(Parte 1 de 5)

“Design a Radial Engine”

Project and Engineering Department

Student: Maxim Tsankov Vasilev Tutors: Dr. Pedro Villanueva Roldan Dk.

I. Radial Engine5
I. History of the Radial Engine7
I. Radial engines nowadays15
I. Kinematical and Dynamical Calculations18
1. Ratio18
2. Angular velocity18
3. Current Piston Stroke18
4. Area of the piston head:21
5. Different forces acting on the master-rod:21
I. Strength calculations of some of the major parts of the engine29
1. Cylinders29
2. Piston31
3. Piston Bolt39
4. Piston Rings47
5. Master rod50
6. Auxiliary Rod52
7. Crank-Shaft54
- Crank Cheeks54
- Main Journal56
- Crank Shaft (rear)57
- Crank Shaft (front)59
8. Cylinder Head60
9. Bearings62
- Rear Bearing62
- Front Bearing63
10. Gear Box64
1. Gear drives mechanism:65

Contents - Calculation of the Gear Drive Mechanism................................................................................. 67

12. Valves69
13. Cam Mechanism70
- Pushing Rod70
- Arm of the Cam mechanism71
- Sockets72
 Socket connecting the Pushing rod and the Arm72
 Socket connecting the Arm with the Valve73
14. Crank Case75
15. Front Cover7
16. Propeller78
17. Materials used in the parts of the Radial Engine79
18. Parts specifications table82
I. Conclusion83

4 Chapter 1

I. Radial Engine

The Radial Engine is a reciprocating type internal combustion engine configuration in which the cylinders point outward from a central crankshaft like the spokes on a wheel.

This type of engine was commonly used in most of the aircrafts before they started using turbine engines.

In a Radial Engine, the pistons are connected to the crankshaft with a master-and-articulating-rod assembly. One of the pistons has a master rod with a direct attachment to the crankshaft. The remaining pistons pin their connecting rods attachments to rings around the edge of the master rod. Four-stroke radials always have an odd number of cylinders per row, so that a consistent every-other-piston firing order can be maintained, providing smooth operation. This is achieved by the engine taking two revolutions of the crankshaft to complete the four strokes. Which means the firing order for a 9-cylinder radial engine is 1,3,5,7,9,2,4,6,8 and then again back to cylinder number 1.This means that there is always a two-piston gap between the piston on its power stroke and the next piston on fire(the piston on compression). If an even number of cylinders was used the firing order would be something similar to 1,3,5,7,9,2,4,6,8,10 which leaves a three-piston gap between firing pistons on the first crank shaft revolution, and only onepiston gap on the second crankshaft revolution. This leads to an uneven firing order within the engine, and is not ideal.

The Four-stroke consequence of every engine is:

a) Intake b) Compression c) Power d) Exhaust

Most radial engines use overhead poppet valves driven by pushrods and lifters on a cam plate which is concentric with the crankshaft, with a few smaller radials. A few engines utilize sleeve valves instead.

I. History of the Radial Engine

The very first design of internal combustion aero engine made was that of Charles Manly, who built a five-cylinder radial engine in 1901 for use with Langleys ‘aerodrome’ , as the latter inventor decided to call what has since become known as the aero-plane. Manly made a number of experiments, and finally decided on radial design, in which the cylinders are so rayed round a central crank-pin that the pistons act successively upon it. By this arrangement a very short and compact engine is obtained, with a minimum of weight, and a regular crankshaft rotation and perfect balance of inertia forces. When Manly designed his radial engine, high speed internal combustion engines were in their infancy, and the difficulties in construction can be partly realized when the lack of manufacturing methods for this high-class engine work, and the lack of experimental data on the various materials, are taken into account. During its tests, Manlys engine developed 52.4 brake horsepower at a speed of 950 revolutions per minute, with the remarkably low weight of only 1.09 kg per horsepower, this latter was increased to 1.64 kg when the engine was completed by the addition of ignition system, radiator, petrol tank, and all accessories, together with the cooling water for the cylinders. In Manlys engine, the cylinders were of steel, machined outside and inside to 1.625 of a m thickness. On the side of the cylinder, at the top end, the valve chamber was brazed, being machined from a solid forging. The casing which formed the water-jacket was of sheet steel, 0.52 of a m in thickness, and this also was brazed on the cylinder and to the valve chamber. Automatic inlet valves were fitted, and the exhaust valves were operated by a cam which had two points, 180 degrees apart. The cam was rotated in the opposite direction to the engine at one -quarter engine speed. Ignition was obtained by using a one-spark coil and vibrator for all cylinders, with a distributor to select the right cylinder for each spark – this was before the days of the high-tension magneto and the almost perfect ignition systems that makers now employ. The scheme of ignition for this engine was originated by Manly himself, and he also designed the sparking plugs fitted in the tops of the cylinders. Through fear of trouble resulting if the steel pistons worked on the steel cylinders, cast iron liners were introduced in the latter 1.625of a m thick. The connecting rods of this engine were of virtually the same type as is employed on nearly all modern radial engines. The rod for one cylinder had a bearing along the whole of the crank pin, and its end enclosed the pin. The other four rods had bearings upon the end of the firs rod, and did not touch the crank pin. The bearings of these rods did not receive any of the rubbing effect due to the rotation of the crank pin, the rubbing on them being only that of the small angular displacement of the rods during each revolution, thus there was no difficulty experienced with the lubrication. Another early example of the radial type of engine was French Anzani, of which type one was fitted to the machine with which Bleriot first crossed the English Channel—this was of 25 horsepowers. The earliest Anzani engines were of three-cylinder fan type, one cylinder being vertical, and the other two placed at an angle of 72 degrees on each side, as the possibility of over lubrication of the bottom cylinders was feared if a regular radial construction were adopted. In order to overcome the unequal balance of this type, balance weights were fitted inside the crankcase. The final development of this three-cylinder radial was the ‘Y’ type of engine in which the cylinders were regularly disposed at 120 degrees apart, the bore was 4.1, stroke 4.7 inches and the power developed was 30 brake horse-powers at 1300 revolutions per minute. Critchleys list of aero engines being constructed in 1910 shows twelve of the radial type, with powers of between 14 and 100 horse-power and with from three to ten cylinder—this last is probably the greatest number of cylinders that can be successfully arranged in circular form. Of the twelve types of 1910, only two were water-cooled, and it is to be noted that these two ran at the slowest speeds and had the lowest weight per horse- power of any. The Anzani radial was considerably developed special attention being paid to this type by its makers and by 1914 the Anzani list comprised seven different sizes of air-cooled radials. Of these the largest had twenty cylinders, developing 200 brake horsepowers—it was virtually a double radial—and the smallest was the original 30 horse-power three-cylinder design. A six-cylinder model was formed by a combination of two groups of three cylinders each, acting upon a double-throw crankshaft; the two crankpins were set at 180 degrees to each other, and the cylinder groups were staggered by an amount equal to the distance between the centers of the crank pins. Ten-cylinder radial engines are made with two groups of five cylinders acting upon two crank pins set at 180 degrees to each other, the largest Anzani ‘ten’ developed 125 horse-power at 1200 revolutions per minute, the ten cylinders being each 114.3 m in bore with stroke of 149.86 m, and the weight of the engine being (1.678 kg) per horse-power. In the 200 horse-power Anzani radial the cylinders are arranged in four groups of five each, acting on two crank pins. The bore of the cylinders in this engine is the same as in the three-cylinder, but the stroke is increased to 139.7 m. The rated power is developed at 1300 revolutions per minute, and the engine complete weights 1.5422 kg per horse-power. With this 200 horse-powers Anzani, a petrol consumption of as low as 0.2 kg of fuel per brake horse-power per hour has been obtained, but the consumption of lubricating oil is compensatingly high, being up to one-fifth of the fuel used. The cylinders are set desaxe with the crank shaft, and are of castiron, provided with radiating ribs for air-cooling; they are attached to the crank case by long bolts passing through bosses at the top of the cylinders, and connected to other bolts at right angles through the crank case. The tops of the cylinders are formed flat, and seats for the inlet and exhaust valves are formed on them. The pistons are cast-iron, fitted with ordinary cast-iron spring rings. An aluminum crank case is used, being made in two halves connected together by bolts, which latter also attach the engine to the frame of the machine. The crankshaft is of nickel steel, made hollow, and mounted on bellbearings in such a manner that practically a combination of ball and plain bearings is obtained; the central web of the shaft is bent to bring the centers of the crank pins as close together as possible, leaving only room for the connecting rods, and the pins are 180 degrees apart. Nickel steel valves of the coneseated, poppet type are fitted, the inlet valves being automatic, and those for the exhaust cam-operated by means of pushing rods. With an engine having such a number of cylinders a very uniform rotation of the crankshaft is obtained, and in actual running there are always five of the cylinders giving impulses to the crankshaft at the same time. An interesting type of pioneer radial engine was the Farcot, in which the cylinders were arranged in a horizontal plane, with a vertical crankshaft which operated the air-screw through bevel gearing. This was an eight-cylinder engine, developing 64 horsepowers at 1200 revolutions per minute. The R.E.P. type, in the early days, was a ‘fan’ engine, but the designer, M. Robert Pelterie, turned from this design to a seven-cylinder radial engine, which at 10 revolutions per minute gave 95 horsepowers. Several makers entered into radial engine development in the years immediately preceding the War, and in 1914 there were some twenty-two different sizes and types, ranging from 30 to 600 horse-powers, being made, according to report; the actual construction of the latter size at this time, however is doubtful. Probably the best example of radial construction up to the outbreak of War was the Salmson (Canton-Unne) water-cooled, of which in 1914 six sizes were listed as available. Of these the smallest was a seven-cylinder 90 horse-power engine and the largest, rated at 600 horse- power, had eighteen cylinders. These engines, during the War, were made under license by the Dudbrige Ironworks in Great Britain. The patent planetary gear gives exactly the same stroke to all pistons. The complete 200 horse power engine has fourteen cylinders, of forged steel machined all over, and so secured to the crank case that anyone can be removed without parting the crank case. The water-jackets are of spun copper brazed on to the cylinder, and corrugated so as to admit of free expansion; the water is circulated by means of a centrifugal pump. The pistons are of cast-iron, each fitted with three rings, and the connecting rods are connected to a central collar, carried on the crank pin by two ball-bearings. The crankshaft has a single throw, and is made in two parts to allow the cage for carrying the big end-pins of the connecting rods to be placed in position. The casting is in two parts, on one of which the brackets for fixing the engine are carried, while the other part carries the valve-gear. Bolts secure the two parts together. The mechanically operated steel valves on the cylinders are each fitted with double springs and the valves are operated by rods and levers. Two Zenith carburetors are fitted on the rare half of the crank case and short induction pipes are led to each cylinder; each of the carburetors is heated by the exhaust gases. Ignition is by two high tension magnetos, and a compressed air self-starting arrangement is provided. Two oil pumps are fitted for lubricating purposes, one of which forces oil to the crankshaft and connecting-rod bearings while the second forces oil to the valve gear, the cylinders being so arranged that the oil which flows along the walls cannot flood the lower cylinders. The engine operates upon a six-stroke cycle, a rather rare arrangement for internal combustion engines of the electrical ignition type; this is done in order to obtain equal angular intervals for the working impulses imparted to the rotating crankshaft as the cylinders are arranged in groups of seven, and all act upon the one crankshaft. The angle, therefore between the impulses is 7 1/7 degrees. A diagram is inset giving a side view of the engine in order to show the grouping of the cylinders.

The 600 horse-power Salmson engine was designed with a view to fitting to airships, and was in reality two nine-cylindered engines, with a gear-box connecting them; double air screws were fitted, and these were so arranged that either or both of them might be driven by either or both engines; in addition to this, the two engines were complete and separate engines as regards carburetion and ignition, so that they could be run independently of each other. The cylinders were exceptionally ‘long stroke’, being 149.86 m bore to 210.05 m stroke, and the rated power was developed at 1200 revolutions per minute, the weight of the complete engine being only 1.859 kg per horse-power at the normal rating. A type of engine specially devised for airship propulsion is that in which the cylinders are arranged horizontally instead of vertically, the main advantages of this form being the reduction of head resistance and less obstruction to view of the pilot. A casing, mounted on the top of the engine, supports the airscrew, which is driven through bevel gearing from the upper end of the crankshaft. With this type of engine a better rate of air-screw efficiency is obtained by gearing the screw down to half the rate of revolution of the engine, this giving a more even torque. The petrol consumption of the type is very low, being only 0.2177 kg per horse-power per hour, and equal economy is claimed as regards lubricating oil, a consumption of as little as 0.018 kg per horse-power per hour being claimed. Certain American radial engines were made previous to 1914, the principle being the Albatross six-cylinder engines of 50 and 100 horse-powers. Of these the smaller size was air cooled. With cylinders of 114.3 m bore and 13 m stroke, developing the rated power at 1230 revolutions per minute, with a weight of about 2.267 kg per horse-power. The 100 horse-power size had cylinders of 139.7 m bore, developing its rated power at 1230 revolutions per minute, and weighing only 1.247kg per horse power. This engine was markedly similar to the 6-cylinder Anzani, having all the valves mechanically operated, and with auxiliary exhaust ports at the bottoms of the cylinders, overrun by long pistons. These Albatross engines had their cylinders arranged in two groups of three, with each group of three pistons operating on one of two crank pins, each 180 degrees apart. The radial type of engine, thanks to Charles Manly, had the honor of being the first in the field as regards aero work. Its many advantages, among which may be specially noted the very short crankshaft as compared with vertical, Vee, or ‘broad arrow’ type of engine, and consequent greater rigidity, ensure it consideration by designers of to-day, and render it certain that the type will endure. Enthusiasts claim that the ‘broad arrow’ type, or Vee with a third row of cylinders inset between the original two, is just as much a development from the radial engine as from the vertical and resulting Vee; however this may be, there is a place for the radial type in air-work for as long as the internal combustion engine remains as a power plant.

I. Radial engines nowadays

At least five companies build radials today. Vedeneyev engines produces the M-14P model, 360 Hp (270kW)(up to 450 Hp (340kW) radial used on Yakovlevs and Sukhoi, Su-26 and Su-29 aerobic aircraft. The M-14P has also found great favor among builders of experimental aircrafts, such as the Culps Special and Culps Sopwith Pup, Pitts S12 “Monster” and the Murphy “Moose”. Engines with 110 Hp (82kW) 7-cylinders and 150 Hp (110 kW) 9- cylinders are available from Australia’s Rotec Engineering. HCI Aviation offers the R180 5-cylinders (75 Hp (56kW)) and R220 7- cylinders (110 Hp (82kW)), available “ready to fly” and as a “build it yourself” kit. Verner Motor from the Czech Republic now builds several radial engines. Models range in power form 71 Hp (53 kW) to 172 Hp (128 kW). Miniature radial engines for model airplane use are also available from Seidel in Germany, OS and Saito Seisakusho of Japan, and Technopower in the USA. The Saito firm is known for making 3 different sizes of 3-cylinder engines, as well as a 5-cylinder example, as the Saito firm is the specialist in making a large line of miniature four-stroke engines for model use in both methanol-burning glow plug and gasoline-fueled spark plug ignition engine formats.

16 Chapter 2

Radial Engine Characteristics

Rpm =6000

Piston diameter Dp= 70 m. Master-rod length Lmr=120 m.

Crank Length Rcr=30mm.

I. Kinematical and Dynamical Calculations 1. Ratio

Between the crank of the crankshaft and the master-rod length:

2. Angular velocity

Specifies the angular velocity of the object and the axes about which the object is rotating.

3. Current Piston Stroke

Reciprocating motion, used in reciprocating engines and other mechanisms is back-and-forth motion. Each cycle of reciprocation consists of two opposite motions, there is a motion in one direction and then a motion back in the opposite direction. Each of them is called a stroke.

In the table below I will show you the behavior of the master rod.

Table N.1

Graph N.1

The following tables show the behavior of the linear velocity of the master-rod and its acceleration.

Graph N.2

Graph N.3

Vp m/s Vp m/s

Jp m/s2 Jp m/s2

4. Area of the piston head:

p DF

5. Different forces acting on the master-rod:

- Gas Forces, Pg, N - Analytical calculation of the gas forces as a function of the angle of rotation of the crankshaft

Is done according to the next formula:

nhc g b opp p

S P p p F

() nhc cx

Sh- Working stroke;

Sc- The stroke according to the height of the combustion chamber

Popp.=0,1MPa- The pressure acting on the opposite side of the piston. It is equal to this in 4-stroke engines.

Pb.- That is the pressure in the beginning

n-indicator that is changing in the following borders:

- Inertia Forces:

(Parte 1 de 5)