chromium coated piston head liner ring

8/19/2019 Chromium Coated Piston Head Liner Ring

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Chromium Coated Piston Head / Liner / Ring

ABSTRACT

To coat hard chromium on cylinder wall and piston rings to reduce frictional

losses in IC engines thereby increasing its wear resistance.

The experimental results are studied and shown using ANSYS software.

Different coatings used are onolithic !cylinder wear resistance will be

impro"ed by material itself !alloyed##.

$uasi monolithic !alloy material % coating#.

&eterogeneous !Adding additional liners'slee"es# for impro"ing wear

resistance in cylinder wall and piston.

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TABLE OF CONTENTS

CHAPTER NO. TITLE PAGE NO.

ABSTRACT i

LIST OF FIGRES !

LIST OF TABLES !i

LIST OF S"#BOLS !ii

$ INTRO%CTION $

(.( )ay to reduction *

(.* ethod of analysis *

&. LITERATRE SR'E" (

*.( +xisting system ,

*.* -roposed system

). #ATERIAL CO#PONENTS *

/.( Cast iron 0

/.* Types of cast iron 1

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/.*.( 2rey Cast Iron 1

/.*.* )hite Cast Iron 1

/.*./ alleable Cast Iron 3

/.*.4 Ductile Cast Iron (5

/./ Cast Iron liner (5

/./.( Types of CastIron liner ((

/.4 Aluminium bore (*

/., &ard chrome (/

/.,.( Types of hard chrome (4

/.,.* -roperties of hard chrome (,

/. Directional control "al"e (,

/..( anually operated ,'* DC6 (,

/.0 7oad cell (

(. OPERATIONS IN'OL'E% $*

4.( +lectroplating (0

4.* Surface grinding (0

4./ Drilling (3

+. ,OR-ING #ETHO%OLOG" &$

,.( ethodology *(

,.* -rocess chart **

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,./ )or8ing -rocess */

. CO#PONENTS AN% PARTS &(

.( Coated and uncoated models *4

.* 9inal model *0

*. %ESIGN CALCLATIONS &

0.( Stro8e "olume calculations *1

0.* 9riction power loss calculation *1

. #ATERIAL PROPERTIES )&

0. ANS"S RESLTS ))

3.( :esults of cast iron material //

3.* :esults for hard chrome material /0

$1. COST E2PEN%ITRE ($

$$. FABRICARTE% #O%EL (&

$&. LI#ITATIONS AN% FTRE SCOPE ()

(*.( 9uture scope 4/

(*.* erits 4/

(*./ De;merits 4/

(*.4 Applications 4/$). CONCLSION ((

$(. BIBLIOGRAPH" (*

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LIST OF FIGRES

FIGRE NO. TITLE PAGE NO.

(!a# 9rictional mechanical loss (

(!b# /D model;-etrol engine *

(!c# *D model;-etrol engine /

/!a# Cast iron liner (5

/!b# Cylinder liners ((

/!c# Aluminium cylinder bloc8s (/

/!d# Diagrammatic representation of ,'* DC6 (,

!a# /D model !uncoated material# *4

!b# /D model !coated material# *4

!c# /D model of piston *,

!d# Cut sectional "iew *,

!e# /D model !hard chrome coated# *

!f# *D model *

!g# 9inished model *0

3!a# Thermal effect on cylinder wall //

3!b# Thermal effect on cylinder inner wall /4

3!c# Thermal effect on top face piston /,

3!d# Thermal effect on piston sides /

3!e# Thermal effect on piston rings /0

3!f# Thermal effect on cylinder wall /1

3!g# Thermal effect on piston /3

3!h# Thermal effect on top face piston 45

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LIST OF TABLES

TABLE NO. TITLE PAGE NO.

*!a#


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LIST OF S"#BOLS

6s = Stro8e 6olume

D = Diameter of -iston in >cm?

7 = Stro8e 7ength in >cm?

I p=Indicated power in )atts


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CHAPTER $

INTRO%CTION

The :eduction of friction losses in automoti"e engines offers big

potential when loo8ing for possibilities to cut down fuel consumption. In the

engine bloc8 the inner wall of the cylinder bore forms the sliding surface for

the piston and piston rings assembly. Thus the specification of the cylinder bore

material as well as the topography and the Buality of the running surface in the

cylinder bore play a crucial role in the optimiation process of the tribological

system >cylinder piston piston ring. 9riction 7osses in the engine account for

about (5E to as much as (,E of the energy that is a"ailable in 9uel such as

2asoline !-etrol


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9ig. (!a#F 9rictional mechanical losses

$.$ ,A" TO RE%CTION

2ray cast iron pro"ides itself a good tribological beha"iour for the

cylinder piston piston ring >system. &owe"er the on;going substitution of

cast iron in engine bloc8s by aluminium. Casting alloy reBuires the de"elopment

of a new tribological system. Aluminium casting alloy except for the hyper;

eutectic Al;Si alloy "ariants are not sufficiently wear resistant for this

application. Different solutions ha"e been de"eloped o"er the years ranging

from the introduction of cylinder liners consisting of suitable materials as

pressed ;in or cast;in parts the application of properly adapted surface treatment

or coating technologies to the de"elopment of special aluminium alloys.

$.& #ETHO% OF ANAL"SIS

(.5 GD+7IN2 AND SIH7ATIGN !ANSYS (*.5#

*.5 -:ACTICA7 GD+7 SIH7ATIGN G9 -ISTGN CY7IND+:

A::AN2++NTS.

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9ig. (!b#F /D GD+7;-etrol engine


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9ig. (!c#F *D GD+7;-etrol engine

The right hand side shown is the exploded "iew of piston in contact with the

inner walls of cylinder liner in detail.

The contact between piston rings and cylinder liner form the main factor for the

cause of high frictional loss it can be reduced if the piston rings and the inner

surface of cylinder walls are coated with materials ha"ing low co;efficient of

friction.

CHAPTER &

LITERATRE SR'E"

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(. 2awne.D.T.Despres.N.J.The influence of process conditions on friction

and wear of electrodeposited chromium coatings Journal of 6acuum

Science K Technology AF 6acuum Surfaces and 9ilms. -ublication YearF

*5(5. aterials usedF chromium.

DescriptionF

Crac8 ‐free deposits gi"e mar8edly higher friction coefficients and

wear rates than heat treated con"entional coatings with the same

hardness.

*. AmLad Saleh+l;Amoush AymanAbu;:ob &mood +dwan @halidAtrash ohannad Igab Tribological properties of hard chromium coated

(5(5 mild steel under different sliding distances. -ublication YearF *551.

aterials usedF &ard Chromium coated (5(5 carbon steel .

DescriptionF

The coefficient of friction was found to decrease as the sliding

distance increases.

/. John 7enny Jr. :eplacing the Cast Iron 7iners for Aluminum +ngine

Cylinder


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S.No Parameter %imensions #ateria3

( Cylinder


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S.No Parameter %imensions #ateria3 Sur4a5e Treatment

( Cylinder


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Cast iron is iron or a ferrous alloy which has been heated until it liBuefies

and is then poured into a mould to solidify. It is usually made from pig iron. The

alloy constituents affect its colour when fracturedF white cast

iron has carbide impurities which allow crac8s to pass straight through. 2rey

cast iron has graphitic fla8es which deflect a passing crac8 and initiate countless

new crac8s as the material brea8s. Carbon !C# and silicon !Si# are the main

alloying elements with the amount ranging from *.(4 wtE and (/ wtE

respecti"ely.

Iron alloys with less carbon content are 8nown as steel. )hile this

technically ma8es these base alloys ternary 9eCSi alloys the principle of cast

iron solidification is understood from the binary ironcarbon phase diagram.

Since the compositions of most cast irons are around the eutectic point of the

ironcarbon system the melting temperatures closely correlate usually ranging

from ((,5 to (*55 MC !*(55 to *(35 M9# which is about /55 MC !,0* M9#

lower than the melting point of pure iron.

Cast iron tends to be brittle except for malleable cast irons. )ith its

relati"ely low melting point good fluidity castability excellent machinability

resistance to deformation and wear resistance cast irons ha"e become

an engineering material with a wide range of applications and are used in pipes

machines and automoti"e industry parts such as cylinder heads !declining

usage# cylinder bloc8s and gearbox cases !declining usage#. It is resistant to

destruction and wea8ening by oxidation !rust#.

).& T"PES OF CAST IRON

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).&.$ GRE" CAST IRON

2rey cast iron is characterised by its graphitic microstructure which

causes fractures of the material to ha"e a grey appearance. It is the mostcommonly used cast iron and the most widely used cast material based on

weight. ost cast irons ha"e a chemical composition of *.,4.5E carbon (/E

silicon and the remainder is iron. 2rey cast iron has less tensile

strength and shoc8 resistance than steel but its compressi"e strength is

comparable to low and medium carbon steel.

).&.& ,HITE CAST IRON

It is the cast iron that displays white fractured surface due to the presence

of cementite. )ith a lower silicon content !graphitiing agent# and faster

cooling rate the carbon in white cast iron precipitates out of the melt as

the metastable phase cementite 9e/C rather than graphite. The cementite which

precipitates from the melt forms as relati"ely large particles usually in a

eutectic mixture where the other phase is austenite !which on cooling might

transform to martensite#. These eutectic carbides are much too large to pro"ide

precipitation hardening !as in some steels where cementite precipitates might

inhibit plastic deformation by impeding the mo"ement of dislocations through

the ferrite matrix#. :ather they increase the bul8 hardness of the cast iron

simply by "irtue of their own "ery high hardness and their substantial "olume

fraction such that the bul8 hardness can be approximated by a rule of mixtures.

In any case they offer hardness at the expense of toughness. Since carbide

ma8es up a large fraction of the material white cast iron could reasonably be

classified as a cermet. )hite iron is too brittle for use in many structural

components but with good hardness and abrasion resistance and relati"ely low

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cost it finds use in such applications as the wear surfaces !impeller and "olute#

of slurry pumps shell liners and lifter bars in ball mills and auto genous

grinding mills balls and rings in coal pul"erisers and the teeth of a bac8hoes

digging buc8et !although cast medium;carbon martensitic steel is more common

for this application#. It is difficult to cool thic8 castings fast enough to solidify

the melt as white cast iron all the way through. &owe"er rapid cooling can be

used to solidify a shell of white cast iron after which the remainder cools more

slowly to form a core of grey cast iron. The resulting casting called a chilled

casting has the benefits of a hard surface and a somewhat tougher interior.

&igh;chromium white iron alloys allow massi"e castings !for example a

(5;tonne impeller# to be sand cast i.e. a high cooling rate is not reBuired as

well as pro"iding impressi"e abrasion resistance. These high;chromium alloys

attribute their superior hardness to the presence of chromium carbides. The

main form of these carbides are the eutectic or primary 0C/carbides where

OO represents iron or chromium and can "ary depending on the alloys

composition. The eutectic carbides form as bundles of hollow hexagonal rods

and grow perpendicular to the hexagonal basal plane. The hardness of these

carbides are within the range of (,55;(155&6

3.2.3 MALLEABLE CAST IRON

alleable iron starts as a white iron casting that is then heat treated at

about 355 MC !(,5 M9#. 2raphite separates out much more slowly in this case

so that surface tension has time to form it into spheroidal particles rather than

fla8es. Due to their lower aspect ratio spheroids are relati"ely short and far

from one another and ha"e a lower cross section "is;a;"is a propagating crac8

or phonon.

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http://en.wikipedia.org/wiki/Impellerhttp://en.wikipedia.org/wiki/Volute_(pump)http://en.wikipedia.org/wiki/Slurry_pumphttp://en.wikipedia.org/w/index.php?title=Lifter_bar&action=edit&redlink=1http://en.wikipedia.org/wiki/Ball_millhttp://en.wikipedia.org/wiki/Autogenous_grinding_millhttp://en.wikipedia.org/wiki/Autogenous_grinding_millhttp://en.wikipedia.org/w/index.php?title=Coal_pulveriser&action=edit&redlink=1http://en.wikipedia.org/wiki/Backhoehttp://en.wikipedia.org/wiki/Backhoehttp://en.wikipedia.org/wiki/Heat_treatmenthttp://en.wikipedia.org/wiki/Surface_tensionhttp://en.wikipedia.org/wiki/Aspect_ratiohttp://en.wikipedia.org/wiki/Cross_section_(geometry)http://en.wikipedia.org/wiki/Impellerhttp://en.wikipedia.org/wiki/Volute_(pump)http://en.wikipedia.org/wiki/Slurry_pumphttp://en.wikipedia.org/w/index.php?title=Lifter_bar&action=edit&redlink=1http://en.wikipedia.org/wiki/Ball_millhttp://en.wikipedia.org/wiki/Autogenous_grinding_millhttp://en.wikipedia.org/wiki/Autogenous_grinding_millhttp://en.wikipedia.org/w/index.php?title=Coal_pulveriser&action=edit&redlink=1http://en.wikipedia.org/wiki/Backhoehttp://en.wikipedia.org/wiki/Heat_treatmenthttp://en.wikipedia.org/wiki/Surface_tensionhttp://en.wikipedia.org/wiki/Aspect_ratiohttp://en.wikipedia.org/wiki/Cross_section_(geometry)


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They also ha"e blunt boundaries as opposed to fla8es which alle"iates

the stress concentration problems faced by grey cast iron. In general the

properties of malleable cast iron are more li8e mild steel. There is a limit to how

large a part can be cast in malleable iron since it is made from white cast iron.

3.2.4 DUCTILE CAST IRON

A more recent de"elopment is nodular or ductile cast iron. Tiny amounts

of magnesium or cerium added to these alloys slow down the growth of graphite precipitates by bonding to the edges of the graphite planes. Along with careful

control of other elements and timing this allows the carbon to separate as

spheroidal particles as the material solidifies. The properties are similar to

malleable iron but parts can be cast with larger sections.

).) CAST IRON LINER

The Cylinder Slee"es are used in "ariety of marine engines diesel

engines automoti"e and tractor engines as well as other models. These Cylinder

Slee"es are centrifugally casted and offer long term usage. )e use Centrifugal

Cast -rocess to produce these Cylinder Slee"es. There are wet liner;slee"es and

dry liner;slee"es types of Cylinder Slee"es a"ailable.

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9ig /!a# cast iron liner

Ra6 #ateria3

2rey cast iron.

sed In

Internal combustion engine.

).).$ T"PES OF CAST IRON LINER

Cylinder liners are the interior metal components within the piston that protect it

from the wear and tear of the operation of the motor. Three basic types of liners

are usedF hot dry and finned. The purpose of each type is to protect the piston

from heat and impurities using slightly different methods. Cylinder liners are

expensi"e precisely manufactured products and are primarily purchased from

specialty shops.

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9ig /!b#F Cylinder liners

%R" C"LIN%ER LINERS

Dry cylinder liners are among the basic piston protectors. They must

withstand extremely high temperatures and guard against impurities so they are

constructed of high;grade materials such as cast iron and ceramic;nic8le plating. Dry liners are much thinner than their counterpart wet liners. They do

not interact with the engine coolant but instead pro"ide a "ery close fit with the

Lac8et in the cylinder bloc8 to protect the piston from heat and impurities.

,ET C"LIN%ER LINERS

)et cylinder liners protect the pistons in a different way than dry ones

but they are made from the same hardy material. They come in direct contact

with the engine coolant. Sometimes the wet cylinder liners are fitted with tiny

openings to help disperse the heat and impurities. These types of liners are

called water;Lac8et liners but are simply another type of wet cylinder liner. If the

liner doesnt ha"e a cooling Lac8et one is created by the liner by interacting with

the Lac8et present in the cylinder bloc8.

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FINNE% C"LIN%ER LINERS

9inned cylinder liners are constructed of the same type of heat and

impurity;resistant metal. This type of liner is designed for the air;cooled engine

and in operation wor8s much li8e the dry cylinder liner in that the cooling

medium for the motor is air. &owe"er these liners are fitted with tiny fins which

allow the inflowing air to draw with great force around the cylinder to pro"ide

cooling.

).( AL#INI# BORE

Castings of aluminium are ma8ing an e"ermore significant contribution

to le"eraging light construction potentials in modern passenger cars. The

hea"iest indi"idual component the cylinder bloc8 has meanwhile ta8en on a

8ey role. If we consider the enormous number of in;line engines produced

especially four;cylinder and three;cylinder engines but in; creasingly also six;

cylinder engines in in;line and 6 arrange; ment the cost'benefit aspect must

ha"e absolute priority. The replacement of grey cast iron with aluminium for

cylinder bloc8s therefore pre;supposes low;cost concepts.

9ig /.!c#F Aluminium cylinder bloc8.

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).+ HAR% CHRO#E

Surface engineering is a hot topic these days with applications

throughout a wide range of industrial sectors. +ngineering surface treatments

and coatings can bring specialist properties of corrosion and wear resistance

without compromising the characteristics of the substrate or base metal. any

new processes are emerging their inno"ations and de"elopments sometimes

outpacing any pro"en industrial demand or performance demonstration. There is

"apor deposition implantation an expansi"e array of thermal spray coatings

and many others all attempting to attain the ultimate hard tough wear resistant

low friction and anti;corrosion surface. And yet for many applications such a

coating already exists with Bualities too long ta8en for granted or e"en

o"erloo8ed and its de"elopment too long neglected. &ard Chrome -lating

brings a wide "ariety of desirable properties and characteristics properties that

many engineers reBuire of their components and products. &ard Chrome -lating

is an electrolytic process utiliing a chromic acid based electrolyte. The part is

made the cathode and with the passage of a DC current "ia lead anodes

chromium metal builds on the component surface. A wide "ariety of parts can

be coated it reBuires only the proper fixturing a large enough bath sufficient

lifting capacity and adeBuate power sources. &ard Chrome -lating offers many

attracti"e properties to the engineer. &ard chrome can be applied at a "ery low

cost compared to alternati"es it can plate on a "ery wide "ariety of substance.

This explains why despite en"ironmental issues hard chrome continues to be a

widely specified and used.

).+.$ T"PES OF HAR% CHRO#E

There are three main types of hard chrome in operation. the plating rate of

each type of solution depends on the current density and efficieny of the plating

solution . sargeant solution consist of chromic acid and sulphate at a ratio of

about (55F(. This bath is often offered as a self regulated process the controlled

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solubility of a chosen sulphate compound is used to maintain the correct ratio of

the solution these bath are cheap to run but ha"e low cathode efficiency and

gi"e lower hardness and generally worse corrosion protection than more modern

systems. 9luoride catalysed processes are used with sulphate. They gi"e a

much harder as plated deposit and ha"e much higher cathode efficiency than

sergeant solution and thus ha"e a higher plating rate. The downside is that their

chemistry is much more aggressi"e to both eBuipment and plated parts hence

metallic contamination is a serious issue. This has limited their use although

they ha"e found some specific applications where they are used extensi"ely.

Grganic acid salts can also be used in conLunction with sulphate in the chrome

solution and ha"e become foremost preferred option. They ha"e high

efficiency plate to "ery hard deposits and due to high le"el of micro;crac8ing

found with these systems they offer good corrosion protection. Some of the

earlier systems used to ha"e a negati"e effect on the rate of anode corrosion but

more modern chemistries shows similar anode corrosion to the early sergeant

process

).+.& PROPERTIES OF HAR% CHRO#E

• &igh hardness.

• 7ow coefficient of friction.

• +xcellent wear resistance.

• +xcellent corrosion resistance.

). %IRECTIONAL CONTROL 'AL'E

Directional control "al"es are one of the most fundamental parts

in hydraulic machinery as well and pneumatic machinery. They allow fluid flow

into different paths from one or more sources. They usually consist of a spool

inside a cylinder which is mechanically or electrically controlled. The

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mo"ement of the spool restricts or permits the flow thus it controls the fluid

flow.

)..$ #ANALL" OPERATE% +/& %C'

anually operated "al"es wor8 with simple le"ers or paddles where the

operator applies force to operate the "al"e. Spring force is sometimes used to

reco"er the position of "al"e. Some manual "al"es utilie either a le"er or an

external pneumatic or hydraulic signal to return the spool.

9ig /!d#F Diagrammatic representation of ,'* DC6

).* LOA% CELL

A load cell is a transducer that is used to con"ert a force into an electrical

signal. This con"ersion is indirect and happens in two stages. Through a

mechanical arrangement the force being sensed deforms a strain gauge. The

strain gauge measures the deformation!strain# as an electrical signal because

the strain changes the effecti"e electrical resistance of the wire. A load cell

usually consists of four strain gauges in a )heatstone bridge configuration.

7oad cells of one strain gauge !Buarter bridge# or two strain gauges !half bridge#

are also a"ailable.

The electrical signal output is typically in the order of a few milli "oltsand reBuires amplification by an instrumentation amplifier before it can be used.

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The output of the transducer can be scaled to calculate the force applied to the

transducer. The "arious types of load cells that exist include &ydraulic load

cells -neumatic load cells and Strain gauge load cells. The cell uses

con"entional piston and cylinder arrangement. The piston is placed in a thin

elastic diaphragm.

The piston doesnt actually come in contact with the load cell. echanical

stops are placed to pre"ent o"er strain of the diaphragm when the loads exceed

certain limit. The load cell is completely filled with oil. )hen the load is

applied on the piston the mo"ement of the piston and the diaphragm

arrangement result in an increase of oil pressure which in turn produces a

change in the pressure on a


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with cylinder liner. A coarse surface finish will substantially decrease the wear

resistance of the Cylinder liner.

&ard chrome plating is used in approximately 3,E of all applications

with the remaining uses being thin dense chrome plating !See chart No. ( for

description#. &ard chrome plating is generally applied to exterior surfaces

where subseBuent machining is easier.

Cylinder liner operate best against a hard chrome plated surface when

used with a lubricant which promotes a film between the plated surface and the

seal surface. The lubricant can be wet dry or a combination of both. At lowspeeds under ,55 ft'min !(,* meters'min# pressures under ,5 psi !/.* bar# and

temperatures under 05M9 !*(MC# wet lubricants may need to be applied on the

chrome plated surface to fill in the surface irregularities in order to reduce seal

abrasion.

(.& SRFACE GRIN%ING

Surface grinding is the most common of the grinding operations. It is a

finishing process that uses a rotating abrasi"e wheel to smooth the flat surface

of metallic or nonmetallic materials to gi"e them a more refined loo8 or to attain

a desired surface for a functional purpose.

The surface grinder is composed of an abrasi"e wheel a wor8 holding

de"ice 8nown as a chuc8 and a reciprocating or rotary table. The chuc8 holds

the material in place while it is being wor8ed on. It can do this one of two

waysF ferromagnetic pieces are held in place by a magnetic chuc8 while non;

ferromagnetic and nonmetallic pieces are held in place by "acuum or

mechanical means. A machine "ise !made from ferromagnetic steel or cast iron#

placed on the magnetic chuc8 can be used to hold non;ferromagnetic

wor8pieces if only a magnetic chuc8 is a"ailable.9actors to consider in surface

26

http://en.wikipedia.org/wiki/Chuck_(engineering)http://en.wikipedia.org/wiki/Ferromagnetichttp://en.wikipedia.org/wiki/Visehttp://en.wikipedia.org/wiki/Steelhttp://en.wikipedia.org/wiki/Cast_ironhttp://en.wikipedia.org/wiki/Chuck_(engineering)http://en.wikipedia.org/wiki/Ferromagnetichttp://en.wikipedia.org/wiki/Visehttp://en.wikipedia.org/wiki/Steelhttp://en.wikipedia.org/wiki/Cast_iron


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grinding are the material of the grinding wheel and the material of the piece

being wor8ed on.

Typical wor8piece materials include cast iron and mild steel. These twomaterials dont tend to clog the grinding wheel while being processed. Gther

materials are aluminum stainless steel brass and some plastics. )hen grinding

at high temperatures the material tends to become wea8ened and is more

inclined to corrode. This can also result in a loss of magnetism in materials

where this is applicable.

The grinding wheel is not limited to a cylindrical shape and can ha"e a

myriad of options that are useful in transferring different geometries to the

obLect being wor8ed on. Straight wheels can be dressed by the operator to

produce custom geometries. )hen surface grinding an obLect one must 8eep in

mind that the shape of the wheel will be transferred to the material of the obLect

li8e a mirror image.

Spar8 out is a term used when precision "alues are sought and literally

means Ountil the spar8s are out !no more#O. It in"ol"es passing the wor8piece

under the wheel without resetting the depth of cut more than once and

generally multiple times. This ensures that any inconsistencies in the machine or

wor8piece are eliminated.

(.) %RILLING

Drilling is a cutting process that uses a drill bit to cut or enlarge a hole of

circular cross;section in solid materials. The drill bit is a rotary cutting tool

often multipoint. The bit is pressed against the wor8piece and rotated at rates

from hundreds to thousands of re"olutions per minute. This forces the cutting

edge against the wor8piece cutting off chips !swarf# from the hole as it is

drilled.

27

http://en.wikipedia.org/wiki/Cuttinghttp://en.wikipedia.org/wiki/Drill_bithttp://en.wikipedia.org/wiki/Cross_section_(geometry)http://en.wikipedia.org/wiki/Cutting_toolhttp://en.wikipedia.org/wiki/Pressurehttp://en.wikipedia.org/wiki/Revolutions_per_minutehttp://en.wikipedia.org/wiki/Swarfhttp://en.wikipedia.org/wiki/Cuttinghttp://en.wikipedia.org/wiki/Drill_bithttp://en.wikipedia.org/wiki/Cross_section_(geometry)http://en.wikipedia.org/wiki/Cutting_toolhttp://en.wikipedia.org/wiki/Pressurehttp://en.wikipedia.org/wiki/Revolutions_per_minutehttp://en.wikipedia.org/wiki/Swarf


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Drilled holes are characteried by their sharp edge on the entrance side

and the presence of burrs on the exit side !unless they ha"e been remo"ed#.

Also the inside of the hole usually has helical feed mar8s.

Drilling may affect the mechanical properties of the wor8piece by

creating low residual stresses around the hole opening and a "ery thin layer of

highly stressed and disturbed material on the newly formed surface. This causes

the wor8piece to become more susceptible to corrosion at the stressed surface. A

finish operation may be done to a"oid the corrosion. Pinc plating or any other

standard finish operation of (4 to *5 Qm can be done which helps to a"oid any

sort of corrosion.

9or fluted drill bits any chips are remo"ed "ia the flutes. Chips may be

long spirals or small fla8es depending on the material and process

parameters. The type of chips formed can be an indicator of the machinability of

the material with long gummy chips reducing machinability.

Deep hole drilling is defined as a hole depth greater than ten times the

diameter of the hole. These types of holes reBuire special eBuipment to maintain

the straightness and tolerances. Gther considerations are roundness and surface

finish.

Deep hole drilling is generally achie"able with a few tooling methods

usually gun drilling or


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small controlled axial "ibration of the drill. Therefore the small chips are easily

remo"ed by the flutes of the drill.

)hen cutting aluminum in particular cutting fluid helps ensure a smoothand accurate hole while pre"enting the metal from grabbing the drill bit in the

process of drilling the hole. )hen cutting brass another soft metal that can grab

the drill bit and causes OchatterO the cutting edges of the drill bit which

normally form an acute angle a face of approx. (;* millimeters can be ground

on the cutting edge to create an obtuse angle of 3( to 3/ degrees. This pre"ents

OchatterO where the drill tears rather than cuts the metal. &owe"er the drill is

pushing the metal away. This creates high friction and "ery hot swarf.

9or hea"y feeds and comparati"ely deep holes oil;hole drills can be used

with a lubricant pumped to the drill head through a small hole in the bit and

flowing out along the fluting. A con"entional drill press arrangement can be

used in oil;hole drilling but it is more commonly seen in automatic drilling

machinery in which it is the wor8 piece that rotates rather than the drill bit.

CHAPTER +

,OR-ING #ETHO%OLOG"

+.$ #ETHO%OLOG"

The methodology followed in this proLect is hetrogenous and we ha"e

used pressed;in method to insert the cast iron slee"es inside the aluminium bore.

29

http://en.wikipedia.org/wiki/Aluminumhttp://en.wikipedia.org/wiki/Oilhttp://en.wikipedia.org/wiki/Drill_presshttp://en.wikipedia.org/wiki/Aluminumhttp://en.wikipedia.org/wiki/Oilhttp://en.wikipedia.org/wiki/Drill_press


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Inorder to increase the wear resistance hard chromium is coated on the

inner walls of the castiron slee"es.

+.& PROCESS CHART

30S)ITC& GN AI:

CG-:+SSG:


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+.) ,OR-ING PROCESS

Turn on the air compressor and lea"e it for , minutes. Now set the

pressure gauge "alue as / bar. Connect all the air compressor cables in our

model. A ,'* le"el operated spring return "al"e is used to actuate the piston. The

"al"e is chec8ed for its connections. Now supply / bar pressure to the input of

the ,'* le"er operated spring return "al"e the output cables of the DC6 are

31

AINTAIN /


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connected to the compact cylinder which in turn is attached to the piston rod of

the primary cylinder.

Now the supply is opened and when the le"er of the DC6 is mo"ed the

piton tra"els from bottom dead centre to top dead centre. The piston mo"es

rapidly when the le"er is being operated continuously. 9or / bar input the piston

completes 5 stro8es in one minute.

CHAPTER

CO#PONENTS AN% PART

.$ COATE% AN% NCOATE% #O%EL

32


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9ig !a#F /D;model !Hncoated aterial#

9ig !b#F/D;model !Coated aterial#

33


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PISTON

9ig !c#F/D;model of piston

9ig !d#F Cut sectional "iew

34


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PISTON

CLINDER LINER

9ig !e#F/D;model !hard chrome coated#

9ig !f#F *D;model

35


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.& FINAL #O%EL

9ig !g#F 9inished model

36


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CHAPTER *

%ESIGN CALCLATION

*.$ Stro7e 'o3ume Ca35u3ation8

's 9 : ).$( ; % '.Ganeshan=

6s = Stro8e 6olume

D = Diameter of -iston in >cm?

7 = Stro8e 7ength in >cm?

6s = !!/.(4#'4 R,R,R,#

6s = 31.(*, cc

*.& Fri5tion ?o6er 3oss Ca35u3ation 8

I?9 B? @ F? or Ime? 9 Bme?@ Fme?

I p=Indicated power in )atts


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Fri5tion 4or5e :Fr= 9 :Co>e44i5ient o4 4ri5tion= ; Norma3 For5e !dynamics of

machinery;Jaya8umar.6#

9 Fr/N

9r=5.4 R(,0

9riction force 9r= 0*.** N

+Bui"alent pressure loss for this force

Pressure P9F/A

-= 0*.** ' !/.(4'4#R5.5,R5.5,

-ressure -= 5./0, bar

Therefore frictional pressure loss is 5./bar

im? 9 m? @ 4m?

bmp=/ bar 5./0 bar

bmp=*./ bar

Substitute this "alue in below formula to get the


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@ = No of cylinders

B?9 : m? L;A;n;- / 1111 = 7,


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CHAPTER

#ATERIAL PROPERTIES

Type Parameter

Aluminium Cast Iron HardChromium

-hysical Density *.05 gUcmV/ 0.(, gUcmV/ 0.(3 gUcmV/

echanica

l

Youngs

odulus

05 2pa ((5pa *03 2pa

Tensile

Strength 15pa (55pa

;;;

Yield

Strength

,5pa ;;;; ;;;

+longation 4/E 5.,E in

inches

;;;;;

-oissonratio

5./, 5.*0 5.*(

Co;+fficient

of 9riction

5.*0'5.** 5.41 5.41

&ardness


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CHAPTER 0

ANS"S RESLTS

0.$ RESLTS OF CAST IRON #ATERIAL

9ig 3!a#F Thermal +ffect Gn Cylinder )all.

42


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9ig 3!b#F Thermal +ffect Gn Cylinder?s Inner )all.

43


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9ig 3!c#F Thermal +ffect Gn Top 9ace -iston.

44


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9ig 3!d#F Thermal +ffect Gn -iston Sides.

45


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0.& RESLTS FOR HAR%CHRO#E #ATERIAL

9ig 3!e#F Thermal +ffect Gn -iston :ings.

46


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9ig 3!f#F Thermal +ffect on Cylinder wall

47


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9ig 3!g#F Thermal +ffect on piston.

48


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9ig 3!h#F Thermal +ffect on Top 9ace of the -iston.

49


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Sl.NoDescription uantity

!ach

PriceTotal Price

".

#.

$.

!n%ine& 'ore setup

'ase Plate ( Cylinder Plate

AD)*&$#&+&A&P&A Cylinder and its

accessories

#

"

"

-s.$,#

-s.

-s.$

-s.,0

-s.

-s.$

CHAPTER $1

COST E2PEN%ITRE

Table (5!a#F Cost +stimation

50


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CHAPTER $$

FABRICATE% #O%EL

51


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CHAPTER $&

LI#ITATIONS AN% FTRE SCOPE

$&.$ FTRE SCOPE

&ard chromium is a material that has high hardness it finds its place not

alone in petrol engines but also in areas where there are more frictional losses.

&ard chromium can be mixed with other materials in order to impro"e its

wear resistance.

&ard chromium can also be employed in materials where the sliding

distance is more.

$&.& #ERITS

• 2reater wear resistance.

• &ardness of hard chromium is high.

•

7ower co;efficient of friction.• 7ower thermal expansion.

• Increased life of the sliding surfaces.

• 2ood surface finish after honing process.

$&.) %E#ERITS

• -lating process is expensi"e.

• &ard chromium is a toxic substance.

• After hard chromium is coated it has to be honed.

$&.( APPLICATIONS

Hsed in petrol engines.

Hsed in diesel engines.

Hsed in hydraulic and pneumatic cylinders.

CHAPTER $)

52


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CONCLSION

To impro"e the mechanical efficiency by pro"iding surface coating ! hard

Chrome# on the piston ring and the cylinder liner to get the optimum results .

The results as follows

#ATERIAL THER#AL

E2PANSION

#ECHANICAL

EFFICIENC"

LIFE

A7HINIH !*, MC# */.(

QmUm;(U@ ;(


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Table (/!a#F Comparison table

CO#PARISON CHART

INPUT PRESSURE 3 BAR

81!

82!

83!

84!

85!

86!

87!

CAST IRON

"ARD C"ROME

54


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TI#E CHART

#ANUAR $EBRUAR MARC" APRIL

0

20

40

60

80

100

120

P!-C!NTA1!

PERCENTA%E

55


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CHAPTER $(

BIBLIOGRAPH"

$. 2awne.D.T.Despres.N.J.The influence of process conditions on friction

and wear of electrodeposited chromium coatings Journal of 6acuum

Science K Technology AF 6acuum Surfaces and 9ilms.

&. AmLad Saleh+l;Amoush AymanAbu;:ob &mood +dwan @halid

Atrash ohannad Igab Tribological properties of hard chromium coated

(5(5 mild steel under different sliding distances.

/. John 7enny Jr. :eplacing the Cast Iron 7iners for Aluminum +ngine

Cylinder

chromium coated piston head liner ring

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