6.

3 Cylinder

Figure: A380 casted cylinder sleeve modelled in Solidworks

Above is render of our cylinder realistically modelled in Solidworks. The cylinder is designed to be green
sand casted to its geometric shape with the bore and four holes machined to specifications found on the
drawing. The cylinder contains 19 fins of around 18 in2 on each side of the fin. From our calculations, all
19 fins allow us to dissipate the required amount of heat with a factor of safety accounted for.

Using Solidworks, we ran a finite element analysis simulation on our part to determine the effects of the
following:
The total maximum possible forces
The maximum possible pressure
Temperature at the surface of the bore of the cylinder

As shown below, our design and chosen material, A380, allowed the cylinder to withstand these effects.
The flat top and bottom surfaces of the cylinder were held as fixed geometries to mimic how the cylinder
would be held in the engine.
 Figure: FEA simulation of the engine cylinder sleeve

7.2 Elaboration of Manufacturing Methods

In this section is an elaboration and general overview of what each manufacturing method mentioned
earlier is. In addition to this, we included a short line of which parts utilized each manufacturing method
in the descriptions for ease of reference convenience.
7.2.1 Cold-chamber Die Casting

Cold-chamber die casting is a speciality casting process for metals. This process is ideal for metals with a
high melting point such as Aluminium, which is why it is used in the creation of our cylinder sleeve.

During cold-chamber die casting, the metal is heated in a furnace till it becomes molten and then
transferred into a cold chamber shot sleeve using a ladle. The plunger then pushes the molten metal into
the cold chamber die cavity where it is then held under pressure until solidification. Following this, the
die opens and the plunger advances further to ensure the part casting remains in the ejector die and pins.
For our cylinder sleeve, we would require a core for the cylinder bore. Hence, the core would also retract
during this phase. The ejector pins then push the casting out and the plunger returns to its original
position.
7.2.2 Green Sand Casting

Green sand casting is a sand casting process using a green sand mold. This process is commonly used due
to its simplicity, cheap cost of production, and the availability of the materials used to make the mold
(sand, bentonite clay, and water). The term green refers to the how the mold appears green and will
contain moisture when the casting is poured.

For most applications, green sand casting is able to provide enough strength (ability of the mold to hold
its geometric shape under the conditions of mechanical stress imposed during the sand casting process)
required and is the least expensive method used in sand casting manufacturing processes. In addition,
green sand casting is able to provide good collapsibility, permeability (ability of the mold to allow for
gases and steam to escape), and reusability. Despite these benefits, the moisture found in green sand
molds may cause defects in some casting depending upon the type of metal used and the part geometry.

Similar to cold-chamber die casting, metal is heated in a furnace until it becomes molten. Following this,
the molten metal is poured into the pouring basin where the metal then flows down the sprue and runners.
Eventually, the metal flows into the mold cavity and over time, the cast part is formed. For sand casted
parts, accounting for draft is required in order to allow for the cast part to be removed without damaging
the mold or the part. The degree of draft is usually between 1 to 3 degrees.

In our engine, green sand casting is used for the manufacture of the following parts:
Piston rings
Flywheel
Engine block
Oil pan
Cylinder heads
Valve covers
7.2.3 Impression die forging

Impression die forging is a metal forming process where compressive forces are applied to a workpiece,
changing the shape of the material using a mold (impression die) that contains cavities which restrict the
flow of the metal. After the closing of the die, the forged part will now have the geometric dimensions of
the mold as well as some flash. Due to the size of our forged parts, our workpiece would require going
through multiple molds in order to obtain the final geometric dimensions desired. Once we have obtained
this, we would proceed to remove the flash. In most cases, the flash is removed using trimming. However
as our forged parts are considered more delicate due to the required precision, the flash can be ground
off.

Trimming is a finishing operation usually used in manufacturing forged parts to remove flash. Trimming
involves pressing the part through a cutting die which has been precisely designed to remove the flash.
In our engine, we are using impression die forging to create the following parts:
Connecting rods
Piston
Camshaft
Rocker Arms

Due to the nature of some of these parts, we may require using progressive dies in order to forge the parts
to geometric accuracy. Like in stamping, progressive dies are often used when the part contains closely
spaced features or if they have bend angles greater than 90o.

7.3 Pugh Chart Discussions: Materials Selection

This section contains an overview of the pugh charts used in determining the materials for our engines
components.
7.3.1 Engine Block Material

Data used for the pugh chart and its associated criteria can be seen in the Appendix. The values obtained
in the pugh chart are relative to Grey Cast Iron (GCI), which we used as a datum as GCI was historically
the material used to create engine blocks.

In determining the weightage of each decision factor in the pugh chart, we felt that given the engine block
is traditionally considered one of the heaviest and largest parts of an engine, there should be significant
emphasis placed on the weight (density) of the material. Additionally, we placed additional importance on
the strength of the material, its maximum service temperature, as well as its ability to conduct heat.

Aluminium Magnesium
Decision Factors Gray Cast Alloy, A319- Aluminium Alloy, AMC-
Iron T6 Alloy, A356-T6 SC1

Criteria Wt. 1 2 3 4

Cost of Material 3.0 1 0.15 0.17 0.14

Manufacturability 5.0 1 0.83 1.06 1.11

Weight 18.0 1 2.59 2.61 3.89

Resistant to Corrosion and Wear 3.0 1 1 1 1

Damping Absorption 3.0 1 1.27 1.27 1.37

 Strength 30.0 1 1.73 1.46 1.34

Maximum Service Temperature 20.0 1 0.54 0.4 0.35

Thermal Expansion 3.0 1 2.05 2.05 2.4

Heat Conductivity 15.0 1 1.89 2.56 1.21

Weighted Scores 100.0 155.2 156.0 155.7

From the above pugh chart, A319-T6, A356-T6, and AMC-SC1 had very close weighted scores.
Nevertheless, after much deliberation, we decided on A319-T6 as the material for our engine block. This
was mainly due to the fact that it had the highest maximum service temperature.

7.3.2 Cylinder Sleeve Material

For our cylinder sleeve material analysis, we used grey cast iron as well as the datum for our pugh chart
as it was a commonly used material to make engine blocks as well as cylinders in the past. We also opted
to add the hypereutectic Aluminium-Silicon alloy, A380 as it is often considered to offer the best
combination of casting, mechanical, and thermal properties. This claim is reflected in the pugh chart on
the next page as well as the in the materials data shown in the appendix.

For the pugh chart to determine the cylinder sleeve material, we placed particular emphasis on the
maximum service temperature and strength of the materials. This was mainly due to the fact that the
cylinder sleeve would have to withstand the effects of pressure and heat given out during the of
combustion of fuel as well as the continuous movement of the pistons. In addition to these criteria, we
placed secondary importance on the manufacturability of the metals, their weight, and their ability to
conduct heat.

As shown in the pugh chart below, A380 had the highest weighted score. In addition to the score, A380s
properties provided additional design and manufacturing benefits by allowing us avoid having to
incorporate sleeves and coatings in our cylinder bore/engine. Honing, or superfinishing, is a process that
can be used to put an ultra-fine finish on the cylinder walls. This finish combined with the high silicon
content of A380 allows for superb oil retention and eliminates the need for an extra coating. [7.2.2-1]

Aluminium Aluminium Magnesium

Decision Factors Gray Cast Alloy, A319- Alloy, A356- Alloy, AMC- Aluminium
Iron T5 T6 SC1 Alloy, A380

Criteria Wt. 1 2 3 4 5
 Cost of Material 5.0 1 0.15 0.17 0.14 0.16

Manufacturability 8.0 1 0.83 1.06 1.11 1.06

Weight 10.0 1 2.59 2.61 3.89 2.55

Resistant to Corrosion
5.0 1 1 1 1 1
and Wear

Damping Absorption 5.0 1 1.27 1.27 1.37 1.27

Strength 22.0 1 1.73 1.46 1.34 2.34

Maximum Service
25.0 1 0.54 0.4 0.35 0.4
Temperature

Thermal Expansion 5.0 1 2.05 2.05 2.4 2.02

Heat Conductivity 15.0 1 1.89 2.56 1.21 1.57

Weighted Scores 100.0 134.8 137.6 128.7 141.3