DESIGN AND ANALYSIS OF COMPOSITE PISTON BY USING SOFTWARE

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CHAPTER-1
INTRODUCTION
1.1 COMPOSITE MATERIAL:
Composite materials (also called composition materials or shortened to
composites) are materials made from two or more constituent materials with
significantly different physical or chemical properties, that when combined
produce a material with characteristics different from the individual
components. The individual components remain separate and distinct within
the finished structure. The new material may be preferred for many reasons
common examples include materials which are stronger, lighter or less
expensive when compared to traditional materials.
Typical engineered composite materials include:
 Composite building materials such as cements, concrete
 Reinforced plastics such as fiber-reinforced polymer
 Metal Composites
 Ceramic Composites
1.1.1 COMPOSITION:
MMCs are made by dispersing a reinforcing material into a metal matrix. The
reinforcement surface can be coated to prevent a chemical reaction with the
matrix.
1.1.2 METAL MATRIX COMPOSITE:

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A metal matrix composite (MMC) is composite material with at least two
constituent parts, one being a metal necessarily, the other material may be a
different metal or another material, such as a ceramic or organic compound.
1.1.3 MATRIX:
The matrix is the monolithic material into which the reinforcement is
embedded, and is completely continuous. This means that there is a path
through the matrix to any point in the material, unlike two materials
sandwiched together. In structural applications, the matrix is usually a lighter
metal such as aluminum, magnesium, or titanium, and provides a compliant
support for the reinforcement. In high-temperature applications, cobalt and
cobalt–nickel alloy matrices are common.
1.1.4 REINFORCEMENT:
The reinforcement material is embedded into a matrix. The reinforcement does
not always serve a purely structural task (reinforcing the compound), but is
also used to change physical properties such as wear resistance, friction
coefficient or thermal conductivity. The reinforcement can be either
continuous, or discontinuous. Discontinuous MMCs can be isotropic, and can
be worked with standard metalworking techniques, such as extrusion, forging,
or rolling. In addition, they may be machined using conventional techniques,
but commonly would need the use of polycrystalline diamond tooling (PCD).
Continuous reinforcement uses monofilament wires or fibers such as carbon
fiber or silicon carbide. Because the fibers are embedded into the matrix in a
certain direction, the result is an anisotropic structure in which the alignment
of the material affects its strength. One of the first MMCs used boron filament

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as reinforcement. Discontinuous reinforcement uses "whiskers", short fibers,
or particles. The most common reinforcing materials in this category are
alumina and silicon carbide.
Metal matrix composites (MMCs) generally consist of lightweight metal alloys
of aluminum, magnesium, or titanium, reinforced with ceramic particulate
whiskers, or fibers. The reinforcement is very important because it determines
the mechanical properties, cost, and performance of a given composite.
Metal matrix composites (MMCs) usually consist of a low-density metal, such
as aluminum or magnesium, reinforced with particulate or fibers of a ceramic
material, such as silicon carbide or graphite. Compared with unreinforced
metals, MMCs offer higher specific strength and stiffness, higher operating
temperature, and greater wear resistance, as well as the opportunity to tailor
these properties for a particular application.
However, MMCs also have some disadvantages compared with metals. Chief
among these are the higher cost of fabrication for high-performance MMCs,
and lower ductility and toughness. Presently, MMCs tend to cluster around
two extreme types. One consists of very high performance composites
reinforced with expensive continuous fibers and requiring expensive
processing methods. The other consists of relatively low-cost and low-
performance composites reinforced with relatively inexpensive particulate or
fibers. The cost of the first type is too high for any but military or space
applications, whereas the cost/benefit advantages of the second type over
unreinforced metal alloys remain in doubt.
Cast composites designed as based on a magnesium matrix and reinforced with
silicon carbide particles constitute a new group of materials that feature the
desired set of properties. The use of magnesium for the matrix of composites

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allows a low weight of the final element to be obtained, while assuring the
proper level of properties; the introduction of SiC particles, on the other hand,
enables the tribological properties, Young‟s modulus, tensile strength and
hardness of the composite to be enhanced. It should be noted that the Mg-SiC
system is characterized by
 A very good wettability of SiC by molten Mg,
 A very high stability of SiC in liquid Mg.
Investigations carried out so far have determined the possibility of obtaining
adhesive bonding between components and high volumetric fractions of SiC
particles with their uniform distribution within the matrix.
1.2 MAGNESIUM:
Magnesium is the ninth most abundant element in the universe. It is
synthesized in large, ageing stars from the sequential addition of three helium
nuclei to a carbon nucleus. When such a star explodes as a supernova, much of
its magnesium is expelled into the interstellar medium, where it can be
recycled into new star systems. Consequently, magnesium is the eighth most
abundant element in the Earth's crust and the fourth most common element in
the Earth (below iron, oxygen and silicon), making up 13% of the planet's
mass and a large fraction of the planet's mantle. It is the third most abundant
element dissolved in seawater, after sodium and chlorine.

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TABLE:1.2 General properties of magnesium
Name, symbol magnesium, Mg
Appearance shiny grey solid
Atomic number 12
Standard atomic weight 24.305 (24.304–24.307)
Physical properties
Phase solid
Melting point 923 K (650 °C, 1202 °F)
Boiling point 1363 K (1091 °C, 1994 °F)
Density near r.t. 1.738 g·cm−3
when liquid, at m.p. 1.584 g·cm−3
Heat of fusion 8.48 kJ·mol−1
Miscellanea
Crystal structure hexagonal close-packed (hcp)
Speed of sound thin rod 4940 m·s−1
(annealed)
Thermal expansion 24.8 µm·m−1
·K−1
(at 25 °C)
Thermal conductivity 156 W·m−1
·K−1
Magnetic ordering paramagnetic
Young's modulus 45 GPa
Shear modulus 17 GPa
Bulk modulus 45 GPa
Poisson ratio 0.290
Mohs hardness 1–2.5
Brinell hardness 44–260 MPa

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1.3 SILICONCARBIDE:
TABLE:1.3 General Properties of Silicon carbide
Molecular formula SiC
Molar mass 40.10 g·mol−1
Appearance Colorless crystals
Density 3.21 g·cm−3
(all polytypes)
Melting point 2,730 °C (4,950 °F; 3,000 K) (decomposes)
Electron mobility ~900 cm2
/V·s (all polytypes)
Refractive index (nD) 2.55 (infrared; all polytypes)
Silicon carbide (SiC), also known as carborundum is a compound of silicon
and carbon with chemical formula SiC. It occurs in nature as the extremely
rare mineral moissanite. Silicon carbide powder has been mass-produced since
1893 for use as an abrasive. Grains of silicon carbide can be bonded together
by sintering to form very hard ceramics that are widely used in applications
requiring high endurance, such as car brakes, car clutches and ceramic plates
in bulletproof vests.

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1.4 PISTON:
A piston is a component of reciprocating IC-engines. 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. Piston endures the cyclic gas
pressure and the inertial forces at work, and this working condition may cause
the fatigue damage of piston, such as piston side wear, piston head cracks and
so on.
Piston in an IC engine must possess the following characteristics:
 Strength to resist gas pressure.
 Must have minimum weight.
 Must be able to reciprocate with minimum noise.
 Must have sufficient bearing area to prevent wear.
 Must seal the gas from top and oil from the bottom.
 Must disperse the heat generated during combustion.
 Must have good resistance to distortion under heavy forces and
heavy temperature.
1.4.1 FUNCTIONS OF THE PISTONS:
 To receive the impulse from the expanding gas & transmit the
energy to the crank shaft through the connecting rod.
 It transmits the force of combustion gases to the crank shaft.
 It controls the opening & closing of the parts in a 2-stroke engine.
 It acts as a seal to escape of high pressure gases in to the crank
case.

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1.4.2 CHARACTERSTICS OF PISTON:
 Hammering effect of a combustion gas
 pressure.
 High temperature of the gases.
 Light in weight silent in a operation &Mechanically strong
An Internal Combustion Engine is that kind of prime mover that converts
chemical energy to mechanical energy. The fuel on burning changes into gas
which impinges on the piston and pushes it to cause reciprocating motion. The
reciprocating motion of the piston is then converted into rotary motion of the
crankshaft with the help of connecting rod. IC engines are used in marine
locomotives, aircrafts, automobiles and other industrial applications.
1.4.3 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.Because of the additional weight of these pistons, they
are not used for high-speed engines.
In engine, transfer of heat takes place due to difference in temperature and
from higher temperature to lower temperature. Thus, there is heat transfer to
the gases during intakes stroke and the first part of the compression stroke, but
the during combustion and expansion processes the heat transfer take place
from the gases to the walls. So the piston crown, piston ring and the piston

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skirt should have enough stiffness which can endure the pressure and the
friction between contacting surfaces. In addition, as an important part in
engine, the working condition of piston is directly related to the reliability and
durability of engine.
1.5 DESIGN PROCEDURE:
Computer aided design or CAD has very broad meaning and can be defined as
the use of computers in creation, modification, analysis and optimization of a
design. CAE (Computer Aided Engineering) is referred to computers in
engineering analysis like stress/strain, heat transfer, and flow analysis
CAD/CAE is said to have more potential to radically increase productivity
than any development since electricity. CAD/CAE builds quality form concept
to final product. Instead of bringing in quality control during the final
inspection it helps to develop a process in which quality is there through the
life cycle of the product. CAD/CAE can eliminate the need for prototypes.
But it required prototypes can be used to confirm rather predict performance
and other characteristics. CAD/CAE is employed in numerous industries like
manufacturing, automotive, aerospace, casting, mold making, plastic
electronics and other general-purpose industries. CAD/CAE systems can be
broadly divided into low end, mid end and high-end systems.
Low-end systems are those systems which do only 2D modelling and with
only little 3D modelling capabilities. According to industry static‟s 70-80% of
all mechanical designers still uses 2D CAD applications. This may be mainly
due to the high cost of high-end systems and a lack of expertise. Mid-end
systems are actually similar high-end systems with all their design capabilities
with the difference that they are offered at much lower prices. 3D sold
modelling on the PC is burgeoning because of many reasons like affordable

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and powerful hardware, strong sound software that offers windows case of use
shortened design and production cycles and smooth integration with
downstream application. More and more designers and engineers are shifting
to mid end system.
1.5.1 MODELING:
Model is a Representation of an object, a system, or an idea in some form
other than that of the entity itself. Modeling is the process of producing a
model a model is a representation of the construction and working of some
system of interest. A model is similar to but simpler than the system it
represents. One purpose of a model is to enable the analyst to predict the effect
of changes to the system. On the one hand, a model should be a close
approximation to the real system and incorporate most of its salient features.
On the other hand, it should not be so complex that it is impossible to
understand and experiment with it. A good model is a judicious tradeoff
between realism and simplicity. Simulation practitioners recommend
increasing the complexity of a model iteratively. An important issue in
modeling is model validity. Model validation techniques include simulating
the model under known input conditions and comparing model output with
system output. Generally, a model intended for a simulation study is a
mathematical model developed with the help of simulation software.
Software for modeling:
 Solid works
 Creo

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 CATIA
 Unigraphics, etc
1.5.2 SOLIDWORKS:
SolidWorks is a 3D mechanical CAD (computer-aided design) program that
runs on Microsoft Windows and is being developed by Dassault Systèmes
SolidWorks Corp., a subsidiary of Dassault Systèmes, S. A. (Vélizy, France).
SolidWorks is currently used by over 1.3 million engineers and designers at
more than 130,000 companies worldwide. FY2009 revenue for Solid Works
High-end CAD/CAE software‟s are for the complete modelling, analysis and
manufacturing of products. High-end systems can be visualized as the brain of
concurrent engineering. The design and development of products, which took
years in the past to complete, is now made in days with the help of high-end
CAD/CAE systems and concurrent engineering.
1.6 ANSYS:
ANSYS is the usually preferred analysis software package because of its
functionality. In this interface, you can apply forces, pressures, torques, etc on
the models and see how the stresses develop.
The ANSYS Workbench platform is the framework upon which the industry‟s
broadest and deepest suite of advanced engineering simulation technology is
built. An innovative project schematic view ties together the entire simulation
process, guiding the user through even complex multiphysics analyses with
drag-and-drop simplicity. With bi-directional CAD connectivity, an automated
project level update mechanism, pervasive parameter management and

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integrated optimization tools, the ANSYS Workbench Platform delivers
unprecedented productivity, enabling simulation driven product development.
But whatever it is always remember: anyone can learn ANSYS workbench and
use it to analyse structures it not at all a big deal always remember to study the
FEA theory very well before you start to use ansys. the reason is that in many
real case scenarios, the ansys always gives some result or the other never
100% accurate and its generally impossible to find out how correct/incorrect
the results are.... but FEA engineers know how to mesh their models and how
to configure the solver in order to get accurate results most of the time hence
always understand the FEM before blindly doing the analysis on ansys, better
interpret the results..
1.6.1 FINITE ELEMENT METHOD:
The Finite Element Method (FEM) is a reliable numerical technique for
analyzing engineering designs. FEM replaces a complex problem with many
simple problems. It divides the model into many small pieces of simple shapes
called elements.
Elements share common points called nodes. The behavior of these elements is
well-known under all possible support and load scenarios. The motion of each
node is fully described by translations in the X, Y, and Z directions. These are
called degrees of freedom (DOFs). Analysis using FEM is called Finite
Element Analysis (FEA).

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Ansys formulates the equations governing the behavior of each element taking
into consideration its connectivity to other elements. These equations relate the
displacements to known material properties, restraints, and loads.
Next, the program organizes the equations into a large set of simultaneous
algebraic equations. The solver finds the displacements in the X, Y, and Z
directions at each node. Using the displacements, the program calculates the
strains in various directions. Finally, the program uses mathematical
expressions to calculate stresses.
Finite element proceeds at present very widely used in the engineering
analysis. The procedures are employed extensively in the analysis of solids
structure has transferred and finite element methods are useful in virtually
every field at engineering analysis.
The finite element method is a numerical analysis technique for obtaining
approximately solution to varieties of engineering in the finite element analysis
actual continuum or body of the matter like solid, liquid or gas is represented
as an assemblage of sub division called finite element. These finite elements of
field variable inside the finite element can approximately by the single
function.
The approximately functions are defined in terms of the values of the field
variable of the nodes by solving the solid variables the total values of the field
variable of the nodes by solving the solid variables the total values of the
nodes by soling the solid variables the total values of the field variable can be
found out.

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1.6.2 STEPS IN FEA:
 Definitions of the problem and its domain.
 Discretisation of the domain the continuum.
 Identification of state variable.
 Formulation of the problem.
 Establishing coordinate system.
 Constructing approximate functions for the elements.
 Obtaining element matrix and equation.
 Coordinate transformation.
 Assembly of element equations.
 Introduction of the final set of simultaneous equation.
 Interpretations of the results.
1.6.3 BASIC COMPONENTS OF FEA:
 Pre-processor
 Solution
 Post processor
 General post processor

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1.6.4 ADVANTAGES OF FEA:
 Applicable to any field problem such as heal transfer stress analysis,
magnetic field etc.
 There is no matrix restriction.
 Approximately it is easily improved by grading the mesh so that more
elements appear where field gradients are high and more resolution is
required.
 Compounds that have different behavior and different mathematical
description can be solved.
 FEA structure closely resembles closely the actual body or region to be
analyzed.
1.6.5 USES OF FEA:
 Structural analysis
 Heat transfer analysis
 Fluid flow analysis
 Mass transport

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CHAPTER:2
LITERATURE REVIEW
1) R.A. Saravanan, M.K. Surappa „Fabrication and characterisation of pure
magnesium-30 vol.% SiC particle composite‟The magnesium 30 vol.% SiC
composite was processed by melt stir technique. The matrix material was99%
pure magnesium and SiC particles with 40 mm average size. Steps involved
and the procedure employed for the fabrication of the melting was carried out
using a resistance heating furnace of 5 KW. Fracture behavior of pure
magnesium reveals elongated dimples at room temperature and circular
dimples at high temperatures.Sliding wear rate of the Mg-30 vol.% SiC
composite is two order of magnitude less compared to unreinforced
magnesium.
2) Jonathan A. Lee NASA-Marshall Space Flight Center „Cast aluminum alloy
for high temperature applications‟The developed as piston material to meet
automotive legislation requiring low exhaust emission, the novel NASA alloys
also offer dramatic increase in strength, enabling components to utilize less
material, which can lead to reducing part weight and cost as well as improving
gas mileage and performance for auto engines. In hypereutectic form, the
alloys also have greater wear resistant, surface hardness and dimensional
stability compared to conventional cast aluminum alloys.

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3) Hai Zhi Ye, Xing Yang Liu- „Review of recent studies in magnesium matrix
composites‟ Magnesium alloys have been increasingly used in the automotive
industry in recent years due to their lightweight. The density of magnesium is
approximately two thirds of that of aluminum, one quarter of zinc, and one
fifth of steel. As a result, magnesium alloys offer a very high specific strength
among conventional engineering alloys. In addition, magnesium alloys possess
good damping capacity, excellent castability, and superior machinability.
Accordingly, magnesium casting production has experienced an annual growth
of between 10 and 20% over the past decades and is expected to continue at
this rate.
4) Malarvannan, P. Vignesh „ Experimental Investigation and Analysis of
Piston by using Composite Materials‟ The increased hardness of the material
ensures the less deformation due to impact loads and keeps the material strong
enough to with stand loads. The Youngs modulus of the material is higher
compared to the smaller composition and the tensile strength of the material is
also increased to the virgin material. This shows that the AlSic is better in all
the aspects when compared to the Aluminium. Models for the simulation were
prepared using Pro Engineer. This software enables to create 3-dimentional
model of the piston and to define physical properties of the materials used.
Analysis of thermal loads and piston deformations was done by finite elements
method using ANSYS software.
5) Isam Jasim Jaber and Ajeet Kumar Rai „Design and analysis of I.C engine
piston and pistonringusing catia and ansys software‟ An analysis of both
thermal fatigue and mechanical fatigue damages is presented and analyzed in
this work. A linear static stress analysis, using „„cosmos works‟‟, is used to

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determine the stress distribution during the combustion. Stresses at the piston
crown and pin holes, as well as stresses at the grooves and skirt as a function
of land clearances are also presented Finite element code is used to carry out
the modeling process to determine the coupling stress .
6) Praful r. sakharkar „Thermal analysis of ic engine piston using FEA‟The
finite element analysis is performed using CAD software to investigate and
analyze thermal stress distribution at the real engine condition during
combustion process. Piston skirt may appear deformation usually causes crack
on the upper end of the piston head. Due to deformation, stress concentration
is caused on the upper end of the piston and the stress distribution on the
piston mainly depends on the deformation of piston. Therefore piston crown
should have enough stiffness to reduce the deformation.
7) S. Bhattacharya1, A. Basu, S. Chowdhury, Y.S. Upadhyaya „ Analysis of
piston of two stroke engine‟The piston made up of Aluminium 4032 alloy is
designed by conventional approach and then both thermal and transient
structural analysis have been carried out. The piston has been modeled in
CATIA and analysed using ANSYS Workbench. In order to improve the
design of piston, two alternative designs have been considered by providing
openings at the skirt region of the piston. The analysis showed that this
modification improved the thermal performance of the piston.
8) Ekrem Buyukkaya ⁎, Muhammet Cerit „Thermal analysis of a ceramic
coating diesel engine piston using 3-Dfinite element method‟The maximum
surface temperature of the coated piston with material which has low thermal
conductivity is improved approximately 48% for the AlSi alloy and 35% for

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the steel inour studies. These results show that the reduction in the cooling
load of system is also obtainable. The maximum surface temperature of the
base metal of the coating piston is 261 °C for AlSi and 326 °C for steel.
Structural behaviors of the conventional metal materials are varied negative
with temperature. By means of ceramic coating, strength and deformation of
the materials are improved.
9) Tsuguyasu Wada‟Composite materials having a matrix of magnesium or
magnesium alloy reinforced with discontinuous silicon carbide particles‟
Reinforced composite magnesium-matrix articles, containing silicon carbide
fibers or by a casting process where in a small amount of lithium,less than
about 0.7% by weight, is included in a melt of magnesium matrix alloy to
facilitate wetting of the reinforcing material and ready dispersal thereof in the
magnesium matrix alloy.
10) C.H. Li, „Piston thermal deformation and friction considerations‟The
thermal analysis of piston isimportant from different point of views most of
the internal combustion (IC) engine pistons are made of aluminum alloy which
has a thermal expansion coefficient 80% higher than the cylinder bore material
made of cast iron. This leads to some differences between running and the
design clearances. Therefore, analysis of the piston thermal behavior is
extremely crucial in designing more efficient engines.. First, the highest
temperature of any point on piston should not exceed 66% of the melting point
temperature of the alloy.
11) Narsaiyolla Naresh, „ Structural Analysis of a Ceramic Coated Diesel
Engine Piston Using Finite Element Method‟ The piston skirt is the main area

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of the piston at which the deformation may appear while at work, which
usually causes crack on the upper end of piston head. Due to this deformation,
the greatest stress concentration is caused on the upper end of piston, the
situation becomes more serious when the stiffness of the piston is not enough,
and the crack generally appeared at the point A which may gradually extend
and even cause splitting along the piston vertical. The stress distribution on the
piston mainly depends on the deformation of piston. Therefore, in order to
reduce the stress concentration; the piston crown should have enough stiffness
to reduce the deformation
12) Mustafa Kemal Kulekci „Magnesium and its alloys applications in
automotive industry‟The objective of this study is to review and evaluate the
applications of magnesium in the automotive industry that can significantly
contribute to greater fuel economy and environmental conservation. In the
study, the current advantages, limitations, technological barriers and future
prospects of Mg alloys in the automotive industry are given. Recent
developments in coating and alloying of Mg improved the creep and corrosion
resistance properties of magnesium alloys for elevated temperature and
corrosive environments.
13) Vinoth M. A „Development and Assessment of Piston by using Al-Si
Hybrid Metal Matrix Composites Reinforced with SiC and Cenosphere
Particulates‟ During the working condition piston exposed to the high gas
pressure because of combustion. So the methodology for analyze the piston is
to consider the gas pressure as applied uniformly over the piston crown. The
pressure force generated by the burning of fuel is calculated using gas equation

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and it is assumed that side thrust force and inertia force is negligible but in
reality this may have some influence on stress and deformation of piston.
14) K. N. Braszczyska, Malik „Reactions in magnesium composites reinforced
with SiC particles‟ The influence between the matrix and a reinforcement is a
very important structural factor influencing the properties of the metal matrix
composites. The achievement of the desired composite structure and a bond
between the components requires controlling of the phenomena and reactions
taking place in these materials. As indicated above, the influence of individual
alloying elements on the nature of the magnesium -silicon carbide interfaces is
one of the main factors affecting the microstructure of these composites.

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CHAPTER:3
PROBLEM DEFINITION
The function of the piston is to absorb the energy released after the combustion
and to produce useful mechanical energy. When the combustion of fuel takes
place in heavy diesel engine cylinder, high temperature and pressure develops.
Because of high speed and at high loads, the piston is subjected to high
thermal and structural stresses. The investigations indicate that the greatest
stress appears on the upper end of the piston and stress concentration is one of
the main reason for fatigue failure. Due to stress concentration and high
thermal load the upper end of the piston, crack generally appears. This crack
may even split the piston.
The main objectives are
i) To investigate the maximum stress using stress analysis
ii) To investigate the maximum temperature using thermal analysis
iii) To investigate Stiffness of the piston crown to reduce the deformation
iv) To every 10% weight reduction of the vehicle, an improvement in fuel
consumption of 6–8% is expected an additional 20–40% reduction in overall
weight, without sacrificing safety seems to be possible
The pistons will produce stress and deformation because of the periodic load
effect, which are from high gas pressure, high speed reciprocating motion from
the inertia force, lateral pressure, friction and so on. Burning of the high
pressure gas products high temperature, which makes piston expands in order
that its interior produces thermal stress and thermal deformation.The thermal
deformation and mechanical deformation will cause piston cracks, tortuosity,
etc.

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The piston skirt is the main area of the piston at which the deformation may
appear while at work, which usually causes crack on the upper end of piston
head. Due to this deformation, the greatest stress concentration is caused on
the upper end of piston, the situation becomes more serious when the stiffness
of the piston is not enough, and the crack generally appeared at which may
gradually extend and even cause splitting along the piston vertical.
The stress distribution on the piston mainly depends on the deformation of
piston. Therefore in order to reduce the stress concentration the piston crown
should have enough stiffness to reduce the deformation.
Figure 3.1 Thermo-mechanical fatigue induced by micro-plasticity after thermal
cycling

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To take conventional aluminium (Al) piston designs to the limit of material
strength. The highest temperature of any point in piston must not exceed more
than 66% of the melting point temperature of the aluminium alloy. Therefore
the limit temperature for the current alloy is of 640K above this level the bowl
rim is exposed to so much heat that cracks can begin to form. So they are not
suitable for high temperature applications.

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CHAPTER:4
FABRICATION AND MODELLING OF COMPOSITE
PISTON
AZ91Magnesium-siliconcarbide composite was prepared by mechanical
mixing of silicon carbide powder (220 mesh) in solidifying solid-liquid slurry
of hypoeutectic, eutectic and hypereutectic compositions of AZ91 Magnesium-
silicon alloy. Requisite amount of silicon carbide powder was charged into
agitating metallic melt of AZ91Magnesium-silicon matrix alloy and mixing
continued while dropping the temperature of the system. The mixing period
was 3-4 min during which temperature of the system dropped to 15±5°C
below the liquids.
Various Mg-SiC composites were prepared by melting the constituent metals
and master alloy in a furnace and incorporating the silicon carbide in the
solidifying metallic slurry of AZ91Magnesium-siliconcarbide matrix alloy.
Aluminium of respective pure quality was selected and silicon carbide powder
was dispersed. A weighed amount (400 g) of charge consisting of
commercially AZ91 Magnesium and Silicon Carbide powder of a weighed
amount (360g & 40g) was added respectively.
4.1.1 PREPARATION OF MAGNESIUM METAL MOLT
The pure ingots of Magnesium (AZ91) were taken and they are melted in
furnace. The furnace is of oil type and the ingots got melted in the burning of
the furnace. The ingots gets into a liquid state at the temperature of 650-750*
C.
4.1.2 CLEANING OF THE METAL MOLT
The molten molt has some impurities present in it, so it must be removed. The
molten molt is treated with the powder of “Kavaral & Degasser” in the furnace

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and the heating is continued for few minutes .The impurities present in it will
float at the top of the molt. These impurities will form as ash and gets
separated from the molt.
4.1.3 SILICON CARBIDE ADDING:
The purified molt is now ready for treating with the silicon carbide. The silicon
carbide powder of 224 meshes is now added to the molt in furnace. The
temperature is not reduced, so the silicon carbide would mix with the molt
easily.
4.1.4 AGITATING THE MOLT
During the agitation process the materials will mix properly .The molt is
mechanically stirred to mix the silicon carbide with the metal. The mixing is
done for about 1-2 minutes. The mechanically made stirrer is used to stir the
molt.
4.1.5 CASTING POURING
The die is prepared for pouring the molt. There preliminary works must be
done before pouring the casting. The die is made up of sand by placing a
pattern. Since the molt is about 700*C the molt starts burst, this produces blow
holes and other improper casting. The die must be filled with a lubricating
material to avoid sticking of the casting to the die. The vent for gas release is
kept to avoid blow hole formation inside the casting.
4.1.6 COOLING THE CASTING
The casting from the die is removed. The casting will be too hot as its super
heated, so the casting must be cooled in order to avoid the oxidation process.
The casting is cooled by the quenching process. This process includes the
rapid cooling of the casting by treating with the water. The casting is immersed

27
in a bath containing water to remove the heat and to get a solid form of the
casting.
4.2 MACHINING PROCESS
The Machining process is done in order to remove the excess and unwanted
material. The machining process includes all the lathe works. The casting is
machined to the desired shape. This process includes surface finish, surface
grinding, facing, turning operations.
FIG:4.1 Fabrication process OF Mg-SiC piston
Weight of Mg alloy Weight of SiC fiber
Stir casting apparatus Heating furnace

28
FIG:4.2 FABRICATE PART OF MG-SIC PISTON
Heating furnace Casting die
Finishing Metal for Rod Piston model

29
4.3 MODELLING OF PISTON BY USING SOLIDWORKS:
4.3.1COMPUTER AIDED DESIGNING:
Solid works is a 3D design app for parametric modeling parametric featured
based solid modeling. To build a company that developed 3D CAD software
that was easy-to-use, affordable and available on the desktop, with its
headquarters at Concord, Massachusetts, and released its first product,
SolidWorks 95, in 1995
The design of the piston starts with the definition of the piston geometry using
3D CAD software. This 3D CAD geometric model is then imported to FEA
software and analysed under the predicted service conditions before anything
is made. That speeds up the design and testing process, reduces the lead time
to create new pistons designs, and produces a better product
Figure:4.4 Two dimensional drawing of piston

30
4.4 GENERATE THREE DIMENSIONAL MODELLING:
The piston was successfully modelled as per specification by using software
solidworks.
Figure: 4.5 Three dimensional model for Piston by using solidworks

31
4.5 DESIGN CALCULATION:
4.5.1 RULE OF THE MIXTURE
Rule of mixtures is a method of approach to approximate estimation of
composite material properties, based on an assumption that a composite
property is the volume weighted average of the phases (matrix and dispersed
phase) properties.
4.5.2 DENSITY:
dc = (dm * Vm) + (dr * Vr)
Dc, dm, dr - densities of the composite, matrix and dispersed phase
Vm, Vr – volume fraction of the matrix and dispersed phase respectively.
4.5.3 YOUNGMODULUS:
Ec = Em*Vm +Ef*Vf
Ec, Em, Ef -young modulus of the composite, matrix and dispersed phase
Vm, Vf – volume fraction of the matrix and dispersed phase respectively.
4.5.4 POISSON RATIO:
Mc = Mm*Vm +Mf*Vf
Mc, Mm, Mf - poisson ratio of the composite, matrix and dispersed phase
Vm, Vf – volume fraction of the matrix and dispersed phase respectively.
4.5.5 THERMALCONDUCTIVITY:
Kc = Km*Vm +Kf*Vf
Kc, Km, Kf - thermal conductivity of the composite, matrix and dispersed

32
TABLE: 4.7 Properties of composite materials
property AL-SiC (90%-10%) Mg-SiC (90%-10%)
Young‟s modulus, Gpa 104 81.5
Poisson ratio 0.329 0.275
Density, kg/m3
2751 1885.2
Thermal conductivity W/mk 225.3 152.4
TABLE: 4.8 Specification of piston engine
Parameters Significances
Engine Type Four stroke petrol engine
Induction Air cooled type
Number of cylinders Single cylinder
Bore 67mm
Stroke 75mm
Displacement 135 cc
Maximum Power 13.8 bhp at 8500 rpm
Maximum Torque 13.4 N-m at 6000 rpm
Compression ratio 9.35
The piston are designed according to procedures and specifications given in
machine design and design data book. Dimensions are calculated and these are
used for modeling the piston and piston ring in Solidworks.

33
CHAPTER-5
RESULTS AND DISCUSSION-I
5.0 ANALYSIS OF Al-SiC PISTON
To analysis of Al-SiC piston de-formations resulting from thermal load was
done using calculated temperature distribution in the cross-sections of the
piston. The piston is modelled and analysed for structural and thermal
behaviours for the original material to the composite material.
5.1 THERMAL ANALYSIS
Thermal analysis is a group of techniques in which the variation of a physical
property of a substance is measured as a function of temperature. The most
commonly used techniques are those which measure changes of mass or
changes in energy of a sample of a substance.
5.1.1 THERMOGRAVIMETRY
Thermogravimetry is a technique in which the mass of a sample of a substance
is recorded as a function of temperature according to a controlled temperature
programme.
5.1.2 APPARATUS:
The essential components of a thermo balance are a device for heating or
cooling the substance according to a given temperature program, a sample
holder in a controlled atmosphere, an electro balance and a recorder.
In some cases the instrument may be coupled to a device permitting the analysis
of volatile products.

34
TABLE:5.1 Properities ofalminium- silicon carbide
Young's Modulus 1.04e+005 Mpa
Poisson's Ratio 0.329
Density 2.751e-006 kg mm^-3
Thermal Expansion 9.5e-006 1/°C
Thermal Conductivity 197. W/m·°C
Specific Heat 894. J/kg·°C
Bulk Modulus 1.0136e+005 MPa

35
TABLE:5.1.3 ANSYS SIMULATION
Model (A4) > Geometry > Parts
Object Name
piston
State Meshed
Definition
Stiffness Behavior Flexible
Coordinate System Default Coordinate System
Material
Assignment al-sic
Nonlinear Effects Yes
Thermal Strain Effects Yes
Volume 5.4314e+005 mm³
Mass 1.4942 kg
Centroid X 2.1118e-002 mm
Centroid Y 54.506 mm
Centroid Z -5.2018e-011 mm
Moment of Inertia Ip1 2045.7 kg·mm²
Statistics
Nodes 598994
Elements 391081

36
Fig 5.1.3 Geometry view of piston in ansys workbench

37
5.1.4 MESHING USING ANSYS
In preparing the model for analysis, Ansys subdivides the model into many
small tetrahedral pieces called elements that share common points called nodes.
Figure 5.2 Shows the Mesh Model of Piston

38
 Red dots represent the element's nodes.
 Elements can have straight or curved edges.
 Each node has three unknowns, namely, the translations in the three
global directions.
 The process of subdividing the part into small pieces (elements) is
called meshing. In general, smaller elements give more accurate
results but require more computer resources and time.
 Ansys suggests a global element size and tolerance for meshing. The
size is only an average value, actual element sizes may vary from one
location to another depending on geometry.
 It is recommended to use the default settings of meshing for the initial
run. For a more accurate solution, use a smaller element size.
After meshing the model the boundary conditions are applied properly then the
final results are obtained. The following figure shows the final results of
thermal analysis for AlSiC.

39
Fig: 5.3 Temperature Distribution of convection Al-SiC Carbide
Figure:5.4 Temperature Distribution Al-SiC Piston

40
Figure:5.5 Total Heat flux in Al-SiC Piston
Figure:5.6 Directional Heat flux (X-axis) in Al-SiC Piston

41
Figure:5.7 Directional Heat flux (Y-axis) in Al-SiC Piston
Figure:5.8 Directional Heat flux (Zaxis) in Al-SiC Piston

42
Figure 5.9 APDL Mesh model on Al-SiC Piston
Figure :5.10 Total deformation on Al-SiCPiston

43
TABLE:5.10 THERMAL LOADS INPUT
Type Temperature Convection
Magnitude 682. °C (ramped)
Suppressed No
Film Coefficient 2.724e-003 W/mm²·°C
(ramped)
9.1e-005 W/mm²·°C (ramped)
Ambient Temperature 22. °C (ramped)
Figure:5.11 Total heat flux on Al-SiC Piston APDL

44
5.1.5 RESULTS OF THERMAL ANALYSIS:
TABLE:5.2 Result of thermal analysis of Al-SiC Piston
The heat inside the cylinder block and the piston crown is reduced and this
helps to achieve good wear resistance. Total heat transfer is increases and
temperature distribution is uniform. Thermal deformation is very less. When
compare the conventional aluminium piston it has maximum temperature 955K
with stand.The result was thoroughly analysed by using Ansys workbench14.0
and mechanical Apdl 15.0
Object Name Temperature Total Heat
Flux
(W/mm²)
Directiona
l Heat
Flux X
(W/mm²)
Directional
Heat Flux Y
W/mm²
Directional
Heat Flux Z
W/mm²
Minimum 625.61 °C 2.0444e-005 -0.31271 -0.41939 -0.3855
Maximum 682. °C 0.5657 0.3146 3.8134e-002 0.38116

45
5.2 STRUCTURAL ANAYSIS OF ALUMINIUM-SILICONCARBIDE:
5.2.1 Specify Element Type & Material Properties:
Next, the material properties are defined. In an elastic analysis of an isotropic
solid these consist of the Young's modulus and the Poisson's ratio of the
material. The SOLID 187 tetra hedralelement is used for meshing of piston.
SOLID187 element is ahigher order 3-D, 10-node element. The element is
defined by10 nodes having three degrees of freedom at each nodetranslations in
the nodal x, y, and z directions.
5.2.2Mesh the Object:
Then, the structure is broken (or meshed) into small elements. This involves
defining the types of elements into which the structure will be broken, as well as
specifying how the structure will be subdivided into elements (how it will be
meshed). This subdivision into elements can either be input by the user or, with
some finite element programs (or add-ons) can be chosen automatically by the
computer based on the geometry of the structure (this is called auto meshing).
5.2.3 Apply Boundary Conditions & External Loads:
Next, the boundary conditions (e.g. location of supports) and the external loads
are specified.
5.2.4 Generate Solution:
Then the solution is generated based on the previously input parameters.
5.2.5 Post -Processing:
Based on the initial conditions and applied loads, data is returned after a
solution is processed. This data can be viewed in a variety of graphs and
displays.
5.2.6 Refine the Mesh:
Finite element methods are approximate methods and, in general, the accuracy
of the approximation increases with the number of elements used.

46
The number of elements needed for an accurate model depends on the problem
and the specific results to be extracted from it.Thus, in order to judge the
accuracy of results from a single finite element run, you need to increase the
number of elements in the object and see if or how the results change.
5.2.7 Interpreting Result:
This step is perhaps the most critical step in the entire analysis because it
requires that the modeller use his or her fundamental 1knowledge of mechanics
to interpret and understand the output of the model.
This is critical for applying correct results to solve real engineering problems
and in identifying when modelling mistakes have been made (which can easily
occur).
Fig:5.12 Pressure acting on Al-SiC Piston

47
Figure :5.13 Total deformation on Al-SiC piston
Fig:5.14 Equivalent stress of Al-SiC piston

48
Fig: 5.15 Equivalent Elastic Strain of Al-SiC Piston
Fig:5.16 Normal stress acting along X-axis on Al-SiC Piston

49
Fig: 5.17 Normal elastic strain acting along X-axis on Al-SiC Piston
Figure 5.18 Total displacement on Al-Sic piston
Figure 4.3 Mesh model on Al-Sic piston

50
Figure 5.19: Von mises stress plot on Al-Sic piston
Figure 5.20: Total deformation on Al-SiC pistonAPDL

51
Figure : 5.21 Total vector displacement on Al-SiC piston

52
5.3 RESULT OF STRUCTURAL ANALYSIS:
TABLE:5.3 Result of structural analysis of Al-SiC Piston
Object
Name
Total
Deformation
(mm)
Equivalent
Stress
( MPa)
Equivalent
Elastic Strain
(mm/mm)
Normal
Stress
( MPa)
Normal
Elastic
(mm/mm)
Minimum 0. mm 8.4304e-002 9.3447e-007 -280.39 -1.3357e-003
Maximum 0.18261 mm 1482.4 1.6019e-002 196.07 3.2438e-003
It is observed that the analysis results clearly show that the piston with
aluminium MMC material has better results than the former materials. It also
indicated that have minimum displacement than conventional materials. When
compared to the conventional material the new material found to have less
weight and more strength The analysis is carried out by using aluminium metal
matrix composite material properties in Ansys workbench 14.0 and Mechanical
Apdl 15.0

53
CHAPTER:6
RESULTS AND DISCUSSION-II
6.0 ANALYSIS OF Mg-SiC PISTON
To analysis of Mg-SiC piston de-formations resulting from thermal load was
done using calculated temperature distribution in the cross-sections of the
piston. The piston is modelled and analysed for structural and thermal
behaviours for the original material to the composite material.
6.1 THERMAL ANALYSIS:
Thermal analyses by finite element methodIn the numerical performed a truck
engine piston, made ofMg-SiC, is taken as the basis in the simulation. 3-Dfinite
element thermal analyses are carried out on both conventional and ceramic-
coated engine piston. The finite element mesh of the piston model used ANSYS
code. In the thermal analyses, eight nodes thermal elements are used. In the
model, surface to surface contact elements are defined between piston ring and
ring grove. Piston thermal boundary conditions consist of the ring land and skirt
thermal boundary condition, underside thermal boundary condition, piston pin
thermal boundary condition, combustion side thermal boundary condition.
Thermal circuit method is used to model the heat transfer in the ring land and
skirt region with the following assumptions:
• Effect of piston motion on the heat transfer is neglected,
• Rings and skirt are fully engulfed in oil and there are no cavitations,
• Rings do not twist,
• Conductive heat transfer in the oil film is neglected

54
TABLE: 6.1 Properities of magnesium- silicon carbide
Young's Modulus 81500 Mpa
Poisson's Ratio 0.275
Density 1.8852e-006 kg mm^-3
Thermal Expansion 8.5e-006 1/°C
Thermal Conductivity 0.1524 W mm^-1 C^-1
Specific Heat 814. J/kg·°C
Bulk Modulus 60370 MPa
Shear Modulus 31961 MPa

55
6.1.1 ANSYS SIMULATION:
TABLE:6.1.3 Ansys stimulation
Model (A4) > Geometry > Parts
Object Name piston
State Meshed
Graphics Properties
Visible Yes
Transparency 1
Definition
Stiffness Behavior Flexible
Coordinate System Default Coordinate System
Reference Temperature By Environment
Material
Assignment Mg-sic
Thermal Strain Effects Yes
Properties
Volume 5.4314e+005 mm³
Mass 1.0239 kg
Centroid X 2.1118e-002 mm
Centroid Y 54.506 mm
Moment of Inertia Ip2 1970. kg·mm²
Statistics
Nodes 598994
Elements 391081

56
Fig:6.2 Geometry view of piston in ansys workbench

57
6.1.2 MESHING USING ANSYS
In preparing the model for analysis, Ansys subdivides the model into many
small tetrahedral pieces called elements that share common points called nodes
The SOLID 187 tetrahedral element is used for meshing of piston. SOLID187
element is a higher order 3-D, 10-node element. The element is defined by10
nodes having three degrees of freedom at each node translations in the nodal x,
y, and z directions. The mesh count for the finite element model contains 75140
numbers of nodesand 58560 numbers of elements.
Figure:6.3 Mesh Model of Piston

58
 Red dots represent the element's nodes.
 Elements can have straight or curved edges.
 Each node has three unknowns, namely, the translations in the three
global directions.
 The process of subdividing the part into small pieces (elements) is
called meshing. In general, smaller elements give more accurate
results but require more computer resources and time.
 Ansys suggests a global element size and tolerance for meshing. The
size is only an average value, actual element sizes may vary from one
location to another depending on geometry.
 It is recommended to use the default settings of meshing for the initial
run. For a more accurate solution, use a smaller element size.
After meshing the model the boundary conditions are applied properly then the
final results are obtained. The following figure shows the final results of
thermal analysis for Mg-SiC.

59
Fig :6.4 Temperature Distribution of convection Mg-SiC Piston
Figure:6.5 Temperature Distribution Mg-SiC Piston

60
Figure:6.6 Total Heat flux in Mg-SiC Piston
Figure:6.7 Directional Heat flux (X-axis) in Mg-SiC Piston

61
Figure:6.8 Directional Heat flux (Y-axis) in Mg-SiC Piston
Figure:6.9 Directional Heat flux (Zaxis) in Mg-SiC Piston

62
Figure:6.10 Mesh model on Mg-SiCPiston APDL
Figure:6.11 Total deformation on Mg-SiCPiston

63
TABLE:6.2 THERMAL LOADS INPUT
Type Temperature Convection
Magnitude 682. °C (ramped)
Suppressed No
Film Coefficient 2.724e-003 W/mm²·°C
(ramped)
9.1e-005 W/mm²·°C (ramped)
Ambient Temperature 22. °C (ramped)
Figure:6.12 Total heat flux on Mg-SiC Piston

64
6.1.4 RESULTS OF THERMAL ANALYSIS:
TABLE:6.3 Result of thermal analysis of Mg-SiC Piston
From the diagram, we can find the piston temperature is gradient descent along
the piston axis direction from up to down, but the temperature change of piston
skirt is lesser. The diagram indicates that thermal deformation of the piston is
bigger from bottom to top and heat distortion of the bottom is minimum .The
heat inside the cylinder block and the piston crown is reduced and this helps to
achieve good wear resistance. Total heat transfer is increases and temperature
distribution is uniform. Thermal deformation is very less. When compare the
conventional aluminium piston it has maximum temperature 955K withstand.
The result was thoroughly analysed by using Ansys workbench14.0 and
mechanical Apdl 15.0
Object Name Temperature Total Heat
Flux
(W/mm²)
Direction
al Heat
Flux X
(W/mm²)
Directional
Heat Flux Y
W/mm²
Directional
Heat Flux Z
W/mm²
Minimum 601.23 °C 1.9634e-005 -0.30397 -0.40745 -0.37479
Maximum 682. °C 0.54968 0.30562 3.7043e-002 0.37061

65
6.2 STRUCTURAL ANAYSIS OF Mg-SiC PISTON:
6.2.1 Specify Element Type & Material Properties:
Next, the material properties are defined. In an elastic analysis of an isotropic
solid these consist of the Young's modulus and the Poisson's ratio of the
material.
6.2.2 Mesh the Object:
Then, the structure is broken (or meshed) into small elements. This involves
defining the types of elements into which the structure will be broken, as well as
specifying how the structure will be subdivided into elements (how it will be
meshed). This subdivision into elements can either be input by the user or, with
some finite element programs (or add-ons) can be chosen automatically by the
computer based on the geometry of the structure (this is called auto meshing).
6.2.3 Apply Boundary Conditions & External Loads:
Next, the boundary conditions (e.g. location of supports) and the external loads
are specified.
6.2.4 Generate Solution:
Then the solution is generated based on the previously input parameters.
6.2.5 Post -Processing:
Based on the initial conditions and applied loads, data is returned after a
solution is processed. This data can be viewed in a variety of graphs and
displays.
6.2.6 Refine the Mesh:
Finite element methods are approximate methods and, in general, the accuracy
of the approximation increases with the number of elements used. The number
of elements needed for an accurate model depends on the problem and the
specific results to be extracted from it.

66
Thus, in order to judge the accuracy of results from a single finite element run,
you need to increase the number of elements in the object and see if or how the
results change.
6.2.7 Interpreting Result:
This step is perhaps the most critical step in the entire analysis because it
requires that the modeller use his or her fundamental knowledge of mechanics
to interpret and understand the output of the model. This is critical for applying
correct results to solve real engineering problems and in identifying when
modelling mistakes have been made (which can easily occur)
Fig :6.13 pressure acting on Mg-SiC Piston

67
Figure : 6.14 Total deformation on Mg-SiC piston
Fig:6.15 Equivalent stress of Mg-SiC piston

68
Fig:6.16 Equivalent Elastic Strain of Mg-SiC Piston
Fig:6.17 Normal stress acting along X-axis on Mg-SiC Piston

69
Fig: 6.18 Normal elastic strain acting along X-axis on Mg-SiC Piston
Figure:6.19 Total displacement model on Mg-Sic piston
Figure 4.3 Mesh model on Al-Sic piston

70
Figure : 6.20 Von mises stress plot on Mg-Sic piston
Figure : 6.21 Total deformation on Mg-SiC piston

71
Figure : 6.22 Total Vector displacement on Mg-SiC piston

72
6.3 RESULT OF STRUCTURAL ANALYSIS:
TABLE 6.5: Resut of structural analysis of Mg-SiC Piston
Object
Name
Total
Deformation
(mm)
Equivalent
Stress
( MPa)
Equivalent
Elastic Strain
(mm/mm)
Normal
Stress
( MPa)
Normal
Elastic
(mm/mm)
Minimum 0. mm 0.10307 1.4066e-006 -268.17 -2.0016e-003
Maximum 0.23079 1498 2.0754e-002 175.47 3.4301e-003
It is observed that the analysis results clearly shows that the piston with Mg-SiC
material has better results than the former materials Al-SiC. It also indicated
that have minimum displacement than conventional materials. When compared
to the conventional material the new material found to have less weight and
more strength.The result was analysed successfully by using Ansys
workbench14.0 and Ansys MechanicalApdl15.0.

73
CHAPTER-7
CONCLUSION
The influence between the matrix and reinforcement is a very important
structural factor influencing the properties of the metal matrix composites. The
achievement of the desired composite structure and a bond between the
components requires controlling of the phenomena and reactions taking place in
these materials. During the working condition piston exposed to the high gas
pressure because of combustion. So the methodology for analyze the piston is to
consider the gas pressure as applied uniformly over the piston crown. The
pressure force generated by the burning of fuel is calculated using gas equation
and it is assumed that side thrust force and inertia force is negligible but in
reality this may have some influence on stress and deformation of piston. Also
the temperature effect is neglected and that temperature is uniform.
The structural analysis shows that the deformation is low compared to the
conventional piston. On the basis of the analyzed results it can be observed,
that introduction of different composition of magnesium and silicon carbide
materials as well as applying coating process for the piston to reduce the heat
and deformation. Two stroke petrol engine pistons is used to taking 3d model
and thermal analysis and result are compared to exiting material. Mg-sic
composite material are weight are reduced and heat flux are increased to Al-sic.
From this project we get the clear knowledge about the composite materials and
its feature.

74
CHAPTER-8
REFERENCES
1) Huang ZH, Guo XF, Zhang ZM (2006) „Effects of alloying on microstructure
and mechanical property of AZ91D magnesium alloy‟, Rare Met Mater Eng
35(3):363–366
2) FriedrichH, SchumannS (2001) Research for a „New age of magnesium in the
automotive industry‟, J Mater Process Technol117:276–281
3) BlawertC, HortN, Kainer KV (2004) „Automotive applications of magnesium
and its alloys‟. Trans Indian Inst Met 57(4):397–408
4) EkremBuyukkaya , MuhammetCerit(2007) „Thermal analysis of a ceramic
coating diesel engine piston using 3-Dfinite element‟, Surface & Coatings
Technology 202 398–402
5) R.A. Saravanan, M.K. Surappa (2000) „ Fabrication and characterisation of
pure magnesium-30 vol.% SiCP particle composite‟, Materials Science and
Engineering A276 V0l.108–116
6) R. Bhagat, Y. M. Jibhakate (2012) „Thermal Analysis And Optimization Of
I.C. Engine Piston Using finite Element Method‟, International Journal of
Modern Engineering Research (IJMER) Vol.2, Issue.4, July-Aug 2012 pp-2919-
2921 ISSN: 2249-6645
7) Gudimetal P., Gopinath C.V. (2009) „ Finite Element Analysis of Reverse
Engineered Internal Combustion Engine Piston‟, AIJSTPME 2(4): 85-92

75
8) Bowditch, F. W. (1961) „A New Tool for Combustion Research Piston
Engine‟, SAE Transaction. 69, 17-23.
9) C.H. Li, (1982) „ Piston thermal deformation and friction considerations‟,
SAE Paper, vol. 820086
10) Ch. V Rajan, P.V. K Murthy, M.V.S Murali Krishna and G.M. Prasada
Rao,(2013) „Design Analysis and Optimization of piston using Catia and
Ansys‟,International Journal of Innovative Research in Science and
Engineering, Issn 2319 -5665(January, Issue 2 Volume1)
11) Michael m. Avedesian and Hugh baker (1999) „ Mg-Si Binary Phase
Diagram. Magnesium and Magnesium Alloys‟,ASM Specialty Handbook (ASM
International,) p. 40.
12) Garmo EPD, Black JT, Kohser RA (1997) „Magnesium and magnesium
alloys‟,1 Materials and processes in manufacturing(8th Edition). Wiley, USA,
pp 182–184
13) Aghion E, Bronfin B, Eliezer D (2001) „The role of the magnesium industry
in protecting the environment‟, J Mater Process Technol117(3):381–385
14) Shi ZM, Song GL, Atrens A (2006) „Influence of anodising current on the
corrosion resistance of anodised AZ91D magnesium alloy‟, Corros Sci
48(8):1939–1959

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