The cast iron monolithic block

The use of cast iron blocks in Table 2.1 has been widespread due to low cost as well as formability. Figure 2.2 shows a V6 block used for a car engine.
The block is normally the integral type where the cylinders and upper crankcase are all one part. The cylinders are large holes that are machined into the
block. The iron for the block is usually gray cast iron having a pearlitemicrostructure, typically being JIS-FC200 (Table 2.2). The microstructure is shown in Fig. 2.7. Gray cast iron is so called because its fracture has a gray appearance. Ferrite in the  microstructure of the bore wall should be avoided because too much soft ferrite tends to cause scratching, thus increasing blow-by.

Cast iron blocks are produced by sand casting. For cast iron, the die casting process using a steel die is fairly rare. The lifetime of the steel die is not adequate for repeated heat cycles caused by melting iron. As its name
suggests, sand casting uses a mold that consists of sand. The preparation of sand and the bonding are a critical and very often rate-controlling step.
Permanent patterns are used to make sand molds. Generally, an automated molding machine installs the patterns and prepares many molds in the same shape. Molten metal is poured immediately into the mold, giving this process very high productivity. After solidification, the mold is destroyed and the inner sand is shaken out of the block. The sand is then reusable. Two main methods are used for bonding sand. A green sand mold consists of mixtures of sand, clay and moisture. A dry sand mold consists of sand and synthetic
binders cured thermally or chemically.
Figure 2.8 shows a schematic view of a sand mold used to shape a tube. This mold includes a sand core to make the tube hollow. The casting obtained from using this mold is shown in Fig. 2.9. Normally, molten iron in a ladle is gently poured into the cavity under the force of gravity using a filling system. The sand core forming an inside hollow shape is made from a dry sand component. The bore as well as the coolant passages in the cylinder block are shaped as cored holes.













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  • The science and technology of materials in automotive engines
    Hiroshi Yamagata
    Woodhead Publishing and Maney Publishing
    on behalf of
    The Institute of Materials, Minerals & Mining
    CRC Press
    Boca Raton Boston New York Washington, DC
    WOODHEAD PUBLISHING LIMITED
    Cambridge England


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  • 7:39:00 AM

    Marking over 5 years of putting HTML in production cars

    Think back to when you realized the Internet was reaching beyond the desktop. Or better yet, when you realized it would touch every facet of your life. If you haven’t had that second revelation yet, perhaps you should read my post about the Twittering toilet.

    For me, the realization occurred 11 years ago, when I signed up with QNX Software Systems. QNX was already connecting devices to the web, using technology that was light years ahead of anything else on the market. For instance, in the late 90s, QNX engineers created the “QNX 1.44M Floppy,” a self-booting promotional diskette that showcased how the QNX OS could deliver a complete web experience in a tiny footprint. It was an enormous hit, with more than 1 million downloads.

    Embedding the web,
    dot com style:

    The QNX-powered Audrey
    Also ahead of its time was the concept of a tablet computer that provided full web access. When I started at QNX, I was responsible for tablets, thin clients, and set-top boxes. The most successful of these pioneering devices was the 3COM Audrey kitchen tablet. It could send and receive email, browse the web, and sync to portable devices — incredibly sophisticated for the year 2000.

    At the time, Don Fotsch, one of Audrey’s creators, coined the term “Internet Snacking” to describe the device’s browsing environment. The dot com crash in 2001 cut Audrey’s life short, but QNX maintained its focus on enabling a rich Internet experience in embedded devices, particularly those within the car.

    The point of these stories is simple: Embedding the web is part of the QNX DNA. At one point, we even had multiple browser engines in production vehicles, including the Access Netfront engine, the QNX Voyager engine, and the OpenWave WAP Browser. In fact, we have had cars on the road with Web technologies since model year 2006.

    With that pedigree in enabling HTML in automotive, we continue to push the envelope. We already enable unlimited web access with full browsers in BMW and other vehicles, but HTML in automotive is changing from a pure browsing experience to a full user experience encompassing applications and HMIs. With HTML5, this experience extends even to speech recognition, AV entertainment, rich animations, and full application environments — Angry Birds anyone?

    People often now talk about “App Snacking,” but in the next phase of HTML 5 in the car, it will be "What’s for dinner?”!

     

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