Group 7 - GM 2.2 Liter 4-Cylinder Inline Engine
(→Design Revisions) |
(→Design Revisions) |
||
| Line 1,695: | Line 1,695: | ||
[[file:drysump.jpg]]<br> | [[file:drysump.jpg]]<br> | ||
| − | <ul><B>Recommended Change:</B> One change to the engine could be to install a dry sump oil system in which the oil pan is removed from the engine. With this change, the oil leaves the tank and goes directly to the dry sump pump. After the dry sump pump, the oil is filtered and then cooled. The cooled oil is run through the engine and then returned to the pump through scavenge lines. From here, the oil returns to the oil tank and then the process repeats as shown in the diagram above. <br></ul> | + | <ul><B>Recommended Change:</B> One change to the engine could be to install a dry sump oil system in which the oil pan is removed from the engine. With this change, the oil leaves the tank and goes directly to the dry sump pump. After the dry sump pump, the oil is filtered and then cooled. The cooled oil is run through the engine and then returned to the pump through scavenge lines. From here, the oil returns to the oil tank and then the process repeats as shown in the diagram above. Due to this change, The engine would be thinner allowing the engine to sit lower in the car. This lowers the center of gravity of the car and improves the performance of the vehicle.<br></ul> |
<ul><B>Improvements:</B> In this system, the oil pan is removed which leaves more room for other parts. The dry sump system uses a flat pan called a scavenger pan. This pan "scavenges" the oil in the engine and several hoses return oil pressure. <br></ul> | <ul><B>Improvements:</B> In this system, the oil pan is removed which leaves more room for other parts. The dry sump system uses a flat pan called a scavenger pan. This pan "scavenges" the oil in the engine and several hoses return oil pressure. <br></ul> | ||
<ul><B>Potential Disadvantages:</B>There are two pumps that are required for this system. One scavenges the oil and one is used for pressure. Both pumps are driven by a belt. These systems are used in aircraft and race cars, but have not been rigorously tested in everyday cars. The dry sump system is expensive compared to the current system. <br></ul> | <ul><B>Potential Disadvantages:</B>There are two pumps that are required for this system. One scavenges the oil and one is used for pressure. Both pumps are driven by a belt. These systems are used in aircraft and race cars, but have not been rigorously tested in everyday cars. The dry sump system is expensive compared to the current system. <br></ul> | ||
Revision as of 22:39, 16 December 2011
Contents |
GATE 1: PROJECT PLANNING
Group 7 has been assigned a GM 2.2L 4-cylinder inline engine to analyze for this project. The purpose of Gate 1 is for our group to effectively establish how and when we will disassemble, analyze, and rebuild the engine throughout the semester. Our group has done so by assigning each member a specific role in the group, establishing the necessary tools and processes for the process, and creating a timetable outlining when important tasks will be completed. Our group has overviewed each of our individual abilities and shortcomings to handle the task complexity, how conflict will be handled, and how we will work with another group. This gate also provides an initial assessment of the engine, outlining its development, usage, energy, complexity, materials, and product alternatives.
Engine snapshot:
Project Management: Request for Proposal
WORK PROPOSAL
Our work proposal outlines our specific plans to reverse engineer the GM 2.2L 4-cylinder engine. Here we will discuss our disassembly and assembly process, the tools required, and the challenges involved.
Dissection and Assembly Overview
Our group will be working with Group 18 throughout the semester due to the engine's size and complexity. We will be working on it together on separate days and updating each other with precisely what tasks we completed, what parts we took apart, and who has what part. Pre-dissection we plan on taking several hi-resolution pictures of the engine from different angles to assist with the reassembly process later on; a knowledge of the component placement will be highly useful throughout this process. We will continue taking these pictures throughout the process as we get deeper into the engine.
Group 18 and ourselves have agreed to dissect the engine from top to bottom. We will place each part in labeled zip-lock bags and document how each part was removed, with what tools, and the difficulty of removal for each. The entire process will be meticulously documented so the reassembly process can go smoothly. We estimate that anywhere between six to ten total laboratory hours will be required between the two groups to complete the entire process, depending on the volume of people in the laboratory at any given time.
- Full set of socket wrenches
- Full set of open-end and box wrenches
- Screwdrivers
- Pliers
- Engine mount
- Ring compressor
- Pulley remover/press
Group Capabilities and Shortcomings
The following table outlines the attributes and shortcomings of each individual group member, thus allowing us to assess where we are as a group and how we can better our management and technical skills to collaboratively complete this project successfully.
| Member | Skills/Attributes | Shortcomings |
|---|---|---|
| Samuel Harrod |
- Is interested in car engines |
- Lacks experience working on car engines |
| Adam Lawyer |
- Experience with technical writing |
- Very limited hands-on engineering experience |
| Catherine Bonga |
- Is good working with tools |
- Has limited knowledge of car engines |
| Leanna Bradley |
- Good assembly skills |
- Not much engine knowledge |
| Jeff Miller |
- Proficient in mathematics and other related subjects |
- Has limited knowledge on the assembly of car engines |
As a whole, our overall technical experience requires improvement,a shortcoming which we feel we will be able to adapt to throughout the course of the project. Another major shortcoming we have is times we can all actually get together to work on the project, as all of our schedules conflict throughout the week.
MANAGEMENT PROPOSAL
Our group plans on managing our time and work effectively and efficiently by splitting up the work in such a way that guarantees a balanced workload for each member based on our skill sets and time constraints. The Project co-managers will take care of assigning which group member completes what task.
Our group's point of contact is Adam Lawyer- adamlawy@buffalo.edu
For the engine dissection, our group has agreed to meet Thursday nights in office hours from 6:30 up until the end of hours, depending on whether or not we meet our goal for the given night. We also plan on having a brief meeting Monday nights in Capen from about 9 to 930 to figure out where each of us are with our individual tasks. We plan on sending one member of our group to document what Group 18 does with the engine when they go to office hours so it is easier to pick up where they left off, and they will be doing the same for our group.
Each group member will also have a specific job title and will be required to do what that title entails as well as complete their assigned work. Our job titles will include “Project Manager”, “Communication Liaison”, “Technical Expert”, “Technical Editor” and “Documentation Specialist.” Along with the job descriptions given, each group member will be expected to complete the section of work assigned to them by the Project Manager. The job descriptions and person assigned to each position are described below.
- Project Co-Manager/Communications Liaison: Adam Lawyer
- The two Project Co-Managers will have the responsibility of splitting up all project work and make sure each group member has an outlined section of work that they must complete by a certain date. They will also be responsible for outlining due dates and creating the dates for meeting times and dates that work must be completed so it can be reviewed and corrected in a timely manner. Along with these, the project manager will also need to make sure each group member is doing their part with regards to work load and make sure everything is put together and completed in an efficient way.
In addition, as communications liaison, Adam will be the point of contact between our group, any groups that we will be working in conjunction with, the teaching assistants and the course instructors. They will be responsible for keeping any and all information regarding questions that our group has asked either the instructors or the TA’s, and they will also need to make sure that the most important questions get answered
- Project Co-Manager Catherine Bonga
- Assist in carrying out managerial duties
- Technical Expert Jeffrey Miller
- The Technical Expert will be in charge of any and all CAD models or technical drawings. If the assigned drawing and models were split up between more than 1 group member, the Technical Expert will be responsible for reviewing the pictures and models and make sure they are appropriate for the project. They will also review any calculations relating to the project and make sure all calculated values are as accurate as possible.
- Technical Editor Sam Harrod
- The Technical Editor will be responsible for the review and editing of all parts of the project. While every group member will have a chance to look over completed parts of the project before they are submitted, the Technical Editor will make sure absolutely everything in the project meets all format requirements and all calculations are correct with units and format as well.
- Documentation Specialist Leanna Bradley
- The Documentation Specialist will be responsible for documenting and recording everything we do with our product in terms of dissection and taking it apart. They will also keep track of time and date of when we did certain dissections, when we completed parts of the project and even when things were edited and changed with the project. They will keep records of everything we do and every time we meet as a group. This person will also be responsible for holding onto extra copies (digital or real) of parts of the project that we have completed. They will make sure that we know exactly what we had done in the past so we can work more efficiently to finish what we need to in a timely manner.
Any group conflicts will be handled by the Project Manager. The Project Manager will have the final say on any group conflict, and if the manager cannot make a decision about a conflict they will discuss with the co-manager what should be done. If a decision still cannot be finalized, one of the TAs or course instructor will be contacted by the Communication Liaison.
Our group anticipates few conflicts, but we do expect some. In the event of a group conflict, each group member has agreed to handle the conflict in the most professional and mature way as possible. In the event a conflict does arise, this will allow for the easiest resolution so that our group can continue to work together effectively no matter what adversity we encounter along the way.
GAANT CHART
Below is our tentative timetable for completing each section of the product. This is tentative because we assumed gates 2-4 are also pushed ahead by 1 week, but the final deliverable date remains the same. We elected to begin work on the final delivery before gate 4's due date.
Product Archaeology: Preparation and Initial Assessment
In this section our group will compile a thorough pre-dissection analysis of the GM 2.2L 4-Cylinder Inline Engine. This section will profile the engine's development, usage, energy usage, complexity, materials, user interaction, and product alternatives.
Development Profile
The GM 2.2liter inline engine was developed sometime around 1982. During this time, the global economy was going through difficulties as a whole. The United States itself was experiencing a recession. Inflation was becoming a problem, and the 1970's brought about an energy crisis. Newer car engines were developed during this time with the intent of improving energy efficiency and producing the same power output as larger engines that required more energy for transportation. This engine was developed among these; it was, and still is, sold and distributed globally, intended for worldwide use. In present day, GM has been expanding, and have planned an array of new global products. [1] This engine is more likely to be sold where it is more utilized, in first and second world countries. The intended impact of the engine was to reduce the environmental footprint of motor vehicles while preserving personal mobility. Certain factors were looked at when the product was being designed so that it would still perform at a level that is competitive with other companies and similar products, but at the same time is lowering harmful impact on the environment by reducing the amount of fuel needed, and the amount of waste produced. [2]
Usage Profile
The intended use of a gasoline engine is to convert fuel into energy that generates motion, which permits the speedy transportation of people and goods. Gasoline engines can be utilized for both home and professional use. It can be used for people to drive to work and travel; in today's society, many families have multiple cars that they may use for entertainment or transportation. Vehicles provide convenience in this sense. Companies also utilize vehicles for the transportation of goods or advertisement, as seen on many commercial trucks and vehicles. Car engines may also be modified for prime performance in professional sports, such as NASCAR. [3]
Energy Profile
In the General Motors 2.2 liter 4 cylinder engine that we have been provided, three main types of energy are used: chemical energy, electrical energy and mechanical energy. Our engine, a gasoline engine, follows the Otto cycle. [4] The ideal Otto cycle has 6 stages that occur as follows:
Stage 1 - 2: Fuel and air fill up a cylinder at constant pressure.
Stage 2 - 3: The fuel and air are compressed, increasing pressure, as a piston moves up the cylinder.
Stage 3 - 4: Heat is added which again increases pressure.
Stage 4 - 5: The pressure in the cylinder does work by driving the piston back.
Stage 5 - 6: Exhaust is released again lowering the pressure.
At the beginning of this cycle, our fuel, which is gasoline, enters the cylinders through the intake valve. The fuel, which has chemical potential energy is then compressed to a very high pressure. The spark plug supplies the cylinder with electrical energy which quickly heats up the cylinder increasing its pressure. This increased pressure drives the piston down which turns the crankshaft via the connecting rod. The work done driving the piston down creates mechanical energy in the form of rotational motion on the crankshaft. [5]
A diagram of how the Otto Cycle works with regards to temperature and pressure:
Here is a diagram depicting the 4-stroke cycle from Warwick University: [6]
Complexity Profile
Assume that product complexity is defined as an assessment of the number of components in the product, the complexity of each individual components' functions, and the complexity of the interactions between each component to make the system run as intended.
Overall, our group has determined that our car engine as a whole is highly complex. Our assessment is broken up into the three categories below:
Number of Components
Our group estimates that there are roughly 150 to 200 total components in the engine, which comprise several systems that interact with one another within the engine. Each system contains many bolts and fasteners to hold the parts together. Based on our research, these systems can be broken down into the following categories and examples of components within them:
- Internal Engine
-The internal engine contains the components which produce power via the combustion cycle:
• Pistons
• Crankshafts
• Piston Rods and Rings
• Bearings
• Gearbox
Fuel Supply System
This system is responsible for physically pumping fuel throughout the engine
• Throttle Body
• Fuel Injectors
• Fuel Pump
• Water Pump
Electrical Components
• Spark Plug
• Coil
• Starter
• Camshaft and Crankshaft position sensors
• Exhaust cams
Accessory Drives
• Power Steering Pump
• Alternator
How complex are the individual components?
Each individual component in and of itself is very simple; however, the degree of precision to which they are constructed in order to allow for interaction with one another is very high. Since there are so many components overall, there is minimal room for error with the measurement of each individual component, along with their locations with relation to one another inside the engine.
How complex are the component interactions?
The car component interactions are very complex, due to the high precision of which every individual component must work with each other for optimal power output, and the overall number of components that do work together as a whole.
A diagram depicting the basic components of a car engine is shown below: [7]
Material Profile
Visible Materials
When viewing the engine without any initial dissection, we observed that multiple types of metals are the most utilized materials. The largest part of the engine, the body or engine casing, is made of a cast iron alloy. This specific cast iron is most likely Grey Cast Iron, which is composed of 3.5% carbon, 2.5% silicon, and .65% manganese. This material was used because it is very strong, heat resistant, resists corrosion and it is very cheap to make compared to many other durable alloys. Some newer engines also employ aluminum alloys in the engine block as they are, in most cases, just as good as cast iron and they have very good casting properties, so they are easily molded into engine blocks in less time than cast iron. Aluminum is used on some of the smaller parts of the engine like the water pump and other small valves because is is cheap to make and is easy to mold and shape into small parts. A type of steel is most likely used for gears and nuts and bolts because of its strength and durability. Also visible are plastics and rubbers used on small parts like caps, hoses, small wires and other small pieces that are used to hold things like wires together.
Assumed Invisible Materials
Some possible materials that are not visible before the dissection of the engine could include more metals including aluminum alloys, steel, and more cast iron. Aluminum or cast iron is possibly used for the pistons and valves depending on how new the engine is. Older engines most likely used cast iron and the newer engines used aluminum alloys. Steel is probably used for smaller parts such as springs and bolts and parts that require high durability. Also, more plastics and rubbers are used on the internal part of the engine for smaller parts such as caps and covers, the dip stick handle and small clips and hoses. Many of the materials used for the internal part of the engine are currently speculation based on common knowledge, but facts cannot be known until the actual engine dissection. [8]
User Interaction Profile
When designing a product, a company must consider what types of interactions the users will have with the product. The users of the GM 2.2L 4-cylinder inline engine do not have a direct interaction with the engine during regular use. The users turn on their engine through the key ignition. This makes the engine easy to use because the user does not need to know how the engine works or any of the specific components of the engine in order to make it operate, despite the complexity of its functions. The only time the users have a direct interaction with the engine is when there is a problem with the engine and they wish to take it apart and fix the problem themselves. Otherwise, they may rely on various resources to fix the engine if there are any malfunctions, such as mechanics in auto-body shops, who have the necessary tools and experience to perform work on the engine.
Aside from the case of a major malfunction, there is some regular maintenance required such as changing the oil, refilling the coolant, and replenishing gasoline. All of these are fairly simple because it only requires putting a liquid into a designated spot which is not done frequently. Therefore, in most cases, the GM 2.2L 4-cylinder inline engine is easy for its users to use and maintain.
Product Alternative Profile
With every product, there are always alternatives. The GM 2.2L 4-cylinder inline engine has alternatives such as the V-shaped engines , rotary engines, and flat/boxer engines. Advantages and disadvantages vary based on the user and the purpose each user desires from the engine. Below is a table outlining some basic advantages and disadvantages of the in-line engine and its alternatives:
| Engine | Advantages | Disadvantages |
|---|---|---|
| In-line |
- Good handling |
- 4-cylinder in-lines are often off-balance and rough |
| V-Shaped |
-Reduced weight |
-Less handling abilities |
| Rotary |
- Less susceptible to breakage |
- Less common in cars |
| Flat/boxer engine |
- Excellent handling |
- Some models are noiser |
All of the following are as easy to operate for a user, since they are all activated by a key-ignition function. The V-design is generally the most expensive, while the rotary is the least expensive but also least powerful. Overall the in-line engine and the flat-boxer design seem to be the most balanced options.
References
[1] "The Outlook." SP Outlook. Web. 10 Oct. 2011. <http://www.spoutlookonline.com/NASApp/NetAdvantage/FocusStockOfTheWeek.do?>.
[2] "General Motors | Research & Development Lab | Design & Technology | GM.com." General Motors. 2011. Web. 10 Oct. 2011. <http://www.gm.com/vision/design_technology/research_developmentlab.html>.
[3] Brain, Marshall. "HowStuffWorks "How Car Engines Work"" HowStuffWorks "Learn How Everything Works!" HowStuffWorks, Inc. Web. 5 Oct. 2011. <http://www.howstuffworks.com/engine.htm>.
[4] "Ideal Otto Cycle." NASA - Title... Web. 4 Oct. 2011. <http://www.grc.nasa.gov/WWW/k-12/airplane/otto.html>.
[5] Brain, Marshall. "HowStuffWorks "Internal Combustion"" HowStuffWorks "Auto" Web. 10 Oct. 2011. <http://auto.howstuffworks.com/engine1.htm>.
[6] "IC Engine." University of Warwick. 2001. Web. 10 Oct. 2011. <http://www.eng.warwick.ac.uk/oel/courses/engine/>.
[7] Longhurst, Chris. "Car Bibles : The Fuel and Engine Bible: Page 1 of 6." The Car Maintenance Bibles. Web. 10 Oct. 2011. <http://www.carbibles.com/fuel_engine_bible.html>.
[8] Satyanarayana, Ashwin. Automobile Engine Construction Details. Bright Hub. Sept. 8 2008. Web. Oct. 7, 2011. <http://www.brighthub.com/diy/automotive>.
GATE 2: PRODUCT DISSECTION
Project Management
Work Assessment
Our work proposal went smoothly as planned. Our "top to bottom" dissection plan was successful, and we were able to keep organized by our strategy which was to "place each part in labeled zip-locked bags", along with documenting specific tools and removal difficulty for each part.
One problem our group encountered during dissection was not knowing the name of each specific part as we dissected it. This created some challenges organizationally, since some parts/dissection methods were identifiable already by name and others were assigned numbers. We were able to discover the names of these unknowns parts by matching up the serial number with an online search for the part, and via matching it up with detailed car engine diagrams we found online. This is an issue we could have initially prepared ourselves more for knowing our group's initial shortcomings in our inexperience with working directly with car engines.
Management Assessment
Our collaborative work proposal with group 18, given the initial parameters and the individual shortcomings we were already aware of, worked smoothly, and we were able to dissect the entire engine. Group 18 dissected the engine Wednesday the 19th and Monday the 24th, and group 7 dissected the engine Thursday the 20th during the respective available lab hours on each day. On each day a member of the opposite group was present to document the group's progress, i.e. on Wednesday and Monday Adam Lawyer was present to document group 18's progress and on Thursday Yong Chi Lim was present to document group 7's progress. Adam and Yong collaborated to create a full disassembly process with everyone's work incorporated for official documentation.
Product Dissection
Disassembly Process
Below is our step-by-step process dissecting the engine, detailing the part removed, with what tools it was removed, the ease of disassembly, and whether the part was intended to be disassembled. Some larger parts are omitted from the tables below because the disassembly occurs inside of them.
Our ease of disassembly metrics are based on a scale of 1 to 5 and is relative to our group's experience level. The specific metrics are listed below.
| Level | Description |
|---|---|
| 1 | No tools or very little tools required, no critical thinking. |
| 2 | Some basic tools required, no/little critical thinking. |
| 3 | Some basic tools required, some critical/applied thought process |
| 4 | More complex tools/process |
| 5 | Very complex/high degree of difficulty, or could not disassemble with available tools |
Step 1-15: Group 18
Step 16-22: Group 7
Step 23-25: Group 18
| Step # | Part Name | Removal Method/Tools | Ease of Disassembly | Intent for Removal | Part Photograph: |
|---|---|---|---|---|---|
| 1 | Intake Assembly | 10 mm socket wrench, loosen nuts to remove | 2 | This part was intended to be easily removed, evidenced by the simplicity of fastening and basic tools required for removal. | 
|
| 2 | Throttle Body | 10mm socket wrench, loosen nuts | 2 | This part was intended to be easily removed, evidenced by the simplicity of fastening and basic tools required for removal. | Sample photo:
|
| 3 | Fuel Injector | 10mm socket wrench, loosen nuts | 2 | This part was intended to be easily removed, evidenced by the simplicity of fastening and basic tools required for removal. | No photo |
| 4 | Oil filter/dipstick | Manual, use hands | 1 | This part was intended to be removed, as no tools were required. |
|
| 5 | Coolant Tube | 15 mm socket wrench, 1/2"drive ratchet |
2 | This part was intended to be easily removed, evidenced by the simplicity of fastening and basic tools required for removal. |
|
| 6 | Engine Ignition Coil | 13 mm socket wrench, loosen nuts and bolts for removal | 2 | This part was intended to be easily removed, evidenced by the simplicity of fastening and basic tools required for removal. | No photo available |
| 7 | Exhaust Manifold | 10mm socket wrench; unscrew hex nuts | 2 | This part was intended to be easily removed, evidenced by the simplicity of fastening and basic tools required for removal. |
|
| 8 | Water Pump | 13mm socket wrench to loosen nuts and bolts | 2 | This part was intended to be easily removed, evidenced by the simplicity of fastening and basic tools required for removal. |
|
| 9 | Purge Solenoid | 13mm socket wrench to loosen nuts and bolts | 2 | This part was intended to be easily removed, evidenced by the simplicity of fastening and basic tools required for removal. |
|
| 10 | Engine head cover | 10mm screws, pulled off easily | 1 | This part was designed to be removed easily, evidenced by simplicity of fastening and removal |
|
| 11 | Belt Wheel | 15mm socket wrench, loosen bolts. 17mm socket wrench for center bolt | 2 | This part was intended to be easily removed, evidenced by the simplicity of fastening and basic tools required for removal. |
|
| 12 | Rocker Arm/push rod | 10 mm socket wrench, 1/4" drive ratchet. Loosen bolts, take out rod with hands | 2 | This part was intended to be easily removed, evidenced by the simplicity of fastening and basic tools required for removal. | No photo available |
| 13 | Mounting Bracket | 15 mm socket wrench, 1/2" drive ratchet, remove bolts | 2 | This part was intended to be easily removed, evidenced by the simplicity of fastening and basic tools required for removal. |
|
| 14 | Mounting plate | 8mm screws, screwdriver | 2 | This part was intended to be easily removed, evidenced by the simplicity of fastening and basic tools required for removal. |
|
| 15 | Engine Block | Assortment of screws/wrenches, came out by hand | 1 | This part was designed to be easily removed, evidenced by the simplicity of the fastening |
|
| 16 | Oil Pan | 10 mm socket wrench, 1/4" drive ratchet, loosen bolts for removal | 2 | This part was intended to be easily removed, evidenced by the simplicity of fastening and basic tools required for removal. |
|
| 17 | Oil Pump | 15mm socket wrench, 1/2" drive ratchet,unscrew bolts | 2 | This part was intended to be easily removed, evidenced by the simplicity of fastening and basic tools required for removal. |
|
| 18 | Oil Temperature Sensor | 1/4" drive ratchet, 8mm socket wrench, unscrew small bolts/nuts | 2 | This part was designed to be removed, evidenced by the simplicity of the fastening |
|
| 19 | Crankshaft Clamps | Unscrewed bolts with 15mm socket wrench, 1/2" drive ratchet. Tapped out with hammer | 2 | This part was designed to be removed, evidenced by the simplicity of the fastening |
|
| 20 | Push Rod Guides | 1/4" drive ratchet, 10mm socket wrench | 2 | This part was designed to be removed, evidenced by the simplicity of the fastening | No photo available |
| 21 | Push Rod Seats | Manual removal by hand | 1 | This part was designed to be removed easily after the guides were removed | No photo available |
| 22 | Piston Clamps/Pistons | 1/2" drive ratchet, 13mm socket wrench, vicegrips for clamps. Tapped pistons out with hammer | 3 | This part was designed to be removed, though slightly more difficult for our experience level | 
|
| 23 | Crankshaft | Hammer, pin, applied pressure point to allow crankshaft to be removed by hand | 2 | This part was designed to be removed, evidenced by the simplicity of the fastening, despite the methodical approach taken by group 18 | 
|
| 24 | Valve spring/valve | 21mm socket wrenchpiece, hammer | 3 | This part was designed to be removed by alternative machinery | Video of group 18 removing: http://www.youtube.com/watch?v=r5bSaHgrx7g&feature=youtu.be |
| 25 | Piston rings | Pliers | 1 | This part was designed to be removed by an average user evidenced by the simple methods of removal | See rings in step 22 |
DISSECTION CHALLENGES
Neither group 18 or group 7 were capable of removing the timing gear cover and harmonic balancer off of the crankshaft. We determined that these parts were not intended for removal but provided the proper tools and, if necessary, they could be removed by an experienced mechanic.
Photo here: in the photo, the clover-shaped object in the middle is the harmonic balancer, and the large silver component is the timing gear cover.
Connection of Subsystems
What subsystems are connected?
There are four main subsystems of this GM engine.The first subsystem is the intake of the Engine which is made up of intake valves and fuel lines. The main function of this section of the engine is to maintain a neutral operating temperature (to decrease overheating and malfunctions). The second subsystem is the ignition which is made up of the spark plug. The third subsystem is the power of the engine. This subsystem is made up of the piston, cylinders, and crankshaft. When combined with the spark plugs, this is the section of the engine which generates power. The last subsystem are the cooling components of the engine which consists of an oil temperature sensor and the coolant tube. All of these subsystems are connected and work simultaneously to run the engine.
How are they connected?
The Intake is connected to the engine physically in order to have the air flow into the engine. The ignition gives a signal and energy to the power supply. By doing this, the parts become "connected" and must rely on the other component for specific signals and timing. The cooling subsystem is connected by energy to the intake through to the engine itself to promote cooling of the moving parts in the engine (e.g. pistons, spark plugs, etc). All subsystems are physically connected inside the engine body.
Why are they connected?
The subsystems involved in an automobile engine are primarily connected to allow for efficient transfer of energy from one system to another. All of the subsystems are connected by physical contact and they are signaled by motion of the previous subsystem as opposed to any electrical or chemical signals. Within these subsystems there are other smaller subsystems that involve chemical and electrical signals, but the overall subsystems involve the physical transfer of energy. If the subsystems were not connected to each other, there would be no energy transfer and the engine would not work. Because the energy is transferred through each subsystem, if one system fails to transfer the mechanical energy properly the whole engine will fail. The subsystems are designed to allow for efficient energy transfer from one subsystem to the next so there will not be a large loss of energy through heat. If these subsystems were not connected in a such a way, large amounts of energy would be lost to heat or lack of proper energy transfer.
How are these connections implemented?
Since each subsystem is connected to another, each one sends a signal and some form of energy transfer to the next subsystem. When the engine is started, an electrical signal connects the battery to the to the main starter solenoid which transfers a large amount of energy to the starter motor and this turns the main gear to start the motor and suck gasoline into the cylinders. When the engine is in use, the spark plugs are connected to the cylinders by means of an electrical signal which causes combustion of gasoline therefore moving the pistons. Here energy from expanding gases from combustion is transferred into translational energy in the pistons. The pistons are directly connected to the connecting rods which are connected to the crankshaft, and energy from the translation of the pistons is transferred to the crankshaft through the connecting rods and converted to rotational energy in the crankshaft. This rotational energy is transferred to rotational energy is the axle and wheels which finally converts to translational energy in the movement of the vehicle. With the exception of the spark plug, the combustion of gasoline and the expanding of gas, the main subsystems are all connected physically by bearings and connecting rods so they can efficiently transfer mechanical energy from one subsystem to the next. Again, some energy is lost through heat produced by friction. This can be reduced by the use of lubrication between physical parts, but it cannot be fully eliminated.
How do global, environmental, economic and societal concerns influence this?
Economic concerns affect how the subsystems are connected because most companies designing and building the engines want to keep their costs as low as possible, so this would mean keeping the engine as small as possible. The companies designing the engine have to consider how each subsystem is connected and see how they can compact the entire system while still having efficient connections within the subsystems. This will allow them to keep costs lower.
Global factors such as weather and climate can also affect the subsystem connections. Depending on the general weather patterns and climate of an area, the connections may have to be constructed differently with different materials or some connections may have to be covered up by some sort of housing so that climate does not cause the connections to degrade or corrode. This also fits in to economic concerns because engine and automobile companies need to consider types of materials used for connections when analyzing overall cost.
Environmental concerns would also include analyzing materials used for connections and making sure that, after the engine is disposed of, the materials that were used are not harmful to the environment.
Societal concerns influence the overall system of the engine and how each subsystem affects it. People are concerned with efficient energy usage and fuel consumption. People want to buy less fuel and have their vehicle utilize it more efficiently. Efficiency of connections and how well each one transfers energy comes into play here. The engine designers must consider the most efficient ways of transferring energy through connections with the smallest energy loss. Society and people also want to be able to buy cheaper vehicles, and so selection of materials needs to be considered here too. The engineers and designers need to consider the most efficient energy transfer, the lowest fuel consumption with the largest energy output, the materials used in the connections and they need to analyze exactly how everything is connected when addressing societal concerns in their main design.
How does performance influence the connection type?
Performance influences the connection type of our four subsystems because they must be connected in an efficient manor. This includes both cost and maximization of the capabilities of the engine itself.
- Intake
- Intake Valves: In order to maximize the function of the engine, the intake values must be able to seal shut so that during compression, no fuel or air leaks out. It is imperative during this stage that the intake value is able to remain sturdy in order to allow for a great increase in pressure. This means that the valves must be able to withstand a wide array of both environmental and normal wear and tear
- Fuel Lines: In order to maximize the function of the engine, the fuel line must be able to be very sturdy. The fuel line, which transfers fuel into the cylinder, is generally made of a high strength rubber. This rubber must be sturdy enough that it will not puncture easily or knot up.
- Spark Plug: The spark plug must maintain similar performance features as the intake valves. It is very important that the spark plug is able to seal effectively so that fuel and air is not able to escape the cylinders. If the seal is not strong then the performance of the engine will decline as pressure in the cylinder is unable to reach its potential. The spark plugs connection allows it to be removed easily in case it needs to be changed.
- Piston: Performance influences the connection type of the piston because the piston must be able to smoothly move up and down the cylinder while maintaining a proper seal. The seal is very similar in nature to that of the intake valves and spark plug where pressure must be increased by compressing the fuel and air in the cylinder. The piston must be able to keep the fuel and air tightly sealing inside. Also, the piston must be able to move smoothly up and down the cylinder. If this can not be done then energy will be lost in the form of heat. The piston is designed to be removed easily allowing for it to be changed if needed.
- Cylinders: The most important performance influence of the cylinder is that is must be able to withhold heat. Done in part with the cooling subsystem, the cylinder should not allow for heat transfer. This adiabatic process will allow for the pressure and volume in the cylinder to both increase and decrease respectively. If heat escapes during this process then the compression will not be as effective as possible decreasing the performance of the engine.
- Crankshaft: The crankshaft may be the most important part of the power subsystem. It is greatly influenced by performance because it must be able to withstand a lot of stresses. The crankshaft must be sturdy because if it breaks then the motion of the cylinders will not be translated to rotational motion to move the vehicle. If the crankshaft is not designed to withstand the stresses and it breaks, then the engine will not run. As seen from our dissection this part is able to be removed fairly easily due to this fact.
- Oil Temperature Sensor: The oil temperature sensor plays a large role in the function of the engine by making sure it does not over heat. This is very important because the overall ability of the engine is drastically changed, even to the point where it can not function, if the temperature is not correct. The sensor is connected in a way that allows it to be removed fairly easily in case something goes wrong with it.
- Coolant Tube: The coolant tube is an important part that again keeps the engine running at the proper temperature. If the tube is not able to able circulate coolant throughout the engine then it will overheat. The coolant tube is subject to high temperatures and must be able to with stand them as well as other environmental and normal factors. The tube is able to be removed easily which allows it to be changed out if required.
The subsystems are arranged so that the engine can perform to its maximum ability. For example, cooling tube is set so that it can provide coolant to the entire engine. The engine as a whole gets hot and the coolant tube's layout allows for it to cool the entire engine. The ignition is placed so that it can receive signals from other parts of the vehicle and in turn perform operations at given times to run the engine. It must be placed so that it can ignite the fuel/air mixture in the cylinder. The power subsystem is arranged so that the engine most effectively transforms the linear motion of the cylinders to rotational motion. The layout helps to balance the engine and ensure that weighting is properly maintained. The main system who can not be adjacent would be the cooling system. This is because coolant causes erosion. If other subsystem in the engine where to erode then they would not be able to perform as they are expected to and would therefore decrease the efficiency and capability of the engine.
Is there a reason for each subsystems placement?
There is a reason behind the placement for each subsystem. Each subsystem needs to be placed in a specific location that will allow the physical connections to adjacent subsystems to be made, as well as allowing the energy transfer between each subsystem to occur in the proper order so that the engine functions correctly. It is important to keep in mind also that the placement for each subsystem needs to be space conscious so that the engine can be made to be an appropriate size.
Are there subsystems that can't be adjacent?
It is more than likely that there are subsystems that cannot be adjacent to one another. These would be subsystems that would have an impact of the effective transfer of energy or on the physical movement of other systems. For example, the cylinders would not be put adjacent to a subsystem that would cause impeded motion. It would make the engine less efficient.
GATE 3: PRODUCT ANALYSIS
The purpose of this gate is to document and effectively communicate our group's post-dissection analysis. Our dissection of the car engine enabled us to engage in an in-depth analysis of each major individual component and their respective subsystems, allowing the design and manufacturing decisions to be observed from an engineering standpoint with respect to overall functionality and the four factors.
Project Management: Coordination Review
Our group works very well together. By this time, we have managed to work out all of our previous issues, which mostly consisted of finding the time to have the entire group meet to discuss the project and assignments. The only other slight issue that the group has encountered is our collaboration with group 18. We do not have the best lines of communication, but we have had no real conflict with the other group.
Product Archaeology: Product Evaluation
I- Component Summary
The component summary aims not only to document each component, but its functionality and its effect on the functionality of the engine as a whole, along with the manufacturing processes and decisions made in the creation of each component, reasons for particular design characteristics, and analyzing the complexity of each component.
Several commonalities were found in many of the parts of the engine. They all operate in an enclosed, heated environment, and the design of the parts were based on efficiency and functionality rather than aesthetics because the engine as a whole is internal. Die casting and injection molding appear to be the main manufacturing methods for a majority of the parts, which based on the size and the amount of times parts were replicated for assembly, seems to be sensible.
Our summary will document the components in the order they were dissected. Our groups' top to bottom dissection method allowed for the parts to be dissected in such a fashion that the groupings of components in the step by step process were related to each other in functionality.
Component complexity can be analyzed in terms of what their specific function is with relation to the complexity of their assembly, and the complexity of the component's interaction on other subsystems within the engine and with regards to the engine as a whole. Individual component complexity can be analyzed in terms of its individual function, its form, and the manufacturing methods required to create the part. This scale is broken down into the table below:
| Level | Functional Complexity | Form Complexity | Manufacturing Complexity |
|---|---|---|---|
| 1 | Very basic function, easily comprehensible by common user | Simple geometry, basic shapes, few distinguishing features | One or two easy manufacturing methods required to make part, such as molding and drilling |
| 2 | Moderately complex function, related to other functions within subsystem | Several additional features, geometry more closely related to specific function | Several manufacturing methods or one difficult method such as an additive process, or several forming processes |
| 3 | Related to all functions within subsystem, several individual functions | Very specific part geometry with many distinguishing features | Part is expensive to manufacture and/or requires many processes |
Complexity can be analyzed with respect to its interactions as well. A scale for this is defined below:
| Level | Definition |
|---|---|
| 1 | Little to no interaction with other parts, may act simply as fastener but still be important |
| 2 | Directly interacts with one or two other parts, indirect interaction with rest of subsystem |
| 3 | Direct interaction with entire subsystem, highly important to entire engine |
Below is our component summary:
1. Intake Manifold
- i. Basic Specs
Approx. weight: 5-7 lbs (11-17kg) (
Material Composition: Aluminum, rubber, plastic, silicon
Dimensions: (37x28x27)cm
ii. Component Function
- The intake manifold evenly distributes the combustion mixture to each cylinder in such a manner that retains maximum efficiency in the mix, and is highly pertinent to the optimization of the piston-cylinder system. The primary flows are energy and material.
iii. Component Form
- The overall shape is a hemisphere with 2 distinguishable pipes on either side, totaling 4 for the 4 cylinders, with visible y-axis symmetry. This symmetry and pipe curvature optimizes even distribution of the combustion mixture and overall space. The materials incorporated allow for ease of manufacturing in that they are common materials and are inexpensive.
Global Considerations: Material commonality and symmetry permits ease of global production and sale.
Economic Considerations:: Maximum efficiency governed by insulating materials. Materials chosen are durable
Societal Considerations: The part design is easily identifiable.
Environmental Considerations:: Durable material lengthens life cycle, eliminating waste. Efficiency of energy flow limits damaging exhaust.
iv. Manufacturing Processes
- Several processes were used for different sub-components:
- Center piece injection molded, evidenced by duller polymer and notable part lines throughout the inner part of the base in the side view. Holes drilled w/brass inserts threaded on the inside.
Injection molded base, evidenced by polymer and rough surface finish.
Extruded plastic tubes, likely impact extrusion; metal surface finish is smoother and tubes are very durable compared to an injected or die cast part. Part size indicates the tubes were not molded
Global Considerations: Materials are available worldwide, part is lightweight and easy to ship
Economic Considerations: Since part is lightweight shipping costs are low; parts and manufacturing methods are inexpensive relative to amount of parts produced.
Societal Considerations: Due to commonality of parts it is easy for a user to get it repaired.
Using easily available materials for manufacturing lowers environmental impact
v. Component Complexity
-
Functional Complexity: 2 : One primary function
Form Complexity: 2: Several shapes, curved tubing.
Manufacturing Complexity: 2: Extrusion required for tubing.
Interaction Complexity: 2: Direct material interaction with cylinders
2. Throttle Body
- i. Basic Specs
Approx. weight: 2-3 lbs (5-8kg)
Material Composition: Aluminum/steel, brass, rubber/polymers
Dimensions: (14x10x6)cm
ii. Component Function
- Acts as part of air intake system to control amount of air flowing into the engine. The amount of pressure on the accelerator pedal determines the magnitude of the electrical signal sent to the linkages inside the throttle body. The linkages move the throttle plate to permit airflow.
iii. Component Form
- The main throttle plate is spherical and the main aluminum body of the component appears symmetrical on both sides, likely for ease of manufacturing. The curved rubber portion on the left assists as a timing mechanism for airflow control. The color matches the material used to create the part. The throttle body as a whole contains many smaller internal parts that would require disassembly to fully describe. </br>
Global Considerations: The material used is widely known and is globally available for production.
Economic Considerations: The symmetrical design and condensing of parts in the throttle body permit it to fit among the engine, thus requiring less parts.
Societal Considerations: The part is easily identifiable.
Environmental Considerations: By incorporating available materials that create lower environmental impact.
iv. Manufacturing Processes
- Die-casting is evidenced by visible part lines and shaping separations throughout the aluminum body along with the rough surface finish; circumstances of mass manufacturing and overall part size of throttle body also indicate die casting. Injection molding used for rubber components on side. Various bolts and nuts likely forged. Orange cap injection molded and painted orange to make the throttle body visible inside the engine.
Global Considerations: Die-casting and injection molding are easily replicable methods that can be applied worldwide
Economic Considerations: The manufacturing methods for this part are economically efficient for large volume production.
Societal Considerations: The orange cap makes it easily identifiable for a user.
Environmental Considerations: Produced efficiently to reduce environmental impact.
v. Component Complexity
-
Functional Complexity: 2: Function is easily describable, linked directly to human signal, regulatory function.
Form Complexity: 3: On the outside the form is simple but there are many internal sub-components.
Manufacturing Complexity: 2: Molding process is fairly simple for large-scale, each smaller individual component easy to make. Throttle body is small
Interaction Complexity: 2: Direct interaction with air intake system, indirectly regulates combustion process by regulating air/fuel ratio in combustion mixture.
3. Fuel Rail Assembly
- i. Basic Specs
Approx. weight: 5 lbs/12kg
Material Composition: Carbon-based rubber(fluoroelastomer), aluminum, standard rubber, brass
Dimensions:
ii. Component Function
- Transports the fuel directly into air stream. Consists of the fuel rail which serves as support for rubber tubing, which injects fuel. Pressurizes fuel for optimum injection.
iii. Component Form
- Cylindrical tubing permits optimum fuel flow. One cylindrical injector per cylinder.
Global Considerations: Standard material throughout; resources are available for reproduction worldwide
Economic Considerations: The cylindrical design permits optimum flow efficiency, thus reducing possibility of repair costs.
Societal Considerations: No dangerous outer components; safe to remove and disassemble.
Environmental Considerations: Efficiency of design lowers waste.
iv. Manufacturing Processes
- The plastic material of the connectors indicates injection molding. Aluminum tubing has a consistent cross-sectional area, durability, and is bent, which indicates extrusion and shaping. Several holes drilled; low-thickness stamped fittings.
Global Considerations: Availability of materials allows for worldwide manufacturing.
Economic Considerations: Since materials are widely available it's simpler to use.
Societal Considerations: The surface finish on each sub-component is relatively smooth, making the part safe to handle
Environmental Considerations: Minimal environmental impact factored into large scale production.
v. Component Complexity
-
Functional Complexity: 2: Easily comprehensible, only a few sub-functions.
Form Complexity: 2: Aside from bending in tubes the geometry is simple.
Manufacturing Complexity: 3: Multiple processes needed; different for every sub-component in assembly.
Interaction Complexity: 3: Direct interaction with throttle body and intake manifold. Without fuel injection combustion can't take place.
4. Oil Filter
- i. Basic Specs
Approx. weight: 0.5-1 lbs (1.1-2.2kg)
Material Composition: Rubber, aluminum, foam
Dimensions:
ii. Component Function
- The filtration material removes contaminants from the oil that could damage other components of the engine. Removing contaminants also ensures optimum oil usage.
iii. Component Form
- Simple symmetrical cylindrical shape allows for oil to flow through filtration material easily.
Global Considerations: Materials easy to find for worldwide production.
Economic Considerations: Designed for maximum filtration at minimal cost
Societal Considerations: The part is small and very lightweight; since it's so cheap a user can easily replace it.
Environmental Considerations: The part itself is manufactured to ensure oil is maximally usable.
iv. Manufacturing Processes
- Injected plastic o-ring and center, evidenced by visible injection points and seam lines. The metal base and exterior of the part were rolled/stamped, evidenced by the fact that it's very thin.
Global Considerations: Very simple manufacturing methods make it easy to replicate.
Economic Considerations: Part itself is very cheap and easily replaceable.
Societal Considerations: Part is easily identifiable and replaceable by user; safe to handle.
Environmental Considerations: Thin metal and plastic can be recycled and reused.
v. Component Complexity
-
Functional Complexity: 1: Very simple filtration function.
Form Complexity: 1: Cylindrical and symmetrical, one-two internal parts.
Manufacturing Complexity: 1: Simple methods, virtually no sub-components
Interaction Complexity: 1: Oil simply passes through filter, part itself has no pertinent energy/flow conversions.
</ul>
5. Coolant Tube
- i. Basic Specs
Approx. weight: 1-3 lbs (2.2-7kg)
Material Composition: Steel, some rubber/plastic
Dimensions: 58-60cm length, 5mm diameter
ii. Component Function
- The coolant tube conducts fluid that cools the engine block to prevent overheating
iii. Component Form
- Long cylindrical tubing, several attachments to hook up to other smaller tubes to carry out function.
Global Considerations: Tubing made for efficient fluid flow; small diameter enables fit into tight spaces inside engine.
Economic Considerations: Steel is a long-lasting material
Societal Considerations: Part is easily identifiable
Environmental Considerations: Durability of steel ensures long life though material is recyclable.
iv. Manufacturing Processes
- Steel tubes produced via extrusion, evidenced by constant cross-sectional area and welded together. Fittings at ends are injection-molded evidenced by plastic and visible seams.
Global Considerations: Steel is a globally available resource; makes global reproduction possible.
Economic Considerations: Simple production process, one major material needed.
Societal Considerations: Extrusion leads to smooth surface finish on tubes, safe to handle.
Environmental Considerations: Manufacturing process has low impact on environment.
v. Component Complexity
-
Functional Complexity: 1: Simple function, carries one fluid
Form Complexity: 1: One basic cylindrical tube shape
Manufacturing Complexity: 2: Multiple processes needed to complete product.
Interaction Complexity: 1: Attached to several smaller tubes that help collect coolant
6.Engine Ignition Coil
- i. Basic Specs
-
Approx. weight:8-10 lb
Material Composition:Plastic, some form of metal
Dimensions:(11.5x10x8)cm
ii. Component Function
- The function of the ignition coil is to increase the voltage by acting as a transformer. The coil has a 100 to 1 ration between its secondary and its primary windings. This means that the output voltage will be about 100 times greater than the input voltage. In other words, it takes relatively weak battery power and turns that power into a spark that is powerful enough to ignite fuel vapor.
iii. Component Form
- The general shape of this component is box like. It consists of two cylinder type shapes (the coils) and there were 4 output locations, three had wires attached. Something notable that stood out about the component was that if you were to split it down the center, both halves would have been the same. Also, the ignition coil was mounted upon a metal plate. The shape of the component could be related to the function. Each of the cylinders held a coil. We were not able to open the outer housing for the coils, so no information on the internal structure is known. The housing that encased the ignition coil was made of plastic. There is not real property of the plastic that helps the component function. It only acts as protection for the internal system. The surface finish of the plastic was smooth. The metal plate also had a smoother finish. The surface finish, I assume does not come from a functional need, but more from the process that was used to manufacture the part. As for the metal plate, it was most likely smoothed to avoid any damage to the ignition coil from possible friction if the plate were to come loose.
Global Considerations: The materials used for the housing and the base plate are mostly likely available in many locations, or they would be inexpensive to ship.
Economic Considerations: An economic factor that could have influenced the decision to have two coils because it allows each coil to be smaller, thus saving space. Also, plastic may have been chosen for the housing because it is lighter and cheaper than metal.
Societal Considerations: The housing for the actual coils acts as a safety feature. There is a lot of voltage running through the coils and if the car were to be running while someone was working on the engine, the plastic would protect them from injury because it is non-conductive.
Environmental Considerations: This step in the process of the engine does not generate any waste.
iv. Manufacturing Processes
- For the housing of the ignition coil, it can be assumed that injection molding was the chosen method of manufacturing. The evidence to support injection molding is that there were noticeable seams that would be left from the mold, also it was a very specific shape, and there were rounded edges, which are easier to remove from a mold. The base plate was most likely manufactured through die casting. It did not have the smoothest surface, and it was clearly visible that some of the edges had been grinded to smooth them out, and seams from the mold were also visible. The material choice most likely did impact the decision as to which process to use. The different materials need different methods to be manufactured, and the materials used would be most easily made into the necessary shape through these processes. The shape did not really impact the selected method. You could achieve the same shape though other methods, for example, forming and shaping for the base plate. It is possible however that the alternate methods of manufacturing would be more costly, or time consuming.
Global Considerations: These processes are ones that can be performed in a variety of locations across the world so long as the proper machinery is available
Economic Considerations: As previously mentioned, the selected methods of manufacturing were most likely cheaper and less time consuming than other possible methods, thus saving money and allowing the overall product cost less.
Societal Considerations: The processes that are used do not have an impact on society as a whole.
Environmental Considerations: The processes used are efficient and do not yield a lot of waste materials.
v. Component Complexity
-
Functional Complexity: 2, the component has one main function, but it is important to achieve the desired results of the entire engine.
Form Complexity: 2, the outside looks fairly simple, however it is the inside that has complexity.
Manufacturing Complexity: 2, the outer casing is fairly simple to manufacture, however the inside needs more detail to ensure proper function.
Interaction Complexity: 1, has a single input and four outputs, all of which transfer enhanced energy to the rest of the engine.
7. Exhaust Manifold
- i. Basic Specs
Approx. weight:15-18 lb
Material Composition:Iron
Dimensions:(35x12x6)cm
ii. Component Function
- The exhaust manifold is a pipe that conducts the exhaust gases that come from the combustion chambers to the exhaust pipe. This component contains an exhaust port for each port that is on the cylinder head and there is a flat surface on the manifold that fits against a matching surface on the exhaust area in the cylinder head. The passage that exhaust follows from each port in the manifold join into a common single passage before they reach the manifold flange where it then continues to the exhaust pipe.
iii. Component Form
- The general shape of this component is two tubes that merge into one another. On one side of the tube is open. The two pipes that merge are the inputs and the single tube is the output that leads to the exhaust pipe. This component was made from iron. This was evident in that the part was very rusted. The decision to use metal was for the reason is so that the very high temperatures of the gases that will be flowing through the manifold will not warp or melt.
Global Considerations: The materials used are available all over the world.
Economic Considerations: It allows the engine to act more efficiently by removing waste products.
Societal Considerations: The pipe contains the gases that could cause damage to other parts of the engine
Environmental Considerations: This component allows gases to be safely transported from the engine and through the catalytic converter so to reduce the harmful effects of the gases.
iv. Manufacturing Processes
- The manufacturing method that was used to make this part was die casting. The evidence that could be seen to support this is that there were parting lines on the component. Also, the surface finish of the part points to die casting. The choice of material did influence the decision to use die casting. Iron is a good material to use for molding rather than shaping. The specific shape of the part also points to die casting because it would be in a manufacturer’s best interest to have a mold for this part because of its shape and the necessity of it.
Global Considerations: The mold can be shipped or made anywhere, so the component can be manufactured anywhere.
Economic Considerations: By using a mold multiple of each part can be made without having a very large initial cost.
Societal Considerations: It is a safe process that can ensure that the component will function properly.
Environmental Considerations: This is an efficient method of manufacturing that can reduce negative environmental effects.
v. Component Complexity
-
Functional Complexity: 1, has a single purpose to transport waste products.
Form Complexity: 1, simple shape of 2 tubes merging into 1.
Manufacturing Complexity: 1, can be made by die casting with a mold.
Interaction Complexity: 2, takes waste products from the cylinders and moves them on to the exhaust pipe so that the waste can be removed from the vehicle.
8. Water Pump
- i. Basic Specs
Approx. weight:2-4 lb
Material Composition:Coated metal and other types of metal
Dimensions:(16.5x7x13)cm
ii. Component Function
- The water pump’s intention is to circulate water throughout the engine and the radiator in order to keep them from overheating.
iii. Component Form
- The shape of this component is an angled tube with a pump at the end. Nothing about the component is horizontal or vertical. Everything is at an angle. By having the angle allows the water to flow easier through the pump. This component is made from 2 different types of materials. One is a coated iron and the other could not be determined, but it was also metal. The metal is a good choice of material for the water pump because the water that returns to the pump from the engine could be hot and plastic could melt.
Global Considerations: The availability of materials in different locations and the availability of labor in those locations.
Economic Considerations: Some economic factors are the cost of the materials and the cost to assemble all of the parts in order to make the entire pump.
Societal Considerations: There are no immediate societal concerns that come into play with the component other than the safety regulations that need to follow when obtaining materials.
Environmental Considerations: An environmental concern is how the materials are to be obtained and how much waste product there may be at the end of the process.
iv. Manufacturing Processes
- The type of manufacturing used to make this component would be die casting and also forming. On the silver tube, there were parting lines. The black part of the component appears to be too thin to have been die casted, it is possible that it was formed rather than die casted. The material choice would impact the manufacturing method used because the metal used and the shape are more easily made through die casting or forming, depending on the part being made. Also, there must have been an assembly process also because the pump itself had to be made and installed into the black part of the component.
Global Considerations: Forming can happen almost anywhere in the world, given the proper tools, that allows this component to be made in many locations. Also, there is an availability of materials in many locations.
Economic Considerations: Economic concerns include the cost of molds, the cost of materials and the cost of assembly of the two pieces. Also there are economic concerns if one part needs to be shipped to a different location so assembly and distribution may occur.
Societal Considerations: No societal concerns impact the manufacturing decision. They do however impact safety regulations that are needed to make sure workers are uninjured and machines are not damaged.
Environmental Considerations: Both processes are very efficient and result in little waste products.
v. Component Complexity
-
Functional Complexity: 2, this component is a simple pump, but it needs to be able to pump enough fits to prevent overheating of the engine.
Form Complexity: 2, the form is moderately complex. The inlet and outlet are fairly simple. The pump is the more complex portion of the component
Manufacturing Complexity: 2, there are a few separate parts that need to be made, as well as the assembly of those parts.
Interaction Complexity: 2, this component has a fairly complex system to power. The pump moves coolant and water all throughout the engine to keep it cool, so there must be close interactions with the rest of the engine.
9. Purge Solenoid
- i. Basic Specs
Approx. Weight:1.5 lb
Material Composition:Plastic polymer and coated metal
Dimensions:(11.5x5x10.5)cm
ii. Component Function
- The function of the purge solenoid is to contain the gas fumes from venting into the atmosphere. It releases the gases in small amounts so as not to put large amounts of harmful gases into the air at any one time.
iii. Component Form
- This part consists of two pieces. A cylinder and a mount. The mount looks like a rectangle with a circle on the end with a hole in the circle. The cylinder has two additional cylinders coming off of it, the input and output. The input and outputs are on opposite sides of the solenoid. That shape could be influenced by the function of the component. The gases go in one side, and come out of the other. The solenoid has an outer casing that is made of plastic. It could not be determined what materials were used on the inside. The mount is made from a type of coated metal. The plastic was most likely selected to act as a protective casing, and also it is probably less reactive than metal would be when interacting with the gases.
Global Considerations: This is a standard component in many cars around the world. Its shape is most likely fit to a set of standards so it can be used globally.
Economic Considerations: An economic concern is in the cost of the materials that are needed and the number of parts that go into the component. The more complex a component in form, the more expensive it is to make.
Societal Considerations: People in today’s society are becoming much more concerned about the air that they breathe. The toxins that are released by this component are harmful to humans, but because of the purge solenoid, they are released in small enough amounts for the toxins to dissipate I the air, thus leaving it safe for humans to breathe.
Environmental Considerations: Harmful gases are very bad for the environment, so this component was designed very much with the environment in mind so that those harmful toxins are not all rejected into the air at once, but are instead regulated.
iv. Manufacturing Processes
- In order to manufacture the solenoid, injection molding was used. Plastics usually go through this process in order to be made into the necessary specific shape. Parting lines could be seen on the cylinder and most of the edges were rounded. The material definitely impacted the manufacturing decision. In order to get the best results, injection molding is a good option for plastics and other polymers.
Global Considerations: The polymer used to make the outer casing can be found in many location across the globe, or it is easily shipped.
Economic Considerations: There are concerns with the cost of the materials and the cost of labor and the costs of assembly to be concerned about.
Societal Considerations: The processes used to make these components are safe.
Environmental Considerations: The processes used to manufacture a purge solenoid are efficient and do not produce a lot of waste that could harm the environment.
v. Component Complexity
-
Functional Complexity: 3, this component has to be able to contain harmful gases as well as be able to release them in a controlled manner.
Form Complexity: 2, the out casing is not too complex. It is hard to judge the complexity of the inside of the solenoid because it was not able to be opened.
Manufacturing Complexity: 2, there are at least 2 parts that need to be made to complete the component, so that adds complexity to the manufacturing. Each individual part however does not seem to be too complex.
Interaction Complexity: 1, this component does not have very many interaction with the other parts of the engine. It just takes the waste gases to release them.
10. Engine Head Cover
- i. Basic Specs
Approx. weight:8-10 lb
Material Composition:some type of metal
Dimensions:(45x14.5x11)cm
ii. Component Function
- The engine head cover goes over the cylinders on the top of the engine. It protects the cylinders and the components below. Also, it can help to reduce some noise from the engine.
iii. Component Form
- The general shape of the engine head cover is rectangular. It is shaped so that it would fit on top of the engine. The bottom has complex shapes so that the fit can be exact and so a good seal can be made. It is made out of metal, although which metal could not be determined. There is also rubber that sits in a groove on the bottom. That is so the over can be tightly attached to the top of the engine.
Global Considerations: The materials chosen are available worldwide.
Economic Considerations: The cost of materials is always a concern and with this component, the specificity needed on the bottom side would also be a cause for economic concern when it comes to manufacturing.
Societal Considerations: This component helps to protect the engine and it can also protect a human who is working under the hood of a car if the engine is running.
Environmental Considerations: This component produces no waste products, and it will also very likely last as long as the engine does.
iv. Manufacturing Processes
- To make the engine head cover, die casting and some subtractive properties were used. Die casting was evident through parting lines that were left on the top side of the engine. However it could also be seen that some subtractive processes were used to obtain the precision of the bottom side of the cover. The material choice did impact this decision. The material needed to be strong, so metal was a natural choice. In order to achieve the shape necessary, a mold would be best so as to achieve the best results and so that many could be made.
Global Considerations: For this component, all regulations had to be met and also the processes used to make the parts can be used in many locations.
Economic Considerations: The detail of the bottom of the component can be a cause for concern because it could require special processes to be needed.
Societal Considerations: All of the processes are safe for both workers and machines, and the part will be safe to use.
Environmental Considerations: This component was manufactured to last. The life of the component will span the life of the engine. Also the processes used to make it are efficient.
v. Component Complexity
-
Functional Complexity: 1, the function of the part is as protection and to act as a covering. It does not do too much.
Form Complexity: 2 the top half is very simple, but the bottom had to be manufactured in order to exactly fit.
Manufacturing Complexity: 2, the process would have been standard, but the mold used and the possible extra work that would have been needed increase the complexity of manufacturing.
Interaction Complexity: 1, this component is a covering and it does not interact with the engine other than to protect it.
11: Belt Wheel
- i. Basic Specs
Approx. weight: 3lb/7kg
Material Composition: Coated metal, likely steel
Dimensions: 2.5cm wide, 16.5cm diameter
ii. Component Function
- The Belt wheel holds the belt that is used to power the cars accessories such as the water pump, air conditioner, etc. It works by receiving torque from the crankshaft and, from having the belt tight, transmits the power to the cars other systems. The primary flows are energy and mass.
iii. Component Form
- The component is shaped as a circle with holes evenly spaced around it. The circle has depth to it with a lip on either side which would help hold the belt in place. The part has symmetry to it and its materials allow it to be sturdy enough to withstand tension and also allow it to be manufactured easily and affordably.
Global Considerations: This material was chosen because of its availability. The part can be made worldwide.
Economic Considerations: The material chosen is able to provide a sturdy part and can be output efficiently which allows it to be mass produced.
Societal Considerations: The material creates a sturdy part which keeps the engine running correctly and adds to the safety of the engine.
Environmental Considerations: By choosing this material, the part should last for the lifecycle of the engine, eliminated waste.
iv. Manufacturing Processes
- This part appears to have been die casted as evidence from the smooth surface, size of the part and riser marks. The use of metal made die casting an easy choice because a mold can be reused and it is also economical for high volume parts.
Global Considerations: The part can be die cast around the world because the mold is interchangeable. An interchangeable mold means that laborers play a small role in the actual formation of the part
Economic Considerations: Die casting the part makes it able to be manufactured anywhere which then gives the company the freedom manufacture it where there is affordable labor, materials, energy, etc.
Societal Considerations: By die casting the part it is made very sturdy and therefore makes the part safe.
Environmental Considerations: Die casting the part amounts in little waste because it will be sturdy so replacement is unlikely and the mold can be reused. These two combined results in little waste.
v. Component Complexity
-
Functional Complexity: 1: Holds and rotates with belt.
Form Complexity: 1: Simple circular shape with a width to it.
Manufacturing Complexity: 1: Die casting is a simple process given the parts size and detail.
Interaction Complexity: 1: The part interacts mainly with the belt and the crankshaft.
12. Rocker Arm/Pushrod
(A cad drawing/assembly of this is viewable later in the gate)
- i. Basic Specs
Approx. weight: Combined 1.25lbs
Material Composition: Metal, more than likely steel. The rocker arm has a slight texture to it.
Dimensions: Rocker Arm – 7cm high, 7cm long, 3.5cm wide
Push Rod – 1cm diameter, 19cm long
ii. Component Function
- The rocker arm and push rod are the parts that transfers circular motion into linear motion. The primary flow is energy.
iii. Component Form
- The rocker arm very loosely looks like two rectangles put together to from a T-shape. It almost looks like a hammer. The one piece must be able to swing back and forth as well as raise up and down. The push rod is cylindrical. The push rod is also symmetrical. The materials used for this part were used in primary due to their strength and durability.
Global Considerations: This material was chosen because of its availability. The parts can be made worldwide.
Economic Considerations: The material chosen is able to provide a sturdy part. By creating a sturdy part fewer will have to be made due to them breaking.
Societal Considerations: The material creates a sturdy part which keeps the engine running correctly and adds to the safety of the engine.
Environmental Considerations: By choosing this material, the part should last for the lifecycle of the engine, eliminated waste. Also, it allows for the engine to efficiently transmit energy, keeping it running at its best.
iv. Manufacturing Processes
- The rocker arm seems to be made mainly from die casting. This is evident from the good part detail and fine surface finish. The push rod was more than likely obtained through forming and shaping. Extrusion would allow the parts to come out uniform in size and shape. After extrusion, subtractive processes such as grinding were used to give it the surface finish it has.
Global Considerations: The parts were chosen to be manufactured as state in part to the fact that die casting can be done easily anywhere. When deciding to extrude the push rod engineers had to consider the fact that units are different where the part may be manufactured. Whereas die casting has a mold that is uniform, engineers had to ensure that when extruding, the die was set correctly.
Economic Considerations: Die casting and extrusion the part makes it able to be manufactured anywhere which then gives the company the freedom manufacture it where there is affordable labor, materials, energy, etc. Also, while die casting has a high initial cost, it is still economical for high volume.
Societal Considerations: The parts were manufactured to be sturdy. By making these parts to last the life cycle of the engine, they are safe and will ensure that the engine remains so
Environmental Considerations: The manufacturing the parts as stated, they will be sturdy so replacement is unlikely. These two combined results in little waste. Also, being that both are made from metal, they can be recycled at the end of the products life.
v. Component Complexity
-
Functional Complexity: 2: Mainly transfer rotational motion into linear motion.
Form Complexity: 2: The rocker arm has a complex shape consisting of several sub-components to the part. The push rod is a simple form.
Manufacturing Complexity: 2: A combination of die casting and forming and shaping make the process more tedious then other parts.
Interaction Complexity: 2: Works with several other engine components to perform its task.
13: Mounting Bracket
- i. Basic Specs
Approx. weight: 0.5-1lbs (1-2.5kg)
Material Composition: Metal, likely steel
Dimensions: 47cm long, 12.5cm high. 1.5cm wide
ii. Component Function
- The mounting bracket is the part of the engine that holds other components of the engine. The primary flow is mass.
iii. Component Form
- The mounting bracket is hexagonal in shape having six sides. There are drilled holes at various points of the part. The parts surface finish varies from smooth to textured. The materials used for this part were used in primary due to their strength and durability.
Global Considerations: This material was chosen because of its availability. The parts can be made worldwide.
Economic Considerations: The material chosen is able to provide a sturdy part. By creating a sturdy part fewer will have to be made due to them breaking.
Societal Considerations: The material creates a sturdy part which keeps the engine running correctly and adds to the safety of the engine.
Environmental Considerations: By choosing this material, the part should last for the lifecycle of the engine, eliminated waste. Also, the part is light due to its material which makes the engine lighter and more efficient.
iv. Manufacturing Processes
- The mounting bracket appears to have been die cast. This is due to the part detail and size of the part. The holes on the part appear as though they have been drilled out.
Global Considerations: When deciding to manufacture the mounting bracket engineers had to be sure that they staying within regulations. Neither die casting nor drilling have a lot of emission given off from their respective processes which means they should meet regulations.
Economic Considerations: Die casting and drilling the part makes it able to be manufactured anywhere which then gives the company the freedom manufacture it where there is affordable labor, materials, energy, etc. Also, because die casting does not require a lot of hands on labor, the cost of training will be lowered.
Societal Considerations: By manufacturing the part as described, the part will turn out strong and high in quality. The high quality part will result in a safer part.
Environmental Considerations: Die casting and drilling gives off, as previously stated, few emissions which means less pollution and waste. The parts are also manufactured to last the life of the engine which means less waste.
v. Component Complexity
-
Functional Complexity: 1: Performs one main function. Holds other components of the engine.
Form Complexity: 2: Outline is not too complex but the part has many different supports built in.
Manufacturing Complexity: 1: The part is mainly die cast. Some drilling may have been used.
Interaction Complexity: 1: Component works with many other systems of the engine but in a simple way by holding them.
14: Mounting Plate
- i. Basic Specs
Approx. weight: 15-20 lbs (35-45kg)
Material Composition: 39cm long, 23.5cm tall, 1.5cm deep with circle attached having a diameter of 8cm and a width of 3cm.
Dimensions:
ii. Component Function
- The mounting plate of the engine is the part that allows other functions to be attached to the engine. The primary flow is mass.
iii. Component Form
- The mounting plate is shaped almost like a truss. It has a square like shape that is cut out in the middle with holes drilled at various points around the part. There is a wheel attached to the middle of the top. The parts surface finish was rough. The materials used for this part were used in primary due to their strength and durability.
Global Considerations: This material was chosen because of its availability. The parts can be made worldwide and then shipped to where they are needed.
Economic Considerations: The material chosen is able to provide a sturdy part. By shaping it the way it has been loads are able to be distributed evenly and therefore can the part is less likely to break.
Societal Considerations: The material creates a sturdy part which keeps the engine running correctly and adds to the safety of the engine.
Environmental Considerations: This material will allow for it to be recycled at the end of the products lifecycle. Also, because it is built with durability in mind, the part should not need replacing which eliminates waste.
iv. Manufacturing Processes
- The mounting plate appears to have been die cast. This is due to the surface finish of the part. The holes on the part appear as though they have been drilled out and turned in order to create the threads.
Global Considerations: When deciding to manufacture the mounting plate engineers had to be sure that it could be done wherever the company decided to. They intern had to make sure that it could be manufactured with ease across the world, and die casting and drilling allow for that.
Economic Considerations: Die casting and drilling the part makes it able to be manufactured anywhere which then gives the company the freedom manufacture it where there is affordable labor, materials, energy, etc. By having this freedom, the assembly will become cheaper and therefore lower the overall cost of the part.
Societal Considerations: The safety of this manufactured part is very important. Die casting impacts part quality positively because it allows for good detail. Overall the quality of this part helps to make the engine safer.
Environmental Considerations: Die casting and drilling gives off few emissions which means less pollution and waste. The part is also manufactured to last the life of the engine which means less waste and it can be recycled when the engine is no longer used.
v. Component Complexity
-
Functional Complexity: 1: Mainly provides one function to the engine.
Form Complexity: 2: Shaped in a way as to handle stresses most effectively.
Manufacturing Complexity: 2: The part was die cast in addition to other more complex methods such as turning and drilling.
Interaction Complexity: 1: The part acts with many other functions of the engine but not in complex ways.
15: Engine Block
- i. Basic Specs
Approx. weight: 50-75lb
Material Composition: Metal, most likely steel
Dimensions: 43cm long, 23.5cm wide, 30 cm tall. The four cylinders that are cut out are 8cm in diameter and 13.5cm deep.
ii. Component Function
- The engine block is the base to all other parts of the engine. It houses just about all other components of the engine. The primary flows are mass and energy.
iii. Component Form
- The engine block is basically a rough rectangular prism that is carved out at certain points. The surface finish of the engine block is rough. There are four cylinders that have been carved out towards the base that are very smooth.
Global Considerations: This material was chosen because of its availability and commonality worldwide. It can be used in any type of weather condition and still function properly.
Economic Considerations: The material chosen is able to provide a sturdy part at a reasonable cost. The engine block is something that cannot break because it is the housing for the rest of the components and using steel makes it sturdy while keeping costs relatively low
Societal Considerations: The sturdiness of the material allows for durability which adds to the safety of the part.
Environmental Considerations: As previously stated, the durability of the part means that replacement will not be necessary. Also, the material allows for the part to be recycled at the end of the engines life cycle.
iv. Manufacturing Processes
- The engine block appears to have been made by a variety of the manufacturing processes. These include die casting, drilling and grinding. The die casting is apparent due to the part size and shape, detail and surface finish. Drilling was used at various points on the engine block to create holes. Grinding is most apparent in the cylinders where the surface finish is very smooth.
Global Considerations: A factor that engineers considered was the dimensional efficiency of die casting. Because die casting allows for parts to be dimensionally efficient they can be created wherever and all should have the same dimensionality.
Economic Considerations: Die casting and drilling the part makes it able to be manufactured anywhere which then gives the company the freedom manufacture it where there is affordable labor, materials, energy, etc. By grinding the part the cylinder will be smooth and run more efficiently thus saving on maintenance and repair costs later.
Societal Considerations: Grinding out the cylinders allows it to have a very smooth surface finish and makes the engine block safer. Die casting the engine block also makes the part safer by adding to its durability.
Environmental Considerations: The surface finish of the cylinders due to grinding allows the engine to run as efficiently as possible. The methods chosen do not give off a lot of pollution and the waste due to these processes will be limited and recyclable.
v. Component Complexity
-
Functional Complexity: 3: The engine blocks main function is to house all other components of the engine.
Form Complexity: 3: The part contains many different shapes and surface finishes.
Manufacturing Complexity: 3: The part is die cast in addition to more complex processes such as drilling holes and grinding to achieve a smooth surface finish in places such as the cylinders.
Interaction Complexity: 3: The engine block interacts with basically every other component and that components respective function.
16. Oil Pan
- i. Basic Specs
Approx. weight: 10 lb
Material Composition: Steel/Aluminium
Dimensions: 44.5x22.4x19.0 cm
ii. Component Function
- The Oil Pan is used to contain the oil before and after it has gone through the engine. The Oil Pan also works as the bottom of the engine holding all the pieces inside.
iii. Component Form
- The general shape of the Oil Pan is a rectangular shell. The top is open so other components can fit inside of the oil pan. The oil pan has axis symmetry aside from the cutout on the side of the outer surface. It is also three dimensional which is important in the containing of the oil. The length of the oil pan is 44.5cm and the width is 22.4cm. There are two heights of the oil pan. The shortest height is 8.0 cm and the tallest is 19 cm. The oil pan is made of coated steel. The steel was chosen because it is a strong material that could hold up through the functions of the engine.The reason for the steel being smooth coated black is to give the engine a uniform look. This is the only aesthetic properties of this part. There is no need for aesthetics of this part because it is underneath the hood of the car so it is not visible unless you are doing work on the car.
Global Considerations: Steel is worldwide so the part can be manufactured globally.
Economic Considerations: Steel is inexpensive to use and there should be little wastes.
Societal Considerations: The oil pan works as a protective shell for the engine. This keeps the users safe from moving parts.
Environmental Considerations: Steel is a strong material so the oil pan will not have to be replaced. This means that it has a good part life.
iv. Manufacturing Processes
- There were multiple manufacturing processes that were used in the making of the oil pan. Specifically die casting, welding, and drilling were used. Die casting was used to make the outer shell and the insert of the oil pan. This is visible because of the intricacy of the outer shell and the insert "shelf" of the oil pan. Welding was used to attach the shelf to the outer shell which is noticeable because of the seam. Lastly drilling was used to make holes for the bolts to attach the oil pan to the rest of the engine. The shape did impact the manufacturing process because the shelf would have made it difficult to make the oil pan from just die casting alone.
Global Considerations: The part can be made globally because these processes are international.
Economic Considerations: This process reduced the amount of labor and time needed to make the part. If investment casting was used, then a new mold would have to be made each time this part was made.
Societal Considerations: The piece must be safe for the users.
Environmental Considerations: By using the processes stated above, the part should not need to be replaced.
v. Component Complexity
-
Functional Complexity: 1-Very basic function
Form Complexity: 1-Basic shape with few features
Manufacturing Complexity: 2-Several manufacturing methods
Interaction Complexity: 1- Interacts with few other parts
17. Oil Pump
- i. Basic Specs
Approx. weight:5 lb
Material Composition:Steel/ Aluminium
Dimensions:27.0x11.5x16.5 cm
ii. Component Function
- The main function of the oil pump is to pump the oil from the oil pan and into the engine. It also filters the oil so no metal gets into the engine. The oil pump also pressurizes the oil that is sent through the engine.
iii. Component Form
- The basic shape of the oil pump is a rectangular piece with cylindrical extensions. The oil pump has no axis symmetry and it is three dimensional. The oil pump is also mostly smooth. The shape of the oil pump is coupled to the function. The oil pump would not work if it did not have this particular shape. The oil pump is made from steel/ aluminum. This is because plastic or any kind of nonmetal would not be strong enough of for these functions. There is no aesthetic features to this product because it is inside the engine casing so it is not visible. The component is a silver color. The reason for this is that it is the color of the metal used to make the part.
Global Considerations: Steel is found worldwide.
Economic Considerations: Steel is an inexpensive material.
Societal Considerations: Steel makes the parts strong and safer for the user.
Environmental Considerations:There is not a shortage of steel.
iv. Manufacturing Processes
- The manufacturing processes used to make the oil pump are rolling, die casting, and drilling, Rolling was used to make the cylindrical parts. Die casting was used to make the main parts of the oil pump. Drilling was used to make the holes for the bolts to assemble the oil pump.
Global Considerations: The parts are capable of being distributed around the world.
Economic Considerations: Little labor is needed for these processes which reduces costs.
Societal Considerations: The processes are safe.
Environmental Considerations: There is little waste with these processes. Remains can be reused.
v. Component Complexity
-
Functional Complexity: 2-Moderatly complex
Form Complexity: 3-Very specific to function
Manufacturing Complexity: 2-Several manufacturing processes
Interaction Complexity: 3-Interacts with entire system
18. Oil Temperature Sensor
- i. Basic Specs
- Serial no: 110401333101
Approx. weight: 2 lb
Material Composition:Steel/Plastic
Dimensions:13.5x3.5x3.5 cm
ii. Component Function
- The main function of the oil temperature sensor is to sense the temperature of the oil and to make sure it is not too hot or cold.
iii. Component Form
- The general shape is a cylinder. The part has axis symmetry except for the attachment at the top. The part is three dimensional and the shape is coupled to the function. The component is made from steel and plastic. There is a plastic o-ring around the middle. Manufacturing decisions did impact the choice of the material used. The material chosen had to be able to stand specific heats. There are no aesthetic features to the part because it is not on the outside of the engine. This part is a silver and black color. This is due to the steel and the plastic used.
Global Considerations: Steel is found worldwide.
Economic Considerations: The cost of production are reduced.
Societal Considerations: You want the part to have a high melting point so the part does not melt and the oil gets too hot or cold.
Environmental Considerations: There is a mass quantity of steel.
iv. Manufacturing Processes
- Maunfacturing processes of the oil temperature sensor is die casting. This process gives great precision which is needed for this part.
Global Considerations: Die casting is used globally.
Economic Considerations: Die casting is inexpensive.
Societal Considerations:It is safe to make and sturdy.
Environmental Considerations:There are little wastes.
v. Component Complexity
-
Functional Complexity: 2-Moderatly complex
Form Complexity: 2-Closely related to function
Manufacturing Complexity:1-One manufacturing process
Interaction Complexity: 3-Interacts with entire system
19.Crank Shaft Clamp
- i. Basic Specs
Approx. weight:3 lb
Material Composition:
Dimensions: 8.0x2.6x3.5 cm
ii. Component Function
- The main function of the crank shaft clamp is to hold the crank shaft in place.
iii. Component Form
- The general shape is an arc. The purpose for this is that two clamps go around the crank shaft and are bolted together. The two arcs create a circle around the crank shaft. This part is three dimensional and has axis symmetry. The crank shaft clamps are smooth and made from steel. The purpose of using steel is that the clamps must be made from a durable material. There is no aesthetics to the clamps because they are inside the engine and are not visible to the users. The part is silver of the metal. It has a smooth surface finish.
Global Considerations: Steel can be found worldwide.
Economic Considerations: Steel is inexpensive.
Societal Considerations:The clamps make the crank shaft safer for the user.
Environmental Considerations: The crank shaft clamps are inside the casing of the engine so weather does not effect them. This decreases the need to replace them.
iv. Manufacturing Processes
- The crank shaft clamps were made by die casting and drilling. Drilling was used to make holes for the bolts to connect two clamps together. The die casting was used to make the general shape. This shape is somewhat intricate so die casting was used to get high precision.
Global Considerations: These processes are used globally so the clamps can be made world wide.
Economic Considerations: Little labor goes into die casting and drilling.
Societal Considerations:The crank shaft clamps make the crank shaft safe.
Environmental Considerations: The clamps are a strong part so they don't need to be fixed often.
v. Component Complexity
-
Functional Complexity: 1-Very basic function
Form Complexity: 2-Closely related to function
Manufacturing Complexity: 1-Simple to manufacture
Interaction Complexity: 1-little interaction
20. Push Rod Guides
- i. Basic Specs
Approx. weight:0.5 lb
Material Composition:Steel
Dimensions:19.0x0.9x0.9 cm
ii. Component Function
- The main function of the push rod guides is to operate the valves inside the engine. This helps to make the engine run.
iii. Component Form
- The general shape of the push rod guides is a cylinder with spheres at both ends. This part has axis symmetry and is primarily three dimensional. The push rod guides are smooth and are hollow throughout. This is specifically designed for the function of the push rod guides. By being hollow, it saves materials. The push rod guides are made from steel. If the push rod guides were made from a weaker material, they could be come deformed or break from the pressure being applied to them. There is no aesthetic feature to the push rod guides. It is the silver color of the steel used to make them. The smooth surface of the rods is functional.
Global Considerations: The material used to make the push rod guides can be found globally.
Economic Considerations: The cost is inexpensive compared to other options.
Societal Considerations: The steel of the push rod guides is strong so it will not deform and cause a malfunction in the engine causing more safety for the users.
Environmental Considerations: The push rod guides are made from durable material so they would have a long part life. This means they would not have to be replaced often which saves our resources.
iv. Manufacturing Processes
- The manufacturing process used to make the push rod guides is die casting and drilling. Die casting would be used to make the general shape. Drilling would be used to make the hole that goes all the way through the part.
Global Considerations: This part is simple to make so it could be manufactured around the world.
Economic Considerations: Little labor would go into making the push rod guides.
Societal Considerations: These processes are inexpensive because the moldings can be reused.
Environmental Considerations: These manufacturing processes create little waste which is great for our environment.
v. Component Complexity
-
Functional Complexity: 2-Moderate function
Form Complexity: 1-Basic shape
Manufacturing Complexity: 1-One manufacturing process
Interaction Complexity: 2-Interacts with two parts
21. Push Rod Seats 
- i. Basic Specs
- Serial no:
Approx. weight: 1/6 lb each
Material Composition: high tempered steel and chrome
Dimensions: 5cm length, 2cm diameter
ii. Component Function
- The main function of the push rods and push rod seats is to open the intake valve or exhauste valve in each cylinder to allow fuel to flow in or exhaust and waste to flow out of the engine. The function of the push rod seats is to hold the push rod in place and transfer energy to the push rod and move it upward. The push rod seats are the connections between the camshaft and push rod. The rotational energy from the camshaft is transferred to the push rod seats which push the push rod upward to rotate the rocker arm and open the valves. This is the only function the push rod seats perform. The camshaft touches the roller on one end of the push rod seat and the push rod sits in a small cup or hole on the other end. The flows involved with the push rod seats include a small amount of energy flow into the component from the rotating camshaft and out of the component into the push rod to move it upward. A signal is also involved in the flow of the component, as the camshaft lobes are shaped to allow for a time interval between opening and closing of the valves. The roller ball of the push rod seats rides on these lobes, and they move according to the rotation of the camshaft. The push rod seats are in the same environment as the camshaft, in the center of the engine.
iii. Component Form
- The general shape of the push rod seats is cylindrical. The parts are axial-symmetric and 3-dimensional. They are each about 5 centimeters long and 2 centimeters in diameter. The components cylindrical shape allows it to withstand the axial shear force it is subjected to from the camshaft and push rod. Each push rod seat weighs about 1/6 of a pound. The components are made from high tempered steel and chrome. These materials allow the part to perform its function without any deformations and without corrosion. The hard, non-corrosive material is needed so the component lasts a for a longer amount of time and is still able to perform its intended function.
Global Considerations: Global considerations involved when choosing the type of material could include availability of the material and the its durability. The material can withstand strong forces and pressure and it also resists weather and corrosion which allows the part to last longer without repair.
Economic Considerations: Economic considerations included the cost of materials which was relatively cheap. It also included how the component was manufactured. The push rod seats in our engine were manufactured as a single piece for simplicity and to save in the cost of manufacturing. Their are also two piece and three piece manufactured push rod seats which cost more to manufacture and assemble.
Societal Considerations: There are no real societal considerations when choosing the materials and manufacturing this component.
iv. Manufacturing Processes
- The most probable manufacturing method used to make this component is turning. The shape and axial-symmetry of the component support this along with its fine surface finish. It is also a very small component, which could point towards a different process such as die casting since it might be more cost effective than turning such small parts. The choice of material would only affect the type of manufacturing if die casting was used, because then only certain types of metals could be used. The high tempered steel and chrome used can be easily die cast or turned. The cylindrical shape of the part most likely impacted the choice of process and its shape provides evidence for turning.
Global Considerations: Global considerations for manufacturing of this component could include availability of labor and availability of certain materials.
Economic Considerations: Economic considerations in the manufacturing would include cost of manufacturing process, cost of labor, and cost of waste processing.
Societal Considerations: Societal considerations in manufacturing could include public opinion on the companies amount of waste produces from a certain process.
Environmental Considerations: Environmental considerations from manufacturing include the amount of waste and pollution produced during manufacturing and where the waste and pollution is deposited during and after manufacturing processes.
v. Component Complexity
- Each push rod seat is fairly simple. The part consists of a metal cylinder with a small roller welded on the bottom and a small hole on top to place the push rod. Its function is directly related to its complexity in that its function is fairly simple so its complexity is low. The component just acts a connector and it supports the push rod so it has no need for a high complexity. More complex also means more difficult to manufacture and it would cost more to manufacture. Finally, its form and shape are very simple. The part is just a basic cylinder. This fact also contributes to its low complexity. Its interactions are also very simple since it acts as a two force member transferring energy from the camshaft to the push rod.
</ul>
22. Pistons/Piston Clamps
- i. Basic Specs
- Serial no:
Approx. weight: Pistons- about 1/2 lb each Piston Clamps- 25g each
Material Composition: aluminum alloy containing aluminum and silicon
Dimensions: Piston-3 in long, 3-4 in diameter Piston clamps-about 1 in radius
ii. Component Function
- The piston is used to transfer the energy from the expanding gas in the cylinder to the connecting rod which finally transfers the energy to the crankshaft to run the automobile. The pistons are the driving force of the engine and they are located where most of the energy in the engine is transferred from the energy of the fuel to the engine itself. The piston is also used to compress the mixture in the chamber and turn it into vapor. The motion of the piston is finally used to expel the burnt gases out of the engine as exhaust. The pistons are constantly moving up and down within the cylinders to perform these actions. The flows associated with the pistons are energy flow from the expansion of gas in the cylinder, an energy flow to the gas as the piston compresses the mixture turning it into vapor, energy flow from the rotating crankshaft to push the piston back up, signal flow from the crankshaft to the connecting rod to the piston and from the piston back through to the crankshaft as the piston moves up and down. A mass flow is also involved as the piston expels the burnt fuel and waste from the cylinder. The piston functions within the cylinder. As the engine heats up, the aluminum alloy of the piston expands slightly so that it fits tightly within the cylinder. The pistons clamps main function is to connect the connecting rod to the crankshaft which basically keep the piston connected to the system. The clamps do not perform any other function other then holding the pistons in place and connecting the connecting rod to the crankshaft. No flows are associated with the piston clamps unless you consider the clamps as an intermediate in the energy flow from the connecting rod to the crankshaft and vice versa. The clamps are connected around the crankshaft and thus operate in direct contact with the crankshaft and connecting rod.
iii. Component Form
- The general shape of the piston is disk like and slightly cylindrical. It consists of a metal disk on top of a short hollow cylinder that has no bottom disk. Instead the bottom is connect to the connecting rod. The pistons are axial-symmetric and they are symmetric about any line going through the center of the top disk. The pistons are in the form of short hollow cylinders and they are primarily 3-dimensional. The components are approximately 3 inches tall and have a diameter of about 3 to 4 inches. The shape of the component is essential for it to perform its function. The piston has to fit perfectly within the cylinder such that no gas or mixture seeps through the edges while the piston is moving. If this were to happen, some of the energy from the expanding gas would be lost because some gas could leak our of the cylinder. A cylindrical shape allows for the best possible movement within the chamber and the least possibility of escaping gases. If the piston were a square or triangle shape, there would be more "cracks" for gases to escape through. The pistons weigh roughly 1/2 lb each and they are made from an aluminum and silicon alloy. Manufacturing decisions did not effect the material selection as much as the function of the component did. The material of the pistons had to be able to withstand very high temperatures, up to 300 degrees Celsius, without expanding so much that they could not move within the cylinders. The piston must have a relatively loose fit when it is cold, otherwise it will expand too much at high temperatures within the cylinder. Aluminum is also very light, making it easier for the piston to move at higher speeds so more energy can be transferred over time. The only manufacturing decision that impacted material selection is the use of aluminum because it is very cheap and readily available. The piston clamps are also made from the same aluminum and silicon alloy. </br>
Global Considerations: Global considerations for material selection include how easy the materials are to machine in certain climates or areas, availability of materials and how easy it is to obtain the needed materials.
Economic Considerations: Economic considerations for material selection include cost of materials, cost of obtaining the materials, cost of processing and cost of waste disposal of materials.
Societal Considerations: There are no immediate societal considerations directly related to material selection for this component other than possibly lowering the total cost of the vehicle by using cheaper materials.
Environmental Considerations: Environmental considerations for material selection include how the material is obtained, how it is processed and how wastes and pollution are disposed of. These also include how the materials affect the environment during use and after they are disposed of. This implies choosing the most biodegradable material possible or one that will not harm the environment when disposed of as waste.
iv. Manufacturing Processes
- The pistons and piston clamps were most likely manufactured using die casting. This is supported by the consistent shape needed for the pistons and the precise dimensions required so that they fit the cylinder. Die casting is also supported because of the metal alloy the pistons are made of and they have riser marks left on the bottom side of the piston. Material selection did play a role in deciding the manufacturing process because this type of metal is most workable as a fluid and the consistency needed for the pistons would be best achieved with a mold. Again, shape had an impact in choosing die casting as the manufacturing process because each piston needed to be precisely shaped and sized so they could properly fit whatever cylinder they were paired with.
Global Considerations: Global considerations for manufacturing include the location in which the product is being manufactured, the availability of labor, availability of materials in that area and also climate and overall atmospheric pressure at the location could be considered depending on the manufacturing process.
Economic Considerations: Economic considerations for manufacturing include initial cost of mold, cost of materials, cost of labor and machining and cost of assembly and shipping.
Societal Considerations: Societal considerations for manufacturing could include public opinion of the company, cost of materials and how it effects consumer cost, and public opinion of company's waste and emissions.
Environmental Considerations: Environmental considerations for manufacturing include how the materials were obtained, the amount of pollution due to manufacturing processes, the processing of wastes and the use of other materials in the manufacturing process that might be harmful to the environment after disposal.
v. Component Complexity
- The pistons are not too complex as far as shape is concerned. They are a basic shortened and hollow cylinder shape. The piston clamps are simple half circle shapes that are 2-dimensional figures bent into half circles. Form for both of these components actually makes them appear relatively simple. The function of the cylinder makes the component seem very complex, but the manufacturing methods also give the part a low complexity. Simple die casting can produce many pistons at once, making them appear as easy to produce. The complex function of the piston is what gives it all of its complexity as a component. The piston is used to perform so many different and critical functions within the engine that it becomes more complex within the system. The pistons interactions include energy and signal interactions with gas and mixtures, the connecting rod, the crankshaft and mass interactions with gas waste and exhaust. Its interactions within the engine are so intricate that they give the component complexity. It is one of the only parts within the engine that directly interacts with chemical and thermal energy within the working fluid. This makes its interactions more complex that any other component within the engine, since it interacts with multiple physical pieces within the system along with direct contact with the working fluid of the system. The piston, other than the working fluid, is the heart of the cycle that is taking place within the engine.
23. Crankshaft
- i. Basic Specs
Approx. weight: 25 lb
Material Composition: carbon-steel alloys, iron
Dimensions: about 2 ft in length, 10 in in diameter or width
ii. Component Function
- The main function of the crankshaft is to transfer the rotational energy contained inside of it to the flywheel and the clutch. It does this by receiving energy from the transitionally moving pistons which cause it to rotate. The flywheel is connected to the end of the crankshaft which also rotates due to this energy. The overall function of the crankshaft is to transfer the energy from the pistons to the drive train and ultimately the wheels on an automobile. In the system of an engine, the crankshaft is the backbone. The crankshaft does work to perform multiple functions including turning the flywheel and clutch and transferring some energy back to the pistons so they can compress the mixture and turn it into exhaust and vapor to be expelled. The flows associated with the crankshaft are energy and signal flow from the connecting rods of the pistons to the crankshaft and energy flow and signal flow from the crankshaft to the flywheel and some energy flow back to the pistons. The crankshaft is right in the middle of the engine and it operates within a very high temperature environment.
iii. Component Form
- The general shape of the crankshaft is almost a cylindrical linear shape. Its linear shape almost looks partly zig-zag shaped because of other components coming off of it and the way it is oriented. Some of its properties include symmetry about central x and y-axes. It is sort of axial symmetric, but because of the way its segments are oriented, it cannot be considered fully axial-symmetric. The crankshaft is primarily a 3-dimensional component. It is approximately 2 feet in length and about 10 inches in diameter (if you consider its outer limits as the bounds of the sides of a cylinder). The component's shape is determined largely by its function. Because it has to receive energy from the pistons in such a way that at least 2 out of 4 pistons are moving at once, the segments of the crankshaft have to oriented in a zig-zag pattern or in the shape of an "M". It also has to rotate and turn the flywheel, so it is generally a linear or cylindrical shape for that reason. The crankshaft weighs roughly 25 pounds. It's made from a medium carbon-steel alloy composed mostly of iron. Some crankshafts are also made out of other alloys consisting of titanium or vanadium. The manufacturing process used greatly impacts the materials chosen to be used. If a lighter component is desired, then certain metals and alloys must be used and some can only be worked using the high temperatures and precision of forging. Other materials that have good flow properties would be die cast to make the crankshaft. The specific material properties required for the crankshaft are good hardness and durability, high tensile strength, good resistance to corrosion along with other strengths to resist shear forces and torque applied during use. </br>
Global Considerations: Global considerations for material selection include how easy the materials are to machine in certain climates or areas, availability of materials and how easy it is to obtain the needed materials.
Economic Considerations: Economic considerations for material selection include cost of materials, cost of obtaining the materials, cost of processing and cost of waste disposal of materials.
Societal Considerations: There are no immediate societal considerations directly related to material selection for this component other than possibly lowering the total cost of the vehicle by using cheaper materials. Also, some things need to be considered in material selection if a customer wants to order a custom crankshaft, they might want to choose their materials.
Environmental Considerations: Environmental considerations for material selection include how the material is obtained, how it is processed and how wastes and pollution are disposed of. These also include how the materials affect the environment during use and after they are disposed of. This implies choosing the most biodegradable material possible or one that will not harm the environment when disposed of as waste.
iv. Manufacturing Processes
- Crankshafts can be manufactured by forging or by die casting. They can also be machined as a final process by turning, grinding, drilling and other machining processes. The evidence supporting die casting is that they are made of very strong carbon-steel alloys and they have a relatively simple shape that can be cast in order to save time and money. Evidence that forging can also be used is given by the very high melting point of some metals used and the precision that needs to go into each crankshaft is too important to mass produce them using casting. The shape of the crankshaft allows it to be forged fairly easily. Because of its shape, die casting could be more difficult because removing from the mold without tapering and damaging the component would be very difficult. The cylindrical shape supports the possibility of final turning or grinding, and the small holes within the shaft give evidence of drilling. Forging is also more likely because lighter metals can be worked more eaily with forging. This allows for the final weight of the crankshaft to be light and as durable as a cast crankshaft.
Global Considerations: Global considerations for manufacturing include the location in which the product is being manufactured, the availability of labor, availability of materials in that area and also climate and overall atmospheric pressure at the location could be considered depending on the manufacturing process.
Economic Considerations: Economic considerations for manufacturing include initial cost of mold, cost of materials, cost of labor and machining and cost of assembly and shipping.
Societal Considerations: Societal considerations for manufacturing could include public opinion of the company, cost of materials and how it effects consumer cost, and public opinion of company's waste and emissions. These could also effect the process used because some "hard-core" racing customers want to buy the lightest type of crankshaft, and some lighter metals can only be manufactured into a crankshaft with certain processes.
Environmental Considerations: Environmental considerations for manufacturing include how the materials were obtained, the amount of pollution due to manufacturing processes, the processing of wastes and the use of other materials in the manufacturing process that might be harmful to the environment after disposal.
v. Component Complexity
- The crankshaft is fairly complex, mostly because its shape is slightly skewed. In general, its shape looks fairly simple, and its form is simple, but its not too simple to manufacture. Its manufacturing methods can make it either very complex of fairly simple. If it is cast, the manufacturing is pretty quick and easy. If forging is used, more care is taken when making the component, and therefore it has to go through multiple machining processes in order to be finished, so this would give it a higher complexity. Its function is also relatively easy to understand. The pistons turn the crankshaft, and the crankshaft turns the flywheel. The only complexity involved in its function is exactly how the pistons move it and the timing of multiple pistons so the crankshaft turns at a constant rate. The interacts are simple because it is directly connected to the pistons via the connected rod and clamps and the flywheel is directly connected at one end. There are no obscure or complicated connections that transfer energy within the crankshaft. More complex signals may be involved, but these are not considered in the crankshaft's overall interaction complexity.
24. Valve and Valve Spring
- i. Basic Specs
- Serial no:
Approx. weight: Valve- 1/2 lb Spring- 1/4 lb
Material Composition: Valve-chrome-nickel alloys Spring-many types of metals, mainly carbon-steel alloys
Dimensions: Valve- 8 in long, 60 mm head diameter (intake valve head diameter is larger than exhaust valve)
ii. Component Function
- The function of the engine valves is to regulate and control the flow of the working fluid and the waste within the engine. The valves open and close to release mass into or out of the engine in the form of fuel or waste. The intake valves let air into the cylinders while the exhaust valves let waste out of the cylinders to be disposed of. These are the only functions of the valves in the engine. They either let fluids into the cylinders or let fluids out of the cylinders. The flows associated with the valves include energy flow from the spring to close the valve, and mass flow flowing through the path of the valve since letting mass in and out is its specified function. The valve is located at the top of the cylinders. Each cylinder has an intake valve and an exhaust valve. They operate under extreme heat and therefore need to made out of a material that has a very high melting point. The function of the valve spring is to provide resistance when the valve is opened and to use its stored potential energy to close the valve. The flows involved in the spring are energy flows into and out of the spring to and from the valve it is connected to.
iii. Component Form
- The general shape of the valve is linear, or cylindrical with a very small diameter. It has a circle, or valve head, on the end of it that is inside of the engine cylinders. It is axis-symmetric and it has a circular head at one end that is significantly bigger than the valve shaft. The shaft is small and can almost be considered 1-dimensional, but is primarily 3-dimensional. The valve head by itself is almost 2-dimensional, but because it tapers it is ultimately 3-dimensional. The valve shaft is about 8 inches long and the valve head is about 60 millimeters in diameter. The spring itself is about 3 inches long. The shape is directly related to its function. The valve head is used to close the pipe in which mass flows in and out. When the valve is opened, mass needs to be able to flow through the pipe, so the valve shaft needs to be thin in order to allow the maximum amount of mass flow through the pipe. The valve weighs about 1/2 lb and the spring weighs about 1/4 lb. The valve is made from a chrome-nickel alloy and the spring is made from a carbon-steel alloy. Engine valves can be made from many different metals, they just need to be able to withstand very high temperatures. Engine valves can go through many different types of manufacturing and machining processes. The materials used can determine whether forging, CNC machining or other processes are used to make engine valves. The mains material property needed for engine valves is the ability to withstand very high temperatures. </br>
Global Considerations: Global considerations for material selection include how easy the materials are to machine in certain climates or areas, availability of materials and how easy it is to obtain the needed materials.
Economic Considerations: Economic considerations for material selection include cost of materials, cost of obtaining the materials, cost of processing and cost of waste disposal of materials.
Societal Considerations: There are no immediate societal considerations directly related to material selection for this component other than possibly lowering the total cost of the vehicle by using cheaper materials. Also, some things need to be considered in material selection if a customer wants to order a custom crankshaft, they might want to choose their materials.
Environmental Considerations: Environmental considerations for material selection include how the material is obtained, how it is processed and how wastes and pollution are disposed of. These also include how the materials affect the environment during use and after they are disposed of. This implies choosing the most biodegradable material possible or one that will not harm the environment when disposed of as waste.
iv. Manufacturing Processes
- The main manufacturing methods used to make the engine valves were forging and some final machining processes such as grinding for fine details. The absence of any kind of riser marks or part lines indicate that it must have been shaped, and forging is the most practical shaping process for this part. It has a very fine surface finish and a precision to its shape, which indicates that it was finished with grinding or other machining processes. Material choice did impact which process to use because some metal alloys are better when forged and others can be cast better or even shaped by some CNC machining. It all depends on which metal alloys are chose for the valve. Shape also impacted the process selection. Because of its small, thin shape, die casting would have been difficult. Casting could result in broken pieces and valves cannot afford to have part lines because they need to cover the opening of a pipe perfectly.
Global Considerations: Global considerations for manufacturing include the location in which the product is being manufactured, the availability of labor, availability of materials in that area and also climate and overall atmospheric pressure at the location could be considered depending on the manufacturing process.
Economic Considerations: Economic considerations for manufacturing include initial cost of mold, cost of materials, cost of labor and machining and cost of assembly and shipping.
Societal Considerations: Societal considerations for manufacturing could include public opinion of the company, cost of materials and how it effects consumer cost, and public opinion of company's waste and emissions.
Environmental Considerations: Environmental considerations for manufacturing include how the materials were obtained, the amount of pollution due to manufacturing processes, the processing of wastes and the use of other materials in the manufacturing process that might be harmful to the environment after disposal.
v. Component Complexity
- The valves themselves are not very complex at all. The valve and spring combination makes the system slightly more complex, but it is still very comprehensible. Valve function does not really make the component any more complex. The valve opens and lets mass in or out and it closes to slop mass flow. The overall function is simple. Its form is a basic geometry and makes the part no more complex. Its manufacturing process actually makes it more complex. It is one engine component that takes multiple process in order to make. Not only is shaped at first, it can machined multiple times before it's complete. The manufacturing process for engine valves is the only factor that could raise the overall complexity of the component.
25. Piston Rings
- i. Basic Specs
- Serial no:
Approx. weight: about 5-10 g each
Material Composition: steel and iron alloys
Dimensions: about 1.5-2 in radius (half circle parts)
ii. Component Function
- The main function of the piston rings is to seal of the chamber of the cylinder so no gases can escape. The pistons rings hold multiple functions. They also are crucial for heat transfer between the pistons and the inside of the cylinders and they regulate the oil consumption of the engine. The oil control rings perform the latter function. They are there to keep oil out of the combustion chamber. The other piston rings are known as the compression rings. The compression rings keep air and fuel inside the combustion chamber. The flows associated with these components is energy flow out to the inner cylinder walls. No mass flow is involved because the components are designed to keep mass from crossing the boundary. If the piston rings are defined as the system, no mass flows across the boundary of the system, so no mass flow is involved. The piston rings function inside the cylinder on the outside of the top edge of the cylinder. The rings have to function in an extremely high temperature environment and be able to withstand the heat without deforming or becoming weak.
iii. Component Form
- The general shape of the rings is a half ring or half circle. At room temperature the rings are not exactly circular. This is to account for the slight expansion of the material in cylinder. When the rings expand, they became circular and conform to the piston and inner cylinder wall perfectly in order to block the tiny gaps and fully compress the gas in the combustion chamber. It does not have any real significant geometric properties other than it is symmetry about a vertical axis through its center and that, when in use, its geometry actually changes from an elliptical shape to a perfect circle. It is primarily a 2-dimension flat thin surface that is curved and has a radius of about 2 inches and a width of 5-10 millimeters. Its shape is directly proportional to its function in that its shape is designed by what it does. The ring needs to fit in the small space between the piston and the cylinder in order to maximize compression and make mass flow in and out of the cylinder equal to zero. For the ring to fill space, it can only be one shape, and that is the exact shape of the small space. One piston ring roughly weighs about 5-10 grams. The rings are made of very strong, heat treated cast iron alloy or a chromium-steel alloy. Both of these materials have very high tensile strength and a high elastic modulus. The function of the component, not the manufacturing process, impacted which type of material was selected for the rings. The piston rings need to be able to expand slightly at extremely high temperature to conform to the piston-cylinder system and it must be incredibly durable and it must resist corrosion in order for the component to function properly. </br>
Global Considerations: Global considerations for material selection include how easy the materials are to machine in certain climates or areas, availability of materials and how easy it is to obtain the needed materials.
Economic Considerations: Economic considerations for material selection include cost of materials, cost of obtaining the materials, cost of processing and cost of waste disposal of materials.
Societal Considerations: There are no immediate societal considerations directly related to material selection for this component other than possibly lowering the total cost of the vehicle by using cheaper materials. However, since the function of the piston ring is so important, and the part is relatively small so amount of material is not a problem, price is most likely not considered when choosing which material to use for the rings. The choice of material is almost solely dependent on function.
Environmental Considerations: Environmental considerations for material selection include how the material is obtained, how it is processed and how wastes and pollution are disposed of. These also include how the materials affect the environment during use and after they are disposed of. This implies choosing the most biodegradable material possible or one that will not harm the environment when disposed of as waste.
iv. Manufacturing Processes
- The manufacturing process used to make the piston rings was either a form of forging and machining or a very intricate type of die casting. The die casting method would be preferred because the rings are so small they could easily be made in bulk while keeping consistency, which would be more difficult if the parts were forged. The precision needed in creating perfect piston rings also supports the use of a specific type of die casting. The die casting used includes putting the ring material in a mold, but then binding with a pre-made piston that is placed in a master mold where a shaping piece is place around the edge of the piston where the piston ring usually sits. The ring is then molded on top of this, and the shaping piece forms what is known as an expansion zone between the piston and the piston ring. This small space allows for the piston ring to expand from the high temperatures and contact both the piston and the cylinder while the engine is running. This allows for the maximum coverage of the tiny gap by the piston rings. Material choice would have an effect on which manufacturing process was chosen, because depending on the alloy, some can be easily melted to liquid metal for molds while others are forged much easier. It all depends on the material and the desired ring quality and dimensions. Shape definitely impacted the manufacturing process choice because the part is so small and its shape needs to be perfect for it to perform its function properly. By using the special die casting process, a piston ring can be cast while matched up with a corresponding piston so that its size and shape are perfect for both the piston and the cylinder.
Global Considerations: Global considerations for manufacturing include the location in which the product is being manufactured, the availability of labor, availability of materials in that area and also climate and overall atmospheric pressure at the location could be considered depending on the manufacturing process.
Economic Considerations: Economic considerations for manufacturing include initial cost of mold, cost of materials, cost of labor and machining and cost of assembly and shipping. In the case of the piston rings though, economic factors are not weighted as much against the best possible manufacturing process to produce the best possible product so it can function the way it is required.
Societal Considerations: Societal considerations for manufacturing could include public opinion of the company, cost of materials and how it effects consumer cost, and public opinion of company's waste and emissions.
Environmental Considerations: Environmental considerations for manufacturing include how the materials were obtained, the amount of pollution due to manufacturing processes, the processing of wastes and the use of other materials in the manufacturing process that might be harmful to the environment after disposal.
v. Component Complexity
- The overall complexity of this component is actually fairly high. The component looks relatively simple, but the amount of precision and accuracy that has to go into the manufacturing and choosing of materials makes this component extremely complex.
Functional Complexity: The Functional Complexity rating of the piston rings is a 3. It has a fairly complex function and it is related to other functions within the engine. Its function is to increase gas compression and to keep mass in and out of the cylinders. This function is related to the function of the piston and the cylinder, and ultimately, it is related to the system as a whole. If mass escapes from the cylinder, the maximum amount of compression and expansion cannot take place, and this would cause the engine as a system to lose some overall efficiency. The function of the piston rings is related to the overall efficiency of the entire engine, so it makes the function of the piston rings very complex.
Form Complexity: This is a very tough category to rate the piston rings in. At first glance, the geometry looks very simple and the part looks like it has almost no distinguishing features other than it's shaped like a half circle. This is actually not true. The distinguishing features of the piston rings are so small and precise that they cannot be seen with the naked eye. The small change in distance over the radius from the original radius, known as the expansion zone, is an incredibly complex part feature. Because of its overall look of simplicity, but its underlying geometric complexity, the piston rings get a 2 for Form Complexity. It has a few features that cannot easily be seen and its geometry is directly related to its function.
Manufacturing Complexity: The Manufacturing Complexity of the piston rings gets a 2. It is not incredibly expensive to make and because the parts are small, many can be made very quickly. The specific die cast process which is used is what makes the manufacturing more complex. The die casting with the master mold and the corresponding piston make this die casting process more specific than others. The process has to be carried out perfectly in order to get a functional piston ring that fits a specific piston-cylinder system.
Interaction Complexity: The Interaction Complexity for the piston rings gets a 3. The piston ring's overall function determines this rating. Although the rings do not interact directly with other subsystems, they do affect all of the other subsystems. As stated before, the effectiveness of the piston rings is related to the entire engine's efficiency. If the piston rings do not fit properly or there are gaps, mass will be lost out of the cylinder or exhaust could get into the cylinder which could potentially destroy the entire system. The piston rings are higly important to the entire system.
II- Product Analysis
This product analysis is essentially a summary of what we gathered from the rest of our project thus far and the analysis of the components. As previously stated in the development profile, our G.M. 2.2-L 4-cylinder engine originally came about in 1982 during a time of economic recession, while also coming off a worldwide petroleum shortage that lasted throughout the 1970's. The motives of the time in the auto industry were to create vehicles that maximized the efficiency of oil usage and limited the cost of manufacturing in a new, more powerful engine.
Since a car engine requires many components to function it is essential to manufacture each component as efficiently as possible for large scale production. Aside from components that require tubing, the smaller components were generally die cast or injection molded, or a combination of both like in the throttle body. A majority of the parts were symmetrical, and part geometry relative to function could be applied to all cylindrical/spherical components that maximized fluid flow for combustion to occur. The efficiency of energy transfer in the engine was maximized by using this symmetry and curvature of pipes to minimize the energy wasted in the combustion process.
While the engine as a whole is very complex, each subsystem can be broken down into something very understandable. Engineers made this possible by making the primary parts easily identifiable and easy to remove. The engine itself is user-friendly, as each part is safe to touch and easy to disassemble in case issues came about. A majority of the components are made of very durable, available material that would rarely need to be replaced or are easily replaceable.
III- Solid-Modeled Assembly
Below are CAD drawings of the rockerarm/pushrod/pushrod guides assembly.
Rocker Arm
Push Rod/Push Rod Guide
<B>Assembly:
IV- Engineering Analysis
One function that would require engineering analysis would be the deliverance of power to the vehicles peripheral devices. This would required the analysis of components such as the belt wheel and belt tensioner. Determining the power in the belt would be an analysis that is done during the design process to see if the engine can provide it with enough power for the other systems. The amount of power it can generate will determine if all the systems can simultaneously be powered or not.
Statement: How much power does the serpentine belt provide?
Diagram:
Assumptions: The only force acting the belt is tension and friction, and they are constant.
The velocity of the belt is constant.
Relevant Equations: P = (T1 – T2)*v
P is the power produced
T1 and T2 are the tensions in the belt.
v is the velocity of the belt
T1 can be related to T2 as follows: T1/T2 = exp(μβ)
μ is the coefficient of friction.
β is the angle of wrap.
Discussion: The belt is essentially driven by the crankshaft and therefore velocity of the belt is related to it. The tension in the belt will not remain constant and therefore the values found should be done so using a low estimate. By doing so, a low estimate of power output will be found. If this amount is enough to run the peripheral systems then the engine can continue in the design process. Once the engine has been built, another analysis should be done accounting for the tension changes in the belt to obtain an average power output.
V- Design Revisions
1. One design revision related to economic considerations for design include the removal of the push rod seats manufacturing and making the push rod seat and the push rod into one single part. This would remove the need for two separate manufacturing process or even more when the seats are made in two or three separate pieces themselves. This would also cut don on assembly costs of putting the seats together and connecting the seats to the push rod. If manufactured correctly, less materials could also be used to make the push rod/push rod seat combined component and the component could still perform its intended function. This change in cost would be enormously significant, but the reduction in cost would add up over time. Also, if the manufacturing process was used in such a way that less materials were used or less materials were wasted, this could touch on an environmental consideration when looking at material conservation.
2. Another design revision related to societal considerations is to change the valve train subsystem into an electrically controlled system or a piezoelectric system instead of having the valves timed by the spinning of the camshaft. This could result in more accurate time intervals for valves opening and closing and could directly affect fuel economy and amount of emissions. The better fuel economy and less emissions would appeal to a number of people in society and the vehicle or engine would sell better. The better fuel economy could also positively affect the environment and lead to an environmental design consideration.
3. A third design revision could be adding a number of titanium counterbalances to the crankshaft thus reducing the vibration caused by the rotating crankshaft and piston movement. This would provide better fuel economy and reduced vibrations would give for a smoother ride. Both of these are examples of societal design considerations because customers buying a vehicle care about fuel economy and how the ride feels. However, adding the counterbalances would improve the vehicle and also add materials, thus increasing its overall cost. This would go against the economic design considerations for the engine. Engineers could possibly reduce excess materials in another component or subsystem to accommodate the added counterbalances. Possible components that could be reduced in mass without affecting engine performance include some of the larger metal objects whose function is to transport signals or materials, not necessarily transfer energy. These components could include the exhaust manifold, engine head cover, coolant tube, mounting bracket, mounting plate and other large components that are not subjected to a significant amount of mechanical force.
GATE 4: PRODUCT REASSEMBLY
This is the final documented gate of our project. In this section we will be reassembling our engine and documenting the process, along with our final management review and suggestions for design revisions at the system level.
Critical Project Review
During the finale of this project, our group has faced virtually no challenges. We all work very well together. We have figured out the best ways to split up work and have gotten better at getting our work done ahead of time. Our collaboration with Group 18 went smoothly as well. We determined a plan for the reassemble and it proved to be efficient. Group 18 started the reassemble one day with the assistance of one of our team members. The next day we completed the task with a group 18 member. This plan worked very well because we did not have too many people working on the engine at once. Overall our group had no problems during this task.
Product Reassembly
This section of the gate provides Group 7 and 18's step by step process for reassembling the engine. In reassembling our engine we have defined an ease of reassembly metric as discussed in the table below:
| Level | Description |
|---|---|
| 1 | No tools or very little tools required, one person needed |
| 2 | Some basic tools required, very basic thinking, one person needed |
| 3 | Some basic tools required, some critical/applied thought process, one-two people needed |
| 4 | More complex tools/process, difficult to assemble, one to two people with moderate physical strain |
| 5 | Very complex/high degree of difficulty, two or more people with high physical strain/tactility or would require some other equipment |
We found that level 5 was only used once throughout our entire process for the valve springs.
The following table outlines Group 7 and 18's reassembly process step-by-step, highlighting the primary part/parts involved with each step, along with the specific tools required and the number of bolts/nuts/screws and appropriate sizes involved in reassembly. Adam Lawyer of Group 7 observed Group 18's progress on Wednesday, and Yong Chi Lim of Group 18 observed Group 7's progress on Thursday.
The steps completed by each group are as follows:
Steps 1-15: Group 18, Wednesday
Steps 16-36: Group 7, Thursday
| Step # | Step Overview | Tools | Fasteners | Ease of Assembly | Instruction | Picture/Video |
|---|---|---|---|---|---|---|
| 1 | Piston Rings | None | None | 1 | Carefully ease piston rings back into pistons by aligning grooves properly. | 
|
| 2 | Pistons into Engine Block | Mallet, flat head screwdrivers | None | 2-3 | Since the piston rings were removed this step will require multiple people. Using the flat head screwdrivers, have 1-2 people the multiple rings in place while another gently taps the piston into the each slot in the engine block as shown. | Video here: http://www.youtube.com/watch?v=O5AfH-PitIk |
| 3 | Crankshaft Timing Gear | 4-5" hex key, pliers | 3 smaller bolts, 2 round fasteners/side, 3 hex bolts | 3 | This step requires two people. First screw in surrounding hex bolts. Then have one person hold gear while screwing in 3 smaller bolts using hex key. Use pliers to tighten around. | 
|
| 4 | Connecting Rod Bearing | Mallet | N/A | 1 | Gently tap connecting rod bearings into connecting rods. | 
|
| 5 | Crankshaft into main engine block/casing | None | None | 2 | Align connecting rods through bottom of block appropriately. *Align curves in crankshaft with each connecting rod to allow for smooth fit; place in. |
|
| 6 | Connecting Rod Clamp | 1/2" drive ratchet, 14mm socket wrench | 14mm bolts, ribbed fasteners | 3 | Initially tighten bolts and fasteners by hand; use drive ratchet and socket wrench to tighten all in appropriate holes. | 
|
| 7 | Camshaft | None | None | 1 | Insert camshaft in slot on side of engine block as shown | 
|
| 8 | Timing gear chain/wheel | Mallet. | Bolt from wheel | 3 | Maneuver chain around wheel by hand until aligned. Tap wheel into place on side of engine block gently with a mallet. <b>Replace center bolt that holds in the wheel by hand | 
|
| 9 | Crankshaft clamps | 1/2" drive ratchet, 15mm socket wrench | 8 15mm bolts (2 per clamp x 4 clamps) | 2 | Fasten in bolts initially by hand, then use ratchet/socket wrench to tighten. |
|
| 10 | Oil Pump Assembly | <Tools here> | Small black bolts | 3 | *Screw top oil pump section containing spring/screen in w/small black screws on side. Mount on top in required section on engine block, align as shown in video. |
 Video Here: http://www.youtube.com/watch?v=ixcRobuSY5Y |
| 11 | Oil Pan | 10mm socket wrench, 1/4" drive ratchet | Small black bolts | 1 | Place oil pan on top of internal engine, replace using same screws. |
|
| 12 | Water Pump | 13mm socket wrench, 3/8" drive ratchet | Various nuts and bolts | 1 | Replace in slot by screwing in open spot where it fits. May require 2 people to hold water pump in place. | 
|
| 13 | Thermostat housing | 13mm socket wrench, 3/8" drive ratchet | 2 bolts,13mm | 1 | Screw back into slot; part and placement are shown in photo | 
|
| 14 | Camshaft pulley | 15mm socket wrench, 1/2" drive ratchet | 15 mm bolt | 1 | Screw bolt back in; may require two people | 
|
| 15 | Valve springs/locks/rods | Large wrench, mallet/hammer | N/A | 4-5 | Insert valve rods through bottom of valve housing. Place spring on top, gently initially tap top piece in place. Apply pressure using large wrench as shown in video to depress spring. Gently tap in small locking pieces until secure | Video here: http://youtu.be/GfuMYeOWbHw |
| 16 | Push Rod Seats | None | None | 1 | Insert in line with proper holes in engine block |
|
| 17 | Push Rod Guides(4) | 10mm socket wrench, ¼” drive ratchet | 8 bolts, 10mm | 2 | Replace 2 bolts per push rod guide as shown | 
|
| 18 | Valve Spring Housing | 15mm socket wrench, 3/8” drive ratchet | 10 bolts, 15mm | 2 | Set valve spring housing atop the engine block w/block flipped upside down as shown; place the bolts with wrench/ratchet | 
|
| 19 | Push Rods(6) | None | None | 1 | Insert aligned with push rod guides/seats through openings in valve housing | 
|
| 20 | Rocker Arms(6) | 10 mm socket wrench, ¼” drive ratchet | 8 bolts, 10mm | 2 | Replace rocker arms on top of push rods using socket wrench and bolts | 
|
| 21 | Engine Head/Valve Housing Cover | 10mm socket wrench, ¼” drive ratchet | 6 bolts, 10mm | 2 | Replace cover on top of valve housing with bolts |
|
| 22 | Spark Plugs | None | None | 1 | Insert individually into holes on side of engine block as shown | <B>Spark Plug Photo: Placement: 
|
| 23 | Oil Temperature Sensor | 9mm socket wrench, 1/4” drive ratchet | 9mm bolt | 1 | Replace in proper hole as shown, screw in 9mm bolt | 
|
| 24 | Exhaust manifold/oxygen sensors attached | 13mm crescent wrench | 4 hex nuts, 13mm | 1 | Mount manifold on side of engine block and replace the 4 hex nuts, tightening with crescent wrench. |
|
| 25 | Oil pressure sensor | 9mm crescent wrench | 9mm bolt | 1 | Replace in proper hole on side of engine block as shown | 
|
| 26 | Temperature Sensor | None | None | 1 | Tighten in with hands in proper spot on engine block | 
|
| 27 | Flywheel/Beltwheel | 13,18mm socket wrenches; ½”,3/8” drive ratchets | 3 bolts(13mm), 1 18mm bolt, washer | 2 | Replace belt wheel as shown atop harmonic balancer; screw in the 3 13mm bolts, then replace 18mm bolt with washer | 
|
| 28 | Distributor Mounting Bracket | 8mm socket wrench, ¼” drive ratchet | 7 bolts (8mm) | 2 | Screw in mounting bracket on side of engine block |
|
| 29 | Ignition Coil/distributor | 13mm socket wrench, 3/8” drive ratchet | 3 mounting bolts (13mm) | 2 | Screw in atop mounting bracket with wrench/ratchet; picture shows ignition coil/distributor being re-attached on top of mounting bracket on side of engine block | The mounting bracket referred to in the photo is from step 28:
|
| 30 | Mounting Bracket | 13mm socket wrench, 3/8” drive ratchet | 4 bolts(13mm) | 2 | Replace mounting bracket on side of engine block by replacing bolts and tightening | 
|
| 31 | Coolant Tube | 13mm,15mm crescent wrenches, hammer | 2 hex nuts, 13mm/15mm | 3 | Insert rubber end of coolant tube into proper hole on front of engine block and use hammer to secure it in. Replace the 13mm and 15mm hex nuts, tighten with appropriate crescent wrenches | 
|
| 32 | Purge Solenoid | 15mm socket wrench, ½” drive ratchet | 15mm bolt | 1 | Replace 1 bolt and insert in proper spot on engine block as shown in photo | 
|
| 33 | Throttle Body into Intake Manifold | 10mm socket wrench, ¼” drive ratchet | 4 bolts(10mm) | 2 | Screw in bolts initially w/fingers as shown, tighten with socket wrench | 
|
| 34 | Fuel Rail Assembly into Intake Manifold | 8mm socket wrench, ¼” drive ratchet | 2 mounting bolts(8mm) | 2 | Replace bolts in manifold as shown | 
|
| 35 | Intake Assembly onto Engine Block | 13mm socket wrench, 3/8” drive ratchet, 13mm crescent wrench | 3 standoff bolts(13mm),2 mounting bolts(13mm),2hex nuts (13mm) | 3 | Replace bolts on side of engine block as shown; connect sensor wire | 
|
| 36 | Dipstick Tube | 16mm socket wrench, ½” drive ratchet | 16mm bolt | 1 | Screw in as shown and insert tube | 
|
A majority of the parts were able to be reassembled exactly as they were disassembled, just in reverse order. The only majorly difficult part were the valve springs, and there were other times where two or more people were needed to effectively disassemble a part instead of one.
Design Revisions
This section of the gate highlights our group's recommended design revisions at the system level. These revisions are based on our knowledge of the product, with the intent of improving one or more critical aspects of the product.
REVISION I: Dry Sump Oil System
Photo: (link:http://www.stockcarracing.com/techarticles/scrp_0710_dry_sump_oil_system/photo_01.html)
- Recommended Change: One change to the engine could be to install a dry sump oil system in which the oil pan is removed from the engine. With this change, the oil leaves the tank and goes directly to the dry sump pump. After the dry sump pump, the oil is filtered and then cooled. The cooled oil is run through the engine and then returned to the pump through scavenge lines. From here, the oil returns to the oil tank and then the process repeats as shown in the diagram above. Due to this change, The engine would be thinner allowing the engine to sit lower in the car. This lowers the center of gravity of the car and improves the performance of the vehicle.
- Improvements: In this system, the oil pan is removed which leaves more room for other parts. The dry sump system uses a flat pan called a scavenger pan. This pan "scavenges" the oil in the engine and several hoses return oil pressure.
- Potential Disadvantages:There are two pumps that are required for this system. One scavenges the oil and one is used for pressure. Both pumps are driven by a belt. These systems are used in aircraft and race cars, but have not been rigorously tested in everyday cars. The dry sump system is expensive compared to the current system.
- Factors Addressed: With this change, there will be environmental advantages. The cars will use less oil than a conventional car. This would make fossil fuels last longer. The societal impact would be that cars would improve proformance which would lead to a desire for this type of engine system.
REVISION II: Cylinder Deactivation/Engine Auto Start-Stop Combo
Example Cylinder Deactivation Video for 4-Cylinder engine in Volkswagen: http://www.youtube.com/watch?v=yxjGTBF-dVY
- Recommended Change: Cylinder deactivation is a process used generally in larger engines that could be applied to our engine to help conserve fuel by essentially shutting down cylinders. This occurs under low stress situations, when the engine in only using around thirty percent of its peak power. This is because at that point, the engine has to work to draw air through the throttle valve. By shutting down some of the cylinders you essentially force the throttle valve to be open further and can build up more pressure in the cylinders, allowing for a more efficient power stroke. Engine auto start-stop is a similar feature to cylinder deactivation and is mainly seen in hybrid cars today. This technology allows the engine to completely shut off at idle. It works in conjunction with the engine, the battery and an electric generator and starter. When a vehicle is braking, the electric generator sends a signal that shuts the engine off. When the driver then steps on the accelerator, the electric starter re-ignites the engine by using stored energy from the battery.
- Improvements: The combination of these technologies reduce environmental impact by lowering wasted gas and energy and improving fuel efficiency.
- Potential Disadvantages: The implementation of both of these technologies would increase the price of the engine, but the increased fuel efficiency over time would balance it out; the cost would still be less than a hybrid engine overall. Cylinder deactivation generally isn't used in smaller engines so it would have to be tested.
- Factors Addressed: This revision addresses environmental concerns by limiting wasted gas and energy. It addresses societal concerns by improving efficiency, which would be more appealing to a consumer.
REVISION III: Vehicle Accessory Power
- Recommended Change: Currently our engine powers its accessories by using a serpentine belt and the belt wheel, as shown in fig. A. Together they receive torque from the crankshaft and then transmit that power throughout the cars other systems. By using a beltless system such as that in the Toyota Prius, electric motors would power the cars accessories.
- Improvements: There would be fewer parts to manufacture in the engine, and the engine could use more of its power to drive the vehicle, increasing overall efficiency.
- Potential Disadvantages: These revisions would result in additional changes to the vehicle, which would raise vehicle price and modify manufacturing processes. It would also be necessary to conduct additional consumer research and cost analysis before going ahead with these revisions to ensure that they are in fact feasible for our target audience.
- Factors Addressed: Once the manufacturing is modified/studies are carried out, this revision would eventually create an economic impact since there would be fewer overall parts. The environmental impact created by the engine would be lowered since the engine is using more of its potential power.
Fig a: 
![[6]](http://www.eng.warwick.ac.uk/oel/courses/engine/Otto.jpg){kind=link}