Feasible Study on Automobile Engine Block Manufacturing In Akaki Metal factory

Name: 1. Birhanu Gidi 2. Tewodros Derese

Date: 12June 2012

Feasible Study on Automobile Engine Block Production in Akaki Final Year Project Submitted Partial Fulfillment of the requirement of B.sc Degree TVET in Mechanical Engineering to Bahir Dar University Institute of Technology (Automotive Technology Stream) Prepared by: Name: 1. Birhanu Gidi 2. Tewodros Derese Advisor: Ato Amare

School of Mechanical and Industrial Engineering

Submission Date: 12June 2012

The project titled Feasible Study on Engine Block Manufacturing in Akaki Metal Factory is approved for the Bsc of Degree TVET in Mechanical Engineering in Automotive Technology Engineering Stream Board of Examiners Name Advisor: External:

Date: 12June 2012

Bahir Dar University

Institute of Technology

School of Mechanical and Industrial Engineering

Final Year project on partial fulfillment of the course Project Title: Feasible Study on Engine Block Manufacturing in Akaki Metal Factory Presented By: 1 . Birhanu Gidi
2. Tewodros Derese

Advisor: Ato Amare

Submission Date: 12June2012

Declaration
We declare that the project comprises our own work. In compliance with internationally accepted practices, we have duly acknowledged and referenced all materials used in this work. We understand that non_ adherence to the principle of academic honesty and integrity, misrepresentation or fabrication of any idea, data and fact source will constitute. Sufficient ground for disciplinary action by the University and can also evoke penal action from the sources which not been properly cited acknowledged.

Acknowledgment

First of all we would like to thanks our advisor ato Amare who support our research establishment and stay with us from the beginning of the project to the end by advising and guiding us by different ways. Secondly thanks to all staff members of our school who participate on approval of the project for their acceptance of our project. Finally we would like to thanks all participants in the success of this research and preparation of the report for their regard support. The following governmental and nongovernmental organization and Institutions are sharing our thanks many advance for their willingness and support in their regard. The Federal Ministry of Mining and Energy, Ethiopia Motor Engineering Company Bahir Dar Branch, The Federal Metal Corporation, Kality Metal fabrication and individual staff members and technicians of the above mentioned Organizations and Institutions for their respective support.

TABLE OF CONTENTS CONTENTSPAGE 1. Acknowledgment.. 2. Abstract. 3. Objectives of the project................... General objective.. Specific objective.. 4. Methodology.. 5. Scope of the project.. 6. Chapter One Introduction Back ground Statement of the project 7. Chapter Two Literature review. 8. Collected data.. 9. Limitation of the project.. 10. Conclusion.. 11. Recommendations..

List of Figures

List of Tables

List of Abbreviations

Abstract

This final year project report consists of the overall feasible study on Automobile engine Block manufacturing in Akaki. It includes clear objectives of the project, methodology followed to investigate the research, benefits and beneficiaries of the project, statement of the problem, literature review on automobile engine block production and related issues, good conditions, challenges and limitations while perform the research, conclusion and recommendations. Similarly questionnaires, interviews and observation techniques were implemented to collect the necessary date from industries and service giving companies.

Chapter One 1.1 Introduction

Many developed countries are dependent on the products of developed countries or industrialized countries including Ethiopia to gate industry products, such as machinery, equipment, vehicle, automobile and their respective spare parts of this product. Purchasing and importing of these products requires huge amount of money and budget. This interns affect the development of one country since it is impossible grow up by doing this as a permanent solution. There for developing countries will require industries which produce or manufacture these products by their own skilled man power and materials. Recently there are same micro and small industries in Ethiopia which are engaged on producing different kinds of materials and portions of same spare parts and also install automobile and cargo components. To mention some of industries which install automobile body: Mesfin Industrial Engineering, Abbay Executive and The Federal Metal Corporation are among the popular one. On this regard the problem of these governmental and non-governmental industries is the cost of the engine to import from the developed country and obtaining this engine at the required time. Therefore it is very important and necessary producing manufacturing auto mobile engine block into by the skilled man power and raw materials of the country in order to avoid this high amount budget spent for the engine block. This research focuses on study the feasibility of automobile engine block production in Akaki metal factory.

Background of the Mining sector of Ethiopia

The geology of Ethiopia ranges from oldest (Precambrian) to recent volcanic and sedimentary formation. The oldest (Precambrian) rocks host most of the economic metallic mineral deposits that include primary and secondary enriched (placer) gold, platinum, platinum group elements (PGE), nickel, tantalum, base metals (like copper, lead and Zinc), industrial minerals (like phosphate, iron ore),gem stones (like ruby, emerald, sapphire, garnet, etc) and also decorative and dimension stones such as marble, granite and other colored stones. The sedimentary (Mesozoic) rocks also host, other than the natural fuel minerals (oil, gas, oil shale, coal, etc.), some other metallic ores like malachite, manganese, gypsy ferrous minerals as well as enormous construction and cement raw materials resources. The volcanic and sedimentary rocks of the recent age (Cenozoic) host most world class industrial minerals such as potash, rock salt, bentonite, soda ash, diatomite, opalized stones and numerous types of construction and cement raw materials.

1.2 Statement of the problem

The research is designed to study the feasibility of automobile engine block manufacturing in Akaki based on two basic problems. These are: I. Recently the cost of the Engine Block is the highest part in construct or install automobile, since the engine block of any automobile is not produced in the country. The engine is not available at the required time for automobile install industries and customers.

II.

With this regard the researchers planned to perform the research based on the following questions. Some of the basic questions raised in the mind of the researcher include: Why yet automobile engine Block is not manufactured in Akaki? What are challenges and good conditions around automobile engine block production present day in Akaki? What type of resources available in the country for engine block production and what are sources not available? Are there human, economy and material resources or potentials to establish automobile engine block manufacturing industries? The above questions are the starting point to look the way in investigating the information and data collection. Hence this issue is required attention at this time and therefore the project is necessary and on time to be performed. Present day there are potential around industries manufacturing metal and hence they apply casting process in their operation. In the other hand automobile engine is manufactured by casting process. Since automobile industry is beneficial at this time into the country, performing research around this sector is necessary. With the development of the country the citizen of the country become economically growth and this in turn led them to establish different industries and companies. These industrial and non- industrial sectors of business required transportation for goods and personal use.

Generally:
Since the cost invested for purchasing and importing engine is high , The required engine block at the required time is not available, Manufacturing engine in the country avoid huge amount of money and wasting of time

 Automotive industry is beneficial at this time into the country Therefore establishing engine block manufacturing industries at this time into the country is critical issue

1.3 Objectives of the project General objective

The main and the major objective of this project is to study the feasibility of automobile engine manufacturing or production in Ethiopia.

Specific objectives
To understand the overall condition around automobile engine production in Ethiopia in present day. To identify the availability of raw materials which are used to manufacture automobile engine block in Akaki Metal Factory. To understand good conditions and challenges will faced by industry owners who want to invest on this sector. To seek out information and data which are important for establishing engine block manufacture industries. To understand causes which limit engine production until now in Akaki Metal Factory.

1.4 Scope of the study

This research focuses on the study of conditions for the possibility of automobile engine block manufacturing in Akaki. On the way the research identify the availability of resources for automobile engine block production by gathering information from Akaki Metal Factory. Since there is no industry in the country which produces or manufactures automobile engine block, it is impossible to get data based on experiments. As a result this study restricted on identifying and study the feasibility of automobile engine block manufacturing in Akaki Metal Factory based on the information obtained from this industry.

1.5 Significance of the study

The researcher believes that the study will have significant contribution to the industries which want to establish automobile engine block manufacturing industry and enterprise into the country and also for customers. The study of this research

enhances the production of automobile engine block by providing relevant data and information regard to the sector. It also used to increase productivity and wise resources utilization. Furthermore the study is help for further research.

1.6 Source of Data

The main sources of data for this research include: various literatures text books, industry employees, technicians, Ministry of Mining, Akaki Metal factory. Consultations were also held with our advisor, industry section head and mining professionals in order to gather the necessary data required to conduct the study.

1.7 Data Analysis Method

The researchers used cause and effect analysis method, using information and data obtained from Akaki Metal Factory and Ministry of Mining. Since there is no industry or enterprise which manufactures automobile engine block laboratory experiment and design of experiment not included. With advisor and regard personnel the information and data obtained were analyzed. The researchers assessed and observed the existing situations of automobile engine block manufacturing in Akaki Metal Factory for about three months.

1.8 Methodology
The researches will follow and apply the following steps to success the research work. 1. Literature review on automobile and motor vehicle engine block 2. Exploratory survey, to identify the main reasons, why still automobile engine block is not manufactured in Akaki, through observation and interview. 3. Data will collected using questionnaires and systematic observations. 4. The collected data will analyzed and cheeked using appropriate sources. 5. Finally all collected data and information are well organized and structured for proper presentation and documentation.

1.9 Back ground

In the last 250 years engines of various kinds have played an important rople in the world civilization and a bit of history helps put into perspective the achievements of the various pioneers.

In 1673 the Dutch man Huygens become the first inventor to employ a piston working inside a cylinder and built an internal combustion engine that used gun powder as a fuel. The German Gottieb Daimler (1834-1900) soon changed that. He introduces fuel refined from the lighter hydro carbons now known as petrol. He also introduced an elementary carburetor, hot tube ignition and managed to increase the maximum engine speed to 720/min. Henery ford is well known in American for making the automobile affordable to the average person in the early 1900`s. His car ran on 3 wheels and looked like average big tricycle that had no pedals and could hold two people. Engine is the main part or component of an automobile which is used as the main power supply. In other word engine block is the main and basic part of the engine which hold almost all other parts of the engine. There

Chapter Two Literature review 2.1 Automobile Engine

Automobile engine: apparatus that converts fuel to mechanical energy to power a car. The principal components of Automobile Engine include: Air filter: device that removes impurities from air passing through it. PVC hose: vinyl tube. Filter hole: cylindrical part forming the opening of the oil container. Cylinder head cover: removable cover on the upper part of the motor. Spark plug cable: cable connecting the spark plug to the distributor cap. Spark plug cover: spark plug cover. Spark plug: ignition device of an internal combustion engine. Exhaust manifold: system that collects spent gases. Dip stick: instrument that measures the level of oil in a motor. Flywheel: wheel that, while turning regulates the speed of the engine. Engine block: set consisting the motor, the clutch and the gearbox. Exhaust pipe: pipe through which spent gas is expelled. Oil filter: device that removes impurities from oil passing through it. Gas line: network of hoses that transports the gas. Gas pump: device that moves gas from the gas tank to the engine. Oil drain plug: cylindrical part that is removed to drain oil from the engine. Radiator hose: treated rubber tube that connects the lines of a combustion engine.

Pulley: small wheel with a grooved rim, bitted with a belt that turns the cooling fan. Fan belt: piece of rubber that wraps around the pulleys and turns the cooling fan. Water pump: device that circulates water through the radiator. Fan: apparatus that feed in oxygen the engine's combustion. Alternator: generator that enables current in both directions. Distributor: case that enables engine's ignition

Among these parts of automobile engine this particular research focuses on Engine Block. In this paper, materials used to manufacture engine blocks for passenger vehicles will be discussed. The discussion of the component, its functional requirements, and the materials used to manufacture the part are included. The mechanical properties of the individual alloys will be incorporated, as well as the manufacturing processes used to fabricate the component.

2.2 Engine Block

An engine block is the core of the engine which houses nearly all of the components required for the engine to function properly. The block is typically arranged in a V, inline, or horizontally-opposed (also referred to as flat) configuration and the number of cylinders range from either 2 to as much as 16.

Fig: 2 .Engine block 2.3 Functional Requirements of a Cylinder Block

Because engine blocks are a critical component of an engine, it must satisfy number of functional requirements. These requirements include lasting the life of the vehicle, housing

internal moving parts and fluids, ease of service and maintenance, and withstand pressures created by the combustion process.

2.4 Required Material Properties

In order for an engine block to meet the functional requirements listed above, the engineering material(s) used to manufacture the product must possess high strength, modulus of elasticity, abrasion resistance, and corrosion resistance. High strength is a particular concern in diesel engines, since compression ratios are normally 17.0:1 or higher (compared to about 10.0:1 for conventional engines). The material should also have a low density, thermal expansion (to resist expanding under high operating temperatures), and thermal conductivity (to prevent failure under high temperatures). Good machine ability and cast ability of the metal alloy are also important factors in selecting the proper material, as the harder it is to machine the product, the higher the costs of manufacturing. In addition to the previously mentioned properties, the alloys must possess good vibration damping to absorb the shuddering of the moving parts.

2.7 Metals Used in the Manufacture of the Cylinder Blocks

Based on the functional requirements of the cylinder block and the material properties required to meet the functional requirements, industries have used cast iron and aluminum alloys to manufacture the blocks. Cast iron alloys are used because of the combination of good mechanical properties, low cost, and availability. Certain aluminum alloys combine the characteristics of iron alloys with low weight, thereby making the material more attractive to manufacturers who are seeking a competitive edge. Compacted graphite cast iron is lighter and stronger than gray cast iron, making the alloy a more attractive alternative to the latter in the production of cylinder blocks, particularly in diesel engines. Magnesium alloys, which were previously unsuited for use as an engine block material, have the advantage of being the lightest of all the mentioned metals, yet still retains the required strength demanded by a block. Until recently, cast iron and aluminum alloys have been the preferential materials used to manufacture most diesel and conventional gasoline-powered engine blocks. However, with a greater emphasis on increasing the efficiency of the engine via weight reduction, manufacturer shave began to look for alternative alloys that are lighter than cast iron and aluminum alloys, while retaining the necessary strength to withstand the forces of an engine. As of late, new manufacturing processes have been developed that have engendered two new alloys suitable for use in an engine block, magnesium alloy AMC-SC1 and compacted graphite cast iron (CGI). In this paper, the functional requirements of the engine block, the processes used to manufacture the part, Many early engine blocks were manufactured from cast iron alloys primarily due to its high strength and low cost. But, as engine designs became more complicated, the weight of the engine (and the vehicle) had increased. Consequently, the desire among manufacturers to use lighter alloys that were as strong as cast irons arose. One such material that was being used as a substitute was aluminum alloys. Used sparingly in the 1930s (due to problems with durability)

2.7.1 Cast Iron

Cast iron was usually used to make engine block because of its durability level, at one period of time Cast iron was the main basic building block of the automotive industry. Over the period of years cast iron was substituted for other material like aluminum with

the basic idea of reducing the weight of a vehicle. Cast iron generally means grey cast iron, but classify a big faction of ferrous alloys, which coagulate with a eutectic. Iron makes up nearly 95 per cent where as the key alloying agents are carbon and silicon. The quantity of carbon in cast iron is anywhere between 2.1 per cent to 4 per cent cast irons also generally comprise of appreciable quantities of silicon, generally anywhere between 1-3 per cent. Due to its low melting point, good fluidity, cast ability, exceptional mach inability and ware resistance, cast irons have gone on to become a vital engineering substance with a broad range of applications. Cast iron is defined as an alloy of iron (Fe) and carbon (C) with the carbon content greater than 2 weight %. Other alloying elements may be added to enhance mechanical properties or ease processing. Cast iron is used in engine blocks as it is much cheaper and easier to produce and manufacture than aluminum (Al). It also has superior wear resistance, vibration damping, higher yield point (stronger), greater toughness and a much higher melting point.

Cast iron was usually used to make engine block because of its durability level, at one period of time Cast iron was the main basic building block of the automotive industry. Over the period of years cast iron was substituted for other material like aluminum with the basic idea of reducing the weight of a vehicle. Cast iron generally means grey cast iron, but classify a big faction of ferrous alloys, which coagulate with a eutectic. Iron makes up nearly 95 per cent where as the key alloying agents are carbon and silicon. The quantity of carbon in cast iron is anywhere between 2.1 per cent to 4 per cent cast irons also generally comprise of appreciable quantities of silicon, generally anywhere between 1-3 per cent. Due to its low melting point, good fluidity, cast ability, exceptional machinability and ware resistance, cast irons have gone on to become a vital engineering substance with a broad range of applications. Most modern petrol engines (Otto cycle) now use aluminum engine blocks due to the significantly lower density of Al.

2.7.2 The type of Iron used to Manufacture Classifications of Cast Irons

Classifications are determined by the eutectic graphite/carbide forms present in the iron microstructure. Classifications are controlled by alloying, Solidification rates and heat treatment. Classifications of cast irons: White Irons Malleable Irons Gray Irons Ductile Irons Compacted Graphite Irons

2.7.3 Gray Cast Irons

Gray cast irons form graphite flakes during solidification. The gray iron microstructure is due to slow solidification rate sand silicon alloying that promotes graphite formation. Gray irons typically have low ductility and moderate strength, but they have high thermal conductivity and excellent vibration damping properties. Gray irons get their name from their dull gray fracture features.

Grey iron is a very useful metal in engineering construction.

The main advantages in favor of its use are as follows: Its cheapness Its low melting point {1150 1200 centigrade} Fluidity when in the molten condition A further good property of cast iron is that the free graphite in its structure seems to act as a lubricant, and when large machine slides are made of it a very free- working action is obtained. The fluidity of iron when in the molten condition enables it to be used widely for making casting of parts having intricate shapes such as the bodies of machines and other components. These are cast with metal from the eupola, in moulds prepared in sand, the moulds being made from wooden patterns. The fracture of grey cast iron shows a crystalline or granular structure and a strong light will give a glistening effect due to reflection on the free graphite particles. The presence of this free graphite is also shown when filing or machining cast iron as it makes our hands black. Cast iron is brittle and may easily be broken if a heavy enough hammer is used. It should be noted that grey cast iron is an ideal material for construction because it can be cast into any shape. Diesel engine blocks, especially those used in the heavy trucking industry, are still made of cast iron. The diesel cycle runs higher pressures and temperatures than the Otto cycle. The types of cast iron used are mainly grey cast iron or compacted graphite iron (CGI).

2.7.4 Properties of Gray Cast Irons Classifications and Mechanical Properties.

Casting Grade SAE J431 Class per ASTM A48M Typical Carbon Content (%) Theoretical Minimum Tensile Strength (MPa Typical Brinnel Hardness Range (BHN 163 223 170 229 170 30 G3000 G11 G3500 35 3.30 - 3.55 3.35 - 3.60 198 217 187 241 207 255

Current

Previous

G7 G9

G1800

20 25

3.50 - 3.70 3.45 - 3.65

124

G2500 G10

3.25 - 3.50 G12 G13 G4000 G4000 40 40 3.15 - 3.40

272

217 259 217 259

268

2.7.5 Mechanical Properties of Gray Cast Irons

Gray cast irons exhibit very little ductility. Typical elongations in tensile testing are less than 0.5%.Impact strength and notch sensitivity are poor due to the graphite flakes acting as stress risers. Fatigue strengths of gray cast irons are low due to effects of the graphite flakes on crack initiation

2.7.6 Elevated Temperature Mechanical Properties of Gray Cast Irons

Gray cast irons maintain their mechanical properties up to approximately 500C. Above 500C the mechanical properties drop quickly.

2.7.7 Wear and Abrasion Resistance of Gray Cast Irons

The wear/abrasion resistance of gray cast irons is dependent upon the microstructures. Increasing amounts of graphite and free ferrite reduce wear/abrasion resistance. Increasing amounts of pearlite improves wear/abrasion resistance. The higher grades tend to have greater wear/abrasion resistance than lower grades. Gray cast irons have wear/abrasion resistance comparable to non-heat treated medium carbon steels

Heat Absorption Properties of Gray Cast Irons

Material G1800 Gray Cast Iron G3000 Gray Cast Iron G4000 Gray Cast Iron Density g/cm3 7.15 7.2 7.25 Heat capacity j /kg k) 545 545 545 Specific Heat(J/cm3 K) 0.076 0.076 0.075 Melt Temperature 1150 1145 1145

2.7.8 Vibration Damping Properties of Gray Cast Irons

The composite nature of gray cast irons (steel plus graphite flakes) along with crystal and bonding structure of graphite makes gray cast irons one of the best vibration damping metals.

Fig: Damping capacity

2.7.9 Corrosion Resistance of Gray Cast Irons

The difference in electrode potentials between the ferrite/iron carbide matrix and the graphite flakes is very large. This results in mini-galvanic cells with graphite as the cathode and the ferrite/iron carbide matrix as the sacrificial anode, which is the primary cause of the very poor corrosion resistance of gray cast iron.

2.7.10 Manufacturability of Gray Cast Irons Excellent Cast ability

Low melting temperatures of near eutectic compositions minimize oxidation of the molten iron. Small solidification temperature range of near eutectic compositions helps minimize

shrinkage porosity. Low density of graphite reduces the volumetric shrinkage during the solidification of the eutectic material.

Excellent Machinability
o Graphite flakes make gray cast irons chip well, which reduces stress on machining tools. o Graphite flakes also act as solid lubricants. o High thermal conductivity minimizes heat build-up in tool

2.7.11 Properties Desired for Brake Rotors

High strength and durability to sustain torque loads from braking Stable mechanical and frictional properties through range of expected service temperatures High wear resistance through range of expected service temperatures High heat absorption capability to absorb braking energy High thermal conductivity to transport frictional heat away from braking surfaces High vibration damping capacity to minimize NVH issues Minimal thermal expansion to minimize performance variability High degree of corrosion resistance Excellent machinability Inexpensive material and processing costs

2.7.12 Typical Gray Cast Iron Rotor Casting Process

Core Molding Raw Materials

Sand Molding Raw Materials

Melt Raw Materials

Core Making Process

Sand Mixing Process

Melting Process

Core Making Process

Sand Molding Process

Melt Treatments

Metal Pouring Process

Casting Cooling and Shakeout

Casting Cleaning Processes

2.7.13 Melting Processes Used for Production of Gray Cast Iron Castings
Cupola Melting Electric Melting Electric Induction Melting Electric Arc Melting Combustion Fired Reverberatory Melting

2.7.14 Raw Materials Used in the Melting of Gray Cast Irons

Iron Sources Scrap Iron Internal Returns Machined Chip Briquettes External Purchased Scrap Scrap Steel Pig Iron Coke Graphite and Silicon Carbide Ferro-silicon and Ferro-manganese

2.7.15 Molding Processes Used for Production of Gray Cast Iron Castings
Permanent Mold Processes Investment Mold Processes Sand Mold Processes Cope and Drag Sand Molding Diametric Fleckless Sand Molding Lost Foam Sand Molding

2.8 Cope and Drag Sand Molding Process

Mold parting is horizontal. Molded sand and casting are contained in a steel flask. There are minimal casting size and weight limitations. There is greater flexibility for gating and riser design. In some cases this process can provide a more uniform casting microstructure and soundness.

2.8.1 Cupola Melting of Gray Cast Iron

Its a continuous melting process. Exothermic reaction between coke and air provides the thermal energy for melting. Coke and its reaction products provide the carbon in the melt. Uses greatest variety of charge materials. Varying melt content is very difficult. It is more difficult to meet environmental standards.

Fig: Cupola melting of Gray cast Iron

2.8.2 Electric Melting of Gray Cast Iron Its a batch melting process.
Induced electric current in charge or electric arc provides the thermal energy for melting. Graphite and silicon carbide are added to provide carbon in the melt. Restricted to specific charge materials. Each batch can have a different target composition. Less environmental concerns. More sensitive to impurities.

2.8.3 Inoculation of Molten Gray Cast Iron

Inoculant is added to the liquid metal to help prevent the formation of eutectic carbides and aid graphite nucleation. Inoculants are primarily Ferro-silicon often with small amounts of varying elements to aid in nucleation. Inoculants are typically added in the pouring/transfer ladles and in-stream during pouring. Inoculation also helps to prevent dendritic graphite (types D and E per ISO 945). The effects of inoculation are reduced with time after they are introduced to the liquid metal. This is commonly called inoculant fade.

2.8.4 Molding Processes Used for Production of Gray Cast Iron Castings
Permanent Mold Processes Investment Mold Processes Sand Mold Processes Cope and Drag Sand Molding Disamatic Flask less Sand Molding Lost Foam Sand Molding

2.8.5 Cope and Drag Sand Molding Process

Mold parting is horizontal. Molded sand and casting are contained in a steel flask. There are minimal casting size and weight limitations.

There is greater flexibility for gating and riser design. In some cases this process can provide a more uniform casting microstructure and soundness.

Fig: Cope and Drag Sand Molding Process 2.8.6 Disamatic Flask less Sand Molding Process
Mold parting is vertical. All metal in gates, risers and casting cavities are contained within the flask less sand molds. There are casting size and weight limitations due to the hydrostatic pressure built up within the mold.

There is reduced flexibility for gating and risers.

2.8.7 Green Sand Granularity Molding Sand Properties

The properties of green sand and core sand have a significant impact on the dimensional consistency and metallurgical quality of the castings. Typical green sand properties controlled in the mixing and molding process: Green sand compact ability Green sand strength Sand moisture Sand temperature Green Sand Permeability Green Sand Plasticity Wet tensile strength Volatile material composition Percent Active Clay Weight Loss on Ignition

2.8.8 Casting Cooling in the Sand Mold

The time the casting spends in the sand mold is typically 20 to 60 minutes. This time is often referred to as the shake-out time. The time the casting spends in the sand provides slow uniform cooling of the castings. A long shake-out time can help minimize residual stresses that can lead to rotor warp age in service. A long shake-out time could result in free ferrite formation and soften the castings. This is especially true for high carbon gray cast irons. Too short of a shake-out time may lead to possible austenite transformations to marten site or bainite.

2.8.9 Removal of Castings from the Sand Molds In the Disamatic flask less molding process.
The sand molds and castings are pushed off the end of the molding lines onto shaker tables. In the cope and drag molding process the sand molds and Castings are pressed out of the flasks. Didion rotary drums and/or shaker tables are used to Separate the sand from the castings and break off gates and risers.

2.8.10 Casting Cleaning

Any remaining gates, risers or sprues still attached to the castings are manually hammered off. Castings are shot blasted to remove any remaining sand and clean off minor flash. Either tumble or rack blasting are used. Castings are ground (manually or semi automatically) to removed excessive flash or gate material that may interfere with machining.

2.8.11 Heat-Treatment of Rotor Castings Gray cast iron can be heat treated with many of the same processes that are used for steels and nodular cast irons.
Rotor Casting Heat-Treatments Stress Relieving Heat-Treatments Annealing Heat-Treatments Other Heat-Treatments

2.8.12 Stress Relieving Heat-Treatment of Gray Cast Iron Rotors

Stress relieving of gray cast iron rotors cans be performed to minimize rotor war page that can occur under extreme service conditions. Stress relieving of semi-finished rotors is done in Europe for many rotors designed for high performance vehicles. Stress relieving is typically performed in the temperature range of 500C and 650C for periods up to 24 hours. Stress relieving has no significant effect on microstructure or mechanical properties.

2.8.13 Annealing Heat-Treatment of Gray Cast Iron Rotor Castings

Annealing of gray cast iron rotor castings was performed in the past to soften hard castings. Annealing is typically performed in the temperature range of 600C and 700C for periods up to 24 hours. Annealing will reduce the hardness of the castings. Annealing will begin to spherodize the iron carbide in the partite microstructure. Annealing may increase the amount of free ferrite through graphitization of the iron carbide in the partite matrix. Annealing is typically not allowed for gray cast iron rotors today.

2.8.14 Other Heat-Treatments Considered for Gray Cast Iron Rotor Castings
Many other heat treatments have been considered to improve specific properties of the gray cast iron, but the costs and/or the technical disadvantages have outweighed the benefits. Austempering Heat Treatments Induction Hardening Heat Treatments Carburizing and Nitro carburizing Heat Treatments

2.8.15 Cast Iron Rotor Casting Process Sample Questions

1. Which melting process (cupola or electric) would likely be best if you desired slightly lower silicon content than is used in the standard gray cast iron grades?

Answer: It is difficult to adjust chemistries with a cupola melting process because of the
continuous melting. Electric batch melting provides the ability to tailor chemistries specific to designs. 2. Which molding process (cope and drag or Disamatic) would likely provide a more uniform casting integrity and casting balance for a integral hub and rotor design with a large offset?

Answer: The Disamatic molding process typically gates from the bottom and has risers at
the top, which can result in varying degrees of shrinkage porosity with more complex casting designs. The cope and drag process can better utilize a riser and gating pattern that minimizes shrinkage porosity. 3. Which sand separation process (Did ion drum or shaker tables) would be more likely to cause damage to thin and/or sensitive sections of a casting?

Answer: The casting in a Did ion drum can fall and strike other casting from distances as
much as 2 to 3 feet. Therefore, shaker tables may provide less damage to castings with thin or sensitive sections than Did ion drums.

2.8.16 Areas for Future Material Developments for Gray Cast Iron Rotors
Coatings and surface treatments to prevent or minimize brake surface corrosion Alloying to improve thermal conductivity and/or wear resistance Alloying or heat treatments to modify the microstructure for improved vibration damping Composites of gray iron and other metals or ceramics

2.8.17 Alternative Materials to Gray Cast Iron for Brake Rotor Applications
Aluminum Metal-Matrix Composite Materials Operational brake surface temperatures are limited to approximately 450C maximum. Cost is approximately 2 to 3 times the cost of gray cast iron rotors. Graphite/Graphite and Graphite/Composite Materials Operational temperatures not limited by rotor material. Frictional properties are better at higher temperatures.

Cost is nearly a hundred times the cost of gray cast iron rotors.

2.8.18 Concluding Remarks

Gray cast iron has nearly all the properties that are desired for brake rotor applications. This combined with the very low costs of materials and processing makes gray cast iron a potentially unbeatable material value in brake rotor applications.

2.9.1 Mechanical Properties of the Alloys

Both conventional and diesel-fueled cylinder blocks are subjected to thermal strains, aggressive wear conditions, and high fatigue stresses that an alloy must be able to endure. Engineers must be able to select the proper material that meets the mechanical requirements previously set. For example, the required mechanical properties for a typical aluminum engine block includes an ultimate tensile strength of 245 MPa, yield stress of 215 MPa, and fatigue strength of 60 MPa. Listed in the following sections are alloys that are current being used to cast engine blocks and their mechanical properties. 3.1.1 Gray Cast Iron Alloys Gray cast iron alloy have been the dominant metal that was used to manufacture conventional gas-powered engine blocks. Though extensive use of aluminum alloys has diminished the popularity of this material, it still finds wide use in diesel-fueled blocks, where the internal stresses are much higher. Gray cast iron alloys typically contains 2.5-4 wt. % carbon 6 and 1-3 wt. % silicon, 0.2-1.0 wt. % manganese, 0.02-0.25 wt.% sulfur, and 0.021.0wt.%phosphorus. It has excellent damping capacity, good wear and temperature resistance, is easily machinable, and is inexpensive to produce. However, gray cast irons are relatively weak and are prone to fracture and deformation. Due to these problems, compacted graphite iron has recently begun to compete with gray cast iron as the choice material to produce diesel engine blocks. Figure 2 shows the BMW S54 inline-6 used in their high performance M3 coupe. It is interesting to note that the cylinder block for this engine is constructed from gray cast iron, whereas the block for the BMW M54 engine, the basis of architecture of the S54, was made of aluminum alloy. One possible reason why the S54 block was made from gray cast iron was the need for a stronger material that could tolerate the higher performance levels (the S54 produces 333 brake horsepower and has a maximum engine speed of 8000 rpm, whereas the M54 produces 184-225 brake horsepower with a maximum engine speed of 6500 rpm).

Compacted Graphite Cast Iron

Compacted graphite cast iron (CGI), which was accidentally discovered while trying to produce ductile cast iron, possesses higher tensile strength and elastic modulus than gray cast iron due to the compacted graphite found on the microstructure of CGI. Table 1 shows the comparison between the strengths and modulus of elasticity of gray cast iron and CGI. As seen in Table 1, gray cast iron has a lower tensile strength than CGI, despite its higher weight

Table 1: Comparison of tensile strength and modulus of elasticity of gray cast iron and compacted graphite cast iron Gray cast iron Compacted graphite cast iron Tensile strength ,MPa 160-320 300-600 Modulus of elasticity, GPa 96-110 170-190 Like gray cast iron, compacted graphite cast iron has good damping capacity and thermal conductivity, but its difficulty to machine has limited the wide-scale use of CGI. A new manufacturing process, however, has opened the way for larger applications of CGI. The development of rotary insert tools has increased the life of the tools used to machine the metal, thus allowing manufacturers to use CGI without worrying about purchasing new tools. Initial projections of 150,000 diesel engines produced (by Ford and Peugeot) per year are an indication that manufacturers are embracing the use of CGI as the material to produce cylinder blocks. Figure 3 shows Ford/Peugeots diesel engine that contains a block made of compacted graphite cast iron.

Aluminum Alloys
Aluminum alloy use has gained popularity since the 1960s as a way to reduce the overall weight of the vehicle. There are two practical implications: improved performanceto weight ratio and increased fuel efficiency. The drawbacks of using aluminum in engine blocks are that they are more expensive to manufacture than cast iron alloys. However, the strength-to-weight ratio of aluminum alloys is hard to ignore, and manufacturing processes developed throughout8 the years have minimized the cost disparity between aluminum and cast iron. There are two aluminum alloys that are mainly used in the manufacture of cylinder blocks: 319 andA356.Aluminum alloy 319 has a composition of 85.8-91.5 wt. % aluminum, 5.5-6.5 wt. %silicon, 3-4 wt.% copper, 0.35 maximum wt.% nickel, maximum 0.25 wt.% titanium, maximum0.5 wt. % manganese, maximum 1% iron, maximum 0.1 wt. % magnesium, and maximum 1 wt. %zinc [13]. The alloy has good casting characteristics, corrosion resistance, and thermal conductivity. When heat treated with the T5 process, it possesses high strength and rigidity for engine block use. The LS1 engine of the 5thgeneration Chevrolet Corvette (1997-2004) is an example of an engine that utilizes aluminum alloy 319-T5 as its block, shown in Figure 2.Aluminum alloy A356 has a composition of 91.1-93.3 wt.% aluminum, 6.5-7.5 wt.% silicon, 0.25-0.45 wt.% magnesium, and maxima of 0.2 wt.% copper, 0.2 wt.% titanium, 0.2wt. % iron and 0.1 wt. % zinc [13]. Mechanical properties are similar to that of aluminum alloy319. However, when heat treated with a T6 treatment, it possesses higher strength than 319.

Table 2 compares the tensile strength and modulus of elasticity of both alloys. Note the lower elastic modulus of A356-T6 compared to that of 319-T5. Figure 3 demonstrates an example of an engine using A356-T6 for its block. Table 2: Comparison of strength and elastic modulus of aluminum alloys 319-T5 and A356T6 Aluminum alloy 319-T5 Aluminum alloy A356-T6 Aluminum alloy 319-T5 Aluminum alloy A356-T6 Tensile strength, MPa 178 215 Modulus of elasticity, GPa 74 72.4

Magnesium Alloys
Magnesium alloys have been used in engines before, but not for cylinder blocks. Rather, they were used as valve covers, cylinder head covers, intake manifolds, rocker arm covers, air intake adaptors, induction systems, and accessory drive brackets. The biggest attraction for manufacturers is that the material is much lighter than cast iron and aluminum alloys and has the same strength as cast iron and aluminum alloys. Material scientists and engineers were determined to exploit these characteristics of magnesium alloy and use it to fabricate engine blocks. There were a number of magnesium alloys available that met or exceeded the requirements demanded by manufacturers for an engine block, but insufficient material stability at high temperatures hindered their actual use. However, in 2003 material scientists and engineers from the Cooperative Research Center for Cast Metals Manufacturing and the Australian Magnesium Corporation presented their discovery of sand-cast AMC-SC1 magnesium alloy. This grade of magnesium alloy contains two rare earth elements, lanthanum and cerium, and was heat-treated with T6. This stabilizes the strength of the alloy at high engine operating temperatures, which is a necessary requirement for a cylinder block material. Battles et al. had performed experiments to determine the yield and creep strengths of AMC-SC1 and their results are shown in Table 3 [17]. From Table 3, the most significant point is that the yield strength of AMC-SC1 essentially stays the same at 177C as it does at room temperature. This means that the material is able to tolerate a wide range of operating temperatures without a loss in strength. Other properties of the magnesium alloy10 include good thermal conductivity, excellent machining and casting qualities, and excellent damping characteristics. To demonstrate the significant weight savings of magnesium alloy over cast iron and aluminum alloy, consider BMWs inline-6 R6 (shown in Figure 4), which replaced the companys M54 aluminum engine. Its cylinder block is made of AMC-SC1 and is said to have decreased the weight of a comparably-built gray cast iron and aluminum alloy block by 57% and 24%. So far, BMW is the only company to have used magnesium alloy cylinder blocks in production vehicles. But, with a significant weight advantage over the current alloys used today and negligible increase in cost, other manufacturers will begin to consider the use ofAMC_SC1 and possibly other grades of magnesium alloys for engine blocks.

Table 3: Yield and creep strengths of magnesium AMC-SC1 at room temperature, 150C, and 177C. Room temperature 150C 177C (24C) Yield strength, MPa 120 116 117 Creep strength, MPa _ 120 98

2.8 The casting design issues

Design for performance Design for a cast ability and Design for cast

2.9 Design of Engine cylinder In design of a cylinder for an I.C. Engine, it is required to determine the following values:
I. II. III. IV. Thickness of the cylinder wall Bore and length of the cylinder Cylinder flange and studs and Cylinder head

I.

Thickness of the cylinder wall

The cylinder wall is subjected to gas pressure and the piston side thrust. The gas pressure produces two types of stress: A. Longitudinal stress and

B. Circumferential stress Since these two stress act at right angles to each other therefore, the net stress in each direction is reduced. Let: Do= Outside diameter of the cylinder in mm Di= Inside diameter of the cylinder in mm P= Maximum pressure inside the engine cylinder in N/mm2 t= Thickness of the cylinder wall in mm and 1/m= Poisons ratio: It is usually taken as =0.25 A. Then the apparent longitudinal stress is given by: l=Force/Area= /4D2p//4 =Di2*P/(Do)2_(Di)2 (Do) 2_ (Di) 2

B. The apparent circumferential stress is given by:

c= Force/Area=D*l*p/2t*l
Where, l is the length of the cylinder and area is the projected area. C. Net longitudinal stress =l_c/m

D. The thickness of a cylinder wall (t) is usually obtained from a thin cylindrical formula, t=P*D/2c+C
Where: P= maximum pressure inside the cylinder bore in N/mm2 D=Inside diameter of the cylinder or cylinder bore in mm

c= permissible circumferential or hoop stress for the cylinder material

in MPa or N/mm2. Its value may be taken from 35MPa to 100MPa depending upon the size and material of the cylinder.

C= Allowance for re boring

The allowance for re boring for (C) depends upon the cylinder bore (D) for I.C Engines is given in the following table. Table: D(mm) 75 100 150 200 250 300 350 400 450 500 C(mm) 1.5 2.5 4.0 6.3 8.0 9.5 11.0 12.5 12.5 12.5

The thickness of the cylinder wall usually varies from 4.5mm to 25mm or more depending on the size of the cylinder.

II. Bore and length of the cylinder The bore (inner diameter) and length of the cylinder determined from the following measurements. Let: Pm= Indicated mean effective pressure on mm2 D= Cylinder bore in mm A= Cross sectional area of the cylinder in mm2=D2/4 L= Length of stroke in meters N=Speed of the engine in r.p.m and = Number of working strokes per minute =N for two stroke engine, N/2 for four stroke engine. Then the power produced inside the engine cylinder or indicated power is
given by: I.P = Pm*l*A*n/60 Watts From this expression the bore (D) and the length of stroke is generally taken as 1.25D to 2D Since there is a clearance on both sides of the cylinder therefore the length of the cylinder is taken as 15% greater than the length of stroke. I.e. length of cylinder L= 1.15*Length of stroke=1.15l

III.

Cylinder flange and Studs

The cylinders are cast integral with the upper half of the crank case or they are attached to the crank case by means of a flange with studs or bolts and nuts. The cylinder flange is integral with the cylinder and should be made thicker than the cylinder wall. The flange thickness should be taken as 1.2t to 1.4t where t is the thickness of cylinder wall. The diameter of the studs or bolts may be obtained by equating the resisting the gas load due to the maximum pressure in the cylinder to the resisting force offered by all the studs or bolts.

Let: D= Cylinder bore in mm

P= Maximum pressure in N/mm2 s= Number of studs. It may be taken as 0.01D+4 to 0.02D +4

Dc= Core or minor diameter at the root of the thread in mm t= Allowable tensile stress for the material of studs or bolts in MPa It may be taken as 35 to 70MPa Then, /4*D2*P = s*/D*/4(dc)2t

IV.

Cylinder Head: Usually a separate cylinder head or cover is provided with

most of the engines. It is usually made of box type section of considerable depth to accommodate ports for air and gas passages, inlet valve, exhaust valve and spark plug (in case of petrol engine) or atomizer(glow plug in case of conventional diesel engine at the center of cover. The cylinder head may be approximately taken as a flat circular plate whose thickness (t) may be determined from the following relation. t=D

Where: D=Cylinder bore in mm

P=Maximum pressure inside the cylinder in N/mm2 c=Allowable circumferential stress in MPa or N/mm usually taken as 30 to 50 MPa C= Constant whose value is taken as 0.1
2

2.9 Cylinder Block Description

As an example, the cylinder block for the inline 5 cylinder engine is 24" x17" x 13" (61 cm x 43 cm x 33 cm) in block dimensions and has a cast weight of 86 pounds. The cylinder block casting incorporates many unique cast-in internal features which reduce machining costs, including: high pressure oil passages, oil drain-backs, the crankcase air passages, and coolant jackets and channels. On the exterior of the block there are numerous ribs, pads, channels, and holes for strengthening, weight reduction, and accessory attachment.

Fig: Engine Block Discription

2.10 Casting methods

Metal casting process begins by creating a mold, which is the reverse shape of the part we need. The mold is made from a refractory material, for example, sand. The metal is heated in an oven until it melts, and the molten metal is poured into the mould cavity. The liquid takes the shape of cavity, which is the shape of the part. It is cooled until it solidifies. Finally, the solidified metal part is removed from the mould. A large number of metal components in designs we use every day are made by casting. The reasons for this include: (a) Casting can produce very complex geometry parts with internal cavities and hollow sections. (b) It can be used to make small (few hundred grams) to very large size parts (thousands of kilograms) (c) It is economical, with very little wastage: the extra metal in each casting is re-melted and re-used (d) Cast metal is isotropic it has the same physical/mechanical properties along any direction.

2.11 Types of casting

Sand, Shell, Plaster Ceramic, Investment, Lost foam, Pressure, Vacuum, Die Centrifugal, Squeeze, Semi-solid, Single crystal, Directional and solidification. Among these engine block is usually manufactured by sand casting.

2.12 Processes Casting

There are two methods used to cast engine blocks for all materials: green sand molding or lost foam casting. The latter, pioneered by General Motors for their Saturn vehicles, have become more popular due to its capability to produce near net shape components, provide tight tolerances for critical components, and reduce machine maintenance and cost. Green sand molding, however, is still widely used in industry as material costs are low and most metals can be cast by this method.

2.13 Sand Casting

Sand casting, the most widely used casting process, utilizes expendable sand molds to form complex metal parts that can be made of nearly any alloy. Because the sand mold must be destroyed in order to remove the part, called the casting, sand casting typically has a low production rate. The sand casting process involves the use of a furnace, metal, pattern, and sand mold. The metal is melted in the furnace and then ladled and poured into the cavity of the sand mold, which is formed by the pattern. The sand mold separates along a parting line and the solidified casting can be removed. The steps in this process are described in greater detail in the next section. Sand Casting is the most widely used casting process in manufacturing. Almost all metal casting materials can be sand cast. Sand castings can range in size from very small to extremely large. Some examples of items manufactured in modern industry by sand casting processes are engine blocks, machine tool bases, cylinder heads, pump housings, and valves, just to name a few.

Sand: Sand: Product of the disintegration of rocks over long periods of time.
Most sand casting operations use silica sand (SiO2). A great advantage of sand in manufacturing applications is that sand is inexpensive. Another advantage of sand to manufacture products by metal casting processes is that sand is very resistant to elevated temperatures. In fact sand casting is one of the few processes that can be used for metals with high melting temperatures such as steels, nickel, and titanium. Usually sand used to manufacture a mold for the casting process is held together by a mixture of water and clay. A typical mixture by volume could be 89% sand, 4% water, 7% clay. Control of all aspects of the properties of sand is crucial when manufacturing parts by sand casting; therefore a sand laboratory is usually attached to the foundry.

Use of binder in Sand Casting:

A mold must have the physical integrity to keep its shape throughout the casting operation. For this reason, in sand casting, the sand must contain some type of binder that acts to hold the sand particles together. Clay serves an essential purpose in the sand casting manufacturing process, as a binding agent to adhere the molding sand together. In manufacturing industry other agents may be used to bond the molding sand together in place of clay. Organic resins, (such as phenolic resins), and inorganic bonding agents, (such as phosphate and sodium silicate), may also be used to hold the sand together. In addition to sand and bonding agents the sand casting mixture to create the mold will sometimes have other constituents added to it in order to improve mold properties.

Types of Sand Used in Sand Casting:

There are two general types of sand used in the manufacturing process of sand casting. Naturally Bonded- Naturally bonded sand is less expensive but it includes organic impurities that reduce the fusion temperature of the sand mixture for the casting, lower the binding strength, and require higher moisture content. Synthetic Sand- Synthetic sand is mixed in a manufacturing lab starting with a pure (SiO2) sand base. In this case the composition can be controlled more accurately, which imparts the casting sand mixture with higher green strength, more permeability, and greater refractory strength. For these reasons synthetic sand is mostly preferred in sand casting manufacture.

Properties of a Sand Casting Mixture:

Type and Content of binder and other additives:

As mentioned controlling the type and content of the sand binder and other additives is the key to controlling the properties of the casting's mold sand mixture.

Moisture Content:
Moisture content affects the other properties of the mixture such as strength and permeability. Too much moisture can cause steam bubbles to be entrapped in the metal casting.

Grain Size:
This property represents the size of the individual particles of sand.

Shape of Grains:
This property evaluates the shape of the individual grains of sand based on how round they are. Less round grains are said to be more irregular.

Strength:
The explanation of strength is the ability of the sand casting mixture to hold its geometric shape under the conditions of mechanical stress imposed during the casting process.

Permeability:
The ability of the sand mold to permit the escape of air, gases, and steam during the casting process.

Collapsibility:
The ability of the sand mixture to collapse under force. Collapsibility is a very important property in this type of casting manufacture. Collapsibility of the mold will allow the casting to shrink freely during the solidification phase of the process. If the molding sand cannot collapse adequately for the casting's shrinkage, hot tearing or cracking will develop in the casting.

Flowability:
The ability of the sand mixture to flow over and fill the casting pattern during the impression making phase of the manufacturing process, more flow ability is useful for a more detailed casting.

Refractory Strength:
During the pouring of the molten metal in sand casting manufacture, the sand mixture in the mold must not melt, burn, crack, or sinter. The refractory strength is the ability of the mold sand mixture to withstand levels of extreme temperature.

Reusability:
The ability of the sand casting mold sand mixture to be reused to produce other castings in subsequent manufacturing operations.

When planning the manufacture of a particular casting remembers some properties of a sand casting mold mixture are contradictory to each other. Tradeoffs in different properties are often needed to achieve a compromise that provides a sand casting mold mixture with adequate properties for the specific part and casting application. There are some things to consider when selecting a sand mixture for a manufacturing application. Small grain size enhances mold strength, but large grain size is more permeable. Sand casting molds made from grains of irregular shape tend to be stronger because of grain interlocking, but rounder grains provide a better surface finish. A sand casting mold mixture with more collapsibility has less strength, and a sand casting mixture with more strength has less collapsibility.

Sand Conditioning for a Metal Casting Operation:

If the sand is being reused from a previous sand casting manufacturing process lumps should be crushed and then all particles and metal granules removed, (a magnetic field may be used to assist in this). All sand and constituents should be screened. In industrial practice shakers, rotary screens, or vibrating screens, are used in this process. Then continuous screw-mixers or mulling machines are used to mix the sand uniformly.

Types of Molds Used in Sand Casting: Green-Sand Molds:

A green sand mold is very typical in casting manufacture, it is simple and easy to make, a mixture of sand, clay and water. The term green refers to the fact that the mold will contain moisture during the pouring of the casting. Manufacturing Considerations and Properties of Green-Sand Molds:

Possess sufficient strength for most casting applications Good collapsibility Good permeability Good reusability Least expensive of the molds used in sand casting manufacturing processes Moisture in sand can cause defects in some castings, -dependent upon the type of metal used in the sand casting and the geometry of the part to be cast.

Dry-Sand Molds:
Dry-Sand molds are baked in an oven, (at 300F - 650F for 8-48 hours), prior to the casting operation, in order to dry the mold. This drying strengthens the mold, and hardens its internal surfaces. Dry-Sand molds are manufactured using organic binders rather than clay. Manufacturing Considerations and Properties of Dry-Sand Molds:

Better dimensional accuracy of cast part than green-sand molds Better surface finish of cast part than green-sand molds More expensive manufacturing process than green-sand production Manufacturing production rate of castings are reduced due to drying time Distortion of the mold is greater The metal casting is more susceptible to hot tearing because of the lower collapsibility of the mold Dry-Sand casting is generally limited to the manufacture of medium and large castings.

Skin-Dried Molds:
When sand casting a part by the skin-dried mold process a green-sand mold is employed, and its mold cavity surface is dried to a depth of .5 - 1 inch. Drying is a part of the manufacturing process and is accomplished by use of torches, heating lamps or some other means, such as drying it in air. Manufacturing Considerations and Properties of Skin-Dried Molds:

The cast part dimensional and surface finish advantages of dry-sand molds are partially achieved No large oven is needed Special bonding materials must be added to the sand mixture to strengthen the mold cavity surface

Cold Setting Processes:

In industrial sand casting manufacture, sometimes non-traditional binders other than those used in the above classifications of sand molds may be used. These binders may be made of a variety of things, such as synthetic liquid resins. Conventional castings binders require heat to cure while these when mixed with the sand bond chemically at room temperature. Hence the term cold setting processes. Technically advanced, these relatively recent sand casting processes are growing in manufacturing. While more expensive than green-sand molds, cold setting processes provide good dimensional accuracy of the casting, andhavehighproductionapplications.

Fig: Sand casting overview

Sand casting is used to produce a wide variety of metal components with complex geometries. These parts can vary greatly in size and weight, ranging from a couple ounces to several tons. Some smaller sand cast parts include components as gears, pulleys, crankshafts, connecting rods, and propellers. Larger applications include housings for large equipment and heavy machine bases. Sand casting is also common in producing automobile components, such as engine blocks, engine manifolds and cylinder heads. Sand casting is able to make use of almost any alloy. An advantage of sand casting is the ability to cast materials with high melting temperatures, including steel, nickel, and titanium. The four most common materials that are used in sand casting are shown below, along with their melting temperatures.

Materials Aluminum alloys Brass alloys Cast iron Cast steel

Melting temperature 1220 F (660 C) 1980 F (1082 C) 1990-2300 F (1088-1260 C) 2500 F (1371 C)

Table: Common materials and their melting temperature

2.14 Sand Casting Steps

Moldin g

Sand

Mold

Melting of Metals
Furnaces

Pouring into mold

Solidification

Casting

Heat treatment
Additional heat Heat treatment

Cleaning and finishing

Inspection

Shakeout removal of Risers and gets

Defects Pressure

Table1. Summarizes different types of castings, their advantages, disadvantages and examples

Process
Sand

Advantages
Wide range of metals, sizes, shapes, low cost better accuracy, finish, higher production rate Wide range of metals, sizes, shapes complex shapes, good surface finish complex shapes, high accuracy, good finish complex shapes, excellent finish good finish, low porosity, high production rate Excellent dimensional accuracy, high production rate Large cylindrical parts, good quality

Disadvantages
poor finish, wide tolerance limited part size

Examples
engine blocks, cylinder heads connecting rods, gear housings cylinder heads, brake components prototypes of mechanical parts impellers, injection mold tooling jewellery gears, gear housings precision gears, camera bodies, car wheels pipes, boilers, flywheels

Shell mold

Expendable pattern Plaster mold Ceramic mold

patterns have low strength non-ferrous metals, low production rate small sizes

Investment Permanent mold

small parts, expensive Costly mold, simpler shapes only costly dies, small parts, non-ferrous metals

Die

Centrifugal

Expensive, limited shapes

2.15 Lost Foam Casting

Lost foam casting is a more reliable and efficient casting technique of the manufacture of engine blocks than green sand molding. The technique begins with the use of polystyrene beads placed in pre expanders for wet expansion to control bead size and density to produce four separate block moldings to be glued together to form the final mold. Next, the metal tool is preheated to remove any moisture and then filled with the beads. The tool is then heated via steam and placed in an autoclave, where it is subjected to high pressures in order to create the molds. The tool is removed from the autoclave and immersed in water to finish the moldings. Precise control over the heating and cooling aspect ensures dimensionally accurate, smooth and strong molds. If the tool was not heated before the beads were injected, the results would be rough finishes in the molds with low-strength sections. If the tool and beads stay heated for an extended period of time, or is not cooled enough, the beads become over fused, which produces surface variations in the moldings. If the tool has been inadequately cooled, the molds will contain variations in dimensions.

2.16Lost Foam Casting for Fine Features

The lost foam casting process allows more complex and detailed passages and other features to be cast directly into the cylinder block. In the cylinder block, oil galleries, crank case ventilation channels, oil drain back passages, and coolant passages are cast into the block. These features would otherwise require drilling or external plumbing (with a potential for leaks).Lost Foam castings have tighter dimensional tolerances compared to sand castings, because variations caused by core shift and core variability are eliminated and there is much less tool wear over the production life. Unlike conventional sand casting, the lost foam process allows more complex and detailed passages and other features to be cast directly into the part. The lost foam process: Forms complex internal passages and features without cores. Reduces part mass with near net shape capability. Eliminates parting lines. Reduces machining operations and costs. Provides for tight tolerances in critical areas and features.

2.17 The basic steps in loast foam casting are:

1. The lost foam casting process uses expanded polystyrene replica of the part being cast. 2. The coated replica/pattern is placed in a flask and loose sand is placed around the pattern and shaken into its voids. 3. Molten iron is then poured through a foam sprue, or funnel, into the sand where the hot metal melts and displaces the foam of the pattern. 4. The metal cools in the shape of the part 5. Pattern Molding Bead Pre expansion and Conditioning, Tool Preheat, Pattern 6.Molding, Pattern Aging

7. Pattern/Cluster Assembly 8. Pattern Coating and Drying 9. Sand Fill and Compaction 10. Metal Casting and Cooling 11. Shakeout, Clean-up, and 12. Finishing

2.17.1Pattern Design by Assembly

Complex internal features are produced by assembling and gluing multiple foam sections together to form a single complex foam pattern. The cylinder block uses four separate foam sections assembled into a single pattern. With these four sections, the following detailed features are cast directly into the cylinder block A 580-mm long and 12 mm diameter main oil passage to feed high pressure oil to the balance shaft and crankshaft bearing surfaces and the cylinder head. This eliminated three long drilling operations.Six75mmlong, 7mdiameteoil feed holes from the main oil passage to each crankshaft bearing surface, eliminating drilling. Four 75-200 mm long, 7-mm diameter oil feed holes from the main oil passage to both balance shaft bearing surfaces, eliminating drilling and four sealing plugs. Cast-in-place balance shaft covers eliminate the need for two separate covers, two gaskets and eight mounting bolts for each cover as well as eliminate machining for the cover mounting face and bolt and dowel holes. Four oil holes of varying size are cast-in for the oil filter, eliminating two drilling operations.

Fig: Foam Patterns

2.17.2Expandable Polystyrene Beads

The foam pattern is formed from expandable beads (commonly polystyrene) which contain pentane (5-7 wt %) as a blowing/expansion agent. The raw EPS beads (EPS= expandable polystyrene) are delivered at a density of about 38 cubic foot in a wide range of initial sizes (10 to 80mils diameter) The smallest beads give the best fill into the tool and surface finish, but they are more difficult to control for uniform density. As a rule of thumb, the thinnest wall section in the casting should allow at least a three (3) bead fills wide after curing. This generally limits wall sections to sizes greater than 3 mm (0.120 inches) for aluminum. The polystyrene beads are formed into a final pattern in a 4-stepprocess -Pre expansion by heat and conditioning of the beads to control and stabilize the bead size and density for molding Preheating the metal tool to the desired cure temperature Injection of the beads into the tool heat and cooling the tool to expand the beads and fuse the pattern.

2.17.3Pattern Molding
The pre-expanded EPS beads are injected into the pre-heated tool cavity and the tool is steam-heated and water cooled to expand, soften, fuse and cool the polystyrene to form a finished pattern. Proper design and control of the steam-cool cycle is critical for strong, smooth- finish, and dimensionally accurate patterns. A cold tool surface or a short steam step produces under fusion. Under fusion fails to
fully expand and bond the beads, producing a rough "beady" surface and low strength sections in the pattern. Extended steam exposure or inadequate cooling produces over fusion. Over fusion collapses the beads on the surface producing surface waviness. Inadequate cooling in the tool can produce post expansion. In post expansion, the soft, warm beads can locally expand after removal from the tool, producing dimensional variations.

After ejection from the tool, the foam pattern is aged to release residual pentane & water and to stabilize the pattern to the final dimensions.

2.17.4 Pattern Coating

The different pattern sections are assembled and glued together with the pouring sprue to form the pattern cluster. The pattern cluster is coated with water based ceramic slurry which is oven-dried to form a rigid coating over the foam. The coating acts as a barrier to metal penetration into the sand, provides an escape path for foam decomposition products, stiffens the foam cluster, provides a smooth surface finish to the casting , and affects the heat transfer into the sand during casting. The coating process must be carefully controlled for thickness, uniformity, and permeability. This is done by monitoring the solids content and viscosity of the slurry and checking the weight and thickness of the dried coating on the
pattern.

Two procedures are often used for coating the foam pattern dipping and spraying:
Option A: Dipping _Dip the pattern in a tank with the stirred, viscosity- controlled ceramic slurry. Option B: Spraying _ spray the pattern with the viscosity controlled slurry. Used for thin, buoyant, or fragile patterns with few internal features.

1. Option A -- Dip Coating Dipping is the better method for coating the cylinder block foam pattern The foam block is large enough and rigid enough to with stand the buoyant forces in the tank without distortion. Dipping insures that all the internal passages in the foam block will be well coated with a uniform layer of ceramic. Dipping this large foam block is faster than spraying.

Fig: Dip Coating 1. Option B -- Spray Coating

Spray coating is not the best method for coating the cylinder block foam cluster. Because: It will be difficult to develop uniform and complete coating coverage in all the internal passages of the cluster. Spraying will take longer than dipping. The cylinder block foam cluster is sturdy enough to be coated by dipping.

Fig: Spray Coating

2.17.5 Sand Fill and Compaction

The lost foam process uses sand as it primary molding media.Un bonded sand is used to support and rigidize the coated foam pattern in the flask during casting. The permeability of the sand is important to allow gasses and foam residue to escape from the cavity during pouring. The sand size and the compaction density are controlled to give the desired permeability in the sand. The cylinder block pattern is positioned horizontally in the flask. Loose silica sand is back filled into the flask and compacted by vibration on a 3-stage horizontal shaker table. The sand must be loaded and compacted uniformly in the flask to prevent cluster distortion and deformation.

2.17.6 Metal Pouring

Three melt systems support casting production in five casting cells. Each melt system contains a receiving furnace, a holding furnace, and a ladling furnace. Metal is poured in each cell by a robotic pouring system. These precision production facilities ensure that molten motel is poured at the correct temperature and the correct pour rate.

2.17.7 Solidification Modeling

Flow modeling and solidification modeling are invaluable tools for producing high quality castings with rapid first-article cycle times.

Solidification Model - 60 seconds after pour. Solidification Model - 30 seconds after pour

Solidification Model - 90 seconds after pour. Solidification Model - 180 seconds after pour

Modeling of metal flow in the gates and complex cavity ensures uniform fill and smooth flow into all sections of the casting. Modeling of metal solidification ensures good metal feed into all sections during cooling and avoids solidification shrinkage.

2.18 Green Sand versus Lost Foam

The traditional method of casting cylinder blocks is green sand casting, where the mold cavity is formed in sand with a wood or metal pattern and multiple sand cores to form the internal passages. A comparison of green sand casting to lost foam casting shows a number of distinct advantages for los.
Property Green Sand Casting Lost Foam Casting

Complex Internal Features and Part Consolidation. Dimensional Tolerances Surface Finish Capabilities Feature Accuracy

Complexity determined by sand core limitations -geometry, strength, and cost.

Parting Line and Draft Angles. Environmental Costs Tool Life

Extensive and complex internal features (as small as0.20") available in lost foam, based on detail duplication and pattern assembly in foam. +/- 0.030" is typical depending +/- 0.005"-0.010" is typical depending on on part size, complexity, and part size, complexity, and geometry. geometry 250-600 micro inches typical. 60-250 micro inches typical. Depends on Depend son grain fineness of bead size and ceramic coating grain sand. fineness. Core movement and shift No cores or mold halves to shift and between mold halves across degrade feature accuracy. the parting line limit feature accuracy Parting lines and draft angles No parting lines in the mold and minimal are necessary for molding. draft on tools. Sand recovery requires binder Sand is binder free, so it can be easily removal and time consuming and rapidly recovered at low cost. sand clean-up Wear on wood and metal tools Low wear and long life with aluminum from sand tool abrasion

Table: Comparison between Green sand casting and Loast Foam casting

Potential Automotive Uses of Wrought Magnesium Alloys

Vehicle weight reduction is one of the major means available to improve automotive fuel efficiency. High-strength steels, aluminum (Al), and polymers are already being used to reduce weight significantly, but substantial additional reductions could be achieved by greater use of low-density magnesium (Mg) and its alloys. Mg alloys are currently used in relatively small quantities for auto parts generally limited to die castings (e.g., housings). Argonne National Laboratory's Center for Transportation Research has performed a study for the Lightweight materials Program within DOE's Office of Transportation Materials to evaluate the suitability of wrought Mg and its alloys to replace steel/aluminum for automotive structural and sheet applications. Mg sheet could be used in body nonstructural and semi-structural applications, while extrusions could be used in such structural applications as space frames. This study identifies high cost as the major barrier to greatly increased Mg use in autos. Two technical and D areas, novel reduction technology and better hot-forming technology, could enable major cost reductions.

RATIONALE FOR CONSIDERING MAGNESIUM

Magnesium is an attractive material for automotive use, primarily because of its light weight --36% lighter per unit volume than Al and 78% lighter than iron (Fe). When alloyed, Mg has the highest strength-to-weight ratio of all the structural metals. Since the first oil crisis in the 1970s, there has been an economic and legislated move to make cars lighter in weight to improve fuel efficiency and reduce emissions. Cars have been made lighter by a combination of down-sizing, new designs (such as cab forward and front-wheel drive), and shifts to lighter materials. The most striking material shifts have been from iron to high-strength steel (HSS), and from iron and steel to Al and plastics. But Mg offers even greater potential to reduce weight by displacing steel, and additional incremental savings by displacing Al and plastics from uses already taken over from iron and steel. Current production-model cars contain many small Mg castings, averaging around 6 lb/car, with increased use projected. Some larger parts are in use or being prototyped, such as entire dashboard panels made from a single Mg casting. Few sheet or extruded parts are used, but the potential exists. Magnesium is abundant. It is the eighth most common element; seawater, the main source of supply, contains 0.13% Mg, which represents a virtually unlimited supply. Magnesium is also recyclable, and instituting a recycling system would extend supplies and save energy. Major increases in automobile usage would eventually require U.S. production capacity expansion. Several drawbacks (most amenable to technical or institutional fixes) have limited the growth of Mg usage in automobiles. The most important factors are the material's physical properties, some of which are less desirable than its low density. Table 1 compares physical properties of Mg, Al, and iron. Mg is very reactive, but it can be protected with applied

coatings or simply allowed to build up a naturally occurring oxide or sulfate coating. Corrosion has also been a concern. However, development of new alloys has helped achieve acceptable properties.

Property
Crystal Structure Density at 20C (g/cc) Coefficient of Thermal Expansion, 20-100C ( 106/C) Elastic Modulus (106 psi) Melting Point (C)

Magnesium
hcp 1.74 25.2

Aluminum
fcc 2.70 23.6

Iron
bcc 7.86 11.7

6.4

10

30

650

660

1,536

Table: Comparison of Material Properties

There also has been a concern that the price of Mg may not represent its true production cost, because of the lack of competition in the industry. Even if current prices accurately reflect costs, process R&D could significantly reduce the cost of Mg production. Another factor is tariffs, which raise the cost of imported material, especially from countries that are not most-favored nations, to the U.S. market. Therefore, although Mg is currently more expensive than its competitors, improvement in its relative position is possible. Another important factor is ease of fabrication and joining. Magnesium is quite easy to form; often, operations that require several steps for steel can be done in only one step for Mg. However, because of its crystal structure, Mg fabrication must be done at elevated temperatures (200-315C), and thus cannot use the large and very capital-intensive machinery in place for fabricating steel parts. Considerable investment would be required if automakers were to shift to Mg for major body parts. However, especially with possible improvements in hot-forming, operating costs could be lower for Mg parts than for steel parts.

Safety in fabrication and use is an overstated concern. Because Mg is perceived as highly flammable, its safety as an automotive material is questioned. However, because of its high heat conductivity, only small chips and shavings can sustain combustion; parts >3 mm in thickness would cease burning when the heat source was removed. Appropriate safety

precautions are required during machining. Another safety issue is the impact resistance of Mg structures; we find that crash safety standards can be maintained.

POSSIBLE MAGNESIUM USE IN AUTOMOBILES

The majority of auto parts and components are made from a short list of common materials. The simplest approach is to look at material use by major system, and then correlate the material with function and/or manufacturing process. The three major systems or component groups are the body, the power train, and the chassis.

Body
Uni body and closures Glass hard ware exterior and interior trim body electrical Seats passenger restraints instruments and controls climate control

Power train
engine and accessories engine electrical engine controls engine cooling system transmission or transaxle clutch (if manual) drive line (rear-wheel drive)differential transfer case

Chassis
suspension steering system bumper system brake system sub frames fuel storage system chassis electrical exhaust system wheels and tires

Table: The major systems and subsystems, each made primarily of only a few types of materials

2.19 Tools and Materials Required

Tools and Equipment used to finish and complete the manufacturing process of Engine Block commonly known as CENTROID. CENTROID includes a high quality tooling package with each machine to get you up and running quickly!

Cylinder boring tool Tool setting micrometer 12" deck surfacing tool Lifter boring tool Lifter spot-facing tool Cylinder chamfering tool Main cap conversion tooling Digitizing probe and stylus

A cylinder Block Production Method

A cylinder block production method is characterized by having, as a step prior to a cast-enclosing step of cast-enclosing a cast iron-made cylinder liner within a cylinder block body, an erosion-wash step of washing an outer peripheral wall surface of the cylinder liner and eroding a portion of a base structure of the cast iron forming the outer peripheral wall surface of the cylinder liner so as to form many small protrusions on the outer peripheral wall surface by jetting a high-pressure fluid onto the outer peripheral wall surface of the cylinder liner, in order to improve strength of adhesion between the cylinder liner and the cylinder block body. Since the base structure is partially eroded, complicated-shape small protrusions can be formed. Furthermore, sand and a mold release agent adhering to the outer peripheral wall surface of the cylinder liner can be removed. Therefore, the adhesion strength will improve. Claim:

What is claimed is:

1. A cylinder block production method for producing a cylinder block in which a cast iron-made cylinder liner is enclosed within a cylinder block body by casting, comprising: a cast-enclosing step of enclosing the cylinder liner within the cylinder block body by casting, the cylinder block body comprising one of the group consisting of aluminum and an aluminum alloy, and the cylinder liner comprising flake graphite cast-iron; and washing an outer peripheral wall surface of the cylinder liner and eroding a portion of a base structure of the cast iron forming the outer peripheral wall surface of the cylinder liner so as to form many small protrusions on the outer peripheral wall surface, including a key-shaped small protrusion, by fan-jetting a high-pressure fluid onto the outer peripheral wall surface of the cylinder liner, prior to the cast-enclosing step in order to improve strength of adhesion between the cylinder liner and the cylinder block body; wherein a flow rate of the high pressure fluid is 2.67 to 10 L/min, and wherein a pressure of the high pressure fluid is 276 to 414 MPa. 2. The production method according to claim 1, wherein the high-pressure fluid is water. 3. The production method according to claim 1, wherein the fan jet is a straight fan. 4. The production method according to claim 1, wherein the graphite is an A-type graphite. 5. The production method according to claim 1, wherein the graphite is a Dtype graphite.

Description: INCORPORATION BY REFERENCE

The disclosure of Japanese Patent Applications No. 2002-063986 filed on Mar. 8, 2002, including its specification, drawings and abstract, is incorporated herein by reference in its entirety. BACKGROUND OF THE INVENTION 1. Field of the Invention The invention relates to a production method for a cylinder block and, more particularly, to a cylinder block production method for producing a cylinder block by enclosing a cast-iron cylinder liner within a cylinder block body in a casting process. 2. Description of the Related Art In view of fuel economy improvement through weight reduction of a

cylinder block of an engine, a technology for forming a cylinder block by casting an aluminum alloy cylinder body around a cast-iron cylinder liner provided as an insert has been put into actual use. However, a problem has been found with an engine incorporating a cylinder block formed by casting an aluminum alloy around a cast-iron cylinder liner. That is, as the engine is operated, a gap develops at an interface between the cylinder liner and the cylinder block body. If a gap forms between the cylinder block body and the cylinder liner, the heat conductivity comes to vary in a direction of the circumference of the cylinder liner. If the heat conductivity varies in the circumferential direction relative to the cylinder liner, the thermal expansibility of the cylinder liner also varies depending on the position in the circumferential direction. As a result, the cylinder liner does not expand in a truly circular shape. If the cylinder liner forming a cylinder bore surface does not expand in a truly circular shape, the cylinder bore assumes a distorted cylinder shape, and has an increased coefficient of friction with respect to the piston that reciprocates within the cylinder bore. This results in various problems of degradation of the engine in fuel economy, performance, durability, etc., for example, increased consumption of oil, accelerated abrasion of a piston ring, and the like. The problem of development of a gap between a cylinder liner and a cylinder block body around the cylinder liner is not limited to the case where a cylinder liner is enclosed as a cast insert within an aluminum or aluminum-alloy cylinder block body, but also occurs in cases where a cylinder liner is enclosed as a cast insert within a cylinder block of other kinds of metal. That is, this problem can occur in a case where a cylinder block is produced by casting a cast-iron cylinder block body around a castiron cylinder liner. In order to prevent formation of a gap between the cylinder liner and the cylinder block body of a cylinder block formed by casting the cylinder block body around the cylinder liner, techniques have been proposed which improve the adhesion between the cylinder block body and the cylinder liner by providing asperities, protrusions, etc. on an outer peripheral surface of the cylinder liner, that is, a surface of the cylinder liner that adheres to the cylinder block body. For example, Japanese Patent Application Laid-Open Publication No. JPA-58-211550 discloses a "cylinder block formed by casting an aluminum alloy or the like around an outer peripheral surface of a cylinder liner of an iron-based casting, the cylinder block being characterized in that the outer peripheral surface of the cylinder liner is provided integrally with many protrusions that have a tapered shape and preferably have an inclined or curved length is buried within the cylinder block of an aluminum alloy or the like by casting" (claim 1). Regarding the protrusions, the description of an embodiment (in the left lower section of page (2) in Japanese Patent

Application Laid-Open Publication No. JP-A-58-211550) states "In the embodiment, the protrusions 3 are protruded from the outer peripheral surface of the cylinder liner, and are curved in the same orientation in a circumferential direction. It is preferable that the protrusions 3 have a protruded length that is at least about 10% of the wall thickness of the cylinder liner 2. For example, the wall thickness of the liner is 3 mm, and the protruded length of the protrusions is 0.5mm, and a base portion of each protrusion is 1.0 mm, and a distal end portion of each protrusion is 0.2 mm. The intervals between the protrusions are greater than the size of the base portion of each protrusion, so that the fluidity will not be degraded". Also described is an example in which the protrusions are formed simultaneously with formation of the cylinder liner through the use of a mold. FIG. 30 shows a perspective view of the embodiment disclosed in Japanese Patent Application Laid-Open Publication No. JP-A-58-211550. Considering that the wall thickness of the cast-iron cylinder liner is normally about 2 mm, the technique in which protrusions of 0.5 mm in length are provided on the external peripheral surface of the cylinder liner as in the embodiment goes against the reduction of the intervals between cylinder bores, and thus makes it difficult to provide a compact cylinder block. Furthermore, if the protruded length of the protrusions is increased to or above 0.5 mm in order to ensure the formation of the protrusions, it becomes more difficult to provide a compact cylinder block. The presence of the protrusions also incurs a danger of degrading the fluidity in the process of casting around the cylinder liner. Japanese Patent Application Laid-Open Publication No. JP-A-3-238157 discloses a "production method for a cylinder block of an engine formed by enclosing a cast-iron cylinder liner in a cast-iron body material, the production method for the cylinder block being characterized in that an outer peripheral surface of the cylinder liner is subjected to shot peening so as to activate the surface and form many small protrusions, and then the cylinder liner is enclosed as a cast insert within the cast-iron body material" (claim 1). A similar technique in which a surface of a cylinder liner is roughened by shot blast is disclosed in Japanese Patent Application LaidOpen Publication No. JP-A-10-94867. The techniques disclosed in Japanese Patent Application Laid-Open Publication No. JP-A-3-238157 and Japanese Patent Application Laid-Open Publication No. JP-A-10-94867 are different from the technique of forming protrusions on a surface of a cylinder liner disclosed in Japanese Patent Application Laid-Open Publication No. JP-A-58-211550, in that the outer peripheral surface of the cylinder liner is subjected to a surface roughing process by shot blast.

However, this surface roughing technique based on shot blast has been found incapable of reliably achieving a sufficient adhesion between the cylinder liner and the cylinder block body. The outer peripheral wall surface of the cylinder liner carries undesired substances deposited thereon, for example, sand (silica sand (SiO.sub.2)) used as a lining on an internal surface of a mold during a cylinder molding process, and a mold release agent used on the mold.

The performance of shot blast on the outer peripheral wall surface of the cylinder liner cannot sufficiently remove the sand and the mold release agent deposited on the outer peripheral wall surface of the cylinder liner. In particular, due to the sand provided as a lining on the inner surface of the mold, asperities are formed on the outer peripheral wall surface of the cylinder liner. The sand deposited in dip portions of the rough surface of the cylinder liner cannot be removed by shot blast; moreover, sand may be pushed into dip portions by shot blast. If the cylinder liner carrying the sand and the mold release agent deposited on the outer peripheral wall surface is enclosed as a cast insert in a cylinder block body, the sand and the mold release agent remaining on the outer peripheral wall surface of the cylinder liner are now present between the cylinder liner and the cylinder block body, so that the strength of adhesion between the cylinder liner and the cylinder block body reduces and becomes insufficient. It has been found that during operation of an engine incorporating a cylinder block in which sand and a mold release agent exist between the cylinder liner and the cylinder block body, a gap forms between the cylinder liner and the cylinder block body. Furthermore, the shot blast performed on the outer peripheral wall surface of the cylinder liner produces pits and protrusions to a certain degree on the outer peripheral wall surface of the cylinder liner. However, the pits and protrusions do not have distinctive features, but are simple asperities. For example, the pits and protrusions formed by shot blast do not have a feature of curved distal end portions of protrusions. Therefore, the shot blast-formed pits and protrusions do not necessarily achieve sufficient improvement in the adhesion between the cylinder liner and the cylinder block body. SUMMARY OF THE INVENTION It is an object of the invention to provide a method of enclosing a cast ironmade cylinder liner within a cylinder block body by a casting process so as to produce a cylinder block that has an excellent strength of adhesion

between the cylinder liner and the cylinder block body. (1) A first aspect of the invention is a cylinder block production method for producing a cylinder block in which a cast iron-made cylinder liner is enclosed within a cylinder block body by casting, the method including, as a step prior to a cast-enclosing step of enclosing the cylinder liner within the cylinder block body by casting, an erosion-wash step of washing an outer peripheral wall surface of the cylinder liner and eroding a portion of a base structure of the cast iron forming the outer peripheral wall surface of the cylinder liner so as to form many small protrusions on the outer peripheral wall surface by jetting a high-pressure fluid onto the outer peripheral wall surface of the cylinder liner, in order to improve strength of adhesion between the cylinder liner and the cylinder block body. In short, in the erosion-wash step, the base structure of the cast iron forming the cylinder liner is partially eroded by impact of a high-pressure fluid so as to form many small protrusions on the outer peripheral wall surface of the cylinder liner, and the outer peripheral wall surface is washed by the high-pressure fluid. The cylinder liner whose outer peripheral wall surface has small protrusions and has been washed is castenclosed in the cast-enclosing step. Therefore, the cylinder block production method of the invention is able to produce a cylinder block having an excellent strength of adhesion between the cylinder liner and the cylinder block body. (2) In the erosion-wash step of the cylinder block production method of the first aspect of the invention, the base structure of the cast iron forming the outer peripheral wall surface of the cylinder liner is partially eroded by jetting the high-pressure fluid onto the outer peripheral wall surface of the cylinder liner. When the base structure is partially eroded by impact of the high-pressure fluid, cracks form at low-strength sites in the cast iron, and near-crack portions of the base structure fall off. Cast iron has portions of graphite and portions of the base structure surrounding the graphite portions. Normally, boundaries between the base structure and the graphite have low strength, and are likely to have cracks. Therefore, when cracks form in cast iron due to impact of the high-pressure fluid, cracks form along boundaries between the base structure and the graphite, or cracks form inside the graphite. For example, if graphite portions are three-dimensionally linked as in flake graphite cast iron, cracks grow along boundaries between graphite portions and the base structure, so that crack-adjacent portions of the base structure fall off. Graphite portions are dispersed in the base structure. Therefore, if many small protrusions are formed on the outer peripheral wall surface by partial erosion of the base structure upon impact of the high-pressure fluid,

the small protrusions include complicated-shape small protrusions, for example, curved small protrusions, or small protrusions whose distal ends face the outer peripheral wall surface. Therefore, the cast-enclosure of the cylinder liner whose outer peripheral wall surface has many small protrusions, including complicated-shape small protrusions, will produce a cylinder block that is superior in adhesion strength to a cylinder block produced by cast-enclosing a cylinder liner whose outer peripheral wall surface has simple asperities, for example, asperities formed by shot blast. Furthermore, since the base structure of the cast iron forming the outer peripheral wall surface is partially eroded by the high-pressure fluid in the erosion-wash step, the sand and the mold release agent deposited on the outer peripheral wall surface of the cylinder liner during its casting process can be sufficiently removed. As portions of the base structure are eroded by the jetted high-pressure fluid, the sand and the mold release agent adhering to the falling-off portions of the base structure are removed. Furthermore, the high-pressure fluid washes off the sand and the mold release agent from the outer peripheral wall surface. Thus, the outer peripheral wall surface of the cylinder liner subjected to the erosion-wash step (I) sufficiently free from sand and the mold release agent. Therefore, the casting of the cylinder block body around the cylinder liner in the cast-enclosing step avoids an event that sand and the mold release agent remain at boundaries between the cylinder liner and the cylinder block body. As a result, the strength of adhesion between the cylinder liner and the cylinder block body will improve. The high-pressure fluid used may be water or a preservative-containing water. The fluid is not limited to water, but may also be oil or the like. That is, any liquid suitable to be jetted in a high-pressure fluid state can be selected and used. In view of washing the outer peripheral wall surface of the cylinder liner, the use of water is preferable. (3) If small protrusions are formed on the outer peripheral wall surface by eroding portions of the base structure in the erosion-wash step, the small protrusions may include small protrusions that have a complicated shape as mentioned above. In this case, it is possible to form a key-shaped small protrusion that has a surface having an angle less than 90 degrees with respect to the outer peripheral wall surface. It is also possible to form a keyshaped small protrusion which has an angle less than 90 degrees with respect to the outer peripheral wall surface and has a distal end that is curved toward the outer peripheral wall surface. The "outer peripheral wall surface" in the phrase of "90 degrees with respect to the outer peripheral wall surface" means an ideal smooth surface

that serves as a reference for forming an actual outer peripheral wall surface. If complicated-shape small protrusions, including the aforementioned keyshaped small protrusions, are formed on the outer peripheral wall surface of the cylinder liner, the cylinder block produced by cast-enclosing the cylinder liner within the cylinder block body will have an improved strength of adhesion between the cylinder liner and the cylinder block body. (4) In the cylinder block production method of the first aspect of the invention, the base structure of the cast iron forming the cylinder liner is partially eroded by jetting the high-pressure fluid, such as high-pressure water or the like, to the outer peripheral wall surface of the cylinder liner. It is preferable that a jet of the high-pressure fluid be a fan jet. In the method, the jetting of the high-pressure fluid, such as high-pressure water or the like, is normally performed by using a nozzle. The width and shape of the footprint of the high-pressure fluid vary depending on the kinds of nozzles. For example, variations in the shape of the nozzle and, in particular, the shape of the high-pressure fluid outlet of the nozzle, allow the high-pressure fluid to be jetted in such a fashion that the high-pressure fluid concentrates at a point or into a small area on an object, or allow the high-pressure fluid to be jetted in such a fashion that the high-pressure spreads to a certain area on an object. In the cylinder block production method of the first aspect of the invention, it is preferable that the high-pressure fluid be jetted to the outer peripheral wall surface of the cylinder liner in such a manner as to spread to a certain area on the object. By jetting the high-pressure fluid so as to spread to a certain area on an object, many small protrusions can be reliably and uniformly formed over the outer peripheral wall surface of the cylinder liner. The jetting of the high-pressure fluid so as to spread to a certain area on an object can be accomplished by fan-jetting the high-pressure fluid. Therefore, it is preferable that the jet of the high-pressure fluid be a fan jet. The fan jet herein means jetting the high-pressure fluid from the nozzle in a spread-and-atomized fashion. (5) In the cylinder block production method of the first aspect of the invention, the base structure of the cast iron forming the outer peripheral wall surface of the cylinder liner can be partially eroded by the impact of the high-pressure fluid jetted onto the outer peripheral wall surface. Therefore, it is preferable to select and use a cast iron that allows easy erosion of portions of the base structure thereof upon impact of the highpressure fluid.

For example, since cracks are formed along boundaries between the graphite and the base structure or inside the graphite so that the base structure is partially eroded and small protrusions are formed, it is preferable to use a cylinder liner produced from a cast iron that facilitates formation of cracks along the graphite and the base structure upon impact, or a cast iron that facilitates formation of cracks inside the graphite upon impact. Preferable examples of such a cast iron include a flake graphite cast iron in which the graphite is formed of an ordinary A-type graphite, a flake graphite cast iron in which a near-surface portion has a structure of pearlite and a D-type graphite (super-cooled graphite) formed by rapid cooling during the casting of a flake graphite cast iron, a gray cast iron partially containing a chill structure, a vermicular graphite cast iron, etc. Explanation will be made, taking the flake graphite cast iron as an example. In a flat section of the flake graphite cast iron, the graphite has a flake shape. Most flake-shaped graphite portions are contiguously linked complicatedly in at hree-dimensional fashion. If the flake graphite cast iron receives impact, cracks are likely to form at boundaries between the contiguously linked graphite portions and the base structure. Therefore, if the outer peripheral wall surface of a cylinder liner formed from such a flake graphite cast iron is subjected to jets of a high-pressure fluid, cracks form along boundaries between the base structure and contiguously linked graphite portions, so that the base structure will partially fall off. Inthe case of flake graphite cast iron, graphite portions are contiguously linked in a complicated fashion. Therefore, cracks also form inside the graphite, and the base structure partially falls off via cracked portions. (6) Thus, the cylinder block produced by the cylinder block production method of the first aspect of the invention has an improved strength of adhesion between the cylinder liner and the cylinder block body. Therefore, if this cylinder block issued as a component member of an engine, it is possible to substantially avoid an event that gaps form between the cylinder liner and the cylinder block body. As a result, variation of heat conductivity in a circumferential direction of a cylinder liner can be avoided, and a perfectly circular shape of a cylinder bore in a section perpendicular to the axis of the cylinder bore can be maintained. (7) If a cylinder block body of one metal is cast around a cylinder liner of another metal, it is conventionally difficult to increase the strength of adhesion between the cylinder liner and the cylinder block body for reasons of, for example, poor attachment or affinity of the molten metal for the

cylinder block body to the cylinder liner. However, the employment of the cylinder block production method of the first aspect of the invention allows production of a cylinder block having excellent adhesion strength even if the cylinder block is formed by cast-enclosing a cast iron-made cylinder liner within a cylinder block body made of aluminum or an aluminum alloy. Therefore, weight reduction of a cylinder block can be achieved by using aluminum or an aluminum alloy as a material of the cylinder block body. Furthermore, since it becomes possible to maintain a good circularity of cylinder bores of a cylinder block made up of a cast iron-made cylinder liner and an aluminum alloy-made cylinder block body, the fuel economy of an engine can be improved. BRIEF DESCRIPTION OF THE DRAWINGS The foregoing and further objects, features and advantages of the invention will become apparent from the following description of preferred embodiments with reference to the accompanying drawings, wherein like numerals are used to represent like elements and wherein: FIG. 1 is a schematic diagram illustrating an embodiment of the erosionwash step in the cylinder block production method of the invention; FIG. 2 is a section of a nozzle along an axis thereof disclosed as an embodiment in Japanese Patent Application Laid-Open Publication No. JPA-7-299390; FIG. 3 is a front view of a high-pressure water outlet of a nozzle disclosed as an embodiment in Japanese Patent Application Laid-Open Publication No. JP-A-7-299390; FIG. 4 shows front and side views of a nozzle disclosed as an embodiment in Japanese Patent Application Laid-Open Publication No. JP-A-7-299390, indicating the shape of a footprint of high-pressure water jetted from the nozzle; FIG. 5 is a schematic diagram illustrating a state of the outer peripheral wall surface of a cylinder liner cast by using a mold having a sand-lined inner surface; FIG. 6 is a schematic diagram illustrating a state of the cylinder liner where portions of a base structure of cast iron forming the outer peripheral wall surface of the cylinder liner have been removed by executing an erosionwash step; FIGS. 7A and 7B illustrate different configurations of asperities of the outer

peripheral wall surfaces of cylinder liners; FIG. 8 shows a magnified photograph of the outer peripheral wall surface of a cylinder liner of Comparative Example 1 subjected to a shot blast process but not subjected to the erosion-wash step by high-pressure water jet; FIG. 9 shows a magnified photograph of the outer peripheral wall surface of a cylinder liner of Example 1 subjected to the shot blast process and the erosion-wash step performed by high-pressure water jet; FIG. 10 is a photograph of a section of a portion that includes a boundary between a resin and the cylinder liner of Comparative Example 1; FIG. 11 is a photograph of a section of a portion that includes a boundary between a resin and the cylinder liner of Example 1; FIG. 12 is a photograph of a section of a portion including a boundary between the resin and the outer peripheral wall surface of the cylinder liner of Comparative Example 1, which was taken so as to show the presence of a mold release agent; FIG. 13 is a photograph of a section of a portion including a boundary between the resin and the outer peripheral wall surface of the cylinder liner of Example 1, which was taken so as to show the presence of a mold release agent; FIG. 14 is a magnified photograph of the outer peripheral wall surface of a cylinder liner of Comparative Example 2 subjected to the shot blast process and the machining process but not subjected to the erosion-wash step by high-pressure water jet; FIG. 15 is a magnified photograph of the outer peripheral wall surface of a cylinder liner of Example 2 subjected to the shot blast process, the machining process, and the erosion-wash step by high-pressure water jet; FIG. 16 is a photograph of a section of a portion that includes a boundary between a resin and the cylinder liner of Comparative Example 2; FIG. 17 is a photograph of a section of a portion that includes a boundary between a resin and the cylinder liner of Example 2; FIG. 18 is a diagram of a cylinder liner indicating the site of cutting; FIG. 19 is a graph indicating the rates of adhesion between the cylinder liner and the cylinder block body in the cylinder blocks of Example 1,

Comparative Example 1, Example 2 and Comparative Example 2; FIG. 20 is a graph indicating the strengths of adhesion between the cylinder liner and the cylinder block body in the cylinder blocks of Example 1, Comparative Example 1, Example 2 and Comparative Example 2; FIG. 21 is a diagram indicating the circularity of a cylinder bore of a cylinder block produced in Example 1; FIG. 22 is a diagram indicating the circularity of a cylinder bore of a cylinder block produced in Comparative Example 1; FIG. 23 is a photograph of a section of a cylinder block of Example 3, showing a portion including a boundary between the cylinder liner and the cylinder block body; FIG. 24 is a photograph of a section of a cylinder block of Comparative Example 3, showing a portion including a boundary between the cylinder liner and the cylinder block body; FIG. 25 is a photograph of key-shaped small protrusions formed on the outer peripheral wall surface of a cylinder liner; FIG. 26 is a graph indicating a relationship between the number of keyshaped small protrusions and the flow rate of high-pressure water which can be grasped from Table 1; FIG. 27 shows a scanning electron microscope (SEM) photograph of the outer peripheral wall surface of a cylinder liner subjected to the shot blast process; FIG. 28 shows a photograph of the outer peripheral wall surface of the cylinder liner taken by a scanning electron microscope (SEM) after the erosion-wash step; FIG. 29 is a graph indicating a relationship between the water pressure of high-pressure water jet and the proportion of sand area in the outer peripheral wall surface; and FIG. 30 is a perspective view of an embodiment of a cylinder liner disclosed in Japanese Patent Application Laid-Open Publication No. JP-A-58-211550. DETAILED DESCRIPTION OF PREFERRED EMBODIMENTS (1) Embodiments of the invention will be described below. A cylinder block production method of the invention is a cylinder block production method

for producing a cylinder block in which a cylinder liner of a cast iron is enclosed within a cylinder block body by casting, the method including an erosion-wash step and a cast-enclosing step. (2) A cylinder block production method of the invention includes a castenclosing step of enclosing a cylinder liner with a cylinder block body by casting after the erosion-wash step. The cast-enclosing step can be carried out by a known method. That is, a cylinder liner that has been subjected to the erosion-wash step is set in a cavity of a die, and then the cylinder liner is enclosed by pouring a metal melt that forms the cylinder block into the mold in a die-cast technique or the like. The metal used to form the cylinder block is any metal that can be used for a cylinder block body. Examples of the metal include cast iron, aluminum, aluminum alloys, magnesium alloys, etc. As for the cast iron used for the cylinder liner, it is possible to cast-enclose the cylinder liner with a different metal, and it is also possible to cast-enclose the cast-iron cylinder liner with a cast iron. (3) A cylinder block production method of the invention includes an erosion-wash step of forming many small protrusions on an outer peripheral wall surface of the cylinder liner by jetting a high-pressure fluid, such as high-pressure water or the like, to the outer peripheral wall surface of the cylinder liner so as to partially erode a base structure of a cast iron that forms the outer peripheral wall surface of the cylinder liner, and of washing the outer peripheral wall surface of the cylinder liner. The erosion-wash step can be carried out by, for example, an embodiment described below. FIG. 1 schematically illustrates an embodiment of the erosion-wash step. In this embodiment, water is used as a high-pressure fluid. However, the high-pressure fluid used is not limited to water, but may also be a preservative-containing water, or other kinds of fluids, for example, an oil or the like. A cylinder liner A formed by using a mold or the like is fixed to a chuck B. The chuck B has been set so that the cylinder liner A fixed to the chuck B can be rotated about an axis of the cylinder liner A. While the cylinder liner A is rotated, high-pressure water is jetted to the outer peripheral wall surface of the cylinder liner A from a nozzle C via a high-pressure pump D. The jetted high-pressure water impacts the outer peripheral wall surface. As of the cylinder liner A, thereby removing portions of the base structure of the cast iron that forms the outer peripheral wall surface AS of the cylinder liner A. As a result, many small

protrusions are formed on the outer peripheral wall surface. As of the cylinder liner A, and simultaneously the outer peripheral wall surface AS of the cylinder liner A is washed. The small protrusions are formed by high-pressure water eroding portions of the base structure of the cast iron. Therefore, it is possible to form keyshaped small protrusions having a surface that extends at an angle less than 90 degrees with respect to the outer peripheral wall surface AS of the cylinder liner A. Furthermore, it is possible to form key-shaped small protrusions whose distal ends are curved toward the outer peripheral wall surface AS of the cylinder liner A. The jetting of high-pressure water can be performed at a pressure, a flow rate, etc. that are suitable to erode portions of the base structure that form the outer peripheral wall surface of the cylinder liner. (4) It is preferable that the jetting of high-pressure water be performed by fan-jet. The fan-jet makes it possible to strike a certain area of the outer peripheral wall surface of the cylinder liner with high-pressure water at a time. As a result, it becomes possible to uniformly strike the entire area of the outer peripheral wall surface with high-pressure water by moving the nozzle C so as to shift the area that high-pressure water strikes at a time. Therefore, portions of the base structure can be eroded uniformly over the entire area of the outer peripheral wall surface of the cylinder liner. The nozzle used for fan-jetting high-pressure water may be a fan-jet nozzle disclosed in Japanese Patent Application Laid-Open Publication No. JP-A6-278027 (titled "Hard Coating Removing Method by Ultra-high Pressure Fan-jet Nozzle, and applied by Flow International Corporation), or a fanjet nozzle disclosed in Japanese Patent Application Laid-Open Publication No. JP-A-7-299390 (titled "Ultra-high Pressure Fan-jet Nozzle", and applied by Flow International Corporation). Japanese Patent Application Laid-Open Publication No. JP-A-7-299390 describes, as a preferred embodiment, a fan-jet nozzle shown in FIGS. 2 and 3, as follows. This "nozzle 12 has a first end portion 14, a second end portion 16, an outer surface18, and an inner surface 20. The inner surface 20 is defined by a conical bore 22 that extends from the first end portion 14 to the second end portion 16. The conical bore 22 has an inlet orifice 24 and an outlet orifice 26 that are formed in the firstend portion 14 and the second end portion 16, respectively. A wedge-shaped notch 28 extends from the second end portion 16 in a direction toward the first end portion 14 to a depth 44 where the wedge-shaped notch 28 intersects with the conical bore 22. Therefore, the shape of the outlet orifice 26 is formed by the intersection between the conical bore 22 and the wedge-shaped notch 28. As a certain volume of pressurized fluid moves out of the outlet orifice 26 through the

nozzle 12, the pressurized fluid is ejected from the nozzle 12 as a fan-jet that has a substantially linear footprint due to the shape of the outlet orifice 26" ((0009) in section 6 of page (4) in the patent application). As shown in FIG. 3, the outer surface 18 of the nozzle 12 has "a conical shape such that the second end portion 16 has a substantially circular flat surface 45. The wedge-shaped notch 28 is aligned with a diameter of the circular surface 45 so that the notch 28 extends through a center 47 of the second end portion 16. As a result, a fan-jet of pressurized fluid moves out of the nozzle 12 in a direction that substantially aligns with a lengthwise axis 50 of the nozzle 122" ((0010) in section 6of page (4) in the patent application). Due to this construction of the nozzle, the fan jet from the nozzle, as shown in FIG. 4, "can be referred to as "straight" fan 49. The straight fan 49 is effective in various cases, for example, in washing, removal of a coating, etc., as described in detail below" ((0010) in section 6 of page (4) in the patent application). FIG. 4 shows a front view and a side view of the fan-jet nozzle and the shape of a footprint of high-pressure water jetted from the nozzle. Then, the "pressurized fluid ejected from the nozzle 12 has a shape of fanjet having a substantially linear footprint. The width of fan-jet varies in accordance with variations of the geometrical configuration of the nozzle 12. For the purpose of description, the footprint can be considered to have a thin rectangular shape or an elliptical shape having a very high aspect ratio (long axis to short axis), for example, 100 to 1. The geometrical shape of the fan-jet can be controlled by adjusting the geometrical shape of the nozzle. It is preferable that the geometrical shape of the fan-jet be one of various geometrical shapes based on the work at hand. For example, what is often desired in the case of washing is to selectively remove an extraneous matter layer from a lower surface without damaging the lower surface. Furthermore, it is desired and is often necessary to provide a 100%-washed surface. The extraneous matter layer can be removed uniformly and thoroughly by sweeping a fan-jet formed by a preferred embodiment of the nozzle 12 shown in the drawings across the surface to be washed, in a direction of the short axis of the footprint of fan-jet. Therefore, problems associated with rotation and translational motion of the circular jet can be avoided. As can be understood by those skilled in the art, it is possible to wash a larger area rapidly and efficiently by aligning and translation ally moving many nozzles 12 in concert across the surface" ((0011) in section 7 of page 5 in the patent application). The high-pressure water jetted from the nozzle becomes atomized at a certain distance from the outlet orifice. Therefore, the footprint of highpressure water expands to a certain area having an elliptical shape.

In the erosion-wash step of a cylinder block production method of the invention, high-pressure water can be fan-jetted by using a fan-jet nozzle as described above as the nozzle C shown in FIG. 1. In this case, the cylinder liner A fixed to the chuck B is rotated about the axis of the cylinder liner A. Furthermore, the nozzle C is set so that the direction of the long axis of the footprint of the high-pressure water E fan-jetted from the nozzle C coincides with a direction perpendicular to the axis of the cylinder liner A shown in FIG. 1, and therefore the direction of the short axis of the footprint of the high-pressure water E coincides with a direction of the axis of the cylinder liner A. Then, the nozzle C is moved at an appropriate speed in the direction of the axis of the cylinder liner A while high-pressure water E is being fan-jetted from the nozzle C to the outer peripheral wall surface of the rotating cylinder liner A. By moving the nozzle C so that high-pressure water E fanjetted from the nozzle C strikes the outer peripheral wall surface AS of the cylinder liner A from an upper end to a lower end of the surface, the fanjetted high-pressure water E can substantially uniformly strike the entire area of the outer peripheral wall surface AS of the cylinder liner A. In the case where high-pressure water is fan-jetted against the outer peripheral wall surface of the cylinder liner by using the fan-jet nozzle as described above, the nozzle diameter, that is, the diameter of the water jet outlet, as well as the pressure of high-pressure water, the amount of flow of high-pressure water, etc. can be set in such ranges as to allow removal of portions of the base structure of the cast iron that forms the outer peripheral wall surface of the cylinder liner. The nozzle diameter may be about 0.25 to 0.56 mm, and preferably, 0.3 to 0.45 mm. Since a certain amount of flow is needed, the nozzle diameter needs to be a certain size. However, if the nozzle diameter is excessively great, it becomes necessary to provide a large-capacity facility. The water pressure of high-pressure water may be about 207 MPa or higher, and preferably, 276 to 414 MPa. In order to erode portions of the cast iron, the pressure of high-pressure water needs to be at least 207 MPa. However, considering efficiency, a preferable pressure of high-pressure water is 276 to 414 MPa. The flow rate of high-pressure water may be about 2 to 20 L/min. and preferably 2.67 to 10 L/min. The throughput capacity is given by pressure times flow rate. The flow rate is determined by the relationship with pressure. In a case where high-pressure water is fan-jetted in the aforementioned conditions, the distance from the high-pressure water outlet of the nozzle to

the outer peripheral wall surface of the cylinder liner may be about 5 to 40 nm, and preferably10 to 25 mm. In designing a nozzle, the distance from the high-pressure water outlet of the nozzle to the outer peripheral wall surface of the cylinder liner can be freely set. However, considering the distance that is needed for the water to become atomized as well as pressure attenuation, the aforementioned distance is generally appropriate. Furthermore, the moving speed of the nozzle in the direction of the axis may be about 1 to 20 mm/sec., and preferably 2 to 8 mm/sec. If the capacity of the high-pressure pump allows, a greater moving speed of the nozzle is more preferable in view of efficiency and rust prevention. However, considering the capacity of existing pumps, the aforementioned level of moving speed of the nozzle is generally preferable. The rotation speed of the cylinder liner having an outer diameter of about 80 mm may be about 50 to 1000 rotations/minute (rpm), and preferably 100 to 600 rpm. If the rotation speed of the cylinder liner is excessively low, non uniformity results. If the rotation speed of the cylinder liner is excessively high, the vector of water stream that perpendicularly strikes the work piece (cylinder liner) becomes inconveniently small. The erosion-wash step based on high-pressure water jet performed in examples described below was performed in accordance with embodiments employing the above-described fan-jet nozzle. (5) The cast iron normally has base structure portions and graphite portions. If an impact is given to such a cast iron, cracks normally form at low-strength sites, so that the base structure may fall off from the cracked sites. In the case of cast iron, boundary portions between the base structure and the graphite are generally considered low-strength portions, and graphite interiors are generally considered low-strength portions. Therefore in the invention, it is preferable to use a cast iron in which graphite is distributed so that cracks formed in low-strength portions become linked in a complicated fashion, in view of formation of many small protrusions by removing portions of the base structure. Hence, it is preferable to select and use a cast iron in which graphite portions are threedimensionally linked or graphite portions are close to each other so that the cracks formed in boundaries between graphite and the base structure or the cracks formed inside graphite portions are likely to link. Such a cast iron can be said to be a cast iron in which, upon an impact, cracks link to one another and portions of the base structure fall off so that small protrusions of complicated shapes will likely form. Preferable examples of the cast iron include a flake graphite cast iron in which the graphite is an ordinary A-type graphite, and a flake graphite cast

iron in which a D-type graphite exists near surfaces due to the rapid cooling of near-surface portions. If a cast iron is rapidly cooled, a chill structure may form. A cast iron having a structure in which a chill structure is present partially but is not formed entirely therein may also be adopted. It is also possible to adopt a "worm-like graphite cast iron" generally termed vermicular cast iron. Therefore, in the cylinder block production method of the invention, it is preferable to use a cylinder liner formed by casting a cast iron mentioned above. (6) FIG. 5 schematically illustrates a state of the outer peripheral wall surface AS of the cylinder liner A occurring when the cylinder liner is cast by using a mold having a sand-lined inner surface. That is, FIG. 5 shows a state of the outer peripheral wall surface AS of the cylinder liner A at a stage prior to execution of the erosion-wash step. FIG. 6 schematically illustrates a state of the outer peripheral wall surface AS of the cylinder liner A occurring when portions of the base structure of cast iron forming the outer peripheral wall surface AS of the cylinder liner A have been eroded by executing the erosion-wash step. In FIGS. 5 and 6, the cylinder liner and the outer peripheral wall surface of the cylinder liner are represented by the same reference characters as in FIG. 1. Cast-iron cylinder liners are often cast through the use of a die having a sand-lined cavity surface. The sand lining is provided for the purpose of preventing thermal destruction of the die used for casting a cast iron, and of forming asperities on the outer peripheral wall surface of the cylinder liner due to the lining sand. Therefore, as shown in FIG. 5, asperities are formed on the outer peripheral wall surface AS of the cylinder liner A, and sand and the mold release agent Fremain in dip portions of the outer peripheral wall surface AS. If such a cylinder liner A is cast-enclosed with a cylinder block body, the sand and the mold release agent F become a cause for impaired adhesion between the cylinder liner and the cylinder block body. In the related art, it is a normal practice to perform shot blast on a cylinder liner A before casting a cylinder block body around the cylinder liner A. However, although the shot blast process may further produce asperities, the shot blast process cannot remove the sand and the mold release agent F deposited on the outer peripheral wall surface AS of the cylinder liner A. Moreover, the shot blast process sometimes may break small protrusions formed on the outer peripheral wall surface AS. In contrast, in the erosion-wash step in the invention, a high-pressure fluid, such as high-pressure water or the like, is jetted against the outer

peripheral wall surface AS of the cylinder liner A so as to erode portions of the base structure of cast iron forming the outer peripheral wall surface AS of the cylinder liner A, so that many small protrusions G are formed on the outer peripheral wall surface AS, as shown in FIG. 6. As small protrusions G formed due to the fall-off of portions of the base structure, it is also possible to form key-shaped small protrusions H having a surface that extends at an angle less than 90 degrees with respect to the outer peripheral wall surface AS. Furthermore, simultaneously with the erosion of portions of the base structure, the jet of high-pressure water removes the sand and the mold release agent F deposited on the outer peripheral wall surface AS, thus washing the outer peripheral wall surface. That is, when portions of the base structure are eroded by high-pressure water jet, the sand and the mold release agent F deposited on the outer peripheral wall surface AS of the cylinder liner A formed by casting as indicated in FIG. 5 are washed off together with the portions of the base structure eroded by high-pressure water. Therefore, the sand and the mold release agent F can be removed from the outer peripheral wall surface AS of the cylinder liner A as indicated in FIG. 6. The outer peripheral wall surface of the cylinder liner to which the erosionwash step carried out by high-pressure water jet in accordance with the invention is applied is not limited to an outer peripheral wall surface having asperities as shown in FIG. 5. The erosion-wash step can also be performed on a surface smoothed by machining. The erosion-wash step can also be performed on an outer peripheral wall surface having rectangular pits and protrusions as shown in FIG. 7(A), and an outer peripheral wall surface having serrate pits and protrusions as shown in FIG. 7(B). The erosion-wash step erodes portions of the base structure of cast iron that forms the outer peripheral wall surface of the cylinder liner through the use of a high-pressure fluid. Therefore, the erosion-wash step can be performed on the outer peripheral wall surface of a cylinder liner as long as portions of the base structure of cast iron can be eroded by the high-pressure fluid, regardless of the presence/absence of pits and protrusions on the outer peripheral wall surface prior to execution of the erosion-wash step, the shape of pits and protrusions, etc.

EXAMPLES
[1] Production of Cylinder Block Examples of the cylinder block production method of the invention will be described below.

(1) In Example 1 of the cylinder block production method of the invention, a cylinder block as described below was produced. A tubular cylinder liner of flake graphite cast iron (JIS 5501 F230 (hereinafter, simply referred to as "FC230") having an inside diameter of 79 mm, an outside diameter of 89 mm and a length of 136 mm was produced by centrifugal casting. Since the flake graphite cast iron was subjected to centrifugal casting, a near-surface portion of the outer peripheral wall surface of the cylinder liner was formed by a flake graphite cast iron having a D-type graphite, and an internal portion of the cylinder liner was formed by a flake graphite cast iron having an A-type graphite. The cylinder liner was cast through the use of a die having a sand-lined inner surface. Therefore, at the stage where the cylinder liner was cast, dielining sand (silica sand SiO.sub.2) and the mold release agent were stuck on the outerperipheral wall surface of the cylinder liner. The lining of the die with sand was provided in order to prevent destruction of the die due to heat from the molten metal and to form small asperities on the outer peripheral wall surface of the cylinderliner due to the lining sand. Considering that a cast cylinder liner is normally subjected to a shot blast process so as to remove the sand and the mold release agent adhered to the outer peripheral wall surface of the cylinder liner in the related art, shot blast was also performed on the outer peripheral wall surface of the cylinder liner formed by centrifugal casting in this example. In this example, the shot blast was performed prior to the erosion-wash step executed by high-pressure water jet in association with a comparative example of production of a cylinder block as described below. However, the cast cylinder liner may be immediately subjected to the erosion-wash step executed by high-pressure water jet, without execution of the shot blast process. The shot blast was performed by using alumina particles (#24) as a grid in the condition that the amount of grid projection was 135 g/min., and the grid speed was 60 m/sec., and the processing time was 0.07 sec./cm.sup.2. As a result, asperities were formed to a certain degree on the outer peripheral wall surface of the cylinder liner, with dip portions of the asperities substantially filled with residual sand. The cylinder liner subjected to shot blast was then subjected to the erosionwash step of the embodiment described above. The erosion-wash step in this example will be described with reference to FIG. 1, which is referred to above in conjunction with description of the embodiment. Components and elements similar to those shown in FIG. 1 will be represented by the reference characters used in FIG. 1.

First, the cylinder liner A was fixed to a chuck B so that the cylinder liner A was rotatable about an axis of the cylinder liner A. Then, while the cylinder liner A was rotated at a rotation speed of 650 rpm via the cylinder liner A, high-pressure water was jetted from the nozzle C to the outer peripheral wall surface AS of the cylinder liner A. The pressure of high-pressure water was 380 MPa. The flow rate of high-pressure water was 4.16 L/min. The nozzle diameter of the nozzle C used was 0.38 mm. The moving speed of the nozzle C was set at 2 mm/min. The nozzle C used was a fan-jet nozzle that caused atomization of high-pressure water at a distance of 10 mm from the high-pressure water outlet (outlet orifice). The distance from the outlet of the nozzle C to the outer peripheral wall surface of the cylinder liner was set at 12.5 mm. In the aforementioned conditions, the outer peripheral wall surface AS of the cylinder liner A was subjected to the erosion-wash step performed by high-pressure water jet, thereby eroding portions of the base structure of the outer peripheral wall surface AS of the cylinder liner. After the erosion-wash step, the cylinder liner was subjected to a castenclosing step, thereby producing a cylinder block. In this cast-enclosing step, the cylinder liner was cast-enclosed by a die-casting process using an aluminum alloy (JIS HADC 12 (hereinafter, simply referred to as "ADC 12")) for a cylinder block body. As Comparative Example 1 for a comparison purpose, a cylinder liner at a stage immediately following the shot blast process, that is, a cylinder liner not subjected to the erosion-wash step performed by high-pressure water jet, was subjected tothe same cast-enclosing step as in Example 1, so that a cylinder block was produced by casting the aluminum alloy (ADC 12) around the cylinder liner. FIG. 8 shows a magnified photograph of the outer peripheral wall surface of the cylinder liner of Comparative Example 1, which was subjected to the shot blast process, but was not subjected to the erosion-wash step executed by high-pressurewater. FIG. 9 shows a magnified photograph of the outer peripheral wall surface of the cylinder liner of Example 1, which was subjected to the erosion-wash step. Comparison between the FIG. 8 and FIG. 9 tells that the outer peripheral wall surfaceshown in FIG. 9 has more evident asperities than the outer peripheral wall surface shown in FIG. 8. Furthermore, in FIG. 8, adhesion of the mold release agent can be seen. Each of FIGS. 10, 11, 12 and 13 shows a photograph of a section of a boundary portion between the outer peripheral wall surface of the cylinder liner and a phenol resin coat on the outer peripheral wall surface. In FIGS. 10 to 13, an upperportion that is darker is a resin portion, and a lower

portion that is less dark is a cylinder liner portion. Each of FIGS. 10 and 12 is a photograph of a section of a portion around a boundary between the resin and the outer peripheral wall surface of the cylinder liner of Comparative Example 1. Each of FIGS. 11 and 13 is a photograph of a section of aportion around a boundary between the resin and the outer peripheral wall surface of the cylinder liner of Example 1. As shown in FIG. 10, the outer peripheral wall surface of the cylinder liner of Comparative Example 1 at the stage after the shot blast has asperities. The asperities on the outer peripheral wall surface of the cylinder liner of Comparative Example 1 are simple asperities, compared with the protrusions formed on the outer peripheral wall surface of the cylinder liner of Example 1 subjected to the erosion-wash step performed by highpressure water jet shown in FIG. 11. The small protrusions formed on the outer peripheral wall surface shown in FIG. 11 have complicated shapes. The small protrusions include key-shaped small protrusions, and also include key-shaped small protrusions that are curved toward the outer peripheral wall surface. A conceivable reason for the formation of the complicated-shape small protrusions is that portions of the base structure of cast iron forming the outer peripheral wall surface of the cylinder liner were eroded by impacts of high-pressure water jet. FIGS. 12 and 13 are photographs for observation of the presence of the mold release agent between the resin and the outer peripheral wall surface of the cylinder liner. In FIG. 12, the mold release agent is present between the resin and the outer peripheral wall surface of the cylinder liner. In contrast, in FIG. 13, no mold release agent is observed between the resin and the outer peripheral wall surface of the cylinder liner. That is, it can be understood that sand on the cylinder liner surface can be removed by the erosion-wash step performed by high-pressure water jet. Although not clearly seen from these figures, it was observed by the unaided eye that the outer peripheral wall surface of the cylinder liner of Comparative Example 1 subjected merely to the shot blast was covered with a black scale of an iron oxide coating, whereas the outer peripheral wall surface of the cylinder liner of Example 1 subjected to the erosionwash step performed by high-pressure water jet did not have such a black scale, and but had a silvery gloss. The cast iron in Example 1 was a flake graphite cast iron having a D-type graphite (super cooled graphite) as can be observed in the cylinder liner portions in FIGS. 10 and 11. It can be considered that with the presence of many small D-type graphite portions in the flake graphite cast iron surface, cracks form mainly at boundaries between the graphite and the base structure, and interiors of the graphite, so that portions of the base

structure were eroded. (2) As Example 2 of the cylinder block production method of the invention, a cylinder block was produced as described below. A tubular cylinder liner of a flake graphite cast iron (FC 230) having an inside diameter of 79 mm, an outside diameter of 89 mm and a length of 136 mm was produced by gravity casting. Due to the gravity casting of the flake graphite cast iron, a flake graphite having an ordinary A-type graphite was formed up to the surface. The cylinder liner was cast through the use of a mold having an inner surface lined with sand (silica sand SiO.sub.2). Therefore, at the stage where the cylinder liner was cast, the sand and the mold release agent from the mold were stuck on the outer peripheral wall surface of the cylinder liner. As in Example 1, considering that a cast cylinder liner is normally subjected to a shot blast process so as to remove the sand and the mold release agent adhered to the outer peripheral wall surface of the cylinder liner in the related art, shot blast was also performed on the outer peripheral wall surface of the cylinder liner formed by centrifugal casting in this example. The shot blast was performed by using alumina particles (#24) as a grid in the condition that the amount of grid projection was 135 g/min., and the grid speed was 60 m/sec., and the processing time was 0.07 sec./cm.sup.2. As a result, asperities were formed to a certain degree on the outer peripheral wall surface of the cylinder liner, with dip portions of the asperities substantially filled with residual mold release agent. The outer peripheral wall surface of the cylinder liner subjected to the above-described shot blast was then subjected to a machining process. The machining process was performed by using a lathe. As for the lathe, the rotation speed was set at1500 rpm, and the feed speed was set at 0.6 m/min., and the amount of cut was set at 0.1 mm. The need for machining is not particularly found in real embodiments. In this example, however, the machining process of smoothing the outer peripheral wall surface of the cylinder liner to a certain degree of smoothness was performed, so that the high-pressure water jet onto the smoothed outer peripheral wall surface made it possible to check the effect of the erosion-wash step in the cylinder block production method of the invention. The outer peripheral wall surface of the cylinder liner machined by using the lathe as described above was subjected to the erosion-wash step of the embodiment described above. The erosion-wash step in this example will be described with reference to FIG. 1, which is referred to above in

conjunction with description of the embodiments. Components and elements similar to those shown in FIG. 1 will be represented by the reference characters used in FIG. 1. As described above, the cylinder liner A was fixed to a chuck B so that the cylinder liner A was rotatable about an axis of the cylinder liner A. Then, while the cylinder liner A was rotated at a rotation speed of 200 rpm via the cylinder liner A, high-pressure water was jetted from the nozzle C to the outer peripheral wall surface AS of the cylinder liner A. The pressure of high-pressure water was 270 MPa. The flow rate of high-pressure water was 3.55 L/min. The nozzle diameter of the nozzle C used was 0.38 mm. The moving speed of the nozzle C was set at 1 mm/min. The nozzle C used was a fan-jet nozzle that caused atomization of high-pressure water at a distance of 10 mm from the high-pressure water outlet (outlet orifice). The distance from the outlet of the nozzle C to the outer peripheral wall surface of the cylinder liner was set at 12.5 mm. In the aforementioned conditions, the outer peripheral wall surface AS of the cylinder liner A was subjected to the erosion-wash step performed by high-pressure water jet, thereby eroding portions of the base structure of the outer peripheral wall surface AS of the cylinder liner. Then, the cylinder liner was subjected to the same cast-enclosing step as in Example 1, so that a cylinder block was produced by casting an aluminum alloy (ADC 12) around the cylinder liner. As Comparative Example 2 for a comparison purpose, a cylinder liner subjected to the shot blast process and the machining process but not subjected to the erosion-wash step performed by high-pressure water jet was subjected to the same cast-enclosing step as in Example 1, so that a cylinder block was produced by casting the aluminum alloy around the cylinder liner. FIG. 14 shows a magnified photograph of the outer peripheral wall surface of the cylinder liner subjected to the shot blast process and the machining process but not subjected to the erosion-wash step in Comparative Example 2. FIG. 15 shows a magnified photograph of the outer peripheral wall surface of the cylinder liner subjected to the shot blast process, the machining process, and the erosion-wash step performed by high-pressure water jet in Example 2. Comparison between FIG. 14 and FIG.15 tells that the outer peripheral wall surface of the cylinder liner of Example 2 subjected to the high-pressure water jet in FIG. 15 has more complicated asperities than the outer peripheral wall surface of the cylinder liner of Comparative Example 2subjected to high-pressure water jet in FIG. 14. In FIG. 14, the outer peripheral wall surface of the cylinder liner subjected to

the machining process exhibits stripe-like machining marks. Each of FIGS. 16 and 17 shows a photograph of a section of a boundary portion between the outer peripheral wall surface of the cylinder liner and a phenol resin coat on the outer peripheral wall surface. In FIGS. 16 and 17, an upper portion that is darker is a resin portion, and a lower portion that is less dark is a cylinder liner portion. FIG. 16 shows a photograph of a portion around a boundary between the resin and the outer peripheral wall surface of the cylinder liner of Comparative Example 2 at a stage of having been subjected to the machining process. FIG. 17 shows a photograph of a portion around a boundary between the resin and the outer peripheral wall surface of the cylinder liner of Example 2 subjected to the erosion-wash step performed by high-pressure water jet. The gray cast iron was an ordinary flake graphite cast iron. That is, the gray cast iron herein was a flake graphite cast iron whose graphite was an A-type graphite. Since the outer peripheral wall surface of the cylinder liner of Comparative Example 2 shown in FIG. 16 was subjected to the machining process, the outer peripheral wall surface shown in FIG. 16 is a smooth surface without small asperities. Although not shown in these figures, metallic irregular reflection was observed on the outer peripheral wall surface of the cylinder liner of Example 2 subjected to the erosion-wash step performed by highpressure water jet, and glistening due to the machining process was observed on the outer peripheral wall surface of the cylinder liner of Comparative Example 2 at the stage of having been subjected to the machining process. It can be understood from FIG. 7 that if the erosion-wash step by highpressure water jet is performed on the outer peripheral wall surface of the cylinder liner of Comparative Example 2 having substantially no asperity, complicated small protrusions are formed on the outer peripheral wall surface of the cylinder liner. The outer peripheral wall surface has keyshaped small protrusions. A conceivable reason for the existence of keyshaped small protrusions is that the jetted high-pressure water created cracks at and around boundaries between the base structure and graphite of the flake graphite cast iron, so that portions of the base structure fell off. Therefore, it can be understood that if the erosion-wash step be highpressure water jet is performed on a cylinder liner having a smooth surface, small protrusions will be formed on the outer peripheral wall surface of the cylinder liner. (3) Observation of Degree of Adhesion With regard to the cylinder block of Example 1, the cylinder block of

Comparative Example 1, the cylinder block of Example 2, and the cylinder block of Comparative Example 2, the degree of adhesion between the cylinder liner and the cylinder block body was investigated. Each of the cylinder blocks of Example 1, Comparative Example 1, Example 2 and Comparative Example 2 was cut as shown in FIG. 18. That is, the cylinder block H was cut perpendicularly to the axes of cylinder bores I as indicated by a line a--ain FIG. 18. In the cut surface of each cylinder block, sites of good adhesion between the cylinder liner and the cylinder block body and sites where a gap is formed between the cylinder liner and the cylinder block body were microscopically observed and measured. With the entire circumference of the outer peripheral wall surface of the cylinder liner defined as 100%, the proportion of sites of good adhesion to the cylinder block (adhesion proportion) was calculated. Results are shown in FIG. 19. As for each of Examples 1 and 2, the adhesion proportion was 100%. A conceivable reason for the adhesion proportion being 100% is that the sand and the mold release agent deposited on the cylinder liner were removed by the erosion-wash step executed by high-pressure water jet in the cylinder block production method of the invention. A conceivable reason for the cylinder block of Comparative Example 1 having a lower adhesion proportion than the cylinder block of Example 1 is that the sand and the mold release agent could not be removed merely by the shot blast process. A conceivable reason for the cylinder block of Comparative Example 2 having a lower adhesion proportion than the cylinder block of Example 2 is that the machining process removed the sand and the mold release agent and, moreover, substantially eliminated asperities from the outer peripheral wall surface so that the attachment of the cast iron of the cylinder liner to the aluminum alloy of the cylinder block body reduced. Each of the cylinder blocks of Example 1, Comparative Example 1, Example 2 and Comparative Example 2 was cut perpendicularly to the axes of the cylinder bores at a site where the cylinder liner was considered to be adhered to the cylinder block body. The strength of adhesion between the cylinder block body and the cylinder liner was measured. The strength of adhesion was measured by a sheer adhesion test method. Measurement results provided by the sheer adhesion test method are indicated in FIG. 20. It is clearly indicated that the cylinder blocks of Examples 1 and 2 had higher strengths of adhesion than the cylinder blocks

of Comparative Examples 1 and2. A conceivable reason for the higher adhesion strengths is that the cylinder liners of Examples 1 and 2 were substantially free from sand and the mold release agent, and the outer peripheral wall surface of each of the cylinder liners had complicated-shape small protrusions including key-shaped small protrusions. Although the cylinder liner of Comparative Example 1 had asperities, the asperities did not have a complicated shape, but were simple asperities. Furthermore, sand and the mold release agent remained at boundaries between the cylinder liner and the cylinder block body. Therefore, the strength of adhesion of Comparative Example 1 was low. In the cylinder block of Comparative Example 2, sand and the mold release agent were absent from the boundaries between the cylinder liner and the cylinder block body. However, due to the machining of a surface of the cylinder liner, seams formed by the machining were observed. The machining seams did not form such fine asperities asto improve the adhesion strength. Therefore, it is considered that the strength of adhesion of Comparative Example 2 was low. The difference in adhesion strength between the cylinder block of Example 1 and the cylinder block of Example 2 can be considered as follows. The shot blast-treated outer peripheral wall surface of the cylinder block of Example 2 was smoothed by the machining process. Compared with the cylinder liner of the cylinder block of Example 1, the cylinder liner of Example 2 has a reduced amount of key-shaped small protrusions and a reduced degree of complicatedness of small protrusions. (4) Measurement of Circularity A 100-hour engine operation test was performed on the cylinder block of Example 1 and the cylinder block of Comparative Example 1. After the test, the engine was disassembled, and circularity of cylinder bores was measured. FIG. 21 indicates the circularity of a cylinder bore of the cylinder block produced in Example 1. FIG. 22 indicates the circularity of a cylinder bore of the cylinder block produced in Comparative Example 1. The circularity of the cylinder bore of Example 1 was 6 mm, whereas the circularity of the cylinder bore of Comparative Example 1 was 42 mm. A conceivable reason why the cylinder block of Example 1 had a considerably improved circularity compared with the cylinder block of Comparative Examples 1 is that the strength of adhesion between the cylinder liner and the cylinder block body improved so that the likelihood of development of gaps between the cylinder liner and the cylinder block body during operation of the engine considerably dropped, and therefore heat transfer during the operation of the engine was substantially uniform in the circumferential direction relative to the cylinder liner. That is, it is considered that due to uniform heat transfer in the circumferential

direction relative to the cylinder liner, reduction of deformation of the cylinder bore was realized. A reduction in the deformation of a cylinder bore will reduce the consumption of oil used for the cylinder bore, and will allow the ring tension to be reduced. As a result, friction will reduce, thus leading to reduced fuel consumption. (5) As Example 3, a cylinder block was produced on the basis of the cylinder block production method of the invention. A tubular cylinder liner of a flake graphite cast iron (FC 230) having an inside diameter of 79 mm, an outside diameter of 89 mm and a length of 136 mm was produced by centrifugal casting. The cylinder liner was cast through the use of a mold having an inner surface lined with sand (silica sand SiO.sub.2). Therefore, at the stage where the cylinder liner was cast, the sand and the mold release agent from the mold were stuck on the outer peripheral wall surface of the cylinder liner. Then, shot blast was also performed on the cylinder liner formed by centrifugal casting. The shot blast was performed by using alumina particles (#24) as a grid in the condition that the amount of grid projection was 135 g/min., and the grid speed was 60 m/sec., and the processing time was 0.07 sec./cm.sup.2. As a result, asperities were formed to a certain degree on the outer peripheral wall surface of the cylinder liner, with dip portions of the asperities substantially filled with residual sand. The cylinder liner subjected to the shot blast as described above was subjected to the erosion-wash step of the embodiment described above. The erosion-wash step in this example will be described with reference to FIG. 1, which is referred to above in conjunction with the description of the embodiments. Components and elements similar to those shown in FIG. 1 will be represented by the reference characters used in FIG. 1. As described above, the cylinder liner A was fixed to a chuck B so that the cylinder liner A was rotatable about an axis of the cylinder liner A. Then, while the cylinder liner A was rotated at a rotation speed of 200 rpm via the cylinder liner A, high-pressure water was jetted from the nozzle C to the outer peripheral wall surface AS of the cylinder liner A. The pressure of high-pressure water was 414 MPa. The flow rate of high-pressure water was 4.94 L/min. The nozzle diameter of the nozzle C used was 0.38 mm. The moving speed of the nozzle C was set at 2 mm/min. The nozzle C used was a fan-jet nozzle that caused atomization of high-pressure water at a distance of 10 mm from the high-pressure water outlet (outlet orifice). The distance from the outlet of the nozzle C to the outer peripheral wall surface of the

cylinder liner was set at 12.5 mm. In the aforementioned conditions, the outer peripheral wall surface AS of the cylinder liner A was subjected to the erosion-wash step performed by high-pressure water jet, thereby eroding portions of the base structure of the outer peripheral wall surface AS of the cylinder liner. After the erosion-wash step, the cylinder liner was subjected to the castenclosing step so as to produce a cylinder block. In the cast-enclosing step, an aluminum alloy (ADC 12) was adopted for a cylinder block body, and was cast around the cylinder liner by die-casting. As Comparative Example 1 for a comparison purpose, a cylinder liner subjected to the shot blast process but not subjected to the erosion-wash step performed by high-pressure water jet was subjected to the same castenclosing step as in Example 1,so that a cylinder block was produced by casting the aluminum alloy around the cylinder liner. FIGS. 23 and 24 show magnified photographs of cut surfaces of the cylinder block of Example 3 and the cylinder block of Comparative Example 3 extending perpendicular to the axes of cylinder bores. FIG. 23 shows a photograph of a section of the cylinder block of Example 3, showing a portion around a boundary between the cylinder liner and the cylinder block body. The photograph shows good adhesion between the flake graphite cast iron forming the cylinder liner and the aluminum alloy (ADC 12) forming the cylinder block body. The mold release agent is substantially absent at the boundary between the cylinder liner and the cylinder block body. FIG. 24 is a photograph of a section of the cylinder block of Comparative Example 3, showing a portion around a boundary between the cylinder liner and the cylinder block body. The photograph shows the presence of the mold release agent at the boundary between the cylinder liner and the cylinder block body. This sand is considered to become a cause for reduction of the strength of adhesion between the cylinder liner and the cylinder block body of the cylinder block.

Execution of Erosion-wash Step by High-pressure Water Jet: Measurement of Small Protrusions on Outer Peripheral Wall Surface
(1) FIG. 25 shows a photograph of key-shaped small protrusions each of which has a surface having an angle less than 90 degrees with respect to the outer peripheral wall surface of the cylinder liner. The cylinder liner was produced by centrifugal casting of gray cast iron (FC 230) so that the

cylinder liner was formed of a flake graphite cast iron having a D-type graphite in a surface portion of the outer peripheral wall surface of the cylinder liner. The photograph shows a section of the outer peripheral wall surface of the cylinder liner subjected to the erosion-wash step performed by high-pressure water jet in the cylinder block production method of the invention. As for the configuration of the cylinder liner, the inside diameter thereof was 79 mm, and the outside diameter thereof was 89 mm, and the length thereof was 136 mm. As for the process conditions of high-pressure water jet, the nozzle diameter was 0.38 mm, and the water pressure was 414 MPa, and the flow rate was 4.35 L/min. The moving speed of the nozzle was set at 2 mm/sec. The distance from the high-pressure water outlet of the nozzle to the outer peripheral wall surface of the cylinder liner was set at 12.5 mm. The nozzle used was a fan-jet nozzle that caused atomization of high-pressure water at a distance of 10 mm from the high-pressure water outlet (outlet orifice). The rotation speed of the cylinder liner was set at 200 rpm. This sectional photograph was taken after the outer peripheral wall surface was coated with a resin, and was then cut perpendicularly to the axis of the cylinder liner. Therefore, an upper portion of the photograph that is darker is a resin portion, and a lower portion that is whitish is a cylinder liner portion. FIG. 25 shows two key-shaped small protrusions. If the cylinder liner having an outer peripheral wall surface with such key-shaped small protrusions is enclosed with a cast material such as an aluminum alloy or the like, the key-shaped small protrusions become embedded in the surrounding cast material, thereby realizing firm adhesion. (2) Measurement The centrifugal-cast cylinder liner of a flake graphite cast iron (FC 230) in which a D-type graphite was formed near the surface was subjected to the erosion-wash described above in conjunction with the embodiment. As for the configuration of the cylinder liner, the inside diameter thereof was 79 mm, and the outside diameter thereof was 89 mm, and the length thereof was 136 mm. The cylinder liner was fixed to a chuck. While the cylinder liner was being rotated, the erosion-wash step was performed by shifting the nozzle in the direction of the axis of the cylinder liner and jetting high-pressure water against the outer peripheral wall surface of the cylinder liner. The erosionwash step was performed at a cylinder liner rotation speed of 200 rpm, and a nozzle moving speed of 2 mm/sec., with other high-pressure water jet conditions being varied. The distance from the high-pressure water outlet of

the nozzle to the outer peripheral wall surface of the cylinder liner was set at 12.5 mm. The nozzle used was a fan-jet nozzle that caused atomization of high-pressure water at a distance of 10 mm from the high-pressure water outlet (outlet orifice). Then, the number of key-shaped small protrusions formed on the outer peripheral wall surface of the cylinder liner, the amount of cut of the outer peripheral wall surface, and the roughness of the outer peripheral wall surface were measured. As for the measurement of the number of keyshaped small protrusions, the number of key-shaped small protrusions of at least 0.1 mm in height present in an area of 40 mm in circumferential length on the cylinder liner outer peripheral wall surface was counted at two sites on a cylinder liner, that is, two sites on a circumference line of the cylinder liner. Measurement results are shown in Table 1. In Table 1, the ten-point average roughness (Rz) and the center-line average roughness (Ra) are indicated in the unit of mm. In Table 1, the numbers of key-shaped small protrusions at two sites of measurement are shown in the columns of No. 1 and No. 2 of the number of protrusions.

Sample of questioner
Appendix: 1. Questionnaires survey in Ethiopian Metal Corporation Bahir Dar University under graduate study Institute of Technology School of Mechanical and Industrial Engineering Questionnaires survey in Federal Metal Corporation Instructions First we would like to express our heart full appreciation and regard for your time and sincere cooperation, in advance, to fill in this questionnaire. This questionnaire is aimed to collect relevant information for the research conducting on the title of feasible study on Engine block Manufacturing in Ethiopian Metal Corporation for the fulfillment of Bsc program in TVET in Mechanical Engineering in Bahir Dar University. Your response has great value on the research conclusions. Therefore, respondents are kindly requested to fill the required information as accurately as possible. No need write your name on the questionnaire Write x on the boxes for choice questions and write your response on the space provided for open ended questions. Appendix: 1. Personal information 1. Work section/department Name 2. Position Name.. 3. Age 20_30years 31-40 years 41_50 years above 51 years 4. Marital status Married Unmarried 5. Work Experience in the enterprise 1_3 years 4_6 years 7_10years above 10 years 6. Level of education Degree and above Diploma Certificate below certificate Appendix: 2 Questions 1. What types of products are produced in this industry..? 2. What type of casting is used to manufacture products..? 3. Are there resources which are mined from the country..? 4. Loast foam and sand casting in this industry.?