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
2
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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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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
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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 $)
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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