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Design and analysis of cylinder and cylinder head of 4-stroke SI engine for
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International Journal of Latest Trends in Engineering, Science and Technology,
Design and analysis of cylinder and cylinder head of 4-stroke SI engine for
weight reduction
G.KARTHIK1*M.Tech Student, devsingh1, Dr M.Janga Reddy1
1
Department of mechanical engineering CMR institute of technology, Hyderabad.
Email: karthikgolla.316@gmail.com
Abstract
A cylinder head is made of box type of
section of considerable depth to
accommodate ports of air and gas passages,
inlet valve, exhaust valve and spark plug.
The studs or bolts are screwed up tightly
along with a metal gasket or asbestos
packing to provide a leak proof joint
between the cylinder and cylinder head. The
cylinder head is subjected to temperatures
due to combustion in cylinder and pressure
on surface.
Optimization is effective tool, it will help us
to understand the affect of various
parameters the process. In this project we
are going to vary the parameters like
Thickness, height, draft angle, materials like
different types of Aluminum 6061, Cast iron,
and Stainless steel by varying above
parameters.
The output is maximum optimal convection
rate. We are going to conduct thermal
analysis as a FEA. By using thermal
analysis result we are going to conduct
optimization analysis. The parametric model
is done in Pro/Engineer and analysis is done
in COSMOS.
Keywords: Metal gasket, COSMOS
1. Introduction
The internal combustion engine is an
engine in which the combustion of a fuel
(normally a fossil fuel) occurs with an
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oxidizer (usually air) in a combustion
chamber that is an integral part of the
working fluid flow circuit. In an internal
combustion engine (ICE) the expansion of
the high-temperature and high-pressure
gases produced by combustion apply direct
force to some component of the engine. The
force is applied typically to pistons, turbine
blades, or a nozzle. This force moves the
component over a distance, transforming
chemical energy into useful mechanical
energy. The first commercially successful
internal combustion engine was created by
Etienne Lenoir.
The term internal combustion engine usually
refers to an engine in which combustion is
intermittent, such as the more familiar four-
stroke and two-stroke piston engines, along
with variants, such as the six-stroke piston
engine and the Wankel rotary engine. A
second class of internal combustion engines
use continuous combustion: gas turbines, jet
engines and most rocket engines, each of
which are internal combustion engines on
the same principle as previously described.
Animation of two-stroke engine in
operation, with a tune in which combustion
is intermittent, such as the more familiar
four-stroke and two-stroke piston engines,
along with variants, such as the six-stroke
piston engine and the Wankel rotary engine.
A second class of internal combustion
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engines use continuous combustion: gas that repeat with every two revolutions of the
turbines, jet engines and most rocket engine:
engines, each of which are internal
combustion engines on the same principle as Operation
previously described.

The ICE is quite different from external

combustion engines, such as steam or
Sterling engines, in which the energy is
delivered to a working fluid not consisting
of, mixed with, or contaminated by
combustion products. Working fluids can be
air, hot water, pressurized water or even
liquid sodium, heated in some kind of boiler.
ICEs are usually powered by energy-dense
fuels such as gasoline or diesel, liquids
derived from fossil fuels. While there are
many stationary applications, most ICEs are
used in mobile applications and are the
dominant power supply for cars, aircraft,
and boats.
Figure 1: Four-stroke cycle (or Otto cycle).
1.1 Applications 1. Intake stroke: The first stroke of the
internal combustion engine is also known as
Internal combustion engines are most the suction stroke because the piston moves
commonly used for mobile propulsion in to the maximum volume position
vehicles and portable machinery. In mobile (downward direction in the cylinder). The
equipment, internal combustion is inlet valve opens as a result of the cam lobe
advantageous since it can provide high pressing down on the valve stem, and the
power-to-weight ratios together with vaporized fuel mixture enters the
excellent fuel energy density. Generally combustion chamber. The inlet valve closes
using fossil fuel (mainly petroleum), these at the end of this stroke.
engines have appeared in transport in almost
all vehicles (automobiles, trucks, 2. Compression stroke: In this stroke, both
motorcycles, boats, and in a wide variety of
valves are closed and the piston starts its
aircraft and locomotives). movement to the minimum volume position
(upward direction in the cylinder) and
Where very high power-to-weight ratios are compresses the fuel mixture. During the
required, internal combustion engines compression process, pressure, temperature
appear in the form of gas turbines. These and the density of the fuel mixture increases.
applications include jet aircraft, helicopters,
large ships and electric generators. 3. A Power stroke: When the piston reaches
a point just before top dead center, the spark
As their name implies, four-stroke internal plug ignites the fuel mixture. The point at
combustion engines have four basic steps which the fuel ignites varies by engine;
typically it is about 10 degrees before top

International Journal of Latest Trends in Engineering, Science and Technology,
dead center. This expansion of gases caused
by ignition of the fuel produces the power
that is transmitted to the crank shaft
mechanism.
4. Exhaust stroke: In the end of the power
stroke, the exhaust valve opens. During this
stroke, the piston starts its movement in the
maximum volume position. The open
exhaust valve allows the exhaust gases to
escape the cylinder. At the end of this
stroke, the exhaust valve closes, the inlet
valve opens, and the sequence repeats in the
next cycle. Four-stroke engines require two
revolutions.
Many engines overlap these steps in time;
turbine engines do all steps simultaneously
at different parts of the engines.
1.2 Combustion
All internal combustion engines depend on
combustion of a chemical fuel, typically
with oxygen from the air (though it is
possible to inject nitrous oxide to do more of
the same thing and gain a power boost). The
combustion process typically results in the
production of a great quantity of heat, as
well as the production of steam and carbon
dioxide and other chemicals at very high
temperature; the temperature reached is
determined by the chemical makeup of the
fuel and oxidizers (see stoichiometry), as
well as by the compression and other
factors.
The most common modern fuels are made
up of hydrocarbons and are derived mostly
from fossil fuels (petroleum). Fossil fuels
include diesel fuel, gasoline and petroleum
gas, and the rarer use of propane. Except for
the fuel delivery components, most internal
combustion engines that are designed for
gasoline use can run on natural gas or
liquefied petroleum gases without major
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modifications. Large diesels can run with air
mixed with gases and a pilot diesel fuel
ignition injection. Liquid and gaseous
biofuels, such as ethanol and biodiesel (a
form of diesel fuel that is produced from
crops that yield triglycerides such as
soybean oil), can also be used. Engines with
appropriate modifications can also run on
hydrogen gas, wood gas, or charcoal gas, as
well as from so-called producer gas made
from other convenient biomass. Recently,
experiments have been made with using
powdered solid fuels, such as the
magnesium injection cycle.
Internal combustion engines require ignition
of the mixture, either by spark ignition (SI)
or compression ignition (CI). Before the
invention of reliable electrical methods, hot
tube and flame methods were used.
Experimental engines with laser ignition
have been built.
1.3 Cylinder
A cylinder is the central working part of a
reciprocating engine or pump, the space in
which a piston travels. Multiple cylinders
are commonly arranged side by side in a
bank, or engine block, which is typically
cast from aluminum or cast iron before
receiving precision machine work. Cylinders
may be sleeved (lined with a harder metal)
or sleeveless (with a wear-resistant coating
such as Nikasil).
A cylinder's displacement, or swept volume,
can be calculated by multiplying its cross-
sectional area (the square of half the bore by
pi) and again by the distance the piston
travels within the cylinder (the stroke). The
engine displacement can be calculated by
multiplying the swept volume of one
cylinder by the number of cylinders.

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Presented mathematically,
1.4 Cylinder head
In an internal combustion engine, the
cylinder head (often informally abbreviated
to just head) sits above the cylinders on top
of the cylinder block. It consists of a
platform containing part of the combustion
chamber (usually, though not always), and
the location of the poppet valves and spark
plugs. In a flathead engine, the mechanical
parts of the valve train are all contained
within the block, and the head is essentially
a flat plate of metal bolted to the top of the
cylinder bank with a head gasket in
between; this simplicity leads to ease of
manufacture and repair, and accounts for the
flathead engine's early success in production
automobiles and continued success in small
engines, such as lawnmowers. This design,
however, requires the incoming air to flow
through a convoluted path, which limits the
ability of the engine to perform at higher
revolutions per minute (rpm), leading to the
adoption of the overhead valve (OHV) head
design, and the subsequent overhead
camshaft (OHC) design.
To analyze the thermal behavior of cylinder
and cylinder head for different aluminum
alloys.
STEPS
 Design of cylinder and cylinder head
assembly using theoretical
calculations
 Modeling the assembly in 3D
modeling software Pro/Engineer.
 Optimizing the assembly for
different materials and parameters by
performing thermal analysis in
analytical software Cosmos.
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2. Introduction to CAD
Throughout the history of our industrial
society, many inventions have been patented
and whole new technologies have evolved.
Perhaps the single development that has
impacted manufacturing more quickly and
significantly than any previous technology is
the digital computer.
Computers are being used increasingly for
both design and detailing of engineering
components in the drawing office.
Computer-aided design (CAD) is defined as
the application of computers and graphics
Software to aid or enhance the product
design from conceptualization to
documentation. CAD is most commonly
associated with the use of an interactive
computer graphics system, referred to as a
CAD system. Computer-aided design
systems are powerful tools and in the
mechanical design and geometric modeling
of products and components.
3. Introduction to pro/engineer
Pro/ENGINEER is the industry’s standard
3D mechanical design suit. It is the world’s
leading CAD/CAM /CAE software, gives a
broad range of integrated solutions to cover
all aspects of product design and
manufacturing. Much of its success can be
attributed to its technology which spurs its
customer’s to more quickly and consistently
innovate a new robust, parametric, feature
based model, because the Pro/E technology
is unmatched in this field, in all processes, in
all countries, in all kind of companies along
the supply chains. Pro/Engineer is also the
perfect solution for the manufacturing
enterprise, with associative applications,
robust responsiveness and web connectivity
that make it the ideal flexible engineering

International Journal of Latest Trends in Engineering, Science and Technology,
solution to accelerate innovations.
Pro/Engineer provides easy to use solution
tailored to the needs of small, medium sized
enterprises as well as large industrial
corporations in all industries, consumer
goods, fabrications and assembly, electrical
and electronics goods, automotive,
aerospace etc.
Figure 2: Model of Cylinder and Cylinder
head in Pro/Engineer
3.1 Introduction to FEA
The Basic concept in FEA is that the body
or structure may be divided into smaller
elements of finite dimensions called “Finite
Elements”. The original body or the
structure is then considered as an
assemblage of these elements connected at a
finite number of joints called “Nodes” or
“Nodal Points”. Simple functions are chosen
to approximate the displacements over each
finite element. Such assumed functions are
called “shape functions”. This will represent
the displacement within the element in terms
of the displacement at the nodes of the
element.
The Finite Element Method is a
mathematical tool for solving ordinary and
partial differential equations. Because it is a
numerical tool, it has the ability to solve the
complex problems that can be represented in
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differential equations form. The applications
of FEM are limitless as regards the solution
of practical design problems.
Due to high cost of computing power of
years gone by, FEA has a history of being
used to solve complex and cost critical
problems. Classical methods alone usually
cannot provide adequate information to
determine the safe working limits of a major
civil engineering construction or an
automobile or an aircraft. In the recent
years, FEA has been universally used to
solve structural engineering problems. The
departments, which are heavily relied on this
technology, are the automotive and
aerospace industry. Due to the need to meet
the extreme demands for faster, stronger,
efficient and lightweight automobiles and
aircraft, manufacturers have to rely on this
technique to stay competitive.
FEA has been used routinely in high volume
production and manufacturing industries for
many years, as to get a product design
wrong would be detrimental. For example, if
a large manufacturer had to recall one model
alone due to a hand brake design fault, they
would end up having to replace up to few
millions of hand brakes. This will cause a
heavier loss to the company.
The finite element method is a very
important tool for those involved in
engineering design; it is now used routinely
to solve problems in the following areas.
 Structural analysis
 Thermal analysis
 Vibrations and Dynamics
 Buckling analysis
 Acoustics
 Fluid flow simulations
 Crash simulations
 Mold flow simulations
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3.2 Introduction to cosmos works Listing Results - Overview of the results

that can be listed.
Cosmos works is useful software for design
Graphing Results - Shows you how to graph
analysis in mechanical engineering. That’s
results.
an introduction for you who would like to
Results of Structural Studies - Lists results
learn more about COSMOS Works.
available from structural studies.
COSMOS Works is a design analysis
Results of Thermal Studies - Lists results
automation application fully integrated with
available from thermal studies.
Solid Works.
Reports - Explains the study report utility.
Stress Check - Lists the basics of checking
This software uses the Finite Element
stress results and different criteria used in
Method (FEM) to simulate the working
the checking.
conditions of your designs and predict their
behavior. FEM requires the solution of large
3.3 Thermal Analysis on Original model
systems of equations. Powered by fast
using Stainless steel (3mm Thickness)
solvers, COSMOS Works makes it possible
for designers to quickly check the integrity
Imported Model
of their designs and search for the optimum
solution.
A product development cycle typically
includes the following steps:

I. Build your model in the SolidWorks

CAD system.
II. Prototype the design.
III. Test the prototype in the field.
IV. Evaluate the results of the field tests.
V. Modify the design based on the field test
results
Figure 3 Imported model from Pro/Engineer
Analysis Steps: You complete a study by
performing the following steps: Meshing Model
• Create a study defining its analysis type
and options.
• If needed, define parameters of your study.
Parameters could be a model dimension, a
material property, a force value, or any other
entity that you want to investigate its impact
on the design.
Analysis Background: Linear Static Analysis
Frequency Analysis Linearized Buckling
Analysis Thermal Analysis Optimization
Studies, Material property, Material Models,
Linear Elastic Isotropic.
Plotting Results - Describes how to generate Figure 4 Meshed Model
a result plot and result tools.
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Temperature results 3.4 Thermal Analysis Modified Model

using Stainless Steel (1.5 mm Thickness)

Imported Model

Figure 5 Temperatures 550 Kelvin

Temperature Gradient

Figure 8 Imported model from Pro/Engineer

Meshing Model

Figure 6 Temp Gradient 83279.9 K/m

Heat Flux

Figure 9Meshed Model

Figure 7 Heat Flux 4.164e+006 W/m^2

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Temperature 4. Results

4.1 Original Model (3 mm Thickness)

Material Temperature (K)

Stainless Steel 550

Cast Iron 550

Alluminium 6061 Alloy 550

Figure 10 Temperatures 550 Kelvin Table 1 shows the temperature taken for
the different type of materials
Temperature Gradient
Material Temp Gradiant

Stainless Steel
83279.9 K/m
Cast Iron
91964.8 K/m

Aluminum 6061 Alloy

25489.9 K/m
Table 2 shows the results of temperature
gradient for stainless steel, cast iron,
aluminium 6061 alloy.

Figure 11 Temp Gradient 83279.9 K/m Material Heat Flux

Heat Flux
Stainless Steel
4.164e+006 W/m^2

Cast Iron 4.13842e+006 W/m^2

Alluminium 6061 4.33329e+006 W/m^2

Alloy

Table 3 shows heat flux of different

materials like stainless steel, cast iron,
aluminium 6061 alloy.
Figure 12 Heat Flux 4.164e+006 W/m^2
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4.2 Model (1.5 mm Thickness) 5. Conclusion

Material Temperature (K) In this thesis, a cylinder and cylinder head

for Passion Plus 100cc motorcycle is
modeled using parametric software
Stainless Steel 550
Pro/Engineer. The orginal thickness of the
Cylinder and Cylinder head is 3mm.We
Cast Iron 550 have to change the thickness of the 3mm to
1.5 mm.
Aluminum 6061 Alloy 550
Present used material for Cylinder and
Table 4 shows the temperature of Cylinder Head is Steel. In this thesis,
different materials like stainless steel, cast thermal analysis is done for all the three
iron, aluminium 6061 alloy for modified materials Cast Iron, Copper and Aluminum
model. alloy 6061. The material for the original
model is changed by taking the
consideration of their densities and thermal
Material Temp Gradient conductivity. Density is less for Aluminum
alloy 6061 compared with other two
Stainless Steel 8280.68 k/m materials so weight of fin body is less using
Aluminum alloy 6061.
Cast Iron 8949.05 k/m By observing the thermal analysis results,
thermal flux is more for Aluminum alloy
Aluminum 6061 alloy 2981.51 k/m than other two materials and also by using
Aluminum alloy its weight is less, so using
Table 5 indicates temperature gradient of Aluminum alloy 6061 is better.
different materials like stainless steel, cast
iron, aluminium 6061 alloy for modified
model. References

I. Thermal Engineering by I. Shvets,

Material Heat Flux
M. Kondak
II. Thermal Engineering by
Stainless Steel 414034 w/m2 Rudramoorthy
III. Thermal Engineering by R.K. Rajput
Cast Iron 402707w/m2
IV. Thermal Engineering by Sarkar
V. Online Materials
Aluminum 6061 Alloy 506857w/m2
VI. Gibson, A.H., The Air Cooling of
Petrol Engines, Proceedings of the
Table 6 indicates heat flux of different Institute of Automobile Engineers,
materials like stainless steel, cast iron, Vol.XIV (1920), pp.243–275.
aluminium 6061 alloy for modified model. VII. Bergmann, A.E. and Pinkel, B., Heat
Transfer from Finned Metal
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Cylinders in an Air Stream, NACA

Report No.488 (1935).
VIII. Thorn hill, D. and May, A., An
Experimental Investigation into the
Cooling of Finned Metal Cylinders,
in a
IX. Free Air Stream, SAE Paper 1999-
01-3307, (1999). ( 4 ) Thornhill, D.,
Graham, A., Cunnigham, G.,
Troxier, P. and Meyer, R.,
X. Experimental Investigation into the
Free Air-Cooling of Air-Cooled
Cylinders, SAE Paper 2003-32-0034,
(2003). ( 5 ) Pai, B.U., Samaga, B.S.
and Mahadevan, K., Some
XI. Experimental Studies of Heat
Transfer from Finned Cylinders of
Air-Cooled I.C. Engines, 4th
National Heat Mass Transfer
Conference, (1977), pp.137–144.
XII. (Nabemoto, A. and Chiba, T., Flow
over Fin Surfaces of Fin Tubes,
Bulletin of the Faculty of
Engineering, Hiroshima University,
(in Japanese), Vol.33, No.2 (1985),
pp.117–125.
XIII. Nabemoto, A., Heat Transfer on a
Fin of Fin Tube, Bulletin of the
Faculty of Engineering, Hiroshima
University, (in Japanese), Vol.33,
No.2 (1985), pp.127–136

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