DESIGN AND ANALYSIS OF ROCKER ARM

Abstract

A rocker arm is a valve train component in internal combustion engines. As a rocker arm is
acted on by a camshaft lobe, it pushes open either an intake or exhaust valve. This allows fuel
and air to be drawn into the combustion chamber during the intake stroke or exhaust gases to
be expelled during the exhaust stroke. Rocker arms were first invented in the 19th century and
have changed little in function since then Improvements have been made, however, in both
efficiencies of operation and construction materials.
In this paper we discussed about Rocker arm of Tata Sumo victa that was designed and
analyzed to find the critical regions. CAD models of Rocker Arm were created using Pro/E
and ANSYS workbench software was used for analysis of rocker arm. The CAD model was
inputted in ANSYS Workbench and Equivalent Stress and Maximum Shear Stress was found.
The obtained results provided by ANSYS Workbench are compared to the results.
And also checking results with different materials with existing material and applying
same boundary conditions on it and then finally we can conclude which material is can be
replace with existing material.

Tools were used:

CAD TOOL: PRO-E(creo-2)
CAE TOOL: ANSYS WORKBENCH
 INTRODUCTION

Rocker arm:

A rocker arm is a valve train component in internal combustion engines. As the arm is acted on

by a camshaft lobe, it pushes open either an intake or exhaust valve. This allows fuel and air to be

drawn into the combustion chamber during the intake stroke or exhaust gases to be expelled

during the exhaust stroke. Rocker arms were first invented in the 19th century and have changed

little in function since then. Improvements have been made, however, in both efficiency of

operation and construction materials. Many modern rocker arms are made from stamped steel,

though some applications can make use of heavier duty materials. In many internal combustion

engines, rotational motion is induced in the crank shaft as the pistons cause it to rotate. This

rotation is translated to the camshaft via a belt or chain. In turn, lobes on the camshaft are used to

push open the valves via rocker arms. This can be achieved either through direct contact between

a camshaft lobe and rocker arm or indirectly though contact with a lifter driven pushrod.

Overhead cam engines have lobes on the camshaft which contact each rocker arm directly, while

overhead valve engines utilize lifters and pushrods. In overhead cam engines, the camshaft can be

located in the head, while overhead valve engines have the camshaft in the block. Both varieties

are seen in the US, but regulations have contributed to the decline of overhead valve applications

elsewhere in the world. Throughout the history of the rocker arm, its function has been studied

and improved upon. These Improvements have resulted in arms that are both more efficient and

more resistant to wear. Some designs can actually use two rocker arms per valve, while others

utilize a "rundle" roller bearing to depress the valve. These variations in design can result in

rocker arms that look physically different from each other, though every arm still performs the

same basic function.

A rocker arm (in the context of an internal combustion engine of automotive, marine, motorcycle

and reciprocating aviation types) is an oscillating lever that conveys radial movement from

the cam lobe into linear movement at the poppet valve to open it. One end is raised and lowered

by a rotating lobe of the camshaft (either directly or via a tappet (lifter) and pushrod) while the

other end acts on the valve stem. When the camshaft lobe raises the outside of the arm, the inside

presses down on the valve stem, opening the valve. When the outside of the arm is permitted to

return due to the camshafts rotation, the inside rises, allowing the valve spring to close the valve.

The drive cam is driven by the camshaft. This pushes the rocker arm up and down about the trun-

ion pin or rocker shaft. Friction may be reduced at the point of contact with the valve stem by a

roller tip. A similar arrangement transfers the motion via another roller tip to a second rocker

arm. This rotates about the rocker shaft, and transfers the motion via a tappet to the poppet valve.

In this case this opens the intake valve to the cylinder head.

Working of Rocker arm:

Rocker arm is an important part of the valve train in fuel injection system providing not only the

means of actuating the valves through a fulcrum utilizing the lifter and the push rod but also

provide a means of multiplying the lift ratio. Cam shaft design has advanced in leaps and bounds

over last three decades but overhead valve engines with centrally located camshafts still use

lifters and push rod and rocker arms as a means of opening and closing the intake and exhaust

valves in fuel injection pumps. Advancement in materials used in construction of rocker arm for

reducing the noise, weight and higher strength for efficient operation is going on throughout the

globe since long. The usual materials used for such purpose are Steel, Aluminium, and Forged

steel to Stainless steel, alloys and composites. The success to investigate the possibility creating a

light weight rocker arm that could provide a friction reducing fulcrum using needle bearings and
a roller tip for reduced friction between the rocker and the valve stem but still be less expensive

than steel lies in the development of composite rocker arms. Lighter mass at the valve is also

allowed for increased speed while strength of the material caters to durability. The rocker arm

usually operates at 40-500 C and the maximum pressure is exerted by the gas. Therefore in this

investigation it has been thought proper to analyze a composite rocker arm of high density

polyethylene (HDPE) reinforced with short S-glass fibres of 10% volume fraction. Finite element

analysis may be carried out to determine the stresses and make a comparison between steel and

composite to predict the failure modes Since energy is required to move a rocker arm and depress

a valve, their weight can be an important consideration. If a rocker arm is excessively heavy, it

may require too much energy to move. This may prevent the engine from achieving the desired

speed of rotation. The strength of the material can also be a consideration, as weak material may

stress or wear too quickly. Many automotive applications make use of stamped steel for these

reasons, as this material can provide a balance between weight and durability. Some applications,

particularly diesel engines, may make use of heavier duty materials. Engines such as these can

operate at higher torques and lower rotational speeds, allowing such materials as cast iron or

forged carbon steel to be used.

Rocker Arm- Form & Function:

For all the changes in the performance engine over the years, one constant remains - no matter

what series they're running, no matter what the payout, no matter if it's just a couple of guys

trying to outdo each other stoplight to stoplight, racers will often spend money they don't have in

search of the most horsepower from hopefully, a durable engine. Engine builders are faced with

the challenge of answering that call. Luckily, advancements in the upper valve train components
mean there's a much broader list of components to choose from when it comes to designing the

perfect engine; not only for racing - performance is apparent everywhere today, even at the

standard production engine level. Rocker arms have come a long way since just opening valves

with a pushrod. In modern automotive engines today, rocker arms serve double duty, Opening the

valves, pushrods and lifter bore. Take the Chrysler Neon 2.0L SOHC engine, for example. The

exhaust rocker arm is designed like a wishbone. The rocker arm has a roller bearing on one end,

riding on a single camshaft lobe, while the other end, two encapsulated hydraulic lifters rides on

two exhaust valves. It's topped off with a plastic cap to pivot on the valve tip what a challenge it

is to make this part: you have a metal roller bearing pinned to an aluminium body with a metal

hydraulic lifter bored inside the aluminium arm. The hydraulic lifter unit's clearance-to-bore is so

minute that the inside has to be thermally debarred. Otherwise the lifter may not leak down

properly. Contrast that with another popular engine, the Nissan KA24, which is found in Altimas,

240SX and pickups. That engine has a steel rocker arm with a sintered hardened pad that rides on

the camshaft lobe with an encapsulated hydraulic lifter built inside on the other end to open the

valve. Rocker arms simply aren’t what they used to be. With lighter, stronger materials, as well

as computer-aided design, modelling and manufacturing, it is easier and faster for rocker arm

manufacturers to develop new parts in faster time, in an effort to keep up with the latest demands

of their customers. As it turns out, keeping up with those changes can be a challenge, because

racers tend to be a fickle bunch, according to manufacturers we've spoken with. Steel or

aluminum?Lightweight components or heavy duty? What was popular 10 years ago - or 10

minutes ago - may be outdated now. Regardless of application, the demand flip-flops.
Types of rocker arms:
There are various types of rocker arms, and the design specifications are not the same for
different types of vehicles (bikes, cars trucks, etc). Even for same type of vehicle category rocker
arms differs in some way. Types of rocker arm depend also on which type of Internal-combustion
engine is used in a vehicle (i.e. Push Rod Engines, Over Head Cam Engines etc

Stamped Steel Rocker Arm-

The Stamped Steel Rocker Arm is the most common style of production of rocker arms. The
manufacture of stamped steel rocker is the easiest and the cheapest because they are stamped
from one piece of metal. They use a turn-on pivot that holds the rocker in position with a nut that
has a rounded bottom. This is a very simple way of holding the rocker in place while allowing it
to pivot up and down

Roller Tipped Rocker Arm-

This type of a rocker arm is just as it sounds. It’s similar to the Stamped Steel Rocker and they
differ slightly in a way that you just add a roller on the tip of the valve end of the rocker arm.
This addition of a roller is to lessen the friction, for somewhat more power, and reduced wear on
the valve tip. The Roller Tipped Rocker Arm still uses the turn-on pivot nut and stud for
simplicity. They can also be cast or machined steel or aluminium

Full Roller Rocker Arm-

This type of a Roller Rocker Arm is not a stamped steel rocker. They are machined and the
materials used are either steel or aluminium. They replace the turn-on pivot with bearings. This
type of rocker arm still uses the stud from the turn-on pivot but they don't use the nut. They have
a very short shaft with bearings on each end (inside the rocker) and the shaft is bolted securely in
place and the bearings allow the rocker to pivot

Shaft Rocker Arms-

This type of rocker arm is build off from the full roller rocker arm. They have a shaft that goes
through the rocker arms and sometimes the shaft only goes through 2 rocker arms and sometimes
the shaft will go through all of the rocker arms depending on how the head was manufactured.
The importance of the shaft is for rigidity. Putting a shaft through the rocker arms is much more
rigid than just using a stud from the head. The more rigid the valve train, the less the valve train
deflection and the less chance for uncontrolled valve train motion at higher RPM

Centre Pivot Rocker Arms-

In appearance, a centre pivot rocker arm looks like a traditional rocker arm but there is a much
bigger difference. Instead of the pushrod pushing up on the lifter, the Cam Shaft is moved into
the head and the Cam Shaft pushes directly up on the lifter to force the valve down. In this case
the pivot point is in the centre of the rocker arm and the Cam Shaft is on one end of the rocker
arm instead of the pushrod

End Pivot (Finger Follower) Rocker Arms –

The End Pivot or Finger Follower puts the pivot point at the end of the Rocker Arm. In order for
the Cam Shaft to push down on the Rocker Arm it must be located in the middle of the rocker
arm.
Applications of Rocker arms
A rocker arm is an important component and it is used in the operation of an internal combustion
engine because it is responsible for translating the profile of the camshaft into motion for opening
and closing the intake and exhaust valves.
Causes of failure in rocker arms
Failure analysis is a broad discipline that includes sectors of engineering such as metallurgy and
mechanical engineering. There are a number of failures that might occur, some appear more often
than others, which include various types of corrosion or wear by itself, corrosion in combination
with wear, and compression to name a few. Failure of engineered products and structures can
occur by cyclic application of stresses (or strains), the magnitude of which would be insufficient
to cause failure when applied singularly. Structural and mechanical components subjected to
fluctuating service stress (or more appropriately, strain) are susceptible to failure by fatigue (Lee
et al., 2008). Fatigue is considered as one of the most common causes of structural and
machinery component failures which are frequently found in engineering services Fatigue failure
is localised structural damage that occurs when a material is subjected to variable cyclic stresses.
These stresses are much lower than the ultimate tensile stress limit when under the application of
a single static stress

DESIGN OF ROCKER ARM:

Methodology:

Let, mv= 0.09 kg(Mass of the valve), dv= 40mm (Diameter of the valve head), h = 13mm (Lift of

the valve), a = Acceleration of the valve,Pc= 0.4 N/mm2 (Cylinder pressure or back pressure),

Ps= 0.02 N/mm2 (Maximum suction pressure), d1= 8mm (diameter of fulcrum pin),D1= 18mm

(diameter of boss), l = Length of arm, Speed of engine = 3000 RPM Angle of action of cam =

110°.

Calculating Forces Acting:

Gas load on the valve,

P1= /4(dv)2 Pc = /4 x (40)2 x 0.4= 502.4

Weight of associated parts with the valve,

w =m•g= 0.09 x 9.8= 0.882 N

Total load on the valve

P = P1+ w= 502.4 + 0.882 = 503.282 N.

•Initial spring force considering weight of the valve

(Fs)= /4 (dv)2Ps– w= /4 x (40)2x0.02– 0.882=24.238

The force due to valve acceleration (Fa) may be obtained as discussed below:

We know that speed of engine 3000 RPM The speed of camshaft = N/2=3000/2 =1500

r.p.mand angle turned by the camshaft per second

= (1500/60) X 360 =9000 deg/s

Time taken for the valve to open and close,

T = Angle of action of cam Angle turned by camshaft=110/9000 =0.012s

We know that maximum acceleration of the valve

a = (2/t)2•r = (2 /t)2 • r= (2 /0.012)2 X 0.0065 a = 1780.2 m/ s2

Force due to valve acceleration, considering the weight of the valve,

Fa= m • a + w= 0.09 × 1780.2 + 0.882= 161.1 N

Now the maximum load on the rocker arm for exhaust valve,

Fe= P +Fs+Fa= 503.282 + 24.238 + 161.1= 688.62 N

Since the length of the two arms of the rocker are equal, therefore, the load at the two ends of

the arm are equal, i.e., Fe = Fc = 688.62 N.

•We know that reaction at the fulcrum pin

Rf= Fe2Fc22FeFccos

Rf= 688.22 + 688.22-2 688.2*688.2cos176

Rf= 1376.43 N
 LITERATURE REVIEW

ChristerSpiegelberg, soren Anderson et.al [1] presented a paper, Simulation of friction and

wear in the contact between the valve bridge and rocker arm pad in a cam mechanism .In this

paper the surface velocities obtained from a rigid body model are used to simulate friction and

wear in the contact between the rocker arm pad and valve bridge in the cam mechanism of a

diesel engine. The friction is simulated with two different friction models, a 3D brush model

capable of handling transient conditions such as an varying normal load and varying surface

velocities and a Coulombian friction model. The wear simulations are based on a generalised

form of Archard’s wear model. The results presented here show that both the maximum wear

depths and the wear distributions are influenced significantly by the mbination of wear pad

radius and the position of the wear pad radius centre relative to the rocker arm bearing centre.

A combination with wear pad radius of 20 mm and centre position of 5 mm is found to give

the least wear depths on both the wear pad and the valve bridge. It is also seen that the contact

between the wear pad and the valve bridge is mainly a sliding contact and that the transitions

from sliding in one direction to the opposite are very rapid. The change of the surface shapes

due to wear has a negative effect on the contact situation causing very high contact pressuresIt

can be concluded that the contact between the wear pad and the valve bridge is mainly a

sliding contact and that the transitions from sliding in one direction to the opposite are very

rapid. This makes it possible to use a oulombian friction model. It can also be concluded that

the wear pad radius and position of the wear pad radius centre have a significant influence on

both the maximum wear depth and the wear distribution. The motion of the rocker arm can

explain the shape of the wear distributions. One of the sixteen combinations of wear pad

radiuses and centre positions studied was found to be optimal giving the least wear depths on
both the wear pad and the valve bridge. For both the typical wear distributions the change of

surface shapes due to wear leads to high contact pressures that would be a serious problem for

the life of the contact. The highest pressures are found near the end points of the contact point

motion and are most likely due to that edges formed from the wear of the surfaces comes into

contact. These effects are already seen in simulations corresponding to 100 h of running in an

engine.

C.G.Provatidis et.al [2] presentedforced precession in a spinning wheel supported on a

rotating pivot.This paper deals with the mechanics involved in a spinning wheel of which the

pivot is not fixed as usual but is forced to rotate along the circumference of a circle on the

horizontal plane. The usual Euler equations are extended so that, in addition to the three well-

known rotations (Euler angles), they also include a fourth one related to the rotation of the

motor that induces the forced precession. This study aims at offering a first insight in one of

the renowned Laithwaite’s experiments. The derived theoretical expressions are accompanied

by computer simulation The results of the mechanical simulation confirm the following: 1)

The kinematics of the wheel highly depends on the type of the joint between rotating arm and

wheel’s axle. (2) Unlike the usual spinning top, in the forced precession there is always power

exchange between motor and axle, except when the axle is horizontal and the motor works at

the condition of slow precession. (3) The wheel generally performs an alternating motion,

rising and sinking with respect to the horizontal plane, which is not generally the average

position. (4) The mean average of the alternating vertical force was found always to coincide

with the weight.

Z.W. Yu, X.L. Xu et.al [3] in this paper Failure analysis of diesel engine rocker arms. This

paper presents a failure analysis of two diesel engine rocker arms used in trucks, which failed
in service. The fracture occurred at the hole of the rocker arm shaft in two cases. Beach marks

and fatigue stepscan be observed on the fracture surface. Multiple-origin fatigue is the

dominant failure mechanism. A detailed metallurgical investigation was conducted on the

failed rocker arms, and compared with a new one. The failed rocker arms present general

metallurgical characteristics that the spheroidization of cementite in pearlite appears in all the

matrix structure, and a banded structure was observed in the crack origin region. The

appearance of the granulated pearlite makes the hardness of the material decrease so as to

reduce the fatigue strength of the rocker arms. A normalizing treatment test was performed on

the material of the failed and new rocker arms. The formation of a well-distributed lamellar

pearlite structure, the increase in hardness, and the disappearance of the banded structure

indicate that the unsuitable normalizing technology was responsible for the microstructure

defects. Following conclusions are evaluated (1)The fracture occurred at the hole of the rocker

arm shaft. Multiple-origin fatigue is the dominant failure mechanism. (2) The spheroidization

of cementite in pearlite makes the hardness of the material of the failed rocker arms decrease

to result in a lower fatigue strength. Initiation and growth of the cracks was facilitated by a

microstructure of low fatigue strength. (3) The spheroidization of cementite in pearlite is the

general metallurgical feature of the matrix of the failed rocker arms and a banded structure has

been found in the crack origin region. The disappearance of the banded structure and the

formation of well-distributed lamellar pearlite by renormalizing the material of the failed

rocker arms indicates that unsuitable normalizing technology is responsible for the

metallurgical defect

Chin-Sung Chung, Ho-Kyung Kim et.al [4] Safety evaluation of the rocker arm of a diesel

engine in order to evaluate the fatigue endurance for the rocker arm of a diesel engine, stress
measurements were performed using strain gages attached near the neck, which is one of the

most critical regions in the rocker arm, while varying the engine speed. Fatigue life

experiments were carried out on miniature specimens taken from rocker arms. To evaluate the

fatigue endurance of the rocker arm, the S–N data were compared with the stress analysis

results obtained through a Finite Element Modelling (FEM) analysis of the rocker arm. The

von-Mises effective stress of the rocker arm neck region was determined to be 22.4 MPa. The

safety factors of this component are 2.6 and 3.8, based on the fatigue endurance limit and the

modified fatigue endurance limit, respectively, suggesting that this safety factor is

appropriate.Heconcluded that The fatigue endurance of a rocker arm was evaluated by

experiments and FEM analyses, and possible cause of failure were assessed. The ultimate

tensile strength (UTS) and elongation of the rocker arm material were 164.0 MPa and 2.5%,

respectively. This UTS value is slightly lower than that of normal die-cast Al alloys. In the

stress measurement test, the compressive stress exhibits the maximum value at the idling state

and decreases as the engine speed increases. The maximum experimental stress at the neck

was _21.0 MPa at the engine idle speed. Hence, this rocker arm is deemed to be safe in terms

of fatigue fracture, taking into consideration the fatigue endurance limit of 58.8 MPa. The

safety factors of this component are 2.6 and 3.8 based on the fatigue endurance limit and the

modified fatigue endurance limit, respectively, suggesting that this S.F is appropriate.

However, gas porosities introduced during the die-casting process provide sites of weakness at

which premature fatigue crack initiation and finally fatigue fracture of this rocker arm can

occur. Therefore, it is necessary to control the melt quality during the die-casting process in

order to secure the safety of this type of rocker arm

Dong woo lee et.al [5] Failure of rocker arm shaft for 4-cylinder SOHC engine. Failure

analysis of mechanical components is useful in predicting applied load as well as load type.

This study examines the failure of a rocker arm shaft in the design stage and the robustness of

its boundary condition using orthogonal arrays and ANOVA. 1. Fatigue crack in rocker arm

shaft for passenger car was initiated at through hole and subsequently propagated along its

sidewall. 2. If rocker arm shaft is operated under actual failure boundary condition, number of

cycles to fracture is expected to be less than 129,650 cycles. 3. The maximum stress measured

in failure region under the most dangerous failure boundary condition of rocker arm shaft

between each loading condition is 221.2 MPa, which exceeds fatigue limit of 206 MPa and

hence rocker arm shaft with this boundary condition has finite fatigue life. 4. In the case of the

component with unstable boundary condition such as rocker arm shaft, we must discuss effect

of boundary condition on fatigue life in design process using orthogonal array and ANOVA.
 CHAPTER 2

CAD TOOL
INTRODUCTION TO CREO-2
 2. INTRODUCTION:

CREO
2.1. 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
2.2 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.
CREO is a parametric, feature-based solid modelling system, “Feature
based” means that you can create part and assembly by defining feature like pad, rib, slots, holes,
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.
For example, if your design intent is such that a hole is centred 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 centred hole position will be recomputed
automatically.
“Solid Modelling” 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 modelling
is that it is impossible to create a computer model that is ambiguous or physically non-realizable.

There are six core CREO concepts. Those are:

 Solid Modelling

 Feature Based

 Parametric

 Parent / Child Relationships

 Associative

 Model Centric
2.3 Capabilities and Benefits:
1. Complete 3D modelling 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.
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.
2.4 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
2.4.1. Simple and Powerful Tool
 CREO tools are used friendly. Although the execution of any operation using the tool can
create a highly complex model
2.4.2. 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
2.4.3. Feature-Based Approach
Features are the basic building blocks required to create an object. CREO 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.
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.
2.4.4. 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.

2.4.5. 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.
2.5. CREO Basic Design Modes
When a design from conception to completion in CREO, 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.
2.6 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.
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 COINCIDENT, OFFSET
OFFSET
Two surfaces are made parallel with a specified offset distance..
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).
CREO Modules:-
 Sketcher (2D)

 Part (3D)

 Assembly

 Drawing and Drafting

 Sheet Metal

 Surface modelling
 3. INTRODUCTION TO ANSYS

3.1 INTRODUCTION
ANSYS is general-purpose finite element analysis (FEA) software package.  Finite Element
Analysis is a numerical method of deconstructing a complex system into very small pieces (of
user-designated size) called elements. The software implements equations that govern the
behaviour of these elements and solves them all; creating a comprehensive explanation of how
the system acts as a whole. These results then can be presented in tabulated, or graphical
forms.  This type of analysis is typically used for the design and optimization of a system far
too complex to analyze by hand.  Systems that may fit into this category are too complex due
to their geometry, scale, or governing equations.
ANSYS is the standard FEA teaching tool within the Mechanical Engineering Department at
many colleges. ANSYS is also used in Civil and Electrical Engineering, as well as the Physics
and Chemistry departments. 
ANSYS provides a cost-effective way to explore the performance of products or processes in a
virtual environment. This type of product development is termed virtual prototyping.
With virtual prototyping techniques, users can iterate various scenarios to optimize the product
long before the manufacturing is started. This enables a reduction in the level of risk, and in
the cost of ineffective designs. The multifaceted nature of ANSYS also provides a means to
ensure that users are able to see the effect of a design on the whole behavior of the product, be
it electromagnetic, thermal, mechanical etc
3.1.1 GENERIC STEPS TO SOLVING ANY PROBLEM IN ANSYS: 
Like solving any problem analytically, you need to define (1) your solution domain, (2) the
physical model, (3) boundary conditions and (4) the physical properties. You then solve the
problem and present the results. In numerical methods, the main difference is an extra step
called mesh generation. This is the step that divides the complex model into small elements
that become solvable in an otherwise too complex situation. Below describes the processes in
terminology slightly more attune to the software.
3.1.1.1 BUILD GEOMETRY
Construct a two or three dimensional representation of the object to be modeled and tested
using the work plane coordinate system within ANSYS.
3.1.1.2 DEFINE MATERIAL PROPERTIES
Now that the part exists, define a library of the necessary materials that compose the object (or
project) being modeled.  This includes thermal and mechanical properties.
3.1.1.3 GENERATE MESH
At this point ANSYS understands the makeup of the part.  Now define how the modeled
system should be broken down into finite pieces. 
3.1.1.4 APPLY LOADS
Once the system is fully designed, the last task is to burden the system with constraints, such
as physical loadings or boundary conditions.
3.1.1.5 OBTAIN SOLUTION
This is actually a step, because ANSYS needs to understand within what state (steady state,
transient… etc.) the problem must be solved.
3.1.1.6 PRESENT THE RESULTS
After the solution has been obtained, there are many ways to present ANSYS’ results, choose
from many options such as tables, graphs, and contour plots. 
3.2 SPECIFIC CAPABILITIES OF ANSYS:
3.2.1 STRUCTURAL 
Structural analysis is probably the most common application of the finite element method as it
implies bridges and buildings, naval, aeronautical, and mechanical structures such as ship
hulls, aircraft bodies, and machine housings, as well as mechanical components such as
pistons, machine parts, and tools. 
·         Static Analysis - Used to determine displacements, stresses, etc. under static loading
conditions. ANSYS can compute both linear and nonlinear static analyses. Nonlinearities can
include plasticity, stress stiffening, large deflection, large strain, hyper elasticity, contact
surfaces, and creep. 
Modal Analysis
A modal analysis is typically used to determine the vibration characteristics (natural
frequencies and mode shapes) of a structure or a machine component while it is being
designed. It can also serve as a starting point for another, more detailed, dynamic analysis,
such as a harmonic response or full transient dynamic analysis.
Modal analyses, while being one of the most basic dynamic analysis types available in
ANSYS, can also be more computationally time consuming than a typical static analysis.  A
reduced solver, utilizing automatically or manually selected master degrees of freedom is used
to drastically reduce the problem size and solution time.
Harmonic Analysis - Used extensively by companies who produce rotating machinery,
ANSYS Harmonic analysis is used to predict the sustained dynamic behavior of structures to
consistent cyclic loading.  Examples of rotating machines which produced or are subjected to
harmonic loading are:
 Turbines

o Gas Turbines for Aircraft and Power Generation

o Steam Turbines

o Wind Turbine

o Water Turbines

o Turbopumps

 Internal Combustion engines

 Electric motors and generators

 Gas and fluid pumps

 Disc drives
A harmonic analysis can be used to verify whether or not a machine design will successfully
overcome resonance, fatigue, and other harmful effects of forced vibrations.
·         Transient Dynamic Analysis - Used to determine the response of a structure to
arbitrarily time-varying loads. All nonlinearities mentioned under Static Analysis above are
allowed. 
·         Buckling Analysis - Used to calculate the buckling loads and determine the buckling
mode shape. Both linear (eigenvalue) buckling and nonlinear buckling analyses are possible.  
In addition to the above analysis types, several special-purpose features are available such as
Fracture mechanics, Composite material analysis, Fatigue, and both p-Method and Beam
analyses.  
3.2.2 THERMAL 
ANSYS is capable of both steady state and transient analysis of any solid with thermal
boundary conditions. 
Steady-state thermal analyses calculate the effects of steady thermal loads on a system or
component. Users often perform a steady-state analysis before doing a transient thermal
analysis, to help establish initial conditions. A steady-state analysis also can be the last step of
a transient thermal analysis; performed after all transient effects have diminished. ANSYS can
be used to determine temperatures, thermal gradients, heat flow rates, and heat fluxes in an
object that are caused by thermal loads that do not vary over time. Such loads include the
following: 
·         Convection
·         Radiation
·         Heat flow rates
·         Heat fluxes (heat flow per unit area)
·         Heat generation rates (heat flow per unit volume)
·         Constant temperature boundaries
A steady-state thermal analysis may be either linear, with constant material properties; or
nonlinear, with material properties that depend on temperature. The thermal properties of most
material vary with temperature. This temperature dependency being appreciable, the analysis
becomes nonlinear. Radiation boundary conditions also make the analysis nonlinear. Transient
calculations are time dependent and ANSYS can both solve distributions as well as create
video for time incremental displays of models.

3.2.3 FLUID FLOW

The ANSYS/FLOTRAN CFD (Computational Fluid Dynamics) offers comprehensive tools
for analyzing two-dimensional and three-dimensional fluid flow fields.  ANSYS is capable of
modeling a vast range of analysis types such as: airfoils for pressure analysis of airplane wings
(lift and drag), flow in supersonic nozzles, and complex, three-dimensional flow patterns in a
pipe bend.  In addition, ANSYS/FLOTRAN could be used to perform tasks including:  
·         Calculating the gas pressure and temperature distributions in an engine exhaust
manifold
·         Studying the thermal stratification and breakup in piping systems
·         Using flow mixing studies to evaluate potential for thermal shock
·         Doing natural convection analyses to evaluate the thermal performance of chips in
electronic enclosures
·         Conducting heat exchanger studies involving different fluids separated by solid regions 
 3.2.4 ACOUSTICS / VIBRATION
ANSYS is capable of modelling and analyzing vibrating systems in order to that vibrate in
order to analyze  
Acoustics is the study of the generation, propagation, absorption, and reflection of pressure
waves in a fluid medium. Applications for acoustics include the following:  
·         Sonar - the acoustic counterpart of radar
·         Design of concert halls, where an even distribution of sound pressure is desired
·         Noise minimization in machine shops
·         Noise cancellation in automobiles
·         Underwater acoustics
·         Design of speakers, speaker housings, acoustic filters, mufflers, and many other similar
devices.
·         Geophysical exploration
Within ANSYS, an acoustic analysis usually involves modelling a fluid medium and the
surrounding structure. Characteristics in question include pressure distribution in the fluid at
different frequencies, pressure gradient, and particle velocity, the sound pressure level, as
well as, scattering, diffraction, transmission, radiation, attenuation, and dispersion of
acoustic waves. A coupled acoustic analysis takes the fluid-structure interaction into account.
An uncoupled acoustic analysis models only the fluid and ignores any fluid-structure
interaction.
The ANSYS program assumes that the fluid is compressible, but allows only relatively small
pressure changes with respect to the mean pressure. Also, the fluid is assumed to be non-
flowing and in viscid (that is, viscosity causes no dissipative effects). Uniform mean density
and mean pressure are assumed, with the pressure solution being the deviation from the mean
pressure, not the absolute pressure.
3.2.5 COUPLED FIELDS
 A coupled-field analysis is an analysis that takes into account the interaction (coupling)
between two or more disciplines (fields) of engineering. A piezoelectric analysis, for example,
handles the interaction between the structural and electric fields: it solves for the voltage
distribution due to applied displacements, or vice versa. Other examples of coupled-field
analysis are thermal-stress analysis, thermal-electric analysis, and fluid-structure analysis.
Some of the applications in which coupled-field analysis may be required are pressure vessels
(thermal-stress analysis), fluid flow constrictions (fluid-structure analysis), induction heating
(magnetic-thermal analysis), ultrasonic transducers (piezoelectric analysis), magnetic forming
(magneto-structural analysis), and micro-electro mechanical systems (MEMS).
 CHAPTER 4
MATERIAL SELECTION
A material's property is an intensive, often quantitative, property of some material.
Quantitative properties may be used as a metric by which the benefits of one material versus
another can be assessed, thereby aiding in materials selection.

A property may be a constant or may be a function of one or more independent variables, such

as temperature. Materials properties often vary to some degree according to the direction in
the material in which they are measured, a condition referred to as anisotropy. Materials
properties that relate to different physical phenomena often behave linearly (or approximately
so) in a given operating range. Modelling them as linear can significantly simplify
the differential constitutive equations that the property describes.

Some materials properties are used in relevant equations to predict the attributes of a system a
priori. For example, if a material of a known specific heat gains or loses a known amount of
heat, the temperature change of that material can be determined. Materials properties are most
reliably measured by standardized test methods. Many such test methods have been
documented by their respective user communities and published through ASTM International.

Mechanical properties:
Young’s modulus:

Young's modulus, also known as the tensile modulus or elastic modulus, is a mechanical

property of linear elastic solid materials. It measures the force (per unit area) that is needed to
stretch (or compress) a material sample.

Young's modulus is named after the 19th-century British scientist Thomas Young. However,
the concept was developed in 1727 by Leonhard Euler, and the first experiments that used the
concept of Young's modulus in its current form were performed by the Italian
scientist Giordano Riccati in 1782, pre-dating Young's work by 25 years. The term modulus is
the diminutive of the Latin term modus which means measure.

A solid body deforms when a load is applied to it. If the material is elastic, the body returns to
its original shape after the load is removed. The material is linear if the ratio of load to
deformation remains constant during the loading process. Not many materials are linear and
elastic beyond a small amount of deformation. A constant Young's modulus applies only to
linear elastic materials. A rigid material has an infinite Young's modulus because an infinite
force is needed to deform such a material. A material whose Young's modulus is very high can
be approximated as rigid.

A stiff material needs more force to deform compared to a soft material. Therefore, the
Young's modulus is a measure of the stiffness of a solid material. Do not confuse:

 stiffness and strength: the strength of material is the amount of force it can withstand
and still recover its original shape;
 material stiffness and geometric stiffness: the geometric stiffness depends on shape,
e.g. the stiffness of an I beam is much higher than that of a spring made of the same steel
thus having the same rigidity;
 stiffness and hardness: the hardness of a material defines the relative resistance that its
surface imposes against the penetration of a harder body;
 Stiffness and toughness: toughness is the amount of energy that a material can absorb
before fracturing.

Young's modulus is the ratio of stress (which has units of pressure) to strain (which

is dimensionless), and so Young's modulus has units of pressure. Its SI unit is therefore the
Pascal (Pa or N/m2 or m−1·kg·s−2). The practical units used are mega Pascal’s (MPa or N/mm2)
or (GPa or kN/mm2). In United States customary units, it is expressed as pounds (force) per
square inch (psi). The abbreviation ksi refers to "kpsi", or thousands of pounds per square
inch.

The Young's modulus enables the calculation of the change in the dimension of a bar made of
an isotropic elastic material under tensile or compressive loads. For instance, it predicts how
much a material sample extends under tension or shortens under compression. The Young's
modulus directly applies to cases uniaxial stress, that is tensile or compressive stress in one
direction and no stress in the other directions. Young's modulus is also used in order to predict
the deflection that will occur in a statically determinate beam when a load is applied at a point
in between the beam's supports. Other elastic calculations usually require the use of one
additional elastic property, such as the shear modulus, bulk modulus or Poisson's ratio. Any
two of these parameters are sufficient to fully describe elasticity in an isotropic material.
 Young's modulus, E, can be calculated by dividing the tensile stress by the extensional
strain in the elastic (initial, linear) portion of the stress–strain curve:

where

E is the Young's modulus (modulus of elasticity)

F is the force exerted on an object under tension;
A0 is the original cross-sectional area through which the force is applied;
ΔL is the amount by which the length of the object changes;
L0 is the original length of the object.

Poison’s ratio:
Poisson's ratio, named after Siméon Poisson, is the negative ratio of transverse to axial strain.
When a material is compressed in one direction, it usually tends to expand in the other two
directions perpendicular to the direction of compression. This phenomenon is called
the Poisson effect. Poisson's ratio   (nu) is a measure of this effect. The Poisson ratio is the
fraction (or percent) of expansion divided by the fraction (or percent) of compression, for
small values of these changes.

Conversely, if the material is stretched rather than compressed, it usually tends to contract in
the directions transverse to the direction of stretching. This is a common observation when a
rubber band is stretched, when it becomes noticeably thinner. Again, the Poisson ratio will be
the ratio of relative contraction to relative expansion, and will have the same value as above.
In certain rare cases, a material will actually shrink in the transverse direction when
compressed (or expand when stretched) which will yield a negative value of the Poisson ratio.

The Poisson's ratio of a stable, isotropic, linear elastic material cannot be less than −1.0 nor
greater than 0.5 due to the requirement that Young's modulus, the shear modulus and bulk
modulus have positive values. Most materials have Poisson's ratio values ranging between 0.0
 and 0.5. A perfectly incompressible material deformed elastically at small strains would have
a Poisson's ratio of exactly 0.5. Most steels and rigid polymers when used within their design
limits (before yield) exhibit values of about 0.3, increasing to 0.5 for post-yield deformation
(Seismic Performance of Steel-Encased Concrete Piles by RJT Park) (which occurs largely at
constant volume.) Rubber has a Poisson ratio of nearly 0.5. Cork's Poisson ratio is close to 0:
showing very little lateral expansion when compressed. Some materials, mostly polymer
foams, have a negative Poisson's ratio; if these auxetic materials are stretched in one direction,
they become thicker in perpendicular direction. Some anisotropic materials have one or more
Poisson ratios above 0.5 in some directions.

Assuming that the material is stretched or compressed along the axial direction (the x axis in
the below diagram):

where

 is the resulting Poisson's ratio,

 is transverse strain (negative for axial tension (stretching), positive for axial
compression)
 is axial strain (positive for axial tension, negative for axial compression).

Yield strength:
A yield strength or yield point of a material is defined in engineering and materials science as
the stress at which a material begins to deform plastically. Prior to the yield point the material
will deform elastically and will return to its original shape when the applied stress is removed.
Once the yield point is passed, some fraction of the deformation will be permanent and non-
reversible. In the three-dimensional space of the principal stresses ( ), an infinite
number of yield points form together a yield surface.

Knowledge of the yield point is vital when designing a component since it generally represents
an upper limit to the load that can be applied. It is also important for the control of many
materials production techniques such as forging, rolling, or pressing. In structural engineering,
this is a soft failure mode which does not normally cause catastrophic failure or ultimate
failure unless it accelerates buckling.

It is often difficult to precisely define yielding due to the wide variety of stress–strain
curves exhibited by real materials. In addition, there are several possible ways to define
yielding:

True elastic limit 

The lowest stress at which dislocations move. This definition is rarely used, since
dislocations move at very low stresses, and detecting such movement is very difficult.

Proportionality limit 
Up to this amount of stress, stress is proportional to strain (Hooke's law), so the stress-strain
graph is a straight line, and the gradient will be equal to the elastic modulus of the material.

Elastic limit (yield strength) 

Beyond the elastic limit, permanent deformation will occur. The elastic limit is therefore the
lowest stress at which permanent deformation can be measured. This requires a manual load-
unload procedure, and the accuracy is critically dependent on the equipment used and operator
skill. For elastomers, such as rubber, the elastic limit is much larger than the proportionality
limit. Also, precise strain measurements have shown that plastic strain begins at low stresses.
Yield point 
The point in the stress-strain curve at which the curve levels off and plastic deformation
begins to occur.
Offset yield point (proof stress) 
When a yield point is not easily defined based on the shape of the stress-strain curve an offset
yield point is arbitrarily defined. The value for this is commonly set at 0.1 or 0.2% plastic
strain.[The offset value is given as a subscript, e.g., Rp0.2=310 MPa. High strength steel and
aluminum alloys do not exhibit a yield point, so this offset yield point is used on these
materials
Upper and lower yield points 
 Some metals, such as mild steel, reach an upper yield point before dropping rapidly to a lower
yield point. The material response is linear up until the upper yield point, but the lower yield
point is used in structural engineering as a conservative value. If a metal is only stressed to the
upper yield point, and beyond, Lüders bands can develop

Steel:
Structural steel is a category of steel used as a construction material for making structural
steel shapes. A structural steel shape is a profile, formed with a specific cross section and
following certain standards for chemical composition and mechanical properties. Structural
steel shapes, sizes, composition, strengths, storage practices, etc., are regulated bystandards in
most industrialized countries.

Structural steel members, such as I-beams, have high second moments of area, which allow
them to be very stiff in respect to their cross-sectional area. Most steels used throughout
Europe are specified to comply with the European standard EN 10025. However, many
national standards also remain in force.

Typical grades are described as 'S275J2' or 'S355K2W'. In these examples, 'S' denotes
structural rather than engineering steel; 275 or 355 denotes the yield strength in newtons per
square millimetre or the equivalent megapascals; J2 or K2 denotes the materials toughness by
reference to Charpy impact test values; and the 'W' denotes weathering steel. Further letters
can be used to designate fine grain steel ('N' or 'NL'); quenched and tempered steel ('Q' or
'QL'); and thermomechanically rolled steel ('M' or 'ML').
The normal yield strength grades available are 195, 235, 275, 355, 420, and 460, although
some grades are more commonly used than others e.g. in the UK, almost all structural steel is
grades S275 and S355. Higher grades are available in quenched and tempered material (500,
550, 620, 690, 890 and 960 - although grades above 690 receive little if any use in
construction at present).

Carbon steel:

Carbon steel is steel in which the main interstitial alloying constituent is carbon in the range

of 0.12–2.0%. The American Iron and Steel Institute (AISI) definition says:Steel is considered
to be carbon steelwhen no minimum content is specified or required
for chromium, cobalt, molybdenum, nickel, niobium, titanium, tungsten,vanadium or zirconiu
m, or any other element to be added to obtain a desired alloying effect;when the specified
minimum for copper does not exceed 0.40 percent;or when the maximum content specified for
any of the following elements does not exceed the percentages
noted:manganese 1.65, silicon 0.60, copper 0.60. The term "carbon steel" may also be used in
reference to steel which is not stainless steel; in this use carbon steel may include alloy steels.

As the carbon percentage content rises, steel has the ability to

become harder and stronger through heat treating; however, it becomes less ductile.
Regardless of the heat treatment, a higher carbon content reduces weldability. In carbon steels,
the higher carbon content lowers the melting point

Hmc fud polymer materials:

Polypropylene is one of the most versatile materials available today. HMC Polymers’ PP
resins are the basic building blocks used by our customers to make countless everyday
products that have a positive effect on people's lives. MC Polymers' polypropylene resins are
used by our customers to manufacture a diverse array of goods including consumer products,
fresh food packaging, high-strength construction materials, automotive and electrical
components, durable textiles, medical applications, pipe systems and many others.
Applications for PP resins continue to grow every day replacing traditional materials such as
glass, wood and metal -- and other polymers.

Primary Advantages of Polypropylene

Low density (0.9 g/cm3)

Good sound-deadening properties

Excellent reproduction of mould surface

Versatile (processed in many ways)

Easily coloured

Easily modified

Good water vapour barrier

Excellent chemical resistance

Capable of being recycled

 5. ANSYS PROCESS
ANSYS PROCESS:-
IMPORTING THE COMPONEENT FROM CAD (CREO) TOOL TO CAE TOOL
(ANSYS):
STRUCTURAL ANALYSIS:-
1. Click on Ansys workbench
Static structural

3.engineering dataright click enter values

FOR
Steel
Ex: - 2*10^11 Pa
Poison ratio: 0.3
Density: 7850 Kg/m^3
Yield strength: 250 Mpa

Carbon steel
Ex: - 2*10^11 Pa
Poison ratio: 0.285
Density: 7850 Kg/m^3
Yield strength: 320 Mpa

Hmc
Ex: - 1.75*10^11 Pa
Poison ratio: 0.3
Density: 1600 Kg/m^3
Yield strength: 500 Mpa
4. Geometry right click import geometry import iges format model
After importing model just click on geometry option then we will get selection of
material. From engineering data here we already applied steel and carbon steel-en6 and hmc
material.
After completion of material selection here we have to create meshing for each object meshing
means it is converting single part into no of parts. And this mesh will transfer applied loads for
overall object. After completion meshing only we can solve our object. Without mesh we cannot
solve our problem. And here we are using tetra meshing and the model shown in below.
Meshing

After completion of meshing now we have to apply boundary conditions according to our
requirement
Static structural supportsfixed supportselect holes
Rotational velocity2500RPM
Force1855N
After completion of boundary conditions here we have check results by solving. Just click on
solve option and select results like deformation, strain, stress values for circular tool.
Solutionsolvedeformation
Solutionsolvestrain
Solutionsolvestress
Solutionsolvestrain energy
Solutionsolvesafety factor

Results (steel-existing material)

Deformation

Stress
Strain energy

Safety factor
Results (carbon steel)
Deformation

Stress
Strain energy

Safety factor
Results (hmc fud material)
Deformation

Stress
Strain energy

Safety factor
Tables:
Structural steel Carbon steel en6 Hmc fud
Deformation (mm) 0.023867 0.023791 0.027368
Stress(Mpa) 187.19 187 187.05
Strain energy (mJ) 0.14892 0.14928 0.16992
Safety factor 1.3355 1.7112 2.6731

Graphs:
Deformation
 Deformation (mm)
0.03

0.03

0.03
Deformation (mm)
0.03

0.02

0.02

0.02
Structural steel Carbon steel en6 Hmc fud

Stress

Stress(Mpa)
187.25

187.2

187.15

187.1 Stress(Mpa)

187.05

187

186.95

186.9
Structural steel Carbon steel en6 Hmc fud

Strain energy
 Strain energy (mJ)
0.18
0.17
0.17
0.16
Strain energy (mJ)
0.16
0.15
0.15
0.14
0.14
Structural steel Carbon steel en6 Hmc fud

Safety factor

Safety factor
3

2.5

2
Safety factor
1.5

0.5

0
Structural steel Carbon steel en6 Hmc fud
 Conclusion
Rocker arm is an important component of engine, failure of rocker arm makes engine useless
also requires costly procurement and replacement. An extensive research in the past clearly
indicates that the problem has not yet been overcome completely and designers are facing lot
of problems specially, stress concentration and effect of loading and other factors.
In this project we designing one rocker arm by using cad tool creo-2 and then imported
into cae tool Ansys workbench here we have steel is an existing material to improve its
efficiency here we also analysing with another 2 materials. And calculating results like
deformation stress and strain values from all these results here we can say that HMC FUD
polymer material producing less stress and high strength values and also we were decreasing
weight up to 25%. And also increasing total strength of the object.
Finally we can conclude that we can replace hmcfud polymer material with steel
material to get better results.
 REFERENCES
[1] Z. W. Yu, X. L. Xu, “Failure analysis of diesel engine rocker arms”, Engineering Failure
Analysis, Volume 13, Issue 4, June 2006, Pages 598-605.
[2] S. M. Husain, and Prof. S. Sheikh, “Design and analysis of rocker arm”, International
Journal of Mechanical Engineering and Robotics Research
[3] Chin-Sung Chung, Ho-Kyung Kim "Safety evaluation of the rocker arm of a diesel
engine”, Materials & Design, Volume 31, Issue 2, February 2010, Pages 940-945
[4] S. M. Husain, and Prof. S. Sheikh, “Rocker arm: - A review”, International Journal of
Innovative Research in Science, Engineering and Technology, Vol. 2, Issue 4, April 2013
[5] V B Bhandari, Design of Machine Elements, ch 25, pp 906-909
[6] D. W. Lee, S. S. Cho, and W. S. Joo,”An estimation of failure stress condition in rocker
arm shaft through FEA and microscopic fractography”, Journal of Mechanical Science and
Technology 22 (2008) 2056~2061
[7] J. Sharief, K. D. Sushmitha, “Design and analysis of a Rocker Arm”, International Journal
of Computational Engineering Research (IJCER), Volume 05, Issue 11, November 2015
[8] Extract from: http://www.engineerUG Student.co.uk/steel_selection.html