Chapter-1: Savitribai Phule Pune University

Savitribai Phule Pune University
CHAPTER-1
INTRODUCTION
1.1 Introduction
Excessive premature wear of the Gudgeon pins initiated this FEA investigation. The
purpose was to develop a design variation that would remove this failure mode. Piston
pin or Gudgeon pin or wrist pin connects the piston and the small end of the connecting
rod of IC engines. Gudgeon pin is generally hollow and made from case hardening steel
heat treated to produce a hard ware resisting surface. Though simple in appearance,
without moving parts, it must be recognized as a precision engineered component. This is
because it has to satisfy several conflicting requirements: It must combine strength with
lightness; it must be close fitting but with freedom of movement, and it must resist wear
without scuffing. In this project finite element analysis is performed on piston assembly
which consists of piston, Gudgeon pin and connecting rod small end bush using FEA tool
ANSYS 16. Contact analysis technique is used to analyses pin and bush in which
frictional contacts are established in between piston, pin and bush. Piston assembly is
then analyzed against the maximum combustion pressure and maximum Von-Mises
stresses coming on the pin’s outer surface are determined. Iterations have been performed
for redesigning the pin by reducing pin’s internal diameter and by application of gudgeon
pin. The effects of these redesigns on frictional stresses and on Von-Mises stresses are
analyzed.
1.2 Gudgeon pin
Fig.1.1 Gudgeon-Pin
SVPM’s Collage of Engineering, Malegaon (Bk), ME (Mechanical- Design Engineering)

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internal combustion engines, the gudgeon pin (UK, wrist pin US) connects the piston to
the connecting rod and provides a bearing for the connecting rod to pivot upon as the
piston moves.[1] In very early engine designs (including those driven by steam and also
many very large stationary or marine engines), the Gudgeon pin is located in a sliding
crosshead that connects to the piston via a rod. A Gudgeon is a pivot or journal. The
origin of the word Gudgeon is the Middle English word gojoun which originated from the
Middle French word goujon. Its first known use was in the 15th century.
1.3 Piston and Connecting-rod Gudgeon-pin Joints

The gudgeon-pin (piston pin) connects the piston and connecting-rod. It is supported in
holes bored in the piston at right angles to the piston axis at about mid-height position,
and the centre portion of the gudgeon-pin passes through the connecting-rod small-end
eye. This hinged joint transfers directly the gas thrust from the piston to the connecting-
rod and allows the rod to pivot relative to the cylinder axis with an oscillating motion.
1.3.1 Semi- floating Pinch-bolt Small-end-clamped Gudgeon-pin

In this method of fasten- ing the rod to the pin (Fig. A), the central portion of the pin
incorporates a full or partially formed circumferential groove. When the connecting-rod
small-end is centrally aligned to this groove, the relative movement takes place only
between the gudgeon-pin and the piston bosses. This method allows the use of a narrow
small-end due to which the width of the rubbing surface between the piston and the
gudgeon-pin boss can be large.
1.3.2 Semi- floating Force-fit Small-end-clamped Gudgeon-pin

In this arrangement (Fig.B), the connecting-rod small-end faces are polished with emery
cloth and heated evenly using an oxyacetylene torch at about 503 to 593 K, until a pale-
straw to dark-blue oxide color appears on the bright surface around the eye. Then the
gudgeon-pin is forced through both the piston and the small-end eye so that it is centrally
positioned. Subsequently the small end cools the shrinks tight over the pin. In this case
also the relative rubbing movement is only between the pin and the piston bosses.

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1.3.3 Semi- floating Piston-boss-clamped Gudgeon-pin

In this method (Fig. C), the gudgeon-pin is clamped to one of the piston bosses. The
connecting-rod small-end is lined with an interference-fit phosphor-bronze plain bush
bearing. This bush locates the gudgeon-pin and provides it with a low-friction surface.
Care must be taken not to strip the thread in the relatively soft alloy while tightening the
tapered locking bolt. This approach is adopted when the bearing properties of the piston
material are not suitable for heavy-duty continuous oscillatory rubbing.
Fig.1.2 Piston and connecting- rod joints.
1.3.4 Fully Floating Gudgeon-pin End-pads.

If the gudgeon-pins are allowed to float (Fig.D) both in their piston bosses and in the
small-end eye, they must not touch the cylinder directly to avoid scoring of the walls by
their very hard outer edges. In one of the methods of preventing scuffing, spherical end-
pads made from aluminum, brass, or bronze are used to act as buffers between the walls
and the pin. During operation, the gudgeon-pin freely revolves both in the small-end and
in the piston boss, which has a tendency to improve lubrication.
1.3.5 Fully Floating Gudgeon-pin with Circlip Location.
In this design, the fully floating gudgeon pins (Fig. E) provide the bearing-surface area to
the piston-boss bores as well as the small-end bronze bush bearing. Engines with small

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connecting-rod-to-crank throw ratios and large bore-to-stroke ratios have both large
pivoting angular movement and heavy thrust loads on the piston skirt. The double swivel
action of the fully floating pin reduces this tendency under heavy-duty conditions.
Circlips are used to restrain the gudgeon-pin from sliding from side to side. The clips are
positively located in internal circumferential grooves formed near the outer end of each
gudgeon-pin-boss bore. Two types of circlip in use are the heavy rectangular- section
Seeger circlip, and the circular-section wire circlip, which is lighter and cheaper but not
so secure.
1.4 Problem Statement

The main function of the gudgeon pin is to connect the piston and small end of the
connecting rod. When the combustion of fuel takes place in heavy diesel engine cylinder,
high temperature and pressure develops. Because of high speed and at high loads, the
gudgeon pin is subjected to high thermal and structural stresses. The investigations
indicate that the greatest stress appears on the upper end of the gudgeon pin and stress
concentration is one of the main reasons for pin failure. Crack generally appears this
crack may even split the gudgeon pin.
1.5 Aim of the Project

The main aim of the project Design and Analysis of Gudgeon pin for find out the better
material which has minimum weight, von-Misses stress and total deformation than
existing material for gudgeon pin.
1.6 Objective of the Project

i) To investigate the maximum stress using stress analysis
ii) To find out the weight optimization of the material.
iii) To investigate the total deformation of the material.

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1.7 Design Methodology

The objectives identified to accomplish the goal were:
 Studying and identifying the present mechanisms
 Identifying the potential problem through abstraction.
 Collecting useful data.
 Interpreting data as the problem definition
 Developing conceptual design and selecting based on the digital logic approach
procedure of product design and development.
 Testing and Analysis of Model design
 Finally preparing the embodiment design of the product
 Testing and on prototype
 Obtain Final Result
 Conclusion
1.8 Organization of Dissertation

Dissertation report consists of eight chapters.
1) First chapters consist of introduction about the gudgeon pin, problem definition, aim of
the project and objectives.
2) Second chapter literature review consists of review of previous studies which helps to
design the set up.
3) Third chapter theory contains materials for the piston pin and properties of materials.
4) Fourth chapter consists of analytical design and calculation in which design
consideration, design parameter and calculation. Finite element analysis and CATIA
design in which CATIA design and FEA results.
5) Fifth chapter consists of experimental study in which actual set up, working and
experimental results.
6) Sixth chapter consists of result and discussion obtained from experimentation.
7) Seventh chapter consists of conclusion and future scope obtained from
experimentation.

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CHAPTER-2
LITERATURE REVIEW
2.1 Literature Survey
Yanxia Wang and Hui Gao [1] concluded that piston pin failure and the fracture injury
occurs under the alternative mechanical loads, the optimal design of the piston pin and
the piston pin boss is presented depending on the FEA static analysis. The optimization is
carried out using the Genetic Algorithm (GA), and the piston noncircular pin hole is used
to further reduce the stress concentration on the upper end of the piston.
Vaishali R. Nimbarte et al. [2] have studies the pressure analysis, thermal analysis and
thermo-mechanical analysis is done. The parameter used for the analysis is operating gas
pressure, temperature and material properties of piston. In I.C. Engine piston is most
complex and important part therefore for smooth running of vehicle piston should be in
proper working condition. Piston fails mainly due to mechanical stresses and thermal
stresses. Analysis of piston is done with boundary conditions, which includes pressure on
piston head during working condition and uneven temperature distribution from piston
head to skirt. The analysis predicts that due to temperature whether the top surface of the
piston may be damaged or broken during the operating conditions, because damaged or
broken parts are so expensive to replace and generally are not easily available.
Dilip Kumar Sonar et al. [3] have study the engine pistons are one of the most complex
components among all automotive or other industry field components. The engine can be
called the heart of a car and the piston may be considered the most important part of an
engine. Notwithstanding all these studies, there are a huge number of damaged pistons.
Damage mechanisms have different origins and are mainly wear, temperature, and
fatigue related. Among the fatigue damages, thermal fatigue and mechanical fatigue,
either at room or at high temperature, play a prominent role. Aluminium alloy have been
selected for structural and thermal analysis of piston. An analysis of thermal stress and

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damages due to application of pressure is presented and analysed in this work. Results are
shown and a comparison is made to find the most suited design.
R. C. Singh et al. [4] concluded that the piston in the internal combustion (IC) engine is
robust, dynamically loaded tribal pair that reciprocates continuously at varying
temperature. Study has been made by various researchers on piston design, dynamics,
fatigue and wear at the interface with other element in contact along with their effects on
IC engines. It was found that the friction coefficient increases with increasing surface
roughness of liner surface and thermal performance of the piston increases with increased
coating thickness. The free material liberated due to deep scoring between the piston and
liner snowballs, leads to seizure failure.
Bhaumik Patel et al. [5] have carried out wok to measure the distribution of the
temperature on the top surface of the piston. Which predicts that due to temperature
weather the top surface of the piston may be going to damaged or broken during the
operating conditions because damaged or broken parts are so expensive to replace and
generally are not easily available. So it is possible to recover the damage or broken parts
due to thermal analysis before taking into operations.
S. Srikanth Reddy et al. [6] have given emphasis on the study of thermal behaviour of
functionally graded coatings obtained by means of using a commercial code, ANSYS on
aluminum and zirconium coated aluminum piston surfaces. The analysis is carried out to
reduce the stress concentration on the upper end of the piston i.e. (piston head/crown and
piston skirt and sleeve). With using computer aided design NX/Catia software the
structural model of a piston will be developed. Furthermore, the finite element analysis is
done using Computer Aided Simulation software ANSYS.
G Gopal, L Suresh Kumar, D Gopinath and Uma Maheshwara Rao [7] have studied
the effect of the materials being used for the Piston, Connecting rod and Crank Shaft
assembly for an engine of a four wheeler vehicle. The material selected for the piston is

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Cast Iron, Manganese steel for the connecting rod and High Carbon Steel for the crank
shaft. The engine speed was desired to be increased. The effect of the materials used for
the assembly and its behaviour was required to be studied. The parts piston, connecting
rod and crankshaft are designed using theoretical calculations. The designed parts are
modelled and assembled in 3D modelling software Pro/Engineer. The meshing is done in
hyper mesh. The Finite Element Analysis is done in Ansys. The FE Analysis involves
structural and analysis of the assembly. The parts of the assembly should be rigid. And,
when they are connected together, they should perform as a mechanism. This requires
calculation of the forces acting on the components and the dynamic stresses. As the
assembly will be working under high temperatures, thermal analysis also has to be done.
From the results, it is observed that a change in the piston material will allow the engine
to operate at the new high speed.
V. Ramamurti, S. Sridhar, S. Mithun, B. Kumaravel and S. Lavanya [8] have studied

the deformation and stress experienced by the Gudgeon pin of a reciprocating compressor
used in air brake system is scientifically predicted when the pin is fully floating with
lubricating oil surrounding it and when starved of oil. Both semi analytical approach in
finite element method and simple bending theory of beams are used. Inadequacy of the
beam approach is highlighted. The results obtained by both the approaches are compared.
Role of clearance in piston bore and small end of connecting rod and effectiveness of
lubrication are examined. Factor of safety associated with the design of Gudgeon pin is
also looked into. Gudgeon pin failing in service with this factor of safety is remote. Its
failure while the vehicle is running has disastrous consequences. It has been ascertained
from the field data that the end customer is advised to replace the piston assembly
comprising of piston, piston rings, Gudgeon pin after every 300,000 km of running of a
vehicle. This standard practice seems to be in line with our findings. In our opinion, the
factor of safety needed for the design of Gudgeon pin in the case of diesel engine can be
much less than what is desirable for reciprocating compressor. Since the primary duty of
compressor is to compress air, lubricating the Gudgeon pin from an additional source is
needed. In the case of diesel engines, since the medium of compression is diesel oil, the

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Gudgeon pin getting starved of oil is not present. The foregoing analysis indicates that
the choice of Ni Cr steel for Gudgeon pin has been made to cater to the eventuality of the
pin not failing even during the worst scenario of this turning pair totally starved of
lubricating oil.
K. Kiran Kumar, NelluriSrinivas [9] concluded that compressor is a machine providing

air at high pressure and work is done on the gas by external agency. The process of
compressing of air requires that work should be done upon it. The air compressor is a
device that converts power into kinetic energy by compressing and pressurizing air there
are two types of methods for air compression are positive displacement or negative
displacement. Reciprocating compressors is a positive displacement type are used in
some of the most critical and expensive systems at a production facility, and deserve
special attention. gas transmission pipelines, petrochemical plants, refineries and many
other industries all depend on this type of equipment. The heat transfer carried out in
reciprocating compressor which was leading to loss of volumetric efficiency B.G.
Shivaprasad stated that Regenerative heating of the gas in the absence of any heat source
is considered to be one of the primary contributors to suction gas heating. The
experiments conducted to measure the cylinder wall heat transfer rate in order to verify
earlier imperial models used for prediction, and to assess the capacity loss resulting from
regenerative heating. Heinz P Bloch and John J. Hoefner worked on the Development of
a Double acting free piston expander for power recovery in trans critical CO2 cycle.
Senegal developed new method of thermodynamic computation for a reciprocating
computer simulation by Si – Yieng. suggest optimization and revitalization techniques on
compressors used in air drilling, air procession and air separation etc. and emphasis on
the fact that virtually any size model can be considered for improvements, A. Al material
worked on reciprocating compressor design and manufacturing with respect to
performance, reliability and cost suggested methods for optimum reciprocating
compressor. A. P. Budagyan and P.I. Plastinin devoted on design and optimization on
reciprocating compressors and minutely studied the effect of temperature variation on the
overall performance of the reciprocating compressors and cooling of compressors. Due

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consideration is given on optimal basic geometric dimensions of reciprocating

Compressors. The results from the experiments indicated a significant contribution to
capacity loss by suction gas heating. The measurements were done in a two stage, single
cylinder, double acting air compressor running at approximately 900 rpm. The suction
pressure was atmospheric and the discharge pressure was. All measurements were mainly
confined to head end of the first stage cylinder.
Mr. Jadhav Vishal, Dr. R.K. Jain, Mr.Yogendra S. Chauhan [10] have described the
stress distribution of two different aluminum alloys piston by using finite element method
(FEM). The piston is designed for a single cylinder petrol engine using SOLIDWORKS
2013 software. The procedure for analytical design of two different aluminum alloy
piston is described. Design is imported to ANSYS 15.0 software then static stress
analysis is performed at different pressure load conditions on the piston. Results a
represented and a comparison is made to find the best aluminum alloy. The result
comparison is made on aluminum alloy materials of piston at different load conditions.
Total Deformation is low in AL-GHY-1250 aluminum alloy material at different
efficiency pressure load applied on the piston head. AL-GHY-1250 alloy has high
strength compared to A4032. From the above result we can conclude that AL-GHY- 1250
aluminum alloy material for piston is better than standard alloy material. So, further
development of high power engine is possible by using this material.
Amitanand B Suralikerimath, Yallanagouda I Ninganagoudar, C.M

Veerendrakumar [11] concluded that I.C engine piston is one of the most important and
complex component in the engine. It is also sometimes referred as the heart of engine. It
is widely used mainly in automotive and mechanical fields hence, a detailed study on its
static behavior is important. This paper emphasizes on the static analysis of the piston
head of a 4-stroke I.C engine. In the present work piston head is designed using
CATIAV5R20 and this model is analyzed in ANSYS 14.5 and a study on its static
behavior is performed. Aluminum alloy has been selected as piston material for structural

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analysis. The theoretical stress values obtained is compared with the stress values
obtained after the analysis in ANSYS 16.
Lokesh Singh, Suneer Singh Rawat, TaufeequeHasan, Upendra Kumar [12] have
studies the piston is a component of reciprocating engines. Its purpose is to transfer force
form expanding gas in the cylinder to the crank shaft via piston rod and a connecting rod.
It is one of the most complex components of an automobile. In some engines the piston
also acts as a valve by covering and uncovering ports in the cylinder wall. In present,
work a three dimensional solid model of piston including piston pin is designed with the
help of CATIA and SOLIDWORKS software. The thermal stresses, mechanical stresses
and couples thermo-mechanical stresses distribution and deformations are calculated.
After that fatigue analysis was performed to investigate factor of safety and life of the
piston assembly using ANSYS workbench software. Aluminum-silicon composite is used
as piston material. The stress analysis results also help to improve component design at
the early stage and also help in reducing time required to manufacture the piston
component and its cost.
Xiaosong Huang et al, [13] concluded that the carbon fiber is defined as a fiber
containing at least 92 wt % carbons, while the fiber containing at least 99 wt % carbon is
usually called a graphite fiber. Carbon fibers generally have excellent tensile properties,
low densities, and high thermal and chemical stabilities in the absence of oxidizing
agents, good thermal and electrical conductivities, and excellent creep resistance. They
have been extensively used in composites in the form of woven textiles, prepress,
continuous fibers/ravings, and chopped fibers. The composite parts can be produced
through filament winding, tape winding, compression molding, vacuum bagging, liquid
molding, and injection molding. The research and development activities conducted over
the past few decades on carbon fibers. The two most important precursors in the carbon
fiber industry are poly Croly nitrite (PAN) and mesosphere pitch (MP). The structure and
composition of the precursor affect the properties of the resultant carbon fibers
significantly. Although the essential processes for carbon fiber production are similar,

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different precursors require different processing conditions in order to achieve improved

performance. The research efforts on process optimization are discussed in this review.
The review also attempts to cover the research on other precursor materials developed
mainly for the purpose of cost reduction.
Arun Kumar D T et al. [14] concluded that the most widely used plastic next to
polythene. Polypropylene as it is cannot be used in many applications the strength of
plastic needs to be improved in many applications. Addition of reinforcement materials
like carbon fibers with an organic compound like metallic anhydride improves the
strength of polypropylene. The aim of the present work was to study the improvement in
mechanical properties of pure polypropylene by introducing small percentages of carbon
fibers. Compositions of 2, 4, 6 and 8 percent of carbon fiber and 1 percent of metallic
anhydride were added to pure polypropylene. Standard specimens for tensile, flexural and
impact test were prepared as per ASTM standards using injection molding technique. It
was observed that increasing the carbon fiber content increased the strength of pure
polypropylene. Highest strength was observed in all three tests for polypropylene
reinforced with 8 percent carbon fibers.
Vijay Baban Kamble, Prof. K. S. Mangrulkar, Mithun D. Shah, Hrushikesh B.

Kulkarni [15] have studied deals with the detailed design and analysis of existing
Gudgeon pin to find stress concentration of the pin, and then minimize stress
concentration by making suitable changes in gudgeon pin design and mounting. Present
work consists of design of gudgeon pin and then the Finite Element Method is established
using ANSYS software to analyses the stresses on gudgeon pin and minimizing it. The
Gudgeon pin is either a hollow or solid steel cylinder of length roughly five times its
outer diameter. This is subjected to lateral load from the connecting rod. The load acts for
the full width of the connecting rod (for nearly one third of the axial length of the
Gudgeon pin) acting over a substantial arc of the outer cylindrical surface of the pin. A
very simple method of analysis is to treat the pin as a simply supported beam subjected to
lateral load of uniform intensity from the connecting rod. This approach has two basic
deficiencies. The Gudgeon pin does not qualify to be treated as abeam since its length is

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much less than ten times its outer diameter. Besides the beam, when assumed as simply
supported at the ends, ignores the fact that its support is along an arc of a circle. If on the
other hand, assumed fixed, it ignores the fact that there is a radial clearance between the
piston bore and the cylindrical surface of the Gudgeon pin. However, when assumed
simply supported, beam approach is very easy to analyze since the structure is statically
determinate.
Hitgna Shah, Urvish Ranpura, Krishna Sheth, Mr. Harshit Bhavsar [16] have
studied piston & connecting rod, important part for IC engine. Piston compressed the
fluid and gave the required output. Connecting rod holds the piston and helps to move the
cylinder during varying pressure condition. Piston & connecting rod connected by use of
simple pin. This pin is also known as “Piston Pin” or “Wrist Pin” or “Gudgeon Pin”.
Piston & Pin both undergoes stress, temperature, frequent pressure changes, thermal and
mechanical fatigue occurs. Hence failure of both components may possible. Here in this
paper, review of causes of piston and pin failure observed during experiment and/or
research. A piston is a component of reciprocating engines, reciprocating pumps, gas
compressors and pneumatic cylinders, among other similar mechanisms. It is the moving
component that is contained by a cylinder and is made gas-tight by piston rings. In an
engine, its purpose is to transfer force from expanding gas in cylinder to Crankshaft via a
piston rod and/or connecting rod. In a pump, the function is reversed and force is
transferred from crankshaft to piston for purpose of compressing or ejecting the fluid in
cylinder. In some engine, the piston also acts as a valve by covering and uncovering ports
in the cylinder wall. The petrol enters inside the cylinder and the piston moves upward
and spark plug produce spark and petrol set on fire and it produces an energy that pushes
the piston upwards.
Mr. Sajid Tamboli, Dr. N. K. Nath, Dr. S. B. Satpal [17] concluded that gudgeon pin
connects the piston and the small end of the connecting rod of engines. In this Way
frictional stress and Von-mises stresses are produced on Pin and they are determined by
finite element analysis tool ANSYS. Failure life of pins determined using ANSYS

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analysis tool. Piston pin or gudgeon pin connects the piston and the small end of the
connecting rod of engines. The premature wear of the Gudgeon pins initiated this FEA
investigation. The purpose was to develop design variation that would remove this failure
mode. Gudgeon pin is hollow and wear resisting surface. Simple in appearance, no
moving parts. Gudgeon pin should be high strength and light in weight. This paper deals
with finite element analysis is performed on piston assembly consisting of piston,
Gudgeon pin and connecting rod. The assembly of the piston is analyzed with maximum
combustion pressure and the frictional stresses and maximum Von-mises stresses coming
on the gudgeon pin are determined. In that fatigue analysis is performed on piston
assembly.
Zhiwei Yu, Xiaolei Xu , Hongxin Ding [18] have studied diesel engine piston-pin used
in a truck was smashed in four when servicing. The longitudinal and transverse cracking
happened on the failed piston-pin. The cracks initiated from the internal whole surface
and propagated toward the external circle. The occurrence of beach marks or fatigue
striations on the fracture surfaces of all crack origin regions indicates that fatigue fracture
is the dominant failure mechanism of the piston-pin. The internal hole and external circle
surfaces are specified to be carburized. The microstructure and the micro hardness
profiles on the external circle and internal hole surface regions were examined to
determine the depth of the carburized layer. However, not only was no carburized layer
found on the internal whole surface, but also the serious decarburization occurred on the
surface region of the internal hole. Appearance of decarburization in the internal hole
surface decreases intensely the fatigue strength of the internal surface so that the crack
initiated from the internal surface and propagated toward the external circle, at last the
fatigue fracture occurred. Improper carburizing technology is responsible for the
appearance of the decarburization on the internal whole surface.
Ji Bingwei1, a, Li Jinglu1, b, Chen Xiaoping [19] have studied the method of piston
pin's strength calculation base on FEA is proposed to solve the pin's failure. The pin's
circular deformation is measured by node displacements, and the conventional static

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strength analysis is replaced by multi-case fatigue calculation. Compared with the

conventional strength verification method, the FEA result is more accurate with the
reality. The piston pin’s failure will bring serious damage when the engine is working.
There are many reasons that can cause pin's inactivation, but mainly belong to two types
the machining process failure and stress failure. The surface and sublevel of the pins
inside round hole observed crack with incorrect cold extrusion. The grinding crack occurs
in the end faces. The inside face has low carburized depth even decarburization, the
friction heat generates with the low lubricating oil film thickness, all above can make the
piston pin's fracture. The main reason for pin’s fatigue failure is incorrect design. The
piston pin receives asymmetry alternate load and impact load with high temperature, the
working situation is execrable. The most dangerous stress includes circular deformation
stress, the bending stress and shearing stress. Usually the circular deformation stress will
cause the pin’s longitudinal direction broken, and cross direction’s damage is due to the
bending stress. But the traditional calculation method and evaluation criterion have
contrast with the facts. In this paper, we try to find a better way to calculate and evaluate
the deformation stress based on FEA method.
Hemant V Chavan, Milind S. Yada [20] concluded that automobile industry

development in technology has been increases significantly and so as the performance of
an engine. In reciprocating internal combustion engine major parts having sliding motion
among their parts and failure of any part in dynamic stage will cause major impact on
engine such as failure of an engine. Piston pin play a vital role in the reciprocating
internal combustion engine. Failure of piston pin will result in failure of engine. It has
been investigated that fatigue failures one of the major reason of failure of a piston pin.
Piston pin are subjected to multiracial stresses due to which crack initiation and
propagation from the surface decreases intensely the fatigue strength of surface and
fatigue fracture occurred do every effort has to be made towards improvement in sliding
properties of piston pin which will reduce wear resistance of metal surface and ultimately
increases fatigue life of piston pin without sacrificing any of the major property
requirements of the substrate material. Literature shows that phosphate is one of the
surfaces coating method which will improve friction properties and wear properties thus

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increases fatigue life. In this work, an effort is to suggest phosphate surface coating on a
piston pin as an alternative to conventional surface coating. The investigation effect of
phosphate surface coating on piston pin of different material is studied by using design of
experiments. In the automotive and machinery industry, there is a great deal of interest in
improving environmental friendliness, reliability, durability and efficiency. Developing
new technological solutions, such as using of lightweight materials, less harmful fuels,
controlled fuel combustion processes or more efficient exhaust gas after-treatment, are
possible ways to reduce the environmental impact of vehicles and machines. Major
amount energy is lost in engine itself.. Surface coating is one method which can reduce
wear and friction thus resulted into reduction in energy loss. Among protective coatings,
the class of carbon-based materials shows interesting properties, combining low friction
with a good wear resistance. For these reasons, they are increasingly being used as
protective films for moving parts such as diesel injection needles, valve train parts, piston
pins, tappets or gears .The use of such non-metallic surfaces with new additives leads to
investigations into the interaction between these protective over layers and the base
material.
Xiao-lei Xu , Zhi wei Yu [21] concluded that the longitudinal cracking and transverse
fracture took place on a diesel engine piston-pin used in a truck during service. The
banded texture throughout the whole length of the longitude in al fracture is presented in
the middle region of the longitudinal fracture. The longitudinal crack originated from the
banded texture and propagated toward the internal whole surface and the external circle
surface of the piston-pin. Metallographic and chemical in sections of the piston-pin
material away from the crack origin reveal all the parameters to be acceptable.
Subsequent metallographic examinations were performed on the smoothed longitudinal
fracture surface. These reveal the presence of the longitudinal inclusion clusters of 25
mm long mainly consisting of calcium aluminates, associated with the banded texture on
the longitudinal fracture. Under the integrated action of structure stress and service stress,
the crack propagated along the longitudinal first, and then propagating along the
transverse by fatigue under the alternative service load. The appearance of longitudinal

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inclusion clusters of excess size in the crack origin zone is mainly responsible for the
failure of piston-pin.
2.2 Summary of literature survey

From the above literature review we studied about the how to investigates the stress
analysis, total deformation and weight optimization of gudgeon pin.
In this dissertation we have analysis and designed gudgeon pin. The experimental set up
is made for the experimentation and the analysis of gudgeon pin is also done using
ANSYS and CATIA software.

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CHAPTER-3
THEORY
3.1 Materials for the Piston Pin
Cast Iron, Aluminum Alloy and Cast Steel etc. are the common materials used for piston
pin. These piston pin have greater strength and resistance to wear. In Aluminum Alloy
pistons piston slap results due to insufficient piston clearance. A vertical slot is cut to
overcome the defect. To increase the life of grooves and to reduce the wear, a ferrous
metal rings are inserted in the grooves of high speed engines.
3.2 Material properties
3.2.1 Properties of stainless steel
1. Excellent corrosion resistance

 With the increase of chromium (Cr) content to 21% and addition of 0.4% Cupper
(Cu) JFE443CT exhibits similarly excellent corrosion resistance compared with
type 304.
 In particular the atmospheric corrosion resistance is noticeable.
 JFE443CT is not susceptible to stress corrosion cracking (SCC).
 Due to reduction in carbon and nitrogen content and the addition of Titanium,
corrosion resistance of the welded area is good.
2. Price competitiveness and stability

 Price competitiveness: Without the addition of nickel (Ni), he price of JFE443CT
is cheaper.
 Price stability: Without the addition of nickel and molybdenum (Mo), the price
ofJFEE443CT is stable even when the price of raw materials of nickel and
molybdenum soars.
3. Good formability

18
 Equal or better formability, compared with other conventional Cr-type stainless

steel
 Better drawing formability than 304.
 Less working load for shearing and pressing as less work hardening than
Type304.
 No cracking (season cracking, delayed cracking) like as Type 304 after pressing
4. Excellent physical properties

 Higher thermal conductivity (about 40%) than type 304.
 Smaller thermal expansion coefficient (about 40%) than type 304).
 Less material weight for same size because of the smaller density than Type 304.
 Possible magnetic separation and handling by magnetism.
5. Lineup of various surface finishes

 2B and other finishes, 2BW (white surface), KB and KD.
Disadvantages of stainless steel

 One of the biggest disadvantages linked with stainless steel kitchen appliances is
their initial purchase cost.
 Low mechanical strength.
3.2.2 Properties of Aluminum Alloy
 Atomic Structure
Aluminum is the third most plentiful element known to man, only oxygen and silicon
exist in greater quantities. The element aluminum, chemical symbol Al, has the atomic
number 13. According to present concepts, this means that an aluminum atom is
composed of 13 electrons, each having a unit negative electrical charge, arranged in three
orbits around a highly concentrated nucleus having a positive charge of 13. The three
electrons in the outer orbit give the aluminum atom a valence or chemical combining
power of +3

19
 Density
Lightness is the outstanding and best known characteristic of aluminum. The metal has an
atomic weight of 26.98 and a specific gravity of 2.70, approximately one-third the weight
of other commonly used metals; with the exception of titanium and magnesium (see
Figure 1501.02.02). As with most metals the density decreases with increasing
temperature. The addition of other metals in the amounts commonly used in aluminum
alloys does not appreciably change the density (plus 3%, minus 2%), (see e.g. also Figure
1501.03.05), except in the case of Lithium alloys where the density of the alloy is
reduced by up to 15%. Weight is important for all applications involving motion. Saving
weight also saves energy reduces vibration forces, improves the performance of
reciprocating and moving parts, reduces tiredness when using manually operated
equipment, offers lower shipping, handling and erection costs. Low weight combined
with the high strength possible with special alloys has placed aluminum as the major
material for aircraft construction for the past sixty years.
 Electrical Conductivity and Resistivity

The electrical conductivity of 99.99% pure aluminum at 200 C is 63.8% of the
International Annealed Copper Standard (IACS). Because of its low specific gravity, the
mass electrical conductivity of pure aluminum is more than twice that of annealed copper
and greater than that of any other metal (see Figure 1501.02.03). The resistivity at 200 C
is 2.69 micro ohm cm. The electrical conductivity which is the reciprocal of resistivity is
one of the more sensitive properties of aluminum being affected by both, changes in
composition and thermal treatment. The addition of other metals in aluminum alloys
lowers the electrical conductivity of the aluminum therefore this must be offset against
any additional benefits which may be gained, such as an increase in strength. Heat
treatment also affects the conductivity since elements in solid solution produce greater
resistance than undisclosed constituents.
 Thermal Conductivity

20
The thermal conductivity, κ, of 99.99% pure aluminum is 244 W/mK for the temperature
range 0-1000 C which is 61.9% of the IACS, and again because of its low specific gravity
its mass thermal conductivity is twice that of copper (see Figure 1501.02.05). Thermal
conductivity can be calculated from electrical resistivity measurements using the formula
κ =5.02λT x 10-9 +0.03, where κ is the thermal conductivity, λ is the electrical
conductivity and T the absolute temperature in degrees Kelvin; this method is usually
used to derive the values quoted in reference books. The thermal conductivity is reduced
slightly by the addition of alloying elements. Application of the formula has been found
to be largely independent of composition with the exception of silicon. The combined
properties of high thermal conductivity, low weight and good formability make
aluminum an obvious choice for use in heat exchangers, car radiators and cooking
utensils while in the cast form it is extensively used for I/C engine cylinder heads.
 Corrosion Resistance
Aluminum has a higher resistance to corrosion than many other metals owing to the
protection conferred by the thin but tenacious film of oxide. This oxide layer is always
present on the surface of aluminum in oxygen atmospheres. The graph (see Figure
1501.02.08) shows the degree of corrosion and its effect on strength in two different
environments. The famous statue of Eros in London's Piccadilly Circus is an example of
the corrosion resistance; after an inspection following eighty years of exposure to the
London atmosphere, the statue showed only surface corrosion. The formation of the
oxide is so rapid in the presence of oxygen that special measures have to be taken in
thermal joining processes to prevent the oxide instantly forming while the process is
being carried out.
 Thermal Expansion
The coefficient of thermal expansion is non-linear over the range from minus 200 to plus
6000 C but for practical purposes is assumed to be constant between the temperature
ranges from 20 to 1000 C. The coefficient of thermal expansion of alloys is affected by
the nature of their constituents: the presence of silicon and copper reduces expansion

21
while magnesium increases it. For the common commercially used wrought alloys, the
coefficient of expansion varies from 23.5 x 10-6 /K for 4.6% Cu aluminum alloy to 24.5
x 10-6 /K for 4.5 % Mg aluminum alloy, i.e. twice that of steel. Some high silicon cast
alloys specially developed for the manufacture of internal combustion engine pistons and
cylinder heads have a coefficient of expansion as low as 16 x 10-6/K while in some
aluminum metal matrix composites the coefficient is reduced to 12.2 x 10-6/K by the
addition of 38% silicon carbide. Metal matrix composites are a comparatively recent
development, and Figure 1501.02.11 shows how the volume of silicon carbide can be
changed to tailor the coefficient of expansion to match the common engineering metals.
 Melting Temperature
The melting point of aluminum is sensitive to purity, e.g. for 99.99% pure aluminum at
atmospheric pressure it is 6600 C but this reduces to 6350 C for 99.5% commercial pure
aluminum. The addition of alloying elements reduces this still further down to 5000 C for
some magnesium alloys under certain conditions. The melting point increases with
pressure in a straight line relationship to 9800 C at 50 kbar.
 Specific and Latent Heats

Aluminum has a relatively high specific heat when compared with other metals on a
weight basis, i.e. 921 J/kg at 1000 C which is higher than that of any common metal
except magnesium (1046); iron and steel are about 500 and copper and brass 377. On a
volume basis, however, the heat capacity of aluminum is less than any of the heavier
metals.
Advantages aluminum alloy

Aluminum overcomes two of the disadvantages of steel.
 Aluminum is lighter in weight, and
 It is stable in environments that corrode steel
 Ease of processing.

22
3.2.3 Properties of Mild Steel
Chemical Properties
Table 3.1 Chemical composition (mass friction) (wt.%) of the EN35

Elements Min. (≥) Max. (≤)
C 0.140 0.200
Si 0.10 1.40
Mn 0.35 0.75
Mo 0.20 0.30
Ni 1.50 2.00
Mechanical Properties
Table 3.2 Properties of MS steel
Physical
Mechanicl properties Heat treatment HBW
properties
Reduction in
Yield Impact As-Heat- Brinell
Rm Elongation cross section
Rp0.2 KV/Ku Treated Hardness
(MPa) A (%) on fracture
(MPa) (J) condition (HBW)
Z(%)
Solution and
754 Annealing
738
(≥) 13 44 21 Assuaging. 321
(≥)
Q+T etc

23
3.2.4 Properties of Carbon Fiber

Carbon-fiber-reinforced polymer or often simply carbon fiber, is an extremely strong and
light fiber-reinforced polymer which contains carbon fibers. The polymer is most
often epoxy, but other polymers, such as polyester, vinyl ester or nylon, are sometimes
used. The composite may contain other fibers, such as agamid e.g. Kevlar, Tarpon,
aluminum, or glass fibers, as well as carbon fiber. Carbon fiber is commonly used in the
transportation industry; normally in cars, boats and trains. Although carbon fiber can be
relatively expensive, it has many applications in aerospace and automotive fields, such
as One. Carbon-fiber-reinforced polymer is used extensively in high-end automobile
racing. The high cost of carbon fiber is mitigated by the material's unsurpassed strength-
to-weight ratio, and low weight is essential for high-performance automobile racing.
Racecar manufacturers have also developed methods to give carbon fiber pieces strength
in a certain direction, making it strong in a load-bearing direction, but weak in directions
where little or no load would be placed on the member. Conversely, manufacturers
developed unidirectional carbon fiber weaves that apply strength in all directions. This
type of carbon fiber assembly is most widely used in the safety cell monologue chassis
assembly of high-performance racecars. Many supercars over the past few decades have
incorporated CFRP extensively in their manufacture, using it for their monologue chassis
as well as other components. The price is around $10 a pound. Steel, on the other hand,
costs less than a dollar per pound. Cost is the main hurdle carbon fiber will have to
overcome before it can provide a viable energy solution. The second hurdle is waste
disposal. When a typical car breaks down, its steel can be melted and used to construct
another car (or building, or anything else made of steel). Carbon fiber can't be melted
down, and it's not easy to recycle. When it is recycled, the recycled carbon fiber isn't as
strong as it was before recycling. As it stands now, carbon fiber could use as impact
attenuator material. It's lightweight, durable and safe. But it's also expensive and difficult
to recycle.

24
3.3 Manufacturing Process
3.3.1 Operations used for Fabrication
1. Raw materials: A raw material is the basic material used in the productions of
the goods, finished products. The term “raw material” is used to denote material
which is unprocessed.
2. Marking: Marking is the process of making visible impressions on the metal
surface so that required operations can be carried out as per the dimensions
3. Cutting: The raw material cut into the required dimensions using a grinding
wheel cutter. Metal cutting is done by a relative motion between the work and
piece and the hard edge cutting tool, which is multi point cutting tool.
4. Welding: The assembly of base table is done by the process of welding. In this
case the process is done by “Arc Welding”. Arc welding is type of welding that
uses a welding power supply to create an electric arc between an electrode and the
base material to melt the metal at the welding point. They can use either direct or
alternating current, and consumable or non-consumable electrode.
5. Drilling:
Drilling is easily the most common machining process. Drilling involves the
creation of holes that are right circular cylinders. This is accomplished most
typically by using the twist drill. The chips must exit through the flutes to the
outside of the tool. The cutting front is embedded within the work piece, making
cooling difficult. The cutting area can be flooded, coolant spray mist can be
applied, or coolant can be delivered through the drill bit shaft.
6. Hand Grinding: Hand Grinding is the finishing process used to improve surface
finish, abrade hard materials, and tighten the tolerance on the flat and cylindrical
surface by removing the small amount of material. In grinding the abrasive
material rubs against the metal part and removes the tiny pieces of material.
3.3.2 Factors Determining the Selection of Materials

The various factors which determine the choice of material are discussed below.

25
Properties
The material selected must possess the necessary properties for the proposed application.
The various requirements to be satisfied can be weight, surface finish, rigidity, ability to
withstand environmental attack from chemicals, service life, reliability etc.
The following four types of principle properties of materials decisively affect their
selection
 Physical
 Mechanical
 From manufacturing point of view
 Chemical
The various physical properties concerned are melting point, thermal Conductivity,
specific heat, coefficient of thermal expansion, specific gravity, electrical conductivity,
magnetic purposes etc. The various Mechanical Properties Concerned are strength in
tensile, Compressive shear, bending, torsion and buckling load, fatigue resistance, impact
resistance, elastic limit, endurance limit, and modulus of elasticity, hardness, wear
resistance and sliding properties. The various properties concerned from the
manufacturing point of view are:
 Cast ability
 Weld ability
 Surface properties
 Shrinkage
Manufacturing Cost
Sometimes the demand for lowest possible manufacturing cost or surface qualities
obtainable by the application of suitable coating substances may demand the use of
special materials.
Quality Required
This generally affects the manufacturing process and ultimately the material. For
example, it would never be desirable to go casting of a less number of components which
can be fabricated much more economically by welding or hand forging the steel.

26
Availability of Material
Some materials may be scarce or in short supply, it then becomes obligatory for the
designer to use some other material which though may not be a perfect substitute for the
material designed. The delivery of materials and the delivery date of product should also
be kept in mind.
Space Consideration
Sometimes high strength materials have to be selected because the forces involved are
high and space limitations are there.
Cost Estimation
Cost estimation may be defined as the process of forecasting the expenses that must be
incurred to manufacture a product. These expenses take into a consideration all
expenditure involved in design and manufacturing with all related services facilities such
as pattern making, tool, making as well as a portion of the general administrative and
selling costs.
Purpose of Cost Estimation

1. To determine the selling price of a product for a quotation or contract so as to ensure a
reasonable profit to the company.
2. Check the quotation supplied by vendors.
3. Determine the most economical process or material to manufacture the product.
4. To determine standards of production performance that may be used to control the
cost.
Types of Cost Estimation

1. Material cost
2. Machining cost

27
Material Cost Estimation

Material cost estimation gives the total amount required to collect the raw material which
has to be processed or fabricated to desired size and functioning of the components.
These materials are divided into two categories.
1. Material for fabrication:

In this the material in obtained in raw condition and is manufactured or processed to
finished size for proper functioning of the component.
2. Standard purchased parts:

This includes the parts which was readily available in the market like Allen screws etc. A
list is forecast by the estimation stating the quality, size and Standard parts, the weight of
raw material and cost per kg for the fabricated parts.
Machining Cost Estimation

This cost estimation is an attempt to forecast the total expenses that may include
manufacturing apart from material cost. Cost estimation of manufactured parts can be
considered as judgment on and after careful consideration which includes labour, material
and factory services required to produce the required part.
Procedure for Calculation of Material Cost

The general procedure for calculation of material cost estimation is after designing a
project,
1. A bill of material is prepared which is divided into two categories.
a. Fabricated components
b. Standard purchased components
2. The rates of all standard items are taken and added up.
3. Cost of raw material purchased taken and added up.

28
Safety Precautions
The following points should be considered for the safe operation of machine and to avoid
accidents:-
1. All the parts of the machine should be checked to be in perfect alignment.
2. All the nuts and bolts should be perfectly tightened.
3. The operating switch should be located at convenient distance from the operator so as
to control the machine easily.

29
CHAPTER-4
ANALYTICAL AND NUMERICAL ANALYSIS OF GUDEGION PIN
4.1 Analytical Analysis

4.1.1 Design Consideration
In designing a piston for an engine, the following points should be taken into
consideration:
- It should have enormous strength to withstand the high pressure.
- It should have minimum weight to withstand the inertia forces.
- It should form effective oil sealing in the cylinder.
- It should provide sufficient bearing area to prevent undue wear.
- It should have high speed reciprocation without noise.
- It should be of sufficient rigid construction to withstand thermal and mechanical
distortions.
- It should have sufficient support for the piston pin.
4.1.2 Design Parameter
- Thickness of piston head (tH)
- Heat flows through the piston head (H)
- Radial thickness of the ring (t1)
- Axial thickness of the ring (t2)
- Width of the top land (b1)
- Width of other ring lands (b2)
Fig.4.1 Design of Gudgeon Pin

30
4.1.3 Calculation-
Design calculations of Piston pin (gudgeon pin (or) wrist pin):
Heat flows through the piston head (H):
We know that heat flowing to piston head
H=C x HCV x M x BP
Constant representing that portion of the heat supplied to the engine which in applied
by piston.
Which is normally taken as C=0.05 and weight is m=2Kg, W=19.62N
High Calorific Value (HCV)=42 x 103Kj/Kg
Fuel Consumption (M)=41.7 x 10-6 Kg/BP/Sec
Break Power (BP)=27.56KW
H=0.05 x 42 x 103 x 41.7 x 10-6 x 27.56KW
H=2.41KW
H=2410W
Thickness of piston head (tH):
𝐻
tH= 12.56 𝑘 (Tc−Te)
For cast iron (k)=46.6W/m0c.

2410
tH= 12.56(46.6)𝑥220
tH=0.1871m
tH=18mm.
Radial thickness of the ring (t1) :
Let us assume there are 4 rings out of which 3 are compression rings and one is an oil
ring.
We know that radial thickness of piston ring
3𝑃𝑤
t1=D x √ 6𝑡
Here assume D=68.5mm, PW=0.035N/mm2 6t=90Mpa.

3 𝑥 0.035
t1=68.5 x √ 90
t1=2.33mm.

31
Axial thickness of the ring (t2):

𝐷
t2= 10𝑛𝑡
68.5
t2=10𝑥4
t2=1.7125mm
Width of the top land (b1):
b1=tH or 1.2 tH
b1=18 or 21.6mm
Width of other ring lands (b2):
b2=0.75t2 or t2
b2 = 1.5 or 1.71mm
DO= Outside dia. of pin in mm.
L1=Length of pin in the bush of small end of C.R. in mm.L1=0.45D=30.825mm.
Pb1= Bearing pressure at small end of C.R. bushing in N/mm2 at value for bushing is
taken as 25Ψ/mm2.
Load on pin due to bearing pressure=
Bearing pressure x Bearing area
=Pb1 x DO x L1
=25 x DO x 0.45 x 68.5
=770.62DO mm.
We know the max. load on the piston due to gas pressure or max. gas load
𝜋
P = 4 x D2 x p
𝜋
P = 4 x 68.52 x 2.5 N/mm2
P = 9213.21 N
From above we can find that
770.62 DO = 9213.21
DO = 11.95mm
DO = 12mm
Di = 0.6 x DO
Di = 7.17mm

32
Max. Bending moment at centre of pin.

𝑃𝐷
M= 8
9213.21 𝑥 68.5
M= 8
M = 78888.11N.mm
M = 78.88 x 103 N.mm
We also know that max. Bending moment.
𝜋 𝐷𝑜 4 −𝐷𝑖 4
M = 32 x { } x 6b
𝐷𝑜
𝜋 124 −7.174
78.88 x 103 = 32 x { } x 6b
12
6b = 532.94 N/mm2
As above value is very high considering permissible bending stress 170N/mm2 we will
get
Do = 17.8mm. Taking Do=20mm and Di=12mm
Bending stress by using above formula 115.39N/mm2
Shear stress developed in the pin is given by formula
𝑃
𝜏= 𝜋
2 { 4 (𝐷𝑜2 − 𝐷𝑖 2 )}
9213.21
= 𝜋
2 { 4 (202 − 122 )}
𝜏 = 22.91N/mm2
Von-Misses stress are calculated by using below formula
6′ = √(6𝑥 2 − 6𝑥6𝑦 + 6𝑦 2 + 3(𝜏𝑥𝑦 2 ))
Taking 6y=0
6′ = √(6𝑥 2 + 3(𝜏𝑥𝑦)2 )
6′ = √(115.392 + 3 𝑥 (22.912 ))
6′ = 122.5N/mm2
6′ = 123N/mm2

33
4.2 Finite Element Analysis And CATIA Design
CATIA (Computer Aided Three-dimensional Interactive Application)

It is a multi-platform CAD/CAM/CAE commercial software suite developed by the
French company Dassault Systems and marketed worldwide by IBM. Written in the
C++programming language, CATIA is the cornerstone of the Dassault Systems product
lifecycle management software suite The software was created in the late 1970s and early
1980s to develop Dassault's Mirage fighter jet, then was adopted in the aerospace,
automotive, shipbuilding, and other industries
ANSYS Workbench
As solvers become faster and computers more powerful, the solution portion of finite
element analysis shortens and a larger portion of overall simulation time is spent on pre-
processing, including generating the mesh-the fundamental element-based representation
of parts to be analyzed. Recognizing this trend, ANSYS, Inc. has addressed the need for
faster and more reliable structural meshing with new technologies in ANSYS Workbench
Simulation11.0 (also known as ANSYS Workbench Meshing 11.0). These new
capabilities result in very robust meshing and save considerable amounts of time
(especially for complex geometries) with features that automate many routine tasks while
providing users high levels of control of their model. The ANSYS Workbench platform
can generate meshes for structural, thermal, electromagnetic, explicit dynamics or
computational fluid dynamics (CFD) analyses, but the meshing considerations vary for
each. For example, lower order elements with a finer mesh density tend to be used in
CFD analyses; whereas higher-order elements with a coarser mesh density may be
preferred in structural analyses. The design of products that need to survive impacts or
short-duration high-pressure loadings can be greatly improved with the use of ANSYS
explicit dynamics solutions. These specialized problems require advanced analysis tools
to accurately predict the effect of design considerations on product response to sever
readings. Understanding such complex phenomenon is especial important when it is too
expensive or impossible to perform physical testing.

34
The ANSYS explicit dynamics product suite helps you gain insight into the physics of
short-duration events for products that undergo highly nonlinear, transient dynamic
events. These specialized, accurate and easy to use tools have been designed to maximize
productivity. Finite Element Method is a numerical procedure for solving continuum
mechanics of problem with accuracy acceptable to engineers. Finite Element Method is a
mathematical modeling tool involving discretization of a continuous domain? Using
building-block entities called finite elements connected to each other by nodes for once
and moment transfer. This process includes Finite Element Modeling and Finite Element
Analysis. In displacement based FEM, stiffness of the entire structure (Part or assembly)
is assembled from stiffness of individual elements. Loads and boundary conditions are
applied at the nodes and the resulting sets of the simultaneous equations are solved using
matrix methods and numerical techniques. In short, FEM is a numerical method to solve
ordinary differential equations of equilibrium.
Starting with simple linear static stress and heat transfer analysis, Complex simulations
involving highly non-linear, fluid flow and dynamic events can be successfully analyzed
on a personal computer using a host of popular software including Cosmos, NASTRAN,
ANSYS and NISA among others.
4.2.1 Analysis of Gudgeon Pin for AL Alloy material
Three Steps in the Finite Element Calculation

4.2.1.1 Pre-Processing
Create and discredited the solution domain into finite elements. This involves dividing
the domain into sub-domains, called 'elements', and selecting points, called nodes, on the
inter-element boundaries or in the interior of the elements.
 Assume a function to represent the behavior of the element. This function is
approximate and continuous and is called the "shape function".
 Develop equations for an element.
 Assemble the elements to represent the complete problem.
 Apply boundary conditions, initial conditions, and the loading.

35
4.2.1.2 Solving
Solve a set of linear or nonlinear algebraic equations simultaneously to obtain nodal
results, such as displacement values or temperature values depending on the type of
problem.
4.2.1.3 Post-Processing
This stage involves processing the nodal data to get other information such as values of
principal stresses, heat fluxes etc.
Building and Importing CAD model in ANSYS
The final assembly of gudgeon pin model is prepared in CATIA using Sketcher and Part
Design workbench. The model prepared in CATIA is as shown in the below figure.
Fig. 4.2 Final Assembly of Gudgeon Pin CAD Model in CATIA

The .CAT Part file is then exported in .STEP format. The export of CAD model is done
in CATIA. The same .STEP file is then imported in ANSYS workbench Design Modeler
software. The STEP (Standard for the Exchange of Product model data) reader will both
read and write model data to and from the STEP format. It is important to note that the
STEP format does not store model data in the same way as the Design Modeler

36
application. STEP format stores surface data, which upon import into the Design Modeler
application is stitched together to form bodies. In some rare cases, the Design Modeler
application model exported to STEP format may not produce the exact same geometry
when imported again into the Design Modeler application. The STEP files are transferred
as full solids in the ANSYS Mechanical application. Following figure shows the
imported geometry.
Fig. 4.3 CAD model imported in ANSYS

4.2.1.4 Meshing
In the finite element analysis the basic concept is to analyze the structure, which is an
Assemblage of discrete pieces called elements, which are connected, together at a finite
Number of points called Nodes. Loading boundary conditions are then applied to these
elements and nodes. A network of these elements is known as Mesh. The maximum
amount of time in a finite element analysis is spent on generating elements and nodal
data. Preprocessor allows the user to generate nodes and elements automatically at the

37
same time allowing control over size and number of elements. There are various types of
elements that can be mapped or generated on various geometric entities. The elements
developed by various automatic element generation capabilities of preprocessor can be
checked element characteristics that may need to be verified before the finite element
analysis for connectivity, distortion-index etc. Generally automatic mesh generating
capabilities of preprocessor are used rather than defining the nodes individually. If
required nodes can be defined easily, by defining the allocations or by translating the
existing nodes. Also on one can plot, delete, or search nodes. The SOLID87 element is
used to generate mesh of the disc. If the model containing this element is also to be
analyzed structurally, the element should be replaced by the equivalent structural element
(such as SOLID187). A 20-node thermal solid element, SOLID90, is also available. Final
assembly of gudgeon pin is meshed with solid 187 elements for better accuracy and
results.
 Number of nodes = 79890
 Number of elements = 18940
 Mesh element size = 5 mm
 Element Type = Higher order Solid 187 elements
Meshed model of gudgeon pin final assembly is as shown below in figure 5.1.4.
Fig. 4.4 Mesh model

38
4.2.1.5 Loading and Boundary Conditions

Total downward directions force 9213.21 N as a worst loading scenario.
Fig. 4.5 Force Boundary Conditions
Fig. 4.6 Fixed support conditions

39
4.2.1.6 Solution
The solution phase deals with the solution of the problem according to the problem
definitions. All the tedious work of formulating and assembling of matrices are done by
the computer and finally displacements are stress values are given as output. Some of the
capabilities of the ANSYS are linear static analysis, nonlinear static analysis, transient
dynamic analysis etc.
4.2.1.7 Post-Processing
It is a powerful user friendly post processing program using interactive color graphics.
It has extensive plotting features for displaying the results obtained from the finite
element analysis. One picture of the analysis results (i.e. the results in a visual form)
can often reveal in seconds what would take an engineer hour to assess from a
numerical output, say in tabular form. The engineer may also see the important aspects
of the results that could be easily missed in a stack of numerical data.
Fig. 4.7 Von-Mises stress for AL Alloy

Above fig.4.7 shows the Maximum Von-Mises stress obtained for AL Alloy material is
133.43MPa.

40
Fig. 4.8 Total Deformation for AL Alloy

Above fig.4.8 shows the Total Deformation obtained is 0.062008m for AL Alloy
material.
4.2.2 Analysis of Gudgeon Pin for Carbon Fiber material
(A) (B)

41
(C) (D)
Fig. 4.9 A,B,C,D, show that imported CAD model in ANSYS, Mesh model , Fixed
support conditions, force applying for gudgeon pin model of composite material.
Fig. 4.10 Von-Mises stress for carbon material

Above fig.4.10 shows the maximum Von-Mises stress obtained is 200.94 MPa for carbon
fiber material.

42
Fig. 4.11 Total Deformations for Carbon Fiber Material

Above fig.4.11 shows the Total Deformation obtained is 0.13806 mm for Carbon
Fiber Material.
4.2.3 Analysis of Gudgeon Pin for MS material
(A) (B)

43
(C) (D)
Fig 4.12 A,B,C,D, show that imported CAD model in ANSYS, Mesh model , Fixed
support conditions, force applying for gudgeon pin model of MS material.
Fig. 4.13 Von-Mises stress for MS material

Above fig.4.13 shows the maximum Von-Mises stress obtained is 106.96 MPa for MS
material.

44
Fig. 4.14 Total Deformations for MS Material

Above fig.4.13 shows the Total Deformation obtained is 0.0364 mm for MS Material.
4.2.4 Analysis of Gudgeon Pin for SS material
(A) (B)

45
(C) (D)
Fig. 4.15 A,B,C,D, show that imported CAD model in ANSYS, Mesh model , Fixed
support conditions, force applying for gudgeon pin model of SS material.
Fig. 4.16 Von-Mises stress for SS material

Above fig.4.16 shows the maximum Von-Mises stress obtained is 143.9 MPa for SS
material.

46
Fig. 4.17 Total Deformations for SS Material

Above fig.4.17 shows the Total Deformation obtained is 0.027231 mm for SS Material.
4.3 Summary (From Finite Element Analysis)

It is observed from the results, comparing the FEA result table which is shown in
following. The minimum Von-Mises stress, Weight optimization and deformation are
observed in the AL Alloy material other than MS, SS, and Composite material. Hence
we use the AL Alloy material is preferred than other material for Gudgeon Pin.
Table 4.1 FEA Results
Von Misses Total
Sr. Weight
Material Mass (kg) Stress Deformation
No (N)
(Mpa) (mm)
1. Aluminum alloy 1.7134 16.5220 133.43 0.062008
2. Carbon Fiber 1.6842 16.8084 200.94 0.13806
3. Mild steel 1.827 17.9454 106.96 0.03646
4. Stainless steel 1.8293 17.9228 143.9 0.027231

47
CHAPTER-5
EXPERIMENTAL VALIDATION
Praj Metallurgical Laboratory is specialized in materials testing, Set up in the year
2008. Laboratory provides mechanical, chemical, metallurgical & calibration services
to the industry. Laboratory is equipped with state of art instruments. Tests are
conducted as per National & International standards with accurate & reliable results.
Praj Lab has a trained team of eminent resources available to deliver the services to the
standards that the industry requires. Being committed to stringent quality measures, the
processes and services at Praj Lab is strictly adhered to the globally accepted quality
standards.
UTM Machine Testing
Test perform on UTM .A universal testing machine (UTM), also known as a universal
tester ,materials testing machine or materials test frame, is used to test the tensile
strength and compressive strength of materials. Following are the various part of UTM
shown in below fig.
Fig.5.1 UTM Machine

48
 Load frame - Usually consisting of two strong supports for the machine. Some
small machines have a single support.
 Load cell - A force transducer or other means of measuring the load is required.
Periodic calibration is usually required by governing regulations or quality
system.
 Cross head - A movable cross head (crosshead) is controlled to move up or down.
Usually this is at a constant speed: sometimes called a constant rate of extension
(CRE) machine. Some machines can program the crosshead speed or conduct
cyclical testing, testing at constant force, testing at constant deformation, etc.
Electromechanical, servo-hydraulic, linear drive, and resonance drive are used.
 Means of measuring extension or deformation - Many tests require a measure of
the response of the test specimen to the movement of the cross head.
Extensometers are sometimes used.
 Output device - A means of providing the test result is needed. Some older
machines have dial or digital displays and chart recorders. Many newer
machines have a computer interface for analysis and printing. For conducting
tensile test and compression test, test-piece required as per standard dimension.
5.1 Tensile Testing

Tensile testing, also known as tension testing. Properties that are directly measured via
a tensile test are ultimate tensile strength, breaking strength, maximum elongation and
reduction in area. Here we conduct test for calculating ultimate strength of given
material. The preparation of test specimens depends on the purposes of testing and on
the governing test method or specification. A tensile specimen is usually a standardized
sample cross-section. It has two shoulders and a gage (section) in between. The
shoulders are large so they can be readily gripped, whereas the gauge section has a
smaller cross-section so that the deformation and failure can occur in this area. After
preparing specimen it held between jaws. Then with help of lead screw increase load on
specimen up to fracture of specimen and check strength value on display of computer
then remove specimen.

49
Tensile test Sample:

Table 5.1 Properties of Tensile Test Specimen
Parameter Value(mm)
Length 100
Width 10
Thickness 4
Fig 5.2 Geometrical View of Tensile Test Specimen
`
Fig 5.3 Experimental Setup For Tensile Test

50
Tensile Test for AL Alloy Material
Fig 5.4 Tensile Test-Load Vs Deformation Graph for Al Alloy
Above fig.5.4 shows Al alloy test sample take 11880 N up to deformation of sample 7.2
mm without failure.
Al alloy strength from tensile test resulted as 349.34 MPa.
Tensile Test for MS Material

Below fig.5.5 shows that MS material test sample take 23010 N up to deformation of
sample 7.6 mm without failure.
MS material strength from tensile test resulted as 697.28 MPa.

51
Fig 5.5 Tensile Test-Load Vs Deformation Graph for MS material
Tensile Test for SS Material
Fig 5.6 Tensile Test-Load Vs Deformation Graph for SS material

52
Above fig.5.6 shows SS material test sample take 26885 N up to deformation of sample
16 mm without failure.
SS material strength from tensile test resulted as 790.60 MPa.
Tensile Test for Cmposite Material
Fig 5.7 Tensile Test-Load Vs Deformation Graph for Composite material

Above fig.5.7 shows Composite material test sample take 15860 N up to deformation of
sample 16 mm without failure.
Composite material strength from tensile test resulted as 267.48 MPa.
5.2 Tensile Test Result

Below tensile test result are noted in table 5.2. It shows that the tensile strength is lowest
for carbon fiber than Al alloy material and when considering Von Misses Stresses and
compression strength Al alloy is better than carbon fiber. So we can say that tensile test
result for Aluminum alloy material shows better result than other material.

53
Table 5.2 Experimental Results by using Tensile Test

Sr. Sample Tensile Strength
No. Identification (MPa)
1 Al alloy 349.34
2 MS 697.28
3 SS 790.60
4 Composite 267.48
5.3 Compression Testing

A compression test is a method for determining the behavior of materials under a
compressive load. During the test, the specimen is compressed, and deformation versus
the applied load is recorded. The compression test is used to determine elastic limit,
proportional limit, yield point, yield strength, and (for some materials) compressive
strength. Here we conduct compression test for checking deformation of given test
specimen at various load. Compression tests are conducted by loading the test specimen
between chuck and fixture, and then applying a force to the specimen by moving the
crossheads together. The material is used for compression testing is AL Alloy, MS, SS
and Composite material. Then with help of lead screw increase load on specimen up to
fracture of specimen and check strength value on display of computer then remove
specimen.
For compression test: 12.7*12.7*25 mm
Parameters of Test Specimen
Here we conduct compression test for which is used parameters of test specimen shows
that in below table 5.3 for checking deformation of given test specimen at various
loads. Compression tests are conducted by loading the test specimen between chuck
and fixture, and then applying a force to the specimen by moving the crossheads
together. The material is used for compression testing is AL Alloy, MS, SS and
Composite material.

54
Table 5.3 Properties of Test Specimen for Compression Test
Parameter Value(mm)
Length 12.7
Width 12.7
Thickness 25
Load
Workpiece
Lower Support
Fig 5.8 Experimental Setup for Compression Test
Compression Test for AL Alloy Material

Below fig. 5.9 shows that AL Alloy material test sample take 26783.4 N load up to
deformation 1.40 mm without failure. After that taken load AL Alloy is material failed.

55
Fig 5.9 Compression Test-Load Vs Deformation Graph for AL Alloy material
Compression Test for MS Material
Fig 5.10 Compression Test-Load Vs Deformation Graph for MS material

56
Above fig.5.10 that shows MS material test sample take 25666.2 N up to deformation of
Compression Test for SS Material
Fig 5.11 Compression Test-Load Vs Deformation Graph for SS material
Above fig.5.11 shows that SS material test sample take 26420.8 N up to deformation of
Compression Test for Composite Material

Below fig.5.12 shows that Composite material test sample takes load 7918.4 N up to
deformation of sample 1.20 mm without failure. After that the composite material is fail
Hence load on the composite material up to 7918.4 N.

57
Fig 5.12 Compression Test-Load Vs Deformation Graph for Composite material

5.4 Compression Test Result
Table 5.4 Experimental Result by using Compression Test
Sr. Load at various deflection (N)

Deflection
(mm)
No. Al MS SS Composite
1 0.15 558.6 1136.8 984.9 940.8
2 0.30 1989.4 3322.2 3400.6 2195.2
3 0.45 4449.2 6027.0 6365.1 3777.9
4 0.60 7173.6 8859.2 9476.6 5566.4
5 0.75 10236.1 11686.5 12940.9 7389.2
6 0.90 13916.0 14709.8 16640.4 9192.4
7 1.05 17742.9 17836.0 20570.2 8879.8
8 1.20 21764.2 20981.8 24764.6 7918.4
9 1.40 26783.4 25666.2 26420.8 --

58
It is observed from the compression testing results, comparing the compression testing
result table which is shown in above table 5.4. The minimum deformation is observed
in the AL Alloy material other than MS, SS, and Composite material at high
compression load. Hence we use the AL Alloy material is preferred than other material
for Gudgeon Pin.

59
CHAPTER-6
RESULTS AND DISCUSSION

6.1 FEA Result
Table 6.1 FEA Result Using ANSYS Explicit Dynamics
Von
Total
Weight Misses
Sr. Mass Deformation
Material (N) Stress
No (kg) (mm)
(Mpa)
Aluminum
1. 1.7134 16.5220 133.43 0.062008
alloy
2. Carbon Fiber 1.6842 16.8084 200.94 0.13806
3. Mild steel 1.827 17.9454 106.96 0.03646
4. Stainless steel 1.8293 17.9228 143.9 0.027231
Above table 7.1 shows that in ANSYS we take four materials which are AL Alloy, MS,
SS and composite material and after analysis it shows that AL Alloy material is better
than other three materials. In which the minimum weight optimization, Von-Mises
stress and total deformation of AL Alloy is better than other three materials. The
ultimate purpose of the dissertation has been achieved with developing techniques of
the finite element analysis of Gudgeon pin.
6.2 Experimental Result
6.2.1 Tensile Test Result

Below table 6.2 shows that the tensile test for different material is carried out for
finding strength and deformation different materials. Also weight of different materials
compared, we can prefer AL Alloy as best for gudgeon pin other than three materials.

60
Table 6.2 Experimental Result by using Tensile Test

Sr. Sample Tensile Strength
No. Identification (MPa)
1 Al alloy 349.34
2 MS 697.28
3 SS 790.60
4 Composite 267.48
6.2.2 Compression Test Result
Table 6.3 Experimental Result by using Compression Test
Sr. Load at various deflection (N)

Deflection
(mm)
No. Al MS SS Composite
1 0.15 558.6 1136.8 984.9 940.8
2 0.30 1989.4 3322.2 3400.6 2195.2
3 0.45 4449.2 6027.0 6365.1 3777.9
4 0.60 7173.6 8859.2 9476.6 5566.4
5 0.75 10236.1 11686.5 12940.9 7389.2
6 0.90 13916.0 14709.8 16640.4 9192.4
7 1.05 17742.9 17836.0 20570.2 8879.8
8 1.20 21764.2 20981.8 24764.6 7918.4
9 1.40 26783.4 25666.2 26420.8 --

61
Above table 6.3 shows that in compression test Al alloy take load approximate 20000N
for deformation 1.20 mm but composite material cannot withstand up to this load and it
fail at 7918 N load. Hence from experimental result it show that Al alloy material take
more load in compression as compare to other three materials. Von misses stress is
calculated theoretically of cast iron which is 123N/mm2 and weight is 19.62N this is
greater than AL Alloy so we preferred AL Alloy for Gudgeon Pin.

62
CHAPTRE-8
CONCLUSION AND FUTURE SCOPE
8.1 Conclusion
Numbers of materials were selected and tested using software’s ANSYS- Explicit
dynamics. The best material which was optimized in software analysis that AL Alloy
material. It was then Al Alloy, MS, SS and composite material sample tested by tensile
testing, compression its result concluded that Al alloy is best suitable material than other
three material. The best suitable values of AL Alloy is Von-Mises stress is 133.43MPa,
weight optimisation is 16.5220N. These are minimum than cast iron calculated value.
The results obtained from ANSYS-Explicit dynamics and the actual test conducted on
model was compared and we suitable material for Gudgeon pin is AL Alloy material
other than three material.
8.2 Future Scope:
Piston pin Design models are simulated on iteration based and it requires more number of
iterations to check whether design is safe or not and to validate the models with the
allowable. Instead of the above process, DOE – Design of Experiments concept can be
used to optimize the design within short time and to get better optimized parameters.
DOE should be carried in Ansys workbench. In Ansys workbench modelling can be done
from Catia or Design Modeler using parametric model options. DP stands for design
points, optimization can be done in workbench based on the required outputs namely
deformations and stress with in prescribed limits. Piston is one of the most important
components of engine. It is a part in motion which is present in cylinder. In the engine the
expansion of gas occurs in cylinder up to crankshaft through connecting rod. The piston
lasts this gas pressure and inertial forces at work and this may lead to crack formation and
piston wear. The study reports show that stress concentration is highest at upper portion
and this is one of the main reasons for crack formation and wear. This paper describes
stress distribution on piston head of an IC engine by using finite element method. It is

63
achieved by CAD and CAE software. Our main purpose is to study the static behavior of
piston head and analyze the stress distribution. In an automobile Industry piston is found
to be most important part of the engine which is subjected to high mechanical and
thermal stresses. Due to very large temperature difference between the piston crown and
cooling galleries induces much thermal stresses in the piston. Besides the gas pressure,
piston acceleration and piston skirt side force can develop cycle of mechanical stresses
which are superimposed on the thermal stresses. Due to this reason thermo-mechanical
stresses are one of the main causes of the failure of the piston. Thus it has become very
important to discuss the thermal and mechanical stresses to improve the quality and
performance of the piston. In spite of all the improvements and advancements in the
technologies there exists large number of defective or damaged pistons. Thermal and
mechanical fatigue plays a prominent role in the designing of pistons. Large numbers of
complex fatigue tests are carried out by piston manufacturers but this involves very high
cost and time .Thus finite element analysis is carried out for stresses, temperature
gradient, and deformation and fatigue characteristics. In this paper, a detailed stress
analysis of piston is done under various thermal and structural boundary conditions which
are applied to the finite element model of the piston. Structural, thermal and coupled
thermo-mechanical stresses and temperature gradient are obtained from the analysis. Life
and Factor of safety for the piston are obtained from fatigue analysis. Running conditions
for piston pin boss bearing have become very severe due to the high combustion pressure
and piston temperature increase over the past ten years. The aim of this paper was to
analyze the friction and lubrication characteristic of piston pin boss bearings and a
connecting rod small end bearing. Effects of different lubrication models, pin structures,
and thermal deformation on the lubrication were discussed. The lubrication
characteristics and performance parameters including oil film pressure distribution,
asperity contact pressure, the minimum oil film thickness, the maximum oil film
pressure, and friction power loss were listed. The results showed that the minimum oil
film thickness was very different and the maximum oil film pressure was nearly the
same.

64
REFERENCES
[1] Yanxia Wann and Hui Gao, “Research On Optimization For The Piston Pin And
The Piston Pin Boss” Open Mechanical Engineering Journal on 2011. Page No-
186-193.
[2] Vaishali R. Nimbarte, “Stress Analysis Of Piston Using Pressure Load And
Thermal Load” by of Rajiv Gandhi College Of Engineering, Research and
Technology, Chandrapur, in IPASJ International Journal of Mechanical
Engineering (IIJME), Volume-3, Issue-8, published on August-2015, ISSN 2321-
6441.
[3] Dilip Kumar Sonar, “Theoretical Analysis Of Stress And Design Of Piston Head
Using Catia&Ansys” by asst. Prof of Dept. of College of Engineering &
Management Kolaghat, in International Journal of Engineering Science Invention,
Volume-4, Issue-6, published on June-2015, ISSN 2319 – 6734, Page No-52-61.
[4] R. C. Singh, “Failure Of Piston In I.C. Engines: A Review”, by Asst. Prof of
Delhi Technological University, Delhi, in International OPEN ACCESS Journal
Of Modern Engineering Research (IJMER), Volume-4, Issue-9, published on
Sept-2014, ISSN: 2249–6645.
[5] Bhaumik Patel, “Thermal Analysis Of A Piston Of Reciprocating Air
Compressor”, by Asst. Prof. Mechanical Engineering, L.D.R.P Institute of
Technology and Research, Gandhinagar, in International Journal of Advanced
Engineering Research and Studies, Volume-1, Issue-3, ISSN 2249–8974, Page
No- 73-75.
[6] S. Srikanth Reddy, “Thermal Analysis And Optimization Of I.C. Engine Piston
Using Finite Element Method”, by Department of Mechanical Engineering, JNTU
College of Engineering Hyderabad, Andhra Pradesh, in International Journal of
Innovative Research in Science, Engineering and Technology, Volume-2, Issue-
12, ISSN: 2319-8753, Page No-7834-7843.
[7] G Gopal, L Suresh Kumar, D Gopinath and Uma MaheshwaraRao, “Design and
analysis of assembly of Piston, Connecting rod and Crank shaft”, International

65
Journal of Current Engineering and Technology, E-ISSN 2277 – 4106, P-ISSN

2347 – 5161 ©2016 INPRESSCO®, All Rights Reserved Available at
http://inpressco.com/category/ijcet
[8] V. Ramamurti, S. Sridhar, S. Mithun, B. Kumaravel and S. Lavanya, “Design
considerations of Gudgeon pin in reciprocating air compressors by semi analytic
approach” , Journal of Mechanical Engineering Research Vol. 4(3), pp. 75-88,
March 2012 Available online at http://www.academicjournals.org/JMER DOI:
10.5897/JMER11.009 ISSN 2141-2383 ©2012 Academic Journals
[9] K. Kiran Kumar and Nelluri Srinivas, “Considerations of Connecting Rod, Piston
and Gudgeon Pin in Reciprocating Air Compressor” , ISSN XXX © 2017 IJESC ,
Volume 7 Issue No. 1
[10] Mr. Jadhav Vishal, Dr. R.K. Jain, Mr.Yogendras.Chauhan, “Stress Analysis Of Ic
Engine Piston For Different Material and Pressure Load Using FEA” , ,
International Journal Of Engineering Sciences and Research Technology, ISSN:
2277-9655, July, 2016
[11] Amitanand B Suralikerimath, Yallanagouda I Ninganagoudar, C.M

Veerendrakumar, “Study On Design And Static Analysis Of Piston Head,
International Journal of Research in Engineering and Technology” ,
eISSN: 2319-1163 | PISSN: 2321-7308,
[12] Lokesh Singh, Suneer Singh Rawat, Taufeeque Hasan, Upendra Kumar, “Finite
Element Analysis Of Piston In Ansys”, International Journal of Modern Trends.
[13] XiaosongHuang , “Fabrication and Properties of Carbon Fibers” , Materials 2009,

2, 2369-2403; doi:10.3390/ma2042369
[14] Arun Kumar D T, “Study of Mechanical Properties of Carbon Fiber Reinforced

Polypropylene”, International Journal of Engineering Research & Technology
(IJERT) ISSN: 2278-0181 IJERTV4IS100500 www.ijert.org (This work is
licensed under a Creative Commons Attribution 4.0 International License.) Vol.
4 Issue 10, October-2015

66
[15] Vijay Baban Kamble, Prof. K. S. Mangrulkar, Mithun D. Shah, Hrushikesh B.

Kulkarni, “Design and Analysis of Gudgeon Pin to Minimize Stress
Concentration”, Mechanical Engineering Department, NBNSCOE, Solapur-
413001,MH, India
[16] Hitgna Shah, Urvish Ranpura, Krishna Sheth, Mr. Harshit Bhavsar, “ Failure of
Piston & Piston pin in IC Engine: A Review”, Research Scholars, Assistant
Professor Mechanical Engineering Department, SAL College of Engineering,
Ahmedabad, Gujarat, India.
[17] Mr. Sajid Tamboli, Dr. N. K. Nath, Dr. S. B. Satpal, “Design And Analysis of
Gudgeon pin”, Asst. Professor, Department of Mechanical Engineering , JSPM’s
Rajarshi Shahu School of Engineering & Research Narhe, India)
[18] Zhiwei Yu, Xiaolei Xu , Hongxin Ding, “Failure analysis of a diesel engine
piston-pin”,Electromechanics and Material Engineering College, Dalian
Maritime University, Dalian 116026, PR China Received 21 November 2005;
accepted 2 December 2005Available online 24 February 2006
[19] Ji Bingwei1, a, Li Jinglu1, b, Chen Xiaoping, “Research on Piston Pin's Strength

Calculation Based on FEA”, Weichai Power Ltd, Hangzhou R&D Center,
Hangzhou, Zhejiang, China School of Mechanical Engineering, Ningbo
University of Technology, Ningbo, Zhejiang, China.
[20] Hemant V Chavan, Milind S. Yada, “Study Of An Alternate Manufacturing

Process Of Piston Pin”, Associatet Professor, Mechanical Engineering
Department, FAMT, Mumbai University, Maharashtra, India.
[21] Xiao-lei Xu , Zhi wei Yu, “Fracture failure of a diesel engine piston-pin”,
Department of Material Science and Engineering, Dalian Maritime University,
Dalian 116026, PR China.
[22] Lin BA, Zhen-peng HE, Yue-hui LIU, Gui-chang ZHANG, “Analysis of piston-
pin lubrication considering the effects ofstructure deformation and cavitation”,

67
Journal of Zhejiang University-SCIENCE A (Applied Physics & Engineering)

ISSN 1673-565X (Print); ISSN 1862-1775 E-mail: jzus@zju.edu.cn
[23] Analysis of Floating Piston Pin, Fanghui Shi, SAE International by General
Motors LLC, 2011-01-1407 Published 04/12/2011, Copyright © 2011 SAE
International
[24] Design And Optimization Of Two Wheeler Piston Material Using Aluminum
Alloy 6061 And Aluminum Alloy 7475-T761, NampallySaikiran, Dr P. Sampath
Rao, © September 2015 | IJIRT | Volume 2 Issue 4 | ISSN: 2349-6002

68

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SVPM’s Collage of Engineering, Malegaon (Bk), ME (Mechanical- Design Engineering)

1.3 Piston and Connecting-rod Gudgeon-pin Joints

1.3.1 Semi- floating Pinch-bolt Small-end-clamped Gudgeon-pin

1.3.2 Semi- floating Force-fit Small-end-clamped Gudgeon-pin

SVPM’s Collage of Engineering, Malegaon (Bk), ME (Mechanical- Design Engineering)

1.3.3 Semi- floating Piston-boss-clamped Gudgeon-pin

Fig.1.2 Piston and connecting- rod joints.

1.3.4 Fully Floating Gudgeon-pin End-pads.

SVPM’s Collage of Engineering, Malegaon (Bk), ME (Mechanical- Design Engineering)

1.4 Problem Statement

1.5 Aim of the Project

1.6 Objective of the Project

SVPM’s Collage of Engineering, Malegaon (Bk), ME (Mechanical- Design Engineering)

1.7 Design Methodology

1.8 Organization of Dissertation

SVPM’s Collage of Engineering, Malegaon (Bk), ME (Mechanical- Design Engineering)

SVPM’s Collage of Engineering, Malegaon (Bk), ME (Mechanical- Design Engineering)

SVPM’s Collage of Engineering, Malegaon (Bk), ME (Mechanical- Design Engineering)

V. Ramamurti, S. Sridhar, S. Mithun, B. Kumaravel and S. Lavanya [8] have studied

SVPM’s Collage of Engineering, Malegaon (Bk), ME (Mechanical- Design Engineering)

K. Kiran Kumar, NelluriSrinivas [9] concluded that compressor is a machine providing

SVPM’s Collage of Engineering, Malegaon (Bk), ME (Mechanical- Design Engineering)

consideration is given on optimal basic geometric dimensions of reciprocating

Amitanand B Suralikerimath, Yallanagouda I Ninganagoudar, C.M

SVPM’s Collage of Engineering, Malegaon (Bk), ME (Mechanical- Design Engineering)

SVPM’s Collage of Engineering, Malegaon (Bk), ME (Mechanical- Design Engineering)

different precursors require different processing conditions in order to achieve improved

Vijay Baban Kamble, Prof. K. S. Mangrulkar, Mithun D. Shah, Hrushikesh B.

SVPM’s Collage of Engineering, Malegaon (Bk), ME (Mechanical- Design Engineering)

SVPM’s Collage of Engineering, Malegaon (Bk), ME (Mechanical- Design Engineering)

SVPM’s Collage of Engineering, Malegaon (Bk), ME (Mechanical- Design Engineering)

strength analysis is replaced by multi-case fatigue calculation. Compared with the

Hemant V Chavan, Milind S. Yada [20] concluded that automobile industry

SVPM’s Collage of Engineering, Malegaon (Bk), ME (Mechanical- Design Engineering)

SVPM’s Collage of Engineering, Malegaon (Bk), ME (Mechanical- Design Engineering)

2.2 Summary of literature survey

SVPM’s Collage of Engineering, Malegaon (Bk), ME (Mechanical- Design Engineering)

3.2 Material properties

3.2.1 Properties of stainless steel

1. Excellent corrosion resistance

2. Price competitiveness and stability

SVPM’s Collage of Engineering, Malegaon (Bk), ME (Mechanical- Design Engineering)

 Equal or better formability, compared with other conventional Cr-type stainless

4. Excellent physical properties

5. Lineup of various surface finishes

Disadvantages of stainless steel

3.2.2 Properties of Aluminum Alloy

SVPM’s Collage of Engineering, Malegaon (Bk), ME (Mechanical- Design Engineering)

 Electrical Conductivity and Resistivity

SVPM’s Collage of Engineering, Malegaon (Bk), ME (Mechanical- Design Engineering)

SVPM’s Collage of Engineering, Malegaon (Bk), ME (Mechanical- Design Engineering)

 Specific and Latent Heats

Advantages aluminum alloy

SVPM’s Collage of Engineering, Malegaon (Bk), ME (Mechanical- Design Engineering)

3.2.3 Properties of Mild Steel

Table 3.1 Chemical composition (mass friction) (wt.%) of the EN35

Table 3.2 Properties of MS steel

SVPM’s Collage of Engineering, Malegaon (Bk), ME (Mechanical- Design Engineering)

3.2.4 Properties of Carbon Fiber

SVPM’s Collage of Engineering, Malegaon (Bk), ME (Mechanical- Design Engineering)

3.3 Manufacturing Process

3.3.1 Operations used for Fabrication