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International Conference on Design, Automation, and Control (ICDAC 2020) IOP Publishing
IOP Conf. Series: Materials Science and Engineering 1123 (2021) 012043 doi:10.1088/1757-899X/1123/1/012043

DESIGN AND ANALYSIS OF MODIFIED FOUR

STROKE FOUR REVOLUTION ENGINE

Prashant S. Jadhav1,2 and Chinmaya P. Mohanty1

1
School of Mechanical Engineering, VIT University, Vellore-632014, India
2
Department of Mechanical Engineering, Rajarambapu Institute of Technology,
Rajaramnagar, Shivaji University, Kolhapur, Maharashtra,415 414, India

Abstract. In today’s world, one of the important tasks is to handle the energy available and
to minimize the heat losses. In automotive sector, engine is the primary energy source and there
are many losses associated with an engine out of which engine cooling and exhaust losses takes
major share. In four-stroke SI/CI engines, four strokes of reciprocating cylinder involve two
rotations of the crankshaft. These strokes are suction, compression, power and exhaust
respectively. A large amount of fuel energy is wasted when fuel is not compressed completely
and also at the exhaust of internal combustion engines. This paper focusses on minimizing losses
of internal combustion engine by secondary expansion of exhaust gases through 180 ̊ of crank
revolution. For this purpose, four stroke four revolution mechanism is proposed and this is
achieved by modifying current slider crank mechanism with double connecting rod
arrangement. This modified engine shows an increase in the air standard cycle efficiency by
4.10% where as fuel air cycle efficiency rise is observed to be 5.25%. There is also significant
rise observed in the modified engine over conventional engine in terms of gross indicated
thermal efficiency and brake thermal efficiency as well.

Introduction

Transportation is very important activity in human transformation. The modes of

transportation of humans and goods have changed gradually over the years. Earlier travelling
was done by walking using legs. Then there was invention of wheel which was revolutionary.
With the help of wheels, forming cart and it was powered by muscular energy of animals like
bulls and horse. Then James Watt introduced the first Engine which totally evolved the
automotive sector. Heat engines perform their work by chemical combustion of fuel and
converting it to heat energy. Heat engines are of mainly two type’s external combustion engines
and internal combustion engines. In an external combustion engine, combustion reaction takes
place outside the engine while in an internal combustion engines combustion reaction takes
place inside the engine. Both engines have various applications in many fields.
Now a day for transportation, vehicles are used. These vehicles are powered by
internal combustion engines. Internal combustion engines, works on fossil fuels like petrol,
diesel etc. The fuel is burned inside the engine and with help of I.C engine components, rotary
motion is achieved which drives the wheels of automobiles. There are total four strokes in an
engine suction, compression, expansion or power and exhaust. In suction the air fuel mixture
is taken inside the combustion chamber as piston inside cylinder moves from top dead center
(TDC) to bottom dead center (BDC). In compression stroke, the piston moves from BDC to
TDC and fuel air mixture gets compressed and burned. In Power stroke the burned fuel emits
energy and moves piston towards BDC. Power stroke is only the work producing stroke. In
exhaust stroke, piston moves from BDC to TDC thereby releasing the gases through exit port.
And one cycle completes with these strokes and this process is repeated again. Piston transfers

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International Conference on Design, Automation, and Control (ICDAC 2020) IOP Publishing
IOP Conf. Series: Materials Science and Engineering 1123 (2021) 012043 doi:10.1088/1757-899X/1123/1/012043

force to connecting rod which is connected to crankshaft. The mechanism converts this
reciprocating motion into rotary motion. The engine which works on spark ignition is called as
S.I. engine while which works on compression ignition is called as C.I. Engine. There are two
types of engines viz; two stroke engine and four stroke engine. In two stroke engine, suction
and compression performed in one stroke while power and exhaust in next stroke. In this way
two strokes are completed in one revolution of crankshaft. While in four stroke engines four
strokes are completed in two revolutions of crankshaft. I.C. Engines works with above
processes.
It is estimated that within next 50 years the fossil fuels are going to exhaust from earth.
Engine works on fossil fuels such as petrol and diesel. The efficiency of SI engine ranges
between 26-30℅ while that of C I Engine ranges between 30-35 ℅. It means that if 100 kJ of
energy is produced then only 30 to 35 kJ energy is only utilized for desired work. All other
energy wastes in the form of different losses such as frictional loss, cooling loss, blow by loss.
Along with this, the number of vehicles in the world is increasing every day which also
increases fuel demands. To overcome this issue, either non-conventional energy sources are
required to be used more or else the efficiency of existing engine needs to be increased.
A considerable amount of literature has been published on the influences of basic
engine parameters on efficiency, performance and emission of multi-cylinder engines and
larger displacements. V. Hariram et al. [1] presented that the varying the compression ratios
(CR) have substantial effect on the performance, exhaust and ignition parameters. In this work,
single cylinder direct CI engine is observed with fluctuating CR viz; 18, 17 and 16 at changing
loads. Here, the ignition and variable performance on changing the CR were studied
particularly. Decrease in brake thermal efficiency and rise in exhaust gas temperatures were
measured when CR was lowered from 18 to 16. The brake specific fuel consumption was seen
to be increased on decreasing the compression ratio. Decrease in peak cylinder pressure and
increase in ignition delay period was seen on lessening of CR. The peak heat release rate was
closer to TDC on changing CR from 16 to 18. The rate of pressure growth was also studied and
maximum of 5.38 bar/CA and minimum of 0.78 bar/CA was observed on above CR.
J.S Jadhao et al. [2] presented the inexorably global issue on fast growing economy, a
general deficiency of energy, the inner ignition motor smoke dissipate heat and natural
contamination has been progressively stressed vigorously as of late. Amount of complete heat
provided to the vehicles, on an average, 32 to 45% is transformed into an useful mechanical
work; the remaining heat is expelled to the atmosphere through exhaust gases and vehicle
cooling frameworks, which leads to entropy rise and natural pollution, hence, it is required to
re-use waste heat as an useful work. The recovery and usage of waste heat saves fuel yet, in
addition, decreases the measure of waste heat and ozone-depleting ingredients. The study
validates the availability and credibility of waste heat from the inward burning motor
additionally portray the loss of smoke gas vitality of an interior ignition motor. Possible
techniques to regain the waste heat from burning motor and implementation and emanations of
the inside ignition motor.
Joshi invented [3] “A mechanism for converting single or each reciprocating motion to
two times rotation of the crank by providing a double connecting rod” which can be applicable
for all types of IC engines to increase their efficiency. This mechanism comprises of a Piston
reciprocating within a cylinder. A double connecting rod which is pivoted to the piston. A cam
is mounted to the second connecting rod. The second connecting rod is provided to a crank
wheel, which in turn mounted to the shaft end. As piston start moving from TDC to BDC, 180 ̊
rotation of crank is achieved and when it returns to TDC again, a complete rotation of crank is
over.
Sun J and Wang [4] highlighted the amelioration with globalization and economic
policies that have transformed the trend and momentum of world economy in the last couple

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International Conference on Design, Automation, and Control (ICDAC 2020) IOP Publishing
IOP Conf. Series: Materials Science and Engineering 1123 (2021) 012043 doi:10.1088/1757-899X/1123/1/012043

of decades. The main focus is on product quality, rapid design and development and finally an
economical product. To survive in this challenging market, industries have to upgrade with
technology, skills to offer effective products. Design and analysis of intricate components has
now become convenient with the application of Finite Element Method. Automobile Industry
has transformed drastically with the evolution of next generation of CAD/CAM technologies,
from engine performance to aesthetics. The lead time to manufacture automobiles has dropped
marginally over the years; because of betterment with Geometric modelling and Computer
Integrated Manufacturing (CIM). Design of Internal Combustion (I.C) Engine parts play a vital
role in betterment of the functioning of vehicles. Design and modifications of all the important
components are done in view to increase the performance and efficiency.
Siliveri naresh et al. [5] presented, Piston is a part of To-fro engines, siphons, Air
compressors and pneumatic cylinders among other comparable mechanisms of engines, its aim
is to exchange constrain from extending gas in the cylinders to the crankshaft by means of a
cylinder pole or associating pole. Here the cylinder is structured, broke down and the
assembling procedure has been examined. Cylinder temperature has impressive impact on
proficiency, emanation, execution of the motor. Motivation behind the examination is
estimation of cylinder transient temperature at a few points on the cylinder, from virus begin
to unfaltering condition and correlation with the consequences of limited component
analysis.in this undertaking the cylinder is demonstrated and collected with the assistance of
CATIA programming and segment is coincided and investigation is done in ANSYS
programming and the warm and static conduct is contemplated and the outcomes are organized.
Jovan Ž. DORIĆ et al. [6] displayed the reproduction of the working procedure in
another IC motor idea. The essential element of this new motor idea is the acknowledgment of
variable development of the cylinder-piston. The capricious cylinder development, it is
anything but difficult to give a variable pressure proportion, adjustable uprooting, and burning
amid consistent volume. These preferences over standard cylinder component are
accomplished through an amalgamation of the two sets of non-roundabout apparatuses. The
introducer system is intended to get a particular movement law which gives better fuel
utilization of motors. In this study, Ricardo/WAVE programming was utilized, which gives a
completely coordinated treatment of time-subordinate liquid elements and thermodynamics by
methods for the one-dimensional detailing. The outcomes acquired in this incorporate the
proficiency normal for this new warmth motor idea. The outcomes demonstrate that ignition
amid steady volume, variable pressure proportion, and variable removals significantly affect
the improvement of fuel utilization.
Vikas Kumar et al. [7] reviewed at the point when fuel is scorched in an engine, heat is
delivered. Extra heat is likewise created by grinding between the moving parts. Just roughly
30% of the energy discharged is changed over into valuable work while staying 70% must be
expelled from the engine to keep the parts from dissolving. In air-cooled I.C Engines, expanded
surfaces called fin are given at the circumference of engine chamber to build heat exchange
rate. That is the reason the investigation of fins is vital to enhance heat dissipation rate. The
fundamental of the point of this work is to think about different looks into done in past to
improve heat exchange rate of cooling fins by changing cylinder geometry and material.
Kolchin et al. [8] clarified the crankshaft is a standout amongst the most fundamentally
stacked segments as it encounters cyclic loads through twisting and torsion amid its life. Its
failure will make genuine harm the engine so it's vital at the season of configuration to confirm
exhaustion quality and torsional vibration and physical approval on proving ground just as on
field vehicles. More difficulties in crankshaft plan because of expanding vehicle payloads,
lower weight prerequisite, higher effectiveness and longer solidness life. This paper will give
a general rule for the understudy and industry engineers for planning the crankshaft which can
serve the more extended toughness existence with no failing.

3
International Conference on Design, Automation, and Control (ICDAC 2020) IOP Publishing
IOP Conf. Series: Materials Science and Engineering 1123 (2021) 012043 doi:10.1088/1757-899X/1123/1/012043

Methodology

This paper has adopted reverse engineering strategy. Reverse engineering is the
procedure of extricating learning or structure data from anything man-made and re-creating
anything dependent on the extracted data. For this project the Piaggio Ape Passenger Vehicle
engine is selected. The selection is made by considering stroke length, stroke to bore ratio.

Selection

The primary requirement for this project is under square engine. The problem of
clashing of the connecting with the cylinder wall is not present in the under square engine. The
diesel has higher knock ratings; hence it gives wide range compression ratio selection.
Complexity in designing is eliminated as it is naturally aspirated and naturally cooled engine.
Single cylinder engine eliminates complex design procedure like multi-cylinder engine.

Ape Piaggio Passenger Vehicle Engine features:

- Diesel engine
- Naturally cooled engine
- Single cylinder naturally aspirated engine.
- Stroke to bore ratio is 0.87 which is under square engine.

Modified engine with four strokes and four revolution engine is compared with the theoretical
efficiencies of the existing engine. The assumptions in Modified Engine are:
- Same amount of fuel injected.
- Cut-off ratio =5%

Comparison of diesel and modified diesel engine

Compared values of existing diesel and modified diesel engine are shown in Table 1

Table 1. Parameter values comparison

Sr. No Parameter Existing Modified

engine (%) engine (%)
1 Air Standard cycle efficiency 60.65 64.5
2 Losses due to variation of 13 13
specific heat
3 Loss due to progressive 5.5 5.5
combustion
4 Loss due to incomplete combustion 3.5 3.5*
5 Direct heat loss 4.5 4.5*
6 Exhaust heat loss 1.5 1.5*
7 Pumping Loss 0.5 0.5
8 Rubbing friction loss 3.5 3.5*
9 Fuel Air cycle efficiency 47.65 51.5
10 Gross indicated thermal efficiency 32.65 36.5
11 Brake thermal efficiency 28.65 32.5

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International Conference on Design, Automation, and Control (ICDAC 2020) IOP Publishing
IOP Conf. Series: Materials Science and Engineering 1123 (2021) 012043 doi:10.1088/1757-899X/1123/1/012043

Design of modified engine components

Variable parameters

Large number of varying parameters are to be selected for functional design i.e. estimation of
swept volume capacity which the volume displaced by piston in the slider crank mechanism
selected to carry out thermodynamic cycle. A piston reciprocates in the cylinder to take the air
in and compress it. Thereafter combustion releases the heat and forces the piston to deliver
mechanical work to output shaft through a connecting rod and crankshaft. The design process
is complete after establishing the dimensions of cylinder, piston, connecting rod, crankshaft
and supporting structure to maintain the kinematic relation between these components.

Mean effective pressure: Mean Effective pressure is the normal pressure inside the cylinders
of an I.C Engine dependent on the determined or estimated power yield. It rises as manifold
pressure increases. For any engine, working at given speed and power yield will be explicit
shown mean effective pressure, IMEP and relating brake mean effective pressure, BMEP.

Cylinder bore (d): The inside diameter of the working cylinder is called as cylinder bore.

Stroke length (L): The distance through which a piston moves between two consecutive
reversals of its direction of motion is called stroke length

Piston area (A): The area of a circle of diameter equal to the cylinder bore is called the piston
area.

Design of gear components:

The main running gear components of reciprocating IC engine such as slider crank, four bar
chain configurations are to be designed to bear the load to which they are subjected primary
elements are

 Cylinder
 Cylinder Head
 Piston Assembly
 Connecting Rod Assembly
 Crankshaft

Design of cylinder:

Fine grained cast iron or cast steel is the most suitable material for cylinder liner. It offers better
resistance to wear due to sliding of piston in it and corrosion when corrosive residual gases are
left during non-operation. The material should have ultimate tensile strength of 300Mpa. The
liner has to withstand maximum gas pressure during the cycle. It will be designed for static
strength under maximum gas pressure with factor of safety so that fatigue will be covered.

t = 5 mm (Thickness of Cylinder)
Design of cylinder head:

Initially the head is to be treated as a flat circular plate secured to one end of the cylinder, by
cylinder bolts at pitch circle diameter and subjected to uniform maximum gas pressure. Actual

5
International Conference on Design, Automation, and Control (ICDAC 2020) IOP Publishing
IOP Conf. Series: Materials Science and Engineering 1123 (2021) 012043 doi:10.1088/1757-899X/1123/1/012043

cylinder head has circular holes to accommodate inlet and exhaust valves and the fuel injector.
These will weaken the head. However, reinforcement of the port passage will compensate for
loss of strength.

Design of cylinder bolts:

Bolts withstand the entire gas pressure force during the operation which varies between 0.1
MPa (atmospheric to 8MPa) during each cycle of operation.
Using the Soderberg Equation
For a smaller engine number of bolts selected is generally four.
Minimum no. of studs = 0.01D + 4 = 4.86.
Maximum no. of studs = 0.02D + 4 = 5.72.
Therefore the no. of studs are = 5
𝐶𝑜𝑟𝑒 𝐷𝑖𝑎𝑚𝑒𝑡𝑒𝑟 𝑑𝑐 =8.6 × 10−3= 9 𝑚 (𝑎𝑝𝑝𝑟𝑜𝑥𝑖𝑚𝑎𝑡𝑒𝑙𝑦)

Piston design:

The cylinder-piston needs to transmit the gas power to the interfacing bar through the pivot
association known as cylinder stick or little end of interfacing bar. The gas drive follows up on
the best surface of the cylinder known as a crown and is transmitted by means of the supervisors
holding the cylinder stick and the bearing and after that on to the little end of the associating
pole. The rest of the barrel some portion of the cylinder far from a crown, past focus of stick
goes about as a guide for straight movement and takes the side push because of obliquity of the
associating pole to transmit it to the chamber liner.
𝐶𝑟𝑜𝑤𝑛 𝑡ℎ𝑖𝑐𝑘𝑛𝑒𝑠𝑠= dc = 8.42 𝑚𝑚

Barrel thickness:

Taking the mean breadth of that area as 85% of the cylinder-piston distance across, the
thickness of this segment can be determined. 10% of that area is decreased give to a radial
allowance in this area.
Thickness (𝑡𝑤) =4.21 mm
Unless radial width of piston ring which to be accommodated in grove is decided, barrel
thickness cannot be finalised.

Piston ring design:

General practice is to choose 2 to 4 gas rings and one oil ring. Oil ring is obliged in the
skirt some portion of the cylinder.
𝐵𝑎𝑟𝑟𝑒𝑙 𝑡ℎ𝑖𝑐𝑘𝑛𝑒𝑠𝑠=𝑡=3.64 𝑚𝑚
Hence, barrel thickness = 4.21+3.64=7.85 mm (approx.8 mm)
In this calculation, w does not play any role and is adopted equal to t = 4 mm.
Hence barrel thickness = 6+4 = 10 mm.
Frees size of ring:

The ring needs to apply the required pressure force when fitted in section. This is
acquired by initial pressure of ring in the cylinder bore diameter. The gap between free ends
before assembly and after assembly is given as-
Total Gap (Ig) = 11.50×0.5 = 12 mm

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International Conference on Design, Automation, and Control (ICDAC 2020) IOP Publishing
IOP Conf. Series: Materials Science and Engineering 1123 (2021) 012043 doi:10.1088/1757-899X/1123/1/012043

Piston pin design:

The overall length of the pin is about 90% of cylinder width, to accommodate circlips
and to prevent the pin from fouling with cylinder liner.
∴ 𝐿𝑒𝑛𝑔𝑡ℎ 𝑜𝑓 𝑝𝑖𝑛 =77 𝑚𝑚
Inner Diameter of piston pin = di=36 mm
Outer Diameter of piston pin = do=35 mm

Design of connecting rod:

The connecting rod is designed for a varying load from 0 to 53kN for every working
cycle. The connecting rod is subjected to whipping force in the plane of rotation due to the
mass inertia of rod itself, which further introduces the bending stresses in the rod. Section
selected is I section.
𝐴rea =1.394×10−4 𝑚2
This area can be provided by selecting any cross-section- circular, elliptical, rectangular or I
section. Thickness of I section (t) = 3.5 mm
Buckling stress in XX plane (𝜎xx) =259.11 𝑀𝑃𝑎
Buckling stress in YY plane (𝜎yy) =185.84 𝑀𝑃𝑎

Checking for whip stress:

Connecting rod is the only component in the engine which is subjected to very complex
kinematics and dynamics.
𝐵𝑀𝑚𝑎𝑥=11.24 𝑁𝑚
𝜎𝑡𝑐=9.41 𝑀𝑃𝑎.
∴Angle 𝛼, 𝑠=9.46o
𝐶𝑜𝑚𝑝𝑟e𝑠𝑠𝑖𝑣𝑒 𝐹𝑜𝑟𝑐𝑒 =14.133 𝐾N
𝐶𝑜𝑚𝑝𝑟𝑒𝑠𝑠𝑖𝑣𝑒 𝑆𝑡𝑟𝑒𝑠𝑠=73.61 M Pa
𝑇𝑜𝑡𝑎𝑙 𝑓𝑜𝑟𝑐𝑒 =73.61+9.41=83.02 𝑀𝑃𝑎. (This is safe.)

Design of small end:

Length and diameter of bearing in connecting rod has been already established.
Volume of piston material =309.62 𝐶𝐶
𝑀𝑎𝑠𝑠=839.06 𝑔𝑚
𝑀𝑎𝑠𝑠 𝑜𝑓 𝑝𝑖𝑠𝑡𝑜𝑛 𝑝𝑖𝑛 =158.85 𝑔𝑚
𝑀𝑎𝑠𝑠 𝑜𝑓 𝑝𝑖𝑠𝑡𝑜𝑛 𝑎𝑠𝑠𝑒𝑚𝑏𝑙𝑦=997.55 𝑔𝑚
𝐼𝑛𝑒𝑟𝑡𝑖𝑎 𝐹𝑜𝑟𝑐𝑒 (𝐹) = 6.64 𝐾𝑁
𝑇𝑒𝑛𝑠𝑖𝑙𝑒 𝑠𝑡𝑟𝑒𝑠𝑠 𝑖𝑛 𝑒𝑦𝑒=58.3 𝑀𝑃𝑎
This value is very small compared with strength of forgeable steel 𝑆𝑦=750 𝑀𝑃𝑎, 𝑆𝑒=150 𝑀𝑃𝑎

Design of big end:

Design consideration for big end of the connecting rod is based on bearing requirement. The
bearing load continuously varies during the cycle.
Gas pressure force (𝑝𝑏) = 30.735 𝑁/𝑚𝑚2
Inner diameter of crank pin eye, where thickness of bushing is approx. 2 mm
Is =42+2×2 =46 𝑚𝑚.

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International Conference on Design, Automation, and Control (ICDAC 2020) IOP Publishing
IOP Conf. Series: Materials Science and Engineering 1123 (2021) 012043 doi:10.1088/1757-899X/1123/1/012043

The thickness is maximum at centre where the B.M is maximum, but can be reduced to about
7 mm at the end of diameter. The cap is subjected to a fluctuating stress 0 to 100 MPa.
By Soderberg equation, Factor of safety = f.𝑠 =2.45

Design of bolts:

Two bolts are used to hold the cap rigidly, with tightening force twice that of the inertia force
required to be transmitted to the piston to retard it.
∴ 𝐼𝑛𝑖𝑡𝑖𝑎𝑙 𝑇𝑖𝑔ℎ𝑡𝑒𝑛𝑖𝑛𝑔 𝐹𝑜𝑟𝑐𝑒 =2×6.61 =13.322 𝐾𝑁
𝐹𝑚𝑎𝑥=19.983 𝐾𝑁
𝐹𝑣𝑎𝑟𝑦=3.3305 𝐾𝑁
Soderberg equation gives:
Core diameter (dc) = 7.518 mm
∴ Approximate diameter = 8 mm.
Previously assumed diameter to estimate centre distance was 10 mm, to calculate the bending
movement of cap is on higher side. Hence the design is safe.

Design of crankshaft:

It has been already stated during the bearing design process that rigidity of crankshaft is the
most significant parameter of the crankshaft design. This leads to under stressing the
crankshaft. However, one has to check the bearings of shaft support. For making the design
compact, l/d ratio for the main bearing is also much less than 0.75.
Therefore, core diameter of crankshaft (𝑑)=38.125 𝑚𝑚

Design of telescopic rod:

Assuming 70% of pressure falls down during first expansion
𝐹𝑚𝑎𝑥=10455.9 𝑁 and 𝐹𝑚𝑖𝑛=0 𝑁
By Soderberg Equation, assuming the cross-sectional area is to be circular,
(𝜋/4)𝑑2=8.3648×10−5
𝑑=10.32 𝑚𝑚

The fig 1 shows front view and detailed 3 D view of modified engine.

Fig. 1 Modified Engine view (frontal) Detailed 3D view of Engine

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International Conference on Design, Automation, and Control (ICDAC 2020) IOP Publishing
IOP Conf. Series: Materials Science and Engineering 1123 (2021) 012043 doi:10.1088/1757-899X/1123/1/012043

Conclusion

The four stroke four revolution engine mechanism is mainly developed for getting more work
output than traditional engine. Theoretically it can be justified that efficiency increases by 4%
and can give improved work output. However, there are some practical limitations in working
of model viz. precision of telescopic rod, plunger pin. Also, the engine is bulkier. If these
limitations are overcome by alternatives in the future then this engine will stand tall as the
milestone in the field of IC engine.

REFERENCES:

[1] Hariram V and Shangar RV 2015 Alexandria Engineering Journal 54 pp 807-814.

[2] Jadhao J and Thombare D 2013 International Journal of Engineering and Innovative Technology
p2
[3] Joshi J, Patel D and Lcit B 2017 International Journal of Engineering Science pp 43-48
[4] Sun J and Wang J 2004 Internal Combustion Engines p 18
[5] Siliveri naresh Mr. V. Srinivasa Rao, Design and Thermal Analysis of I.C Engine Piston p 23
[6] Dorić J and Klinar I 2014 Thermal Science 18 pp 113-127.
[7] Kumar V Jain D and Lomash D 2016 International Journal of Recent Development in Engineering
and Technology p 5
[8] Kolchin, A.I. and Demidov, V.P., 1984. Design of automotive engines. vol 3 (MIR publishers)
pp 131-171