Week 3 Lecture 3.

2
Engine dynamics and valvetrains
Professor Hongming Xu
Chair in Energy and Automotive Engineering
Dr Dawei Wu
Associate Professor in Mechanical Engineering
Contents (Lecture 3.2)
• Crank-train dynamics
• Movement
• Force analysis
• Valvetrain introduction
• Valve timings
Tasks Before the Lecture
Video Lectures on Engine Major Components (Lecture 3.1):
• Have you watched 3 x pre-recorded video lectures on Canvas on Engine Major components?
• Important to watch them before Lecture 3.2 & Lecture 3.3.

Suggested YouTube Video Links:

• Have you watched suggested Youtube videos on Engine Balance?
• Have you watched suggested Youtube videos on Valve Timings?
• Watching them can help you understand Lecture 3.2 & Lecture 3.3 well.
Crank-train dynamics
• The main movement assembly of an engine
• Reciprocating motion of the piston
• Rotary motion of the crankshaft
• Force acting on the piston
• Torque output by the crankshaft
Crank movement
• Use Top Dead Centre (TDC) as the starting point, the displacement is:
𝑥 = 𝑙 + 𝑟 − 𝑟 ∙ 𝑐𝑜𝑠 𝜑 + 𝑙 ∙ 𝑐𝑜𝑠 𝛽
• In terms of trigonometry, we have:
𝑙 ∙ sin 𝛽 = 𝑟 ∙ sin 𝜑
𝑠𝑖𝑛2 𝛽 + 𝑐𝑜𝑠 2 𝛽 = 1
• Replace 𝑐𝑜𝑠(𝛽) in the displacement expression, we deduce:
1
𝑥 = 𝑙 + 𝑟 − 𝑟 ∙ 𝑐𝑜𝑠 𝜑 + 𝑙2 − 𝑟 2 𝑠𝑖𝑛2 𝜑 2

1
2 2
𝑟
𝑥 = 𝑟 1 − 𝑐𝑜𝑠 𝜑 +𝑙 1− 1− 𝑠𝑖𝑛2 𝜑
𝑙

1
𝑥 = 𝑟 1 − 𝑐𝑜𝑠 𝜔𝑡 + 𝑙 1 − 1 − 𝜆 2 𝑠𝑖𝑛2 𝜔𝑡 2
Crank movement
1
𝑥 = 𝑟 1 − 𝑐𝑜𝑠 𝜔𝑡 + 𝑙 1 − 1 − 𝜆 2 𝑠𝑖𝑛2 𝜔𝑡 2

• Where 𝑥 is piston displacement, 𝜑 is crank angle, 𝜔 is angular velocity, 𝑙 is

connecting rod length, 𝑟 is crank length, 𝜆 is ratio of crank and connecting
rod length.
• Modern engines have 𝜆 approximately 1/3.
• Using the series expansion approximation
1
(1 − 𝜀)2 ≈ 1 − 𝜀/2
we deduce:
1 𝑟 2
𝑥 = 𝑟 1 − 𝑐𝑜𝑠 𝜔𝑡 + 𝑙 1 − (1 − 𝑠𝑖𝑛2 𝜔𝑡 )
2 𝑙
𝑟 2
𝑥 = 𝑟 1 − 𝑐𝑜𝑠 𝜔𝑡 + 𝑠𝑖𝑛2 𝜔𝑡
2𝑙
 Crank movement
𝑟2
𝑥 = 𝑟 1 − 𝑐𝑜𝑠 𝜔𝑡 + 𝑠𝑖𝑛2 𝜔𝑡
2𝑙
• The double angle formulas in trigonometry is:
1 − cos(2𝜔𝑡)
𝑠𝑖𝑛2
𝜔𝑡 =
2
Now we have the piston displacement as:
𝑟2
𝑥 = 𝑟 1 − 𝑐𝑜𝑠 𝜔𝑡 + (1 − cos(2𝜔𝑡))
4𝑙
𝑟2 𝑟2
𝑥= 𝑟+ − 𝑟 𝑐𝑜𝑠 𝜔𝑡 − cos(2𝜔𝑡)
4𝑙 4𝑙
• The piston velocity and acceleration are:
𝑑𝑥 𝑟
= 𝑟𝜔 𝑠𝑖𝑛 𝜔𝑡 + 𝑠𝑖𝑛 2𝜔𝑡
𝑑𝑡
2
2𝑙
𝑑 𝑥 2
𝑟
= 𝑟𝜔 𝑐𝑜𝑠 𝜔𝑡 + 𝑐𝑜𝑠 2𝜔𝑡
𝑑𝑡 2 𝑙
Force analysis
• Thrust force 𝐹 and the reacting force of side thrust force 𝐹𝑐 transmit
along the connecting rod, as load force, 𝐹𝑙 .
• The piston skirt is designed to meet the side thrust forces originated
from the rotation of the connecting rod.
• The largest side thrust forces occur during the expansion stroke when
the cylinder pressures are largest.

𝐹𝑐 = 𝐹 ∙ tan(𝛽)
𝐹𝑙 = 𝐹/𝑐𝑜𝑠(𝛽)
Force analysis
• Load force can be further divided into a tangential force, 𝐹𝑡 , and
an axial force, 𝐹𝑛
• Tangential force:
𝐹 ∙ 𝑠𝑖𝑛 𝜑 + 𝛽
𝐹𝑡 = 𝐹𝑙 ∙ 𝑠𝑖𝑛 𝜑 + 𝛽 =
𝑐𝑜𝑠(𝛽)
• Axial force:
𝐹 ∙ 𝑐𝑜𝑠 𝜑 + 𝛽
𝐹𝑛 = 𝐹𝑙 ∙ 𝑐𝑜𝑠 𝜑 + 𝛽 =
𝑐𝑜𝑠(𝛽)
• Engine torque:
𝐹 ∙ 𝑟 ∙ 𝑠𝑖𝑛 𝜑 + 𝛽
𝑇 = 𝐹𝑡 ∙ 𝑟 =
𝑐𝑜𝑠(𝛽)
Force analysis
• Overall force transmission could be through the connecting rod
to the crank.
𝐹𝑛′ = 𝐹𝑛
This force is the load on main bearing.
• The engine torque (T) is generated based on the tangential force
𝐹𝑡" = 𝐹𝑡′ = 𝐹𝑡
• Overturn torque
𝑇𝑘 = −𝐹𝑐 × ℎ = −𝑇
Valvetrain
• Required to provide maximum intake charge at all
speeds
• Key components in engine design, determining the
engine performance, fuel economy, NVH (noise,
vibration, and harshness).
• Pushrod type seen in the diagram.
• Overhead valves are widely used in high speed
engines
Valvetrain arrangement
• Overhead valve (OHV) or Pushrod type:
Camshaft inside the block, overhead valves.
• Single overhead camshaft (SOHC): Camshaft in
cylinder head, overhead valves.
• Double overhead camshaft (DOHC) or Twin-
cam type: Two camshafts, one operates intake
valves and the other controls exhaust valves.
Valvetrain requirement
• Provide maximum volumetric efficiency
• Prompt and swift open and close of valves
• Maximum flow area
• Optimum NVH (noise, vibration and harshness)
• Minimum number of components
• Minimum weight
• Minimum friction losses
• Reliable and durable
Numbers of Valves
• 2 valves (1 intake and 1 exhaust) for low speed engines
• 3, 4 or 5 valves are used for automotive petrol engines (4 valves are more and more used for high
speed diesel engines)
More valves?
Pros
• Light valves, small lift, small inertia
• Increased total flow area and volumetric efficiency
• Small valve diameter, low valve temperature
• Central spark plug and injector possible (shorter burn duration for SI engines and improved
mixing for diesel engines)
Cons
• Increased cost for a more complex system and increased friction losses
Valvetrain Drives
Chain drive
• Take high load
• Relatively, durable and
reliable
• Narrow in dimension
• Reducing packaging length
• Favourable for high load Belt drive
• Packaging • Low cost
• Reliable • Quieter
• Complex, and expensive • Less reliable
• More axial spacing required
Valve timing clock
Intake valve open (IVO)
• Early enough to let air in
Intake valve closing (IVC)
• Delayed to allow long enough opening
period to maximise the charge quantity
Exhaust valve open (EVO)
• Advanced to let burned gas out early
to reduce pumping loss
Exhaust valve closing (EVC)
• Delayed to minimise residual burned gas
Valve timing for low emissions
IVO
• Reduced advance to prevent short cut
from intake to exhaust port
IVC
• Reduced delay for low and medium
speed range to prevent ‘back flow’ into
intake port
EVO
• Reduced advance for low and medium
speed range to allow more complete
combustion
EVC
• Reduced delay to increase exhaust gas
recirculation (EGR) to control NOx
Valve timing – volumetric efficiency

Impact of IVC lag

Variable valve timing

• Actual in-cylinder charge quantity vs. theoretical filling quantity in the cylinder
𝑚ሶ 𝑖
𝜂𝑣 =
𝜌𝑖 ∙ 𝑉𝑑 ∙ 𝑁/2
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