Project Report file

On

Finite Element Stress Analysis of a Piston-Cylinder

Assembly of an IC Engine

Submitted In Partial Fulfillment of the Requirements

For the Degree of

BACHELOR OF TECHNOLOGY
In

Mechanical Engineering

Submitted to: Submitted by:

Mr. Anup Raj Piyush Lavania

Scientist ‘D’ (2000640400008)

ADRDE, Agra HCST, Mathura

Aerial Delivery Research and Development Establishment, Agra

 DECLARATION

I, Piyush Lavania, student of Bachelor of Technology in Mechanical

Engineering declare that the project report entitled “Finite Element Stress
Analysis of a Piston-Cylinder Assembly of an IC Engine” is a representation of
my original research work. The work was done under the guidance of Shri Anup
Raj (Sc ‘D’) at ADRDE, Agra. I further declare that this thesis has not been
submitted and will not be submitted, in part or in full, for the award of any degree
or diploma in this institute or any other institute or any other university.

Date: 28/August/2023 [Piyush Lavania]

a
 CERTIFICATE

This is to certify that the project report entitled “Finite Element Stress Analysis
of a Piston-Cylinder Assembly of an IC Engine” submitted by Piyush Lavania
in partial fulfillment of the requirement for award of Bachelor of Technology
degree in Mechanical Engineering is an authentic work carried out by him under
my guidance and supervision.

Date: 28/August/2023 Shri Anup Raj

Place: Agra Scientist ‘D’
ADRDE, Agra.

b
 ACKNOWLEDGEMENT

The success and Final outcome of this project required a lot of guidance and
assistance from many people, and I am extremely privileged to have got this all
along the completion of my project. All that I have done is only due to such
supervision and assistance and I would not forget to thank them. I am thankful to
Shri Anup Raj, Scientist “D”, Aerial Delivery Research and Development
Establishment, Agra for sharing his knowledge and giving me the opportunity to
work under him on the Project “Finite Element Analysis of a Piston-Cylinder
Assembly of an IC Engine”.

I am extremely thankful to my parents for all their support and my friends for
providing me the most required support and continuous assistance in completing
this project and helping me to solve various problems encountered during the
progress of this project.

c
 ABSTRACT

The piston-cylinder assembly has been analyzed to investigate the stresses, strain
and deformation under static loading conditions. The finite element structural
analysis shows the material strength and pressure differential requirements and
areas where material can be optimized in weight and strength. Graphic output from
the analysis shows the deformed shapes and the stress distribution. The theoretical
formulas and finite element analysis are used to estimate the structural analysis and
other design related parameters of the piston-cylinder assembly. Finally, the
stresses, strain and deformation has been identified.

The findings of this research contribute to the understanding of piston-cylinder

assembly design and analysis. The comparison of theoretical results and Ansys
simulation enables a comprehensive evaluation of piston-cylinder assembly’s
behavior. The results and methodologies presented in this report serve as a
foundation for further research and development in the field of piston-cylinder
assembly design.

d
 LIST OF FIGURES

Figure 1. Internal Combustion Engine Page No.1

Figure 2. Working of 4-stroke IC engine Page No.6

Figure 3. Piston Measurements 1 Page No.12

Figure 4. Piston Measurements 2 Page No.12

Figure 5. Piston Page No.13

Figure 6. Connecting Rod Measurements 1 Page No.13

Figure 7. Connecting Rod Measurements 2 Page No.14

Figure 8. Connecting Rod Page No.14

Figure 9. Pin Page No.15

Figure 10. Upper Case Measurements 1 Page No.15

Figure 11. Upper Case Page No.16

Figure 12. Lower Case Measurements 1 Page No.16

Figure 13. Lower Case Measurements 2 Page No.17

Figure 14. Lower Case Page No.17

Figure 15. Crankshaft Measurements 1 Page No.18

Figure 16. Crankshaft Measurements 2 Page No.18

Figure 17. Crankshaft Measurements 3 Page No.19

Figure 18. Assembly Page No.19

Figure 19. Ansys Workbench Page No.20

Figure 20. Model in Ansys Page No.21

e
Figure 21. Model Mesh Page No.22

Figure 22. Mesh Details Page No.22

Figure 23. Pressure Application on Model Page No.23

Figure 24. Force Application on Model Page No.23

Figure 25. Fixing the Model Page No.24

Figure 26. Total Deformation Page No.25

Figure 27. Normal Stress Page No.26

Figure 28. Shear Stress Page No.27

Figure 29. Equivalent Stress Page No.28

Figure 30. Equivalent Elastic Strain Page No.29

f
 LIST OF TABLES

Table 1. Total Deformation Table Page No.25

Table 2. Normal Stress Table Page No.26

Table 3. Shear Stress Table Page No.27

Table 4. Equivalent Stress Table Page No.28

Table 5. Equivalent Elastic Strain Table Page No.29

Table 6. Comparison Table of Total Deformation Page No.30

Table 7. Comparison Table of Normal Stress Page No.31

Table 8. Comparison Table of Shear Stress Page No.31

Table 9. Comparison Table of Equivalent Stress Page No.32

Table 10. Comparison Table of Equivalent Elastic Strain Page No.32

g
 TABLE OF CONTENT

DECLARATION a

CERTIFICATE b

ACKNOWLEDGEMENT c

ABSTRACT d

LIST OF FIGURES e

LIST OF TABLES g

TABLE OF CONTENT h

NOMENCLATURE i

1. Introduction Page No.1

1.1) Motivation of the Project Page No.1

1.2) IC Engine Page No.1
1.3) Classification of IC Engine Page No.2
1.4) Working of IC Engine Page No.4
1.5) Components of IC engine Page No.6
1.6) Finite Element Analysis Method Page No.9

2. Methodology Page No.12

2.1) Design and description of the model Page No.12

2.2) Simulation in Ansys Page No.20
3) Result and discussion Page No.25

3.1) Simulation Results Page No.25

3.2) Theoretical vs. Simulation Values Page No.30
4) Conclusion Page No.33

h
 NOMENCLATURE

l = Deformation

P = Pressure

l = Length

E = Young’s Modulus of Elasticity

F = Load

A = Area where load is applied

 = Normal Stress

S = Shear Stress

AC = Cross-sectional Area

E = Equivalent Stress

E = Equivalent Elastic Strain

i
1. Introduction:

1.1) Motivation of the Project:

Engines, the heartbeats of modern machinery and vehicles, are intricate marvels of
engineering that propel our world forward. These mechanical powerhouses harness
various forms of energy to generate motion, perform work, and drive countless
applications. While providing power, engines are subjected to various types of
loads of different magnitudes in different parts. To avoid failure of these devices,
proper stress-strain analysis needs to be done. In this report, finite element analysis
is done through Ansys software and the results are compared with theoretical
results. For this report, two type of loads i.e. pressure and downward load is taken
into consideration and static structural analysis of piston- cylinder assembly of an
IC engine is done.

1.2) IC Engine:

An internal combustion engine (IC engine) is a marvel of engineering that powers

many of the vehicles and machinery we rely on daily. It operates on the
fundamental principle of converting chemical energy, typically in the form of
gasoline or diesel, into mechanical energy through controlled explosions within its
combustion chambers. These explosions drive pistons, which in turn generate
rotational motion that powers the vehicle or equipment. They have played a pivotal
role in shaping modern transportation and industry, enabling the efficient
movement of people and goods across the globe while continuously evolving to
meet demands for performance, efficiency, and environmental considerations.

Figure 1. Internal Combustion Engine

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1.3) Classification of IC Engine:

Internal Combustion (IC) engines are widely used in various applications, ranging
from automobiles and motorcycles to industrial machinery and power generators.
These engines are classified based on several criteria, including their cycle, fuel
type, arrangement, and application. Let's delve into the details of the classification
of IC engines:

A. Based on Cycle:

IC engines operate on different cycles, which describe the sequence of events that
occur within the engine during one complete working cycle. The two primary
cycles are:

- Otto Cycle (Spark Ignition): This cycle is used in gasoline (petrol) engines. It
consists of four processes: intake, compression, power, and exhaust. A spark plug
ignites the air-fuel mixture at the end of the compression stroke.

- Diesel Cycle (Compression Ignition): This cycle is used in diesel engines. Similar
to the Otto cycle, it comprises four processes: intake, compression, power, and
exhaust. However, in diesel engines, air alone is compressed to a high temperature
and pressure, and then fuel is injected into the combustion chamber, igniting due to
the high temperature of the compressed air.

B. Based on Fuel Type:

IC engines can be classified according to the type of fuel they use:

- Gasoline (Petrol) Engines: These engines run on gasoline and use spark plugs to
ignite the air-fuel mixture.

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- Diesel Engines: Diesel engines use diesel fuel and rely on high compression to
ignite the air-fuel mixture without spark plugs.

- Gas Engines: These engines use natural gas or other gaseous fuels as their
primary fuel source. They are often used in applications where natural gas is
abundant.

C. Based on Arrangement:

IC engines can be categorized based on how their cylinders are arranged:

- Inline Engine: In this arrangement, cylinders are arranged in a straight line. Inline
engines are often used in smaller vehicles and have a more compact design.

- V-Type Engine: Cylinders are arranged in two banks at an angle to each other,
resembling the letter "V." V-type engines are common in both cars and larger
vehicles due to their ability to accommodate more cylinders.

- Flat or Boxer Engine: In this arrangement, cylinders are horizontally opposed,

with two banks of cylinders facing each other. This design provides a lower center
of gravity and smoother operation.

D. Based on Application:

IC engines are also classified based on the application they are designed for:

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- Automotive Engines: These are engines used in automobiles, including cars,
trucks, and buses. They are further categorized based on their size and power
output.

- Marine Engines: Designed for use in ships and boats, marine engines are built to
withstand the harsh conditions of marine environments.

- Aircraft Engines: These engines are designed to power airplanes and are
optimized for high power-to-weight ratios and efficient operation at high altitudes.

- Industrial Engines: Used in various industrial applications, such as power

generation, construction equipment, and agricultural machinery.

In addition to these classifications, IC engines can also be differentiated by factors

such as cooling methods (air-cooled or water-cooled) and number of strokes (two-
stroke or four-stroke).

IC engine technology continues to evolve, with advancements in efficiency,

emissions reduction, and alternative fuels playing a significant role in shaping the
industry.

1.4) Working of IC Engine:

Let's focus on the most common type of IC engine: the four-stroke spark-ignition
(gasoline) engine, also known as the Otto cycle engine.

Working of a Four-Stroke Spark-Ignition IC Engine:

A. Intake Stroke:

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 - The piston starts at the top of its cylinder (top dead center or TDC).

- The intake valve opens, and the piston moves down the cylinder (moves
towards bottom dead center or BDC).

- The intake valve allows a mixture of air and fuel to enter the cylinder from the
intake manifold.

B. Compression Stroke:

- Both the intake and exhaust valves are closed.

- The piston moves back up the cylinder, compressing the air-fuel mixture.

- The compression increases the pressure and temperature of the mixture.

C. Power Stroke:

- At the end of the compression stroke, a spark plug ignites the compressed air-
fuel mixture.

- The ignited mixture rapidly burns, creating a high-pressure, expanding gas.

- This expansion forces the piston down the cylinder, generating mechanical
power.

- The energy from the power stroke is transferred to the crankshaft through the
connecting rod, converting linear motion into rotary motion.

D. Exhaust Stroke:

- After the power stroke, the exhaust valve opens, and the piston moves up the
cylinder.

- The rising piston pushes the burnt exhaust gases out of the cylinder and into the
exhaust manifold.

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 - The cycle is completed, and the engine is ready for the next intake stroke.

Figure 2. Working of 4-stroke IC engine

Keep in mind that the actual engine is more complex, with additional components
like camshafts, timing belts, and various sensors controlling the fuel injection and
ignition timing. Also, this description is based on a four-stroke cycle; two-stroke
engines have a different cycle involving fewer strokes for each power cycle.

1.5) Components of IC engine:

Internal Combustion (IC) engines are composed of various components, each
serving a specific role in the operation of the engine. Let's delve into the details of
the major components of an IC engine:

A. Cylinder Block:

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 - The cylinder block forms the main structure of the engine. It houses the
cylinders where the combustion process takes place.

- It also contains passages for coolant circulation to maintain optimal operating

temperature.

B. Cylinder Head:

- The cylinder head is attached to the top of the cylinder block.

- It contains intake and exhaust ports, spark plugs (in gasoline engines), and
valves that control the flow of air and exhaust gases in and out of the cylinders.

C. Pistons:

- Pistons are cylindrical components that move within the cylinders.

- They are connected to the crankshaft via connecting rods and convert the
pressure generated by the combustion process into mechanical motion.

D. Connecting Rods:

- Connecting rods connect the pistons to the crankshaft.

- They transmit the reciprocating motion of the pistons into rotary motion of the
crankshaft.

E. Crankshaft:

- The crankshaft is a rotating shaft that converts the linear motion of the pistons
into rotary motion.

- It is connected to the wheels in vehicles to provide propulsion.

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F. Camshaft:

- The camshaft controls the opening and closing of the engine's intake and
exhaust valves.

- It is driven by the crankshaft and has lobes or cams that actuate the valves
through a series of mechanisms (pushrods, rocker arms, or directly).

G. Valves:

- Valves control the flow of air and exhaust gases in and out of the combustion
chamber.

- Intake valves allow fresh air (and fuel in gasoline engines) to enter the cylinder,
and exhaust valves allow burned gases to exit.

H. Piston Rings:

- Piston rings are placed around the pistons and help seal the combustion
chamber.

- They prevent the escape of combustion gases and ensure efficient compression
and power strokes.

I. A gudgeon pin:

- Also known as a piston pin or wrist pin is a crucial component in an internal

combustion engine.

- It connects the piston to the connecting rod, allowing the piston to move within
the cylinder while transmitting the force generated during combustion to the
connecting rod.

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These are just some of the key components of an IC engine. The interactions and
functions of these components contribute to the overall operation and efficiency of
the engine, making them crucial for the performance of vehicles, machinery, and
other applications.

1.6) Finite Element Analysis Method:

Finite Element Analysis (FEA) is a powerful numerical method used in
engineering and applied sciences to solve complex physical problems. It's a
simulation technique that divides a complex geometry or physical domain into
smaller, simpler elements, allowing engineers and researchers to analyze how the
system behaves under various conditions. FEA is widely used for structural
analysis, heat transfer, fluid flow, electromagnetics, and more. Detailed overview
of the Finite Element Analysis method:

A. Problem Formulation:

- The first step is to define the problem you want to analyze. This includes
specifying the geometry, material properties, boundary conditions, and the type of
analysis required (structural, thermal, etc.).

B. Discretization:

- The continuous geometry is divided into smaller discrete elements. These

elements can be triangles or quadrilaterals in 2D or tetrahedrons or hexahedrons in
3D. Each element is defined by a set of nodes, and the behavior within an element
is approximated using mathematical interpolation functions.

C. Element Types:

- Different types of elements are used based on the nature of the problem. For
example, truss elements are used for structural analysis, while heat transfer
problems might use heat conduction elements.

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D. Mesh Generation:

- The process of creating the discrete mesh from the continuous geometry is
called mesh generation. A fine mesh is needed in areas of high stress gradients or
rapid changes in the solution, while coarser meshes are sufficient in less critical
regions.

E. Governing Equations:

- For each element, governing equations based on the physics of the problem
(e.g., equilibrium equations for structural analysis) are formulated. These equations
relate the unknown variables (such as displacements, temperatures) to known
quantities (such as loads, boundary conditions).

F. Assembly:

- The equations for all elements are assembled into a global system of equations
that represents the behavior of the entire structure or system. This system of
equations is often large and sparse.

G. Solution:

- The global system of equations is solved using numerical techniques, often

iterative methods. The solution provides the values of the unknown variables
(displacements, stresses, temperatures, etc.) at the nodes of the mesh.

H. Post-Processing:

- Once the solution is obtained, post-processing is performed to extract

meaningful information. This could involve generating contour plots of stress

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distribution, displacement vectors, temperature profiles, and other relevant
quantities.

I. Validation and Iteration:

- The results obtained from FEA need to be validated against experimental data
or known analytical solutions. If discrepancies are found, the model may need
refinement, and the analysis process may need to be iterated.

Finite Element Analysis offers several advantages, such as the ability to study
complex geometries, predict system behavior under various conditions, optimize
designs, and reduce the need for physical prototypes. However, it requires careful
consideration of modeling assumptions, mesh quality, and solution convergence to
ensure accurate results.

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2. Methodology:
2.1) Design and description of the model:
In this project, Solid-works is used to design the model of piston-cylinder
assembly. Various parts which are designed are mentioned below:

A) Piston:

The various dimensions of piston are shown in the given figures:

Figure 3. Piston Measurements 1

Figure 4. Piston Measurements 2

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The final design of piston is shown below:

Figure 5. Piston

B) Connecting rod:

Various dimensions of connecting rod are shown in below figures:

Figure 6. Connecting Rod Measurements 1

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Figure 7. Connecting Rod Measurements 2

Figure 8. Connecting Rod

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C) Pin:

Various dimensions of pin are shown in the given figure:

Figure 9. Pin

D) Upper case:

Various dimensions of upper case are shown in given figures:

Figure 10. Upper Case Measurements 1

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 Figure 11. Upper Case

E) Lower case:

Various dimensions of lower case are shown in given figures:

Figure 12. Lower Case Measurements 1

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Figure 13. Lower Case Measurements 2

Figure 14. Lower Case

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F) Crank shaft:

Various dimensions of crank shaft are shown in the given figure:

Figure 15. Crankshaft Measurements 1

Figure 16. Crankshaft Measurements 2

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 Figure 17. Crankshaft Measurements 3

Assembly:

When all parts are designed then assembly is made by the help of mate feature in
solid works. Here piston is restricted to reciprocate inside the upper case and
connecting rod is connected to piston with the help of pin. Crank shaft is kept in
lower case and two ends of crank shaft is fixed. The final assembly is shown
below:

Figure 18. Assembly

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2.2) Simulation in Ansys:
In Ansys workbench, static structural analysis system is selected. Here,in
‘Geometry’, assenbly file is uploaded in iges(.igs) format. Now, for editing the
model and start our analysis, ‘Model’ is selected. The figure of same is shown
below:

Figure 19. Ansys Workbench

Our model is opened In Mechanical as shown in the figure:

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 Figure 20. Model in Ansys

Now after importing our model, pre-processing needs to be done. It includes mesh
creation, applying boundary conditions, etc. By default, the material of model is
taken as structural steel.

Meshing, also known as mesh generation, is the process of generating a two-

dimensional and three-dimensional grid. It is dividing complex geometries into
elements that can be used to discretize a domain. Ansys mesh capabilities are often
referred to as the gold standard for modeling and simulation of workflows for
meshing complex parts.

Mesh creation is done by specifying the conditions of mesh and then click to
generate mesh. The mesh generated for piston-cylinder assembly is shown in
figure:

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 Figure 21. Model Mesh

The details of mesh formed are shown in figure below:

Figure 22. Mesh Details

Now boundary conditions are applied. A boundary condition is a place on a

structure interaction with the environment either the external force or the
displacement at the start of the analysis. In this way, boundary conditions are
where the structure interacts with the environment either through the application of
external force or some restraint that is imposing a displacement.

A pressure of 8000Pa is applied on the top surface of the piston as shown in the
figure:

Page | 22
 Figure 23. Pressure Application on Model

Next, a force is applied at the upper center of connecting rod as shown in figure.
The magnitude of force is 5000N and its direction is downwards. The same is
shown in figure below:

Figure 24. Force Application on Model

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Next, some parts are fixed in the model so that there will not be any error in
solving. The upper case, lower case and lateral ends of crank shaft are fixed as
shown in the figure:

Figure 25. Fixing the Model

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3) Result and discussion:
3.1) Simulation Results:
A. Total Deformation:

Total deformation refers to the cumulative change in shape or size experienced by

a material or structure due to external forces, temperature changes, or other
environmental factors. Total deformation of the model can be seen in the figure
below. Different deformations can be seen in different parts as shown by different
colors. The maximum deformation is at the top of piston. The magnitude of which
is about 0.0025438 m.

Figure 26. Total Deformation

The maximum, minimum and average total deformations is shown in table below:

Table 1. Total Deformation Table

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B. Normal Stress:

Normal stress is a type of mechanical stress that acts perpendicular to the cross-
sectional area of a material. It's the force applied per unit area in a direction
perpendicular to that area. Normal stress along X-axis is shown in figure below:

Figure 27. Normal Stress

Values of normal stress are shown in table below:

Table 2. Normal Stress Table

C. Shear Stress:

Shear stress is another type of mechanical stress that acts parallel to a material's
cross-sectional area. It represents the force per unit area that is applied tangentially

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to the material's surface, causing one layer of the material to slide or deform
relative to an adjacent layer. Distribution of shear stress among different parts of
the model is shown in the figure below:

Figure 28. Shear Stress

Values of shear stress are represented in the table below:

Table 3. Shear Stress Table

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D. Equivalent Stress:

Equivalent stress is a concept used to simplify and represent complex stress

distributions in materials subjected to various loading conditions. It's a single value
that represents the combined effect of different types of stresses acting on a
material in different directions. Equivalent stress in different parts of the piston-
cylinder assembly is shown in figure below:

Figure 29. Equivalent Stress

Values of equivalent stress are shown in table below:

Table 4. Equivalent Stress Table

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E. Equivalent Elastic Strain:

Equivalent Elastic Strain is a concept used to represent the cumulative effect of

various strains in different directions on a material while considering its elastic
deformation behavior. Variation of equivalent elastic strain in different parts of
model is shown in figure below:

Figure 30. Equivalent Elastic Strain

The values of equivalent elastic strain are shown in table below:

Table 5. Equivalent Elastic Strain Table

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3.2) Theoretical vs. Simulation Values:
A. Total Deformation:

Theoretical Value:

l piston = (P*l piston)/E

P= 8000Pa, l piston =60mm, E=210 GPa

l piston = (8000 * 0.06)/(210*109)

= 0.00112 m

l connecting rod = (F*l connecting rod)/(A Connecting Rod*E)

F=5000N, l connecting rod =120 mm, A Connecting Rod =300mm2

l connecting rod = (5000*0.12)/(300*10-6 * 210*109)

= 0.00129m

l Total = l piston+l connecting rod

= 0.00112+0.00129

= 0.00241m

Simulation Value:

l Total=0.002543m

Comparison Table:

Theoretical Value Simulation Value Error

0.00241m 0.002543m 5.5%
Table 6. Comparison Table of Total Deformation

B. Normal Stress:

Theoretical Value:

= F/A

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F=5000N, A=300mm2

 = 5000/ (300*10-6)

= 1.11 * 109 Pa

Simulation Value:

 = 1.036 * 109 Pa

Comparison Table:

Theoretical Value Simulation Value Error

1.11 * 109 Pa 9
1.036 * 10 Pa 6%
Table 7. Comparison Table of Normal Stress

C. Shear Stress:

Theoretical Value:

S=F/AC

F=5000N, AC=108mm2

S= 5000/ (108*10-6)

= 0.98 * 109 Pa

Simulation Value:

S= 1.073 *109 Pa

Comparison Table:

Theoretical Value Simulation Value Error

0.98 * 109 Pa 9
1.076 * 10 Pa 8%
Table 8. Comparison Table of Shear Stress

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D. Equivalent Stress:

Theoretical Value:

E= {(/2)2 +(S) 2}

= {(1.11 * 109 /2)2 + (0.98 * 109) 2}

= 2.48 * 109 Pa

Simulation Value:

E= 2.61 * 109 Pa

Comparison Table:

Theoretical Value Simulation Value Error

9 9
2.48 * 10 Pa 2.61 * 10 Pa 5%
Table 9. Comparison Table of Equivalent Stress

E. Equivalent Elastic Strain:

Theoretical Value:

E=E/E

= 2.61 * 109/210*109

= 0.0123 m/m

Simulation Value:

E= 0.01467 m/m

Comparison Table:

Theoretical Value Simulation Value Error

9 9
2.48 * 10 Pa 2.61 * 10 Pa 9%
Table 10. Comparison Table of Equivalent Elastic Strain

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4) Conclusion:
The objective of the project was to investigate the structural analysis of a piston-
cylinder assembly of an IC engine. At the same time the objective was also to
estimate all the input parameters required for carrying out the structural analysis of
the piston-cylinder assembly of an IC engine. During the project, the following
innovative tasks were carried out.

1. The modern tool like Ansys were used for simulating piston-cylinder assembly
has been used to generate geometric, material properties required for structural
analysis.
2. The maximum stress distribution of the piston-cylinder assembly has been
extensively examined using different approaches, namely theoretically using finite
element analysis method and simulation method using Ansys software. A
comparative study has also been carried out for the results obtained using these
methods.
3. In Ansys, structural analysis for the envelope done by taking gas pressure and
downward force individually and by applying all loads separately their overall
stress distribution was happened on the piston-cylinder assembly then the output
will be in the form of graphics by indication in colors. Also shown the where
maximum stress distribution was occurred on the surface of the piston-cylinder
assembly.
4. For structural analysis in Ansys, the boundary conditions must include getting
accurate results of stress distributions in the form of graphics.
5. In theoretically the finite element analysis method were used to find the
properties individually by applying loads as taking gas pressure and downward
force. By adding all loads and then applying on the assembly, the theoretical output
came in terms of maximum stress occurred on the piston-cylinder assembly.
6. Finally, comparison has been made in values obtained in Ansys simulation and
theoretically by the finite element analysis.

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