FINAL PROJECT

“Design a Radial Engine”

Project and Engineering Department

Student: Maxim Tsankov Vasilev

Tutors: Dr. Pedro Villanueva Roldan Dk.

Pamplona, 27.07.2011

1
Contents
I. Radial Engine........................................................................................................................... 5
II. History of the Radial Engine ..........................................................................................7
III. Radial engines nowadays ........................................................................................15
I. Kinematical and Dynamical Calculations ...................................................................18
1. Ratio .............................................................................................................................18
2. Angular velocity...........................................................................................................18
3. Current Piston Stroke ..................................................................................................18
4. Area of the piston head................................................................................................21
5. Different forces acting on the master-rod ...................................................................21
II. Strength calculations of some of the major parts of the engine ..................................29
1. Cylinders ......................................................................................................................29
2. Piston ...........................................................................................................................31
3. Piston Bolt ...................................................................................................................39
4. Piston Rings .......................................................................................................................... 47
5. Master rod ....................................................................................................................50
6. Auxiliary Rod ...............................................................................................................52
7. Crank-Shaft ..................................................................................................................54
- Crank Cheeks ............................................................................................................54
- Main Journal ..............................................................................................................56
- Crank Shaft (rear) ......................................................................................................57
- Crank Shaft (front) ......................................................................................................59
8. Cylinder Head ..............................................................................................................60
9. Bearings ..........................................................................................................................62
- Rear Bearing ..............................................................................................................62
- Front Bearing .............................................................................................................63
10. Gear Box ...................................................................................................................64
11. Gear drives mechanism: ..........................................................................................65
- Calculation of the Gear Drive Mechanism ...................................................................67

2
12. Valves .......................................................................................................................69
13. Cam Mechanism.......................................................................................................70
- Pushing Rod ..............................................................................................................70
- Arm of the Cam mechanism .......................................................................................71
- Sockets ......................................................................................................................72
 Socket connecting the Pushing rod and the Arm ......................................................72
 Socket connecting the Arm with the Valve ...............................................................73
14. Crank Case ......................................................................................................................... 75
15. Front Cover ..............................................................................................................77
16. Propeller ...................................................................................................................78
17. Materials used in the parts of the Radial Engine .....................................................79
18. Parts specifications` table .......................................................................................82
III. Conclusion ......................................................................................................................... 83
IV. References ...............................................................................................................86

3
Chapter 1

4
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 one-
piston gap on the second crankshaft revolution. This leads to an
uneven firing order within the engine, and is not ideal.

5
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.

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II. 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 Langley`s ‘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, Manly`s 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 Manly`s engine, the cylinders were of steel, machined
outside and inside to 1.625 of a mm 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 mm in thickness,
and this also was brazed on the cylinder and to the valve
chamber. Automatic inlet valves were fitted, and the exhaust

7
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 mm 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 horse-
powers. 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

8
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.
Critchley`s 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 horse-
powers—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 mm

9
in bore with stroke of 149.86 mm, 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 mm. 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 0.222 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 cast-
iron, 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 bell-
bearings 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 cone-
seated, poppet type are fitted, the inlet valves being automatic,
and those for the exhaust cam-operated by means of pushing

10
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 horse-
powers 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 1100 revolutions per minute gave 95 horse-
powers. 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

11
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 77 1/7
degrees. A diagram is inset giving a side view of the engine in
order to show the grouping of the cylinders.

12
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 mm bore to 210.05 mm 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 air-
screw, 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 mm bore and 13 mm stroke, developing
the rated power at 1230 revolutions per minute, with a weight

13
of about 2.267 kg per horse-power. The 100 horse-power size
had cylinders of 139.7 mm 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.

14
III. 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 Culp`s 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.

15
Chapter 2

16
 Radial Engine Characteristics

Rpm =6000
Piston diameter Dp= 70 mm.
Master-rod length Lmr=120 mm.
Crank Length Rcr=30mm.

17
 I. Kinematical and Dynamical Calculations
1. Ratio

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

Rcr  0, 03  0, 25
 
Lmr 0,12
2. Angular velocity

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

 .n 3,14.6000  628,32s1
 
30 30
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.

  
S  R. 1 cos   1 cos 2  
h  4 
In the table below I will show you the behavior of the master
rod.

18
φ R R Lcr λ ω Vp Jp Sp

deg mm m m m s-1 m/s m/s2 m

0 30 0,03 0,12 0,25 628,3185307 0 14804,4066 0

90 30 0,03 0,12 0,25 628,3185307 18,84955592 2960,88132 0,03375

170 30 0,03 0,12 0,25 628,3185307 2,467325058 8881,277192 0,059657309

180 30 0,03 0,12 0,25 628,3185307 1,73201E-15 8882,643961 0,06

190 30 0,03 0,12 0,25 628,3185307 2,467325058 8881,277192 0,059657309

270 30 0,03 0,12 0,25 628,3185307 18,84955592 2960,88132 0,03375

360 30 0,03 0,12 0,25 628,3185307 5,77338E-15 14804,4066 0

450 30 0,03 0,12 0,25 628,3185307 18,84955592 2960,88132 0,03375

540 30 0,03 0,12 0,25 628,3185307 5,19604E-15 8882,643961 0,06

630 30 0,03 0,12 0,25 628,3185307 18,84955592 2960,88132 0,03375

720 30 0,03 0,12 0,25 628,3185307 1,15468E-14 14804,4066 0

Table N.1

Sh
0,07

0,06

0,05

0,04

0,03

0,02

0,01

0
0 100 200 300 400 500 600 700 800

19
 Graph N.1

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

Vp m/s
20

15

10
Vp m/s
5

0
0 200 400 600 800
-5

Graph N.2

Jp m/s2
16000
14000
12000
10000
8000
Jp m/s2
6000
4000
2000
0
0 200 400 600 800

Graph N.3

20
 4. Area of the piston head:
 D2 3,14.(70.103 )2
Fp    3846,5.106
4 4
So: Fp=0,003846m2

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:

  Sc 
P  p Sh )  p n
.F
( opp. 
 b p
 Sc  Sx
g

Sh  Sc
B( )n
Sc  Sx

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

  0 1800 pb.  pa  0,13MPa

  180  3600  pb.  pa  0,13MPa

  360  5400  p b.  pj  0,611MPa

21
   540  7200  pb.  pr  0,126MPa

n- indicator that is changing in the following borders:

  0  1800  n  0;

  180  3600  n  n1  1,375

  360  5400  n  n2  1,25

  540  7200  n  0
- Inertia Forces:
 Inertia Forces of the objects with linear motions:
2  cos(   ) cos2   6
Pj  mj . .R.  cos   . .10 , MN
 cos2
 

 Inertia Forces of the objects with radial motions:
P  106.m .2.R  const, MN
R R

*The masses mj and mR we define as follow:

m j  mp.gr  mmr.gr
m  m  m'
R cr. mr.gr

22
 Where:

mcr. - is the mass of the crank.

m 'mr.gr - Is the mass of the part of the master- rod that is brought
to the axis of the crank.

mp.gr. - is the mass of the piston group.

mmr.gr - is the mass of the part of the master-rod that is brought to

the axis of the piston bolt.

- Other Forces and Moments acting on the Crankshaft

mechanism- resulting of the forces of the gas, the
inertia forces and the centrifugal forces the crankshaft
mechanism is loaded with forces that could be
calculated analytically

N  P.tan  - outside forces, MN

1 
S  P.
cos  - the force acting on the axis of the master-rod
sin(   ) - tangential force
T  P.
cos 


cos(   ) - normal force

Z  P.
cos 

Where:

P Pg
Pj

23
 φ β Ph B Pop. Fp Pg

deg. deg. Mpa Mpa m2 MN

0 0 0,13 1 0,1 0,003846 0,00011538

90 14,45 0,13 1 0,1 0,003846 0,00011538

180 0 0,13 1 0,1 0,003846 0,00011538

270 14,45 0,13 0,0652 0,1 0,003846 -0,000352

360 0 0,13 1,6686 0,1 0,003846 0,000449667

450 14,45 0,611 0,0826 0,1 0,003846 -0,0001905

540 0 0,611 0,05 0,1 0,003846 -0,0002671

630 14,45 0,126 1 0,1 0,003846 0,000099996

720 0 0,126 1 0,1 0,003846 0,000099996

Table N.2

Pg MN
0,0005
0,0004
0,0003
0,0002
0,0001
Pg MN
0
-0,0001 0 200 400 600 800

-0,0002
-0,0003
-0,0004
Graph N.4

24
φ β λ mj R cos(φ+β) cos2φ ω Pj

deg. deg. kg m cosβ cos2β s-1 MN

0 0 0,25 1,025 0,03 1 1 628,32 -0,015174588

90 14,45 0,25 1,025 0,03 -0,2576868 4,00165E-33 628,32 0,003128232

180 0 0,25 1,025 0,03 -1 1 628,32 0,009104753

270 14,45 0,25 1,025 0,03 0,25768676 3,60148E-32 628,32 -0,003128232

360 0 0,25 1,025 0,03 1 1 628,32 -0,015174588

450 14,45 0,25 1,025 0,03 -0,2576868 1,00041E-31 628,32 0,003128232

540 0 0,25 1,025 0,03 -1 1 628,32 0,009104753

630 14,45 0,25 1,025 0,03 0,25768676 1,96081E-31 628,32 -0,003128232

720 0 0,25 1,025 0,03 1 1 628,32 -0,015174588

Table N.3

Pj MN
0,015

0,01

0,005

0
0 200 400 600 800 Pj MN
-0,005

-0,01

-0,015

-0,02

Graph N.5

25
 cos(φ+ sin(φ+β
φ β P∑
β) ) Pg Pj N S T Z
deg de
cosβ cosβ MN
. g. MN MN MN MN N MN
- - - -
0 0 0,000115 0,01517 0,01505 0,01505 0,01505
1 0 38 459 921 0 92 0 921
- -
14,
90 0,25768 0,000115 0,00312 0,00324 0,00083 0,00334 3243,61 0,00083
45
68 1 38 8232 3612 584 957 2 584
-
180 0 1,2251 0,000115 0,00910 0,00922 0,00922 1,1296E- 0,00922
-1 E-16 38 4753 0133 0 013 12 013
- - - - - -
14,
270 0,25768 0,000352 0,00312 0,00348 0,00089 0,00359 3480,23 0,00089
45
676 -1 001 823 023 68 39 4 681
- - - -
360 0 -2,45E- 0,000449 0,01517 0,01472 0,01472 3,60804 0,01472
1 16 667 459 492 0 49 E-12 492
- - -
14,
450 0,25768 0,000190 0,00312 0,00293 0,00075 0,00303 2937,73 0,00075
45
68 1 498 8232 7735 702 37 5 702
- -
540 0 3,6754 0,000267 0,00910 0,00883 0,00883 3,24823 0,00883
-1 E-16 105 4753 7648 0 765 E-12 765
- - - - -
14,
630 0,25768 0,000099 0,00312 0,00302 0,00078 0,00312 3028,23 0,00078
45
676 -1 996 823 824 03 72 6 034
- - - - -
720 0 4,901E- 0,000099 0,01517 0,01507 0,01507 7,38745 0,01507
1 16 996 459 459 0 46 E-12 459
Table N.4

N MN
0,001
0,0008
0,0006
0,0004
0,0002
0 N MN
-0,0002 0 200 400 600 800
-0,0004
-0,0006
-0,0008
-0,001

26
 Graph N.6

S MN
0,015

0,01

0,005

0
0 200 400 600 800 S MN
-0,005

-0,01

-0,015

-0,02

Graph N.7

TN
4000
3500
3000
2500
2000
1500 TN

1000
500
0
0 200 400 600 800

Graph N.8

27
 Z MN
0
-0,002 0 200 400 600 800

-0,004
-0,006
-0,008 Z MN
-0,01
-0,012
-0,014
-0,016

Graph N.9

- Calculation of the outer diameter of the flywheel- it is

determined by the following formula:
60 60
Dm  .Vper.  .75  0, 239m
 .n 3,14.6000
Where: Vper.- the peripheral velocity which is in the following
boundaries(Vper.=(50÷100)m/s).

28
II. Strength calculations of some of the major parts of the engine

1. Cylinders

Material: Stainless Steel 316L

Quantity: 3 cylinders

Tensile stress in the formation of the cylinder is determined by the

formula for calculation of cylindrical pressure vessels, without taking
into account variability of distribution of stress in the wall thickness,
namely:
D 
tz  0, 5. pz  


all.t

29
Where: pz=8,839 MPa – maximum pressure of the gases

δ=0,005m – wall thickness

D= 0,070m – cylinder diameter

σall.t=60 MPa
0, 070
  0,5.8,839  60,374MPa
tz
0, 005

Under the effect of uneven heating of outer and inner surfaces of

cylinder sleeves emerge temperature stress, which can be calculated
by the formula:

.E.T
 t  , MPa
1   .2
Where: α=11.10-5 K-1 – coefficient of linear expansion of cast iron

E=1,0.105Mpa- modulus of linear deformation of cast iron

ΔT=100K – temperature difference between outside and

inside wall of cylinder sleeves

µ=0,25 – Poison`s coefficient

11.106.1,0.105.100
t   75,34MPa
1  0,27.2
Aggregate stress caused by the thermal load and the gas pressure will
be equal to:

   tz  34,374  75,34  109, 71

t

30
 2. Piston

When designing the piston we use constructive parameters of

already existing engines. The elements of the piston are calculated
without determining the variable way of loading. This reflects on the
allowable stress.

Material: Aluminum ALLOY 4032-T6

Quantity: 3 Pistons

Main constructive dimensions of the piston:

Thickness of the piston crown “δ”- (0,05÷0,10).D δ=7mm

Height of the piston “H” – (0,8÷1,3).D H=70mm

Way between the crown and the axis

of the piston bolt: ”h1” – (0,45÷0,47).D h1=33mm

Diameter of the thickening of the

piston bolt: “d” – (0,3÷0,5).D d=28mm

Dimension: “b” – (0,3÷0,5).D b=22mm

Thickness of the walls of the

leading part: “δb“– (1,5÷4,5)mm δb=4mm

31
Thickness of the sealed part: “s” – (0,05÷0,10) s=6mm

Distance between the crown and the first

pitch: “e” – (0,06÷0,12).D e=4mm

Thickness of the walls between

the pitches: “hn” – (0,03÷0,05).D hn=3mm

Number of the oil holes: “nm” – (6÷12) nm=8

Diameter of thee oil holes: “dm” – (0,03÷0,05).dβ dm=1mm

Diameter of the hole of the

piston bolt: “dβ” – (0,22÷0,28).D dβ=21mm

Height of the leading part: “hb” – (0,6÷0,8).D hb=42mm

32
 Piston crown is calculated as the bending of circular plate
resting on the cylinder and loaded with uniformly distributed load of
gas pressure. The bending stress is defined under the formula:
Mb
   p  ri 2   all , MPa
. 
z,max  b
b
Wb 
 

D 
 Where: r  s  t  t  
i  2 


t  0,005m - Radial thickness of the piston rings

∆t=0,0008m – Radial clearance between the piston ring and channels

33
 D   0, 070 
r  s  t  t    0, 006  0, 005  0, 0008  0, 0232m
i  2   2 


Pz,max=8,839 MPa – maximum burning gases pressure in the cylinder

1
M  .p 3
b z,max .ri , MN.m - Bending moment
3
1
W  .r . 2 , m3
b i - Moment of resistance
3
2
 p .  ri   8,839.  0, 0232 
  97,1MPa  ball  150MPa
2
b z,max     0, 007
   

The leading part of the piston in section x-x is weakened due to the
outlet of the oil, so we should check the tension and compression.

The bending pressure is defined by the next formula:

Pz,max
b. pr.   b.allpr. , MPa
Fx x

Where Pz,max=pz,max.Fb=8,839. 0,003846=0,033994 MN – maximum gas

force acting on the crown of the piston

F  
 . d 2  d 2  n .F ' , m2 - the area of the section x-x
xx k i м
4

dk  D  2.t  t   0, 070  2.0, 005  0, 0008  0, 0584m - the

internal diameter of the pitch for the oil

di  2.ri  2.0, 0232  0, 0464m - the internal diameter of the piston

crown

dk  di 0, 0584  0, 0464
F  '
.d м  .0, 001  0, 000006m2
2 2

34
  
F
xx
  k i

. d 2  d 2  n .F ' 
м
 
. 0, 05842  0, 04642  8.0, 000006  0, 0009411m2
4 4

Pz,max 0,033994
 b    36,125MPa   ball  40MPa
Fxx 0,0009411
Tension strength in the cross-section x-x is defined by the next
formula:
Pj,max
 str   t all , MPa
Fx x

Where: Pj,max 10 .m xx .R.nx,max .1 , MN - inertia force of

6 2

reciprocating motion of the mass of the piston over the section x-x
set at a maximum speed of engine idling.

nпх,max  1,051,35.n,min 1 - Maximum speed of the crankshaft at

idle.
1
We assume: nпх,max  1,1.6000  6600 min

 .nnx,max   .6600  690,8rad 1

пх,max 
30 30

all
str  10MPa - Allowable tensile stress;

mxx   0, 4  0, 6  .mp,гр , kg -Mass of the piston group above section x-x

mp.gr  0,800kg - Mass of the piston group.

mxx  0,5.0,800  0, 400kg

35
 P  106.m .R.2 . 1   106.0, 400.0, 030.690,82. 1 0, 250   0, 007158MN
j,max xx nx,max

Pj,max  0, 007518  7, 607MPa   all  10MPa

 str  str
Fxx 0, 000941

The leading part of the piston is being tested under the maximum
specific pressure by the formula :

Nmax
qв  , MPa
hb .D

Nmax  0, 008968MN - maximum normal force.

For already existing engines qb is in the following boundaries:

(0,3÷1,0)MPa
Nmax 0, 0008968
qв    0,31MPa
hb.D 0, 042.0, 070

Bending stress:
2
D  0, 070 
2
ben.  0, 0045. pz,max .   0, 0045.8,839.   21, 6554MPa
h 0, 003 
 n


Cutting stress:
D 0, 070
  0, 0314. p .  0, 0314.8,839.  6, 476MPa
cut. z,max
hn 0, 003

Sum of the stresses according to the third strength theory:

  ben
2
 4.cut.
2
 21, 65542  4.6, 4762  25, 233MPa  all  30MPa

36
 To avoid jamming of the piston in the cylinder when the engine is
working and it is heated, we must determine the diameter of the
sealing part and the diameter of the leading part of the piston, hence
the lateral clearances of the sealing and the leading part of the piston
in the cold, when we know the necessary diametric clearances when
it is hot.

For already existing engines the allowable clearances are in the

following boundaries:

-for the sealing part: у  0,002  0,003.D, mm

'

And we accept to be - y  0,0025.86  0,215mm

'

-for leading part: 'в  0,0005  0,0015.D, mm

And we accept it to be - в  0,0015.86  0,129mm

'

Then we have:
 
Ds  D. 1 ц . Tц  T0   y , m
'

1  б . Ty  T0 


D. 1 ц . Tц  T0   

'
в
DL  ,m
1 б . TB  T0

Where: ц  11.10 K - coefficient of linear expansion of the

6 1

material of the cylinder.

 б  11.106 K 1 - coefficient of linear expansion of the material of

the piston.

Tц  388K - temperature of the cylinder

Ty  593K - temperature of the sealing part.

37
Tв  473K - temperature of the leading part of the piston.

T0  293K - temperature of the engine when it is cold.

D. 1  ц . Tц  T0   '


0, 070. 111.10

6
.  388  293  0, 215.103
y

Ds    0,06763m
1 б . Ty  T0  111.106.  593  293

D. 1  ц . Tц  T0   '


0, 070. 111.106.  388  293  0,129.103
в

Dl   0,0698m
1 б . Tв  T0  111.106.  473  293

The diametrical clearances in the sealing and leading parts of the

piston when the engine is will be as follow:

s  D  Ds  70  67, 63  2,37mm

l  D  Dl  70  69,8  0, 2mm

38
 3. Piston Bolt.

Piston bolts are made of a Precision shaft and two little rivets that are
connected to the shaft at the ends.

Precision shaft

Material: Steel 12L14

Tolerance: +0,0 mm to -0,0005 mm

Quantity: 3

Rivet

Material: Aluminum ALLOY 2117-T4 type Solid

Quantity: 6

Main Constructive elements:

Outer diameter of the bolt: “do” – (0,22÷0,28).D do=21mm

Inner diameter of the bolt: “di” – (0,65÷0,75). do di=13mm

Length of the bolt: “l” – (0,88÷0,93).D l=63mm

Length of the upper part of the piston rod:

”lm” – (0,28÷0,32).D lm=22mm

39
(Scheme of the forces acting on the piston bolt)

Drawing of the Piston Bolt

40
The piston bolt is subjected to varying in size and direction load,
causing surface tension pressure, bending and shear. We accept steel
18 XH3H as a making material.

Constructive dimensions about the piston bolt could be defined by

the data we have from already existing engines.

The piston bolt is being calculated in the upper part of the piston rod
“qr“ and In the holes of the piston “qp”.

Pz,max  Pj,max
qr   qall , MPa
r
do .lм

Pz,max  K.Pj,max  qall , MPa

q 
p
d o .l  b  r

Where:

Pz,max=0,033994, MN – maximum gas force acting on the crown of the

piston

Pj,max=0,007158, MN – maximum inertia force of the piston group

b = 22mm – distance between the holes of the piston bolt

K=(0,78÷0,86) – coefficient that gives the mass of the piston bolt

p  50MPa are the allowable values of qp and qr

qrall  60MPa and q all

41
 0, 033994  0, 007158
qr   58, 07MPa  qallr  60MPa
0, 021.0, 022

0, 033994  0, 78.0, 007158

q  32,99MPa  qall  50MPa
0, 021.0, 063  0, 022
p p

The maximum load is equal to:

P  Pz,max  K.Pj,max  0, 033994  0, 78.0, 007158  0, 0284MN

This load causes stresses of tension, cutting. When making the

calculations we consider the piston bolt as a beam.

Stress of bending:

  P.l  2.b 1, 5.lM    all , MPa

1,2.d 3p.  1  4 
ben. ben.

di 13
Where:     0, 62
- ratio between the inner and outer
do 21
diameter.

ben.
all
 500MPa - allowable bending stress.

  P.l  2.b 1, 5.lм   0, 0284.0, 063  2.0, 022 1, 5.0, 022  222MPa   all
1, 2.d o3 . 1  4  1, 2.0, 0213. 1 0, 62 4 
ben ben.

Maximum tangential stresses of cutting act in the cross sections of

the bolt, placed between the ears of the piston and the piston rod
ears, and is calculated by the formula:

42
   0,85. 1    
2
.P   all , MPa
ср

d o2 . 1 4  ср

Where: ср  250MPa - Is the allowable stress.

all

0,85.1    2 .P 0,85.1 0, 62  0, 622 .0, 0284

    128, 75MPa   all
d o2 . 1  4  0, 0212. 1 0, 624 
cp ср

Loading of the piston bolt on the surface is uneven so we assume

that it has a sinusoidal distribution law, so when the engine works
the diameter of the bolt increases.

0, 09.P  1  
3

do,max  .  .k1, m
l.E  1  

Where: k1  1,5 15.  0, 4   1,5 15.  0, 62  0, 4   1,34028

3 3

E  2,3.105 MPa - model of deformation of the steel.

0, 09.P .  1   .k  0, 09.0, 0284 . 1 0, 62 3
3

do,max  l.E  1   1 0, 063.2, 3.105  1 0, 62  .1, 34  0, 000018m  0, 018mm

   


And do,max  0, 017  0, 05mm.

43
 (Scheme of deformation of the piston bolt)

Under the deformation we have some stresses in the bolt which are
maximal in the middle cross section of the bolt. Outer plane (point 1
and point 3), inner plane (point 2 and point 4).

When   0 :

Point 1:

 
P  2   .1    1 


. 0,19. .k
1  2 1  
1 1
l.do 


0, 0284   2  0, 62  1 0, 621 .1, 34028  90, 08MPa
 . 0,19. 
0, 063.0, 021  1 0, 62  2
1 0, 62 

44
 Point 2:
P
   1 2. .1   1  
. 0,19.  .k 
1  2 . 1  
2 1
l.do 
0, 0284 
   1 
 . 0,19. 1 2.0, 62 1 0, 62  .1, 34028  286, 97MPa

0, 063.0, 021  1 0, 62  .0, 62
2
1 0, 56 




When   90 :

Point 3:
P
   2   .1    0, 636  .k 
. 0,174.
   1  
3 2 1
l.do  1

0, 0284  0, 636 
 . 0,174.  2  0, 62 1 0, 62 .1, 34028  195, 20MPa

0, 063.0, 021  1 0, 62  2
1 0, 62 


Point 4:

 
P  1 2 .1    0, 636  .k 
. 0,174.
1  2 . 1  
4 1
l.do 
 0, 636 
. 0,174. 1 2.0, 62  1 0, 62
0, 0284
 .1, 34028  154,81MPa

0, 063.0, 021  1 0, 62  .0, 62
2
1 0, 62 

45



The biggest amount of stress is in point 2. The value of the stress

should not be bigger than 350MPa.

The working clearance of the “piston bolt- piston” when it is hot

should be:

L  0, 001.dб  0, 001.21  0, 021mm

The mounting clearance of the compound “piston bolt- piston” is

different than the working one and is calculated in this formula:

   
 p  L   p Tp T0   pb Tpb  T0  d, mm

Where:  бб  11.106 K 1 - is coefficient of linear deformation of

steel.

 p  25.106 K 1 - is coefficient of linear deformation of

aluminum alloys.
Tpb  Tp  390K - the temperature of the piston bolt and the
piston.

T0  293K - mounting temperature.

б  0, 025 [25.106.(293  293) 11.106.(293  293)].25  0, 021mm

For already existing engines it should be in the following boundaries:

0,2  0,4mm

46
 4. Piston Rings

Piston rings provide a tight cylinder space. They work at high

temperature and variable loads. The main requirements about them
is to have high elasticity, durability and low coefficient of friction with
the cylinder walls. Materials that are used for this rings are alloy cast
iron with chromium, nickel, copper titanium and other materials.

Main constructive elements could be used from data of already

existing engines.

Radial thickness of sealing rigns: “ts” – (0,039÷0,045).D ty=3mm

Radial thickness of oil-collecting rings:”to” – (0,038÷0,043).D to=3mm

Height of the ring:”a” – (2÷4)mm a=3mm

Radial clearance of the sealing ring:”∆ts” –(0,5÷0,95)mm ∆ts=0,8mm

Radial clearance of the oil-collecting

rings: “∆to” –(0,5÷0,95)mm ∆to=0,8mm

Axial clearance of the ring:” ∆a” –(0,04÷0,08)mm ∆a=0,06mm

Clearance in the ring:”A0” –(2,4÷4,0).t A0=9mm

47
 - Defining the middle radial pressure of the ring on the

walls of the cylinder pm:

A0
p  0,152.E. t , MPa
3
m D  D
 1 .
 t  t







Where: E  1.105 MPa

A0 0, 0096
t 0, 004
p  0,152.E.  0,152.1.105. 3  0,386MPa
 0, 070 1 0, 070
3
m D  D
 1 . 0, 004 .
0, 004
t t
   

48
 - Defining the stresses of bending if the ring

In working condition
2 2
D   0, 070 
 b,w  2, 61. pm . 1  2, 61.0, 386. 1   274, 24MPa
c t 0, 004 
   

When mounting the rings on the pistons
 A  5  0, 009 


4.E.1 0,114. 0  4.1.10 .  1 0,114.

   t    0, 004 
2  2   323,6MPa
b,m D   0, 070 
m. 1, 4  2. 1, 4 
 t  0, 004
 

49
 5. Master rod

When the engine is working the piston rod is under variable in size
and direction gas forces and inertia forces. That is why it is made of
high quality steel with high resistance of fatigue (40,45). The piston
rod is contained by upper head, trunk, lower head. The dimensions of
the rod could be determined over existing engines.

Drawing of the Master Rod

50
Material: Aluminum ALLOY 7075

Quantity: 1

Main constructive elements:

Inside diameter of the upper head:”d” –(d=do) d=21mm

Outside diameter of the

upper head:”dg” –(1,25÷1,65) .do dg=32mm

Length of the upper head:”lm” – (0,33÷0,45).D lm=30mm

Minimal radial thickness of the upper

head: “hg” – (0,16÷0,27).d hg=4mm

Minimum height of the profile: “hm,min” –(0,5÷0,55).dg hm,min=17mm

Dimensions: “hm” – (1,2 ÷1,4).hm,min hm=20mm

“ aм  t м ” -(2,5÷6)mm am=5mm

Diameter of the lower head:”dl” –(0,56÷0,75).D dl=40mm

Length of the lower head:”lk” –(0,45÷0,95).dl lk=39mm

51
 6. Auxiliary Rod

The auxiliary rods are the connecting rods between the master rod
and the other pistons of the radial engine.

Drawing of the Auxiliary Rod

Material: Aluminum ALLOY 7075

Quantity: 2

Main constructive elements:

Diameter of the upper hole of the Auxiliary Rod: du=24mm

Outside diameter of the upper hole of the Auxiliary Rod: du.o.=30mm

Diameter of the lower part of the Auxiliary Rod: dl=11mm

52
Outside diameter of the lower part of the Auxiliary Rod: dl.o.=16mm

Thickness of the “x-y” view of the Auxiliary Rod: Thx-y=10mm

Thickness of the “x-z” view of the Auxiliary Rod: Thx-z=20mm

Thickness of the upper hole of the Auxiliary Rod: Thu=21mm

Thickness of the lower hole of the Auxiliary Rod: Thl=21mm

Length of the Auxiliary Rod: La.r.=104mm

53
 7. Crank-Shaft

The crank-shaft mechanism that I designed is constructed of two

major part(front crank-shaft and rear crank-shaft), two crank cheeks,
and one journal that connects the crank cheeks.

- Crank Cheeks

Drawing of the crank-cheeks

Material: Steel 416 Stainless

Quantity: 2

54
Main constructive elements:

Distance between the two centers

of the holes of the Crank Cheek: b=30mm

Diameter of the upper part of the Crank Cheek: du.cr=20mm

First diameter of the counter-weight: d1cw=64,14mm

Second diameter of the counter-weight: d2cw=80mm

Thickness between the upper part of the

Crank-Cheek and the lower part: f=5mm

Diameter of the two little holes: d1=5mm

First side of the rectangular: a=10mm

Second side of the rectangular: c=10mm

Length of the Crank-Cheek: Lcr=80mm

55
 - Main Journal

Every Crank Shaft is made of the shafts and the different journals
between them. The journals could be one more if we have a line
engine (for example four-stroke, four cylinder in-line engine).

The whole mechanism should be fixed so we do not have any degree

of freedom between the different parts. And as a whole it should
rotate around an axis.

Drawing of the Main Journal

Material: Steel 4340 ALLOY

Quantity: 1

Main constructive elements:

Length of the Main Journal: Lmj=41mm

Length between the ends: L=61mm

56
Diameter of the main journal: Dmj=39mm

Diameter of the holes: d=d1=5mm

One side of the rectangular: a=10mm

Other side of the rectangular: c=10mm

- Crank Shaft (rear)

57
 Drawing of the first part of the Crank Shaft

Material: Stainless Steel 4340 ALLOY

Quantity: 1

Main constructive elements:

Length of the first part of the Crank Shaft: Lcr1=140mm

Diameter of the Crank Shaft: Dcr=26mm

Outside diameter of the Gear:dgo1=24mm

Diameter of the Gear: dg1=20mm

58
 - Crank Shaft (front).

Drawing of the second part of the Crank Shaft

Material: Stainless Steel 4340 ALLOY

Quantity:1

Main constructive elements:

Length of the second part of the Crank Shaft: Lcr2=170mm

Diameter of the second Crank Shaft: Dcr=26mm

59
 8. Cylinder Head

Drawing of the Cylinder Head

Material: Aluminum ALLOY 7075

Quantity: 3

Main constructive elements:

Inside diameter of the Cylinder Head: Dc.h=80mm

Length of the Cylinder Head: Lc.h=124mm

Lower diameter of the valve hole is = 14mm

Upper diameter of the valve hole is =5mm

60
Thickness between rings in the lower part is =5mm

Thickness of the rings in the lower part is =3mm

Thickness of the rings in the upper part is =4mm

Thickness between the rings in the upper part is =4mm

Thickness of the vertical walls is =5mm

Thickness of the horizontal walls is =8mm

61
 9. Bearings.

The main bearings that the crank shaft is rotated about are these two
bearings.

- Rear Bearing

Material: C63000 Nickel Bronze Aluminum

Quantity: 1

62
 - Front Bearing

Material:C6300 Nickel Bronze Aluminum

Quantity: 1

Drawing of the Front Bearing

63
 10. Gear Box.

Gear Box is the cover of the whole gear drive mechanism so it is very
important part of the Design although there is not so much stresses
acting on it.

Material: Aluminum Alloy 7075

Quantity: 1

Drawing of the Gear Box

64
 11. Gear drives mechanism:

The gear drive mechanism is located on the rear side of the Radial
engine in the so called of myself gear box. The base of this gear box
to which base rely all of the gears is the rear bearing. The gear
mechanism is being used to reduce the input torque and to give an
appropriate torque to the cam mechanism.

It is a compound mechanism and is composed of several gears, all of

the gears with different diameters and number of teeth.

It is a difficult mechanism to calculate and takes time. It is like that

due to the small dimensions of the engine and the small amount of
space in which the gears should be located.

The mechanism I thought out is composed of one base (rear bearing

also used as a gear box base), six gears with 10mm diameters, 2 gears
with 20mm diameters, one gear that is engraved in the rear Crank
Shaft and is 20mm diameter and one internal gear which center of
rotation is coincident with the center of rotation of the Crank Shaft
and is 120mm diameter. So all of the gear connected transforms the
torque that comes from the Crank Shaft into six times less torque and
by the external side of the largest gear is transferred to the cam
mechanism.

The number of teeth is calculated by various formulas and the

angular velocity of a gear is to other gear angular velocity as the
second ones diameter is to the first one.

65
 Bill of Material: Gear Drive Mechanism

Part Name Quantity Material

Bearing 1 C6300 Nickel
Aluminum Bronze
Gear “10” 6 Steel Alloy 4340
Gear “20” 2 Steel Alloy 4340
Gear “120” 1 Steel Alloy 4340
Gear Box 1 Aluminum Alloy 7075

66
 - Calculation of the Gear Drive Mechanism

To calculate the mechanism we start from the beginning which is the

gear engraved in the shaft with diameter 20 mm and the gear next to
it with diameter 10 mm.

1 d 2  20  2 :1

2 d1 10

It means that the angular velocity in the second gear with a smaller
diameter is twice bigger than the angular velocity in the first gear.

Second calculation is between the second and the third gears which
are with same diameters (10 mm).

2 d 3 10
   1:1
3 d 2 10

It means that the angular velocities in both gears are the same.

The ratio between the third and the fourth gears are the same
because of the diameters they have (10mm).

Next calculation is between gear number 4 that is with 10 mm

diameter and gear number 5 that is with 20 mm diameter.

67
 4 d 5 10  1: 2
 
5 d 4 20

It means that the angular velocity of the fifth gear (20mm) is twice
smaller than the angular velocity of the fourth gear. So we have the
same velocity as we had in the first shaft.

Now we have to calculate the angular velocity of the last gear the
biggest one with diameter 120 mm.

5 d 6  20
   1: 6
6 d 5 120

It means that the output torque will be six times smaller than the
input and that is exactly what we needed of.

68
 12. Valves.

The Valves are located under 90 degrees on the top of the cylinder.
They cross-section the cylinder and the cylinder head. There are two
valves connected with each cylinder. The first one is called intake
valve and is used to let fuel go into the cylinder. The other one is
called exhaust valve and is used to let the gases after the process go
out of the engine.

Material: Stainless Steel 316L

Quantity: 6

Drawing of the Valve

69
 13. Cam Mechanism

The Cam mechanism is one the most important mechanism. It takes

plenty of time until calculations are made and all of the parts are
designed. It is a delicate mechanism because of its sizes. Every size
should be really precise. In the cam mechanism we have four
important parts. First one is the pushing rod that is connected to the
largest gear (120mm diameter) through a hole in the crank case, and
in the other side is connected to an arm located at the top of the
cylinder head. And both mechanisms are connected by socket. On
the other side the arm of the cam is connected to the valve by a
socket too. On every cylinder is located two cam mechanism.

- Pushing Rod

It is moving up and down and the main purpose of this rod is to push
the arm that pushes the valve down.

Material: Stainless Steel 416

Quantity: 6

Drawing of the Pushing Rod

70
 - Arm of the Cam mechanism

It is moving about an axis fixed to the cylinder head. The arm is being
constantly pushed by the pushing rod and acts the force of the rod to
the valve through a socket.

Material: Stainless Steel 416

Quantity: 6

Drawing of the Arm

71
 - Sockets

There are two type s of socket. The first one is the one that connects
the pushing rod to the arm. The other one is the one that connects
the arm to the valve. The only difference between the two of them is
at the way they are connected not to the arm but to the pushing rod
and the valve.

 Socket connecting the Pushing rod and the Arm

Material: Stainless Steel 416

Quantity: 6

Drawing of the Socket connected to the Pushing Rod

72
  Socket connecting the Arm with the Valve

Material: Stainless steel 416

Quantity: 6

Drawing of the Socket connected to the Valve

73
 Assembly of Cam Mechanism

N: Part Name Quantity Material

1. Pushing Rod 6 Stainless Steel 416
2. Socket Rod 6 Stainless Steel 416
3. Arm 6 Stainless Steel 416
4. Socket Valve 6 Stainless Steel 416
5. Valve 6 Steel Stainless 316L
6. Bolt 3mm10mm 18 Stainless Steel

74
 14. Crank Case

The Crank Case is the external part of the whole engine. It is difficult
to be designed and difficult to be manufactured. When designing
such a part is important to know almost all of the dimensions of the
Engine so you could fit every single part of it. Inside the Crank Case
are located the Auxiliary rods, the Master rod, the Crank Cheeks, The
main journal and small parts of the Crank Shafts. Also in the outside
of the crank case on the walls are located the cylinders. They are
connected to the crank case by special bolts. On the front and the
rear side of the crank case are located also the gear box mechanism,
and the rear and front bearing.

Material: Aluminum ALLOY 7075

Quantity: 1

75
76
 15. Front Cover

This is the cover of the front part of the engine.

Material: Aluminum ALLOY 7075

Quantity: 1

Drawing of the Front Cover

77
 16. Propeller

Material: Plastic

Quantity: 3

78
 17. Materials used in the parts of the Radial Engine
 Aluminum ALLOY 7075- a cold finished aluminum wrought
product, has the highest strength of all aluminum machine alloys.
The –T6 and –T651 tempers have the typical tensile strength,
which is higher than many mild steels. Due to its highly strength,
ALLOY 7075 is used for highly stressed structural parts.
Applications include aircraft fittings, gears and shafts, fuse parts,
meter shafts and gears, missile parts, regulating valve parts,
worm gears, keys and various others commercial aircraft, defense
and aerospace equipment.

 Steel alloy 4340- it is heat treatable, low alloy steel containing

nickel, chromium and molybdenum. It is known for its toughness
and capability of developing high strength in the heat treated
condition while retaining good fatigue strength. Typical
applications are for structural use such as aircraft landing gear,
power transmission gears and shafts and other structural parts.

 Steel 12L14- it gives a smooth, machined surface and because of

its low friction components allows for increased tool life. It is
used extensively in automatic screw machines for manufacturing
numerous parts requiring considerable machining and close
tolerances, along with a smooth finish. It can be used for
maximum advantage where considerable machining is required,
such as bushings, inserts, couplings, and hydraulic hose fittings.
With good ductility, 12L14 is suitable for parts involving crimping
bending or riveting.

79
 Aluminum alloy 4032-T6- a cold finished aluminum wrought
product is suggested for applications requiring wear and abrasion
resistance. It eliminates the need for hard coat anodizing
commonly required in applications using 6061 and 6262 alloys.
Superior wear and abrasion resistance of this alloy is achieved
through high silicon and nickel content. Applications include
brake master cylinders, transmission valves, copier parts,
bushings for rack and pinion steering systems, sound recording
devices, bearings hydraulic applications and forged pistons.

 Aluminum alloy 2117-T4- This material is commonly used I

aeronautical applications for riveting operations.

 Stainless Steel 316L- It is an austenitic chromium-nickel stainless

steel containing molybdenum. This additions increases general
corrosion resistance, improves resistance to pitting from chloride
ion solutions and provides increased strength at elevated
temperatures. Typically uses include exhaust manifolds, furnace
parts, pharmaceutical and photographic equipment, valve and
pump trim, chemical equipment, digesters, tanks, evaporators,
pulp, paper and textile processing equipment, parts exposed to
marine atmospheres and tubing. Type 316L is used extensively
for weldments where its immunity to carbide precipitation due to
welding assures optimum corrosion resistance.

80
 C6300 Nickel Aluminum Bronze- It combines high strength and
wear resistance under severe loading conditions. The addition of
nickel increases the alloy strength without diminishing its
ductility, toughness and corrosion resistance.

 Stainless Steel 416- it was the first machining stainless steel. It is a

heat treatable chromium steel with excellent machinability and
non galling characteristics. The alloy is magnetic in all conditions.
It uses include a wide variety of screw machine parts including
nuts, bolts, screws, gears and pinions, valve trim, shafts and
axles.

81
 18. Parts specifications` table

N. Part Name Material Quantity

1. Crank Case Aluminum Alloy 7075 1
2. Crank Shaft (Rear) Steel Alloy 4340 1
3. Crank Shaft (Front) Steel Alloy 4340 1
4. Crank Cheek Steel Alloy 4340 2
5. Main Journal Steel Alloy 4340 1
6. Master Rod Aluminum Alloy 7075 1
7. Auxiliary Rod Aluminum Alloy 7075 2
8. Piston Aluminum Alloy 4032-T6 3
9. Cylinder Stainless Steel 316L 3
10. Cylinder Head Aluminum Alloy 7075 3
11. Front Bearing C6300 Nickel Aluminum Bronze 1
12. Rear Bearing C6300 Nickel Aluminum Bronze 1
13. Gear “120” Steel Alloy 4340 1
14. Gear “20” Steel Alloy 4340 2
15. Gear “10” Steel Alloy 4340 6
16. Gear Box Aluminum Alloy 7075 1
17. Pushing Rod Stainless Steel 416 6
18. Socket(Rod) Stainless Steel 416 6
19. Socket Valve Stainless Steel 416 6
20. Arm Stainless Steel 416 6
21. Valve Steel Stainless 316L 6
22. Front Cover Aluminum Alloy 7075 1
23. Propeller Aluminum Alloy 7075 1
24. Piston Bolt Stainless Steel 12L14 3
25. Master Rod Bolt Stainless Steel 12L14 2
26. Bolt 3mm*10mm Stainless Steel 12L14 18
27. Bolt 5mm*10mm Stainless Steel 12L14 4
28. Bolt 5mm*15mm Stainless Steel 12L14 10
29. Bolt 6mm*10mm Stainless Steel 12L14 24

82
III. Conclusion.

Designing of an engine at all is a very complicated process which

involves serious of other processes that are hard to be designed. It
takes a very long time of thinking of the proper dimensions, proper
material and even the proper shape of all different parts. The design
of the radial engine is not less complicated process than any other
engine. It has crank case that is a little bit different than the other
engines but although that is hard to be figured out too. It also has
pistons, cylinders, rods, it has a cam mechanism that in the ordinary
engines is called cam shaft, and lets not forget about the gear
mechanism that is some ways different than the gear mechanism in
the ordinary engines but the way it works is the same in both
engines. And the crank shaft- the same as in an ordinary engine but
with less journals, easier to be manufactured. The crank shaft is a
really amazing part of the engine, torque is transmitted into distance
is exciting.

Although not that used nowadays radial engine is a cute little engine
that was in the beginning of the aerospace transportation. It was
very helpful and mainly used because of its small weight and size.
That makes it comfortable and suitable for any machine that is close
of space. Despite of its small size and weight it does not make it less
powerful than other engines. The same way the in-line engines are
more powerful with more cylinders it is more powerful with more
rows of cylinders. It was also comfortable for the World War II
airplanes when the engine was in its peak. When it is war you need
more space for fuel, power, weapons and bullets than any other
things and than any other time.

83
There are several different stages that I passed until the final engine
was completely designed. In the way to the end I met lots of
difficulties and problem about the way every single part is done. Had
lots of problems also with the program I used to make the whole
assembly and simulations- CATIA.

The first stage is about orientation of what the radial engine looks
like and how it performs. As I said earlier it was mainly used long time
ago and although there are plenty of engines like this nowadays it is
really hard to find any information about it. I needed information also
about the various parts and mechanisms used in it for it was difficult
for me to imagine how it works.

Second part was meeting CATIA and start drawing on it. In the
beginning it was new for me although has lots of stuff similar to the
other Cad / Cam programs. After a week it became easier to me and I
could begin with the main part of the project.

Next part was start thinking about the shape first after that about the
dimensions so each part could fit perfectly on its spot. It takes long
time until every part is last dimensioned. I passed through lots of
problems about that for it is difficult to think about all dimensions
and shapes. And for me it was very important the engine to be as
good from outside as it is from inside.

84
The third and the major step was about designing the two major
mechanisms that are in the radial engine. The gear drive mechanism
took me about a week to design it. First it was difficult to calculate
the gears and to make them that they could fit in the gear box and
the same way they will reduce and transform the torque from the
crank shaft six times. The cam mechanism was also very hard to be
designed, even harder. It took me about two weeks. The difficulties
here came not that much from the complication of the mechanism as
a whole but from the program and the knowledge I had about it and
that was still not enough.

After all difficulties about dimensions, shape, different mechanism

and nevertheless calculations about the stress and the strength of
the materials the radial engine came to an end.

85
 IV. References

 “Operating stresses in Aircraft Crank Shafts and connecting Rods.

II- Instrumentation and test results,” NACA Wartime Report No.
E191, 1943.

 Moore et al. “Heat Transfer and Engine Cooling, Aluminum versus

Cast Iron,” Trans. SAE71, 152(1963).(Study of engine
temperature, heat rejection, and octane requirement, comparing
“all-aluminum” and “all-cast-iron” engines in cars on the road.
Temperatures lower (30 to 100 deg. F). in aluminum engine, but
octane requirement the same.).

 McKellar, “A Study of the Design of Sand-Molded Engine

Castings,” General Motors Eng. J.3, March- April 1956, 12. (review
of G.M. methods and techniques)

 Erisman, “Automotive Cam Profile Synthesis and Valve Gear

Dynamics from Dimensionless Analysis”, SAE paper 660032, Jan.
1966 (Good mathematical analysis of the relations of valve
motions and accelerations to cam profile and natural frequency
of valve gear. Useful charts of design data from computer studies
of typical examples.)

 Schwitter, “Two New Gear Materials,” Auto. Ind., Jan. 1, 1951, 42.

86
 Michaelec, “Precision Gearing, Theory and Practice,” John Wiley
& Sons, Inc., New York, 1966. (Recent, authoritative. Includes
theory, materials design, manufacturing ).

 Bachle, “Progress in Light Aircraft Engines,” Trans. SAE 46, 243

(1940). (Continental-opposed cylinder air-cooled line.)

 “New Continental Aircraft Engines” Automotive and Aviation

Industries 93, Dec. 15, 1945. (Postwar seriesof horizontal-
opposed air-cooled engines)

 Schlaifer and Heron, “Development of Aircraft Engines and

Fuels,” Harvard University, Grad. School of Business
Administration, Cambridge, Mass., 1950.

 Heron, “History of the Aircraft Engine,” publ. by Ethyl Corp.,

Detroit, 1961.

 Wiegman, “Geared Engines for Light Airplanes,” Trans.SAE 47,

301 (1940). (Lycoming 4-cylinders horizontal- opposed engine
with internal spur gear and second-order and fourth-order
pendulum vibration absorbers)

 “New Lycoming Aircraft Engines,” Auto. Ind., March 1941, 332

(Postwar series of horizontal opposed air-cooled engines. )

87
 Taylor, “Radial Engines, Their Power and Frontal Area,” Aviation,
July 1933, 201. (Rational Approach to choice of stroke-bore ratio
for radial engines. An example of good analysis of a major design
problem.)

88