Stress Analysis in Cylinder Liner for Tata Indica V2

GRD Journal for Engineering | Volume 5 | Issue 8 | July 2020

ISSN- 2455-5703

Stress Analysis in Cylinder Liner for Tata Indica

V2 Diesel Engine

Ajeesh A S

Assistant Professor

Department of Mechanical Engineering

Vidya Academy of Science and Technology Technical Campus, Kilimanoor, Trivandrum, Kerala, India

Robin David Thoufeek N A

Assistant Professor UG Student

Department of Mechanical Engineering Department of Mechanical Engineering

Vidya Academy of Science and Technology Technical

Campus, Kilimanoor, Trivandrum, Kerala, India



Vinay V A Mohammed Arif

UG Student UG Student

Department of Mechanical Engineering Department of Mechanical Engineering





Abstract

The cylinder liner is one of the most important components in an internal combustion engine that possesses the intricate structural

arrangements coupled with complex patterns of various operational loads. Due to the high combustion temperature produced during

engine operation, the inner periphery of the cylinder liner has every chance of large stress accumulation. As a result, the surface

wears off and there will be irregularities in the cylinder surface which in turn affects the engine’s performance. The function of a

liner is to provide effective heat transfer and generate minimum stress within so that the engine can be highly durable and used in

the long run. Thus it is important to optimize the thickness of the cylinder liner and cylinder liner material combination. The current

study focuses on the influence of liner thickness and material combination on temperature distribution and stress conditions in the

cylinder liner assembly. A 3D model of a Tata Indica V2 diesel engine was modeled and investigated the influence of parameters

such as the thickness of liner and material combination on temperature distribution and stress conditions using ANSYS 14.0 under

steady-state condition. The cylinder liner material and its thickness were optimized to obtain optimize heat transfer rate and to

minimize the thermal stresses. The results showed that there is a minimum stress accumulation at the inner periphery of the cylinder

liner when the liner thickness is 2.5 mm. The highest temperature was observed for the A383-Ductile iron combination which is

189.330C. It is also observed that liner and cylinder block made of aluminium alloys have minimum thermal stress and are least

for the A356-A390 combination (36.78 MPa). Hence it can be concluded that Aluminium alloys with high thermal resistance are

most suitable for liner material.

Keywords- Internal Combustion Engine, Stress, Temperature Distribution, Aluminium Alloys

I. INTRODUCTION

A cylinder liner is known as a cylindrical component that is attached to the engine block and forms a cylinder. A cylinder sleeve

is a key component of a cylindrical engine. The most important functions of the cylinder liner are; to provide sliding surfaces for

the piston, to resist wear from the piston and piston rings, resist high pressure and high temperature, and have high thermal

conductivity. Cylinder liners are subject to considerable thermal stresses and mechanical load. To enhance the efficiency and life

cycle of liners, the design and material selection must be optimized. The cylinder is a part of an engine, in which the piston moves

up and down, and maybe separated by liners or an integrated part of the cylinder block. The first type is usually used in a CI or

diesel engine, which can be replaced in the event of excessive wear on the cylinder, while the second type, which is usually used

in a gasoline engine, which cannot be replaced and the cylinder block must be bored again [1].

Thermal stress on structural design plays a major role in engineering applications. Appropriate stress and deformation

calculation avoids the system components from failure and thus optimizes the weight. Some internal combustion engines have

aluminum cylinder blocks because of its lightweight and low thermal conductivity. However, the aluminum is too soft enough to

be used as wall material. It is easily worn. The use of cast iron cylinder liner is a well-known solution to this problem. Besides,

these are sleeves that are either originally cast into or later assembled into the cylinder block. The cylinder liners create more heat

as they have direct sliding contact with the pistons, so they must be cooled by water or air. One-third of the total heat produced by

Stress Analysis in Cylinder Liner for Tata Indica V2 Diesel Engine (GRDJE/ Volume 5 / Issue 8 / 003)

All rights reserved by www.grdjournals.com

15

the combustion of fuel is wasted by the forced cooling of the engine. Reducing these cooling losses not only reduces the energy

loss but also reduces the space requirements of the cooling system [2].

The surface topography and abrasive wear of piston liner assembly have a vital effect on the performance of combustion

engines. Michalaski et al. [3] investigated cylinder liner roughness on different engine parameters. Reciprocating piston engines

are the major propulsion devices for light aircraft, and mostly all automotive vehicles. They are expected to fulfill the present and

future strains on engine performance and durability including fuel economy and exhaust emission legislation. Mishra [4] studied

the root causes of engine friction losses. In his study, the contact conjunction of a piston ring-pack and rough out of round cylinder

was modeled to analyze the sources of engine friction loss. To achieve this, an objective computational tool that combines tribology

and dynamics was used to evaluate the ring comfort ability skirt liner contact, ring liner wear, etc. The studies revealed that piston

liner surface interaction has a considerable effect on engine performance. Pawlus et al. [5] proposed the idea of examining wear

profiles of worn-out cylinder liners to predict the local cylinder liner wear. The information that the standard deviation height of

the fine part resulted from the wear process was proportional to the maximum height of worn surface which was used to obtain

simulated worn surface profiles. The new models developed by them were used for a large number of cylinder liners. Vishwanathan

et al. [6] addressed the issue of friction and wear characteristics of diesel engine cylinder liner-piston ring combination under

different lubricating conditions through a pin-on-disc wear tribometer. The experimental results suggested that rapeseed oil-based

bio-diesel contaminated synthetic lubricant exhibited better performance in terms of wear, friction, and frictional force under

similar operating conditions. Myagkov [7] stated that there is a growing requirement for stronger materials for cylinder heads,

blocks, and cylinder sleeves. One of the new materials in widespread use is compact graphite iron (CGI). He also found that the

selection of materials for the production of cylinder blocks depends on the type and function of the engine. Engine blocks are

usually made from cast iron or aluminium alloys. Hermoza et al. [8] performed a failure analysis on a V12 Turbo Charged diesel

engine cylinder sleeve. The failure analysis carried out established the most relevant factors that caused damage to the cylinder

sleeve. An examination of the internal surface of the cylinder sleeve revealed an elevated number of cavities close to the top center

area, which acted as stress concentrators reducing the resistance of the component, creating crack nucleation spots. The work of

Chigrinova[9] suggested that the ultimate temperature of the piston top positioned above the first packing ring was 180 to 200

degrees centigrade for the high-speed engine. For modern, reliable engines, the temperature on the piston-top side cooled by the

oil was 200 to 220 degrees. Thus, for deciding the material of heat-resistance of engine liner it was necessary to consider the

temperature at different sites of the combustion chamber subjected to thermal stresses.

Green et al. [10] in their study suggested that one of the major factors inhibiting the further uprating of diesel-engine

behaviour was the high rate of heat rejection to the coolant system. They found that the heat transfer coefficient for the cooling

water side was, If, ṁc< 80 kg m-1s-1Then, hc= 0.05ṁc0.8De-.02And if, ṁc> 80 kg m-1s-1Then, hc= 15.2ṁc0.29De-.02Where

ṁc is the cooling water flow rate, and hc is the coolant side heat transfer coefficient. Naik et al. [11] researched TATA Indica V2

engine performance for Diesel and Jatropha biodiesel and measured the variation in pressure and temperature with a crank angle.

From the review, it is quite evident that more efforts were made to study the tribological behaviour of the engine liner

than the heat transfer effect. The wear characteristics and piston-ring liner surface interactions were the key areas of past researches

in the case of cylinder liners. The importance of liner properties on heat transfer and engine efficiency was not considered with

adequate importance. Hence, in our work, we investigated the influence of cylinder liner thickness and material on temperature

distribution and stress conditions in IC engines. Our study emphasizes the significance of liner material on coolant heat rejection

and the consequent temperature distribution. A 3D model was developed to simulate and analyze the temperature and thermal

stress distribution of a Tata Indica V2 diesel engine. We also studied the influence of liner thickness and material combination on

temperature distribution and stress conditions.

II. METHODOLOGY

A 3D model of the Tata Indica V2 diesel engine is created using commercial software ANSYS 14.0. The effects of various

parameters like the thickness of liner and material combination on temperature distribution are found using Steady State Thermal

on a single-cylinder model. The stress developed in the single-cylinder model is determined using Static Structural. The results are

analyzed to get the best material combination and optimum thickness. The multi-cylinder engine is modeled for the optimum liner

thickness and analyzed the temperature distribution and stress distributions for different material combinations.

III. NUMERICAL SIMULATION

A. Modelling

In this work, a 3D Steady State Thermal and Structural simulation of a Tata Indica V2 engine is performed. The engine

specifications are given in Table 1.

B. Assumptions

– No contact resistance between liner and engine block.

– Engine is only subjected to mild vibrations

– Materials thermal properties vary negligibly while operating



16

– Engine operates at rated speed of 2500 rpm

– Radiation effect is negligible Table 1: Tata Indica V2 Engine Specifications

Fuel type Diesel

Cubic capacity 1405 cc

Material Crank case: Cast Iron

Cylinder head: Aluminium

Maximum Power 3692.7 watt at 5000 rpm

Maximum torque 85 NM at 2500 rpm

Bore 75 mm

Stroke 79.5 mm

Installation Transverse mounting

Engine management ECU Controlled

First of all, a simplified single cylinder was constructed using commercial software ANSYS 14.0. A radial cooling jacket was

provided on the rectangular cylinder block. It is assumed that the liner is bonded to the cylinder block, so cylinder block and

cylinder liner were modelled as separate components. The dimensions of modelling were measured from an actual engine from a

workshop. The actual Tata Indica V2 engine is shown in Fig. 1 and the modelled geometry of multi-cylinder is shown in Fig. 2

Fig. 1: Tata Indica V2 engine

Fig. 2: modelled geometries of multi cylinder and single cylinder

Cooling jackets were placed surrounding the cylinder like in the actual engine block, so that maximum heat is removed.

All the cooling jackets were connected internally. The geometry of the Tata Indica V2 engine was modelled according to the

manufacturer’s dimensions. The various dimensions of the engine block are given in table 2. Table 2: Tata Indica V2 Engine Dimensions

Parameter Dimension(mm)

Length of engine 390

Height of engine 335

Width of engine 130

Diameter of cylinder 80

Height of cylinder 130

Piston displacement 79.5

C. Meshing

In this analysis a fine mesh was used for the engine block and fine mesh with refinement 2 was used for liner region. The number

of elements was 203693 and the number of nodes was 392634. Model after meshing is shown in Fig. 3.



17

Fig. 3: Model after meshing

D. Boundary Conditions

1) Thermal Analysis

In the case of STEADY STATE THERMAL simulation, convective boundary conditions were applied at the cylinder wall. The

mean gas temperature and mean heat transfer coefficients were determined using Woschney’s correlation [12]. The values were

sampled at every 100 rotation of the crankshaft. And the rotational speed was assumed to be the rated 2500 rpm. The boundary

conditions applied are given in table 3. Table 3: Inside boundary conditions at cylinder wall

Sl. No Crank angle

(Degree)

Average

Temperature(K)

Average Heat

transfer coefficient (W/m2 K)

1 0 685.875 1078.336

2 18 651.4175 1108.826

3 36 602.4975 1020.113

4 54 528.1075 813.3455

5 72 414.2567 631.7473

6 90 333.58 424.6696

7 108 233.1755 348.9195

8 116 171.755 332.5886

9 134 127.77 316.7084

10 152 114.267 274.449

The convective heat transfer coefficient at the cooling jacket was taken as 4796 W/m2K and the average cooling water temperature

was taken as 70o C. This boundary condition was applied at the cooling jacket surface. Since the outer surface of the engine is in

contact with air the atmospheric convection was also considered. The conditions at the outer surface were film coefficients of 150

W/m2 K and an air temperature of 35o C.

2) Stress Analysis

The stress generated due to high temperature is analyzed using Static Structural. A coupled analysis was performed between the

two packages. The thermal analysis calculates the temperature distributions and related thermal quantities in the domain. The

structural analysis takes inputs from thermal analysis to calculate deformation, stress, and strain.

E. Input Data

1) Materials

They were mainly Aluminium and Cast iron alloys. The materials that were used for constructing cylinder blocks were Aluminium

alloys designated as A356, A360, and A383. Their mechanical properties are given in table 4 and the materials considered for

Liner are given in table 5. Table 4: Engine block material properties

Material A356 A383 A360

Density (kg/m3) 2685 2740 2630

Modulus of elasticity (G Pa) 71 71 71

Poisson’s ratio 0.33 0.33 0.28

Coefficient of thermal expansion (µm/°C) 23.2 22 21

Thermal conductivity (W/m K) 151 96 110

Yield strength (M pa) 230 150 310

Specific heat capacity (J/kg K) 970 963 960



18

Table 5: Liner material properties

Material A390 CGI Ductile iron

Density (kg/m3) 2730 7100 7100

Modulus of elasticity (G Pa) 81.2 124 172

Poisson’s ratio 0.33 0.27 0.26

Coefficient of thermal expansion (µm/°C) 22 12 12.3

Thermal conductivity (W/m K) 130 39 35

Yield strength (M pa) 240 400(ultimate) 276

Specific heat capacity (J/kg K) 810 490 494

F. Governing Equations

Recognizing the fact that heat transfer involves an energy transfer across a system boundary, the analysis for such processes begins

from the 1stLaw of Thermodynamics for a closed system. The governing equation [14] for thermal analysis is given by

⍴. Cp.dT

dt= −

∂

∂x[−k

∂T

∂x] −

∂

∂y[−k

∂T

∂y] −

∂

∂z[−k

∂T

∂z]

Where ⍴ stands for density Cp stands for specific heat and k stands for thermal conductivity

The elasticity equations for the axisymmetric problems are the governing equations for Structural analysis: strain-displacement,

stress-strain, and stress equilibrium equations complemented by displacement and stress boundary conditions.

err, ezz, eθθ are the normal strains along the radial, vertical, and axial directions. They are obtained by differentiating the

displacement along the corresponding direction. γrzis the shear strain. It is found by adding the differential of displacement along

with the perpendicular directions of ‘r’ and ‘z’.

G. Simulation Strategy

To tackle the variation with respect to time, the average values of temperature and pressure for each stroke is taken. These values

were measured for a real Indica V2 engine. The variation with respect to distance is included in Ansys itself. Ansys offers a feature

for including varying temperatures and film coefficients with respect to a particular axis. This feature was made use in this project

to perform the analysis. By combining the above two methods, desirable lifelike results were produced.

IV. RESULTS AND DISCUSSIONS

A. Single Cylinder Analysis

The steady-state thermal and structural analysis was carried out for different combinations of liner thickness and liner material for

a single-cylinder model. To provide good lubrication conditions, the maximum temperature of the internal cylinder wall surface at

the top dead center should not exceed 2000C. At the same time, the higher combustion temperature is required for generating more

power. Therefore, good liner materials retain a higher wall temperature without burning the lubricant and generate minimum stress

within. So the maximum wall temperature is fixed at 2000 C.

B. Variation of Maximum Temperature and Stress with Liner Thickness

The maximum temperature and maximum stress generated for different liner thickness for each combination of liner and cylinder

block materials were calculated and plotted as shown below. In the following plots, the combinations are referred to as material 1-

material 2, where material 1 represents cylinder block and material 2 represents liner. For example, A383-CGI specifies that the

cylinder block material is A383 and the liner material is CGI.



19

(b)

(d)

(f)

(h)

(i)

Fig. 4: Maximum temperature/Maximum stress v/s liner thickness for various cylinder liner materials



20

From the above figures, we can observe that for the combination of Aluminum and iron alloys there is a minimum stress

accumulation at a liner thickness of 2.5 mm. Fig.4 (a), (c), (d), (f), (g) and (i) depicts this behavior. It is due to the fact that

aluminium alloys and iron alloys have different thermal expansion coefficients and at 2.5 mm liner thickness there is a minimum

differential thermal expansion between liner and cylinder block. Hence we can deduce that optimum liner thickness is 2.5 mm for

the above combinations. But in the case of A383-A390, A360-A390, A356-A390 combinations we can observe that there is no

considerable variation in maximum temperature as well as maximum stress with liner thickness. Fig.4 (b), (e), and (h) depict this

behavior. This may be because both liner and cylinder block are of aluminium based alloys having a similar coefficient of thermal

expansion and higher thermal conductivity as compared to iron alloys. Since there is no considerable variation of temperature and

stress with liner thickness for A383-A390, A360-A390, A356-A390 combinations, it can be assumed that 2.5 mm is the optimum

thickness for them also. Table 6: maximum temperature and minimum stress for different combinations at optimum thickness

Sl. No Material combination Optimum liner thickness (mm) Maximum temperature (0C) Minimum stress

(M Pa)

1 A383-Ductile iron 2.5 189.33 136.94

2 A383-CGI 2.5 186.03 126.22

3 A383-A390 2.5 163 118.26

4 A360-Ductile iron 2.5 185.07 116.92

5 A360-CGI 2.5 181.73 100.48

6 A360-A390 2.5 158.72 115.86

7 A356-Ductile iron 2.5 176.07 113.17

8 A356-CGI 2.5 172.65 98.91

9 A356-A390 2.5 149.58 97.14

C. Variation of Temperature Along Radial Distance from Liner

The temperature distribution along the radial distance from the liner was studied and a graph was plotted. These graphs are shown

in Fig. 6(a), 6(b), and 6(c) The section A-A’ represents liner cylinder wall boundary and sections B-B’ represents the cylinder wall

coolant boundary in Fig. 5..

Fig. 5: sectional view of engine

(a) (b)



21

(c)

Fig. 6: Temperature v/s radial distance plot for (a) CGI liner; (b) A390 liner; (c) Ductile iron liner

The above graphs depict the variation of temperature of each combination of the liner with radial distance. From Fig. 6

(a), 6(b), and 6 (c), it is seen that temperature drop across liner is minimum for A390 liner and it is maximum for ductile iron liner.

Fig. 6 (a) represents the temperature profile for CGI liner. This curve indicates that in the case of CGI the temperature drop is in

between that of Ductile iron and A390 and it lies closer to ductile iron. To sum it up the drop in temperature for ductile iron and

compacted graphite iron is higher than aluminium, which makes them more suitable as liner material. Table 7 shows the

temperature drop for different liner-cylinder block material combinations. Table 7: Temperature drop across Liner and cylinder block

Sl. No. Material Combination Temperature drop along Liner(0C) Temperature drop along cylinder block(0C)

1 A356-CGI 35.97 27.49

2 A360-CGI 35.35 35.3

3 A383-CGI 35.04 38.99

4 A356-A390 11.63 28.37

5 A360-A390 11.47 35.47

6 A383-A390 11.35 39

7 A356-Ductile Iron 39.76 27.32

8 A360-Ductile Iron 39.07 35.1

9 A383-Ductile Iron 38.73 38.78

From the Fig. 6 (a), 6(b), and 6 (c) it can also be seen that all curves have similar slops along the cylinder block. It may

be because all cylinder blocks are made of Aluminum-based alloys and they have similar thermal conductivities. The table also

shows the temperature drop along the cylinder block. The table indicates that the highest temperature drop is observed for A383

cylinder block and least for A356 cylinder block. The temperature contours and thermal stress contours for single cylinder models

are shown in Fig.7 and 8.

Fig. 7: Temperature contours of Liner and cylinder block for single cylinder model (A383-Ductile iron at 2.5 mm liner thickness)

From Fig.8, the maximum thermal stress is observed at the top of the outer surface of the liner, this is due to the high-

temperature formation at the top. The high stress so developed can be reduced by increasing the thickness of liner at this region.



22

Fig. 8: Thermal stress distribution of liner (A383-Ductile iron at 2.5 mm liner thickness)

D. Multi Cylinder Analysis

The results of a single-cylinder analysis reveal that is 2.5 mm is the best liner thickness. Based on this inference the analysis was

extended to a multi-cylinder model. The following table shows the maximum temperature and maximum stress for various

combinations at 2.5 mm liner thickness. Table 8: Maximum temperature and average stress for different combinations at optimum thickness

Sl.

No. Material combination Optimum liner thickness (mm)

Maximum

Temperature(0C) Average stress(M Pa)

1 A383-Ductile iron 2.5 182.35 132.1

2 A383-CGI 2.5 181.49 102.04

3 A383-A390 2.5 163.85 44.31

4 A360-Ductile iron 2.5 177.66 101.8

5 A360-CGI 2.5 176.82 91.77

6 A360-A390 2.5 159.44 40.02

7 A356-Ductile iron 2.5 169.3 124.17

8 A356-CGI 2.5 168.43 88.91

9 A356-A390 2.5 150.59 36.78

From table 8 it can be observed that average stress is minimum for aluminium alloy liners, it is due to the relatively low

differential thermal expansion between liner and cylinder block. The temperature contours for the multi-cylinder model are shown

in the figures below.

From Figures 9 and 10 of temperature contours, it is seen that the temperature at the intersection of two cylinders is higher

than the remaining region. It is due to the superposition of heat released by adjacent cylinders. Since it is only present in a small

region so its effect on the normal operation of the engine can be neglected.

Fig. 9 Temperature contour for A383-Ductile Iron combination at 2.5 mm liner thickness

Fig. 10 Temperature contour for A356-A390 combination at 2.5 mm liner thickness



23

V. CONCLUSIONS

A 3D structural and steady-state thermal simulation of a Tata Indica V2 diesel engine at rated speed (2500 rpm) was investigated

and the results show a good promise to increase the wall temperature of the cylinder liner. The influence of liner thickness and

material on temperature distribution and stress conditions was studied and the following conclusions were made.

– The optimum thickness for liner was found to be 2.5 mm.

– The maximum wall temperature at liner was observed for A383-Ductile Iron combination (182.35 0C).

– The thermal stress induced at the liner at was minimum for 2.5 mm thickness.

– Forthe liner and cylinder block are made of aluminium alloy, the thermal stress produced is minimum and it is found to be

least for A356-A390 combination. (36.78 MPa)

– Ductile iron and Compacted Graphite iron yields similar temperature profiles.

– To sum it up the cylinder block-liner combination with best temperature (182.350 C) and desirable thermal stress (132.1 MPa)

is A383-Ductile iron.

In the future, it is desirable to perform this analysis for aluminum alloys having higher thermal resistance so that high

wall temperature and low thermal stress can be achieved. Since Aluminium develops very less stress, they have a good possibility

of making future Liner material. Many types of research are going on to develop Aluminium alloys with lower thermal

conductivity.

REFERENCES

[1] Abdul Wahab Hassan Khuder, Ammar Ali AL-Filfily, Khalid M. Sowoud (2019). Mechanical Stresses Analysis in Cylinder Liner for Perkins 1306 Diesel Engine. Journal of Mechanical Engineering Research and Developments, 42(4) : 09-13.

[2] C H, Kiran & Shetty, MudduKrishna. (2014). Analysis of liner thickness and material on temperature distribution and stress condition in IC Engines.

[3] J. Michalski., P. Woś ., The effect of cylinder Liner surface topography on abrasive wear of piston-cylinder assembly in combustion engine. Wear Volume 271, Issues 3– 4, 3 June 2011, Pages 582–589

[4] Prakash Chandra Mishra ., Modeling the root causes of engine friction loss: Transient elastohydrodynamics of a piston subsystem and cylinder liner lubricated

contact Applied Mathematical Modelling Volume 39, Issue 8, 15 April 2015, Pages 2234–2260 [5] S. Pawara, , , X. Zhoua, T. Hashimotoa, G.E. Thompsona, G. Scamansb, , Z. Fanb, investigation of the microstructure and the influence of iron on the

formation of Al8Mn5 particles in twin roll cast AZ31 magnesium alloy, Journal of Alloys and Compounds Volume 628, 15 April 2015, Pages 195–198

[6] Vishwanathan, A. & Thirumavalavan, S. (2013). Simulation of wear and frictional behaviour of cylinder liner-piston ring combination with diesel and bio-diesel contaminated lubricant. Middle - East Journal of Scientific Research. 18. 1786-1791. 10.5829/idosi.mejsr.2013.18.12.11363.

[7] L.L. Myagkoy. 11-Advanced conventional internal combustion engine materials. 2014 pages 370-392, 393-408

[8] W. Hormaza., L. Mateus ., A. Maranon ., Failure analysis of a cylinder sleeve from a turbocharged diesel engine . Volume 16, Issue 5, July 2009, Pages 1355–1365

[9] N. M. Chigrinova., O. O. Kuznechik.,V. V. Chigrinov . Analysis of heat stresses of the parts of the cylinder–piston group with heat-protective coatings in an

internal combustion engine. Journal of Engineering Physics and Thermophysics, Vol. 77, No. 3, 2004 [10] R, T. Green, K. Jambunathan ., S. D. Probert., Heat Transfers Through Diesel-Engine Cylinder Liners. Applied Energy 14 (1983) 175-196

[11] HareeshNaik , p.d.a college of engineering, gulbarga; S. R. Hotti, p.d.a college of engineering, gulbarga; Omprakash D. Hebbal, p.d.a.college of engineering,

Gulbarga., “Experimental Investigations on Performance, Emission and Combustion Characteristics of Multi-Cylinder Diesel Engine Operating on Jatropha Methyl Ester at Very Low Load”., International Journal for Scientific Research & Development| Vol. 2, Issue 07, 2014

[12] Woschni, 1967 , "A universally applicable equation for the instantaneous heat transfer coefficient in the internal combustion engine", SAE Paper 670931

[13] Jhon B Heywood., “Internal combustion engine fundamentals”., McGraw-Hill Higher Education; International edition., pp 769 [14] Finite Element Procedures – Klaus-Jurgen Bathe, Prentice Hall of India Pvt. Ltd.- Sixth Edition 2002.

Documents

Stress Analysis in Cylinder Liner for Tata Indica V2