Group 18 - GM 2.2 Liter 4-Cylinder Inline Engine - Gate 2
Contents |
Project Management: Preliminary Project Review
Work Plan
The dissection work plan has been carried out successfully by Group 18 and Group 7. However, during the process, we faced several problems.
The first problem that we encountered was sorting and managing the nuts and bolts that hold the components of the engine together. Because an engine contains many bolts and nuts with different sizes, we have to categorize them carefully to avoid any confusion when we have to reassemble the engine.
To solve this problem, Group 18 and Group 7 have agreed to “place each part in a labeled zip-lock bag with documentations on how it was removed” (Gate 1: Overview). To make the process easier, we placed the nuts and bolts that come with the parts into the same zip-lock bag, so that we know which parts the nuts and bolts belong to. For parts that were too big to fit into a zip-lock bag, (i.e., engine head) we placed the nuts and bolts that come with it into a zip-lock bag and labeled the bag “engine head”. With that, we were able to categorize these parts systematically.
The second problem that we encountered was that some parts of the engine were unidentifiable by the group. All these parts were sensors and we were not sure what their functions were.
To solve this problem, we identified the codes that were imprinted on the sensors and searched it on the Internet to get the information of these products. For example, given the product on the right, we see that the code “10456209” is imprinted on the component in Figure #1. We searched the code on Google and knew that it was the engine knock sensor. With that, we also identified other parts such as: purge solenoid, oxygen level sensor, and crankshaft position sensor.
The third problem that we faced was figuring out a way to disassemble the piston rod and the piston. After consulting with teaching assistant, Brian Literman, we decided to give up on dissecting it because the tools that were required were not available in Furnas 621. If the required tools were provided, we proposed that to dissect the piston rod from the piston, we’ll heat up the piston rod until it expand and lost its grip on the piston pin. With that, we can take out the piston pin that holds the piston rod and piston together.
In Gate 1’s proposal, Group 18 has “decided to record and take pictures of the dissection process as we move along in order to make for an easier reassembly process.” As a response to that, one of the group members, Jianzhou Qi, was there to record a video of the disassembly process by Group 18. Overall, Group 18 has more than 30 minutes of video footage and more than 60 photos. Group 18 will only use the essential photos to represents the parts and part of the video footage will be used to give a clear view about the solution for the problem we faced while dissecting the engine.
Management Plan
Group 18 has decided to work on the dissection on Wednesdays from 5:00PM to 8:00PM in conjunction with the time slots of Thursdays from 6:30PM to 9:30PM of Group 7. To make sure the dissection process of the engine can be carried out smoothly between the two groups, Adam Lawyer of the Group 7 was present in the workshop to take notes when Group 18 was working on the dissection. In contrast, Yong Chyi Lim of Group 18 was present to keep track of the dissection by Group 7.
A total of three working days were carried out to complete the dissection process. Group 18 worked on October 19th and 24th 2011 and Group 7 worked on October 20th 2011.
Product Archaeology: Product Dissection
Dissection Procedure
Day 1 (Wednesday, 10/19/2011)
Step 1
- Intake manifold
- Throttle body
- Fuel injector
Using a 10 mm diameter ratchet socket wrench, untighten the nuts to disassemble the intake manifold from the engine. The throttle body is attached to the intake manifold. To disassemble it, use the same 10 mm diameter ratchet socket wrench to untighten the nuts that hold them together. After that, use the same tool again to untighten the bolts of fuel injector to disassemble it from the engine.
Difficulty: 2 out of 5. Provided with the proper tools, only physical strength is required to untighten the bolts.
Time duration: Less than 5 minutes
Step 2
- Oil filter
- Oil level dipstick
Use your bare hands to take out the oil filter that is attached to the engine block. After that, use your bare hands again to take out the oil level dipstick from the engine.
Difficulty: 1 out of 5. These parts are loosely attached to the engine and can be taken off without any tool.
Time duration: Less than 30 seconds
Step 3
- Engine coolant pipe
- Ignition coil
In order to disassemble the engine coolant pipe, use a 15 mm diameter ratchet socket wrench to unscrew the nuts and bolts. After that, use a 13 mm diameter ratchet socket wrench to untighten the nuts and bolts of the ignition coil to disassemble it from the engine.
Difficulty: 2 out of 5. Provided with the proper tools, only physical strength is required to untighten the nuts and bolts.
Time duration: Less than 5 minutes
Step 4
- Exhaust manifold
- Oxygen sensor
Use a 10 mm diameter ratchet socket wrench to unscrew the hexagon nuts (as shown in Figure 2) to take out the exhaust manifold from the engine. After that, oxygen sensor can be unscrew using hands to turn it anti-clockwise.
Difficulty: 2 out of 5. Provided with the proper tools, only physical strength is required to untighten the nuts and bolts.
Time duration: 1 minute
Step 5
- Water pump pulley
- Radiator pipe
Use a 13 mm diameter wrench to unscrew the nuts of the water pump pulley (as shown in Figure 3) from the engine. After that, use a 14 mm diameter wrench to unscrew the radiator pipe located beside the pulley.
Difficulty: 2 out of 5. Provided with the proper tools, only physical strength is required to untighten the nuts and bolts.
Time duration: Less than 2 minutes
Step 6
- Purge solenoid
To remove the purge solenoid, use a 15 mm diameter socket wrench to unscrew the nuts and bolts (as shown in Figure 4.
Difficulty: 2 out of 5. Provided with the proper tools, only physical strength is required to untighten the nuts and bolts.
Time duration: Less than 1 minute
Step 7
- Cylinder head cover
Use a 10 mm diameter wrench to unscrew all eight bolts of the engine cover to take it out from the engine (as shown in Figure 5.
Difficulty: 2 out of 5. Provided with the proper tools, only physical strength is required to untighten the nuts and bolts.
Time duration: Less than 1 minute
Step 8
- Belt pulley
Use a 15 mm diameter ratchet socket wrench to untighten the 3 bolts attached to it. After that, use a 17 mm diameter ratchet to untighten the bolts that is located at the center of the belt pulley (as shown in Figure 6).
Difficulty: 2 out of 5. Provided with the proper tools, only physical strength is required to untighten the nuts and bolts.
Time duration: Less than 1 minute
Step 9
- Rocker arm
- Push rod
Use a 10 mm diameter ratchet socket wrench to untighten the bolts of the rocket arms as shown above. After that, retrieve the push rod located just below the rocker arms (as shown in Figure 7).
Difficulty: 2 out of 5. Provided with the proper tools, only physical strength is required to untighten the nuts and bolts. The push rod can be retrieve by using bare hands.
Time duration: Less than 2 minutes
Step 10
- Mounting racket
- Mounting plate
To remove the mounting racket, use a 15 mm diameter socket wrench to untighten the four nuts that hold the mounting racket to the engine (as shown in Figure 8). After that, use a 8 mm diameter wrench and screwdriver to untighten the nuts of the mounting plate to take off the mounting plate (as shown in Figure 9).
Difficulty: 2 out of 5. Provided with the proper tools, only physical strength is required to untighten the nuts and bolts.
Time duration: Less than 5 minutes
Step 11
- Cylinder head
Use a 14 mm diameter ratchet socket wrench to untighten the bolt with orange color top to take out the engine head block from the engine (as shown in Figure 10.
Difficulty: 2 out of 5. Provided with the proper tools, only physical strength is required to untighten the bolts.
Time duration: Less than 5 minutes
Day 2 Thursday 10/20/2011
(Disclaimer*: Step 12 to Step 18 of the dissection process of the engine was carried out by Group 7 and observed by Yong Chyi Lim of Group 18. Group 18 did not carry out the dissection work as listed below.)
Step 12
- Cam sprocket cover
Use a 5/16 inch diameter socket wrench and 10 mm diameter socket wrench to untighten the screw to loosen the nuts. However, do not remove the cover. More of this will be covered in the troubleshooting section below.
Difficulty: 2 out of 5. Provided with the proper tools, only physical strength is required to untighten the nuts and bolts.
Time duration: Less than 2 minutes
Step 13
- Oil sump
Use a 10 mm diameter socket wrench to untighten the bolts of the oil sump to take it out from the engine.
Difficulty: 2 out of 5. Provided with the proper tools, only physical strength is required to untighten the nuts and bolts.
Time duration: Less than 2 minutes
Step 14
- Crankshaft holder
Use a 16 mm diameter socket wrench to untighten the bolts of the crankshaft holder to take out the holder. There are four holders that hold the crankshaft and each holder are tightened with 2 bolts. After that, use a hammer to tap out the holder from the crankshaft.
Difficulty: 2 out of 5. Provided with the proper tools, only physical strength is required to untighten the nuts and bolts.
Time duration: Less than 2 minutes
Step 15
- Engine oil pump
To remove the engine oil pump from the engine, use a 10 mm diameter and 16 mm diameter socket wrench to untighten the nuts and bolts on it.
Difficulty: 2 out of 5. Provided with the proper tools, only physical strength is required to untighten the nuts and bolts.
Time duration: Less than 2 minutes
Step 16
- Pistons
- Piston rods
- Piston holder
Use a 13 mm diameter socket wrench to untighten the nuts of piston holder. After that, knock the piston holder lightly with a hammer to take out the holder. Piston rods and pistons can then be taken out together by pushing the piston rod out from the crankshaft.
Difficulty: 2 out of 5. Provided with the proper tools, only physical strength is required to untighten the nuts and bolts.
Time duration: Less than 5 minutes
Step 17
- Belt tensioner
- Pusher
Use a 13 mm diameter socket wrench to untighten the bolts of the belt tensioner and take it apart from the engine. After that, use a plier to clamp the pusher and take it out from the engine cylinder block.
Difficulty: 2 out of 5. Provided with the proper tools, only physical strength is required to untighten the nuts and bolts. The pusher can be taken out easily because there’s not nuts or bolts to tighten it.
Time duration: Less than 3 minutes
Step 18
- Engine knock sensor
- Crankshaft position sensor
Use a 7/8 inch diameter wrench to unscrew the engine knock sensor from the engine cylinder block. For the crankshaft position sensor, it can be taken off using bare hands.
Difficulty: 2 out of 5. Provided with the proper tools, only physical strength is required to unscrew the engine knock sensor
Time duration: Less than 3 minutes
Troubleshooting
- The first problem that we encountered while working on the dissection process is to figure a way out to remove the crankshaft from the engine. The problem first appeared while Group 7 was working on the engine. Group 7 was having difficulties to remove the crankshaft because of the single part that was attached to the crankshaft. (The part is shown in Figure 11.) The part was covered by the camshaft cover and attached to the crankshaft, camshaft chain as shown Figure 12. With that, Group 7 was unable to proceed with the dissection process even after consultation with the TA, Sid Mukherjee. This situation was observed by Yong Chyi Lim and he brought the problem to Yie Sing Teh, the technical expert of the Group 18. Teh was able to take out the crankshaft together with the camshaft, camshaft sprocket and also the sprocket chain. The dissection process was done using a hammer and a pin and the details are as shown in this video: (http://youtu.be/OcPuJ_Z-AtU) However, the cam sprocket cover was still intact with the crankshaft and we were unable to take it apart.
- The second problem that we faced while working on the dissection was to remove the valve spring from the engine cylinder head in order to take out the valve spring and valve together. Group 18 first encountered the problem after we dissected the engine on October 19,2011. At first, Group 18 discussed with TA, Brian Literman. Literman suggested that we bring the engine cylinder head to Jarvis Hall because there might have a machine that able to apply enough pressure on the spring and to take the components apart. However, Yie Sing Teh from Group 18 decided that we can take out the valve spring using a 21 mm socket piece and a hammer and the process was carried out successfully with a video shown here: (http://youtu.be/r5bSaHgrx7g) To avoid any confusion, the valve was pulled out from the cylinder block using hands.
- The last problem that we encountered was to remove the piston ring from the pistons. The problem first appeared while Group 7 was in the middle of the dissection process. Group 7 decided to deal with it later on because they had to continue with their dissection process. Yong Chyi Lim of Group 18 took note of it and presented the problem to Yie Sing Teh, the technical expert of Group 18. To solve the problem. Teh used a plier to clamp the ring out from piston. Here is a video that was recorded to show a clear view of how it was done: (http://youtu.be/3zpBlIgbZGM) . All the piston rings were removed successfully as shown in the video.
Subsystems
Group 18 has categorized the subsystems of an engine into 9 categories as listed below.
- Engine management
- Engine housing
- Engine power source
- Engine exhaust/intake management
- Engine exhaustion
- Engine lubrication
- Engine air intake
- Engine ignition
- Engine cooling
The function of each subsystem is described in the tables below with a clear analysis of the components in each subsystem. All these subsystems are being held together physically with bolts and nuts.
Economic factors plays an important part for the subsystems to be implemented together physically. Since the creation of the first internal combustion engine, engines have been produced using metals and the most conventional way to combined these different metal parts is using physical connection. (e.g. nuts and bolts) Since this engine that group 18 working on is meant to be used in commercial vehicle, cost plays an important part on the manufacturing of the engine and engine manufactures tend to choose the most conventional and most reliable to built the engine to ensure that the cost of the engine is low.
Connection of Subsystems
To give a clear view of subsystems, a drawing of the subsystems are shown in Figure 13.
All the subsystems are physically connected to the engine housing subsystem with the exception of engine cooling and engine management subsystem, the drawing shows the position of how each subsystems are located. Any alteration to the position of the subsystems will result in failure of the engine to function. For example, engine air intake subsystem cannot be adjacent with engine exhaustion subsystem.
The engine cooling and engine management subsystems are located in the engine housing subsystem. However, each component has its own position in the engine for the subsystems to fully function. (e.g., Engine knock sensor is located next to the piston and piston rod parts of the cylinder block so that it can function properly.
Details of Subsystems
Engine Management
In this subsystem the purge solenoid is physically connected to the fuel injector. The oxygen sensor is physically attached to the exhaust system. The crankshaft position sensor is mounted inside on the left side of the engine block. The engine knock sensor is physically connected to one of the port in the engine block. The economic factor influences this subsystem because all the components in this subsystem is to manage the efficiency of the engine. With higher efficiency, it can cut down the cost of maintaining the engine.
| Component Image | Component Name | Tools Used | Description |
|
Purge Solenoid | 16 mm Socket Wrench | It is a computer-controlled valve that prevents unused fuel vapors from escaping into the atmosphere while the engine is off. The vapors are stored in the charcoal canister system in the solenoid and are recycled into the combustion chamber when the engine is started. |
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Oxygen Sensor | 16 mm Cresent Wrench | Detects the air-fuel mixture of by measuring the amount of oxygen in the exhaust gas. |
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Crankshaft Position Sensor | Bare Hands | Monitors the position or rotational speed of the crankshaft and controls the ignition system timing. |
|
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Engine Knock Sensor | 7/8 inch Diameter Wrench | Detects engine knock which occurs within a specific frequency and sends a voltage to the CDI. The CDI will then use the knock sensor to control the ignition timing. |
Engine Housing
The engine cover, engine head, engine block, belt tensioner, engine mounting racket and engine mouting plate are all physically connected to engine head by nuts and bolts. Mainly global factor influences this subsystem. This method of generating power existed for a long time and it has been a reliable source of power.
| Component Image | Component Name | Tools Used | Description |
|
Engine Cover | 10 mm Diameter Socket Ranch | An aluminium cover that covers the engine head. |
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Engine Head | 16 mm Diameter Socket wrench | Placed above the cylinders forming the combustion chamber and houses the valves, spark plugs and fuel injector. |
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Engine Block | 16 mm Diameter Socket wrench | Houses the pistons and crankcase. It also has coolant, intake, and exhaust passages and ports. |
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Belt Tensioner | 16 mm Diameter Socket wrench | Increases belt tension to avoid slipping. |
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Engine Mounting Racket | 14 mm Diameter Socket Wrench | Secures all pulleys in place. |
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Engine Head Mounting Plate | 8 mm Diameter socket wrench | Covers the coolant passage. |
Engine Power Source
In this particular subsystem, the piston is physically bolted to the crankshaft. The piston rings are physically snapped on to the pistons. The cranshaft is physically attached to the crankshaft holder and the crankshaft holder is connected with nuts and bolts to the crankcase, and the belt pulley is physically bolted to one end of the crankshaft. Global factor influences this subsystem. This method of generating power existed for a long time and it has been a reliable source of power.
| Component Image | Component Name | Tools Used | Description |
|
Piston Rings | Plier | There are three piston rings and two compression rings which function as a compression sealing for the piston. Another ring is the oil control ring, which controls the supply of oil to lubricate the piston skirt. |
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Crankshaft | Bare Hands | Translate the reciprocating motion from the pistons into rotational motion. |
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Crankshaft Holder | 16 mm Socket Wrench | Holds the crankshaft in place in the crankcase |
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Belt Pulley | 15 mm & 17 mm Socket Wrench | Connected to one end of the crankshaft. It is a belt and pulley system that provides power the electric generator and cooling system. |
Engine Exhaust/Intake Management
These parts must be equipped together in order for the subsystems to function properly. Any single component being removed will result in failure of the engine to function . The camshaft, camshaft sprocket, lifter, pushrod, rocker arm, valve and valve spring are physically connected to each other using either nuts or bolts or both of them together. Economic factor plays an important part for the implement of OHV intake/exhaust system in this engine. OHV system is a more conventional system and compared to other system, such as double overhead cam (DOHC), it is cheaper because it require less moving components and therefore cost can be reduced on material and R&D.
| Component Image | Component Name | Tools Used | Description |
|
Camshaft | Bare Hands | This is a very crucial part of the engine. It is a "timer" for the valves (when to open and close). |
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Camshaft Sprocket | Rubber Mallet and chisel | Acts as a physical connection towards the crankshaft through a steel chain |
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Lifter | Bare Hands | Transfers the signal (energy) from the camshaft to the rocker arm |
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Push Rods | Bare Hands | Transfers the energy from the lifter to the rocker arm |
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Rocker Arms | 10 mm Socket Wrench | Manipulates the valve (closing and opening) |
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Valve Spring | Hammer & 21 mm Socket Wrench | Manipulates the valve (closing and opening) |
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Valve | Bare Hands | Manipulates the valve (closing and opening) |
Engine Exhaustion
The exhaust subsystem is connected to the engine block physically. They're connected because after every exhaust stroke from the piston, there is exhaust gas that needs to be exhausted and the role of the exhaust manifold is to provide as little backpressure as possible for an efficient engine and direct the exhausted gas into the atmosphere safely. The connections are made with 4 16 mm nuts. In this subsystem, environmental factor plays a huge role. The other objective of an exhaust system is to neutralize any harmful emmissions from the engine before it hits the atmosphere.
| Component Image | Component Name | Tools Used | Description |
|
Exhaust Manifold | 16 mm Socket Wrench | Expels exhausted gas from the engine safely to the atmosphere. |
Engine Lubrication
The oil lubrication system is connected to the main engine block physically. They are connected with nuts and bolts with the exception of oil filter (fitted). In this subsystem, the economical factor is the dominant factor. The engine lubricant system is used to prolong all engine components that is moving inside the engine block. (e.g., The piston wall, piston rings, crankshaft. etc. with the low friction lubrication system, the maintainence cost can be brought down. Performance wise, this is not the best option available.)
| Component Image | Component Name | Tools Used | Description |
|
Oil Dipstick | Bare Hands | Monitors the engine lubricant level |
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Oil Filter | Bare Hands | Filters dirty lubricant and expels clean lubricant |
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Oil Pump | 10 mm & 16 mm Socket Wrench | Pumps lubricant to all corners of the engine to maintain constant temperature and to decreases friction in the engine |
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Oil Sump | 10 mm Socket Wrench | Acts as a reservoir to store excessive lubricant and the oil pump pumps the lubricant through the entire engine interior |
Engine Air Intake
The air intake subsystem is composed of the intake manifold and the throttle body, and these two components are physically connected. This system is influenced by the economic factor in a way that the amount of air that flows into the engine can determine how efficient the car is.
| Component Image | Component Name | Tools Used | Description |
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Intake Manifold | 10 mm Socket Wrench | Evenly distributes air to each of the cylinders |
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Throttle Body | 10 mm Socket Wrench | Controls the amount of air flowing into the engine |
Engine Ignition
The engine ignition subsystem is composed of fuel injector, CDI ignition coil, and spark plugs. The fuel injector admits fuel into the combustion chamber, which the CDI ignition coil then sends a signal to the spark plug that creates an electric spark. This then leads the engine through the combustion process. This subsystem is influenced by the economic factor in a way that it determines the fuel efficiency of the car.
| Component Image | Component Name | Tools Used | Description |
|
Spark Plug | Bare Hands | Creates electric spark to ignite compressed fuel |
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CDI Ignition Coil | 13 mm Socket Wrench | Provides electricity to spark plug |
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Fuel Injector | 10 mm Socket Wrench | Injects fuel into combustion chamber |
Engine Cooling
The engine cooling subsystem is composed of a water pump and coolant tube. The coolant tube and water pump works in unison to keep the car radiator cool. This subsystem is influenced by the societal factor in a way that it addresses the safety issue.
| Component Image | Component Name | Tools Used | Description |
|
Coolant Tube | 15 mm Socket Wrench | Allows coolant to flow through engine to prevent overheating |
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Water Pump | 13 mm Socket Wrench | Circulates water whenever engine is running |
