Q1: Why does the ICE design process have to use lots of hypotheses?

The ICE design process has to use lots of hypotheses due to these following reasons:
 The shape of the ICE’s elements are complicated so they are not considered as a beam, a plate
or a tube, …
 The working states used to calculate the strength, the actual applied force conditions of ICE’s
element are hard to determine.
 It’s hard to determine the dynamic loads, while most of the ICE’s elements are under these
loads
 It’s hard to determine the distribution rules of stresses on the calculation section.
 Calculations of thermal stresses are difficult to achieve the accuracy but the values of these
stresses of ICE’s elements such as cylinder head, piston, cylinder liner … often are quite large.
 The rigidity of ICE’s elements is equally important as the strength, but unfortunately, the
calculations of the rigidity are very little studied and used.
Q2 – A: Methods to improve the strength of crankshaft.
1) Structural Methods:
- Increase overlapping angle between main journals (cổ trục) and crank pin (chốt khuỷu).
- Increase the radius of the corner between the main journals, crank pin and crank web.
- Increase the thickness and width of the crank web.
- Hollow out the main journals and crank pin to reduce centrifugal force.
- Lubrication oil line arrangement => decrease concentration stress.
2) Technology Method: Improve hardness, surface gloss,
- Using forging methods
- Steel shot blasting, quartz for crankshaft surface rusting
- Surface polishing => reduce friction
2: Analyze the methods to improve the strength of the connecting rod bolts.
Manufacturing technology methods:
 Material selection: use steel alloy to improve strength
 Heat treatment: improve hardness, strength, durability
 Thread rolling: improve strength, fatigue resistance
 Shot peening: improve fatigue, corrosion resistance
Other methods:
 Proper tightening torque, thread lubrication

- Reduce the Pd (the inertial force and rotary motion):

+ Reduced the engine speed => reduced acceleration and deceleration of piston and
connecting rod
+ Choosing materials: Aluminum instead of steel => weight three times less than steel =>
reduce inertial force
+ Apply anti-friction coatings or high-performance lubricants to reduce thread galling and
wear.
+ Use rolled threads instead of cutting threads, as rolled threads have a smoother finish
and are stronger due to work hardening during the rolling process.
+ Using stretch bolts, which are designed to be torqued to yield

Q2 – B: Analyze the advantages and disadvantages between the air-cooling and

liquid-cooling systems.
Air-cooling Water-cooling
Advantages - Smaller weight - Higher efficiency
- Simple + low cost - Offer temperature control
Disadvantages - Limited performance - High cost, complex
- Hard to enhance (knocking, lubricant - Higher weight + spacious
heat resistance; difficult part
arrangement)

Q3: Present and analyze detailed content of the process of general layout design and
technical design for the diesel fuel system.
Q1: Present the main structural and dimensional parameters used for the general
layout design of the internal combustion engine.
a. Number of cylinders and cylinder distributions
Based on:
 Balancing conditions of ICE and the ability to use a simple counterweight to
balance
 The stability of crankshaft’s rotation speeds
 Requirements of overall dimensions and assembly conditions at where the engine
is used
 Ensure compact, simple structure, easy to manufacture but still ensure largest
rigidity of cylinder block
 Type of cooling system
b. Choosing S/D ratio
 Important structural parameters affecting dimension, weight, characteristics
 Currently, high-speed engines -> reduce S/D ratio
 Small S/D engines have:
 Increase crank rotation speed without increasing the avg velocity of
the piston -> don’t increase friction loss, don’t reduce mechanical
efficiency and increase lifespan of piston cluster
 large D -> easy to arrange and increase dimensions of intake/exhaust valves
-> increase efficiency of intake and exhaust system
 small S -> design crankpin-crankshaft overlap -> increase rigidity
 Decrease height -> smallest engine weight when S/D = 1
 Problems of reducing S/D ratio:
  increase length, width
 large D -> increase thermal load of piston + air leak
 for gasoline engines, easier knocking
c. Structure factor λ=R/l
 Effects: height and weight
 Increasing λ -> reduce height and weight + increase rotating angle of connecting
rod
 Smaller S/D -> better ability to increase λ
 λ = 0.25-0.29 (automotive)
 In practice, need to consider the max inertial force of translational movement (full
of structural parameters)
d. Type of cooling system
 Decisive influence on the external shape of ICE (especially cylinder block and
head) -> affecting structural parameters
 Air cooling -> smaller weight + worse performances than water cooling
 Air-cooled engines: hard to enhance due to limitations (knocking, heat resistance
of lubricant, difficult in arranging other parts)
 Air-cooled engines -> for small engines (less number of cylinders)
Q
 Q3: Present the types of ICE design and analyze the advantages and disadvantages
of each type

New design Improving design Sample design

Definition a design: improve/upgrade one or a redesign/ a sample

a few characteristics/ engine without changing
performances of an existing its characteristics and
engine (power, efficiency, performances
economics, reduce weight…)

Pros actively research, - Increase - Creating a new engine

design, characteristics/performances with with low requirements of
and manufacture a new low investment in technologies, human resources, time and
engine with lots of production lines, machines, expenditures…
advantages equipment, and capital
-> Satisfy the demand - Not too high requirements about
for increasing human qualification and quantity of
development researchers and designers
- Not too much funding, time

Cons - Highly required - Not create an optimal engine It may not be possible to
qualifications: like the newly designed one create an engine with the
researchers and - Dependent on available supplies same characteristics and
designers of engine performances due to
- Lots of funds and inadequacies of material
time and manufacturing
- Sometimes requires technology
the corresponding - May need to pay for
development of design copyright
manufacturing (especially in the current
technology integration era)

Q4: Present the issues to be considered when selecting cam profiles

 Ensure the air charging mechanism has the largest time-area coefficient (best air
circulation)
  Ensure the period of opening/closing the valve has minimal velocity and
acceleration -> smooth operation, reduce wear.
 Simple structure, easy to manufacture

Q5: Present the methods when designing cam profiles

Select the rule of motion of cam-profile - Pros: able to conduct any rule of motion
(main rule of acceleration) -> 2 times that we assume is the best, rule of motion
integral -> rule of valve lift concerning having minimal acceleration when
camshaft’s rotating angle opening/closing valve (cosine/sine
acceleration rule)
- Cons: cam profile with this rule of
motion is complex, hard to manufacture
=> Used in designing high rpm engines
Pre-select cam profile, group of circles, - Pros: easy to manufacture -> for low-
parabols, or lines, for easy medium speed engine
manufacturing. Based on pre-selected
rule -> 2 times derivation of camshaft
rotating angle -> rule of acceleration ->
check if it is suitable with the acceleration
of air-charging mechanism

Q6: Present the process of building a tangent cam shape, with illustrations
 Based on engine parameters (n, S/D, stroke…), choose air charging phase ->
determine cam working angle φ
180° + α 1 +α 2
With intake camshaft (based on camshaft rotating angle): φ a=
2
180 °+ β1 + β 2
With exhaust camshaft: φ t=
2
With: α 1 ; α 2 – early opening and late closing angle of the intake valve
β 1 ; β 2 – early opening and late closing angle of the exhaust valve
 Based on general layout condition -> determine cam back radius (standard curve
d0
radius) R1: R1= + ( 0.5−1 ) mm , d 0 : camshaft diameter
2
 Draw a circle with radius R1 and build the vertical coordinate through O. Then
φ
determine the radius OA and OB with respect to the vertical axis an angle
2
  Build tangent lines AE and BE at A and B of the circle R1
 Based on the largest lift, determine point C: h=FC
 Draw a circle radius r tangent with AE and BE through C

Q7: Present the process of building a convex cam shape, with illustrations
 After choosing the air-charging phase, based on general layout conditions, draw
a standard curve R1
 Build vertical coordinate through center O, then draw radius OA and OB with
φ
respect to vertical axis an angle
2
 From the intersection point of the curve R1 with the vertical axis (point E),
determine EC =h
 Choose cam top circle r then draw cam top circle (center O1) through C
 On extended line of radius AO and A ’ O , draw, external tangent curve with 2
curves R1, and r at A and A ’