PROJECT REPORT

ANALYSIS OF IC ENGINE COMPONENTS USING ANSYS

UNIVERSITY DEPARTMENT
RAJASTHAN TECHNICAL UNIVERSITY, KOTA

Project guide: Submitted to: Submitted by:

Mr. Surender Singh Godara Department of Mechanical Amit Kumar
(Assistant professor) Engineering Soni
Rajasthan Technical University,
Dept of Mechanical & Kota
Aeronautical Engineering, Vinayak Brenia
UD, RTU, Kota
Rupender
Singh
Shekhawat
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CONTENTS
Chapter 1
● Introduction
1.1 Engine parts

1.2 Aim and objective of study

Chapter 2
● Literature Review

Chapter 3
● Design procedure
1.1 Materials
1.2 Design calculations
1.2.1 Piston
1.2.2 Connecting rod

Chapter 4
● Modeling and Analysis

Chapter 5
● Discussion & Result

Chapter 6
● Conclusion

References
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I. INTRODUCTION

Pistons are complex components among all automotive. The engine is called the heart of a
vehicle and the piston is considered important part of an engine. There are research works
proposing, for engine pistons, new geometries, materials, and this makes continuous
improvement .Not withstanding all these studies, the pistons are damaged mainly wear,
temperature, and fatigue the main stress are Thermal stress, Mechanical stress. . This report
describes the stress distribution on the piston by using FEA. The FEA is performed by ansys
The main aim is to investigate and analyze the thermal stress distribution of pistons and
mechanical stress distribution of pistons of real engine condition. The report work on analysis
to predict the higher stress of piston and critical region. Using ANSYS stress analysis. A
piston is a component of IC engines. In an engine, piston transfer force gas in the cylinder to
the crankshaft through piston rod. transfer of heat takes from higher temperature to lower
temperature. Thus, there is heat transfer during intakes stroke and the compression stroke, the
heat transfer takes place from the gases to the walls. So the piston crown, piston ring, should
have enough stiffness to endure the pressure and the friction of contacting surfaces.

connecting rod is a high critical component, Connecting rod is link between the piston and the
crank. the purpose of the connecting rod is to transfer the reciprocating motion into the rotary
motion & transmitting the thrust of the piston to the crankshaft.. Connecting rods are
manufactured by forging material is wrought steel or powdered metal. They could also be
cast.. connecting rods are manufactured using carbon steel but recently aluminium alloys are
popular, because Carbon steel as a connecting rod is less stiff and more weight than aluminum

1.1 AIM

This report ia about the stress distribution on a piston by using FEA. The finite element
analysis is performed by using anasys .Objective is to investigate and analyze about the
thermal stress distribution of the pistons. The report describes the mesh used to predict the
higher stress and critical region of piston. Upper end of the piston is optimized to reduce the
stress concentration the finite element analysis using software ANSYS.
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Also, The objective of the project is to optimize the connecting rods by various designs and
analysis using meshing and software ansys with various materials. This project aims to reduce
the stress and strain in connecting rods. This project provides a better alternative design for
the connecting rods in the two-wheelers

1.2 IC engine.

The full form is an Internal Combustion engine. In IC engine the combustion of fuel, such as
petrol or diesel, takes place. In a petrol engine, mixture of air and petrol passed into the
cylinder. After a spark produced by the spark plug. the petrol engine is called the Spark
Ignition engine (SI Engine) because the ignition is done by spark, In the diesel engine, only
air is given in the cylinder then highly compressed during a compression stroke the air
temperature increase due to compression above the self-ignition temperature of diesel. The
diesel in the form of fine spray put into the cylinder. The diesel ignites with hot air.The diesel
engine is called a Compression Ignition engine because the ignition is done by compression of
air
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FIGURE 1.1: I.C. engine

Components of an IC engine

(i) Cylinder

(ii) Piston, piston rings

iii) Connecting rod

(iv) Crankshaft,

1.2.1 Cylinder

. The primary function of cylinder is to retain the working fluid, while the secondary function
is to guide the piston. The combustion takes place inside the cylinder and temperatures is very
high so cooling is required for cylinder. cooling systems are two type —air-cooling and
water-cooling. Two wheeler are generally air-cooled. These are provided with fins over the
outer surface. heat of combustion is transmitted to the surroundings through the fins. The fins
increase the surface area and improve heat transfer.

The properties of materials used for cylinders

(i) Strong enough to withstand high pressure of gases during the combustion.

(ii) Strong enough for thermal stresses due to heat transfer

(iii) Hard enough to resist wear by piston movement. And good surface finish reduces friction
and wear

(iv) Material have corrosion resistant

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FIGURE 1.2 CYLINDER

1.2.2 PISTON

It is a reciprocating part that performs a number of functions in IC engine. The main functions
are.

(i) Transmits force from gas pressure inside the cylinder to the crankshaft

(ii) Compresses the fuel mixture during the compression stroke.

(iii Inside portion of the cylinder is sealed from the crankcase by piston rings.

(v) It dissipates heat from the combustion chamber to the cylinder wall.

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PISTON MATERIALS

Materials that commonly used for pistons are cast iron, cast steel and aluminium alloys

Aluminium alloy pistons have advantages than cast iron

: (i) The thermal conductivity of aluminium alloys three times that of cast iron. Due to this it
can rapidly transfer heat outside through walls.

(ii) Aluminium alloy is about one third light weight that of cast iron.

1.2.3 PISTON RINGS

Piston rings are two types compression rings and oil scraper rings. Compression rings main
function of is to maintain a seal between the cylinder wall and piston.Transfer heat from the
piston to the cylinder wall. Piston rings also absorb fluctuations. Oil scraper are used below
the compression rings. They provide proper lubrication. Oil scraper rings send excess oil back
to the crankcase and prevents the leakage of oil into the combustion chamber.

FIGURE 1.3 piston rings

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Guidelines for design of piston rings

(i) Piston Rings made of grey cast iron and alloy cast iron. Grey cast iron is wear resistance. It
retains the spring characteristic at high temperatures also piston rings are chromium-plated to
reduce wear.

(ii) Number of compression rings in automobile is usually between 3 to 4. In diesel engines

lies between 5 to 7 compression rings are used.

1.2.4 CONNECTING ROD

The connecting rod has the small end to join with the piston, a long shank and a big end
opening to join with the crank shaft. The function of the connecting rod is to transmit force
from the piston to the crank shaft. The connecting rod used to transmits the reciprocating
motion into rotary motion of the crankshaft. lubricating oil is also transfers from the crank pin
to the piston pin. Drop forging process used for making connecting rod and the outer surfaces
is unfinished.

FIGURE 1.4 connecting rod

Two force handle by connecting rod first gas pressure and second the inertia force of the
reciprocating part. This is heavily stressed parts of the IC engine. It is made of medium
carbon steels or alloy steels. The medium carbon steels has 0.35 to 0.45 percent carbon. The
alloy steels made of nicke chromium or chromium-molybdenum steels. Medium carbon
steels also used for connecting rods of industrial engines. Connecting rods of automobile
made by alloy steels.
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BUCKLING OF CONNECTING ROD

The rod is subjected to axial compressive force equal to maximum gas load on the piston.
Due to compressive load connecting rod is behave as a column. The buckling take place in
two different planes—first is plane of motion and second is plane perpendicular to the plane
of motion

1.2.5 CRANKSHAFT

The crankshaft converts the piston reciprocating motion into rotary motion help of
connecting rod. The crankshaft has three portions—crank pin, crank web, and shaft.
connecting rod big end is attached to the crank pin. Crankpin connects to the shaft portion by
crank web. The shaft transmits power to the outside source.

strength ofcrankshaft should be sufficient to withstand the bending and twisting In addition,
rigidity is require to control the lateral and angular deflections. fluctuating stresses also come
in crankshaft. endurance limit stress should be high. Crankshafts are made by the drop forging
process.
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CHAPTER 2

Literature Review
the objective is to analyze numerically a heat transfer of piston which is determined mainly as a
function of temperature. The piston was made using ansys, boundary conditions were calculated
analytically from book and thermal analysis was performed using Ansys Workbench. Deformation in
the piston takes due to thermal and mechanical stress place. The magnitude of this deformation first
depends upon the piston material and second load applied to it by gases mixture. Using analysis on
Ansys, the best material for piston is selected focus on the structural analysis of pistons, working
under thermal and mechanical loads. Thermal analysis help us to find the temperature changes at the
various regions. Mechanical loads stresses were studied to determine the structural behavior of
pistons. As thickness increases, the maximum temperature increases on piston crown. Fatigue is also
reason for all the piston damages due to thin walls for the piston result in higher stresses The objective
is to analyze the real engine during the combustion process and get thermal stress distribution of
pistons The goal to reduce the stress concentration on the upper end of the Piston, which usually cause
deformation and crack on the upper end of the piston head. the greatest stress concentration is seen on
the upper end of the piston. Mechanical stresses and thermal stresses are main Reason for Piston
failure mainly.We determines them by using the finite element method. Displacement distribution due
to the flue gas also analysed.

By using ansys software in designing piston and connecting rod , the designer can analyze various
constructive variants in a short time, thereby optimizing the designing work. Said by researching on
piston analysis that piston is a component of reciprocating engines. The couples of thermal stresses,
mechanical stresses called thermo-mechanical stress distribution and this help for deformations
calculation. Next fatigue analysis was performed to investigate factors of safety and life of the piston
assembly. Piston materialis mainly used as aluminum silicon composite. The stress analysis results
help to improve design in initial stage it result in reducing cost and time required to manufacture the
piston.
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CHAPTER 3
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DESIGN PROCEDURE

1.1 MATERIALS
(a)Piston material
Commonly used materials for IC engine pistons are cast iron, cast steel,
forged steel, cast aluminium alloys and forged aluminium alloy.
In this project we are comparing between two material components
Cast iron & Aluminium Alloy (Aluminium Alloy 6061)

Most widely Al-Si Alloy is used in cylinders, cylinders head, cylinder liners
and pistons of automobile engines. It is because of some properties such
as: Corrosion resistance, excellent wear resistance, low density, low
coefficient of thermal expansion, high specific strength etc. The alloying
elements like Cu, Mg, Fe, Ni, Mn etc can be utilized to increase the
different properties of hypereutectic Al-Si Alloys.

Compared with cast iron, aluminium alloy pistons have the

following advantages:

● The thermal conductivity of aluminium alloys is approximately three

times that of cast iron. Therefore, an aluminium alloy piston has less
variation in temperature from the crown to the piston rings.

● The density of aluminium alloy is about one third that of cast iron. This
results in light weight construction and reduces inertia forces.

Cast iron pistons offer the following advantages:

● Cast iron pistons have higher strength compared with aluminium alloy
pistons. As the temperature increases, the strength of aluminium alloy
piston decreases rapidly compared with cast iron piston. Due to higher
strength, it is possible to provide thin sections for the parts of cast iron
piston.

● The wear strength of a cast iron piston is more than corresponding

aluminium alloy piston.
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● The coefficient of thermal expansion of aluminium alloy is approximately
twice that of cast iron. Therefore, aluminium alloy pistons need more
clearance between the cylinder wall and piston rings. Cast iron pistons
are used for moderately rated engines with piston speed below 6 m/s.
Aluminium alloy pistons are used for highly rated engines with piston
speeds above 6 m/s.

(b) Connecting Rod

Most of the connecting rods are made of steel but aluminum can also be used
to manufacture connecting rods because of its light weight and it can also
absorb high impact shock but its durability will be suffered. Titanium can also
be used as material because of its good strength but it is expensive.
The connecting rod is subjected to the force of gas pressure and the inertia
force of the reciprocating part. It is one of the most heavily stressed parts of
the IC engine. The materials used for the connecting rod are either medium
carbon steels or alloy steels. The medium carbon steels contain 0.35 to 0.45
per cent carbon. The alloy steels include nickel chromium or chromium
molybdenum steels. Medium carbon steels are used for the connecting rods of
industrial engines. Alloy steels are used for connecting rods of automobile and
aero engines.
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1.2 DESIGN CALCULATIONS

Piston
Specifications
Engine type 4 stroke, Air cooled
Bore 70 mm
Stroke 90 mm
Mf 0.3 kg/bhp/hr
Power 19.36 PS = 14.239 kW
Speed 4000 rpm
Max power 19.32 PS @ 5250 rpm
Max torque 28 Nm @ 4000 rpm
No. of cylinders 1
Milage 40.8 kmpl
Compression ratio 8.5 : 1
Displacement 346 cc
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a)Thickness of piston head(th)

(1) Thickness of piston by strength consideration
th = thickness of piston head(mm)
D = cylinder bore(mm)
Pmax = Maximum gas pressure or explosion pressure (MPa or N/mm2)
σb = permissible bending stress(N/mm2)

Pmax
velocity = 2*L*N/60 = 2*0.09*4000/60 = 12 m/s
FORMULA
Power = 14.239 kW
Force = power/velocity = 14.239e3/12 = 1186.58 N Pressure =
Area = π*d2/4 = π*70*70/4=3848.45 mm2
Force * Area
Velocity =
Pressure = 1186.58/ area =0.3 MPa
(2*L*N)/60
Max Pressure =15* 0.3 = 4.62 MPa Power = Force *
OUTCOMES
Velocity = 12 m/s Force = 1186.58 N Max Pressure = 4.62 MPa

( 163 )∗p
√
Al Alloy

t h=D σb = 35 – 40 N/mm2
σb th = 6.867 mm

( 163 )∗4.62 = 6.867 mm

th = 70
√ 90

(2) Thickness of piston by thermal Consideration

BP(Brake Power)= 2*π*N*T/60 = 2*π*4000*28/60 = 11.728 kW

H= (C∗HCV ∗m∗BP )∗10 3

H = ( 0.05 * 47000 * 11.728 * 8.33 * 105) * 103 = 2295.82 W

H
(
t h=
12.56∗k∗( T c −T e ))∗10
3
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th = (2295.82/(12.56*175*75))*103 = 13.9266 mm ~ 14 mm

C = Ratio of heat absorbed by piston Al Alloy

to total heat developed (5% = 0.05)
Tc – Te = 75 ͦC k = 175 W/m/ ͦC
HCV=Highest Calorific value of petrol
= 47*103 kJ/kg
mf = Average fuel consumption
= 0.3 kg per BP per hr
BP = Brake Power = 11.728 kW H = 2295.82 W
Tc = Core Temperature th = 14 mm
Te = Edge Temperature
k = Conductivity

Criteria to decide the thickness of piston head

The greater thickness is considered. So, thermal consideration is the criteria to
decide the thickness of piston head.
th = 14 mm

(c) Requirements of cup

( Dl ) = (90/70) = 1.2857
As 1.2857 < 1.5
So, cup required
(d) Radius of cup(R)
Radius of cup = 0.7D = 0.7 * 70 = 49 mm

(e) Rings CI(Cast Iron)

1.Radial Thickness(b)

3∗Pw
b=D∗
√ σt
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For CI
Pw = 0.025 to 0.042 MPa σt = 85 to 110 N/mm2

0.03∗3
b = 70∗
√ 95
= 2.15 = 2.2 mm

2. Axial thickness of piston head(h)

h = 0.7*b to b
= 0.95 * 2.00227
= 1.9 mm ~ 2 mm

(f) Width of top land of ring grooves(h1)

h1 = th to 1.2th
h1 = 1.2*th
= 1.2 * 14
=16.8 mm ~ 17 mm

(g) Width of ring groove (h2)

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h2 = 0.75h to h
h2 = 0.9 * 2
= 1.8 mm

(h) Piston Barrel(t3)

t3 = 0.03 * D + b + 4.9
t3 = 0.03*70+2+4.9
= 9 mm
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(i) Piston skirt thickness(t4)

t4 = 0.25t3 to 0.35t3
t4 = 0.35 * 9
= 3.15 mm
(j) Piston skirt(Ls)
Ls = 0.65D to 0.8D
Ls = 0.8 * 70
= 56 mm
(k) Piston length(L)
L = Top land + Length of the ring section + Length of the skirt
L = h1 + (3h2 + 4h) + 0.8D
L = 17 +(3*1.8+4*2) + 0.8*70
= 86.4 mm ~ 87 mm

(l) Piston pin(d0&di)

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π D2
∗Pmax =Pb ∗d 0∗l 1
4 1

π*D2*4.62/4 = 25*d0*(0.45*70) Pb = Bearing pressure of the

d0 = 22.577 mm ~ 23 mm bushing = 25 MPa
di = 0.6d0 d0 = Outer diameter of the
piston pin
= 0.6*23
l1 = Length between the ends of
= 13.8 mm ~ 14 mm bosses = 0.45D
= 0.45*70
=31.5 mm
Mean diameter of Piston bosses = 1.5d0
Pmax = Maximum pressure
= 1.5*23 = 4.62 MPa
= 34.5 mm
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Connecting rod
Given :
Speed 4000 rpm

Bore diameter 70 mm

Stroke length 90 mm

Max pressure 4.62 MPa

Factor of safety 3

(a)
Force acting on connecting rod(Pc)
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= 4.62*(π*702/4)
= 17779 N

(b)Critical buckling load(Pcr)

= 17779 * 3
= 53339 N

(c)Calculation of thickness(t)

Substitutes
A = 11t2 kxx = 1.78t a = 1/7500 σc = 330 N/mm2
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53339 t2
=
330∗11 1.3646
1+
t2
3630 t 4−53339 t 2−72725.81 = 0
After solving
t2 = 15.95
t =3.99 let t = 6 mm

(d)Dimensions of cross section

B = 4t = 4*6 = 24 mm
H = 5t = 5*6 = 30 mm
Thickness of the web = 6 mm [For better results t= 8 mm]
Thickness of the flank = 6 mm
The width (B = 24 mm) is kept constant throughout the length of connecting rod.

(e)Variation of height

At the middle section, H = 5t = 30 mm

At the small end, H1 = 0.85H = 0.85*30 = 25.5 mm ~ 26 mm
At the big end, H2 = 1.2H = 1.2*30 = 36 mm
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(f)Piston pin bearing

17779 = dp(2dp)(12)
dp = 28 mm
lc = 2*28 = 56 mm

(g)Crank pin bearing

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17779 = dc(1.3dc)(7.5)
dc = 42 mm
lc = 1.3*42 = 56 mm

(h)Big end cup and bolts

(1) Inertia force
r = (l/2) = 90/2 = 45 mm = 0.045 m
n1 = (L/r) = (180/45) = 4
Ѡ = (2πN/60) = (2π * 5250)/60 = 550 rad/s (At maximum RPM)

(Pi)max = 0.75*(418.879)2*0.045(1+1/4) = 12761 N

(2) Diameter of bolts

12761 = 2*60*π*(dc)2/4
dc = 15 mm
d (nominal diameter) = dc/0.8 = 15/0.8 = 18.75 mm
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(3) Thickness of cap
bc = lc = 56 mm

l = diameter of crank pin + 2(thickness of bush) +nominal diameter of bolt(d) +

clearance(3mm)

l = 42 + 2(3) + 3 + 15
= 66 mm

Mb = 12761*66/6 =140371 N-mm

I = 56 * (tc)3 / 12 = 4.66tc3

Substituting above expression,

140371 t c
80= ()
( 466 t 3c ) 2
tc = 14 mm
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CHAPTER 4
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MODELLING USING FUSION 360

1.1 Modelling of Piston

a. Sketch
Sketching is the key feature of any design. All the basic dimensions are given in
the sketches and then in solid modelling Extrude, press/pull, revolve etc.
features are used to get the original design.
In this project, all the dimensions are got from calculations and now it is time to
model the product e.g., piston and connecting rod.
we have made sketches. Some of the sketch diagrams are given below ̶

FIGURE 1 BASIC SKETCH OF PISTON BODY (SKETCH NO.1)

FIGURE 2 SKETCH FOR THE SPACE PISTON RING (SKETCH NO.2)

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FIGURE 3 SKETCH FOR CLEARANCE OF THE CRANK PART (SKETCH 3)

b. Extrude & Revolve

These features convert 2D sketches in 3D models.

FIGURE 4 REVOLVE COMMAND TO GET BASIC GEOMETRY OF PISTON (FROM SKETCH 1)

FIGURE 5 SKETCH 2 EXTRUDE

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FIGURE 6 SKETCH 2 EXTRUDE TO PROVIDING BOSS TO PISTON RING

FIGURE 7 EXTRUDE CUT TO PROVIDE EXTRA FEATURE TO PISTON SKIRT

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FIGURE 8 EXTUDE CUT BY SKETCH 3

c. Mirror
This is very effective feature in modelling on software to reduce time. It is needed to make
only one feature of design and run mirror command to get another on other side of a
specified plane.
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FIGURE 9 MIRROR COMMAND

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d. Complete model’s views

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FIGURE 10 DIFFERENT PROJECTION VIEWS OF THE PISTON MODAL

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1.2 Modelling of Connecting Rod

a. Sketch

FIGURE 11 BASIC SKETCH OF CONNECTING ROD

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FIGURE 12 SKETCH FOR I-SECTION OF CONNECTING ROD

FIGURE 13 SKETCH FOR BOLT LOCATION

b. Complete views of Connecting Rod

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FIGURE 14 CONNECTING ROD MAIN BODY

FIGURE 15 CONNECTING ROD WITHOUT BOLTS AND BUSHES

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FIGURE 16 CONNECTING ROD MODE

FIGURE 17 COMPLETE VIES OF CONNECTING ROD

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c. Animation
Animation provides the model to identify more deeply. This is the very easy to see the parts
of an assembly to after animation. It provides the details of parts, their mechanism, their
contact to others in assembly.
A video link of Animation of the connecting rod is given in the caption.

FIGURE 18 CAPTURED VIEW OF ANIMATION.

https://drive.google.com/file/d/1V42-EgGxnb77keML1WqhG8gmS1epZCrm/view?usp=sharing
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ANALYSIS USING ANSYS

2.1 Introduction
Here the analysis of I.C Engine Components e.g. piston and connecting rod is
presented. We have done
(a.) Thermal-Stress Analysis of Piston
(b.) Structural-Stress Analysis of Connecting Rod

2.2 Thermal-Stress Analysis of Piston

(a.) Geometry
This is imported geometry from Fusion360 software into ANSYS.

FIGURE 19 GEOMETRY OF PISTON

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(b.) Material
Material for piston is given as Aluminum-High-Strength Alloy. Its properties
are given in the table below.

Table: Material Properties of Aluminum-High-Strength Alloy

Properties Value
Density 2.78e-006 kg mm^-3
Thermal Conductivity 0.134 W mm^-1 C^-1
Specific Heat 8.8e+005 mJ kg^-1 C^-1
Coefficient of Thermal Expansion 2.3e-005 C^-1
Youngs Modulus 73.08 GPa
Poisson’s Ratio 0.33
Bulk Modulus 71.647 GPa
Shear Modulus 27.474 GPa
Ultimate Tensile Strength 468.84 MPa
Yield Strength 324.05 MPa

(c.) Mesh
Meshes are the key feature in Finite Element Analysis. Doing this gives a
smooth results in the body and that depends on how much smooth meshes
are?
Here the mesh size, mesh numbers, nodes, elements etc. are given below in
table.

Table: Meshing Details

Properties Value
Nodes 39518
Elements 24492
Mesh Method Automatic
Smoothening Medium
Element Size 4.0 mm
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FIGURE 20 MESHING

(d.) Thermal Load Case

i. Temperature
To simplify our study, steady state temperature is applied at the head
of the piston e.g. 400 ͦC.
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FIGURE 21 TEMPERATURE APPLIED ON THE HEAD

ii. Convection at outside

In this load case, due to effect of lubrication and air-cooling heat
transfer through convection is given to the piston.

Table: Convection at outside of piston

Properties Value
h 7821.6 W/m2. ͦC
T 40 ͦC
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FIGURE 22 CONVECTION AT OUTSIDE SURFACE

iii. Convection at inside

In this case of convection inside surface of piston is cooled by
lubricant and cooling oil.
Table: Convection at inside of piston
Properties Value
h 1000 W/m2. C ͦ
T 70 ͦC
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FIGURE 23 CONVECTION AT INSIDE SURFACE

(e.) Thermal Load Case Results

It is shown that thermal load has applied to the piston and its results will be
load case in the Static-structural study case, so it is needed to find out the
results of thermal load.
i. Temperature variation
Table: Temperature variation in piston
Temperature Type Value ( ͦC)
Minimum 40.193
Maximum 400
Average 138.87
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FIGURE 24 TEMPERATURE VARIATION IN PISTON

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ii. Total Heat Flux Variation

Table: Total Heat Flux Variation
Total Heat Flux Type Value (W/mm2)
Minimum 4.3066 e-3
Maximum 5.9121
Average 0.76926

FIGURE 25 TOTAL HEAT FLUX VARIATION

(f.) Static-Structural Load case

i. Fixed Support
This is a constraint type in this static-structural case. Here we have
simplified the analysis that the piston is static at this state to analysis
its critical conditions under critical load.
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ii. Pressure load

In this case maximum pressure is applied to the face of the piston so
its critical region or point can be estimated.

Table: Pressure applied

Pressure applied Value
Maximum 4.62 MPa

FIGURE 26(A.) FIXED SUPPORT (B.) PRESSURE APPLIED

iii. Thermal Load

Now the study results from thermal load case is imported here to
bring the effect of temperature with static structural load case.
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FIGURE 27 IMPORTED LOAD FROM THERMAL LOAD CASE

(g.) Static-Structural Load Case results

i. Equivalent Stress
Equivalent Stress is von mises stress here which is based on
total strain energy stored in the body.
Table: Equivalent Stress
Time(s) Minimum(MPa) Maximum(MPa Average(MPa)
)
0.2 3.1105e-002 53.352 11.532
0.4 6.2211e-002 106.78 23.065
0.7 0.10887 186.87 40.363
1 0.15556 234.74 57.515

F IGURE 28 GRAPH FOR EQUIVALENT STRESS

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F IGURE 29 EQUVALENT STRESS VARIALTION

FIGURE 30HALF SECTION VIEW OF EQUIVALENT STRESS VARIATION

ii. Equivalent Elastic Strain

Equivalent Elastic strain variation shown below.

Table: Equivalent Elastic Strain

Time(s) Minimum Maximum Average
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(mm/mm) (mm/mm) (mm/mm)
0.2 1.1933e-006 7.604e-004 1.6554e-004
0.4 2.3866e-006 1.5208e-003 3.3109e-004
0.7 4.1766e-006 2.6614e-003 5.7941e-004
1 5.9681e-006 3.3938e-003 8.2544e-004

F IGURE 31 GRAPH FOR EQUVALENT ELASTIC STRAIN

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F IGURE 32 FUL AND HALF SECTION VIEW OF EQUIVALENT ELASTIC STRAIN

iii. Strain Energy

Strain energy variation is shown below.

Table: Strain Energy

Time(s) Minimum(mJ) Maximum(mJ) Total(mJ)
0.2 3.2305e-008 9.8334e-002 212.52
0.4 1.2922e-007 0.39334 850.09
0.7 3.9574e-007 1.2046 2603.4
1 8.0767e-007 2.4741 5312.8
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F IGURE 33 STRAIN ENERGY GRAPH

F IGURE 34 FULL AND HALF SECTION VIEW VARIATION OF STRAIN ENERGY

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iv. Total deformation
When load is applied then deformation comes into picture.
Here total deformation variation is shown below.

Table: Total deformation

Time(s) Minimum(mm) Maximum(mm) Average(mm)
0.2 6.4499e-002 1.7936e-002
0.4 0.129 3.5872e-002
0
0.7 0.22575 6.2776e-002
1 0.32249 8.9672e-002

F IGURE 35 GRAPH TOTAL DEFORMATION

F IGURE 36 TOTAL DEFORMATION VARIATION

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F IGURE 37 HALF SECTION VIEW TOTAL DEFORMATION VARIATION

2.3 Static-Structural analysis of Connecting Rod

As we know that connecting rod is undergoes fatigue fluctuating stresses.
But due to some constraints of software and system capability we have
simplified its analysis to static structural by applying a maximum load.
Hence the analysis is shown below.

(a.) Geometry
Here the geometry of connecting rod is imported from Fusion360. Because
it is very easy to model this type of geometry in fusion360, SolidWorks etc.
CAD Software.
Here is four components in the assembly of connecting rod.
a. Main body
b. Cap end
c. Bolts
d. Bushes
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In this analysis, we are only concerning about main body. So our main aim
is to analyse the main body of connecting rod and check it.

FIGURE 38 GEOMETRY OF CONNECTING ROD

(b.) Material
In this section, as we know the main component is taking all the stresses.
So, we are concerning here only that main body part of connecting rod.
Its material is Structural Steel-High Strength-Low Alloy.

Table: Structural Steel-High Strength- Low Alloy

Properties Value
Density 7.85e-006 kg mm^-3
Thermal Conductivity 4.7e-002 W mm^-1 C^-1
Specific Heat 4.8e+005 mJ kg^-1 C^-1
Coefficient of Thermal Expansion 1.2e-005 C^-1
Youngs Modulus 200 GPa
Poisson’s Ratio 0.287
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Bulk Modulus 156.49 GPa
Shear Modulus 77.7 GPa
Ultimate Tensile Strength 448 MPa
Yield Strength 275.8 MPa

(c.) Meshing
Here the mesh size, mesh numbers, nodes, elements etc. are given below in
table.
Table: Meshing Details
Properties Value
Nodes 119268
Elements 66166
Mesh Method Automatic
Smoothening Medium
Element Size 12 mm

FIGURE 39 MESHING OF CONNECTING ROD

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(d) Static-Structural Load Case

To simplify the analysis of connecting rod we have assumed that maximum
load applied on the connecting rod will be superimpose of all the fluctuating
stresses in the connecting rod.

i. Fixed Support
It is now assumed that at the bigger end of connecting rod the
support is made fix.

FIGURE 40 FIXED SUPPORT AT THE BIGGER END

ii. Compressive Force Applied

Here Compressive force applied at the small end of the
connecting rod.
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F IGURE 41 COMRESSIVE FORCE AT THE SMALLER END

(e.) Solution (Result) of connecting rod

i. Total Deformation
The variation in the total deformation is shown below.
Table: Total Deformation
Properties Value (mm)
Minimum 0
Maximum 0.068505
Average 0.0061279
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FIGURE 42 FULL SECTION VIEW VARIATION OF TOTAL DEFORMATION

FIGURE 43 HALF SECTION VIEW OF VARIATION OF TOTAL DEFORMATION

ii. Equivalent Stress

Equivalent stresses are von-mises stresses. Its variation is
shown below.

Table: Equivalent Stress

Properties Value (MPa)
Minimum 1.3e-010
Maximum 219.05
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Average 13.808

FIGURE 44 FUL SECTION VIEW OF VARIATION IN EQUIVALENT STRESS

FIGURE 45 HALF SECTION VIEW OF VARIATION IN EQUIVALENT STRESS

iii. Maximum Normal Stress

Maximum Normal stress is principal stress and its variation is
shown below.

Table: Maximum Normal Stress

Properties Value(MPa)
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Minimum -31.979
Maximum 80.959
Average 0.7698

FIGURE 46 FUL SECTION VIEW OF VARIATION IN MAXIMUM NORMAL STRESS

FIGURE 47 HALF SECTION VIEW OF VARIATION IN MAXIMUM NORMAL STRESS

Project Report 2021
Project Report 2021