30720130101001

Journal of Mechanical Engineering and Technology (JMET)ISSN XXX–XXX (Print),

ISSN XXX – XXX (Online), Volume 1, Issue 1, July -December (2013)

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NEW 5 STROKE ENGINE WITH SPLITTING CONCEPT

Rajkumar Lalwani1, Shaleen Bahadur

2

1(Automobile, SRM University, India)

2(Mechanical, SRM University, India)

ABSTRACT

This is about 5 stroke engine with splitting concept based on a radical

Thermodynamic cycle. The design deals with 3 cylinders which involve 5 strokes (Intake,

Compression, Power, Added expansion and exhaust). It is a small effort to increase the power

output and thus deliver optimum performance of the engine with least possible pollutants.

The Design involves 3 cylinders called the compression cylinder, Expansion Cylinder and the

Exhaust Cylinder. Fresh Charge is inducted and compressed to a high pressure in 1st cylinder

(intake and compression) from where it is transferred to 2nd

cylinder where spark ignition is

given thus leading to the expansion stroke (+ive work).The energy left in the gases after the

expansion stroke is utilized by transferring them to the 3rd

cylinder by pushing the piston

down thus giving added expansion stroke and finally expelling the hot exhaust gases with no

energy left to the atmosphere. The major benefits include variable compression & expansion

ratio due to separate cylinders with no risk of knocking. Other benefits include cooler charge

induction, built in supercharging varying compression cylinder size, maximum energy

utilization of exhaust gases, complete fuel combustion and possibility of miller cycle by

separate expansion and compression cylinders.

Keywords – Added expansion, Splitting, Variable Compression ratio

1. INTRODUCTION

It was year 1876 when 4 stroke engine based on Otto cycle was invented and after

nearly 100 years of its existence, the OTTO cycle is going to become obsolete. It’s the time

for something very new engine technology to come based on a radical thermodynamic cycle

and change the way of its working what the entire world has seen. Today in the era of modern

technology the world is struggling towards the invention of an engine that can deliver the

optimum performance in a vehicle be it rotary engine of Mazada RX-7, RX-8. One of the

most important steps in the history is evolution of the 5 stroke internal combustion engine.

Though engine consists of a number of complex parameters but its 4 important factors are

Power, Torque, Efficiency and Work output. Throughout the years there has been an

immense struggle in achieving the maximum values of all these 4 parameters simultaneously

JOURNAL OF MECHANICAL ENGINEERING AND

TECHNOLOGY (JMET)

ISSN 2347-3924 (Print)

ISSN 2347-3932 (Online)

Volume 1, Issue 1, July-December (2013), pp. 01-15

© IAEME: http://www.iaeme.com/JMET.asp

JMET © I A E M E

Journal of Mechanical Engineering and Technology (JMET), ISSN 2347-3924 (Print),

ISSN 2347-3932 (Online), Volume 1, Issue 1, July -December (2013)

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but it has not been possible due to their dependency on different factors. A 5 stroke internal

combustion engine, no doubt has a greater amount of work done but at the same time it

blocks the increase of a very important factor compression ratio which can help us in

achieving immense power and efficiency. Since in a 5 stroke internal combustion engine, the

compression and power stroke take place in the same cylinder due to which there is a risk of

knocking because of that we cannot increase the compression ratio beyond a certain extent

and there comes need of separation of compression and power stroke in an engine.

2. OPERATIONS

This cycle involves the various operations which are described as follows:-

2.1 Intake Intake of fresh charge happens in 1st cylinder called compression cylinder, where the A/F

mix or Air alone is inducted into the cylinder through inlet valve opening. And this mix is

later used for next stroke.

2.2 Compression Charge inducted is compressed in the 1st cylinder by the piston’s upward movement where

the intake valve and the transfer port of the 1st cylinder is kept closed for the entire stroke.

Thus the charge gets compressed to high pressure and ready to get transferred to the 2nd

cylinder called power cylinder for combustion.

2.3 Power Compressed charge is transferred from the 1st cylinder to the 2nd cylinder through the

transfer port and spark is given for combustion to take place in the second cylinder called

power cylinder. Thus due to the heat released during the combustion, piston is pushed down

to give a first positive work output and piston reaches BDC to complete its power stroke.

2.4 Added Expansion The burnt charge during the power stroke is then transferred to the 3rd cylinder for further

extraction of work from the left energy of the burnt charge. This burnt charge is allowed to

expand in the 3rd cylinder called expansion chamber for another positive work output

increasing its overall thermal efficiency.

2.5 Exhaust In this stroke the gases which were left with no energy after expansion in 3rd cylinder are

then sent out through the exhaust valve.

3. FIGURES AND TABLES

3.1 Engine design Line diagram

Figure 1 represents basic line diagram of 5 stroke engine with splitting concept. It

shows all 3 cylinders, transfer ports, spark plug & piston in place. Piston 1 leads piston 2 by

20 degrees to allow all compressed charge to enter in cylinder 2 and take part in combustion

for max power output.

Journal of Mechanical Engineering and Technology (JMET)

ISSN 2347-3932 (Online), Volume 1, Issue 1, July

3.2 Ricardo Wave Build Model

3.3 Input Data and Design Specifications

No. of Cylinders

Bore

Stroke

Head Volume

Spark Plug Volume

Piston Dish

Squished Gasket Thickness

Piston Pin Height

Rod Length

Block Deck

Piston Deck

Journal of Mechanical Engineering and Technology (JMET), ISSN 2347-3924

(Online), Volume 1, Issue 1, July -December (2013)

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Fig.1

3.2 Ricardo Wave Build Model

Fig.2

3.3 Input Data and Design Specifications

Table No. 1

No. of Cylinders 3

87mm

96mm

Head Volume 50 cc

Spark Plug Volume 0.8cc

0.2 cc

Gasket Thickness 2mm

Piston Pin Height 31.4mm

150mm

227.45mm

2.95mm

3924 (Print),



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3.4 Output Results

Table No.2

Deck Volume -20.47cc

Total Combustion chamber volume 44.41cc

Cylinder Displacement 680.10cc

Engine Displacement 2040.29cc

Squished Gasket Volume 13.88 cc

3.5 Air and Fuel flow Calculations

3.5.1 Input Data

Table No.3

Engine Testing rpm 6000 rpm

Air Fuel mass ratio 14.7:1

Volumetric Efficiency 98%

Estimated Brake Specific Fuel Consumption 0.45bhp/lbs/hr

Air Density 0.075lbs/cu-ft

3.5.2 Output Data

Table No.4

Volumetric Air Flow (STP) 211.83 cfm

Mass Airflow 953.25lbs/hr

Required mass fuel flow 64.85 lbs/hr

Estimated hp based on BSFC 144.10 bhp.

BSAC 6.62hp/lbs/hr.

Mass airflow per minute 15.89lbs/min.

Torque at 6000 rpm 126.1ft/lbs.

Mean Piston Speed 19.6 m/s.

3.6 Gas Flow Calculations

3.6.1Input Data

Table No.5

Valve Diameter 1.496 inches

Valve Lift 0.35 inches

3.6.2 Output Data

Table No.6

Engine rpm 6000 rpm

Mean Gas Velocity through valve 364.90mph

3.7 Turbocharger Calculations

3.7.1Input parameters

Table No.7

Engine Speed 6000 rpm

Boost 14 psi



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3.7.2 Output Results

Table No.8

Minimum Estimated Horse Power 200.44hp

Maximum Estimated Horse Power 272.02hp

3.8 Valve Lift Iterations & Profile

Table No.9

Angle Lift

1 0.0 0.00

2 10.0 0.02

3 20.0 0.17

4 30.0 0.62

5 40.0 1.42

6 70.0 4.87

7 110.0 8.19

8 120.0 8.60

9 130.0 8.83

10 138.0 8.89

11 146.0 8.83

12 156.0 8.60

13 166.0 8.19

14 206.0 4.87

15 228.0 2.28

16 244.0 0.78

17 264.0 0.10

18 280.0 0.00

Fig.3

It can be seen from Fig.3 that as the piston moves from BDC to TDC the valve goes

on closing facilitating proper compression and at TDC it goes off completely and again after

expansion stroke the valve starts opening thus paving the way for the removal of burnt and

exhaust gases.



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3.9 Velocity per degree Crank angle

Fig.4

It is evident from the Fig.4 that at the time of expansion or power stroke due to the

production of maximum power the velocity is maximum.

3.10 Acceleration per degree Crank angle

Fig.5

3.11 Specific Heat Vs Temperature

Fig.6



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Fig.6 shows, As the temperature increases the specific heat increases i.e. more energy is

required to increase the temperature by 1 K and due to this an optimum temperature is

maintained at constant fuel supply and thus preventing the engine from reaching absolutely

high temperature in turn reducing knocking.

3.12 Piston Velocity per Degree Crank angle

Fig.7

3.13 Piston Velocity Vs Crank Angle

Fig.8

Fig.8 shows that at the beginning of the exhaust stroke the piston velocity peaks

which indicates better scavenging process and better induction of fresh charge during the next

cycle. Also at the beginning of expansion stroke the velocity peaks giving higher speeds.



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3.14 Piston Heat Transfer Rate

Fig.9

Fig.9 shows that as the time increases the heat transfer rate decreases thus maintaining

the optimum temperature and preventing the damage caused due to high temperatures

phenomenon such as knocking. It also eliminates the need for a complex cooling system.

3.15 Exhaust Mass Flow Rate

Fig.10

Fig.10 shows that the exhaust mass flow rate is maximum at the exhaust stroke and for some

duration during the expansion which facilitates proper combustion of fuel.



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3.16 Fuel Burn Rate

Fig.11

Fig.11 shows that the fuel burn rate is highest at the expansion stroke which is the

need for complete combustion .It can be seen that during the compression stroke the fuel burn

rate is negligible which prevents the rising of pressure and temperature thus reducing the risk

of knocking. It also indicates a better fuel economy.

3.17 Heat Release Rate

Fig.12

Fig.12 shows that the heat release rate is highest during the compression stroke which is due

to high compression ratio and which facilitates better combustion.



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3.18 Heat Transfer Rate

Fig.13

Fig.13 shows that the heat transfer rate is highest during the expansion stroke and

minimum during the exhaust stroke this prevents the damage of exhaust valves. Since the

heat transfer rate is highest during the expansion stroke it leads to the complete combustion

of fuel.

3.19 Inner Wall Temperature

Fig.14

Fig.14 shows that the inner wall temperature is highest during the expansion stroke

due to the complete combustion of fuel and production of maximum power and as the piston

moves down from TDC to BDC the temperature falls down and thus a constant temperature

is maintained for the idler strokes to prevent knocking.



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3.20 Engine torque Vs Crank Angle

Fig.15

Fig.15 shows that the engine torque is maximum during the expansion stroke. It

produces a torque of 10 Nm for the functioning of idler strokes.

Another feature of this graph is that the torque goes on increasing during the

compression stroke which helps in achieving higher compression ratio and thus greater

power. As the expansion stroke begins the torque goes down due to the fall of pressure.

3.21 Intake Mass Flow Vs Crank Angle

Fig.16

Journal of Mechanical Engineering and Technology (JMET)

ISSN 2347-3932 (Online), Volume 1, Issue 1, July

3.22 Indicated Torque vs crank angle

Fig.17 shows that the production of torque is highest at the expansion stroke thus

giving maximum acceleration to the vehicle and also greater power.

4. EXPERIMENTAL METHODO

Work done is what decides the efficiency of any engine and it is given by the

following formula:-

In the proposed design two expansion strokes occur i.e. two +ive work outputs.

Whereas conventional 4 stroke engine design has only one expansion stroke i.e. only one

positive work output.

P-V Curve of this engine design obtained from

P-V curve of conventional 800 cc 4 stroke engine and the Areas of both curves are measured.

Areas are as follows:-

5 Stroke Split Engine design- 60.205 cm

Conventional 4 stroke design- 44.75 cm

Journal of Mechanical Engineering and Technology (JMET), ISSN 2347-3924

(Online), Volume 1, Issue 1, July -December (2013)

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Indicated Torque vs crank angle

Fig.17

shows that the production of torque is highest at the expansion stroke thus

giving maximum acceleration to the vehicle and also greater power.

EXPERIMENTAL METHODOLOGY




V Curve of this engine design obtained from Ricardo wave is compared with the

V curve of conventional 800 cc 4 stroke engine and the Areas of both curves are measured.

60.205 cm2

44.75 cm2

3924 (Print),

shows that the production of torque is highest at the expansion stroke thus




Ricardo wave is compared with the

V curve of conventional 800 cc 4 stroke engine and the Areas of both curves are measured.



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Fig.18

Fig.19 (5 stroke engine design)

Fig.20 (4 stroke engine design)



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Since area of 5 stroke engine design is larger (60.205cm2) than the conventional 4 stroke

design (44.75cm2), which results in more work output and power. This validates this design.

The above results are simulated in Ricardo Wave Engine simulation Software and

Spreadsheet too. Some of the parameters are assumed like conventional 4- Stroke engine and

based upon that the results were obtained for different operating conditions of this new

engine design.

Results obtained are totally different as the cycle, which engine operates on is entirely

different than that of the conventional.

5.ADVANTAGES

a. Variable Compression ratio because of separate compression cylinder from combustion

chamber.

b.High C.R. possible with no risk of knocking.

c. Variable Expansion ratio because of separate expansion cylinder from compression

cylinder.

d.Cool charge induction because of the transfer port which reduces the knocking tendency.

e. Built in supercharging as the compression cylinder size can be varied independent to bore

size.

f. Miller cycle is possible as expansion cylinder is independent to compression cylinder.

g.Maximum energy utilization of exhaust gases.

h.No gear reduction mechanism b/w the camshaft & crankshaft to transmit motion for valve

opening, reducing complexity.

6. CONCLUSION

The technology provides a simple but elegant solution to the problem of how to meet

modern demands for increased engine efficiency, improved power, downsizing and lower

emissions. Since Better performance is always a call of the day, the design aims to increase

the fuel economy and reduce emissions to save the planet.

ABBREVIATIONS

1. cfm – cubic feet per minute

2. lbs/hr – pounds/hour

3. bhp – brake horse power.

4. lbs/cu-ft-pounds/cubic feet

5. hp/lbs/hr – horse power/pounds/hour.

6. Rpm – revolutions per minute

7. m/s-metre/second

8. mm- millimetre

9. cm- centimetre

10. cc- cubic centimeter.



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REFERENCES

BOOKS: [1] Auto Design by Prof. R. B. Gupta, Satya prakashan, ISBN 81-7684-010-6

[2] Internal Combustion Engine Fundamentals by John B. Heywood.

[3] Advances in Vehicle Design by John Fenton, ISBN 1 86058 181 1

[4] Internal Combustion engines by V. Ganesan.

[5] Design and Simulation of Two-Stroke Engines by Gordon P. Blair,Published by

Society of Automotive Engineers,Inc. ,ISBN 1-56091-685-0.

JOURNAL PAPERS: [1] Five Stroke Internal Combustion Engine A new concept for internal combustion

engines by Gerhard Schmitz, St.Vith 2011, Belgium

[2] A Six-Stroke, High-Efficiency Quasiturbine Concept Engine With Distinct,

Thermally-Insulated Compression and Expansion Components by George Marchetti

and Gilles Saint-Hilaire www.quasiturbine.com/QTMarchettiSthSixStroke0509.pdf

[3] Full-Time Gasoline Direct-Injection Compression Ignition (GDCI) for High and Low

NOx and PM

[4] Design Details of the BMW-801A Engine by Myles V. Cave, an article published in

November and December,1942,(Volume 41,Numbers 11 and 12) issues of Aviation

Magzine published by Mcgraw-Hill Publishing Company of Newyork,NY,USA.

WEBSITES: [1] http://www.popsci.com/cars/article/2011-01/split-cycle-engine-design-could-improve-

fuel-economies-50-percent

[2] http://www.5-stroke-engine.com.

Date post:	12-Sep-2014
Category:	Technology
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