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- Herausgeber: John Wiley & Sons
- Kategorie: Fachliteratur
- Sprache: Englisch
- Veröffentlichungsjahr: 2017
Vehicle noise, vibration, and emissions are only a few of the factors that can have a detrimental effects on overall performance of an engine. These aspects are benchmarks for choice of customers while choosing a vehicle or for engineers while choosing an engine for industrial applications. It is important that mechanical and automotive engineers have some knowledge in this area, as a part of their well-rounded training for designing and selecting various types of engines. This volume is a valuable introductory text and a handy reference for any engineer, manager, or technician working in this area. The automotive industry, and other industries that make use of engines in their industrial applications, account for billions, or even trillions, of dollars of revenue worldwide and are important in the daily lives of many, if not most, of the people living on this planet. This is an area that affects a staggering number of people, and the information needed by engineers and technicians concerning the performance of various types of engines is of paramount importance in designing and selecting engines and the processes into which they are introduced.
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Contents
Cover
Title page
Copyright page
Preface
Introduction
Chapter 1: Introduction to Combustion Engines
1.1 Historical Background
1.2 Classifications [18]
1.3 Engine Components [23]
References
Chapter 2: Gasoline Engine Technology
2.1 Introduction
2.2 Background
2.3 Charge Delivery Systems
2.4 Carburetor
2.5 Fuel Injection Systems
2.6 Injection Systems [3]
2.7 Sensors [6]
References
Chapter 3: Diesel Engine Technology
3.1 Introduction
3.2 Injection Systems
References
Chapter 4: Turbocharging
4.1 Introduction [1]
4.2 Background [2]
4.3 Conclusions
References
Chapter 5: Combustion Based Noise
5.1 Introduction
5.2 Background
5.3 Conclusions
References
Chapter 6: Superchargers
6.1 Introduction [1]
6.2 Roots Supercharger [2]
6.3 Centrifugal Supercharger [3]
6.4 Screw Supercharger
References
Chapter 7: Materials for Engine
7.1 Introduction
7.2 Structural Properties
7.3 Non-Structural Properties
7.4 Cast Iron
7.5 Aluminum
References
Chapter 8: Vehicle Noise and Vibration
8.1 Introduction
8.2 Vehicle Systems
8.3 Transfer Paths
8.4 Features of NVH
8.5 Importance of Vehicle NVH
References
Chapter 9: Power Train NVH
9.1 Introduction [1]
9.2 Engine Vibrations [3]
9.3 Combustion Noise
9.4 Spectrum Characteristics of Cylinder Pressure [33]
9.5 Relationship between the Spectrum of Cylinder Pressure and Noise [39]
9.6 Motion Based Noise [54]
9.7 Piston Slap [55]
9.8 Bearing Noise [58]
9.9 Oil Pump Noise [59]
9.10 Timing Chain and Belt Noise [60]
9.11 Transmission Whine [61]
9.12 Rattle [62]
9.13 Clutch Noise [63]
9.14 Flow Noise [64]
9.15 Muffler [65]
References
Chapter 10: Body and Chassis System
10.1 Introduction
10.2 Vehicle Interior NVH [20]
10.3 NVH Damping [35]
References
Chapter 11: Vehicle Testing
11.1 Introduction
11.2 Decomposition of Various Sources
11.3 Interior Noise
11.4 Psychoacoustic Analysis
11.5 Conclusions
References
Index
End User License Agreement
Guide
Cover
Copyright
Contents
Begin Reading
List of Illustrations
Introduction
Figure 1
Trend in sales of various diesel engine based automobiles in the United States.
Chapter 1
Figure 1.1
Charter engine.
Figure 1.2
Ford engine.
Figure 1.3
Chevrlot engine.
Figure 1.4
Engine classification by valve location.
Figure 1.5
Various engine arrangements (a) Single, (b) In line, (c) V block, (d) Opposed cylinder, (e) W type, (f) opposed piston, (g) Radial.
Figure 1.6
Parts of engine – Cross section of four-stroke cycle S1 engine showing engine components; (A) block, (B) camshaft, (C) combustion chamber, (D) connecting rod, (E) crankcase, (F) crankshaft, (G) cylinder, (H) exhaust manifold, (I) head, (J) intake manifold, (K) oil pan, (L) piston, (M) piston rings, (N) push rod, (O) spark plug, (P) valve, (Q) water jacket.
Chapter 2
Figure 2.1
V block.
Figure 2.2
Carburetor.
Figure 2.3
Swing volume sensor.
Figure 2.4
Mass flow sensor.
Chapter 3
Figure 3.1
P-V curves for two- and four-stroke diesel engines.
Figure 3.2
P-V curves for turbocharged and naturally aspirated diesel engines.
Figure 3.3
Various combustion chambers.
Figure 3.4
D.I. Combustion systems.
Figure 3.5
D.I. Combustion systems – Wall distribution.
Figure 3.6
Features of diesel engines.
Figure 3.7
Mechanical injection.
Figure 3.8
Pumping systems.
Figure 3.9
Fuel delivery system.
Figure 3.10
Nozzle injectors.
Figure 3.11
Injector features.
Figure 3.12
Injection phases.
Figure 3.13
Ideal injection rate.
Figure 3.14
Heat release rates.
Chapter 6
Figure 6.1
Roots supercharger.
Figure 6.2
Centrifugal supercharger.
Figure 6.3
Screw supercharger.
Chapter 8
Figure 8.1
Powertrain representation.
Figure 8.2
Vehicle NVH.
Chapter 9
Figure 9.1
Engine cycle.
Figure 9.2
Engine noise sources.Schematic of typical noise sources of an engine (1. valvetrain; 2. timing chain (or belt) noise (radiated from its cover); 3, 4. the noise from accessories such as oil pump, belt/ pulley, and fan system; 5. piston slap noise; 6. bearing noise; 7. structural noise of valve cover; 8. intake noise; 9. exhaust noise; 10. combustion noise; 11. oil pan (sump)).
Figure 9.3
Contributions of varied sources to total sound pressure level of noise (1 meter away from engine) of an engine (1. exhaust noise; 2. intake noise; 3. fan noise; 4. combustion noise; 5. piston slap noise; 6. noise of accessories and belt; 7. valve system noise).
Figure 9.4
In cylinder pressure analysis.
Figure 9.5
Engine structural attenuation.
Figure 9.6
Primary and secondary piston motions inside the cylinder.
Figure 9.7
Piston free body.
Figure 9.8
Balance of various forces.
Figure 9.9
Sprocket noise.
Figure 9.10
Belt distortions.
Figure 9.11
Belt transmission system (1. cam sprocket; 2. tensioner; 3. fuel pump sprocket; 4. crankshaft sprocket; 5. idler sprocket; 6. water pump sprocket).
Figure 9.12
Chain wave noise.
Figure 9.13
Chain noise spectrum.
Figure 9.14
Gear backlash.
Figure 9.15
Various approaches to dampen torsional vibrations.
Figure 9.16
Clutch vibrations.
Figure 9.17
Coefficient of friction.
Figure 9.18
Coefficient of friction vs temperature.
Figure 9.19
Automotive intake system.
Figure 9.20
Intake pressure pulse.
Figure 9.21
Pressure spectrum.
Chapter 10
Figure 10.1
Transfer function of panel.
Figure 10.2
First (a) and second (b) order mode shape of a rectangular plate supported simply at four sides.
Figure 10.3
The mode shape of the acoustic modes of a car compartment: (a) the first order; (b) the second order. (The denotations H, M, and L, respectively, represent the high, middle, and low amplitudes; the dashed line represents the node line).
Figure 10.4
Out-of-phase mode shapes of the roof and rear floor of the body structure.
Figure 10.5
Wave velocity.
Figure 10.6
Sound radiation coefficient of an infinite plate.
Figure 10.7
Schematic of the sound radiation coefficient of plates with/without strengthening.
Figure 10.8
Damping treatment approaches.
Figure 10.9
Property of damping materials.
Figure 10.10
The variation of modulus and damping loss factor with respect to temperature for different damping structures.
Figure 10.11
Schematic of the test system for SAE J1637: 1. beam specimen of steel; 2. damping materials to be measured; 3. fixture; 4. exciter; 5. accelerometer; 6. thermal couple; 7. single amplifier; 8. spectrum analyzer; 9. signal generator; 10. thermal chamber.
Figure 10.12
Schematic of a damping measurement system: 1. exciter; 2. test plate; 3. accelerometer; 4. microphone; 5. shield chamber (with acoustic absorption material inside).
Figure 11.1
Test rig.
Figure 11.2
In-house test rig.
Figure 11.3
Decomposition of sources.
Figure 11.4
Trends in interior noise.
Figure 11.5
Trends in interior noise under different throttling conditions.
Figure 11.6
Relationship between objective and subjective evaluations.
Figure 11.7
Upper limits of noise.
Figure 11.8
Variations of AI with speed.
Figure 11.9
Variations of annoyance index.
List of Tables
Chapter 7
Table 7.1
Engine parts.
Table 7.2
Steel properties.
Chapter 9
Table 9.1
Frequency ranges of various noise source.
Table 9.2
Decompostion of radiated noise.
Table 9.3
Silencing volume of cars.
Chapter 11
Table 11.1
Vehicle customer report.
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Scrivener Publishing100 Cummings Center, Suite 541JBeverly, MA 01915-6106
Publishers at Scrivener Martin Scrivener ([email protected]) Phillip Carmical ([email protected])
Combustion Engines
An Introduction to Their Design, Performance, and Selection
Aman Gupta
Shubham Sharma
Sunny Narayan
Copyright © 2016 by Scrivener Publishing LLC. All rights reserved.
Co-published by John Wiley & Sons, Inc. Hoboken, New Jersey, and Scrivener Publishing LLC, Salem, Massachusetts. Published simultaneously in Canada.
No part of this publication may be reproduced, stored in a retrieval system, or transmitted in any form or by any means, electronic, mechanical, photocopying, recording, scanning, or otherwise, except as permitted under Section 107 or 108 of the 1976 United States Copyright Act, without either the prior written permission of the Publisher, or authorization through payment of the appropriate per-copy fee to the Copyright Clearance Center, Inc., 222 Rosewood Drive, Danvers, MA 01923, (978) 750-8400, fax (978) 750-4470, or on the web at www.copyright.com. Requests to the Publisher for permission should be addressed to the Permissions Department, John Wiley & Sons, Inc., 111 River Street, Hoboken, NJ 07030, (201) 748-6011, fax (201) 748-6008, or online at http://www.wiley.com/go/permission.
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Library of Congress Cataloging-in-Publication Data:
ISBN 978-1-119-28376-8
Preface
Engines and pumps are common engineering devices which have become essential to the smooth running of modern society. Many of these are very sophisticated and require infrastructure and high levels of technological competence to ensure their correct operation. For example, some are computer-controlled, others require stable, three-phase electrical supplies, or clean hydrocarbon fuels. This project focuses on the identification, design, and construction of various engines. Noise, vibration and harness performances have also been evaluated with further suggestions given to improve current systems.
Introduction
Diersel engines constitute a major source of power for ships, buses, and trains as well as road machinery. About one-fifth of total energy consumption in the United States goes toward operating these engines, and hence demand for them is growing fast, compared to gasoline engines. Sales of vehicles using diesel engines reached a peak during the 1980s in the United States due to major oil crises, as depicted in Figure 1. Various projections at that time had predicted that an increase of about 20% in sales would be achieved by the end of the decade. However, variations in fuel costs, falling prices of petrol and various problems associated with the operation of diesel engines led to a fall in their overall sales.
Figure 1 Trend in sales of various diesel engine based automobiles in the United States.
Gasoline engines use a spark ignition system for the initiation of fuel reaction, unlike diesel engines, which are based on the compression ignition of fuel-air mixture. Diesel engines operate at higher compression ratios, thus allowing more useful work output during the course of their operation. Combustion in these types of engines can be made to take place away from chamber walls, thus helping in reduction of the overall heat release rate. In addition, there are various throttling as well as pumping losses associated with the opertion of petrol engines. These are some of the major reasons for their lesser cycle efficiency when compared with diesel engines. Overall fuel efficiency of a diesel engine may be over 40% higher in the case of medium-sized engines and 50% for larger ones (which are generally used in marine propulsions).
The factors discussed above have hence led to a renewal of interest by various automotive companies in the development of diesel engines. Sales data of diesel engine based automobiles in Europe have indicated that about a quarter of new automobiles were powered using these engines. In France, diesel engines accounted for almost half of total engine sales. Sales of diesel engine based cars in Japan have almost tripled.
This work sheds light on the development of combustion engines with a specific focus on NVH performance of engines. We hope the information provided in the text will be useful for undergraduate and graduate students on various automotive courses.
Chapter 1Introduction to Combustion Engines
1.1 Historical Background
Most of the very earliest internal combustion engines of the 17th and 18th centuries can be classified as atmospheric engines. These were large engines with a single piston and cylinder, the cylinder being open on the end. Combustion was initiated in the open cylinder using any of the various fuels which were available. Gunpowder was often used as the fuel. Immediately after combustion, the cylinder would be full of hot exhaust gas at atmospheric pressure. At this time, the cylinder end was closed and the trapped gas was allowed to cool. As the gas cooled, it created a vacuum within the cylinder. This caused a pressure differential across the piston, atmospheric pressure on one side and a vacuum on the other. As the piston moved because of this pressure differential, it would do work by being connected to an external system, such as raising a weight [1]. Some early steam engines also were atmospheric engines. Instead of combustion, the open cylinder was filled with hot steam. The end was then closed and the steam was allowed to cool and condense [2]. This created the necessary vacuum. In addition to a great amount of experimentation and development in Europe and the United States during the middle and latter half of the 1800s [3], two other technological occurrences during this time stimulated the emergence of the internal combustion engine.
In 1859, the discovery of crude oil in Pennsylvania finally made available the development of reliable fuels which could be used in these newly developed engines. Up to this time, the lack of good, consistent fuels was a major drawback in engine development [4]. Fuels like whale oil, coal gas, mineral oils, coal, and gun powder which were available before this time were less than ideal for engine use and development. It still took many years before products of the petroleum industry evolved from the first crude oil to gasoline, the automobile fuel of the 20th century [5]. However, improved hydrocarbon products began to appear as early as the 1860s and gasoline, lubricating oils, and the internal combustion engine evolved together [6]. The second technological invention that stimulated the development of the internal combustion engine was the pneumatic rubber tire, which was first marketed by John B. Dunlop in 1888 [7]. This invention made the automobile much more practical and desirable and thus generated a large market for propulsion systems, including the internal combustion engine [8]. During the early years of the automobile, the internal combustion engine competed with electricity and steam engines as the basic means of propulsion. Early in the 20th century, electricity and steam faded from the automobile picture—electricity because of the limited range it provided, and steam because of the long start-up time needed.
Thus, the 20th century is the period of the internal combustion engine and the automobile powered by the internal combustion engine as shown in Figures 1.1–1.3 [9]. At the end of the century, the internal combustion engine was again being challenged by electricity and other forms of propulsion systems for automobiles and other applications [10].
Figure 1.1 Charter engine.
Figure 1.2 Ford engine.
Figure 1.3 Chevrlot engine.
During the second half of the 19th century, many different styles of internal combustion engines were built and tested [11]. These engines operated with variable success and dependability using many different mechanical systems and engine cycles. The first fairly practical engine was invented by J. J. E. Lenoir [12]. During the next decade, several hundred of these engines were built with power up to about 4.5 kW (6 hp) and mechanical efficiency up to 5%.
In 1867, the Otto-Langen engine, with efficiency improved to about 11%, was first introduced, and several thousand of these were produced during the next decade. This was a type of atmospheric engine with the power stroke propelled by atmospheric pressure acting against a vacuum [13]. During this time, engines operating on the same basic four-stroke cycle as the modern automobile engine began to evolve as the best design. Although many people were working on four-stroke cycle design, Otto was given credit when his prototype engine was built in 1876 [14]. In the 1880s the internal combustion engine first appeared in automobiles [15].
Also in this decade the two-stroke cycle engine became practical and was manufactured in large numbers. By 1892, Rudolf Diesel had perfected his compression ignition engine into basically the same diesel engine known today. This was after years of development work which included the use of solid fuel in his early experimental engines [16].
Early compression ignition engines were noisy, large, slow, single-cylinder engines. They were, however, generally more efficient than spark ignition engines. It was not until the 1920s that multi-cylinder compression ignition engines were made small enough to be used with automobiles and trucks [17].
1.2 Classifications [18]
Internal combustion engines can be classified in a number of different ways:
Types of Ignition (a) Spark Ignition (SI). An SI engine starts the combustion process in each cycle by use of a spark plug. The spark plug gives a high-voltage electrical discharge between two electrodes which ignites the air-fuel mixture in the combustion chamber surrounding the plug. In early engine development, before the invention of the electric spark plug, many forms of torch holes were used to initiate combustion from an external flame. (b) Compression Ignition (CI). The combustion process in a CI engine starts when the air-fuel mixture self-ignites due to high temperature in the combustion chamber caused by high compression.
Engine Cycle (a) Four-Stroke Cycle. A four-stroke cycle experiences four piston movements over two engine revolutions for each cycle. (b) Two-Stroke Cycle. A two-stroke cycle has two piston movements over one revolution for each cycle.
Three-stroke cycles and six-stroke cycles were also tried in early engine development [19].
Valve Location [20] – As seen from
Figure 1.4
, Valves in head (overhead valve), also called I Head engine. (b) Valves in block (flat head), also called L Head engine. Some historic engines with valves in block had the intake valve on one side of the cylinder and the exhaust valve on the other side. These were called T Head engines.
Figure 1.4 Engine classification by valve location.
(c) One valve in head (usually intake) and one in block, also called F Head engine; this is much less common.
Design of Engine [21] – (a) Reciprocating. Engine has one or more cylinders in which pistons reciprocate back and forth. The combustion chamber is located in the closed end of each cylinder. Power is delivered to a rotating output crankshaft by mechanical linkage with the pistons. (b) Rotary-Engine is made of a block (stator) built around a large nonconcentric rotor and crankshaft. The combustion chambers are built into the nonrotating block.
Position and Number of Cylinders of Reciprocating Engines [22] – As seen from
Figure 1.5
various systems can be-
Figure 1.5 Various engine arrangements (a) Single, (b) In line, (c) V block, (d) Opposed cylinder, (e) W type, (f) opposed piston, (g) Radial.
(a) Single Cylinder. Engine has one cylinder and piston connected to the crankshaft. (b) In-Line-Cylinders are positioned in a straight line, one behind the other along the length of the crankshaft. They can consist of 2 to 11 cylinders or possibly more. In-line four-cylinder engines are very common for automobile and other applications. In-line six and eight cylinders are historically common automobile engines. In-line engines are sometimes called straight (e.g., straight six or straight eight). (c) V Engine – Two banks of cylinders at an angle with each other along a single crankshaft. The angle between the banks of cylinders can be anywhere from 15° to 120°, with 60°-90° being common. V engines have even numbers of cylinders from 2 to 20 or more. V6s and V8s are common automobile engines, with V12s and V16s (historic) found in some luxury and high-performance vehicles. (d) Opposed Cylinder Engine – Two banks of cylinders opposite each other on a single crankshaft (a V engine with a 180° V). These are common on small aircraft and some automobiles with an even number of cylinders from two to eight or more. These engines are often called flat engines (e.g., flat four). (e) W Engine-Same as a V engine except with three banks of cylinders on the same crankshaft. These are not common, but some have been developed for racing automobiles, both modern and historic. Usually 12 cylinders with about a 60° angle between each bank. (f) Opposed Piston Engine – Two pistons in each cylinder with the combustion chamber in the center between the pistons. A single-combustion process causes two power strokes at the same time, with each piston being pushed away from the center and delivering power to a separate crankshaft at each end of the cylinder. Engine output is either on two rotating crankshafts or on one crankshaft incorporating complex mechanical linkage. (g) Radial Engine – Engine with pistons positioned in a circular plane around the central crankshaft. The connecting rods of the pistons are connected to a master rod which, in turn, is connected to the crankshaft. A bank of cylinders on a radial engine always has an odd number of cylinders ranging from 3 to 13 or more. Operating on a four-stroke cycle, every other cylinder fires and has a power stroke as the crankshaft rotates, giving a smooth operation. Many medium- and large-size propeller-driven aircraft use radial engines. For large aircraft, two or more banks of cylinders are mounted together, one behind the other on a single crankshaft, making one powerful, smooth engine. Very large ship engines exist with up to 54 cylinders, six banks of 9 cylinders each.
1.3 Engine Components [23]
The following is a list of major components found in most reciprocating internal combustion engines as shown in Figure 1.6:
Figure 1.6 Parts of engine – Cross section of four-stroke cycle S1 engine showing engine components; (A) block, (B) camshaft, (C) combustion chamber, (D) connecting rod, (E) crankcase, (F) crankshaft, (G) cylinder, (H) exhaust manifold, (I) head, (J) intake manifold, (K) oil pan, (L) piston, (M) piston rings, (N) push rod, (O) spark plug, (P) valve, (Q) water jacket.
Block – Body of engine containing the cylinders, made of cast iron or aluminum. In many older engines, the valves and valve ports were contained in the block. The block of water-cooled engines includes a water jacket cast around the cylinders. On air-cooled engines, the exterior surface of the block has cooling fins.
Camshaft [24] – Rotating shaft used to push open valves at the proper time in the engine cycle, either directly or through mechanical or hydraulic linkage (push rods, rocker arms, tappets). Most modern automobile engines have one or more camshafts mounted in the engine head (overhead cam). Most older engines had camshafts in the crankcase. Camshafts are generally made of forged steel or cast iron and are driven off the crankshaft by means of a belt or chain (timing chain). To reduce weight, some cams are made from a hollow shaft with the cam lobes press-fit on. In four-stroke cycle engines, the camshaft rotates at half engine speed.
Carburetor [25] – Venturi flow device which meters the proper amount of fuel into the air flow by means of a pressure differential. For many decades it was the basic fuel metering system on all automobile (and other) engines. It is still used on low-cost small engines like lawn mowers but is uncommon on new automobiles. Catalytic converter Chamber mounted in exhaust flow containing catalytic material that promotes reduction of emissions by chemical reaction.
Combustion chamber [26] – The end of the cylinder between the head and the piston face where combustion occurs. The size of the combustion chamber continuously changes from a minimum volume when the piston is at TDC to a maximum when the piston is at BDC. The term “cylinder” is sometimes synonymous with “combustion chamber” (e.g., “the engine was firing on all cylinders”). Some engines have open combustion chambers which consist of one chamber for each cylinder. Other engines have divided chambers which consist of dual chambers on each cylinder connected by an orifice passage. Connecting rod – Rod connecting the piston with the rotating crankshaft, usually made of steel or alloy forging in most engines but may be aluminum in some small engines.
Connecting rod bearing [27] – Bearing where connecting rod fastens to crankshaft. Cooling fins – Metal fins on the outside surfaces of cylinders and head of an air cooled engine. These extended surfaces cool the cylinders by conduction and convection.
Crankcase [28] – Part of the engine block surrounding the rotating crankshaft. In many engines, the oil pan makes up part of the crankcase housing. Crankshaft – Rotating shaft through which engine work output is supplied to external systems. The crankshaft is connected to the engine block with the main bearings. It is rotated by the reciprocating pistons through connecting rods connected to the crankshaft, offset from the axis of rotation. This offset is sometimes called crank throw or crank radius. Most crankshafts are made of forged steel, while some are made of cast iron.
Cylinders [29] – The circular cylinders in the engine block in which the pistons reciprocate back and forth. The walls of the cylinder have highly polished hard surfaces. Cylinders may be machined directly in the engine block, or a hard metal (drawn steel) sleeve may be pressed into the softer metal block. Sleeves may be dry sleeves, which do not contact the liquid in the water jacket, or wet sleeves, which form part of the water jacket. In a few engines, the cylinder walls are given a knurled surface to help hold a lubricant film on the walls. In some very rare cases, the cross section of the cylinder is not round.
Exhaust manifold [30] – Piping system which carries exhaust gases away from the engine cylinders, usually made of cast iron. Exhaust system – Flow system for removing exhaust gases from the cylinders, treating them, and exhausting them to the surroundings. It consists of an exhaust manifold which carries the exhaust gases away from the engine, a thermal or catalytic converter to reduce emissions, a muffler to reduce engine noise, and a tailpipe to carry the exhaust gases away from the passenger compartment.
Fan [31] – Most engines have an engine-driven fan to increase air flow through the radiator and through the engine compartment, which increases waste heat removal from the engine. Fans can be driven mechanically or electrically, and can run continuously or be used only when needed.
Flywheel [32] – Rotating mass with a large moment of inertia connected to the crankshaft of the engine. The purpose of the flywheel is to store energy and furnish a large angular momentum that keeps the engine rotating between power strokes and smooths out engine operation. On some aircraft engines the propeller serves as the flywheel, as does the rotating blade on many lawn mowers.
