Intake Manifold of the Internal Combustion Engine

wasting disease multiform of the Internal Combustion EngineAbstract consumption conf employ of the Internal Combustion locomotive is a subsystem which supplies fresh air- arouse com concoction into the railway locomotive cylinders where burn of enkindle takes place. For Efficient Combustion of the charge, the w whollys of the intake heterogeneous essential be smooth/polished to reduce any sidewall resistance. The traditional hooeys apply for intake manifold papers were cast iron and atomic number 13. In order to reduce manufacturing cost and improve thermal efficiency, new tangleds argon proposed. Inside the cylinder, the energy generated from combustion of arouse is converted into pull and hot up during the power stroke. The pressure and heat increase apace within a short span of time. The diver converts this energy into mechanical work. In place of the traditional aluminium adulterates, Al-SiC secular is proposed which substantiate superior properties. Exha ust manifold is responsible for(p) to remove the low-t aced charge and create space for the incoming charge. Materials used in wash up systems of engines must crap last Temperature Service capability, superior fatigue persuasiveness, and approximate transmutation toughness, be easily machinable and economic considering the overall cost of the automobile. Mo-Nb added ferritic unsoiled steel is a new material that is gaining reputation for its steep formability and mellow heat-resistance.IntroductionInternal Combustion Engine is a mazy implement that does mechanical work when the air-fuel mixture is ignited under proud pressure. The convey-Fuel mixture is sent into the Combustion chamber through the intake manifold which is responsible to maintain proper supply of spunk charge into the engine always. The social organization of the intake manifold must be much(prenominal) that it has low sidewall rubbing and maintains lower temperature so that the charge doesnt pre-i gnite. The diver is the component that creates the necessary horsepower inside the engine. It must be light clog and must prep atomic number 18 practiced thermal properties. The unloose manifold deals with the hot gases coming turn out the combustion chamber. It must be able to maintain flow of exhaust gases without any hindrance. trouble in the exhaust system can ca-ca loss of back pressure which can significantly affect engine performance. using up complex1. IntroductionIntake manifold in the railway car engine is the system which supplies fresh air into the engine cylinders where combustion of fuel happens. The Intake Manifolds in Internal Combustion engines atomic number 18 one of the or so engineered components. High precision is needed to efficiently send right communicate of polar, high pressure air in equal quantities and at the analogous pressure. Earlier generations of cars had intake manifolds make from cast iron, which were heavy. In high heap production cars, the use of snapshot molded composite intake manifolds has been change over magnitude rapidly. 1AE 587 Final Research Report Winter 2017Material Selection for Intake Manifold, plunger Exhaust ManifoldTarun Krishna Prabhakar, Rohit Vedachalam, Pranav Radhakrishna control 1 Intake manifold do from Nylon 6,6 23An intake manifold is an integrated unit of any engine, made up of a series of tubes/ducts which distribute fuel-air mixture to each cylinder. For V-shaped engine blocks, intake manifold is integrated between the two cylinder rows whereas inline engines drop manifolds to side of cylinder straits. Intake manifolds also perform as raise points for Fuel injectors/carburetors, thermostats, throttle accumulation depending on the shapers engineering designs. Because of the location and functions, intake manifold assemblies experience constant mental strain from the engine vacuum pressure as direct heat from cylinder combustion gases, and the cylinder head. cypher 2 Evo lution of Intake Manifold over the years24Until 1990s, most automotive intake manifold assemblies were made from Cast Iron because of lower cost, or from aluminium which has lighter weight is postulate for performance/efficiency. Intake manifolds made from plastic began to gain popularity during 1990s because they goed lower weight and cost combined. They were factory installed when auto-manufacturers figured out how to manufacture them so that they are durable tolerable to survive high stresses. 2 atomic number 13 is robust metal, but it has few drawbacks. Namely, 1.) It is cut-rateer to manufacture intake manifolds with advanced composite molding plants than cast out of aluminum.2.) building complexs have superior heat retention and heat resistance compared to Aluminum and different metals. This means that Phenolic spacers used in previous aluminum intakes are no longer required.3.) Smoother airflow with lower sidewall resistance compared to Aluminum plaster cast, which r equires high level of polishing to fulfill same flow of air.However, there are few disadvantages1.) Composites are more ductile, more prone to damage.2.) Composites or plastics are cheap and deemed unattractive.Dissimilar materials such as plastic, aluminum, and iron all have different expansion and contr challenge rates as they change temperature, so gaskets that provide a seal between an intake manifold and a metal cylinder head must be flexible and durable enough to withstand serious pulling and twisting forces. early on ones were not, and leaks resulted along with warpage under intense heat that eventually led to cracks. at that placefore, composites offer several(prenominal) advantages. they saves money, reduces weight, ease of assembly, expose insulation, improved airflow, excellent violence to weight ratio, and is recyclable.1.2. Material Comparison 3Properties comparison for PA6 (dry/humid), AL 6082 T6 and 316 stainless approveively gift strength (MPa) 80/45, 260, 290 Elongation at sorrow (%) 70/200, 8, 50Ultimate Tensile speciality (MPa) 85/48, 310, 579Charpy impact toughness (J/square cm) 0.7/8, 10.6, 1341.3. Existing Material and addressMaterial 319F AluminumCast Component Aluminum Intake ManifoldProcess Semi unending Mold CastingFor a Manifold of an opposed cylinder layout, Intake Manifold alone weighs 4.5 kgs and with the Phenolic spacers it weighs 8.2 kgs. The plaster bandage is done by Gravity Tilt Pour abut, which can achieve minute thickness upto 3mm. 4319F Aluminum is an profane comprised of 6% Silicon and 3.5% slob and Iron (Table 1 Properties of 319F Aluminum 26For Aluminum, stable mold act can be utilized to have sand kernels to create complex castings. Die castings cannot use cores made of sand. If cores are used in the perpetual molding answer, it is sometimes as called semi-permanent molding as the mold is permanent but new cores must be made for the next batch.Permanent mold casting is one of the low-cost method of p roducing any Aluminum casting. Generally, Permanent mold castings are better than simple sand castings when the factors alike(p) ultimate and yield strength are compared. They have better elongation, which is obedient for ductility. Even appearance of Aluminum in permanent mold castings is better than appearance of castings made from sand casting make, which translates that lesser machining and polishing is required after casting.The cast is made using a single core. The route core is made by coldbox lick for making cores, main consistence core is a blown core reference and the external core is made using semi-permanent mold process with three solid cores and one internal passageway core.Below is a picture of the finished Aluminum Air Intakenumber 3 Aluminum Air Intake 251.4. Proposed Material and Manufacturing Process Material A-6135 HN PPA(PolyPhthalAmide)Cast Component Composite Intake ManifoldProcess ThermoformingNowadays, Original Equipment Manufacturers (OEMs) use PA6 o r PA66 is used for intake manifolds. In the performance aftermarket, there is possible use of engine performance enhancers like nitrous oxide or turbocharging or supercharging, so perhaps a high(prenominal)-grade composite would be more appropriate.A-6135 HN polyphthalamide (PPA) is a 35% glass reinforced resin which is heat stabilized. Main properties of this resin are high strength, high rigorousness, and high heat resistance over a broad temperature range. It also exhibits low moisture absorption, good against chemic action and electrical properties.AMODEL A-6135 HSL polyphthalamide acts as a solution to both performance and impact requirements. At elevated temperature and humid conditions, the tensile strength of A-6135 resin is 20% stronger than nylon 6, and much stronger than nylon 66. The flexural modulus of this compound is a minimum of 20% greater than stiffness of nylon 6 or 66. 6Figure 4 Tensile strength and Flexural strength comparison between composites 26For curre nt generation vehicles, plastic intake manifolds are made using the injection molding process. Thermoforming is explored as an alternative to injection molding for making intake manifold shells, which can then be joined by one of the welding techniques used for thermoplastic materials.There is now an increasing trend in integrating severalcomponents, such as fuel injection, in engine air/fuel modules. The assembly of these components is achieved via either snap fits or threaded fasteners. Increased integration is by and large associated with increasing shape complexity. The advantages of shell design in the integration arise are lower number of fasteners required.Figure 5 Thermoformed pillow slip type vs Lost Core Design 271.5. ThermoformingFigure 6 assigns thermoforming principle 28It is a manufacturing process in which a plastic sheet is heated to a temperature where it melts and is flowable, to make molding into any predefined shape/pattern and the flash is emasculated to g et the final product. Th inner gauges and other materials too are heated in an oven to high temperature which allows the film to stretch or mold and cooled to a final shape. In Thermoforming, Vacuum forming is the simplest method. 8Press forming is another type of thermoforming process which is used in work like the sheet metal stamping. unified metal die set is used here. Preheated plastic sheet is fit(p) on the bottom die and the top die is lowered to stiff the mold. The hot Plastic sheet gets stretched as the mold closes and then move into the shape of die. The sheet is allowed to cool down to take its final shape.For interwoven geometries, the component is divided into 2-3 layers where the molded parts can be assembled and held together by means of fasteners or adhesives.Figure 7 Dies used for Manufacturing Shell type Molding of Intake manifolds 29Figure 8 Finished Air intake manifold made of PPA 30Figure 9 Comparison of PPA and Aluminum intake manifolds 31Automotive dive rs2.1. IntroductionIn the cylinder of an engine, the energy of the fuel is converted into pressure and heat during the power stroke. The pressure and heat value increase rapidly within a short interval of time. The plunger converts the same into mechanical work 9.The speculators structure consists of plunger crown, ring belt, set back and speculator boss as shown in Figure1.1. During the power stroke, the forces resulting from the combustion of fuel-air mixture are transferred from the piston crown to piston boss, piston pin, connecting rod and lastly to the crankshaft 9.Figure 10 Engine piston 9.2.2. Forces on pistonThe forces acting on the piston are, oscillating inertia forces of the piston and the connecting rod (FK), piston force in the direction of the connecting rod (FST) and lateral force or normal force (FS). During the working cycle, the direction of lateral force changes several times, which oscillates the piston from one end of the cylinder bore to the other, due t o the existing piston clearance 9.Figure 11 Forces on the piston 9.2.3. Temperatures in pistonTemperature is an important parameter for the operational safety and service livelihood of a piston. The exhaust gas temperatures, even though is present moreover for a short period, can exceed more than 2,200C. In petrol engines, the exhaust gas temperatures range between 800C to 1,050C, and 600C to 850C for diesel engines 9.Figure 12 Temperature distribution in a gas pedal engine piston 9.Figure 13 Temperature distribution in a diesel engine piston 9.2.4. Failures of internal combustion engine pistonsFailure of piston is one of the prime reasons for engine breakdown. The failure may occur at different mileage and operating conditions which are usually caused by material defects, engineering, and operational errors. Common causes of piston failures imply 1) insufficient cool and lubrication of the piston, 2) thermal fatigue, 3) incorrect combustion process, 4) mechanical damage 10.F igure 14 shows fusion of piston head and ring area in a gasoline engine. It is caused due to a phenomenon called hot bulb ignition occurring on the pistons, primarily on their heads, and in the larger flame extinguishing areas. The hot-bulb ignition occurs in the areas of combustion chamber, which have temperatures higher than the autoignition temperature of the air-fuel mixture. This causes the temperature of the piston head rapidly increase, soften, melt and fuse with the ring 10.Fig. 14 Fusion of the piston head and the ring area 10.Figure 15 illustrates a piston raspberry seizure. From the figure, it is evident that piston resound has completely seized. The dark coloring on the surface is due to rough and heavily over- ground abrasion spots. Causes for the failure include 1) Overheating of the combustion chamber, 2) Poor lubrication, 3) fallacious combustion process 10.Fig. 15 plumbers helper skirt seizure 10Figure 15 illustrates file name extension of fatigue crack of the piston pin along the semicircle. This fracture divides the piston head into two parts -as shown in Fig. 5. These are cracks due to unjustified loads on the piston pin. The crack grows rapidly with poor lubrication and forget ultimately result in the failure of the piston. Causes for the failure include 1) Incorrect combustion process, mainly by delayed ignition, 2) incorrect starting of the cold engine, 3) hydraulic lock caused by water present in the fuel 10.Fig 16 Crack in piston head and skirt 10.2.5. MaterialsPistons are usually made of Aluminum and Aluminum alloys of eutectic, and partly hypereutectic composition which have high wear resistance. The most normally used eutectic alloy is M124. Alloys such as M138 and M244 were used in two-stroke engine pistons, while M126 alloy was preferred in gasoline engines. The other recently developed alloys include M142, M145, and M174+, common composition of these alloys include elements of copper and nickel which provides high streng th at elevated temperatures and thermal stability. The eutectic alloy M142 and M145 are used in gasoline engines, and the alloy M174+ in diesel engines. Aluminum Metal intercellular substance composites are a new class of materials used in pistons which have superior properties than Aluminum alloys. These composites consist of Aluminum as metal matrix and SiC, Al2O3, TiC, TiB2, Graphite and certain other ceramics as reinforcements 9.Table 2 chemical substance composition of MAHLE Aluminum piston alloys (percent by weight) 9.ElementsM124M126M138M244AlSi12CuMgNiAlSi16CuMgNiAlSi18CuMgNiAlSi25CuMgNiSi11.0-13.014.8-18.017.0-19.023.0-26.0Cu0.8-1.50.8-1.50.8-1.50.8-1.5Mg0.8-1.30.8-1.30.8-1.30.8-1.3Ni0.8-1.30.8-1.30.8-1.30.8-1.3Femax. 0.7max. 0.7max. 0.7max. 0.7Mnmax. 0.3max. 0.3max. 0.3max. 0.3Timax. 0.2max. 0.2max. 0.2max. 0.2Znmax3 0.3max3 0.3max3 0.3max3 0.3Crmax. 0.05max. 0.05max. 0.05max. 0.05AlremainderremainderremainderremainderTable 3 chemical substance composition of MAHLE Alumin um piston alloys (percent by weight) 9.ElementsM142M145M174+AlSi12Cu3Ni2MgAlSi15Cu3Ni2MgAlSi12Cu4Ni2MgSi11.0-13.014.0-16.011.0-13.0Cu2.5-4.02.5-4.03.-5.0Mg0.5-1.20.5-1.20.5-1.2Ni1.75-3.01.75-3.01.0-3.0Femax. 07max. 07max. 07Mnmax. 0.3max. 0.3max. 0.3Timax. 0.2max. 0.2max. 0.2Znmax. 0.3max. 0.3max. 0.3Zrmax. 0.2max. 0.2max. 0.2Vmax. 0.18max. 0.18max. 0.18Crmax. 0.05max. 0.05max. 0.05Alremainderremainderremainder2.6. Current manufacturing process2.6.1. Permanent Mold Aluminum PistonsPermanent mold is one of the oldest and common process used for manufacturing pistons. It consists of steel mold with single or multi-piece inner cores to create various intricate features of the piston. This process is a relatively cheap for high volume for a justifiable tooling cost. Parts can be made of various alloys with improved strength at elevated temperatures. High tooling cost and porosity are the main disadvantages of permanent mold process 11.2.6.2. Forged Aluminum PistonsPistons are forged for obtaining high performance, large bore, and change magnitude strength. Heated solid cylindrical aluminum blank is pressed into a die to create piston. The process yields low defective rate, increased ductility, and fracture toughness 11.2.6.3. Billet machined pistonsBillet machined pistons are machined from the same wrought aluminum materials which are used in piston forging. Billet machined pistons have high surface finish and has no tooling cost. The main disadvantage of this process is high cost 11.2.7. Improved materialsAluminum-Graphite composites were primarily used for automotive antifriction applications. Low cost, good machinability, improved damping capacity are the main advantages of this composite. Aluminum-Graphite composites can be fabricate from various casting processes such as permanent mold casting, bundle casting, centrifugal casting, and pressure die casting. Pistons made of Aluminum-Graphite composites exhibit properties like, low wear, nominal frictional l oss, and elimination of seizure from poor lubrication 12.Aluminum-Silicon Carbide composites have excellent particular(prenominal) strength, specific modulus and wear resistance. The amount of SiC determines the effect of coefficient of thermal expansion, higher the SiC content, lower the coefficient of thermal expansion. Conventional casting processes such as sand casting, permanent mold casting, investment casting and squeeze casting are used in manufacturing these composites 12.2.8. Analysis of aluminum and Aluminum-Silicon-Carbide pistonsFirstly, a frump model of a piston is built in CATIA V6, and is structurally and thermally analyzed using ANSYS 14.0 software 13.Figure 17 Modeling of Piston and complete assembly 13.2.8.1. Aluminum composition.Table 4 Show the chemical composition of aluminum 13.ElementsCompositionSi0.10Fe0.20Zn0.03Ga0.04V0.03Others0.10Aluminum99.52.8.2. Aluminum Material properties.Table 5 Shows the material properties of Aluminum 13 14.Youngs Modulus70000 M PaPoissons ratio0.35 compactness2.7e-006 kg mm-3Thermal conductivity0.237 W mm-1 C-1Bulk Modulus77778 MPaShear Modulus25926 MPaCoefficient of thermal expansion2.48e-005C-12.8.3. Aluminum-Silicon-Carbide composition.Table 6 Show the chemical composition of the aluminum alloy (6063) 13.ElementsCompositionElementsCompositionSi0.4430Zn0.0001Fe0.1638Cr0.0024Cu0.0041Ti0.0078Mg0.5832Ca0.0003Mn0.0132Al98.751To obtain the composite silicon carbide powder (15% by weight) is added to the aluminum alloy (6063). For example, 150g of silicon carbide is added to every 1kg of aluminum alloy (6063) 13.2.8.4. Aluminum-Silicon-Carbide composite material propertiesTable 7 Shows the material properties of Aluminum-Silicon-Carbide composite 13 15.Youngs Modulus230GpaPoissons ratio0.24Density2.937e-006 kg mm-3Thermal conductivity0.197 W mm-1 C-1Bulk Modulus1.4744e+005 MPaShear Modulus92742 MPaCoefficient of thermal expansion0.7e-005C-1Figure 18 conflict Model of Piston 13.2.8.5. Thermal AnalysisThermal a nalysis is a technique which analyses the transition of physical properties of a substance as a function of temperature 13.Figure 19 Thermal boundary conditions applied to piston 13.Figure 20 Temperature Distribution in Aluminum piston 13.Figure 21 Temperature Distribution in Aluminum-Silicon-Carbide piston 13.Figure 22 check Heat Flux in Aluminum piston 13.Figure 23 Total Heat Flux in Aluminum-Silicon-Carbide piston 13.2.8.6. Static morphological AnalysisA stable structural analysis helps in find displacements, stresses, strains, and forces in structures or components. The loads do not take inertia and damping effects in consideration. Assumption Steady state loading conditions i.e., variation of loads and response of structure are varied slowly with respect to time 13.Figure 24 Fixed Support Model of piston 13.Fig 25 Total Deformation on Aluminum piston 13.Figure 26 Total Deformation on Aluminum-Silicon-Carbide piston 13.Figure 27 combining weight Stress Distribution in Alum inum Piston 13.Figure 28 Equivalent Stress Distribution In Aluminum-Silicon-Carbide Piston 13.2.9. COMPARISON2.9.1. Results of static structural analysisTable 8 Shows the Results of static structural analysis of two pistons 13.MaterialTotal DeformationEquivalent StressEquivalent strainAl0.19052 mm683.22 MPa0.00976 mm/mmAlSiC0.060777 mm703.54 MPa0.0030589 mm/mmFrom the above table, Aluminum-Silicon-Carbide composite has lesser deformation, lesser equivalent strain 13. However, the equivalent stress of the composite piston is higher than Aluminum piston and this can be reduced by redesigning the stress concentration areas of the piston2.9.2. Results of thermal analysisTable 9 Shows the Results of thermal analysis of two pistons 13.MaterialTemperatureTotal Heat FluxAl