Finite element analysis and material optimization of diesel engine piston 2013-2014

CHAPTER 1

INTRODUCTION

1.1 Internal Combustion Engine

The internal combustion engine converts chemical energy into useful mechanical energy by
burning fuel. Chemical energy is released when the fuel-air mixture is ignited in the
combustion chamber. The gas produced in this reaction rapidly expands forcing the piston
down the cylinder on the power stroke. The piston reciprocates inside the cylinder, exhaust
and intake ports open and closes during various stages of the cycle. The movement of the
piston up or down the cylinder makes up one stroke of the four stroke cycle. The linear
motion is then converted to rotary motion by the crankshaft. The crankshaft is shaped to
balance the pistons which are fired in a particular order to reduce engine vibration .The
flywheel then helps smooth out the linear movement of the pistons.

1.1.1 Parts of Internal Combustion Engine

The basic components for a combustion cycle in a four stroke engine are as follows
1. Cylinder
2. Piston
3. Valves
4. Connecting Rod
5. Crank
6. Crank Shaft
7. Flywheel

1.2 Diesel Engine

A diesel engine (also known as a compression-ignition engine) is an internal combustion
engine that uses the heat of compression to initiate ignition to burn the fuel, which is injected
into the combustion chamber during the final stage of compression. This is in contrast to
spark-ignition engines such as a petrol engine (gasoline engine) or gas engine (using a
gaseous fuel as opposed to gasoline), which uses a spark plug to ignite an air-fuel mixture.

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The diesel engine is modeled on the Diesel cycle. The engine and thermodynamic cycle were
both developed by Rudolf Diesel in 1897.
1.2.1 Diesel Cycle Operation

The diesel cycle is the cycle used in the diesel (compression-ignition) engine. In this cycle
the heat is transferred to the working fluid at constant pressure. The injection and burning of
the fuel in the actual engine. The cycle in an internal combustion engine consist of induction,
compression, power and exhaust strokes.

1.2.1.1 Induction Stroke

The induction stroke in a diesel engine is used to draw in a new volume of charge air into the
cylinder as the power generated in an engine is dependent on the quantity of fuel burnt during
combustion and that in turn is determined by the volume of air (oxygen) present, most diesel
engines used turbo chargers to force air into the cylinder during the induction .

Fig 1.2.1 Induction Stroke

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1.2.1.2 Compression Stroke

The compression stroke begins as the inlet valve closes and the piston is driven upwards in
the cylinder bore by the momentum of the crankshaft and flywheel. The purpose of the
compression stroke in a Diesel engine is to raise the temperature of the charge air to the point
where fuel injected into the cylinder spontaneously ignites. In this cycle, the separation of
fuel from the charge air eliminates problems with auto-ignition and therefore allows Diesel
engines to operate at much higher compression ratios than those currently in production with
the Otto Cycle.

Fig 1.2.2 Compression Stroke

1.2.1.3 Compression Ignition

Compression ignition takes place when the fuel from the high pressure fuel injector
spontaneously ignites in the cylinder. In the theoretical cycle, fuel is injected at TDC, but as
there is a finite time for the fuel to ignite (ignition lag) in practical engines, fuel is injected
into the cylinder before the piston reaches TDC to ensure that maximum power can be
achieved.This is synonymous with automatic spark ignition advance used in Otto cycle
engines.

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Fig1.2.3 Compression Ignition

1.2.1.4 Power Stroke

The power stroke begins as the injected fuel spontaneously ignites with the air in the
cylinder. As the rapidly burning mixture attempts to expand within the cylinder walls, it
generates a high pressure which forces the piston down the cylinder bore. The linear motion
of the piston is converted into rotary motion through the crankshaft. The rotational energy is
imparted as momentum to the flywheel which not only provides power for the end use, but
also overcomes the work of compression and mechanical losses incurred in the cycle (valve
opening and closing, alternator, fuel injector pump, water pump,

.
Fig 1.2.4 Power Stroke

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Finite element analysis and material optimization of diesel engine piston 2013-2014

1.2.1.5 Exhaust stroke

The exhaust stroke is as critical to the smooth and efficient operation of the engine as that of
induction. As the name suggest, it’s the stroke during which the gases formed during
combustion are ejected from the cylinder. As possible as any remaining gases displace an
equivalent volume of the new charge air and leads to a reduction in the maximum possible
power.

Fig1.2.5 Exhaust Stroke

1.2.1.6 Exhaust and Inlet Valve Overlap
Exhaust and inlet valve overlap is the transition between the exhaust and inlet strokes and is
a practical necessity for the efficient running of any internal combustion engine

Fig1.2.6 Exhaust and Inlet Valve Overlap

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1.3 PISTON
Piston is considered to be one of the most important parts in a reciprocating engine in which
it helps to convert the chemical energy obtained by the combustion of fuel into useful (work)
mechanical power. The purpose of the piston is to provide a means of conveying the
expansion of gases to the crankshaft via connecting rod, without loss of gas from above or oil
from below.
Piston is essentially a cylindrical plug that moves up & down in the cylinder. It is equipped
with piston rings to provide a good seal between the cylinder wall &piston.

1.3.1 FUNCTIONS
1. To reciprocate in the cylinder as a gas tight plug causing suction, compression, expansion
and exhaust strokes.
2. To receive the thrust generated by the explosion of the gas in the cylinder and transmit it to
the connecting rod.
3. To form a guide and bearing to the small end of the connecting rod and to take the side
thrust due to obliquity of the rod.

1.3.2 CONSTUCTION
A piston is a cylindrical plug which moves up and down in the engine cylinder. It is attached
to the small end of the connecting rod by means of a piston pin. Its diameter is slightly
smaller than that of cylinder bore. The space between the piston and the cylinder wall is
called the piston clearance. The purpose of this clearance is to avoid seizing of the piston in
the cylinder and to provide a film of lubricant between the piston and the cylinder wall. The
amount of this clearance depends upon the size of the cylinder bore and the piston material
because the different metals have different rates of contraction and expansion when cooled
and heat. The top of the piston is called head or crown and parts below the ring grooves is
called skirt. Ring grooves are cut on the circumference of the upper portion of the piston. The
portions of the piston that separate the grooves are called lands. Some pistons have a groove
in the top land called as a heat dam which reduces heat transfer to the rings. The piston
bosses are those reinforced sections of the piston designed to hold the piston pin or wrist pin.

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Fig 1.3.1 Piston parts

1.3.3 CHARACTERISTICS OF PISTON

1. It should be silent in operation both during warm-up and the normal running.
2. The design should be such that the seizure does not occur.
3. It should offer sufficient resistance to corrosion due to some properties of combustion
Ex: Sulphur dioxide.
4. It should have the shortest possible length so as the decrease overall engine size.
5. It should be lighten in weight so that inertia forces created by its reciprocating motion are
minimum.
6. Its material should have a high thermal conductivity for efficient heat transfer so that
higher
compression ratios may be used without the occurrence of detonation.
7. It must have a long life.

1.3.4 PISTON RINGS

Piston rings are fitted into the grooves of the piston to maintain good seal between the piston
and the cylinder wall.

1.3.4.1 Functions of piston rings

1. To prevent the leakage of the compressed and expanding gases above the piston into the
crankcase.
2. To control and provide the lubricating oil between piston skirt and cylinder walls.

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3. To prevent the entry of lubricating oil from crankcase to the combustion chamber above
the piston head.
4. To prevent the deposit of carbon and other materials (matter) on the piston head caused by
burning of lubricant.
5. To provide easy transmission of heat from piston to cylinder walls.

1.3.4.2 Types of piston rings

There are two types of piston rings.
a. Compression rings or Gas rings.
b. Oil control rings or Oil regulating rings.

Fig 1.3.2 piston ring nomenclature

a. Compression rings
Compression rings seal in the air fuel mixture as it is compressed and also the combustion
pressure as the mixture burns. The top two rings are called compression rings Fig (1.3.2).
They prevent the leakage of gases which are under pressure, from the combustion chamber to
the crankcase.
b. Oil control rings
Oil control rings scrape off excessive oil from the cylinder wall and return it to the oil pan.
Some connecting rods will have an oil split hole which splits oil from the oil pan on to the
cylinder wall during each revolution of the crankpin, for more oil reaches on the cylinder wall
than is needed. This must be scraped off and returned to oil pan. Otherwise it will go the
combustion chamber and burn. This burned oil would foul the sparkplug and increase the
possibility of knock.

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Finite element analysis and material optimization of diesel engine piston 2013-2014

1.3.5 Piston Pin

Piston pin or gudgeon pin or wrist pin connects the piston and the small end of the connecting
rod. Piston pin is generally hollow and made from case hardening steel heat treated to
produce a hard wear resisting surface.

1.3.6 Piston Crown

The piston head or crown is designed keeping in view the following two main considerations,
i.e.
1. It should have adequate strength to withstand the straining action due to pressure of
explosion inside the engine cylinder.
2. It should dissipate the heat of combustion to the cylinder walls as quickly as possible.

1.4 ALUMINIUM
Aluminium alloys with a wide range of properties are used in engineering structures.
Aluminium alloys have tensile strength, density, ductility, formability,
workability, weldability, and corrosion resistance. Aluminium alloys are used extensively in
aircraft due to their high strength-to-weight ratio. Aluminium is a relatively soft, durable,
lightweight, ductile and malleable metal with appearance ranging from silvery to dull gray,
depending on the surface roughness. It is nonmagnetic and does not easily ignite. A fresh film
of aluminium serves as a good reflector of visible light and an excellent reflector of medium
and far infrared radiation. aluminium have yield strengths ranging from 200 MPa to 600
MPa. Aluminium has about one-third the density and stiffness of steel.

It is easily machined, cast, drawn and extruded. Aluminium alloys are used
extensively in aircraft due to their high strength-to-weight ratio. On the other hand, pure
aluminium metal is much too soft for such uses, and it does not have the high tensile strength
that is needed for airplanes and helicopters. Aluminium is a good thermal and electrical
conductor.

Aluminum alloys are widely used in automotive engines, particularly in cylinder

blocks and crankcases due to the weight savings that are possible. Since aluminium alloys are
susceptible to warping at elevated temperatures, the cooling system of such engines is
critical. Manufacturing techniques and metallurgical advancements have also been
instrumental for the successful application in automotive engines.

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Finite element analysis and material optimization of diesel engine piston 2013-2014

1.5 INTRODUCTION TO COMPOSITES

A composite material is a non uniform solid consisting of two or more different materials that
are mechanically or metallurgically bonded together. Each of the various composites retains
its identity in the composite and maintains its characteristic properties such as stiffness,
strength, weight, high temperature, corrosion resistance, hardness, and conductivity, which
are not possible with the individual components by themselves.
Generally, one component acts as a matrix in which the reinforcing phase is
distributed. The matrix component is, thus the continuous phase. When the matrix component
is metal, we call such a composite a metal matrix composite (MMC). The reinforcement can
be in the form of particles, whiskers, short fibers, or continuous fiber. There are three entities
that determine the characteristics of a composite which are reinforcement, matrix and
interface. The role of matrix was considered to be that of a medium or binder to hold the
strong and stiff fibers or other types of reinforcement. Over the years, however, it has been
realized that the matrix microstructure and consequently its mechanical properties have a
considerable influence on the overall performance of a composite.

1.5.1 Why use composites

The biggest advantage of modern composite materials is that they are light as well as
strong. Bychoosing an appropriate combination of matrix and reinforcement material, a new
material can be made that exactly meets the requirements of a particular application.
Composites also provide design flexibility because many of them can be moulded into
complex shapes. The resulting product is more efficient, the raw materials are often
expensive.

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1.5.2 CLASSIFICATION OF COMPOSITE MATERIAL

The composite materials are classified as

COMPOSITE

ORGANIC METAL MATRIX CERAMIC

MATRIX COMPOSITE MATRIX

POLYMER MATRIX CARBON MATRIX

COMPOSITE COMPOSITE

1.5.2.1 ORGANIC MATRIX COMPOSITES

A. Polymer matrix composites
Polymers make ideal materials as they can be processed easily, possess lightweight,
and desirable mechanical properties. It follows, therefore, that high temperature resins are
extensively used in aeronautical applications.

B. Carbon matrix composites

Carbon and graphite have a special place in composite materials options, both being
highly superior, high temperature materials with strengths and rigidity that are not affected by
temperature up to 2300ºC. Carbon-carbon composites are not be applied in elevated
temperatures, as many composites have proved to be far superior at these temperatures.
However, their capacity to retain their properties at room temperature as well as at
temperature in the range of 2400ºC and their dimensional stability make them the oblivious
choice in a garnut of applications related to aeronautics, military, industry and space.

1.5.2.2 CERAMIC MATRIX COMPOSITES

Ceramics can be described as solid materials which exhibit very strong ionic bonding in
general and in few cases covalent bonding. High melting points, good corrosion resistance,

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stability at elevated temperatures and high compressive strength, render ceramic-based matrix
materials a favorite for applications requiring a structural material that doesn’t give way at
temperatures above 1500ºC. Naturally, ceramic matrices are the obvious choice for high
temperature applications.

1.5.2.3 METAL MATRIX COMPOSITES

Metal matrix composites, at present though generating a wide interest in research fraternity,
are not as widely in use as their plastic counterparts. High strength, fracture toughness and
stiffness are offered by metal matrices than those offered by their polymer counterparts. They
can withstand elevated temperature in corrosive environment than polymer composites. Most
metals and alloys could be used as matrices and they require reinforcement materials which
need to be stable over a range of temperature and non-reactive too. However the guiding
aspect for the choice depends essentially on the matrix material. Most metals and alloys
make good matrices. Titanium, Aluminium and magnesium are the popular matrix metals
currently in vogue, which are particularly useful for aircraft applications.

1.5.3 REINFORCEMENTS
Reinforcements for the composites can be fibers, fabrics particles or whiskers. Fibers are
essentially characterized by one very long axis with other two axes either often circular or
near circular. Particles have no preferred orientation and so does their shape. Whiskers have a
preferred shape but are small both in diameter and length as compared to fibers. Reinforcing
constituents in composites, as the word indicates, provide the strength that makes the
composite what it is. But they also serve certain additional purposes of heat resistance or
conduction, resistance to corrosion and provide rigidity.
1.5.4 MATRIX
Although it is undoubtedly true that the high strength of composites is largely due to the fibre
reinforcement, the importance of matrix material cannot be underestimated as it provides
support for the fibers and assists the fibers in carrying the loads. It also provides stability to
the composite material. Resin matrix system acts as a binding agent in a structural component
in which the fibers are embedded.

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1.5.5 COMPARISON OF COMPOSITE WITH ALUMINIUM

1. Composites offer significant weight saving over existing metals. Composites can
provide structures that are 25-45% lighter than the conventional aluminium structures
designed to meet the same functional requirements. This is due to the lower density of
the composites.
2. Unidirectional fiber composites have specific tensile strength (ratio of material
strength to density) about 4 to 6 times greater than that of steel and aluminium.
3. Unidirectional composites have specific -modulus (ratio of the material stiffness to
density) about 3 to 5 times greater than that of steel and aluminium.
4. Fatigue endurance limit of composites may approach 60% of their ultimate tensile
strength. For steel and aluminium, this value is considerably lower.
5. Fiber composites are more versatile than metals, and can be tailored to meet
performance needs and complex design requirements such as aero-elastic loading on
the wings and the vertical & the horizontal stabilisers of aircraft.
6. Fiber reinforced composites can be designed with excellent structural damping
features. As such, they are less noisy and provide lower vibration transmission than
metals.
 High corrosion resistance of fiber composites contributes to reduce life- cycle cost 
8. Composites offer lower manufacturing cost principally by reducing significantly the
number of detailed parts and expensive technical joints required to form large metal
structural components. In other words, composite parts can eliminate joints/fasteners
thereby providing parts simplification and integrated design.
9. Long term service experience of composite material environment and durability
behavior is limited in comparison with metals.

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1.5.6 ADVANTAGES AND DISADVANTAGE OF COMPOSITES

1.5.6.1 ADVANTAGES

Summary of the advantages exhibited by composite materials are as follows:

1. High resistance to fatigue and corrosion degradation.
2. High ‘strength or stiffness to weight’ ratio. As enumerated above, weight savings are
significant ranging from 25-45% of the weight of conventional metallic designs.
3. Due to greater reliability, there are fewer inspections and structural repairs.
4. Improved dent resistance is normally achieved. Composite panels do not sustain damage
as easily as thin gage sheet metals.
5. It is easier to achieve smooth aerodynamic profiles for drag reduction. Complex double-
curvature parts with a smooth surface finish can be made in one manufacturing operation.
6. Composites offer improved torsional stiffness. This implies high whirling speeds, reduced
number of intermediate bearings and supporting structural elements. The overall part
count and manufacturing & assembly costs are thus reduced.
7. High resistance to impact damage.
8. Composites are dimensionally stable i.e. they have low thermal conductivity and low
coefficient of thermal expansion. Composite materials can be tailored to comply with a
broad range of thermal expansion design requirements and to minimise thermal stresses.
9. Manufacture and assembly are simplified because of part integration (joint/fastener
reduction) thereby reducing cost.
10. The improved weather ability of composites in a marine environment as well as their
corrosion resistance and durability reduce the down time for maintenance.
11. Close tolerances can be achieved without machining.
12. Material is reduced because composite parts and structures are frequently built to shape
rather than machined to the required configuration, as is common with metals.
13. Excellent heat sink properties of composites, especially Carbon-Carbon, combined with
their lightweight have extended their use for aircraft brakes.
14. Improved friction and wear properties.

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1.5.6.2 DISADVANTAGE OF COMPOSITES

Some of the associated disadvantages of advanced composites are as follows:

1. High cost of raw materials and fabrication.
2. Composites are more brittle than wrought metals and thus are more easily damaged.
3. Transverse properties may be weak.
4. Matrix is weak, therefore, low toughness.
5. Reuse and disposal may be difficult.
6. Difficult to attach.
7. Repair introduces new problems, for the following reasons:
a. Materials require refrigerated transport and storage and have limited shelf life.
b. Hot curing is necessary in many cases requiring special tooling.
c. Hot or cold curing takes time.
8. Analysis is difficult.
9.. Matrix is subject to environmental degradation.
However, proper design and material selection can
can circumvent many of the above
disadvantages.

1.6 DEFINITIONS
1.6.1POISSON’S RATIO
It is the ratio of lateral strain to longitudinal strain for a given material subjected to uniform
longitudinal stresses within the proportional limit.
limit

1.6.2FACTORS
FACTORS OF SAFETY
There is always a risk that the working stress to which a member is subjected will exceed the
strength of its material. The purpose of a factor of safety is to minimize this risk.

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1.6.3STRESS
When a body is acted upon by external force or load, internal resisting force is set up, such a
body is said to be in a state of stress,
stress, hence stress is the resistance offered by the body to
deformation.

Now stress is defined as the force intensity or force per unit area. Here we use a symbol s
to represent the stress.

Where A is the area

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CHAPTER-2
LITERATURE SURVEY
A.R. Bhagat,Y. M. Jibhakate, Kedar Chimote Thermal Analysis And Optimization Of
I.C. Engine Piston Using Finite Element Method
This paper describes the stress distribution of the seizure on piston four stroke engine by
using FEA. The finite element analysis is performed by using computer aided design (CAD)
software. The main objectives is to investigate and analyze the thermal stress distribution of
piston at the real engine condition during combustion process. The paper describes the mesh
optimization with using finite element analysis technique to predict the higher stress and
critical region on the component.

Vinod Junju , M.V. Mallikarjun thermo mechanical analysis of diesel engine

piston using ceramic crown
In this work an attempt is made to reduce the intensity of thermal and structural stresses by
using the ceramic material Silicon Nitride as the material for piston crown (the top portion of
the piston).As the crown material is brittle in nature and skirt material is ductile in nature. A
ceramic reinforced fiber strip was introduced in between ceramic crown and Al alloy skirt to
avoid failure of the ceramic crown due to its brittle nature when it is subjected to impact
loads that are result of explosion of combustion gases. In this work Eutectic Al Alloy (Si 11-
13%) was taken as piston material.

R. Ravi raja malarvannan, p. Vignesh Experimental Investigation and Analysis

of Piston by using Composite Materials

In this work, material composition test, hardness test, of such composite coatings are carried
out. The effect of particle size and number of particles suspended is reported. SiC Composites
have been deposited on Aluminium by casting process. The resulting castings are studied
using scanning electron microscopy and hardness tests.

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Finite element analysis and material optimization of diesel engine piston 2013-2014

Ekrem Buyukkaya , Muhammet Cerit Thermal analysis of a ceramic coating diesel

engine piston using 3-D finite element method
In this study, firstly, thermal analyses are investigated on a conventional (uncoated) diesel
piston, made of aluminium silicon alloy and steel. Secondly, thermal analyses are performed
on pistons, coated with MgO–ZrO2 material by means of using a commercial code, namely
ANSYS. Finally, the results of four different pistons are compared with each other. The
effects of coatings on the thermal behaviors of the pistons are investigated. It has been shown
that the maximum surface temperature of the coated piston with material which has low
thermal conductivity is improved approximately 48% for the AlSi alloy and 35% for the
steel.

Gantla Shashidhar Reddy and N. Amara Nageswara Rao, modeling and analysis
of diesel engine piston

In this Paper, it has been decided to study a particular piston design and its capability for
various above said loads. In this work, initially planning to make a piston model using solid
modeling software Pro-E. It has been decided to mesh the geometry and analyze using
commercially available software tool ANSYS.. After assessing the piston for various loads, it
has been decided to calculate the factor of safety for the piston using Soderberg‘s criterion.
By using the Stresses obtained from the Structural Analysis the Factor of Safety is calculated
from Soderberg‘s Criterion.

Hongyuan zhang, zhaoxun lin, jian xing, temperature field analysis to gasoline
engine Piston and structure optimization

This paper introduces the principle of thermal analysis for the combustion engine piston, gets
the heat exchange coefficient of the piston top and the heat exchange coefficient distribution
of the piston and the cooling water through calculation, calculates the temperature field of the
piston with the finite element method and modifies the calculation model by repeatedly
comparing the result with the measured temperature. It is found out that the temperatures of
the piston top and the first circular groove are relatively high after calculating the temperature
field and based on the results the optimization scheme of adding thecooling oil chamber is
applied to the piston structure.

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Finite element analysis and material optimization of diesel engine piston 2013-2014

M. R. Ayatollahi*, f. Mohammadi and h. R. Chamani, Thermo-Mechanical Fatigue Life

Assessment of a Diesel Engine Piston

In this study, a precise finite element analysis has been carried out on a diesel engine piston,
in order to attain its high cycle fatigue (HCF) safety factor and low cycle fatigue (LCF) life.
In order to calculate the HCF safety factor, a macro has been developed using ANSYS
Parametric Design Language (APDL). The relative stress gradient parameter is used in order
to perceive stress concentration and notch effect. In high cycle fatigue assessment, the effect
of mean stress is considered using Haigh diagram. Different LCF life assessment methods
have been used to investigate LCF life of piston and their results are compared to each other.
The diesel engine piston is subjected to non-proportional multi axial loading. The non-
proportional loading leads to an additional cyclic hardening in the material. Critical plane
LCF theories are appropriate for consideration of the additional cyclic hardening effect on the
LCF life reduction of the piston.

B.R. Ramesh and Kishan Naik , Thermal Stress Analysis of Diesel Engine Piston

The thermal-stress analyses are investigated on a diesel engine piston made of Aluminium-
Alloy and Carbon-Steel. The software “Pro/E-Wildfire” is used to establish the three-
dimensional geometry model of the diesel engine piston. Then, the model is imported into
ANSYS to set up a finite element model. In this work thermal stresses on piston is calculated
by finite element analysis software. From results, it reveals that thermal stresses are existed
on the piston and total deformation with thermal load. The conclusion of this study is that,
material type of high thermal conductivity is considered better than material type of low
thermal conductivity

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Finite element analysis and material optimization of diesel engine piston 2013-2014

2.1 SELECTION OF THE MATERIAL FOR ANALYSIS

2.1.1 ALUMINIUM EUTECTIC
The term is often used in metallurgy to describe the alloy of two or more component
materials having the relative concentrations specified at the eutectic point. When a non-
eutectic alloy freezes, one component of the alloy crystallizes at one temperature and the
other at a different temperature. With a eutectic alloy, the mixture freezes as one at a single
temperature. A eutectic alloy therefore has a sharp melting point, and a non-eutectic alloy
exhibits a plastic melting range. A eutectic or eutectic mixture is a mixture of two or
more phases at a composition that has the lowest melting point, and where the phases
simultaneously crystallise from molten solution at this temperature. The proper ratios of
phases to obtain a eutectic is identified by the eutectic point on aphase diagram. The eutectic
point is the point at which the liquid phase borders directly on the solid α + β phase (A solid
phase composed of both A and B), representing the minimum melting temperature of any
possible alloy of A and B. The temperature that corresponds to this point is known as
the eutectic temperature.

Fig 2.1 Eutectic point

2.1.2 ALUMINIUM HYPEREUTECTIC

A hypereutectic piston is an internal combustion engine piston cast using a hypereutectic

alloy–that is, a metallic alloy which has a composition beyond the eutectic point.

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Hypereutectic pistons are made of an aluminium alloy which has much more silicon present
than is soluble in aluminium at the operating temperature. Hypereutectic aluminium has a
lower coefficient of thermal expansion, which allows engine designers to specify much
tighter tolerances. The most common material used for automotive pistons is aluminium due
to its light weight, low cost, and acceptable strength. Although other elements may be present
in smaller amounts, the alloying element of concern in aluminium for pistons is silicon. The
point at which silicon is fully and exactly soluble in aluminium at operating temperatures is
around 12%. Either more or less silicon than this will result in two separate phases in the
solidified crystal structure of the metal. This is very common. When significantly more
silicon is added to the aluminium than 12%, the properties of the aluminium change in a way
that is useful for the purposes of pistons for combustion engines. However, at a blend of 25%
silicon there is a significant reduction of strength in the metal, so hypereutectic pistons
commonly use a level of silicon between 16% and 19%. Special moulds, casting, and cooling
techniques are required to obtain uniformly dispersed silicon particles throughout the piston
material.

Hypereutectic pistons are stronger than more common cast aluminium pistons and
used in many high performance applications. They are not as strong as forged pistons, but are
much lower cost due to being cast.

2.1.3 Al-SiC COMPOSITE MATERIAL

Like all composites, aluminium-matrix composites are not a single material but a family of
materials whose stiffness, strength, density, and thermal and electrical properties can be
tailored. The matrix alloy, the reinforcement material, the volume and shape of the
reinforcement, the location of the reinforcement, and the fabrication method can all be varied
to achieve required properties. Regardless of the variations, however, Al composites offer
excellent thermal conductivity, high shear strength, excellent abrasion resistance, high
temperature operation, non flammability, minimal attack by fuels and solvents.
Silicon carbide (SiC) is composed of tetrahedral of carbon and silicon atoms with
strong bonds in the crystal lattice. This produces a very hard and strong material. SiC is not
attacked by any acids or alkalis or molten salts up to 800oC. In air, SiC forms a protective
silicon oxide coating at 1200oC and is able to be used up to 1600oC. The high thermal
conductivity coupled with low thermal expansion and high strength gives this material
exceptional thermal shock resistant qualities. SiC ceramics with little or no grain boundary
impurities maintain their strength to very high temperatures, approaching 1600oC with no

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strength loss. Chemical purity, resistance to chemical attack at temperatures, and strength
retention at high temperatures has made this material very popular as wafer tray supports and
paddles in semiconductor furnaces. Properties of silicon carbide are low density, high
strength, low thermal expansion, high hardness, and high elastic modulus.
Aluminium metal matrix composites (Al MMCs) are attractive for a wide variety of
aerospace and defense applications. But it has lower resistance, ductile, low strength and
hardness. To overcome this problem, silicon carbide is added as a reinforcement particle to
enhance the mechanical behavior of Al MMC. SiC particle reinforced Al, are one of the
widely known composites because of their superior properties such as high strength,
hardness, stiffness, wear and corrosion resistance. SiC particle reinforced Al based MMCs
are among the most common MMC and available ones due to their economical production.
They can be widely used in the aerospace, automobiles industry such as electronic heat sinks,
automotive drive shafts, or explosion engine components. The physical and chemical
compatibility between SiC particles and Al matrix is the main concern in the preparation of
SiC/Al composites. AlSiC has a high thermal conductivity and compatible CTE permitting
direct IC device attachment. AlSiC is also lightweight, making it appropriate for portable
designs and other weight sensitive application.

By adding silicon to the piston's alloy, the piston expansion was dramatically reduced.
This allowed engineers to specify a much tighter cold-play between the piston and the
cylinder liner. Silicon itself expands less than aluminium, but it also acts as an insulator to
prevent the aluminium from absorbing as much of the operational heat as it otherwise would.
Another benefit of adding silicon is that the piston becomes harder and is less susceptible to
scuffing which can occur when a soft aluminium piston is cold-revved in a relatively dry
cylinder on start-up or during abnormally high operating temperatures.

DISADVANTAGES OF Al-SiC COMPOSITE

The biggest drawback of adding silicon to pistons is that the piston becomes more brittle as
the ratio of silicon to aluminium is increased. This makes the piston more susceptible to
cracking if the engine experiences pre-ignition or detonation.

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CHAPTER 3

DESIGN
3.1 INTRODUCTION TO CATIA SOFTWARE

Computer aided three dimensional interactive applications as high end CAD/CAE/CAM tool
used worldwide. Catia v5 is developed by Dassault Systems. France is a completely re-
engineered next generation family of CAD/CAM/CAE software solutions for product
lifecycle management. Through its exceptionally easy to use state of the art user interface
CATIA V5 delivers innovative technologies for maximum productivity and creativity from
concept to the final product. CATIA V reduces the learning curve as it allows the flexibility
of using feature based and parametric designs. CATIA V5 provides three basic platforms –
P1, P2 and P3. P1 is for small and medium sized process oriented companies which wish to
grow towards the large scale digitized product definition. P2 is for the advanced design
engineering companies that require product, process and resources modeling. P3 is for the
high-end design application and is basically for automotive and aerospace industry where
high equality surfacing or Class-A surfacing is used for designing. The subject of
interpretability offered by CATIA V5 includes receiving legacy data from the other CAD
systems and even between its own product data management modules. The real benefit is that
the links remain associative. As a result any changes made to this external data are notified
and the model can be updated quickly. CATIA V5 serves the basic tasks by providing
different workbenches. A workbench is defined as a specific environment consisting of a set
of tools which allows the user to perform specific design tasks in a particular area.

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Fig-3.1 Snapshot of CATIA home screen

3.2 MODELLING: To create the model we have taken the parameters and design of
TATA MOTOR diesel piston [1] and design the model in CATIA V5.

3.2.1 2D SKETCH OF TATA MOTORS DIESEL ENGINE PISTON:

Fig-3.2 2D sketch of TATA MOTORS diesel engine piston

The model was created according to the dimensions of the piston taken (fig3.2) using the
catia software (fig3.3).The shaft command was used to create outer body of piston carring the
rings groove . A hole was created at the effective length of specimen to hold the connecting

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rod i.e. pinhole. The valves position on the piston was created on the piston head to complete
the model.

Fig-3.3 The geometric model of piston created in CATIA

Fig-3.4 Different views of geometric model of piston

The model created in the CATIA V5 was imported to ANSYS 14 workbench using the
import options.

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CHAPTER 4

FINITE ELEMENT ANALYSIS

4.1 Finite Element Method
The finite element analysis (finite element method) is a numerical technique for finding
approximate solutions of partial differential equations as well as of integral equations. The
solution approach is based on either eliminating the differential equation completely (steady
state problems) or rendering the partial differential equation into an approximating system of
ordinary differential equations, which are then numerically integrated using standard
techniques such as Euler’s method, Runge-Kutta method etc. In the finite element method, a
structure is broken down into many small simple blocks or elements. The behavior of an
individual element can be described with a relatively simple set of equations. Just as the set
of elements would be joined together to build the whole structure, the equations describing
the behaviors of the individual elements are joined into an extremely large set of equations
that describe the behavior of the whole structure.

4.2 General Procedure Of Fea

The following steps summarize the general procedure for finite element analysis.
 STEP 1 - The continuum is a physical body, structure or solid being analyzed.
Discretization may be simply described as process by which the given body is
subdivided into equivalent system of finite elements.
 STEP 2 - The selection of displacement or temperature models or shape functions
representing approximately the actual distribution of the displacement or temperature.
 The three factors which influence the selection of shape functions are a. The type and
degree of displacement model b. Displacement magnitudes c. The requirements to be
satisfied which ensuring correct solution.
 STEP 3 - The derivation of the stiffness matrix which consists of the coefficients of
the equilibrium equations derived from the geometric and material properties of the
element. The stiffness relates the displacement at nodal points to applied forces at
nodal points.
 STEP 4 - Assembly of the algebraic equations for the overall discredited continuum
includes the assembly of overall stiffness matrix for the entire body from individual

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element stiffness matrices and the overall global load vector from the elemental load
vectors.
 STEP 5 - The algebraic equations assembled in step 4 are solved for unknown
displacements by imposing the boundary conditions. In linear equilibrium
 Problems, this is a relatively straightforward application of matrix algebra techniques.
 STEP 6 - In this step, the element strains and stresses are computed from the nodal
displacements that are already calculated from step 5.

4.3 Advantages And Limitations Of FEA

Planning the analysis is arguably the most important part of any analysis, as it helps to ensure
the success of the simulation. Oddly enough, it is usually the one analysis leave out. The
purpose of an FEA is to model the behavior of a structure under a system of loads. In order to
do so, all influencing factors must be considered and determined whether their effects are
considerable or negligible on the much dependent on the level of planning that has been
carried out. FEA is an approximate way of simulation the system behavior. But the results
can be quite close to actual testing values. FEA can never replace actual physical testing all
the times. This is due to fact, the information required for FEA simulations like material
properties emanates from physical testing. FEA results by themselves can never be taken as
complete solution. Usually at least one prototype testing is necessary before the design
guided/validated through FEA can be certified. But when effectively used FEA can predict
the results/behavior quite close to reality and can reduce the design lead times as well as
number of prototypes to be tested. Also there are some situations like gears in contact, which
cannot be simulated exactly using FEA techniques. Under such conditions some work around
such as simulating the worst conditions that can happen can be followed. Especially in
situations like studying the behavior of a component by changing material, FEA can be
highly handy as it is amounts to changing few numbers and re-running the analysis to know
the component/system behavior.

4.4 Applications Of FEA

 Structural engineering (analysis of frames, trusses, bridges etc).
 Aircraft engineering (analysis of aero plane wings, different parts of missiles and
rockets).
 Heat engineering (analysis on temperature distribution, heat flux etc).

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 Hydraulic and hydrodynamic engineering (analysis of viscous flow, potential and

boundary layer flows).

4.5 Popular FEA Software's

There are varieties of commercial FEA software available over the market. No single
software is supposed to have all the capabilities that can meet the complete simulation
requirements of a design. Hence based upon the requirements, some of the firms use one or
more FEA software. While some other firms develop their own customized versions of
software. Some of the popular commercially available FEA software are as follows.
· Adina · Abaqus · Ansys · MSC/Nastran · Cosmos · NISA · Marc · Ls-Dyna ·
MSC/Dytran · Star-CD.

4.6 ANSYS SOFTWARE

ANSYS is a general-purpose finite element-modeling package for numerically solving a wide
variety of mechanical problems. These problems include: static/dynamic structural analysis
(both linear and non-linear), heat transfer and fluid problems, as well as acoustic and electro-
magnetic problems. It enables engineers to perform the following tasks - build computer
models or transfer cad models of structures, products, components or system, apply operating
loads or other design performance conditions, study physical responses such as stress levels,
temperature distributions or electromagnetic fields, optimize a design early in the
development process to reduce production costs, carryout prototype testing in environment
where it otherwise would be undesirable or impossible.

4.7 ADVANTAGES OF ANSYS

ANSYS provides a cost-effective way to explore the performance of products or processes in
a virtual environment. This type of product development is termed virtual prototyping. With
virtual prototyping techniques, users can iterate various scenarios to optimize the product life
before the manufacturing is started. This enables a reduction in the level of risk, and in the
cost of ineffective designs. The multifaceted nature of ANSYS also provides a means to
ensure that users are able to see the effect of design on the whole behavior of the product, be
it electromagnetic, thermal, mechanical etc.

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4.9. ANALYSIS
Static structural and thermal analysis of the model subjected to pressure and thermal loading
is performed using ANSYS[].The geometry created in CATIA was imported to ANSYS
Workbench.

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CHAPTER 5

STRUCTURAL ANALYSIS
5.1BOUNDARY CONDITIONS
Generally in combustion chamber due to explosion of gases, pressure will be applied on the
top of the piston. The pressure force calculated will be taken as mechanical load applying on
the piston and same will be taken as boundary condition in structural analysis in ANSYS14

5.2CALUCULATION OF GAS PRESSURE

Power @ speed 75ps,55Kw@4000rpm
Torque @ speed 190Nm@1750rpm
Piston Assembly Assume
Stroke length 110mm
Engine type C.I Engine
Compression ratio 17.6:1
Connecting rod length Assume
Table 5.1 TATA MOTORS ENGINE SPECIFICATIONS

Engine speed N=2700 rpm

Piston diameter d=88.90mm

IHP=48.75HP

BHP=39 HP Mechanical Efficiency, ŋm=80%

( /2)
= 60 3
.............................. [1]

Mean Effective Pressure Pm=23.67bar

The pressure force 23.67 bar will be taken as mechanical load applying on the piston and
same will be taken as boundary condition in structural analysis in ANSYS14. Fixed support
has been given at surface of pin hole because the piston will move from TDC to BDC with
the help of fixed support at pin hole.

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Fig-5.1 STRUCTURAL BOUNDARY CONDITIONS APPLIED TO PISTON

5.3 GRID INDEPENDENCE

After lot of literature survey, in the present work we have taken an international journal-
[1]A.R.Bhagat, Y.M.Jibhakate, Thermal Analysis and Optimizations of I.c Engine
Piston Using Finite Element Method. IJMER vol2, Issue4, July-Aug2012pp-2919-
2921.as a base documentation since the 2d sketch of the designed model has been referred
from this journal. so the grid independence of the designed model with reference to the above
paper can be founded out which help in the testing /verification of the designed model under
above boundary conditions, loads, given material i.e. Al-2034-T6.

5.3.1Properties of Al-2024-T6

Young's Modulus:-72.4Gpa .
Density:-2780Kg/m^3.
Poisson Ratio:-0.33
Yield Strength:-345Mpa
Thermal conductivity:-151W/m-k
CTE:-23.2e^-6

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5.3.2VON MISES STRESS AND TOTAL DEFORMATION FOR VARIOUS MESH SIZE
MESH SIZE-1mm

a.VONMISES STRESS

b.TOTAL DEFORMATION

Fig-5.2 VON MISES STRESS AND DEFORMATION FOR MESH SIZE 1mm
The results obtained through ANSYS for mesh size 10mm-1mm for Al-2024T6 is
noted in the table5.1.

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AL-2024T6 MESH DEFORMATION(M) VON-MISSES-

SIZE(MM) STRESS(MPA)

1 0.0007949 214.59

2 0.0007750 198.93

3 0.0007557 177.76

4 0.0007398 169.33

5 0.0007246 150.87

6 0.0007117 136.2

7 0.0007063 141.67

8 0.0007218 129.42

9 0.0007218 131.17

10 0.000709 137.13

Table-5.1 VONMISESTRESS AND TOTAL DEFORMATION FOR MESH

SIZE1-10mm

From the table5.1, the grid independence of designed piston for Al-2024T6 is 1mm
under mentioned conditions which have stress of 214.59 Mpa and deformation of
0.0007949m which is closer to the base documentation having stress of 228 Mpa and
deformation of .000764m.

ERROR CALUCULATIONS
Neglecting above error it can be said that the model designed to a given 2dspecifications is
validated.

−
% = *100

228−214.59
Stress error = 228
=5.88%

.0007949−.000764
Deformation error= .000764
=3.88%

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250

200

150

REQUIRED STRESS
OBTAINING STRESS
100

50

0
1 2 3 4 5 6 7 8 9 10

Fig- 5.3 VON MISES STRESS v/s MESH SIZE for Al-2024T6
Al 2024T6

Fig5.3 shows the flow of obtaining stress and required stress i.e. grid independence.

Fig-5.4
Fig FINITE ELEMENT MODEL IN ANSYS

The model was meshed using an auto mesh command as shown in the fig-
fig 5.4 .The element
type chosen for the model was mixed
mix mesh since our main focus lies on material
optimizations.

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In structural analysis further .as a part of project various material optimizations is done for
same validated piston under same mentioned boundary conditions and mesh size of 1mm. and
results are obtained.

MATERIA YOUNGS POISSION DENSIT COEFFICIE Thermal Yield

L MODUL 'S RATIO Y NT OF Conductivi strengt
AS (µ) (Kg/ ) THERMAL ty K (W/m h
E (GPa) EXPANSION k) (Mpa)
(1/k)
Eutectic 81 0.33 2700 21.5e−6 160 310
alloy(Forge
d)
Hyper 84 0.33 2680 19.5e−6 155 280
eutectic
alloy(Forge
d)
Al-Sic -12 167 0.33 2890 10.9e−6 170 471
Al-Sic -10 167 0.33 2960 9.77e−6 190 450
Al-Sic -9 188 0.33 3010 8e−6 190 488

TABLE5.2 MECHANICAL PROPERTIES OF VARIOUS MATERIALS

Table 5.2 gives list of various material’s mechanical properties which will be used in our
project for material optimization purposes.

According to data collected from the piston manufacturers like MAHLE the TATA
MOTORS are using eutectic and hypeutectic aluminium alloy for diesel engine piston .so
initially conventional alloys are analyzed and the results obtained are then compared with the
MMC composite pistons.

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5.4 EUTECTIC ALUMINIUM ALLOY (FORGED)

a.VON MISES STRESS

b. TOTAL DEFORMATION

Fig- 5.5.STRUCTURAL RESULTS OF EUTECTIC Al ALLOY USING ANSYS14

Deformation and Vonmises stress obtained through ansys14 for Eutectic Al alloy is
0.7137mm and 213.17 Mpa respectively by applying validated boundary conditions and
loads.

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According to soderberg criterion [7]

.
= +

Where,

− +
F.O.S=Factor of Safety =variable stress= 2
=Mean stress= 2

=maximum stress =endurance stress =yield stress

Therefore for eutectic aluminium alloy the maximum and minimum stress obtained through
ansys14 are =213.17Mpa, =38300Pa then by using soderberg equations

− 213.17+0.038300
= 2
= 2
=106.60Mpa

+ 213.17−0.038300
= 2
= 2
=106.56Mpa

For eutectic alloy, =310Mpa

=endurance stress=0.6 =186Mpa

1 106.60 106.561
.
= 310
+
186

. . =1.09. Since FOS is greater than 1, above design is safe.

Then by the definitions of FOS we have

F.O.S= [8]

1.09=

Therefore working stress is 284.22Mpa, which is lesser than the yield strength of
eutectic aluminium alloy i.e. 310Mpa.

Similarly FOS and working stress for different materials are calculated using above formula
and definition.

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5.4.2 HYPER EUTECTIC ALLOY (FORGED)

a. TOTAL DEFORMATION

b. VONMISES STRESS

Fig-5.6.STRUCTURAL RESULTS OF HYPER EUTECTIC Al ALLOY USING ANSYS14

Deformation and Vonmisesstress obtained for Hyper eutectic alloy through Ansys is
0.7018mm and 206.28Mpa respectively.

. . =1.09. Since FOS is greater than 1, above design is safe and the working stress is
275.06Mpa, which is lesser than the yield strength of hyper eutectic aluminium alloy i.e.
280Mpa.

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5.4.3 Al-SiC-12 (37%SiC)

a. TOTAL DEFORMATION

b. VONMISES STRESS

Fig- 5.7 STRUCTURAL RESULTS OF AlSiC-12 USING ANSYS14

Deformation and Vonmises stress obtained for AlSiC-12p is 0.3276mm and 178.06Mpa
respectively through ansys14.

. . =1.98 since FOS is greater than 1, above design is safe and the working stress is
237.411Mpa, which is lesser than the yield strength of Al-SiC-12 i.e. 471Mpa.

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5.4.4 Al-SiC-10 (55%-SiC)

a. TOTAL DEFORMATION

b. VONMISES STRESS

Fig -5.8 STRUCTURAL RESULTS OF AlSiC-10 USING ANSYS14

Deformation and Vonmises stress obtained for AlSiC-10p is 0.3141mmand 151.12 Mpa
respectively through ansys14.
. . =2.23 since FOS is greater than 1, above design is safe and the working stress is
201.47 Mpa, which is lesser than the yield strength ofAl-SiC-10i.e.450Mpa.

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5.4.5 Al-SiC-9(63%SiC)

a. TOTAL DEFORMATION

b. VONMISES STRESS

Fig- 5.9 STRUCTURAL RESULTS OF AlSiC-9 USING ANSYS14

Deformation and Vonmises stress obtained for AlSiC-9 is 0.2741mm and 136.43 Mpa
respectively through ansys14.

. . =1.09. Since FOS is greater than 1, above design is safe and the working stress is
181.8Mpa, which is lesser than the yield strength of Al-SiC-9 i.e.488Mpa.

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CHAPTER 6

THERMAL ANALYSIS OF PISTON

It is important to calculate the piston temperature distribution, heat flux in order to control the
thermal stresses and deformations within acceptable levels. The thermal analysis enables us
to optimize the thermal aspects of the piston design at lower cost, before the first prototype is
constructed. Therefore, analysis of the piston thermal behavior is extremely crucial in
designing more efficient engine.
Thermal analysis of piston involves:
 Detemination of temperature distribution and heat flux(i.e. thermal stress) over the
piston.
 Temperature and heat transfer coefficient of hot combustion gases at piston crown.
 Heat transfer coefficient of piston and oil ring contact surfaces.
 Heat transfer coefficient of piston and compression rings contact surfaces.
 Heat transfer coefficient of piston and piston pincontact surfaces.
 Heat transfer coefficient at piston skirt.

6.1 THERMAL BOUNDARY CONDITION

6.1.1Assumptions

 When the internal combustion engine works, the value of the coefficient of radiation
heat transfer is much smaller than the value of the convection of heat transfer, so
ignored the thermal radiation .
 Assuming Steady State Thermal Case.

As the temperature of piston surface and heat flow through piston crown’s surface
cannot be measured accurately ,the third boundary condition (3rd kind) is used to
simulate thermal analysis. The piston receives the heat from the hot gases formed by
burning mixture of a particular air-fuel ratio, due to which boundary conditions around
the piston body are different from region to region.

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6.1.2Calculation of the heat exchange coefficient for the piston top

Fig.6.1
Woschni formula is based on the similar principle and applies the cylinder diameter D and
the average piston speed Re as the main representation amount.

The equation for calculation is:

−0.214
hg =453.6 (Cm Pg )0.786 (Tg)−0.525 ....................()
D=diameter of the piston

Cm=Piston Velocity

Pg=Gas pressure Mpa

Tg=Temperature in k

hg =453.6( . )−0.214 (9.9×2.367 )0.786 (607)−0.525

hg= 314.139

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Boundary conditions applied to piston crown, piston ring, land sides, piston skirt.

Piston region Temperature (K)[] Heat transfer co efficient(h)

(W/m2 -K)

Piston top 607 314.14

Piston Land 588 319.42
First Ring 514 342.80
Skirt+2nd&3rd land 445 369.75
Ring 2&3 503 346.71

Table 6.1 Thermal Boundary Conditions

The temperatures applied as boundary condition are those given by the piston manufacturing
company (MAHLE), which have been validated experimentally[]

Fig 6.2. Thermal boundary conditions used.

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Eutectic Alloy(Forged)

aTemperature distribution

b.Total Heat Flux

Fig 6.3The direct heat flux for Eutectic alloy is 4.5124 MW/m2 .

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Hyper eutectic alloy(Forged)

Total Heat Flux

Fig 6.4

The direct heat flux for Hyper eutectic alloy is 4.37 MW/m2 .

Al-Sic-12

b. Total heat flux

Fig 6.5

The direct heat flux for AlSiC-12 is 5.34 MW/m2 .

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Al-Sic-10

Total Heat Flux

Fig 6.6

The direct heat flux for AlSiC-10 is 5.97 MW/m2 .

Al-Sic-9

Total Heat Flux

Fig 6.7

The direct heat flux for AlSiC-55p is 5.97 MW/m2 .

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CHAPTER 7
VARYING LOAD
Further to this study, a load variation analysis was performed for the Al-SiC-9 material
model. The load was varied from 50% to 225% of the mean calculated load with a target
value of the induced stress being equal to the yield strength of the material.
50 % Load

a.TOTAL DEFORMATION

b.VON MISES STRESS

Fig7.1 Total deformation and von mises stress for varying load condition

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175%Load

a.TOTAL DEFORMATION

b.VON MISES STRESS

Fig7.2 Total deformation and von mises stress for varying load condition

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225%Load

a.TOTAL DEFORMATION

b.VON MISES STRESS

Fig7.3 Total deformation and von mises stress for varying load condition

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Type of Mean Effective Deformation Induced stress

Loading Pressure, Pm N/mm2 mm N/mm2

50% 1.1835 0.01819 106.59

75% 1.775 0.027129 129.6
100% 2.367 0.2749 136.43
125% 2.96 0.3426 170.4
150% 3.55 0.4116 204.6
175% 4.142 0.4796 238.7
200% 4.734 0.5482 272.8
225% 5.325 0.616 306.92
Table 7.1 Performance of Al-Sic-9 for different loading conditions

It can be seen from Table 7.1, that the specimen is safe for up to a peak operating load of
175 % of the mean load acting on the piston head. The deformation for this loading was
found to be 0.4796 mm. while the induced stresses were very close to the yield strength
of the material (238.75 MPa).

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CHAPTER
CHAPTER8

RESULT AND DISCUSSIONS

8.1 STRUCTURAL RESULTS AND DISCUSSIONS
The deformation and von mises stress obtained through ANSYS 14 are tabulated as below

Materials Deformation(mm) Stress(Mpa)

Eutectic alloy(Forged) 0.7137 213.17
Hyper eutectic alloy 0.7018 206.28
(Forged)
Al-Sic-12 0.3276 178.06
Al-Sic-10 0.3141 151.12
Al-Sic-9 0.2741 136.43

Table-8.1 DEFORMATION AND VONMISES STRESS RESULTS USING ANSYS14

0.8 0.7137
0.7018
0.7
0.6
0.5
0.4
0.3276
0.3 0.3141
0.2741
0.2
0.1
0
Eutectic alloy
Hyper
eutectic Al-Sic-12
Al-Sic-10
Al-Sic-9

TOTAL DEFORMATION (mm)

Fig- 8.1 SHOWS THE TOTAL DEFORMATION FOR VARIOUS MATERIALS WITHIN
THE PISTON.

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Finite element analysis and material optimization
optimi of diesell engine piston 2013-2014

250
213.17 206.28
200 178.06
151.12
150 136.43

100

50

0
Eutectic Hyper eutectic Al-SiC-12 Al-SiC-10 Al-SiC
SiC-9
alloy

VON MISES STRESS (Mpa)

Fig- 8.2 SHOWS THE VON MISSES STRESS FOR VARIOUS MATERIALS WITHIN THE
PISTON.

From FEA shown in fig8.2,

fig8.2, the piston performance was evaluated for different
classes of Aluminium alloys
lloys ( eutectic and hypereutectic ) and different grades of A
AlSiC
composites and the Table 8.1 shows the results of the total deformation and von misses stress
of the five different materials that were considered in this study. The results indicates that the
composite material pistons have less deformation and stress induced in them compared to
conventional
onventional aluminium alloy and among the three composites Al-Sic-9 , Al
Al-Sic-10 , Al-Sic-
12 , Aluminium
m silicon carbide 9(Al-Sic-9
9(Al ) material model is best suited for the rrange of
operating conditions , because of the presence of high reinforcement present in them which
enhances their properties.

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Finite element analysis and material optimization of diesel engine piston 2013-2014

The table below gives the working stress and FOS obtained from theoratical calculation

Materials Yield FOS Working

Strength(Mpa) stress(Mpa)
Eutectic 310 1.09 284.22
alloy(Forged)
Hyper eutectic alloy 280 1.02 275.06
(Forged)
Al-Sic-12 471 1.98 237.41
Al-Sic-10 450 2.23 201.47
Al-Sic-9 488 2.68 181.8

TABLE-8.2 FOS AND WORKING STRESS OBTAINED THROUGH SODERBERG

CRITERION AND FOS DEFINITION RESPECTIVELY

By using the Stresses obtained from the Analysis the Factor of Safety is calculated from
Soderberg‘s Criterion and listed in table 8.2.So, the Piston is observed to be safe in all the
above cases from the values of Factor of Safety as they are greater than 1 and the stresses
induced are lesser than the working stress of each material. Hence the Design is Safe .

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Finite element analysis and material optimization
optimi of diesell engine piston 2013-2014

8.2 THERMAL RESULTS AND DISCUSSIONS

Materialss Total Heat Flux

(MW/ )

Eutectic alloy(Forged) 4.5124

Hyper eutectic alloy (Forged) 4.37

Al-Sic-12
12 5.34

Al-Sic-10
10 5.97

Al-Sic-9 5.97

TABLE
ABLE 8.3 Heat Flux Distribution For Various Materials

HEAT FLUX(Mw/m^2)

0
Eutectic alloy Hyper eutectic Al-Sic-12 Al-Sic-10 Al-Sic-9
alloy

HEAT FLUX(Mw/m^2)

Fig8.3 HEAT FLUX DISTRIBUTION FOR VARIOUS MATERIALS

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Finite element analysis and material optimization of diesel engine piston 2013-2014

From fig 8.3 a comparison between pistons made of Aluminium-Alloy and AlSic
composites, shows that the maximum value of a temperature in the piston of aluminium alloy
is lower than the maximum heat flux in the piston made of AlSic. This is due to the lowering
value of the thermal conductivity for the Al alloy piston than the Al-SiC. If the thermal
conductivity is increased, the amount of the heat flow will be high and this causes a
temperature drop between the warm and cold walls while when thermal conductivity value is
decreased the temperature drop is increased by a particular value.

8.3 VARYING LOAD RESULTS

Type of Mean Effective Pressure, Pm Deformation Induced

Loading N/mm2 mm stress
N/mm2

50% 1.1835 0.01819 106.59

75% 1.775 0.027129 129.6
100% 2.367 0.2749 136.43
125% 2.96 0.3426 170.4
150% 3.55 0.4116 204.6
175% 4.142 0.4796 238.7
200% 4.734 0.5482 272.8
225% 5.325 0.616 306.92
TABLE 8.4 RESULTS FOR VARYING LOAD CONDITIONS

It can be seen from Table 8.4 that the specimen is safe for up to a peak operating load of 175
% of the mean load acting on the piston head. The deformation for this loading was found to
be 0.4796 mm. while the induced stresses were very close to the yield strength of the material
(238.75 MPa).

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Finite element analysis and material optimization of diesel engine piston 2013-2014

CHAPTER-9
CONCLUSIONS
From the results and discussion of this project work reveals the flowing conclusions.

 The von mises stress distribution in AlSiC-9,AlSiC-10,AlSiC-12 piston is

136.43Mpa,151.12Mpa,178.06Mpa respectively, Whereas in the piston made of
eutectic and hypereutectic von mises stresses are 213.17Mpa and 206.28Mpa. It
means that the stress have been reduced in piston which is made of AlSiC composite
since the intensity of structural stresses has been reduced by almost 30-55% due to
the enhanced structural properties of composite like higher young's modulus,yield
strength etc.
 Similarly the total deformation for AlSiC-9,AlSiC-10,AlSiC-12 piston is reduced compare
to eutectic and hypereutectic aluminium alloy to 0.2741mm,0.3141mm,0.3276mm
from 0.7137mmand 0.7018 respectively.
 The total heat flux has been increased for above composite piston compared to
Aluminium pistons from 4.37 Mw/m2 to 5.97Mw/m2 due to high thermal
conductivity of AlSiC composites.
 Among the three composite piston, AlSiC-9 having 63% of reinforcement SiC can
be considered to be a better piston material has the induced stresses ,total
deformation are less, because of higher percentage of reinforcement present in
them which in turn increases their properties.

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Finite element analysis and material optimization of diesel engine piston 2013-2014

CHAPTER-10
FUTURE WORK
 The analysis work can be carried out for different materials and for different designs
of piston.

 The analysis carried out can be successfully integrated in the laboratory and
experimental approach can be used to analyze the piston.

 Carry out the thermal analysis with the theoritical calculation by empirical formula
along with the experimental results, it may have some influences on the result.

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Finite element analysis and material optimization of diesel engine piston 2013-2014

REFERENCES
1. A.R.Bhagat, Y.M.Jibhakate, Thermal Analysis and Optimisation ofI.c Engine Piston
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2. VinodJunju ,M.V,Mallikarjun,Venkata Ramesh Mamilla ,Thermo Mechanical
Analysis Of Diesel Engine Piston Using Ceramic Crown.IJETED ISSUE2
,VOL5(JULY2012).
3. R.Ravi Raja Malarvannan, P.Vignesh, Experimental Investigation and Analysis of
Piston By Using Composite Materials. IjmearVol 4, Article-K100:Nov2013.
4. EkremBuyukkaya, MuhammetCerit, Thermal Analysis of A ceramic Diesel Engine
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9. V. Ganesan., “Internal combustion engines”, Tata McGraw-Hill Publications.

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11. ANSYS analysis user's manual V14 ,procedural reference.

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