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    rrrajendra26
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    Modern internal combustion engines require increased Peak Firing Pressure in the combustion chamber. The resulting increase in thermal and mechanical loading has required a change from conventional aluminum alloy to new composite materials. With at least 75% higher tensile strength, 45% higher stiffness and approximately double the fatigue strength of conventional grey cast iron, CGI satisfies durability requirements.

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    Modern internal combustion engines require increased Peak Firing Pressure in the combustion chamber. The resulting increase in thermal and mechanical loading has required a change from conventional aluminum alloy to new composite materials. With at least 75% higher tensile strength, 45% higher stiffness and approximately double the fatigue strength of conventional grey cast iron, CGI satisfies durability requirements.

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    Attribution Non-Commercial (BY-NC)
    Download as DOC, PDF, TXT or read online from Scribd
    Flag for inappropriate content
    414 views3 pages

    Abstract

    Uploaded by

    rrrajendra26
    Modern internal combustion engines require increased Peak Firing Pressure in the combustion chamber. The resulting increase in thermal and mechanical loading has required a change from conventional aluminum alloy to new composite materials. With at least 75% higher tensile strength, 45% higher stiffness and approximately double the fatigue strength of conventional grey cast iron, CGI satisfies durability requirements.

    Copyright:

    Attribution Non-Commercial (BY-NC)
    Download as DOC, PDF, TXT or read online from Scribd
    Flag for inappropriate content
    of 3

    Abstract:

    The demands for improved fuel economy, performance and emissions continue to
    pose challenges for engine designers and the materials they choose. This is particularly
    true for modern internal combustion engines, where the primary path to achieving
    improved engine performance and emissions is to increase the Peak Firing Pressure in the
    combustion chamber. The resulting increase in thermal and mechanical loading has
    required a change from conventional aluminum alloy to new composite materials in order
    to satisfy durability requirements without increasing the size or the weight of the engines.
    With at least 75% higher tensile strength, 45% higher stiffness and approximately double
    the fatigue strength of conventional grey cast iron, CGI satisfies durability requirements
    and also provides the dimensional stability required to meet emissions legislation
    throughout the life of the engine. Currently, there are no CGI diesel engines running on
    the roads in North America. This is set to change considerably as new commercial
    vehicle and pick-up SUV diesel engines are launched with CGI cylinder blocks in 2008
    and 2009. These initial programs will provide over 2 million CGI diesel engines when
    ramped to mature volume, potentially accounting for 10%–15% of the North American
    passenger vehicle fleet within the next four years.

    Key words: compacted graphite iron; modern diesel engine; performance; emission;
    cylinder blocks and heads

    Thermo-mechanical analysis
    • Engine Specification
    • Piston 2-D
    • Modeling
    • Hypermeshing
    • Ansys Model
    • Mechanical and thermal boundary Conditions
    • Engine Pro Analyzer
    Wearing Analysis
    • Photograph
    • Load and Speed boundary conditions

    1. Introduction
    One method utilized to promote energy savings in internal combustion engines is
    to reduce the power loss caused by mechanical friction on lubricated surfaces of
    engines. Most of the mechanical friction power loss in the internal combustion
    engines occurs at the contact liner/piston rings and liner/skirt. Factors that affect
    piston skirt lubrication characteristics are the piston design parameters (radial
    clearance, roughness, skirt profile, etc.), the viscosity of oil as well as the operating
    conditions (rotational speed, gas pressure, etc.) with coefficient of thermal expansion
    aluminum alloy material of piston.

    Name 1ZZ-FE
    • Type Air-cooled, gasoline, 4-cycle
    • Displacement(cc) 125 C.C.
    • Arrangement & No. of Cylinders Single -cylinder, In-line
    • Type of Combustion Chamber Cross-flow, pentroof
    • Valve mechanism 2-valve, DOHC, chain drive
    • Fuel system Multi-point injection
    • Bore ´ Stroke(mm) 79.0 ´ 915
    • Compression ratio 9;:1
    • Valve head dia. Intake, 32mm ; Exhaust, 27.5mm
    • Cylinder bore spacing 87.5mm
    • Crankshaft pin-journal dia. 44.0mm
    • Crankshaft main-journal dia. 48.0mm
    • Connecting rod length 146.65mm
    • Emission control system TWC, l-control
    • Max. power(Kw/rpm) 89/5600
    Max. torque(Nm/rpm) 165/4400
    Dimensions(L ´ W ´ H mm) 639 ´ 565 ´ 62

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