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Abstract: This paper involves simulation of a 2-stroke 6S35ME marine diesel engine piston to determine
its temperature field, thermal, mechanical and coupled thermal-mechanical stress. The distribution and
magnitudes of the afore-mentioned strength parameters are useful in design, failure analysis and
optimization of the engine piston. The piston model was developed in solid-works and imported into
ANSYS for preprocessing, loading and post processing. Material model chosen was 10-node tetrahedral
thermal solid 87. The simulation parameters used in this paper were piston material, combustion pressure,
inertial effects and temperature. The highest calculated stress was the thermal-mechanical coupled stress
and was below the yield stress of the piston material (580Mpa) at elevated temperatures hence the piston
would withstand the induced stresses during work cycles.
Keywords: Finite Element Analysis (FEA); Temperature Field, Thermal Stress, Mechanical Stress,
Coupled Thermal-Mechanical Strength Analysis.
Speed = 142RPM
Combustion pressure = 18MPa
Scavenging pressure = 0.265MPa
Piston stroke = 1.55m
Connecting rod length = 1.55m
Figure 3: Temperature distribution over the piston. Figure 5: Thermal stress on the piston
4.3 Mechanical Stress Analysis and effective operation of the piston since the
piston-cylinder gap is 1.95mm. A maximum
The maximum deformation of the piston coupled thermal-mechanical stress of 517MPa
occurred at the centre of the piston crown. This is was induced onto the piston by the effect of the
because it is the main thrust surface of the combined thermal and mechanical loads. The
combustion pressure load. In addition, this region calculated stress is within a safe margin relative to
has a reduced thickness compared to the other the lowest yield strength value of 580MPa at
regions of the piston. The optimally reduced elevated temperatures.
thickness improves heat transfer from the piston
to the cooling oil which is supplied from
underneath the piston crown. As shown in figures
(6,7), maximum piston deformation under
mechanical load is 0.119mm with a maximum
induced mechanical stress of 200MPa.
5. CONCLUSION
Figure 7: Mechanical stress on the piston From the temperature field analysis, the
maximum temperature on the piston was 660K
4.4 Coupled Thermal-Mechanical and the induced thermal deformation and thermal
Stress Analysis stress were 0.843mm and 495MPa respectively.
A coupled thermal-mechanical stress analysis The Mechanical load comprised of the
of the piston under both thermal and mechanical combustion pressure and the inertia load and
loads was performed. The analysis results showed induced a mechanical deformation and
that the maximum deformation of the piston was mechanical stress of 0.119mm and 200MPa
0.871mm and occurred at the piston top surface respectively. Under both thermal and mechanical
edges as shown in figure 8. This deformation is load, the calculated deformation and coupled
within a safe limit and would not affect the safe stress were 0.871mm and 517MPa respectively.
From the analysis, it is evident that thermal stress [5] Swati S Chougule, Vinayak H Khatawate,
was higher than mechanically induced stress “Piston Strength Analysis Using FEM”,
hence it could be concluded that the piston would International Journal of Engineering
fail due to the thermal load rather than the Research and Applications (IJERA), Vol. 3
mechanical load and hence during optimization No. 2, 2013 pp. 1724-1731
design, this could be put into consideration to [6] F.S. Silva, in: Fatigue on engine piston -A
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influence on the coupled thermal-mechanical “Thermal Analysis of IC Engine Piston
stress hence during design each load can be using FEA”, International Journal of
considered and reduced independently. It can be Engineering and Technology, 2013
concluded that the piston can safely withstand the [8] Doug Woodland, “Pounder’s Marine Diesel
induced stresses during its operation. Engines and Gas Turbines”, Elsevier, 8th
edition, 2005
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