DESIGN AND OPTIMIZATION OF PISTON USING

COMPOSITE MATERIALS
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.

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 space between the grooves are called as lands.

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.

Materials for the Piston:-

Aluminum alloy , Carbon epoxy and Cast 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.

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

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 seal and 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 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 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 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

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
 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.

PARTS INSIDE THE PISTON

1.Piston head or crown: - The piston head or crown may be thatconvex or concave depending

upon the design of combustionchamber.

a. It with stands the pressure of gas in the cylinder.

b. The selection of piston crown primarily depends upon the requirementof values

for the combustion chamber.

2. Pistonrings: - 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 thespring

characteristics ever at high temperatures.

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.

Different Typesof 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

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

aluminum alloy . 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 aluminum alloy 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 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.

ALUMINUM ALLOY :- It is obtained by remeltingmigiron with coke andfurnaces by the

definition aluminum alloy is an alloy and iron and carbon containing more 2% of carbon.

Itcontains carbon -3.0-4.0%

Siliver-1.0-3.0%

Manganes-0.5-1.0%

Sulphur-upto0.1%

Phosphors-upto0.1%

Iron -remainder.

PROPERTIESOF 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

8. Shear strength -120mpa.

 LITERATURE REVIEW

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.

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 analysis performed with using software ANSYS.

SiC reinforced ZrB2 : Silicon carbide reinforced Zirconium diboride is a ceramic matrix

composite (CMC) material is also used.

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 CATIA v6 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.

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 iron & Titanium Ti-6A1-4V. After the

analysis of the different material piston it analyzed that the Al alloy is suitable for I.C.Engine

piston.

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.

 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 𝐶8 𝐻18 = 737.22 𝑚3 𝑎𝑡 60𝐹

= 0.00073722 kg/cm3

= 0.00000073722 kg/mm3

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
𝑚𝑅𝑇 0.11×8.3143×288.555 263.9
P= = = 0.00001707
𝑉 0.11422×0.0001495

P = 15454538.533 j/m3 = n/m2

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

= 1.12

𝑃𝑚 ×𝑙×𝐴×𝑛 𝑃𝑚 ×𝑙×𝜋×𝐷 2 ×𝑛 1.12×58.6×3.14×572 ×4

Indicated power IP = = = = 11217.05 𝑘𝑤
60 60 4×60

2𝜋𝑁𝑇 2𝜋×6000×13.4
Brake power BP = = = 8415.2
60 60

𝐵𝑃 8415.2
Mechanical efficiency 𝜂𝑚𝑒𝑐ℎ = = 11217.05 = 0.75 = 75%
𝐼𝑃

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

3𝑝𝐷 2
th =√ 16𝜎𝑡

at = 317Mpa

3×15.454×572
16×317
th = √

th = √29.6983

= 5.45mm or

Considering heat transfer

 ℎ
th =(12.56𝑘(𝑡 )
𝑐 −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
𝑚
H = C HCV× (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

3𝑝𝑤
Radial thickness t1 = D√ 𝜎𝑡

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 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 = 𝜋/32[(d0)4 – (dc)4/d0]

(𝑑0 )4 (𝑑𝑐 )4
𝜋 −
= ( )[ 𝑑0 𝑑0 ]
32

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

55662 7195.2
𝜋 −
( ) [ 15.36 15.36 ]
32

Z = 2478.48

Allowable bending stress σb = M/Z = 113.3

This is less then the allowable value 140mpa for heat treated alloy cast iron

The mean diameter of the piston losses = 1.5d0

= 23.04mm
 SPECIFICATIONS

toyoya 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 𝐻23 = 820 𝑚3 𝑎𝑡 15 𝑐

= 0.000820 kg/cm3

= 0.000000820 kg/mm3

T = 150C

Mass = density × 𝑣𝑜𝑙𝑢𝑚𝑒

m = 0.00000073722× 130000

m = 0.1066

molecularcut 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
 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. Because of its enormous economic importance, CAD has been a

major driving force for research in computational geometry, computer graphics (both

hardware and software), and discrete differential geometry.

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.

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.

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

7. Design capabilities for additive manufacturing

CREO parametric modules:

 Sketcher

 Part modeling

 Assembly

 Drafting
3D MODEL
2D MODEL
 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.

INTRODUCTION TO ANSYS

Structural Analysis

ANSYS Autodyn is computer simulation tool for simulating the response of materials to

short duration severe loadings from impact, high pressure or explosions.

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.

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.

 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
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 →

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 zero →

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

 MATERIAL – CAST IRON

TOTAL DEFORMATION

VON-MISES STRESS
 VON-MISES STRAIN

MATERIAL -ALUMINUM ALLOY

TOTAL DEFORMATION
VON-MISES STRESS

VON-MISES STRAIN
 MATERIAL – CARBON EPOXY

TOTAL DEFORMATION

VON-MISES STRESS
VON-MISES STRAIN
 MODAL ANALYSIS OF DIESEL ENGINE PISTON

MATERIAL – CAST IRON

TOTAL DEFORMATION1

TOTAL DEFORMATION2
TOTAL DEFORMATION3

MATERIAL – CASTIRON
TOTAL DEFORMATION1

TOTAL DEFORMATION2

TOTAL DEFORMATION3
MATERIAL – CARBON EPOXY

TOTAL DEFORMATION1
TOTAL DEFORMATION2

TOTAL DEFORMATION3
 THERMAL ANALYSIS OF DIESEL ENGINE PISTON

MATERIAL – CAST IRON

TEMPERATURE

HEAT FLUX
MATERIAL – ALUMINUM ALLOY

TEMPERATURE
HEAT FLUX
MATERIAL –CARBON EPOXY

TEMPERATURE

HEAT FLUX
RESULT TABELS

STATIC ANALYSIS

MATERIAL DEFORMATION(mm) STRESS(N/mm2) Strain

Cast iron 0.0059487 67.508 0.00033915

Aluminum alloy 0.01817 67.771 0.00061901

Carbon epoxy 0.016742 67.096 0.00094959

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

Thermal analysis

MATERIAL Temperature (0C) Heat flux(W/mm2)

Cast iron 129 0.68408

Aluminum alloy 129 0.65715

Carbon epoxy 129 0.88043

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

Stress

stress
68

67.8

67.6

67.4

stress
67.2

67

66.8

66.6
Steel Cast iron Aluminum alloy
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
Heat flux(W/mm2)
0.4
0.3
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).