Design and Prototyping of Piston

MODELLING AND ANAYLSIS OF I.C.
ENGINE
PISTON CROWN USING FEM PACKAGE ANSYS
ABSTRACT
A piston is a component of reciprocating engines, pumps and gas
compressors. It is located in a cylinder and is made gas-tight by piston rings. In an
engine, its purpose is to transfer force from expanding gas in the cylinder to the
crankshaft via a piston rod and/or connecting rod. The alloy from which a piston is
made not only determines its strength and wears characteristics, but also its thermal
expansion characteristics. Hotter engines require more stable alloys to maintain close
tolerances without scuffing.
The normal temperature of gasoline engine exhaust is approximately 650C
(923K). This is also approximately the melting point of most aluminum alloys and it
is only the constant influx of ambient air that prevents the piston from deforming and
failing. For this purpose testing different types of materials such as aluminum alloys
and cast iron piston.
In this project we design the three models of pistons flat head, concave head &
convex heads by using Pro-Engineer 5.0 software, and imported them to make
analysis in ANSYS 11.0 software. And find out the vonmisses stresses, total
deformation, heat distribution, and heat flux. By comparing the results we can say
among these which one of the piston had better results.
LIST OF FIGURES
Figure No
Name of the figure
Page No
Ideal indicator diagram of 2-stroke SI engine
Ideal PV diagram of 4-stroke SI engine
Parts of an IC engine
Conduction in metal rod
Piston samples
Compression ratio
12
Piston rings
14
Different types of crowns used for piston
19
Proportions of piston
24
10
Sketch of piston in pro-engineer
33
11
Rib model in pro-engineer
34
12
Final piston model in pro-engineer
34
13
Role of the fem in the structural analysis
40
Process
14
solid 95 Element
48
15
Drawing of piston
49
16
After Importing Piston from Pro-E to ANSYS
49
Work Bench
17
Piston after Meshing In ANSYS
50
18
Figure Shows the Boundary Conditions Applied
52
For Piston
19
Figure Shows Structural Load Acting On The
52
Piston Head
20
Total Deformation for Concave Shaped Crown
53
Piston
21
Equivalent strain Generated in the Concave
53
Shaped Crown Piston

22
Equivalent Stress Generated In The Concave

Shaped Crown Piston
54
23
Total Deformation in the Convex Shaped
55
Crown Piston
24
Equivalent strain Generated in the Convex
55
Shaped Crown Piston

25
Equivalent Stress Generated In the Convex
56
Shaped Crown Piston

26
Total Deformation In The Flat Shaped Crown
57
Piston
27
Equivalent strain Generated in the Flat Shaped
57
Crown Piston
28
Equivalent Stress Generated In the Flat Shaped
58
Crown Piston
29
Temperature Distribution for Concave Shaped
60
Crown Piston
30
60
Shaped Crown Piston

31
Temperature Distribution for Convex Shaped
61
Crown Head
32
62
Shaped Crown Piston

33
Temperature Distribution for Flat Shaped
63
Crown Piston
34
63
Crown Piston
35
Figure Shows the Boundary Conditions Applied
67
For Piston
36
Figure Shows Structural Load Acting On The
67
Piston Head
37
Total Deformation for Concave Shaped Crown
68
Piston
38

Shaped Crown Piston
68
39
Equivalent Stress Generated In The Concave
69
Shaped Crown Piston

40
Total Deformation In The Convex Shaped
70
Crown Piston
41
70
Shaped Crown Piston

42
Equivalent Stress Generated In the Convex
71
Shaped Crown Piston

43
Total Deformation In The Flat Shaped Crown
72
Piston
44
72
Crown Piston
45
Equivalent Stress Generated In the Flat Shaped
73
Crown Piston
46
Temperature Distribution for Concave Shaped
75
Crown Piston
47
75
Shaped Crown Piston

48
Temperature Distribution for Convex Shaped
76
Crown Head
49
77
Shaped Crown Piston

50
Temperature Distribution for Flat Shaped
78
Crown Piston
51

Crown Piston
LIST OF TABLES
4
78
S.No
Name of the table
Page No
The usual proportions of piston and piston rings
24
Bore diameters for IC engines
25
Typical yield strength
30
Properties of Gray cast iron
30
Applications areas of Finite element methods
37
Aluminum alloy constants
51
Static structural loads
51
Aluminum alloy constants
59
Steady-state thermal loads
59
10
Final results of different crowns of aluminum alloy
65
11
Cast iron constants
66
12
Static structural loads
66
13
Cast iron constants
74
14
Steady-state thermal loads
74
15
Final results of different crowns of cast iron
79
LIST OF GRAPHS
S.No
Name of the graph
Page No
Graph of concave shaped piston crown having total
54
Deformation, stress, strains Vs loads

2
Graph of convex shaped piston crown having total
56

3
Graph of flat shaped piston crown having total

58
Graph of concave shaped piston crown having

Maximum temperature, minimum temperature Vs
Applied Loads
Graph of convex shaped piston crown having Maximum
Temperature, minimum temperature Vs Applied loads
Graph of flat shaped piston crown having Maximum
61
Graph of concave shaped piston crown having total
69
5
6
62
64

8
Graph of convex shaped piston crown having total
71

9
Graph of flat shaped piston crown having total

73
10
Graph of concave shaped piston crown having Maximum

Graph of convex shaped piston crown having Maximum
Graph of flat shaped piston crown having Maximum
76
11
12
77
79
INTRODUCTION TO HEAT ENGINES:

1.1 Heat Engines
Any type of engine or machine which derives heat energy from the
combustion of fuel or any other source and coverts this energy into mechanical work
is termed as a heat engine.
Heat engines may be classified as:
External Combustion Engines
Internal Combustion Engines
1.1.1 External Combustion Engines (E.C. Engines)

In this case, combustion of fuel takes place outside of the cylinder as in case of
steam engines where the heat of combustion is employed to generate steam which is
used to move a piston in a cylinder.
1.1.2 Internal Combustion Engines (I.C. Engines)

In this case, combustion of the fuel with oxygen of the air occurs within the
cylinder of the engine. The internal combustion engines group includes engines
employing mixtures of combustible gases and air, known as gas engines, those using
lighter liquid fuel or spirit known as petrol engines and those using heavier liquid
fuels, known as oil compression or diesel engines.
Even though internal combustion engines look quite simple, they are
highly complex machines. There are hundreds of components which have to perform
their functions satisfactorily to produce output power. There are two types of engines
1. Spark ignition engine (S.I engine)
2. Compression ignition engine (C.I engine)
According to the cycle of operations again these engines are classified as
o Two-stroke engines
o Four-stroke engines
1.2.A Two-stroke S.I engine:Dugald Clark invented the two stroke engine in the year 1878.The two strokes
are literally suction and exhaust. In two stroke engine the cycle is completed in
one revolution of the crank shaft.
The main difference between two stroke and four stroke engines is in the
method of filling the fresh charge and removing the burnt gases from the cylinder. In
the four stroke engines these operations are performed by the engine piston during the
suction and exhaust strokes respectively. In a two stroke engine, the filling process is
accomplished by the charge compressed in the crankcase or by a blower. The
induction of the compressed charge moves out the product of combustion through
exhaust ports. Therefore no piston strokes are required for these two operations. Two
strokes are sufficient to complete the cycle, one for compressing the fresh charge and
the other for expansion or power stroke.
Fig 1: Ideal Indicator Diagram of Two-Stroke SI Engine
1.3.A Four stroke S.I engine:In a four stroke engine, the cycle of operations are completed in four strokes of the
piston or two revolutions of the crankshaft. During the four strokes, there are five
events to be completed, viz., suction compression, combustion, expansion, and
exhaust. Each stroke consists of 180 0 of crankshaft rotation and hence a four stroke
cycle is completed through 720 0 of crank rotation. The cycle of operation for an ideal
four stroke engine consists of the following strokes. (i) Suction or intake stroke; (ii)
Compression stroke; (iii) Expansion or power stroke (iv) Exhaust stroke
Fig 2: Ideal P-V Diagram of a Four Stroke SI Engine
1.4 Different parts of an I.C. engines

Here follows the detail of the various parts of an internal combustion engine.
A cross-section of an air-cooled I.C. engine with principal parts is shown in figure 1.
Parts of an I.C. Engine:

1.
Cylinder
2.
Cylinder head
3.
Piston
4.
Gudgeon pin
5.
Connecting rod
6.
Crankshaft
7.
Crank
8.
Crank case
9.
Flywheel
10.
Governor
11.
Valves and valve operating mechanism
Fig 3: Parts of an I.C Engine
1.5 Working cycles

An internal combustion engine can work on any one of the following cycles:
A Constant volume or Otto cycle
B Constant pressure or Diesel cycle
C Dual combustion cycle
1.6 Heat Transfer In The Cylinder To The Different Parts Of Engine

1.6.1 Conduction
Conduction is the transfer of heat by direct contact of particles of matter. The transfer
of energy could be primarily by elastic impact as in fluids or by free electron diffusion
as predominant in metals or photon vibration as predominant in insulators. In other
words, heat is transferred by conduction when adjacent atoms vibrate against one
another, or as electrons move from atom to atom.
Conduction is greater in solids, where atoms are in constant contact. In liquids
(except liquid metals) and gases, the molecules are usually further apart, giving a
lower chance of molecules colliding and passing on thermal energy. Heat conduction
is directly analogous to diffusion of particles into a fluid, in the situation where there
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are no fluid currents. This type of heat diffusion differs from mass diffusion in
behavior, only in as much as it can occur in solids, whereas mass diffusion is mostly
limited to fluids. Metals (e.g. copper, platinum, gold, iron, etc.) are usually the best
conductors of thermal energy. This is due to the way that metals are chemically
bonded, have free-moving electrons which are able to transfer of thermal energy
rapidly through the metal.
As density decreases so does conduction. Therefore, fluids (and especially
gases) are less conductive. This is due to the large distance between atoms in a gas,
fewer collisions between atoms means less conduction. Conductivity of gases
increases with temperature. Conductivity increases with increasing pressure from
vacuum up to a critical point that the density of the gas is such that that molecules of
the gas may be expected to collide with each other before they transfer heat from one
surface to another. After this point in density, conductivity increases only slightly with
increasing pressure and density.
To quantify the ease with which a particular medium conducts, employ the
thermal conductivity, also known as the conductivity constant or conduction
coefficient, k. In thermal conductivity k is defined as the quantity of heat, Q,
transmitted in time (t) through a thickness (L), in a direction normal to a surface of
area (A), due to a temperature difference (T). Thermal conductivity is a material
property that is primarily dependent on the medium's phase, temperature, density, and
molecular bonding.
11
Fig 4: Conduction in metal rod
1.6.2 Convection
Convection is transfer of heat by movement of a heated fluid. Unlike the case
of pure conduction, now currents in fluids are additionally involved in convection.
This movement occurs into a fluid or within a fluid, and cannot happen in solids. In
solids, molecules keep their relative position to such an extent that bulk movement or
flow is prohibited, and therefore convection does not occur.
In natural convection (known as free convection) a fluid surrounding a heat
source receives heat, becomes less dense and rises. The surrounding, cooler fluid then
moves to replace it. This cooler fluid is then heated and the process continues,
forming convection current. The driving force for natural convection is buoyancy, a
result of differences in fluid density when gravity or any type of acceleration is
present in the system.
Forced convection, by contrast, occurs when pumps, fans or other means are
used to propel the fluid and create an artificially induced convection current. Forced
heat convection is sometimes referred to as heat advection. To calculate the rate of
convection between an object and the surrounding fluids, employ the heat transfer
coefficient, h. Unlike the thermal conductivity, the heat transfer coefficient is not a
material property. The heat transfer coefficient depends upon the geometry, fluid,
temperature, velocity, and other characteristics of the system in which convection
occurs.
It should be noted that convection does not occur in a perfect vacuum due to
the lack of media to transmit heat. This mode of heat transfer does not occur in space
where there is no atmosphere in the surroundings of the system to be analyzed. It only
occurs where gases are present.
1.6.3 Radiation
Radiation is the transfer of heat energy through empty space. No medium is
necessary for radiation to occur; radiation works even in and through a perfect
vacuum. The energy from the Sun travels through the vacuum of space before
12
warming the earth. Also, the only way that energy can leave earth is by being radiated
to space.
Both reflectivity and Emissivity of all bodies is wavelength dependent. The
temperature determines the wavelength distribution of the electromagnetic radiation
as limited in intensity by Plancks law of black-body radiation. For any body the
reflectivity depends on the wavelength distribution of incoming electromagnetic
radiation and therefore the temperature of the source of the radiation. The Emissivity
depends on the wave length distribution and therefore the temperature of the body
itself.
LITERATURE REVIEW:
CH. VENKATA RAJAM,P. V. K. MURTHY &M. V. S. MURALI KRISHNA
An optimized piston which is lighter and stronger is coated with zirconium for
bio-fuel. The low grade LHR engines are using ceramic coatings on piston, liner and
cylinder head, while medium grade LHR engines provide air gap in the piston and
other components. It is necessary to test the coated piston for withstanding the stresses
and strains. In this paper, the coated piston undergone a vonmisses test by using
ANSYS for load applied on the top. Analysis of the stress distribution was done on
various parts of the coated piston for finding the stresses due to the gas pressure and
13
thermal variations. Vonmisses stress is increased by 16% and deflection is increased

after optimization. But all the parameters are well with in design consideration.
SHUOGUO ZHAO
The piston is a "heart" of the engine and its working condition is the worst
one of the key parts of the engine in the working environment. So it is very important
for structural analysis of the piston. This paper analyses and calculates the piston by
Pro\ENGEER software to gain a result, which improves and optimizes the structure of
the piston.
SWATI S CHOUGULE, VINAYAK H KHATAWATE
This work describes the stress distribution of the piston by using
finite element method (FEM). FEM is performed by using computer aided
engineering (CAE) software. The main objective of this project is to investigate and
analyze the stress distribution of piston at the actual engine condition during
combustion process. The parameter used for the simulation is operating gas pressure
and material properties of piston. The report describes the mesh optimization by using
FEM technique to predict the higher stress and critical region on the component. The
piston under study belongs to the two stroke single cylinder engine of SUZUKI
Max100 motorcycle. Aluminum is selected as piston material. It is important to locate
the critical area of concentrated stress for appropriate modification. Computer aided
design (CAD) software PRO-E Wildfire 4.0 is used to model the piston. And static
stress analysis and dynamic analysis is performed by using ANSYS 14. Based on
stress analysis results the weight optimization of piston is done using ANSYS 14.The
finite element analysis is performed using CAD software to investigate and analyze
thermal stress distribution at the real engine condition during combustion process.
Piston skirt may appear deformation usually causes crack on the upper end of the
piston head. Due to deformation, stress concentration is caused on the upper end of
the piston and, The stress distribution on the piston mainly depends on the
deformation of piston. Therefore piston crown should have enough stiffness to reduce
the deformation. The preliminary analyses presented in the paper were to compare the
behavior of the combustion engine piston made of different type of materials under
thermal load. Finite element analysis is used to analyze stresses in a piston of an
internal combustion engine. The stresses due to combustion gas load only are
14
considered so as to reduce the weight and hence to increase the power output of
engine. The distribution of the temperature on the top surface of the piston which
predicts the top surface of the piston may be going to damaged or broken during the
operating conditions. The materials with high thermal conductivity is considered
better than the material type of low thermal conductivity
1.7 INTRODUCTION ABOUT PISTON

1.7.1 Piston
A piston is a component of reciprocating engines, pumps and gas compressors.
It is located in a cylinder and is made gas-tight by piston rings. In an engine, its
purpose is to transfer force from expanding gas in the cylinder to the crankshaft via a
piston rod or connecting rod. In some engines, the piston also acts as a valve by
covering and uncovering ports in the cylinder wall.
15
Fig 5: Piston samples

The cylinder/piston fit is one of the most important factors governing the success
of a home-built model engine. Material selection wise, the home constructor has a
number of choices but each has their own characteristics, advantages, and
disadvantages. The most common choices, in ascending order of experience required,
are:
1.
Steel liner, Cast Iron piston
2.
Cast Iron liner, Cast Iron piston
3.
Steel liner, Steel piston
4.
Steel liner, Aluminium piston, Cast Iron ring(s)
The normal temperature of gasoline engine exhaust is approximately 650C

(923K). This is also approximately the melting point of most aluminium alloys and it
is only the constant influx of ambient air that prevents the piston from deforming and
failing.
Forced induction increases the operating temperatures while under boost
and if the excess heat is added faster than engine can shed it, the elevated cylinder
temperatures will cause the air and fuel mix to auto-ignite on the compression stroke
before the spark event. This is one type of engine knocking that causes a sudden
shockwave and pressure spike, which can result in an immediate and catastrophic
failure of the piston and connecting rod.
Although internal combustion engine pistons commonly contain trace amounts
(less than 2% each) of copper, manganese, and nickel, the major element in
16
automotive pistons is aluminum due to its light weight, low cost, and acceptable
strength. The alloying element of concern in automotive pistons is silicon. However,
when silicon is added to aluminum they only blend together evenly on a molecular
level up to approximately a 12% silicon content. Silicon in this context can be thought
of as powdered sand. Any silicon that is added to aluminum above a 12% content
will retain a distinct granular form instead of melting. Special moulds, casting, and
cooling techniques are required to obtain uniformly dispersed silicon particles
throughout the piston material.
The alloy from which a piston is made not only determines its strength and
wears characteristics, but also its thermal expansion characteristics. Hotter engines
require more stable alloys to maintain close tolerances without scuffing. Silicon
improves high heat strength and reduces the coefficient of expansion so tighter
tolerances can be held as temperatures change.
Hypereutectic alloys are also slightly lighter than standard alloys. But the
castings are often made thinner because the alloy is stronger, resulting in a net
reduction of up to 10 percent in the pistons total weight. Hypereutectic alloys are
more difficult to cast because the silicon must be kept evenly dispersed throughout the
aluminum as the metal cools. Particle size must also be carefully controlled so the
piston does not become brittle or develop hard spots making it difficult to machine.
Some pistons also receive a special heat treatment to further modify and improve the
grain structure for added strength and durability.
1.7.2The reason for their development

Most automotive engines use aluminum pistons that move in an iron cylinder.
The average temperature of a piston crown in a gasoline engine during normal
operation is typically about 300C (573K) and the coolant that runs through the
engine block is usually regulated at approximately 90C (363K). Aluminum expands
more than iron at this temperature range so for the piston to fit the cylinder properly
when at a normal operating temperature, the piston must have a loose fit when cold. It
was discovered that when an engine was cold during start-up, a small amount of fuel
became trapped between the piston rings. As the engine warmed up, the piston
17
expanded and expelled this small amount of fuel which added to the amount of
unborn hydrocarbons in the exhaust.
By adding silicon to the piston's alloy, the piston expansion was dramatically
reduced. This allowed specifying a much tighter cold-fit between the piston and the
cylinder liner. Silicon itself expands less than aluminum but it also acts as an insulator
to prevent the aluminum from absorbing as much of the operational heat as it
otherwise would. Another benefit of adding silicon is that the piston becomes harder
and is less susceptible to scuffing which can occur when a soft aluminum piston in a
relatively dry cylinder on start-up or during abnormally high operating temperatures.
The biggest drawback of adding silicon to pistons is that the piston becomes more
brittle as the ratio of silicon is added. This makes the piston more susceptible to
cracking if the engine experiences pre-ignition or detonation.
1.7.3 Performance of replacement alloys

When auto enthusiasts want to increase the power of the engine they may add some
type of forced induction. By compressing more air and fuel into each intake cycle, the
power of the engine can be dramatically increased. This also increases the heat and
pressure in the cylinder. The normal temperature of gasoline engine exhaust is
approximately 650C (923K). This is also approximately the melting point of most
aluminum alloys and it is only the constant influx of ambient air that prevents the
piston from deforming and failing.
Forced induction increases the operating temperatures while under boost
and if the excess heat is added faster than engine can shed it, the elevated cylinder
temperatures will cause the air and fuel mix to auto-ignite on the compression stroke
before the spark event. This is one type of engine knocking that causes a sudden
shockwave and pressure spike, which can result in an immediate and catastrophic
failure of the piston and connecting rod.
1.7.4 Forged versus Cast

For applications which require stronger pistons, a forging process is used. In
the forging process the rough casting is placed in a die set while it is still hot and
semi-solid. A hydraulic press is used to place the rough slug under tremendous
pressure. This removes any possible porosity and also pushes the alloy grains together
18
tighter than can be achieved by simple casting alone. The result is a much stronger
material.
Hypereutectic pistons can be forged but typically are only cast because the
extra expense of forging is not justified when cast pistons are considered strong
enough for stock applications.
1.7.5 Parts of a piston

1) Piston head or Crown
2) Piston rings
3) Piston barrel
4) Ribs
5) Piston skirt
6) Gudgeon pin
1.7.6 Technical terms related to piston

1.7.6.1 Bore
the diameter of an engine cylinder.
1.7.6.2 Stroke
The distance the piston moves from bottom dead center to top dead center.
1.7.6.3 Displacement
The measurement of an engine' size It is equal to the number of cubic inches
the piston displaces as it moves from bottom dead center to top dead center,
multiplied by the total number of cylinders.
19
Displacement = A x S x N
Where A = area of the piston (in square inches)
S = stroke (in inches)
N = number of cylinders
1.7.6.5 Compression ratio: the extent to which the combustible gasses are
compressed within the cylinder. It equals the volume existing within the cylinder with
the piston at bottom dead center divided by the volume within the cylinder when the
piston is at top dead center.
Compression Ratio = X/Y
Fig 6: compression ratio
1.7.6.6 Mean piston speed

The mean piston speed is the average speed of the piston in a reciprocating
engine. It is obtained by multiplying the stroke length two times for each revolution of
the crankshaft by the rotational speed of the engine, since the piston moves up and
down the stroke per revolution.
For example, a piston in an automobile engine which has a stroke of 90 mm
will have a mean speed at 3000 rpm of
(90 / 1000) * 2 * (3000 / 60) = 9 m/s.
20
It is a good indicator of the class and performance of an engine relative to its

competitors.
There are some features of close tolerance piston mentioned below:
1. Piston can swell and stick.
2. Fits tightly in the cylinder.
3. Tight Tolerance fit.
4. Properties alter due to atmospheric change.
5. Backlash may such, some of the bin material into the valve which also can
cause the piston to stick.
1.7.7 Piston ring

Piston ring is an open-ended ring that fits into a groove on the outer diameter of a
piston in a reciprocating engine such as an internal combustion engine or steam
engine. The three main functions of piston rings in reciprocating engines are:
1. Sealing the combustion/expansion chamber.
2. Supporting heat transfer from the piston to the cylinder wall.
3. Regulating engine oil consumption.
The gap in the piston ring compresses to a few thousandths of an inch when inside the
cylinder bore.
21
Fig 7: Piston rings
1.7.8 Wear due to piston side-load

Top ring and oil control rings will be coated with Chromium or Nitridepossibly plasma sprayed or has a PVD (physical vapour deposit) ceramic coating. For
enhanced scuff resistance and further improved wear, most modern diesel engines
have top rings coated with a modified chromium coating known as CKS. The lower
oil control ring is designed to leave a lubricating oil film, a few micrometers thick on
the bore, as the piston descends. Three piece oil rings, i.e. with two rails and one
spacer, are used for four-stroke gasoline engines
1.7.9 Drawbacks of a Piston

Since its a main reciprocating part of an engine and hence it creates the
problems of unbalancing due to its inertia. Due to friction between wall of the
cylinder and piston rings its life becomes short and it generates the unpleasant sound
due reciprocating mechanism. To transmit the energy of reciprocating piston, it is
connected to a connecting rod and crank mechanism and due to these parts there
occurs mechanical loss. The motion of the crank shaft is not smooth, since energy
supplied by the piston is not continuous and it is impulsive in nature.
Detonation causes three types of failure:

1. Mechanical damage (broken ring lands)
22
2. Abrasion (pitting of the piston crown)

3. Overheating (scuffed piston skirts due to excess heat input or high coolant
temperatures)
The high impact nature of the spike can cause fractures; it can break the spark
plug electrodes, the porcelain around the plug, cause a clean fracture of the ring land
and can actually cause fracture of valves-intake or exhaust. The piston ring land,
either top or second depending on the piston design, is susceptible to fracture type
failures.
When the piston crown temperature rises rapidly it never has time to get to the
skirt and expand and cause it to scuff. It just melts the center right out of the piston.
That's the biggest difference between detonation and pre-ignition when looking at
piston failures. Without a high pressure spike to resonate the chamber and block, we
could never hear pre-ignition. The only sign of pre-ignition is white smoke pouring
out the tailpipe and the engine quits running.
There are no engines that will live for any period of time when pre-ignition
occurs. When people see broken ring lands they mistakenly blame it on pre-ignition
and overlook the hammering from detonation that caused the problem. A hole in the
middle of the piston, particularly a melted hole in the middle of a piston, is due to the
extreme heat and pressure of pre-ignition.
Another thing detonation can cause is a sandblasted appearance to the top of the
piston. The piston near the perimeter will typically have that kind of look if
detonation occurs. The detonation, the mechanical pounding, actually mechanically
erodes or fatigues material out of the piston. We can typically expect to see that
sanded look in the part of the chamber most distant from the spark plug, The typical
pre-ignition indicator, of course, would be the hole in the piston. This occurs because
in trying to compress the already burned mixture the parts soak up a tremendous
amount of heat very quickly.
The only ones that survive are the ones that have a high thermal inertia, like the
cylinder head or cylinder wall. The piston, being aluminum, has a low thermal inertia
23
(aluminum soaks up the heat very rapidly). The crown of the piston is relatively thin,
it gets very hot, it can't reject the heat, it has tremendous pressure loads against it and
the result is a hole in the middle of the piston where it is weakest.
Remove carbon deposits, an accumulation of carbon deposits in the combustion
chamber and on the top of the pistons can increase compression to the point where
detonation becomes a problem. Carbon deposits are a common cause of detonation in
high-mileage engines, and can be especially thick if the engine consumes oil because
of worn valve guides and seals, worn or broken piston rings and/or cylinder wear.
1.7.10 Piston Coatings

The piston is one of the very first parts that should be considered for coating.
Coating the piston reduces friction and wear, reduces part operating temperature, can
increase horse power and torque, reduce or eliminate detonation, allow higher
compression ratios to be utilized and allow tighter piston to wall clear lances for a
better ring seal.
Pistons can be coated with three different systems. They are
Dry Film Lubricants,
Thermal Barriers and
Oil Shedding Coatings.
These systems can be beneficial on all pistons whether 4 stroke, 2 stroke, gas,
alcohol, diesel, reciprocal or rotary
1.7.10.1 Thermal Barrier coatings:

Either CBC2 or CBX may be applied. CBX is recommended for all High
Compression (13:1 and higher), Turbo Charged, Super Charged or engines running
Nitrous Oxide. CBC2 should be run on all other engines. Both CBC2 and CBX
insulate the piston against damaging heat transfer, keeping more of the heat generated
by combustion, pushing down on the piston for greater power.
24
By retaining minimal heat on the surface of the piston, less heat is transferred
to the incoming fuel mixture, leading to a reduction in pre-ignition which leads to
detonation. The coatings can also allow heat at the surface to move more evenly over
the surface reducing hot spots and the coatings reflect heat into the chamber for more
even distribution of heat, allowing more efficient combustion of the fuel. This allows
more of the fuel molecules to be oxidized, which in turn, means less fuel is needed for
optimum power. The result is an engine that makes more power, can be run with a
leaner air/fuel mix and less initial timing and has less thermal expansion due to a
reduction in the heat absorbed.
By applying a Dry Film Lubricant, friction, galling and wear is reduced. The
lubricants are capable of carrying loads beyond the crush point of the piston. In
addition, the lubricants are "fluid retaining" materials that actually hold oil to the
surface beyond the pressure where the oil would normally be squeezed off. The ability
to carry greater loads, up to 350,000 PSI, while increasing lubricity (reduced friction)
allows tighter piston to wall clearances to be run. This leads to better sealing with no
increase in friction.
By applying Tech Line's TLTD to the underside of the piston, oil that is
splashed onto the piston to cool it will shed rapidly. Heat transfers most rapidly when
there is a large difference in temperature. The longer oil clings to a hot surface the
hotter the oil becomes. By shedding the cooling oil more rapidly, cooler oil is
splashed over the surface more frequently. If the oil "hangs" longer, it absorbs less
heat and blocks cooler oil from contacting the hot surface. A cooler piston grows less,
allowing tighter piston to wall clearances.
The thermal barrier crown coating is applied to the top of the piston and is
designed to reflect heat into the combustion chamber, thereby increasing exhaust gas
velocity and greatly improving scavenging potential. The 0.0015" thick coating can
also assist in extending piston life by decreasing the rate of thermal transfer.
25
1) Skirt Coating (SC)

This is coating applied to the skirt of the piston only, designed to show wear.
This coating is a 0.0003 to 0.0005 thick spray-on dry film that will help reduce
friction. No manufacturing allowance is required as this application is made to wear in
to the cylinder wall.
2) Thermal Barrier Crown (CC)

The thermal barrier crown coating is applied to the top of the piston and is
designed to reflect heat into the combustion chamber, thereby increasing exhaust gas
velocity and greatly improving scavenging potential. The 0.0015 thick coating can
also assist in extending piston life by decreasing the rate of thermal transfer.
3) KoolKote (KK)
KoolKote is an aerospace quality hard anodize applied to all surfaces of the
piston with a buildup of 0.001. It will withstand greater temperatures and will not
flake, chip or peel. This coating does alter the heat transfer and expansion
characteristics of the piston.
4) Tuff Skirt (TS)

Tuff Skirt is a lubricating, anti-friction / anti-wear coating applied to the piston
skirt only. Unlike standard Skirt Coating, Tuff Skirt will not wear and is designed to
withstand many different types of endurance applications, is 0.0005 per surface and
finished diameter of skirt should include the coating buildup.
5) Oil Shed Coating (OS)

This coating is applied to the underside of the piston. It is intended to reduce
the reciprocating weight by repelling oil quicker than an untreated part. No additional
manufacturing is required.
26
6) Top Groove Hard Anodize (GC)

This coating has proven to increase power output by allowing for extremely
tight ring clearances. Available exclusively to top-level racing teams until now, this
top ring groove coating creates a hard mating surface which virtually eliminates
micro-welding while decreasing ring groove wear. Buildup is 0.00025 per surface
and clearance must be added during manufacturing to accommodate the change.
1)
Skirt Coating
4) Tuff Skirt
2) Thermal Barrier Crown
5) Oil Shed Coating
3) KoolKote
6) Top Groove Hard Anodize
Fig 8: Different type of crowns used for piston
2.1 PISTON HEAD:
27
The piston head is assumed to be a flat disc or uniform thickness fixed at the
edges and subjected to a uniformly distributed gas load. Also the piston head has to with
stand high thermal stresses. Hence the piston head is designed based on its strength to
with stand gas load and also the dissipation of heat produced during the combustion
process.
Based on strength consideration, the thickness of piston head is given by:
t = {(3Pin D) / (16 Stp)}
Where
Pin = Maximum gas pressure, in (N/mm)
D
= Diameter of piston or Cylinder bore, in (mm)
Stp = Allowable tensile stress of piston material,

= 35 to 40 N/mm for Cast Iron,
= 50 to 90 N/mm for Aluminum.
Based on Heat dissipation the head thickness is determined as:
t = {(1000H) / (12.56K (Tc-Te))}
Where H = Heat flowing through the head (KW) = C * m * Cv * Ps
C = Constant (usually 0.05)
m = mass of the fuel used (i.e. fuel consumption), in (Kg/KW/S)
Cv = Higher Calorific value of the Fuel
= 44 x 10 KJ/Kg for Diesel
= 11x10 KJ/Kg for Petrol
Pb = Brake power of the Engine per cylinder (KW) = {(PLAn) / (60x106)} KW
P = Brake mean effective pressure, in (N mm)
L = Stroke length, in (mm)
A = Area of the piston at its top side, in (mm)
n = Number of power strokes per minute
k = Heat conductivity factor (KW/m/C)
= 46.6x10 for Cast Iron
= 175x10 for Aluminum alloys
Tc = Temperature at the centre of piston head (C)
Te = Temperature at the edge of piston head (C)
= 75C for Aluminum alloys
2.2 Ribs:
28
To make the piston rigid and to prevent distortion due to gas load and
connecting rod thrust form to six ribs are provided at the inner side of the piston.
The thickness of rib is assumed as:
t2 = (0.3 to 0.5) * t1
Where
t1 is thickness of piston head.
2.3 Piston Rings:

To maintain the seal between piston and the inner wall of the cylinder, some
split rings are employed. By making such sealing the escape of gas through piston
side wall to the connecting rod side can be prevented. The piston rings also serve to
transfer the heat from the piston head to cylinder walls.
With respect to the location of piston rings they are called as top rings or
bottom rings. Rings inserted at the top of the piston side wall are compression rings
which may be 3 to 4 for Automobiles and air crafts engines and 5 to 7 for stationary
compression ignition engines. Bottom rings are called as oil scraper rings they may be
taken as 1 to 3. The pressure exerted by the rings on the liner wall should be limited
between 0.025 N/mm and 0.042 N/mm.
Let
t3 = Radial thickness of piston rings

t4 = Axial thickness of piston rings
Pc = contact pressure (i.e. wall pressure), in N/mm
Now, the radial thickness:

t3 = D {(3Pc) / Sbr} mm
And the axial thickness
t4 = (0.7 to 1) t3 mm
Or
t4 = D/10i
D
= Bore diameter (mm)
i = number of rings
Sbr = allowable bending stress for ring material (N/mm)
= 84 to 112 N/mm for cast iron
Due to some advantages like better sealing action, less wear of lands etc, usually
thinner rings are preferred. The first ring groove is cut at a distance of (1 to 1.2) t 1
from the top.
The lands between the rings may be equal or less than the axial thickness of
ring t4. The gap between the free ends of the ring is taken as C = (3.5 to 4) t3.
29
2.4 Piston barrel:

The cylindrical portion of the piston is termed as piston barrel. The barrel
thickness may be varied from the top side to bottom side of the piston. The maximum
thickness of barrel nearer to piston head is given by
t5 = 0.03D + b + 4.5 mm
Where b = Radial depth of ring groove
= t3+0.4 mm
Thickness of barrel at the open end of piston is
t6 = (0.25 to 0.35) t5 mm
2.5 Piston Skirt:

The portion of the piston barrel below the ring section up to the open end is
called as piston skirt. The piston skirt takes up the side thrust of the connecting rod.
The length of the piston skirt is selected in such a way that the side thrust pressure
should not exceeds 0.28 N/mm for slow speed engines and 0.5 N/mm for high speed
engines.
The side thrust force is given by Fs = Fg
Where = co. efficient of friction between lines and lies 0.03 to 0.1
Fg = gas force = (/4) D Pm
The side thrust force
= Side thrust force / Projected Area

= Fs / (L*D)
Length of Skirt = Ls = Fs / (Ps*D)

Where D = Bore diameter
2.6 Length of Piston:

The length of piston Lp = Ls + length of ring section + top land
Empirically Lp = D to 1.5D
2.7 Gudgeon pin:
30
The pin should be made of case hardened alloy steel containing nickel,
chromium, molybdenum etc with an ultimate strength of 700 to 900N/mm in order to
with stand high gas pressure. The piston pin is designed based on the bearing pressure
consideration.
Let
L=length of piston pin

D = diameter of piston pin
Pn = Allowable bearing pressure of piston =15to30N/mm
Being strength of piston pin

Fb = bearing pressure * projected area = Pb* * d
By equating this being pressure to gas force
P * * d =Fg
Where Fg = (/4) * D * Pm
Usually /d =1.5 to 2
The piston is checked for bending, as the induced Bending stress,
Sb = {(32 M)/ d} < [Sb]
Where M = bending moment = (Fg * D)/8
D = bore diameter
Fg =gas force
Sb = allowable bending stress
= 84 N/mm for case hardened steel
= 40 N/mm for heat treated alloy steel
The gudgeon pin is fitted at a distance of [L s/2] from open end when Ls is the skirt
length
31
Fig 9: Proportions of piston
Table no: 1 The usual proportions of piston and piston rings:

Description
Crown thickness, t1
Piston height, Lp
Height of top part, Ln
Skirt height, Ls
Thickness of skirt wall,t6
Thickness of crown wall,t5
Thickness of ring land, X
Distance of first ring, X
Radial thickness of ring,t3
Piston ring depth, t4
Difference between free gap and
Petrol engine
(0.005 0.10) D
(0.8 1.3) D
(0.45 0.75) D
(0.6 0.8) D
1.5 4.5 mm
(0.05 0.1) D
(0.03 -0.05) D
(0.06 0.12) D
(0.04 0.045) D
2 4 mm
(2.5 4) t3
Diesel engine
(0.12 0.20) D
(1.0 1.7) D
(0.6 - 1.0) D
(0.6 1.1) D
2.0 -5.0 mm
(0.05 -0.1) D
(0.04 0.07) D
(0.11 0.20) D
(0.04 0.045) D
3 -5 mm
(3.2 4.0) t3
For Compression ring
0.7 0.95 mm
0.7 0.95 mm
For oil control ring
0.9 1.1 mm
0.9 1.1 mm
compressed gap, A0
Radial clearance of ring, t3
Piston inner diameter, Di

No. of holes, n
D 2(t5 + t3 + t3)
6 12
6 12
32
Oil hole diameter, do

Pin outer diameter, dp
Pin inner diameter, di
Pin length, Lp
(0.3 0.5) t4
(0.22 0.28) D
(0.65 0.75) dp
(0.3 0.5) t4
(0.3 0.5) D
(0.5 0.7) dp
for retained pin
(0.88 0.93) D
(0.88 0.93) D
for floating pin

(0.78 0.88) D
Connecting rod bushing length,
(0.8 0.9) D
Lc
for retained pin
(0.28 0.32) D
(0.28 0.32) D
for floating pin
(0.33 0.45) D
(0.33 0.45) D
Table. No: 2 Bore diameters for I.C. Engines

30, 32, 34,36, 38, 40, 44, 46, 48, 50, 52, 54, 56, 58, 60, 65, 70, 75, 80, 85, 90, 95,
100,105, 110, 115, 120, 125, 130, 135, 140, 145, 150, 155, 160, 165, 170, 175, 180, 185,
190, 195, 200, 210, 220, 230, 240, 250, 260, 270, 280, 290, 300, 310, 320, 330, 340, and
350.
3.1 Design of Piston

Considering diameter of piston as 100 mm, and material is cast iron piston. For 15 kw
power and speed as 2200 rpm. Assuming required data
3.2 Piston head:

Based on strength consideration, the thickness of piston head is given by:
t ={(3Pin D) / (16 Stp)}
33
Where
Pin = Maximum gas pressure, in (N/mm) = 5 Mpa
D
= Diameter of piston or Cylinder bore, in (mm) = 100 mm
Stp = Allowable tensile stress of piston material,

= 37.5 N/mm for Cast Iron
t = {(3*5*100) / (16* 37.5)} = 16 mm
Based on Heat dissipation the head thickness is determined as:
t = {(1000H) / (12.56K (Tc-Te))} ={(1000*5421.8)/
(12.56*46.69*10*(205))}= 14.78mm
Where
H = Heat flowing through the head (KW)
= C * m * Cv * Pb=0.05*0.15*44*10*17.278 = 5421.8 Kj/h
C = Constant = 0.05
m = mass of the fuel used (i.e. fuel consumption), in (Kg/KW/S) = 0.15
Kg/Kw/h
Cv = Higher Calorific value of the Fuel = 44 x 10 KJ/Kg for Diesel
Pb = Brake power of the Engine per cylinder (KW)
= {(PLAn) / (60x10)} = {(0.5*120*103*0.00785*2200) / (60*10)}
=17.278kw
P = Brake mean effective pressure = 0.5 Mpa
L = Stroke length = 120 mm
A = Area of the piston at its top side, in (mm) = (/4)*100=0.00785m
n = Number of power strokes per minute = 1
k = Heat conductivity factor (KW/m/C)
= 46.6x10 for Cast Iron
Tc = Temperature at the centre of piston head (C)
Te = Temperature at the edge of piston head (C) = 205C for cast iron
3.3 Ribs:
No of ribs = six ribs (assume)
The thickness of rib as:
t2 = (0.3 to 0.5) * 16= 8 mm
3.4 Piston Rings:

Compression rings = 3 stationary
34
Bottom rings = 1
Pc = contact pressure (i.e. wall pressure), in N/mm = 0.103 N/mm.
Now, the radial thickness:
t3 = 100 {(3*0.103) / 90} = 6 mm
And the axial thickness
t4 = (0.7 to 1) *6 = 5mm
Sbr = allowable bending stress for ring material (N/mm)= 90 N/mm forCI
The first ring groove distance = t1 to 1.2t1=16 from the top.
The lands between the rings = (0.75 to 1) t4= 4mm
The gap between the free ends of the ring is taken as C = (3.5 to 4) t3=22mm
Piston barrel:
The maximum thickness of barrel nearer to piston head is given by
t5 = 0.03D+b+0.5 = 0.03*100 + 6 +0..5 = 6.4mm
Where b = Radial depth of ring groove
= t3+0.4= 6+.4 =6.4mm
Thickness of barrel at the open end of piston is
t6 = (0.25 to 0.35) t5= 4 mm
3.5 Piston Skirt:

The side thrust pressure should not exceed 0.28 N/mm for slow speed engines
and 0.5 N/mm for high speed engines.
The side thrust force is given by Fs = Fg
Where = co. efficient of friction between lines and lies 0.03 to 0.1
Fg = gas force = (/4) D Pm = 70mm
The side thrust force
= Side thrust force / Projected Area= 100 to 150mm
Length of Skirt = Ls = Fs / (Ps*D)

Where D = Bore diameter
3.6 Length of Piston:

The length of piston Lp = Ls + length of ring section + top land= 120mm
Empirically Lp = D to 1.5D =100to 150mm
3.7 Gudgeon pin:

Let
L=length of piston pin

D = diameter of piston pin
35
Pn = Allowable bearing pressure of piston =25N/mm

Being strength of piston pin
Fb = bearing pressure * projected area = Pb** d
By equating this being pressure to gas force
P ** d = Fg; 39270/45*25 = dp
Where Fg = (/4) * D * Pm
Usually /d =1.5 to 2
The piston is checked for bending, as the induced Bending stress,
M = bending moment = (Fg * D)/8= 39270*100/8=490875N-mm
Sb = allowable bending stress
= 40 N/mm for heat treated alloy steel
Sb = {(32 M)/ d} < [Sb] = 490875*32 / *35 = 116.62 N/mm<140Mpa
which is design is safe. (Theoretically)
PROPERTIES OF PISTON MATERIALS

4.1 Aluminum, (Al)
Aluminum is a silver-colored, low density (2.7 g/cc) metal that finds use in a
huge variety of commercial applications. Unalloyed aluminum is ductile, exhibits
moderate strength, and is very resistant to corrosion under most circumstances.
Aluminum can be dramatically strengthened by the addition of appropriate alloying
elements (Cu, Mg, Mn, Si, etc.) and subsequent heat/work treatments. The low
36
density of aluminum results in its extensive use in the aerospace industry, and in other
transportation fields. Its resistance to corrosion leads to its use in food and chemical
handling and to architectural uses.
Properties
Metric
Density ()
2.6989 g/cc
Modulus of Elasticity (E)
68.0GPa
Specific Heat (Cp)
0.900 J/g-C
Thermal Conductivity (k)
210W/m-K
Melting Point
660.37 C
4.2 Cast Iron (CI)

Cast Iron is an iron-carbon alloy with a typical carbon content of 3.0-4.5 wt.
%. Also Si (0.5-3.5 wt. %) and small amounts of Mn, S and P are always present. The
main advantages of cast iron are its low price and the ability to make products of a
complex shape in a single production step. Furthermore, cast iron offers a reasonable
resistance against corrosion Graphite acts as a lubricant, improving wear resistance.
The exceptionally high speed of sound in graphite gives cast iron much higher
thermal conductivity photons. Tend to scatter at the interface between the two
materials. COMPOSITION C 3.4, Si 1.8, Mn 0.5
Table. No: 3 Typical yield strength

Material
Cast iron 4.5% C,
Yield strength
Ultimate strength
Density
(MPa)
(MPa)
(g/cm)
276
200
7.8
410
455
2.7
ASTM A-48
Aluminium alloy
TABLE. NO:4 PROPERTIES OF GRAY CAST IRON
37
STRUCTURAL
Young's Modulus
1.1e+005 MPa
Poisson's Ratio
0.28
Density
7.2e-006 kg/mm
Thermal Expansion
1.1e-005 1/C
THERMAL
Thermal Conductivity
5.2e-002 W/mmC
Specific Heat
447 J/kgC
ABOUT SOFTWARE
5.1 Pro/ENGINEER Wildfire 5.0
Pro/ENGINEER is a parametric, integrated 3D CAD/CAM/CAE solution
created by Parametric Technology Corporation (PTC). It was the first, parametric,
feature-based, associative solid modeling software on the market. The application
provides solid modeling, assembly modeling and drafting, finite element analysis, and
NC and tooling functionality for mechanical engineers. Other similar products are:
CATIA,SIEMENS-NX, Solid Works, Autodesk Inventor and Solid Edge.
5.2 Overview
38
Pro/ENGINEER, PTC's parametric, integrated 3D CAD/CAM/CAE solution,

is used by discrete manufacturers for mechanical engineering, design and
manufacturing. The parametric modeling approach uses parameters, dimensions,
features and relationships to capture intended product behavior and create a recipe
which enables design automation and the optimization of design and product
development processes. This powerful and rich design approach is used by companies
whose product strategy is family-based or platform-driven, where a prescriptive
design strategy is critical to the success of the design process by embedding
engineering constraints and relationships to quickly optimize the design, or where the
resulting geometry may be complex or based upon equations.
Pro/ENGINEER provides a complete set of design, analysis and
manufacturing capabilities on one, integral, scalable platform. These capabilities
include Solid Modeling, Surfacing, Rendering, Data Interoperability, Routed Systems
Design, Simulation, Tolerance Analysis, and NC and Tooling Design.
Some companies in the aerospace & defense, automotive, high tech &
electronics, industrial equipment, medical devices, and other industries use
Pro/ENGINEER to create a complete 3D digital model of their products.
Pro/ENGINEER outputs consist of 2D and 3D solid model data which can

also be used downstream in finite element analysis, rapid prototyping, tooling design
and CNC manufacturing. The associativity in Pro/ENGINEER enables users to make
changes in the design at any time during the product development process and
automatically update downstream deliverables. Pro/ENGINEER is an integral part of
a broader product development system developed by PTC. It seamlessly connects to
PTCs other solutions including Wind-chill, Product View, MathCAD and Arbor text.
5.3 Solid modeling

Solid modeling (or modeling) is the unambiguous representation of the solid
parts of an object, that is, models of solid objects suitable for computer processing.
Other modeling methods include surface models and wire frame models.
39
Primary uses of solid modeling are for CAD, engineering analysis, computer
graphics and animation, rapid prototyping, medical testing, product visualization and
visualization of scientific research.
A solid model generally consists of a group of features, added one at a time,
until the model is complete. Engineering solid models are built mostly with sketcherbased features; 2-D sketches that are swept along a path to become 3-D. These may be
cuts, or extrusions for example.
Another type of modeling technique is 'surfacing' (Freeform surface
modeling). Here, surfaces are defined, trimmed and merged, and filled to make solid.
The surfaces are usually defined with datum curves in space and a variety of complex
commands. Surfacing is more difficult, but better applicable to some manufacturing
techniques, like injection molding. Solid models for injection molded parts usually
have both surfacing and sketcher based features. Engineering drawings are created
semi-automatically and reference the solid models.
5.4 Detailed procedure of modeling of the piston:Open the pro-engineer software and initially take the part module.
After entering in to the part module we will observe some plane named as front, right
and top.
Then take revolve operation to generate the model. After taking the command select
any one of the desired plane and create the sketch by using sketcher tools.
40
Fig 10: sketch of piston in pro-engineer

Revolved model was prepared. Then take right plane to create the hole for
piston pine and by using extrude operation the hole was generated.
Now the internal ribs for the piston ware created by using rib command
available in pro-engineer.
Fig 11: rib model in pro-engineer
41
Finally fillet operation was performed at the desired locations in the piston model.
Fig 12: final piston model in pro-engineer
FINITE ELEMENT METHOD

6.1 Introduction
Finite Element Analysis (FEA) is a computer-based numerical technique for
calculating the strength and behavior of engineering structures. It can be used to
calculate deflection, stress, vibration, buckling behavior and many other phenomena.
It can be used to analyze either small or large-scale deflection under loading or
applied displacement. It can analyze elastic deformation, or "permanently bent out of
shape" plastic deformation. The computer is required because of the astronomical
number of calculations needed to analyze a large structure. The power and low cost of
modern computers has made Finite Element Analysis available to many disciplines
and companies.
In the finite element method, a structure is broken down into many small
simple blocks or elements. The behavior of an individual element can be described
42
with a relatively simple set of equations. Just as the set of elements would be joined
together to build the whole structure, the equations describing the behaviors of the
individual elements are joined into an extremely large set of equations that describe
the behavior of the whole structure. The computer can solve this large set of
simultaneous equations. From the solution, the computer extracts the behavior of the
individual elements. From this, it can get the stress and deflection of all the parts of
the structure. The stresses will be compared to allowed values of stress for the
materials to be used, to see if the structure is strong enough.
The term "finite element" distinguishes the technique from the use of
infinitesimal "differential elements" used in calculus, differential equations, and
partial differential equations. The method is also distinguished from finite differential
equations, for which although the steps into which space is divided are finite in size,
there is little freedom in the shapes that the discreet steps can take. Finite element
analysis is a way to deal with structures that are more complex than can be dealt with
analytically using partial differential equations. FEA deals with complex boundaries
better than finite difference equations will, and gives answers to "real world"
structural problems. It has been substantially extended in scope during the roughly 40
years of its use.
6.2 Range of Application for FEM:

Applications of the FEM can be divided into three categories, depending on
the nature of the problem to be solved. In the first category, is all the problems known
as equilibrium problems or time independent problems. For the solutions of
equilibrium problems in the solid mechanics area, we need to find pressure, velocity,
temperature and sometimes concentration distributions under steady state conditions.
In the second category, are the so-called Eigen value problems of solid and
fluid mechanics, These are steady state problems whose solution often requires the
determination of natural frequencies and mode vibration of solids and fluids.
Examples of Eigen value problems involving both solid and fluid mechanics appear in
civil engineering when the interaction of lakes and dams is considered and in
43
aerospace engineering when sloshing of liquid fuels in the flexible tanks is involved.
Another class of Eigen value problems includes the stability of the laminar flows.
In the third category, is the multitude of time dependent or propagation
problems of continuum mechanics, this category is composed of problems, which
result when time dimension is added to the problems of the first two categories. In the
finite displacement method, displacement measures at discrete points in the body are
taken as the unknowns and the displacement field is derived in terms of these discrete
variables. Once the discrete displacements are known, the strains are evaluated from
the strain displacement relations and finally the stresses are determined from the
stress-strain relations.
In the finite displacement method superposing the contribution of the element
stiffness matrices at each node forms the stiffness matrix for structure. The system
load vector is generated in a similar way, i.e. by superposing the element force
vectors. The displacement boundary conditions are then enforced. These steps result
in set of algebraic equations relating the displacement measures.
With the advancement in computer technology and CAD systems, complex problems
can be modeled with relative ease. Several alternate configurations can be tried out
before the first prototype is built. So by this method an approximate behavior of the
continuum can be determined which would greatly help in better design.
FEM is widely used in almost all fields of science and engineering. It is used
to analyze problems of structural, heat transfer, fluid flow, seepage, lubrication,
electric and magnetic fields, fracture mechanics and in many other fields. Numerous
software packages based on FEM or FEA have been developed such as NASTRAN,
SAP, ANSYS, STADD, STRUCL ANSYS supports almost all types elements with
many facilities for all fields of engineering.
Table No: 5 Application areas of Finite Element Method
S.NO
Fields
1.
Structural
Typical Examples
Mechanics
(Deflection & Stress Analysis

of structures)
In plane stresses, stretching of plates, gravity
44
A. Two dimensional analysis
dams, Axi-symmetric solids and shells, rocks,

motors machine parts such as shafts, beams
B. Three dimensional analysis
bridges etc
3-D trusses, space frames such as cranes, thin
walled
structure
like
machine
tools,
transmission towers, nuclear towers, nuclear

reactors,
ship
structures,
radar
domes,
building dams, shell roofs, arches, drilling

2.
Soil and Rock Mechanics
platforms etc.
Foundation layers, rock joints. Pavements,
Stability of excavation such as river banks,
Embankments, Open pit and underground
3.
Thermal analysis and Fluid
mining problems etc.

Transient and steady
state
temperature
distribution, thermal strain and stresses in

mechanical and civil structures, flow towards
wells, seepage through foundations, Fluid
4.
Hydro-Elasticity
flows in pipes, canals etc.

Hydrodynamic, hydrostatic and air bearings,
reservoir-dam interactions, sloshing of liquids
in flexible containers etc.
5.
Dynamics
Natural frequencies and mode shapes of

structures. Response to arbitrary dynamic
loading such as wind explosions, water
6.
7.
Coupled field and
waves, earth quakes etc.

Structural and thermal coupling residual
Contact problems
stresses, contact stresses and gap condition,
Composites
air gap insulation.

Analysis of layered shell and solids, ceramic
and metal matrix composites, inters laminar
8.
Fracture mechanics
and boundary layered stresses.

Strain energy release rates, stress, intensity
factor and integrals.
6.3 Steps in finite element analysis:
45
The steps in the finite element method when it is applied to structural mechanics are
as follows.
Divide the continuum into a finite number of sub regions (or elements) of simple
geometry such as line segments, triangles, quadrilaterals (Square and rectangular
elements are subset of quadrilateral), tetrahedrons and hexahedrons (cubes) etc.
Select key point on the elements to serve as nodes where conditions of

equilibrium and compatibility are to be enforced.
Assume displacement functions with in each element so that the displacements at

each generic point are depending upon nodal values.
Satisfy strain displacement and stress strain relationship within a typical

element.
Determine stiffness and equivalent nodal loads for a typical element using work
or energy principles.
Develop equilibrium equations for the nodes of the discredited.
Continuum in terms of the element contributions.
Solve the equilibrium for the nodal displacements.
The basic premise of the FEM is that a solution region can be analytically
modeled or approximated by replacing with an assemblage of discrete elements. Since
these elements can be put together in a variety of ways, they can be used to represent
exceedingly complex shapes. The important feature of the FEM, which sets it apart
from the other approximate numerical methods, is the ability to format solutions for
the individual element before putting them together to represent the entire problem.
Another advantage of FEM is the variety of ways in which one can formulate the
properties of individual elements.
6.4 FEM can be broadly classified in to:

1. Pre-processing
2. Processing (solution)
3. Post-processing
a) Pre-processing:
It consists of solid model generation and discretization that in to finite elements.
Definition of properties of modal such as element type, material properties, various
46
constants such as youngs modulus, Poisson ratio etc., dimension of each element i.e.,
thickness, moment of inertia, area etc.
Generation of element: two different methods are used in generating the elements.
1. Direct generation
2. From solid model
In direct generation method, the node is defined first and the elements are
interconnected to obtain the final model.
In solid generation method solid model is generated and then, model is divided
into finite elements. This conversion of solid model to finite elements is done through
mesh generation. This method is more useful for complex models. In the present
work solid generation method is used for making FEM models.
Elements from solid model method can be subdivided into two categories.
Free meshing.
Mapped meshing.
Free meshing:
Free meshing allows more flexibility in defining mesh areas. Free mesh
boundaries can be much more complicated than mapped mesh with out subdividing in
to multiple regions. The mesh will automatically be created by an algorithm that tries
to minimize element distortion (deviation from a perfect square). Free mesh surfaces
can easily have internal holes, where mapped mesh surfaces cant. Free meshing is
controlled by two parameters assigned to each mesh surface or volume that affect the
size of the elements generated. The first is the element length, which is the normal
size of elements the program will attempt to generate. The second parameter controls
mesh refinement at curves in the model by controlling how much deviation is allowed
between straight element sides and curved boundaries. This parameter is expresses
either as a percentage deviation or an absolute number.
Mapped meshing:
47
Mapped meshing requires the same number of elements on opposite sides of the
mesh area, and requires that mesh area be bounded by three or four edges. If you
define a mapped mesh area with more than four curves, you must define which
vertices are topological corners of the mesh. Mapped mesh boundaries with three
corners will generate triangular elements in on degenerate corner. The number of
elements per edge and biasing of elements of elements of element size towards the
end or the center of edges control the mesh density. Another advantage of mapped
meshing is we can produce dense mesh where we are interested and can produce
coarse mesh where we are not interested even though it is of curved structure.
6.5 THE ANALYSIS PROCESS

The structural analysis processes by computer methods can be characterized by
the three steps diagrammed in Fig 12 These are
Fig 13: Role of the fem in the structural analysis process
Idealization: It is also called mathematical modeling or analytical modeling. The

formulation of the set of mathematical equations that models the physical problem
within the scale and accuracy required by the application.
Discretization: The reduction of the mathematical model to a discrete model with

finite number of degrees of freedom. In the stiffness method of solution, these degrees
of freedom are physical or generalized displacements. The formulation of the discrete
equations is done by making restrictive assumptions on the behavior of components of
the model. These components are called finite elements.
Solution: The solution of the discrete problem on a digital computer. This step
produces a discrete solution.
Result interpretation: The interpretation of the numerical results in terms of their

mathematical and physical significance. An important ingredient of this
48
step is the assessment of the modeling and discretization errors indicated in Fig. (The
solution error is generally unimportant.)
6.6 ANSYS Work Bench 11.0

ANSYS is an integrated design analysis tool based on the FFM developed by
ANSYS, inc. it has its own tightly integrated pre-and post-processor. The ANSYS
product documentation is excellent and it includes commands reference, operations
guide, modeling and meshing guide, basic analysis procedures guide, advanced
analysis guide, element reference, structural analysis guide, thermal analysis guide,
fluid dynamics guide, and coupled field analysis guide.
Engineering capabilities of ANSYS products are:
Structural analysis: linear stress, nonlinear stress, dynamic, buckling.
Thermal analysis: steady state, transient, conduction convention, radiation, and
phase change; CFD analysis, steady state, transient, incompressible, compressible,
laminar, turbulent, electromagnetic fields analysis, magneto-statics, electrostatics,
Field and coupled field analysis: acoustics, fluid-structural, fluid-thermal,
magnetic-structural, magnetic-thermal, piezoelectric, thermal-electric, thermalstructural, electric-magnetic, sub-modeling, optimization, and parametric design
language.
Element library in ANSYS lists 189 finite elements. They are broadly grouped
into: LINK, PLANE, BEAM, SOLID, COMBIN, PIPE, MASS, SHELL, FLUID,
MATRIX, HYPER, VISCO, SURF, etc. under each type, different shapes and orders
complete the list. Obviously, ANSYS has the best element in its library.
Analysis procedures in ANSYS cab be grouped into:
1. Static analysis: Structural analysis is probably the most common application of
the finite element method. The term structural (or structure) implies not only
civil engineering structures such as bridges and buildings, but also naval,
aeronautical, and mechanical structures such as ship hulls, aircraft bodies, and
machine housings, as well as mechanical components such as pistons, machine
parts, and tools.
2. Transient analysis: Used to determine the displacements, stresses, etc. under
static loading conditions. Both linear and nonlinear static analyses
49
Nonlinearities can include plasticity, stress stiffening, large deflection, large

strain, hyper elasticity, contact surfaces, and creep.
3. Mode frequency analysis: Used to calculate the natural frequencies and mode
shapes of a structure. Different mode extraction methods are available.
4. Harmonic response analysis: Used to determine the response of a structure to
harmonically time varying loads.
5. Buckling analysis: Used to calculate the buckling loads and determine the
buckling mode shape. Both linear (Eigen value) buckling and nonlinear
buckling analyses are possible.
6. Thermal analysis: A thermal analysis calculates the temperature distribution
and related thermal quantities in a system or component.
Typical thermal quantities of interest are:

The temperature distributions
The amount of heat lost or gained
Thermal gradients
Thermal fluxes.
Thermal simulations play an important role in the design of many engineering
applications, including internal combustion engines, turbines, heat exchangers, piping
systems, and electronic components. In many cases, engineers follow a thermal
analysis with a stress analysis to calculate thermal stresses (that is, stresses caused by
thermal expansions or contractions).
ANSYS supports two types of thermal analysis:
1. A steady-state thermal analysis determines the temperature distribution and other
thermal quantities under steady-state loading conditions. A steady-state loading
condition is a situation where heat storage effects varying over a period of time can be
ignored.
2. A transient thermal analysis determines the temperature distribution and other
thermal quantities under conditions that vary over a period of time.
Steady-State Analysis
The ANSYS Multi physics, ANSYS Mechanical, ANSYS FLOTRAN, and ANSYS
Professional products support steady-state thermal analysis. A steady-state thermal
analysis calculates the effects of steady thermal loads on a system or component.
50
Engineer/analysts often perform a steady-state analysis before doing a transient

thermal analysis, to help establish initial conditions. A steady-state analysis also can
be the last step of a transient thermal analysis, performed after all transient effects
have diminished. You can use steady-state thermal analysis to determine temperatures,
thermal gradients, heat flow rates, and heat fluxes in an object that are caused by
thermal loads that do not vary over time. Such loads include the following:
Convections
Radiation
Heat flow rates
Heat fluxes (heat flow per unit area)
Heat generation rates (heat flow per unit volume)
Constant temperature boundaries
A steady-state thermal analysis may be either linear, with constant material
properties; or nonlinear, with material properties that depend on temperature. The
thermal properties of most material do vary with temperature, so the analysis usually
is nonlinear. Including radiation effects also makes the
1. Analysis nonlinear: A static analysis calculates the effects of steady loading
conditions on a structure, while ignoring inertia and damping effects, such as
those caused by time-varying loads. A static analysis can, however, include
steady inertia loads (such as gravity and rotational velocity), and time-varying
loads that can be approximated as static equivalent loads (such as the static
equivalent wind and seismic loads commonly defined in many building
codes). Static analysis is used to determine the displacements, stresses, strains,
and forces in structures or components caused by loads that do not induce
significant inertia and damping effects. Steady loading and response
conditions are assumed that is, the loads and the structure's response are
assumed to vary slowly with respect to time. The kinds of loading that can be
applied in a static analysis include:
Externally applied forces and pressures
Steady-state inertial forces (such as gravity or rotational velocity)
Imposed (nonzero) displacements
Temperatures (for thermal strain)
Fluencies (for nuclear swelling)
All of the following load types are applicable in a static analysis.
51
Displacements (UX, UY, UZ, ROTX, ROTY, ROTZ)

These are DOF constraints usually specified at model boundaries to define rigid
support points. They can also indicate symmetry boundary conditions and points of
known motion. The directions implied by the labels are in the nodal coordinate
system.
Forces (FX, FY, FZ) and Moments (MX, MY, MZ)
These are concentrated loads usually specified on the model exterior. The directions
implied by the labels are in the nodal coordinate system.
Pressures (PRES)
These are surface loads, also usually applied on the model exterior. Positive
values of pressure act towards the element face (resulting in a compressive effect).
Temperatures (TEMP)
These are applied to study the effects of thermal expansion or contraction (that
is, thermal stresses).
6.7 Advantages of Finite Element Method (FEM) / Finite Element

Analysis (FEA)
The finite element method (FEM) has now become a very important tool of
engineering analysis. Its versality is reflected in its popularity among engineers and
designers belonging to nearly all the engineering disciplines. Whether a civil engineer
designing bridges, dams or a mechanical engineers designing auto engines, rolling
mills, machine tools or an aerospace engineer interested in the analysis of dynamics of
an aeroplane or temperature rise in the heat shield of a space shuttle or a metallurgist
concerned about the influence of a rolling operation on the microstructure of a rolled
product or an electrical engineer interested in analysis of the electromagnetic field in
electrical machinery-all find the finite element method handy and useful. It is not that
these problems remained unproved before the finite element method came into vogue;
rather this method has become popular due to its relative simplicity of approach and
accuracy of results.
Traditional methods of engineering analysis, while attempting to solve an
engineering problem mathematically, always try for simplified formulation in order to
52
overcome the various complexities involved in exact mathematical formulation. In the

modern technological environment the conventional methodology of design cannot
compete with the modern trends of Computer Aided Engineering (CAE) techniques.
The constant search for new innovative design in the engineering field is a common
trend.
To build highly optimized product, this is the basic requirement of today for
survival in the global market today. All round efforts were put forward in this
direction. Various design packages have been developed by software professional and
technologists.
A more subtle attribute of FEM is its ability to deal with complex material models.
For example, the heterogeneous, anisotropic, nonlinear, inelastic models of laminated
composite materials and sandwich cons0truction are handled without any significant
expansion of the cost or complexity of the numerical simulation process.
FEM brings a number of special advantages to coupled thermal-structural analysis.
A consistent methodology of finite element heat transfer analysis is available for the
computation of temperature distribution in solids and structures. It is possible to use
the same general-purpose FEA program to predict both temperature distribution due
to thermal input and thermal stresses arising from these temperatures. Also, in cases
where the material properties are a function of temperature, it is possible to assign
material properties to each finite element consistent with the temperature level of that
element.
It is a revolution you must be familiar with-the marriage of personal computers
and finite element analysis programs. Over thirty-five PC-based FEM systems are
currently available in the market of theses, some stand out as market leaders based on
their performance, popularity and advertising. What makes FEA on a PC so successful
is its affordability. This will change the face of engineering design in general and
structural and mechanical design in particular. Technically, the size of a finite element
model that PC can handle is limited only by the capacity of the hard disk. Best of all,
a PC-based FEM system is an excellent training tool for teaching FEM.
Reduce development time

By replacing physical prototypes with accurate models, you will be able to
analyze design changes faster and at a lower cost.
53
Reduce testing time and costs: By replacing physical instrumentation, test

benches, and test procedures with different model analyses, both the amount of
time and the cost spent on testing can be reduced.
Increased quality and reduced maintenance costs: By obtaining increased

knowledge about your system you can increase quality and simultaneously reduce
maintenance costs.
Easy model composition: Models and packages are assembled using components
from available model libraries, or by creating completely new models textually.
Multi-engineering modeling and simulation: By combining components from
different engineering fields, such as mechanical, electrical, thermal, controls
engineering, biochemical, or your own, you can create multi-engineering models
of complex system
Flexibility: Also offers you the unique flexibility of combining different

modeling paradigms, such as block-based, object-oriented or bond graph
modeling, giving you the possibility of choosing the best approach to reach
your objectives.
6.8 Key features
Easy to use graphical user interface for building model diagrams
Graphical access to component libraries, including both ready-made and userdefined libraries
Class view pane for easy browsing of existing libraries
Dynamically updated class view for incremental library development
Parameter pane for specifying component parameters and getting information

default parameter values, and units
Component stencils showing visual appearance of components
54
Same topology as in real life. Not limited to blocks with defined flow direction
Extensive and expandable libraries of predefined and user-defined components

and blocks
Ability to manage complex designs by segmenting models into hierarchies of

design components
6.9 Performing a Typical ANSYS Analysis

The ANSYS program has many finite element analysis capabilities, ranging
from a simple, linear, static analysis to a complex, nonlinear, transient dynamic
analysis.
6.10 A typical ANSYS analysis has three distinct steps:
Build the model.
Apply loads and obtain the solution.
Review the results
6.11 DESCRIPTION OF ELEMENT USED IN PERFORMING THE

ANALYSIS
Solid Elements 95
The solid element has mid-side nodes, so it follows curved surfaces nicely. Fewer
elements are needed than with Solid45 8-node bricks, for equivalent accuracy.
However, nonlinearity is supported by Solid92 and Solid95. Solid 95 tetrahedral
option elements do not have these warnings, and may be preferred in some cases.
55
Fig 14: solid 95 Element

Solid element 95 is a 20-node brick element. It also supports a prism, pyramid,
and tetrahedral element shape option. The tetrahedral formed at the interface with
brick elements do not have mid-side nodes where they would not exist on the
matching brick elements, so there should not be a big mismatch problem at the
interface.
These elements that have a mid-side node missing are considered to be
degenerate forms in the ANSYS manuals, and are not recommended in regions with
high stress gradients, or where exact stress values are important.
56
Fig 15: Drawing of piston
Fig 16: After Importing Piston from Pro-E to Ansys Work Bench
Fig 17: Piston after Meshing In ANSYS
57
7.1 Analysis for aluminum alloy piston heads:
STRUCTURAL ANAYLSIS
MATERIAL DATE:
Table 6: Aluminum Alloy > Constants
Structural Analysis
Young's Modulus
71000 MPa
Poisson's Ratio
0.33
Density
2.77e-006 kg/mm
Table 7: Static Structural > Loads
58
Object Name
Pressure
Fixed Support
Scope
Scoping
Method
Geometry
Geometry Selection
2 Faces
4 Faces
Definition
Define By
Normal To
Type
Pressure
Magnitude
20 MPa
Fixed Support
Fig 18: Figure Shows the Boundary Conditions Applied For Piston
59
Fig 19: Figure Shows Structural Load Acting On The Piston Head.
60
Fig 20: Total Deformation for Concave Shaped Crown Piston
Fig 21:-Equivalent strain Generated In The Concave Shaped Crown Piston
61
Fig 22:-Equivalent Stress Generated In The Concave Shaped Crown Piston
450
400
350
300
250
Total deformation
200
stress
150
strain
100
50
0
0
10
15
20
25
Graph 1: Graph Of Concave Shaped Piston Crown Having Total Deformations,

Stresses, Strains Versus Loads
62
Fig 23:-Total Deformation In The Convex Shaped Crown Piston
Fig 24:-Equivalent strain Generated In The Convex Shaped Crown Piston
63
Fig 25: Equivalent Stress Generated In the Convex Shaped Crown Piston
450
400
350
300
250
Total deformation
200
stress
strain
150
100
50
0
0
10
15
20
25
Graph 2: Graph Of Convex Shaped Piston Crown Having Total Deformations,

Fig 26:- Total Deformation In The Flat Shaped Crown Piston
64
Fig 27:-Equivalent strain Generated In The Flat Shaped Crown Piston
Fig 28: Equivalent Stress Generated In the Flat Shaped Crown Piston
65
450
400
350
300
250
Total deformation
200
stress
strain
150
100
50
0
0
10
15
20
25
Graph 3: Graph Of Flat Shaped Piston Crown Having Total Deformations,

THERMAL ANALYSIS
MATERIAL DATA
Table 8: Aluminum Alloy > Constants
Structural
Young's Modulus
71000 MPa
Poisson's Ratio
0.33
Density
2.77e-006 kg/mm
Thermal Expansion
2.3e-005 1/C
Thermal
Specific Heat
875. J/kgC
Table 9: Steady-State Thermal > Loads
Object Name
Convection
66
Convection 2
Scope
Scoping Method
Geometry
Geometry Selection
2 Faces
1 Face
Definition
Type
Convection
Film Coefficient
4.649e-005 W/mmC
3.5e-005 W/mmC
Ambient
Temperature
300. C
50. C
Fig 29:- Temperature Distribution for Concave Shaped Crown Piston
67
300
250
200
Maximum
temperature
150
Minimum temperature
100
50
0
50
100 150 200 250 300 350
Graph 4: Graph Of Concave Shaped Piston Crown Having Maximum

Temperature, Minimum Temperature Versus Applied Load
68
Fig 31: Temperature Distribution for Convex Shaped Crown Head

69
300
250
200
Maximum
temperature
150
Minimum temperature
100
50
0
50
100 150 200 250 300 350
Graph 5 : Graph Of Convex Shaped Piston Crown Having Maximum

Temperature, Minimum Temperature Versus Applied Load.
Fig 33: Temperature Distribution for Flat Shaped Crown Piston.
70
Fig 34:-Equivalent strain Generated In The Flat Shaped Crown Piston
300
250
200
Maximum
temperature
150
Minimum temperature
100
50
0
50
100 150 200 250 300 350
Graph 6 : Graph Of Flat Shaped Piston Crown Having Maximum Temperature,

Minimum Temperature Versus Applied Load.
71
The above analysis results of the piston with different crown shapes were tabulated
bellow.
Table 10: Final Results Of Different Crowns for aluminum alloy
Shape of crown
Convex
Concave crown
Flat crown
crown
Equivalent Stress Mpa
529.1
549.82
544.11
Deformation (mm)
3.866
5.501
6.961
72
Temperature C
Maximum
260.08
263.00
262.70
Minimum
190.21
193.73
192.35
Maximum
0.016812
0.014557
0.013716
Minimum
1.3866e-5
1.248e-5
1.0674e-5
Total Heat Flux(w/mm2)
7.2 Analysis for cast iron piston heads
STRUCTURAL ANAYLSIS
MATERIAL DATE:
Table 11 : cast iron > Constants
73
Structural Analysis
Young's Modulus
1.1e+005 MPa
Poisson's Ratio
0.28
Density
7.2e-006 kg/mm
Table 12: Static Structural > Loads
Object Name
Pressure
Fixed Support
Scope
Scoping
Method
Geometry
Geometry Selection
2 Faces
4 Faces
Definition
Define By
Normal To
Type
Pressure
Magnitude
20 MPa
Fixed Support
Fig 35: Figure Shows the Boundary Conditions Applied For Piston
74
Fig 36: Figure Shows Structural Load Acting On The Piston Head.
Fig 37: Total Deformation for Concave Shaped Crown Piston
75
76
Fig 39:-Equivalent Stress Generated In The Concave Shaped Crown Piston

450
400
350
300
250
total deformation
200
strain
stress
150
100
50
0
0
10
15
20
25
Graph 7: Graph Of Concave Shaped Piston Crown Having Total Deformations,

Fig 40: Total Deformation for Convex Shaped Crown Piston
77
Fig 42:-Equivalent Stress Generated In The Convex Shaped Crown Piston
78
450
400
350
300
250
total deformation
200
strain
stress
150
100
50
0
0
10
15
20
25
Graph 8: Graph Of Convex Shaped Piston Crown Having Total Deformations,

Fig 43: Total Deformation for flat Shaped Crown Piston
79
Fig 44:-Equivalent strain Generated In The flat Shaped Crown Piston
Fig 45:-Equivalent Stress Generated In The flat Shaped Crown Piston
80
450
400
350
300
250
total deformation
200
strain
150
stress
100
50
0
0
10
15
20
25
Graph 9: Graph Of flat Shaped Piston Crown Having Total Deformations,

THERMAL ANALYSIS
MATERIAL DATA
Table 13: cast iron > Constants
Structural
Young's Modulus
1.1e+005 MPa
Poisson's Ratio
0.28
Density
7.2e-006 kg/mm
Thermal Expansion
1.1e-005 1/C
Thermal
Specific Heat
447. J/kgC
Table 14: Steady-State Thermal > Loads

Object Name
Convection
Convection 2
Scope
Scoping Method
Geometry
Geometry Selection
2 Faces
81
1 Face
Definition
Type
Convection
Film Coefficient
4.649e-005 W/mmC
3.5e-005 W/mmC
Ambient
Temperature
300. C
50. C
Fig 46: Temperature Distribution for concave Shaped Crown Piston.
82
Fig 47: Total heat flux for concave Shaped Crown Piston.
300
250
200
maximum
150
minimum
100
50
0
50
100
150
200
250
300
350
Graph 10: Graph Of Concave Shaped Piston Crown Having Maximum

83
Fig 48: Temperature Distribution for convex Shaped Crown Piston.
84
Fig 49: Total heat flux for convex Shaped Crown Piston.
300
250
200
maximum
150
minimum
100
50
0
50
100
150
200
250
300
350
Graph 11: Graph Of Convex Shaped Piston Crown Having Maximum

85
Fig 50: Temperature Distribution for flat Shaped Crown Piston.
Fig 51: Total heat flux for Flat Shaped Crown Piston.
300
250
200
maximum
150
minimum
100
50
0
50
100
150
200
250
300
350
Graph 12: Graph Of Flat Shaped Piston Crown Having Maximum Temperature,
Minimum Temperature Versus Applied Load.
86
The above analysis results of the piston with different crown shapes were tabulated
bellow.
Table 15: Final Results Of Different Crowns for cast iron
Shape of crown
Convex
Concave crown
Flat crown
crown
384
392
384
Deformation (mm)
Temperature C
3.9
4.28
3.9
Maximum
280
282
280
Minimum
126
128
128
Maximum
0.010539
0.010308
0.10539
Minimum
1.25e-6
1.3367e-6
1.25e-6
DISCUSSION
The alloy from which a piston is made not only determines its strength and
wears characteristics, but also its thermal expansion characteristics. Hotter engines
require more stable alloys to maintain close tolerances without scuffing.
The main factors influencing on piston are:
Strength and rigidity of head thickness
Heat distribution of piston material
If the calculated stresses are too great, it is necessary to change piston design. Such
changes may be:
Increasing the piston head thickness
Changing the piston crown shape
87
Changing the material

Length of piston
Piston rings
COMPARISION OF RESULTS:
Shape of crown
Convex
Concave crown
Flat crown
crown
384
392
384
Deformation (mm)
Temperature C
3.9
4.28
3.9
Maximum
280
282
280
Minimum
126
128
128
Maximum
0.010539
0.010308
0.10539
Minimum
1.25e-6
1.3367e-6
1.25e-6
Table : Final Results Of Different Crowns for cast iron

Shape of crown
Convex
crown
529.1
549.82
544.11
3.866
5.501
6.961
Maximum
260.08
263.00
262.70
Minimum
190.21
193.73
192.35
Deformation (mm)
Concave crown
Flat crown
Temperature C
88

Maximum
0.016812
0.014557
0.013716
Minimum
1.3866e-5
1.248e-5
1.0674e-5
Table : Final Results Of Different Crowns for Aluminium alloy
CONCLUSION
In our project we have designed a piston used in two wheeler and modeled in
3D modeling software PRO-E and then we analyze the piston with different
materials like Aluminum And cast iron with help of fem package ANSYS.In
this Project we describes the stress distribution of the seizure on piston Two
stroke engine by using FEA.
89
By comparing results of both the materials aluminum alloy and cast iron , the
obtained results such as von miss stresses, total deformation, and thermal heat
transfer are within the safe zone of standard for three shapes of crown.
So, far the taken bore sizes the obtained results are within the standard and
design is safe. Finally the convex shape crown piston is having better design
because of the stresses are low compared to aluminium alloy and heat flux
generated is also low.

By changing piston materials with different compositions we can design the
piston according to their strength and heat fluxes are can also be done by using
FEM.
We Conclude & analyze the thermal stress distribution of piston at the real
engine condition during combustion process.
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24- 26, pp .1-21, 2006.
Gudimetal
P. Gopinath C.V. Finite Element Analysis of Reverse Engineered
Internal Combustion Engine Piston, King Mongkuts University of Technology

North Bangkok Press, Bangkok, Thailand AIJSTPME, Vol. 2(4), pp 85-92,
2009.
93

Design and Prototyping of Piston

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Design and Prototyping of Piston

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MODELLING AND ANAYLSIS OF I.C.

Name of the figure

Ideal indicator diagram of 2-stroke SI engine

Ideal PV diagram of 4-stroke SI engine

Conduction in metal rod

Different types of crowns used for piston

Sketch of piston in pro-engineer

Rib model in pro-engineer

Final piston model in pro-engineer

Role of the fem in the structural analysis

After Importing Piston from Pro-E to ANSYS

Piston after Meshing In ANSYS

Figure Shows the Boundary Conditions Applied

Figure Shows Structural Load Acting On The

Total Deformation for Concave Shaped Crown

Equivalent strain Generated in the Concave

Shaped Crown Piston

Equivalent Stress Generated In The Concave

Total Deformation in the Convex Shaped

Equivalent strain Generated in the Convex

Shaped Crown Piston

Equivalent Stress Generated In the Convex

Shaped Crown Piston

Total Deformation In The Flat Shaped Crown

Equivalent strain Generated in the Flat Shaped

Equivalent Stress Generated In the Flat Shaped

Temperature Distribution for Concave Shaped

Equivalent strain Generated in the Concave

Shaped Crown Piston

Temperature Distribution for Convex Shaped

Equivalent strain Generated in the Convex

Shaped Crown Piston

Temperature Distribution for Flat Shaped

Equivalent strain Generated in the Flat Shaped

Figure Shows the Boundary Conditions Applied

Figure Shows Structural Load Acting On The

Total Deformation for Concave Shaped Crown

Equivalent strain Generated in the Concave

Equivalent Stress Generated In The Concave

Shaped Crown Piston

Total Deformation In The Convex Shaped

Equivalent strain Generated in the Convex

Shaped Crown Piston

Equivalent Stress Generated In the Convex

Shaped Crown Piston

Total Deformation In The Flat Shaped Crown

Equivalent strain Generated in the Flat Shaped

Equivalent Stress Generated In the Flat Shaped

Temperature Distribution for Concave Shaped

Equivalent strain Generated in the Concave

Shaped Crown Piston

Temperature Distribution for Convex Shaped

Equivalent strain Generated in the Convex

Shaped Crown Piston

Temperature Distribution for Flat Shaped

Equivalent strain Generated in the Flat Shaped

Name of the table

The usual proportions of piston and piston rings

Bore diameters for IC engines

Typical yield strength

Properties of Gray cast iron

Applications areas of Finite element methods

Aluminum alloy constants