This paper presents a detailed multi-body dynamic model of a single cylinder internal combustion engine.

The model comprises all rigid body inertial members, support bearings, joints, couplers, and connections
between the various engine components, as well as means of vibration damping. The VI simulation model
is parameterised, thus enabling virtual prototype testing of various engine designs, as well as allowing the
engine designer to carry out a comprehensive ----, vibration, ----- investigation of engine performance.
This new approach in engine design reduces the conceptual design-to-development cycle time and
removes the need for extensive engine testing, which accounts for a considerable cost in engine design
and development process. The results obtained provide time histories of the dynamic response of all
inertial members, such as the piston, the flywheel, and the connecting rod. The torsional vibrations of the
crankshaft and ----- are also obtained.

The efficiency in the design development of new engines and power trains for modern vehicles can be
significantly improved by capable simulation models.
The first part of the paper discusses the construction of simulation Model in VI engine Software. In the
second part, the paper focuses on the comparison of simulation results of 4-stroke and six-stroke to show
the range of variation in dynamic performance characteristics like inertial forces, acceleration,
unbalanaced forces. In particular results on piston slap excitation, valve train and timing drive excitation,
crankshaft motions and engine mount vibrations considering all engine operating conditions.

IC (Internal Combustion) engines have been around for more than a century now and do not seem to be
replaceable not by any means completely - in the foreseeable future. The four-stroke variety is more
commonly used as the source of motive power for applications such as automobiles. The performance of
such an engine in terms of power, emissions and cost has changed drastically, from the time it was
invented, though the basic governing thermodynamic cycle remains more or less the same. The fourstroke IC engine needs constant refinement as emission targets, which a vehicle must meet, become
increasingly challenging. In addition, there is an ever-increasing demand on efficiency for which the need
may be to step-up power-toweight ratio of an engine as much as possible. Automotive companies bear
huge cost in honing and updating IC engine technologies to meet some of the challenges mentioned. The
advancement in computational techniques has greatly contributed to these efforts by offering
opportunities for multiple design options to be evaluated virtually there by saving a great deal of
investments associated with building of multiple prototypes.
The current project describes a semi-integrated CAE (Computer-Aided Engineering)-Based approach for
the assessment of a reciprocating Internal Combustion (IC) engine design with single cylinder which is a
complex multi-scale, multi-physics system with high non-linearity between the interacting components.
The current practice in industry is to follow a piecemeal approach in which considerations of combustion,
structural vibration and acoustics, fluid dynamics, thermal management, etc. are attended separately in
the performance evaluation and optimization of an engine configuration representing key components
such as pistons, connecting rods, and crankshaft, cylinder head and cylinder liners. A major difficulty in
realizing a fully-integrated detailed.

This study was conducted on a single cylinder four stroke cycle engine. Rotation output of an engine is a
practical and applicable input to other devices since the linear displacement of an engine is not a smooth
output as the displacement is caused by the combustion of gas in the combustion chamber. A crankshaft

changes these sudden displacements to a smooth rotary output which is the input to many devices such
as generators, pumps, compressors, etc.

The stresses in the engine components are generated due to inertia and the forces from the combustion
of the fuel. These two load sources cause both bending and torsional load on the crankshaft, bending on
connecting rod, compressive load on piston, etc.

Dynamic simulation
Concerning structural design aspects, modern analysis techniques involve the adoption of multibody
simulation tools, which allow an accurate prediction of loads acting on the system components at
operational speed, thus improving the subsequent stress and fatigue life analysis. Several approaches
are described in literature dealing with multibody modelling of i.c. engine powertrains. Some papers deal
with the construction of fully coupled cranktrain models through the use of commercial multibody
dynamics codes, which provide a general modelling platform for mechanical systems, see e.g. [1]; the
system equations of motion are in this case automatically generated by the software kernel, and solved
by means of some standard integration scheme. As an alternative, some studies describe the
development of specialized modelling codes, see [2]; the system equations of motion are retrieved
analytically, converted to computational code and solved numerically. In this work the former approach
was followed, the model being developed by means of ADAMS multibody simulation software: this
package offers standard performance in terms of results accuracy versus simulation time, also allowing
for a painless integration with other simulation tools, e.g. Finite Element (FE) codes, and a straightforward
procedure in defining customized subroutines. These aspects play an important role in the perspective of
developing an integrated, multi-disciplinary i.c. engine simulation platform.
Engine vibrations of large amplitude are caused by inertial effects of the pistoncrankshaft mechanism
and gas forces, and are transmitted to the chassis of a vehicle in the form of periodically varying forces
through the engine mounts. Both the engine vibrations and mount forces may be minimized by designing
proper engine components and mounts, which requires a dynamic simulation of the engine. In this study,
a three degree of freedom dynamic model, enabling the simultaneous treatment of the pistoncrankshaft
mechanism and engine block, was devised for a two-cylinder four-stroke engine. Periodic and temporary
variations of crankshaft speed, the variation of torque and power with speed, torsional and translational
vibrations of the engine block, and the variation of mount forces with respect to the damping and stiffness
coefficients of the mounts were studied. The torsional and translational vibrations of the engine block
were found to be mainly affected by the combustion gas force and inertia force of the reciprocating
masses, respectively. A simple relation has been obtained to determine the position and mass of
counterweights used for eliminating the vertical vibration of the block.
Simulation procedure
The simulation procedure consists of three main steps: a pre-processing step, a simulation step and a
post-processing step. Fully coupled engine model is constructed with the help of ADAMS VI Engine,
commercial code provide a modeling plot from for IC engine system with build-in valve, belt, engine block,
etc.

In the first step, the geometry and the structural data of all engine components as well as all joint data are
prepared and entered in the model.
In the second step, the system of equations is solved in time domain. This system results from
assembling all body equations within one equation system. With an increasing number of bodies in a
model also the size of the resulting equation system describing this model rises. Since efficiency
arguments are of importance with respect to the application, the special structure of the equation system
is exploited when choosing appropriate numerical methods. The structure is related to the structure in the
model. It yields a block diagonal system matrix with some off-diagonal entries, where each block
corresponds to the equations for a particular body and the off-diagonal entries represent the couplings
between the bodies introduced by the contact models. The time integration for the complete equation
system is split and done separately for each body. The interaction between the different bodies is
considered via coupling forces and moments.
In the last step, result data of the time integration process can be extracted. Both detailed analyses of
specific effects and global trend studies through 3D animations of the structural components can be done.

Halit Karabulut, Dynamic model of a two-cylinder four-stroke internal combustion engine and vibration
treatment

http://www.eait.uq.edu.au/past-mech-theses#2014