STRESS DISTRIBUTION IN DIFFERENT ZONES OF AN IC

ENGINE

Authors

Syed Mehran Ali 16-ME-15

Taimoor Zulfiqar 16-ME-51
Riaz Ahmad 16-ME-57
M. Talha Khan 16-ME-66

Advisor
Dr. Azhar Hussain

Assistant Professor

DEPARTMENT OF MECHANICAL ENGINEERING

UNIVERSITY OF ENGIERING AND TECHNOLOGY

TAXILA
 ABSTRACT

The Internal ignition kind of heat engine is an engine which produces mechanical power from

thermal and chemical energy. This project is based on the thermal stress distribution analysis on

the different zones of an IC engine. The main target of the project is to establish a simulation model

of the thermal stresses that are generated in an IC engine cylinder. The thermal stress distribution

analysis has been done by using the FEA method through software “Autodesk Fusion 360”. The

different parameters and components have been mainly considered for this purpose comprise of

the piston, cylinder wall, temperature sensors, a thermal camera and strain gauges. The engine

studied is a 4-stroke single-cylinder diesel engine (peter engine). After the simulation we can

properly see for the generated temperature distributions and predict for the material behaviour

under thermal stress conditions. This report gives the major highlight of the stress distribution

analysis in an IC engine by using simulation technique with Autodesk Fusion 360.

ii
 UNDERTAKING

WE certify that a final year project titled “STRESS DISTRIBUTION IN DIFFERENT

ZONES OF AN IC ENGINE” is our specific exertion. The exertion has not been accessible

somewhere else for valuation. Where material has been considered from other foundations,

it has been appropriately accredited / referred.

iii
 ACKNOWLEDGEMENTS

Firstly, we would love to thank Almighty Allah for giving us such an extraordinary opportunity

to work on such a unique project. We would like to pass on our regards to worthy supervisor for

entrusting us with this amazing experience. We have been working hard to put ends meet while

working on this project. The equipment that we got to learn and use is very expensive and worthy

to put us in a position of command in the respective field of engines. The project not only tested

us to our limits but also helped us to polish our brilliant prior knowledge of IC engines and its

application for the betterment of engine production.

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 Contents
FIGURES LIST ............................................................................................................................................... vii

LIST OF TABLES ........................................................................................................................................... viii

Chapter 1....................................................................................................................................................... 1

INTRODUCTION ............................................................................................................................................. 1

1.1. A Statement of the problem: ........................................................................................................... 1

1.2. Aim and Objective of our Project: ................................................................................................. 1

1.3. IC Engine: ......................................................................................................................................... 2

1.3.1. Categories of IC engine: ............................................................................................................. 3

1.3.2. Main Components/parts of an IC engine .................................................................................... 5

1.3.3. Terms used in IC engine: .......................................................................................................... 10

1.4. An Engine to be used in our project ............................................................................................. 12

1.5. ENGINE TEST BED: .................................................................................................................... 14

1.6. STRAIN GUAGES: ....................................................................................................................... 14

1.6.1. Strain gauge Calibration: .......................................................................................................... 15

1.7. Thermal Camera:........................................................................................................................... 16

1.8. Thermocouple................................................................................................................................. 20

Chapter 2..................................................................................................................................................... 22

LITERATURE REVIEW ................................................................................................................................... 22

2.1 Background: .................................................................................................................................... 22

2.2 Thermal stresses Evaluation in cylinder head: ............................................................................ 22

2.3 Thermal Stresses Evaluation in Piston: ........................................................................................ 24

2.4 Literature Studies on IC Engines .................................................................................................. 25

2.5 Summary.......................................................................................................................................... 28

v
CHAPTER 3 .................................................................................................................................................. 30

SIMULATION AND ANALYSIS ....................................................................................................................... 30

3.1 Basic Introduction ........................................................................................................................... 30

3.2 Finite Element Methods based Analysis ....................................................................................... 30

3.3 Development of Geometry in Fusion360 ....................................................................................... 31

3.4 Thermal Boundary Conditions ...................................................................................................... 33

3.5 Simulation Results .......................................................................................................................... 35

CONCLUSION............................................................................................................................................... 38

REFERENCES ................................................................................................................................................ 40

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FIGURES LIST
Figure 1.1 Internal Combustion Appliance ................................................................................................... 2

Figure 1.2 CI engine processes ..................................................................................................................... 3

Figure 1.3 SI engine processes ...................................................................................................................... 4

Figure 1.4 Piston (Component of IC Engine) ............................................................................................... 6

Figure 1.5 Piston Rings ................................................................................................................................. 7

Figure 1.6 Crankshaft.................................................................................................................................... 8

Figure 1.7 Camshaft ...................................................................................................................................... 9

Figure 1.8 Four Stroke single cylinder CI Engine ...................................................................................... 13

Figure 1.9 Thermo-PRO in operation in FM Lab ....................................................................................... 16

Figure 3.1 Computer Aided Design of engine piston modelled in Fusion360…………………………….31

Figure 3. 2 Complete Computer Aided Design of Piston, connecting rod and crankshaft……………………32

Figure 3. 3 Complete CAD model of piston and connecting rod modelled in Fusion360………………………..32

Figure 3. 4 Computer Aided Design of engine block…………………………….……………………………33

Figure 3. 5 Thermal Boundary Conditions………………………………………………………………………………………………34

Figure 3. 6 Boundary Conditions applied at crown of piston………………………………………………34

Figure 3. 7 The stress distribution on inner parts of engine……………………………………………………………………….35

Figure 3. 8 Temperature Contour of inner parts of engine ……………………………………………………………………..36

Figure 3. 9 Temperature distribution on outer part of engine block………………………………………………..36

Figure 3. 10 Thermal Stress distribution on inner parts of engine…………………………………………………………..37

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LIST OF TABLES

Table 1. Materials for engine parts ............................................................................................................. 12

Table 2 Thermo-pro 8 Specifications.......................................................................................................... 17

viii
Chapter 1

INTRODUCTION
1.1. A Statement of the problem:

Internal combustion engine is the base for the efficacious progress of various marketable

technologies. The first internal combustion was conceived in 1800 and its main difference from

current IC engines is related to thermal stress distribution, thermal efficiency. Accurate

determination of temperature is required for the designing of an engine to correlate shape, size and

materials for parts we use on the one hand, while on the other, accurate account of thermo-

mechanical stresses generated inside it.

The temperature of the piston and cylinder wall plays a magnificent role in a thermal stress

generation. The temperature and compression inside the engine container are too much for the

engine material to not be affected by it. Therefore, it is vital for the cylinder to be carefully planned

before even manufacturing keeping in view the thermo-mechanical stresses that might be

generated during the engine operation.

Our study basically focuses on the thermal stresses generated inside the engine cylinder and the

resulting model that might help us get such stresses easily. This can further be extended to crack a

development and material failure of the engine under consideration.

1.2. Aim and Objective of our Project:

The aim of our project is to make a successful theoretical model for thermal stresses to enable the

designer to use that model in order to take thermal stresses into account while executing the

1
designing of the engine, engine cylinder. It can aid in developing a better, efficient and long-lasting

engine cylinder hence increasing the time value of the production that is being done in an industry.

Following are the objectives of our project:

• To find the thermal stresses established from high temperature in the engine cylinder by

means of FEA model.

• To study and attain the temperature using temperature sensors.

• To employ high speed camera and thermal camera to get the visual output from the engine.

• To employ strain gauges to get the respective strains and verification of stresses.

1.3. IC Engine:

An internal combustion engine is so termed because it does the fuel combustion in a limited

internal space. The reaction of fuel within an engine is exothermic, hence creating greatly high

temperatures and pressures, which undergoes expansion and produce engine work. The key aspect

of such an engine is the direct and continuous interaction of hot combustion gases with the engine

both working together to produce engine work.

Figure 1.1 Internal Combustion Appliance

2
1.3.1. Categories of IC engine:

There are two categories of IC engine grounded on a combustion process

• Compression Ignition Engine

• Spark Ignition Engine

(i) Compression Ignition Engine:

An engine that accomplishes combustion by compression of air to an appropriately high

temperature to be able to ignite a diesel fuel that is introduced in the cylinder is termed as

Compression Ignition or Diesel Engine. These types of engines are installed in larger tractors,

locomotives, trucks and marine vessels.

Figure 1.2 CI engine processes

3
(ii) Spark Ignition Engine:

Spark ignition engine differs from a compression ignition engine in that it initiates the combustion

of the air fuel mixture in the engine cylinder due to an external spark from a sparkplug. The other

difference being that a SI engine utilizes petrol or gasoline fuel for its operation giving it the name

‘petrol engine’. These engines are installed in automobiles, motorcycles, motorboats, aircrafts and

other small engines as in lawn mowers and some engine generators. High speed engines are

attained in SI engines than CI, which are thermally more efficient and produce greater torques and

power productions also.

Figure 1.3 SI engine processes

4
1.3.2. Main Components/parts of an IC engine

Following are the main parts of an IC engine

• Cylinder

• Piston

• Piston Rings

• Cylinder head

• Valves

• Crankshaft

• Connecting Rod

• Camshaft

• Intake Manifold

• Exhaust manifold

(i) Cylinder:

Cylinder is the portion in which a piston moves. The internal surface of the cylinder is made from

either a thin metallic liner (also called "sleeve") or an external covering applied to the engine block.

It is assumed as the fundamental portion of an IC engine. This component is specified for the in-

taking of fuel, compression and burning of fuel. The number of cylinders in IC engine may vary

according to the power requirements.

(ii)Piston:

A piston reciprocates to and fro in the engine cylinder (being cylindrical in shape) by the force

acting on it by the combustion within the engine cylinder. In other words, a piston is like an end

5
of the cylinder chamber which is movable, the non-moving end of the combustion chamber is the

engine’s cylinder head. The materials that the pistons are usually comprised of aluminium for

effective light weight thermal conductance. Another issue is the expansion of aluminium when

heated and this is sorted by the availability of clearance within the engine cylinder. If proper

clearance is not provided, then issues like seizing of a piston in the cylinder or loss of compression

and piston noise disturbances may occur. Its main aim is the force transmission to the crankshaft

from intensifying gases in the cylinder through connecting rod.

Figure 1.4 Piston (Component of IC Engine)

(iii) Piston Rings:

Piston rings are considered in small engines. They are usually classified into compression, wiper

and oil rings and their basic aims are to protect the combustion chamber from leakage, limited the

oil consumption and to transmit the heat to the cylinder wall. The main specifications of the piston

rings are that they can endure the thermal stresses, pressure variations and mechanical loads.

6
 Figure 1.5 Piston Rings

(iv)Valves:

Valve is an engine part which maintains, induces and decides the amount of flow of liquid for

which it is installed by its various actions like closing, opening and moderately stopping various

flow paths.

An engine cannot function properly without valves and every engine has 2 sets of valves, namely

intake (inlet) and exhaust (outlet) valves. Modern engines with premeditated fuel flow and heavy

performances may have three, four or even more valves. The advantage with multiple valves is the

increased level of effective fuel reaction. According to a general approach an inlet valve is ten to

fifteen percent larger than an exhaust valve.

7
(v)Cylinder head:

The head of the cylinder is present on top of the engine block usually bolted to it firmly in an IC

engine. As discussed earlier, it acts as one wall of the combustion chamber (the non-stationary

one). Before bolting the cylinder head a gasket is added to make it airtight. Most engines that are

now in the world has a cylinder head with both the passageways for fuel and air to the cylinder for

the combustion reaction as well as passage for exhaust to escape. In other words, head can be

utilized to mount the inlet/outlet valves, spark plus, and various injectors.

(vi)Crank Shaft:

It is a key component of the engine whose sole purpose is to produce rotational motion by utilizing

the straight-line motion of a piston. It comprises of a combination of cranks with the crank pins

coupled with the connecting rod to form a link with piston. The rotation of a crankshaft is via main

bearing it is installed with while the crankpins move with the connecting rod via rod bearings.

Mostly modern crankshafts have the material as forged steel, whereas many engines are equipped

with metal crankshafts.

Figure 1.6 Crankshaft

8
(vii)Camshaft:

A very vital component when it comes to engine performance and running is a camshaft. It not

only times if an injection of fuel to an engine but also regulates the opening and closing of exhaust

valves. It is facilitated with several cams to control various intake and outlet exhaust valves of the

engine. Engine works via the engine crankshaft by means of different combinations.

Figure 1.7 Camshaft

(viii)Connecting Rod:

It is typically a rod designed to form a connection between the engine piston and the crankshaft.

Rotation of the crankshaft is done through straight-line motion of a piston by utilizing a connecting

rod. In terms of forces a connecting rod not only transmits tensile but compressive forces, of the

piston to the crankshaft to ensure smooth running. It is a major root of terrible engine failure.

9
(ix)Intake Manifold:

A key factor when it comes to combustion within the engine cylinder is the intake manifold. It has

the main role of supplying the optimal mix of air-fuel to the cylinder in achieving effective

combustion. It is responsible for the injection of fuel into the air (direct injection engines) or a mixture of

air-fuel within the cylinder to ensure efficient combustion. The key role of intake manifold is mixture’s

even distribution to obtain desirable engine performance in some acceptable efficiency range. Aside from

this it may serve as a casing for a carburetor, fuel injectors, engine throttle, and many other engine

components in their vicinity.

(x)Exhaust Manifold:

It accomplishes the task of accumulation of gases of exhaust from combustion from various

cylinder heads. Across the majority of engines, the exhaust manifolds are made of stainless steel

or simple cast-iron for effectively bearing the high temperature of exhaust gases from the engine

while delivering these gases to the exhaust pipe.

1.3.3. Terms used in IC engine:

• Bore

• Stroke

• Displacement Volume

• Clearance Volume

• Compression Ratio

10
(i)Bore:

Bore is the internal diameter of the IC engine cylinder. It has the symbol B.

(ii) Stroke:

The distance(S) a piston travels from TDC to BDC or BDC to TDC is stroke. A 4- Stroke engine is

said the piston travels 4 times between TDC to BDC, completing 4 strokes, suction, compression,

power or expansion, and finally exhaust.

(iii)Displacement Volume:

The volume displaced as the piston travels from a top dead center to bottom dead center in the

cylinder is called displacement volume. It is given as:

𝜋
Vd = 𝐵 2 𝑆
4

(iv)Clearance Volume:

The volume of the cylinder when the piston reaches the top dead center is called Clearance volume.

This clearance volume is never swept by the engine piston.

(v)Compression Ratio:

It is the ratio between the maximum and minimum cylinder volume.

𝑉𝑑 + 𝑉𝐶
𝛾𝑐 =
𝑉𝐶

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 Table 1. Materials for engine parts

Engine parts/Components Names Material

Cylinder Hard grade cast iron

Cylinder Head Cast iron or aluminum

Piston Cast iron or aluminum alloy

Connecting Rod Alloy steel

Crankshaft High tensile forged cast iron

Inlet Valve Silicon chrome steel

Exhaust Valve Austenitic steel

1.4. An Engine to be used in our project

Engine used is a 4-stroke single cylinder diesel engine. It is called a Peter engine. Our engine has

a power of 3 kW. Single Cylinder engines have been used numerously in engine research and

modification studies as these are comparatively simple and easy to understand. Variables that are

not as directly controlled in multi-cylinder can easily be controlled in a single-cylinder engine,

allowing researchers to not only set but also control different engine parameters.

12
 Figure 1.8 Four Stroke single cylinder CI Engine

For Examples: to vary the amount of exhaust gas that might recirculate in the cylinder, the perk to

control pressure-ratio, fluctuating the air-fuel ratio in the cylinder a desired and independence to

add or remove different variables that might just cause difficulty or complexity in a multi-cylinder

system.

The outcome is efficient, simple and cheap equipment for testing which includes:

• Combustion analysis within the cylinder

• Analysis of friction in the cylinder

• Thermal factors generated and their analysis

• Ease of access to the cylinder allows comfortable placement of different measuring and

observing equipment such as thermocouples.

13
 • The ability to do Templug testing

• Experiments with defined air flow

• Thermodynamic study of engine cycles

1.5. ENGINE TEST BED:

Our single-cylinder engine is to be mounted on a test bed to further our project. There are some

inbuilt sensors in the test bed like RPM sensor, while others like different thermocouples, pressure

gauges and strain gauges are to be critically installed at places carefully marked on the engine.

Basically, those positions that are strong are picked for the purpose of installing a sensor.

Moreover, the sensors are coupled with a data acquisition system to get a consistent influx of

readings from our device. For the purpose of getting the visual output from the engine cylinder

high speed camera and the thermal camera are used. Both these cameras can aptly give us the

temperature of the cylinder along with its temperature palette which can define a lot about

temperature gradients and temperature profile developed inside it. This visual output is the key to

our project as it would affirm as well as an aid in our theoretical modelling.

1.6. STRAIN GUAGES:

Strain Gauges are vital to the experimental domain of our project. It would be through these gauges

that we get the strain developed due to high temperatures inside the cylinder. The strain would

then be mathematically solved for us to get the experimental value of stresses generated inside the

cylinder. These stresses would be the experimental thermo-mechanical stresses within the cylinder.

14
1.6.1. Strain gauge Calibration:

There are two basic ways in which we can calibrate the strain gauges:

Direct Test:

When strain gauges are installed within the known equipment, the calibration can be done by

applying some known stress or stress distribution over an equipment and check for the output from

a strain gauge. If there are differences, then they must be eliminated accordingly. This is a better

test for the calibration of the strain gauges.

Shunt Test:

In the Shunt Cal test, there is an electric simulation of a full-scale load to determine total overall

output of pressure transducer. Shunt Cal is applicable for pressure transducers that are piezo-

resistive strain gauge-type. There are many scenarios in which the calibration cannot be done, in

such cases we apply the shunt calibration method. In this method a single leg of the Wheatstone

bridge of strain gauge is placed parallel to the high-value resistor, this simulates lesser resistance

to this branch and a causing unbalance in the Wheatstone bridge. The final result of strain gauge

is arithmetically evaluated from the known qualities of the gauge system.

Since this method is a simulation in nature, it isn’t accepted as a actual calibration because of the

absence of any standard for calibration. It is useful if one wants to depict the working of the strain

gauges.

15
1.7. Thermal Camera:

An optic device that creates an image while utilizing infrared radiation is a thermal camera which

is very much similar to a normal camera the only difference being that a normal camera utilizes

visible light, meaning that a thermal camera is more sensitive to a wavelength range of 10,000-

14,000 nanometre instead of the visible spectrum’s wavelength range.

Figure 1.9 Thermo-PRO in operation in FM Lab

The thermal camera that we have acquired and worked on to develop an understanding is the

THERMO PRO 8- TP8. Its general specifications are as under:

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 Table 2 Thermo-pro 8 Specifications

Performance to create image

THERMAL

Sensor Un-cooled FPA micro-bolometer (with

384x288 pixels, 35 µm)

Spectral. Range 8-14 µm

Thermal reactivity 0.08°С at 30°С (Frame averaging algorithm)

View Field 22°× 16°/ 35mm

Focus Involuntary or mechanical

Electrical zoom ×1 to ×10 continual take off

OPTICAL

Integrated Alpha numeric Video CMOS Sensor, 1280× 1024 pixels, 215

colours

Outside Demonstration 3.5″ high definition colors VGA LCD, 640×

480 pixels

Video result VGA/PAL/ NTSC changeable

Man-Machine Communiqué

Display (Touch) show and get user instructions by touching

screen

17
Automatic Speech identification Automatically identify and act to user voice

commands

Remotely Controlled device (optional) React upon users’ operation

Joysticks and pushbuttons React upon users’ operation

User menu Microsoft® Windows

Quantification

Temp scale Filter 1: -20 °С- +250°С; Filter 2: 100°С-

+800°С (up to +2000°С optional)

Correctness Filter 1: ±1°С or ±1% of reading; Filter 2:

±2°С or ±2% of reading

Computation Modes Automatic hotspot and alarm in live/ shoot up

image & video; 8 transportable spots, 8

flexible & variable areas exhibiting either

max, min, or average, vertical & horizontal

line profile, histogram & isotherm in

animated/zoomed/frozen/saved spitting

image & video

Emissivity rectification Variable from 0.01 to 1.00 (in 0.01

augmentation)

Quantification Structures Involuntary rectification based on distance,

relative humidity, atmospheric conduction

Optics Transmission Rectification Auto, based on indications from measuring

device

18
Image storing

Storage type Detachable 2GB SD card or integrated flash-

drive

Formatting JPEG

Voice note Upto 30 sec for a single file

Text comment Chosen from preset texts given

Live Video Footage & Measurement & Stowage

Record Thermal video recording to Computer via

USB2.0

Measure Exact as the picture

Storing In PC, capacity depends upon computer hard-

drive capacity

Elective Lenses

Focal point 7.7°× 5.8°/ 100mm 45.6°× 35°/ 16mm

Locating system of Laser

Type Class-II semi-conductor laser

Power specs

Type of battery Rechargeable Li-ion Camcorder battery, field

expendable

Incriminating methodology In-camera or in-battery charger

19
 Battery timespan More than 2.5 hours (use)

Operation of External power AC adapter 110/ 220 VAC, 50/ 60Hz

Atmospheric Specs

Temperature range for operation -20°С- +60°С

Temperature range for storage -20°С- +60°С

Humidity 10% to 95%

Housing IP54 IEC 529 housing

Shock wave effect Operational: 25G, IEC 68-2-29

Shaking effect Operational: 25G, IEC 68-2-6

Physical Features

Material of Covering MAGNALIUM

Weight 0.85kg (without battery and LCD);

1.1kg(with battery & LCD)

Magnitude 186mm×106mm× 83mm

1.8. Thermocouple

It simple is a device that gives a temperature-dependant voltage due to a thermo-electric effect

which can be utilized to determine the temperature of the space where it is installed.

The thermocouples that we are using the family of Chromel-Alumel thermocouples, these will be

installed at various critical points of our experimental setup, specifically in the vicinity of the

20
engine cylinder where the accurate determination of temperature is vital to the investigation that

we are to do. These thermocouples are commonly known as Type k thermocouples. These

thermocouples have a temperature measurement range of just fewer than 1000 °C, which very

much suites to the temperature range of our Peter Engine.

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Chapter 2

LITERATURE REVIEW

2.1 Background:

Internal ignition engines are engines that plays a important part in the arenas of power, propulsion

and energy. A lot of researches have been done on the internal combustion engines and the stress

distribution among the different zones of IC engines. In 1862, Rochas elaborated the fundamental

principal crucial for the proficient engine operation. Otto established the first efficacious 4-stroke

cycle engine in 1878, Day established the improved 2-stroke cycle engine in 1891 and the

compression ignition (diesel) engine was patented by the Diesel in 1892. The present era

emphasizes on the thermal-based progress and thermal stress distribution in engines via

refinement.

2.2 Thermal stresses Evaluation in cylinder head:

Thermal stresses are generated due to the inequalities of temperature distribution within the

combustion chamber of our engine. When an engine operates it experiences many real time

parameters and situations which make it to go through different temperature zones continuously

over and over again. Such temperature exposures create certain thermal stresses that in the course

of time affect the performance of our engine if they become serious. It may lead to the failure of

our engine if they are aggravated such as in situations where the car gets overheated or the cooling

mechanism experiences certain failures. The temperature tends to rise which can go up to 700-750

°C.

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Thus, such thermal stresses should not be neglected and should be treated at par with the

mechanical stresses that are generated in an engine. Because they play a dynamic role in

controlling the lifetime of an engine as well as mechanical stresses. Numerous studies have been

done in evaluating the thermal stresses within different engine components like its piston, cylinder

head, and crankshaft or fuel injectors. No such study focuses on its engine cylinder, which itself is

the zone where the main combustion occurs, and it very much exposed to the highest temperatures

possible within the engine. Such a comprehensive analysis of thermal stresses within the engine

cylinder is therefore valid.

Comprehensive studies have been done to evaluate the stresses due to temperature within the

engine cylinder head. Because it is due to such stresses that cracks are produced within the cylinder

head on any engine. The cracks are more prone to start from valve bridge area of the cylinder head,

in between two exhaust valves where high temperature exists due to the exhaust gases that exit

from the engine. Various experiments in the steady state and other states (cold start, continuous

running and shutting off) were conducted to evaluate the temperature of the metallic body as well

as the cooling water, to understand the particular temperature distribution as well as to analytically

obtain the maximum thermal stresses generated in this region.

The maximum temperature in a 210HP engine at 2800 RPM under full load conditions was

recorded to be 370 °C, in cylinder head region, 3mm from surface. This was the strongest condition

with the most extreme temperature gradient inside that area. It was observed that the temperature

of the coolant along with the cooler metal surface dropped as load and rpm continued to increase,

showing that the cooling system does perform effectively with varying condition and a minor

failure in the cooling system may well lead to the absolute destruction of our engine material and

design. Thus, it can be concluded from such a useful observation that under enhanced load

23
condition an effective cooling mechanism can aptly avoid high thermal stresses in the respective

zones, leading to a better engine durability over the course of its running life.

The following head conduction equation holds true for temperature distribution in the metallic

material of the engine:

𝛿𝑇 𝛼 𝛿 𝛿𝑇
= ( )
𝛿𝑡 𝑟 𝛿𝑟 𝛿𝑟

According to the theoretical model for a circular disk, the following equation holds for the stresses

due to high temperature in the cylinder head on the engine:

𝐸𝛽
𝜎= (GAT + 2gAr)
1−𝑣

Although the high temperatures inside the engine cylinder head doesn’t lead to a sudden cracking

of the cylinder head. But the continuous exposure to the mode of operations like a cold start up

and cooling of the cylinder head results in creep. Moreover, the excessive stresses generated at

high temperature conditions also cause creep. These two processes make the evaluation of the

thermal stresses in these zones very important to avoid material failure and design better cylinder

heads.

2.3 Thermal Stresses Evaluation in Piston:

The reciprocating part named piston helps to convert the chemical and heat energy within the

engine cylinder into mechanical energy at the crankshaft. It is important for it to be air tight with

the aid of piston compression rings so that the high pressures generated due to combustion of fuel

doesn’t go to waste. Piston is subjected to hot-burned gases in the combustion chamber due to

which there is resulting high thermal stresses generated within it during its operation. So, it is

24
important for a piston to overcome such stresses and still be able to transmit the adequate energy

of combustion to be converted into mechanical energy. And it is ever important to determine these

thermal stresses generated to assist in the production of better and more durable engine pistons.

The following heat transfer equation gives us the temperature distribution within the engine piston:

𝛿𝑇
−𝑘 = ℎ(𝑇 − 𝑇𝑓 )
𝛿𝑛

Where,

K= Thermal Conductivity

h= Convection Heat Transfer Coefficient

T= Surface Temperature

Tf = Object boundary ambient temperature

The heat energy of combustion reaches the piston at its crown via convection heat transfer while

all this heat is transferred within the piston via conduction heat transfer. Therefore, at the piston

boundary there is convection heat transfer. The previous studies have shown maximum

temperature of about 270 °С at the piston top and a temperature of around 160°С at the piston

skirt. These temperature zones are responsible for the generation of various thermal stresses within

the piston.

2.4 Literature Studies on IC Engines

Internal combustion engines are the heat engines that crucial role in the demonstration of power,

propulsion and energy. A lot of researches have been done on the internal combustion engines and

the stress distribution among the different zones of IC engines and 4-stroke diesel engines.

25
Comprehensive studies have been done to evaluate the stresses due to temperature within the

engine cylinder head, cylinder wall and piston. This section sheds light on the previous research

work which has been done on the internal combustion Engine with respect to stress analysis,

thermal stress evaluation, the temperature of the piston, cylinder wall.

Ciota et al. (2017) assessed the thermal and mechanical stress analysis in an internal combustion

engine by mean of Ansys. This research was conducted by defining and describing the initial data,

including flat head piston, evaluating the mechanical stresses; thermal stresses; mechanical-

thermal stresses in the piston head analytically in a piston head in terms of radical and tangential

estimation, Evaluating the piston in term of FEA analysis subjected to mechanical loads, thermal

load and combined load and validating the result by comparing the analytical based outcomes and

FEA based outcomes to reach the better consequences. This research indicated that the finite

element technique gives the better result as compared to analytical approach and stresses and

deformation are attained quickly by using the predetermined element technique.

Sakharkar et al. (2013) did the thermal analysis components of IC engine including piston, on the

basis of the Finite element method. This research was conducted by describing the problem

statement, defining the proposed model, describing the development tools including CATTA,

ANSYS, ANSYS procedure in terms of pre-processing, solution and post-processing and

evaluating the possible outcomes. This research demonstrated the study of analytical nature of the

thermal impact on the diesel engine piston. This study indicated that the anticipated model

improved the quality of the piston via resisting the large thermal and structural stresses and reduced

the stress concentration on the upper end of the piston.

26
Xiluo (2017) investigated the study of heat transfer flow mechanism in an IC engine. This research

was conducted by describing the general equations, defining the impact of in-cylinder wall

temperature on the emissions that are unburned hydrocarbon in terms of engine operation

methodology, describing the near-wall temperature division for reciprocating flow of engine,

stimulating the multi-zone heat transfer model and validating the results to reach better

consequences. This research indicated that In-cylinder optical coating has been beneficial for the

research in engines and accuracy can be increased by the use of the catadioptric optical system and

heat flux during combustion can be predicted by the help of near-wall combustion reaction.

Defilippo (2013) investigated the internal combustion engine to improve its efficiency by means

of micro-wave assisted ignition method. This research was conducted by describing the importance

of energy efficiency technologies, plasma-assisted combustion technologies, testing the engine

with the microwave-assisted spark plug using an experimental approach, evaluating the air-fuel

ratio of exhaust gas; engine output; efficiency; heat release rate and in-cylinder specification and

validating the results to reach out better evaluation. This research indicated that internal

combustion engine efficiency has been improved by the micro-wave assisted ignition method.

Lu et al. (2017) analysed the thermal temperature portions and thermal stress the temperature field

of the diesel engine piston introduces. In this research, a new calculation for piston has been

developed by means of a theoretical approach. This research was conducted by establishing the

3D solid model of the piston via FE software, analysing numerically the steady-state temperature

field and transient –state temperature field of the piston on the basis of boundary condition; radius

correspondent heat allocation constant of the piston, estimating the thermal stress in terms of

boundary condition, mechanical condition, thermal stress areas and validating the results. This

27
study indicated that piston ring temperature is not high but at the combustion chamber it is high,

the general temperature of the skirt of piston as well as thermal load is low.

Kannan and Aravind (2014) investigated the thermal and stress division of various IC engine

piston, combustion chambers by utilizing of the finite element method. This research was

conducted by the modelling and designing the piston model by means of software PROE-

WILDFIRES5.0, describing the model parameters including length of the piston; vehicle type;

combustion chamber; chamber depth, analysing the model in terms of material element types,

validating the results to reach out better consequences. This study indicated that toroidal

combustion chamber –piston from the 4 proposed combustion chambers showed better result in

terms of temperature and stress distribution.

Bhagat et al. analysed the IC engine piston on the basis of thermal analysis method in terms of the

FEA approach. This research was conducted by the describing the piston design data including the

mass of piston; the mass of connecting rod; crankpin mass; crank radius; engine specifications,

describing the theoretical base, evaluating the piston design, describing the technique for the

design of piston, analysing the model by mean of FEA approach, optimizing the model with steel

with Ansys and validating the results. This research indicated that there should be maximum

stiffness in piston crown for minimized deformation.

2.5 Summary

This chapter demonstrates the past studies and literature which have accomplished

comprehensively to get as much building ground as possible and assist in understanding the basics

of the thermal stresses generated within various zones of an IC engine like its piston and cylinder

head. The previous studies demonstrated that thermal stresses are generated due to the inequalities

28
of temperature division inside the engine combustion chamber. When an engine operates it

experiences many real time parameters and situations which make it to go through different

temperature zones continuously over and over again. Such temperature exposures create certain

thermal stresses that in the course of time affect the performance of our engine if they become

serious. It may lead to the failure of our engine if they are aggravated such as in situations where

the car gets overheated or the cooling mechanism experiences certain failures. This section

indicated that FEA modelling for stress distribution gives comparable results with regards to

research based on the experimental approach.

29
CHAPTER 3

SIMULATION AND ANALYSIS

3.1 Basic Introduction

Accurate temperature distribution on piston is essential for proper functioning of diesel engines.

The temperature distribution on piston of an internal combustion diesel engine greatly affects the

ignition process, time delay for combustion, thermal efficiency, rate of combustion, and more

importantly the amount and type of pollutants. In such complex systems, the knowledge of heat

transfer is essential as it leads to a compact design of engine and reduction of emissions. In diesel

engines, piston is subjected to large amount of forces due to pressure in combustion chamber and

thermal loads. It is essential to design different components of diesel engine that possess durability.

Different methods are employed to design the engines like: correlation based dimensional analysis,

mathematical modelling, and Finite Element Methods (FEM) based. All these methods are

accepted and widely used in industry. Among all techniques, the Finite Element Methods is more

common and provide ease of application. The purpose of this technique is to find temperature and

thermal stress distribution. The results of simulation are ultimately compared with those come

from experimental methods.

3.2 Finite Element Methods based Analysis

In FEM technique, the whole system is subdivided in small parts called elements. These elements

are mathematically well defined, and computer provides solution by computing algebra matrices.

The input constraints include loading conditions, component material, and material properties.

30
3.3 Development of Geometry in Fusion360

For thermal analysis, a computer-based tool called “Fusion360” is used. The geometrical models

of different part of four stroke single cylinder Diesel engine are modelled in design modeller of

Fusion360. A CAD model of piston is show in figure 3-1. The piston is composed of connecting

pin, piston rings and main body.

Each part of piston is modelled according to specific dimensions and then the parts are assembled

to produce single geometry. Along with piston, the connecting rod, crankshaft, cylinder, crankcase,

and engine body are modelled in Fusion360. The Computer Aided Design of piston, connecting

rod, and crankshaft is show in figure 3-2.

Figure 3.1 Computer Aided Design of engine piston modelled in Fusion360

31Design of Piston, connecting rod and

Figure 3. 2 Complete Computer Aided
crankshaftFigure 3.3 Computer Aided Design of engine piston modelled in
Fusion360
Figure 3. 2 Complete Computer Aided Design of Piston, connecting rod and
crankshaft

Figure 3. 3 Complete CAD model of piston and connecting rod modelled in

Fusion360

32
 Figure 3. 4Computer Aided Design of engine block

3.4 Thermal Boundary Conditions

After modelling different engine parts, there is application of thermal boundary conditions.

Thermal boundary conditions are bulk temperature (Ambient Temperature), and convective heat

transfer coefficient. These boundary conditions are applied at piston crown, piston ring land, ring

grooves and skirt of piston. The convective heat transfer coefficient is applied at outer body of

engine block.

The ambient air temperature is kept 20oC. And maximum load at piston crown is 3000N which is

during the power stroke. The convective heat transfer coefficient is 60 W/m 2K. The thermal

boundary conditions are depicted in figure 3-5 and figure 3-6.

33
 Figure 3. 5Thermal Boundary Conditions

Figure 3.6 Boundary Conditions applied at crown of piston

34
3.5 Simulation Results

Using thermal boundary conditions, the temperature distribution and heat flux are studied. Also

because of temperature gradient, the thermal stresses are induced in different parts. These thermal

stresses are also studied in various parts of engine. The validity of model is checked by applying

the heat balance. The heat at crown is equal to sum of heats absorbed by water and dissipated in

air through fins.

The heat transfer is minimum at the centre of piston skirt and maximum value is 0.003875 W/mm2

near the edges of piston. The heat flux distribution is show in figure 3-7. The temperature

distribution is also analysed. The maximum value of temperature is 800.2°С which is uniformly

distributed throughout the piston. The minimum value of temperature is 419.9°С at crankshaft.

Figure 3. 7The stress distribution on inner parts of engine

35
The temperature distribution is shown in Figure 3-8. From the analysis of engine block, it is evident

that maximum temperature at fins in 800.2°С and minimum value is at crankcase which is 367.7°С.

The temperature distribution on outer body of engine block is shown in Figure 3-9.

Figure 3. 8 Temperature Contour of inner parts of engine

Figure 3. 9 Temperature distribution on outer part of engine block

36
 Figure 3. 10 Thermal Stress distribution on inner parts of engine

Thermal stresses are induced in engine parts like piston, connecting rod, connecting pin, cylinder,

and crankshaft due to temperature gradient. The maximum thermal stress is induced in piston

which is 219.2 MPa and minimum in crankshaft.

37
CONCLUSION

In an IC engine the temperature of the piston and cylinder wall plays a crucial role in a thermal

stress generation and thermal stress efficiency evaluation. This project is based on the thermal

stress distribution study on the different zones of an IC engine. The main target of this project is

to establish a simulation model of the thermal stresses that are generated in the cylinder of an IC

engine to help a designer better choose appropriate material. The thermal stress distribution

analysis has been done by using the FEA method through software “Autodesk Fusion 360”.This

research has been conducted by means of the thermal stress evaluation for the cylinder head and

the piston on the basis of fact that thermal stresses are generated due to the inequalities of

temperature distribution within and across the combustion chamber of engine, considering the

thermal –based boundary condition ,modelling of the piston ; the connecting rod; crankshaft;

cylinder; crankcase, and engine body in Fusion360, applying the thermal boundary conditions

(bulk temperature or ambient temperature and convective heat transfer coefficient at crown, piston

ring, ring grooves and skirt of piston and evaluating the possible outcomes from the simulation by

means of FEA method.

This study concluded following facts based on thermal stress analysis performed by means of FEA

technique and the possible results evaluated on the basis of this analysis.

(i) At the centre of piston skirt heat transfer is minimum and it is maximum near the edges

of the piston as in this study the greatest value of heat transfer is obtained near the edges

of the piston equals to 0.003875 W/mm2.

(ii) From the heat flux analysis, it is evident that value of the temperature is greatest at

piston and least at the crankshaft as in this study the maximum value of temperature is

38
 800.2°С which is uniformly distributed throughout the piston. The minimum value of

temperature is 419.9°С at crankshaft.

(iii) From the analysis of engine block, it is evident that temperature distribution in engine

block is in such a way that temperature is maximum at fins and minimum at crankcase

as in this study, the maximum temperature at fins obtained equals to 800.2°С and

minimum value is at crankcase which is 367°С.

(iv) It is evident from the evaluation that thermal stresses are induced in engine parts like

piston, connecting rod, connecting pin, cylinder, and crankshaft due to temperature

gradient.

(v) This study concluded that apart from all parts of an IC engine including piston;

crankshaft; crankcase; connecting rod, and piston plays an important role in the thermal

stress evaluation and deduces maximum thermal stresses, as in this study the maximum

thermal stress is induced in piston which is 219.2 MPa and minimum in crankshaft.

39
REFERENCES

[1] M. SHALEV, Y. ZVIRIN and A. STOTTER Faculty of Mechanical Engineering, Technion-

Israel Institute of Technology, Haifa, Israel. EXPERIMENTAL AND ANALYTICAL
INVESTIGATION OF THE HEAT TRANSFER AND THERMAL STRESSES IN A
CYLINDER HEAD OF A DIESEL ENGINE (Received 22 July 1982; received for publication 17
February 1983).

[2] Manish Kumar M.Tech., Dept. of Mechanical Engineering HBTI Kanpur, India. A Finite
Element Thermo-Mechanical Stress Analysis of IC Engine Piston. Volume: 04 Issue: 06 | June -
2017.

[3] R.K Rajput. Internal combustion engines.

[4] Willard W. Pulkrabek. Engineering Fundamentals of the Internal Combustion Engines.

[5] Cioată, V. G., et al. "Mechanical and thermal analysis of the internal combustion engine piston
using Ansys." IOP Conference Series: Materials Science and Engineering. Vol. 163. No. 1. IOP
Publishing, 2017.

[6] Luo, Xi. "Study of Periodical Flow Heat Transfer In An Internal Combustion Engine." (2017).

[7] Defilippo, Anthony Cesar. Microwave-assisted ignition for improved internal combustion
engine efficiency. Diss. UC Berkeley, 2013.

[8] Lu, Yaohui, et al. "Analysis of thermal temperature fields and thermal stress under steady
temperature field of diesel engine piston." Applied thermal engineering 113 (2017): 796-812.

[9] Kannan, G. R., and Anoop Aravind. "Thermal and stress distribution of different IC engine
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[10] Bhagat, A. R., and Y. M. Jibhakate. "Thermal Analysis and Optimization of IC Engine Piston

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[11] Sakharkar, Praful R., and Avinash M. Wankhade. "Thermal Analysis of IC Engine Piston

Using FEA." International Journal of Engineering and Technology (2013).

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