ABSTRACT

The cooling mechanism of the air-cooled engine is mostly dependent on the fin design of the
cylinder. Cooling fins are used to increase the heat transfer rate at specified surface. Engine life
and effectiveness can be improved with effective cooling. The main aim of this work is to
study and comparing with standard motorcycle fins and analyse the thermal properties by
varying geometry, material. Presently material used for manufacturing the model is grey cast
iron which has thermal conductivity of 52w/mk. This work is analysing the designed models
by taking the temperature of the energy transfers from the combustion chamber of an internal
combustion engines. Thermal analyses will be performed for actual and proposed design of
engine cylinder in order to optimize geometrical parameters and enhanced heat transfer from
the IC engine. The parametric model of different geometries designed in CREO and thermal
analysis is done using ANSYS for aluminium alloys.

Key words: cooling fins, heat transfer, steady state thermal analysis, CREO software.
 CHAPTER-1

INTRODUCTION
The internal combustion engine is an engine in which the combustion of a fuel (normally a
fossil fuel) occurs with an oxidizer (usually air) in a combustion chamber. In an internal
combustion engine, the expansion of the high-temperature and pressure gases produced by
combustion applies direct force to some component of the engine, such as pistons, turbine
blades, or a nozzle. This force moves the component over a distance, generating useful
mechanical energy.

All the heat produced by the combustion of fuel in the engine cylinders is not converted into
useful power at the crankshaft. A typical distribution for the fuel energy is given below:
Useful work at the crank shaft = 25 %
Loss to the cylinder’s walls = 30 %
Loss in exhaust gases = 35 %
Loss in friction = 10 %
It is seen that the quantity of heat given to the cylinder walls is considerable and if this heat is
not removed from the cylinders it would result in the pre ignition of the charge. In addition, the
lubricant would also burn away, thereby causing the seizing of the piston. Excess heating will
also damage the cylinder material. Keeping the above factors in view, it is observed that
suitable means must be provided to dissipate the excess heat from the cylinder walls, so as to
maintain the temperature below certain limits. However, cooling beyond optimum limits is not
desirable, because it decreases the overall efficiency due to the following reasons:
1. Thermal efficiency is decreased due to more loss of heat to the cylinder walls.
2. The vaporization of fuel is less; this results in fall of combustion efficiency.
3. Low temperatures increase the viscosity of lubrication and hence more piston friction is
encountered, thus decreasing the mechanical efficiency.
Though more cooling improves the volumetric efficiency, yet the factors mentioned above
result in the decrease of overall efficiency. Thus, it may be observed that only sufficient
cooling is desirable and any deviation from the optimum limits will result in the deterioration
of the engine performance.
A system, which controls the engine temperature, is known as cooling system.

1.1 NECESSITY OF COOLING SYSTEM:

The cooling system is provided in the ic engine for the following reasons:

 The temperature of burning gases in the engine cylinder reaches up to 1500℃ to

2000℃which is above the melting point of the material of the cylinder body and head
of the engine (platinum, a which has one of the highest melting points, melts at 1750℃,
 iron at 1530℃ and aluminum at 657℃ therefore, if the heat is not dissipated, it would
result in the failure of the cylinder material.

 Due to very high temperatures, the film of the lubricating oil will get oxidized, thus
producing carbon deposits on the surface. This will result in piston seizure.

 Due to overheating, large temperature differences may lead to a distortion of the engine
components due to the thermal stresses set up. This makes it necessary for, the
temperature variation to be kept to a minimum.

 Higher temperature also lowers the volumetric efficiency of the engine.

1.2 REQUIREMENTS OF EFFICIENT COOLING SYSTEM:

The two main requirements of an efficient cooling system are:

1. It must be capable of removing only about 30% of the heat generated in the combustion
chamber. Too much removal of heat lowers the thermal efficiency of the engine.
2. It should be removes heat at a fast rate when the engine is hot. During the starting of
the engine, the cooling should be very slow so that the different working parts reach
their operating temperatures in a short time.

1.3 TYPES OF COOLING SYSTEMS:

1. Water cooled system

2. Air cooed system.
Most internal combustion engines are fluid cooled using either air (a
gaseous fluid) or a liquid coolant run through a heat exchanger (radiator) cooled by air.
In air cooling system, heat is carried away by the air flowing over end around the
cylinder. Here fins are cost on the cylinder head and cylinder barrel which provides
additional conductive and radiating surface. In water cooling system of cooling
engines, the cylinder walls and head are provided with jacket cooling fins help keep
chevrolet volt battery at ideal temperature we know that in case of internal combustion
engines, combustion of air and fuel takes place inside the engine cylinder and hot gases
are generated. The temperature of gases will be around 2300-2500c. This a very high
temperature may result into burning of oil film between the moving parts and may
results in to seizing or welding of the same. So, this temperature must be reduced to
about 150-200 c at which the engine will work most efficiently. Too much cooling is
also not desirable since it reduce the thermal efficiency. So, the object of cooling
system is to keep the engine running at its most operating temperature. It is to be noted
that the engine is quite inefficient when it is cooled and fins the cooling system is
design in such a way that it prevents cooling when the engine is warming and till it
attains to maximum efficient operating temperature, then its starts cooling.

1.4 WATER COOLING SYSTEM:

It serves two purpose in the working of an engine:
A) it takes away the excessive heat generated in the engine and saves it form
overheating.
B) it keeps the engine at working temperature for efficient and economical working.
This cooling system as four types of systems:
1) direct or non-return system.
2) thermo-syphon system,
3) hopper system and
4) pump/forced circulation system.
Non-return water cooling system:
This is suitable for large installations plenty of water
is available. The water from a storage system tank is directly supplied to the engine
cylinder. The hot water is not cooled for reuse but simply discharges. The low h.p
engine, coupled with the irrigation pump is an example.

1.5 THERMO-SYPHON WATER COOLING SYSTEM:

This system works on the principle that hot water being lighter raises up
and the cold water being heavier goes down. In this system the radiator is placed at the
higher level than the engine for the easy flow water towards the engine. Heat is
conducted to the water jackets from where it is taken away due to convention by the
circulating water. As the water jacket becomes hot, its raise to the top of the radiator.
Cold water from the radiator takes the place of the raising hot water and in this way a
circulation of water setup the system. This helps in keep in the engine at the working
temperature.
1.6 DISADVANTAGES OF THERMO-SYPHON SYSTEM:
1) rate of circulation is too slow.
2) circulation commences only when there is a marked difference in the temperature.
3) circulation stops as the level of water falls below the top of the delivery pipe of the
radiator. For these reasons this system has become obsolete and is no more in use.
1.7 HOPPER WATER COOLING SYSTEM:
 This is also works as the same principle as the thermo-syphone system.
In this there is a hopper on a jacket containing water, which surrounds the engine
cylinder. In this system, as soon as water starts boiling, it is replaced by a cooled water.
An engine fitted with the system cannot run for several hours without it being refilled
with water.
1.8 FORCED CIRCULATION WATER COOLING SYSTEM:
This system is similar in construction to the thermo-syphon system
except that it makes use of centrifugal pump to circulate the water throughout the water
jackets and radiator.

1.9 AIR COOLING SYSTEM:

An air-cooling system is generally used in small engines say up to 15-20 kw
and in aero plane engines. In this system fins or extended surface are provided on the
cylinder walls, cylinder head, etc. The amount of heat dissipated to air depends up on
 Amount of air flowing through the fins.
 Fin surface area.
 Thermal conductivity of metal using fins.

Air cooling is mostly tractors of less horse power, motor cycles, scooters, small
cars and small air craft engines where the forward motion of the machine gives good
velocity to cool the engine. Air cooling is also provided in some small industrial
engines. In this system, individual cylinders are generally employed provided ample
cooling area by providing fins. A blower is used to provided air.

1.10 ADVANTAGES OF AIR-COOLING SYSTEM:

 Radiation/pump is absent hence the system is light.

 Its design of air-cooled engine is simple.
 It needs less care and maintenance.
 It is cheaper to manufacture.
 In case of water-cooling system there are leakages, but in this case, there are no
leakages.
 Coolant and anti-freeze solutions are not required.
 This system can be used in cooled climates, where if water is used it may
freeze.

1.11 DIS ADVANTAGES OF AIR-COOLING SYSTEM:

  Comparatively it is less efficient.
 It is used in aero planes and motorcycle engines where the engines are exposed
to air directly.

1.12 COOLING FINS:

In the study of heat transfer, fins are surfaces that extended from an object to increase
the rate of heat transfer to us from the environment by increasing convection. The
amount of conduction, convection, radiation of an object determines the amount of heat
it transfers. Increasing the temperature gradient between the object and the
environment, increasing the convection the heat transfer coefficient, or increasing
surface of the object increases the heat transfer. Sometimes it is not feasible our
economical to change the first two options. Thus, adding a fin to an object increases the
surface area and can sometimes be an economical solution to heat transfer problems.

fig 1.1: fins with engine block

An internal combustion engine (ice) is a heat engine where the combustion of a fuel occurs
with an oxidizer (usually air) in a combustion chamber that is an integral part of the working
fluid flow circuit. In an internal combustion engine, the expansion of the high temperature and
high-pressure gases produce by combustion apply direct force to some component of the
engine this force moves the component over a distance, transforming chemical energy into
useful mechanical energy. A cylinder is the central part of a reciprocating engine or pump. The
space in which a piston travel. Multiple cylinders are commonly arranged side by side in a
bank, or engine block, which is typically cast from aluminum or cast iron before receiving
precision machine work. Heat losses are a major limiting factor for the efficiency of internal
combustion engines. Furthermore, heat transfer phenomena cause thermally induced
mechanical stress compromising the reliability of the engine components. The ability to predict
heat transfer in engines plays an important role in engine development. Today, predictions are
increasingly being done with numerical simulations at ever earlier stage of an engine
development these methods must be based on the understanding of the principal of heat
transfer.

1.13 PRINCIPLE OF HEAT TRANSFER:

Heat is transfer of thermal energy. Heat is always transfer from an object of higher heat to one
with lower heat. Exchange of heat occurs till body and surroundings reach at the same
temperature. The high-temperature body passes energy to the low-temperature one, eventually
achieving thermal equilibrium. The tendency to thermal equilibrium, or even distribution of
kinetic energy, is an expression of the second law of thermodynamics, the driving force of heat
transfer. According to the second law of thermodynamics, where there is a temperature
difference between object in proximity, heat transfer between them never be stopped, it can
only be slow down. Heat is the energy in transits between systems which occurs by virtue of
the temperature difference when they communicate.

heat transfer generally occurs by following three ways:

1) Conduction:

Thermal conduction is a process of heat transmission from a section of higher temperature to a

section of low temperature with a cooling medium (solid, liquid, gases) or between several
mediums in direct physical contact. Conduction does not include any transfer of macroscopic
portions of matter relative to one another. The thermal energy may be transmitted by means of
electrons which are free to move by the lattice structure of the material.

movement of heat through material; fourier ‘law:

q= -kAdt/dx

Where,
 k- thermal conductivity of the material.

A- Area of cross section in the direction of heat flow.

dt- temperature difference.

dx- length of the element.

2) Convection:

The thermal convection is a process of energy transference affected from the motion or
mixing of fluid medium. Convection is performing only in a fluid medium and is at once
linked to the motion of medium itself. Macroscopic particles of a fluid movement in space
cause the heat exchange, and for this reason convection constitutes the microform of the
heat transfer. The effectiveness of heat transfer convection based largely upon the mixing
movement of the fluid. With respect to the origin, types of convection are distinguished;
forced and natural convection.

Movement of heat by fluids; newtons law of cooling:

q=ha (T∞ - Ts)

Where,

H- convective heat transfer coefficient,

A- Area of the surface,

T∞- surface temperature,

Ts- surrounding temperature.

3) Radiation:

radiation is the energy transfer in the form of waves through space without
any medium other than conduction and convection. Conduction and convection require
a medium like solid or gas but radiation only happen is space through electromagnetic
waves. The black body is ideal surface for emits radiation at maximum rate, and the
radiation transferred by a black body is called black body radiation. Absorptive ὰ is
another important property of a plane, is explained as the division of radiation of
energy incident on a surface i.e. Received by the surface. The entire radiation incident
on its observed by black body. I.e., a black body is a perfect absorber (ὰ=1) of
radiation.
Heat movement by the transfer from one body to another:

Q = €σ a (t1^4 – t2^4) where,

€- emissivity, σ- stefan Boltzmann constant =5.67*10^-8 w/m^2 k^4,

T1- temperature of surface 1, t2- temperature of surface 2.

CHAPTER-2

LITERATURE REVIEW
Madhavi, et al:

They analysed 220 cc standard engine cylinder fin using ansys and aluminium alloys replaced
by cast iron fin. The total heat flux is more for aluminium alloy than cast iron.

U.v.awasarmol,et al:

They conducted experimental study of thermal analysis of solid fins and permeable fins.
They placed the fins in isolated chamber to study natural convection. They found that by using
permeable fins, heat transfer coefficient increases by 20% compared to solid fins.

Thammala praveen,et al:

In this paper, they use 150cc engine cylinder is modelled using PROE software. The original
model having thickness 3mm is reduced to 2.5mm and they use aluminium alloys and done
thermal analysis using ANSYS software. Reducing thickness of fin increases heat transfer of
alloy

R.arularasan,et al:

In this paper, they design single cylinder air cooled engine to be analysis with different profile
fin such as triangular, rectangular, elliptical and trapezoidal force and compare the existent
profile of engine. In this they use finite element analysis and analysis software

 The exist profile tip temperature is rectangle – 129.25℃

 The trapezoidal tip temperature is - 101.29℃

 The elliptical tip temperature is - 84.16℃

 The triangular tip temperature is - 48.89℃

Sujan shrestha et, al:

In this whole they use ‘solid works’ for design purpose and analysis is done by ‘ANSYS’ in
this work they calculated theoretically and practically and found 9% of error

U. Nandeeswar, et, al:

In this paper they designed trapezoidal fins by using UNIGRAPHICS cap software with
thickness 2. 5 mm. They change the materials of the fin and simulate on ANSYS software. The
materials used are al6061 copper & magnesium & they found that al6061 has better thermal
properties when compared with other materials

Ramesh kumar et, al:

In this paper they studied performance of engine cylinder fin is analyzed by design of fins
with various extensions such as rectangular, trapezoidal, triangular without changing the
materials they found that effectiveness of rectangular fin is higher than others

Shinde sandip chandrakant et, al:

Conducted experiments for rectangular and triangular fin profiles for air velocities ranging
from 0 to 11 m/s. In all engine two types of cooling systems utilized, liquid-cooling and air-
cooling, among the two types of engine cooling system, liquid-cooling is broadly used due to
its capacity reject large amount of heat and air-cooling is preferred for small capacity engine
in which the cooling system is much simple in design, light in weight and low in cost. In air-
cooled engine annular fins with dissimilar fin profiles are used for heat transfer augmentation,
therefore it is significant for an air-cooled engine to use fin profiles efficiently to obtain heat
transfer enhancement.

N. Phani raja rao and t. Vishnu vardhan et, al:

Analyzed the thermal properties by changeable geometry, material and thickness of cylinder
fins. The engine cylinder is one of the major automobile apparatus, which is subjected to high
temperature variation and thermal stresses. In order to cool the cylinder, fins are providing on
the plane of the cylinder to increase the rate of heat transfer. By liability thermal analysis on
the engine cylinder fins, it is helpful so know the heat indulgence inside the cylinder.

G. Babu and m. Lava kumar et, al:

Analyze the thermal properties by changeable geometric, material and thickness of cylinder
fins. The models were shaped by changeable the geometry, rectangular, circular and curved
created fins and also by changeable thickness of the fins material used for modern cylinder fin
body was aluminum alloy 204 which has thermal conductivity of 110-150w/mk and also using
aluminum alloy 6061 and magnesium alloy which have higher thermal conductivities. Finally,
they fulfilled that by dropping the thickness and also by changing the shape of the fin to
increasing the efficiency. By reducing the burdens and boy changing the shape of the fin to
curves efficiency curve shape, the weight of the fin by reduce thereby the weight of the fin
body reduces thereby raising the efficiency.
D.g.kumbhar et, al:

Heat transfer augmentation from a horizontal rectangular fin by triangular perforations whose
bases parallel and towards the fin base under natural convection has been studied using ansys.
The parameters considered are geometrical dimensions and thermal properties of the fin. The
perforated in heat dissipation rate is compared to that of solid fin. They have concluded that the
heat transfer rate increases with perforation as compared to fins of similar dimensions without
perforation. The perforation of the fin enhances the same time decreases the expenditure for fin
materials also.

Matkarm.v et, al:

Calculated the heat transfer rate and the temperature behavior for the same object with the
different material (like copper and aluminum). They have concluded that observe that heat
flow rate of copper fin (19.2w) is less than the beat flow rate of the aluminum fin (56.99 w).
The copper gets stable at the lowest temperature. And finally conclude that the copper is best
material suitable for fin than the aluminum.

G.raju stal et, al:

Investigated maximization of heat transfer through fin arrays of an internal combustion engine
cylinder, under one dimensional, steady state condition with conduction and free convection
modes. They used non-traditional optimization technique, namely, binary coded genetic
algorithm to obtain maximum heat transfer and their corresponding optimum dimensions of
rectangular and triangular profile fin arrays. They concluded engine cylinder cooling fins with
six numbers of fins having pitch of 10 mm and 20 mm, and are calculated numerically using
commercially available CFD tool ANSYS fluent.

Mostafa h. Sharqawy et, al:

A numerical analysis is carried out to study efficiency and temperature distribution of annular
fins of different fin profiles (constant and variable cross-sectional area) when subjected to
simultaneous heat and mass transfer. The temperature and humidity ratio differences are
driving forces for heat and mass transfer. Actual psychometric relations are used in the present
work instead of a linear model between humidity ratio and temperature that has been used in
the literature.
u. Maharajab et, al:

Have studied heat release of that when the ambient temperature reduces to a very low value, it
results in overcooling and deficient efficiency of the engine. It is important for an air-cooled
engine to utilize fins for effective engine cooling to maintain uniform temperature in the
cylinder periphery: many experiments has been done to improve the heat release of the
cylinder al fin efficiency, it is observed that when the ambient temperature reduces to a very
low value, it results in overcooling and different efficiency of the engine.
 CHAPTER-3

OBJECTIVE OF THE PROJECT

 The main aim of this project is to increase the heat dissipation rate of engine. Engine
performance depends on various parameters such as types of material use for making engine,
numbers of fins used, thickness of fins, and fins shape.

If the fins do not convect the heat, then the efficiency of the engine may reduce and it depends
up on the geometry and properties of the materials used to manufacture the fin. The main
process is when the air passes through the fins, the fins transfer heat to surroundings through
conduction and convection if the surfaces of the fins have high contact with the air then we can
convect more heat to the air.

Objectives of this work is:

 To design and analyse the existed model (pulsar 150cc).

 To design the different types of models by varying geometry in CREO software.
 To analyses the proposed models with different materials in ANSYS software.
 To compare the standard model with proposed models.
 CHAPTER-4

METHODOLOGY
 start

Define the elements type and material properties for standard design
model

Built model

Mesh and apply boundary conditions

solve

Built the different types of model by changing geometry and

material

Mesh and apply boundary conditions

Visualization & analyzing the results

Save results

exit
4.1 INTRODUCTION TO CAD:

Computer aided design (cad) is a technique in which man and machine are blended in
to problem solving team, intimately coupling the best characteristics of each. The result of
this combination works better than either man or machine would work alone ,and by
using a multi discipline approach, it offers the advantages of integrated team work.

The advances in computer science and technology resulted in the emergence of very
powerful hardware and software tool. It offers scope for use in the entire design process
resulting in improvement in the quality of design. The emergency of cad as a field of
specialization will help the engineer to acquire the knowledge and skills needed in the use of
these tools in an efficient and effective way on the design procedure. Computer aided design
is an interactive process, where the exchange of information between the designer and the
computer is made as simple and effective as possible. Computer aided design
encompasses a wide variety of computer-based methodologies and tools for a spectrum of
engineering activities planning, analysis, detailing, drafting, construction, manufacturing,
monitoring, management, process control and maintenance. Cad is more concerned with the
use of computer-based tools to support the entire life cycle.

Once a design is completed. 2d and 3d views are readily obtainable.

 The ability to changes in late design process is possible.

 It provides a very accurate representation of model specifying all other dimensions
hidden geometry etc.
 It is user friendly both solid and surface modeling can be done
 It provides a greater flexibility for change. For example if we like to change
the dimensions of our model, all the related dimensions in design assembly,
manufacturing etc. Will automatically change.
 It provides clear 3d models, which are easy to visualize and understand
 Catia provides easy assembly of the individual parts or models created it also
decreases the time required for the assembly to a large extent
4.2 TECHNOLOGY OF CAD:

Cad technology makes use of drawings of parts and assemblies on computer files
which can be further analyzed and optimized. The functional, ergonomic and aesthetic
features of the product can be evaluated on the computers. This has been made possible
through the use of the design w o r k s t a t i o n s or c a d t er mi na l s a n d g r a p h i c s a n d
a n a l y t i c s o ft w a re , which h e l p the designer to interactively model and analyze object or
component.

Cad can be put to a variety of uses, some of which are listed below.

1. Create conceptual product model/models.

2. Editing or refining the model to improve aesthetic, ergonomics and performance,

3. Display the product in several colors to select color combination most appealing
to customers,

4. Rotate and views the object from various sided and direction.

5. Create and display all inner details of the assembly.

6. Check for interference or clearance between mating parts in static and /or dynamic
situations.

7. Analyze stress, static deflection and dynamic behavior for different mechanical
and thermal loading configurations and carry out quickly any necessary design
modifications to rectify deficiencies in design.

8. Study the product from various aspects such as material requirements, costs, value
engineering manufacturing processes, standardization, simplification, weight reduction,
service life, lubricants, servicing and maintenance aspects etc.

9. Prepare detailed component drawings giving full details of dimensions,

tolerances, surface finish requirements, functional specification etc

10. Prepare assembly drawing depicting the orientation of components

11. Assembly procedures and requirements and incorporation , as required , such

12. Details as hydraulic or electric connections

13. Prepare exploded view of the assemblies. These views could be so oriented as to provide
better visibility and improved comprehension of the design. Plot to print the picture/drawing
stored in a computer file or the computer screen on different media.

14. Store the database of the object. Part of the drawing in a magnetic disc or tape for the
retrieval at the later date for the use in some other design.

4.3 MODIFICATION OF EXISTING DESIGN:

The above description reveals that cad technologies give the design engineer a
powerful tool for graphical tasks . Modern cad systems are based on interactive
computer graphics communicates data and commands to the computer through the
several input devices, to create an image or model on the computer screen by entering
command to call and active the required software subroutines stored in the computer. In a
2-dimensional drafting system the images are constructed out of basic geometric elements or
entities like points, lines, arcs, circles etc. These images can then be modified. Rotated, scaled
or transformed in several ways depending upon the designer’s requirement.

4.4 PRODUCT DEVELOPMENT THROUGH CAD PROCESS:

The product begins with a need that is identified based on costumer and market’s
demands . The product goes through two main processes from the idea
conceptualization to the finished product the design process and the manufacturing
process. Product development through cad product. Synthesis and analysis are the main sub
processes that constitute the deign process. Synthesis is crucial to design an analysis.the
philosophy, functionality and uniqueness of the product are all determined during the
synthesis. The major financial commitment to turn the conceived product idea into reality is
also made. Most of the information generated during the synthesis sod process is
qualitative and consequently is hard to captured in a computer system expert and
knowledge –based systems have made a great deal of progress in this regard and the
interested conceptual design of the prospective product. Typically, this design takes the form
of a sketch or surrounding constrains. It is also employed during brainstorming discussions
among various design terms and the presentation purpose.

Some popular cad softwares are CREO, SOLIDWORKS, PROE, UNIGRAPHICS

4.5 INTRODUCTION OF CREO SOFT WARE:

creo is a family or suite of computer-aided design (cad) apps supporting product

design for discrete manufacturers and is developed by ptc. The suite consists of apps, each
delivering a distinct set of capabilities for a user role within product development.

Creo runs on microsoft windows and provides apps for 3d cad parametric feature solid

modeling, 3d direct modeling, 2d orthographic views, finite element analysis and
simulation, schematic design, technical illustrations, and viewing and visualization.

Creo elements and creo parametric compete directly with catia, siemens nx/solid edge,

and solid works. The creo suite of apps replace and supersede ptc’s products formerly known
as pro/engineer, co create, and product view. Creo has many different software package
solutions and features.

chapter-6
 design of exist model

Fig 6.1 : part drawing

Design steps:

step 1: step 2:

fig 6.2: cross section of cylinder liner fig 6.3: cylinder liner

Step 3: step 4:
fig 6.4: creating profile of cylinder block fig 6.5: cylinder block

Step 5: step 6:
fig 6.6: creating the datum plane fig6.7: creating the required fins

step 7:
fig 6.8: fins with cylinder block
 chapter-7

Simulation

7.1 introduction to ansys

Ansys, inc. Is a global public company based in canonsburg, pennsylvania. It
develops and markets multiphysics engineering simulation software for product
design, testing and operation. Ansys was founded in 1970 by john swanson.
Swanson sold his interest in the company to venture capitalists in 1993. Ansys
went public on nasdaq in 1996. In the 2000s, ansys made numerous acquisitions
of other engineering design companies, acquiring additional technology for fluid
dynamics, electronics design, and other physics analysis. Ansys became a
component of the nasdaq-100 index on december 23, 2019

The idea for ansys was first conceived by john swanson while working at
the westinghouse astronuclear laboratory in the 1960s. At the time, engineers
performed finite element analysis (fea) by hand westinghouse rejected swanson's
idea to automate fea by developing general purpose engineering software, so
swanson left the company in 1969 to develop the software on his own. ] He
founded ansys under the name swanson analysis systems inc. (sasi) the next year,
working out of his farmhouse in pittsburgh

Swanson developed the initial ansys software on punch-cards and used a

mainframe computer that was rented by the hour. Westinghouse hired swanson as
a consultant, under the condition that any code he developed for westinghouse
could also be included in the ansys product line. Estinghouse also became the
first ansys user

7.2 ansys workbench

Finite element method:

Introduction:
 The finite element method is numerical analysis technique for obtaining
approximate solutions to a wide variety of engineering problems. Because of its
diversity and flexibility as an analysis tool, it is receiving much attention in
engineering schools and industries. In more and more engineering situations
today, we find that it is necessary to obtain approximate solutions to problems
rather than exact closed form solution.

It is not possible to obtain analytical mathematical solutions for many

engineering problems. An analytical solutions is a mathematical expression that
gives the values of the desired unknown quantity at any location in the body, as
consequence it is valid for infinite number of location in the body. For problems
involving complex material properties and boundary conditions, the engineer
resorts to numerical methods that provide approximate, but acceptable solutions.

The finite element method has become a powerful tool for the numerical
solutions of a wide range of engineering problems. It has developed
simultaneously with the increasing use of the high-speed electronic digital
computers and with the growing emphasis on numerical methods for engineering
analysis. This method started as a generalization of the structural idea to some
problems of elastic continuum problem, started in terms of different equations or
as an extrinum problem.

The fundamental areas that have to be learned for working capability of finite
element method include:

 Matrix algebra.
 Solid mechanics.
 Variational methods.
 Computer skills.
 Matrix techniques are definitely most efficient and systematic way to handle
algebra of finite element method. Basically matrix algebra provides a scheme by
which a large number of equations can be stored and manipulated. Since vast
majority of literature on the finite element method treats problems in structural
and continuum mechanics, including soil and rock mechanics, the knowledge of
these fields became necessary. It is useful to consider the finite element
procedure basically as a variational approach. This conception has contributed
significantly to the convenience of formulating the method and to its generality.

The term “finite element” distinguishes the technique from the use of
infinitesimal “differential elements” used in calculus, differential equations. The
method is also distinguished from finite difference equations, for which although
the steps in to which space is divided into finite elements are finite in size; there
is a little freedom in the shapes that the discrete steps can take.

F.e.a is a way to deal with structures that are more complex than dealt with
analytically using the partial differential equations. F.e.a deals with complex
boundaries better than finite difference equations and gives answers to the ‘real
world’ structural problems. It has been substantially extended scope during the
roughly forty years of its use.

F.e.a makes it possible it evaluate a detail and complex structure, in a

computer during the planning of the structure. The demonstration in the
computer about the adequate strength of the structure and possibility of
improving design during planning can justify the cost of this analysis work. F.e.a
has also been known to increase the rating of the structures that were
significantly over design and build many decades ago.

In the absence of finite element analysis (or other numerical analysis),

development of structures must be based on hand calculations only. For complex
structures, the simplifying assumptions are required to make any calculations
possible can lead to a conservative and heavy design. A considerable factor of
ignorance can remain as to whether the structure will be adequate for all design
loads. Significant changes in design involve expensive strain gauging to evaluate
strength and deformation.

General description of fem:

In the finite element method, the actual continuum of body of matter like
solid, liquid or gas is represented as an assemblage of sub divisions called finite
elements. These elements are considered to be inter-connected at specified
points known as nodes or nodal points. These nodes usually lie on the element
boundaries where an adjacent element is considered to be connected. Since the
actual variation of the field variables (like displacement, stress, temperature,
pressure and velocity) inside the continuum are is not know, we assume that the
variation of the field variable inside a finite element can be approximated by a
simple function. These approximating functions (also called interpolation
models) are defined in terms of the values at the nodes. When the field equations
(like equilibrium equations) for the whole continuum are written, the new
unknown will be the nodal values of the field variable. By solving the field
equations, which are generally in the form of the matrix equations, the nodal
values of the field variables will be known. Once these are known, the
approximating function defines the field variable throughout the assemblage of
elements.

The solution of a general continuum by the finite element method always

follows as orderly step-by-step process. The step-by-step procedure for static
structural problem can be stated as follows:
Step 1:- description of structure (domain).

the first step in the finite element method is to divide the structure of solution
region in to sub divisions or elements.
Step 3:- selection of proper interpolation model.

Since the displacement (field variable) solution of a complex structure under any
specified load conditions cannot be predicted exactly, we assume some suitable
solution, within an element to approximate the unknown solution. The assumed
solution must be simple and it should satisfy certain convergence requirements

Step 3:- derivation of element stiffness matrices (characteristic matrices) and

load vectors.

from the assumed displacement model the stiffness matrix [k (e)] and the load
vector p (e) of element ‘e’ are to be derived by using either equilibrium
conditions or a suitable variation principle.

Step 4:- assemblage of element equations to obtain the equilibrium

equations.

since the structure is composed of several finite elements, the individual

element stiffness matrices and load vectors are to be assembled in a suitable
manner and the overall equilibrium equation has to be formulated as

[k]φ = p

Where [k] is called assembled stiffness matrix,

φ is called the vector of nodal displacement and

p is the vector or nodal force for the complete structure.

Step 5:- solution of system equation to find nodal values of displacement

(field variable)

the overall equilibrium equations have to be modified to account for the

boundary conditions of the problem. After the incorporation of the boundary
conditions, the equilibrium equations can be expressed as,

[k]φ = p
For linear problems, the vector ‘φ’ can be solved very easily. But for non-linear
problems, the solution has to be obtained in a sequence of steps, each step
involving the modification of the stiffness matrix [k] and ‘φ’ or the load vector p

Step 6:- computation of element strains and stresses.

from the known nodal displacements, if required, the element strains and
stresses can be computed by using the necessary equations of solid or structural
mechanics. In the above steps, the words indicated in brackets implement the
general fem step-by-step procedure.

7.3 fea software – ansys

Dr. John swanson founded ansys. Inc in 1970 with a vision to commercialize the
concept of computer simulated engineering, establishing himself as one of the
pioneers of finite element analysis (fea). Ansys inc. Supports the ongoing
development of innovative technology and delivers flexible, enterprise wide
engineering systems that enable companies to solve the full range of analysis
problem, maximizing their existing investments in software and hardware.
Ansys inc. Continues its role as a technical innovator. It also supports a process-
centric approach to design and manufacturing, allowing the users to avoid
expensive and time-consuming “built and break” cycles. Ansys analysis and
simulation tools give customers ease-of-use, data compatibility, multi-platform
support and coupled field multi-physics capabilities.

Evolution of ansys program

Ansys has evolved into multipurpose design analysis software program,

recognized around the world for its many capabilities. Today the program is
extremely powerful and easy to use. Each release hosts new and enhanced
capabilities that make the program more flexible, more usable and faster. In this
way ansys helps engineers meet the pressures and demands modern product
development environment.
Need for fea software:

manual preparation of input data is time consuming. By using finite element

software makes not only the problems free from error but also cost effective. It
also aids in the interpretation of analysis results.

Basic components of software

Pre-processor

> handles discretization and pre-processing.

> element properties, assemblage of elements and solution of equations of

equilibrium.

Processor

> handles analysis and processing, which involves computation of element

properties, assemblage of elements and solution of equations of
equilibrium.

Post- processor

> accepts analysis results, computes stress and handles post-processing of results
through generation of tables/pictures.

Major features of software

Element library: 3-d rods(trusses), beams, plain stress/strain membranes is

space, axi-symmetric solids, shear panels, plates, thin/thick shells,3-d solids,
stiffeners for plates, shell and pipe elements.

Analysis capabilities and range of applications:

 Linear static analysis, non-linear static analysis, dynamic analysis, non-
linear dynamic analysis, harmonic response analysis, stability analysis, thermal
analysis, coupled field analysis.

Types of loading:

Concentrated, line, axi-symmetric, gravity, surface and volume, thermal,

centrifugal, deformation dependent, random, contact.

Boundary conditions and constraints:

Sliding interfaces, prescribed displacements, support at contact points,

elastic foundation, multi-point constraints.

Design optimization:

Capabilities include minimization of material volume, mass and weight,

optimization of structural shapes, areas, moments of inertia, and thickness.

7.4 analysis of standard model (pulsar 150cc)

Material used in pulsar 150cc model for engine cylinder fins is grey cast iron

Gray cast iron

Density 7.2e-009 tonne mm^-3
Isotropic secant coefficient of thermal
1.1e-005 c^-1
expansion
Specific heat 4.47e+008 mj tonne^-1 c^-1
Isotropic thermal conductivity 5.2e-002 w mm^-1 c^-1
Isotropic resistivity 9.6e-005 ohm mm

Cast iron > appearance

Re
Green Blue
d
161 161 161
gray cast iron > compressive ultimate strength
Compressive ultimate strength mpa
820
Tensile ultimate strength mpa
240

gray cast iron > isotropic secant coefficient of thermal expansion

Zero-thermal-strain reference temperature
c
22

Gray cast iron > isotropic elasticity

Temperature Young's modulus Poisson's Bulk modulus
Shear modulus mpa
c mpa ratio mpa
1.1e+005 0.28 83333 42969

gray cast iron > isotropic relative permeability

Relative permeability
10000

Properties of grey cast iron are:

 Excellent damping absorption.

 Good wear.

 Thermal resistance.

 Less cost.

chemical composition of gray cast iron

 carbon - 2.5 to 4 %.

 silicon - 1 to 3 %.

 manganese - 0.2 to 1 %.

 sulphur - 0.02 to 0.25 %.

  phosphorus - 0.02 to 1 %.

Analysis of trapezoidal fins (standard model cylinder fins):

Geometry:

fig 7.1

Meshing:

fig 7.2
 Volume 9.4336e+005 mm³
Mass 6.7922e-003 t
Centroid x 1.04e-002 mm
Centroid y 33.028 mm
Centroid z 16.318 mm
Moment of inertia
16.943 t·mm²
ip1
Moment of inertia
25.005 t·mm²
ip2
Moment of inertia
13.365 t·mm²
ip3
Statistics
Nodes 121142
Elements 74221
Boundary conditions:

Initial temperature=220c

Ambient temoerature=22c
Pressure=15mpa

fig 7.3

fig 7.4
Temperature;

fig 7.5

Heat flux

Fig 7.6

Equivalent stress
 Fig 7.7

Equivalent strain:

Fig 7.8

Total deformation:
 Fig 7.9

chapter-8

analysis modifications
 8.1 selection of materials :

Aluminum alloys are the best materials for heat dissipation and they have light weight. So we
take three aluminum alloys .they are

1.aluminium 204

2.aluminium 6061-t6

3.aluminium 6063-t835

8.2 analysis of trapezodal fins having aluminium 204

Properties of aluminium 204

Density 2.8e-009 tonne mm^-3

Isotropic thermal
0.12 w mm^-1 c^-1
conductivity
Specific heat 9.63e+008 mj tonne^-1 c^-1

Temperature Poisson's
Young's modulus mpa Bulk modulus mpa Shear modulus mpa
c ratio
71000 0.33 69608 26692

Tensile yield strength mpa

193 Tensile ultimate strength mpa Shear modulus mpa
310 26500

8.3 composition of al 204:

 Aluminium - 99.8.

 silicon - 0.08.

 ferros - 0.1.

 copper - <150ppm.

 impurities - 0.01 to 0.06.

Temperature;
 Fig 8.1

Heat flux:

Fig 8.2
Stress

Fig 8.3

Strain:

Fig 8.4

8.4 analysis of trapezoidal fins with aliminium 6061-t6: properties of

aluminium 6061-t6:
 Density 2.7e-009 tonne mm^-3
Isotropic thermal
0.167 w mm^-1 c^-1
conductivity
Specific heat 8.96e+008 mj tonne^-1 c^-1

Temperature Young's modulus Poisson's Bulk modulus

Shear modulus mpa
c mpa ratio mpa
68900 0.33 67549 25902

Tensile yield strength mpa Tensile ultimate strength mpa Shear modulus mpa
276 310 26000

Temperature

Fig 8.5

Heat flux
 Fig 8.6

Stress

Fig 8.7

Strain
 Fig 8.8

Analysis of trapezoidal fins with aliminium 6063 t8-35:

8.5 properties of aluminium 6063 t8-35:

Al6063-t835 > constants

Density 2.7e-009 tonne mm^-3
Isotropic thermal 0.2 w mm^-1 c^-1
 conductivity
Specific heat 9.e+008 mj tonne^-1 c^-1

Temperature Young's modulus Poisson's Bulk modulus

Shear modulus mpa
c mpa ratio mpa
69000 0.33 67647 25940

Tensile yield strength mpa

295
Tensile ultimate strength mpa Shear modulus mpa
330 25800

Temperature:

Fig 8.9

Heat flux:
 Fig 8.10

Stress

Fig 8.11

Strain
Fig 8.12
 chapter-9

design modifications
By fourier’s law heat dissipation increases with increasing surface area of fins. So we change
the geometry of standard of fins without changing the fin spacing .they are

1.circular surface i.e. Circular fins

2. Trapeziodal surface with triangular edge i.e. Trape-tri edge fins

9.1 circular fins :

Fig 9.1-part drawing

 fig 9.2. 3d model of circular fins

9.2 trape-tri edge fins

Fig 9.3-part drawing

 Fig 9.4

Fig 9.5-3d model of triangular edge trapezoidal fins

9.3 analysis for circular fins with aluminium 6061-t6

Geometry
 Fig 9.6

Meshing

Fig 9.7

Volume 1.1309e+006 mm³

Mass 3.0534e-003 t
Centroid x 1.0926e-002 mm
Centroid y 32.645 mm
Centroid z 20.142 mm
Moment of inertia
8.2017 t·mm²
ip1
Moment of inertia
13.427 t·mm²
ip2
Moment of inertia 7.5298 t·mm²
 ip3
Statistics
Nodes 149060
Elements 89948
Temperature

Fig 9.8

Heat flux:
 Fig 9.9

Stress

Fig 9.10

Strain
 Fig 9.11

Analysis for circular fins with 6063 t8-35

Temperature

Fig 9.12

Heat flux:
 Fig 9.13

Stress

Fig 9.14

Strain
 Fig 9.15

Analysis for triangular edge shaped trapezoidal fins with aluminium

6061-t6

Geometry

Fig 9.16

Meshing
 Volume 9.0716e+005 mm³
Mass 2.4493e-003 t
Centroid x 1.348e-002 mm
Centroid y 33.122 mm
Centroid z 16.442 mm
Moment of inertia
5.9222 t·mm²
ip1
Moment of inertia
8.6379 t·mm²
ip2
Moment of inertia
4.6414 t·mm²
ip3
Statistics
Nodes 134109
Elements 82146

Fig 9.17

Temperature
 Fig 9.18

Heat flux:

Fig 9.19

Stress
 Fig 9.20

Strain

Fig 9.21

9.4 analysis for triangular edge shaped trapezoidal fins 6063 t8-35

Temperature
 Fig 9.22

Heat flux:

Fig 9.23

Stress
 fig 9.24

Strain

Fig 9.25
 chapter-10

results and discussions

Materia Temperature Heat flux Stress Strain
l
Maximu Minimu Maximu Minimu Maximu Minimu Maximum Minimu
m m m m m m m
Grey 220 200.78 0.032845 3.1757e- 1738.1 0.2014 0.015818 1.979e-
cast 10 100
iron
Al 204 220 211.19 0.034731 3.292e- 46.526 0.0146 0.0068405 2.9518e-
10 7
Al 220 213.59 0.035167 3.3184e- 46.536 0.014692 0.007049 3.0418e-
6061-t6 10 7
Al 6063 220 214.62 0.035354 3.3297e- 46.512 1.4692e- 0.0007038 3.0374e-
t835 18 002 8 7
10.1 trapezoidal fins

Table 10.1

Trepiziodal
220

215

210

205

200

195

190
Temperature

Cast Iron Al 6061 Al 6063 Al 204

Fig 10.1
 trapezoidal fins
3.35E-10

3.30E-10

3.25E-10

3.20E-10

3.15E-10

3.10E-10

3.05E-10
HEAT FLUX

GCI AL 6061 AL 6063 AL 204

Fig 10.2

10.2circular fins

Materi Temperature Heat flux Stress Strain

al
Maxim Minim Maxim Minim Maxim Minim Maxim Minim
um um um um um um um um
Al 6061- 220 208.25 0.05830 4.8622 4.4681e 2.0591e 6.8108e 1.1244e
t6 5 e-10 -5 -10 -10 -13
Al 6063 220 210.09 0.05885 4.893e- 4.4681e 2.0591e 6.8009e 1.1228e
t835 2 10 -5 -9 -10 -13
 circular fins

210.5

210

209.5

209

208.5

208

207.5

207
temperature

al 6061 al 6063

circular fins

4.90E-01

4.89E-01

4.88E-01

4.87E-01

4.86E-01

4.85E-01

4.84E-01
heat flux

AL 6061 AL6063
10.3triangular edge

Mater Temperature Heat flux Stress Strain

ial
Maxim Minim Maxim Minim Maxim Minim Maximu Minim
um um um um um um m um
Al 6061- 220 213.94 0.03349 2.7385 44.44 0.0057 0.00067 2.8935
t6 8 e-10 66 062 e-7
Al 6063 220 214.91 0.03366 2.7417 44.5 0.0058 0.00066 2.8833
t835 6 e-12 6 94 e-7

tiangular edge
215

214.8

214.6

214.4

214.2

214

213.8

213.6

213.4
temperature

al 6061 al6063
 TRIANGULR EDGE
2.75E-01
2.75E-01
2.75E-01
2.75E-01
2.75E-01
2.74E-01
2.74E-01
2.74E-01
2.74E-01
2.74E-01
2.73E-01
2.73E-01
heat flux

al 6061 al6063

10.4 different fins

DIFFERENT FINS
216

215

214

213

212

211

210

209

208

207
TEMPERATURE

TRAPEZOIDAL CIRCULAR TRIANGUAR EDGE

10.5 comparisons

Standard model is trapezoidal fins with grey cast iron and proposed model is triangular edge
shaped trapezoidal fins with al 6063 t8 35

mass

Property Standard model Proposed model

Mass in 6.7932e-3 2.4493e-3
tonnes

8.00E-03

7.00E-03

6.00E-03

5.00E-03

standard model
4.00E-03 proposed model

3.00E-03

2.00E-03

1.00E-03

0.00E+00
mass

Temperature

Property Standard model Proposed model

o
Temperature in c 200.78 214.91
 220

215

210

205 standard model

proposed model

200

195

190
temperature

Heat flux

Property Standard model Proposed

model
Heat flux in w/mm^2 0.032 0.034
 0.03

0.03

0.03

0.03
standard model
proposed model
0.03

0.03

0.03

0.03
heat flux

Stress

Property Standard model Proposed model

Stress in mpa 1738.1 44.444
2000

1800

1600

1400

1200

1000 standar model

proposed model
800

600

400

200

0
stress
chapter-11

conclusion
By analyzing the results, three models are used. They are
1.circular fins
2.trapezoidal fins
3. Triangular edge shaped trapezoidal fins
among the three models ,circular fins is the least heat

transfer rate(minimum temp 210.09oc and triangular edge shaped

trapezoidal fins is the highest (minimum temp 214.92oc)

 
four materials are used, they are
1.grey cast iron
2.al 204
3.al 6061-t6
4.al 6063t8-35
Among the four materials grey cast iron has the least heat dissipation

rate(200.78oc) and al 6063t8-35 (214.92oc) has the highest heat

dissipation rate
so this work observes triangular edge shaped trapezoidal fins
with al 6063t8-35 has better thermal conduction rates and structural
properties .so it is better to use triangular edge shaped trapezoidal fins
with al 6063t8-35 than standard fins used in pulsar 150cc
chapter-12

future scope
In this study so far we have analysed about static structural and steady state thermal.

Future studies have to be carried on different aspects like fluid dynamics of fins, harmonics

Of the cylinder and manufacturing techniques of fins and their results have to analysed. And

Iff their results are satisfactory, better cylinder fins are obtained
chapter-13

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