Stress Analysis in Cylinder Liner for Tata Indica V2 Diesel Engine by GRD Journals

GRD Journals- Global Research and Development Journal for Engineering | Volume 5 | Issue 8 | July 2020 ISSN- 2455-5703

Stress Analysis in Cylinder Liner for Tata Indica V2 Diesel Engine Ajeesh A S Assistant Professor Department of Mechanical Engineering Vidya Academy of Science and Technology Technical Campus, Kilimanoor, Trivandrum, Kerala, India Robin David Assistant Professor Department of Mechanical Engineering Vidya Academy of Science and Technology Technical Campus, Kilimanoor, Trivandrum, Kerala, India

Thoufeek N A UG Student Department of Mechanical Engineering Vidya Academy of Science and Technology Technical Campus, Kilimanoor, Trivandrum, Kerala, India

Vinay V A UG Student Department of Mechanical Engineering Vidya Academy of Science and Technology Technical Campus, Kilimanoor, Trivandrum, Kerala, India

Mohammed Arif UG Student Department of Mechanical Engineering Vidya Academy of Science and Technology Technical Campus, Kilimanoor, Trivandrum, Kerala, India

Abstract The cylinder liner is one of the most important components in an internal combustion engine that possesses the intricate structural arrangements coupled with complex patterns of various operational loads. Due to the high combustion temperature produced during engine operation, the inner periphery of the cylinder liner has every chance of large stress accumulation. As a result, the surface wears off and there will be irregularities in the cylinder surface which in turn affects the engineâ&#x20AC;&#x2122;s performance. The function of a liner is to provide effective heat transfer and generate minimum stress within so that the engine can be highly durable and used in the long run. Thus it is important to optimize the thickness of the cylinder liner and cylinder liner material combination. The current study focuses on the influence of liner thickness and material combination on temperature distribution and stress conditions in the cylinder liner assembly. A 3D model of a Tata Indica V2 diesel engine was modeled and investigated the influence of parameters such as the thickness of liner and material combination on temperature distribution and stress conditions using ANSYS 14.0 under steady-state condition. The cylinder liner material and its thickness were optimized to obtain optimize heat transfer rate and to minimize the thermal stresses. The results showed that there is a minimum stress accumulation at the inner periphery of the cylinder liner when the liner thickness is 2.5 mm. The highest temperature was observed for the A383-Ductile iron combination which is 189.330C. It is also observed that liner and cylinder block made of aluminium alloys have minimum thermal stress and are least for the A356-A390 combination (36.78 MPa). Hence it can be concluded that Aluminium alloys with high thermal resistance are most suitable for liner material. Keywords- Internal Combustion Engine, Stress, Temperature Distribution, Aluminium Alloys

I. INTRODUCTION A cylinder liner is known as a cylindrical component that is attached to the engine block and forms a cylinder. A cylinder sleeve is a key component of a cylindrical engine. The most important functions of the cylinder liner are; to provide sliding surfaces for the piston, to resist wear from the piston and piston rings, resist high pressure and high temperature, and have high thermal conductivity. Cylinder liners are subject to considerable thermal stresses and mechanical load. To enhance the efficiency and life cycle of liners, the design and material selection must be optimized. The cylinder is a part of an engine, in which the piston moves up and down, and maybe separated by liners or an integrated part of the cylinder block. The first type is usually used in a CI or diesel engine, which can be replaced in the event of excessive wear on the cylinder, while the second type, which is usually used in a gasoline engine, which cannot be replaced and the cylinder block must be bored again [1]. Thermal stress on structural design plays a major role in engineering applications. Appropriate stress and deformation calculation avoids the system components from failure and thus optimizes the weight. Some internal combustion engines have aluminum cylinder blocks because of its lightweight and low thermal conductivity. However, the aluminum is too soft enough to be used as wall material. It is easily worn. The use of cast iron cylinder liner is a well-known solution to this problem. Besides, these are sleeves that are either originally cast into or later assembled into the cylinder block. The cylinder liners create more heat as they have direct sliding contact with the pistons, so they must be cooled by water or air. One-third of the total heat produced by

Stress Analysis in Cylinder Liner for Tata Indica V2 Diesel Engine (GRDJE/ Volume 5 / Issue 8 / 003)

the combustion of fuel is wasted by the forced cooling of the engine. Reducing these cooling losses not only reduces the energy loss but also reduces the space requirements of the cooling system [2]. The surface topography and abrasive wear of piston liner assembly have a vital effect on the performance of combustion engines. Michalaski et al. [3] investigated cylinder liner roughness on different engine parameters. Reciprocating piston engines are the major propulsion devices for light aircraft, and mostly all automotive vehicles. They are expected to fulfill the present and future strains on engine performance and durability including fuel economy and exhaust emission legislation. Mishra [4] studied the root causes of engine friction losses. In his study, the contact conjunction of a piston ring-pack and rough out of round cylinder was modeled to analyze the sources of engine friction loss. To achieve this, an objective computational tool that combines tribology and dynamics was used to evaluate the ring comfort ability skirt liner contact, ring liner wear, etc. The studies revealed that piston liner surface interaction has a considerable effect on engine performance. Pawlus et al. [5] proposed the idea of examining wear profiles of worn-out cylinder liners to predict the local cylinder liner wear. The information that the standard deviation height of the fine part resulted from the wear process was proportional to the maximum height of worn surface which was used to obtain simulated worn surface profiles. The new models developed by them were used for a large number of cylinder liners. Vishwanathan et al. [6] addressed the issue of friction and wear characteristics of diesel engine cylinder liner-piston ring combination under different lubricating conditions through a pin-on-disc wear tribometer. The experimental results suggested that rapeseed oil-based bio-diesel contaminated synthetic lubricant exhibited better performance in terms of wear, friction, and frictional force under similar operating conditions. Myagkov [7] stated that there is a growing requirement for stronger materials for cylinder heads, blocks, and cylinder sleeves. One of the new materials in widespread use is compact graphite iron (CGI). He also found that the selection of materials for the production of cylinder blocks depends on the type and function of the engine. Engine blocks are usually made from cast iron or aluminium alloys. Hermoza et al. [8] performed a failure analysis on a V12 Turbo Charged diesel engine cylinder sleeve. The failure analysis carried out established the most relevant factors that caused damage to the cylinder sleeve. An examination of the internal surface of the cylinder sleeve revealed an elevated number of cavities close to the top center area, which acted as stress concentrators reducing the resistance of the component, creating crack nucleation spots. The work of Chigrinova[9] suggested that the ultimate temperature of the piston top positioned above the first packing ring was 180 to 200 degrees centigrade for the high-speed engine. For modern, reliable engines, the temperature on the piston-top side cooled by the oil was 200 to 220 degrees. Thus, for deciding the material of heat-resistance of engine liner it was necessary to consider the temperature at different sites of the combustion chamber subjected to thermal stresses. Green et al. [10] in their study suggested that one of the major factors inhibiting the further uprating of diesel-engine behaviour was the high rate of heat rejection to the coolant system. They found that the heat transfer coefficient for the cooling water side was, If, ṁc< 80 kg m-1s-1Then, hc= 0.05ṁc0.8De-.02And if, ṁc> 80 kg m-1s-1Then, hc= 15.2ṁc0.29De-.02Where ṁc is the cooling water flow rate, and hc is the coolant side heat transfer coefficient. Naik et al. [11] researched TATA Indica V2 engine performance for Diesel and Jatropha biodiesel and measured the variation in pressure and temperature with a crank angle. From the review, it is quite evident that more efforts were made to study the tribological behaviour of the engine liner than the heat transfer effect. The wear characteristics and piston-ring liner surface interactions were the key areas of past researches in the case of cylinder liners. The importance of liner properties on heat transfer and engine efficiency was not considered with adequate importance. Hence, in our work, we investigated the influence of cylinder liner thickness and material on temperature distribution and stress conditions in IC engines. Our study emphasizes the significance of liner material on coolant heat rejection and the consequent temperature distribution. A 3D model was developed to simulate and analyze the temperature and thermal stress distribution of a Tata Indica V2 diesel engine. We also studied the influence of liner thickness and material combination on temperature distribution and stress conditions.

II. METHODOLOGY A 3D model of the Tata Indica V2 diesel engine is created using commercial software ANSYS 14.0. The effects of various parameters like the thickness of liner and material combination on temperature distribution are found using Steady State Thermal on a single-cylinder model. The stress developed in the single-cylinder model is determined using Static Structural. The results are analyzed to get the best material combination and optimum thickness. The multi-cylinder engine is modeled for the optimum liner thickness and analyzed the temperature distribution and stress distributions for different material combinations.

III. NUMERICAL SIMULATION A. Modelling In this work, a 3D Steady State Thermal and Structural simulation of a Tata Indica V2 engine is performed. The engine specifications are given in Table 1. B. – – –

Assumptions No contact resistance between liner and engine block. Engine is only subjected to mild vibrations Materials thermal properties vary negligibly while operating

Stress Analysis in Cylinder Liner for Tata Indica V2 Diesel Engine (GRDJE/ Volume 5 / Issue 8 / 003)

– –

Engine operates at rated speed of 2500 rpm Radiation effect is negligible Table 1: Tata Indica V2 Engine Specifications Fuel type Diesel Cubic capacity 1405 cc Crank case: Cast Iron Material Cylinder head: Aluminium Maximum Power 3692.7 watt at 5000 rpm Maximum torque 85 NM at 2500 rpm Bore 75 mm Stroke 79.5 mm Installation Transverse mounting Engine management ECU Controlled

First of all, a simplified single cylinder was constructed using commercial software ANSYS 14.0. A radial cooling jacket was provided on the rectangular cylinder block. It is assumed that the liner is bonded to the cylinder block, so cylinder block and cylinder liner were modelled as separate components. The dimensions of modelling were measured from an actual engine from a workshop. The actual Tata Indica V2 engine is shown in Fig. 1 and the modelled geometry of multi-cylinder is shown in Fig. 2

Fig. 1: Tata Indica V2 engine

Fig. 2: modelled geometries of multi cylinder and single cylinder

Cooling jackets were placed surrounding the cylinder like in the actual engine block, so that maximum heat is removed. All the cooling jackets were connected internally. The geometry of the Tata Indica V2 engine was modelled according to the manufacturer’s dimensions. The various dimensions of the engine block are given in table 2. Table 2: Tata Indica V2 Engine Dimensions Parameter Dimension(mm) Length of engine 390 Height of engine 335 Width of engine 130 Diameter of cylinder 80 Height of cylinder 130 Piston displacement 79.5

C. Meshing In this analysis a fine mesh was used for the engine block and fine mesh with refinement 2 was used for liner region. The number of elements was 203693 and the number of nodes was 392634. Model after meshing is shown in Fig. 3.

Stress Analysis in Cylinder Liner for Tata Indica V2 Diesel Engine (GRDJE/ Volume 5 / Issue 8 / 003)

Fig. 3: Model after meshing

D. Boundary Conditions 1) Thermal Analysis In the case of STEADY STATE THERMAL simulation, convective boundary conditions were applied at the cylinder wall. The mean gas temperature and mean heat transfer coefficients were determined using Woschney’s correlation [12]. The values were sampled at every 100 rotation of the crankshaft. And the rotational speed was assumed to be the rated 2500 rpm. The boundary conditions applied are given in table 3. Table 3: Inside boundary conditions at cylinder wall Crank angle Average Average Heat Sl. No (Degree) Temperature(K) transfer coefficient (W/m2 K) 1 0 685.875 1078.336 2 18 651.4175 1108.826 3 36 602.4975 1020.113 4 54 528.1075 813.3455 5 72 414.2567 631.7473 6 90 333.58 424.6696 7 108 233.1755 348.9195 8 116 171.755 332.5886 9 134 127.77 316.7084 10 152 114.267 274.449

The convective heat transfer coefficient at the cooling jacket was taken as 4796 W/m2K and the average cooling water temperature was taken as 70o C. This boundary condition was applied at the cooling jacket surface. Since the outer surface of the engine is in contact with air the atmospheric convection was also considered. The conditions at the outer surface were film coefficients of 150 W/m2 K and an air temperature of 35o C. 2) Stress Analysis The stress generated due to high temperature is analyzed using Static Structural. A coupled analysis was performed between the two packages. The thermal analysis calculates the temperature distributions and related thermal quantities in the domain. The structural analysis takes inputs from thermal analysis to calculate deformation, stress, and strain. E. Input Data 1) Materials They were mainly Aluminium and Cast iron alloys. The materials that were used for constructing cylinder blocks were Aluminium alloys designated as A356, A360, and A383. Their mechanical properties are given in table 4 and the materials considered for Liner are given in table 5. Table 4: Engine block material properties Material A356 A383 Density (kg/m3) 2685 2740 Modulus of elasticity (G Pa) 71 71 Poisson’s ratio 0.33 0.33 Coefficient of thermal expansion (µm/°C) 23.2 22 Thermal conductivity (W/m K) 151 96 Yield strength (M pa) 230 150 Specific heat capacity (J/kg K) 970 963

A360 2630 71 0.28 21 110 310 960

Stress Analysis in Cylinder Liner for Tata Indica V2 Diesel Engine (GRDJE/ Volume 5 / Issue 8 / 003)

Table 5: Liner material properties Material A390 CGI Density (kg/m3) 2730 7100 Modulus of elasticity (G Pa) 81.2 124 Poisson’s ratio 0.33 0.27 Coefficient of thermal expansion (µm/°C) 22 12 Thermal conductivity (W/m K) 130 39 Yield strength (M pa) 240 400(ultimate) Specific heat capacity (J/kg K) 810 490

Ductile iron 7100 172 0.26 12.3 35 276 494

F. Governing Equations Recognizing the fact that heat transfer involves an energy transfer across a system boundary, the analysis for such processes begins from the 1stLaw of Thermodynamics for a closed system. The governing equation [14] for thermal analysis is given by dT ∂ ∂T ∂ ∂T ∂ ∂T ⍴. Cp . = − [−k ] − [−k ] − [−k ] dt ∂x ∂x ∂y ∂y ∂z ∂z Where ⍴ stands for density Cp stands for specific heat and k stands for thermal conductivity The elasticity equations for the axisymmetric problems are the governing equations for Structural analysis: strain-displacement, stress-strain, and stress equilibrium equations complemented by displacement and stress boundary conditions.

err, ezz, eθθ are the normal strains along the radial, vertical, and axial directions. They are obtained by differentiating the displacement along the corresponding direction. γrzis the shear strain. It is found by adding the differential of displacement along with the perpendicular directions of ‘r’ and ‘z’. G. Simulation Strategy To tackle the variation with respect to time, the average values of temperature and pressure for each stroke is taken. These values were measured for a real Indica V2 engine. The variation with respect to distance is included in Ansys itself. Ansys offers a feature for including varying temperatures and film coefficients with respect to a particular axis. This feature was made use in this project to perform the analysis. By combining the above two methods, desirable lifelike results were produced.

IV. RESULTS AND DISCUSSIONS A. Single Cylinder Analysis The steady-state thermal and structural analysis was carried out for different combinations of liner thickness and liner material for a single-cylinder model. To provide good lubrication conditions, the maximum temperature of the internal cylinder wall surface at the top dead center should not exceed 2000C. At the same time, the higher combustion temperature is required for generating more power. Therefore, good liner materials retain a higher wall temperature without burning the lubricant and generate minimum stress within. So the maximum wall temperature is fixed at 2000 C. B. Variation of Maximum Temperature and Stress with Liner Thickness The maximum temperature and maximum stress generated for different liner thickness for each combination of liner and cylinder block materials were calculated and plotted as shown below. In the following plots, the combinations are referred to as material 1material 2, where material 1 represents cylinder block and material 2 represents liner. For example, A383-CGI specifies that the cylinder block material is A383 and the liner material is CGI.

Stress Analysis in Cylinder Liner for Tata Indica V2 Diesel Engine (GRDJE/ Volume 5 / Issue 8 / 003)

(b)

(d)

(f)

(h)

(i) Fig. 4: Maximum temperature/Maximum stress v/s liner thickness for various cylinder liner materials

Stress Analysis in Cylinder Liner for Tata Indica V2 Diesel Engine (GRDJE/ Volume 5 / Issue 8 / 003)

From the above figures, we can observe that for the combination of Aluminum and iron alloys there is a minimum stress accumulation at a liner thickness of 2.5 mm. Fig.4 (a), (c), (d), (f), (g) and (i) depicts this behavior. It is due to the fact that aluminium alloys and iron alloys have different thermal expansion coefficients and at 2.5 mm liner thickness there is a minimum differential thermal expansion between liner and cylinder block. Hence we can deduce that optimum liner thickness is 2.5 mm for the above combinations. But in the case of A383-A390, A360-A390, A356-A390 combinations we can observe that there is no considerable variation in maximum temperature as well as maximum stress with liner thickness. Fig.4 (b), (e), and (h) depict this behavior. This may be because both liner and cylinder block are of aluminium based alloys having a similar coefficient of thermal expansion and higher thermal conductivity as compared to iron alloys. Since there is no considerable variation of temperature and stress with liner thickness for A383-A390, A360-A390, A356-A390 combinations, it can be assumed that 2.5 mm is the optimum thickness for them also. Table 6: maximum temperature and minimum stress for different combinations at optimum thickness Minimum stress Sl. No Material combination Optimum liner thickness (mm) Maximum temperature (0C) (M Pa) 1 A383-Ductile iron 2.5 189.33 136.94 2 A383-CGI 2.5 186.03 126.22 3 A383-A390 2.5 163 118.26 4 A360-Ductile iron 2.5 185.07 116.92 5 A360-CGI 2.5 181.73 100.48 6 A360-A390 2.5 158.72 115.86 7 A356-Ductile iron 2.5 176.07 113.17 8 A356-CGI 2.5 172.65 98.91 9 A356-A390 2.5 149.58 97.14

C. Variation of Temperature Along Radial Distance from Liner The temperature distribution along the radial distance from the liner was studied and a graph was plotted. These graphs are shown in Fig. 6(a), 6(b), and 6(c) The section A-Aâ&#x20AC;&#x2122; represents liner cylinder wall boundary and sections B-Bâ&#x20AC;&#x2122; represents the cylinder wall coolant boundary in Fig. 5..

Fig. 5: sectional view of engine

(a)

(b)

Stress Analysis in Cylinder Liner for Tata Indica V2 Diesel Engine (GRDJE/ Volume 5 / Issue 8 / 003)

The above graphs depict the variation of temperature of each combination of the liner with radial distance. From Fig. 6 (a), 6(b), and 6 (c), it is seen that temperature drop across liner is minimum for A390 liner and it is maximum for ductile iron liner. Fig. 6 (a) represents the temperature profile for CGI liner. This curve indicates that in the case of CGI the temperature drop is in between that of Ductile iron and A390 and it lies closer to ductile iron. To sum it up the drop in temperature for ductile iron and compacted graphite iron is higher than aluminium, which makes them more suitable as liner material. Table 7 shows the temperature drop for different liner-cylinder block material combinations. Sl. No. 1 2 3 4 5 6 7 8 9

Material Combination A356-CGI A360-CGI A383-CGI A356-A390 A360-A390 A383-A390 A356-Ductile Iron A360-Ductile Iron A383-Ductile Iron

Table 7: Temperature drop across Liner and cylinder block Temperature drop along Liner(0C) Temperature drop along cylinder block(0C) 35.97 27.49 35.35 35.3 35.04 38.99 11.63 28.37 11.47 35.47 11.35 39 39.76 27.32 39.07 35.1 38.73 38.78

From the Fig. 6 (a), 6(b), and 6 (c) it can also be seen that all curves have similar slops along the cylinder block. It may be because all cylinder blocks are made of Aluminum-based alloys and they have similar thermal conductivities. The table also shows the temperature drop along the cylinder block. The table indicates that the highest temperature drop is observed for A383 cylinder block and least for A356 cylinder block. The temperature contours and thermal stress contours for single cylinder models are shown in Fig.7 and 8.

Fig. 7: Temperature contours of Liner and cylinder block for single cylinder model (A383-Ductile iron at 2.5 mm liner thickness)

From Fig.8, the maximum thermal stress is observed at the top of the outer surface of the liner, this is due to the hightemperature formation at the top. The high stress so developed can be reduced by increasing the thickness of liner at this region.

Stress Analysis in Cylinder Liner for Tata Indica V2 Diesel Engine (GRDJE/ Volume 5 / Issue 8 / 003)

Fig. 8: Thermal stress distribution of liner (A383-Ductile iron at 2.5 mm liner thickness)

D. Multi Cylinder Analysis The results of a single-cylinder analysis reveal that is 2.5 mm is the best liner thickness. Based on this inference the analysis was extended to a multi-cylinder model. The following table shows the maximum temperature and maximum stress for various combinations at 2.5 mm liner thickness. Table 8: Maximum temperature and average stress for different combinations at optimum thickness Sl. Maximum Material combination Optimum liner thickness (mm) Average stress(M Pa) No. Temperature(0C) 1 A383-Ductile iron 2.5 182.35 132.1 2 A383-CGI 2.5 181.49 102.04 3 A383-A390 2.5 163.85 44.31 4 A360-Ductile iron 2.5 177.66 101.8 5 A360-CGI 2.5 176.82 91.77 6 A360-A390 2.5 159.44 40.02 7 A356-Ductile iron 2.5 169.3 124.17 8 A356-CGI 2.5 168.43 88.91 9 A356-A390 2.5 150.59 36.78

From table 8 it can be observed that average stress is minimum for aluminium alloy liners, it is due to the relatively low differential thermal expansion between liner and cylinder block. The temperature contours for the multi-cylinder model are shown in the figures below. From Figures 9 and 10 of temperature contours, it is seen that the temperature at the intersection of two cylinders is higher than the remaining region. It is due to the superposition of heat released by adjacent cylinders. Since it is only present in a small region so its effect on the normal operation of the engine can be neglected.

Fig. 9 Temperature contour for A383-Ductile Iron combination at 2.5 mm liner thickness

Fig. 10 Temperature contour for A356-A390 combination at 2.5 mm liner thickness

Stress Analysis in Cylinder Liner for Tata Indica V2 Diesel Engine (GRDJE/ Volume 5 / Issue 8 / 003)

V. CONCLUSIONS A 3D structural and steady-state thermal simulation of a Tata Indica V2 diesel engine at rated speed (2500 rpm) was investigated and the results show a good promise to increase the wall temperature of the cylinder liner. The influence of liner thickness and material on temperature distribution and stress conditions was studied and the following conclusions were made. – The optimum thickness for liner was found to be 2.5 mm. – The maximum wall temperature at liner was observed for A383-Ductile Iron combination (182.35 0C). – The thermal stress induced at the liner at was minimum for 2.5 mm thickness. – Forthe liner and cylinder block are made of aluminium alloy, the thermal stress produced is minimum and it is found to be least for A356-A390 combination. (36.78 MPa) – Ductile iron and Compacted Graphite iron yields similar temperature profiles. – To sum it up the cylinder block-liner combination with best temperature (182.350 C) and desirable thermal stress (132.1 MPa) is A383-Ductile iron. In the future, it is desirable to perform this analysis for aluminum alloys having higher thermal resistance so that high wall temperature and low thermal stress can be achieved. Since Aluminium develops very less stress, they have a good possibility of making future Liner material. Many types of research are going on to develop Aluminium alloys with lower thermal conductivity.

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