Beruflich Dokumente
Kultur Dokumente
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.
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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.
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Fig 1.2.4 Power Stroke
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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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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.
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.
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1.4 ALUMINIUM
Aluminium alloys with a wide range of properties are used in engineering structures.
Aluminium
alloys
have
tensile
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
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.
Department of Mechanical Engineering, RRCE. Bengaluru-560074
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COMPOSITE
ORGANIC
MATRIX
METAL MATRIX
COMPOSITE
POLYMER MATRIX
COMPOSITE
CERAMIC
MATRIX
CARBON MATRIX
COMPOSITE
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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 doesnt give way at
temperatures above 1500C. Naturally, ceramic matrices are the obvious choice for high
temperature 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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High corrosion resistance of fiber composites contributes to reduce life- cycle cost
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1.6 DEFINITIONS
1.6.1POISSONS 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.
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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.
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is,
has a
composition
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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.
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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 reengineered 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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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.
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
Department of Mechanical Engineering, RRCE. Bengaluru-560074
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rod i.e. pinhole. The valves position on the piston was created on the piston head to complete
the model.
The model created in the CATIA V5 was imported to ANSYS 14 workbench using the
import options.
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CHAPTER 4
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
STEP 6 - In this step, the element strains and stresses are computed from the nodal
displacements that are already calculated from step 5.
Aircraft engineering (analysis of aero plane wings, different parts of missiles and
rockets).
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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
75ps,55Kw@4000rpm
Torque @ speed
190Nm@1750rpm
Piston Assembly
Assume
Stroke length
110mm
Engine type
C.I Engine
Compression ratio
17.6:1
Assume
( /2)
60 3
.............................. [1]
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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
SIZE(MM)
DEFORMATION(M)
VON-MISSESSTRESS(MPA)
0.0007949
214.59
0.0007750
198.93
0.0007557
177.76
0.0007398
169.33
0.0007246
150.87
0.0007117
136.2
0.0007063
141.67
0.0007218
129.42
0.0007218
131.17
10
0.000709
137.13
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.
%
Stress error =
*100
228214.59
228
Deformation error=
=5.88%
.0007949.000764
.000764
=3.88%
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250
200
150
REQUIRED STRESS
OBTAINING STRESS
100
50
0
1
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 figfig 5.4 .The element
type chosen
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
L
YOUNGS
MODUL
AS
E (GPa)
POISSION
'S RATIO
()
DENSIT
Y
(Kg/ )
Eutectic
alloy(Forge
d)
Hyper
eutectic
alloy(Forge
d)
Al-Sic -12
Al-Sic -10
Al-Sic -9
81
0.33
2700
84
0.33
2680
167
167
188
0.33
0.33
0.33
2890
2960
3010
COEFFICIE
NT OF
THERMAL
EXPANSION
(1/k)
21.5e6
Thermal
Yield
Conductivi strengt
ty K (W/m
h
k)
(Mpa)
160
310
19.5e6
155
280
10.9e6
9.77e6
8e6
170
190
190
471
450
488
Table 5.2 gives list of various materials 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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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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Where,
=Mean stress=
=yield stress
+
2
Therefore for eutectic aluminium alloy the maximum and minimum stress obtained through
ansys14 are
=
=213.17Mpa,
213.17+0.038300
213.170.038300
106.60
310
=106.60Mpa
=106.56Mpa
=310Mpa
=endurance stress=0.6
1
=186Mpa
106.561
186
[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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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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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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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
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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
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CHAPTER 6
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.
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 .
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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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:
hg =453.6
0.214
hg= 314.139
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Boundary conditions applied to piston crown, piston ring, land sides, piston skirt.
Piston region
Temperature (K)[]
Piston top
607
Piston Land
588
First Ring
514
342.80
Skirt+2nd&3rd land
445
369.75
Ring 2&3
503
346.71
314.14
319.42
The temperatures applied as boundary condition are those given by the piston manufacturing
company (MAHLE), which have been validated experimentally[]
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Eutectic Alloy(Forged)
aTemperature distribution
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The direct heat flux for Hyper eutectic alloy is 4.37 MW/m2 .
Al-Sic-12
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Al-Sic-10
Al-Sic-9
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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
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175%Load
a.TOTAL DEFORMATION
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225%Load
a.TOTAL DEFORMATION
50
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
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CHAPTER
CHAPTER8
Deformation(mm)
Stress(Mpa)
Eutectic alloy(Forged)
0.7137
213.17
0.7018
206.28
Al-Sic-12
0.3276
178.06
Al-Sic-10
0.3141
151.12
Al-Sic-9
0.2741
136.43
(Forged)
0.8
0.7137
0.7
0.7018
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
Fig- 8.1 SHOWS THE TOTAL DEFORMATION FOR VARIOUS MATERIALS WITHIN
THE PISTON.
Department of Mechanical Engineering, RRCE. Bengaluru-560074
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250
213.17
2013-2014
206.28
200
178.06
151.12
150
136.43
100
50
0
Eutectic
Hyper eutectic
alloy
Al-SiC-12
Al-SiC-10
Al-SiC
SiC-9
Fig- 8.2 SHOWS THE VON MISSES STRESS FOR VARIOUS MATERIALS WITHIN THE
PISTON.
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The table below gives the working stress and FOS obtained from theoratical calculation
Materials
Yield
FOS
Strength(Mpa)
Working
stress(Mpa)
310
1.09
284.22
280
1.02
275.06
Al-Sic-12
471
1.98
237.41
Al-Sic-10
450
2.23
201.47
Al-Sic-9
488
2.68
181.8
Eutectic
alloy(Forged)
Hyper eutectic alloy
(Forged)
By using the Stresses obtained from the Analysis the Factor of Safety is calculated from
Soderbergs 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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Materialss
Eutectic alloy(Forged)
4.5124
4.37
(Forged)
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)
6
5
4
3
2
1
0
Eutectic alloy
Hyper eutectic
alloy
Al-Sic-12
Al-Sic-10
Al-Sic-9
HEAT FLUX(Mw/m^2)
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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.
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
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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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
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
57
2013-2014
CHAPTER-10
FUTURE WORK
The analysis work can be carried out for different materials and for different designs
of piston.
and
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.
58
2013-2014
REFERENCES
1. A.R.Bhagat, Y.M.Jibhakate, Thermal Analysis and Optimisation ofI.c Engine Piston
Using Finite Element Method. IJMER vol2, Issue4, July-Aug2012pp-2919-2921.
2. VinodJunju ,M.V,Mallikarjun,Venkata Ramesh Mamilla ,Thermo Mechanical
Analysis Of Diesel Engine Piston
,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
Piston Using 3-D Finite Element Method. SCIENCE DIRECT ELSEVIER.
5. http://www.matweb.com
6. http://asm.matweb.com
7. GantlaShashidhar Reddy and N. Amara NageswaraRao, Modelling And Analysis Of
Diesel Engine Piston,www.internationaleJournals.com.
8. Design data hand book.
9. V. Ganesan., Internal combustion engines, Tata McGraw-Hill Publications.
10. CATIA design user's manual,versin v5R 20 procedural reference.
11. ANSYS analysis user's manual V14 ,procedural reference.
59