ENSAM - Metz

Report 1

Topic: Pistons - choice of design,
choice of material, determine the structural
parameters of piston and research and analysis of the
stress condition for static loading.

Student: Metin Pehlivanov

Date: 31.05.2011
 Presentation of the operating modes of the
pistons
With the engine pistons acting on different sizes
and field forces that result from burninggas, inertia, normal forces,
the pressure on the cylinder wall. As a result of uneven heating of
the pistons in the radial direction and height
of them arise additional internalthermal stresses. In addition otdelnte areas 
are loaded with various local forces: theforces from the combustion of the
gases which are
passed on mehnichnite planesimpact forces - vaznikvashtipri change directi
on of movement of the plunger.
The complex forms of pistons is
inevitably uneven distribution of metal and unevenhardness radilano directi
on. In connection with their design and calculation piston a
complex task, as we have known temperatures at various points of the
pistons.
The figure below shows the distribution of temperature in petrol engines:
 Figure 1: Temperature Rapredelenie height of the
piston for gasoline engine with liquidcooled 1 - piston made of cast iron, 2 - piston made 
of aluminum alloy
 From the figure, it appears that most - the bottom part is loaded on
the plunger. By increasing the diameter of the bottom
tsilindaratemperaturata increases but also increases the path of heat to the
cylinder walls, as the ratio of surface to bottom, studied heat of the surface
through which heat is conducted to the cylinder wall.
Perceived heat from the bottom is transmitted through the rings and the
guide zone of the piston to the wall of the cooled cartridge the circulating
gas stream with oil vatrekarternoto space and thus receive broadcasts in.
In high-speed engines by kopresionnite rings takes 50-60% of heat.
The design of the piston and its dimensions are determined by mehnichnite
and temperature loads, shape and location of the combustion chamber, the
number of piston rings, the presence of ribs, length of the bottom of the
piston, piston pin diameter, the position of prrasten from the combustion
chamber. When designing the pistons used static design parameters,
mainly attributed to the diameter D of cylinder or the height H of the piston.
The height of the piston determines the number of piston rings and the
height of the combustion zone above the first piston ring and piston pin
diameter.
Figure 2: Types of structures pistons working ignition
Materials for making pistons

For the manufacture of automotive engine pistons are now most commonly
used aluminum alloys, rare gray and ductile iron and composite materials.
Aluminum alloys have low density, thereby reducing the mass of the piston
and hence reduce the inertia loads of the elements of piston group. At the
same time a simplification of the problem of reducing the thermal
resistance of the elements of the piston, which in combination with good
thermal conductivity, these materials will reduce the heat load of the
components of piston group. The positive qualities of aluminum alloys
include low coefficient of friction in pair with cast iron or steel.
However, aluminum alloy pistons have a number of serious shortcomings,
the main ones are low resistance to fatigue with increasing temperature,
high coefficient of linear expansion - smaller than that of cast iron pistons,
ruggedness, relatively high cost.
Currently, the production of pistons use two types silumins: eutectic with
silicon content of 11 ... 14% and hypereutectic - 17 ... 25%.
Increasing the Si content of the alloy reduces the coefficient of linear
expansion, improve durability warmth, but its high content in the alloy
deteriorated their ability to cast and so production costs are increasing.
To improve the physical and mechanical properties siluminite introduce
various alloying elements. For example, an additive in aluminum - silicon
alloys to 6% of copper leads to increased fatigue and improves
toploprovodimosta gives good casting svokstva and therefore lower
production costs. However, reducing the wear of the piston. To increase
durability using additives of sodium, phosphorus, nitrogen. Donavyaneto of
nickel, chromium, magnesium, increases heat and ustoyyaivostta tvardosta
construction.
Piston aluminum alloy billets produced by casting in a mold or hot
stamping. After treatment they are subjected to heat treatment to increase
them hardness, strength and endurance and to prevent critical moments at
work. As heat treatment silumini prescribing:
1. Heat treatment hardening
2. Heat treatment aging - aging can be artificial or natural (natural aging
takes much longer than artificial)
  Forged pistons are rarely - the type of pistons.
Steel as material for pistons in comparison with aluminum alloys have the
following positive effects: higher hardness and wear resistance, heat
resistance, have the same coefficient of linear expansion. The latter allows
to significantly reduce and stabilize the operating mode between a plunger
and tsilindara.Vapreki, they have high density and not allowed to be widely
used for high-speed automobile piston engine. This disadvantage can be
partially offset by the inclusion in the structure of ductile iron, which allows
elements of pistons substantially smaller than thickness.
In this case, the selected material is silumin with a silicon content around
13%, which included copper, magnesium, manganese, nickel
Simulations are made with two types silumini
• First type alloy - AlSi10Fe1;
• A second type of alloy - AlSi13Cu2Ni
Properties of first aluminium alloy
Overview of materials for 4000 Series Aluminum Alloy
Categories: Metal; Nonferrous Metal; Aluminum Alloy; 4000 Series Aluminum Alloy

Physical Properties
Density 2.65 - 2.92 g/cc
 
Mechanical Properties
Hardness, Brinell 39.0 - 140
Hardness, Knoop 69.0 - 150
Hardness, Rockwell A 46.8 - 47.0
Hardness, Rockwell B 74.0 - 75.0
Hardness, Vickers 87.0 - 137
Tensile Strength, Ultimate 145 - 427 MPa
Tensile Strength, Yield 70.0 - 393 MPa
Elongation at Break 0.500 - 22.0 %
Modulus of Elasticity 77.0 - 90.2 GPa
Poissons Ratio 0.34
Machinability 70.00%
Shear Strength 90.0 - 262 MPa

Electrical Properties
Electrical Resistivity 0.00000382 - 0.00000499 ohm-cm

Thermal Properties
CTE, linear 16.8 - 23.7 µm/m-°C
Specific Heat Capacity 0.850 J/g-°C
Thermal Conductivity 120 - 180 W/m-K
Melting Point 532 - 632 °C
Solidus 532 - 577 °C
Liquidus 571 - 632 °C
Processing Properties
Annealing Temperature 349 - 413 °C
 
Component Elements
Properties
Aluminum, Al 70.7 - 98.7 %
Beryllium, Be 0.000800 - 0.0700 %
Bismuth, Bi 0.0200 - 2.00 %
Chromium, Cr 0.0500 - 0.250 %
Copper, Cu 0.0300 - 5.00 %
Iron, Fe 0.0900 - 5.40 %
Magnesium, Mg 0.0100 - 2.00 %
Manganese, Mn 0.0300 - 1.50 %
Nickel, Ni 0.150 - 2.20 %
Other, each 0.05%
Other, total 0.15%
Silicon, Si 0.600 - 21.5 %
Titanium, Ti 0.0200 - 0.200 %
Zinc, Zn 0.0500 - 10.7 %

Properties of second aluminium alloy

 
Physical Properties Metric
Density 2.77 g/cc

Mechanical Properties Metric

Hardness, Brinell 75.0 - 105

Hardness, Knoop 114

Hardness, Rockwell A 37
Hardness, Rockwell B 56
Hardness, Vickers 101
Tensile Strength, Ultimate >= 214 MPa
Modulus of Elasticity 73.0 GPa
Poissons Ratio 0.33
Machinability 50%
Shear Modulus 27.4 GPa
Shear Strength 131 MPa

Electrical Properties Metric

Electrical Resistivity 0.00000490 ohm-cm

Thermal Properties Metric

Heat of Fusion 389 J/g
CTE, linear 20.5 µm/m-°C
@Temperature 20.0 - 100 °C

  22.3 µm/m-°C
@Temperature 20.0 - 300 °C

Specific Heat Capacity 0.963 J/g-°C

Thermal Conductivity 138 W/m-K
Melting Point 516 - 585.0 °C
Solidus 516 °C
Liquidus 585.0 °C

Component Elements Metric

Properties
Aluminum, Al 81.8 - 89.0 %
Copper, Cu 3.0 - 4.0 %
Iron, Fe <= 1.0 %
Magnesium, Mg 0.050 - 0.50 %
Manganese, Mn <= 0.50 %
Nickel, Ni <= 0.50 %
Other, total <= 0.50 %
Silicon, Si 8.0 - 10.0 %
Titanium, Ti <= 0.25 %
Zinc, Zn <= 1.0 %
Analyses 1 – material AlSi10Fe