Engine Block/Cylinder Block is the structure which contains the cylinders, and other parts, of an internal combustion engine. In an early automotive engine, the engine block consisted of just the cylinder block, to which a separate crankcase was attached. Engine block is affected by pressure and the thermal conditions happen inside the engine. So we come up with static structural and transient thermal analysis on the engine block. This report provides Stress, Strain and Total Deformation of Engine due to Pressure, Temperature and Heat Flux. We come up with the fatigue life of the Engine Block due to different loading conditions. A cylinder block is an integrated structure comprising the cylinder(s) of a reciprocating engine and often some or all of their associated surrounding structures. The term engine block is often used synonymously with "cylinder block" The analysis of the combustion chamber is done by using different materials. By conducting the above analysis on the combustion chamber combustion rate, pressure and temperature gradient conditions are found and the best material for the combustion chamber is suggested. Thermal analysis is conducted to find heat dissipation rate in engine block with the variation of materials Structural and fatigue analysis (dynamic) is conduct on engine block at working load conditions to evaluate and compare stress, strain, deformation and fatigue life with the variation of materials. Frequency analysis is conducted on engine block with the variation of materials to evaluate frequency, Using these values material selection will be done, the value should be nearby previous one (cast iron) maximum accepted variation value 65HZ.

1. Eleation
An Internship
Project Report
On
Engine Block/ Cylinder Block
Submitted
By
Name : Abu Sufyan Malik
Branch : Mechanical Engineering
Mail id : malikabusufyan@gmail.com
Phone No. : 7379882804
Roll No. : 16E31A0342
MAHAVEER INSTITUTE OF SCIENCE AND TECHONOLOGY
Approved by AICTE, Affiliated to JNTU, Hyderabad.
Vyasapuri, Bandlaguda, Post: Keshavgiri, Hyderabad – 500005

2. ABSTRACT
Engine Block/Cylinder Block is the structure which contains the cylinders,
and other parts, of an internal combustion engine. In an early
automotive engine, the engine block consisted of just the cylinder block, to
which a separate crankcase was attached.
Engine block is affected by pressure and the thermal conditions happen
inside the engine. So we come up with static structural and transient thermal
analysis on the engine block. This report provides Stress, Strain and Total
Deformation of Engine due to Pressure, Temperature and Heat Flux. We
come up with the fatigue life of the Engine Block due to different loading
conditions.

3. Problem Statement
ENGINE BLOCK/CYLINDER BLOCK:
A cylinder block is an integrated structure comprising the cylinder(s) of a reciprocating
engine and often some or all of their associated surrounding structures. The term engine
block is often used synonymously with "cylinder block" The analysis of the combustion
chamber is done by using different materials. By conducting the above analysis on the
combustion chamber combustion rate, pressure and temperature gradient conditions are
found and the best material for the combustion chamber is suggested.
Thermal analysis is conducted to find heat dissipation rate in engine block with the
variation of materials Structural and fatigue analysis (dynamic) is conduct on engine
block at working load conditions to evaluate and compare stress, strain, deformation and
fatigue life with the variation of materials.
Frequency analysis is conducted on engine block with the variation of materials to
evaluate frequency, Using these values material selection will be done, the value should
be nearby previous one (cast iron) maximum accepted variation value 65HZ.
ANALYSIS OF ENGINE BLOCK USING ANSYS:
Inputs:
Open the Engine_block.igs file.
Type of meshing to be used: Tetra meshing
(NOTE: The mesh size should be such that the variation in output between the two
consecutive mesh size’s should be zero or minimal)
Material Properties:
 AL 7475
Density: 2.81g/cc
Young’s Modulus: 70.3GPa
Poisson’s Ratio: 0.33
Thermal Conductivity: 163 W/m-K
Specific Heat Capacity: 0.88 J/g-°C

4.  Nickel Aluminium Bronze Alloy
Density: 7.53g/cc
Young’s Modulus: 110GPa
Poisson’s Ratio: 0.32
Thermal Conductivity: 41.9 W/mK
Specific Heat Capacity:419.0 J/kg
 Graphite Cast Iron
Density: 7.91g/cc
Young’s Modulus: 99GPa
Poisson’s Ratio: 0.21
Thermal Conductivity: 46 W/mK
Specific Heat: 490 J/kg
 Sand Cast Magnesium Alloy
Density: 1.81g/cc
Young’s Modulus: 45GPa
Poisson’s Ratio: 0.35
Thermal Conductivity: 62 W/m.K
Composition:
Aluminium 10.7%
Magnesium 90%
Zinc 0.3%
(Other material inputs if required can be obtained online or can be assumed with
reference to the given material properties/composition)
ANALYSIS:
(Note: All the analysis is to be performed for all the materials specified above)
Case 1:
Static Analysis (for all the types of materials):
Maximum Gas pressure: 11.6MPa
Apply the given load on each cylinder and perform Static analysis with symmetric
boundary conditions for:
a) Full model.
b) Half model.
Output:
(During Symmetry boundary conditions the values of stress and displacement for full and
half model should be same.)
Stress
Displacement
Strain
Case 2:
Transient Thermal Analysis:
Maximum Temperature: 800℃
Time: 250sec
Convection Coefficient: 9.1e-5 W/mm2℃

5. Output:
Temperature
Heat-flux
Stress
Displacement
Strain
Case 3:
Fatigue Analysis (using Static and Thermal Conditions)
Output:
Fatigue Life:
Damage:
Stress:
Strain:
FOS:
Conclusion:
Suggest the best suited material depending on the outputs.

6. INTRODUCTION
The Engine Block also known as a cylinder block - contains all of the major components
that make up the bottom end of a motor. This is where the crankshaft spins, and the
pistons move up and down in the cylinder bores, fired by the fuel combusting. On some
engine designs, it also holds the camshaft.
Usually made from an aluminum alloy on modern cars, on older vehicles and trucks it
was commonly cast iron. Its metal construction gives it strength and the ability to transmit
heat from the combustion processes to the integral cooling system in an efficient manner.
Aluminum block typically have an iron sleeve pressed into them for the piston bores, or
special hard plating applied to the bores after machining.
Working from the outside in, the engine block starts with a solid metal outside, designed
to seal everything inside. A number of channels and passages inside comprise the cooling
jacket, and are designed to deliver water from the radiator to all the hot sections of the
engine, preventing overheating. After the water is circulated in the engine, it returns to the
radiator to be cooled by the fan and sent back through the engine.
Literature Review
Arnold E. Biermann and Benjamin Pinkel[1] obtained heat transfer coefficient over a
range of air speeds from 30 to 150 miles per hour from tests in a wind tunnel of a series of
electrically heated finned steel cylinder, which covered a range of fin pitches from 0.10 to
0.60 inch, average fin thickness from 0.04 to 0.27 inch, and fin width from 0.37 to 1.47
inch. They concluded that the value of surface heat transfer coefficient varies mainly with
air velocity and the space between fins. The effect of the other fin dimensions is small.
J.C. Sanders et.al. [2] Carried out the cooling tests on two cylinders, one with original
steel fins and one with 1-inch spiral copper fins brazed on the barrel. The copper fins
improved the overall heat transfer coefficient from the barrel to the air 115 percent. They
also concluded that in the range of practical fins dimensions, copper fins having the same
weight as the original steel fins will give at least 1.8 times the overall heat transfer of the
original steel fins.
Denpong Soodphakdee et.al [3] compared the heat transfer performance of various fin
geometries. These consist of plate fins or pin fins, which can be round, elliptical, or
square. The plate fins can be continuous (parallel plates) or staggered. The basis of
comparison was chosen to be a circular array of 1mm diameter pin fins with a 2mm pitch.
The ratio of solid to fluid thermal conductivity for aluminium and air is quite high, around
7000, permitting the fins to be modeled as isothermal surfaces rather than conjugate
solids. The CFD simulations were carried out on a two-dimensional computational
domain bounded by planes of symmetry parallel to the flow. The air approach velocity
was in the range of 0.5 to 5m/s. the staggered plate fin geometry showed the highest heat
transfer for a given combination of pressure gradient and flow rate.

7. Fernando Illan [4] simulated the heat transfer from cylinder to air of a two-stroke internal
combustion finned engine. The cylinder body, cylinder head (both provided with fins),
and piston have been numerically analyzed and optimized in order to minimize engine
dimensions. The maximum temperature admissible at the hottest point of the engine has
been adopted as the limiting condition. Starting from a zero-dimensional combustion
model developed in previous works, the cooling system geometry of a two-stroke air
cooled internal combustion engine has been optimized in this paper by reducing the total
volume occupied by the engine. A total reduction of 20.15% has been achieved by
reducing the total engine diameter D from 90.62 mm to 75.22 mm and by increasing the
total height H from 125.72 mm to 146.47 mm aspect ratio varies from 1.39 to 1.95. In
parallel with the total volume reduction, a slight increase in engine efficiency has been
achieved.
Bassam A and K Abu Hijleh [5] investigated the problem of cross-flow forced
convection heat transfer from a horizontal cylinder with multiple, equally spaced, high
conductivity permeable fins on its outer surface numerically. Permeable fins provided
much higher heat transfer rates compared to the more traditional solid fins for a similar
cylinder configuration. The ratio between the permeable to solid Nusselt numbers
increased with Reynolds number and fin height but tended to decrease with number of
fins. Permeable fins resulted in much larger aerodynamic and thermals wakes which
significantly reduced the effectiveness of the downstream fins, especially at θ < 90°. A
single long permeable fin tended to offer the best convection heat transfer from a
cylinder.
Masao YOSIDHA et.al. [6] investigated effect of number of fin, fin pitch and wind
velocity on air-cooling using experimental cylinders for an air-cooled engine of a
motorcycle in wind tunnel. Heat release from the cylinder did not improve when the
cylinder have the more fins and too narrow a fin pitch at lower wind velocities, because it
is difficult for the air to flow in to the narrower space between the fins, so the temperature
between them increased. They have concluded that the optimized fin pitches with the
greatest effective cooling are at 20mm for non-moving and 8mm for moving.
N. Phani Raja Rao et.al. [7] Analyzed the thermal properties by varying geometry,
material and thickness of cylinder fins. Different material used for cylinder fin were
Aluminum Alloy A204, Aluminum alloy 6061 and Magnesium alloy which have higher
thermal conductivities and shown that by reducing the thickness and also by changing the
shape of the fin to circular shaped, the weight of the fin body reduces thereby increasing
the heat transfer rate and efficiency of the fin. The results shows, by using circular fin
with material Aluminum Alloy 6061 is better since heat transfer rate, Efficiency and
Effectiveness of the fin is more.

8. Analysis
Static Structural
A static structural analysis determines the displacements, stresses, strains, and forces in
structures or components caused by loads that do not induce significant inertia and
damping effects. Steady loading and response conditions are assumed; that is, the loads
and the structure's response are assumed to vary slowly with respect to time. A static
structural load can be performed using the ANSYS, Samcef, or ABAQUS solver.
The types of loading that can be applied in a static analysis include:
• Externally applied forces and pressures
• Steady-state inertial forces (such as gravity or rotational velocity)
• Imposed (nonzero) displacements
• Temperatures (for thermal strain)
• Preparing the Analysis
• Create Analysis System
• From the Toolbox, drag a Static Structural, Static Structural (Samcef), or Static
Structural (ABAQUS) template to the Project Schematic.
• Define Engineering Data
Material properties can be linear or nonlinear, isotropic or orthotropic, and constant or
temperature-dependent. You must define stiffness in some form (for example, Young’s
modulus, hyper elastic coefficients, and so on). For inertial loads (such as Standard Earth
Gravity), you must define the data required for mass calculations, such as density.
Attach Geometry:
A “rigid” part is essentially a point mass connected to the rest of the structure via joints.
Hence in a static structural analysis the only applicable loads on a rigid part are
acceleration and rotational velocity loads. You can also apply loads to a rigid part via
joint loads. The output from a rigid part is the overall motion of the part plus any force
transferred via that part to the rest of the structure. Rigid behavior cannot be used with the
Samcef or ABAQUS solver.
If your model includes nonlinearities such as large deflection or hyper elasticity, the
solution time can be significant due to the iterative solution procedure. Hence you may
want to simplify your model if possible. For example you may be able to represent your
3D structure as a 2-D plane stress, plane strain, or axi-symmetric model or you may be
able to reduce your model size through the use of symmetry or anti-symmetry surfaces.
Similarly if you can omit nonlinear behavior in one or more parts of your assembly
without affecting results in critical regions it will be advantageous to do so you can define
a Point Mass for this analysis type.
A “rigid” part is essentially a point mass connected to the rest of the structure via joints.
Hence in a static structural analysis the only applicable loads on a rigid part are
acceleration and rotational velocity loads. You can also apply loads to a rigid part via

9. joint loads. The output from a rigid part is the overall motion of the part plus any force
transferred via that part to the rest of the structure. Rigid behavior cannot be used with the
Samcef or ABAQUS solver.
If your model includes nonlinearities such as large deflection or hyper elasticity, the
solution time can be significant due to the iterative solution procedure. Hence you may
want to simplify your model if possible. For example you may be able to represent your
3D structure as a 2-D plane stress, plane strain, or axi-symmetric model or you may be
able to reduce your model size through the use of symmetry or anti-symmetry surfaces.
Similarly if you can omit nonlinear behavior in one or more parts of your assembly
without affecting results in critical regions it will be advantageous to do so
Large Deflection is typically needed for slender structures. A rule of thumb is that you
can use large deflection if the transverse displacements in a slender structure are more
than 10% of the thickness.
Small deflection and small strain analyses assume that displacements are small enough
that the resulting stiffness changes are insignificant. Setting Large Deflection to ON will
take into account stiffness changes resulting from changes in element shape and
orientation due to large deflection, large rotation, and large strain. Therefore the results
will be more accurate. However this effect requires an iterative solution. In addition it
may also need the load to be applied in small increments. Therefore, the solution may
take longer to solve.
FULL MODE
Meshing
We have selected Tetrahedron for meshing of Engine Block. We have selected
element size as 2mm. The number of nodes created is 369966 and the Number of
Elements is 214605.
Element Size : 2mm
Nodes : 369966
Elements : 214605
Meshing Full Mode

10. As the input for full mode in Static Structural we have applied the given conditions in the
problem statements. We have provided fixed support at the back and at the screws joining
positions.
INPUT CONDITIONS
OUTPUTS:
Strain:
Material Maximum(mm) Minimum(mm)
Aluminium 0.0033525 2.029
Nickel Aluminium Bronze Alloy 0.002147 1.2236
Graphite Cast Iron 0.0024322 6.7593
Sand Cast Magnesium Alloy 0.0052159 3.5419
Aluminium

11. Nickel Aluminium Bronze Alloy
Graphite Cast Iron
Sand Cast Magnesium Alloy

12. Stress:
Material Maximum(MPa) Minimum(MPa)
Aluminium 235.45 0.00038767
Nickel Aluminium Bronze Alloy 235.97 0.00018291
Graphite Cast Iron 240.73 0.00018291
Sand Cast Magnesium Alloy 234.41 0.0004372
Aluminium
Nickel Aluminium Bronze Alloy

13. Graphite Cast Iron
Sand Cast Magnesium Alloy
Total Deformation:
Material Maximum(mm) Minimum(mm)
Aluminium 0.051401 0
Nickel Aluminium Bronze Alloy 0.032739 0
Graphite Cast Iron 0.034894 0
Sand Cast Magnesium Alloy 0.080829 0

14. Aluminium
Nickel Aluminium Bronze Alloy
Graphite Cast Iron

15. Sand Cast Magnesium Alloy
Half Mode
Meshing:
We have selected tetrahedron and element size is selected as 2mm.
Element Size : 2mm
Nodes : 194286
Elements : 111917
Meshing Half Mode

16. Strain:
Material Maximum(mm) Minimum(mm)
Aluminium 0.0037069 2.9819
Nickel Aluminium Bronze Alloy 0.0023705 1.8321
Graphite Cast Iron 0.0026419 1.1626
Sand Cast Magnesium Alloy 0.0057832 5.0638
Aluminium
Nickel Aluminium Bronze Alloy
Graphite Cast Iron

17. Sand Cast Magnesium Alloy
Stress:
Material Maximum(MPa) Minimum(MPa)
Aluminium 260.6 0.00048231
Nickel Aluminium Bronze Alloy 260.76 0.00045293
Graphite Cast Iron 261.55 0.000223303
Sand Cast Magnesium Alloy 260.24 0.00054669
Aluminium
Nickel Aluminium Bronze Alloy

18. Graphite Cast Iron
Sand Cast Magnesium Alloy
Total Deformation:
Material Maximum(mm) Minimum(mm)
Aluminium 0.051463 0
Nickel Aluminium Bronze Alloy 0.032778 0
Graphite Cast Iron 0.03493 0
Sand Cast Magnesium Alloy 0.08093 0
Aluminium

19. Nickel Aluminium Bronze Alloy
Graphite Cast Iron
Sand Cast Magnesium Alloy

20. TRANSIENT THERMAL ANALYSIS
In thermal FEA models, choices of elements size shape and order, as well as high Biot
number convective loads, can sometimes result in non-physical temperature results such
as temperatures that are higher or lower than any applied temperature. In transient
models, the use of small time sub steps can amplify the effect with high-order elements.
Fewer problems of this sort are seen in thermal models that use low-order elements such
as 4-node tetra elements and 8-node brick elements. Related structural FEA models of the
same geometry can use high-order structural elements, and recent versions of ANSYS
Mechanical (Workbench), such as v14.0, can map temperatures between the non-
matching meshes. There are a number of user-set controls for how the mapping is
performed.
Difficulties in thermal responses will still be occasionally seen with low-order thermal
elements. The use of layers of elements that are thin at exterior surfaces can be used in
attempts to address this (reducing the Biot number). The difficulty may also sometimes be
seen in thermal elements that have different convective loads on two faces of one
element. Work-around methods could include small elements on edges, or a small strip on
one side of an edge with no convective load applied.
We have selected a tetrahedron meshing in transient thermal conditions with size of 4mm.
The result of Temperature distribution, Heat Flux, Deformations due to imported
temperature load conditions Stress, Strain and Total Deformation of all the respected
materials are mentioned below.
OUTPUT:
Temperature Distribution:
Aluminium

21. Nickel Aluminium Bronze Alloy
Graphite Cast Iron
Sand Cast Magnesium Alloy

22. Heat Flux Distribution:
Aluminium
Nickel Aluminium Bronze Alloy
Graphite Cast Iron

23. Sand Cast Magnesium Alloy
Strain Due to Thermal Load Conditions:
Material Maximum(mm) Minimum(mm)
Aluminium 0.0549 3.6424
Nickel Aluminium Bronze Alloy 0.19861 4.5
Graphite Cast Iron 0.14352 2.5217
Sand Cast Magnesium Alloy 0.057597 3.5564
Aluminium

24. Nickel Aluminium Bronze Alloy
Graphite Cast Iron
Sand Cast Magnesium Alloy

25. Stress Due to Thermal Load Conditions:
Material Maximum(MPa) Minimum(MPa)
Aluminium 3838.9 0.0070263
Nickel Aluminium Bronze Alloy 20572 0.30412
Graphite Cast Iron 13230 0.15065
Sand Cast Magnesium Alloy 2491 0.00477
Aluminium
Nickel Aluminium Bronze Alloy
Graphite Cast Iron

26. Sand Cast Magnesium Alloy
Total Deformation Due to Thermal Load Conditions:
Material Maximum(mm) Minimum(mm)
Aluminium 1.3502 0
Nickel Aluminium Bronze Alloy 4.9928 0
Graphite Cast Iron 3.4121 0
Sand Cast Magnesium Alloy 1.4569 0
Aluminium

27. Nickel Aluminium Bronze Alloy
Graphite Cast Iron
Sand Cast Magnesium Alloy

28. CONCLUSIONS
Static Structural
1. Full Mode
a. The minimum strain occurred in Nickel Aluminium Bronze Alloy as
0.002147mm.
b. The minimum stress occurred is in Sand Cast Magnesium Alloy as
234.41MPa.
c. The minimum total deformation occurred is in the Nickel Aluminium
Bronze Alloy as 0.032739mm.
2. Half Mode
a. The minimum strain occurred in Nickel Aluminium Bronze Alloy as
0.0023705mm.
b. The minimum stress occurred is in Sand Cast Magnesium Alloy as
260.24MPa.
c. The minimum total deformation occurred is in the Nickel Aluminium
Bronze Alloy as 0.032778mm.
Transient Thermal Condition
1. The minimum strain developed due to thermal load conditions is in
Graphite Cast Iron as 0.14352mm.
2. The minimum stress developed due to thermal load conditions is in
Cast Magnesium Alloy as 2491MPa.
3. The minimum total deformation developed due to thermal load
conditions is in Aluminium as 1.3502mm.