International Journal on Recent and Innovation Trends in Computing and Communication ISSN: 2321-8169

Volume: 2 Issue: 12 3843 – 3851

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A Review of Internal Combustion Engine Design
Patel Mehulkumar Nandlal Krutika V Prajapati
Lecturer in Mechanical Department, Lecturer In Mechanical Department
Government Polytechnic, Chhotaudepur. 391165. Parul Institute of Engineering And Technology
Gujarat Technological University Limda, Wadhodiya, 391760
mehulmnp@yahoo.com Krutika_22june@yahoo.com

Abstract— The most successful inventions of human includes internal combustion engine (I C Engine) as top of the list. The recent emphasis on
fuel economy, pollution control and other automobile fields like low friction body profile has also stimulated theoretical searches for an
automobile. Studies have found no alternative type that promises to have significant advantages in fuel economy or pollution control than
conventional I C Engines. But from these studies, it appears that the conventional types of spark-ignition and Diesel engines will remain in their
present predominant position in land and sea transportation and for industrial and portable power for the foreseeable future. And so, here is an
approach to have combined design aspects for all basic I C Engine components in one paper. Design aspects includes components like, piston,
piston rings, cylinder, cylinder head, connecting rod, crank and crank shaft, cam and cam shaft along with valve and valve gear mechanism. A
paper can be the base for future detailed designing work of I C Engine along with stress analysis and simulation.

Keywords- Internal combustion engine, piston, piston ring, connecting rod, crank shaft, valve gear mechanism.

__________________________________________________*****_________________________________________________
I. INTRODUCTION
World needs transportation to fulfill most of the basic need either in the form of one or the other. Internal combustion engine
comes under the radar from this point. It needs different kinds of fuels to work. From past to recent future, world is working in the
field of I C Engine, its systems and for its betterment. The recent emphasis is on fuel economy and pollution control. Studies have
found no alternative type that promises to have significant advantages in fuel economy or pollution control, and, above all, none
that has nearly the allaround simplicity, safety, and adaptability of present engines. It appears that the conventional types of spark-
ignition and Diesel engines will remain in their present predominant position in land and sea transportation and for industrial and
portable power for the foreseeable future [5]. Hence, here is an approach to present basic design of I C Engine.
This paper can provide foundation for next detail design stages, where stress analysis based on thermal fundamentals and
simulations are possible.
.

II. DIFFERENT PARTS OF INTERNAL COMBUSTION ENGINE

Principal parts of I C Engine are:
i. Cylinder and cylinder head ii. Piston iii. Connecting rod iv. Valve mechanism
v. Crankshaft and flywheel

Cylinder of I C Engine contains the working fluid and guides the piston. Piston receives the gas load and transmits the load to
the crankshaft through the connecting rod. The connecting rod transforms the reciprocating motion of piston into the rotary
motion of crankshaft and the power is supplied to the necessary machine from the shaft.
The main components of the reciprocating internal combustion engine are shown in Figure 1. Engine parts are made of various
materials and perform certain functions, some of which will be explained: cylinder block (g) it is integral with crank case (m),
both are made of cast iron. The piston (e) reciprocates inside the cylinder, which include the combustion chamber. Spark plug is
for combustion to take place inside the cylinder block above piston. In compression ignition engine, spark plug is avoided as due
to high compression ratio, the combustion inside the engine takes place.
The piston is connected to the connecting rod (h) by piston pin (f). This end of the connecting rod is known as small end. The
other end of the connecting rod called the big end is connected to the crank arm by crank pin (l).
Camshaft (u) makes the cam (t) to rotate and move up and down the valve rod through the tappet (r). Mainly each cylinder
has two valves; one is admission or suction valve and the other is exhaust valve [6].
The ignition system consists of a battery, an ignition coil, a distributor with cam and breaker points, and spark plug for each
cylinder. In diesel engines there is an injection system instead of ignition system.
Here we are not going in to much detail of two and four stroke engines as that is common fundamentals related to the I C
Engines.

III. DESIGN ASPECTS OF INTERNAL COMBUSTION ENGINE

A. Design Aspects of Cylinder[1,3,5,6,7]

Cylinders are made up of grain cast iron as it is wear resistant and cheaper. For small size engines, the cylinder, water jacket
and frame are made as single piece and liners are not used. But for large size high speed engines, they are used which can be
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International Journal on Recent and Innovation Trends in Computing and Communication ISSN: 2321-8169
Volume: 2 Issue: 12 3843 – 3851
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replaced after wear and tear. Liners are made up of good grade of Gray CI, Ni, Chromium CI or NI-Cr Cast steel. Dry liners are
heat treated after machining for hardness of RC 50 to 55 or above.
There are two types of liners:
1. Wet liners 2. Dry liners.

Wet liners have water in direct contact and are used in engine bore size 130 mm plus. Wet liners reduces the foundry problem
of casting the cylinder and cylinder is not subjected to thermal stress due to water in it, but it is difficult to replace wet liner from
the cylinder as chances of water leakage in the combustion space and crank case.
Dry liners are fitted in the cylinder wall and can be easily replaced as there is no chance of water leakage from jacket. The
upper part of liner is cooled better with the use of dry liners, the casting of cylinder becomes complicated and heat flow through
the composite wall of liner and cylinder is reduced [1].
Thickness of cylinder wall: Assume bore for cylinder.

t pD  k
2t
Where, p is maximum explosion pressure in N/mm 2, D is cylinder bore in mm, t is allowable hoop stress in N/mm 2 and its
approximate value is between 35 to 100 N/mm2, K is Reboring factor.
TABLE I
SELECTION OF FACTOR K
Bore (mm) 75 100 150 200 250 300 350 400 above
K (mm) 1.5 2.5 4 6 7.5 9.5 10.5 12.5

Cylinder bore and length:

Power developed by the engine,

pmLAN
P kw 2strokecycle 601000

pmLAN /2
P kw4strokecycle
601000
Where, Pm is mean effective pressure, N is speed of engine in rpm, Assuming L/D, we can find the capacity of engine. Length
of cylinder = L+ clearance at ends
10 to 15% clearance at both ends is considered generally.
Hence, Length of cylinder= L+ 0.15 L

Thickness of flange at lower end:

Studs and nuts are used to attach upper half of crank case with cylinder. Here thickness of flange at lower end = 1.25 t or 1.25 d to
1.5 d, where d is stud diameter. The distance between the stud centre and end of the flange is generally taken as 1.5d.

Size of studs or bolts for connecting the flange with the upper half of crank case:

 2 t
Gasload  n dc
4
Where, n is number of studs or bolts, dc is core diameter of bolt (bolts are made up of Ni steel), t is allowable stress for stud or
bolt and value is between 60 to 100 MPa for nickel steel. Minimum size of bolt should not be less than 16 mm for gasket joint.
The pitch of stud or bolt is taken 20 √(d) to 25 √(d) mm. Hence, outer diameter of cyl. Flange = pcd of bolt + 3d
The no. of bolts or studs can be taken as 8, 12, 16 in numbers with equations:

D D
  4to  4,whereDinmm
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100  50 

Cylinder head:
Separate cylinder head is cased generally and connected with cylinder by the no. of bolts. The cylinder head accommodates
valve mechanism, auto miser or spark plug depending on engine type. The cylinder head can be considered as circular plate
fixed at the edges. Considering it as flat plate, the thickness equation is as below:

t  D C pmax /t
Where, C is constant and its value is 0.1, t is allowable stress for CI head and its value is between 35 to 60 N/mm 2. Maximum
amount of heat is transferred through the cylinder head, so its thickness is taken sufficiently more.

B. Design Aspects of Piston and Piston Rings [1,3,5,6,7].

Function of piston in the internal combustion engine is to receive load of the gas and transmit it to the crank shaft through
the connecting rod. It also disperses the heat of combustion from combustion chamber to the cylinder walls.
The main components of trunk piston are piston crown, skirt, gudgeon pin and piston rings. Important design criteria
includes, it should be high heat resistant and strong, weight should be minimum with sufficient bearing area to prevent wear,
should effectively prevent the leakage of gases through the annular space around, dissipate heat as quickly as possible after
combustion, hardness of material should be maintained at high elevated temperatures with noise less operation.
In the name of materials, pistons are generally made up of cast iron, cast aluminium, cast steel or forged aluminium. They
are different in rubbing friction, thermal expansion and
contraction, density, strength and toughness along with other criteria [1].
Thickness of piston head (th):
3 pD2 th 
16 t
The piston head can be considered circular plate fixed on the periphery with uniform pressure distribution while loading.
Thickness equation is given where, P is maximum explosion pressure in N/mm 2, D is cylinder bore in mm, t is allowable
bending stress in N/mm2. This thickness of piston is to be checked with heat dissipation. Hence, Heat absorbed by piston is
equal to heat flow through the head from centre to the cylinder walls.

dT
r q2  (2rth) dr

Where, r is piston radius in mm, q is heat flow from gases in W/m 2, dT/dr is temperature gradient, k= thermal conductivity in
W/mᵒC Hence, integrating the above equation between two temperature limits Tc and Te, Tc= temperature at centre, Te=
temperature at edge,
q r2 D2q
(Tc Te)   
2kth 2 16kth
q H
2
D H
4
th 
12.56k(Tc Th)
Where, H is amount of heat dissipated through the piston head =W× CV of fuel× Brake power× C, W is specific fuel consumption
in kg/kW hr, CV is calorific value of fuel and is between 36000 to 44000 kJ/kg for diesel and between 45000 kJ/kg for petrol, C
is fraction of the part of heat transmitted by piston and its value is between 0.05 to 0.06 which is 5 to 6 % of heat, K is thermal
conductivity of piston material and its value is between 46 W/m 2 ᵒK for CI and and its value is between 160 to 175 W/m 2 ᵒK for
aluminium alloy. In case of unavailability of data, we can assume, Tc-Te = 200ᵒK for CI and 55ᵒK for Aluminum Alloy.

Break power can be found with the flowing equation in watts:

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 PmLAN
BP for 4stroke sin glecylinder engine
260

Where, Pm is power in N/m2, L is length of piston in m, A is area in m2

For 4 stroke petrol engine = th = 0.12D to 0.14D -CI piston
For 4 stroke diesel engine = th = 0.12D to 0.16D -Al.Alloy

Piston Ring Design aspects:

Generally 3 to 4 compression rings and one oil ring are used which are made up of CI having permissible strength of 84 N/mm2.
Equation for radial thickness of piston ring:

 3Pw tr 
t

Where, Pw is wall pressure = 0.02 to 0.04 N/mm2, tr = 0.04 D to

0.045D, b is 0.6 tr to tr, Land between rings= 0.75tr

Piston Barrel Design aspects:

L is Length of barrel = D to 1.5D
For ideal heat flow, thickness of piston barrel should be equal to the thickness of piston head tapering down to bottom. tb =
thickness of piston barrel = 0.03D+ b+ 5 mm Thickness of barrel at open end = 0.25 tb to 0.35 tb

Piston skirt design aspects:

Piston skirt it the portion of piston barrel below the ring section upto the open end. Its length should be such that the side thrust
pressure does not exceed 0.2 to 0.3 N/mm2.
Length of piston skirt = ls = 0.6 to 0.8D Piston skirt is to be checked for side bearing pressure:
Rmax 10
Pmax  where,Rmax issidethrustof connecting rodonskirt   gasload  Pmax tan ls D 100

Where, θ is obliquity of connecting rod= 2ᵒ to 5ᵒ From above equation:


Pmax  Gasload  D2p
4
Where, p is explosion pressure.

Design aspect of ribs:

No. of ribs to avoid the distortion of piston is provided. This distributes the gas load as well. This is provided below the ring
section and extending up to piston pin boss and extending around the skirt. The ribs may extend across the head in some
pistons. Generally 4 to 6 ribs are provided radially in the head.
Thickness of ribs = th/3 to th/2

Design aspect of piston pin or gudgeon pin:

Usually full floating or semi floating pins are used to connect piston and small end of connecting rod. Fixed piston pins are
never used as complete swinging motion of connecting rod will be confined to the small end bearing only and causing uniform
wear. Piston pins is designed for maximum gas load or inertia force whichever is higher.

Length of piston pin = 0.9 D

Length of piston pin in the connecting rod bush is lp= 0.45 D
Diameter of piston pin = dp
Allowable bearing pressure = pb = 15 to 30 N/mm2
Pmax=lp×dp×pb
To reduce the weight of piston pin, it is made of hollow section where diameter ratio of inner to outer is maintained as 0.6. This
piston pin is checked for bending assuming the gas load to be uniformly distributed.

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Volume: 2 Issue: 12 3843 – 3851
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M  Pmax D   dp2 di2 t

8 32  dp 
The allowable bending stress for hardened steel is 84 N/mm2 and 140 N/mm2 for heat treated alloy steel. Piston pin is
subjected to double shear stress

at the boss, so it is to be checked for shear stress, and allowable limit for the same is 50 MPa.

Design aspect of piston boss:

Inner diameter of piston boss = dp
Outer diameter of piston boss = 2dp
Length of boss = 0.2D

Design aspect of piston clearance:

Clearance between the liner and piston is provided for the allowance for thermal expansion. To ensure the necessary clearance
in hot engines, the piston crown and skirt are made smaller by a value δD.

δD = 0.005 to 0.007 D at crown in CI piston δD = 0.001 to 0.0013 D at skirt in CI piston δD = 0.006 to 0.01 D
at crown in Al piston δD = 0.0018 to 0.0025 D at skirt in Al piston

The clearance between the ring and groove wall is also important. And it is in compression ring is 0.7 to 0.95 mm and for oil
scrapper ring it is 0.9 to 1 mm. This all clearance is to be checked under the hot state and hot condition which is not described
here. Only important portion of inertia is described below.

Checking of piston wall thickness for inertia force:

1
Inertia force  Fi  mr21 n

Where, m = mass of reciprocating parts, r is crank radius, n is length of connecting rod/ crank radius, ῳ= angular speed of
rotation.
Always higher speed of rotation is considered. The weakest section of piston is the section across the oil holes. Hence, A is c/s
area of the weakest section

A  D g
2
 Di2  No.of oilholes  Dg

Di
d0
4  2 
Dg is diameter of piston at gudgeon pin= Di+2th

Di = dia. Of inner side of piston = D-2[th + tr + Δt] Δt = radial clearance between the piston ring and groove.
do = diameter of oil hole and usually 1.2 mm is taken.

Usually 6 nos. of oil holes are provided in the oil scrapper ring. Rupture stress= t = Fi/A and permissible value is to σ/mm 2

c A  c A whereKxx2  4Kyy2
l 2 l 2
1a( ) 1a( ) kxx 2kyy

Ixx  4Iyy as I  AK 2

C. Design Aspects of Connecting Rod Assembly[1,3,5,6,7].

Connecting rod is a link between piston and crank shaft in the internal combustion engine. Generally they are drop forged
from carbon steel or alloy steel. Carbon steel has ultimate tensile strength of 550 to 950 MPa. NI-Cr-steel is also used as one of

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the material. Cross section of rod may be circular, rectangular, I-section or H-section. Circular section is used for low speed and I-
section is used for high speed engines. Length of connecting rod may be 4 to 5 times the crank radius. If higher ratios are used
then angularity is increased which reduces wear due to side thrust. Lower ratio increased the angularity and hence the wear due to
side thrust. Most engine have conventional two piece connecting rods, where bearing cap is cut off from forged rod and bolted in
place for final machining. Generally I section is used in the connecting rod and hence the analysis is taken here for the same as
sample.
A connecting rod is a machine member which is subjected to alternating direct compressive and tensile forces. Since the
compressive forces are much higher than the tensile forces, therefore the cross-section of the connecting rod is designed as a strut
and the Rankine’s formula is used. A

connecting rod subjected to an axial load W may buckle with X-axis as neutral axis (i.e. in the plane of motion of the
connecting rod) or Y-axis as neutral axis (i.e. in the plane perpendicular to the plane of motion). The connecting rod is considered
like both ends hinged for buckling about X-axis and both ends fixed for buckling about Y-axis. A connecting rod should be
equally strong in buckling about either axes.

Let, A is Cross-sectional area of the connecting rod, l is Length of the connecting rod, c is Compressive yield stress, Wcr is
Crippling or buckling load, Ixx and Iyy is Moment of inertia of the section about X-axis and Y-axis respectively, and
kxx and kyy is Radius of gyration of the section about X-axis and Y- axis respectively.

According to Rankine’s formula,

Wcr aboutXaxis  c A  c A asbothhingededge, l  L

L 2 l 2
1a( ) 1a( ) kxx kxx

c A  c A asbothhingededge, L  l

Wcr aboutYaxis 2 L 2 l 2

1 a( ) 1 a( ) kyy 2kyy
In order to have a connecting rod equally strong in buckling about both the axes, the buckling loads must be equal, i.e.

c A  c A or ( l )2  ( l )2
L 2 l 2
1a( ) 1a( ) kxx 2kyy kyy 2kyy

kxx2  4kyy2 or Ixx  4I yy (as,I  Ak 2 )

This shows that the connecting rod is four times strong in buckling about Y-axis than about X-axis. If Ixx > 4 Iyy, then buckling
will occur about Y-axis and if Ixx < 4 Iyy, buckling will occur about X-axis. In actual practice, Ixx is kept slightly less than 4
Iyy. It is usually taken between 3 and 3.5 and the connecting rod is designed for buckling about X-axis. The design will always
be satisfactory for buckling about Y-axis. The most suitable section for the connecting rod is I-section with the proportions as
shown in Figure below.
Area of the section=2(4t×t)+3t×t=11t2

Moment of inertia about X-axis,

Ixx  [4 (5 )tt 3 3 (3 ) ]t t 3  t4
Moment of inertia about Y-axis,

Iyy [2 t(4 )t 3 

1
(3 )t t3] t4

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12

Ixx  419  12  3.2

Iyy 12 131

Since the value of Ixx and Iyy lies between 3 and 3.5, therefore Isection chosen is quite satisfactory.

The I-section of the connecting rod is used due to its lightness and to keep the inertia forces as low as possible. It can also
withstand high gas pressure. Sometimes a connecting rod may have rectangular section. For slow speed engines, circular
sections may be used. Since connecting rod is manufactured by forging, therefore the sharp corners of I-section are rounded off.
Same way the force analysis on connecting rod can be presented where two forces are considered. One is force due to gas or
steam pressure and inertia of reciprocating parts. Second is inertia bending forces. We can derive the expressions for the forces
acting on different types of engine working under different conditions. But here it is not taken as a part of this paper.

D. Design Aspects of Crank Shaft Assembly [1,3,5,6,7].

Crank shaft transforms reciprocating motion of piston in the rotary motion which consists of crank pin, webs and shaft. It may
be of overhung crank type or centre crank type. May be of single or double throw type. The crank shaft is subjected to both
twisting moment and bending moment hence it must have sufficient strength to withstand the forces. It is generally made up of 35
C steel or 40 C steel having ultimate strength of 525 to 600 MPa. They are usually forged.
A part of valve, valve gear mechanism which includes rocker arm design as well as timing, pushrod and cam design is omitted
here as they are basically outer components of engine and work in connection to engine moment.

Design procedure for overhang crank shaft:

2
Load on piston D P
4 max

where,Discylinderdia.&Pmax is max.explosion pressure

Thrust in the connecting rod Q=P/cosǾ

Where, Ǿ in Obliguity of connecting rod=sin-1[sinӨ/n], Ө is position of crank for maximum twisting moment from IDC
and n = l/r
Crank pin design: l/dp = sqrt(0.2 t/Pb)
Where, t is allowable stress for crank
Pb is allowable pressure for crank pin, Then, P= l×dp×Pb

Checking the crank pin for bending where assumption is uniformly distributed load for the crank pin,

 pl  2
M dp t

2 32
Here, stress value can be found and allowable limit for the material is 70 to 85MPa.

Design of crank and crank arm:

Thickness of crank web is t = 0.6 to 0.75dp.
Width of crank web is b.
The crank arm is subjected to a compressive load and a bending load in dead centre position.

Direct compressive stress = p/bt

Bending stress = pe/z
Where, e = eccentricity of load = (l/2 + t/2) and Z= 1/6bt2

Here allowable compressive stress is taken as 80MPa. Checking of crank arm cross section for maximum twisting moment:
In figure, Ft = tangential component = Qsin(Ө+Ǿ)
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Fr = radial component = Qcos(Ө+Ǿ)
Bending Moment due to Ft = Mt = Ft×R [R=crank radius]
= 1/6×tb2× bt

Stress value can be found from the equation.

Bending Moment due to Fr = Mr = Fr×e = 1/6×bt2× br
Direct compressive stress due to radial component F r cr = Fr/bt and c = total compressive stress = bt+ br+ cr Usually limit of this
total compressive stress is 80MPa.
Twisting moment due to Ft = T = Ft×e = Zp×
Where, Zp = polar modulus of section = 0.269 bt2 (rectangular c/s) so, stress value can be found here.

Maximum principal stress c  c 2 2

2 2

E. Design Aspects of Valve and Valve Gear Mechanism

[1,3,5,6,7].

Valve gear mechanism operates suction and exhausts valves and hence maintains air to fuel intake at desired time and hence
compression and expansion strokes takes place at desired period of time. Also the remaining burnt product is exhausted before
the next cycle is started. Component of valve gear mechanism for four stroke cycle engine are inlet and exhaust valves, rocker
arms or levers, tappets or push rods, cams and cam shaft along with the transmission device from crank shaft to cam shaft.

Design procedure of valve port and valve:

Size of valve ports depends upon the cylinder bore and cylinder centre distance. Large valve is provided for large diameter
cylinder. The size of valve port can be found as under:

V A V
Apiston piston  port gas where, A indicatesareaandV indicatesvelocityinm s/

Piston velocity=2LN/60 m/s.

To maintain the flow, the pressure difference should not be high, so the gas velocity should not be high. Four automobile, it
should be 50 to 75 m/s and for stationary engine, it should be 40 to 50 m/s. Here from the equation, area of port can be found
and from that diameter of port can be found out in mm. For higher engine output, inlet port is made about 30 to 40 mm larger
than exhaust port. Valve stem diameter is indicated by ds and valve seat is grinded with the angle of 45º normally. Generally
poppet type valves are used in I c engine. Main part of valve is stem, head and face. For better performance of engine, opening
and closing of valves should be done at perfect timing. Also valve should be tight on their seats to prevent any leakage while in
close condition. Along with this, the weight of valve should be as light as possible to have flexibility in operation and reduce the
working forces.
For flat headed valve, valve lift l = dp0/4 For conical valves, valve lift l = dp0/4cosα
Where usually α = 45 degree for exhaust and 30 degree for inlet valve.
Diameter of valve head dv = dp0 to 1.16 dp0

Thickness of valve head can be obtained by considering it as flat plate subjected to maximum uniform distributed gas load.

 Pmax
t k d po
t
Here, t = 28MPa, k = 0.54 and if t = 56MPa, k = 0.42
Generally value of k is taken as 0.5 if nothing is given. The
diameter of valve stem is taken as, ds = dp0/8+6.5 to 11mm

Design of rocker arm:

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Rocker arm transmits the motion from crankshaft to the valves. The force required to operate the inlet valve is comparatively less
than that required to operate the exhaust valve. In practice both the rocker arms operating inlet valve and exhaust valve are made
of same size for uniformity.
Maximum load on the valve during acceleration comprises of gas load, initial spring force to hold on its seat against suction
stroke and valve inertia.

Gas load =Area of valve(which is π/4dv2)× exhaust pressure (P)

Exhaust pressure is generally 0.35 to 0.4 MPa.
Initial spring force = Valve area× Vacuum pressure
Vacuum pressure varies from 0.02 to 0.03 MPa for diesel eng.
Vacuum pressure varies from 0.05 to 0.07 MPa for petrol eng.
Inertia of valve = Mass of valve× Acceleration.
The design mass of valve is referred to the area of passage through the throat of the valve and reduces to its axis or it is the
equivalent mass of valve gear referred to the valve axis. Empirically it can be found as under:
Mass of valve = m = 230× (port area in m2)= 230×(π/4 dp02) in kgs. Diameter here should be in meter.

The acceleration of valve is found as under: Valve total opening angle =180+angle of EVO before BDC+ angle of EVC after
TDC
= 180+ α+β
If the cam moves with uniform and equal acceleration and retardation, then,
4
 2s
Acceleration  a  02

If it moves with simple harmonic motion, then,


2 2 S a 02 2
Where, ω=2π(σ/2)/60 rad/s and Cam shaft speed is half that of crank shaft speed and S= lift of valve.

Design aspects of rocker arm:

The rocker arm may be straight or angular with an included angle of 135 to 160 degree.
Arm length, X=5 times valve lift and Y=0.9 to 1X. Allowable stress for caste steel is 50 to 60MPa and for forged steel is 60 to
70MPa.
Cross section of rocker arm is rectangular or I section generally.
For rectangular section: h = 3b
For I-section: Flanges=2.5t×t, Depth= 6t, Web= 4t×t σow maximum bending moment on the arm, M=P×X= bZ
Where, P is total force acting at the valve end and X is leverage of arm. Z=1/6bh2 for rectangular section and I/y for I-section.
Fulcrum pin diameter:
For angular rocker arm, included angle is Ө,

R P2 Q2 2PQcos
Reaction at fulcrum pin=

Then, R = ldpPb
The allowable pressure is 10 to 18MPa and the ratio l/dp is usually taken as 1.25 to 1.5. So through this, pin diameter can be
determined. Hub of rocker arm is fitted with brass bush.
Hence inner diameter of hub= di = dp+2 × bush thickness.
Thickness of brass bush usually taken as 2 to 3 mm and outer diameter of hub is 2di. Checking of hub under bending with
following equation and bending stress can be found out.

1/12[BH 3 Bh3 ]
M bZ b
H /2
Here, H= outer diameter, h= inside diameter and B= width of the hub.

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Push rod design aspects:
It is considered to be strut or column. It is usually hollow, with inner diameter 0.6 times outer diameter. Euler’s equation or
rankine equation is used for l/k<80 for CI and l/k<100 for steel.

Pg  2 A [d0
a l k[c A/ ] 4 2 di2 ]
1

2  I / A [d02 di2]/[d02 di2]

k
64 4

Where, a=I/7500 for steel, l is length of push rod and c is allowable stress for push rod material.
Push rod is made up of bright drawn mild steel with 0.4% carbon content. Allowable stress is 65 to 75MPa.
Design of valve spring is done in usual manner as compression spring. Function of spring is to provide spring force for the
closure of the valve and to maintain contact of cam with the follower all the times. In the excessive surging of spring, as in high
speed engine, the follower may leave the contact of cam.

Whal factor = k = (4c-1/4c-4)+(0.615/c), Where, C= spring index = D/dw

Maximum load on the valve is the load when valve is opened. Pmax = D/2 = πdw3 /16k
When valve is closed, load on spring is minimum. The allowable shear stress for carbon steel spring is 280 to 320MPa.
Gdw

No.of activecoil  n  3

8pc

Where, δ is valve lift, G is modulus of rigidity and P is net load which is subtraction of maximum to minimum load. Total no. of
coils is n+2. Free length of spring can be finding in the usual solid length added to deflection and clearance.

Design aspects of cam:

Cam is integral part of the cam shaft. In this case following are the calculation,
Diameter of cam shaft = 0.16D+12.5mm [D=bore diameter]
If the cam is keyed on the cam shaft, then
Diameter of cam shaft = 1.175D+20mm
Base circle diameter = cam shaft dia.+3mm for integral cam
= 1.5×shaft dia.+20 mm for keyed cam
Usually roller follower is used with cam.
Diameter of roller = 0.5 to 0.75 × cam shaft diameter
Width of follower = 0.3×roller diameter
Width of cam = 0.09D+6 mm to 0.11D+12 mm
However the width of cam depends upon the load acting on it.

If the cam is well lubricated, then the cam width is determined a sunder.
If cam is face hardened then, it can sustain load of 200N to
250N per mm width. For plain carbon steel cam, it can sustain a load of 100N to
150N per mm width. From the given valve lift and given angles of action, the ca can be designed.

CONCLUSIONS
The work is base approach to have design of different I C Engine and its components. No thermal or other considerations are
taken in to account while designing. We have designed different components like piston, piston rings, cylinder, cylinder
head, connecting rod, crank and crank shaft, cam and cam shaft along with valve and valve gear mechanism. Purpose of the
paper is to better understanding of different design parameters and systems in integration to design with certain assumptions
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as mentioned in different sections. Expected outcome of this work is to have integration between design parameters and
systems. Same way any existing or new single cylinder engine can be designed, thermal considerations can be approached
and a simulation of the engine can be workout. For safer limits, certain stress limits have been assumed which can be change
as per the material selection and data can be drawn from design data book.

REFERENCES

[1] R S Khurmi & J K Gupta, A Text book of Machine Design, 14th edition, S. Chand Publications 2008.
[2] M. L. Mathur and R.P.Sharma, A course in internal combustion engines, Dhanpat Rai & Sons. 2007.
[3] Richard Stone and Jeffrey K. Ball, Automotive Engineering Fundamentals, MAE – International. SAE Permissions
400 Commonwealth Drive Warrendale, PA 15096-0001 USA.
[4] Charles Fayette Taylor, The Internal-Combustion Engine in Theory and Practice, Professor of Automotive Engineering, Emeritus, MIT, Volume 11:
Combustion, Fuels, Materials, Design, Revised edition, 1985.
[5] Joseph E. Shigley, Charles R. Mischke, Standard Handbook Of Machine Design, ISBN 0-07-056958-4, McGraw-Hill, 1996.
[6] Willard W. Pulkrabek, Engineering Fundamentals of the Internal Combustion Engine, University of Wisconsin, Platteville, Prentice Hall, 1989.
[7] Matthew David Greenman, Design and Construction of Miniature
Internal Combustion Engine, RPI, MIT, June 1996. Electronic
Publication: Digital Object Identifiers (DOIs):

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International Journal on Recent and Innovation Trends in Computing and Communication ISSN: 2321-8169
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Figure 7: Valve Gear Mechanism of I C Engine [5]

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