MODELING AND ANALYSIS OF MODIFIED PISTON WITH DIFFERENT HEATED BARRIER COATING USING ANSYS

International Journal of Mechanical and Production Engineering Research and Development (IJMPERD) ISSN (P): 2249–6890; ISSN (E): 2249–8001 Vol. 10, Issue 3, Jun 2020, 3135-3144 © TJPR Pvt. Ltd.

MODELING AND ANALYSIS OF MODIFIED PISTON WITH DIFFERENT HEATED BARRIER COATING USING ANSYS R. RAJESH1, Dr .C. VIJAYA BHASKAR REDDY2 & Dr. B. DURGA PRASAD3 1

Research Scholar, Department of Mechanical Engineering, JNTUA (A), Anantapur, Andhra Pradesh, India 2 3

Professor, Department of Mechanical Engineering, SVCET (A), Chittoor, Andhra Pradesh, India

Professor, Department of Mechanical Engineering, JNTUA (A), Anantapur, Andhra Pradesh, India

ABSTRACT Study of coating techniques with selection of a suitable process for the longer sustenance of TBC. A conventional CI engine piston of aluminum cast alloy material has considered, On the piston head to engraved helical grooves by using Solid Works 2013 and coating with different coating thickness of 0.5mm to 4mm are used to reduce the loss of heat through conduction and convection on the piston head, with this application of coating on engine parts improves thermal efficiency. The major focus kept on the structural and thermal analysis of TBC coated piston, working under thermal and mechanical loads with different thickness of the coating. An attempt has made for improving the performance by Design, Modeling, and Analysis. The analysis has done on FEA software like ANSYS.

Coating

Received: May 25, 2020; Accepted: Jun 15, 2020; Published: Jun 11, 2020; Paper Id.: IJMPERDJUN2020297

INTRODUCTION

Original Article

KEYWORDS: Thermal Analysis, Stress, Finite Element Analysi, Compression Ignition Engine & Thermal Barrier

The excellent price at which populace explosion is taking vicinity imposes expansion of the towns to larger areas and the commonplace guy is pressured nowadays to tour long distances even for their habitual works. This, in turn, is inflicting a boom in the vehicle, the populace at an alarming rate hence bringing in pressure in authorities to spend huge overseas foreign money for uploading crude petroleum to fulfill the gas wishes of the automotive vehicles. The big quantity of pollution-emitting out from the exhaust of the car automobiles run on fossil fuels is also increasing as that is proportional to the variety of cars. Most of intake diesel fuel is not a best delivery area. In the agricultural sector and also fast depilation quality of fossil fuels, the look for chance fuels has to turn out to be pertinent aside from powerful gas utilization which has been the priority of the engine. Producers, customers, and researchers involved in combustion and trade gas. In the final one or decades, the idea of an adiabatic engine has gained importance, various techniques have implemented, like ceramic coating inside the additives, the air gap inside the piston and the other additives etc.

Hence the method of ceramic covered piston, ceramic covered liner and ceramic coating on cylinder head is finding choose from the various researchers from the factor of view of effectiveness ease of _manufacture and operation. Hot combustion chamber lets in efficient combustion of gas and trade and renewable fuels like vegetable oils can be effectively burnt in such hot surroundings existing inside the engine. A big range of combustion models have been made to be had to be applied to a complex combustion phenomenon of a diesel engine. In diesel engine remember with turbulent of flow combustions and unknowns in the diesel combustion would make any

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R. Rajesh, Dr .C. Vijaya Bhaskar Reddy & Dr. B. Durga Prasad

model not exactly effective to predict the performance data close to reality. At the same time, it is gratifying to note that different types of combustion models developed, at least some of them to predict the performance data of complicated low heat rejection engine to a reasonable extent as a good agreement is noticed in between the predictions and experimental results. Maintaining the Integrity of the Specifications.

REVIEW OF THE PREVIOUS WORK Many research has already performed on the CI engine piston; here is some paper in which author has considered the quite similar parameters. They have considered the CI engine piston of aluminum alloy with the different thermal barrier coating.

Ravindra Prasad [1] The outcomes show a 6% decrease in heat misfortune through the piston with the utilization of a protection covering on the cylinder wall. X.Q.Cao[2] find out about ceramic substances, ceramics, as opposed to metals, are regularly more safety from oxidation, corrosion and wear, and further being better thermal insulators.

L.Taymaz

[3]

ceramic materials have

been made

of CaZrO3

and

MgZrO3,

by making

use

of plasma-

covering method onto the bottom of the NiCrAl bond coat. The ceramic coated engine was tried at an indistinguishable condition from the standard (without coated) engine. Selman Aydin [4] Results demonstrated that the adjustment of the engine with coated process brought about better execution, particularly in impressively bring down brake fuel utilization (BSfc) values also discharges of the engine were brought down through coating process and biodiesel utilization barring the

Nitrogen

oxides

(NOx).

Ekrem

buyukkaya

[5]

Results confirmed that

1-

8% discount in

brake gasoline consumption will be achieved with the aid of the combined effect of thermal barrier coating and injection timing. Hanbey hazar[6] the surface of a piston in a diesel engine was covered with molybdenum nitride (MoN) by utilizing the circular segment PVD technique, the outcomes demonstrate less deformation and fewer scratches because of wear on MoN covered cylinder when contrasted with uncovered one. Iiker Turgut Yilmaz [7] the Efficiency of IC diesel engines changes 38-42%. It is about 60%of the fuel vitality rejected from burning chamber. To spare vitality burning chamber segment are covered with low heat conduction materials. Muhammet cerit [8] Temperature increases with expanding the Thickness at a diminishing rate. Surface Temperature of the Cylinder with 0.4 mm Coating was increased up to 82 C. The ordinary weight on the covered surface declines with Coating thickness. M. Cerit[9] this paper demonstrates that the partially thermal barrier coating on piston temperature distribution and cold start begin HC emissions of a spark ignition (SI) engine. A. R Bhagat [10] this paper depicts the pressure dissemination of the seizure on the piston head, equivalent stress & total deformation inside the trendy coated and non-coated modified pistons by the use of a finite element (FE) code called ANSYS. Aravinth[11] it is the verifiable truth that around 30%of the vitality provided is lost through the coolant and 30%is squandered through grinding and different misfortunes, in this manner leaving just 30% of vitality usage for helpful purposes. Vinay Kumar Domakonda[12] A multilayer system is a promising technique to fulfill the competing necessities of the coating. The thickness of the different layers must be optimized to minimize the stresses below provider conditions.

O.P.Singh

[13]

this

paper

displays,

the

outcomes advise that high operating Temperature and reduction in thin film lubrication clearances boost up the Seizure failures. Karuppaswamy k. [14] TBCs are achieved by means of atmospheric plasma spraying technique. Engine working conditions are

maintained regular before and

after

coating.

The

Results

showed a

reduction in

specific fuel consumption. Irwin Osmond Toppo [15] Computational Fluid Dynamics(CFD) code FLUENT is utilized to model the complex combustion phenomenon in compression ignition engine Re-enactment is done in ANSYS- FLUENT

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utilizing non-premixed ignition model to provide cater actual in the combustion chamber with deformation mesh is used for simulation.

OBJECTIVE OF THE WORK These are the following parameters which we have considered to evaluate on the modified aluminum alloy CI engine piston. 

Heat transfer rate throughout the piston.



The temperature of the modified piston head.



Equivalent stress by applying the load.



Deformation occurs in the piston.

We have divided the whole work into three different categories, The first category consists of modeling of the

piston with the modification (engraving the helical groove on the modified piston). The modified modeled piston was then imported into the FEA software called ANSYS in the IGES format. In the second part, the preprocessing and the postprocessing has performed, the meshing size is considered as 5mm for the better result. In the third part the coating has modeled and with the modification in SolidWorks 2013 and then it is attached to the modified piston.

MODELING AND ANALYSIS A coupled analysis (steady-state thermal & static structural) analysis was carried out to evaluate heat transfer rate throughout the piston, temperature gradients on the piston head, equivalent stress & total deformation in the standard coated and non-coated modified pistons by using a finite element (FE) code called ANSYS. For better result, we have considered the mesh size is 5mm and coarse mesh. All the elements of the standard piston are in hexahedral shape. Piston, ring, and coating materials are assumed to be uniform and homogeneous, as uniform shapes and forms of elements play an important role in the high accuracy of the results. A path has modeled in ANSYS from the piston crown up to the piston base, so the heat transfer rate, stress, and deformation can be analyzed throughout the piston, A. Piston Data Calculation In this section, we have discussed the data of the piston which we have calculated for the CI engine piston and coating.

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Table 1: Calculation Piston Data Name of the Parts Notation D Bore Diameter of Piston Piston Head or Crown th The radial thickness of Piston t1 The axial thickness of Piston t2 The width of the top land b1 The width of other ling lands b2 Piston Barrel thickness t3 Piston wall thickness t4 Length of the piston skirt L Diameter of a piston pin d0 Length of the piston pin in the bush of the small end of l1 the connecting rod Table 1: Contd,.

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Theoretical Value in mm 85.70 8.93 2.96 2.916 10.716 2.916 10.485 3.669 70 30.45 39.375

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12 13

Piston Boss Centre of pin

1.5+ d0 0.04D + 0.5l

45.814 38.425

The material of the piston which we have considered is aluminum alloy the properties of the material is listed in the below table. The figure 1 shows the modified piston after modeling and the helical groove engraved on the piston head.

Sl. No 1 2 3 4 5 6 7

Table 2: Material Considered for the Piston Material Property Alloy Thermal conductivity, k (W/mK) 155 Density, (kg/m3) 2700 Specific heat, C (J/kg K) 965 The coefficient of thermal expansion (1/k) 19.5 X 103 Young’s modulus, E (MPa) 90 X 103 Yield strength (MPa) 410 Poisson’s ratio 0.3

Figure 1: Modified Piston and Coating.

B. Coating Modeling and Material 

Draw a circle using circle option on the front plane and extrude it up to 0.5 mm.



Select the back face of the extruded circle and draw a circle on it and then extrude the drawn circle up to 5mm.



Now copy the helical groove curve which is drawn on thepiston and paste it to an upper part of the 0.5mm extruded circle. While pasting the curve also select the center line of the piston and match it with the center line of coating.



Now extrude the curve up to 2 mm and then select the extruded curve surface and paste the same curve on it.



Make a 0.5 mm offset and cut extrude the offset, please check that you should have removed all the unwanted lines so you will get a smooth surface



Please do the circular patterning for all other grooves.



Now take circle from the center point and a circle of 45mm diameter and cut extrude it up to 4.5 mm.



Now do the filleting and chamfer if require.



For further more thickness coating do the same process by increasing the extrude thickness.

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Various materials which we have considered are listed below in Table 3 with their respective properties Table3: Coating Material and their Properties Material Properties YSZ Alumina Mulite Thermal Expansion (1/k) 7 X 10-6 4.5 X 10-6 5.4 X 10-6 Internal Conductivity (W/mk) 2.9 12 6 Specific Heat (J/kg) 800 880 700 Density (g/cm3) 6.10 3.95 3.05

C. Preprocessing of the Model We have taken into consideration the mesh size 5mm and coarse mesh for the piston and 1mm for the coating to attain the better accuracy. All the factors of the piston which we have taken into consideration are hexahedral for the higher result. We have considered the “sizing function” as ‘Adaptive’. The total number of the node after meshing = 152585 for a 0.5 mm coating thickness. The total number of the element after meshing = 80798 for a 0.5mm coating thickness. Figure 2 shows the meshing model of the piston.

Figure 2: Meshing of the Model.

RESULTS AND DISCUSSIONS In this section, we have considered the evaluation of the temperature of the coating, equivalent stress, total deformation and heat transfer rate varying along the path.

A. Temperature Since we are dealing with the steady-state thermal analysis so we have kept piston head temperature as one of the parameters to analyze piston head temperature. The maximum temperature of the non-coated piston is around 171 0C. As we can see in the legend of the figure 3 assigned color represent the temperature condition in which the region under red color occurs more temperature whereas the region under the blue color shows the minimum temperature region. From the table 4, we can say that the heat transfer is maximum in case of aluminum alloy piston without any coating. From the table 6, we can see that when the path increase stress decreases.

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B. Stress The below table 4 shows the stress variation along the piston (0.5 - 4) mm coating with alumina coating on the piston head.

As we would see that as the coating thickness increases the stress on the aluminum alloy piston increases. From the table 6, we can see that when the path increases the temperature increases.

C. Deformation Total deformation analysis has been performed by considering the above parameters. The below Figure shows the total deformation variation along the piston (0.5 - 4) mm coating with alumina, mulita, and YSZ coating on the piston head.

From the table 5, we can see that as the path increases deformation decreases.

D. Parameters Variation along the Path We have considered the parameters varying along the path which include the temperature, the equivalent stress, and deformation variation. By varying of these parameters we can obtain the heat transfer rate throughout the piston from the piston head to the piston base. Table 5 shows the variation of the parameter along the path when ALUMINA coating material has applied. In table 6 shows the variation of the above parameter when the MULITE coating is applied.

Similarly, we can see from the table 7 the variation of the parameter when YSZ coating has applied Table 4: Comparison of 0.5 mm TBCs Material Max. Coated (ALUMINA 0.5 Uncoated Value mm)

Description

Max. Value

Temparature

171

187.75

Stress

60.24

924.43

Deformation

0.06

0.203

Description

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Coated mm)

(MULITE

0.5

Max. Value

Coated (YSZ 0.5 mm)

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Temparature

252.44

251.04

Stress

924.43

934.31

Deformation

0.201

0.201

Table 5: Alumina Coating Material Temperature, Stress, Deformation Coating Deformation Stress Temperature Width (mm) (mm) (MPa) (0C) 0 7.50E-03 17.868 154.34 0.5 0.17426 689.67 158.57 1 0.16038 180.3 162.79 2 0.14916 165.19 164.28 3 0.14916 99.169 167.9 4 0.15919 133.62 167.74 Table 6: Mulite Coating Material Temperature, Stress, Deformation Coating Deformation Stress Temperature Width (mm) (mm) (MPa) (0C) 0 7.50E-03 17.868 154.34 0.5 0.18557 326.75 161.4 1 0.16379 143.35 172.95 2 0.15211 179.31 173.62 3 0.16637 77.436 179 4 0.1667 74.265 184.49 Table:7: YSZ Coating Material Temperature, Stress, Deformation Coating Deformation Stress Temperature Width (mm) (mm) (MPA) (0c) 0 7.50E-03 17.868 154.34 0.5 0.17911 33.4 170.78 1 0.16172 39.964 207.39 2 0.15661 48.461 202.63 3 0.15013 22.387 212.66 4 0.15503 73.787 218.98

CONCLUSIONS From those above tables, we have concluded the following point and evaluated that these are the material which we can use www.tjprc.org

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for the coating of the modified piston head. 

The deformation increases as the thickness increases.



The stress decreases as the thickness increases.



The temperature predominantly rises as the thickness increases.



The 0.5 mm thickness YSZ coating material is suitable for 1 mm mulite and 4 mm alumina coating material in terms of preventing the temperature



The deformation of 0.5 mm thickness ysz coating material is comparably quite similar to the other 0.5 mm thickness of other coating material.



The stress due 0.5 mm thickness ysz coating material is very low as compared to the remaining coating material of the same thickness.



If we compare all the data, then we can say that the 2 mm thickness of a ysz coating material is better to use on the piston head.

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Ravindra Prasad, N.K. Samria “Unsteady heat transfer simulation in an IC engine piston” computers &structures volume 34, Issue5, 1990

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X.Q.Cao, R.Vassen, D.Stoever, "Ceramic materials for thermal barrier coatings", Journal of the European ceramic society 24(2004)1-10.

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Selman Aydin, Cenk Sayin "Impact of Thermal Barrier Coating application on the combustion, performance, and emissions of a diesel engine fuelled with waste cooking oil Biodiesel-diesel blends" Fuel volume 136,15 November 2005

5.

Ekrem buyukkaya, Tahsin Engin, Muhammet Cerit "Effects of the thermal barrier coating on gas emissions and performance of an LHR engine with different injection timings and value adjustments" Energy Conversion and Management volume 47, Issues 9-10, June 2006, pages 1298-1310

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Hanbey hazar "characterization of MoN coatings for a piston in a diesel engine", materials & Design volume 31, Issue 1, January 2010

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9.

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10. A.R Bhagat, Kedar chimote "Thermal Analysis and Optimisation of I.C. Engine piston using Finite element method", January 2012 11. Aravinth PI, Subramanian S PI, Sri Vishnu G2 and Vignesh P3 "Comparision of Various Thermal Barrier coatings along with Impact Factor (JCC): 8.8746

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their effects of Efficiencies and Fuel consumption Based on their results of Experimental Literature" International Journal of Mechanical Engineering and Robotics Research India, vol.1, No.3, October 2012 12. Vinay Kumar Domakonda, Ravi Kumar puli "Application of Thermal Barrier Coatings in Diesel Engines: a Review", 2012 13. O.P.Singh, Yogesh Umbarkar, T.Sreenivasulu, E.Vetrivendan, M. Kannan, Y.R. Babu, "Piston seizure investigation: Experiments, modeling and Future challenges" Engineering Failure Analysis volume 28, March 2013 14. Karuppaswamy k., Mageshkumar M.P., Manikandan T.N., Naga Arjun J., “The Effect of Thermal Barrier coatings on Diesel Engine performance”, APRN journal of science and Technology, vol.3, No.4, April 2013 15. Irwin Osmond Toppo "CFD Analysis of Combustion characteristics of Jatropha in Compression Ignition Engine", International Journal of Engineering Research &Technology(IJERT), vol.2, Issue 10, October-2013

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