TABLE OF CONTENT

TABLE OF CONTENT .................................................................................................. i

LIST OF FIGURES ....................................................................................................... v

LIST OF TABLES .......................................................................................................vii

LIST OF GRAPHS ......................................................................................................vii

ABSTRACT ............................................................................................................... viii

CHAPTER 1 INTRODUCTION OF FUEL INJECTOR .............................................. 1

1.1 Introduction .......................................................................................................... 1

1.2 Advantages ........................................................................................................... 2

1.3 Environmental Benefits ........................................................................................ 2

1.4 History And Development Of Nozzle Injector In Diesel Engines ....................... 3

1.4.1 Development In Gasoline/Petrol Engines...................................................... 3

1.4.2. Electronic Injection .......................................................................................... 5

1.4.3. Elimination Of Carburetors .......................................................................... 7

1.5. System Component ............................................................................................. 8

1.5.1. System Overview .......................................................................................... 8

1.5.2. Determining How Much Fuel To Supply ..................................................... 9

1.5.3. Supplying The Fuel To The Engine ................................................................. 9

1.6. Efi Gasoline Engine Components ....................................................................... 9

1.6.1 Engine Control Unit ........................................................................................ 10

CHAPTER 2 TYPES OF DIESEL ENGINE NOZZLE .............................................. 11

2.1 Diesel Engine Nozzle ......................................................................................... 11

2.2 Single-Point Injection......................................................................................... 11

2.3. Continuous Injection ......................................................................................... 11

2.4. Central Port Injection ........................................................................................ 12

2.5. Multipoint Fuel Injection .................................................................................. 12

2.6. Direct Injection .................................................................................................. 13

i
 2.7. Diesel Engines ................................................................................................... 13

2.8. Gasoline Engines ............................................................................................... 14

CHAPTER 3 LITERATURE REVIEW AND OBJECTIVES .................................... 15

3.1. Literature Review .............................................................................................. 15

3.2. Drawing ............................................................................................................. 20

CHAPTER 4 INTRODUCTION OF ANSYS AND FEA .......................................... 21

4.1. Introduction Of Ansys ...................................................................................... 21

4.2. Introduction Of Fea ........................................................................................... 22

4.2.1. General Working Of FEA........................................................................... 22

4.2.2. Stiffness Matrix .......................................................................................... 23

4.2.3. Degree Of Freedom .................................................................................... 23

4.2.4 Boundary Conditions ................................................................................... 23

4.3. Elements And Elements Shapes ........................................................................ 24

4.3.1. Elements ..................................................................................................... 24

4.3.2. Element Shape ............................................................................................ 24

4.3.3. Line Element............................................................................................... 24

4.3.4. Area Elements............................................................................................. 24

4.3.5 Volume Elements ........................................................................................ 25

4.4. General Procedure To Conduct Finite Elements Analysis ................................ 25

4.4.1. FEA Through Software .............................................................................. 26

4.5. Advantage And Limitations Of Fea Software ................................................... 27

4.6. Limitations ....................................................................................................... 27

4.7. Starting Of Ansys Workbench Using Taskbar .................................................. 28

4.8. Toolbox Windows ............................................................................................. 28

4.9. Table Of Analysis And Definitions ................................................................... 29

CHAPTER 5 PROJECT SCHEMATIC WINDOWS.................................................. 30

5.1. Custom System Analysis. .................................................................................. 30

ii
5.2. Units In Any Workbench: ................................................................................. 30

5.3 Component Of The System: ............................................................................... 31

5.3.1. Engineering Data Cell ................................................................................ 31

5.3.2. Geometry Cell............................................................................................. 31

5.3.3. Model Cell .................................................................................................. 32

5.3.4. Mesh Cell .................................................................................................... 32

5.3.5. Setup Cell ................................................................................................... 32

5.3.6 Solution Cell ................................................................................................ 32

5.3.7. Results Cell ................................................................................................. 33

5.4. Introduction To Modal Analysis ....................................................................... 33

5.5. PERFORMING THE MODAL ANALYSIS .................................................... 34

5.6. Adding Modal Analysis System To Ansys Workbench ................................... 34

5.6.1 Starting The Mechanical Window................................................................... 34

5.6.2. Specifying Analysis Setting........................................................................ 35

5.6.3 Plotting The Deformed Shape (Mode Shape).............................................. 36

5.6.4. Creating The Model .................................................................................... 36

5.6.5. Generating The Mesh For The Model ........................................................ 37

5.6.6. Setting The Boundary Conditions .............................................................. 38

5.6.7. Solving The Modal Analysis ..................................................................... 39

5.5. Introduction To Static Structural Analysis ........................................................ 43

5.5.1. Pre-Processing ............................................................................................ 44

5.5.2. Solution....................................................................................................... 45

5.5.3. Post-Processing ........................................................................................... 46

5.5.4. Project Overview ........................................................................................ 46

5.6. Starting A Project And Created The Model ...................................................... 47

5.7. Generating The Mesh ........................................................................................ 47

5.8. Setting The Boundary And Loading Conditions ............................................... 48

iii
 5.9. Solving And Post-Processing The Finite Element Model ................................. 51

5.10. Results: ............................................................................................................ 53

5.11. Table Of Results .............................................................................................. 54

5.12. Graph Of Total Deformations And Von Miss Stress ...................................... 55

CHAPTER 6 THERMAL ANALYSIS ....................................................................... 56

6.1 Introduction To Thermal Analysis ..................................................................... 56

6.2. Important Terms Used In Thermal Analysis ..................................................... 56

6.3. Types Of Thermal Analysis .............................................................................. 58

6.4.Project Objective ................................................................................................ 59

6.5. Applying Thermal Boundary Conditions .......................................................... 59

6.6. Select The Front Face Of The Model ................................................................ 59

6.7. Analyzing The Results ...................................................................................... 60

CHAPTER 7 FLUID FLOW CFD ANALYSIS .......................................................... 63

7.1 Setting Analysis Results ..................................................................................... 65

CHAPTER 8 RESULTS .............................................................................................. 67

8.1. Project Objectives ............................................................................................. 67

8.2. Results For The Modal Analysis ....................................................................... 67

8.3. Results For The Static Structural Analysis ....................................................... 67

CONCLUSION ............................................................................................................ 68

REFERENCE ............................................................................................................... 69

iv
 LIST OF FIGURES
CHAPTER 1
Figure 1. 1 An Antoinette Mechanically Fuel-Injected V8 Aviation Engine Of 1909,
Mounted In A Preserved Antoinette Vii Monoplane Aircraft. ...................................... 3
Figure 1. 2 A 1959 Corvette Small-Block 4.6 Liter V8 With Rochester Mechanical
Fuel Injection ................................................................................................................. 4
Figure 1. 3 Chevrolet Bosworth Vega Engine Showing Bendix Electronic Diesel
Engine Nozzle (In Orange). ........................................................................................... 6
Figure 1. 4 Animated Cut Through Diagram Of A Typical Diesel Engine Nozzle .
Click To See Animation............................................................................................... 10
CHAPTER 3
Figure 3. 1drawing ....................................................................................................... 20
CHAPTER 4
Figure 4. 1 Representation Of A Two Spring Assembly. ............................................ 22
Figure 4. 2 A Node And An Element .......................................................................... 24
Figure 4. 3 Line Element ............................................................................................. 24
Figure 4. 4 The Area Elements .................................................................................... 25
Figure 4. 5 Volume Elements ...................................................................................... 25
Figure 4. 6 The Component Of The Workbench Windows ......................................... 28
Figure 4. 7 The Analysis System Toolbox Displaying Various Analysis System....... 29
CHAPTER 5
Figure 5. 1 Static And Modal Analysis Imported Into Project Schematic................... 30
Figure 5. 2 The Engineering Data Workspace ............................................................. 31
Figure 5. 3 The Menu Displayed On Right Clicking On The Geometry Cell ............. 32
Figure 5. 4 The Mechanical Window With The Modal Node Displayed In The Tree
Outline.......................................................................................................................... 35
Figure 5. 5 Geometry ................................................................................................... 37
Figure 5. 6 Mesh .......................................................................................................... 38
Figure 5. 7 Fixed Support ............................................................................................ 39
Figure 5. 8 Retrieving Analysis Results ..................................................................... 40
Figure 5. 9 Results Outline ......................................................................................... 40
Figure 5. 10 Total Deformations Mode 1 And Mode 2 ............................................... 41
Figure 5. 11 Total Deformations Mode 3 And Mode 4 ............................................... 42
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Figure 5. 12 Total Deformations Mode 5 And Mode 6 ............................................... 42
Figure 5. 13 Total Deformations Mode 7 And Mode 8 .............................................. 43
Figure 5. 14 The Static Structural Analysis System Added To The Project Schematic
Window ........................................................................................................................ 44
Figure 5. 15 The Mechanical Window ........................................................................ 44
Figure 5. 16 The Environment Contextual Toolbar ..................................................... 45
Figure 5. 17 The Solution Contextual Toolbar ............................................................ 45
Figure 5. 18 The Report Generation In Progress... ...................................................... 46
Figure 5. 19 Mesh Generated With Default Mesh Controls ........................................ 48
Figure 5. 20 Choosing The Fixed Support Tool From The Supports Drop-Down ...... 48
Figure 5. 21 The Loads Drop-Down ............................................................................ 49
Figure 5. 22 The Violet Color Face Of The Model Displaying The Fixed Support And
The Direction Selection Box Is Used To Specify The Direction Of A Vector Quantity.
...................................................................................................................................... 50
Figure 5. 23 The Details Of Solution Window ............................................................ 51
Figure 5. 24 Choosing The Total Tool From The Deformation Drop Down .............. 51
Figure 5. 25 Total Deformation Displayed In The Graphics Screen ........................... 53
Figure 5. 26 The Legend Figure Color Contours Displaying The Result .................... 54
CHAPTER 6
Figure 6. 1 The Graph Window Displayed On Selecting Temperature From The
Steady-State Thermal Node In The Tree Outline ........................................................ 60
Figure 6. 2 Temperature Variations ............................................................................. 62

CHAPTER 7
Figure 7. 1 Mesh .......................................................................................................... 64
Figure 7. 2 Fluid Flow Cfx Proc .................................................................................. 65
Figure 7. 3 Graph Of Solver ........................................................................................ 65
Figure 7. 4 Results ....................................................................................................... 66

vi
 LIST OF TABLES
Table 4. 1 Table Of Analysis And Definitions ............................................................ 29

Table 5. 1 Units ............................................................................................................ 30

Table 5. 2 Total Deformation And Stress With Loads(1 Mpa = 145.0.38 Psi) ........... 54

LIST OF GRAPHS
Graph 1 Total Deformations And Von Miss Stress .................................................... 55

vii
 ABSTRACT
STATIC STRUCTURAL ANALYSIS AND CFD OF FUEL INJECTION
Fuel injection is the introduction of fuel in an internal combustion engine,
most commonly automotive engines, by the means of an injector.
All diesel engines use fuel injection by design. Petrol engines can use gasoline
direct injection, where the fuel is directly delivered into the combustion chamber, or
indirect injection where the fuel is mixed with air before the intake stroke.
On petrol engines, fuel injection replaced carburetors from the 1980s onward.
The primary difference between carburetors and fuel injection is that fuel injection
atomizes the fuel through a small nozzle under high pressure, while a carburetor relies
on suction created by intake air accelerated through a Venturi tube to draw the fuel
into the airstream.
In general all solid and non solid model will deform when certain amount of
thermal or structural loads applied within the environmental condition. In order to
find the changes of the product or component, a analysis software is used. Ansys is an
analytic software to find changes in deformation, Product life, Failures, heat
flux(change of heat flow with respect to time and distance) and CFD (flow of air or
water or any gas or liquid in the body).
In this project the model is Designed with respect to all the available
constraints using an advanced cad softwares like Creo parametric, solid works, catia
and solid edge. Later the product file is converted to ".STP" file format (standard
exchange of product file) and imported to ansys workbench to find deformation and
analytic valve with respect to the model or product definitions.
In this project the product was undergone various types of analysis to find
frequencies with respect to gravity or mass by using Modal analysis and by Using
static structural analysis total deformation, stress and strain valve, product life and
failures etc., can be calculate by using Ansys workbench.
In Thermal analysis is heat flux is calculated with respect to temperature
changes, heat flow and Convection and by using Fluid Flow CFD module is used to
calculate pressure rate or flow of matter in and over the body with respect to the
atmospheric or boundary condition.
Ansys software helps to find the accurate or approximate solutions

viii
 CHAPTER 1 INTRODUCTION OF FUEL INJECTOR

1.1 Introduction

Diesel engine nozzle is the introduction of fuel in an internal combustion

engine, most commonly automotive engines, by the means of an injector.
All diesel engines use nozzle by design. Petrol engines can use gasoline direct
injection, where the fuel is directly delivered into the combustion chamber, or indirect
injection where the fuel is mixed with air before the intake stroke.
On petrol engines, diesel engine nozzle replaced carburetors from the 1980s
onward. The primary difference between carburetors and diesel engine nozzles that
diesel engine nozzle atomizes the fuel through a small nozzle under high pressure,
while a carburetor relies on suction created by intake air accelerated through
a Ventura tube to draw the fuel into the airstream
The functional objectives for diesel engine nozzle systems can vary. All share
the central task of supplying fuel to the combustion process, but it is a design decision
how a particular system is optimized. There are several competing objectives such as:
 Power Output
 Fuel Efficiency
 Emissions Performance
 Running On Alternative Fuels
 Reliability
 Drivability And Smooth Operation
 Initial Cost
 Maintenance Cost
 Diagnostic Capability
 Range Of Environmental Operation
 Engine Tuning
Modern digital electronic diesel engine nozzle systems optimize these
competing objectives more effectively and consistently than earlier fuel delivery
systems (such as carburetors). Carburetors have the potential to atomize fuel better.

1
1.2 Advantages

Benefits of diesel engine nozzle include smoother and more consistent

transient throttle response, such as during quick throttle transitions, easier cold
starting, more accurate adjustment to account for extremes of ambient temperatures
and changes in air pressure, more stable idling, decreased maintenance needs, and
better fuel efficiency.
Diesel engine nozzle also dispenses with the need for a separate
mechanical choke, which on carburetor-equipped vehicles must be adjusted as the
engine warms up to normal temperature. Furthermore, on spark ignition
engines, (direct) fuel injection has the advantage of being able to facilitate stratified
combustion which has not been possible with carburetors.
It is only with the advent of multi-point diesel engine nozzle certain engine
configurations such as inline five cylinder gasoline engines have become more
feasible for mass production, as traditional carburetor arrangement with single or twin
carburetors could not provide even fuel distribution between cylinders, unless a more
complicated individual carburetor per cylinder is used.
Diesel engine nozzle systems are also able to operate normally regardless of
orientation, whereas carburetors with floats are not able to operate upside down or in
zero gravity, such as encountered on airplanes.

1.3 Environmental Benefits

Diesel engine nozzle generally increases engine fuel efficiency. With the
improved cylinder-to-cylinder fuel distribution of multi-point fuel injection, less fuel
is needed for the same power output (when cylinder-to-cylinder distribution varies
significantly, some cylinders receive excess fuel as a side effect of ensuring that all
cylinders receive sufficient fuel).
Exhaust emissions are cleaner because the more precise and accurate fuel
metering reduces the concentration of toxic combustion byproducts leaving the
engine. The more consistent and predictable composition of the exhaust makes
emissions control devices such as catalytic converters more effective and easier to
design.

2
1.4 History And Development Of Nozzle Injector In Diesel Engines

All diesel engines (with the exception of some tractors and scale model
engines) have fuel injected into the combustion chamber. See diesel engine.
1.4.1 Development In Gasoline/Petrol Engines
Mechanical injection

Figure 1. 1 An Antoinette Mechanically Fuel-Injected V8 Aviation Engine Of

1909, Mounted In A Preserved Antoinette Vii Monoplane Aircraft.
The invention of mechanical injection for gasoline-fueled aviation engines
was by the French inventor of the v8 engine configuration, leon levavasseur in 1902.
levavasseur designed the original Antoinette firm's series of v-form aircraft engines,
starting with the Antoinette 8v to be used by the aircraft the Antoinette firm built that
levavasseur also designed, flown from 1906 to the firm's demise in 1910, with the
world's first v16 engine, using levavasseur direct injection and producing around
100 hp (75 kw; 101 ps) flying an Antoinette vimonoplane in 1907.
The first post-world war i example of direct gasoline injection was on
the hesselman engine invented by Swedish engineer Jonas hesselman in 1925.
Hesselman engines used the ultra-lean-burn principle and injected the fuel in the end
of the compression stroke and then ignited it with a spark plug, it was often started on
gasoline and then switched over to run on diesel or kerosene. The hesselman engine
was a low compression design constructed to run on heavy fuel oils.
Immediately following the war, hot rubber Stuart started to offer mechanical
injection for race cars, salt cars, and midget racers, well-known and easily
distinguishable because of their prominent velocity stacks projecting upwards from
the engines on which they were used.

3
 The first automotive direct injection system used to run on gasoline was
developed by Bosch’s, and was introduced by goliath for their goliath
gp700 automobile, and gut rod in 1952. This was basically a high-pressure diesel
direct-injection pump with an intake throttle valve. (Diesels only change the amount
of fuel injected to vary output; there is no throttle.) This system used a normal
gasoline fuel pump, to provide fuel to a mechanically driven injection pump, which
had separate plungers per injector to deliver a very high injection pressure directly
into the combustion chamber. The 1954 Mercedes formula 1 racing car engine
used borsch's direct injection derived from wartime aircraft engines.
Following this racetrack success, the 1955 mercedes-benz 300sl, the first
production sports car to use fuel injection, used direct injection. The 1955 mercedes-
benz 300slr, in which sterling moss drove to victory in the 1955 mille
Malia and pierre levegh crashed and died in the 1955 le mans disaster, had an engine
developed from the w196 engine. The borsch's diesel engine nozzle s were placed into
the bores on the cylinder wall used by the spark plugs in other mercedes-benz six-
cylinder engines (the spark plugs were relocated to the cylinder head). Later, more
mainstream applications of diesel engine nozzle favored the less-expensive indirect
injection methods.

Figure 1. 2 A 1959 Corvette Small-Block 4.6 Liter V8 With Rochester

Mechanical Fuel Injection
Chevrolet introduced a mechanical diesel engine nozzle option, made
by general motors' Rochester products division, for its 283 v8 engine in 1956 (1957
U.S. Model year). This system directed the inducted engine air across a "spoon
shaped" plunger that moved in proportion to the air volume. The plunger connected to
the fuel metering system that mechanically dispensed fuel to the cylinders via
distribution tubes. This system was not a "pulse" or intermittent injection, but rather a
constant flow system, metering fuel to all cylinders simultaneously from a central

4
"spider" of injection lines. The fuel meter adjusted the amount of flow according to
engine speed and load, and included a fuel reservoir, which was similar to a
carburetor's float chamber. With its own high-pressure fuel pump driven by a cable
from the distributor to the fuel meter, the system supplied the necessary pressure for
injection. This was a "port" injection where the injectors are located in the intake
manifold, very near the intake valve.
During the 1960s, other mechanical injection systems such as inborn were
occasionally used on modified American v8 engines in various racing applications
such as drag racing, oval racing, and road racing. These racing-derived systems were
not suitable for everyday street use, having no provisions for low speed metering, or
often none even for starting (starting required that fuel be squirted into the injector
tubes while cranking the engine). However, they were a favorite in the
aforementioned competition trials in which essentially wide-open throttle operation
was prevalent. Constant-flow injection systems continue to be used at the highest
levels of drag racing, where full-throttle, high-rpm performance is key.
In 1967, one of the first Japanese designed cars to use mechanical diesel engine
nozzle was the Daihatsu compagno.

1.4.2. Electronic Injection

The first commercial electronic diesel engine nozzle (EFI) system was
electrojector, developed by the bendix corporation and was offered by American
motors corporation (am) in 1957. the rambler rebel, showcased arc’s new 327 cu in
(5.4 l) engine. The electrojector was an option and rated at 288 BHP (214.8 kW. the
EFI produced peak torque 500 rpm lower than the equivalent carburetor engine the
rebel owner's manual described the design and operation of the new system. The cost
of the EFI option was us$395 and it was available on 15 June 1957. Electrojector
teething problems meant only cars were so equipped: thus, very few cars so equipped
were ever sold and none were made available to the public. The EFI system in the
rambler ran fine in warm weather, but suffered hard starting in cooler temperatures.
Chrysler offered electrojector on the 1958 Chrysler, Desoto adventurer, dodge
d-500, and Plymouth fury, arguably the first series-production cars equipped with an
EFI system. It was jointly engineered by Chrysler and bendix. The early electronic
components were not equal to the rigors of under hood service, however, and were too
5
slow to keep up with the demands of "on the fly" engine control. Most of the 35
vehicles originally so equipped were field-retrofitted with 4-barrel carburetors. The
electrojector patents were subsequently sold to Bosch’s.
Bosch developed an electronic diesel engine nozzle system, called d-
jetronic (d for druck, German for "pressure"), which was first used on the vow
1600tl/e in 1967. This was a speed/density system, using engine speed and intake
manifold air density to calculate "air mass" flow rate and thus fuel requirements. This
system was adopted by vw, Mercedes-benz, Porsche, Citroen, Saab, and Volvo. Lucas
licensed the system for production in jaguar cars, initially in d-jetronic form before
switching to l-jetronic in 1978 on the xk6 engine.
Bosch superseded the d-jetronic system with the k-jetronic and l-
jetronic systems for 1974, though some cars (such as the Volvo 164) continued using
d-jetronic for the following several years. In 1970, the Isuzu 117 coupé was
introduced with a borsch's-supplied d-jetronic fuel injected engine sold only in Japan.
In 1984 rover fitted Lucas electronic fuel injection, which was based on some l-
jetronic patents, to the s-series engine as used in the 200 model.

Figure 1. 3 Chevrolet Bosworth Vega Engine Showing Bendix Electronic Diesel

Engine Nozzle (In Orange).
In Japan, the Toyota celiac used electronic, multi-port diesel engine nozzle in
the optional 18r-e engine in January 1974. Nissan offered electronic, multi-port diesel
engine nozzle in 1975 with the borsch l-jetronic system used in the Nissan l28e
engine and installed in the Nissan, Nissan cerci, and the Nissan Gloria. Nissan also
installed multi-point diesel engine nozzle in the Nissan y44 v8 engine in the Nissan
president. Toyota soon followed with the same technology in 1978 on the 4m-
e engine installed in the Toyota crown, the Toyota, and the Toyota mark ii. In the
1980s, the Isuzu piazza and the Mitsubishi added diesel engine nozzle as standard
6
equipment, developed separately with both companies history of diesel powered
engines. 1981 saw Mazda offer diesel engine nozzle in the Mazda luce with
the Mazda fee engine and, in 1983, Subaru offered diesel engine nozzle in the Subaru
ea81 engine installed in the Subaru Leone. Honda followed in 1984 with their own
system, called PGM-FI in the Honda, and the Honda vigor using the Honda es3
engine.
The limited production Chevrolet was introduced in March 1975 using a
bendix EFI system with pulse-time manifold injection, four injector valves, an
electronic control unit (ECU), five independent sensors, and two fuel pumps. The EFI
system was developed to satisfy stringent emission control requirements and market
demands for a technologically advanced responsive vehicle. 5000 hand-built
Bosworth Vega engines were produced but only 3,508 cars were sold through 1976.
The Cadillac Seville was introduced in 1975 with an EFI system made by
bendix and modeled very closely on borsch's d-jetronic. L-jetronic first appeared on
the 1974 Porsche 914, and uses a mechanical airflow meter (l for luft, German for
"air") that produces a signal that is proportional to "air volume". This approach
required additional sensors to measure the atmospheric pressure and temperature, to
ultimately calculate "air mass". L-jetronic was widely adopted on European cars of
that period, and a few Japanese models a short time later.
In 1980, Motorola (now NXP semiconductors) introduced the first
electronic engine control unit, the EEC-III. Its integrated control of engine functions
(such as diesel engine nozzle and spark timing) is now the standard approach for
diesel engine nozzle systems. The Motorola technology was installed in ford North
American products.

1.4.3. Elimination Of Carburetors

In the 1970s and 1980s in the U.S. And Japan, the respective federal
governments imposed increasingly strict exhaust emission regulations. During that
time period, the vast majority of gasoline-fueled automobile and light truck engines
did not use fuel injection. To comply with the new regulations, automobile
manufacturers often made extensive and complex modifications to the engine
carburetor(s). While a simple carburetor system is cheaper to manufacture than a
diesel engine nozzle system, the more complex carburetor systems installed on many
7
engines in the 1970s were much more costly than the earlier simple carburetors. To
more easily comply with emissions regulations, automobile manufacturers began
installing diesel engine nozzle systems in more gasoline engines during the late
1970s.
Open-loop diesel engine nozzle systems had already improved cylinder-to-
cylinder fuel distribution and engine operation over a wide temperature range, but did
not offer further scope to sufficient control fuel/air mixtures, in order to further reduce
exhaust emissions. Later closed-loop diesel engine nozzle systems improved the air–
fuel mixture control with an exhaust gas oxygen. Although not part of the injection
control, a catalytic converter further reduces exhaust emissions.
Diesel engine nozzle was phased in through the latter 1970s and 80s at an
accelerating rate, with the German, French, and US. Markets leading and the uk and
commonwealth markets lagging somewhat. Since the early 1990s, almost all gasoline
passenger cars sold in first world markets are equipped with electronic diesel engine
nozzle(EFI). The carburetor remains in use in developing countries where vehicle
emissions are unregulated and diagnostic and repair infrastructure is sparse. Diesel
engine nozzle is gradually replacing carburetors in these nations too as they adopt
emission regulations conceptually similar to those in force in Europe, Japan,
Australia, and North America.
Many motorcycles still utilize carburetor engines, though all current high-
performance designs have switched to EFI.
NASCAR finally replaced carburetors with fuel-injection, starting at the
beginning of the 2012 NASCAR sprint cup series season.

1.5. System Component

1.5.1. System Overview

The process of determining the necessary amount of fuel, and its delivery into
the engine, are known as fuel metering. Early injection systems used mechanical
methods to meter fuel, while nearly all modern systems use electronic metering.

8
1.5.2. Determining How Much Fuel To Supply

The primary factor used in determining the amount of fuel required by the
engine is the amount (by weight) of air that is being taken in by the engine for use in
combustion. Modern systems use a mass airflow sensor to send this information to
the engine control unit.
Data representing the amount of power output desired by the driver
(sometimes known as "engine load") is also used by the engine control unit in
calculating the amount of fuel required. A throttle position sensor (tps) provides this
information. Other engine sensors used in EFI systems include a coolant temperature
sensor, a camshaft or crankshaft position sensor (some systems get the position
information from the distributor), and an oxygen sensor which is installed in the
exhaust system so that it can be used to determine how well the fuel has been
combusted, therefore allowing closed loop operation.

1.5.3. Supplying The Fuel To The Engine

Fuel is transported from the fuel tank (via fuel lines) and pressurized using
fuel pump(s). Maintaining the correct fuel pressure is done by a fuel pressure
regulator. Often a fuel rail is used to divide the fuel supply into the required number
of cylinders. The diesel engine nozzle injects liquid fuel into the intake air (the
location of the diesel engine nozzle varies between systems).
Unlike carburetor-based systems, where the float chamber provides a
reservoir, fuel injected systems depend on an uninterrupted flow of fuel. To avoid fuel
starvation when subject to lateral g-forces, vehicles are often provided by an anti-
surge vessel, usually integrated in the fuel tank, but sometimes as a separate, small
anti-surge tank.

1.6. Efi Gasoline Engine Components

These examples specifically apply to a modern EFI gasoline engine. Parallels

to fuels other than gasoline can be made, but only conceptually.

9
Figure 1. 4 Animated Cut Through Diagram Of A Typical Diesel Engine Nozzle .
Click To See Animation.
 Injectors
 Fuel pump
 Fuel pressure regulator
 engine control unit
 Wiring harness
 Various sensors (some of the sensors required are listed here.)
 Crank/cam position: hall effect sensor
 Airflow: MAF sensor, sometimes this is inferred with a map sensor
 Exhaust gas oxygen: oxygen sensor, ego sensor, UEGO sensor

1.6.1 Engine Control Unit

The engine control unit is central to an EFI system. The ECU interprets data
from input sensors to, among other tasks; calculate the appropriate amount of fuel to
inject.

10
 CHAPTER 2 TYPES OF DIESEL ENGINE NOZZLE

2.1 Diesel Engine Nozzle

When signaled by the engine control unit the diesel engine nozzle opens and
sprays the pressurized fuel into the engine. The duration that the injector is open
(called the pulse width) is proportional to the amount of fuel delivered. Depending on
the system design, the timing of when injector opens is either relative each individual
cylinder (for a sequential diesel engine nozzle system), or injectors for multiple
cylinders may be signaled to open at the same time (in a batch fire system).

2.2 Single-Point Injection

Single-point injection (spi) uses a single injector at the throttle body (the same
location as was used by carburetors).
It was introduced in the 1940s in large aircraft engines (then called
the pressure carburetor) and in the 1980s in the automotive world (called throttle-body
injection by general motors, central diesel engine nozzle by ford, PGM-CARB by
Honda, and EGI by Mazda). Since the fuel passes through the intake runners (like a
carburetor system), it is called a "wet manifold system".
The justification for single-point injection was low cost. Many of the
carburetor's supporting components - such as the air cleaner, intake manifold, and fuel
line routing - could be reused. This postponed the redesign and tooling costs of these
components. Single-point injection was used extensively on American-made
passenger cars and light trucks during 1980-1995, and in some European cars in the
early and mid-1990s.

2.3. Continuous Injection

In a continuous injection system, fuel flows at all times from the diesel engine
nozzle s, but at a variable flow rate. This is in contrast to most diesel engine nozzle
systems, which provide fuel during short pulses of varying duration, with a constant
rate of flow during each pulse. Continuous injection systems can be multi-point or
single-point, but not direct.

11
 In fuel injector aircraft engines, continuous-flow diesel engine nozzle is the
most common type. In contrast to automotive diesel engine nozzle systems, aircraft
continuous flow diesel engine nozzle is all mechanical, requiring no electricity to
operate. Two common types exist: the bendix RSA system, and the TCM system. The
bendix system is a direct descendant of the pressure carburetor. However, instead of
having a discharge valve in the barrel, it uses a flow divider mounted on top of the
engine, which controls the discharge rate and evenly distributes the fuel to stainless
steel injection lines to the intake ports of each cylinder. The TCM system is even
simpler. It has no venture, no pressure chambers, no diaphragms, and no discharge
valve.
The control unit is fed by a constant-pressure fuel pump. The control unit
simply uses a butterfly valve for the air, which is linked by a mechanical linkage to a
rotary valve for the fuel. Inside the control unit is another restriction, which controls
the fuel mixture. The pressure drop across the restrictions in the control unit controls
the amount of fuel flow, so that fuel flow is directly proportional to the pressure at the
flow divider. In fact, most aircraft that use the TCM diesel engine nozzle system
feature a fuel flow gauge that is actually a pressure gauge calibrated in gallons per
hour or pounds per hour of fuel.

2.4. Central Port Injection

From 1992 to 1996 general motors implemented a system called central port
injection or central port fuel injection. The system uses tubes with poppet valves from
a central injector to spray fuel at each intake port rather than the central throttle-body.
Fuel pressure is similar to a single-point injection system. CPFI (used from 1992 to
1995) is a batch-fire system, while CSFI (from 1996) is a sequential system.

2.5. Multipoint Fuel Injection

Multipoint diesel engine nozzle (also called PFI, port fuel injection) injects
fuel into the intake ports just upstream of each cylinder's intake valve, rather than at a
central point within an intake manifold. MPI systems can be sequential, in which
injection is timed to coincide with each cylinder's intake stroke; batched, in which
fuel is injected to the cylinders in groups, without precise synchronization to any

12
particular cylinder's intake stroke; or simultaneous, in which fuel is injected at the
same time to all the cylinders. The intake is only slightly wet, and typical fuel
pressure runs between 40-60 psi.
Many modern EFI systems utilize sequential MPI; however, in newer gasoline
engines, direct injection systems are beginning to replace sequential ones.

2.6. Direct Injection

In a direct injection engine, fuel is injected into the combustion chamber as

opposed to injection before the intake valve (petrol engine) or a separate pre-
combustion chamber (diesel engine).[28]
In a common rail system, the fuel from the fuel tank is supplied to the
common header (called the accumulator). This fuel is then sent through tubing to the
injectors, which inject it into the combustion chamber. The header has a high pressure
relief valve to maintain the pressure in the header and return the excess fuel to the fuel
tank. The fuel is sprayed with the help of a nozzle that is opened and closed with a
needle valve, operated with a solenoid. When the solenoid is not activated, the spring
forces the needle valve into the nozzle passage and prevents the injection of fuel into
the cylinder. The solenoid lifts the needle valve from the valve seat, and fuel under
pressure is sent in the engine cylinder. Third-generation common rail diesels
use piezoelectric injectors for increased precision, with fuel pressures up to
1,800 bars or 26,000 psi.
Direct diesel engine nozzle costs more than indirect injection systems: the
injectors are exposed to more heat and pressure, so more costly materials and higher-
precision electronic management systems are required.

2.7. Diesel Engines

Most diesel engines (with the exception of some tractors and scale model
engines) have fuel injected into the combustion chamber.
Earlier systems, relying on simpler injectors, often injected into a sub-chamber
shaped to swirl the compressed air and improve combustion; this was known
as indirect injection. However, this was less efficient than the now common direct

13
injection in which initiation of combustion takes place in a depression
(often steroidal) in the crown of the fuel injector.
Throughout the early history of diesels, they were always fed by a mechanical
pump with a small separate chamber for each cylinder, feeding separate fuel lines and
individual injectors. most such pumps were in-line, though some were rotary.
Most modern diesel engines use common rail or unit injector direct injection
systems.

2.8. Gasoline Engines

Modern gasoline engines also utilize direct injection, which is referred to

as gasoline direct injection. T his is the next step in evolution from multi-point fuel
injection, and offers another magnitude of emission control by eliminating the "wet"
portion of the induction system along the inlet tract.
By virtue of better dispersion and homogeneity of the directly injected fuel,
the cylinder and fuel injector are cooled, thereby permitting higher compression
ratios and earlier ignition timing, with resultant enhanced power output. More precise
management of the diesel engine nozzle event also enables better control of
emissions. Finally, the homogeneity of the fuel mixture allows for leaner air–fuel
ratios, which together with more precise ignition timing can improve fuel efficiency.
Along with this, the engine can operate with stratified (lean-burn) mixtures, and hence
avoid throttling losses at low and part engine load. Some direct-injection systems
incorporate piezo electronic diesel engine nozzle s. With their extremely fast response
time, multiple injection events can occur during each cycle of each cylinder of the
engine.

14
CHAPTER 3 LITERATURE REVIEW AND OBJECTIVES

3.1. Literature Review

In the recent past, the demand for diesel engines has increased rapidly. This is
mainly because of their higher thermal efficiency, better performance and reliability.
In the earlier days diesel engines were considered to be high pollutants than petrol
engines. But with the continuous improvements in the technology, there is a
considerable reduction in the emission levels in diesel engines. Still the research
works are continuing to bring down the levels of emissions; simultaneously the efforts
are continuing in the direction of improving the overall engine performance. In DI
diesel engines the fuel is injected directly into the combustion chamber. Here the fuel
injector crown is a part of the combustion chamber. Fuel atomization, vaporization
and mixing of fuel and air occurs in a rapid sequence within the combustion chamber
in the fraction of a second. This can be achieved with the following: good combustion
chamber, appropriate in-cylinder air motion and fuel injection arrangement.
Swirl is mainly used for getting the adequate fuel- air mixing rates. Air swirl is
generated with the support of a suitable inlet port and it is amplified at the end of the
compression stroke by forcing the air towards the cylinder axis into the bowl-in-fuel
injector combustion chamber. Swirl is basically an organized rotation of air about the
cylinder axis. Though some decay of swirl occurs due to presence of friction during
the cycle, intake generated swirl persists throughout the compression process as well
as in the combustion and expansion processes. The nature of the swirling flow in an
actual engine is extremely difficult to determine. Accordingly, steady state tests are
often used to characterize the swirl. Swirl ratio is defined as the solid-body rotating
flow, which has equal angular momentum to the actual flow, divided by crankshaft
angular speed. The diesel engine combustion is heterogeneous in nature. An
improvement in the combustion process definitely increases its efficiency and reduces
the pollutant formation. Better understanding of the engine in-cylinder fluid
dynamics, fuel spray behavior, induction generated swirl and the combustion will
definitely be helpful in meeting the great challenges such as fuel economy and
pollutant formation. The sprays and combustion phenomenon in DI diesel engines
have been highly influenced by the induction generated swirl and the number of holes

15
present in the nozzle. Hence, critical review of the available literature related to the
in-cylinder flows, fuel spray characteristics, induction generated swirls and multi-hole
nozzle are presented in the following section.
Pearson et al., (1990) [1] have reported computationally efficient simulation
technique. This technique is based on the linearized one-dimensional conservation
equations. These equations are suitable for distributed parameter systems and are
suitable to the requirements of the designer in assessing the relative merits among
different types of manifold configurations. Volumetric efficiencies of measured and
predicted are compared to understand the importance of variable geometry induction
systems.
Aita S et al., (1991) [2] have reported the analysis for the flow in an intake
port-valve-cylinder assembly of a DI diesel engine. The simulation was carried for
both steady state and transient motored situations during the suction and compression
strokes. Generation of angular momentum flux and the induced in-cylinder flow
motion were predicted for a helical port under steady state condition. The predicted
results were correlated and compared with the experimental results. The experimental
results were extracted with the support of oil film visualizations on valve and intake
port surfaces and attached with the local velocity measurements in the cylinder. The
transient flow simulations showed different characteristics of flow motion in-cylinder
and fuel injector bowl during suction and compression processes. It was reported that
the swirl generating capacity of the valve is not the same during the periods of valve
opening and closing. A strong interaction was observed between the swirling motion
and the position & shape of the fuel injector bowl.
Sweetland et al., (1994) [3] have used particle image velocimetry (PIV) to
extract gas velocity and turbulence in a diesel engine. Experiments were conducted on
a single-cylinder caterpillar engine. Optical access was provided for the combustion
chamber. The results obtained for the turbulent jet were compared with that of earlier
results obtained through other techniques. The estimates of the turbulence intensity
are obtained from PIV data. The length scales are estimated from the model relations
of k-ε and the turbulent dissipation. The size of vorticity concentrations and the eddies
that are obtained from PIV are reported to be the representatives of the turbulence
integral length scale. The experimental results were also compared with the results

16
obtained from multidimensional KIVA-3 code. The experimental and the predicted
results are observed to be in good agreement.
Sebastian et al., (1995) [4] have simulated a production engine at part and full
load conditions. Modified engine was analyzed at full load. SPEED CFD code was
used for the analysis. The fuel-air mixing and combustion process are visualized with
the support of the ISO-surfaces of stoichiometric mixture. The correlation of this
surface with global quantities such as heat release, pressure, temperature and swirl
ratio was considered. The global properties that are presented here are resolved for
the main chamber and the swirl chamber separately. The formation of thermal NO
and soot are simulated and analyzed.
Kang et al., (1995) [5] have performed in-cylinder flow simulations. KIVA-3
code was used for the analysis. The valve flow conditions that were measured from
the experiments was used as an inflow boundary conditions. The predicted swirl
ratios in a steady flow environment were compared with the swirl ratios of an
operating engine. Some differences were noticed in 3-D flow structures between a
steady flow environment and the operating engine. Axial development of the flow
produced an organized swirl in the case of a steady flow rig. Whereas merging of
multiple swirls and tumble motion were observed in the case of an operating engine.
Landress et al., ( 1996) [6] have used the KIVA-3 CFD code to simulate the
flow through the port and the engine cylinder. From the results it was reported that,
mixing of the intake and residual gases is not uniform. Many complex flow structure
developments are happening during intake and they are getting destroyed during
compression. The flow field near TDC exhibits spatial in homogeneities in
temperature, kinetic energy and its dissipation rate.
Taylor et al., (1997) [7] have developed a computational methodology (3D
model) for predicting the losses in the intake regions of IC engines. In order to get
accurate results, the following tasks were implemented in the present methodology,
they are: (i) appropriate modeling of flow physics, (ii) quality of the geometry,
(iii) discretization schemes applied at low viscosity regions and (iv) turbulence of
higher order. This methodology was tested and validated against the data of a variety
of complex 2D and 3D laminar and turbulent flow conditions. The predicted pressure
losses in the intake region of a caterpillar diesel engine are compared with the
experimental data. The analysis was carried out in detail that could describe the

17
locations of the loss pockets that are associated mechanisms which are contributing
for the losses and the other sources for the losses. Simulations were carried out for
large scale, viscous and for all the turbulent flow situations. From the results it was
observed that there is good agreement between the predicted and the measured values.
Fuchs et al., (1998) [8] have simulated the suction, compression and
combustion processes of a caterpillar diesel engine. KIVA-3 CFD code was used for
the analysis. Seven variations on intake and two injection schemes were considered
during the study. From the results it is observed that, the combustion and emission
behavior was influenced by one of the following three factors i.e., swirl ratio,
temperature and turbulence.
Barths et al., (1998) [9] have studied the comprehensive chemical
mechanisms. This includes all the relevant chemical combustion processes that take
place in a DI diesel engine during auto-ignition, the burnout in the partially premixed
phase, diffusive burning and formation of pollutants. The complete structure of the
flame is preserved without simplifying highly nonlinear dependencies of the
chemistry. Using the representative interactive flame let model the one-dimensional
unsteady set of partial differential equations is solved online with the 3-D CFD code.
Applying this model pollutant formation in acetone fuelled Volkswagen DI 1900
diesel engine was investigated. It was shown that the soot emissions are primarily
controlled by the mixing process in the cylinder. Numerical simulations for different
injection rates are compared with in house experiments.
Chen et al., (1998) [10] have simulated the engine flow with the support of a
STAR-CD CFD code. Simulation was performed for the inlet port and combustion
chamber flow fields. Volkswagen DI diesel engine having two-valves was used for
the study. The predicted results were compared with the results that are obtained from
laser-Doppler anemometer measurements. The results were extracted and compared
for the three periods: valve opening, valve closing and maximum valve lift periods.
The results that are predicted for different engine speeds are validated against the
measured data. The accuracy of the predictions are reported.
Okazaki et al., (1999) [11] have studied exclusively on the design of intake
and combustion systems. Computational fluid dynamics approach was used for the
study. Main attention was on the correlation of the trapping efficiency and the swirl
ratio. The data that was obtained from the engine operation and the steady flow rig

18
tests were combined in the process of quality improvement. The requirements of the
designers as well as the researchers were satisfied.
Baby et al., (1997) [12] have carried out an experimental investigation on in
cylinder motion, during the intake and compression strokes of a multi-valve engine.
Experiments were conducted on a single cylinder four valve research engine. The
engine was attached with several optical accesses on cylinder liner and cylinder head.
laser Doppler velocimetry was used for the measurement of the turbulence and local
velocity in combustion chamber. Effects of different bowl shapes on turbulence, flow
variations, and tumble distortion were analyzed. Study was extended to evaluate the
effect of bowl location on the tumble charge angular momentum.
Shenghua et al., (1999) [13] have developed a model based on the Hiroyasu's
multi zone combustion model. Nozzle injection (spray) parameters, induction swirl,
air and fuel composition was considered in the model. Sub models pertaining to zone
velocity, air entrainment rate, droplet evaporation rate, combustion rate etc., were
taken from the latest literature. The model simulation was used to extract the
parameters like cylinder pressure, heat release rate and emissions (NOx and soot). The
predicted results of zone velocity and spray tip penetration are compared with the
predictions that are reported by Hiroyasu. The predicted results showed good
agreement with the experimental data.
Chiu (2000) [14] has consolidated the theoretical accomplishments in droplets
and sprays in the twentieth century, with an emphasis on the evolution of scientific
concepts, paradigms and methodologies. A structural spray theory, which was
developed form an early view of isolated droplets, has evolved in to a new view that
the interaction droplet and micro-scale structures and clusters of many-systems are
also fundamental entities in practical sprays. Outstanding issues and critical
bottlenecks that have prevented further advancement of the existing analytical theory
of droplet physics are examined, and an emerging research trend in a unified theory of
droplet phenomena was discussed. Recent accomplishments and future prospects of a
unified theory are presented to coupling the status of this special branch of droplet
science and its future application.
Randall et al., (2005) [15] have studied numerically the quasi-steady
vaporization and combustion of multiple-droplet arrays. Vaporization rates, shapes of
the flame surface and flame locations were found for different fuels and droplet array

19
configurations. The number of droplets, the droplet arrangement within the arrays
and the droplet spacing within the arrays are varied to determine the effects of these
parameters. It is reported that the droplet interactions, the number of droplets and
relative droplet spacing will affect significantly the vaporization rate of droplets
within the array and consequently the flame shape and its location are also affected.
For small droplet spacing, the droplet vaporization rate decreases below that obtained
for an isolated droplet by several orders of magnitude. Similarity parameter, which
correlates vaporization rates with array size and spacing was reported. Individual
droplet flames, internal group combustion, and external group combustion were
reported that they are depending on the boundary conditions and droplet geometry.
Anand Kumar et al., (2005) [16] have used KIVA CFD code to analyze the
in cylinder flow of a four stroke gas engine. The simulation results were compared
with the available experimental results. The effect of different motoring speeds on the
intake-generated turbulence, mass flow rate, velocity, swirl ratio and TKE were
analyzed.

3.2. Drawing

Figure 3. 1drawing

20
 CHAPTER 4 INTRODUCTION OF ANSYS AND FEA

4.1. Introduction Of Ansys

ANSYS a product of ANSYS inc. Is a world's leading, widely distributed and

popular commercial CAE package. It is widely used by designers/analysis in
industries such as aerospace, automotive, manufacturing, nuclear, electronics,
biomedical, and much more. ANSYS provides simulation solution that enables
designers to simulate design performance directly on the desktop. In this way, it
provides fast efficient and cost efficient product development from design concept
stage to performance validation stage of product development cycle.
It helps to acceleration and streamlines the product development process by
helping designers to resolve issues relation to structural thermal fluid flow
electromagnetic effect a combination of these phenomena acting together and soon.
In ANSYS, the basics of FEA concepts, modeling and the analyzing of
engineering problem using ANSYS workbench. In addition, describe of importance
tools and concepts given whenever required .this following simulation streams of
ANSYS.
1. Structural Analysis
Static Structural Analysis
Modal Analysis
Transient Structural Analysis
2. Thermal Analysis
Steady State Thermal Analysis
Transient Thermal Analysis

21
4.2. Introduction Of Fea

The finite element analysis (FEA) is computing technique that is used to

obtain approximately. Solution to boundary valve problems. It uses a numerical
method called finite element method(fem).in FEA involves the computer model of a
design that is loaded and analysed for specific results, much as stress, deformation,
deflection, natural frequencies, mode shapes, temperatures distribution and soon.
The concept of FEA can be explained through a basic measurement of
dimensions. In FEA simulation the loading condition of design and determination the
design responses in those conditions. It can be used in new product design as well as
in exiting product refinement. A model is divided into a finite number of regions/
divisions call elements, These elements can be of predefinition shapes, such as
triangular, quadrilateral, hexahedron, tetrahedron and soon. This predefined
shapes(elements) helps to find the sum of responses of all elements in model gives the
total responses of complete model

4.2.1. General Working Of FEA

A better knowledge of FEA helps in building the most accurate model. Also, it
helps in understanding the backwards working of ANSYS. Here, a simple model is
discussed to give a brief overview of working of FEA.
A spring assembly that represents a simple two spring element model. In this
model, two spring are connecting in series and one of the spring is fixed at the
leftmost endpoint. The stiffness of the spring constant k1 and k2. The movement of
the endpoint of each spring is restricted to x direction only. The change of position
from the undeformed state of each endpoint can be definition by variables x1 and x2.
The forces acting on the end point of spring are represented by f1 and f2.

Figure 4. 1 Representation Of A Two Spring Assembly.

To develop a model that can predict the state of this spring assembly, you can
use the linear spring equation given below
F=KX

22
 Where, F - Force,
K- Spring Constant And
X -displacement
If we use the spring parameters defined above and assume a state of
equilibrium, the following equation can be written for the state of each endpoint.
F1= (K1+K2)X1+(-K2)X2
F2=(-K2)X1+(K2)X2
Therefore,
𝑓1 𝑘1 + 𝑘2 −𝑘2 𝑥1
[ ] =[ ]
𝑓2 −𝑘2 𝑘2 𝑥2
In above matrix, if the spring constant is k1and k2 are known and the
deformation shapes x1 and x2 are defined. Then the resulting forces f1 and f2 can be
determined. Similarly for all terms.

4.2.2. Stiffness Matrix

In above equation, the following part represent the stiffness matrix(k)

𝑘1 + 𝑘2 ⋯ −𝑘2
[ ⋮ ⋱ ⋮ ]
−𝑘2 ⋯ 𝑘2
This matrix is relatively simple because it comprises only one pair of springs
but it turns complex when the number of spring increase.

4.2.3. Degree Of Freedom

The degree of freedom is defined as the least number of independent

coordinate required to define the configuration of the system in space. In the previous
example, we are only concerned with displacement and forces. By making one
endpoint fixed, you will restrict all degrees of freedom for that particular node. Which
means that, there will be no translational or rotational degrees of freedom for that
node.
4.2.4 Boundary Conditions
The boundary conditions are used to elimination the unknowns in the system.
At equations that are solvable is meaningless without the input. So, the displacement
could have been specified in place of forces as boundary conditions and the

23
mathematical model could have been solved for the forces. In other words, the
boundary condition can help to reduces or eliminate the unknown in the system.

4.3. Elements And Elements Shapes

4.3.1. Elements

Elements is an entity into which the system under study is divided. An element
shape is specified by nodes. The shape (area, length, and volume) of elements
depends on the nodes with which it is made. An element (triangular shape) is shown
in the figure.

Figure 4. 2 A Node And An Element

4.3.2. Element Shape

There are many types of elements shapes that are further divided into various
classes depending on their uses. The following are some basic elements shape

4.3.3. Line Element

A line element has a shape of line or curve. Therefore, a minimum of two

nodes is required to define it. The higher order elements that additional nodes at the
middle of the line or curve. An element the does not have a node in between its edges
are called linear element

Figure 4. 3 Line Element

4.3.4. Area Elements

24
 An area elements have a shape of triangular or a quadrilateral, therefore it's
required a minimum of three or four nodes to define it.

Figure 4. 4 The Area Elements

4.3.5 Volume Elements

A volume elements have the shape of a hexahedron, wedge, tetrahedron, or a
pyramid.

Figure 4. 5 Volume Elements

4.4. General Procedure To Conduct Finite Elements Analysis

To conduct the finite elements analysis you need to follow certain steps that
are given next.
 Set the type of analysis to used.
 Create model
 Define the elements type
 Divide the elements types
 Divide the given geometry into nodes and elements
 Apply material properties and boundary conditions
 Drive elements matrices and equations
 Solve the unknown parameters at nodes
 Interpret the results

The general process FEA by using software is divided into three main phases:
Preprocessor

25
 The preprocessor is a phase that process input data to produce an output which
is used as input in the subsequent phase (solution). Following are the input data that
need to be given to the preprocessor.

4.4.1. FEA Through Software

Types of analysis (structural or thermal, static or dynamics, and linear or non-

linear)

ELEMENTS TYPE
 Real constants for elements (cross-sectional area, moments of inertia, shell
thickness and soon )
 Material properties (young's modulus, Poisson's ratio, spring constant,
thermal conductivity, coefficient of thermal expansion, and soon)
 Geometry model (either created in FEA software or imported from cad
package)
 FEA model (discretizing the geometric model into small elements)
 Loading and boundary conditions (defining loads, pressures, moments,
temperature, conductivity, convection, constraints (fixed, pinned or
frictionless/ symmetrical )), and so on.
 The input data are preprocessed for the output data and the preprocessor
generates the data files automatically with help of uses.

SOLUTION
The solution phase is completely automatic. The FEA software generates
elements matrices, compute nodal value and derivatives, and stores the result data in
files. These files are further used in the subsequent phase (postprocessor) to review
and analyze the results through the graphics display and tabular listing.
Postprocessor
The output from the solution phase (results in data files) is in the numerical
form and consist of nodal values of the field variable and its derivative. For example,
in structural analysis, the output of the post processor is nodal displacements and
stress in elements. The postprocessor processes the results data and displays them in
graphical form to check or analysis the results. The graphical output gives the detailed

26
information about the required results data. The postprocessor phase is automatic and
generates graphical output in the specified form.

FEA SOFTWARE
There is a variety of commercial FEA software package available in the
market. Every CAE software provides various modules for various analysis
requirements. Depending on your requirement, you can select a required module for
your analysis. Some firms use one or more CAE software and other develop
customized version of the commercial software to meet their requirement.

4.5. Advantage And Limitations Of Fea Software

Following are some of the advantage and laminations of FEA software.

ADVANTAGE
 It reduces the amount of prototype testing, thereby saving the cost and time.
 It gives the graphical representation of the results of analysis
 The finite elements modeling and analysis are performed in the preprocessor
and solution phases which if done manually would consume a lot of time and
in some cases, might be impossible to perform.
 Variables such as stress and temperature can be measured at any desired point
of the model
 It helps optimize a design
 It is used to simulate the designs that are not suitable for prototype testing.
 Its helps you create more reliable, high quality, and competitive designs.

4.6. Limitations

 It does not provide exact solutions

 FEA package are costly
 An inexperienced user can deliver incorrect answer, upon which expensive
decision will be based
 Results give solutions but not remedies
 Feature such as bolts, welded joints, and so on cannot be accommodated to
model. This may lead to approximation and errors in the results.

27
  For more accurate results, more hard disk space, ram, and time are required

4.7. Starting Of Ansys Workbench Using Taskbar

The workbench windows help streamline an entire project to be carried out in

ansys workbench 14.0. In this window, one can create, manage, and view the
workflow of the entire project create by using standard analysis system. The
workbench windows mainly consist of the menu bar, standard toolbar, the toolbar
windows, project schematic windows, and the status bar.

Figure 4. 6 The Component Of The Workbench Windows

4.8. Toolbox Windows

The toolbox windows are located on the left in the workbench windows. The
toolbox windows list the standard and customised templates or the individual analysis
components that are used to create a project. To create a project, drag a particular
analysis or component system from the toolbox window and drop into the project
schematic windows or double click on GUI table it will add it into project schematic
windows and to create the project

28
 Figure 4. 7 The Analysis System Toolbox Displaying Various Analysis System.

4.9. Table Of Analysis And Definitions

Name of analysis
Explicit dynamics
Fluid flow (CFX)
Fluid flow (CFD)
Harmonic response
Rigid dynamics
Static structural
Steady state thermal
Transient structural
Transient thermal
Table 4. 1 Table Of Analysis And Definitions
Application of loads
Loads with respect to time
Compressible
incompressible of air or gases
Compressible
incompressible of fluid
Periodic or sinusoidal loads
Constraints and motion loads
Static load conditions
Temperature or thermal loads
Varying of load conditions Deformation, Stresses and
with changing of times
Varying of Temperature or Heat flux or temperatures
thermal loads with changing of
times
Solution determines
Total deformation or impact
deformation
or Heat transfer or flow of air
or Heat transfer fluid
Resonance, fatigue, and
effect of forced vibration.
Forces or direction analysis
Deformation, Stresses and
Strains, Fatigue tool, Life,
Damages, Safety factor
Heat flux or temperatures
Strains, Fatigue tool, Life,
Damages, Safety factor

29
 CHAPTER 5 PROJECT SCHEMATIC WINDOWS
The project schematics windows help manage an entire project. It displays the
workflow of entire analysis project. To add an analysis system to the project
schematic windows, drag the analysis system from toolbox windows and drop into the
green coloured box displayed in the project schematic windows.

Figure 5. 1 Static And Modal Analysis Imported Into Project Schematic

5.1. Custom System Analysis.

By default, the custom system toolbox is also displayed in collapsed state in
the toolbox. To expand this node, click on + on a custom system. The system in the
customs system toolbox is used to carry out the standard coupled analysis like static
and thermal analysis(the combination of more than single or multiple of GUI tab). In
every GUI tabs, we can drag more GUI tabs makes the links analysis.

5.2. Units In Any Workbench:

In any workbench, you can use any of the following predefined unit systems.
Units Mass Length Time Voltage Temperature Current Forces
O
Metric Kg M S V C A N
O
Metric Tonne Mm S Mv C Ma N
US O
Lb In S V C A N
Customary
SI Kg M S V K A N
US
Lb In S V Rankine (R) A Lbs
Engineering
Table 5. 1 Units

30
5.3 Component Of The System:

An item that is added from the toolbox window to the project schematic
windows is known as a system and the constituent elements of the system are known
as cells. Each cell of a system plays an important role in carrying out a project and are
discussed next

5.3.1. Engineering Data Cell

The engineering data cell is used to define the material to used in the analysis.
To define the materials, double click on the engineering data cell, the workbench
corresponding to this the engineering data cell will e displayed.
Engineering cell-double click-click on the shell system (engineering data
book)-select general materials in the outline of the engineering data sources- select
materials in the outline of general materials

Figure 5. 2 The Engineering Data Workspace

5.3.2. Geometry Cell

The geometry cell is used to create, edit or import the geometry that is used for
analysis. To create a geometry for analysis, double click on geometry cell, the design
modeller windows will be displayed.

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 Figure 5. 3 The Menu Displayed On Right Clicking On The Geometry Cell

The new geometry option in the menu is used to get into design modeller
windows, where you can create geometry or import the geometry from the existing
geometry file create in another CAD software packages.

5.3.3. Model Cell

The model cell will be displayed for mechanical analysis system and is used to
discretize geometry into small elements, apply boundary and load conditions, solve
the analysis, and so on.

5.3.4. Mesh Cell

The mesh cell will be displayed for fluid flow analysis and is used to mesh the
geometry, on double clicking on this cell, the meshing windows will be displayed . In
other words, this cell is associated with the meshing windows.

5.3.5. Setup Cell

The setup cell is used to define the boundary conditions of an analysis system,
such as loads and constraints. This cell is also associated with the mechanical
workspace.

5.3.6 Solution Cell

The solution cell is used to solve the analysis problem based on the conditions
defined in the cells above the solution cell. The cell is also associated with the
mechanical workspace.

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5.3.7. Results Cell

The results cell is used to display the results of the analysis in the user
specified formats, this cell is also associated with the mechanical workspace.

5.4. Introduction To Modal Analysis

The modal analysis is used to calculate the vibration characteristics such as

natural frequency and mode shape (deformed shapes) of a structure or a machine
component. The output of the modal analysis can be further used as input for the
harmonic and transient analyses.
For example , a cantilever beam, attached to a system vibrating at a certain
frequency. It is important for the designer to find out whether the beam will sustain
the vibrations induced by the machine to which it is connected.
When the cantilever vibrates, various shapes are attained at certain
frequencies. The shape of the component corresponding to a frequency is known as
mode shape. The mode shape is a graphical representations of the deformation
attained due to vibration. The main aim of the modal analysis is to find whether the
natural frequency of the component is closer to the vibrations induced in the
component. In this example, with this cantilever, the maximum number of modes
found is six. Through display the various mode shapes of first, second, 3rd, and 4th
modes, respectively.
If the natural frequency of a system is very close to the excitation frequency,
the component can get into resonance and fail. Therefore, to avoid the resonance, you
need to strengthen the component on die basis of the mode shape. However,
sometimes strengthening the component may not be possible due to the design
limitations. Also, in actual practice, the displacement produced at resonance may not
be infinite due to the presence of damping. Therefore, you need to calculate the
response of a system under the time/frequency based loads. If the
stress/strain/displacement response is less than the permissible limit, the component
will not be required to strengthen or redesign.

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5.5. PERFORMING THE MODAL ANALYSIS

The Modal analysis is performed to find out the natural frequencies of a

model. You can find out more than one natural frequency of a model depending upon
the degrees of freedom available.
The following steps are involved to perform a Modal analysis:
1. Set the analysis preference.
2. Create or import the geometry into ANSYS Workbench.
3. Define element attributes (element types, real constants, and material properties).
4. Define meshing attributes.
5. Generate a mesh for the model.
6. Specify the analysis type, analysis options, and apply loads.
7. Obtain the solution.
8. Review the results.
Most of these steps have already been discussed in previous chapters.

5.6. Adding Modal Analysis System To Ansys Workbench

To perform a Modal analysis in ANSYS Workbench, you need to add the

Modal analysis system from the Analysis Systems toolbox in the Toolbox window to
the Project Schematic window,
Partial view of the Project Schematic window with the Modal analysis system
added to it

5.6.1 Starting The Mechanical Window

To Start The Analysis, Double-Click On The Model Cell Of The Modal

Analysis System To Display The Mechanical Window. The Components Of The
Mechanical Window Displayed By Using The Model Cell Of The Modal Analysis
System Are Similar To The Components Of The Mechanical Window Displayed By
Using The Static Structural Analysis System.

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 Figure 5. 4 The Mechanical Window With The Modal Node Displayed In The
Tree Outline

In the Mechanical window, you can set the number of modes or natural
frequencies you need To find. Shows the Tree Outline of the Mechanical window.

5.6.2. Specifying Analysis Setting

After generating mesh for the model, it is required to specify the setting
needed to run the modal analysis. To do so, select analysis settings displayed under
the model node in the tree outline, the details of analysis settings windows will be
displayed. In this windows, specify a value in the max modes to find edit box to
displayed the various mode shapes. A limit can be assigned to the search of mode
shape display by selecting Yes from the Limit Search to Range drop-down list. On
doing so, the Range Minimum and Range Maximum edit boxes will be displayed.
Specify the values for the minimum and maximum frequencies in these edit boxes to
find mode shapes of the model within that specified range.
Select the Yes option from the Damped drop-down list in the Details of
“Analysis Settings” window to apply clamping on a model, refer to Figure. The
default selection in the Damped drop-down list is No. As a result, ANSYS
Workbench will not consider the system to be damped. In such cases, the analysis is
known as damped modal analysis where the mode shapes and natural frequencies are
complex.

35
 After the analysis setup is done, you need to solve the model. You can do so
by choosing the Solve tool from the Standard toolbar in the Mechanical window.
After the model is solved, you need to plot the mode shapes. The procedure to plot the
mode shapes is explained next.
5.6.3 Plotting The Deformed Shape (Mode Shape)
You can plot the mode shape (deformed shape) at each mode. However,
before plotting the deformed shape, you need to specify the mode in the Graph
window. To create the mode shapes, select the Solution node in the Tree Outline; the
Graph and Tabular Data windows will be displayed in the Graphics screen,
Now right click in the Graph window to display a shortcut menu and then
choose Select All from it. Right-click again in the Graph window and then choose the
Create Mode Shape Results option from the shortcut menu; the modes are added
under the Modal node. Based on the number specified in the Max Modes to Find edit
box, the number of modes are created with the names Total Deformation, Total
Deformation 2, . . . Total Deformation 6. Select the required mode from the Solution
node to visualize the corresponding mode shape in the Graphics screen.
In this project, we imported a model which is created in one of the cad
software's, as shown in Figure. The dimensions of the model are given in Figure. You
will generate the mesh with default global mesh control settings and find six natural
frequencies and their respective mode shapes. The material used is Structural Steel.
The following steps are required to complete this tutorial:
1. Create a new project.
2. Create the model.
3. Generate the mesh.
4. Specify the boundary conditions.
5. Solve the analysis.
6. Retrieve the analysis results.
7. Play the animation.
8. Save the model.

5.6.4. Creating The Model

After creating the project, you now need to work in the DesignModeler to
create the model.
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 1. Double click on the Geometry cell; the Design Modeler window along with
the ANSYS Workbench dialog box is displayed.
2. Select the Millimeter radio button in the ANSYS Workbench dialog box
and then choose the OK button to specify millimeter as the unit for creating the
sketch.

Figure 5. 5 Geometry

5.6.5. Generating The Mesh For The Model

Now, you need to generate the mesh of the model.;

1. double click on model cell will enter into mechanical window. Also, you will
notice that in the Outline window, the Mesh node is displayed in the Tree
Outline with a yellow thunderbolt attached to it.
2. Click on Mesh in the Tree Outline; the Details of “Mesh” window is
displayed.
3. In the Details of “Mesh” window, expand the Sizing node, if not already
expanded
4. In the Sizing node in the Details of “Mesh” window, (inter 2-5 in the Element
Size edit Box.
5. Right-click on Mesh in the Tree Outline and then choose the Preview >
Surface Mesh from the shortcut menu displayed; the preview of the mesh for
the model is displayed.

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 6. Choose the Generate Mesh tool from the Mesh drop-down in the Mesh
contextual toolbar; the mesh is generated, as shown in Figure.

Figure 5. 6 Mesh

5.6.6. Setting The Boundary Conditions

After the mesh is generated, you need to set the boundary conditions under
which the analysis is to be performed.
1. Right—click on Modal node in the Tree Outline and then choose Insert >Fixed
Support from the shortcut menu displayed; Fixed Support with a question
symbol is added under the Modal node in the Tree Outline. Also, the Details
of “Fixed Support window is displayed.
2. In the Details of “Fixed Support” window, click on the Geometry cell to
display the Apply and Cancel buttons, if not already displayed.
3. Select the side face of the model, as shown in Figure.
Next, choose the Apply button from the Geometry selection box in the Details of
“Fixed Support’ window, Fixed support is applied to the selected face.

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 Figure 5. 7 Fixed Support

5.6.7. Solving The Modal Analysis

After specifying the boundary conditions in the Mechanical window, you need
to set the variables to Define the results and solve the analysis.
1. Select Analysis Settings under the Modal node in the Tree Outline; the Details
of “Analysis Settings” window is displayed.
2. In the Details of “Analysis Settings” window, expand the Options node, if it is
not already expanded.
3. Enter 6 in the Max Modes to Find edit box, if not already specified by default.
Also make sure that No is selected in the Limit Search to Range drop-down
list, refer to Figure.
4. Expand the Solver Controls node in the Details of “Analysis Settings”
window, if it is not already expanded.
5. In the Damped drop-down list, select the No option, if not already selected.
6. Right-click on the Solution node in the Tree Outline and then choose the Solve
option from the shortcut menu displayed; the analysis is solved.
7. Select the Solution node in the Tree Outline; the Graph and Tabular Data
windows are

39
 Displayed, refer to Figure.

Figure 5. 8 Retrieving Analysis Results

After the analysis is solved, you need to find the mode shapes.
1. Right-click in the Graph window, a shortcut menu is displayed.
2. Choose Select All from this shortcut menu to select all the data available in the
Graph window, as shown in Figure,
3. After the columns-in the Graph window are selected, right-click again to
display a shortcut menu
4. Choose the Create Mode Shape Results option from the shortcut menu
displayed, refer to Figure; Total Deformation results are added under the
Solution node in the Tree Outline with the names: Total Deformation, Total
Deformation 2, - - - Total Deformation 6. Also, you will notice that there are
yellow thunderbolts attached to each one of them indicating that these results
need to be evaluated. The number of modes under the Solution node depend
upon the value specified in the Max Modes to Find edit box in the Details of
“Analysis Settings” window.

Figure 5. 9 Results Outline

40
 5. Right-click on the Solution node again and then choose the Evaluate All
Results from the shortcut menu displayed; all the six results are ready to be
viewed.
6. Select Total Deformation under the Solution node in the Tree Outline; the first
mode is displayed in the Graphics screen, as shown in Figure.
7. Select Total Deformation 2 under the Solution node; the second mode shape is
displayed in the Graphics screen, as shown in Figure
Similarly, select other results from the Solution node to view the
corresponding mode shape in the Graphics screen.
Figure shows the Tabular Data window. The three columns in this window
display the serial number, mode, and frequency of the model.
After retrieving the results, you will now play the animation.
1. Select Total Deformation in the Solution node in the Tree Outline; the
Graph window is displayed
2. Choose the Play button available in the Animation area of the Graph
window; the animation with respect to the first mode shape is played in the Graphics
screen.
3. Similarly, select Total Deformation 2 from the Tree Outline and play the
animation for the second mode shape.

Figure 5. 10 Total Deformations Mode 1 And Mode 2

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Figure 5. 11 Total Deformations Mode 3 And Mode 4

Figure 5. 12 Total Deformations Mode 5 And Mode 6

42
 Figure 5. 13 Total Deformations Mode 7 And Mode 8

4. Exit the Mechanical window; the Workbench window is displayed.

5. Choose the Save button from the Standard toolbar to save the project
6. Close the ANSYS Workbench session.

5.5. Introduction To Static Structural Analysis

The Static Structural analysis is one of the important analyses in ANSYS

Workbench. It is available as Static Structural analysis system under the Analysis
System toolbox in the Toolbox window, This system analyses the structural
components for displacements (deformation), stresses, strains, and forces under
different loading conditions. The loads in this analysis system are assumed not to have
damping characteristics (time dependent). Steady loading and damping conditions are
assumed in this type of analysis system.
To start a new Static Structural analysis system, double-click on Static
Structural in the Analysis Systems toolbox in the Toolbox window; the Static
Structural analysis system will be added to the Project Schematic window. To start an
analysis, first you need to specify the geometry on which the analysis is to be done.
To do so, you can import the geometry from an external CAD package, or you can
create the geometry in the ANSYS's DesignModeler software. After the model is
43
specified for an analysis, you need to double-click on the Model cell of the Static
Structural analysis system to open the Mechanical window. In this window, you can
specify the parameters and run the analysis.

Figure 5. 14 The Static Structural Analysis System Added To The Project

Schematic Window

Figure 5. 15 The Mechanical Window

As discussed in previous chapters, analysis can be carried out in three major

steps: pre-processing, solution, and post-processing. The tools required to carry out
these steps are discussed next.

5.5.1. Pre-Processing

The pre-processing of an analysis system involves specifying the material,

generating a mesh, and defining boundary conditions.

44
 In ANSYS Workbench, the various tools related to boundary conditions are
available in the Environment contextual toolbar, which is displayed when you select
the Static Structural node in the Tree Outline

Figure 5. 16 The Environment Contextual Toolbar

In order to provide a support to the model, you need to choose the required
tool from the Supports drop-down. Similarly, to add a load, choose the desired tool
from the Loads drop-down in the Environment contextual toolbar. Also, when you
choose any tool from the Environment contextual toolbar; the corresponding entity is
placed under the Static Structural node in the Tree Outline.
The main purpose of an analysis is to evaluate the results. After the boundary
condition is set and loads are applied, you need to specify the desired outcomes of the
analysis. In ANSYS Workbench, you can analyze various parameters such as
deformation, stresses, strains, and so on. To do so, you need to specify the results
required and then evaluate them. You can use the tools available in the Solution
contextual toolbar to specify results, refer to Figure 9-4. Alternatively, right-click on
the Solution node in the Tree Outline and then use the desired option from the
shortcut menu displayed.

Figure 5. 17 The Solution Contextual Toolbar

In order to evaluate deformations, stresses, strains, and so on, choose the

desired options from the drop-downs available in the Solution contextual toolbar.

5.5.2. Solution

In an analysis, after pre-processing (meshing, specifying material, and

specifying boundary condition) is done, the next step is to solve the analysis. In
ANSYS Workbench, you will use the Solve tool from the Standard toolbar to run the
solver. The solver runs in the background of a software and acquires results of an
analysis, based on the specified boundary conditions.

45
5.5.3. Post-Processing

After the analysis is complete, you need to generate the report in the
Mechanical window. To do so, choose the Report Preview tab from the bottom of the
Graphics screen; the ANSYS Report generation in progress message is displayed on
the screen. After sometime, this message vanishes and the report is generated.

Figure 5. 18 The Report Generation In Progress...

5.5.4. Project Overview

In this project, you will create the model of a cantilever beam, as shown in
Figure. The dimensions to create the model and its boundary and loading conditions
are also given in the same figure. Run a Static Structural analysis on the model and
evaluate the Total Deformation and the Directional Deformation. Determine
Directional Deformation along the X, Y, and Z axes. After evaluating the results,
interpret them.
A. Start a new project and create the model.
B. Generate the mesh.
C. Set the boundary and loading _conditions.
D. Solve the model.
E. Duplicate the existing analysis system.
F. Interpret results.
G. Save the project.

46
5.6. Starting A Project And Created The Model

The first step is to start a new project in the Workbench window.

1. Start ANSYS Workbench.
2. Choose the Save button from the Standard toolbar; the Save As dialog box
is displayed.
3. In this dialog box, enter static structural analysis for diesel engine nozzle in
the File name field and then save the file in the location:
4. Double-click on Static Structural in the Toolbox window; the Static
Structural analysis system is added in the Project Schematic window.
5. Rename the Static Structural analysis system to model.
6. In the Cantilever analysis system, double-click on the Geometry cell; the
DesignModeler window along with the ANSYS Workbench dialog box is displayed.
7. In the ANSYS Workbench dialog box, set the unit to millimeter. Now,
create the model on the XY plane
8. Exit the DesignModeler window to display the Workbench window.

5.7. Generating The Mesh

After the model is created in the DesignModeler window, you need to

generate the mesh for the model in the Mechanical window.
In the Project Schematic window, double-click on the Model cell in the
analysis system; the Mechanical window is displayed.
Select Mesh in the Tree Outline to display the Details of "Mesh" window.
In the Details of "Mesh" window, expand the Sizing node, if it is not already
expanded. Also, notice that Default is displayed in the Element Size edit box.
The Element Size edit box is used to specify the size of an element. The
element size specified in this edit box is according to the size of the geometry.
However, this edit box will not be visible when the On: Proximity and On: Proximity
and Curvature options are selected from the Use Advanced Size Function drop-down
list. When Default is displayed in the Element Size edit box, it indicates that a default
value, based on the size of the geometry, is already specified by the software.
Choose the Generate Mesh tool from the Mesh drop-down in the Mesh contextual
toolbar; the mesh is generated.
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 Figure 5. 19 Mesh Generated With Default Mesh Controls

Expand the Statistics node in the Details of "Mesh" window to display the total
number of elements created. On doing so, you will find that the total number of
elements created is 80.

5.8. Setting The Boundary And Loading Conditions

After the mesh is generated, you need to set the boundary and loading
conditions under which the analysis will be performed.
Select the Static Structural node in the Tree Outline; the Details of "Static Structural"
window is displayed. Also, the Environment contextual toolbar is displayed
In the Environment contextual toolbar, choose the Fixed Support tool from the
Supports drop-down, refer to Figure 9-10; Fixed Support is attached to the Tree
Outline. Also, the Details of "Fixed Support" window is displayed.

Figure 5. 20 Choosing The Fixed Support Tool From The Supports Drop-Down

48
1. The Environment contextual toolbar is displayed according to the
corresponding analysis system node selected in the Tree Outline.
2. The options available in the Supports drop-down can also be accessed by
using the shortcut menu displayed on right-clicking on the Static Structural
node.
3. Select the Geometry selection box in the Scope node of the Details of "Fixed
Support" window to display the Apply and Cancel buttons, if they are not
already displayed.
4. Choose the Face tool from the Select toolbar to select the face to apply fixed
support. Next, select the face of the model; the face turns green,
5. Choose the Apply button in the Geometry selection box to confirm the
selection of the face for Fixed support; the color of the face turns violet and a
flag is attached to the face, After the boundary is defined for the model, you
need to define the load for which the analysis is to be carried out.

Figure 5. 21 The Loads Drop-Down

6. Select the Static Structural node in the Tree Outline to display the
Environment contextual toolbar.
7. In this toolbar, choose the Loads button to display a drop-down,
8. Choose the Force tool from this drop-down; Force is attached under the Static
Structural node in the Tree Outline. Also, the Details of "Force" window is
displayed.
9. Force is known as the rate of change of momentum. In .ANSYS Workbench,
you can apply Force load by choosing the Force tool from the Loads drop-
down.
49
 10. In the Details of "Force" window, select the Geometry selection box to display
the Apply and Cancel buttons, if they are not already displayed.
11. Choose the Edge tool from the Select toolbar to select an edge from the
Graphics screen.
12. In the Graphics screen, select the edge, just opposite to the face on which you
have applied the Fixed support.
13. Choose the Apply button from the Geometry selection box in the Details View
window; the edge is selected for applying the Force load.
14. Select the Magnitude edit box and then enter 500 as the magnitude of Force
load. The Magnitude edit box is used to specify the magnitude of a vector
quantity.
15. Select the Direction selection box to display the Apply and Cancel buttons.
Next, select the edge of the model.

Figure 5. 22 The Violet Color Face Of The Model Displaying The Fixed Support
And The Direction Selection Box Is Used To Specify The Direction Of A Vector
Quantity.

16. Choose the Flip toggle button available in the Graphics screen, to specify the
direction of load as downward.
17. Choose the Apply button in the Direction selection box in the Details of
"Force" window. Now, the preprocessing part is complete. Next, you need to
work on the solution part of the analysis.
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5.9. Solving And Post-Processing The Finite Element Model

After the boundary and loading conditions are specified for the analysis, you
need to evaluate the results that are of importance in the case of a particular analysis.
You can view the response of the model under the given boundary and loading
conditions. The various results that can be evaluated are: Deformation, Stress, Strain,
Energy, and Linearized Stress.
1. To evaluate the results in this analysis, follow the procedure explained next.
Select the Solution node in the Tree Outline; the Solution contextual toolbar is
displayed. Also, the Details of "Solution" window is displayed.

Figure 5. 23 The Details Of Solution Window

2. Choose the Total tool from the Deformation drop-down in the Solution
contextual toolbar, as shown in Figure 9-18; Total Deformation is attached
under the Solution node. Also, the Details of "Total Deformation" window is
displayed.

Figure 5. 24 Choosing The Total Tool From The Deformation Drop Down

3. Choose the Directional tool from the Deformation drop-down; Directional

Deformation is attached to the Tree Outline. Also, the Details of "Directional
Deformation" window is displayed.
A body is called to be deformed if its shape is changed temporarily or
permanently. The temporary change of shape is known as elastic deformation and a

51
permanent change of shape is known as plastic deformation. In ANSYS Workbench,
You can determine deformation in terms of Total and Directional Deformations.
Total Deformation is the total change of shape in a given working condition.
You can view the Total Deformation induced in any component by using the Total
tool from the Deformation drop-down in the Solution contextual toolbar. Directional
deformation is the total change of shape in a particular axis, due to given working
conditions. You can view Directional deformation by using the Directional tool from
the Deformation drop-down in the Solution contextual toolbar.
Total Deformation is the summation of all directional deformations produced
in a certain region of the model. The following equation describes the Total
Deformation:

If
Deformation in the X-axis Ux
Deformation in the Y-axis Uy
Deformation in the Z-axis Uz

Then Total Deformation. U will be given as follows:

U = (Ux2+ Uy2 + Uz2) 1/2
4. In the Details of "Directional Deformation" window, expand the Definition
node, if it is not already expanded.
5. Select Y Axis from the Orientation drop-down list, refer to Figure 9-19.
6. Next, choose the Solve tool from the Standard toolbar; the Directional
Deformation with respect to the Y axis is displayed in the Graphics screen.
You can change the default scale of the results by selecting the required option
from the Scale drop-down list that is displayed on the right of the Result area in the
Result contextual toolbar.
7. Select X Axis from the Orientation drop-down list to evaluate the
Directional Deformation with respect to the X axis only.
8. Next, choose the Solve tool from the Standard toolbar to view the
Directional Deformation with respect to the X axis.

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5.10. Results:

After the analysis is finished the next important step is to understand the
evaluated results. In this project, we had evaluated deformation so far.
1. Select Total Deformation under the Solution node in the Tree Outline, the
Total Deformation of the model is displayed in the Graphics screen. Also, the
corresponding Legend is displayed in the Graphics screen.

Figure 5. 25 Total Deformation Displayed In The Graphics Screen

The Legend has colors arranged in a band from top to bottom. Depending
upon the type of analysis and the parameters evaluated, each color will indicate a
different value. A typical Legend displayed when Total Deformation is selected from
the Tree Outline.
The blue color in the Legend indicates the minimum value of Total
Deformation. In this case, it displays 0 which means there is no deformation at that
region.
The value that is displayed next to each color is the Total Deformation in the
region which Is depicted by that particular color in the model. The blue color in the
model represents the Lowest value of the Total Deformation, whereas the red color
denotes the maximum value of The Total Deformation.
2. Select equivalent stress under the Solution node in the Tree Outline, the

53
equivalent stress of the model is displayed in the Graphics screen. Also, the
corresponding Legend is displayed in the Graphics screen.
The Legend has colors arranged in a band from top to bottom. Depending
upon the type of analysis and the parameters evaluated, each color will indicate a
different value. A typical Legend displayed when equivalent stress is selected from
the Tree Outline.
The blue color in the Legend indicates the minimum value of equivalent
stress. In this case, it displays 0 which means there is no stress at that region.

Figure 5. 26 The Legend Figure Color Contours Displaying The Result

The value that is displayed next to each color is the equivalent stress in the
region which Is depicted by that particular color in the model. The blue color in the
model represents the Lowest value of the equivalent stress, whereas the red color
denotes the maximum value of The equivalent stress.

5.11. Table Of Results

TOTAL DEFORMATIONS EQUIVALENT STRESS

PRESSURE Mpa
10^-9 mm 10^-6 Mpa
1 35 1.5889 2.9223
2 38.75 1.7594 2.9798
3 42.5 1.9296 3.2574
4 46.25 2.0999 3.5209
5 50 2.2702 3.7906
Table 5. 2 Total Deformation And Stress With Loads(1 Mpa = 145.0.38 Psi)

54
5.12. Graph Of Total Deformations And Von Miss Stress

Graph 1 Total Deformations And Von Miss Stress

55
 CHAPTER 6 THERMAL ANALYSIS

6.1 Introduction To Thermal Analysis

Before a model is set for production, it passes through several stages. Thermal
analysis is one of them and plays an important role in product development. Various
products such as engines, refrigerators, heat exchangers, and so on are designed based
on the results of this analysis. Thermal analysis is used to determine the temperature
distribution and related thermal quantities in the model. In this analysis, all heat
transfer modes, namely conduction, convection, and radiation are analyzed. The
output from a thermal analysis can be the following:
 Temperature distribution.
 Amount of heat loss or gain.
 Thermal gradients.
 Thermal fluxes.
This analysis is used in many engineering industries such as automobile,
piping, electronic, power generation, and so on. In ANSYS Workbench, two types of
thermal analysis can be carried out, namely Steady-State and Cfd analysis.
The following are the basic steps required to perform the thermal analysis:
Set the analysis preference.
 Create or import solid model.
 Define element attributes (element types, real constants, and material
properties).
 Mesh the solid model.
 Specify the analysis type, analysis options, and the loads to be applied.
 Solve the analysis problem.
 Post-process results.

6.2. Important Terms Used In Thermal Analysis

Before conducting thermal analysis, you should be familiar with the basic
concepts and terminologies of thermal analysis. Following are some of the important
terms used in thermal analysis:

56
 Heat Transfer Modes , Whenever two bodies having different temperatures
come in contact, then the heat transfer takes place from the body of higher
temperature to the body of lower temperature. There are three modes of heat transfer:
Conduction, Convection, and Radiation.
Conduction is the process of heat transfer between bodies in contact. For
example, hold an iron rod on a flame and then wait for sometime; the iron rod will be
heated and you will feel the heat on your palm.
Convection is the process of heat transfer in which the medium of heat
transfer exam is a fluid. For example, heating up water using an electric water heater
is a good example of heat convection. In this case, water takes heat from the heater.
Radiation is mode of heat transfer in which the heat is transferred through
space, Hear from sun is a perfect example of this mode of heat transfer.
Thermal Gradient is the rate of change in temperature per unit depth in a
material
Thermal Flux is defined as the rate of heat transfer per unit cross-sectional
area. It is denoted by q.
Bulk Temperature, It is the temperature of a fluid flowing outside the
material. It is denoted by Tb. The Bulk temperature is used in convective heat
transfer.
Film Coefficient It is a measure of the heat transfer through a fluid film
Emissivity of a material is the ratio of energy radiated by the material to the
energy radiated by black body at the same temperature. Emissivity is the measure of a
materials ability to absorb and radiate heat. It is denoted by e. Emissivity is a
numerical value without any unit. For a perfect black body, e = l. For any other
material. E < 1.
Stefan-Boltzmann Constant is a physical constant and defined the power per
unit area emitted by a black body as a function of its thermodynamic temperature. It is
denoted by s.
Thermal Conductivity is the property of a material that indicates its ability to
conduct Specific Heat. It is denoted by c.

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6.3. Types Of Thermal Analysis

In ANSYS Workbench, two types of thermal analysis can be carried out,

namely Steady-State Thermal analysis and Cfd analysis.
Steady-State Thermal Analysis
In the Steady-State Thermal analysis, the thermal load does not vary with
time and remains Constant throughout the period of application. This analysis
considers only steady loads and does not consider any thermal load that varies with
time. In the Steady-State Thermal analysis, the system is studied under steady thermal
loads with respect to time. These thermal loads include convection, radiation, heat
flow rates, heat fluxes (heat flow per unit area), heat generation rates (heat flow per
unit volume), and constant temperature boundaries.
The Steady-State Thermal analysis may be either linear or nonlinear, with
respect to material properties that depend on temperature. The thermal properties of
most of the materials do vary with temperature, therefore the analysis usually is
nonlinear. Including radiation effects or temperature dependent convection in a model
also makes the analysis nonlinear. The steps to solve a problem related to the
Thermal analysis are the same as that of the structural analysis, except a few steps
such as selecting the element type, applying the load, and post processing results.
Cfd analysis, the application of thermal loads is time dependent. Most of the
engineering applications need Cfd analysis, such as engine blocks, pressure vessels,
nozzles, piping systems, and so on. The process of solving the Cfd analysis problem is
the same as that of the Steady-state thermal analysis. The only difference between
these two analyses is that in Cfd analysis, the load applied on a body is the function of
time.
In the Cfd analysis, the system is studied under varying thermal loads with
Respect to time. You can get the temperatures varying with time, thermal gradients,
and Thermal fluxes in a Cfd analysis. The Cfd analysis takes more time compared to
other analyses types. It is necessary to understand the basic mechanism of the problem
to reduce the time involved in getting its solution. For example, if the problems
contain nonlinearity, then you first need to understand how they affect the response of
structures by doing the Steady-State Thermal analysis.

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6.4.Project Objective

In this project we will open the existing above project. Next, your project with
a different name and run the Steady-State Thermal analysis On the model shown in
Figure to find out the effect of temperature on the whole body of the model. Also, we
will evaluate the Total Heat Flux and the directional Heat Flux with respect to the
direction heat flux with respect to axis. The parameters required to run the analysis
are given next.
Boundary Conditions:
Apply the Temperature load of 80 °C on the front flat face of the model as
shown in figure. Apply the Convection load on the inner faces of the model, as shown
in Figure. The inner faces are exposed to air. The ambient temperature is 22 °C.
The following steps are required to complete this tutorial
 Open an existing project and save it with a different name‘
 Change the unit and generate the mesh.
 Apply thermal boundary conditions
 Analyze the results.
Save the project and exit ANSYS Workbench.

6.5. Applying Thermal Boundary Conditions

After the model is meshed, you now need to apply the boundary condition for
the analysis.
Select the Steady-State Thermal node in the Tree Outline to display the Environment
contextual toolbar.
From the Environment contextual toolbar, choose the Temperature tool; Temperature
is added under the Steady-State Thermal node. Also, the Details of “Temperature”
window is displayed.
In the Details of “Temperature” window, select the Geometry selection box to display
the Apply and Cancel

6.6. Select The Front Face Of The Model

59
  Choose the Apply button from the Geometry selection box in the Details of
“Temperature” window; the face is selected for applying the Temperature
boundary condition.
 In the Details of “Temperature” window, specify 80 in the Magnitude edit
box.
 Select Temperature from the Steady-State Thermal node in the Tree Outline;
the Graph and Tabular Data windows are displayed, as shown in Figures.

Figure 6. 1 The Graph Window Displayed On Selecting Temperature From The

Steady-State Thermal Node In The Tree Outline

Choose the Convection tool from the Environment contextual toolbar;

Convection added under the Steady-State Thermal node. Also, the Details of
“Convection” window is displayed
In the Details of “Convection” window, select the Geometry selection box if it
is not Already selected; the Apply and Cancel buttons are displayed
Select the inner faces of the model

6.7. Analyzing The Results

After the thermal boundary conditions are applied, it is now important to

analyze the behavior of the model with respect to the boundary conditions applied.
Right-click on the Solution node in die Tree Outline to display a shortcut menu.

60
From this shortcut menu, choose Insert > Thermal > Temperature; Temperature is
added under the Solution node in the Tree Outline. Also, the Details of “Temperature”
window is displayed.
1. In this window, select the Geometry selection box to display the Apply and
Cancel buttons.
2. Choose the Body tool from the Select toolbar and then select the model, as
shown in Figure.
3. Choose the Apply button from the Geometry selection box in the Details of
“Temperature” window; 1 Body is displayed in the Geometry selection box.
4. Choose Thermal > Temperature from the Solution contextual toolbar;
Temperature 2 is added under the Solution node in the Tree Outline. Also, the
Details of “Temperature 2” Window is displayed.
5. In the Details of “Temperature 2” window, select the Geometry selection box
to display the Apply and Cancel buttons.
6. Choose the Face tool from the Select toolbar and then select the cylindrical
face of the model
7. Choose the Apply button from the details of temperature 2 window, 1 face is
displayed in the Geometry selection box in the Details of Temperature 2
window.
8. Choose the Solve tool from the Standard toolbar; the ANSYS Workbench
Solution Status message box is displayed and the temperature distribution for
the Temperature 2 boundary condition is displayed in the Graphics screen.
9. Select Temperature under the Solution node in the Tree Outline; temperature
distribution in the model is displayed in the Graphics screen, as shown in
Figure.

Similarly, select Temperature 2 under the Solution node in the ‘Tree Outline;
the temperature distribution in the model is displayed in the Graphics screen,
Select the Solution node in the Tree Outline to display the Solution contextual toolbar.

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 Figure 6. 2 Temperature Variations

It is obvious from the above results that the Total Heat Flux is maximum in
the region where the model is marked red and minimum where it is marked blue. Each
color contour depicts a value and can be seen in the Legend in the Graphics screen.
Exit the Mechanical window to display the Workbench window.

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 CHAPTER 7 FLUID FLOW CFD ANALYSIS
In this tutorial, you will open the existing project which is a saved before
model. Next, you will perform the fluid flow cfd analysis on the injector model. You
will assume the initial temperature of the system before combustion to be 35 psi to 50
psi. Consider the system to be air fuel mixture. we will evaluate the pressure and
velocity of air fuel mixture distribution inside the body

The following steps are required to complete this tutorial:

 Open the existing project and save it with a different name.
 Generate mesh for the model.
 Set boundary conditions.
 Set analysis results.
 Analyze the results.
 Save the project and exit ANSYS Workbench.

Opening the Existing Project and Saving it with a Different Name

First, you need to start ANSYS Workbench, open the existing project, and
then save it with a different name.
 Start ANSYS Workbench to display the Workbench window.
 In the Workbench window, double-click on the cfd analysis system in the
Analysis Systems toolbox in the Toolbox window;
 the Cfd analysis system is added in the Project Schematic window
 Drag the Geometry cell from the Fuel injector component system into the
Geometry cell of the Cfd analysis system, refer to Figure. The geometry 1s
now shared for the Cfd analysis.
 Next double-click on the Model cell of the Cfd analysis system; the
Mechanical window is displayed.
 Generating Mesh for the Model

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 Figure 7. 1 Mesh

After the Mechanical window is displayed, you need to generate mesh for the model.
 Make sure Metric (mm, kg, N, s, mv, ma) is selected from the Units menu in
the Menu bar.
 In the Tree Outline right-click on Mesh to display a shortcut menu. Figure
shows the default Tree Outline in the Mechanical window.
 Choose Generate Mesh from the shortcut menu; the ANSYS Workbench Mesh
Status box is displayed. After sometime, this box is closed and the mesh with
default settings is generated, as shown in Figure.
 Select Mesh from the Tree Outline to display the Details of “Mesh” window.
 In the Details of “Mesh” window, expand the Sizing node, if not already
expanded.
Choose Update from the Mesh contextual toolbar; the mesh is updated, as shown in
Figure 11-27.
Notice that the total number of elements created after generating the mesh is
approximately, which is more than the previous element count.
Applying Boundary Conditions
After the fuel injector model is meshed, you need to apply the boundary
condition under which the thermal analysis will be performed. Note that you need to
add Temperature load on the cylindrical face of the model.

64
7.1 Setting Analysis Results
After the meshing is applied, you need to specify the parameters.
1. double check on setup and we will enter into the fluid flow cfx proc
2. on fluid flow cfx go to the flow analysis and select defaults domain
3. in defaults domain-right click and select insert- and choose boundary
condition and specify 35 psi
4. similar for boundary 2
5. select material and change density of material to 786 kg/mm^3
6. go to file and select close cfx solver.

Figure 7. 2 Fluid Flow Cfx Proc

7. after that double click on solution in cfx analysis

Figure 7. 3 Graph Of Solver

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 8. double click on results in cfx / cfd solver

Figure 7. 4 Results

Isometric view of the sectioned model Figure shows the color contours that
indicate the distribution of pressure or velocity along various regions of the model.
Red color contour displays the region with the maximum pressure, whereas blue color
contour shows the region with minimum temperature. The other colors represent
various temperatures that lie within the maximum (red contour) and minimum (blue
contour) pressure.

66
 CHAPTER 8 RESULTS
8.1. Project Objectives
 After complete of chapters ,
 The basic concept and general working of FEA
 Understand the advantage and limitations of FEA
 Understanding the analysis type
 Understanding important terms and definition of FEA
8.2. Results For The Modal Analysis
Mode total deformation*10^-5 mm frequency hz
1 410.1 1552.3
2 443.89 1882.6
3 2241.5 1956.2
4 2391.6 2052.3
5 1994.3 2147.1
6 3133.4 2255.9
7 2304.7 3664
8 2242.7 3851.5

8.3. Results For The Static Structural Analysis

PRESSURE TOTAL EQUIVALENT

Mpa DEFORMATIONS 10^-9 STRESS 10^-6
1 0.241317 1.5889 2.9223
2 0.26717185 1.7594 2.9798
3 0.2930267 1.9296 3.2574
4 0.31888155 2.0999 3.5209
5 0.3447364 2.2702 3.7906

67
 CONCLUSION
In my project the nozzle which is used in diesel engine is design by taking
reference from the book and published journal from literature views from chapter 2.
All the design related parametric and material properties are consider from
machine drawing text book for detailed views and parametric and dimensions.
In this project the design of the nozzle in diesel engine are designed
individually by the help of Catia software. All the parts are redesigned and assembled
together in Catia.
Later it is converted to STP for analysis. Ansys was used a analysis software
over the nozzle.
After analysis the results are listed on chapter 8. From above analysis the life
for selected shaped as 1026 cycle then the body or nozzle starts deforms at1027 cycle
even the deformation at pressure 0.344 MPA (50.75 PSI) is 2.2708*10-9 mm

68
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