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INDEX

TOPIC PAGE NO.

1. ABSTRACT 5

2. INTRODUCTION 6

3. DESIGN 8
3.1 INTRODUCTION TO CATIA 8
3.1.1 DIFFERENT MODULES USED IN CATIA 9
3.2 SURFACE MODELLING IN CATIA 9
3.2.1 WIRE FRAME AND SURFACE MODELING 9
3.2.2 CREATING WIRE FRAME ELEMENTS 10
3.2.3 CREATING FILL FEATURE 11
3.2.4 CREATING MULTI SESSION SURFACE 11
3.3 3D MODELS MADE IN CATIA 13
4. ABOUT PROJECT 20
4.1 FUSED DEPOSITON MODELING 20
4.2 THE WORK PLAN 21
4.3 MATERIALS USED FOR RAPID PROTOTYPING- 22
4.4 ABOUT PRINTER USED 23
4.5 PARTS OF THE ENGINE PROTOTYPE 25
4.5.1 TOP BLOCK 25
4.5.2 BOTTOM BLOCK 27
4.5.3 PISTON HEAD 28
4.5.4 CONNECTING ROD 29
4.5.5 CRANK SHAFT 30
5. PROPOSED IDEAS 33
5.1 INLINE ENGINES 34
5.2 MAIN COMPONENTS OF ENGINE 37
5.2.1 PISTON 37
5.2.2 CONNECTING ROD 38
5.2.3 CRANKSHAFT 39

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5.3 FIRING ORDER 40

5.3.1 IGNITION 41
6. ADVANTAGES 42

7. DISADVANTAGES 43

8. APPLICATIONS 44

9. CONCLUSION 45

10. REFERENCE 46

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LIST OF FIGURES

TOPIC PAGE NO.

3. DESIGN 8
3.1 WIRE FRAME 3D MODEL OF 4 CYLINDER ENGINE 13
3.2 ISOMETRIC VIEW OF TOP BLOCK 13
3.3 SIDE VIEW OF TOP BLOCK 13
3.4 TOP VIEW OF TOP BLOCK 14
3.5 ISOMETRIC VIEW OF CRANKCASE 14
3.6 FRONT VIEW OF CRANKCASE 15
3.7 TOP VIEW OF THE CRANKCASE 15
3.8 ISOMETRIC VIEW OF PISTON HEAD 15
3.9 SIDE VIEW OF PISTON HEAD 16
3.10 TOP VIEW OF PISTON HEAD 16
3.11 ISOMETRIC VIEW OF CONNECTING ROD 17
3.12 SIDE VIEW OF CONNECTING ROD 17
3.13 TOP VIEW OF CONNECTING ROD 17
3.14 ISOMETRIC VIEW OF CRANKSHAFT 18
3.15 SIDE VIEW OF CRANKSHAFT 18
3.16 TOP VIEW OF CRANKSHAFT 18
3.17 ISOMETRIC VIEW OF BOTTOM BLOCK 19
3.18 SIDE VIEW OF BOTTOM BLOCK 19
3.19 TOP VIEW OF BOTTOM BLOCK 19
4. ABOUT PROJECT 20
4.1 WORKING OF 3D PRINTER 20
4.2 FLASH FORGE FINDER 23
4.3 3D MODEL OF TOP BLOCK 1 26
4.4 3D MODEL OF TOP BLOCK 2 26
4.5 3D MODEL OF BOTTOM BLOCK 27
4.6 3D MODEL OF PISTON HEAD 28
4.7 3D MODEL OF CONNECTING ROD 29
4.9 3D MODEL OF CRANKSHAFT 30

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4.10 FORGED MODEL OF TOP BLOCK 31

4.11 PARTS OF TOP BLOCK 31
4.12 PARTS OF ENGINE PROTOTYPE WITH PRINTER 32
4.13 ASSEMBLED VIEW OF ENGINE PROTOTYPE 32

5. PROPOSED IDEAS 33
5.1 4 CYLINDER ENGINE BLOCK 34
5.2 DISECTED VIEW OF 4 CYLINDER ENGINE 35
5.3 PISTON HEAD 37
5.4 CONNECTING ROD 38
5.5 CRANKSHAFT 39
5.6 FIRING ORDER IN 4 CYLINDER ENGINE 40

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1. ABSTRACT

The main goal of the thesis is to get knowledge on how a four cylinder four stroke spark-
ignition petrol engines operates and how each components that fall under it plays an important
role in complete working of the engine by taking into the consideration of all the necessary
design steps needed, starting with the dimensioning, strength checks of the crank mechanisms,
finishing with a 3D CAD model and creating an animation of the engine.

As per the objective, a workout is done with a concept design of the 4-cylinder 4-stroke spark
ignition engine with the displacement and valve train with 4 valves per cylinder. The project
leader provides basic information about the design process and the engine. CAD software is
used for generating engine components and complete assembly. An Internal combustion engine
is characterized as an engine in which the chemical energy released inside the engine is directly
converted to mechanical work, instead of an external combustion engine in which a different
combustor is utilized to burn the fuel.

There are number of components in the engine which are important for the effective
functioning of an Engine. In this project we design some main components of a 4 cylinder I.C
Engine and also attempt is done to study static analysis on a crankshaft from a single cylinder
IC Engine. The modelling of engine components is done in CATIA software.

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2. INTRODUCTION

In rapid prototyping, the term “rapid” is relative; it aims at the automated step from
CAD data to machine, rather than at the speed of the techniques. Depending on the dimensions
of the object, production times can be as long as a few days, especially with complex parts or
when long cooling times are required. This may seem slow, but it is still much faster than the
time required by traditional production techniques, such as machining. This relatively fast
production allows analyzing parts in a very early stage of designing, which decreases the
resulting design cost. The costs can also be reduced because rapid prototyping processes are
fully automated. And therefore, need the skill of individual craftsmen for no more than
finishing the part.

The engine however consists of various parts and each of the parts have to be designed
and should be tested. In real world this will be expensive so to reduce the coat and time a
prototype of the same engine is made and tested so as to reduce the failure of the original
engine in this way the engine prototype will be made. The referred engine will be one of a
kind, which is to say that only one (perhaps a few) engine(s) will be built. Therefore the
development of such an engine is completely different from the more conventional engine
design. Its actual materialization constitutes a prototype. Prototyping is the process of building
models of a product to test various aspects of its design pre production, once slow and
expensive, but nowadays Rapid Prototyping (RP) techniques allow fast production of
prototypes.

In addition to quality and cost, time to market is becoming an increasingly important

factor in a product’s success. A major contributor to product development cycles is the time
needed to produce prototypes. Further, in markets where customers are demanding
individually tailored components, the cost and time to produce tools or molds can be
considerable. Rapid Prototyping (RP), also known as Solid Freeform Fabrication (SFF) builds
complex shapes through additive processes, producing components without the use of
tools. Over recent years, many studies have demonstrated the potential benefits offered:

• Manufacture of components without special tools.

• Competitive costs for producing small quantities of parts.

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Rapid Prototyping Process The basic process is similar across the different additive
type RP technologies. It begins with using a CAD software such as CATIA to design a 3D
computer model.

This 3D CAD model is next converted into a Stereo lithography or Standard

Tessellation Language (STL) file format. The STL file format only describes the surface
geometry of a 3D CAD model. It does not contain any information on the color, texture or
material. STL file format can be saved in either ASCII or binary versions, with the latter as the
more compact version. The surface geometry is described with triangular facets. Each triangle
facets uses a set of Cartesian coordinates to describe its three vertices and the surface normal
vector using a right-hand rule for ordering.

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3. DESIGN

3.1 Introduction to CATIA

CATIA is a fully automation software which relates with the mechanical field. It is
graphical user interface which is easy to learn and also the software is feature based and
parametric solid modelling. We can draw 2D and 3D models of a part and accordingly the
assembly of the parts can be done in it.

The shape or geometry of the model or assembly is dependent upon the values which
are referred as constraints.

Modules such as sketcher module used to design 2D drawings, part design module is
used to design the 3D models of geometry, and Assembly work design is used to assemble the
different parts which are drawn in the part design module. Kinematics is used to give the
simulation or motion to the part bodies which are designed and assembled in part and assembly
design modules. CATIA (Computer Aided Three-Dimensional Interactive Application) is a
multiplatform CAD/CAM/CAE commercial software suite developed by French Dassault
Company and marked worldwide by IBM.

CATIA V5 is applied in a wide variety of industries such as aerospace, automotive,

industrial machinery, electronics, shipbuilding, plant design and customer goods including
design things as clothing and jewelry.

Some top names of companies using the software are Toyota, Ford, Goodyear, Boeing,
Porsche and many others. CATIA is the only solution capable of addressing the complete
product development process, from product concept specifications through product-in-service
to a fully integrated and associative manner.

I have chosen CATIA to design my final project, because it is used in every corner of
the globe and only by mastering the software will give me the opportunity to succeed, no matter
which career path I would take.

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3.1.1 Different modules used in CATIA

• Sketcher

• Part Design

• Assembly Design

• Kinematics

By Using the CATIA software the part designs were designed and assembly is made
because compared to other software’s CATIA is easy to design.

3.2 Need of surface modeling

The product and industrial designers these days are giving importance to product styling
and providing a unique shape to components. Generally, this is done to make sure that the
product looks attractive and presentable to the customer. The shape of products are managed
using the surface modeling techniques. Surface models are three-dimensional models with no
thickness and unlike solid models, they do not have mass properties. CATIA V5provides a
number of surface modeling tools to create complex three-dimensional surface models. Various
workbenches in CATIA V5 with surface creation tools are:

1. Wireframe and Surface Design.

2. Generative Shape Design.

3. Freestyle.

In this textbook, you will learn about the surface modeling tools available in the
Wireframe and Surface Design workbench.

3.2.1 WIREFRAME AND SURFACE DESIGN WORKBENCH

The Wireframe and Surface Design workbench provides the tools to create wireframe
Construction elements during preliminary design and enrich existing 3D mechanical part
design with wireframe and basic surface features.

Starting Wireframe and Surface Design Workbench

Start a new session of CATIA and close the new product file, which is opened by default.

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Next, choose Start > Mechanical Design > Wireframe and Surface Design from the
menu bar to start a new file in the Wireframe and Surface Design Workbench.

3.2.2 CREATING WIREFRAME ELEMENTS

The wireframe construction elements aid in creating surfaces. The sketches drawn in
sketcher workbench can also be used to create surfaces. The tools available for constructing
the wireframe geometries are discussed in the following section.

CREATING CIRCLES

The Circle tool is used to create circular arcs and circles. Choose the Circle button
from the Wireframe toolbar; the Circle Definition dialog box is displayed, as shown in Figure
9-1. The Center and radius option is selected by default in the Circle type drop-down list; you
are prompted to select the center point. You can select a predefined point or create a point by
choosing any one of the options from the contextual menu, which is available when you right
click on the Center selection area of the Circle Definition dialog box. Next, you are prompted
to select the support surface. Select a plane as the support surface. Specify the required radius
value in the Radius spinner. You can set the angular limits of the arc from the Circle
Limitation area and finally choose the OK button to complete the arc.

CREATING SPLINES

The Spline tool is use to draw a spline in three dimensional space by selecting the
connecting points. Choose the down arrow on the right of the Spline button to invoke the
Curves toolbar, as shown, and then choose the spline button. The Spline Definition dialog box,
as shown, is displayed and you are prompted to select a point. You can select a predefined point
or create a point using the options from the contextual menu, which will be displayed when
you right-click in the Points selection area of the dialog box. Once you have selected a point,
you are further prompted to select a point or a direction (line or plane) or a curve. You can
choose a number of points to draw the spline.

In the Spline Definition dialog box, Geometry on Support check box is provided. On
selecting this check box you are prompted to select a support element. Select a plane or a
surface such that the point defined for spline creation lies on it. The spline thus created will lie

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completely on the defined support element. Choose OK button from the dialog box to complete
the spline.

3.2.3 CREATING THE FILL FEATURE

Next, you will create the fill surface to close the open end of the blended feature.

1. Choose the Fill button from the Surfaces toolbar; the Fill Surface Definition dialog box is
displayed.

2. Select Sketch. From the Specification Tree.

3. Choose the OK button from the Fill Surfaces Definition dialog box.

4. Similarly, create another fill surface using Sketch.5 to cover the open side of the Multi-
section 1 Surface. You need to split the fill surface using the sweep and symmetry surface. You
can apply different colors to different surfaces for better visualization by right-clicking on them
and choosing the properties option from the contextual menu.

3.2.4 CREATING THE MULTISESSION SURFACE

The next feature you will create is the multi section surface. For creating this surface,
you need to draw two sections, as discussed below:

1. Invoke the Sketcher workbench by selecting Plane.1 as the sketching plane.

2. The model after creating the second sweep feature the model after creating the symmetry
feature Working with Wireframe and Surface Design Workbench Evaluation chapter2. Choose
the Project 3D Elements button from the Operation toolbar and select the elliptical sections of
the second sweep and symmetry feature.

3. Complete the sketch, and exit the Sketcher workbench.

4. Create a plane at an offset distance of 425 from the ZX plane.

5. Invoke the Sketcher workbench using the newly created plane.

6. Draw the sketch for second section Note that the sketch consists of an ellipse and four points.

7. Exit the Sketcher workbench and click anywhere in the geometry area to remove the current
selection set.

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8. Choose the Multisections surface button from the Surfaces toolbar. The Multi-sections
Surface Definition dialog box is displayed.

9. Select the first section from the geometry area.

10. Next, select the second section from the geometry area; a closing point is created. You need
to replace this closing point with another closing point.

11. Move the cursor on the text Closing Point 2. Invoke the contextual menu and choose the
Replace option..

12. Next, choose the Coupling tab from the Multi-sections Surface Definition dialog box.

You are prompted to add, remove or edit coupling, or select point to add coupling.

13. Choose the Add button; the Coupling dialog box is displayed, and you are prompted to
select the coupling point. The first section for creating the multisection surface

The second section for creating the multisection surface CATIA for Designers Evaluation
chapter.

14. Select the first coupling point on the first section, refer to. The selected point is displayed
in the Coupling dialog box.

15. Select the first coupling point on the second section, refer to the coupling created is
displayed in the geometry area.

16. Activate the coupling selection area by clicking on it and then choose the Add button from
the Multi-sections Surface Definition dialog box. The Coupling dialog box is displayed and
you are prompted to select coupling point.

17. Create the second, third, and fourth couplings,

18. Choose the OK button from the Multi-sections Surface Definition dialog box to complete
the surface. After creating the multisection lofted surface and hiding the sketches and the plane.

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3.3 The 3d models of parts made in catia

Fig 3.1 wireframe 3d model of 4 cylinder engine

Fig 3.2 isometric view of top block

Fig 3.3 side view of the top block

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Fig 3.4 top view of top block

Fig 3.5 isometric view of crankcase

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Fig 3.6 front view of the crankcase

Fig 3.7 top view of the crankcase

Fig 3.8 isometric view of piston head

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Fig 3.9 side view of the piston head

Fig 3.10 top view of the piston head

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Fig 3.11 isometric view of connecting rod

Fig 3.12 side view of connecting rod

Fig 3.13 top view of connecting rod

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Fig 3.14 isometric view of crank shaft

Fig 3.15 side view of crank shaft

Fig 3.16 top view of crank shaft

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Fig 3.17 isometric view of bottom block

Fig 3.18 side view of bottom block

Fig 3.19 top view of bottom block

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4. ABOUT PROJECT

4.1 Solid based: Fused Deposition Modeling (FDM)

FDM RP technologies use a thermoplastic filament, which is heated to its melting point
and then extruded, layer by layer, to create a three dimensional object, shown in Fig. Two kinds
of materials are used: a model material which acts as the structure and a support material which
acts as a scaffolding to support the object during the fabrication process. During the fabrication
process, the filaments are fed to an extrusion nozzle unwounded from a coil. This nozzle is
heated to melt the filament which is then extruded on to a build tray forming a slice of the 3D
object as cools and hardens. Next, the build tray is lowered or the extrusion nozzle is raised,
by a thickness of an extruded layer, for the next slice layer to be extruded on top of the previous
layer. As the extruded thermoplastic cools, it also binds to the previous layer. This continues
until all the slices are printed to finally form the full 3D object. After the fabrication process,
the support build material is typically dissolved by water if water-soluble wax was used or
broken off if polyphenylsulfone was used. An affordable desktop version by 3DSYSTEM is
shown.

Fig 4.1 the working of the 3d printer

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This is the major principle of the mini project. In this figure, shows the working
principle of the 3d printer used to forge our mini project. This is the basic diagram of the
working of the printer.

4.2 The work plan

The objective of our project is to design and fabricate a four cylinder engine using the
rapid prototyping and 3d modeling. The step by step work plan is as follows:

DOING RESEARCH FOR GOOD PROJECT TOPICS

DECIDING THE TOPIC

MAKING LIST OF MATERIALS REQUIRED

CALCULATION OF THE EXPENSE REQUIRED FOR PROJECT

DESIGNING THE MODEL USING CAD SOFTWARE

CHECKING DIMENSIONS AND ERRORS

PURCHASE OF MATERIALS

FABRICATION OF THE PARTS USING RAPID PROTOTYPING MACHINE

CLEANING AND ASSEMBLY OF PARTS

PREPARING THE REPORT AND POWERPOINT

PRESENTATION OF THE PROJECT

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4.3 Material used for rapid prototyping-(PLA filament)

Albeit there are many new types of filaments flooding the FDM 3D Printing market, apart
from a few exceptions they are predominantly the variants of PLA and ABS with a small twist
in the composition of the materials. And there arises the question for everyone slicing their
model and have to make an ultimate choice between PLA and ABS. Maybe it isn’t a big deal
when you are printing something for fun but makes a huge difference if your print is going to
be functional or showcasing it as a miniature model. Intricacy, strength, quality and many more
factors come into consideration while choosing the filament. Some of the factors you can take
into consideration while choosing between PLA and ABS,

1. Strength:
In terms of physical strength, ABS has a clear edge over PLA as the material is
industrial grade while PLA is made out of corn starch. ABS has high impact resistance and
high temperature resistance which makes it ideal for printing models that are functional and
movable.

2. Shrinkage:
This is one of the most important but overshadowed factor that should be taken into
consideration. Especially if you are printing parts that are going to be interconnected or
movable, shrinkage can be a major deal breaker. But if you are printing in PLA, you may not
worry as there is very little to no shrinkage. In contrast, ABS shrinks to a considerable amount
which may prove not to be the desired print that you intended to get out of your 3D Printer.

3. Ease of Use:
In this case, PLA is far better in comparison to ABS. For ABS, there are many
additional factors that must be taken into consideration. PLA can be printed at normal
temperatures while ABS requires fairly high temperatures and a heated bed. ABS is also prone
to warping due to temperature variations, leveling and adhesion problems. PLA is also non
toxic while ABS emits fumes that are toxic but won’t affect one unless they are prone to
continuous exposure to the material while printing. But PLA is more prone to clogging, so
loading and unloading the filament must be done carefully and the nozzle must be cleaned
regularly to avoid severe damage.

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Physical and mechanical properties:

o PLA polymers range from amorphous glassy polymer to semi-crystalline and highly
crystalline polymer with a glass transition of 60oC and melting points of 130-180oC.

o PLA has a glass transition temperature 60–65 °C, a melting temperature 173–178 °C
and a tensile modulus 2.7–16 GPa.

o PLA material is made from renewable resources (i. e. corn starch, tapioca roots, or
sugarcane).

4.4 About the printer

Fig 4.2 flash forge finder 3d printer

TECHNICAL SPECIFICATIONS

3D Printer Name: Flash forge Finder

Printing Technology：FFF (FDM: Fused Deposition Modeling)

Max. Build Volume：140 L X 140 W X 140 H mm

Layer Resolution：100~500 microns

Filament Diameter：1.75mm

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Nozzle Number：１

Nozzle Diameter：0.4mm

Heated Bed：No

Printing Material：PLA

Software：FlashPrint

File Type：stl, obj

Control Panel：3.5 inch full color touchscreen

Operating Systems：Windows、Mac OS

Printer Dimension：420 x 420 x 420 mm

Product Weight：20.0 kg

Shipping Weight：28.0 kg

Connectivity：USB Cable, USB Stick, WiFi

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4.5 Parts of the engine prototype

There are several parts in an actual engine, while making the prototype mainly the following
parts are designed and fabricated:

 TOP BLOCK

 BOTTOM BLOCK

 PISTON HEAD

 CONNECTING ROD

 CRANK SHAFT

The engine is constructed from different parts. These parts are: bottom end, top end,
front end, oil pan, valve cover, and front cover.

Bottom End (short block): The bottom end includes the cylinder block with all of its
internal parts installed. The pistons, rods, crankshaft, and bearing would be in the block. The
term short block is often used to mean the same thing as bottom end.

Long block: is a technician term that refers to the short block with just the heads
installed. Parts like valve covers, front cover, flywheel, mounts, etc. are not included in the
long block

Bare block: is a cylinder block with all parts removed. There would not be pistons, rods,
a crankshaft, nor other parts in the block.

4.5.1. TOP BLOCK:

The engine block is the linchpin of vehicles which run on internal combustion, providing
the powerhouse for the vehicle. The engine block is termed a block because it is usually a
solid cast car part, housing the cylinders and their components inside a cooled and
lubricated crankcase. The purpose of the engine block is to support the components of the

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engine. Additionally, the engine block transfers heat from friction to the atmosphere and
engine coolant. The material selected for the engine block is either gray cast iron or
aluminum alloy. The top block of the prototype consists two parts:

 Top block 1

 Top block 2

Top block 1

Fig 4.4 3d model of the top block 1 with dimensions

Top block 2

Fig 4.5 3d model of the top block 2 with dimensions

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4.5.2. BOTTOM BLOCK:

The top and the bottom block together make up the total engine block. The bottom
block holds the crankshaft and which holds the connecting rod and the pistons. The whole
engine block is made of cast iron.

Grey cast iron is the first and most material used for manufacturing of engine blocks.
Though the aluminum alloy also contain many similarities with low weight, it is still used in
the manufacturing of diesel engine blocks because their internal stresses are higher.

Fig 4.6 3d model of the bottom block with dimensions

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4.5.3. PISTON HEAD

A piston is a cylindrical engine component that slides back and forth in the cylinder
bore by forces produced during the combustion process. The piston acts as a movable end of
the combustion chamber.

The stationary end of the combustion chamber is the cylinder head. There are some
taper-faced top rings as well, and on some old engines simple plain-faced rings were used. Oil
control rings typically are of three types: single piece cast iron. Helical spring backed cast iron
or steel.

Fig 4.7 3d model of the piston head with dimensions

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4.5.4. CONNECTING ROD

A connecting rod is a rigid member which connects a piston to a crank or crankshaft in

a reciprocating engine.

Together with the crank, it forms a simple mechanism that converts reciprocating
motion into rotating motion. A connecting rod may also convert rotating motion into
reciprocating motion, its original use.

Fig 4.8 3d model of connecting rod with dimensions

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4.5.5. CRANK SHAFT:

A crankshaft is a fundamental feature in a vehicle’s engine. It is the system that

converts linear energy into rotational energy.

The crankshaft works to change piston motion with the help of connecting rods on the
pistons, which enables the vehicle’s engine to run. Crank shaft is used in engines.

Fig 4.10 3d model of crankshaft with dimensions

The above given fig shows the designed model of the 4 cylinder engine prototype. Each
of the parts are first designed using the software and then they are fed to 3 d printer. The
software used is catia.

The file made in the software in .stl format and then they are converted to the .g format
compatible with the flash forge printer. The 3d printed parts are then assembled to form the
prototype. The images of the each of the parts are shown.

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Fig 4.11 top block 1 forged in 3d printer

Fig 4.12 parts of the top block

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Fig 4.13 the parts engine prototype with the 3d printer

Fig 4.14 assembled view of the engine prototype

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5. PROPOSED IDEAS

Cylinders are less costly than 6 or 8 when you take into account the additional pistons,
fuel injectors, spark plugs, and valve train components.An inline engine is less costly to
produce than a V or boxer because the V and boxer will both have multiple heads and sets of
valve train components and the blocks will be more complex.

Reducing the number of cylinders for a given displacement (maximizing

piston/cylinder size) will reduce the surface area available for heat transfer (loss) and will
reduce the length sealed by piston rings. Both of these effects make a 4 cylinder engine more
efficient than a 6 or 8 cylinder engine of equivalent displacement.

Cylinder engines can be very easy to service as the engine can be accessed from the
top. Often boxer engines and V engines are more difficult to service, especially in tight engine
bays, because the main components aren’t pointing “straight up.”

The inline 4 cylinder engine is in primary balance but not secondary balance, but the
balance issues that this configuration has are not insurmountable and dealing with them does
not outweigh the other benefits this configuration provides. As far as balance, one of the best
engines for balance is an inline 6 (which is in perfect primary and secondary balance), but
inline 6 engines are only used in limited applications because they’re very long and difficult to
fit in a short engine bay. Many inline 4 cylinders are transversely mounted for front-wheel-
drive cars. Longer engines (such as an inline 6) are much easier to mount front-to-back and as
such are more popular in rear-wheel-drive applications such as certain sports cars and trucks.

While additional cylinders have often been the answer for more power in the past, now
manufacturers are often turbocharging their engines to increase the power output of the engines
in an effort to get more power from smaller engines and raise fuel economy, thus reducing the
need to move up to a V6 engine.

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Fig 5.1 4 cylinder engine block

5.1 Inline engines:

The inline-four engine or straight-four engine is an internal combustion engine with

every one of the four cylinders mounted in a straight line, or plane along the crankcase. The
single bank of cylinders might be situated in either a vertical or a slanted plane with every one
of the cylinders driving a typical crankshaft. Where it is slanted, it is in some cases called an
inclination four. In a particular graph or when a condensing is utilized, an inline-four engine is
recorded either as I4 or L4. The inline-four engine or straight-four engine is an internal
combustion engine with all four cylinders mounted in a straight line, or plane along the
crankcase. The single bank of cylinders may be oriented in either a vertical or an inclined plane
with all the pistons driving a common crankshaft. Where it is inclined, it is sometimes called a
slant-four. In a specification chart or when an abbreviation is used, an inline-four engine is
listed either as I4 or L4.

The inline-four layout is in perfect primary balance and confers a degree of mechanical
simplicity which makes it popular for economy cars. However, despite its simplicity, it suffers
from a secondary imbalance which causes minor vibrations in smaller engines. These
vibrations become worse as engine size and power increase, so the more powerful engines used
in larger cars generally are more complex designs with more than four cylinders.

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Fig 5.2 diagram of dissected view of 4 cylinder engine

Today almost all manufacturers of four cylinder engines for automobiles produce the
inline-four layout, with Subaru’s flat-four being a notable exception, and so four cylinder is
synonymous with and a more widely used term than inline-four.

The inline four is the most common engine configuration in modern cars, while the V6
is the second most popular. In the late 2000s, with auto manufacturers making efforts to
increase fuel efficiency and reduce emissions, due to the high price of oil and the economic
recession, the proportion of new vehicles with four cylinder engines (largely of the inline-four
type) has risen from 30 percent to 47 percent between 2005 and 2008, particularly in mid-size
vehicles where a decreasing number of buyers have chosen the V6 performance option.

A straight engine is considerably easier to build than an otherwise equivalent

horizontally opposed or V-engine, because both the cylinder bank and crankshaft can be milled
from a single metal casting, and it requires fewer cylinder heads and camshafts. In-line engines
are also smaller in overall physical dimensions than designs such as the radial, and can be
mounted in any direction. Straight configurations are simpler than their V-shaped counterparts.

They have a support bearing between each piston as compared to “flat and V” engines
which have support bearings between every two pistons. Although six-cylinder engines are

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inherently balanced, the four-cylinder models are inherently off balance and rough, unlike 90
degree V fours and horizontally opposed ‘boxer’ 4 cylinders.

An even-firing inline-four engine is in primary balance because the pistons are moving
in pairs, and one pair of pistons is always moving up at the same time as the other pair is moving
down. However, piston acceleration and deceleration are greater in the top half of the
crankshaft rotation than in the bottom half, because the connecting rods are not infinitely long,
resulting in a non-sinusoidal motion.

As a result, two pistons are always accelerating faster in one direction, while the other
two are accelerating more slowly in the other direction, which leads to a secondary dynamic
imbalance that causes an up-and-down vibration at twice crankshaft speed. This imbalance is
tolerable in a small, low-displacement, low-power configuration, but the vibrations get worse
with increasing size and power.

The reason for the piston’s higher speed during the 180° rotation from mid-stroke
through top-dead-center, and back to mid-stroke, is that the minor contribution to the piston’s
up/down movement from the connecting rod’s change of angle here has the same direction as
the major contribution to the piston’s up/down movement from the up/down movement of the
crank pin.

By contrast, during the 180° rotation from midstroke through bottom-dead-center and
back to mid-stroke, the minor contribution to the piston’s up/down movement from the
connecting rod’s change of angle has the opposite direction of the major contribution to the
piston’s up/down movement from the up/down movement of the crank pin.

Four cylinder engines also have a smoothness problem in that the power strokes of the
pistons do not overlap. With four cylinders and four strokes to complete in the four-stroke
cycle, each piston must complete its power stroke and come to a complete stop before the next
piston can start a new power stroke, resulting in a pause between each power stroke and a
pulsating delivery of power. In engines with more cylinders, the power strokes overlap, which
gives them a smoother delivery of power and less vibration than a four can achieve. As a result,
six- and eight- cylinder engines are generally used in more luxurious and expensive cars.

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5.2 Main components of the engine

5.2.1 Piston

Piston is one of the main parts in the engine. Its purpose is to transfer force from
expanding gas in the cylinder to the crankshaft via a connecting rod. Since the piston is the
main reciprocating part of an engine, its movement creates an imbalance. This imbalance
generally manifests itself as a vibration, which causes the engine to be perceivably harsh. The
friction between the walls of the cylinder and the piston rings eventually results in wear,
reducing the effective life of the mechanism.

The sound generated by a reciprocating engine can be intolerable and as a result, many
reciprocating engines rely on heavy noise suppression equipment to diminish droning and
loudness. To transmit the energy of the piston to the crank, the piston is connected to a
connecting rod which is in turn connected to the crank. Because the linear movement of the
piston must be converted to a rotational movement of the crank, mechanical loss is experienced
as a consequence. Overall, this leads to a decrease in the overall efficiency of the combustion
process. The motion of the crank shaft is not smooth, since energy supplied by the piston is not
continuous and it is impulsive in nature. To address this, manufacturers fit heavy flywheels
which supply constant inertia to the crank. Balance shafts are also fitted to some engines, and
diminish the instability generated by the pistons movement. To supply the fuel and remove the
exhaust fumes from the cylinder there is a need for valves and camshafts. During opening and
closing of the valves, mechanical noise and vibrations may be encountered.

Fig 5.3 piston head

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Pistons are commonly made of a cast aluminum alloy for excellent and lightweight
thermal conductivity. Thermal conductivity is the ability of a material to conduct and transfer
heat. Aluminum expands when heated, and proper clearance must be provided to maintain free
piston movement in the cylinder bore.

Insufficient clearance can cause the piston to seize in the cylinder. Excessive clearance
can cause a loss of compression and an increase in piston noise. Piston features include the
piston head, piston pin bore, piston pin, skirt, ring grooves, ring lands, and piston rings. The
piston head is the top surface (closest to the cylinder head) of the piston which is subjected to
tremendous forces and heat during normal engine operation.

A piston pin bore is a through hole in the side of the piston perpendicular to piston
travel that receives the piston pin. A piston pin is a hollow shaft that connects the small end of
the connecting rod to the piston. The skirt of a piston is the portion of the piston closest to the
crankshaft that helps align the piston as it moves in the cylinder bore. Some skirts have profiles
cut into them to reduce piston mass and to provide clearance for the rotating crankshaft
counterweights

5.2.2 Connecting Rod

The connecting rod is a major link inside of a combustion engine. It connects the piston
to the crankshaft and is responsible for transferring power from the piston to the crankshaft and
sending it to the transmission.

There are different types of materials and production methods used in the creation of
connecting rods. The most common types of connecting rods are steel and aluminum. The most
common type of manufacturing processes are casting, forging and powdered metallurgy.

Fig 5.4 connecting rod

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The connecting rod is the most common cause of catastrophic engine failure. It is under
an enormous amount of load pressure and is often the recipient of special care to ensure that it
does not fail prematurely.

The sharp edges are sanded smooth in an attempt to reduce stress risers on the rod. The
connecting rod is also shot-peened, or hardened, to increase its strength against cracking. In
most high-performance applications, the connecting rod is balanced to prevent unwanted
harmonics from creating excessive wear. The most common connecting rod found in
production vehicle engines is a cast rod. This type of rod is created by pouring molten steel
into a mold and then machining the finished product. This type of rod is reliable for lower
horsepower producing engines and is the least expensive to manufacture. The cast rod has been
used in nearly every type of engine, from gasoline to diesel, with great success.

4.2.3 Crankshaft

The crankshaft is the part of an engine which translates reciprocating linear piston
motion into rotation. To convert the reciprocating motion into rotation, the crankshaft has
crankpins, additional bearing surfaces whose axis is offset from that of the crank, to which the
“big ends” of the connecting rod from each cylinder attach. It typically connects to a flywheel,
to reduce the pulsation characteristic of the four stroke cycle, and sometimes a torsional or
vibrational damper at the opposite end, to reduce the torsion vibrations often caused along the
length of the crankshaft by the cylinders farthest from the output end acting on the torsion
elasticity of the metal.

Fig 5.5 crankshaft

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The engine’s crankshaft is made of very heavy cast iron in most cases and solid steel in
very high-performance engines. The crankshaft’s snout must be made very strong to withstand
the stress of placing the crankshaft pulley and the stress created from driving all of the
components off of that single pulley.

5.3 Firing order

The firing order is the sequence of power delivery of each cylinder in a multi-cylinder
reciprocating engine. This is achieved by sparking of the spark plugs in a gasoline engine in
the correct order, or by the sequence of fuel injection in a Diesel engine. When designing an
engine, choosing an appropriate firing order is critical to minimizing vibration and achieving
smooth running, for long engine fatigue life and user comfort, and heavily influences
crankshaft design.

Fig 5.6 figure showing firing order in 4 cylinder engine

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5.3.1 Ignition

In a gasoline engine, the correct firing order is obtained by the correct placement of the
spark plug wires on the distributor. In a modern engine with an engine management system
and direct ignition, the Engine Control Unit (ECU) takes care of the correct firing sequence.
Especially on cars with distributors, the firing order is usually cast on the engine somewhere,
most often on the cylinder head, the intake manifold or the valve cover(s).

TABLE SHOWING THE POSSIBLE FIRING ORDER OF 4 CYLINDER ENGINE

number of cylinders Firing order example

1-3-4-2  Most straight-4s,

1-2-4-3  Ford Taunus V4 engine

Some English Ford
engines, Ford Kent
4 engine

1-3-2-4  Yamaha R1 cross plane

1-4-3-2  Volkswagen air cooled

engine

Table no. 5.1

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6. ADVANTAGES

1. When prototype is shown to the user, he gets a proper clarity and 'feel' of the
functionality of the software and he can suggest changes and modifications.
2. This type of approach of developing the software is used for non-IT-literate people.
They usually are not good at specifying their requirements, nor can tell properly about
what they expect from the software.
3. When client is not confident about the developer's capabilities, he asks for a small
prototype to be built. Based on this model, he judges capabilities of developer.
4. Sometimes it helps to demonstrate the concept to prospective investors to get funding
for project.
5. It reduces risk of failure, as potential risks can be identified early and mitigation steps
can be taken.
6. Iteration between development team and client provides a very good and conductive
environment during project.
7. Time required to complete the project after getting final the SRS reduces, since the
developer has a better idea about how he should approach the project.
8. Almost any shape or geometric feature can be produced.
9. Reduction in time and cost (could range 50 – 90%. Wohler)
10. Errors and flaws can be detected at an early stage.
11. RP/RM can be used in different industries and fields of life (Medicine, art and
architecture, marketing.)
12. Discussions with the customer can start at an early stage.
13. Assemblies can be made directly in one go.
14. Material waste is reduced.
15. The designers and the machinery can be in separate places.

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7. DISADVANTAGES

1. Prototyping is usually done at the cost of the developer. So it should be done using
minimal resources. It can be done using Rapid Application Development (RAD) tools.
Please note sometimes the start-up cost of building the development team, focused on
making prototype, is high.
2. Once we get proper requirements from client after showing prototype model, it may be
of no use. That is why, sometimes we refer to the prototype as "Throwaway" prototype.
3. It is a slow process.
4. Too much involvement of client, is not always preferred by the developer.
5. Too many changes can disturb the rhythm of the development team.
6. The price of machinery and materials.
7. The surface is usually rougher than machined surfaces.
8. Some materials are brittle.
9. The strength of RP-parts are weaker in z-direction than in other.

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8. APPLICATIONS

A. Medical Application

The RP model plays the vital role in medical applications. It is used in human facial
scull transparency in the medical field. The damaged portion of the human facial scull. The
damaged portion of the facial scull has been replaced by the RP model.

B. Textile Application

The RP techniques models are widely used in textile industries. The complicated
contour profile dresses are designing in the 3D model with aid of computer and directly inter
connected with manufacturing machine. The RP model dresses with complicated contours.

C. Electrical Appliances

The house holding electrical appliances are widely manufactured in the PR techniques.
These RP techniques are very useful for manufacturing the special contours in an electrical
item. Fig. 4 shows the RP models of electrical appliances.

D. Architectural Interior Design

An RP technique plays an important role in architectural interior design like stature,

wall mountings and toys. The RP model of interior decoration has good surface finishing and
aesthetics compared with convention models.RP models of an architectural interior design.

E. Design of Special Objects

RP techniques are used for developing some special contours objects like spherical,
hemi spherical and tree stems. World Academy of Science, Engineering and Technology
International Journal of Mechanical and Mechatronics Engineering The models having a
hollow space in the inner side and thickness in the outer shell. This type of objects has
developed in the conventional method is so complicated and time consumptions.

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9. CONCLUSION

Internal Combustion engine is one of the most important inventions of the last century.
It has been developed in the late 1800s and from there on it has had a significant impact on our
society. It has been and will remain for foreseeable future a vital and active area of engineer
research. The aim of this project is to design a four-cylinder internal combustion engine taking
into consideration all necessary calculations concerning its basic components. In addition the
most proper materials which have to be used have been determined. It has been taken into
consideration that the chosen materials must resist on the maximum forces, moments and
stresses that occur when the engine is operating. Another goal is to make drawings on CATIA
that clearly display the engine structure, connection and location of all parts. And last but not
least, to make a simulation and animation of the design engine.

The main components piston, block, crankshaft, valves and connecting rod have
remained basically unchanged. Next to that, the project continues with an explanation of the
functions of these parts and the used materials for their production. 3D drawings of all calculate
parts have been made. In addition 2D drawings based on 3D are made. After that ready 3D
parts are connected in a product. Having a whole product is just the beginning of the simulation.
One of the most difficult things in the project is to make necessary joints in order to have 0
degree of freedom. Achieving 0 degree of freedom means that the mechanism can be simulated.
Having calculated all forces, moments and stresses in an allowable range and animation of
operating engine, the main design question have been answered and the objectives of the
project achieved. In this project we have designed the part diagrams of the engine components
like piston, cylinder, and crankshaft and made the assembly of these components. We have
designed the part design in 2D and 3D models and assembled it in the assembly design
workbench.

RP is one of the fastest growing new technologies of manufacturing the various

products by adding the material in layer by layer and directly from the 3D CAD model
connected with the automated machine. This paper deals with the various RP model related to
the field of applications. This paper provides a platform for researchers, new learners and
product manufacturers to create an awareness of rapid prototyping and manufacturing
technology for creating the complicated and different contour products in various field of
applications. The various points are discussed in this paper for the researchers to insight the
challenges associate in rapid prototyping.

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10. REFERENCES

• D. T. Pham, S. S. Dimov, Rapid Manufacturing: the Technologies and Applications of

Rapid Prototyping and Rapid Tooling, Springer, London, 2001.
• F. E. H. Tay, Y. P. Khanal, K. K. Kwong, Distributed rapid prototyping - a framework
for internet prototyping and manufacturing. Integrated Manufacturing Systems, Vol.
12, No. 6, 2001, pp. 409–415
• N. K. Vail, L. D. Swain, W. C. Fox, T. B. Aufdlemorte, G. Lee, J. W. Barlow, Materials
for biomedical applications. Mater. Des. Vol. 20, 1999, pp. 123–132.
• Charles Fayette Taylor (1985), “The Internal-Combustion Engine in the Theory and
Practice, Volume 2”
• R. Bibb, Z. Taha, R. Brown, Development of a rapid prototyping design advice system.
Journal of Intelligent Manufacturing, Vol. 10, 1999, pp. 331–339.
• L. Novakova - Marcincinova, J. Novak - Marcincin, Testing of Materials for Rapid
Prototyping Fused Deposition Modelling Technology. World Academy of Science,
Engineering and Technology, International Science Index 70, Vol. 6, No. 10, 2012, pp.
396 - 399

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