Group 1 - Product Name Here

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Tecumseh Two-Stroke Engine Stored revision Line 1: Line 1:


Contents

Gate 1

Management Proposal

Members

  • Tyler Tamblin
  • Brad Sargent
  • Dan Keicher
  • Rick Lewandowski
  • Chihurumnaya Ikechi-Uko

Meeting Time

Monday, Wednesday, and Friday; 5:00 - 6:00 p.m. (Depending on amount of work that needs to be completed)

Meeting Place

2nd Floor Lounge, Greiner Hall

Contact

  • Tyler Tamblin: tylertam@buffalo.edu
  • Rick Lewandowski: rjlewand@buffalo.edu

Management Plan

When a new gate of the project is assigned we meet to discuss what the gate is asking in detail and which of us would be best to do each section. We plan to do the majority of work away from each other, then the next time we meet each of us will revise everyone’s sections to get five different perspectives on the analysis at hand so that everything is covered that needs to be. We set deadlines for each segment that is a minimum of three to four days before the official deadline in class so that we have a sufficient amount of time for revisions of each segment as well as formatting and professionalism.

Management chart.png

Roles

Technical Expert: Handles and determines all technical features of the product and displays them to each group member to ensure a sufficient knowledge of the product. The technical expert will administer the dis-assembly of the product.

Project Manager: Manages the distribution and organization of work of the group.

Compiler: Collects, compiles, and formats all sections from each group member, then redistributes the completed and formatted copy out to all the members for revisions. Focuses on professionalism of final copy.

Project Recorder: Records information distributed out at group meetings, as well as the process of analyzing the two-stroke engine. Also, takes pictures and notes the disassembly of the engine.

Project Co-Worker: Proceeds in miscellaneous project work that needs to be completed as well as assisting in group revisions.


Rick Lewandowski: Project Co-Manager, Technical Expert

Chihu Ikechi-Uko: Project Recorder

Tyler Tamblin: Project Co-Manager, Compiler

Brad Sargent: Project Co-Worker

Dan Keicher: Project Co-Worker

Work Proposal

Disassembly

Pictures will be a vital part during the disassembly of our engine, whenever a major component is removed a photo will be taken to show how the parts fit together. Notes will be made simultaneously to give a description of what the part is, what it does, and specific information on how the part was removed. Along the way any small parts that are removed like bolts, washers, fasteners and so on, will be bagged and labeled based on what component it was attached to. The larger components will be separated based on function to keep all the parts organized for the reassembly process. The disassembly of our motor will take a sufficient amount of time given the method we are using, this being said the process of taking the engine apart and making accurate notes of part interactions and placement should accumulate to approximately three to four days of work in hour and a half to two hour sessions.

  1. Before any disassembly starts disconnection of the spark plug is the first step, this will insure ignition of gases remaining in the cylinder head couldn’t possibly ignite.
  2. With the spark plug disconnected it would make sense while still focusing on that area to remove the spark plug completely using a deep well 3/8th inch spark plug socket. This part can then be categorized and stored for re-assembly.
  3. For the disassembly of our small two stroke engine, we plan to work from the outside in. This means first removing the safety guard from the fan/ pull start/ magneto assembly. This should be able to be accomplished with a Phillips head screw driver based on what can be seen from the outside of the engine.
  4. After getting this guard removed, access to the pull start, magneto (which is the equivilant to an alternator on a car) and cooling fan will be accessible. At this stage a problem does emerge, without being able to see under this guard, it is uncertain what tools will be required for the removal and disassembly of the parts it is protecting.
  5. Next the exhaust is the next component that can be removed. It looks to be pretty simple, with its function seeming to be protection for the engine by not allowing anything much bigger than the size of a pen tip to get inside the exhaust and from there, into the engine. This will be accomplished with a medium sized star driver. Once removed the part will be noted ,categorized, and stored safely for reassembly.
  6. Another component that is clearly visible on the outside of the engine is the carburetor, which is affixed straight to the wall of the cylinder. What is visible mechanically on the carburetor is a valve that is used to control the flow of air into the engine. The carburetor appears to be fastened to the engine with another set of bolts with the star pattern used on the exhaust system. After removal of the carburetor, further disassembly of this component may be required for an accurate dissection. More precision tools would be required for this, including a small flat head screw driver and a small allen wrench would be required. Again pictures of this components and notes of its removal will be taken.
  7. With the guard out of the way the exposed cooling fan and pull start assembly can be removed, this will most likely use a bolt system to hold this assembly together, thus a socket set would be used to remove this assembly. On this wheel that the fan blades are mounted on we’d expect to see magnets and in close proximity to this assembly the magneto would most likely reside.
  8. With these parts removed all that should remain is the cylinder and the casing for the crank shaft. This is all held together with bolts that would need to be removed with an allen wrench. This will allow us to open the crank case, and take off the cylinder head ,exposing the internal mechanism that is responsible for the production of mechanical power, the piston and crank shaft. With the casing currently closed it is unknown what will be required to remove and disassemble the piston and the crankshaft.

Determined Conflicts

There are a few challenges that we will have to overcome during this project. Most of the people in the group don’t have any kind of hands on experience with any kind of gas engine. Also with the small engine that we have received, it has apparently been used and may result in more of a challenge during disassembly due to corrosion and wear and tear on the engine. Finally a lot of parts of the engine is obscured from view at this point, so getting together a 100% accurate plan for disassembly is nearly impossible without some disassembly beforehand. Some of the procedure listed above will most likely have to be adjusted during the disassembly process.

Tool List

  • Flat Head Screw Drivers – Small & medium sizes
  • Phillips Head Screw Drivers - Small, Medium & Large sizes
  • Allen Wrenches
  • Star Driver Set
  • Needle-Nose Pliers
  • Vise
  • Vise Grips
  • C-Clamps

Group Strengths

Technical Background

Everyone in our group has some sort of mechanical background, hence the fact that we are all in mechanical engineering. While most of our group isn’t very experienced with engines we have a technical expert in our group who has knowledge and experience with gas powered engines.

Enthusiasm

Most of the group does not have hands on experience with engines but want to learn more about this particular subject. With everyone interested in the chosen product everyone is willing to put in the work necessary to succeed.

Organization

An excellent trait that our group poses is organization. We are very strong when it comes to dividing up work and making plans. So far we have been able to stick to those plans and give everyone in the group an equal work load. In addition 4 out of our 5 group members live on campus, making setting up extra group meetings a breeze.

Research Skills

Another strength that is becoming more and more apparent is our groups’ research skills. Whenever there is something that isn’t understood. It is taken upon ourselves to find an answer.

Group Weaknesses

Time Management

A big problem for our group is time management. We are good when it comes to dividing up work, but when it comes to getting the work done early and leaving us time to really proof read, and make sure the presentation flows is where our team struggles.

Communication

A weakness that we are currently working on is communication. So far we have been relying on e-mail pretty much soley for our communication, while occasionally meeting in person. Earlier in the semester this led to some problems. A good portion of the product proposal was wasted by just trying to coordinate everything via e-mail. The biggest problem with e-mail being the frequency of group members checking their e-mail. This is an area that we are trying to make improvements on with most recently the exchange of cell phone numbers.

Development Profile

The two-stroke engine was developed mostly over the late nineteenth century.
Figure 1.1: Sir Dugald Clerk
George Brayton, an American engineer, developed an unsuccessful two-stroke kerosene engine (it used two external pumping cylinders) in 1873. However, it was considered the first safe and practical oil engine, the true invention of the first successful two-stroke engine is attributed in 1876 to Sir Dugald Clerk, a Scottish engineer ([2]). In 1881,Dugald Clerk patented his design with his engine containing a separately charging cylinder. Many alterations have been credited as history passes for example, the crankcase-scavenged engine, which employs the area below the piston as a charging pump, is generally credited to Englishman, Joseph Day ([3]).

Global Factors

Lightweight

The two-stroke engines lightweight characteristic makes it portable which creates a huge market to certain regions around the globe. Consumers in certain regions such as urban or suburban regions would be interested in a two-stroke engine, because its ability to be down-scaled into smaller applications where the full power of a four-stroke engine isn’t always necessary. It appeals to regions that require sufficient amount of power but also rely on portability making the lightweight of the two-stroke a global factor.

Lower Fuel Requirement

Most applications of the two-stroke engine don’t require as much fuel as a four-stroke, helping consumers in regions that might not have easily accessible and affordable fuel nearby save money. This is possible because of two-stroke engines can do the same amount of internal combustion as a four-stroke engine in half the time ultimately resulting in less fuel used ([4]).

Economic Factors

Low Cost

Since the two stroke engine is so small, very simple, it has very few components. Due to the fact the two stroke engine is light and has few parts it is cheap to manufacture hence it’s also cheap to buy. The two-stroke produces twice as many power strokes per revolution than a four stroke engine, this gives it the potential to produce twice as much power than a four stroke engine of equal size ([www.deepscience.com/articles/engines.html]). This also makes two-stroke engines prime candidates for small machines like lawn mowers, weed whackers, bike engines, small car engines and chain saws etc.

Reliability

The design of the two-stroke is so simple it requires fewer parts hence it has less parts that need to be maintained. A two stroke engine uses the motion of the piston to complete the cycle which cuts down on the number of internal parts. These engines are air cooled meaning they don’t rely on fluids to keeps the engines from overheating. They don’t have any computers that control emissions or fuel injection. It has none of the complex modern electrical systems to go break down and they typically have batteries for starting. Less maintenance means more money saved over a long period of time. The two-stroke engines target markets were regions where small portable engines were required, it used mostly in urban or suburban areas. According to about.com, the two-stroke was developed to impact the automobile industry; it was developed as an alternative to the bigger four-stroke engine ([5]).

Usage Profile

The intended use of the two-stroke engine is mostly for high-power, hand-held applications. There are characteristics that this type of engine encompasses that make it an ideal choice for specific specialized machine applications. Throughout the 20th century the two-stroke engine was used a lot in motorcycles, dirt bikes, and other small-engine devices that put it in the professional category of society but as time progressed some of these motorized devices moved away from the two-stroke engine due to pollution emissions. Today this type of engine is commonly used for high-power home usages such as string trimmers and chainsaws, which require a portable, high-performance device ([6]).

Two-stroke engines are lighter in weight and also have the capability to produce a higher power-to-weight ratio. Due to these simple characteristics, the two-stroke engine can perform jobs needed in countless hand-held, small-engine systems ([7]):

High Performance Small Capacity:

  • Motorcycles
  • Mopeds
  • Scooters
  • Snowmobiles
  • Ultralights
  • Model Airplanes
  • Lawnmowers
  • Chainsaws
  • String Trimmers
  • Snow Blowers

Energy Profile

The two stroke engine is a carbon burning, internal combustion device.
Figure 1.2: Energy Conversion Chart
There is an intake of energy, which is then converted into an alternative form of energy that is in a usable form. A two stroke engine requires two input sources of energy. The first of these two energy inputs is a mixture of fuel and a lubricating fluid. For the engine being observed, the carbon based fuel that is utilized is gasoline and the lubricating fluid is oil. The second energy source input into the engine is oxygen. Since pure oxygen isn’t required, the simple intake of air is used.

In order for a two stroke engine to run properly, it must have a constant supply of energy. A fuel tank is required to hold a supply of the gasoline and oil mixture. The user must import gasoline into the tank from a fuel filling station, and then must add a specific amount of oil. The fuel tank must contain the correct oil to fuel ratio at all times for the engine to work properly. From the tank, the liquid fuel travels into the carburetor via a fuel line. In the carburetor, the fuel and oil mixture gets combined with the second energy source, oxygen. Air must pass through a filter before entering the carburetor to ensure that it is free of debris and not capable of damaging the engine. Once inside the carburetor the two energy sources are combined through a process that makes the ignition of these energies possible. The combustion chamber is the site at which the energy provided to the engine is converted into a usable form of energy. The mixture of fuel and oxygen has chemical energy that is converted into heat energy by combustion via an ignition source, which in this case is a spark plug. This heat energy then causes motion of a piston to turn a crankshaft. This in turn means that chemical energy from the mixture is converted to heat energy by the spark plug, which is then converted into kinetic energy through the crankshaft. Kinetic energy is a more usable form of energy, whether it is used to turn wheels of a vehicle or to drive a device, such as a weed whacker, or in this case, a lawn mower.

Complexity Profile

Component Complexity

In the Tecumseh HSK635 two-stroke engine there are ten major components and five minor components that contribute to the efficiency of the cycle of the engine. A major component can be defined as a part of the engine that directly interacts and contributes to the efficiency of the engine, whether it is in the combustion process, timing or output of power. While on the other hand, minor components are simply parts of the engine that contribute to mounting of specific major components or mounting of the engine to its specific application, which in our case is a snow blower. The major components have the highest level of complexity due to their interaction with the cycle while the minor components have minimal to no complexity. Each component of the engine is ranked due to their complexity in the chart below 1 being the most complex and 15 being the least complex.

Complexity Rank Major Component Complexity Rank Minor Component
1 Carburetor 11 Crankcase Cover
2 Connecting Rod 12 Head Cover
3 Magneto 13 Fly Wheel Seat
4 Spark Plug 14 Fly Wheel Cover
5 Piston 15 Mounting Plate
6 Crankshaft - -
7 Pull Start - -
8 Fly Wheel - -
9 Exhaust - -
10 Piston Rings - -

Interaction Complexity

While the complexity of some of the components above may not be too complex the interactions between each of these components result in much higher complexity of the engine and its cycle. A simulation of these interactions can be found through [8]

Carburetor

The carburetor interaction with the engine is the most complex interaction due to its function of injecting fuel into the combustion chamber in order for the ignition to occur and cause the movement of the piston. The carburetor must interact with the necessity of the user through the throttle and choke to regulate the amount of or ratio of the fuel/air mixture that is being pushed into the engine. This interaction must convert a human signal into mechanical regulation which makes it the most complex interaction in the engine system.

Fly Wheel, Magneto & Spark Plug

The next complex interaction is that that occurs between the fly wheel, magneto and spark plug. This interaction uses the rotational movement of the magnet mounted on the fly wheel to trigger a signal that is sent through the magneto and to the spark plug that sends a spark into the combustion chamber and ignites the combustion process. This interaction is known as the timing of the engine cycle as each signal must be sent at exactly the precise moment in order for most efficient combustion to occur. If this timing were to be offset by the slightest increment then the combustion of the engine would either fail or become less efficient then desired and result in a break down of the engine cycle thus making it an intricate interaction.

Piston, Connecting Rod & Crankshaft

Another complex interaction in the two-stroke engine cycle is that of the piston, connecting rod and crankshaft. This interaction accounts for the output of power of the engine which is critical to the efficiency. The piston will receive pneumatic energy from the combustion of fuel in the combustion chamber and convert that into mechanical translational energy by its movement down that cylinder, this movement results in a push on the connecting rod which is attached to the crankshaft. As the piston moves repeatedly up and down in the cylinder the connecting rod will convert the mechanical translational energy into mechanical rotational energy into the crankshaft to be outputted through the crank shaft. Due to the high level of interaction of this system with the amount of power outputted this interaction is very complex.

Material Profile

Visible Materials

Steel: Carburetor, Spark Plug, Pull Start, Exhaust, Mounting Plate, Crankcase Cover, Crankshaft

Aluminum: Carburetor, Crankcase, Combustion Chamber, Head Cover

Plastic: Carburetor, Pull Start

Brass: Carburetor

Rubber: Magneto Wire

Not Visible Materials

Steel: Pull Start Lock Mechanism, Magneto, Fly Wheel, Connecting Rod, Piston Rings

Aluminum: Fly Wheel Seat, Piston

Plastic: Magneto

Brass: Carburetor

Copper: Magneto Wire

Ceramic: Spark Plug

Silicon: Magneto

User Interface Profile

In terms of what is occurring inside the engine and complexity of design, engines are very intricate.
Figure 1.3: Spark Plug
On the other hand, in terms of user input and knowledge of the engine, it is a relatively simple tool to use. In comparison to an advanced device, such as a computer, the two-stroke engine has a sufficiently easy interface for the user. For this reason, a wide variety of individuals are capable of using these tools. For example, elderly people can cut their lawn just as children can, both of which need little technical skill.

There are four main controls on a two-stroke engine that need to be known for proper use. These controls include the pull cord, the throttle, the choke and the fuel tank. The choke, throttle and fuel tank are clearly labeled, resulting in a simple user interface for these components. The throttle allows the user to determine how fast the engine is running or how many revolutions per minute it is outputting. The choke determines the ratio of fuel to air the engine is receiving which allows the user to start the engine quicker in harsher conditions, such as in cold weather. Users must keep the fuel tank full of an oil and gasoline mixture, of which a ratio is clearly labeled on top of the fuel tank cover. The pull cord is the easiest task the user must do to get the two stroke engine running, since it is as simple as pulling the cord, but without a label or instruction, may cause a bit of confusion at first. Overall, the two stroke engine is quite a simple tool for just about anyone to use.

As with anything that has moving parts, there is always maintenance required. Since there is such interchangeability with engine components, keeping a two stroke in a proper working condition isn’t necessarily hard, but may require previous knowledge about engines depending on the issue. The mixing of oil directly into the gasoline means that the engine is lubricating itself just by running. This self lubrication process means less maintenance for the owner. This is a great advantage over other engines that only run gasoline or diesel because with these other engines the oil must be changed frequently. Like other internal combustion engines, the spark plugs become dirty and wear out after time, so they must be changed. The life-cycle of a spark plug depends greatly on the amount of use the engine receives. Changing a spark plug is not difficult and can be done by the average two stroke engine owner with proper tools. Another important task that must be done to keep an engine in a good working condition is the cleaning of the air filter. This most likely has to be done less and is easier than changing the spark plug, depending on the environmental conditions the engine is running in. Having a working fuel filter is another maintenance requirement because damage to the engine can be caused by debris entering it either through the air taken in or the fuel. Cleaning or replacing the fuel filter is more of a difficult task because it is located inside the fuel tank. Depending on the owner’s technical skills and knowledge this may have to be done by a professional, but it is possible for the average two stroke engine owner to accomplish.

Product Alternatives Profile

Electric DC Brushed Motor

Advantages

Simple Design

Instead of using a gasoline powered combustion like that of the two-stroke engine, an electric DC motor uses an electromagnet to rotate a crankshaft which creates a mechanical rotational energy output.
Figure 1.3: Electromagnet inside an Electric Field [1]
A simple DC motor has a loop of wires, known as an electromagnet that is located inside of a magnetic field. As the opposite charges attract, the electromagnet will turn to be in its equilibrium state, which results in the rotation of the crankshaft. At the exact moment the electromagnet does a half turn, the direction of current in the electromagnet changes, and it rotates the rest of the way around ([9]). The electric field is switched using a commutator and brushes attached to the commutator ([10]). Switching the current every half rotation allows it to build momentum and rotate faster, resulting in a constant and powerful rotation cycle of the crankshaft.

Controlled Speed

While some aspects of an electric DC motor may be complex the act of controlling the speed is relatively simple. As the voltage being inputted into the system increases as will the speed of the rotation of the electromagnet. Equation 1 ([11]) demonstrates this relationship:

Product alternative2.png

According to this equation, there is a linear relationship between V (voltage) and N (rpm). This allows for variable speeds/rpm rates.

Gasoline

Unlike most common motors, an electric DC motor does not require an input of gasoline. This means that this is theoretically the more environmentally friendly of the alternatives due to both cost reduction, and elimination of gasoline. This alternative does not included the additional cost of buying gasoline on top of the initial cost of the engine. The elimination of gasoline also means that there is no need for pumps or valves, so the structure of the engine results in being much less complex while also eliminating the frequent need for maintenance of the engine.

Efficiency

The electric DC motor is much more efficient than a two-stroke engine. New DC motors can reach up to 50% efficiency compared to that of a two-stroke with efficiency between 20-30 % ([12]). This means that less energy is lost, and more is converted allowing for a cheaper way of providing shaft work.

Disadvantages

Maintenance/Life Span

A brushed DC motor requires high maintenance. The brushes connecting to the commutator need to be replaced regularly due to sparks produced between the commutator and the brushes (“Brushed DC Motors, 1). These sparks lead to increased wear on the brushes, and loss in engine efficiency. This means that the brushes need to be replaced for the engine to keep working.

Battery

Since electric motors do not use fuels, they require another source of energy. This type of energy comes from either a cord or a battery; using either will limit mobility. A cord will restrict the motor from being completely portable, while a battery will limit the motor to how long the battery can release the required amount energy. This limit in mobility can reduce the distance of the motor. A machine using the battery will also require charging while a cord will not. A battery may also not be able to output the required voltage needed for max power thus reducing its demand.

Comparison

The electrical engine appears to be of better quality than the two-stroke engine. The DC motor can cost a lot less than a typical two-stroke engine. Even though the life of the DC motor can be short, so can the life of a small two stroke-engine. For instance, neither the DC motor nor the two-stroke engine has lubricating systems. Each type of system has flaws. The two-stroke engine produces excess waste and has poor efficiency, while the DC motor constantly needs replacement brushes. The two-stroke engine would cost more to keep in a workable condition due to its need for mixing the fuel and oil before use. The most obvious comparison to be made is power output. Two-stroke engines were designed to out more power in a smaller system. This is another reason why they are less fuel efficient. A final comparison that can be made between these two is the noise level. A DC electric motor is much quieter than a two-stroke engine. A DC electric motor whines while a typical two-stroke engine sounds like a lawnmower.

Cost Differences

There are significant differences in initial cost between the two-stroke engine and the DC motor. A lower horsepower DC motor can start at $80.00 and vary up to approximately $300.00. A typical two-stroke engine will cost initially between $200.00 and $500.00. If this motor were to be used for a lawnmower, it would be a low end scale of most common small application motors. However, the maintenance cost does need to be taken into consideration. New brushes would cost a sufficient amount to replace because the motor has to be taken apart to reach the commutator. If the consumer is looking for a more powerful engine, the two-stroke is the ideal choice, however, if they are looking for an engine that will get the job done in a quieter, more efficient way, the electric DC motor is the better of the two.

Gate 2: Product Dissection

Preliminary Project Review

Planned Management

Project Review Completion Date: 10/18

Product Dissection Completion Date: 10/23

Wiki Due Date: 10/26

Revised Management

Project Review Completion Date: 10/26

Product Dissection Completion Date: 10/17

Wiki Due Date: 10/31

The alteration of the Project Review changed from 10/18 to 10/26 because of the content required in the section. The Project Review asks to assess the work and management plans of Gate 2 which needs to be done after the actual dissection of the engine.

The alteration of the Product Dissection changed from 10/23 to 10/17 due to a common free time between all group members as well as a realization of the amount of work entailed in the dissection and dissection assessment.

Work Timeline

10/14: Group meeting to determine a set date and time for the Product Dissection as 10/17 at 5:00 p.m.

10/17: Product Dissection began at 5:30 p.m. and was completed at 7:00 p.m.

10/21: Group meeting to compile, format and organize the pictures and videos taken during the Product Dissection. We also established a meeting date and time for the Product Dissection Assessment as 10/26 at 5:00 p.m.

10/26: Group meeting to work on the Product Review and Product Dissection Assessment.

Assessment

Gate 1

Our Management Proposal originally stated “We plan to do the majority of work away from each other, then the next time we meet each of us will revise everyone’s sections to get five different perspectives on the analysis at hand so that everything is covered that needs to be.” This plan worked for the most part as we split up the research and profiles along with the management and work proposals evenly between the five group members. We then established a group meeting to compile and format all of the work from each group member and we each revised each members section to gain five separate perspectives.

Conflicts Faces

In Gate 1 we encountered for the most part only one major challenge which was the time constraint. This challenge was due to poor time management by the group and we resolved this problem in Gate 2 by establishing dates in our Management Proposal for completion of each section of the Gate.

Gate 2

Our Management Proposal originally stated, “We plan to do the majority of work away from each other, then the next time we meet each of us will revise everyone’s sections to get five different perspectives on the analysis at hand so that everything is covered that needs to be.” Our management process altered so we did all of the work together due to the difference in work processes of Gate 1 and Gate 2. Gate 1 required a sufficient amount of research for completion which made it logical to divide the work between the group members, while Gate 2 required a group dissection and an assessment that requires analysis and discussions between group members.

We followed our Work Proposal exactly as it is stated in Gate 1 and it worked perfectly as planned. Our plan worked because of the previous knowledge of gas-powered engines by our technical expert; this made the dissection of the engine go smoothly without any problems. Our work plan was also successful due to the fact of precise recording and documentation of every step of the dissection as well as details for each step.

Conflicts Faced

During the Product Dissection we encountered three challenges: (1) stripped bolt, (2) chipped fan guard, and (3) lack of and accessibility of tools. To resolve these challenges, and avoid problems in the future, especially during reassembly of the product, we will: (1) replace the bolt with an equivalent; (2) even though the chip on the fan guard is irrelevant to the operation of the engine we will repair the chipped piece using an industrial grade adhesive; and (3) since we documented the size and type of each tool used during the dissection we can collect all tools needed for the reassembly before we begin which will reduce the time it takes to put the engine back together.

During the Product Dissection we addressed two challenges: (1) difficulty in the removal of the fly wheel bolt, and (2) a dead battery in the intended video camera. We immediately addressed these challenges during the dissection by: (1) increasingly used more force, and changed directions repeatedly; (2) used alternative recording devices (phones).

Product Dissection

Difficulty Scale

  1. Takes a relatively short period of time, fasteners are easily visible and removable no prior knowledge of engine construction is required.
  2. Fasteners may be harder to remove due to corrosion, still little or no prior knowledge of the engine is needed for part removal.
  3. Fasteners may be harder to remove due to corrosion and obscure location. Some mechanical knowledge and or knowledge of engine construction may be needed here.
  4. Fasteners may be hard to remove due to a significant amount of corrosion and or significant damage to fastener. Mechanical knowledge is required for removal of these parts along with some prior knowledge of engine construction is required.
  5. Fasteners may be mostly or completely obscure. High difficulty in removing fasteners due to high corrosion and or damage to fastener. Mechanical knowledge and prior knowledge to engine construction is required. These steps would require the most amount of time due to their complexity.
  • Note: Fasteners refer to any bolt, screw, nut, that is holding a part to the engine.


Disassembly Process

Step Description of Step Tools Used in Step Components of Removed Part Image Time Taken (Seconds) Observations Difficulty Based on Time & Skill Required
1 Removal of Carburetor Allen Wrench Carburetor & Gasket Carb Removal.jpg 30 sec Carburetor still had oil in it 2
2 Removal of Spark Plug 3/4 in Wrench Spark Plug Spark Plug Removal.jpg 10 sec Had trouble finding a wrench that fit; Spark Plug was dirty 1
3 Removal of Pull Start Mechanism 1/4 in Wrench Pull Start Mechanism Pull Start Removal.jpg 150 sec Pull Start Cover was chipped 1
4 Removal of Fly Wheel Cover 3/4 in Wrench Fly Wheel Cover Pull Start Cover1.jpg 60 sec Leaves the Magneto and Fly Wheel Exposed 1
5 Removal of Exhaust 7/16 in Wrench Exhaust Exhaust0.jpg 20 sec N/A 1
6 Removal of Magneto 1/4 in Wrench Magneto Magneto01.jpg 45 sec N/A 1
7 Removal of Fly Wheel 18 mm & 3/8 in Socket Fly Wheel Flywheel Removal1.jpg 100 sec We didn't know which direction the shaft moves and therefore wasn't sure if it was clockwise or counterclockwise for removal. The Fly Wheel nut was stripped (i.e. It had been tampered with in past disassembly 4
8 Removal of Fly Wheel Seat Star Driver Torx T30 (vice-grip needed for more torque) Failed to remove component Flange Mounting.jpg 195 sec before postponing removal We were unable to pull apart, because it was attached to another component N/A
9 Removal of Mounting Plate 1/2 in Wrench Mounting Plate Mounting Plate.jpg 120 sec Fly Wheel Seat still not removed 2
10 Removal of Crankcase Cover Husky Star Driver T25 Crankcase Cover Crank Case Cover.jpg 35 sec Fly Wheel Seat still not removed 1
11 Removal of Head Cover Husky Star Driver T30 Head Cover Head Cover10.jpg 80 sec Spent most of the time searching for the right tool 1
12 Piston Disassembly 5 mm Socket Wrench & 7/16 in Wrench Fly Wheel Seat, Crank Shaft, & Piston parts Crank Piston Attached1.jpg 225 sec Fly Wheel Seat finally came off, it was attached to the Crank Shaft. It came out together with the Crank Shaft when the Piston was disassembled. Note: The Fly Wheel Seat still didn't come off on its own, we suspect there is a bearing connecting it to the Crank Shaft 4
Figure 2.1: Carburetor

File:Piston In Action.AVI

Is that intended to be disassembled?

Carburetor: As the carburetor is seen as a system of its own, then it is technically intended to be disassembled but not for the intentions of this project. The carburetor is not intended to be disassembled in our Product Dissection because it is seen as a separate system/product from the engine. Evidence that the carburetor is intended to be disassembled is the fact that there are screws and and small bolts all over it. It would seem that the carburetor was meant to be disassembled by professional dues to its small component size and complexity. An example of the complexity of the carburetor is the complex spring-valve system visible from the side.The process and detailed system analysis of a carburetor are well-documented and easily accessible on the internet. A disassembly of the carburetor in our Product Dissection would be seen as a waste of work time as well as unnecessary work to determine information that can be easily found outside of the lab.

Engine: The engine is intended to be disassembled in order to repair broken parts and components as well as determine the series of subsystems that it entails for analysis to ensure proper and efficient operation. Evidence that the engine is intended to be disassembled is the fact that it is built using bolts, screws and gaskets and doesn’t have any welded connections which give the user the option to disassemble it in the occurrence that replacement parts or system analysis is needed.

Subsystem Connection Table

Connection Table.jpg

Implemented Process

The human energy inputted by the user into the pull start is needed to create rotational momentum in the fly wheel which the magneto is in close proximity to. Once the fly wheel rotates, a magnet sends a signal to the magneto which sends a pulse of electricity to the spark plug at the exact moment necessary for the combustion. The carburetor controls the throttling of the engine by controlling the amount of fuel/air mixture going into the combustion chamber when the spark is fired and the combustion starts converting electrical energy from the spark to chemical energy from the combustion then to mechanical energy in the translational motion of the piston to the rotation of the crankshaft.

Global Factors

  • Availability of Resources: The connections include basic components that are universal to most two-stroke engines around the globe making it easier for the user to locate interchange the appropriate parts if necessary
  • Cultural Attributes: The materials used give the engine the capability to withstand both hot and cold weather conditions and maintain the same amount of work production, so the external conditions do not affect the performance of the engine

Societal Factors

  • Safety: Connections from the pull start to the fly wheel include a strong casing over the connection to ensure safety from high speed systems of the engine as well as any foreign debris that threatens to enter the engine during the cycle
  • Aesthetics: Every object that is purposely visible is black
  • Ease of Use: The handle of the pull start is shaped from the comfort of the user
  • Safety: Controlled combustion within a chamber made of sufficiently durable material
  • Safety: A rubber casing from the magneto to the spark plug ensures safety of the user to avoid electrical energy escaping the system when it is unnecessary

Economic Factors

  • Cost: Connections that don’t require a lot of force onto them are made out of plastic or sheet metal to reduce nonessential cost
  • Cost: Uses cheap, unleaded fuel
  • Cost: Uses a pull start rather than an electric start

Environmental Factors

  • Emissions: The engine meets applicable emission regulations
  • Less Waste: Use of reusable material such as the metal from the piston cylinder that can be melted down and reused

Gate 3: Product Analysis

Cause for Corrective Action

Our biggest challenge as a group has been time management, we tend to leave a bulk of the work until just before the gates are due. To resolve this for the current gate we started with the majority of the work a week in advance and have more frequent, longer, and productive meetings. In doing so we believe that we will be more successful in this gate and in future assignments by allotting a more sufficient amount of time to each task.

Component Summary

Component Image Function Material Manufacturing Model Number Quantity Uses in One Cycle
Carburetor Carb11.jpg Sense User Input: Throttling, On/Off Aluminum, Steel, Brass, Plastic Forging, Die Casting, Drilling and Milling N/A 1 Dependent on user
Spark Plug Spark1.jpg Receive a signal from the Magneto to trip the spark to ignite the combustion Steel, Ceramic Die Casting, Turning Champion CJ8Y 1 1
Pull Start Mechanism Pull Start1.jpg Input Human Energy and create first energy in the engine system. This causes the first rotation of the fly wheel and signal from the magneto starting the cycle of the engine. Steel, Plastic, Rope Injection Molding N/A 1 1 (First Cycle)
Pull Start Lock Mechanism Pull Start2.jpg Transport Human Energy from the Pull Start Mechanism to the Fly Wheel Steel Forging 51 1 1 (First Cycle)
Pull Start Cover Pull Start Cover1.jpg Protects the Pull Start Mechanism; Aesthetics Steel Forging N/A 1 Always Used
Exhaust Exhaust1.jpg Export waste gases from the combustion out of the engine Steel Die Casting, Rolling N/A 1 Consistently Used
Magneto Magneto.jpg Receive a signal from the rotating magnet on the Fly Wheel which trips a signal to be sent to the Spark Plug to ignite the combustion Steel, Plastic, Silicon Extrusion, Forming 9-071 1 1
Fly Wheel Fly Wheel1.jpg Timing: Allows the signal to the Spark Plug to be sent at exactly the right moment every cycle. Cooling of the engine. Steel Die Casting N/A 1 Continuous Rotation
Flange Mounting Flange Mounting.jpg Mounting of the Fly Wheel Aluminum Die Casting 15-0-68 1 No Use in Cycle
Mounting Plate Mounting Plate.jpg Mounting of engine from the side of the Crank Case to the device being powered Steel Die Casting N/A 1 No Use in Cycle
Crank Case Cover Crank Case Cover.jpg Encloses the Crank Case to avoid unwanted debris from entering the piston cylinder and interfering with the cycle Steel Forging N/A 1 Always Used
Crank Shaft Crank Shaft2.jpg Convert Mechanical Translational Energy from the Piston movement to Mechanical Rotational Energy to be outputted Steel Turning N/A 1 Continuous Rotation
Crank Case Crank Case1.jpg Protects the Crank Shaft and Connecting Rod from foreign objects that might interfere with the cycle; keeps fuel-air mixture contained Aluminum Die Casting, Machined 526 1 Always Used
Combustion Chamber Combustion Chamber1.jpg Contains and controls the combustion of the fuel to allow translational movement of the Piston Aluminum Die Casting, Machined 526 1 1
Piston Piston Head11.jpg Create Pneumatic Energy from the compression of gases in the Combustion Chamber and convert it to Mechanical Translational Energy through its repeated translational movement due to the combustion Aluminum Die Casting, Machined 5-0-69 1 2
Connecting Rod Connecting Rod111.jpg Connects the Piston head to the Crank Shaft and uses the translational movement of the Piston to rotate the Crank Shaft and create Mechanical Rotational Energy. Steel Die Casting 25-0-40 1 2
Piston Rings Piston Rings111.jpg Seals the Combustion Chamber so no pressure or gas is lost around the edge of the Piston head Steel Stamped N/A 2 2
Head Cover Head Cover.jpg Protects the Piston and stops unwanted debris from entering the Combustion Chamber and interfering with the cycle; holds the Spark Plug Aluminum Die Casting, Machined 4-0-69 1 Always Used
Spark Wire Spark Wire1.jpg Transmitting Electrical Energy to the Spark Plug Rubber, Copper Wire Drawing N/A 1 1
Relief Valve Cover Relief Valve1.jpg Pressure equalizer Steel Pressed N/A 1 1


Materials

Steel: This material of some of these components was determined by its magnetic property. A magnet was held up to each component, those that were magnetic were concluded as steel. This material is ideal for the components that it was used for, such as the Piston Rings, Connecting Rod and Crank Shaft, because of its strength, durability and low cost.

Aluminum: This material was determined through its non-magnetic property as well as metallic color. The group determined that if the material was metallic silver then it was either Steel or Aluminum which could then be differentiated using a magnet. Aluminum is ideal for the components that its used for, such as the Piston, Combustion Chamber and Crank Case, because of its thermal resistance and low cost.

Functional Model

Functional Model1.png

Functional Matrix

Function(RIGHT) Component(DOWN) Mounting/ Protection Import Human Energy Import Chemical Energy Sense Throttle Signal Sense On/Off Signal Convert Chemical Energy to Pneumatic Energy Convert Pneumatic Energy to Mechanical Translational Energy Convert Mechanical Translational Energy to Mechanical Rotational Energy
Carburetor 0 0 1 1 1 0 0 0
Spark Plug 0 0 0 0 0 1 0 0
Pull Start Mechanism 0 1 0 0 0 0 0 0
Pull Start Lock Mechanism 0 1 0 0 0 0 0 0
Pull Start Cover 1 0 0 0 0 0 0 0
Exhaust 0 0 0 0 0 0 0 0
Magneto 0 0 0 0 0 1 0 0
Fly Wheel 1 0 0 0 0 1 0 0
Flange Mounting 1 0 0 0 0 0 0 0
Mounting Plate 1 0 0 0 0 0 0 0
Crank Case Cover 1 0 0 0 0 1 0 0
Crank Shaft 0 0 0 0 0 0 0 1
Crank Case 0 0 0 0 0 0 1 1
Combustion Chamber 0 0 0 0 0 1 0 0
Piston 0 0 0 0 0 0 1 1
Connecting Rod 0 0 0 0 0 0 1 1
Piston Rings 0 0 0 0 0 1 1 1
Head Cover 1 0 0 0 0 1 0 0
Spark Wire 0 0 0 0 0 0 0 0
Relief Valve Cover 0 0 0 0 0 1 0 0

Figure 1.2: Note: 1 = Component is involved in the function, 0 = Component is uninvolved in the function

Component Assessment

Fly Wheel

Component Function

The fly wheel performs four functions, consistency, timing, performance and cooling. The first function fly wheel is to resist changes in speed and maintain consistency, for example if the piston is exerting an uneven torque through the engine, the fly wheel is responsible for evening it out. The rotational inertia of the fly wheel is critical to the timing of the engine, which is the reason why design revisions of most engines do not involve the fly wheel. Another function that the fly wheel performs is to send an electrical signal to the spark plug through the magneto after every rotation using the attached magnet.
Figure 3.1: Fly Wheel - Magneto
The rotation of the fly wheel is what ultimately signals the ignition of the gases in the combustion chamber. The third function of the fly wheel is its ability to increase the performance of an engine. The fly wheel will allow an engine to store and release more energy faster, thus allowing it to perform tasks which require more power. The final function that the fly wheel performs is cooling of the engine. The blades that line the outside of the wheel act as a fan that propel hot air out of the engine. There are slits in the pull start which allow the air to be circulated out of the engine by the fly wheel more effectively. The flow that is associated with the fly wheel is the energy flow that is ultimately initiated through its rotation. The magnetic field signals the flow of electrical energy into the chamber through the piston head and connecting rod to the crankshaft where mechanical rotational energy is outputted.


The fly wheel is meant to function through a high vibration, high heat, and variable speed environment. The high vibrations come from the piston moving quickly up and down inside the cylinder. The fly wheel is rotating just as fast as the piston is moving up and down, therefore, the fly wheel is rotating extremely fast thus creating a high amount of heat transfer at its center. This is combated by using oil to decrease the amount of friction produced, however the center will still be extremely hot. The fly wheel is therefore made of steel which has a high melting point thus allowing it to operate in such an environment. The variable speeds originate from the combustion sent to the piston. Initially the piston will be forced down with a significant amount of force, but as it bottoms out, the volume increases, and the combustion decreases in magnitude thus decreasing the force, this rapid and repeating increasing and decreasing of force cause high vibrations throughout the cycle. The fly wheel combats this by keeping the cylinder rotating at a near constant frequency.

Component Form

The general shape of the fly wheel is basically a disk. If looked at straight on it would be a circle with a hole in the middle.
Figure 3.2: Fly Wheel Form
The fly wheel has large blades on the outside which get larger as the radius increases. The function of these axially symmetric blades is to increases the mass of the fly wheel at its radius thus increasing its moment of inertia as well as act like a fan to assist in cooling the engine. Another feature that the fly wheel has is a magnet and counter balance. The magnet is used to send the signal to the magneto, however, the magnet also increases mass on that spot on the fly wheel, so in order to counter balance it, there is another larger piece of metal that is of the same mass that is determined to be made of steel. The fly wheel is primarily a two dimensional object, however the ridges make it more of a three dimensional object.


The fly wheel’s diameter at its largest distance is 16.75 cm, its largest thickness is 4.5 cm and it weighs approximately 1.0 kilograms.


The fly wheel’s shape allows it to rotate faster with less air resistance. Since it is a thin disk, it has small edges that would create a higher air resistance at the corners. Its shape allows it to cut through the air and reduce the air resistance resulting in more potential momentum that the fly wheel can hold.

A stock fly wheel is typically made of steel. This fly wheel appears to be made of steel due to the amount of rust and the heavy weight. I do not think that manufacturing processes influenced this. The decision to use a steel fly wheel is usually based on performance or economics. A steel fly wheel will hold inertia better as well as last longer due to durability, while an aluminum fly wheel will not allow as much inertia and will throw off the timing of the cycle. This engine was made for a snow blower, so faster revolutions are not an issue, the work output is the issue. The only specific material property that a fly wheel will need is a high melting point. It not only spins extremely fast creating significant friction, but it is also close in proximity to the combustion chamber which will also heat it up.


The four factors of design did influence the material used to build the fly wheel. The first major factor is an economic design consideration. Steel was used as the material not only because it carries momentum better, but also because it is less expensive to manufacture. It is cheaper to manufacture because there was more abundance of steel than there was aluminum when the engine was made, which leads to the global factor. The United States has a very large steel production as does Russia and China which is where most of the parts are made for this engine, the fly wheel is no exception. There is no societal design factor because it is inside the engine and is not meant to be taken off or visible, therefore there are no aesthetics or safety features.


The color of the fly wheel is dirty silver, much like the cylinder and combustion chamber. Its surface finish is smooth, however it is not as smooth as the piston cylinder which may not have been finished, just molded. This characteristic is neither functional or aesthetic. The fly wheel does not need a smooth surface finish in order for it to perform its function. The choice of steel for the flywheel is purely performance and cost-based.

Manufacturing Methods

The fly wheel is manufactured by die-casting and machining processes.
Figure 3.3: Ejector Marks left from Die-Casting
These processes are easy to determine because there are riser marks on the underside of the base. The fly wheel most likely started out as a steel alloy ingot that got melted down and poured into a mold. When the steel had cooled and hardened, the mold was removed leaving the riser marks. It was then turned and grinded so that the edge of the fly wheel became smooth, the ejector marks were ground down, as shown in Figure 3. Material choice did not impact this decision, only the shape was impacted. The fly wheel required good dimensional geometry, and since it was made in bulk, it required geometric and dimensional consistency. Trying to make a part such as the fly wheel in bulk with the amount of smooth edges and ridges would take more time using just a machining process.


There are only three factors of design that impacted this decision. They were global, societal, and economic. Manufacturing process was influenced globally because there are only certain places that have the sufficient population to make this component in bulk quickly. Societal impacted this process, because production does not require people who have knowledge of the machines or prior experience in factories. The people working in the factories must only know when something is hot and not to touch it, otherwise they are probably performing the same task every day. This process was influenced by economics because die-casting the fly wheel is the cheapest and efficient process to make a component of this shape.

Component Complexity

Based on a 1-5 scale, a 1 being a part with simple geometries and requiring only one manufacturing process, and a 5 being a part with complex geometries and requiring multiple manufacturing processes, the fly wheel is fairly non-complex. The fly wheel is ranked as a 1. The most complex part of the fly wheel is the ridges. The function of the fly wheel is simple, and it is simple to carry out. The form of the fly wheel is the most complex part. Its ridges are of a more complex geometry. The interactions it makes are simple as well. It keeps the crankshaft rotating consistently and sends an electrical signal every rotation. A more complex interaction would by the piston cylinder sucking in air and blowing out exhaust.

Piston

Component Function

The piston and the piston rod transfer the potential chemical energy contained in the combustion of the fuel-air mixture into mechanical translational energy through its movement in the cylinder to the crankshaft. The initial pull of the pull start moves the piston towards the bottom of the cylinder, creating a low pressure system inside and drawing the fuel-air mixture from the carburetor. The piston rings around the outside of the piston head create a seal so that the explosive force from the combustion of the fuel is directly translated to the piston and through the piston rod into the crankshaft. The piston is directly related to conversion functions as seen in. These functions include the conversion of chemical energy to pneumatic energy, conversion of pneumatic energy to mechanical translational energy and conversion of mechanical energy to mechanical rotational energy. For the conversion of chemical energy to pneumatic energy the piston is influenced by both the human and potential chemical energy being input.


The throttle, start and stop signals all affect whether or not the piston is used and if so, how fast it cycles. The piston is exposed to the most extreme heat of the engine processes because it is inside the combustion chamber. Due to the high frequency of rotation and motion, the piston is exposed to friction forces from the cylinder walls and the crankshaft connection.

Component Form

Figure 3.4: Piston Head
The cylindrical shape of the piston head is due to the fact that it must slide up and down inside the cylindrical combustion chamber. The piston head is axial symmetric and contains movable piston rings that adjust to the changing diameter of the chamber due to drastic temperature changes caused by combustion and friction. The piston rod has reflective symmetry in such a way that it can be attached to the cylindrical crankshaft. Both the piston head and the piston rod are primarily three dimensional. The piston head is about 5.3 cm in diameter and 4.4 cm in height. The piston rod is 10.3 cm high and 1.4 cm wide. These two parts together, as in normal working condition weigh approximately 0.227 kg.


The piston head is made from aluminum. This can be determined by the weight of the piston and the lack of magnetism.
Figure 3.5: Piston Profile View
Also, after cleaning the dirt and burnt fuel debris off of the piston head there was no corrosion or destructive forces other than wear and tear, as with a steel piston head rust may develop. The lightness of aluminum makes it a sensible choice because the heavier the piston, the more work the engine would have to do to get the same power output. Also, aluminum is softer than steel which makes it easier to mill and machine. The cost of aluminum being less than that of other metals such as copper or steel makes it a good choice for a part that only requires the properties that aluminum fulfills. This economical factor is seen throughout the design of the two stroke engine. On the other hand, the piston rod is engaged in higher compressive forces and stress because it is the main component converting the mechanical translational energy to mechanical rotational energy. For this reason, steel is used due to its hardness and strength properties. The magnetism of the piston rod and the weight prove that it is made of steel. Although steel may cost a bit more than other metals, for the safety of the user and the machine, in the end the cost is made up for.


Since both the piston head and the piston rod are only seen if the engine needs serious work done to it, aesthetics do not apply to this component. For this reason, paint or other coloring agents are not used on the piston. Although the piston head is not designed to “look good”, it is designed to work well. The smooth surface finish of the piston head allows for less friction on the cylinder walls and in turn means higher efficiency. There is also a smooth surface finish on the area of the piston rod that connects to the crankshaft and on the area that attaches to the piston head, again for creating the least amount of friction. The surface finish on the rest of the piston rod is rough, but for no particular purpose.

Manufacturing Methods

The piston head and piston rod were both made by die casting.
Figure 3.6: Connecting Rod Ejector Marks
There are clear ejector marks to prove this (see Figure 3.6). Although the piston rod can be simply made with only the use of die casting, the piston head requires more processes. To get the piston ring slots to be perfectly even, the use of turning was necessary (see Figure 3.5). The circular, axial symmetry is proof of turning. To get the holes where the pin connects the piston rod to the piston head, the process of drilling was used (see Figure 3.5). The straight, even hole directly through the piston head is proof of drilling. Since the piston head is made of aluminum, which is a fairly soft material, there is no restriction on the type of manufacturing processes that can be used. The piston rod being made of steel, which is a hard metal, does not require any alternative manufacturing process other than die casting. The milling or drilling of the steel piston rod would be more difficult than the milling or drilling of a softer metal such as aluminum.


Since die casting is a relatively cheaper manufacturing process of high volumes of the same part, the die casting of the piston rod and head are the most economical choices for the manufacturer. Also, the use of aluminum for the piston head is much more economical than using a more expensive metal, such as steel. The material choice of steel for the piston rod is a societal design factor. If a weaker metal was used for this component, the safety of both the engine and the user would be at risk because there would be an increased chance of breaking. The breakage of the piston rod would cause serious damage to the engine and could result in user injury.

Component Complexity

Based on a 1-5 scale, a 1 being simple geometries and requiring only one manufacturing process and a 5 being a part with complex geometries and multiple manufacturing process needed, the piston head would be a 3 and the piston rod would be a 1. The piston rod has simple geometries and is made with only die casting. The piston head is fairly simple as well, but it requires die casting, drilling and turning, so it is a bit more complex.


The piston interacts with the components it is attached to rather simply. It gets forced either up or down inside a cylindrical chamber from both the crankshaft it is attached to and the explosive forces of the combustion of the fuel and air mixture. On a scale of 1-5, a 1 being a component that is only used once in a process, such as the pull start mechanism, and a 5 being a component that requires multiple functions, such as the carburetor, the piston would be a 2.

Magneto

Component Function

The magneto is an electric generator which has been tuned to create periodic high voltage pulses.
Figure 3.7: Fly Wheel - Magneto Connection
These high voltage pulses when created are transmitted to spark plug to create the spark that ignites the expanding gases. It takes in the signal; the magnetic field created by the magnet on the spinning flywheel, and converts it to electrical energy which it transmits to the spark plug.


The magneto is designed to function in harsh weather conditions such as severe winter. It wouldn’t function if submerged in water (except pure water), hence it functions in non–aquatic environments.

Component Form

Figure 3.8: Magneto Form
It consists of a U-shaped armature with a case, which is shaped like a 3-prong plug, attached to its center. The case encloses the primary and secondary coils, the electronic control unit. The cable that connects the magneto the spark plug is connected to the case. The magneto is a 3 dimensional component with dimensions of (5.4 x 7.2 x 3.6) cm.


The magnet on the flywheel induces a magnetic field on the armature when it flies past. This magnetic field induces current into the primary and secondary coil. It is for this reason the armature faces the flywheel. The case is attached to one leg of the armature; I deduce this is where the primary coil is connected to the armature.


The weight of the magneto is estimated to be less than 1 lb. The armature is made of steel, the magnetic property of steel is necessary to create the magnetic field the magneto converts to electrical energy. Economic factors such as cost were considered in choosing the material used in the armature. The case in is made of high density rubber and the coils enclosed in the case are made of copper. The copper is used for its high conductivity. Economic factors such as cost were taking into consideration in choosing copper. The case is present and made of high density rubber for safety reasons which are influenced by societal factor.


The case is black for aesthetics, but the armature has no aesthetics in its present state. The armature since its enclosed has little or no aesthetic purpose. The armature is presently in a rusted state with no sign of a finishing.

Manufacturing Methods

The primary and secondary coils were extruded. The armature consists of multiple sheets that were cut and shaped from a larger sheet of steel; the each individual layer has a clip that fits into another sheet. When put together this individual clip holds them together all the sheets together. The clip doesn’t incur any extra cost since it is cut out into that shape from the larger sheet; hence it is a very cheap way to hold the sheets together. The decision for using clips is influenced by economic factors.

Component Complexity

Based on a 1-5 scale, a 1 being simple geometries and requiring only one manufacturing process and a 5 being a part with complex geometries and multiple manufacturing process needed, the magneto has a complexity rank of 3. The magneto is ranked intermediately on this complexity scale due to its very simple parts and multiple manufacturing processes. The simple parts of the magneto include the armature and a black case containing the primary and secondary coils and the electronic control unit, while the manufacturing processes include extrusion and shaping.

Carburetor

Component Function

The function of the carburetor is to sense user input by way of the choke and throttle settings, then mixes the fuel and air accordingly.
Figure 3.9: Carburetor Connection
The mixture is then drawn into the cylinder head on the down stroke of the two stroke engine. The carburetor helps to perform multiple functions by supplying a combustible mixture to the cylinder head. In doing this combustion is made possible and results in the rotating of the fly wheel which in conjecture with the magneto produces electricity for the spark plug. With the process of throttling also being controlled by the carburetor timing is also directly controlled by the carburetor. Flows that are associated with this part would include a human signal input and also chemical energy in and chemical energy out.


The carburetor is designed to work in a snow blower based on model number that was found on the engine block. Evidence that this carburetor was meant to be used in a cold wet environment can be found in the use of materials. The butterfly valves on the inside of the carburetor have been made of brass to prevent corrosion in addition the intake and most of the fasteners have also been made of brass for the same purpose.

Component Form

The carburetor for this small engine is fairly complex and is made up of several different shape components however in general it is made up of cylindrical and square parts. The carburetor does not have a true axis of symmetry due to the complex function of the carburetor. The carburetor measures 7.62 x 6.03 x 7.0 cm. The carburetor does have a noticeable cylindrical chamber where fuel appears to be stored just before mixing of the fuel and air. There is also a couple of butterfly valves to control the flow of air into the carburetor. The carburetor is primarily 3 dimensional. The main body of the carburetor is shaped like a box and is hollowed out on the inside into a circular shape, the reason for this is to allow efficient function of the butterfly valves inside the carburetor to allow either complete or no flow of air into the component.

Figure 3.10: Carburetor Form

The component roughly weighs 0.23 kg and is made of a combination of steel and brass. The main body is made from cast steel, this was determined not to be aluminum because of its magnetic property. The cast steel was then machined on the inside to allow airflow and optimal performance of the butterfly valves. The carburetor is mounted directly to the engine and would have to be resistant to fatigue due to heat. Aluminum is used for the reservoir. The use of brass on the valves would most likely be for reduced friction and spark resistant material property. Given the reservoir of fuel in the carburetor and its function of creating an optimal ratio of air and fuel for combustion this is a very important material property. Societal factors play a lot into this decision to ensure safe operation by the user. With brass producing less friction than steel an environmental factor can be found with its use in the butterfly valves and the intake, with less friction the efficiency of the carburetor is improved and could result in better fuel economy and lower emissions. The only global design consideration would be the design of the carburetor to use normal gasoline. This also plays into the economical factor by using a combination of both brass and steel, brass is more expensive than steel so only using in sparingly saves cost and its spark resistance prevents law suits.


This component has no aesthetic purpose, it is purely functional. The component is made up of a couple shades of metallic silver and some dull gold pieces. Supporting the fact that this is a purely functional component all of the colors on the carburetor are there just because of the color of the materials used there is bright silver for the aluminum reservoir brass for the valves, intake and some fasteners and steel for the rest. The main body is cast and has been left with a non-machined surface finish on the exterior, however on the interior it has been machined for functional purposes. The finish on the rest of the component is smooth due to the method used for production. The only component that really has an aesthetic property is the lever for the choke which has been formed not just for strength but for appearance with a clearly defined handle and valley pressed into the structure.

Manufacturing Methods

The main body of the carburetor has been cast from steel this is apparent from the rough exterior of the component, inside the casting it has been machined, could even just have been milled out due to the fact that the portion machined is completely round and just increments in sizes from one end to the other. Another manufacturing method that was used on the valves, reservoir and intake is forming. It appears that the parts have a simple shape and all the edges are very rounded and have most likely been stamped over a die to form the shape. Some edges would have had to been ground to achieve their edges. Then all the fasteners would have been extruded and rolled to get the threads. Material wouldn’t have been as much of a factor as shape with the material. The body of the carburetor has a pretty complex shape which would make it hard to impossible to actually shape and form it in the way that most of the other components were made. Material choice did aid the process of forming the butterfly valves, intake, and reservoir however. The reservoir is aluminum which is soft and easy to bend. The valves and intake are made of brass which is even softer and makes stamping the parts out much easier. The stamping method used to make the reservoir, valves and intake the process of stamping out the parts works into the economical factor along with the choice of casting and machining the body of the carburetor.

Component Complexity

Given a 1-5 scale, a 1 being simple geometries and requiring only one manufacturing process and a 5 being a part with complex geometries and multiple manufacturing process needed. The carburetor is a complex component. It is made up of several different parts and performs a complex process of mixing air and fuel. Individually the parts that make up the carburetor are simple, the most complex of which being the butterfly valve. On a scale from 1-5 for the carburetor complexity 1 being few machining operations and consisting of few parts when assembled, and 5 meaning the part was made using many machining operations and consists of many different parts. For complexity the carburetor is definitely a 5, it is its own subsystem and performs a very important task. The carburetor also interacts with other components. The carburetor acts as an interface between the user and the engine, controlling the amount of air and fuel that is forced into the cylinder head on the down stroke of the piston. The carburetor controls combustion and directly controls the movement of the piston, the crankshaft and the flywheel which also controls the magneto’s production of electricity.


For complexity of the interactions given a scale of 1 to 5 where 1 is a small amount of interactions and interactions aren’t complex to a max of a five where there is a number of different interactions and the interactions are very complex. The interactions of the carburetor would rank at a 4, it impacts the whole combustion process but the interactions are simple. Fuel and air are mixed and then sucked into the cylinder head. The biggest interaction is the one between the carburetor and the user.

Solid Modeling

Choice of CAD Package

For the process of solid modeling we selected Autodesk Inventor 11. It was determined that for this challenge inventor was best suited for the job, being very versatile when it comes to creating 3D components. Inventor also makes it easy to create several different views of a part after it is finished.

Choice of Components For Modeling

For our small engine the components chosen for #D modeling were the piston, crank shaft, connecting rod, and the pin the joins the connecting rod to the piston head. These are the components responsible for converting the downward force from the pressure of combustion to translational mechanical energy and then into rotational mechanical energy, which is the intended output for the small engine used to power a snow thrower.

Solid Models:

Piston inv.jpg Pin inv.jpg Connecting rod inv.jpg Crankshaft inv.jpg Assembly1 inv.jpg Assembly2 inv.jpg

Engineering Analysis

A key function that an engine performs is converting Mechanical Translational Energy into Mechanical Rotational Energy. This is done by igniting an air/fuel mixture in the Combustion Chamber, which increases pressure and pushes down on the top of the cylinder head. The Piston head is attached to a Crank Shaft via a Connecting Rod which is in turn connected to the Crank Shaft in an offset position, so when the cylinder is pushed down, the Crank Shaft rotates. An engineering analysis can be performed to calculate the singular velocity of the Crank Shaft.

The first step in calculating the angular velocity is determining the initial velocity of the Piston head right after the mixture is ignited. The piston moves a small distance, so we assume that the velocity is constant and equal to the initial velocity. The velocity can be measured by an experiment using a Piston not connected to the Crank Shaft, and the normal amount of air/fuel mixture that is used for one rotation. Using a flag/gate system, one can ignite the mixture in a Piston cylinder, and as the Piston moves through the gate, one can measure the time in which it takes for the Piston to move through the gate. From this, the velocity can be measured as:

v=d/t

After multiple trials, the average velocity can be calculated. The Mechanical Translational Energy can be measured as:

KE(translational)=1/2mv^2

After the Translational Energy is calculated, the Rotational Energy can be calculated by making a number of assumptions. The first assumption made is that no energy is lost due to heat or friction when converting from Translational to Rotational Energy. The second assumption is that the Crank Shaft is not attached to anything. The third assumption is that all of the air/fuel mixture will be used every time. From these assumptions, we get that:

KE(translational)=KE(rotational)

And:

KE(rotational)=1/2Iw^2 (1)

We will assume that w is the angular velocity, the Crank Shaft is hollow and the inertia (I)is given by the following equation:

I = mr^2 (2)

Where m is the mass of the Crank Shaft, and r is the radius of the Crank Shaft. We can then substitute equations (1) and (2) to solve for the angular velocity (w):

w = √(2(KE(rotational))/(mr^2 ))

Design Revisions

Increase of Piston Rings

Since the piston rings are a key component in the efficiency of the potential chemical energy being converted into mechanical rotational energy, a revision in this area would be appropriate. An addition to the number of piston rings would result in more of the combustion force being transferred through the piston rod and into the crankshaft.
Figure 3.11: Piston Rings
Instead of having two piston rings, a design revision implementing three would be an advantage. The increase in piston rings would cost more money because of the addition of material and additional turning of another piston ring slot would be required. While this would be an economic downfall for the manufacturer, there would be an advantage in the environmental sense. The increased efficiency of the piston would result in less fuel consumed by the engine and in turn mean less fuel needed to be bought by the user. Not only would this be an economic advantage for the user, but it would result in fewer emissions as well. Less emission means less negative impact on the environment.

Piston Head Material

The amount of force that is required to move the piston up and down negatively impacts the engines power output. For this reason the current piston head is made out of a fairly light and cheap metal, aluminum. A lighter piston head with the same or better strength characteristics would increase the engines power output even further. The use of titanium for the piston head would give this result. The use of titanium would be expensive for the manufacturer, as well as the buyer.


This design revision would positively impact environmental factors and in the long run would positively affect economical factors for the user. The greater efficiency of the engine means less emission into the atmosphere. With greater engine efficiency comes less fuel needed to be purchased, which means it costs the user less in a winter season to snow blow their driveway. The use of a high quality metal such as titanium means less wear on the piston head which in turn results in less service of the engine and less maintenance cost for the user.

Fly Wheel Form

Two of the fly wheel’s functions mentioned in the component analysis are to increase the power output of the engine, and help with the engine cooling. Since the current flywheel is completely solid, the fly wheel needs ridges that act like fan blades to help cool off the engine. The ridges increase the airflow over the engine, but they also increase the air resistance.


One of the design revisions that we would consider making, is changing the design of the fly wheel.
Figure 3.12: Revised Fly Wheel
The solid fly wheel prevents air from flowing over it. One of the design revisions to the fly wheel that we would consider making is removing metal from the inside and putting it on the outside. This would make the flywheel hollow besides a few spokes attaching it at the center point (See Figure 3.12). The mass of the flywheel would remain the same, but the rotational inertia would increase. This design revision is an economic as well as global. It is economic, because the part geometry is less complicated. This will make it easier to produce and reduce the cost. This is also a performance increase which is a global consideration because this flywheel could be marketed towards being used in a larger snow-blower, which will in turn be marketed towards regions with a larger snowfall. Because the flywheel is now hollow, air will be able to flow through it. This will decrease the need for the ridges, and by decreasing the number of ridges, the resistance due to air will also decrease. Air will still be able to flow through the slits in the pull start mechanism, and air flow to the engine will remain the same. This is an economic design revision. The reduced number of ridges will decrease the complexity of the part geometry, and decrease the amount of material needed. These changes will decrease the cost of manufacturing this flywheel.


The final design revision to be made to the flywheel will be done to the remaining ridges. On our current fly wheel, the ridges are straight. The design revision to the ridges would encompass angling the ridges so that they will push more air towards the engine as opposed to pushing it perpendicular to their face. Increasing the air flow across the engine will keep it operating between larger temperatures, and thus increase its efficiency. The performance of the engine is increased by this design revision. It is a economic design revision, because it will be able to be put on a wider variety of engines, thus increasing part changeability between models.

Gate 4: Product Explanation

Cause for Corrective Action

At this point in the project, the group is having no conflicts that call for corrective action. Each member is understanding the workload that is upon them in order to complete each gate with organization and professionalism.

Although the group is interacting very well, we find that there is one action that can be taken to further better our grade, and that is revision. We have found a trend in each of our grading sheets for each gate that we are losing points on minor mistakes that can easily be avoided with constant revisions. Up to this point in the project all four group members have not been completely revising each section which in turn has cost the group points. Throughout the remainder of the project we will conduct organized revisions that will catch mistakes that we have made and ultimately save us valuable points.

Product Reassembly

Difficulty Scale

  1. Takes a relatively short period of time, component is easily assembled with no prior knowledge of engine construction is required.
  2. Fasteners may be harder to attach due to corrosion, still little or no prior knowledge of the engine is needed for part reassembly.
  3. Fasteners may be harder to attach due to corrosion and obscure location. Some mechanical knowledge and or knowledge of engine construction may be needed here.
  4. Fasteners may be hard to attach due to a significant amount of corrosion and or significant damage to fastener. Mechanical knowledge is required for reassembly of these parts along with some prior knowledge of engine construction is required.
  5. Fasteners may be mostly or completely obscure. High difficulty in attaching fasteners due to high corrosion and or damage to fastener. Mechanical knowledge and prior knowledge to engine construction is required. These steps would require the most amount of time due to their complexity.
  • Note: Fasteners refer to any bolt, screw, nut, that is holding a part to the engine.

Reassembly Process

Step Description of Step Tools Used in Step Procedure Taken Time Taken Observations Difficulty (Scale Defined Below)
1 Crank Shaft Assembly None Crank Shaft is attached to the Fly Wheel Seat 20 sec N/A 1
2 Piston Assembly 5 mm Socket Wrench & 7/16 in Wrench The parts of the Piston are fitted together inside the Crank Case 90 sec One of the Piston Rings got damaged in the process 3
3 Fly Wheel Seat Placement Star Driver Torx T30 The Fly Wheel Seat is screwed to the Crank Shaft 55 sec N/A 1
4 Addition of Head Cover Husky Star Driver T30 Head Cover is screwed into place on top of the Combustion Chamber 92 sec N/A 2
5 Addition of Mounting Plate 1/4 in Wrench The Mounting Plate is screwed into place on the side of the Crank Case 240 sec Difficulty finding appropriate tool 3
6 Fly Wheel Placement 18 mm Wrench & 3/8 in Husky Driver The Fly Wheel was slid into place on the Fly Wheel Seat in the correct orientation, then fastened with the Fly Wheel nut 252 sec The threads of the nut had been stripped which made screwing it on exceptionally difficult 5
7 Magneto Placement 1/4 in Wrench The Magneto is screwed into place facing the Fly Wheel 157 sec N/A 3
8 Exhaust Placement 7/16 in Wrench Exhaust is screwed into place on the side of the Combustion Chamber 33 sec N/A 1
9 Addition of Crank Case Cover Husky Star Driver T25 Crank Case Cover is screwed into place on the bottom of the Crank Case 50 sec N/A 1
10 Placement of the Fly Wheel Cover 3/4 in Wrench Fly Wheel Cover is screwed into place covering the Fly Wheel 240 sec The chipped fragment of the Fly Wheel Cover was glued back in place. Difficulty finding the appropriate tool 4
11 Placement of the Pull Start Mechanism 1/4 in Wrench Pull Start Mechanism is screwed into place onto the Fly Wheel Cover 260 sec It was very loud when pulled due to lack of lubrication 3
12 Placement of the Spark Plug 3/4 in Wrench The Spark Plug is screwed into its slot on top of the Combustion Chamber 5 sec N/A 1
13 Addition of Carburetor Allen Wrench The Carburetor is screwed into place on the side of the Combustion Chamber 240 sec N/A 4

Conflicts During Reassembly

  1. Fly Wheel Nut: During disassembly we discovered that the end of the crankshaft that the fly wheel is bolted onto was stripped along with the nut that held the fly wheel in place which ultimately increased the difficulty in disassembly of that component. We encountered this problem during the reassembly as well. To resolve this we bought a new nut identical to the one originally in the engine, while this increased ease of reassembly of this component this task still was not as easy as it should be because the fact of the slightly stripped threads on the end of the crankshaft. We did end up tightening the nut completely onto the crank shaft to hold the fly wheel in place but it was difficult to screw on.
  2. Fly Wheel Cover: As stated in Gate 2 we encountered the conflict of the chipped piece on the fly wheel cover. This conflict was easily resolved using industrial strength adhesive to replace the chipped piece back onto the fly wheel cover.

Ease of Reassembly

Most engines, unless built yourself, are assembled in a factory that passes it down a line of people or machines that perform one task on it. A traditional assembly of a two-stroke engine starts off with the bare engine block, and each component is then systematically attached and added. A few of the steps that go into assembly of this simple two-stroke engine can be done in parallel with each other. Here is the traditional method of assembly for an engine.

  1. Attach crankshaft/mounting plate to engine block.
  2. Attach connector rod to crankshaft using a latch and screws.
  3. Snap on piston rings to piston head.
  4. Attach the piston head to the connector rod using rod that fits through the top of the connector rod and the middle of the piston head.
  5. Insert the piston-crankshaft assembly into the engine block.
  6. Attach the flywheel to mounting plate using nuts and screws.
  7. Add the head cover to the top of the engine using screws.
  8. Add the crank case to the side of the engine using screws.
  9. Attach Magneto using screws.
  10. Attach spark plug by screwing it on to its mount.
  11. Attach carburetor using screws.
  12. Attach exhaust port using screws.
  13. Attach pull start and pull start cover using screws.

As stated above, a few of the steps can be done in parallel with each other, so the steps for reassembly and dis-assembly can be different depending on who is performing the work. The assembly and dis-assembly are therefore almost identical. The ease or difficulty of each step is listed in the above table.

Design Revisions

Direct Injection

The Tecumseh HSK635 is a conventional two-stroke engine that uses a carburetor to monitor the intake of the fuel/air mixture entering the crank case. Though this throttling system does simplify the system of the engine, it does have disadvantages that affect the efficiency and emissions of the engine. With conventional two-stroke engines, a large share of the fuel/air mixture that enters the cylinder from the crank case goes through the intake port as intended but escapes out the exhaust port before the piston rises and covers it up.
Figure 1: Conventional Two-Stroke Engine
As Figure 1 shows, when the piston is at its lowest point when the fuel/air mixture is being pulled into the cylinder both the intake and exhaust ports are open simultaneously causing a loss of unburnt fuel through the exhaust. The consequence of this unburnt fuel increases emissions since the fuel/air mixture is directly entering the environment without being burned off.

To counteract this loss in efficiency and increase in emissions, a 'Direct Injection' system can be added to the engine to monitor the injection of fuel instead of the carburetor. With direct injection only air is transferred from the crank case into the cylinder and the fuel is not injected into the combustion chamber until the piston completely rises and closes all of the ports that the fuel could escape through. A direct injection system is intended to be mounted at the top of the combustion chamber to inject the fuel down into the chamber, this is a successful alternative to a carbureted system also because it evenly distributes the fuel, due to its placement at the top of the chamber, ultimately balancing the combustion pressure on the piston which is meant to sustain a pressure evenly throughout its surface. This can also increase fuel efficiency of the engine because it can slightly increase the energy being transfer through the piston from the combustion which will increase the rotations per minute (rpm) of the crank shaft and in turn increase the power output for the same amount of fuel input. Although these direct injection system may increase fuel efficiency of the engine it may have a somewhat high initial cost in comparison to a carburetor. Along with the initial cost of the injection system maintenance cost for the engine may increase due to the complexity of the regulator device as well as the need for alternative lubrication for the crank case due to the void of oil passing through which originally lubricated it.

Societal Factors

The addition of a direct injection system will ultimately keep the ease of use of the engine about the same for the user because of two factors. The first being the less user input necessary for throttling and choking the engine because of the removal of the carburetor. While the second is the fact that the user must input a lubrication into the crank case as a form of additional maintenance because oil is no longer passing through it. These two factor will ultimately balance each other out since one increases user input while the other decreases user input. An additional societal factor is the idea of advanced technology, in our society today the carburetor is seen to be almost outdated and the alternative direct injection can be seen as a way to keep up with the advanced technological world.

Economic Factors

One of the major advantages of adding a direct injection system into the engine is the increase in fuel efficiency and power output. With a reduction of fuel loss in the engine more fuel is used per each injection than with a carbureted system which will increase the strength of the combustion in the chamber, produce more power per stroke and ultimately increase the efficiency of the engine. But this advancement in the engine has a downside of initial cost and increased maintenance cost. The injection system will have a comparatively high initial cost to install into the engine and in addition to the original maintenance the user must also add an alternative lubrication to the crank case due to the void in oil passing through it.

Environmental Factors

The second major advantage of switching from a carbureted system to a direct injection system is the decrease in emission levels of the engine. With the fuel being directly added to the combustion chamber, with no chance of escaping, that lowers the amount of unburnt fuel exiting through the exhaust port and decreases the emission levels that are harmful to the environment.

Fuel Atomization

As the Tecumseh HSK635 two-stroke engine stands now the fuel is injected through the carburetor, flows into the crank case which in turn flows into the combustion chamber. This flow of the fuel into the combustion chamber just before ignition can cause an undistributed combustion. This undistributed combustion can cause strain on different components of the engine such as the piston. The piston head was design to sustain an even combustion pressure across the whole surface and when the balance is off then that will cause problems internally in the engine system and affect the output.
Figure 2: Fuel Atomizer

In order to resolve this internal offset in the engine the use of a 'Fuel Atomizer' is ideal. A fuel atomizer is a device that can be inputted into the engine at the intake port to take the fuel entering the combustion chamber and force it through a small jet opening under high pressure to break it into a fine misted spray as shown in Figure 2. This spray of fuel into the combustion chamber will result in an even distribution of fuel throughout causing a balanced combustion and combustion pressure onto the piston head. This sustaining of balance in the combustion chamber will result in higher fuel efficiency and power output of the engine. Not only will the atomizer increase the outputs of the engine but it will also help to keep the engine running smoothly to minimize maintenance.

Societal Factors

The addition of a fuel atomizer will decrease strain on the engine due to any unbalanced forces which will in turn keep the engine continuously running smoothly in the aspect of the combustion and transfer of energy to the crank shaft. This will minimize maintenance for the user and ultimately decrease user input over the long term.

Economic Factors

With the fuel atomizer system keeping a balanced distribution of fuel throughout the combustion chamber it ensures that the piston is receiving the maximum amount of energy possible from the combustion. This maximization will increase the fuel efficiency of the engine due to the fact that the piston is getting the full potential of the combustion and converting that to mechanical rotational energy that can be transferred to the crank shaft to be outputted. Although the atomizer may ensure smooth running of the engine, this may also have a comparatively high initial cost and additional maintenance cost due to the addition of a more complex component. These costs will ultimately be canceled out due to the reduction of maintenance cost of the engine overall because of the systematic balanced that the atomizer helps to provide.

Filtration System

The Tecumseh HSK635 engine was designed to be put into a snow blower and would have then been used in a low dust environment, for that reason it would appear as though the engine was not designed with an air or fuel filter. Schematics of the engine support this theory. By not including a filtration system for incoming fluids everything is drawn into the engine and could result in damage to the combustion chamber of the engine. When the engine was disassembled there was carbon build up which was to be expected, however there were also easily distinguishable particles mixed in with the carbon that almost looked like very small rocks. This provides proof then that a filtration system would aid in protecting internal engine components. The proposed revisions would include the addition of both a fuel filter that would be placed on the intake fuel line, leading from the fuel tank and into the carburetor. A whole air filter assembly would also be added utilizing a foam sponge filter encased in a plastic housing that would take in air through the filter and then would be drawn into the carburetor.
Figure 2: Combustion Chamber

Societal Factors

These two components would not make the product much more complex however the maintenance required would increase as the fuel and air filters would need to be replaced over a regular period of time. However given these changes would prevent the intake of debris into the engine the proposed maintenance would be much simpler than having to take apart the whole engine to clean the cylinder head and piston.

Economic Factors

By adding these components the cost of building the engine would be increased and therefore either the purchase price would increase or the potential profit would decrease. However, being a small engine manufacturer, an air filter assembly could most likely be lifted from another existing engine line and fitted to this engine so engineering costs would be greatly reduced. In addition, a small plastic fuel filter with a screen inside to keep debris out of the cylinder head would be very simple to produce and therefore very cheap.

Environmental Factors

More material would be needed to make the product and the process of manufacturing would take slightly longer so the initial production may put more of a strain on the environment, however by extending the engine life, fewer engines would be tossed into a scrap yard. So while the initial manufacturing may use more resources the filtration counteracts that by prolonging the engine life.

Gate 5: Delivery

Executive Summary

As Group # 1 of this product analysis project, we completed and documented a very thorough analysis of the Tecumseh HSK635 Two-Stroke Engine. The purpose of this analysis was to conduct a series of tasks that will teach each member of the group the precise system and cycle of this specific two-stroke engine as well as general knowledge on the principles of how internal combustion engines work. Most of our group had never worked on any engine, because of this our group felt it would be a good idea to start small with some sort of two stroke engine. Besides knowledge related to the engine this project had also given us experience in technical communication that is an essential tool to engineers. It also gave us a chance to work in a project group, giving us the opportunity to organize and manage ourselves.

  • The group began by determining Work and Management Proposals that would be sufficient in planning the project process and ensuring the complete efficiency of work throughout the group. In addition more specific roles were given to each group member, this ensured that if there were any questions the person covering that topic was easy to find for the answer.
  • Precise research of the background, alternatives, material, energy and applications of a two-stroke engine was then conducted. The purpose of this research was to acquire the basic information that is necessary to be known before the engine can be disassembled.
  • Following the research the group conducted the dis-assembly of the Tecumseh two-stroke engine. This process included extremely precise documentation of the tools used, the time taken, description and pictures of each component that needed to be removed. This information aided in our product assessment.
  • The next task was the assessment of the product. The group conducted multiple individual assessments on each component, their complexity, their interactions, the manufacturing processes needed to produce them and most importantly, their functions.
  • The group then produced multiple design revisions for different components of the engine that could possibly increase product efficiency, ease of use, versatility, or decrease cost
  • Once assessments were done the reassembly step was necessary. Similar to the dis-assembly, this step included the same precise documentation for a comparison between the two. Original documentation was very useful during this step. Essentially follow the original steps in reverse was all it took to re-assemble the engine. We also had the benefit of knowing what tools were used for which parts.
  • Once the reassembly was completed the group produced three more design revisions at the system level. These revisions would need to improve the engine by increasing efficiency,versatility, decreasing cost or decreasing user input meaning making the product easier for the consumer to use.


Throughout these tasks the group came to multiple conclusions about the cycle of the engine. Through the use of physical dis-assembly it was determined that not only the components, but also the component functions are interdependent. For example, the rotation of the fly wheel signals the combustion, which in turn causes the compression of the piston which then, causes rotation of the crankshaft to be outputted. The interdependence of components is a reoccurring theme as seen in this technical report and proves the extreme importance of precise timing and motions of each component in the engine or ultimately it will fail. The interdependence of this two-stroke allows energy to be transferred efficiently while at the same time being converted. It was found that energy is produced by the conversion of potential chemical energy to mechanical translational energy and from there to rotational mechanical energy which is the usable form of energy or in other terms the combustion and compression is a crucial step in powering the engine. For the components to operate in a smooth fashion most must be manufactured dimensionally consistent through an efficient process with a very tight tolerance, such as die casting/machining. To conclude, this project was performed to provide a deep and thorough understanding for the combustion cycle of most common two-stroke engines or specifically this Tecumseh HSK635. Concluding this process the group has learned everything necessary for the system and cycle of a two-stroke engine and look forward to using this information in future applications.