Design Of Radial Engine With Different Metals Using Ansys

THERMAL ANALYSIS OF RADIAL ENGINE ABSTRACT The radial engine is a reciprocating type internal combustion engine configuration in which the cylinders point outward from a central crankshaft like the spokes of a wheel. It resembles a stylized star when viewed from the front, and is called a "star engine" (German Stern motor) in some languages. The radial configuration was very commonly used in aircraft engines before turbine engines became predominant. These project deals with mainly is how to develop the prototype of RADIAL engine assembly using CAD tool CREO. These Engine assembly consists major components they are Master Rod (HUB,)Piston Assembly, Connecting Rod, Middle Crank Shaft, Cylinder Base, Valves with required dimensions. And showing the main internal mechanism of RADIAL Engine having five cylinders. And importing the components which are developed in CAD tool into CAE tool ANSYS for to analyze. To find out the how heat is transforms from one object to another which are connected positioning components, Appling the existing material and another material. To showing the comparison between two materials when the loads are acting.

Using Tools: CAD: CREO CAE: ANSYS 13.0

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CHAPTER-1 INTRODUCTION

The radial engine has been the work horse of military & commercial air craft ever since the 1920’s and the world war-I. Radial engine was used in al U.S. Bombers and transports aircraft and in the most of the other categories of aircrafts. They were developed to a peak of efficiency and dependability and even today. In the jet age, many are still in operation throughout the world in all types of duty. The Radial engines reached their Zenith during WWII (World War II). There are some radial engines around today, but they are not that common. Most propeller-driven planes today use more traditional engine configurations (like a flat four-cylinder) or modern gas turbine engines. Gas turbines are much lighter than radial engines for the power they produce.The radial engine idea is very simple; it takes the pistons and arranges them in a circle around the crankshaft.

FIGURE : 5-cylinder radial engine The radial engine has the same sort of pistons, valves and spark plugs that any four-stroke engine has. The big difference is in the crankshaft. Instead of the long shaft that’s used in a multi-cylinder car engine, there is a single hub all of the piston’s connecting rods connect to this hub. One rod is fixed, and it is generally known as the Master rod. The others are called

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Articulating rods. They mount on pins that allow them to rotate as the crankshaft and the pistons moves.

1. HISTORY C. M. Manly constructed a water-cooled five-cylinder radial engine in 1901, a for Langley’sAerodrome aircraft. Manly's engine produced 52 hp (39 kW) at 950 rpm. In 1903-04 Jacob Ellehammer used his experience constructing motorcycles to build the world's first air-cooled radial engine, a three-cylinder engine which he used as the basis for a more powerful five-cylinder model in 1907. This was installed in his triplane and made a number of short free-flight hops. During 1908-9, Ellehammer developed another engine, which had six cylinders arranged in two rows of three. His engines had a very good power-to-weight ratio, but his aircraft designs suffered from his lack of understanding of control. If he had concentrated on his engines, he might have become a successful manufacturer. Another early radial engine was the three-cylinder Anzani, originally built as a "semi-radial" W3 configuration design, one of which powered Louis Blériot's Blériot XI in his July 25, 1909 crossing of the English Channel. By 1914 Anzani had developed their range, their largest radial being a 20-cylinder engine of 200 hp (150 kW), with its cylinders arranged in four groups of five. One of the three-cylinder "fully radial", 120° cylinder angle Anzani powerplants still exists today, in fully running condition, in the nose of Old Rhinebeck Aerodrome's restored and flyable 1909 vintage Blériot XI. There is also another running Anzani at Brodhead airfield to go on a replica Blériot XI. Radial engines are regarded as being air-cooled almost by definition—so that it is interesting that one of the most successful of the early radial engines was the Salmson 9Z series of ninecylinder water-cooled radial engines that were produced in large numbers during the First World War. Georges Canton and Pierre Unné patented the original engine design in 1909, offering it to the Salmson company—and the engine was often known as the Canton-Unné. From 1909 to 1919 the radial engine was overshadowed by its close relative, the rotary engine which differed from the so-called "stationary" radial in that the crankcase and cylinders revolved with the propeller. Mechanically it was identical in concept to the later radial however the prop

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was bolted to the engine, and the crankshaft to the airframe. The primary reason for this was to ensure cooling of the cylinders, a notorious problem with all of the early radials.

A CONTINENTAL RADIAL ENGINE ,1944 In World War I, many French and other Allied aircraft flew with Gnome, Le Rhône, Clerget and Bentley rotary engines, the ultimate examples of which reached 240 hp (180 kW). The German Oberursel firm (who had originated the Gnom design) made licensed copies of the Gnome and Le Rhône powerplants while Siemens-Halske built a number of their own designs including the Siemens-Halske Sh.III eleven-cylinder rotary engine. By the end of the war the rotary engine had reached the limits of the design - particularly in regard to the amount of fuel and air that could be drawn into the cylinders during the intake 4

stroke due to the rotary motion, while advances in both metallurgy and cylinder cooling finally allowed stationary radial engines to supersede rotary engines. In the early 1920s Le Rhône converted a number of their rotary engines into stationary radial engines although most of the other early radial engines were new designs. By 1918, the potential advantages of air-cooled radials over the water-cooled inline engine and air-cooled rotary engine that had powered World War I aircraft were well appreciated but remained unrealized. While British designers had produced the ABC Dragonfly radial in 1917, they were unable to resolve its cooling problems, and it was not until the 1920s that the Bristol Aeroplane Company and Armstrong Siddeley produced reliable British radials such as the Bristol Jupiter and the Armstrong Siddeley Jaguar.

Mitsubishi A6M2 Zero-Sen, view of the power-plant of the “ZERO,” the Nakajima “Sakae 12” radial engine. Engine is from the first ZERO to be captured intact and flight-tested by US Forces, found in July 1942 on Atkutan Island.

In the US, NACA noted in 1920 that air-cooled radials could offer an increase in the power-toweight ratio and reliability, and by 1921 the US Navy had announced it would only order aircraft fitted with air-cooled radials while other naval air arms followed suit. Charles Lawrance's J-1 engine was developed in 1922 with Navy funding, and using aluminium cylinders with steel liners ran for an unprecedented 300 hours, at a time when 50 hours endurance was normal. At the urging of the Army and Navy the Wright Aeronautical Corporation bought Lawrance's company, 5

and subsequent engines were built under the Wright name. The radial engines gave confidence to Navy pilots performing long-range overwater flights.

Wright's 225 hp (168 kW) J-5 Whirlwind radial engine of 1925 was widely acknowledged as "the first truly reliable aircraft engine". Wright employed Giuseppe Mario Bellanca to design an aircraft to showcase it, and the result was the Wright-Bellanca 1, or WB-1, which was first flown in the latter part of that year. The J-5 was used on many advanced aircraft of the day, including Charles Lindbergh's Spirit of St. Louis with which he made the first solo trans-Atlantic flight. In 1925, the American rival firm to Wright's radial engine production efforts, Pratt & Whitney, was founded. The P & W firm's initial offering, the Pratt & Whitney R-1340 Wasp, test run later that year, began the evolution of the many models of Pratt & Whitney radial engines that were to appear during the second quarter of the 20th century, among them the 14-cylinder, twin-row Pratt & Whitney R-1830 Twin Wasp, the most-produced aviation engine of any single design, with a total production quantity of nearly 175,000 engines. In the United Kingdom the Bristol Aeroplane Company was concentrating on developing radials such as the Jupiter, Mercury and sleeve valve Hercules radials. France, Germany, Russia and Japan largely built licenced or locally improved versions of the Armstrong Siddeley, Bristol, Wright, or Pratt & Whitney radials.

1.1 Radial engines nowadays : At least five companies build radials today. Vedeneyev engines produces the M-14P model, 360 Hp (270kW)(up to 450 Hp (340kW) radial used on Yakovlevs and Sukhoi, Su-26 and Su-29 aerobic aircraft. The M-14P has also found great favor among builders of experimental aircrafts, such as the Culp`s Special and Culps Sopwith Pup, Pitts S12 “Monster” and the Murphy “Moose”. Engines with 110 Hp (82kW) 7-cylinders and 150 Hp (110 kW) 9- cylinders are available from Australia’s Rotec Engineering. HCI Aviation offers the R180 5-cylinders (75 Hp (56kW)) and R220 7- cylinders (110 Hp (82kW)), available “ready to fly” and as a “build it yourself” kit. 6

Verner Motor from the Czech Republic now builds several radial engines. Models range in power form 71 Hp (53 kW) to 172 Hp (128 kW). Miniature radial engines for model airplane use are also available from Seidel in Germany, OS and Saito Seisakusho of Japan, and Technopower in the USA. The Saito firm is known for making 3 different sizes of 3-cylinder engines, as well as a 5-cylinder example, as the Saito firm is the specialist in making a large line of miniature four-stroke engines for Model use in both methanol-burning glow plug and gasoline-fueled spark plug ignition engine formats.

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CHAPTER-2 RADIAL ENGINE The Radial Engine is a reciprocating type internal combustion engine configuration in which the cylinders point outward from a central crankshaft like the spokes on a wheel.This type of engine was commonly used in most of the aircrafts before they started using turbine engines.

In a Radial Engine, the pistons are connected to the crankshaft with a master-andarticulating-rod assembly. One of the pistons has a master rod with a direct attachment to the crankshaft. The remaining pistons pin their connecting rods` attachments to rings around the edge of the master rod. Four-stroke radials always have an odd number of cylinders per row, so that a consistent every-other-piston firing order can be maintained, providing smooth operation. This is achieved by the engine taking two revolutions of the crankshaft to complete the four strokes. Which means the firing order for a 9-cylinder radial engine is 1,3,5,7,9,2,4,6,8 and then again back to cylinder number 1.This means that there is always a two-piston gap between the

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piston on its power stroke and the next piston on fire(the piston on compression). If an even number of cylinders was used the firing order would be something similar to 1,3,5,7,9,2,4,6,8,10 which leaves a three-piston gap between firing pistons on the first crank shaft revolution, and only one-piston gap on the second crankshaft revolution. This leads to an uneven firing order within the engine, and is not ideal. The four stroke consequence of every engine is: a)Intake b)Compression c)Power d)Exhaust Most radial engines use overhead poppet valves driven by pushrods and lifters on a cam plate which is concentric with the crankshaft, with a few smaller radials. A few engines utilize sleeve valves instead.

2.1VARIOUS PARTS OF A RADIAL ENGINE: 2.1.1 MASTER ROD: Instead of the long shaft that’s used in a multi-cylinder car engine, there is a single hub – all of the piston’s connecting rods connect to this hub. One rod is fixed, and it is generally known as the master rod. Generally the master rod consists of a hub to which all the articulated or connecting rods are connected. The hub is extended to a rod similar to that of a connecting rod. Thus the master rod acts as a connecting part between various cylinders in a multi cylinder radial engine.

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FIGURE SHOWING MASTER ROD 2.1.2

CONNECTING ROD: In a reciprocating piston engine, the connecting rod or conrod connects the piston to

the crank or crankshaft. Together with the crank, they form a simple mechanism that converts linear motion into rotating motion. Connecting rods may also convert rotating motion into linear motion. Historically, before the development of engines, they were first used in this way. As a connecting rod is rigid, it may transmit either a push or a pull and so the rod may rotate the crank through both halves of a revolution, i.e. piston pushing and piston pulling. Earlier mechanisms, such as chains, could only pull. In a few two-stroke engines, the connecting rod is only required to push. Today, connecting rods are best known through their use in internal combustion piston engines, such as car engines. These are of a distinctly different design from earlier forms of connecting rods, used in steam engines and steam locomotives. The master rod carries one or more ring pins to which are bolted the much smaller big ends of slave rods on other cylinders. Certain designs of V engines use a master/slave rod for each pair of opposite cylinders. A drawback of this is that the stroke of the subsidiary rod is slightly shorter than the master, which increases vibration in a vee engine, catastrophically so for the Sunbeam Arab. 10

Radial engines typically have a master rod for one cylinder and multiple slave rods for all the other cylinders in the same bank.

2.1.3

PISTON:

A piston is

a

component

of reciprocating

engines,

reciprocating pumps, gas

compressors and pneumatic cylinders, among other similar mechanisms. It is the moving component that is contained by a cylinder and is made gas-tight by piston rings. In an engine, its purpose is to transfer force from expanding gas in the cylinder to the crankshaft via a piston rod and/or connecting rod. In a pump, the function is reversed and force is transferred from the crankshaft to the piston for the purpose of compressing or ejecting the fluid in the cylinder. In some engines, the piston also acts as a valve by covering and uncovering ports in the cylinder wall. Pistons are cast from aluminium alloys. For better strength and fatigue life, some racing pistons may be forged instead. Early pistons were of cast iron, but there were obvious benefits for engine balancing if a lighter alloy could be used. To produce pistons that could survive engine combustion temperatures, it was necessary to develop new alloys such as Y alloy and Hiduminium, specifically for use as pistons.

2.1.4

PISTON RINGS: A piston ring is a split ring that fits into a groove on the outer diameter of

a piston ina reciprocating engine such as an internal combustion engine or steam engine. The three main functions of piston rings in reciprocating engines are : 1. Sealing the combustion/expansion chamber. 2. Supporting heat transfer from the piston to the cylinder wall. 3. Regulating engine oil consumption.

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The gap in the piston ring compresses to a few thousandths of an inch when inside the cylinder bore. The split piston ring was invented by John Ramsbottom who reported the benefits to the Institution of Mechanical Engineers in 1854. It soon replaced the hemp packing hitherto used in steam engines. The use of piston rings at once dramatically reduced the frictional resistance, the leakage of steam, and the mass of the piston, leading to significant increases in power and efficiency and longer maintenance intervals.

2.1.5

PISTON PIN PLUG: The piston pin plugs are placed as a cap over the piston/gudgeon pin locking them in the

cavity of the piston and connecting rod. They are placed on both the sides of the gudgeon pin of the piston connecting rod assembly i.e., each cylinder contains two piston pin plugs. The piston pin plugs keep the gudgeon pin centered within the cylinder diameter, without damaging the cylinder walls (it's softer). In the absence of the piston pin plug, the piston pin wobbles a little up and down with each stroke. The wobbling gets worse and worse, till the pin is able to roll over in it's cavity in the piston. When it starts to roll over, nothing stops it, and it can turn whichever way it wants. Invariably, it beats it's way out through the piston skirt, and is now floating around in the crankcase. Thus the piston pin plug plays a very vital role in keeping the gudgeon pin in its place without any wear and tear.

2.1.6

MASTER ROD BUSH:

A bushing or rubber bushing is a type of vibration isolator’ It provides an interface between two parts, damping the energy transmitted through the bushing. A common application is in vehicle suspension systems, where a bushing made of rubber (or, more often, synthetic rubber or polyurethane) separates the faces of two metal objects while allowing a certain amount of movement.

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This movement allows the suspension parts to move freely, for example, when traveling over a large bump, while minimizing transmission of noise and small vibrations through to the chassis of the vehicle. A rubber bushing may also be described as a flexible mounting or anti vibration mounting. The master rod bush is placed centrally in the cavity provided in the model to avoid the vibrational and torsional damping caused due to the continuous movement of the engine. It helps in avoiding the wear and tear of the master rod by decreasing the vibrational energy. 2.1.7

ROD BUSH UPPER: The connecting rod consists of two ends i.e., the bigger and the smaller ends. These ends

connect the connecting rod to the cylinder and the master rod of the radial engine respectively. The upper end of the connecting rod is fitted with a bushing according to its size. The bushing helps to decrease the damping effect due to the continuous motion of the connecting rod. The bushing encases the gudgeon pin which connects the connecting rod with the piston. The upper end of the connecting rod is connected to the piston by the piston pin. If the piston pin is locked in the piston pin bosses or if it floats in both the pistonand the connecting rod, the upper hold of the connecting rod will have a solid bearing (bushing) of bronze or similar material. As the lower end of the connecting rod revolves with the crankshaft, the upper end is forced to turn back and forth on the piston pin. Although this movement is slight, the bushing is necessary because of the high pressure and temperatures. If the piston pin is semi floating, a bushing is not needed.

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FIGURE SHOWING BUSHES 2.1.8

ROD BUSH LOWER:

The lower end of the connecting rod connects the piston to the camor to the master rod in case of a radial engine. Due to the rapid motion of the connecting rod the vibrational and damping effects produced in the connecting rod have to be reduced in order to obtain the smooth working of the engine. Hence the lower end of the connecting rod is fitted with a bush. The lower rod bush is used to decrease the damping effect in order to obtain efficient functioning of the engine. It is made of various materials depending upon the type of engine being used. The upper end of the connecting rod is connected to the piston by the piston pin. If the piston pin is locked in the piston pin bosses or if it floats in both the piston and the connecting rod, the upper hold of the connecting rod will have a solid bearing (bushing) of bronze or similar material. As the lower end of the connecting rod revolves with the crankshaft, the upper end is forced to turn back and forth on the piston pin. Although this movement is slight, the bushing is necessary because of the high pressure and temperatures. If the piston pin is semi floating, a bushing is not needed.

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2.1.9

LOCK PIN: The connecting or the articulated rods of the radial engine are connected to the main hub of

the master rod in the radial engines. This is done with the help of the lower ends of the connecting rods having cavities placed in alignment with the cavities on the master rod and then locking them using a bolt. The bolts or the pins which are used to lock the connecting rods with the master rod hub are called the lock pins. They restrict the movement of the connecting rods, thus fixing themselves to the hub for the efficient functioning of the engine. The lock pins pass through the lower rod bush thus recieving less damping effect. Thus the lock pins are helpful in restricting the degrees of freedom of the connecting rod.

2.2 HOW A RADIAL ENGINE WORKS: The radial engine is a reciprocating type internal combustion engine configuration in which the cylinders point outward from a central crankshaft like the spokes on a wheel. This configuration was very commonly used in large aircraft engines before most large aircraft started using turbine engines. In a radial engine, the pistons are connected to the crankshaft with a master-and-articulating-rod assembly. One piston, the uppermost one in the animation, has a master rod (Red on the animation) with a direct attachment to the crankshaft. The remaining pistons pin their connecting rods (Yellow on the animation) attachments to rings around the edge of the master rod. Four-stroke radials always have an odd number of cylinders per row, so that a consistent every-other-piston firing order can be maintained, providing smooth operation. This is achieved by the engine taking two revolutions of the crankshaft to complete the four strokes, (intake, compression, power, exhaust), which means the firing order is 1,3,5,7,9,2,4,6,8 and back to cylinder 1 again. This means that there is always a two-piston gap between the piston on its power stroke and the next piston to fire (i.e., the piston on compression).

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FIGURE SHOWING THE WORKING OF A RADIAL ENGINE

Note that colors (Red, Orange, Blue and Yellow) showing engine operation distributed evenly on the image for Radial Engine. For the Rotary Engine (Red and Blue) are on the left and (Orange and Yellow) are on the right of the image. Most radial engines use overhead poppet valves driven by pushrods and lifters on a cam plate which is concentric with the crankshaft, with a few smaller radials, like the five-cylinder Kinner B-5, using individual camshafts within the crankcase for each cylinder. A few engines utilize sleeve valves instead, like the very reliable 14 cylinder Bristol Hercules and the powerful 18 cylinder Bristol Centaurus.

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2.3 TYPES OF RADIAL ENGINES: Classification:

RADIAL ENGINES

BASED ON NUMBER OF

BASED ON NUMBER OF

CYLINDERS

2.3.1       

ROWS

BASED ON TYPES OF CYLINDERS: 3-CYLINDER ENGINE (Szekely SR-3L) 5-CYLINDER ENGINE (Kinner K5) 6- CYLINDER ENGINE( Curtiss Challenger R-600) 7- CYLINDER ENGINE( Jacobs R-755) 9- CYLINDER ENGINE( Wright Cyclone r-1820) 14-CYLINDER ENGINE ( Wright Cyclone R-2600) 18-CYLINDER ENGINER ( Wright Cyclone R-3350)

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2.3.2

BASED ON NUMBER OF ROWS:

1. SINGLE ROW ENGINES:     

3-CYLINDER ENGINE (Szekely SR-3L) 5-CYLINDER ENGINE (Kinner K5) 6- CYLINDER ENGINE ( Curtiss Challenger R-600) 7- CYLINDER ENGINE ( Jacobs R-755) 9- CYLINDER ENGINE ( Wright Cyclone r-1820)

2. DOUBLE ROW CYLINDER ENGINES:  

14-CYLINDER ENGINE ( Wright Cyclone R-2600) 18-CYLINDER ENGINER ( Wright Cyclone R-3350)

3.MULTI ROW CYLINDERS 2.3.3

MULTI-ROW RADIALS: Originally radial engines had but one row of cylinders, but as engine sizes increased it

became necessary to add extra rows. Most did not exceed two rows, but the largest radial engine ever built in quantity, the Pratt & Whitney Wasp Major, was a 28-cylinder 4-row radial engine used in many large aircraft designs in the post-World War II period. The USSR also built a limited number of Zvezda 42-cylinder diesel boat engines featuring 6 rows with 7 banks of cylinder, bore of 160 mm, and total displacement of 144.5 liters.The engine produced 4500 KW at 2500 rpm.

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A MULTI ROW RADIAL ENGINE

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CHAPTER-3 APPLICATIONS OF RADIAL ENGINE

Radial engines have a relatively low maximum rpm (rotation per minute) rate, so they can often drive propellers without any sort of reduction. Most propeller-driven planes today use more traditional engine configuration (like a flat four-cylinder) or modern gas turbine engines. Gas turbines are much lighter than reduction gearing. 

Because all of the pistons are in the same plane, they all get even cooling and normally can be air-cooled. That saves the weight of water-cooling.



They can produce a lot of power.

Radial engines have several advantages for airplanes: They can produce a lot of power. A typical radial engine in a B-17 has nine cylinders, displaces 1,800 cubic inches (29.5 liters) and produces 1,200 horsepower. Radial engines have a relatively low maximum rpm (rotations per minute) rate, so they can often drive propellers without any sort of reduction gearing. Because all of the pistons are in the same plane, they all get even cooling and normally can be air-cooled. That saves the weight of water-cooling. Radial engines reached their zenith during WWII. There are some radial engines around today, but they are not that common. Most propeller-driven planes today use more traditional engine configurations (like a flat fourcylinder) or modern gas turbine engines. Gas turbines are much lighter than radial engines for the power they produce. One place where you can still see the influence of the radial engine concept is in the twocylinder engine of a Harley Davidson motorcycle. Radial engines have several advantages for airplanes:

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

They can produce a lot of power. A typical radial engine in a B-17 has nine cylinders, displaces 1,800 cubic inches (29.5 liters) and produces 1,200 horsepower.



Radial engines have a relatively low maximum rpm (rotations per minute) rate, so they can often drive propellers without any sort of reduction gearing.



Because all of the pistons are in the same plane, they all get even cooling and normally can be air-cooled. That saves the weight of water-cooling.

Radial engines reached their zenith during WWII. There are some radial engines around today, but they are not that common. Most propeller-driven planes today use more traditional engine configurations (like a flat four-cylinder) or modern gas turbine engines. Gas turbines are much lighter than radial engines for the power they produce.

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CHAPTER-4 CAD-DESIGN TOOL Computer Aided Design & Drafting CREO

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INTRODUCTION: CREO 1. CAD Computer aided design (cad) is defined as any activity that involves the effective use of the computer to create, modify, analyze, or document an engineering design. CAD is most commonly associated with the use of an interactive computer graphics system, referred to as cad system. The term CAD/CAM system is also used if it supports manufacturing as well as design applications. 2. Introduction to CREO CREO is a suite of programs that are used in the design, analysis, and manufacturing of a virtually unlimited range of product. In CREO we will be dealing only with the major front –end module used for pan and assembly design and model creation, and production of engineering drawings Schamtickoo(4) . There are wide ranges of additional modules available to handle tasks ranging from sheet metal operations, piping layout mold design, wiring harness design, NC machining and other operations. In a nutshell, CREO is a parametric, feature-based solid modeling system, “Feature based” means that you can create part and assembly by defining feature like extrusions, sweep, cuts, holes, slots, rounds, and so on, instead of specifying low-level geometry like lines, arcs, and circle& features are specifying by setting values and attributes of element such as reference planes or surfaces direction of creation, pattern parameters, shape, dimensions and others. “Parametric” means that the physical shape of the part or assembly is driven by the values assigned to the attributes (primarily dimensions) of its features. Parametric may define or modify a feature’s dimensions or other attributes at any time.

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For example, if your design intent is such that a hole is centered on a block, you can relate the dimensional location of the hole to the block dimensions using a numerical formula; if the block dimensions change, the centered hole position will be recomputed automatically. “Solid Modeling” means that the computer model to create it able to contain all the information that a real solid object would have. The most useful thing about the solid modeling is that it is impossible to create a computer model that is ambiguous or physically non-realizable. PTC was founded in 1985, by Samuel Peisakhovich Ginsberg, who previously worked at Prime Computer, Computer vision (CV) and Applicon. Pro/ENGINEER (a.k.a. Pro/E), the company's first product, shipped in 1988. John Deere became PTC’s first customer. Once an initial version of Pro/ENGINEER was developed, the company received venture capital funding from Charles River Associates and Steve Walske became the CEO. Pro/ENGINEER was the first commercially successful parametric feature based solid modeler. Through a combination of innovative technology, and no-holds-barred sales tactics, PTC quickly became a major force in the CAD industry. Its strong ascent continued unabated until the mid-1990s, when the introduction of Microsoft Windows NT, and the availability of commercial geometric modeling libraries opened the door to a new generation of low-cost competitors and PTC's reputation for overly aggressive sales tactics alienated many of its customers. These competitors, symbolized by Solid works, squeezed PTC from the bottom, while more established companies like Uni graphics and IBM held the 'high ground' in automotive and aerospace industries. PTC's sales began a multi-year decline from which it took years to recover. It took a new CAD product and an expanded product line, but PTC has been able to transform itself over the past 10 years into the third largest provider of Product Lifecycle Management software. On December 29, 2006 Standard & Poor's bumped PTC off its S&P 500 Index, and replaced it instead with the newly spun-off natural gas company Spectra Energy Corp. (NYSE: SE). Parametric then bumped Pier 1 Imports Inc. (NYSE: PIR), a retailer of home furnishings,

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down one spot and off the bottom of the S&P Midcap 400 Index In 2008, PTC once again achieved revenues of over $1 billion something it had not been able to accomplish since 1999.

Creo Elements/Pro, a product formerly known as Pro/ENGINEER is a parametric, integrated 3D CAD/CAM/CAE solution created by Parametric Technology Corporation (PTC). It was the first to market with associative solid software. The application runs on Microsoft Windows platform, and provides solid modeling, assembly modeling and drafting, finite element analysis, and NC and tooling functionality for mechanical engineers. The Pro/ENGINEER name was changed to Creo Elements/Pro on October 28, 2010, coinciding with PTC’s announcement of Creo, a new design software application suite. CREO Elements/Pro (formerly Pro/ENGINEER), PTC's parametric, integrated 3D CAD/CAM/CAE solution, is used by discrete manufacturers for mechanical engineering, design and manufacturing.

. Created by Dr. Samuel P. Geisberg in the mid-1980s, Pro/ENGINEER was the industry's first successful rule-based constraint (sometimes called "parametric" or "variation") 3D CAD modeling system. The parametric modeling approach uses parameters, dimensions, features, and relationships to capture intended product behavior and create a recipe which enables design automation and the optimization of design and product development processes. This design approach is used by companies whose product strategy is family-based or platform25

driven, where a prescriptive design strategy is fundamental to the success of the design process by embedding engineering constraints and relationships to quickly optimize the design, or where the resulting geometry may be complex or based upon equations. Creo Elements/Pro provides a complete set of design, analysis and manufacturing capabilities on one, integral, scalable platform. These required capabilities include Solid Modeling, Surfacing, Rendering, Data Interoperability, Routed Systems Design, Simulation, Tolerance Analysis, and NC and Tooling Design. Companies use Creo Elements/Pro to create a complete 3D digital model of their products. The models consist of 2D and 3D solid model data which can also be used downstream in finite element analysis, rapid prototyping, tooling design, and CNC manufacturing.

All data is associative and interchangeable between the CAD, CAE and CAM modules without conversion. A product and its entire bill of materials (BOM) can be modeled accurately with fully associative engineering drawings, and revision control information. The associativity functionality in Creo Elements/Pro enables users to make changes in the design at 26

any time during the product development process and automatically update downstream deliverables. This capability enables concurrent engineering design, analysis and manufacturing engineers working in parallel and streamlines product development processes. Almost thirty five years, Pro Engineer has been the most powerful and popular three dimensional computer aided design software in the industry. It has the most variety in terms of advancement in product development capabilities that are currently available on the market. The current version of Pro Engineer is simple to use and learn. It is also very affordable, no matter whether you have small or medium size company. Basically, it has every functionality that a small business requires to be successful. There are many client testimonials that provide product feedback. This is very important because it is always good to hear it straight from your peers. Many people who represent the small business sector were recently asked about why they used this particular CAD software. The testimonials were located in various countries and represented various industries, too. They explained how the software provided a positive impact on their operations and the feedback was quite comprehensive. Almost everyone has business operations that involve daily tasks, including product design. Some types of projects and product design include the creation of an overall design for the primary components. This is an assembly type that could be assisted by the Pro Engineer program. Once you have created the digital model you may need to apply plastics on the form. The software allows you to create the styling and surfacing as it is able to simulate the characteristics of different materials. This step will then drive the design for all the product subcomponents. The pro Engineer software allows you to drive the complete design from a single primary file. When this product is used, be sure to be aware of the specifications and references in the very beginning of the project. If changes need to be made, the software can do it automatically. Both the measurements and the design of the components can be altered according to your desire. This creates very big opportunities for time saving processes, which is why this software program is

27

such a powerful tool. Without the ability to make changes so easily, you would have to make drafts for every component on an individual basis. If for example the complete dimensions of your design change, some types of software would force you to change each individual component where asPro Engineer allows you to change all the units and measurements easily in one go. It can also be used for production. When three dimensional files are sent to a manufacturer, they can construct the tooling straight from the files that were sent. Since the file is 3D and it has all the necessary measurements, it can save you from the task of needing to create the two dimensional sketches that the manufacturer used to have to have in order to review the part. You can easily make call outs to the important measurements that you want them to perform total analysis on. This is a real time saver. In fact, it can save about twenty per cent of the time that you would generally spend on the whole process. If you need a powerful solution for your product development process, Pro Engineer is a good choice, as it allows you to work more efficiently and with improved design verification. There are six core CREO concepts. Those are: 

Solid Modeling



Feature Based



Parametric



Parent / Child Relationships



Associative



Model Centric

28

The display of CREO will be as below 1. Hide the browser by clicking on the arrows at the right of the screen, as shown in the figure. You should now see the graphics area where parts will be displayed. 2. Select [File] -> [Set Working Directory] from the menu bar, and select the folder in which you downloaded the part. All work you do will be saved to the folder you set as the working directory. 3. Select [File] -> [Open] from the menu bar, and select the part you downloaded.

3 Capabilities and Benefits: 1.

Complete 3D modeling capabilities enable you to exceed quality arid time to arid time to market goals.

2. Maximum production efficiency through automated generation of associative C tooling design, assembly instructions, and machine code. 29

3. Ability to simulate and analysis virtual prototype to improve production performance and optimized product design. 4. Ability to share digital product data seamlessly among all appropriate team members 5. Compatibility with myriad CAD tools-including associative data exchange and industry standard data formats. 4 Features of CREO CREO

is a one-stop for any manufacturing industry. It offers effective feature,

incorporated for a wide variety of purpose. Some of the important features are as follows: 

Simple and powerful tool



Parametric design



Feature-based approach



Parent child relationship



Associative and model centric

4.1. Simple and Powerful Tool CREO tools are used friendly. Although the execution of any operation using the tool can create a highly complex model 4.2. Parametric Design CREO designs are parametric. The term “parametric” means that the design operations that are captured can be stored as they take place. They can be used effectively in the future for modifying and editing the design. These types of modeling help in faster and easier modifications of design. 4.3. Feature-Based Approach Features are the basic building blocks required to create an object. CREO models are based on the series of feature. Each feature builds upon the previous feature, to create the model (only

30

one single feature can be modified at a time). Each feature may appear simple, individually, but collectively forms a complex part and assemblies. The idea behind feature based modeling is that the designer construct on object, composed of individual feature that describe the manner in which the geometry supports the object, if its dimensions change. The first feature is called the base feature. 4.4. Parent Child Relationship The parent child relationship is a powerful way to capture your design intent in a model. This relationship naturally occurs among features, during the modeling process. When you create a new feature, the existing feature that are referenced, become parent to the feature 4.5. Associative and Model Centric CREO drawings are model centric. This means that CREO models that are represented in assembly or drawings are associative. If changes are made in one module, these will automatically get updated in the referenced module. 5. CREO Basic Design Modes When a design from conception to completion in pro/engineer, the design information goes through three basic design steps. 1.

Creating the component parts of the design

2. Joining the parts in an assembly that records the relative position of the parts. 3. Creating mechanical drawing based on the information in the parts and the assembly.

6. Assembly in CREO : Bottom-Up Design (Modeling): The components (parts) are created first and then added to the assembly file. This technique is particularly useful when parts already exist from previous designs and are being re-used.

31

Top-Down Design (Modeling): The assembly file is created first and then the components are created in the assembly file. The parts are build relative to other components. Useful in new designs In practice, the combination of Top-Down and Bottom-Up approaches is used. As you often use existing parts and create new parts in order to meet your design needs. Degrees of Freedom: An object in space has six degrees of freedom. •

Translation – movement along X, Y, and Z axis (three degrees of freedom)

•

Rotation – rotate about X, Y, and Z axis (three degrees of freedom)

Assembly Constraints: In order to completely define the position of one part relative to another, we must constrain all of the degrees of freedom.Mate, Align, and Insert Mate Two selected surfaces become co-planar and face in opposite directions. This constrains 3 degrees of freedom (two rotations and one translation) Mate Offset Two surfaces are made parallel with a specified offset distance.. Align Coincident Two selected surfaces become co-planar and face in the same direction. Can also be applied to revolved surfaces. This constrains 3 degrees of freedom (two rotations and one translation). When Align is used on revolved surfaces, they become coaxial (axes through the centers align). Align Offset This can be applied to planar surfaces only; surfaces are made parallel with a specified offset distance. Align Orient Two planar surfaces are made parallel, not necessarily co-planar, and face the same direction (similar to Align Offset except without the specified distance).

32

Insert This constrain can only be applied to two revolved surfaces in order to make them coaxial (coincident). Fundamentals of assembly in CREO : In pull down menu File, select new and then choose Assembly option.

Adding Components: In the pull-down menu, select

Insert >Component>AssembleOr pick the Add Component

button in the right toolbar. Browse and open the file for the first component.

33

VERSIONS OF CREONGINEER

S.NO

NAME\VERSION

BUILD NUMBER

YEAR

R 1.0

1987

Pro\ENGINEER 1 (Auto fact 1987 premier) 2

Pro\ENGINEER

R 8.0

1991

3

Pro\ENGINEER

R 9.0

1992

4

Pro\ENGINEER

R 10.0

1993

5

Pro\ENGINEER

R 11.0

1993

6

Pro\ENGINEER

R 12.0

1994

7

Pro\ENGINEER

R 13.0

1994

8

Pro\ENGINEER

R 14.0

1994

9

Pro\ENGINEER

R 15.0

1995

34

10

Pro\ENGINEER

R 16.0

1996

11

Pro\ENGINEER

R 17.0

1997

12

Pro\ENGINEER

R 18.0

1997

13

Pro\ENGINEER

R 19.0

1998

14

Pro\ENGINEER

R 20.0

1998

15

Pro\ENGINEER

R 2000i

1999

16

Pro\ENGINEER

R 2000i2

2000

17

Pro\ENGINEER Pro\ENGINEER

R 2001

2001

R 1.0

2002

R 2.0

2004

R 3.0

2006

R 4.0

2008

R 5.0

2009

R 5.0

2010

18 WILDFIRE Pro\ENGINEER 19 WILDFIRE Pro\ENGINEER 20 WILDFIRE Pro\ENGINEER 21 WILDFIRE Pro\ENGINEER 22 WILDFIRE 23

CREO ELEMENTS/PRO

CREO Modules    

Sketcher (2D) Part (3D) Assembly Drawing and Drafting 35

 

Sheet Metal Rendering

Features of CREOngineering Pro/engineering is a one-stop for any manufacturing industry. It offers effective feature, incorporated for a wide variety of purpose. Some of the important features are as follows: 

Simple and powerful tool



Parametric design



Feature-based approach



Parent child relationship



Associative and model centric

Simple and Powerful Tool CREO tools are used friendly. Although the execution of any operation using the tool can create a highly complex model Parametric Design CREO designs are parametric. The term “parametric” means that the design operations that are captured can be stored as they take place. They can be used effectively in the future for modifying and editing the design. These types of modeling help in faster and easier modifications of design. Feature-Based Approach Features are the basic building blocks required to create an object. CREOngineering wildfire models are based on the series of feature. Each feature builds upon the previous feature, to create the model (only one single feature can be modified at a time). Each feature may appear simple, individually, but collectively forms a complex part and assemblies.

36

The idea behind feature based modeling is that the designer construct on object, composed of individual feature that describe the manner in which the geometry supports the object, if its dimensions change. The first feature is called the base feature.

Parent Child Relationship The parent child relationship is a powerful way to capture your design intent in a model. This relationship naturally occurs among features, during the modeling process. When you create a new feature, the existing feature that are referenced, become parent to the feature. Associative and Model Centric Pro/Engineering wildfire drawings are model centric. This means that Pro/Engineering models that are represented in assembly or drawings are associative. If changes are made in one module, these will automatically get updated in the referenced module.

CREO Basic Design Modes When a design from conception to completion in pro/engineer, the design information goes through three basic design steps. 1

Creating the component parts of the design

2. Joining the parts in an assembly that records the relative position of the parts. 3. Creating mechanical drawing based on the information in the parts and the assembly.

CREO consider these steps as separate “modes”, each with its own characteristics, files extensions, and relation with the other model. As you build a design model it is important to remember that a information, dimensions, tolerances, and relational formulas are passed from model to the next bi directional. This means that if you change your design at any model level. CREO reflect it all model levels automatically. If it is planned ahead and the use associative

37

features correctly, you cal save significant time in the design and engineering change order process. Assembly in CREO: Bottom-Up Design (Modeling): The components (parts) are created first and then added to the assembly file. This technique is particularly useful when parts already exist from previous designs and are being re-used. Top-Down Design (Modeling): The assembly file is created first and then the components are created in the assembly file. The parts are build relative to other components. Useful in new designs In practice, the combination of Top-Down and Bottom-Up approaches is used. As you often use existing parts and create new parts in order to meet your design needs. Degrees of Freedom: An object in space has six degrees of freedom. •

Translation – movement along X, Y, and Z axis (three degrees of freedom)

•

Rotation – rotate about X, Y, and Z axis (three degrees of freedom)

Assembly Constraints: In order to completely define the position of one part relative to another, we must constrain all of the degrees of freedom. Mate, Align, and Insert Mate Two selected surfaces become co-planar and face in opposite directions. This constrains 3 degrees of freedom (two rotations and one translation) Mate Offset Two surfaces are made parallel with a specified offset distance.. Align Coincident Two selected surfaces become co-planar and face in the same direction. Can also be applied to revolved surfaces. This constrains 3 degrees of freedom (two rotations and one translation). When Align is used on revolved surfaces, they become coaxial (axes through the centers align). 38

Align Offset This can be applied to planar surfaces only; surfaces are made parallel with a specified offset distance.

Align Orient Two planar surfaces are made parallel, not necessarily co-planar, and face the same direction (similar to Align Offset except without the specified distance). Insert This constrain can only be applied to two revolved surfaces in order to make them coaxial (coincident).

39

3D MODEL IS DEVELOPED USING CREO:MAJOR COMPONENTS:-

MAIN INTERNAL SYTEM

40

Figure : cylinders with cooling fins

41

Figure : hub (master rod)

42

Figure : middle crank shaft

43

Figure : radial piston assembly

44

Figure : piston

45

Figure : radial connecting rod

46

Figure : internal system with inlet, outlet valves

47

TOTAL SUB-ASSEMBLIES WHICH ARE DEVELOPED IN PROJECT

48

CHAPTER-5 CAE-ANALYSIS TOOL ANSYS(Analytical System)

ANALYSIS ANSYS is an Engineering Simulation Software (computer aided Engineering). Its tools cover Thermal, Static, Dynamic, and Fatigue finite element analysis along with other tools all designed to help with the development of the product. The company was founded in 1970 by Dr. John A. Swanson as Swanson Analysis Systems, Inc. SASI. Its primary purpose was to develop and market finite element analysis software for structural physics that could simulate static (stationary), dynamic (moving) and heat transfer (thermal) problems. SASI developed its business in parallel with the growth in computer technology and engineering needs.

49

The company grew by 10 percent to 20 percent each year, and in 1994 it was sold. The new owners took SASI’s leading software, called ANSYS®, as their flagship product and designated ANSYS, Inc. as the new company name.

5.1. BENEFITS OF ANSYS: 

The ANSYS advantage and benefits of using a modular simulation system in the

design process are well documented. According to studies performed by the Aberdeen Group, best-in-class companies perform more simulations earlier. As a leader in virtual prototyping, ANSYS is unmatched in terms of functionality and power necessary to optimize components and systems. 

The ANSYS advantage is well-documented.



ANSYS is a virtual prototyping and modular simulation system that is easy to use

and extends to meet customer needs, making it a low-riskinvestment that canexpand as value is demonstrated within a company. It is scalable to all levels of the organization, degrees of analysis complexity, and stages of product development.

5.2.Finite Element Method General Description of the Finite Element Method: In the finite element method, the actual continuum or body of matter like solid, liquid or gas is represented as assemblage of sub divisions called finite elements. These elements are considered to be interconnected at specified joints, which are called nodes or nodal points. The nodes usually lie on the element boundaries where adjacent elements are considered to be connected. Since the actual variation of the field variable (like displacement, stress, temperature, pressure and velocity) inside the continuum is not known, we assume that the variation of field variable inside a finite element can be approximated by a simple function. These approximating functions (also called interpolation models) are defined in terms of the values at the nodes.

50

Finite Element Method Introduction The limitations of the mind are such that it cannot grasp the behavior of its complex surrounding and creation in one operation. Thus the purpose of sub dividing all systems into their individual components or elements whose behavior is readily understood and the re building the original system from such components to study its behavior is natural way in which a engineer, the scientist or even the economist proceeds. Finite element method, which is a powerful tool for analyzing various engineering problems, owes is origin to the above mentioned way in which a human mind works J.N.Reddy. The basic idea in the FEM is to find the solution of complicated problems by replacing it by a simpler one. Since the actual problem is replaced by a simpler one in finding solution , be will be able to find only an approximate solution rather than the exact solution. The existing mathematical tools will not be sufficient to find the exact solutions (and some times, even an approximate solutions) of most of the practical problems. Thus in the absence of any other covenant method to find even the approximate solution of given problem, we have to prefer the FEM. the FEM basically consists of thus following procedure. First, a given physical or mathematical problems is modeled by dividing it into small inter connecting fundamental parts called “Finite element”. Next, an analysis of the physical or mathematics of the problem is made on these elements: Finally, the elements are re-assembled into the whole with the solution to the original problem obtain through this assembly procedure. The finite element method has developed simultaneously with the increasing use of high speed electronic digital computers and with the growing emphasis on numerical method for engineering analysis. Although the method was original developed for structural analysis the general nature of the theory on which it is based has also made possible us successful application for so of problem in other fields of engineering. General Description of the Finite Element Method: In the finite element method, the actual continuum or body of matter like solid, liquid or gas is represented as assemblage of sub divisions called finite elements. 51

These elements are considered to be interconnected at specified joints, which are called nodes or nodal points. The nodes usually lie on the element boundaries where adjacent elements are considered to be connected. Since the actual variation of the field variable (like displacement, stress, temperature, pressure and velocity) inside the continuum is not known, we assume that the variation of field variable inside a finite element can be approximated by a simple function. These approximating functions (also called interpolation models) are defined in terms of the values at the nodes. When field equations (like equilibrium equations) for the whole continuum are written, the new will be the nodal values of the field variable. By solving the field equation, which is generally in the form of matrix equations, the nodal values of the field variable will be known. Once these are known, the approximating function defines the field variable throughout the assemblage of elements. Structural Analysis: Structural analysis is probably the most common application of the finite element method. The term structural (or structure) implies not only civil engineering structures such as ship hulls, aircraft bodies, and machine housings, as well as mechanical components such as pistons, machine parts, and tools. Types of Structural Analysis: Different types of structural analysis are: 

Static analysis



Modal analysis



Harmonic analysis



Transient dynamic analysis



Spectrum analysis



Bucking analysis



Explicit dynamic analysis

Static Analysis:

52

A static analysis calculates the effects of steady loading conditions on a structure, while ignoring inertia and damping effects, such as those caused by time varying loads. A static analysis can, however, include steady inertia loads (such as gravity and rotational velocity), and time-varying loads that can be approximated as static equivalent loads (such as the static equivalent wind arid seismic loads commonly defined in many building codes). Static analysis is used to determine the displacements, stresses, strains, and forces in structural components caused by loads that do not induce significant inertia and damping effects. Steady loading and response are assumed to vary slowly with respect to time. The kinds of loading that can be applied in a static analysis include:  Externally applied forces and pressures  Steady-state inertial forces (such as gravity or rotational velocity)  Imposed (non-zero) displacements  Temperatures (for thermal stain)  Fluences (for nuclear swelling) A static analysis can be either linear or non-linear. All types of non-linearities are allowedlarge deformations, plasticity, creep, stress, stiffening, contact (gap) elements, hyper elastic elements, and so on. Over-view of steps in a static analysis: The procedure for a modal analysis consists of three main steps: 1. Build the model. 2. Apply loads and obtain the solution. 3. Review the results

53

BASIC STEPS IN ANSYS (Finite Element Software):

Pre-Processing (Defining the Problem): The major steps in pre-processing are given below  Define key points/lines/ areas/volumes.  Define element type and material/geometric properties  Mesh lines/ areas/volumes as required. The amount of detail required will depend on the dimensionality of the analysis (i.e., 1D, 2D, axi-symmetric, 3D). Solution (Assigning Loads, Constraints, And Solving): Here the loads (point or pressure), constraints (translational and rotational) are specified and finally solve the resulting set of equations. Post Processing: In this stage, further processing and viewing of the results can be done such as:  Lists of nodal displacements  Element forces and moments 54

 Deflection plots  Stress contour diagrams

Elements used for analysis: BEAM3 is a uniaxial element with tension, compression, and bending capabilities. The element has three degrees of freedom at each node: translations in the nodal x and y directions and rotation about the nodal z-axis. Other 2-D beam elements are the plastic beam. ANSYS Mechanical Solutions - Simulation Environment Details: Mechanical Simulation with ANSYS Workbench The ANSYS Workbench platform is an environment that offers an efficient and intuitive user interface, superior CAD integration, automatic meshing, and access to model parameters as well as to the functionality available within the ANSYS Mechanical products. Mechanical simulation with ANSYS Workbench builds upon the core ANSYS solver technology the industry has recognized and offers the following benefits for advanced analysis: 

High-end desktop environment for all ANSYS technologies from static linear analysis to nonlinear rigid/flexible dynamics, from steady state thermal analyses to coupled thermomechanical transient studies



Tight integration with other ANSYS solutions (Geometry defeaturing&modelling, Design Exploration, Fatigue Analysis, Computational Fluid Dynamics, ANSYS Meshing Technologies)



Faster “Initial CAD to final design” process with less effort



Bi-directional associativity with CAD packages



Fully automated connection detection and creation (contact, joints)



Increased meshing robustness & flexibility 55



Access to ANSYS functionality (including legacy APDL)



Process automation opportunity like report generation and customization wizards

From Concept to Robust Design using ANSYS Workbench Native CAD Import With ANSYS you can use your existing native CAD geometry directly with no translations, no IGES, and no middle geometry formats. ANSYS provides native, bi-directional, integration with the most popular CAD systems since more than 10 years and also provides integration directly into the CAD menu bar making it simple to launch the ANSYS world class simulation directly from your CAD system. Our geometry import mechanism is common to all CAD systems, giving you the ability to work with a single common simulation environment even if you are using multiple CAD packages. We do support the following CAD systems: Autodesk Inventor / MDT, Autodesk Inventor Professional Stress, CATIA v4 and v5, Pro/ENGINEER, Solid Edge, SolidWorks, Unigraphics, and CoCREATE. ANSYS Workbench also supports neutral format files: IGES, Parasolid, ACIS® (SAT), STEP – enabling the use of any CAD system able to export to any of these formats. Parameter and Dimension Control The ANSYS Workbench Environment uses a unique plug-in architecture to maintain associativity with the CAD systems for any model, allowing you to make design changes to your CAD model without having to reapply loads and/or supports. You can either pick the CAD dimension to change directly, or enhance your design iterations with ANSYS DesignXplorer 56

Defeaturing the geometry: Some details of the CAD model might not be relevant for the simulation. ANSYS DesignModeler will give you the ability to remove details like holes or chamfers, slice your model using symmetry planes, create additional parametric geometric features on your model and create enclosures and interior volume definitions. Automated detection of connections: Once the geometry has been imported, ANSYS automatically detects and setup contacts or joints between parts of an assembly. You can modify contact settings and options and also add some additional manual contact definitions. Joints for flexible/rigid dynamics are automatically detected. Each contact or joint is easily identified using the graphical tools provided by the environment. Automatic meshing with advanced options: ANSYS provides a wide range of highly robust automated meshing tools – from tetrahedral meshes to pure hexahedral meshes, inflation layers and high quality shell meshes. You have the ability to set your own mesh settings like surface or edge sizing, sphere of influence, defeaturing tolerances and much more. Advanced solver capabilities: ANSYS solver technologies help you solve models at any level of complexity: static linear analysis, modal analysis, models with multiple contacts, nonlinear materials, transient thermal analyses, transient dynamics, spectral analyses and much more. Various simulations can also be linked, allowing you to start from a steady-state thermal analysis that is used as the initial condition of a transient thermal simulation. From this one, you can then create thermal stress analyses at given time points to build a pre-stressed condition for a modal or buckling analysis – all in one single environment! Find out more about ANSYS capabilities for mechanical analysis

57

Advanced Post-Processing: ANSYS provides a comprehensive set of post-processing tools to display results on the models as contours or vector plots, provide summaries of the results (like min/max values and locations). Powerful and intuitive slicing techniques allow to get more detailed results over given parts of your geometries. All the results can also be exported as text data or to a spreadsheet for further calculations. Animations are provided for static cases as well as for nonlinear or transient histories. Any result or boundary condition can be used to create customized charts. Exploring design: A single simulation just provides a validation of a design. ANSYS brings you to the next level with design explorer a tool designed for fast and efficient design analysis. You will not need more than a few mouse clicks to get a deeper understanding of your design, whether you want to examine multiple scenarios or create full response surfaces of your model and get sensitivities to design parameters, optimize your model or perform a Six Sigma analysis. Communicating results: ANSYS lets you explore your design in multiple ways. All the results you get must then be efficiently documented: 58

ANSYS will provide you instantaneous report generation to gather all technical data and pictures of the model in a convenient format (html, MS Word, MS PowerPoint…).Capturing the knowledge: ANSYS provides a unique set of tools that will allow you to capture knowledge, standardize on simulation processes and provide tools to perform the most complex simulations in a simple way. You will be able to create simulation wizards to guide the users through the steps required to perform a given simulation, automate simulation tasks… so you get the best and most comprehensive information on your design, faster.

ANSYS For all engineers and students coming to finite element analysis or to ANSYS software for the first time, this powerful hands-on guide develops a detailed and confident understanding of using ANSYS's powerful engineering analysis tools. The best way to learn complex systems is by means of hands-on experience. With an innovative and clear tutorial based approach, this powerful book provides readers with a comprehensive introduction to all of the fundamental areas of engineering analysis they are likely to require either as part of their studies or in getting up to speed fast with the use of ANSYS software in working life. Opening with an introduction to the principles of the finite element method, the book then presents an overview of ANSYS technologies before moving on to cover key applications areas in detail. Key topics covered:

59

Introduction to the finite element method Getting started with ANSYS software stress analysis dynamics of machines fluid dynamics problems thermo mechanics contact and surface mechanics exercises, tutorials, worked examples With its detailed step-by-step explanations, extensive worked examples and sample problems, this book will develop the reader's understanding of FEA and their ability to use ANSYS's software tools to solve their own particular analysis problems, not just the ones set in the book. At ANSYS, we bring clarity and insight to customers' most complex design challenges through fast, accurate and reliable simulation. Our technology enables organizations to predict with confidence that their products will thrive in the real world. They trust our software to help ensure product integrity and drive business success through innovation. Every product is a promise to live up to and surpass expectations. By simulating early and often with ANSYS software, our customers become faster, more cost-effective and more innovative, realizing their own product promises. ANSYS Mechanical software offers a comprehensive product solution for structural linear/nonlinear and dynamics analysis. The product offers a complete set of elements behavior, material models and equation solvers for a wide range of engineering problems. In addition, ANSYS Mechanical offers thermal analysis and coupled-physics capabilities involving acoustic, piezoelectric, thermal-structural and thermal-electric analysis. ANSYS Structural software addresses the unique concerns of pure structural simulations without the need for extra tools. The product offers all the power of nonlinear structural capabilities - as well as all linear capabilities - in order to deliver the highest-quality, most reliable structural simulation results available. ANSYS Structural easily simulates even the largest and most intricate structures. ANSYS Professional software offers a first step into advanced linear dynamics and nonlinear capabilities. Containing the power of leading simulation technology in an easy-to-use package, ANSYS Professional tools provide users with high-level simulation capabilities without the need for high-level expertise.

60

The package comes complete with a full contingent of linear elements, significant nonlinearities, the ability to solve complex assemblies, and the most requested set of solvers. ANSYS Design Space software is an easy-to-use simulation software package that provides tools to conceptualize design and validate ideas on the desktop. A subset of the ANSYS Professional product, ANSYS design space allows users to easily perform real-world, static structural and thermal, dynamic, weight optimization, vibration mode, and safety factor simulations on all designs without the need for advanced analysis knowledge. Dynamics software provides incredibly short solution times for even the most complex multi-part assemblies undergoing dramatic translations and rotations. It is an ANSYS Workbench add-on module that works directly with ANSYS Structural, ANSYS Mechanical, and ANSYS Multiphysics.

61

CHAPTER-6 THERMAL ANALYSIS RESULTS FOR RADIAL ENGINE ASSEMBLY COMPONENETS

INDIVIDUAL COMPONENT ANALYSIS:IMPORTING THE COMPONEENT FROM CAD (CREO) TOOL TO CAE TOOL (ANSYS):

IMPOTED COMPONEENT (ELEMENT)

Figure : mesh view (structural mesh) 62

ANSYS PROCESS

1. PREFERENCES ---- THERMAL(Transient) 2. PRE PROCESSOR a. Element type -- SOLID Tet 10NODE 185 b. Material model – Al alloy 4032 T6, Gray cast iron Thermal conductivity =3.82*10^7, 75 w/m-k Density = 0.27, 7150kg/m^3 c. Real constants – NONE d. Meshing -- TETRA FREE 3. SOLUTION --- Solve - current L.S ( Solves the problem) 4. GENRAL POST PROCESSOR --- Plot results – contour plot -- nodal solution.. (BENDING MOMENT AND STRESS VON-MISSES STRESS)

THERMAL ANALYSIS OF PISTON:Material used:-al alloy 4032 T6 63

Thermal flux sum when 500 temp

Figure : thermal analysis of piston of al alloy 4032 t6 MINIMUM VALUES NODE 2772 2343 VALUE -5703.7 -2584.6

2783 -5777.9

MAXIMUM VALUES NODE 2771 231 VALUE 5708.8 2.0059

2804 2781 5747.2 8367.27

74 0.0045E-06

Material used:-gray cast iron Thermal flux sum when 500 temp:-

64

MINIMUM VALUES NODE 2774 1716 VALUE -5838.4 -6612.2

2785 -5489.5

716 0.45098E-02

MAXIMUM VALUES NODE 2773 2507 VALUE 5846.7 51.523

2806 5532.5

1716 6612.8

Figure : thermal analysis of piston of grey cast iron material

THERMAL ANALYSIS OF MASTER ROD Material Used:-Aluminium 65

Thermal Flux When Heat 100 At Top And At Bottom 50 Temp MINIMUM VALUES NODE 20 1544 369 2531 VALUE -25.248 -12.780 -23.047 0.0000 MAXIMUM VALUES NODE 10 VALUE 23.871

1439 12.724

61 20 23.995 25.334

Figure : thermal analysis of master rod of aluminium alloy

MATERIAL USED:-STEEL ALLOY Thermal Flux

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MINIMUM VALUES NODE 179 VALUE -348.72

444 338 3206 -196.71 -340.12 0.43095E-07

MAXIMUM VALUES NODE 289 VALUE 342.07

3305 204.87

204 358.70

204 362.89

Figure : thermal analysis of master rod of steel alloy

THERMAL ANALYSIS OF INLET VALVE Material Used:- Stainless Steel 67

MAXIMUM ABSOLUTE VALUES NODE

113

VALUE 50.000

Figure : thermal analysis of inlet valve of stainless steel

Material Used:- chrome steel

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Figure : thermal analysis of inlet valve of chrome steel

MAXIMUM ABSOLUTE VALUES NODE

32

VALUE 47.778

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THERMAL ANALYSIS OF RADIAL CONNECTING ROD

Material used:- Gray cast iron

Figure : thermal analysis of radial connecting rod of grey cast iron MINIMUM VALUES NODE 205 303 240 408 VALUE -0.38527E+08-0.28993E+08-0.11025E+08 0.63612E-08 70

MAXIMUM VALUES NODE 828 1015 198 1015 VALUE 0.10412E+07 0.35418E+08 0.87688E+07 0.41473E+08

Material used:- al alloy MINIMUM VALUES NODE 205 VALUE -928.61

1017 -871.32

739 180 -338.72 0.16076E-12

MAXIMUM VALUES NODE 635 VALUE 345.76

1015 870.00

606 1015 339.26 984.98

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Figure : thermal analysis of radial connecting rod of aluiminium alloy

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CHAPTER-7 CONCLUSION

Using CREO tool Radial Engine Assembly (Five cylinders) is developed including few sub-assemblies. This assembly consists few sub-assemblies they are Cylinders with cooling fins, Middle crank, Master Rod, Connecting Rod, Piston Assembly, Valves. This project deals with the Modelling and Thermal analysis of a RADIAL ENGINE ASSEMBLY (Five cylinders). The main objective of this project is to knowing of designing process using CAD tool (CREO) and also preparing components and assembly. And also analysis is done using CAE tool (ANSYS), using these software, Here we chosen two different type of materials for same component. The materials are one is existing material and another one is we chosen. The main objective of analysis is to showing the comparison between two materials for same component applying same boundary conditions and same loads are applied. This process is done for each and every main component. These Analysis process is done in every manufacturing industries before assembling (Individual component Analysis). For valves the max temperature is at node -32; value- 47.778when the material is chrome steel. For valves the stainless steel receiving little temperature comparing with chrome steel. Finally the materials which are chosen (not existing) are gave better results comparing with existing material. For major components some results are shown they are Thermal Flux (Heat flows through Media) Thermal Gradient. The materials which are chosen having less deformations and less conductivity.

Analysis: - Thermal Analysis (Transient).

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References 1. “Operating stresses in Aircraft Crank Shafts and connecting Rods. II- Instrumentation and test results,” NACA Wartime Report No. E191, 1943. 2.Moore et al. “Heat Transfer and Engine Cooling, Aluminum versus Cast Iron,” Trans. SAE71, 152(1963).(Study of engine temperature, heat rejection, and octane requirement, comparing “allaluminum” and “all-cast-iron” engines in cars on the road. Temperatures lower (30 to 100 deg. F). in aluminum engine, but octane requirement the same.) 3. McKellar, “A Study of the Design of Sand-Molded Engine Castings,” General Motors Eng. J.3, March- April 1956, 12. (review of G.M. methods and techniques) 4. Erisman, “Automotive Cam Profile Synthesis and Valve Gear Dynamics from Dimensionless Analysis”, SAE paper 660032, Jan. 1966 (Good mathematical analysis of the relations of valve motions and accelerations to cam profile and natural frequency of valve gear. Useful charts of design data from computer studies of typical examples.)

5. Michaelec, “Precision Gearing, Theory and Practice,” John Wiley & Sons, Inc., New York, 1966. (Recent, authoritative. Includes theory, materials design, manufacturing ). 6. Bachle, “Progress in Light Aircraft Engines,” Trans. SAE 46, 243 (1940). (Continentalopposed cylinder air-cooled line.) 7. “New Continental Aircraft Engines” Automotive and Aviation Industries 93, Dec. 15, 1945. (Postwar seriesof horizontal-opposed air-cooled engines) 8. Schlaifer and Heron, “Development of Aircraft Engines and Fuels,” Harvard University, Grad. School of Business Administration, Cambridge, Mass., 1950.

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