Stress Analysis in Cylinder Liner for Tata Indica V2 ...
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GRD Journal for Engineering | Volume 5 | Issue 8 | July 2020
ISSN- 2455-5703
Stress Analysis in Cylinder Liner for Tata Indica
V2 Diesel Engine
Ajeesh A S
Assistant Professor
Department of Mechanical Engineering
Vidya Academy of Science and Technology Technical Campus, Kilimanoor, Trivandrum, Kerala, India
Robin David Thoufeek N A
Assistant Professor UG Student
Department of Mechanical Engineering Department of Mechanical Engineering
Vidya Academy of Science and Technology Technical
Campus, Kilimanoor, Trivandrum, Kerala, India
Vidya Academy of Science and Technology Technical
Campus, Kilimanoor, Trivandrum, Kerala, India
Vinay V A Mohammed Arif
UG Student UG Student
Department of Mechanical Engineering Department of Mechanical Engineering
Vidya Academy of Science and Technology Technical
Campus, Kilimanoor, Trivandrum, Kerala, India
Vidya Academy of Science and Technology Technical
Campus, Kilimanoor, Trivandrum, Kerala, India
Abstract
The cylinder liner is one of the most important components in an internal combustion engine that possesses the intricate structural
arrangements coupled with complex patterns of various operational loads. Due to the high combustion temperature produced during
engine operation, the inner periphery of the cylinder liner has every chance of large stress accumulation. As a result, the surface
wears off and there will be irregularities in the cylinder surface which in turn affects the engine’s performance. The function of a
liner is to provide effective heat transfer and generate minimum stress within so that the engine can be highly durable and used in
the long run. Thus it is important to optimize the thickness of the cylinder liner and cylinder liner material combination. The current
study focuses on the influence of liner thickness and material combination on temperature distribution and stress conditions in the
cylinder liner assembly. A 3D model of a Tata Indica V2 diesel engine was modeled and investigated the influence of parameters
such as the thickness of liner and material combination on temperature distribution and stress conditions using ANSYS 14.0 under
steady-state condition. The cylinder liner material and its thickness were optimized to obtain optimize heat transfer rate and to
minimize the thermal stresses. The results showed that there is a minimum stress accumulation at the inner periphery of the cylinder
liner when the liner thickness is 2.5 mm. The highest temperature was observed for the A383-Ductile iron combination which is
189.330C. It is also observed that liner and cylinder block made of aluminium alloys have minimum thermal stress and are least
for the A356-A390 combination (36.78 MPa). Hence it can be concluded that Aluminium alloys with high thermal resistance are
most suitable for liner material.
Keywords- Internal Combustion Engine, Stress, Temperature Distribution, Aluminium Alloys
I. INTRODUCTION
A cylinder liner is known as a cylindrical component that is attached to the engine block and forms a cylinder. A cylinder sleeve
is a key component of a cylindrical engine. The most important functions of the cylinder liner are; to provide sliding surfaces for
the piston, to resist wear from the piston and piston rings, resist high pressure and high temperature, and have high thermal
conductivity. Cylinder liners are subject to considerable thermal stresses and mechanical load. To enhance the efficiency and life
cycle of liners, the design and material selection must be optimized. The cylinder is a part of an engine, in which the piston moves
up and down, and maybe separated by liners or an integrated part of the cylinder block. The first type is usually used in a CI or
diesel engine, which can be replaced in the event of excessive wear on the cylinder, while the second type, which is usually used
in a gasoline engine, which cannot be replaced and the cylinder block must be bored again [1].
Thermal stress on structural design plays a major role in engineering applications. Appropriate stress and deformation
calculation avoids the system components from failure and thus optimizes the weight. Some internal combustion engines have
aluminum cylinder blocks because of its lightweight and low thermal conductivity. However, the aluminum is too soft enough to
be used as wall material. It is easily worn. The use of cast iron cylinder liner is a well-known solution to this problem. Besides,
these are sleeves that are either originally cast into or later assembled into the cylinder block. The cylinder liners create more heat
as they have direct sliding contact with the pistons, so they must be cooled by water or air. One-third of the total heat produced by
Stress Analysis in Cylinder Liner for Tata Indica V2 Diesel Engine (GRDJE/ Volume 5 / Issue 8 / 003)
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the combustion of fuel is wasted by the forced cooling of the engine. Reducing these cooling losses not only reduces the energy
loss but also reduces the space requirements of the cooling system [2].
The surface topography and abrasive wear of piston liner assembly have a vital effect on the performance of combustion
engines. Michalaski et al. [3] investigated cylinder liner roughness on different engine parameters. Reciprocating piston engines
are the major propulsion devices for light aircraft, and mostly all automotive vehicles. They are expected to fulfill the present and
future strains on engine performance and durability including fuel economy and exhaust emission legislation. Mishra [4] studied
the root causes of engine friction losses. In his study, the contact conjunction of a piston ring-pack and rough out of round cylinder
was modeled to analyze the sources of engine friction loss. To achieve this, an objective computational tool that combines tribology
and dynamics was used to evaluate the ring comfort ability skirt liner contact, ring liner wear, etc. The studies revealed that piston
liner surface interaction has a considerable effect on engine performance. Pawlus et al. [5] proposed the idea of examining wear
profiles of worn-out cylinder liners to predict the local cylinder liner wear. The information that the standard deviation height of
the fine part resulted from the wear process was proportional to the maximum height of worn surface which was used to obtain
simulated worn surface profiles. The new models developed by them were used for a large number of cylinder liners. Vishwanathan
et al. [6] addressed the issue of friction and wear characteristics of diesel engine cylinder liner-piston ring combination under
different lubricating conditions through a pin-on-disc wear tribometer. The experimental results suggested that rapeseed oil-based
bio-diesel contaminated synthetic lubricant exhibited better performance in terms of wear, friction, and frictional force under
similar operating conditions. Myagkov [7] stated that there is a growing requirement for stronger materials for cylinder heads,
blocks, and cylinder sleeves. One of the new materials in widespread use is compact graphite iron (CGI). He also found that the
selection of materials for the production of cylinder blocks depends on the type and function of the engine. Engine blocks are
usually made from cast iron or aluminium alloys. Hermoza et al. [8] performed a failure analysis on a V12 Turbo Charged diesel
engine cylinder sleeve. The failure analysis carried out established the most relevant factors that caused damage to the cylinder
sleeve. An examination of the internal surface of the cylinder sleeve revealed an elevated number of cavities close to the top center
area, which acted as stress concentrators reducing the resistance of the component, creating crack nucleation spots. The work of
Chigrinova[9] suggested that the ultimate temperature of the piston top positioned above the first packing ring was 180 to 200
degrees centigrade for the high-speed engine. For modern, reliable engines, the temperature on the piston-top side cooled by the
oil was 200 to 220 degrees. Thus, for deciding the material of heat-resistance of engine liner it was necessary to consider the
temperature at different sites of the combustion chamber subjected to thermal stresses.
Green et al. [10] in their study suggested that one of the major factors inhibiting the further uprating of diesel-engine
behaviour was the high rate of heat rejection to the coolant system. They found that the heat transfer coefficient for the cooling
water side was, If, ṁc< 80 kg m-1s-1Then, hc= 0.05ṁc0.8De-.02And if, ṁc> 80 kg m-1s-1Then, hc= 15.2ṁc0.29De-.02Where
ṁc is the cooling water flow rate, and hc is the coolant side heat transfer coefficient. Naik et al. [11] researched TATA Indica V2
engine performance for Diesel and Jatropha biodiesel and measured the variation in pressure and temperature with a crank angle.
From the review, it is quite evident that more efforts were made to study the tribological behaviour of the engine liner
than the heat transfer effect. The wear characteristics and piston-ring liner surface interactions were the key areas of past researches
in the case of cylinder liners. The importance of liner properties on heat transfer and engine efficiency was not considered with
adequate importance. Hence, in our work, we investigated the influence of cylinder liner thickness and material on temperature
distribution and stress conditions in IC engines. Our study emphasizes the significance of liner material on coolant heat rejection
and the consequent temperature distribution. A 3D model was developed to simulate and analyze the temperature and thermal
stress distribution of a Tata Indica V2 diesel engine. We also studied the influence of liner thickness and material combination on
temperature distribution and stress conditions.
II. METHODOLOGY
A 3D model of the Tata Indica V2 diesel engine is created using commercial software ANSYS 14.0. The effects of various
parameters like the thickness of liner and material combination on temperature distribution are found using Steady State Thermal
on a single-cylinder model. The stress developed in the single-cylinder model is determined using Static Structural. The results are
analyzed to get the best material combination and optimum thickness. The multi-cylinder engine is modeled for the optimum liner
thickness and analyzed the temperature distribution and stress distributions for different material combinations.
III. NUMERICAL SIMULATION
A. Modelling
In this work, a 3D Steady State Thermal and Structural simulation of a Tata Indica V2 engine is performed. The engine
specifications are given in Table 1.
B. Assumptions
– No contact resistance between liner and engine block.
– Engine is only subjected to mild vibrations
– Materials thermal properties vary negligibly while operating
Stress Analysis in Cylinder Liner for Tata Indica V2 Diesel Engine (GRDJE/ Volume 5 / Issue 8 / 003)
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– Engine operates at rated speed of 2500 rpm
– Radiation effect is negligible Table 1: Tata Indica V2 Engine Specifications
Fuel type Diesel
Cubic capacity 1405 cc
Material Crank case: Cast Iron
Cylinder head: Aluminium
Maximum Power 3692.7 watt at 5000 rpm
Maximum torque 85 NM at 2500 rpm
Bore 75 mm
Stroke 79.5 mm
Installation Transverse mounting
Engine management ECU Controlled
First of all, a simplified single cylinder was constructed using commercial software ANSYS 14.0. A radial cooling jacket was
provided on the rectangular cylinder block. It is assumed that the liner is bonded to the cylinder block, so cylinder block and
cylinder liner were modelled as separate components. The dimensions of modelling were measured from an actual engine from a
workshop. The actual Tata Indica V2 engine is shown in Fig. 1 and the modelled geometry of multi-cylinder is shown in Fig. 2
Fig. 1: Tata Indica V2 engine
Fig. 2: modelled geometries of multi cylinder and single cylinder
Cooling jackets were placed surrounding the cylinder like in the actual engine block, so that maximum heat is removed.
All the cooling jackets were connected internally. The geometry of the Tata Indica V2 engine was modelled according to the
manufacturer’s dimensions. The various dimensions of the engine block are given in table 2. Table 2: Tata Indica V2 Engine Dimensions
Parameter Dimension(mm)
Length of engine 390
Height of engine 335
Width of engine 130
Diameter of cylinder 80
Height of cylinder 130
Piston displacement 79.5
C. Meshing
In this analysis a fine mesh was used for the engine block and fine mesh with refinement 2 was used for liner region. The number
of elements was 203693 and the number of nodes was 392634. Model after meshing is shown in Fig. 3.
Stress Analysis in Cylinder Liner for Tata Indica V2 Diesel Engine (GRDJE/ Volume 5 / Issue 8 / 003)
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Fig. 3: Model after meshing
D. Boundary Conditions
1) Thermal Analysis
In the case of STEADY STATE THERMAL simulation, convective boundary conditions were applied at the cylinder wall. The
mean gas temperature and mean heat transfer coefficients were determined using Woschney’s correlation [12]. The values were
sampled at every 100 rotation of the crankshaft. And the rotational speed was assumed to be the rated 2500 rpm. The boundary
conditions applied are given in table 3. Table 3: Inside boundary conditions at cylinder wall
Sl. No Crank angle
(Degree)
Average
Temperature(K)
Average Heat
transfer coefficient (W/m2 K)
1 0 685.875 1078.336
2 18 651.4175 1108.826
3 36 602.4975 1020.113
4 54 528.1075 813.3455
5 72 414.2567 631.7473
6 90 333.58 424.6696
7 108 233.1755 348.9195
8 116 171.755 332.5886
9 134 127.77 316.7084
10 152 114.267 274.449
The convective heat transfer coefficient at the cooling jacket was taken as 4796 W/m2K and the average cooling water temperature
was taken as 70o C. This boundary condition was applied at the cooling jacket surface. Since the outer surface of the engine is in
contact with air the atmospheric convection was also considered. The conditions at the outer surface were film coefficients of 150
W/m2 K and an air temperature of 35o C.
2) Stress Analysis
The stress generated due to high temperature is analyzed using Static Structural. A coupled analysis was performed between the
two packages. The thermal analysis calculates the temperature distributions and related thermal quantities in the domain. The
structural analysis takes inputs from thermal analysis to calculate deformation, stress, and strain.
E. Input Data
1) Materials
They were mainly Aluminium and Cast iron alloys. The materials that were used for constructing cylinder blocks were Aluminium
alloys designated as A356, A360, and A383. Their mechanical properties are given in table 4 and the materials considered for
Liner are given in table 5. Table 4: Engine block material properties
Material A356 A383 A360
Density (kg/m3) 2685 2740 2630
Modulus of elasticity (G Pa) 71 71 71
Poisson’s ratio 0.33 0.33 0.28
Coefficient of thermal expansion (µm/°C) 23.2 22 21
Thermal conductivity (W/m K) 151 96 110
Yield strength (M pa) 230 150 310
Specific heat capacity (J/kg K) 970 963 960
Stress Analysis in Cylinder Liner for Tata Indica V2 Diesel Engine (GRDJE/ Volume 5 / Issue 8 / 003)
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Table 5: Liner material properties
Material A390 CGI Ductile iron
Density (kg/m3) 2730 7100 7100
Modulus of elasticity (G Pa) 81.2 124 172
Poisson’s ratio 0.33 0.27 0.26
Coefficient of thermal expansion (µm/°C) 22 12 12.3
Thermal conductivity (W/m K) 130 39 35
Yield strength (M pa) 240 400(ultimate) 276
Specific heat capacity (J/kg K) 810 490 494
F. Governing Equations
Recognizing the fact that heat transfer involves an energy transfer across a system boundary, the analysis for such processes begins
from the 1stLaw of Thermodynamics for a closed system. The governing equation [14] for thermal analysis is given by
⍴. Cp.dT
dt= −
∂
∂x[−k
∂T
∂x] −
∂
∂y[−k
∂T
∂y] −
∂
∂z[−k
∂T
∂z]
Where ⍴ stands for density Cp stands for specific heat and k stands for thermal conductivity
The elasticity equations for the axisymmetric problems are the governing equations for Structural analysis: strain-displacement,
stress-strain, and stress equilibrium equations complemented by displacement and stress boundary conditions.
err, ezz, eθθ are the normal strains along the radial, vertical, and axial directions. They are obtained by differentiating the
displacement along the corresponding direction. γrzis the shear strain. It is found by adding the differential of displacement along
with the perpendicular directions of ‘r’ and ‘z’.
G. Simulation Strategy
To tackle the variation with respect to time, the average values of temperature and pressure for each stroke is taken. These values
were measured for a real Indica V2 engine. The variation with respect to distance is included in Ansys itself. Ansys offers a feature
for including varying temperatures and film coefficients with respect to a particular axis. This feature was made use in this project
to perform the analysis. By combining the above two methods, desirable lifelike results were produced.
IV. RESULTS AND DISCUSSIONS
A. Single Cylinder Analysis
The steady-state thermal and structural analysis was carried out for different combinations of liner thickness and liner material for
a single-cylinder model. To provide good lubrication conditions, the maximum temperature of the internal cylinder wall surface at
the top dead center should not exceed 2000C. At the same time, the higher combustion temperature is required for generating more
power. Therefore, good liner materials retain a higher wall temperature without burning the lubricant and generate minimum stress
within. So the maximum wall temperature is fixed at 2000 C.
B. Variation of Maximum Temperature and Stress with Liner Thickness
The maximum temperature and maximum stress generated for different liner thickness for each combination of liner and cylinder
block materials were calculated and plotted as shown below. In the following plots, the combinations are referred to as material 1-
material 2, where material 1 represents cylinder block and material 2 represents liner. For example, A383-CGI specifies that the
cylinder block material is A383 and the liner material is CGI.
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(b)
(d)
(f)
(h)
(i)
Fig. 4: Maximum temperature/Maximum stress v/s liner thickness for various cylinder liner materials
Stress Analysis in Cylinder Liner for Tata Indica V2 Diesel Engine (GRDJE/ Volume 5 / Issue 8 / 003)
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From the above figures, we can observe that for the combination of Aluminum and iron alloys there is a minimum stress
accumulation at a liner thickness of 2.5 mm. Fig.4 (a), (c), (d), (f), (g) and (i) depicts this behavior. It is due to the fact that
aluminium alloys and iron alloys have different thermal expansion coefficients and at 2.5 mm liner thickness there is a minimum
differential thermal expansion between liner and cylinder block. Hence we can deduce that optimum liner thickness is 2.5 mm for
the above combinations. But in the case of A383-A390, A360-A390, A356-A390 combinations we can observe that there is no
considerable variation in maximum temperature as well as maximum stress with liner thickness. Fig.4 (b), (e), and (h) depict this
behavior. This may be because both liner and cylinder block are of aluminium based alloys having a similar coefficient of thermal
expansion and higher thermal conductivity as compared to iron alloys. Since there is no considerable variation of temperature and
stress with liner thickness for A383-A390, A360-A390, A356-A390 combinations, it can be assumed that 2.5 mm is the optimum
thickness for them also. Table 6: maximum temperature and minimum stress for different combinations at optimum thickness
Sl. No Material combination Optimum liner thickness (mm) Maximum temperature (0C) Minimum stress
(M Pa)
1 A383-Ductile iron 2.5 189.33 136.94
2 A383-CGI 2.5 186.03 126.22
3 A383-A390 2.5 163 118.26
4 A360-Ductile iron 2.5 185.07 116.92
5 A360-CGI 2.5 181.73 100.48
6 A360-A390 2.5 158.72 115.86
7 A356-Ductile iron 2.5 176.07 113.17
8 A356-CGI 2.5 172.65 98.91
9 A356-A390 2.5 149.58 97.14
C. Variation of Temperature Along Radial Distance from Liner
The temperature distribution along the radial distance from the liner was studied and a graph was plotted. These graphs are shown
in Fig. 6(a), 6(b), and 6(c) The section A-A’ represents liner cylinder wall boundary and sections B-B’ represents the cylinder wall
coolant boundary in Fig. 5..
Fig. 5: sectional view of engine
(a) (b)
Stress Analysis in Cylinder Liner for Tata Indica V2 Diesel Engine (GRDJE/ Volume 5 / Issue 8 / 003)
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(c)
Fig. 6: Temperature v/s radial distance plot for (a) CGI liner; (b) A390 liner; (c) Ductile iron liner
The above graphs depict the variation of temperature of each combination of the liner with radial distance. From Fig. 6
(a), 6(b), and 6 (c), it is seen that temperature drop across liner is minimum for A390 liner and it is maximum for ductile iron liner.
Fig. 6 (a) represents the temperature profile for CGI liner. This curve indicates that in the case of CGI the temperature drop is in
between that of Ductile iron and A390 and it lies closer to ductile iron. To sum it up the drop in temperature for ductile iron and
compacted graphite iron is higher than aluminium, which makes them more suitable as liner material. Table 7 shows the
temperature drop for different liner-cylinder block material combinations. Table 7: Temperature drop across Liner and cylinder block
Sl. No. Material Combination Temperature drop along Liner(0C) Temperature drop along cylinder block(0C)
1 A356-CGI 35.97 27.49
2 A360-CGI 35.35 35.3
3 A383-CGI 35.04 38.99
4 A356-A390 11.63 28.37
5 A360-A390 11.47 35.47
6 A383-A390 11.35 39
7 A356-Ductile Iron 39.76 27.32
8 A360-Ductile Iron 39.07 35.1
9 A383-Ductile Iron 38.73 38.78
From the Fig. 6 (a), 6(b), and 6 (c) it can also be seen that all curves have similar slops along the cylinder block. It may
be because all cylinder blocks are made of Aluminum-based alloys and they have similar thermal conductivities. The table also
shows the temperature drop along the cylinder block. The table indicates that the highest temperature drop is observed for A383
cylinder block and least for A356 cylinder block. The temperature contours and thermal stress contours for single cylinder models
are shown in Fig.7 and 8.
Fig. 7: Temperature contours of Liner and cylinder block for single cylinder model (A383-Ductile iron at 2.5 mm liner thickness)
From Fig.8, the maximum thermal stress is observed at the top of the outer surface of the liner, this is due to the high-
temperature formation at the top. The high stress so developed can be reduced by increasing the thickness of liner at this region.
Stress Analysis in Cylinder Liner for Tata Indica V2 Diesel Engine (GRDJE/ Volume 5 / Issue 8 / 003)
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Fig. 8: Thermal stress distribution of liner (A383-Ductile iron at 2.5 mm liner thickness)
D. Multi Cylinder Analysis
The results of a single-cylinder analysis reveal that is 2.5 mm is the best liner thickness. Based on this inference the analysis was
extended to a multi-cylinder model. The following table shows the maximum temperature and maximum stress for various
combinations at 2.5 mm liner thickness. Table 8: Maximum temperature and average stress for different combinations at optimum thickness
Sl.
No. Material combination Optimum liner thickness (mm)
Maximum
Temperature(0C) Average stress(M Pa)
1 A383-Ductile iron 2.5 182.35 132.1
2 A383-CGI 2.5 181.49 102.04
3 A383-A390 2.5 163.85 44.31
4 A360-Ductile iron 2.5 177.66 101.8
5 A360-CGI 2.5 176.82 91.77
6 A360-A390 2.5 159.44 40.02
7 A356-Ductile iron 2.5 169.3 124.17
8 A356-CGI 2.5 168.43 88.91
9 A356-A390 2.5 150.59 36.78
From table 8 it can be observed that average stress is minimum for aluminium alloy liners, it is due to the relatively low
differential thermal expansion between liner and cylinder block. The temperature contours for the multi-cylinder model are shown
in the figures below.
From Figures 9 and 10 of temperature contours, it is seen that the temperature at the intersection of two cylinders is higher
than the remaining region. It is due to the superposition of heat released by adjacent cylinders. Since it is only present in a small
region so its effect on the normal operation of the engine can be neglected.
Fig. 9 Temperature contour for A383-Ductile Iron combination at 2.5 mm liner thickness
Fig. 10 Temperature contour for A356-A390 combination at 2.5 mm liner thickness
Stress Analysis in Cylinder Liner for Tata Indica V2 Diesel Engine (GRDJE/ Volume 5 / Issue 8 / 003)
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V. CONCLUSIONS
A 3D structural and steady-state thermal simulation of a Tata Indica V2 diesel engine at rated speed (2500 rpm) was investigated
and the results show a good promise to increase the wall temperature of the cylinder liner. The influence of liner thickness and
material on temperature distribution and stress conditions was studied and the following conclusions were made.
– The optimum thickness for liner was found to be 2.5 mm.
– The maximum wall temperature at liner was observed for A383-Ductile Iron combination (182.35 0C).
– The thermal stress induced at the liner at was minimum for 2.5 mm thickness.
– Forthe liner and cylinder block are made of aluminium alloy, the thermal stress produced is minimum and it is found to be
least for A356-A390 combination. (36.78 MPa)
– Ductile iron and Compacted Graphite iron yields similar temperature profiles.
– To sum it up the cylinder block-liner combination with best temperature (182.350 C) and desirable thermal stress (132.1 MPa)
is A383-Ductile iron.
In the future, it is desirable to perform this analysis for aluminum alloys having higher thermal resistance so that high
wall temperature and low thermal stress can be achieved. Since Aluminium develops very less stress, they have a good possibility
of making future Liner material. Many types of research are going on to develop Aluminium alloys with lower thermal
conductivity.
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