Intake Manifold of the Internal Combustion Engine

intake Manifold of the ingrained Combustion EngineAbstractIntake breed of the Internal Combustion locomotive is a subsystem which supplies fresh air- discharge mixture into the locomotive cylinders where electrocution of fuel takes place. For Efficient Combustion of the charge, the walls of the intake manifold must be silent/polished to reduce any sidewall resistance. The traditional materials lend unityselfd for intake manifolds were vagabond iron and atomic number 13. In order to reduce manufacturing exists and improve thermal efficiency, untried composites argon proposed. Inside the cylinder, the energy generated from combustion of fuel is born-again into pressure and cacoethes during the power stroke. The pressure and heat increase rapidly within a short span of time. The plumbers helper converts this energy into automatonlike work. In place of the traditional aluminum intermixtures, Al-SiC material is proposed which have superior properties. engross manifold i s amen adequate to(p) to remove the depleted charge and create space for the incoming charge. Materials employ in exhaust systems of engines must have High Temperature Service capability, superior exhaust specialness, and good fracture toughness, be easily machinable and economic considering the overall cost of the automobile. Mo-Nb added ferritic stainless steel is a new material that is gaining reputation for its advanced formability and high heat-resistance.IntroductionInternal Combustion Engine is a complex machine that does mechanical work when the air-fuel mixture is ignited under high pressure. The style-Fuel mixture is displace into the Combustion chamber through the intake manifold which is responsible to maintain proper supply of ignition charge into the engine always. The structure of the intake manifold must be such that it has busted sidewall friction and maintains lower temperature so that the charge doesnt pre-ignite. The plumbers helper is the component tha t creates the necessary horsepower inside the engine. It must be light weight and must have good thermal properties. The exhaust manifold deals with the hot gases coming out the combustion chamber. It must be able to maintain flow of exhaust gases without any hindrance. Failure in the exhaust system rear end cause loss of back pressure which can importantly affect engine performance.Intake Manifold1. IntroductionIntake manifold in the 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 are one of the some engineered components. High precision is needed to efficiently send right sum total of cold, high pressure air in equal quantities and at the same pressure. Earlier generations of cars had intake manifolds do from cast iron, which were heavy. In high volume turnout cars, the use of injection organizeed composite intake manifolds has been increasing rapidly. 1AE 587 Fi nal Research Report Winter 2017Material Selection for Intake Manifold, Piston Exhaust ManifoldTarun Krishna Prabhakar, Rohit Vedachalam, Pranav Radhakrishna learn 1 Intake manifold made from Nylon 6,6 23An intake manifold is an integrated unit of any engine, made up of a serial publication 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 have manifolds to side of cylinder intellect. Intake manifolds as well perform as mounting points for Fuel injectors/carburetors, thermostats, throttle assembly depending on the manufacturers engineering designs. Because of the location and functions, intake manifold assemblies experience constant stress from the engine vacuum pressure as direct heat from cylinder combustion gases, and the cylinder head. stick out 2 Evolution of Intake Manifold over the years24Until 1990s, most automotive intake manifold assemblies wer e made from sort Iron because of lower cost, or from atomic number 13 which has lighter weight is required for performance/efficiency. Intake manifolds made from plastic began to gain popularity during 1990s because they abideed lower weight and cost combined. They were Factory installed when auto-manufacturers figured out how to manufacture them so that they are durable enough to locomote high stresses. 2 atomic number 13 is robust metal, but it has few drawbacks. Namely, 1.) It is sleazyer to manufacture intake manifolds with advanced composite modelling plants than cast out of Aluminum.2.) Composites have superior heat retention and heat resistance compared to Aluminum and other metals. This means that Phenolic spacers utilize in previous aluminum intakes are no longer required.3.) streamlined airflow with lower sidewall resistance compared to Aluminum casting, which requires high level of polishing to achieve same flow of air.However, there are few disadvantages1.) Compo sites are more(prenominal) flexible, 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 contraction place 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 ones were not, and leaks resulted along with warpage under intense heat that eventually led to bring outs.Therefore, composites offer several advantages. they saves money, reduces weight, ease of assembly, better insulation, improved airflow, excellent strength to weight ratio, and is recyclable.1.2. Material Comparison 3Properties comparison for PA6 (dry/humid), AL 6082 T6 and 316 stainless respectivelyYield strength (MPa) 80/45, 260, 290Elongation at failure (%) 70/200, 8, 50Ultimate Tensile Strength (MPa) 85/48, 310, 579Charpy impact toughness (J/square cm) 0.7/8, 10.6, 1341.3. Existing Material and ProcessMaterial 319F AluminumCast Component Aluminum Intake ManifoldProcess Semi Permanent 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 casting is done by Gravity Tilt Pour fulfill, which can achieve minute thickness upto 3mm. 4319F Aluminum is an alloy comprised of 6% Silicon and 3.5% Copper and Iron (Table 1 Properties of 319F Aluminum 26For Aluminum, permanent pose process can be utilized to have sandpaper cores to create complex castings. Die castings cannot use cores made of sand. If cores are utilize in the permanent molding process, 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 producing any Aluminum casting. Generally, Permanent mold castings are better than simple sand castings when the factors like ultimate and yield strength are compared. They have better elongation, which is good for ductility. rase appearance of Aluminum in permanent mold castings is better than appearance of castings made from sand casting process, which translates that lesser machining and polishing is required after casting.The cast is made development a single core. The passageway core is made by coldbox process for making cores, main body core is a pursy core type and the external core is made using semi-permanent mold process with three strong cores and one internal passageway core.Below is a picture of the finished Aluminum Air Intake pick up 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 or 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 higher(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 stiffness, and high heat resistance over a tolerant temperature range. It also exhibits low moisture absorption, good against chemical action and electrical properties.AMODEL A-6135 HSL polyphthalamide acts as a solution to both performance and processing requirements. At luxurious 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 current generation vehicles, plastic intake manifolds are made using the injection molding process. Thermoforming is explo red 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 generally associated with increasing shape complexity. The advantages of shell design in the integration get on are lower number of fasteners required.Figure 5 Thermoformed Shell type vs Lost Core Design 271.5. ThermoformingFigure 6 Shows 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 trimmed to get the utmost product. Thinner gauges and other materials too are heated in an oven to high temperature which allows the film to stretc h or mold and cooled to a final shape. In Thermoforming, vanity forming is the simplest method. 8Press forming is another type of thermoforming process which is used in work like the sheet metal stamping. Matching metal die set is used here. Preheated plastic sheet is placed on the bottom die and the top die is lowered to close the mold. The hot Plastic sheet gets stretched as the mold closes and then drawn into the shape of die. The sheet is allowed to cool down to take its final shape.For Complex 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 Pistons2.1. IntroductionIn the cylinder of an engine, the energy of the fuel is converted into pressure and heat during the power stroke. The pres sure and heat values increase rapidly within a short interval of time. The speculator converts the same into mechanical work 9.The pistons structure consists of piston crown, ring belt, doll and piston 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 finally to the crankshaft 9.Figure 10 Engine piston 9.2.2. Forces on pistonThe forces acting on the piston are, oscillating inactiveness forces of the piston and the connecting rod (FK), piston force in the direction of the connecting rod (FST) and askance 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 to the existing piston clearance 9.Figure 11 Forces on the piston 9.2.3. Temperatures in pistonTemperature is an important parameter for the oper ational safety and service life of a piston. The exhaust gas temperatures, even though is present tho for a short period, can exceed more than 2,200C. In accelerator pedal 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 gasoline 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 milage and operating conditions which are usually caused by material defects, engineering, and operational errors. Common causes of piston failures acknowledge 1) insufficient cooling and lubrication of the piston, 2) thermal fatigue, 3) incorrect combustion process, 4) mechanical damage 10.Figure 14 shows fusion of piston head and ring area in a gasoline engine. It is caused due to a phenomenon called hot myeline ignition occ urring 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 skirt seizure. From the figure, it is evident that piston skirt 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) Incorrect combustion process 10.Fig. 15 Piston skirt seizure 10Figure 15 illustrates propagation 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 excessive loads on the piston pi n. The crack grows rapidly with poor lubrication and will ultimately result in the failure of the piston. Causes for the failure include 1) Incorrect combustion process, mainly by hold up 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 commonly 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 strength 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 ma trix 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 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. 0.05Al closeremainderremainderremainderTable 3 Chemical composition of MAHLE Aluminum 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. 07m ax. 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 increased strength. rageed solid cylindrical aluminum blank is pressed into a die to create piston. The process yields low defective rate, increased ductility, and f racture toughness 11.2.6.3. stain 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 fabricated from various casting processes such as permanent mold casting, squeeze casting, centrifugal casting, and pressure die casting. Pistons made of Aluminum-Graphite composites exhibit properties like, low wear, minimal frictional loss, and elimination of seizure from poor lubrication 12.Aluminum-Silicon Carbide composites have excellent specific 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 CAD model of a piston is built in CATIA V6, and is structurally and thermally analyzed using ANSYS 14.0 software 13.Figure 17 lessoning of Piston and complete assembly 13.2.8.1. Aluminum composition.Table 4 Show the chemical composition of aluminum 13.Elements paperSi0.10Fe0.20Zn0.03Ga0.04V0.03Others0.10Aluminum99.52.8.2. Aluminum Material properties.Table 5 Shows the material properties of Aluminum 13 14.Youngs Modulus70000 MPaPoissons ratio0.35 denseness2.7e-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 c omposition of the aluminum alloy (6063) 13.Elements newspaperElementsCompositionSi0.4430Zn0.0001Fe0.1638Cr0.0024Cu0.0041Ti0.0078Mg0.5832Ca0.0003Mn0.0132Al98.751To obtain the composite silicon carbide grind (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 Mesh Model of Piston 13.2.8.5. Thermal AnalysisThermal compendium is a technique which analyses the variation 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 Total Heat Flux in Aluminum piston 13.Figure 23 Total Heat Flux in Aluminum-Silicon-Carbide piston 13.2.8.6. Static Structural AnalysisA static structural analysis helps in determining 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 tardily 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 Equivalent Stress Distribution in Aluminum 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 Deformation Equivalent 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