A PROJECT

T ON DESIGN OF INT
TERNAL
COMBUSTIION ENGINE COMPO ONENTS

Semester: 6th

SUBJECT: MECHANICAL ENGINEERING

E DESIGN PROJECT
SECTION: B (2)

Group: 01

SUBMITTED BY:

NAME Redg.NO
Sourav Kumar Sarangi 1702090100
Sthitapragyan Rath 1702090101
Swadhin Mohanty 1702090109
Tekchand Sahu 1702090119
Sambhav Jain 1702050072

GUIDED BY: Mrs. Madhu

usmita Pradhan

1
CONTENTS:

SL.NO TITLE Page NO.

1. ABSTRACT 3

2. INTRODUCTION 4

3. DESIGN CALCULATIONS FOR COMPONENTS

a. Cylinder 5
b. Piston 9
c. Connecting Rod 11
d. Crankshaft 14
e. Valve 17

4. Solid Modelling 21

5. Drafting 26

6. Conclusion 33

2
Abstract:
Internal combustion engines have a wide range of applications. The design of I C engines
involves a number of considerations. This project describes the design of an Internal
Combustion Petrol Engine. The design is based on the considerations of volume capacity, Brake
Power; RPM of the crankshaft, Torque required & fuel consumption. The value for Brake power
was obtained from the values of torque at a given RPM through the experimental selection of a
proper compression ratio for maximum efficiency and optimum fuel consumption. A proper
factor of safety was chosen on the basis of how critical the component is and also according to
the loads to which a component is subjected. Based on the calculated dimensions the engine
will be modelled using SOLIDWORKS-2020. The simulation and analysis on the designed model
will be carried out using ANSYS (version 19.2). Static structural analysis of each component will
be done to determine the stresses induced on the components and to determine the safe limit
of loading and the material to be used while designing the component. Flow, turbulence and
heat transfer analysis will be done using ANSYS Fluent. On the basis of the results obtained
from various analyses the design will be finalized.

3
INTRODUCTION:
An engine is a machine that converts one from of energy into mechanical energy. A heat engine
transforms the chemical energy of a fuel into thermal energy which is used to produce
mechanical work. Heat engines can be broadly classified into:
i) External combustion engines ii) Internal combustion engines.
In an external combustion engine, the products of combustion of air and fuel transfer heat to
the working fluid which expands and acts on the mechanism of the engine, producing usable
work.
An internal combustion engine is an engine in which the combustion of fuel, such as petrol and
diesel, takes place inside the engine cylinder. In Internal combustion engines the required
power is obtained by the combustion of fuel inside the engine, where the hot gases produced
drive a piston to produce work. Internal combustion engines have greater simplicity and higher
overall efficiency.
In a petrol engine, air and petrol is mixed in correct proportion in the carburettor and then
passed into the cylinder. This mixture is ignited by means of spark produced by a spark plug.
Thus, a petrol engine is called spark ignition engine. Petrol engines have lower initial cost and
higher power to weight ratio as compared to diesel engines. In diesel engines the air entrapped
in the cylinder during the suction stroke is highly compressed in the compression stroke. This
compression increases the temperature of the air above the self ignition temperature of diesel.
Then, a desirable quantity of diesel in the form of fine spray is admitted into the cylinder during
the end of the compression stroke and the turbulent hot air ignites the diesel. Thus, diesel
engines are also called compression ignition engines. Diesel engines have higher thermal
efficiency and provide more uniform torque over a wide range of speeds due to better
volumetric efficiency. Diesel engines have low maintenance cost and have a robust
construction.

Internal combustion engines are also classified into “Two- stroke engine” and “Four stroke
engine”. In a two- stroke engine two strokes of the piston or one revolution of the crankshaft
completes one cycle. In a “Four –stroke engine” four strokes of the piston or two revolutions of
the crankshaft complete one cycle. Four- stroke cycle engines have lower fuel consumption and
higher efficiency. Two stroke cycle engines are lighter and have a compact construction.

4
Design of engine components:

A. Cylinder and Cylinder liner

The desirable properties of materials for cylinders and cylinder liners are:
 It should be strong enough to withstand high gas pressure.
 It should be strong enough to withstand thermal stresses.
 It should have wear and corrosion resistance.

Material: Grey Cast Iron.

Calculation:

Bore Diameter and Length of Cylinder:

IP  BP / 

IP = Indicated Power

BP = Brake Power

Ƞ = Efficiency

Assumptions:

1. Brake Power (BP) = 32KW

2. Mechanical Efficiency = 30%
3. Engine Speed(N)= 9500 RPM
4. Volume Capacity(Vs)= 373.2 cc
5. Number of working stroke per minute (n)=N/2= 4750 RPM
6. l/D ratio is taken as 1.5
7. Pmax = 10(Pm)

5
 8. σc is taken as 50N/mm2
9. Reboring allowance (C) is taken as 1.5
10. σt for the studs is taken as 35MPa

PmlAn
IP =
60

Pm= Indicated Mean effective pressure

l= length of stroke (m)

A= cross sectional Area of cylinder

2
D
A
4

D= Diameter of cylinder (mm)

3
32  10
IP   106666.6W
0.3
Pm  373.2  103  
 106667 
2  60
 Pm  1.5 N / mm 2

l
 1.5
D

  D 2  l  373.2  103
4

  D 2  1.5 D  373.2  103
4
 D  68.16mm
 l  68.16  1.5  102.24mm

Thickness of cylinder wall (t)

pmax D
t C
2 c

6
Where,

Pmax = maximum gas pressure inside the cylinder (MPa)

σc = permissible circumferential stress (MPa)

C = Reboring allowance (mm)

Also,

t = 0.045D + 1.6mm

⟹ t = (0.045 × 68.16) + 1.6

⟹ t = 4.66mm

Cylinder Head

KPmax
th  D
c

Where,

th = thickness of cylinder head (mm)

K = constant (K = 0.162)

σc = allowable circumferential stress

KPmax
th  D
c
0.162 
 t h  68.2
50
 t h  15mm

Design of studs for cylinder head:

1. No of studs (z):
(0.01D + 4) < z < (0.02D + 4)

4.68 < z < 5.36

So, z = 5

2. Diameter of Stud (dc):

7
  D 2   d c 
  Pmax  z    l
 4   4 
   2   d c 
  15  5    35
 4   4 
 d c  16.65mm

The nominal diameter of stud is

d = dc / 0.8

So, dc = 20.81mm

3. Pitch of Studs:
Dp = D + 3d = 68.2 + 3(20.81) = 130.63mm
𝛑 × 𝐃𝐩 𝟑.𝟏𝟒 × 𝟏𝟑𝟎.𝟔𝟑
Pitch of Studs = = = 82.03mm
𝒛 𝟓

8
 B. Piston
Piston is the reciprocating part of IC engine and performs several vital functions:

 Transmits force due to gas pressure inside the cylinder to the crankshaft through
connecting rod
 It compresses the gas during compression stroke
 It seals inside portion of cylinder from crankcase by means of piston rings
 It takes the side thrust resulting from obliquity of the connecting rod
 Dissipates large amount of heat from combustion chamber to cylinder wall

Design Considerations:

 It should have sufficient strength to withstand the force due to combustion of fuel and
inertia forces due to reciprocating parts
 It should have sufficient rigidity to withstand thermal and mechanical distortions
 It should have sufficient bearing area to take the side thrust and prevent undue wear
 It should have minimum weight to reduce the inertia of reciprocating parts
 It should efficiently seal the combustion chamber
 It should result in noiseless operation

Material: Cast Iron

9
Calculations:

𝟑𝐏𝐦𝐚𝐱
1. Thickness of Piston Head (th) = 𝐃 𝟏𝟔𝛔𝐛 = 17mm

Where,

σb = permissible bending stress

D = Diameter of Cylinder Bore

Pmax = Maximum Gas Pressure

No. Of Ribs = 4
𝒕𝒉 𝒕𝒉
2. Thickness of Ribs = 𝟑
to 𝟐
= 5.66 mm to 8.50mm ≈ 7mm

Cup Radius = 0.7D = 47.67mm

3. Piston Rings:
𝟑𝐏𝐰
Radial Width of Piston Rings (b) = 𝑫 𝛔𝐭 = 2.16mm

Axial Thickness (h) = 0.8b = 1.72mm

Gap between free ends (G) = 0.002D to 0.004D= 0.136mm to 0.272mm ≈ 0.150mm

Width of Top land and Ring land:

Distance from top of piston to first ring groove (h1) = th to 1.2th =17mm to 20.4mm ≈ 20.4mm

Distance between two consecutive ring grooves (h2) = 0.75h to h = 1.62mm to 2.16mm ≈ 2mm

4. Piston Barrel

Thickness of piston barrel at top end (t3) = 0.003D+b+4.9 ≈ 7mm

Thickness of piston barrel at open end (t4) = 0.25t3 to 0.35t3 = 1.77mm to 2.45mm ≈ 2.2mm

5. Piston Skirt

Length of Skirt (ls) = 0.65D to 0.80D = 44.33mm to 54.56mm ≈ 50mm

Length of piston (L) = D to 1.5D = 68.2mm to 102.3mm ≈ 80mm

10
 C. Connecting Rod:
The function of a connecting rod in an I.C Engine is to transmit the push pull forces from the
piston pin to the crank pin. It transmits the reciprocating motion of the piston into the
rotary motion of the crankshaft. It also transfers lubricating oil from the crank pin to the
piston pin and provides a splash or jet of oil to the piston assembly.

Connecting rods in I C engine are usually made by drop forging process.

Material: Medium Carbon Steel/Alloy steel

Calculations:
D= 68.16mm.

L= 1.5×l=1.5×105.24=153.56mm

Pmax=15MPa.

Where:

D= Bore Diameter

L= Length of connecting Rod

l= stroke length.

F.O.S=6

1. Force acting on the connecting rod (Pc):

11
 πD 2
Pc =( )Pmax
4
3.14×(68.16) 2 ×15
=
4
=54704.12N

Pcr  Pc  F .O . S  54704.12  6  32822475 N

2. Thickness of cross-section of connecting rod:

Area of cross-section (A) =11t2

Kxx= Radius of Gyration about x-axis=1.78t

a= 1/7500

 c  Allowable Compressive Stress=330N/mm 2

c A
Pcr 
L 2
1  a( )
K xx

330×11t 2
=328224.75= 2
1  153.36 
1+
7500  1.78t 

 t 2  91mm 2
 t  9.5 mm
3. Dimensions of Cross-section:

B=4t=4×9.5=38mm
H=5t=5×9.5=47.5mm
Thickness of web=t=9.5mm
Thickness of Flanges=t=9.5mm

12
At the middle section:

H=5t=47.5mm
At the small end:
H1  0.85 H  0.85  47.5  40.375mm
At the big end:
H 2  1.2  47.5  57 mm
Dimension of section:
(B/H) of section at big end=38mm  57mm
(B/H) of section at middle=38mm  47.5mm
(B/H) of section at small end=38mm  40.37mm

13
D. Crankshaft:
A crankshaft converts the reciprocating motion of the piston into the rotary motion of the
connecting rod. There are mainly two types of crankshaft- side crankshaft and centre
crankshaft. Its three main parts are the crank pin, crank web and shaft.

Material: Carbon Steel 40C8

Calculations:
Centre Crankshaft at Top Dead Centre Position:

1. Bearing Reactions:

D 2
Pp   Pm ax  54731.82 N
4
P p  Force acting on crank pin(N)
D= Diam eter of piston(m m )
Pm ax  M axim um gas pressure inside the cylinder(N/m m 2 )
P p  b1  ( R 2 ) v  b
or
P p  B1
(R 2 ) v 
b
Pp
 ( R1 ) v  (R 2 ) v   27365.936 N
2
c
Assu m ing c 1  c 2 
2
W  1 KN
W
( R 2 ') v  ( R 3 ') v   500 N
2
T aking(P1  P2 )  2000 N
( R 2 ') h  ( R 3 ') h  1000 N

14
2. Design of Crank Pin:
( M b ) c  ( R1 ) v b1  1865262.197 N
d c 3
( M b )c   b
32
Assum ing  b  75 N / m m 2
d c  63.27 m m
Assum ing l c  d c  63.27 m m
Pp
Pb   9.89
lc d c
As Pb  10, design is safe.

3. Design of left hand crank web:

t  0.7d c  44.289mm
w  1.14d c  72.12mm
( R1 )v
c   8.567 N / mm 2
wt
 l t
6( R1 )v   b1  c  
 2 2
b  2
 16.69 N / mm 2
wt
( c )t   c   b  25.25 N / mm 2

As ( c )t   b ; design is safe.

3. Design of Right hand crank web:

Same as left hand crank web as they are made identical from balancing conditions .

4. Design of Shaft under Flywheel:

Taking width of hub = 200mm

c = 200+100 = 300mm

( M b )v  ( R3 ')v C 2  500  150  75  103 N  mm

( M b )h  ( R3 ')h C 2  1000  150  150  103 N  mm
( M b )  ( M b )v 2  ( M b )h 2  167.71  103 N  mm

15
 d s 3
( Mb )  ( )  b
32
 d s 3  22.78  103
 d s  28.35mm

16
E. Design of Valves
Valves in an I.C Engine allow the combustion mixture to enter the combustion chamber. The
opening and closing of valves in an I.C Engine is usually regulated by a cam mechanism.

Material: Ni-Cr Steel (Inlet)/ Cr-Vanadium Steel (Exit)

Calculations:
D = 88.16mm

L = 102.24mm

Engine Speed = 1000rpm

Seat Angle = 45°

Pmax = 15MPa

(68.16)2
a  3646.94mm 2
4

v = mean velocity of piston

N  102.24   1000 

 2l    2   
 60   1000   60 
v = 3.4m/s

Vp = 50m/s

17
  68.16   102.24   1000  d p
2 2

    4  50
4 4  1000   60 
 68.16 
2
 2  102.24  1000
  dp
60  1000  50
 d p  17mm

1. Diameter of Valve head

2. Width of valve seat (w) = 0.06dp = 0.06 × 17 = 1.02mm

3. Diameter of Valve head (dv) = dp +2w

= 17 + (2 × 1.02)

= 17 + 2.04 = 19.04mm

4. Thickness of Valve Head:

k = 0.42

 b  50 N / mm 2
Pmax 15
t  k dp  0.42  17
v 50
 t  3.91mm

5. Diameter of Valve Stem:

dp 17
ds  8  8  10.12mm
8 8

Maximum lift of Valve:

dp 17  2
max  
  6mm
4cos 45 4

18
6. Design of Valve Spring:

Material: Oil hardened and tempered wire of Grade-VW

Pi = Initial Spring Force

PS = Maximum Suction Pressure= 0.2MPa

 πd 2 
Pi   v   PS
 4 
3.14×(19.04)2
 ×0.02=56.69N
4

Pm a x = P i + K δ
K = S tiffn ess of S p rin g
δ = m a xim u m lift of v a lv e
 Pm ax = 5 6.6 9+ 1 0 × 6 = 1 1 6 .6 9 N

Wahl’s Factor:

4 C -1 0 .6 1 5
K= ×
4 C -4 8
C = S p r in g I n d e x = 8
 K = 1 .1 8 4
Allowable Torsional Shear stress:
τ=300N/mm 2

19
a. Wire Diameter:
 8×Pmax ×C 
τ=K× 2  ,d=Wire Diameter
 πd 
 d=3.08mm
b. Minimum Coil Diameter (D):
D=Cd=8×1.08
=24.65mm

c. Number of Active Turns(N):

Gd 4
N= =6.32  7 turns
8D 3 K
where, G= Modulus of Rigidity= 84×10 3 N/mm 2
d. Total number of turns(N total ):
Assuming square and grounded ends, total number of turn s=9

e. Maximum Compression of Spring(δ max ):

8P ND 3
δ max = max 4 =12.94mm
Gd

f. Solid length of Spring(L):

L=N total D=27.72mm

g. Free Length of Spring:

h. Free Length=L+δ max +0.15δ max
=42.601mm

i. Pitch of the coil(P):

Free length
j. P= =5.32mm
N total -1

20
SOLID MODELS:

CYLINDER HEAD:

21
PISTON:

22
CONNECTING ROD:

PISTON CONNECTING ROD ASSEMBLY:

23
CRANKSHAFT:

24
VALVE and VALVE SPRING:

25
 2 1

68.16

64.87
80.00
B B
C 2.16

17.00
20.05

2.16
2.00
25.00

C .60
SECTION C-C
58

A A
NAME DATE
DIMENSIONS ARE IN INCHES
TOLERANCES: DRAWN
FRACTIONAL
CHECKED
ANGULAR: MACH BEND
TWO PLACE DECIMAL ENG APPR.
THREE PLACE DECIMAL
PROPRIETARY AND CONFIDENTIAL MFG APPR.

THE INFORMATION CONTAINED IN MATERIAL Q.A.

THIS DRAWING IS THE SOLE
COMMENTS:
PROPERTY OF <COMPANY NAME >.
ANY REPRODUCTION IN PART OR AS FINISH
NEXT ASSY USED ON SIZE DWG. NO. REV.
A WHOLE WITHOUT THE WRITTEN
PERMISSION OF <COMPANY NAME> A piston
IS PROHIBITED. APPLICATION DO NOT SCALE DRAWING
SCALE:1:2 WEIGHT: SHEET 1 OF 1

2 1
 2 1

B 9.5
0
B
25.00

47.50
153.56

A A
NAME DATE
DIMENSIONS ARE IN INCHES
TOLERANCES: DRAWN
FRACTIONAL
CHECKED
ANGULAR: MACH BEND
TWO PLACE DECIMAL ENG APPR.
THREE PLACE DECIMAL
PROPRIETARY AND CONFIDENTIAL MFG APPR.

THE INFORMATION CONTAINED IN MATERIAL Q.A.

THIS DRAWING IS THE SOLE
COMMENTS:
PROPERTY OF <COMPANY NAME >.
ANY REPRODUCTION IN PART OR AS FINISH
NEXT ASSY USED ON SIZE DWG. NO. REV.
A WHOLE WITHOUT THE WRITTEN
PERMISSION OF <COMPANY NAME> A connecting rod
IS PROHIBITED. APPLICATION DO NOT SCALE DRAWING
SCALE:1:2 WEIGHT: SHEET 1 OF 1

2 1
 4 3 2 1
8

F F

E E

84
D D
100

C C
45°
4

20
B B
UNLESS OTHERWISE SPECIFIED: FINISH: DEBURR AND
DO NOT SCALE DRAWING REVISION
DIMENSIONS ARE IN MILLIMETERS BREAK SHARP
SURFACE FINISH: EDGES
TOLERANCES:
LINEAR:
ANGULAR:

NAME SIGNATURE DATE TITLE:

DRAWN

CHK'D

APPV'D

MFG

A A
MATERIAL: DWG NO.

VALVE
Q.A
A4

WEIGHT: SCALE:1:1 SHEET 1 OF 1

4 3 2 1
 4 3 2 1

F F

E E
54

D D

C C

28

B B
UNLESS OTHERWISE SPECIFIED: FINISH: DEBURR AND
DO NOT SCALE DRAWING REVISION
DIMENSIONS ARE IN MILLIMETERS BREAK SHARP
SURFACE FINISH: EDGES
TOLERANCES:
LINEAR:
ANGULAR:

NAME SIGNATURE DATE TITLE:

DRAWN

CHK'D

APPV'D

MFG

A A
MATERIAL: DWG NO.

Spring
Q.A
A4

WEIGHT: SCALE:1:1 SHEET 1 OF 1

4 3 2 1
CONCLUSION:

The project focuses on the design of various components of an Internal

Combustion Engine. The design calculations of almost all the major components
like Cylinder, Piston, Connecting rod, Crankshaft and valves have been mentioned
in the report. All calculations have been done by keeping in mind the necessary
factor of safety. The materials from which such components are to be designed
have also been mentioned. The CAD models of all the designed components along
with their draft have also been attached.

This project helped us to learn a lot of things regarding the design and modelling
of Internal Combustion Engine components, and we hope that this report
provides a comprehensive understanding of our learning to the readers.

33