A PROJECT REPORT

ON

DESIGN AND ANALYSIS OF ENGINE BLOCK (V6 ENGINE)

Submitted for partial fulfillment of the requirement for the award of the degree of
BACHELOR OF TECHNOLOGY
IN
MECHANICAL ENGINEERING

SUBMITTED BY
M.PAVAN KUMAR 18D45A0312
E. KOUSHIK KUMAR 18D45A0315
T.JAYANTH KUMAR 18D45A0318
E.SUNDEEP 18D45A0345

Under the Guidance of

P.ASHOK KUMAR
Associate Professor

DEPARTMENT OF MECHANICAL ENGINEERING

SRI INDU COLLEGE OF ENGINEERING & TECHNOLOGY

(An Autonomous institute under UGC, Affiliated to JNTUH)
2018 – 2021
 CERTIFICATE

This is to certify that the project work entitled

DESIGN AND ANALYSIS OF ENGINE BLOCK (V6 ENGINE)
is the bonafide work done by

M.PAVAN KUMAR 18D45A0312

E.KOUSHIK KUMAR 18D45A0315

T.JAYANTH KUMAR 18D45A0318

E.SUNDEEP 18D45A0345

The students of Department of Mechanical Engineering in SRI INDU

COLLEGE OF ENGINEERING & TECHNOLOGY submitted this
project to JNTU, Hyderabad in partial fulfillment of the requirements
for the award of B. Tech degree in Mechanical Engineering. This work
has been carried out under my guidance and has not been submitted the
same for any university/institution for the award of any degree/diploma.

Internal Examiner HOD

External Examiner Principal

 ACKNOWLEDGEMENT

At this pleasing moment of having successfully completed our project, we wish to

convey our sincere thanks and gratitude to the management of our college and our beloved

CHAIRMAN, SHRI R. VENKATA RAO sir, who provided all the facilities to us. We

would like to express our sincere thanks to our PRINCIPAL, SHRI Dr. G. SURESH sir, for

forwarding us to do our project and offering adequate duration in completing our project.

We are also grateful to the HEAD OF DEPARTMENT, DEPARTMENT OF

MECHANICAL ENGINEERING, SHRI DR. P. MALLESSHAM sir, for his constructive

suggestions & encouragement during our project. We also extent our deepest gratitude

towards him as for acting as our GUIDE and giving us proper guidance without which we

won’t be able to finish this project

We also express our indebt thanks to our TEACHING and NON-TEACHING staffs of

MECHANICAL ENGINEERING DEPARTMENT, of SRI INDU COLEGE OF

ENGINEERING AND TECHNOLOGY for their constant support and guidance, without

which we couldn’t possibly complete our Project.

 ABSTRACT
A cylinder block is an integrated structure comprising the cylinder(s) of
a  reciprocating engine and often some or all of their associated surrounding structures The
various main parts of an engine (such as cylinder(s), cylinder head(s), coolant passages, intake
and exhaust passages, and crankcase) are conceptually distinct, and these concepts can all be
instantiated as discrete pieces that are bolted together. The purpose of the engine block is to
support the components of the engine. Additionally, the engine block transfers heat from
friction to the atmosphere and engine coolant

The engine block is the linchpin of vehicles that run on internal combustion,
providing the powerhouse for the vehicle. It is called a "block" because it is usually a solid
cast car part, housing the cylinders and their components inside a cooled and lubricated crank
case. This part is designed to be extremely strong and sturdy, because its failure results in
failure of the car, which will not function until the engine block is replaced or repaired. Most
engine blocks are made of cast iron, although in the late1990s, some made from plastic and
other experimental materials were being used in prototype cars with the hope of developing
more light weight, efficient vehicles. Cylinders blocks are undergoes high thermal and
structural loads. The main objective of the project is to study the thermal and structural load
determination in engine blocks. The engine block design is done in CATIA and analysis of
structural and thermal analysis carried out in ANSYS simulation.

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 TABLE OF CONTENTS

CHAPTER NO TITLE PAGE NO

ABSTRACT…………………………… I
LIST OF TABLES…………………………. IV

LIST OF FIGURES………………………… IV

1. INTRODUCTION
1.1. OVERVIEW OF ENGINE…………………………………………………… 1
1.2. COMPUTER AIDED DESIGN………………………………………………. 1
1.3. LITERATURE SURVEY……………………………………………………. 1
1.4. PROBLEM INVESTIGATION……………………………………………… 2
2. DESIGNING OF V6 ENGINE
2.1. TYPES OF ENGINES………………………………………………………. 3
2.2. ENGINE LAYOUT …………………………………………………………. 5
2.3. COMPONENTS IN ENGINE ………………………………………………. 5
2.3.1 Piston…………………………………………………………………... 6
2.3.2 Crank shaft……………………………………………………………... 7
2.3.3 Connecting rod………………………………………………………… 8
2.3.4 Gudgeon pin…………………………………………………………… 9
2.3.5 Cam shaft…………………………………………………………….... 9
2.3.6 Cam……………………………………………………………………. 10
2.3.7 Rocker arm……………………………………………………………. 10
2.3.8 Cylinder block…………………………………………………………. 10
2.3.9 Cylinder head…………………………………………………………... 11
2.3.10 Timing belt……………………………………………………………. 13
2.4. BILLS OF MATERIAL……………………………………………………… 15
2.5. MODELING OF THE ENGINE BLOCK IN CATIA SOFTWARE………… 16
2.5.1 INTRODUCTION……………………………………………………… 16
2.6. CATIA………………………………………………………………………… 17
2.6.1 WHAT DOES CATIA DO?...................................................................... 18
2.7. MODEL OF THE ENGINE BLOCK…………………………………………. 20
3. FINITE ELEMENT ANALYSIS
3.1. INTRODUCTION……………………………………………………………. 23
3.2. TYPES OF ENGINEERING ANALYSIS…………………………………… 26
3.2.1 STRUCTURAL ANALYSIS………………………………………...... 26

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 3.2.2 VIBRATIONAL ANALYSIS………………………………………… 26
3.2.3 FATIGUE ANALYSIS………………………………………………. 26
3.2.4 HEAT TRANSFER……………………………………………………. 26
3.3. RESULTS OF FINITE ELEMENT ANALYSIS……………………………. 26
4. ANSYS
4.1. INTRODUCTION ……………………………………………………………. 27
4.2. GENERIC STEPS TO SOLVING PROBLEM IN ANSYS…………………. 28
4.2.0 BUILD GEOMETRY…………………………………………………… 28
4.2.1 DEFINE MATERIAL PROPERTIES…………………………………. 28
4.2.2 GENERATE MESH……………………………………………………. 28
4.2.3 APPLY LOADS………………………………………………………… 28
4.2.4 OBTAIN SOLUTION…………………………………………………... 29
4.2.5 PRESENT THE RESULTS……………………………………………. 29
4.3. SPECIFIC CAPABILITIES OF ANSYS
4.3.1 STRUCTURAL………………………………………………………… 29
4.3.2 THERMAL……………………………………………………………… 30
4.3.3 FLUID FLOW…………………………………………………………... 31
4.3.4 COUPLED FIELDS……………………………………………………. 31
4.3.5 MODAL ANALYSIS…………………………………………………… 32
4.3.6 HARMONIC ANALYSIS………………………………………………. 32
4.4. INTRODUCTION CFD
4.4.1 METHODOLOGY……………………….……………………………… 33
5. ANALYSIS OF ENGINE BLOCK IN ANSYS SOFTWARE
5.1. INTRODUCTION……………………………………………………….…… 34
5.2. ANALYSIS TYPES………………………………………………………….... 35
5.3. STRUCTURAL ANALYSIS…………………………………………………... 36
5.4. STATIC ANALYSIS…………………………………………………………… 36
5.5. THERMAL ANALYSIS………………………………………………………. 36
5.6. ADVANTAGES OF ANSYS…………………………………………………... 37
5.7. PROPERTIES OF MATERIAL………………………………………………... 38
5.8. RESULT………………………………………………………………………… 39
6. CONCLUSION……………………………………………………………………… 40
7. REFERENCE………………………………………………………………………... 41

LIST OF TABLES

S.NO TABLE NO TITLE PAGE NO

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1. 2.4 Bills of material……………………… 14
2. 5.7 Properties of material………………… 34
3. 5.8 Result of Aluminum Alloy…………… 36
4. 5.9 Result of FR-4………………………… 37
5. 5.10 Result of Stainless Steel………………. 39

LIST OF FIGURES

S.NO FIGURE NO TITLE PAGE NO

1. Fig 2.1 V6 engine………………………………. 3

2. Fig 2.2 Piston placements in vee type…………. 4
3. Fig 2.3 Various engines based on design………... 4
4. Fig 2.4 Cross section of piston…………………... 6
5. Fig 2.5 Cross section of piston wrt front plane…. 6
6. Fig 2.6 Piston and connecting rod assembly……. 7
7. Fig 2.7 Crank Shaft……………………………… 7
8. Fig 2.8 Connecting Rod…………………………. 8
9. Fig 2.9 Cam Shaft…………………………………. 9
10. Fig 2.10 Rocket arm assembly……………………. 9
11. Fig 2.11 Cylinder Block…………………………… 10
12. Fig 2.12 Cylinder Head……………………………. 10
13. Fig 2.13 Valve……………………………………. 11
14. Fig 2.14 Oil pan……………………………….... 11
15. Fig 2.15 Intake Manifold………………………… 11
16. Fig 2.16 Exploded view of engine assembly……. 12
17. Fig 2.17 Isometric view of engine assembly……. 13
18. Fig 2.18 Front view of engine assembly………… 13
19. Fig 2.19 Over view of CATIA…………………... 17
20. Fig 2.20 Main screen of Catia software…………. 18
21. Fig 2.21 2D diagram of v6 engine………………. 19
22. Fig 2.22 Designing of V6 engine…………......... 20
23. Fig 2.23 V6 Engine……………………………. 21
24. Fig 3.1 Designing a component with FEA……. 23
25. Fig 3.2 Ansys………………………………….. 26
26. Fig 3.3 Structural Analysis……………………. 27
27. Fig 3.4 Thermal Analysis……………………… 28
28. Fig 4.1 Applying CFA in a component………... 31
29. Fig 5.1 Saving file in spt format……………….. 32
30. Fig 5.2 Analyzed equivalent strain on Aluminum Alloy…. 35

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31. Fig 5.3 Analyzed equivalent stress on Aluminum Alloy….. 35
32. Fig 5.4 Analyzed total deformation on Aluminum Alloy…. 36
33. Fig 5.2 Analyzed equivalent strain on Fr-4…………….…. 36
34. Fig 5.3 Analyzed equivalent stress on Fr-4……………….. 37
35. Fig 5.4 Analyzed total deformation on Fr-4…………….…. 37
36. Fig 5.2 Analyzed equivalent strain on Stainless steel…….. 38
37. Fig 5.3 Analyzed equivalent stress on Stainless steel….….. 38
38. Fig 5.4 Analyzed total deformation on Stainless steel….…. 39

v
 CHAPTER 1

1.1 INTRODUCTION
An internal combustion engine requires different engine components depending on the
number of strokes and the type of fuel used. Four- stroke cycle engines are the most common
type of internal combustion engine. Two- stroke cycle engines are light in weight and have
few moving parts. Diesel engines are internal combustion engines that ignite fuel by
compression. Engine output is measured in torque and horse power. The internal combustion
engine

1.2 COMPUTER AIDED DESIGN

CAD is the use of computers/workstation to aid in the creation, modification, analysis, or

optimization of a design CAD software is used to increase the productivity of the designer,
improve the quality of design, improve communications through documentation, and to create
a database for manufacturing. CAD output is often in the form of electronic files for print,
machining, or other manufacturing operations. The term CADD (for Computer Aided Design
and Drafting) is also used.

CAD software allows the user to create and analyze the model in an easy manner

Some of the widely used CAD software are

• Solid works

• Catia

• Uni graphics

• Creo

• AutoCAD

1.3 LITERATURE SURVEY

Weight reduction of automobiles is key technology in order to improve fuel economy and
driving performance. Concerning the motorcycle engine, weight reduction is also the
fundamental and important technologies. Cylinder is one of the main parts of engine and the
wear characteristics of the cylinder liner are largely related to the engine performance. Gray
iron liners squeezed in aluminum cylinder block have been widely used.

Amlesh ramesh Askhedkar (2001). et.al…, Author describes This is due to the excellent
resistance to abrasion of gray iron. In order to realize light all-aluminum cylinder, the good
1
abrasion- resistant method is necessary to develop to be applied with inner surface of liners.
We have developed the new Rapid Composite Plating System for the motorcycle engine
cylinders. This system made it possible to adopt all-aluminum cylinders without cast iron
liners to new type of engine.

J. P. Brandeis (2000). et.al…, Presents Aluminum is the material for lighter structural
components, and is also advantageous for the purpose of heat transfer. The automotive power
plant requires an efficient material with less weight and proper thermal characteristics, as
demanded by early aviation applications, due to the recent necessity for environmental and
energy conservation. However, cast iron has been the dominant material used for engine
blocks because of simple economic reasons

SS Rao, et.al., To overcome the simple cost disadvantages of aluminum engine block
application, it is necessary to utilize the full potential of the material to the proper advantage.
New aluminum engine blocks with a unique cooling system of air assisted water-cooling were
developed. The basic design concept between cast iron and aluminum are the same, except for
the design differences due to the structural stiffness of both materials.

Kawasaki, (1999). et.al., However, there are thermal property differences between
aluminum and cast iron other than stiffness and weight. Therefore, the design method of the
aluminum engine block was altered to take advantage of the thermal property. Practically,
aviation and motorcycle engines use the air-cooled aluminum block because of the lighter
mass and high thermal conductivity of aluminum.

Swathi.et.al., This report describes a unique aluminum engine block for passenger
vehicles. The cooling system is an air assisted water-cooling method; the water jacket was
shortened for upper core and thin fins replace lower part of core to dissipate the heat where the
temperature is relatively low. This yields the reduction of radiator capacity and water pump
size. It has also achieved significant reduction of block mass without loss of performance.

1.4 PROBLEM INVESTIGATION:

The solid model of the block is generated by using CATIA V5 R19.The nth model is
imported to ANSYS. The solver set as ANSYS in which load and boundary conditions are
applied for analysis. The static analysis is performed to predict the deformations and stresses.
The modal analysis to predict the first five natural frequencies and corresponding mode
shapes. Identify the right material for application based on deformation and vonmises and
natural frequency in modal analysis

2
 CHAPTER-2

DESIGNING OF V6 ENGINE

2.1 TYPES OF ENGINES

The engine configuration describes the fundamental operating principles by which IC

engines are categorized. Piston engines are often categorized by their cylinder layout, valves
and camshafts. Wankel engines are often categorized by the number of rotors present. Gas
turbine engines are often categorized into turbojets, turbofans, turboprops and turboshafts.

Based on the cylinder layout ICE are classified into the following types

• Single cylinder engines

• In-Line engines

• V engines

• W engines

• X engines

• U engines

• H engines

• Radial engines

• Delta engine

For the following study we have chosen V6 engine because of its wide usage in high
performance cars which makes it be precise in terms of performance and other parameters.

Fig:2.1: V6 engine

3
 Fig:2.2 : Piston placements in Vee type ICE

Fig:2.3: Various engines based on cylinder design

2.2 Engine layout

V engines, also known as Vee engines, have the cylinders aligned in two separate planes
or ‘banks’, so that they appear to be in a “V” when viewed along the axis of the crankshaft.

The number of pistons in a V engine can wary from 2-24 depending upon the need of
power output and space constraints. In a V6 engine as the number indicates there are 6 pistons
(3 each side) arranged.

4
2.3 COMPONENTS IN ENGINE

A typical ICE consists of the following parts

• Piston

• Connecting rod

• Gudgeon pin

• Crank shaft

• Camshaft

• Valve

• Rocker arm

• Cylinder block

• Valve cover

• Oil pan

• Cylinder head

• Timing gears

2.3.1 Piston

A piston is a component of reciprocating engines, reciprocating pumps, gas compressors ,

hydraulic and pneumatic cylinders , among other similar mechanisms. It is the moving
component that is contained by a cylinder and is made gas-tight by piston rings, In an engine,
its purpose is to transfer force from expanding gas in the cylinder to the crankshaft via a piston
rod and/or connecting rod. In a pump, the function is reversed and force is transferred from the
crankshaft to the piston for the purpose of compressing or ejecting (16) the fluid in the
cylinder. In some engines, the piston also acts as a valve by covering and uncovering ports in
the cylinder

5
 Fig:2.4: Cross section of Piston

Fig:2.5 Cross section of Piston w.r.t Front plane

6
 Fig:2.6: Piston and connecting rod assembly

2.3.2 Crank shaft

A crankshaft is a rotating shaft which (in conjunction with the connecting rods) converts
reciprocating motion of the pistons into rotational motion. Crankshafts are commonly used in
internal combustion engines and consist of a series of cranks and crankpins to which the
connecting rods are attached. The crankshaft rotates within the engine block through use of
main bearings, and the crankpins rotate within the connecting rods using rod bearings.
Crankshafts are usually made from metal, with most modern crankshafts being constructed
using forged steel.

Fig:2.7: Crank shaft

7
2.3.3 Connecting rod

A connecting rod, also called a con rod, is the part of a piston engine which connects the
piston to the crankshaft. Together with the crank, the connecting rod converts the
reciprocating motion of the piston into the rotation of the crankshaft. The connecting rod is
required to transmit the compressive and tensile forces from the piston, and rotate at both
ends. The predecessor to the connecting rod is a mechanic linkage used by water mills to
convert rotating motion of the water wheel into reciprocating motion.

Fig 2.8 Connecting rod

2.3.4 Gudgeon Pin

In internal combustion engines, the gudgeon pin connects the piston to the connecting rod,
and provides a bearing for the connecting rod to pivot upon as the piston moves. In very early
engine designs, including those driven by steam, and many very large stationary or marine
engines, the gudgeon pin is located in a sliding crosshead that connects to the piston via a rod.
A gudgeon is a pivot or journal.

2.3.5 Cam shaft

A camshaft is a rotating object that contains pointed cams, which converts rotational
motion to reciprocal motion. Camshafts are used in internal combustion engines (to operate
the intake and exhaust valves), mechanically controlled ignition systems and early electric
motor speed controllers. Camshafts in automobiles are made from steel or cast iron, and are a
key factor in determining the RPM range of an engine’s power band

8
 Fig:2.9: Cam shaft

2.3.6 Cam

A cam is a rotating or sliding piece in a mechanical linkage used especially in transforming

rotary motion into linear motion. It is often a part of a rotating wheel (e.g., an eccentric wheel)
or shaft (e.g., a cylinder with an irregular shape) that strikes a lever at one or more points on
its circular path.

2.3.7 Rocker arm

A rocker arm 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 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 camshaft’s rotation, the inside rises,
allowing the valve spring to close the valve.

Fig:2.10: Rocker Arm assembly

9
2.3.8 Cylinder block

An engine block is the structure which contains the cylinders, and other parts, of an internal
combustion engine. In an early automotive engine, the engine block consisted of just the
cylinder block, to which a separate crankcase was attached. Modern engine blocks typically
have the crankcase integrated with the cylinder block as a single component.

Fig:2.11: Cylinder block

2.3.9 Cylinder head

In an internal combustion engine, the cylinder head sits above the cylinders on top of the
cylinder block. It closes in the top of the cylinder, forming the combustion chamber. This joint
is sealed by a head gasket. In most engines, the head also provides space for the passages that
feed air and fuel to the cylinder, and that allow the exhaust to escape. The head can also be a
place to mount the valves, spark plugs, and fuel injectors.

Fig:2.12: Cylinder head

10
 Fig:2.13: Valve

Fig:2.14: Oil pan

Fig:2.15: Intake manifold

11
2.3.10 Timing belt

A timing belt, timing chain, or cambelt is a part of an internal combustion engine that
synchronizes the rotation of the crankshaft and the camshaft(s) so that the engine’s valves
open and close at the proper times during each cylinder’s intake and exhaust strokes. In an
interference engine the timing belt or chain is also critical to preventing the piston from
striking the valves. A timing belt is usually a toothed belt a drive belt with teeth on the inside
surface. A timing chain is a roller chain.

Fig 2.16: Exploded view of engine assembly

12
Fig:2.17: Isometric view of engine assembly

Fig: 2.18: Front view of engine assembly

13
 Table: 2.4: Bill of materials

ITEM NO PART NAME QTY

1 Engine block 1

2 Cam bushing 2

3 Crankshaft 1

4 Crankshaft bushing 4

5 Camshaft retainer 4

6 Spring 12

7 Engine valve 12

8 Rocker arm valve 12

9 Oil pan 1

10 Front cover 1

11 Belt wheel 1

12 Valve’s cover 2

13 Air filter 2

14 Air turbo 2

15 Exhaust manifold 1

16 Exhaust right 1

17 Belt wheel1 2

18 Hoses 1 1

19 Hoses 2 2

20 Piston 6

21 Cam shaft 2

22 Cylinder head 2

2.5 Modeling of the engine block in CATIA Software

14
2.5.1 Introduction

Computer-aided design (CAD) is the use of computer systems (or workstations) to aid
in the creation, modification, analysis, or optimization of a design. CAD software is used to
increase the productivity of the designer, improve the quality of design, improve
communications through documentation, and to create a database for manufacturing. CAD
output is often in the form of electronic files for print, machining, or other manufacturing
operations. The term CADD (for Computer Aided Design and Drafting) is also used.

Its use in designing electronic systems is known as electronic design automation, or

EDA. In mechanical design it is known as mechanical design automation (MDA) or
computer-aided drafting (CAD), which includes the process of creating a technical drawing
with the use of computer software.

CAD software for mechanical design uses either vector-based graphics to depict the
objects of traditional drafting, or may also produce raster graphics showing the overall
appearance of designed objects. However, it involves more than just shapes. As in the manual
drafting of technical and engineering drawings, the output of CAD must convey information,
such as materials, processes, dimensions, and tolerances, according to application-specific
convention.

CAD may be used to design curves and figures in two-dimensional (2D) space; or
curves, surfaces, and solids in three-dimensional (3D) space

CAD is an important industrial art extensively used in many applications, including

automotive, shipbuilding, and aerospace industries, industrial and architectural design,
prosthetics, and many more. CAD is also widely used to produce computer animation for
special effects in movies, advertising and technical manuals, often called DCC digital content
creation. The modern ubiquity and power of computers means that even perfume bottles and
shampoo dispensers are designed using techniques unheard of by engineers of the 1960s.
Because of its enormous economic importance, CAD has been a major driving force for
research in computational geometry, computer graphics (both hardware and software), and
discrete differential geometry. such as materials, processes, dimensions, and tolerances,
according to application-specific convention. CAD may be used to design curves and figures
in two-dimensional (2D) space; or curves, surfaces, and solids in three-dimensional (3D) space

2.6 CATIA

15
 Computer Aided Design (CAD) is the use of computer software to design a product or
an object.

Computer Aided Manufacturing (CAM) is the use of computer software and hardware
to plan, manage and control the operations of a manufacturing plant.

Computer Aided Engineering is the use of computer software to solve engineering

problems and analyze products created using CAD.

CATIA is an acronym for Computer Aided Three-dimensional Interactive Application. It

is one of the leading 3D software used by organizations in multiple industries ranging from
aerospace, automobile to consumer products.

CATIA is a multi-platform 3D software suite developed by Dassault Systems

encompassing

CAD, CAM as well as CAE. Dassault is a French engineering giant active in the field of
aviation, 3D design, 3D digital mock-ups, and product lifecycle management (PLM) software.
CATIA is a solid modelling tool that unites the 3D parametric features with 2D tools and also
addresses every design-to-manufacturing process. In addition to creating solid models and
assemblies, CATIA also provides generating orthographic, section, auxiliary, isometric or
detailed 2D drawing views. It is also possible to generate model dimensions and create
reference dimensions in the drawing views. The bi-directionally associative property of
CATIA ensures that the modifications made in the model are reflected in the drawing views
and vice-versa.

The first release of CATIA was way back in 1977, and the software suite is still going
strong more than 30 years later. While CATIA V6 is just being released, the most popular
version of CATIA is V5 which was introduced in 1998. That said, it is important to note that
each version of CATIA introduces considerable additional functionality. For example, V4
(introduced in 1192) offered enhancements to the Assembly Modeling Product including easy-
to-use graphical tree- based assembly management. V5 and V6 saw changes in the way data is
handled. Dassault Systems typically offers new updates, releases and bug fixes for each
version. The CATIA software is written in C++. It runs on both Unix and Windows.

2.6.1 What does CATIA do?

CATIA provides the capability to visualize designs in 3D. When it was introduced, this
concept was innovative. Since Dassault Systems did not have an expertise in marketing, they
had revenue sharing tie-up with IBM which proved extremely fruitful to both the companies to
market CATIA. In the early stages, CATIA was extensively used in the design of the Mirage
aircrafts; however, the potential of the software soon made it a popular choice in the
automotive sector as well. As CATIA was accepted by more and more manufacturing

16
companies, Dassault changed the product classification from CAD / CAM software to Project
Lifecycle Management. The company also expanded the scope of the software

Fig 2.19 Over-view of CATIA

CATIA can be used at different stages of the design - ideate, draw, test and iterate. The
software comes with different workbenches (“modules”) that allow CATIA to be used across
varied industries – from parts design, surface design and assembly to sheet metal design.
CATIA can also be used for CNC.

CATIA offers many workbenches that can be loosely termed as modules. A few of the
important workbenches and their brief functionality description is given below:

Part Design: The most essential workbench needed for solid modelling. This CATIA module
makes it possible to design precise 3D mechanical parts with an intuitive and flexible user
interface, from sketching in an assembly context to iterative detailed design.

Generative Shape Design: allows you to quickly model both simple and complex shapes
using wireframe and surface features. It provides a large set of tools for creating and editing
shape designs. Though not essential, knowledge of Part Design will be very handy in better
utilization of this module.

Assembly: The basics of product structure, constraints, and moving assemblies and parts can
be learned quickly. This is the workbench that allows connecting all the parts to form a
machine or a component.

Kinematic Simulation: Kinematics involves an assembly of parts that are connected together
by a series of joints, referred to as a mechanism. These joints define how an assembly can

17
perform motion. It addresses the design review environment of digital mock-ups.This
workbench shows how a machine will move in the real world.

Fig 2.20 Main screen of CATIA Softwere

These are only four of the many workbenches that CATIA offers. A few of the other
modules include Machining, Equipment & System, Infrastructure and Ergonomics Design &
Analysis. And of course, there are many other CATIA workbenches, each important in its own
way.

CATIA Software is an acronym of computer –aided three-dimensional interactive

application is multi-platform software suit for CAD, CAM, CAE, PLM, and 3D, developed by
the French company Dassault system

The modeling of all the component was conclUded in CATIA Software.

18
Model of the engine block

Fig 2.21 2-D diagram of v6 engine

19
Fig 2.22 Designing of v6 engine

20
Fig 2.23 V6 Engine in CATIA

21
 CHAPTER-3

3.1 INTRODUCTION TO FEA

Finite Element Analysis (FEA) was first developed in 1943 by R. Courant, who utilized
the Ritz method of numerical analysis and minimization of variational calculus to obtain
approximate solutions to vibration systems. Shortly thereafter, a paper published in 1956 by
M. J. Turner, R. W. Clough, H. C. Martin, and L. J. Top established a broader definition of
numerical analysis. The paper centered on the "stiffness and deflection of complex structures".

By the early 70's, FEA was limited to expensive mainframe computers generally owned by
the aeronautics, automotive, defense, and nuclear industries. Since the rapid decline in the cost
of computers and the phenomenal increase in computing power, FEA has been developed to
an incredible precision. Present day supercomputers are now able to produce accurate results
for all kinds of parameters.

FEA consists of a computer model of a material or design that is stressed and analyzed for
specific results. It is used in new product design, and existing product refinement. A company
is able to verify a proposed design will be able to perform to the client’s specifications prior to
manufacturing or construction. Modifying an existing product or structure is utilized to qualify
the product or structure for a new service condition. In case of structural failure, FEA may be
used to help determine the design modifications to meet the new condition.

There are generally two types of analysis that are used in industry: 2-D modeling, and 3- D
modeling. While 2-D modeling conserves simplicity and allows the analysis to be run on a
relatively normal computer, it tends to yield less accurate results. 3-D modeling, however,
produces more accurate results while sacrificing the ability to run on all but the fastest
computers effectively. Within each of these modeling schemes, the programmer can insert
numerous algorithms (functions) which may make the system behave linearly or non-linearly.
Linear systems are far less complex and generally do not take into account plastic
deformation. Non-linear systems do account for plastic deformation, and many also are
capable of testing a material all the way to fracture.

FEA uses a complex system of points called nodes which make a grid called a mesh. This
mesh is programmed to contain the material and structural properties which define how the
structure will react to certain loading conditions. Nodes are assigned at a certain density
throughout the material depending on the anticipated stress levels of a particular area. Regions
which will receive large amounts of stress usually have a higher node density than those which
experience little or no stress. Points of interest may consist of: fracture point of previously

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tested material, fillets, corners, complex detail, and high stress areas. The mesh acts like a
spider web in that from each node, there extends a mesh element to each of the adjacent nodes.
This web of vectors is what carries the material properties to the object, creating many
elements.

A wide range of objective functions (variables within the system) are available for
minimization or maximization:

 Mass, volume, temperature

 Strain energy, stress strain
 Force, displacement, velocity, acceleration
 Synthetic (User defined)
There are multiple loading conditions which may be applied to a system. Some examples
are shown:

 Point, pressure, thermal, gravity, and centrifugal static loads

 Thermal loads from solution of heat transfer analysis
 Enforced displacements
 Heat flux and convection
 Point, pressure and gravity dynamic loads

Fig 3.1 Designing a component with fea

Each FEA program may come with an element library, or one is constructed over time.
Some sample elements are:

 Rod elements
 Beam elements

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 Plate/Shell/Composite elements
 Shear panel
 Solid elements
 Spring elements
 Mass elements
 Rigid elements
 Viscous damping elements
Many FEA programs also are equipped with the capability to use multiple materials within
the structure such as:

 Isotropic, identical throughout

 Orthotropic, identical at 90 degrees
 General anisotropic, different throughout
3.2 Types of Engineering Analysis

3.2.1 Structural analysis consists of linear and non-linear models. Linear models use simple
parameters and assume that the material is not plastically deformed. Non-linear models consist
of stressing the material past its elastic capabilities. The stresses in the material then vary with
the amount of deformation as in.

3.2.2 Vibrational analysis is used to test a material against random vibrations, shock, and
impact. Each of these incidences may act on the natural vibrational frequency of the material
which, in turn, may cause resonance and subsequent failure.

3.2.3 Fatigue analysis helps designers to predict the life of a material or structure by showing
the effects of cyclic loading on the specimen. Such analysis can show the areas where crack
propagation is most likely to occur. Failure due to fatigue may also show the damage
tolerance of the material.

3.2.4 Heat Transfer analysis models the conductivity or thermal fluid dynamics of the
material or structure. This may consist of a steady-state or transient transfer. Steady- state
transfer refers to constant thermo properties in the material that yield linear heat diffusion.

3.3 Results of Finite Element Analysis

FEA has become a solution to the task of predicting failure due to unknown stresses by
showing problem areas in a material and allowing designers to see all of the theoretical
stresses within. This method of product design and testing is far superior to the manufacturing
costs which would accrue if each sample was actually built and tested.

In practice, a finite element analysis usually consists of three principal steps:

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 Preprocessing: The user constructs a model of the part to be analyzed in which the
geometry is divided into a number of discrete sub regions, or elements," connected at
discrete points called nodes." Certain of these nodes will have fixed displacements, and
others will have prescribed loads. These models can be extremely time consuming to
prepare, and commercial codes vie with one another to have the most user-friendly
graphical “preprocessor" to assist in this rather tedious chore. Some of these preprocessors
can overlay a mesh on a preexisting CAD file, so that finite element analysis can be done
conveniently as part of the computerized drafting-and-design process.
 Analysis: The dataset prepared by the preprocessor is used as input to the finite element
code itself, which constructs and solves a system of linear or nonlinear algebraic equations
Kijuj = fi

where u and f are the displacements and externally applied forces at the nodal points. One
of FEA's principal advantages is that many problem types can be addressed with the same
code, merely by specifying the appropriate element types from the library.

 Postprocessing: In the earlier days of finite element analysis, the user would pore through
reams of numbers generated by the code, listing displacements and stresses at discrete
positions within the model. It is easy to miss important trends and hot spots this way, and
modern codes use graphical displays to assist in visualizing the results. A typical
postprocessor display overlays colored contours representing stress levels on the model,
showing a full field picture similar to that of photo elastic or moiré experimental results.

CHAPTER-4

4.1 INTRODUCTION TO ANSYS

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 behavior 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.

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 Fig 3.2 Ansys

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.

4.2 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.

4.2.0 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.
4.2.1 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.
4.2.2 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.

4.2.3 Apply Loads

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 Once the system is fully designed, the last task is to burden the system with constraints,
such as physical loadings or boundary conditions.
4.2.4 Obtain Solution

 This is actually a step, because ANSYS needs to understand within what state (steady
state, transient… etc.) the problem must be solved.
4.2.5 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.

4.3 SPECIFIC CAPABILITIES OF ANSYS

4.3.1 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.

Fig 3.3 structural analysis

 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.
 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.

27
 Buckling Analysis - Used to calculate the buckling loads and determine the buckling
mode shape. Both linear (eigenvalue) buckling and nonlinear buckling analyses are
possible.
4.3.2 Thermal

ANSYS is capable of both steady state and transient analysis of any solid with thermal
boundary conditions.

Fig 3.4 Thermal analysis

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

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 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.

4.3.3 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

4.3.4 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).

4.3.5 Modal Analysis –

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 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.

4.3.6 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:

1. Turbines
 Gas Turbines for Aircraft and Power Generation
 Steam Turbines
 Wind Turbine
 Water Turbines
 Turbopumps
2. Internal Combustion engines
3. Electric motors and generators
4. Gas and fluid pumps
5. 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.

4.4 INTRODUCTION TO CFD

Computational fluid dynamics, usually abbreviated as CFD, is a branch of fluid mechanics

that uses numerical methods and algorithms to solve and analyze problems that involve fluid
flows. Computers are used to perform the calculations required to simulate the interaction of
liquids and gases with surfaces defined by boundary conditions. With high-speed
supercomputers, better solutions can be achieved. Ongoing research yields software that
improves the accuracy and speed of complex simulation scenarios such as transonic or
turbulent flows. Initial experimental validation of such software is performed using a wind
tunnel with the final validation coming in full-scale testing, e.g., flight tests.

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 Fig 4.1 Applying CFD in a component

4.4.1 METHODOLOGY

In all of these approaches the same basic procedure is followed.

 During preprocessing
 The geometry (physical bounds) of the problem is defined.
 The volume occupied by the fluid is divided into discrete cells (the mesh). The mesh may
be uniform or non-uniform. The physical modeling is defined – for example, the equations
of motion+ enthalpy + radiation + species conservation
 Boundary conditions are defined. This involves specifying the fluid behaviors and
properties at the boundaries of the problem. For transient problems, the initial conditions
are also defined.
 The simulation is started and the equations are solved iteratively as a steady-state or
transient.
 Finally, a postprocessor is used for the analysis and visualization of the resulting solution.
CHAPTER-5
Analysis of engine block in ANSYS Software

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5.1 Introduction

ANSYS delivers innovative, dramatic simulation technology advances in every major

Physics discipline, along with improvements in computing speed and enhancements to
enabling technologies such as geometry handling, meshing and post-processing. These
advancements alone represent a major step ahead on the path forward in Simulation Driven
Product Development. But ANSYS has reached even further by delivering all this technology
in an innovative simulation framework, ANSYS Workbench 16.0.The ANSYS Workbench
environment is the glue that binds the simulation process; this has not changed with version
16.0. In the original ANSYS Workbench, the user interacted with the analysis as a whole
using the platform’s project page: launching the various applications and tracking the resulting
files employed in the process of creating an analysis. Tight integration between the component
applications yielded unprecedented ease of use for setup and solution of even complex multi
physics simulations.

Fig 5.1 saving file in a spt format

5.2 Analysis Types:

The different type of analysis that can be performed in ANSYS

Structural static analysis:

1. Structural dynamic analysis

2. Structural buckling analysis

 Linear buckling
 Non linear buckling

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3. Structural non linearity

4. Static and dynamic kinematics analysis

5. Thermal analysis

6. Electromagnetic field analysis

7. Electric field analysis

8. Fluid flow analysis

 Computational fluid dynamics

 Pipe flow Coupled-field analyze.

5.3 Structural analysis

Structural analysis is the most widely used application in Finite element Method.
Structural analysis is of seven types. They are:

1. Static Analysis

2. Modal Analysis

3. Harmonic Analysis

4. Transient Analysis

5. Spectrum Analysis

6. Buckling Analysis

7. Explicit Dynamic Analysis

Since this project involves only Static Structural Analysis a brief description is given
below.

5.4 Static analysis

A static analysis calculates a structure’s steady loading conditions, ignoring damping

effects and inertia. Static analysis analyzes the stresses, displacements, forces and strains
under static loading conditions. Static analysis is either Liner or Non-linear. The types of
nonlinearities include plasticity, stress stiffening, large deflection and deformations, contact or
gap elements, creep and hyper elasticity. The procedure for implementing the structural static
analysis involves the following main tasks:

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1. Building the model

2. Setting the solution controls

3. Applying the loads

4. Solving the analysis and

5. Reviewing the results

5.5 Thermal Analysis:

Changes in temperature can induce substantial deformations, strains, and stresses. Thermal
analysis refers to analysis that includes the effect of temperature. In below figures we can see
the process of design and analysis of radial engine components using solid works using
simulation and analysis. Solid works simulation enables every designer and engineer to carry
out thermal analysis at any stage of design to ensure that every component and assembly
performs properly within expected temperature ranges, and spot safety issues before they
arise.

5.6 Advantages of ANSYS

1. The ANSYS program is a flexible and cost effective tool which helps in the reduction of
rework on prototype.

2. ANSYS program is a graphical user interface that facilitates the users with easy and
intuitive path to program commands, documentation and functions.

3. In order to reduce the production costs, ANSYS enables to optimize the design in the
development process itself.

4. ANSYS program helps in designing the computer models and study the physical responses
such as stress levels, temperature distribution

5.7 Properties of material

Material Density(kg/m3) Young’s modulus Poison’s ratio

(Gpa)
Aluminum alloy 7750 193000 0.31

FR-4 4620 96000 0.36

Stainless steel 7200 110000 0.28

5.8 RESULT:

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STATIC STRUCTURAL

ALUMINUM ALLOY EQUIVALENT STRAIN

Fig 5.2 analyzed equivalent strain on Aluminum Alloy

ALUMINUM ALLOY EQUIVALENT STRESS

Fig 5.3 analyzed equivalent stress on Aluminum Alloy

ALUMINUM ALLOY TOTAL DEFORMATION

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 Fig 5.4 analyzed total deformation on Aluminum Alloy

5.8 RESULT OF ALUMINUM ALLOY

Material Total deformation Equivalent stress Equivalent strain

ALUMINUM 5.0257e-10 105.75 5.57e-9
ALLOY

FR-4 EQUIVALENT STRAIN

Fig 5.5 analyzed equivalent strain on FR-4

FR-4 EQUIVALENT STRESS

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 Fig 5.6 analyzed equivalent stress on FR-4

FR-4 TOTAL DEFORMATION

Fig 5.7 analyzed total deformation on FR-4

5.9 RESULT OF FR-4

Material Total deformation Equivalent stress Equivalent strain
FR-4 1.466e-10 105.2 1.4558e-9

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STAINLESS STEEL EQUIVALENT STRAIN

Fig 5.8 analyzed equivalent strain on stainless steel

STAINLESS STEEL EQUIVALENT STRESS

Fig 5.9 analyzed equivalent stress on stainless steel

STAINLESS STEEL TOTAL DEFORMATION

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 Fig 5.10 analyzed total deformation on stainless steel

5.10 RESULT OF STAINLESS STEEL

Material Total deformation Equivalent stress Equivalent strain

Stainless steel 3.566e-11 103.5 5.0035e-10

39
 CONCLUSIONS
 Modeling and analysis of engine block is done
 Modeling of engine block is done in Catia v5 design software by using various commands
and save as IGES file.
 Analysis on engine block is carried out by using Ansys work bench software.
 First Static structural analysis is carried out on engine block at 400 MPa pressure with
three different materials, such as stainless steel, aluminum alloy and fr-4.
 Maximum stress, deformation and maximum strain are noted and tabulated
 Then steady state thermal analysis is carried out at maximum temperature of 1000deg
Celsius and convection is done by using fins from ambient temperature 27 deg Celsius.
 From the static analysis result tables, it is concluded that aluminum alloy show least stress
and aluminum metal matrix show least deformation & strain value on same static load
condition.

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October 2002.
 Anyalebechi, P.N., Private Communication.
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Available: http://www.autospeed.com/cms/A_1569/article.html.
 “In Search of Light-Weight Components,” [Online],
http://www.moderncasting.com/archive/WebOnly/110 2/AL1102.asp.
 R.S. Khurmi, J.K. Gupta: A Text Book of Machine Design 2005 Edition Chapter 12
Internal Combustion Engine parts.
 Dynamic Load and Stress Analysis of a Crankshaft. Paper no. 2007-01-0258. F.H.
Montazersadgh and Ali Fatemi, University of Tornado.
 Calculating and Displaying Fatigue Results By Raymond Brownell, Product Manager New
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 G.F. Mauer, Modelling and experimental validation of torsional crankshaft speed
fluctuation: a model for dynamics of IC engine, SAE Technical Paper No. 940630, 1994.

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