ABSTRACT

ABSTRACT

This project describes the barrier coatings on design and analysis piston
by using finite element Analysis (FEA).The parameters used for the simulation are
operating gas temperature and material properties of pistons. The specifications used
for the study of these pistons belong to four stroke 100cc bike engine. This paper
illustrates the procedure for analytical design of aluminium alloy piston which has
been used in current four stroke 100cc bike engine. For this current work 3d
modeling of the piston modeled from existing dimensions of the 100cc bike. And 3d
model imported to the Ansys work bench for analyzing the thermal distribution on
the piston. In this project we additionally doing some work. Most of the literature
talk about only thermal barrier coating for different materials. But we changing the
piston rings shape for improve the performance of the vehicle.
INTRODUCTION
 CHAPTER 1
INTRODUCTION

Thermal barrier coatings (TBCs) are widely used in advanced gas turbines to
provide the thermal and oxidation protection to metallic substrate against high
temperature gas. Application of TBCs can significantly improve the performance
and efficiency of the turbines. A typical TBC system is composed of a load carrying
substrate, a ceramic top-coat (TC), a metallic bond-coat (BC), and the thermally
grown oxide (TGO) that forms between TC and BC. Generally, the temperature
decreases across TBCs at specific operation condition are governed by the material
and geometrical properties of the TC layer, especially the thermal conductivity and
thickness. For a given ceramic material, the thermal insulation capability of the
coatings enhances with the increase of TC thickness. Nevertheless, the thermal
mismatch stress within the coatings may also increase simultaneously. It is
recognized that there exists a balance between the thermal insulation capability and
thermal stress level. Determination of suitable TC thickness for the hot components
becomes an optimization problem. Optimal design of TBCs thickness for gas turbine
blade can improve the performance and efficiency of the coatings. It is desirable to
have an available, simple, and efficient approach to design the coatings for
engineering application. Unfortunately, little work has been reported on this issue.
Most investigations about the turbine blade deal with the substrate without TBCs,
which fails to take into account the influence induced by the coatings, such as failure
analysis of the blade, heat transfer simulation or design of cooling channels. A few
works raised concerns about TBCs on the real turbine blade. For instance, Sohn et
al. Experimentally investigated the microstructural development of TBCs in high
pressure turbine blade before and after the service. Significant sintering and phase
transformation were observed, and localized spallation of yttria partially stabilized
zirconia (YSZ) was found near the tip of the serviced blade. Gurrappa and Rao
conducted the hot corrosion experiments on cylindrical specimens having various
TBCs thicknesses and figured out that an optimum thickness of TBCs can enhance
the life of underlying superalloy by about six hundred times. Yang et al. Developed
finite element(FE) model for the blade with TBCs to investigate the failure behavior
under cyclic thermal loading. Zhu et al. Studied the effect of morphology of TGO
on stress distribution in a turbine blade with TBCs under cyclic thermal loading.
Above works provided insight into the influence of TBCs on turbine blade.
However, none of them deals with the issue of design of TBCs thickness. Actually,
due to the difficulty in meshing a real gas turbine blade having complex external and
internal geometry shapes, most numerical works instead utilized two-dimensional or
simplified three-dimensional model in their simulations. For example, Yang et al.
and Zhu et al. used the simplified three-dimensional FE models in which the blade
airfoil uniformly and straightly extends from platform to the tip, and a single cooling
passage is assumed as well. It should be pointed out that the simplified models can
hardly reflect temperature and stress fields in the real blade which thus leads the
obtained conclusions to become circumscribed. This work aims to develop a
procedure for designing TBCs thickness distribution for gas turbine blade.
Sophisticated three-dimensional FE model of the turbine blade with TBCs is built
and analyzed. The optimization design procedures are presented and applied to
obtain the preliminary thickness distributions. Finally, suitable TC thickness
distribution scheme is determined according to the quantitative comparison. This
work provides a primary coating distribution scheme for turbine blade.

1.2 THERMAL BARRIER COATINGS

Thermal barrier coatings (TBC) are advanced materials systems usually

applied to metallic surfaces, such as on gas turbine or aero-engine parts, operating
at elevated temperatures, as a form of exhaust heat management. These 100 μm to
2 mm coatings serve to insulate components from large and prolonged heat loads by
utilizing thermally insulating materials which can sustain an
appreciable temperature difference between the load-bearing alloys and the coating
surface. In doing so, these coatings can allow for higher operating temperatures
while limiting the thermal exposure of structural components, extending part life by
reducing oxidation and thermal fatigue. In conjunction with active film cooling,
TBCs permit working fluid temperatures higher than the melting point of the metal
airfoil in some turbine applications. Due to increasing demand for higher engine
operation (efficiency increases at higher temperatures), better durability/lifetime,
and thinner coatings to reduce parasitic weight for rotating/moving components,
there is significant motivation to develop new and advanced TBCs.

1.2.1 STRUCTURE

An effective TBC needs to meet certain requirements to perform well in

aggressive thermo-mechanical environments. To deal with thermal
expansion stresses during heating and cooling, adequate porosity is needed, as well
as appropriate matching of thermal expansion coefficients with the metal surface
that the TBC is coating. Phase stability is required to prevent significant volume
changes (which occur during phase changes), which would cause the coating to
crack or spall. In air-breathing engines, oxidation resistance is necessary, as well as
decent mechanical properties for rotating/moving parts or parts in contact.
Therefore, general requirements for an effective TBC can be summarize as needing:

1) A high melting point.

2) No phase transformation between room temperature and operating

temperature.
 3) Low thermal conductivity.

4) Chemical inertness.

5) Similar thermal expansion match with the metallic substrate.

6) Good adherence to the substrate.

7) Low sintering rate for a porous microstructure.

These requirements severely limit the number of materials that can be used,
with ceramic materials usually being able to satisfy the required properties.

Thermal barrier coatings typically consist of four layers: the metal substrate,
metallic bond coat, thermally-grown oxide (TGO), and ceramic topcoat. The
ceramic topcoat is typically composed of yttria-stabilized zirconia (YSZ) which is
desirable for having very low conductivity while remaining stable at nominal
operating temperatures typically seen in applications. This ceramic layer creates the
largest thermal gradient of the TBC and keeps the lower layers at a lower
temperature than the surface. However, above 1200 °C, YSZ suffers from
unfavorable phase transformations, going from t'-tetragonal to tetragonal to cubic to
monoclinic. Such phase transformations lead to crack formation within the top
coating. Recent advancements in finding an alternative for YSZ ceramic topcoat
identified many novel ceramics (rare earth zirconates) having superior performance
at temperatures above 1200 °C, however with inferior fracture toughness compared
to that of YSZ. In addition, such zirconates may have a high concentration of oxygen
ion vacancies, which may facilitate oxygen transport and exacerbate the formation
of the TGO. With a large enough TGO, spalling of the coating may occur, which is
a catastrophic mode of failure for TBCs. The use of such coatings would require
addition coatings that are more oxidation resistant, such as alumina or mullite.
 The bond-coat is an oxidation-resistant metallic layer which is deposited
directly on top of the metal substrate. It is typically 75-150 μm thick and made of a
NiCrAlY or NiCoCrAlY alloy, though other bond coats made of Ni and Pt
aluminides also exist. The primary purpose of the bond-coat is to protect the metal
substrate from oxidation and corrosion, particularly from oxygen and corrosive
elements that pass through the porous ceramic top-coat.

At peak operating conditions found in gas-turbine engines with temperatures

in excess of 700 °C, oxidation of the bond-coat leads to the formation of a thermally-
grown oxide (TGO) layer. Formation of the TGO layer is inevitable for many high-
temperature applications, so thermal barrier coatings are often designed so that the
TGO layer grows slowly and uniformly. Such a TGO will have a structure that has
a low diffusivity for oxygen, so that further growth is controlled by diffusion of
metal from the bond-coat rather than the diffusion of oxygen from the top-coat.

The TBC can also be locally modified at the interface between the bondcoat
and the thermally grown oxide so that it acts as a thermographic phosphor, which
allows for remote temperature measurement

1.2.2 FAILURE

TBCs fail through various degradation modes that include mechanical

rumpling of bond coat during thermal cyclic exposure, especially, coatings in aircraft
engines; accelerated oxidation, hot corrosion, molten deposit degradation. There are
also issues with oxidation (areas of the TBC getting stripped off) of the TBC, which
reduces the life of the metal drastically, which leads to thermal fatigue.

A key feature of all TBC components is well matched thermal expansion

coefficients between all layers. Thermal barrier coatings expand and contract at
different rates upon heating and cooling of the environment, so materials when the
different layers have poorly matched thermal expansion coefficients, a strain is
introduced which can lead to cracking and ultimately failure of the coating.

Cracking at the thermally-grown oxide (TGO) layer between the top-coat and
bond-coat is the most common failure mode for gas turbine blade coatings. TGO
growth produces a stress associated with the volume expansion which persists at all
temperatures. When the system is cooled, even more mismatch is introduced from
the mismatch in thermal expansion coefficients. The result is very high (2-6GPa)
stresses which occur at low temperature and can produce cracking and ultimately
fracture of the barrier coating. TGO formation also results in depletion of Al in the
bond-coat. This can lead to the formation of undesirable phases which contribute to
the mismatch stress. These processes are all accelerated by the thermal cycling
which occurs in many thermal barrier coating applications.

1.2.3 PROCESSING

In industry, thermal barrier coatings are produced in a number of ways:

 Electron beam physical vapor deposition: EBPVD

 Air Plasma Spray: APS
 High velocity oxygen fuel: HVOF
 Electrostatic spray-assisted vapour deposition: ESAVD
 Direct vapor deposition

Additionally, the development of advanced coatings and processing methods is

a field of active research. One such example is the Solution precursor plasma
spray process which has been used to create TBCs with some of the lowest reported
thermal conductivities while not sacrificing thermal cyclic durability.
1.3 PISTON

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. In an engine, its purpose is to transfer force from expanding gas in the cylinder
to the crankshaft via a piston rod and/or connecting rod. In a pump, the function is
reversed and force is transferred from the crankshaft to the piston for the purpose of
compressing or ejecting the fluid in the cylinder. In some engines, the piston also
acts as a valve by covering and uncovering ports in the cylinder..

1.3.1 INTERNAL COMBUSTION ENGINES

An internal combustion engine is acted upon by the pressure of the expanding

combustion gases in the combustion chamber space at the top of the cylinder. This
force then acts downwards through the connecting rod and onto the crankshaft. The
connecting rod is attached to the piston by a swivelling gudgeon pin (US: wrist pin).
This pin is mounted within the piston: unlike the steam engine, there is no piston rod
or crosshead (except big two stroke engines).

The pin itself is of hardened steel and is fixed in the piston, but free to move
in the connecting rod. A few designs use a 'fully floating' design that is loose in both
components. All pins must be prevented from moving sideways and the ends of the
pin digging into the cylinder wall, usually by circlips.

Gas sealing is achieved by the use of piston rings. These are a number of
narrow iron rings, fitted loosely into grooves in the piston, just below the crown. The
rings are split at a point in the rim, allowing them to press against the cylinder with
a light spring pressure. Two types of ring are used: the upper rings have solid faces
and provide gas sealing; lower rings have narrow edges and a U-shaped profile, to
act as oil scrapers. There are many proprietary and detail design features associated
with piston rings.

Pistons are cast from aluminium alloys. For better strength and fatigue life,
some racing pistons may be forged instead. Billet pistons are also used in racing
engines because they do not rely on the size and architecture of available forgings,
allowing for last-minute design changes. Although not commonly visible to the
naked eye, pistons themselves are designed with a certain level of ovality and profile
taper, meaning they are not perfectly round, and their diameter is larger near the
bottom of the skirt than at the crown.

Early pistons were of cast iron, but there were obvious benefits for engine
balancing if a lighter alloy could be used. To produce pistons that could survive
engine combustion temperatures, it was necessary to develop new alloys such as Y
alloy and Hiduminium, specifically for use as pistons.

A few early gas engines had double-acting cylinders, but otherwise effectively
all internal combustion engine pistons are single-acting. During World War II, the
US submarine Pompano was fitted with a prototype of the infamously unreliable
H.O.R. double-acting two-stroke diesel engine. Although compact, for use in a
cramped submarine, this design of engine was not repeated.

1.3.2 TRUNK PISTONS

Trunk pistons are long relative to their diameter. They act both as a piston and
cylindrical crosshead. As the connecting rod is angled for much of its rotation, there
is also a side force that reacts along the side of the piston against the cylinder wall.
A longer piston helps to support this.

Trunk pistons have been a common design of piston since the early days of
the reciprocating internal combustion engine. They were used for both petrol and
diesel engines, although high speed engines have now adopted the lighter weight
slipper piston.

A characteristic of most trunk pistons, particularly for diesel engines, is that

they have a groove for an oil ring below the gudgeon pin, in addition to the rings
between the gudgeon pin and crown.

The name 'trunk piston' derives from the 'trunk engine', an early design of
marine steam engine. To make these more compact, they avoided the steam engine's
usual piston rod with separate crosshead and were instead the first engine design to
place the gudgeon pin directly within the piston. Otherwise these trunk engine
pistons bore little resemblance to the trunk piston; they were extremely large
diameter and double-acting. Their 'trunk' was a narrow cylinder mounted in the
centre of the piston.

1.3.3 CROSSHEAD PISTONS

Large slow-speed Diesel engines may require additional support for the side
forces on the piston. These engines typically use crosshead pistons. The main piston
has a large piston rod extending downwards from the piston to what is effectively a
second smaller-diameter piston. The main piston is responsible for gas sealing and
carries the piston rings. The smaller piston is purely a mechanical guide. It runs
within a small cylinder as a trunk guide and also carries the gudgeon pin.

Lubrication of the crosshead has advantages over the trunk piston as its
lubricating oil is not subject to the heat of combustion: the oil is not contaminated
by combustion soot particles, it does not break down owing to the heat and a thinner,
less viscous oil may be used. The friction of both piston and crosshead may be only
half of that for a trunk piston.
 Because of the additional weight of these pistons, they are not used for high-
speed engines.

1.4 FINITE ELEMENT

The finite element method (FEM), is a numerical method for solving

problems of engineering and mathematical physics. Typical problem areas of
interest include structural analysis, heat transfer, fluid flow, mass transport,
and electromagnetic potential. The analytical solution of these problems generally
require the solution to boundary value problems for partial differential equations.
The finite element method formulation of the problem results in a system
of algebraic equations. The method approximates the unknown function over the
domain. To solve the problem, it subdivides a large system into smaller, simpler
parts that are called finite elements. The simple equations that model these finite
elements are then assembled into a larger system of equations that models the entire
problem. FEM then uses variational methods from the calculus of variations to
approximate a solution by minimizing an associated error function.
LITERATURE REVIEW
 CHAPTER 2
LITERATURE REVIEW

1. L. Karthik Chakravarthy The main function of the piston of an IC engine is to

receive the impulse from the expanding gas and to transmit the energy to the
crankshaft through the connecting rod. The aim of this Project is to Model &
Assemble the Piston, Connecting Rod & Crankshaft for a 4-stoke air-cooled 150cc
Engine by theoretical calculations & also to Compare the Structural Analysis &
Modal Analysis on two different materials such as (Aluminum Alloy – Cast iron)
for Piston, (Aluminum Alloy – Manganese steel) for Connecting Rod & (Nickel
Chromium steel – High carbon steel) for Crankshaft. Modeling, Assembly of Piston,
Connecting rod and Crankshaft is done in Pro/Engineering software & Analysis is
done in ANSYS.
2. Ekrem Buyukkaya et al., (2017) conducted a study on Isothermal circulation in the
piston body and heat flow rates to cooling water and air underneath the piston at four
diverse engines burdens are portrayed for both with and without protection coating.
The outcomes show a 6% decrease in heat misfortune through the piston with the
utilization of a protection covering on the cylinder wall.
3. Dipayan sinha et al., (2017) focused on performance of an Engine relies up on
different viewpoints. Engine performance can be improved by limiting weight of the
automobile and boosting thermos mechanical ability of the Engine components,
especially the piston.
4. Venkatareddy k et al., (2016) states that a piston is a component of Reciprocating
engines, reciprocating pumps, gas compressors and pneumatic cylinders, among
other comparative components .it is the moving part that is contained by a chamber
and is made gas –tight by cylinder rings.
5. Sathish kumar et al., (2016) represents outline strategy for a piston for four stroke
petrol engine for hero splendour-pro bike and investigation by its examination with
original piston measurements. The plan methodology includes assurance of different
piston dimensions using analytical method under greatest power condition.
6. M Azadi et al., In the present paper, a complete literatures review of thermal barrier
coating applications in diesel engines is performed to select a proper type and to find
coating effects. The coating system has effects on the fuel consumption, the power
and the combustion efficiency, pollution contents and the fatigue lifetime of engine
components. Usually there are several beneficial influences by applying ceramic
layers on the combustion chamber, including the piston, the cylinder head, the
cylinder block, intake and exhaust valves by using a plasma thermal spray method.
Several disadvantages such as producing nitrogen oxides also exist when a coating
system is used. In this article, all effects, advantages and disadvantages of thermal
barrier coatings are investigated based on presented articles.
PROBLEM IDENTIFICATION
 CHAPTER - 3
PROBLEM IDENTIFICATION

The problem identified from the piston is Reduction of life and increase in
Pollution due to improper combustion.Does not easily reliable and has Low
corrosion Resistance.
OBJECTIVE AND SCOPE OF THE
PROJECT
 CHAPTER - 4
OBJECTIVE AND SCOPE OF THE PROJECT

The main objective and scope of the project is to increase the efficiency of the
engine by thermal barrier coating on the piston and also to maintain the optimum
temperature on the engine.
METHODOLOGY
 CHAPTER -5
METHODOLOGY

Study about the piston

Literature survey

Material selection

Design of piston

Analysis of piston with coating

Comparison of results

Conclusion
MATERIAL SELECTION
 CHAPTER 6
MATERIAL SELECTION
Usually the piston made up of special Aluminium alloy. For this project
Aluminium alloy piston designed and coating materials are applied. The coating
materials are ytteria stabilized zirconia and zirconate for top coat, NiCrAlY for bond
coat.

6.1 ALUMINIUM ALLOY

Aluminium alloys (or aluminum alloys; see spelling differences) are alloys in
which aluminium (Al) is the predominant metal. The typical alloying elements are
copper, magnesium, manganese, silicon, tin and zinc. There are two principal
classifications, namely casting alloys and wrought alloys, both of which are further
subdivided into the categories heat-treatable and non-heat-treatable. About 85% of
aluminium is used for wrought products, for example rolled plate, foils and
extrusions. Cast aluminium alloys yield cost-effective products due to the low
melting point, although they generally have lower tensile strengths than wrought
alloys. The most important cast aluminium alloy system is Al–Si, where the high
levels of silicon (4.0–13%) contribute to give good casting characteristics.
Aluminium alloys are widely used in engineering structures and components where
light weight or corrosion resistance is required.

Alloys composed mostly of aluminium have been very important in aerospace

manufacturing since the introduction of metal-skinned aircraft. Aluminium-
magnesium alloys are both lighter than other aluminium alloys and much less
flammable than alloys that contain a very high percentage of magnesium.
 Aluminium alloy surfaces will develop a white, protective layer of aluminium
oxide if left unprotected by anodizing and/or correct painting procedures. In a wet
environment, galvanic corrosion can occur when an aluminium alloy is placed in
electrical contact with other metals with more positive corrosion potentials than
aluminium, and an electrolyte is present that allows ion exchange. Referred to as
dissimilar-metal corrosion, this process can occur as exfoliation or as intergranular
corrosion. Aluminium alloys can be improperly heat treated. This causes internal
element separation, and the metal then corrodes from the inside out.[citation needed]

Aluminium alloy compositions are registered with The Aluminum

Association. Many organizations publish more specific standards for the
manufacture of aluminium alloy, including the Society of Automotive Engineers
standards organization, specifically its aerospace standards subgroups,[3] and
ASTM International..

Fig no: 6.1 Aluminium alloy

 Table 6.1: Material properties of Aluminium alloy

S.NO PARAMETERS VALUE

1 Elasticity modulus (Gpa) 75

2 poison’s ratio 0.32

3 Thermal expansion coefficient (×10−6/∘c−1) 19.4

4 Thermal conductivity (w/m∘c) 11.9

6.2 NiCrAlY ALLOY

Nickel in elemental form or alloyed with other metals and materials has made
significant contributions to our present-day society and promises to continue to
supply materials for an even more demanding future. Nickel has always been a vital
metal for a wide variety of industries for the simple reason that it is a highly versatile
material that will alloy with most other metals.

Fig no: 6.2 NiCrAlY

 Nickel is a versatile element and will alloy with most metals. Nickel alloys
are alloys with nickel as principal element. Complete solid solubility exists between
nickel and copper. Wide solubility ranges between iron, chromium, and nickel make
possible many alloy combinations. Its high versatility, combined with its outstanding
heat and corrosion resistance has led to its use in a diverse range of applications;
such as Aircraft gas turbines, steam turbines in power plants and its extensive use in
the energy and nuclear power markets.

Table 6.2: Material properties of NiCrAly

S.NO PARAMETERS VALUE

1 Elasticity modulus (Gpa) 200

2 poison’s ratio 0.3

3 Thermal expansion coefficient (×10−6/∘c−1) 13.6

4 Thermal conductivity (w/m∘c) 5.8

6.3 ZIRCONATE

Zirconia ceramics have attracted much attention since their discovery, and the
materials, which are very strong and tough at room temperature, can be made by
control of the phases. Understanding of the phase transitions is crucial to appreciate
the properties of zirconia ceramics. Zirconium dioxide (ZrO 2) has a monoclinic
crystallographic structure at ambient temperatures. Upon raising the temperature,
the oxide undergoes the phase transitions from monoclinic to tetragonal with a
transitional temperature of 1170 °C. From tetragonal to cubic, the transition
temperature is 2370 °C. At 2680 °C and above, the material melts. The
transformation from tetragonal to monoclinic phase with decreasing temperature at
approximately 1170 °C is quite disruptive and renders pure ZrO2 unusable as a high-
temperature structural ceramic. This disruption is caused by a 6.5% of volume
expansion upon transformation from tetragonal to monoclinic phase, a change which
could cause structural failure of any ceramic coating. The effects of Thermal barrier
coating in internal combustion engine are listed below.
Table 6.3: Material properties of Zirconade

S.NO PARAMETERS VALUE

1 Elasticity modulus (Gpa) 60

2 poison’s ratio 0.2

3 Thermal expansion coefficient (×10−6/∘c−1) 15.3

4 Thermal conductivity (w/m∘c) 2.17

6.4 YSZ

YSZ is the most widely studied and used TBC because it provides excellent
performance in applications such as diesel engines and gas turbines. Additionally, it
was one of the few refractory oxides that could be deposited as thick films using the
then-known technology of plasma spraying. As for properties, it has low thermal
conductivity, high thermal expansion coefficient, and low thermal shock resistance.
However, it has a fairly low operating limit of 1200C due to phase instability, and
can corrode due to its oxygen transparency.

Table 6.4: Material properties of YSZ

S.NO PARAMETERS VALUE
1 Elasticity modulus (Gpa) 48

2 poison’s ratio 0.1

3 Thermal expansion coefficient (×10−6/∘c−1) 9.0

4 Thermal conductivity (w/m∘c) 1.2

 CHAPTER 7
MODELING OF PISTON
Piston is most important art of engines. This part is modelled by the user
friendly software creo.

7.1 INTRODUCTION ABOUT CREO

Creo is a family or suite of Computer-aided design (CAD) apps supporting

product design for discrete manufacturers and is developed by PTC. The suite
consists of apps, each delivering a distinct set of capabilities for a user role within
product development.

Creo runs on Microsoft Windows and provides apps for 3D CAD parametric
feature solid modeling, 3D direct modeling, 2D orthographic views, Finite Element
Analysis and simulation, schematic design, technical illustrations, and viewing and
visualization.
7.2 PISTON MODELING IN CREO

Fig no 7.1: platform selection in creo

Fig no 7.2: Unit assign in creo

Fig no 7.3: part modeling window in creo

Fig no 7.4: Extrude in in creo

Fig no 7.5: Revolve cut in in creo

Fig no 7.6: Extrude cut in creo

Fig no 7.7: Final piston model in creo

Fig no 7.8: Piston ring design in creo

 Fig no 7.9: Piston assembly in creo

Fig no 7.10: coating assembly in creo

.
Fig no 7.11: 2D drawing of piston in creo
 CHAPTER 8

ANALYSIS OF PISTON

8.1 FINITE ELEMENT ANALYSIS

In the field of engineering, it is necessary to obtain the unknown field

parameters like displacement of forces, which can describe the behavior of
structures. These unknowns can be obtained by using exact analytical solutions or
energy methods, which are formulated with governing equilibrium equations on the
basis of solid mechanics. However in real practice, the real structure viz., aircraft,
automobiles are large in size with irregular shapes, intermediate structure,
possessing geometrical or material nonlinearity and having complicated loading or
boundary conditions. Hence these are not feasible to be solved by the above
analytical solutions.

In these cases to reduce the system to a discrete one by conventional method,

a lot of assumptions must be made which are cumbersome and error prone. With the
advancement in high speed computers tremendous opportunity have been given to
the numerical method approach.

 The finite element method (FEM) (its practical application often known
as finite element analysis (FEA)) is a numerical technique for finding
approximate solutions of partial differential equations (PDE) as well as
of integral equations.

 The solution approach is based either on eliminating the differential

equation completely (steady state problems), or rendering the PDE into an
approximating system of ordinary differential equations, which are then
numerically integrated using standard techniques such as Euler's
method, Runge-Kutta, etc.
  In solving partial differential equations, the primary challenge is to create
an equation that approximates the equation to be studied, but is numerically
stable, meaning that errors in the input and intermediate calculations do not
accumulate and cause the resulting output to be meaningless.

 For instance, in a frontal crash simulation it is possible to increase

prediction accuracy in "important" areas like the front of the car and reduce
it in its rear (thus reducing cost of the simulation); another example would
be the simulation of the weather pattern on Earth, where it is more important
to have accurate predictions over land than over the wide-open sea.

Definition:

Technique of dis-cretizing a continuum into simple geometric shapes element,

enforcing material properties and governing relations on these elements giving due
considerations to loading and boundary conditions which results in a set of
equations, whose solutions gives the appropriate behavior of continuum.

Necessity of FEM:

1. Algebraic work corresponding to solid mechanics is programmed in

systematic matrix calculations and formulated into a mathematical model.
User need not work complicated algebra but only deal with discretized
geometry of physical structure.

2. Ability to consider alternate loading and bending conditions for the same
geometry.

3. Accuracy of the data mainly depends on the number of approximations; the

degree of accuracy will be high with a minimum percentage of error from
extra value.
 4. Faster automatic calculations, which are repetitive in nature, simultaneous
display of modification and part processing results.

5. Accurate prediction with adequate details for identifying critical areas of

interest like highly stressed regions.

Finite Element Terminologies:

i. In Finite Element Method, the actual continuum is represented as an

assembly of subdivisions called Finite Elements. These elements are
considered to be interconnected at finite number of joints called Nodes.

ii. A Finite Element Mesh represents combination of nodes and elements.

Since the actual variation of Field Variables like displacement, temperature,
stress etc., inside the body is not known, we assume the variation of field
variables inside the element, which can be approximated by single function
called Interpolation Function or Shape function.

iii. The shape functions are different in terms of field variables at nodes. When
field equations are assembled for the whole body, the unknowns will be the
nodal values of the field variable and the equation of matrix form. These
can be solved for unknown field variables.

iv. Once these are known, shape functions can be defined through any point
inside the element.
8.2 INTRODUCTION TO ANSYS

ANSYS, Analyzing Software, has been used in this project. ANSYS

Mechanical software is a comprehensive FEA analysis (finite element) tool for
structural analysis, including linear, nonlinear and dynamic studies. The engineering
simulation product provides a complete set of elements behavior, material models
and equation solvers for a wide range of mechanical design problems. In addition,
ANSYS Mechanical offers thermal analysis and coupled-physics capabilities
involving acoustic, piezoelectric, thermal–structural and thermo-electric analysis.
The ANSYS Mechanical software suite is trusted by organizations around the world
to rapidly solve complex structural problems with ease. Structural mechanics
solutions from ANSYS provide the ability to simulate every structural aspect of a
product, including nonlinear static analysis that provides stresses & deformations,
modal analysis that determines vibration characteristics, through to advanced
transient nonlinear phenomena involving dynamic effects & complex behaviors.

Fig no: 8.1 Ansys window

Advantages and Disadvantages of Finite Element Tools

ADVANTAGES

i. Complex geometry can be analyzed very easily using the Finite Element
Method.

ii. Complex analysis such as vibrations Non-linear analysis, Heat transfer

analysis and Fluid analysis can be easily conducted.

iii. Complex loading such as inertia and time dependent loading can easily be
represented.

iv. Complex boundary conditions can be easily represented.

v. By using the finite element method it is easy to analyze non-homogenous

structures.

vi. Geometric effects such as large displacements, large rotations and contact
conditions can be represented.

vii. It is a more flexible and responsive information based development

process enabling the modifications of designs at later stages of
development.

viii. Faster return on investment due to reduced development time.

ix. Fewer physical prototypes and test setups.

Application:

Fig no: 8.2 analysis of an car

i. Several modern FEM packages include specific components such as thermal,

electromagnetic, fluid, and structural working environments. In a structural
simulation, FEM helps tremendously in producing stiffness and strength
visualizations and also in minimizing weight, materials, and costs.

ii. FEM allows detailed visualization of where structures bend or twist, and
indicates the distribution of stresses and displacements.

iii. FEM software provides a wide range of simulation options for controlling the
complexity of both modeling and analysis of a system.

iv. Similarly, the desired level of accuracy required and associated computational
time requirements can be managed simultaneously. FEM allows entire designs
to be constructed, refined, and optimized before the design is manufactured.
 v. In summary, benefits of FEM include increased accuracy, enhanced design
and better insight into critical design parameters, virtual prototyping, fewer
hardware prototypes, a faster and less expensive design cycle, increased
productivity, and increased revenue.

vi. Static Analysis: Deflections, stresses, strains, forces and energies.

vii. Dynamic Analysis: Frequencies, deflections (mode shapes), stresses, strains,

forces and energies.

viii. Heat Transfer Analysis: Temperature, heat fluxes, thermal gradients and heat
flow from convection faces.

ix. Fluid Analysis: Pressure, gas temperature, convection coefficients and

velocities.

x. Other than these electromagnetic analysis and electric current analysis can
also be easily carries out.

xi. In the Aerospace industries the following types of Finite Element Analysis is
common: Static analysis, Dynamic analysis (natural frequencies),
Aerodynamics, Transient dynamics, Heat transfer, Fracture mechanics, Creep
and Plasticity analysis, Composite materials, Aero elasticity, Metal forming
and Crash worthiness.

8.3 INTRODUCTION TO ANSYS

ANSYS, Analyzing Software, has been used in this project. ANSYS

Mechanical software is a comprehensive FEA analysis (finite element) tool for
structural analysis, including linear, nonlinear and dynamic studies. The engineering
simulation product provides a complete set of elements behavior, material models
and equation solvers for a wide range of mechanical design problems. In addition,
ANSYS Mechanical offers thermal analysis and coupled-physics capabilities
involving acoustic, piezoelectric, thermal–structural and thermo-electric analysis.
The ANSYS Mechanical software suite is trusted by organizations around the world
to rapidly solve complex structural problems with ease. Structural mechanics
solutions from ANSYS provide the ability to simulate every structural aspect of a
product, including nonlinear static analysis that provides stresses & deformations,
modal analysis that determines vibration characteristics, through to advanced
transient nonlinear phenomena involving dynamic effects & complex behaviors.

8.4 ANALYSIS OF PISTON IN ANSYS

Fig no: 8.3 Imported model in Ansys workbench

 Fig no: 8.4 Meshing model in Ansys workbench

Fig no: 8.5 Temperatur distribution in aluminium alloy piston

 Fig no: 8.6 Heat flux in aluminium alloy piston

Fig no: 8.7 Temperatur distribution with YSZ coated piston

 Fig no: 8.8 Heat flux with YSZ coated piston

Fig no: 8.9 Temperatur distribution with zirconade coated piston

Fig no: 8.10 Heat flux with zirconade coated piston
RESULTS AND DISCUSSION
 CHAPTER 9
RESULTS AND DISCUSSION

Table 9.1 Results comparison table

S.NO DESIGN TEMPERATURE HEAT FLUX

DISTRIBUTION (oC) (w/m2)

1 Without coating 245.4 0.85677

Coating with
2 Ytrria stabilized 195.03 2.028
zirconia
Coated with
3 zirconade 194.61 2.0488
 CHAPTER 10
CONCLUSION

This paper proposed a design method to obtain suitable thermal barrier

coatings (TBCs) thickness distribution for a real petrol engine piston. The
comparison of aluminium alloy (without coating) and coating of different material
such as YSZ (Yattria Stabilized Zirconia), Zirconite and NiCrAlY as bond coat.
From the above comparison, it is found that zirconite coating has minimum
temperature distribution. It helps to keep piston grown at higher temperature.
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