OFFICE OF RESEARCH, INNOVATION AND COMMERCIALIZATION (ORIC)

University of Engineering and Technology, Lahore

MSc/MPhil/M Arch Thesis Proposal

Title of Research:
DESIGN AND STATIC, THERMAL ANALYSIS OF PISTON COATED WITH AL-GHS 1300
ALUMINIUM ALLOY AND GRAY CAST IRON USING FEA.

Student Details:
Name of Student: MUHAMMAD ABDULLAH
Registration No: 2020-MS-AME-117
Date of Registration
Full Time:
Supervisor: Dr. Ali Hussain Kazim

Department: Automotive Engineering Centre

1. Introduction
The piston is a crucial component found in various mechanical systems, including reciprocating engines,
pumps, compressors, and cylinders. It was originally conceptualized by German scientist Nikolaus August
Otto in 1866. Its primary role is to convert the energy produced by fuel combustion into mechanical work.
The piston functions within a cylinder, often encircled by piston rings. It enables the expansion of gases
by transferring force to the crankshaft via the connecting rod. The motion within the cylinder serves as a
dynamic endpoint for the combustion chamber. Piston rings are crucial for maintaining a tight seal
between the piston and cylinder walls, thus preventing energy loss. This seal is crucial for optimizing
engine efficiency and performance.

2. Problem Statement
The thesis focuses on investigating the structural analysis of two distinct pistons coated with different
substances using the Finite Element Method (FEM). The materials being examined are the Al-GHS 1300
aluminum alloy and Gray Cast iron. This research pertains to the four-stroke single-cylinder engine found
in the HONDA 100cc model. The pistons' design, utilizing SOLIDWORKS software, is followed by
finite element analysis conducted via ANSYS software, specifically, ANSYS WORKBENCH R20.0,
encompassing static structural and steady-state thermal analyses. The simulations utilize operating gas
pressure and material properties coated on the pistons as key parameters. The outcome metrics include
equivalent stress, total deformation, and total heat flux. The comparison of these results aids in
determining the optimal material for piston coating, considering stress and thermal analysis. The findings
are subsequently leveraged to refine piston geometry, to enhance performance.

Web link: http://uet.edu.pk/oric Phone#: 042-99029237

Email: [email protected] 042-99250213 ver. 2.0 (Apr 2024)

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 3. Research Objectives
By taking into account the following objectives research work has been carried out.
1- To design a 3D model of a piston by using SOLIDWORKS software
2- To conduct thermal and static structural analyses of the piston, ANSYS software will be utilized.
3- By changing parameters or the different materials used for the analysis of the piston.

4. Industrial Collaboration
Automotive components are experiencing significant demand in today's market due to their combination
of high performance and affordability. This demand necessitates rapid innovation, development, and
quality control to minimize the time required to launch new products. Research and development
engineers must continuously strive to understand and integrate new technologies into the development
and maintenance of automotive components.
This research project focuses on the design and
analysis of pistons to enhance performance, employing software-based simulations. The aim is to tackle
challenges encountered by the automotive industry, with leading companies like Toyota and Honda
striving to meet market demands. Inside an internal combustion engine, the piston plays a crucial role in
transmitting force from the expanding gas within the cylinder to the crankshaft through the piston rod or
connecting rod. During engine operation, the piston experiences cyclic gas pressure and inertial forces,
exposing it to different stresses that could result in fatigue damage, such as side wear and cracks on the
piston head. Research indicates that the highest stress is concentrated at the upper end of the piston during
engine operation, where stress concentration plays a significant role in contributing to fatigue failure.
Moreover, piston overheating can arise due to a high combustion ratio or the depletion of the oil film
between the piston and cylinder wall. Therefore, selecting high-quality oils with exceptional film strength
is vital. These oils can withstand high temperatures and pressure loads, ensuring optimal performance and
durability in modern high-output engines.

4.1. Why Al-GHS 1300 aluminum alloy and gray cast iron may be used as piston coatings

Al-GHS 1300 aluminum alloy and gray cast iron are both utilized as piston coatings due to their unique
properties and suitability for various applications. Here's why they are commonly chosen:

1. **Wear Resistance**: Both Al-GHS 1300 aluminum alloy and gray cast iron exhibit excellent
wear resistance, essential for prolonging the piston's lifespan under high-pressure conditions.

2. **Thermal Conductivity**: Aluminum alloys, including Al-GHS 1300, boast outstanding thermal
conductivity, aiding in efficient heat dissipation from the piston. This property is vital for preventing
overheating and maintaining optimal engine performance.

3. **Lubrication Retention**: Gray cast iron's porous structure enables it to retain lubrication
effectively, ensuring proper lubrication between the piston and cylinder wall. This feature reduces friction
and wear, enhancing overall engine performance and longevity.

4. **Compatibility**: Both Al-GHS 1300 aluminum alloy and gray cast iron are compatible with
various cylinder wall materials, ensuring seamless integration and reducing the risk of issues such as
galvanic corrosion.

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 5. **Cost-effectiveness**: Aluminum alloys like Al-GHS 1300 offer a cost-effective solution due to
their widespread availability and relatively low cost compared to some high-performance materials. Gray
cast iron also provides a cost-effective option for piston coatings without compromising on quality.

Ultimately, the selection between these materials depends on specific application requirements such as
engine type, operating conditions, and desired performance characteristics. Consulting with experts in the
field can provide valuable insights into choosing the most suitable coating material for a particular
application.

4.1.2. Microscopic properties of Al-GHS 1300 aluminum alloy

Al-GHS 1300 is a specialized aluminum alloy developed for various engineering applications,
including piston coatings. Here are some key microscopic properties of Al-GHS 1300:

1. **Microstructure**: Al-GHS 1300 typically features a fine-grained microstructure characterized

by a uniform distribution of alloying elements. The exact microstructure can vary based on the
specific heat treatment and processing methods employed.

2. **Alloying Elements**: Typical alloying elements present in Al-GHS 1300 comprise copper
(Cu), magnesium (Mg), zinc (Zn), and silicon (Si). These elements play essential roles in enhancing
the material's mechanical and thermal properties.

3. **Phase Composition**: The phase composition of Al-GHS 1300 varies depending on its alloy
composition and processing history. It may consist of different phases such as alpha-aluminum and
intermetallic compounds, contributing to its overall performance and characteristics.

Understanding these microscopic properties is crucial for optimizing the performance and durability
of Al-GHS 1300 aluminum alloy in piston coating applications.

4.1.3. Microscopic properties of gray cast iron

Gray cast iron is a unique iron-carbon alloy characterized by specific microscopic properties:

1. **Microstructure**: Gray cast iron features a distinctive microstructure known as flake graphite
or lamellar graphite. Within this structure, graphite flakes are dispersed throughout a matrix of
ferrite and pearlite phases. The dimensions, morphology, and dispersion of these graphite flakes
can differ depending on casting techniques and cooling speeds.

2 **Graphite Morphology**: In contrast to other cast iron types, graphite in gray cast iron is in
the form of flakes rather than nodules or spheres. These flakes offer excellent lubrication
properties and effectively dampen vibrations, making gray cast iron suitable for applications
where wear resistance and vibration damping are critical.

3 **Matrix Phases**: The matrix surrounding the graphite flakes mainly comprises ferrite (a soft,
ductile phase) and pearlite (a combination of ferrite and cementite). The relative proportions and
arrangement of these phases depend on factors such as carbon content, cooling rate during
solidification, and subsequent heat treatment.

4 **Porosity**: Gray cast iron often contains porosity resulting from gas entrapment during the
solidification process. While this porosity can influence mechanical properties, it also contributes
to desirable characteristics such as good thermal conductivity.

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 5 **Grain Size**: The grain size in gray cast iron tends to be coarse due to slow cooling rates
during solidification, which impacts its overall microstructure and mechanical properties.

Understanding these microscopic properties is essential as they significantly influence various

macroscopic properties like strength, stiffness, wear resistance, thermal conductivity, and damping
capacity exhibited by components made from gray cast iron.

5. Literature Survey
 [1] A. R. Bhagat and Y. M. Jibhakate have researched Thermal Analysis and Optimization of
I.C. Engine pistons using the Finite Element Method. Observations suggest that the
deformation of the piston skirt during operation may lead to the development of cracks on the top
end of the piston head. This problem becomes notably troublesome when the piston lacks
sufficient stiffness. Stress concentration at the top end of the piston exacerbates the deformation,
resulting in the formation of cracks that may propagate along the vertical axis of the piston.
Research suggests that the degree of piston deformation is closely linked to the stress distribution
across the piston. Therefore, to address stress concentration and mitigate deformation, the piston
crown needs to possess adequate stiffness. This stiffness helps minimize piston deformation,
reducing the likelihood of cracks forming on the top end of the piston head.

 [2] Ajay Raj Singh and Dr. Pushpendra Kumar Sharma have researched the Design, Analysis,
and Optimization of Three Aluminum Piston Alloys Using FEA. The researcher concluded
their study by employing the Finite Element Method (FEM) to analyze characteristics like stress
distribution and thermal stresses of three distinct pistons coated with aluminum alloy. They
emphasized the importance of identifying critical areas with maximum stress for necessary
modifications. Utilizing ANSYS 12.1 software, they conducted static and thermal stress analyses.
Through their research, they determined the optimal aluminum alloy material based on the results
of stress analysis. This material selection was driven by the pursuit of optimized stress analysis
outcomes. Subsequently, the findings from the analysis were utilized to refine the geometry of the
piston made from the chosen aluminum alloy, aiming to enhance its performance and durability.

 [3] Ekrem Buyukkaya and Muhammet Cerit have researched the Thermal analysis of a ceramic
coating diesel engine piston using the 3-D finite element method. The researcher's findings
emphasize the significance of closely monitoring and applying the meticulous coating to the
combustion bowl lip of the piston surface, as it experiences the most concentrated temperature.
They observed that opting for materials with lower thermal conductivity leads to a substantial
increase in surface temperature, with an approximate rise of 48% for AlSi alloy and 35% for
steel-coated pistons. This suggests a possible decrease in the cooling requirements of the system.
Additionally, the investigation uncovered that the highest surface temperatures of the base metal
of the coated piston were 261°C for AlSi and 326°C for steel. The researcher highlighted that
conventional metal materials exhibit varying structural behaviors, which are adversely affected by
temperature fluctuations. However, by applying a ceramic coating, properties such as strength
and deformation of the materials can be enhanced, offering potential performance improvements
and increased durability.

 [4] Muhammet Cerit and Mehmet Coban have researched Temperature and thermal stress
analyses of a ceramic-coated aluminum alloy piston used in a diesel engine. The research
findings establish a direct relationship between coating thickness and thermal stress, with stress
levels escalating in proportion to thicker coatings on the substrate (SUBS). The bonding layer

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 undergoes the highest tangential stress, resulting in the spalling of the ceramic layer, almost twice
the value of the maximum tangential stress on the substrate. This underscores how heat transfer
efficiency is enhanced with greater coating thickness. When comparing stress values obtained
from Finite Element Analysis (FEA) with the mechanical properties of the aluminum alloy and
zirconia material, it becomes apparent that the calculated stress values consistently stay below the
allowable stress values of the materials. This indicates that the selected materials can endure the
stresses generated during operation, ensuring the structural integrity and reliability of the coated
piston.

 [5] S.Girish V Satya Sai Vara Prasad, K.L.Kishore have researched the EFFECT OF
CERAMIC COATINGS ON pistons using FEA to provide the optimized results of the piston
to determine the optimal material, for coating and optimized geometry. The researcher concluded
that aluminum exhibits superior characteristics in terms of thermal error and stress distribution.
Additionally, its lightweight nature contributes to maximizing the mechanical efficiency of the
engine. While Al2O3 and zirconia coatings were both applied and analyzed to determine the most
suitable option, the analysis revealed that Al2O3 demonstrates favorable thermal behavior.
However, it may not be as durable due to its heavy displacement and stress distribution values.
Considering these factors, the researcher recommends the use of zirconia instead of Al2O3,
despite its lower thermal capabilities. Zirconia is preferred for its ability to withstand stress and
displacement more effectively, thus offering greater longevity and reliability in practical
applications

 [6] V. Esfahan Ian, A. Javaheri, and M. Ghaffar pour have researched Thermal analysis of an SI
engine piston using different combustion boundary condition treatments. This study
evaluates the heat transfer from the piston crown to the engine through various calculation
methods. Three different approaches for establishing the constraint at the interface of combustion
are utilized. It's also observed that employing a temporary boundary condition is considerably
requiring a substantial time investment and doesn't significantly influence the outcomes of
analyzing piston thermal properties within the context of engineering approximations.
Furthermore, implementing a time-varying temperature boundary condition for the piston
throughout the engine's cycle has no significant effect on the results of combustion analysis.

 [7] X.F. Liu, Y. Wang, and W.H. Liu have researched Finite element analysis of thermo-
mechanical conditions inside the piston of a diesel engine to provide the analysis of fatigue-
damaged pistons & rings. Different automobile pistons are studied. Thus, Damage to the piston
starts at the pinhole sand skirt, crown, and rings. In his research work, he showed fatigue damage
of pistons Thermal and structural damages are shown and analysis is done. They have given the
results as “The primary conclusion drawn from this research is that fatigue alone isn't solely
accountable for the majority of damaged pistons; however, it remains a significant concern for
piston manufacturers.

5.1 DESIGN CALCULATIONS OF PISTON

Below are the design calculations for various parameters of the piston, each expressed with their
respective formulas:

1. **Efficiency**:

Efficiency is calculated by dividing the brake power (B.P) by the indicated power (I.P).

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2. **Brake Power**:

B.P = (2πN) / 60

Where N = rpm of the engine crankshaft

3. **Indicated Power**:

I.P = B.P / Efficiency

I.P = PLAN / 2

Here, P represents the mean effective pressure in N/m², L denotes the stroke length in meters, A indicates
the area of the cross-section of the cylinder in square meters, and N stands for the rpm (revolutions per
minute) of the engine crankshaft.

4. **Thickness of Piston Head**:

th= √ (3pD² / 16σ - t)

In this context, D represents the cylinder bore diameter, and P signifies the maximum gas pressure in
N/mm².

5. **Thickness of Piston Barrel at the Top End (t1) **:

t1 = D * √ (3 * Pw / sp)

Where D = piston diameter, P signifies the maximum gas pressure in N/mm².

6. **Thickness of Barrel at Open End (t2) **:

t2 = 0.7 * t1 to t1

7. **Maximum Thickness of Piston Barrel (t3) **:

t3 = 0.03 * D + t1 + 4.9

8. **Compression or Pressure Piston Ring Radial Width (b1) **:

b1 = th to 1.2 * th

Where th = thickness of the piston head

9. **Oil Control Piston Ring Radial Width (b2) **:

b2 = 0.7 * t2 to t

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Where t2 = thickness of the barrel at the open end

10. **Piston Skirt**:

The overall length of the piston (L) equals the sum of the length of the piston skirt (L S), the length of the
ring section (LR), and the top land.

LS = 0.65 to 0.8 * D

LR = 7 * b

Length of piston = 1 to 1.5 * D

11. **Piston Pin**:

Bearing load = pb1 * d0 * l

Here, d0 represents the outside diameter of the piston pin, l denotes the length of the pin bush of the small
connecting rod, and pb1 stands for the bearing pressure at the small end of the connecting rod.

d0 = pb1* l1

The mean diameter of the piston bosses = 1.4 * d0

These calculations are crucial for ensuring the efficiency, reliability, and proper functioning of the piston
within the engine system.

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6. Methodology

a. Detailed description of how research will be conducted

A. The piston is designed on the given parameters which are based on the design formulae and
empirical relations.
B. By using SOLIDWORKS software we made a 3D piston
C. By using ANSYS meshing and analysis of the piston is done.
D. The structural analysis and steady-state thermal analysis are analyzed by applying stress-coated
pistons with different materials.
E. Comparison is made between the three materials in terms of stresses, deformation, heat flux, and
directional

b. Experimentation
The procedure for designing pistons typically involves the following steps:

1. Determining the thickness of the piston head (t H).

2. Calculating the heat flow through the piston head (H).
3. Establishing the radial thickness of the ring (t1).
4. Determining the axial thickness of the ring (t2).
5. Specify the width of the top land (b1).
6. Defining the width of other ring lands (b2).

These points are integral to the design process and are essential for ensuring optimal performance and
reliability of the piston in an engine system.

C. Experimental setup

3-D model of piston

We designed a 3D model of the piston in SolidWorks software with obtained dimensions of the piston in
an analytical way.

The meshing of the piston model

Once the material characteristics have been selected, the piston model undergoes mechanical analysis.
This involves the entire body of the piston model being mechanically opened and subjected to meshing
procedures.

Static structural analysis

In static structural analysis, various boundary conditions such as pressure and supports are applied to the
model. Specifically:

- A pressure of 500N is applied at the head of the piston.

- A frictionless support is applied to the pinhole.
- Fixed supports are applied at the edges of the piston pinhole.

Steady-state thermal analysis

The boundary conditions applied on the piston are,
 Temperature 2500℃ is on the piston head.
 The convection parameter is applied 25W/m2℃

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d. Results expected and Method for Analysis
Through experimentation, we aim to determine the maximum equivalent stress, maximum total
deformation, maximum total heat fluxes, and maximum directional heat flux. These parameters will guide
us in identifying the most suitable material for coating the piston, ensuring optimal structural and thermal
performance.

7. Research Outcomes and Deliverables

 The design process for pistons often relies on iteration, requiring numerous iterations to ensure
safety and validate models against allowable limits. An alternative approach is to utilize Design
of Experiments (DOE) concepts to optimize the design more efficiently. The process can be
implemented within Ansys Workbench, where piston design is initiated using software like Catia
or Design Modeler, utilizing parametric modeling options. Design Points (DP) are established,
and optimization is conducted within the Workbench, focusing on desired outputs such as
deformations and stress while adhering to specified limits. This streamlined approach can lead to
better-optimized parameters in a shorter timeframe compared to traditional iterative methods.
 Scientists may have looked into how coating of piston with material can improve the performance
of the piston by enhancing static structural and steady-state thermal parameters. This might result
in more durable and effective pistons.
 Research findings may provide an understanding of how the designing of pistons, including
structural behavior and heat changes, and increase of fatigue characteristics, can affect the
surface integrity of pistons.
 Future developments might entail investigating how pistons can endure immense pressure
while remaining lightweight to withstand inertial forces. Additionally, they should effectively
seal the cylinder to optimize engine performance.
 Advancements could have been made in using computational modeling and simulation to
predict and optimize the effects of structural behavior on piston performance and durability.
 Research outcomes might include the development of new abrasive media and compounds
tailored for specific piston materials and finishing goals.

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 8. Research Timetable

2023-2024 Dec- Jan- Feb- Mar- Apr- May- Jun- Jul- Aug--
2023 2024 2024 2024 2024 2024 2024 2024 2024
Introduction

Literature

Methodology

Data Collection

Analysis

Conclusion

Final Submission

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9. References

1. A. R. Bhagat, Y.M. Jibhakate., "Thermal Analysis And Optimization Of I.C. Engine Piston Using
Finite Element Method." International Journal of Modern Engineering Research (IJMER) Vol.2,
Issue.4, July-Aug 2012 pp-2919-2921 ISSN: 2249-6645.

2. Ajay Raj Singh, Pushpendra Kumar Sharma, "Thermal Analysis And Optimization Of I.C. Engine
Piston Using Finite Element Method". International Journal of Modern Engineering Research
(IJMER) ISSN: 2248-9622, Vol. 4, Issue 1( Version 3, January 2014, pp.94-102.

3. Ekrem Buyukkaya, Muhammet Cerit, "Thermal analysis of a ceramic coating diesel engine
piston using 3-D finite element method". Applied Thermal Engineering 26 (2006) 277–
287.Elsevier.

4. Muhammet Cerit, Mehmet Coban, "Temperature and thermal stress analyses of a ceramic-coated
aluminum alloy piston used in a diesel engine". International Journal of Thermal Sciences 77
(2014) 11e18 Elsevier.

5. S. Girish V Satya Sai Vara Prasad, K.L. Kishore, "Effect of Ceramic Coatings on Piston using
FEA". International Journal of Research and Innovation. IJRIME

6. V. Esfahanian, A.Javaheri, M.Ghaffarpour, Thermal analysis of an SI engine piston using different

combustion boundary condition treatments.Science Direct 202 (2007) 398–402 ELSEVEIR.

7. X.F. Liu, Y. Wang, W.H. Liu, Finite element analysis of thermo-mechanical conditions inside the
piston of a diesel engine. S1359-4311(16)33455-X Applied Thermal Engineering, 10 March
2017.

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 10. Comments of Supervisor

Signature of Supervisor Signature of Student

Univ No: AME/MS – Dated: -2024

The above proposal duly recommended by the Departmental Postgraduate Studies and
Research Committee in its meeting held on ____________________ is forwarded to the Director ORIC
for obtaining approval from the Worthy Vice-Chancellor.

___________________________ ______________________________

Dean Director

Faculty of Mechanical Engineering Automotive Engineering Centre

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