DESIGN AND ANALYSIS OF PISTON FOR FOUR

STROKE SINGLE CYLINDER ENGINE WITH

DIFFERENT MATERIALS USING ANSYS

A PROJECT REPORT

Submitted by

ANTO CLITUS HEARTEN.D 814415114302

DHINAKARAN.G 814415114304
VIJAYAKUMAR.A 814415114308

In partial fulfillment for the award of the degree

Of

BACHELOR OF ENGINEERING

IN

MECHANICAL ENGINEERING

SUDHARSAN ENGINEERING COLLEGE,

PUDUKKOTTAI

ANNA UNIVERSITY: CHENNAI 600025

MARCH 2019
 ANNA UNIVERSITY: CHENNAI 600025

BONAFIDE CERTIFICATE

Certified that this project report “DESIGN AND ANALYSIS OF PISTON FOR
FOUR STROKE SINGLE CYLINDER ENGINE WITH DIFFERENT
MATERIAL USING ANSYS’’ is the bonafide work done by D.ANTO CLITUS
HEARTEN (814415114302), G.DHINAKARAN (814415114304),
A.VIJAYAKUMAR (814415114308) who carried out the project work under my
supervision.

SIGNATURE SIGNATURE
Dr.A.KUMARAVADIVEL,ME.,Ph.D., Mr.J.SYLVESTER DIAZ, ME.,
HEAD OF THE DEPARTMENT SUPERVISOR
ASSISTANT PROFESSOR
DEPARTMENT OF MECHANICAL DEPARTMENT OF MECHANICAL
ENGINEERING ENGINEERING
SUDHARSAN ENGINEERING SUDHARSAN ENGINEERING
COLLEGE COLLEGE
SATHIYAMANGALAM-622 501 SATHIYAMANGALAM-622 501

Submitted to the viva voce held on ______________________

INTERNAL EXAMINER EXTERNAL EXAMINER

 ACKNOWLEDGEMENT

The success and final outcome of this project required a lot of guidance and
assistance from many people and we are extremely privileged to convey our
sincere thanks and gratitude to the management of our college and beloved
chairman Mr.K.VIJAY KUMAR who provided all facilities to us.

We would like to express our sincere thanks to our principal

Dr.S.KARTHIKEYAN,M.Tech.,Ph.D., for forwarding as to do our project and
offering adequate in completing our project .

We are also grateful to the head of the department, professor

Dr.A.KUMARAVADIVEL,ME.,Ph.D., Dean/Academics for his constructive
suggestions and encouragement during our project .

We own my deep gratitude to our project guide Mr.J.SYLVESTER DIAZ,

ME., Assistant professor department of mechanical engineering, who took keen
interest on our project work and guided us all along, till the completion our project
work providing all the necessary information for developing a good system.

We are thankful to and fortunate enough to get constant encouragement,

support and guidance from all teaching staffs of department of mechanical
engineering which helped us in successfully completing our project work. Also, we
would like to extent our sincere esteems to all staff in laboratory for their timely
support.
 ABSTRACT

In this project structural and thermal analysis is investigated on conventional

piston made of Al alloy A2618. secondly analysis are performed on piston made of
Al-GHY1250 and Al-GHS1300.The materials used for design of piston should
have light weight, low cost, structurally and thermally withstand at very high
pressure and temperature condition that will occur in combustion process.

Analysis of stress distribution in the various parts of the piston to know the
stresses due to the gas pressure and thermal variation using with ANSYS
WORKBENCH 15.0. The solid model piston of an engine was designed by using
the SOLIDWORKS 2011 software.

i
 TABLE OF CONTENTS

CHAPTER TITLE PAGE

NO NO

ABSTRACT i
LIST OF TABLES vii
LIST OF FIGURES viii
LIST OF GRAPHS xi

1 INRODUCTION 1
1.1 PISTON 1
1.2 TYPES OF PISTON 1
1.3 FUNCTIONS OF PISTON 2
1.4 FACTORS CONSIDERED FOR PROPER
FUNCTIONING OF PISTON 2
1.5 PISTON ASSEMBLE MODEL 3

2 LITERATURE SURVEY 4

3 DESIGN AND PROPERTIES 6

3.1 NOMENCLATURE OF PISTON 6
3.1.1 Piston head or crown 6
3.1.2 Piston rings 7
3.1.3 Piston skirt 7
3.1.4 Piston pin 8
3.2 DESIGN CONSIDERATION OF PISTON 8

ii
CHAPTER TITLE PAGE
NO NO

3.3 PISTON FUNCTION DESIGN REQUIREMENT 9

3.4 PISTON STRUCTURAL DESIGN
REQUIREMENT 9

4 SELECTION OF PISTON MATERIALS 10

4.1 PISTON MATERIAL 10
4.2 MATERIAL USED 11
4.2.1 Aluminum alloy A2618 11
4.2.2 Advanced Aluminum alloy Al GHS1300,
and Al GHY1250 11
4.3 CHEMICAL COMPOSITION OF MATERIALS 12
4.3.1 Al-A2618 12
4.3.2 Al-GHY1250 12
4.3.3 Al-GHS1300 12
4.4 PROPERTIES OF MATERIALS 13

5 FAILURE MODES OF PISTON 14

5.1 ROUGH OUT FAILURE 14
5.2 WRONG OUT FAILURE 14

6 SPECIFICATION AND CALCULATION OF

PISTON 15
6.1 TECHNICAL SPECIFICATIONS 15
6.2 THEORETICAL CALCULATION OF PISTON 16
6.3 GEOMETRIC VALUES OF PISTON 19

iii
CHAPTER TITLE PAGE
NO NO

7 METHODOLOGY 20

8 PROBLEM IDENTIFICATION 21

9 DESIGN PROCEDURE OF PISTON 22

9.1 PISTON DESIGN 22
9.2 SOLIDWORKS 2011 24
9.2.1 Part modeling 24
9.3 PART LINE DIAGRAM 25
9.4 ISOMETRIC VIEW OF PISTON 26

10 STRECTURAL ANALYSIS 27
10.1CONVENTIONAL ALUMINUM ALLOY
A2618 28
10.1.1 Mesh view of piston 28
10.1.2 Pressure applied view of piston 29
10.1.3 Equivalent stress of piston 30
10.1.4 Total deformation of piston 31
10.2 ADVANCED ALUMINUM ALLOY GHY1250 32
10.2.1 Mesh view of piston 32
10.2.2 Pressure applied view of piston 33
10.2.3 Equivalent stress of piston 34
10.2.4 Total deformation of piston 35

iv
CHAPTER TITLE PAGE
NO NO

10.3 ADVANCED ALUMINUM ALLOY GHS1300 36

10.3.1 Mesh view of piston 36
10.3.2 Pressure applied view of piston 37
10.3.3 Equivalent stress of piston 38
10.3.4 Total deformation of piston 39

11 THERMAL ANALYSIS 40
11.1 CONVENTIONAL ALUMINUM ALLOY
A2618 41
11.1.1 Mesh view of piston 41
11.1.2 Temperature applied for piston 42
11.1.3 Temperature distribution 43
11.1.4 Total heat flux 44
11.2 ADVANCED ALUMINUM ALLOY GHY1250 45
11.2.1 Mesh view of piston 45
11.2.2 Temperature applied for piston 46
11.2.3 Temperature distribution 47
11.2.4 Total heat flux 48
11.3 ADVANCED ALUMINUM ALLOY GHS1300 49
11.3.1 Mesh view of piston 49
11.3.2 Temperature applied for piston 50
11.3.3 Temperature distribution 51
11.3.4 Total heat flux 52

12 RESULT 53

v
CHAPTER TITLE PAGE
NO NO

12.1 RESULT COMPARISON 53

12.2 TOTAL DEFORMATION VS MATERIAL
ILLUSTRATES 53
12.3 EQUIVALENT VON-MISSES STRESS VS
MATERIAL ILLUSTRATES 54
12.4 TOTAL HEAD FLUX VS MATERIAL
ILLUSTRATES 54

13 CONCLUSION 55

14 REFERANCE 56

vi
 LIST OF TABLES

TABLE NO TITLE PAGE

NO

6.1 TECHNICAL SPECIFICATIONS 15

6.3 GEOMETRIC VALUES OF PISTON 19

12.1 RESULT COMPARISON 53

vii
 LIST OF FIGURES

FIGURE NO TITLE PAGE NO

1.5 PISTON ASSEMBLE MODEL 3

3.1 NOMENCLATURE OF PISTON 6

9.3 PART LINE DIAGRAM 25

9.4 ISOMETRIC VIEW OF PISTON 26

9.4.1 Front view of piston 26
9.4.2 Right side view of piston 26
9.4.3.3D Solid model of piston 26

10.1 CONVENTIONAL ALUMINUM ALLOY

A2618 28
10.1.1 Mesh view of piston 28
10.1.2 Pressure applied view of piston 29
10.1.3 Equivalent stress of piston 30
10.1.4 Total deformation of piston 31

10.2 ADVANCED ALUMINUM ALLOY

GHY1250 32
10.2.1 Mesh view of piston 32
10.2.2 Pressure applied view of piston 33

viii
FIGURE NO TITLE PAGE NO

10.2.3 Equivalent stress of piston 34

10.2.4 Total deformation of piston 35

10.3 ADVANCED ALUMINUM ALLOY

GHS1300 36
10.3.1 Mesh view of piston 36
10.3.2 Pressure applied view of piston 37
10.3.3 Equivalent stress of piston 38
10.3.4 Total deformation of piston 39

11.1 CONVENTIONAL ALUMINUM ALLOY

A2618 41
11.1.1 Mesh view of piston 41
11.1.2 Temperature applied for piston 42
11.1.3 Temperature distribution 43
11.1.4 Total heat flux 44

11.2 ADVANCED ALUMINUM ALLOY

GHY1250 45
11.2.1 Mesh view of piston 45
11.2.2 Temperature applied for piston 46
11.2.3 Temperature distribution 47
11.2.4 Total heat flux 48

ix
FIGURE NO TITLE PAGE NO

11.3 ADVANCED ALUMINUM ALLOY

GHS1300 49
11.3.1 Mesh view of piston 49
11.3.2 Temperature applied for piston 50
11.3.3 Temperature distribution 51
11.3.4 Total heat flux 52

x
 LIST OF GRAPHS

GRAPH TITLE PAGE

NO NO

12.2 TOTAL DEFORMATION VS MATERIAL 53

12.3 ILLUSTRATES EQUIVALENT VON-MISSES

STRESS VS MATERIAL ILLUSTRATES 54

12.4 TOTAL HEAD FLUX VS MATERIAL

ILLUSTRATES 54

xi
 CHAPTER 1

INTRODUCTION

1.1 Piston

Piston is one of the most important components in internal combustion

engine which reciprocates within the cylinder. The main function of the piston is to
transfer force from gas in the cylinder to the crank shaft through connecting rod.

It is very important to calculate temperature distribution on the piston in

order to control thermal stresses and deformation in working condition, piston
produces stresses and deformation due to periodic load effects which produces
from high gas pressure, high speed reciprocating motion of inertia force.

Lateral force by the chemical reaction of burning the gas pressure generates
which make the piston expand which generates thermal stresses and thermal
deformations.

The thermal and mechanical deformation causes piston cracks. Therefore it

is very essential to analysis the stress distribution, temperature distribution, head
transfer, mechanical load in order to minimize the stress at different load on piston.

1.2 Types of piston

 Flat head piston

 Dome head piston
 Step head piston
 Slanted piston
 Crown head step
 Beveled head piston
 Dish head piston

1
  Concave (or) cup piston

1.3 Functions of piston

 To reciprocate in the cylinder as a gas tight plug suction, compression,

expansion, and exhaust strokes.
 To receive the thrust generated by the explosion of the gas in the cylinder
and transmit it to the connecting rod.
 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.

1.4 Factors considered for proper functioning of piston

 The piston should have enormous strength and heat resistance properties to
withstand gas pressure and inertia forces. They should have minimum
weight to minimize the inertia forces.
 The material of the piston should have good and quick dissipation of heat
from the crown to the rings and bearing area to the cylinder walls. It should
from an effective gas and oil seal.
 Material of the piston must possess good wearing qualities, so that the
piston is able to maintain sufficient surface-hardness unto the operating
temperatures.
 Piston should have rigid construction to withstand thermal, mechanical
distortion and sufficient area to prevent undue wear. It has even expansion
under thermal loads so should be free as possible from discontinuity.

2
1.5 Piston Assemble Model

Fig 1.5 Piston Assemble Model

3
 CHAPTER 2

LITERATURE SURVEY

1].Mr. V.V.Mukkawar et.al (2015), Describes the stress distribution of two

different Al alloys by using CAE tools. The piston used for this analysis belongs to
four stroke single cylinder engine of Bajaj Pulsar 220 cc motorcycle. He had
concluded that deformation is low in Al-GHY 1250 piston as compare to
conventional piston. Mass reduction is possible with this alloy. Factor of safety
increased up to 27% at same working condition.

2].Ch.Venkata Rajam et. al (2013), Focused on design analysis and optimization

of piston using CATIA and ANSYS. He had optimized with all parameters are
within consideration. Target of optimization was to reach a mass reduction of
piston . The results obtained by this analysis shows that, by reducing the volume of
the piston, thickness of barrel and width of other ring lands, vonmises stress is
increased and deflection is increased after optimization.

3].G.Siva Prasad et.al (2015), He is focused on design and analysis of piston

using different materials. He is design the 3D model of piston in PRO E software.
Then piston model is analysis 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 steel and Titanium Ti-6A1-4V. After the analysis of
different material piston it analyzed that the Al alloy is suitable for I.C. Engine
piston.

4].Vibhandik et.al (2014), Studied that design analysis and optimization of piston
and deformation of its thermal stresses using CAE tools, He had performed thermal
analysis on conventional diesel engine piston and secondly on optimized piston
made of Aluminum alloy and Titanium alloy material. Conventional diesel engine

4
piston made of structural steel. The main objective of this analysis is to reduce the
stress concentration on the upper end of the piston so as to increase life of piston.
After the analysis he concludes that titanium has better thermal property, it also
help us to improve piston qualities.

5].V. Jose ananth vino et.al (2014), Design ,analysis and optimization of piston
which is stronger, lighter with minimum cost and with less time. Analysis of the
stress distribution in the various parts of the piston to know the stress due to gas
pressure and thermal variations using with ANSYS WORKBENCH 14.5. The
solid model piston of on engine was designed by using SOLIDWORKS software.
He is piston made of aluminum alloy and after analysis he is conclude the volume
of piston is reduced by 24%, the thickness of barrel is reduced by 30%,width of the
ring land of piston is reduced by 20%, vonmisses stress is increased by 10% and
deflection is increased after optimization.

6].Dilipverma,Rajesh Mishra, The piston is designed for a four stroke petrol

engine or bike of displacement approximately 150cc. There suits shows that he
max von-misses stress is smaller than the allowable design stress for the material
2024-T361.Max vonmisses stress <allowable design stress therefore it is visible
that there is scope of future advancements in the design by examine the stress
concentration on the piston pin taking its bearing constraint with proper material
selection.

5
 CHAPTER 3

DESIGN AND PROPERTIES

3.1 Nomenclature of piston

Fig 3.1 Nomenclature of piston

3.1.1 Piston head or crown

The piston head or crown is designed keeping in view the following two
main considerations, i. e.

 It should have adequate strength to withstand and straining action due to

pressure of explosion inside the engine cylinder, and
 It should dissipate the heat of combustion to the cylinder walls as quickly
as possible. On the basis of first consideration of straining action, the
thickness of the piston head is determined by treating it as a flat circular
6
 plat of uniform thickness, fixed and the outer edges and subjected to a
uniformly distributed load due to the gas pressure over the entire cross
section.

3.1.2 Piston rings

The piston rings are used to impart the necessary radial pressure to maintain
the seal between the piston and the cylinder bore. These are usually made of grey
cast iron or alloy cast iron because of their good wearing properties and also they
retain spring characteristic even at high temperatures.

The piston rings are of the following two types:

1. Compression rings or pressure rings, and

2. Oil control rings or oil scraper.

The compression rings or pressure rings are inserted in the grooves at the
top portion of the piston and may be three to seven in number. These rings also
transfer heat from the piston to the cylinder liner and absorb some part of the
piston fluctuation due to the side thrust. The oil control rings or oil scrapers are
provided below the compression rings. These rings provide proper lubrication to
the liner by allowing sufficient oil to move up during upward stroke and at the
same time scrap the lubricating oil from the surface of the liner in order to
minimize the flow of the oil to the combustion chamber.

3.1.3 Piston skirt

The portion of the piston below the ring section is known as piston skirt. In acts
as a bearing for the side thrust of the connecting rod. The length of the piston skirt
should be such that the bearing pressure on the piston barrel due to the side thrust

7
does not exceed 0.25 N/mm² of the projected area for low speed engines and 0.5
N/mm² for high speed engines. It may be noted that the maximum thrust will be
during the expansion stroke. The side thrust(R) on the cylinder liner is usually
taken as 1/10 of the maximum gas load on the piston.

3.1.4 Piston pin

The piston pin (also called gudgeon pin or wrist pin) is used to connect the
piston and the connecting rod. It is usually made hollow and tapered on the inside
diameter being at the center of the pin. The piston pin passes through the bosses
provided on the inside of the piston skirt and the bush of the small end of the
connecting rod .The centre of piston pin should be 0.02 D to 0.04 D above the
centre of the skirt, in order to off-set the turring effect of the friction and obtain
uniform distribution of pressure between the piston and the cylinder liner. The
material used for the piston pin is usually case hardened steel alloy containing
nickel ,chromium, molybdenum or vanadium having tensile strength from 710Mpa
to 910Mpa.

3.2 Design consideration of piston

In designing a piston for I.C .engine, the following points should be taken into
consideration

 It should have enormous strength to withstand the high gas pressure and

inertia forces.
 It should have minimum mass to minimum the inertia forces.

 It should form an effective gas and oil sealing of the cylinder.

 It should provide sufficient bearing area to prevent undue wear.

 It should disperse the heat of combustion quickly to the cylinder walls.

 It should have high speed reciprocation without noise.

8
  It should be sufficient rigid construction to withstand thermal and

mechanical distortion.
 It should have sufficient support for the piston pin

3.3 piston function design requirement

 Easily move to the reciprocating motion inside of cylinder.
 Reduction friction between the connecting rod and piston pin
 There is no strain occurring the piston pin.
 Piston move even at minimum pressure.

3.4 Piston structural design requirement

 Piston designed in cylindrical shape because easily move to the up and
down direction.
 Piston should be a compact size.
 Piston head geometry (curve, flat) should be in correct shape so that in
gives maximum efficiency.

9
 CHAPTER 4

SELECTION OF PISTON MATERIALS

4.1 Piston material

Piston head is exposed to heavy pressure when the engine is operated under
load. The expanding gases of combustion apply forces on the piston head at the
same time the flame front crosses the piston head also exert forces with higher
magnitude. The force differentials caused by the expanding combustion gases and
the flame front crossing exert forces the piston head can reach two to three times
this force. Due to the reciprocating movement of piston from Top Dead Centre
(TDC) to Bottom Dead Centre (BDC) and high temperature fluctuations during
operation, this can be called as thermal cycle loading. The temperature of the initial
flame front during combustion exceeds 2200°c. When the piston is subjected to
this temperature for a short span of time, the thermal stress and expansion of the
piston head are to be considered as the serious factors.

The most commonly used materials for pistons of I.C. engines are Cast
Iron, Cast Aluminum, Forged Aluminum, Cast Steel and Forged Steel. The
cast iron pistons are used for moderately rated engines with piston speeds below 6
m / s and aluminum alloy pistons are used for highly rated engines running at
higher piston speeds. It may be noted

 Since, the coefficient of thermal expansion for aluminum is about 2.5 times
that of cast iron, therefore, a greater clearance must be provided between the
piston and the cylinder wall in order to prevent seizing of the piston when
engine runs continuously under heavy loads. But if excessive clearance is
allowed, then the piston will develop ‘piston slap ‘while it is cold and this
tendency increases with wear. The less clearance between the piston and the
cylinder wall will lead to seizing of piston.

10
  Since the aluminum alloys used for pistons have high heat conductivity
(nearly four times that of cast iron), therefore, these pistons ensure high rate
of heat transfer and thus keeps down the maximum temperature difference
between the center and edges of the piston head or crown.
 Since the aluminum 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 325°C. Sometimes, the
pistons of aluminum alloys are coated with aluminum oxide by an electrical
method.

4.2 Material used

4.2.1 Aluminum alloy A2618

Aluminum alloy Al A2618 have ductility and corrosion resistance. At

subzero temperatures, there strength can be increased. However , their strength can
be reduced at high temperatures of about 200-250°c. Aluminum A2618 alloy is an
age hardenable alloy containing magnesium and copper.

4.2.2 Advanced Aluminum alloy Al GHS1300, and Al GHY1250

Aluminum alloy Al-GHS1300, Al-GHY1250 is an ultra high strength
Aluminum alloy processed via mechanically alloying route .The high strength and
temperature stability comes from the Yttrium and Oxides. This alloy even
outperforms most of the new amorphous Aluminum alloy. Due to the very stable
and small Oxides it shows outstanding strength at elevated temperatures.
GHS – Globally Harmonized System
GHY – Global High Yield

11
4.3 Chemical composition of materials
4.3.1 Al-A2618

Aluminum 93.7 %
Copper 2.3 %
Magnesium 1.6 %
Ferrous 1.1 %
Nickel 1 %
Silicon 0.18 %
Titanium 0.07 %

4.3.2 Al-GHY1250

Aluminum 82 %
Silicon 4%
Yttrium and Oxides 14 %

4.3.3 Al-GHS1300

Aluminum 88 %
Silicon 4%
Yttrium and Oxides 8%

12
4.4 Properties of materials

Serial Parameters Conventional Al Al

no. Al-Alloy GHY1250 GHS1300
A2618

1 Poisson’s Ratio 0.33 0.3 0.3

(μ)

2 Young’s Modulus (E) 70-80 83 98

GPa

3 Thermal Conductivity(k) 147 135 120

W/m°C

4 Density (ρ) Kg/m3 2767.99 2880 2780

5 Permissible Bending 370 1190 1220

stress(σt) Mpa

6 Allowable Bending 90 98 92
stress(σt) Mpa

7 Ultimate Tensile 440 1250 1300

Strength Mpa

Table 4.4 Properties of materials

13
 CHAPTER 5

FAILURE MODES OF PISTON

There are two types of piston failure

5.1 Rough out failure

 Damage from Running Unmixed Fuel
 Damage from Over-Speeding the Engine
 Damage from Detonation
 Damage from Heat Seizure

5.2 Wrong out failure

 Damage from Debris Getting Through the Air Filter
 Damage From Bearing Failure 

14
 CHAPTER 6

SPECIFICATION AND CALCULATION OF PISTON

6.1 Technical specifications (passion pro)

Engine Type Air-cooled, 4-stroke single cylinder OHC

Displacement 97.2 cc

Max. Power 5.66 KW ,at 5000 rpm

Max. Torque 7.130 N-m at 2500 rpm

Compression Ratio 9.9 : 1

Starting Kick Start / Self Start

Ignition DC - Digital CDI

Bore diameter 50 mm

Stroke length 49 mm

Table 6.1 Technical specifications (passion pro)

15
6.2 Theoretical calculation of piston

1. Torque
Power P = 2 π NT ⁄ 60
We Know that P = 5.66 kw
5.6 x10³ = 2 × 3.14 × 7500 × T / 60
T = 7.130 N-m

2. Diameter of piston
π r²h = cc
Cylinder area = displacement
3.14 × r² × 0.049 = 9.7 × 10ˉ⁵
Radius r = 0.025 m
Diameter D =2×r
D = 2 × 0.025 = 0.05 m
D = 50 mm

3. Cylinder inside pressure

Pressure p = force/area (F/A)
Area A = π r² = 3.14 (0.025)²
A = 1.934 × 10ˉ³ m²
Force F = power/velocity (P/V)
Velocity v = 2LN/60 = 2 × 0. 049 × 5000/60
V = 8.16 m/s
F = 5.6 × 10³ /8.16 = 686.274 N
Pmin = 686.27/1.934 × 10³ = 0.34953 Mpa
Pressure P = 15 Mpa × Pmin
Pmax = 15 × 0.349 = 5.24 Mpa

16
4. Thickness of piston head
TH = D 3 / 16  P / t in mm
σt =152.2 Mpa
TH = 4.01 mm

5. Radial thickness of ring

T1 =D 3 Pw / t in mm
T1 = 1.812 mm

6. Axial thickness of ring

T2 = 0.7 × T1 to T1
T2 = 0.92 × 1.812
T2 = 1.66 mm

7. Top land thickness

B1 = TH to 1.2 TH
B1 = 1.2 × 4.01
B1 = 4.81 mm

8. Thickness of other land

B2 = 0.75 × T2 to T2
B2 = 0.75 × 1.66= 1.242 mm

9. Maximum thickness of barrel

T3 = 0.03 × D + B +4.5 mm
B = T1 + 0.4
B = 1.81+0.4
B = 2.212 mm

17
 T3 = 0.03 × D + 2.212 + 4.5 mm
T3 = 8.212 mm

10. End of the barrel thickness

T4 = (0.20 to 0.30T3)
T4 = 0.25 × 8.212
T4 = 2.053 mm

11. Gap between the rings

TL = 0.055 x D
TL = 2.75 mm

12. Depth of ring groove

Dr = T1 + 0.4
Dr = 1.812 + 0.4
Dr = 2.212 mm

13. Length of piston

Lp = Lps + 3 × T1 + 3 × Dr
Lps = 0.5D = 0.5 × 50 = 25 mm
Lp = 25 + 3 × 1.812 + 3 × 2.212
Lp = 37.072mm

14. Piston pin diameter

Pdo = 0.3D to 0.45D = 0.32 × 50
Pdo =16 mm
Pdi = 12 mm

18
6.3 Geometric values of piston

PARAMETERS CALCULADED VALUES

Length of piston 37.072 mm

Length of piston skirt 25 mm

Thickness of piston head 4.01 mm

Top land thickness 4.81 mm

Diameter of piston 50 mm

Thickness of other land 1.242 mm

Axial thickness of ring 1.660 mm

Radial thickness of ring 1.812 mm

Piston pin outer diameter 16 mm

Piston pin inner diameter 12 mm

Table 6.3

19
 CHAPTER 7

METHODOLOGY

Problem identification

Design consideration for a piston

Creation of 3d solid model of piston using SOLIDWORKS 2011

Analysis of 3d solid model using ANSYSWORKBENCH 15.0

Analysis of piston using stress analysis and thermal analysis method

Comparing the performance of three aluminum alloy piston under

structural and thermal analysis process

Select the best Al-alloy

20
 CHAPTER 8

PROBLEM IDENTIFICATION

The working condition of the piston of on internal combustion engine is so

worst as compare to other parts of I.C engine. There are high chances of failure of
piston due to wear and tear. So there is necessary to analyze area of maximum
stress concentration on piston made of Al-A2618, Al-GHY1250, and Al-
GHS1300.In this project the material of piston Al-A2618 is replaced by Al-
GHY1250 and Al-GHS1300.

21
 CHAPTER 9

DESIGN PROCEDURE OF PISTON

9.1 Piston design

Pistons are designed with features which perform specific functions during
engine operation. The piston head receives the majority of the initial pressure and
force caused by the combustion process. The piston pin area is exposed to a
significant amount of force due to rapid directional changes. It is also subjected to
thermal expansion caused by the transfer of head from the head to the body of the
piston. The piston pin area is subject to more thermal expansion than other areas of
the piston. These occur from the thermal expansion properties of cast aluminum
alloy and the mass in the piston pin area.

Some pistons are cast and machined at the factory into a cam ground
(elliptical shape). An elliptical shape is an oval shape in which one-half is a mirror
image of the other half. These piston shapes provide an advantage in conforming to
the ever-changing dimension of the cylinder bore. The piston is designed to be an
elliptical shape when cold. As the engine reaches operating temperature, the piston
pin bore area expands more than other thinner areas of the piston. At operating
temperature, the piston shape becomes a circular shapes which matches the
cylinder bore for improved sealing and combustion efficiency.

Some pistons are designed with a taper, with the smallest diameter of the
taper at the piston head. The taper shape compensates for thermal expansion and
thermal growth. Thermal growth is the increase in size of a material when heated,
with little or no change back to original dimensions. The taper design allows the
piston to move freely in the cylinder bore regardless of the heat applied to the
piston head.

22
 Some Briggs and Stratton engines use a barrel-shaped piston skirt. The
barrel shape provides a smoother transition during directional changes of the
piston. The piston rolls in to the cylinder wall when changing direction at the end
of a stroke. This reduces noise, spreads the force of the directional change across a
greater surface, and reduces side loading on the piston skirt.

Some piston designs have the piston pin offset from centre in the piston. The
proper orientation of the piston pin offset is marked by a notch or an arrow on the
piston head. The mark on all Briggs and Stratton pistons should be facing or
closest to the flywheel on all one and two-cylinder engines. The offset piston pin
design offers a quieter running engine by reducing piston wobble and related noise.
This results in truer linear movement of the piston in the cylinder bore.

Each piston design must have a provision for returning oil to the oil reservoir
and the crankcase. During operation, a significant amount of oil is accumulated in
the piston oil ring groove. This oil is returned to the reservoir through piston
windows or through a machined channel near the piston pin.

Piston windows are a series of small holes machined into the oil ring groove
surface of the piston. The oil ring collects excess oil from the cylinder bore. Piston
windows allow oil in the oil ring groove to drain into the oil reservoir.

Another common method used to return oil to the oil reservoir is through a
machined channel near the piston pin. Oil collects in the rear of the oil ring groove
and is routed back to the oil reservoir through the channel ending at the piston pin.
This provides a path for oil to return to the oil reservoir along the outside surface
of the piston when the machined channel is exposed to the oil reservoir at BDC.

23
9.2 SOLIDWORKS 2011

SOLIDWORKS is a solid modeler, and utilizes a parametric feature-based

approach which was initially developed by PTC ( Creo/Pro-Engineer ) to create
models and assemblies. The software is written on Parasolid-kernel.

9.2.1 Part modeling

In part modeling you can create a part from a conceptual sketch through
solid feature-based modeling, as well as build and modify parts through direct and
intuitive graphical manipulation.

The part modeling help introduces you to the terminology, basic design
concept, and procedure that you must know before you start building a part, part
modeling shows you how to draft a 2D conceptual layout, create precise geometry
using basic geometric entities, and dimension and constrain your geometry. You
can learn how to build a 3D parametric part from a 2D sketch by combining basic
and advanced features, such as extrusions, sweeps, cuts, holes, slots, and rounds.
Finally, part modeling help provides for modifying part features and resolving
failures.

 File → New → Part

 Select from view → Line → Draw the half of the diagram as per the
parameters.
 Draw the axis in the centre.
 Choose the revolve options to complete the component.
 Then save a file as IGES format file.

24
9.3 Part line diagram

Fig 9.3 Part line diagram

25
9.4 Isometric view of piston

9.4.1 Front view of piston 9.4.2 Right side view of piston

9.4.3. 3D Solid model of piston

26
 CHAPTER 10

STRECTURAL ANALYSIS

Structural analysis is the determination of the effects of loads on physical

structures and their components. Structures subject to this type of analysis include
all that must withstand loads, such as buildings, bridges, vehicles, machinery,
furniture, attire, soil strata, prostheses and biological tissue. Structural analysis
incorporates the fields of applied mechanics, materials science and applied
mathematics to compute a structure's deformations, internal forces, stresses,
support reactions, accelerations, and stability. The results of the analysis are used
to verify a structure's fitness for use, often saving physical tests. Structural analysis
is thus a key part of the engineering design of structures.

27
10.1 Conventional Aluminum Alloy A2618

10.1.1 Mesh view of piston

Fig 10.1.1 Mesh View of Piston

28
10.1.2 Pressure applied view of piston (Al-A2618)

Fig 10.1.2 Pressure Applied View of Piston

29
10.1.3 Equivalent stress of piston (Al-A2618)

Fig 10.1.3 Equivalent Stress of Piston

30
10.1.4 Total deformation of piston (Al-A2618)

Fig 10.1.4 Total deformation of piston

31
10.2 Advanced Aluminum Alloy GHY1250

10.2.1 Mesh view of piston

Fig 10.2.1 Mesh view of piston

32
10.2.2 Pressure applied view of piston (Al-GHY1250)

Fig 10.2.2 Pressure applied view of piston

33
10.2.3 Equivalent stress of piston (Al-GHY1250)

Fig 10.2.3 Equivalent stress of piston

34
10.2.4 Total deformation of piston (Al-GHY1250)

Fig 10.2.4 Total deformation of piston

35
10.3 Advanced Aluminum Alloy GHS1300

10.3.1 Mesh view of piston

Fig 10.3.1 Mesh view of piston

36
10.3.2 Pressure applied view of piston (Al-GHS1300)

Fig 10.3.2 Pressure applied view of piston

37
10.3.3 Equivalent stress of piston (Al-GHS1300)

Fig 10.3.3 Equivalent stress of piston

38
10.3.4 Total deformation of piston (Al-GHS1300)

Fig 10.3.4 Total deformation of piston

39
 CHAPTER 11

THERMAL ANALYSIS

In reality, the piston is only subjected to pressure, temperature also plays a

vital role. Due to high temperature and overheating of the piston severe damage
can take place which to the Piston. Hence considering both the effects of pressure
and temperature, analysis is performed. After performing the thermal analysis, it
was seen that the stress generated is more than the stress obtained while
performing analysis only considering pressure. Here we considered the
temperature difference (T) at the centre of the piston head (°C) and at the edge of
the piston head (°C), i.e.500°C. Due to the effective combination of temperature
and pressure the resultant stress obtained is 5.24Mpa.from theoretical calculation,
we obtained the value of allowable stress as 90Mpa. This value is much closer to
the allowable stress than the value obtained when only pressure was considered.

Here we are applying temperature on the piston head and on the wall of the
piston. On the piston head 500°C is applied and on the piston walls 300°C is
applied.

40
11.1 Conventional Aluminum Alloy A2618

11.1.1 Mesh view of piston

Fig 11.1.1 Mesh view of piston

41
11.1.2 Temperature applied for piston (Al-A2618)

Fig 11.1.2 Temperature applied for piston

42
11.1.3 Temperature distribution (Al-A2618)

Fig 11.1.3 Temperature distribution

43
11.1.4 Total heat flux (Al-A2618)

Fig 11.1.4 Total heat flux

44
11.2 Advanced Aluminum Alloy GHY1250

11.2.1 Mesh view of piston

Fig 11.2.1 Mesh view of piston

45
11.2.2 Temperature applied for piston (Al-GHY1250)

Fig 11.2.2 Temperature applied for piston

46
11.2.3 Temperature distribution (Al-GHY1250)

Fig 11.2.3 Temperature distribution

47
11.2.4 Total heat flux (Al-GHY1250)

Fig 11.2.4 Total heat flux

48
11.3 Advanced Aluminum Alloy GHS1300

11.3.1 Mesh view of piston

Fig 11.3.1 Mesh view of piston

49
11.3.2 Temperature applied for piston (Al-GHS1300)

Fig 11.3.2 Temperature applied for piston

50
11.3.3 Temperature distribution (Al-GHS1300)

Fig 11.3.3 Temperature distribution

51
11.3.4 Total heat flux (Al-GHS1300)

Fig 11.3.4 Total heat flux

52
 CHAPTER 12

RESULT

12.1 Result comparison

S. NO PARAMETERS Al A2618 Al GHY1250 Al GHS1300

1 Total deformation 0.0603 0.0591 0.0500

( mm )

2 Equivalent von-misses
misses 135.08 139.2 139.2
stress ( Mpa )

3 Total heat flux 153.45 140.92 125.27

( w/mm² )

Table 12.1

12.2
.2 Total deformation Vs Material illustrates

Total deformation

0.07
Deformation (mm)

0.06
0.05
0.04 deformation Vs material
0.03 illustrates
0.02
0.01
0
A2618 GHY1250 GHS1300

53
12.3 Equivalent Von-misses
misses Stress Vs Material illustrates

Equivalent Von
Von-misses Stress
Equivalent Von-misses

140
139
Stress (Mpa)

138
Equivalent Von
Von-misses
137
Stress
136
135
134
133
A2618 GHY1250 GHS1300

12.4 Total Head Flux Vs Material illustrates

Total Heat Flux

Heat Flux (w/mm²)

160
140
120
100
80 Heat flux Vs material illustrates
60
40
20
0
A2618 GHY1250 GHS1300

54
 CHAPTER 13

CONCLUSION

After doing comparative analysis of various type of aluminum alloy. i.e in

between Al-A2618, Al-GHY1250, and Al-GHS1300 for Total deformation,
Equivalent von-misses stress, and Total Heat Flux from the analyzed result through
this work Total deformation value of Al-A2618 (0.0603mm), Al-GHY1250
(0.0591mm) is higher than GHS1300 (0.0500mm). Equivalent von-misses stress
value of Al-2618 (135.08Mpa) is lower than Al-GHS1300 (139.2Mpa) and Al-
GHY1250 (139.2Mpa) is equal to Al-GHS1300 (139.2Mpa). And Total Heat Flux
value of Al-A2618 (153.45 w/mm²), Al-GHY1250 (140.92 w/mm²) is higher than
Al-GHS1300 (125.27 w/mm²). So Conclusion of this project is compare to the
following materials Al-A2618, Al-GHY1250 and Al-GHS1300 performance and
economic wise get best result in the material Al-GHS1300.

55
 CHAPTER 14

REFERANCE
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sukthankar, atul dhale,(2014), Design analysis and optimization of piston
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56