A

MAJOR PROJECT REPORT

On
THERMAL ANALASYS OF PISTON
A Dissertation submitted in partial fulfillment of the academic
Requirements for the award of the degree of
Bachelor of Technology
In
Mechanical Engineering
By
NAME ROLL NUMBER
P. PRAKASH 18D45A0354
G. ANILKUMAR 18D45A0356
CH. SUSHMA 18D45A0337
V. KUMAR 17D41A03B8

Under the esteemed guidance of

MR.AC RAGHU KISHORE YADAV
Asst.PROFESSOR

Department of Mechanical Engineering

SRI INDU COLLEGE OF ENGINEERING &TECHNOLOGY
(An Autonomous Institution under UGC, New Delhi)
Sheriguda, Ibrahimpatnam, R.R.District, 501510
2018-21

i
 SRI INDU COLLEGE OF ENGINEERING &TECHNOLOGY
(An Autonomous Institution under UGC, New Delhi)
Sheriguda, Ibrahimpatnam, R.R.District, 501510

DEPARTMENT OF MECHANICAL ENGINEERING

CERTIFICATE

This is to certify that the project work"THERMAL ANALASYS OF PISTON"that is

being submitted by P. PRAKASH (18D45A0354), G. ANILKUMAR (18D45A0356),
CH.
SUSHMA (18D45A0337), V. KUMAR (17D41A03B8) in partial fulfillment of the
academic requirements for the award of Bachelor of technology in mechanical, submitted
to the Department of Mechanical Engineering, Sri Indu College of Engineering &
Technology, Hyderabad during the period 2020-21.

Internal Examiner HOD, Dept of

Mr. Pramod reddy M. Srinivas Rao
Asst. Professor Asst. Professor
SICET SICET

Coordinator External Examiner

 DECLARATION

This is to certify that work reported in the present thesis titled “THERMAL
ANALYSIS OF A PISTON” done by me.
No part of thesis is copied from books/journals/internet and where the
portion is taken the same has been duly referred in the test. The reported work
is based on the technical seminar presented by me and not copied from the other
source.

Signature of candidate

1………...........................
 Acknowledgment
With great pleasure we want to take this opportunity to express our heartfelt gratitude to all
the people who helped in making this project work a grand success.
We are grateful to Mr. Pramod Reddy for his valuable suggestions and guidance
given by him during the execution of this paper work.
First of all, we would like to thank Mr. Srinivas Rao, Head of the Department of
Mechanical Engineering, for being moral support throughout the period of our study in
SICET.
We are highly indebted to Principal Prof.Dr.P.Mallesham, for giving us the
permission to carry out this project.
We would like to thank the Teaching & Non- teaching staff of Department of
Electrical & Electronics Engineering for sharing their knowledge with us.
Last but not the least; we express our sincere thanks to Mr. R. Venkat Rao,
Secretary, Sri Indu group of institutions, for his continuous care towards our achievements.

P. Prakash 18D45A0354
G. Anilkumar 18D45A0356
CH. Sushma 18D45A0337
V. Kumar 17D41A03B8
 ABSTRACT

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. The piston
transforms the energy of the expanding gasses into mechanical energy. The piston rides in
the cylinder liner or sleeve. Pistons are commonly made of aluminum or aluminum alloy
alloys.
The main aim of the project is to design a piston for 1300cc diesel engine for three
materials cast iron, Aluminum alloy and Carbon epoxy. The deigns of the piston are
modeled using CREO parametric software.
The designs are evaluated by structural and thermal analysis by applying pressures and
temperatures respectively.
The result is evaluated by checking the stress, displacement and thermal flux to decide the
best design of the piston best material of the piston.

Structural and Thermal analysis are done in ANSYS software.

 CONTENTS

S.NO TITLE PAGE NO.

CHAPTER 1: INTRODUCTION TO PISTON.........................................................1
1.1 CONSTRUCTION OF PISTON.......................................................2
1.2 MATERIAL OF THE PISTON........................................................2
1.3 DESIGN OF PISTON.......................................................................3
1.4 PISTON DESCRIPTION..................................................................6
1.5 PARTS INSIDE THE PISTON.........................................................7
1.5.1 PISTON RINGS ARE TWO TYPES.............................................7
1.6 DIFFERENT TYPES OF PISTONS.................................................8
1.7 MATERIALS FOR MANUFACTURING PISTONS......................8
1.8 ALLUMINUM ALLOY....................................................................9
1.9 PROPERTIES OF ALLOY...............................................................9
CHAPTER 2: LITERATURE REVIEW......................................................................10
2.1 DESIGN AND ANALYSIS OF I.C ENGINE USING CATIA......................10
2.2 DESIGN AND ANALYSIS OF PISTON COMMPOSITE MATERIAL.......10
2.3 DESIGN AND ANALYSIS OF PISTON SIC COMPOSITE MATERIAL. . .10
2.4 DESIGN AND ANALYSIS OF PISTON OF IC ENGINE.............................11
2.5 DESIGN AND ANALYSIS OF THE PISTON BY COMPOSITE.................11
2.6 DESIGN CALCULATIONS OF PISTON........................................12
2.7 SPECIFICATION..............................................................................16
CHAPTER 3: INTRODUCTION TO CAD...................................................................18
3.1 INTRODUCTION OF CAD.............................................................................18
CHAPTER 4: INTRODUCTION TO CREO................................................................19
4.1 ADVANTAGES OF CREO PARAMETRIC SOFTWARE............................20
4.2 CREO PARAMETRIC MODULES..................................................21
CHAPTER 5: INTRODUCTION TO FEA....................................................................27
CHAPTER 6: INTRODUCTION TO ANSYS...........................................................28
6.1 STRUCTURAL ANALYSIS...........................................................................28
6.2 ANSYS MECHANICAL.................................................................................28
6.3 FLUID DYNAMICS........................................................................................28
6.4 STATIC ANALYSIS OF DIESEL ENGINE PISTON...................................29
6.5 SAVE CREO MODEL AS.IGES FORMAT...................................................29
6.6 MATERIAL - CAST IRON..............................................................................32
6.7 MATERIAL - ALUMINUM ALLOY.............................................................33
6.8 MATERIAL - CARBON EPOXY....................................................................35
6.9 MODEL ANALYSIS OF DIESEL ENGINE PISTON...................................37
6.10 MATERIAL - CARBON EPOXY..................................................................40
6.11 THERMAL ANALYSIS OF DIESEL ENGINE PISTON.............................42
6.12 MATERIAL - ALUMINUM ALLOY...........................................................43
6.13 MATERIAL - CARBON EPOXY..................................................................44
CHAPTER 7: RESULT TABELS................................................................................45
7.1 STATIC ANALYSIS.......................................................................................45
7.2 MODAL ANALYSIS.......................................................................................45
7.3 THERMAL ANALYSIS.................................................................................45
7.4 GRAPHS..........................................................................................................46
7.5 STRESS...........................................................................................................46
7.6 STRAIN............................................................................................................47
CONCLUSION...........................................................................................................48
BIBLOGRAPHY.......................................................................................................49
 LIST OF FIGURES

FIG .NO FIG.TITLE PAGE NO

1.1 DESIGN OF PISTON....................................................................1

1.1 PISTON BOWL..............................................................................2
1.4 PISTON COMPONENTS...............................................................3
4.2 3D MODEL....................................................................................22
4.2 2D MODEL....................................................................................22
4.2 AXIS DESIGN OF PISTON.........................................................23
4.2 2D - MODEL OF PISTON.............................................................23
4.2 ANSYS OF PISTON GEOMETRY..............................................30
4.2 GEOMETRY OF PISTON............................................................30
6.5 ANSYS OF STRUCTURAL PISTON..........................................30
6.6 MATERIAL-CAST IRON.............................................................32
6.7 MATERIAL-ALLUMINUM ALLOY............................................34
6.8 MATERIAL-CARBON EPOXY....................................................35
6.8 VON-MISES STRAIN..................................................................36
6.9 MATERIAL-CAST IRON TOTAL DEFORMATION................37
6.9 TOTAL DEFORMATION............................................................38
6.10 DEFORMATION.........................................................................39
6.11 MATERIAL-CARBON EPOXY DEFORMATION..................40
6.11 TOTAL DEFORMATION..........................................................41
6.12 THERMAL ANALYSIS OF DISEL ENGINE...........................42
6.13 MATERIAL-ALLUMINUM ALLOY.........................................43
 TABLES

TABLE NO TITLE PAGE NO:

7.1 STATIC ANALYSIS.........................................................................45

7.2 MODEL ANALYSIS........................................................................45

7.3 THERMAL ANALYSIS....................................................................45

GRAPH

GRAPH NO TITLE PAGE NO:

7.4 DEFORMATION.............................................................................46

7.5 STRESS.....................................................................46

7.6 STRAIN............................................................................................47
 THERMAL ANALYSIS OF PISTON

CHAPTER 1
INTRODUCTION TO PISTON

In every engine, piston plays an important role in working and producing results. Piston
forms a guide and bearing for the small end of connecting rod and also transmits the force
of explosion in the cylinder, to the crank shaft through connecting rod.
The piston is the single, most active and very critical component of the automotive engine.
The Piston is one of the most crucial, but very much behind-the-stage parts of the engine
which does the critical work of passing on the energy derived from the combustion within
the combustion chamber to the crankshaft. Simply said, it carries the force of explosion of
the combustion process to the crankshaft.

Apart from the critical job that it does above, there are certain other functions that a piston
invariably does -- It forms a sort of a seal between the combustion chambers formed within
the cylinders and the crankcase. The pistons do not let the high-pressure mixture from the
combustion chambers over to the crankcase.

Dept of MECH SICET Page1

 Fig.1
1.1 Construction of Piston: -
Its top known by many names such as crown, head or ceiling and thicker than bottom
portion. Bottom portion is known as skirt. There are grooves made to accommodate the
compression rings and oil rings. The groove, made for oil ring, is wider and deeper than the
grooves made for compression ring. The oil ring scraps the excess oil which flows into the
piston interior through the oil return holes and thus avoiding reaching the combustion
chamber but helps to lubricate the gudgeon pin to some extent. The diameter of piston
always kept smaller than that of cylinder because the piston reaches a temperature higher
than cylinder wall and expands during engine operation. The space between the cylinder
wall and piston is known as piston clearance. The diameter of the piston at crown is slightly
less than at the skirt due to variation in the operating temperatures. Again, the skirt itself is
also slightly tapered to allow for unequal expansion due to temperature difference as we
move vertically along the skirt the working temperature is not uniform but slightly
decrease.
 Fig.2
1.2 Materials for the Piston: -
Aluminum alloy, Carbon epoxy and Cast iron etc. are the common materials used for piston
of an Internal Combustion Engine. Aluminum alloy pistons are not suitable for high-speed
engines due its more weight. These pistons have greater strength and resistance to wear.
The Carbon epoxy Piston is lighter in weight and enables much lower running temperatures
due to its higher thermal conductivity. The coefficient of expansion of this type of piston is
about 20% less than that of pure aluminum piston but higher than that of aluminum alloy
piston and cylinder wall. To avoid seizure because of higher expansion than cylinder wall,
more piston clearance required to be provided. It results in piston slap after the engine is
started but still warming up and tends to separate the crown from the skirt of the piston.
Cutting a vertical slot will avoid this disadvantage. This slot helps in taking up thermal
expansion and so the overall diameter of the piston is not required to be so reduced as to
obstruct the safe operation between the cylinder walls and the pistons.
To increase the life of grooves and to reduce the wear a ferrous metal rings are inserted in
the grooves of high-speed engines.
1.3 Design of Piston: -
A piston does the dirty work of actually taking the brunt of the force of explosion arising of
the combustion of the fuel and passes it onto the crankshaft (the big, heavy part of an
engine that rotates due to the movement of the piston). It takes a tremendous amount of
pressure (about 1000 Psi) notwithstanding the severe heat that it has to take.
Now, when designing pistons, the weight is a serious determining factor. Imagine the
scenario -- on one hand you would need the pistons to be able to pick up all that heat and
pressure, but on the other hand, you still want it light. Material sciences come to the rescue
again with aluminum leading the pack for the choice -- with its favorable strength-to-
weight ratio; the fact that it is easily machinable, has a great thermal conductivity (can
transfer heat quickly) and most importantly, it is light weight, aluminum is the choice
material for making pistons today.

However, the big brother aluminum alloy is also used for the construction of pistons for the
above-mentioned reasons, except that it is heavy and hence is used for limited applications
-
- like slow-speed engines and the like.

You could have taken an intelligent guess as to what would happen when you realize that
solids expand when heated; so, when the piston takes so much of heat; it does have to
expand, doesn’t it? When it does, won’t it be stuck within the cylinder? Won’t your engine
cough-up and stall? The resounding answer is NO, because the piston is built in such a way
that allows for this expansion. From the picture above, you would realize that the crown
(head of the piston) takes heat and hence expands more than the other parts of the piston.
So, this area, the upper part of the piston, is machined to a diameter slightly lesser than the
rest of the piston (the skirt, mainly).

Yet another way of controlling the piston’s expansion is cut a slot into the skirt (the main
body of the piston). So, when the piston heats, up the skirt simply closes itself due to the
metal expansion and prevents the piston to expand outwards and touch the cylinder. In
order to reduce wear and increase the life of piston grooves in high speed engines, a ferrous
rings metal are inserted into the grooves.

The piston rings, which are also called as compression rings are fit closely in the grooves
provided in the piston. These rings are worn out before the wearing of the piston and
cylinder wall. Hence by replacing the same, we can avoid replacement of piston or
cylinder. The leakage of the high temperature gases produced during power stroke in the
combustion
chamber is prevented by piston rings. The piston rings form an effective seal and at the
same time transmit heat from crown to the cylinder walls and hence keep the temperature
within There should be at least two piston rings in each piston of internal combustion
engine. The higher capacity engines, there are four or even six piston rings have been used.
The number of rings is depending upon the capacity and size of the
I.C.Engine. In order to achieve the effective seal against lubricating oil and high-pressure
gases leakage, a great pressure must be exerted, by each ring on the cylinder walls. To
produce this effect, the rings are made slightly larger in the diameter than that of cylinder
bore and cutting small gap which is partly narrowed when the ring is fitted. The end gap in
the piston ring provides flexibility to the ring and the same time allowing for
thermal expansion. There are another rings used in piston grooves, called as, Oil Scraper
Rings. The function of these rings is, only as much quantity of the oil as it just sufficient to
maintain proper lubrication is allowed to reach the skit. The excess oil which would have
leaked in the combustion chamber without serving any useful purpose and rather leading to
carbonizationis scraped off by the oil scraper ring.
While mounting the piston rings over the piston, a great care should be taken to ensure that
the gaps of various rings should not fall in the same vertical line.
The piston rings of internal combustion engines are made in various sections such as,
standard,tapered,grooved,wedge and L shape. Whereas oil scraper rings are made
as,narrow,wide,tapered,and,six,segment,cord,section.
The aluminum alloy along with 2.5% silicon will provide a good wear resistance to piston
ring. In case of passenger cars, the piston rings are usually plated with Chromium Tin or
Cadmium. The plating reduces the rate of cylinder wear and hence increases the life of
internal combustion engine.
The piston engine was first proposed by R.P. Pescara and the original application was a
single piston air compressor. The engine concept was a topic of much interest in the period
1930- 1960. These first-generation piston engines were without exception opposed piston
engines, in which the two pistons were mechanically linked to ensure symmetric motion.
Piston engines provided some advantages over conventional technology, including
compactness and a vibration-free design. The first successful application of the piston
engine concept was as
air compressors. In these engines, air compressor cylinders were coupled to the moving
pistons, often in a multi-stage configuration. Some of these engines utilized the air
remaining in the compressor cylinders to return the piston, thereby eliminating the need for
a rebound device. Piston air compressors were in use because it has advantages of high
efficiency, compactness and low noise and vibration After the success of the piston air
compressor. A number of piston gas generators were developed, and such units were in
widespread use in large-scale applications such as stationary and marine power plants).
High operational flexibility, and excellent part load performance has been reported for such
engines.
1.4 PISTON DESCRIPTION

Pistons move up and down in the cylinders which exerts a force on a fluid inside the
cylinder. Pistons have rings which serve to keep the oil out of the combustion chamber and
the fuel and air out of the oil. Most pistons fitted in a cylinder have piston rings. Usually
there are two spring-compression rings that act as a seal between the piston and the
cylinderwall, and one or more oil control ring s below the compression rings. The head of
the piston can be flat, bulged or otherwise shaped. Pistons can be forged or cast. The shape
of the piston is normally rounded but can be different. A special type of cast piston is the
hypereutectic piston. The piston is an important component of a piston engine and of
hydraulic pneumatic systems. Piston heads form one wall of an expansion chamber inside
the cylinder. The opposite wall, called the cylinder head, contains inlet and exhaust valves
for gases. As the piston moves inside the cylinder, it transforms the energy from the
expansion of a burning gas usually a mixture of petrol or diesel and air into mechanical
power in the form of a reciprocating linear motion. From there the power is conveyed
through a connecting rod to a crankshaft, which transforms it into a rotary motion, which
usually
 Fig.3
Drives a gearbox through a clutch. Components of a typical, four stroke cycles, DOHC
piston engine. (E) Exhaust camshaft, (I) Intake camshaft, (S) Spark plug, (V) Valves, (P)
Piston,
(R) Connecting rod, (C) Crankshaft, (W) Water jacket for coolant flow.
1.5 PARTS INSIDE THE PISTON

1.Piston head or crown: - The piston head or crown may be that convex or concave
depending upon the design of combustion chamber.
a. It with stands the pressure of gas in the cylinder.
b. The selection of piston crown primarily depends upon the requirement of
values for the combustion chamber.

2. Piston rings: - These are used to seal the cylinder in order to prevent hatiage of the gas
past the piston.
a. To act as passage of heat flow from piston crown to the wall of the cylinder.
b. To act as a lubricating oil controller on the cylinder wall so
as to minimize wear.
c. To absorb some part of the piston due to side thrust.
d. The material for piston rings is usually aluminum alloy & alloy cast
 iron due to their good wearing qualities & also they retain the spring
characteristics ever at high temperatures.

1.5.1 Piston Rings Are Two Types :-

1. Compression rings --- >a. Sealing of the combustion gas.
b. Heat transfer from piston crown to the
cylinder wall.
2. Oil control rings------> to prevent excessive oil from
Passing through the end gap of rings and
between the cylinder wall & the ring face.
1.6 Different Types of Pistons
Various types of pistons are employed on different engines. This is because each type
fulfils some specific requirements on a particular engine. Some pistons have complex head
formation, some have specially formed skirts, and other have geometrical peculiarities.
Based on various considerations, the pistons may be categorized as follows.
1. On the basis of head formation:
a. Deflector head piston
b. combustion chamber type piston
c. Domed and depression headed
piston. 2.On the basis of skirt profile:
a. Slipper piston
b. Cutway piston
3.On the basis of skirt piston:
a. solid skirt piston
b. split skirt piston

4.On the basis of other specialties:

a. Cam ground piston
b. Taper piston
1.7 Materials for Manufacturing Pistons
Aluminum alloys give light pistons and for better heat dissipation, aluminum
alloys are the ideal materials due to their very high thermal conductivity. Aluminum is 3
times lighter than aluminum alloy. Its strength is good at low temperatures but is loses
about 50% of its strength at temperatures above about 320c. Its expansion is about 2 ½
times that of aluminum alloy and the resistance to abrasion is low at high temperatures.
However, these disadvantageous properties of aluminum have now been ever come by
alloying it with other materials and by developing advanced designs of pistons. The split
skirt, T-sotted as well as cam ground, oval sectioned pistons made from aluminium alloys
are mostly used which can be tightly fitted into the cylinder born to eliminate “piston slap”.
A coating of aluminium oxide or tin on aluminium alloys pistons has been found to be
protective against “scuffing” or “partial seizure” during running in after overhaul.
(a) For a aluminum alloy piston the temperature at the centre of the piston
head (Tc) is about 425c to 450c under full load conditions and the
temperatures at the edges of the piston head (Tb) is about 200c to 225c.
(b) For aluminium alloy piston, Tc is about 260c to 290c and Te
is about 185c to 215c.
Since the aluminium alloys are about*** three times lighter than aluminum alloy ,
Therefore its mechanical strength is good at low temperatures, but they lose their
strength(about 50%) at temperatures above 325c.
1.8 ALUMINUM ALLOY: - It is obtained by remeltingmigiron with coke and furnaces by
the definition aluminum alloy is an alloy and iron and carbon containing more 2% of
carbon. It contains carbon -3.0-4.0%
Siliver-1.0-3.0%
Manganes-0.5-1.0%
Sulphur-upto0.1%
Phosphors-upto0.1%
Iron -remainder.
 THERMAL ANALYSIS OF PISTON

1.9 PROPERTIES OF ALUMINUM ALLOY: -

1. It is brittle material.
2. Good casting
3. High compressive strength.
4. High wheel resistance.
5. Poor machineability
6. Tensile strength -100 to 200mpa
7. Compressive strength-400 to 1000mpa

Dept of MECH SICET Page

12
 CHAPTER 2
LITERATURE REVIEW
2.1 DESIGN AND ANALYSIS OF I.C. ENGINE PISTON AND PISTON-RING
USING CATIA AND ANSYS SOFTWARE
In this present work a piston and piston ring are designed for a single cylinder four stroke
petrol Engine using CATIA V5R20 software. Complete design is imported to ANSYS 14.5
software then analysis is performed. Three different materials have been selected for
structural and thermal analysis of piston. For piston ring two different materials are selected
and structural and thermal analysis is performed using ANSYS 14.5 software. Results are
shown and a comparison is made to find the most suited design.

2.2 DESIGN AND ANALYSIS OF I.C. ENGINE PISTON AND PISTON-RING ON

COMPOSITE MATERIAL USING CREO AND ANSYS SOFTWARE
In this Paper the stress distribution is evaluated on the four stroke engine piston by using
FEA. The finite element analysis is performed by using FEA software. The couple field
analysis is carried out to calculate stresses and deflection due to thermal loads and gas
pressure. These stresses will be calculated for two different materials. The results are
compared for all the two materials and the best one is proposed. The materials used in this
project are aluminium alloy, and SiC reinforced ZrB2 composite material. In this project
the natural frequency and Vibration mode of the piston and rings were also obtained and its
vibration characteristics are analyzed. With using computer aided design (CAD), CREO
software the structural model of a piston will be developed. Furthermore, the finite element

2.3 Design and Analysis of Piston by SiC Composite Material

In an engine the purpose of the piston is to transfer force from expanding gas in the
cylinder to the crank shaft via a piston rod. Piston has to endure the cyclic gas pressure and
the inertial forces at work, and this working condition may cause the fatigue damage of the
piston such as piston side wear, piston head cracks and so on. Usually, the pistons are made
of Aluminum for lightweight, thermal conductivity. But it has poor hot strength and high
coefficient of
expansion makes it less suitable for high temperature applications. In this project,
Aluminum Silicon Carbide (AlSiC), an aluminum matrix composite is used as an
alternative for aluminium. A 3D model was made using CREO and Structural and thermal
analysis was done on ANSYS 14. Compared to Aluminium, AlSiC has better abrasion
resistance, creep resistance, dimensional stability, exceptionally good stiffness-to-weight
and strength-to- weight ratios and better high temperature performance. Fabrication of
piston using AlSiC is also easier than using Aluminium.

2.4 DESIGN AND ANALYSIS OF PISTON OF INTERNAL COMBUSTION

ENGINE ON DIFFERENT MATERIALS USING CAE TOOL ANSYS
In this study work the analysis of the piston consists of mainly design and analysis. Design
the model of the piston in giving design specification on the modeling like PRO-E. Then
giving it the constrains which are act on the working condition of the piston after the model
of the piston into the analysis software ANSYS in IGES format. Then the analysis becomes
completed on the different parameters (temperature, stress, deformation) and easily analysis
the result. The different material Al alloy 4032, AISI4340 Alloy Cast & Titanium Ti-6A1-
4V.

2.5 DESIGN AND ANALYSIS OF THE PISTON BY USING COMPOSITE

MATERIALS
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 Piston that transfer the
combustive gases power to the connecting rod. To improve the efficiency of the engine
there is a need to study about the piston. Pistons that are usually made up with alloy cast
iron s that show the grate resistant against thermal loads and structural loads. In the project
we design a piston by using solid works 2016 design software and we did the structural
load analysis and thermal analysis by applying various materials such as composites on
piston in ansys workbench software.
2.6 DESIGN CALCULATIONS OF PISTON
Pressure Calculation
Suzuki GS 150 R specifications
Engine type: air cooled 4-stroke SOHC
Bore × 𝑠𝑡𝑟𝑜𝑘𝑒(𝑚𝑚) = 57 × 58.6
Displacement =149.5CC
Maximum power = 13.8bhp @8500rpm
Maximum torque = 13.4Nm @ 6000 rpm
Compression ratio =9.35/1
𝑘𝑔
Density of petrol 𝐶 𝐻 = 737.22 𝑎𝑡 60𝐹
8 18
𝑚3

= 0.00073722 kg/cm3
= 0.00000073722 kg/mm3

T = 60F =288.855K =15.550C

Mass = density × 𝑣𝑜𝑙𝑢𝑚𝑒
m = 0.00000073722× 149500
m = 0.11kg
molecular cut for petrol 144.2285 g/mole
PV = mRT
𝑚𝑅𝑇 0.11×8.3143×288.555 263.9
P= 𝑉 = 0.11422×0.0001495 = 0.00001707

P = 15454538.533 j/m3 = n/m2

P =15.454 N/mm2
𝑇𝑛𝑐
Mean effective pressure = × 2𝜋
𝑉𝑑
𝑃𝑚
13.4×2×2×3.14
= 149.5

= 1.12
𝑃𝑚×𝑙×𝐴×𝑛 𝑃𝑚×𝑙×𝜋×𝐷2×𝑛 1.12×58.6×3.14×572×4
Indicated power IP = 60 = 60 = 4×60 = 11217.05 𝑘𝑤
 2𝜋×6000×13.4
Brake power BP = 2𝜋𝑁𝑇 = = 8415.2
60 60
Mechanical efficiency 𝜂 𝐵𝑃 8415.2 = 0.75 = 75%
𝑚𝑒𝑐ℎ = 𝐼𝑃 = 11217.05

Material – Carbon epoxy A360

Temperature at the center of piston head Tc = 2600c to 2900c
Temperature at the edge of piston head Te = 1850c to 2150c
Maximum gas pressure p = 6N/mm2
Bore or outside diameter of piston = 57mm

1. Thickness of piston head

𝟑𝒑𝑫𝟐
th =√ 𝟏𝟔𝝈𝒕

at = 317Mpa

𝟑×𝟏𝟓.𝟒𝟓𝟒×𝟓𝟕𝟐
𝟏𝟔×𝟑𝟏𝟕
th = √

th = √𝟐𝟗. 𝟔𝟗𝟖𝟑

= 5.45mm or
Considering heat transfer
ℎ
th = ( )
12.56𝑘(𝑡𝑐−𝑡𝑒)

heat conductivity force = 174.75w/m/0c

Tc-Te = 750c
H = C HCV m B.P(in KW)
C = constant = 0.05
HCV = 47 103KJ/kg for petrol
m = mass of fuel for brake power per second
 BP = brake power
H = C HCV× ( 𝑚
𝐵𝑃
) × 𝐵𝑃

H = 0.05 47 103 0.11

H = 258.5
ℎ
th = ( )
12.56𝑘(𝑡𝑐−𝑡𝑒)

th= 258.5/ (12.56× 174.75 × 75)

= 0.00157m
th = 1.57mm th = 5.45mm

Piston rings

Radial
t thickness 3𝑝𝑤
1= D
√𝜎
𝑡

3𝑝𝑤
t1 = 57 √
𝜎𝑡

𝑝𝑤 = pressure of the gas on the cylinder wall

= 0.042N/mm2
𝜎𝑡 = allowable bending (tensile stress) for aluminum alloy rings
= 110Mpa
0.042
t1 = 57√3 ×
110

t1 = 1.93mm
axial thickness t2 = D/10nr = 57/10 3 = 1.9mm

nr = no of rings = 3
width of the top land b1= 1.2th
b1 = 1.2× 5.45 =6.54mm
with of other land (i.e) distance between ring grooves
b2 = t2 = 1.9mm
the gap between the free ends of the ring = 3.5t to 4t = 7.72mm
3. Piston barrel
 t3 = 0.03D + b +4.5
b = radial depth of piston ring
b = t1 +0.4 = 2.33mm
t3 = 0.03 57+2.33+4.5

t3 = 8.54mm
The piston wall thickness towards the open end
t4 = 0.35t3 = 2.989mm

4. Piston skirt
Maximum gas load on the piston
P = p πD2/4 = (15.454× 𝑟 ×572)/4
P = 30414.88611N
Maximum side thrust on the cylinder
R = p/10 = 3941.488611
R = bearing pressure× 𝑏𝑒𝑎𝑟𝑖𝑛𝑔 𝑎𝑟𝑒𝑎 𝑜𝑓 𝑡ℎ𝑒 𝑝𝑖𝑠𝑡𝑜𝑛 𝑠𝑘𝑖𝑟𝑡
R = pb× D l

l = length of the piston skirt in mm

l =45.6N/mm2
Bearing pressure pb = 1.5N/mm2
Total length of the piston
L = length of the skirt length of ring section + top land

Length of ring section = 5 b2 or t2 = 9.5mm

L = 45.6 + 9.5 + 6.54 = 61.64mm

5. Piston pin: -Material - Heat treated alloy cast iron

Center of piston pin should be 0.02D to 0.04D above

The center of skirt = 0.04D = 2.28mm above center of skirt
Tensile strength = 710 to 910Mpa
Length of the pin in the connecting rod bushing
l1 = 0.45D = 25.65mm
load on the piston due to gas pressure = 39414.88611N
p =bearing pressure bearing area
p = pb1 d0 l1

l1 = 25.65mm
pb1 = 50 – 100Mpa for bronze pb1 = 100Mpa
d0 = p/pb1 l1 = 15.36mm

Inner diameter of piston pins di = 0.6d0 = 9.21mm

Maximum bending moment at the center of pin
M = P.D/8 = (39414.88611 57)/8
M = 280831.06
Z = 𝜋/32[(d0)4 – (dc)4/d0]
𝜋
=( (𝑑0)4 (𝑑𝑐)4
32 −
) [ 𝑑0 𝑑0 ]

𝜋
= (15.36) (9.21)4
4 −
( )[ 30.73 30.73 ]
32

55662 7195.2
𝜋 −
15.36 15.36
( ) ]
[ 32

Z = 2478.48
Allowable bending stress σb = M/Z = 113.3
This is less than the allowable value 140mpa for heat treated alloy cast iron
The mean diameter of the piston losses = 1.5d0
= 23.04mm
2.7 SPECIFICATIONS
 THERMAL ANALYSIS OF PISTON

Toyota model diesel engine

Bore × 𝑠𝑡𝑟𝑜𝑘𝑒(𝑚𝑚) = 72.5 × 80.5
Displacement =1329cc
Maximum power = 73kw @6000rpm
Maximum torque = 121Nm @ 4400 rpm
Compression ratio =13.5/1
𝑘𝑔
Density of diesel 𝐶12 𝐻2 = 820 𝑎𝑡 15 𝑐
𝑚3
3

= 0.000820 kg/cm3
= 0.000000820 kg/mm3

T = 150C
Mass = density × 𝑣𝑜𝑙𝑢𝑚𝑒
m = 0.00000073722× 130000
m = 0.1066
molecular cut for petrol 226.4412 g/mole
PV = mRT
𝑚𝑅𝑇 0.1066×8.3143×288
P= 𝑉 = 0.11422×0.0001300
P = 17189933.81 j/m3 = n/m2
P =17.189 N/mm2

Dept of MECH SICET Page

24
 CHAPTER 3

INTRODUCTION TO CAD

Computer-aided design (CAD) is the use of computer systems (or workstations) to aid in
the creation, modification, analysis, or optimization of a design. CAD software is used to
increase the productivity of the designer, improve the quality of design, improve
communications through documentation, and to create a database for manufacturing. CAD
output is often in the form of electronic files for print, machining, or other manufacturing
operations. The term CADD (for Computer Aided Design and Drafting) is also used.

Its use in designing electronic systems is known as electronic design automation, or EDA.
In mechanical design it is known as mechanical design automation (MDA) or computer-
aided drafting (CAD), which includes the process of creating a technical drawing with the
use of computer software.

CAD software for mechanical design uses either vector-based graphics to depict the objects
of traditional drafting, or may also produce raster graphics showing the overall appearance
of designed objects. However, it involves more than just shapes. As in the
manual drafting of technical and engineering drawings, the output of CAD must convey
information, such as materials, processes, dimensions, and tolerances, according to
application-specific conventions.

CAD may be used to design curves and figures in two-dimensional (2D) space; or curves,
surfaces, and solids in three-dimensional (3D) space.

CAD is an important industrial art extensively used in many applications,

including automotive, shipbuilding, and aerospace industries, industrial and architectural
design, prosthetics, and many more. CAD is also widely used to produce computer
animation for special effects in movies, advertising and technical manuals, often called
DCC digital content creation. The modern ubiquity and power of computers means that
even perfume bottles and shampoo dispensers are designed using techniques unheard of by
engineers of the 1960s.
 THERMAL ANALYSIS OF PISTON

CHAPTER 4
INTRODUCTION TO CREO

PTC CREO, formerly known as Pro/ENGINEER, is 3D modeling software used in

mechanical engineering, design, manufacturing, and in CAD drafting service firms. It was
one of the first 3D CAD modeling applications that used a rule-based parametric system.
Using parameters, dimensions and features to capture the behavior of the product, it can
optimize the development product as well as the design itself.

The name was changed in 2010 from Pro/ENGINEER Wildfire to CREO. It was announced
by the company who developed it, Parametric Technology Company (PTC), during the
launch of its suite of design products that includes applications such as assembly modeling,
2D orthographic views for technical drawing, finite element analysis and more.

PTC CREO says it can offer a more efficient design experience than other modeling
software because of its unique features including the integration of parametric and direct
modeling in one platform. The complete suite of applications spans the spectrum of product
development, giving designers options to use in each step of the process. The software also
has a more user- friendly interface that provides a better experience for designers. It also
has collaborative capacities that make it easy to share designs and make changes.

There are countless benefits to using PTC CREO. We’ll take a look at them in this two-part
series. First up, the biggest advantage is increased productivity because of its efficient and
flexible design capabilities. It was designed to be easier to use and have features that allow
for design processes to move more quickly, making a designer’s productivity level increase.

Part of the reason productivity can be increased is because the package offers tools for all
phases of development, from the beginning stages to the hands-on creation and
manufacturing. Late-stage changes are common in the design process, but PTC CREO can
handle it. Changes can be made that are reflected in other parts of the process.

Dept of MECH SICET Page

26
The collaborative capability of the software also makes it easier and faster to use. One of
the reasons it can process information more quickly is because of the interface between
MCAD and ECAD designs. Designs can be altered and highlighted between the electrical
and mechanical designers working on the project.

The time saved by using PTC CREO isn’t the only advantage. It has many ways of saving
costs. For instance, the cost of creating a new product can be lowered because the
development process is shortened due to the automation of the generation of associative
manufacturing and service deliverables.

PTC also offers comprehensive training on how to use the software. This can save
businesses by eliminating the need to hire new employees. Their training program is
available online and in-person, but materials are available to access anytime.

A unique feature is that the software is available in 10 languages. PTC knows they have
people from all over the world using their software, so they offer it in multiple languages so
nearly anyone who wants to use it is able to do so.

4.1 ADVANTAGES OF CREO PARAMETRIC SOFTWARE

1. Optimized for model-based enterprises

2. Increased engineer productivity

3. Better enabled concept design

4. Increased engineering capabilities

5. Increased manufacturing capabilities

6. Better simulation
4.2 CREO parametric modules:

 Sketcher

 Part modeling

 Assembly

 Drafting
3D MODEL

FIG:4
2D MODEL

FIG:5
Axis design:

FIG:6

2D MODEL:
FIG:7
FIG:8
 CHAPTER 5
INTRODUCTION TO FEA
Finite element analysis is a method of solving, usually approximately, certain problems in
engineering and science. It is used mainly for problems for which no exact solution,
expressible in some mathematical form, is available. As such, it is a numerical rather than
an analytical method. Methods of this type are needed because analytical methods cannot
cope with the real, complicated problems that are met with in engineering. For example,
engineering strength of materials or the mathematical theory of elasticity can be used to
calculate analytically the stresses and strains in a bent beam, but neither will be very
successful in finding out what is happening in part of a car suspension system during
cornering.
One of the first applications of FEA was, indeed, to find the stresses and strains in
engineering components under load. FEA, when applied to any realistic model of an
engineering component, requires an enormous amount of computation and the development
of the method has depended on the availability of suitable digital computers for it to run on.
The method is now applied to problems involving a wide range of phenomena, including
vibrations, heat conduction, fluid mechanics and electrostatics, and a wide range of material
properties, such as linear-elastic (Hookean) behavior and behavior involving deviation from
Hooke's law (for example, plasticity or rubber-elasticity).
Many comprehensive general-purpose computer packages are now available that can deal
with a wide range of phenomena, together with more specialized packages for particular
applications, for example, for the study of dynamic phenomena or large-scale plastic flow.
Depending on the type and complexity of the analysis, such packages may run on a
microcomputer or, at the other extreme, on a supercomputer. FEA is essentially a piece-
wise process. It can be applied to one-dimensional problems, but more usually there is an
area or volume within which the solution is required. This is split up into a number of
smaller areas or volumes, which are called finite elements. Figure 1 shows a two-
dimensional model of a spanner that has been so divided: the process is called
discretisation, and the assembly of elements is called a mesh.
 CHAPTER 6
INTRODUCTION TO ANSYS
6.1 Structural
Analysis

ANSYS Auto dynamics is computer simulation tool for simulating the response of
materials to short duration severe loadings from impact, high pressure or explosions.

6.2 ANSYS Mechanical

ANSYS Mechanical is a finite element analysis tool for structural analysis, including linear,
nonlinear and dynamic studies. This computer simulation product provides finite elements
to model behavior, and supports material models and equation solvers for a wide range of
mechanical design problems. ANSYS Mechanical also includes thermal analysis and
coupled-physics capabilities involving acoustics, piezoelectric, thermal–structural and
thermo-electric analysis.

6.3 Fluid Dynamics

ANSYS Fluent, CFD, CFX, FENSAP-ICE and related software are Computational Fluid
Dynamics software tools used by engineers for design and analysis. These tools can
simulate fluid flows in a virtual environment — for example, the fluid dynamics of ship
hulls; gas turbine engines (including the compressors, combustion chamber, turbines and
afterburners); aircraft aerodynamics; pumps, fans, HVAC systems, mixing vessels, hydro
cyclones, vacuum cleaners, etc.
6.4 STATIC ANALYSIS OF DIESEL ENGINE PISTON
Materials used
Cast iron
Young’s modulus = 205000mpa
Poisson’s ratio = 0.3
Density = 7850kg/mm3
Aluminum alloy
Young’s modulus = 110000 mpa
Poisson’s ratio = 0.28
Density = 7200

Carbon epoxy
Young’s modulus = 68900mpa
Poisson’s ratio = 0.32
Density = 4150

6.5 Save Creo Model as. iges format

→→Ansys → Workbench→ Select analysis system → static structural → double click
→→Select geometry → right click → import geometry → select browse →open part → ok
→→ Select mesh on work bench → right click →edit
Double click on geometry → select MSBR → edit material →
 FIG:9

Select mesh on left side part tree → right click → generate mesh →
Select static structural right click → insert → select rotational velocity and fixed support →
Select displacement → select required area → click on apply → put X, Y, Z component
FIG:10

Select force → select required area → click on apply → pressure

Select solution right click → solve →

Solution right click → insert → deformation → total → Solution right click → insert →
strain → equivalent (von-mises) →
Solution right click → insert → stress → equivalent (von-mises) →
Right click on deformation → evaluate all result
6.6 MATERIAL – CAST IRON
TOTAL DEFORMATION

VON-MISES STRESS

Fig:11
VON-MISES STRAIN

6.7 MATERIAL -ALUMINUM ALLOY

TOTAL DEFORMATION
VON-MISES STRESS

VON-MISES STRAIN

Fig:12
6.8 MATERIAL – CARBON EPOXY
TOTAL DEFORMATION

VON-MISES STRESS

Fig:13
VON-MISES STRAIN

Fig:13
6.9 MODAL ANALYSIS OF DIESEL ENGINE
PISTON MATERIAL – CAST IRON
TOTAL DEFORMATION:1

TOTAL DEFORMATION:2

Fig:14
TOTAL DEFORMATION:3

MATERIAL – CASTIRON:
TOTAL DEFORMATION:1

Fig:15
TOTAL DEFORMATION:2

TOTAL DEFORMATION:3
 Fig:16
6.10 MATERIAL – CARBON EPOXY
TOTAL DEFORMATION:1

TOTAL DEFORMATION:2
Fig:17
TOTAL DEFORMATION:3

Fig:18
6.11 THERMAL ANALYSIS OF DIESEL ENGINE PISTON
MATERIAL – CAST IRON
TEMPERATURE

HEAT FLUX

Fig:19
6.12 MATERIAL – ALUMINUM ALLOY
TEMPERATURE

HEAT FLUX

Fig:20
6.13 MATERIAL –CARBON EPOXY
TEMPERATURE

HEAT FLUX

Fig:21
 CHAPTER 7
RESULT TABELS

7.1 STATIC ANALYSIS

MATERIAL DEFORMATION STRESS(N/mm2) Strain
(mm)
Cast iron 0.0059487 67.508 0.00033915
Aluminum alloy 0.01817 67.771 0.00061901
Carbon epoxy 0.016742 67.096 0.00094959

7.2 MODAL ANALYSIS

MATERIAL frequency deformation1` frequency deformation2(mm) frequency deformation

(hz) (mm) (hz) (hz) 3(mm)
Cast iron 6787.1 72.637 10333 63.784 14514 80.754
Aluminum 5290 75.886 8010.2 66.629 11266 84.467
alloy
Carbon 6740.1 122.17 10349 107.28 14511 135.5
epoxy

7.3 Thermal analysis

MATERIAL Temperature (0C) Heat flux(W/mm2)
Cast iron 129 0.68408
Aluminum alloy 129 0.65715
Carbon epoxy 129 0.88043
7.4 Graphs

DEFORMATION(mm)
0.02
0.018
0.016
0.014
0.012
0.01

DEFORMATION(mm)
0.008
0.006
0.004
0.002
0

Steel Cast iron Aluminum alloy

7.5 Stress

stress
68

67.8

67.6

67.4

67.2 stress

67

66.8

66.6
Steel Cast iron Aluminum alloy
7.6 strain

Strain
0.001
0.0009
0.0008
0.0007
0.0006
0.0005

Strain
0.0004
0.0003
0.0002
0.0001
0

Steel Cast iron Aluminum alloy

Heat flux(W/mm2)
1
0.9
0.8
0.7
0.6
0.5
0.4
0.3
Heat flux(W/mm2)

0.2
0.1
0

Steel Cast iron Aluminum alloy

 CONCLUSION

Physically, chemically and mechanically aluminum is a metal like cast iron, brass, copper,
zinc, lead or titanium. It can be melted, cast, formed and machined much like these metals
and it conducts electric current. In fact, often the me equipment and fabrication methods are
used as for cast iron. Aluminum is a very light metal with a specific weight of2.7 g/cm3,
about a third that of cast iron. For example, the use of aluminum in vehicles reduces dead-
weight and energy Consumption while increasing load capacity. Its strength can be adapted
to the application required by modifying the composition of its alloys.
By observing the static analysis, the stress values are less for carbon epoxy material than
cast iron & aluminum alloy.
By observing the thermal analysis, the heat flux values are more for carbon epoxy than cast
iron and aluminum alloy.
So, it can be concluded the carbon epoxy is better material for piston.
BIBLOGRAPHY:
[1] Cuddy, M. R. & Wipke, K. B. (1997), Analysis of Fuel Economy Benefit of Drive train
Hybridization.http://www.nrel.gov/vehiclesandfuels/vsa/pdfs/22309.pdf (National
Renewable Energy laboratory).
[2] F.S. Silva (2006) Fatigue on engine pistons – A compendium of case studies.
Engineering Failure Analysis, 13 pp (480–492).
[3] Ekrem Buyukkaya, Muhammet Cerit (2007) Thermal analysis of a ceramic coating
diesel engine piston using 3-D finite element method. Surface and Coatings Technology
202, 2 pp (398–402).
[4] Dr.Najim A.Saad, Dr. Haitham R. Abed Ali, Dr. Hayder Shakir Abudalla, (2008),
numerical analysis of the thermal –stresses of a petrol engine piston with different
materials, The Iraqi Journal for Mechanical and Material Engineering, 8, 3 pp (249-256).
[5] Gudimetal P, Gopinath C.V, (2009) Finite Element Analysis of Reverse Engineered
Internal Combustion Engine Piston, AIJSTPME, 2, 4 pp (85-92).
[6] Yanxia Wang, Yongqi Liu,Haiyan ( 2010), Simulation and Analysis of Thermo-
Mechanical Coupling Load and Mechanical Dynamic Load for a Piston; IEEE, pp (106-
110).
[7] Wu, Yi Zeng, Dongjian Feng, Zhiyuan, (2010) Finite Element Analysis for the
Thermal Load of Piston in a Dimethyl Ether Fueled Diesel Engine, IEEE.
[8] Mesut Durat, Murat Kapsiz, Ergun Nart, Ferit Ficici & Adnan Parlak, (2012), The
effects of coating materials in spark ignition engine design; Materials & Design, 36 PP
(540-545).