A Prediction of Weight Reduction and Performance Improvements Attainable through the use of Fiber Reinforced Composites in I.C. Engines

Buckley, Richard T.; Stanglmaier, Rudolf H.; Radford, Donald W.; Willson, Bryan

doi:10.4271/2005-01-3693

Cited by 4 publications

(8 citation statements)

References 20 publications

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“…While Polimotor was the most extensive and complete attempt to make a composite engine, other attempts in the field do exist from the 1980s. Honda was the first company to pursue a metal matrix composite (MMC) connecting rod using steel fibers in an aluminum matrix [2]. Toyota designed a piston crown reinforced with alumina and carbon fibers [2].…”

Section: Figure 3: Orientations Of Fibers 0°-90° (Left) and +/-45° (Rmentioning

confidence: 99%

“…Honda was the first company to pursue a metal matrix composite (MMC) connecting rod using steel fibers in an aluminum matrix [2]. Toyota designed a piston crown reinforced with alumina and carbon fibers [2]. Western Michigan University continued work with their injection molded 2-stroke engine using chopped graphite fibers for reinforcement.…”

Section: Figure 3: Orientations Of Fibers 0°-90° (Left) and +/-45° (Rmentioning

confidence: 99%

“…Western Michigan University continued work with their injection molded 2-stroke engine using chopped graphite fibers for reinforcement. Replacing the stock block, head, and cylinder sleeve, they claimed weight savings of 40% [2]. These endeavors involved injection molding or some form of a metal matrix, but they did achieve significant weight savings.…”

Section: Figure 3: Orientations Of Fibers 0°-90° (Left) and +/-45° (Rmentioning

confidence: 99%

“…This study focused not only on survival of the part, but on efficient manufacturing as well. Initial cost per carbon-carbon piston was $200 compared to a $5 aluminum piston [2]. After the manufacturing process had been streamlined, mass production costs of carbon-carbon pistons was reported to be down to $5 making it a direct competitor with aluminum [2].…”

Section: Figure 3: Orientations Of Fibers 0°-90° (Left) and +/-45° (Rmentioning

confidence: 99%

“…Initial cost per carbon-carbon piston was $200 compared to a $5 aluminum piston [2]. After the manufacturing process had been streamlined, mass production costs of carbon-carbon pistons was reported to be down to $5 making it a direct competitor with aluminum [2]. The 1990s also witnessed work from Volkswagen to develop composite connecting rods.…”

Section: Figure 3: Orientations Of Fibers 0°-90° (Left) and +/-45° (Rmentioning

confidence: 99%

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Integration of Carbon Fiber Composite Materials Into Air-Cooled Reciprocating Piston Engines for UAV Applications

Trunzo

Schubbe

Graham

et al. 2012

Volume 3: Design, Materials and Manufacturing, Parts A, B, and C

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The United States Navy (USN) has shown an interest in the development of small displacement, reciprocating piston diesel engines for Unmanned Aerial Vehicles (UAVs). These engines avoid the logistic challenges of relying on gasoline-fueled UAVs, and have relatively low fuel consumption, but suffer from poor power-to-weight ratios. Reducing weight is of significant importance to UAVs to allow sufficient range and loitering times. Carbon fiber composites offer strength-to-weight benefits over the metal components currently used in piston engines. However, composite components have more restrictive operating temperatures. None of the known previous efforts aimed at integration of composites into engines has focused on air-cooled engines and on their potential benefits for UAVs. A small, single-cylinder air-cooled gasoline engine was chosen as a convenient test platform and surrogate for an air-cooled UAV engine. The crankcase and connecting rod from this engine were redesigned using a high fraction of carbon fiber in order to reduce weight. To develop the designs, steady-state temperature profiles were measured both internally and externally. The steady state temperatures for the crankcase ranged between 93°C and 124°C while the connecting rod ranged roughly between 120°C and 160°C. Carbon fiber composite test specimens were tested for strength at a comparable range of temperatures to demonstrate thermal viability. The tensile and compressive tests showed the carbon fiber to be comparable to all aluminum material properties, if not better. Stress was modeled on the stock engine at the worst-case operating condition and used to design the composite crankcase and connecting rod to ensure sufficient strength to survive at this extreme condition. The modeled stresses resulted in a factor of safety of 1.5 for the connecting rod and 3.8 for the crankcase, although internal adhesion of bearing surfaces to fiber was noted as a problem for the connecting rod in the initial prototype, and ultimately led to premature failure. These composite components were integrated and tested, for various lengths of time, on the engine and indicate a potential weight savings of approximately 80% for the crankcase and 26% for the connecting rod. The composite case failed after approximately 20 minutes (O(104) cycles) of operation at the best torque condition (worst-case in terms of mechanical stress) due to manufacturing deficiency at the corners and base; the connecting rod failed after approximately 2 minutes (O(103) cycles) of worst-case operation due to separation of the bearing surface from fiber. Both sets of failures point to simple remedies for follow-on work. The initial prototypes resulted in an overall weight savings of 8.1%. Using commercially available data for small propeller-driven aircraft, this weight savings could be expected to result in a similar relative improvement in aircraft range.

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Section: Figure 3: Orientations Of Fibers 0°-90° (Left) and +/-45° (Rmentioning

confidence: 99%

Section: Figure 3: Orientations Of Fibers 0°-90° (Left) and +/-45° (Rmentioning

confidence: 99%

Section: Figure 3: Orientations Of Fibers 0°-90° (Left) and +/-45° (Rmentioning

confidence: 99%

Section: Figure 3: Orientations Of Fibers 0°-90° (Left) and +/-45° (Rmentioning

confidence: 99%

Section: Figure 3: Orientations Of Fibers 0°-90° (Left) and +/-45° (Rmentioning

confidence: 99%

See 3 more Smart Citations

Integration of Carbon Fiber Composite Materials Into Air-Cooled Reciprocating Piston Engines for UAV Applications

Trunzo

Schubbe

Graham

et al. 2012

Volume 3: Design, Materials and Manufacturing, Parts A, B, and C

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Testing Composite Valve Covers for Reciprocating Engine Applications

Wang¹,

Zimmermann²

2022

American Journal of Engineering and Applied Sciences

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The use of composites within the aeronautical field is not limited to airframe applications and includes powerplant components in reciprocating engines. To add to the research body in this area, the presented work aimed to evaluate the performance of novel carbon fiber valve covers installed on an aircraft reciprocating engine. Specifically, the comparative performance between novel composite-based valve covers and original steel valve covers was of interest, with a focus on the thermal and cooling behavior. The experimental procedure simulated certification testing required for parts manufacturer approval provided by the Federal Aviation Administration and followed the cooling test protocol outlined by ASTM International. The test engine was run once with each valve cover type and at multiple power settings, throughout which the surface temperature of the valve covers was recorded. In addition, the carbon fiber valve cover was subjected to a post-run visual inspection to identify the overall condition thereof and any potential damage introduced under engine operating conditions. The experimental study revealed lower temperatures with accompanying higher cooling and heating rates for the carbon fiber valve cover when compared to the original steel valve cover. Moreover, sealing issues on the carbon fiber valve cover were observed. The high heating rates coupled with the sealing issues can have a detrimental impact on the engine operation and lifetime, thus, equivalency requirements were not met. While the novel carbon fiber valve cover did not perform at directly equivalent levels to the original steel valve cover, the potential for future improved performance is demonstrated. Especially the lower temperatures sustained, the rapid cooling rate, and the weight savings associated with the use of composite materials are promising. Moreover, the results obtained can be used to further refine the design of composite-based valve covers, with the ultimate goal of meeting certification and applicational requirements.

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