The Single Cylinder Engine

A presentation by Chris Kopchick Matt Roon John Gesek

ME 358

11/21/2005

ABSTRACT
We are to design a slider crank mechanism consisting of a crankshaft, connecting rod, and piston. The requirements for piston travel must not exceed 0.06m due to strict cubic inch tolerances. Within the cylinder or ground the velocity of the piston must not exceed 2 m/s with a constant crankshaft angular velocity of 600 rpm during the velocity analysis due to a weakness in the casting of the engine block. This particular engine will be operating at a constant velocity, however if we were to apply an angular acceleration of 10 radians/second to the crankshaft, we must not exceed a piston acceleration of 20 m/s^2. This requirement will satisfy the side load tolerances on the ring lands. Our two main points of interest will be at TDC (Top Dead Center) and BDC (Bottom Dead Center) for piston travel and 45 degrees for piston velocity and acceleration. This slider crank assembly will be a Grashof mechanism with a DOF=1. With an operational constant idle of 600 rpm we designed a short stroke, long rod combination resulting in less torque. This setup will also provide extended bearing life and promote exceptional ring seal.

INTRODUCTION
In this application we are using a Grashof slider crank mechanism better known specifically as a single cylinder engine. This internal combustion engine will be used in a constant idle application such as a household generator. Simply put, a force is exerted on the piston during the combustion process (a combination of fuel, air, and spark). This forces the piston downward, which through rotation of the connecting rod, causes the crankshaft to rotate. This rotation is the output of the mechanism and is widely used to power lawnmowers, snow blowers, generators, etc.

3-D MODEL OF THE ENGINE

ENGINE ASSEMBLY

Connecting Rod

2-D DRAWING OF THE ENGINE

CRITICAL PARAMETERS
Applying to TDC, BDC:
1) Piston travel must not exceed 0.06m due to cubic inch requirements

Applying to 45 degrees
2) Piston velocity must not exceed 2 m/s at a constant crankshaft angular velocity of 600 rpm due to a weakness in the casting of the engine block 3) Piston acceleration must not exceed 20 m/s^2, with an initial angular crankshaft acceleration of 10 rad/sec, due to side load requirements on the piston ring lands.

Results If Critical Parameters Are Exceeded

DEGREES OF FREEDOM
Grueblers Equation #DOF = 3L-2J -J -3G
1 2

L=4 J =4 J =0 G=1
1

#DOF = (3*4)-(2*4)-0-(3*1) = 1

DOF

POSITION ANALYSIS TDC and BDC

BDC Initial Conditions
2 = 180 A = 0.029m B = 0.19113m C = 0m

TDC Initial Conditions

2 = 0 A = 0.029m B = 0.19113m C = 0m

BDC Calculations
3 = 180 D = 0.16213m

TDC Calculations
3 = 180 D = 0.22013m

POSITION ANALYSIS 45 degrees

Initial Conditions
2 = 45 A = 0.029m B = 0.19113m C = 0m

Calculations
3 = 173.84 D = 0.210553m

VELOCITY ANALYSIS TDC and BDC

BDC Initial Conditions
2 = 180 3 = 180 A = 0.029m B = 0.19113m C = 0m D = 0.16213m

TDC Initial Conditions

2 = 0 3 = 180 A = 0.029m B = 0.19113m C = 0m D = 0.22013m

BDC Calculations
3 = 9.53343 rad/sec d/dt = 0 m/s

TDC Calculations
3 = -9.53343 rad/sec d/dt = 0 m/s

VELOCITY ANALYSIS 45 degrees

Initial Conditions
2 = 45 3 = 173.84 A = 0.029m B = 0.19113m C = 0m D = 0.210533m

Calculations
3 = -6.7803 rad/sec d/dt = -1.4275 m/s

ACCELERATION ANALYSIS TDC and BDC

BDC Initial Conditions
2 = 180 3 = 180 A = 0.029m B = 0.19113m C = 0m D = 0.16213m 3 = 9.53343 rad/sec d/dt = 0 m/s

BDC Initial Conditions

2 = 0 3 = 180 A = 0.029m B = 0.19113m C = 0m D = 0.22013m 3 = -9.53343 rad/sec d/dt = 0 m/s

BDC Calculations
3 = 1.51729 rad/sec^2 d^2/dt^2 = 0 m/s^2

BDC Calculations
3 = -1.51729 rad/sec^2 d^2/dt^2 = 0 m/s^2

ACCELERATION ANALYSIS 45 degrees

Initial Conditions
2 = 45 3 = 173.84 A = 0.029m B = 0.19113m C = 0m D = 0.210533m 3 = -6.7803 rad/sec d/dt = -1.4275 m/s

Calculations
3 = -14.7957 rad/sec^2 d^2/dt^2 = -11.295 m/s^2

Working Model Animation

Animation of Single Cylinder Engine

RESULTS
When analyzing TDC and BDC, our design satisfies all critical parameters. Our piston travel was calculated out to be 0.22013-0.16213=0.058m. This is within our 0.06m travel and displacement tolerances. When analyzing the initial 45 degree condition, we calculated our piston velocity to be 1.4275 m/s downward and piston acceleration of 11.295 m/s^2 downward. With our present initial conditions, this minimizes the chance of engine block fracture due to a weakness in the casting, and satisfies our piston side load requirements on the ring lands. Analyzing the graphs in Working Model, Our position, velocity, and acceleration results coincide very nicely with our calculated results.

CONCLUSIONS
We can see that one of the main problems with this type of mechanism is controlling velocity and acceleration of the piston. For a given displacement, the piston speed and acceleration can be lowered by increasing the bore and decreasing the stroke. This reduces stresses on the block, connecting rod, and crankshaft. Also, increasing the length of the connecting rod would yield a slightly different piston position curve with flatter plateaus. This would also reduce stresses on the crankshaft and block. An improvement to the techniques used in analyzing this mechanism might involve building a mock-up of the engine and measuring deformations and heat produced in the bearings. This would give much insight about the critical parameters of the engine.

Resources Used

Working Model (Slider Crank) Solid Works 3D 2005 Design of Machinery, Robert L. Norton