TWO CYLINDER ENGINE

A Project Report

In the partial fulfillment for the award of the degree of

B.Tech

under

Academy of Skill Development

Submitted by

NISHANT RAJ

HALDIA INSTITUTE OF TECHNOLOGY

 Certificate from the Mentor

This is to certify that Nishant Raj has successfully completed the project titled
Two Cylinder Engine under my supervision during the period from December to
March which is in partial fulfillment of requirements for the award of the B.Tech
and submitted to Department Mechanical Engineering of Haldia Institute of
Technology.

____________________
Signature of the Mentor

Date:17-03-2022
 Acknowledgement

I take this opportunity to express my deep gratitude and sincerest thanks to my

project mentor, Bijoy Naskar for giving the most valuable suggestion, helpful
guidance and encouragement in the execution of this project work.

I would like to give a special mention to my colleagues. Last but not the least I
am grateful to all the faculty members of Academy of Skill Development for
their support.
 INDEX

PROJECT OBJECTIVE

ABOUT SOLIDWORKS

INTRODUCTION

ADVANTAGES OF TWO CYLINDER ENGINE

DISADVANTAGES OF TWO CYLINDER ENGINE

APPLICATIONS OF TWO CYLINDER ENGINE

DESCRIPTION OF COMPONENT PARTS

WORKING PRINCIPLE

DESIGN OF PARTS

ASSEMBLY

TWO-STROKE ENGINE CYCLE

CONCLUSION
 PROJECT OBJECTIVE

The objective of this project is to design a Two Cylinder Engine

by designing the component parts first, assembling them to create a
model of a working Two Cylinder Engine and then testing it in flow
simulation to see if it’s working properly and also to get the values of
the different parameters like velocity, temperature, pressure etc. to get
a clear idea about the working of a Two Cylinder Engine. This project
helps us to learn the internal mechanism of a Two Cylinder Engine and
also to design the parts for it to function properly. Through this we also
get a clear understanding about our knowledge in SolidWorks software
and which areas we need to work upon to gain more expertise in
handling this software.
In our training in SolidWorks we learn how to create basic 3D
drawings of solid models in the SolidWorks software .The SolidWorks
software is one of the most sophisticated computer applications that we
are likely to encounter. Therefore, learning to use it can be challenging.
But this training in SolidWorks provided me with everything to handle
these challenges and learn to use it without much difficulty.
Two Cylinder Engine are a common type of valve in life and
are mainly used for fluid regulation and control. According to the
working conditions, ball valves can be equipped with different driving
devices to form a variety of different control methods, such as electric
ball valves, pneumatic ball valves, hydraulic ball valves, and the like
making them an important part of fluid control systems.Hence I tried
to design a Ball Valve and simulate fluid flow in it using SolidWorks.
 ABOUT SOLIDWORKS

SolidWorks is a solid modeller, and utilizes a parametric feature-

based approach which was initially developed by PTC (Creo/Pro-
Engineer) to create models and assemblies. The software is written on
Parasolid-kernel.
Building a model in SolidWorks usually starts with a 2D sketch
(although 3D sketches are available for power users). The sketch
consists of geometry such as points, lines, arcs, conics (except the
hyperbola), and splines. Dimensions are added to the sketch to define
the size and location of the geometry. Relations are used to define
attributes such as tangency, parallelism, perpendicularity, and
concentricity. The parametric nature of SolidWorks means that the
dimensions and relations drive the geometry, not the other way around.
The dimensions in the sketch can be controlled independently, or by
relationships to other parameters inside or outside the sketch.
In an assembly, the analog to sketch relations are mates. Just as
sketch relations define conditions such as tangency, parallelism, and
concentricity with respect to sketch geometry, assembly mates define
equivalent relations with respect to the individual parts or components,
allowing the easy construction of assemblies. SolidWorks also includes
additional advanced mating features such as gear and cam follower
mates, which allow modelled gear assemblies to accurately reproduce
the rotational movement of an actual gear train.
Finally, drawings can be created either from parts or assemblies.
Views are automatically generated from the solid model, and notes,
dimensions and tolerances can then be easily added to the drawing as
needed. The drawing module includes most paper sizes and standards
(ANSI, ISO, DIN, GOST, JIS, BSI and SAC).
 INTRODUCTION

A heat engine is a machine, which converts heat energy into mechanical

energy. The combustion of fuel such as coal, petrol, diesel generates
heat. This heat is supplied to a working substance at high temperature.
By the expansion of this substance in suitable machines, heat energy is
converted into useful work. Heat engines can be further divided into
two types:
(i) External combustion and
(ii) Internal combustion.
In a steam engine the combustion of fuel takes place outside the engine
and the steam thus formed is used to run the engine. Thus, it is known
as external combustion engine. In the case of internal combustion
engine, the combustion of fuel takes place inside the engine cylinder
itself.

Spark Ignition (Carburettor Type) IC Engine

In this engine liquid fuel is atomised, vaporized and mixed with air in
correct proportion before being taken to the engine cylinder through the
intake manifolds. The ignition of the mixture is caused by an electric
spark and is known as spark ignition.

Compression Ignition (Diesel Type) IC Engine

In this only the liquid fuel is injected in the cylinder under high
pressure.

The terms “two-cycle” and “two-stroke” are often interchanged when

speaking about two-stroke engines. These engines derive their name
from the number of directional changes the pistons make during each
power stroke. Internal combustion engines are used to produce
mechanical power from the chemical energy contained in hydrocarbon
fuels. The power-producing part of the motor’s operating cycle starts
inside the motor’s cylinders with a compression process. Following this
compression, the burning of the fuel-air mixture then releases the fuel’s
chemical energy and produces high temperature, high-pressure
combustion products. These gases then expand within each cylinder
and transfer work to the piston. Thus, as the engine is operated
continuously, mechanical power is produced. Each upward or
downward movement of the piston is called a stroke. There are two
commonly used internal combustion engine cycles: the two-stroke
cycle and the four-stroke cycle. The video below gives a terrific
animated demonstration of how a two-stroke engine operates.

Fig: Cross-sectional view of Two Cylinder Engine

 ADVANTAGES OF TWO CYLINDER ENGINE
1) The two-stroke cycle engine gives one working stroke for each
revolution of the crankshaft. Hence theoretically the power developed
for the same engine speed and cylinder volume is twice that of the four-
stroke cycle engine, which gives only one working stroke for every two
revolutions of the crankshaft. However, in practice, because of poor
scavenging, only 50-60% extra power is developed.
2) Due to one working stroke for each revolution of the crankshaft, the
turning moment on the crankshaft is more uniform. Therefore, a two-
stroke engine requires a lighter flywheel.
3) The two-stroke engine is simpler in construction. The design of its
ports is much simpler and their maintenance easier than that of the
valve mechanism.
4) The power required to overcome frictional resistance of the suction
and exhaust strokes is saved, resulting in some economy of fuel.
5) Owing to the absence of the cam, camshaft, rockers, etc. of the valve
mechanism, the mechanical efficiency is higher.
6) The two-stroke engine gives fewer oscillations.
7) For the same power, a two-stroke engine is more compact and
requires less space than a four-stroke cycle engine. This makes it more
suitable for use in small machines and motorcycles.
8) A two-stroke engine is lighter in weight for the same power and
speed especially when the crankcase compression is used.
9) Due to its simpler design, it requires fewer spare parts.
10) A two-stroke cycle engine can be easily reversed if it is of the valve
less type.
 DISADVANTAGES OF TWO CYLINDER ENGINE
1. The scavenging being not very efficient in a two-stroke engine, the
dilution of the charges takes place which results in poor thermal
efficiency.
2. The two-stroke spark ignition engines do not have a separate
lubrication system and normally, lubricating oil is mixed with the fuel.
This is not as effective as the lubrication of a four-stroke engine.
Therefore, the parts of the two-stroke engine are subjected to greater
wear and tear.
3. In a spark ignition two-stroke engine, some of the fuel passes directly
to the exhaust. Hence, the fuel consumption per horsepower is
comparatively higher.
4. With heavy loads a two-stroke engine gets heated up due to the
excessive heat produced. At the same time the running of the engine is
riot very smooth at light loads.
5. It consumes more lubricating oil because of the greater amount of
heat generated.
6. Since the ports remain open during the upward stroke, the actual
compression starts only after both the inlet and exhaust ports have been
closed. Hence, the compression ratio of this engine is lower than that
of a four-stroke engine of the same dimensions. As the efficiency of an
engine is directly proportional to its compression ratio, the efficiency
of a two-stroke cycle engine is lower than that of a four-stroke cycle
engine of the same size.
 APPLICATIONS OF TWO CYLINDER ENGINE

Two Cylinder Engines are very useful in applications such as

chainsaws, weed eaters, outboards, lawn mowers and motorcycles, to
name just a few. Two-stroke engines are also easier to start in cold
temperatures. Part of this may be due to their design and the lack of an
oil sump. This is a reason why these engines are also commonly used
in snowmobiles and snow blowers.
Two-stroke engines are preferred when mechanical simplicity,
lightweight, and high power-to-weight ratio are design priorities.
They are lubricated by the traditional method of mixing oil into the fuel,
they can be worked within any orientation as they do not have a
reservoir dependent on gravity. This makes them desirable for their use
in handheld tools such as chainsaws.
Two-stroke engines are found in small scales propulsion applications
such as motorcycles, Mopeds, and dirt bikes.
 DESCRIPTION OF COMPONENT PARTS
The major components of a Two Cylinder Engine include:

CYLINDER:
The cylinder of an IC engine constitutes the basic and supporting
portion of the engine power unit. Its major function is to provide space
in which the piston can operate to draw in the fuel mixture or air
(depending upon spark ignition or compression ignition), compress it,
allow it to expand and thus generate power. The cylinder is usually
made of high-grade cast iron. In some cases, to give greater strength
and wear resistance with less weight, chromium, nickel and
molybdenum are added to the cast iron.

PISTON:
The piston of an engine is the first part to begin movement and to
transmit power to the crankshaft as a result of the pressure and energy
generated by the combustion of the fuel. The piston is closed at one end
and open on the other end to permit direct attachment of the connecting
rod and its free action.
The materials used for pistons are grey cast iron, cast steel and
aluminium alloy. However, the modern trend is to use only aluminium
alloy pistons in the tractor engine.

PISTON RINGS:
These are made of cast iron on account of their ability to retain bearing
qualities and elasticity indefinitely. The primary function of the piston
rings is to retain compression and at the same time reduce the cylinder
wall and piston wall contact area to a minimum, thus reducing friction
losses and excessive wear. The other important functions of piston
rings are the control of the lubricating oil, cylinder lubrication, and
transmission of heat away from the piston and from the cylinder walls.
Piston rings are classed as compression rings and oil rings depending
on their function and location on the piston. Compression rings are
usually plain one-piece rings and are always placed in the grooves
nearest the piston head. Oil rings are grooved or slotted and are located
either in the lowest groove above the piston pin or in a groove near the
piston skirt. Their function is to control the distribution of the
lubricating oil to the cylinder and piston surface in order to prevent
unnecessary or excessive oil consumption ion.

PISTON PIN:
The connecting rod is connected to the piston through the piston pin. It
is made of case hardened alloy steel with precision finish. There are
three different methods to connect the piston to the connecting rod.

CONNECTING ROD:
This is the connection between the piston and crankshaft. The end
connecting the piston is known as small end and the other end is known
as big end. The big end has two halves of a bearing bolted together. The
connecting rod is made of drop forged steel and the section is of the I-
beam type.

CRANKSHAFT:
This is connected to the piston through the connecting rod and converts
the linear motion of the piston into the rotational motion of the
flywheel. The journals of the crankshaft are supported on main
bearings, housed in the crankcase. Counter-weights and the flywheel
bolted to the crankshaft help in the smooth running of the engine.

ENGINE BEARINGS:
The crankshaft and camshaft are supported on anti-friction bearings.
These bearings must be capable of with standing high speed, heavy load
and high temperatures. Normally, cadmium, silver or copper lead is
coated on a steel back to give the above characteristics. For single
cylinder vertical/horizontal engines, the present trend is to use ball
bearings in place of main bearings of the thin shell type.

VALVES:
To allow the air to enter into the cylinder or the exhaust, gases to escape
from the cylinder, valves are provided, known as inlet and exhaust
valves respectively. The valves are mounted either on the cylinder head
or on the cylinder block.

CAMSHAFT:
The valves are operated by the action of the camshaft, which has
separate cams for the inlet, and exhaust valves. The cam lifts the valve
against the pressure of the spring and as soon as it changes position the
spring closes the valve. The cam gets drive through either the gear or
sprocket and chain system from the crankshaft. It rotates at half the
speed of the camshaft.

FLYWHEEL
This is usually made of cast iron and its primary function is to maintain
uniform engine speed by carrying the crankshaft through the intervals
when it is not receiving power from a piston. The size of the flywheel
varies with the number of cylinders and the type and size of the engine.
It also helps in balancing rotating masses.

WORKING PRINCIPLE
TWO-STROKE CYCLE DIESEL ENGINE:
The cycle of the four-stroke of the piston (the suction, compression,
power and exhaust strokes) is completed only in two strokes in the case
of a two-stroke engine. The air is drawn into the crankcase due to the
suction created by the upward stroke of the piston. On the down stroke
of the piston it is compressed in the crankcase, The compression
pressure is usually very low, being just sufficient to enable the air to
flow into the cylinder through the transfer port when the piston reaches
near the bottom of its down stroke. The air thus flows into the cylinder,
where the piston compresses it as it ascends, till the piston is nearly at
the top of its stroke. The compression pressure is increased sufficiently
high to raise the temperature of the air above the self-ignition point of
the fuel used. The fuel is injected into the cylinder head just before the
completion of the compression stroke and only for a short period. The
burnt gases expand during the next downward stroke of the piston.
These gases escape into the exhaust pipe to the atmosphere through the
piston uncovering the exhaust port.

Modern Two-Stroke Cycle Diesel Engine

The crankcase method of air compression is unsatisfactory, as the
exhaust gases do not escape the cylinder during port opening. Also
there is a loss of air through the exhaust ports during the cylinder
charging process. To overcome these disadvantages blowers are used
to pre-compress the air. This pre-compressed air enters the cylinder
through the port. An exhaust valve is also provided which opens
mechanically just before the opening of the inlet ports.

TWO-STROKE CYCLE PETROL ENGINE

The two-cycle carburettor type engine makes use of an airtight
crankcase for partially compressing the air-fuel mixture (Fig. 6). As the
piston travels down, the mixture previously drawn into the crankcase is
partially compressed. As the piston nears the bottom of the stroke, it
uncovers the exhaust and intake ports. The exhaust flows out, reducing
the pressure in the cylinder. When the pressure in the combustion
chamber is lower than the pressure in the crankcase through the port
openings to the combustion chamber, the incoming mixture is deflected
upward by a baffle on the piston. As the piston moves up, it compresses
the mixture above and draws into the crankcase below a new air-fuel
mixture.
 DESIGN OF PARTS

With the help of Drafting tool of SolidWorks, we get the different

views and measurements of the parts or assembly, designed in
SolidWorks on a 2D sheet. This is done so that the technicians handling
the manufacturing process of the parts clearly understand the
specifications of the parts and how they need to build them.

The screenshots of the different views of the component parts of the

Ball Valve are given below:

1. ENGINE BLOCK :-

Fig: Engine Block

Fig: Front View of Engine Block

Fig: Side View of Engine Block

 Fig: Top View of Engine Block

Fig: Different Isometric Views of Engine Block

2. PISTON :-

Fig: Piston

Fig: Front View of Piston

Fig: Side View of Piston

Fig: Top View of Piston

 Fig: Different Isometric Views of Piston

3. PIN :-

Fig: Pin
Fig: Front View of Pin

Fig: Side View of Ball

 Fig: Top View of Ball

Fig: Different Isometric Views of Pin

4. CONNECTING ROD :-

Fig: Connecting Rod

Fig: Front View of Connecting Rod

Fig: Side View of Connecting Rod

Fig: Top View of Connecting Rod

 Fig: Different Isometric Views of Connecting Rod

5. PUSHROD :-

Fig: Pushrod
Fig: Front View of Pushrod

Fig: Side View of Pushrod

 Fig: Top View of Pushrod

Fig: Different Isometric Views of Pushrod

6. CRANKSHAFT :-

Fig: Crankshaft

Fig: Front Views of Crankshaft

Fig: Side Views of Crankshaft

Fig: Top Views of Crankshaft

 Fig: Different Isometric Views of Crankshaft

7. ROCKER ARM :-

Fig: Rocker Arm

Fig: Front Views of Rocker Arm

Fig: Side Views of Rocker Arm

 Fig: Top Views of Rocker Arm

Fig: Different Isometric Views of Rocker Arm

8. CRANKSHAFT SPROCKET :-

Fig: Crankshaft Sprocket

Fig: Front Views of Crankshaft Sprocket

Fig: Side Views of Crankshaft Sprocket

Fig: Top Views of Crankshaft Sprocket

 Fig: Different Isometric Views of Crankshaft Sprocket

9. CAMSHAFT WITH SPROCKET:-

Fig: Camshaft with Sprocket

Fig: Front Views of Camshaft with Sprocket

Fig: Side Views of Camshaft with Sprocket

 Fig: Top Views of Camshaft with Sprocket

Fig: Different Isometric Views of Camshaft with Sprocket

10. ARBOR:-

Fig: Arbor

Fig: Front Views of Arbor

Fig: Side Views of Arbor

Fig: Top Views of Arbor

 Fig: Different Isometric Views of Arbor

11. VALVE:-

Fig: Valve
Fig: Front Views of Arbor

Fig: Side Views of Valve

 Fig: Top Views of Valve

Fig: Different Isometric Views of Valve

 ASSEMBLY
The designed parts are now assembled together by mate relations to form the
Two Cylinder Engine. The different views of the assembly are given below:-

Fig: Closed view of Fig: Exploded view of Two Cylinder Engine

Fig: Cross-sectional view of Two Cylinder Engine

Fig: Front view of Two Cylinder Engine

Fig: Back view of Two Cylinder Engine

Fig: Left side view of Two Cylinder Engine

Fig: Right view of Two Cylinder Engine

 TWO-STROKE ENGINE CYCLE

DOWN STROKE:
The piston moves from TDC (Top-Dead-Center) to BDC (Bottom-
Dead-Center) letting the fresh air enter into the combustion chamber.
The fresh air-fuel mixture gets into the combustion chamber through
the crankcase. In this stroke, the crankshaft makes the rotation of 1800.

UP STROKE:
The piston is pushed from BDC to TDC. As a result, the fuel-air
mixture gets compressed and the spark plug ignites the mixture. The
mixture expands and the piston is pushed down. The inlet port is open
during the upstroke. While the inlet port is opened, the mixture gets
sucked inside the crankcase. When the mixture is pushed up into the
combustion chamber during the previous upstroke, a partial vacuum is
created as no mixture is left behind in the crankcase. This mixture is
ready to go into the combustion chamber during downstroke but
remains in the crankcase until the piston goes up till TDC. In this
stroke, the crankshaft makes the rotation of 1800.
From the 2nd downstroke onwards the exhaust gases get expelled out
from one side while a fresh mixture enters into the combustion chamber
simultaneously due to partial vacuum created in the combustion
chamber after removal of exhaust gases. This is the beauty of the
engine. Both things happen at the same time which makes it a 2-stroke
engine.
The exhaust gases are expelled from the 2nd downstroke onwards from
one side while simultaneously a fresh mixture of air and fuel is injected
into the combustion chamber due to the partial vacuum created in the
combustion chamber after the removal of exhaust gases.
 CONCLUSION

Because Two Cylinder Engines can effectively double the number of

power strokes per unit time when compared to Four Cylinder Engines,
power output is increased. However, it does not increase by a factor of
two. The outputs of Two Cylinder Engines range from only 20 to 60
percent above those of equivalent-size four-stroke units. This lower-
than-expected increase is a result of the poorer-than-ideal charging
efficiency, or in other words, incomplete filling of the cylinder volume
with fresh fuel and air. There is also a major disadvantage in this power
transfer scenario: the higher frequency of combustion heat transfer
rates from the hot, burned gases to the motor’s combustion chamber
walls. Higher temperatures and higher thermal stresses in the cylinder
head (especially on the piston crown) result. Traditional Two Cylinder
Engines are also not highly efficient because a scavenging effect allows
up to 30 percent of the unburned fuel/oil mixture into the exhaust. In
addition, a portion of the exhaust gas remains in the combustion
chamber during the cycle. These inefficiencies contribute to power loss
when compared to Four Cylinder Engines and explain why Two
Cylinder Engines achieve only 20 to 60 percent more power.