BHARATI VIDYAPEETH DEEMED UNIVERSITY COLLEGE OF ENGINEERING, PUNE.

Department of Mechanical Engineering SEMINAR REPORT ON CYLINDER HEAD GASKETS

SUBMITTED BY: MR. TUSHAR DHONDIRAM JADHAV

M.TECH SEMESTER III (MECHANICAL) UNDER THE GUIDANCE OF: PROF. D. G. KUMBHAR (2012 2013)

BharatiVidyapeeth Deemed University College of Engineering, Pune 4110043

CERTIFICATE
This is to Certify that Mr. Tushar Dhondiram Jadhav have carried out a Seminar report entitled on, Cylinder Head Gaskets in college is submitted by in partial fulfillment of the requirements for the award of degree of Master of Technology in Mechanical (CAD/CAM) course of Bharati Vidyapeeth Deemed University, College of Engineering, Pune at college during academic year 2012-2013.

Date:

(Prof. D.G. Kumbhar) Guide

(Mr.V.K.Kurkute) PG Co-ordinator

Prof.Srinivasan Head of the Department

Examiner

ACKNOWLEDGEMENT
First of all I thank the almighty for providing me with the strength and courage to present the seminar.

I avail this opportunity to express my sincere gratitude towards Prof. N. S. Sreenivasan, head of mechanical engineering department, for permitting me to conduct the seminar. I also at the outset thank and express my profound gratitude to my seminar guide Prof. D. G. Kumbhar and PG Co-ordinator Prof. V. K. Kurkute, for their inspiring assistance, encouragement and useful guidance.

I am also indebted to all the teaching and non- teaching staff of the department of mechanical engineering for their cooperation and suggestions, which is the spirit behind this report. Last but not the least, I wish to express my sincere thanks to all my friends for their goodwill and constructive ideas.

Mr.Tushar Dhondiram Jadhav M. Tech. Mech. (CAD/CAM) Sem III Examination Seat No. : 1211470002

Abstract
Gaskets are used to seal leakages between two joints. There has been great research and development in the field of gasket in late 20th century. Gasket development started from simple asbestos sealing and now has reached the stage where gaskets with multi metallic composition are used in large production. Head cylinder gaskets have multiple functions bearing pressure, temperature and do sealing for oil and coolant as well. Different head gaskets have been used different time periods in the 20th century.

Index

Contents 1. Gasket an introduction 2. Cylinder Head gaskets 3. Head gasket Time Zones 4. Head gasket Combustion Sealing 5. Bibliography

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Chapter 1 Gasket an Introduction

Chapter 1 Gasket an Introduction

Definition: Any of wide variety of seals or packings used between matched machine parts or round pipe joints to prevent the escape of gas of fluid. Flat Gasket for industry in the modern sense were invented by Austrian engineer Richard Klinger about 100 years ago, based on asbestos and rubber. Due to their success, these first products attracted numerous imitators, and soon many materials of various qualities were available. The number of different sealing types was considerably increased with the development of asbestos free gaskets The important material properties for gasket materials are: 1. Loading capacity 2. Sealability 3. Elastic behaviour of a gaskets 4. Capacity for chemical resistance against media.

Chapter 2 Cylinder Head gasket

Chapter 2 Cylinder Head gasket

The tensile strength of a material, expressed by the breaking or tensile strength, is not of particular importance for quality consideration, because no tensile forces are usually exerted on gasket, only pressure forces cylinder head gasket The cylinder head gasket is the most critical sealing application on ay engine. Typically, it must simultaneously seal: A. High combustion pressure and temperature B. Mixture of water and anti- freeze, with its high wicking and wetting. C. Lubricating oil, with its associated detergents, additives and variable viscosities either built in or changed with season. In addition, the head is structural component of engine, i.e. combustion chamber is formed by the head,block, piston, piston ring and gasket. The gasket shares the same strength requirements as the other combustion chamber components The head gasket is used many times either to meter or to block coolant flow for proper cooling of the engine. It also seals the block- liner intersection in wet liner engine. Its compressed thickness effect the compression ratio of the engine, and the importance of the compression ratio control to emission levels, specially in diesel engines is well known. Todays engine manufactures require that the head gasket perform without a rhetorical operation, seal for extensive periods of time, and come off clean so no scraping of the mating flanges is necessary when the engine is repaired. The head gasket sometimes needs very high thermal conductivity to transfer heat efficiently between the block and head. It must be constructed so as to permit rough handling and extended storage life. The gasket must also performin temperature ranges well below freezing at start up to over 700 degree Fahrenheit
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in the combustion seal area during engine operation. It must accept occasional instances of detonation without failure. This is especially true today, when premium fuel are sometimes un available and detonation associated with regular or no lead gas occurs The gasket must typically withstand combustion pressures of 1000psi in naturally aspirated spark engines and 300 psi or higher in turbocharged diesel engines. T0odays gasket must also accommodate greater motions, both thermal and mechanical, because lighter weight casting and lighter- weight less rigid materials are being utilized for cylinder heads and engine blocks. As a result of all these requirements, the gasket is a verity complex product. For head gasket to seal properly, the head bolts must apply a sufficient clamping force on the gasket. As the bolts must apply sufficient clamping force on the gasket. As the bolts are tightened, the gasket is squeezed to provide a seal between the cylinder head and the engine block deck. Allgaskets relax a certain amount. This is true even with no torque gaskets. The ideal no torque gasket design compresses sufficiently at installation to conform to and seal minor surface imperfections. At the same time, the design minimizes relaxation and maintains adequate clamping force over a long period of time. By contrast, a retorque designed will relax excessively. This reduces the tension on the bolts and results in excessive torque loss. If one doesnt retorquethis type of gasket engine could lose compression and fluid or combustion gas leakage will result. Leaking combustion gases can damage the gasket surface or cause the blow out of an entire gasket section. Loss of coolant could result in engine overheating leading to engine damage. In addition, a retorque operation is costly. Any technician knows how time consuming engine work has become. Tighter engine compartments and emission and electronic controls make many engines extremely difficult to work on. With a retorque head gasket, the head bolts typically need to be retorqued up to the engine has been
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warmed and again after several hundred miles the time needs to gain access to the head bolts for retorquing will quickly reduce the profit the technician makes on the job. Also the vehicles owner is inconvenienced because the vehicle needs to be returned to the facility for retorquing.

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Chapter 3 Time Zones

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Chapter 3 Head gaskets Time Zones

1910-1930 Zone A: Initially, the basic head gaskets for engine were of the sandwich type, with asbestos millboard centre and either tin- plate or copper on the outer surfaces. Grommets and eyelets were incorporated in these gaskets, depending on the specific engine needs. Numerous versions were designed and manufactured

1930- 1950 Zone B: As engines gained sophistication, gasket also gained in sophistication, and a variety designs were produced. These designs utilized various reinforcements at the combustion chamber seal for improved sealing. Metal shims and reinforced filler materials, for example, were incorporated into many constructions

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1950-1980 Zone C: The embossed steel shim gasket was the next popular gasket to be utilized on passenger car engine. This gasket had a plastic resin coating applied for micro sealing purposes. Because it was all metal, good torque retention was inherent with this gasket. However, as engine displacement increased, the output resulted in motionsthreat normally could not be accommodated by the elastic response of the the embossed design. In addition, many times the land areas, especially between cylinders, were reduced to a point where the legs of the emboss would fall inside the ports, making adequate sealing impossible.

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1965-1975 Zone D: With the development of rubber- fibre facing materials by the gasket paper manufacturers came improved designs. The majority of these design incorporated a tanged or perforated- core steel sheet, with these new facing materials mechanically clinched to either side of the core thus providing soft surfaces of sealing material for water and oil sealing. One of the major requirements of gaskets in this time zone was that they function without need for a retorque operation on the cylinder head bolts. Retorquing still is specified on some foreign made engines but is essentially nonexistent in todaysAmerican made engines. While this may not appear a major requirement, it is indeed major, since the retorque operation greatly aids gasket performance.

1975-Present Zone E:graphite facings became popular in this time zone. Graphite has good sealability and relaxation properties and high heat resistant. One of the newer constructions eliminates the perforated core and uses an unbroken steel core to which an adhesive is applied for bonding the facings. This laminated gasket has been adopted on many of the more difficult sealing applications. This type of gasket body can be embossed to achieve higher sealing stress at particular passage ways. Another technique used to seal critical passage ways on todays engines involves silk screening to print elastomeric beads at these
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locations. In addition, many improvements in seal, antistic, and antifret coating have been incorporated in the latest gasket constructions.

Currently, a new array of lightweight, high output gasoline and diesel engines both naturally aspirated and turbo charged is being developed. The gaskets industry is involved in extensive R&D programs designed to seal these new families of engines. Time will show even newer concepts being utilized in the head gaskets for these engines

A new line-up of gaskets incorporating multiple layers of embossed, spring temper stainless steel with rubber coatings has become popular. These gaskets
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exhibit little exchange during engine operation use of spring temper stainless for embossed layers results in high elastic recoveries.

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Chapter 4 COMBUSTION SEALING

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Chapter 4 COMBUSTION SEALING

In most cases, atinplate or zinc-plate armor is used for sealing the combustion gases of spark ignition engines. The thickness of the armor is a function of the thicknesses and type of facing material. The overlap and heel are sized for the specific engine, to establish a proper unit seal load at the combustion chamber. The heel may be sized differently at various positions around the combustion chamber in order to obtain the proper unit loading at these positions. High-output engines and/or turbocharged engines normally require stainless steel armor for improved high-temperature and fatigue resistance. Types 430,304 and 321 stainless steel are commonly used.

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In the case of diesel applications, an armored gasket is not generally adequate. Only armors of a certain thickness can be formed and imbedded into given gasket bodies, and the thicknesses that normally fill these requirements are not structurally sufficient to withstand the high combustion pressures of most diesel engines. As a result other means for sealing combustions are necessary for these applications. The most popular incorporates low carbon steel ring. This ring gives a high unit sealing stress at very low loading and is widely used in todays diesel engines. The wire is butt welded and general attached to the gasket body by means of a stainless steel armor wrapping. In some cases, the wrapping may be tabbed to reduce the load
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required to imbed the armor into the body, thus increasing the loading on the wire ring.

In some case stainless steel, wires are needed to withstand the heat and fatigue characteristic inherent in particular engines. An example is the case where precombustion chambers experience high thermal and mechanical movements. There are some gaskets where more than one wire may be utilised to achieve the desired sealing requirements of the engine. Armored embossed metal is also used to seal combustion in number of engines. Varying the height and the width of emboss results in a wide range of loadcompression properties. When embossing is made from the core of the gasket body variation in the thickness tolerance are minimised since the emboss and the core are made from the same piece of metal. Stainless or low carbon steel are used as armors.

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Diesel engines frequently have wet liners, and the gasket is usually charged with sealing the intersection of the liner and the crankcase. During engine operation, there is motion between the liner and the block and the likelihood of erosion of the liner seat is high. As a result, coolant can leak to the top the deck; the gasket is required to seal at this location. In some case, the soft surface tis used to seal; in other cases , the heel of the armor is extended to cover the intersection for sealing purposes. Engine testing normally dictates which is better. Some manufacturers are using room temperature vulcanizing (RTV) silicon to seal this application.

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There are other engines that have liner design that incorporate ridges and, in some cases, grooves in the cylinder head. This results in coining, or imbedding, of the gasket for improved combustion gas sealing. Another gasket design used on ridged liner engines is a thick (0.080) steel plate. i.e. embossed for improved combustion sealing.

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A unique gasket, which is used to seal very large diesel engines, uses copper clad steel that has been etched away at various locations. The etching removes the copper from specific areas there by permitting high unit loading at other location for improved combustion gas sealing.

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One of the items to be considered in the design of combustion sealing is bore distortion. Some of the designs may need supplementary aids to keep bore distortion within acceptable limits. A few of the techniques used for this include the extending the combustion armor heel at specific locations, overlapping the heel around the gasket body, generally at the ends of the gasket, and depositing beads or areas of rigid materials at preselected points. All of these techniques essentially change the load transmitting characteristics of the gasket and are useful for minimizing head bending as well as reducing bore distortion.

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In some engines, the back to back location of exhaust valves results in high thermal growth in the area between cylinder bores. If excessive, this growth can result in combustion leakage. One means of improving the sealing in this area is to incorporate a metal shim in the gasket at this location. The shim acts as a stopper, permitting the gasket to resist the thermal growth and enhance sealing. Air cooled engines have somewhat reduced requirements regarding head gasket sealing. Since there are no cooling water passage ways slight combustion gas leakage can be permitted as long as: 1) Engine performance is not affected 2) The gasket is not affected by leakage.

Most of the gaskets for these engines consist of metal tanged core on both outer surfaces and a high temperature resistant fibrous core material. Because these engines are made mainly from aluminium high thermal motions occur. The metal surfaces of the gasket permit head and block motions to occur without serious effect to the gaskets sealing ability. Embossed metal gaskets are also used on these engines, especially when high heat transfer through the gasket is required

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Bibliography:
1) Gasket and Gasketed joint by John H. Bickford 2) Google. 3) Wikipidea

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