FIVE STROKE CONCEPT ENGINE

Abstract
Our objective with the 5-stroke engine is to develop a engine with fuel consumption and emission levels to that of current diesel engines,. The advanced Ilmor design, intended to both improve performance and lower emissions, includes a new crankcase, which has fully integrated oil pressure and scavenge pump sets, a new barrel housing and new cylinder heads. The addition of a state of the art cooling system, incorporating both oil-cooling and air-cooling will further improve engine output and reliability. The bottom end features a higher compression ratio from new piston assemblies with revised crown pocket details, for improved combustion and e haust emissions. The crankshaft has been revised to account for the new piston and connecting rod assemblies and reduces overall engine vibration. !as been developed by Ilmor into a working engine using a rapid prototype cast cylinder head, a machined from solid cylinder block and separate electrically powered oil and water pumps. Two overhead camshafts operate the conventional coil spring valve gear with the !" camshaft running at #.5 $" camshaft running at % rating. crank speed and the crank speed. The engine is also turbocharged to increase the engine

INTRODUCTION 5-stroke concept eng ne

One such e ample of this application of our engineering knowledge is the patented 5-stroke engine which Ilmor is currently developing. Our objective with the 5-stroke engine is to develop a gasoline engine with fuel consumption and emission levels comparable to that of current diesel engines, without the serious problem of particulate and &O emissions that plague diesels. The simplest way to demonstrate the 5-stroke principle was considered to be a ' cylinder layout with two fired (-stroke cylinders )!igh "ressure - !"* alternately e hausting into a central e pansion cylinder )$ow "ressure - $"* which provides a further e pansion process on the e haust gases )the 5th stroke*. The engine uses a rapid prototype cast cylinder head, a machined from solid cylinder block and separate electrically powered oil and water pumps. Two overhead camshafts operate the conventional coil spring valvegear with the !" camshaft running at #.5 the $" camshaft running at % engine rating. crank speed and crank speed. The engine is also turbocharged to increase the

+ new advanced engine is being developed by Ilmor ,ngineering, a company once part-owned by -ercedes-.en/ while it supplied the 0ermans with their 1% powerplants. The new initiative is a three-cylinder, 2##cc )#.2-litre* five-stroke turbocharged petrol that Ilmor says is at least 53 more efficient than an e4uivalent direct injection engine. This is despite it having a multipoint injection system.

Ilmor is currently getting 52k6 )%'#bhp* and %75&m )%88lb-ft* of tor4ue out of it. &ew developments are being planned to cylinder capacity, valvegear design, turbo selection, and ancillaries. These should increase power to %%8k6 )%5#bhp* and return a weight saving of 8#3. The prototype is thus e hibiting performance and tor4ue characteristics of a small diesel engine but without the related 9#8 emissions.even more improvements to all the aforementioned figures. O,- customers are being sought to partner with the company for manufacturing purposes. The best application for this motor seems to be in the hybrid arena so automakers with hybrid plans can e pect a call from O:9onnor and his colleagues, if they have not received one yet. 6ith its first prototype 1ive-;troke having achieved an impressive fuel consumption figure of 887g<k6h, engine designer and manufacturer Ilmor ,ngineering is planning a second phase development engine for real-world in-vehicle testing. Ilmor is keen to find a development partner to bring this e citing concept a step closer to production, and to this end is currently in discussion with automotive O,-s and Tier One suppliers, who are showing considerable interest. Targets for the new engine, which could be suitable for installation for either hybrid or conventional installation, are a .rake ;pecific 1uel 9onsumption ).;19* of better than 8%5 g<k6h, a 8#3 reduction in weight over e isting production engines of a similar output, and a power density of %5#bhp<$. 1ollowing testing on Ilmor:s dynamometers and detailed analysis of the first prototype powerplant, developments are planned to cylinder capacity, valvegear design, turbo selection, and ancillaries to achieve these figures. &o modifications are planned which would re4uire any unconventional or new manufacturing processes, its simplicity and reliance on tried and tested technology being one of the key benefits of the 1ive-;troke engine.

6ith the automotive world striving for smaller, more efficient engines in a bid to be seen as environmentally-conscious and attract customers, scientists and engineers are coming out of the woodwork with new combustion engines, electric powertrains and other systems that they tout as

the future of automotive technology - just this month we already saw ,co-otors: opposed-piston opposed-cylinders project that promised to revolutioni/e engine design. &ow, an engineering firm by the name of Ilmor has announced its own new redesign of the internal-combustion engine, with claims that efficiency gains of between 53 and 8#3 can be had. 6hat makes us actually sit up and take notice of Ilmor:s claims is the company:s history, having built 1ormula %-winning engines for -ercedes-.en/ and working with a number of Indy car teams for over a decade to build engines - not e actly amateurs, then. The new, more efficient engine Ilmor is proposing promises to deliver the fuel economy that current diesel engines can achieve, without the associated emissions problems the oil-burners typically offer. =esigned for road cars, rather than its usual work with racing applications, the Ilmor-designed 5-stroke gasoline engine is a diminutive 2##cc three-cylinder unit that still manages to develop %'# horsepower and %88 pound-feet of tor4ue. +ccording to Ilmor, the 5-stroke concept engine utili/es two high-pressure fired cylinders operating on a conventional (-stroke cycle that alternately e haust into a central low-pressure e pansion cylinder, whereupon the burnt gases perform further work. The low-pressure cylinder decouples the e pansion and compression processes and enables the optimum e pansion ratio to be selected independently of the compression ratio. The end result is that the engine runs an overall e pansion ratio approaching that of a diesel engine > in the region of %(.5?%. The engine is also more compact, and unlike other new technologies does not re4uire any new manufacturing techni4ues. The engine is just a concept for now, with further development e pected to take place. ,ventually, the company hopes to achieve a power density figure of %5# horsepower per liter of displacement. Ilmor is a @A-based independent engine design, development, testing and manufacturing company, founded in %5B( by -ario Illien, "aul -organ and Coger "enske. It traditionally has focused on racing engines, although its business is becoming increasingly diversified, with recent projects in production automotive industries )including diesel*, among others. It is also a member of the @A $ow 9arbon Dehicle "artnership.

The 5-stroke concept engine is a self-funded proof of concept. It uses a novel design to achieve a diesel-like e pansion ratio on spark ignitionEthe high effective e pansion ratio provides improved fuel consumption. The '-cylinder, 2##cc engine delivers power output comparable to a %.B-liter four-stroke engine, with minimum fuel consumption of 887g<k6h, with less that 8(# g<k6h for more than '#3 of .-,". The engine generates better fuel consumption than the latest downsi/ed, turbocharged 0=I engines, and is optimal for use in an range-e tended electric vehicle application, according to the company. The '-cylinder engine uses different-si/ed cylinder bores. There have been several Ffive-strokeG engine designs proposed and patented. One, invented by 0erhard ;chmit/, proposes the use of at least one larger low-pressure cylinder functioning in a two-stroke mode located between two smaller high-pressure combustion cylinders, functioning in a four-stroke mode. The design decouples the compression ratio and the e pansion ratio by adding a second e pansion cycle for the e haust gases by means of the third cylinder. The five-stroke cycle of the ;chmit/ engine thus includes? %. Intake into the smaller high-pressure combustion cylindersH 8. 9ompression in the combustion cylindersH '. 9ombustion and e pansion in the combustion cylindersH The overall e pansion ratio will be the product of the volume ratio of the first e pansion and the volume ratio of the second e pansion. The work chamber of each combustion cylinder in the ;chmit/ engine communicates with the work chamber of the low-pressure cylinder via a decanting valve and manifold. The volume compression ratio of the combustion cylinders is relatively low, and can be highly supercharged.

I!"or Eng neer ng#s $ %e-stroke eng ne

9onventional - particularly forced-induction - four-stroke engines are compromised by having a compression stroke which is e4ual to the e pansion stroke. Ideally a high e pansion ratio is needed to convert the ma imum thermal energy into work, but a low compression ratio is necessary to limit stresses, and prevent the onset of knock. To eliminate this problem the five-stroke concept utili/es two fired cylinders )!igh "ressure !"* operating on a conventional four-stroke cycle, which alternately e haust into a central e pansion cylinder )$ow "ressure - $"*, whereupon the burnt gases perform further work.

The $" cylinder enables the e pansion and compression processes to be decoupled, and so the optimum e pansion ratio to be selected independently of the compression ratio. Two overhead camshafts operate the conventional coil spring valve gear, with the !" camshaft running at #.5 crank speed and the $" camshaft running at % crank speed. The engine uses conventional multipoint injection, and is turbocharged to ' bar abs plenum pressure.

5-stroke concept eng ne n $ g&res

,ngine capacity? 2##cc )turbocharged* "eak power? %'# bhp I 2### rpm "eak tor4ue? %77 &m I 5### rpm -inimum fuel consumption? 887 g<k6h .;19 ).rake ;pecific 1uel 9onsumption* below 8(#g<k6h for top (#3 of .-," ).rake -ean

,ffective "ressure* capability

F&t&re 'e%e!op"ent
1ollowing testing on our fully-transient dynamometers, and detailed analysis of the first prototype powerplant, Ilmor is aiming to produce a second phase development engine for realworld in-vehicle testing. "lanned future developments include modifications to cylinder capacity, valve gear design, turbo selection, and ancillaries, with the aim of reaching the following performance targets?

.;19 ).rake ;pecific 1uel 9onsumption* below 8%5 g<k6h )%#3 improvement on current ( stroke technology* 8#3 lighter than comparable e isting production engines "ower density of %5# bhp<$

&o modifications are planned which would re4uire any unconventional or new manufacturing processes, the simplicity and reliance on tried and tested technology being one of the key benefits of the 1ive ;troke concept.

5-stroke per$or"ance $ g&res

Eng ne capac t( )**cc +t&rboc,arge'Peak po.er /0* b,p 1 )*** rp" Peak tor2&e /33 N" 1 5*** rp" 4F&e! cons&"pt on o$ on!( 553 g6k7,

A'%antages o$ t,e 5-stroke concept

+ secondary cylinder provides an additional e pansion process enabling e tra work to be e tracted, hence increasing thermodynamic efficiency.

The engine runs an overall e pansion ratio approaching that of a diesel engine > in the region of %(.5?%

-inimi/ed pumping work due to the downsi/ing effect from highly rated firing cylinders. The compression ratio can be reduced to delay knock onset without a reduction in performance.

.ecause the firing cylinders can be very highly rated, the engine is relatively compact. The fuel consumption does not rise as rapidly with increasing .-,", as retarding rejects more energy into the e pansion cylinder. The engine uses %##3 conventional technology and so re4uires no new manufacturing techni4ues.

Conc!&s on

This type of engine make the whole world faster and other advantages due to mechanical field and my presentation of five stroke engine is one of them. =ue to this engine the fuel consumption and emission levels comparable to that of current diesel engines