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In the recent years world-wide automotive manufacturers are continuously working in the research of the suiTable technical solutions to meet upcoming stringent carbon dioxide (CO2) emission targets, defined by regulatory authorities across the world. Many technologies have been already developed, or are currently under study, to meet the legislated targets. To meet this objective, the generation of tumble at intake stroke and the conservation of turbulence intensity at the end of compression stroke inside the combustion chamber have a significant role in the contribution towards accelerating the burning rate, increasing the thermal efficiency and reducing the cyclic variability [1]. Tumble generation is mainly attained by intake port design, and conservation is achieved during the end of compression stroke 690 ~ 720 crank angles (CA) which is strictly affected by the piston bowl geometry and pentroof combustion chamber shape.

As the automotive market is very dynamic and vehicle manufactures try to reduce the vehicle development cycle time, more focus is being given to CAE simulation technologies to reduce the design cycle time and number of physical tests. CAE engineers are continuously working on improving the accuracy of CAE simulation, such as using flexible body dynamic simulation in place of linear static analysis. Strength calculation under dynamic condition is more accurate as compared to static condition as it gives more clear understanding of stress variation with motion, contacts and mass inertia. Failure has been observed in new development of valve train pivot screw under test conditions. As per linear static analysis, design was judged OK. Normal linear static analysis is a two stage process. In first stage loads are calculated by hand or peak loads are taken from multibody dynamics (MBD) rigid body analysis.

IC Engine Timing belt is a major noise prone area and it takes time during development to achieve acceptable NVH characteristics. In an existing engine under series production noise problem observed due to excitation of timing belt span by crank timing sprocket tooth. From vehicle perspective noise was heard in vehicle cabin at around idling RPM and a second peak observed around twice the initial RPM. This paper includes a methodology for use of computer based analytical simulation methods to predict timing belt dynamic behavior and NVH characteristics. Along with development of computer based multi body dynamic model for timing belt, validation of simulation model with actual testing was done and after correlation of testing and simulated results countermeasure were finalized based on iterations in multi body simulation model.

In recent years, world-wide automotive manufacturers have been continuously working in the research of suitable technical solutions to meet upcoming stringent carbon dioxide (CO2) emission targets, as defined by international regulatory authorities. Many technologies have been already developed, or are currently under study, to meet legislated targets. In-line with above objective, the enhancement of turbulence intensity inside the combustion chamber has a significant importance which contributes to accelerating the burning rate, to increase the thermal efficiency and to reduce the cyclic variability [9]. Turbulence generation is mainly achieved during the intake stroke which is strictly affected by the intake port geometry, orientation and to certain extends by combustion chamber masking. Conservation of turbulence intensity till 700~720 crank angle (CA) is achieved by optimized shape of combustion chamber geometry and piston bowl shape.