Engine block manufacturing process

Engine block MEL-202 MANUFACTURING WITH METALLIC MATERIALS

ROHIT ANAND 2013MEB1108

Under the guidance of -

Dr Harpreet singh (asso.professor SMMEE)

HEART OF THE ENGINE ??

Engine block

The engine block is a single unit that contain all the pieces for the engine .

The block serves as a structural framework of the engine and carries the mounting pad by which the engine is supported by the chassis

The block is made of cast iron and sometimes aluminum for higher performance Vehicle

The engine block is manufactured to withstand large amount of stress and high temperature

Adapted from :http://www.eng.buffalo.edu/~llee3/Projects/LengFengLee_MAE364ProjectReport.pdf

Adapted from :http://www.eng.buffalo.edu/~llee3/Projects/LengFengLee_MAE364ProjectReport.pdf

Functional Requirements of a Cylinder Block

Engine blocks are a critical component of an engine, it must satisfy a number of functional requirements

These requirements include :-

1. Lasting the life of the vehicle

2. Housing internal moving parts and fluids

3. Ease of service and maintenance

4. Withstand pressures created by the combustion process.

Adapted from :http://www.ewp.rpi.edu/hartford/~ernesto/F2010/EP2/Materials4Students/Lenny/Nguyen2005.pdf

Required Material Properties

The manufactured product must possess

High strength

High modulus of elasticity

High abrasion resistance

High corrosion resistance


Required Material Properties (contd)

High strength is a particular concern in diesel engines, since compression ratios are normally 17.0:1 or higher (compared to about 10.0:1 for conventional engines)

The material should also have Low density

Low thermal expansion (to resist expanding under high operating temperatures)

Low thermal conductivity (to prevent failure under high temperatures)

Based on the listed requirement industries have used cast iron and aluminum alloys to manufacture the blocks.Adapted from :http://www.ewp.rpi.edu/hartford/~ernesto/F2010/EP2/Materials4Students/Lenny/Nguyen2005.pdf

Cast iron :-

Gray cast iron Gray cast iron alloy have been the dominant metal that was used to manufacture conventional gas-powered engine blocks

Gray cast iron alloys typically contains 2.5-4 wt.% carbon 6 and 1-3 wt.% silicon, 0.2-1.0 wt.% manganese, 0.02-0.25 wt.% sulfur, and 0.02-1.0 wt.% phosphorus

ADVANTAGE It has excellent damping capacity, good wear and temperature resistance, is easily machineable and is inexpensive to produce

DISADVANTAGE They are relatively weak and are prone to fracture and deformation


Compacted Graphite Cast Iron

Compacted graphite cast iron (CGI), which was accidentally discovered while trying to produce ductile cast iron, possesses higher tensile strength and elastic modulus than gray cast iron

Like gray cast iron, compacted graphite cast iron has good damping capacity and thermal conductivity, but its difficulty to machine has limited the wide-scale use of CGI


Aluminum Alloys

It was discovered to reduce the overall weight of the vehicle There are two practical implications : Improved performance-to-weight ratio Increased fuel efficiency

The drawbacks of using aluminum in engine blocks are that they are more expensive to manufacture than cast iron alloys


Casting Processes

PATTERN MAKING PROCESS:

Adapted from :http://203.26.107.37/dmd/development-manufacturing-process/dmd-pattern-making/

The three core boxes that produce the inside of the crankcase.


On the left is the core box for the cam follower cavity

on the right lower is the core box for the standard bore engine, cylinder water jacket.


The holes in the side of the core box (bottom left) match the core prints on the left side of the block.

While serving the purpose of locating the cylinder water jacket core, they also become the welsch/core/freeze plug in the block.


The pattern mounted into the molding box along with the runner and ingate system ready to produce a mold.


CASTING PROCESS

The two halves of the mould, the blue blocks are filters in the ingate section where the metal will be poured into the mould. These filters help ensure that only clean metal enters the completed mould during casting.


The core provides the water jacket space around the cylinders. The core has been painted (darker colour) to seal in the gas generated within the core during the casting process.

The gas escapes through the pink core prints (locators) and out of the mould through the vents that can be seen at the left and right ends of the mould.


The mould completed with all cores glued into position and ready for casting. The metal is poured into the mould through the smaller front centre hole and fills the mould from the bottom back up to the top through the risers which are the 8 larger holes. As the casting cools the molten metal in the risers is drawn back down into the casting.


The first Aluminium Block casting.

This casting was rough machined and sectioned as a means of determining that the pattern equipment was correct and that the casting had a correct wall thickness.


MACHINING PROCESS

The machined head gasket face and note the threaded freeze plug holes


The finished block with DMD Cylinder Head and Weber Manifold. The block is now ready for line bearing and camshaft bearing bores


From the left two 3.8 litre, one standard 3 litre and two 3.2 litre. Cylinder liners are now installed.


The block is set up for line boring the crank and camshaft bearing housings.


The boring bar is carefully set in preperation for boring. The boring bar has multiple tools and will bore all the housings in one operation.


Another view showing the block with crank and cam trial installation.


ASSEMBLY AND TESTING


The 3.8 litre engine assembled and ready for a test run. To accommodate the large bore on this engine, the water pump has been moved forward on the block casing, so a special pulley has been machined with the correct offset for the belt.

The engine fires for the first time


The initial test run of the 3.8 litre Engine produced the following:

• Horsepower 295 at 6000RPM

•Torque 300ft/lbs at 3500RPM

Test conditions:

•98′ research octane fuel (equiv. 94 research/motor octane)

•10.5 to 1 compression ratio

•33 degrees total advance


Any Question ?

Thank you

Engine block manufacturing process

Engineering

Transcript of Engine block manufacturing process