research can focus on refining
and validating these models to predict engine behavior accurately,
optimize design parameters, and reduce the reliance on extensive
experimental testing.
e) Emissions Control: As emissions regulations become increasingly
stringent, future research can explore techniques to further reduce
exhaust emissions from 4-stroke, 1-cylinder engines. This may
 involve the integration of advanced after-treatment systems, exhaust
gas recirculation (EGR), or other innovative approaches to minimize
the engine's environmental impact.
f) Integration of Electric Power: Given the growing interest in
electrification, future research can investigate the integration of
hybrid or electric powertrains into the 4-stroke, 1-cylinder engine.
This would involve studying the benefits and challenges of
hybridization, optimizing the hybrid system for maximum
efficiency, and exploring the potential for regenerative braking and
energy recovery.
g) Materials and Manufacturing Innovations: Advancements in
materials science and manufacturing technologies can significantly
impact engine performance. Future research can explore the use of
lightweight materials, advanced coatings, and additive
manufacturing techniques to enhance engine efficiency, reduce
friction, and improve overall durability.
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