The document discusses the analysis of pistons and connecting rods made from different materials when subjected to static and thermal analysis. It analyzes four piston materials - steel, grey cast iron, aluminum alloy, and copper alloy - to determine which has the best strength to weight ratio and lowest stress values. It also models a connecting rod made from an aluminum composite reinforced with silicon carbide and fly ash, finding it has less weight and better stiffness than the standard material. The main objectives are to investigate piston thermal stress distribution under real combustion conditions and determine the total temperature and heat flux on the body.

1. 1
ANALYSIS OF PISTON AND CONNECTING ROD WITH
DIFFERENT MATERIALS SUBJECTED TO STATIC AND
THERMAL ANALYSIS

2. 2
ABSTRACT
A piston is a disc which reciprocates within a cylinder. It is either moved by the fluid or it
moves the fluid which enters the cylinder. The main function of the piston of an IC engine is to
receive the impulse from the expanding gas and to transmit the energy to the crankshaft through
the connecting rod. The piston must also disperse a large amount of heat from the combustion
chamber to the cylinder walls. Cast Iron, Aluminum Alloy and Steel, cu-alloy etc are common
materials used for piston of an Internal Combustion Engine.
Connecting rod is the intermediate link between the piston and the crank. And is
responsible to transmit the push and pull from the piston pin to crank pin, thus converting the
reciprocating motion of the piston to rotary motion of the crank. Generally connecting rods are
manufactured using carbon steel and in recent days aluminium alloys are finding its application
in connecting rod. The aim of our project is to design a piston and connecting rod for a two
wheeler using theoretical calculations, designing with Creo software.
Here we analyze our piston by using 4 different materials (steel, grey cast iron, al-alloy
and cu-alloy). When we apply real time boundary conditions on piston which material has high
strength to weight ratio and less stress values we are going to calculate
Connecting rod is replaced by aluminium based composite material reinforced with
silicon carbide and fly ash. And it also describes the modelling and analysis of connecting rod.
FEA analysis was carried out by considering two materials. The parameters like von misses
stress, safety factor and displacement were obtained from ANSYS software. Compared to the
former material the new material found to have less weight and better stiffness. It resulted in
reduction of weight, reduction in displacement.
The main objective piston is investigate and analyze the thermal stress
distribution of piston at the real engine condition during combustion process, in this process We
applied temperature and convection as boundary conditions and we determining total
temperature on the body and total heat flux.

3. 3
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.
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. In some designs the oil ring is provided below the gudgeon pin boss
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.

4. 4
Materials for the Piston
Cast Iron, Aluminum Alloy and Cast Steel etc. are the common materials used for piston of an
Internal Combustion Engine. Cast Iron pistons are not suitable for high speed engines due its
more weight. These pistons have greater strength and resistance to wear.
The Aluminum Alloy 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 cast iron 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.
Designof 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.

5. 5
However, the big brother cast iron 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 metal rings 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 sealand at the same time transmit heat from
crown to the cylinder walls and hence keep the temperature within the workable limit.
There should be at least two piston rings in each piston of internal combustion engine. For 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 sealagainst 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.

6. 6
There are another rings used in piston grooves, called as,Oil Scraper Rings. The function of these rings
are,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 carbonization is 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 cast iron 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

7. 7
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 cylinder wall, 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
Drives a gearbox through a clutch. Components of a typical, four stroke cycle, 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.

8. 8
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
c. Oval piston
MATERIALS FOR MANUFACTURING PISTONS

9. 9
Aluminium alloys give light pistons and for better heat dissipation, aluminium alloys are the
ideal materials due to their very high thermal conductivity. Aliminium is 3 times lighter than cast
iron. Its strength is good at low temperatures but is looses about 50% of its strength at
temperatures above about 320 c .Its expansion is about 2 ½ times that of cast iron and the
resistance to abrasion is low at hight temperatures. However these disadvantageous properties of
aluminium 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 cast iron 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 cast iron, Therefore its mechanical strength
is good at low temperatures, but they lose their strength(about 50%) at temperatures above 325c.
CAST IRON:- It is obtained by remelting migiron with coke and furnaces by the definition cast iron 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.

10. 10
PROPERTIESOF CAST IRON:-
1. It is brittle material.
2. Good casting
3. High compressive strength.
4. High wheelresistance.
5. Poor machineability
6. Tensile strength -100 to 200mpa
7. Compressive strength-400 to 1000mpa
DESIGN CALCULATIONS
PRESSURE CALCULATIONS
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
Density of petrol 𝐶8𝐻18 = 737.22
𝑘𝑔
𝑚3 𝑎𝑡 60𝐹
= 0.00073722 kg/cm3
= 0.00000073722 kg/mm3

11. 11
T = 60F =288.855K =15.550C
Mass = density × 𝑣𝑜𝑙𝑢𝑚𝑒
m = 0.00000073722× 149500
m = 0.11kg
molecularcut for petrol 144.2285 g/mole
PV = mRT
P =
𝑚𝑅𝑇
𝑉
=
0.11×8.3143×288.555
0.11422×0.0001495
=
263.9
0.00001707
P = 15454538.533 j/m3 = n/m2
P =15.454 N/mm2
Mean effective pressure 𝑃𝑚 =
𝑇𝑛𝑐
𝑉𝑑
× 2𝜋
=
13.4×2×2×3.14
149.5
= 1.12
Indicated power IP =
𝑃𝑚×𝑙×𝐴×𝑛
60
=
𝑃𝑚×𝑙×𝜋×𝐷2
×𝑛
60
=
1.12×58.6×3.14×572
×4
4×60
= 11217.05 𝑘𝑤
Brake power BP =
2𝜋𝑁𝑇
60
=
2𝜋×6000×13.4
60
= 8415.2
Mechanical efficiency 𝜂𝑚𝑒𝑐ℎ =
𝐵𝑃
𝐼𝑃
=
8415.2
11217.05
= 0.75 = 75%
PISTON
Material: aluminum alloy 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 = 15.454N/mm2
Bore or outside diameter of piston = 57mm
1. Thickness of piston head

12. 12
th = √
3𝑝𝐷2
16𝜎𝑡
at = 317Mpa
th = √
3×15.454×572
16×317
th = √29.6983
= 5.45mm or
Considering heat transfer
th =(
ℎ
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
H = 0.05 47 103 0.11
H = 258.5
th =( )
th = 258.5/(12.56
= 0.00157m
th = 1.57mm
th = 5.45mm
2. Piston rings

13. 13
Radial thickness t1 = D
t1 = 57
= pressure of the gas on the cylinder wall
= 0.042N/mm2
= allowable bending(tensile stress) for cast iron rings
= 110Mpa
t1 = 57
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 =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

14. 14
t4 = 0.35t3 = 2.989mm
4. Piston skirt
Maximum gas load on the piston
P = p πD2/4 = (15.454 572)/4
P = 30414.88611N
Maximum side thrust on the cylinder
R = p/10 = 3941.488611
R = bearing pressure
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 steel
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

15. 15
p = pb1 d0 l1
l1 = 25.65mm
pb1 = 50 – 100Mpa for bronze pb1 = 100Mpa
d0 = p/pb1 l1 = 15.36mm
Inner diameter of piston pin 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 = /32[(d0)4 – (dc)4/d0]
=
=
Z = 2478.48
Allowable bending stress σb = M/Z = 113.3
This is less then the allowable value 140mpa for heat treated alloy steel
The mean diameter of the piston losses = 1.5d0
= 23.04mm
2D DRAWING

16. 16
CONNECTING ROD DESCRIPTION
Connecting rod is the intermediate link between the piston and the crank. And is
responsible to transmit the push and pull from the piston pin to crank pin, thus converting the
reciprocating motion of the piston to rotary motion of the crank. Connecting rod, automotives
should be lighter and lighter, should consume less fuel and at the same time they should provide
comfort and safety to passengers, that unfortunately leads to increase in weight of the vehicle. This
tendency in vehicle construction led the invention and implementation of quite new materials which
are light and meet design requirements. Lighter connecting rods help to decrease lead caused by
forces of inertia in engine as it does not require big balancing weight on crankshaft. Application of
metal matrix composite enables safety increase and advances that leads to effective use of fuel and
to obtain high engine power. Honda Company had already started the manufacturing of aluminium
connecting rods reinforced with steel continuous fibers. By carrying out these modifications to
engine elements will result in effective reduction of weight, increase of

17. 17
durability of particular part, will lead to decrease of overall engine weight, improvement in its
traction parameters, economy and ecological conditions such as reduction in fuel consumption and
emission of harmful substances into atmosphere. In his project carbon steel connecting rod is
replaced by aluminium boron carbide connecting rod. Aluminium boron carbide is found to have
working factory of safety is nearer to theoretical factory of safety, to increase the stiffness by
48.55% and to reduce stress by 10.35%. connecting rod are greater than the stresses induced at the
bigger end, therefore the chances of failure of the connecting rod may be at the fillet section of both
end. optimization was performed to reduce weight. Weight can be reduced by changing the material
of the current forged steel connecting rod to crack able forged steel (C70). And the software gives a
view of stress distribution in the whole connecting rod which gives the information that which parts
are to be hardened or given attention during manufacturing stage. using FEA. In this analysis of
connecting rod were performed under dynamic load for stress analysis and optimization. Dynamic
load analysis was performed to determine the in service loading of the connecting rod and FEA was
conducted to find the stress at critical locations.
THEORETICAL CALCULATION OF CONNECTING ROD
1. Pressure calculation:
Consider a 150cc engine
Engine type air cooled 4-stroke
Bore × Stroke (mm) = 57×58.6
Displacement = 149.5CC
Maximum Power = 13.8bhp at 8500rpm
Maximum Torque = 13.4Nm at 6000rpm
Compression Ratio = 9.35/1
Density of petrol at 288.855 K - 737.22*10-9 kg/mm3
Molecular weight M - 114.228 g/mole
Ideal gas constant R – 8.3143 J/mol.k
From gas equation,
PV=m.Rspecific.T

18. 18
Where, P = Pressure
V = Volume
m = Mass
Rspecific = Specific gas constant
T = Temperature
But,
mass = density * volume
m =737.22E-9*150E3
m = 0.11 kg
Rspecific = R/M
Rspecific = 8.3143/0.114228
Rspecific = 72.76
P = m.Rspecific.T/V
P = 0.11*72.786*288.85/150E3
P = 15.4177 MPa
P ~ 16 MPA.
INTRODUCTION TO CAD
Computer-aided design (CAD), also known as computer-aided design and drafting
(CADD), is the use of computer technology for the process of design and design-documentation.
Computer Aided Drafting describes the process of drafting with a computer. CADD software, or
environments, provide the user with input-tools for the purpose of streamlining design processes;
drafting, documentation, and manufacturing processes.
CADD output is often in the form of electronic files for print or machining operations.
The development of CADD-based software is in direct correlation with the processes it seeks to
economize; industry-based software (construction, manufacturing, etc.) typically uses vector-
based (linear) environments whereas graphic-based software utilizes raster-based (pixelated)
environments. CADD environments often involve more than just shapes. As in the manual
drafting of technical and engineering drawings, the output of CAD must convey information,

19. 19
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) objects. CAD is used in the design of tools
and machinery and in the drafting and design of all types of buildings, from small residential
types (houses) to the largest commercial and industrial structures (hospitals and factories). CAD
is mainly used for detailed engineering of 3D models and/or 2D drawings of physical
components, but it is also used throughout the engineering process from conceptual design and
layout of products, through strength and dynamic analysis of assemblies to definition of
manufacturing methods of components. It can also be used to design objects.
Types of CAD Software
2D CAD
Two-dimensional, or 2D, CAD is used to create flat drawings of products and structures. Objects created
in 2D CAD are made up of lines, circles, ovals, slots and curves. 2D CAD programs usually include a
library of geometric images; the ability to create Bezier curves, splines and polylines; the ability to define
hatching patterns; and the ability to provide a bill of materials generation.
3D CAD
Three-dimensional (3D) CAD programs come in a wide variety of types, intended for different
applications and levels of detail. Overall, 3D CAD programs create a realistic model of what the design
object will look like, allowing designers to solve potential problems earlier and with lower production
costs. Some 3D CAD programs include Autodesk Inventor, Co Create Solid Designer, Pro/Engineer Solid
Edge, Solid Works, Unigraphics NX and VX CAD, CATIA V5.

20. 20
INTRODUCTION TO CREO-2

21. 21
Creo is a family or suite of design software supporting product design for discrete
manufacturers and is developed by PTC. PTC Creo is a scalable, interoperable suite of product
design software that delivers fast time to value. It helps teams create, analyze, view and leverage
product designs downstream utilizing 2D CAD, 3D CAD, parametric & direct modeling.
PTC Creo Parametric provides the broadest range of powerful yet flexible 3D CAD capabilities
to accelerate the product development process. By automating tasks such as creating engineering
drawings, we are able to avoid errors and save significant time. The software also lets us perform
analysis, create renderings and animations, and optimize productivity across a full range of other
mechanical design tasks, including a check for how well our design conforms to best practices.
PTC Creo Parametric enables us to design higher-quality products faster and allows us to
communicate more efficiently with manufacturing, suppliers
3D MODEL

22. 22
Piston

23. 23

24. 24

25. 25
INTRODUCTION TO ANSYS
ANSYS is general-purpose finite element analysis (FEA) software package. Finite Element
Analysis is a numerical method of deconstructing a complex system into very small pieces (of
user-designated size) called elements. The software implements equations that govern the
behaviour of these elements and solves them all; creating a comprehensive explanation of how
the system acts as a whole. These results then can be presented in tabulated, or graphical forms.
This type of analysis is typically used for the design and optimization of a system far too
complex to analyze by hand. Systems that may fit into this category are too complex due to their
geometry, scale, or governing equations.
ANSYS is the standard FEA teaching tool within the Mechanical Engineering Department at
many colleges. ANSYS is also used in Civil and Electrical Engineering, as well as the Physics
and Chemistry departments.

26. 26
ANSYS provides a cost-effective way to explore the performance of products or processes in a
virtual environment. This type of product development is termed virtual prototyping.
With virtual prototyping techniques, users can iterate various scenarios to optimize the product
long before the manufacturing is started. This enables a reduction in the level of risk, and in the
cost of ineffective designs. The multifaceted nature of ANSYS also provides a means to ensure
that users are able to see the effect of a design on the whole behavior of the product, be it
electromagnetic, thermal, mechanical etc.
Generic Steps to Solving any Problem in ANSYS
Like solving any problem analytically, you need to define (1) your solution domain, (2) the
physical model, (3) boundary conditions and (4) the physical properties. You then solve the
problem and present the results. In numerical methods, the main difference is an extra step called
mesh generation. This is the step that divides the complex model into small elements that
become solvable in an otherwise too complex situation. Below describes the processes in
terminology slightly more attune to the software.
Build Geometry
Construct a two or three dimensional representation of the object to be modeled
and tested using the work plane coordinate system within ANSYS.
Define Material Properties
Now that the part exists, define a library of the necessary materials that compose
the object (or project) being modeled. This includes thermal and mechanical
properties.
Generate Mesh
At this point ANSYS understands the makeup of the part. Now define how the
modeled system should be broken down into finite pieces.

27. 27
Apply Loads
Once the system is fully designed, the last task is to burden the system with
constraints, such as physical loadings or boundary conditions.
Obtain Solution
This is actually a step, because ANSYS needs to understand within what state
(steady state, transient… etc.) the problem must be solved.
Present the Results
After the solution has been obtained, there are many ways to present ANSYS’
results, choose from many options such as tables, graphs, and contour plots.
SPECIFIC CAPABILITIES OF ANSYS
STRUCTURAL
Structural analysis is probably the most common application of the finite element method as it
implies bridges and buildings, naval, aeronautical, and mechanical structures such as ship hulls,
aircraft bodies, and machine housings, as well as mechanical components such as pistons,
machine parts, and tools.
Static Analysis - Used to determine displacements, stresses, etc. under static loading conditions.
ANSYS can compute both linear and nonlinear static analyses. Nonlinearities can include
plasticity, stress stiffening, large deflection, large strain, hyper elasticity, contact surfaces, and
creep.
Transient Dynamic Analysis - Used to determine the response of a structure to arbitrarily time-
varying loads. All nonlinearities mentioned under Static Analysis above are allowed.
Buckling Analysis - Used to calculate the buckling loads and determine the buckling mode
shape. Both linear (eigenvalue) buckling and nonlinear buckling analyses are possible.

28. 28
In addition to the above analysis types, several special-purpose features are available such as
Fracture mechanics, Composite material analysis, Fatigue, and both p-Method and Beam
analyses.
THERMAL
ANSYS is capable of both steady state and transient analysis of any solid with thermal boundary
conditions. to help establish initial conditions. A steady-state analysis also can be the last step of
a transient thermal analysis; performed after all transient effects have diminished. ANSYS can be
used to determine temperatures, thermal gradients, heat flow rates, and heat fluxes in an object
that are caused by thermal loads that do not vary over time. Sch loads include the following:
 Convection
· Radiation
· Heat flow rates
· Heat fluxes (heat flow per unit area)
· Heat generation rates (heat flow per unit volume)
· Constant temperature boundaries
A steady-state thermal analysis may be either linear, with constant material properties; or
nonlinear, with material properties that depend on temperature. The thermal properties of most
material vary with temperature. This temperature dependency being appreciable, the analysis
becomes nonlinear. Radiation boundary conditions also make the analysis nonlinear. Transient
calculations are time dependent and ANSYS can both solve distributions as well as create video
for time incremental displays of models.

29. 29
MODAL ANALYSIS
A modal analysis is typically used to determine the vibration characteristics (natural frequencies
and mode shapes) of a structure or a machine component while it is being designed. It can also
serve as a starting point for another, more detailed, dynamic analysis, such as a harmonic
response or full transient dynamic analysis.
Modal analyses, while being one of the most basic dynamic analysis types available in ANSYS,
can also be more computationally time consuming than a typical static analysis. A reduced
solver, utilizing automatically or manually selected master degrees of freedom is used to
drastically reduce the problem size and solution time.

30. 30
ANALYSIS
ANSYS PROCESS:-
IMPORTINGTHE COMPONEENT FROM CAD (CREO) TOOL TO CAE TOOL (ANSYS):
STRUCTURAL ANALYSIS:-
1. Click on Ansys workbench
Static structural
3.engineering dataright click enter values

31. 31
PISTON MATERIAL PROPERIES
Al-alloy
Ex: - 71*10^9 Pa
Poison ratio: 0.33
Density: 2770 Kg/m^3
Yield strength: 280 Mpa
COPPER ALLOY
Ex: 110*10^9 Pa
Poison ratio: 0.34
Density: 8300 kg/m^3
Yield strength: 280 Mpa
STEEL
Ex: 200*10^9 Pa
Poison ratio: 0.29
Density: 7850 kg/m^3
Yield strength: 250 Mpa
GREY CAST IRON
Ex: 110*10^9 Pa
Poison ratio: 0.28
Density: 7200 kg/m^3
Yield strength: 180 Mpa
4. Geometry right click import geometry import iges format model

32. 32
Model imported from pro-e tool in IGES format.
Import
Meshing

33. 33
Select geometry assign material properties
Click on static structural  supports fixed supports
 loadspressure 15*10^6 pa apply
Results
Al-alloy
Deformation

34. 34
Stress
Fos

35. 35
Steel
Deformation
Stress

36. 36
Fos
Grey castiron
Deformation

37. 37
Stress
Fos

38. 38
Copper alloy
Deformation
Stress

39. 39
Fos

40. 40
Al-alloy Cu-alloy steel Grey cast iron
Deformation (mm) 0.105969 0.068159 0.037968 0.06941
Stress (Mpa) 173.82 171.53 181.03 185.85
Safety factor 1.6102 1.6324 1.381 0.96861
Graphs
Deformation
Stress
0
0.02
0.04
0.06
0.08
0.1
0.12
Al-alloy Cu-alloy steel Grey cast
iron
Deformation(mm)
Deformation (mm)

41. 41
Safetyfactor
CONNECTING ROD MATERIALPROPERIES
Al-3600
160
165
170
175
180
185
190
Al-alloy Cu-alloy steel Grey cast iron
Stress (Mpa)
Stress (Mpa)
0
0.2
0.4
0.6
0.8
1
1.2
1.4
1.6
1.8
Al-alloy Cu-alloy steel Grey cast iron
Safety factor
Safety factor

42. 42
Ex: - 60*10^9 pa
Poison ratio: 0.33
Density: 2800 kg/m^3
Yield strength: 170*10^6 pa
Al-silicon-fly-ash
Ex: - 70*10^9 pa
Poison ratio: 0.33
Density: 2611 kg/m^3
Yield strength: 363*10^6 mpa
Geometry right click import geometry import iges format model
Model imported from pro-e tool in IGES format.
Importing

43. 43
Meshing
Boundary conditions
Select geometry assign material properties
Click on static structural  supports fixed supportsselect areas
 loadspressure 8*10^6 pa apply

44. 44
Results
Al-3600
Deformation
Stress

45. 45
Fos
Material
Al-silicon-fly-ash
Deformation

46. 46
Stress
Fos
Al-3600 Al-si-fly-ash
Deformation (mm) 0.2476 0.21226

47. 47
Stress (Mpa) 111.8 111.8
Safety factor 1.5206 3.247
ANSYS PROCESS:-
IMPORTING THE COMPONEENT FROM CAD (CREO) TOOL TO CAE TOOL (ANSYS):
THERMAL ANALYSIS:-
1. Click on Ansys workbench
Thermal analysis

48. 48
PISTON MATERIAL PROPERIES
Al-alloy
Ex: - 71*10^9 Pa
Poison ratio: 0.33
Density: 2770 Kg/m^3

49. 49
Yield strength: 280 Mpa
Thermal conductivity: 165 w/m/k
Copper alloy
Ex: 110*10^9 Pa
Poison ratio: 0.34
Density: 8300 kg/m^3
Yield strength: 280 Mpa
Thermal conductivity: 401 w/m/k
4. Geometry right click import geometry import iges format model
Model imported from pro-e tool in IGES format.
Select geometry assign material properties

50. 50
Click on steady state thermal  temperature fixed supportsselect areas350^c
 Convectionselect areas film coefficient1.24 w/m^2*c
Bulk temperature22*c apply
Results
Al-alloy:
Total temperature
Heat flux

51. 51
Results
Cu alloy
Total temperature:

52. 52
Heat flux
Al-alloy Cu-alloy
Total temperature (*c) 350(max) -349.93 (min) 350(max)-349.97(min)
Heat flux (w/m^2) 2316.8 2317.1

53. 53
CONCLUSION
In our project we have designed a piston used in two wheeler and modeled in 3D modeling
software CREO-2.and the we analyze the piston with different materials like Aluminum and
Copper with help of fem
In this Project we describe the stress distribution of the seizure on piston two stroke engine by
using FEA. The finite element analysis is performed by using cae (Ansys workbench) and
designed by computer aided design (CAD) software.
In this project we replace piston material copper to al-alloy by this change we are
getting same results for both but by using al-alloy we reduce our piston weight nearly 35% of
original piston And this piston also having less stress(173.82 MPa) and good safety factor
1.6102. And the thermal heat flux also less (2316.8 w/m^2) compare to copper alloy

54. 54
For connecting rod weight can be reduced by changing the material of the current al360
connecting rod to Al-Sic-Fly-Ash composites. The optimised connecting rod is 46.42% lighter
than the current connecting rod. The new optimised connecting rod is comparatively much stiffer
than the former.
References:
1. A Textbook of Machine Design by R.S.KHURMI AND J.K.GUPTA
2. Engineering_fundamentals_of_the_internal_combustion_engine by Willard W.
Pulkrabek
3. Mechanical Engineering Design by Budynas−Nisbet
4. Manufacturing Process For Engineering Materials, 5th Edition by j.mater
5. Automotive Engineering by Patric GRANT.
6. Handbook of mechanical engineering - modern manufacturing by Ed. Frank Kreith
7. Automotive.Production.Systems.and.Standardisation by WERNER.
8. Engineering Fundamentals of the Internal Combustion Engine by Willard W. Pulkrabek